Advanced direct injection combustion engine technologies and by H Zhao

By H Zhao

Volume 2 of this two-volume set investigates diesel direct injection (DI) combustion engines, that are facing increasingly stringent emission laws all over the world. Direct injection diesel engines are in general extra effective and cleanser than oblique injection engines and as gasoline costs proceed to upward push DI engines are anticipated to realize in recognition for car purposes. exhaustive sections learn light-duty and heavy-duty diesel engines, fuel injection structures and after remedy platforms for DI diesel engines. the ultimate part addresses exhaust emission keep watch over recommendations, together with combustion diagnostics and modelling, drawing on respected diesel combustion process study and development.

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14 shows typical early EGR coolers. 15 shows a state-of-the-art EGR module with an aluminium EGR valve and cooler. The full potential of EGR in reducing NOx emissions will not be realised unless the EGR is cooled. This is because the EGR is at high temperature, hotter than the intake air it replaces, which results in an increase in the overall intake charge temperature. 5 litre TDI Transit. The use of cooled EGR enabled further reductions in NOx and particulates compared to the previous hot EGR system.

5 litre engine had been in production for 16 years with more than 3 million produced in naturally aspirated and, since 1992, also turbocharged form. The new engine was launched under the name Duratorq, but known internally and throughout the component industry as ‘Puma’. 2 litre version was also manufactured and tested. This engine was the first of the new breed of ‘four-valve per cylinder’ diesel engines for Ford. The engine had a deep-skirt grey cast iron cylinder block, with an aluminium ladder-frame to improve powertrain stiffness.

42 Advanced direct injection CET and development block and head castings. 5 mm crankshaft offset to the cylinders, whereby the cylinders were ‘ahead’ of the crankshaft; this had been known historically as the ‘Desaxe’ crankshaft setting. This layout thus reduces con-rod obliquity during the firing stroke, which Honda said reduces noise and improves fuel consumption. 3 bar was generated by a turbocharger. A stamped stainless steel exhaust manifold facilitated rapid warm-up for the close-coupled oxidation catalyst.

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