Diesel engine

From Wikipedia, the free encyclopedia.

When a gas is compressed, its temperature rises (as stated in Charles's Law); a
diesel engine uses this property to ignite the fuel. Air is drawn into the cylinder of
a diesel engine and compressed by the rising piston at a much higher compression
ratio than for a spark-ignition engine, up to 25:1. The air temperature reaches
700...900 °C, or 1300...1650 °F. At the top of the piston stroke, diesel fuel is
injected into the combustion chamber at high pressure, through an atomising
nozzle, mixing with the hot, high-pressure air. The resulting mixture ignites and
burns very rapidly. This contained explosion causes the gas in the chamber to
expand, driving the piston down with considerable force and creating power in a
vertical direction. The connecting rod transmits this motion to the crankshaft,
which is forced to turn, delivering rotary power at the output end of the
crankshaft. Scavenging (pushing the exhausted gas-charge out of the cylinder, and
drawing in a fresh draught of air) of the engine is done either by ports or valves.
To fully realize the capabilities of a diesel engine, use of a turbocharger to
compress the intake air is necessary; use of an aftercooler/intercooler to cool the
intake air after compression by the turbocharger further increases efficiency.

A vital component of any diesel engine system is the governor, which limits the
speed of the engine by controlling the rate of fuel delivery. Modern electronically-
controlled engines achieve this through the electronic control module (ECM) or
electronic control unit (ECU) - the engine-mounted "computer". The ECM/ECU
receives an engine speed signal from a sensor and then using its algorithms and
look-up calibration tables stored in the ECM/ECU, it controls the amount of fuel
and its timing (start of injection) through electric or hydraulic actuators to
maintain engine speed.

Due to the lower volatility of the fuel, diesel engines do not operate well when the
cylinders are cold. Some engines utilize small electric heaters called glow plugs
inside the cylinder to warm the cylinders prior to starting. Others use resistive grid
heaters in the intake manifold to warm the inlet air until the engine reaches
operating temperature. In the past diesels would have been pre-heated with a
blow-torch. Once the engine is operating the combustion of fuel in the cylinder
keeps the engine warm effectively. Engine block heaters (electric resistive heaters
in the engine block) plugged into the utility grid are often used when an engine is
shut down for extended periods (more than an hour) in cold weather to reduce
startup time and engine wear.

Indirect injection was a primary method for delivering fuel into combustion
chamber, but recent diesel engines employ direct injection. Modern designs use a
very highly pressurised common rail fuel supply line, which replaces the older
mechanically more complicated, noisy combined pump and selector valve
assembly. Electronically-controlled diesel engines also advance injection timing
to improve cold startability and reduce white smoke (unburned fuel in the
exhaust) under cold start conditions.

In very cold weather, diesel fuel thickens and increases in viscosity and forms
wax crystals or a gel. This can make it difficult for the fuel injector to get fuel into
the cylinder in an effective manner, making cold weather starts difficult at times,
though recent advances in diesel fuel technology have made these difficulties rare.
A commonly applied advance is to electrically heat the fuel filter and fuel lines.

Alternatively, due to the very low fuel consumption of the diesel engine at idle,
many operators merely leave the engine idling when not in use in cold weather,
even for long periods of time.

Types of diesel engines

There are two classes of diesel engines: two-stroke and four-stroke. Most diesels
generally use the four-stroke cycle, with some larger diesels operating on the two-
stroke cycle.

Normally, banks of cylinders are used in multiples of two, although any number
of cylinders can be used as long as the load on the crankshaft is counterbalanced
to prevent excessive vibration. The inline-6 is the most prolific in medium- to
heavy-duty engines, though the V8 and straight-4 are also common.

Advantages and disadvantages versus spark-

ignition engines
Diesel engines are more efficient than gasoline/petrol engines of the same power
(by approx. 15%), resulting in lower fuel consumption.

Diesel engines are more massive than gasoline/petrol engines of the same power
because of the heavier construction required to withstand the higher combustion
pressures needed for ignition. Yet it is this same build quality that has allowed
some enthusiasts to acquire significant power increases with turbocharged engines
through fairly simple and inexpensive modifications. A gasoline engine of similar
size cannot output a comparable power increase without extensive alterations
because the stock components would not be able to withstand the higher stresses
placed upon them. Since a diesel engine is already built to withstand higher levels
of stress, it makes an ideal candidate for performance tuning with little expense.

The addition of a turbocharger or supercharger to the engine greatly assists in

increasing fuel economy and power output. The higher compression ratio allows a
diesel engine to be more efficient than a comparable spark ignition engine,
although the calorific value of the fuel is slightly lower at 45.3
megajoules/kilogram to gasoline at 45.8 megajoules/kilogram. The increased fuel
economy of the diesel over the petrol engine means that the diesel produces less
carbon dioxide (CO2) per unit distance. The recent development of biofuel
alternatives to fossil fuels has unleashed the ability to produce a net-sum of zero
emissions of CO2, as it is re-absorbed into plants and then comes full circle, being
used to produce the fuel.

Diesel engines can produce black soot from their exhaust. This consists of
unburned carbon compounds. Modern diesel engines catch the soot in a particle
filter, which when saturated is automatically regenerated by burning the particles.
Other problems associated with the exhaust gases (nitrogen oxide, sulfurous
fumes) can be mitigated with further investment and equipment.

The lack of an electrical ignition system greatly improves the reliability. The high
durability of a diesel engine is also due to its overbuilt nature (see above) as well
as the diesel's combustion cycle, which creates less-violent changes in pressure
when compared to a spark-ignition engine. Unfortunately, due to the greater
compression force required and the increased weight of the stronger components,
starting a diesel engine is a harder task. More torque is required to push the engine
through compression.

Either an electrical starter or an air start system is used to start the engine turning.
On large engines, pre-lubrication and slow turning of an engine, as well as
heating, are required to minimize the possibility of damaging the engine during
initial start-up and running. Some smaller military diesels are started with an
explosive cartridge that provides the extra power required to get the machine
turning.