Friday, 27 September 2013
electronic fuel injection (EFI) system engine maintenance
The following tips about EFI auto parts:
1. When the engine note when the indicator text / image "Check Engine" on the instrument panel (depending on car brand) remains on after the engine life for a few seconds, immediately contact your mechanic;
The Future of the Internal-Combustion Engine
Carlos Ghosn, the CEO of Nissan and Renault, has proclaimed that battery-powered vehicles will account for 10 percent of global new-car sales by 2020. Mr. Ghosn, of course, is planning to introduce at least four electric cars in the next three years. Independent analysts, however, such as Tim Urquhart of IHS Global Insight, believe that battery-powered vehicles will remain at less than one percent of the new-car mix in 2020.
Wednesday, 25 September 2013
DAE(1st, 2nd & 3rd year), First Annual Examination 2013
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Tuesday, 24 September 2013
How to Drive a Car With an Automatic Transmission
- 1Unlock the vehicle and climb into the driver's seat.
Sunday, 22 September 2013
Tuesday, 17 September 2013
MULTIPLE VALVE COMBUSTION CHAMBERS:-
The power any
engine produces is directly related to the amount of air–fuel mixture ignited
in the cylinder. Increasing displacement is a common method of increasing
engine power.
Turbo charging and supercharging also increase engine power, but these increase engine cost as well.
Adding more than two valves per cylinder permits more gas to flow into and out with greater velocity without excessive valve duration.
The maximum amount of gas moving through the opening area of a valve depends on the distance around the valve and the degree to which it lifts open.
More total area under is possible when two
smaller valves, rather than one larger valve,
are used at the same valve lift. Smaller
valves allow smooth low-speed operation.
Turbo charging and supercharging also increase engine power, but these increase engine cost as well.
Adding more than two valves per cylinder permits more gas to flow into and out with greater velocity without excessive valve duration.
The maximum amount of gas moving through the opening area of a valve depends on the distance around the valve and the degree to which it lifts open.
More total area under is possible when two
smaller valves, rather than one larger valve,
are used at the same valve lift. Smaller
valves allow smooth low-speed operation.
The Most Powerful Diesel Engine in the World!
The Wartsila-Sulzer RTA96-C
turbocharged two-stroke diesel engine is the most powerful and most efficient
prime-mover in the world today. The Aioi Works of Japan's Diesel United, Ltd
built the first engines and is where some of these pictures were taken. It is
available in 6 through 14 cylinder
versions, all are inline engines. These engines were designed primarily for
very large container ships. Ship owners like a single engine/single propeller
design and the new generation of larger container ships needed a bigger engine
to propel them. The cylinder bore is just under 38" and the stroke is just
over 98". Each cylinder displaces 111,143 cubic inches (1820 liters) and
produces 7780 horsepower. Total displacement comes out to 1,556,002 cubic
inches (25,480 liters) for the fourteen cylinder version.
Some facts on the 14 cylinder version:
Total engine weight: 2300 tons (The crankshaft alone weighs 300 tons.)
Length: 89 feet
Height: 44 feet
Maximum power: 108,920 hp at 102 rpm
Maximum torque: 5,608,312 lb/ft at 102rpm
Fuel consumption at maximum power is 0.278 lbs per hp per hour (Brake Specific Fuel Consumption) . Fuel consumption at maximum economy is 0.260 lbs/hp/hour. At maximum economy the engine exceeds 50% thermal efficiency. That is, more than 50% of the energy in the fuel in converted to motion. For comparison, most automotive and small aircraft engines have BSFC figures in the 0.40-0.60 lbs/hp/hr range and 25-30% thermal efficiency range. Even at its most efficient power setting, the big 14 consumes 1,660 gallons of heavy fuel oil per hour. A cross section of the RTA96C
directly to the piston. The top of the connecting rod attaches to a "crosshead" which rides in guide channels. A long piston rod then connects the crosshead to the piston. I assume this is done so the the sideways forces produced by the connecting rod are absorbed by the crosshead and not by the piston. Those sideways forces are what makes the cylinders in an auto engine get oval-shaped over time. Installing the "thin-shell" bearings. Crank & rod journals are 38" in diameter and 16" wide.
Some facts on the 14 cylinder version:
Total engine weight: 2300 tons (The crankshaft alone weighs 300 tons.)
Length: 89 feet
Height: 44 feet
Maximum power: 108,920 hp at 102 rpm
Maximum torque: 5,608,312 lb/ft at 102rpm
Fuel consumption at maximum power is 0.278 lbs per hp per hour (Brake Specific Fuel Consumption) . Fuel consumption at maximum economy is 0.260 lbs/hp/hour. At maximum economy the engine exceeds 50% thermal efficiency. That is, more than 50% of the energy in the fuel in converted to motion. For comparison, most automotive and small aircraft engines have BSFC figures in the 0.40-0.60 lbs/hp/hr range and 25-30% thermal efficiency range. Even at its most efficient power setting, the big 14 consumes 1,660 gallons of heavy fuel oil per hour. A cross section of the RTA96C
directly to the piston. The top of the connecting rod attaches to a "crosshead" which rides in guide channels. A long piston rod then connects the crosshead to the piston. I assume this is done so the the sideways forces produced by the connecting rod are absorbed by the crosshead and not by the piston. Those sideways forces are what makes the cylinders in an auto engine get oval-shaped over time. Installing the "thin-shell" bearings. Crank & rod journals are 38" in diameter and 16" wide.
Diesel Engine Technical details:
The design of
Diesel engine is mostly alike the one of the petrol engine – both have pistons,
cylinders, valves. But the ignition system in Diesel engines is lack in
principle. Instead of the usual spark in Diesel engines the fuel-air mixture is
ignited by high temperature of the compressed air. Let’s review the Diesel
engine operating principle.
The Diesel engine operating scheme
1-th stroke. The piston is moving down till lower dead point and the fresh air is blown from intake valve.
2-th stroke. The piston is moving up till upper dead point and the air in the cylinder is compressed multiple times (14 up to 25) and its temperature raises up to 700-800 C.
3-th stroke. At the moment the pistol reaches the upper dead point the fuel is injected into cylinder. Combustion act. The fuel-air mixture is expands and the piston is going down.
4-th stroke. The piston is going down, and gases are exhausted throw the open exhaust valve.
The fuel in the cylinder ignites with rapid pressure jump that makes the engine to work noisy and with vibration. To preserve the operation safety on the required level the Diesel engine is designed much more durable than the petrol engine. More durability assumes more heavy-weighted.
The fuel supply system of Diesel engine also differs from the petrol-powered engine. The first thing to say it is more complicated. The fuel in the combustion chamber should be injected under high pressure and it is very minor in volume. The engine is controlled by the electronic unit, which controls the fuel pump and the injector according to data get from sensors. That kind of design makes the engine much more expensive.
The Diesel engine operating scheme
1-th stroke. The piston is moving down till lower dead point and the fresh air is blown from intake valve.
2-th stroke. The piston is moving up till upper dead point and the air in the cylinder is compressed multiple times (14 up to 25) and its temperature raises up to 700-800 C.
3-th stroke. At the moment the pistol reaches the upper dead point the fuel is injected into cylinder. Combustion act. The fuel-air mixture is expands and the piston is going down.
4-th stroke. The piston is going down, and gases are exhausted throw the open exhaust valve.
The fuel in the cylinder ignites with rapid pressure jump that makes the engine to work noisy and with vibration. To preserve the operation safety on the required level the Diesel engine is designed much more durable than the petrol engine. More durability assumes more heavy-weighted.
The fuel supply system of Diesel engine also differs from the petrol-powered engine. The first thing to say it is more complicated. The fuel in the combustion chamber should be injected under high pressure and it is very minor in volume. The engine is controlled by the electronic unit, which controls the fuel pump and the injector according to data get from sensors. That kind of design makes the engine much more expensive.
World's First Automobile
Developed by Karl Benz, this was a tri-wheeler, having one cylinder two
stroke gasoline engine roaming the streets in 1879.
Karl Benz later formed a company which we know by the name of Mercedes-Benz.
Karl Benz later formed a company which we know by the name of Mercedes-Benz.
A spark plug
A spark plug (sometimes in British English a sparking plug, colloquially
a plug) is a device for delivering electric current from an ignition system to
the combustion chamber of a spark-ignition engine to ignite the compressed
fuel/air mixture by an electric spark, while containing combustion pressure
within the engine.
The crankshaft :)
Sometimes abbreviated to crank, is the part of an engine that translates reciprocating linear piston motion into rotation.
To convert the reciprocating motion into rotation, the crankshaft has "crank throws" or "crankpins", additional bearing surfaces whose axis is offset from that of the crank, to which the "big ends" of the connecting rods from each cylinder attach.
It typically connects to a flywheel and to reduce the pulsation characteristic of the four-stroke cycle, and sometimes a torsional or vibrational damper at the opposite end, to reduce the torsional vibrations often caused along the length of the crankshaft by the cylinders farthest from the output end acting on the torsional elasticity of the metal.
Internal Combustion Engine
Cooling: Why Cooling is required in Internal Combustion Engine?
It has been practically found that out of total heat generated by internal combustion engine due to combustion of fuel, only 30% of heat is converted in useful work, out of remaining 70% about 40 % is carried by exhaust gases into the atmosphere during exhaust stroke. The rest of 30% must be passed to atmosphere by some suitable arrangement.
Here we find the necessity of cooling. In addition to overheating, large temperature differences may lead to distortion of the engine components due to set up of thermal stresses. If the cooling system is not provided to internal combustion engine, the lubricating oil film would break down and the lubricating oil will decompose to give gummy and carbon deposits.
It has been practically found that out of total heat generated by internal combustion engine due to combustion of fuel, only 30% of heat is converted in useful work, out of remaining 70% about 40 % is carried by exhaust gases into the atmosphere during exhaust stroke. The rest of 30% must be passed to atmosphere by some suitable arrangement.
Here we find the necessity of cooling. In addition to overheating, large temperature differences may lead to distortion of the engine components due to set up of thermal stresses. If the cooling system is not provided to internal combustion engine, the lubricating oil film would break down and the lubricating oil will decompose to give gummy and carbon deposits.
Turbocharger:-
A turbocharger, or turbo is a forced induction device used to allow more
power to be produced by an engine of a given size.A turbocharged engine can be
more powerful and efficient than a naturally aspirated engine because the
turbine forces more air, and proportionately more fuel, into the combustion chamber
than atmospheric pressure alone.
Jet engine:-
It is a reaction engine that discharges a fast moving jet which
generates thrust by jet propulsion with accordance to Newtons laws of motion.
A serpentine belt
A serpentine belt, also known as a multi-vee, poly-v, or multi-rib belt,
is a single, continuous belt used to drive multiple peripheral devices in an
automotive engine, such as an alternator, power steering pump, water pump, air
conditioning compressor, air pump, etc. The belt may also be guided by an idler
pulley and/or a belt tensioner (which may be spring-loaded, hydraulic, or
manual). The production serpentine belt was manufactured by Hutchinson and
first used by Mercedes-Benz on the 1985 190 Series.
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