Bosch fuel injection pump control screw
The first VE-type pump was introduced in 1975. This class of fuel injection pump is used mainly in passenger cars and light commercial vehicles. Has one plunger, can support from 2 to 6 cylinders. Plunger, moving axially. it creates pressure, simultaneously rotating. it distributes the fuel under high pressure into the cylinders. Several systems are structurally integrated in the housing: Drive shaft, fuel pump, centrifugal and all-mode regulators, injection advance mechanism, cyclic feed correction mechanism according to boost pressure or position above sea level, automatic starting relief mechanism. In spite of a very extensive list of devices, all of them are located in one housing, rather small in size and weight. Since 1986 both mechanical and electromechanical regulators are used. Distribution-type pumps for direct-injection engines provide pressures up to 700 bar at speeds up to 2,400 min-1.
fuel priming pump This vane-type pump supplies fuel from the tank and, together with a pressure regulating valve, generates pressure that increases in direct proportion to the engine crankshaft speed.
High-pressure pump Distributor-type pump includes only one plunger-rod set to feed all cylinders.
Plunger with control sleeve: ( a. start of fuel supply; b. fuel supply end) 1. regulating spiral groove; 2. control sleeve; 3. outlet port; 4. control groove; 5. pump plunger
The plunger not only generates the required fuel pressure during its stroke, but at the same time, as it rotates, distributes it to the individual outlets. The plunger performs the same number of strokes as the engine cylinders during one revolution of the drive shaft. The drive shaft rotates the cam disc and the plunger to which it is connected. cam plate projections allow the plug to move and rotate axially (distribute and deliver fuel). pump continues to deliver fuel while operating as long as the plug orifice remains closed and shuts off as soon as the orifice aligns with the orifice in the adjusting sleeve. the regulator determines the position of the regulating sleeve which moves on the plug.
In-line pump with control sleeve: 1. pump plug; 2. control sleeve; 3. control rod of control sleeve; 4. control rack
Mechanical regulator A ball stud provides the connection between the control sleeve and the regulator levers, which in turn are moved by the centrifugal force caused by the rotating weights against the regulator spring. the speed is set by adjusting the spring tension with the lever. The full-load adjustment screw is used to set the lever-regulator system for maximum power output. Additional springs can be installed to adapt to no-load and transient characteristics.
The load signal of the distributor-type fuel injection pumps equipped with dual-mode controllers is controlled by a micro switch or a potentiometer.
Mechanical auxiliaries Some of these control devices are used to process additional operating parameters to regulate the amount of fuel injected (inlet pressure compensator, hydraulic and mechanical means of adapting to full load) and to control the orifice closure (fuel start).
Fuel injection system with distribution type pump: 1. fuel tank; 2. fuel supply line; 3. fuel filter; 4. The power tool must not be allowed to run for a long time under load (this can be detected by listening). high pressure tube; 6. nozzle; 7. fuel return tube
Hydromechanical injection angle regulating device
Installed in the fuel flow after the feed pump, the device includes a pressure regulating valve, which provides an increase in fuel pressure in a linear relationship with the speed of the engine crankshaft (1.5. 8 bar). this pressure acts on the front end of the spring loaded plunger through an orifice controlled by the restrictor. The latter in turn turns the pump roller ring in the direction opposite to the pump rotation, thus increasing the advance of fuel injection independently of the crankshaft speed.
Bosch Fuel Injection System
Directional single-plunger HPF (basic version): 1. fuel feed pump (vane type); 2. regulator actuator; 3. device for regulating the advance angle of injection; 4. cam disc; 5. control sleeve; 6. distribution plug; 7. discharge valve; 8. deactivation device for solenoid control; 9. regulator lever mechanism; 10. bypass throttle; 11. mechanical shutoff device; 12. regulator spring; 13. speed control lever; 14. control sleeve; 15. centrifugal weights; 16. pressure control valve.
shutdown of pump operation. a mechanical (stop lever) or electrical (solenoid valve) trip device interrupts diesel engine operation by stopping the fuel supply. Electrical operation is common in passenger cars.
The eccentrically mounted ball stud connects the VE pump control sleeve and the solenoid actuator. The angle setting of the actuator determines the position of the control sleeve and, with it, the active working stroke of the pump. a position transmitter (potentiometer or inductive transducer) is connected to the actuator. The ECU receives different signals from the measuring transducers. fuel control pedal positions, engine crankshaft speed, air, coolant and fuel temperature, boost pressure, atmospheric pressure, etc. п. It uses these input quantities stored in its memory to determine the correct amount of fuel injected. Thus, the ECU changes the excitation current of the actuator until the initial data and the actual values for the adopted rail position coincide.
Electronic Diesel Control (EDC) for distributor-type fuel injection engines: 1. fuel priming pump; 2. solenoid valve; 3. timing device; 4. control sleeve; 5. rotary actuator with a measurement sensor; 6. ECU. Input/output values: a. velocity mode; b. start of injection; c. temperature; d. boost pressure; f. throttle pedal position; f. fuel return; g. to the atomizer
Controlled Electronic Timing Unit Injection duration (start of injection) can also be adjusted by comparing actual and pre-set reference values. the signal from the actuating transducer which controls the point at which the injector opens is compared with the programmed reference value. The solenoid valve changes the pressure applied to the plunger and with it the adjustment setting of the timing device. The signal from the injector transducer, indicating the start of injection, is compared with the data stored in memory. The clock frequency used to activate the solenoid is modified until the actual and reference values match. The advantages of the electronic control with feedback: more accurate regulation of the cycle fuel supply; more accurate regulation of the engine crankshaft speed; more accurate fuel injection advance angle. It also controls exhaust gas recirculation, can control boost pressure, glow plugs and has linkage to other onboard electrical systems.
What is the fuel injection pump?
The main difference in the gasoline engine is the ignition of the mixture inside the cylinders. In a gasoline engine, the mixture is ignited by the spark plugs. In a diesel, the mixture is ignited by compression. The HPF is needed to inject diesel at the right time into the cylinders when the engine is compressed.
By design, pumps vary in the following ways: in-line, magistral and distributive. In an inline configuration, each cylinder is fed by a separate pair of plungers. The distributor provides all cylinders with one to two pairs of rams. Trunk valves are used to force fuel into the fuel accumulator.
Remember, HPF and injectors, the main elements of the diesel ignition system. They are present in most diesel units and are of electronic type.
Repair of Bosch fuel injection pump with RQVK regulators, mounted on KAMAZ cars
This manual presents basic data for repair and adjustment of high pressure fuel injection pumps 0 402 648 611 installed on diesel engines of KAMAZ vehicles. RQ and RQV regulators will be compared with RQVK mechanical regulators, installed on internal combustion engines of KamAZ vehicles.
In the video tutorial later there will be shown complete repair of fuel injection pump on the example of RQV type P injection pump. K.
Repair of HPF with RQVK regulators
1.1. General description of fuel injection pump assembly
Before starting to assemble HPF it is necessary to make a washing and defect inspection. It is reasonable to wash fuel pump parts and nozzle bodies in drum-type washers, working on a closed cycle. The author has been using a Geyser washer with a 700mm drum diameter for the last 5 months.
When defecting parts of fuel injection pump and regulator the author recommends replacement of the following spare parts when plunger pairs are worn:
- 2 418 455 727. Plunger pair. 8 units.;
- 2 418 459 037. Discharge valve. 8 parts.;
- 2 414 612 005. Valve spring. 8 parts.;
- 2 410 422 013. Plunger swivel bushing (if there is ball wear, look with magnifying glass 8x;)
- 2 417 010 022. complete HPF valve kit;
- 2 427 010 049. Repair kit of fuel injection pump regulator;
- 2 421 015 057. Regulator gasket;
- 2 447 010 043. Valve repair kit for fuel injection.
When defecting pay attention to the working surfaces of the camshaft, tappets, bearings and springs. The fuel injection pump body should be cleaned, before washing remove any rings remaining after the plunger sleeves have been disassembled.
Figure 1.Figure 1 shows tools for installing the plunger and tappet and securing the tappet.
Set of tools for installing and securing the plug
Tappet retainer position is such that the catalog number is on the top of the tappet body and the 0 mark on the pivot part of the retainer is on the bottom. Install and remove tappet retainers when cams are fully depressed to prevent tappet retainer breakage.
Install the camshaft as shown in Figure 1.2.
Cam Camshaft Cam Position when Installing and Removing Tappet Stops
Install the camshaft as shown in Figure 1.3.
Installing the HPF camshaft
Note that it is more convenient to remove and install the camshaft from the regulator side of the HPF shown in the photo. Many models use tapered bearings, so the removal of the camshaft should be done through the front of the HPF after removing the front crankshaft bearing cover.
Dismantle and install the camshaft in the housing using a press or by applying light blows through a copper or aluminum cushion.
Rubber hammers are recommended for all impact work.
Metal plugs to use once.
Adjustment of HPF on the bench
The assembled fuel injection pump is installed on the stand. First adjust the feed angles of the HPF sections according to the test plan.
Fig. 2.1 shows connection of test liquid supply to HPF on the test bench. The point of connection of the supply is specified in the test plan for each HPF. Connection point from the front of fuel injection pump. point 1, from the rear. point 2. Connection of fuel supply is carried out to point 3 in our case.2, to the return outlet, respectively, to point 3.1.
Connection points of test liquid supply to HPF
Table 2.heights of plunger lifting on fuel injection pumps of KamAZ cars of different models at which the fuel supply is cut off are given in Table 2.
At angles adjustment a plug is set instead of a check valve and pressure of 26 bar is supported, stroke of the rack and height of plunger lift correspond to the data in Table 2.1. Then there are the values of the beginning of feeding by the sections of fuel injection pump according to the test plan. In our case it is 1. 7. 5. 2. 4. 3. 8. 6 with steps of 45 degrees.
To adjust the lifting torque of the fuel cut-off use quality regulating washers. In practice there are washers from “left” producers with the thickness differing from the stamped on the washer by 0,05 mm or more.
A fixture for the rail exit can be made similar to the one shown in figure 2.2.
Figure 2.Figure 3 shows the adjustments for the stroke and lifting height of the plunger. The values of all parameters should not exceed the ones specified in the test plan.
Installation of attachments for measuring the stroke and lifting height of the ram
When setting the fuel shutoff torque it should be taken into account that Bosch plunger pairs do not shutoff the fuel supply completely in most cases. Drops are allowed to fall at intervals of 1 drop per second (and possibly more frequently).
Next, according to the test plan, install the fuel beacon. This operation should be done on all fuel injection pumps. In our case, set the limb of the stand at 270 degrees from 1 section, which corresponds to the beginning of the 8-th section and set the leading cargo coupling half-coupling, as shown in Figure 2.4.
Setting the fuel start beacon
After completing the repair, install the fuel injection pump drive and set the beacon as shown in Figure 2.4, check alignment of the alignment marks on the fuel pump housing and drive clutch.
Before assembly the conical surfaces of a cam shaft and the driven coupling half to degrease, treat composition Loxeal 82-21 or similar and to make tightening with the moment of 75 Nm.
Figure 2.5 shows the structure of the spring unit of the clutch weights.
Spring Assembly of Clutch Weights
It should be noted that unlike the spring assembly of RQ and RQV regulators, this assembly does not have any adjustments except for tension nuts (see below). Section D (spare parts) of ESI(tronic) includes RQ and RQV adjusting washers and bushings, but they are not available on the market
The springs and seats must be free of deformations and cracks. The assembly of the spring unit must comply with section D (spare parts) of the ESI(tronic). The protrusion of the stud bolts of the assembled spring units must be 1 mm (6). Assemble the spring units as shown in the ESI(tronic). the next time the coupling is adjusted, this dimension may be altered from 0 (flush nut on stud) to 2.5 mm. Make sure that both studs have the same projection!
Basic setting of the stud shoulder 1 mm (0. 2,5 mm is permissible)
Adjusting the axial movement of the coupling weights
Then mount the coupling weights without rubber buffers to adjust their axial movement, as shown in figure 2.7. Nut tightening torque 75 Nm. The coupling must rotate freely, but must not have any axial movement. Adjustment should be carried out with a round washer. Thickness of adjusting washers from 1,60 to 2,14 mm in increments of 0,03 mm. It is recommended to reduce the thickness of shims until the clutch begins to clamp, then increase the thickness of shims until free rotation of the clutch, then install the dampers and tighten the prescribed torque of 65. 75 Nm.
in case of wrong adjustment there can be breakage of camshaft shank or irregular operation of internal combustion engine!
Further adjust vertical and horizontal dimensions of the lever group as indicated in Figure 2.8 и 2.9.
Horizontal Dimension 67.3 mm
Vertical dimension135.8 mm
Horizontal dimension 67.3 mm. center of axis, vertical dimension 135.8 mm. center of hole axis. center of K-board (beveled part). These dimensions are valid for all RQVK regulators installed on P-dimensional fuel injection engines.
Correct adjustment of the horizontal and vertical dimensions reduces overstressing of the regulator arm assembly.
Then mount floating axle guide sleeve and replace locking plates with new ones from repair kit, torque of bolts 6-8 Nm. Using 1 682 329 081 (10) adjust the size of sliding bolt protrusion from the regulator body.
Adjusting the projection of the sliding bolt
The drawing of the measuring device is shown in Figure 2.11.
Note that for fuel pumps installed on KAMAZ engines L dimension is 41,3 mm. Dimensions, not shown, are not important and must be selected by the customer.
The locking pin and slips should be replaced with a new one from the repair kit.
Install lever block (12). Note that the washers under the spring stopper are adjustment washers.
Preparing for checking the coupling stroke
Install the indicator head with a preload of at least 15 mm as shown in figure 2.12. 12 Use indicator head with a minimum measuring range of 25 mm.
In the REGUL. FUEL SIGNS. POWER / SPOILER LOCATION of clutch positions at various speeds of fuel injection pump camshaft. Rack position should be fixed at 9 mm. Clutch travel at different rpm should correspond to table 2.2.
The adjustment is made by turning the nuts of the clutch weights. Nut may protrude from 0 to 2.5 mm (6).
There is a high probability of installing the clutch weights from the “similar” fuel injection pump by previous repairers, there is also a possibility of sagging of springs. Therefore, these measurements should be made necessarily and monitored and adjusted to fall within these limits. Cargo coupling parts are not included in the scope of supply. Only this adjustment should be made with the regulator cap removed.
Further we are installing full load limiter. Before installing the limiter, check the catalog number and the number stamped on the housing. Table 2.Model No. 3 shows limiters applicability at fuel injection pump of KamAZ vehicles.
On drawing 2.13 indicates installation of a full load limiter. install it in such a way that when the K-board hits the point indicated in the right side of the figure as a position at n = 900 and 1100 rpm, the stroke of the rack is 12 mm.
Installing the full load limiter
Then mount the regulator cap. The rocker arm should have a tapered notch facing up. Install a new gasket for the regulator cap. Then install the drive arm axle and with a torque of 6. 8 Nm tighten their plugs and screws fixing the fuel injection pump cover.
Before any further adjustments pour 200. 300 grams of engine oil into the crankcase injection pump.
To understand the regulating processes I also recommend to draw the outside speed characteristic curve of the regulator as shown in Figure 2.14. This diagram must show actual positions of the rack depending on camshaft speed. This diagram shows the adjustment points at the position of the control lever at maximum load.
External variable speed characteristic of HPF regulator
Set the fixture in the position of the angle gauge as shown on the left side in Figure 2.15. In the right part of the figure it is set at the position of control lever of maximum fuel feed 119 degrees (permissible values from 115 to 123)
Control lever angle fixture
Section VOLUME AT FULL OPERATION. At this position of control lever, preset fuel pressure of 2 bar (we use bypass valve 1 417 413 047, indicated in test plan) set speed of camshaft 1100 rpm. In this case the stroke of the rack must be 12 mm and the volume of test fluid flowing through the test injectors must be 174 cm3/1000 cycles. In such a case the supposed fuel dispersion by fuel feeder sections will be not more than 5 cc/1000 cycles.
If the stroke of the rack is less than 12 mm, the reason must be determined. This is either the regulator has started to act and the rack is ejected, which can be checked by reducing the number of revolutions of the camshaft. Or it is the K-board does not touch the point of maximum load and it is necessary to change its angle.
MAX section. DECREASING CYCLIC FUEL FLOW / AGGREGATE CONTROL. Set the number of 1150 revolutions per minute, the stroke of the rack should decrease to 11.0 mm, at 1230 revolutions. 4.0 mm, at 1300 revolutions. 0.5 mm.
NORMAL SPEED section (lower part of the diagram). Next, set the control lever position to 71 degrees (allowable values from 67 to 75 degrees) for idle speed adjustment. The stroke of the rack in idle stroke mode is 5.3 mm, the cycle rate is 13 cm3/1000 cycles. In this case the allowable difference in fuel supply by sections of the fuel injection pump will be not more than 6 cm3/1000 cycles. Then we decrease the rpm to 200, the stroke of the rack increases. At higher RPM the stroke decreases. This is the operating principle of the regulator.
Section EQUATION. In this section we check run of the rack at different revolutions (table 2.4). I recommend checking the irregularity of the fuel supply even though the test plan does not contain these recommendations.
Buy Bosch HPVD KAMAZ EURO 3, at a bargain price or have it repaired!
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Practically till the beginning of the new millennium, Kamsky Avtomobilavod used domestic developments of modifications of high-pressure fuel pumps and other equipment in the production of engines. But the increased requirements to the emission standards has caused the need to modify the power units. In the process of transformation and improvement of engine quality characteristics the automobile manufacturer started using Bosch fuel pumps in addition to the products of Yaroslavl plant
Offers of German manufacturers were fully consistent with the goals and objectives of the modernization of engines, and therefore, the choice of Bosch turbocharger KAMAZ Euro 3 was obvious.
KAMAZ diesel power units have two types of fuel pumps with different fuel delivery designs as standard:
- The Bosch inline fuel system of the P7100 type, which ensures smooth operation of the vehicle, with the high-pressure fuel pump supplying the fuel to the discharge sections, according to strictly defined parameters. Due to the cyclic process, determined by the operating mode of the power unit, the pump fills the combustion chambers with high pressure, in strictly dosed portions of fuel. The speed regulator, adjusts the amount of fuel depending on the load, and maintains the set speed. The engine speed regulator, controlled by an electronic pedal module, is “responsible” for the functionality of the high-pressure fuel pumps.
- Accumulator fuel system, developed on the technologies of Common Rail, where the processes of pressure creation and fuel injection are separated, a certain pressure level at injection is created and corrected by the fuel pump and is practically not related to the engine speed and cyclic fuel supply. This principle of operation ensures maximum optimization of the fuel injection process., and the use of Bosch Euro-3 KAMAZ fuel injection engines helped to improve the accuracy and responsiveness of the fuel regulation system, and complemented with the option of correction by fuel temperature and engine thermal condition.
Modernization of KamAZ diesel engines with German fuel systems has made it possible to ensure
- increased injection pressure;
- Adjustable fuel injection process;
- pre-injection, repeatable multiple times if necessary, and subsequent, late injection;
- Adjustment of the injection pressure, according to the operating mode of the power unit and the vehicle;
- precise dosing with the possibility of electronic adjustment to individual conditions;
- reduction of engine noise and vibration.
Company Digital Diesel, cooperating with the German concern for more than fifteen years, offers to buy Bosch KamAZ Euro-3 HPVD, which allow to fully restore the functionality of the power unit of the truck without violating environmental standards, but using the advantages of the device
For German models, the in-line design of the device is characteristic, which significantly increases the length of the product as an assembly, but at the expense of this the width of the pump is reduced. The camshaft, located under the superchargers, and the cams are the main elements in organizing the sequence of operation of the sections, their displacement relative to the common axis allows to act on the plunger pairs, so they are triggered at specified intervals. In addition, almost all models of this type, from German manufacturer, are made in such a way that the shaft drives both fuel pump and revolutions governor.
The cams act on the plunger pairs via a tappet, which in the free position is pressed by springs to the cams. The special design of the articulation ensures not only forward motion but also a partial twist around the longitudinal axis, so that a defined advance angle is created in the helix-groove, which can be changed through a number of adjustments, if necessary.
All necessary adjustments with thorough diagnostics of the engine operation are carried out with the help of qualified staff and special equipment, available at the company Digital Diesel. Applying to the company’s Diesel Center makes it possible to;
- promptly identify a possible malfunction;
- to replace the necessary parts;
- perform a unit or overhaul of an automobile,
using original spare parts and components supplied by well-known brands, i.e. to take a set of measures that will help restore performance and extend the service life of the vehicle. Digital Diesel is a partner of German concern and gives guarantees on products sold and services provided.
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How the HPV System Works
Kamsky Automobile Plant produces its trucks equipped with diesel engine. They comply with the environmental standard Euro 2. Production of such power units has been banned in Russia since 2006, but they can still be used, if they were produced earlier.
For a long period of operation, they showed themselves from the best side, became famous for their reliability and durability. Much of the credit for this goes to the quality of the assembly.
The structure of KAMAZ Euro 2 fuel injection pump includes the following main components:
- aluminum case;
- bypass valve;
- clutch controlling the advance of fuel injection;
- roller bearing;
- inlet port;
- discharge valve;
Two manufacturers, domestic and foreign (Bosch), install Euro-2 injectors on KAMAZ. In practice, the first option turned out to be more acceptable, as it is not afraid of harsh climatic conditions and costs less, unlike the German one.
Directional injection pump (VE pump). It is also an end pump
Area of application of this type of pumps is wide. passenger cars, trucks, commercial vehicles, tractors, agricultural machinery, etc. Engines with this type of pump are found in 2, 3, 4 and 6 cylinders with a maximum power per working cylinder of 20 kW.
The main manufacturers of this type of pumps are: Bosch (Bosch), Zexel (Zexel) and Denso (Denso), but there is also little-known Diesel Kiki (Diesel Kiki), later it is Zexel and Korean Doowon. which in due time bought a license from ZEXEL to produce these pumps.
The distributor HPF type VE is divided into two modifications:
At first I suggest to pay attention to the principle of operation of fuel injection pump of distribution type (VE) by the example of Denso
- Fuel is pumped from the tank into the fuel filter by the fuel pump, the filter removes water and dirt from the fuel.
- Then fuel is pumped by the fuel injection pump in the high-pressure pump body.
- The fuel in the fuel feeder housing is pressed into the nozzles by the plunger through the injection valves and is then injected into the combustion chamber.
- Part of the fuel that goes to the injectors is used for lubrication, then returns to the fuel tank.
- Part of the fuel entering the body of the high-pressure pump is used for lubrication of the pump and cooling its parts, then it returns to the fuel tank, through the hole of the drain bolt
Bosch, Zexel VE distributor fuel injection pump
Consider the most important components of a single-plunger high-pressure split fuel pump (VE). I suggest looking at units, according to how the pump works, from the booster pump to the discharge valve.
As the pump rotates, 4 plates (you can see them in the photo) pump the fuel under pressure through the filter into the pump housing, by means of a regulating valve the pressure varies in accordance with the speed of the engine.
In operation, the plunger combines rotation with reciprocating movement, thereby distributing a high-pressure diesel fuel supply to all injectors in turn.
Plunger design distributive fuel injection pump VE:
When the engine rotates, the drive shaft of the fuel injection pump rotates the cam washer along with the plunger through the coupling at the same speed. The fuel pump shaft rotates twice as slowly as the engine.
- the pump rollers are located on the roller ring 2;
- cam washer 3 is constantly held by the plunger spring pressed against the pressure rollers;
- as the cam washer (wave washer) 3 rotates, the cams run over the rollers 2, forcing the plunger 4 to perform reciprocating motion;
- in the cam washer 3, the number of knobs on it (cams) is a multiple of the number of engine cylinders;
- pump plunger 4 distributes fuel sequentially to the injectors in 1 revolution (the example shows a 4-cylinder ICE);
- The reciprocating motion of the pump plunger is used for fuel intake (groove 6) and high pressure feeding to the nozzles, through the groove 8;
- The amount of injection and supply (cyclic) is adjusted by changing the position of the adjusting sleeve 5, under the control of a mechanical regulator.
For an illustration of how the plunger works, please see the video of the pump elements involved.
Located in the inlet passages and designed to draw unused fuel back into the pump housing to keep the inlet passages full of fuel. The number of these valves depends on the number of cylinders of the engine.
Injection valve operating principle of VE fuel injection valve
- When the fuel pressure increases, it opens the discharge valves and keeps them open;
- When fuel injection ends, the valves are pushed back by the spring;
- When the valves return to the down position, the supply lines are closed and the fuel is sucked back in;
- The pressure in the pipes going to the injectors drops quickly, by about 20 kg/cm2, to prevent fuel leaking from the injectors;
- At the same time, the discharge valve fits tightly against the seat, blocking the high pressure line from the pump.
In this article we’ve covered the most basic working organs of the VE distributor type HPF. There are a lot of other important mechanisms in the pumps of this type, which will be described in detail in the following reviews.
To clarify the number of elements involved in the pump of this type, I will attach a clipping from the catalog on the example of the pump 104746-1342, he same 9460612334
A brief list of Bosch VE pumps (the boxed designation R or L indicates the side of the fuel injection unit):
Setting the Advance Injection Angle for Bosch and Lucas HPUs
You will need a dial indicator fixture on the fuel injection pump. Drawing of the adapter housing is shown on Fig. 16. Holes in the head of the fuel injection pump for installation on the indicator in different years were made with different threads (M8x1 and M10x1). The shorter housings (option 1 and 3) are designed to work with the HPF in cramped spaces and can only be used with the high-pressure tubes removed. Longer housings are used when there is enough space and the tubes can be kept in place. The M5 threaded hole in the body of the adapter is for the set screw.
Note: hand-tighten the stopper M5 to prevent sticking when moving the gauge.
The standard tip in the watch type indicator is replaced by an extension cable Option 1 is used with short adapters, option 2 with long adapters.
Figure 16 shows the simplest form of adapter that is not very usable in everyday use. advanced types of adapters are shown in Fig. 18 и 19.
Procedure for making adjustments:
set the crankshaft in the TDC position, aligning the marks on the flywheel and the fuel pump pulley; thoroughly clean the fuel pump in the plug head area from dirt; unscrew the cap screw at the plug end of the fuel pump head (located in the center between the fittings of high pressure tubes). Check that the copper sealing ring has been removed along with the plug; instead of the plug, screw in an adapter, insert a dial indicator with an extension leg into the adapter and lightly secure it with an M5 stopper, creating a preload of 3 mm on the indicator. slowly turn crankshaft against the “stroke”, watching the indicator arrow. When the indicator hand stops moving, stop turning the crankshaft. in this position reset to zero on the large scale of the indicator; slowly turn the crankshaft clockwise until the mark on the flywheel aligns with the turnbuckle or the setting pin hits the hole on the flywheel. In this position the indicator should display the value given in Table 1. 1.
if the indicator shows otherwise, without touching the crankshaft, loosen three bolts 3 on the fuel injection pump pulley and use wrench 2 to turn the fuel injection pump shaft until the indicator shows the set size. Tighten bolts 3 to 25 Nm; remove locking pin of flywheel for X17DTL engine; turn crankshaft anticlockwise until indicator hand does not move and check if indicator zero is correct; turn the crankshaft around until the mark on the flywheel aligns with the reel or the locking pin is in the hole in the flywheel; check the hour gauge reading, which should match the setting Some pumps have non-coupling pulleys on the driveshaft. In these cases the UNPT is adjusted by turning the housing of the fuel injection pump. To do this, disconnect the union nuts of high pressure pipes from the injectors and close the nozzle connections with protective caps; loosen the union nuts of high pressure pipes on the fuel injection pump connections; to loosen two most inconvenient bolts on the mounting flange of HPF and a bolt on the bracket that supports HPF from below near the plunger head; after loosening the third bolt on the mounting flange of HPF by turning the pump to achieve the desired indicator reading and tighten the bolt; to tighten the remaining bolts
Installing the UNPT for motors with LUCAS fuel injection engines
For operation it is necessary to have a control rod. and a depth gauge (stangenmauser) or a clock type indicator on a stand, or a special hinged fixture with an indicator
Order of work:
set the crankshaft to the 90 degree position before the TDC of the first cylinder; clean the top of the fuel injection valve thoroughly; remove the plug “A” from the boss on the fuel injection valve cap.
Insert the test rod into the opened hole;
measure with a depth gauge the distance from the bearing surface of the boss to the upper end of the test rod and record the value.
If the readings differ from those specified:
turn crankshaft “around” 1 and 3 / 4 turns; insert reference rod and measure the amount of its protrusion; turn crankshaft to TDC position by aligning the mark on the flywheel with the turnbuckle or until the positioning pin hits the hole in the flywheel; measure the difference between the readings of the gauge, which must match those shown on a plastic plate; remove the reference rod; install all removed parts.
Setting the timing advance angle for engines with VE HPF
For work you will need a device for installation of the clock type indicator on the HPF. The drawing of the adapter body is shown in Fig. 16. Holes in the head of the fuel injection pump for the installation of the indicator in different years were made with different threads (M8x1 and M10x1). The shorter bodies (options 1 and 3) are designed for use with the fuel pump in confined spaces and can only be used with the high-pressure tubes removed. Longer housings are used when there is enough room and the high-pressure tubes can be left in place.
Threaded hole M5 in the body of the adapter is designed for the locking screw.
Note: The M5 stopper must be tightened easily by hand so that it does not jam when moving the indicator stem.
Standard pressure gauge tip is replaced by an extension tube. Option 1 is used with short adapters. variant 2. with long
Note: An M5 lock is tightened on the M5 stopper in the bottom of the indicator. 1 and 2) shows the simplest kind of adapter, which in everyday use is not very convenient.
advanced versions of the adapters are shown in (Fig. 3 и 4).
set the crankshaft in the TDC position, aligning the marks on the flywheel and on the fuel pump pulley;
- turn the crankshaft slowly against the “go” while watching the indicator arrow. When the indicator hand stops moving, stop turning the crankshaft. Set the large scale indicator to zero at this position;
- Slowly turn crankshaft as you turn it until the mark on flywheel aligns with the reel or the adjustment bolt strikes the flywheel bore. In this position the indicator should show the value indicated in Tab. 1.
- if the indicator shows otherwise, without touching the crankshaft, loosen the three bolts 3 on the pulley and use wrench 2 to turn the shaft of the fuel injection pump until the indicator shows the size. Tighten bolts 3 to a torque of 25 Nm;
- for X17DTL motor, remove flywheel locking pin;
- turn the crankshaft anticlockwise until the indicator hand stops moving and check if the indicator zero is correct;
- turn the crankshaft over until the handwheel mark is aligned with the turnbuckle or the linch pin is in the hole in the handwheel;
- Check the hour indicator readings which must correspond to the set value
Some pumps have non-coupling drive-shaft pulleys. In these cases the UNPT is adjusted by turning the pump housing. For this purpose it is necessary
- To disconnect sleeved nuts of high pressure pipes from injectors and to close connections of injectors with protective caps;
- to loosen the cap nuts of the high pressure tubes on the HPF connectors;
- To loosen two most inconvenient bolts on the mounting flange of HPF and a bolt on the bracket supporting HPF from below in the area of plunger head;
- after loosening the third bolt on the attachment flange of the fuel injection pump, turn the pump to get the desired indicator reading and tighten the bolt;
- Tighten the remaining bolts
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