Bosch Diesel distributor fuel-injection pumps Technical Instruction

Diesel
distributor fuel-injection pumps

Diesel-engine management

Technical Instruction

Published by:

© Robert Bosch GmbH, 1999
Postfach 300220,
D-70442 Stuttgart.
Automotive Equipment Business Sector,
Department for Automotive Services,
Technical Publications (KH/PDI2).

Editor-in-Chief:

Dipl.-Ing. (FH) Horst Bauer.

Editors:

Dipl.-Ing. Karl-Heinz Dietsche,
Dipl.-Ing. (BA) Jürgen Crepin,
Dipl.-Holzw. Folkhart Dinkler,
Dipl.-Ing. (FH) Anton Beer.

Author:

Dr.-Ing. Helmut Tschöke, assisted by the
responsible technical departments of
Robert Bosch GmbH.

Presentation:

Dipl.-Ing. (FH) Ulrich Adler,
Berthold Gauder, Leinfelden-Echterdingen.

Translation:

Peter Girling.

Photographs:

Audi AG, Ingolstadt and
Volkswagen AG, Wolfsburg.

Technical graphics:

Bauer & Partner, Stuttgart.
Unless otherwise specified, the above persons are

employees of Robert Bosch GmbH, Stuttgart.
Reproduction, copying, or translation of this

publication, wholly or in part, only with our previous
written permission and with source credit.
Illustrations, descriptions, schematic drawings, and
other particulars only serve to explain and illustrate
the text. They are not to be used as the basis for
design, installation, or delivery conditions. We
assume no responsibility for agreement of the
contents with local laws and regulations.
Robert Bosch GmbH is exempt from liability,
and reserves the right to make
changes at any time.

Printed in Germany.
Imprimé en Allemagne.

4th Edition, April 1999.
English translation of the German edition dated:
November 1998.

Combustion in the diesel engine

The diesel engine 2

Diesel fuel-injection systems:
An overview

Fields of application 4
Technical requirements 4
Injection-pump designs 6

Mechanically-controlled (governed)
axial-piston distributor fuel-injection
pumps VE

Fuel-injection systems 8
Fuel-injection techniques 9
Fuel supply and delivery 12
Mechanical engine-speed control
(governing) 22
Injection timing 29
Add-on modules and
shutoff devices 32
Testing and calibration 45
Nozzles and nozzle holders 46

Electronically-controlled axial­piston distributor fuel-injection
pumps VE-EDC 54

Solenoid-valve-controlled
axial-piston distributor fuel-injection
pumps VE-MV 60

Start-assist systems 62

Diesel
distributor fuel-injection pumps VE

The reasons behind the diesel-powered
vehicle’s continuing success can be
reduced to one common denominator:
Diesels use considerably less fuel than
their gasoline-powered counterparts.
And in the meantime the diesel has
practically caught up with the gasoline
engine when it comes to starting and
running refinement. Regarding exhaust­gas emissions, the diesel engine is just
as good as a gasoline engine with
catalytic converter. In some cases, it is
even better. The diesel engine’s emis­sions of CO

2

, which is responsible for
the “green-house effect”, are also lower
than for the gasoline engine, although
this is a direct result of the diesel
engine’s better fuel economy. It was
also possible during the past few years
to considerably lower the particulate
emissions which are typical for the
diesel engine.
The popularity of the high-speed diesel
engine in the passenger car though,
would have been impossible without
the diesel fuel-injection systems from
Bosch. The very high level of precision
inherent in the distributor pump means
that it is possible to precisely meter
extremely small injection quantities to
the engine. And thanks to the special
governor installed with the VE-pump in
passenger-car applications, the engine
responds immediately to even the finest
change in accelerator-pedal setting. All
points which contribute to the sophisti­cated handling qualities of a modern­day automobile.
The Electronic Diesel Control (EDC)
also plays a decisive role in the overall
improvement of the diesel-engined
passenger car.
The following pages will deal with the
design and construction of the VE distri­butor pump, and how it adapts injected
fuel quantity, start-of-injection, and
duration of injection to the different
engine operating conditions.

The diesel engine

Diesel combustion principle

The diesel engine is a compression­ignition (CI) engine which draws in air
and compresses it to a very high level.
With its overall efficiency figure , the diesel
engine rates as the most efficient com­bustion engine (CE). Large, slow-running
models can have efficiency figures of as
much as 50% or ev en more.
The resulting low fuel consumption,
coupled with the low level of pollutants in
the exhaust gas, all serve to underline
the diesel engine’s significance.
The diesel engine can utilise either the
4- or 2-stroke principle. In automotive
applications though, diesels are practi­cally always of the 4-stroke type (Figs. 1
and 2).

Working cycle (4-stroke)

In the case of 4-stroke diesel engines,
gas-exchange valves are used to control
the gas exchange process by opening
and closing the inlet and exhaust ports.

Induction stroke

During the first stroke, the downward
movement of the piston draws in un­throttled air through the open intake valv e.

Compression stroke

During the second stroke, the so-called
compression stroke, the air trapped in the
cylinder is compressed by the piston
which is now moving upwards. Com­pression ratios are between 14:1 and
24:1. In the process, the air heats up to
temperatures around 900°C. At the end
of the compression stroke the nozzle in­jects fuel into the heated air at pressures
of up to 2,000 bar.

Power stroke

Following the ignition delay, at the begin­ning of the third stroke the finely atom­ized fuel ignites as a result of auto-igni­tion and burns almost completely. The
cylinder charge heats up even further
and the cylinder pressure increases
again. The energy released by the igni­tion is applied to the piston.
The piston is forced downwards and the
combustion energy is transformed into
mechanical energy.

Exhaust stroke

In the fourth stroke, the piston moves up
again and drives out the burnt gases
through the open exhaust valve.
A fresh charge of air is then drawn in
again and the working cycle repeated.

Combustion chambers,
turbocharging and
supercharging

Both divided and undivided combustion
chambers are used in diesel engines

Combustion

in the diesel

engine

2

Combustion in the diesel
engine

Principle of the reciprocating piston engine

TDC Top Dead Center, BDC Bottom Dead Center.

V

h

Stroke volume, VCCompression volume,

s Piston stroke.

Fig. 1

UMM0001E

TDC

BDC

TDC

BDC

V

h

s

V

C

(prechamber engines and direct-injec­tion engines respectively).

Direct-injection (DI) engines are more ef­ficient and more economical than their
prechamber counterparts. For this rea­son, DI engines are used in all commer­cial-vehicles and trucks. On the other
hand, due to their lower noise level,
prechamber engines are fitted in passen­ger cars where comfort plays a more im­portant role than it does in the commer­cial-vehicle sector. In addition, the
prechamber diesel engine features con­siderably lower toxic emissions (HC and
NO

X

), and is less costly to produce than
the DI engine. The fact though that the
prechamber engine uses slightly more
fuel than the DI engine (10...15%) is
leading to the DI engine coming more
and more to the forefront. Compared to
the gasoline engine, both diesel versions
are more economical especially in the
part-load range.

Diesel engines are particularly suitable
for use with exhaust-gas turbochargers
or mechanical superchargers. Using an
exhaust-gas turbocharger with the diesel
engine increases not only the power
yield, and with it the efficiency, but also
reduces the combustion noise and the
toxic content of the exhaust gas.

Diesel-engine exhaust
emissions

A variety of different comb ustion deposits
are formed when diesel fuel is burnt.
These reaction products are dependent
upon engine design, engine power out­put, and working load.
The complete combustion of the fuel
leads to major reductions in the forma­tion of toxic substances. Complete com­bustion is supported by the careful
matching of the air-fuel mixture, abso­lute precision in the injection process,
and optimum air-fuel mixture turbulence.
In the first place, water (H

2

O) and carbon

dioxide (CO

2

) are generated. And in rela­tively low concentrations, the following
substances are also produced:

– Carbon monoxide (CO),
– Unburnt hydrocarbons (HC),
– Nitrogen oxides (NO

X

),

– Sulphur dioxide (SO

2

) and sulphuric

acid (H

2SO4

), as well as

– Soot particles.
When the engine is cold, the exhaust-gas

constituents which are immediately
noticeable are the non-oxidized or only
partly oxidized hydrocarbons which are
directly visible in the form of white or blue
smoke, and the strongly smelling alde­hydes.

The diesel
engine

3

4-stroke diesel engine
1 Induction stroke, 2 Compression stroke, 3 Power stroke, 4 Exhaust stroke.

Fig. 2

UMM0013Y

1234

Fields of application

Diesel engines are characterized by their
high levels of economic efficiency. This is
of particular importance in commercial
applications. Diesel engines are em­ployed in a wide range of different ver­sions (Fig. 1 and Tab le 1), f or e xample as:
– The drive for mobile electric generators

(up to approx. 10 kW/cylinder),

– High-speed engines for passenger

cars and light commercial vehicles (up
to approx. 50 kW/cylinder),

– Engines for construction, agricultural,

and forestry machinery (up to approx.
50 kW/cylinder),

– Engines for heavy trucks, buses, and

tractors (up to approx. 80 kW/cylinder),

– Stationary engines, for instance as

used in emergency generating sets (up
to approx. 160 kW/cylinder),

– Engines for locomotives and ships (up

to approx. 1,000 kW/cylinder).

Technical
requirements

More and more demands are being made
on the diesel engine’s injection system as
a result of the severe regulations go v ern­ing exhaust and noise emissions, and
the demand for lower fuel-consumption.
Basically speaking, depending on the
particular diesel combustion process
(direct or indirect injection), in order to
ensure efficient air/fuel mixture formation,
the injection system must inject the fuel
into the combustion chamber at a pres­sure between 350 and 2,050 bar , and the
injected fuel quantity must be metered
with extreme accuracy. With the diesel
engine, load and speed control must tak e
place using the injected fuel quantity with­out intake-air throttling taking place.
The mechanical (flyweight) governing
principle for diesel injection systems is in-

Diesel fuel-

injection

systems:

An overview

4

Diesel fuel-injection systems:
An overview

Overview of the Bosch diesel fuel-injection systems
M, MW, A, P, ZWM, CW in-line injection pumps in order of increasing size;PF single-plunger injection

pumps; VE axial-piston distributor injection pumps; VR radial-piston distributor injection pumps; UPS unit
pump system; UIS unit injector system; CR Common Rail system.

VE

VR

M

MW

CR

UIS

PF VE

MW

A

P

VE

MW

A

P

ZWM

CW

PF

CR

UPS

ZWM

CW

PF

CR

UPS

VE

VR

MW

P

CR

UPS

UIS

Fig. 1

UMK1563-1Y

creasingly being superseded by the Elec­tronic Diesel Control (EDC). In the pas­senger-car and commercial-vehicle sec­tor, new diesel fuel-injection systems are
all EDC-controlled.

According to the latest state-of-the-art,
it is mainly the high-pressure injection
systems listed below which are used for
motor-vehicle diesel engines.

Fields of
application,
Technical
requirements

5

Injected fuel

quantity per stroke

Max. nozzle

pressure

m

Mechanical

e

Electronic

em

Electromechanical

MV

Solenoid valve

Direct injection

Indirect injection

DI

IDI

Pilot injection

Post injection

VE

NE

No. of cylinders

Max. speed

Max. power

per cylinder

Fuel-injection Injection Engine-related data
system
Type

mm

3

bar min

–1

kW

In-line injection pumps

M 111,60 1,550 m, e IDI – 4…6 5,000 1,120
A 11,120 1,750 m DI / IDI – 2…12 2,800 1,127
MW 11,150 1,100 m DI – 4…8 2,600 1,136
P 3000 11,250 1,950 m, e DI – 4…12 2,600 1,145
P 7100 11,250 1,200 m, e DI – 4…12 2,500 1,155
P 8000 11,250 1,300 m, e DI – 6…12 2,500 1,155
P 8500 11,250 1,300 m, e DI – 4…12 2,500 1,155
H 1 11,240 1,300 e DI – 6…8 2,400 1,155
H 1000 11,250 1,350 e DI – 5…8 2,200 1,170

Axial-piston distributor injection pumps

VE 11,120 1,200/350 m DI / IDI – 4…6 4,500 1,125
VE…EDC

1

) 11,170 1,200/350 e, em DI / IDI – 3…6 4,200 1,125

VE…MV 11,170 1,400/350 e, MV DI / IDI – 3…6 4,500 1,125

Radial-piston distributor injection pump

VR…MV 1,1135 1,700 e, MV DI – 4.6 4,500 1,150

Single-plunger injection pumps

PF(R)… 150… 800… m, em DI / IDI – arbitrary 300… 75…

18,000 1,500 2,000 1,000

UIS 30

2

) 11,160 1,600 e, MV DI VE 8 3a) 3,000 1,145

UIS 31

2

) 11,300 1,600 e, MV DI VE 8 3a) 3,000 1,175

UIS 32

2

) 11,400 1,800 e, MV DI VE 8 3a) 3,000 1,180

UIS-P1

3

) 111,62 2,050 e, MV DI VE 6 3a) 5,000 1,125

UPS 12

4

) 11,150 1,600 e, MV DI VE 8 3a) 2,600 1,135

UPS 20

4

) 11,400 1,800 e, MV DI VE 8 3a) 2,600 1,180

UPS (PF[R]) 13,000 1,400 e, MV DI – 6…20 1,500 1,500

Common Rail accumulator injection system

CR

5

) 1,100 1,350 e, MV DI VE 5a)/NE 3…8 5,000 5b)30

CR

6

) 1,400 1,400 e, MV DI VE6a)/NE 6…16 2,800 200

Table 1

Diesel fuel-injection systems: Properties and characteristic data

1

) EDC Electronic Diesel Control; 2) UIS unit injector system for comm. vehs. 3) UIS unit injector system for

pass. cars;

3a

) With two ECU’s large numbers of cylinders are possible; 4) UPS unit pump system for comm.

vehs. and buses;

5

) CR 1st generation for pass. cars and light comm. vehs.; 5a) Up to 90˚ crankshaft BTDC,

freely selectable

; 5b) Up to 5,500 min

–1

during overrun; 6) CR for comm. vehs., buses, and diesel-powered

locomotives;

6a

) Up to 30˚ crankshaft BTDC.

Injection-pump
designs

In-line fuel-injection pumps

All in-line fuel-injection pumps have a
plunger-and-barrel assembly for each
cylinder. As the name implies, this com­prises the pump barrel and the corre­sponding plunger. The pump camshaft
integrated in the pump and driven by the
engine, forces the pump plunger in
the delivery direction. The plunger is re­turned by its spring.
The plunger-and-barrel assemblies are
arranged in-line, and plunger lift cannot
be varied. In order to permit changes in
the delivery quantity, slots have been
machined into the plunger, the diagonal
edges of which are known as helixes.
When the plunger is rotated by the mov­able control rack, the helixes permit the
selection of the required effective stroke.
Depending upon the fuel-injection con­ditions, delivery valves are installed be­tween the pump’ s pressure chamber and
the fuel-injection lines. These not only
precisely terminate the injection process
and prevent secondary injection (dribble)
at the nozzle, but also ensure a family
of uniform pump characteristic curves
(pump map).

PE standard in-line fuel-injection pump

Start of fuel delivery is defined by an inlet
port which is closed by the plunger’s top
edge. The delivery quantity is determined
by the second inlet port being opened by
the helix which is diagonally machined
into the plunger.
The control rack’s setting is determined
by a mechanical (flyweight) governor or
by an electric actuator (EDC).

Control-sleeve in-line fuel-injection
pump

The control-sleeve in-line fuel-injection
pump differs from a conventional in-line
injection pump by having a “control
sleeve” which slides up and down the
pump plunger. By way of an actuator shaft,
this can vary the plunger lift to port closing,

and with it the start of delivery and the start
of injection. The control sleeve’s position
is varied as a function of a variety of dif­ferent influencing variables. Compared
to the standard PE in-line injection pump
therefore, the control-sleeve version fea­tures an additional degree of freedom.

Distributor fuel-injection
pumps

Distributor pumps have a mechanical
(flyweight) governor, or an electronic
control with integrated timing device . The
distributor pump has only one plunger­and-barrel asembly for all the engine’s
cylinders.

Axial-piston distributor pump

In the case of the axial-piston distributor
pump, fuel is supplied by a vane-type
pump. Pressure generation, and distribu­tion to the individual engine cylinders, is
the job of a central piston which runs on
a cam plate. For one revolution of the
driveshaft, the piston performs as many
strokes as there are engine cylinders.
The rotating-reciprocating movement is
imparted to the plunger by the cams on
the underside of the cam plate which ride
on the rollers of the roller ring.
On the conventional VE axial-piston dis­tributor pump with mechanical (flyweight)
governor, or electronically controlled
actuator, a control collar defines the
effective stroke and with it the injected
fuel quantity. The pump’s start of delivery
can be adjusted by the roller ring (timing
device). On the conventional solenoid­valve-controlled axial-piston distributor
pump, instead of a control collar an
electronically controlled high-pressure
solenoid valve controls the injected fuel
quantity. The open and closed-loop con­trol signals are processed in two ECU’s.
Speed is controlled by appropriate trig­gering of the actuator.

Radial-piston distributor pump

In the case of the radial-piston distributor
pump, fuel is supplied by a vane-type
pump. A radial-piston pump with cam ring
and two to four radial pistons is responsible

Diesel fuel-

injection

systems:

An overview

6

for generation of the high pressure and f or
fuel delivery. The injected fuel quantity is
metered by a high-pressure solenoid
valve. The timing device rotates the cam
ring in order to adjust the start of delivery.
As is the case with the solenoid-valve­controlled axial-piston pump, all open and
closed-loop control signals are processed
in two ECU’s. Speed is controlled by
appropriate triggering of the actuator.

Single-plunger fuel-injection
pumps

PF single-plunger pumps

PF single-plunger injection pumps are
used for small engines, diesel locomo­tives, marine engines, and construction
machinery. They have no camshaft of
their own, although they correspond to
the PE in-line injection pumps regarding
their method of operation. In the case of
large engines, the mechanical-hydraulic
governor or electronic controller is at­tached directly to the engine block. The
fuel-quantity adjustment as defined by
the governor (or controller) is transferred
by a rack integrated in the engine.
The actuating cams for the individual PF
single-plunger pumps are located on the
engine camshaft. This means that injec­tion timing cannot be implemented by
rotating the camshaft. Here, by adjusting
an intermediate element (for instance, a
rocker between camshaft and roller tap­pet) an advance angle of several angular
degrees can be obtained.
Single-plunger injection pumps are also
suitable for operation with viscous heavy
oils.

Unit-injector system (UIS)

With the unit-injector system, injection
pump and injection nozzle form a unit.
One of these units is installed in the en­gine’s cylinder head for each engine cyl­inder, and driven directly by a tappet or
indirectly from the engine’s camshaft
through a valve lifter.

Compared with in-line and distributor in­jection pumps, considerably higher injec­tion pressures (up to 2050 bar) have be-

come possible due to the omission of the
high-pressure lines. Such high injection
pressures coupled with the electronic
map-based control of duration of injection
(or injected fuel quantity), mean that a
considerable reduction of the diesel en­gine’s to xic emissions has become possi­ble together with good shaping of the
rate-of-discharge curve.
Electronic control concepts permit a va­riety of additional functions.

Unit-pump system (UPS)

The principle of the UPS unit-pump sys­tem is the same as that of the UIS unit
injector. It is a modular high-pressure in­jection system. Similar to the UIS, the
UPS system features one UPS single­plunger injection pump for each engine
cylinder. Each UP pump is driven by the
engine’s camshaft. Connection to the no­zzle-and-holder assembly is through a
short high-pressure delivery line preci­sely matched to the pump-system com­ponents.
Electronic map-based control of the start
of injection and injection duration (in
other words, of injected fuel quantity)
leads to a pronounced reduction in the
diesel engine’s toxic emissions. The use
of a high-speed electronically triggered
solenoid valve enables the character­istic of the individual injection process,
the so-called rate-of-discharge curve, to
be precisely defined.

Accumulator injection
system

Common-Rail system (CR)

Pressure generation and the actual injec­tion process have been decoupled from
each other in the Common Rail accumu­lator injection system. The injection pres­sure is generated independent of engine
speed and injected fuel quantity, and is
stored, ready for each injection process,
in the rail (fuel accumulator). The start of
injection and the injected fuel quantity
are calculated in the ECU and, via the in­jection unit, implemented at each cylin­der through a triggered solenoid valve.

Injection-pump
designs

7

Fuel-injection
systems

Assignments

The fuel-injection system is responsible
for supplying the diesel engine with fuel.
To do so, the injection pump generates
the pressure required for fuel injection.
The fuel under pressure is forced through
the high-pressure fuel-injection tubing to
the injection nozzle which then injects it
into the combustion chamber.
The fuel-injection system (Fig. 1) in­cludes the following components and
assemblies: The fuel tank, the fuel filter,
the fuel-supply pump, the injection
nozzles, the high-pressure injection

tubing, the governor, and the timing
device (if required).
The combustion processes in the diesel
engine depend to a large degree upon
the quantity of fuel which is injected and
upon the method of introducing this fuel
to the combustion chamber.
The most important criteria in this re­spect are the fuel-injection timing and the
duration of injection, the fuel’s distrib ution
in the combustion chamber, the moment
in time when combustion starts, the
amount of fuel metered to the engine per
degree crankshaft, and the total injected
fuel quantity in accordance with the
engine loading. The optimum interplay of
all these parameters is decisive for the
faultless functioning of the diesel engine
and of the fuel-injection system.

Axial-piston

distributor

pumps

8

Mechanically-controlled
(governed) axial-piston distrib utor
fuel-Injection pumps VE

Fuel-injection system with mechanically-controlled (governed) distributor injection pump
1 Fuel tank, 2 Fuel filter, 3 Distributor fuel-injection pump, 4 Nozzle holder with nozzle, 5 Fuel return line,

6 Sheathed-element glow plug (GSK) 7 Battery, 8 Glow-plug and starter switch, 9 Glow control unit (GZS).

,,

,,

,,

,,

,,

,,

,,

,,

,,

,,

,,

,,

,,

,,

,,

,,

,,

,,

,,

,,

,,

Fig. 1

UMK1199Y

5

1

4

2

3

9

7

8

6

Types

The increasing demands placed upon
the diesel fuel-injection system made it
necessary to continually develop and
improve the fuel-injection pump.
Following systems comply with the
present state-of-the-art:
– In-line fuel-injection pump (PE) with

mechanical (flyweight) governor or
Electronic Diesel Control (EDC) and, if
required, attached timing device,

– Control-sleeve in-line fuel-injection

pump (PE), with Electronic Diesel
Control (EDC) and infinitely variable
start of delivery (without attached
timing device),

–

Single-plunger fuel-injection pump (PF),

– Distributor fuel-injection pump (VE)

with mechanical (flyweight) governor
or Electronic Diesel Control (EDC).
With integral timing device,

– Radial-piston distributor injection

pump (VR),

– Common Rail accumulator injection

system (CRS),
– Unit-injector system (UIS),
– Unit-pump system (UPS).

Fuel-injection
techniques

Fields of application

Small high-speed diesel engines
demand a lightweight and compact fuel­injection installation. The VE distributor
fuel-injection pump (Fig. 2) fulfills these
stipulations by combining
– Fuel-supply pump,
– High-pressure pump,
– Governor, and
– Timing device,
in a small, compact unit. The diesel
engine’s rated speed, its power output,
and its configuration determine the
parameters for the particular distributor
pump.
Distributor pumps are used in passenger
cars, commercial vehicles, agricultural
tractors and stationary engines.

Fuel-injection
techniques

9

UMK0318Y

Fig. 2: VE distributor pump fitted to a 4-cylinder

diesel engine

Subassemblies

In contrast to the in-line injection pump,
the VE distributor pump has only one
pump cylinder and one plunger, even for
multi-cylinder engines. The fuel deliv­ered by the pump plunger is apportioned
by a distributor groove to the outlet ports
as determined by the engine’s number of
cylinders. The distributor pump’s closed
housing contains the following functional
groups:

– High-pressure pump with distributor,
– Mechanical (flyweight) governor,
– Hydraulic timing device,
– Vane-type fuel-supply pump,
– Shutoff device, and
– Engine-specific add-on modules.

Fig. 3 shows the functional groups and
their assignments. The add-on modules

facilitate adaptation to the specific
requirements of the diesel engine in
question.

Design and construction

The distributor pump’s drive shaft runs
in bearings in the pump housing and
drives the vane-type fuel-supply pump.
The roller ring is located inside the
pump at the end of the drive shaft al­though it is not connected to it. A rotat­ing-reciprocating movement is imparted
to the distributor plunger by way of the
cam plate which is driven by the input
shaft and rides on the rollers of the
roller ring. The plunger moves inside
the distributor head which is bolted to the
pump housing. Installed in the dis­tributor head are the electrical fuel
shutoff device, the screw plug with vent
screw, and the delivery valves with their

Axial-piston

distributor

pumps

10

The subassemblies and their functions
1 Vane-type fuel-supply pump with pressure regulating valve: Draws in fuel and generates pressure

inside the pump.

2 High-pressure pump with distributor: Generates injection pressure, delivers and distributes fuel.
3 Mechanical (flyweight) governor: Controls the pump speed and varies the delivery quantity within

the control range.

4 Electromagnetic fuel shutoff valve: Interrupts the fuel supply.
5 Timing device: Adjusts the start of delivery (port closing) as a function of the pump speed and

in part as a function of the load.

Fig. 3

UMK0317Y

3

4

1

52

holders. If the distributor pump is also
equipped with a mechanical fuel shutoff
device this is mounted in the governor
cover.
The governor assembly comprising the
flyweights and the control sleeve is
driven by the drive shaft (gear with
rubber damper) via a gear pair. The
governor linkage mechanism which
consists of the control, starting, and
tensioning levers, can pivot in the
housing.
The governor shifts the position of the
control collar on the pump plunger. On
the governor mechanism’s top side is
the governor spring which engages
with the external control lever through
the control-lever shaft which is held in
bearings in the governor cover.
The control lever is used to control
pump function. The governor cover
forms the top of the distributor pump, and

also contains the full-load adjusting
screw, the overflow restriction or the
overflow valve, and the engine-speed
adjusting screw. The hydraulic injection
timing device is located at the bottom of
the pump at right angles to the pump’s
longitudinal axis. Its operation is in­fluenced by the pump’ s internal pressure
which in turn is defined by the vane-type
fuel-supply pump and by the pres­sure-regulating valve. The timing device
is closed off by a cover on each side
of the pump (Fig. 4).

Fuel-injection
techniques

11

The subassemblies and their configuration
1 Pressure-control valve, 2 Governor assembly, 3 Overflow restriction,

4 Distributor head with high-pressure pump, 5 Vane-type fuel-supply pump, 6 Timing device,
7 Cam plate, 8 Electromagnetic shutoff valve.

Fig. 4

UMK0319Y

3

2

8

1

5

6 7

4

Pump drive

The distributor injection pump is driven
by the diesel engine through a special
drive unit. For 4-stroke engines, the
pump is driven at exactly half the engine
crankshaft speed, in other words
at camshaft speed. The VE pump must
be positively driven so that it’s drive
shaft is synchronized to the engine’s
piston movement.
This positive drive is implemented by
means of either toothed belts, pinion,
gear wheel or chain. Distributor pumps
are available for clockwise and for
counter-clockwise rotation, whereby the
injection sequence differs depending
upon the direction of rotation.
The fuel outlets though are always
supplied with fuel in their geometric
sequence, and are identified with the
letters A, B, C etc. to avoid confusion
with the engine-cylinder numbering.
Distributor pumps are suitable for en­gines with up to max. 6 cylinders.

Fuel supply and
delivery

Considering an injection system with
distributor injection pump, fuel supply
and delivery is divided into low-pressure
and high-pressure delivery (Fig. 1).

Low-pressure stage

Low-pressure delivery

The low-pressure stage of a distributor­pump fuel-injection installation com­prises the fuel tank, fuel lines, fuel filter,
vane-type fuel-supply pump, pressure­control valve, and overflow restriction.
The vane-type fuel-supply pump draws
fuel from the fuel tank. It delivers a
virtually constant flow of fuel per
revolution to the interior of the injection
pump. A pressure-control valve is fitted
to ensure that a defined injection-pump
interior pressure is maintained as a
function of supply-pump speed. Using
this valve, it is possible to set a defined
pressure for a given speed. The pump’s

Axial-piston

distributor

pumps

12

Fuel supply and delivery in a distributor-pump fuel-injection system
1 Fuel tank, 2 Fuel line (suction pressure), 3 Fuel filter, 4 Distributor injection pump,

5 High-pressure fuel-injection line, 6 Injection nozzle, 7 Fuel-return line (pressureless),
8 Sheathed-element glow plug.

Fig. 1

UMK0316Y

1

2

3

5

4

7

6

8

interior pressure then increases in
proportion to the speed (in other words,
the higher the pump speed the higher
the pump interior pressure). Some of the
fuel flows through the pressure­regulating valve and returns to the
suction side. Some fuel also flows
through the overflow restriction and
back to the fuel tank in order to pro­vide cooling and self-venting for the
injection pump (Fig. 2). An overflow v alve
can be fitted instead of the overflow
restriction.

Fuel-line configuration

For the injection pump to function ef­ficiently it is necessary that its high­pressure stage is continually provided
with pressurized fuel which is free of
vapor bubbles. Normally, in the case of
passenger cars and light commercial
vehicles, the diff erence in height between
the fuel tank and the fuel-injection
equipment is negligible. Furthermore, the
fuel lines are not too long and they have
adequate internal diameters. As a result,
the vane-type supply pump in the

injection pump is powerful enough to draw
the fuel out of the fuel tank and to build up
sufficient pressure in the interior of the in­jection pump.
In those cases in which the difference
in height between fuel tank and injection
pump is excessive and (or) the fuel line
between tank and pump is too long, a
pre-supply pump must be installed. This
overcomes the resistances in the fuel
line and the fuel filter. Gravity-feed
tanks are mainly used on stationary
engines.

Fuel tank

The fuel tank must be of noncorroding
material, and must remain free of leaks
at double the operating pressure and in
any case at 0.3 bar . Suitable openings or
safety valves must be provided, or
similar measures taken, in order to
permit excess pressure to escape of
its own accord. Fuel must not leak past
the filler cap or through pressure­compensation devices. This applies
when the vehicle is subjected to minor
mechanical shocks, as well as when

Fuel-injection
techniques

13

Interaction of the fuel-supply pump, pressure-control valve, and overflow restriction
1 Drive shaft, 2 Pressure-control valve, 3 Eccentric ring, 4 Support ring, 5 Governor drive,

6 Drive-shaft dogs, 7 Overflow restriction, 8 Pump housing.

Fig. 2

UMK0321Y

1 2 3 4 5 6 78

cornering, and when standing or driving
on an incline. The fuel tank and the
engine must be so far apart from each
other that in case of an accident there is
no danger of fire. In addition, special
regulations concerning the height of the
fuel tank and its protective shielding
apply to vehicles with open cabins, as
well as to tractors and buses

Fuel lines

As an alternative to steel pipes, flame­inhibiting, steel-braid-armored flexible
fuel lines can be used for the low­pressure stage. These must be routed to
ensure that they cannot be damaged
mechanically, and fuel which has dripped
or evaporated must not be able to
accumulate nor must it be able to ignite.

Fuel filter

The injection pump’s high-pressure
stage and the injection nozzle are
manufactured with accuracies of several
thousandths of a millimeter. As a result,

Axial-piston

distributor

pumps

14

Vane-type fuel-supply pump for low­pressure delivery

1 Inlet, 2 Outlet.

UMK0320Y

Fig. 4

UMK0324Y

Fig. 3: Vane-type fuel-supply pump with impeller

on the drive shaft

2

1

contaminants in the fuel can lead to
malfunctions, and inefficient filtering can
cause damage to the pump com­ponents, delivery valves, and injector
nozzles. This means that a fuel filter
specifically aligned to the requirements
of the fuel-injection system is absolutely
imperative if trouble-free operation and
a long service life are to be achieved.
Fuel can contain water in bound form
(emulsion) or unbound form (e.g.,
condensation due to temperature
changes). If this water gets into the
injection pump, corrosion damage can be
the result. Distributor pumps must
therefore be equipped with a fuel filter
incorporating a water accumulator from
which the water must be drained off at
regular intervals. The increasing
popularity of the diesel engine in the
passenger car has led to the
development of an automatic water­warning device which indicates by
means of a warning lamp when water
must be drained.

Vane-type fuel supply pump

The vane-type pump (Figs. 3 and 4) is
located around the injection pump’s driv e
shaft. Its impeller is concentric with the
shaft and connected to it with a Woodruff
key and runs inside an eccentric ring
mounted in the pump housing.
When the drive shaft rotates, centrifugal

force pushes the impeller’s four vanes
outward against the inside of the
eccentric ring. The fuel between the
vanes’ undersides and the impeller
serves to support the outward movement
of the vanes.The fuel enters through the
inlet passage and a kidney-shaped
recess in the pump’s housing, and fills
the space formed by the impeller, the
vane, and the inside of the eccentric ring.
The rotary motion causes the fuel
between adjacent vanes to be f orced into
the upper (outlet) kidney-shaped recess
and through a passage into the interior of
the pump. At the same time, some of the
fuel flows through a second passage to
the pressure-control valve.

Pressure-control valve

The pressure-control valve (Fig. 5) is
connected through a passage to the
upper (outlet) kidney-shaped recess, and
is mounted in the immediate vicinity of
the fuel-supply pump. It is a spring­loaded spool-type valve with which the
pump’s internal pressure can be varied
as a function of the quantity of fuel being
delivered. If fuel pressure increases
beyond a given value, the valve spool
opens the return passage so that the fuel
can flow back to the supply pump’s
suction side. If the fuel pressure is too
low, the return passage is closed by the
spring.

Fuel-injection
techniques

15

Pressure-control valve Overflow restriction

Fig. 5

UMK0322Y

Fig. 6

UMK0323Y

The spring’s initial tension can be
adjusted to set the valve opening
pressure.

Overflow restriction

The overflow restriction (Figure 6) is
screwed into the injection pump’s
governor cover and connected to the
pump’s interior. It permits a variable
amount of fuel to return to the fuel tank
through a narrow passage. For this
fuel, the restriction represents a flow
resistance that assists in maintaining
the pressure inside the injection pump.
Being as inside the pump a precisely
defined pressure is required as a function
of pump speed, the overflow restriction
and the flow-control valve are pre­cisely matched to each other.

High-pressure stage

The fuel pressure needed for fuel
injection is generated in the injection
pump’s high-pressure stage. The
pressurized fuel then travels to the
injection nozzles through the delivery
valves and the fuel-injection tubing.

Distributor-plunger drive

The rotary movement of the drive shaft
is transferred to the distributor plunger
via a coupling unit (Fig. 7), whereby the
dogs on cam plate and drive shaft
engage with the recesses in the yoke,
which is located between the end of the
drive shaft and the cam plate. The cam
plate is forced against the roller ring by
a spring, and when it rotates the cam
lobes riding on the ring’s rollers convert
the purely rotational movement of the
drive shaft into a rotating-reciprocating
movement of the cam plate.
The distributor plunger is held in the cam
plate by its cylindrical fitting piece and is
locked into position relative to the cam

Axial-piston

distributor

pumps

16

Pump assembly for generation and delivery of high pressure in the distributor-pump interior

Fig. 7

UMK0326Y

plate by a pin. The distributor plunger
is forced upwards to its TDC position
by the cams on the cam plate, and the
two symmetrically arranged plunger­return springs force it back down again to
its BDC position.
The plunger-return springs abut at one
end against the distributor head and at
the other their force is directed to the
plunger through a link element. These
springs also prevent the cam plate
jumping off the rollers during harsh
acceleration. The lengths of the return
springs are carefully matched to each
other so that the plunger is not displaced
from its centered position (Fig. 8).

Cam plates and cam contours

The cam plate and its cam contour in­fluence the fuel-injection pressure and
the injection duration, whereby cam
stroke and plunger-lift velocity are the
decisive criteria. Considering the different
combustion-chamber configurations and
combustion systems used in the various
engine types, it becomes imperative that
the fuel-injection factors are individually
tailored to each other. For this reason, a
special cam-plate surface is generated f or
each engine type and machined into the
cam-plate face. This defined cam plate is
then assembled in the corresponding
distributor pump. Since the cam-plate
surface is specific to a given engine type ,
the cam plates are not interchangeable
between the different VE-pump v ariants.

Fuel-injection
techniques

17

Pump assembly with distributor head

Generates the high pressure and distributes the fuel to the respective fuel injector.

1 Yoke, 2 Roller ring, 3 Cam plate, 4 Distributor-plunger foot, 5 Distributor plunger, 6 Link element,
7 Control collar, 8 Distributor-head flange, 9 Delivery-valve holder, 10 Plunger-return spring,

4...8 Distributor head.

4 5 6 7 10 8 9

1 2 3

Fig. 8

UMK0327Y

Distributor head

The distributor plunger, the distributor­head bushing and the control collar are
so precisely fitted (lapped) into the
distributor head (Fig. 8), that they seal
even at very high pressures. Small
leakage losses are nevertheless un­avoidable, as well as being desirable for
plunger lubrication. For this reason, the
distributor head is only to be replaced
as a complete assembly, and never the
plunger, control collar, or distributor
flange alone.

Fuel metering

The fuel delivery from a fuel-injection
pump is a dynamic process comprising
several stroke phases (Fig. 9). The
pressure required for the actual fuel
injection is generated by the high-pres­sure pump. The distributor plunger’s
stroke and delivery phases (Fig. 10)
show the metering of fuel to an engine
cylinder. For a 4-cylinder engine the
distributor plunger rotates through 90°
for a stroke from BDC to TDC and back
again. In the case of a 6-cylinder en­gine, the plunger must have completed

these movements within 60° of plunger
rotation.
As the distributor plunger moves from
TDC to BDC, fuel flows through the open
inlet passage and into the high-pressure
chamber above the plunger. At BDC, the
plunger’s rotating movement then closes
the inlet passage and opens the distribu­tor slot for a given outlet port (Fig. 10a).
The plunger now reverses its direction
of movement and moves upwards, the
working stroke begins. The pressure
that builds up in the high-pressure
chamber above the plunger and in the
outlet-port passage suffices to open the
delivery valve in question and the fuel
is forced through the high-pressure line
to the injector nozzle (Fig. 10b). The
working stroke is completed as soon as
the plunger’s transverse cutoff bore
reaches the control edge of the control
collar and pressure collapses. From
this point on, no more fuel is delivered
to the injector and the delivery valve
closes the high-pressure line.

Axial-piston

distributor

pumps

18

UMK0328Y

Fig.9:

The cam plate rotates against the roller ring,
whereby its cam track follows the r ollers causing
it to lift (for TDC) and drop back again (f or BDC)

Fuel-injection
techniques

19

Distributor plunger with stroke and delivery phases

a Inlet passage
closes.

At BDC, the metering
slot (1) closes the inlet
passage, and the
distributor slot (2) opens
the outlet port.

b Fuel delivery.

During the plunger
stroke towards TDC
(working stroke),
the plunger pressurizes
the fuel in the high­pressure chamber (3).
The fuel travels through
the outlet-port passage (4)
to the injection nozzle.

c End of delivery.

Fuel delivery ceases
as soon as the
control collar (5)
opens the transverse
cutoff bore (6).

d Entry of fuel.

Shortly before TDC,
the inlet passage
is opened. During
the plunger’s return
stroke to BDC,
the high-pressure
chamber is filled with
fuel and the transverse
cutoff bore is closed
again. The outlet-port
passage is also
closed at this point.

UT OT

OT = TDC
UT = BDC

UT OT

UT

UT

Fig. 10

UMK0329Y

1

2

324

5 6

During the plunger’s continued move­ment to TDC, fuel returns through the
cutoff bore to the pump interior. During
this phase, the inlet passage is opened
again for the plunger’ s ne xt working cycle
(Fig. 10c).
During the plunger’s return stroke, its
transverse cutoff bore is closed by the
plunger’s rotating stroke movement,
and the high-pressure chamber above the
plunger is again filled with fuel through
the open inlet passage (Fig. 10d).

Delivery valve

The delivery valve closes off the high­pressure line from the pump. It has the
job of relieving the pressure in the line
by removing a defined volume of fuel
upon completion of the delivery phase.
This ensures precise closing of the in­jection nozzle at the end of the injection
process. At the same time, stable
pressure conditions between injection
pulses are created in the high-pressure
lines, regardless of the quantity of fuel
being injected at a particular time.

The delivery valve is a plunger-type
valve. It is opened by the injection pres­sure and closed by its return spring.
Between the plunger’s individual delivery
strokes for a given cylinder, the
delivery valve in question remains
closed. This separates the high-pres­sure line and the distributor head’s
outlet-port passage. During delivery,
the pressure generated in the high­pressure chamber above the plunger
causes the delivery valve to open. Fuel
then flows via longitudinal slots, into a
ring-shaped groove and through the
delivery-valve holder, the high-pressure
line and the nozzle holder to the injection
nozzle.
As soon as delivery ceases (transverse
cutoff bore opened), the pressure in
the high-pressure chamber above the
plunger and in the highpressure lines
drops to that of the pump interior, and the
delivery-valve spring together with the
static pressure in the line force the de­livery-valve plunger back onto its
seat again (Fig. 11).

Axial-piston

distributor

pumps

20

Distributor head with high-pressure chamber
1 Control collar, 2 Distributor head, 3 Distributor plunger, 4 Delivery-valve holder, 5 Delivery-valve.

1

2
3

4
5

Fig. 11

UMK0335Y

Delivery valve with return-flow
restriction

Precise pressure relief in the lines is
necessary at the end of injection. This
though generates pressure waves
which are reflected at the delivery
valve. These cause the delivery valve
to open again, or cause vacuum phases
in the high-pressure line. These pro­cesses result in post-injection of fuel with
attendant increases in exhaust emis­sions or cavitation and wear in the injec­tion line or at the nozzle. To prevent such
harmful reflections, the delivery valve is
provided with a restriction bore which is
only effective in the direction of return
flow. This return-flow restriction com­prises a valve plate and a pressure
spring so arranged that the restriction
is ineffective in the delivery direction,
whereas in the return direction damping
comes into effect (Fig. 12).

Constant-pressure valve

With high-speed direct-injection (Dl)
engines, it is often the case that the

“retraction volume” resulting from the
retraction piston on the delivery-valve
plunger does not suffice to reliably
prevent cavitation, secondary injection,
and combustion-gas blowback into
the nozzle-and-holder assembly. Here,
constant-pressure valves are fitted
which relieve the high-pressure system
(injection line and nozzle-and-holder
assembly) by means of a single-acting
non-return valve which can be set to a
given pressure, e.g., 60 bar (Fig. 13).

High-pressure lines

The pressure lines installed in the fuel­injection system have been matched
precisely to the rate-of-discharge curve
and must not be tampered with during
service and repair work. The high-pres­sure lines connect the injection pump
to the injection nozzles and are routed
so that they have no sharp bends. In
automotive applications, the high­pressure lines are normally secured with
special clamps at specific intervals, and
are made of seamless steel tubing.

Fuel-injection
techniques

21

Delivery valve with return-flow restriction
1 Delivery-valve holder, 2 Return-flow restriction,

3 Delivery-valve spring, 4 Valve holder,
5 Piston shaft, 6 Retraction piston.

Constant-pressure valve
1 Delivery-valve holder, 2 Filler piece with spring

locator, 3 Delivery-valve spring, 4 Delivery-valve
plunger, 5 Constant-pressure valve, 6 Spring
seat, 7 Valve spring (constant-pressure valve),
8 Setting sleeve, 9 Valve holder, 10 Shims.

Fig. 12

UMK1183Y

Fig. 13

UMK1184Y

1

1

2

3

6
5

4

10

9
8
7

2

3

4

5

6

Mechanical engine­speed control
(governing)

Application

The driveability of a diesel-powered
vehicle can be said to be satisfactory
when its engine immediately responds
to driver inputs from the accelerator
pedal. Apart from this, upon driving off
the engine must not tend to stall. The
engine must respond to accelerator­pedal changes by accelerating or decel­erating smoothly and without hesitation.
On the flat, or on a constant gradient,
with the accelerator pedal held in a given
position, the vehicle speed should also
remain constant. When the pedal is
released the engine must brake the
vehicle. On the diesel engine, it is the
injection pump’s governor that ensures
that these stipulations are complied with.
The governor assembly comprises the

mechanical (flyweight) governor and the
lever assembly. It is a sensitive control
device which determines the position
of the control collar, thereby defining
the delivery stroke and with it the injected
fuel quantity. It is possible to adapt
the governor’s response to setpoint
changes by varying the design of the
lever assembly (Fig. 1).

Governor functions

The basic function of all governors is
the limitation of the engine’s maximum
speed. Depending upon type, the gov­ernor is also responsible for keeping
certain engine speeds constant, such
as idle speed, or the minimum and
maximum engine speeds of a stipulated
engine-speed range, or of the complete
speed range, between idle and maxi­mum speed. The different governor
types are a direct result of the variety of
governor assignments (Fig. 2):
– Low-idle-speed governing: The diesel
engine’s low-idle speed is controlled by
the injection-pump governor.

Axial-piston

distributor

pumps

22

Distributor injection pump with governor assembly, comprising flyweight governor and lever
assembly

Fig. 1

UMK0343Y

– Maximum-speed governing: With the
accelerator pedal fully depressed, the
maximum full-load speed must not
increase to more than high idle speed
(maximum speed) when the load is
removed. Here, the governor responds
by shifting the control collar back tow ards
the “Stop” position, and the supply of fuel
to the engine is reduced.
– Intermediate-speed governing: Vari­able-speed governors incorporate in­termediate-speed governing. Within
certain limits, these governors can also
maintain the engine speeds between
idle and maximum constant. This
means that depending upon load, the
engine speed

n varies inside the en-

gine’s power range only between

n

VT

(a given speed on the full-load curve)
and

n

LT

(with no load on the engine).
Other control functions are performed
by the governor in addition to its gov­erning responsibilities:
– Releasing or blocking of the extra fuel
required for starting,
– Changing the full-load delivery as a

function of engine speed (torque control).
In some cases, add-on modules are
necessary for these extra assignments.

Speed-control (governing) accuracy

The parameter used as the measure for
the governor’s accuracy in controlling
engine speed when load is removed is
the so-called speed droop (P-degree).
This is the engine-speed increase,
expressed as a percentage, that occurs
when the diesel engine’s load is re­moved with the control-lever (accelera­tor) position unchanged. Within the
speed-control range, the increase in
engine speed is not to exceed a given
figure. This is stipulated as the high idle
speed. This is the engine speed which
results when the diesel engine, starting
at its maximum speed under full load, is
relieved of all load. The speed increase is
proportional to the change in load,
and increases along with it.

δ =

n

lo

– n

vo

n

vo

or expressed in %:

δ =

n

lo

– n

vo

.

100%

n

vo

where
δ = Speed droop

n

lo

= High idle (maximum) speed

n

vo

= Maximum full-load speed

The required speed droop depends on
engine application. For instance, on an
engine used to power an electrical gen­erator set, a small speed droop is re­quired so that load changes result in
only minor speed changes and there­fore minimal frequency changes. On the
other hand, for automotive applications
large speed droops are preferable
because these result in more stable
control in case of only slight load
changes (acceleration or deceleration)
and lead to better driveability . A low-v alue
speed droop would lead to rough, jerking
operation when the load changes.

Mechanical
governing

23

Governor characteristics
a Minimum-maximum-speed governor,

b Variable-speed governor.
1 Start quantity, 2 Full-load delivery,
3 Torque control (positive),
4 Full-load speed regulation, 5 Idle.

Fig. 2

UMK0344E

mm

a

1

23 4

Control-collar travel

5

b

mm

Control-collar travel

5

0 Engine speed min

1

23 4

–1

Variable-speed governor

The variable-speed governor controls
all engine speeds between start and
high idle (maximum). The variable-speed
governor also controls the idle speed and
the maximum full-load speed, as well as
the engine-speed range in between.
Here, any engine speed can be selected
by the accelerator pedal and, depending
upon the speed droop, maintained
practically constant (Fig. 4).
This is necessary for instance when
ancillary units (winches, fire-fighting
pumps, cranes etc.) are mounted on the
vehicle. The variable-speed governor
is also often fitted in commercial and
agricultural vehicles (tractors and
combine harvesters).

Design and construction

The governor assembly is driven by the
drive shaft and comprises the flyweight
housing complete with flyweights.
The governor assembly is attached to
the governor shaft which is fixed in the

governor housing, and is free to rotate
around it. When the flyweights rotate
they pivot outwards due to centrifugal
force and their radial movement is
converted to an axial movement of the
sliding sleeve. The sliding-sleeve travel
and the force developed by the sleeve
influence the governor lever assembly.
This comprises the starting lever, ten­sioning lever, and adjusting lever (not
shown). The interaction of spring forces
and sliding-sleeve force defines the
setting of the governor lever assembly,
variations of which are transferred to
the control collar and result in adjust­ments to the injected fuel quantity.

Starting

With the engine at standstill, the fly­weights and the sliding sleev e are in their
initial position (Fig. 3a). The start­ing lever has been pushed to the start
position by the starting spring and has
pivoted around its fulcrum M

2

. At the
same time the control collar on the dis­tributor plunger has been shifted to its

Axial-piston

distributor

pumps

24

Variable-speed governor. Start and idle positions
a Start position, b Idle position.

1 Flyweights, 2 Sliding sleeve, 3 Tensioning lever, 4 Starting lever, 5 Starting spring, 6 Control collar,
7 Distributor-plunger cutoff port, 8 Distributor plunger, 9 Idle-speed adjusting screw, 10 Engine-speed
control lever, 11 Control lever, 12 Control-lever shaft, 13 Governor spring, 14 Retaining pin, 15 Idle spring.

a Starting-spring travel, c Idle-spring travel, h

1

max. working stroke (start); h2min. working stroke (idle):

M

2

fulcrum for 4 and 5.

Fig. 3

UMK0346Y

ab

9

10

a

1

1

2

8

h

1

11

3

4
5

M

2

6

7

12

13 14 c

15

M

2

h

2

start-quantity position by the ball pin on
the starting lever. This means that
when the engine is cranked the
distributor plunger must travel through a
complete working stroke (= maximum
delivery quantity) before the cutoff bore
is opened and delivery ceases. Thus
the start quantity (= maximum delivery
quantity) is automatically made available
when the engine is cranked.
The adjusting lever is held in the pump
housing so that it can rotate. It can be
shifted by the fuel-delivery adjusting
screw (not shown in Figure 3). Similarly,
the start lever and tensioning lever are
also able to rotate in the adjusting lever.
A ball pin which engages in the control
collar is attached to the underside of
the start lever, and the start spring to
its upper section. The idle spring is
attached to a retaining pin at the top
end of the tensioning lever. Also
attached to this pin is the governor
spring. The connection to the engine­speed control lever is through a le v er and
the control-lever shaft.
It only needs a very low speed for the
sliding sleeve to shift against the soft
start spring by the amount

a. In the

process, the start lever pivots around
fulcrum M

2

and the start quantity is auto-

matically reduced to the idle quantity.

Low-idle-speed control

With the engine running, and the
accelerator pedal released, the engine­speed control lever shifts to the idle
position (Figure 3b) up against the idle­speed adjusting screw. The idle speed
is selected so that the engine still runs
reliably and smoothly when unloaded or
only slightly loaded. The actual control
is by means of the idle spring on the
retaining pin which counteracts the force
generated by the flyweights.
This balance of forces determines the
sliding-sleeve’s position relative to the
distributor plunger’s cutoff bore, and
with it the working stroke. At speeds
above idle, the spring has been
compressed by the amount

c and is no

longer effective. Using the special idle
spring attached to the governor housing,

this means that idle speed can be
adjusted independent of the accelerator­pedal setting, and can be increased or
decreased as a function of temperature
or load.

Operation under load

During actual operation, depending
upon the required engine speed or
vehicle speed, the engine-speed control
lever is in a given position within its
pivot range. This is stipulated by the
driver through a given setting of the
accelerator pedal. At engine speeds
above idle, start spring and idle spring
have been compressed completely and
have no further effect on governor
action. This is taken over by the
governor spring.

Mechanical
governing

25

Characteristic curves of the variable­speed governor

A: Start position of the control collar,
S: Engine starts with start quantity,
S–L: Start quantity reduces to idle quantity,
L: Idle speed n

LN

following engine start-up
(no-load),
L–B: Engine acceleration phase after shifting the
engine-speed control lever from idle to a given
required speed n

c

,
B–B': The control collar remains briefly in the
full-load position and causes a rapid increase
in engine speed,
B'–C: Control collar moves back (less injected
fuel quantity, higher engine speed). In accordance
with the speed droop, the vehicle maintains
the required speed or speed n

c

in the part-load
range,
E: Engine speed n

LT

, after removal of load
from the engine with the position of the engine­speed control-lever remaining unchanged.

S

BB'

Full load

L

E

No-load

0 500 1,000 1,500 2,000 min

–

1

Engine speed n

mm

Control-collar travel s

n

A

nCn

LT

n

VH

n

LO

A

C

Fig. 4

UMK0348E

Example (Fig. 5):
Using the accelerator pedal, the driver
sets the engine-speed control lever to a
specific position corresponding to a
desired (higher) speed. As a result of
this adjustment of the control-lever
position, the governor spring is ten­sioned by a given amount, with the
result that the governor-spring force
exceeds the centrifugal force of the
flyweights and causes the start lever and
the tensioning lever to pivot around
fulcrum M

2

. Due to the mechanical
transmission ratio designed into the
system, the control collar shifts in the
“Full-load” direction. As a result, the
delivery quantity is increased and the
engine speed rises. This causes the
flyweights to generate more force which,
through the sliding sleeve, opposes the
governor-spring force.
The control collar remains in the “Full­load” position until a torque balance
occurs. If the engine speed continues to
increase, the flyweights separate even
further, the sliding-sleeve force prevails,

and as a result the start and tensioning
levers pivot around M

2

and push the
control collar in the “Stop” direction so
that the control port is opened sooner.
It is possible to reduce the delivery
quantity to “zero” which ensures that
engine-speed limitation takes place. This
means that during operation, and as long
as the engine is not overloaded, every
position of the engine-speed control lever
is allocated to a specific speed range
between full-load and zero. The
result is that within the limits set by its
speed droop, the governor maintains the
desired speed (Fig. 4).
If the load increases to such an extent
(for instance on a gradient) that even
though the control collar is in the full­load position the engine speed con­tinues to drop, this indicates that it is
impossible to increase fuel delivery any
further. This means that the engine is
overloaded and the driver must change
down to a lower gear.

Axial-piston

distributor

pumps

26

Fig. 5: Variable-speed governor, operation under load
a Governor function with increasing engine speed, b with falling engine speed.

1 Flyweights, 2 Engine-speed control lever, 3 Idle-speed adjusting screw, 4 Governor spring,
5 Idle spring, 6 Start lever, 7 Tensioning lever, 8 Tensioning-lever stop, 9 Starting spring,
10 Control collar, 11 Adjusting screw for high idle (maximum) speed, 12 Sliding sleeve,
13 Distributor-plunger cutoff bore, 14 Distributor plunger.

h

1

Working stroke, idle, h2Working stroke, full-load, M2fulcrum for 6 and 7.

Fig. 5

UMK0349Y

ab

3

2

1

1

4

5

6
7
8
9

M

2

10

h

1

11

14

12

M

2

13

h

2

Overrun (engine braking)

During downhill operation the engine is
“driven” by the vehicle, and engine
speed tends to increase. This causes
the flyweights to move outwards so that
the sliding sleeve presses against the
tensioning and start levers. Both levers
change their position and push the
control collar in the direction of less fuel
delivery until a reduced fuel-delivery
figure is reached which corresponds to
the new loading level. At the extreme,
the delivery figure is zero. Basically,
with the variable-speed governor, this
process applies for all settings of the
engine-speed control lever, when the
engine load or engine speed changes
to such an extent that the control
collar shifts to either its full-load or stop
position.

Minimum-maximum-speed
governor

The minimum-maximum-speed gover­nor controls (governs) only the idle
(minimum) speed and the maximum
speed. The speed range between these
points is directly controlled by the ac­celerator pedal (Fig. 6).

Design and construction

The governor assembly with flyweights,
and the lever configuration, are com­parable with those of the variable-speed
governor already dealt with. The main
difference lies in the gov ernor spring and
its installation. It is in the form of
a compression spring and is held in a
guide element. Tensioning lever and
governor spring are connected by a
retaining pin.

Starting

With the engine at standstill, the fly­weights are also stationary and the
sliding sleeve is in its initial position. This
enables the starting spring to push the
flyweights to their inner position through
the starting lever and the sliding sleeve.
On the distributor plunger, the control
collar is in the start-quantity position.

Idle control

Once the engine is running and the
accelerator pedal has been released, the
engine-speed control lever is pulled bac k
to the idle position by its return spring.
The centrifugal force generated by the
flyweights increases along with engine
speed (Fig. 7a) and the inner flyweight
legs push the sliding sleeve up against
the start lever. The idle spring on the
tensioning lever is responsible for the
controlling action. The control collar is
shifted in the direction of “less delivery”
by the pivoting action of the start lev er , its
position being determined by interaction
between centrifugal force and spring
force.

Mechanical
governing

27

Characteristic curves of the minimum­maximum-speed governor with idle spring
and intermediate spring

a Starting-spring range,
b Range of starting and idle spring,
d Intermediate-spring range,
f Governor-spring range.

Fig. 6

UMK0351E

mm

a b d Uncontrolled f

Full load

Control-collar travel s

No-load

Engine speed n min

–1

Operation under load

If the driver depresses the accelerator
pedal, the engine-speed control lever
is pivoted through a given angle. The
starting and idle springs are no longer
effective and the intermediate spring
comes into effect. The intermediate
spring on the minimum-maximum-speed
governor provides a “soft” transition to
the uncontrolled range. If the engine­speed control lever is pressed even
further in the full-load direction, the
intermediate spring is compressed until
the tensioning lever abuts against the
retaining pin (Fig. 7b). The intermediate
spring is now ineffective and the
uncontrolled range has been entered.
This uncontrolled range is a function of
the governor-spring pretension, and in
this range the spring can be regarded as
a solid element. The accelerator-pedal
position (engine-speed control lever) is
now transferred directly through the
governor lever mechanism to the control
collar, which means that the injected

fuel quantity is directly determined by the
accelerator pedal. To accelerate, or climb
a hill, the driver must “give gas”, or ease
off on the accelerator if less engine
power is needed.
If engine load is now reduced, with
the engine-speed control lever position
unchanged, engine speed increases
without an increase in fuel delivery. The
flyweights’ centrifugal force also in­creases and pushes the sliding sleeve
even harder against the start and
tensioning levers . Full-load speed control
does not set in, at or near the engine’s
rated speed, until the governor-spring
pre-tension has been overcome by the
effect of the sliding-sleeve force.
If the engine is relieved of all load, speed
increases to the high idle speed, and the
engine is thus protected against over­revving.
Passenger cars are usually equipped
with a combination of variable-speed
governor and minimum-maximum-speed
governor.

Axial-piston

distributor

pumps

28

Minimum-maximum-speed governor
a Idle setting, b Full-load setting.

1 Flyweights, 2 Engine-speed control lever, 3 Idle-speed adjusting screw, 4 Governor spring,
5 Intermediate spring, 6 Retaining pin, 7 Idle spring, 8 Start lever, 9 Tensioning lever, 10 Tensioning-lever

stop, 11 Starting spring, 12 Control collar, 13 Full-load speed control, 14 Sliding sleeve, 15 Distributor
plunger cutoff bore, 16 Distributor plunger.
a Start and idle-spring travel, b Intermediate-spring travel, h

1

Idle working stroke, h2Full-load working

stroke, M

2

fulcrum for 8 and 9.

Fig. 7

UMK0352Y

ab

3

4

2

1

1

b

5

a

6
7

8
9
10
11

M

2

12

h

1

13

16

14

M

2

15

h

2

Injection timing

In order to compensate for the injection
lag and the ignition lag, as engine
speed increases the timing device
advances the distributor pump’s start
of delivery referred to the engine’s
crankshaft. Example (Fig. 1):
Start of delivery (FB) takes place after
the inlet port is closed. The high pres­sure then builds up in the pump which,
as soon as the nozzle-opening pres­sure has been reached leads to the
start of injection (SB). The period
between FB and SB is referred to as the
injection lag (SV). The increasing
compression of the air-fuel mixture in the
combustion chamber then initiates the
ignition (VB). The period between SB
and VB is the ignition lag (ZV). As soon
as the cutoff port is opened again the
pump pressure collapses (end of pump
delivery), and the nozzle needle closes
again (end of injection, SE). This is
followed by the end of combustion (VE).

Assignment

During the fuel-delivery process, the
injection nozzle is opened by a pressure
wave which propagates in the high­pressure line at the speed of sound.
Basically speaking, the time required for
this process is independent of engine
speed, although with increasing engine
speed the crankshaft angle between
start of delivery and start of injection
also increases. This must be
compensated for by advancing the
start of delivery. The pressure wave’s
propagation time is determined by the
length of the high-pressure line and
the speed of sound which is approx.
1,500 m/s in diesel fuel. The interval
represented by this propagation time is
termed the injection lag. In other words,
the start of injection lags behind the start
of delivery. This phenomena is the
reason for the injector opening later
(referred to the engine’s piston position)
at higher engine speeds than at low
engine speeds. Following injection, the
injected fuel needs a certain time in

Injection
timing

29

Curve of a working stroke at full load
and at low speed (not drawn to scale).

FB Start of delivery, SB Start of injection,
SV Injection lag, VB Start of combustion,
ZV Ignition lag, SE End of injection,
VE End of combustion.

1 Combustion pressure,
2 Compression pressure,

UT BDC,
OT TDC.

Fig. 1

UMK0357E

bar

Combustion-chamber

pressure

BDC TDC BDC

bar

400

Plunger position h

ZV

SV

1

VB
SB

FB

FB SB SE

SE

VE

2

300
200
100

Pump high pressure pNozzle-needle lift n

mm

D

0.3

0.2

0.1

mm

°cms

Rate of injection Q

0

0

3

6
4
2
0

-16-12­°cms BTDC

TDC

SV

TDC

TDC

-4-

2

8

Degrees camshaft

2841216

°cms ATDC

order to atomize and mix with the air to
form an ignitable mixture.
This is termed the air-fuel mixture
preparation time and is independent of
engine speed. In a diesel engine, the
time required between start of injection
and start of combustion is termed the
ignition lag.
The ignition lag is influenced by the
diesel fuel’s ignition quality (defined by
the Cetane Number), the compression
ratio, the intake-air temperature, and
the quality of fuel atomization. As a
rule, the ignition lag is in the order
of 1 millisecond. This means that pre­suming a constant start of injection, the
crankshaft angle between start of
injection and start of combustion
increases along with increasing engine
speed. The result is that combustion can
no longer start at the correct point
(referred to the engine-piston position).
Being as the diesel engine’s most
efficient combustion and power can only
be developed at a given crankshaft or

piston position, this means that the in­jection pump’s start of delivery must be
advanced along with increasing engine
speed in order to compensate for the
overall delay caused by ignition lag
and injection lag. This start-of-delivery
advance is carried out by the engine­speed-dependent timing device.

Timing device

Design and construction

The hydraulically controlled timing de­vice is located in the bottom of the
distributor pump’s housing, at right
angles to the pump’s longitudinal axis
(Fig. 2), whereby its piston is free to
move in the pump housing. The housing
is closed with a cover on each side.
There is a passage in one end of the
timing device plunger through which the
fuel can enter, while at the other end the
plunger is held by a compression spring.
The piston is connected to the roller ring

Axial-piston

distributor

pumps

30

Distributor injection pump with timing device
1 Roller ring, 2 Roller-ring rollers, 3 Sliding block, 4 Pin, 5 Timing-device piston,

6 Cam plate, 7 Distributor plunger.

Fig. 2

UMK0354Y

12345 67

through a sliding block and a pin so that
piston movement can be converted to
rotational movement of the roller ring.

Method of operation

The timing-device piston is held in its
initial position by the timing-device spring
(Fig. 3a). During operation, the pressure­control valve regulates the fuel pressure
inside the pump so that it is proportional
to engine speed. As a result, the engine­speed-dependent fuel pressure is ap­plied to the end of the timing-device
piston opposite to the spring.
As from about 300 min

–1

, the fuel
pressure inside the pump overcomes the
spring preload and shifts the timing­device piston to the left and with it the
sliding block and the pin which engages
in the roller ring (Fig. 3b). The roller ring
is rotated by movement of the pin, and
the relative position of the roller ring to
the cam plate changes with the result
that the rollers lift the rotating cam plate
at an earlier moment in time. In other
words, the roller ring has been rotated
through a defined angle with respect
to the cam plate and the distributor
plunger. Normally, the maximum angle
is 12 degrees camshaft (24 degrees
crankshaft).

Injection
timing

31

Timing device, method of operation
a Initial position,

b Operating position.
1 Pump housing, 2 Roller ring,
3 Roller-ring rollers, 4 Pin,
5 Passage in timing-device piston,
6 Cover, 7 Timing-device piston,
8 Sliding block, 9 Timing-device spring.

Fig. 3

UMK0355Y

a

b

1

2

3

4

5

6

789

Add-on modules
and shutoff devices

Application

The distributor injection pump is built
according to modular construction
principles, and can be equipped with a
variety of supplementary (add-on) units
(Fig. 1). These enable the implemen­tation of a wide range of adaptation
possibilities with regard to optimization
of engine torque, power output, fuel
economy, and exhaust-gas composition.
The overview provides a summary of

the add-on modules and their effects
upon the diesel engine. The schematic
(Fig. 2) shows the interaction of the
basic distributor pump and the various
add-on modules.

Torque control

Torque control is defined as varying
fuel delivery as a function of engine
speed in order to match it to the
engine’s fuel-requirement characteristic.
If there are special stipulations with
regard to the full-load characteristic
(optimization of exhaust-gas compo­sition, of torque characteristic curve, and
of fuel economy), it may be necessary

Axial-piston

distributor

pumps

32

Distributor injection pump with add-on modules
1 Cold-start accelerator,

2 Manifold-pressure compensator.

Fig. 1

UMK0358Y

12

Add-on
modules
and shutoff
devices

33

Schematic of the VE distributor pump with mechanical/hydraulic full-load torque control
LDA Manifold-pressure compensator.

Controls the delivery quantity as a function of the charge-air pressure.

HBA Hydraulically controlled torque control.

Controls the delivery quantity as a function of the engine speed (not for pressure-charged engines
with LDA).

LFB Load-dependent start of delivery.

Adaptation of pump delivery to load. For reduction of noise and exhaust-gas emissions.

ADA Altitude-pressure compensator.

Controls the delivery quantity as a function of atmospheric pressure.

KSB Cold-start accelerator.

Improves cold-start behavior by changing the start of delivery.

GST Graded (or variable) start quantity.

Prevents excessive start quantity during warm start.

TLA Temperature-controlled idle-speed increase.

Improves engine warm-up and smooth running when the engine is cold.

ELAB Electrical shutoff device.

A Cutoff port, n

actual

Actual engine speed (controlled variable), n

setpoint

Desired engine speed (reference

variable), Q

F

Delivery quantity, tMEngine temperature, tLUAmbient-air temperature, pLCharge-air

pressure, p

A

Atmospheric pressure, pi Pump interior pressure.

1 Full-load torque control with governor lever assembly, 2 Hydraulic full-load torque control.

Fig. 2

UMK0359E

Basic pump
Add-on module

t

LU/tM

n

setpointUon /Uoff

p

/p

L

A

TLA GST

Engine-speed
control

Control of injected
fuel quantity

ELAB HBA

LDA
ADA

12

A

n

actual

Drive
Fuel

Vane-type fuel­supply pump

High-pressure
pump with distributor

Delivery-valve
assembly

Injection
nozzles Q

F

LFB

i

Timing device

pp

t

KSB

M

to install torque control. In other words,
the engine should receive precisely the
amount of fuel it needs. The engine’s
fuel requirement first of all climbs as a
function of engine speed and then levels
off somewhat at higher speeds. The
fuel-delivery curve of an injection pump
without torque control is shown in Fig. 3.
As can be seen, with the same setting of
the control collar on the distributor
plunger, the injection pump delivers
slightly more fuel at high speeds than it
does at lower speeds. This is due to the
throttling effect at the distributor plunger’ s
cutoff port. This means that if the
injection pump’s delivery quantity is
specified so that maximum-possible
torque is developed at low engine
speeds, this would lead to the engine
being unable to completely combust the
excess fuel injected at higher speeds
and smoke would be the result together
with engine overheat. On the other
hand, if the maximum delivery quantity
is specified so that it corresponds to
the engine’s requirements at maximum
speed and full-load, the engine will not be
able to develop full power at low engine
speeds due to the delivery quantity
dropping along with reductions in engine
speed. Performance would be below
optimum. The injected fuel quantity must
therefore be adjusted to the engine’s

actual fuel requirements. This is known
as “torque control”, and in the case of
the distributor injection pump can be
implemented using the delivery valve , the
cutoff port, or an extended governor­lever assembly, or the hydraulically
controlled torque control (HBA). Full-load
torque control using the governor lever
assembly is applied in those cases in
which the positive full-load torque control
with the delivery valve no longer suffices,
or a negative full-load torque control has
become necessary.

Positive torque control

Positive torque control is required on
those injection pumps which deliver too
much fuel at higher engine revs. The
delivery quantity must be reduced as
engine speed increases.

Positive torque control using
the delivery valve
Within certain limits, positive torque
control can be achieved by means of the
delivery valve, for instance by fitting a
softer delivery-valve spring.

Positive torque control using
the cutoff port
Optimization of the cutoff port’s dimen­sions and shape permit its throttling effect
to be utilized for reducing the delivery
quantity at higher engine speeds.

Positive torque control using the
governor lever assembly (Fig. 4a)
The decisive engine speed for start of
torque control is set by preloading the
torque-control springs. When this speed
is reached, the sliding-sleeve force (

F

M

)
and the spring preload must be in
equilibrium, whereby the torque-control
lever (6) abuts against the stop lug (5)
of the tensioning lever (4). The free end
of the torque-control lever (6) abuts
against the torque-control pin (7).
If engine speed now increases, the
sliding-sleeve force acting against the
starting lever (1) increases and the
common pivot point (M

4

) of starting
lever and torque-control lever (6)
changes its position. At the same time,

Axial-piston

distributor

pumps

34

Fuel-delivery characteristics, with and
without torque control

a Negative, b Positive torque control.
1 Excess injected fuel,
2 Engine fuel requirement,
3 Full-load delivery with torque control,

Shaded area:
Full-load delivery without torque control.

Fig. 3

UMK0360E

3

mm
stroke

F

Delivery quantity Q

123

a

Engine speed n

b

min

–

1

the torque-control lever tilts around the
stop pin (5) and forces the torque­control pin (7) in the direction of the
stop, while the starting lever (1) swivels
around the pivot point (M

2

) and forces the
control collar (8) in the direction of re­duced fuel delivery . T orque control ceases
as soon as the torque-control-pin collar
(10) abuts against the starting lever (1).

Negative torque control

Negative torque control may be
necessary in the case of engines which
have black-smoke problems in the
lower speed range, or which must
generate specific torque characteristics.
Similarly, turbocharged engines also
need negative torque control when the
manifold-pressure compensator (LDA)
has ceased to be effective. In this case,
the fuel delivery is increased along with
engine speed (Fig. 3).

Negative torque control using the
governor lever assembly (Fig. 4b)
Once the starting spring (9) has been
compressed, the torque-control lever
(6) applies pressure to the tensioning
lever (4) through the stop lug (5). The
torque-control pin (7) also abuts against
the tensioning lever (4). If the sliding­sleeve force (

F

M

) increases due to rising

engine speed, the torque-control lever

presses against the preloaded torque­control spring. As soon as the slid­ing-sleeve force exceeds the torque­control spring force, the torque-control
lever (6) is forced in the direction of the
torque-control-pin collar. As a result, the
common pivot point (M

4

) of the starting
lever and torque-control le ver changes its
position. At the same time the starting
lever swivels around its pivot point
(M

2

) and pushes the control collar (8)
in the direction of increased delivery.
Torque control ceases as soon as the
torque-control lever ab uts against the pin
collar.

Negative torque control using hydrauli­cally controlled torque control HBA
In the case of naturally aspirated diesel
engines, in order to give a special shape
to the full-load delivery characteristic
as a function of engine speed, a form
of torque control can be applied which
is similar to the LDA (manifold-pressure
compensator).
Here, the shift force developed by the
hydraulic piston is generated by the
pressure in the pump interior, which in
turn depends upon pump speed. In
contrast to spring-type torque control,
within limits the shape of the full-load
characteristic can be determined by a
cam on a sliding pin.

Add-on
modules
and shutoff
devices

35

Torque control using the governor-lever assembly
a Positive torque control,

b Negative torque control.
1 Starting lever,
2 Torque-control spring,
3 Governor spring,
4 Tensioning lever,
5 Stop lug,
6 Torque-control lever,
7 Torque-control pin,
8 Control collar,
9 Starting spring,
10 Pin collar,
11 Stop point,

M

2

Pivot point for 1 and 4,

M

4

Pivot point for 1 and 6,

F

M

Sliding-sleeve force,

∆s Control-collar travel.

Fig. 4

UMK0362Y

a

34

F

M

2
1

b

4

M

4

5

F

6
7

M

2

8

M

7
2
6

M

5
9
10
11

1

M

8

4

2

∆ s ∆ s

Manifold-pressure
compensation

Exhaust-gas turbocharging

Because it increases the mass of air
inducted by the engine, exhaust turbo­charging boosts a diesel engine’s power
output considerably over that of a nat­urally aspirated diesel engine, with little
increase in dimensions and engine
speeds. This means that the brake
horsepower can be increased corre­sponding to the increase in air mass
(Figure 6). In addition, it is often possible
to also reduce the specific fuel con­sumption. An exhaust-gas turbocharger
is used to pressure-charge the diesel
engine (Fig. 5).

With an exhaust turbocharger, the
engine’s exhaust gas, instead of simply
being discharged into the atmosphere,
is used to drive the turbocharger’s
turbine at speeds which can exceed
100,000 min

–1

. Turbine and turbocharger
compressor are connected through a
shaft. The compressor draws in air,
compresses it, and supplies it to the
engine’s combustion chambers under
pressure, whereby not only the air
pressure rises but also the air
temperature. If temperatures become
excessive, some form of air cooling
(intercooling) is needed between the
turbocharger and the engine intake.

Axial-piston

distributor

pumps

36

UMK0365Y

Fig. 5: Diesel engine with exhaust-gas turbo-

charger

Manifold-pressure compensator
(LDA)

The manifold-pressure compensator
(LDA) reacts to the charge-air pressure
generated by the exhaust-gas turbo­charger, or the (mechanical) super­charger, and adapts the full-load deliv­ery to the charge-air pressure (Figs. 6
and 7).

Assignment
The manifold-pressure compensator
(LDA) is used on pressure-charged
diesel engines. On these engines the
injected fuel quantity is adapted to
the engine’s increased air charge (due to
pressure-charging). If the pressure­charged diesel engine operates with a
reduced cylinder air charge, the in-

Add-on
modules
and shutoff
devices

37

Power and torque comparison, naturally aspi­rated and pressure-charged engines

Distributor injection pump with manifold-pressure compensator (LDA)
1 Governor spring, 2 Governor cover, 3 Reverse lever, 4 Guide pin, 5 Adjusting nut, 6 Diaphragm,

7 Compression spring, 8 Sliding pin, 9 Control cone, 10 Full-load adjusting screw, 11 Adjusting lever,
12 Tensioning lever, 13 Starting lever, 14 Connection for the charge-air, 15 Vent bore.

M

1

pivot for 3.

Fig. 6

Fig. 7

UMK0367E

UMK0364Y

kW

Naturally aspirated engine
Pressure-charged engine

Nm

P

e

e

Power P

M

d

d

Torque M

–1

Engine speed n

min

14

5

4

M

1

3
2
1

6

7
15

8
9

10
11

12
13

jected fuel quantity must be adapted
to the lower air mass. This is performed
by the manifold-pressure compensator
which, below a given (selectable)
charge-air pressure, reduces the full-load
quantity .

Design and construction
The LDA is mounted on the top of the
distributor pump (Fig. 7). In turn, the top
of the LDA incorporates the connection
for the charge-air and the vent bore. The
interior of the LDA is divided into two
separate airtight chambers by a dia­phragm to which pressure is applied by
a spring. At its opposite end, the spring
is held by an adjusting nut with which
the spring’s preload is set. This serves
to match the LDA’s response point to
the charge pressure of the exhaust
turbocharger. The diaphragm is con­nected to the LDA’s sliding pin which
has a taper in the form of a control cone.
This is contacted by a guide pin which
transfers the sliding-pin movements to
the reverse lever which in turn changes
the setting of the full-load stop. The initial
setting of the diaphragm and the sliding
pin is set by the adjusting screw in the top
of the LDA.

Method of operation
In the lower engine-speed range the
charge-air pressure generated by the
exhaust turbocharger and applied to the
diaphragm is insufficient to overcome the
pressure of the spring. The diaphragm
remains in its initial position. As soon as
the charge-air pressure applied to the
diaphragm becomes effective, the dia­phragm, and with it the sliding pin and
control cone, shift against the force of the
spring. The guide pin changes its
position as a result of the control cone’s
vertical movement and causes the
reverse lever to swivel around its pivot
point M

1

(Fig. 7). Due to the force ex erted
by the governor spring, there is a non­positive connection between tensioning
lever, reverse lever, guide pin, and
sliding-pin control cone. As a result, the
tensioning lever follows the reverse
lever’s swivelling movement, causing the

starting lever and tensioning lever to
swivel around their common pivot point
thus shifting the control collar in the
direction of increased fuel delivery. Fuel
delivery is adapted in response to the
increased air mass in the combustion
chamber (Fig. 8). On the other hand,
when the charge-air pressure drops,
the spring underneath the diaphragm
pushes the diaphragm upwards, and with
it the sliding pin. The compensation
action of the governor lever mechanism
now takes place in the reverse direction
and the injected fuel quantity is adapted
to the change in charge pressure. Should
the turbocharger fail, the LDA reverts to
its initial position and the engine operates
normally without developing smoke. The
full-load delivery with charge-air pressure
is adjusted by the full-load stop screw
fitted in the governor cover.

Axial-piston

distributor

pumps

38

Charge-air pressure: Operative range
a Turbocharger operation,

b Normally aspirated operation.

p

1

Lower charge-air pressure,

p

2

Upper charge-air pressure.

Fig. 8

UMK0368E

mm3/
stroke

e

Q

Injected fuel

quantity

Charge-air pressure p

LDA operative
range

p

1

a

b

p2mbar

Load-dependent
compensation

Depending upon the diesel engine’s load,
the injection timing (start of delivery)
must be adjusted either in the “advance”
or “retard” direction.

Load-dependent start of delivery
(LFB)

Assignment
Load-dependent start of delivery is de­signed so that with decreasing load
(e.g., change from full-load to part­load), with the control-lever position un­changed, the start of delivery is shifted
in the “retard” direction. And when en­gine load increases, the start of delivery
(or start of injection) is shifted in the
“advance” direction. These adjustments
lead to “softer” engine operation, and
cleaner exhaust gas at part- and full­load.

Design and construction
For load-dependent injection timing,
modifications must be made to the gov­ernor shaft, sliding sleeve, and pump
housing. The sliding sleeve is provided
with an additional cutoff port, and
the governor shaft with a ring-shaped
groove, a longitudinal passage and two
transverse passages (Fig. 9). The pump
housing is provided with a bore so that
a connection is established from the
interior of the pump to the suction side of
the vane-type supply pump.

Method of operation
As a result of the rise in the supply­pump pressure when the engine speed
increases, the timing device adjusts the
start of delivery in the “advance” direc­tion. On the other hand, with the drop in
the pump’s interior pressure caused by
the LFB it is possible to implement a
(relative) shift in the “retard” direction.
This is controlled by the ring-shaped
groove in the governor shaft and the
sliding-sleeve’s control port. The control

Add-on
modules
and shutoff
devices

39

Design and construction of the governor assembly with load-dependent start of delivery (LFB)
1 Governor spring, 2 Sliding sleeve, 3 Tensioning lever, 4 Start lever, 5 Control collar,

6 Distributor plunger, 7 Governor shaft, 8 Flyweights.

M

2

Pivot point for 3 and 4.

Fig. 9

UMK0369Y

2

1

3

4

M

2

87

5

6

lever is used to input a given full-load
speed. If this speed is reached and the
load is less than full load, the speed
increases even further, because with a
rise in speed the flyweights swivel
outwards and shift the sliding sleeve. On
the one hand, this reduces the delivery
quantity in line with the conventional
governing process. On the other, the
sliding sleeve’s control port is opened by
the control edge of the governor-shaft
groove. The result is that a portion of the
fuel now flows to the suction side through
the governor shaft’s longitudinal and
transverse passages and causes a
pressure drop in the pump’s interior.
This pressure drop results in the timing­device piston moving to a new position.
This leads to the roller ring being turned
in the direction of pump rotation so that
start of delivery is shifted in the “retard”
direction. If the position of the control
lever remains unchanged and the load
increases again, the engine speed drops.
The flyweights move inwards and the
sliding sleeve is shifted so that its control

port is closed again. The fuel in the pump
interior can now no longer flow through
the governor shaft to the suction side,
and the pump interior pressure increases
again. The timing-device piston shifts
against the force of the timing­device spring and adjusts the roller ring
so that start of delivery is shifted in the
“advance” direction (Fig. 10).

Atmospheric-pressure
compensation

At high altitudes, the lower air density
reduces the mass of the inducted air,
and the injected full-load fuel quantity
cannot burn completely. Smoke results
and engine temperature rises. To pre­vent this, an altitude-pressure compen­sator is used to adjust the full-load
quantity as a function of atmospheric
pressure.

Altitude-pressure compensator
(ADA)

Design and construction
The construction of the ADA is identical
to that of the LDA. The only difference
being that the ADA is equipped with an
aneroid capsule which is connected to
a vacuum system somewhere in the
vehicle (e.g., the power-assisted brake
system). The aneroid provides a con­stant reference pressure of 700mbar
(absolute).

Method of operation
Atmospheric pressure is applied to the
upper side of the ADA diaphragm. The
reference pressure (held constant by
the aneroid capsule) is applied to the
diaphragm’s underside. If the atmo­spheric pressure drops (for instance
when the vehicle is driven in the
mountains), the sliding bolt shifts verti­cally away from the lower stop and,
similar to the LDA, the reverse lever
causes the injected fuel quantity to be
reduced.

Axial-piston

distributor

pumps

40

Sliding-sleeve positions in the load­dependent injection timing (LFB)

a Start position (initial position),
b Full-load position shortly before the control

port is opened,
c Control port opened, pressure reduction in
pump interior.

1 Longitudinal bore in the governor shaft,
2 Governor shaft, 3 Sliding-sleeve control port,
4 Sliding-sleeve, 5 Governor-shaft transverse

passage, 6 Control edge of the groove in the
governor shaft, 7 Governor-shaft transverse
passage.

Fig. 10

UMK0370Y

a

5 76

b

c

4321

Cold-start compensation

The diesel engine’s cold-start charac­teristics are improved by fitting a cold­start compensation module which shifts
the start of injection in the “advance”
direction. Operation is triggered either
by the driver using a bowden cable in
the cab, or automatically by means of
a temperature-sensitive advance mech­anism (Fig. 11).

Mechanical cold-start accelerator
(KSB) on the roller ring

Design and construction
The KSB is attached to the pump
housing, the stop lever being connected
through a shaft to the inner lever
on which a ball pin is eccentrically
mounted. The ball pin’s head extends
into the roller ring (a version is available
in which the advance mechanism en­gages in the timing-device piston). The
stop lever’s initial position is defined
by the stop itself and by the helical
coiled spring. Attached to the top of
the stop lever is a bowden cable which
serves as the connection to the manual
or to the automatic advance mechanism.
The automatic advance mechanism is
mounted on the distributor pump, where­as the manual operating mechanism is
in the driver’s cab (Fig. 12).

Method of operation
Automatically and manually operated
cold-start accelerators (KSB) differ only
with regard to their external advance
mechanisms. The method of operation is
identical. With the bowden cable not
pulled, the coil spring pushes the stop
lever up against the stop. Ball pin and
roller ring are in their initial position. The
force applied by the bowden cable

Add-on
modules
and shutoff
devices

41

Mechanical cold-start accelerator (KSB), advance mechanism with automatic operation

(cold-start position)

1 Clamp,
2 Bowden cable,
3 Stop lever,
4 Coil spring,
5 KSB advance lever,
6 Control device

sensitive to the
temperature of
the coolant and
the surroundings.

Mechanical cold-start accelerator (KSB)
engaging in roller ring (cold-start position)

1 Lever, 2 Access window, 3 Ball pin,
4 Longitudinal slot, 5 Pump housing, 6 Roller ring,
7 Roller in the roller ring, 8 Timing-device piston,
9 Torque-control pin, 10 Sliding block. 11 Timing-

device spring, 12 Shaft, 13 Coil spring.

Fig. 11

Fig. 12

UMK0373YUMK0372Y

1

2 3 4

5

6

1213

91011

12

7

8

345 6

causes the stop lever, the shaft, the inner
lever and the ball pin, to swivel and
change the roller ring’s setting so that the
start of delivery is advanced. The ball pin
engages in a slot in the roller ring, which
means that the timing-device piston
cannot rotate the roller ring any further in
the “advance” direction until a given
engine speed has been exceeded.
In those cases in which the KSB is
triggered by the driver from the cab
(timing-device KSB), independent of the
advance defined by the timing de vice (a),
an advance of approx. 2.5° camshaft is
maintained (b), as shown in Fig. 13. With
the automatically operated KSB, this
advance depends upon the engine
temperature or ambient temperature.
The automatic advance mechanism uses
a control device in which a temperature­sensitive expansion element con verts the
engine temperature into a stroke move­ment. The advantage of this method is
that for a given temper ature, the optimum
start of delivery (or star t of injection) is
always selected.
There are a number of different lever
configurations and operating mecha­nisms in use depending upon the
direction of rotation, and on which side
the KSB is mounted.

Temperature-controlled idle-speed
increase (TLA)

The TLA is also operated by the control
device and is combined with the KSB.
Here, when the engine is cold, the ball
pin at the end of the elongated KSB
advance lever presses against the en­gine-speed control lever and lifts it away
from the idle-speed stop screw. The idle
speed increases as a result, and rough
running is avoided. When the engine has
warmed up, the KSB advance le ver ab uts
against its stop and, as a result, the
engine-speed control lever is also up
against its stop and the TLA is no longer
effective (Fig. 14).

Hydraulic cold-start accelerator

Advancing the start of injection by
shifting the timing-device piston has
only limited applications. In the case of
the hydraulic start-of-injection advance,
the speed-dependent pump interior
pressure is applied to the timing-device
piston. In order to implement a start­of-injection advance, referred to the
conventional timing-device curve, the
pump interior pressure is increased
automatically. To do so, the automatic
control of pump interior pressure is
modified through a bypass in the
pressure-holding valve.

Axial-piston

distributor

pumps

42

Mechanical cold-start accelerator
(automatically controlled) with temperature­dependent idle-speed increase

1 Engine-speed control lever, 2 Ball pin,
3 KSB advance lever, 4 Stop.

Effect of the mechanical cold-start
accelerator (KSB)

a Timing-device advance,
b Minimum advance (approx. 2.5° camshaft).

Fig. 13

UMK0374E

Fig. 14

UMK0377Y

°cms

a

b

2.5°

Injection-timing advance

0

0

Pump speed p

min

–1

1
2

3
4

Design and construction
The hydraulic cold-start accelerator
comprises a modified pressure-control
valve, a KSB ball valve, a KSB control
valve, and an electrically heated ex­pansion element.

Method of operation
The fuel delivered by the fuel-supply
pump is applied to one of the timing
device piston’ s end f aces via the injection
pump’s interior. In accordance with the
injection pump’s interior pressure, the
piston is shifted against the force
of its spring and changes the start­of-injection timing. Pump interior
pressure is determined by a pressure­control valve which increases pump
interior pressure along with increasing
pump speed and the resulting rise in
pump delivery (Fig. 15).
There is a restriction passage in the
pressure-control valve’s plunger in order
to achieve the pressure increase
needed for the KSB function, and the
resulting advance curve shown as a
dotted line in Fig. 16. This ensures that
the same pressure is effective at the
spring side of the pressure-control
valve. The KSB ball-type valve has a
correspondingly higher pressure level
and is used in conjunction with the
thermo-element both for switching-on
and switching-off the KSB function, as
well as for safety switchoff. Using an

adjusting screw in the integrated KSB
control valve, the KSB function can be
set to a given engine speed. The fuel
supply pump pressure shifts the KSB
control valve’s plunger against the
force of a spring. A damping restriction is
used to reduce the pressure fluctu­ations at the control plunger. The KSB
pressure characteristic is controlled by
its plunger’s control edge and the section
at the valve holder. The KSB function
is adapted by correct selection of the
KSB control valve’s spring rate and its
control section. When the warm engine
is started, the expansion element has
already opened the ball valve due to the
prevailing temperature.

Add-on
modules
and shutoff
devices

43

Effect of the hydraulic cold-start
accelerator (KSB)

1 Injection-timing advance.

Hydraulic cold-start accelerator (KSB)

11 Pressure-control valve,
12 Valve plunger,
13 Restriction passage,
14 Internal pressure,
15 Fuel-supply pump,
16 Electrically heated

expansion element,

17 KSB ball valve,
18 Pressureless fuel return,
19 KSB control valve,

adjustable,

10 Timing device.

Fig. 15

UMK1195Y

Fig. 16

UMK0379E

°cms

1

Injection-timing advance

–1

min

Pump speed p

1
2

3
4

5

7

8

6

10

9

Engine shutoff

Assignment

The principle of auto-ignition as applied
to the diesel engine means that the
engine can only be switched off by
interrupting its supply of fuel.
Normally, the mechanically governed
distributor pump is switched off by a
solenoid-operated shutoff (ELAB). Only
in special cases is it equipped with a
mechanical shutoff device.

Electrical shutoff device
(ELAB)

The electrical shutoff (Fig. 17) using the
vehicle’s key-operated starting switch is
coming more and more to the forefront
due to its convenience for the driver.
On the distributor pump, the solenoid
valve for interrupting the fuel supply is
installed in the top of the distributor
head. When the engine is running, the
solenoid is energized and the valve
keeps the passage into the injection
pump’s high-pressure chamber open
(armature with sealing cone has pulled
in). When the driving switch is turned
to “OFF”, the current to the solenoid
winding is also cut, the magnetic field
collapses, and the spring forces the
armature and sealing cone back onto
the valve seat again. This closes the
inlet passage to the high-pressure
chamber, the distributor-pump plunger
ceases to deliver fuel, and the engine
stops. From the circuitry point of view,
there are a variety of different possi­bilities for implementing the electrical
shutoff (pull or push solenoid).

Mechanical shutoff device

On the injection pump, the mechanical
shutoff device is in the form of a lever
assembly (Fig. 18). This is located in
the governor cover and comprises an
outer and an inner stop lever. The outer
lever is oper ated by the driver from inside
the vehicle (for instance by means of
bowden cable). When the cable is
pulled, both levers swivel around their
common pivot point, whereby the inner

stop lever pushes against the start lever
of the governor-lever mechanism. This
swivels around its pivot point M

2

and
shifts the control collar to the shutoff
position. The distributor plunger’s cutoff
port remains open and the plunger
delivers no fuel.

Axial-piston

distributor

pumps

44

Mechanical shutoff device
1 Outer stop lever, 2 Start lever,

3 Control collar, 4 Distributor plunger,
5 Inner stop lever, 6 Tensioning lever,
7 Cutoff port.

M

2

Pivot point for 2 and 6.

Electrical shutoff device

(pull solenoid)

1 Inlet passage, 2 Distributor plunger,
3 Distributor head, 4 Push or pull solenoid,
5 High-pressure chamber.

Fig. 17

Fig. 18

UMK0382YUMK0380Y

1

2

3

1

2
3

4

4

5

5

6

M

2

7

T esting and calibration

Injection-pump test
benches

Precisely tested and calibrated injection
pumps and governors are the prerequisite
for achieving the optimum fuel-con­sumption/performance ratio and compli­ance with the increasingly stringent
exhaust-gas legislation. And it is at this
point that the injection-pump test bench
becomes imperative. The most important
framework conditions for the test bench
and for the testing itself are defined in
ISO-Standards which, in particular, place
very high demands upon the rigidity and
uniformity of the pump drive.
The injection pump under test is
clamped to the test-bench bed and con­nected at its drive end to the test-bench
coupling. Drive is through an electric
motor (via hydrostatic or manually­switched transmission to flywheel and

coupling, or with direct frequency control).
The pump is connected to the bench’s
calibrating-oil supply via oil inlet and
outlet, and to its delivery measuring
device via high-pressure lines. The
measuring device comprises calibrating
nozzles with precisely set opening
pressures which inject into the bench’s
measuring system via spray dampers. Oil
temperature and pressure is adjusted in
accordance with test specifications.
There are two methods for fuel-delivery
measurement. One is the so-called
continuous method. Here, a precision
gear pump delivers per cylinder and unit of
time, the same quantity of calibrating-oil
as the quantity of injected fuel. The gear
pump’s deliv ery is therefore a measure of
delivery quantity per unit of time. A com­puter then evaluates the measurement
results and displays them as a bar chart
on the screen. This measuring method
is very accurate, and features good
reproducibility (Fig. 1).
The other method for fuel-delivery mea­surement uses glass measur

ing gradu­ates. The fuel to be measured is at first
directed past the graduates and back to
the tank with a slide. When the specified
number of strokes has been set on the
stroke-counting mechanism the mea­surement starts, and the slide opens and
the graduates fill with oil. When the set
number of strokes has been com­pleted, the slider cuts off the flow of oil
again. The injected quantity can be read
off directly from the graduates.

Engine tester for diesel
engines

The diesel-engine tester is necessary
for the precise timing of the injection
pump to the engine. Without opening the
high-pressure lines, this tester measures
the start of pump delivery, injection
timing, and engine speeds. A sensor
is clamped over the high-pressure line
to cylinder 1, and with the stroboscopic
timing light or the TDC sensor for detect­ing crankshaft position, the tester
calculates start of delivery and injection
timing.

Testing and
calibration

45

Continuous injected-fuel-quantity
measuring system

1 Calibrating-oil tank, 2 Injection pump,
3 Calibrating nozzle, 4 Measuring cell,
5 Pulse counter, 6 Display monitor.

Fig. 18

UWT0059Y

2

6

3

4

5

M

1

Nozzles and
nozzle holders

The injection nozzles and their respec­tive nozzle holders are vitally important
components situated between the in-line
injection pump and the diesel engine.
Their assignments are as follows:
– Metering the injection of fuel,
– Management of the fuel,
– Defining the rate-of-discharge curve,
– Sealing-off against the combustion

chamber.
Considering the wide variety of com­bustion processes and the different f orms
of combustion chamber, it is necessary
that the shape, “penetration force”, and
atomization of the fuel spray injected by
the nozzle are adapted to the prevailing
conditions. This also applies to the injec­tion time, and the injected fuel quantity
per degree camshaft.
Since the design of the nozzle-holder
combination makes maximum use of
standardized components and assem­blies, this means that the required flexi­bility can be achieved with a minimum of
components. The following nozzles and
nozzle holders are used with in-line injec­tion pumps:
– Pintle nozzles (DN..) for indirect-injec-

tion (IDI) engines, and
– Hole-type nozzles (DLL../DLSA..) for

direct-injection (DI) engines,
– Standard nozzle holders (single-

spring nozzle holders), with and with-

out needle-motion sensor, and
– Two-spring nozzle holders, with and

without needle-motion sensor.

Pintle nozzles

Application

Pintle nozzles are used with in-line in­jection pumps on indirect-injection en­gines (pre-chamber and whirl-chamber
engines).
In this type of diesel engine, the air/fuel
mixture is for the most part formed by the
air’s vortex work. The injected fuel spray
serves to support this mixture-formation
process.

The following types of pintle nozzle are
available:
– Standard pintle nozzles (Fig. 1),
– Throttling pintle nozzles, and
– Flat-cut pintle nozzles (Fig. 2).

Design and construction

All pintle nozzles are of practically identi­cal design, the only difference being in
the pintle’s geometry:

Standard pintle nozzle
On the standard pintle nozzle, the nozzle
needle is provided with a pintle which
extends into the injection orifice of the
nozzle body in which it is free to move
with a minimum of play. The injection
spray can be matched to the engine’s
requirements by appropriate choice of
dimensions and pintle designs.

Axial-piston

distributor

pumps

46

Standard pintle nozzle
1 Lift stop surface, 2 Ring groove, 3 Needle guide,

4 Nozzle-body shaft, 5 Pressure chamber,
6 Pressure shoulder, 7 Seat lead-in, 8 Inlet port,
9 Nozzle-body shoulder, 10 Nozzle-body collar,
11 Sealing surface, 12 Pressure shaft,
13 Pressure-pin contact surface.

Fig. 1

UMK1390Y

1

2

3

13
12

11

10

9

4

5

6

8

7

Throttling pintle nozzle
The throttling pintle nozzle is a pintle
nozzle with special pintle dimensions.
The special pintle design serves to define
the shape of the rate-of-discharge curve.
When the nozzle needle lifts it first of all
opens a small annular gap so that only a
small amount of fuel is injected (throttling
effect).
As needle lift increases (due to pressure
rise), the spray orifice is opened increas­ingly until the major portion of the injec­tion (main injection) takes place towards
the end of needle lift. Since the pressure
in the combustion chamber rises less
sharply, this shaping of the rate-of-injec­tion curve leads to “softer” combustion.
This results in quieter combustion in the
part-load range. In other words, it is
possible to shape the required rate-of­discharge curve by means of the pintle
shape, the characteristic of the nozzle
needle’s spring, and the throttling gap.

Flat-cut pintle nozzle
This nozzle’s pintle has a ground surface
which opens a flow cross-section in addi­tion to the annular gap when the pintle
opens (only slight needle lift). The result­ing increased flow volume prevents de­posits forming in this flow channel. This is
the reason why flat-cut pintle nozzles
coke-up far less, and any coking which
does take place is more uniform. The
annular gap between spray orifice and
throttling pintle is very small (less than
10 µm). Very often, the flat-cut pintle sur-

face is parallel to the nozzle-needle axis.
Referring to Fig. 3, with an additional
inclined cut on the pintle, the gradient of
the injected-fuel-quantity curve’s flat por­tion can be increased so that the tran­sition to full nozzle opening is less
abrupt. Specially shaped pintles, such as
the “radius” or “profile surface” types, can
be applied to match the flow curve to
engine-specific requirements. Part-load
noise and vehicle driveability are both
improved as a result.

Nozzles
and nozzle
holders

47

Flat-cut pintle nozzle
a Side view, b Front view.

1 Needle seat, 2 Nozzle-body floor,
3 Throttling pintle, 4 Flat cut, 5 Injection orifice,
6 Profiled pintle, 7 Total overlap,
8 Cylindrical overlap, 9 Nozzle-body seat.

Flow quantity as a function of needle lift and
nozzle version

1 Throttling pintle nozzle,
2 Throttling pintle nozzle with inclined cut on

pintle (flat-cut pintle nozzle)

Fig. 2

UMK1391Y

Fig. 3

UMK1397E

a

l/h

1

2
3

4
5

b

9

8
7

6

300

200

Flow quantity

100

0

0 0.2

0.4

0.6 0.8 mm

Needle lift

21

Hole-type nozzles

Application

Hole-type nozzles are used with in-line
injection pumps on direct-injection en­gines.
One differentiates between:
– Sac-hole, and
– Seat-hole nozzles.

The hole-type nozzles also vary accord­ing to their size:
–T

ype P with 4 mm needle diameter,

and
–T

ype S with 5 and 6 mm needle dia-

meters.

Design and construction

The spray holes are located on the en­velope of a spra y cone (Fig. 4). The num­ber of spray holes and their diameter de­pend upon:
– The injected fuel quantity,
– The combustion-chamber shape, and
– The air swirl in the combustion cham-

ber.
The input edges of the spray holes can

be rounded by hydro-erosive (HE) ma­chining.

At those points where high flow rates
occur (spray-hole entrance), the abrasiv e
particles in the hydro-erosive (HE) me­dium cause material loss.
This so-called HE-rounding process can
be applied to both sac-hole and seat-hole
nozzles, whereby the target is:
– Prevent in advance the edge wear

caused by abrasive particles in the fuel
and/or

– Reduce the flow tolerance.
For low hydrocarbon emissions, it is

highly important that the volume filled
with fuel (residual volume) below the
edge of the nozzle-needle seat is kept to
a minimum. Seat-hole nozzles are there­fore used.

Designs

Sac-hole nozzle
The spray holes of the sac-hole nozzle
(Fig. 5) are arranged in the sac hole.
In the case of a round nozzle tip (Fig. 6a),
depending upon design the spray holes
are drilled mechanically or by means of
electrochemical machining (e.c.m.).
Sac-hole nozzles with conical tip (Figs.
6b and 6c) are always drilled using e.c.m.
Sac-hole nozzles are available
– With cylindrical, and
– Conical sac holes
in a variety of different dimensions.

Sac-hole nozzle with cylindrical sac hole
and round tip (Fig. 6a):
This nozzle’s sac hole has a cylindrical
and a semispherical portion, and permits
a high level of design freedom with
respect to
– Number of spray holes,
– Spray-hole length, and
– Injection angle.

The nozzle tip is semispherical, and
together with the shape of the sac hole,
ensures that the spray holes are of
identical length.

Axial-piston

distributor

pumps

48

Spray cone

γ Spray-cone offset angle, d Spray cone.

Fig. 4

UMK1402Y

γ

δ

Sac-hole nozzle with cylindrical sac hole
and conical tip (6b):
This type of nozzle is used exclusively
with spray-hole lengths of 0.6 mm. The
tip’s conical shape enables the wall
thickness to be increased between the
throat radius and the nozzle-body seat
with an attending improvement of nozzle­tip strength.

Sac-hole nozzle with conical sac hole
and conical tip (Fig. 6c):
Due to the conical shape of this nozzle’s
sac hole, its volume is less than that of a
nozzle with cylindrical sac hole. The
volume is between that for a seat-hole
nozzle and a sac-hole nozzle with cylin­drical sac hole. In order to achieve uni­form tip-wall thickness, the tip’s conical
design corresponds to that of the sac
hole.

Nozzles
and nozzle
holders

49

Sac-hole nozzle
1 Pressure shaft, 2 Needle-lift stop face,

3 Inlet passage, 4 Pressure shoulder,
5 Needle shaft, 6 Nozzle tip,
7 Nozzle-body shaft, 8 Nozzle-body shoulder,
9 Pressure chamber, 10 Needle guide,
11 Nozzle-body collar, 12 Locating hole,
13 Sealing surface,
14 Pressure-pin contact surface.

Sac-hole shapes
a Cylindrical sac hole with round tip,

b Cylindrical sac hole with conical tip,
c Conical sac hole with conical tip.
1 Shoulder, 2 Seat entrance, 3 Needle seat,
4 Needle tip, 5 Injection orifice,
6 Injection-orifice entrance, 7 Sac hole,
8 Throat radius, 9 Nozzle-tip cone,
10 Nozzle-body seat, 11 Damping cone.

Fig. 5

UMK1403Y

Fig. 6

UMK1650Y

a

1
2
3
4

5

b

11
10

9
8

7
6

c

Seat-hole nozzle
In order to minimise the residual volume
– and therefore the HC emissions – the
start of the spray hole is located in the
seat taper, and with the nozzle closed it is
covered almost completely by the nozzle
needle. This means that there is no direct
connection between the sac hole and the
combustion chamber (Figs. 7 and 8). The
sac-hole volume here is much low er than
that of the sac-hole nozzle. Compared to
sac-hole nozzles, seat-hole nozzles have
a much lower loading limit and are there­fore only manufactured as Size P with a
spray-hole length of 1 mm.
For reasons of strength, the nozzle tip is
conically shaped. The spray holes are
always formed using e.c.m. methods.

Standard nozzle holders

Assignments and designs

Nozzle holders with hole-type nozzles in
combination with a radial-piston distrib­utor injection pump are used on DI
engines.
With regard to the nozzle holders, one
differentiates between
– Standard nozzle holders (single-

spring nozzle holders) with and with­out needle-motion sensor, and

– Two-spring nozzle holders, with and

without needle-motion sensor.

Application

The nozzle holders described here have
the following characteristics:
– Cylindrical external shape with diame-

ters between 17 and 21 mm,

– Bottom-mounted springs (leads to low

moving masses),

– Pin-located nozzles for direct-injection

engines, and

– Standardised components (springs,

pressure pin, nozzle-retaining nut)
make combinations an easy matter.

Design

The nozzle-and-holder assembly is com­posed of the injection nozzle and the
nozzle holder.
The nozzle holder comprises the follow­ing components (Fig. 9):
– Nozzle-holder body,
– Intermediate element,
– Nozzle-retaining nut,
– Pressure pin,
– Spring,
– Shim, and
– Locating pins.

The nozzle is centered in the nozzle body
and fastened using the nozzle-retaining
nut. When nozzle body and retaining nut
are screwed together, the intermediate
element is forced up against the sealing
surfaces of nozzle body and retaining
nut. The intermediate element serves as
the needle-lift stop and with its locating
pins centers the nozzle in the nozzle­holder body.

Axial-piston

distributor

pumps

50

Seat-hole nozzle

Seat-hole nozzle: Tip shape

Fig. 7

UMK1408Y UMK1407Y

Fig. 8

The nozzle-holder body contains the
– Pressure pin,
– Spring, and
– Shim.

The spring is centered in position by the
pressure pin, whereby the pressure pin is
guided by the nozzle-needle’s pressure
shaft.
The nozzle is connected to the injection
pump’s high-pressure line via the nozzle­holder feed passage, the intermediate
element, and the nozzle-body feed pas­sage. If required, an edge-type filter can
be installed in the nozzle holder.

Method of operation

The nozzle-holder spring applies pres­sure to the nozzle needle through the
pressure pin. The spring’s initial tension
defines the nozzle’s opening pressure
which can be adjusted using a shim.
On its way to the nozzle seat, the fuel pas­ses through the nozzle-holder inlet pas­sage, the intermediate element, and the
nozzle nody. When injection takes place,
the nozzle needle is lifted by the injection
pressure and fuel is injected through the
injection orifices into the combustion
chamber. Injection terminates as soon as
the injection pressure drops far enough for
the nozzle spring to force the nozzle
needle back onto its seat.

Two-spring nozzle holders

Application

The two-spring nozzle holder is a fur­ther development of the standard nozzle
holder, and serves to reduce comb ustion
noise particularly in the idle and part-load
ranges.

Design

The two-spring nozzle holder features
two springs located one behind the other.
At first, only one of these springs has an
influence on the nozzle needle and as
such defines the initial opening pressure.
The second spring is in contact with a
stop sleeve which limits the needle’s
initial stroke.

Nozzles
and nozzle
holders

51

Standard nozzle holder
1 Edge-type filter, 2 Inlet passage,

3 Pressure pin, 4 Intermediate element,
5 Nozzle-retaining nut, 6 Wall thickness,
7 Nozzle, 8 Locating pins, 9 Spring,
10 Shim, 11 Leak-fuel passage,
12 Leak-fuel connection thread,
13 Nozzle-holder body, 14 Connection thread,
15 Sealing cone.

Fig. 9

UMK1413Y

1

2

15

14

13

12

11

10

9

3

4

8

5

7

6

When strokes take place in e xcess of the
initial stroke, the stop slee ve lifts and both
springs have an effect upon the nozzle
needle (Fig. 10).

Method of operation

During the actual injection process, the
nozzle needle first of all opens an initial
amount so that only a small volume of
fuel is injected into the combustion
chamber.
Along with increasing injection pressure
in the nozzle holder though, the nozzle
needle opens completely and the main
quantity is injected (Fig. 11). This 2-stage
rate-of-discharge curve leads to “softer”
combustion and to a reduction in noise.

Nozzle holders with needle­motion sensor

Application

The start-of-injection point is an impor­tant parameter for optimum diesel-engine
operation. For instance, its evaluation
permits load and speed-dependent injec­tion timing, and/or control of the exhaust­gas recirculation (EGR) rate.

Axial-piston

distributor

pumps

52

Two-spring nozzle holder for direct-injection
(DI) engines

1 Nozzle-holder body, 2 Shim,
3 Spring 1, 4 Pressure pin,
5 Guide element, 6 Spring 2,
7 Pressure pin, 8 Spring seat,
9 Shim, 10 Intermediate element,

11 Stop sleeve,
12 Nozzle needle,
13 Nozzle-retaining nut,
14 Nozzle body.

h

1

Initial stroke,

h

2

Main stroke.

Comparison of needle-lift curves
a Standard nozzle holder (single-spring nozzle

holder),
b Two-spring nozzle holder.

h

1

Initial stroke, h2Main stroke.

UMK1423-1Y

Fig. 10

UMK1422E

Fig. 11

1

2
3

4

5
6

7

8
9

10
11

12

13

14

a

mm

0.4

0.2
0

b

mm

Nozzle-needle lift

h

2

h

1

0.4

0.2
0

2

h

01

1

h

Time

2 ms

This necessitates a nozzle holder with
needle-motion sensor (Fig. 13) which
outputs a signal as soon as the nozzle
needle opens.

Design

When it moves, the extended pressure
pin enters the current coil.
The degree to which it enters the coil
(overlap length “X” in Fig. 14) determines
the strength of the magnetic flux.

Method of operation

The magnetic flux in the coil changes as
a result of nozzle-needle movement and
induces a signal voltage which is propor­tional to the needle’s speed of mo vement
but not to the distance it has travelled.
This signal is processed directly in an
evaluation circuit (Fig. 12).
When a given threshold voltage is ex­ceeded, this serves as the signal to
the evaluation circuit for the start of
injection.

Nozzles
and nozzle
holders

53

Needle-motion sensor in a two-spring nozzle
holder for direct-injection (DI) engines

1 Adjusting pin, 2 Terminal,
3 Current coil, 4 Pressure pin,
5 Spring seat.

X Overlap length.

Two-spring nozzle holder with needle-motion
sensor for direct-injection (DI) engines

1 Nozzle-holder body, 2 Needle-motion sensor,
3 Spring 1, 4 Guide element, 5 Spring 2,
6 Pressure pin, 7 Nozzle-retaining nut.

Comparison between a needle-lift curve and
the corresponding signal-voltage curve of the
needle-motion sensor

Fig. 12

UMK1427E

Fig. 14

UMK1529Y

Fig. 13

UMK1588Y

1

2

3

4

5

6

7

a

Needle liftSignal voltage

b

Theshold
voltage

Start-of-injection
signal

Needle-lift­sensor signal

Needle­motion­sensor signal

°cks

X

1

2

3

4
5

UMK1588D

Mechanical diesel-engine speed control
(mechanical governing) registers a wide
variety of different operating statuses
and permits high-quality A/F mixture
formation.
The Electronic Diesel Control (EDC)
takes additional requirements into ac­count. By applying electronic measure­ment, highly-flexible electronic data pro­cessing, and closed control loops with
electric actuators, it is able to process
mechanical influencing variables which it
was impossible to take into account with
the previous purely mechanical control
(governing) system.
The EDC permits data to be exchanged
with other electronic systems in the

vehicle (for instance, traction control
system (TCS), and electronic transmis­sion-shift control). In other words, it can
be integrated completely into the overall
vehicle system.

System blocks

The electronic control is divided into
three system blocks (Fig. 1):

1. Sensors for registering operating
conditions. A wide variety of physical
quantities are converted into electrical
signals.

2. Electronic control unit (ECU) with
microprocessors which processes the in-

Axial-piston

distributor

pumps,

VE-EDC

54

Electronic Diesel Control (EDC): System blocks

Electronically-controlled
axial-piston distributor fuel­injection pumps VE-EDC

Fig. 1

UMK0467E

Sensors

Needle-motion sensor

ActuatorsECU

Injected
fuel quantity

Temperature sensors
(

water, air, fuel

Sensor for
control-collar position

Air-flow sensor

Engine-speed

Vehicle-speed sensor

Atmospheric-pressure
sensor

)

sensor

Setpoint generators

Accelerator-pedal sensor

Speed-selection lever

Micro­pro­cessor

Maps

Engine
shutoff

Start of
injection

EGR

Starting
control

Fuel-injection pump

Transducer with
EGR valve

Glow control unit

Diagnosis

Diagnosis display

formation in accordance with specific
control algorithms, and outputs corre­sponding electrical signals.

3. Actuators which convert the ECU’s
electrical output signals into mechanical
quantities.

Components

Sensors

The positions of the accelerator and the
control collar in the injection pump are
registered by the angle sensors. These
use contacting and non-contacting
methods respectively. Engine speed and
TDC are registered by inductive sensors .
Sensors with high measuring accuracy
and long-term stability are used for pres­sure and temperature measurements.
The start of injection is registered by a
sensor which is directly integrated in the
nozzle holder and which detects the start
of injection by sensing the needle move­ment (Figs. 2 and 3).

Electronic control unit (ECU)

The ECU employs digital technology. The
microprocessors with their input and
output interface circuits form the heart
of the ECU. The circuitry is completed
by the memory units and devices for
the conversion of the sensor signals
into computer-compatible quantities. The
ECU is installed in the passenger com­partment to protect it from external in­fluences.
There are a number of different maps
stored in the ECU, and these come into
effect as a function of such parameters
as: Load, engine speed, coolant tem­perature, air quantity etc. Exacting de­mands are made upon interference
immunity. Inputs and outputs are short­circuit-proof and protected against spu­rious pulses from the vehicle electrical
system. Protective circuitry and me­chanical shielding provide a high level
of EMC (Electro-Magnetic Compatibility)
against outside interference.

Electronic
control for
distributor
pumps

55

Sensor signals
1 Untreated signal from the needle-motion sensor

(NBF),

2 Signal derived from the NBF signal,
3 Untreated signal from the engine-speed signal,
4 Signal derived from untreated engine-speed

signal,

5 Evaluated start-of-injection signal.

Nozzle-and-holder assembly with
needle-motion sensor (NBF)

1 Setting pin, 2 Sensor winding, 3 Pressure pin,
4 Cable, 5 Plug.

Fig. 2 Fig. 3

UMK0466Y

UMK0468Y

1

2

3

4

1

2

3

5

4

5

Solenoid actuator for injected­fuel quantity control

The solenoid actuator (rotary actuator)
engages with the control collar through
a shaft (Fig. 4). Similar to the mechani­cally governed fuel-injection pump, the
cutoff ports are opened or closed de­pending upon the control collar’s posi­tion. The injected fuel quantity can be
infinitely varied between zero and
maximum (e.g., for cold starting). Using
an angle sensor (e.g., potentiometer),
the rotary actuator’s angle of rotation,
and thus the position of the control col­lar, are reported back to the ECU and
used to determine the injected fuel
quantity as a function of engine speed.
When no voltage is applied to the ac­tuator, its return springs reduce the in­jected fuel quantity to zero.

Solenoid valve for
start-of-injection control

The pump interior pressure is depen­dent upon pump speed. Similar to the
mechanical timing device, this pressure
is applied to the timing-device piston
(Fig. 4). This pressure on the timing­device pressure side is modulated by a
clocked solenoid valve.
With the solenoid valve permanently
opened (pressure reduction), start of
injection is retarded, and with it fully
closed (pressure increase), start of in­jection is advanced. In the intermediate
range, the on/off ratio (the ratio of
solenoid valve open to solenoid valve
closed) can be infinitely varied by the
ECU.

Axial-piston

distributor

pumps,

VE-EDC

56

1

2

3
4

56

Distributor injection pump for electronic diesel control
1 Control-collar position sensor, 2 Solenoid actuator for the injected fuel quantity, 3 Electromagnetic

shutoff valve, 4 Delivery plunger, 5 Solenoid valve for start-of-injection timing, 6 Control collar.

Fig. 4

UMK0464Y

Closed control loops (Fig. 5)

Injected fuel quantity

The injected fuel quantity has a decisive
influence upon the vehicle’s starting,
idling, power output and driveability
characteristics, as well as upon its par­ticulate emissions. For this reason, the
corresponding maps for start quantity,
idle, full load, accelerator-pedal charac­teristic, smoke limitation, and pump
characteristic, are programmed into the
ECU. The driver inputs his or her re­quirements regarding torque or engine
speed through the accelerator sensor.
Taking into account the stored map
data, and the actual input values from
the sensors, a setpoint is calculated for
the setting of the rotary actuator in the
pump. This rotary actuator is equipped

with a check-back signalling unit and
ensures that the control collar is cor­rectly set.

Start of injection

The start of injection has a decisive in­fluence upon starting, noise, fuel con­sumption, and exhaust emissions. Start­of-injection maps programmed into the
ECU take these interdependencies into
account. A closed control loop is used
to guarantee the high accuracy of the
start-of-injection point. A needle-motion
sensor (NBF) registers the actual start of
injection directly at the nozzle and
compares it with the programmed start
of injection (Figs. 2 and 3). Deviations
result in a change to the on/off ratio of
the timing-device solenoid valve, which
continues until deviation reaches zero.

Electronic
control for
distributor
pumps

57

Closed control loop of the electronic diesel control (EDC)

Q Air-flow quantity, n

act

Engine speed (actual), pAAtmospheric pressure, s

set

Control-collar signal

(setpoint), s

act

Control-collar position (actual), s

v set

Timing-device signal (setpoint), tKFuel temperature,

t

L

Intake-air temperature, tMEngine temperature, t

i act

Start of injection (actual).

UMK0465E

Fig. 5

Fuel

Accelerator
pedal

Operator’s
panel

Air

VE­pump

Injection
nozzle

ELAB
On/Off

s

setpoint

t

K

s

actual

s

v setpoint

t

i actual

ECU

Start­quantity
control

Start-of­injection
control

Injected­fuel-quan­tity control

Exhaust
emissions

n

t

M

actual

Engine and vehicle

Cruise
control

EGR
control

EGR valve

p

A

t

L

Q

l

Vehicle
speed
sensor

This clocked solenoid valve is used to
modulate the positioning pressure at the
timing-device piston, and this results in
the dynamic behavior being comparable
to that obtained with the mechanical
start-of-injection timing.
Because during engine overrun (with
injection suppressed) and engine start­ing there are either no start-of-injection
signals availab le, or the y are inadequate ,
the controller is switched off and an
open-loop-control mode is selected. The
on/off ratio for controlling the solenoid
valve is then taken from a control map in
the ECU.

Exhaust-gas recirculation (EGR)

EGR is applied to reduce the engine’s
toxic emissions. A defined portion of the
exhaust gas is tapped-off and mixed
with the fresh intake air. The engine’s
intake-air quantity (which is proportional
to the EGR rate) is measured by an air­flow sensor and compared in the ECU
with the programmed value for the EGR
map, whereby additional engine and
injection data for every operating point
are taken into account.
In case of deviation, the ECU modifies
the triggering signal applied to an
electropneumatic transducer. This then
adjusts the EGR valve to the correct
EGR rate.

Cruise control

An evaluated vehicle-speed signal is
compared with the setpoint signal input­ted by the driver at the cruise-control
panel. The injected fuel quantity is then
adjusted to maintain the speed selected
by the driver.

Supplementary functions

The electronic diesel control (EDC)
provides for supplementary functions
which considerably improve the ve­hicle’s driveability compared to the
mechanically governed injection pump.

Active anti-buck damping
With the active anti-buck damping
(ARD) facility, the vehicle’s unpleasant
longitudinal oscillations can be avoided.

Idle-speed control
The idle-speed control avoids engine
“shake” at idle by metering the appro­priate amount of fuel to each individual
cylinder.

Safety measures

Self-monitoring

The safety concept comprises the
ECU’s monitoring of sensors, actuators,
and microprocessors, as well as of the
limp-home and emergency functions
provided in case a component fails. If
malfunctions occur on important com­ponents, the diagnostic system not only
warns the driver by means of a lamp in
the instrument panel but also provides a
facility for detailed trouble-shooting in
the workshop.

Limp-home and emergency
functions

There are a large number of sophisti­cated limp-home and emergency func­tions integrated in the system. For in­stance if the engine-speed sensor fails,
a substitute engine-speed signal is
generated using the interval between
the start-of-injection signals from the
needle-motion sensor (NBF). And if the
injected-fuel quantity actuator fails, a
separate electrical shutoff device
(ELAB) switches off the engine. The
warning lamp only lights up if important
sensors fail. The Table below shows the
ECU’s reaction should certain faults
occur.

Diagnostic output

A diagnostic output can be made by
means of diagnostic equipment, which
can be used on all Bosch electronic
automotive systems. By applying a
special test sequence, it is possible to
systematically check all the sensors
and their connectors, as well as the
correct functioning of the ECU’s.

Axial-piston

distributor

pumps,

VE-EDC

58

Advantages

– Flexible adaptation enables optimi­zation of engine behavior and emission
control.
– Clear-cut delineation of individual func­tions: The curve of full-load injected fuel
quantity is independent of governor
characteristic and hydraulic configuration.
– Processing of parameters which pre­viously could not be performed me­chanically (e.g., temperature-correction
of the injected fuel quantity characteris­tic, load-independent idle control).
– High degree of accuracy throughout
complete service life due to closed con­trol loops which reduce the effects of
tolerances.
– Improved driveability: Map storage
enables ideal control characteristics and
control parameters to be established
independent of hydraulic effects. These
are then precisely adjusted during the
optimisation of the complete engine/
vehicle system. Bucking and idle shake
no longer occur.
– Interlinking with other electronic sys­tems in the vehicle leads the way
towards making the vehicle safer, more
comfortable, and more economical, as
well as increasing its level of environ­mental compatibility (e.g., glow systems
or electronic transmission-shift control).
The fact that mechanical add-on units no
longer need to be accomodated, leads
to marked reductions in the amount of
space required for the fuel-injection
pump.

Engine shutoff

As already stated on Page 40, the prin­ciple of auto-ignition as applied to the
diesel engine means that the engine
can only be switched off by interrupting
its supply of fuel.
When equipped with Electronic Diesel
Control (EDC), the engine is switched
off by the injected-fuel quantity actuator
(Input from the ECU: Injected fuel
quantity = Zero). As already dealt with,
the separate electrical engine shutoff
device serves as a standby shutoff in
case the actuator should fail.

Electrical shutoff device

The electrical shutoff device is operated
with the “ignition key” and is above all
used to provide the driver with a higher
level of sophistication and comfort.
On the distributor fuel-injection pump,
the solenoid valve for interrupting the
supply of fuel is fitted in the top of the
distributor head. With the diesel engine
running, the inlet opening to the high­pressure chamber is held open by the en­ergized solenoid valv e (the armature with
sealing cone is pulled in). When the “igni­tion switch” is turned to “Off”, the power
supply to the solenoid is interrupted and
the solenoid de-energized. The spring
can now push the armature with sealing
cone onto the valve seat and close off the
inlet opening to the high-pressure cham­ber so that the distributor plunger can no
longer deliver fuel.

Electronic
control for
distributor
pumps

59

Failure Monitoring Reaction Warning Diagnostic

of lamp output

Correction Signal range Reduce injected

●

sensors fuel quantity
System- Signal range Limp-home

sensors or emergency ●●

function (graded)

Computer Program runtime Limp-home

(self-test) or emergency ●●

function

Fuel-quantity Permanent Engine shutoff

●●

actuator deviation

Table 1. ECU reactions

Prospects

On the electronically-controlled distrib­utor pumps of the future, the electrical
actuator mechanism with control collar
for fuel metering will be superseded by a
high-pressure solenoid valve. This will
permit an even higher degree of fle xibility
in the fuel metering and in the variability
of the start of injection.

Design and construction

This pump is of modular design. The field­proven distributor injection pump can thus
be combined with a new electronically
controlled fuel-metering system (Fig. 1).
Basically speaking, the solenoid-valve­controlled distributor pump’s dimensions,
installation conditions, and drivetrain in­cluding the pump’s cam drive, are identi­cal to those of the conventional distributor
pump. The most important new compo­nents are:
– Angle-of-rotation sensor (in the form

of an incremental angle/time system
[

IWZ]) which is located in the injection
pump on the driveshaft between the
vane-type supply pump and the roller
ring,

– Electronic pump ECU, which is mount-

ed as a compact unit on the top side of
the pump and connected to the engine
ECU,

– High-pressure solenoid valve , installed

in the center of the distributor head.

With regard to its installation and hydrau­lic control, the timing device with pulse
valve is identical to the one in the pre­vious electronically-controlled distributor
pump.

Components

Angle-of-rotation sensor

Angle-of-rotation detection uses the
following components: Sensor, sensor
retaining ring on the driveshaft, and the
trigger wheel with a given tooth pitch.
Detection is based upon the signals
generated by the sensor.
The pulses generated by the sensor are
inputted to the ECU where they are pro­cessed by an evaluation circuit. The fact
that the sensor is coupled to the pump’s
roller ring ensures the correct assign­ment of the angular increment to the
position of the cam when the roller ring is
rotated by the timing device.

Pump ECU

The pump ECU is mounted on the upper
side of the pump and uses hybrid tech­niques. In addition to the mechanical
loading with which it is confronted in
the vehicle's under-hood environment,
the pump must also fulfill the following
assignments:
– Data exchange with the separately

mounted engine ECU via the serial
bus system,

– Evaluation of the signal from the

angle-of-rotation sensor (IWZ),

– Triggering of the high-pressure sol-

enoid valve,

– Triggering of the timing device.
Maps are stored in the pump ECU which

not only take into account the setting
points for the particular vehicle applica­tion and certain engine characteristics,
but also permit the plausibility of the re­ceived signals to be check ed. In addition,
they form the basis for defining a n umber
of different computational values.

Axial-piston

distributor

pumps,

VE-MV

60

Solenoid-valve-controlled
axial-piston distributor
fuel-injection pumps VE-MV

High-pressure solenoid valve

The high-pressure solenoid valve must
fulfill the following assignments:
– Large valve cross-section for efficient

filling of the high-pressure chamber,
even at very high rotational speeds,

– Low weight (low moving masses), to

keep the loading of the parts to a mini­mum,

– Short switching times to guarantee

high-precision fuel metering, and

–

Magnetic forces which are powerful

enough to cope with the high pressures.
The high-pressure solenoid valve is com­prised of:
– The valve body,
– The valve needle, and
– The electromagnet with electrical

connection to the pump ECU.
The magnetic circuit is concentric to the
valve. This fact permits a compact as­sembly comprising high-pressure sol­enoid valve and distributor head.

Method of operation

Principle

Pressure generation in the solenoid­valve-controlled distributor injection
pump is based on the same principle as
that in the conventional electronically­controlled VE pump.

Fuel supply and delivery

Via the distributor head and the opened
high-pressure solenoid valve, the vane­type supply pump delivers fuel to the
high-pressure chamber at a pressure of
approx. 12 bar.
No fuel is delivered when the high-pres­sure solenoid valve is de-energized
(open). The valve’s instant of closing
defines the injection pump’s start of
delivery. This can be located at the
bottom dead center (BDC) of the cam or
on the rise portion of the cam slope.
Similarly, the valve’s instant of opening
defines the pump’s end of delivery. The
length of time the valve is closed deter­mines the injected fuel quantity.
The high pressure generated in the high­pressure chamber (the fuel from the
supply pump is compressed by the axial
piston when this is forced up by the cam
plate riding over the rollers of the roller
ring) opens the delivery valve and the
fuel is forced through the pressure line
to the injection nozzle in the nozzle
holder. Injection pressure at the nozzle
is 1400 bar. Excess fuel is directed back
to the tank through return lines.
Since there are no additional intake ports
available, if the high-pressure solenoid
valve should fail, fuel injection stops.
This prevents uncontrolled “r acing” of the
engine.

Electronic
control for
distributor
pumps

61

Solenoid-valve-controlled axial-piston distributor fuel-injection pump (section)

Fig. 1

UMK1205Y

Since leakage and heat losses reduce the
pressure and the temperature of the A/F
mixture at the end of the compression
stroke, the cold diesel engine is more diffi­cult tostart and the mixture more difficult to
ignite than it is when hot. These facts make
it particularly important that start-assist
systems are used. The minimum starting
temperature depends upon the engine
type. Pre-chamber and swirl-chamber
engines are equipped with a sheathed­element glow plug (GSK) in the auxiliary
combustion chamber which functions as a
“hot spot”. On small direct-injection (DI)
engines, this “hot spot” is located on the
combustion chamber’s periphery. Large DI
truck engines o n the other hand have the
alternative of using air preheating in the
intake manifold (flame start) or special,
easily ignitable fuel (Start Pilot) which is
sprayed into the intak e air. Today , the start­assist systems use sheathed-element
glow plugs practically without exception.

Sheathed-element
glow plug

The sheathed-element glow plug’s tubular
heating element is so firmly pressed into
the glow-plug shell that a gas-tight seal is

formed. The element is a metal tube which
is resistant to both corrosion and hot gases,
and which contains a heater (glow) element
embedded in magnesium-oxide powder
(Fig. 1). This heater element comprises
two series-connected resistors: the heater
filament in the glow-tube tip, and the con­trol filament. Whereas the heater filament
maintains virtually constant electrical
resistance regardless of temperature, the
control filament is made of material with a
positive temperature coefficient (PTC). On
newer-generation glow plugs (GSK2), its
resistance increases even more rapidly
with rising temperature than was the case
with the conventional S-RSK glow plug.
This means that the newer GSK2 glow
plugs are characterized by reaching the
temperature needed for ignition far more
quickly (850°C in 4s). They also feature a
lower steady-state temperature (Fig. 2)
which means that the glow plug’s tem­perature is limited to a non-critical level.
The result is that the GSK2 glow plug
can remain on for up to 3 minutes
following engine start. This post-glow
feature improves both the warm-up and
run-up phases with considerable im­provements in noise and exhaust-gas
emissions.

Start-assist

systems

62

Sheathed-element glow plug GSK2
1 Electrical connector terminal, 2 Insulating washer, 3 Double gasket, 4 Terminal pin, 5 Glow-plug shell,

6 Heater seal, 7 Heater and control filament, 8 Glow tube, 9 Filling powder.

UMS0685-1Y

Start-assist systems

Fig. 1

987542 316

Flame glow plug

The flame glow plug burns fuel to heat
the intake air. Normally, the injection
system’s supply pump deliv ers fuel to the
flame plug through a solenoid valve. The
flame plug’s connection fitting is pro­vided with a filter, and a metering device
which permits passage of precisely
the correct amount of fuel appropriate
to the particular engine. This fuel then
evaporates in an evaporator tube sur­rounding the tubular heating element
and mixes with the intake air . The resulting
mixture ignites on the 1,000 °C heating
element at the flame-plug tip.

Glow control unit

For triggering the glow plugs, the glow
control unit (GZS) is provided with a
power relay and a number of electronic
switching blocks. These, for instance,
control the glow duration of the glow
plugs, or have safety and monitoring
functions. Using their diagnosis func­tions, more sophisticated glow control
units are also able to recognise the
failure of individual glow plugs and
inform the driver accordingly. Multiple
plugs are used as the control inputs
to the ECU. In order to avoid voltage
drops, the power supply to the glow
plugs is through suitable threaded pins
or plugs.

Functional sequence

The diesel engine’s glo w plug and starter
switch, which controls the preheat
and starting sequence, functions in a
similar manner to the ignition and
starting switch on the spark-ignition (SI)
engine. Switching to the “Ignition on”
position starts the preheating process
and the glow-plug indicator lamp lights
up. This extinguishes to indicate that
the glow plugs are hot enough for the
engine to start, and cranking can begin.
In the following starting phase, the drop­lets of injected fuel ignite in the hot, com­pressed air. The heat released as a result
leads to the initiation of the combustion
process (Fig. 3).
In the warm-up phase following a suc­cessful start, post-heating contributes
to faultless engine running (no misfiring)
and therefore to practically smokeless
engine run-up and idle. At the same
time, when the engine is cold, pre­heating reduces combustion noise. A
glow-plug safety switchoff prevents
battery discharge in case the engine
cannot be started.
The glow-control unit can be coupled
to the ECU of the Electronic Diesel
Control (EDC) so that information
available in the EDC control unit can be
applied for optimum control of the glow
plugs in accordance with the particular
operating conditions. This is yet another
possibility for reducing the levels of blue
smoke and noise.

Sheathed­element
glow plugs,
Flame
glow plugs

63

Sheathed-element glow plugs:
Temperature-time diagram

1 S-RSK, 2 GSK2.

Typical preheating sequence
1 Glow-plug and starter switch, 2 Starter,

3 Glow-plug indicator lamp, 4 Load switch,
5 Glow plugs, 6 Self-sustained engine operation,

t

v

Pre-heating time, tSReady to start,

t

N

Post-heating time.

01020304050

650

750

850

950

1,050

1,150

s

°C

1

2

Time t

Temperature

Fig. 2

UMS0688E

Fig. 3

UMS0667-1E

1

2

3

4

t

5

t

V

S

6 Time t

t

N

(4.0)

1 987 722 164

KH/PDI-04.99-En

The Program Order Number

Gasoline-engine management

Emission Control (for Gasoline Engines) 1 987 722 102
Gasoline Fuel-Injection System K-Jetronic 1 987 722 159
Gasoline Fuel-Injection System KE-Jetronic 1 987 722 101
Gasoline Fuel-Injection System L-Jetronic 1 987 722 160
Gasoline Fuel-Injection System Mono-Jetronic 1 987 722 105
Ignition 1 987 722 154
Spark Plugs 1 987 722 155
M-Motronic Engine Management 1 987 722 161
ME-Motronic Engine Management 1 987 722 178

Diesel-engine management

Diesel Fuel-Injection: An Overview 1 987 722 104
Diesel Accumulator Fuel-Injection System
Common Rail CR 1 987 722 175
Diesel Fuel-Injection Systems
Unit Injector System / Unit Pump System 1 987 722 179
Radial-Piston Distributor Fuel-Injection
Pumps Type VR 1 987 722 174
Diesel Distributor Fuel-Injection Pumps VE 1 987 722 164
Diesel In-Line Fuel-Injection Pumps PE 1 987 722 162
Governors for Diesel In-Line Fuel-Injection Pumps 1 987 722 163

Automotive electrics/Automotive electronics

Alternators 1 987 722 156
Batteries 1 987 722 153
Starting Systems 1 987 722 170
Electrical Symbols and Circuit Diagrams 1 987 722 169
Lighting Technology 1 987 722 176
Safety, Comfort and Convenience Systems 1 987 722 150

Driving and road-safety systems

Compressed-Air Systems for Commercial
Vehicles (1): Systems and Schematic Diagrams 1 987 722 165
Compressed-Air Systems for Commercial
Vehicles (2): Equipment 1 987 722 166
Brake Systems for Passenger Cars 1 987 722 103
ESP Electronic Stability Program 1 987 722 177

Automotive electric/electronic systems

Safety, Comfort and

Convenience Systems

Technical Instruction

æ Æ

Automotive Electric/Electronic Systems

Lighting Technology

Technical Instruction

æ Æ

Vehicle safety systems for passenger cars

ESP Electronic Stability Program

Technical Instruction

æ Æ

Engine management for diesel engines

Radial-Piston Distributor

Fuel-injection Pumps Type VR

Technical Instruction

æ Æ

Electronic engine management for diesel engines

Diesel Acumulator Fuel-Injection

System Common Rail

Technical Instruction

æ Æ

Engine management for spark-ignition engines

Emission Control

Technical Instruction

æ Æ

Gasoline-engine management

ME-Motronic

Engine Management

Technical Instruction

æ Æ

Engine management for spark-ignition engines

Spark Plugs

Technical Instruction

æ Æ

Brake systems for passenger cars

Brake Systems

Technical Instruction

æ Æ