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    Unit Injector System

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    Edidjo Darwin
    The document discusses diesel fuel injection systems, focusing on Unit Injector Systems (UIS) and Unit Pump Systems (UPS). It explains that these systems inject precisely the right amount of fuel individually into each cylinder, resulting in more efficient combustion, higher output, lower fuel consumption, and reduced emissions. The operating concept of the UIS/UPS is described, involving four states: suction stroke to draw in fuel, initial stroke to return excess fuel, delivery stroke when the solenoid valve closes and injection begins as pressure builds, and residual stroke when the valve reopens and pressure drops off to end injection.

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    Unit Injector System

    Uploaded by

    Edidjo Darwin
    1K views3 pages
    The document discusses diesel fuel injection systems, focusing on Unit Injector Systems (UIS) and Unit Pump Systems (UPS). It explains that these systems inject precisely the right amount of fuel individually into each cylinder, resulting in more efficient combustion, higher output, lower fuel consumption, and reduced emissions. The operating concept of the UIS/UPS is described, involving four states: suction stroke to draw in fuel, initial stroke to return excess fuel, delivery stroke when the solenoid valve closes and injection begins as pressure builds, and residual stroke when the valve reopens and pressure drops off to end injection.

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    The document discusses diesel fuel injection systems, focusing on Unit Injector Systems (UIS) and Unit Pump Systems (UPS). It explains that these systems inject precisely the right amount of fuel individually into each cylinder, resulting in more efficient combustion, higher output, lower fuel consumption, and reduced emissions. The operating concept of the UIS/UPS is described, involving four states: suction stroke to draw in fuel, initial stroke to return excess fuel, delivery stroke when the solenoid valve closes and injection begins as pressure builds, and residual stroke when the valve reopens and pressure drops off to end injection.

    Copyright:

    Attribution Non-Commercial (BY-NC)
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    1K views3 pages

    Unit Injector System

    Uploaded by

    Edidjo Darwin
    The document discusses diesel fuel injection systems, focusing on Unit Injector Systems (UIS) and Unit Pump Systems (UPS). It explains that these systems inject precisely the right amount of fuel individually into each cylinder, resulting in more efficient combustion, higher output, lower fuel consumption, and reduced emissions. The operating concept of the UIS/UPS is described, involving four states: suction stroke to draw in fuel, initial stroke to return excess fuel, delivery stroke when the solenoid valve closes and injection begins as pressure builds, and residual stroke when the valve reopens and pressure drops off to end injection.

    Copyright:

    Attribution Non-Commercial (BY-NC)
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
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    Diesel Fuel-Injection Systems Unit Injector System (UIS)/ Unit Pump System (UPS)

    More and more demands are being made on modern internal-combustion engines. On the one hand they must become more powerful and quieter, while on the other they must at the same time be cleaner and use less fuel. Particularly in the dieselengine sector, tremendous advances have been made in the past few years thanks to the ongoing developments in fuel-injection technology. The Unit Injector System (UIS) and the Unit Pump System (UPS) are among the most significant innovations in this field. They inject precisely the right amount of fuel individually into each cylinder, at very high pressure, and at exactly the right moment in time. This results in considerably more efficient combustion than is the case with conventional injection systems. This, in turn, equates to higher output, less fuel consumption, and lower levels of noise and exhaust-gas emissions. In this Technical Instruction manual you will learn about the Unit Injector System (UIS) for passenger cars and commercial vehicles, and about the Unit Pump System (UPS) for passenger cars. The manual also contains information on how the individual components function, and on the interaction between them. The operating concept and the design of the high-pressure injection, the electronic control (EDC), and the sensor technology are dealt with in detail. Combustion in the diesel engine Fuel-injection characteristics The reduction of pollutant emissions UIS/UPS: System overview Fuel supply (low-pressure stage) Diesel fuel filters Fuel-supply pump Distributor tube, low-pressure pressure-control valve, ECU cooler Unit injector (UI) Installation and drive Design and construction Operating concept High-pressure solenoid valve Unit pump (UP) Nozzles and nozzle holders Nozzle holders Hole-type nozzles Electronic diesel control (EDC) Technical requirements System overview, system blocks UIS for passenger cars UIS and UPS for commercial vehicles Sensors PTC and NTC temperature sensors Micromechanical pressure sensors Rotation-speed/angle-of-rotation sensors Accelerator-pedal sensors Hot-film air-mass meter HFM5 ECU Operating conditions, design and construction, data processing EDC: Operating concept Data transmission to other systems 2 4 6 12 16 17 18 20 22 22 23 26 30 32 34 36 38 42 42 43 44 45 46 47 48 50 53 54 56 56 60 66 Diesel injection systems: Overview 8

    Actuators 70 Electropneumatic transducers 70 Continuous-operation braking systems, engine-fan control/start-assist systems 71

    Unit injector

    Operating concept
    Main injection
    The function of these single-cylinder injection-pump systems can be subdivided into four operating states (Fig. 1): Suction stroke (a) The follower spring (3) forces the pump plunger (2) upwards. The fuel in the fuel supply's low-pressure stage is permanently under pressure and flows from the low-pressure stage into the solenoidvalve chamber (6) via the bores in the engine block and the inlet passage (7). Initial stroke (b) The actuating cam (1) continues to rotate and forces the pump plunger downwards. The solenoid valve is open so that the pump plunger can force the fuel through the fuel-return passage (8) into the fuel supply's low-pressure stage. Delivery stroke and injection of fuel (c) At a given instant in time, the ECU outputs the signal to energise the solenoid-valve coil (9) so that the solenoid-valve needle is pulled into the seat (10) and the connection between the high-pressure chamber and the low-pressure stage is closed. This instant in time is designated the electrical start of injection or Beginning of the Injection Period, BIP, (also known as the Begin of injection period). The closing of the solenoid-valve needle causes a change of coil current. This is recognized by the ECU (BIP detection) as the actual start of delivery and is taken into account for the next injection process. Further movement of the pump plunger causes the fuel pressure in the high-pressure chamber to increase, so that the fuel pressure in the injection nozzle also increases. Upon reaching the nozzle-needle opening pressure of approx. 300 bar, the nozzle needle (11) is lifted from its seat and fuel is sprayed into the engine's combustion chamber (this is the so-called actual start of injection or start of delivery). Due to the pump plunger's high delivery rate,

    the pressure continues to increase throughout the whole of the injection process. Residual stroke (d) As soon as the solenoid-valve coil is switched off, the solenoid valve opens after a brief delay and opens the connection between the high-pressure chamber and the low-pressure stage. The peak injection pressure is reached during the transitional phase between delivery stroke and residual stroke. Depending upon pump type, it varies between max. 1800 and 2050 bar. As soon as the solenoid valve opens, the pressure collapses abruptly, and when the nozzle-closing pressure is dropped below, the nozzle closes and terminates the injection process. The remaining fuel which is delivered by the pumping element until the cam's crown point is reached is forced into the low-pressure stage via the fuel-return passage. These single-cylinder injection systems are intrinsically safe. In other words, in the unlikely event of a malfunction, one uncontrolled injection of fuel is the most that can happen. For instance: If the solenoid valve remains open, no injection can take place since the fuel flows back into the low-pressure stage and it is impossible for pressure to be built up. And since the high-pressure chamber can only be filled via the solenoid valve, when this remains closed no fuel can enter the high-pressure chamber. In this case, at the most only a single injection can take place. The unit injector is installed in the engine's cylinder head and is therefore subject to very high temperatures. In order to keep its temperatures as low as possible, it is cooled by the fuel flowing back to the low-pressure stage. Special measures applied in the fuel inlet to the unit injector ensure that differences in fuel temperature from cylinder to cylinder are kept to a minimum.

    26

    Fig. 1 Unit Injector (UI) and Unit Pump (UP): Functional principle

    Operating concept

    hM

    IS

    Operating states: a b c d 1 2 3 4 5 6 7 8 9 10 11 IS hM pe hN Suction stroke, Initial stroke, Prestroke, Residual stroke. Actuating cam, Pump plunger, Follower spring, High-pressure chamber, Solenoid-valve needle, Solenoid-valve chamber, Feed passage, Fuel-return passage, Coil, Solenoid-valve seat, Nozzle assembly. Coil current, Solenoid-valve needle stroke, Injection pressure, Nozzle-needle stroke.

    Coil current

    Solenoid-valve needle stroke

    Injection pressure

    Nozzle-needle stroke

    OT = TDC

    Crankshaft angle

    UMK1740E

    27

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