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Diesel engine technology has advanced by seeming light-years over the last decade or so. Gone are the days when sulfur laden black, sooty diesel smoke spewing out of the stacks of semi trucks. The lumbering and cantankerous beasts that filled the roadways--and clogged our airways--after the oil shock of the late seventies and early eighties are now just a memory. Though diesels have always been very fuel efficient, stringent emissions laws and expectations of performance by the car buying public have forced developments that have taken the lowly diesel from an embarrassment to be endured all the way to clean air and economical powerhouse champions. Mechanical indirect-injection Diesels of yore relied on a simple and effective--yet not altogether efficient and accurate method of distributing fuel to the engine's combustion chambers. The fuel pump and injectors on early diesels were completely mechanical, and though precision machined and ruggedly built, the working pressure of the fuel system was not sufficiently high enough to render a sustained and well-defined spray pattern of fuel. And in these old mechanical indirect systems, the pump had to do double duty-not only supplying fuel system pressure, but also acting as the timing and delivery device (pump pressure forced the mechanical injectors to open). Additionally, these elementary systems relied on simple mechanical inputs (there were no electronics yet) such as fuel pump RPMs and throttle position to meter their fuel delivery. Subsequently, they often delivered a shot of fuel with a poor and ill-defined spray pattern that was either too rich (most often) or too lean, that resulted in either a rich belch of sooty black smoke or insufficient power and a struggling vehicle. To make matters worse, the low pressure fuel had to be injected into a pre-chamber to insure proper atomization of the charge before it could mosey into the main combustion chamber to do its work. Hence the term indirect-injection. And if the engine was cold and the outside air was cold, things really got lethargic. Though the engines had glow plugs to help them start, it would take several minutes of running time before they were sufficiently heat soaked to allow smooth running. Why such a bulky, multi-stage process? And why so much trouble with cold temperatures? The main reason is the nature of the diesel process and the limitations of early diesel technology. Unlike gasoline engines, diesels have no spark plugs to ignite their fuel mixture--they depend on heat generated by the intense compression of air in the cylinders to ignite the fuel when it's sprayed into the combustion chamber. And when cold, they need the assistance of glow plugs bolster the heating process. And furthermore, since there is no spark to initiate combustion, the fuel must be introduced to the heat as an extremely fine mist in order to properly ignite.

Electronic Common Rail Direct Injection (CRD) Modern diesels owe their resurgence in popularity to advances in fuel delivery and engine management systems that allow the engines to return power, performance and emissions equivalent to their gasoline counterparts, while simultaneously producing superior fuel economy. It's the high pressure fuel rail and the computer controlled electronic injectors that make all the difference. In the common rail system, the fuel pump charges the fuel rail at a pressure of up to 25,000 psi--but unlike indirect injection pumps--it is not involved in fuel discharge. Under the control of the onboard computer, this fuel quantity and pressure accumulates in the rail independently of engine speed and load.

Each fuel injector is mounted directly above the piston within the cylinder head (there is no pre-chamber) and is connected to the fuel rail by rigid steel lines that can withstand the high pressure. This high pressure allows for a very fine injector orifice that completely atomizes the fuel and precludes the need for a pre-chamber. The actuation of the injectors comes via a stack of piezo electric crystal wafers that move the jet needle in tiny increments allowing for the spray of fuel. Piezo crystals function by expanding rapidly when an electric charge is applied to them. Like the fuel pump, the injectors are also controlled by the engine computer and can be fired in rapid succession several times during the injection cycle. With this precise control over injector firings, smaller, staggered quantities of fuel delivery (5 or more) can be timed over the course of the power stroke to promote complete and accurate combustion. In addition to timing control, the short duration, high pressure injections allow a finer and more accurate spray pattern that also supports better and more complete atomization and combustion. Through these developments and improvements, the modern common rail direct injection diesel engine is quieter, more fuel efficient, cleaner, and more powerful than the indirect mechanical injection units they have replaced.

Common Rail
Diesel fuel is injected under high pressure (ca. 1.350 bar) from a common rail for all cylinders. Advantage is lower fuel consumption, smoother run and cleaner burning of the fuel. Originally developed by Marelli (FIAT) and further developed by Bosch. The sophisticated common rail injection system from Mercedes, as featured e.g. in the CClass (W202, W203), E-Class (W210) and S-Class (W220) CDI variants, represents the ideal compromise between economy, torque, ride comfort and durability. Whereas conventional direct injection diesel engines need to build up the fuel pressure over and over again for each injection cycle, pressure in the CDI power plant is built up independently of the injection sequence and is constantly available in the fuel line.

The common rail which precedes the cylinders serves as a pressure reservoir and distributes the fuel to the injectors at a constant pressure of up to 1600 bar. Based on the instructions from the electronic engine management unit, high-efficiency solenoid valves in the injectors govern both the injection timing and the quantity of fuel injected for each cylinder combustion chamber individually, in order to match current requirements. In other words, pressure build-up and fuel injection take place quite independently of one another, which is the key advantage of the common rail system over conventional processes. Pilot injection in CDI diesel engines can be governed just as flexibly to match current requirements as the main injection stage; a few milliseconds prior to actual injection, a small quantity of diesel fuel flows into the cylinders, ignites and thus preheats the combustion chambers.

CDI Common Rail Direct Injection

With diesel engines fuel pressure of up to 1.350 bar is maintained throughout a single line the common rail and distributed to the injector nozzles. Non-CDI diesel engines use separate lines to the individual cylinders with lower pressure.

Top US award forMercedes-Benz six-cylinder diesel engine The Mercedes-Benz six-cylinder CDI power plant is one of the best engines in the American market. US auto magazine Wards has selected the powerful, yet economical, direct-injection diesel as a winner of the Ten Best Engines Award 2005

Six cylinders, a turbocharger, charge-air cooling, common-rail direct injection these are the key characteristics of the award-winning diesel unit in the E 320 CDI, which has been conspicuously successful ever since Mercedes-Benz began selling it in the US market in spring 2004. This direct-injection diesel offers an exemplary combination of high-performance acceleration, impressive pulling power and perfectly smooths running characteristics with favorable fuel consumption. With its output of 150 kW/204 hp and maximum torque of 500 Newton meters, which is available from just 1800 rpm, the six-cylinder unit in the E 320 CDI consumes only 6.9 liters per 100 kilometers (NEDC combined consumption). This means that a full tank of fuel (80 liters) gives the Saloon a range of 1100 kilometers. Able to accelerate from standstill to 100 km/h in 7.7 seconds and on to a top speed of 240 km/h, the diesel-powered E 320 CDI can hold its own with comparable petrol-driven models.

US auto magazine Wards is presented Mercedes-Benz with the Ten Best Engines of 2005 award yesterday on the occasion of the North American International Auto Show in Detroit.

This improves conditions for the main injection, which has a positive effect on combustion noise and nitrogen oxide emissions.