tag:blogger.com,1999:blog-51491529337438417052024-02-03T00:41:10.184+07:00Diesel SolutionBasic Diesel Engine Knowledge and InformationLienshttp://www.blogger.com/profile/11833531779299138348noreply@blogger.comBlogger15125tag:blogger.com,1999:blog-5149152933743841705.post-67797706531356463052012-11-08T11:45:00.002+07:002012-11-08T11:45:58.512+07:00Diesel Engine Proper 4<div style="text-align: justify;">
<i><a href="http://dieselsolution.blogspot.com/2012/10/diesel-engine-proper-3.html" target="_blank">continued from.... </a></i></div>
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<i>(5) Piston Material</i></div>
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Piston must be made of a material that meets the following requirements :</div>
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<li>Low Thermal expansion. The coefficient of thermal expansion must be low. It is best to use the same material for both pistons and cylinders.</li>
<li>High heat conductivity.</li>
<li>Low spesific gravity (to decrease inertia during high speed operation).</li>
<li>Sufficient strength and large abrasion resistance even at high temperatures.</li>
<li>Easy to cast</li>
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Alumunium alloys is currently used because they satisfy all of the above requirements. Special cast iron is used as well. A piston made of special cast iron has the same coefficient of thermal expansion as the cylinder, but tends to be heavy.</div>
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Alumunium alloys has a larger coefficient of thermal expansion than iron,but has high heat conductivity, therefore the temperature of the piston head can be lowered.</div>
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However, alumunium alloy has a weak point (poor lubricating oil retention). For this reason,pistons are usually plated with lead to eliminate this shortcoming. Seizure can be prevented by lead plating.</div>
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Some pistons have a special cast iron ring carrier that is cast into the top ring groove to prevent abrasion. A piston usually tin plated to improve initial breaking in performance and to prevent rusting.</div>
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<i>(6) Thermal Problem of Pistons</i></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjBOvmmixtFle-zxOpn4lIiJ4yPzpuloPtpgYhyh4yBeK5nlp-932hbOyL3v6_ZZ4jfPqjOrPFmTn8-Z3ek_TyEy3FSbJXyCKBgs6i6lrWoQJQs9ubHkOpgeGhbNhyphenhyphenI1Oz_kFC8VLWpgYBN/s1600/piston.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="205" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjBOvmmixtFle-zxOpn4lIiJ4yPzpuloPtpgYhyh4yBeK5nlp-932hbOyL3v6_ZZ4jfPqjOrPFmTn8-Z3ek_TyEy3FSbJXyCKBgs6i6lrWoQJQs9ubHkOpgeGhbNhyphenhyphenI1Oz_kFC8VLWpgYBN/s320/piston.jpg" width="320" /></a></div>
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The strength and hardness of the alumunium alloy used for manufacturing pistons will suddenly decrease when temperature exceeds 400<sup>o</sup>C. As a result, abrasion and cracking will begin to occur. When Lo-Ex alloy is used, the piston head cavity temperature is designed to be 300 - 330<sup>o</sup>C and the bottom of thetopof ring groove is designed to below 230 - 250<sup>o</sup>C.</div>
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The overheating of piston can be prevented by various methods. For example the cooling efficiency can be raised to lower the temperature of the cylinder liner. The thermal flow type shape (dome shape that promotes the flow of heat from the top of the piston to the ring) can be adopted for the back of pistons so that the piston temperature will be even. Pistons can also be oil cooled. </div>
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<i>(7) Handling of Piston</i></div>
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<b>Clearence between piston and cylinder</b></div>
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When the piston is installed in the cylinder, there must be a specified clearence between them. Insufficient clearence will cause seizure due to thermal expansion, while excessive clearence will lead to compression leakage, inefficient heat radiation by the piston, over-consumption of lubricating oil, and piston slap.</div>
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<b>Measurement of piston dimensions</b></div>
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A piston is designed to maintain an even clearence with the cylinder during operation when thermal expansion is taken into consideration. Therefore the dimensions of the piston in the cold stage are supposed to be smaller than in the operating state by the amount of thermal expansion that takes place. The upper part of the piston is heated more than the lower part. Therefore its diameter isthe smallest and the top and increases toward the bottom. In other words, a piston has conical shape. Since heat is transmitted through the ribs that connect the bosses of the piston head and the piston pin, the ribs and bosses are heated more than the other parts. This mean that the expansion in the axial direction of the piston is larger. Therefore the diameter in the pin direction is smaller than the diameter in the perpendicular direction. (this called Ovality) (A cast iron piston is exactly round). Since a piston has the complicated shape explained above, its maximum diameter is measured when finding its dimension measurements.</div>
Lienshttp://www.blogger.com/profile/11833531779299138348noreply@blogger.com0tag:blogger.com,1999:blog-5149152933743841705.post-15479431195525533062012-10-20T23:05:00.002+07:002012-12-20T11:05:50.085+07:00Diesel Engine Proper 3<span class="" id="result_box" lang="en"><span class="hps">My</span> <span class="hps">apologies to</span> <span class="hps">the loyal readers</span> <span class="hps">because it has been</span> <span class="hps">a long time</span> <span class="hps">I did not</span> <span class="hps">continue writing</span> <span class="hps">about</span> <span class="hps">diesel</span> <span class="hps">engines</span>. <span class="hps">I</span> <span class="hps">hope</span> <span class="hps">I</span> <span class="hps">can still</span> <span class="hps">continue</span> <span class="hps">writing</span> <span class="hps">until the end. And now I will continue from <a href="http://dieselsolution.blogspot.com/2009/05/diesel-engine-proper-2.html">Diesel Engine Proper 2</a>.</span></span><br />
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<span class="" id="result_box" lang="en"><span class="hps"><b>[4] Pistons</b></span></span><br />
<i><span class="" id="result_box" lang="en"><span class="hps">(1) Functions of the Pistons</span></span></i><br />
<span class="" id="result_box" lang="en"><span class="hps">A piston is one part of combustion chamber. Its function is to transmit the pressure generated by combustion to the crankshaft through a connecting rod. In addition, it has intake, compression and exhaust functions.</span></span><br />
<span class="" id="result_box" lang="en"><span class="hps">The Piston and the cylinder must form a completely enclosed space in order to ensure efficient intake compression, and exhaust.To maintain complete enclosure under every type of operating condition, the material and the structure of the piston must have high heat conductivity and its thermal expansion must be small even when exposed to high temperature (up to about 1,000degree Celcius, even though momentarily). A piston must have enough strength to withstand the combustion pressure (about 80 kg/cm2) so as to transmit the combustion pressure correctly to the crankshaft.</span></span><br />
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<span class="" id="result_box" lang="en"><span class="hps"><i>(2) Piston Structure</i></span></span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgR-37iryicSo5OmVUE38DEripy2CAsUlroDk0ZcezBgRIduwV0I-6fBmAJHpSXrghiV3SzHVTPJqmTxPQcR73ABvfnbw57Ief0_VsWfMsCT_6H0H1lt5KvHQfZBwNAv_YPz-jLL0BYjkJe/s1600/piston+structure.jpg" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgR-37iryicSo5OmVUE38DEripy2CAsUlroDk0ZcezBgRIduwV0I-6fBmAJHpSXrghiV3SzHVTPJqmTxPQcR73ABvfnbw57Ief0_VsWfMsCT_6H0H1lt5KvHQfZBwNAv_YPz-jLL0BYjkJe/s320/piston+structure.jpg" width="316" /></a></div>
<span class="" id="result_box" lang="en"><span class="hps">Pistons have various types of structures. The basic structure is shown below :</span></span><br />
<span class="" id="result_box" lang="en"><span class="hps"><i><b>Piston head</b>....</i>Since the piston head directly recieves the combustion pressure, its must be very durable so that it is able to withstand the pressure. Some pistons have reinforcing ribs toincrease strength.</span></span><br />
<span class="" id="result_box" lang="en"><span class="hps"><i><b>Ring Land</b>.....</i>Piston rings are inserted into rings lands. Ordinarily,a diesel engine has 3 compression rings and 1 or 2 oil rings. Some recent models have 3 rings : 2 compression rings and 1 oil ring.</span></span><br />
<span class="" id="result_box" lang="en"><span class="hps"><i><b>Oil drain hole</b>.....</i>The oil rings groove has an oil drain hole. Oil that is scrapped off by the ring passes through this hole and drops into the oil pan.</span></span><br />
<span class="" id="result_box" lang="en"><span class="hps"><b><i>Piston pin mounting hole.....</i></b>This holds the piston pin that connects the piston to the connecting rod.</span></span><br />
<span class="" id="result_box" lang="en"><span class="hps"><b><i>Skirt.....</i></b>The part below the piston pin center.</span></span><br />
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<tr><td class="tr-caption" style="text-align: center;">Oval Piston</td></tr>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgBe3CQ22k_YXI1v52_iU9623bamT7XwAzUv-7NxL9dSO8Dlko6zPYpasd0Xe2gSjzzNalVKUjJH6x4O47PGRAv7flIt_dJCNTCc4zBeu2fryJGDqHjxI5KTfJ6gKw0QRVK4RVesUio_9AZ/s1600/gb-piston3.jpg" imageanchor="1" style="clear: left; float: left; margin-bottom: 1em; margin-right: 1em;"><br /></a>
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<tr><td class="tr-caption" style="text-align: center;">Conical Piston</td></tr>
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<i>(3)Piston Pin</i><br />
The piston pin connects the piston and the small end of the connecting rod, and has a hollow cylindrical shape. Piston pin ca be classified into the full floating type and the half floating type, depending on the mounting method. The full folating type is ordinarily used on diesel engine.<i> </i><br />
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<i>(4)Offset Piston</i><br />
In an offset piston, the piston pin hole is slightly offset from the piston center.<br />
Adequate clearence must be maintened betwen the piston and the cylinder bore. When the piston changes from the compression stroke to the combustion stroke, as the connecting rod inclination changes the piston moves from right to left. The distance of this movement is equal to the clearence. This is type of shock, which produce of hammering sound. This shock can be decreased by decreasing the clearence of the bore. However, the lubricating oil will be unable to pass through if the clearence is too small. If the rings can not be lubricated, air-tightness cannot be maintened. Or the clearence may become too small due to expansion of the piston. Therefore, the specified minimum clearence must be maintened.<br />
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Lienshttp://www.blogger.com/profile/11833531779299138348noreply@blogger.com0tag:blogger.com,1999:blog-5149152933743841705.post-2441658387000569492012-09-26T00:19:00.000+07:002012-09-26T00:22:01.423+07:00BMW Diesel engines.
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<a href="http://www.bmw.com/com/en/insights/technology/technology_guide/articles/_shared/img/diesel_engine.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="188" src="http://www.bmw.com/com/en/insights/technology/technology_guide/articles/_shared/img/diesel_engine.jpg" width="640" /></a></div>
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<span style="-webkit-text-size-adjust: auto; -webkit-text-stroke-width: 0px; display: inline !important; float: none; font-family: arial, helvetica, sans-serif; font-size: 11px; font-style: normal; font-variant: normal; font-weight: normal; letter-spacing: normal; line-height: 12px; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px;">The small letter ‘d’ in the BMW model names stands for a difference with big results: every BMW diesel engine – whether four, six or eight-cylinder – delivers refined power and superb fuel efficiency.</span><br style="-webkit-text-size-adjust: auto; -webkit-text-stroke-width: 0px; font-family: arial, helvetica, sans-serif; font-size: 11px; font-style: normal; font-variant: normal; font-weight: normal; letter-spacing: normal; line-height: 12px; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px;" /><br style="-webkit-text-size-adjust: auto; -webkit-text-stroke-width: 0px; font-family: arial, helvetica, sans-serif; font-size: 11px; font-style: normal; font-variant: normal; font-weight: normal; letter-spacing: normal; line-height: 12px; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px;" /><span style="-webkit-text-size-adjust: auto; -webkit-text-stroke-width: 0px; display: inline !important; float: none; font-family: arial, helvetica, sans-serif; font-size: 11px; font-style: normal; font-variant: normal; font-weight: normal; letter-spacing: normal; line-height: 12px; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px;">The diesel engine transforms the chemical energy contained in diesel into mechanical energy. While petrol engines compress a mixture of air and fuel and ignite it with a sparkplug (externally-supplied ignition), diesel engines first compress pure air, which causes it to heat up. The fuel is later injected directly into the combustion chamber and ignites itself (self ignition). The direct injection with common rail technology enables the precise control of the ignition process, an even increase in pressure and the targeted burning of remaining soot particles by post injections. This minimises burning noises, makes running smoother and reduces emissions.<span class="Apple-converted-space"> </span></span><br style="-webkit-text-size-adjust: auto; -webkit-text-stroke-width: 0px; font-family: arial, helvetica, sans-serif; font-size: 11px; font-style: normal; font-variant: normal; font-weight: normal; letter-spacing: normal; line-height: 12px; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px;" /><br style="-webkit-text-size-adjust: auto; -webkit-text-stroke-width: 0px; font-family: arial, helvetica, sans-serif; font-size: 11px; font-style: normal; font-variant: normal; font-weight: normal; letter-spacing: normal; line-height: 12px; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px;" /><span style="-webkit-text-size-adjust: auto; -webkit-text-stroke-width: 0px; display: inline !important; float: none; font-family: arial, helvetica, sans-serif; font-size: 11px; font-style: normal; font-variant: normal; font-weight: normal; letter-spacing: normal; line-height: 12px; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px;">The high compression ratio and pressure deliver generous torque even at low speeds and ensure efficient fuel combustion and thus lower consumption. Modern turbo technologies like the two-stage charging in the Variable Twin Turbo also increase the spontaneous power delivery and, in combination with modern automatic transmissions, minimise the response delay at low speeds. Thus BMW diesel engines combine the typical BMW dynamics and sportiness with smooth and refined running, low consumption and excellent acoustics.</span><br style="-webkit-text-size-adjust: auto; -webkit-text-stroke-width: 0px; font-family: arial, helvetica, sans-serif; font-size: 11px; font-style: normal; font-variant: normal; font-weight: normal; letter-spacing: normal; line-height: 12px; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px;" /><br style="-webkit-text-size-adjust: auto; -webkit-text-stroke-width: 0px; font-family: arial, helvetica, sans-serif; font-size: 11px; font-style: normal; font-variant: normal; font-weight: normal; letter-spacing: normal; line-height: 12px; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px;" /><span style="-webkit-text-size-adjust: auto; -webkit-text-stroke-width: 0px; display: inline !important; float: none; font-family: arial, helvetica, sans-serif; font-size: 11px; font-style: normal; font-variant: normal; font-weight: normal; letter-spacing: normal; line-height: 12px; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px;">The four-cylinder diesel in the BMW 3 Series Sedan 320d EfficientDynamics Edition, with 120 kW (163 hp) offers a powerful engine and a temptingly low average consumption of 4.1 litres of diesel per 100 km. The common rail injection technology ensures maximum running smoothness; and the BMW BluePerformance technology means BMW diesel engines already fulfil the EU6 emission norm that only come into effect in 2014.<span class="Apple-converted-space"> </span></span><br style="-webkit-text-size-adjust: auto; -webkit-text-stroke-width: 0px; font-family: arial, helvetica, sans-serif; font-size: 11px; font-style: normal; font-variant: normal; font-weight: normal; letter-spacing: normal; line-height: 12px; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px;" /><br style="-webkit-text-size-adjust: auto; -webkit-text-stroke-width: 0px; font-family: arial, helvetica, sans-serif; font-size: 11px; font-style: normal; font-variant: normal; font-weight: normal; letter-spacing: normal; line-height: 12px; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px;" /><span style="-webkit-text-size-adjust: auto; -webkit-text-stroke-width: 0px; display: inline !important; float: none; font-family: arial, helvetica, sans-serif; font-size: 11px; font-style: normal; font-variant: normal; font-weight: normal; letter-spacing: normal; line-height: 12px; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px;">The BMW 740d Series six-cylinder diesel engine in the BMW 7 Series Sedan boasts an impressive 225 kW (306 hp) and a torque of 600 Nm. Thanks to innovative TwinPower Turbo technology the vehicle can be started at just above idling speed and has an electronically-controlled top speed of 250 km/h. The combination of both a large and a small turbocharger enable a powerful start and thrust even at high speed.<span class="Apple-converted-space"> </span></span><br style="-webkit-text-size-adjust: auto; -webkit-text-stroke-width: 0px; font-family: arial, helvetica, sans-serif; font-size: 11px; font-style: normal; font-variant: normal; font-weight: normal; letter-spacing: normal; line-height: 12px; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px;" /><br style="-webkit-text-size-adjust: auto; -webkit-text-stroke-width: 0px; font-family: arial, helvetica, sans-serif; font-size: 11px; font-style: normal; font-variant: normal; font-weight: normal; letter-spacing: normal; line-height: 12px; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px;" /><span style="-webkit-text-size-adjust: auto; -webkit-text-stroke-width: 0px; display: inline !important; float: none; font-family: arial, helvetica, sans-serif; font-size: 11px; font-style: normal; font-variant: normal; font-weight: normal; letter-spacing: normal; line-height: 12px; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px;">Fuel consumption / CO2 emissions</span><br style="-webkit-text-size-adjust: auto; -webkit-text-stroke-width: 0px; font-family: arial, helvetica, sans-serif; font-size: 11px; font-style: normal; font-variant: normal; font-weight: normal; letter-spacing: normal; line-height: 12px; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px;" /><span style="-webkit-text-size-adjust: auto; -webkit-text-stroke-width: 0px; display: inline !important; float: none; font-family: arial, helvetica, sans-serif; font-size: 11px; font-style: normal; font-variant: normal; font-weight: normal; letter-spacing: normal; line-height: 12px; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px;">Combined fuel consumption: 4.1 to 7.5 l/100 km</span><br style="-webkit-text-size-adjust: auto; -webkit-text-stroke-width: 0px; font-family: arial, helvetica, sans-serif; font-size: 11px; font-style: normal; font-variant: normal; font-weight: normal; letter-spacing: normal; line-height: 12px; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px;" /><span style="-webkit-text-size-adjust: auto; -webkit-text-stroke-width: 0px; display: inline !important; float: none; font-family: arial, helvetica, sans-serif; font-size: 11px; font-style: normal; font-variant: normal; font-weight: normal; letter-spacing: normal; line-height: 12px; orphans: 2; text-align: start; text-indent: 0px; text-transform: none; white-space: normal; widows: 2; word-spacing: 0px;">Combined CO2 emissions: 109 to 183 g/km</span>Lienshttp://www.blogger.com/profile/11833531779299138348noreply@blogger.com0tag:blogger.com,1999:blog-5149152933743841705.post-5386798347360180172012-09-18T23:49:00.000+07:002012-09-19T06:51:15.425+07:00Brief Review on Truck Repair ServicesYour truck must be considered as a machine instead of something that will allow you to haul cargo over long distances. As with all other machines, this machine must also be given appropriate care. If you fail to do so, you will be stranded someday in the highway. Repairing the truck at a <a href="http://adityamotor.16mb.com/">truck repair center</a> can turn out to be a highly expensive procedure. Why repair the truck when you can take precautions to avoid repairing it? Yes, that is what we will be looking into in the following passages. Given below are certain tips and strategies that must be kept in mind while driving the truck.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiSD1V2ZOGkeIWTjeuofeg3tt0AlpXlJjFhvRr5_vNIBxGBs-oe9eCQlYnWGkuT7tyeP_7nci94fWhy_T-U1-y5lapGsdLbxeRNqiLr7e_8HPN3kbkN6eQCrW7fxhKi-kLkKs7lug7KzFzP/s320/UD_GW_450-_Small_1.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiSD1V2ZOGkeIWTjeuofeg3tt0AlpXlJjFhvRr5_vNIBxGBs-oe9eCQlYnWGkuT7tyeP_7nci94fWhy_T-U1-y5lapGsdLbxeRNqiLr7e_8HPN3kbkN6eQCrW7fxhKi-kLkKs7lug7KzFzP/s320/UD_GW_450-_Small_1.jpg" /></a></div>
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The next time you are driving, try to assimilate the sound generated by the truck. It might be noise to others, but you should not brush it aside so easily. This constant noise or hum is the only means by which your truck communicates about its condition. Here is an insider tip – always heed the noise levels generated by the truck. If it increases, then you must be doing something wrong. One of the primary symptoms that are being displayed prominently by these monsters is the alteration in the engine noise levels. The next time you think that the noise levels have increased, please take it to the nearest <a href="http://adityamotor.16mb.com/">authorized service truck repair center</a>. Let the experts look into it. Get all your doubts cleared by them. Replacing or repairing any parts of your truck is a costly affair. So, the economic way to own and utilize a truck is to study it inside out and avoid all possibilities that might lead to an untoward breakdown. The performance levels of your vehicle would certainly diminish over a certain number of years, but if it is served with <a href="http://adityamotor.16mb.com/">regular maintenance and periodic </a>checks, then certainly it would cover more miles before dying on you.<br />
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The truck will be spending a major part of its life chugging along the road. If you wish to learn about the dirt levels present in our roads, please look at the underneath of the truck. If possible, try to wash it away with the help of pressurized water. The next time you cross a <a href="http://adityamotor.16mb.com/">truck repair </a>center, please take time to stop by and get the vehicle cleaned. Keeping the undersides clean will prevent rusting of the metallic components. Rust is the primary enemy of a machine. If viable, also invest on anti-rust coating for the truck’s body.<br />
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Overloading the vehicle with additional cargo might fatten your pockets. On the other hand, you are literally putting yourself and the truck at risk by doing so. Never exceed the threshold stated by the manufacturer. It is better to weigh the overall cargo before venturing out into the wilderness.<br />
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Every aging machine needs certain minimal degree of maintenance and repair jobs done on it. However, the quality of work done on the components of your truck determines the quality of its afterlife. So, before leaving your truck with a <a href="http://adityamotor.16mb.com/">truck repair company</a> make sure that they have the best mechanics available in the market.<br />
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Source : <a href="http://trucksgo.com/">Trucksgo.com</a> Lienshttp://www.blogger.com/profile/11833531779299138348noreply@blogger.com0tag:blogger.com,1999:blog-5149152933743841705.post-91143742718997803102009-05-20T13:56:00.013+07:002009-05-20T16:52:44.257+07:00Diesel Engine Proper 2<b:if cond='data:blog.url == "http://dieselsolution.blogspot.com/2009/05/diesel-engine-proper-2.html"'>
<br /><meta content='Basic diesel engine knowledge about diesel engine proper, how to handling diesel cylinder head, gasket head, valve clearence' name='description'/>
<br /><meta content='Diesel Engine, Truck Diesel, Diesel knowledge, Diesel cylinder head, Cylinder head gasket' name='keywords'/></b:if>
<br /><div align="justify"><strong>B. Cylinder Head
<br /><em></em></strong></div>
<br /><div align="justify"><strong><em>(1) Cylinder Head Structure</em></strong>
<br />The cylinder head is mounted on the top of the cylinder block with head bolts. The cylinder head makes up the combustion chamber together with the cylinder and piston. Cylinder heads for water-cooled engines are manufactured by integral casting. Ordinarily they are made of cast iron.
<br />Cylinder heads for super charged engines are made of alloy cast iron containing nickel, chrome, molybdenum etc. because of the large thermal load. (The temperature between the valves in supercharged engines is 350- 400 degree celcius while the temperature in ordinary engines is below 350"C.)</div>
<br /><div align="justify">a) Intake port (duct) <img id="BLOGGER_PHOTO_ID_5337801883493756210" style="DISPLAY: block; MARGIN: 0px auto 10px; WIDTH: 320px; CURSOR: hand; HEIGHT: 160px; TEXT-ALIGN: center" alt="" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhEMXFIfD0yHQw_JAI-objuswCzyI58dJ4JPgH5p9FFDSrR8V4B6f-vQWdJNB1PRGraTUQbWc52S0FlS_SkXbyIq-o1WyIX8DRF5sCoFdj0PINMVUy-tu0DRJiIm0UG-xI0qxb81kh_jgkM/s320/cylinder+head.jpg" border="0" />This connects the intake manifold and the combustion chamber as the passage for the intake air. Since the shape and inner surface finish of this passage have a large influence on intake efficiency they are important factors related to power output. The shape is designed to minimize air-flow resistance.
<br />Swirling is specially used with direct injection type engines to promote combustion by fully mixing the fuel and intake air. The intake port plays an important role in producing swirls.
<br /></div><div align="justify">b) Exhaust port <img id="BLOGGER_PHOTO_ID_5337803487680949554" style="DISPLAY: block; MARGIN: 0px auto 10px; WIDTH: 320px; CURSOR: hand; HEIGHT: 102px; TEXT-ALIGN: center" alt="" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgXh6M9TOGfblJUqej3MtKu3Deg_vKZZjZWoasKV2Z8H6wFfbrAFbnotNdKc8UC-t6B7_mx1Vvhg0z8m05P7waRjqwQtWFaXzTsCoVRPgxwAPv0dXiVoc59s_exkAx8KvStrJL_am_Wn4TQ/s320/cyl+head2.jpg" border="0" />This connects the combustion chamber and the exhaust manifold as the passage for the exhaust gas. It usually has a round section on the combustion chamber side and an angular section on the manifold side.
<br /></div><div align="justify">c) Valve seat
<br />A valve is mounted on a valve seat. A ring-shape valve insert is used for engines that operate under severe conditions, especially for diesel engines and for light alloy cylinder heads. When it wears out, it is replaced instead of replacing the cylinder head.
<br />Valve seats are made of heat resistant steel such as special cast iron and satellite.
<br />The shape of a valve insert is shown in the following illustration. The valve seat angle is 45 degree against the axial center in most cases, but may be 30 degree or 60 in some cases.
<br /></div><img id="BLOGGER_PHOTO_ID_5337805163323220338" style="DISPLAY: block; MARGIN: 0px auto 10px; WIDTH: 320px; CURSOR: hand; HEIGHT: 160px; TEXT-ALIGN: center" alt="" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi3R_v1SBmfLDxPMS98NfV6bYVeAOvkOL3wcagpIy9-6cYCwfw0t5stYJwRS0C8ng6Infyp_fghOJBbj3-2vJS6ioTWpmQGuhnQ3prJyl57CfvaY9qf8frdyB8yFDttmxvHRZt5nLuMT0cy/s320/valve+seat.jpg" border="0" />d) Valve gulde
<br />A valve guide is made of special cast iron and is press fitted into the cylinder head. The valve stem slides up and down in the valve guide. The valve guide takes heat away from the valve into the cylinder head and supports the side thrust of the valve stem.
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<br /><div align="justify">e) Water Jacket <img id="BLOGGER_PHOTO_ID_5337806081116980146" style="DISPLAY: block; MARGIN: 0px auto 10px; WIDTH: 320px; CURSOR: hand; HEIGHT: 160px; TEXT-ALIGN: center" alt="" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhz5xc9iZ-2-kNguHr1M9YQy6mjoEd69Ju2Ya3mRHvWD6MKPHhHIlungHQJ2ijj5v45rIAqbcFYJ5tmfmzNwSyMhTuePryS6pZx-PZH3lOJp3MrbHm57pgCc9w3FA0Rfp54qcIm2qynRClu/s320/cyl+head+gasket.jpg" border="0" />
<br />This is the coolant passage provided to radiate the heat generated in the combustion chamber.
<br />In addition to the above parts, a cylinder head has lubricant passages, valve spring seats, push rod holes, rocker bracket seats, cylinder head bolt holes, and rocker cover mounting.
<br /></div><div align="justify"><strong><em>(2) Handling of the Cylinder Head</em></strong>
<br />A cylinder head will happen the following problems: <a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjwpP1RpVk6GFZgzX224wZNXj4WY28AClSCztlqko-20W6UsDR5XPUcHq66NplZlWFfmCgI4LonMhgLcolLpd3YE4IGi4day4ELmaXUWhkYAivHLaM5tQzSBkdxzJ-4jGZhgaDd91h1Z8SA/s1600-h/cyl+head+bolt.jpg"><img id="BLOGGER_PHOTO_ID_5337806522709294946" style="FLOAT: right; MARGIN: 0px 0px 10px 10px; WIDTH: 223px; CURSOR: hand; HEIGHT: 287px" alt="" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjwpP1RpVk6GFZgzX224wZNXj4WY28AClSCztlqko-20W6UsDR5XPUcHq66NplZlWFfmCgI4LonMhgLcolLpd3YE4IGi4day4ELmaXUWhkYAivHLaM5tQzSBkdxzJ-4jGZhgaDd91h1Z8SA/s320/cyl+head+bolt.jpg" border="0" /></a>
<br /></div>
<br /><div align="justify">a) The bottom surface of the cylinder head does not have the correct flatness.
<br />When mounted on the cylinder block such a cylinder head cannot maintain the necessary air tightness. This causes gas leakage and decrease the power output. Deformation of this surface must be measured using a straight edge and a thickness gauge, as with the cylinder block. In a diesel engine the bottom surface of a cast iron cylinder head is exposed to burnt gas. The Cylinder head cooling system is designed so that the temperature of the lower face (part of the combustion chamber) will be 350- 400 degree Celsius or less where it contacts the combustion frame. Since the top and the sides of the cylinder head are exposed to the outside air, there are considerable temperature differences within the cylinder head. As a result, it cannot expand uniformly and tends to deform into a concave shape in the upward direction. This produces internal stress (thermal stress) in extreme cases. Repeated occurrence of internal stress may cause fatigue and cracking. The solid lines and broken lines in the illustration on the light show how a head can be deformed when it is tightened and when it is exposed to burnt gas pressure.
<br />The double-dot and dash lines in the illustration show how a head can be deformed by thermal expansion.
<br /></div><div align="justify">b) A cylinder head can be cracked by careless handling or by trouble in the cooling system.
<br /></div><div align="justify">c) If a valve seat is not in close contact with the cylinder head the combustion chamber will lose its air-tightness. This causes reduced the power output.
<br /></div><div align="justify">d) Solid carbon will accumulate in the combustion chambers when low quality lubricating oil is used or when the lubricating oil gets into the combustion chamber. Since solid carbon has low heat conductivity, an engines will overheat if the carbon accumulates.
<br /></div><div align="justify"><strong></strong></div><div align="justify"><strong>C. Cylinder Head Gasket, Head Bolts</strong></div><strong></strong>
<br /><div align="justify"><em><strong>(1) Functions of Cylinder Head Gasket</strong></em>
<br />A cylinder head gasket is mounted between the cylinder block and the cylinder head to prevent gas leakage between them and to prevent the entry of air from the outside.
<br /></div>
<br /><div align="justify">a) It must seal openings on the cylinder block such as the cylinders, water holes and lubricant passages, and the corresponding openings on the cylinder head at the same time.
<br /></div><div align="justify">b) It should not be corroded by high temperature, High pressure burnt gas, pressurized lubricating oil, or cooling water.
<br /></div><div align="justify">c) It must have enough strength to withstand large pressure fluctuations and strong vibrations. It must withstand rapid temperature changes.
<br /></div><div align="justify">d) It must be easy to mount and dismount. It must be reusable.
<br /></div>
<br /><div align="justify"><strong><em>(2) Handling of the Cylinder Head Gasket</em></strong> <img id="BLOGGER_PHOTO_ID_5337809708178505506" style="DISPLAY: block; MARGIN: 0px auto 10px; WIDTH: 300px; CURSOR: hand; HEIGHT: 100px; TEXT-ALIGN: center" alt="" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhkvBHvnXuXa0I8ZNrlUqhleVG_xYdYT8CtGNSCoWs90uGArQ9H-dejYEaYUUBiib6I9mqCDfBYxrvumPJjPZiKrmAIQP3E84cNBkt7PoKQZCN9aAkdXWNhjVY5QB1tt4UQ18-GR4757xb7/s320/cyl+head+gasket+2.jpg" border="0" />a) Do not carry a cylinder head gasket by both ends. It may become curved and the asbestos in the middle may be cracked.</div>
<br /><div align="justify">b) Do not damage or deform the gasket. Do not store it under a heavy object. Hang gaskets on the wall in a storage area.
<br /></div><div align="justify">c) Do not immerse the gasket in liquid, because the asbestos structure will be destroyed.
<br /></div><div align="justify">d) Mount the gasket on the correct side.
<br /></div>
<br /><div align="justify"><strong><em>(3) Cylinder Head Bolts</em></strong> <a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjRe9LAq7-Z_RRA4T8jWZ_KCa18tOAbYdRLrFDT3Mzhyphenhyphen42HzIVLuerNSyO5r6zJd2days1c1MSlJhAg1-u0ca25H0oumJIc2IIXoib4hyfwGs16P5D3xFzThWsRmBqO7V-4ueRsgJEjJY7n/s1600-h/cylinder+head+1.jpg"><img id="BLOGGER_PHOTO_ID_5337810249381939890" style="FLOAT: right; MARGIN: 0px 0px 10px 10px; WIDTH: 195px; CURSOR: hand; HEIGHT: 191px" alt="" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjRe9LAq7-Z_RRA4T8jWZ_KCa18tOAbYdRLrFDT3Mzhyphenhyphen42HzIVLuerNSyO5r6zJd2days1c1MSlJhAg1-u0ca25H0oumJIc2IIXoib4hyfwGs16P5D3xFzThWsRmBqO7V-4ueRsgJEjJY7n/s320/cylinder+head+1.jpg" border="0" /></a>
<br />Cylinder head bolts are used for tightening the cylinder head and cylinder block. Generally, the cylinder head will be deformed as shown the illustration due to tightening to the block through the gasket. This is because the top end of the liners protrude above the top of the block. This raises the pressure on the sealed part around the combustion chamber. Be sure to adjust the valve clearance after re-tightening the cylinder head bolts.</div>
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<br /><div align="justify"><strong></strong></div><div align="justify"><strong>Tightening and dismounting the cylinder head</strong>
<br />When mounting a cylinder head on a cylinder block or when dismounting it, be sure to tighten (or loosen) the bolts in the correct sequence. The cylinder head can be deformed by tightening (or loosening) the bolts in the wrong sequence.
<br />To tighten the bolts, start at the center and move out in a radial direction. To loosen the bolts, start from the outside.
<br />Do not tighten the bolts to the specified torque all at once. Tighten them gradually step by step. Be sure to follow any instructions about tightening the cylinder head in a cold state or warm state.</div>
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<br />Lienshttp://www.blogger.com/profile/11833531779299138348noreply@blogger.com0tag:blogger.com,1999:blog-5149152933743841705.post-27972711189150985862009-05-19T12:36:00.015+07:002009-05-20T16:58:19.231+07:00Diesel Engine Proper 1<b:if cond='data:blog.url == "http://dieselsolution.blogspot.com/2009/05/diesel-engine-proper-1.html"'>
<br /><meta name='Description' CONTENT='Basic Diesel Engine knowledge, about how to handling diesel cylinder block and cylinder liner'/>
<br /><meta name='Keywords' CONTENT='Diesel Engine, Truck Diesel, Diesel knowledge, Diesel Engine Proper, Block and cylinder liner'/></b:if>
<br /><strong>A. Cylinder, Cylinder Block</strong>
<br /><strong><em>(1) Cylinder</em></strong>
<br />A combustion chamber is made up of a cylinder, a cylinder head and a piston. A cylinder has a cylindrical shape and its inner surface is perfectly finished.
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<br />The piston slides up and down between top dead center and bottom dead center within the cylinder. The cylinder receives the most complicated forces in the entire engine because of the influence of the pressure and heat generated by the burnt gas.
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<br /><strong>Cylinder classification</strong>
<br />Cylinders can be structurally classified into the following types:
<br />1.In block cylinder : The cylinder and the cylinder block have singgle integrated structure
<br />2.Liner type cylinder : The cylinder is inserted into separately manufactured cylinder block
<br />(Dry liner type & Wet liner type )
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<br /><strong>In block cylinder type</strong>
<br />The cylinder and the cylinder block are manufactured as a solid unit. Since no cylinder liner is used with an in-block cylinder, it has fewer parts than a liner type cylinder. For this reason, this type is suitable for mass production. Currently in-block cylinders are used most widely for gasoline engines with cast iron cylinder blocks.
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<br /><div><div><div><div><div align="justify"><strong>Dry liner type</strong> <a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiFd1CQ4rnEzc-Mw3le3g7fowBRLnzI29KWUhHh5GuAUfleBn9mTyhkyXUJ7q_o9wSPiybUJZygkF_HDz7mQU6D6I23smu0rN4al3KB9ei9CWOp6IP42ChHKiiLkVFET4nqxFwDBRTm9osG/s1600-h/dry+liner.jpg"><img id="BLOGGER_PHOTO_ID_5337428477107930706" style="FLOAT: left; MARGIN: 0px 10px 10px 0px; WIDTH: 85px; CURSOR: hand; HEIGHT: 127px" alt="" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiFd1CQ4rnEzc-Mw3le3g7fowBRLnzI29KWUhHh5GuAUfleBn9mTyhkyXUJ7q_o9wSPiybUJZygkF_HDz7mQU6D6I23smu0rN4al3KB9ei9CWOp6IP42ChHKiiLkVFET4nqxFwDBRTm9osG/s320/dry+liner.jpg" border="0" /></a>
<br />The cylinder liner housing of the cylinder block is finished into a cylindrical diameter with a fitting tolerance from the finished dimensions of the cylinder. A separately manufactured cylinder liner is inserted into this. The cylinder liner is surrounded by the walls of cylinder block, so it never comes into direct contact with the engine cooling water. </div>
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<br /><div align="justify"><strong></strong></div><div align="justify"><strong></strong> </div><div align="justify"><strong></strong> </div><div align="justify"><strong>Wet liner type<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgZt-mjCAZkpoyB0gdl6c8PQftpb8nJhxUXGVuaXdW23iwfNUTWDEFcXJNfquRZeESPUoasSNTilTZ-Ad28TaefDgxFg4JBAu3A7pyV1qqQAVVueMgJhyjQRf-JuvYvcVAOeTMTTkN8Is-Z/s1600-h/wet+liner.jpg"><img id="BLOGGER_PHOTO_ID_5337419655010185394" style="FLOAT: left; MARGIN: 0px 10px 10px 0px; WIDTH: 62px; CURSOR: hand; HEIGHT: 108px" alt="" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgZt-mjCAZkpoyB0gdl6c8PQftpb8nJhxUXGVuaXdW23iwfNUTWDEFcXJNfquRZeESPUoasSNTilTZ-Ad28TaefDgxFg4JBAu3A7pyV1qqQAVVueMgJhyjQRf-JuvYvcVAOeTMTTkN8Is-Z/s320/wet+liner.jpg" border="0" /></a></strong>
<br />The cylindrical part of the cylinder is made up entirely of the cylinder liner. The outer surface of the wet liner comes directly in contact with the cooling water.
<br />For this reason, this type of cylinder liner can be cooled efficiently. Wet liners are easier to manufacture and assemble than dry liners.
<br />The upper part of the cylinder liner has a flange which is used for positioning during assembly and which prevents water from leaking from the top. The lower part of the cylinder liner has a "rubber ring" to prevent water leakage. Ordinarily the liner thickness is 6 – 8% of the inner diameter of the liner.
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<br /><strong><em>(2) Cylinder Block</em></strong> </div><img id="BLOGGER_PHOTO_ID_5337415378738661762" style="DISPLAY: block; MARGIN: 0px auto 10px; WIDTH: 300px; CURSOR: hand; HEIGHT: 250px; TEXT-ALIGN: center" alt="" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgo-K1TU7zCOCXl2qQJ3DD1WzXMKEycw6S-LpYfdVe0l3uu0ajmPn9bT8h2BrXoZ8S2kvx0cvM3KII5QnQPSS3JlSYxPbN7dwyW6QxwhELpmdKO9mSt9eZXKdhbqJvkvhP15mST4Z0z9uRm/s320/block+engine.jpg" border="0" />
<br /><strong>a) Cylinder block structure</strong>
<br />A cylinder block has the following structural parts in addition to the cylinders that generate the power:
<br />* Water jacket : The passage for the cooling water used to cool off the heat generated by the engine ( Not needed in an air-cooled engine).
<br />* Oil gallery : Passage for oil sucked in by the oil pump.
<br />* Crankshaft bearings : These hold the crankshaft by the bearings.
<br />* Camshaft bearings : These hold the camshaft (Not needed for an overhead cam type cylinder block).
<br />* Oil pan mountings, gear train mountings, etc,
<br />
<br />The cylinder block must have enough strength to withstand the forces generated by the
<br />explosions (combustion) within the engine and the inertia related to high speed rotation of the crankshaft. For this reason, the upper part of the cylinder block and the crankcase usually have a mono-block structure.
<br />
<br /><strong>b) Cylinder and cylinder block materials</strong>
<br />Cylinders must have the following properties because they are constantly exposed to the high temperature and high pressure generated by repeated combustion explosions:
<br />a) They must have superior abrasion resistance in order to endure the reciprocating motion of the pistons.
<br />b) They must have high melting temperature in order to withstand the hot burnt gas.
<br />c) They must have high strength and hardness at high temperatures.
<br />d) They must have large oil film retention strength.
<br />Special cast iron is the most widely used material for cylinders at present. This is because cast iron has large abrasion resistance. Special cast iron contains phosphorus, nickel, chrome or molybdenum to achieve even higher abrasion resistance or copper to raise corrosion resistance.
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<br /><strong><em>(3) Cylinder Characteristics</em></strong> <a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjuMpx_hajpli7fm8PbWyOOJVUKiLUGsgtX6C38DJ5zutMZYowuTfldQ-KpYco50l9eBIYP6B-jxgu-p2RkyiZlGcekr6OJnzPWNm2Lxcff63FsKWSDp3X-8BzTbkHbHuHkgAKNYspf3CwL/s1600-h/tdc.jpg"><img id="BLOGGER_PHOTO_ID_5337416700796840866" style="FLOAT: right; MARGIN: 0px 0px 10px 10px; WIDTH: 300px; CURSOR: hand; HEIGHT: 250px" alt="" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjuMpx_hajpli7fm8PbWyOOJVUKiLUGsgtX6C38DJ5zutMZYowuTfldQ-KpYco50l9eBIYP6B-jxgu-p2RkyiZlGcekr6OJnzPWNm2Lxcff63FsKWSDp3X-8BzTbkHbHuHkgAKNYspf3CwL/s320/tdc.jpg" border="0" /></a>
<br /><strong>a) Cylinder capacity</strong>
<br />The highest piston position in a cylinder is called top dead center, while the lowest position is called bottom dead center. The distance that the piston moves between these two points is called the stroke and the capacity is called the cylinder capacity (displacement). This is the maximum volume of air that can be sucked in by the descent of the piston. The engine displacement of a multi cylinder engine is obtained by multiplying the cylinder capacity by the number of cylinders. It can be calculated by the following formula: <a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgNkiC86xnZxSsyVbYLj-vJmMaSnOy1vyYdE2A7hMNb7j-BGmc7QsdlFP4dFc4T1eBdpd10HX7Z-clqQ_aW8YRCx4lVXUDHpJDHnBShFSMLvlDTYg13pekLfxzU_-zR6BEZ3IRkozFM-ixf/s1600-h/formula1.jpg"><img id="BLOGGER_PHOTO_ID_5337418072726080818" style="FLOAT: left; MARGIN: 0px 10px 10px 0px; WIDTH: 228px; CURSOR: hand; HEIGHT: 163px" alt="" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgNkiC86xnZxSsyVbYLj-vJmMaSnOy1vyYdE2A7hMNb7j-BGmc7QsdlFP4dFc4T1eBdpd10HX7Z-clqQ_aW8YRCx4lVXUDHpJDHnBShFSMLvlDTYg13pekLfxzU_-zR6BEZ3IRkozFM-ixf/s320/formula1.jpg" border="0" /></a>
<br />
<br />
<br />
<br />
<br />
<br /><strong></strong></div>
<br />
<br /><div><strong></strong></div>
<br /><div><strong></strong></div><div><strong></strong> </div><div><strong></strong> </div><div><strong></strong> </div><div><strong>b) Compression ratio</strong>
<br />If the air taken into a cylinder is burnt without being compressed, not enough force will be generated to operate the engine. In order to obtain sufficient rotational power, the air must be compressed to some fraction of its original volume before it is burnt, causing explosive combustion. <a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi8wHG7kSnXp0QqAN3Q-mNNuXceGUhY7yxZ_cxc0_pbW5_cLUHHdB_AP_kBAP1dmCMJtkWd85aILF-KZOAFNoXu2PoH1KYlPI8hrWJhUrQYnXt2UhCkiweCw1BiTV7WdevPYtswwtz-ecwn/s1600-h/volume.jpg"><img id="BLOGGER_PHOTO_ID_5337418666078797730" style="FLOAT: right; MARGIN: 0px 0px 10px 10px; WIDTH: 218px; CURSOR: hand; HEIGHT: 257px" alt="" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi8wHG7kSnXp0QqAN3Q-mNNuXceGUhY7yxZ_cxc0_pbW5_cLUHHdB_AP_kBAP1dmCMJtkWd85aILF-KZOAFNoXu2PoH1KYlPI8hrWJhUrQYnXt2UhCkiweCw1BiTV7WdevPYtswwtz-ecwn/s320/volume.jpg" border="0" /></a>
<br />Air is sucked in by the descent of the piston to bottom dead center, and the air is then compressed by the ascent of the piston to top dead center. The ratio of the volume after compression to the original volume is called
<br />the compression ratio. The compression ratio
<br />can be obtained by the following formula:<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjr2WjMEUEiKaguVplRRngVOvYEbANuFBR48ymTOxOKRyJYRZ77-yGVMh9ylQcviVpqvOg6qnDMorvgbnfapVFLOk3WQSrm9e13bn58FbBBDLxJ8ZQNpT4tFdsTmizqZ8Hl2XMDPiovwi5B/s1600-h/formula2.jpg"><img id="BLOGGER_PHOTO_ID_5337418925666334610" style="FLOAT: left; MARGIN: 0px 10px 10px 0px; WIDTH: 228px; CURSOR: hand; HEIGHT: 163px" alt="" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjr2WjMEUEiKaguVplRRngVOvYEbANuFBR48ymTOxOKRyJYRZ77-yGVMh9ylQcviVpqvOg6qnDMorvgbnfapVFLOk3WQSrm9e13bn58FbBBDLxJ8ZQNpT4tFdsTmizqZ8Hl2XMDPiovwi5B/s320/formula2.jpg" border="0" /></a></div></div></div></div></div></div>Lienshttp://www.blogger.com/profile/11833531779299138348noreply@blogger.com0tag:blogger.com,1999:blog-5149152933743841705.post-65467282242554616162009-05-18T15:40:00.005+07:002009-05-25T10:55:35.810+07:00DIESEL ENGINE PERFORMANCE<a title="View Diesel Engine Performance on Scribd" href="http://www.scribd.com/doc/15583381/Diesel-Engine-Performance" style="margin: 12px auto 6px auto; font-family: Helvetica,Arial,Sans-serif; font-style: normal; font-variant: normal; font-weight: normal; font-size: 14px; line-height: normal; font-size-adjust: none; font-stretch: normal; -x-system-font: none; display: block; text-decoration: underline;">Diesel Engine Performance</a> <object codebase="http://download.macromedia.com/pub/shockwave/cabs/flash/swflash.cab#version=9,0,0,0" id="doc_873678346268548" name="doc_873678346268548" classid="clsid:d27cdb6e-ae6d-11cf-96b8-444553540000" align="middle" height="500" width="100%" rel="media:document" resource="http://d.scribd.com/ScribdViewer.swf?document_id=15583381&access_key=key-2nofxendaijjjrxc45pf&page=1&version=1&viewMode=" xmlns:media="http://search.yahoo.com/searchmonkey/media/" xmlns:dc="http://purl.org/dc/terms/" > <param name="movie" value="http://d.scribd.com/ScribdViewer.swf?document_id=15583381&access_key=key-2nofxendaijjjrxc45pf&page=1&version=1&viewMode="> <param name="quality" value="high"> <param name="play" value="true"> <param name="loop" value="true"> <param name="scale" value="showall"> <param name="wmode" value="opaque"> <param name="devicefont" value="false"> <param name="bgcolor" value="#ffffff"> <param name="menu" value="true"> <param name="allowFullScreen" value="true"> <param name="allowScriptAccess" value="always"> <param name="salign" value=""> <embed src="http://d.scribd.com/ScribdViewer.swf?document_id=15583381&access_key=key-2nofxendaijjjrxc45pf&page=1&version=1&viewMode=" quality="high" pluginspage="http://www.macromedia.com/go/getflashplayer" play="true" loop="true" scale="showall" wmode="opaque" devicefont="false" bgcolor="#ffffff" name="doc_873678346268548_object" menu="true" allowfullscreen="true" allowscriptaccess="always" salign="" type="application/x-shockwave-flash" align="middle" height="500" width="100%"></embed> <span rel="media:thumbnail" href="http://i.scribd.com/public/images/uploaded/31608505/zhHZgJs2aMDqf_thumbnail.jpeg"> <span property="media:title">Diesel Engine Performance</span> <span property="dc:creator">liena</span> <span property="dc:type" content="Text"> </object> <div style="margin: 6px auto 3px auto; font-family: Helvetica,Arial,Sans-serif; font-style: normal; font-variant: normal; font-weight: normal; font-size: 12px; line-height: normal; font-size-adjust: none; font-stretch: normal; -x-system-font: none; display: block;"> <a href="http://www.scribd.com/upload" style="text-decoration: underline;">Publish at Scribd</a> or <a href="http://www.scribd.com/browse" style="text-decoration: underline;">explore</a> others: <a href="http://www.scribd.com/explore/Books/" style="text-decoration: underline;">Books</a> <a href="http://www.scribd.com/tag/diesel%20truck" style="text-decoration: underline;">diesel truck</a> <a href="http://www.scribd.com/tag/diesel%20engine" style="text-decoration: underline;">diesel engine</a> </div>Lienshttp://www.blogger.com/profile/11833531779299138348noreply@blogger.com0tag:blogger.com,1999:blog-5149152933743841705.post-83113775883418479892009-05-18T11:42:00.013+07:002012-11-09T22:22:08.556+07:00Diesel Engine Combustion Chambers and Their CharacteristicsThe <a href="http://http//dieselsolution.blogspot.com/2009/05/diesel-engine-combustion-chambers-and.html">combustion chambers of diesel engines </a>can be structurally classified as follows. <br />
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Combustion Chamber 1. Open combustion chamber </div>
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a. Direct injection type</div>
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&nbsp&nbsp&nbsp&nbsp&nbsp&nbsp&nbsp&nbsp&nbsp&nbsp&nbsp&nbsp&nbsp&nbsp&nbsp&nbsp&nbsp&nbsp&nbsp&nbsp&nbsp&nbsp&nbsp&nbsp2. Divided combustion chamber</div>
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a. Pre combustion chamber</div>
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b. Swirl chamber type</div>
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c. Air chamber type</div>
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The various types of combustion chambers which give such a large influence on engine performance are explained as follows.<br />
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<b>(1) Direct injection Type</b><br />
Direct injection type combustion chambers are illustrated on the next page. They have the Simple ststructure.</div>
<div align="center">
<img alt="" border="0" id="BLOGGER_PHOTO_ID_5337022020817740722" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjc8gMQygxsbUh7lNpbSVkVUyJ-Vzeg3BXyDP5cptiew2Z4mVuUplmiRl1Z3VKStdyIfkp02pIwygt0rXhyphenhyphenXHfDePGpvzlAaTFAoX8d0EWNaTV8PmV8QX8Nv1OBtVg3tR-o1IRBuH-crP0E/s320/direct+injection.jpg" style="cursor: hand; display: block; height: 250px; margin: 0px auto 10px; text-align: left; width: 300px;" /></div>
<div align="justify">
Fuel is injected into the combustion chamber between the cylinder head and the piston head,as the following illustrations show. In most cases fuel is injected at high pressure (150- 300kglcm\ using a hole nozzle (multihole nozzle) in order to burn the fuel completely. <a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj5npymJeyfNzKm5NLrqFGjAPWRcequI9_pdzF9uf5qb5iL3X9_YX1XZ8JMwdGYWJ3W0f8as-ttsR3HK1LebqSl1GTiPPrx3nNnKDTrZbDf5pqX1lKlOtfK2F3Q9LxOPbw3Y6aAmv-pPk-9/s1600-h/direct+injection+type.jpg"><img alt="" border="0" id="BLOGGER_PHOTO_ID_5337023104019309602" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj5npymJeyfNzKm5NLrqFGjAPWRcequI9_pdzF9uf5qb5iL3X9_YX1XZ8JMwdGYWJ3W0f8as-ttsR3HK1LebqSl1GTiPPrx3nNnKDTrZbDf5pqX1lKlOtfK2F3Q9LxOPbw3Y6aAmv-pPk-9/s320/direct+injection+type.jpg" style="cursor: hand; float: right; height: 188px; margin: 0px 0px 10px 10px; width: 222px;" /></a></div>
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<b><i></i></b> </div>
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<b><i>Advantages of the direct injection type</i></b><br />
1) Since the combustion chamber has a simple shape and relatively small surface area the heat lossis small. Therefore thermal efficiency is high and the specific fuel consumption is good (150 - 200 gr/PS-Hr). This kind of engine can start smoothly and does not require a glow plug.<br />
2) Since this structure of ths cylinder head is simple, and trouble due to thermal strain rarely occurs.<br />
<br />
<b><i>Disadvantages of the direct injection type</i></b>1) Combustion starts at a higher pressure than with other types of chamber.<br />
2) The state of atomization has a sensitive influesce on combustion.<br />
3) There is more noise and vibration during operation than in other types of chamber, because the combustion pressure is high.<br />
a) The NOx (nitrogen oxides) concentration in the exhaust gas is higher than with other types of injection because the combustion temperature is high.<br />
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<b>(2) Pre-combustion chamber type</b>Pre-combustion chamber type chambers are illustrated in the following figure. Combustion chambers of this tlpe have a pre-combustion chambers in the upper part of the main combustion chamber. Fuel is injected into the pre-combustion chamber where part of the fuel is burnt, and the remaining fuel is injected into the main combustion chamber by the pressure produced from the fuel combustion in the pre-combustion chamber. Swirling created a thorough mixture of fuel and air, which is burnt in the main combustion chamber.<br />
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjk5SYabNC3_t6qhsNkX49N7nCGj8uyVDRb5hBlHVI0rd2fe8TVRE5YwU_90uz3aNd2usOMq00THUtvu0AL0fFmLR_DXWDizGKwHydMsm2djv9bXW-vNunFKZDtFs-4Qa5yKWXk4A1OntcV/s1600-h/pre+combution.jpg"><img alt="" border="0" id="BLOGGER_PHOTO_ID_5337024824029856434" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjk5SYabNC3_t6qhsNkX49N7nCGj8uyVDRb5hBlHVI0rd2fe8TVRE5YwU_90uz3aNd2usOMq00THUtvu0AL0fFmLR_DXWDizGKwHydMsm2djv9bXW-vNunFKZDtFs-4Qa5yKWXk4A1OntcV/s320/pre+combution.jpg" style="cursor: hand; float: left; height: 150px; margin: 0px 10px 10px 0px; width: 300px;" /></a><br />
Generally the volume ratio (the ratio of pre-combustion chamber volume to total compression volume) of the pre-combustion chamber is between 25% and 45%.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj4ji4rck7YxFCROFuRPDuR8ASapR8hyUZ-sqsacGbsMCWOrljZ2hqctTHNN_vIuI8ehVYwfekJhp6QrnpsbWH7L0ZSOttKvDS1ZgFdeISkRSiDR3fxbTSy-Ex1wphZamKbVVRs-1DkUgc5/s1600-h/pre+combustion+chamber.jpg"><img alt="" border="0" id="BLOGGER_PHOTO_ID_5337025027267222658" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj4ji4rck7YxFCROFuRPDuR8ASapR8hyUZ-sqsacGbsMCWOrljZ2hqctTHNN_vIuI8ehVYwfekJhp6QrnpsbWH7L0ZSOttKvDS1ZgFdeISkRSiDR3fxbTSy-Ex1wphZamKbVVRs-1DkUgc5/s320/pre+combustion+chamber.jpg" style="cursor: hand; float: right; height: 175px; margin: 0px 0px 10px 10px; width: 270px;" /></a><br />
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<b><i>Advantages of the pre-combustion chamber type</i></b><br />
1) Since the fuel is burnt in the main combustion chamber after being partially burnt in the pre-combustionc hamber, combustion is not as easily influenced by fuel quality. <a href="http://dieselsolution.blogspot.com/2009/05/diesel-knock.html" target="_blank">Diesel knock</a> is relatively small and engine operate quietly.<br />
2) The initial fuel injection pressure is relatively low (80 - 150 kg/cm)<br />
and combustionis not easily influenced by the state of atomization.<br />
3) The NOx concentration of the exhaust gas is lower than with the direct injection type.<br />
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<b><i>Disadvantages of the pre combustion chamber ty</i></b>pe<br />
1) The cylinder head structure is complicated.<br />
2) Sincet he compressed air is throttled by a nozzle hole, the pressure increase in the pre-combustion chamber is delayed. The compression temperature in the pre-combustion chamber is lower than the direct injection type because heat is dissipated for the large area of the pre-combustion chamber. Therefore, a glow plug is needed for starting.<br />
3) The specific fuel consumption is low.<br />
<br />
<b>(3) Swirl Chamber Type</b><br />
The characteristic of the swirl chamber types that it has a swirl chamber on the cylinder head as illustrated in the figure below. During the compression stroke a strong swirl of air is produced in the swirl chamber. Fuel is injected into that swirl and burnt. In the pre-combution type, fuel is burnt only partially in the pre-combustion chamber, but in the swirl type, most of the fuel is burnt in the swirl chamber.<br />
<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEitOhuS1ogOS9cTjnWvCEMW3BqDmZy1xt4zb-B5Ikh_88M7lYL3KFIGn5V1fRZu5klsohyeu3L7lE66MrG31rB8dpFhwKBD7wS0QDbgEonRBfIck43KCSA0aLn1e7Z0bVMvhfRp2cxrfyLO/s1600-h/swirl+chamber.jpg"><img alt="" border="0" id="BLOGGER_PHOTO_ID_5337025765860520066" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEitOhuS1ogOS9cTjnWvCEMW3BqDmZy1xt4zb-B5Ikh_88M7lYL3KFIGn5V1fRZu5klsohyeu3L7lE66MrG31rB8dpFhwKBD7wS0QDbgEonRBfIck43KCSA0aLn1e7Z0bVMvhfRp2cxrfyLO/s320/swirl+chamber.jpg" style="cursor: hand; float: left; height: 150px; margin: 0px 10px 10px 0px; width: 300px;" /></a><br />
Therefore, the volume of the swirl chamber accounts for 50 - 70% of the total combustion volume. There is only one passage from the swirl chamber into the cylinder.<br />
<br />
The characteristics of the swirl type lie somewhere between those of the direct injection type and those of the pre-combustion type. <a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjoe1iRB3o8Iw_fO_Ja7ZTpRPuej3WTfMe0UnXuOAJDgL9lKN3FpTn24QGQhsSIXDXf0pSZHib-HDW3R8ydGrowsxPxqVnmZIkf92xQXtrXWNc25rTm7DAkMdgY2CVUfRVQItnbhegyhZ2y/s1600-h/swirl+chamber+type.jpg"><img alt="" border="0" id="BLOGGER_PHOTO_ID_5337026299553487682" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjoe1iRB3o8Iw_fO_Ja7ZTpRPuej3WTfMe0UnXuOAJDgL9lKN3FpTn24QGQhsSIXDXf0pSZHib-HDW3R8ydGrowsxPxqVnmZIkf92xQXtrXWNc25rTm7DAkMdgY2CVUfRVQItnbhegyhZ2y/s320/swirl+chamber+type.jpg" style="cursor: hand; float: right; height: 193px; margin: 0px 0px 10px 10px; width: 235px;" /></a><br />
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<b><i>Advantages of the swirl type</i></b>1) The fuel and air are thoroughly mixed by the swirl of compressed air, so the excess air factor can be relatively low and the mean effective pressure is high.<br />
2) Since this structure is suitable for relatively high speeds, it is advantageous from the view point of maximum output and specific fuel consumption.<br />
<br />
<i><b>Disadvantages of the swirl type</b></i><br />
1) The structure of combustion chambers of this type is complicated because a swirl chamber must be mounted on the cylinder or cylinder head.<br />
2) It is sensitive to the ignitability of the fuel. <a href="http://dieselsolution.blogspot.com/2009/05/diesel-knock.html" target="_blank">Diesel knock</a> occurse asily.<br />
3) It needs a pre-heater for starting.</div>
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Lienshttp://www.blogger.com/profile/11833531779299138348noreply@blogger.com0tag:blogger.com,1999:blog-5149152933743841705.post-41608153547858014532009-05-15T20:42:00.002+07:002012-11-09T22:18:10.133+07:00DIESEL KNOCK<div style="text-align: justify;">
One of the characteristics of combustion in a diesel engine is <a href="http://dieselsolution.blogspot.com/2009/05/diesel-knock.html">diesel knock</a>.<br />
Knocking in a gasoline engine and knocking in <a href="http://dieselsolution.blogspot.com/">diesel engine</a> are the same in that they occur due to a sudden pressure increase during the combustion process. However, there are a number of fundamental differences betwen the two in terms of the timing, cause, and state of knocking.<br />
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Diesel knock occurs when the combustible gas mixture produced during the ignition lag period burns explosively and the pressure rises suddenly.<br />
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<a href="http://dieselsolution.blogspot.com/2009/05/diesel-knock.html">Knocking</a> in gasoline engine occurs when self ignition occurs too easilly, but diesel knock occurs when self ignition does not occurs easilly enough. Therefore, the causes of two types of knocking are completely opposite from one another.<br />
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In gasoline engine , there is large difference between normal combustion and knocking combustion. In a diesel engine, knocking combustion is hard to distinguish during operation. Therefore, knocking is distinguished from normal combustion according to whether or not a sudden pressure increase generates a hitting noise or brings about shock to engine parts.<br />
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Because of the nature of its cause, diesel knock can be prevented by shortening the ignition lag period. <a href="http://auto4stroke.blogspot.com/2009/04/fip-fuel-injection-pump.html">Fuel injection nozzles</a> are generally designed to lower fuel injection during the ignition lag period.</div>
Lienshttp://www.blogger.com/profile/11833531779299138348noreply@blogger.com0tag:blogger.com,1999:blog-5149152933743841705.post-18688551774288435142009-05-04T21:49:00.000+07:002009-05-04T21:58:21.670+07:00COMBUSTION IN DIESEL ENGINE<div style="text-align: justify;">The combustion process in a diesel engine is explained in detail as follows.<br />Fuel particles injected rom a nozle into the cylinder in the form of high pressure mist are heated by the high temperature and high pressure air. They ignite and burn when they begin to evaporate and are mixed with hot air.<br /><br />The ilustration shows this process in terms of the pressure in reference to the crank angle. The combustion process can be divided into the following 4 periods.<br /><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjC_Q2UVMsElPasBYsz2n3CbJvELzyB_gWEG4VWMPLq_U56fn5Bwfa7Chc8AZVbxBDNEvMS3XQ-wmZOpxR8TiXbyolvVrjIJqQ_sB-RjD-FSEM6AqQwtuj8J4CKNQ54KsNSkflIkAu0oZfz/s1600-h/combustion+diesel+engine.jpg"><img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 320px; height: 312px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjC_Q2UVMsElPasBYsz2n3CbJvELzyB_gWEG4VWMPLq_U56fn5Bwfa7Chc8AZVbxBDNEvMS3XQ-wmZOpxR8TiXbyolvVrjIJqQ_sB-RjD-FSEM6AqQwtuj8J4CKNQ54KsNSkflIkAu0oZfz/s320/combustion+diesel+engine.jpg" alt="" id="BLOGGER_PHOTO_ID_5331982633299562626" border="0" /></a><br /><span style="font-weight: bold;">1. Ignition Lag period.</span><br />During the period from A to B, fuel is injected from A in mist form, heated by compressed air in the cylinder and approaches the ignition temperature. Although this period is short, and the pressure does not increase suddenly, because the length o this period heavily influences combustion, it should be as short as possible. The length of this period is influenced by the ignitability o the fuel, the compression pressure and temperature of the air, and the injection state of the fuel.<br /><br /><span style="font-weight: bold;">2. Flame propagation period (Explosive combustion period).</span><br />This is the period from B to C in the ilustration. At point B in the ilustration the fuel prepared for combustion during the ignition lag period ignites at one or more locations in the gas mixture. This propagates very quickly to all parts, causing nearly simultaneous combustion. Fuel injected betwen B to C burns at the same time. As a result, the pressure increases suddenly. The increase in pressure is related to the quantity and the atomized state of the fuel injected during the ignition lag period. Most of the injected fuel is completely burnt by the end pf this period (C).<br /><br /><span style="font-weight: bold;">3. Direct combustion period.</span><br />This is the period from C to D. Fuel injection continues after point C. Fuel injection and combustion take place simultaneously because of the flames produced betwen B and C. Therefore, the pressure change between C and D can be regulated to some extent by controlling the rate of the fuel injection.<br /><br /><span style="font-weight: bold;">4. Post-combustion period.</span><br />Injection ends at point D in the illustration and the burnt gas expands. Any fuel that has not burnt completely burns during this period of expansion. The period after point D is called the post-combustion period.<br /><br />If this period is too long, the exhaust temperature becomes too high and the thermal efficiency is lowered. Therefore, this period must be short. Combustion during this period is heavily influenced by the size and distribution of the fuel particles and their contact with the air.<br /><br />Thus, combustion can be divided into four periods. The ignition lag period and the flame propagation period can be regarded as a preparatory period for the direct combustion period ; the quality of these periods gives a large influence on combustion.<br /><br />Therefore, the initial injection pressure of the nozzle, the state of atomization, the compression pressure and the injection timing are important maintenance items for <a href="http://dieselsolution.blogspot.com/2009/05/operating-principle-of-4-cycle-diesel.html">diesel engines</a>.</div>Lienshttp://www.blogger.com/profile/11833531779299138348noreply@blogger.com0tag:blogger.com,1999:blog-5149152933743841705.post-91538191853306239612009-05-03T23:05:00.001+07:002009-05-03T23:39:18.357+07:00Valve Timing In a 4- Cycle Engine<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgbc2c-6HvbjXmCzcpb6pSGV4K7LLpg0MTr74OchmZvtzz7hTiHLY4SskNnrdpTZHe16wtPJ6pw9Ac6fICHV1wYGNNwUjRiPV2hPN7e6bi8CFyjsoGfYpdeUU1bzanuF_RE8thme0kJ3iCN/s1600-h/diesel+valve+timing.jpg"><img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 300px; height: 300px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgbc2c-6HvbjXmCzcpb6pSGV4K7LLpg0MTr74OchmZvtzz7hTiHLY4SskNnrdpTZHe16wtPJ6pw9Ac6fICHV1wYGNNwUjRiPV2hPN7e6bi8CFyjsoGfYpdeUU1bzanuF_RE8thme0kJ3iCN/s320/diesel+valve+timing.jpg" alt="" id="BLOGGER_PHOTO_ID_5331636993092890914" border="0" /></a><div style="text-align: justify;"> The Discharge of the combustion gas from the cylinder and the intake of fresh air are closely related to the combustion of the fuel, and therefore to the engine output.<br /><br />It is desirable to maintain a high intake efficiency (volume effeciency) through out the intire range of engine speed. Intake eficiency (volume efficiency) ; The amount of air that is actually. sucked in by an engine can never be 100 percent o the stroke volume. The ratio of the actual amount of air intake to the sroke volume is called intake efficiency. However, when timing that results in high intake efficiency in the high speed range is used, intake eficiency decreases in the low speed range. And when timing that is good in the low speed is used, efficiency tends to be poor in the high speed range. Therefore the timing is determined through consideration of the operating conditions of the engine. Some engine has <a href="http://en.wikipedia.org/wiki/Variable_valve_timing">Variable Valve Timing (VVT)</a> to prevent this.<br /><br />Generally, the inlet valve and the exhaust valve open early and close with some delay in relation to the top dead center and bottom dead center of the piston, as ilustrated in the valve timing diagram.<br /><br />The valve timing is explained as follows.<br /><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiNgIUT-7sJUEeOtZO_WwJlmLe4mnwaypw48vM4pJ8RDyFg4HiOiI-Pkdr7pgxmYr80i9ZTH0xC6gvnxJATM5p70i1-JqgIeLI_pepX3rTROkAl4P3owTC91JNw9PIe30pBe1krd1AN3w19/s1600-h/diesel+valve.jpg"><img style="margin: 0px auto 10px; display: block; text-align: center; cursor: pointer; width: 300px; height: 300px;" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiNgIUT-7sJUEeOtZO_WwJlmLe4mnwaypw48vM4pJ8RDyFg4HiOiI-Pkdr7pgxmYr80i9ZTH0xC6gvnxJATM5p70i1-JqgIeLI_pepX3rTROkAl4P3owTC91JNw9PIe30pBe1krd1AN3w19/s320/diesel+valve.jpg" alt="" id="BLOGGER_PHOTO_ID_5331637371557688818" border="0" /></a><br /><span style="font-weight: bold;">1. Advance opening angle of the inlet valve</span>.<br />The opening area of inlet valve is very small at the moment the valve leaves the seat. If the inlet valve were to begin to open at top dead center. the opening area would not be sufficiently large when the piston began to go down. The intake efficiency would be low because the intake resistance would be high. Therefore, as shown in the figure the inlet valve is opened slightly earlier than that so that the intake area will be large enough when the piston begins to move down and the piston speed increases.<br />The advance opening angle of inlet valve depends on the caracteristics of the engine, but it is generally betwen 15 degree and 30 degree before top dead center.<br /><br /><span style="font-weight: bold;">2. Delayed Closure angle of the inlet valve.</span><br />Even when the piston has reached bottom dead center during the intake stroke, the air pressure in the cylinder is still lower than atmospheric pressure because of intake resistance. Air will flow into the cylinder as long as the air pressure in the cylinder is lower than the pressure inside intake manifold. Therefore, air intake can be increased by delaying closure of the inlet valve until after the piston reaches the bottom dead center. This delay angle is related to the rotational speed and the cam shape. It is advantageous for the delayed closure angle to be small in the low speed range, but a large angle is advantageous in the high speed range. However, some of the intake air will be discharged if the delay is too large. Therefore, the delayed closure angle is generally betwen 40 degree and 60 degree after botton dead center.<br /><br /><span style="font-weight: bold;">3. Advance opening angle of the exhaust valve.</span><br />In the combustion stroke, the combustion pressure could theoritically be used most effectively by keeping the exhaust valve closed until the piston reaches bottom dead center. However because of the resistance of the exhaust gas pressure (back pressure), after the piston passes bottom dead center (after the exhaust stroke begins), the pump loss of the piston increases. Therefore, it is advantageous to open the exhaust valve early to decrease the back pressure. For this reason, the exhaust valve is given a suitable advance opening angle. This angle depends on the characteristic of the engine, but it is generally betwen 40 degree and 60 degree before bottom dead center.<br /><br /><span style="font-weight: bold;">4. Delayed clossure angle of the exhaust valve.</span><br />The inlet valve and the exhaust valve are both open for some period of time when the piston is near top dead center, because ofthe advance opening angle of the inlet valve and the delayed closure angle of the exhaust valve. This is called Valve Overlap. In this state, because of the inertia of the intake air and exhaust gas, air can be cusked in and the remaining exhaust gas can be discharged. Therefore, the exhaust gas can be replaced by fresh air. Generally, the delayed closure angle of the exhaust valve is between 15 degree and 30 degree after top dead center<br /><br />During engine operation if a valve hits the rocker arm due to thermal expansion, the valve timing will be disturbed. Valve clearence is provided to prevent this. Excessively large or small valve clearence will upset the valve timing.</div>Lienshttp://www.blogger.com/profile/11833531779299138348noreply@blogger.com0tag:blogger.com,1999:blog-5149152933743841705.post-10566221134431645092009-05-02T18:39:00.000+07:002009-05-15T12:35:21.692+07:00OPERATING PRINCIPLE OF 4-CYCLE DIESEL ENGINE<object width="425" height="344"><param name="movie" value="http://www.youtube.com/v/lQgDxjXy7SQ&hl=en&fs=1&rel=0"></param><param name="allowFullScreen" value="true"></param><param name="allowscriptaccess" value="always"></param><embed src="http://www.youtube.com/v/lQgDxjXy7SQ&hl=en&fs=1&rel=0" type="application/x-shockwave-flash" allowscriptaccess="always" allowfullscreen="true" width="425" height="344"></embed></object><br /><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi0x1R2bFJb6cRAia0NVPFCwCsDHnmdUGAcJZVq-6j8AGq9c27WPA2kFWPU-jJCKS0Cc9v1FKWsSd5U8mxplUSzR0szESRmSxh7AbCm7JqGAQoM9dP3V0xbAWvi4IHHFHscstkasD4Q7f8P/s1600-h/DIESEL+4+STROKE.jpg"></a><div style="TEXT-ALIGN: justify"><span style="FONT-WEIGHT: bold">1. Intake Stroke</span><br />During the intake stroke the exhaust valve are closed and only the inlet valve is open. As the piston moves down from the top dead center (TDC), air sucked in from the inlet manifold through the inlet valve.<br /><br /><span style="FONT-WEIGHT: bold">2. Compression Stroke</span><br />When the intake stroke ends, piston begins to move upward again from bottom dead center (BDC). The inlet valve closes and air flow stop. The air in the cylinder is compressed as the piston moves up. As the air is compressed, its temperature rises as well as its pressure. Since a <a href="http://dieselsolution.blogspot.com/2009/04/outline-of-diesel-engine.html">diesel engine</a> burns fuel using the compression heat of air, the air must be compressed until its temperature reaches at least the self ignition temperature of the fuel.<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgmc97nGmDPjM6_VusDVj1N-IrAWg7KZHoLsXV7ISL51ENuAL6a90DZpfbCcndsIno-kkwC5HwlHPfGdIdkUvgzsu5EziUx3xCn_7BJKe9qEaKgxTarZAmfsgOfcicGL734jEqsAhmFHLfx/s1600-h/diesel+self+ignited.jpg"><img id="BLOGGER_PHOTO_ID_5331225167562058530" style="DISPLAY: block; MARGIN: 0px auto 10px; WIDTH: 300px; CURSOR: pointer; HEIGHT: 300px; TEXT-ALIGN: center" alt="" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgmc97nGmDPjM6_VusDVj1N-IrAWg7KZHoLsXV7ISL51ENuAL6a90DZpfbCcndsIno-kkwC5HwlHPfGdIdkUvgzsu5EziUx3xCn_7BJKe9qEaKgxTarZAmfsgOfcicGL734jEqsAhmFHLfx/s320/diesel+self+ignited.jpg" border="0" /></a><br />The ignition temperature of the fuel decreases the higher the air pressure becomes. Theoritically, the compression pressure is determined by the compression ratio, so it is not directly related to the rotational speed. in reality, the compression pressure depend depends on various condition, such as rotational speed and leakage from the clearence betwen the piston and the cylinder. The compression pressure is heavily dependent on rotational speed in the low speed range, but not in the high speed range.<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiE5fiFcYvjvJwWCIm3fRo2qUlZMEiXSwUiwO9sCl0VE2O4mzlaxz7O_eYjZN8_b0cX1Z_67hX_ekiHwCtsvzyrWJvd0XVjPP49o6tpemrXbEw7LKDp_2hW9LQAl-ppDeGSlQ7i3eYv9QxI/s1600-h/diesl+speed+and+pressed+copy.jpg"><img id="BLOGGER_PHOTO_ID_5331226703350365186" style="DISPLAY: block; MARGIN: 0px auto 10px; WIDTH: 300px; CURSOR: pointer; HEIGHT: 300px; TEXT-ALIGN: center" alt="" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiE5fiFcYvjvJwWCIm3fRo2qUlZMEiXSwUiwO9sCl0VE2O4mzlaxz7O_eYjZN8_b0cX1Z_67hX_ekiHwCtsvzyrWJvd0XVjPP49o6tpemrXbEw7LKDp_2hW9LQAl-ppDeGSlQ7i3eYv9QxI/s320/diesl+speed+and+pressed+copy.jpg" border="0" /></a><br /><span style="FONT-WEIGHT: bold"><br />3. Combustion Stroke</span><br />Near the end of the compression stroke, fuel is injected from a nozzle in the form of high pressure mist. The compression heat of the air makes the fuel self ignite and burn. As a result, the pressure in the cylinder rises suddenly and the piston is pushed down. This force becomes the power that generates a turning force (torque) on the crankshaft.<br /><span style="FONT-WEIGHT: bold"><br />4. Exhaust Stroke</span><br />When combustion ends and piston approaches bottom dead center, the exhaust valve opens. The combustion gas, which added work to the piston during the combustion stroke, is discharged into the atmosphere from the exhaust valve by the ascent of the piston. When the piston reaches top dead center, the intake stroke begins again and the same cycle is repeated.<br />An engine with a cycle consisting o these 4 strokes is called a <a href="http://auto4stroke.blogspot.com/"><span style="FONT-STYLE: italic">4- cycle engine</span></a> </div>Lienshttp://www.blogger.com/profile/11833531779299138348noreply@blogger.com0tag:blogger.com,1999:blog-5149152933743841705.post-20049062156315594122009-04-24T20:32:00.000+07:002009-05-15T11:32:44.360+07:00OUTLINE OF DIESEL ENGINE II<div style="TEXT-ALIGN: justify"><span style="FONT-WEIGHT: bold">(5) Classification by Cooling Method</span><br />1) Water Cooled type<br />This cooling method is used for ordinary automobile<br />2) Air-Cooled type<br />This cooling method is used for motor bicycles and some small cars.<br /><br /><span style="FONT-WEIGHT: bold">(6) Classification by Valve Type</span><br />1) Side valve type (SV type)<br />The Valves are located on the side of cylinder. This design is not used for high speed diesel engines.<br />2) Overhead valve type (OHV type)<br />The valve are located on the top of the cyliner, that is, on the cylinder head. This design is used or high-speed diesel engines.<br />3) Overhead camshaft (OHC type)<br />Both the valve and the camshaft are located on the cylinder head.<br /><br /><span style="FONT-WEIGHT: bold">(7) Classification by Number and Arrangement of Cylinders</span><br /><span style="FONT-WEIGHT: bold"></span>Engines are classified both by number of cylinders and by the arrangement of cylinders :<br />1) In- Line (Straight) type<br />2) Horizontal type<br />3) Horizontal opposed type<br />4) V type<br />As the number of cylinders increases, the rotational force (torque) of the engines becomes more balanced, and the high and low limit on the speed of the engine are extended. As a result the range of the enginen speed can be enlarged. It is widely known that a multi engine cylinder generates less vibration than a single cylinder engine.<br /><br /><span style="FONT-WEIGHT: bold">1) In-Line type</span><br />The cylinders are arranged in a straight line. This type of engine encounters dimensional limits when attempting to produce a large output by increasing the number of cylinders. However, these engines are easy to maintain and their production cost is relatively low.<br /><br /></div><p><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjZbn03Q3CGJySLmS7tpWmQ5NT_-rvLil72THaxjGV4Jh4N7Iz1FT8kPURd3VeLGRaI51BXNS5woQEFavum85cj4sGuyxWC7CCAXJIZoT7GI6glgjPBBpg-KCr7708T-Jo3amtRxsgAxpiH/s1600-h/horizontal+diesel+engine.jpg"><img id="BLOGGER_PHOTO_ID_5330146231924751586" style="DISPLAY: block; MARGIN: 0px auto 10px; WIDTH: 320px; CURSOR: pointer; HEIGHT: 229px; TEXT-ALIGN: center" alt="" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjZbn03Q3CGJySLmS7tpWmQ5NT_-rvLil72THaxjGV4Jh4N7Iz1FT8kPURd3VeLGRaI51BXNS5woQEFavum85cj4sGuyxWC7CCAXJIZoT7GI6glgjPBBpg-KCr7708T-Jo3amtRxsgAxpiH/s320/horizontal+diesel+engine.jpg" border="0" /></a><span style="FONT-WEIGHT: bold">2) Horizontal type</span><br />The cylinders are arranged horizontally in this kind of engine. The engine height can be decreased using this design. For example, the engine may be mounted under the floor of a bus to increase the passenger room area.<br /><br /><span style="FONT-WEIGHT: bold">3) Horizontal opposed area</span> </p><p><br /><span style="FONT-WEIGHT: bold"><object width="425" height="344"><param name="movie" value="http://www.youtube.com/v/-G5TcWg0TMc&hl=en&fs=1&rel=0"></param><param name="allowFullScreen" value="true"></param><param name="allowscriptaccess" value="always"></param><embed src="http://www.youtube.com/v/-G5TcWg0TMc&hl=en&fs=1&rel=0" type="application/x-shockwave-flash" allowscriptaccess="always" allowfullscreen="true" width="425" height="344"></embed></object></span>The cylinders are arranged so that they are opposed in the horizontal direction. This type o engine has a larger capacity and produces a higher output than the horizontal type. In Japan, these have been used as underfloor engines in high-speed buses. However, the engines is rarely manufactured now because of its high manufacturing cost and large weight. This type is superior to then in-line type and the horizontal type from the viewpoint of engine balance.<br /><br /><a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgmeLexrxhyBM3XQN4f2krb3dcjgrWHAE4goipCghGnat5bhfGANsxzZ2kHKj6vnHLlB7QRxdqNypRnEeI632NvD2OU4_hZV0PZ9caG60uq9VsL3unv9WsuB2MxZypvTZbsi8bLPI6GMfSr/s1600-h/v-engine.jpg"><img id="BLOGGER_PHOTO_ID_5330145505487153698" style="DISPLAY: block; MARGIN: 0px auto 10px; WIDTH: 250px; CURSOR: pointer; HEIGHT: 300px; TEXT-ALIGN: center" alt="" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgmeLexrxhyBM3XQN4f2krb3dcjgrWHAE4goipCghGnat5bhfGANsxzZ2kHKj6vnHLlB7QRxdqNypRnEeI632NvD2OU4_hZV0PZ9caG60uq9VsL3unv9WsuB2MxZypvTZbsi8bLPI6GMfSr/s320/v-engine.jpg" border="0" /></a><span style="FONT-WEIGHT: bold">4) V type</span><br />As the capacity of an in-line engine is increased, physical restrictions (length and weight) arise. This is why V-type engine are used for large capacity engines. The boundary betwen the in-line type and the V-type seems to be a displacement of about 13 - 14 <span style="FONT-STYLE: italic">l</span>. Selection betwen the two types is made based on consideration of their relative advantages and disadvantages.<br />Basically, a V-type engine is structurally the same as in-line type engine. However, the cylinder block manufacturing cost tends to be height.<br />V6, V8, V10 and V12 types are used. The V8 type is used most widely.<br />The angle of V shape is generally 90 degree V, which is the best angle for obtaining equal interval ignition.<br /><span style="FONT-WEIGHT: bold"><br /></span></p>Lienshttp://www.blogger.com/profile/11833531779299138348noreply@blogger.com0tag:blogger.com,1999:blog-5149152933743841705.post-17919391218864094752009-04-13T20:50:00.000+07:002009-04-24T22:44:17.417+07:00OUTLINE OF DIESEL ENGINE<div style="text-align: justify;"><span style="font-weight: bold;">I. Engine Classifications</span><br /> A <a href="http://dieselsolution.blogspot.com/2009/04/history-of-diesel-engine.html">diesel engine</a> is a type of internal combustion engine, which is in turn a type of combustion engine. A combustion engine changes thermal energy generated by fuel combustion into mechanical work. Combustion engine can be classified into internal combustion engines and external combustion engines. Internal combustion engines can be classified into <span style="font-style: italic;">Reciprocating type</span> (Diesel and Gasoline Engine) and <span style="font-style: italic;">Rotational Motion type</span> (Gas Turbine and Rotary Engine).<br /><br /><span style="font-weight: bold;">II. Classification of Reciprocating Internal Combustion Engines</span><br /><br /><span style="font-weight: bold;">(1) Classification by Ignition Method</span><br /> 1) Spark ignition engine.<br /> 2) Compression ignition engine<br /> Air is heated (450 - 550C) by compression and fuel injected into the compressed air in the form of high pressure atomized fuel. The atomized fuel is ignited and burnt by the compression heat of the air. Diesel engines belong this group.<br /> 3) Hot-bulb ignition engine.<br /><br /><span style="font-weight: bold;">(2) Classification by Combustion Method (Thermodynamic Classification)</span><br /> 1) Otto cycle (Constant volume cycle)<br /> Combustion take place under constant volume. Gasoline engines belong this group.<br /><br /> 2) Diesel cycle (Constant pressure cycle)<br /> Combustion takes place under a constant pressure. This combustion method is called the <span style="font-style: italic;">diesel cycle</span> because the first engine built by <a href="http://dieselsolution.blogspot.com/2009/04/history-of-diesel-engine.html">Rudolf Diesel</a>, the inventor of the diesel engine, was an engine that operated by constant pressure combustion. However, current-day high-speed diesel engines (for automobiles) do not belong this category.<br /><br /> 3) Sabathe cycle (Mixed cycle)<br /> In the Sabathe cycle, the above two cycles are combined. In other words, combustion takes place under constant volume and constant pressure. Current high-speed diesel engines (for auto mobiles, general power units and small boats) belong this category.<br /><br /><span style="font-weight: bold;">(3) Classification by Fuel Type and Fuel Method</span><br /><br /> Fuels used for internal combustion engines can be broadly classified into the following types :<br />1) Gasoline, 2) Kerosene, 3) Light Oil, 4) Heavy Oil, 5) Liquefied-petroleum gas (LPG).<br />Fuel feed methods can be classified as follows :<br /> 1) Fuel is charged into the engine together with air, using carburetor.<br /> 2) Fuel is injected into the cylinder (combustion chamber) using an injection pump.<br /><span style="font-weight: bold;"><span style="font-style: italic;">Note's</span></span> : On current gasoline engine is now no longer use the carburetor, fuel and air mix using injection technology (Electronic Fuel Injection). The different between diesel and gasoline injection is : Gasoline engine injected a fuel into intake manifold (before intake valve) its still mean fuel is charged into the cylinder together with air.<br /><br /><span style="font-weight: bold;">(4) Classification by Operation Technique</span><br /> 1) 4-cycle engine<br /> One cycle (suction, compression, combustion, and exhaust) of the engine requires two rotations of the crankshaft, that is, four strokes.<br /> 2) 2-cycle engine<br /> One cycle of the engine requires one rotation of the crankshaft.</div>Lienshttp://www.blogger.com/profile/11833531779299138348noreply@blogger.com0tag:blogger.com,1999:blog-5149152933743841705.post-37879883986347386322009-04-13T00:29:00.000+07:002009-05-15T11:44:17.840+07:00HISTORY OF DIESEL ENGINE<a onblur="try {parent.deselectBloggerImageGracefully();} catch(e) {}" href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgjIUh_CveJsjIZXUi6xb_5TFSCtiCuGrjkg7auk_Aw_wiIpgrV7F7tGPmgQ_8tKs3agHmqst3-OSK6CTJ5RkRfW9fJCYT1HX82f3ZLkZaoABRHETmvO_OQfbyk6N_L2TyHZJknoHFIDYXG/s1600-h/180px-Dieselmotor_vs.jpg"><img id="BLOGGER_PHOTO_ID_5324210700405545474" style="DISPLAY: block; MARGIN: 0px auto 10px; WIDTH: 180px; CURSOR: pointer; HEIGHT: 256px; TEXT-ALIGN: center" alt="" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgjIUh_CveJsjIZXUi6xb_5TFSCtiCuGrjkg7auk_Aw_wiIpgrV7F7tGPmgQ_8tKs3agHmqst3-OSK6CTJ5RkRfW9fJCYT1HX82f3ZLkZaoABRHETmvO_OQfbyk6N_L2TyHZJknoHFIDYXG/s320/180px-Dieselmotor_vs.jpg" border="0" /></a><br /><br />In 1892, <a href="http://en.wikipedia.org/wiki/Rudolf_Diesel">Rudolf Diesel</a>, a German engineer, announced a new type of engine which fuel is injected into compressed air and ignited. This engine came to be known as the <a href="http://www.powerdieseltruck.com/">diesel engine</a>.<br />By 1897, diesel engine that used heavy oil as fuel had been developed for practical use in Germany. (Low speed diesel engine)<br />Betwen 1924 and 1926, the development of the injection pump by Robert Bosch (from Germany) led to the development of high-speed diesel engines.<br />In Japan, research and development into diesel engines started around in 1930. By 1936, 6-cylinder air-cooled diesel engine with a total displacement of 8<span style="FONT-STYLE: italic">l</span> had been developed and put to use.<br />In 1939, 5.1<span style="FONT-STYLE: italic">l</span>-6-cylinder water-cooled automotive diesel engine began to be utilized, and diesel engine research and improvements have been continually pursued since then.<br /><br /><object width="425" height="344"><param name="movie" value="http://www.youtube.com/v/ZvKQ5NEqwvo&hl=en&fs=1&rel=0"></param><param name="allowFullScreen" value="true"></param><param name="allowscriptaccess" value="always"></param><embed src="http://www.youtube.com/v/ZvKQ5NEqwvo&hl=en&fs=1&rel=0" type="application/x-shockwave-flash" allowscriptaccess="always" allowfullscreen="true" width="425" height="344"></embed></object><br /><br />The history of diesel engines was briefly explained above. Research and development on diesel engines has been promoted in two separate areas; low-speed diesel engines for boats using heavy oil as fuel and high-speed diesel engine for automobiles such us <a href="http://www.powerdieseltruck.com/">Truck</a> using light oil as fuel. In Japan research and develpoment on low-speed diesel engine has a longer history than hig-speed diesel engines. Low speed diesel engines have been used for boats and agricultural machinery and as power sources in industry.Lienshttp://www.blogger.com/profile/11833531779299138348noreply@blogger.com0