tailieunhanh - Gasoline Direct Injection

In recent years, legislative and market requirements have driven the need to reduce fuel consumption while meeting increasingly stringent exhaust emissions. This trend has dictated increasing complexity in automotive engines and new approaches to engine design. A key research objective for the automotive engineering community has been the potential combination of gasoline-engine specific power with diesel-like engine efficiency in a cost-competitive, production-feasible power train. One promising engine development route for achieving these goals is the potential application of lean burn direct injection (DI) for gasoline engines. In carburetors the fuel is sucked due to the pressure difference caused by the incoming air. This will affect the functioning of. | More important to note, is that the emission of soot is prevented, even when a dense air/fuel mixture is formed, and excess air is not sufficient. If air were the only gas present in the combustion chamber-as is the case with an ordinary diesel engine-the enriched charge would cool, causing soot to form. With Two-Stage Mixing, the enriched charge, created in the part of the chamber where the dense air/fuel mixture exists, shifts toward the other side of the chamber, where the mixture is leaner, as it burns. At this point, the enriched charge causes the ultra-lean mixture, which is too lean to burn under ordinary circumstances, to ignite. The combustion of the ultra-lean mixture, in turn, causes the enriched charge to re-ignite. It is this process that suppresses the formation of soot. This is the first time in the long history of petrol engines that direct control of combustion has been used to suppress knocking, and it further underscores the importance of achieving precise control over the air/fuel mixture.

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