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Common rail fuel system on a Volvo truck engine. In 1916 Vickers pioneered the use of mechanical common rail systems in G-class submarine engines. For every 90° of rotation, four plunger pumps allowed a constant injection pressure of 3,000 pounds per square inch (210 bar; 21 MPa), with fuel delivery to individual cylinders being shut off by valves in the injector lines. [1]
Denso HP3-based common rail with system injection pressure increased to 2,000 bar (29,000 psi) common rail injectors that have 10 spray small 0.119 mm (0.0047 in) holes (instead of the 6 used on the MZR-CD 2.0) and higher response solenoids
The atomisation quality is relative to the injection pressure, which means that a relatively low injection pressure (compared with direct injection) is sufficient for multi-point injected engines. A low injection pressure results in a low relative air-fuel velocity, which causes large, and slowly vapourising fuel droplets. [8]
The regulator is adjusted to control the downstream pressure, which will limit the maximum flow of gas out of the cylinder at the pressure shown by the downstream gauge. For some purposes, such as shielding gas for arc welding, the regulator will also have a flowmeter on the downstream side.
At to high basic charging pressure a negative adaptation occurs and maximum charging pressure cannot be achieved. In addition there is a substantial risk of engine damage since the charging pressure can’t be lowered enough when regulating with attention to pre ignition/pinging. Basic charging pressure shall be 0,40 ±0,03 bar (5,80 ±0,43 PSI).
It featured 200 bars (20 MPa; 2,900 psi) of chamber pressure, with a thrust of 1 meganewton (220,000 lb f) and used the SpaceX-designed SX500 alloy, created to contain hot oxygen gas in the engine at up to 12,000 pounds per square inch (830 bar; 83 MPa). [35]
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