AT 122

PARTS OF GASOLINE
& DIESEL ENGINE
AND ITS FUNCTION

SUBMITTED BY:
BELJANO, JOVEN P.
INSTRUCTOR:
JEFFERSON MARTINEZ
PARTS OF DIESEL ENGINE
 Piston is used to reciprocate inside the cylinder. It transmits the
energy to crankshaft through connecting rod.

Crankshaft is a component made of cast iron which is used to

turn the piston up and down motion into a rotary movement.

A connecting rod is the part of a piston engine which connects

the piston to the crankshaft. Together with the crank, the
connecting rod converts the reciprocating motion of the piston
into the rotation of the crankshaft. The connecting rod is
required to transmit the compressive and tensile forces from
the piston.

A cylinder head is a structure which accompany important engine

parts like inlet valve ( 4 Stroke ), Exhaust valve and fuel injector.
They are exposed to maximum temperature and pressure so
provided with adequate cooling arrangement. They sit on top of
the liner flange and secured with a series of nut and bolts with the
cylinder block.

Flywheel initially serves to

balance the engine speed.
This component is made of
solid iron that can store torque,
that's why this component can
balancing the engine speed.
 The second component unit is located on the top of the engine.
Similar to cylinder block, this component is also made of cast
material. Currently aluminum head cylinder seems to be an
option, because it is lighter and stronger. This unit consists of
valve & spring, camshaft, rocker arm, and combustion chamber.

Cylinder block is the main component of internal combustion

engine both 2 stroke and 4 stroke. This component becomes a
primary component to place various engine compartments
that support the working process of the machine. As we can
see in the picture above, the shape of the cylinder block of
each machine is generally the same but the details will be
different. That's because the details of the cylinder block are
adjusted with all components that will stick to this block.

Oil pan (Carter) is a special tub that serves to accommodate

engine oil. Although only served as a container of engine oil,
this component also can not be made carelessly. Generally
these components are made of thin iron like zinc, but some
cars have combined with thicker materials.

The timing chain is included in the valve mechanism system, its

function to connect the crankshaft and camshaft rotation with a
certain angle. The component of this chain is located on the
front of the engine. This chain will connect the sprocket gear
from the crankshaft with the sprocket gear of the camshaft.

Turbocharger: This component increases the overall power and

efficiency of the engine
 Piston Rings: Seal the piston therefore, sealing the
combustion chamber preventing gas from leaking into
the piston and surrounding areas

Inlet and exhaust valves: Inject

fresh air into the combustion
chamber and eject byproduct out of
the chamber

An inlet manifold or intake manifold is the part of an engine that supplies

the fuel/air mixture to the cylinders.

A Combustion Chamber is the area

within the Cylinder where the fuel/air
mix is ignited. As the Piston compresses the fuel/air mix and makes contact with the
Spark Plug, the mixture is combusted and pushed out of the Combustion Chamber in
the form of energy.

Bearings. The turbocharger bearing system appears simple in

design but it plays a key role in a number of critical functions.
Some of the more important ones include: the control of radial
and axial motion of the shaft and wheels and the minimization
of friction losses in the bearing system. Bearing systems have
received considerable attention because of their influence on
turbocharger friction and its impact on engine fuel efficiency.

Bearing cap is a rigid, semi-circular part that fits around one

half of a bearing and secures it. Oil the new lower bearing
and install it in the bearing cap. Make sure you don't over-
tighten the bearing cap. Otherwise you might cause the
bearing to seize.

An intake valve is a valve that controls the amount

of working fluid entering the cylinder of an engine.

A valve
spring is a spring that returns a poppet valve to its closed position. The valve spring is a
coil spring used to hold the valve in a closed position. The valve spring must be strong
enough to keep the lifter in contact with the camshaft lobe at all times.

A rocker arm is an oscillating lever that conveys

radial movement from the cam lobe into linear
movement at the poppet valve to open it. One end
is raised and lowered by a rotating lobe of the
camshaft while the other end acts on the valve
stem.

Hydraulic lash adjuster

Hydraulically maintains optimal valvetrain clearances

Compensates for both mechanical and thermal changes in

the valvetrain to ensure the valve seals against the seat
during every event

Rocket cover

Rocker covers are covers that are bolted on over rocker

arms in an internal combustion engine.

A pushrod is basically a metal tube designed to transfer the

reciprocating motion of a valve lifter, riding on the camshaft,
to the valve.
 An exhaust system
is used to guide reaction
exhaust gases away from
a controlled combustion
inside an engine or stove.
The entire system
conveys burnt gases from
the engine and includes
one or more exhaust
pipes.

A turbocharger (technically
a turbosupercharger), colloquially known
as turbo, is a turbine-driven, forced
induction device that increases an internal
combustion engine's power output by
forcing extra compressed air into
the combustion chamber. This
improvement over a naturally aspirated
engine's power output is because the
compressor can force more air—and
proportionately more fuel—into the combustion chamber than atmospheric pressure
(and for that matter, ram air intakes) alone.

Valve lifter

 It sits on the camshaft and transfers the motions of the cam

lobe up through the pushrods and rockers to open and close
the valves. The size and shape of the cam lobe under the lifter
(multiplied by the ratio of the rocker arms) determines valve
lift and duration.

A camshaft acts as a timing device that

controls the opening and closing of the intake
and exhaust valves, as well as setting the valve overlap that occurs at the top dead
centre on the exhaust stroke. The shaft is constructed with several journals that ride on
bearings within the engine

The oil pumps primary purpose is to circulate

engine oil under pressure to the bearings,
pistons and the camshaft. This lubricates these
systems, allows the use of higher-capacity fluid
bearings and also assists in engine cooling.

The oil drain plug is a

screw plug made of metal
or plastic. The oil drain plug with sealing ring seals the drain
opening. This opening is needed to drain waste oil when
changing the oil before refilling.
The oil pan is attached to the bottom of the engine with bolts and is the reservoir for oil
that gets pumped throughout the engine to lubricate, clean and cool moving parts. A
pump forces the oil from the pan through a filter to remove dirt and other debris before
it circulates through the engine.

The starter motor is responsible

for turning the engine over during
ignition and allowing everything else to
happen. When you turn the ignition on,
the starter motor engages and turns the
engine over allowing it to suck in air.

Starter Solenoid

Its primary function is as the actuating coil of a contactor

(a relay designed for large electric currents) which
connects the battery to the starter motor proper. All
modern cars also use the starter solenoid to move the
starter pinion into engagement with the ring gear of the
engine.

An Injection Pump is the device that pumps

fuel into the cylinders of a diesel engine.
Traditionally, the injection pump was driven
indirectly from the crankshaft by gears, chains
or a toothed belt (often the timing belt) that
also drives the camshaft. It rotates at half
crankshaft speed in a conventional four-
stroke diesel engine. Its timing is such that
the fuel is injected only very slightly before top
dead centre of that cylinder's compression
stroke. It is also common for the pump belt on
gasoline engines to be driven directly from the camshaft. In some systems injection
pressures can be as high as 620 bar (8992 psi)

A wrist pin is a pin through the skirt of a piston

in an internal-combustion engine, to which the
little end of the connecting rod is attached. The
bearing at the other end of the connecting rod
is known as the little end and holds the wrist
pin that is mounted in the piston.

The piston rings act to carry heat away

from the hot piston into the cooled
cylinder wall/block of the engine. Heat
energy flows from the piston groove into
the piston ring and then into the cylinder
wall, where it eventually will be transferred
into the engine coolant.

A glow plug
is a heating
element that heats incoming fuel and air to encourage
efficient fuel combustion in a diesel engine. The fuel
combustion starts your engine so that you can drive.

A fuel injector atomizes the pressurized fuel.

It also injects it into the combustion chamber.
In comparison, fuel pumps pressurize fuel and
send it through the fuel line and fuel injectors.
Fuel injectors decrease the pressure within
fuel systems, and fuel pumps increase the
pressure within the fuel system.

Spark plugs are what supply the spark that ignites the
air/fuel mixture, creating the explosion which makes your
engine produce power. These small but simple plugs create an arc of electricity across
two leads which are not touching, but close enough together that electricity can jump
the gap between them.

The primary function of the intake manifold is to

evenly distribute the combustion mixture (or just air in
a direct injection engine) to each intake port in the
cylinder head(s). Even distribution is important to
optimize the efficiency and performance of the engine.

 Inlet Manifold

a manifold that brings fuel and air into an engine.

The purpose of the

intake manifold gasket is to seal the area between
the intake manifold and the cylinder head,
preventing air and coolant from escaping in the space
where these two surfaces meet.

The throttle body is an important part of your

air intake system that controls the air flowing
into your engine. It's located between your air
intake and engine manifold where fresh air is
pulled into the engine for the combustion
process.

An exhaust manifold gasket seals the connection

between the manifold and cylinder head. This prevents exhaust leakage out of the
connection and also ensures that all exhaust gas will flow through the catalytic
converter for treatment.

Bolted directly to the engine block, the exhaust

manifold is the first section of a vehicle's
exhaust system. It funnels exhaust gases from
all the cylinders and routes them to the car's
catalytic converter. V-type engines have a
separate manifold for each cylinder bank.

The water pump pushes coolant

from the radiator through the
coolant system, into the engine and
back around to the radiator. The
heat that the coolant picked up
from the engine is transferred to the
air at the radiator.

The primary purpose of a pressure Relief Valve

is protection of life and property by venting fluid from
an over pressurized vessel. Many electronic,
pneumatic and hydraulic systems exist today to
control fluid system variables, such as pressure,
temperature and flow.
 The role of the oil filter is to remove impurities such
as carbon residue and metal particles from engine oil.
If you continue to use an oil filter after the
recommended replacement time, the engine oil will
become more viscous and the filter will become
clogged.

The purpose of the engine block is to support the

components of the engine. Additionally, the engine block
transfers heat from friction to the atmosphere and
engine coolant. The material selected for the engine
block is either gray cast iron or aluminum alloy.

 The front cover becomes a front

sound pressure generator of the
engine. It is often desirable in luxury
class vehicles to minimize the
sound emanating from the engine.

The seal is located where the engine's crankshaft

connects to the transmission. This is a part of the
vehicle where there is a lot of action happening to
make it run. This is where power from the engine is
transferred to the transmission. The seal is there
to provide a stable connection while also preventing leaks.

Head Gasket - the head gasket in your engine's

cylinder has the important job of preventing any
combustion gases from getting into the cooling
system. They are placed between the cylinder
head and the engine block.

Rubber grommets are a kind of accessories of the

wiring equipment. There are used for wires through
in the middle of holes. The purpose is to protect the
wires from being cut easily by sharp plate cuttings,
and at the same time, it is dustproof and waterproof.

Cylinder head covers serve to seal off the cylinder

head space from the outside of the engine. As a result
of operation of the internal combustion engine, blow-
by gases from the combustion process and oil
droplets from the lubricant system of the engine are
present inside the cylinder head.

In an internal combustion engine, a head

gasket provides the seal between the engine
block and cylinder head(s). Its purpose is to
seal the combustion gases within the
cylinders and to avoid coolant or engine oil
leaking into the cylinders. Leaks in the head
gasket can cause poor engine running and/or overheating.

In internal combustion engines,

the gudgeon pin (UK, wrist pin or piston pin US)
connects the piston to the connecting rod, and
provides a bearing for the connecting rod to pivot
upon as the piston moves. In very early engine
designs, including those driven by steam, and many
very large stationary or marine engines, the
gudgeon pin is located in a sliding crosshead that
connects to the piston via a rod. A gudgeon is a
pivot or journal. 

A fuel pump draws the fuel from the fuel

tank through fuel lines and delivers it
through a fuel filter to either a carburetor or
fuel injector and finally to the cylinder
chamber for combustion.

The important functions of bedplate are: To support the

static load of stationary engine frame and blocks. To
support the dynamic load of the running gear. To support
the crankshaft and hold it in perfect alignment
  The fuel nozzle is to atomize and vaporize
the fuel for efficient combustion in the
engine. This task becomes paramount to
achieve efficient, consistent combustion
performance and to attain required long-term
service life.

The rocker arm is the part responsible for transmitting the

movement of the camshaft towards the intake and
exhaust valves of the engine, a process that occurs
through the direct contact of these parts with the tappets
and according to the movement of the shaft.

Crank webs connect the

crankpins to the main
journals. Counterweights offers
balancing and are mounted to the
webs. The design of a
crankshaft is based on the firing
ability of the engine and
number of cylinders.
 THE OPERATION OF FOUR STROKE CYCLE

IN A GASOLINE ENGINE

Four Stroke Cycle Engines

A four-stroke cycle engine is an internal combustion engine that utilizes four distinct
piston strokes (intake, compression, power, and exhaust) to complete one operating
cycle. The piston make two complete passes in the cylinder to complete one operating
cycle. An operating cycle requires two revolutions (720°) of the crankshaft. The four-
stroke cycle engine is the most common type of small engine. A four-stroke cycle
engine completes five Strokes in one operating cycle, including intake, compression,
ignition, power, and exhaust Strokes.

Intake Stroke

The intake event is when the air-fuel mixture is introduced to fill the combustion
chamber. The intake event occurs when the piston moves from TDC to BDC and the
intake valve is open. The movement of the piston toward BDC creates a low pressure in
the cylinder. Ambient atmospheric pressure forces the air-fuel mixture through the open
intake valve into the cylinder to fill the low pressure area created by the piston
movement. The cylinder continues to fill slightly past BDC as the air-fuel mixture
continues to flow by its own inertia while the piston begins to change direction. The
intake valve remains open a few degrees of crankshaft rotation after BDC. Depending
on engine design. The intake valve then closes and the air-fuel mixture is sealed inside
the cylinder.

Compression Stroke

The compression stroke is when the trapped air-fuel mixture is compressed inside the
cylinder. The combustion chamber is sealed to form the charge. The charge is the
volume of compressed air-fuel mixture trapped inside the combustion chamber ready
for ignition. Compressing the air-fuel mixture allows more energy to be released when
the charge is ignited. Intake and exhaust valves must be closed to ensure that the
cylinder is sealed to provide compression. Compression is the process of reducing or
squeezing a charge from a large volume to a smaller volume in the combustion
chamber. The flywheel helps to maintain the momentum necessary to compress the
charge.

When the piston of an engine compresses the charge, an increase in compressive force
supplied by work being done by the piston causes heat to be generated. The
compression and heating of the air-fuel vapor in the charge results in an increase in
charge temperature and an increase in fuel vaporization. The increase in charge
temperature occurs uniformly throughout the combustion chamber to produce faster
combustion (fuel oxidation) after ignition.

The increase in fuel vaporization occurs as small droplets of fuel become vaporized
more completely from the heat generated. The increased droplet surface area exposed
to the ignition flame allows more complete burning of the charge in the combustion
chamber. Only gasoline vapor ignites. An increase in droplet surface area allows
gasoline to release more vapor rather than remaining a liquid.

The more the charge vapor molecules are compressed, the more energy obtained from
the combustion process. The energy needed to compress the charge is substantially
less than the gain in force produced during the combustion process. For example, in a
typical small engine, energy required to compress the charge is only one-fourth the
amount of energy produced during combustion.

The compression ratio of an engine is a comparison of the volume of the combustion

chamber with the piston at BDC to the volume of the combustion chamber with the
piston at TDC. This area, combined with the design and style of combustion chamber,
determines the compression ratio. Gasoline engines commonly have a compression
ratio ranging from 6:1 - 10:1. The higher the compression ratio, the more fuel-efficient
the engine. A higher compression ratio normally provides a substantial gain in
combustion pressure or force on the piston. However, higher compression ratios
increase operator effort required to start the engine. Some small engines feature a
system to relieve pressure during the compression stroke to reduce operator effort
required when starting the engine.
Ignition Event

The ignition (combustion) event occurs when the charge is ignited and rapidly oxidized
through a chemical reaction to release heat energy. Combustion is the rapid, oxidizing
chemical reaction in which a fuel chemically combines with oxygen in the atmosphere
and releases energy in the form of heat.

Proper combustion involves a short but finite time to spread a flame throughout the
combustion chamber. The spark at the spark plug initiates combustion at
approximately 20° of crankshaft rotation before TDC (BTDC). The atmospheric oxygen
and fuel vapor are consumed by a progressing flame front. A flame front is the
boundary wall that separates the charge from the combustion by-products. The flame
front progresses across the combustion chamber until the entire charge has burned.

Power Stroke

The power stroke is an engine operation Stroke in which hot expanding gases force the
piston head away from the cylinder head. Piston force and subsequent motion are
transferred through the connecting rod to apply torque to the crankshaft. The torque
applied initiates crankshaft rotation. The amount of torque produced is determined by
the pressure on the piston, the size of the piston, and the throw of the engine. During
the power Stroke, both valves are closed.

Exhaust Stroke

The exhaust stroke occurs whenspent gases are expelled from the combustion

chamber and released to the atmosphere. The exhaust stroke is the final stroke and
occurs when the exhaust valve is open and the intake valve is closed. Piston movement
evacuates exhaust gases to the atmosphere.

As the piston reaches BDC during the power stroke combustion is complete and the
cylinder is filled with exhaust gases. The exhaust valve opens, and inertia of the flywheel
and other moving parts push the piston back to TDC, forcing the exhaust gases out
through the open exhaust valve. At the end of the exhaust stroke, the piston is at TDC
and one operating cycle has been completed.
Gasoline engine, any of a class of internal-combustion engines that generate power by
burning a volatile liquid fuel (gasoline or a gasoline mixture such as ethanol) with
ignition initiated by an electric spark. Gasoline engines can be built to meet the
requirements of practically any conceivable power-plant application, the most important
being passenger automobiles, small trucks and buses, general aviation aircraft,
outboard and small inboard marine units, moderate-sized stationary pumping, lighting
plants, machine tools, and power tools. Four-stroke gasoline engines power the vast
majority of automobiles, light trucks, medium-to-large motorcycles, and lawn mowers.
Two-stroke gasoline engines are less common, but they are used for small outboard
marine engines and in many handheld landscaping tools such as chain saws, hedge
trimmers, and leaf blowers.

In the original two-stroke cycle (as developed in 1878), the compression and power
stroke of the four-stroke cycle are carried out without the inlet and exhaust strokes, thus
requiring only one revolution of the crankshaft to complete the cycle. The fresh fuel
mixture is forced into the cylinder through circumferential ports by a rotary blower
(see figure) in the two-stroke-cycle engine of a so-called uniflow type. The exhaust
gases pass through poppet valves in the cylinder head that are opened and closed by a
cam-follower mechanism. The valves are timed to begin opening toward the end of the
power stroke, after the cylinder pressure has dropped appreciably. The inlet ports in the
cylinder wall start to uncover after the exhaust opening has decreased the cylinder
pressure to the inlet pressure produced by the blower. The exhaust valves are allowed
to remain open for a few degrees of crank rotation after the inlet ports have been
covered by the rising piston on the compression stroke, thus allowing the persistency of
flow to scavenge the cylinder more thoroughly. The compression and power strokes are
similar to those of the four-stroke engine.

A simplified version of the two-stroke-cycle engine was developed some years later
(introduced in 1891) by using crankcase compression to pump the fresh charge into the
cylinder. Instead of intake ports extending entirely around the lower cylinder wall, this
engine has intake ports only halfway around; a second set of ports starts a little higher
in the cylinder wall in the other half of the cylinder bore. These larger ports lead to the
exhaust system. The inlet ports connect to a transfer passage leading to the fully
enclosed crankcase. A spring-loaded inlet valve admits air into the crankcase on the
upward, or compression, stroke of the piston. Air trapped in the crankcase is
compressed by the descent of the piston on its power stroke. The piston thus uncovers
the exhaust ports near the end of the power stroke, and slightly later it uncovers the
inlet, or transfer, port on the opposite side of the cylinder to admit the compressed fresh
mixture from the crankcase. The top face of the piston is designed to provide a
deflector or baffle that directs the fresh load upward on the inlet side of the cylinder and
then downward on the exhaust side, thus pushing the spent gases of the previous cycle
out through the exhaust port on that side. This outflow continues after the inlet ports
are covered by the rising piston on the compression stroke, until the exhaust ports are
covered and compression of the fresh load begins. This loading process, called loop
scavenging, is the simplest known method of replacing the exhaust products with a
fresh mixture and creating a cycle with only compression and power strokes.

Such a system is used in many small gasoline engines (e.g., small outboard motors)

and for gasoline-powered appliances (e.g., portable electrical generators). Many two-
stroke machines are notorious for the noise, carbon emissions, and other forms of air
pollution they generate, which has led some municipalities and U.S. states to ban the
use of certain devices (e.g., leaf blowers and two-stroke outboard engines). Another
disadvantage of two-stroke engines is that the return flow of the gases causes a slight
loss of fresh charge through the exhaust ports. Because of this loss, carburetor engines
operating on the two-stroke cycle lack the fuel economy of four-stroke engines. The
loss can be avoided by equipping them with fuel-injection systems (see below) instead
of carburetors and injecting the fuel directly into the cylinders after scavenging. Such an
arrangement is attractive as a means of attaining high power output from a relatively
small engine, and development of the turbocharger (see below Supercharger) for this
application holds promise of further improvement.
 THE OPERATION OF FOUR STROKE CYCLE

IN A DIESEL ENGINE

four-stroke diesel engine

The typical sequence of cycle events in a four-stroke diesel engine involves a single
intake valve, fuel-injection nozzle, and exhaust valve, as shown here. Injected fuel is
ignited by its reaction to compressed hot air in the cylinder, a more efficient process
than that of the spark-ignition internal-combustion engine.
Diesel engine, any internal-combustion engine in which air is compressed to a
sufficiently high temperature to ignite diesel fuel injected into the cylinder, where
combustion and expansion actuate a piston. It converts the chemical energy stored in
the fuel into mechanical energy, which can be used to power freight trucks, large
tractors, locomotives, and marine vessels. A limited number of automobiles also are
diesel-powered, as are some electric-power generator sets.
Diesel combustion
four-stroke diesel engine

The diesel engine is an intermittent-combustion piston-cylinder device. It operates on

either a two-stroke or four-stroke cycle (see figure); however, unlike the spark-
ignition gasoline engine, the diesel engine induces only air into the combustion
chamber on its intake stroke. Diesel engines are typically constructed with compression
ratios in the range 14:1 to 22:1. Both two-stroke and four-stroke engine designs can be
found among engines with bores (cylinder diameters) less than 600 mm (24 inches).
Engines with bores of greater than 600 mm are almost exclusively two-stroke cycle
systems.

The diesel engine gains its energy by burning fuel injected or sprayed into the
compressed, hot air charge within the cylinder. The air must be heated to a temperature
greater than the temperature at which the injected fuel can ignite. Fuel sprayed into air
that has a temperature higher than the “auto-ignition” temperature of the fuel
spontaneously reacts with the oxygen in the air and burns. Air temperatures are typically
in excess of 526 °C (979 °F); however, at engine start-up, supplemental heating of the
cylinders is sometimes employed, since the temperature of the air within the cylinders is
determined by both the engine’s compression ratio and its current operating
temperature. Diesel engines are sometimes called compression-ignition engines
because initiation of combustion relies on air heated by compression rather than on an
electric spark.

In a diesel engine, fuel is introduced as the piston approaches the top dead centre of its
stroke. The fuel is introduced under high pressure either into a precombustion chamber
or directly into the piston-cylinder combustion chamber. With the exception of small,
high-speed systems, diesel engines use direct injection.

Diesel engine fuel-injection systems are typically designed to provide injection

pressures in the range of 7 to 70 megapascals (1,000 to 10,000 pounds per square
inch). There are, however, a few higher-pressure systems.

Precise control of fuel injection is critical to the performance of a diesel engine. Since
the entire combustion process is controlled by fuel injection, injection must begin at the
correct piston position (i.e., crank angle). At first the fuel is burned in a nearly constant-
volume process while the piston is near top dead centre. As the piston moves away
from this position, fuel injection is continued, and the combustion process then appears
as a nearly constant-pressure process.

The combustion process in a diesel engine is heterogeneous—that is, the fuel and air
are not premixed prior to initiation of combustion. Consequently, rapid vaporization and
mixing of fuel in air is very important to thorough burning of the injected fuel. This
places much emphasis on injector nozzle design, especially in direct-injection engines.

Engine work is obtained during the power stroke. The power stroke includes both the
constant-pressure process during combustion and the expansion of the hot products of
combustion after fuel injection ceases.

Diesel engines are often turbocharged and aftercooled. Addition of

a turbocharger and aftercooler can enhance the performance of a diesel engine in terms
of both power and efficiency.

The most outstanding feature of the diesel engine is its efficiency. By compressing air
rather than using an air-fuel mixture, the diesel engine is not limited by the preignition
problems that plague high-compression spark-ignition engines. Thus, higher
compression ratios can be achieved with diesel engines than with the spark-ignition
variety; commensurately, higher theoretical cycle efficiencies, when compared with the
latter, can often be realized. It should be noted that for a given compression ratio the
theoretical efficiency of the spark-ignition engine is greater than that of the
compression-ignition engine; however, in practice it is possible to operate compression-
ignition engines at compression ratios high enough to produce efficiencies greater than
those attainable with spark-ignition systems. Furthermore, diesel engines do not rely on
throttling the intake mixture to control power. As such, the idling and reduced-power
efficiency of the diesel is far superior to that of the spark-ignition engine.

The principal drawback of diesel engines is their emission of air pollutants. These
engines typically discharge high levels of particulate matter (soot), reactive
nitrogen compounds (commonly designated NOx), and odour compared with spark-
ignition engines. Consequently, in the small-engine category, consumer acceptance is
low.
A diesel engine is started by driving it from some external power source until conditions
have been established under which the engine can run by its own power. The simplest
starting method is to admit air from a high-pressure source—about 1.7 to nearly 2.4
megapascals—to each of the cylinders in turn on their normal firing stroke.
The compressed air becomes heated sufficiently to ignite the fuel. Other starting
methods involve auxiliary equipment and include admitting blasts of compressed air to
an air-activated motor geared to rotate a large engine’s flywheel; supplying electric
current to an electric starting motor, similarly geared to the engine flywheel; and
applying a small gasoline engine geared to the engine flywheel. The selection of the
most suitable starting method depends on the physical size of the engine to be started,
the nature of the connected load, and whether or not the load can be disconnected
during starting.

Major types of diesel engines

Three basic size groups

There are three basic size groups of diesel engines based on power—small, medium,
and large. The small engines have power-output values of less than 188 kilowatts, or
252 horsepower. This is the most commonly produced diesel engine type. These
engines are used in automobiles, light trucks, and some agricultural and construction
applications and as small stationary electrical-power generators (such as those on
pleasure craft) and as mechanical drives. They are typically direct-injection, in-line, four-
or six-cylinder engines. Many are turbocharged with aftercoolers.

Medium engines have power capacities ranging from 188 to 750 kilowatts, or 252 to

1,006 horsepower. The majority of these engines are used in heavy-duty trucks. They
are usually direct-injection, in-line, six-cylinder turbocharged and aftercooled engines.
Some V-8 and V-12 engines also belong to this size group.

Large diesel engines have power ratings in excess of 750 kilowatts.

These unique engines are used for marine, locomotive, and mechanical drive
applications and for electrical-power generation. In most cases they are direct-injection,
turbocharged and aftercooled systems. They may operate at as low as 500 revolutions
per minute when reliability and durability are critical.
 AUTOMOTIVE COOLING SYSTEM

Function
The engine in your car works best at a high temperature. When the engine is cold, components
wear out easily, emits more pollutants, and the engine becomes less efficient. Thus, another
important task of the cooling system is to allow the engine to warm up as quickly as possible,
and then to maintain a constant engine temperature. The main function of a cooling system is
to ensure that the engine runs at its optimum operating temperature. If the cooling system or
any part of it fails, it will overheat the engine, which can lead to many serious issues.

If your engine cooling system did not work properly then there’s something happen to it.
Overheating can cause cylinder head gaskets to explode and even crack engine blocks if the
problem is serious enough. And all this heat must be fought. If the heat cannot be removed
from the engine, the pistons are literally welded to the inside of the cylinders. Then you just
must throw the engine away and buy a new one. So, you should take care of your engine cooling
system and learn how it works.

Components of a cooling system

Radiator

The radiator acts as a heat exchanger for the engine. It is usually made of
aluminum and has many small diameter pipes with fins attached to them. It exchanges
the heat of the hot water coming from the engine with the ambient air. It also has a
drainage plug, an inlet port, a sealed cover, and an outlet port.

Water pump

When the coolant cools after being in the radiator, the water pump sends the fluid back
to the cylinder block, heater core, and cylinder head. Eventually, the liquid enters the
radiator again, where it cools down again.

Thermostat

It is a thermostat that acts as a valve for the coolant and only allows it to pass through
the radiator when a certain temperature has been exceeded. The thermostat contains
paraffin wax, which expands at a certain temperature and opens at that temperature.
The cooling system uses a thermostat to regulate the normal operating temperature of
the internal combustion engine. When the engine reaches standard operating
temperature, the thermostat is triggered. Then the coolant can enter the radiator.

Other components

Freeze Plugs: This is actually a steel plug designed to seal openings in the cylinder
block and cylinder heads created during the casting process. In frosty weather, they can
pop out if there is no frost protection.

Timing head/cover gasket: Seals major engine parts. Prevents mixing of oil, antifreeze,
and cylinder pressure.

Radiator overflow tank: This is a plastic tank that is usually installed next to the radiator
and has an inlet connected to the radiator and one overflow hole. This is the same tank
that you pour water into before driving.

Hoses: A series of rubber hoses connect the radiator to the engine through which the
coolant flows. These hoses can also start leaking after years of use.

How an engine cooling system works

To explain how a cooling system works, you must first explain what it does. It’s very
simple – the car’s cooling system cools the engine. But cooling this engine can seem
like a gigantic task, especially when you consider how much heat a car engine
generates. Think about it. The engine of a small car traveling on a highway at 50 miles
per hour will generate approximately 4,000 explosions per minute.

Along with all the friction from moving parts, this is a lot of heat that needs to be
concentrated in one place. Without an efficient cooling system, the engine will heat up
and stop running within minutes. A modern cooling system should ensure the coolness
of the car at an ambient temperature of 115 degrees, as well as warmth in the winter
weather.
Construction
How engine cooling system works
The purpose of engine cooling system
The purpose of engine cooling system is forced heat rejection from engine parts and
transfers it to atmosphere. The result of these processes is creation optimal
temperature of engine works and working cycle is proceeding normally. A vehicle
engine produces a lot of heat when it is working, and it must be cooled continuously to
avoid engine damage.

There two types of engine cooling system: liquid (liquid coolant system of engine)
or air (air coolant system of engine).
Why is it important to cool engine?
These systems take 25-35% of heat when engine is running and fuel-air mixture burning.
The optimal temperature of engine works must be between 80-95°C. This mode
provides normal engine working and it mustn`t the change from ambient temperature
changing or engine loading.
Temperature can change between 80-120°C (minimum) in start inlet stoke  to 2000-
2200 °C (maximum) in the end of power stroke. Engine parts are heat and expand if the
engine is not cooling. Finally the oil begins to burns and so friction is up, and the parts
expanding are led to pistons jammed in engine cylinder. That can be finish engine
damage. To avoid the negative final of excessive engine heating, it must be cooling. 
Excessive engine cooling is not good too
However, the excessive engine cooling is not good for normal engine running too.
Overcooling of engine leads to create condensate of fuel vapor on the engine cylinder
walls. The condensate washes oil material and liquefy oil in the crankcase. These
conditions create negative influence on the engine parts, e.g.  piston
rings wearing, pistons and cylinders wearing. And engine power and efficiency is falling
down.  
Normal engine cooling system functioning led to growing max power and engine
efficiency, so fuel economy  and engine service life have increase too. The engine
cooling system of forced heat rejection with close type is widespread. Open cooling
systems are not use in vehicle.
Figure 1 is a schematic drawing of the engine cooling system.
 Engine cooling system scheme

Engine cooling system construction: 

1 – radiator
2 – top tank
3 – radiator cap
4 – control tube
5 – top radiator hose
6, 19 –  rubber hoses
7 – overflow hose
8,18 – inlet and outlet pipes
9 – thermostat
10 – hole
11 – cylinder block head
12 – water distribution pipes
13 – temperature sensor
14 – engine cylinder block
15, 21 – drain taps
16 – motor cooling jacket
17 – water pump
20 – bottom radiator hose
22 – bottom tank
23 – fan drive belt
24 – engine driven fan.
 Engine cooling system construction

Engine cooling system consist of motor cooling jacket 16, radiator 1,fan 24, thermostat
9, water pump with impeller 17, inlet 8 and outlet 18 pipes, fan drive belt 23,
temperature sensor 13, drain taps 15 and 21 and other parts. Around the cylinder of
engine and head of cylinder is space with double walls (water cooling jacket and water
cavity), where liquid circulations.
How an engine cooling system works
In time of engine working the cooling liquid heats up and water pump gives it to the
radiator for cooling, than the liquid flows into engine water cooling jacket again. This
circulation of cooling liquid (engine-radiator-engine) provides the reliable engine work.

THE FUNCTION AND CONSTRUCTION OF FUEL SYSTEM IN A DIESEL ENGINE

DIESEL FUEL SYSTEM BASICS

The function of the diesel fuel system is to inject a precise amount of atomized and
pressurized fuel into each engine cylinder at the proper time. Combustion in a diesel
engine occurs when this rush of fuel is mixed with hot compressed air. (No electrical
spark is used in a gasoline engine.)
The fuel system consists of the following components. 

 FUEL TANKS 
There are many different types and shapes of fuel tanks. Each size and shape is
designed for a specific purpose. The fuel tank must be capable of storing enough fuel
to operate the engine for a reasonable length of time. The tank must be closed to
prevent contamination by foreign objects. It must also be vented to allow air to enter,
replacing any fuel demanded by the engine. Three other tank openings are required--one
to fill, one to discharge, and one to drain.

 FUEL LINES 
There are three types of diesel fuel lines. These include heavyweight lines for the high
pressures found between the injection pump and the injectors, medium weight lines for
the light or medium fuel pressures found between the fuel tank and injection pump, and
lightweight lines where there is little or no pressure.
 FUEL FILTERS 
Diesel fuel must be filtered not once, but several times in most systems. A typical
system might have three stages of progressive filters--a filter screen at the tank or
transfer pump, a primary fuel filter, and a secondary fuel filter. In series filters, all the
fuel goes through one filter and then through the other. In parallel filters, part of the fuel
goes through each filter.

 FUEL TRANSFER PUMPS 

Simple fuel systems use gravity or air pressure to get fuel from the tank to the injection
pump. On modern high-speed diesel engines, a fuel transfer pump is normally used.
This pump, driven by the engine, supplies fuel automatically to the diesel injection
system. The pump often has a hand primer lever for bleeding air from the system.
Modern injection pumps are almost all jerk pumps that use the plunger and cam
method of fuel injection.

 FUEL INJECTION SYSTEMS 

There are four primary systems for injecting fuel:

     1. Individual pump and injector for each cylinder

     2. Combined pump and injector for each cylinder (unit injector type)
     3. One pump serving injectors for several cylinders (distributor type)
     4. Pumps in a common housing with injectors for each cylinder (common rail
system)
The common rail system is rapidly gaining popularity for on-road applications. The in-
line and distributor types are used on off-road vehicles and industrial machines.
 High Pressure Common Rail Fuel System Diagram

 FUEL INJECTORS 
Diesel fuel injectors are arguably the most important fuel system component. The job of
the injectors is to deliver a precise amount of atomized and pressurized fuel into each
cylinder. Highly atomized, pressurized fuel distributed evenly throughout the cylinder
results in increased power and fuel economy, decreased engine noise, and smoother
operation.  

Modern diesel fuel injectors, such as those found in common rail fuel systems, use
piezoelectricity. Piezoelectric injectors are extremely precise and can handle the very
high pressures found in common-rail applications. 

 DIESEL FUEL 
The fuel used in modern high-speed diesel engines is derived from the heavier residues
of crude oil that are left over after the more volatile fuels such as gasoline are removed
during the refining process. The most common grade of diesel fuel is 2-D, more
commonly known as ultra low sulfur diesel (ULSD). 
 WATER 
A common enemy of diesel fuel systems is water. Unfortunately, water is more
common in diesel fuel than most people realize. Should water find its way into an
injection system, it will rapidly oxidize ferrous metal (steel) components. Some of the
most common failures attributed to water include:
  • Injection component seizure
  • Sticky metering components in both the pump and injector
  • Governor/metering component failure
A diesel fuel system is a critical component of any diesel engine and its optimum
operation is essential for peak performance. E-ZOIL manufactures several additives
formulated to address common issues encountered by the diesel fuel system. E-ZOIL
additives increase fuel system lubricity and prevent premature failure of fuel pumps and
injectors. Check out our line of additives to protect your fuel and equipment!

The purpose of car fuel system

Car fuel system`s purpose is supply fuel from fuel tank to the engine cylinder. Also this
system provides the fuel storage and cleaning before admission to the cylinder.
The base fuel system has next main elements:
1. Fuel tank – it is a fuel storage reservoir. The fuel tank of modern cars is a
difficult system, which includes next elements: reservoir, fuel neck, fuel
gauge, fuel pump, and others;
2. Fuel Pipeline system – these is pipelines that provide fuel supply to other fuel
elements;
3. Fuel pump – is a device which pumping the fuel from tank to the engine; Fuel
pump of modern injection systems creates enough high pressure. Electrical fuel
pumps are common using on the modern car. Diesel engine pumps can be two
types of: low and high pressure. Typically high pressure pump are used on the
diesel engine.
4. Fuel filter (or filters). There are two types of fuel filters, like coarse fuel filter
and fine fuel filter; The purpose of filters are cleaning of fuel from different types
of dirty, dusty and so on.
5. Fuel injection device or Carburetor. It is device in which supply fuel and air to
creating air-fuel mixture.  

Fuel injection device – are nozzles of the diesel or engine injector.But the fuel nozzles
are located into the head cylinder in diesel motors and direct fuel injector motors. And in
injector motors fuel nozzles are into intake manifold.
Fuel injection system construction. For the engine to run smoothly and efficiently, it
needs to be provided with the right quantity of fuel/air mixture according to its demands.
A fuel injection system consists of:
1. Fuel tank
2. Fuel pump
3. Fuel line
4. Fuel filter
5. Fuel accumulator
6. Fuel distributor
7. Inlet tract
8. Inlet manifold
9. Injectors
Mechanical Operation

 In any internal combustion engine, fuel and oxygen are combined in a combustion
process to produce the power to turn the crankshaft of the engine. The combustion
generates high pressure exhaust gas which exerts a force on the face of a piston. The
piston moves inside a cylinder and is connected to the crankshaft by a rod which
transmits the power. There are many moving parts is this power train as shown in this
computer animation:
The job of the lubrication system is to distribute oil to the moving parts to reduce
friction between surfaces which rub against each other.

The lubrication system used by the Wright brothers is quite simple. An oil pump is
located on the bottom of the engine, at the left of the figure. The pump is driven by a
worm gear off the main exhaust valve cam shaft. The oil is pumped to the top of the
engine, at the right, inside a feed line. Small holes in the feed line allow the oil to drip
inside the crankcase. In the figure, we have removed the fuel system and peeled back
the covering of the crankcase to see inside. The oil drips onto the pistons as they move
in the cylinders, lubricating the surface between the piston and cylinder. The oil then
runs down inside the crankcase to the main bearings holding the crankshaft. Oil is
picked up and splashed onto the bearings to lubricate these surfaces. Along the outside
of the bottom of the crankcase is a collection tube which gathers up the used oil
and returns it to the oil pump to be circulated again. Notice that the brothers did not
lubricate the valves and rocker assembly for the combustion chambers.

Engine Lubrication System Construction

The purpose of engine lubricating system is oil

supply to the rubbing surfaces of
the engine parts, that reducing friction between
them. This in turn allows you to reduce the loss
of engine power for overcome friction. During
engine operation motor oil is circulation between
the engine details, provide cooling and save them
from wearing. It`s need note that oil layer on
the piston do the better engine compression.

Lubrication system in automobiles

Automobile engines have combined lubrication system. In this case, especially loaded
engine parts, such as main and connecting rod bearings of
the crankshaft, camshaft bearings, rocker arms and other parts are lubricating under
pressure.  And other parts are lubricated by splashing oil in engine.

Lubrication system construction

Lubrication system consists of lubrication pump 3 (which is inside
the crankcase 22), lube oil filter 17,   main oil lines 6 with channels, oil cooler 8, oil filler
neck with cap 9, oil level gauge  26 and others parts.
How an engine lubrication system works
The lubrication pump is driven by a camshaft using two gears. The gear is made
integrally with the camshaft, and the wheel is mounted on the intermediate shaft of the
lubrication pump drive. By engine operation the oil from the crankcase 22 is running by
the pump through the oil receiver 2 and pumped into the filter 17.
Lubrication System Construction

1 and 18 – oil drain plugs; 2 – oil receiver; 3 – lubrication pump; 4 – oil pressure relief
valve; 5 – crankshaft; 6 – main oil line; 7 – camshaft; 8 – oil cooler; 9 – oil filler neck
with cap; 10 – rocker arm; 11 – engine block cover; 12 – engine block head; 13 – valve;
14 – valve push rod; 15 – push rod; 16 – oil pressure gauge;   17 – oil filter; 19 – oil
pressure sensor; 20 – limit valve; 21 – oil cooler tap; 22 – oil pan; 23 – connecting rod
hole; 24 and 25 – oil channels; 26 – oil level gauge;  27 – oil groove; 28 and 32 – oil
drainage channels; 29 – plug; 30 – crankshaft oil channel; 31- dirt traps; 33 – tube for
gear wheels lubrication; 34 – grooves on the camshaft neck; 35 – camshaft gear
wheel; 36 – crankshaft gear wheel.

The oil enters the oil line passed the filter, and from the oil line is moving through the
transverse channels in the cylinder block. Then oil is supplied to the crankshaft main
bearings 5 and the camshaft bearings.

There are drilled holes for the passage of oil to the

main necks of the crankshaft in the upper bearing
bushes of the main bearings.  Oil distribution grooves
are made on the main bearing shells, constantly
communicating with the channels 30 drilled in the
cheeks, through which oil flows from the main
journals to the crankpin journals. There are dirt
traps 31 for additional oil centrifugal cleaning in the
crank pin journals of the crankshaft. After that, the oil
enters to the mating crank pin of the crankshaft – the connecting rod bearing.

Some engines have the small holes 23 are made in the lower

heads of the connecting rods. Pulsating oil flow is supplied to
the cylinder walls or camshaft cams through them (when they
coincide with the holes in the connecting rods of the
crankshaft).
The rocker arms 10 and upper valve push rod are also
lubricated by a pulsating flow. The fifth camshaft journal has an
annular groove. When the shaft rotation, this groove connects
the vertical channel 25 to the channel in the cylinder block. The
oil enters the channel 24 of the head engine block 12 from the
channel 25. Also there is a hole through which oil is supplied to
the rocker arm. Oil is supplied to the upper tips of the rods
through the channels in the short arms of the rocker arm.
Flowing down the rods, the oil lubricates their lower tips,
pushers 15 and cams of the camshaft, and then flows into the
oil pan. The oil is sprayed up by the rotating parts of the crank
mechanism, forming an oil mist. There is a hole in the cylinder
front end of the block into which the tube 33 was inserted. By the camshaft rotates, oil
enters through the groove 34, the tube 33 to the camshaft gear wheels 35 and 36.
Valves of engine lubrication system
There are three valves in engine lubrication system: oil pressure relief valve 4 (located
in lubrication pump cap), regulator valve, limit valve 20.