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How Diesel engine fuel injector nozzle work?
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 Advantage:
1.High quality products
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4.competitive factory price
5.Complete after-sale service system
How Diesel engine fuel injector nozzle work?
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, , FIAT, MASSEY FERGUSON, AND
AGRICULTURE CONSTRUCTION MACHINE DIESEL and so on...
PUE-Mandy
whatsapp:+8613386901265
mandy(at)china-lutong(doc).net
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.
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