From prechamber to BlueTEC HYBRID – Diesel landmarks and MercedesBenz…

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From prechamber to BlueTEC – Diesel landmarks and Mercedes-Benz

by Deppe | 30.März 2011

In Rudolf Diesel applies for a for his engine, which is granted on 23 1893 as DRP 67 207 “on a principle of operation and for internal combustion engines.” He the first successful prototype of a diesel engine running in

In the cylinder of a diesel engine, is mixed with appreciably air than in a petrol-powered engine. makes for very efficient In addition, the diesel engines no sparkplugs since diesel with its very good qualities, or rather the air-fuel ignites spontaneously owing to the high compression ratio – is why it is also called the compression-ignition Ignition is triggered off by the sharp in temperature during the compression of the piston.

1909 – Prechamber

1919 – Funnel prechamber

L’Orange changes the shape of his in 1919 by using a funnel-shaped to set it off more clearly from the chamber proper. This way he reliable ignition and good under different loads. He out a patent on it on 18 March 1919 397 142).

1919 – Pintle-type nozzle

Parallel to the funnel L’Orange designs a new injection for more reliable introduction of into the cylinder.

1921 – injection pump

The variable pump permits infinite of the delivered quantity of fuel, enabling precision control of delivery. The injection pump in 1921 is the last vital developed by L’Orange for the first engine to see use in vehicles.

1922 – and Sendling introduce the S6 farm

The S6 farm tractor, featuring an 18 kW (25 hp) prechamber diesel with a speed of 800 rpm, serves to the diesel’s career as a vehicle

The first of three prototypes of the OB2 diesel engine is running on a bench as early as September In October Benz installs the into a 5 K 3 chassis, and in spring the decision is made to produce it: the first diesel truck 33 – 37 kW (45 – 50 hp) at 1000 rpm.

1923 – Daimler air-injection

In competition to L’Orange’s prechamber Daimler-Motoren-Gesellschaft (DMG) develops an diesel engine for its trucks. unit is based on experience from the manufacture of submarine engines employing the air injection

1927 – Bosch injection

The injection pump introduced by Bosch for diesel engines in is systematically improved as against systems. With this pump, Bosch, himself one of the buyers of a diesel truck in greatly furthers the acceptance of the drive.

1928 – First diesel tractor

A new Mercedes-Benz diesel engine is first in the OE tractor.

1932 – OM 59 in the new Lo 2000

1935 – 10,000th commercial with diesel engine

The Mercedes-Benz commercial vehicle diesel engine is built in in 1935.

1936 – Four-cylinder for passenger cars

The Mercedes-Benz 260 D is the first diesel passenger It is equipped with the OM 138 engine, from a truck diesel. The has four cylinders, a displacement of 2.6 and an output of 33 kW (45 hp).

1940 – of development of the 300 engine series

begins developing the new 300 engine for commercial vehicles during the World War.

1949 – of the OM 312

The six-cylinder in-line OM 312 is the first of the new series, debuting in 1949. The 300 family in the commercial vehicles of extends its career into the new

In a fire engine, in 1953 presents its first turbocharged diesel engine. Its output is 25 percent higher than of a naturally aspirated engine.

– First direct-injection diesel for commercial vehicles

The OM 352 is the first engine for Mercedes-Benz commercial to have direct injection. The and performance-enhancing injection system four-hole nozzle quickly generally accepted in trucks and commercial vehicles.

1966 – in the OM 352 A commercial vehicle diesel

To higher outputs for fuel-injected engines in commercial vehicles, offers the OM 352 A engine with turbocharger for the first time in

1969 – The 100,000th commercial diesel engine

In Mannheim build their 100,000th engine for commercial vehicles in

1970 – New OM 400 engine series

introduces the new 400 engine series for commercial vehicles in 1970. The is a V10, which is joined by V8, V6 and six-cylinder in-line units.

The in-line OM 617 with a displacement of cubic centimetres is the first diesel engine in the world to be in a passenger car. The engine in the Mercedes-Benz 240 D 3.0 (W 115 series).

1977 – with diesel engine and turbocharger

In the 300 SD S-Class model, presents a diesel engine exhaust-gas turbocharger for the first With an output of 85 kW (115 hp) and of 250 Newton metres, the 300 SD is offered for the US market. The 300 T Turbodiesel as turbocharged model which is also in Europe does not follow 1980.

1980 – Intercooler in the OM 422 AL

In Mercedes-Benz introduces intercooling air cooling) to complement the turbocharger in the new OM 422 AL for heavy-duty trucks. Cooling in more oxygen in the intake air and in power output during

1983 – Engine encapsulation in the class for noise insulation

In the models of the compact class in 1982 (W 201 series), the engine is encapsulated for the first time. reduces the noise produced by the system by about half. the engine design is dubbed the diesel.”

1985 – Particulate

2002 – Second-generation CDI

2003 – AdBlue® filling station in

2003 – Maintenance-free diesel filter

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2003 – Diesel

In 2003 the F 500 Mind research car a hybrid drive combining a V8 engine with an electric The diesel attains an output of 184 kW hp) and maximum torque of 560 Newton and the electric motor adds 50 kW (68 hp) and 300 Newton metres maximum Electronic control of the link the two drive units lets bring its specific advantages play. Whereas the electric can move the car on its own for starting off, and slow-speed driving, the strong engine is engaged when power is required. The union of the two systems demonstrates its value in urban traffic.

In the Vision Grand Sports 2 in 2004 Mercedes-Benz also a diesel hybrid drive. The V8 with four litres and 184 kW (250 hp) is again coupled a 50-kW (68-hp) electric In 2005 the S-Class HYBRID in Detroit) and the S-Class BlueTEC (International Motor Show in am Main) follow. To further such combinations of internal engines and electric motors, the cooperates with General and the BMW Group; the three enter an alliance in September 2005. The of research is formulated in a Memorandum of on the joint development of the hybrid

2004 – Introduction of BlueTec with OM 500 for Euro 4 and Euro 5

In Mercedes-Benz introduces trucks OM 500 engines and BlueTec technology for control. These vehicles the especially stringent Euro 4 and 5 emissions norms. As early as 2006, delivery of the 10,000th truck with Euro 5 takes place.

2005 – CDI

A new high-tech V6 diesel engine the beginning of the third generation of CDI at Mercedes-Benz. Owing to new materials and of the entire unit, the new CDI engines even higher combustion than before – the engineers aim at up to 200 bar and to boost the injection pressure too in to as high as 2000 bar. In the complex CDI technology is further The fuel is no longer injected all at but in as many as five portions. actuators (piezo crystals) over the control of the injection with electric pulses the structure of the crystals can be expanded hundred thousand times per if required. With this injection system, not only are the further reduced; the working of the engine is also diminished more.

2006 – BlueTEC for cars

In 2006, Mercedes-Benz introduces for passenger cars to the market in an The technology for the cleanest diesel in the has been successfully used in vehicles since 2005. The E 320 BlueTEC is the first representative of a new of diesel cars of the Stuttgart on this technical basis. autumn 2006 the E 320 BlueTEC to market in the USA; the market in Europe is scheduled for 2008.

development since 2002, the (written BlueTec for commercial modular technology package on several means of reducing emissions. On the one hand, these familiar methods like the catalytic converter and particulate along with optimised But the heart of the system is the actual technology for nitrogen oxide In the first production car equipped it, the E 320 BlueTEC, there is a complex converter system consisting of an nitrogen-oxide storage-type catalytic and an SCR catalytic converter. In normal the nitrogen oxides in the exhaust gas are in this catalytic circuit. adjustments to the air-fuel mixture in the change combustion, and with it the of the exhaust gases, for a brief In the process, BlueTEC separates the nitrogen oxides into and water vapour.

More but more effective still is Catalytic Reduction (SCR) by of AdBlue® injection. When is injected into the pretreated gas, ammonia is released then causes reduction of oxides to harmless nitrogen and in the downstream SCR catalytic converter. this aqueous urea into the exhaust-gas flow is the most efficient method of aftertreatment for diesel engines. system can reduce nitrogen by as much as 80 percent. With the GL 320 BlueTEC, Mercedes-Benz engineers in 2006 that this too is a that can find use in large-scale In autumn 2006, the E 320 BlueTEC car finally appears.

BlueTec has been very successfully in Mercedes-Benz commercial vehicles in since 2005. In the meantime technology has performed outstandingly in than 20,000 Actros, and Atego trucks. BlueTec nitrogen oxides so sharply the emissions limits applicable to from 2009 are already today. This is rewarded lower road tolls for with Euro 5 technology 2009. Whereas AdBlue® for might be replenished during a stop, a comprehensive network of filling pumps for commercial is available in Europe.

2007 – BlueTEC passenger in Europe

At the end of 2007 Mercedes-Benz the E 300 BlueTEC of the 211 series as first car for the European market. It is far and away the diesel in its class and fully with the EU5 emission standards.

Mercedes-Benz speeds up the expansion of its of BlueTEC vehicles in 2007. In the three models R 320 BlueTEC, ML 320 and GL 320 BlueTEC are introduced; they come onto the American in 2008. The engineers provide a of the future at the Geneva Motor where they present the Vision C 220 BlueTEC. The study car is the to feature a four-cylinder engine BlueTEC technology.

2008 – for diesel models

BlueEFFICIENCY, the vehicle fuel consumption programme, is introduced by Mercedes-Benz in The diesel engine in the CDI BlueEFFICIENCY also profits from innovative approach: for BlueEFFICIENCY the engineers make use of the potential in all of development in order to reduce wind resistance and rolling further and organise the energy of vehicles still more

2009 – Complete BlueTEC range for Europe

Since 2009 Mercedes-Benz has been its complete BlueTEC model also in Europe: along the new W 212 series E-Class Saloon E 350 the ML 350 BlueTEC 4MATIC, GL 350 BlueTEC and R 350 BlueTEC 4MATIC, which had been on sale in the USA for a year. In 2010 the G 350 BlueTEC followed. And so a classic – the G-Class, a success for 31 – meets the particularly clean century Mercedes-Benz diesel

2009 – Four-cylinder engines optimised fuel consumption and

The E 250 BlueTEC study designed for the American market shows in 2009 how the BlueTEC technology of the can be combined with a four-cylinder optimised fuel consumption. For purpose an all-new four-cylinder was combined with BlueTEC. The is the most economical and cleanest model in this vehicle which, with its range of as as 44 miles per gallon (equivalent to 5.3 per 100 kilometres), attains a fuel better than that of hybrid vehicles in the US market.

2009 – The fourth CDI generation

The generation of the common-rail direct-injection premieres in the new generation of four-cylinder engines in 2009. Its hallmark is a increase in the maximum rail which now stands at 2000 Newly developed piezo are among the key components of the latest CDI generation. In contrast to the systems used to date, this activates the nozzle needle so that the fuel injection can be even more precisely in with the current load and situation – for example by means of multiple injections, which a favourable effect on emissions, consumption and combustion noise.

In the new engines for the E 220 CDI BlueEFFICIENCY and E 250 CDI BlueEFFICIENCY, for the time in series-built passenger car engines Mercedes-Benz also two-stage turbocharging. The aim is to achieve improvements, for example, in start-up and peak output, versus the turbocharger.

In autumn 2010 the S 250 CDI follows. This S-Class is the first 5-litre car in the luxury and the first model with a in the more than 60-year story of the S-Class. The highly turbodiesel achieves fuel of only 5.7 litres per 100 kilometres in the cycle, which equates to CO2 of 149 grams per kilometre. This the new S 250 CDI BlueEFFICIENCY the first vehicle in its to undercut the 150 gram mark for CO2

2011 – BlueTEC HYBRID in production

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