909.

01-109

Fuel Oil System

Fuel Pump
Each engine cylinder is equipped with its own VIT (Variable Injection Timing) fuel pump, which is mounted on the roller guide housing over the camshaft section corresponding to the cylinder concerned. The square base of the fuel pump housing is provided with a groove to receive any leaking oil, which is subsequently drained off through a drain pipe. Two bores are provided in the base for toothed racks. The upper rack serves to adjust the injection timing via the timing guide, and the lower rack controls the quantity of fuel oil delivered by the pump via the regulating guide. At the top, the pump housing is closed by a top cover, which incorporates a combined puncture valve and suction valve. The cover is attached by means of nuts and studs fitted in the pump housing. A sealing ring is fitted in the lower part of the top cover, to seal between barrel and top cover. Oil is supplied through a flanged connection on the front of the pump housing. A corresponding flange on the back of the housing is fitted with a shock absorber which neutralizes the shock caused when the plunger uncovers the cut-off holes at the end of each delivery stroke. The shock absorber consists of a cylinder with a spring-loaded plunger which is pressed back when the surplus oil from the delivery chamber is forced out into the inlet space round the pump barrel. Two plug screws are fitted in the pump housing opposite the cut-off holes of the barrel. The oil jets which are ejected through the cut-off holes at the end of the delivery stroke, hit the plug screws, which can be replaced when they are eroded. A guide pin fitted at the top of the pump housing ensures correct positioning of the parts.

Pump Barrel and Timing Guide

The pump barrel is guided at the top and bottom of the pump housing. Three low-friction sealing rings are fitted in grooves in the barrel to seal between barrel and housing. The barrel is provided with a drain bore between the two sealing rings in the lower end. The pump barrel has a threaded lower end which fits into the internal threads of the timing guide. The timing guide has a gear rim to mesh with the upper toothed rack at the base of the pump housing. The gear rim and toothed rack are marked with lines enabling the parts to be positioned correctly after disassembly. The toothed rack is linked to a servo-air cylinder which is controlled by the position of the regulating shaft. The position of the upper toothed rack determines the vertical position of the barrel relative to the plunger through the threaded connection. In this manner the initial moment of fuel oil injection into the cylinder can be adjusted by a servo-air cylinder. The pump barrel is prevented from turning by means of a guide screw mounted on the front of the pump housing.

Pump Plunger and Regulating Guide

The pump plunger is fitted within the barrel and ground accurately to form an oil-tight seal. Barrel and plunger must always go together and cannot be replaced individually. During the travel of the plunger, cut-off holes in the barrel are covered and uncovered. This function, in conjunction with the turning of the plunger effected by the regulating gear, serves to regulate the amount of oil injected into the engine cylinder.

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The pump plunger is provided with a guide block designed to travel in the milled keyway in the regulating guide. At the bottom it has a foot which rests on a thrust disc in the bayonet joint at the roller guide neck. A clearance of approx. 0.1 mm between the plunger foot and the roller guide permits the plunger to turn in the roller guide. The regulating guide has a gear rim which engages with the lower toothed rack at the base of the pump housing. The gear rim and toothed rack are marked with lines enabling the parts to be positioned correctly after disassembly. The toothed rack is linked together with the regulating gear of the engine through a spring-loaded connection. Thus, in the event of a sticking pump plunger, the regulating gear for the remaining fuel pumps will not be blocked.

Fuel Oil Injection

During the suction stroke the spring-loaded suction valve opens and the delivery chamber is filled with oil. As soon as the plunger has covered the cut-off holes in the pump barrel during its upward movement, injection commences through the fuel valves. The vertical position of the cut-off holes thus controls the injection timing. Injection will last until the cut-off holes are uncovered by the oblique cut-off edges, following which the oil is forced through two milled grooves at the side of the plunger and out through the cut-off holes of the barrel during the rest of the delivery stroke.

Fuel Pump Actuating Gear

A roller guide housing containing the fuel pump, the exhaust valve actuating gear and the indicator drive, is bolted on to the side of the cylinder frame. On reversible engines, the roller guide for each fuel pump incorporates an angularly displaceable reversing link. The fuel pump is actuated by a cam on the camshaft. The movement is transmitted through the roller guide to the plunger in the barrel of the pump housing which > through the high-pressure pipes > is connected with the fuel valves on the cylinder cover. The roller guide is forced downwards by the action of a helical spring fixed between the roller guide and the pump base, so that the roller of the roller guide follows the cam on the camshaft. The pump base is attached to the camshaft housing by four studs. The thread on two of these is long enough to permit the gradual easing of the roller guide spring when dismantling the components. The plunger rests on a thrust piece in the neck of the roller guide and is locked to the roller guide by a bayonet lock. The roller guide itself is prevented from turning

Puncture Valve
A puncture valve is fitted in the top cover of the pump. The puncture valve consists of a piston which communicates with the control air system of the engine. In the event of actuation of the shut-down system, or the "Fuel Oil Leakage Alarm System", (option) or when STOP is activated, compressed air is supplied to the top of the piston, causing the piston to be pressed downwards and `puncture' the oil flow to the fuel valve. As long as the puncture valve is activated, the fuel oil is returned through bores to the pump housing, and no injection takes place.

Fuel Oil System

The fuel oil is supplied through a pipe on the front of the pump housing from the electrically driven circulating pump. The oil pressure is kept constant by means of the overflow valve, Plate 90915, which is located between the main fuel oil supply line to the pumps and the return line. The fuel pump and the fuel valves are designed for circulation of warm oil, enabling them to be preheated during standstill and in between the fuel oil injections.

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by means of a guide block mounted in the liner of the housing. The top of the roller guide neck is located inside the pump base and is equipped with a cap. This cap, together with a sealing bush that is shrunk into the pump base, form a labyrinth to prevent fuel oil from entering the camshaft lube oil. Each roller guide housing is provided with a lifting device which can lift the fuel pump roller guide roller free of the fuel cam. The lifting device is mounted on the side of the roller guide housing. For operation of the lifting device, see the instruction book, Volume II, Procedure 909-5. Reversing mechanism (only reversible engines) Reversing is achieved by shifting the roller in the fuel pump drive mechanism at each cylinder. The link connecting the roller guide and roller is provided with a reversing arm, and a pivot is mounted at the top end of the reversing arm. The pivot travels in a reversing guide connected to an air cylinder. The link is self-locking in either the AHEAD or ASTERN position without the aid of external forces. Each cylinder is reversed individually, and the reversing mechanism is activated by compressed air.

Alternative 1: Each fuel pump is, via drain pipes, connected to a common drain tank, which incorporates a level switch. The drain tank is also equipped with an overflow pipe, which has a small drain bore below, whereby oil from small leakages can be drained to the outlet, without actuating the level switch. In the event of pipe fractures or major leakages in the system, the aforementioned bore will not be large enough to allow the increased oil quantity to pass, and the oil level in the drain tank will rise until it reaches the level of the overflow pipe. The rising oil level will cause the level switch to actuate an alarm. Alternative 2: The drain pipes of each fuel pump are connected to a diaphragm valve, which sets off alarm and activates the puncture valve in order to stop the fuel oil flow from the pertaining cylinder. Alternative 3: The drain pipes of each fuel pump are connected to a diaphragm valve, which sets off an alarm and activates the automatic lifting arrangement for the fuel roller guide, in order to stop the fuel oil flow from the pertaining pump.

Fuel Valve Fuel Oil High-Pressure Pipes

Plate 90913 All high-pressure pipes in the system are provided with flexible, steelwire-armoured hoses or a protective outer pipe. The space between the pipe and the protective hose communicates, through drilled passages in the flanges, with a drain bore in the pump top cover. Plate 90910 The fuel valve consists of a valve head 173, union nut 124 and valve body 100. Fitted within the valve body are non-return valve 207 with a combined slide/valve, thrust spindle 220 with thrust spring 244, thrust foot 256, and spindle guide complete 041. When the fuel valve is fitted in the cylinder cover, the valve parts are tightened together by the pressure from the nuts being transmitted through valve head, non-return valve, thrust spindle and spindle guide complete to the valve body, which is pressed into the tapered bore in the cylinder cover. The union nut keeps valve

Fuel Oil Leakage Alarm (Option)

(Required for Spaces, UMS) Unattended Machinery

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head and valve body together during dismantling of the fuel valve. The spindle guide complete 041 consists of spindle guide 053, nozzle 077, thrust piece 016 and cut-off shaft 028. The spindle guide is assembled with a press fit. Cut-off shaft 028 is pressed against the tapered valve seat of spindle guide 053 by the action of the thrust spring 244, the spring pressure being transmitted through the slotted thrust foot 256. The thrust spring determines the opening pressure of the valve. Optionally, an extra disc can be inserted to raise the opening pressure by 25 bar. The non-return valve 207 consists of housing, thrust piece, slide and spring. The nonreturn valve is assembled with a press fit. The slide of the non-return valve is pressed by the spring against the tapered valve seat inside the non-return valve. In this position the head of the slide uncovers a small bore arranged for circulation purposes in the thrust piece.

closed spindle of the non-return valve will prevent the circulating pump from pressing oil through the nozzle, and thus obviate the risk of the engine cylinder being filled with oil. Position II: When, at the beginning of the delivery stroke, the pressure has risen to about 10 bar, the force of the spring of the non-return valve will be overcome and the spindle pressed back against the shoulder of the thrust piece. Position III: When the spindle of the non-return valve is pressed upwards, the circulation bore of the thrust piece is closed, and the oil passes the seat of the spindle and enters the space round cut-off shaft 028 in the spindle guide. When the pressure has risen to the preset opening value of the fuel valve, the spindle is lifted, and oil is forced through the nozzle into the engine cylinder. At the termination of the delivery stroke, first cut-off shaft 028 and then the spindle of the non-return valve will be pressed against their respective seats, the injection of fuel stops, and oil is again circulated through the valve (position I).

The functioning of the fuel valve is as follows: Position I: The electrical fuel oil circulating pump circulates preheated oil through the fuel pump and fuel valve. In the fuel valve the oil passes through the central bore of the valve head and continues to the thrust piece in the non-return valve, leaving through the circulation bore of the latter. Thence the oil is passed through the interior of the valve body to an outlet pipe on the side of the valve head. The space round the tapered valve seat of the spindle of the non-return valve is also filled with oil, but the circulating pump pressure is insufficient to overcome the force of the spring and the lift spindle. If, for some reason, cut-off shaft 028 should not close during engine standstill, then the