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1.The Air and gas enter the cylinder The Air and gas mixture is compressed The piston begins to move back up the cylinder on the compression stroke, prior to the piston reaching TDC the reduced amount of diesel is injected.
2. Diesel Fuel is injected into the cylinder As the piston reaches TDC a reduced amount of diesel fuel is injected to be utilized as the source of ignition.
3. The air and gas mixture combusts as a Result of the diesel injection This reduced diesel injection is sufficient to act as the ignition catalyst and thus, combustion of the air and gas mixture together with the diesel takes place.
4. The burnt mixture exits the cylinder as normal on the exhaust stroke The exhaust stroke remains unchanged and the exhaust gases exit the cylinder as normal.
Following main modifications are made in the diesel engines considering the use of gas as fuel:
Gas admission to each cylinder by individual valves. Charge air and exhaust manifolds equipped with pressure relief valves to avoid any gas operation risks. Common rail system for pilot fuel oil injection integrated in the cylinder head. The pilot fuel quantity is controllable by the injection system. Separate conventional fuel system for liquid fuel mode. A specially designed DF engine management system for the whole operating range. The basic design difference between a conventional diesel engine and a dual fuel engine lies in the fuel injection systems.
Main Diesel Fuel Oil Injection System: The main diesel oil fuel is fed to a normal camshaft driven injection pump by which it is pumped at high pressure to a spring loaded injection valve of standard design for a diesel engine. The larger needle of the twin-needle injection valve is used in diesel engine mode and the smaller needle for pilot fuel oil when the engine is running in gas mode. Main diesel engine is hydro mechanically controlled.
CAMLESS ENGINES
-Cam is a rotating machine element which gives reciprocating motion to the follower. -The motion of the follower is pre-determined and accordingly the Cam is designed. -The cams are normally placed on a fixed camshaft which is then geared to the crankshaft. -Movement of inlet and exhaust valves of Conventional Four Stroke IC Engine with the help of Cam.
It is fixed to deliver only one specific cam timing. The cam lobes have to be shaped such that when the valve travels up and down at the engines maximum speed it should still be able to slow down and gently contact the valve seat. The valves crashing down on their valve seats results in an engine that is real noisy and has a short life expectancy. Having different cam profiles will result in different engine characteristics. While high-rpm power and low rpm-torque can be each optimised, acompromise is required to obtain the best of both in the same engine. With Variable Valve Timing (VVT) technologies the compromise is getting better and better -reasonable low down torque and high-speed power . Disadvantages Of Conventional Valve train Increased frictional losses Cam profile is fixed Noise
Sensors sense parameter & Send signals to (Electronic Control Unit ) ECU ECU contains microprocessors with associated software This ECU controls the actuators to work according to requirements Microprocessors are present in ECU to issue signals and control the Actuators.
Actuators
It is electro_hydraulic camless valve train (ECV) Uses elastic property of compressed hydraulic fluid which acts like a liquid spring , accelerates & decelerates the valves
I.
Early systems magnetic attraction/repulsion was used on an iron or ferromagnetic armature Varying Air Gaps which lead to high energy losses and High Seating Velocities which made varying of the lift difficult.
It is replaced with a current-carrying armature coil. A magnetic field is generated by a magnetic field generator and is directed across the fixed air gap. The force generated on the armature coil drives the armature coil linearly in the air gap in a direction parallel with the valve stem. Depending on the direction of the current supplied to the armature coil, the valve will be driven toward an open or closed position.
II.
An alternative to the conventional poppet valve for use in camless valve trains is a ball valve. This type of electromechanical valve system consists of a ball through which a passage passes. If the ball is rotated such that the passage lines up with
other openings in the valve assembly, gas can pass through it. Opening and closing the valve is accomplished by electromagnets positioned around its exterior Referring to the following figure
The valve housing (7) is shown in two pieces. Ball valve (8) has two rigidly attached pivots (12). the ball valve needs only to rotate on its axis to achieve the desired flow conditions, rather than be accelerated up and down in a linear fashion. A partially open ball valve state may also be able to be used to create more turbulence disc (10) is permanently attached and indexed to the ball valve and contains permanent magnets around its perimeter. The electromagnets (11) are situated on both sides of the ball valve (8) and they are fixed to the valve housing. The electromagnets are controlled through the ECU. A crank trigger sensor on the crankshaft provides information about the position of the pistons both electromagnets so that they are of opposite polarity to the magnets in the ball valve, rotating the ball valve to the closed position.The substitution of a
simple,efficient ball valve and valve housing arrangement in a four stroke reciprocation piston engine eliminates all the independent moving parts in the valve train. This may even be an improvement over the poppet valve camless system.
III.
The engine poppet valves (22) and the valve springs (24) that are used to reset them are shown. The poppet valves are driven by hydraulic actuators (26),
which are controlled by electrically operated electro-hydraulic valves (28) supplying hydraulic fluid to the actuators via conduit (29). The preferred hydraulic fluid is engine oil, supplied to the electro-hydraulic valves by the pressure rail (30). An engine-driven hydraulic pump (32) supplies the oil pressure, receiving the oil from the engine oil sump (34). The pump output pressure is also limited by an unloader valve (36), as controlled by an accumulator (38) connected to the oil pressure rail.
With this design the hydraulic pump could be periodically disconnected, such as under braking, so that the valve train would run off the stored accumulator hydraulic pressure. As is the trend with all modern engine systems, the camless engine has an even greater reliance on sensors. The valve actuation and control system typically needs a manifold pressure sensor, a manifold temperature sensor, amass flow sensor, a coolant temperature sensor, a throttle position sensor, an exhaust gas sensor, a high resolution engine position encoder, a valve/ignition timing decoder controller, injection driver electronics, valve coil driver electronics, ignition coil driver electronics, air idle speed control driver electronics and power down control electronics. A valve developed by Sturman Industries is said to be about six times faster than conventional hydraulic valves. To achieve such speeds, it uses a tiny spool sandwiched between two electrical coils. By passing current back and forth between the coils, a microprocessorbased controller can quickly move the spool back and forth, thereby actuating the engine valves in accordance.
Questions
Q1) With the aid of a neat sketch Explain the Operation of the Dual Fuel engine . page 3,4 Q2) Diesel engines can be modified and uses as Dual Fuel engines what are these modifications? page 5 Q3) The diesel fuel oil supply system on the engine is divided into two systems , Explain the two systems. Page 6 Q4) Draw Schematic Diagram for Dual fuel engine . page 7 Q5) There are three types of Camless Mechanisms , Define them, and Explain briefly one type. page 10,11,12.13