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There are certain rules of thumb when it comes to learning how to bleed a diesel engine. There are dozens of different diesel fuel injection systems running around but the same principle applies to all of them. The main principle is removing the air out of the fuel system. Check out this scenario below.
So you find yourself driving down the road and suddenly your diesel engine starts to knock, lose power and pump out a bunch of white smoke. Finally it dies and after a few cranks you decide to check it out further. You find out the fuel tank is empty. The last time you checked your fuel level gauge it read half a tank, and you realize it still reads half a tank after driving 100 miles. A defective fuel gauge sender (located in the tank) is not an uncommon problem which causes more inconvenience with an engine shut down condition.
So now that you have determined the cause of the problem it is time to top up the tank with diesel and bleed the fuel system. Generally speaking diesels need a high pressure atomized spray that turns into a combustible mixture when combined with high compression. Compressed air heats up enough in the combustion chamber to ignite the mixture and provide the high power thrust that diesel engines are known for.
Step One - How To Bleed A Diesel Engine
The first thing to do is top up the tank and fill the primary fuel filter (closest to the fuel tank) with clean diesel fuel. This filter relies on vacuum or suction from the fuel transfer pump to keep it primed up and moving along to the secondary fuel filter. Diesel fuel transfer pumps are either mechanically driven off the camshaft or electric motor driven. If you are really blessed you might even have a hand priming pump built into the system.
Step Two - Removing Air From The Diesel Fuel Injection System
Any way you look at it, the main objective is to rid the fuel injection system of air. Loosening fuel lines is a common practice for older diesels. Loosen off fuel line fittings before the injection pump then work the hand priming pump until you see no more bubbles streaming from the loosened off fuel lines. This will assure that there is fuel to the injection pump.
Step Three - Bleeding A Bosch Mechanical Diesel Fuel Injection System
As an example the Bosch fuel injection pump found in Cummins diesel engines has a bleeder plug on the front, right side of the pump body and can be loosened off first while pumping the hand primer found on the driver side of the block. The mechanical fuel injection system on these engines have the fuel lines exposed for easy access. Loosen all of the injection lines at the head. Cranking over the engine will accelerate the air removal process. When the fuel system starts to pick up fuel the engine will try to start and stumble. At this point tighten the fuel lines and keep cranking over the engine, you will have fire power before you know it.
Bleeding An Electronic Diesel Fuel Injection System
Newer diesel engines went to an electric fuel transfer pump. As soon as you turn on the ignition key the pump kicks in and automatically primes the fuel system. Using the Cummins ISC diesel engine as and example, to prime you must fill the primary filter first with clean diesel fuel and install the secondary fuel filter dry. Once the ignition key is on the fuel transfer pump will prime the secondary filter with clean filtered fuel from the primary fuel filter.
Once you know how to bleed a diesel engine and go through it a couple of times you will see the importance of getting the air out of the lines. Air compresses and won't allow any movement of diesel fuel resisting the build up of high pressures that diesel fuel injection systems require to start and run the engine.
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As generator fuel systems become larger and more complex, maintaining their reliability presents new challenges that should be carefully studied. Following are recommendations for several design areas that frequently go unnoticed:
Design Issue: With above-ground fuel storage tanks and above grade day tanks, how is overflow fuel return ensured?
Background: NFPA 37 (6.5.4, 6.5.4.1, 6.5.4.2) requires that any fuel tank filled by a pump be equipped with an overflow return line. Per NFPA, this overflow return line is to be routed back to the source tank, or to a collection system. When the day tank (freestanding or generator sub-base mounted) is served by an underground storage tank (below grade), the overflow return flow may be able to rely on gravity alone. But, when the source tank is above-ground and portions of the return piping are elevated beyond the height of the day tank, gravity will not be enough for excess fuel to find its way back to the source tank.
Solution #1: If the system involves a single day tank with a single source tank, the simplest solution is to specify that the day tank be equipped with an overflow return pump. Although NFPA does not specifically mention an overflow return pump, it should be clear to the designer that the intent of NFPA is to allow any overflow fuel to return to a source tank or collection system.
Solution #2: If there are multiple day tanks with a single source tank, an easier and less costly solution might be the specification of an "overflow fuel day tank", designed to receive overflow from any of the generator day tanks. This "overflow" day tank would be of relative small size, installed adjacent to the generator day tanks, and would be configured with a fuel return pump activated whenever fuel is present. For increased reliability, the overflow return tank can be specified with a duplex return pump assembly. Note that any overflow return pump must be sized to overcome the maximum (total) fuel flow rate feeding the day tank(s).
Design Issue: Multiple day tanks are filled from multiple source tanks. How does one control which source tank receives potential overflow fuel returning from the day tanks?
Background: This installation requires careful attention to ensure that any potential fuel overflow be returned back to the proper "source tank". For example, consider that day tank #1 requires fuel and its day tank-mounted fill pump begins to draw fuel from the common fuel supply manifold. Without any fuel flow controls, greater fuel flow may come from the nearest source tank, or that tank which provides the lowest resistance to fuel flow. Let's now imagine that day tank #1 goes into an overflow condition and begins returning fuel via the common fuel return manifold (which is connected to all source tanks). Will the return fuel be guaranteed to flow into AST#1, or could it flow into AST#2? What if AST#2 is nearly full?
Solution #1: When the source tanks are not adjacent to each other, a "tank selection panel" might be required. This panel would select and control which fuel tank is used for fuel supply and also for any potential fuel return. The tank selection is accomplished via electrically-operated valves installed in each of the tank's supply and return connections. Although NFPA states that any return line "shall be free of valves or traps", there are also references in NFPA that require that fuel piping include necessary valves for proper fuel flow control during normal operation and emergency operation. It might be argued that the latter justifies the use of electrically-operated valves on return lines to control fuel flow and prevent tank overflow. If valves are used, they should be equipped with position indicators (limit switches) to positively identify whether they have acted as directed (when signaled to travel to the "open" position, a limit switch confirms travel to the open position, and viceversa). Any system control panel used in this application should incorporate these feedback signals into a failsafe logic scheme (failure of any valve to actuate as directed should immediately signal the condition and trigger backup procedures).
Solution #2: When the source tanks are adjacent to each other, a simpler solution might be to connect the fuel supply lines into a common manifold at the main tanks to create a siphoning effect between tanks. When a remote pump draws fuel through the common manifold, the siphon effect will equalize the fuel level between the tanks.
Design Issue: Generator fuel tank filling requirements. Where are filling operations allowed?
Background: This item prompts many questions. Here are some pertinent items: o NFPA 30 (21.7 & 21.7.1.6 through 21.7.1.6.2) requires that fuel tanks greater than 1320 gallons and that reach a height greater than 12 feet (including vent piping, fill piping, etc.), be equipped with means for controlling the filling operations. o NFPA 37 (6.6.2) requires that engine-mounted Class II fuel tanks be filled by closed piping systems. Generator subbase diesel tanks ("belly tanks") appear to fall under this requirement. o NFPA 37 (6.6.3.1) requires that a tank's fill pipe terminate outside the building at least 24" from any building opening. Local jurisdictions' interpretations on these requirements vary, but most seem to rule that any filling must be performed outside of building structures. With this in mind, what is a safe method for filling of a tank, when the tank is not within sight of fuel delivery personnel?
Solution: Automatic fuel fill stations are available to provide a single connection point for single or multi-tank filling. These systems also provide the operator with audible and visual indications when the tanks reach a "full level" condition. The key component of these systems is their ability to stop fuel fill operations automatically, upon sensing that the destination tank is nearing a full level. The typical automatic fuel fill station will also include spill containment and means to indicate a tank leak. Fuel fill stations are also available with built-in fuel transfer pumps to allow fuel offloading from trucks not equipped with on-board pumps, or those equipped with on-board pumps without sufficient capacity to reach the fuel tank (typically used with tanks installed above grade, parking garages, rooftops, etc.).
Design Issue: How long can diesel fuel be stored? How does water get into diesel fuel and how do I prevent the problems that it can cause?
Background: If you keep it clean, cool and dry, diesel fuel can be stored 6 months to 1. Water gets into diesel fuel storage in several ways - by condensation of ambient moisture and contamination in delivery vehicles or from source fuel depots.
Solution: With an understanding of the root causes for fuel contamination and degradation, you can design a system that allows for proper fuel storage. There are four main steps that summarize a well-planned design and maintenance program:
1. Specify equipment to automatically remove water and sediment from the stored fuel: Removing water and sediment regularly can be accomplished by filtering of the stored fuel through a series of water separators and media filters. Portable equipment can be contracted. However, for facilities with large fuel depots, we recommend stand-alone, permanently-installed automated filtration systems. When installing a permanent system, NFPA and UL standards should be followed. Fuel Technologies International's diesel fuel maintenance equipment is FM APPROVED and NFPA compliant.
2. Suggest to your client (and/or facility manager) that fuel quality tests be conducted annually: two fuel samples should be drawn annually. One from the very bottom of the fuel tank, for visual inspection for free water and debris. The second sample from the supply line to the prime mover and sent to an accredited laboratory for testing for existing particulate and stability using ASTM Approved Test Methods.
3. Suggest implementation of a microbial contamination elimination program (if contamination is ever present): A biocide (Kathon 1.5P is recommended) should be introduced to the fuel per the manufacturer's recommendation to control microbial growth within the diesel fuel storage tank. Kathon 1.5P is an EPA-registered biocide in all 50 States. More details here: http://www.fueltechnologiesinternational.com/kathon-fp15.html.
4. Suggest treatment of the stored fuel for stability (if prolonged storage is anticipated): LTSA-35A is recommended as a chemical additive (treatment) that promotes diesel fuel stability. It is self-dispersing and does not require costly injection systems for introduction to the stored fuel. More details here: http://www.fueltechnologiesinternational.com/ltsa-35a.html.
These guidelines are general in nature. For specific applications, please contact your fuel maintenance system vendor to review any options or accessories that might be needed to ensure a reliable and safe design for your fuel system. Additional resources related to generator fuel systems are available at http://www.hurtado.cc/resources.htm.
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FUELN (TM) 1 new 20 gallon per minute 12 volt fuel transfer pump.
This is an excellent pump for kerosene, gasoline, diesel and many other fluids. Includes a high flow manual nozzle, 20 GPM pump, dispensing hose, and suction hose. The motor is housed inside a heavy duty cast iron casing. Rotary Vein Pump Will Run Off Your Truck 12V battery This unit is equipped with an endless screen and strainer 10 ft maximum vertical pump for diesel fuel (9' for gas)- distance from the surface of the fluid within the tank 11' 6 filling hose Adjustable suction hose: 41 - 23.5 1 diameter hoses 30 minute continuous duty cycle Manual nozzle with automatic emergency shut off
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It Also Includes A Filter For Use In Submersible Mode, Or When The Filter Is Removed, The Pump Can Be Used In Line. The Pump Is Compact, Only 5.5 Inches Tall And 1.5 Inches In Diameter. It Can Handle Up To 100 Gallons Of Water Per Charge. When Connected To A Car Battery, It Can Pump Endless Amounts Of Water. Features: Kit Includes: Pump, Hose, Spray Nozzle, Carry Case With Enclosed Battery, Ac Battery Charger, Battery Clip Adapter, And Vehicle Power Adapter. Pumps About 100 Gallons Per Charge. Suitable For Diesel, Fresh And Salt Water And Anti-Freeze. Quick Diesel Transfer With No Spillage. Water Transfer, Deck Shower, Or Deck Wash. Water Sy
This light duty rotary vane transfer pump is portable and self priming. The pump is cast iron and produces a flow rate of 10 GPM. It is powered by DC voltage. Battery cable with clips is included. The pump is compatible with diesel and antifreeze fluids.
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| Price : | Post Date : Sep 29, 2011 08:45:10Best value 12V DC pump for diesel, antifreeze and slurry transfers, out-of-order sump pumps, abrasive and filtration pumping, drum transfer, groundwater removal, drain dewatering and cleaning, spill cleanup and grease and oil collection. Flow (GPH): 300, Volts: 12, Amps: 5, Max. Total Head (ft.): 10, Max. Suction Lift (ft.): 10, Suction Port (in.): 3/4, Discharge Port (in.): 3/4, Self-Priming: Yes, Dimensions L x W x H (in.): 10 x 6 x 5
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