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Video Petrol Injection 1
Video Petrol Injection 2
Video Petrol Injection 3
Video Petrol Injection 4
Video Petrol Injection 5
Video B-Dir. Combustion
Video Dir. Petrol Injection 1
Video Dir. Petrol Injection 2
Video Dir. Petrol Injection 3
Video Dir. Petrol Injection 4
Video Dir. Petrol Injection 5
Video Petrol Injection Kugelf.
Video Homog. Working
Video Stratified-charge Oper.
Video Fuel Distrib.
Video Induction System
Video Petrol Injection Signal 1
Video Petrol Injection Signal 2
Video Idle Speed Device
Video Mass Air Flow Sensor 1
Video Mass Air Flow Sensor 2
Video Mass Air Flow Sensor 3
Video System Press. Reg. 1
Video System Press. Reg. 2
Video Injection Valve
Video Ind. Pulse Generator
Video Single Point Injection 1
Video Single Point Injection 2
Video Single Point Injection 3
Video Single Point Injection 4
Video Unregistrated Air
Video Lambda Sensor 1
Video Lambda Sensor 2
Video Lambda Sensor 3
Video Lambda Sensor 4
Video Lambda Sensor 5
Video Thermo Time Switch
Video Side-channel Pump
Video Peripheral Pump

Video First Fuel Pump
Video Petrol Injection Pump
Video D-Jetronic (MPI)
Video K-jetronic
Video KE-jetronic
Video KE-Jetroncic - Test, Diagn.
Video L-jetronic
Video LE-jetronic
Video LE-motronic
Video LH-jetronic
Video Vol. Air Flow Sensor
Video Idle Speed Device
Video Aux. Air Valve
Video Thermo Time Switch
Video Roller Vane Pump

Video Petrol injection 1
Video Petrol injection 2


          A B C D E F G H I J K L M N O P Q R S T U V W X Y Z

Direct Petrol Injection 2009










In the meantime, the Piezo-technology is also available for the direct-petrol-injection. The maximum pressure still stands at about 200 bar. In contrast to the first Piezo-diesel generation, there is no hydraulic transformation. Nonetheless the Piezo crystals do not have a direct effect on the opening mechanism. In this case, the hydraulic coupling has rather the job of providing a compensation, e.g., in the warming of the entire mechanism. A comparison with the hydraulic valve clearance compensation would not be that far off the mark.

An interesting factor is the quantity control, which is no longer exclusively initiated through the change in injected fuel. With the inlet manifold injection the end of supply at full load, can in principle, be moved so far back that it meets the injection begin. This would then be in fact, a continuous injection. This is not possible with the direct injection. To utilise the relatively shorter timing, the beginning of supply is also incorporated.

Actually the tendency towards downsizing in modern engines is posing more problems for the engineers. It's all about the spreading of the idle running amount, with 1-2 milliseconds injection time, right up to full load. The engines have a lower consumption, but at the same time, possibly more maximum performance. If, at the same time the available degree of the crank angle shrinks, one can envisage the problems that arise e.g., with the dimensioning of the intake diameter. The range between minimum and maximum injection increases. 07/10


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Translator: Don Leslie - Email: lesdon@t-online.de

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