DOCSLIB.ORG

Single Cylinder Research Engine Multi-Spark Ignition System

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Single Cylinder Research Engine Multi-Spark Ignition System Single cylinder research engine multi-spark ignition system Andreas Lius Master of Science Thesis TRITA-ITM-EX 2018:498 KTH Industrial Engineering and Management Machine Design SE-100 44 STOCKHOLM Examensarbete TRITA-ITM-EX 2018:498 Encylindrig forskningsmotor med konfigurerbart tändsystem Andreas Lius Godkänt Examinator Handledare 2018-06-19 Andreas Cronhjort Ola Stenlåås, Richard Adolfsson Uppdragsgivare Kontaktperson Scania CV AB Ola Stenlåås Sammanfattning I detta projekt presenteras ett arbete där en serieproducerad 5 cylindrig motor med gasdrift modifieras till drift på enbart en cylinder. En konceptstudie genomförs där för och nackdelar vägs mot varandra där sedan ett koncept implementeras. Tidigare lösningar har använts där avaktivering av cylindrar uppnåtts genom att ta bort komponenter till gasväxlingssystemet och med hål borrade i kolvarna. Motorn är tänkt att vid ett senare skede installeras i en test-cell på avdelningen för förbränningsmotorteknik på Kungliga Tekniska Högskolan. Oönskat kompressionsarbete i avaktiverade cylindrar minimeras genom att låta dessa ventilera mot atmosfären. Detta sker genom att plocka bort insugsventilerna och igentäppning av ventilstyrningar. Ventilation mot atmosfären sker med hjälp av ett modifierat insug. Ett system för att ta hand om olja som annars skulle ha förbränts i de avaktiverade cylindrarna konstrueras. Med denna lösning behöver inte den roterande massan modifieras vilket annars hade påverkat motorns balansering. Ett kapacitivt tändsystem där gnistenergi kan ändras under drift implementeras. Tändsystemet är uppbyggt av två stycken tändenheter och tändspolar som är kopplade till samma tändstift. Denna lösning tillåter bättre kontroll när multipla gnistor under en cykel är önskvärt. Motorn är tänkt att använda en experimentell styrning av tändning vilket kräver att tiden från när en gnista önskas till gnistinitiering minimeras. För kontroll av bränsle och tändning i ett initialt skede installeras ett eftermarknads motorstyrsystem. Detta styrsystem ansluts till motorns standard sensorer. Styrsystemet kan ändra relevanta driftparametrar under drift genom ett grafiskt gränssnitt, systemet inkluderar återkoppling för luft-bränsleblandning samt skyddsfunktioner för okontrollerad självantändning. Standardsystemet för avgasåterledning modifieras för att kunna styras av tidigare nämnt styrsystem. Hjälpaggregat och andra komponenter ej nödvändiga för drift i testcell demonteras. Motorn förbereds även så att en högtryckspump för direktinsprutning kan monteras i framtiden. 1 2 Master of Science Thesis TRITA-ITM-EX 2018:498 Single cylinder research engine multi-spark ignition system Andreas Lius Approved Examiner Supervisor 2018-06-19 Dr. Andreas Cronhjort Dr. Ola Stenlåås, Richard Adolfsson Commissioner Contact person Scania CV AB Dr. Ola Stenlåås Abstract In this project, a 5-cylinder SI port-injected engine is converted to single cylinder operation by deactivating four of the cylinders. A concept generation process resulted in four different concepts where one of them was chosen to be implemented. Previous setups have been used before where cylinders have been deactivated by drilling holes in the piston. Unwanted compression work for the deactivated cylinders is minimized by allowing ventilation to the atmosphere. The inlet valves are removed and the inlet guides plugged. A modified intake connects the deactivated cylinders to the atmosphere. To manage the oil in the deactivated cylinders which otherwise would be combusted is routed to a manifold and finally a catch tank. With this setup, the rotating assembly is untouched thereby retaining the stock engine balance. A capacitive ignition system where the spark energy can be altered during operation is implemented. The ignition system is comprised of two separate ignition units and coils which is connected to the same spark plug. This setup allows full control of when the second spark is released when operated in a multi-spark mode. The system has been designed to minimize the time from spark demand to spark initiation. This is to prepare for future use where an experimental control algorithm will be used which doesn’t use traditional look-up tables. In an initial stage, the fuel and spark will be controlled by an aftermarket engine control unit. The system is installed using the standard sensors on the engine. The control unit can alter relevant parameters during operation using a graphical user interface. The system incorporates closed- looped lambda and knock control for safe operation. The stock exhaust gas recirculation system is incorporated with the engine control unit. Auxiliary units and other components not necessary for single operate are removed. The engine is also prepared to accommodate a high-pressure pump for future direct injection. 3 4 FOREWORD This project has been a journey where many lessons was learned. The learning outcomes from this project stretches far beyond the scope of the project. As a gearhead where engines have been a central part of my life since childhood I am very thankful for doing my thesis at Scania. I would like to thank my main supervisor Ola Stenlåås for the support during the project. I would also like to thank Richard Adolfsson for the support and all the interesting discussions regarding engines. The project has been carried out at the NMEG/NMEO group and I would like to thank both groups. A special recognition goes to Anders Forslund who always made time available to discuss various problems. A big thank also goes to my fellow friends and thesis workers here at Scania, Rohan Sharad Kittur, Sotirios Tsironas, Jacob Arimboor Chinnan, Laura Horváth, Marcus Holmgren, Arvid Isaksson and Jonas Johansson. Andreas Lius Södertälje, May 2018 5 6 NOMENCLATURE Notations Symbol Description λ Air-fuel equivalence ratio Abbreviations AFR Air Fuel Ratio CAD Crank Angle Degree(s) CAN Controller Area Network CDI Capacitive Discharge Ignition CI Compression Ignition CNG Compressed Natural Gas DIY Do-It-Yourself DPF Diesel Particulate Filter ECU Engine Control Unit EGR Exhaust Gas Recirculation EMC Electromagnetic compatibility FPGA Field Programmable Gate Array LNG Liquefied Natural Gas NOx Nitrogen Oxides OEM Original Equipment Manufacturer OHV Over Head Valve PID Proportional Integral Derivative (controller) PTFE Polytetrafluoroethylene PWM Pulse Width Modulation RFI Radio Frequency Interference SAE Society of Automotive Engineers SCR Selective Catalytic Reduction SI Spark Ignition TIG Tungsten Inert Gas XML Extensible Markup Language 7 8 TABLE OF CONTENTS SAMMANFATTNING (SWEDISH) 1 ABSTRACT 3 FOREWORD 5 NOMENCLATURE 7 TABLE OF CONTENTS 9 1 INTRODUCTION 13 1.1 Background 13 1.2 Purpose 15 1.3 Research questions 15 1.4 Deliverables 15 1.5 Delimitations 16 2 FRAME OF REFERENCE 17 2.1 Ignition system 17 2.1.1 Inductive ignition 17 2.1.2 Capacitive-discharge ignition 19 2.1.3 Inductive and capacitive ignition system comparison 20 2.2 Engine knock 20 2.3 Engine Control Unit 21 2.3.1 Aftermarket engine control units 21 2.3.2 Aftermarket ignition units 22 2.4 Air charge measurement 22 2.4.1 Thermal sensing 22 2.4.2 Speed-density 23 2.4.3 Other methods 23 9 2.5 Exhaust gas recirculation 23 2.6 Single-cylinder engine for research purposes 24 2.6.1 Cylinder deactivation & decompression 25 3 IMPLEMENTATION 26 3.1 Base engine specifications 26 3.2 Requirements 27 3.2.1 Cylinder deactivation requirements 27 3.2.2 Ignition requirements 27 3.2.3 Engine control unit requirements 27 3.2.4 Air handling requirements 27 3.3 Concept selection 28 3.3.1 Cylinder deactivation concept selection 28 3.3.2 Ignition system concept selection 33 3.3.3 Engine control unit concept selection 38 3.4 Concept implementation 39 3.4.1 Cylinder deactivation implementation 39 3.4.2 Ignition system implementation 40 3.4.3 ECU synchronisation 43 3.4.4 Air handling modifications 43 3.4.5 ECU implementation 45 3.4.5.1 ECU configuration 45 3.4.5.2 CAN & Heat release preparation 47 3.4.6 EGR preparation 47 3.4.7 Other modifications 49 3.4.7.1 Cooling system 50 10 3.4.7.2 Transmission plate 50 4 VERIFICATION 52 4.1 Ignition system 52 4.2 Synchronisation 53 4.3 Oil pressure 54 5 DISCUSSION AND CONCLUSIONS 55 5.1 Discussion 55 5.1.1 Cylinder deactivation 55 5.1.2 Ignition system 55 5.1.3 Engine control 55 5.1.4 Scope of thesis project 56 5.2 Conclusions 56 6 RECOMMENDATIONS AND FUTURE WORK 57 6.1 Recommendations 57 6.1.1 Oil pressure relief valve 57 6.1.2 Knock calibration 57 6.1.3 Manifold pressure sensor 57 6.1.4 Spark plug wear 57 6.1.5 Crankcase ventilation 57 6.1.5 Piston ring-pack 58 6.2 Future work 58 6.2.1 Oxygen sensor pressure correction 58 6.2.2 In-cycle spark event control 58 6.2.3 EGR system 59 7 REFERENCES 60 11 12 1 INTRODUCTION 1.1 Background The internal combustion engine in its current form has been used extensively due its relatively simple design and the availability of a suitable fuel source to run it. During its infancy, the development focused on power output and reliability, but in modern times with higher fuel prices the focus has shifted to efficiency and emissions (Heywood, 1988). The reciprocating internal combustion engine can be differentiated into two groups depending on the inherent combustion process and how the fuel is introduced. Both groups can also be used in either two or four stroke applications (Johansson, 2014). The first type relies on heat to initiate the combustion process, this heat is generated during the compression stroke. The engines are typically called compression ignited (CI) engines (Johansson, 2014). Modern engines based on this combustion process can under certain circumstances achieve a fuel efficiency close to 50% (EMMA-MAERSK, 2018). The other type of engine is the spark ignited (SI) engine where an electrical discharge in the combustion chamber ignites the fuel mixture. While the combustion process limits the fuel efficiency to a lower level compared to the CI engine, it is widely used as it can be made in various sizes suitable for personal transport.
Load more

Recommended publications
  • Engine Control Unit
    Engine Control Unit João Filipe Ferreira Vicente Dissertation submitted for obtaining the degree in Master of Electronic Engineering, Instituto Superior Técnico Abstract The car used (Figure 1) has a fibreglass body and uses a Honda F4i engine taken from the Honda This paper describes the design of a fully CBR 600. programmable, low cost ECU based on a standard electronic circuit based on a dsPIC30f6012A for the Honda CBR600 F4i engine used in the Formula Student IST car. The ECU must make use of all the temperature, pressure, position and speed sensors as well as the original injectors and ignition coils that are already available on the F4i engine. The ECU must provide the user access to all the maps and allow their full customization simply by connecting it to a PC. This will provide the user with Figure 1 - FST03. the capability to adjust the engine’s performance to its needs quickly and easily. II. Electronic Fuel Injection Keywords The growing concern of fuel economy and lower emissions means that Electronic Fuel Injection Electronic Fuel Injection, Engine Control Unit, (EFI) systems can be seen on most of the cars Formula Student being sold today. I. Introduction EFI systems provide comfort and reliability to the driver by ensuring a perfect engine start under This project is part of the Formula Student project most conditions while lessening the impact on the being developed at Instituto Superior Técnico that environment by lowering exhaust gas emissions for the European series of the Formula Student and providing a perfect combustion of the air-fuel competition.
    [Show full text]
  • The Starting System Includes the Battery, Starter Motor, Solenoid, Ignition Switch and in Some Cases, a Starter Relay
    UNIT II STARTING SYSTEM &CHARGING SYSTEM The starting system: The starting system includes the battery, starter motor, solenoid, ignition switch and in some cases, a starter relay. An inhibitor or a neutral safety switch is included in the starting system circuit to prevent the vehicle from being started while in gear. When the ignition key is turned to the start position, current flows and energizes the starter's solenoid coil. The energized coil becomes an electromagnet which pulls the plunger into the coil. The plunger closes a set of contacts which allow high current to reach the starter motor. The charging system: The charging system consists of an alternator (generator), drive belt, battery, voltage regulator and the associated wiring. The charging system, like the starting system is a series circuit with the battery wired in parallel. After the engine is started and running, the alternator takes over as the source of power and the battery then becomes part of the load on the charging system. The alternator, which is driven by the belt, consists of a rotating coil of laminated wire called the rotor. Surrounding the rotor are more coils of laminated wire that remain stationary (called stator) just inside the alternator case. When current is passed through the rotor via the slip rings and brushes, the rotor becomes a rotating magnet having a magnetic field. When a magnetic field passes through a conductor (the stator), alternating current (A/C) is generated. This A/C current is rectified, turned into direct current (D/C), by the diodes located within the alternator.
    [Show full text]
  • The Effect of Turbocharging on Volumetric Efficiency in Low Heat Rejection C.I. Engine Fueled with Jatrophafor Improved Performance
    International Journal of Engineering Research & Technology (IJERT) ISSN: 2278-0181 Vol. 4 Issue 03, March-2015 The Effect of Turbocharging on Volumetric Efficiency in Low Heat Rejection C.I. Engine fueled with Jatrophafor Improved Performance R. Ganapathi *, Dr. B. Durga Prasad** Lecturer, Professor, Mechanical Engineering department, Mechanical Engineering department, JNTUA College of Engineering, JNTUA College of Engineering, Ananthapuramu, A.P, India. Ananthapuramu, A.P, India. burned. This can be achieved with an LHR engine dueto Abstract:- The world’s rapidly dwindling petroleum the availability of higher temperature at the time of fuel supplies, their raising cost and the growing danger of injection. The heat available due to insulation can be environmental pollution from these fuel, have some effectively used for vaporizing alternative fuel. Some substitute of conventional fuels, vegetable oils has been important advantages of the LHR engines are improved fuel considered as one of the feasible substitute to economy, reduced HC and CO emission, reduced noise due conventional fuel. Among all the fuels, tested Jatropha to lower rate of pressure rise and higher energy in the oil properties are almost closer to diesel, particularly exhaust gases [2 & 3]. However, one of the main problems cetane rating and heat value. In present work in the LHR engines is the drop in volumetric experiments are conducted with Brass Crown efficiency. This further decrease the density of air Aluminium piston with air gap, an air gap liner and entering the cylinder because of high wall temperatures of PSZ coated head and valve have been used in the the LHR engine. The degree of degradation of volumetric present study, which generates higher temperature in efficiency depends on the degree of insulation.
    [Show full text]
  • Ignition System
    IGNITION SYSTEM The ignition system of an internal combustion engine is an important part of the overall engine system. All conventional petrol[[1]] (gasoline)[[2]] engines require an ignition system. By contrast, not all engine types need an ignition system - for example, a diesel engine relies on compression-ignition, that is, the rise in temperature that accompanies the rise in pressure within the cylinder is sufficient to ignite the fuel spontaneously. How it helps It provides for the timely burning of the fuel mixture within the engine. How controlled The ignition system is usually switched on/off through a lock switch, operated with a key or code patch. Earlier history The earliest petrol engines used a very crude ignition system. This often took the form of a copper or brass rod which protruded into the cylinder, which was heated using an external source. The fuel would ignite when it came into contact with the rod. Naturally this was very inefficient as the fuel would not be ignited in a controlled manner. This type of arrangement was quickly superseded by spark-ignition, a system which is generally used to this day, albeit with sparks generated by more sophisticated circuitry. Glow plug ignition Glow plug ignition is used on some kinds of simple engines, such as those commonly used for model aircraft. A glow plug is a coil of wire (made from e.g. nichrome[[3]]) that will glow red hot when an electric current is passed through it. This ignites the fuel on contact, once the temperature of the fuel is already raised due to compression.
    [Show full text]
  • 05 NG Engine Technology.Pdf
    Table of Contents NG Engine Technology Subject Page New Generation Engine Technology . .5 Turbocharging . .6 Turbocharging Terminology . .6 Basic Principles of Turbocharging . .7 Bi-turbocharging . .10 Air Ducting Overview . .12 Boost-pressure Control (Wastegate) . .14 Blow-off Control (Diverter Valves) . .15 Charge-air Cooling . .18 Direct Charge-air Cooling . .18 Indirect Charge Air Cooling . .18 Twin Scroll Turbocharger . .20 Function of the Twin Scroll Turbocharger . .22 Diverter valve . .22 Tuned Pulsed Exhaust Manifold . .23 Load Control . .24 Controlled Variables . .25 Service Information . .26 Limp-home Mode . .26 Direct Injection . .28 Direct Injection Principles . .29 Mixture Formation . .30 High Precision Injection . .32 HPI Function . .33 High Pressure Pump Function and Design . .35 Pressure Generation in High-pressure Pump . .36 Limp-home Mode . .37 Fuel System Safety . .38 Piezo Fuel Injectors . .39 Injector Design and Function . .40 Injection Strategy . .42 Initial Print Date: 09/06 Revision Date: 03/11 Subject Page Piezo Element . .43 Injector Adjustment . .43 Injector Control and Adaptation . .44 Injector Adaptation . .44 Optimization . .45 HDE Fuel Injection . .46 VALVETRONIC III . .47 Phasing . .47 Masking . .47 Combustion Chamber Geometry . .48 VALVETRONIC Servomotor . .50 Function . .50 Subject Page BLANK PAGE NG Engine Technology Model: All from 2007 Production: All After completion of this module you will be able to: • Understand the technology used on BMW turbo engines • Understand basic turbocharging principles • Describe the benefits of twin Scroll Turbochargers • Understand the basics of second generation of direct injection (HPI) • Describe the benefits of HDE solenoid type direct injection • Understand the main differences between VALVETRONIC II and VALVETRONIC II I 4 NG Engine Technology New Generation Engine Technology In 2005, the first of the new generation 6-cylinder engines was introduced as the N52.
    [Show full text]
  • Supercharger
    Supercharger 1 4/13/2019 Supercharger Air Flow Requirements • Naturally aspirated engines with throttle bodies rely on atmospheric pressure to push an air–fuel mixture into the combustion chamber vacuum created by the down stroke of a piston. • The mixture is then compressed before ignition to increase the force of the burning, expanding gases. • The greater the mixture compression, the greater the power resulting from combustion. Engineers calculate engine airflow requirements using these three factors: – Engine displacement – Engine revolutions per minute (RPM) – Volumetric efficiency Volumetric efficiency – is a comparison of the actual volume of air–fuel mixture drawn into an engine to the theoretical maximum volume that could be drawn in. – Volumetric efficiency decreases as engine speed increases. 2 4/13/2019 Supercharger Principles of Power Increase: The power output of the engine depend up on the amount of air induced per unit time and thermal efficiency. The amount of air induced per unit time can be increased by: Increasing the engine speed. the increase in engine speed calls for rigid and robust engine as the inertia load increase also the engine fraction and bearing load increase and also the volumetric efficiency decrease. Increasing the density of air at inlet. The increase of inlet air density calls supercharging which usually used to increase the power output from engine due to increase the air pressure at the inlet of engine. 3 4/13/2019 Supercharger The Objects of Supercharging: To increase the power output for a given weight and bulk of the engine. This is important for aircraft, marine and automotive engines where weight and space are important.
    [Show full text]
  • Design of the Electronic Engine Control Unit Performance Test System of Aircraft
    aerospace Article Design of the Electronic Engine Control Unit Performance Test System of Aircraft Seonghee Kho 1 and Hyunbum Park 2,* 1 Department of Defense Science & Technology-Aeronautics, Howon University, 64 Howondae 3gil, Impi, Gunsan 54058, Korea; [email protected] 2 School of Mechanical Convergence System Engineering, Kunsan National University, 558 Daehak-ro, Miryong-dong, Gunsan 54150, Korea * Correspondence: [email protected]; Tel.: +82-(0)63-469-4729 Abstract: In this study, a real-time engine model and a test bench were developed to verify the performance of the EECU (electronic engine control unit) of a turbofan engine. The target engine is a DGEN 380 developed by the Price Induction company. The functional verification of the test bench was carried out using the developed test bench. An interface and interworking test between the test bench and the developed EECU was carried out. After establishing the verification test environments, the startup phase control logic of the developed EECU was verified using the real- time engine model which modeled the startup phase test data with SIMULINK. Finally, it was confirmed that the developed EECU can be used as a real-time engine model for the starting section of performance verification. Keywords: test bench; EECU (electronic engine control unit); turbofan engine Citation: Kho, S.; Park, H. Design of 1. Introduction the Electronic Engine Control Unit The EECU is a very important component in aircraft engines, and the verification Performance Test System of Aircraft. test for numerous items should be carried out in its development process. Since it takes Aerospace 2021, 8, 158. https:// a lot of time and cost to carry out such verification test using an actual engine, and an doi.org/10.3390/aerospace8060158 expensive engine may be damaged or a safety hazard may occur, the simulator which virtually generates the same signals with the actual engine is essential [1].
    [Show full text]
  • Tecumseh V-Twins
    TECUMSEH V-TWIN ENGINE TABLE OF CONTENTS CHAPTER 1. GENERAL INFORMATION CHAPTER 2. AIR CLEANERS CHAPTER 3. CARBURETORS AND FUEL SYSTEMS CHAPTER 4. GOVERNORS AND LINKAGE CHAPTER 5. ELECTRICAL SYSTEMS CHAPTER 6. IGNITION CHAPTER 7. INTERNAL ENGINE AND DISASSEMBLY CHAPTER 8. ENGINE ASSEMBLY CHAPTER 9. TROUBLESHOOTING AND TESTING CHAPTER 10. ENGINE SPECIFICATIONS Copyright © 2000 by Tecumseh Products Company All rights reserved. No part of this book may be reproduced or transmitted, in any form or by any means, electronic or mechanical, including photocopying, recording or by any information storage and retrieval system, without permission in writing from Tecumseh Products Company Training Department Manager. i TABLE OF CONTENTS (by subject) GENERAL INFORMATION Page Engine Identification ................................................................................................ 1-1 Interpretation of Engine Identification ...................................................................... 1-1 Short Blocks ............................................................................................................ 1-2 Fuels ........................................................................................................................ 1-2 Engine Oil ................................................................................................................ 1-3 Basic Tune-Up Procedure ....................................................................................... 1-4 Storage ...................................................................................................................
    [Show full text]
  • Some Science of Balance © Tony Foale 2007
    Some science of balance © Tony Foale 2007. Readers who started riding before the 1970s, will easily remember the incredible vibration that we used to have to suffer, particularly with British single and twin cylinder machines. In addition to that, we also had to endure quite severe vibration from road shocks generally because of poor suspension. However, with the advent of the Japanese multi-cylinder machines, Lanchester balance shafts and the drive towards better suspension, today we can enjoy a much greater freedom from annoying vibration. In this article, we will only consider the vibration caused by the engine. This vibration has two basic sources, the least severe of which stems from the irregular torque output of reciprocating internal combustion engines. However, the biggest problem is due to the inability to balance inertia forces due to the piston motion in certain types of engine configuration. There can be two sources of mechanical imbalance, they are; rotating and reciprocating. Rotating balance Any rotating object can produce nett rotating forces if not properly balanced. Typical items of concern to us, would be the clutch assembly, alternators, flywheels and crankshaft. These out of balance forces are due to asymmetrical mass distribution about the rotating axis of the object in question. The clutch, alternators and any external flywheels can be fully balanced. However, due to the needs of reciprocating balance, certain configurations of engine, rarely allow us to achieve perfect rotating balance of the crankshaft, single cylinder engines, for example. There are two aspects of rotating balance which need to be considered. These are usually termed static and dynamic.
    [Show full text]
  • Firing Order of 4 Cylinder Engine Pdf
    Firing order of 4 cylinder engine pdf Continue IT Stock Free/Polka Dot/Getty Images Building the performance of a four-cylinder engine is much more difficult than building a six- or eight-cylinder engine due to displacement. Larger engines simply transmit more air through the engine, leading to high pure horsepower and torque, thus saying: No substitute to move. However, it is still possible to get decent results with a four-cylinder engine with many techniques used in the motorsport industry. Install a blank and a full catback exhaust system to allow the engine to breathe more freely. The exhaust reserve is very restrictive on four-cylinder engines, and a lot of horsepower can easily be released simply by installing a larger diameter exhaust system. Replace the intake tube and filter with a cold air intake. The system of receiving air in the warehouse is very restrictive; It is designed to limit the amount of noise you hear under the hood. The cold air intake will re-route the intake hose to the front bumper, where colder, denser air will be directed towards the engine. Dense air ultimately means more air in the engine and more power. Install aftermarket camshafts in the engine. Stock consumption and exhaust camshafts are designed for high miles per gallon figure, not for performance, which limits power and torque. After- sales camshafts allow valves to stay open for a longer period of time, allowing more air to enter the engine to increase power. Install high compression pistons in the engine if you plan to keep a naturally aspirated engine.
    [Show full text]
  • Perkins 3000 Series Model 3008SI
    Perkins 3000 Series Model 3008SI USER’S HANDBOOK 8 cylinder spark ignited engines for industrial applications Publication TSD 3410 (issue 2) © Proprietary information of Perkins Group Limited, all rights reserved. The information is correct at the time of print. Published in May 1997 by Technical Publications, Perkins International Limited, Lancaster Road, Shrewsbury, Shropshire SY1 3NX, England i This document has been printed from SPI². Not for Resale This publication is written in Perkins Approved Clear English This publication is divided into six chapters: 1 General information 2 Engine views 3 Operation instructions 4 Preventive maintenance 5 Engine systems 6 Fault diagnosis The following pages contain a detailed table of contents ii This document has been printed from SPI². Not for Resale 3008 Gas Contents 1 General information Introduction . ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 1 Safety precautions .. ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 2 How to care for your engine ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 3 Engine preservation ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 3 Parts and service ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... ... .. 4 Training ... ... ... ... ... ... ... ... ... ... ... ... ... ..
    [Show full text]
  • Diesel Engine Starting Systems Are As Follows: a Diesel Engine Needs to Rotate Between 150 and 250 Rpm
    chapter 7 DIESEL ENGINE STARTING SYSTEMS LEARNING OBJECTIVES KEY TERMS After reading this chapter, the student should Armature 220 Hold in 240 be able to: Field coil 220 Starter interlock 234 1. Identify all main components of a diesel engine Brushes 220 Starter relay 225 starting system Commutator 223 Disconnect switch 237 2. Describe the similarities and differences Pull in 240 between air, hydraulic, and electric starting systems 3. Identify all main components of an electric starter motor assembly 4. Describe how electrical current flows through an electric starter motor 5. Explain the purpose of starting systems interlocks 6. Identify the main components of a pneumatic starting system 7. Identify the main components of a hydraulic starting system 8. Describe a step-by-step diagnostic procedure for a slow cranking problem 9. Describe a step-by-step diagnostic procedure for a no crank problem 10. Explain how to test for excessive voltage drop in a starter circuit 216 M07_HEAR3623_01_SE_C07.indd 216 07/01/15 8:26 PM INTRODUCTION able to get the job done. Many large diesel engines will use a 24V starting system for even greater cranking power. ● SEE FIGURE 7–2 for a typical arrangement of a heavy-duty electric SAFETY FIRST Some specific safety concerns related to starter on a diesel engine. diesel engine starting systems are as follows: A diesel engine needs to rotate between 150 and 250 rpm ■ Battery explosion risk to start. The purpose of the starting system is to provide the torque needed to achieve the necessary minimum cranking ■ Burns from high current flow through battery cables speed.
    [Show full text]