【正文】 ethod applied is largely dependent on the way of controlling rail pressure is to control the highpressure side by a pressurecontrol not required for injection flows back to the lowpressure circuit via the pressurecontrol type of control loop allows rail pressure to react rapidly to changes in operating point( the event of load changes).Control on the highpressure side was adopted on the first monrail pressurecontrol valve is mounted preferably on the fuel some applications, however, it is mounted directly on the highpressure way of controlling rail pressure is to control fuel delivery on the suction metering unit flanged on the highpressure pump makes sure that the pump delivers exactly the right quantity of fuel rail in order to maintain the injection pressure required by the a fault situation, the pressurerelief valve prevents rail pressure from exceeding a control on the suction side reduces the quantity of fuel under high pressure and lowers the power input of the has a positive impact on fuel the same time, the temperature of the fuel flowing back to the fuel tank is reduced in contrast to the control method on the highpressure twoactuator system is also a way of controlling rail pressure, which bines pressure control on the suction side via the metering unit and control on the highpressure side via the pressurecontrol valve, thus marrying the advantages of highpressureside control and suctionside fueldelivery control.(3)Fuel injectors spray fuel directly into the engine’s bustion are supplied by short highpressure fuel lines connected to the fuel engine control unit controls the switching valve integrated in the injector to open and closethe injector injector opening times and system pressure determine the quantity of fuel a constant pressure, the fuel quantity delivered is proportional to the switching time of the solenoid is, therefore, independent of engine or pump speed(timebased fuel injection).(4)Potential Hydraulic the functions of pressure generation and fuel injection opens up future degrees of freedom in the bustion process pared with conventional fuelinjection systems。一些功能被 分配給某個特定的控制單元(如燃料平衡控制)，其功能根據(jù)需求情況(如檢測傳感器信號)可以動態(tài)地分配給一個或多個控制單元。由于發(fā)動機控制單元通常最多有8個噴油器輸出口，所以超過八缸的發(fā)動機需要兩個控制單元。其他開環(huán)和閉環(huán)控制功能用于減少廢氣排放和燃油消耗，或提供附加的可靠性和便利性，具體例子有：① 廢氣在循環(huán)控制； ② 增壓控制； ③ 巡航控制；④ 電子防盜控制系統(tǒng)等。其基本功能包括對柴油燃油噴射正時的精確控制，和在給定壓力下對油量的控制。電控柴油機系統(tǒng)(EDC)可以實現(xiàn)對燃油噴射量的精確計算。噴油器的開關(guān)時間應(yīng)很短，采用優(yōu)化的高壓開關(guān)閥和專業(yè)的控制系統(tǒng)即可實現(xiàn)。電控單元處理輸入信號。(5)控制和調(diào)節(jié)發(fā)動機的控制單元通過傳感器檢測加速踏板的位置以及發(fā)動機和車輛的當前工況。通過多次觸發(fā)高速轉(zhuǎn)換閥的開閉可以在每個噴射周期內(nèi)實現(xiàn)多達5次的噴射。目前最高燃油壓力為1600巴，將來會達到1800巴。(4)液壓輔助動力與傳統(tǒng)燃油噴射系統(tǒng)相比，將壓力的產(chǎn)生與燃油的噴射分離開來，有利于燃燒室的充分燃燒。噴油器的開啟時間和系統(tǒng)油壓決定了燃油供給量。它們由與燃油軌道直接相連的短高壓油軌提供燃油。雙執(zhí)行器系統(tǒng)也是一種控制軌道壓力的方式，它通過計算單元對壓力進行控制，并且通過壓力控制閥對高壓端進行控制，因此同時具備高壓側(cè)控制與進口端燃料供給控制的優(yōu)勢。這對燃油消耗起到積極的作用。發(fā)生故障時，壓力安全閥防止油軌壓力超過最大值。另一種控制軌道壓力的方式是進口端控制燃油供給。在第一批共軌系統(tǒng)中采用了對高壓側(cè)的控制。不需噴射的燃油通過壓力控制閥流回到低壓回路。(2)壓力控制所應(yīng)用的壓力控制方法主要取決于系統(tǒng)。由于幾乎一致的噴油方式，高壓泵的設(shè)計可以小的多，而且它的驅(qū)動轉(zhuǎn)矩可以比傳統(tǒng)燃油噴射系統(tǒng)低，這源于高壓泵的負載很小。由發(fā)動機驅(qū)動的連續(xù)運轉(zhuǎn)的高壓泵提供所需噴油的壓力。燃油噴射和壓力的產(chǎn)生是通過蓄能器分離開來。EDC控制每個組件。在共軌燃油噴射系統(tǒng)中，燃油噴射和壓力的產(chǎn)生是分開的。它們擁有一個可以快速開關(guān)噴嘴的執(zhí)行閥(電磁閥或壓電觸發(fā)器)，這就允許對每個氣缸的噴射進行控制。電控柴油機系統(tǒng)EDC主要由系統(tǒng)模塊，如傳感器、電子控制單元和執(zhí)行機構(gòu)組成。共軌系統(tǒng)包括以下幾個主要的部分： ①低壓部分，包含燃油共軌系統(tǒng)組件。同時，噴油量必須精確計算，燃油流量速率曲線必須有精確的計算模型，預(yù)噴射和二次噴射必須能夠完成。更高的壓力、更快的開關(guān)時間，以及根據(jù)發(fā)動機工況修訂的可變的流量速率曲線，已經(jīng)使得柴油發(fā)動機具有良好的經(jīng)濟性、低污染、高動力性，因此柴油發(fā)動機甚至進入了豪華高性能轎車領(lǐng)域。新晃“空調(diào) SINRO “新菱”冷卻塔 STAND “思探得”加濕