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Car Specification
Chassis
• Steel space frame with structural side pods and fully stressed engine
Transmission
Brakes
Engine
Safety
11-11
are bolted to it so that they support the engine at three or four points. These
points of contact usually are cushioned with rubber that insulates the frame
and the body of the vehicle from engine vibration and therefore prevents
damage to the engine supports and the transmission. Exhaust Manifold
The exhaust manifold is a tube that carries waste products of combustion from
the cylinders. On L-head engines the exhaust manifold is bolted to the side of
the engine block on; overhead-valve engines it is bolted to the side of the engine
cylinder head. Exhaust manifolds may be single iron castings or may be cast in
sections. They have a smooth interior surface with no abrupt change in size (see
fig. 12-1 1). Intake Manifold The intake manifold on a gasoline engine carries
the fuel-air mixture from the carburetor and distributes it as evenly as possible to
the cylinders. On a diesel engine, the manifold carries only air to the cylinders.
The intake manifold is attached to the block on L-head engines and to the side
of the cylinder head on overhead-valve engines. (See fig. 12-11.) In
gasoline engines, smooth and efficient engine performance depends largely on
whether the fuel-air mixtures that enter each cylinder are uniform in strength,
quality, and degree of vaporization. The inside walls of the manifold must be
smooth to offer little obstruction to the flow of the fuel-air mixture. The manifold is
designed to prevent the collecting of fuel at the bends in the manifold. The intake
manifold should be as short and straight as possible to reduce the chances of
condensation between the carburetor and cylinders. Some intake manifolds are
designed so that hot exhaust gases heat their surfaces to help vaporize the fuel.
Gaskets The principal stationary parts of an engine have just been explained.
The gaskets (fig. 12- 12) that serve as seals between these parts require as
much attention during engine assembly as any other part. It is impractical to
machine all surfaces so that they fit together to form a perfect seal. The gaskets
make a joint that is air, water, or oil tight. Therefore, when properly Figure 12-
12.-Engine overhaul gasket kit. installed, they prevent loss of compression,
coolant, or lubricant. MOVING PARTS OF AN ENGINE The moving parts of an
engine serve an important function in turning heat energy into mechanical
energy. They further convert reciprocal motion into rotary motion. The
principal moving parts are the piston assembly, connecting rods,
crankshaft assembly (includes flywheel and vibration dampener), camshaft,
valves, and gear train. The burning of the fuel-air mixture within the cylinder
exerts a pressure on the piston, thus pushing it down in the cylinder. The action
of the connecting rod and crankshaft converts this downward motion to a rotary
motion. Piston Assembly Engine pistons serve several purposes. They
transmit the force of combustion to the crankshaft through the connecting
rod. They act as a guide for the upper end of the connecting rod. And they also
serve as 12-13
Figure 12-13.—Piston and connecting rod (exploded view). a carrier for
the piston rings used to seal the compression in the cylinder. (See. fig.
12-13.) The piston must come to a complete stop at the end of each stroke
before reversing its course in the cylinder. To withstand this rugged
treatment and wear, it must be made of tough material, yet be light in weight.
To overcome inertia and momentum at high speed, it must be carefully
balanced and weighed. All the pistons used in any one engine must be of
similar weight to avoid excessive vibration. Ribs are used on the underside of
the piston to reinforce the hand. The ribs also help to conduct heat from the
head of the piston to the piston rings and out through the cylinder walls. The
structural components of the piston are the head, skirt, ring grooves,
and land (fig. 12-14). However, all pistons do not look like the typical one
illustrated here. Some have differently shaped heads. Diesel engine pistons
usually have more ring grooves and rings than gasoline engine pistons. Some of
these rings may be installed below as well as above the wrist or piston pin
(fig. 12-15). Fitting pistons properly is important. Because metal expands
when heated and space must be provided for lubricants between the
pistons and the cylinder walls, the pistons are fitted to the engine with a
specified clearance. This clearance depends upon the size or diameter of
the piston and the material form which it is made. Cast iron does not
expand as fast or as much as aluminum. Aluminum pistons require more
clearance to prevent binding or seizing when the engine gets hot. The skirt of
bottom part of the piston runs much cooler than the top; therefore, it does
not require as much clearance as the head. Figure 12-14.—The parts of a
piston. 12-14
Figure 12-15.—Piston assembly. Figure 12-16.—Cam-ground piston. The
piston is kept in alignment by the skirt, which is usually cam ground (elliptical in
cross section) (fig.12-16). This elliptical shape permits the piston to fit the
cylinder, regardless of whether the piston is cold or at operating
temperature. The narrowest diameter of the piston is at the piston pin bosses,
where the piston skirt is thickest. At the widest diameter of the piston, the piston
skirt is thinnest. The piston is fitted to close limits at its widest diameter so that
the piston noise (slap) is prevented during the engine warm-up. As the piston
is 12-15
follows: intake, compression, power, and exhaust. A cycle occurs during two
revolutions of the crankshaft. INTAKE STROKE. — The intake stroke begins
at top dead center, and as the piston moves down, the intake valve opens. The
downward movement of the piston creates a vacuum in the cylinder, causing a
fuel and air mixture to be drawn through the intake port into the combustion
chamber. As the piston reaches bottom dead center, the intake valve closes.
COMPRESSION STROKE.— The compression stroke begins with the piston at
bottom dead center and rising up to compress the fuel and air mixture. Since
both the intake and exhaust valves are closed, there is no escape for the fuel and
air mixture, and it is compressed to a fraction of its original volume. At this point,
the fuel and air mixture is ignited. POWER STROKE.— The power stroke
begins when the fuel and air mixture is ignited, burns and expands and forces
the piston down. The valves remain power stroke ends as the piston
reaches bottom dead center. EXHAUST STROKE.— The exhaust stroke
begins when the piston nears the end of the power stroke and the exhaust valve
is opened. As the piston moves upward towards top dead center, it pushes
the burnt gases, resulting from the ignition of the fuel and air mixture, out of the
combustion chamber and through the exhaust port. As the piston reaches top
dead center, ending the exhaust stroke, the exhaust valve closes, and the intake
valve opens to begin the intake stroke for the next cycle. Four-Stroke Cycle
Diesel Engine The four-stroke diesel engine is similar to the four- stroke
gasoline engine. They both follow an operating cycle that consist of intake,
compression, power, and exhaust strokes. They also share similar systems for
intake and exhaust valves. The components of a diesel closed so that all the
force is exerted on the piston. The engine are shown in figure 1-6. Figure 1-6.—
Four-stroke cycle diesel engine. 1 – 4
The primary differences between a diesel engine and a gasoline engine are as
follows: 1. The fuel and air mixture is ignited by the heat generated by the
compression stroke in a diesel engine versus the use of a spark ignition system
on a gasoline engine. 2. The fuel and air mixture in a diesel engine is
compressed to about one twentieth of its original volume, while in a gasoline
engine the fuel and air mixture is only compressed to about one eighth of
its original volume. The diesel engine must compress the mixture more tightly to
generate enough heat to ignite the fuel and air mixture. The contrast between the
two engines is shown in figure 1-7. 3. The gasoline engine mixes the fuel
and air before it reaches the combustion chamber. A diesel engine takes in only
air through the intake port. Fuel is put into the combustion chamber directly
through an Figure 1-7.—Diesel and gasoline engines compression strokes.
1-5
Figure 1-8.-Diesel and gasoline engines intake strokes. Figure 1-9.—Diesel
and gasoline engines regulation of power. 1-6
injection system. The air and fuel then mix in the combustion chamber (fig.
1-8). 4. The engine speed and the power output of a diesel engine are controlled
by the quantity of fuel admitted to the combustion chamber. The amount of air is
constant. On the gasoline engine, the speed and power output is regulated by
limiting the air and fuel mixture entering the engine (fig. 1-9). A diesel engine is
much more efficient than a gasoline engine, such as the diesel engine does
not require an ignition system due to the heat generated by the higher
compression, the diesel engine has a better fuel economy due to the complete
burning of the fuel, and the diesel engine develops greater torque due to the
power developed from the high-compression ratio. The strokes that make up
the four-stroke cycle of a diesel engine follow. DIESEL ENGINE INTAKE
STROKE.— The piston is at top dead center at the beginning of the intake
stroke, and, as the piston moves downward, the intake valve opens. The
downward movement of the piston draws air into the cylinder, and, as the piston
reaches bottom dead center, the intake valve closes (fig. 1-10, view A).
Figure 1-10.—Four-stroke cycle diesel engine. 1-7
Figure 1-16.-Common fuel tank locations. bum. The engine is fitted with a
valve train to operate the valves, as shown in figure 1-15. The camshaft is made
to rotate with the crankshaft through the timing gears. The cam lobe is the raised
portion on the camshaft that contacts the bottom of the lifter. As the cam
rotates, the lobe pushes up on the lifter. The cam lobe pushes the valve open
against the pressure of a spring. As the cam lobe rotates away from the lifter, the
valve spring pulls the valve closed. The proper positioning of the cam lobes on
the camshaft establishes a sequence for the intake and exhaust valves. FUEL
SYSTEMS The function of the fuel system is to ensure a quantity of clean
fuel is delivered to the fuel intake of an engine. The system must provide both
safe fuel storage and transfer. FUEL TANKS Fuel tanks store fuel in liquid form.
The tank may be located in any part of a vehicle that is protected from flying
debris, shielded from collisions, and not likely to bottom out (fig. 1-16). Most
wheeled vehicles use removable fuel tanks. Most fuel tanks are made of thin
sheet metal coated with a lead-tin alloy to prevent corrosion. Fiber glass and
a variety of molded plastics are also popular as corrosion-resistant materials.
The walls of fuel tanks are manufactured with ridges to give them strength and
internal baffles that increase internal strength and prevent the fuel from sloshing
(fig. 1-17). The filler pipe offers a convenient opening to fill the tank and prevent
fuel from being spilled onto the Figure 1-17.-Fuel tank construction. 1-13
passenger, engine, or cargo compartments. The fuel outlet pipe is located inside
the tank and its opening is about one-half inch above the bottom. This location
allows sediment to fall to the bottom of the fuel tank without being drawn into the
fuel system. Most fuel tanks have a position on top to install a fuel gauge sending
unit. This is usually a flanged hole. A threaded drain plug is normally located at
the bottom of the tank and is used for draining and cleaning of the tank.
Gasoline Fuel Gasoline, a by-product of petroleum, contains carbon and
hydrogen. This factor allows the fuel to burn freely and to create extensive heat
energy. Two types of gasoline are used: leaded and unleaded. Leaded gasoline
has a higher octane rating than unleaded gasoline and is more effective as a
valve and valve seat lubricant; however, leaded gasoline has almost been
discontinued, because engines that use it emit a great amount of harmful
hydrocarbons that pollute the atmosphere. Engines that use unleaded
gasoline emit fewer hydrocarbons, have fewer combustion chamber
deposits, and provide a longer life for spark plugs, exhaust systems, and
carburetors; however, unleaded gasoline emits about the same amount of
carbon monoxide and nitrogen oxide as leaded gasoline. NOTE: The octane
number in gasoline is a measure of its ability to burn evenly and resist
spontaneous combustion. A knock in a gasoline engine is caused by gases
burning too rapidly. Catalytic Converter A catalytic converter is positioned
in the exhaust system, usually between the engine and the muffler, to control
the emission of carbon monoxide and hydrocarbons produced from
burning gasoline. As the engine exhaust passes through the converter,
carbon monoxide and hydrocarbons are oxidized (combined with oxygen),
changing them to carbon dioxide and water. This oxidation causes the outer shell
of the converter to operate consistently at temperatures that are several
hundred degrees higher than the rest of the exhaust system. The outer shell
of the catalytic converter is normally made of stainless steel to cope with the
high operating temperatures. A chemical catalyst is an element or chemical
compound that increases the reaction between two other chemicals without
reacting with them. In this case, the catalyst in the catalytic converter increases
the reaction between oxygen and the harmful carbon monoxide and
hydrocarbons to produce harmless carbon dioxide and water emissions.
Platinum and palladium are precious metals often used as catalysts in catalytic
converters. Small amounts of the catalysts are used to coat the surfaces of the
material in the converter. Two common types of converters are shown in
figure 1-18. NOTE: The use of leaded gasoline is destructive to a catalytic
converter. The lead in the exhaust can coat the catalyst as it passes through the
converter, and this coating can completely halt catalytic converter operations.
Diesel Fuel Diesel fuel comes from the residue of the crude oil after the more
volatile fuels, such as gasoline and kerosene, are removed during the
petroleum refining process. As with gasoline, the efficiency of a diesel fuel
varies with the type of engine. The refining and blending process can produce a
suitable diesel fuel for almost any engine operating conditions. Using a
contaminated fuel or an improper grade of fuel can cause hard starting,
incomplete combustion, a smokey exhaust, or cause an engine to knock.
Cleanliness of diesel fuel is important because fuel containing more than a
trace of foreign substances can cause fuel pump and injector problems to
develop. Diesel fuels can hold dirt particles in suspension longer than gasoline
because it is heavier and more viscous. In refining, not all foreign materials can
be removed, and harmful matter, such as dirt and water, can get into the fuel
during the handling process, Water can rust an injection system and cause it to
fail. Dirt clogs injectors and spray nozzles and can cause an engine to misfire or
stop altogether. To be safe, remember to take precautions when refueling
and try to prevent foreign matter from entering the fuel tank. High-cetane diesel
fuels allow diesel engines to be started at low temperatures, provide fast
warmups without misfiring or producing white smoke, reduce the formation of
carbon deposits, and eliminate diesel knock. However, a too high cetane
number can lead to incomplete combustion and exhaust smoke if the delay is too
short to allow for proper mixing of fuel and air. Most diesel fuels range from 33 to
64 in cetane number, with 40 the minimum for military grades DF-1 and DF-2. 1-
14
Figure 1-18.-Catalytic converter. NOTE: The cetane number is a measure
of the ability of a diesel fuel to provide fast spontaneous combustion with
short ignition delay. A knock in a diesel engine is caused by the fuel igniting too
slowly. Jet Fuel You may be deployed to some sites at which diesel fuel is not
available and JET FUEL has to be used. The three major types of jet fuel used
by the military are JP-4, JET-A1, and JP-5. DO NOT USE JP-4 IN ANY
DIESEL ENGINE. The maintenance supervisor approves the use of
JET-A1 and JP-5 and directs the amount of engine oil that must be added to
the jet fuel. This must be done to improve the lubricating qualities that prevent
the injector pump and injectors from seizing. FUEL FILTERS Fuel filters
trap foreign material that may be present in the fuel and prevent it from
entering the carburetor or sensitive fuel injection components. Gasoline Fuel
Filter On a gasoline engine system there is at least one fuel filter used in the fuel
system and it can be located in any accessible place along the fuel delivery line.
Filters also can be located inside fuel tanks, carburetors, and fuel pumps. 1-15
rrm 1 nw
Figure 1-19.—Fuel filter operation. The fuel filter operates by passing fuel
through a porous material that blocks particles large enough to cause a
problem in the system. Some filters also act as sediment bowls; water and
larger particles of foreign matter settle to the bottom where they can be
drained off (fig. 1-19). Figure 1-20 shows the three types of fuel filters in
common use. They are the replaceable in-line filter (view A), the in-line filter
element (view B), and the glass bowl (view C). Filter elements are made from
ceramic, treated paper, sintered bronze, or metal screen, as shown in figure 1-
21. A filter element that differs from the others is a series of closely spaced
laminated disks. As the gasoline proses between the disks, foreign matter is
blocked out. Diesel Fuel Filters Diesel fuel filters are called full-flow filters,
because all the fuel must pass through them before reaching the injection
pumps. They are very important because diesel fuels are more viscous than
gasoline and Figure 1-20.—Fuel filter configurations. 1-16
Figure 1-21 .—Fuel filter elements. contain more gum and abrasive particles
that can cause premature wear of injection equipment. Some diesel fuel filters
have an air valve to release any air that accumulates in the filter during
operation. Most diesel engine designs include two filters in the fuel supply
system: a primary filter and a secondary filter. PRIMARY FILTER.— In most
designs, the primary filter is located between the fuel tank and the fuel supply
pump. A primary falter contains a coarse filter material that removes the larger
foreign matter. They are metal filters and only allow fine particles to pass
through them (fig. 1-22). Solid materials larger than 0.005 inch remain outside
the metal disks, while the larger foreign matter and most of the water settle to the
bottom of the bowl. This matter can be removed through a drain plug. A ball relief
valve in the filter cover enables the fuel to bypass the filter element if the disks
become clogged. Most types of heavy equipment have a fuel pressure
gauge that indicates when the filters are dirty. NOTE: A good practice is to
drain about one fourth of a pint of fuel out of the filter into a container or onto a
rag during the prestart operations. This practice allows you to drain out any
foreign matter that has settled to the bottom of the filter. SECONDARY
FILTER.— The secondary falter is usually located between the fuel supply
pump and the fuel injection pump. It contains a fine filter that removes even the
most minute traces of foreign matter from the 1-17 Figure 1-22.-Primary fuel
filter.
fuel. Secondary filters (fig. 1-23) are fabric filters that have greater filtering
qualities than primary filters. They arc used principally as the primary filter to
protect the fuel injection pump. GASOLINE FUEL SYSTEM The three basic
parts of a gasoline fuel system are the fuel tank, fuel pump, and carburetor.
Fuel is supplied from the fuel tank to the carburetor by either a gravity- feed
system or a force-feed system. The gravity-feed system has the fuel tank
placed above the carburetor (fig. 1-24). Afloat attached to a valve allows fuel to
enter the carburetor at the same rate at which the engine is consuming it. This
system maintains a uniform level in the carburetor regardless of the amount of
fuel in the tank. The force-feed system (fig. 1-24) is where the fuel tank is
located below the carburetor and a fuel pump is required. Fuel Pump The fuel
pump draws the gasoline through a fuel line from the tank and forces it to the
float chamber of the carburetor where it is stopped. Several types of fuel pumps
are used; however, the most common type is the mechanical nonpositive fuel
pump (fig. 1-25). Carburetor Figure 1-23.-Secondary fuel filter. The carburetor
is basically an air tube that operates by a differential in air pressure. It has an
hourglass- shaped tube called a throat and the most constricted part Figure 1-
24.-Fuel systems. 1-18
Figure 1-25.-Mechanical nonpositive pump. 1-19
Figure 1-26.—Venturi effect. Figure 1-27.—Throttle valve. of the throat is
called the venturi (fig. 1-26). A tube called a discharge nozzle is positioned in the
venturi and is connected to a reservoir of gasoline called the float bowl. The
downward intake stroke of the piston creates a partial vacuum in the carburetor
throat that allows low-pressure air to rush by the fuel nozzle. This forces small
drops of fuel to be mixed with the air. Then the fuel and air mixture must pass the
throttle valve which is controlled by the operator (fig. 1-27). The throttle valve
opens or closes to allow the correct volume of the fuel and air mixture into the
engine. The choke valve (fig. 1-28) also controls the supply of fuel to the engine.
When you start the engine in cold weather, the choke valve can be partly closed,
forming a restriction that causes more fuel and less air to be drawn into the
combustion chamber. This results in a richer air to fuel Figure 1-28.-Choke
valve operation. 1-20
Figure 1-29.—Diesel fuel system. mixture in the cylinders for the harder job of
starting at low temperature. DIESEL FUEL SYSTEM The primary job of the
diesel fuel system is to inject a precise amount of atomized and pressurized fuel
into each engine cylinder at the precise time. The major parts of the diesel
system are the fuel tank, fuel transfer pump, fuel filters, injection pump, and
injection nozzles (fig. 1-29). Fuel Transfer Pump The fuel transfer pump is
normally used on modern high-speed diesel engines. It can be driven by either
engine or battery voltage. The fuel transfer pump can be located on the outside
of the fuel tank in the supply line, submerged within the fuel tank, or mounted on
the backside of the injection pump. The fuel pump pushes or draws the fuel
through the filters where the fuel is cleaned. Injection Pump Several types of
injection pumps are used on diesel engines. Each has its own unique operating
principles. The primary function of the injection pump is to supply high-pressure
fuel for injection. Injection Nozzles A wide variety of injector nozzles are in use
today. All are designed to perform the same basic function which is to spray the
fuel in atomized form into the combustion chamber of each cylinder. Cold
Weather Starting Aids Diesel fuel evaporates much slower than gasoline
and requires more heat to cause combustion in the cylinders of the engine. For
this reason, preheater and starting aids, called glow plugs, are installed on
equipment equipped with diesel engines. PREHEATERS.— Preheaters are
normally installed in the intake manifold; however, in a two-stroke
cycle engine, they are placed in the air passages surrounding the cylinders.
The preheater burns a small quantity of diesel fuel in the air before the air is
drawn into the cylinders. This burning process is accomplished by the use of
either a glow plug or an ignition coil that produces a spark to ignite a fine spray of
diesel fuel. The resulting heat warms the remaining air before it is drawn into the
cylinders. 1-21
Figure 1-31.—Blower air intake system. Figure 1-30.-Glow plug. GLOW
PLUGS.— Glow plugs (fig. 1-30) and the injection nozzle are installed in
the precombustion chamber of the cylinder head. The glow plug is turned on
when you turn on the ignition switch. On some equip- ment a light on the
dashboard signals that the glow plug is cycling which signals you to wait between
15 to 30 seconds before cranking the engine. The heat, created by electrical
resistance in the glow plug, heats the fuel and air mixture. The heat generated by
the glow plug and the heat generated by compression allow the fuel to ignite. AIR
INDUCTION SYSTEMS The function of an air intake system is to supply the
correct amount of air needed to increase the combustion and the efficiency of an
engine. On a diesel engine, the air intake system cleans the intake air, silences
the intake noise, furnishes air for supercharging, and supplies scavenged air in
two-stroke engines. The three major components of the air induction system are
blowers, turbochargers, and superchargers. They may be of the centrifugal or
rotary type, or they may be gear-driven directly from the engine, belt or chain-
driven, or driven by the flow of exhaust gases from the engine. BLOWERS The
scavenging process, used in the two-stroke cycle diesel engine, is simply a
charge of air forced into the cylinder by the blower. As this charge of air is forced
into the cylinder, all the burnt gases are swept out through the exhaust valve
ports. This air also helps cool the internal engine parts, particularly the
exhaust valves. 1-22 The blower shown in figure 1-31 provides the forced-
air induction for the scavenging process. Two rotors are closely fitted in a
housing that is bolted to the engine. The rotor lobes provide continuous and
uniform displacement of air as the rotors revolve. Blower rotors either have
two lobes or three lobes, depending on the type. TURBOCHARGERS The four-
stroke cycle engine uses two methods of air induction: naturally aspirated
and turbo charged. The naturally aspirated system depends on atmospheric
pressure to keep a constant supply of air in the intake manifold. The turbocharger
is designed to force air into the cylinder and aid in scavenging the exhaust gases.
The turbocharger differs from the blower in that the turbocharger uses the energy
of exhaust gases to drive a turbine wheel (fig. 1-32). The hot exhaust gases from
the engine go through the exhaust inlet, across the turbine wheel, and out the
exhaust outlet. The force of the exhaust turns the turbine wheel and shaft. This
action rotates the compressor wheel (impeller) that is attached to the opposite
end of the turbine shaft. As the impeller rotates, it draws air into the housing. The
air is then compressed and forced into the intake manifold. SUPERCHARGERS
Superchargers are engine-driven air pumps that force the air and fuel mixture
into the engine. They are made in three basic configurations: centrifugal, Roots,
and vane.
Figure 1-33.-Superchargers. 1-24
Centrifugal Supercharger The centrifugal supercharger (fig. 1-33, view A) has
an impeller equipped with curved vanes. As the impeller is driven by the engine,
it draws air into its center and throws it off at its rim. The air then is pushed along
the inside of the circular housing. The diameter of the housing gradually
increases to the outlet where the air is pushed out to the engine intake system.
Roots Supercharger The Roots supercharger (fig. 1-33, view B) is a
positive displacement type of supercharger that consists of two rotors inside
a housing. As the rotors are driven by the engine, air is trapped between them
and the housing. The air is then carried to the outlet where it is discharged.
Because of the extremely narrow clearance between the rotors and the housing,
this supercharger is very sensitive to dirt. Vane Supercharger The vane
supercharger (fig. 1-33, view C) is a positive displacement supercharger that
has a rotor that revolves in a body, the bore of which is eccentric to the rotor.
Two sliding vanes are placed 180 degrees apart in slots in the rotor and are
pressed against the body bore by springs in the slots. When the shaft is rotated,
the vanes pick up air at the inlet port and carry it around the body to the outlet
side where the air is discharged to the intake system of the engine. AIR
CLEANERS Clean air is essential to the performance and life of an engine. The
air cleaner must remove fine materials, such as sand, dust, or lint, from the air
before it enters the intake system. The air cleaner normally has a reservoir
large enough to hold material taken out of the air; therefore, operation over a
reasonable time is possible before cleaning and servicing are necessary.
NOTE: A buildup of dust and dirt in the air cleaner passages will eventually
choke off the air supply, causing poor combustion. Multiple air cleaners are
sometimes used in locations where engines are operated under extremely
dusty air conditions or when two small air cleaners must be used in place of a
single large cleaner. The most common type of air cleaners are the
following: pre-cleaners, dry air cleaners, dry element air cleaners, and oil bath air
cleaners. Pre-Cleaners Pre-cleaners are devices that remove large particles of
dirt or other foreign matter from the air before it enters the main air cleaner. This
relieves most of the load on the air cleaner. Pre-cleaners are normally installed at
the end of an air cleaner inlet pipe that extends upward into the air (fig. 1-34).
This locates them in an area relatively free of dust. NOTE: Cleaning out the
collector bowl of the pre-cleaner is part of operator’s maintenance and
should be performed during both prestart and post-operation maintenance.
Dry Air Cleaners Dry air cleaners (fig. 1-35) are attached directly to the intake
system and are used on engines in which the Figure 1-34 .—Pre-cleaner.
Figure 1-35.—Dry air cleaner. 1-25
Figure 1-36.-Dry-element air cleaner. demand for air is small. The dry air
cleaner cleans the air by passing it through layers of cloth or felt that removes
large dirt particles from the air very effectively. Dry-Element Air Cleaners The
two most common dry-element air cleaners used are the cleaner with an
unloading valve and a cleaner with a dust cup (fig. 1-36). Dry air cleaners are
built for two-stage cleaning: pre-cleaning and filtering. The cleaner with the dust
unloading valve, as shown in figure 1-36, view A, directs the air into the pre-
cleaner so that it strikes one side of the metal shield. This starts the centrifugal
suction that continues until it reaches the far end of the cleaner housing. At this
point, the dirt is collected into the dust unloader valve located at the bottom of the
housing. The dust unloader valve is a rubber duck-bill device that is held closed
by engine suction while the engine is running. When the engine is shut down, the
weight of the accumulated dirt helps open the flaps so the dirt can drop out. The
cleaner with the dust air cup, as shown in figure 1-36, view B, pulls in the air past
tilted fins that starts the centrifugal suction. When the air reaches the end of the
cleaner housing, the dirt passes through a slot in the top of the cleaner and
enters the dust cup. Both types of pre-cleaners remove over 80 percent of the
dirt particles, greatly reducing the load on the filters. After the air goes through
the pre-cleaning stage, it then passes through the holes in the metal jacket
surrounding the pleated-paper filter. Filtering is performed as the air passes
through the paper filter that filters out almost all of the remaining small particles.
Checking and cleaning air cleaners equipped with either a dust unloading valve
or dust cup is part of the daily prestart and post-operational checks and
maintenance performed by the operator. The dust unloading valve should
be inspected for cracks, clogging, and deterioration. The dust cup should be
removed and wiped clean with a rag. Dusty filter elements should be
removed and cleaned by tapping and rotating the filter on the heel of your hand
to remove the dust. NOTE: Do not tap the filter on a hard surface; this can
damage the element. When the tapping does not remove the dust, use a
compressed air cleaning gun to clean the filter (fig. 1-37). Direct the
clean dry air up and down the pleats, blowing from inside to outside. NOTE: To
prevent rupturing the filter, you must not allow the compressed air pressure
to exceed 30 psi. To clean with water, you first blow out the dirt with compressed
air, then flush the remainder of the dirt from inside to outside with water. After
flushing is completed, allow the filter to dry. 1-26
Figure 1-37.—Dry filter cleaning. For extremely oily filters, clean the filters
with the After the filter is clean, inspect it for damage and compressed air or flush
them with clean water. Soak and check the filter gasket for damage. Before
installing the gently agitate the filter in a filter cleaning solution and filter, you
must clean the inside of the air cleaner body lukewarm water. Rinse the filter
thoroughly with clean thoroughly with a clean, damp rag. water and then shake
the excess water from the filter and NOTE: Consult the maintenance
supervisor for allow it to airdry. Protect the filter from freezing, and keep
approval before washing any filter elements with water. a spare element to use
while the washed one is drying. Additionally, never wash a dry element in fuel oil,
1-27
Figure 1-38.-Oil bath air cleaner. Figure 1-39.—Typical engine lubrication
system. 1-28
gasoline, or solvent and never use compressed air to dry the element. during a
crew turnover. The effort to check the lube oils is easier than explaining to the
chain of command why an engine or part of the power train locked up or seized.
Oil Bath Air Cleaners ENGINE OIL Oil bath air cleaners (fig. 1-38) draw air
down a center tube where it strikes the surface of oil in the oil reservoir. As the
air strikes the oil reservoir, most of the particles in the air do not make the
180-degree-upward turn. The dirt particles remain trapped in the oil. As the air
continues upward and passes to the filter element, the smaller particles that
bypassed the oil are trapped. The air keeps the filter element soaked with oil by
creating a fine spray as it passes the reservoir. The air then makes another 180-
degree turn and enters the intake system of the engine. NOTE: It is the
operator’s responsibility to keep the oil cup filled to the proper level with the
correct weight of oil and to document when the oil is dirty or has thickened,
reducing its ability to clean particles from the air. LUBRICATION SYSTEM The
engine lubrication system (fig. 1-39) reduces friction between moving parts,
absorbs and dissipates heat, seals the piston rings and cylinder walls, cleans
and flushes moving parts, and helps deaden the noise of the engine. Checking
the lubrication oils on a piece of equip- ment is part of the prestart check and the
operator’s responsibility. Also, it is a good professional practice to recheck the
lube oil levels after a lunch break or Besides reducing friction and wear, engine
oil acts as a cooling agent by absorbing heat from the surfaces over which it is
spread. Engine oil carries heat to the engine sump where it is dissipated.
The water circulating through an oil cooler also helps to reduce this heat (not
all engines have oil coolers). Engine oil is also used as a sealing agent. It fills the
tiny openings between moving parts and cushions them against damage and
distortion from extreme heat. Engine oil is very important as a cleaning agent.
Grit and dirt in engine parts are often removed by the oil before damage can
result. The foreign matter and the greases in the bottom of the crankcase are
evidence that engine oil cleans. Some oils have chemicals, known as additives,
added to make them even better cleaners. Oil Level Indicator The oil level
indicator consists of a rod, known as a dipstick. The dipstick extends through a
tube into the crankcase (fig. 1-40). Marks on the dipstick indicate when the
crankcase is full or, if low, how much oil is needed. To take readings, you
should perform the following procedure: pull the dipstick out, wipe the dipstick
with a rag, stick it back in, pull it out once again, and note how high the oil level is
on it. On some engines, the correct oil level is achieved after the engine has
Figure 1-40.-Oil level indicator. 1-29
cycled a few minutes. However, it is a good practice to check to make sure there
is oil in the crankcase, then follow the manufacturer’s recommendations. Oil
Filters The oil filter removes most of the impurities that were picked up by
the oil as it circulated through the engine. Two types of filter element
configurations are in use: the cartridge type and the sealed (spin-on) type (fig. 1-
41). CARTRIDGE FILTER.— The cartridge filter element fits into a
permanent metal container. Oil is /-’’’... pumped under pressure into the container
where it passes from the outside of the filter element to the center. From here the
oil exits the container. The filter element is changed easily by removing the
cover from the container. SEALED (SPIN-ON) FILTER.— The sealed (spin-
on) filter element is completely self-contained, consisting of an integral metal
container and filter element. Oil is pumped into the container on the outside of
the filter element. The oil then passes through the filter to the center of the
element where it exits the container. This type of filter is screwed onto its base
and is removed by spinning it off. Figure 1-41.-Oil filters. 1-30
HYDRAULIC FLUID On equipment, hydraulic fluids are used for hydraulic
systems that steer, lift, push, close, and so forth. Hydraulic fluids that are
currently in use include mineral oil, vegetable oil, water, phosphate ester,
ethylene glycol compounds, and oil in water. The three most common types of
hydraulic fluids are water base, petroleum base, and synthetic base. NOTE:
Before adding hydraulic fluid in a piece of equipment, consult the operator’s
manual for the type of hydraulic fluid required. Using the incorrect type can
contaminate the hydraulic system which requires that the system be drained,
flushed, and refilled with the correct fluid. NOTE: Before adding gear oil,
consult the operator’s manual for the type of oil required for the specific type of
equipment. Mixing different types of gear oil may cause the oil to break down and
not have the quality required to protect the gears. Figure 1-42.-Filter system
configurations. Filtering Systems GEAR OIL Gear oils are used in both
manual transmissions and differentials. Gear oils reduce friction and do not
break down or foam at high temperatures. Two filter system configurations are in
use today: the full-flow system and the bypass system. FULL-FLOW SYSTEM.—
All the oil in the full- flow system (fig. 1-42, view A) is circulated through the
filter before it reaches the engine. When this system is used, it is necessary to
incorporate a bypass valve in the oil filter. This valve allows the oil to circulate
through the system without passing through the element in the event that it
becomes clogged. This factor prevents the oil supply from being cut off from the
engine. BYPASS SYSTEM.— The bypass system (fig. 1-42, view B) diverts
only a small quantity of the oil each time it is circulated and returns it directly to
the oil pan after it is filtered. This type of system does not filter the oil before it is
sent to the engine. GREASE Grease is used to lubricate bearings, bushings,
and pivot points. For inaccessible bearings, grease is applied under pressure by
the use of a grease gun (fig. 1-43). Figure 1-43.-Hand-operated grease gun. 1-
31
When you are operating in dirty atmospheric conditions, grease seals out dust,
dirt, and water from entering bearings and bushings. Grease lube charts are
either mounted on the equipment or are in the operator’s manual. Grease lube
charts state locations of grease fittings and how often the fittings should
be lubricated. Over greasing of equipment blows seals and the excess grease
collects sand and dirt that acts as a grinding compound on the lubricated
surfaces. Under greasing allows excessive wear caused by metal-to-metal
contact. NOTE: Greasing equipment is the responsibility of the operator.
A water-resistant grease can prevent water from entering bearings and
bushing joints. The grease com- monly used on equipment is lithium-based.
Lithium- based grease is water-resistant and has a wide range of operating
temperatures. Care should be taken to keep grease clean. Always keep the
grease container covered to prevent dirt and water from contaminating it.
ENGINE COOLING SYSTEMS All internal combustion engines are equipped
with some type of cooling system because of the high temperatures they
generate during operation. The temperature in the combustion chamber during
the burning of fuel is much higher than the melting point of iron. Therefore, if
nothing is available to cool the engine during operation, valves burn and warp,
lubricating oil breaks down, and bearings and pistons overheat resulting in
engine seizure. At the same time, the engine must not be allowed to run too cold.
An engine running cold does not burn all the fuel taken into the combustion
chamber, causing carbon deposits to form that reduce fuel mileage,
increase wear, and reduce engine power. Three functions of the cooling
system provide a satisfactory temperature operating range for the engine. First,
the system removes the unwanted heat. Second, it regulates the engine
temperature to keep it just right during all operating conditions. Third, when
the engine is first started, the cooling system assists the engine in warming up
to its normal operating temperature as soon as possible. The two types of
cooling methods are liquid cooling and air cooling. The liquid-cooling system
is the most popular for automotive use, because it provides the most positive
cooling and it maintains an even engine temperature. Air cooling is used for
small vehicles and equipment; however, air cooling is not used if water cooling is
practical. This is because air-cooled engines do not run at even temperatures
and require extensive use of aluminum to dissipate heat. Other means of heat
dissipation for the engine, in addition to the cooling system, are as follows: . The
exhaust system dissipates as much, if not more, heat than the cooling system,
although that is not its purpose. l The engine oil removes heat from the engine
and dissipates it to the air from the sump. . The fuel provides some engine
cooling through vaporization. . A measurable amount of heat is dissipated as the
air passes over the engine. LIQUID-COOLING SYSTEM A simple liquid-cooled
cooling system consists of a radiator, water pump, hoses, fan and shroud,
thermostat, and a system of jackets and passages in the cylinder head and
cylinder block through which the coolant circulates (fig. 1-44). Cooling of the
engine parts is accomplished by keeping the coolant circulating and in contact
with the metal surfaces to be cooled. The pump draws the coolant from the
bottom of the radiator, forces it through the jackets and passages, and ejects it
into the upper tank on top of the radiator. The coolant then passes through a set
of tubes to the bottom of the radiator from which the cooling cycle begins again.
The radiator is situated in front of a fan that is driven either by the water pump or
an electric motor. The fan ensures an air flow through the radiator at times when
there is no vehicle motion. Radiator Most radiators have two tanks with a
heat exchanging core between them. The upper tank contains an outside pipe,
called an inlet, and on top is the filler neck. Attached to the filler neck is an
outlet to the overflow pipe. The overflow pipe provides an opening from
the radiator for escape of coolant or steam if pressure in the system
exceeds the regulated maximum. This prevents rupture of cooling system
components. The lower tank contains an outside pipe that serves as the outlet
for the radiator. The radiator is usually mounted in the front of the engine
compartment so cool air can pass freely through the core. The outlet on the
bottom radiator tank is connected to the water pump inlet. The top tank inlet of
the radiator is connected to the outlet at the top of the engine. Rubber hoses and
hose clamps are used to make 1-32
these connections to prevent engine vibrations from being transferred to the
radiator. When performing prestart checks on the radiator system, check for
leaks, particularly where the tanks are soldered to the core, because vibration
and pulsation from pressure can cause fatigue of soldered joints or seams. Bent
fins should be straightened and the radiator core checked for any obstructions,
tending to restrict the air flow. Radiator air passages can be cleaned by
blowing them out with an air hose in the direction opposite to the ordinary flow of
air. Water can also be used to soften obstructions before applying the air blast. In
any event, the cleaning gets rid of dirt, bugs, leaves, straw, and other debris
that would otherwise clog the radiator and reduce its cooling efficiency.
CAUTION Spraying high-pressure water to soften an obstruction on the radiator
can cause damage to the fins and core. All hoses and tubing should be
checked for leakage and general condition. The leakage may often be
corrected by tightening or replacing the hose clamps. Figure 1-44.—Liquid-
cooling system. Deteriorated hoses should be replaced to preclude future
troubles; for example, hoses sometimes rot on the inside, allowing tiny
fragments to flow through the system and become lodged in the radiator,
tending to clog it and cause overheating. For this reason, all old, cracked, or
spongy hose should be replaced as soon as the condition is discovered during
the prestart checks. RADIATOR PRESSURE CAP.— The radiator pressure
cap (fig. 1-45) is used on nearly all modern Figure 1-45.—Radiator pressure
cap. - - - - - 1-33
engines. The pressure cap closes off the overflow pipe and prevents loss of
coolant during normal operation. It also allows a certain amount of pressure to
develop within the cooling system. The pressure raises the boiling point of
the coolant approximately 3 degrees for each pound and permits the engine to
operate at higher temperatures without loss of coolant from boiling. The
pressure cap contains two spring-loaded valves. The larger valve is called the
pressure valve and the smaller one is called the vacuum valve. A shoulder in the
radiator filler neck provides a seat for the bottom of the cap assembly and a
gasket on this seat prevents leakage between the cap and the filler neck. The
pressure valve acts as a safety valve to relieve extra pressure within the
system. The cooling system may be designed to operate at various pressures
between 4 and 17 psi, depending on the manufacturer’s specifications.
The pressure valve in the cap is preset by the manufacturer. When replacing a
pressure cap, make sure you use a cap with the proper pressure setting that is
usually marked on the top surface of the cap. The vacuum valve opens only
when the pressure within the cooling system drops below the outside air
pressure as the engine cools down. This automatic action of the vacuum
valve prevents collapse of the hoses and the radiator. WARNING Because it has
a sweet taste, animals and children sometimes ingest spilled coolant. The lead
content that antifreeze absorbs while in use makes it a hazardous waste and it
cannot be disposed of by being dumped on the ground. It must be containerized
and turned in for disposal. Water Pump The water pump is the heart of the
cooling system. Most engines use a centrifugal water pump (fig. 1-46) that
provides a large volume capacity and is nonpositive in displacement. This type of
pump has an impeller with blades that force the coolant outward as the
impeller rotates. The shaft on which the impeller is mounted is usually driven by
a fan belt and revolves in a bushing or in ball bearings inside the housing. For
different cooling systems, pumps vary considerably in construction of seals,
bearings, mounting, and drive. CAUTION ALWAYS REMOVE THE
RADIATOR CAP SLOWLY AND CAREFULLY. Remov- ing the cap from a hot,
pressurized radiator can cause serious burns from escaping steam and
coolant. COOLANT AND ANTIFREEZE.— Since water is easily obtained, is
cheap, and has the ability to transfer heat readily, it has served as a basic
coolant for many years. Some properties of water, such as the boiling point,
freezing point, and natural corrosive action on metals, limit its usefulness as a
coolant. This is counter- acted by the use of an antifreeze. Manufactured under
many different trade names, the most commonly used type of antifreeze is
ethylene glycol. Ethylene glycol is a chemical compound composed of a
mixture of ethylene and glycerine derivatives. Maximum freezing protection is
achieved by mixing 60% ethylene glycol with 40% water. This mixture
protects the cooling system to a temperature as low as minus 62°F. Ethylene
glycol has a very high boiling point, does not evaporate easily, is noncorrosive,
and is practically nonflammable. Figure 1-46.-Water pump. 1-34
Fan and Shroud The engine fan is usually mounted on the end of the water
pump shaft and is driven by the same belt that drives the pump. The fan pulls a
large volume of air through the radiator core that cools the hot water
circulating through the radiator. In addition to removing the heat from the water in
the radiator, the flow of air created by the fan causes some direct cooling of the
engine itself. On some construction equipment, such as dozers and track
loaders, the fan blows air through the radiator vice pulling the air. Besides cooling
the water, the blowing of air keeps sand, dirt, and debris out of the radiator.
Some engines are equipped with a shroud that improves fan efficiency by
assuring that all the air handled by the fan passes through the radiator. Fan
blades are spaced at intervals around the fan hub to aid in controlling vibration
and noise. They are often curled at the tip to increase their ability to move air.
Except for differences in location around the hub, most blades have the same
pitch and angularity. Bent fan blades are a common problem. They cause noise,
vibration, and excess wear on the water pump shaft. Visual inspection of the fan
blades, pulleys, pump shaft end play, and drive belts are part of your pre- and
post-operational checks. A bent or distorted fan or one with a loose blade should
be replaced. When the fan is merely loose on its mounting, tightening is in order.
Loose fan belts can be adjusted for proper tension, usually by adjusting the
generator or alternator on its mounting (fig. 1-47). A common method for
measuring belt tension is to press down on the belt at a point midway between
the generator or alternator and the fan pulley, and measure the amount of
deflection. The amount of deflection varies and should be set to the
manufacturer’s specification. A rule of thumb used in the NCF for belt
tension is no more than a one-half inch deflection. Water Jacket The water
passages in the cylinder block and cylinder head form the engine water
jacket. The passages of the water jacket are designed to control circulation of
coolant and provide proper cooling throughout the engine. In the cylinder
block, the water jacket completely surrounds all cylinders along their full length.
Water passages are also provided around the valve seats and hot parts of
the cylinder block. In the cylinder head, the water jacket covers the
combustion chambers at the top of the cylinders and contains Figure 1-47.-
Drive belt adjustment. passages around the valve seats when the valves
are located in the head. Thermostat Automatic control of the temperature of an
engine is necessary for efficient engine performance and economical
operation. Since all engine parts are in a contracted state when cold, the engine
temperature should be brought to normal as quickly as possible. The water pump
starts coolant circulating the moment the engine is started, which is undesirable
during cold weather operations. Coolant circulation is restricted by the
installation of a thermostatically controlled valve, or thermostat, in the cylinder
head water outlet. This valve allows coolant to circulate freely only within the
block until the desired temperature is reached. This shortens the warm-up
period. A bypass is used to direct the water 1-35
Figure 1-48.-Thermostat operation. from the block to the pump when the
passage to the radiator is blocked by the closed thermostat (fig. 1-48). Some
stationary engines and large trucks are equipped with shutters that
supplement the action of the thermostat in providing a faster warmup and in
maintaining proper operating temperatures. When the engine coolant is below
a predetermined temperature, between 185°F to 195°F, the shutters, located in
front of the radiator, remain closed and restrict the flow of air through the radiator.
Then, as the coolant reaches proper temperature, the shutters start to open.
AIR-COOLING SYSTEM The simplest type of cooling is the air-cooled, or direct
method, in which the heat is drawn off by moving air in direct contact with the
engine. The rate of the cooling is dependent upon the area exposed to the
cooling air, the heat conductivity of the metal used, the volume of the metal or its
size in cross section, the amount of air flowing over the heated surfaces, and the
difference in temperature between the exposed metal Overflow Tank The
overflow tank serves as a receptacle for coolant forced out of the radiator
overflow pipe and provides for its return to the system. As the engine cools,
the balancing of pressures causes the coolant to siphon back into the radiator.
Cooling systems using an overflow tank are known as closed cooling systems
(fig. 1-49). Coolant is usually added to this system through the overflow tank that
is marked for proper coolant level. NEVER remove the radiator cap located
on the radiator unless you are positive the system is cold. If there is any pressure
in the radiator, it will spray you with hot steam and coolant. Use extreme caution
when performing operator’s maintenance on a closed cooling system.
Expansion Tank Some engines use an expansion tank in their cooling system
(fig. 1-50). The tank is mounted in series with the upper radiator hose and is used
to supply extra room for coolant expansion and generally takes the place of the
upper radiator tank. The pressure cap and the overflow line are also mounted
on the expansion tank. Figure 1-49.-Closed cooling system. 1-36
Figure 1-50.-Expansion tank. Figure 1-51.—Air-cooled engine. surfaces
and the cooling air. Some heat must be retained In air-cooled engines, the
cylinders are mounted for efficient operation. This is accomplished by the use of
thermostatic controls and mechanical linkage that open and close shutters to
control the volume of cooling air. You will find that air-cooled engines
generally operate at a higher temperature than liquid-cooled engines, whose
operating temperature is largely limited by the boiling point of the coolant
used. Consequently, greater clearances must be provided between the
moving parts of air-cooled engines to allow for the increased expansion.
independently to the crankcase so that an adequate volume of air can circulate
directly around each cylinder. The circulating air absorbs excessive
amounts of heat from the cylinders and maintains enough cylinder head
temperatures for satisfactory operation. The cooling action is based on the
simple principle that the surrounding air is cooler than the engine heat. The
primary components of an air-cooled system are the fan and shroud and the
baffles and fins. A typical air-cooled engine is shown in figure 1-51. 1-37
Fan and Shroud Baffles and Fins All stationary air-cooled engines must have
fans or blowers of some type to circulate a large volume of cooling air over and
around the cylinder. The fan for the air-cooled engine shown in figure 1-51 is built
into the flywheel. When the engine is assembled, the shrouding, or cowling,
forms a compartment around the engine so that the cooling air is properly
directed for effective cooling. Air-cooled engines, such as those used on
motorcycles and outboard engines, do not require the use of fans or
shrouds, because their movement through the air creates a sufficient air flow
over the engine for adequate cooling. In addition to the fan and shroud, some
engines use baffles or deflectors to direct the cooling air from the fan to
those parts of the engine not in the direct path of air flow. Most baffles are made
of light metal and are semicircular with one edge in the stream of air. Most
air-cooled engines use fins. These are thin, raised projections on the cylinder
barrel and head. The fins provide more cooling area or surface and aid in
directing air flow. Heat, resulting from combustion, passes by conduction from
the cylinder walls and cylinder head to the fins and is carried away by the
passing air. llldllllalrl vlKllzl I Canorotin” +-- :. 1-38 . .
CHAPTER 2 POWER TRAIN The heart of the power train is the internal
combustion engine that provides the power required to move a vehicle. However,
this task is made much more efficient with the aid of the transmission and the
other drive-line components that make up the power train (fig. 2-1). This chapter
covers the basic principles of manual and automatic transmissions, propeller
shaft assemblies, and final drives. TRANSMISSIONS Power from the engine
provides the torque required for the transmission to overcome inertia.
Inertia is a property of matter by which it remains at rest or in uniform motion in a
straight line unless acted upon by some external force. In this case, the inertia of
the vehicle at rest is overcome by an external force—the engine power in
the form of torque. Once the vehicle is moving, acceleration begins and
increases and very little torque is then required. The bigger the load on the
engine, the bigger and more efficient the transmission must be. Once a
vehicle gains the desired speed, it moves along with very little effort until
something is encountered, such as a grade in the road, that increases the
resistance to its movement. Now torque is required again and the operator has to
select a lower gear. The transmission (fig. 2-2) provides the mechanical
advantage that enables the engine to move the vehicle. It allows the
operator to control the power and speed of the vehicle and allows disengaging
and reversing the flow of power from the engine to the wheels by means of a
clutch. CLUTCH The clutch engages and disengages the engine crankshaft
to or from the transmission and the rest of the power train. Engine power to the
load must be applied slowly to allow a smooth engagement and to lessen shock
on the driving and driven parts. After engagement, the clutch must
transmit the engine power to the transmission without slipping. Additionally, the
engine must be disconnected from the power train in order to shift gears.
Figure 2-1.-Typical power train. 2-1
Figure 2-2.—Typical manual shift transmission. the clutch driving Clutches
transmit power from member to the driven member by friction. In the DISC
CLUTCH (fig. 2-3), the driving plate secured to the engine flywheel gradually
contacts the driven member (disc) attached to the transmission input shaft. The
contact is made and held by strong spring pressure controlled by the operator
with the clutch pedal (fig. 2-4). With only light spring pressure, there is little
friction between the two members, and the clutch can slip; therefore, do not use
the clutch pedal as a footrest. As the spring pressure increases, friction also
increases, and less slippage occurs. When the operator’s foot is removed from
the clutch pedal and the full spring pressure is applied the speed of the
driving plate and driven disc is the same and all slipping stops. The 2-2
flywheel and the transmission input shaft are then connected. Improper
adjustment can damage or ruin a clutch. Figure 2-5 shows the proper free travel
and linkage. Several clutch troubles may occur during vehicle operation that
should be documented and turned in before too much damage occurs. These
troubles include incorrect free travel, slipping, chattering, or grabbing when
engaging; spinning or dragging when engaged; and clutch noises. MANUAL
TRANSMISSION The transmission is located at the rear of the engine between
the clutch housing and the propeller shaft. The
Figure 2-3.-Cross section of a disc clutch. Figure 2-4.-Disc clutch operation.
Figure 2-5.-Clutch linkage. 2-3 transmission transfers engine power from the
clutch shaft to the propeller shaft and allows the operator to change the gear ratio
between the engine and the rear wheels. Dual-ratio, or two-speed rear axles
are often used on trucks. They have two gear ratios that can be chosen by the
operator, usually by a manual control lever. A dual-ratio rear axle works the same
as the auxiliary transmission; it doubles the number of gear ratios for driving
the vehicle under the various loads and on different roads. The most common
transmission type is the synchromesh transmission. The synchromesh
transmission is basically a constant mesh, collar-shift transmission with an
extra device, called a synchronizer, to equalize the speed of the mating parts
before they engage. The synchronizer is used in all manual automotive
transmissions and is common in other equipment where shifting while moving
is required. Part of the prestart operation is to check the fluid level in the manual
transmission. The normal level of lubricant is usually at the bottom of the filler
plug opening. When lubricant is needed, you should always check the operator’s
manual for the location and type of lubricant required for the transmission. When
you keep the lubricant level correct, the gear teeth are protected, foam is
reduced, and the transmission runs smoothly. Some transmission troubles that
you may encounter and must document are as follows: l l l l l l Hard shifting
Slipping out of gear No power through the transmission Transmission noisy
when in gear Gear clash in shifting Oil leaks Manual Shift Operation Skill in
manual shifting is a requirement of professional driving. Poor manual shifting
results in poor vehicle performance and can cause vehicle damage.
Know the gearshift lever positions so well that you can shift to any gear without
looking at the shift lever. The gearshift pattern is usually diagramed in the vehicle
or in the operator’s manual. Never move the gearshift lever from one position
to another while the engine is running until you have fully depressed the
clutch pedal with your left foot. To shift gears smoothly and quietly, you
must keep the pedal fully depressed until the shift has been completed. You
should understand that the clutch provides the means of applying engine power
to the wheels smoothly and gradually. To be a professional operator, you must
learn just where the clutch starts to engage, how far the pedal must move to
become fully engaged how much free play there is in the pedal, and how fast you
should engage the clutch. Keep your foot off the clutch pedal except when
actually starting, stopping, or shifting gears. Even the slight constant pressure on
the clutch pedal causes excessive wear. For the same reason, when stopped on
a hill, never slip your clutch to keep from rolling backward; instead, use the
brakes. Depress the clutch pedal and shift the transmission shift lever into neutral
while waiting for a long traffic light or when halted for other reasons. Release the
clutch after shifting into neutral. When slowing your vehicle to stop or make a
turn, be sure to reduce the vehicle speed to 15 miles per hour or less before
depressing the clutch pedal. Coasting a vehicle at a high rate of speed with
the clutch pedal depressed is dangerous, because control becomes more difficult
and damage to the clutch may occur. This kind of practice is abusive to the
vehicle. CLUTCH SHIFTING.— After the prestart operation has been
performed and you have acquainted yourself with the instruments and
controls of the vehicle, warm the engine with the transmission in neutral.
Start the vehicle moving with the transmission in low or first gear by following
these steps: 1. Depress the clutch pedal and shift into low gear. 2. Check the
mirrors, check blind spots, and give signals as required. 3. Let the clutch pedal
up slowly, pausing at the friction point or when you feel it taking hold. Again,
recheck the mirrors for traffic. 4. Release the parking brake and slowly release
the clutch pedal, and at the same time, slightly depress the accelerator. 5. When
the driving operation is under way, remove your left foot completely from the
clutch pedal. DOUBLE-CLUTCH SHIFTING.— Professional driving practice in
trucks (1 1/2 ton or larger) often requires double clutching to permit proper
engagement of the gears and to prevent loss of momentum. To shift to a lower
gear by double clutching, follow these steps: 1. Release the pressure from the
accelerator as you begin depressing the clutch pedal. 2. When the clutch
pedal is fully depressed, move the gearshift lever to neutral position 3.
Release the clutch pedal, and at the same time, depress the accelerator to speed
up the engine. 4. Letup on the accelerator and depress the clutch pedal. 5. While
the pedal is depressed move the gearshift lever to the next lower gear. 6.
Release the clutch pedal, and at the same time, depress the accelerator to
maintain engine speed as the load is again connected to the engine by the
engagement of the clutch. The procedure is the same for shifting to a higher gear
speed, except that the engine is NOT accelerated while the transmission is in
neutral. CAUTION When you are shifting gears in rough terrain and on hills,
never let your vehicle slow down to a point where the engine begins to labor or
jerk before shifting into a lower gear ratio. Always anticipate the need for extra
power and shift gears accordingly. When descending a hill, with or without a
heavy cargo load, always drive with your vehicle in gear and the clutch pedal out.
NOTE: You may encounter vehicles that may have more complicated
transmissions, such as multigear ranges, dual-speed axles, or other special
features. As an operator, read and understand the operator’s manual pertaining
to a particular vehicle before attempting to operate it.
AUTOMATIC TRANSMISSION The automatic transmission, like the manual
transmission, is designed to match the load requirements of the vehicle to the
power and speed range of the engine. However, the automatic transmission (fig.
2-6) performs this automatically, depending on the throttle position, vehicle
Speed, and position of the shift control lever. Automatic transmissions are
manufactured in models that have two, three, four, or more forward 2-4
2-8speeds and some are equipped with overdrive. Operator control is limited to
the selection of the gear range by moving a control lever. Part of the prestart
operation is to check the transmission fluid level when the engine is idling and
at normal operating temperature, when the vehicle is level, and when the
transmission control lever is in park. The transmission fluid is used as a
combination power transmission medium, hydraulic control fluid, heat transfer
medium, bearing surface lubricant, and gear lubricant. The manufacturer’s
recomendations must be followed when servicing and filling the transmission
with fluid. CAUTION Do not overfill the transmission because overfilling causes
foaming and shifting troubles. Some transmission troubles you may
encounter and must document are as follows: . No drive in any selected
positions. On standstill starts the engine speed accelerates but the vehicle
movement lags. Engine speed accelerates during upshifts. Transmission will
not upshift. Upshift and downshift are harsh. Vehicle creeps too much in drive.
Vehicle creeps in neutral. Improper shift points. Unusual transmission noise.
Oil leaks. Fluid Couplings In the past, fluid couplings were widely used with
automatic transmissions. Fluid couplings act like an automatic clutch by slipping
at idling speeds and by holding to increase power as the engine speed
increases. There is no mechanical connection between the engine and
transmission; power is transmitted by oil. Figure 2-6.—Automatic
transmission cross-sectional view. 2-5
The principle of fluid drive is shown in figure 2-7. As two fans face each other, the
speed of rotation of one fan makes the other fan rotate. When the speed of one
fan is changed from medium to low, power is lost at low speeds; but, if the fan
speed increases from medium to high, the speed of the driven fan picks up.
Torque Converter The torque converter is a form of and has replaced the fluid
coupling. Most automatic transmissions used in automotive and construction
equipment have torque converters. The torque converter consists of three parts:
the pump (driving member), the turbine (driven member), and the stator (reaction
member), all with curved vanes. The stator is located between the load and the
power source to act as a fulcrum and is secured to the torque converter housing.
Figure 2-8 shows a cutaway view of a torque converter and the directional
flow of oil. The pump throws out oil in the same direction in which the pump is
turning. As the oil strikes the turbine blade, it forces the turbine to rotate, and the
oil is directed toward the center of the turbine. Then the oil leaves the turbine and
moves in a direction opposite to that of the pump. As the oil strikes the stator, it is
redirected to flow in the same direction as the pump to add its force to that of the
pump. Torque is multiplied by the velocity and direction given to the oil by the
pump, plus the velocity and direction of the oil entering the pump from the stator.
Planetary Gears Automatic transmissions use a system of planetary gears to
enable the torque from the torque converter to be used efficiently. Figure 2-7.—
Principle of fluid drive. Figure 2-8.—Torque converter. Planetary units are
the heart of the automatic transmission. The four parts that make up the
planetary gear system are as follows: the sun gear, the ring (or internal) gear, the
planet pinions, and the planet carrier. The sun gear is the center of the system.
The term planet fits these pinions and gears, because they rotate around the
sun gear, as shown in figure 2-9. The ring gear, or internal gear, is so-called
because of its shape and internal teeth. An advantage of the planetary gear
system is that it is compact. Additionally, in the planetary system more teeth
make contact to carry the load. The reason for this is that each gear of the
planetary system usually meshes with at least two other gears. Because the
gears are always in mesh, none of the teeth are damaged as a result of teeth
clashing or a partial mesh. However, the major advantage of the planetary
system is the ease of shifting gears. Planetary gears, set in automatic
transmissions, are shifted without any special skill required by the operator. 2-6
Figure 2-9.—Planetary gear system. Power can be transmitted through the
planetary gearset in various ways. A shaft from the engine may be connected to
drive the sun gear. It may be connected to drive the planet carrier or the shaft
may be connected to drive the ring gear. The propeller shaft may also be
connected to anyone of these members; however, power can be
transmitted in the planetary gear system only when (1) the engine is
delivering power to one of the three members, (2) the propeller shaft is
connected to one of the other members, and (3) the remaining member is
held against rotation. All three conditions must be satisfied for power to be
transmitted in the system. Automatic transmissions provide for holding a member
through hydraulic servos and spring pressure. Automatic Transmission
Operation Most automatic transmissions are basically the same. They combine
a fluid torque converter with a planetary gearset and control the shifting of
the planetary gear with an automatic hydraulic control system. The fluid torque
converter is attached to the engine crankshaft and serves as the engine
flywheel. This design means that when the engine runs, engine power flows
into the converter and drives the converter output (turbine) shaft. There is no
neutral in the torque converter. Neutral is provided in the planetary gearset by the
release of bands and clutches. The transmission automatically multiplies and
transmits engine torque to the drive shaft as driving conditions demand. The
speeds at which the coupling point and the gearshifts occur are controlled
partially by the operator. The operator has only a partial control in the D-drive
position, because the transmission in the D-drive position shifts the
planetary gearset into the higher gears to prevent engine overspeeding
regardless of throttle position. The operation of automatic shift vehicles is
quite simple; however, it is imperative that the professional operator learn to
operate them smoothly and properly. In vehicles equipped with automatic
transmissions, initial gear selection is controlled with a selector lever. When in
drive (D or DR), shifting from drive to low (L) and returning to drive is controlled
automatically by the engine speed. Most vehicles have four or five of the
following selector positions. P-PARK POSITION.— On light vehicles, such as
sedans and pickups, this position is used for locking the transmission so the
vehicle cannot roll while parked. In some heavier vehicles, the park position
does not lock the transmission. In vehicles with a park position, the engine
should be started from the park position. N-NEUTRAL POSITION. — Engines of
vehicles not equipped with a P-park position are started from the N-neutral
position. In this position, the engine is disengaged from the drive shaft of the
vehicle. D-DRIVE POSITION.— With the shift lever at D or DR, the vehicle
moves forward as you depress the accelerator. After starting the engine in
neutral or park position, step on the brake and change the selector to D or DR
for forward movement. To avoid premature forward movement, keep
pressure on the brake while in the drive position until you are ready to place the
vehicle in motion. Without further operator action, the transmission
automatically shifts to higher gears as speed increases. L-LOW or POWER
POSITION.— T he transmission will not shift automatically to higher gear
ratios when the lever is in the low position. The low position is used when
negotiating steep grades and rough terrain or when the braking power of the
engine is required. When low range is no longer needed, release the
accelerator temporarily and move the shift lever to the drive position for normal
gear progression. In the drive position, the low range is engaged
automatically when engine speed is reduced. If the accelerator is suddenly fully
depressed, the low range becomes engaged. (This procedure may be
used to provide a sudden burst of speed for passing.) When a
predetermined engine speed has been attained, the transmission automatically
returns to driving range. 2-7
R-REVERSE POSITION.— Some shift levers must be raised slightly to be
moved to the R or reverse position. Others may require the depressing of a
button on the end of the lever before moving to R. Become thoroughly familiar
with the operator’s manual, vehicle instruments, controls, and selector
positions before operating a vehicle or piece of equipment. You may
operate equipment that has the R-reverse position on the extreme right on
some shift selectors, on the extreme left on others, and the intermediate
position on others. From a force of habit, when you are in a different vehicle from
the one you have been operating, you could move the selector lever to R,
thinking you were moving it to D or L, and cause the vehicle to move in an
entirely opposite direction than anticipated. AUXILIARY TRANSMISSION
Auxiliary transmissions are mounted on the rear of the regular transmission
to provide more gear ratios. Most auxiliary transmissions have only a L-low
and a H-high (direct) range in a transfer assembly. The low range provides
an extremely low gear ratio for hard pulls. At all other times, the high range
should be used. Gears are shifted by a separate gearshift lever in the
driver’s cab (fig. 2-10). Transfer Cases Transfer cases are placed in the power
trains of vehicles driven by all wheels (fig. 2-11). Their purpose is to
provide the necessary additional propeller-shaft connections wheels. offsets
for to drive the Transfer cases in heavier vehicles have two-speed positions
and a declutching device for disconnecting the front driving wheels. Two-speed
transfer cases also serve as auxiliary transmissions. Transfer cases are quite
complicated. When they have speed-changing gears, declutching devices, and
attachments for three or more propeller shafts, they are even larger than the
main transmission. Some transfer cases have an overrunning sprag unit (or
units) on the front output shaft. A sprag unit is a form of a overrunning clutch;
power can be transmitted through it in one direction but not in the other. During
normal operation, when both front and rear wheels turn at the same speed, only
the rear wheels drive the vehicle. Figure 2-10.—Auxiliary transmission.
Figure 2-11.—Transfer case installed in a four-wheel drive truck. 2-8
However, if the rear wheels should lose traction and begin to slip, they tend
to turn faster than the front wheels. When this occurs, the sprag unit
automatically engages. This action allows the front wheels to also drive the
vehicle. The sprag unit simply provides an automatic means of engaging the front
wheels in drive for more traction. Power Takeoffs Power takeoffs, commonly
known as the PTO, are attachments in the power train for power to drive auxiliary
accessories. They are attached to the transmission, auxiliary transmission, or
transfer case. A common type of PTO is the single-gear, single-speed type that is
bolted to an opening provided in the side of the transmission case, as shown in
figure 2-10. The sliding gear of the PTO meshes with the transmission
countershaft gear. The operator can move a shifter shaft control lever to slide
the gear in and out of mesh with the countershaft gear. The spring-loaded ball
holds the shifter shaft in position. On some vehicles, PTO units have gear
arrangements that give two speeds forward and one in reverse. Several forward
speeds and reverse gear arrangements are usually provided in PTO units
used to operate winches and hoists. PROPELLER SHAFT ASSEMBLIES The
propeller shaft assembly (fig. 2-12) consists of a propeller shaft, commonly know
as the drive shaft, a slip joint, and two or more universal joints. This
assembly provides a path through which power is transmitted from the
transmission to the drive axle assemblies or auxiliary equipment. Vehicles,
having a long wheel base, are equipped with a propeller shaft that extends from
the transmission or transfer case to a center support bearing and a propeller
shaft that extends from the center support bearing to the rear axle (fig. 2-13).
Figure 2-12.—Propeller shaft assembly. Figure 2-13.—Propeller shaft
assembly with center support bearing. 2-9
Its purpose is to help in distributing the load on the rear of the vehicle to the two
live axles that it connects. The three types of live axles that are used in
automotive and construction equipment are as follows: semifloating, three-
quarter floating, and full floating. DRIVING WHEELS Wheels attached to live
axles are the driving wheels. Wheels attached to the outside of the driving
wheels make up dual wheels. Dual wheels give more traction to the driving
wheels and distribute the weight of the vehicle over more surface. Consider dual
wheels as single wheels in describing vehicles. The number of wheels is
sometimes used to identify equipment; for example, a 4 by 2 could be a
passenger car or a truck with four wheels, two of them driving. On a 4 by 4 (fig.
2-18), power is delivered to the transfer case where it is divided between the
front and rear axle, allowing all four wheels to drive. A 6 by 4 truck with dual
wheels in the rear is identified by six wheels, four of which drive. When a live axle
is in front, the truck becomes a 6 by 6 (fig. 2-19), in which all six wheels drive.
Figure 2-19.—Six-wheeled drive transmission. 2-13
CHAPTER 3 CHASSIS SYSTEMS Chassis systems provides operators with a
means of controlling the direction the equipment travels and allows travel over
uneven terrain by controlling the amount of shock reaching the passengers or
cargo. This chapter covers the basic principles of steering systems, suspension
systems, tires, and brake systems. STEERING SYSTEMS Automotive
steering mechanisms are classified as either manual or power. In both types,
the arrangement and function of the linkage are similar. The main difference
is that manual steering requires more effort for you to steer the vehicle.
Some construction equipment has articulated steering which is powered by the
equipment hydraulic system. STEERING MECHANISMS All steering
mechanisms have the same basic parts (fig. 3-1). The steering linkage ties
the front wheels together and connects them to the steering gear case at Figure
3-1.—Steering linkage assembly. the lower end of the steering column which,
in turn, connects the gear case to the steering wheel. The arms and rods of the
steering linkage have ball ends or ball-and-socket ends to provide a swivel
connection between them. These joined ends have grease fittings, dust seals
or boots, and many of them have end-play adjustment devices. These joints and
devices must be adjusted and lubricated regularly. The arms, rods, and joints
of steering linkage in your equipment may be arranged differently from those
shown in figure 3-1, but you will find them in the same general location in the
front and underneath the vehicle. The tie rod is usually behind the axle and
keeps the front wheels in proper alignment. The tie rod is divided into two lengths
and is connected to the steering gear near the center of the vehicle to provide for
easier steering and maximum leverage. The drag link between the steering arm
and the pitman arm may be long or short, depending on the installation. The
pitman arm is splined to the shaft extending from the steering gear case. It
moves in an arc with its position, depending on which direction the steering
wheel is turned. The arm is vertical when the front wheels are straight ahead.
Therefore, the length of the drag link is determined by the distance between the
steering arm and the vertical position of the pitman arm. Unlike the tie rods, the
length of the drag link is fixed. Part of your prestart and operator maintenance
responsibilities is to check and service the steering linkage lubrication. One
example is the connecting joints between the links that contain bushings.
Additionally, when a vehicle is equipped with manually operated steering, check
the steering gear housing for lubrication, and, if needed, add the
recommended manufacturer’s gear lubricant. If the vehicle is equipped with
power steering, check the belt tension because improper tension can cause
low oil pressure and hard steering. Check the fluid level. If the fluid level is
low, add fluid to bring it up to the recommended level and only use the
recommended power steering fluid. Also, if the level is low, there may be a
leak; therefore, check hose and power steering connections for signs of leaks. 3-
1
The connections may only need tightening to eliminate POWER STEERING
leaks; however, leakage may occur at various points in the power steering unit
if the seals are defective. Power steering (fig. 3-2) adds the following
Document conditions and report them to the mainte- components to the steering
assembly: a hydraulic pump, nance shop for replacement of any defective seal. a
fluid reservoir, hoses, lines, and a steering assist unit whether mounted on the
linkage or incorporated in the The types of steering troubles that develop in
steering gear assembly. vehicle operations that should be documented and
turned in for repair are as follows: ARTICULATED STEERING l l l l l l l Excessive
play in the steering system Hard steering Vehicle wanders Vehicle pulls to one
side when braking Front-wheel shimmy Front-wheel tramps (high-speed
shimmy) Steering kickback Tires squeal on turns Improper tire wear Unusual
noises Hydraulic power is used to turn a whole section of a machine on a
vertical hinge. This design is called articulated steering and it is controlled by
a steering wheel, a hydraulic control valve, and hydraulic cylinders. (See
fig. 3-3.) The pivot is midway in the vehicle, so both parts share equally in the
pivoting. This action produces the effect of four-wheel coordinated steering, such
as the front-and-rear wheels run in each others tracks, backward and
forward. FRONT-AND-REAR STEERING Wheeled equipment may be
designed to steer by angling the front wheels, the rear wheels, and or both These
problems must be documented and turned in the front-and-rear wheels
(fig. 3-4). Front-wheel for repairs. steering is the standard method. The vehicle
follows the Figure 3-2.-Power steering linkage assembly. 3-2
Figure 3-3.-Articulated steering assembly. Figure 3-4.-Front-and-rear
steering. angling of the wheels and the rear wheels do not go behind the
bucket on turns and keeps the front tires outside the path of the front ones, but
trail inside. tracking in the rear while backing away from banks and Rear-wheel
steering swings the rear wheels outside dump trucks. In new equipment, this
design has been of the front-wheel tracks. The principal advantage is replaced
by articulation. greater effectiveness in handling off-center loads at In four-
wheel steering, the front wheels are turned either the front or rear and
preventing path down a one way and the rear wheels are turned to the same
angle sideslope. This type of steering is used with front-end in the opposite
direction. The trailing wheel always loaders, as it keeps the weight of the
machine squarely moves in the same track as the leading wheel whether 3-3
the equipment is moving forward or backward. This design lessens rolling
resistance in soft ground, because one set of tires prepares a path for the
other set. Additionally, this design provides maximum control of the direction
of the load. Also, it enables the equipment to be held on a straight course and
permits short turns in proportion to the maximum angle of the wheels. In crab
steering, both sets of wheels are turned in the same direction. If both sets of
wheels are turned at the same angle, the machine moves in a straight line at an
angle to its centerline. Results can be obtained from either four-wheel steering or
crab steering by using different turning angles on independently controlled front-
and-rear wheels. SUSPENSION SYSTEMS A suspension system anchors and
suspends the wheels or tracks from the frame with springs, as shown in figure 3-
5. It supports the weight and allows the vehicle to be driven under varying loads
and speed conditions over bumpy roads and rough terrain without great risk
of damage. miles. The spring assemblies of the suspension system should be
checked regularly to ensure that shackles are tight and that bushings within the
shackles are not overworn or frozen tight. Occasionally, spraying
lubricating oil on the spring leaves helps to prevent squeaking at the ends of the
spring leaves. Following the lubrication chart for a particular vehicle, check and
lubricate the front suspension system, including linkages, kingpins, and
ball joints. During your checks you may find shock absorber bushings worn. If so,
document it and turn it in so the problem can be looked at. The Construction
Mechanic (CM) inspector may decide the shock absorbers should be replaced.
Some symptoms of suspension troubles in vehicle operation that should be
documented and turned in for repair are as follows: . Hard steering l Vehicle
wanders l Vehicle pulls to one side during normal driving l Front-wheel shimmy
Although suspension systems are a part of your l Front-wheel tramps (high-
speed shimmy) prestart and operator maintenance responsibilities, they usually
do not need to be adjusted or replaced for many l Steering kickback Figure 3-5.
—Front axle suspension system. 3-4
l l l l l Hard or rough ride Sway on turns Spring breakage Sagging springs Noises
The components of a suspension system are the springs and shock absorbers.
Some suspension systems also have torsion bars. SPRINGS The springs
support the frame and the body of the vehicle as well as the load the vehicle
carries. They allow the wheels to withstand the shocks of uneven road surfaces
and provide a flexible connection between the wheels and the body. The best
spring absorbs road shock rapidly and returns to its normal position slowly.
Extremely flexible or soft springs allow too much movement of the vehicle
superstructure, while stiff, hard springs do not allow enough movement. The
springs do not support the weight of the wheels, rims, tires, and axles. These
parts make up the “unsprung weight” of the vehicle. The unsprung weight
decreases the action of the springs and is, therefore, kept to a minimum to permit
the springs to support the vehicle frame and load. Multiple Leaf Springs The
multiple leaf spring is part of the front axle suspension system, as shown in figure
3-5. It consists of a number of steel strips or leaves of different lengths
fastened together by a bolt through the center. Each end of the largest or master
leaf is rolled into an eye which serves as a means of attaching the spring to the
spring hanger and spring shackle. Leaf rebound clips surround the leaves at two
or more intervals along the spring to keep them from separating on the rebound
after the spring has been depressed. The clips allow the spring leaves to
slide but prevent them from separating and throwing the entire rebound
stress on the master leaf. The spring thus acts as a flexible beam. Leaf springs
may be suspended lengthwise (parallel to the frame) or crosswise. When a
leaf spring is compressed, it must straighten out or break; therefore, spring
shackles are required at one or both ends of the spring. Spring shackles provide
a swinging support and allow the spring to straighten out when compressed. One
shackle is used in either the front or rear support of springs installed lengthwise.
Two shackles support springs installed crosswise. Figure 3-6 shows how a
leaf spring is attached to a frame by a spring shackle. The most common types
of spring shackles are the link shackle and the U-shackle. Heavy vehicles have
link shackles. The U-type is more common on passenger cars and light trucks.
On some wheeled tractors, link shackles support a transverse spring on the
dead front axle. Most wheeled tractors do not even have springs, and all
load cushioning is through large, low-pressure tires. Track tractors have one
large leaf spring (fig. 3-7) supported without spring shackles. Fastened to the
engine support, it rests on the frame supporting the tracks and rollers. Brackets
on the track frames keep the spring from shifting. Figure 3-6.-Cross section of
a shackle link. Figure 3-7.-Partially removed tracklayer spring. 3-5
Figure 3-8.-Coil spring suspension. Some vehicles are equipped with leaf
springs at the rear wheels only; others are so equipped both front and rear. Coil
Springs Coil springs (fig. 3-8) are generally used on independent
suspension systems. They provide a smooth ride. Their use has normally
been limited to passenger vehicles. Recently, however, they have been used on
trucks. In figure 3-9, you can see how a coil spring is mounted. The
spring seat and hanger, shaped to fit the coil ends, hold the spring in place.
Spacers of rubberized material are placed at each end of the coil to
prevent squeaking. The rubber bumper, mounted in the spring supporting
member, prevents metal-to-metal contact when the spring is compressed.
Most vehicles are equipped with coil springs at the two front wheels, while
some others have them at both front and rear. SHOCK ABSORBERS Springs
alone cannot meet the requirements for a light vehicle suspension system. A
stiff spring gives a hard ride, because it does not flex and rebound when the
vehicle passes over a bump. On the other hand, too flexible a spring rebounds
too much, and the vehicle rides rough. For these reasons, shock absorbers are
needed to smooth the ride of the vehicle. They do so by keeping the vehicle from
jolting too much, by balancing spring stiffness and flexibility, and by allowing the
springs to return to rest after they are compressed. Although single-acting
shock absorbers check only spring rebound, double-acting shock absorbers
check spring compression and spring rebound to permit the use of the more
flexible springs. Figure 3-9.-Coil spring mounting. 3-6
FRONT AXLE SUSPENSION Most passenger car front wheels are
individually supported with independent suspension systems. The ones you
are likely to see are the coil spring and the torsion bar suspension systems used
with independent front axles and shock absorbers. REAR AXLE
SUSPENSION Driving wheels are mounted on a live-driving axle suspended by
springs attached to the axle housing. Leaf springs generally suspend live axles
using the Hotchkiss drive, as shown in figure 3-10. Coil springs are used on a
number of passenger cars with independent suspension. TIRES Because tires
are expensive, they require proper care and maintenance. While natural wear
and tear affects tire life, premature tire failure can be caused by abuse and
neglect. Proper maintenance of tires results in better performance and longer
service and prevents a hazardous tire failure that can cause loss of life and
equipment. TIRE INSPECTION Tires are cut by sharp objects, bruised by bad
roads and stones, and injured by road shocks in general. To drive with a
seriously damaged tire is dangerous, because it may blow out and cause the
driver to lose control of the vehicle. Carefully inspect your vehicle tires during
prestart and post operations. Remove glass, nails, stones, and other foreign
materials embedded in tires. Tires give longer mileage and safer driving when
damages are repaired immediately. Inflation Correct air pressure is the basis for
reliable tire performance. Tires are designed to operate at specified air
pressures for given loads and inflated to the prescribed air pressure for your
driving condition. When Figure 3-10.—Hotchkiss drive. checking air pressure,
use an accurate gauge and check the valve cores for leaks. NOTE: Reduce the
tire pressure when driving in soft sand and over dunes. This increases the
amount of tire surface in contact with the sand to provide better flotation
(support). However, never reduce the tire pressure so much that the tire slips
on the rim. On some equipment, the air pressure for normal conditions and off-
road conditions is listed on a data plate on the dashboard or in the
operator’s manual. When operating with reduced tire pressure, drive at low
speed. Inflate the tires to normal pressure as soon as the situation permits.
PROPERLY INFLATED.— A properly inflated tire, as shown in figure 3-11,
view A, shows proper contact with the road. Figure 3-11.—Proper and
improper tire inflation. 3-7
Figure 3-12.—Valve cores. UNDERINFLATED.— An underinflated tire is
shown in figure 3-11, view B. This tire does not contain enough air for its size and
the load it must carry. It flexes excessively in all directions and gets hot. In time,
the heat weakens the cords in the tire, and it blows out. Underinflation also
causes tread edges to scuff the road that puts uneven wear on the tread and
shortens tire life. Never run a tire flat, or nearly flat, unless the tactical situation in
combat requires it. When run flat for even a short distance or almost flat for a
long distance, the tire may be ruined beyond repair. OVERINFLATED.— An
overinflated tire is shown in figure 3-11, view C. Too much air pressure also
causes tire failure. Excessive pressure prevents the tire from flexing enough and
causes it to be constantly subjected to hard jolts. When an overinflated tire hits a
stone or rut, the cords may snap and cause a break in the cord body. The center
of the tread wears more rapidly and does not permit equal wear across the entire
tread. Hard riding from too much air pressure also increases wear and tear on
the vehicle. Valves For speed and convenience during inflation, valve stems
should be readily accessible. They should be properly centered in the valve holes
and slots to prevent scraping against the brake drums. They should be placed so
the valves extend through the wheels. Valves on the inside duals should point
away from the vehicle, and the valves on the outside duals should point toward
the vehicle. On dual wheels, the valve of the outside dual is placed 180 degrees
from the inside valve for speed and convenience in checking pressures and
inflation. With this arrangement, the locations of the valves are always known
even when you are checking them in the dark. Spare tires should be mounted so
that the valve is accessible for checking and inflating. VALVE CORES.— The
valve core (fig. 3-12) is that part of the valve that is screwed into the valve stem
and permits air, under pressure, to enter, but prevents it from escaping. Two
types of valve cores and two sizes of each type are in use today. The two types
are the visible spring type and the concealed spring type. The two types are
interchangeable. Two sizes are provided for the standard bore and the large bore
valve stems. The core shell has a rubber washer that provides an airtight seal
against the tapered seat inside the stem. Directly below the shell is a cup that
contains a rubber seat, which, in the closed position, is forced against the
bottom of the shell, forming an airtight seal. The pin on top of the valve core,
when pushed down, forces the cup away from the shell, permitting air to flow.
VALVE CAPS.— The valve cap (fig. 3-13) is also a component part of the
valve and is screwed onto the end of the stem, providing a second airtight seal.
The cap also protects the threads on the end of the stem and Figure 3-13.—
Valve caps. 3 –8
Figure 3-14.—Mismatched tires keeps dirt and moisture out of the valve body.
The screwdriver cap has a forked tip that may be used to install or remove the
valve core. The plain cap generally is used on rubber-covered valves and has
a skirt that contacts the rubber covering on the valve stem. Both caps are
interchangeable with each other. Part of your prestart operation is making sure
that all valve stems have valve caps. Mismatching For longer tire life and more
efficient performance, dual tires and tires on all-wheel drive vehicles must be of
the same size, tread design, and tread wear. Improperly matched tires
cause rapid uneven wear and can also cause transfer case and differential
failures. Accurate matching of tires is necessary, because tires on axle-drive
vehicles rotate at the same speed when all axles are engaged. Dual wheels turn
at the same speed, because they are locked together which means that tires
on all driving wheels must be of the same circumference and diameter. When
one tire of a pair of duals is worn considerably more than the other, the tire
cannot carry its proper share of the load and will scrub the road (fig. 3-14). The
result is uneven and rapid wear on both tires and/or tire failure. Tires should be
used in sets. Mixing different types (bias ply, fiber glass belted, radial ply)
must be avoided. Snow tires should be of the same size and type of
construction as the front tires. Radial-ply tires should always be used in sets.
NOTE: Under no circumstances should radial-ply tires be mixed with bias-
ply tires, together or on the same axle. The problems encountered when mixing
tires on a vehicle are loss of steering control, inadequate vehicle handling, and
potential mechanical damage. These problems vary depending on the stability of
the tires used, differences in dimensions, differences in air pressure, and
other operating conditions. RADIAL-PLY TIRES.— Radial-ply tires (fig. 3-
15) are constructed with casing plies perpendicular to the tread direction, with
several layers of tread-reinforcing plies (steel or fabric) just under the tread
area. This construction permits flexing of the tire with a minimum of tread
distortion, better traction, and a softer ride. Figure 3-15.—Radial-ply tire
construction. 3-9
CHAPTER 3 ENGINE MAINTENANCE Keeping an internal combustion engine
(diesel or gasoline) in good operating condition demands a well-planned
procedure of periodic inspection, adjustments, maintenance, and repair. If
inspec- tions are made regularly, many malfunctions can be detected and
corrected before a serious casualty results. A planned maintenance program
will help to prevent major casualties and the occurrence of many operating
troubles. The Maintenance and Material Management (3-M) System provides
a logical and efficient approach to many maintenance problems. It pro- duces
a large reservoir of information about equipment disorder and indicates what
corrective steps must be taken to prevent them. Another aspect that must be
considered in connection with maintenance problems is the safety
requirement aboard ship. On some ships, the 3-M System includes safety
requirement cards. A safety requirement card provides guidelines and periodicity
for the inspection of selected areas not covered in the regular maintenance
schedule. Complete information about the 3-M System is contained in the
Maintenance and Material Management (3-M) Manual, OPNAVINST
4790.4. There may be times when service requirements will interfere with a
planned maintenance pro- gram. In such event, routine maintenance must be
performed as soon as possible after the specified interval of time has
elapsed. All necessary corrective measures should be accomplished as
soon as possible. Repair jobs should not be allowed to accumulate, otherwise
hurried and inadequate work will result. Since the Navy uses many models of
internal combustion engines, it is impossible to specify a detailed overhaul
procedure that would be adaptable to all models. However, there are
several general rules which apply to all engines. They are: 1. Detailed
repair procedures are listed in manufacturers’ instruction manuals and in
maintenance pamphlets. Study the appropriate manuals and pamphlets
before attempting any repair work. Pay particular attention to tolerance limits,
and adjustments. 2. Observe the highest degree of cleanliness in handling
engine parts during overhaul. 3. Before starting repair work, be sure that all
required tools and replacements for known defective parts are available. 4. Keep
detailed records of repairs. Such records should include the measurements of
parts, hours in use, and the names of the new parts in- stalled. Analyses of such
records will indicate the hours of operation that may be expected from the
various engine parts. This knowledge is helpful as an aid in determining when a
part should be renewed in order to avoid a failure. Since maintenance cards,
the manufacturers’ maintenance manuals, and the various types of instructions
discuss repair procedures in detail, this chapter will be limited to general informa-
tion on engine inspections, adjustments, and maintenance, as well as some
of the troubles encountered during overhaul, the causes of such troubles,
and the methods of repair to be used. INSPECTIONS Inspections and
maintenance are vital in order to maintain engines (diesel and gasoline) in 3-
1
only on engines installed on small boats. Engines like the GM-6-71 do not have
indicator cocks installed. When taking compression readings on a 6-71 engine,
you will perform the following steps: 1. Check the manufacturer’s technical
manual for the minimum compression pressure required for the engine. 2.
Start the engine and run it at approximately one-half the rated load until normal
operating temperatures are reached. 3. Stop the engine and remove the fuel
pipes from the injector and the fuel connectors on the cylinder to be tested. 4.
Remove the injector and install the indicator adapter, with pressure gage
attached, and use the crab nut to hold the adapter in place. 5. Use a space fuel
pipe to fabricate a jumper connection between the fuel inlet and the return
manifold connectors to by-pass fuel to and from the injector. 6. Start the engine
again and run it at approx- imately 600 rpm. 7. Observe and record the
compression pressure as indicated on the gage. Another type of trapped
pressure indicator is the Kiene indicator (figure 3-3). This indicator is basically a
Bourdon gage connected to a cylin- drical pressure chamber. The pressure
chamber contains a check valve which allows the gas to ENGINEMAN 1 & C
flow from the engine into the chamber until the pressures are equalized. This
gage is attached to the chamber and the pressure is read directly. The check
valve is an inverted piston seating on a seat piece. The valve moves up and
down in a guide. A stop nut is used to adjust the travel of the check valve. Most
of you should become familiar with this indicator since it is widely used to check
both the compression and firing pressures on main diesel engines and
emergency generator diesel engines. Review figure 3-4A and B. It is a PMS
situation requirement to be performed when the engine operating conditions
indicate problems. EXHAUST AND CYLINDER TEMPERATURES One of the
most useful tools that the engine operator has for monitoring an engine’s
perform- ance is the thermocouple pyrometer. The prin- cipal use of this device is
in the exhaust system (but it can also be used for other purposes) where it is
used to measure the exhaust gas temperatures at each cylinder or the common
temperature in the exhaust manifold. By comparing the exhaust gas
temperatures of each cylinder, the operator can determine if the load is balanced
throughout the engine. The two types of pyrometers in use are the fixed
installation and the portable hand-held instrument (figure 3-5). Both types use
a ther- mocouple unit, such as the one shown in figure 3-5, installed in the
exhaust manifold. In its simplest form, a thermocouple consists of two dissimilar
metal wires, usually iron and constantan (55% copper and 45% nickel) that are
joined at both ends to form a continuous circuit. When the temperatures at the
junctions are dif- ferent an electrical current is produced and flows in the circuit.
The greater the temperature dif- ference, the greater the voltage produced.
Courtesy of Bacharach, Inc., USA 75.238X Figure 3-3.—Trapped Pressure
Indicator. One junction, known as the hot junction, is contained in a closed-end
tube, installed in the ex- haust manifold of each cylinder. The other junc- tion
called the cold junction, is exposed to room temperature, and is located at the
pyrometer wire 3-4
75.170 Figure 3-5.—Pyrometers used in diesel exhaust systems.
terminals (see figure 3-6). A pyrometer (millivolt meter) measures the voltage
produced and shows the results on a scale which has been calibrated to read in
degrees of temperature. In fixed installa- tion pyrometers, if the connecting wires
are of the same type as those of the thermocouples, the ther- mocouple element
becomes, in effect, extended to the pyrometer terminals and the temperature at
the meter (now the cold junction) becomes the reference temperature. Then the
selector switch can be rotated to any cylinder and contact can be made between
the pyrometer and the hot junc- tion. A reading can then be obtained for that par-
ticular point. The hand-held pyrometer consists of an indicator and a pair of
pointed prods attached to a sub-base and supported by a handle. To obtain a
reading, the prod points are pressed against the exposed thermocouple
terminals. The reading is taken from the scale. A point to remember is that the
zero adjuster must be set to indicate room temperature rather than 0°
temperature. GRAPHIC RECORDS As you read in chapter 2, graphic records
play an important part in keeping an engine in proper operating condition. When
used properly they can 75.171 Figure 3-6.—Sectional view of a
thermocouple. tell you how your engine is performing and what is happening
inside the engine. Graphic records indicate the overall condition of an engine and
warn you when certain parts are beginning to wear out so that you may take
prompt corrective ac- tions and prevent major casualties. ADJUSTMENT AND
MAINTENANCE An internal combustion engine is a com- plicated machine,
built with a high degree of preci- sion throughout and capable of long
dependable service if it is kept in good operating condition. To keep an engine in
good operating condi- tion you must perform all the adjustments and
maintenance prescribed in your installed PMS and the manufacturers’ technical
manuals. In this sec- tion you will read about the adjustment and
maintenance of various components of an inter- nal combustion engine.
AUTOMATIC REGULATING VALVE In many engines, freshwater temperature
is regulated by an automatic regulating valve which maintains the freshwater
temperature at any desired value by bypassing a portion of the water around
the freshwater cooler. An automatic temperature regulator of the type
commonly used in the cooling systems of marine engines is shown in figure 3-7.
Even though these regulators are automatic (self-operated), provisions are in-
cluded in most installations for manual operation in the event that the automatic
feature fails. ENGINEMAN 1 & C 3-6
Chapter 3—ENGINE MAINTENANCE Figure 3-7.—Automatic temperature
regulator. 3-7
ENGINEMAN 1 & C The temperature regulator consists of a valve and a
thermostatic control unit mounted on the valve. The thermostatic control unit
consists of a temperature-control element and a control assembly. The
temperature-control element is essentially two sealed chambers consisting of
a bellows con- nected by a flexible armored capillary tube to a bulb mounted in
the engine cooling-water discharge line. One chamber is formed by the
bellows and cap, which are sealed together at the bottom; the other chamber is
in the bulb. The entire system (except for a small space at the top of the bulb) is
filled with a mixture of ether and alcohol which vaporizes at a low temperature.
When the bulb is heated, the liquid vaporizes and the pressure within the bulb
increases. This forces the liquid out of the bulb and through the
capillary tube to the bellows. As the bellows is moved down, it operates the
valve. The control assembly consists of a spring- loaded mechanical linkage
which connects the temperature-control element to the valve stem. The coil
spring in the control assembly provides the force necessary to balance the
force of the vapor pressure in the temperature-control element. Thus, the
downward force of the temperature- control element is balanced, at any point,
by the upward force of the spring. This permits the valve to be set to hold the
temperature of the engine cooling water within the allowed limits. The regulator
operates only within the temperature range marked on the nameplate; it
may be adjusted for any temperature within this range. The setting is
controlled by the range- adjusting wheel, located under the spring seat. A
pointer attached to the spring seat indicates the temperature setting on a scale
which is attached to the regulator frame. The scale is graduated from 0 to 9,
representing the total operating range of the regulator. The location of a
temperature regulator may be located in either the seawater or
freshwater circuit. In most engines, the regulator is located in
the freshwater circuit. When located in the seawater circuit, the regulator
controls the amount of seawater flow- ing through the coolers. As the
temperature of the freshwater becomes greater than the temperature for
which the regulator is set, the regulator actuates a valve to increase the flow of
seawater through the coolers. On the other hand, when the freshwater
temperature is below the temperature for which the regulator is set, the
regulator actuates the valve and decreases the flow of seawater through the
coolers. In installations where the regulator is in the freshwater circuit, water is
directed to the cooler when the temperature of the water is above the maximum
setting of the regulator. After passing through the cooler where the
temperature of the water is lowered, the water returns to the suction side of the
freshwater pump to be recirculated. When the temperature of the water is below
the maximum setting of the regulator, the water bypasses the cooler and
flows directly to the suc- tion side of the pump. Bypassing the cooler per- mits
the water to be recirculated through the engine; in this way, the temperature
of the water is raised to the proper operating level. Regardless of whether the
regulator is in the fresh or seawater circuit, the bulb which causes the
regulator to operate is located in the freshwater discharge line of the
engine. Temperature regulators not only control the temperature of the
freshwater but also control indirectly the temperature of the oil discharged from
the lubricating oil cooler. Control of the lubricating oil temperature is possible
because the water (freshwater or saltwater) that is passed through the
regulator and the freshwater cooler is also the cooling agent for the lubricating oil
cooler. When the lubricating oil is cooled by seawater, two temperature
regulators are installed in the seawater circuit. The temperature regulator bulb of
the regulator that controls the temperature of the freshwater is installed in the
freshwater cir- cuit; the bulb of the regulator that controls the temperature of the
lubricating oil is installed in the lubricating oil system. Maintenance To allow
proper operation of a temperature regulator, the valve stem must not bind in the
stuffing box, but must move freely. The valve stem must be lubricated frequently
where it enters the stuffing box and also around the threaded sleeve used
for the manual control. A small amount of grease should also be used on the
bevel 3-8
Chapter 3—ENGINE MAINTENANCE Figure 3-8.—Figure Removed.
gears. The valve packing nut should be kept only finger tight and should be
lubricated occasionally with a drop of oil. Should it become necessary to renew
the packing, you will need to remove the nut, take out the packing gland, clean
the stuff- ing box, and repack it with asbestos wicking saturated with oil.
Should the temperature of the freshwater leaving the engine be too high when
the regulator is set on the lowest adjustment setting you should do the following:
1. Ensure that the manual pointer is set at the THERMOSTATIC position. 2.
Ensure that the packing gland is not binding the valve stem and that the
valve stem is not stuck in the COOLER CLOSED (minimum cooling) position. 3.
Check the water lines for other causes of the difficulty. If this check does not
reveal the cause of the trouble, it is probable that the temperature control
element is inoperative, and that it should be checked. If undercooling occurs
when the temperature regulator is set on the highest adjustment setting, check
for a sticking valve in the BY-PASS CLOSED (maximum cooling) position.
Sticking may be caused by a tight stuffing box or by dirt under the lower valve
seat. If the temperature at the bulb is lower than the set temperature and the
valve position indicator shows COOLER 3-9
CLOSED, excessive leakage is indicated. In such case you will have to regrind
the valve using the following procedure: 1. Disconnect the valve from the piping.
2. Remove the packing nut and the packing. 3. Disconnect the valve stem and
remove the locknut from the thermostatic stem. 4. Remove the thermostatic
control unit from the valve. 5. Clean the valve stem until it is smooth. If
necessary, polish it with fine emery cloth. 6. Grind the valve seats until a perfect
seal is obtained; then remove all grinding compound from the valve and the
seats. 7. Reassemble the valve and the control unit. 8. Repack the stuffing box
and lubricate it with engine oil. Figure 3-9.—Bulb installation. ENGINEMAN
1 & C 9. Secure the packing gland nut finger tight. 10. Insert the bulb into the
ship’s piping in either a horizontal or vertical position, as shown in views A and B
of figure 3-9. When the bulb is installed in the vertical position, the nut must be at
the top; when it is installed in the horizon- tal position, the arrow on the indicator
disk must point upward. NEVER INSTALL THE BULB WITH THE NUT AT THE
BOTTOM (as shown in view C of figure 3-9) because in this position the liquid
would be below the end of the internal capillary tube and would have little or no
effect on the bellows of the temperature regulator valve. 11. Adjust the regulator.
Adjustment A closeup of the adjusting and indicating features of the
temperature regulator is shown in figure 3-10. The procedure for adjusting
a temperature regulator is as follows: Rotate the manual crank pin until the
indicator pointer is in Figure 3-10.—Scale and Indicator plates of
temperature regulator. 3-10
the THERMOSTATIC POSITION. Turn the adjusting wheel until the pointer is
opposite 2 on the scale plate. Loosen the locknut and unscrew the valve
stem until it is free of the thermostatic stem. Then turn the adjusting wheel
until the pointer is opposite 8 on the scale plate. (Note: The preceding steps
should be performed with the ther- mostatic bulb removed from the ship’s piping
and when the bulb temperature is below 100°F.) Again rotate the manual
crankpin until the lower end of the seating sleeve is flush with the lower end of
the thermostatic stem. With the seating sleeve and the indicator pointer in this
position, loosen the screws in the indicator plate and slide the plate up or
down as needed to align the THERMOSTATIC mark in the center of the plate
with the indicator pointer. Then retighten the screws. (The marks COOLER
CLOSED and COOLER BY-PASS on the indicator plate are only approximate.)
Screw the valve stem into the thermostatic stem and turn it until the cooler pop-
pet valve seats firmly. Turn the adjusting wheel until the pointer is opposite 2 on
the scale plate. Turn the valve stem one full turn into the ther- mostatic stem and
retighten the locknut. With the manual control on the THER- MOSTATIC
position, turn the adjusting wheel in a direction to bring the pointer to number 9
on the scale plate. Run the engine at warmup speed until the temperature
of the fluid, as indicated by the thermometer in the line with the thermostatic
bulb, rises to the desired temperature. (The desired temperature must be
determined in advance from applicable instructions.) With the engine
running at warmup speed and the temperature at the thermostatic bulb at the
desired value, turn the adjusting wheel until the cooler poppet just begins to
leave its seat. This action is shown by the movement of the mark on the valve
stem downward from the COOLER CLOSED mark on the valve position
indicator. Valves adjusted in accordance with this procedure will normally
maintain the temperature of the fluid at the thermostatic bulb between the
desired value and a temperature approximately 20° higher, under any
conditions of engine load or injection temperature. This 20° difference is the
temperature rise required to cause the poppet valve to move through the
necessary travel. HEATING EXCHANGER DEFINITIONS Problems with the
cooling system of an engine may prevent the cooling system from keeping the
engine parts and working fluids at safe operating temperatures. Failure of the
system may lead to several of the troubles and casualties that have been
discussed earlier. In marine installations, lubricating oil and most of the
engine parts are cooled by the circula- tion of seawater, freshwater, or both.
When the cooling of an engine part is mostly by oil spray or oil circulation, the oil
is cooled by circulation through an oil cooler. Figure 3-11 illustrates a cooling
system in which both freshwater and seawater serve as coolants. When
maintaining engine cooling water temperatures within specified limits, the
principal difficulties you may encounter are in maintain- ing circulating pumps in
operating condition; preventing corrosion; reducing the cause of scale formation
in water jackets and heat exchangers; cleaning jackets and heat exchangers
according to proper procedures; and in preventing leaks in the various parts
of the system. The coolers (or heat exchangers) which remove the heat from the
cooling water of an engine may vary considerably in design. Those used in cool-
ing systems may be classified basically as the radiator type and the tubular type.
The radiator is sometimes referred to as the strut or the Har- rison type, while the
tubular is identified as the Ross or shell-and-tube type. A heat exchanger of both
types is shown in figure 3-12. The heat ex- changer on the top of the picture is a
radiator type heat exchanger; the one on the bottom is a tubular-type heat
exchanger. In heat exchangers of the radiator type, the freshwater passes
through the tubes and the seawater passes around them. In the tubular type,
the freshwater surrounds the tubes and the seawater passes through them.
CASUALTIES Although heat exchangers vary in design, they are all subject to
similar casualties. The principal difficulties which may prevent heat exchangers
from functioning properly are excessive scale deposits on the cooler element,
clogged cooler elements, or cooler leakage. Chapter 3—ENGINE
MAINTENANCE 3-11
ENGINEMAN 1 & C Figure 3-11.—A cooling water system. A gradual
increase in the freshwater temperature is usually an indication of EX-
CESSIVE SCALE on a cooler element. As scale formation increases, there is a
gradual increase in the pressure difference between the inlet and outlet of the
heat exchanger. Scale deposits generally form faster on the saltwater side
than on the freshwater side, because of the greater amount of dissolved salt
present in the water. Complete prevention of scale formation is not possible, but
steps can be taken to reduce its for- mation by using proper cleaning methods
and pro- cedures. Seawater discharge temperature should be maintained
below a specified limit (130°F), because the rate of scale formation is increased
as the temperature increases. The water used in closed cooling systems
must be as pure as possible. Distilled water is recommended for a
freshwater cooling system, but since distilled water is not absolutely pure,
additional steps must be taken to control acidity and alkalinity. The treat- ment
used to control these factors will not remove scales already formed, but it will
prevent further precipitation of scale-forming slats. You will find details for water
treatment in closed water systems in chapter 233, NAVSHIPS Technical
Manual, and in most engine instruction manuals. Not only the hard deposits
chemically precipitated from the circulating water, but also such items as marine
life, grease, and debris of various types may CLOG OR RESTRICT
COOLER ELEMENTS. The principal causes of 3-12 121.11
Chapter 3—ENGINE MAINTENANCE 47.74(121) Figure 3-12.—Types of
heat exchanges. cooler clogging by loose foreign matter are faulty soon as
possible. Obviously, the use of dirty seawater strainers, dirty freshwater,
excessive freshwater will hasten the clogging of a cooler ele- lubrication of the
pumps, and leaking oil coolers. ment. Grease and oil may enter the cooling
system To prevent the entry of sea debris, a punctured and the film deposited on
the cooler element will screen in a seawater strainer must be replaced as reduce
the capacity of the cooler. Grease may 3-13
come from grease cups which are used on some water pumps to lubricate
bearings. If the cups are turned down too much or too often, grease is
forced into the circulating water. A hole in the element of an oil cooler permits oil
to flow into the cooling system. Any source of oil or grease should be located and
repairs made as soon as possible. Corrosion or erosion of the element in a heat
exchanger, as well as operation at excessive pressure, may cause LEAKS.
These leaks can develop either in the element or in the casing. Leakage from
the cooler casing can usually be detected by inspection. Element leaks,
however, are more difficult to detect. Any noticeable decline or rise in the
freshwater tank level, with the temperature remaining normal, usually
indicates leakage. A hole made by corrosion in a cooler element indicates that
corrosion probably exists throughout the element, and a thorough inspec- tion
should be made. Corrosion can be prevented to a large extent by using the
prescribed freshwater treatment, inspecting as necessary and venting the cooler
to remove entrapped air. Holes due to erosion are usually caused by particles of
grit (sand, dirt, etc., resulting usually from operation in shallow water)
striking an element at high velocity. Grit is for the most part so fine that it
passes easily through the strainer. If the strainer is defective, even the larger
particles of grit may enter the cooler. Erosion by water at high velocity may also
result in holes in a cooler element. This occurs when water flow has to be
increased above the rated capacity in order to maintain a desired freshwater
temperature. Whenever it is found necessary to greatly increase the water
flow, the cooler should be cleaned. If the designed maximum operating
pressure (indicated on the exchanger name plate) is ex- ceeded, leaks are apt to
result. Excessive pressure is likely to occur in conjunction with clogging, because
additional pressure is necessary to force a given quantity of water through
a clogged element. MAINTENANCE AND REPAIR Because of the difference
in their construction, methods of cleaning both types of heat exchangers (radiator
and tubular) differ in some respects. Radiator-type heat exchangers are
cleaned by chemical means because mechanical cleaning is not satisfactory
for this type heat exchanger. Chemical cleaning of radiator-type units is
discussed in Engineman 3 & 2, NAVEDTRA 10541 (current edition).
Tubular heat exchangers, on the other hand, are cleaned by mechanical
means. In both types of heat exchangers, loose foreign matter such as seaweed,
sand, and dirt may be removed by blowing steam through the element in a
direction opposite to the normal flow of water. When an element is badly
clogged, care must be exercised not to admit steam at a pressure exceeding the
maximum specified for the element. If a film of oil or grease is evident, the
element should be cleaned like an oil cooler element. Leakage from the CASING
of a radiator-type heat exchanger may be caused by a damaged gasket. If
so, the heat exchanger should be re- moved from the piping in order that flange
faces may be tightened evenly after a new gasket is installed. If there is any
reason to suspect that there are leaks in a heat exchanger element, the best
method for locating them is by an air test. This test may be accomplished as
follows: 1. Remove the element from the casing. 2. Block off the discharge side
of the element. 3. Attach a pressure gage to the inlet line of the element. 4.
Supply low-pressure air to the inlet side of the element. Remember: Air pressure
must NEVER exceed design pressure for the element. 5. Immerse the
element in a tank of water. 6. Check for bubbles. An element of a heat exchanger
may also be tested hydrostatically by filling the element with water under
pressure and checking for leaks. Emergency repair of leaks in the element of a
radiator-type heat exchanger can be made as shown in figure 3-13. When
emergency repairs to the radiator-type heat exchanger are necessary, they may
be made with the use of soft solder and a small torch or soldering iron. Extreme
care must be taken to prevent the surrounding area from being overheated, thus
causing the existing solder to melt. Small radiator-type heat exchangers
ENGINEMAN 1 & C 3-14
chapter. 3-31
ENGINEMAN 1 & C Broken or bent crankshafts may be caused by the
improper functioning of a torsional vibration damper. Vibration dampers are
mounted on the crankshafts of some engines to reduce the tor- sional vibrations
set up within the crankshaft and to ensure a smoother running engine. If a
damper functions improperly, torsional vibrations may rupture the internal
structure of the shaft. The principle of operation is similar in most dampers, yet
their construction and their component parts vary somewhat. If the engine is
equipped with a vibration damper, the engine in- struction manual must be
consulted for informa- tion on type, construction, and maintenance of the
damper. In most engines, one end of the crankshaft is flanged to receive the
damper, the damper being bolted or doweled onto the flange. A damper must be
fastened securely to the crankshaft at all times during engine operation;
otherwise, the damper will not control the crankshaft vibrations. Small dampers
are usually grease-packed, while larger ones frequently receive lubrication from
the main oil system. Dampers that are grease lubricated must have the
grease changed periodically, as specified in the manufacturer’s instructions. If
the assembly is of the elastic type, it must be protected from fuel, lube oil,
grease, and excessive heat, all of which are detrimental to the rubber. Excessive
rumbling at certain engine speeds may indicate that the damper is not functioning
properly. You must learn to distinguish between this and the normal noise
usually heard in some engines during the first and last few revolutions when the
engine is starting or stopping. This noise is normal, it is due to the large designed
clearances in the damper and is not a sign of impending trouble. Crankshaft
breakage or bending may be the result of excessive bearing clearances.
Excessive clearance in one main bearing may place practic- ally all of the load on
another main bearing. Flex- ing of the crankshaft under load may result in fatigue
and eventual fracture of the crank web. (See figure 3-19.) Excessive bearing
clearance may be caused by the same factors that cause journal bearing failure.
Furthermore, off-center and out- of-round journals tend to scrape off
bearing material. This leads to excessive wear and to the increase of the
clearance between the shaft and Figure 3-19.—Cracked crank web. 121.3
bearing. You can minimize the possibility of jour- nal out-of-roundness by
taking measures to pre- vent improper lubrication, journal bearing failure,
overspeeding or overloading of the engine, excessive crankshaft
deflection, and misalignment of parts. Crankshaft bending breakage (out-
of- roundness) may also result from excessive crankshaft deflection.
Excessive shaft deflection, caused by improper alignment between the driven
unit and the engine, may result in a broken or bent shaft along with considerable
other damage to bearings, connecting rods, and other parts. Ex- cessive
crankshaft deflection may also be caused by overspeeding an engine. The
amount of deflec- tion of a crankshaft may be determined by the use of a straight
gage. The straight gage is merely a dial-reading inside micrometer used to
measure the variation in the distance between adjacent crank webs where the
engine shaft is barred over. When installing the gage, or indicator, between
the webs of a crank throw, place the gage as far as possible from the axis of
the crankpin. The ends of the indicator should rest in the prick-punch marks in
the crank webs. If these marks are not present, you must make them so that the
indicator may be placed in its correct position. Consult the manufacturer’s
technical manual for the proper location of new marks. 3-32Chapter 3—ENGINE
MAINTENANCE Readings are generally taken at the four crank positions: top
dead center, inboard, near or at bottom dead center, and outboard. In
some engines, it is possible to take readings at bottom dead center. In
others, the connecting rod may interfere, making it necessary to take the reading
as near as possible to bottom dead center without having the gage come in
contact with the con- necting rod. The manufacturer’s technical manual for the
specific engine provides information con- cerning the proper position of the crank
when readings are to be taken. When the gage is in its lowest position, the dial
will be upside down, necessitating the use of a mirror and flashlight to obtain a
reading. Once the indicator has been placed in position for the first deflection
reading, do NOT touch the gage until all four readings have been taken and
recorded. Variations in the readings obtained at the four crank positions will
indicate distortion of the crank. Distortion may be caused by several fac- tors,
such as a bent crankshaft, worn bearings, or improper engine alignment. The
maximum allowable deflection can be obtained from the manufacturer’s
technical manual. If the deflec- tion exceeds the specified limit, take steps to
deter- mine the cause of the distortion and to correct the trouble. Deflection
readings are also employed to determine correct alignment between the
engine and the generator, or between the engine and the coupling. When
alignment is being determined, a set of deflection readings is usually taken at the
crank nearest to the generator or the coupling. In aligning an engine and
generator, it may be necessary to install new chocks between the generator
and its base to bring the deflection within the allowable value. It may
also be necessary to shift the generator horizontally to obtain proper
alignment. When an engine and a coupling are to be aligned, the coupling must
first be correctly aligned with the drive shaft; then, the engine must be properly
aligned to the coupling, rather than the coupling aligned to the engine.
CAMSHAFTS In addition to the camshaft and bearing troubles already
mentioned, the cams of a camshaft may be damaged as a result of improper
valve tappet adjustment, worn or stuck cam followers, or failure of the
camshaft gear. Cams are likely to be damaged when a loose valve tappet
adjustment or a broken tappet screw causes the valve to jam against the cylinder
head, and the push rods to jam against their cams. This will result in scoring or
breaking of the cams and followers, as well as severe damage to the piston and
the cylinder. Valves must be timed correctly at all times, not only for the proper
operation of the engine but also to prevent possible damage to the engine parts.
You should inspect frequently the valve actuating linkage during operation to
determine if it is operating properly. Such inspections should include taking
tappet clearances and adjusting, if necessary; checking for broken, chipped, or
improperly seated valve springs; inspecting push rod end fittings for proper
seating; and inspect- ing cam follower surfaces for grooves or scoring.
JOURNAL BEARINGS Engine journal bearing failure and their causes may vary
to some degree, depending upon the type of bearing. The following
discussion of the causes of bearing failure applies to most bearings—
main bearings as well as crank pin bear- ings. The most common journal
bearing failures may be due to one or to a combination of the following causes:
1. Corrosion of bearing materials caused by chemical action of oxidized
lubricating oils. Oxidation of oil may be minimized by changing oil at the
designated intervals, and by keeping engine temperatures within recommended
limits. Bearing failures due to corrosion may be identified by very small pits
covering the surfaces. In most instances, corrosion occurs over small bearings
areas in which high localized pressures and temperatures exist. Since the
small pits caused by corrosion are so closely spaced that they form channels, the
oil film is not continuous and the load-carrying area of the bearing is reduced
below the point of safe operation. 2. Surface pitting of bearings due to high
localized temperatures that cause the lead to melt. 3-33
temperatures. 3-34
Chapter 3—ENGINE MAINTENANCE Another source of trouble during
installation is due to the interchanging of the upper and lower shells. The
installation of a plain upper shell in place of a lower shell, which contains an
oil groove, completely stops the oil flow and leads to early bearing failure. The
resulting damage not only may ruin the bearing but may also extend to other
parts, such as the crankshaft connecting rod, piston, and wrist pin. 8. Failure
to follow recommended procedures in the care of lubricating oil. Lack of
proper amount of lubricating oil will cause the overheating of a bearing,
causing its failure (see figure 3-22). In large engines, the volume of the
lubricating oil passages is so great that the time required to fill them when
starting an engine could be sufficient to permit damage to the bearings. To
prevent this, separately driven lubricating oil priming pumps are installed, and
by their action, the oil is circulated to the bearings before an engine is
started. Priming pumps should be secured prior to starting the engine
when the prescribed pressure has been obtained. circulation, and sufficiently
low to prevent excessive oxidation of the lubricating oil. Nor- mally, the
manufacturer’s technical manual should be followed as to the correct
lubricating oil temperature to maintain. However, if no manual is available,
the temperature of the oil leaving the engine should be maintained between 160°
and 200°F. When possible, oil must be analyzed at recommended intervals
to determine its suitability for further use. In addition, regular service of oil filters
and strainers must be main- tained, and oil samples must periodically be drawn
from the lowest point in the sump to determine the presence of abrasive
materials or water. The lube oil purifier should be used in accordance with
required procedures. Strict adherence to recom- mended practices will reduce
the failure of bear- ings and other parts because of the contaminated oil or
insufficient supply of clean oil. FRICTIONLESS BEARINGS Maintenance of
recommended oil pressures is essential to ensure an adequate supply of oil at all
bearing surfaces. Refer to the oil pressure gage as it is the best source of
operational information to indicate satisfactory performance. Figure 3-23 lists
the troubles that may be encountered with all types of (antifriction fric-
tionless) bearings. Use Navy-approved, low-corrosive lubricating oils at
recommended oil temperatures. Recom- mended temperatures have been
determined by extensive tests in laboratory and in service. They are
sufficiently high to assure satisfactory Since dirty bearings will have a very short
serv- ice life, every possible precaution must be taken to prevent the entry of
foreign matter into bear- ings. Dirt in a bearing which has been improperly or
insufficiently cleaned may be detected by noise when the bearing is rotated,
by difficulty in rotating, or by visual inspection. Do not discard an antifriction
bearing until you have definitely established that something in addition to dirt has
caused the trouble. You may determine this by properly cleaning the bearing.
Spalled or pitted rollers or races may be first recognized by the noisy operation of
the bearing. Upon removal and after a very thorough clean- ing, the bearing will
still be noisy when rotated by hand. (Never spin a frictionless bearing with
compressed air.) Roughness may indicate spall- ing at one point on the raceway.
Figure 3-22.—Overheated bearing. 121.6 Pay particular attention to the inner
surface of the inner race, since it is here that most sur- face disintegration first
occurs. Since pits may be covered with rust, any sign of rust on the rollers or
contact surfaces of the races is a probable indication that the bearing is
ruined. 3-35ENGINEMAN 1 & C Trouble Dirty bearing Spalled or pitted
rollers or races Dented (brinelled) r a c e s Failed separator Races
abraded on external surfaces Cracked race Excessive looseness
Causes Improper handling or storage Use of dirty or improper
lubricant Failure to clean housing Poor condition of seal Dirt in
bearing Water in bearing Improper adjustment of tapered roller
bearings Bearing misaligned or off square Improper installation or
removal Vibration while bearing is inoperative Initial damage during in-
stallation or removal Dirt in the bearing Locked bearing Improper fit
of races Improper installation or removal (cocking) Abrasives in
lubricant Figure 3-23.—Antifriction bearing troubles and their causes.
Brinelled or dented races are most easily recognized by inspection after
a thorough clean- ing. Brinelling receives its name from its similarity to the
Brinnell hardness test, in which a hardened ball is pressed into the material.
The diameter of the indentation is used to indicate the hardness of the
material. Bearing races may be brinelled by excessive and undue
pressures during installa- tion or removal, or by vibration from other
machinery while the bearing is inoperative. If heavy shafts supported by
frictionless bearings are allowed to stand motionless for a long time, and if
the equipment is subject to considerable vibra- tion, brinelling may occur.
This is due to the peen- ing action of the rollers or balls on the races. 3-36
Brinelled bearings must not be placed back in service. Steps can be taken to
prevent brinelling. Proper maintenance will help a great deal, and the best
insurance against brinelling caused by vibration is to rotate the shafts
supported by the frictionless bearings at regular intervals (at least once a
day) during periods of idleness. These actions will prevent the rollers from
resting too long upon the same portion of the races. Separator failure may
become apparent by noisy operation. Inspection of the bearings may reveal
loose rivets, failure of a spot weld, or crack- ing and distortion of the
separator. Failure of separators can usually be avoided if proper
installation and removal procedure are followed, and steps are taken to
exclude the entry of dirt. Abrasion (scoring, wiping, burnishing) on the
external surface of a race indicates that relative motion has occurred
between the race and the bearing housing or shaft surface. The race
adja- cent to the stationary member is usually made a push fit so that
some creep will occur. Creep is a very gradual rotation of the race. This
extremely slow rotation is desirable as it prevents repeated stressing of
the same portion of the stationary race. Wear resulting from the proper
creep is negligible and no damaging abrasion occurs. However, abrasion
caused by locked bearings or the improper fit of the races must be
prevented. Cracked races will usually be recognized by a definite thump or
clicking noise in the bearing during operation. Cleaning and inspection is
the best means of determining if cracks exist. Cracks usually form parallel
to the axis of the race. The cracking of bearing races seldom occurs if
proper installation and removal procedures are followed. Excessive
looseness may occur on rare occa- sions even though no surface
disintegration is apparent. Since many frictionless bearings appear to be
loose, even when new, looseness is not always a sign of wear. The best
check for excessive looseness is to compare the suspected bearing with a new
one. Wear of bearings, which cause looseness without apparent
surface disintegration, is generally caused by the presence of fine abrasives
in the lubricant. Taking steps to exclude abrasives and keeping lubricating oil
filters and strainers in good condition is the best way to prevent this type of
trouble.
Most of the troubles listed in figure 3-23 require the replacement of an
antifriction bear- ing. The cause of damage must be determined and eliminated
so that similar damage to the replace- ment bearing may be prevented. Dirty
bearings may be made serviceable with a proper cleaning, providing other
damage does not exist. In some cases, races abraded on the external
surfaces can be made serviceable, but it is generally advisable to replace
abraded bearings. Dirty frictionless bearings must be thoroughly cleaned
before being rotated or inspected. AUXILIARY DRIVE MECHANISMS
Auxiliary drive mechanisms are used in inter- nal combustion engines to maintain
a fixed and definite relationship between the rotation of the crankshaft and the
camshaft. This is necessary in order that the sequence of events necessary for
the correct operation of the engine may be car- ried out in perfect unison. Timing
and the rota- tion of various auxiliaries (blowers, governor, fuel and lubricating
oil pumps, circulating water pumps, overspeed trips, etc.) are accomplished
by a gear or chain drive mechanism from the crankshaft. (Some small
engine auxiliaries may be belt-driven.) GEAR MECHANISMS The principal type
of power transmission for timing and accessory drives in most diesel engines
is a system of gears similar to those shown in figure 3-24. In some of the larger
engines, there may be two separate gear trains, one for driving the camshaft
and the other for driving certain accessories. The type of gear employed for a
particular drive depends upon the function it is to perform. Most gear trains use
single helical spur gears, while governor drives are usually of the bevel type;
reverse and reduction gear units employ double helical gears to balance fore
and aft components of tooth pressure. Small gears are usually made from a
single forging, while larger ones are quite often built up in split sections. (See the
crankshaft gear in figure Chapter 3—ENGINE MAINTENANCE 121.8 Figure 3-
24.—Relative arrangement of the gears in an auxili- ary drive mechanism. 3-
24.) Most gears are made of steel, although cast iron, bronze, or fiber are
sometimes used. The timing gear train shown in figure 3-24 is used on some
two-stroke cycle diesel engines. The camshafts rotate at the same speed as
the crankshaft. Note that two idler gears are necessary to transfer crankshaft
rotation to the camshaft gears. The idler gears are used because the cam-
shafts and crankshaft are displaced a considerable distance. If idler gears
were not used, the crankshaft and camshaft gears would have to be
considerably larger. A similar timing gear train may be found in some four-
stroke cycle engines, except that the camshaft gear or gears will have twice as
many teeth as the crankshaft gear to permit the cam- shaft to rotate at one-half
BMW to Deploy Direct Injection, Regen Braking and Stop/Start on All Models
12 September 2005
A gasoline direct injection (GDI) engine sprays the fuel directly into the
combustion chamber of each cylinder (as opposed to a port fuel injection (PFI)
or carburetor engine) and delivers significantly increased performance and
decreased fuel consumption and emissions.
First-generation GDI systems are wall-guided—the spray hits the wall, and the
formation of the fuel-air cloud depends mainly on the charge movements. A
spray-guided technique uses the injection procedure itself and not the charge
movement to ensure that a combustible mixture is brought to the sparkplug at
exactly the right time, regardless of pressure and temperature conditions.
In the BMW application, the engine is able to run on a lean mixture all the way
from idle speed to high revs. This delivers the enhanced fuel economy.
BMW High Precision Injection will first be launched in the European markets.
The third component is Auto Start/Stop. This system will automatically switch
off the engine in as soon as the car comes to a standstill, with restart triggered
by pressing down on the clutch or the gas pedal. Similar to the intelligent
alternator control for regaining brake energy, the Automatic Engine Start/Stop
System is based in principle on conventional components.
The main difference is that software now serves to link the various sensors,
the starter and the alternator control with one another.
Prior to 1980, nearly all gasoline engines used carburetors. Since 1990, all
gasoline passenger cars sold in the United States use electronic fuel injection
(EFI).
Contents
[hide]
• 1 Benefits
• 2 Basic Function
• 3 Gasoline or Diesel
• 4 Detailed Function
o 4.1 Pulsewidth Calculation
• 5 Various Injection Schemes
o 5.1 Indirect injection
o 5.2 Throttle-body injection
o 5.3 Central port injection
o 5.4 Sequential central point injection
o 5.5 Multi-port fuel injection
o 5.6 Direct injection
• 6 Evolution
o 6.1 Pre-Emission Era
o 6.2 Post Emission Era
• 7 External Links
[edit]
Benefits
• Emissions
o Significantly reduced "engine out" or "feedgas"
emissions (the chemical products of engine combustion).
o A reduction in final tailpipe emissions (≈ 0.99%)
resulting from the ability to accurately condition the
"feedgas" in a manner that maximizes the function of the
catalytic converter.
• Power Output
o Fuel injection often produces more power than an
equivalent carbureted engine. However, fuel injection alone
does not increase maximum engine output; increased airflow
is necessary, to oxidize more fuel, which generates more
output. The combustion process converts the fuel's chemical
energy into heat, whether the fuel arrived via EFI or a
carburetor is not significant. Fuel injection components are
smaller than a carburetor, which permits more design
freedom to arrange the components in a manner that
improves the air's path into the engine. In contrast, a
carburetor's potential mounting locations are limited because
it is larger, it must be carefully oriented with respect to
gravity, and it must be equal distance to the engine's
cylinders. These design constraints impose packaging
limitations that compromise the air induction path.
o Fuel injection is more likely to increase efficiency than
power. When cylinder-to-cylinder fuel distribution is improved
(common with EFI), less fuel is required to generate the
same power output; this increases efficiency - (BSFC, brake
specific fuel consumption). When distribution is less than
ideal (and it always is under one condition or another), more
fuel than necessary is metered to the rich cylinders, in order
to provide enough fuel in the lean cylinders. Power output is
asymmetrical with respect to air/fuel ratio. In other words,
burning extra fuel in the rich cylinders does not reduce
power nearly as quickly as burning too little fuel in the lean
cylinders. This results in the rich cylinders "running even
richer" of the most efficient air/fuel ratio, but at least now all
the cylinders are generating maximum output. An analogy is
that of painting a wall. One coat of paint may not cover very
well. The second coat dramatically improves the
appearance, but some areas got more paint than necessary.
Improved distribution dramatically improves emissions,
much more so than power or efficiency, by having more
combustion events occur near the stoichiometric air/fuel
ratio.
Injection systems have evolved significantly since the mid 1980s. Current EFI
systems provide an accurate and cost effective method of metering fuel. The
emission and subjective performance characteristics have steadily improved with
the advent of modern digital controls, which is why EFI systems have replaced
carburetors in the marketplace.
EFI is becoming more reliable and less expensive through widespread usage. At
the same time, carburetors are less available and more expensive. Marine
applications are rapidly adopting EFI as reliability improves. If this trend
continues, it is conceivable that virtually all internal combustion engines,
including garden equipment and snow throwers, will eventually use EFI. The
1990 Subaru Justy was the last carbureted passenger car sold in the U.S.
A carburetor's fuel metering system is less expensive when emission regulations
are not a requirement, as is the case in developing countries. EFI will
undoubtedly replace carburetors in these nations too as they adopt emission
regulations similar to Europe and the U.S.
[edit]
Basic Function
The fuel injector, which acts as the dispensing nozzle, injects liquid fuel directly
into the engine. This usually requires an external pump. These are only two of
many components that comprise a complete fuel injection system.
The process of determining the amount of fuel, and its delivery into the engine,
are known as metering. Early injection systems used mechanical methods to
meter fuel. Modern systems, nearly all EFI, use an electronic injector to inject the
fuel, and a CPU to calculate the quantity of fuel.
A carburetor uses minute differences in air pressure to emulsify (premix fuel with
air), and then to push the mixture into the engine’s air intake. The carburetor
itself generates its own air pressure differences using the venturi principle. A
carburetor is a self-contained fuel metering system, and is cost competitive when
compared to injection, which requires several additional components in order to
duplicate the carburetor's function.
[edit]
Gasoline or Diesel
The calibration, and often the design, of a fuel injection system differ depending
on the type of fuel: propane (LPG), gasoline, alcohol, methane (natural gas),
hydrogen or diesel. The vast majority of fuel injection systems are for gasoline or
diesel applications and to a lesser extent for LPG, and in the past, the designs
were quite different. With the advent of EFI, the two systems have grown similar
in concept, but the nature of the fuels and their respective combustion
characteristics will continue to require differences in their systems.
• Diesel
o At one time, nearly all diesel engines used high-pressure
"mechanical injection", i.e., not "electronic injection".
o Diesels are rapidly adopting EFI, which is based on an electronic
fuel injector similar to a modern gasoline application.
• Gasoline
o Prior to EFI, it was extremely rare for an automobile engine to be
equipped with fuel injection. If it was, it was most likely a low-
pressure mechanical system of "immature" technology. These early
systems were generally used on exotic performance vehicles, or for
racing.
o Robert Bosch GmbH, and Bendix introduced the first electronic
injection systems starting in the 1950s, and they were quite
dissimilar to today's EFI. (#Evolution)
[edit]
Detailed Function
Note: The following description applies to a modern EFI gasoline engine.
Parallels to a diesel can be made, but only conceptually.
• Injectors
• Fuel Pump
• Fuel Pressure Regulator
• ECU - Electronic Control Unit; includes a digital CPU, and circuitry to
communicate with sensors and control outputs.
• Wiring Harness
• Various Sensors (Some, of the sensors required are listed here.)
The electronic fuel injector is normally closed and opens to flow fuel as long as
an electric pulse is applied to the injector. The pulse’s duration (pulsewidth) is
proportional to the amount of fuel desired. When the pulse is applied, pressurized
fuel passes from the fuel line, through the open injector, into the engine’s air
intake, usually just ahead of the intake valve.
Since the nature of fuel injection dispenses fuel in discrete amounts, and since
the nature of the 4-stroke-cycle engine has discrete induction (air-intake) events,
the CPU calculates and dispenses fuel in discrete amounts. The fuel quantity is
tailored for each individual induction event. In other words, every induction event,
of every cylinder, of the entire engine, is a separate calculation, and each injector
receives a unique pulsewidth based on that cylinder’s fuel requirements.
It is necessary to know the amount (actually mass) of air the engine "breathes"
during each induction event. This is proportional to the intake manifold’s air
pressure, which is proportional to throttle position. The amount of air inducted,
known as "air-charge", can be determined using one of several methods, but
they are beyond the scope of this topic. (See MAF sensor, or MAP sensor.)
Note: The right pedal is not the gas pedal; it is the air pedal. The throttle
pedal determines the air, and in turn, the airflow determines the fuel. The
same is true for carburetors.
The three elemental ingredients for combustion are fuel, air and ignition, the last
of which is outside this topic. The sensors and CPU interpret the air mass in
order to calculate the fuel mass. The nominal (chemically correct) air/fuel ratio is
14.64:1, by weight, for gasoline. This "molar balanced" ratio is called
stoichiometry.
In summary, the vehicle operator opens the engine’s throttle (right pedal), the
sensors measure airflow, the CPU calculates the desired air/fuel ratio, and then
outputs a pulsewidth providing the precise mass of fuel for efficient combustion.
This process is repeated every time an intake valve opens.
The modern EFI system treats each injection as series of discrete events, which
when all strung together, perform one, smooth, seamless experience. An
oversimplified analogy is that it is not unlike a motion picture that appears to
move from a series of individual images.
[edit]
Pulsewidth Calculation
First, the CPU determines airflow from the sensors. (The various methods
to determine airflow are beyond the scope of this topic. See MAF sensor,
or MAP sensor.)
This may be single point where the fuel is injected using one nozzle, usually in
the throttle housing, or multi point where each cylinder has its own injector in
the inlet manifold. The nozzles may be opened using the pressure in the fuel
system or there may be a solenoid on the injector that will pulse it open and
closed in a duty cycle according to the desired fuel requirement.
[edit]
Throttle-body injection
Electronic throttle-body injection (normally called TBI, though Ford used the
abbreviation, CFI) was introduced in the early 1980s as a transition technology to
fully electronic port injection. The system injects fuel into the throttle-body (a wet
system), because fuel passes through the intake runners like a carburetor
system. This system had all the drawbacks of a carburetor, and all the
drawbacks of early automotive electronics as well. Computer-controlled TBI was
inexpensive, and was primarily a transition phase from carburetors to port fuel
injection.
[edit]
Central port injection
[edit]
Sequential central point injection
GM refined the CPI system into a sequential central port injection (SCPI) system
in the mid-1990s. It used valves to meter the fuel to just the cylinders that were in
the intake phase. This worked well on paper, but the valves had a tendency to
stick. Fuel injector cleaner sometimes worked, but the system remained
problematic.
[edit]
Multi-port fuel injection
The goal of all fuel injection systems is to carefully meter the amount and timing
of fuel to each cylinder. This is achieved with the more sophisticated fuel injection
systems, often called multi-port fuel injection (MFI) or sequential port fuel
injection (SFI). On gasoline applications, the system uses a single injector per
cylinder and injects fuel immediately ahead of the intake valves.
[edit]
Direct injection
Since mid-2000s, many diesel engines feature direct injection (DI). The
injection nozzle is placed inside the combustion chamber itself and the piston
incorporates a depression (often toroidal) which is where initial combustion takes
place. Direct injection diesel engines are generally more efficient and cleaner
than indirect injection engines, but tend to be noisier; which is being addressed in
newer common rail designs.
Some hi-tech petrol engines utilize this system as well. This can improve the
engine's volumetric efficiency by permitting more design freedom for the air
induction system. The injector also features distinct spray modes to better
manage combustion characteristics.
[edit]
Evolution
[edit]
Pre-Emission Era
Indirect fuel injection has been used in diesel engines since the mid 1920s,
almost from their introduction (due to the higher energy required for diesel to
evaporate). The concept was adapted for use in petrol-powered aircraft during
World War II, and direct injection was employed in some notable designs like the
Daimler-Benz DB 603 and later versions of the Wright R-3350 used in the B-29
Superfortress.
In 1957, Chevrolet introduced a mechanical fuel injection option for its 283 V8
engine, made by General Motors' Rochester division. This system used a single
central plunger to feed fuel to all eight cylinders, in contrast to Mercedes'
individual plunger for each of the six cylinders, but it nevertheless produced 283
hp (211 kW) from 283 in³ (4.6 L), making it the first production engine in history to
exceed 1 hp/in³ (45.5 kW/L).
[edit]
Post Emission Era
The early fuel injection systems were "open loop". This was generally fine, as
long as all the components of the system were clean and within operational
parameters. However, the electro-mechanical sensors often deteriorate with
time, or became dirty, and it was impossible to emissions compliance over the
life of the vehicle. Soon, even more stringent emissions legislation occurred. In
order to address these issues, "closed loop" feedback control of EFI appeared in
1980. Closed loop fuel control is accomplished with the Lambda-Sond sensor,
commonly referred to as the exhaust gas oxygen sensor, or EGO sensor, or O2
sensor. This sensor resembled a spark plug without an electrode and is designed
into the exhaust system upstream of the catalyst. The EGO sensor measures the
oxygen content in the exhaust. Oxygen, or the lack of it, is proportional to the
air/fuel mixture ingested into the engine.
"Closed loop feedback" fuel control made possible by digital EFI systems
reduced exhaust emissions to less than 1% of the 1960 models. Unleaded fuel
protects the catalytic converter so this level of emission performance is durable
for tens of thousands of miles.
Starting in 1982, Bosch used a mass airflow meter on their L-Jetronic system,
changing the name to LH-Jetronic (L for Luft, or air, and H for Heiße-leitung, or
hot-wire), as the first true sensor for actual air mass involved the use of a heated
platinum wire. The LH-Jetronic system is also notable in that it was the first
system to abandon an analog ECU (using mainly AF components) in favor of a
digital computer, which is now the prevailing form of ECU. This further refined
air/fuel ratio control.
[edit]
External Links
[edit]
Theory of operation
The major advantages of a GDI engine are increased fuel efficiency and high
power output. This is achieved by the precise control over amount of fuel and
injection timings which are varied according to the load conditions. Basically, the
engine management system continuously chooses between three different
modes of combustion: ultra lean burn combustion, stoichiometric combustion and
high power output mode.
Each mode is characterized by air-fuel ratio, the amount of fuel in the air-fuel
mixture; the stoichiometric ratio for petrol is 14.7 to 1 by weight, but in ultra lean
mode, it could be as high as 65 to 1. These leaner mixtures than those ever
achieved in the conventional engines are desired because of reduced fuel
consumption.
[edit]
History
It was not until the 1990s that gasoline direct injection reappeared on the market.
Mitsubishi Motors was the first with a GDI engine in Japan, which it brought to
Europe in 1998, but high-sulphur fuel led to emissions problems, and fuel
efficiency was less than expected. PSA Peugeot Citroën also launched a GDI
engine in the late 1990s, but both were withdrawn from the market in 2001.
DaimlerChrysler produced a special engine for 2000, offered only in markets with
low sulphur fuel.
Later GDI engines have been tuned and marketed for their high performance.
Volkswagen/Audi led the trend with their 2001 GDI engine, under the product
name Fuel Stratified Injection (FSI). The technology, adapted from Audi's Le
Mans racecars, induces a electric charge in the fuel-air mixture.
BMW followed with a GDI V12. PSA is cooperating with BMW on a new line of
engines for future introduction.
General Motors had planned to produce a range of GDI engines by 2002, but in
the end Opel introduced the only direct injection gasoline engine, a version of the
2.0 L Ecotec.
[edit]
•
DIRECT-INJECTION CREATES MORE EFFICIENT GASOLINE ENGINES
Snides Remarks: Notice the date obn this release...this and others showed up
in my e mail in response to my last article., Thanks whoever.
This technology - called DISI for direct injection spark ignition - is being tested
in a 1.1-liter three-cylinder gasoline engine that achieves 70 hp.
How it Works
With a conventional fuel injected engine, all cylinders are supplied with a mist-
like mixture of air and fuel, at a constant 14.7:1 ratio. One or more injector
nozzles spray fuel into the air stream being fed to the intake valves. This
spray is mixed with air during the intake stroke and flushed into the cylinder,
where it is ignited by the spark plug.
The throttle valve determines how much of the air-fuel mixture enters each
cylinder. A closed throttle valve means little air in the engine, and thus a small
amount of injected fuel, while an open throttle means a lot of air in the engine,
equating to a lot of fuel.
Under traditional technology, the air-fuel mixture inside the cylinder can't
deviate very much from the optimum 14.7:1 ratio of air to fuel. In particular,
air-fuel mixtures that are too lean simply won't ignite.
With DISI, the spark plug is surrounded by a relatively small, precisely shaped
volume of ignitable air-fuel mixture that results when fuel is sprayed toward
the spark plug just before ignition. Only the area directly around the spark
plug, at the top of the cylinder, contains air-fuel mixture. Other areas inside
the combustion chamber merely contain air or recirculated exhaust gas.
This stratification of the charge allows the new DISI engine to burn mixtures
with a much higher rate of air than conventional lean-mix engines. With the
Ford DISI engine, the fuel-air ratio can increase to 60 parts of air (instead of
14.7) for every part of fuel.
Fuel is injected into the cylinder. The shaped piston crown guides the air/fuel
mix to the spark plug.
As the spark plug fires, igniting the mixture, surrounding areas contain only air
or recirculated gases, forming an insulating cushion at the cylinder walls and
cylinder head.
The DISI charge stratification process works best at low and medium loads in
the lower half of the engine speed range, where traditional gasoline engines
are least efficient.
Synergistic Technology
Changes in the coolant system also could help to improve fuel economy for a
vehicle equipped with the DISI engine.
A new control system for the coolant circuit could shut off the fan motor over a
longer period of time or reduce the operating speed of the water pump, during
economy mode operation. Either would reduce operating drag on the engine,
and improve economy.
More Press Releases on Technology
Left side of a Ford Cologne V6 engine, clearly showing a (rusty) cast iron
exhaust manifold - three exhaust ports into one pipe.
This vacuum can also be used to 'suck' any piston blow-by gases from the
engine's crankcase. This is known as a closed crankcase ventilation or positive
crankcase ventilation (PCV) system. This way the gases are burned with the
gas/fuel mixture.
The intake manifold is located between the carburetor and the cylinder head. On
multi point injected engines, the intake manifold holds the fuel injectors.
Exhaust manifolds are generally and traditionally simple cast iron units which
collect engine exhaust and deliver it to the exhaust pipe. However, when greater
performance is required, this restrictive tube is often replaced with individual
headers which are tuned for low restriction and improved performance. Headers
have been widely available from aftermarket sources for decades, and some
manufacturers have begun using them as original equipment. The Honda J30A2
engine does away with exhaust manifolds altogether, using an integral engine
block passage to route gases directly to the catalytic converter.
Cover of Popular Hot Rodding magazine, showing racing fuel injection system on
V8 engine in the late 1960s
As in a traditional carburetor, fuel is converted to a fine spray and mixed with air.
However, where a traditional carburetor forces the incoming air through a venturi
to pull the fuel into the air stream, a fuel injection system forces the fuel through
nozzles under pressure to inject the fuel into the air stream without requiring a
venturi.
The use of a venturi reduces volumetric efficiency by approximately 15%, which
results in a reduction in engine power. Thus, a fuel injection system increases the
power that an engine with the same engine displacement will produce.
Additionally, fuel injection allows for more precise control over the mixture of fuel
and air, both in proportion and in uniformity.
The fuel injection may be purely mechanical, purely electronic or a mix of the
two. Early systems were mechanical but from about 1980 onward more and more
systems were completely electronic. By the middle of the decade, nearly all new
passenger vehicles were equipped with electronic fuel injection. The 1990
Subaru Justy was the last passenger car sold in the United States with a
carburetor.
The modern electronic systems that cars are equipped with today utilise a
number of sensors to monitor engine conditions, and an electronic control unit
(ECU) to accurately calculate the needed amount of fuel. Thus fuel injection can
increase fuel efficiency and reduce pollution.
Indirect injection
Typical gasoline engines are usually equipped with indirect injection systems.
They may be single point where the fuel is injected using one nozzle, usually in
the throttle housing, or multi point where each cylinder has its own injector in
the inlet manifold. The nozzles may be opened using the pressure in the fuel
system or there may be a solenoid on the injector that will pulse it open and
closed in a duty cycle according to the desired fuel requirement.
Throttle-body injection
Electronic throttle-body injection (normally called TBI, though Ford used the
abbreviation, CFI) was introduced in the early 1980s as a transition technology to
fully-electronic port injection. The system injects fuel into the throttle-body (a wet
system), so fuel can condense and cling to the walls of the intake system. This
system also resulted in harming emissions. Computer-controlled TBI was
inexpensive and simple, however, and lasted well into the 1990s.
GM refined the CPI system into a sequential central port injection (SCPI) system
in the mid-1990s. It used valves to meter the fuel to just the cylinders that were in
the intake phase. This worked well on paper, but the valves had a tendency to
stick. Fuel injector cleaner sometimes worked, but the system remained
problematic.
The goal of all fuel injection systems is to carefully meter the amount and timing
of fuel to each cylinder. This is achieved with the more sophisticated fuel injection
systems, often called multi-port fuel injection (MFI) or sequential port fuel
injection (SFI). It uses a single injector per cylinder and sprays the fuel right
above the intake valves.
Direct injection
Since mid-2000s, many diesel engines feature direct injection (DI). The
injection nozzle is placed inside the combustion chamber itself and the piston
incorporates a depression (often toroidal) which is where initial combustion takes
place. Direct injection diesel engines are generally more efficient than indirect
injection engines, but tend to be noisier; that is being adressed in newest
common rail designs.
Some hi-tech petrol engines utilise this system as well, since it gives a better
volumetric efficiency as only air is drawn in through the induction system,
increasing amount of air induced and minimising fuel losses. The injector also
features several spray modes so that the fuel is better distributed and a powerful
air-fuel mixture is created.
History
Indirect fuel injection has been used in diesel engines since the mid 1920s,
almost from their introduction (due to the higher energy required for diesel to
evaporate). The concept was adapted for use in petrol-powered aircraft during
World War II, and direct injection was employed in some notable designs like the
Daimler-Benz DB 603 and later versions of the Wright R-3350 used in the B-29
Superfortress.
An injection system developed by Bosch was first used in a car in 1955 with the
introduction of the Mercedes-Benz 300SL. An electronic fuel injection system
was also developed by the Bendix Corporation.
In 1957, Chevrolet introduced a mechanical fuel injection option for its 283 V8
engine, made by General Motors' Rochester division. This system used a single
central plunger to feed fuel to all eight cylinders, in contrast to Mercedes'
individual plunger for each of the six cylinders, but it nevertheless produced 283
hp (211 kW) from 283 in³ (4.6 L), making it the first production engine in history to
exceed 1 hp/in³ (45.5 kW/L).
Fuel injection systems such as Hillborn were frequently seen on modified
American V8 engines in high performance automobiles of the 1960s, in drag
racing, oval racing, and road racing. These systems were quite unsuitable for
street use, however.
Theory of operation
The major advantages of a GDI engine are increased fuel efficiency and high
power output. This is achieved by the precise control over amount of fuel and
injection timings which are varied according to the load conditions. Basically, the
engine management system continuously chooses between three different
modes of combustion: ultra lean burn combustion, stoichiometric combustion and
high power output mode.
Each mode is characterized by air-fuel ratio, the amount of fuel in the air-fuel
mixture; the stoichiometric ratio for petrol is 14.6 to 1, but in ultra lean mode, it
could be as high as 65 to 1, resulting in much leaner mixtures than those ever
achieved in the conventional engines.
History
Mitsubishi Motors was the first with a GDI engine in Japan in the 1990s. This
engine was brought to Europe in 1998, but high-sulphur fuel led to emissions
problems, and fuel efficiency was less than expected. PSA Group also launched
a GDI engine in the late 1990s, but both were withdrawn from the market in
2001. DaimlerChrysler produced a special engine for 2000, offered only in
markets with low sulphur fuel.
Later GDI engines were tuned and marketed for high performance rather than
economy. Volkswagen led the trend with their 2001 GDI engine, and BMW
followed with a GDI V12. PSA is cooperating with BMW on a new line of engines
for future introduction.
Conventional two-strokes also carry a fuel penalty because the exhaust port is
partially uncovered by the piston as it moves up on its compression stroke. So
some of the intake charge is pushed out the exhaust along with the remains of
the previous cycle's burnt gases. Emissions take a hit for the same reason.
With DI, the exhaust port is completely covered by the piston before the fuel is
squirted directly into the combustion chamber, so no fuel is wasted. But DI can
pose some lubrication challenges. Oil is still drawn in from the bottom of the
cylinder but fuel is injected from the top. Since the fuel and oil don't mix, the oil
isn't thinned sufficiently to move up and lubricate the top piston ring. That's a
recipe for engine disaster-as one manufacturer has discovered.
Yamaha's HPDI system gets around this problem with a new, patented bottom
piston ring that's made with a taper for oil bypass every 30 degrees. The 12
tapered areas around the ring allow sufficient oil to reach and lubricate the top
ring.
There are some other significant differences between HPDI and the other
outboard DI systems. High fuel pressure is the most obvious. Yamaha's high-
speed fuel pump cranks fuel pressures up to 700 psi before fuel is injected into
the cylinders. The competition uses fuel pressures that vary from 90 to 250 psi.
Higher pressures mean greater atomization, which results in better burning and
more power from the injected fuel charge. The HPDI injectors, unlike those used
in competing systems, don't protrude into the combustion chamber. So there's no
disruption in fuel flow, and there's less possibility of carbon buildup a
maintenance headache and durability concern as well.
With today's desire for instant gratification, Yamaha needed to engineer instant
starting into its outboards. So while conventional direct injection systems may
require longer cranking times because the fuel is not yet pressurized when the
engine is started, HPDI uses a pressure sensor inside the fuel pump. This sensor
informs the computer of the fuel pressure in the system, and the computer
increases the duration that each fuel injector is open, enriching the fuel mixture
for immediate starting. There's also a pressure regulator inside the pump to
maintain a constant pressure of 700 psi. Conventional DI systems, by
comparison, can suffer from fuel pressure fluctuations-which is not the hot setup
for consistent smooth running.
In conventional multi-port fuel injection systems, fuel is injected into the port and
mixed with air before the air-fuel mixture is pumped into the cylinder. In direct
injection systems, fuel is injected directly into the cylinder so that the timing and
shape of the fuel mist can be precisely controlled. This allows higher
compression ratios and more efficient fuel intake, which deliver higher
performance with lower fuel consumption.
Automobile engines
Petrol Car Engines
Have you ever opened the hood of your car and wondered what was going on in
there? A car engine can look like a big confusing jumble of metal, tubes and
wires to the uninitiated. You might want to know what's going on in there simply
out of curiosity. After all, you ride in your car every day -- wouldn't it be nice to
know how it works? Or maybe you are tired of going to the mechanic and hearing
things that are totally meaningless to you and then paying $750 for whatever that
stuff means. Or perhaps you are buying a new car, and you hear funny words
like "3.0 liter V-6" and "dual overhead cams" and "tuned port fuel injection." What
does all of that mean?
::INTERNAL COMBUSTION::
To understand the basic idea behind how a reciprocating internal
combustion engine works, it is helpful to have a good mental image of how
"internal combustion" works. One good example is an old Revolutionary War
cannon. You have probably seen these in movies, where the soldiers load the
cannon with gun powder and a cannon ball and light it. That is internal
combustion, but it is hard to imagine that having anything to do with engines.
A more relevant example might be this: Say that you took a big piece of plastic
sewer pipe, maybe 3 inches in diameter and 3 feet long, and you put a cap on
one end of it. Then say that you sprayed a little WD-40 into the pipe, or put in a
tiny drop of gasoline. Then say that you stuffed a potato down the pipe. Like this:
I am not recommending that you do this! But say you did... What we have here is
a device commonly known as a potato cannon. When you introduce a spark,
you can ignite the fuel. What is interesting, and the reason we are talking about
such a device, is that a potato cannon can launch a potato about 500 feet
through the air!
The potato cannon uses the basic principle behind any reciprocating internal
combustion engine: If you put a tiny amount of high-energy fuel (like gasoline) in
a small, enclosed space and ignite it, an incredible amount of energy is released
in the form of expanding gas. You can use that energy to propel a potato 500
feet. In this case, the energy is translated into potato motion. You can also use it
for more interesting purposes. For example, if you can create a cycle that allows
you to set off explosions like this hundreds of times per minute, and if you can
harness that energy in a useful way, what you have is the core of a car engine!
Almost all cars currently use what is called a four-stroke combustion cycle to
convert gasoline into motion. The four-stroke approach is also known as the Otto
cycle, in honor of Nikolaus Otto, who invented it in 1867. The four strokes are
illustrated in Figure. They are:
• Intake stroke
• Compression stroke
• Combustion stroke
• Exhaust stroke
The working of an internal combustion engine is divided into four stages called
four strokes of the engine and hence the engine is called a four stroke engine.
which a region of low pressure is created in the cylinder, above the piston. At this
moment, the intake valve opens and the fuel mixture (petrol vapour and air
mixture) is sucked into the cylinder from the carburetor.
The compression stroke:
When the sufficient amount of the fuel mixture (petrol vapour and air mixture) has
entered the cylinder, the intake valve gets closed. The piston is then forced to
move upwards which compresses the fuel-mixture to about one-eighth of its
original volume. Higher the compression ratio, more will be the efficiency of the
engine.
Here's a quick description of each one, along with a lot of vocabulary that will
help you understand what all the car ads are talking about.
Cylinder:
The core of the engine is the cylinder. The piston moves up and down inside the
cylinder. The engine described here has one cylinder. That is typical of most
lawn mowers, but most cars have more than one cylinder (four, six and eight
cylinders are common). In a multi-cylinder engine the cylinders usually are
arranged in one of three ways: inline, V or flat (also known as horizontally
opposed or boxer), as shown in the following figures.
Flat - The cylinders are arranged in two banks on opposite sides of the
engine.
Valves:
The intake and exhaust valves open at the proper time to let in air and fuel and to
let out exhaust. Note that both valves are closed during compression and
combustion so that the combustion chamber is sealed.
Piston:
A piston is a cylindrical piece of metal that moves up and down inside the
cylinder.
Piston rings:
Piston rings provide a sliding seal between the outer edge of the piston and the
inner edge of the cylinder. The rings serve two purposes:
• They prevent the fuel/air mixture and exhaust in the combustion chamber
from leaking into the sump during compression and combustion.
• They keep oil in the sump from leaking into the combustion area, where it
would be burned and lost.
Most cars that "burn oil" and have to have a quart added every 1,000 miles are
burning it because the engine is old and the rings no longer seal things properly.
Combustion chamber:
The combustion chamber is the area where compression and combustion take
place. As the piston moves up and down, you can see that the size of the
combustion chamber changes. It has some maximum volume as well as a
minimum volume. The difference between the maximum and minimum is called
the displacement and is measured in liters or CCs (Cubic Centimeters, where
1,000 cubic centimeters equals a liter). So if you have a 4-cylinder engine and
each cylinder displaces half a liter, then the entire engine is a "2.0 liter engine." If
each cylinder displaces half a liter and there are six cylinders arranged in a V
configuration, you have a "3.0 liter V-6." Generally, the displacement tells you
something about how much power an engine has. A cylinder that displaces half a
liter can hold twice as much fuel/air mixture as a cylinder that displaces a quarter
of a liter, and therefore you would expect about twice as much power from the
larger cylinder (if everything else is equal). So a 2.0 liter engine is roughly half as
powerful as a 4.0 liter engine. You can get more displacement either by
increasing the number of cylinders or by making the combustion chambers of all
the cylinders bigger (or both).
Connecting rod:
The connecting rod connects the piston to the crankshaft. It can rotate at both
ends so that its angle can change as the piston moves and the crankshaft
rotates.
Crank shaft:
The crank shaft turns the piston's up and down motion into circular motion just
like a crank on a jack-in-the-box does.
Sump:
The sump surrounds the crankshaft. It contains some amount of oil, which
collects in the bottom of the sump (the oil pan).
Lack of compression:
If the charge of air and fuel cannot be compressed properly, the combustion
process will not work like it should. Lack of compression might occur for these
reasons:
• Your piston rings are worn (allowing air/fuel to leak past the piston during
compression).
• The intake or exhaust valves are not sealing properly, again allowing a
leak during compression.
• There is a hole in the cylinder.
The most common "hole" in a cylinder occurs where the top of the cylinder
(holding the valves and spark plug and also known as the cylinder head)
attaches to the cylinder itself. Generally, the cylinder and the cylinder head bolt
together with a thin gasket pressed between them to ensure a good seal. If the
gasket breaks down, small holes develop between the cylinder and the cylinder
head, and these holes cause leaks.
Lack of spark :
The spark might be nonexistent or weak for a number of reasons:
• If your spark plug or the wire leading to it is worn out, the spark will be
weak.
• If the wire is cut or missing, or if the system that sends a spark down the
wire is not working properly, there will be no spark.
• If the spark occurs either too early or too late in the cycle (i.e. if the
ignition timing is off), the fuel will not ignite at the right time, and this can
cause all sorts of problems.
Many other things can go wrong. For example:
• If the battery is dead, you cannot turn over the engine to start it.
• If the bearings that allow the crankshaft to turn freely are worn out, the
crankshaft cannot turn so the engine cannot run.
• If the valves do not open and close at the right time or at all, air cannot get
in and exhaust cannot get out, so the engine cannot run.
• If someone sticks a potato up your tailpipe, exhaust cannot exit the
cylinder so the engine will not run.
• If you run out of oil, the piston cannot move up and down freely in the
cylinder, and the engine will seize.
::ENGINE SUBSYSTEMS::
As you can see in the previous descriptions under "What Can Go Wrong," an
engine has a number of systems that help it do its job of converting fuel into
motion. Most of these subsystems can be implemented using different
technologies, and better technologies can improve the performance of the
engine. Here's a look at all of the different subsystems used in modern engines:
Valve train:
The valve train consists of the valves and a mechanism that opens and closes
them. The opening and closing system is called a camshaft. The camshaft has
lobes on it that move the valves up and down, as shown in Figure
Most modern engines have what are called overhead cams. This means that the
camshaft is located above the valves, as you see in Figure 5. The cams on the
shaft activate the valves directly or through a very short linkage. Older engines
used a camshaft located in the sump near the crankshaft. Rods linked the cam
below to valve lifters above the valves. This approach has more moving parts
and also causes more lag between the cam's activation of the valve and the
valve's subsequent motion. A timing belt or timing chain links the crankshaft to
the camshaft so that the valves are in sync with the pistons. The camshaft is
geared to turn at one-half the rate of the crankshaft. Many high-performance
engines have four valves per cylinder (two for intake, two for exhaust), and this
arrangement requires two camshafts per bank of cylinders, hence the phrase
"dual overhead cams."
Ignition system:
The ignition system (Figure 6) produces a high-voltage electrical charge and
transmits it to the spark plugs via ignition wires. The charge first flows to a
distributor, which you can easily find under the hood of most cars. The
distributor has one wire going in the center and four, six, or eight wires
(depending on the number of cylinders) coming out of it. These ignition wires
send the charge to each spark plug. The engine is timed so that only one cylinder
receives a spark from the distributor at a time. This approach provides maximum
smoothness.
Cooling system:
The cooling system in most cars consists of the radiator and water pump. Water
circulates through passages around the cylinders and then travels through the
radiator to cool it off. In a few cars (most notably Volkswagen Beetles), as well as
most motorcycles and lawn mowers, the engine is air-cooled instead (You can
tell an air-cooled engine by the fins adorning the outside of each cylinder to help
dissipate heat.). Air-cooling makes the engine lighter but hotter, generally
decreasing engine life and overall performance.
Air intake system:
Most cars are normally aspirated, which means that air flows through an air
filter and directly into the cylinders. High-performance engines are either
turbocharged or supercharged, which means that air coming into the engine is
first pressurized (so that more air/fuel mixture can be squeezed into each
cylinder) to increase performance. The amount of pressurization is called boost.
A turbocharger uses a small turbine attached to the exhaust pipe to spin a
compressing turbine in the incoming air stream. A supercharger is attached
directly to the engine to spin the compressor.
Starting system:
The starting system consists of an electric starter motor and a starter lenoid.
When you turn the ignition key, the starter motor spins the engine a few
revolutions so that the combustion process can start. It takes a powerful motor to
spin a cold engine. The starter motor must overcome:
• All of the internal friction caused by the piston rings
• The compression pressure of any cylinder(s) that happens to be in the
compression stroke
• The energy needed to open and close valves with the camshaft
• All of the "other" things directly attached to the engine, like the water
pump, oil pump, alternator, etc.
Because so much energy is needed and because a car uses a 12-volt electrical
system, hundreds of amps of electricity must flow into the starter motor. The
starter solenoid is essentially a large electronic switch that can handle that much
current. When you turn the ignition key, it activates the solenoid to power the
motor.
Lubrication system:
The lubrication system makes sure that every moving part in the engine gets oil
so that it can move easily. The two main parts needing oil are the pistons (so
they can slide easily in their cylinders) and any bearings that allow things like the
crankshaft and camshafts to rotate freely. In most cars, oil is sucked out of the oil
pan by the oil pump, run through the oil filter to remove any grit, and then
squirted under high pressure onto bearings and the cylinder walls. The oil then
trickles down into the sump, where it is collected again and the cycle repeats.
Fuel system:
The fuel system pumps gas from the gas tank and mixes it with air so that the
proper air/fuel mixture can flow into the cylinders. Fuel is delivered in three
common ways: carburetion, port fuel injection and direct fuel injection.
• In carburetion, a device called a carburetor mixes gas into air as the air
flows into the engine.
• In a fuel-injected engine, the right amount of fuel is injected individually
into each cylinder either right above the intake valve (port fuel injection) or
directly into the cylinder (direct fuel injection).
Exhaust system:
The exhaust system includes the exhaust pipe and the muffler. Without a muffler,
what you would hear is the sound of thousands of small explosions coming out
your tailpipe. A muffler dampens the sound. The exhaust system also includes a
catalytic converter. .
Electrical system:
The electrical system consists of a battery and an alternator. The alternator is
connected to the engine by a belt and generates electricity to recharge the
battery. The battery makes 12-volt power available to everything in the car
needing electricity (the ignition system, radio, headlights, windshield wipers,
power windows and seats, computers, etc.) through the vehicle's wiring.
::DIESEL FUEL::
If you have ever compared diesel fuel and gasoline, you know that they are
different. They certainly smell different. Diesel fuel is heavier and oilier. Diesel
fuel evaporates much more slowly than gasoline -- its boiling point is actually
higher than the boiling point of water. You will often hear diesel fuel referred to as
"diesel oil" because it is so oily.
Diesel fuel evaporates more slowly because it is heavier. It contains more carbon
atoms in longer chains than gasoline does (gasoline is typically C9H20, while
diesel fuel is typically C14H30). It takes less refining to create diesel fuel, which is
why it is generally cheaper than gasoline.
Diesel fuel has a higher energy density than gasoline. On average, 1 gallon
(3.8 L) of diesel fuel contains approximately 155x106 joules (147,000 BTU), while
1 gallon of gasoline contains 132x106 joules (125,000 BTU). This, combined with
the improved efficiency of diesel engines, explains why diesel engines get better
mileage than equivalent gasoline engines.
At the top of the cylinder are typically two or four exhaust valves that all open at
the same time. There is also the diesel fuel injector (shown above in yellow). The
piston is elongated, as in a gasoline two-stroke engine, so that it can act as the
intake valve. At the bottom of the piston's travel, the piston uncovers the ports for
air intake. The intake air is pressurized by a turbocharger or a supercharger (light
blue). The crankcase is sealed and contains oil as in a four-stroke engine.
The two-stroke diesel cycle goes like this:
1. When the piston is at the top of its travel, the cylinder contains a charge of
highly compressed air. Diesel fuel is sprayed into the cylinder by the
injector and immediately ignites because of the heat and pressure inside
the cylinder. This is the same process described in How Diesel Engines
Work.
2. The pressure created by the combustion of the fuel drives the piston
downward. This is the power stroke.
3. As the piston nears the bottom of its stroke, all of the exhaust valves open.
Exhaust gases rush out of the cylinder, relieving the pressure.
4. As the piston bottoms out, it uncovers the air intake ports. Pressurized air
fills the cylinder, forcing out the remainder of the exhaust gases.
5. The exhaust valves close and the piston starts traveling back upward, re-
covering the intake ports and compressing the fresh charge of air. This is
the compression stroke.
6. As the piston nears the top of the cylinder, the cycle repeats with step 1.
From this description, you can see the big difference between a diesel two-stroke
engine and a gasoline two-stroke engine: In the diesel version, only air fills the
cylinder, rather than gas and air mixed together. This means that a diesel two-
stroke engine suffers from none of the environmental problems that plague a
gasoline two-stroke engine. On the other hand, a diesel two-stroke engine must
have a turbocharger or a supercharger, and this means that you will never find a
diesel two-stroke on a chain saw -- it would simply be too expensive.
In this engine, air is sucked in from the right by the compressor. The compressor
is basically a cone-shaped cylinder with small fan blades attached in rows (eight
rows of blades are represented here). Assuming the light blue represents air at
normal air pressure, then as the air is forced through the compression stage its
pressure rises significantly. In some engines, the pressure of the air can rise by a
factor of 30. The high-pressure air produced by the compressor is shown in dark
blue.
This high-pressure air then enters the combustion area, where a ring of fuel
injectors injects a steady stream of fuel. The fuel is generally kerosene, jet fuel,
propane or natural gas. If you think about how easy it is to blow a candle out,
then you can see the design problem in the combustion area -- entering this area
is high-pressure air moving at hundreds of miles per hour. You want to keep a
flame burning continuously in that environment. The piece that solves this
problem is called a "flame holder," or sometimes a "can." The can is a hollow,
perforated piece of heavy metal. Half of the can in cross-section is shown below:
The injectors are at the right. Compressed air enters through the perforations.
Exhaust gases exit at the left. You can see in the previous figure that a second
set of cylinders wraps around the inside and the outside of this perforated can,
guiding the compressed intake air into the perforations.
At the left of the engine is the turbine section. In this figure there are two sets of
turbines. The first set directly drives the compressor. The turbines, the shaft and
the compressor all turn as a single unit:
At the far left is a final turbine stage, shown here with a single set of vanes. It
drives the output shaft. This final turbine stage and the output shaft are a
completely stand-alone, freewheeling unit. They spin freely without any
connection to the rest of the engine. And that is the amazing part about a gas
turbine engine -- there is enough energy in the hot gases blowing through the
blades of that final output turbine to generate 1,500 horsepower and drive a 63-
ton M-1 Tank! A gas turbine engine really is that simple.
In the case of the turbine used in a tank or a power plant, there really is nothing
to do with the exhaust gases but vent them through an exhaust pipe, as shown.
Sometimes the exhaust will run through some sort of heat exchanger either to
extract the heat for some other purpose or to preheat air before it enters the
combustion chamber.
The discussion here is obviously simplified a bit. For example, we have not
discussed the areas of bearings, oiling systems, internal support structures of the
engine, stator vanes and so on. All of these areas become major engineering
problems because of the tremendous temperatures, pressures and spin rates
inside the engine. But the basic principles described here govern all gas turbine
engines and help you to understand the basic layout and operation of the engine.
::OTHER VARIATIONS::
Large jetliners use what are known as turbofan engines, which are nothing more
than gas turbines combined with a large fan at the front of the engine. Here's the
basic (highly simplified) layout of a turbofan engine:
You can see that the core of a turbofan is a normal gas turbine engine like the
one described in the previous section. The difference is that the final turbine
stage drives a shaft that makes its way back to the front of the engine to power
the fan (shown in red in this picture). This multiple concentric shaft approach,
by the way, is extremely common in gas turbines. In many larger turbofans, in
fact, there may be two completely separate compression stages driven by
separate turbines, along with the fan turbine as shown above. All three shafts
ride within one another concentrically.
The purpose of the fan is to dramatically increase the amount of air moving
through the engine, and therefore increase the engine's thrust. When you look
into the engine of a commercial jet at the airport, what you see is this fan at the
front of the engine. It is huge -- on the order of 10 feet (3 m) in diameter on big
jets, so it can move a lot of air. The air that the fan moves is called "bypass air"
(shown in purple above) because it bypasses the turbine portion of the engine
and moves straight through to the back of the nacelle at high speed to provide
thrust.
A turboprop engine is similar to a turbofan, but instead of a fan there is a
conventional propeller at the front of the engine. The output shaft connects to a
gearbox to reduce the speed, and the output of the gearbox turns the propeller.
A rotary engine is an internal combustion engine, like the engine in your car, but
it works in a completely different way than the conventional piston engine.
In a piston engine, the same volume of space (the cylinder) alternately does four
different jobs -- intake, compression, combustion and exhaust. A rotary engine
does these same four jobs, but each one happens in its own part of the housing.
It's kind of like having a dedicated cylinder for each of the four jobs, with the
piston moving continually from one to the next.
The rotary engine (originally conceived and developed by Dr. Felix Wankel) is
sometimes called a Wankel engine, or Wankel rotary engine.
::THE BASICS::
Like a piston engine, the rotary engine uses the pressure created when a
combination of air and fuel is burned. In a piston engine, that pressure is
contained in the cylinders and forces pistons to move back and forth. The
connecting rods and crankshaft convert the reciprocating motion of the pistons
into rotational motion that can be used to power a car.
In a rotary engine, the pressure of combustion is contained in a chamber formed
by part of the housing and sealed in by one face of the triangular rotor, which is
what the engine uses instead of pistons.
The rotor follows a path that looks like something you'd create with a Spirograph.
This path keeps each of the three peaks of the rotor in contact with the housing,
creating three separate volumes of gas. As the rotor moves around the chamber,
each of the three volumes of gas alternatively expands and contracts. It is this
expansion and contraction that draws air and fuel into the engine, compresses it
and makes useful power as the gases expand and then expels the exhaust.
::THE PARTS::
A rotary engine has an ignition system and a fuel-delivery system that are similar
to the ones on piston engines. If you've never seen the inside of a rotary engine,
be prepared for a surprise, because you won't recognize much.
Rotor
The rotor has three convex faces, each of which acts like a piston. Each face of
the rotor has a pocket in it, which increases the displacement of the engine,
allowing more space for air/fuel mixture.
At the apex of each face is a metal blade that forms a seal to the outside of the
combustion chamber. There are also metal rings on each side of the rotor that
seal to the sides of the combustion chamber.
The rotor has a set of internal gear teeth cut into the center of one side. These
teeth mate with a gear that is fixed to the housing. This gear mating determines
the path and direction the rotor takes through the housing.
Housing
The housing is roughly oval in shape (it's actually epitrochoid in shape -- check
out this Java demonstration of how the shape is derived). The shape of the
combustion chamber is designed so that the three tips of the rotor will always
stay in contact with the wall of the chamber, forming three sealed volumes of
gas.
Each part of the housing is dedicated to one part of the combustion process. The
four sections are:
• Intake
• Compression
• Combustion
• Exhaust
The intake and exhaust ports are located in the housing. There are no valves in
these ports. The exhaust port connects directly to the exhaust, and the intake
port connects directly to the throttle.
Output Shaft
The output shaft has round lobes mounted eccentrically, meaning that they are
offset from the centerline of the shaft. Each rotor fits over one of these lobes. The
lobe acts sort of like the crankshaft in a piston engine. As the rotor follows its
path around the housing, it pushes on the lobes. Since the lobes are mounted
eccentric to the output shaft, the force that the rotor applies to the lobes creates
torque in the shaft, causing it to spin.
::HOW IT'S PUT TOGETHER::
A rotary engine is assembled in layers. The two-rotor engine we took apart has
five main layers that are held together by a ring of long bolts. Coolant flows
through passageways surrounding all of the pieces.
The two end layers contain the seals and bearings for the output shaft. They also
seal in the two sections of housing that contain the rotors. The inside surfaces of
these pieces are very smooth, which helps the seals on the rotor do their job. An
intake port is located on each of these end pieces.
The next layer in from the outside is the oval-shaped rotor housing, which
contains the exhaust ports. This is the part of the housing that contains the rotor.
The center piece contains two intake ports, one for each rotor. It also separates
the two rotors, so its outside surfaces are very smooth
In the center of each rotor is a large internal gear that rides around a smaller
gear that is fixed to the housing of the engine. This is what determines the orbit
of the rotor. The rotor also rides on the large circular lobe on the output shaft.
::PRODUCING POWER::
Rotary engines use the four-stroke combustion cycle, which is the same cycle
that four-stroke piston engines use. But in a rotary engine, this is accomplished in
a completely different way.
The heart of a rotary engine is the rotor. This is roughly the equivalent of the
pistons in a piston engine. The rotor is mounted on a large circular lobe on the
output shaft. This lobe is offset from the centerline of the shaft and acts like the
crank handle on a winch, giving the rotor the leverage it needs to turn the output
shaft. As the rotor orbits inside the housing, it pushes the lobe around in tight
circles, turning three times for every one revolution of the rotor.
As the rotor moves through the housing, the three chambers created by the rotor
change size. This size change produces a pumping action. Let's go through each
of the four stokes of the engine looking at one face of the rotor.
Intake
The intake phase of the cycle starts when the tip of the rotor passes the intake
port. At the moment when the intake port is exposed to the chamber, the volume
of that chamber is close to its minimum. As the rotor moves past the intake port,
the volume of the chamber expands, drawing air/fuel mixture into the chamber.
When the peak of the rotor passes the intake port, that chamber is sealed off and
compression begins.
Compression
As the rotor continues its motion around the housing, the volume of the chamber
gets smaller and the air/fuel mixture gets compressed. By the time the face of the
rotor has made it around to the spark plugs, the volume of the chamber is again
close to its minimum. This is when combustion starts.
Combustion
Most rotary engines have two spark plugs. The shape of the combustion
chamber is long, so the flame would spread too slowly if there were only one
plug. When the spark plugs ignite the air/fuel mixture, pressure quickly builds,
forcing the rotor to move.
The pressure of combustion forces the rotor to move in the direction that makes
the chamber grow in volume. The combustion gases continue to expand, moving
the rotor and creating power, until the peak of the rotor passes the exhaust port.
Exhaust
Once the peak of the rotor passes the exhaust port, the high-pressure
combustion gases are free to flow out the exhaust. As the rotor continues to
move, the chamber starts to contract, forcing the remaining exhaust out of the
port. By the time the volume of the chamber is nearing its minimum, the peak of
the rotor passes the intake port and the whole cycle starts again.
The neat thing about the rotary engine is that each of the three faces of the rotor
is always working on one part of the cycle -- in one complete revolution of the
rotor, there will be three combustion stokes. But remember, the output shaft
spins three times for every complete revolution of the rotor, which means that
there is one combustion stroke for each revolution of the output shaft.
::KEY DIFFERENCES::
There are several defining characteristics that differentiate a rotary engine from a
typical piston engine.
Fewer Moving Parts
The rotary engine has far fewer moving parts than a comparable four-stroke
piston engine. A two-rotor rotary engine has three main moving parts: the two
rotors and the output shaft. Even the simplest four-cylinder piston engine has at
least 40 moving parts, including pistons, connecting rods, camshaft, valves, valve
springs, rockers, timing belt, timing gears and crankshaft.
This minimization of moving parts can translate into better reliability from a rotary
engine. This is why some aircraft manufacturers (including the maker of Sky car)
prefer rotary engines to piston engines.
Smoother
All the parts in a rotary engine spin continuously in one direction, rather than
violently changing directions like the pistons in a conventional engine do. Rotary
engines are internally balanced with spinning counterweights that are phased to
cancel out any vibrations.
The power delivery in a rotary engine is also smoother. Because each
combustion event lasts through 90-degrees of the rotor's rotation, and the output
shaft spins three revolutions for each revolution of the rotor, each combustion
event lasts through 270-degrees of the output shaft's rotation. This means that a
single-rotor engine delivers power for three-quarters of each revolution of the
output shaft. Compare this to a single-cylinder piston engine, in which
combustion occurs during 180 degrees out of every two revolutions, or only a
quarter of each revolution of the crankshaft (the output shaft of a piston engine).
Slower
Since the rotors spin at one-third the speed of the output shaft, the main moving
parts of the engine move slower than the parts in a piston engine. This also helps
with reliability.
Challenges
There are some challenges in designing a rotary engine:
• Typically, it is more difficult (but not impossible) to make a rotary engine
meet U.S. emissions regulations.
• The manufacturing costs can be higher, mostly because the number of
these engines produced is not as high as the number of piston engines.
• They typically consume more fuel than a piston engine because the
thermodynamic efficiency of the engine is reduced by the long
combustion-chamber shape and low compression ratio.
::MOTORS EVERYWHERE!::
Look around your house and you will find that it is filled with electric motors.
Here's an interesting experiment for you to try: Walk through your house and
count all the motors you find. Starting in the kitchen, there are motors in:
• The fan over the stove and in the microwave oven
• The dispose-all under the sink
• The blender
• The can opener
• The refrigerator - Two or three in fact: one for the compressor, one for the
fan inside the refrigerator, as well as one in the icemaker
• The mixer
• The tape player in the answering machine
• Probably even the clock on the oven
In the utility room, there is an electric motor in:
• The washer
• The dryer
• The electric screwdriver
• The vacuum cleaner and the Dustbuster mini-vac
• The electric saw
• The electric drill
• The furnace blower
Even in the bathroom there's a motor in:
• The fan
• The electric toothbrush
• The hair dryer
• The electric razor
Your car is loaded with electric motors:
• Power windows (a motor in each window)
• Power seats (up to seven motors per seat)
• Fans for the heater and the radiator
• Windshield wipers
• The starter motor
• Electric radio antennas
Plus, there are motors in all sorts of other places:
• Several in the VCR
• Several in a CD player or tape deck
• Many in a computer (each disk drive has two or three, plus there's a fan or
two)
• Most toys that move have at least one motor (including Tickle-me-Elmo for
its vibrations)
• Electric clocks
• The garage door opener
• Aquarium pumps
In walking around my house, I counted over 50 electric motors hidden in all sorts
of devices. Everything that moves uses an electric motor to accomplish its
movement.
below. If you were to attach a battery to the electromagnet so that the north end
of the nail appeared as shown, the basic law of magnetism tells you what would
happen: The north end of the electromagnet would be repelled from the north
end of the horseshoe magnet and attracted to the south end of the horseshoe
magnet. The south end of the electromagnet would be repelled in a similar way.
The nail would move about half a turn and then stop in the position shown.
You can see that this half-turn of motion is simply due to the way magnets
naturally attract and repel one another. The key to an electric motor is to then go
one step further so that, at the moment that this half-turn of motion completes,
the field of the electromagnet flips. The flip causes the electromagnet to
complete another half-turn of motion. You flip the magnetic field just by changing
the direction of the electrons flowing in the wire (you do that by flipping the
battery over). If the field of the electromagnet were flipped at precisely the right
moment at the end of each half-turn of motion, the electric motor would spin
freely.
The armature takes the place of the nail in an electric motor. The armature is an
electromagnet made by coiling thin wire around two or more poles of a metal
core.
The armature has an axle, and the commutator is attached to the axle. In the
diagram to the right, you can see three different views of the same armature:
front, side and end-on. In the end-on view, the winding is eliminated to make the
commutator more obvious. You can see that the commutator is simply a pair of
plates attached to the axle. These plates provide the two connections for the coil
of the electromagnet.
armature
The "flipping the electric field" part of an electric motor is accomplished by two
parts: the commutator and the brushes.
The diagram at the right shows how the commutator and brushes work together
to let current flow to the electromagnet, and also to flip the direction that the
electrons are flowing at just the right moment. The contacts of the commutator
are attached to the axle of the electromagnet, so they spin with the magnet. The
brushes are just two pieces of springy metal or carbon that make contact with the
contacts of the commutator.
The fuel cell will compete with many other types of energy conversion devices,
including the gas turbine in your city's power plant, the gasoline engine in your
car and the battery in your laptop. Combustion engines like the turbine and the
gasoline engine burn fuels and use the pressure created by the expansion of the
gases to do mechanical work. Batteries store electrical energy by converting it
into chemical energy, which can be converted back into electrical energy when
needed.
A fuel cell provides a DC (direct current) voltage that can be used to power
motors, lights or any number of electrical appliances. There are several different
types of fuel cells, each using a different chemistry. Fuel cells are usually
classified by the type of electrolyte they use. Some types of fuel cells show
promise for use in power generation plants. Others may be useful for small
portable applications or for powering cars.
The proton exchange membrane fuel cell (PEMFC) is one of the most
promising technologies. This is the type of fuel cell that will end up powering
cars, buses and maybe even your house.
Figure shows the pressurized hydrogen gas (H2) entering the fuel cell on the
anode side. This gas is forced through the catalyst by the pressure. When an H2
molecule comes in contact with the platinum on the catalyst, it splits into two H+
ions and two electrons (e-). The electrons are conducted through the anode,
where they make their way through the external circuit (doing useful work such
as turning a motor) and return to the cathode side of the fuel cell.
Meanwhile, on the cathode side of the fuel cell, oxygen gas (O2) is being forced
through the catalyst, where it forms two oxygen atoms. Each of these atoms has
a strong negative charge. This negative charge attracts the two H+ ions through
the membrane, where they combine with an oxygen atom and two of the
electrons from the external circuit to form a water molecule (H2O).
This reaction in a single fuel cell produces only about 0.7 volts. To get this
voltage up to a reasonable level, many separate fuel cells must be combined to
form a fuel-cell stack.
PEMFCs operate at a fairly low temperature (about 176 degrees Fahrenheit, 80
degrees Celsius), which means they warm up quickly and don't require
expensive containment structures. Constant improvements in the engineering
and materials used in these cells have increased the power density to a level
where a device about the size of a small piece of luggage can power a car.