244850 Volvo.Penta Lock spring

Fuel System
The sleeve metering fuel system is a pressure type fuel system. The name for the fuel system is from the method used to control the amount of fuel sent to the cylinders. This fuel system has an injection pump for each cylinder of the engine. It also has a fuel transfer pump on the front of the injection pump housing. The governor is on the rear of the injection pump housing.The drive gear for the fuel transfer pump is on the front of the camshaft for the injection pumps. The carrier for the governor weights is bolted to the rear of the camshaft for the injection pumps. The injection pump housing has a bearing at each end to support the camshaft. The camshaft for the sleeve metering fuel system is driven by the timing gears at the front of the engine.The injection pumps, lifters and rollers, and the camshaft are all inside of the pump housing. The pump housing and the governor housing are full of fuel at transfer pump pressure (fuel system pressure).
Diesel fuel is the only lubrication for the moving parts in the transfer pump, injection pump housing and the governor. The injection pump housing must be full of fuel before turning the camshaft.
This fuel system has governor weights, a thrust collar and two governor springs. Rotation of the shaft for governor control, compression of the governor springs, movement of connecting linkage in the governor and injection pump housing controls the amount of fuel sent to the engine cylinders.Fuel from fuel tank (7) is pulled by fuel transfer pump (11) through water separator (F) (if so equipped) and fuel filter (9). From fuel filter (9) the fuel goes to housing for fuel injection pumps (14). The fuel goes in housing (14) at the top and goes through inside passage (20) to fuel transfer pump (11).
SCHEMATIC OF FUEL SYSTEM
1. Fuel priming pump (closed position). 2. Fuel priming pump (open position). 3. Return line for constant bleed valve. 4. Constant bleed valve. 5. Manual bleed valve. 6. Fuel injection nozzle. 7. Fuel tank. 8. Fuel inlet line. 9. Fuel filter. 10. Fuel line to injection pump. 11. Fuel transfer pump. 12. Fuel bypass valve. 13. Camshaft. 14. Housing for fuel injection pumps. A. Check valve. B. Check valve. C. Check valve. D. Check valve. F. Water Separator.From fuel transfer pump (11), fuel under pressure, fills the housing for the fuel injection pumps (14). Pressure of the fuel in housing (14) is controlled by bypass valve (12). Pressure of the fuel at FULL LOAD is 30 5 psi (205 35 kPa). If the pressure of fuel in housing (14) gets too high, bypass valve (12) will move (open) to let some of the fuel return to the inlet of fuel transfer pump (11).Flow Of Fuel Using The Priming Pump
When the handle of priming pump (2) is pulled out, negative air pressure in priming pump (2) opens check valve (A) and pulls fuel from fuel tank (7). Pushing the handle in closes check valve (A) and opens check valve (B). This pushes air and/or fuel into housing (14) through the fuel passages and check valve (C). More operation of priming pump (2) will pull fuel from fuel tank (7) until the fuel lines, fuel filter (9) and housing (14) are full of fuel. Do this until the flow of fuel from manual bleed valve (5) is free of air bubbles.Constant Bleed Valve
Constant bleed valve (4) lets approximately 9 gallons of fuel per hour go back to fuel tank (7). This fuel goes back to fuel tank (7) through return line for constant bleed valve (3). This flow of fuel removes air from housing (14) and also helps to cool the fuel injection pump. Check valve (D) makes a restriction in this flow of fuel until the pressure in housing (14) is at 8 3 psi (55 20 kPa).
CONSTANT BLEED VALVE
4. Constant bleed valve. D. Check valve.Operation Of Fuel Injection Pumps
The main components of a fuel injection pump in the sleeve metering fuel system are check valves (A & B), barrel (C), plunger (D), and sleeve (F). Plunger (D) moves up and down inside barrel (C) and sleeve (F). Barrel (C) is stationary while sleeve (F) is moved up and down on plunger (D) to make a change in the amount of fuel for injection.When the engine is running, fuel under pressure from the fuel transfer pump goes in the center of plunger (D) through fuel inlet (E) during the down stroke of plunger (D). Fuel can not go through fuel outlet (G) at this time because it is stopped by sleeve (F), (see position 1).Fuel injection starts (see position 2) when plunger (D) is lifted up in barrel (C) enough to close fuel inlet (E). There is an increase in fuel pressure above plunger (D), when the plunger is lifted by camshaft (4). The fuel above plunger (D) is injected into the engine cylinder.
FUEL INJECTION SEQUENCE
1, 2, 3. Injection stroke (positions) of a fuel injection pump. 4. Injection pump camshaft. A. Check valve. B. Check valve. C. Barrel. D. Plunger. E. Fuel inlet. F. Sleeve. G. Fuel outlet. H. Lifter.Injection will stop (see position 3) when fuel outlet (G) is lifted above the top edge of sleeve (F) by camshaft (4). This movement lets the fuel that is above, and in, plunger (D) go through fuel outlet (G) and return to the fuel injection pump housing.When sleeve (F) is raised on plunger (D), fuel outlet (G) is covered for a longer time, causing more fuel to be injected in the engine cylinders. If sleeve (F) is low on plunger (D) fuel outlet (G) is covered for a shorter time, causing less fuel to be injected.Check valve (B) will not let a constant flow of fuel go through the injection pump and into the cylinder if the injection nozzle tip breaks. Check valve (B) will open when the injection pump pressure gets to 100 psi (690