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About Diesel Engines

The information on this page is referenced from Wikipedia https://en.wikipedia.org/wiki/Diesel_engine and is supplied here for reference.

Diesel mechanichttps://en.wikipedia.org/wiki/Diesel_mechanic
A diesel mechanic is a mechanic who works on diesel engines, often in trucks and heavy equipment.

Diesel Engines

Although it had been invented in 1897, the diesel engine did not appear in production trucks until Benz introduced it in 1923. The diesel engine was not common in trucks in Europe until the 1930s. In the United States, Autocar introduced diesel engines for heavy applications in the mid-1930s. Demand was high enough that Autocar launched the “DC” model (diesel conventional) in 1939. However, it took much longer for diesel engines to be broadly accepted in the US: gasoline engines were still in use on heavy trucks in the 1970s.

The diesel engine, named after Rudolf Diesel, is an internal combustion engine in which ignition of the fuel is caused by the elevated temperature of the air in the cylinder due to mechanical compression; thus, the diesel engine is a so-called compression-ignition engine (CI engine). This contrasts with engines using spark plug-ignition of the air-fuel mixture, such as a petrol engine (gasoline engine) or a gas engine (using a gaseous fuel like natural gas or liquefied petroleum gas).

Diesel engines work by compressing only air, or air plus residual combustion gases from the exhaust (known as exhaust gas recirculation (EGR)). Air is inducted into the chamber during the intake stroke, and compressed during the compression stroke. This increases the air temperature inside the cylinder to such a high degree that atomised diesel fuel injected into the combustion chamber ignites. With the fuel being injected into the air just before combustion, the dispersion of the fuel is uneven; this is called a heterogeneous air-fuel mixture. The torque a diesel engine produces is controlled by manipulating the air-fuel ratio (λ); instead of throttling the intake air, the diesel engine relies on altering the amount of fuel that is injected, and the air-fuel ratio is usually high.

The diesel engine has the highest thermal efficiency (engine efficiency) of any practical internal or external combustion engine due to its very high expansion ratio and inherent lean burn which enables heat dissipation by the excess air. A small efficiency loss is also avoided compared with non-direct-injection gasoline engines since unburned fuel is not present during valve overlap and therefore no fuel goes directly from the intake/injection to the exhaust. Low-speed diesel engines (as used in ships and other applications where overall engine weight is relatively unimportant) can reach effective efficiencies of up to 55%. The combined cycle gas turbine (Brayton and Rankin cycle) is a combustion engine that is more efficient than a diesel engine, but it is, due to its mass and dimensions, unsuited for vehicles, watercraft, or aircraft.

Diesel engines may be designed as either two-stroke or four-stroke cycles. They were originally used as a more efficient replacement for stationary steam engines. Since the 1910s, they have been used in submarines and ships. Use in locomotives, buses, trucks, heavy equipment, agricultural equipment and electricity generation plants followed later. In the 1930s, they slowly began to be used in a few automobiles. Since the 1970s, the use of diesel engines in larger on-road and off-road vehicles in the US has increased. According to Konrad Reif (2012), the EU average for diesel cars accounts for half of newly registered cars.

The world’s largest diesel engines put in service are 14-cylinder, two-stroke marine diesel engines; they produce a peak power of almost 100 MW each.

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Operating Principle Characteristics of Diesel Engines

The characteristics of a diesel engine are ..

Compression ignition: Due to almost adiabatic compression, the fuel ignites without any ignition-initiating apparatus such as spark plugs.
Mixture formation inside the combustion chamber: Air and fuel are mixed in the combustion chamber and not in the inlet manifold.
Torque adjustment solely by mixture quality: Instead of throttling the air-fuel mixture, the amount of torque produced is set solely by the mass of injected fuel, always mixed with as much air as possible.
Heterogeneous air-fuel mixture: The dispersion of air and fuel in the combustion chamber is uneven.
High air ratio: Due to always running on as much air as possible and not depending on exact mixture of air and fuel, diesel engines have an air-fuel ratio leaner than stochiometric ( λ v ≥ λ m i n > 1 {\displaystyle \lambda _{v}\geq \lambda _{min}>1} {\displaystyle \lambda _{v}\geq \lambda _{min}>1}).
Diffusion flame: At combustion, oxygen first has to diffuse into the flame, rather than having oxygen and fuel already mixed before combustion, which would result in a premixed flame.
Fuel with high ignition performance: As diesel engines solely rely on compression ignition, fuel with high ignition performance (cetane rating) is ideal for proper engine operation, fuel with a good knocking resistance (octane rating), e.g. petrol, is suboptimal for diesel engines.

Efficiency of a diesel engine

Due to its high compression ratio, the diesel engine has a high efficiency, and the lack of a throttle valve means that the charge-exchange losses are fairly low, resulting in a low specific fuel consumption, especially in medium and low load situations. This makes the diesel engine very economical. Even though diesel engines have a theoretical efficiency of 75%, in practice it is much lower. In his 1893 essay Theory and Construction of a Rational Heat Motor, Rudolf Diesel describes that the effective efficiency of the diesel engine would be in between 43.2% and 50.4%, or maybe even greater. Modern passenger car diesel engines may have an effective efficiency of up to 43%, whilst engines in large diesel trucks and buses can achieve peak efficiencies around 45%. However, average efficiency over a driving cycle is lower than peak efficiency. For example, it might be 37% for an engine with a peak efficiency of 44%. The highest diesel engine efficiency of up to 55% is achieved by large two-stroke watercraft diesel engines.

Major advantages of a diesel engine

Diesel engines have several advantages over engines operating on other principles:

  • The diesel engine has the highest effective efficiency of all combustion engines.
  • Diesel engines inject the fuel directly into the combustion chamber, have no intake air restrictions apart from air filters and intake plumbing and have no intake manifold vacuum to add parasitic load and pumping losses resulting from the pistons being pulled downward against intake system vacuum.
  • Cylinder filling with atmospheric air is aided and volumetric efficiency is increased for the same reason.
  • Although the fuel efficiency (mass burned per energy produced) of a diesel engine drops at lower loads, it doesn’t drop quite as fast as that of a typical petrol or turbine engine.
  • Diesel engines can combust a huge variety of fuels, including several fuel oils that have advantages over fuels such as petrol. These advantages include:
    • Low fuel costs, as fuel oils are relatively cheap
    • Good lubrication properties
    • High energy density
    • Low risk of catching fire, as they do not form a flammable vapour
  • Biodiesel is an easily synthesised, non-petroleum-based fuel (through transesterification) which can run directly in many diesel engines, while gasoline engines either need adaptation to run synthetic fuels or else use them as an additive to gasoline (e.g., ethanol added to gasohol).


Diesel engines have a very good exhaust-emission behaviour. The exhaust contains minimal amounts of carbon monoxide and hydrocarbons. Direct injected diesel engines emit approximately as much nitrogen oxides as Otto cycle engines. Swirl chamber and precombustion chamber injected engines, however, emit approximately 50% less nitrogen oxides than Otto cycle engines when running under full load. Compared with Otto cycle engines, diesel engines emit one-tenth the pollutants and also less carbon dioxide (comparing the raw emissions without exhaust gas treatment).
They have no high voltage electrical ignition system, resulting in high reliability and easy adaptation to damp environments. The absence of coils, spark plug wires, etc., also eliminates a source of radio frequency emissions which can interfere with navigation and communication equipment, which is especially important in marine and aircraft applications, and for preventing interference with radio telescopes. (For this reason, only diesel-powered vehicles are allowed in parts of the American National Radio Quiet Zone.)
Diesel engines can accept super- or turbocharging pressure without any natural limit, constrained only by the design and operating limits of engine components, such as pressure, speed and load. This is unlike petrol engines, which inevitably suffer detonation at higher pressure if engine tuning and/or fuel octane adjustments are not made to compensate.

Fuel Injection

Diesel engines rely on the air/fuel mixing being done in the cylinder, which means they need a fuel injection system. The fuel is injected directly into the combustion chamber, which can be either a segmented combustion chamber, known as indirect injection (IDI), or an unsegmented combustion chamber, known as direct injection (DI). The definition of the diesel engine is specific in requiring that the fuel be introduced directly into the combustion, or pre-combustion chamber, rather than initially into an external manifold. For creating the fuel pressure, diesel engines usually have an injection pump. There are several different types of injection pumps and methods for creating a fine air-fuel mixture. Over the years many different injection methods have been used. These can be described as the following:

  • Air blast, where the fuel is blown into the cylinder by a blast of air.
  • Solid fuel / hydraulic injection, where the fuel is pushed through a spring loaded valve / injector to produce a combustible mist.
  • Mechanical unit injector, where the injector is directly operated by a cam and fuel quantity is controlled by a rack or lever.
  • Mechanical electronic unit injector, where the injector is operated by a cam and fuel quantity is controlled electronically.
  • Common rail mechanical injection, where fuel is at high pressure in a common rail and controlled by mechanical means.
  • Common rail electronic injection, where fuel is at high pressure in a common rail and controlled electronically.


Torque Controlling

A necessary component of all diesel engines is a mechanical or electronic governor which regulates the torque of the engine and thus idling speed and maximum speed by controlling the rate of fuel delivery. This means a change of λ v {\displaystyle \lambda _{v}} \lambda_v. Unlike Otto-cycle engines, incoming air is not throttled. Mechanically-governed fuel injection systems are driven by the engine’s accessory gear train or serpentine belt. These systems use a combination of springs and weights to control fuel delivery relative to both load and speed. Modern electronically controlled diesel engines control fuel delivery by use of an electronic control module (ECM) or electronic control unit (ECU). The ECM/ECU receives an engine speed signal, as well as other operating parameters such as intake manifold pressure and fuel temperature, from a sensor and controls the amount of fuel and start of injection timing through actuators to maximise power and efficiency and minimise emissions. Controlling the timing of the start of injection of fuel into the cylinder is a key to minimizing emissions, and maximizing fuel economy (efficiency), of the engine. The timing is measured in degrees of crank angle of the piston before top dead centre. For example, if the ECM/ECU initiates fuel injection when the piston is 10° before TDC, the start of injection, or timing, is said to be 10° before TDC. Optimal timing will depend on the engine design as well as its speed and load.

Types of Fuel Injection

Air-blast injection

Diesel’s original engine injected fuel with the assistance of compressed air, which atomised the fuel and forced it into the engine through a nozzle (a similar principle to an aerosol spray). The nozzle opening was closed by a pin valve lifted by the camshaft to initiate the fuel injection before top dead centre (TDC). This is called an air-blast injection. Driving the compressor used some power but the efficiency was better than the efficiency of any other combustion engine at that time. Also, air-blast injection made engines very heavy and did not allow for quick load changes making it unsuitable for road vehicles.

Indirect injection

An indirect diesel injection system (IDI) engine delivers fuel into a small chamber called a swirl chamber, precombustion chamber, pre chamber or ante-chamber, which is connected to the cylinder by a narrow air passage. Generally the goal of the pre chamber is to create increased turbulence for better air / fuel mixing. This system also allows for a smoother, quieter running engine, and because fuel mixing is assisted by turbulence, injector pressures can be lower. Most IDI systems use a single orifice injector. The pre-chamber has the disadvantage of lowering efficiency due to increased heat loss to the engine’s cooling system, restricting the combustion burn, thus reducing the efficiency by 5–10%. IDI engines are also more difficult to start and usually require the use of glow plugs. IDI engines may be cheaper to build but generally require a higher compression ratio than the DI counterpart. IDI also makes it easier to produce smooth, quieter running engines with a simple mechanical injection system since exact injection timing is not as critical. Most modern automotive engines are DI which have the benefits of greater efficiency and easier starting; however, IDI engines can still be found in the many ATV and small diesel applications. Indirect injected diesel engines use pintle-type fuel injectors.

Helix-controlled direct injection

Direct injection Diesel engines inject fuel directly into the cylinder. Usually there is a combustion cup in the top of the piston where the fuel is sprayed. Many different methods of injection can be used. Usually, an engine with helix-controlled mechanic direct injection has either an inline or a distributor injection pump. For each engine cylinder, the corresponding plunger in the fuel pump measures out the correct amount of fuel and determines the timing of each injection. These engines use injectors that are very precise spring-loaded valves that open and close at a specific fuel pressure. Separate high-pressure fuel lines connect the fuel pump with each cylinder. Fuel volume for each single combustion is controlled by a slanted groove in the plunger which rotates only a few degrees releasing the pressure and is controlled by a mechanical governor, consisting of weights rotating at engine speed constrained by springs and a lever. The injectors are held open by the fuel pressure. On high-speed engines the plunger pumps are together in one unit. The length of fuel lines from the pump to each injector is normally the same for each cylinder in order to obtain the same pressure delay. Direct injected diesel engines usually use orifice-type fuel injectors.

Electronic control of the fuel injection transformed the direct injection engine by allowing much greater control over the combustion.

Unit direct injection

Unit direct injection, also known as Pumpe-Düse (pump-nozzle), is a high pressure fuel injection system that injects fuel directly into the cylinder of the engine. In this system the injector and the pump are combined into one unit positioned over each cylinder controlled by the camshaft. Each cylinder has its own unit eliminating the high-pressure fuel lines, achieving a more consistent injection. Under full load, the injection pressure can reach up to 220 MPa. Unit injection systems used to dominate the commercial diesel engine market, but due to higher requirements of the flexibility of the injection system, they have been rendered obsolete by the more advanced common-rail-system.

Common rail direct injection

Common rail (CR) direct injection systems do not have the fuel metering, pressure-raising and delivery functions in a single unit, as in the case of a Bosch distributor-type pump, for example. A high-pressure pump supplies the CR. The requirements of each cylinder injector are supplied from this common high pressure reservoir of fuel. An Electronic Diesel Control (EDC) controls both rail pressure and injections depending on engine operating conditions. The injectors of older CR systems have solenoid-driven plungers for lifting the injection needle, whilst newer CR injectors use plungers driven by piezoelectric actuators that have fewer moving mass and therefore allow even more injections in a very short period of time. The injection pressure of modern CR systems ranges from 140 MPa to 270 MPa.