Showing papers on "Carbureted compression ignition model engine published in 1979"

Ignition timing control system for internal combustion engines

Abstract: An ignition timing control system for internal combustion engines includes a knock detecting circuit for determining the presence or absence of the knocking in response to a signal from a knock detector, and includes a correction advance computing circuit for computing a correction value of ignition advance thereby to retard the ignition timing by a predetermined angle when the knock is present and to advance the ignition timing when the knock is absent. A further battery is provided to supply electric power to the correction advance computing circuit even after a key switch associated with a main battery for supplying power to the ignition timing control system has been turned off. Hence, the correction advance computing circuit memorizes the computed advance correction value corresponding to a knock condition of the engine just prior to the turn-off of the key switch and the memorized advance correction value is made available in a subsequent operation of the ignition timing control system.

Diesel fuels having anti-wear properties

Abstract: An anti-wear compression ignition fuel for use in diesel engines comprising (1) a monohydroxy alkanol having from 1 to 5 carbon atoms, and (2) a wear inhibiting amount of a straight chain aliphatic primary amine, e.g. oleyl amine. Optionally, said fuel composition may also contain an ignition accelerator such as an organic nitrate. It has recently been disclosed in Brazilian Patent Application No. P17700392 that alcohols, such as methanol and ethanol, can be substituted for conventional petroleum derived diesel fuels for burning in diesel engines, when used in combination with an ignition accelerator, such as ethyl nitrate or nitrite. Reportedly, the addition of alkyl nitrate or nitrite accelerators to the alcohol achieves a level of auto-ignition sufficient to operate in diesel engines. Unfortunately, these fuel compositions, devoid of any petroleum derived products, are notably deficient in lubricity or lubricating properties with the result that engine wear from the use of these fuels in internal combustion reciprocating diesel engines is a serious problem. Of particular concern are wear problems associated with the fuel injector mechanisms used in such engines. Wear problems have also been encountered in diesel engines operating on light diesel fuel oils are disclosed in U.S. Pat. No. 4,002,437.

Fuel additive for diesel fuels

Abstract: An anti-wear compression ignition fuel for use in diesel engines comprising (1) a monohydroxy alkanol having from 1 to 5 carbon atoms, and (2) a wear inhibiting amount of a C 12 to C 30 hydrocarbyl succinic acid or anhydride, e.g. tetrapropenyl succinic acid. Optionally, said fuel composition may also contain an ignition accelerator such as an organic nitrate. It has recently been disclosed in Brazilian Patent Application No. P17700392 that alcohols, such as methanol and ethanol, can be substituted for conventional petroleum derived diesel fuels for burning in diesel engines, when used in combination with an ignition accelerator, such as ethyl nitrate or nitrite. Reportedly, the addition of alkyl nitrate or nitrite accelerators to the alcohol achieves a level of auto-ignition sufficient to operate in diesel engines. Unfortunately, these fuel compositions, devoid of any petroleum derived products, are notably deficient in lubricity or lubricating properties with the result that engine wear from the use of these fuels in internal combustion reciprocating diesel engines is a serious problem. Of particular concern are wear problems associated with the fuel injector mechanism used in such engines. Wear problems have also been encountered in diesel engines operating on light diesel fuel oils as disclosed in U.S. Pat. No. 4,002,437.

Methanol fueled spark ignition engine

Abstract: Methanol is delivered by a fuel pump to a reformer at a relatively high pressure, where it is heated by exhaust gases from a spark ignition engine and decomposed over a catalyst bed to form carbon dioxide and hydrogen, this being a constant pressure process. The mixture is fed to an auxiliary turbine which helps drive the output shaft of the spark ignition engine. The low pressure exhaust gases from the auxiliary turbine are mixed with air and fed to a spark ignition engine where they are combusted.

Fuel for compression ignition engines

Abstract: Fuel consumption in compression ignition engines is significantly reduced by the addition to fuel for operating said engines of from about 1.0×10-6 to about 1.0×10-3 parts by weight of at least one isomer of dinitrotoluene. Optionally, the fuel may further contain an amount of at least one metal acetylacetonate to effect an appreciable reduction in the level of combustion particulates which are produced upon ignition of the fuel.

Compression ignition IC engine - has fuel heated in absence of air above ignition point before injection into cylinders

Abstract: The engine is constructed as a diesel engine with direct fuel injection. One or more heat exchangers are inserted between the injection pumps and the cylinders. The fuel is heated in these when it is at pressure to a temp. above its ignition temp. When it is injected into the cylinders it ignites as soon as it meets the oxygen in the air in the cylinders. Combustion and expansion then follow immediately. When the engine is warm the necessary heat is drawn from the exhaust gases. When the engine is cold or lightly loaded an auxiliary electric source of heat is used.

Crankcase lubricants for four-cycle railroad and marine diesel engines

Abstract: The diesel engines used as power plants for US designed diesel electric locomotives are among the highest output rating in use for any application. In 1965, highly dispersant lubricating oils were first introduced to the railroad industry. Since that time, the engine output rating of the four-cycle railroad diesel engine has increased from 14.6 kg/sq cm (207 psi) BMEP to 19.9 kg/sq cm (282 psi), principal components have been changed in design and there has developed a world distillate fuel shortage. To meet these changes, engine lubricants with improved performance features were required, were developed and are now available. The lubrication of the 7FDL four-cycle diesel engine manufactured by the author's company over this time span is discussed form the viewpoints of: fundamental crankcase lubricant performance requirements, lubricant performance improvements and used crankcase oil condition monitoring. Particular emphasis is given to corrosive wear control and deposit control, both of which can be adversely affected by changing distillate fuel properties.

Direct injection with methanol in diesel engines for road vehicles

Abstract: The use of methanol as an alternative fuel for diesel engines was investigated for various dual-fuel systems. Direct injection of methanol combined with diesel ignition proved to be the most favourable type of operation. This method is characterized especially by the following advantages: (1) With practically soot-free operation and the use of a high proportion of methanol, in the total charge- and engine speed region disturbance-free operation results without ignition cut outs or danger of pinking. (2) The degree of efficiency is in the same range as that of diesel-engines and in the region of full charge even somewhat better than in diesel engines. (3) The NOx emission amounts to less than half that of a conventional diesel engine. The CO-, HC- and aldehyde emission are here approximately the same or, in the lower charge region, even lower. (4) The peak pressure and the maximum pressure gradient are lower than with pure gas oil operation. (5) The thermal and mechanical loading of the engine is lower. Together with the lack of a soot limit this offers a possibility for improved engine performance by increasing the effective average pressure. In the running tests in particular cold-starting behaviour and the influence of the compression-conditions and of the air spin are studied. Further development of the dual fuel engine for mass production ought to produce no particular problems. In spite of the high construction costs the gas oil-methanol engine should be interesting in future provided there is an adequate supply of methanol. (TRRL)