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Four Stroke Diesel Engine

Thảo luận trong 'Tiếng Anh chuyên ngành' bắt đầu bởi khoadongluc, 25/1/10.

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    #1 khoadongluc, 25/1/10
    Chỉnh sửa cuối: 18/6/14
    Four Stroke Diesel Engine
    In a four-stroke engine the camshaft is geared so that it rotates at half the speed of the crankshaft (1:2). This means that the crankshaft must make two complete revolutions before the camshaft will complete one revolution. The following section will describe a four-stroke, normally aspirated, diesel engine having both intake and exhaust valves with a 3.5-inch bore and 4-inch stroke with a 16:1 compression ratio, as it passes through one complete cycle. We will start on the intake stroke. All the timing marks given are generic and will vary from engine to engine. Refer to Figures 10, 16, and 17 during the following discussion.

    upload_2014-6-18_10-14-10.png
    Intake
    As the piston moves upward and approaches 28° before top dead center (BTDC), as measured by crankshaft rotation, the camshaft lobe starts to lift the cam follower.

    This causes the pushrod to move upward and pivots the rocker arm on the rocker arm shaft. As the valve lash is taken up, the rocker arm pushes the intake valve
    downward and the valve starts to open. The intake stroke now starts while the exhaust valve is still open.

    The flow of the exhaust gasses will have created a low pressure condition within the cylinder and will help pull in the fresh air charge as shown in Figure 16.

    The piston continues its upward travel through top dead center (TDC) while fresh air
    enters and exhaust gasses leave. At about 12° after top dead center (ATDC), the
    camshaft exhaust lobe rotates so that the exhaust valve will start to close. The valve is fully closed at 23° ATDC. This is accomplished through the valve spring, which was
    compressed when the valve was opened, forcing the rocker arm and cam follower back against the cam lobe as it rotates. The time frame during which both the intake and exhaust valves are open is called valve overlap (51° of overlap in this example) and is necessary to allow the fresh air to help scavenge (remove) the spent exhaust gasses and cool the cylinder. In most engines, 30 to 50 times cylinder volume is scavenged through the cylinder during overlap. This excess cool air also provides the necessary cooling effect on the engine parts.

    As the piston passes TDC and begins to travel down the cylinder bore, the movement of the piston creates a suction and continues to draw fresh air into the cylinder.

    upload_2014-6-18_10-14-29.png

    Compression
    At 35° after bottom dead center (ABDC), the intake Figure 17 Compression valve starts to close. At 43° ABDC (or 137° BTDC), the intake valve is on its seat and is fully closed. At this point the air charge is at normal pressure (14.7 psia) and ambient air temperature (~80°F), as illustrated in Figure 17.
    At about 70° BTDC, the piston has traveled about 2.125 inches, or about half of its stroke, thus reducing the volume in the cylinder by half. The temperature has now
    doubled to ~160°F and pressure is ~34 psia.

    At about 43° BTDC the piston has traveled upward 3.062 inches of its stroke and the volume is once again halved. Consequently, the temperature again doubles to about
    320°F and pressure is ~85 psia. When the piston has traveled to 3.530 inches of its stroke the volume is again halved and temperature reaches ~640°F and pressure 277 psia. When the piston has traveled to 3.757 inches of its stroke, or the volume is again halved, the temperature climbs to 1280°F and pressure reaches 742 psia. With a piston area of 9.616 in2 the pressure in the cylinder is exerting a force of approximately 7135 lb. or 3-1/2 tons of force.

    The above numbers are ideal and provide a good example of what is occurring in an
    engine during compression. In an actual engine, pressures reach only about 690 psia. This is due primarily to the heat loss to the surrounding engine parts.


    upload_2014-6-18_10-14-47.png

    Fuel Injection
    Fuel in a liquid state is injected into the cylinder at a precise time and rate to ensure that the combustion pressure is forced on the piston neither too early nor too late, as shown in Figure 18. The fuel enters the cylinder where the heated compressed air is present; however, it will only burn when it is in a vaporized state (attained through the addition of heat to cause vaporization) and intimately mixed with a supply of oxygen.

    The first minute droplets of fuel enter the combustion chamber and are quickly vaporized. The vaporization of the fuel causes the air surrounding the fuel to cool and it requires time for the air to reheat sufficiently to ignite the vaporized fuel. But once ignition has started, the additional heat from combustion helps to further vaporize the new fuel entering the chamber, as long as oxygen is present. Fuel injection starts at 28° BTDC and ends at 3° ATDC; therefore, fuel is injected for a duration of 31°.
    upload_2014-6-18_10-15-5.png

    Power
    Both valves are closed, and the fresh air charge has been compressed. The fuel has been injected and is starting to burn. After the piston passes TDC, heat is rapidly released by the ignition of the fuel, causing a rise in cylinder pressure. Combustion
    temperatures are around 2336°F. This rise in pressure forces the piston downward and increases the force on the crankshaft for the power stroke as illustrated in Figure 19. The energy generated by the combustion process is not all harnessed. In a two stroke diesel engine, only about 38% of the generated power is harnessed to do work, about 30% is wasted in the form of heat rejected to the cooling system, and about 32% in the form of heat is rejected out the exhaust.

    In comparison, the four-stroke diesel engine has a thermal distribution of 42% converted to useful work, 28% heat rejected to the cooling system, and 30% heat rejected out the exhaust.
    upload_2014-6-18_10-15-23.png

    Exhaust
    As the piston approaches 48° BBDC, the cam of the exhaust lobe starts to force the follower upward, causing the exhaust valve to lift off its seat. As shown in Figure 20, the exhaust gasses start to flow out the exhaust valve due to cylinder pressure and into the exhaust manifold. After passing BDC, the piston moves upward and accelerates to its maximum speed at 63° BTDC. From this point on the piston is decelerating. As the piston speed slows down, the velocity of the gasses flowing out
    of the cylinder creates a pressure slightly lower than atmospheric pressure. At 28° BTDC, the intake valve opens and the cycle starts again.
     

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