An Evaluation of Marine Propulsion Engines for Several Navy Ships
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Lawn-Boy V-Engine Service Manual
LAWN-BOY V-ENGINE SERVICE MANUAL Table of Contents – Page 1 of 2 REFERENCE SECTION SAFETY SPECIFICATIONS - ENGINE SPECIFICATIONS SPECIFICATIONS - ENGINE FASTENER TORQUE REQUIREMENTS SPECIFICATIONS - CARBURETOR SPECIFICATIONS (WALBRO LMR-16) SPECIAL TOOL REQUIREMENTS TROUBLESHOOTING MAINTENANCE SECTION 1 WALBRO LMR-16 CARBURETOR LMR-16 CARBURETOR - IDENTIFICATION LMR-16 CARBURETOR - THEORY OF OPERATION LMR-16 CARBURETOR - GOVERNOR THEORY LMR-16 CARBURETOR - REMOVAL LMR-16 CARBURETOR - DISASSEMBLY LMR-16 CARBURETOR - CLEANING AND INSPECTION LMR-16 CARBURETOR - ASSEMBLY LMR-16 CARBURETOR - PRESETTING THE GOVERNOR LMR-16 CARBURETOR - ASSEMBLING AIR BOX TO CARBURETOR LMR-16 CARBURETOR - INSTALLATION LMR-16 CARBURETOR - FINAL CHECK LMR-16 CARBURETOR - CHOKE ADJUSTMENT LMR-16 CARBURETOR - SERVICING THE AIR FILTER LMR-16 CARBURETOR-TROUBLESHOOTING SECTION 2 PRIMER START CARBURETOR PRIMER START CARBURETOR - IDENTIFICATION PRIMER START CARBURETOR - THEORY OF OPERATION PRIMER START CARBURETOR - GOVERNOR THEORY PRIMER START CARBURETOR - REMOVAL PRIMER START CARBURETOR - DISASSEMBLY PRIMER START CARBURETOR - CLEANING AND INSPECTION PRIMER START CARBURETOR - ASSEMBLY PRIMER START CARBURETOR - INSTALLATION PRIMER START CARBURETOR - PRESETTING THE GOVERNOR PRIMER START CARBURETOR - FINAL CHECK PRIMER START CARBURETOR - SERVICING THE AIR FILTER PRIMER START CARBURETOR TROUBLESHOOTING ENGINE STARTS HARD ENGINE RUNS RICH ENGINE RUNS LEAN FUEL LEAKS FROM CARBURETOR LAWN-BOY V-ENGINE SERVICE MANUAL Table of Contents – Page 2 of 2 SECTION 3 FUEL SYSTEM FUEL -
Wärtsilä 32 PRODUCT GUIDE © Copyright by WÄRTSILÄ FINLAND OY
Wärtsilä 32 PRODUCT GUIDE © Copyright by WÄRTSILÄ FINLAND OY COPYRIGHT © 2021 by WÄRTSILÄ FINLAND OY All rights reserved. No part of this booklet may be reproduced or copied in any form or by any means (electronic, mechanical, graphic, photocopying, recording, taping or other information retrieval systems) without the prior written permission of the copyright owner. THIS PUBLICATION IS DESIGNED TO PROVIDE AN ACCURATE AND AUTHORITATIVE INFORMATION WITH REGARD TO THE SUBJECT-MATTER COVERED AS WAS AVAILABLE AT THE TIME OF PRINTING. HOWEVER, THE PUBLICATION DEALS WITH COMPLICATED TECHNICAL MATTERS SUITED ONLY FOR SPECIALISTS IN THE AREA, AND THE DESIGN OF THE SUBJECT-PRODUCTS IS SUBJECT TO REGULAR IMPROVEMENTS, MODIFICATIONS AND CHANGES. CONSEQUENTLY, THE PUBLISHER AND COPYRIGHT OWNER OF THIS PUBLICATION CAN NOT ACCEPT ANY RESPONSIBILITY OR LIABILITY FOR ANY EVENTUAL ERRORS OR OMISSIONS IN THIS BOOKLET OR FOR DISCREPANCIES ARISING FROM THE FEATURES OF ANY ACTUAL ITEM IN THE RESPECTIVE PRODUCT BEING DIFFERENT FROM THOSE SHOWN IN THIS PUBLICATION. THE PUBLISHER AND COPYRIGHT OWNER SHALL UNDER NO CIRCUMSTANCES BE HELD LIABLE FOR ANY FINANCIAL CONSEQUENTIAL DAMAGES OR OTHER LOSS, OR ANY OTHER DAMAGE OR INJURY, SUFFERED BY ANY PARTY MAKING USE OF THIS PUBLICATION OR THE INFORMATION CONTAINED HEREIN. Wärtsilä 32 Product Guide Introduction Introduction This Product Guide provides data and system proposals for the early design phase of marine engine installations. For contracted projects specific instructions for planning the installation are always delivered. Any data and information herein is subject to revision without notice. This 1/2021 issue replaces all previous issues of the Wärtsilä 32 Project Guides. Issue Published Updates 1/2021 15.03.2021 Technical data updated. -
HSDI Diesel Engines - Gas Exchange Optimization and the Impact on Reducing Emission
HSDI Diesel Engines - Gas Exchange Optimization and the Impact on Reducing Emission ABSTRACT All future powertrain developments must consider the primary tasks of achieving the required emission levels and CO2- values, while still providing comfort, good drivability, high reliability and affordable costs. One method for improving fuel economy in passenger vehicles that is beginning to be examined is the incorporation of downsizing. To achieve the levels of engine performance that will be required, increasing the boost pressure and/or rated speed is mandatory. When the boost pressure or the rated speed is increased, the result is an increase in the mass flow rate through the intake and exhaust ports and valves. Considering the impact of these changes, the port layout of the system has to be reanalyzed. The primary purpose of this study is to examine these effects on the port layout on a modern diesel combustion system and to present a promising concept. The study included flow measurements, PIV measurements of intake flow, CFD simulations of the flow field during intake and results from the thermodynamic test bench. One of the key aspects that needed to be examined was to demonstrate flow quality’s impact on combustion. A new port concept was developed as a result of this study that utilizes a variable valve lift to provide a highly variable swirl. This design enables a homogenous flow field in the cylinder, with excellent flow coefficient. The design also allows an increase in volumetric efficiency combined with a reduction in flow losses. INTRODUCTION The prerequisites for advanced concepts of High Speed Direct Injection (HSDI) Diesel Engines require that due to the rapidly increasing price of crude oil they must improve fuel economy and the heat-trapping ability of carbon dioxide emissions. -
High Efficiency VCR Engine with Variable Valve Actuation and New Supercharging Technology
AMR 2015 NETL/DOE Award No. DE-EE0005981 High Efficiency VCR Engine with Variable Valve Actuation and new Supercharging Technology June 12, 2015 Charles Mendler, ENVERA PD/PI David Yee, EATON Program Manager, PI, Supercharging Scott Brownell, EATON PI, Valvetrain This presentation does not contain any proprietary, confidential, or otherwise restricted information. ENVERA LLC Project ID Los Angeles, California ACE092 Tel. 415 381-0560 File 020408 2 Overview Timeline Barriers & Targets Vehicle-Technology Office Multi-Year Program Plan Start date1 April 11, 2013 End date2 December 31, 2017 Relevant Barriers from VT-Office Program Plan: Percent complete • Lack of effective engine controls to improve MPG Time 37% • Consumer appeal (MPG + Performance) Budget 33% Relevant Targets from VT-Office Program Plan: • Part-load brake thermal efficiency of 31% • Over 25% fuel economy improvement – SI Engines • (Future R&D: Enhanced alternative fuel capability) Budget Partners Total funding $ 2,784,127 Eaton Corporation Government $ 2,212,469 Contributing relevant advanced technology Contractor share $ 571,658 R&D as a cost-share partner Expenditure of Government funds Project Lead Year ending 12/31/14 $733,571 ENVERA LLC 1. Kick-off meeting 2. Includes no-cost time extension 3 Relevance Research and Development Focus Areas: Variable Compression Ratio (VCR) Approx. 8.5:1 to 18:1 Variable Valve Actuation (VVA) Atkinson cycle and Supercharging settings Advanced Supercharging High “launch” torque & low “stand-by” losses Systems integration Objectives 40% better mileage than V8 powered van or pickup truck without compromising performance. GMC Sierra 1500 baseline. Relevance to the VT-Office Program Plan: Advanced engine controls are being developed including VCR, VVA and boosting to attain high part-load brake thermal efficiency, and exceed VT-Office Program Plan mileage targets, while concurrently providing power and torque values needed for consumer appeal. -
Engineering Study of the Rotary-Vee Engine Concept
NASA Technical Memorandum 101995 SAE Paper No. 89-0332 Engineering Study of the Rotary-Vee Engine Concept Edward A. Willis National Aeronautics and Space Administration Lewis Research Center Cleveland, Ohio Timothy A. Bartrand Sverdrup Technology, Inc. NASA Lewis Research Center Group ~~ Cleveland, OhTo - and John E. Beard National Aeronautics and Space Administration Lewis Research Center Cleveland, Ohio Presented at the 1989 Annual Congress and Exposition sponsored by the Society of Automotive Engineers Detroit, Michigan, February 27-March 3, 1989 [NASA-Tbl- 103995) EIiGINEERING STUDY OF TfiE N89 -260C7 ROTARY-VEE ENGINE CONCEPT ;NASA, Lewis Research Center) 38 p CSCL 21E Unclas G~/07 0222716 ENGINEERING STUDY ON THE ROTARY-VEE ENGINE CONCEPT E.A. Willis National Aeronautics and Space Administration Lewis Research Center Cleveland, Ohio 44135 T.A. Bartrand Sverdrup Technology, Inc. NASA Lewis Research Center Group Cleveland, Ohio 44135 and J.E. Beard* National Aeronautics and Space Administration Lewis Research Center Cleveland, Ohio 44 135 ABSTRACT This paper provides a review of the applicable thermodynamic cycle and performance considerations when the rotary-vee mechanism is used as an internal combustion (I. C.) heat engine. Included is a simplified kinematic analysis and studies of the effects of design pa- rameters on the critical pressures, torques and parasitic losses. A discussion of the principal findings is presented. SUMMARY The rotary-vee is an unusual two-stroke internal combustion (1. C.) engine which incorpo- rates many small cylinders in a pair of rotating cylinder blocks. Several development projects have been launched since about 1970 to capture the perceived benefits of this arrangement. -
Operating Instructions Diesel Engine
Operating Instructions Diesel Engine 12V1600Rx0 12V1600Rx0L MS15030/01E Engine model kW/cyl. rpm Application group 12V1600R70 47 kW/cyl. 2100 2A, Continuous operation, unrestricted 12V1600R70L 52 kW/cyl. 2100 2A, Continuous operation, unrestricted 12V1600R80 55 kW/cyl. 1900 2A, Continuous operation, unrestricted 12V1600R80L 58 kW/cyl. 1900 2A, Continuous operation, unrestricted Table 1: Applicability © 2018 Copyright MTU Friedrichshafen GmbH This publication is protected by copyright and may not be used in any way, whether in whole or in part, without the prior writ- ten consent of MTU Friedrichshafen GmbH. This particularly applies to its reproduction, distribution, editing, translation, micro- filming and storage or processing in electronic systems including databases and online services. All information in this publication was the latest information available at the time of going to print. MTU Friedrichshafen GmbH reserves the right to change, delete or supplement the information provided as and when required. Table of Contents 1 Change Notices 8 Troubleshooting 1.1 Revision overview 5 8.1 Troubleshooting 47 8.2 Fault messages 49 2 Safety 9 Task Description 2.1 Important provisions for all products 6 2.2 Correct use of all products 8 9.1 Engine 89 2.3 Personnel and organizational requirements 9 9.1.1 Engine – Barring manually 89 2.4 Initial start-up and operation – Safety 9.1.2 Engine – Test run 91 regulations 10 9.2 Valve Drive 92 2.5 Safety regulations for assembly, 9.2.1 Cylinder head cover – Removal and maintenance, and repair work -
Introduction to Analytical Methods for Internal Combustion Engine Cam Mechanisms a Typical finger Follower Cam Mechanism for a High Performance Engine J
Introduction to Analytical Methods for Internal Combustion Engine Cam Mechanisms A typical finger follower cam mechanism for a high performance engine J. J. Williams Introduction to Analytical Methods for Internal Combustion Engine Cam Mechanisms 123 J. J. Williams Oxendon Software Market Harborough UK ISBN 978-1-4471-4563-9 ISBN 978-1-4471-4564-6 (eBook) DOI 10.1007/978-1-4471-4564-6 Springer London Heidelberg New York Dordrecht Library of Congress Control Number: 2012946758 Ó Springer-Verlag London 2013 NASCAR is a trademark of NASCAR Mercedes Benz is a trademark of Daimler AG Penske is a trademark of Penske Racing, Inc. This work is subject to copyright. All rights are reserved by the Publisher, whether the whole or part of the material is concerned, specifically the rights of translation, reprinting, reuse of illustrations, recitation, broadcasting, reproduction on microfilms or in any other physical way, and transmission or information storage and retrieval, electronic adaptation, computer software, or by similar or dissimilar methodology now known or hereafter developed. Exempted from this legal reservation are brief excerpts in connection with reviews or scholarly analysis or material supplied specifically for the purpose of being entered and executed on a computer system, for exclusive use by the purchaser of the work. Duplication of this publication or parts thereof is permitted only under the provisions of the Copyright Law of the Publisher’s location, in its current version, and permission for use must always be obtained from Springer. Permissions for use may be obtained through RightsLink at the Copyright Clearance Center. Violations are liable to prosecution under the respective Copyright Law. -
A Crank Angle Resolved Cidi Engine Combustion Model with Arbitrary Fuel Injection for Control Purpose
A CRANK ANGLE RESOLVED CIDI ENGINE COMBUSTION MODEL WITH ARBITRARY FUEL INJECTION FOR CONTROL PURPOSE DISSERTATION Presented in Partial Fulfillment of the Requirements for the Degree Doctor of Philosophy in the Graduate School of The Ohio State University By Chung-Gong Kim, B.S., M.S. * * * * * The Ohio State University 2004 Dissertation Committee: Approved by Dr. Yann G. Guezennec, Adviser Dr. Giorgio Rizzoni Adviser Dr. Andrea Serrani Department of Mechanical Engineering Dr. Ahmed Soliman ABSTRACT With the introduction of new generation common rail system Diesel engines capable of multiple injections per stroke, and in the context of ever more stringent pollutant emission standards, the optimization and calibration of modern compression ignition direct injection (CIDI) engines is more and more complex. On one hand, the additional degrees of freedom provide additional opportunities to optimize the engines. On the other hand, the additional flexibility does not permit the exhaustive engine mapping approach used in the past any more, and necessitate the advent of new modeling tools for rapid optimization and calibration. Those tools must be sufficiently accurate to capture all the relevant physical phenomena, yet simple enough to be computationally cheap and permit the exhaustive exploration of a large multi-dimensional design and control space. In particular, one of the missing such model today is a simple and efficient tool for CIDI combustion simulation with arbitrary fuel injection profile. Thus in this study, a crank-angle resolved CIDI engine combustion model was developed and validated. This model uses a single-zone approach and is limited to the closed-valve part of cycle of a single cylinder for computational efficiency. -
Pontiac V-8 & Super Duty Four Blocks & Heads
PONTIAC V-8 & SUPER DUTY FOUR GROUPS 0.269 - .289 CYLINDER HEADS AND GASKETS BLOCKS & HEADS 10049801 — Super Duty Four High Port Special Aluminum Cylinder Head This version of Pontiac’s Super Duty four-cylinder aluminum cylinder head's are designed for maximum-effort competition engines. The intake runners and water jackets are raised .670" to improve flow. In the Special High Port casting, the two center intake ports are moved .800" closer together to straighten the path to the valves. Both heads’ rocker cover rails are raised .300", and the exhaust ports are raised .600". The valve centerlines are relocated to unshroud the valves, and the rocker stud holes are moved to match the new valve locations. The valve seats will accept 1.94–2.08" intake valves and 1.60–1.625" exhausts. The combustion chamber volume is 67cc. Technical Notes: Valve guides are supplied but not installed. A template is provided for redrilling headers to fit the revised exhaust flange bolt pattern. An intake manifold must be fabricated to fit the High Port Special's port spacing. PONTIAC SUPER DUTY FOUR Pontiac’s Super Duty four-cylinder engine is building major league excitement in all forms of motorsports. The Super Duty engine is designed to meet the severe demands of championship drag racing, road racing, and oval track competition. With proper preparation, the Pontiac Super Duty four-cylinder engine will produce outstanding performance with rocksolid reliability. GM Performance Parts offers a complete line of Super Duty components for off- highway applications, including blocks, high-flow cylinder heads, forged crankshafts, and heavy-duty accessories. -
TIPS on USING BOOKMARKS in THIS DOCUMENT We Have Added
TIPS ON USING BOOKMARKS IN THIS DOCUMENT We have added a new feature that should help you to move around more quickly in the advisory circular. On the upper left side, click on “Bookmarks.” You can click on any line that has a plus sign (+) beside it and it will expand to show you everything that comes under that particular section. You can click on any bookmark and you will go directly to that paragraph. AC 27-1B, Chg 1 Post Publication Note: Click here for the newest version of AC paragraph 27.602, Critical Parts. An ARAC harmonized working group revised this paragraph to clarify the wording in the corresponding rule. We will incorporate this revised paragraph in the next change to AC 27-1B. This AC paragraph is final and replaces the existing AC paragraph 27.602 dated 2/12/03. AC 27-1B April 25, 2003 This AC paragraph is final and replaces the existing paragraph AC 27.602 dated 2/12/03. This paragraph will be published when it is incorporated into the next revision of AC 27-1B. AC 27.602 § 27.602 CRITICAL PARTS. a. Explanation. (1) Critical parts requirements apply to structural components, rotor drive systems, rotors, and mechanical control systems. (2) The objective of identifying critical parts is to ensure that critical parts are controlled during design, manufacture, and throughout their service life so that the risk of failure in service is minimized by ensuring that the critical parts maintain the critical characteristics on which certification is based. (3) Definitions with respect to § 27.602: (i) The use of the word “could” in paragraph 27.602(a) of the rule means that this failure assessment should consider the effect of flight regime (i.e., forward flight, hover, etc.). -
Components by Liebherr All from a Single Source
Components by Liebherr All from a Single Source Liebherr develops, designs and manu factures highperformance components for mechanical, hydraulic and electrical drive and control technology. Liebherr uses advanced production technologies to manufacture its high quality, exceptionally longserving components. The components are designed for outstanding ruggedness, and withstand even extreme environ mental influences like major tempera Rope winch with ture fluctuations, vibrations, dust or hydraulic double maritime ambient conditions. motors The extensive portfolio of Liebherr components includes the following products: • Diesel engines • Gas engines • Common Rail injection systems • Axial piston pumps and motors • Hydraulic cylinders and power units • Slewing bearings • Gearboxes and rope winches • Electric machines • Humanmachine interfaces Suspension and gateways • Control electronics and sensor technology • Power electronics • Control cabinets • Subsystems and complete systems Travel drive with hydraulic motor 2 Components by Liebherr Diesel engine Control electronics Display controller Smart camera Splitter box Swivelling drive with hydraulic motor Hydraulic pumps Slewing bearing Hydraulic cylinder Components by Liebherr 3 Diesel Engines At the sites in Bulle (Switzerland) and Colmar (France), Liebherr develops and manufactures high-per- formance and robust combustion engines for diverse applications in building construction, mining, in special vehicles, stationary applications, as well as agriculture and forestry machinery. Liebherr engines can be adapted precisely to the respective requirements as not only the engine block is from in-house development and production, but also the Common Rail system and the engine control system. 4 Components by Liebherr Efficiency and reliablility Modular engine design Liebherr diesel engines have a high specific power and high Thanks to an innovative modular system, engines have iden- torques in a wide speed range while retaining very good tical performances, cooling system requirements and the operating values. -
V-Engine Service Manual
V-ENGINE SERVICE MANUAL Table of Contents – Page 1 of 3 ABOUT THIS MANUAL SAFETY INFORMATION SPECIFICATIONS ENGINE SPECIFICATIONS ENGINE FASTENER TORQUE REQUIREMENTS CARBURETOR SPECIFICATIONS SPECIAL TOOL REQUIREMENTS SPECIAL TOOL REQUIREMENTS - REQUIRED SERVICE SUPPLIES TORO 2-CYCLE V ENGINE TOOL REQUIREMENTS TROUBLESHOOTING ENGINE WILL NOT START WHEN "COLD" ENGINE WILL START WHEN "COLD", BUT NOT WHEN "HOT" ENGINE WILL NOT PRODUCE SPARK ENGINE FLOODED WITH FUEL ENGINE HAS LOW COMPRESSION ENGINE LACKS POWER ENGINE SURGES ENGINE BACKFIRES ENGINE OVERHEATS ENGINE VIBRATES EXCESSIVELY ENGINE CRANKSHAFT WILL NOT TURN ENGINE PRODUCES MECHANICAL KNOCKING SOUND ENGINE PRE-IGNITES ENGINE SMOKES EXCESSIVELY ENGINE STALLS SPARK PLUG FOULED MAINTENANCE RECOMMENDED MAINTENANCE SCHEDULE AIR FILTER - CLEANING SPARK PLUG SPARK PLUG GAP SPARK PLUG TORQUE EXHAUST SYSTEM - CLEANING REASSEMBLING PRIMER START CARBURETOR TROUBLESHOOTING - ENGINE STARTS HARD ENGINE RUNS RICH ENGINE RUNS LEAN FUEL LEAKS FROM CARBURETOR INTRODUCTION - IDENTIFICATION V-ENGINE SERVICE MANUAL Table of Contents – Page 2 of 3 PRIMER START CARBURETOR - Continued OPERATION GOVERNOR GOVERNOR ADJUSTMENT SERVICING - PRELIMINARY CHECK DISASSEMBLY CLEANING AND INSPECTION ASSEMBLY INSTALLATION PRESETTING THE GOVERNOR SERVICING THE AIR FILTER FUEL SYSTEM OPERATION - FUEL TANK FUEL CAP SERVICE - FUEL CAP TANK REMOVAL CLEANING TANK INSTALLATION FUEL STORAGE IGNITION SYSTEM TROUBLESHOOTING - PROCESS SPARK PLUG - OPERATION SERVICE CD PACK - ADVANTAGES OPERATION AIR GAP ADJUSTMENT REMOVAL/INSTALLATION