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The injector nozzle is connected to the injector by the lower
holder. Some of the injector is connected to the combustion
chamber from the engine block as we mentioned earlier. The fuel
from the fuel pump through the injector passes through the
injector and reaches the injector nozzle.
China-Lutong as China's leading diesel injection system
specialists with over 20 years experience, we hope to meet you in
our booth and have a meeting. This largest international
automotive aftermarket trade show in the Middle East,
Automechanika Dubai acts as the central trading link for markets
that are difficult to reach connecting the wider Middle East,
Africa, Asia and key CIS countries. Please kindly take a note of
our stand place in the fair:
Our Diesel Fuel Injection Spare Parts application Engines include
SCANIA, VOLVO, MAN, MERCEDES BENZ, DAF, FORD, CUMMINS, IVECO,
TOYOTA, ISUZU, MITSUBISHI, NISSAN, DONGFENG FAW, FOTON, JAC,
CUMMINS, BUS TRUCK PICK UP PARTS, JOHN DEERE, FIAT, MASSEY
FERGUSON, AND AGRICULTURE CONSTRUCTION MACHINE DIESEL and so
on...
The merits of the common rail fuel injection system architecture
have been recognized since the development of the diesel
engine.Lower fuel pump peak torque requirements. As high speed
direct injection (HSDI) engines developed, more of the energy to
mix the air with fuel came from the fuel spray momentum as
opposed to the swirl mechanisms employed in older, IDI combustion
systems. Only high pressure fuel injection systems were able to
provide the mixing energy and good spray preparation needed for
low PM and HC emissions. To generate the energy required to
inject the fuel in approximately 1 millisecond, the conventional
distributor pump would have to provide nearly 1 kW of hydraulic
power in four 1 ms bursts per pump revolution, thus placing
considerable strain on the drive shaft. One of the reasons behind
the trend toward common rail systems was to minimize the maximum
pump torque requirement. While the power and average torque
requirements of the common rail pump were similar, high pressure
fuel delivery is to an accumulator and thus the peak flow rate
(and peak torque required to drive the pump) does not have to
coincide with the injection event as is the case with the
distributor pump. Pump discharge flow can be spread out over a
longer portion of the engine cycle to keep pump torque demand
more even.
Improved noise quality. DI engines are characterized by higher
peak combustion pressures and, thus, by higher noise than IDI
engines. It was found that improved noise and low emissions were
best achieved by introducing pilot injection(s). This was most
easily realized in the common rail system, which was capable of
stable deliveries of small pilot fuel quantities over the entire
load/speed range of the engine.