Bosch VE Pump Discription

Robert Bosch type VE Diesel injection pump http://www.cs.rochester.edu/u/jag/vw/engine//in...
Robert Bosch type VE Diesel

injection pump
For many home
mechanics the diesel
injection pump is a bit
of a mystery. The
Bentley and Haynes
repair manuals
doesn't describe its
internals, because it's
not serviceable except
by a few diesel
specialists. Learning
some basics of how it
works and what its
internals are could be
of interest to the
diesel owner, and the
knowledge certainly
can't hurt when
troubleshooting fuel
injection problems,
even if one isn't about
to take the pump
apart.
The purpose of the

fuel injection pump is to deliver an exact metered amount of fuel, under high
pressure, at the right time to the injector. The injector, unlike in a gasoline
engine, injects the fuel directly into the cylinder or a prechamber connected to
the cylinder.
The VE in the name of the Bosch pump used in the VW diesels and many other
small diesel engines stands for "Verteiler", which is German for distributor or
divider. The other common kind of injection pump is the inline pump. The
dierence between them is that the "Verteiler" VE pump has one fuel metering
plunger, and a mechanism (the "Verteiler"/distributor) to send the fuel to the
right cylider. The inline pump has one plunger for each cylinder.
The
Bosch
VE has
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comparatively few moving parts, but what does move does so in a complex way.
The gure to the left is from a Yanmar pump, which works and looks the same
as the Bosch . On the leftmost end in the picture is the fuel feed pump. This is a
vane pump, just like the vacuum pump on the VW diesel engine. Its purpose is
to suck fuel from the tank and deliver it to the metering pump. All the things
shown on the right in the gure have to do with the metering, timing and
distribution of fuel delivery. The gure below shows this part in detail.
The plunger
(right middle
in the gure)
in the VE
pump both
rotates along
its axis and
performs a
reciprocating
translation in
and out. It is
the
translation
that
performs the
high
pressure
pumping,
while the
rotation is
responsible
for metering and sending the fuel to the correct cylinder.
The cam disk is rigidly attached to the plunger. The drive shaft rotates the cam
disk. The cam disk rides on four rollers (only one shown in this picture), and
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has four lobes. Thus for each revolution the plunger will pump four times. Note
that with this arrangement the plunger stroke is constant. The metering
(regulation of how much fuel is delivered) is done not by changing the
mechanical stroke, but by spilling some of the fuel through spill ports, and thus
changing the eective stroke . This is done by uncovering a spill port under the
control sleeve at a particular angle of rotation. The other purpose of the
rotation is to deliver the fuel to the correct cylinder. This is done by having four
four delivery valves (only one shown in the gure), one for every 90 degrees of
rotation. During a full revolution the plunger makes four strokes, one at 0, 90,
180 and 270 degrees. During each stroke the delivery port in the middle of the
plunger is connected to a particular delivery valve.
To understand the function in some detail lets consider one stroke. During the
backward motion of the plunger, the rotation uncovers a ll port (to the right in
the gure, just below the magnet valve (solenoid)), and the plunger barrel is
loaded with fuel. At bottom dead center the ll port is closed. On the forward
pressure stroke fuel is pressurized (to over 120 bar). At this time the Plunger
barrel is connected to a particular delivery valve through the channel in the
center of the plunger, and a port in the side. When pressure builds up to the
delivery valve opening pressure, the valve will open and deliver high pressure
fuel to the injector.
When the desired amount of fuel has been injected the spill port opens (located
under the control sleeve in the gure), and the pressure quickly drops. This
causes the delivery valve to close. During the rest of the stroke fuel is "spilled"
through the spill port instead of being injected into the cylinder.
The position of the control sleeve controls at what angle the spill port opens,
and thus determines the amount of fuel injected, in other words it controls the
metering. The control sleeve is moved in response to a combination of
accelerator position and engine speed. The latter is determined by a
mechanical governor.
Other functions
Some other functions of the fuel injection pump are:
Timing The timing is adjusted in response to engine RPM. At higher RPM

s, the fuel pressure from the vane transfer pump is higher. Pressure
changes eects a spring loaded plunger, and the resulting movement will
move the cam rollers to either advance or retard the timing. There is also
a cold start device which advances the idle timing manually.
Governor A mechanical governor limits the maximum speed of the engine
to 4800 rpm in the bus/vanagon application and 5350 rpm in newer
passenger cars. It can be seen just above the cam disk in the middle
gure.
Stop A magnet valve or solenoid (shown in the gures) opens and shuts o
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the fuel channel between the feed pump and the metering pump.
Aneroid An air inlet pressure sensor is used to determine maximum
amount of fuel delivered on injection pumps for turbo engines. On newer
('89 and later) naturally aspirated engines a similar arrangement is used
for altitude compensation.
Misc. Internet postings about the diesel fuel injection
Martin Jgersand Comments?
4 of 4 6/14/17, 7:57 PM

Bosch VE Pump Discription

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Robert Bosch type VE Diesel injection pump http://www.cs.rochester.edu/u/jag/vw/engine//in...

Robert Bosch type VE Diesel

The purpose of the

Some other functions of the fuel injection pump are:

Timing The timing is adjusted in response to engine RPM. At higher RPM

Misc. Internet postings about the diesel fuel injection

Martin Jgersand Comments?

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