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Components and
Applications of
Diesel Engine

Chapter 3 omponents and Applications of Diesel Engine

1. Introduction.
2. Main components.
2.1. Block.
2.2. Piston.
2.3. Connecting rod.
2.4. Crankshaft.
2.5. Flywheel.
2.6. Cylinder Heads.
2.7. Studs.
2.8. Gasket.
2.9. Camshaft.
2.10. Valves.
3. Engine systems.
3.1. Fuel system.
3.2. Cooling system.
3.3. Lubrication
system.
3.4. Air intake system.
3.5. Exhaust system.
4. Diesel engine
applications

3.1.

Introduction:

Diesel engines comprise many parts and systems which

all serve particular functions. These parts and systems
range from small screws through to complete fuel or
cooling systems. (1)
The components of the compression ignition engine are
mainly heavier in construction than the spark ignition
internal combustion engine. The components need to be
made more robust to take the increased stress levels
from higher compression ratios and greater torque
characteristics of the compression ignition cycle. (2)

In this chapter we will discuss the main component and systems of diesel engine and
their properties.

3.2.Main components:
The diesel engine consist of many parts work to gather to achieve its function to convert
heat energy to mechanical energy. The basic engine components have been identified in
figure 3.1. (3)

Figure 3.1 The basic engine components

3.2.1. Block:

An engine block is the core of the engine which houses nearly all of the components
required for the engine to function properly. It is divided to :
Cylinder Block :

The cylinder block can be described as the largest single part and the m a in structure, or
"backbone," of the diesel engine. Its primary function is to support cylinders and liners

as well as major engine components such as

the crankshaft and camshaft. All other engine
parts are bolted or connected to the cylinder
block in some way. (4) The cylinder block, as
shown in Figure 3.2, is generally a single unit
made from cast iron.
Diesel engines use one of two types of
cylinders. In one type, each cylinder is simply
machined or bored into the block casting,
Figure 3.2 cylinder block
making the block and cylinders an integral part.
In the second type, a machined steel sleeve is
pressed into the block casting to form the cylinder. Figure 3.3, and Figure 3.4, provide
examples of bore and sleeve types respectively . With either method, the cylinder sleeve
or bore provides the engine with the cylindrical structure needed to confine the
combustion gasses and to act as a guide for the engine's pistons. (3)

Figure 3.3 bore cylinder block

Figure 3.4 sleeve cylinder block

Cylinder liners (sleeves) may be divided into two general classifications or typesdry or
wet. The dry liner does not come in contact with the engine coolant. Instead, it fits
closely against the wall of the cooling jacket in the cylinder block. With the wet liner, the
coolant comes in direct contact with the liner. Wet liners have a cooling water space
between the engine block and liner. (2)
Wet Sleeve Block:

A wet sleeve or liner block is designed with a number of large holes into which the
cylinder sleeves are inserted. These holes are designed so that the coolant will be
circulated around the cylinder sleeve or liner The coolant is prevented from leaking into
the crankcase of the engine most often by O-ring seals at the bottom of the liner At the

top of the block a counter-bore may be cut into the block for the lip or flange of the
sleeve to fit onto and prevent coolant leakage. The uppermost part of this lip may be
slightly larger than the counter-bore to provide a sealing interference fit. Figure 3.5,
shows wet sleeve block.

Figure 3.5 wet sleeve block

Dry Sleeve Block

A dry sleeve. block is designed with a bored or honed hole in the block that allows no
coolant contact with the cylinder sleeve, The sleeve is inserted into the bored hole or it
can be either a "slip or press fit." A counter-bore is bored into the block to accommodate
the liner flange. Figure 3.6, show dry sleeve block. (4)

Figure 3.6 dry sleeve block

The Sump.

The engine sump is usually manufactured from

pressed steel but in some cases they may be cast iron
although these are extremely heavy and not seen
often these days. The sump is the engine oil
reservoir and it may also have a strainer fitted
through which the oil must pass before entering the
oil pump. The sump will be fitted with an oil drain

Figure 3.7 oil sump

attachment either for bottom discharge or out through the side for greater accessibility as
shown in Figure 3.7. The fitting of the gaskets between the sump and the block must be
done with great care. (2)
3.2.2. PISTONS

As one of the major moving parts in the power transmitting assembly, the piston must be
so designed that it can withstand the extreme heat and pressure of combustion. Pistons
must also be light enough to keep inertial loads on related parts to a minimum. The piston
aids in sealing the cylinder to prevent the escape of combustion gases. It also transmits
some of the heat through the piston rings to the cylinder wall.
Pistons have been constructed of a variety of metalscast iron, nickel-coated cast iron,
steel alloy, and aluminum alloy. Pistons of cast iron and aluminum are most commonly
used at the present time. Cast iron gives longer service with little wear; it can be fitted to
closer clearances, because it expands less with high temperatures, and it distorts less than
aluminum. Lighter weight and higher conductivity are the principal advantages of
aluminum pistons. Figure 3.8, shows components of piston. (2)

Figure 3.8 components of piston

Piston Rings

Piston rings perform three functions: seal the cylinder, distribute and control lubricating
oil on the cylinder wall, and transfer heat from the piston to the cylinder wall. All rings

on a piston perform the latter function, but two general types of ringscompression and
oilare required to perform the first two functions.
The number of rings and their location will also vary considerably with the type and size
of the piston. (2)
Compression Rings

The principal function of compression rings is to seal the cylinder and combustion space
so that the gases within the space cannot escape until they have performed their function.
Some oil is carried with the compression rings as they travel up and down the cylinder for
lubrication. Most compression rings are made of gray cast iron. Some types of
compression rings, however, have special facings, such as bronze (inserted in a slot cut in
the circumference of the ring) or a specially treated surface. Rings with the bronze
inserts are sometimes called GOLD SEAL rings, while those with special facings are
referred to as BIMETAL rings. The bimetal ring is composed of two layers of metal
bonded together, the inner layer being steel and the outer layer being cast iron. (2)
Oil Rings

Although oil rings come in a large variety of designs, they must all do two things:
distribute enough oil to the cylinder wall to prevent metal-to- metal contact, and control
the amount of oil distributed.
Without an adequate oil film between the rings and the cylinder, undue friction occurs,
resulting in excessive wear of the rings and the cylinder wall. On the other hand, too
much oil is as undesirable as not enough oil. If too much oil is distributed by the rings the
oil may reach the combustion space and burn, wasting oil and causing smoky exhaust and
excessive carbon deposits in the cylinder. Such carbon deposits may cause the rings to
stick in their grooves.
Sticking rings lead to a poor gas
seal. Thus, oil rings provide an
important function in proper
control and distribution of the
lubricating
oil.
Different
manufacturers use a variety of
terms in their technical manuals
to identify the oil rings of an
enginesuch terms as oil
control, oil scraper, oil wiper, oil
cutter, oil drain, and oil
regulating. Regardless of the
identifying terms used, all such

Figure 3.9 compression and oil rings

rings are used to limit the oil film on the

cylinder walls and to provide adequate
lubrication to the compression rings. Figure
3.9 , shows compression and oil rings.
Most oil control rings use some type of
expander to force them against the cylinder
wall as shown in Figure 3.10. This aids in
wiping the excess oil from the cylinder wall.
(2)

Figure 3.10 expander

Piston Pins And Piston Bearings:

In trunk-type piston assemblies, the only
connection between the piston and the
connecting rod is the pin (usually
referred to as the gudgeon pin) and its
bearings. These parts must be of
especially strong construction because
the power developed in the cylinder is
transmitted from the piston through the
pin to the connecting rod. The pin is the
pivot point where the straight-line, or
reciprocating, motion of the piston
changes to the reciprocating and rotating
motion of the connecting rod. Figure 3.11
shows piston pin and piston bearings.
The bearings used in connection with
most piston pins are of the sleeve bearing
or bushing type. These bearings may be
Figure 3.11 piston pin and piston bearings
further identified according to location
the piston boss piston pin bearings and the connecting rod piston bearings.
The bearings or bushings are made of bronze or similar material. Since the bushing
material is a relatively hard-bearing metal, surface-hardened piston pins are required. The
bore of the bushing is accurately ground in line for the close fit of the piston pin. Most
bushings have a number of small grooves cut in their bore for lubrication purposes Some
sleeve bushings have a press fit, while others are cold shrunk into the bosses.
If the piston pin is secured in the bosses of the piston (stationary) or if it floats (fullfloating) in both the connecting rod and piston, the piston end of the rod must be fitted
with a sleeve bushing.

Pistons fitted with semi-floating pins require no bearing at the rod end. Sleeve bushings
used in the piston end of connecting rods are similar in design to those used in piston
bosses. Generally, bronze makes up the bearing surface. Some bearing surfaces are
backed with a casehardened steel sleeve, and the bushing has a shrink fit in the rod bore.
In another variation of the sleeve-type bushing, a cast bronze lining is pressed into a steel
bushing in the connecting rod. (2)
3.2.3. Connecting Rod:

The connecting rod connects the piston to the crankshaft as shown in Figure 3.12.
The rods are made from drop-forged,
heat-treated steel to provide the required
strength. Each end of the rod is bored,
with the smaller top bore connecting to
the piston pin (wrist pin) in the piston .
The large bore end of the rod is split in
half and bolted to allow the rod to be
attached to the crankshaft. Some diesel
engine connecting rods are drilled down
the center to allow oil to travel up from
the crankshaft and into the piston pin and
piston for lubrication. (3)
Figure 3.12 connecting rod

3.2.4. Crank shaft:

The crankshaft transforms the linear motion of the pistons into a rotational motion that
is transmitted to the load. Crankshafts are made of forged steel. The forged crankshaft is
machined to produce the crankshaft bearing and connecting rod bearing surfaces. The
rod bearings are eccentric, or offset, from the center of the crankshaft as illustrated in
Figure 2.11. This offset converts the reciprocating (up and down) motion of the piston
into the rotary motion of the crankshaft.
The crankshaft does not ride directly on the cast iron block crankshaft supports, but rides
on special bearing material as shown in Figure 3.13. The connecting rods also have
bearings inserted between the crankshaft and the connecting rods. The bearing material
is a soft alloy of metals that provides a replaceable wear surface and prevents galling
between two similar metals (i.e., crankshaft and connecting rod). Each bearing is split
into halves to allow assembly of the engine. The crankshaft is drilled with oil passages
that allow the engine to feed oil to each of the crankshaft bearings and connection rod
bearings and up into the connecting rod itself.

The crankshaft has large weights, called counter weights, that balance the weight of the
connecting rods. These weights ensure an even (balance) force during the rotation of the
moving parts. (3)

Figure 3.13 crankshaft and journal bearings

3.2.5. Flywheel:

A flywheel stores up energy during the power event and releases it during the remaining
events of the operating cycle. In other words, when the speed of the shaft tends to
increase, the flywheel absorbs energy. When the speed tends to decrease, the flywheel
gives up energy to the shaft in an effort to keep shaft rotation uniform. In doing this, a
flywheel:

keeps variations in speed within desired limits at all loads.

limits the increase or decrease in speed
during sudden changes of load.
aids in forcing the piston through the
compression event when an engine is
running at low or idling speed.
provides
leverage
or
mechanical
advantage for a starting motor.
Flywheels are generally made of cast iron,
cast steel, or rolled steel. Strength of the
material from which the flywheel is made
is of prime importance because of the

Figure 3.14 flywheel

stresses created in the metal of the flywheel when the engine is operating at
maximum designed speed. Figure 3.14, shows the engine flywheel. (2)
3.2.6. Cylinder Heads :

A diesel engine's cylinder heads perform several functions. First, they provide the top
seal for the cylinder bore or sleeve. Second, they provide the structure holding exhaust
valves (and intake valves where applicable), the fuel injector, and necessary linkages. A
diesel engine's heads are manufactured in one of two ways. In one method, each cylinder
has its own head casting, which is bolted to the block. This method is used primarily on
the larger diesel engines. In the second method, which is used on smaller engines, the
engine's head is cast as one piece (multi-cylinder head).
A number of engine parts that are essential to engine operation may be found in or
attached to the cylinder head. The cylinder head for a 4-stroke cycle engine will house
intake and exhaust valves, valve guides, and valve seats as shown in Figure 3.15. The
cylinder head will also carry the valve rocker arm assembly, fuel injection valves, heater
plugs, the cover for the rocker gear as well as providing for the flow of cooling water to
essential areas of the head, air supply for combustion and discharged exhaust gases.
The design and material of a cylinder head must be such that it can withstand the rapid
changes of temperature and pressure that take place in the combustion space and the
mechanical stress that results from the head being bolted securely to the block. Cylinder
heads are made of heat-resistant alloy cast iron or aluminum alloy.

Figure 3.15 cylinder head

3.2.7. Studs

Cylinder head studs are manufactured from round rod, generally of alloy steel. Threads
are cut on both ends. The threads that screw into the block are generally made with finer

threads than those on the nut end. This design allows for a tighter fit in the block, which
keeps the stud from loosening when the stud nut is removed.

The successful fitting of the head to the block

requires care, attention and adherence to correct
procedures. This includes using torque wrenches
for exacting the correct stress on each stud and
carrying this out in the correct sequence.
Figure 3.16, shows cylinder head studs. (2)
3.2.8. Gaskets

Gaskets are used to provide a seal between two

surfaces. The type of duty may vary greatly from
the somewhat rough surfaces of water pipe Figure 3.16 cylinder head studs
flanges to the carefully ground faces of high
pressure Superheated steam pipes; from the valve cover on a cylinder head to the highly
polished surfaces of hydraulic pump components. Each duty requires the correct type
and thickness of material so it is important to understand the properties of the various
gasket materials and the exact nature of the duty.
The mating surfaces of a cylinder block and head may appear to be quite smooth;
however, if these surfaces are highly magnified irregularities can always be seen.
Gaskets will compensate for a degree of irregularity but they will not do the impossible.
If the surface of the head is rough or worse still distorted then it may be necessary to
have the face ground. Fortunately it is more common for the head to be distorted rather
than the block. It is easier to grind the head than to remove all the studs to grind the
block.
Even though the composition of gasket material varies, they have one common property compressibility. Materials used in the manufacture of gaskets vary as widely as does
gasket design. Gaskets can be made from copper and other relatively soft metals, such as
laminated steel sheets, fiber, cork, rubber, and synthetic rubber, and a combination of
materials, such as copper and fiber compounds-NOT ASBESTOS.

Combinations of gaskets, seal rings, and grommets or similar devices may be used in
head to block assembly to prevent the leakage of oil, water, and combustion gases. (2)
Figure 3.17, shows gasket.

Figure 3.17 engine gasket

3.2.9. Camshaft :

In order for a diesel engine to operate, all of its components must perform their functions
at very precise intervals in relation to the motion of the piston. To accomplish this, a
component called a camshaft is used. Figure 3.18, illustrates a camshaft and camshaft
drive gear .
A camshaft is a long bar with egg-shaped eccentric lobes, one lobe for each valve and
fuel injector (discussed later). Each
lobe has a follower as shown on Figure
3.19. As the camshaft is rotated, the
follower is forced up and down as it
follows the profile of the cam lobe. The
followers are connected to the engine's
valves and fuel injectors through
various types of linkages called
pushrods and
rocker arms . The
pushrods and rocker arms transfer the
reciprocating motion generated by the
camshaft lobes to the valves and
Figure 3.18 camshaft
injectors, opening and closing them as

needed. The valves are maintained closed by springs.

Figure 3.19 camshaft follower

The camshaft is driven by the engine's crankshaft through a series of gears called idler
gears and timing gears. The gears allow the rotation of the camshaft to correspond or be
in time with, the rotation of the crankshaft and thereby allows the valve opening, valve
closing, and injection of fuel to be timed to occur at precise intervals in the piston's
travel. In some designs the camshaft is driven by the engine's crankshaft through a chin
or belt as shown in Figure 3.20, and Figure 3.21.

Figure 3.21 chin type

Figure 3.20 belt type

To increase the flexibility in timing the valve opening, valve closing, and injection of
fuel, and to increase power or to reduce cost, an engine may have one or more camshafts.
Typically, in a medium to large V-type engine, each bank will have one or more
camshafts per head. In the larger engines, the intake valves, exhaust valves, and fuel
injectors may share a common camshaft or have independent camshafts.
3.2.10. Valves:

Valves are what let the fuel-air mixture into the cylinder, and let the exhaust out. Seems
simple enough, but there are various types of valve mechanism. (5)
Popet Valves
Their operation is simplicity itself and there are only really three variations of the same
style. The basic premise here is that the spinning camshaft operates the valves by pushing
them open, and valve return springs force them closed.
The cam lobes either operate directly on the top of the valve itself, or in some cases, on a
rocker arm which pivots and pushes on the top of the valve. The three variations of this
type of valve-train are based on the combination of rocker arms (or not) and the position
of the camshaft. Figure 3.22, shows popet valves type.
Tappet Valves
Tappet valves aren't really a unique type of valve but a derivative of Popet Valves. For
the most part, the direct spring return valve described above wouldn't act directly on the
top of the valve itself, but rather on an oil-filled tappet. The tappet is basically an upsidedown bucket that covers the top of the valve stem and contains the spring as shown in

Figure 3.22
3.24 popet valves

Figure 3.23 tappet valves

Figure 3.23. It's normally filled with oil through a small hole when the engine is
pressurized. The purpose of tappets is two-fold. The oil in them helps quiet down the
valve train noise, and the top of the tappet gives a more uniform surface for the cam lobe
to work on.
Desmodromic Valves
Well in both the above systems, the closure mechanism on the valve relies on mechanical
springs or hydraulics. There's nothing to
actually force the valve to close. With the
Ducati Desmodromic system, the camshaft
has two lobes per valve, and the only spring
is there to take up the slack in the closing
system. That's right; Ducati valves are
forced closed by the camshaft. In fact, the
stroke length, rods, and pistons all play their
part in valve timing and maximum engine
speed - it's not just the springs and valve
float. This is why F1 cars use such a small
stroke and pneumatic valves springs. In
truth, both systems, spring or Desmodromic
only work well up to a limit. (5)
Figure 3.25 Desmodromic valves

3.3.Engine systems:
A diesel engine requires six supporting systems in order to operate: fuel injection
,cooling, lubrication, air intake, exhaust, and electrical systems. Depending on the size,
power, and application of the diesel, these systems vary in size and complexity. (3)
3.3.1. Fuel system:

The fuel system stores and distributes fuel to engines on demand. A generic schematic of
fuel system is shown below As shown in Figure 3.26, fuel injection system can be
divided into two sections, Low pressure side which cleans the fuel then delivers it to
high pressure side. High pressure side which raises the fuel pressure high enough to
injection stage. Low pressure side consist of:

Fuel tank
To store an adequate quantity of fuel for at least 8 hours of operation.

Fuel filter
To filter micro particles present in the fuel and prevent damage to the injection pump and
injectors.
Fuel feed pump
To draw fuel from the service tank and deliver it under pressure to the fuel injection
pump. (6)

Figure 3.26 fuel system

0High pressure side , there are many types of

fuel injection as:
Common Rail Injection System (Type-1):

One type of common rail fuel injection

system is shown in Figure 3.27, where a
single pump supplies high pressure (100
200 bar) fuel to a header. A relief valve on
header maintains constant pressure. The
quantity of fuel injected and time of injection
are dictated by a control wedge that adjust
the lift of a mechanically operated valve.
Figure 3.27 Common Rail Injection System (Type-1

Common Rail Injection System (Type-2):

A second type of common rail fuel injection

system is shown in Figure 3.28, where a single
pump supplies high pressure (100 200 bar)
fuel to an accumulator, pressure relief and
timing valves regulate injection time and
amount of fuel. Spring loaded spray valves
merely act as check valves.

Figure 3.28 Common Rail Injection System (Type-2)

Individual pump Injection System:

As shown in Figure 3.29 an individual pump
or pump cylinder connects directly to each fuel
nozzle. Metering and injection timing
controlled by individual pumps.
Nozzle contains a delivery valve actuated by
the fuel pressure.

Distributor System:
The schematic is shown in Figure 3.30,
It shows that the fuel is metered at a
central point then the pump meters,
pressurizes and times the fuel injection.

Figure 3.29 Individual pump Injection System

Fuel is distributed to cylinders in

correct firing order by cam operated
poppet valves which admit fuel to
nozzles. (7)

Figure 3.30 Distributor System

3.3.2. Cooling systems:

Approximately 25 to 30 percent of the total heat input to the engine supplied by the fuel
is absorbed by the engine cooling system.
If this heat is not removed, engine internal temperatures would soon reach a point of
component damage and engine failure. (8)
There are two methods of cooling I.C.
engines:
Air cooling:

Air cooling is used in small diesel engines.

In this method, heat is carried away by the
air flowing over and around the cylinder. As
shown in Figure 3.31, fins are added on the
cylinder which provide additional mass of
material for conduction as well as additional
area for convection and radiation modes of
heat transfer.
Figure 3.31 air cooling

Liquid cooling :

In this method, the cylinder walls and head are provided with jackets through which the
cooling liquid can circulate. The heat is transferred from the cylinder walls to the liquid
by convection and conduction.
The liquid gets heated during its passage through the cooling jackets and is itself cooled
by means of an air cooled radiator system. The heat from liquid in turn is transferred to
air.
Engine Coolant
Engine Coolant is a mixture of water and anti-freeze, usually 50% of each. Anti-freeze,
as well as preventing the coolant from freezing in cold weather, also prevents corrosion
of the cooling system components. This is particularly important when different metals
are present in the engine, i.e. aluminum and cast iron.
Types of liquid cooling system:
a) Run through system
Used on small pump sets, where cold water is continuously passed through the engine as
shown in Figure 3.32.

b) Thermo syphon system

Used on engines without a radiator. As shown in Figure 3.33.

Figure 3.32 Run through system

Figure 3.33 Thermo syphon system

c) Closed loop system

Pressurized system through a radiator/heat
exchanger. Its the most cooling system used.
Figure 3.34, shows closed loop system.
Cooling System Components:
Radiator

Figure 3.34 closed loop system

This unit comprises of a core of tubes and fins the core is sandwiched between the top
and bottom header tank.
Water passing through the tubes is cooled as the tubes come in contact with the cooler
outside air which is forced over the tubes and fins by a radiator fan.
Radiator cooling fan.

Normally the fan is mounted and driven by the engine. Two types of fans are available,
puller and pusher.
The Puller or Sucker type sucks cold air from outside through the radiator and cools the
hot water of the engine. This type of fan is used for automotive or traction purpose.
The Pusher type of fan pushes or forces the air from the engine room to the atmosphere
through a radiator and cools the hot engine water. Used on stationary engines.
Water Pump

The water pump is normally engine mounted and engine driven through the fan belt. It
delivers cool water from the radiator to the engine water jacket. the impeller is an open

type with vanes, which when rotated, forces coolant to the engine's jacket by centrifugal
action.
Thermostat

A thermostat is a device that maintains a steady temperature over a period of time. The
thermostat is mounted on the water outlet side.
A thermostat is required to bring up the engine's operating temperatures fast, maintain
temperatures within the recommended limits even when the engine is operating on
different loads and speeds and reduce the wear and tear of engine components. (6)
3.3.3. Lubrication system:

All moving parts of a vehicle require lubrication. Without it, friction would increase
power consumption and damage the parts. The lubricant also serves as a coolant, a
noise-reducing cushion, and a sealant between engine piston rings and cylinder walls.

Figure 3.35 lubrication system

Oil is circulated under pressure from a pump that draws the lubricant from a reservoir
contained within the sump at the bottom of the engine. It is filtered and delivered under
pressure to the main crankshaft bearings from a gallery located in the side of the engine
block, and to the appropriately named big-ends of the connecting rods via holes drilled in
the shaft. Oil reaches the bores by splash although it is pumped to the camshaft and valve
gear. It then drains back down into the sump. Figure 3.35, shows the lubrication system.
Lubricating System Components

1. Oil Sump
The oil sump is usually fitted on the lowest part of the engine. It is provided with a
drain plug to enable oil draining.
2. Dipstick
The dipstick measures the quantity of oil in the sump. It is usually grooved with low
and high markings to help users maintain the correct oil level in the sump.
3. Oil strainer and suction tube
This is fitted to the suction end of the oil in the pump. It is taken from the sump by
the suction tube-cum-strainer. The strainer prevents large impurities entering the
pump and damaging it.
4. Lubricating oil pump
It helps to circulates oil around the engine's components under pressure.
5. Oil Filter .
Filters micro particles to avoid damage to bearings, journals and other components.
Oil filter element is to be replaced during every oil change.
6. Pressure regulating Valve
Regulates lubrication oil pressure within the system. usually preset, it cannot be
adjusted.
3.3.4. Air Intake System

Because a diesel engine requires close tolerances to achieve its compression ratio, and
because most diesel engines are either turbocharged or supercharged, the air entering the
engine must be clean, free of debris, and as cool as possible. (3)
Air System Components

3. Air Cleaner.
This filters the air before inducting it into the engine.
There are two main types :
a. Oil bath type.
Known as the scrubber type of cleaner, this is used for light and medium duty.
Efficiency is approximately 98.7% at recommenced air flow and will reduce at a low
air flow level.

b. Dry type
Known as the baffle type of cleaner. This is generally used for light to extra heavy
duty work. Efficiency is approx. 99.8% at all operating conditions. Air Cleaner
performance comparison oil bath versus dry type.
4. Air Inlet Manifold
This directs clean air to the cylinder for combustion. The opening depends on engine
application and fitment on equipment i.e. G.E. side, center or F.W.E. Opening.
New methods in air intake system:
Turbocharging:
Turbocharging an engine occurs when the engine's own exhaust gasses are forced
through a turbine (impeller), which rotates and is connected to a second impeller located
in the fresh air intake system. The impeller in the fresh air intake system compresses the
fresh air. The compressed air serves two functions. First, it increases the engine's
available power by increasing the maximum amount of air (oxygen) that is forced into
each cylinder. This allows more fuel to be injected and more power to be produced by
the engine. The second function is to increase
intake pressure. This improves the scavenging of
the exhaust gasses out of the cylinder.
Turbocharging is commonly found on high power
four-stroke engines.
It can also be used on two-stroke engines where the
increase in intake pressure generate by the
turbocharger is required to force the fresh air charge
into the cylinder and help force the exhaust gasses
out of the cylinder to enable the engine to run.
Figure 3.36 turbocharger
Figure 3.36,shows a turbocharger.

Supercharging:
Supercharging an engine performs the same function as turbocharging an engine as
shown in Figure 3.37. The difference is the source
of power used to drive the device that compresses
the incoming fresh air. In a supercharged engine,
the air is commonly compressed in a device called
a blower. The blower is driven through gears
directly from the engines crankshaft. The most
common type of blower uses two rotating rotors to
compress the air.
Supercharging is more
commonly found on two-stroke engines where the
higher pressures that supercharger is capable of

Figure 3.37 supercharger

generating are needed. (3)

3.3.5. Exhaust System

The exhaust system of a diesel engine performs three functions. First, the exhaust system
routes the spent combustion gasses away from the engine, where they are diluted by the
atmosphere. This keeps the area around the engine habitable. Second, the exhaust
system confines and routes the gasses to the turbocharger, if used. Third, the exhaust
system allows mufflers to be used to reduce the engine noise.
Exhaust System Components
a) Exhaust Manifold : This guides the exhaust gases smoothly from the engine to a
common exhaust pipe without much back pressure.
b) Exhaust Silencer: Reduces the exhaust noise of the engine to an acceptable level,
without causing unnecessary back pressure.
Three types of silencers are available :
1. Standard Acoustic Silencer : for commercial use.
2. Residential Silencer : to further reduce the noise level.
3. Spark Arrestor Type Silencer : specially used where there is a possibility of an
explosion of fire due to sparks from the exhaust.
c) Exhaust Pipe: Directs hot gases into the atmosphere harmlessly. (6)
Figure 3.38, shows all exhaust system components.

Figure 3.38 exhaust system components

3.4.Applications of diesel engines :

Diesel engines have historically been the most popular type of reciprocating engine for
both small and large power generation applications.1
To make a decision as to the type of engine, which is most suitable for a specific
application, several factors need to be considered. The two most important are the power
and the speed of the engine. The power requirement is determined by the maximum load.
The engine power rating should be 10-20 % more than the power demand imposed by the
end use. This prevents overloading the machine by inadvertently adding extra load,
during starting of motors or some types of lighting systems or as wear and tear on the
machinery pushes up its power consumption.
There are various other factors that have to be considered when choosing an engine for a
given application. These include the following: cooling system, abnormal environmental
conditions (dust, dirt, etc.), fuel quality, speed governing (fixed or variable speed), poor
maintenance, control system, starting equipment, drive type, ambient temperature,
altitude, humidity, etc. Suppliers or manufacturers literature will specify the required
information when purchasing an engine.5
Diesel is used in most industrial sectors overwhelmingly because it provides more power
per unit of fuel and its lower volatility makes it safer to handle. One really exciting
prospect of diesel over petrol is the possibility of eliminating petroleum consumption
entirely. Most diesel engines can be coaxed into burning vegetable oil instead of diesel
and all of them can burn various processed forms of vegetable oil without loss in life or
efficiency.
With Diesel Service & Supply, your search for a cost-effective, efficient diesel engine or
generator ends now. We offer one of the largest selections of industrial diesel engines
and generators found anywhere in the world. To get more information, simply contact us
today! 2
Diesel engines are commonly used as mechanical engines, power generators and in
mobile drives. They find wide spread use in locomotives, construction equipment,
automobiles, and countless industrial applications. Their realm extends to almost all
industries and can be observed on a daily basis if you were to look under the hood of
everything you pass by. Industrial diesel engines and diesel powered generators have
construction, marine, mining, hospital, forestry, telecommunications, underground, and
agricultural applications, just to name a few. Power generation for prime or standby
backup power is the major application of today's diesel generators.

Diesel Engine Generators -Commercial/Industrial Applications

Diesel generators are designed to meet the needs of small and medium-sized businesses
apart from heavy usage in industries. A generator is a revolutionary product that brings
clean and affordable standby power within the reach of millions of enterprises, homes
and small businesses. Reducing the cost
of backup power and making generators
easy to install is becoming the norm
these days. Figure 3.39, shows a deisel
engine generator.
Businesses lose money when they shut
down during a blackout. Considering
the impact of significant revenue loss,
the economics of investing in standby
Figure 3.39 diesel engine generator
power is compelling. To illustrate the
point: If a retail business averages $1000
an hour at the cash register, the loss of revenue during an extended outage will be very
high, not to mention the cost of having employees idle during that time. However, diesel
powered generators eliminate the risk of a blackout. Add the advantages of being open
while competitors without backup power are shut down and the cost / benefit analysis
looks even better. Investing in generators is a simple way to safeguard revenue, maintain
security, avoid losses, and protect the bottom line.

Most modern generators are engineered to meet emergency power needs. These units
continuously monitor the electrical current and automatically start up if power is
interrupted and shut off when utility service is returned. In industries, during critical
processes, generators can supply emergency power to all vital and selected loads as
desired. This quality leads to widespread use of diesel-powered generators across
recreational, residential, commercial, communication, and industrial applications. Today,
most state-of-the-art- hospitals, five star hotels, business process outsourcing centers,
manufacturing plants, telecommunications organizations, commercial buildings, data
centers, emergency facilities, large industries, and mining companies require
uninterrupted power and have backup diesel engine generators.
On the Road:

The vast majority of modern heavy road vehicles like trucks and buses, ships, longdistance trains, large-scale portable power generators, and most farm and mining vehicles
have diesel engines. However, in some countries they are not nearly as popular in
passenger vehicles as they are heavier, noisier,
have performance characteristics that make
them slower to accelerate. In general, they are
also more expensive than petrol vehicles.
Modern diesel engines have come a long way
and with Turbo Direct Injection systems now
in vehicles, one would be hard-pressed to
notice a difference between diesel and gasoline
engines.
In some countries, where tax rates make diesel
Figure 3.40 diesel engine on road
fuel much cheaper than petrol, diesel vehicles
are very popular. Newer designs have
significantly narrowed differences between petrol and diesel vehicles in these areas. The
BMW diesel lab in Austria is considered to be the worldwide leader in the development
of automotive diesel engines. After a long spell with relatively few diesel cars in its
lineup, Mercedes Benz has returned to diesel-powered cars in the 21st century with an
emphasis on high performance. Figure 3.40, shows an example of diesel engine
application in road.

In the agricultural field, tractors, irrigation pumps and threshing machines and other
equipment are predominantly diesel powered. Construction is another sector that relies
heavily on diesel power. All concrete pavers, scrapers, rollers, trenchers and excavators
run on diesel.
In the Air:

A few airplanes have been using diesel

engines since the late 1930s. The newer
automotive diesel engines have powerweight ratios comparable to the ancient
spark-ignition designs and have far
superior fuel efficiency. Their use of
electronic ignition, fuel injection, and
sophisticated
engine
management
systems also makes them far easier to
operate than mass-produced sparkignition aircraft engines. The cost of
diesel fuel compared to petrol has led to

Figure 3.41 diesel engine in air plant.

considerable interest in diesel-powered small general aviation planes, and several

manufacturers have recently begun selling diesel engines for this purpose. Figure 3.41,
shows an example of diesel engine application in air.
On the Waters:

High-speed engines are used to power

tractors, trucks, yachts, buses, cars,
compressors, generators and pumps. The
largest diesel engines are used to power
ships and liners along the high seas.
These huge engines have power outputs
up to 90,000 kW, turn at about 60 to 100
rpm, and are 15 meters tall. Figure 3.42,
shows an example of diesel engine
application on the water.

Figure 3.42 diesel engine on the water

Under the Ground:

The mining and mineral extraction sector worldwide relies heavily on diesel power to
harness natural resources such as aggregates, precious metals, iron ore, oil, gas, and coal.
Diesel-powered shovels and drills excavate these products and load them into enormous
mining trucks or onto conveyer belts that also operate on the same fuel. Overall, diesel
accounts for 72 percent of the energy used by the mining sector.
Both surface and underground mining operations rely on diesel-powered equipment to
extract materials and load trucks. The largest rubber-tired, diesel-powered equipment
used in mining are enormous off-road trucks with engines of over 2,500 horsepower,
capable of hauling over 300 tons per load. These giant trucks trundling across the land are
a sight to behold.
In the Hospital's

Emergency backup generators are a must have for any major medical healthcare
facilities. Due to the critical nature of the work these facilities do and the position
their patients are in, power failures are simply not an option. For many years, both
military and public hospitals have relied on industrial strength generator sets to take over
whenever the power goes out, whether it's from a local outage or major natural disaster
like a hurricane or flood. 3

Agriculture & Farm Equipment/Machinery

diesel engines power more than two-thirds of all

farm equipment in the United States. Farm
tractors, combines, irrigation pumps and other
equipment are the workhorses in an industry
vital to our national economy and quality of life.
In addition, diesel engines are uniquely capable
of doing demanding construction work - from
lifting steel beams and digging foundations to Figure 3.43 diesel engine in farm tractor
drilling wells and trenches. Plus, America's
mining sector relies heavily on diesel power to harness natural resources such as precious
metals, iron, oil, gas and coal.4. Figure 3.43, shows an example of diesel engine
application in agriculture.
Heavy Equipment/Machinery

The Heavy Duty Stable Flex Mounts Series includes three sizes of captive isolators for
rugged applications. The mounts are constructed of zinc plated steel and neoprene.
Typical applications include diesel generator sets and marine engines.7
Military/Defense

Four-Two Stroke Diesel Engine for Military Vehicles

Military Vehicles as a term includes a wide spectrum of applications for military
machines like tanks ,combat vehicles, infantry fighting vehicles (IFV), armored gun
systems (AGS), and supply heavy trucks. With modern combat tactics and according to
military expert engineers, any combat vehicle requires as much maneuverability as
possible to prevent enemy attack, leave a combat field rapidly and so on. This is
translated into the necessity to increase vehicle power. However, a further power
increase leads to adding weight to the engine and to the vehicles overall weight,
respectively. In fact, a combat vehicle needs extra power usually for a short period of
time only as it mostly operates under normal operating conditions. As an example of
such an extreme situation see Figure 3.44, below a flying tank. To perform such a
maneuver, any tank needs an increase in power compared to normal operating
conditions. UnSiL Co possesses the technology to create short-term engine power
increases while maintaining overall vehicle weight and with only minor modifications to
the existing engine design.
Eligible Areas Of Application
Diesel engines for combat tanks
Diesel engines for infantry fighting vehicles (IFV)
Diesel engines for military heavy trucks

Diesel engines for special purpose vehicles (i.e. emergency vehicles, fire
trucks, etc)

Figure 3.44 diesel engine in tank