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
