Scribd
Upload
1K views26 pages

Overview of Unit Injector Systems

1. The unit injector system, also known as the pump-nozzle system, combines the injection pump and injection nozzle into a single unit. 2. It operates in four phases: fill, spill, injection, and pressure reduction. The solenoid valve controls the timing and duration of the injection phase. 3. Bosch was the first manufacturer to develop this system for commercial vehicles in 1994, allowing for higher injection pressures and more precise fuel delivery control through an electronic control unit.

Uploaded by

Kumar Byes
Copyright
© Attribution Non-Commercial (BY-NC)
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PPTX, PDF, TXT or read online on Scribd
1K views26 pages

Overview of Unit Injector Systems

1. The unit injector system, also known as the pump-nozzle system, combines the injection pump and injection nozzle into a single unit. 2. It operates in four phases: fill, spill, injection, and pressure reduction. The solenoid valve controls the timing and duration of the injection phase. 3. Bosch was the first manufacturer to develop this system for commercial vehicles in 1994, allowing for higher injection pressures and more precise fuel delivery control through an electronic control unit.

Uploaded by

Kumar Byes
Copyright
© Attribution Non-Commercial (BY-NC)
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PPTX, PDF, TXT or read online on Scribd
  • Introduction
  • History of Unit Injectors
  • Overview of Unit Injectors
  • Construction of UIS
  • Operation Phases
  • Solenoid Valve Function
  • Types of UIS
  • Advantages of UIS
  • Unit Pump System (UPS)
  • UPS Type Specifications
  • Advantages and Disadvantages of UPS
  • Conclusion

By KUMAR

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

filling phase spill phase

injection phase
pressure reduction phase.

Fill phase
The constant stroke pump element on the
way up draws fuel from the supply duct in

to the chamber, and as long as


electric solenoid valve remains deenergized fuel line is open.

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.

Pressure reduction phase


The plunger is still on its way down, the engine ECU de-energizes the solenoid when required quantity of fuel is delivered, the fuel valve

opens, fuel can flow back into return duct,


causing pressure drop, which in turn causes the injector nozzle needle to shut, hence no more fuel is injected.

The

start of an injection is controlled by the solenoid closing point.


injected fuel quantity is determined by the closing time, which is the length of time the solenoid remains closed.

The

The

solenoid operation is fully controlled by the engine ECU.

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.

Applications: Power No.

Commercial vehicles

output: 80 kW/cylinder

of cylinders: 8 (more with 2 ECUs) Electronic, solenoid valve

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.

[Link]

was the worlds first manufacturer in 1995.

[Link] feature of the UPS is that each engine cylinder has a unit pump of its own. [Link]-pressure pump with integrated solenoid valve, a short injection fuelinjection line, a pressure-delivery connection and a conventional nozzle-and-holder assembly.

[Link] is built up by the engine camshaft. [Link] 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 [Link] valve determines both start and finish of injection. [Link] triggering duration determines the amount of fuel injected.

Applications: Power No.

Commercial vehicles

output: 80 kW/cylinder

of cylinders: 8 (more with 2 ECUs) Electronic, solenoid valve

Control:

Injection

pressure: 1600 bar / 1800 bar Injected fuel quantity: 150 mm3 / 400 mm3 per stroke

[Link] pressures of up to 2,200 bar. [Link] manufacturers save development costs. [Link] pump/valve units are simple to exchange. [Link] 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

You might also like