ECV940 & ECV980 Service Manual
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Installation Guide R2.8 CM2220 R101B
Installation Guide R2.8 CM2220 R101B Copyright© 2018 Bulletin 5504137 Cummins Inc. Printed 10-JANUARY-2018 All rights reserved To buy Cummins Parts and Service Manuals, Training Guides, or Tools go to our website at https://store.cummins.com Foreword Thank you for depending on Cummins® products. If you have any questions about this product, please contact your Cummins® Authorized Repair Location. You can also visit cumminsengines.com or quickserve.cummins.com for more information, or go to locator.cummins.com for Cummins® distributor and dealer locations and contact information. Read and follow all safety instructions. See the General Safety Instructions in Section i - Introduction. To buy Cummins Parts and Service Manuals, Training Guides, or Tools go to our website at https://store.cummins.com Table of Contents Section Introduction ........................................................................................................................................................ i Engine and System Identification .................................................................................................................... E Pre-Install Preparation ...................................................................................................................................... 1 Installation .......................................................................................................................................................... 2 Pre-Start Preparation ........................................................................................................................................ -
Theory of Machines
THEORY OF MACHINES For MECHANICAL ENGINEERING THEORY OF MACHINES & VIBRATIONS SYLLABUS Theory of Machines: Displacement, velocity and acceleration analysis of plane mechanisms; dynamic analysis of linkages; cams; gears and gear trains; flywheels and governors; balancing of reciprocating and rotating masses; gyroscope. Vibrations: Free and forced vibration of single degree of freedom systems, effect of damping; vibration isolation; resonance; critical speeds of shafts. ANALYSIS OF GATE PAPERS Exam Year 1 Mark Ques. 2 Mark Ques. Total 2003 6 - 15 2004 8 - 18 2005 6 - 14 2006 9 - 21 2007 1 6 13 2008 1 3 7 2009 2 4 10 2010 5 3 11 2011 1 3 7 2012 2 1 4 2013 3 2 7 2014 Set-1 2 3 8 2014 Set-2 2 3 8 2014 Set-3 2 4 10 2014 Set-4 2 3 8 2015 Set-1 1 2 5 2015 Set-2 2 2 6 2015 Set-3 3 3 9 2016 Set-1 2 3 8 2016 Set-2 1 2 5 2016 Set-3 3 3 9 2017 Set-1 1 3 7 2017 Set-2 2 4 10 2018 Set-1 2 3 8 2018 Set-2 2 1 4 © Copyright Reserved by Gateflix.in No part of this material should be copied or reproduced without permission CONTENTS Topics Page No 1. MECHANICS 1.1 Introduction 01 1.2 Kinematic chain 05 1.3 3-D Space Mechanism 07 1.4 Bull Engine / Pendulum Pump 12 1.5 Basic Instantaneous centers in the mechanism 15 1.6 Theorem of Angular Velocities 16 1.7 Mechanical Advantage of the mechanism 22 2. -
Development of a Throttleless Natural Gas Engine
February 2002 • NREL/SR-540-31141 Development of a Throttleless Natural Gas Engine Final Report John T. Kubesh Southwest Research Institute San Antonio, Texas National Renewable Energy Laboratory 1617 Cole Boulevard Golden, Colorado 80401-3393 NREL is a U.S. Department of Energy Laboratory Operated by Midwest Research Institute ••• Battelle ••• Bechtel Contract No. DE-AC36-99-GO10337 February 2002 • NREL/SR-540-31141 Development of a Throttleless Natural Gas Engine Final Report John T. Kubesh Southwest Research Institute San Antonio, Texas NREL Technical Monitor: Mike Frailey Prepared under Subcontract No. ZCI-9-29065-01 National Renewable Energy Laboratory 1617 Cole Boulevard Golden, Colorado 80401-3393 NREL is a U.S. Department of Energy Laboratory Operated by Midwest Research Institute ••• Battelle ••• Bechtel Contract No. DE-AC36-99-GO10337 NOTICE This report was prepared as an account of work sponsored by an agency of the United States government. Neither the United States government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States government or any agency thereof. The views and opinions of authors expressed herein do not necessarily state or reflect those of the United States government or any agency thereof. Available electronically at http://www.osti.gov/bridge Available for a processing fee to U.S. -
Theoretical and Experimental Investigation of a Kinematically Driven Flywheel for Reducing Rotational Vibrations
11th International Conference on Vibration Problems Z. Dimitrovova´ et.al. (eds.) Lisbon, Portugal, 9–12 September 2013 THEORETICAL AND EXPERIMENTAL INVESTIGATION OF A KINEMATICALLY DRIVEN FLYWHEEL FOR REDUCING ROTATIONAL VIBRATIONS M. Pfabe*1, C. Woernle1 1University of Rostock fmathias.pfabe, [email protected] Keywords: rotational vibration, torque compensation, driven flywheel, gear wheel mechanism, combustion engine Abstract. Modern turbocharged internal combustion engines induce high fluctuating torques at the crankshaft. They result in rotational crankshaft vibrations that are transferred both to the gearbox and the auxiliary engine systems. To reduce the rotational crankshaft vibrations, a passive mechanical device for compensating fluctuating engine torques has been developed. It comprises a flywheel that is coupled to the crankshaft by means of a non-uniformly transmit- ting mechanism. The kinematical transfer behavior of the mechanism is synthesized in such a manner that the inertia torque of the flywheel compensates at least one harmonic of the fluc- tuating engine torque. The degree of non-uniformity of the mechanism has to be adapted to the actual load and rotational speed of the engine. As a solution, a double-crank mechanism with cycloidal-crank input and adjustable crank length is proposed and analyzed. Parameter synthesis is achieved by means of a simplified mechanical model that calculates the required transfer function for a given engine torque. To analyze the overall dynamic behavior, the device is modeled in a multibody domain. Simulation results are validated using an electrically driven test rig. Comparisons between simulation and experimental results demonstrate the potential of the device. M. Pfabe, C. Woernle 1 Introduction The strong demand for more efficient automobiles forces the development of so-called down- sized combustion engines with high specific power. -
Piston Crown Markings All in the Piston Crown
PISTON CROWN MARKINGS ALL IN THE PISTON CROWN The different piston crown markings and what they mean: Looking at a piston, the markings on the piston crown attract attention. In addition to dimensional and clearance specifications, most pistons show information about their fitting orientation. The pistons are marked with fitting orientations according to specifications from our production customers – the engine manufacturers. Many customers – this means also many different requests and specifications for piston markings. This multitude of markings may appear to the onlooker somewhat like Egyptian hieroglyphs. For this reason, we are giving you here an overview of the most important markings and their meaning: SYMBOL FITTING ORIENTATION IN ENGINE EXAMPLE Steering side (opposite power output/clutch) MB, VW, Opel, BMW Flywheel (power output/clutch) Peugeot, Opel Notch Steering side (opposite power output/clutch) Perkins, Opel (cast-in) Steering side (opposite power output/clutch) „AV“ stands for the AV Citroen, Renault French word „avant“ = in front Flywheel (power output/clutch) „AR“ stands for the French word „ar- Citroen, Renault AR rière“ = at the back Flywheel (power output/clutch) „V“ stands for the French word „vo- V Renault, Peugeot lant“ = flywheel Flywheel (power output/clutch) Renault, Peugeot, Citroen FRONT Steering side (opposite power output/clutch) GM, Perkins vorn Steering side (opposite power output/clutch) Hatz, Liebherr Abluft Exhaust-air side for some air cooled engine Deutz, MWM Special case for two-stroke engines: direction exhaust manifold Zündapp, Husqvarna Special case for some V engines: direction engine centre MB Why is it important to observe the fitting orientation for pistons? Pistons with asymmetric crown shape or pistons that are designed with different sizes of valve pockets in the piston head can only be fitted to the engine in a particular orientation. -
ZF Microcommand User Manual
INSTALLATION, OPERATION AND TROUBLESHOOTING MM9110 - MICROCOMMANDER USER MANUAL MARINE PROPULSION SYSTEMS COPYRIGHT Released by After Sales dept. Data subject to change without notice. We decline all responsibility for the use of non-original components or accessories wich have not been tested and submitted for approval. =)UHVHUYHVDOOULJKWVUHJDUGLQJWKHVKRZQWHFKQLFDOLQIRUPDWLRQLQFOXGLQJWKHULJKWWRÀOHLQGXVWULDOSURSHUW\ULJKWDSSOLFD - tions and the industrial property rights resulting from these in Germany and abroad. © ZF Friedrichshafen AG, 2014. 2 EN 3340.758.008a - 2014-10 TABLE OF CONTENT Table of Contents SW15623.0P MicroCommander User Manual..................................................... 1 Table of Contents .................................................................................3 Preface ...............................................................................................15 Revision List .......................................................................................19 1 Introduction........................................................................................21 1.1 Basic Theory of Operation............................................................................................................... 21 1.2 System Features.............................................................................................................................. 21 2 Operation ...........................................................................................23 2.1 DC Power On.................................................................................................................................. -
Cooling System
COOLING SYSTEM A system, which controls the engine temperature, is known as a cooling system. NECESSITY OF COOLING SYSTEM The cooling system is provided in the IC engine for the following reasons: The temperature of the burning gases in the engine cylinder reaches up to 1500 to 2000°C, which is above the melting point of the material of the cylinder body and head of the engine. (Platinum, a metal which has one of the highest melting points, melts at 1750 °C, iron at 1530°C and aluminium at 657°C.) Therefore, if the heat is not dissipated, it would result in the failure of the cylinder material. Due to very high temperatures, the film of the lubricating oil will get oxidized, thus producing carbon deposits on the surface. This will result in piston seizure. Due to overheating, large temperature differences may lead to a distortion of the engine components due to the thermal stresses set up. This makes it necessary for, the temperature variation to be kept to a minimum. Higher temperatures also lower the volumetric efficiency of the engine. REQUIREMENTS OF EFFICIENT COOLING SYSTEM The two main requirements of an efficient cooling system are: 1. It must be capable of removing only about 30% of the heat generated in the combustion chamber. Too much removal of heat lowers the thermal efficiency of the engine. 2. It should remove heat at a fast rate when the engine is hot. During the starting of the engine, the cooling should be very slow so that the different working parts reach their operating temperatures in a short time. -
Unit 11 Cooling Systems
unit 11 cooling systems During the engine's power stroke, a mixture of air and fuel is burned in the cylinder. This burning creates a lot of heat. Much of this heat is used to push down the piston. Some of the heat goes into the engine's parts. We need a way to take the heat away from these engine parts; otherwise the parts could be damaged. In this unit we will see how engines are cooled. LET'S FIND OUT: When you finish reading and studying this unit, you should be able to: 1. Describe the purpose of the engine cooling system. 2. Describe the operation of the draft-type air-cooling system. 3. Explain the operation of the forced-air-circulation cooling system. 4. List the components used in a liquid-cooling system. 5. Trace the flow of coolant through a liquid-cooling system. DRAFT AIR COOLING The components that get the hottest, such as the cylinder and cylinder head, have fins, Figure There are several ways in which engines are 11-1, to direct the greatest amount of air into cooled. One way is called liquid cooling. A liquid contact with the greatest amount of hot metal. such as water circulates around all the hot engine When the engine is running, heat builds up in the parts. The water takes away the heat. Most auto• cylinder head and cylinder. As the heat goes mobile and outboard engines are cooled this way. through the cylinder head and cylinder, it moves Many small engines are air-cooled. Air goes out into the cooling fins, as shown in Figure 11-2. -
Air Conditioners, Fans and Heaters
K2 ENVIRONMENTAL CONTROLS GENERAL INFORMATION Wiegmann has always recognized that stance, use of louvers or grilles with 3 Closed-Loop Cooling — In harsh our customers in the electrical and filters can be effective. This method, environments involving high tempera- electronic marketplace need reliable, however, usually provides less cool- tures, wash-down requirements, high quality enclosures and environ- ing effect than is necessary with heavy particulate matter or the pres- mental control products to meet their today’s components. ence of chemicals capable of damaging protection requirements. Protection 2 Forced Convection Air Cooling — components (NEMA 4 or 12 environ- Requirements today not only mandate If the installation will be in a clean, ments), ambient air must be kept out NEMA TYPE 12, 3R, 4, & 4X, but also non-hazardous environment with of the enclosure. Closed-loop cooling require a broad mix of BTU & size an acceptable ambient (outside the consists of two separate circulation selections. Wiegmann is proud to offer enclosure) temperature range, a sim- systems. One system, sealed those choices via a whole new line of ple forced-air cooling system utilizing against the ambient air, cools and A/C products. They are: Advantage outside air is usually adequate. recirculates the clean cool air Series, Trim Line Series, Micro-Mini Combined with an air filter, such throughout the enclosure. The second Series, Integrity Series, and the Top devices generally meet the heat system uses ambient air or water to Mount Series. removal needs of typical electronic remove and discharge the heat. Examples of closed-loop cooling Three Basic Cooling Methods equipment and many electrical appli- cations (Fig. -
The Modeling for Flywheel Mass with Parameters of Crank & Linkage in Engine
ISSN 2664-4150 (Print) & ISSN 2664-794X (Online) South Asian Research Journal of Engineering and Technology Abbreviated Key Title: South Asian Res J Eng Tech | Volume-3 | Issue-3 | May-Jun -2021 | DOI: 10.36346/sarjet.2021.v03i03.008 Review Article The Modeling for Flywheel Mass with Parameters of Crank & Linkage in Engine Run Xu* Yantai University, WenJing College, Mechanical Electricity Department,Yantai 264005, China *Corresponding Author Run Xu Article History Received: 19.05.2021 Accepted: 23.06.2021 Published: 28.06.2021 Abstract: The mass of flywheel will incline as the punch speed inclines; it will decline as radius inclines. It would incline when the punch mould mass inclines. So it is chosen that big radius and small mould mass for saving cost of material and machine. The biggest mass of flywheel is about 10Kg at 0.1m of radius and 7Kg of piston at the time of 0.06s and crank length R=75mm and linkage length L=255mm. So it is important for us to choose the piston mass. If it is 5Kg the biggest one will 10Kg at the time of 0.06s and crank length R=80mm and linkage length L=245mm then choosing crank length is second factor. Keywords: Modelling; flywheel; piston mass; radius; engine; parameter; cost control. 1. INTRODUCTION relieved impact and speed, it has many places to apply in modern industrial field. So it needs to be investigated in detail with a certain parameters for its wide usefulness in many machines. So in this study the flywheel mass with the rotation speed and its radius is modeled to find a certain intrinsic relations for process of motor housing punch. -
High Temperature Air-Cooled Power Electronics Thermal Design Annual Progress Report Scot Waye
High Temperature Air-Cooled Power Electronics Thermal Design Annual Progress Report Scot Waye NREL is a national laboratory of the U.S. Department of Energy Office of Energy Efficiency & Renewable Energy Operated by the Alliance for Sustainable Energy, LLC This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications. Management Report NREL/MP-5400-62784 August 2016 Contract No. DE-AC36-08GO28308 High Temperature Air-Cooled Power Electronics Thermal Design Annual Progress Report Scot Waye Prepared under Task No. VTP2.7000 NREL is a national laboratory of the U.S. Department of Energy Office of Energy Efficiency & Renewable Energy Operated by the Alliance for Sustainable Energy, LLC This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications. National Renewable Energy Laboratory Management Report 15013 Denver West Parkway NREL/MP-5400-62784 Golden, CO 80401 August 2016 303-275-3000 • www.nrel.gov Contract No. DE-AC36-08GO28308 NOTICE This report was prepared as an account of work sponsored by an agency of the United States government. Neither the United States government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States government or any agency thereof. -
Analysis and Control of a Flywheel Hybrid Vehicular Powertrain Shuiwen Shen and Frans E
IEEE TRANSACTIONS ON CONTROL SYSTEMS TECHNOLOGY, VOL. 12, NO. 5, SEPTEMBER 2004 645 Analysis and Control of a Flywheel Hybrid Vehicular Powertrain Shuiwen Shen and Frans E. Veldpaus Abstract—Vehicular powertrains with an internal combustion Zero inertia ratio. engine, an electronic throttle valve, and a continuously variable External disturbance torque. transmission (CVT) offer much freedom in controlling the engine Vehicle road load torque. speed and torque. This can be used to improve fuel economy by operating the engine in fuel-optimal operating points. The main Desired engine torque. drawbacks of this approach are the low driveability and, possibly, Induced engine torque. an inverse response of the vehicle acceleration after a kick-down Roll resistance. of the drive pedal. This paper analyzes a concept for a novel pow- Torque in drive shafts. ertrain with an additional flywheel. The flywheel plays a part only Driver pedal angle. in transient situations by (partly) compensating the engine inertia, making it possible to optimize fuel economy in stationary situations Powertrain efficiency. without loosing driveability in transients. Two control strategies Engine speed. are discussed. The first one focuses on the engine and combines Desired engine speed. feedback linearization with proportional control of the CVT ratio. Flywheel speed. The CVT controller has to be combined with an engine torque con- Wheel speed. troller. Three possibilities for this controller are discussed. In the second strategy, focusing on control of the vehicle speed, a bifur- Desired wheel speed. cation occurs whenever a downshift of the CVT to the minimum Throttle opening. ratio is demanded. Some methods to overcome this problem are introduced.