Common Rail Fuel Injector Control Valve F00VC01201

Common Rail Fuel Injector Control Valve F00VC01201
Common Rail Fuel Injector Control Valve F00VC01202
Common Rail Fuel Injector Control Valve F00VC01303
Common Rail Fuel Injector Control Valve F00VC01305
Common Rail Fuel Injector Control Valve F00VC01306

Email:eric at china-lutong dot net
wechat/whatsapp:+0086/135/1405/ 8328

6SF

China Lutong Parts Plant is a professional manufacturer of diesel auto
parts, integrating production, sales and service. Through the exhibition, we
will broaden our horizons, open up ideas, learn advanced technologies, and
share and cooperate to expand the company's visibility and influence in the
oil pump nozzle industry. As an expert in diesel injection systems, our main
products to show: common rail system spare parts. This time we recommend
common rail system products such as common rail nozzles, Common rail control
valves, common rail injectors, etc. .Of course, mechanical pump system
products also welcome to enquiry: for example, VE, DPA, DPS and DP200. head
rotor ans so on.

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 appliion Engines include SCANIA, ,
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 prep6SFtion 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 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 ch6SFcterized 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.

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