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Post Your Ad Now. Increasing the compression ratio in a spark-ignition engine where fuel and air are mixed before entry to the cylinder is limited by the need to prevent pre-ignition , which would cause engine damage. Since only air is compressed in a Antique Boat Motors Values Online Antique Boat Motors Values Online diesel engine, and fuel is not introduced into the cylinder until shortly before top dead centre TDC , premature detonation is not a problem and compression ratios are much higher.

The p�V diagram is a simplified and idealised representation of the events involved in a diesel Antique Boat Motors Values Online engine cycle, arranged to illustrate the similarity with a Carnot cycle. Starting at 1, the piston is at bottom dead centre and both valves are closed at the start of the compression stroke; the cylinder contains air at atmospheric pressure. Between 1 and 2 Antique Boat Motors Values Online the air is compressed adiabatically � that is without heat transfer to or from the environment � by the rising piston. This is only approximately true since there will be some heat exchange with the cylinder walls.

During this compression, the volume is reduced, Antique Boat Motors Values Online the pressure and temperature both rise. At or slightly before 2 TDC fuel is injected and burns in the compressed hot air. Chemical energy is released and this constitutes an injection of thermal energy heat into the compressed gas.

Combustion and heating occur between Antique Boat Motors Values Online 2 and 3. In this interval the pressure remains constant since the piston descends, and the volume increases; the temperature rises as a consequence of the energy of combustion. At 3 fuel injection and combustion are complete, and the cylinder contains gas at a higher Antique Boat Motors Values Online Antique Boat Motors Values Online temperature than at 2.

Between 3 and 4 this hot gas expands, again approximately adiabatically. Work is done on the system to which the engine is connected.

During this expansion phase the volume of the gas rises, and its temperature and pressure both fall. At Motors Online Values Boat AntiqAntique Boat Motors Values Online ue 4 the exhaust valve opens, and the pressure falls abruptly to atmospheric approximately. This is unresisted expansion and no useful work is done by it. Ideally the adiabatic expansion should continue, extending the line 3�4 to the right until the pressure falls to that of the surrounding air, but the loss of efficiency caused by this unresisted expansion is justified by the practical difficulties involved in recovering it the engine would have to be much larger.

After the opening of the exhaust valve, the exhaust stroke follows, Antique Boat Motors Values Online but this and the following induction stroke are not shown on the diagram. If shown, they would be represented by a low-pressure loop at the bottom of the diagram. At 1 it is assumed that the exhaust and induction strokes have been completed, and the Antique Boat Motors Values Online cylinder is again filled with air. The piston-cylinder system absorbs energy between 1 and 2 � this is the work needed to compress the air in the cylinder, and is provided by mechanical kinetic energy stored in the flywheel of the engine.

Work output Antique Boat Motors Values Online Antique Boat Motors Values Online is done by the piston-cylinder combination between 2 and 4. The difference between these two increments of work is the indicated work output per cycle, and is represented by the area enclosed by the p�V loop.

The adiabatic expansion is in a higher pressure Antique Boat Motors Values Online Antique Boat Motors Values Online range than that of the compression because the gas in the cylinder is hotter during expansion than during compression.

It is for this reason that the loop has a finite area, and the net output of work during a cycle is positive. Due to its Antique Boat Motors Values Online Antique Boat Motors Values Online Antique Boat Motors Values Online high compression ratio, the diesel engine has a high efficiency, and the lack of a throttle valve means that the charge-exchange losses are fairly low, resulting in a low specific fuel consumption, especially in medium and low load situations.

This makes the diesel engine Antique Boat Motors Values Online very economical. In his essay Theory and Construction of a Rational Heat Motor , Rudolf Diesel describes that the effective efficiency of the diesel engine would be in between The fuel is injected directly into the combustion chamber, which can be either a segmented combustion Online Boat Antique Values Motors Antique Boat Motors Values Online chamber, known as indirect injection IDI , or an unsegmented combustion chamber, known as direct injection DI.

For creating the fuel pressure, diesel engines usually have an injection pump. There are several different types of injection pumps and methods for creating a fine air-fuel mixture. Over Antique Boat Motors Values OnMotors Values Boat Antique Online line the years many different injection methods have been used.

These can be described as the following:. A necessary component of all diesel engines is a mechanical or electronic governor which regulates the torque of the engine and thus idling speed and maximum speed by Antique Boat Motors Values Online controlling the rate of fuel delivery.

Unlike Otto-cycle engines, incoming air is not throttled. Mechanically-governed fuel injection systems are driven by the engine's accessory gear train [] [] or serpentine belt. These systems use a combination of springs and weights to control fuel delivery relative to both load and speed. Controlling the timing of the start of injection of fuel into the cylinder is a key to minimizing emissions, and maximizing fuel economy efficiency , of the engine.

The timing is measured in degrees of crank angle of the piston before top dead centre. Optimal timing will depend on the engine design as well as its speed and load.

Diesel's original engine injected fuel with the assistance of compressed air, which atomised the fuel and forced it into the engine through Antique Boat Motors Values Online Antique Boat Motors Values Online a nozzle a similar principle to an aerosol spray. The nozzle opening was closed by a pin valve lifted by the camshaft to initiate the fuel injection before top dead centre TDC. This is called an air-blast injection. Driving the compressor used some power but Antique Boat Motors Values Online the efficiency was better than the efficiency of any other combustion engine at that time.

An indirect diesel injection system IDI engine delivers fuel into a small chamber called a swirl chamber, precombustion chamber, pre chamber or ante-chamber, which is connected to the cylinder Antique Boat Motors Values Online by a narrow air passage. This system also allows for a smoother, quieter running engine, and because fuel mixing is assisted by turbulence, injector pressures can be lower. Most IDI systems use a single orifice injector. IDI engines are also more difficult to start Antique Boat Motors Values Online Antique Boat Motors Values Online Antique Boat Motors Values Online and usually require the use of glow plugs.

IDI engines may be cheaper to build but generally require a higher compression ratio than the DI counterpart. IDI also makes it easier to produce smooth, quieter running engines with a simple mechanical injection system since exact injection timing is not as critical. Most modern automotive engines are DI which have the benefits of greater efficiency and easier starting; however, IDI engines can still be found in the many ATV and small diesel applications.

Direct injection Diesel engines inject fuel directly into the cylinder. Usually there is a combustion cup in the top of the piston where the fuel is sprayed. Many different methods of injection can be used.

Usually, an engine with helix-controlled mechanic direct injection has either an inline or a distributor injection Antique Boat Motors Values Online Antique Boat Motors Values Online Antique Boat Motors Values Online Antique Boat Motors Values Online Values Boat Motors Online Antique pump. These engines use injectors that are very precise spring-loaded valves that open and close at a specific fuel pressure.

Separate high-pressure fuel lines connect the fuel pump with each cylinder. Fuel volume for each single combustion is controlled by a slanted groove in Antique Boat Motors Values Online Antique Boat Motors Values Online the plunger which rotates only a few degrees releasing the pressure and is controlled by a mechanical governor, consisting of weights rotating at engine speed constrained by springs and a lever.

The injectors are held open by the fuel pressure. On high-speed engines the plunger pumps are together in one unit. Direct injected diesel engines usually use orifice-type fuel injectors. Electronic control of the fuel injection transformed the direct injection engine by allowing much greater control over the combustion. In this system the injector and the pump are combined Antique Boat Motors Values Online into one unit positioned over each cylinder controlled by the camshaft. Each cylinder has its own unit eliminating the high-pressure fuel lines, achieving a more consistent injection.

Under full load, the injection pressure can reach up to MPa. Unit injection systems used to dominate Values Online Antique Boat Motors Antique Boat Motors Values Online Online Boat Values Motors Antique the commercial diesel engine market, but due to higher requirements of the flexibility of the injection system, they have been rendered obsolete by the more advanced common-rail-system.

Common rail CR direct injection systems do not have the fuel metering, pressure-raising and delivery functions in Antique Boat Motors Values Online Antique Boat Motors Values Online a single unit, as in the case of a Bosch distributor-type pump, for example. A high-pressure pump supplies the CR. The requirements of each cylinder injector are supplied from this common high pressure reservoir of fuel. The injectors of older CR systems have solenoid -driven Antique Boat Motors Values Online Antique Boat Motors Values Online Antique Boat Motors Values Online plungers for lifting the injection needle, whilst newer CR injectors use plungers driven by piezoelectric actuators, that have fewer moving mass and therefore allow even more injections in a very short period of time.

There are several different ways of categorising diesel engines, based Antique Boat Motors Values Online on different design characteristics:. Source []. Source : []. Regular cylinder configurations such as straight inline , V, and boxer flat configurations can be used for diesel engines. The inline-six-cylinder design is the most prolific in light- to medium-duty engines, though inline-four engines are also common. Small-capacity Antique Boat MotorsAntique Boat Motors Values Online Antique Boat Motors Values Online Antique Boat Motors Values Online Values Online engines generally considered to be those below five litres in capacity are generally four- or six-cylinder types, with the four-cylinder being the most common type found in automotive uses.

The V configuration used to be common for commercial vehicles, but it has been abandoned in favour of the inline configuration. High-speed engines are used to power trucks lorries , buses , tractors , cars , yachts , compressors , pumps and small electrical generators. Many modern engines, particularly in on-highway applications, have common rail direct injection. Medium-speed engines are used in large electrical generators, Antique Boat Motors Values Online Antique Boat Motors Values Online ship propulsion and mechanical drive applications such as large compressors or pumps.

Medium speed diesel engines operate on either diesel fuel or heavy fuel oil by direct injection in the same manner as low-speed engines. Usually, they are four-stroke engines with trunk pistons. The Antique Boat Motors Values Online Antique Boat Motors Values Online Antique Boat Motors Values Online Antique Boat Motors Values Online power output of medium-speed diesel engines can be as high as 21, kW, [] with the effective efficiency being around Medium-speed engines intended for marine applications are usually used to power ro-ro ferries, passenger ships or small freight ships.

Using medium-speed engines reduces the Antique Online Boat Values Motors Antique Boat Motors Values Online cost of smaller ships and increases their transport capacity. In addition to that, a single ship can use two smaller engines instead of one big engine, which increases the ship's safety.

Low-speed diesel engines are usually very large in size and mostly used to Antique Boat Motors Values Online power ships. There are two different types of low-speed engines that are commonly used: Two-stroke engines with a crosshead, and four-stroke engines with a regular trunk-piston. Two-stroke engines have a limited rotational frequency and their charge exchange is more difficult, which means that they are usually bigger than four-stroke engines and used to directly power a ship's propeller. Four-stroke engines on ships are usually used to power an electric generator.

An electric motor powers the propeller. Two-stroke diesel engines use only two strokes instead of four strokes for a complete engine cycle. Filling the cylinder with air and compressing it takes place in one stroke, and the power and exhaust strokes are combined.

The compression in a two-stroke diesel engine is similar to the compression that takes place in a four-stroke Antique Boat Motors Values Online Antique Boat Motors Values Online diesel engine: As the piston passes through bottom centre and starts upward, compression commences, culminating in fuel injection and ignition. Instead of a full set of valves, two-stroke diesel engines have simple intake ports, and exhaust ports or exhaust valves. When the piston approaches bottom Antique Boat Motors Values Online dead centre, both the intake and the exhaust ports are "open", which means that there is atmospheric pressure inside the cylinder.

Therefore, some sort of pump is required to blow the air into the cylinder and the combustion gasses into the exhaust. This process Online Boat Motors Antique Values Antique Boat Motors Values Online Antique Boat Motors Values Online is called scavenging. The pressure required is approximately 10 - 30 kPa. Crossflow scavenging is incomplete and limits the stroke, yet some manufacturers used it. Uniflow scavenging is more complicated to make but allows the highest fuel efficiency; since the early s, manufacturers such Antique Boat Motors Values Online Antique Boat Motors Values Online Antique Boat Motors Values Online as MAN and Sulzer have switched to this system.

So-called dual-fuel diesel engines or gas diesel engines burn two different types of fuel simultaneously , for instance, a gaseous fuel and diesel engine fuel. The diesel engine fuel auto-ignites due to compression ignition, and then Antique Boat Motors Values Online Motors Online Values Antique Boat ignites the gaseous fuel. Such engines do not require any type of spark ignition and operate similar to regular diesel engines. Torque is a force applied to a lever at a right angle multiplied by the lever length. This means that the torque an engine produces depends on the displacement of the engine and the force that the gas pressure inside the cylinder applies to the piston, commonly referred to as effective piston pressure :.

This means, that increasing either torque or crankshaft speed will result in an increase in Antique Boat Motors Values Online Antique Boat Motors Values Online power. The average diesel engine has a poorer power-to-mass ratio than the Otto engine. This is because the diesel must operate at lower engine speeds. As diesel engines burn a mixture of fuel and air, the exhaust therefore contains substances that consist of the Antique Boat Motors Values Online same chemical elements , as fuel and air. The main elements of air are nitrogen N 2 and oxygen O 2 , fuel consists of hydrogen H 2 and carbon C.

Burning the fuel will result in the final stage of oxidation. An ideal diesel engine , a Values Online Boat Motors Antique Antique Boat Motors Values Online hypothetical model that we use as an example , running on an ideal air-fuel mixture, produces an exhaust that consists of carbon dioxide CO 2 , water H 2 O , nitrogen N 2 , and the remaining oxygen O 2. The combustion process in a real engine differs from an ideal engine's combustion process, and due to incomplete combustion, the exhaust contains additional substances, [] most notably, carbon monoxide CO , diesel particulate matter PM , and nitrogen oxides NO x.

When diesel engines burn their fuel with high oxygen levels, this Motors Antique Values Online Boat results in high combustion temperatures and higher efficiency, and particulate matter tends to burn, but the amount of NO x pollution tends to increase. Lean NO x traps adsorb the nitrogen oxides and "trap" them. Once the LNT is full, it has to be "Antique Boat Motors Values Online Antique Boat Motors Values Online Antique Boat Motors Values Online regenerated" using hydrocarbons.

This is achieved by using a very rich fuel to air mixture, resulting in incomplete combustion. An SCR-catalyst converts nitrogen oxides using urea , which is injected into the exhaust stream, and catalytically converts the NO x into nitrogen N 2 and water Antique Boat Motors Values Online H 2 O.

However, Otto engines, unlike diesel engines, can use a three-way-catalyst , that eliminates most of the NO x. Diesel engines can produce black soot or more specifically diesel particulate matter from their exhaust. The black smoke consists of carbon compounds that have not burned because of local low temperatures where the fuel is not fully atomized. These local low temperatures occur at the cylinder walls, and at the surface of large droplets of fuel.

At these areas where it is relatively cold, the mixture is rich Antique Boat Motors Values Online Antique Boat Motors Values Online Antique Boat Motors Values Online contrary to the overall mixture which is lean. The rich mixture has less air to burn and some of the fuel turns into a carbon deposit. Modern car engines use a diesel particulate filter DPF in conjunction with a two-way catalyst to capture carbon Motors Online Antique Boat Values particles and then intermittently oxidise them. This is achieved with both continuous oxidisation with nitrogen oxides in the catalyst converter, and thermal regeneration with oxygen in the particulate filter.

The full load limit of a diesel engine in normal service is defined by the "black Antique Boat Motors Values Online smoke limit", beyond which point the fuel cannot be completely burned. This is because of the mixture formation only taking place during combustion, resulting in lambda variations.

Thus, the black smoke limit indicates how well a diesel engine uses its air. The distinctive noise of a diesel engine is variably called diesel clatter, diesel nailing, or diesel knock. Engine designers can reduce diesel clatter through: indirect injection; pilot or pre-injection; [] injection timing; injection rate; compression ratio; turbo boost; and exhaust gas recirculation EGR.

Therefore, newer diesel engines Antique Boat Motors Values Online Antique Boat Motors Values Online do not knock anymore. In general, diesel engines do not require any starting aid. In cold weather however, some diesel engines can be difficult to start and may need preheating depending on the combustion chamber design. Smaller engines with a displacement of less than Antique Boat Motors Values Online Antique Boat Motors Values Online Antique Boat Motors Values Online 1 litre per cylinder usually have glowplugs , whilst larger heavy-duty engines have flame-start systems.

In the past, a wider variety of cold-start methods were used. Some engines, such as Detroit Diesel engines used [ when? The simplest way this can be done is with a Antique Boat Motors Values Online Boat Motors Online Values Antique decompression lever. Activating the decompression lever locks the outlet valves in a slight down position, resulting in the engine not having any compression and thus allowing for turning the crankshaft over without resistance.

This will make the inlet valves open with a delay, forcing Values Online Antique Boat Motors Antique Boat Motors Values Online the inlet air to heat up when entering the combustion chamber.

In diesel engines, the fuel is injected near top dead centre TDC , when the piston is near its highest position. The fuel then ignites due to compression heat. Preignition, caused by the artificial Antique Boat Motors Values Online turbocharger compression increase during the compression stroke, cannot occur. Many diesels are therefore turbocharged and some are both turbocharged and supercharged. A turbocharged engine can produce more power than a naturally aspirated engine of the same configuration. A supercharger is powered mechanically by the engine'Antique Boat Motors Values Online Antique Boat Motors Values Online s crankshaft , while a turbocharger is powered by the engine exhaust.

Turbocharging can improve the fuel economy of diesel Antique Boat Motors 2019 engines by recovering waste heat from the exhaust, increasing the excess air factor, and increasing the ratio of engine output to friction losses. Adding an Motors Online Antique Values Boat Antique Boat Motors Values Online intercooler to a turbocharged engine further increases engine performance by cooling down the air-mass and thus allowing more air-mass per volume.

A two-stroke engine does not have a discrete exhaust and intake stroke and thus is incapable of self-aspiration.

Therefore, all two-stroke diesel engines must be fitted with a blower or some form of compressor to charge the cylinders with air and assist in dispersing exhaust gases, a process referred to as scavenging. In diesel engines, a mechanical injector system atomizes the fuel directly into the combustion chamber Motors Antique Boat Values Online as opposed to a Venturi jet in a carburetor, or a fuel injector in a manifold injection system atomizing fuel into the intake manifold or intake runners as in a petrol engine. Because only air is inducted into the cylinder in a diesel engine, the compression ratio can be much higher as there is no risk of pre-ignition provided the injection process is accurately timed.

Therefore, diesel engines can operate on a huge variety of different fuels. In general, fuel for diesel engines should have a proper viscosity , so Antique Boat Motors Values Online that the injection pump can pump the fuel to the injection nozzles without causing damage to itself or corrosion of the fuel line.

At injection, the fuel should form a good fuel spray, and it should not have a coking effect upon the injection nozzles. To ensure proper engine starting and smooth operation, the fuel should be willing to ignite and hence not cause a high ignition delay, this means that the fuel should have a high cetane number.

Diesel fuel should also have a high lower heating value. Inline mechanical injector pumps generally tolerate poor-quality or bio-fuels better than distributor-type pumps. Also, indirect injection engines generally run more satisfactorily on fuels with a high ignition delay for instance, petrol than direct injection engines. Direct-injected engines with an MAN centre sphere combustion chamber Antique Boat Motors Values Online Antique Boat Motors Values Online rely on fuel condensing on the combustion chamber walls.

The fuel starts vaporising only after ignition sets in, and it burns relatively smoothly. Therefore, such engines also tolerate fuels with poor ignition delay characteristics, and, in general, they can operate on petrol rated 86 Antique Boat Motors Values Online RON. In his work Theory and Construction of a Rational Heat Motor , Rudolf Diesel considers using coal dust as fuel for the diesel engine.

However, Diesel just considered using coal dust as well as liquid fuels and gas ; his actual engine was designed to Antique Boat Motors Values Online operate on petroleum , which was soon replaced with regular petrol and kerosene for further testing purposes, as petroleum proved to be too viscous.

Before diesel engine fuel was standardised, fuels such as petrol , kerosene , gas oil , vegetable oil and mineral oil , as well as mixtures of these fuels, were used.

Source: []. Watercraft diesel engines usually operate on diesel engine fuel that conforms to the ISO standard Bunker C. Also, some diesel engines can operate on gasses such as LNG. DIN diesel fuel was prone to waxing or gelling Antique Boat Motors Values Online Antique Boat Motors Values Online in cold weather; both are terms for the solidification of diesel oil into a partially crystalline state. The crystals build up in the fuel system especially in fuel filters , eventually starving the engine Antique Boat Motors For Sale On Ebay For Sale of fuel and causing it to stop running.

Also, most engines Antique Boat Motors Values Online Antique Boat Motors Values Online have a spill return system, by which any excess fuel from the injector pump and injectors is returned to the fuel tank. Once the engine has warmed, returning warm fuel prevents waxing in the tank. However, compared with petrol, it is less prone due Antique Boat Motors Values Online to its lower vapour pressure , which is an indication of evaporation rate.

The Material Safety Data Sheet [] for ultra-low sulfur diesel fuel indicates a vapour explosion hazard for diesel fuel indoors, outdoors, or in sewers. It causes lung cancer and is associated with an increased risk for bladder cancer. See diesel engine runaway. Diesel engines have long been popular in bigger cars and have been used in smaller cars such as superminis in Europe since the s. They were popular in larger cars earlier, as the weight and Antique Boat Motors Values Online Antique Boat Motors Values Online cost penalties were less noticeable.

The introduction of electronically controlled fuel injection significantly improved the smooth torque generation, and starting in the early s, car manufacturers began offering their high-end luxury vehicles with diesel engines.

Passenger car diesel engines usually have between three and Antique Boat Motors Values Online Boat Motors Antique Values Online ten cylinders, and a displacement ranging from 0. Modern powerplants are usually turbocharged and have direct injection. Diesel engines do not suffer from intake-air throttling, resulting in very low fuel consumption especially at low partial load [] for instance: driving at city speeds. Modern Antique Boat Motors Values Online diesel engines for lorries have to be both extremely reliable and very fuel efficient.

Common-rail direct injection, turbocharging and four valves per cylinder are standard. Displacements range from 4. V6 and V8 engines used to be common, due to the relatively low engine mass the Antique Boat Motors Values Online Antique Boat Motors Values Online V configuration provides.

Recently, the V configuration has been abandoned in favour of straight engines. These engines are usually straight-6 for heavy and medium duties and straight-4 for medium duty. Their undersquare design causes lower overall piston speeds which results in increased lifespan of up to 1,, kilometres , mi.

Diesel engines for locomotives are built for continuous operation between refuellings and may need to be designed to use poor quality fuel in some circumstances. The first diesel locomotives appeared in , [73] and diesel multiple units soon after. Most Antique Boat Motors Values Online Antique Boat Motors Values Online Antique Boat Motors Values Online Motors Online Boat Values Antique modern diesel locomotives are more correctly known as diesel-electric locomotives because they use an electric transmission: the diesel engine drives an electric generator which powers electric traction motors.

In the s, road vehicle diesel engines with power outputs of Commonly, regular truck powerplants were used.

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