Professional Documents
Culture Documents
Liviu-Constantin STAN
MARINE MACHINERY
Seminar
/. Theoretical Cycles
The cycles of internal combustion piston engines are based on the thermodynamic cycles
evolving the conversion of heat into mechanical work, these cycles being termed
thermodynamic or theoretical cycles.
In the theoretical cycles of the un supercharged internal combustion piston engines heat is
always rejected to the cold source at a constant volume, whereas transmission of heat to the
working medium either follows a dual principle, i.e., first at constant pressure and then at
constant volume, or with either one of these variables remaining constant.
Therefore, the following three ideal theoretical cycles may be put under consideration:
(a) the mixed cycle (also known as the combination or dual-combustion cycle);
(b) the constant-volume cycle, and
(c) the constant-pressure cycle.
The mixed cycle is characterized by a diagram (Fig. la) showing the changes of gas state
in an engine cylinder, plotted in the p-V system of coordinates. The first stage of this
cycle is adiabatic compression of the gas during which the pressure changes along line ac.
represented by equation pV = const. The change in volume during com pression is
characterized by the compression ratio,
V V Vc
a d .
Vb Vc
As the piston continues its movement from point z, adiabatic expansion of the gas takes
place along the line zb which is represented by equation pV h = const. The ratio of
V
volumes b , is termed the ratio of subsequent expansion. The value of is
Vz
Vb Vb Vc
interrelated with the values of and by the following equation:
Vz Vc Vz
1 k 1
The ratio: t 1
k 1 1 k 1
is known as the thermal or theoretical efficiency of the cycle and characterizes the degree of
perfection with which heat is converted into work in an ideal engine
2
The mixed cycle is used as a basis of thermodynamic calculations for all types of airless
injection Diesel engines.
The constant-volume cycle (also termed explosion or Otto cycle) is characterized by the
indicator diagram which appears in Fig. 1b.
The thermal efficiency of the constant-volume cycle can be obtained by substituting the value
of = 1 in formula (2):
3
1
t 1 (3)
k 1
The theoretical constant-volume cycle is used as a thermodynamic scheme for
computing the actual working cycles of carburetor, gas and hot-bulb engines.
The constant-pressure cycle (also termed a combustion or Diesel cycle) is illustrated in the
diagram in Fig. 1c.
The thermal efficiency of this cycle, after substitution of the value 1 in formula (2) is
1 k 1
t 1 (4)
k 1 k 1
This cycle is used asa thermodynamic scheme for computing the working cycles of air
injection Diesels in which the gas pressure during combustion remains almost the same.
Actual Cycles
The actual working cycles of internal combustion marine engines require either four or two
strokes of the piston, i.e., either two or one revolution of the crankshaft.
Accordingly there are distinguished four-stroke and two-stroke engines.
The working cycle of a four-stroke engine comprises the following strokes (Fig. 2):
/—suction stroke, i.e., admission of the air-fuel mixture or air into the engine cylinder;
//—compression stroke, during which the fuel mixture or air is compressed in the cylinder;
///—power or working stroke, during which combustion of the fuel mixture and expansion of
the combustion products take place within the cylinder;
IV—exhaust stroke, during which the combustion products are expelled from the cylinder.
4
Fig. 3. Indicator diagrams of four-stroke engines:
(a) airless Injection Diesel; (b) carburetor engine; (c) air Injection
5
Cylinder Indication – Press / Angle
General
The cylinder indicator is used as a teaching aid and investigative system to enable regular
monitoring of the engine cylinders to be undertaken. Faults within the combustion system can be
located, and cleared using the malfunction editor function.
There are four different displays that can be selected to indicate the cylinder pressure
conditions, namely pressure / angle (also called a draw card or out of phase diagram), pressure /
volume (also called a power card, or in-phase diagram), the weak.
The pressure / angle diagram would be used for:
- Display the compression pressure curve, for comparisons with the other cylinders, to
indicate cylinder sealing efficiency.
- Display the approximate timing of the fuel ignition.
- Display the fuel pressure trace (using the alternate pressure measurements of 0 – 3000
bar).
To enable the cylinder indicator to measure the combustion pressure, the following
actions are required:
1. Select one of the field button in the INDICATE column.
6
LINJ - This is the length of the fuel injection period, and is dependent on the
setting of the fuel control lever.
8
Chapter 2, 3
Internal Combustion Engines. Components
Maintenance main engine
1. Introduction
This chapter aims to provide an insight into the individual components of an engine, highlighting
the design criteria and how they inter-relate with the other components in the engine to provide
a reliable and operational whole.
2. Bedplates
Bedplates are the 'foundation' of the engine, without the support of which the shaft alignment
in particular, and engine structure as a whole, would inevitably be lost.
The original bedplate design followed the practices involved in the steam reciprocating
engines, but it soon became apparent that the magnitude of the forces generated inside a diesel
were substantially greater than those in a steam engine, and of a different nature, with the
consequence that bedplates had to be developed which would accommodate the 'cyclic' peak
pressures, and at the same time maintain the alignment for these longer engines. As power
weight ratios became more competitive, the fabricated bedplate evolved to provide a light but
strong and stiff foundation. The fabricated bedplate has subsequently undergone several
refinements.
The traditional basic structure of two longitudinal girders tied together with transverse girders
has stood the test of time.
Figure la shows an end view (looking fore and aft). Fig 1b shows a longitudinal section
through the transverse girder and indicates how the bearing saddle is supported. The arrows
indicate the forces imposed upon the bearing by the firing forces in the engine. These forces
crone through the running gear (piston, crosshead, con-rod, and crankshaft), and are both cyclic
and fluctuating in nature.
9
Figure 1 Structure of bed plate: section through bedplate and section (A-A) through transverse
girder
The longitudinal girders are substantially supported by both horizontal and vertical
ribbing, both providing strength and stiffness to the 'mono-plate' structure. Access to all webbing
is possible so that the integrity of all the welding is assured (Fig 2).
10
Figure 2 a) Two main bearing caps with associated shell bearings, holding down
arrangements and oil supply;
b) cast transverse girder (with radial webs); c) single plate longitudinal girder, with substantial
ribs.
3. CRANKSHAFTS
At some time, and in varying degrees, the crankshaft is exposed to all forms of mechanical
stressing. On the larger engines the crankshaft has, for many years, been manufactured by forging,
from a single billet, the combined 'webs' and 'bottom end' comprising one 'throw'. These were
then assembled into the composite structure of the crankshaft by 'shrink fitting' the relevant
main bearing journals between each throw. These shrink fits, in the region of 1/600 the shaft
diameter, used to be achieved by heating up the web and then entering the pin when the required
expansion had taken place. However, with this method there was the possibility that slight
products of oxidation, created by the heating, might become trapped in the interface such that the
integrity of the grip was marginally reduced. To avoid this, liquid nitrogen or similar cooling
agents have recently been adopted to cool the pin sufficiently for it to be entered into the web.
The more obvious forms of mechanical stressing, that the crankshaft is subjected to be torsional
stressing and bending stressing.
It is important to consider the number of units, and those which are affected by the slip. That
is to say the 'slipped' unit will not be the only one out of phase (unless it is the end unit of an
engine). To determine which units are affected, work from the cam shaft drive to the slipped
unit. All units 'beyond' this point are adversely affected.
The following systems may be affected to a greater or lesser degree by the slip.
- Fuel timing
- Breathing' of the engine (aspiration)
- Exhaust
- Balance
Adequate precautions must be taken against fire, contamination of lubricating oil, and
unexpected engine movement and so on. Such a repair should not be undertaken by ships' staff
without referring to the engine builders and the superintendent engineer.
b) cracks at fillet radii, oil holes or other areas where stress concentrations occur;
11
c) slipped shrink fit (check witness marks);
d) ovality.
4. CYLINDER LINERS
Cylinder liners are, almost without exception, cast components which at first sight appear to be
cylindrical units of no great complexity. However, even though their shape is simple the materials
from which they are made are not quite so basic. For many years a good quality cast iron was used
in their production. More recently, the worsening quality of fuels has given rise to greater wear
rates. This has led to improvements in the liner material quality, to resist wear and to provide
the liner with as long a life as possible.
One of the main forms of wear is the so called 'microseizure' (mz). This is described in the
section Piston Rings.
Another form of wear is generated by acidic corrosion of the liner surface. This can usually be traced
to an attack by sulphuric acid. This acid is formed from the sulphur dioxide generated during
combustion. The amount of acid formed is therefore directly related to the amount of sulphur
present in the fuel during combustion.
Where the rings cannot seal against the liner (in the heavily corroded areas) blow past will
occur, such that:
a) the rings are locally overheated and begin to lose their tension;
b) the liner surface is overheated locally and begins to lose its strength (wears more easily); and
c) cylinder lubricating oil is burned off the liner wall and wear rates go up.
12
One of the more important developments in recent years, as far as large bore engines are
concerned, has been 1>ore cooling. This accepted procedure has found applications in almost
every cooled component within the engine: fuel injectors; cylinder covers; exhaust valve housings;
and, very commonly, cylinder liners. The arrangement can be seen in Fig 3. The principle is to
cool the inner surface of the liner adequately and without weakening it. Improved cooling
could be achieved by reducing the wall thickness.
5. CYLINDER COVERS
The design of a cylinder cover is very complex, particularly where a large valve operates
through its centre. In some of the earlier loop scavenged engines, cylinder covers were simpler
components, with a central fuel injector and then pockets for starting air, indicator cocks etc. In
those cases the head was often cast iron with some form of steel backing ring to absorb the
bending forces created as the head was tightened down. In later designs the head was solid steel
forging of immense strength, the cooling passages of which were formed by the bore cooling
process described above.
The ship's engineer, for his own benefit, should always ensure that the head is tightened down
evenly. This not only prolongs the life of head bolts and improves the life of the head seal but
may prevent distortion of the cylinder liner. A head tightened in an imbalanced way may force
the liner into an incorrect attitude as a result of the unequal forces on its top lip. (Where this to occur
there could be a change in the wear pattern and rate.)
13
Chapter 4
Fuel oil and fuel injection system
Terminology
Within the marine industry both distillate and residual fuels are used, and at present the
various grades of fuel are referred to by different names depending on the terminology of the
supplier.
Density
Density is the absolute relationship between mass and volume at a stated temperature and the
SI unit is kg/m3. This gives values of 800-1010kg/m3for marine fuels. An alternative unit is
kg/1, which gives values lower by a factor of 1000.
Viscosity
Viscosity is a measure of the resistance of a liquid to shear or flow, and is measured in
centistokes (cSt) with a quoted reference temperature. The methods of reporting in Redwood,
Saybolt, and Engler units are now obsolete.
Flash point
The flash point of a fuel is the lowest temperature at which sufficient vapour is given off to produce
a flash on application of a flame under specified test conditions.
Cloud point
The cloud point of a distillate fuel is the temperature at which wax starts to crystallize out, and this
is seen when the clear fuel becomes opaque.
Pour point
The pour point is the lowest temperature at which a marine fuel oil can be handled without
excessive amounts of wax crystals forming out of solution. At a lower temperature the fuel will
gel, thereby preventing flow.
Carbon residue
The carbon residue of a fuel is the tendency to form carbon deposits under high temperature
conditions in an inert atmosphere, and may be expressed as either Ramsbottom carbon residue,
Conradson carbon residue (CCR) or micro carbon residue (MCR).
Water
Normally the level of water in the fuel is very low, since effort is made by the supplier to deliver
the fuel as dry as possible and 0.1 %-€.2% by volume is typical.
Ash
14
The ash value is related to the inorganic material in the fuel oil. The actual value depends upon
three factors, firstly the inorganic material naturally present in the crude oil, secondly the refinery
processes employed, and thirdly, upon possible subsequent contamination due to sand dirt and
rust scale.
Sulphur
Sulphur is a naturally occurring element in crude oil which is concentrated in the residual
component. Hence the amount of sulphur in the fuel oil depends mainly on the source of the
crude oil and to a lesser extent on the refining process. Typically for residual fuel on a world-wide
basis the value is in the order of 1.5%-4% wt.
Ignition quality
Cetane index is an empirical measure of ignition quality for distillate grades of marine fuel.
This index is calculated from the mid boiling point and density, i.e. from parameters which
relate indirectly to the chemical composition of the fuel.
Specific energy
Since marine fuel is purchased by the ship owner to produce heat for conversion into work,
one might expect this characteristic to be quoted in a specification. The specific energy is not
controllable in the manufacture of marine fuel oil, except in a secondary manner by the
specification of other properties.
2. FUEL SYSTEMS
Each fuel system on a vessel can be conveniently subdivided into two parts, storage and treatment,
before the fuel is finally delivered to the boiler or diesel engine.
Bunkering
When bunkering, every effort should be made to segregate bunkers from different sources in
different tanks. The reason for this is that whilst reputable suppliers manufacture fuels which
are in they stable products, it may be that they are incompatible with fuels already on board. In
such a case an unstable blend may occur in the ship's tanks, which could result in precipitation of
asphaltenic deposits as sludge in the tanks, pipes, filters and centrifuges.
It is the responsibility of the ship's staff to obtain from the fuel supplier a sealed, labeled, and
representative fuel sample at each bunkering operation. This should be retained for at least 90
days and should be available for use in the event of any dispute with the fuel supplier. The bunker
delivery is accompanied by a bunker delivery receipt note, and the amount of information
given in this document on a worldwide basis is variable. The quantity delivered will be indicated
by either tank dips or flow meter readings, and these readings should be witnessed. To calculate
the quantity in tones, the density of the fuel and the delivery temperature must be known.
Fuel testing
Analysis of particular characteristics of the fuel delivered may be carried out by some independent
shore based laboratory, or by tests carried out onboard. Various organizations offer the ship-
owners comprehensive fuel analysis and advice on how the fuel should be handled or treated.
15
Lucrarea Nr. 2.
2.1 Generalit\]i
Perioadele [i momentele de deschidere [i `nchidere a orificiilor de curgere
a gazelor `n/din cilindru formeaz\ fazele de distribu]ie (cotele de reglaj). Fazele
de distribu]ie influen]eaz\ perfec]iunea umplerii cilindrului cu fluidul de lucru
precum [i calitatea evacu\rii gazelor arse din cilindru; ca urmare, performa]ele
energetice [i de consum ale motorului depind de fazele de distribu]ie.
~n fig. 2.1 sunt prezentate principalele m\rimi ce caracterizeaz\ fazele de
distribu]ie la un motor `n patru timpi, raportate la unghiul de rota]ie al arborelui
cotit. Aceste sunt:
• αDSA - momentul deschiderii supapei de admisie;
• αDSE - momentul deschiderii supapei de evacuare;
• α~SA - momentul `nchiderii supapei de admisie;
• α~SE - momentul `nchiderii supapei de evacuare;
• ∆αa - perioada de deschidere a supapei de admisie;
• ∆αe - perioada de deschidere a supapei de evacuare;
• α1 - avansul la deschiderea supapei de admisie;
• α2 - `ntârzierea la `nchiderea supapei de admisie;
• α3 - `ntârzierea la `nchiderea supapei de evacuare;
• α4 - avansul la deschiderea supapei de evacuare;
• α5 - perioada de suprapunere a deschiderii supapelor.
~n fig. 2.2 este prezentat\ pozi]ionarea cotelor de reglaj pe diagrama
indicat\ a motorului. Se observ\, atât din fig. 2.1 cât [i din fig. 2.2 c\ deschiderea
[i `nchiderea supapelor nu au loc atunci când pistonul ajunge `n punctele moarte,
din considerente legate de `mbun\t\]irea umplerii [i evacu\rii.
Supapa de admisie se deschide cu un avans α1 fa]\ de P.M.I.; ca urmare,
`n momentul `n care pistonul ajunge `n P.M.I., supapa de admisie ofer\ o sec]iune
de trecere suficient de mare fluidului proasp\t. M\rimea optim\ a avansului la
deschiderea supapei de admisie depinde de tura]ia motorului, raportul de
comprimare al acestuia, destina]ie etc. ~n cazul `n care avansul la deschiderea
supapei de admisie este mai mic decât cel optim, sec]iunea de trecere oferit\ de
supap\ este redus\, procesul de umplere `nr\ut\]indu-se; dac\ avansul la
deschiderea supapei este prea mare, o parte din gazele de ardere existente `n
cilindru trec `n tubulatura de aspira]ie, iar cantitatea de fluid proasp\t ce intr\ `n
15
cilindru este diminuat\. Valoarea optim\ a avansului la deschidere al supapei de
admisie rezult\ urm\rindu-se un compromis `ntre perfec]iunea umplerii
cilindrului [i solicit\rile ce apar `n organele mecanismului de distribu]ie.
La motoarele pentru autovehicule, avansul la deschiderea supapei de
admisie este de 5…450 RAC.
p
α 5
α 1
PME α 3
ade
α D S A
α r ada
c uar e ( ∆ α )
A dm
~S E
e
p0
`da
is i e ( ∆ `de
Ev a
α
α)
α
a
D S E
~S A PMI PME V
α
2 α 4
∆l
∆L
p0
V
PMI PME
17
Lucrarea Nr. 7.
9
10
8
7
3 4 5 6
Fig. 7.1 – Schema sistemului de alimentare
1-rezervor; 2-robinet; 3-pomp\ de alimentare; 4-filtru; 5-pomp\ de injec]ie; 6-arbore de antrenare;
7-racordul de refulare al elementului de pompare; 8-conduct\ de `nalt\ presiune; 9-injector; 10-
circuit de recuperare a sc\p\rilor de combustibil.
55
Elementul de pompare este format din buc[a (2) [i pistona[ul (3);
pomparea se realizeaz\ prin deplasarea pistona[ului `n buc[\. Ridicarea
pistona[ului are loc sub ac]iunea camei de pe arborele (4), mi[carea fiind
transmis\ de c\tre tachetul cu rol\ (19), prev\zut cu un [urub (21) ce permite
reglarea cursei pistona[ului. Coborârea pistona[ului are loc datorit\ arcului (18).
Buc[a (5) [i sectorul din]at (6) permit rotirea pistona[ului cu ajutorul cremalierei
(7), asigurându-se astfel reglarea dozei ciclice (dup\ cum se va ar\ta mai departe).
Arborele cu came este montat `n corpul (1) al pompei prin intermediul
unor rulmen]i radiali-axiali (26); pompele cu mai mult de patru elemen]i de
pompare sunt prev\zute cu un lag\r intermediar (10, fig.7.3). Arborele este
prev\zut cu un num\r de came egal cu num\rul de cilindri ai motorului (plus o
cam\ pentru antrenarea pompei de alimentare), decalate astfel `ncât s\ asigure
ordinea de injec]ie corespunz\toare ordinii de aprindere a motorului.
1-racord refulare;
2-arcul supapei;
3-supapa de refulare;
4-element de pompare;
5-sector din]at;
6-buc[\ pt. rotirea pistona[ului;
7-arc;
8-tachet cu rol\;
9-rulment;
10-lag\r palier;
11-arbore cu came;
12-cremalier\;
13-supap\ pt. reglarea presiunii
de alimentare;
14, 15-garnituri.
O
3
Sm
Sm
Su
2
m
1 a) b) c) d)
{urubul (29, fig. 7.2) permite modificarea pozi]iei sectorului din]at (6)
fa]\ de buc[a (5); astfel, se asigur\ reglarea egalit\]ii `ntre dozele ciclice refulate
de c\tre elementele de pompare. Modificarea pozi]iei [urubului (21) are ca efect
modificarea momentului `n care `ncepe injec]ia, deci modificarea avansului la
injec]ie.
58
Fig. 7.6 – Element de pompare cu buc[\
de control pentru reglarea debitului
ciclic
1-piston plonjor;
2-buc[a elementului de pompare;
3-scaunul supapei de refulare;
4-supap\ de refulare;
5-arc;
6-buc[\ de control;
7-mecanism cu excentric.
Solu]ia constructiv\ din fig. 7.7 utilizeaz\ buc[a de control (4) atât `n
procesul de reglare a debitului ciclic, cât [i pentru reglarea avansului la injec]ie.
Combustibilul p\trunde `n spa]iul de deasupra pistonului (1) prin canalul
de admisie (A), orificiul (C) din piston [i canalul axial (B), atunci când orificiul
(C) se afl\ sub nivelul buc[ei de control. Comprimarea `ncepe atunci când, `n
cursa ascendent\ a pistonului, orificiul (C) intr\ complet `n buc[a de control (4) [i
se termin\ `n momentul `n care muchia superioar\ a canalului elicoidal (D) ajunge
`n dreptul orificiului de desc\rcare (E) din buc[\ (pozi]ie `n care spa]iul de `nalt\
presiune este pus `n leg\tur\ cu spa]iul de aspira]ie A prin canalul B, orificiul C,
canalul D [i canalul E). Prin rotirea pistonului se modific\ momentul `n care
fanta (D) deschide canalul (E) din buc[a de control, realizâdu-se astfel reglarea
debitului ciclic.
Momentul `nceperii injec]iei (avansul la injec]ie) se modific\ prin
deplasarea pe vertical\ a buc[ei de control; din fig. 7.7b rezult\ c\ prin
deplasarea buc[ei de control pe distan]a h, momentul unghiular al `nceperii
injec]iei se schimb\ de la ϕ2 la ϕ1.
59
a) b)
60
7.3. Regulatorul de tura]ie
61
Fig. 7.9 – Regulator RSV –
vedere axonometric\
2-carcas\;
3-flan[\ fixat\ pe arborele cu came;
4-greut\]i; 5-man[on culisant;
7-tij\; 8-pârghia regulatorului;
9, 11, 13-axe de articula]ie;
10-carcas\;
12-pârghie de comand\ a cremalierei;
15-cremalier\; 16-brid\;
17-arc de pornire;
18-pârghia principal\;
19-arcul principal al regulatorului;
20-tampon pt. limit-area dozei
maxime;
21-pârghie oscilant\;
22-furc\; 23-[urub de reglaj;
24-pârghie de accelera]ie; 25-
limitator STOP;
26-[urub reglaj stabilitate la mers `n
gol;
27-arc pentru mers `n gol; 28-buc[\
filetat\;
29-tampon; 30-arcul corectorului de
debit;
31-capac; 32, 33-dopuri filetate.
5
- +
Fig. 7.10 – Schema de
6 + - principiu a regulatorului de
tura]ie pentru toate
regimurile, la func]ionarea `n
4 sarcin\
7
1-arborele regulatorului;
2-greut\]i;
3-man[on glisant;
4-pârghia regulatorului;
5-arcul principal al regulatorului;
6-pârghia de accelera]ie;
7-cremalier\.
1 3
2
62
1 2
3 4 5
66
Lucrarea Nr. 8.
14 16
15
6 8 9
2
3 4
5 13
10 11
12
Atunci când motorul este oprit (fig. 8.2a), pistonul (1) obtureaz\ orificiul
(3) - aflat `n leg\tur\ cu racordul de refulare al pompei de transfer -
`mpiedicându-se astfel dezamorsarea sistemului.
La amorsarea sistemului prin ac]ionarea manual\ a pompei de alimentare
(fig. 8.2b), presiunea din racordul de admisie al pompei de transfer se transmite,
prin orificiul (2), asupra pistonului (1), pe care `l deplaseaz\ `n jos; acesta
comprim\ arcul (5) - cu rigiditate mic\ - [i deschide orificiul (3). Astfel,
combustibilul p\trunde `n pompa de injec]ie, ocolind pompa de transfer.
~n timpul func]ion\rii motorului (fig. 8.2c), presiunea de transfer
ac]ioneaz\, prin orificiul (3), asupra pistonului (1), care va fi deplasat `n sus.
Pozi]ia pistonului (1) va depinde de echilibrul stabilit `ntre for]a datorat\ presiunii
de transfer [i for]a elastic\ a arcului (4) - cu rigiditate mare. ~n func]ie de aceast\
68
Fig. 8.6 - Pomp\ de injec]ie cu distribuitor rotativ DPAM, cu regulator mecanic
de tura]ie
1-arbore de antrenare; 2-carcas\; 3-simering; 4-racord surplus combustibil; 5-capac; 6-tachet; 7-
supap\ de dozare; 8-canal admisie; 9- canal admisie (din buc[\); 10-buc[\; 11-rotor; 12-pomp\ de
transfer; 13-filtru admisie combustibil; 14-rotorul pompei de transfer; 15-corpul supapei de
amorsare [i regularizare; 16-[urub de prindere; 17-palet\; 18-canal de refulare (`n rotor); 19-canal de
admisie (`n buc[\); 20-racord refulare (`n buc[\); 21-racord de leg\tur\; 22, 27-rolele tachetului; 23-
inel cu came interioare; 24-pistona[; 25-disc pentru reglarea dozei ciclice maxime; 26-flan[a
cuplajului capului hidraulic; 28-arborele de antrenare al capului hidraulic; 30-carcasa greut\]ilor
regulatorului de tura]ie; 31-greutate; 32-flan[\ de prindere a pompei.
74
Lucrarea Nr. 9.
9.1. Construc]ie
Aceast\ pomp\ este de tipul cu distribuitor rotativ [i piston axial; pistonul
plonjor, care este amplasat axial fa]\ de arborele de antrenare, este ac]ionat `n
mi[care de transla]ie prin intermediul unui platou cu came axiale.
~n interiorul pompei se g\sesc urm\toarele subansambluri principale (fig.
9.1a);
• pompa de transfer (1);
• capul hidraulic (2);
• regulatorul centrifugal de tura]ie (3);
• supapa electromagnetic\ de oprire (4);
• variatorul automat de avans (5).
a) b)
Fig. 9.1 – Pomp\ de injec]ie de tip VE
a: 1-pomp\ de transfer; 2-cap hidraulic; 3-regulator de tura]ie; 4-electrovalv\; 5-regulator de avans;
b: 1- supap\ de limitare a presiunii; 2-regulatorul de tura]ie; 3-racord retur combustibil; 4-cap
hidraulic; 5-pomp\ de tranfer; 6-regulator de avans; 7-platou cu came axiale.
77