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1911- Frederick lamplough(UK) 1934-Arthur Fielden(US)General Motors two-stroke diesel engines 1994- Robert Bosch-1st electronic Unit Injector for commercial vehicles
It combines the injection pump and injection nozzle in one unit (Unit Injector).
This technology is also known as the PUMPNOZZLE SYSTEM
injection phase
pressure reduction phase.
Fill phase
The constant stroke pump element on the
way up draws fuel from the supply duct in
Spill phase
The pump element is on the way down,
and as long as solenoid valve remains de-energized the fuel line is open and fuel flows in through into the return duct.
Injection phase
The pump element is still on the way down, the solenoid is now energized and fuel line is now closed. The fuel can not pass back into return duct, and is now compressed by the plunger until pressure exceeds specific "opening" pressure, and the injector nozzle needle lifts, allowing fuel to be injected into the combustion chamber.
The
The
The
The first generation of UIS engines in commercial vehicles were capable of an injection pressure of 1,600 bar. The most recent stage of development of the second system generation achieves 1,800
bar.
Since 2004, the third generation has been on the market. This can realize injection pressures of up to 2,200 bar.
Commercial vehicles
output: 80 kW/cylinder
Control:
Injection
Injected
pressure:1800 bar
fuel quantity: 400 mm3 per stroke
exhaust-gas
values better than those prescribed by the EU4 regulations. good degree of efficiency and high torque with low fuel consumption . This means more performance, lower fuel consumption and reduced exhaust and noise emissions.
1.Bosch
2.The feature of the UPS is that each engine cylinder has a unit pump of its own. 3.high-pressure pump with integrated solenoid valve, a short injection fuelinjection line, a pressure-delivery connection and a conventional nozzle-and-holder assembly.
1.pressure is built up by the engine camshaft. 2.The cam is shaped in such a way that the desired high pressure of the fuel is generated as quickly as possible in the so-called plunger chamber 3.solenoid valve determines both start and finish of injection. 4.The triggering duration determines the amount of fuel injected.
Commercial vehicles
output: 80 kW/cylinder
Control:
Injection
pressure: 1600 bar / 1800 bar Injected fuel quantity: 150 mm3 / 400 mm3 per stroke
1.injection pressures of up to 2,200 bar. 2.Engine manufacturers save development costs. 3.damaged pump/valve units are simple to exchange. 4.performances of up to 92 kW per cylinder and with four to 18 cylinders. 5.A second control unit is required if the number of cylinders exceeds eight.
The
primary disadvantages of direct injection engines are complexity and cost. injection systems are more expensive
Direct