Engine Fuel PT

System
 Fuel PT Operation

 This program will introduce you to

the Cummins PT fuel system and
provide you with a better
understanding of it’s operation

 The following items will be

discussed:-
 Appropriate terminology and
concept of basic hydraulics
 Metering of fuel and it’s
significance in the PT fuel system.
 The manner in which the fuel
pump regulates pressure to the
injectors
 Basic injector operation
 Fuel PT Operation

 PT derives it’s name from the

two primary variables affecting
the amount of fuel that is
metered per cycle

 P refers to the PRESSURE of

the fuel at the inlet of the
injector. This pressure is
controlled by the pump

 T refers to the TIME available

for the fuel to flow into the
injector cup. This time is
controlled by engine speed
through camshaft and injection
train
 Fuel PT Operation

 The amount of fuel metered

into an injector can be varied
by changing any of a
combination of the following:-

 Fluid PRESSURE

 The TIME fluid is allowed to

flow

 The SIZE of the passage

through which the fluid flows
i.e. the FLOW AREA
 Fuel PT Operation

 We can see how we can relate this

to the Cummins PT FUEL
SYSTEM. Depending on the
following:-

 Flow Area = Calibration

 Pressure = Pump

 Time = Engine Speed

 These 3 variables will determine the amount of

fuel metered into the cylinders
 Fuel PT Operation

 With a given flow area, the

metering of the fuel is controlled
by the rail PRESSURE and the
flow TIME
 We have no direct control of the
TIME as this is controlled by
engine speed through a camshaft
actuated plunger
 The rotary motion of the camshaft
is changed to reciprocating motion
of the injector plunger
 This plunger movement opens and
closes the metering orifice in the
injector barrel
 Fuel PT Operation

 The cam follower is on the

outer base circle [OBC], of
the camshaft injector lobe,
resulting in the closing of the
metering orifice
 Fuel PT Operation

 The cam follower is now on

the Inner Base Circle [IBC],
the injector return spring has
lifted the injector plunger,
uncovering the metering
orifice
 The period of TIME the
metering orifice is uncovered
is the TIME available for the
fuel to flow into the injector
cup
 This is commonly referred to
as the METERING TIME.
 Fuel PT Operation

 With a given camshaft,

metering TIME is controlled
by engine speed
 As illustrated here by the
curved line, metering is
inversely proportional to
engine speed
 The greater the engine RPM
the less TIME there is to meter
fuel
 Fuel PT Operation

 At any given speed, it is down

to the Rail Pressure to control
the amount of fuel metered per
cycle in the PT fuel system
 Regulating the RAIL pressure
to the injectors takes place
within the pump. The PT pump
is designed and calibrated to
provide the correct RAIL
PRESSURE during all engine
operating conditions
 There are many pump codes to
cover all rating requirements
 Fuel PT Operation

 Therefore at any engine speed, the

quantity of fuel metered into the
cup, per cycle, determines the
amount of TORQUE the engine
develops
 TORQUE is the result the
downward force exerted on the
piston by the combustion of
metered fuel
 The magnitude of the force is
determined by the quantity of the
fuel injected per cycle, which is
controlled by the RAIL
PRESSURE
 Fuel PT Operation

 The maximum torque output can be

shown with an open throttle curve
 This curve shows the amount of
Torque available if the engine is;-
 “lugged down” from rated speed to
the speed at which torque peak is
developed. The difference is usually
defined as Torque Rise and
expressed as a % of the Torque
produced at rated speed.
 This % is an important factor for
industrial & marine applications
 Fuel PT Operation

 An example shown left, results in a

28% rise in Torque
 Generally, with rated power being
equal, engines with a higher
Torque rise will perform better in
vehicles
 However too much Torque rise can
decrease the durability and life of
the engine
 Fuel PT Operation

 We have determined that Torque is

dependent upon the amount of fuel
metered and injected per cycle
 Therefore maximum fuel needs to
be metered and injected to produce
maximum Torque
 But remember that Rail Pressure is
greatest at Rated speed and not
Torque Peak speed, so how does
this happen?
 Fuel PT Operation

 The answer is:-

 At Torque Peak the engine is
turning at a slower speed therefore
there is more time available for
fuel to be metered

 Even though the Rail Pressure is

lower at Torque Peak speed than at
Rated, the increased metering time
results in a greater amount of fuel
being metered and injected per
cycle at Torque Peak
 Even though the engine burns more fuel per cycle at Torque Peak than at
Rated speed, it will burn more fuel per hour at Rated speed. The reason for
this is that there are more injection cycles at Rated than at Torque Peak
 Fuel PT Operation

 We’ve seen that the quantity of fuel

metered and injected per cycle
determines the engine Torque at any
given speed

 Here we see the relationship of

RAIL PRESSURE and available
METERING TIME to the
TORQUE produced at any given
speed

 We’ve identified Torque Peak

speed and Rated speed as two key
points in the engine operating range
 Fuel PT Operation

 TORQUE is the CAPACITY to

do work

 HORSEPOWER is the RATE of

doing work
 Fuel PT Operation

 So far we’ve discussed the

basic principle relating to
the metering of fuel in the
PT fuel system and the
relationship of this metered
fuel to engine torque

 Now we’ll familiarize

ourselves with the fuel
flow through the pump and
the manner in which rail
pressure to the injectors is
regulated.
 Fuel PT Operation

 The basic functions of the fuel pump are as follows:-

1. Transfer Fuel

2. Provide Rail Pressure to the Injectors

3. Provide Idle Speed Governing

4. Limit Maximum Speed of Engine

5. Provide Operator Control of Power Output

6. Control Smoke during Acceleration

7. Shutdown the Engine

 Fuel PT Operation

 A gear pump is located at

the rear of the fuel pump
assembly. It is driven by the
fuel pump main shaft at
engine speed

 Fuel from the tank enters the

inlet side of the gear pump
and is carried around the
outside of the two meshing
gears to the outlet side of the
gear pump

 There are varied gear pump

sizes to accommodate flow
requirements
 Fuel PT Operation

 From the gear pump, the fuel

flows through a wire mesh
magnetic filter to the inlet or
supply passage of the
AUTOMOTIVE GOVERNOR
 The Governor assembly
performs three functions:-

 PRESSURE REGULATION
 IDLE SPEED GOVERNING
 MAX. SPEED GOVERNING
 Fuel PT Operation

 The following two slides will

look at the makeup of the
governor assembly:-

1. WEIGHT ASSIST SPRING

2. WEIGHT ASSIST SPRING SHIMS
3. WEIGHT ASSIST PLUNGER
4. GOV WEIGHT CARRIER
5. GOV FLYWEIGHTS
6. TORQUE CONTROL SPRING
7. GOVERNOR PLUNGER
8. IDLE PASSAGE
9. MAIN PASSAGE
10. SUPPLY PASSAGE
11. BYPASS PASSAGE
 Fuel PT Operation

12. IDLE PLUNGER GUIDE

13. IDLE SPRING PLUNGER
(BUTTON)
14. IDLE SPRING
15. GOVERNOR SPRING
16. IDLE SPRING SEAT WASHER
17. IDLE SPRING ADJUSTING
SCREW
18. IDLE SCREW RETENTION
SPRING
19. GOVERNOR SHIMS
 Fuel PT Operation

 The position of the governor

plunger is important to our
discussion of the functions that
take place within the governor
assembly

 The position of the governor

plunger is determined by the
balance between the flyweight
force exerted on one end of the
governor and the spring force
applied to the opposite end of
the plunger
 Fuel PT Operation

 The flyweights are driven

through gears by the fuel pump
main shaft

 The governor plunger is held

between the flyweight feet, and
rotates with the flyweights

 Any rotation creates a

tendency for the flyweights to
move away from their axis of
rotation, which is the centre-
line of the weight carrier shaft

 This outward push is known as

CENTRIFUGAL FORCE.
 Fuel PT Operation

 The rotating flyweights pivot

on the flyweight pins

 Through this pivoting action an

axial force is exerted on the
governor plunger through the
flyweight feet

 At any given speed, the

plunger position is determined
by the balance between this
flyweight force and spring
force
 Fuel PT Operation

 Shown here are two modes of

engine operation and the
specific springs influencing the
governor plunger position at
that particular time

 Around idle speed, the

governor flyweight force is
opposed by the IDLE SPRING

 At speeds close to but below

torque peak speed, the
flyweight force is opposed by
the GOVERNOR SPRING
 Fuel PT Operation

 During engine operation

between torque peak speed and
rated speed, the flyweight force
is balanced by the combined
spring force of the
GOVERNOR SPRING and the
TORQUE SPRING

 Once the TORQUE SPRING is

engaged, it opposes the
flyweight force exerted on the
governor plunger. This results
in a reduction of the flyweight
force which affects the
governor plunger position
 Fuel PT Operation

 Remember that torque is

dependent upon the quantity of
fuel that is metered and
injected per cycle

 In the PT fuel system we have

established that, at any given
speed, torque is dependent on
rail pressure
 Fuel PT Operation

 To control RAIL PRESSURE in

the PT fuel system we begin by
regulating the fuel pressure
supplied to the governor
assembly, called supply
pressure

 The control of this supply

pressure is accomplished
through the use of a bypass type
pressure regulator incorporated
within the governor assembly

 This regulator unseats when a

designated supply pressure is
reached
 Fuel PT Operation

 When the fuel pressure exerted

on the button exceeds the force
holding the button and plunger
together, the button is unseated
and fuel is bypassed to the
suction side of the gear pump

 The bypass regulator maintains

the supply pressure by
unseating the button at the
designated pressure and
bypassing the excess fuel
 Fuel PT Operation

 The pressure at which the

button separates from the
governor plunger is
determined by dividing the
spring force acting on the
button by the recessed area of
the button

 The recessed area, or counter

bore, is the specific area the
fuel is pushing against
 Fuel PT Operation

 For a given spring force acting

on the button, increasing the
recessed area reduces the
pressure at which the fuel
begins bypassing, thereby
lowering the supply pressure

 Notice on the right side of the

slide that decreasing the
recessed area will have the
opposite effect i.e. fuel will
begin bypassing at a higher
pressure, raising the supply
pressure
 Fuel PT Operation

 Changing the recessed area of

the button will change the
height of the supply pressure
curve

 A button with a SMALL

recessed area will raise the
supply pressure curve, while a
button with a LARGER
recessed area will lower the
supply pressure curve
 Fuel PT Operation

 With a given recessed area,

any change in plunger position
will change the force on the
button and change the supply
pressure

 As we can see in this example,

increasing speed changes the
plungers position, increasing
the force on the button, which
raises the supply pressure

 The change in the recessed

area will effect the
characteristics of the supply
pressure through the engine
speed range
 Fuel PT Operation

 The supply pressure is a

function of force acting on the
button and the area of the
button recess

 It is important to understand
that there is a unique supply
pressure for each speed, and
that this supply pressure is
independent of the flow out of
the pump
 Fuel PT Operation

 The difference between the

supply pressure and the rail
pressure is controlled by other
fuel pump components,
depending on engine operating
conditions

 Let’s take a closer look at how

these other components,
highlighted here in orange,
control the rail pressure during
all operating conditions
 Fuel PT Operation

 Here we have the governor. A

governor is a speed sensitive
device that automatically
controls or limits the engine
speed

 It does this by varying the fuel

delivered to the engine under
changing operating conditions

 There are many types of

governors, but our discussion
will be restricted to the
LIMITING SPEED
MECHANICAL governor, or
AUTOMOTIVE GOVERNOR,
as it is known in the PT fuel
system
 Fuel PT Operation

 The AUTOMOTIVE
GOVERNOR controls idle
governed speed and maximum
speed by positioning the
governor plunger cut-off
shoulder over the appropriate
fuel passage
 Fuel PT Operation

 The position of the governor

plunger is determined by the
balance between the flyweight
force and the spring force

 In governing maximum engine

speed, the forces acting to position
the governor plunger include the
flyweight force working against a
combination of the TORQUE
SPRING and GOVERNOR
SPRING

 The flyweight force acts in the

direction to close the main fuel
passage, while the spring force
acts to keep the main fuel passage
open
 Fuel PT Operation

 Several items should be noted

at this time:-

1. The weight assist spring no

longer affects the governor
plunger position

2. The idle passage has been

closed by the governor
plunger

3. The idle spring no longer

affects the governor plunger
position, as the button has
bottomed in the idle plunger
guide
 Fuel PT Operation

 The throttle lever shaft is located

between the governor and the fuel
pump discharge

 It allows the operator to reduce

the rail pressure, and therefore the
power, to a level needed

 It functions as a variable area

orifice, varying the amount of fuel
exiting the main passage of the
governor

 The total travel of the throttle

shaft is limited by the two stop
screws located in the throttle shaft
housing
 Fuel PT Operation

 Located within the throttle

shaft is the fuel adjusting
screw, which determines the
maximum flow area of the
throttle shaft passage when it
is wide open

 It is used to adjust the rail

pressure during calibration
 Fuel PT Operation

 While the throttle shaft is in the

closed position, there is always
a small amount of fuel flowing
through the throttle shaft

 This is defined a THROTTLE

LEAKAGE, and is required to
keep the fuel lines filled with
fuel to cool and lubricate the
injectors when the throttle is
closed
 Fuel PT Operation

 Throttle leakage is an important

setting on the fuel pump

 If set too high, it can result in a

slow deceleration and excessive
carbonizing of the injectors

 If set too low, it causes a

hesitation in the engine
response when the throttle is
reopened after a down hill run,
and leads to injector plunger
damage
 Fuel PT Operation

 When the throttle is in the

closed position in the lower
speed range, the small amount
of fuel flowing to the injectors
is insufficient to maintain
engine idle speed

 The necessary, additional fuel

flows from the governor
through the IDLE PASSAGE
around the throttle shaft

The total amount of fuel required for IDLING = Fuel flowing through the idle
passage + some throttle leakage through the throttle shaft
 Fuel PT Operation

 From the throttle shaft, fuel

flows to the AFC or Air fuel
Control, section of the pump

 The AFC assembly is needed

on turbocharged engines to
provide the proper fuel
pressure to the engine during
acceleration

 It does this by controlling the

fuel to the injectors to an
amount compatible with the
air supplied by the turbo.
This effectively controls
acceleration black smoke
 Fuel PT Operation

 The main components of the

AFC assembly include:-

 COVER
 PISTON ASSEMBLY
DIAPHRAGM
PISTON
PLUNGER
 SPRING
 BARREL
 Fuel PT Operation

 Cross-sectional
view of the AFC
section
 Fuel PT Operation

 The AFC senses air pressure

in the intake manifold

 Changes in the intake

manifold pressure change the
position of the piston and the
plunger, which is attached to
the piston

 The position of the plunger

shoulder over the AFC inlet
passage determines the
amount of fuel delivered to
the injectors during transient
engine conditions
 Fuel PT Operation

 Air pressure is applied to the

diaphragm and piston through
the inlet fitting of the cover

 Increasing air pressure

overcomes the AFC spring
force, causing the plunger to
move in the barrel

 As the plunger moves, the

passage is uncovered, and fuel
flows through the AFC

 As air pressure increases, the

plunger moves further,
uncovering more area until the
fuel restriction is eliminated
 Fuel PT Operation

 When there is little or no air

pressure applied to the AFC
diaphragm, maximum fuel
pressure and flow is controlled
by the “NO AIR” adjusting
screw

 At this time, the plunger is

positioned by the return spring
to block the main fuel passage
through the AFC

 Under these conditions, all the

fuel flow is around the “NO
AIR” adjusting screw
 Fuel PT Operation

 From the AFC assembly or

“NO AIR” adjusting screw,
fuel flows to the shut down
valve
 Most shutdown valves are
controlled by an electronically
operated solenoid
 In the shutdown mode, a spring
washer seats a disc, preventing
fuel flow out of the pump
 When the solenoid is energized,
the electromagnetic force that is
created overcomes the force of
the spring washer, permitting
fuel to flow to the injectors
 Fuel PT Operation

 The pumps incorporate a spring

loaded flow valve in the bypass
fuel passage between the
governor assembly and the
suction side of the gear pump

 This valve prevents fuel from

flowing to the suction side of
the gear pump until enough
pressure has built up in the fuel
pump housing to unseat the
valve

 By doing this, air is prevented

from entering the system
 Fuel PT Operation

 A cooling kit is also available,

it is designed to prevent
overheating of the fuel pump
assembly
 It does this by bleeding some
of the hot fuel, within the gear
pump, through the injector
drain line back to the storage
tank
 This results in cooler fuel being
circulated through the fuel
pump assembly
 Overheating could occur when
the throttle is closed and the
load is pushing the engine as in
periods of downhill operation
 Fuel PT Operation

 Inside the cooling kit elbow is

a spring loaded check valve

 The valve is designed to

prevent fuel/air in the injector
drain line from draining back
through the fuel pump
assembly when the engine is
not operating

 During operation, gear pump

fuel pressure unseats the valve
and circulates some fuel back
to the tank through the injector
drain line
 Fuel PT Operation

 There is a pulsation damper

connected to the pressure
side of the gear pump

 This smoothes the pressure

pulsations created in the fuel
by the rotating gear teeth
 Fuel PT Operation

 Following is a list of the

components that make up the
PTD Top Stop injector:-

1. INJECTOR CUP
2. CUP RETAINER
3. CHECKBALL
4. FILTER SCREEN
5. ADJUSTABLE ORIFICE
6. FUEL INLET
7. WASHER
8. TOP STOP LOCK NUT
9. TOP STOP ADJ SCREW
10. INJECTOR LINK
 Fuel PT Operation

 Following is a list of the

components that make up the
PTD Top Stop injector:-

10. INJECTOR LINK

11. INJECTOR RETURN SPRING
12. ADAPTER
13. FUEL RETURN
14. O-RINGS
15. INJECTOR PLUNGER
16. BARREL
17. DRAIN PORT
18. METERING ORIFICE
19. PLUNGER METERING EDGE
 Fuel PT Operation

 The injector plunger is actuated

by the rotation of the camshaft
injector lobe

 When the cam follower is on

the INNER BASE CIRCLE
[IBC], the injector return
spring has lifted the injector
plunger, uncovering the
metering orifice

 Remember, the period of time

the orifice is uncovered is
referred to as the METERING
TIME
 Fuel PT Operation

 When the cam follower roller is

on the OUTER BASE
CIRCLE [OBC], the
downward movement of the
injector plunger has closed the
metering orifice and injected
the metered fuel into the
combustion chamber

 The injector plunger is now

seated in the injector cup
 Fuel PT Operation

 Fuel entering the injector flows

through a wire mesh filter
screen and an adjustable orifice
located beneath the filter screen

 The size of the adjustable

orifice determines the flow rate
through the injector and,
therefore the pressure at the
metering orifice

 Any change in pressure at the

metering orifice changes the
amount of fuel metered and,
therefore, the power output
 Fuel PT Operation

 From the adjustable orifice,

fuel flows down an internally
drilled passage in the injector
adapter and barrel, unseating a
check-ball, on its way to the
metering orifice

 The purpose of the check-ball

is to prevent the reversal of
fuel flow as the plunger moves
downward across the metering
orifice during deceleration and
shutdown
 Fuel PT Operation

 The time in which the metering

orifice is uncovered is the time
available for fuel to flow into
the cup
 This begins as the cam follower
roller travels down the
retraction ramp towards the
inner base circle of the
camshaft lobe, the injector
return spring lifts the injector
plunger , uncovering the
metering orifice
 During this time, flow through
the drain port is blocked by the
injector plunger
 Fuel PT Operation

 Metering of fuel occurs during

the entire time the cam
follower is on the IBC
 With continued camshaft
rotation, the cam roller travels
up the injection ramp and the
upward movement of the
pushrod pushes the injector
plunger downward
 As it moves downward, it
closes off the metering orifice,
completing the metering cycle
 Shortly after this the metering
orifice is closed and the drain
port is uncovered
 Fuel PT Operation

 The injector plunger

continues its downward
travel as the cam roller
continues up the injector
ramp

 The beginning of injection

varies with the level of fuel
in the cup

 With increased fuel level,

the plunger contacts the fuel
earlier, thus advancing the
beginning of injection
 Fuel PT Operation

 Fuel will be injected when the

pressure exerted on the fuel by
the downward movement of
the injector plunger exceeds
combustion chamber pressures

 Injection ends when the

plunger bottoms in the cup.
Shortly before reaching the
OBC of the injector lobe

 The roller travels over the cam

nose, which effects a positive
ending of the injection
 Fuel PT Operation

 With injection completed and

the injector plunger bottomed
in the cup, the cam roller is
now on the OBC of the
camshaft injector lobe

 While this is happening, the

drain groove on the injector
plunger has aligned the drain
passages in the injector barrel,
permitting fuel to flow out of
the drain groove and return to
the tank.
Engine Fuel PT
System