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 16 kilowatts. 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.
Two-stroke and Four-stroke Engines
As noted earlier, diesel engines are designed to operate on either the two- or four-stroke cycle. In the typical four-stroke-cycle engine, the intake and exhaust valves and the fuel-injection nozzle are located in the cylinder head (see figure). Often, dual valve arrangements—two intake and two exhaust valves—are employed.
Use of the two-stroke cycle can eliminate the need for one or both valves in the engine design. Scavenging and intake air is usually provided through ports in the cylinder liner. Exhaust can be either through valves located in the cylinder head or through ports in the cylinder liner. Engine construction is simplified when using a port design instead of one requiring exhaust valves.
Fuel for diesels
Petroleum products normally used as fuel for diesel engines are distillates composed of heavy hydrocarbons, with at least 12 to 16 carbon atoms per molecule. These heavier distillates are taken from crude oil after the more volatile portions used in gasoline are removed. The boiling points of these heavier distillates range from 177 to 343 °C (351 to 649 °F). Thus, their evaporation temperature is much higher than that of gasoline, which has fewer carbon atoms per molecule.
Water and sediment in fuels can be harmful to engine operation; clean fuel is essential to efficient injection systems. Fuels with a high carbon residue can be handled best by engines of low-speed rotation. The same applies to those with high ash and sulfur content. The cetane number, which defines the ignition quality of a fuel, is determined using ASTM D613 “Standard Test Method for Cetane Number of Diesel Fuel Oil.”
Development of diesel engines
Early work
Rudolf Diesel, a German engineer, conceived the idea for the engine that now bears his name after he had sought a device to increase the efficiency of the Otto engine (the first four-stroke-cycle engine, built by the 19th-century German engineer Nikolaus Otto). Diesel realized that the electric ignition process of the gasoline engine could be eliminated if, during the compression stroke of a piston-cylinder device, compression could heat air to a temperature higher than the auto-ignition temperature of a given fuel. Diesel proposed such a cycle in his patents of 1892 and 1893.
Originally, either powdered coal or liquid petroleum was proposed as fuel. Diesel saw powdered coal, a by-product of the Saar coal mines, as a readily available fuel. Compressed air was to be used to introduce coal dust into the engine cylinder; however, controlling the rate of coal injection was difficult, and, after the experimental engine was destroyed by an explosion, Diesel turned to liquid petroleum. He continued to introduce the fuel into the engine with compressed air.
The first commercial engine built on Diesel’s patents was installed in St. Louis, Mo., by Adolphus Busch, a brewer who had seen one on display at an exposition in Munich and had purchased a license from Diesel for the manufacture and sale of the engine in the United States and Canada. The engine operated successfully for years and was the forerunner of the Busch-Sulzer engine that powered many submarines of the U.S. Navy in World War I. Another diesel engine used for the same purpose was the Nelseco, built by the New London Ship and Engine Company in Groton, Conn.
The diesel engine became the primary power plant for submarines during World War I. It was not only economical in the use of fuel but also proved reliable under wartime conditions. Diesel fuel, less volatile than gasoline, was more safely stored and handled.
At the end of the war many men who had operated diesels were looking for peacetime jobs. Manufacturers began to adapt diesels for the peacetime economy. One modification was the development of the so-called semidiesel that operated on a two-stroke cycle at a lower compression pressure and made use of a hot bulb or tube to ignite the fuel charge. These changes resulted in an engine less expensive to build and maintain.
Fuel-injection technology
One objectionable feature of the full diesel was the necessity of a high-pressure, injection air compressor. Not only was energy required to drive the air compressor, but a refrigerating effect that delayed ignition occurred when the compressed air, typically at 6.9 megapascals (1,000 pounds per square inch), suddenly expanded into the cylinder, which was at a pressure of about 3.4 to 4 megapascals (493 to 580 pounds per square inch). Diesel had needed high-pressure air with which to introduce powdered coal into the cylinder; when liquid petroleum replaced powdered coal as fuel, a pump could be made to take the place of the high-pressure air compressor.
There were a number of ways in which a pump could be used. In England the Vickers Company used what was called the common-rail method, in which a battery of pumps maintained the fuel under pressure in a pipe running the length of the engine with leads to each cylinder. From this rail (or pipe) fuel-supply line, a series of injection valves admitted the fuel charge to each cylinder at the right point in its cycle. Another method employed cam-operated jerk, or plunger-type, pumps to deliver fuel under momentarily high pressure to the injection valve of each cylinder at the right time.
The elimination of the injection air compressor was a step in the right direction, but there was yet another problem to be solved: the engine exhaust contained an excessive amount of smoke, even at outputs well within the horsepower rating of the engine and even though there was enough air in the cylinder to burn the fuel charge without leaving a discoloured exhaust that normally indicated overload. Engineers finally realized that the problem was that the momentarily high-pressure injection air exploding into the engine cylinder had diffused the fuel charge more efficiently than the substitute mechanical fuel nozzles were able to do, with the result that without the air compressor the fuel had to search out the oxygen atoms to complete the combustion process, and, since oxygen makes up only 20 percent of the air, each atom of fuel had only one chance in five of encountering an atom of oxygen. The result was improper burning of the fuel.
The usual design of a fuel-injection nozzle introduced the fuel into the cylinder in the form of a cone spray, with the vapour radiating from the nozzle, rather than in a stream or jet. Very little could be done to diffuse the fuel more thoroughly. Improved mixing had to be accomplished by imparting additional motion to the air, most commonly by induction-produced air swirls or a radial movement of the air, called squish, or both, from the outer edge of the piston toward the centre. Various methods have been employed to create this swirl and squish. Best results are apparently obtained when the air swirl bears a definite relation to the fuel-injection rate. Efficient utilization of the air within the cylinder demands a rotational velocity that causes the entrapped air to move continuously from one spray to the next during the injection period, without extreme subsidence between cycles.