Developing a High-Powered Diesel Engine for Railway Traction

1968 ◽  
Vol 90 (4) ◽  
pp. 375-383
Author(s):  
T. Schur
Keyword(s):  
Diesel Engine ◽  
Field Research ◽  
Bench Test ◽  
Design Criteria ◽  
Railway Traction ◽  
Locomotive Engine ◽  
Stroke Cycle ◽  
Engine Type ◽  
Locomotive Diesel

The paper deals, first of all, with the design criteria for the new Sulzer four-stroke locomotive engine being developed by the author’s firm and how some of these derived from two experimental engines which, although identical in construction, were operated on the four-stroke and two-stroke cycle, respectively. Field research as well as elaborate bench test facilities have been provided to perfect the new locomotive diesel engine. The work that has recently been carried out on some of the more important components of this is described. Some mention is made of the problems encountered with combustion and pressure charging at the high specific loads to which this engine type is being taken.

Crankcase Blowby Characterization From an EMD 16-645-E Locomotive Diesel Engine

2003 ◽  
Author(s):  
Steven G. Fritz ◽  
Adam Schumann ◽  
Brian Smith
Keyword(s):  
Diesel Engine ◽  
Flow Rate ◽  
Diesel Locomotive ◽  
Air Filters ◽  
Air Filter ◽  
Flow Rates ◽  
Locomotive Engine ◽  
Series Of Experiments ◽  
Locomotive Diesel ◽  
Exhaust Particulate

This paper documents results from an experimental study performed to determine the contribution of crankcase blowby to exhaust particulate matter (PM) emissions from an EMD 16-645-E, roots-blown, 1,500 kW, diesel locomotive engine. The EMD 16-645-E roots-blown engine is equipped with a closed crankcase system, where blowby is routed through an inertial separator and then into the intake air system, downstream of the intake air filters, but upstream of the roots blowers. This paper describes the system used to quantify the blowby flow rate, the blowby PM concentration (mg/m3), and the PM mass flow rate (g/hr) that is returned to the engine intake air. Since crankcase blowby is drawn from the crankcase and into the intake air due to the vacuum created by the intake air filter restriction, a series of experiments were also performed to document blowby flow rates as a function of intake air filter restriction. Blowby PM measurements were also taken upstream and downstream of the inertial separator that is used to remove some of the larger blowby aerosol particles. These data were then used to calculate the filtration efficiency of the inertial blowby separator. The crankcase blowby PM emissions are compared to the engine-out exhaust PM emissions. Results from this study indicate that for the EMD 16-645-E locomotive diesel engine tested, crankcase blowby represents less than 2 percent of the total exhaust PM emissions.

Development of the Low-Emission GE-7FDL High-Power Medium-Speed Locomotive Diesel Engine

2003 ◽  
Vol 125 (2) ◽  
pp. 505-512 ◽  
Author(s):  
G. Chen ◽  
P. L. Flynn ◽  
S. M. Gallagher ◽  
E. R. Dillen
Keyword(s):  
Diesel Engine ◽  
Fuel Efficiency ◽  
Function Evaluation ◽  
Engine Fuel ◽  
Medium Speed ◽  
Low Emission ◽  
Locomotive Engine ◽  
Engine System ◽  
Reliability Performance ◽  
Locomotive Diesel

This paper summarizes the technical development of the low-emission GE-7FDL series locomotive diesel engine. The development focused on reducing the engine exhaust NOx emission significantly while reducing and curbing other visible and nonvisible emissions with minimal adverse impact on the engine fuel efficiency and minimal changes to the engine system and components. Concepts were analyzed, and were investigated using a single-cylinder 7FDL research engine. A low-emission 16-cylinder 7FDL engine and a GE locomotive prototype were built and tested for performance demonstration, function evaluation, and design optimization. The GE low-emission 7FDL engines and locomotives have been in production. The newly developed low-emission locomotive engine meets the EPA Tier-0 levels without fuel efficiency penalty. This was accomplished with minimal changes to the engine system and components. The desired engine reliability performance is retained. The engines are interchangeable with the preceding 7FDL baseline models, and the upgrade of the existing baseline engines to the low-emission version is facilitated.

Characteristics of injection of diesel fuel, rapeseed oil and their mixtures in diesel engines of various types

2021 ◽  
pp. 167-178
Author(s):  
Keyword(s):  
Diesel Engine ◽  
Diesel Fuel ◽  
Diesel Engines ◽  
Rapeseed Oil ◽  
High Speed ◽  
Fuel Injection ◽  
Experimental Studies ◽  
Fuel Injector ◽  
High Speed Diesel ◽  
Engine Type

The necessity of adapting diesel engines to work on vegetable oils is justified. The possibility of using rapeseed oil and its mixtures with petroleum diesel fuel as motor fuels is considered. Experimental studies of fuel injection of small high-speed diesel engine type MD-6 (1 Ch 8,0/7,5)when using diesel oil and rapeseed oil and computational studies of auto-tractor diesel engine type D-245.12 (1 ChN 11/12,5), working on blends of petroleum diesel fuel and rapeseed oil. When switching autotractor diesel engine from diesel fuel to rapeseed oil in the full-fuel mode, the mass cycle fuel supply increased by 12 %, and in the small-size high-speed diesel engine – by about 27 %. From the point of view of the flow of the working process of these diesel engines, changes in other parameters of the fuel injection process are less significant. Keywords diesel engine; petroleum diesel fuel; vegetable oil; rapeseed oil; high pressure fuel pump; fuel injector; sprayer

Study on Friction Reduction and Anti-Scuffing Technology of Duplex Ion Nitrocarburizing and Sulphurizing

2008 ◽  
Vol 373-374 ◽  
pp. 476-479 ◽  
Author(s):  
C.H. Hu ◽  
Shi Ning Ma ◽  
Yu Lin Qiao ◽  
J.P. Zou ◽  
Y.D. Gao ◽  
...  
Keyword(s):  
Surface Layer ◽  
Diesel Engine ◽  
New Technology ◽  
Friction Reduction ◽  
Bench Test ◽  
Wear Volume ◽  
Engine Cylinder ◽  
Nitrocarburized Layer ◽  
Alloy Cast Iron ◽  
Alloy Cast

A new technology, duplex ion nitrocarburizing and sulphurizing technology (DINS), for friction reduction and anti-scuffing applications of diesel engine cylinder was studied. Duplex ion nitrocarburized-sulphurized layer was prepared on the surface of CrMoCu alloy cast iron by using the DINS process. The morphology, phase structure and tribological behaviors under sulphur contained additive lubrication were investigated. Results show that the sulphide surface layer of the duplex layer is mainly composed of close-packed hexagonal structured FeS phase and cubic structured FeS2 phase. The nitrocarburized sub-surface layer of the duplex layer is mainly composed of Fe2C and Fe3N phases. The harder nitrocarburized layer can provide effective support to the softer sulphide layer and avoid its lamellar tear. The synergistic effect between the duplex layer and the sulphur contained additive lubricant, resulted in 10% and 33.3% reduction in coefficient of friction and wear volume, respectively, compared with those of the sulphurized surface, and 25% and 50.1% reduction, respectively, compared with those of the plain surface. Bench test of diesel engine further demonstrated that the DINS process can provide the treated cylinder with superior properties in anti-scuffing and friction reduction, so that it can be used to prolong the service life of the cylinder.

Flexible Prosthetic Vein Valve

2006 ◽  
Vol 1 (2) ◽  
pp. 105-112 ◽  
Author(s):  
Rahul D. Sathe ◽  
David N. Ku
Keyword(s):  
Mechanical Design ◽  
Varicose Veins ◽  
Low Cost ◽  
Bench Test ◽  
Design Criteria ◽  
Flow Loop ◽  
Opening Pressure ◽  
Vein Thrombosis ◽  
Cyclic Flow ◽  
Opening And Closing

Over 7 million Americans suffer from chronic venous insufficiency (CVI), a disease that affects the venous system of the lower extremities. Problems associated with CVI include ulcerations, bleeding, swelling, and varicose veins, as well as deep vein thrombosis and pulmonary embolism. The presence of CVI is the result of incompetent, or malfunctioning, one-way vein valves in leg veins. There are few effective clinical therapies for treating CVI and there are currently no prosthetic vein valves commercially available. The purpose of this study was to define clinically relevant design requirements, develop functional tests for assessing a prosthetic vein valve, and design and fabricate a functional prosthetic vein valve for eventual clinical use. Engineering design methods were used to develop the valve, building a product based on well-defined consumer needs and design specifications. Emphasis was placed on creating a valve with potential clinical functionality. This clinical functionality was distilled into three major design criteria: that the valve (1) withstand backpressure of 300mmHg with less than 1.0mL∕min of leakage; (2) open with distal pressure gradients less than 5mmHg; and (3) meet criteria 1 and 2 after 500,000cycles of opening and closing. Hydrostatic testing was conducted to measure the opening pressure and reflux leak rate of the valve. Cyclic life functionality was assessed using a cyclic flow loop simulating physiologic conditions of cyclic flow and pressure found in leg veins. The valve opened with a pressure of 2.6mmHg±0.7mmHg, which matches physiologic vein valve function. The valve also withstood 300mmHg of backpressure with less than 0.5mL∕min of leakage, and maintained this performance even after 508,000cycles of opening and closing in simulated physiologic conditions. The valve’s burst pressure was a minimum of 530mmHg±10mmHg, six times greater than physiologic pressure natural vein valves experience. The valve continued to function well in an environment of vein-like tube expansion. The newly designed bi-leaflet prosthetic valve is comprised of a flexible, biocompatible material. Bench test results have shown that the valve is hydrodynamically functional and meets the mechanical design criteria for backpressure competency and opening pressure after 500,000cycles. Finally, the valve can be manufactured easily with low cost.

scholarly journals Gas Turbine Train Development in France

1975 ◽  
Author(s):  
M. R. Garde
Keyword(s):  
Diesel Engine ◽  
Gas Turbine ◽  
High Speed ◽  
Rolling Stock ◽  
Lightweight Construction ◽  
The Future ◽  
Railway Traction ◽  
Aircraft Type ◽  
Very High

This paper presents a discussion on aircraft type gas-turbine train development. For railway traction purposes, the turbo-engines used on aircraft would improve the quality of the services provided in the electrified lines. The gas turbine should insure high speed and satisfactory acceleration. It would enable relatively lightweight construction to be carried out and run at a higher speed than trains on non-electrified lines. The gas turbine will not completely replace the diesel engine, but it will enable rolling stock to be constructed for which the diesel is unsuitable, especially in the case of high-speed, lightweight trainsets and, in the future, very high-powered units.

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