our commpany as the old exhibitor of Automechanika
Frankfurt .We still choose the old Position Booth 4.2A12 to meet
with new and old customers. We are especially grateful to the
Automechanika Frankfurt for providing such a good platform for us.
Through these exhibitions, our company has demonstrated our
comprehensive strength. We get in touch with and meet some new
friends, At the same time, let our partners know more and trust us.
As a professional manufacturer of diesel engine injection systems.
Our main products are common rail system pump parts and
traditional injection pump parts. It includes common rail
injector,common rail nozzle, type control valves, type Orifice
Plate, Delphi type Control Valves, Acturtor for Volvo,Cat type
injector C7,C9,Solenoid Valve for C7C9 and so on .Ve type diesel
injection pump parts , Ve Distributor Head Rotor,Feed Pump,Cam
Disk,Drive Shaft ,Solenoid Valve, Gasket Kits, Liner, Cross Disk,
Roller ,Diesel Plunger (A,AD, P, PS7100,P8500,MW,EP9
type),Injector Nozzle (Dn, DN0PDN ,S , SN, P, PN type),Pencil
Nozzle, Diesel Injector and so on .
ISO9001:2008 certification
Full products range for your demand
*Unit price: contact us
*Payment terms: T/T, LC or by Western union.
*Quality guarantee: Europe standard quality
*Delivery time: instant delivery
Our Advantage:
1.High quality products cummins pressure relief valve block off
2.Strong Suppy Capacity common rail pressure relief valve
3.Capacious warehousing 5.9 cummins fuel rail plug problems
4.competitive factory price 5.9 cummins fuel rail pressure
5.Complete after-sale service system 2004 dodge ram 3500
pressure relief valve
On diesel engines, it features a high-pressure (over 100 bar or 10
MPa or 1,500 psi) fuel rail feeding solenoid valves, as opposed to
a low-pressure fuel pump feeding unit injectors (or pump nozzles).
Third-generation common-rail diesels now feature piezoelectric
injectors for increased precision, with fuel pressures up to 2,500
bar.
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mandy(at）china-lutong(doc).net
The merits of the common rail fuel injection system architecture have been recognized since the
development of the diesel engine.Lower fuel pump peak torque requirements. As high speed direct
injection (HSDI) engines developed, more of the energy to mix the air with fuel came from the fuel spray
momentum as opposed to the swirl mechanisms employed in older, IDI combustion systems. Only high
pressure fuel injection systems were able to provide the mixing energy and good spray preparation
needed for low PM and HC emissions. To generate the energy required to inject the fuel in
approximately 1 millisecond, the conventional distributor pump would have to provide nearly 1 kW of
hydraulic power in four 1 ms bursts per pump revolution, thus placing considerable strain on the drive
shaft. One of the reasons behind the trend toward common rail systems was to minimize the maximum
pump torque requirement. While the power and average torque requirements of the common rail pump
were similar, high pressure fuel delivery is to an accumulator and thus the peak flow rate (and peak
torque required to drive the pump) does not have to coincide with the injection event as is the case with
the distributor pump. Pump discharge flow can be spread out over a longer portion of the engine cycle to
keep pump torque demand more even.