Diesel Engine Crankshaft Rotational Speed Fluctuation Analysis

2003 ◽  
Author(s):  
Jouji Kimura ◽  
Takashi Yamashita
Keyword(s):  
Diesel Engine ◽  
Rotational Speed ◽  
Fuel Injection ◽  
Fluctuation Analysis ◽  
Moments Of Inertia ◽  
Speed Fluctuation ◽  
Water Pumps ◽  
Speed Fluctuations ◽  
Engine Crankshaft

Crankshafts drive many accessories such as fuel injection pumps, camshafts, oil- and water pumps, compressors, fans, alternators etc. by using either gears or belts. Since crankshaft rotational speed fluctuates and engine accessories have moments of inertia, belts slip on pulleys and gears hit other gears, which results in noise and wear. This paper describes the mechanism of the rotational speed fluctuations of crankshafts by separating rotational speed fluctuations into those for a rigid and those for a torsional crankshaft for a V-type six-, eight- and ten-cylinder diesel engine. After that, crankshaft rotational speed fluctuations at crankshaft locations are discussed.

scholarly journals Method for assessing the technical condition of marine diesel engine driving the synchronous generator

2019 ◽  
Vol 177 (2) ◽  
pp. 139-144
Author(s):  
Tomasz KNIAZIEWICZ ◽  
Marcin ZACHAREWICZ
Keyword(s):  
Diesel Engine ◽  
Rotational Speed ◽  
Synchronous Generator ◽  
Technical Condition ◽  
Marine Diesel Engine ◽  
Phase Voltage ◽  
Working Process ◽  
Working Cycle ◽  
Marine Diesel ◽  
Speed Fluctuation

The paper presents an innovative method for assessing technical condition of a marine diesel engine that drives synchronous generator. It is based on the measurement and analysis of generators phase-to-phase voltage. Additionally, it requires the measurement of a pseudoperiodic signal [3] with a period equal to duration of engines working cycle. The basis for developing method was the assumption that rotational speed fluctuations of an engines crankshaft (and also the generator) depend on a course of a working process carried out in it. The generators phase-to-phase voltage is directly dependent on a rotational speed fluctuation of its rotor. It must therefore be possible to assess a course of a working process of an engine based on a voltage waveform of a synchronous generator that cooperates ogether.

Estimation Methodology for Automotive Turbochargers Speed Fluctuations due to Pulsating Flows

2014 ◽  
Author(s):  
F. Ponti ◽  
V. Ravaglioli ◽  
M. De Cesare
Keyword(s):  
Rotational Speed ◽  
Estimation Algorithm ◽  
Mean Value ◽  
Operating Conditions ◽  
Passenger Cars ◽  
Flow Maps ◽  
Lack Of Information ◽  
Speed Fluctuation ◽  
Small Engines ◽  
Speed Fluctuations

Turbocharging technique, together with engine downsizing, will play a fundamental role in the near future as a way to reach the required maximum performance while reducing engine displacement and, consequently, CO2 emissions. However, performing an optimal control of the turbocharging system is very difficult, especially for small engines fitted with a low number of cylinders. This is mainly due to the high turbocharger operating range and to the fact that the flow through compressor and turbine is highly unsteady, while only steady flow maps are usually provided by the manufacturer. In addition, in passenger cars applications, it is usually difficult to optimize turbocharger operating conditions because of the lack of information about pressure/temperature in turbine upstream/downstream circuits and turbocharger rotational speed. This work presents a methodology suitable for instantaneous turbocharger rotational speed determination through a proper processing of the signal coming from an accelerometer mounted on the compressor diffuser or a microphone faced to the compressor. The presented approach can be used to evaluate turbocharger speed mean value and turbocharger speed fluctuation (due to unsteady flow in turbine upstream and downstream circuits), that can be correlated to the power delivered by the turbine. The whole estimation algorithm has been developed and validated for a light duty turbocharged Common-Rail Diesel engine mounted in a test cell. Nevertheless, the developed methodology is general and can be applied to different turbochargers, both for Spark Ignited and Diesel applications.

Estimation Methodology for Automotive Turbochargers Speed Fluctuations Due to Pulsating Flows

2015 ◽  
Vol 137 (12) ◽  
Author(s):  
Fabrizio Ponti ◽  
Vittorio Ravaglioli ◽  
Matteo De Cesare
Keyword(s):  
Rotational Speed ◽  
Estimation Algorithm ◽  
Mean Value ◽  
Operating Conditions ◽  
Passenger Cars ◽  
Flow Maps ◽  
Lack Of Information ◽  
Speed Fluctuation ◽  
Small Engines ◽  
Speed Fluctuations

Turbocharging technique, together with engine downsizing, will play a fundamental role in the near future as a way to reach the required maximum performance while reducing engine displacement and, consequently, CO2 emissions. However, performing an optimal control of the turbocharging system is very difficult, especially for small engines fitted with a low number of cylinders. This is mainly due to the high turbocharger operating range and to the fact that the flow through compressor and turbine is highly unsteady, while only steady-flow maps are usually provided by the manufacturer. In addition, in passenger cars applications, it is usually difficult to optimize turbocharger operating conditions because of the lack of information about pressure/temperature in turbine upstream/downstream circuits and turbocharger rotational speed. This work presents a methodology suitable for instantaneous turbocharger rotational speed determination through a proper processing of the signal coming from an accelerometer mounted on the compressor diffuser or a microphone faced to the compressor. The presented approach can be used to evaluate turbocharger speed mean value and turbocharger speed fluctuation (due to unsteady flow in turbine upstream and downstream circuits), which can be correlated to the power delivered by the turbine. The whole estimation algorithm has been developed and validated for a light-duty turbocharged common-rail diesel engine mounted in a test cell. Nevertheless, the developed methodology is general and can be applied to different turbochargers, both for spark ignited and diesel applications.

scholarly journals 1D modelling and PID control of helicopter Diesel engine rotational speed in torque changes

2021 ◽  
Vol 2130 (1) ◽  
pp. 012007
Author(s):  
P Magryta
Keyword(s):  
Diesel Engine ◽  
Rotational Speed ◽  
Internal Combustion Engines ◽  
Fuel Injection ◽  
P Element ◽  
Helicopter Rotor ◽  
Maximum Speed ◽  
P Value ◽  
Engine Operation ◽  
Dimensional Simulation

Abstract The article discusses the results of simulation tests concerning the operation of a diesel engine for a light helicopter. The tests were carried out in the AVL Boost software which is used to analyze dynamic phenomena in internal combustion engines. The research object was a newly designed diesel engine of a V8 structure and a power of 330 kW. This engine was designed to be used in the construction of a light class helicopter. The created one-dimensional simulation model included all the main engine components as well as the connection to the helicopter main transmission and the helicopter rotor. The tests consisted in selecting the P value in the PID controller used to control the amount of fuel injected into the engine. The change in the P value indirectly influenced the reaction of the engine to a change in power and torque during horizontal flight of a helicopter. These changes were introduced by changing thrust torque in the helicopter rotor. The fuel injection regulator was designed to maintain a constant engine rotational speed. The maximum speed deviations from the nominal speed of the engine operation due to both increasing and decreasing speed were analyzed. Additionally, the sum of the deviation values was analyzed until the rotational speed of the tested object stabilized. The results showed that the change of the P parameter affects all the analyzed parameters of the engine operation; however, the minimum deviation values for each parameter occur at non-equal PID settings, which makes it difficult to clearly indicate the appropriate value of the P element.

scholarly journals Numerical investigation of injection parameters and piston bowl geometries on emission and thermal performance of DI diesel engine

2021 ◽  
Vol 3 (6) ◽  
Author(s):  
Ikhtedar Husain Rizvi ◽  
Rajesh Gupta
Keyword(s):  
Diesel Engine ◽  
Thermal Performance ◽  
Equivalence Ratio ◽  
Fuel Injection ◽  
Injection Pressure ◽  
Injection Nozzle ◽  
Piston Bowl ◽  
Injection Parameters ◽  
Nozzle Size ◽  
Engine Emission

AbstractTightening noose on engine emission norms compelled manufacturers globally to design engines with low emission specially NOx and soot without compromising their performance. Amongst various parameters, shape of piston bowls, injection pressure and nozzle diameter are known to have significant influence over the thermal performance and emission emanating from the engine. This paper investigates the combined effect of fuel injection parameters such as pressure at which fuel is injected and the injection nozzle size along with shape of piston bowl on engine emission and performance. Numerical simulation is carried out using one cylinder naturally aspirated diesel engine using AVL FIRE commercial code. Three geometries of piston bowls with different tumble and swirl characteristics are considered while maintaining the volume of piston bowl, compression ratio, engine speed and fuel injected mass constant along with equal number of variations for injection nozzle size and pressures for this analysis. The investigation corroborates that high swirl and large turbulence kinetic energy (TKE) are crucial for better combustion. TKE and equivalence ratio also increased as the injection pressure increases during the injection period, hence, enhances combustion and reduces soot formation. Increase in nozzle diameter produces higher TKE and equivalence ratio, while CO and soot emission are found to be decreasing and NOx formation to be increasing. Further, optimization is carried out for twenty-seven cases created by combining fuel injection parameters and piston bowl geometries. The case D2H1P1 (H1 = 0.2 mm, P1 = 200 bar) found to be an optimum case because of its lowest emission level with slightly better performance.

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