ice report final

8/17/2019 ICE Report Final

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1. Abstract

Loo'in$ at t e /.- million )ear" "in#e man a" e>ol>ed t e in>ention of pa""en$er

#ar" "eem" onl) )e"terda)6 but "in#e t e fir"t #ar" produ#ed b) Sir +enr) Ford t ere a>e

been tremendou" a# ie>ement" in t e field of en$ine performan#e and de"i$n. ,e no&a>e en$ine" runnin$ on #ountle"" 'ind" of fuel" produ#in$ un7ima$inable po&er output".

Amon$ t e man) fa#tor" re"pon"ible for impro>ement in t e en$ine a" been t e fuel

in@e#tion ")"tem &it t e addition of #)linder" and >ariou" ot er #omponent". T e in@e#tor

a" been a "tep for&ard from t e a$e7old #arburetor6 t ereb) impro>in$ t e performan#e of

t e en$ine.

One no& a" t e # oi#e of >ariou" fuel in@e#tion ")"tem" "u# a"*. Inline t)pe

. 2i"tributor t)pe

/. Common rail t)pe

,it t e "tate7of7t e7art #ommon7rail dire#t fuel in@e#tion &e a>e a# ie>ed an ideal

#ompromi"e bet&een e#onom)6 tor!ue6 ride #omfort and lon$ life. , erea" #on>entionaldire#t7in@e#tion die"el en$ine" mu"t repeatedl) $enerate fuel pre""ure for ea# in@e#tion6 in

t e Common rail in@e#tion en$ine" t e pre""ure i" built up independentl) of t e in@e#tion

"e!uen#e and remain" permanentl) a>ailable in t e fuel line. Call" for lo&er fuel

#on"umption6 redu#ed e: au"t $a" emi""ion"6 and !uiet en$ine" are ma'in$ $reater demand"

on t e en$ine and fuel in@e#tion ")"tem. T e"e demand" #an onl) be met b) a fuel in@e#tion

")"tem t at atomiBe" fuel at t e noBBle finel) enou$ and at i$ in@e#tion pre""ure. At t e

"ame time t e in@e#ted fuel !uantit) mu"t be >er) pre#i"el) metered6 t e rate of di"# ar$e#ur>e mu"t a>e an e:a#t " ape6 and pre7in@e#tion and "e#ondar) in@e#tion mu"t be

performable. A ")"tem t at meet" t e"e demand" i" t e #ommon rail fuel in@e#tion ")"tem.

T e #ommon rail up"tream of t e #)linder" a#t" a" an a##umulator6 di"tributin$ t e fuel to

t e in@e#tor" at a #on"tant pre""ure of up to *-88 bar. +ere i$ 7"peed "olenoid >al>e"6

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re$ulated b) t e ele#troni# en$ine mana$ement6 "eparatel) #ontrol t e in@e#tion timin$ and t e

amount of fuel in@e#ted for ea# #)linder a" a fun#tion of t e #)linder " a#tual need.

Common7rail te# nolo$) i" intended to impro>e t e pul>eriBation pro#e"". Con>entional dire#t

in@e#tion die"el en$ine" mu"t repeatedl) $enerate fuel pre""ure for ea# in@e#tion. (ut in t eCR2I en$ine" t e pre""ure i" built up independentl) of t e in@e#tion "e!uen#e and remain"

permanentl) a>ailable in t e fuel line.

CR2I ")"tem t at u"e" an ion "en"or to pro>ide real7time #ombu"tion data for ea# #)linder. T e

#ommon rail up"tream of t e #)linder" a#t" a" an a##umulator6 di"tributin$ t e fuel to t e

in@e#tor" at a #on"tant pre""ure of up to *-88 bar. +ere i$ 7"peed "olenoid >al>e"6 re$ulated b)

t e ele#troni# en$ine mana$ement6 "eparatel) #ontrol t e in@e#tion timin$ and t e amount of fuel

in@e#ted for ea# #)linder a" a fun#tion of t e #)linder " a#tual need. In ot er &ord"6 pre""ure$eneration and fuel in@e#tion are independent of ea# ot er. T i" i" an important ad>anta$e of

#ommon7rail in@e#tion o>er #on>entional fuel in@e#tion ")"tem" a" CR2I in#rea"e" t e

#ontrollabilit) of t e indi>idual in@e#tion pro#e""e" and furt er refine" fuel atomiBation6 "a>in$

fuel and redu#in$ emi""ion".

Fuel e#onom) of 9 to /9 D i" obtained o>er a "tandard die"el en$ine and a "ub"tantial noi"e

redu#tion i" a# ie>ed due to a more ")n# roniBed timin$ operation. T e prin#iple of CR2I i"

al"o u"ed in petrol en$ine" a" dealt &it t e 02I 40a"oline 2ire#t In@e#tion56 & i# remo>e" to a$reat e:tent t e dra& ba#'" of t e #on>entional #arburetor" and t e M;FI ")"tem".

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2. Introduction

2ie"el" 'no&n for t eir po&er andlin$ #apabilitie" a#!uired t e title &or' or"e en$ine". 2ie"el"ma) re"ide in ea>)7dut) tru#'"6 bu"e"6 tra#tor"6 and train"6 not to mention lar$e " ip"6

bulldoBer"6 #rane"6 and ot er #on"tru#tion e!uipment. 0a"oline en$ine" mi$ t d&ell in t e

t)pi#al pa""en$er >e i#le6 la&n e!uipment and re#reational >e i#le".

T ere are ba"i#all) t)pe" of popular en$ine" u"ed in t e &orld toda)

1. Petrol engines

2. Diesel engines

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;etrol fuel i" in@e#ted a" an air fuel mi:ture into t e #ombu"tion # amber and i$nited b) t e

"par' from "par' plu$". 2ie"el fuel i" pre""uriBed and in@e#ted into t e #ombu"tion # amber

t rou$ a fuel in@e#tor noBBle6 @u"t & en t e air in t e # amber a" been "ub@e#ted to i$

pre""ure t at it i" ot enou$ to i$nite t e fuel "pontaneou"l).

Traditional fuel in@e#tion ")"tem" for die"el en$ine" are de"i$ned &it t e ob@e#ti>e to "e#ure

a##eptable fuel "pra) # ara#teri"ti#" durin$ t e #ombu"tion pro#e"" at all load #ondition".

In#orre#t in@e#tion #au"e" redu#ed effi#ien#) and in#rea"ed emi""ion of armful "pe#ie".. Amon$

t e ad>anta$e" #laimed &it re"pe#t to t e #ommon rail #on#ept are in@e#tion rate " apin$6

>ariable timin$ and duration of t e in@e#tion6 in addition to >ariable in@e#tion pre""ure6 enablin$

i$ in@e#tion pre""ure e>en at lo& en$ine load". Medium "peed die"el en$ine" are different from

t e automoti>e die"el en$ine"6 e"pe#iall) in t at t e ma@orit) of t em operate at #on"tant load and

"peed mo"t of t e time6 and t e ad>anta$e" of t e more #ompli#ated #ommon rail ")"tem ma)

not be @u"tified. T e #ommon rail in@e#tion ")"tem i" not #apable of "uppl)in$ all po""ible rate

" ape"6 and rate " apin$ i" mo"tl) re"tri#ted to deli>erin$ a pre in@e#tion prior to t e main

in@e#tion. , en t e rate of in@e#tion i" t e 'e) to an effe#ti>e #ombu"tion pro#e""6 it i" >ital to

determine o& t e rate of in@e#tion from t e #ommon rail ")"tem #ompare" to t e rate of

in@e#tion from a traditional in@e#tion ")"tem.

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CR2I "tand" for Common Rail Direct Injection meanin$6 direct injection of the fuel into the

cylinders of a diesel engine via a single, common line, called the common rail hich is

connected to all the fuel injectors . , erea" ordinar) die"el dire#t fuel7in@e#tion ")"tem" a>e

to build up pre""ure" a ne& for ea# and e>er) in@e#tion #)#le6 t e ne& #ommon rail 4line5

en$ine" maintain #on"tant pre""ure re$ardle"" of t e in@e#tion "e!uen#e. T i" pre""ure t en

remain" permanentl) a>ailable t rou$ out t e fuel line. T e en$ine " ele#troni# timin$ re$ulate"

in@e#tion pre""ure a##ordin$ to en$ine "peed and load. T e ele#troni# #ontrol unit 4ECU5

modifie" in@e#tion pre""ure pre#i"el) and a" needed6 ba"ed on data obtained from "en"or" on t e

#am and #ran'" aft". In ot er &ord"6 #ompre""ion and in@e#tion o##ur independentl) of ea#

ot er. T i" te# ni!ue allo&" fuel to be in@e#ted a" needed6 "a>in$ fuel and lo&erin$ emi""ion".

More a##uratel) mea"ured and timed mi:ture "pra) in t e #ombu"tion # amber "i$nifi#antl)

redu#in$ unburned fuel $i>e" CR2I t e potential to meet future emi""ion $uideline" "u# a" Euro

%. CR2I en$ine" are no& bein$ u"ed in almo"t all Mer#ede"7(enB6 To)ota6 +)undai6 Ford and

man) ot er die"el automobile".

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2.1 Discussion About to!ic

Common rail refer" to t e "in$le fuel in@e#tion line on t e CR2I en$ine". , erea" #on>entional

dire#t in@e#tion die"el en$ine" mu"t repeatedl) $enerate fuel pre""ure for ea# in@e#tion6 in CR2I

en$ine" t e pre""ure i" built up independentl) of t e in@e#tion "e!uen#e and remain" permanentl)

a>ailable in t e fuel line. In t e CR2I ")"tem de>eloped @ointl) b) Mer#ede"7(enB and (o"# 6

t e ele#troni# en$ine mana$ement ")"tem #ontinuall) ad@u"t" t e pea' fuel pre""ure a##ordin$ to

en$ine "peed and t rottle po"ition. Sen"or data from t e #am" aft and #ran'" aft pro>ide t e

foundation for t e ele#troni# #ontrol unit to adapt t e in@e#tion pre""ure pre#i"el) to demand.

".1 D#$CRIP%I&' &( %)# $*$%#+

A. )igh Pressure Pum!

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T e en$ine dri>en +i$ ;re""ure ;ump operate" a" a /7plun$er radial7pi"ton pump. T e #urrent

ma:imum ")"tem pre""ure of *-88 bar6 and t e operatin$ pre""ure i" #ontrolled b) t e pre""ure

re$ulator >al>e.

. Rail and Pi!e+i$ pre""ure pipe" #onne#t t e +i$ ;re""ure ;ump &it t e a##umulator6 #alled t e GrailH.

Atta# ed to t e rail are t e Rail ;re""ure Sen"or for t e a#!ui"ition of t e rail pre""ure and t e

;re""ure Limiter %al>e & i# prote#t" t e #omponent" from e:#e""i>e pre""ure.

C. InjectorT e interior de"i$n of t e in@e#tor i" nearl) identi#al for different appli#ation". +o&e>er6 t e

noBBle6 dire#tion of "pra)6 number and diameter of "pra) ole" and t e in@e#tor bod) mu"t be

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"pe#ifi#all) adapted to "uit to t e de"i$n of t e #)linder ead of t e en$ine u"ed. T e openin$

and #lo"in$ of t e noBBle i" )drauli#all) #ontrolled b) t e modulation of t e pre""ure in t e

in@e#tion #ontrol # amber6 and t i" pro#e"" i" dire#ted b) a >er) fa"t "olenoid >al>e. T e

reprodu#ibilit) or "tro'e7to7"tro'e "pread of t e in@e#ted fuel !uantit) depend" lar$el) on t e

fri#tion of mo>in$ part". T erefore t e noBBle needle" a>e been #oated &it #arbon in t e area

of t e $uide". Furt ermore6 t e "eat $eometr) of t e Common Rail noBBle en"ure" t at t e "mall

fuel !uantitie" for t e pilot in@e#tion remain #on"tant t rou$ out en$ine lifetime.

D. #C-An En$ine #ontrol unit 4ECU5 i" a t)pe of ele#troni# #ontrol unit t at #ontrol" a "erie"

of a#tuator" on an internal #ombu"tion en$ine to en"ure optimal en$ine performan#e. It doe" t i"

b) readin$ >alue" from a multitude of "en"or" &it in t e en$ine ba)6 interpretin$ t e data u"in$

multidimen"ional performan#e map" 4#alled loo'up table" 56 and ad@u"tin$ t e en$ine a#tuator"

a##ordin$l).

T e ECU i" ba"ed on a platform #on#ept bot for t e me# ani#al and ele#troni# part". ECU " for

Common Rail S)"tem" are# ara#teriBed b) t e "op i"ti#ated po&er "ta$e" & i# operate t e "olenoid >al>e" of t e in@e#tor" and t e rail pre""ure #lo"ed loop #ontrol.

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https://en.wikipedia.org/wiki/Electronic_control_unithttps://en.wikipedia.org/wiki/Electronic_control_unithttps://en.wikipedia.org/wiki/Actuatorshttps://en.wikipedia.org/wiki/Actuatorshttps://en.wikipedia.org/wiki/Internal_combustion_enginehttps://en.wikipedia.org/wiki/Internal_combustion_enginehttps://en.wikipedia.org/wiki/Sensorhttps://en.wikipedia.org/wiki/Lookup_tablehttps://en.wikipedia.org/wiki/Lookup_tablehttps://en.wikipedia.org/wiki/Actuatorshttps://en.wikipedia.org/wiki/Internal_combustion_enginehttps://en.wikipedia.org/wiki/Sensorhttps://en.wikipedia.org/wiki/Lookup_tablehttps://en.wikipedia.org/wiki/Electronic_control_unit


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ECU

#. $ensorsAll "en"or" and a#tuator" of a Common Rail S)"tem &it t e e:#eption of t e Rail ;re""ure

Sen"or are ta'en from t e e:i"tin$ 2ie"el in@e#tion ")"tem". T e fuel pre""ure i" mea"ured b) t eRail ;re""ure Sen"or and in t i" fir"t $eneration ad@u"ted b) t e ;re""ure Re$ulator %al>e to t e

#orre#t "tationar) or d)nami# "et point in a##ordan#e &it t e en$ine operatin$ #ondition" "u#

a" en$ine "peed6 load and temperature.

(ig .1 $ystem layout

Fi$. " o&" a (lo#' 2ia$ram of t e +i$ ;re""ure Control fun#tion. ,e di"tin$ui" bet&een

t ree ta"'" &it in t e +i$ ;re"7"ure Control fun#tion rail pre""ure "etpoint6 rail pre""ure #ontrol

and rail pre""ure monitorin$ .T e en$ine "peed6 t e in@e#ted fuel !uantit)6 t e air pre"7"ure6 t e

inta'e air temperature and t e #oolant temperature all a>e an influen#e on rail pre""ure "etpoint.

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T i" "etpoint a#t" a" an input for t e Rail ;re""ure Control. In addition6 t e #urrent rail pre""ure6

en$ine "tart6 monitored b) t e Rail ;re""ure Sen"or and t e #oolant temperature are #on>e)ed

dire#tl) to t e Rail ;re""ure Control. T e Rail ;re""ure Monitorin$ #ompare" t e #urrent rail

pre""ure and t e "etpoint of t e Rail ;re""ure Control. Furt ermore6 t e en$ine "peed6 t e en$ine

"tart6 #oolant temperature and rail pre""ure >alue" are al"o #on>e)ed dire#tl) to t e Rail ;re""ure

Monitorin$.

(. &bjective functions T e ob@e#ti>e of an optimiBation pro#e"" i" to ma:imiBe or minimiBe a #ertain !uantit)6 & i#

i"6 in $eneral6 a re"pon"e of t e en$ine. T i" !uantit) #an al"o be a #ombination of different

en$ine output"6 "u# a" fuel #on"umption6 pollutant emi""ion" or #ombu"tion noi"e6 & i# are

related b) mean" of proper fun#tion". T e"e fun#tion" are often referred to a" Gob@e#ti>e

fun#tion"H6 Gtar$et fun#tion"H or Gmerit fun#tion"H. T e fir"t one in>ol>e" onl) t e #ontribution

of emi""ion le>el"6 a##ordin$ to t e follo&in$ relation" ip

f /0 '& P+314 ,

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& ere NO: and ;M are t e "pe#ifi# emi""ion" 4$ ', 5 of nitro$en o:ide" and parti#ulate matter6

re"pe#ti>el). T e aim of t e optimiBation pro#e"" i" to minimiBe t e ob@e#ti>e fun#tion6 & i#

repre"ent" t e di"tan#e from t e ori$in of t e a:e" in t e NO: >" ;M trade7off "pa#e.T e "e#ond ob@e#ti>e fun#tion #on"idered in t i" anal)"i" i" an e:ten"ion of t e pre>iou"l)

mentioned fun#tion"6 obtained b) addin$ a term related to t e #ombu"tion noi"e 6

& ere d( i" t e #ombu"tion noi"e 4d(A5 and t e #oeffi#ient" 'i and mi allo& a #alibration of t e

relati>e &ei$ t" and influen#e" of t e different term" in t e fun#tion. A #ompari"on bet&een t ere"ult" obtained b) appl)in$ fH*4 5 and f 4 5 to different "et" of e:perimental data #an be found

in referen#e6 & ere it &a" pro>ed o& t e #ombu"tion noi"e #ontribution in t e ob@e#ti>e

fun#tion #an be >er) effe#ti>e in pointin$ out t e benefit t at i" obtained from t e u"e of pilot

in@e#tion".

".2 5or6ing Princi!le7

Common Rail 2ire#t In@e#tion i" different from t e #on>entional 2ie"el en$ine". ,it out bein$

introdu#ed to an ante# amber t e fuel i" "upplied dire#tl) to a #ommon rail from & ere it i"

in@e#teddire#tl) onto t e pi"ton" & i# en"ure" t e on"et of t e #ombu"tion in t e & ole fuel

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mi:ture at t e "ame time. T ere i" no $lo& plu$ "in#e t e in@e#tion pre""ure i" i$ . T e fa#t t at

t ere i" no $lo& plu$ lo&er" t e maintenan#e #o"t" and t e fuel #on"umption. Compared &it

petrol6 die"el i" t e lo&er !ualit) fuel from petroleum famil). 2ie"el parti#le" are lar$er and

ea>ier t an petrol6 t u" more diffi#ult to pul>eriBe. Imperfe#t pul>eriBation lead" to more

unburned parti#le"6 en#e more pollutant6 lo&er fuel effi#ien#) and le"" po&er. Common7rail

te# nolo$) i" intended to impro>e t e pul>eriBation pro#e"". To impro>e pul>eriBation6 t e fuel

mu"t be in@e#ted at a >er) i$ pre""ure6 "o i$ t at normal fuel in@e#tor" #annot a# ie>e it. In

#ommon7rail ")"temK t e fuel pre""ure i" implemented b) a >er) "tron$ pump in"tead of fuel

in@e#tor". T e i$ 7pre""ure fuel i" fed to indi>idual fuel in@e#tor" >ia a #ommon ri$id pipe

4 en#e t e name of #ommon7rail 5. In t e #urrent fir"t $eneration de"i$n6 t e pipe &it "tand"

pre""ure" a" i$ a" *6-88 bar or 86888 p"i. Fuel al&a)" remain" under "u# pre""ure e>en in

"tand7b) "tate. T erefore & ene>er t e in@e#tor 4& i# a#t" a" a >al>e rat er t an a pre""ure$enerator5 open"6 t e i$ 7pre""ure fuel #an be in@e#ted into #ombu"tion # amber !ui#'l). A" a

re"ult6 not onl) pul>eriBation i" impro>ed b) t e i$ er fuel pre""ure6 but t e duration of fuel

in@e#tion #an be " ortened and t e timin$ #an be more pre#i"el) #ontrolled. ;re#i"e timin$

redu#e" t e # ara#teri"ti# G2ie"el 3no#'H #ommon to all die"el en$ine"6 dire#t in@e#tion or not.

(enefited b) t e pre#i"e timin$6 #ommon7rail in@e#tion ")"tem #an introdu#e a po"t7

#ombu"tion 6 & i# in@e#t" "mall amount of fuel durin$ t e e:pan"ion p a"e t u" #reatin$ "mall

"#ale #ombu"tion after t e normal #ombu"tion ta'e" pla#e. T i" furt er eliminate" t e unburned

parti#le" and al"o in#rea"e" t e e: au"t flo& temperature t u" redu#in$ t e pre7 eat time of t e

#atal)ti# #on>erter. In " ort6 po"t7#ombu"tion #ut" pollutant". T e dri>e tor!ue and pul"ation

in"ide t e i$ 7pre""ure line" are minimal6 "in#e t e pump "upplie" onl) a" mu# fuel a" t e

en$ine a#tuall) re!uire". T e i$ 7pre""ure in@e#tor" are a>ailable &it different noBBle" for

different "pra) #onfi$uration". S&irler noBBle to produ#e a #one7" aped "pra) and a "lit noBBle

for a fan7" aped "pra). T e ne& #ommon7rail en$ine 4in addition to ot er impro>ement"5 #ut"

fuel #on"umption b) 8D6 double" tor!ue at lo& en$ine "peed" and in#rea"e" po&er b) 9D. It

al"o brin$" a "i$nifi#ant redu#tion in t e noi"e and >ibration" of #on>entional die"el en$ine". In

emi""ion6 $reen ou"e $a"e" 4CO 5 i" redu#ed b) 8D. At a #on"tant le>el of NO:6 #arbon

mono:ide 4CO5 emi""ion" are redu#ed b) =8D6 unburnt )dro#arbon" 4+C5 b) 98D6 and parti#le

emi""ion" b) -8D.CR2I prin#iple not onl) lo&er" fuel #on"umption and emi""ion" po""ibleK it

al"o offer" impro>ed #omfort and i" !uieter t an modern pre7#ombu"tion en$ine". Common7rail

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en$ine" are t u" #learl) "uperior to ordinar) motor" u"in$ eit er dire#t or indire#t fuel7in@e#tion

")"tem". T i" di>i"ion of labor ne#e""itate" a "pe#ial # amber to maintain t e i$ in@e#tion

pre""ure of up to *6-88 bar. T at i" & ere t e #ommon fuel line 4rail5 #ome" in. It i" #onne#ted to

t e in@e#tion noBBle" 4in@e#tor"5 at t e end of & i# are rapid "olenoid >al>e" to ta'e #are of t e

timin$ and amount of t e in@e#tion. T e mi#ro#omputer re$ulate" t e amount of time t e >al>e"

"ta) open and t u" t e amount of fuel in@e#ted6 dependin$ on operatin$ #ondition" and o& mu#

output i" needed. , en t e timin$ " ut" t e "olenoid >al>e"6 fuel in@e#tion end" immediatel).

,it t e "tate7of7t e7art #ommon7rail dire#t fuel in@e#tion u"ed an ideal #ompromi"e #an be

attained bet&een e#onom)6 tor!ue6 ride #omfort and lon$ life.

8.AD9A'%A:#$

Com!act Design7T e #ompa#t de"i$n of t e in@e#tor outline enable" t e #ommon rail ")"tem to be u"ed on t&o

or four >al>e per #)linder en$ine".

+odular $ystem7,it one ele#troni#all) dri>en in@e#tor per en$ine #)linder6 t e ")"tem i" modular and #an be

u"ed on t ree76 four76 fi>e76 and "i:7#)linder en$ine".

Res!onsiveness at lo revs7

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T e Common Rail ")"tem maintain" t e fuel in@e#tion under i$ pre""ure e>en at lo&

turno>er. T i" allo&" t e en$ine to de>elop i$ tor!ue at lo& re>" and a#ro"" a &ide po&er

ran$e. T e re"ult i" an en$ine & i# i" "moot 6 re"pon"i>e and & i# offer" e:#ellent pi#'7up

for "afe and ea") o>erta'in$. In addition6 fuel e#onom) i" maintained e>en at lo& re>".

Inde!endent Injection Pressure7T e in@e#tion pre""ure i" independent of t e en$ine

"peed and load6 enablin$ i$ in@e#tion pre""ure" at lo&

"peed if re!uired.

;o er '&/ #missions7In@e#tion "e!uen#e"6 & i# in#lude period" bot pre and po"t t e main in@e#tion6 #an beutiliBed to redu#e emi""ion"6 parti#ularl) NO:6enablin$ t e ")"tem to meet t e "trin$entemi""ion" le>el" re!uired b) EURO7/ and US7?< le$i"lation and be)ond.

(ull #lectronic Control7

Common rail offer" all t e benefit" of full ele#troni# #ontrol fuel meterin$ and timin$6 a" &ell

a" t e option to interfa#e &it ot er >e i#le fun#tion"

Cost &f Diesel in India7

In India6 die"el i" # eaper t an petrol and t i" fa#t add" to t e #redibilit) of t e #ommon rail

dire#t in@e#tion ")"tem.

8.2 Disadvantages

T e 'e) di"ad>anta$e of t e CR2i en$ine i" t at it i" #o"tl) t an t e #on>entional en$ine.

T e li"t al"o in#lude" i$ de$ree of en$ine maintenan#e and #o"tl) "pare part".

Al"o t i" te# nolo$) #an t be emplo)ed to ordinar) en$ine"

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T e po&erful mi#ro#omputer ma'e" t e & ole ")"tem more perfe#t and double" t e tor!ue at

lo&er en$ine "peed".

=. (uture $co!e

=.1 -ltra>)igh Pressure Common ?Rail Injections7

Ne&er CR2I en$ine" feature ma:imum pre""ure" of *


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mi:ture to form a perfe#t >erti#al >orte: re"ultin$ in uniform #ombu"tion and $reatl) redu#ed

NO: 4nitro$en o:ide5 emi""ion". T e ")"tem realiBe" i$ output and tor!ue6 "uperb fuel

e#onom)6 emi""ion" lo& enou$ to a# ie>e Euro Sta$e I% de"i$nation and noi"e le>el" t e "ame

a" a $a"oline en$ine". In parti#ular6 e: au"t emi""ion" and No: are redu#ed b) "ome 98D o>er

t e #urrent $eneration of die"el en$ine".

=.2 CRDI and Particle (ilter7

;arti#le emi""ion i" al&a)" t e bi$$e"t problem of die"el en$ine". , ile die"el en$ine" emit

#on"iderabl) le"" pollutant CO and No: a" &ell a" $reen ou"e $a" CO 6 t e onl) " ort#omin$ i"

e:#e""i>e le>el of parti#le". T e"e parti#le" are mainl) #ompo"ed of #arbon and )dro#arbon".T e) lead to dar' "mo'e and "mo$ & i# i" >er) #ru#ial to air !ualit) of urban area6 if not to t e

e#olo$) ")"tem of our planet. (a"i#all)6 parti#le filter i" a porou" "ili#on #arbide unitK #ompri"in$

pa""a$e&a)" & i# a" a propert) of ea"il) trappin$ and retainin$ parti#le" from t e e: au"t $a"

flo&. (efore t e filter "urfa#e i" full) o##upied6 t e"e #arbon )dro#arbon parti#le" " ould be

burnt up6 be#omin$ CO and &ater and lea>e t e filter a##ompan) &it e: au"t $a" flo&. T e

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pro#e"" i" #alled re$eneration. Normall) re$eneration ta'e" pla#e at 998 C. +o&e>er6 t e main

problem i" t i" temperature i" not obtainable under normal #ondition". Normall) t e temperature

>arie" bet&een *98 and 88 C & en t e dri>in$ in to&n6 a" t e e: au"t $a" i" not in full flo&.

T e ne& #ommon7rail in@e#tion te# nolo$) elp" "ol>in$ t i" problem. () it" i$ pre""ure6

pre#i"e in@e#tion durin$ a >er) " ort period6 t e #ommon7rail ")"tem #an introdu#e Gpo"t

#ombu"tionH. T i" in#rea"e" t e e: au"t flo& temperature to around /98 C. T en6 a "pe#iall)

de"i$ned o:idiBin$ #atal)"t #on>erter lo#atin$ near t e entran#e of t e parti#le filter unit &ill

#ombu"t t e remainin$ unburnt fuel #ome from t e po"t#ombu"tion . T i" rai"e" t e

temperature furt er to =98 C. T e la"t *88 C re!uired i" fulfilled b) addin$ an addi#ti>e #alled

Eol)" to t e fuel. Eol)" lo&er" t e operatin$ temperature of parti#le burnin$ to =98 C6 no&

re$eneration o##ur". T e li!uid7"tate additi>e i" "tore in a "mall tan' and added to t e fuel b)

pump. T e ;F unit need" to be #leaned up e>er)


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ice report final

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