Electronically Controlled Diesel Injection Systems for Cars
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Diagram 1 IGNITION SYSTEM MAINTENANCE on GASEOUS GENERATOR SYSTEMS
Information Sheet #103 IGNITION SYSTEM MAINTENANCE ON GASEOUS GENERATOR SYSTEMS Generator systems, when arranged as an engine connected to an AC alternator to generate electrical power, have a variety of engine types to choose from. One engine frequently found in generator systems is a spark ignition engine. Spark ignition engines utilize a variety of fuels for their combustion cycle, with the most common fuel on medium to heavy duty being Natural Gas and Liquid Petroleum. Smaller units are frequently gasoline powered. Whatever the fuel, all spark ignition engines work on the Buckeye Power Sales same principle of combustion and have unique components for ignition. Should these components not be maintained in proper Reliable Power Professionals Since 1947 running order, emergency power, when required, will be reduced, or even lost. 1.0 KEY COMPONENTS WITHIN A SPARK IGNITION ENGINE: Gaseous generator sets are a very reliable power supply for prime and standby power applications, but as for any prime mover, or reciprocating engine, they have components within their ignition system that have to be maintained to ensure trouble free operation. (See Diagram 1) The principal components within a spark ignition engine are: 1.1 SPARK PLUG – Most EPA compliant gaseous/gasoline powered reciprocating engines operate on the 4-stroke Otto-Cycle. To ignite the fuel on the combustion cycle, they use a spark plug. There is one spark plug per cylinder, for example a Vee eight-cylinder engine will have 8-spark plugs, and a straight 6-cylinder engine will have -
Installation Instructions Vertex® Electronic Distributor
Installation Instructions Vertex® Electronic Distributor This product is applicable to pre-1966 California and pre-1968 federally certified passenger cars. It is also applicable to non-emission controlled trucks and similar vehicles. It is not intended for use on any emission- controlled vehicles operated on highways or roadways, unless otherwise noted. Caution/Important Information: Please read and understand all of the information provided in these instructions before attempting the installation. Ensure that your vehicle is equipped with an (ignition ballast resistor) or a (integral loom resistance wire) in the wire harness between the ignition switch and the coil (+) terminal. Check a service manual for your vehicle to locate the ignition ballast resistor or loom resistance wire. If your vehicle is not equipped with an ignition ballast resistor, install a Vertex® Ignition Ballast Resistor (PN 967000) in the wire between the +12VDC ignition switch and the coil (+) terminal. Failure to use an (ignition ballast resistor) or (loom resistance wire) will eventually destroy the internal electronics in the Vertex® Distributor and is not covered under the warranty. Parts included in this kit: (1) Vertex® Electronic Distributor (1) Vertex® Ballast Resistor (PN 967000) General Information: Rotation-Rotation of the original distributor and your new Vertex® Distributor should be the same. This may be checked by observing the distributor rotor while cranking the engine with the starter and comparing the observed rotation with the arrow on the distributor cap. Distributor Firing Order-Wire position numbers in the Vertex® cap indicate the sequence of firing of the distributor. These are not to be interpreted as the firing order of the engine. -
Precision Spray Asphalt Distributor Owner
Calder Brothers Corporation Serial # Page1 Model: Precision Spray 944-N-P2C---S-D00000 to Current V2.2 PRECISION SPRAY ASPHALT DISTRIBUTOR OWNER / OPERATOR / PARTS MANUAL Precision Spray Serial Number: Precision Spray Specification Number: Chassis Serial Number: Sold & Serviced by: Calder Brothers Corporation Serial # Page2 Model: Precision Spray 944-N-P2C---S-D00000 to Current V2.2 TABLE OF CONTENTS Section A – Safety: ........................................................................................Pages 3-13 Section B – Specifications: ............................................................................Pages 14-19 Section C – Controls & Accessories:.............................................................Pages 20-27 Section D – Operations:.................................................................................Pages 28-37 Section E – Fuels & Lubrication:...................................................................Pages 38-40 Section F – Transportation & Theft Deterrents: ............................................Pages 41-44 Section G – Troubleshooting: ........................................................................Pages 45-56 Section H – Service:.......................................................................................Pages 57-67 Section I – Storage:........................................................................................Pages 68-70 Section J – Parts Manual:...............................................................................Pages 71-84 Section K – Warranty -
Operating Manual Saveair®, Electronic Engine Air Starter Form SA OM 11-14 1.0 OVERVIEW
Operating Manual SaveAir®, Electronic Engine Air Starter Form SA OM 11-14 1.0 OVERVIEW 1.1 The Altronic SaveAir® starting system has been designed for application on large, natural gas fueled engines and integral compressors which use in-head air starting. WARNING: DEVIATION FROM THESE The SaveAir system is field-programmable and provides start air valve control INSTRUCTIONS MAY LEAD TO and cranking speed control as well as diagnostic features. This manual provides IMPROPER ENGINE OPERATION WHICH instruction and maintenance information for the SaveAir. It is recommended that COULD CAUSE PERSONAL INJURY the user read this manual in its entirety before commencing operations. TO OPERATORS OR OTHER NEARBY PERSONNEL. 1.2 The SaveAir system is normally used with high pressure compressed air. High pressure compressed air, when contained within an enclosure such as a reciprocating engine or its tubing system, can explode in a violent manner. CAUTION: Do NOT attempt to operate, 1.3 The SaveAir starting system is a gas engine accessory designed to be used as the cranking control on reciprocating natural gas engines with in-head air starting. maintain, or repair the SaveAir unit The SaveAir system controls both the timing and duration of the air pulse to the until the contents of this document cylinders. The system controls air flow to the cylinders by opening and closing a have been read and are thoroughly pilot duty solenoid valve for each cylinder. understood. 1.4 The SaveAir system consists of three main parts: n Electronic Air Start Distributor 291310-xx; n Output Module Assembly 291301-1 (10 outputs) or 291301-2 (20 outputs); n Display Module 291302-1. -
Service Manual W-46 Marine Diesel Engine
-(£R/J· ((, " .... ·• 1-_,. l 1ft ~0 q "" ~to""' SERVICE MANUAL W-46 MARINE DIESEL ENGINE .. AND 15/12: BTD MARINE DIESEL GENERATOR SINGLE AND THREE PHASE PUBLICATION. N0.34907 REVISION. 2 OCTOBER. 2017 l~ rWESTERBEKE. ~ WESTERBEKE CORPORATION • 150 JOHN HANCOCK ROAD .J MYLES STANDISH INDUSTRIAL PARK• TAUNTONMA 02780 WEBSITE: WWW.WESTERBEKE.COM .. , A wARNING Exhaust gasses contain Carbon Monoxide, an odorless and colorless gas. Carbon Monoxide is poisonous and can cause unconsciousness and death. Symptoms of Carbon Monoxide exposure can include: •Dizziness • Throbbing in Temples •Nausea • Muscular Twitching •Headache • Vomiting • Weakness and Sleepiness • Inability to Think Coherently IF YOU OR ANYONE ELSE EXPERIENCE ANY OF THESE SYMPTOMS, GET OUT INTO THE FRESH AIR IMMEDIATELY. If symptoms persist, seek medical attention. Shut down the unit and do not restart until it has been inspected and repaired. A WARNING DECAL is provided by WESTERBEKE and should be fixed to a bulkhead near your engine or generator. WESTERBEKE also recommends installing CARBON MONOXIDE DETECTORS in the living/sleeping quarters of your vessel. They are inexpensive and easily obtainable at your local marine store. CALIFORNIA PROPOSITION 65 WARNING Diesel engine exhaust and some of its constituents are known to the State of California to cause cancer, birth defects, and other reproductive harm. TABLE OF CONTENTS INTRODUCTION ............................................... ...... 2 Serial Numbcr ................................................ 2 TEmNG FOR OVERHAUl .................................. .... 3 Compression Test .......................................... 3 Compression Pressure ................................... 3 ENGINE TROUBLESHOOTING (Pages 4-7) .............. 4 ENGINE DISASSEMBLY (Pages 8-15) .................... 8 Fuel lnjectiun Pump Removal ....................... 8 Order of Engine Disassembly ..................... 10 INSPECTION AID REPAIR (Pages 16-35) ........... 16 ENGINE ASSEMBLY (Pages 36-47) .................... -
Fuel Injection Basics and Governor Principles Chapter 20 OBJECTIVES
Fuel Injection Basics and Governor Principles Chapter 20 OBJECTIVES • Understand the objectives of a fuel management system. • Interpret the contents of later chapters dealing with hydromechanical and electronic engine management. • Define timing and explain the need to vary it for optimum performance and emissions. OBJECTIVES (Cont.) • Define metering and its application in a fuel system. • Explain atomization and the droplet sizings required for a direct-injected diesel engine. • Describe the factors that determine emitted droplet sizing. OBJECTIVES (Cont.) • Explain the overall objectives of an engine fuel system. • Describe the relationship between cylinder pressure and crank throw to crank axis angle. • Relate how the fuel system manages engine cylinder pressures. OBJECTIVES (Cont.) • Describe the relationship between pumping, injection, and combustion in hydromechanical and electronic engines. • Understand why “smart” injector nozzles are required on most post-2007 diesel engines. • Outline the reasons why diesel engines have to be governed. OBJECTIVES (Cont.) • Classify governors by management mode. • Interpret electronic governor performance terminology. • Interpret a flat profile diesel engine fuel map. OVERVIEW OF DIESEL FUEL INJECTION PRINCIPLES • The fuel system manages the engine. • The timing and quantity of fuel introduced into the engine cylinders determine: Engine power and engine emissions. OVERVIEW OF DIESEL FUEL INJECTION PRINCIPLES Diesel engines can be managed in two ways: 1. Hydromechanical engine management (engines managed without a computer). 2. Electronic management (engines managed by computer). Managing Fueling Outcomes • Timing • Pressurizing and atomization • Metering • Distribution Managing Fueling Outcomes • Timing, Fuel delivery timing is critical during all engine operating phases. • Typically, fuel injection begins just slightly before the piston completes its compression stroke. -
Distributor 1941-1971 MB & CJ’S W/ 4-134Ci Engine Part #: 923068E
12 Volt Electronic Distributor 1941-1971 MB & CJ’s w/ 4-134ci Engine Part #: 923068E Kit Components: ñ Electronic Distributor ñ Cap ñ Rotor -Read all instructions carefully prior to starting installation. -THis distributor was engineered to function with a 12-Volt electrical system. It will not work on tHe 6-Volt electrical systems found in early CJ’s or 24-Volt electrical systems found in military variants. -Prior to installing the negative battery terminal ensure tHere is a resistor integrated into tHe ignition system. An externally resisted coil requires a ballast resistor. An internally resisted coil (standard) does not require a ballast resistor. -THe Electronic Distributor requires at least 12 Volts to operate properly. Failure to provide at least 12 Volts will cause premature failure of the distributor. 1. Ensure that all components in kit are accounted for. 2. Disconnect the negative battery terminal. 3. Tag each spark plug wire at the distributor end of the wire. Do not remove the spark plug wires from the distributor cap at this time. ñ The firing sequence of the 4-134ci engine is 1-3-4-2 (#1 is the front cylinder of the engine, #4 is the rear cylinder). The distributor rotor turns counter-clockwise. See Figure 1. 4. Remove the spark plug from cylinder #1. Set the engine at top dead center (TDC). This can be done by slowly rotating the crankshaft clockwise using a wrench or socket while holding your thumb over the #1 spark plug hole. Once you start to feel air coming out of the spark plug hole continue to rotate the crankshaft until the #1 piston reaches the top of the cylinder. -
Class 91 Motors: Expansible Chamber Type 1 2 3 4 R 4 A
CLASS 91 MOTORS: EXPANSIBLE CHAMBER TYPE 91 - 1 1 WITH SIGNAL, INDICATOR OR 26 ....First path has check valve or INSPECTION MEANS selectively adjustable 2 CUTOFF OR CONTROL AFTER throttle PREDETERMINED NUMBER OF CYCLES 27 ..Plural simultaneous paths, one OR REVOLUTIONS cutoff in response to position 3 JET CONTROL TYPE 28 .Second path activated in 4 R HYDRO-PNEUMATIC response to pressure or flow 4 A .With float mechanism in first path 5 WORKING MEMBER MOVED BY STORED 29 ..By pressure rise in first path MOTIVE FLUID CHARGE 30 .Serially arranged reversing 6 FLUID SUPPLY THROUGH DIVERSE valves PATHS TO SINGLE EXPANSIBLE 31 .One path includes restriction CHAMBER 32 .Activation of one path disables 6.5 .Three or more cylinders arranged second path in parallel, radial or conical 33 ..Pressure operated relationship with rotary 34 SINGLE ACTING, CHANGEABLE TO OR transmission axis FROM DOUBLE ACTING 7 .Selective cyclic and noncyclic 35 INDEPENDENTLY OPERATED TIMER, operation or parking DELAY, PATTERN OR CYCLIC 8 .Semi-compound type CONTROL 9 ..Changeable by shiftable 36 .Of independently movable working distributor members 10 ..With condition responsive 37 .Pattern or template control change-over valve 38 .Fluid actuated valve with volume 11 .Changeable from multiple chamber delay means expansion to simple operation 39 .Independent distributor 12 .Cyclically operable motor with actuation for cyclic control port reversing 40 ..Fluid actuated distributor 13 ..By shifting distributor seat motor 14 ..By shifting distributor 41 WITH CORRELATED CONTROL -
FUEL INJECTION SYSTEM for CI ENGINES the Function of a Fuel
FUEL INJECTION SYSTEM FOR CI ENGINES The function of a fuel injection system is to meter the appropriate quantity of fuel for the given engine speed and load to each cylinder, each cycle, and inject that fuel at the appropriate time in the cycle at the desired rate with the spray configuration required for the particular combustion chamber employed. It is important that injection begin and end cleanly, and avoid any secondary injections. To accomplish this function, fuel is usually drawn from the fuel tank by a supply pump, and forced through a filter to the injection pump. The injection pump sends fuel under pressure to the nozzle pipes which carry fuel to the injector nozzles located in each cylinder head. Excess fuel goes back to the fuel tank. CI engines are operated unthrottled, with engine speed and power controlled by the amount of fuel injected during each cycle. This allows for high volumetric efficiency at all speeds, with the intake system designed for very little flow restriction of the incoming air. FUNCTIONAL REQUIREMENTS OF AN INJECTION SYSTEM For a proper running and good performance of the engine, the following requirements must be met by the injection system: • Accurate metering of the fuel injected per cycle. Metering errors may cause drastic variation from the desired output. The quantity of the fuel metered should vary to meet changing speed and load requirements of the engine. • Correct timing of the injection of the fuel in the cycle so that maximum power is obtained. • Proper control of rate of injection so that the desired heat-release pattern is achieved during combustion. -
Installing the Distributor and Static Timing of the Chevrolet Inline 6
Installing the Distributor and Static Timing of the Chevrolet Inline 6 Following these procedures will guide you in correctly indexing the distributor assembly and initially setting the ignition timing advance. 1: The first step in this procedure is to insure that the #1 piston is brought to the top dead center (TDC) firing position. The firing position is TDC between the piston’s upward compression stroke and the subsequent downward power stroke. To achieve # 1 TDC firing position, perform either one of the following tasks. A: If the timing gears are exposed, rotate the crankshaft to bring the crank and cam gear timing marks as indicated in figure 1. When viewing the gears from the front, the timing mark on each timing gear should be at approximately the 10 o’clock position. To precisely verify TDC, use any suitable straight edge through the center holes of the gears and the timing marks (see dotted line in fig. 1). This properly indexes the camshaft/crankshaft to #1 TDC firing position. B: If the timing gears are not exposed, properly indexing the camshaft must be done by carefully viewing the lifters (preferred) and/or valve train. Start this procedure by rotating the crankshaft to bring the #1 piston to TDC (approximate). This can be achieved by viewing through the spark plug hole or by inserting a drinking straw or similar tool into the spark plug hole to help indicate TDC. The flywheel markings and bell-housing pointer can also be used for this purpose if those components have been installed on the engine. -
Internal Combustion Engines
Lecture-16 Prepared under QIP-CD Cell Project Internal Combustion Engines Ujjwal K Saha, Ph.D. Department of Mechanical Engineering Indian Institute of Technology Guwahati 1 Introduction The combustion in a spark ignition engine is initiated by an electrical discharge across the electrodes of a spark plug, which usually occurs from 100 to 300 before TDC depending upon the chamber geometry and operating conditions. The ignition system provides a spark of sufficient intensity to ignite the air-fuel mixture at the predetermined position in the engine cycle under all speeds and load conditions. 2 Introduction – contd. In a four-stroke, four cylinder engine operating at 3000 rpm, individual cylinders require a spark at every second revolution, and this necessitates the frequency of firing to be (3000/2) x 4 = 6000 sparks per minute or 100 sparks per second. This shows that there is an extremely short interval of time between firing impulses. 3 Introduction – contd. The internal combustion engines are not capable of starting by themselves. Engines fitted in trucks, tractors and other industrial applications are usually cranked by a small starting engine or by compressed air. Automotive engines are usually cranked by a small electric motor, which is better known as a starter motor, or simply a starter. The starter motor for SI and CI engines operates on the same principle as a direct current electric motor. 4 Ignition System -Requirements It should provide a good spark between the electrodes of the plugs at the correct timing The duration -
Diesel Systems INJECTION PUMP SPECIFICATION
INJECTION PUMP MODEL J D B 6 3 5 J T 2 48 8 SUPERSEDES MODEL SPECIFICATION diesel systems CUSTOMER PART NO. AR52416 CUSTOMERS’ NAME 0 ADDRESS EDITION NO. 12 DATED I-&66‘ John Deere Waterloo Tractor Works ENGINE 6404T FULL LOAD RPM 2400 Waterloo, Iowa AFPLlCATloN JD644 LOADER GOV. REGULATION 10 % ISSUED BY 6. DuPont NOTE: ALL SPEEDS ARE IN ENGINE RPM UNLESS OTHERWISE NOTED TEST STAND 1. INJECTION LINES. 3/32”l.D. BY 20”LONC 8. CHECK POINT.. 2200 80-90 9. CHECK POINT . 1500 90-94 2. TEST OIL TEMPERATURE. .110-l 15” F. IO. CHECK POINT . 2400 85-89 3. NOZZLE OPENING PRESSURE. llZSD12 NOZZLES1 2500 PSI I. SET TORQUE SCREW.. 2. CHECK SHUT-OFF (WOT). 2400 3 MAX. 4 CALIBRATING OIL (S.B. 201) 3. HIGH IDLE (WOT). 2650 11-13 4. GOVERNOR CUT.OFF.. 2700 6 MAX. ;;;~,;E;;;;s;;P;,;N‘ 162 :?!/l$$< :~$l$#?ff ’ SPEED 5. LOW IDLE . 800 15-17 PUMP ACCESSORIES 6 TRANS. PUMP PRESS. (WOT) I Delivery Valve 7. CHECK SHUT-OFF (WOT). 400 3 MAX. 2. Speed Advance 8. MIN. CRANK SPEED DEL.. 150 60 MIN. 12 MIN 3. Electric Shut-off (12V E.T.R.) 4. Push-Pull Trimmer NOTE: Return Oil to be 150-500 CC/Min. at Rated RPM. PUMP SETTINGS] t . ..lTEMS APPLY TO SERVICE ONLY] I 9. NAME PLATE. R!GHT lo, TIMED. jq?kf ’ . VlEWNG’ TRANS. PUMP END I. ROLLER TO ROLLER DIMENSION . 1.972 VI W GTRANS. PUMP ND _+.0005" CAM(Fbr FRe%tive End of Enjection)* 2. GOVERNOR LINKAGE GAP .