Air Intake System

6 Jun

Because a diesel engine requires close tolerances to achieve its compression ratio, and because most diesel engines are either turbocharged or supercharged, the air entering the engine must be clean, free of debris, and as cool as possible. Turbocharging and supercharging are discussed in more detail later in this chapter. Also, to improve a turbocharged or supercharged engine’s efficiency, the compressed air must be cooled after being compressed. The air intake system is designed to perform these tasks.

Air intake systems vary greatly from vendor to vendor but are usually one of two types, wet or dry. In a wet filter intake system, as shown in Figure 14, the air is sucked or bubbled through a housing that holds a bath of oil such that the dirt in the air is removed by the oil in the filter. The air then flows through a screen-type material to ensure any entrained oil is removed from the air. In a dry filter system, paper, cloth, or a metal screen material is used to catch and trap dirt before it enters the engine (similar to the type used in automobile engines). In addition to cleaning the air, the intake system is usually designed to intake fresh air from as far away from the engine as practicable, usually just outside of the engine’s building or enclosure. This provides the engine with a supply of air that has not been heated by the engine’s own waste heat.

The reason for ensuring that an engine’s air supply is as cool as possible is that cool air is more dense than hot air. This means that, per unit volume, cool air has more oxygen than hot air. Thus, cool air provides more oxygen per cylinder charge than less dense, hot air. More oxygen means a more efficient fuel burn and more power.

After being filtered,  the air is  routed  by the intake system into  the engine’s  intake manifold or air box.  The manifold or air box is the component that directs the fresh air to  each  of  the  engine’s  intake  valves  or  ports.                                                            If  the  engine  is  turbocharged  or supercharged, the fresh air will be compressed with a blower and possibly cooled before entering the intake manifold or air box.  The intake system also serves to reduce the air flow noise.

T u rb o ch a rg in g

Turbocharging an engine occurs when the engine’s own exhaust gasses are forced through a turbine (impeller), which rotates and is connected to a second impeller located in the fresh air intake system.  The impeller in the fresh air intake system compresses  the fresh air.       The compressed air serves  two functions. First, it increases the engine’s available power by increasing the maximum amount of air (oxygen) that is forced into each cylinder.  This allows more fuel to be injected and more power to be produced by the engine.  The second function is to increase intake pressure.  This improves the scavenging of the exhaust gasses out of the cylinder.  Turbocharging is commonly found on high power four-stroke engines. It can also be used on two-stroke engines where the increase in intake pressure generated by the turbocharger is required to force the fresh air charge into the cylinder and help force the exhaust gasses out of the cylinder to enable the engine to run.

S u p erch a rg in g

Supercharging an engine performs the same function as turbocharging an engine. The difference is the source of power used to drive the device that compresses the incoming fresh air.  In a supercharged engine, the air is commonly compressed in a device called a blower.  The blower is driven through gears directly from the engines crankshaft.  The most common type of blower uses two rotating rotors to compress  the air.        Supercharging is  more commonly found on two-stroke engines where the higher pressures that a supercharger is capable of generating are needed.

E xhaust System

The exhaust system of a diesel engine performs three functions.  First, the exhaust system routes the spent combustion gasses away from the engine, where they are diluted by the atmosphere. This keeps the area around the engine habitable. Second, the exhaust system confines and routes the gasses to the turbocharger, if used.  Third, the exhaust system allows mufflers to be used to reduce the engine noise.

O perational T erm inology

Before a detailed operation of a diesel engine can be explained, several terms must be defined.

Bore and Stroke

Bore and stroke are terms used to define the size of an engine.  As previously stated, bore refers to the diameter of the engine’s cylinder, and stroke refers to the distance the piston travels from the top of the cylinder to the bottom.   The highest point of travel by the piston is called top dead center (TDC), and the lowest point of travel is called bottom dead center (BDC).  There are 180o  of travel between TDC and BDC, or one stroke.

E ngine D isplacem ent

Engine displacement is one of the terms used to compare one engine to another. Displacement refers to the total volume displaced by all the pistons during one stroke. The displacement is usually given in cubic inches or liters.  To calculate the displacement of an engine, the volume of one cylinder must be determined (volume of a cylinder = (  r2)h  where h = the stroke).  The volume of one cylinder is multiplied by the number of cylinders to obtain the total engine displacement.

D egree of C ranksha ft R otation

All events that occur in an engine are related to the location of the piston.  Because the piston is connected to the crankshaft, any location of the piston corresponds directly to a specific number of degrees of crankshaft rotation.

Location of the crank can then be stated as XX degrees before or XX degrees after top or bottom dead center.

F iring O rder

Firing order refers to the order in which each of the cylinders in a multicylinder engine fires (power stroke).  For example, a four cylinder engine’s firing order could be 1-4-3-2. This means that the number 1 cylinder fires, then the number 4 cylinder fires, then the number 3 cylinder fires, and so on.  Engines are designed so that the power strokes are as uniform as possible, that is, as the crankshaft rotates a certain number of degrees, one of the cylinders will go through a power stroke.  This reduces vibration and allows the power generated by the engine to be applied to the load in a smoother fashion than if they were all to fire at once or in odd multiples.

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