Showing posts with label diesel history. Show all posts
Showing posts with label diesel history. Show all posts
Monday, May 18, 2009
Friday, May 15, 2009
DIESEL KNOCK
One of the characteristics of combustion in a diesel engine is diesel knock.
Knocking in a gasoline engine and knocking in diesel engine 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.
Diesel knock occurs when the combustible gas mixture produced during the ignition lag period burns explosively and the pressure rises suddenly.
Knocking 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.
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.
Because of the nature of its cause, diesel knock can be prevented by shortening the ignition lag period. Fuel injection nozzles are generally designed to lower fuel injection during the ignition lag period.
Knocking in a gasoline engine and knocking in diesel engine 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.
Diesel knock occurs when the combustible gas mixture produced during the ignition lag period burns explosively and the pressure rises suddenly.
Knocking 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.
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.
Because of the nature of its cause, diesel knock can be prevented by shortening the ignition lag period. Fuel injection nozzles are generally designed to lower fuel injection during the ignition lag period.
Monday, May 4, 2009
COMBUSTION IN DIESEL ENGINE
The combustion process in a diesel engine is explained in detail as follows.
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.
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.
1. Ignition Lag period.
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.
2. Flame propagation period (Explosive combustion period).
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).
3. Direct combustion period.
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.
4. Post-combustion period.
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.
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.
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.
Therefore, the initial injection pressure of the nozzle, the state of atomization, the compression pressure and the injection timing are important maintenance items for diesel engines.
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.
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.
1. Ignition Lag period.
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.
2. Flame propagation period (Explosive combustion period).
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).
3. Direct combustion period.
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.
4. Post-combustion period.
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.
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.
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.
Therefore, the initial injection pressure of the nozzle, the state of atomization, the compression pressure and the injection timing are important maintenance items for diesel engines.
Sunday, May 3, 2009
Valve Timing In a 4- Cycle Engine
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.
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 Variable Valve Timing (VVT) to prevent this.
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.
The valve timing is explained as follows.
1. Advance opening angle of the inlet valve.
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.
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.
2. Delayed Closure angle of the inlet valve.
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.
3. Advance opening angle of the exhaust valve.
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.
4. Delayed clossure angle of the exhaust valve.
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
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.
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 Variable Valve Timing (VVT) to prevent this.
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.
The valve timing is explained as follows.
1. Advance opening angle of the inlet valve.
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.
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.
2. Delayed Closure angle of the inlet valve.
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.
3. Advance opening angle of the exhaust valve.
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.
4. Delayed clossure angle of the exhaust valve.
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
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.
Saturday, May 2, 2009
OPERATING PRINCIPLE OF 4-CYCLE DIESEL ENGINE
1. Intake Stroke
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.
2. Compression Stroke
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 diesel engine 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.
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.
3. Combustion Stroke
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.
4. Exhaust Stroke
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.
An engine with a cycle consisting o these 4 strokes is called a 4- cycle engine
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.
2. Compression Stroke
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 diesel engine 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.
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.
3. Combustion Stroke
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.
4. Exhaust Stroke
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.
An engine with a cycle consisting o these 4 strokes is called a 4- cycle engine
Friday, April 24, 2009
OUTLINE OF DIESEL ENGINE II
(5) Classification by Cooling Method
1) Water Cooled type
This cooling method is used for ordinary automobile
2) Air-Cooled type
This cooling method is used for motor bicycles and some small cars.
(6) Classification by Valve Type
1) Side valve type (SV type)
The Valves are located on the side of cylinder. This design is not used for high speed diesel engines.
2) Overhead valve type (OHV type)
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.
3) Overhead camshaft (OHC type)
Both the valve and the camshaft are located on the cylinder head.
(7) Classification by Number and Arrangement of Cylinders
Engines are classified both by number of cylinders and by the arrangement of cylinders :
1) In- Line (Straight) type
2) Horizontal type
3) Horizontal opposed type
4) V type
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.
1) In-Line type
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.
1) Water Cooled type
This cooling method is used for ordinary automobile
2) Air-Cooled type
This cooling method is used for motor bicycles and some small cars.
(6) Classification by Valve Type
1) Side valve type (SV type)
The Valves are located on the side of cylinder. This design is not used for high speed diesel engines.
2) Overhead valve type (OHV type)
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.
3) Overhead camshaft (OHC type)
Both the valve and the camshaft are located on the cylinder head.
(7) Classification by Number and Arrangement of Cylinders
Engines are classified both by number of cylinders and by the arrangement of cylinders :
1) In- Line (Straight) type
2) Horizontal type
3) Horizontal opposed type
4) V type
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.
1) In-Line type
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.
2) Horizontal type
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.
3) Horizontal opposed area
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.
4) V type
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 l. Selection betwen the two types is made based on consideration of their relative advantages and disadvantages.
Basically, a V-type engine is structurally the same as in-line type engine. However, the cylinder block manufacturing cost tends to be height.
V6, V8, V10 and V12 types are used. The V8 type is used most widely.
The angle of V shape is generally 90 degree V, which is the best angle for obtaining equal interval ignition.
Monday, April 13, 2009
OUTLINE OF DIESEL ENGINE
I. Engine Classifications
A diesel engine 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 Reciprocating type (Diesel and Gasoline Engine) and Rotational Motion type (Gas Turbine and Rotary Engine).
II. Classification of Reciprocating Internal Combustion Engines
(1) Classification by Ignition Method
1) Spark ignition engine.
2) Compression ignition engine
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.
3) Hot-bulb ignition engine.
(2) Classification by Combustion Method (Thermodynamic Classification)
1) Otto cycle (Constant volume cycle)
Combustion take place under constant volume. Gasoline engines belong this group.
2) Diesel cycle (Constant pressure cycle)
Combustion takes place under a constant pressure. This combustion method is called the diesel cycle because the first engine built by Rudolf Diesel, 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.
3) Sabathe cycle (Mixed cycle)
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.
(3) Classification by Fuel Type and Fuel Method
Fuels used for internal combustion engines can be broadly classified into the following types :
1) Gasoline, 2) Kerosene, 3) Light Oil, 4) Heavy Oil, 5) Liquefied-petroleum gas (LPG).
Fuel feed methods can be classified as follows :
1) Fuel is charged into the engine together with air, using carburetor.
2) Fuel is injected into the cylinder (combustion chamber) using an injection pump.
Note's : 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.
(4) Classification by Operation Technique
1) 4-cycle engine
One cycle (suction, compression, combustion, and exhaust) of the engine requires two rotations of the crankshaft, that is, four strokes.
2) 2-cycle engine
One cycle of the engine requires one rotation of the crankshaft.
A diesel engine 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 Reciprocating type (Diesel and Gasoline Engine) and Rotational Motion type (Gas Turbine and Rotary Engine).
II. Classification of Reciprocating Internal Combustion Engines
(1) Classification by Ignition Method
1) Spark ignition engine.
2) Compression ignition engine
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.
3) Hot-bulb ignition engine.
(2) Classification by Combustion Method (Thermodynamic Classification)
1) Otto cycle (Constant volume cycle)
Combustion take place under constant volume. Gasoline engines belong this group.
2) Diesel cycle (Constant pressure cycle)
Combustion takes place under a constant pressure. This combustion method is called the diesel cycle because the first engine built by Rudolf Diesel, 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.
3) Sabathe cycle (Mixed cycle)
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.
(3) Classification by Fuel Type and Fuel Method
Fuels used for internal combustion engines can be broadly classified into the following types :
1) Gasoline, 2) Kerosene, 3) Light Oil, 4) Heavy Oil, 5) Liquefied-petroleum gas (LPG).
Fuel feed methods can be classified as follows :
1) Fuel is charged into the engine together with air, using carburetor.
2) Fuel is injected into the cylinder (combustion chamber) using an injection pump.
Note's : 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.
(4) Classification by Operation Technique
1) 4-cycle engine
One cycle (suction, compression, combustion, and exhaust) of the engine requires two rotations of the crankshaft, that is, four strokes.
2) 2-cycle engine
One cycle of the engine requires one rotation of the crankshaft.
HISTORY OF DIESEL ENGINE
In 1892, Rudolf Diesel, 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 diesel engine.
By 1897, diesel engine that used heavy oil as fuel had been developed for practical use in Germany. (Low speed diesel engine)
Betwen 1924 and 1926, the development of the injection pump by Robert Bosch (from Germany) led to the development of high-speed diesel engines.
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 8l had been developed and put to use.
In 1939, 5.1l-6-cylinder water-cooled automotive diesel engine began to be utilized, and diesel engine research and improvements have been continually pursued since then.
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 Truck 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.
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