In the fuel system diesel car The quality of Bosch, a world-famous company, plays an important role. This brand produces high-quality spare parts for various models auto. Of course, the cost of this company's products is higher than that of its Chinese competitors. But you can’t save on fuel injection pumps.
The task of the unit is to create the pressure necessary for the productive operation of the motor. If you hear noises when starting the engine and fuel consumption increases significantly, contact your service center and get diagnosed.
If water may have entered the system, or when using fuel Low quality, needs adjustment Injection pump Bosch. A similar procedure will be required if the pump pressure is insufficient, or if the injectors are worn out or heavily clogged and are not working properly. If the plunger pair is faulty, it will need to be replaced. It is also worth paying attention to the fact that often due to the breakdown of one part, nearby ones also suffer. Therefore, even if there is minor faults It is better to carry out appropriate diagnostics at a good car service center.
It is worth adjusting the Bosch injection pump even if you find that fuel is leaking. If this problem is left unattended for too long, it may require lengthy and costly repairs. If the seal is broken, this leads to a decrease in pressure. A this problem affects the performance of the pump and can even lead to a fire in the motor.
If required fuel injection pump repair Bosch, after it you definitely need to configure it. It is performed using a special stand, which accurately measures the angles of the preliminary stroke of the plunger pair, determines the start of fuel supply and other important characteristics.
Such work can only be carried out using specially designed equipment. And, of course, you should not trust such work to amateurs.
Bosch fuel injection pump is a device that requires professional handling. It is better to check it on a stand. If you decide to adjust the device yourself, wash it first special means. This is necessary in order to remove mud deposits and make inner surface flat.
Then you need to check the injection advance using the marks. To do this, unscrew the valve and check it. The part must be in the closed position. Using a hammer, lightly tap the top of the valve. To close the bypass hole, casing the inside.
The next stage is adjusting the cyclic feed of the Bosch injection pump. You need to unscrew or vice versa - screw in and tighten the lock nut (if necessary). Then adjust the idle speed. This is done in the same way as in the case of cyclic feed. The norm is considered to be an interval from 770 to 780 rpm. The final stage is adjusting the hydraulic corrector. The thrust decreases when the pin is turned in a counterclockwise direction.
As you can see, you can do this job yourself. But perfect option- entrust it to specialists.
Adjusting the fuel supply to the injection pump.
Fuel pump high pressure(Fuel injection pump) is a device that serves to supply a certain amount of fuel to the engine. This is very important element any engine internal combustion. Therefore, you need to figure out in a timely manner how to regulate it, that is, set up the correct fuel supply.
Otherwise, the engine may receive either too much fuel or not enough. Sooner or later this will lead to disastrous consequences that will force major renovation, which is an expensive process. In order to avoid breakdowns and provide the engine with the correct amount of fuel, you need to learn how to properly regulate the supply to the high pressure fuel pump.
You can adjust the injection pump at a specialized station Maintenance, but it will cost you a considerable amount of money. But it is also possible to configure it yourself. At first glance, this may seem like a complicated process, but having a good understanding of all the features, you can quickly and inexpensively set up the fuel pump. So, let's take a closer look at the technique of increasing and decreasing the feed. fuel mixture.
How to reduce feed?
If you notice that your car has begun to consume a large number of fuel, as well as literally “choking” on the excessive supply of the fuel mixture, then perhaps the problem was the increased dose supplied by the pump to the vehicle engine.
In order to prevent further damage to the engine, you need to reduce the fuel supply to the engine in time. This is done by performing the following list of actions:
1. Stock up necessary tools
2. Adjust air supply
3. Test
As often happens, with increased flow, the engine begins to emit an increased amount of gases, that is, from exhaust pipe If your vehicle produces excessive emissions, then all of the above measures should be taken.
First of all, let's stock up on the necessary tools. Their list includes the keys that need to be used to adjust the fuel pump. For example, the key is set to 13. After which, you need to set the optimal air supply level. This will allow air and gasoline to mix, thereby forming an excellent fuel fluid. After adjustment, you need to start the engine and test it. If still smoke is coming, then turn up the air supply more, and if the smoke stops, then you can praise yourself, since the pump is set up.
Before you climb into fuel system, it is highly recommended to consult a specialist who can give you a pair important advice. By applying his advice, you can avoid common mistakes and protect your engine from even more serious damage. After all, an ignorant person should not set up the fuel pump on his own.
How to increase the flow?
Reduced fuel supply to the engine is alternative problem. The main signs of insufficient supply are considered to be premature and spontaneous shutdown of the car, engine tripping, as well as reduced traction. Most often, this problem arises among those who like to save money. That is, in order to save on fuel, owners often deliberately reduce the supply of gasoline (gas), which leads to these problems.
Increasing the flow through the high-pressure fuel pump is possible by tightening special screws located on the top and side of the fuel supply device. By unscrewing these bolts, the gap for the passage of the fuel mixture increases, thereby normalizing general performance transport. Through larger diameter more fuel will be able to pass through the holes, and then the engine will be able to function at full power.
Of course, due to the increase in flow, there is no need to twist it too much, as this can lead to excess mixture entering the motor and causing the previous problem. Before you start setting up, be sure to consult with a specialist, or better yet, do everything under the supervision of a professional.
Types of injection pumps and their adjustment.
Nowadays there are two types fuel pumps high pressure:
1. Mechanical
2. Electronic
Mechanical injection pump.
This type of device is more popular among older models Vehicle. All adjustments, and the fuel supply itself, take place in mechanical mode. Setting up such settings requires certain knowledge, since incorrect adjustment can lead to more complex breakdowns.
Electronic injection pump.
This pump is installed in modern engines diesel type. The device is a more advanced and harmonious device that is capable of extremely accurately distributing the fuel supply to the engine. All processes of the electronic pump are monitored by a special ECU control unit.
The output to the owner of data on the performance of the pump is carried out due to the collection of information from all sensors located on the pump itself and the injectors. Self-adjustment fuel supply in this type of pump is possible only if there is a specialized stand with the proper equipment. The setup must be carried out under the supervision of a specialist in his field, who will help you quickly understand the operation of the electronic high-pressure pump.
Setting the injection advance angle.
Hello dear readers! Installation of a high-pressure fuel pump (HPF) on a diesel engine begins with installing the piston of the 1st cylinder in the desired position. To set the piston, you first need to find its top dead center (TDC). On diesel engines (most) the “TDC” mark is applied to the flywheel, and it is graduated (from 0-360 degrees).
There is a corresponding mark on the engine block. Cranking the engine as it rotates, align the “TDC” mark on the flywheel with the mark on the engine block. In this position, the piston of the 1st cylinder is at “TDC”. One very important point, there must be a compression stroke, i.e. The valves (suction and exhaust) of a given cylinder must be closed. You can check this by moving the rocker arms or valve rods up and down. They should move freely to the extent of the warm gap. Having done all of the above and making sure that the piston position (compression stroke) is correct, we can move on to the next step.
Now you need to set the piston to the injection advance angle (for different engines may be different). To do this, we crank the engine, but now against the direction of rotation (this is important), by the number of degrees that is determined for of this engine. Turn the engine slightly counterclockwise beyond the desired value by 10-15 degrees and return to required quantity degrees along the direction of rotation. This is done to eliminate possible gaps on the gears.
Preparing the injection pump for installation.
We're done with the engine, let's move on to the pump. There are also marks on the drive side of the pump. One on the pump body, the other on the drive itself. The drive can be splined or through a coupling. The spline drive is usually also graduated. On such pumps we combine the mark on the pump body and the zero position (0 degrees) on the drive. On pumps that are connected to the engine by a coupling, as a rule, there is no scale. On such pumps, we align the mark on the body with the keyway on the drive. I repeat once again, there are many different engines and the marks may be different.
Installing the injection pump on the engine.
Now we install the pump on the engine. We connect the pump drive with the drive on the engine. We make sure to check that the marks are not lost. Do not rush to tighten the mount of the pump to the engine. Because after installing the pump, you will need to connect it to the fuel pipes. When the pump moves a little, it is easier to bait the tubes. Be careful when connecting the pump to the fuel system and be especially careful when installing the fuel pipes leading to the injectors. It is necessary to observe the order of operation of the cylinders (it is different for each engine).
After everything is hooked up and checked, you can tighten all the connections. If the pump is lubricated centrally, do not forget to connect it to the lubrication system. There are pumps with individual system lubricants Do not forget to fill such a pump with oil to the level.
The next step is to connect the pump rod to the accelerator pedal. After installation, the traction will need to be adjusted idling engine. But first you need to bleed the pump and the entire fuel system to get all the air out.
Diesel engines have another fuel priming pump. It is either manual or some other drive (electric, fluid coupling). This pump pumps fuel into the injection pump, which then goes on to the injectors. On fuel filters and the injection pump has special plugs for pumping fuel. First, open the plug on the filters and pump until clean water flows out. diesel fuel without air. Without stopping pumping, we tighten the plug (you can ask someone to help, it’s a little difficult to do this alone). We perform the same operation with the plug on the injection pump.
Idle speed adjustment.
Now you can adjust the engine idle speed by shortening or lengthening the injection pump rod. We start the engine and adjust the rod length. Each engine has its own idle speed, but it is within the range of about 1100-1300 rpm. This can be determined by the tachometer on the instrument panel or by ear if there is no tachometer or it is faulty. The speed should be minimal, but the engine operation should be stable and without any failures.
Other types of injection pumps and their installation.
Eat diesel engines, for which all of the above is not needed, unless, of course, you completely disassembled the engine. On such engines everything is a little simpler. The marks are on the motor and on the pump housing. Having combined them, screw on the fuel injection pump and that’s it. But don’t forget about tubes, lubricant, etc.
There are mechanical fuel injection pumps mechanical drive control, there are so-called electronic injection pumps - they have electronic unit management.
Repair and adjustment of fuel injection pump.
Adjustment and adjustment, as well as repair of fuel injection pumps, are carried out in special workshops at special equipment, professional specialists.
Conclusion.
So. Whatever engine you have, you need to remember a few very important points at installation of fuel injection pump: the piston of the first cylinder is set to the injection advance angle during the compression stroke; pump marks are set to zero; connect or add oil; pump fuel. Yes, and be sure to connect the engine stop system. That's all.
I hope, dear readers, that this article has helped you understand the issues that interest you about installing an injection pump on a diesel engine.
Thank you all for your attention!
TO category:
Repair fuel equipment cars
Checking and adjusting the high pressure pump
During operation of a high-pressure pump, its main parts wear out: liners and plungers of the discharge sections, discharge valves, cam shaft, pushers and other parts.
Wear of the injection valves affects the injection pattern, impairs the fuel cutoff by the injector, causing it to leak through the nozzle and cause coking of the nozzle holes. The quality of fuel supply also depends on the elasticity of the pusher springs, the tightness of the fittings, fuel supply lines and other reasons.
In order to reliably determine malfunctions and violations of adjustments of the high-pressure pump, it is removed from the engine and checked on the SDTA-1 stand. The automatic injection advance clutch is removed from the pump and installed on the stand, engaging the stand drive shaft with the cam shaft through the connecting coupling.
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During testing of the pump on the stand, the start of supply, the amount and uniformity of fuel supply by individual sections are checked and adjusted. In this case, the available at the stand is used automatic device to drive a curtain, which is inserted between the reference injectors and the measuring cylinders at the moment the supply is turned off, blocking the flow of fuel into the cylinders.
Excess fuel, injected by the nozzles when the pump stops, flows into a collection tray, and from it into the lower tank of the stand.
The number of fuel injections during testing is measured by a counter.
The start of delivery is adjusted using a torque scope (Fig. 87), which is a short section of fuel line connected by a rubber tube to a glass tube. The torque scope is connected to the fitting of each discharge section of the pump in turn, taking into account the order of operation of the engine cylinders. The sections are counted from the pump drive side.
To determine the start of fuel supply by each pump section, a disk is installed on its body on the drive side, graduated in degrees of rotation angle with divisions every 1° from 0 to 360°. An arrow is attached to the coupling of the pump drive shaft, which serves to count the rotation of the shaft.
The procedure for checking the start of the feed is as follows. Disconnect the high pressure fuel line from the fitting of the first injection section and attach the momentoscope to it. By rotating the cam shaft of the pump, fill the glass tube of the torque scope with fuel to half the volume and find the position of the cam shaft, which will serve as the starting point for counting the rotation angles. This position coincides with the start of fuel supply by the first section.
The start of feed by the first section should occur when the cam shaft rotates and the cam hits the pusher 38-39° before the axis of symmetry of the cam. To establish the axis of symmetry of the cam of the first section, mark on a graduated disk the moment when the fuel level begins to move in the momentoscope. To do this, slowly turn the shaft clockwise and mark on the disk the angle of rotation that coincides with the beginning of the fuel level moving up. Then rotate the shaft further clockwise at an angle of 90°.
Upon reaching an angle of 90°, the shaft is stopped and slowly rotated counterclockwise, again observing the fuel level in the momentoscope. As soon as the fuel begins to move upward again, note the resulting angle of rotation.
Fixed angle values allow you to determine the axis of symmetry of the cam. It passes through the middle between the angle markings on the graduated disk and the axis of the cam shaft. After this, by setting an angle of 38-39° along the disk from the axis of symmetry counterclockwise, you can find the moment when the first section of the pump begins to feed. This position of the cam shaft is conventionally taken as the starting point, and the start of supply by the remaining sections of the pump is determined in degrees of rotation of the cam shaft relative to the first section.
Rice. 87. Momentoscope connection diagram:
1 - glass tube, 2 - rubber tube, 3 - fuel line, 4 - nut
To adjust the moment at which the flow begins, adjusting bolts are used, screwed into the pushers of the plungers of the discharge sections of the pump. When screwing in the bolt, the plunger will move lower and later block the inlet hole of the liner, i.e. injection will begin later. The angle between the moment the feed starts and the axis of symmetry of the cam will decrease.
When unscrewing adjusting bolt injection will start earlier and the angle will increase accordingly. After adjustment, the pusher bolts are secured with nuts and the fuel supply pump angle is checked again. If necessary, this adjustment is repeated.
The uniformity and amount of fuel supplied by the pump discharge sections is checked on the SDTA-1 stand by measuring the amount of fuel supplied by each section through standard or pre-adjusted nozzles. At the same time, you can check and adjust the speed controller on the stand crankshaft.
The specified work is performed in the following sequence:
a) at a pump camshaft speed of 1050 rpm, check the fuel pressure at the pump inlet, which should be 0.13-0.15 MPa;
b) check the minimum rotation speed of the cam shaft in the position where the lever (Fig. 88) rests on the bolt. The indicated position corresponds to the full extension of the rack and turning off the fuel supply by the regulator. In this case, the camshaft rotation speed should be 225-275 rpm. To reduce the rotation speed, bolt 8 and the screw are removed, and to increase, they are screwed in;
c) check the start of automatic reduction of fuel supply by the regulator according to the movement of the rack. It should start at 1060+10 rpm and end when the pump camshaft speed increases to 1120-1150 rpm. The beginning of the rack extension is adjusted with a bolt while the feed control lever rests on it. If the end of the rack extension does not stop at the required frequency, then by changing the position of the screw of the double-arm lever, use a bolt to set the start of the rack movement to the required frequency of 1160 rpm. Then check the rotation speed again at the end of the rack extension and, if necessary, re-adjust. It should be borne in mind that when tightening the screw, the rotation speed at the end of the rack movement is reduced, and when unscrewing, it is increased;
d) check the amount of fuel supplied by each pump section. To do this, set the cam shaft rotation speed to 1030±10 rpm and move the lever all the way into the bolt. As soon as the required mode is established, an automatic device is turned on, which removes the curtain from under the injectors and ensures that fuel enters the measuring cylinders for the required number of injections. After a predetermined time, the machine turns off the supply and the injected fuel is collected in the measuring cylinders.
e) check the travel of the rack from the extreme extended position at 1030±10 rpm of the pump camshaft when moving the lever all the way to the bolt. The normal stroke should be 13±0.2 mm, and it is adjusted with a screw;
e) check and, if necessary, adjust the value starting feed, which at 80±10 rpm of the cam shaft should be 17-20 cm3/min. Adjust the amount of feed with a screw: when tightening the screw, the feed decreases, when unscrewing it increases.
Rice. 88. Adjustment devices in the engine crankshaft speed controller:
1 - speed limitation screw for the break-in period, 2 - starting feed adjustment screw, 3 - corrector lock nut, 4 - feed adjustment screw, 5 - double-arm lever screw, 6 - buffer spring screw, 7 - limitation bolt maximum frequency rotation, 8 - adjustment bolt minimum frequency rotation, 9 - control lever
The amount of fuel supplied by the injection section depends on the position of the screw edge of the plunger relative to the drain hole of the liner.
In order for all sections to supply the same amount of fuel, it is necessary to ensure the same active stroke of the plungers, i.e. opening drain holes in all sections should occur over the same time interval. This is achieved by turning the plunger associated with the rotary sleeve in relation to the ring gear while loosening the clamping screw. Turning the bushing to the left causes a decrease in fuel supply; when turning to the right, the supply increases.
Turning off the fuel supply is checked by turning the stop bracket to the lower position. If the feed does not turn off, check the movement of the rack, inspect the rocker and eliminate faults in its drive. This completes the adjustment of the pump on the stand.
After checking and adjusting, the pump is removed from the stand, an automatic injection advance clutch is attached to the toe of the cam shaft, and the pump is installed on the engine.
When installing the pump in the engine camber, align the marks on the drive shaft drive flange, the driven coupling half and the injection advance clutch, rigidly connect the drive coupling halves in this position and secure the pump to the engine. Next, they assemble the high and low pressure, set the fuel injection advance angle, start the engine and, after warming up, regulate its idle operation.
Adjusting high pressure fuel pumps
Regulation of the injection pump must be carried out on special stands by highly qualified specialists. When adjusting the pump, use the bench injectors or injectors with which the pump was installed on the engine, marking the number of each injector in accordance with the cylinder.
Before checking and adjusting the high pressure pump, all injectors (if engine injectors are used) must be carefully checked and adjusted to special stand in accordance with the technical specifications for of this type and injector models.
After adjusting the pump, each injector should be installed on a cylinder corresponding to the pump section that was adjusted together with that injector.
The overall performance of the plunger pairs of the pump can be assessed using bench injectors adjusted to an injection start pressure exceeding the nominal one. 1,8…2 times. If in this case the pump provides supply, then plunger pairs in good condition.
Cycle feed adjustment
The main adjustment of the fuel pump is to adjust the quantity and uniformity of the cyclic supply at nominal mode. For this injection pump rack(or the dispenser for a single-plunger pump) is set to the nominal flow position with a special screw. At rated speed, measure cyclic feed all sections, monitoring the fuel level in measuring tubes for each pump section.
To control the amount of cyclic flow across pump sections, glass graduated test tubes are used, mounted on a test bench and connected to the outlet fitting of the section, or (in modern stands) on a display that visually displays the cyclic flow across sections of the fuel injection pump being tested. The cyclic feed must correspond technical specifications on the pump and adjust for specific model engine.
Deviation by sections (unevenness of supply) is allowed no more than 3…5% . Otherwise, the pumps of the series 33 (KAMAZ) and 60 (ZIL) loosen the fastening of the section housing and turn it, moving the housing lock washer by one or two teeth. Some pumps (4UTNM, YAZDA, ChTZ) have special clamps for fastening sections, which, if necessary, loosen and correct the cyclic flow by turning the section body.
Adjusting the feed start angle
This angle is checked and adjusted on a bench. 
In in-line pumps for the first section, and in V-shaped pumps of the series 33
– a momentoscope is installed on the eighth section - a glass tube connected through a rubber pipe to a high-pressure fuel line ( see picture). The rack is set to the nominal feed position and by manually rotating the pump shaft (by the injection advance clutch), the momentoscope tube is filled with fuel.
Unscrewing the shaft reverse side, and then slowly rotating it forward, determine the moment when the fuel surface (meniscus) in the momentoscope tube shakes.
The rotation is stopped.
In this case, the dial of the stand will show the angle to the axis of symmetry of the plunger drive cam. This angle must be within the specifications for that particular pump.
So, for the eighth pump section of the series 33
(KAMAZ) this angle should be 42…43
˚, and for the first section of 4UTNM pumps - 56
˚.
After checking the first (or eighth) section, the torque scope is installed on the remaining sections according to the order of operation of the engine cylinders. The deviation of injection advance angles by sections should not exceed 20 ".
In order to adjust the advance angle of the start of flow in pumps of the series 33
(KAMAZ) are replacing the pusher heel, which is being released 18
repair sizes.
In pumps such as UTNM, TN, YAZDA, the plunger pusher screw is moved for these purposes. After adjusting the section, this screw is locked with a lock nut.
