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Mean Value Modelling of a Poppet Valve EGR-System
Mean value modelling of a poppet valve EGR-system Master’s thesis performed in Vehicular Systems by Claes Ericson Reg nr: LiTH-ISY-EX-3543-2004 14th June 2004 Mean value modelling of a poppet valve EGR-system Master’s thesis performed in Vehicular Systems, Dept. of Electrical Engineering at Linkopings¨ universitet by Claes Ericson Reg nr: LiTH-ISY-EX-3543-2004 Supervisor: Jesper Ritzen,´ M.Sc. Scania CV AB Mattias Nyberg, Ph.D. Scania CV AB Johan Wahlstrom,¨ M.Sc. Linkopings¨ universitet Examiner: Associate Professor Lars Eriksson Linkopings¨ universitet Linkoping,¨ 14th June 2004 Avdelning, Institution Datum Division, Department Date Vehicular Systems, Dept. of Electrical Engineering 14th June 2004 581 83 Linkoping¨ Sprak˚ Rapporttyp ISBN Language Report category — ¤ Svenska/Swedish ¤ Licentiatavhandling ISRN ¤ Engelska/English ££ ¤ Examensarbete LITH-ISY-EX-3543-2004 ¤ C-uppsats Serietitel och serienummer ISSN ¤ D-uppsats Title of series, numbering — ¤ ¤ Ovrig¨ rapport ¤ URL for¨ elektronisk version http://www.vehicular.isy.liu.se http://www.ep.liu.se/exjobb/isy/2004/3543/ Titel Medelvardesmodellering¨ av EGR-system med tallriksventil Title Mean value modelling of a poppet valve EGR-system Forfattare¨ Claes Ericson Author Sammanfattning Abstract Because of new emission and on board diagnostics legislations, heavy truck manufacturers are facing new challenges when it comes to improving the en- gines and the control software. Accurate and real time executable engine models are essential in this work. One successful way of lowering the NOx emissions is to use Exhaust Gas Recirculation (EGR). The objective of this thesis is to create a mean value model for Scania’s next generation EGR system consisting of a poppet valve and a two stage cooler. -
The Achates Power Opposed-Piston Two-Stroke Engine
Gratis copy for Gerhard Regner Copyright 2011 SAE International E-mailing, copying and internet posting are prohibited Downloaded Wednesday, August 31, 2011 08:49:32 PM The Achates Power Opposed-Piston Two-Stroke 2011-01-2221 Published Engine: Performance and Emissions Results in a 09/13/2011 Medium-Duty Application Gerhard Regner, Randy E. Herold, Michael H. Wahl, Eric Dion, Fabien Redon, David Johnson, Brian J. Callahan and Shauna McIntyre Achates Power Inc Copyright © 2011 SAE International doi:10.4271/2011-01-2221 technical challenges related to emissions, fuel efficiency, cost ABSTRACT and durability - to name a few - and these challenges have Historically, the opposed-piston two-stroke diesel engine set been more easily met by four-stroke engines, as demonstrated combined records for fuel efficiency and power density that by their widespread use. However, the limited availability of have yet to be met by any other engine type. In the latter half fossil fuels and the corresponding rise in fuel cost has led to a of the twentieth century, the advent of modern emissions re-examination of the fundamental limits of fuel efficiency in regulations stopped the wide-spread development of two- internal combustion (IC) engines, and opposed-piston stroke engine for on-highway use. At Achates Power, modern engines, with their inherent thermodynamic advantage, have analytical tools, materials, and engineering methods have emerged as a promising alternative. This paper discusses the been applied to the development process of an opposed- potential of opposed-piston two-stroke engines in light of piston two-stroke engine, resulting in an engine design that today's market and regulatory requirements, the methodology has demonstrated a 15.5% fuel consumption improvement used by Achates Power in applying state-of-the-art tools and compared to a state-of-the-art 2010 medium-duty diesel methods to the opposed-piston two-stroke engine engine at similar engine-out emissions levels. -
Poppet Valve
POPPET VALVE A poppet valve is a valve consisting of a hole, usually round or oval, and a tapered plug, usually a disk shape on the end of a shaft also called a valve stem. The shaft guides the plug portion by sliding through a valve guide. In most applications a pressure differential helps to seal the valve and in some applications also open it. Other types Presta and Schrader valves used on tires are examples of poppet valves. The Presta valve has no spring and relies on a pressure differential for opening and closing while being inflated. Uses Poppet valves are used in most piston engines to open and close the intake and exhaust ports. Poppet valves are also used in many industrial process from controlling the flow of rocket fuel to controlling the flow of milk[[1]]. The poppet valve was also used in a limited fashion in steam engines, particularly steam locomotives. Most steam locomotives used slide valves or piston valves, but these designs, although mechanically simpler and very rugged, were significantly less efficient than the poppet valve. A number of designs of locomotive poppet valve system were tried, the most popular being the Italian Caprotti valve gear[[2]], the British Caprotti valve gear[[3]] (an improvement of the Italian one), the German Lentz rotary-cam valve gear, and two American versions by Franklin, their oscillating-cam valve gear and rotary-cam valve gear. They were used with some success, but they were less ruggedly reliable than traditional valve gear and did not see widespread adoption. In internal combustion engine poppet valve The valve is usually a flat disk of metal with a long rod known as the valve stem out one end. -
Swampʼs Diesel Performance Tips to Help Remove and Install Power
Injectors-Chips-Clutches-Transmissions-Turbos-Engines-Fuel Systems Swampʼs Diesel Performance Competition Parts For Your Diesel 304-A Sand Hill Rd. La Vergne, TN 37086 Tel 615-793-5573 or (866) 595-8724/ Fax 615-793-5572 Email: [email protected] Tips to help remove and install Power Stroke injectors. Removal: After removing the valve covers and the valve cover gaskets, but before removing any injectors, drain the oil rails by removing the drain plugs inside the valve cover. On 94-97 trucks theyʼre just under where the electrical connectors are on the gasket. These plugs are very tight; give them a sharp blow with a hammer and punch to help break them loose, then use a 1/8" Allen wrench. The oil will drain out into the valve train area and from there into the crankcase. Donʼt drop the plugs down the push rod holes! Also remove one of the plugs on top of each oil rail, (beside where the lines from the High Pressure Oil Pump enter) for a vent to allow air to enter so the oil can drain. The plugs are 5/8”. Inspect the plug O-rings and replace if necessary. If the plugs under the covers leak, it will cause a substantial loss of performance. When removing the injectors, oil and fuel from the passages in the cylinder head drains down through the injector bore into the cylinders. If not removed, this can hydro-lock the engine when cranking. There is a ~40cc dish in the center of each piston. Fluid accumulates in it, as well as in the corner on the outside of the piston between the piston top and the cylinder wall, due to the 45* slope of the cylinder bank. -
Engine Block Materials and Its Production Processes
ENGINE BLOCK MATERIALS AND ITS PRODUCTION PROCESSES 2.2 THE CAST IRON MONOLITHIC BLOCK The widespread use of cast iron monolithic block is as a result of its low cost and its formidability. This type of block normally comes as the integral type where the engine cylinder and the upper crankcase are joined together as one. The iron used for this block is the gray cast iron having a pearlite-microstructure. The iron is called gray cast iron because its fracture has a gray appearance. Ferrite in the microstructure of the bore wall should be avoided because too much soft ferrite tends to cause scratching, thus increasing blow-by. The production of cast iron blocks using a steel die is rear because its lifecycle is shortened as a result of the repeated heat cycles caused by the molten iron. Sand casting is the method widely used in the production of cast iron blocks. This involves making the mould for the cast iron block with sand. The preparation of sand and the bonding are a critical and very often rate-controlling step. Permanent patterns are used to make sand molds. Usually, an automated molding machine installs the patterns and prepares many molds in the same shape. Molten metal is poured immediately into the mold, giving this process very high productivity. After solidification, the mold is destroyed and the inner sand is shaken out of the block. The sand is then reusable. The bonding of sand is done using two main methods: (i) the green sand mold and (ii) the dry sand mold. -
2-Stroke Scavenging in Conventional and Minimally-Modified 4-Stroke
inventions Article 2-Stroke Scavenging in Conventional and Minimally-Modified 4-Stroke Engines for Heavy Duty Applications at Low to Medium Speeds Dirk Rueter Institute of Measurement and Sensor Technology, University of Applied Sciences Ruhr-West, D-45479 Muelheim an der Ruhr, Germany; [email protected] Received: 14 June 2019; Accepted: 7 August 2019; Published: 9 August 2019 Abstract: The transformation of a standard 4-stroke cylinder head into a torque-improved and gradually more efficient 2-stroke design is discussed. The concept with an effective loop scavenging via an extended inlet valve holds promise for engines at low- to medium-rotational speeds for typical designs of conventional 4-stroke cylinder heads. Calculations, flow simulations, and visualizations of experimental flows in relevant geometries and time scales indicate feasibility, followed by a small engine demonstration. Based on presumably long-forgotten and outdated patents, and the central topic of this contribution, an additional jockey rides on the inlet valve’s disk (facing away from the combustion chamber) and reshapes the in-cylinder flow into a reverted tumble. A quick gas exchange with a well-suppressed shortcut into the open exhaust is approached. For overall mechanical efficiency, the required charge pressure for scavenging is of paramount importance due to the short scavenging time and the intake’s reduced cross-section. Herein, still acceptable charging pressures are reported for scavenging periods equivalent to low or medium rotational speeds, as characteristic for heavy-duty applications. Using widely available components (charger, direct injection, variable camshaft angles) an increased engine efficiency is suggested due to the 2-stroke’s downsizing effect (relatively less internal friction as well as the promise of more torque and a decreased size). -
The Four Stroke Engine Name:______
The Four Stroke Engine Name:_________________________________________________________________________ The Four Stroke Engine The sound of a Harley-Davidson® motorcycle is highly recognizable and unmistakable. But what causes that significant sound? The heart of a Harley-Davidson motorcycle is the engine. Harley-Davidson motorcycles are powered by an internal combustion engine. This means the engine burns fuel inside. There are four strokes or stages in the engine cycle. The four strokes of the cycle are intake, compression, ignition, and exhaust. Bike lingo for this is: suck, squeeze, bang and blow. Each 180 degree turn of fly-wheel is one event stroke. The flywheel must make two revolutions to complete one power cycle of the motor. WORD BOX cylinder – A chamber in which a piston slides to compress a fluid exhaust valve – A valve though which burned gases from a cylinder escape flywheel – A heavy wheel that stores kinetic energy and regulates the operation of an engine intake valve – A valve that controls the flow of fuel-air mixture to be drawn into the cylinder piston – A round piece that fits inside a cylinder and moves up and down under fluid pressure spark plug – A device that fits in the head of an engine cylinder that ignites the fuel-air mixture by means of an electric spark S I E P C F In the picture above, label the following parts of the engine: cylinder, intake valve, exhaust valve, piston, flywheel and spark plug. The first letter has been filled in for you. Use one of the following websites to see a four stroke engine in motion. -
Section 02 - Block Basics
Block Basics – Section 2 Section 02 - Block Basics 2.0 Small Block 330 & 350 Block Key Differences. The key differences between the 330 and 350 are the 350’s larger bore and the Generation 1 Cast Iron Small Block V-8 Facts 330’s forged crank. General. In 1964 Olds replaced their small block 215 V8 with 1964 – 1966 Valve Lifter Angle. All 1964–1966 blocks used a a cast iron block of completely new design. The 330 V-8 different valve lifter angle of attack on the cam (45). Thus shared none of its engine block architecture with that of the 1964–1966 330 blocks CANNOT USE 1967 AND LATER 215 V-8 and the 225 V-6 sourced from Buick. The engine CAMS. All 1964–1966 cams WILL NOT WORK in 1967 and was no longer aluminum, but cast iron, as weight became later blocks. Later blocks used a 39 lifter angle. Blocks with less of a factor with the engine going into both the larger a “1” or “1A” cast up near the oil filler tube used the 45 lifter mid-sized F-85s, Cutlasses and the full-size Jetstars angle and should be avoided, if possible. introduced in that year. The engine was designed as a replacement for the 215, but was cast iron and enlarged in Early 330 Rocker Arms. The first run of 330 blocks was anticipation of the growth in size of the mid-size cars, where equipped with rocker arms similar to the previous 394 block it was to be primarily used and as the workhorse for the that traces its heritage back to 1949. -
Jennings: Two-Stroke Tuner's Handbook
Two-Stroke TUNER’S HANDBOOK By Gordon Jennings Illustrations by the author Copyright © 1973 by Gordon Jennings Compiled for reprint © 2007 by Ken i PREFACE Many years have passed since Gordon Jennings first published this manual. Its 2007 and although there have been huge technological changes the basics are still the basics. There is a huge interest in vintage snowmobiles and their “simple” two stroke power plants of yesteryear. There is a wealth of knowledge contained in this manual. Let’s journey back to 1973 and read the book that was the two stroke bible of that era. Decades have passed since I hung around with John and Jim. John and I worked for the same corporation and I found a 500 triple Kawasaki for him at a reasonable price. He converted it into a drag bike, modified the engine completely and added mikuni carbs and tuned pipes. John borrowed Jim’s copy of the ‘Two Stoke Tuner’s Handbook” and used it and tips from “Fast by Gast” to create one fast bike. John kept his 500 until he retired and moved to the coast in 2005. The whereabouts of Wild Jim, his 750 Kawasaki drag bike and the only copy of ‘Two Stoke Tuner’s Handbook” that I have ever seen is a complete mystery. I recently acquired a 1980 Polaris TXL and am digging into the inner workings of the engine. I wanted a copy of this manual but wasn’t willing to wait for a copy to show up on EBay. Happily, a search of the internet finally hit on a Word version of the manual. -
Concept of Six Stroke Engine
JOURNAL OF ADVANCEMENT IN ENGINEERING AND TECHNOLOGY Journal homepage: http://scienceq.org/Journals/JAET.php Research Article Open Access Concept of Six Stroke Engine P.Naresh1*, A.V.Hari Babu 2 , 1,2, P Naresh , Asst professor in ME DEPT, AVR&SVR College of Engg&Tech,Nandyal. *Corresponding author: P.Naresh, E.mail : [email protected] Received: November 27, 2015, Accepted: December 18, 2015, Published: December 18, 2015 ABSTRACT One of the most difficult challenges in engine technology today is the urgent need to increase engine thermal efficiency. Higher efficiencies mean less fuel consumption and lower atmospheric emissions per unit of work produced by the engine. In 1862 a Frenchman Alphouse Beau de Rochas gives his theory regarding the ideal cycle of the internal combustion engine. This theory is applied by a German engineer named Nikolaus A. Otto, who firstly built a successful four-stroke SI engine in 1876. The four-stroke combustion cycle later became known as the "Otto cycle". In four stroke engine, the piston executes four complete strokes within the cylinder, and the crankshaft completes two revolutions for each thermodynamic cycle. The disadvantage of the four-stroke cycle is that only half as many power strokes are 2 completed per revolution of the crankshaft. The capacity of the four strokes would be 340cc only. Less torque is generated during the process. Pollution is more in four stroke engine. In six strokes the engine captures the exhausted heat from the four stroke cycle and uses it to get an additional power and exhaust stroke of the piston in the same cylinder. -
Design and Stress Analysis of Crankshaft for Single Cylinder 4 Stroke Diesel Engine
Published by : International Journal of Engineering Research & Technology (IJERT) http://www.ijert.org ISSN: 2278-0181 Vol. 7 Issue 11, November-2018 Design and Stress Analysis of Crankshaft for Single Cylinder 4 Stroke Diesel Engine K. Durga Prasad1 K. V. J. P. Narayana2 N. Kiranmayee3 Dept of Mechanical Engineering, Dept of Mechanical Engineering, Dept of Mechanical Engineering, V.K.R, V.N.B & A.G.K College of V.K.R, V.N.B & A.G.K College of V.K.R, V.N.B & A.G.K College of Engineering, AP, India. Engineering, AP, India Engineering, AP, India Abstract-In this paper a static simulation is conducted on a Forging demands for several dies to achieve the crankshaft from a single cylinder 4- stroke diesel engine. A final component and casting requires non-permanent, three dimension model of diesel engine crankshaft is created usually sand, molds. These two processes also need various using CATIA V5 software. Finite element analysis (FEA) is finishing operations, such as grinding and balancing. As for performed to obtain the variation of stress magnitude at the machining process, it is only viable for unitary or low critical locations of crankshaft in. The static analysis is done using FEA Software HYPERMESH which resulted in the load production, as the material waste and machining time is spectrum applied to crank pin bearing. This load is applied to enormous, despite not requiring much in the way of the FEA model in HYPERMESH, and boundary conditions balancing. The prototype tool developed in this paper, are applied according to the engine mounting conditions allows to overcome the shortcomings associated with the conventional processes, as the pre-form used is a round bar, I. -
United States Patent (19) 11 Patent Number: 5,950,587 Sattler Et Al
USOO5950587A United States Patent (19) 11 Patent Number: 5,950,587 Sattler et al. (45) Date of Patent: Sep. 14, 1999 54 CONTINUOUSLY WARIABLE RUNNER 2682431-A1 4/1993 France. LENGTH MANIFOLD 3825000 A1 2/1989 Germany .......................... 123/184.55 60-224923 11/1985 Japan .................... ... 123/184.55 75 Inventors: Eric R. Sattler, Trenton; Joel S. 2239899 7/1991 United Kingdom ...... ... 123/184.55 Myers, Southgate; Michael J. Haspel, Westland, all of Mich. Primary Examiner Erick R. Solis 73 Assignee: BASF Corporation, Mount Olive, N.J. ASSistant Examiner Brian Hairston Attorney, Agent, or Firm-Ryan W. Massey; James J. Drake 22 Filed: Jul. 22, 1998 A continuously variable runner length manifold is provided (51) Int. Cl. ................................................ FO2B 27/06 for an internal combustion engine. The continuously vari 52 U.S. Cl. .................. 123/184.55; 123/18453 able runner length manifold includes a housing having an 58 Field of Search ........................... 123/184.55, 18453 inlet port and a plurality of outlet ports defined by a plurality of Stacked manifold Sections. A plurality of runner members 56) References Cited are rotatably mounted within the housing. The runner mem bers include wall portions which combine with the housing U.S. PATENT DOCUMENTS to define a plurality of runners in communication with a 4,619,226 10/1986 Ueda et al. ........................ 123s2 MB plenum and a respective one of the outlet ports. The runners 4,699,630 10/1987 Lee et al. ............................... 48/1801 have a length which is continuously variable upon rotation of the runner members relative to the housing. FOREIGN PATENT DOCUMENTS 237755 A2 9/1987 European Pat.