SUBCOURSE OD1619

EDITION 8

PRINCIPLES OF INTERNAL COMBUSTION ENGINES

USARMYBRADLEYFIGHTINGVEHICLESYSTEMSMECHANIC CORRESPONDENCECOURSE MOS/SKILLLEVEL:63T30 PRINCIPLESOFINTERNALCOMBUSTIONENGINES SUBCOURSENO.OD1619 USArmyCorrespondence CourseProgram 7CreditHours GENERAL The purpose of this subcourse is to increase the mechanic's knowledge of the principles,components,andoperationofinternalcombustionengines. Sevencredithoursareawardedforsuccessfulcompletionofthissubcourse. Lesson1: INTERNALCOMBUSTIONENGINES

TASK1: Describe the principles, components, and operation of both the two strokeandfourstrokegasolineengines. TASK2: Describe the principles, components, and operation of both the two strokeandfourstrokedieselengines. Lesson2: INTERNALCOMBUSTIONENGINESUBSYSTEMS

TASK1: Describe the principles, components, and operation of turbochargers, intake,andexhaustsystems. TASK2: system. TASK3: system. Describe the principles, components, and operation of the lubrication Describe the principles, components, and operation of the cooling

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 TABLEOFCONTENTS Section TITLE......................................................................... TABLEOFCONTENTS............................................................. Lesson1: Task1: INTERNALCOMBUSTIONENGINES..................................... Describetheprinciples, components,andoperationofboththe twostrokeandfourstrokegasoline engines......................................................... Describetheprinciples, components,andoperationofboththe twostrokeandfourstrokediesel engines......................................................... Page i ii 1

Task2:

27 44 46

PracticalExercise1..................................................... AnswerstoPracticalExercise1.......................................... Lesson2: Task1: INTERNALCOMBUSTIONENGINE SUBSYSTEMS...................................................... Describetheprinciples, components,andoperationofturbochargers, intake,andexhaustsystems..................................... Describetheprinciples, components,andoperationofthe lubricationsystem.............................................. Describetheprinciples, components,andoperationofthe coolingsystem..................................................

47

47

Task2:

58

Task3:

79 97 98

PracticalExercise2..................................................... AnswerstoPracticalExercise2..........................................

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 REFERENCES.................................................................... 99

*** IMPORTANT NOTICE ***

THE PASSING SCORE FOR ALL ACCP MATERIAL IS NOW 70%. PLEASE DISREGARD ALL REFERENCES TO THE 75% REQUIREMENT.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 1 LESSON1 INTERNALCOMBUSTIONENGINES TASK1. Describe the principles, components, and operation of both the two strokeandfourstrokegasolineengines.

CONDITIONS Withinaselfstudyenvironmentandgiventhesubcoursetext,withoutassistance. STANDARDS Withintwohours REFERENCES Nosupplementaryreferencesareneededforthistask. 1. Introduction

Militaryvehiclesincorporateallformsofwheeledandtrackedvehicles,including thefullrangeofbodytypesfoundincommercialvehicles.However,therearealso bodies and equipment that are unique to military operations. They include all types of trucks, tractors, truck tractors, personnel carriers, tanks, self propelledguns,motorizedandmechanizedspecialpurposeequipment,trailers,vans, andspecialpurposetowedvehicles. Theprincipaldistinctionbetweenthesevehiclesandtheircommercialcounterparts isthatmilitaryvehiclesarespecificallydesignedformilitarypurposes. These includecombatoperationsandthetransportationofcargo,personnel,orequipment; towing other vehicles or equipment; and operations, both crosscountry and over roads,inclosesupportofcombatvehiclesandtroops.Suchvehiclesaredesigned andconstructedtoenduretherigorsofthemilitaryenvironmentandtocontinueto operateat,orabove,aprescribedminimumperformance

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 1 level. Theyhaveexcellentcrosscountryperformancecapabilitiesoveralltypes of terrain where tactical or combat operations can be conducted. This includes snowandice,rockyterrain,swamps,anddesertsands.Inordertonegotiatewater barriers with a minimum of preparation, all sensitive equipment is either permanentlywaterproofedordesignedtofunctionunderwater. The majority of the vehicles described in the paragraphs above have an internal combustion engine. For this reason, a mechanic should know the principles of operationofthisengineanditsvariouscomponents.Aninternalcombustionengine is any engine within which the fuel is burned. The four stroke and two stroke cycle gasoline and diesel engines are examples of internal combustion engines because the combustion chamber is located within the engine. In this task, an internalcombustionengine,referredtoasthepistonengine,willbedescribed. 2. a. PistonEngineCharacteristics EngineOperation.

(1) General.Becausethemostwidelyusedpistonengineisthefourstrokecycle type, it will be used as the example for this paragraph and as the basis for comparisoninTask2.Theoperationofthepistonenginecanbestbeunderstoodby comparingittoasimplecannon. InviewAoffigure1onthefollowingpage,a cannonbarrel,chargeofgunpowder,andacannonballareillustrated.InviewBof figure 1, the gunpowder is ignited. The gunpowder burns very rapidly and as it burns there is a rapid expansion of the resulting gases. This rapid expansion causesatremendousincreaseinpressurethatforcesthecannonballfromthebarrel. InviewAoffigure2onthefollowingpage,thecannonbarrelhasbeenreplacedby acylinderandacombustionchamber.Thecannonballhasbeenreplacedbyapiston. A mixture of vaporized fuel and air has replaced the gunpowder. In view B of figure2,thegasolineisignited.Thistime,theresultingforceactstopushthe pistondownward.

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 1 FIGURE1.PISTONENGINEPRINCIPLES.

FIGURE2.PISTONENGINEOPERATION.

(2) ReciprocatingMotiontoRotaryMotion. Theforceofthepistonactingina downward notion is of little immediate value if it is to turn the wheels of a vehicle. Inordertousethisstraightlineorreciprocatingmotion,itmustbe transformed into rotary motion. This is made possible through the use of a crankshaft.Thecrankshaftisconnectedtothedrivingwheelsofavehiclethrough the drive train on one end. On the other end of the shaft is a crank with a crankpinoffsetfromtheshaft'scenter.Figure3onthefollowingpage 3

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 1 FIGURE3.PISTONANDCRANKSHAFT.

illustrateshowthepistonandthecrankshaftareconnectedthroughtheconnecting rodandthecrankpin.Figure4onthefollowingpageillustrateshowreciprocating notionofthepistonischangedtorotatingmotionofthecrankshaft. A more detailed explanation of the parts that perform this reciprocating and rotatingmotionwillbedescribedinparagraph3onpage15. (3) Intake and Exhaust. If the engine is going to operate, the fuel and air mixture must be fed into the combustion chamber. The burnt gases also must be exhausted.Toaccomplishthis,thereisapassagetothecombustionchambercalled theintakeport,andapassagefromthecombustionchambertotheexhaustsystem calledtheexhaustport.Asimplifiedarrangementisshowninfigure5onpage6. Byputtingopeningsinthecombustionchamber,aproblemiscreated;theforceof theburningfuelandairmixturewillbelostthroughtheexhaustandintakeports rather thanusedtopushdownthepiston. Tosolvethisproblem,theremustbe something that opens and closes the intake and exhaust ports to the combustion chambers. To accomplish this, a valve is added to each of these ports; these valvesarecalledtheintakeand

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 1 FIGURE4.PISTONTOCRANKSHAFTRELATIONSHIP.

exhaust valves. A simplified arrangement is shown in figure 6 on the following page. Theintakeandtheexhaustvalvesareopenedandclosedinatimedsequencebythe valvetrain.Thevalvetrainwillbediscussedinparagraph2a(5)onpage8. (4) Action in the Cylinder. When the piston is at its highest point in the cylinder,itisinapositioncalledtopdeadcenter. Whenthepistonisatits lowestpointinthecylinder,itisinapositioncalledbottomdeadcenter. As the piston moves from top dead center to bottom dead center, or vice versa, the crankshaftrotatesexactlyonehalfofarevolution,asshowninfigure6onthe followingpage.

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 1 FIGURE5.INTAKEANDEXHAUSTPORTSANDVALVES.

FIGURE6.PISTONPOSITIONS.

Each time the piston moves from top dead center to bottom dead center, or vice versa, itcompletesamovementcalledastroke. Therefore,thepistoncompletes twostrokesforeveryfullcrankshaftrevolution. Therearefourdefinitephases ofoperationthatanenginegoesthroughinone 6

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 1 completeoperatingcycle. Eachoneoftheseoperatingphasesiscompletedinone piston stroke. Because of this, each operating phase is also referred to as a strokeand,becausetherearefourstrokesofoperation,theengineisreferredto asafourstrokecycleengine. Thefourstrokesareintake,compression,power, and exhaust. Because there are four strokes in one operating cycle, it may be concluded that there are two complete crankshaft revolutions in each operating cycle. (a) IntakeStroke(figure7onpage9).Theintakestrokebeginsattopdead center. Asthepistonmovesdown,theintakevalveopens. Thedownwardmovement ofthepistonwiththeexhaustvalveclosedcreatesavacuuminthecylinder.The vacuumcausesafuelandairmixturetobedrawnthroughtheintakeportintothe combustion chamber. As the piston reaches bottom dead center, the intake valve closes. (b) Compression Stroke. The compression stroke begins with the piston at bottomdeadcenter.Boththeintakeandtheexhaustvalvesremainclosed.Asthe pistonmovestowardtopdeadcenter,theamountofspaceintheuppercylindergets smaller. Thefuelandairmixtureiscompressedandthepotentialenergyinthe fuelisconcentrated.Thecompressionstrokeendswhenthepistonreachestopdead center. (c) Power Stroke. As the piston reaches top dead center, ending the power stroke,thesparkplugignitesthecompressedfuelandairmixture. Becauseboth valves are closed, the force of the resulting explosion pushes the piston down, givingapowerfuldrivingthrusttothecrankshaft. Thepowerstrokeendsasthe pistonreachesbottomdeadcenter. (d) Exhaust Stroke. As the piston reaches bottom dead center, ending the powerstroke,theexhaustvalveopens,beginningtheexhauststroke.Asthepiston movesupwardtowardtopdeadcenter,itpushestheburntgasesfromthefueland airmixtureoutofthecombustionchamberthroughtheexhaustport.Asthepiston reachestopdeadcenter,endingtheexhauststroke,theexhaustvalvecloses. As theexhaustvalvecloses,theintakevalveopenstobegintheintakestrokeinthe nextcycle.

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 1 (5) ValveTrain.Itisveryimportanttooperatethevalvesinatimedsequence. Therefore,theengineisfittedwithavalvetrain,whichoperatesthevalves.If theexhaustvalveweretoopeninthemiddleoftheintakestroke,thepistonwould drawburntgasesintothecombustionchamberwithafreshmixtureoffuelandair. As the piston continued to the power stroke, there would be nothing in the combustionchamberthatwouldburn. A simplified valve train is illustrated in view A of figure 8 on page 10. A camshaft is made to rotate with the crankshaft through the timing gears. The raisedpieceonthecamshaftiscalledacamlobe. AsillustratedinviewBof figure8,thevalvespringisdesignedtoholdthevalveclosed. Thecamlobecontactsthebottomofthelifterasitrotateswiththecamshaft,as showninviewCoffigure8.Asthecamlobepushesuponthelifteritwill,in turn,pushthevalveopenagainstthepressureofthespring.InviewDoffigure 8,thecamlobehaspassedthecenterofthelifterbottom. Asitrotatesaway fromthelifter,thevalvespringpullsthevalveclosed. Byproperpositionofthecamlobesonthecamshaft,asequencecanbeestablished for the intake and exhaust valves. It is described, in subparagraphs 2a(4) (a) through2a(4)(d)onpage7,howtheintakevalveandtheexhaustvalvemusteach open once for every operating cycle. As explained in subparagraph 2a(4), the crankshaft must make two complete revolutions to complete one operating cycle. Usingthesetwofacts,acamshaftspeedmustbeexactlyonehalfthespeedofthe crankshaft. Toaccomplishthis,thetiminggearsaremadesothatthecrankshaft gearhasexactlyonehalfasmanyteethasthecamshaftgear,asshowninviewAof figure9onpage11.Thetimingmarksindicatedareusedtoputthecamshaftand thecrankshaftintheproperpositionrelativetoeachother.

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 1 FIGURE7.FOURSTROKECYCLEOPERATIONS.

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 1 FIGURE8.VALVETRAINOPERATION.

(6) EngineAccessorySystems. (a) Fuel System. The fuel system supplies the engine with the properly proportioned fuel and air mixture. It also regulates the amount of the mixture suppliedtotheenginetocontrolenginespeedandpoweroutput. 10

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 1 FIGURE9.TIMINGGEARSANDFLYWHEEL.

(b) IgnitionSystem.Theignitionsystemignitesthefuelandairmixturein thecombustionchamberattheprecisemomentneededtomaketheenginerun. (c) Cooling System. The cooling system removes the excess heat from the engine,generatedbycombustion. (d) LubricationSystem. Thelubricationsystemprovidesaconstantsupplyof oiltotheenginetolubricateandcoolthemovingparts. (e) Flywheel (figure 9, view B). As discussed previously, for every two revolutionsthecrankshaftmakes,itonlyreceivesonepowerstrokewhichlastsfor onlyonehalfofonerevolutionofthecrankshaft.Thismeansthattheenginemust coast through one and onehalf crankshaft revolutions in every operating cycle. Thiswouldcausetheenginetoproduceveryerraticpoweroutput. Tosolvethis problem,aflywheelisaddedattheendofthecrankshaft.Theflywheel,whichis very heavy, will absorb the violent thrust of the power stroke. It will then releasetheenergybacktothecrankshaftsothattheenginewillrunsmoothly.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 1 b. ComparisonofEngineTypes. (1) InternalCombustionEngineVersusExternalCombustionEngine. (a) Internal Combustion Engine (figure 10, view A). An internal combustion engineisanyengineinwhichthefuelisburnedfromwithin.Afourstrokecycle engineisaninternalcombustionenginebecausethecombustionchamberislocated withintheengine. FIGURE10.INTERNALCOMBUSTIONENGINE VERSUSEXTERNALCOMBUSTION ENGINE.

(b) External Combustion Engine (figure 10, view B). An external combustion engineisanengineinwhichthefuelisburnedoutsideoftheengine. Asteam engine is a perfect example. The fuel is burned in an outside boiler where it makessteam.Thesteamispipedtotheenginetomakeitrun. (2) Four StrokeCycleVersusTwoStrokeCycle. Theenginedescribeduntilnow has been a four stroke cycle engine. There is another form of gasoline piston enginewhichrequiresnovalvemechanismsandwhichcompletesoneoperatingcycle foreveryrevolutionofthecrankshaft.Itiscalledatwostrokecycleengineand isillustrated

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 1 infigure11. Insteadofplacingtheintakeandexhaustportsinthecombustion chamber, they are placed in the cylinder wall. In this engine, the piston goes through a power stroke every time it moves from top dead center to bottom dead center. The downward stroke is also an intake and an exhaust stroke. As the pistonmovesfrombottomdeadcenterbacktotopdeadcenter,itisgoingthrougha compressionstroke. FIGURE11.TWOSTROKECYCLEENGINE.

(a) Downward Stroke (figure12, viewA, on thefollowing page). The piston beginsthepowerstrokeattopdeadcenter.Astheexplodingfuelandairmixture pushes the piston downward, it first covers the inlet port. This seals the crankcase. As the piston continues downward, it uncovers the intake and the exhaust ports. The pressure built up in the crankcase forces the fuel and air mixtureintothecylinderthroughtheintakeport.Thetopofthepistonisshaped todivertthemixtureupwardandawayfromtheexhaustport.Asthemixtureenters thecylinder,itdisplacesandpushestheburntgasesoutthroughtheexhaustport.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 1 (b) UpwardStroke(figure12,viewB).Asthepistonmovesupward,itcovers the intake and exhaust ports. This seals the upper cylinder so that the upward movementofthepistoncompressesthefuelandairmixture.Atthesametime,the upward movement of the piston creates a suction in the crankcase so that as the inletportisuncovered,amixtureoffuelandairisdrawnintothecrankcase.As the piston reaches top dead center, the spark plug ignites the fuel and air mixture,beginningthedownwardpowerstrokeagain. FIGURE12.THETWOSTROKECYCLE.

(c) TheFuelandLubricationSystem.Thefuelandairmixturemustfirstpass throughthecrankcasebeforeitgetstothecombustionchamber. Forthisreason, the fuel and air mixture must also provide lubrication for the rotating and reciprocatingparts.Thisisaccomplishedbymixingasmallpercentageofoilwith thefuel.Theoil,mixedwiththefuelandairmixture,entersthecrankcaseina vaporthatconstantlycoatsthemovingparts. (d) PowerOutput.Itmayseemthatatwostrokeenginewillputouttwiceas muchpowerasacomparablefourstrokecycleenginebecausetherearetwiceasmany powerstrokes.However,thisisnotthecase.Becausetheforceofthefueland

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 1 airmixtureenteringthecylindermustbereliedupontogetridoftheburntgases inthecylinderfromthelastpowerstroke,thereissomedilutionofthemixture. The mixing of the intake mixture with exhaust gases reduces the potential power output. Also,withtheinletandexhaustportsopenedtogether,acertainamount ofthefuelandairmixtureislost.Thereisalsoamuchshorterperiodinwhich theinletportisopen. Thesefactorsreducetheamountofpowerfromeachpower stroke. (e) Advantage and Usage. The two stroke cycle engine is used almost exclusively in very small equipment. It is lightweight and able to run at very highspeedsduetotheabsenceofamechanicalvalvetrain. 3. a. RotatingandReciprocatingParts Piston.

(1) General(figure13).Thepistonisthepartofboththetwoandfourstroke engines that receives the energy from the combustion and transmits it to the crankshaft. The piston must withstand heavy stress under severe temperature extremes.Thefollowingareexamplesofconditionsthatapistonmustwithstandat normalhighwayspeeds. FIGURE13.PISTON.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 1 (a) Asthepistonmovesfromthetopofthecylindertothebottom(orvise versa),itacceleratesfromastoptoaspeedofapproximately50milesperhour (mph)(80kilometersperhour[kph])atmidpoint,andthendeceleratestoastop again.Itdoesthisapproximately80timespersecond. (b) Theheadofthepistonissubjectedtopressuresinexcessof1000pounds persquareinch(psi)(6895kPa). (c) Thepistonheadissubjectedtotemperatureswellover600F(316C). (2) Construction Materials. When designing pistons, weight is a major consideration. Thisisbecause ofthetremendousinertialforcescreatedbythe rapidchangeinpistondirection.Forthisreason,ithasbeenfoundthataluminum is the best material for piston construction. It has a very high strengthto weight ratio and, in addition to being lightweight, aluminum is an excellent conductorofheatandismachinedeasily.Pistonsarealsomanufacturedfromcast iron.Castironisanexcellentmaterialforpistonsinlowspeedengines.Itis notsuitableforhighspeedsbecauseitisaveryheavymaterial. (3) ControllingExpansion (figure14onthefollowingpage). Pistonsmusthave builtinfeaturestohelpthemcontrolexpansion.Withoutthesefeatures,pistons wouldfitlooselyinthecylinderswhencold,thenbindinthecylindersasthey warm up. This is a problem with aluminum because it expands so readily. To controlexpansion,pistonsmaybedesignedwiththefollowingfeatures: (a) Itisobviousthatthecrownofthepistonwillgethotterthantherest ofthepiston.Topreventitfromexpandingtoalargersizethantherestofthe piston,itismachinedtoadiameterthatisapproximately0.03to0.04in.(0.762 to1.106mm)smallerthantheskirtarea. (b) Oneofthewaystocontrolexpansionintheskirtareaistocutaslotup thesideoftheskirt.Asasplitskirtpistonwarmsup,thesplitwillcloseup, thereby keeping the skirt from expanding outward and binding the piston in the cylinder.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 1 FIGURE14.CONTROLLINGPISTONEXPANSION.

(c) A variationofthesplitskirtpistonistheTslotpiston. TheTslot pistonissimilartothesplitskirtpiston,withtheadditionofahorizontalslot thatretardsheattransferfromthepistonheadtothepistonskirt. (d) Some aluminum pistons have steel braces cast into them to control expansion. (4) CamGrinding (figure15onthefollowingpage). Bymakingthepistonegg shaped, it will be able to fit the cylinder better throughout its operational temperaturerange. Apistonofthisconfigurationiscalledacamgroundpiston. Camgroundpistonsaremachinedsothattheirdiameterissmallerparalleltothe pistonpinaxisthanitisperpendiculartoit. Whenthepistoniscold,itwill bebigenoughacrossthelargerdiametertopreventrocking. Asitwarmsup,it willexpandacrossitssmallerdiameteratamuchhigherratethanatitslarger diameter. This will tend to make the piston round at operating temperature. Virtuallyallpistonsinautomotiveapplicationsarecamground.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 1 FIGURE16.CAMGROUNDPISTON.

(5) PartialSkirted (SlipperSkirt) Pistons (figure 16). The purpose of the pistonskirtistokeepthepistonfromrockinginthecylinder.Theslipperskirt pistonhaslargeportionsofitsskirtremovedinthenonthrustareas.Removalof theskirtintheseareasservesthefollowingpurposes: (a) Lightens the piston, which, in turn, increases the speed range of the engine. FIGURE16.FULLANDPARTIALSKIRTEDPISTONS.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 1 (b) Reducesthecontactareawiththecylinderwall,whichreducesfriction. (c) Allows the piston to be brought down closer to the crankshaft without interferencewithitscounterweights. (6) StrengthandStructure (figure17onthefollowingpage). Whendesigninga piston,weightandstrengtharecriticalfactors.Twoofthewayspistonsaremade strongandlightareasfollows: FIGURE17.PISTONSTRUCTURE.

(a) Theheadofthepistonismadeasthinasispractical;tokeepitstrong enough,ribsarecastintotheundersideofit. (b) Theareasaroundthepistonpinarereinforced;theseareasarecalledthe pinbosses. (7) Coatings. Aluminum pistons are usually treated on their outer surfaces to aidinenginebreakinandtoincreasehardness.Thefollowingarethemostcommon processesfortreatmentofaluminumpistons. (a) Thepistoniscoatedwithtinwhichwillworkintothecylinderwallsas theengineisbrokenin.Thisprocessresultsinamoreperfect

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 1 fit,shorteningthebreakinperiod,andanincreaseisoverallenginelongevity. (b) Thepistonisanodizedtoproduceaharderoutsidesurface.Anodizingis a process that produces a coating on the surface by electrolysis. The process hardensthesurfaceofthepiston.Thishelpsitresistpickingupparticlesthat maybecomeembeddedinthepiston,causingcylinderwalldamage. b. PistonRings.

(1) General(figure18).Pistonringsservethreeimportantfunctions: FIGURE18.PURPOSEOFPISTONRINGS.

(a) They provideasealbetweenthepistonandthecylinderwalltoprevent the force of the exploding gases from leaking into the crankcase from the combustionchamber.Thisleakageisreferredtoasblowby.Blowbyisdetrimental toengineperformancebecausetheforceoftheexplodinggaseswillmerelybypass thepistonratherthanpushitdown.Italsocontaminatesthelubricatingoil.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 1 (b) They prevent the lubricating oil from bypassing the piston and getting intothecombustionchamberfromthecrankcase. (c) They provide a solid bridge to conduct the heat from the piston to the cylinderwall. Aboutonethirdoftheheatabsorbedbythepistonpassestothe cylinderwallthroughthepistonrings. (2) Description (figure 19). Piston rings are split to allow for installation and expansion, and they exert an outward pressure on the cylinder wall when installed.Theyfitintogroovesthatarecutintothepiston,andareallowedto float freely in these grooves. A properly formed piston ring, working in a cylinderthatiswithinlimitsforroundnessandsize,willexertanevenpressure and maintain a solid contact with the cylinder wall around its entire circumference.Althoughpistonringshavebeenmadefrommanymaterials,castiron hasprovedmostsatisfactoryasitwithstandsheat,formsagoodwearingsurface, and retains a greater amount of its original elasticity after considerable use. Therearetwobasicclassificationsofpistonrings. (a) The Compression Ring. The compression ring seals the force of the explodingmixtureintothecombustionchamber.

FIGURE19.PISTONRINGTYPESANDDESCRIPTION.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 1 (b) The Oil Control Ring. The oil control ring prevents the engine's lubricationoilfromgettingintothecombustionchamber. (3) Configurations. Piston rings are arranged on the pistons in three basic configurations.Theyare: (a) Thethreeringpiston(figure20,viewA)hastwocompressionringsnear thehead,followedbyoneoilcontrolring. Thisisthemostcommonpistonring configuration. FIGURE20.CONFIGURATIONSOFPISTONRINGS.

(b) Thefourringpiston(figure20,view8)hasthreecompressionringsnear thehead,followedbyoneoilcontrolring.Thisconfigurationiscommonindiesel engines because they are more prone to blowby, due to the much higher pressures generatedduringthepowerstroke. (c) The fourring piston (figure 20, view c) has two compression rings near thehead,followedbytwooilcontrolrings. Thebottomoilcontrolringmaybe locatedaboveorbelowthepistonpin. Thisisnotaverycommonconfigurationincurrentenginedesign. Inadditionto theconfigurationsmentioned,therearesomedieselenginesthatusefiveormore pistonringsoneachpistontocontrolthehigheroperatingpressures.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 1 (4) CompressionRing. Asstatedinparagraph3b(2)(a)onpage21,thepurpose ofthecompressionringistomaintainagastightsealbetweenpistonandcylinder, andtoholdthepressurefromthepowerstrokeinthecombustionchamber. There aremanydifferentcrosssectionalshapesofpistonringsavailable(figure21). FIGURE21.TYPESOFCOMPRESSIONRINGS.

Thevariousshapesofringsallservetopreloadtheringsothatitsloweredge pressesagainstthecylinderwall. Asshowninfigure22onthefollowingpage, thisservesthefollowingfunctions: (a) Thepressurefromthepowerstrokewillforcetheupperedgeofthering intocontactwiththecylinderwall,formingagoodseal. (b) Asthepistonmovesdownward,theloweredgeoftheringscrapesanyoil thatworkspasttheoilcontrolringsfromthecylinderwalls. (c) Onthecompressionandtheexhauststrokes,theringwillglideoverthe oil,increasingthering'slife.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 1 FIGURE22.OPERATIONOFCOMPRESSIONRINGS.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 1 FIGURE23.STAGGERINGRINGGAPS.

(5) SecondCompressionRing (figure23). Theprimaryreasonforusingasecond compressionringistoholdbackanyblowbythatmayhaveoccurredatthetopring. Asignificantamountofthetotalblowbyatthetopringwillbefromtheringgap. For this reason, the top and the second compression rings are assembled on the pistonwiththeirgaps60offset. (6) OilControlRings (figure24onthefollowingpage). Theoilcontrolrings servetocontrolthelubricationofthecylinderwalls. Theydothisbyscraping theexcessoilfromthecylinderwallsonthedownstroke. Theoilisthenforced throughslotsinthepistonringandthepistonringgroovedrainingbackintothe crankcase. The rings are made in many different configurations, from onepiece unitstomultipieceassemblies. Regardlessoftheconfiguration,alloilcontrol ringsworkbasicallyinthesameway.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 1 FIGURE24.OILCONTROLRINGS.

4.

Conclusion

Thistaskdescribedtheoperationofboththetwostrokeandfourstrokegasoline engines.Inthenexttask,theoperationalinformationforthedieselenginewill bediscussed.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 2 LESSON1 INTERNALCOMBUSTIONENGINES TASK2. Describe the principles, components, and operation of both the two strokeandfourstrokedieselengines.

CONDITIONS Withinaselfstudyenvironmentandgiventhesubcoursetext,withoutassistance. STANDARDS Withinonehour REFERENCES Nosupplementaryreferencesareneededforthistask. 1. Introduction

Intask1,thegasolinepistonenginewasdiscussed. Inthistask,theoperation ofafourstrokegasolineengineandafourstrokedieselenginewillbecompared. Inaddition,informationwillbeprovidedonthetwostrokedieselengineandthe combustionchambers. 2. GasolineEngineVersusDieselEngine

a. General.Inmanyrespects,thefourstrokecyclegasolineengineandthefour strokecycledieselengineareverysimilar. Theybothfollowanoperatingcycle consistingofintake,compression,power,andexhauststrokes.Theyalsosharethe samesystemforintakeandexhaustvalves.Thecomponentpartsofadieselengine areshownin(figure25).Themaindifferencesbetweengasolineenginesanddiesel enginesfollow:

27

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 2 (1) Inadieselenginethefuelandairmixtureisignitedbytheheatgenerated bythecompressionstroke,versustheuseofasparkignitionsysteminagasoline engine. Thedieselenginethereforeneedsnoignitionsystem. Forthisreason, thegasolineengineisreferredtoasasparkignitionengineandadieselengine isreferredtoasacompressionignitionengine. (2) In a diesel engine the fuel and air mixture is compressed to about one twentieth of its original volume. In contrast, the fuel and air mixture in a gasoline engine is compressed to about oneeighth of its original volume. The diesel engine must compress the mixture this tightly to generate enough heat to ignitethefuelandairmixture.Thecontrastbetweenthetwoenginesisshownin figure26onthefollowingpage.

FIGURE25.THEFOURSTROKECYCLEDIESEL.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 2 (3) Thegasolineenginemixesthefuelandairbeforeitreachesthecombustion chamber. Adieselenginetakesinonlyairthroughtheintakeport. Fuelisput intothecombustionchamberdirectlythroughaninjectionsystem.Theairandfuel then mix in the combustion chamber. This is illustrated in figure 27 on the followingpage. (4) Theenginespeedandthepoweroutputofadieselenginearecontrolledby thequantityoffueladmittedtothecombustionchamber.The FIGURE26.COMPARISONOFDIESELAND GASOLINEENGINE COMPRESSIONSTROKES.

29

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 2 amountofairisconstant.Thiscontrastswiththegasolineenginewherethespeed and power output are regulated by limiting the air entering the engine. This comparisonisillustratedinfigure28onthefollowingpage. FIGURE27.COMPARISONOFDIESELAND GASOLINEENGINEINTAKE STROKES.

b.

Operation.

(1) Intake(figure29,viewA,onpage32).Thepistonisattopdeadcenterat thebeginningoftheintakestroke.Asthepistonmovesdownward,theintakevalve opens. Thedownwardmovementofthepistondrawsairintothecylinder. Asthe piston reaches bottom dead center, the intake valve closes, ending the intake stroke. (2) Compression(figure29,viewB).Thepistonisatbottomdeadcenteratthe beginningofthecompressionstroke.Thepistonmovesupward,

30

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 2 FIGURE28.COMPARISONOFGASOLINEAND DIESELENGINEREGULATION OFPOWER.

compressingtheair.Asthepistonreachestopdeadcenter,thecompressionstroke ends. (3) Power (figure 29, view C, on the following page). The piston begins the power stroke at top dead center. At this time, air is compressed in the upper cylinder to as much as 500 psi (3448kPa). The tremendous pressure in the upper cylinder brings the temperature of the compressed air to approximately 1000 F (538 C). Thepowerstrokethenbeginswiththeinjectionofafuelchargeinto the engine. The heat of compression ignites the fuel as it is injected. The expandingforceoftheburninggasespushesthepistondownward,providingpowerto the crankshaft. Thepowergeneratedinadieselengineiscontinuousthroughout thepowerstroke.Thiscontrastswithagasolineengine,whichhasapowerstroke withrapidcombustioninthebeginningandlittleornocombustionattheend. (4) Exhaust(figure29,viewD).Asthepistonreachesbottomdeadcenteronthe power stroke, the power stroke ends and the exhaust stroke begins. The exhaust valveopensandthepistonpushesthe

31

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 2 burntgasoutthroughtheexhaustport.Asthepistonreachestopdeadcenter,the exhaustvalveclosesandtheintakevalveopens.Theengineisthenreadytobegin anotheroperatingcycle. FIGURE29.FOURSTROKECYCLEDIESEL.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 2 c. Advantages.

(1) Thedieselengineismuchmoreefficientthanagasolineengineduetothe muchtightercompressionofthefuelandairmixture. Thedieselengineproduces tremendous lowspeed power, and gets much greater fuel mileage than its gasoline counterpart.Thismakestheengineverysuitableforlargetrucks. (2) Thedieselenginerequiresnoignitiontuneupsbecausethereisnoignition system. (3) Because diesel fuel is of an oily consistency and is less volatile than gasoline,itisnotaslikelytoexplodeinacollision. d. Disadvantages.

(1) The diesel engine must be made very heavy to have enough strength to withstandthetightercompressionofthefuelandairmixture. (2) Thedieselengineisverynoisy. (3) Dieselfuelcreatesalargeamountoffumes. (4) Becausedieselfuelisnotveryvolatile,coldweatherstartingisdifficult. (5) A diesel engine operates well only in lowspeed ranges in relation to gasolineengines. Thiscreatesproblemswhenusingtheminpassengercars,which requireawidespeedrange. e. Usage. Dieselenginesarewidelyusedinalltypesofheavytrucks,trains, andboats. Inrecentyears,moreattentionhasbeenfocusedonusingdieselsin passengercars. f. MultifuelEngine (figure30onthefollowingpage). Themultifuelengineis basicallyafourstrokecycledieselenginewiththecapabilityofoperatingona widevarietyoffueloilswithoutadjustmentormodification. Thefuelinjection systemisequippedwithadevicecalledafueldensitycompensator.Itsjobisto varytheamountoffuel,keepingthepoweroutputconstantregardlessofthefuel being used. The multifuel engine uses a spherical combustion chamber to aid in thoroughmixing,completecombustion,andminimizedknocks.

33

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 2

FIGURE30.MULTIFUELENGINE.

3.

TwoStrokeCycleDiesel

a. General. Thetwostrokecyclediesel(figure31onthefollowingpage)isa hybrid engine sharing operating principles of both a two stroke cycle gasoline engineandafourstrokecycledieselengine.Themajorfeaturesoftheengineare asfollows: (1) Itcompletesanoperatingcycleeverytwopistonstrokesoreverycrankshaft revolution. Likeatwostrokecyclegasolineengine,itprovidesapowerstroke everytimethepistonmovesdownward. (2) Itisacompressionignitionengine,makingitatruedieselengine. (3) Itusesanexhaustvalveontopofthecombustionchamberasinafourstroke cycle diesel engine. Intake ports are cut into the cylinder wall as in a two strokecyclegasolineengine.

34

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 2 FIGURE31.THETWOSTROKECYCLEDIESELENGINE.

(4) Itmixesitsfuelandairinthecombustionchamberasinafourstrokecycle dieselengine. Theairentersthroughtheintakeportsandthefuelisinjected intothecombustionchamberbythefuelinjectionsystem. (5) Theairsupplytotheengineisconstantwhilethespeedandpoweroutputof the engine is regulated by controlling the quantity of fuel injected into the combustionchamber. (6) Unlikeanyoftheotherenginetypes,thetwostrokecycledieselenginemust have a supercharger to force the intake air into the upper cylinder. The most commontypeusedistheRootes. b. Operation(figure32onthefollowingpage).

(1) Scavenging. Scavengingbeginswiththepistonatbottomdeadcenter. The intakeportsareuncoveredinthecylinderwallandtheexhaustvalveopens. Air isforcedintotheuppercylinderbythesupercharger. Astheairisforcedin, theburntgasesfromthepreviousoperatingcycleareforcedout.

35

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 2

FIGURE32.THETWOSTROKEDIESELCYCLE.

(2) Compression. As the piston moves toward top dead center, it covers the intakeports. Theexhaustvalveclosesatthispointsealingtheuppercylinder. Asthepistoncontinuesupward,theairinthecylinderistightlycompressed.As inthefourstrokecyclediesel,atremendousamountofheatisgeneratedbythe compression. 36

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 2 (3) Power. Asthepistonreachestopdeadcenter,thecompressionstrokeends. Fuelisinjectedatthispoint.Theintenseheatofcompressioncausesthefuelto ignite. Theburningfuelpushesthepistondown,givingpowertothecrankshaft. Thepowerstrokeendswhenthepistongetsdowntothepointwheretheintakeports areuncovered.Ataboutthispoint,theexhaustvalveopensandscavengingbegins again. c. Advantages.Thetwostrokecycledieselenginehasalloftheadvantagesthat afourstrokecycleenginehasoveragasolineengine,plusthefollowing: (1) Becauseitisatwostrokecycleengine,itwillrunsmootherthanitsfour strokecyclecounterpart. Thisisbecausethereisapowerstrokegeneratedfor everycrankshaftrevolution. (2) The two stroke cycle diesel has a less complicated valve train because it doesnotuseintakevalves. d. Disadvantages.

(1) Thetwostrokecycleenginemustuseasuperchargertoforceintheintake air and push out the burnt exhaust gases. This is because the movement of the pistonisnotsuchthatitwillaccomplishthisnaturally. Thesuperchargeruses enginepowertooperate. (2) The two stroke cycle diesel uses either two or four exhaust valves per cylinder,whichcomplicatesthevalvemechanism. (3) Aswiththetwostrokecyclegasolineengine,thedieselcounterpartwillnot producetwiceasmuchpowerasafourstrokecycleengine,eventhoughitproduces twiceasmanypowerstrokes. Bystudyingfigure33onthefollowingpage,itcan be seen that the power stroke occupies only a portion of the downstroke of the piston in a two stroke cycle diesel. In a four stroke cycle diesel, the power strokelastsfromtopdeadcentertobottomdeadcenter. e. Usage.Thetwostrokecycledieselisusedinmostofthesameapplicationsas thefourstrokecyclediesel.

37

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 2 FIGURE33.COMPARISONOFTWOAND FOURSTROKECYCLEDIESEL POWERSTROKELENGTHS.

4.

CombustionChamberDesign

a. General. The fuel injected into the combustion chamber must be mixed thoroughly with the compressed air and be distributed as evenly as possible throughoutthechamberiftheengineistofunctionatmaximumdriveability. The welldesigned diesel engine uses a combustion chamber that is designed for the engine's intendedusage. Theinjectorsusedintheengineshouldcomplimentthe combustion chamber. The combustion chambers described in the following subparagraphsarethemostcommonandcovervirtuallyallofthedesignsthatare usedincurrentautomotiveapplications. b. Open Chamber (figure 34 on the following page). The open chamber is the simplest form of chamber. It is suitable for slowspeed, four stroke cycle engines, and is used widely in two stroke cycle diesel engines. In the open chamber,thefuelisinjecteddirectlyintothespaceatthetopofthecylinder. The combustion space, formed by the top of the piston and the cylinder head, is usuallyshapedtoprovideaswirlingactionoftheairasthepistoncomesupon thecompressionstroke.

38

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 2 Therearenospecialpockets,cells,orpassagestoaidthemixingofthefueland air. This type of chamber requires a higher injection pressure and a greater degreeoffuelatomizationthanisrequiredbyothercombustionchamberstoobtain an acceptable level of fuel mixing. This chamber design is very susceptible to ignitionlag.

FIGURE34.OPENCOMBUSTIONCHAMBER.

c. Precombustion Chamber (figure 35 on the following page). The precombustion chamberisanauxiliarychamberatthetopofthecylinder.Itisconnectedtothe main combustion chamber by a restricted throat or passage. The precombustion chamberconditionsthefuelforfinalcombustioninthecylinder. Ahollowedout portionofthepistontopcausesturbulenceinthemaincombustionchamberasthe fuel enters from the precombustion chamber to aid in mixing with air. The followingstepsoccurduringthecombustionprocess: (1) During the compression stroke of the engine, air is forced into the precompression chamber and, because the air is compressed, it is hot. At the beginningofinjection,theprecombustionchambercontainsadefinitevolumeofair.

39

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 2

FIGURE35.PRECOMBUSTIONCHAMBER.

(2) Astheinjectionbegins,combustionbeginsintheprecombustionchamber.The burning ofthefuel,combinedwiththerestrictedpassagetothemaincombustion chamber,createsatremendousamountofpressureinthechamber.Thepressureand theinitialcombustioncauseasuperheatedfuelchargetoenterthemaincombustion chamberatatremendousvelocity. (3) Theenteringmixturehitsthehollowedoutpistontop,creatingturbulencein thechambertoensurecompletemixingofthefuelchargewiththeair.Thismixing ensures even and complete combustion. This chamber design will provide satisfactory performance with low fuel injector pressures and coarse spray patterns, because a large amount of vaporization takes place in the combustion chamber.Thischamberalsoisnotverysusceptibletoignitionlag,makingitmore suitableforhighspeedapplications. d. TurbulenceChamber (figure36onthefollowingpage). Theturbulencechamber is similar in appearance to the precombustion chamber, but its function is different. Thereisverylittleclearancebetweenthetopofthepistonandthe head,sothatahighpercentageoftheairbetweenthepistonandthecylinderhead isforcedintothe

40

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 2 turbulence chamber during the compression stroke. The chamber usually is spherical,andtheopeningthroughwhichtheairmustpassbecomessmallerasthe pistonreachesthetopofthestroke,therebyincreasingthevelocityoftheairin the chamber. This turbulence speed is approximately 60 times crankshaft speed. The fuel injection is timed to occur when the turbulence in the chamber is the greatest.Thisensuresathoroughmixingofthefuelandtheair,withtheresult thatthegreaterpartofcombustiontakesplaceintheturbulencechamberitself. Thepressurecreatedbytheexpansionoftheburninggasesistheforcethatdrives thepistondownwardonthepowerstroke.

FIGURE36.TURBULENCECHAMBER.

e. SphericalCombustionChamber(figure37onthefollowingpage).Thespherical combustion chamberisprincipallydesignedforuseinthemultifuelengine. The chamberconsistsofabasicopentypechamberwithasphericalshapedreliefinthe top of the piston head. The chamber works in conjunction with a strategically positioned injector and an intake port that produces a swirling effect on the intakeairasitentersthechamber.Operationofthechamberisasfollows:

41

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 2 FIGURE37.SPHERICALCHAMBER.

(1) Astheairentersthecombustionchamber,aswirleffectisintroducedtoit bytheshapeoftheintakeport(figure37,viewA). 42

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/TASK 2 (2) During the compression stroke, the swirling motion of the air continues as thetemperatureinthechamberincreases(figure37,viewB,onthepreviouspage). (3) Asthefuelisinjected,approximately95percentofitisdepositedonthe headofthepiston;theremaindermixeswiththeairinthesphericalcombustion chamber(figure37,viewC). (4) Ascombustionbegins,themainportionofthefuelissweptoffthepiston headbythehighvelocityswirlthatwascreatedbytheintakeandthecompression strokes. Asthefuelissweptoffthehead,itburnsthroughthepowerstroke, maintainingevencombustionandeliminatingdetonation(figure37,viewDandE). 6. Conclusion

This concludes the explanation of the gasoline and diesel internal combustion engines.Inthenextlesson,operationalinformationonthesubsystemsofinternal combustionengineswillbediscussed.

43

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/PE 1 PRACTICALEXERCISE1 1. Instructions

Readthescenarioandrespondtotherequirementsthatfollowthescenario. 2. Scenario

SSG Fredrick has been attending an Army NCO development course for four weeks. This week the subject has been internal combustion engines, which he understands completely.Oneofhisclassmates,SSGOlson,isnotverysureaboutthissubject andisnervousabouttheexamwhichiscomingupintwodays. SSGOlsonasksSSGFredrickifhewouldmindhelpinghimstudyfortheexam. SSG FredrickagreestohelpanddecidesthatthebestwaytoprepareSSGOlsonforthe examistogivehimapretest. 3.Requirement BelowisalistofquestionsthatSSGFredrickfeelswillgiveSSGOlsonageneral understandingofinternalcombustionengines. a. Iftheengineisgoingtooperate,thefuelandairmixturemustbefedinto the__________________________. b. What component opens and closes the intake and exhaust valves in a timed sequence? c. Howmanyrevolutionsdoesthecrankshaftrotatewhenthepistonmovesfromtop deadcentertobottomdeadcenter? d. Whatarethefourstrokesofoperationinapistonengine?

e. Whatsystemignitesthefuelandairmixtureinthecombustionchamberatthe precisemomentneededtomaketheenginerun? f. Whattypeofengineisusedalmostexclusivelyinverysmallequipmentbecause it is lightweight and able to run at very high speeds due to the absence of a mechanicalvalvetrain?

44

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/PE 1 g. What piston ring keeps the engine's lubrication oil from getting into the combustionchamber? h. i. Whyisadieselenginereferredtoasacompressionignitionengine? Whyisthedieselenginemuchmoreefficientthanthegasolineengine?

j. Thetwostrokecycleenginemustuseasuperchargertoforceintheintakeair andpushouttheburntexhaustgasesbecause_____________________________________ __________________________________________________________________________________. k. What type of combustion chamber is designed principally for use in the multifuelengine?

45

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 1/PE 1 LESSON1.PRACTICALEXERCISEANSWERS 1. a. b. c. d. e. f. g. Requirement combustionchamber. Thevalvetrain. Exactlyonehalf. Intake,compression,power,andexhaust. Theignitionsystem. Thetwostrokecycleengine. Theoilcontrolring.

h. Thefuelandairmixtureisignitedbytheheatgeneratedbythecompression stroke. i. Thedieselengineismuchmoreefficientthanthegasolineengineduetothe muchtightercompressionofthefuelandairmixture. j. themovementofthepistonisnotsuchthatitwillaccomplishthisnaturally andthesuperchargerusesenginepowertorunit. k. Thesphericalcombustionchamber.

46

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 1 LESSON2 INTERNALCOMBUSTIONENGINESUBSYSTEMS TASK1. Describe the principles, components, and operation of the turbochargers,intake,andexhaustsystems.

CONDITIONS Withinaselfstudyenvironmentandgiventhesubcoursetext,withoutassistance. STANDARDS Withinonehour REFERENCES Nosupplementaryreferencesareneededforthistask. 1. Introduction

In Lesson one, the principles, components, and operation of diesel and gasoline enginesweredescribed. Theknowledgeobtainedfromthisinformationcanbeused to understand the subsystems of the internal combustion engines discussed within thislesson. Thesesubsystemsare:intakesystem;exhaustsystem;turbochargers; lubricationsystem;andcoolingsystem. Thistaskwillintroduceanddescribetheintakesystem,turbochargers,andexhaust system. 2. a. b. IntakeSystem Purpose.Todrawairfromanoutsidesourceintotheenginecylinder. IntakeManifold(figure38onthefollowingpage).Theintakemanifoldshould:

47

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 1 FIGURE38.TYPICALINTAKEMANIFOLD.

(1) Deliver the mixture to the cylinders in equal quantities and proportions. This is important for smooth engine performance. The lengths of the passages should be as near equal as possible to distribute the mixture equally. In a gasolineengine,thereisaseriesofpipesorpassagesthroughwhichthefuelair mixture from the carburetor is directed to the engine cylinders on the intake stroke. Thedieselenginedoesnothaveacarburetorsotheairisdirectedinto thecylinderandthefuelisinjectedtomixwiththeair. (2) Help to keep the vaporized mixture from condensing before it reaches the combustionchamber.Becausetheidealmixtureshouldbevaporizedcompletelyasit entersthecombustionchamber,thisisveryimportant.Toreducethecondensingof the mixture, the manifold passages should be designed with smooth walls and a minimumofbendsthatcollectfuel. Smoothflowingintakemanifoldpassagesalso increasevolumetricefficiency,themethodofmeasuringanenginesabilitytotake initsintakemixture. (3) Aid in the vaporization of the mixture. To do this, the intake manifold shouldprovideacontrolledsystemofheating,asdescribedinparagraph3conpage 53. This system must heat the mixture enough to aid in vaporization without heatingtothepointofsignificantlyreducingvolumetricefficiency.

48

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 1

FIGURE39.RAMINDUCTIONMANIFOLD.

c. RamInduction(figure39).Intakemanifoldscanbedesignedtoprovideoptimum performanceforagivenenginespeedrangebyvaryingthelengthofthepassages. Theinertiaofthemovingintakemixturewillcauseittobouncebackandforthin themanifoldpassagefromtheendofoneintakestroketothebeginningofthenext intakestroke.Ifthepassageistheproperlengthsothatthenextintakestroke is just beginning as the mixture is rebounding, the inertia of the mixture will cause it to ram itself into the cylinder. This will increase the volumetric efficiencyoftheengineinthedesignatedspeedrange. Itshouldbenotedthat therammanifoldwillservenousefulpurposeoutsideofitsdesignatedspeedrange. d. Heating the Mixture. As stated in paragraph 2b(3) on page 48, providing controlled heat for the incoming mixture is very important for good performance. The heating of the mixture may be accomplished by one or both of the following methods: (1) Directingaportionoftheexhaustthroughapassageintheintakemanifold (figure 40 on the following page). The heat from the exhaust will transfer and heatthemixture.Theamountofexhaustthatisdivertedintotheintakemanifold heatpassageiscontrolledbythemanifoldheatcontrolvalve.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 1

FIGURE40.EXHAUSTHEATEDINTAKEMANIFOLD.

(2) Directing the engine coolant, which is laden with engine heat, through the intakemanifoldonitswaytotheradiator(figure41onthefollowingpage). e. Intake Manifold Flame Heater System (figure 42 on page 52). Engines are equipped with a flametype manifold heater for heating the induction air during coldweatherstartingandwarmupoperations. (1) Operation. Theflameheaterassemblyiscomposedofahousing,sparkplug, flowcontrolnozzle,andtwosolenoidcontrolvalves.Thesparkplugisenergized bytheflameheaterignitionunit.Thenozzlespraysfuelunderpressureintothe intakemanifoldelbowassembly. Thefuelvaporisignitedbythesparkplugand burns in the intake manifold, heating the air before it enters the combustion chambers. (2) Because this system uses fuel from the fuel tank of the vehicle, its componentsmustbecompatiblewithallapprovedfuelswhenthesystemisusedwith amultifuelengine. (a) The flame fuel pump assembly is a rotary type, driven by an enclosed electricmotor.Thefuelpumpreceivesfuelfromthevehiclefueltankthroughthe vehicle'ssupplypumpanddeliversittothespraynozzle. Thepumpisenergized byanONOFFswitchlocatedontheinstrumentpanel.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 1

FIGURE41.WATERHEATEDINTAKEMANIFOLD.

(b) Theintakemanifoldflameheatersystemhasafiltertoremoveimpurities fromthefuelbeforeitreachesthenozzle. (c) Twofuelsolenoidvalvesareusedintheflameheatersystem.Thevalves are energized (open) whenever the flame heater system is activated. The valves ensurethatfuelisdeliveredonlywhenthesystemisoperating. Theystopfuel flowtheinstanttheengineorheatersystemisshutdown.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 1 FIGURE42.MANIFOLDFLAMEHEATERSYSTEM.

3.

ExhaustSystem

a. Purpose (figure43onthefollowingpage). Thewasteproductsofcombustion arecarriedfromtheenginetotherearofthevehiclebytheexhaustsystem,where they are expelled to the atmosphere. The exhaust system also serves to lessen enginenoise. 52

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 1 FIGURE43.TYPICALEXHAUSTSYSTEM.

b. Exhaust Manifold (figure 44 on the following page). The exhaust manifold connectsalloftheenginecylinderstotheexhaustsystemandisusuallymadeof castiron.Iftheexhaustmanifoldisformedproperly,itcancreateascavenging actionthatwillcauseallofthecylinderstohelpeachothergetridofexhaust gases. Back pressure (the force that the pistons must exert to push out the exhaustgases)canbereducedbymakingthemanifoldwithsmoothwallsandwithout sharpbends. Allofthesefactorsaretakenintoconsiderationwhentheexhaust manifold isdesigned,andthebestpossiblemanifoldismanufacturedtofitinto theconfinesoftheenginecompartment. c. ManifoldHeatControlValve (figure45onpage55).Avalveisplacedinthe exhaust manifold on some gasoline engines to deflect exhaust gases toward a hot spotintheintakemanifolduntiltheenginereachesoperatingtemperature. This valveisaflatmetalplatethatisthesameshapeastheopeningitcontrols.It pivotsonashaftandisoperatedbyathermostaticcoilspring.Thespringpulls thevalveclosedagainstacounterweightbeforewarmup.Thespringexpandsasthe enginewarmsupandthecounterweightpullsthevalveopen.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 1

FIGURE44.EXHAUSTMANIFOLD.

d. Muffler (figure46onpage56). Themufflerreducestheacousticpressureof exhaust gases to discharge them to the atmosphere with a minimum of noise. The mufflerisusuallylocatedatapointaboutmidwayinthevehicle,withtheexhaust pipebetweenitandtheexhaustmanifold,andthetailpipeleadingfromittothe rearofthevehicle.Theinletandtheoutletofthemufflerareusuallyslightly larger than their connecting pipes so that it may be hooked up by slipping over them.Themuffleristhensecuredtotheexhaustpipeandthetailpipebyclamps. Atypicalmufflerhasseveralconcentricchamberswithopeningsbetweenthem.The gasenterstheinnerchamberandexpandsasitworksitswaythroughaseriesof holes in the other chambers and finally to the atmosphere. Mufflers must be designed to quiet exhaust noise while creating a minimum of back pressure. Excessivebackpressurecouldcauselossofenginepower,economy,andalsocause overheating. Exhaust system components are usually made of steel. They are usuallycoatedwithaluminumorzinctoretardcorrosion.

54

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 1 Stainlesssteelisalsousedinexhaustsystems,inlimitedquantitiesduetoits highcost.Astainlesssteelexhaustsystemwilllastindefinitely. FIGURE45.MANIFOLDHEATCONTROLVALVE.

4.

Turbochargers

Turbochargingisamethodofincreasingenginevolumetricefficiencybyforcingthe airfuelmixtureintotheintakeratherthanmerelyallowingthepistonstodrawit innaturally. Aturbocharger(figure47onpage57)usestheforceoftheengine exhaust stream to force the airfuel mixture into the engine. It consists of a housing 55

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 1 containing two chambers. One chamber contains a turbine that is spun as hot exhaustgasesaredirectedagainstit. Theturbineshaftdrivesanimpellerthat islocatedintheotherchamber. Thespinningimpellerdrawsanairfuelmixture fromthecarburetorandforcesitintotheengine. Becausethevolumeofexhaust gases increases with engine load and speed, the turbocharger speed will increase proportionally,keepingthemanifoldpressurefairlyuniform.Adeviceknownasa wastegateisinstalledonturbochargedenginestocontrolmanifoldpressure. It is a valve which, when open, allows engine exhaust to bypass the turbocharger turbine,effectivelyreducingintakepressure.Thewastegatevalveisoperatedby a diaphragm that is operated by manifold pressure. The diaphragm will open the wastegatevalvewhenevermanifoldpressurereachesthedesiredmaximum. FIGURE46.MUFFLER.

56

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 1 FIGURE47.TURBOCHARGER.

5.

Conclusion

This taskdescribedthreesubsystemsofaninternalcombustionengine. Thenext taskwilldefinethelubricationsystem. 57

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 2 LESSON2 INTERNALCOMBUSTIONENGINESUBSYSTEMS TASK2. Describe the principles, components, and operation of the lubrication system.

CONDITIONS Withinaselfstudyenvironmentandgiventhesubcoursetext,withoutassistance. STANDARDS Withinonehour REFERENCES Nosupplementaryreferencesareneededforthistask. 1. Introduction

The lubricationsystem(figure48onthefollowingpage)inanautomotiveengine supplies a constant supply of oil to all moving parts. This constant supply of freshoilisimportanttominimizewear,flushbearingsurfacesclean,andremove thelocalizedheatthatdevelopsbetweenmovingpartsasaresultoffriction.In addition, the oil that is supplied to the cylinder walls helps the piston rings makeagoodsealtoreduceblowby. This task will describe the characteristics, components, and function of an internalcombustionenginelubricationsystem. 2. PurposeofLubrication

a. OilasaLubricant. Theprimaryfunctionofengineoilistoreducefriction betweenmovingparts(lubricate). Friction,inadditiontowastingenginepower, createsdestructiveheatandrapidwearofparts.Thegreaterthefrictionpresent between moving parts, the greater the energy required to overcome that friction. The

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 2 increaseinenergyaddstotheamountofheatgenerated,causingmovingpartsthat aredeprivedofoiltomelt,fuse,andseizeafteraveryshortperiodofengine operation.Theeffectivenessofamodernlubricationsystemmakespossibletheuse of frictiontype bearings in an engine. Friction between the pistons and the cylinder walls is severe, making effective lubrication of this area imperative. Lubricationoftheconnectingrodandmainbearingsiscrucialbecauseoftheheavy loads that are placed on them. There are many other less critical engine parts thatalsoneedaconstantsupplyofoil,suchasthecamshaft,valvestems,rocker arms,andtimingchains. FIGURE48.TYPICALENGINELUBRICATIONSYSTEM.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 2 b. OilasaCoolant. Engineoilcirculatedthroughouttheenginealsoservesto removeheatfromthefrictionpoints. Theoilcirculatesthroughtheengineand drains to the sump. The heat picked up by the oil while it is circulated is reducedbyanairflowaroundtheoutsideofthesump.Insomeinstances,wherethe sumpisnotexposedtoaflowofair,itisnecessarytoaddanoilcoolingunit thattransferstheheatfromtheoiltotheenginecoolingsystem. 3. EngineOils

a. General.Mineraloilisusedinmostinternalcombustionengines.Engineoils generally are classified according to their performance qualities and their thickness. (1) HowOilLubricates(figure49onthefollowingpage). (a) Everymovingpartoftheengineisdesignedtohaveaspecificclearance from its adjacent surface. As oil is fed to the surface it forms a film, preventingthemovingpartfromactuallytouchingthesurface. (b) Asapartrotates,thefilmofoilactsasaseriesofrollers. Because themovingpartsdonotactuallytoucheachother,frictionisreducedgreatly. (c) Itisimportantthatsufficientclearancebeallowedbetweenthepartand the bearing; otherwise the film might be too thin. This would allow contact betweentheparts,causingthebearingtowearorburnup. (d) Italsoisimportantthattheclearancenotbetoolargebetweenrotating partsandtheirbearings. Thisistrueparticularlywithheavilyloadedbearings likethosefoundontheconnectingrods.Theheavyloadscouldthencausetheoil filmtobesqueezedout,resultinginbearingfailure. (2) OilContamination(figure50onpage62).Oildoesnotwearout,butitdoes becomecontaminated.Whenforeignmatterentersthroughtheairintake,someofit willpassbythepistonringsandenterthecrankcase. Thisdirt,combinedwith foreignmatterenteringthroughthecrankcase

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 2 breather pipe, mixes with the oil, and when forced into the bearings, greatly accelerates wear. Water, one of the products of combustion, will seep by the pistonringsassteamandcondenseinthecrankcase. Thewaterinthecrankcase then will emulsify with the oil to form a thick sludge. Products of fuel combustionwillmixwiththeoilastheyenterthecrankcasethroughblowby. The oil,whenmixedwiththecontaminants,losesitslubricatingqualitiesandbecomes acidic. Engineoilmustbechangedperiodicallytopreventcontaminatedoilfrom allowing excessive wear and causing etching of bearings. Oil contamination is controlledinthefollowingways: FIGURE49.HOWOILLUBRICATES.

(a) Control engine temperature; a hotter running engine burns its fuel more completelyandevaporatesthewaterproducedwithinitbeforeanyappreciableoil contaminationoccurs.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 2 FIGURE50.SOURCESOFOILCONTAMINATION.

(b) The use of oil filters removes dirt particles from the oil before it reachesthebearings,minimizingwear. (c) An adequate crankcase ventilation system will purge the crankcase of blowbyfumeseffectivelybeforealargeamountofcontaminantscansixwiththeoil. (d) The use of air intake filters trap foreign material and keep it from enteringtheengine. (3) Oil Dilution (refer to figure 50). Engine oil thins out when mixed with gasoline,causingadramaticdropinitslubricatingqualities.Someofthecauses ofoildilutionarethefollowing: (a) Excessiveuseofahandchokecausesanoverrichmixtureandanabundance of unburned fuel to leak past the piston rings into the crankcase. The same conditioncanoccuronvehiclesequipped

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 2 withanimproperlyadjustedormalfunctioningautomaticchokesystem. (b) Avehiclewithadefectiveignitionsystemcancauseoildilutiondueto misfiringsparkplugs. Wheneverasparkplugmisfires,mostoftheunburnedfuel willbeforcedintotheexhaustsystembutasmallportionofitwillalsopassthe ringsandenterthecrankcase. (c) Anenginewithamalfunctioningthermostat,oranenginethatisoperated for short durations only, will never reach a sufficient temperature to burn the fuelcompletely.Asmallamountofoildilutionoccursinallenginesfrominitial startup through warmup. When, however, the engine reaches its operational range (180 F(82.2 C]to200 F[93.3 C]),thisconditioniscorrectedastheexcess gasolinevaporizesinthecrankcaseandiscarriedoffbythecrankcaseventilation system. b. AmericanPetroleumInstitute(API)RatingSystem.

(1) General. The API system for rating oil classifies oil according to its performancecharacteristics. Thehigherratedoilscontainadditivesthatprovide maximumprotectionagainstrust,corrosion,wear,oiloxidation,andthickeningat high temperatures. There are currently six oil classifications for gasoline engines(SA,SB,SC,SD,SE,andSF)andfourclassificationsfordieselengines (CA,CB,CC,andCD).Thehigherthealphadesignation,thehigheristhequality oftheoil. (2) APIDesignations. (a) SA(UtilityGasolineEngines). Adequateforutilityenginessubjectedto light loads, moderate speeds, and clean conditions. SArated oils generally containnoadditives. (b) SB (Minimum Duty Gas Automotive). Adequate for automotive use under favorable conditions (light loads, low speeds, and moderate temperatures) with relatively short oil change intervals. SBrated oils generally offer minimal protectiontotheengineagainstbearingscuffing,corrosion,andoiloxidation.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 2 (c) SC. Meets all automotive manufacturers' requirements for vehicles manufacturedfrom1964to1967. (d) SD. Meets all automotive manufacturers' requirements for vehicles manufacturedfrom1968to1970.SDoiloffersadditionalprotectionoverSCoils, necessarywiththeintroductionofemissioncontrols. (e) SE. Meets all automotive manufacturers' requirements for vehicles manufacturedfrom1971to1979.Stricteremissionrequirementsduringtheseyears createdtheneedforthisoiltoprovideprotection. (f) SF. Meets all automotive manufacturers' requirements for vehicles manufactured after 1980. SF oil is designed to meet the demands of the small, highrevving enginesmadenecessarybythetrendtowardsmallervehicles. AnSF oil can be used in all automotive vehicles. API service ratings have related militaryspecificationdesignations. c. ViscosityandViscosityMeasurement. (1) General.Theviscosityofanoilreferstoitsresistancetoflow.Whenoil is hot, it will flow more rapidly than when it is cold. In cold weather, therefore,oilshouldbethin(lowviscosity)topermiteasyflow.Inhotweather, oilshouldbeheavy(highviscosity)topermitittoretainitsfilmstrength.The ambienttemperatureinwhichavehicleoperatesdetermineswhetheranengineoilof highorlowviscosityshouldbeused. If,forexample,toothinanoilwereused in hot weather, consumption would be high because it would leak past the piston ringseasily. Thelubricatingfilmwouldnotbeheavyenoughtotakeupbearing clearancesorpreventbearingscuffing.Incoldweather,heavyoilwouldnotgive adequate lubrication because its flow would be sluggish; some parts might not receiveoilatall. (2) Viscosity Measurement. Oils are graded according to their viscosity by a seriesofSocietyofAutomotiveEngineers(SAE)numbers.Theviscosityoftheoil willincreaseprogressivelywiththeSAEnumber.AnSAE5oilwouldbeverylight (lowviscosity)andanSAE90oilwouldbe

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 2 very heavy (high viscosity). The viscosity of the oil used in gasoline engines generally ranges from SAE 5 (arctic use) to SAE 60 (desert use). It should be notedthattheSAEnumberoftheoilhasnothingtodowiththequalityoftheoil. Theviscositynumberoftheoilisdeterminedbyheatingtheoiltoapredetermined temperature and allowing it to flow through a precisely sized orifice while measuringtherateofflow.Thefasteranoilflows,thelowertheviscosity.The testingdeviceiscalledaviscosimeter. AnyoilthatmeetsSAElowtemperature requirementswillbefollowedbytheletterW.AnexamplewouldbeSAE10W. (3) Multiweight Oils. Multiweight oils are manufactured to be used in most climatesbecausetheymeettherequirementsofalightoilincoldtemperaturesand aheavyoilinhottemperatures.Theirviscosityratingwillcontaintwonumbers. Anexampleofthiswouldbe10W30.Anoilwithaviscosityratingof10W30would beasthinasa10Wweightoilat0 F(17.7 C)andasthickasa30weightoil at210F(99C). (4) DetergentOils. Detergentoilscontainadditivesthathelpkeeptheengine clean by preventing the formation of sludge and gum. All SE and SF oils are detergentoils. 4. OilPumps.

a. General. Oil pumps are mounted either inside or outside of the crankcase, dependingonthedesignoftheengine. Theyareusuallymountedsothattheycan bedrivenbyawormorspiralgeardirectlyfromthecamshaft.Oilpumpsgenerally areofthegearortherotortype. b. RotorType Oil Pump (figure 51 on the following page). The rotor oil pump makesuseofaninnerrotorwithlobesthatmatchsimilarlyshapeddepressionsin theouterrotor.Figure51showsthemannerinwhichthetworotorsfittogether. Theinnerrotorisoffcenterfromtheouterrotor.Theinnerrotorisdrivenand, asitrotates,itcarriestheouterrotoraroundwithit. Theouterrotorfloats freely inthepumpbody. Asthetworotorsturn,theopeningsbetweenthemare filledwithoil.Thisoilisthenforcedoutfrombetweentherotorsastheinner rotorlobesenterthe

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 2 FIGURE51.ROTARYPUMPS.

openingsintheouterlobes.Thisactionismuchlikethatinthegeartypepump. c. GearTypeOilPump(figure52onthefollowingpage).Geartypeoilpumpshave aprimarygearthatisdrivenbyanexternalmember,andwhichdrivesacompanion gear.Oilisforcedintothepumpcavity,aroundeachgear,andouttheotherside intotheoilpassages.Thepressureisderivedfromtheactionofthemeshedgear teeth, which prevents oil from passing between the gears, forcing it around the outsideofeachgearinstead.Theoilpumpincorporatesapressurereliefvalve,a springloaded ball that rises when the desired pressure is reached, allowing the excessoiltobedeliveredtotheinletsideofthepump.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 2 FIGURE52.GEARTYPEPUMPS.

FIGURE53.OILPICKUPANDSTRAINER.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 2 d. OilStrainerandPickup (figure53onthepreviouspage). Mostmanufacturers of inline and Vtype engines place at least one oil strainer or screen in the lubricationsystem. Thescreenisusuallyafinemeshbronzescreen,locatedin the oil sump on the end of the oil pickup tube. The oil pickup tube is then threadeddirectlyintothepumpinletormayattachtothepumpbyaboltedflange. Afixedtypestrainer,liketheonedescribed,islocatedsothataconstantsupply ofoilwillbeassured. Someautomotiveenginesuseapickupthatishingedfrom theoilpump. Thepickupisdesignedtofloatontopoftheoil,thuspreventing sedimentfrombeingdrawnintotheoilingsystem. e. OilFilters.

(1) General (figure54onthefollowingpage). Theoilfilterremovesmostof theimpuritiesthathavebeenpickedupbytheoilasitiscirculatedthroughthe engine. The filter is mounted outside the engine and is designed to be readily replaceable. (2) Filter Configurations (figure 54). There are two basic filter element configurations:thecartridgetypeandthesealedcamtype. (a) The cartridgetypefilterelementfitsintoapermanentmetalcontainer. Oilispumpedunderpressureintothecontainerwhereitpassesfromtheoutsideof the filter element to the center. From here the oil exits the container. The elementischangedeasilybyremovingthecoverfromthecontainerwhenthistype offilterisused. (b) The sealed camtype filter element is completely selfcontained, consistingofanintegralmetalcontainerandfilterelement. Oilispumpedinto thecontainerontheoutsideofthefilterelement. Theoilthenpassesthrough thefiltermediumtothecenteroftheelementwhereitexitsthecontainer.This typeoffilterisscrewedontoitsbaseandisremovedbyspinningitoff. (3) FilterMediumMaterials(figure55onpage70).

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 2 FIGURE54.OILFILTERS.

(a) Cotton waste or resintreated paper are the two most popular automotive filtermediums.Theyareheldinplacebysandwichingthembetweentwoperforated metalsheets. (b) Some heavyduty applications use layers of metal that are thinly spaced apart.Foreignmatterisstrainedoutastheoilpassesbetweenthemetallayers. (4) Filter System Configurations. There are twofilter system configurations, the fullflow system and the bypass system. Operation of each system is as follows:

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 2 FIGURE55.OILFILTERINGMEDIUMS.

(a) The fullflow (figure 56, view A, on the following page) is the most popularincurrentautomotivedesign.Alloilinafullflowsystemiscirculated throughthefilterbeforeitreachestheengine.Whenafullflowsystemisused, itisnecessarytoincorporateabypassvalveintheoilfiltertoallowtheoilto passthroughtheelementintheeventitbecomesclogged. Thiswillpreventthe oilsupplyfrombeingcutofftotheengine. (b) Thebypasssystem(figure56,viewB)divertsonlyasmallquantityofthe oileachtimeitiscirculatedandreturnsitdirectlytotheoilpanafteritis filtered. Thistypeofsystemdoesnotfiltertheoilbeforeitissenttothe engine. f. OilCoolers.

(1) Purpose. Some automotive configurations do not allow sufficient airflow aroundthecrankcasetoallowtheoiltodissipateheat.Enginesinheavydutyand desertusemustbeabletodissipatemoreheatfromtheiroilthannormalairflow canaccomplish.Anoilcoolerisinstalledinallofthesecases.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 2 FIGURE56.FILTERSYSTEMCONFIGURATIONS.

(2) Oil TemperatureRegulator (figure57,viewA,onthefollowingpage). The oil temperatureregulatorisusedtopreventtheoiltemperaturefromrisingtoo highinhotweather,andtoassistinraisingthetemperatureduringcoldstartsin winterweather.Theregulatormakesuseofthe 71

PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 2 liquidinthecoolingsystem.Itprovidesamorepositivemeansofcontrollingoil temperaturethandoescoolingbyradiationofheatfromtheoilpanwells. FIGURE57.OILTEMPERATUREREGULATORANDOILCOOLER.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 2 Theregulatorunitismadeupofacoreandahousing.Thecorethroughwhichthe oilcirculatesisofcellularorbellowsconstruction,builttoexposeasmuchoil aspossibletothecoolantthatcirculatesthroughthehousing. Theregulatoris attached to the engine so that the oil will flow through the regulator after passingthroughthepump. Theoilleavestheregulatoreitherheatedorcooled, depending on the temperature of the coolant, and is then circulated through the engine. (3) Oil Cooler (figure 57, view B, on the previous page). The types of oil coolers used with combat vehicles consist of a radiator through which air is circulatedbymovementofthevehicle,orbyacoolingfan.Oilfromtheengineis circulated through this radiator and back to the sump or supply tank. In this system,theradiatorwillactonlytocooltheoil.Itwillnotheatoilinacold engine. FIGURE58.OILLEVELINDICATOR.

g. Oil Level Indicator (figure 58). The oil level indicator is usually of a bayonet type. It consists of a small rod, known as a dipstick, that extends throughatubeintothecrankcase.Itismarkedtoshowwhenthecrankcaseisfull or, if it is low, how much oil is needed. Readings are taken by pulling the dipstickoutandnotingtheoillevelwhichitindicates.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 2 h. PressureRegulator (figure59). Theoilpumpwillproducepressuresingreat excess to those necessary. This excess pressure, if uncontrolled, would cause excessoilconsumptionduetofloodedcylinderwallsandleakagethroughoilseals. Aspringloadedregulatorvalveisinstalledinthelubricationsystemtocontrol pump pressure. The valve will open as the pressure reaches the value that is determinedbythespring,causingexcessoiltobedivertedbacktothecrankcase. FIGURE59.OILPRESSUREREGULATOR.

5.TypesofLubricationSystems a. SplashSystem(figure60onthefollowingpage).Thesplashlubricationsystem is no longer used in automotive engines, though it is used in small equipment engines.Inasplashlubricationsystem,dippersontheconnectingrodsenterthe oilinthecrankcasewitheachcrankshaftrevolution,thussplashingtheoil. As the oil is thrown upward, it finds its way into the various engine parts. A passageisdrilledfromthedippertothebearingineachconnectingrodtoensure lubrication.Thissystemistoouncertainformodernautomotiveapplications.One reasonisthatthelevelofoilinthecrankcasewillgreatlyvarytheamountof lubricationreceivedbytheengine;ahighlevelresultsinexcesslubricationand oilconsumptionandevenaslightlylowlevelresultsininadequatelubrication.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 2 FIGURE60.SPLASHTYPELUBRICATIONSYSTEM.

FIGURE61.COMBINATIONSPLASHAND FORCEFEEDLUBRICATION SYSTEM.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 2 b. CombinationSplashandForceFeedSystem(figure61onthepreviouspage).In thecombinationsystem,oilisdeliveredtosomepartsbymeansofsplashandto otherpartsthroughoilpassages,underpressurefromapumpinthecrankcase.The mainandthecamshaftbearingsareusuallytheitemsthatareforcefedwhilethe connectingrodsarefittedwithdippersthatsupplyoiltotherestoftheengine bysplash. Someconfigurationsusesmalltroughsundereachconnectingrod,kept fullbysmallnozzlesthatdeliveroilunderpressurefromtheoilpump.Theseoil nozzles deliver an increasingly heavy stream as speed increases. At very high speeds,theseoilstreamsarepowerfulenoughtostrikethedippersdirectly.This causesamuchheaviersplashsothatadequatelubricationofthepistonsandthe connectingrodbearingsisprovidedathigherspeeds. Ifacombinationsystemis usedonanoverheadvalveengine,theuppervalvetrainislubricatedbypressure fromtheoilpump. FIGURE62.FORCEFEEDLUBRICATIONSYSTEM.

c. ForceFeed Lubrication System (figure 62). A somewhat more complete pressurization of lubrication is achieved in the forcefeed lubrication system. Oilisforcedbytheoilpumpfromthecrankcasetothemainbearingsandthe

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 2 camshaftbearings. Unlikethecombinationsystem,theconnectingrodbearingsare also fed oil under pressure from the pump. Oil passages are drilled in the crankshaft in order to lead oil to the connecting rod bearings. The passages deliveroilfromthemainbearingjournalstotherodbearingjournals. Insome engines, theseopeningsareholesthatindex(lineup)onceforeverycrankshaft revolution. In other engines, there are annular grooves in the main bearings through which oil can feed constantly into the hole in the crankshaft. The pressurized oil that lubricates the connecting rod bearings goes on to lubricate thepistonsandwallsbysquirtingoutthroughstrategicallydrilledholes. This lubrication system is used in virtually all engines that are equipped with semifloatingpistonpins. FIGURE63.FULLFORCEFEEDLUBRICATIONSYSTEM.

d. Full ForceFeed Lubrication System (figure 63). In the full forcefeed lubricationsystem,allofthebearingsmentionedinparagraph5bonpage76are lubricated by oil under pressure. This includes main bearings, rod bearings, camshaftbearings,andthecompletevalvemechanism.Inaddition,thefullforce feedlubricationsystemprovideslubricationunderpressuretothepistons

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 2 and the piston pins. This is accomplished by holes drilled the length of the connecting rod, creating an oil passage from the connecting rod bearing to the pistonpinbearing.Thispassagenotonlyfeedsthepistonpinbearings,butalso provides lubrication for the pistons and cylinder walls. A full forcefeed lubrication system is used in virtually all current automotive engines that are equippedwithfullfloatingpistonpins. 6. Conclusion

The lubrication system plays an important role in keeping an internal combustion engine operational. The cooling system, described in the next task, is another subsystemessentialforproperoperationofaninternalcombustionengine.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 3 LESSON2 INTERNALCOMBUSTIONENGINESUBSYSTEMS TASK3. Describe the principles, components, and operation of the cooling system.

CONDITIONS Withinaselfstudyenvironmentandgiventhesubcoursetext,withoutassistance. STANDARDS Withinonehour REFERENCES Nosupplementaryreferencesareneededforthistask. 1. Introduction

All internal combustion engines are equipped with some type of cooling system becauseofthehightemperaturesgeneratedduringoperation.Hightemperaturesare necessary to produce the high gas pressures that act on the head of the piston. Powercannotbeproducedefficientlywithouthightemperatures.However,itisnot possible to use all of the heat of combustion without harmful results. The temperatureinthecombustionchamberduringtheburningofthefueliswellabove themeltingpointofiron.Therefore,ifnothingisdonetocooltheengineduring operation,valveswillburnandwarp,lubricatingoilwillbreakdown,andbearings andpistonswilloverheat,resultinginengineseizure. This task will describe the principles, components, and operation of the cooling system. 2. a. CoolingEssentials CoolingMediums.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 3 (1) Liquid. Liquid is the most popular coolant in automotive use. A liquid cooling systemprovidesthemostpositivecoolingandisbestformaintainingan evenenginetemperature. (2) Air.Aircoolingismostpracticalforsmallvehiclesandequipmentbecause noradiatororhosesarerequired.Aircoolinggenerallywillnotbeusedwherever watercoolingispractical.Thisisbecauseaircooledenginesdonotrunateven temperaturesandrequireextensiveuseofaluminumtodissipateheat. b. OtherSourcesofEngineCooling. Thereareothersourcesofheatdissipation fortheengineinadditiontothecoolingsystem. (1) The exhaust system dissipates as such, if not more, heat than the cooling system,althoughthatisnotitspurpose. (2) Theengineoil,asstatedinparagraph1onpage58,removesheatfromthe engineanddissipatesittotheairfromthesump. (3) Thefuelprovidessomeenginecoolingthroughvaporization. (4) Ameasurableamountofheatisdissipatedtotheairthroughradiationfrom theengine. 3. LiquidCoolingSystems

a. Flow of Coolant (figure 64 on the following page). A simple liquidcooled coolingsystemconsistsofaradiator,coolantpump,piping,fan,thermostat,anda system of jackets and passages in the cylinder head and cylinder block through whichthecoolantcirculates.Someenginesareequippedwithawaterdistribution tube inside the cooling passages; these direct additional coolant to the points wherethetemperaturesarehighest.Coolingoftheenginepartsisaccomplishedby 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 throughthejacketsandpassages,andejectsitintotheuppertankonthetopof theradiator.Thecoolantthenpassesthroughasetoftubestothebottomofthe radiatorfromwhichthecoolingcyclebeginsagain. Theradiatorissituatedin frontofafandriveneitherbythewaterpumporbyanelectric

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 3 motor. Thefanensuresanairflowthroughtheradiatorattimeswhenthereisno vehiclemotion. Itshouldbenotedthatthedownwardflowofcoolantthroughthe radiatorcreateswhatisknownasathermosiphonaction.Thissimplymeansthatas thecoolantisheatedinthejacketsoftheengine,itexpands.Asitexpands,it becomeslessdenseandthereforelighter. Thiscausesittoflowoutofthetop outlet of the engine and into the top tank of the radiator. As the coolant is cooledintheradiator,itagainbecomesmoredenseandheavier. Thiscausesthe coolanttosettletothebottomtankoftheradiator. Theheatingintheengine andthecoolingintheradiator,therefore,createsanaturalcirculationthataids thewaterpump.Theearliestautomotivevehiclesreliedonthermosiphonactionand usednowaterpump. FIGURE64.LIQUIDCOOLEDSYSTEM.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 3 b. EngineWaterJackets (figure64onthepreviouspage). Thewaterpassagesin thecylinderblockandcylinderheadformtheenginewaterjacket.Inthemajority ofcylinderblocks,thewaterjacketcompletelysurroundsallcylindersalongtheir fulllength.Withinthejacket,narrowpassagesareprovidedbetweencylindersfor coolant circulation. In some engine configurations, however, the cylinder bores areattachedtoeachotherandacoolantpassagewayisnotprovidedbetweenbores. Anengineofthisdesignoftenisreferredtoashavingsiamesecylinders. This typeofenginetendstooperatewithcylindertemperaturesslightlyhigherbetween thebores,andslightlycoolerwherewaterjacketscomeincontactwiththebores. Inaddition,allenginesareprovidedwithwaterpassagesaroundtheexhaustvalve seat.Thisprovidescoolingforthevalvewhenitcomesincontactwiththeseat. Inthecylinderhead,thewaterjacketcoversthecombustionchambersatthetopof the cylinders and contains water passages around the valve seats when these are located in the head. The coolant flows from the cylinder block up into the cylinderheadthroughpassagescalledwatertransferports. Atightsealatthe portsbetweenthecylinderheadandblockisveryimportant. Thewatertightseal attheports,aswellasthegastightsealatthecombustionchamberopenings,is obtainedwithonelargegasketcalledthecylinderheadgasket. c. Coolants.Waterisbyfarthemostpopularcoolantforliquidcooledengines. It is plentiful, inexpensive, and its boiling point is within the efficient operationaltemperaturerangeoftheengine. (1) Antifreeze Protection. When a vehicle is operated in areas where the temperaturefallsbelow32F(0C),anantifreezesolutionmustbeaddedifwater is used as the coolant. The most common antifreeze is ethylene glycol. Other antifreezesthatarelittleusedareglycerin,methylalcohol,andethylalcohol. Ethylandmethylalcoholprovideadequateprotectionasanantifreezewhenusedin sufficientquantities.Themainobjectiontotheseliquids,however,isthatthey evaporatebelowtheoperatingtemperatureofmodernautomotiveengines,makingthem impractical. Glycerinoffersthesamedegreeofprotectionasalcohol,butdoes notevaporateinuse,hasahigh

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 3 boilingpoint,isnoncorrosive,hasnoodor,andgivescompleteprotectionagainst freezing in normal use. Ethylene glycol gives a maximum protection against freezingto65 F(53.8 C)whenitismixedtoasolutionof60percentwith40 percentwater. Iftheproportionsofethyleneglycolareraisedinthesolution,itwillresultin ahigherfreezingpointforthesolution,consequentlyhavinglessprotection.If a 100percentsolutionofethyleneglycolwereused,itsfreezingpointwouldbe muchbelowthatofwater. Otherantifreezesolutions,however,donotshowthis increase of freezing point with increasing concentration. Two good examples are methylalcoholwhichfreezesat144F(97.8C),andethylalcoholwhichfreezes at174F(114.3C). (2) CorrosionResistance. Thecoolingsystemmustbefreeofrustandscalein ordertomaintainitsefficiency.Theuseofinhibitorsorrustpreventativeswill reduce or prevent corrosion and the formation of scale. Inhibitors are not cleaners and, therefore, will not remove rust and scale that have already accumulated. Mostcommerciallyavailableantifreezesolutionscontaininhibitors. Ifwateraloneisusedasacoolant,aninhibitorshouldbeadded. d. Radiators(figure65onthefollowingpage).Radiatorsforautomotivevehicles using liquid cooling systems consist of two tanks with a heat exchanging core betweenthem.Theuppertankcontainsanoutsidepipecalledaninlet.Thefiller neckgenerallyisplacedonthetopoftheuppertank;attachedtothisfillerneck isanoutlettotheoverflowpipe. Thelowertankalsocontainsanoutsidepipe thatservesastheradiator'soutlet.Operationoftheradiatorisasfollows: (1) Theuppertankcollectsincomingcoolantand,throughtheuseofaninternal baffle,distributesitacrossthetopofthecore. (2) Thecoreismadeofnumerousrowsofsmallverticaltubesthatconnectthe upper and lower radiator tanks. Sandwiched between the rows of tubes are thin sheetmetalfins. Asthecoolantpassesthroughthetubestothelowertank,the finsconducttheheatawayfromitanddissipateit

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 3 FIGURE65.ENGINERADIATORCONSTRUCTION.

into the atmosphere. The dissipation of the heat from the fins is aided by directingaconstantairflowbetweenthetubesandoverthefins. (3) Thelowertankcollectsthecoolantfromthecoreanddischargesittothe enginethroughtheoutletpipe. (4) Theoverflowpipeprovidesanopeningfromtheradiatorforescapeofcoolant orsteamifpressureinthesystemexceedstheregulatedmaximum. Thisprevents ruptureofcoolingsystemcomponents. Someradiatorsaredesignedwiththeirtanksonthesidesinaverticalposition. They are connected by a core that contains horizontal tubes. This radiator configurationiscalledacrossflowradiatorandoperatesinthesamemannerasthe conventional vertical flow radiator, though it should be noted that there is no thermosiphoneffectwithacrossflowradiator. e. WaterPump(figure66onthefollowingpage).Allmoderncoolingsystemshave waterpumpsto

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 3 circulatethecoolant. Thepump,usuallylocatedonthefrontsideoftheengine block,receivescoolantfromthelowertankandforcesitthroughthewaterjacket into the upper radiator tank. The pump is of a centrifugal type and has an impeller with blades that force coolant outward as the impeller rotates. It is usually driven by the engine crankshaft through a Vbelt. Advantages of a centrifugal pump as a water pump are that it is inexpensive, circulates great quantitiesofcoolantforitssize,andisnotcloggedbysmallamountsofforeign matter. Anotheradvantageisthatacentrifugalpumppermitsalimitedamountof thermosiphonactionaftertheengineisshutdowntohelppreventboilover. The pumphousingusuallyiscastfromironoraluminum. Theimpellercanbemadeof iron,aluminum,orplastic. Itridesonashaftthatissupportedinthehousing onasealeddoublerowballbearing.Thepumpshaftalsohasaspringloadedseal topreventcoolantleakage. FIGURE66.WATERPUMPCONSTRUCTION.

f. FanandShrouding(referbacktofigure64onpage81).Thefanpullsalarge volume of air through the radiator core so that engine heat can be dissipated effectively.Inmostcases,thefan

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 3 works in an enclosure called a shroud to ensure maximum efficiency of the fan. Therearetwomethodsofdrivingafan.Onemethodistoattachittotheendof thewaterpumpshaft. Theothermethod,becomingincreasinglypopular,istouse anelectricmotor. (1) Thermostatically Controlled EngineDriven Fan. Some vehicles are equipped with a sevenblade fan, particularly those for heavyduty use or those with air conditioning. Thisfanconfigurationwillmovetremendousamountsofairthrough theradiatortoprovideextracoolingcapacity. Theproblemwithahighcapacity fan is that it can cause the radiator core to freeze in cold weather. Other problems associated with a high output fan are excessive power consumption and noise at highway speeds. Most sevenblade fans are driven by the water pump throughaviscous(fluid)clutch(figure67)tocorrecttheseconditions.Thefan clutchisdesignedtolimitthefanspeedbasedonthetemperatureoftheairdrawn through the radiator. The clutch will provide controlled slippage if the temperatureofthisairisbelowapresetminimum.Afanclutchalsowillcontrol thenoiseandthepowerconsumptionofthefanbylimitingitsspeedtoapreset maximum. (2) Electrically Motorized Fan (figure 68 on the following page). The electricallymotorizedfanisgainingpopularityinautomotiveuse.Inthenewer

FIGURE67.VISCOUSFANCLUTCH.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 3 configurationsoffrontwheeldrivevehicleswithtransverselymountedengines,the electricfanisanecessitybecausetheendoftheengineisnotlocateddirectly behindtheradiator.Descriptionandoperationofthefanisasfollows: FIGURE68.ELECTRICALLYMOTORIZEDFAN.

(a) The fan blade is mounted on the motor shaft. The motor and fan blade assemblyisthenmounteddirectlybehindtheradiatorcore. (b) The fan receives electric current through the ignition switch and a temperaturesensitiveswitchlocatedatthebottomoftheradiator.Thepurposeof thisradiatorthermalswitchistoturnonthefantoprovidecoolingwheneverthe temperatureofthecoolantreachesapproximately210 F(98.8 C).Thisservesto allowthefantorunonlywhenneeded. (c) Some models incorporate a timed relay that allows the fan to run for a shorttimeafterengineshutdown.This,inconjunctionwiththermosiphonactionin thecoolingsystem,helpstopreventboiloverafterengineshutdown.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 3 (3) VariablePitch(Flexible)FanBlades(figure69).Somevehiclesareequipped withbladesthataremadeofflexiblealuminumorfiberglass.Thesefanbladesare madetochangepitchasthespeedofthefanincreasessothatthefanwillnot createexcessivenoiseordrawexcessiveenginepowerathighwayspeeds. FIGURE69.VARIABLEPITCHFAN.

g.

Thermostats.

(1) Purpose.Thewaterpumpstartsthecoolantcirculatingthroughthesystemas the engine is started, no matter how low the temperature. Therefore, it is necessarytoinstallathermostattoensurequickwarmupandpreventovercoolingin cold weather. A thermostat regulates engine temperature by automatically controlling the amount of coolant flowing from the engine block to the radiator core. (2) Operation. The thermostat is merely a heatoperated unit that controls a valvebetweentheengineblockandtheradiator. Itisusuallylocatedinseries with the engine coolant outlet in a casing called the thermostat housing. The thermostat,bydesign,ismadethatifitfails,itwillbeintheopenedposition allowingthefreecirculationofcoolantthroughtheengine.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 3

FIGURE70.BELLOWSTYPETHERMOSTAT.

(3) Configurations.Thetwoconfigurationsofthethermostatare: (a) The bellowstype(figure70onthefollowingpage),whichconsistsofa flexible metal bellows attached to a valve. The bellows, which is sealed and expandable, is filled with a highly volatile liquid such as ether. The bellows chamber is contracted when the coolant is cold, holding the valve closed. The liquidinthebellowsvaporizesasthecoolantisheated,causingthebellowsto expand. The bellows pull the valve open as they expand, allowing coolant to circulate.Thebellowstypethermostatislittleusedinmodernequipmentbecause its great sensitivity to the pressure around it makes it inaccurate in modern pressurizedcoolingsystems.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 3 (b) The pellet type thermostat (figure 71), is currently used because its accuracy is unaffected by modern pressurized cooling systems. The thermostat consistsofavalveoperatedbyapiston,asteelpinthatfitsintoasmallcase containing a copper impregnated wax pellet. When the engine is cold, the wax pellet is contracted and the spring pushes the valve closed. The wax pellet expands as the engine heats up, pushing the valve open against the force of the spring.Thepellettypethermostatwillmaintainaconstanttemperaturebyvarying thesizeofthevalveopening. FIGURE71.PELLETTYPETHERMOSTAT.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 3 (4) ThermostatBeatRanges.Avarietyofthermostatsareavailabletoallowthe coolanttooperateatdifferenttemperatures. Thestandardheatrangesavailable arefrom160F(71C)to210F(99.8C). (5) CoolantBypass(figure72onthefollowingpage).Theengineisdesignedso that thewaterpumpwillcirculatecoolantwithinthewaterjacketswheneverthe thermostat is closed. This is important to keep pistons and valves from overheatingeventhoughtheengineisbelowoperatingtemperature. FIGURE72.COOLANTBYPASS.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 3 h. RadiatorPressureCap.

(1) Purpose. Modern automotive vehicles use pressurized cooling systems that allowacertainamountofpressuretodevelopwithinthesystemasitstemperature goes up. The increase in pressure will raise the boiling point of the coolant proportionally,helpingtopreventboilover. FIGURE73.PRESSURECAP.

(2) Operation (figure 73). The cap contains two springloaded valves that are normally closed, sealing the system. The larger of these two valves is the pressure valve, the smaller is the vacuum valve. The pressure valve acts as a safety valve that will vent any pressure over the rated maximum through the overflowpipe.Thevacuumvalveallowsairtoenterthesystemastheenginecools down.Thisistopreventatmosphericpressurefromcollapsingthehoses. i. Expansion Tank (figure 74 on the following page). Some vehicles use an expansiontankintheircoolingsystems. Theexpansiontankismountedinseries with the upper radiator hose. It is used to supply extra room for coolant expansionandgenerallytakestheplaceoftheupperradiatortank. Theradiator pressurecapandtheoverflowlinearealsomountedontheexpansiontank.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 3 FIGURE74.EXPANSIONTANK.

j.

ClosedCoolingSystem(figure75onthefollowingpage).

(1) Purpose. The purpose of a closed cooling system is twofold. First, the systemisdesignedtomaintainacompletelyfullradiatoratalltimes.Thiswill increasetheefficiencyofthesystembyallowingamaximumamountofcoolantin the system during all operating conditions. Second, during an overheating condition, the closed cooling system prevents coolant loss through the overflow linebycollectingitintherecoverytank. (2) Operation.Asthetemperatureofthecoolingsystemrises,thepressurealso willrise.Thiswillopenthepressurevalveinthepressurecap,causingcoolant to exit through the overflow tube, thus venting excess pressure. An opentype coolingsystemwillemptycoolantontotheroad,causingalowcoolantlevelafter the temperature returns to normal. When a closed cooling system is used, the overflowlineisconnectedtothebottomofacoolantrecoverytanktocatchand hold any expelled coolant. As the temperature of the coolant drops, the correspondingdropinpressurecausesatmosphericpressuretopushthecoolantin therecoverytankbackintothecoolingsystemthroughtheopenvacuumvalveinthe pressurecap.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 3 FIGURE75.CLOSEDCOOLINGSYSTEM.

4.

AirCoolingSystems

a. Anaircooledengineusesairastheprincipalcoolingmedium(figure76onthe followingpage). Aircooledenginesareveryeasilyidentifiedbyseparatefinned cylinders, finned cylinder heads and, in most cases, large cooling fans and extensiveductwork. b. Theprimarymeansofremovingheatfromanaircooledengineisbydissipation totheair.Theductworkandthecoolingfanscauseaconstantflowofairover andaroundthecylindersandcylinderheads.Thefinneddesignofthesecomponents addatremendousamountofsurfaceareatothensotheyareabletodissipatean adequateamountofheat.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 3 FIGURE76.AIRCOOLINGSYSTEM.

c. An air cooling system, like a liquid cooling system, must be controlled to prevent overcooling of the engine. To accomplish this, a system of thermostaticallycontrolleddoorsareusuallyincorporatedintotheducting. The thermostatisusuallyabellowsfilledwithbutylalcohol.Asthethermostatheats up, it opens the temperature control doors through linkage. When the doors are open,allofthecoolingairisdivertedthroughtheenginecoolingfins.Whenthe doorsareclosed,allcoolingairbypassestheengineandnocoolingtakesplace. To maintain uniform engine temperature, the thermostat, in most cases, will positionthedoorssothatpartofthecoolingairbypassesandpartofitcools. The thermostat, in the event of failure, is designed to open the doors fully to preventoverheating. d. Because an air cooling systemdoes notemploy a liquid coolant,it isoften assumed that air alone acts as the cooling medium. However, this is not true because, as was pointed out in paragraph 2a on page 80, the fuel and the lubricationsystemsalsohelpincoolingtheengine.Thelubricationsystemofan aircooled

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/TASK 3 engine always uses an air cooling system. There is also a certain amount of coolingasthefuelvaporizesintheintakemanifoldsandcombustionchambers. e. Virtually all aircooled engines use an oil cooler to help in the cooling process. The oil cooler unit is usually located in the ducting so that it is exposedtotheforcedairfromthecoolingfan.Itsoperationisthesameasthat describedinparagraph3fofLesson2Task2onpage73. 4. Conclusion

This concludes the discussion of the cooling system and the subsystems of the internalcombustionengine.Theinformationprovidedinthissubcourseshouldgive the mechanic a general idea of the principles and operation of an internal combustion engine and its subsystems. For a more complete understanding of internalcombustionengines,theiroperations,andcomponents,themechanicshould refertoTM98000.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/PE 2 PRACTICALEXERCISE2 Onaplainsheetofpaper,writedowntheanswerstothefollowingquestions.When youhaveansweredthem,turnthepageandcheckyouranswers. 1. Whenwillarammanifoldservenousefulpurpose? 2. Alongwithdampeningnoise,whatotherfunctiondoestheexhaustsystemhave? 3. Whichcomponentconnectsalloftheenginecylinderstotheexhaustsystem? 4. Acomponentthatusestheforceoftheengineexhauststreamtoforcetheair fuelmixtureintotheengineiscalleda_____________________________. 5. Whatistheprimaryfunctionofengineoil? 6. Whatoilisusedinmostinternalcombustionengines? 7. Whatarethefouroilclassificationsfordieselengines? 8. Theviscosityofanoilrefersto___________________________________________. 9. Whatarethetwobasicfilterelementconfigurations? 10. Namethefourtypesoflubricationsystems. 11. Whatisthemostpopularcoolantforliquidcooledengines? 12. Thetwoconfigurationsofthethermostatarethe_____________________________ _______________________________________________________.

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 LESSON 2/PE 2 LESSON2.PRACTICALEXERCISEANSWERS 1. Whenitisoutsideitsdesignatedspeedrange.

2. Thewasteproductsofcombustionarecarriedfromtheenginetotherearofthe vehiclebytheexhaustsystem. 3. 4. 5. 6. 7. 8. 9. Exhaustmanifold Turbocharger Toreducefrictionbetweenthemovingpartsinsidetheengineandlubricate. Mineraloil CA,CB,CC,andCD Itsresistancetoflow Thecartridgetypeandthesealedcantype.

10. Splashsystem,combinationsplashandforcefeedsystem,forcefeedlubrication system,andfullforcefeedlubricationsystem. 11. Water 12. Bellowstypeandpellettype

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 REFERENCES

REFERENCES

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PRIN. OF INTERNAL COMBUSTION ENGINES - OD1619 REFERENCES REFERENCES The following documents were used as resource materials in developing this subcourse: TM98000

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