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Principles of Internal Combustion Engines
Principles of Internal Combustion Engines
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.
Page
TITLE.........................................................................
TABLEOFCONTENTS.............................................................
ii
Lesson1:
INTERNALCOMBUSTIONENGINES.....................................
Describetheprinciples,
components,andoperationofboththe
twostrokeandfourstrokegasoline
engines.........................................................
Describetheprinciples,
components,andoperationofboththe
twostrokeandfourstrokediesel
engines.........................................................
27
PracticalExercise1.....................................................
44
AnswerstoPracticalExercise1..........................................
46
Task1:
Task2:
Lesson2:
INTERNALCOMBUSTIONENGINE
SUBSYSTEMS......................................................
47
Describetheprinciples,
components,andoperationofturbochargers,
intake,andexhaustsystems.....................................
47
Describetheprinciples,
components,andoperationofthe
lubricationsystem..............................................
58
Describetheprinciples,
components,andoperationofthe
coolingsystem..................................................
79
PracticalExercise2.....................................................
97
AnswerstoPracticalExercise2..........................................
98
Task1:
Task2:
Task3:
ii
99
iii
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
PistonEngineCharacteristics
a.
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.
FIGURE2.PISTONENGINEOPERATION.
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
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
(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
(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.
11
(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
12
13
(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
14
RotatingandReciprocatingParts
a.
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.
15
16
17
18
(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
19
PistonRings.
(1) General(figure18).Pistonringsservethreeimportantfunctions:
FIGURE18.PURPOSEOFPISTONRINGS.
20
FIGURE19.PISTONRINGTYPESANDDESCRIPTION.
21
(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.
22
Thevariousshapesofringsallservetopreloadtheringsothatitsloweredge
pressesagainstthecylinderwall. Asshowninfigure22onthefollowingpage,
thisservesthefollowingfunctions:
(a) Thepressurefromthepowerstrokewillforcetheupperedgeofthering
intocontactwiththecylinderwall,formingagoodseal.
(b) Asthepistonmovesdownward,theloweredgeoftheringscrapesanyoil
thatworkspasttheoilcontrolringsfromthecylinderwalls.
(c) Onthecompressionandtheexhauststrokes,theringwillglideoverthe
oil,increasingthering'slife.
23
24
25
4.
Conclusion
Thistaskdescribedtheoperationofboththetwostrokeandfourstrokegasoline
engines.Inthenexttask,theoperationalinformationforthedieselenginewill
bediscussed.
26
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
FIGURE25.THEFOURSTROKECYCLEDIESEL.
28
29
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
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
(538C). 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
32
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
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
(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).
35
FIGURE32.THETWOSTROKEDIESELCYCLE.
(2) Compression. As the piston moves toward top dead center, it covers the
intakeports. Theexhaustvalveclosesatthispointsealingtheuppercylinder.
Asthepistoncontinuesupward,theairinthecylinderistightlycompressed.As
inthefourstrokecyclediesel,atremendousamountofheatisgeneratedbythe
compression.
36
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
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
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
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
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
(1) Astheairentersthecombustionchamber,aswirleffectisintroducedtoit
bytheshapeoftheintakeport(figure37,viewA).
42
Conclusion
This concludes the explanation of the gasoline and diesel internal combustion
engines.Inthenextlesson,operationalinformationonthesubsystemsofinternal
combustionengineswillbediscussed.
43
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
Whyisadieselenginereferredtoasacompressionignitionengine?
i.
Whyisthedieselenginemuchmoreefficientthanthegasolineengine?
j.
Thetwostrokecycleenginemustuseasuperchargertoforceintheintakeair
andpushouttheburntexhaustgasesbecause_____________________________________
__________________________________________________________________________________.
k.
What type of combustion chamber is designed principally for use in the
multifuelengine?
45
Requirement
a.
combustionchamber.
b.
Thevalvetrain.
c.
Exactlyonehalf.
d.
Intake,compression,power,andexhaust.
e.
Theignitionsystem.
f.
Thetwostrokecycleengine.
g.
Theoilcontrolring.
h.
Thefuelandairmixtureisignitedbytheheatgeneratedbythecompression
stroke.
i.
Thedieselengineismuchmoreefficientthanthegasolineengineduetothe
muchtightercompressionofthefuelandairmixture.
j.
themovementofthepistonisnotsuchthatitwillaccomplishthisnaturally
andthesuperchargerusesenginepowertorunit.
k.
46
Thesphericalcombustionchamber.
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.
IntakeSystem
a.
Purpose.Todrawairfromanoutsidesourceintotheenginecylinder.
b.
IntakeManifold(figure38onthefollowingpage).Theintakemanifoldshould:
47
(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
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.
49
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.
50
FIGURE41.WATERHEATEDINTAKEMANIFOLD.
(b) Theintakemanifoldflameheatersystemhasafiltertoremoveimpurities
fromthefuelbeforeitreachesthenozzle.
(c) Twofuelsolenoidvalvesareusedintheflameheatersystem.Thevalves
are energized (open) whenever the flame heater system is activated. The valves
ensurethatfuelisdeliveredonlywhenthesystemisoperating. Theystopfuel
flowtheinstanttheengineorheatersystemisshutdown.
51
3.
ExhaustSystem
a.
Purpose (figure43onthefollowingpage). Thewasteproductsofcombustion
arecarriedfromtheenginetotherearofthevehiclebytheexhaustsystem,where
they are expelled to the atmosphere. The exhaust system also serves to lessen
enginenoise.
52
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.
53
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
4.
Turbochargers
Turbochargingisamethodofincreasingenginevolumetricefficiencybyforcingthe
airfuelmixtureintotheintakeratherthanmerelyallowingthepistonstodrawit
innaturally. Aturbocharger(figure47onpage57)usestheforceoftheengine
exhaust stream to force the airfuel mixture into the engine. It consists of a
housing
55
56
5.
Conclusion
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
58
59
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
60
(a) Control engine temperature; a hotter running engine burns its fuel more
completelyandevaporatesthewaterproducedwithinitbeforeanyappreciableoil
contaminationoccurs.
61
(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
62
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.
63
64
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
65
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.
66
FIGURE53.OILPICKUPANDSTRAINER.
67
OilFilters.
68
(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:
69
(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.
70
72
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.
73
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.
74
FIGURE61.COMBINATIONSPLASHAND
FORCEFEEDLUBRICATION
SYSTEM.
75
c.
ForceFeed Lubrication System (figure 62). A somewhat more complete
pressurization of lubrication is achieved in the forcefeed lubrication system.
Oilisforcedbytheoilpumpfromthecrankcasetothemainbearingsandthe
76
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
77
Conclusion
78
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.
CoolingEssentials
a.
CoolingMediums.
79
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
80
81
82
83
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
84
f.
FanandShrouding(referbacktofigure64onpage81).Thefanpullsalarge
volume of air through the radiator core so that engine heat can be dissipated
effectively.Inmostcases,thefan
85
FIGURE67.VISCOUSFANCLUTCH.
86
(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
temperatureofthecoolantreachesapproximately210F(98.8C).Thisservesto
allowthefantorunonlywhenneeded.
(c) Some models incorporate a timed relay that allows the fan to run for a
shorttimeafterengineshutdown.This,inconjunctionwiththermosiphonactionin
thecoolingsystem,helpstopreventboiloverafterengineshutdown.
87
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.
88
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.
89
90
91
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.
92
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.
93
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.
94
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
95
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.
96
97
Whenitisoutsideitsdesignatedspeedrange.
2.
Thewasteproductsofcombustionarecarriedfromtheenginetotherearofthe
vehiclebytheexhaustsystem.
3.
Exhaustmanifold
4.
Turbocharger
5.
Toreducefrictionbetweenthemovingpartsinsidetheengineandlubricate.
6.
Mineraloil
7.
CA,CB,CC,andCD
8.
Itsresistancetoflow
9.
Thecartridgetypeandthesealedcantype.
10. Splashsystem,combinationsplashandforcefeedsystem,forcefeedlubrication
system,andfullforcefeedlubricationsystem.
11. Water
12. Bellowstypeandpellettype
98
REFERENCES
99
100