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    D K Sanyal PDF

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    Abhishek Mishra

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    © All Rights Reserved
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    Second Edition June 1981 Reprint Aug. 1990 Reprine Nov. 1992 Reprint Jan. 1994 Reprint Jan, 1995 Reprint March 1997 Reprint March 1998, Reprint Nov. 1998 Reprint April 1999 Reprint Sept. 2001 Reprint July 2002 Price + Rs. 250/- Copyright © all rights reserved Published by V. K. Bhandarkar of Bhandarkar Publications, 10, Hammersiith Industrial Premises, Sitaladevi Temple Road, Mahim, Mumbsi-400 016. Tel. 444 4248 Fax : 444 4250 e-mail: vivekkb@bomS. snl net in ‘worw bhandarkarpub com . and Printed by Offset Provess at Patil Printers, Wadula, Mumbai-400 031 Preface Over the years of the Author's experience in teaching marine diesel engines. the real necessity of presenting a comprehensive treatise of diesel engines from the point of view of students has been strongly felt. The marine engincer's education right trom the beginaing to the professional level is practical biased. Unless the basic engineering Principles involved are properly emphasised, a clear picture of the diesel engine remains obscure 10 bi. The book is an altempt in that direction. In planning the work, the chapters have been devised to unify those diverse (unctions which are common to all diesel engines. An unified weaimeni 10 the subject has been given all through with demonstrative examples from the current marine diesel engine practice. ‘Common running problems have also been discussed, At the end, the students are introduced to some typical modem-day marine diesel engines. The book is intended for use as a text book in basic courses in marine diesel engine theory and practice. Candidates who wish to take up professional Certitieate of Competency examinations for sea poing marine engineers and AM.LE. examination ia marine engineering would find the book particularly useful, The author pratetully acknowledges the conteibution by those firms who have supplied valuable technological information as regards the machinery and € quipments made by them and given conseat 1 reproduce portions of data or illustrations which the author deemed fit for the purpose of the book, Those firms whose references have appeared in the book are listed below Solar Brothers Lid. Burmeister & Wain MAN. Diese! Engines Doxford Engines Limited SEMT ~-Pielstick ‘Woodward Governor Company EUR — Control Soren T. Lyngso. ‘The author wishes to express his gratitude to Mr. K. $. Subramaniam, Director, Marine Engincering Training (since retired) for his encouragement to undertake such @ work. Thanks are also due to Mr. W. Salewaski, MAN Engineer at Caleutta and colleagues of Marine Engincering Colleges at Calcutta and Bombay for their very valuable counsel Preface to 2nd Edition ‘This edition has been enlarged by new additions. Changes are made at many places inthe text with a view to present the subject with additional information where: such additions were found necessary, Matters at some places are re-written clearing up points for beiter ‘understanding. It is hoped thatthe students and professionals will find the book informative as well as descriptive ‘The author acknowledges with thanks the B.B.C. Brown Boveri ‘Company Lid, Baden, Switzerland for providing technical information fon turbocharges of their produce and permitting to print their iustrations, The author acknowledges the following as source of ilustrations in this book, Sulzer Bros. Lid. RD, RND, RNM, RLA & AGAS engines. MAN KZE, KZB and VV 40145 engines. Baw K-GF engine Pielstick PC2 engine EUR-CONTROL Viscosity & Temperature Controller Dox Ford Jeengine D.K. Sanyal Contents BASIC THEORY CHAPTER 1 ‘Theoretical cycles. . Otto eyele or the constant volume feyele Dieseloyele . Dual combustion cycle Comparison of eycles ‘The actual cycle ‘The working cycles « Compression ratio Engine dimensions ‘Mean Piston Speci) Engine Weight cose Mechanical etficiency Power Ratings Engine Testing. - os Brake Power Indicated Power Test Code « « ‘Ourput measurement - FUELS & COMBUSTION CHAPTER 2 Flash Point Le Specific gravity 6s oes eee eee Viscosity Chemical Composition Carbon residue Aspholtic matter Combustion Chamber oo... ss. Fuel Oil System AIR AND EXHAUST SYSTEMS CHAPTER 3 ‘Types of Scavenging Supercharging Pulse System & Turk Exhaust Grouping. Constant Pressure Turbocharging - ‘Compressor ‘The Intercooter FUEL INJECTION EQUIPMENTS, CHAPTER 4 ‘Common Rail System : Fuel Setting 260.0 e ee Injection Pump . Fuel Cam . Drive for Camshaft Chain Drive : Setting ofthe Fuct Pump Adjustment of Fuel Pump... sees Gas Compression System. Fuel Injection Valve Injectors Setting 3 55 9 61 n 88 1 93 100 103 tos 16 126 129 130 133 Page Page ANALYSIS OF DIESEL ENGINE STRESSES. il Scraper Rings . ne Cylinder Liner... rn 29 CHAPTERS Chrome Plated Ring ee OD Siress & Stain 136 Cylinder Liner eee eevee es BS Brite Fractite oo. eee cee ee ee ees IBD Diesel Engine Bearing cs ae Folighe. 0. oe eee cere e ee ea sees be Large Bearings. 0... . 246 Engine Dynamical System... - 143 Defecs in Bearings | ss aa 39 TheFiring Sequence ©. 66.0 es 130 Vibration : beeen tee eee es ISD ‘GOVERNORS CHAPTER 8 LUBRICATION IN DIESEL ENGINES Governor Characteristic « 28 CHAPTER 6 Droop... ee 265 Olliness eee 163 Overspeed Governor. sss 270 Diesel Engine Journal Bearing oo. eee AOL Hydraulic Governors a on Crosshead Bearing Fe IS Basic Governor Function... « 24 Cylinder Lubrication coe 168 Treatment of Oi . .- 12 STARTING AND REVERSING CHAPTER 9 DIESEL ENGINE COMPONENTS Master AirStaning Valve o.oo. oe vv eevee 283 CHAPTER T Air Starting Valve (MAN). . cos 285 Crankshaft eee 180 DistdUlOr ee eee eee eee ee ee 286 Material of Construction : iL MAN Starting Control System... eo BH ‘Crankshaft Alignment see 196 Staitng System SULZER . cones 283 Dial Deflection Gauge ee 198 AirBowtle Bes 301 ‘Crankshaft Deflecion Readings wee 202 CCraokshatt Paiture oe vee 200 MAINTENANCE OF DIESEL ENGINES Piston Cooling bee 19 CHAPTER 10 Piston Ring soe vee eae see 220 ‘Overhaul Intervals beeen 306 Overhauling of the Piston 2H Indicator Diagrams . woes 308 OvethestOd PION eee 26 Draw Diagrams voce eens 3H Page Page Slope of the combustion curve . ee MB Crosshead Beating ©. 0-0. oo ee om Detection of fault by Indicator diagram 6... 37 Doxford Engines... sss eg Cooling Water oe ees . ce 320 The opposed piston principle... 38S AUTOMATION IN DIESEL ENGINE ‘The Crankshaft and Bedplate Construction... 2... , 389 cnarrer 1 Cylinder Lubrication bocce 393 Upper & Lower Pistons reer) Viscosity Controller... + wee 6 380 Cooking Water Citevit 334 MEDIUM SPEED ENGINE, Alarm System oo eee eee ce CHAPTER 14 ‘Scanning System ce 39 Advantages of medium speed engines 1. 46 Bridge Conttol vee eee ce MD MAN highly turbo-charged engine 9 HAZARDS IN ENGINE OPERATION Camshaft & Cams noe 436 Exhaust Vaive . : a a1 CHAPTER 12 Lubricating Oil System... : 9 Scavenge Fre eevee cone MS Poster Transmission to Propeller... ve 453 Detection oe eee MF Crankease Explosion oe ee ee 380 ‘THE GAS TURBINE OM Mist Detector ee . 353 CHAPTER 15, ‘The Gas Turbine . sees 458 ‘TWO STROKE LARGE DIESEL ENGINES Marne Applceton af Gee Titng 8 CHAPTER 13 LP. Compressor . : 468 SULZER Engine 0020.00. fete 360 Combustion Chamber... 465 ‘The Engine Surucure . . cee ces 364 Miscellaneous Questions : 469 Tensioning of Tie Bolts. 368 Charging System oo eee 368 Operation wit Defective Turbocharger = 370 ‘Cumbustion Space Components 371 Cylinder Cover... : - an Cylinder Liner beeen IB Piston & Piston Ring Coling - 375 Fig. No. Title Page No List of Illustrations 023) Daxford rerbocharging and seavanging system... 98 20 Charging system B&W... 6 Fig. No. Title Page No. 125) (a) Injector process in murbocharging .......... 57 (4) Turboctarging, constant pressure. coe 88 CHAPTER 1 (c) Two Stage Turbo Charging... 2-00... 0... 8 w Air-standard Otio cycle. . 2 (26) Exhaust Maniford oe Lo 0 2 Air-standard Diesel eyele 4 Qn Asia ar dive fon TR rboctarer i ae Air-standard Dual eyele « wee 6 (28) Turbocharger... sete fees) a Comparison of theoretical eyele os. « .7 29) Turbocharger rotor shaft. _14 The Actual cycle. 19 (30) Compression Curve « beeen TS (6 Four-stroke cycle Indicator diagram and 1) Compressor Characteristics sis 16 valve timing diagram... . . sees 10 (2) BBC. Turbocharger... 6.5» ee 8 o Twossiroke cycle hudicator diagram and (33) BBC. RR. Turbochargers 6... ves 80 dining diagram . cece cece dl re BBC Intercooler oe (8) Compression ratio...» « pee B (a) Drainage with inspection facility - 86 a mea rpan. relation oo. eve ee B (0) Hydraulic Dynamometer . : 2 6 CHAPTER 4 ay Heat balance chart. ce 28 ine Te 5) Dosford Fuel System . eee oo 89 (2) Engine Test Result... see 9 06} Doxford Toning Valve TG eR 2 G7) Tuning Valve & Fuel Pump Dasford) «92 CHAPTER 2 (38) (a) Basie Fuet Pump, Valve Controtied 1 (13) (a) Pensky Martens apparatus... 60.6 ese 3S 9) Basic Fuel Punyp (Port Cansrolted} . we 98 (0) Pensky Martens apparatus ++ 36 (40) Pluager position atthe end of injection... .. 97 «4 Phases of Ignition : 39 ay Fuel Regulation, Port Controtied for Fuet Pump. . 99 us) Combustion Chambers eevee ah (42) fa) Cam terminology : ce OF 6} HO. Puel-pipedine arrangement... 00... 47 (b) Characteristics of Fuel Cam»... 00... 404 01 (3) An examine cam so O CHAPTER 3 (48) Camshaft Gear Train. os an Pressure variation inthe cylinder during (45) Camnstatchain drive Tensioning device 5 exhausting and scavenging 2 (46) Tensioning of Chain oe ee es . 07 (18) Uniflow Scavenging... « . sa a7) Adjustment of Camshaft». sees 08 (19) Loop Scavenging, Cross Scavenging... 56 (38) Sulcer RD Fuel Pump ooo ooo vee OB (20) (ab) Cyclic Variation of pressure in exhaust pipe... . 58 (49) Sulzer RND Fuel Pump : : a "ah Examples of Exhaust Grouping... ce OO {50) Operation of Buel Pump oo als (22) Charging System Sulzer R.D, Engine ot Fig. No. oD (52) (53) 154) (55) (56) (57) (58) (59) (60) ny (62) (a) (o) (63) (64) (65) (66) (67) (68) (69) (a) ) (70) (a) (oy en (72) fa) (6) (73 oy sy Tile Fuel Pump Setting ee Fuel Pump (MAN) Fuel Pump Setting diagram Determination of TOC Hit... Plunger with hetix at both ends Fuel Punp (Pielstic) . . Fuel Pump (B & W) Governor Connection with Fuel Pump Governor Connection with Fuel Pump (Sulzer) Gas Compression Fuel Pump Cam operated Fuel Valve . Hydraudically operated Fuel Valve Hydraulically operated Fuet Valve CHAPTER S Transition Temperature of MS. from Charpys Venotch test . Stress eycle diagram compete stress reversal Chelle Stress Variation... . Appearance of Fatigue Crack . Creep Curve Distribution stresses inthe frame Force diagram on engine siructure Piston at TOC and firing... . Pistonat BDC 0... Inertia Gas forces... Inertia and Gas forces during a Couplete working eyele Inertia and Gas forces (2-stoke engine) Tilting moment oo... vee Balancing of frertia masses. Effect of dumping : Torsional Vibrations, owo-mass System . Vibration Damper . . Page No, us -ur +e U8 119 12 122 124 127 128 129 130 132 134 +. 137 - 138 - 139 Mi 14h 18 Md = 145 = 146 . 447 M7 149 149 =. 153 ~ 135 157 Fig. No. (764 (7) (a) ) (78) (79) £80) (sl) (82) (a) (o) (834 (a) (b) te (84) (83) (86) (67) (38) (89) (90) (i) (92) (93) (94) (95) (96) (7) (98) (99) (100) Tite Page Ro. Hydraulic tensioning Cylinder Cover Stud sence ee eee Crank pin bearing bolt . veces CHAPTER 6 Oil pressure in hydrodyarnic wedge Hydrodynamie tebrication Journal bearing while ning under perfect librication Inbricetion of Croshead bearing Cylinder Lubrication RND ©. + . Crank angle... - . 1V.0. Cylinder Lubricator Working principle LO. Lubricator « (Cylinder Lubricator Ctinder Lubricator Peed Quil Valve Lubrication System of a large diesel engine Construction of L. Oit Sump Lubricating Oil Cooter = « Lubricating Oil Filter. CHAPTERT Main Engine Bed Plate... Bed Plate . . eee eee Siress diagram in Selzer RND 10 crankshaft Diesel Engine Crankshaft Filly Assembled Crankshaft. Bridge gauge Crankshaft alignment... . : Prosenaton of deflection readings. Crankshaft deflections... Crankshaft deflection Curve . Crankshaf, types of failure Oil and Water Cooled Pistons. 159 19. 139) 163 6s 167 1B 14 175 176 7 V8 179 180 18s \s7 Fig. No. «oly (102) 03) (104) (105) (106) ony (108) (409) (10) any fL2) a3) aay ais) «ai6) ay (18) «1sy (420) aly 22 (23) (124) (025) (26) «a7 (28) (129 (30) ast Title Oil Cooled Pision B&W Water Cooled Piston (MAN) Piston cooling arrangement (MAN) Diesel engine Piston (Pielstick} . . Trunk Piston (Pietstick Pe2) Force diagram on pision ring Gauging of Piston & Ring Groove. . . . Piston Clearances... - Large diesel engine Cylinder Liner (MAN) Cylinder Liner Sulzer Cylinder Liner Pielstick . Presentation of result cee Cylinder Cover... « : haus! Valve with cooled seat insert Bearing Surface Hain bearing . Withdrawal ef main bearing bottom shell Connecting Rod with bearings Connecting Rod (Pielstick Pe2) Trank engine connecting rod Diesel Engine Components. CHAPTERS Simple dvect action governor Force diagram for Governor. Governor Stabilses at lower speed Nj Governor Stabilises a a higher speed No Seliemarie Diagram of Relay Governor with Servomotor Overspeed Governor with Servo Woodward Governors Schematic Diagran of UG 40 Governor Governors UG. Governor Load Limit Control. « -mechanisin Page No, 23 21 2 216 27 28 220 24 233 235 236 238 241 243 245 248 251 253 254 255 257 262 265 266 267 269 7 28 275, am Fig. No. (132) (133) (134) (135) (136) 37) (138) 39) (140) (ily (442) (a) (6) ay (iss) 4s) (48) (a7y (148) (149) (150) ust) (52) (53) (15d) (153) (56) Title Woodward 8.6. Governor. « Electric Governor Block Diagram. CHAPTER 9 Air Starting Master Valve Cylinder Air Starting Valve. oo. Air Starting Valve MAN ©. se oes Starting Air Ditribution System . Reversing Servomotor for Cam Shaft Reversing Servonater with engine conrol from remore station « : (MAN Starting Control System Starting Control System Sulzer RND . tir Line Safety Valve. 0-2 -- Safety Bursuing Cap. . - Sting Line Diagram towing Lacon ¥ Relief Valves...» . ‘Air botle for Starting air Staring ad Ascliary At Sytem (Selzer). CHAPTER 10 Indicator Instrument : Indicator Power and Draw Diagram Indicator and Light Spring Diagram Indicator Diagram from Supercharged engine Detection of Fault. a,b, €, d : Detection of Fault. ef. 8-00 soe Engine Cooling Systeim (MAN) Nozzle Coating System (MAN) Engine Cooling System (Sulzer) CHAPTER 11 Viscosity Coutrotler (EUR-CONTROL) Viscosity Control (EUR-CONTROL) . . « Page No. . 2k 279 282 . 284 + 285 + 287 288 299 291 295 208 298, 298 300 302 308 < UT8 Fig. No. (as7 (138) (159) {160 (161) (162) (163) (164) 63) (166) 1467) (168) 469) 470) rly Un) 73) uy 75) 76) a7 (178) (79) (180) sn (182) (183) at) as) Title EUR-CONTROL Temperanire Controller . . Cooling Water Temperature Control Condition Check Measurement Points A Simple Alarm System ‘Multi Channel Alarm System with DatacLogger’ Schematic dgram ofa Brige Conuel System - Engine Control System from Remote Station (Sulzer). CHAPTER 12 Crank Case Relief Doors . Oil-mist Detector (Comparator type) . Oibmisi Detector (Lever typed... Crankcase Inspection Door with Relief Valve - CHAPTER 13 Full Size Diagram of RND Engine Full Size Diagram of RND Engine Layou of Engine Structure : Crosshead Guide Construction. . Tensioning of Tie Bolt Tensioning of Tie Bolt Charging System... Breakdown of Turbo Chargers Combustion Chamber Components-RND Combustion Chamber Components-RND-M Fuel injection Valve. Colinder Relief Valve Cylinder Liner Piston & Piston Cooling . Crosshead Lubricction, RND-M Camshaft... Running Direction Imerlock Bore Cooled Piston RLA Page No, 331 333 335 - 336 342 352 354 355 358 = 362 363 365, 366 367 <2 371 372 33 - 314 315 376 am 378 380 = 381 - 382 Fig. No. (186) (87) (188) (189) (190) (91) (192) (93) (194) (195) 96) gi 4198) (199) (200) (201) (202) (203) (208) 205) (206) (207) (208) (209) 1210) eu (212) 23) (aia) (215) (216) m7) Title Bore Cooled Piston . Typical exhaust arrangement Opposed Piston Principle... Full Size View of Doyford J engine Doxfort Engine . Crankshaft and Bedplaze Cylinder Liner 1 Engine One piece bore coote ner. Cylinder Lubrication System. Upper and Lower Pisions . Centre connecting rod top-end bearings Lubrication of Crosshead bearing Cross-sectional view of K.GF engine Cylinder Cover Cylinder block with Hiner Starting system B&W... B & W Piston . Piston rud sufiig box and backing Cross-section view of MAN KSZB Cylinder Liner Wahdrawal of Cylinder Liner MAN Piston... 0 Piston rod stuffing box» Fuel Pump Adjustment of fuet eam Air starting master valve Crosshead bearing... Labricaior for Crosshead bearing Removal of Ceank beaving. Removal of Connecting rod Removal of Crosshead bearing Exhaust manifold Page No. 183 84 48s, A87 388 389 391 392 393, 395 397 398, 399 402, 403, 405 406 40 au a a3 sia ats. 416 a 418 419 420 41 403 Fig.No. (218) 219) (220) zn (222) 223) (224) (225) (226) (227) (228) 229) (230) ean 2) (233) (ei) (235) (236) (237) (238) (239 (240) (a) (6) (241) (242) (243) Title Page No. CHAPTER 14 Cross-sectional view of M.A.N. VV 40/54 engine Main Bearing Engine Frame Cplinder Liner Cylinder Head. Exhaust Valve Connecting rod with rod end bearing Piston Ceoss sectional view through main bearing and cylinder Main Bearing Cylinder Liner with Jacket Cylinder cover . Inlet and eshaust valve... Rocker Arm & Valve with Push Rod Reversing system with automatic Clutch Control Pump drive Lubricaring Oil System . Engine Connected to Propelter Shaft tro (Clutch and Gearing . Connection of Engine 0 Propeller Shaft. Geislinger Coupling Clutci Shoe CHAPTER 15, Gas Turbine Cycle Simple open eycle gas turbine . With regenerator Marine application of Gas Turbine Marine Gas Turbine... se Basic eyele ofthe free-pision turbine - 429 = 430 at . 432 432 433 - 434 436 438 441 433 454 435 497 448 450 452 453 454 456 457 458, 459 459 561 464 466 CHAPTER 1 Basic Theory ‘A DIESEL, ENGINE is distinguished from any other type of interaal ‘combustion engine by its unique combustion feature, Fuel is injected in the engine combustion space after ait alone is compressed and raised 19 a temperature high enough to cause the fuel to ignite. Rudotf Diesel. 3 German engineer, developed successfully an engine on this principle and obtained a patent in 1893 of the type which to-day bears his narve Vis first engine exploded on ignition of fuel and he narrowly escaped fiom being killed. Alter four years of experiment he marketed ws engine in 1897 which developed 20 HP and gave a thermal efficiency of 26 pec. I was superior wall other power units even at that time, THE first marine diesel engine was sold in 1903. Diesel engines may be classed according to the fuel it burns. Theit ‘cylinder arrangements name them as horizontal, vertical, in fine, vee oF radial engines, The operating features classify them as four stroke or two sttoke, single acting or double acting. The mode of their pis on ‘movements distinguish them herween free and opposed piston engires. “The serviee they are called upon to perform name them as automotive. locomotive or marine, The speed of rotation classify them as high, medium or slow speed engines. ‘Theoretical eyctes Internal combustion engines work on the basis of three tundamtental thermodynamic cycles, These are Ow, Diesel and Dual ‘Combustion cycles, The cycles are conceived with air xs the working substanee. The mass of air which is assumed to remain constant is ta en through a succession of non-Mow processes, The theoretical eyc les 2 BASIC THEORY consider no induction and exhaust processes, only heat being added at cone part of the eycle and rejected at another. Although no actual engi operates strictly following the ideal cycle, the analysis of these eycles provide a tool for comparison of performances of actual engines under Sifferent conditions (a) The Oto cycle or the constant volume cycle The working of the eyele can best be explained with reference to the P-V and T-S diagrams on which the cycle hus been ploted. At the beginning ofthe eycle at point I the eylinder is assumed to be Tull with a charge of fresh sir. The point 1 is called the state point defining pressure and temperature of a certain volume of ait. Since 90 induction process is conceived the line O1 is shown dotted, The cyele is described 3 foltows — From | to 2 the air is compressed isenuopically following the law c Form 2 to 3 heat is added 10 the same mass of ait at constant volume, Poin 3 represents maximucn pressure and temperature in the cycle. From 3 to 4 air is expanded isentropically, pvt Fig. 12 Airsteadard Ona evvte BASICTHEORY 3 From 4 t0 { heat is rejected at constant volume. No rejection of the working substance is considered to have taken place. Finally, the same ‘mass of airs brought back to its initial state at 1 and is ready ta repeat the cycle. Ror this cygle per unit mass of aie the quantity of heat adh Que Cv 3-12) ‘Cois the specific heat of air at constant volume, ‘Thermal efficiency, mim GEE - eae secumiy these or nih = OMT) ET Gaa-tn *! =F Using the relationship for perfect gas laws vel = "1, Since Va = Viand V3 = V2 Substituting these valuys b r */ wey fart = hye met Toh (s-T) orn Eqn. (1) is an expression for air standard thermat efficieney of Ctto feyele in terms of compression ratio and the properties of working substance (7p. The equation shows that the thermal efficiency depends ‘on campression ratio fora given working uid 4 BASIC THEORY (b) The Diesel eycle ‘The cycle. first analysed by Rudolf Diesel, is presented on P-V and TS Planes, = Fig 2 Aurstandard Dist este Starting with the same assumptions as before, it consists of an isentropic compression process from 1 tw 2 through the compression ratio ¢ = Yt compres addition of heat to the mass of air at constant pressure as the cycle passes from the state points 2 to 3. at heat supply is cutoff and air is expanded isenicopically = tefection of heat at constant volume from A 10 1: at Fthe substance regains its original state ie. pressute, volume and temperature Heat transferred o unit mass of air Qa = Cp (T3~ Ta). Cp is the specific heat at constant pressure and Heat rejected Qr = Cv (Ts—T1) ‘The thermal efficency Cu(Ts-T) Cp(T3=T2) 1 Ts- y Toh n= Using the fundamental gos equation Tet BASIC THEORY 4 foe the constant pressure proces from 2-3, 2 = B= re another volume rato is intoiuced termed a the fue 2 22 qutofftatio The te. Te. 24) gn, (2) represents an expression forthe efficiency of Diesel cycle Jnterms of r.reand ¥. ‘The expression differs from that of Oto eycle by the brach eied term which is always greater than J. Hence the thermal efficiency of Diesel cycle is always less than Otto cycle for the same compre: sion ratio. ‘The practical engines based upon the Diesel cycle can employ higher compression ratios. Therefore a Diesel engine usirg a ‘compression ratio of 14 is more efficient than an Otto engine with | 7, Wis also scen that as re increases, the bracketed term increases and clfiviency decreases. Therefore a low fuel cut-ofT ratio is desirabh: for best thermal efficiency. (©) The Dual Combustion Cycle In a Diesel engine, operating at slow speed, there is time enough for the combustion (0 take place at more or less constant speed. The ‘behaviour of many slow speed engines is more correctly represented by a mixed eycle in witich the part of the heat is added at constant volurne and partly at constant pressure, The constant volume cycle has a higher ‘thermal efficiency and specific output but is impractical at high compression ratios because of very high peak pressure, The Diesel cycle on the other hand has fess thermal efficiency, less specific output bout is practicable at higher compression ratios. Accordingly, the advantages of both the eycles are combined in what is called a mixed eyele, BASIC THEORY Hig. §-Airstanbuot Dole te With reference to the P-V and T-5 diageams, = Isentropic compression takes place fom 10 2. heat is added fist at constant volume as represented in the path of the process from 210 3. — the remainder of the feat is added at constant pressure as Topresenied by the proxess frum 3 to-4, =~ from 4:t0 5 the air expands isentropicully, — heat is rejected at constant voluine from 510 vs Let © = compression ratio= Yt Pression ratio= Ve te = fuel eut off ratio = Mt HF ratio= tp = the pressure ratio = PB Ps Qa= Cv TTY + Op TET Qe CTS-T) Tt veyCheT) oe Since for isentropic changes, PV = © Tr Tint! Ty = Te= re Tt Ta te. THE te tp THN! BASICTHEORY 7 (ay MMS Vs 1 Wt as V3=V2& Vs= VL Ts = Ts, ‘Substituting these values of temperatures ay eg tan (3) ie tp Ye 1), ° Equation (3) represents ar expression for thermal efficiency of Dual eel in terms ofr, re andro. lo this equation if rp is substituted as 1. ie. all the heat is supplied at constant pressure, then we have the efficieney equation for the Dieset cyele When fe= all he beat is supplied at constant volume then we have the thermal efficiency of eonstant volume eyele. Otto, Diesel and Dual Cycles compared “The three air standard thermodynamic cycles can be compared fen the same compression ratio and heat input, The cycles are plotted en P-V and T-S planes. Since all the cycles have the same compress on ‘ati, the compression fine 1 to 2 18 common to all. The cycles ten depart aecording to the mode of heat addition. 1, 2, 3, 4 represents ihe tio cycle; 1.2, 3,4 represents the Dieset cycle. It will be seen that ‘he [Dual eyete falls in between the two cycles and is represented by | Pig. 4 Comparton of teaetival ete 8 BASIC THEORY To satisty the condition of equal heat input the areas under the T-S, diagram for each cycle must be the same. ‘The general expression for efficiency is given by Qe a& mh = ‘Qa being the same for each cycle. that eycle which rejects the maximum Iicat is the feast efficient. The quantity of heat rejected Qi for Ono, Diesel and Dual cycles are represented by areas under the curves 14. 14? ‘and 14° respectively. This analysis reveais that the ORO cycle or the ‘constant volume combustion gives the highest economy as regards fuel ‘consumption as i rejects minimum heat, but it gives a high maximum pressure as well. The Diesel cycle gives much less maimum pressure but least economy in fuel consumption. The Dual cycle falls intermediate between the two. While the thermal efficiency is of utmost importance, the maximum pressure would limit che extent to which the sin can be utilised in practice. The importance of the mixed cycle can ‘now be realised in the light of the above statement. ‘The actual cycle The ideat efficiency calculated from the theoretical cycle falls short in the actual engine because of deviations fiom the ideal. Aq actual indicator diagram from a four stroke engine is reproduced. The ideal eycle is superimposed in dotted tines. The actual dingram difters from the theoretical in a number of respects. The compression is not stetly adiabatic as there is heat flow Abrough the cylinder wall. The piston is already under way before the ‘combustion can be completed at constant volume. This accounts for the slope in the line 23. Again the expansion stroke is performed with transference of heat. A full stroke is required to expel the products of ‘combustion and another stroke for induction of fresh ais. The mass low is not constant as fue! is injected and there may be changes in specie heats at high temperature. Besides, there is dissociation of guses at high temperature, All these factors tend to lower the values of temperatures and pressures at cardinal points Heading to a much owes thermal efficiency in an actual engin. BASICTHEORY 9 Fig 5: The heraleycte 14 wl be observed that processes of induetion and exhaust form s Jouyp in the diggram in the anti-clockwise direction. This is negative ‘work which is considered as a loss. The total atea representing the los ss divided in two portions comprising of the loss due to induction and the loss due to exhaust blow down. It is therefore evident that some of the engine useful work stored in the flywheel must be expended to ppevlorm the induction and exhaust processes. The working cyetes ‘The actual engine requires four strokes or two strokes of the pistor ‘complete processes stich as compression, expansion, exhaust anc seduction, Accordingly the engines ate distinguished as four-stoke anc wer attoke engines. The working cycle of & four stroke engine it «lescribed with respect o indicator and valve timing, diagrams. BASIC THEORY u 10 BASIC THEORY 4:1 Exhaust Stroke = The remaining gases in the cylinder sre forosd 1.2 Induction Stoke = Air is drawn into the cylinder atthe pressure ' caplacement of pbton extending over a full awoke ‘existing in the imtake manifold. The inlet valve closes after the end bat by the dsp pe ofthe sioke, ‘The working of a two stroke cycle engine differs from that of a ; fut sroke eycle engine because of complete absence of tw distinet Compression Stoke : With both inlet and exhaust valves closed, strokes of induction and exhaust. A part of each of compression and the air is compressed By the piston ie lenrnnce apace, The «expansion strokes in a two stroke engine is utilised forthe processes of injection of fuel begins ata few degrees before the T.D.C. The fuel is ignited by the high temperature produced at the end of Ccompeession and most of the heat is released at constant volume 3.4. Expansion or working stoke : The gases expand until ac the end of sirake when the exhaust valve opens. The exhaust is blown dawn in exhaust pipe and the pressure in the cylinder drops, Fi 0+ Roursrute eve itor digram en vale nin Fis. ert dicen digram end alo ig diagram Fig. Torso ese Indica diagram cnt ting diogram 1m BASIC THEORY induction and exhaust. With reference to the indicator diagram, the cylinder i tilled up with a charge of fresh air from an external source (say a reservoir) at the beginning of compression. The air is admitted as soci as the ports are uncovered by the piston. The air is compressed and the cycle follows. Fuel is injected towards the end of compression ‘stroke and heat is added to the mass of air from a few degrees before to a few degrees after the top dead centre. At the end of expansion stroke the exhaust is opened fitst, the pressure drops below the air reservoir pressure when fresh air is admitted through por situsted below the ‘exhaust ports. The cylinder is cleansed of the residual products of ‘combustion by the incomming aiv and the cycle of operation is repeated, “The exhaust and the inlet remain simultaneously open for a short period to assist the completion of the gas exchange process. Sir Dugald Clerk, ‘born jn Glasgow. invented the two-stroke eycle engine which was first exhibited in 188% Compression ratio ‘The thermal efficiencies of Otto, Diesel and Dual cycles are given y oe amo -1-(') rfaght = (6) nw Diesel) = -() (se) ot ty L (© ne (Deal) = 1 -(] ' Ter btiey Geo 2», “The thermal efficiency of Diesel eyele decreases if rc is inereased. The thermal efficiency of Dual cycle is increased ifr pis increased, But the pressure rise associated with the increase is undesirable. 1 follows therefore that there is not much scape to manouvre for an increase of

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