DOCSLIB.ORG

Principles Spark-Ignition Engine

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Principles Spark-Ignition Engine Published by: O Robert Bosch GmbH, 1995 Postfach 30 02 20 D-70442 Stuttgart Automotive Equipment Business Sector. Department for Technical Information (KHNDT). Management: Dipl.-lng. (FH) Ulrich Adler. Editor-in-Chief: Dipl.-lng. (FH) Horst Bauer. Editors: Dipl.-lng. (FH) Anton Beer, Ing. (grad.) Arne Cypra. Presentation: Dipl.-lng. (FH) Ulrich Adler, Joachim Kaiser, Helmut Flaig (Zweckwerbung Kirchheim). Translation: Peter Girling. Technical graphics: Bauer & Partner, Stuttgart. Unless otherwise specified, the above persons are employees of Robert Bosch GmbH, Stuttgart. Reproduction, copying, or translation of this pub- lication, wholly or in part, only with our previous written permission and with source credit. Illustrations, descriptions, schematic drawings, and other particulars only serve to explain and illustrate the text. They are not to be used as the basis for design, installation, or delivery conditions. We assume no responsibility for agreement of the contents with local laws and regulations. Robert Bosch is exempt from liability, and reserves the right to make changes at any time. Printed in Germany. lmprime en Allemagne. 2nd Edition, March 1995 English translation of the German edition dated: April 1994 in the I C0mbustion inxthe spark-ignition ..gine spark-ignition engine The spark-ignition or the actual work energy (power). After each combustion stroke the spent gases Otto-cycle engine are expelled from the cylinder and a fresh air-fuel mixture is drawn in. In automotive engines this exchange of gases is gene- Principles rally regulated according to the four- The spark-ignition or Otto-cycle') engine stroke principle, with two crankshaft is a combustion engine with externally revolutions being required for each com- supplied ignition which converts the plete cycle. energy contained in the fuel into kinetic energy. The four-stroke principle The spark-ignition engine employs a mix- The four-stroke spark-ignition engine ture-formation apparatus located outside employs gas-exchange valves to control the combustion chamber to form an air- the gas flow. These valves open and fuel mixture (based on gasoline or a gas). close the cylinder's intake and exhaust As the piston descends, the mixture is tracts: drawn into the combustion chamber, where it is then compressed as the piston Ist stroke: Induction moves upward. An external ignition 2nd stroke: Compression and ignition source, triggered at specific intervals, 3rd stroke: Combustion and work uses a spark plug to initiate combustion 4th stroke: Exhaust. in the mixture. The heat released in the combustion process raises the pressure Induction stroke within the cylinder, and the piston pushes Intake valve: open, down against the crankshaft, providing Exhaust valve: closed, Piston travel: downward, Fig, 1: Design concept of the reciprocating pi- Combustion: none. ston engine TDC Top Dead Center, BDC Bottom Dead Center, Vh Stroke volume, Vc Compression volume, The piston's downward motion increases s Piston stroke. the cylinder's effective volume and pulls OT in fresh air-fuel mixture through the open intake valve. "h Compression stroke UT Intake valve: closed, Exhaust valve: closed, Piston travel: upward, Combustion: initial ignition phase. 1) After Nikolaus August Otto (1832 - 1891), who unveiled the first four-stroke gas-compression engine at the Paris World Exhibition in 1878. As the piston travels upward, it reduces When thg spark at the spark plug ignites The the cylinder's effective volume and com- the air-fuel mixture, the gas mixture com- spark-ignition presses the air-fuel mixture. Just before busts and the temperature increases. or Otto-cycle the piston reaches top dead center The pressure level in the cylinder also in- engine (TDC), the spark plug ignites the com- creases, pushing the piston downward. pressed air-fuel mixture to initiate com- The force from the moving piston is bustion. transferred through the connecting rod The compression ratio is calculated with and to the crankshaft in the form of work; the stroke volume Vh this is the actual source of the engine's and compression volume Vc: power. & = (Vh+VC)/VC. Output rises as a function of increas- Compression ratios E range between ed engine speed and higher torque 7 and 13 to one, depending upon engine (P = Mew). design. Increasing the compression ratio A transmission incorporating various in a combustion engine enhances its conversion ratios is required to adapt the thermal efficiency and provides more ef- combustion engine's power and torque fective use of the fuel. For instance, rais- curves to the demands of actual vehi- ing the compression ratio from 6: 1 to cular operation. 8: 1 produces a 12 % improvement in thermal efficiency. The latitude for such Exhaust stroke increases is restricted by the knock (or Intake valve: closed, preignition) limit. Knock refers to uncon- Exhaust valve: open, trolled mixture combustion characterized Piston travel: upward, by a radical increase in pressure. Com- Combustion: none. bustion knock leads to engine damage. Appropriate fuels and combustion-cham- As the piston travels upward, it pushes ber configurations can be employed to the spent gases (exhaust gases) out shift the knock limit toward higher com- through the open exhaust valve. The pression ratios. cycle is then repeated. The periods when the valves are open overlap by a certain Power stroke degree; this improves the gas-flow and Intake valve: closed, oscillation patterns for enhanced cylinder Exhaust valve: closed, filling and scavenging. Piston travel: upward, Combustion: combustion completed. Fig. 2: Operating cycle of the four-stroke spark-ignition engine Stroke 1: Induction Stroke 2: Compression Stroke 3: Combustion Stroke 4: Exhaust Mixture formation Mixture formation Overview Excess-air factor The excess-air factor (or air ratio) d has been chosen to indicate how far the actual air-fuel mixture deviates from the theoretical optimum (14.7: 1). Parameters Air-fuel mixture d = Induction air masslair requirement for The spark-ignition engine requires a stoichiometeric combustion specific airlfuel ratio (A/F ratio) in order to operate. The theoretical ideal for com- il = 1: The induction air mass corre- plete combustion is 14.7:1, and is re- sponds to the theoretical requirement. ferred to as the stoichiometric ratio. d < 1: Air deficiency, rich mixture. In- Mixture corrections are required to creased output is available at d = satisfy the special engine demands 0.85.. .0.95. encountered under particular operating d > 1: Excess air (lean mixture) in the conditions. range d = 1.05.. .1.3. Excess-air factors The specific fuel consumption of the in this range result in lower fuel con- spark-ignition engine is largely a function sumption accompanied by reduced per- of the A/F ratio. In theory, excess air is formance. required to achieve the minimum fuel d > 1.3: The mixture ceases to be ignit- consumption that would result from com- able. Ignition miss occurs, accompanied plete combustion. In practice, however, by pronounced loss of operating smooth- latitude is restricted by factors such as ness. mixture flammability and limits on the time available for combustion. On contemporary engines, minimum fuel consumption is encountered at an A/F Fig. 1: A/F ratio for combustion with ratio corresponding to approximately minimum specific fuel consumption 15... 18 kg air for each kg of fuel. In other words, about 10,000 litres of air are re- 10,000 litre quired to support combustion in one litre air of fuel (Figure 1). Because automotive powerplants spend most of their time operating at part- throttle, engines are designed for mini- mum fuel consumption in this range. Mix- tures containing a higher proportion of fuel provide better performance under other conditions such as idle and full- throttle operation. The mixture-formation system must be capable of satisfying these variegated requirements. 1- litre fuel Spark-ignition engines achieve their Adapting to specific maximum output at air-deficiency levels operating conditions of 5...15% (d = 0.95...0.85), while minimum fuel consumption is achieved Certain operating states will cause the with an air excess of 10...20% (d = fuel requirement to deviate considerably 1 .I . .I.2). d = 1 provides optimum from that required by a stationary engine idling characteristics. at normal operating temperature; the Figures 2 and 3 illustrate the effect of the mixture must be corrected accordingly. excess-air factor d on output, specific fuel consumption and exhaust emissi- Cold starts ons. It will be noted that no single excess- During cold starts, the relative amount of air factor can simultaneously generate fuel in the mixture decreases; the mixture optimal response in all areas. Air factors "goes lean." Inadequate blending of fuel ranging from d 0.9.. .1.1 provide the and air in the intake mixture, low fuel best results in actual practice. vaporization and condensation on the Once the engine has reached its normal walls of the intake tract due to the operating temperature, it is essential that low temperatures, all contribute to this d = 1 be maintained to support subse- phenomenon. To compensate, and to quent exhaust treatment with a three- assist the cold engine in "getting started," way catalytic converter. The precon- supplementary fuel must be made avail- ditions for satisfying this requirement are able for starting. precise determination of the induction-air quantity accompanied by an arrange- Post-start phase ment capable of providing exact fuel After starts at low temperatures, supple- metering. mentary fuel must be provided to enrich To ensure a satisfactory combustion the mixture until the combustion chamber process, precise fuel metering must be heats up and the mixture formation within accompanied by homogeneous mixture the cylinder improves. The richer mixture formation. The fuel must be thoroughly also increases torque to provide a atomized. If this condition is not satisfied, smoother transition to the desired idle large fuel droplets will form along the speed. walls of the inlet tract, leading to higher HC emisssions.
Load more

Recommended publications
  • 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]
  • Owner's M Anua
    OWNER’S M ANUA Thank you for purchasing the HONDA GV400 vertical engine. If any trouble should develop with your unit, consult the dealer from whom you purchased it. i @ IWNOA MOTOR CO., LTD. iggo is!@ - _~- _ .___ _II tamw * To prevent fire hazards and to provide adequate ventilation, keep the engine at least 3 ft away from buildings and other equipment, during operation. Ir Do not place flammable objects, such as, gasoline, matches, etc., close to the engine while it is running. * Refuel in a well ventilated area with the engine stopped. Gasoline is flammable and explosive under certain conditions. * Do not smoke or allow flames or sparks where the engine is refueled or where gasoline is stored. * Do not overfill the tank. There should be no fuel in the filler neck. Make sure that the filler cap is closed securely. * If any fuel is spilled, make sure the area is dry before starting. * Operate the engine on a level surface to prevent fuel spillage. * This engine is not equipped with a spark arrester, and operation may be illegal in some areas. Check local laws and regulations before operation. * Exhaust contains poisonous carbon monoxide gas. Avoid inhalation of exhaust gases. Never run the engine in a closed garage or confined area. Every 100 operating Hrs. First 20 operating Hrs. I Every 20 operating Hrs. CHANGE ENGINE OIL . CLEAN AIR CLEANER . CHANGE ENGINE OIL l CLEAN SPARK PLUG AND CHECK GAP Breaker type CD1 type L 0.6 - 0.7 mm 0.9 - 1.0 mm ImaffKAwj *JE type 1 (0.024 - 0.027 in) (0.035 - 0.039 in) .C(LJ$Jji@ \/-- Cycle, valve arrangement 4Stroke, side valve * For replacement, use BMdA or l BPMdA or BPMRdA Displacement cm3 (cu in) 406 (28.1) BMRdA spark (NGK) plug WW Max.
    [Show full text]
  • Autosaver (PDF)
    P881-220840 EPA-AA-TBB-511-81-3 I EPA Evaluation of the Autoraver under Section 511 of the Motor Vehicle Information and Coat Saving8 Act Edward Anthony Barth May, 1981 Test and Evaluation Branch Emirrion Control Technology Division Office of Mobile Source Air Pollution Control Environmental Protection Agency -2- 6560-26 EPA-AA-TEB-511-81-3 ENVIRONMENTAL PROTECTION ACENCY [40 CFR Part 610) FUEL ECONOHYRETROFLT WVLCES Announcement of Fuel Economy Retrofit Device Evaluation for “Autosaver” AGENCY: Environmental Protection Agency (EPA). ACTION: Notice of Fuel Economy Retrofit Device Evaluation. s UMARY : This document annwnces the conclusions of the EPA evaluation of the “Autosaver” device under provisions of Section 511 of the Motor Vehicle Information and Cost Savings Act. -3- BACKGROUND LNFORMATZON: Section 511(b)(l) and’ Section 511(c) of the Motor Vehicle Information and Cost Savings Act (15 U.S.C. 2011(b)) requires that: 1 fi * (b)(l) “Upon application of any manufacturer of a retrofit device (or ’i . prototype thereof), upon the’ requast of the Federal Trade Commission I pursuant to subsection (a), or upon his own motion, the EPA Administrator shall evaluate, in accordance with rules prescribed under subsection (d), any retrofit device to determine whether the retrofit device increases fuel economy and to determine whether the <cpresentations (if any) made with respect to such retrofit devices are accurate.” (cl “The EPA Administrator shall publish in the Federal Register a summary of the results of all tests conducted under this section, together with the EPA Administrator’s conclusions as to - (1) the effect of any retrofit device on fuel ecor,orny; (2) the effect of any such device on emissions of air pollutants; and (3) any other information which the Admfnfstrator determines to be relevant in evaluatirg such device.” EPA publf shed final regulations establishing procedures for conducting fuel economy retrofit device evaluations on Elarch 23, 1979 144 FR 179461.
    [Show full text]
  • Bendix K Series Magnetos
    BENDIX K SERIES MAGNETOS SERVICE INSTRUCTIONS Scintilla Division, Bendix Aviation Corporation, Revised March 1956 DESCRIPTION The Bendix K series magnetos are high tension crankshaft magnetos designed for use on small one and two cylinder engines. They combine dependability with light weight and simplicity. The rotating magnet turns in close relation to a pair of laminated iron pole shoes, the outer ends of which carry the coil assembly. The pole shoes as well as the condenser are secured to a mounting flange which is a sturdy aluminum casting. Generally, the breaker incorporates a cam follower which is actuated directly by the engine crankshaft cam. However, on some single cylinder engines, the breaker is mounted remotely from the stator plate and magnet and a push rod is provided to actuate the breaker spring for separating the contact points. LUBRICATION On breaker assemblies incorporating a cam follower felt, apply one (1) drop of S.A.E. No. 60 oil to the cam follower felt when the magneto is installed and, after each 100 hours of operation, apply two (2) drops of S.A.E. No. 60 oil to the cam oiler felt. Blot off any excess oil with a clean cloth. Clean any excess grease from the cam. Inspect cam surface for rusting, pitting or scoring. All damaged cams should be replaced to reduce cam follower wear. Keep oil and grease away from the contact point surfaces. MAINTENANCE Ordinarily these magnetos will operate over extremely long periods of time without the need for adjustment or repair. However, if engine operating difficulties are experienced which appear to be caused by the ignition system, the magneto output should be checked to determine if this unit is functioning properly.
    [Show full text]
  • Simply Put, an Ignition System Activates a Fuel-Air Mixture to Create Energy
    Simply put, an ignition system activates a fuel-air mixture to create energy. The first ignition system to use an electric spark is thought to be Alessandro Volta’s toy electric pistol, ca. 1780. We’ve come a long way since that toy pistol! Today, the most commonly used ignition is the 4-stroke internal combustion system found in almost all vehicles, including your Air Cooled Volkswagen. In this newsletter, Mid America Motorworks takes a look at the evolution of the ignition system. Ignition – Why You Need A Spark Stroke 1: The piston’s Intake Valve opens to suck fuel and air In a 4-stroke internal combustion system, the spark is into the cylinder. where the magic happens. The spark ignites the air-fuel Stroke 2: The Intake Valve closes, capturing the fuel and air. mixture to create a burst of energy that moves your Beetle, The engine compresses the mixture, creating a large amount Bus, Ghia or Dune Buggy down the road. Just as the of potential energy. name implies, this happens in a sequence of 4 steps that • SPARK: When the piston reaches the top of the cylinder, continually repeat. the spark from the spark plug causes the mixture to explode. Camshaft Spark Plug Stroke 3: The explosion forces the piston back downward, Valve Spring releasing the potential energy as power. Cam Mixture In Stroke 4: The Exhaust Valve opens and the piston forces exhaust out of the cylinder. Exhaust Valve Cylinder Head Intake Valve Intake Valve Combustion Cooling Water Chamber Piston Cylinder Block Crankcase Connecting Rod Crankshaft Air Intake Compression Combustion Exhaust Emission The Main Components Distributor and thread farther into the engine’s combustion chamber.
    [Show full text]
  • CONTACT BREAKER POINTS Daichi Brand OEM Replacements
    GAUGES / BRUSHES / BREAKER POINT PLATES SHOP EQUIPMENT DAYTONA DIGITAL TACHOMETER CONTACT BREAKER POINT PLATE ASSEMBLIES This compact size tachometer indicates up to 19,990 RPM. Universal to both 2 and 4 strokes, and single to 8 cylinders. It memorizes the TOOLS highest RPM, and has a clock function. The body size is L 3”x W 1.4” x H .63. The window size is 1.3” x .6”. 22-1244 20-1482 20-1484 20-1483 HARD PARTS Made in Japan to O.E.M. specs. Available for the following models: 22-1244 Daytona Digital Tachometer HONDA KAWASAKI 20-1482 30200-300-154 20-1484 21135-011 CB750K/K1~K5 69-75 Z1/Z1A/Z1B-900 73-75 CB750K 76-78 KZ900A4/A5 76-77 CB750F Super Sport 75-78 KZ900B1 LTD 1976 WATER TEMPERATURE GAUGE KZ1000A1/A2 77-78 20-1483 30200-323-154 KZ1000B1/B2/B3 LTD 77-79 Note: Not for use in applications CB500/K1/K2 71-73 KZ1000C1/C2 Police 78-79 where maximum temperature CB550/K1/K 74-76 KZ1000D1 Z1R 1978 & FUEL CARB exceeds 212º F or 99.9º C. CB550F Super Sport 75-77 CB750A Automatic 76-78 CONTACT BREAKER POINTS Daichi brand OEM replacements. Made in Japan. Sold each. Note: Contact Breaker Point Application listed Next Page . CONTACT BREAKER POINTS X-REFERENCE IGNITION/ELECTRICAL Digital display gauge displays temperature up to 99.9º C (212º F.) Compact size mounts easily with velcro attachment. Made in Japan. HONDA 22-1128 Water Temperature Gauge K&L# MFG OEM # 22-1141 Water Temperature Sending unit only - for 22-1128 20-1460 Honda 30202-041-015 20-1461 Honda 30202-107-004 20-1481 Honda 30202-107-154 STARTER MOTOR & 20-1465 (RH) Honda 30203-286-004 RH Side ALTERNATOR BRUSHES 20-1466 (LH) Honda 30204-286-004 LH Side Manufactured in the USA.
    [Show full text]
  • Table of Contents 1 Battery
    Table of Contents 1 Battery................................................................................................................................................................................................................................1 1.1 Replacing Battery (Correct method).................................................................................................................................................................1 1.2 Replacing Battery (Alternate method)..............................................................................................................................................................1 1.3 Battery Spec.....................................................................................................................................................................................................1 1.4 See also............................................................................................................................................................................................................1 2 D-Jetronic...........................................................................................................................................................................................................................2 2.1 Issues...............................................................................................................................................................................................................2 2.2 See also............................................................................................................................................................................................................2
    [Show full text]
  • Symbols and Circuit Diagrams | Circuit Symbols
    500 | Symbols and circuit diagrams | Circuit symbols Symbols and circuit diagrams The electrical systems in vehicles contain Circuit symbols a wide array of electric and electronic devices for open and closed-loop engine- The circuit symbols shown in Table 1 are management systems as well as numer- a selection of the standardized circuit sym- ous comfort and convenience systems. bols relevant to automotive electrical sys- Only by using expressive symbols and tems. With a few exceptions, they conform circuit diagrams is it possible to provide to the standards of the International Elec- an overview of the complex circuits in trotechnical Commission (IEC). the vehicle’s electrical system. Circuit, The European Standard EN 60 617 schematic and terminal diagrams are a (Graphical Symbols for Electrical Circuit help during troubleshooting. They also Diagrams) corresponds to the interna- facilitate field installation of accessories, tional standard IEC 617. It exists in three and furnish support for trouble-free in- official versions (German, English and stallations and modifications on the French). The standard contains symbol vehicle’s electrical equipment. 1 Circuit diagram of an three-phase alternator with voltage regulator a WD+ B+ D+ wvu U D– DF B– b WB+D+ In addition to the symbol G for generator/alternator G, the circuit symbol also includes the symbols for the three 3 windings (phases) 3 U the star junction the diodes and the regulator U . B– Fig. 1 a With internal circuitry b Circuit symbols UAS0002-1E Robert Bosch GmbH (ed.), Bosch Automotive Electrics and Automotive Electronics, DOI 10.1007/978-3-658-01784-2, © Springer Fachmedien Wiesbaden 2014 Symbols and circuit diagrams | Circuit symbols | 501 elements, signs and, in particular, circuit cate the shapes and dimensions of the de- symbols for the following areas: vices they represent, nor do they show the General applications Part 2 locations of their terminal connections.
    [Show full text]
  • 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
    [Show full text]
  • Ignition System Types
    IGNITION SYSTEM TYPES Basically Convectional Ignition systems are of 2 types : (a) Battery or Coil Ignition System, and (b) Magneto Ignition System. Both these conventional, ignition systems work on mutual electromagnetic induction principle. Battery ignition system was generally used in 4-wheelers, but now-a-days it is more commonly used in 2-wheelers also (i.e. Button start, 2-wheelers like Pulsar, Kinetic Honda; Honda-Activa, Scooty, Fiero, etc.). In this case 6 V or 12 V batteries will supply necessary current in the primary winding. Magneto ignition system is mainly used in 2-wheelers, kick start engines. (Example, Bajaj Scooters, Boxer, Victor, Splendor, Passion, etc.). In this case magneto will produce and supply current to the primary winding. So in magneto ignition system magneto replaces the battery. Battery or Coil Ignition System Below figure shows line diagram of battery ignition system for a 4- cylinder petrol engine. It mainly consists of a 6 or 12 volt battery, ammeter, ignition switch, auto-transformer (step up transformer), contact breaker, capacitor, distributor rotor, distributor contact points, spark plugs, etc. Note that the Figure 4.1 shows the ignition system for 4-cylinder petrol engine, here there are 4-spark plugs and contact breaker cam has 4-corners. (If it is for 6-cylinder engine it will have 6-spark plugs and contact breaker cam will be a perfect hexagon). The ignition system is divided into 2-circuits : (i) Primary Circuit : It consists of 6 or 12 V battery, ammeter, ignition switch, primary winding it has 200-300 turns of 20 SWG (Sharps Wire Gauge) gauge wire, contact breaker, capacitor.
    [Show full text]
  • Service Instruction S.I
    Service Instruction S.I. No.: 89-5-1 ENGINE COMPONENTS, INC. Page: 1 of 5 Issued: 05/05/89 Title: ENGINE TROUBLE SHOOTING GUIDE Revision: 1 (09/01/01) Technical Portions of FAA DER Approved. FAILURE OF ENGINE TO START 27 points 14. Incorrectly adjusted carburetor control linkage 1. Lack of fuel 15. Fuel feed valve leaking or not operating properly 2. Ignition switch off 16. Warped or burned valves or valve seats 3. Under-priming or over-priming 17. Broken valve springs 4. Incorrect throttle setting 18. Worn or sticking pistons or cylinders 5. Cold oil 19. Cracked pistons or cylinders 6. Defective battery (battery ignition systems) 20. Bent pushrods 7. Dirty or defective spark plugs 21. Cylinder gaskets blown 8. Water in magneto 22. Magneto ground wire loose and grounding 9. Wet ignition harness 23. Carburetor icing 10. Wrong grade of fuel 24. Fluctuating fuel pressure 11. Spark advance retarded too far 25. Defective rocker arms or bearings 12. Vapor in fuel system 26. Defective valve guides 13. Water in carburetor 27. Bent crankshaft 14. Defective ignition wiring 28. Crosswind on propeller during ground operation 15. Booster magneto defective 29. Spark plug wires crossed 16. Incorrect valve and/or ignition timing 17. Defective magneto HIGH OIL TEMPERATURE 12 points 18. Broken impulse coupling 1. Insufficient oil supply 19. Magneto breaker points defective 2. Defective oil temperature gauge 20. Incorrect valve clearance 3. Airflow through oil cooler blocked 21. Defective priming system 4. Oil cooler bypass valve malfunction 22. Internal trouble in carburetor 5. Cylinder baffles missing or insecure 23.
    [Show full text]
  • Internal Combustion Engine (2161902)
    GOVERNMENT ENGINEERING COLLEGE, VALSAD MECHANICAL ENGINEERING DEPARTMENT CERTIFICATE This is to certify that Mr./Miss_____________________________________________________ of Mechanical Branch, Sem-VII, Enrollment No.__________________________, has satisfactorily completed his/her term work for the Internal Combustion Engine (2161902) during odd term-20____. Date : Sign of Faculty Head of the Department GOVERNMENT ENGINEERING COLLEGE, VALSAD MECHANICAL ENGINEERING DEPARTMENT INDEX Subject: Internal Combustion Engine (2161902) PRACTICAL SIGN OF TITLE GRADE DATE NO. FACULTY TO DETERMINE VALVE TIMINGS OF FOUR STROKES PETROL /DIESEL ENGINE & PORT 1 TIMING OF TWO STROKES PETROL/DIESEL ENGINE. TO STUDY ABOUT IGNITION SYSTEM OF I.C. 2 ENGINE. TO STUDY ABOUT SUPERCHARGING AND TURBO 3 CHARGING OF I.C.ENGINE. TO STUDY EXPERIMENTAL PRODUCER & DATA 4 CALCUTION FOR THE ENGINE. TO STUDY ABOUT ENGINE EMISSIONS AND THEIR 5 CONTROL. TO DETERMINE THE PERFORMANCE OF SINGLE 6 CYLINDER, FOUR STROKE, DIESEL ENGINE. TO DETERMINE THE PERFORMANCE OF FOUR 7 CYLINDER, FOUR STROKE, PETROL ENGINE. TO PERFORM MORSE TEST OF FOUR CYLINDERS, 8 FOUR STROKES, PETROL ENGINE WITH ELECTRICAL DYNAMOMETER. TO PERFORM WILLAN’S LINE METHOD FOR 9 DIESEL ENGINE. TO STUDY FUEL SUPPLY SYSTEM OF ENGINES. 10 GOVERNMENT ENGINEERING COLLEGE, VALSAD MECHANICAL ENGINEERING DEPARTMENT PRACTICAL 1: TO DETERMINE VALVE TIMINGS OF FOUR STROKES PETROL /DIESEL ENGINE & PORT TIMING OF TWO STROKES PETROL/DIESEL ENGINE. INTERNAL COMBUSTION ENGINE (2161902) B.E. SEM –6th OBJECTIVES: To understand the basic functional relation between cam and crank timing. To understand valve timing and port timing of engine. To determine valve timing diagram of four stroke engine and port timing diagram of two stroke. THEORY: INTRODUCTION Theoretically the inlet valve is opened during the suction stroke and the exhaust valve during the exhaust stroke.
    [Show full text]