04 Diesel Engine Process

INTERNAL USE ONLY
DIESEL ENGINE PROCESSES

General Two and Four Stroke Cycle
1 © Wärtsilä 18 September 2008 AUTHOR/SAMUEL R. LAMORENA

Animation of Four Stroke Diesel Engine
Diesel Engine
INTERNAL USE ONLY

Animation of 4- Stroke Diesel Engine Cycle
INTERNAL USE ONLY

Definition of Four Stroke Cycle Engine
• The engine makes one power stroke for every two revolutions of
the crankshaft or one power stroke for every four strokes of the
piston.
INTERNAL USE ONLY

The Four Stroke Cycle
INTERNAL USE ONLY

DIESEL CYCLE
3 4
1 - 2 Adiabatic compression
2 – 3 Energy input at constant volume, (isochor)
5
3 – 4 Energy input at constant pressure, (isobar)
2 4 – 5 Isotherm energy input
5 – 6 Adiabatic expansion
6 – 1 Discharge of combustion gases at constant volume
6
1
INTERNAL USE ONLY

Intake and Exhaust Valve Timing in 4-Stroke Diesel
Engines
• OBJECTIVES: To be able to
1. Describe the valve timing diagram of a normally aspirated engine.
2. Describe the valve timing diagram of a turbo-charged engine.
3. Explain the valve overlap or Miller Timing.
INTERNAL USE ONLY

4-Stroke Process
Overlap Injection
T T
30° 30° 80° 60°
30° 50° 40° 50°
B B
Intake Compression Power Exhaust
INTERNAL USE ONLY

Valve Graph 4-Stroke Cycle Engine
INTERNAL USE ONLY

Example of a typical valve-timing diagram of a 4-stroke
engine
Inlet
Overlap 60° Exhaust Overlap 140°
Valve
opens T Valve T
closes
Exhaust
Valve
30° 30° closes
Inlet
80° 60°
Valve
opens
30° 50° 40° 50°

Exhaust Exhaust
Valve Inlet Valve
Inlet opens Valve opens
Valve B closes B
closes
NATURAL ASPRIRATED PRESSURE CHARGED

4-STROKE 4-STROKE
INTERNAL USE ONLY

Different Ways of Construction of Four Stroke Engine
Trunk Piston
Vee Type
Vee
In-Line
INTERNAL USE ONLY

Flat Wankle
INTERNAL USE ONLY
WORKING PRINCIPLE OF TWO

STROKE CYCLE
DIESEL ENGINE

Definition
• A 2-stroke engine is an engine type that makes a working (power)

stroke during each revolution of the crankshaft.
• This means that each work process needs one revolution of the
crankshaft or two strokes of the piston. This is contrary to the 4-stroke
engine, where two revolutions of the crankshaft or four strokes of the
piston are needed to accomplish the process.
INTERNAL USE ONLY

Characteristics of 2-Stroke
• suitable for high outputs, because of a power stroke per each revolution
• normally used for low speed. This gives more time for the scavenging
process
• of the type of the cross head design, fits best to the high output and low
speed
INTERNAL USE ONLY

Types of Scavenging Process
Loop Flow
Cross Flow
INTERNAL USE ONLY

Uni Flow
2-Stroke Cross-Flow System
Injector
Residual Gases
Fuel
Compression Expansion
Stroke
Inlet Ports
10% Stroke EO
EC
IC IO
Scavenge
Air
Receiver Exhaust Ports
20% Stroke Exhaust
Short cut of air EO = Exhaust valve opens

IO = Inlet ports open
from air pumps
IC = Inlet ports closed
EC = Exhaust valve closed
INTERNAL USE ONLY Cross Flow Scavenging System

Two Sroke Combustion Process
• Two-Stoke Cycle
• Loop Flow
INTERNAL USE ONLY

2-Stroke Loop Flow System
Exhaust
Pipe
EC EO
IC IO
Air
Receiver
EO = Exhaust valve opens
IC = Inlet ports closed,
end of scavenging
EC = Exhaust valve closed,
begin of effective compression
INTERNAL USE ONLY Loop Scavenging

Loop Flow System
Oscilating
Valve
Exhaust
Pipe
EO
EC
IC IO
Air
Receiver EO = Exhaust valve opens
IC = Inlet ports closed,
begin of effective compression
EC = Valve closes the exhaust outlet,
less loss of air, compression
starts earlier
INTERNAL USE ONLY Loop scavenging with valve in exhaust

Disadvantages of the cross flow systems
• only a limited stroke is possible. The air has to flow upwards and
downwards during the little time available
• an inadequate scavenging of the cylinder. Especial in the upper
part of the cylinder rest gasses are remaining
• Short cut of air. Part of the supplied air is flowing straight to the
exhaust ports despite the inlet ports are directed upwards
• Loss of air. After the inlet ports are closed the exhaust ports are
still open and air will flow out the cylinder. The effective
compression stroke will start later. Oscillating or rotating valves in
the outlet are sometimes used to prevent this loss
• Pistons with a long skirt are needed to keep the ports closed when
the piston is in top position, to prevent a short cut between inlet
and exhaust ports
INTERNAL USE ONLY

Uniflow Scavenging
EXHAUST
Uniflow scavenging system
PIPE
EO
EC
IO
IC
AIR
RECEIVER
EO = Exhaust valve opens

IC = Inlet ports closed
EC = Exhaust valve closed,
start of compression
INTERNAL USE ONLY

Advantages of this system
• A much longer stroke is possible. The air only has to flow upwards,
which is also a more natural flow for air with a higher temperature
• Less air needed because of fewer losses
• Better cleaning of- and less rest gasses in the cylinder. Only a little
rest gas under the exhaust valve is possible
• Lower inlet ports needed (8 % instead of 10 % of the stroke). Because
the ports are now situated over the whole circumference they can be
lower. This makes the effective compression somewhat longer
• Improved combustion because the rotating movement still continues
during the fuel injection. Mixing of air and fuel is faster and more
intense
• No need for pistons with a long skirt, short cut between ports and
valve is not possible
INTERNAL USE ONLY

The Super Long Stroke 2-Stroke Diesel Engine
Exhaust Valve
Fuel Pump and
Charge Air Exhaust Valve
Receiver Actuator
Uniflow
Scavenging Piston Rod
Scavenge Ports
Connecting
Rod
Crankshaft
INTERNAL USE ONLY

RTA 84C
INTERNAL USE ONLY

The First Stroke of 2-Stroke
Diesel Engine
1st Stroke (Compression)

Piston at BDC
• Scavenge Ports and Exhaust
Valve Open
• Scavenge air flows into the
cylinder and presses the
exhaust gases through the
exhaust valve to the
turbocharger.
Piston Moves Upwards:
• Scavenge ports are being
closed
• Exhaust valve shuts,
compression begins
INTERNAL USE ONLY

The Second Stroke of 2-Stroke
Diesel Engine
2nd Stroke (Ignition – Combustion –

Expansion – Exhaustion – Scavenging)
Just Before TDC
Fuel is injected into the cylinder, Fuel
Ignites in the compressed and heated air
= ignition, with ignition combustion
begins
Gases Expands and Press Piston
Downwards (working stroke)
The exhaust valve opens, exhaust gases
flow out if the cylinder to the turbo.
Scavenge ports are being uncovered by
the downward moving piston, scavenge
air flows into the cylinder and presses
the exhaust gases out through the
exhaust valve to the the turbocharger.
INTERNAL USE ONLY

Scavenging Ratio
• Scavenging Ratio
– R = supplied volume air per process and per cylinder/volume of
cylinder
– To clean the cylinder as good as possible, it is necessary that the
volume air supplied to the cylinder is more than the cylinder volume.
– For cross flow: R = 1.5 to 1.6
– For uniflow: R = 1.2 to 1.3
– For turbocharger: R = 2.5 to 3.5
INTERNAL USE ONLY

Auxiliary Blower
INTERNAL USE ONLY

How Power is Produced in a Diesel
Engine
OBJECTIVES: At the end of this course the student

should be able to:
1. Describe how power is produced in a diesel engine.
2. Compute the power from the engine data using
standard power formula.
3. Explain the different factors which affect the power of
the engine.
INTERNAL USE ONLY

Torque – A force that tends to rotate things
10 kg Kg-force meter
1 kg Torque = Force x Distance
1m Newton meter
Lb-force feet
10 m
Torque = 10 kg-force meter
INTERNAL USE ONLY

How Torque is Generated in 4-Stroke Cycle Engine?
The combustion of gas in the
cylinder creates pressure
against the piston.
That pressure creates a force
on the piston, which pushes it
down.
The force is transmitted from
the piston to the connecting
rod, and from the connecting
rod into the crankshaft.
The force acts at a distance
from the shaft center thus
producing a torque. The
torque applied at the
crankshaft pin spins the
dddddddd
INTERNAL USE ONLY
crankshaft thus producing
work.
DIESEL CYCLE
3 4
1 - 2 Adiabatic compression
2 – 3 Energy input at constant volume, (isochor)
5
3 – 4 Energy input at constant pressure, (isobar)
2 4 – 5 Isotherm energy input
5 – 6 Adiabatic expansion
6 – 1 Discharge of combustion gases at constant volume
6
1
INTERNAL USE ONLY

How Power is developed in a 2-Stroke Diesel Engine
INTERNAL USE ONLY

Power
INTERNAL USE ONLY

Power
INTERNAL USE ONLY

Power
INTERNAL USE ONLY

Forces on Crosshead
INTERNAL USE ONLY

Normal Indicator
Indicator diagram
(p-v diagram, Draw diagram
working diagram)
Ignition Ignition
Combustion
Atmospheric line
Length of indicator diagram =

INTERNAL USE ONLY Length of atmospheric line

Relationship of Horsepower and Torque
The term horsepower was invented by the engineer James Watt.

Horsepower is the rate of doing work per unit time.
It can simply be thought of as the amount of torque an engine
produces at a given RPM (rev./min)
Horsepower = (Torque x RPM) / 33000
Torque is in ft-lb
Power = Torque x Angular Velocity (N-m/s or Watts) =P LAN
Torque is in N-m and Angular Velocity in rev/s. = Pressure x
Length of Stroke x Area of Piston x Rev./ sec.
INTERNAL USE ONLY

Facts
• Indicator diagrams are a helpful tool to judge the performance of an

engine.
• Power diagrams will be used to calculate the output of the cylinder and
to measure the combustion and the compression pressures.
• Mechanical indicating equipment is nowadays not so often used
anymore since they are not accurate enough. Electronic equipment has
taken over this task.
INTERNAL USE ONLY

Measuring Indicated Work by Using Indicator Diagram
6 6
5 5
3 3
1 1
4 2 4 2
3
1
3
4
6 6
5 5
1
2
Indicator Diagram — 4-Stroke Process Indicator Diagram — 2-Stroke Process

INTERNAL USE ONLY

Indicator with Drive
a
b
f
g
a - indicator drum
h b - writing pin
c - piston of engine
i d - cord
e - driving lever
f - indicator spring
c
g - piston of indicator
d h - indicator cock
j i - cylinder
j - piston rod
k - crosshead
e l - connecting rod
k m - crankshaft
INTERNAL USE ONLY

m

Indicator with Drive
• The diagram is taken as follows:

1. open first the indicator cock a little bit to clean the passage.
2. connect the indicator to the cock, fit a new piece of paper on the drum
and connect the cord (make sure no slack is in the cord)
3. With closed indicator cock, write first the atmospheric line.
4. Open the cock completely, and press the pen against the paper during
one process. The p-v diagram or power diagram is written.
5. Connect the cord to a cylinder, which has a crank 90 degrees out of
face, and press again the pin against the paper. Now the 90 degrees out
of face diagram is written.
6. To judge the gas exchange, the indicator has to be equipped with a light
spring.
7. Take care that the indicator does not become too hot and lubricate the
piston regularly.
INTERNAL USE ONLY

Calculation of the cylinder output by means of power diagrams
• The area of this diagram represents the work done during one process
in the cylinder. This area can be measured by means of a planimeter.
• Once we have measured the area in mm2, this must be divided by the
length of the diagram to get the so-called “mean indicated pressure” in
mm. After dividing this value by the spring scale, the MIP in bar is
obtained.
INTERNAL USE ONLY

Planimeter
Loaded fix point
Removable
Roller hinge
Vernier
Counter
Adjustable arm Mark for

starting point
Tracer center
Indicator diagram
INTERNAL USE ONLY
Fasten by drawing pins

Mean Indicated Pressure
• Definition of mean indicated pressure is as follows:

– Is a calculated theoretical constant pressure which will give the same work
when acting on the piston during the working stroke as the real pressures
during the process.
– Output Pi = work/s = Force x distance/s = pi x piston area x stroke x rev/s x
½ (only for 4-stroke). This well known formulae is written as follows:
– Pi = pi x ¼ x x d2 x s x n/60 x 100 x ½ kW/cyl (for 4-stroke)
– Pi = pi x ¼ x x d2 x s x n/60 x 100 kW/cyl (for 2-stroke)
– This is when pi = bar, d and s = meter and Pi = kW
– To calculate the output on the shaft, the indicated power has to be multiplied
by the mechanical efficiency of the engine. This efficiency is ± 90% and will
be provided by the engine maker.
INTERNAL USE ONLY

Indicator Card
INTERNAL USE ONLY

Indicator Card
INTERNAL USE ONLY

Indicator Drive
INTERNAL USE ONLY

Indicator Card
INTERNAL USE ONLY

Indicator Card
INTERNAL USE ONLY

Special Tool for Measuring
Indicated Work
INTERNAL USE ONLY

Measuring Effective Work Using Known Generator Efficiency
Show example
INTERNAL USE ONLY

DESIGN ASPECTS Mean Effective Pressure
MEP is the value

referring to the
constant pressure
which would have to
exist in a cylinder
during power stroke
to produce the same
power at the
INTERNAL USE ONLY flywheel to power
54 © Wärtsilä 18 September 2008 AUTHOR/SAMUEL R. LAMORENA the generator.
Engine Power calculation
• The mean effective pressure developed under service condition is

approximately the same as the mean effective pressure established on
the test bed at the same load indicator position
• The output for a specific engine is Pe/cyl = constant factor x pe x n (kW)
• Pe = shaft power in kW per cylinder; P/engine = Pe/cyl x number of
cylinders
• Constant factor =
c = ¼ x x d2 x s x 1/60 x 100 (for a 2-stroke engine)
d = cylinder bore in meters
s = stroke in meters
n = revolutions per minute
INTERNAL USE ONLY

Assessment
1. What data can be obtained from a power diagram?

2. For what reason do we take a draw diagram and a light spring
diagram?
3. From a power diagram you have measured the area by means of
a planimeter = 1250 mm2. The used spring of the indicator is 1 bar
= 0.8 mm. The stroke on scale is 80 mm. Calculate the mip and
also the mep if the mechanical efficiency is given as 90 %.
4. Verify the Power data from the W32 Engine using the data given
above using the PLAN.
INTERNAL USE ONLY

Design Factors which Affect The Power Output of the
Engine
• OBJECTIVES: To be able to;

1. Define the Stroke and how it affects the Power output
2. Define the Swept Volume and how it affects the Power output.
3. Define the piston speed and how it affects the Power output.
4. Define compression ratio and how it affects the Power output.
INTERNAL USE ONLY

Working Cylinder Four Stroke
V c o mp Stroke is the piston travel

TDC inside the cylinder between
TDC and BDC and vice versa.
Vs
Compression Volume
(Vcomp) is the cylinder
BDC volume above the piston with
the piston in TDC
Swept Volume is the volume
calculated from the cylinder
diameter and the piston
stroke. Units are cm3 for
S smaller engines and dm3 or
liter for bigger engines.
INTERNAL USE ONLY

COMPRESSION RATIO 2-Stroke Cycle Engine
Vs +V comp
V comp = V comp
se S 2
Vs = X D X S
4
Vse +V comp
e
= V comp
INTERNAL USE ONLY

Stroke to Bore Ratio
Stroke to bore ratio
S stroke
S
D cylinderbore
big influence on the size of the

engine structure
s/d big big structure, high, small
output in respect of structure
volume D
s/d small piston is big

compared to swept volume
INTERNAL (heavy)
USE ONLY

Mean Piston Speed
Mean Piston Speed of the piston cm is

a calculated value dependent on the
piston stroke and the engine
revolution.
cm 2 s n 60 cm ms
s m
s n 30 r
n rpm
min
n diesel engine: cm < 10 m/s
n too big cm wears the cylinder and
piston fast
Low Speed Engines <300 rpm
Medium Speed Engines 300 – 1200
INTERNAL USE ONLY rpm
High Speed Engines >1200 rpm
Compression Ratio
COMPRESSION RATIO, epsilon is the ratio between the

volume
above the piston before compression starts compared to the
volume
above the piston in the end of compression.
x D² Vs+Vc V1
Vs = --------- x S = ----------- = ------
4 Vc V2
Increasing compression ratio improves the combustion process
Increasing epsilon means higher max firing pressure, if not
compensated with advance injection timing.
Too low epsilon will lead to starting problems due to low
compression temperature.
INTERNAL USE ONLY
Higher epsilon means flatter combustion space which may
62
harm the combustion.
© Wärtsilä 18 September 2008 AUTHOR/SAMUEL R. LAMORENA
Average Speed Values
Average speed values of the piston in diesel engines
Engine type cm m/s
2-stroke high speed 8,50 ...

13,00
4-stroke high speed 8,00 ...
12,00
Medium speed:
main-engine 6,50 ...
9,00
auxiliary-engine 7,00 ...
10,00
2-stroke low speed 5,50 ...

7,00
INTERNAL USE ONLY
4-stroke low speed 5,70 ...
7,50
The Combustion Process
OBJECTIVES: To be able to
1. Describe the Triangle of Fire
2. Describe the Combustion Process Inside the Engine.
3. Calculate for the Condensate in the Intake Air.
INTERNAL USE ONLY

Thermodynamics of ICE
Chemical Energy Heat Energy Mechanical Energy
Refined
hydrocarbon fuel Air/Fuel combustion Pressure acts on the
supplied into engine raises pressure and area of the piston
temperature within thus pushing the
the cylinder piston rotating the
INTERNAL USE ONLY
crankshaft
65 © Wärtsilä
Triangle of Fire
OXYGEN COMPRESSION
FIRE
FUEL
INTERNAL USE ONLY

POWER
66 © Wärtsilä
Energy Comparison
• Heavy Fuel Oil

Nominal viscosity 380 cSt/50oC
Density (15oC) 0,98 kg/dm3
Density at 135oC 0,91 kg/dm3
Heat value 40400 kJ/kg
• Marine Diesel Fuel
Density (15oC) 0,84 kg/dm3
Density at 45oC 0,82 kg/dm3
Heat value 42500 kJ/kg
• Heat Value per Volume
For HF 0,91 x 40400 36764 kJ/dm3
For MDH 0,82 x 42500 34850 kJ/dm3
Difference 1914 kJ/dm3
or 5,5% more in HF
INTERNAL USE ONLY
67 © Wärtsilä
Wartsila 4-Stroke Arrangement
INTERNAL USE ONLY

Gas Exchange
CHARGE Process, 4-Stroke Engine Cycle
AIR COOLING
Exhaust gases
36O°C Air inlet
25°C
Exhaust gas
turbine Charge air
compressor
Exhaust gases
500°C Pressurized
air 220°C
Cooling water 2.6 bar
Air cooler
Pressurized air
cooled to 50°C
400°C
INTERNAL USE ONLY
69 © Wärtsilä
Gas Exchange Process
INTERNAL USE ONLY
70 © Wärtsilä
Condensation In Charge Air Cooler
If the ambient temperature is 35o

and the relative humidity is 80%
the water content in the air can
be read from the diagram (0.029
kg water/kg dry air).If the air
manifold pressure (receiver
pressure) under this condition is
2.5 bar, i,.e. absolute air pressure
in the air manifold is about 3.5
bar (ambient pressure + air
manifold pressure), the dew point
will be 55oC. If the air temperature
in the air manifold is only 45oC,
the air can only contain 0.018 kg
water/kg dry air. The difference,
0.011 kg/kg (0.029 – 0.018) will
INTERNAL USE ONLY appear as condensate.
71 © Wärtsilä
Condense Pipe in Charge Air Cooler
INTERNAL USE ONLY
72 © Wärtsilä
Effects of Air Temp. on Operating Data
+30%
Air flow
+20% Charge air pressure
Inlet air
+10% Temperature
Firing pressure
-30 -20 -10 0 10 20 25oC

0
Fuel consumption
- 10%
Exhaust temp. After cylinder

-20%
INTERNAL USE ONLY

PV Diagram Analysis of a Diesel Engine
OBJECTIVES: The student should be able to:

1. Describe the PV and TS Diagram of a Diesel Cycle
2. Define Pmax and Pcomp.
3. Understand the meaning of the area under the PV
curve
4. Compute for the work of the engine using the area
under the PV curve
5. Interpret a normal and abnormal Indicator Diagram
and make the necessary engine adjustments
INTERNAL USE ONLY

Animation of Combustion Process
INTERNAL USE ONLY

PV Diagram of Diesel Engine
P
bar
4
P max 1. Injection
Delay
2. Ignition Delay
3
3. Combustion
under
2 Expansion
constant
volume
4. Combustion
1 under
constant
pressure
Compression
Nozzle needle
movement
INTERNAL USE ONLY

100° 75° 50° 25° TDC 25° 50° 75° 100°
CA
76 © Wärtsilä
Engine Pressure Curve
Pressure Pressure
BC TC BC BC TC BC
Time Time
Pcomp = P1 * n
INTERNAL USE ONLY

Tcomp = T1 * (n-1)
77 © Wärtsilä
Compression Ratio
COMPRESSION RATIO, epsilon is the ratio between the

volume
above the piston before compression starts compared to the
volume
above the piston in the end of compression.
x D² Vs+Vc V1
Vs = --------- x S = ----------- = ------
4 Vc V2
Increasing compression ratio improves the combustion process
Increasing epsilon means higher max firing pressure, if not
compensated with advance injection timing.
Too low epsilon will lead to starting problems due to low
compression temperature.
INTERNAL USE ONLY
Higher epsilon means flatter combustion space which may
78
harm the combustion.
© Wärtsilä
Normal Indicator
Indicator diagram
(p-v diagram, Draw diagram
working diagram)
Ignition Ignition
Combustion
Atmospheric line
Length of indicator diagram =

INTERNAL USE ONLY Length of atmospheric line

TYPICAL PV DIAGRAM OF DIESEL ENGINE
oCA
INTERNAL USE ONLY

Tool for Measuring Pmax
INTERNAL USE ONLY

Cylinder Leakage Test
INTERNAL USE ONLY

Report from Engine Peak Tester
INTERNAL USE ONLY

Report from Engine Peak Tester
INTERNAL USE ONLY

Indicator Diagrams & Corresponding Engine Adjustments
Diagram showing correct cylinder

pressure and normally timed ignition
point (start of injection).
For reference values on

compression and maximum cylinder
pressures for corresponding load
and speed, please refer to the trial
reports and the valve settting tables.
INTERNAL USE ONLY
85 © Wärtsilä
Maximum cylinder pressure too high at

correct compression pressure.
Ignition (start of injection) too early for

the fuel type in use:
Correction by adjusting the fuel quality
setting lever or by shifting the fuel cam.
1° crank angle for later injection start

(retarding) corresponds to about 2-4
bar lower cylinder pressure.
INTERNAL USE ONLY
86 © Wärtsilä
Maximum cylinder pressure too low at

correct compression pressure.
Poor combustion: Check the fuel

injection nozzles, or ignition (start of
injection) too late for fuel type in use:
Correction by adjusting the fuel quality

setting lever or by shifting the fuel cam.
1° crank angle for earlier start of
injection (advancing) corresponds to
about 2-4 bar higher cylinder pressure.
INTERNAL USE ONLY
87 © Wärtsilä
Compression and maximum Cylinder

pressure too low.
Possible causes:
- Effective load lower than assumed.

- Exhaust valve leaky.
- Scavenging air pressure too low:
clean the turbo charger air filter,
and air cooler, exhaust gas outlet
from turbocharger too high.
INTERNAL USE ONLY
88 © Wärtsilä
Interpretation of Indicator Diagram & Corresponding Engine
Adjustment
INTERNAL USE ONLY

Interpretation of Indicator Diagram & Corresponding Engine
Adjustment
INTERNAL USE ONLY

Introducing Water into the Combustion Process
Direct Water Injection: 50 - 60% NOx Reduction

Optimisation of Injection
Timing and Duration Possible
Water-in-Fuel Emulsion: 20 - 30% NOx Reduction

Limitations:
Emulsion Stability
Engine Performance Optimisation
Humidification of 10 - 20% NOx Reduction

Combustion Air: Limitation:
Water Condensation in Air Receiver
INTERNAL USE ONLY
91 © Wärtsilä
Low NOx Combustion
Application: All Fuel Types

Conventional Design Low NOx Design
Engine Maximum Firing Pressure Engine Maximum Firing Pressure
Pressure rise Pressure rise

induced from induced from
combustion combustion
Cylinder Pressure
Cylinder Pressure
Pressure rise Pressure rise

induced from induced from
compression compression
-90 -60 -30 0 30 60 90 120 -90 -60 -30 0 30 60 90 120

TDC TDC
INTERNAL USE ONLY
92 © Wärtsilä
How to reduce the Thermal NOX emission
An easy solution to reduce the NOX amount is to decrease the

combustion temperature
Temperature decrease can be done in several different ways
– Twin injection => to gain an even combustion process
– Water injection => to reduce the high temperature
– Wärtsilä low NOX principle
• High compression ratio and
• Late fuel injection
200,0
200,0
Cyl. press
Cyl. press
150,0 Fuel injection
150,0 Fuel injection
100,0
100,0
50,0
50,0
INTERNAL USE ONLY
0,0
0,0
-50 -30 -10 10 30 50 70 90 110
-50 -30 -10 10 30 50 70 90 110
93 © Wärtsilä
NOx Control Concepts
NOx Reduction Application

Potential
Primary Methods:
Low NOx Combustion 30% All Fuels
Direct Water Injection 50-60% All Fuels
Secondary Methods:
SCR Catalyst 85-95% All Fuels
INTERNAL USE ONLY
94 © Wärtsilä
Assessment
What will the draw diagram show when the injection

timing is advanced( make a drawing of the PV
diagram) . Is this acceptable? What adjustments
should be made?
INTERNAL USE ONLY

Performance Curve of a Diesel Engine
Brake Thermal Efficiency
Spec. Fuel Cons.: g/kWh
0 50% 100%
% BRAKE POWER
INTERNAL USE ONLY

Different Crankshaft and Throw
Arrangements
2
1
3
1-5
3-7
1-0 5 7
1-5
4
J-0
3-7
2-6
4-5 2 4-8
2-6
6
T-7 4-8
CYLINDER IN-LINE ENGINE 4
8-CYLINDER V-TYPE ENGINE
5
1-6
2 3
2-5
3-4
INTERNAL USE ONLY

04 Diesel Engine Process

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04 Diesel Engine Process

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DIESEL ENGINE PROCESSES

1 © Wärtsilä 18 September 2008 AUTHOR/SAMUEL R. LAMORENA

INTERNAL USE ONLY

2 © Wärtsilä 18 September 2008 AUTHOR/SAMUEL R. LAMORENA

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3 © Wärtsilä 18 September 2008 AUTHOR/SAMUEL R. LAMORENA

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4 © Wärtsilä 18 September 2008 AUTHOR/SAMUEL R. LAMORENA

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5 © Wärtsilä 18 September 2008 AUTHOR/SAMUEL R. LAMORENA

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6 © Wärtsilä 18 September 2008 AUTHOR/SAMUEL R. LAMORENA

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7 © Wärtsilä 18 September 2008 AUTHOR/SAMUEL R. LAMORENA

30° 30° 80° 60°

30° 50° 40° 50°

Intake Compression Power Exhaust

INTERNAL USE ONLY

8 © Wärtsilä 18 September 2008 AUTHOR/SAMUEL R. LAMORENA

INTERNAL USE ONLY

9 © Wärtsilä 18 September 2008 AUTHOR/SAMUEL R. LAMORENA

30° 50° 40° 50°

NATURAL ASPRIRATED PRESSURE CHARGED

INTERNAL USE ONLY

10 © Wärtsilä 18 September 2008 AUTHOR/SAMUEL R. LAMORENA

INTERNAL USE ONLY

WORKING PRINCIPLE OF TWO

12 © Wärtsilä 18 September 2008 AUTHOR/SAMUEL R. LAMORENA

• A 2-stroke engine is an engine type that makes a working (power)

INTERNAL USE ONLY

13 © Wärtsilä 18 September 2008 AUTHOR/SAMUEL R. LAMORENA

INTERNAL USE ONLY

14 © Wärtsilä 18 September 2008 AUTHOR/SAMUEL R. LAMORENA

INTERNAL USE ONLY

Short cut of air EO = Exhaust valve opens

INTERNAL USE ONLY Cross Flow Scavenging System

16 © Wärtsilä 18 September 2008 AUTHOR/SAMUEL R. LAMORENA

INTERNAL USE ONLY

17 © Wärtsilä 18 September 2008 AUTHOR/SAMUEL R. LAMORENA

INTERNAL USE ONLY Loop Scavenging

18 © Wärtsilä 18 September 2008 AUTHOR/SAMUEL R. LAMORENA

INTERNAL USE ONLY Loop scavenging with valve in exhaust

19 © Wärtsilä 18 September 2008 AUTHOR/SAMUEL R. LAMORENA

INTERNAL USE ONLY

20 © Wärtsilä 18 September 2008 AUTHOR/SAMUEL R. LAMORENA

EO = Exhaust valve opens

INTERNAL USE ONLY

21 © Wärtsilä 18 September 2008 AUTHOR/SAMUEL R. LAMORENA

INTERNAL USE ONLY

22 © Wärtsilä 18 September 2008 AUTHOR/SAMUEL R. LAMORENA

INTERNAL USE ONLY

23 © Wärtsilä 18 September 2008 AUTHOR/SAMUEL R. LAMORENA

INTERNAL USE ONLY

24 © Wärtsilä 18 September 2008 AUTHOR/SAMUEL R. LAMORENA

1st Stroke (Compression)

INTERNAL USE ONLY

25 © Wärtsilä 18 September 2008 AUTHOR/SAMUEL R. LAMORENA

2nd Stroke (Ignition – Combustion –

26 © Wärtsilä 18 September 2008 AUTHOR/SAMUEL R. LAMORENA

INTERNAL USE ONLY

27 © Wärtsilä 18 September 2008 AUTHOR/SAMUEL R. LAMORENA

INTERNAL USE ONLY