Document q39j3nx5r5e3VQN7jG8zxBoOM

j|ytj*rL ISr^ob^Vp^ori^caasurctor'*:xino ?v*iVi^'i IWMNVANP sWHCfil;r.V M/ti'iANo.;A#,;Mixi 'V p^SmV^CtUHMt^.iifO*! .COMrotiliOM C. (HA0RAJN Of CMOIMI OPtRATION *"**+., Sp**#* air ifrtr ii ITS'.*'."./ VI"N*-JVEi CTION^^ lyttt*n __ A*W* jtMmf/O : r ^TitOirMFORI' ;!} A ?W CAIOUNf cwoinc i. 'purltut Sal *d pdas* It with olr In prapar tfiymliw 9. Suttlwi tWab, wits Mat votva pa, mu iHMar datura iptatUan ttraba ndtat Mdaatt.ura priitw* m 10Ot pit Spur* 4 and al I. Tbw nmd ndafirra titadi, putting plttaa dawn * taSawM *W*a apnmj He S* pit'** tlaara cyllnda* al bawl fti 1. Mlalag *ata bland* air and qb* Sal la prapaa pvapaniaat 1. SlU* ttraba, wlfb frrtaha alva apan, (III* r<lndar with nliwt t Canpraiita* ttraba rultat altlwt ptnart la 7S- MO pit 4. Ipar* tgnlta* ntlttura naar and at campraiilaa ttraba 5. Iba flaad adatura aapandi, pwtMaf plttaa dawn *. Iikmil rolva apaau rtw lap pltran ala IN/fCTION OAI IMOmt t. Air aniar* cylladar Ibravpb Inlat partt la tyllndar wall 9. Mila* ttaiai Mai and a> Aavtlj Marti la tomprait >. Oat Sal It la|a*ad at li. prattura anrly In tamprat- d. latalilnfl mlalara li tainpraitad la 70-300 pt|, dapaadlng an Sal 9. (par* Ipahat mlatwa war and af lamprawlam Hrad adaSra aapandt t> Airtan marat dawn an "war*Spn ttrabaj ana- 1. >a<llnn ttraba, with air 9. Slat aalra tWmjl'H paiMan baflM, bafted an wndar SIMt n&il 3. Sal and ah ndT?2fl pratMan ttraba imlnt'ir^Cl W* ta 100-m wi:<(afl d. (par* Ipnltat utibnSl and af tampraulaa hM 9. Tba flrad mlatara Mp" paMdnji pfitaa dan' * Cahoaii rnlva , _ lag pUtan <Sart troitf af baraad pat. ........ VAPORIimO Oti INOINt OllSti INOINt 1. Sttlaa itraAa, whh Slat rtrira apan, flit* Ijrtfcdar 9. lajattad Sal uaparlaai, mlaat with barnid pat. daain*t St 9. Campranlan ttraba (AO* ISO pit) tanai alt hnt raparltar d. Maetad tuHaia af rapar* Itar Ignltat rnltSra naar tamgrattlan and 9. Catnbaitian It aapfotSa. pwtbat pi Man dawn A. liMtl aulra apantj rlt* lap plttaa <laart tytlittfer 1. Svetlan itraha, wllb Hddt valra apan, fill* tyllndar wlf* air 9. Compratllenttrvfca roliat prattura ta about S00 ptl 9. Sal latactlon ttartt at at naar and af ternprattle* ttraba 4. Klpb air ttmparatara, caatad by ttnpnitlat. I^iltat Sal 9. - Srfdnpfniatvraaapaadi, putblnp pliton Swa an "war*Sg" ttraba A. labaatt *atr apamt Hi* btg plttaa titan tyOndar OAS*Ott9(l INOINt 3. Attaa i ta about 900 ptl 1, Naar and af lampraidaa, Sol get and pilot ofl ora |n|a<iad 4. Naat af tampranSn Ip* nfraa Soft pilot off ito* Mlcat tambvttlan 5. SmlnpodnSraanpandi, paiMnp pWtoti dawn A. Nanr and af ttraba. pit* tan tnKauart aabavtt DUAl-rutt INOINt I. Inlat tdrt apantj tat* Han ttraba ffih cylbtdar HS air and pat 9. Cotnprattlonttrabaraltat' paiMPt af ndatvra It about 900 ptl 3. Naar and af csavrattSn, pilot all It Sfattad t# Ini*. Hat* tanSvtlbon 4. Hoot af tamprattlan Ip* nllat pilot all, whltb tantt nltiiM It bum 9. CaaaftSpaspondanpvtS at pi itan bn A. ftlaril ttlrt (ItMjj rfn lap plttaa Sar tyOndar How Diesel Like the femilier engine under the hood o( your car, the diesel it an tntarnoNcomhusfion engine. The (uel*air mixture bums inside o cylinder and re* suiting expansion pushes directly on a piston which, through a connecting rod, turns the engine shaft and generates mechanical power. family Characteristic*. The fact that the fuel bums within the engine itself seta these units apart from steam en gines and turbines, the other commonly used prime movers. As you would ex pect, all Intemsl-comhustion engines bear a strong family resemblance. AH have these bosic mechanical features: a cylinder in which fuel is fired, a piston to receive expansive force of burning fuel and convert it into mechanical motion, a connecting rod and crankehalt (or their equivalent) to turn up* and-down motion of pistons to rotating motion suitable for driving electric generators, turning machinery or spin^ M Engines Work ^nave it downward on its power stroke. i-^The.ismiUflr (set that compressing Jdjfgts raises its temperature works Ifetidit us in this case, just os well see the nature of the fuel imposes a limit. . pretsion .ratio depend on engine speed, This explains the Intensive effort given cylinder site and other design factors. to developing high-octane or ont|- Typical compression pressures In knock gasolines. These liner fuels per diesels range from about 450 to 600 psl, Ktljteth*t it works for us in the diesel. mit higher compression ratios --up to with small high-speed engines gener ^Cemproiing the fuel-eir mixture may 9 to 1 for i00*oetane aviation gasoline ally having higher compression pres [i; i&ke it hot enough to eett-ignite before aa against 6 or,7 to 1 for ordinary motor sures than large low-speed engines. ning propellers, in addition, suitable velvet must control flow of air, fuel and exhaust gas, and theft must be re liable means for igniting fuel. All internal-combustion engines operate in the same general way. Each cycle, or series of events taking place in the cylinder, involves four steps: (l) cylinder is charged (2) charge Is com pressed and ignited (3) burning charge expands, pushing on piston, and (4) burned gas is exhsusted so cylinder can be recharged. Nias Bosic Types. Although alike In major respects, there are nine basic kinds of Intemal.combustion engines. a better appreciation of the dleiet prin; ciple and its relation to the others. When fuel and air mix is perhspi tffi the stroke. Such prsignttfon (and j^Bc,detonation, or "knocking" familiar motorist, which also results from fuels. (See Power, June 1945, pp 79-83 for a more complete discussion of com* presalon ratio ond anti-knock fuels.) most important consideration; the niaS jfchfebigh cbmpression pressure) causes Olsssl Priselpl*. In contrast to en types divide Into two groups on tldij [Krj^jof power. It con be.seen that com* gines In which fuel and air mix before point -- those In which mixing ocaatl (PrPtmion preuure must be limited in compression stand those in which only before compression and those in wtiu] iK,v,T""yr"'o*f e..n..g..i.n..e.....I.s...t.h--s-t-g--o--o--d---o--r--b--a--d-? air Is`compressed and-fuel enters it |K.^! t*ke a look at the business of near end of compression. In the diesel, It occurs near the end. They l'kew'fj divide Into two groups with respect fijj wiir&iSnijffrwmiMonn rraattiioo eanndd tteecc.. prime example of this class, heat of compression pressure, which is rtlsWj i^OtflprnilpA ratio is the volume of to when ond where fuel and air j.^nelfyliader at the beginning of -the The key importance of these two ods tfttreke divided by the volume at tht ters can best be seen by lookinf clotelf] tlwam in' 'be diagram on the at an example of each --the g** cfllJuSJaarrjP|c. Pressure at end o! compres- compression is used to ignite the fuel. In a typical diesel, air is compressed to about 450 psi, which brings it up to about 1000 P. When finely atomised oil is sprayed into this "red-hot" air, It and the diesel. Gai*Bnf1aa Operation. A miri'uj " roughly proportioned to com* ignites and bums. Thus, In the diesel, ipriftiioa ratio. It is-important for two the high compression ratio needed for In engines with combustion cham bers of special design, compression pressure may run as low as 350 psl. If a heating device for cold starting is provided, compression pressure can be brought down to about 250 psi. After a brief warmup, such an engine will operate by self-ignition. Where ignl- don devices of one kind or another are used during operation,--compression pressure can be trill lower. Surfoce-lgnition engines usually show compres sion pressures ranging from 60 to ISO ptl. The Hestelman engine, featuring fuel injection and spark ignition, op erates at compression pressures of They differ mainly in the fuels, they handle, when and where the fuel and oil mix, how much the charge is com pressed ond how it is ignited. These differences account for differences In vrualivrue pyiroVp|nojlrtHioVnius avniiud b**rin>g*s* t--og1 the fuel, already In gaseous form, jjmi| sagwj 'MP reasons: (1) theoretically, the compression ratio, the more the air. The mixture flows ia*0 *j?f J^tf^**** toe engine, and (2) in general, cylinder and is compressed. fle,T ^*l| jsj^ij^her the compression ratio, the end of compression, on electric *P^| ^Jj^erQnd heavier mustbe the engine, reliable ignition means inherently high efficiency. Haw Mgch Camprassloo? Because, in proctice. compression ratios above those needed for ignition return little about 125 psi. Thus in engines where air alone Is compressed, pressure depends largely on ignition method, being necessarily higher for compression-ignition engines efficiency, performance and cost, ond hence' in application. A quick look at these types, as compared above, yields ignites the inflammable mixture.' bums explosively. Cylinder Pr rises rapidly and acts on the pi*!*?! 1* desirable to raise ratio, in engines where air mix before compression or no gain in efficiency, it it customary to go no higher. The pressure end temperature resulting from a given com* than for those with ignition devices. Both types offer advantages. Diesels, with high compression 04 (TOG) 'fOWH (SOI) 05 M