Among theories advanced to explain the phenomenon, there appear to be two prevailing concepts that deal with the “tuning” of intake and exhaust systems. One involves the study and application of how variable pressure excursions can be used to affect volumetric efficiency (torque) throughout an engine’s rpm range. Commonly known as “wave motion,” it involves the dynamics of how specific wave events within intake and exhaust systems affect net volumetric efficiency. The other focuses on the belief that there are certain so-called “critical mean flow velocities” that either occur or can be deliberately created to also affect torque boosts. Interestingly, both involve piston (or cylinder) displacement, engine speed, and time, among other variables. So to say the two concepts are not related could be a misstatement. However, rather than present further arguments for either model, the subject we’ll address is how both can be applied in practical applications for torque gains at predetermined rpm. On more than one occasion, this column has suggested it’s possible to not only tune an engine’s cylinders on an individual basis but how a torque curve can be manipulated by treating each cylinder as an “engine” unto itself. In the course of these discussions, we’ve spoken about varying intake and exhaust passage section area and length, knowing both have an impact on where torque is enhanced (or not). And because valve event timing also affects volumetric efficiency, further benefits have been suggested by including multiple intake and exhaust valve timing patterns, cylinder specific and on the same camshaft. Conceptually, none of this is new. Years ago, as some of you may recall, Edelbrock introduced a version of its early-design “Victor” manifold for small-block Chevrolet V-8 applications called the “Victor 4+4.” One design of a single 4V inlet manifold for a V-8-type engine requires essentially two different lengths of runners; e.g., cylinders 4, 6, 3, and 5 were all shorter than cylinders 2, 8, 1, and 7. Regardless of the tuning theory to which you might subscribe, it’s known that “short” passages (intake or exhaust) generally tune to a higher rpm than “long” passages, all else being equal. Further, as previously suggested in this column, increasing runner section area tends to raise the rpm point at which torque boosts occur. This is why the inboard (shorter) four runners in the Victor 4+4 were of larger section area than the outboard four (longer). The concept tended to “flatten” or “broaden” the torque curve over a wider range of engine speed, correspondingly increasing the area under the torque curve and thereby enhancing off-the-corner torque and past the flag stand, for circle track applications. An experimental camshaft was also configured to further enhance the manifold’s benefits; one set of four intake and exhaust lobes for the inboard four runners and another set of lobes for the outboard runners. However, setting aside any notion all this ignores conditions within an intake manifold that distract from the concept just described, we need to consider that we’re also dealing with a single-plane design to which all runners are connected to a common chamber (a plenum). As a result, pressure excursions occurring in any one inlet passage can, and do, affect similar pressure excursions in any other inlet passage because of their common connection to the plenum. As a matter of fact, the use of a connecting pipe between the exhaust header collectors for a V-type engine essentially creates a “single plane” exhaust manifold. There is ample data pointing to the fact such a system is much like a single-plane intake manifold, flowing backwards. We’ll not go there this month. Maybe some other time, if you’d like. Moving on to more contemporary intake manifolds, we’ll focus on one similar to the version being used in our Project G.R.E.E.N.; an EFI manifold for Chevy’s LS engine series. However, when we discovered that the composite LSX EFI manifold currently produced and offered by FAST (a division of Comp Cams) includes a feature enabling the installation of differently-sized inlet passages, it was the clear choice as a practical illustration for this month’s discussion. The theoretical basis for this manifold’s development included wave motion analysis as applied to runner section area (involving passage diameter), length, and taper. Computational Fluid Dynamics (CFD) was also employed. According to Comp’s VP of New Product Development, Brian Reese, “Our objective with the design was to shift the torque curve ‘up’ over stock, across the entire torque band. This is no small task, as typically it is easy to move a torque peak within the rpm band, but such tuning typically comes at the expense of a lower torque average at another point in the rpm band. Combustion requires air, fuel, and heat; certain ratios of all three are necessary if an diesel engine is to operate. This chapter deals with AIR as it is required to support combustion in the cylinder of an engine. The processes of scavenging and supercharging are considered as well as the group of parts involved in supplying the cylinders of an engine with air and in removing the waste gases after combustion and the power event are finished. The engine parts that accomplish these functions are commonly referred to as the IN-TAKE and EXHAUST systems. After reading the information in this chapter, you should be able to describe the purposes, principles of operation, and functions associated with the components of air intake and exhaust systems. You should also be able to trace the path of the intake air and exhaust gases through these systems, and you should understand the significance of scavenging and supercharging and how these processes differ in the operating cycles of 2- and 4-stroke engines. INTAKE SYSTEMS This section deals with intake systems of diesel engines only; nevertheless, much of the information dealing with the parts of diesel engine air systems is also applicable to most of the parts in similar systems of gasoline engines. Although the primary function of a diesel engine intake system is to supply the air required for combustion, the system also cleans the air and reduces the noise created by the air as it enters the engine. An intake system may include an air silencer, an air cleaner and screen, an air box or header, intake valves or ports, a blower, an air heater, and an air cooler. Not all of these parts are common to every intake system. The differences will be explained as these systems are discussed.
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Compact and efficient four-cylinder in-line engine generates 300 kW and 1,700 Nm of torque The TCD 9.0 extends the upper limit of DEUTZ’s power range as part of a new engine platform The trade magazine OEM Off-Highway has put the DEUTZ TCD 9.0 engine in fourth place in its list of the Top Ten New Products of 2017. This prominent international publication reports on all topics related to the development of heavy-duty machinery in the off-highway sector. The rankings are based on the number of searches and page views made by users of the OEM Off-Highway Component Directory, its online purchasing resource. The TCD 9.0 four-cylinder in-line engine, which was unveiled to the world at bauma China in Shanghai, is one of four new engines from DEUTZ that mark another significant extension to the upper end of its power range. The TCD 9.0, which produces 300 kW of power and 1,700 Nm of torque, forms part of a family of engines together with the TCD 12.0 (400 kW / 2,500 Nm) and TCD 13.5 (450 kW / 2,800 Nm) six-cylinder in-line engines. All three models work on the same platform, with a standardised customer interface and identical front and rear sides, making it considerably easier to integrate and service the engines. The proportion of common parts is approximately 65 percent, which reduces servicing complexity and optimises inventories. The 620 kW six-cylinder TCD 18.0 in-line engine, which generates 3,600 Nm of torque, will occupy the upper end of the power output range. With these engines, DEUTZ is specifically catering for heavy-duty construction equipment with high output and torque requirements. It will go into volume production from 2019 in time for EU Stage V. “The Top Ten New Products are a reflection of the most searched and sought-after technologies in the heavy-duty mobile vehicle markets,” says Michelle Kopier, Editor and Associate Publisher of OEM Off-Highway magazine and OEMOffHighway.com. “The winning products emphasise what types of products and brands the product development team members are looking for during the research and development phase of vehicle design at the OEM.” Michael Wellenzohn, member of the DEUTZ AG Board of Management for Sales/Service and Marketing: “We are delighted to have received this accolade, which demonstrates the high level of interest on the part of specialist audience. We also see it as confirmation that the extension of our upper power range means we now have the right products for the market.” In the upper power output range, DEUTZ’s powerful new in-line diesel engines present the ideal solution for heavy-duty applications from both a technical and commercial perspective. In the lower power output range, DEUTZ will also offer electric drive systems in future under its E-DEUTZ strategy. Customers will be able to choose whatever is the optimum combination of conventional and electric drive components for their particular application. By significantly improving emissions and efficiency, DEUTZ is aiming to be the market leader for innovative drive systems in the off-highway sector and hopes to steal a march on the competition. Cylinder heads need to be robust. They have to withstand huge pressures and very high temperatures, while retaining their shape and form to seal the cylinder block via the head gasket. They’re key to controlling air flow in and out of the cylinders and fuel deployment. The cylinder head also holds the injectors and valves – and contains more moving parts than any other part of the engine. Although largely unnoticed, the cylinder head plays a key role in your engine. It’s a solid item that sits at the top of your unit and covers its workings. It’s sealed in place with the head gasket. The inside of the cylinder head contains a number of passages – known as ports or tracks – and the air mix travels along these to the inlet valves. Other tracks inside the cylinder head are the route by which the exhaust gases travel when leaving the main engine block. Extreme temperatures In all engines cooled by water – this applies to all Perkins engines – the cylinder head also contains ducts and passages. The cylinder head houses the largest number of moving parts These allow the coolant, comprising water and antifreeze, to flow and transfer excess heat away from the main body of the engine to the radiator, preventing the risk of overheating and damage. Not surprisingly, the cylinder head is subjected to extremes of temperature, which it has to resist. What lies beneath Beneath the cylinder head lie more moving parts than anywhere else in the engine. These mainly comprise the valves and fuel injectors, calibrated precisely to meet the needs of your engine. Because they’re fixed in position and sealed with the head gasket, cylinder heads don’t suffer the same wear and tear as moving parts of the engine. They need to be replaced relatively rarely. Choosing the “right” cylinder heads for an engine build can make all the difference in an engine that delivers and one that falls short of its potential. Horsepower, torque and throttle response all depend on how well the cylinder heads, camshaft and induction system work together. Choose the right combination and you’ll build a winner. Choose the wrong combination and you’ll end up with a mismatch that never achieves what you set out to achieve. Choosing a set of aftermarket performance cylinder heads is not as simple as it sounds because there are so many different heads from which to choose. Comparing heads from various suppliers isn’t exactly a straight-forward process because numbers can be very misleading. One thing is certain. There is way too much emphasis on peak airflow numbers. “The first thing a customer usually asks when they call about a set of heads is how much air do they flow? Or what’s the port volume? None of these numbers will tell you how much horsepower a set of heads will actually make because the power output depends on the combination of parts in the motor and the application,” said one head supplier. Don’t Overdo It! The one thing every head supplier cautions against is putting too much head on an engine that can’t handle it. Just like too much carburetion or too much cam duration, the heads, cam and induction system (and exhaust system too) all have to work together to produce the best possible results. The common assumption (which is often a misconception) is that a set of heads that has the highest airflow numbers will always make the most power. They will under the right circumstances, if the engine can take full advantage of the flow potential of the heads. But often the tendency is to go with heads that are too large for a given application, which ends up hurting performance more than it helps. For example, a street performance 350 Chevy with a hydraulic cam will never pull as much air as many race heads can deliver. Race heads are designed with larger port volumes and bigger valves so they can handle more airflow for large displacement stroker engines and/or high revving drag or circle track engines with long duration, high-lift cams. Bolt a set of race heads on an otherwise stock 350 in a street car and you’ll end up with a dog that has no throttle response or low to mid-range torque. The heads need to be sized to the application. On the other hand, if you’re building a large displacement stroker motor, you’ll need heads with larger ports to handle the increased air volume the engine requires. A set of heads with 185cc ports would deliver the best all-round performance for a 350 CID engine, while a set of heads with 200cc to 220cc ports would work better on a 383 to 400 stroker. The larger the displacement of the engine, the larger the port volume the heads need to deliver the airflow. Ditto for a high revving race engine with a lot of cam lift and duration. Airflow Numbers Airflow is measured in cubic feet per minute (CFM) on an airflow bench. Typically, airflow is measured in 0.10˝ valve opening increments from about 0.200˝ of lift to peak valve lift. For stock heads and most street heads, peak valve lift is going to be 0.500˝ to maybe 0.650˝ with high-lift rockers, so measuring airflow beyond peak valve lift for these kind of applications is meaningless. Yet the peak airflow numbers advertised for some heads are at much larger valve lifts (up to one inch). If you’re building a ProStock drag motor that’s going to rev over 11,000 RPM with over one inch valve lift, then peak airflow numbers at one inch of valve lift is important. Otherwise it doesn’t matter. Most head suppliers say the airflow numbers that count the most for street performance are those from about 0.200˝ to 0.500˝ of valve lift. A head that delivers the most airflow within this range will often outperform a head that has higher peak airflow numbers at 0.500˝ of valve lift and above. Why? Because peak airflow only happens at one point in the valve lift cycle (when the valve is fully open) whereas airflow that occurs when the valve is half open happens twice every valve cycle. Consequently, if a head flows well at part valve lift, it will do a better job of maintaining high air velocity for more power, torque and throttle response. What about a set of heads that have great peak airflow numbers when the valves are at maximum lift but maybe not so great numbers at part valve lift? It depends on the application. In a high revving drag engine, low and mid-range torque are less important so there’s more focus on peak airflow numbers for maximum high RPM power. In a circle track engine, the driver needs good throttle response off the corners so peak airflow at maximum valve lift is less important than good airflow at part valve lift. Efficiency is another factor that plays into the cylinder head selection process. Comparing port volumes and airflow numbers can tell you a lot about air velocity and efficiency. If a set of heads with 220cc ports delivers the same airflow numbers as a set of heads with larger 230cc or 240cc ports, the heads with the smaller 220cc ports are more efficient and will usually outperform the larger heads because they are better able to maintain maximum air velocity. From 14-16 February, DEUTZ will be exhibiting its latest portable power generation solutions at Middle East Electricity 2017 in Dubai DEUTZ DPSGensetThe DEUTZ Power Solutions genset that will be on stand at MEE 2017. (Image source: DEUTZ) Under the banner ‘FUTURE DRIVEN – engine technology for tomorrow’, DEUTZ will be presenting its new DPS (DEUTZ Power Solutions) genset portfolio on a 42 sq m stand in the German Pavilion. These diesel gensets deliver up to 1,000kVA of electrical power for a wide variety of applications. The highlight at this fair will be the world premiere of the DEUTZ DPS-Hybrid 13 and DPS 20 genset systems, which generate 13kVA and 20kVA respectively. These complete genset systems consist of a diesel engine plus all the other components (generator, control panel, frame) and can be supplied either as free-standing sets or as containerised units. The DPS-Hybrid 13 also offers an advanced hybrid operating mode, either battery-driven or powered by a solar module. The concept is that if the engine generates more electricity than needed, any excess energy is stored in the battery. If required, this energy can then either boost the engine or even act as the sole power supply source, resulting in fuel savings of up to 65 per cent. If the diesel engine fails, the battery is also able to keep the genset operational for up to 24 hours. The solar hybrid variant has a solar collector which, in particularly sunny parts of the world, is capable of providing most of the power needed by itself. The diesel engine starts up occasionally, providing additional support at power consumption peaks or on days when the sun does not shine. This allows extremely efficient operation as regards fuel consumption and maintenance plus a long service life. In addition to cost savings, DPS hybrid solutions also represent an environmentally sustainable source of energy. In Dubai, DEUTZ will also be showing its well-proven DEUTZ BF4M 2011 ‘Telco’ engine; with outputs of up to 64 kVA, it is ideal for use in the strongly growing African mobile phone sector. Particular features are its 1,000-hour oil change interval and low fuel consumption. DEUTZ has its gensets fitted locally by MagiDEUTZ, its Moroccan subsidiary. “Africa and the Middle East are among our most important genset markets,” explains Georg Diderich, DEUTZ Senior Vice President for Sales & Service in EMEA (Europe, Middle East & Africa). “Being on the spot in Morocco, we can provide our customers with rapid and immediate support for everything – from sales and equipment supplies to servicing. Our complete ‘made by DEUTZ gensets are designed precisely to meet market requirements, combining top OEM quality at reasonable overall cost.” Innovative drive systems reduce operating costs thanks to electrification DEUTZ engines are ‘Stage V certified’ The ‘DEUTZ Connect’ app enables engine diagnosis by smartphone Between 23 and 28 April, DEUTZ will be showcasing its innovative drive systems at Intermat 2018, the international construction and infrastructure trade fair which is held every three years in Paris. As part of its E-DEUTZ strategy, DEUTZ will for the first time be exhibiting electrified drive solutions for off-highway applications which can be installed, for example, in construction and material handling equipment. Other highlights include the range of EU Stage V certified engines and the new ‘DEUTZ Connect’ app which enables remote engine diagnosis by smartphone. The E-DEUTZ strategy represents the company’s next decisive step; it combines its low-emission engines with electric drives. In September 2017, DEUTZ acquired Torqeedo GmbH, the global market leader and system solution specialist for integrated electric and hybrid drives for boats. This acquisition is the catalyst for the electrification of the DEUTZ product range. It will allow DEUTZ to harness Torqeedo’s extensive know-how to benefit future developments in its core off-highway business. To illustrate this technology transfer, DEUTZ will be displaying in Paris an electrified off-highway drive solution, consisting of a combustion engine and an e-motor, plus power electronics and a battery pack specially designed for this combination. DEUTZ’s solution will use the high-performance ‘BMW i’ lithium-ion technology which is already successfully employed in the automotive sector. As regards their power output and capacity, each component can be scaled to meet customers’ requirements. Dr Frank Hiller, Chairman of the DEUTZ Board of Management states: “Our E-DEUTZ strategy is designed to make us the market leader for innovative drive systems in the off-highway segment and to steal a march on the competition. Customers will be able to choose whatever is the optimum combination of conventional and electric drive components for their particular application so as to achieve a considerable reduction in their overall operating costs.” STAGE V certified At the 2015 Intermat, DEUTZ’s ‘Stage V ready’ seal was the promise to customers that the existing TCD engine range would meet the EU Stage V emissions standard due to come into force in 2019. DEUTZ has now made good on its promise and is the world’s first engine manufacturer to be given an EU Stage V certificate. The DEUTZ TTCD 6.1 was awarded the first certificate as early as September 2017 and was followed by other models which were immediately marketed under the ‘Stage V certified’ seal. The particular added value for customers is that changing from the current EU Stage IV to Stage V requires no additional installation space, thus avoiding expensive modifications to customers’ equipment. By obtaining the first EU Stage V certificate, DEUTZ is also delivering on its environmental promise and emphasising its position as an engine manufacturer with an eco-friendly focus. Extended power range For heavy-duty off-highway applications, DEUTZ will continue to rely on powerful diesel engines and, from 2019 onwards, ready for EU Stage V, will once again be considerably extending its portfolio in the upper power output range with four new heavy-duty in-line engines with cubic capacities of between 9 and 18 litres. At Intermat, DEUTZ is exhibiting the 300 kW four-cylinder TCD 9.0 which generates 1,700 Nm of torque. The TCD 12.0 and 13.5 are six-cylinder engines producing, respectively, 400 kW of power and 2,500 Nm of torque, and 450 kW of power and 2,800 Nm of torque. All three models are part of a family platform concept with a standardised customer interface and identical front and rear sides, making it considerably easier to integrate and service the engines. The proportion of common parts is approximately 65 percent which reduces servicing complexity and optimises inventory holdings. In future, the 620 kW six-cylinder TCD 18.0 in-line engine which generates 3,600 Nm of torque will occupy the upper end of the power output range. With this engine, DEUTZ is specifically catering for heavy-duty construction equipment with high output and torque requirements. DEUTZ is also extending its product range in the lower power output range. Also appearing in 2019, based on the successful four-cylinder TCD 2.9 (between 30 and 75 kW), will be a three-cylinder variant (the TCD 2.2) ranging in output from 22 to 56 kW. Both these diesel engines will also be available as liquefied petroleum gas (LPG) versions. The gas variants, the G 2.2 and G 2.9, will produce between 26 and 54 kW. All the variants will be based on the same engine platform, creating correspondingly extensive synergy effects. These drives will represent a further option, in particular for low-load applications in the material handling and compact construction equipment field. Get CONNECTED At Intermat, DEUTZ will also be presenting two digital products under the slogan ‘Get CONNECTED’. The free ‘DEUTZ Connect’ service app now enables engine diagnosis to be carried out remotely via a smartphone or a tablet. All the relevant engine data and the fault memory can be read out on-site and sent to the dealer with a single click, guaranteeing rapid and precisely targeted servicing procedures. Fleet operators can also use the easy-to-use app to manage their engines and to specify servicing windows, for example. Visitors to the stand at Intermat will be able to put the app to the test on an oversized smartphone. DEUTZ is also showing its new online service portal, another feature of its service provision. Customers anywhere in the world will be able to get in touch with their local service partner to register their engines online and to buy spare parts online 24/7. This platform-based system combines the benefits of the World Wide Web – unlimited availability round the clock – with the strengths offered by an expert local aftersales service. The provision of aftersales support and parts delivery will remain in the hands of the local DEUTZ partner close to the customer. This allows delivery times to be minimised and the most efficient support to be provided. As Michael Wellenzohn, member of the DEUTZ AG Board of Management for Sales / Service and Marketing explains: “The ‘DEUTZ Connect’ app and the new online service portal represent an investment in the digitalisation of our business; at the same time, they provide our customers with highly-capable and convenient service solutions, saving them time and money. Taken together with our extended range of Stage V certified combustion-engine products and our future E-drive portfolio, we are now ideally positioned in the market to contribute actively to the future shape of mobility with our innovative drive systems.” Advantages of DEUTZ gensets 1. Products have compact structures, reasonable design, excellent and reliable performance, long service life and low usage cost. 2. From the view of product structures, the generators have three product platforms: C, E, D products,with the power range covering 85~340 horsepower.There are more than 300 kinds of products with various forms and adaptability, and these can provide power products with higher technology level and stronger specialization degree for those fields with different demands, such as medium-duty trucks, light vehicles, buses and engineering machiner. 3. Generator products have a series of significant advantages such as advance, efficiency, readability, energy saving and environmental protection. 4. With functions of backflow, well adapt to the plateau and high altitude regions. 5. Starlight series DEUTZ Gensets are the officially authorized products of DEUTZ company. With better performance, better quality and more guaranteed services compared with similar products, they are products recommended by the Diesel Genset Department. Product overview of DEUTZ gensets 1, DEUTZ engine have advanced technology, reasonable design, excellent and reliable performance and long service life. 2. The emissions of DEUTZ diesel gensets have reached the Europe | | or | | | standard. 3. Equipped with a new type of supercharger, with functions of backflow, well adapt to the plateau and high altitude regions 4. DEUTZ company provides quality assurance for all series of products. 5. DEUTZ company has built a professional service network all over the country, which provides after-sales services and supply spare parts for 24 hours a day. Instructions for DEUTZ generator set maintenance 1. We should discharge water in oil-water separator and check the level of the start-up battery electrolytic liquid after DEUTZ gensets runs for every 50 hours; 2. We should check the valve clearance and check the fuel injectors after DEUTZ’s new generators run for 200~300 hours,; 3. We need to check and adjust the transmission belt, replace them when necessary, check and clean the radiator chips and discharge the mud in fuel tank after DEUTZ gensets run for every 50 hours; 4. We need to replace lubricating oil and lubricating oil filter after DEUTZ gensets run for every 600 hours or at least every 12 months; the frequency of replacing the lubricating oil depends on the quality of the lubricating oil, the content fuel sulfur and consumption of lubricating oil by the generating unit. 5. We need to replace the oil-water separator and fuel filter, check whether the supercharger is leak, check whether the air inlet pipeline leaks, check and clean the fuel pipe after DEUTZ gensets run for every 800 hours; 6. Adjust the valve clearance after DEUTZ gensets run for every 1200 hours; replace the air filter and cooling fluid, thoroughly clean the water tank radiator chips and channels after DEUTZ gensets run for every 2000 hours; 7. Check the fuel injector, wash the turbocharger overhaul and overhaul engine equipment after DEUTZ gensets run for every 2400 hours. Application of DEUTZ gensets The installed capacity of Deutz engines has achieved rapid development in China. The application scope of DEUTZ engines is broad, including the commercial vehicles, engineering machinery, forklifts, agricultural machinery, compressor and ship, etc. Installation and chamber design of DEUTZ generators 1. DEUTZ gensets are installed on the concrete floor. 1) We should pour a reinforced concrete base over the floor. 2) The concrete base should pass one month pressure test of over 173 kpa. 3) The concrete base should be at least 150 mm above the floor, with an extension of at least 150 mm per side along the chassis of the set, 4) The cement base should be embedded with the "J" or "L" type anchor bolt. 2. DEUTZ gensets are fixed on the chassis type fuel tank: 1) The shock absorber must be equipped between engine and fuel tank. 2) The structure and strength of the tank must be able to support static load and dynamic load of the sets. 3) We must keep a certain distance between the bottom of the tank and the ground, so as to facilitate the maintenance. Chamber design of DEUTZ gensets 1) The sets should be in horizontal layout, and they can be in longitudinal layout when they are limited by the building site. 2) When the chamber is adjacent to the control chamber, the outlet end of the generator and the cable trench should be close to the transformer chamber. 3) The battery should be close to the side of the start-up motor 4) The chamber should have enough inlets for fresh air. The duct of the hot air and smoke should be stretched out to the outdoor, air inlet should be placed by the side of the motor, and the air outlet should be installed in the side of the tank. 5) The chamber should adopt comprehensive control measures for the noise removal of sets and sound insulation of chambers. After using a diesel generator for a long time, some malfunctions may occur that will cause the generator fail to start. What can you do when it happens? If diesel generators fail to start, you can analyze the causes from fuel system failure, electric starting system failure, insufficient compression pressure in the cylinder and the low ambient temperature and other factors. Fuel System Failure 1. Air in the fuel system This is a common problem that a diesel generator fails to start normally. Solution: Check whether the fuel oil pipe connector is loose or not, and ensure that the air is cleared from the fuel system. Loosen the bleed screw bolt on the diesel filter, and then use the manual oil pump to pump the fuel until the air bubble is gone. 2. Fuel Line Obstruction Solution: Check whether the pipeline is smooth or not. 3. Fuel Filter Clogging Solution: Clean the filter or replace the filter element 4. The Handle Position of Fuel Injection Pump Is Not Correct Solution: The handle position should be pushed to no-load when starting the diesel generator set. Rotation speed is about 700-900r/min. 5. Fuel Injector Problem – Little fuel injection or fuel injection is not atomized Solution: Remove the fuel injector, connect it to the high pressure oil pump, pry the fuel injection pump plunger spring and observe the spray condition. If necessary, wash the injection pump. 6. Oil Supply Problem – Oil transfer pump doesn’t supply oil or the oil supply is brokenly. Solution: Check whether the oil inlet pipe is leaked or not and the filter screen on the oil inlet pipe connector is blocked or not. Electric Starting System Failure 1. Battery Power Shortage The most common failure for diesel generator is battery failure. Solution: Use the battery with sufficient power, or increase the battery to use in parallel. Replace the new start-up battery if necessary. 2. Circuit Wiring Error or Poor Contact Solution: Check whether the wiring is correct and reliable. The compression pressure in the cylinder is insufficient; fuel injection is normal but does not catch fire; or fuel oil inside the exhaust pipe 1. Excessive wear of piston ring and cylinder liner Solution: Replace the piston ring, and replace the cylinder liner according to the wear condition. 2. Valve leakage Solution: Check the valve clearance, vlave spring, as well as the sealing of the valve guide and seat. If the seal is not good, you should make a repair. 3. Combustion chamber volume is too large Solution: Check whether the piston belongs to the model, if necessary, measure the combustion chamber volume. Ambient Temperature Is Low Solution: According to the actual ambient temperature, the corresponding low temperature measures should be adopted. A lack of diesel generator maintenance or operation knowledge will undoubtedly result in malfunction. To prevent the malfunction occurring again, it is obvious that daily maintenance of the generating set is very important, which not only helps prolong the service life of the machine, but also reduces the cost. If you want to know more maintenance tips for the diesel generator, the following articles will be helpful. Correct Steps to Start A Diesel Generator Learning how to correctly start a diesel generator is not an easy thing. Starting incorrectly, it may have a bad effect on the diesel generator set. It can be said that correct steps are the precondition to guarantee the normal operation of the unit. Then what are the correct steps to start a diesel generator? Through reading this article, you will get the answer. 1. Check whether the water tank is full of water. In winter, check whether the antifreeze is full 2. Check the oil level, fuel level, and radiator water level. If the level is lower than the specified value, it should be added to the normal position. 3. Check whether all the switch position is correct to meet the start requirements. 4. Check whether the diesel genset “Emergency Stop”button on the dashboard is correct. 5. Check whether the outlet switch of the unit is off-position. 6. Check whether the genset preheating is normal. When the indoor temperature is lower than 20 degree Celsius, the electric heater should be opened to preheat the diesel generator set. 7. Make sure there is no oil leakage or water leakage phenomenon. No debris in the genset and exhaust port. 8. Check whether the battery and voltage is normal. 9. Check whether alternator and diesel engine circuit is normal and firm. 10. Check whether the genset controller indicator light is normal. DEUTZ continues to support the conference as one of its silver sponsors Becoming the leading manufacturer of innovative drive systems with fuels of the future DEUTZ presents the research results from two of its fuel projects DEUTZ will be attending the 15th International Conference on Renewable Mobility, ‘Fuels of the Future 2018’, in Berlin on 22 and 23 January as one of the event’s silver sponsors. The Cologne-based engine manufacturer is thus underlining its commitment to the development of carbon-neutral drive systems. In combination with the electrification of its engine portfolio under the E-DEUTZ generator set strategy, DEUTZ aims to become the market leader in the field of innovative drive systems. The conference, involving experts and representatives from industry, research institutes and trade associations, will focus on how to ‘decarbonise’ road use and on the essential transition to alternative technologies and fuels. During the conference, DEUTZ will present the results from two of its research projects. In one project, carried out jointly with the University of Rostock, DEUTZ examined how EU IV emissions standard industrial and agricultural engines performed when run on biodiesel. The investigation concentrated, for illustrative purposes, on a DEUTZ TCD 3.6 industrial engine and on how the use of biodiesel affected exhaust after treatment. The results were used to issue approval in November 2017 for the use of biodiesel in all the latest DEUTZ model series with EU IV emissions standard exhaust after treatment systems. The second project concerns a fundamental investigation of the injection and combustion behaviour of vegetable oil fuels and transferring their use to an EU IV/V emissions standard engine system. Partners in this project are Regensburg University of Applied Sciences in the east of Bavaria and the Straubing Technology and Support Centre. The presentation will cover the latest results of the investigation into the behaviour of modern common rail injection systems when run on vegetable oil. The second subproject then aims to demonstrate transferring the use of these fuels to an EU Stage V level DEUTZ TCD 4.1 fitted with an exhaust aftertreatment system on the engine test bench at the Regensburg University of Applied Sciences. This project is ongoing. Alongside biofuels, which are already offering considerable potential for reducing greenhouse gases compared with fossil-based fuels, the main discussion topics to which DEUTZ will be contributing at the conference include research into, and the production of, various fuels from renewable energy sources. In future, it should be possible to achieve carbon neutrality in diesel engines by using synthetic fuels. There are already ways of producing synthetic diesel fuel using green electricity and a special electrolysis method (power-to-liquid). Because of its chemical composition, synthetic diesel fuel produced by this method can be mixed and used with fossil-based diesel in any ratio. Assuming these so-called ‘e-fuels’ can be produced on an industrial scale in future, diesel still has great potential, even in the longer term. In future, customers will be able to find the ideal system for their particular application from within the DEUTZ technology portfolio with its intelligent combination of electric and conventional drives. The aim is to achieve drive technologies that are efficient and carbon neutral in equal measure. |
作者
dieselgenerator 存档
July 2022
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