Stanadyne DE Leitfaden

Model DE

Electronically Controlled

Diesel Fuel Injection Pump

Operation and Instruction Manual

CONTENTS

GENERAL

A. Purpose of the Manual

B. Model Number System

C. General Information

SECTION 1

CONSTRUCTION AND OPERATION

A. Components and Function

B. Electrical Circuitry

C. Fuel Flow

D. Transfer Pump

E. Transfer Pump Regulator

F. Charging

G. Discharging, Spill-Pump-Spill

H. Snubber Plates

I. Return Fuel Circuit

J. Dynamic Pump Timing

SECTION 2

DISASSEMBLY

SECTION 3

CLEANING AND PARTS INSPECTION

A. Component Inspection

B. Poppet Valve Shims

C. Supplementary Inspection

SECTION 4

REASSEMBLY

SECTION 5

TEST BENCH REQUIREMENTS AND

PROCEDURES

A. Special Test Equipment Requirements

B. Test Bench Setup

SECTION 6

GENERAL DATA

A..Torque Values

B. Exploded View

GENERAL

A. Purpose Of The Manual

This manual is expressly intended to pro-

vide qualified, trained diesel fuel injection

technicians the information necessary to

disassemble, reassemble and prepare to

test the Stanadyne DE electronic diesel fuel

injection pump. In addition to this manual

all special tools and test equipment as out-

lined herein are needed plus all service

pertinent literature, the individual pump

specification containing the calibration in-

formation and a parts breakdown.

This manual is not intended to be used by

untrained, inexperienced persons to at-

tempt to service the product. Such unau-

thorized service could result in violations

of emission regulations, pump damage or

possibly even engine damage. No service

should be performed on the DE pump be-

fore studying this manual and becoming

familiar with the principles and instructions

which follow.

B. Model Number System

The following information appears on the

DE pump nameplate.

1. Date Code – reference Service Bulle-

tin 439

2. Model Number – See description that

follows

3. Assembly Plant (J = Jacksonville, North

Carolina

4. Serial Number

5. Customer Part Number

The model number describes the DE pump

as follows:

a b c d e

DE 2 4 35 5780

a. DE = D series pump, E electronic

b. 2 = two pumping plungers

c. 4 = number of cylinders served

d. 35 = abbreviation of the pumping

plunger diameter. In this case - .350

inch

e. 5780 = specification number. Deter-

mines the selection of parts and adjust-

ments for a given application. Must be

included in any reference to the pump

C. General Information

The model DE pump is described as an

opposed plunger, rotary distributor, elec-

tronically controlled, spill solenoid type of

pump. When the spill-pump-spill control

strategy is employed by the equipment’s

Electronic Control Unit (ECU), the pump

can be described as a variable beginning

and ending of injection type.

iii

780

RE 507968

SECTION 1 - CONSTRUCTION AND

OPERATION

Model DE Electronic

Fuel Injection Pump

A. Components and Functions (Figure

1.1)

The main components of the DE pump are

pictured above in Figure 1.1. They include:

1. Fuel Inlet Fitting

2. Return Line Connector/Housing

Pressure Regulator

3. Heavy Duty Drive Shaft

4. Transfer Pump

5. Cam Ring

6. Distributor Rotor

7. Poppet Valve

8. Fuel Control Solenoid

9. Discharge Fittings with Snubber

Components

The main rotating components are the drive

shaft, the cam roller shoes and cam rollers,

transfer pump blades and their retainer, and the

distributor rotor and poppet valve.

In the DE pump Shown in Figure 1.1, the drive

shaft is supported at both ends by needle bear-

ings and carries the two cam roller shoes and

cam rollers. It also incorporates a slot, which

engages with a tang on the distributor rotor to

drive the latter. As the drive shaft is rotated, in-

ternal lobes on the cam ring drive the cam roll-

ers and shoes inward, simultaneously displac-

ing the two opposed pumping plungers carried

in the rotor. The number of cam lobes equals

the number of engine cylinders being served.

1. 2.

3 .

6. 7.

The distributor rotor in the 4-cylinder design of

the DE pump incorporates no charging ports

whereas the six cylinder design incorporates

one. Both designs incorporate one discharge

port. In the four-cylinder pump all charging fuel

must pass around the poppet valve that re-

Fig. 1.1

MANIFOLD

ABSOLUTE

PRESSURE

ENGINE

COOLANT

TEMPERATURE

CRANKSHAFT

REFERENCE

(1 PULSE/CYL)

ELECTRONIC

CONTROL

UNIT

INJECT

PULSE

Return Fuel Temperature

MANIFOLD

ABSOLUTE

PRESSURE

ENGINE

COOLANT

TEMPERATURE

CRANKSHAFT

REFERENCE

(1 PULSE/CYL)

MANIFOLD

ABSOLUTE

PRESSURE

ENGINE

COOLANT

TEMPERATURE

CRANKSHAFT

REFERENCE

(1 PULSE/CYL)

ELECTRONIC

CONTROL

UNIT

INJECT

PULSE

ELECTRONIC

CONTROL

UNIT

INJECT

PULSE

Return Fuel Temperature

mains open during the charging phase of the

pump sequence

The DE hydraulic head assembly contains the

bore in which the rotor revolves, and the charg-

ing and discharge ports, a high-pressure ac-

cumulator to absorb the pressure spikes from

the fuel spilling event and a

low-pressure accumulator to

assist with rotor charging at

high speeds. The head also in-

corporates discharge fittings

each of which contains a snub-

ber plate, snubber seat, snub-

ber spring and retaining screw.

The snubber plates are de-

signed to control the injection

pressure following and between

each injection to prevent sec-

ondary injections or other unde-

sirable injection line pressure

characteristics.

B. Electrical Circuitry (Figure 1.2 and 1.3)

The DE pump only incorporates one sensor, a

thermistor that provides the Engine Control

Module (ECM) with fuel temperature data.

The OEM’s equipment ECM switches current

DE-10

Pump

Fig. 1.2

to the pump solenoid on and off. On the early

part of the pumping cam ramp the solenoid, in

most situations, will remain un-energized allow-

ing the plunger displaced volume to be spilled.

At a precise moment in the discharge se-

quence the ECM energizes the solenoid mov-

ing the armature pin in contact with the rotor

mounted poppet valve causing the valve to seat

and seal. When the poppet valve seals, injec-

tion pumping commences. When the ECM pro-

gram determines that the engine has received

the correct amount of fuel, the current to the

solenoid is interrupted allowing the poppet valve

to unseat spilling the remainder of the fuel

charge. Hence the DE pump has a spill-pump-

spill fueling strategy.

Engine Control

Module

1. Armature Pin

2. Poppet Valve

3. Solenoid Terminal (2)

4. Solenoid Assy.

5. Armature Cover

Retainer

6. Adjustable Spacer

Retainer

7. Adjustable Spacer

(Crush Washer)

Fig 1.3

Return Fuel Temperature

Crankshaft

Reference (1

pulse/CYL)

Engine

Coolant

Temperature

Manifold

Absolute

Pressure

Inject

Pulse

Lube Oil

Injection Pressure

Housing Pressure

Transfer Pump

Pressure

C. Fuel Flow (Figures 1.4 and 1.5)

If so equipped, fuel is drawn from the tank by

a mechanical or electric

lift pump and flows

through a fuel filter and

water separator and

then to the inlet of the in-

jection pump. The lift

pump produces a posi-

tive pressure, but of

more importance, a

solid column of fuel at

the inlet of the injection

pump.

The fuel then flows into

the vane type transfer

pump where it is pres-

surized from 0 to ap-

proximately 160 psi de-

pending on pump

speed.

Pressurized fuel then flows from a transfer

pump porting screw through a passage on

the side of the housing, through the head lock-

ing screw to a passage through the hydraulic

head to the spill chamber. (Pumps with charg-

ing ports also direct this fuel to the charging

annulus in the hydraulic head.) Located be-

tween the head locking screw and the spill

chamber is a passage way that allows fuel

pressure to act on the charging accumulator.

The DE pump has no built-in governor. Gover-

nor regulation, high and low idle speeds, throttle

progression and injection timing are all sensed

and controlled by the ECM hardware and soft-

ware. Injection pump adjustments are limited to

transfer pump pressure and return oil quantity .

Fig. 1.4

At high speeds the charging accumulator

adds its volume of fuel to the volume of

transfer pump supplied fuel insuring com-

plete pumping plunger charging.

The hydraulic head also contains a pas-

sage, which connects transfer pump pres-

sure to the interior of the housing. Located

in this passage is a vent wire assembly

which permits a small flow of fuel to be

vented into the housing as well as purging

any air entrained in the fuel. From the hous-

ing the air can be vented from the pump

via the return line connector/housing pres-

sure regulator and returned to the fuel tank.

This flow of return oil to the fuel tank also

serves to carry the heat from the pump dur-

ing operation.

Fuel not used for injection and not inter-

nally leaked into the housing flows

through a return passage in the hydraulic

head. This fuel is also ported to a high-pres-

sure spill accumulator that absorbs pres-

sure spikes created by the spilling of in-

jection pressure into transfer pump pres-

sure at the end of each discharge pump-

ing sequence. Another head locking screw

connects this passage through the hydraulic

head with a passage on the side of the

housing, which is plumbed, to the back-

side of the transfer pump pressure regu-

lator piston. When this pressure becomes

high enough to move the regulating pis-

ton against the force exerted by the trans-

fer pump regulating spring, the piston’s

movement uncovers a regulator slot al-

lowing this fuel to be bled back to the in-

let side of the transfer pump.

D. Transfer Pump (Figures 1.6a, b, c)

The positive displacement vane type fuel

transfer pump consists of a stationary liner

and four spring-loaded blades that are car-

ried in slots in a drive shaft driven blade

retainer. Since the inside diameter of the

liner is eccentric to the drive shaft axis, ro-

tation of the shaft, blade retainer and

blades results in the blades moving up and

down in their slots. This rotation and blade

movement results in changes in volume

between each adjacent pair of blades.

Figures 1.6a through 1.6c illustrate the

pumping principle. Radial movement

causes a volume increase in the quadrant

between blades 1 and 2 (Figure 1.6a). In

this position the increasing quadrant is in

registry with a kidney shaped inlet slot in

the porting plate. The increasing volume

causes fuel to be drawn in from the kidney

slot area. After blade 2 passes out of reg-

Fig. 1.6a Liner

Blade 2

Blade 1

Then, as blade 1 passes the edge of the

outlet kidney slot, located 180°from the in-

let slot, (Figure 1.6c) the charge of fuel be-

gins to be pressurized and flows into the

outlet slot. As the drive shaft rotates, the

istry with the kidney slot and the volume be-

tween blades 1 and 2 no longer increases,

the fuel between the blades is carried

around to the top of the liner (Figure 1.6b).

Inlet Port

Fig. 1.6b

Blade 1 Blade 2

Fig. 1.6c

Blade 1

Blade 2

Outlet Port

volume between blades 1 and 2 now be-

gins to decrease forcing the fuel charge

into the kidney slot. Pressurization contin-

ues until blade 2 passes out of registry with

the outlet kidney slot.

A small drilling in the face of the porting

plate allows transfer pressure to flow into

the counter bore in the blade carrier where

the blade spring is located. This provides

equal pressure at both ends of the blade

to provide pressure balancing.

E. Transfer Pump Regulator (Figure

1.7)

The DE pump utilizes a transfer pump pres-

sure regulator similar to the type used in

the DS and DB/DC pumps. It consists of a

regulator sleeve that houses a regulating

piston, piston stop, spring and an adjust-

ing plug assembly. The sleeve also incor-

porates a regulating slot and has a filter

screen before the piston stop to prevent

debris from lodging in the regulating slot.

As mentioned earlier, transfer pump pres-

sure is regulated after passing through the

DE and DS pumps as opposed to the other

D series pumps where the pressure is

regulated prior to flowing through the pump.

After filling the various circuits within the

injection pump, the pressurized fuel passes

through the end of the regulator sleeve

Regulating

Sleeve

Assembly

Adjusting

Plug

Assembly

Piston

Stop

Spring

Regulating

Piston

Fig. 1.7

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