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Construction
Altitude Compensator
Drive disc
Control
In traditional diesel engines the pump is driven by the engine, and its function is to distribute fuel to each injector and regulate the opening to control engine speed. Injection amount to control engine speed are controlled by mechanical or electrical governor system located inside of injection pump, it controlled by accelerator pedal with cable or wiring (in case of electric governor system).
Governor System
MIAMI TRAINING CENTER
Control lever
Tension lever
Regulating Valve
Out let
Drive shaft
How to control
The Pressure is generated by a plunger. Plungers are driven by Drive disc cams.
Fuel Control
How to control injection fuel amount ?
Minimum injection
Half injection
Full injection
Governor system
Governor spring
Fly weight
Tension lever
Regulating Valve
Out let
Drive shaft
Injection amount to control engine speed are controlled by mechanical governor system located inside of injection pump, it controlled by accelerator pedal with cable.
Governor spring
Control lever
Tension lever
Regulating Valve
Out let
Drive shaft
The amount of injection is changed by position of control sleeve, it is controlled by fuel control lever through the tension lever. MIAMI TRAINING CENTER 1
Governor spring
Tension lever
Regulating Valve
#2 Governor
Out let
Drive shaft
When the engine rpm is over the limit, the Fly weights are expended by centrifugal force and tension lever is moved back by push load than the control sleeves are moved back too, so fuel injection amount are decreased so its make reduce the engine rpm.
Cam Disc
Governor spring
Tension lever
Regulating Valve
#2 Governor
Out let
Drive shaft
When you turn on the Ignition Key, the fuel cut solenoid plungers are fuelled up by magnetic force due to energized solenoid coil. 1
Governor spring
Tension lever
Regulating Valve
#2 Governor
Out let
Drive shaft
Construction
Electronic Governor
Current
2
1 0 Control lever
Regulating Valve
Out let
Drive shaft
PE sensor
Water Sensor
Filter element
water
29
Water Sensor
BATTERY
Filter element
Diesel
Water
29
Genuine Parts
30
31
32
increases
increases decreases increases increases increases decreases increases increases increases
decreases
decreases increases decreases decreases decreases increases decreases decreases decreases
Sulfur content
Cetane Number
Viscosity
Aromatic Content
API Gravity
Ash
In general, aromatics and alcohols have low cetane numbers ( that's why people using methanol in diesels convert it to dimethyl ether ). MIAMI TRAINING CENTER
The interchanging and dilution of fuels is performed by suppliers, taking into account the effect on all of the above, but especially flash point, as that is closely regulated in many countries. Adding kerosene and gasoline to diesel can have dramatic, adverse effects on the flash point, with minimal gains in the flow properties if the fuel already contains flow-improving additives. Regardless of what other people may advise, check your insurance policies before embarking on experimentation. These days, assessors for both vehicle and insurance companies these days are far more aware of the signs of the dilution of expensive diesel fuel by cheaper lower flash fuels. Some countries, like NZ, avoid this by having diesel cheaper than gasoline at the service station, and imposing taxes based on distance traveled ( as measured by hubometers on vehicle wheels), number and location of axles, axle loads, and gross vehicle weight, as they more accurately indicate road damage potential. For people that are interested in diesel fuel properties and the effects on engine performance, the following are good sources.
Cetane Discussion
Gasoline is made up of the petroleum fraction that boils below 200 degrees centigrade (390 F). Aviation gas has a smaller boiling range (38-170 C, 100-340 F), leaving out the lowest boiling components that are in auto gas, largely because of extreme volatilities they would have at the altitudes involved in flying. The two tests used to determine "research" and "motor" octane differ in the load on the test engine (more load for the motor test). Both octane and cetane tests are described by, and conducted according to specifications of, the ASTM (American Society for Testing Materials). The standard test compound is "iso-octane" as oil men call it. Chemically it is not iso-octane which would be 2-methylheptane, but rather 2,2,4-trimethylpentane, a highly branched eight-carbon hydrocarbon. Gas engines knock less on branched hydrocarbons, although the straight distillate of raw petroleum tends to contain mostly straight-chain hydrocarbons in this low-molecular-weight range. Cracking and catalytic reforming processes are used to increase the percentage of branched hydrocarbons to improve octane ratings. Av-gas usually has no olefins (alkenes) because they tend to form gums and have poor antiknock characteristics. Aromatics, such as benzene and toluene, have good octane ratings under load (rich conditions) but act more like olefins under lean cruising. Toluene has research/motor octane ratings of 120.1/103.5; benzene has 114.8 motor octane, compared to "isooctane" which is set arbitrarily at 100 on both scales. In 1922, tetraethyl lead was found to improve anti-knock characteristics of gas. This became more important in the 1930s because the increased demand for gas led to use of cracking processes that produced more gasoline from crude oil, but of lower octane ratings. Standards for octane ratings over 100 are made from "isooctane" with tetraethyl lead added (1% = 108.6; 2% = 112.8; 3% = 115.5, etc.).
Crude oil has more of the branched, cyclic, and aromatic hydrocarbons in the higher molecular weight range where Diesel fuels are obtained. Diesel fuel, and fuel oil, have a boiling range of about 175-345 C (350-650 F) The standard for Diesel fuel ratings is "cetane" or n-hexadecane. This is a straight-chain, 16 carbon hydrocarbon with a short-delay period during ignition, and its rating is set at 100. Heptamethylnonane is a highly branched 16 carbon hydrocarbon with a long-delay ignition, and cetane rating set at 15. Diesel fuels largely contain molecules having 10-20 carbons, whereas gasoline components have mostly 12 or fewer carbons. Diesel fuel power in terms of heat content is increased by saturated hydrocarbons, but these are prone to form waxes at low temperatures. Ignition performance is improved by straight-chain hydrocarbons, such as cetane.
As mentioned above, crude oil is just the "opposite" of what we want--it has a lot of straight chain small molecules where we want branching, and it has a lot of branched, cyclic, and aromatic (highly unsaturated) heavy molecules, where we would prefer straight-chain saturated molecules. One "legitimate" reason for Diesel fuel price increases is the cost of removing sulfur to meet EPA requirements.