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CHAPTER 4 Diesel Engine Operation and Diagnosis

CHAPTER 4 Diesel Engine Operation and Diagnosis

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CHAPTER 4 Diesel Engine Operation and Diagnosis

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  1. CHAPTER 4 Diesel Engine Operation and Diagnosis

  2. OBJECTIVES After studying Chapter 4, the reader will be able to: • Prepare for ASE Engine Performance (A8) certification test content area “C” (Fuel, Air Induction, and Exhaust Systems Diagnosis and Repair). • Explain how a diesel engine works. • Describe the difference between direct injection (DI) and indirect injection (IDI) diesel engines. • List the parts of the typical diesel engine fuel system. • Explain how glow plugs work. • List the advantages and disadvantages of a diesel engine. • Describe how diesel fuel is rated and tested.

  3. API gravity Cetane number Cloud point Diesel oxidation catalyst (DOC) Differential pressure sensor (DPS) Direct injection (DI) Flash point Glow plug Heat of compression High-pressure common rail (HPCR) Hydraulic electronic unit injection (HEUI) Indirect injection (IDI) Injection pump Lift pump Opacity Pop tester Regeneration Water–fuel separator KEY TERMS

  4. DIESEL ENGINES • In 1892, a German engineer named Rudolf Diesel perfected the compression-ignition engine that bears his name. • The diesel engine uses heat created by compression to ignite the fuel, so it requires no spark ignition system.

  5. FIGURE 4–1 Diesel combustion occurs when fuel is injected into the hot, highly compressed air in the cylinder. DIESEL ENGINES • Incoming air is compressed until its temperature reaches about 1000°F (540°C). • This is called heat of compression. • As the piston reaches the top of its compression stroke, fuel is injected into the cylinder, where it is ignited by the hot air.

  6. FIGURE 4–2 A typical injector-pump-type automotive diesel fuel injection system. DIESEL ENGINES • A common diesel engine uses a fuel system precision injection pump and individual fuel injectors. • The pump delivers fuel to the injectors at a high pressure and at timed intervals.

  7. FIGURE 4–3 An indirect injection diesel engine uses a prechamber and a glow plug. DIESEL ENGINESINDIRECT AND DIRECT INJECTION • In an indirect injection (abbreviated IDI) diesel engine, fuel is injected into a small prechamber, which is connected to the cylinder by a narrow opening.

  8. FIGURE 4–4 A direct injection diesel engine injects the fuel directly into the combustion chamber. Many designs do not use a glow plug. DIESEL ENGINESINDIRECT AND DIRECT INJECTION • In a direct injection (abbreviated DI) diesel engine, fuel is injected directly into the cylinder. • The piston incorporates a depression where initial combustion takes place. • Direct injection diesel engines are generally more efficient than indirect injection engines, but have a tendency to produce greater amounts of noise.

  9. DIESEL ENGINESDIESEL FUEL IGNITION • Ignition occurs in a diesel engine by injecting fuel into the air charge, which has been heated by compression to a temperature greater than the ignition point of the fuel or about 1000°F (538°C).

  10. THREE PHASES OF COMBUSTION • There are three distinct phases or parts to the combustion in a diesel engine. • Ignition delay. • Rapid combustion. • Controlled combustion.

  11. DIESEL ENGINE CONSTRUCTION • Diesel engines must be constructed heavier than gasoline engines because of the tremendous pressures that are created in the cylinders during operation.

  12. FIGURE 4–5 The common rail on a Cummins diesel engine. A high-pressure pump (up to 30,000 PSI) is used to supply diesel fuel to this common rail, which has cubes running to each injector. Note the thick cylinder walls and heavy-duty construction. DIESEL ENGINE CONSTRUCTION

  13. FIGURE 4–6 A rod/piston assembly from a 5.9-liter Cummins diesel engine used in a Dodge pickup truck. DIESEL ENGINE CONSTRUCTION

  14. FUEL TANK AND LIFT PUMP • A fuel tank used on a vehicle equipped with a diesel engine differs from the one used with a gasoline engine in several ways, including: • A larger filler neck for diesel fuel. • No evaporative emission control devices or charcoal (carbon) canister.

  15. FIGURE 4–7 Using an ice bath to test the fuel temperature sensor. FUEL TANK AND LIFT PUMP

  16. INJECTION PUMP • A diesel engine injection pump is used to increase the pressure of the diesel fuel from very low values from the lift pump to the extremely high pressures needed for injection. • Injection pumps are usually driven by a gear off the camshaft at the front of the engine. • As the injection pump shaft rotates, the diesel fuel is fed from a fill port to a high-pressure chamber. • If a distributor-type injection pump is used, the fuel is forced out of the injection port to the correct injector nozzle through the high-pressure line.

  17. FIGURE 4–8 A typical distributor-type diesel injection pump showing the pump, lines, and fuel filter. INJECTION PUMP

  18. INJECTION PUMPDISTRIBUTOR INJECTION PUMP • A distributor diesel injection pump is a high-pressure pump assembly with lines leading to each individual injector. • The high-pressure lines between the distributor and the injectors must be the exact same length to ensure proper injection timing. • The injection pump itself creates the injection advance needed for engine speeds above idle and the fuel is discharged into the lines. • The high-pressure fuel causes the injectors to open. • Due to the internal friction of the lines, there is a slight delay before fuel pressure opens the injector nozzle.

  19. FIGURE 4–9 A schematic of a Stanadyne diesel fuel injection pump assembly showing all of the related components. INJECTION PUMPDISTRIBUTOR INJECTION PUMP

  20. INJECTION PUMPHIGH-PRESSURE COMMON RAIL • Newer diesel engines use a fuel delivery system referred to as a high-pressure common rail (HPCR) design. • Diesel fuel under high pressure, over 20,000 PSI (138,000 kPa), is applied to the injectors, which are opened by a solenoid controlled by the computer.

  21. FIGURE 4–10 Overview of a computer-controlled high-pressure common rail V-8 diesel engine. INJECTION PUMPHIGH-PRESSURE COMMON RAIL

  22. HEUI SYSTEM • Ford 7.3- and 6.0-liter diesels use a system Ford calls a Hydraulic Electronic Unit Injection system, or HEUI system. • The components that replace the traditional mechanical injection pump include a high-pressure oil pump and reservoir, pressure regulator for the oil, and passages in the cylinder head for flow of fuel to the injectors.

  23. FIGURE 4–11 A HEUI injector from a Ford PowerStroke diesel engine. The grooves indicate the location of the O-rings. HEUI SYSTEM

  24. DIESEL INJECTOR NOZZLES • Diesel injector nozzles are spring-loaded closed valves that spray fuel directly into the combustion chamber or precombustion chamber. • Injector nozzles are threaded into the cylinder head, one for each cylinder, and are replaceable as an assembly. • The top of the injector nozzle has many holes to deliver an atomized spray of diesel fuel into the cylinder. • Parts of a diesel injector nozzle include: • Heat shield • Injector body • Diesel injector needle valve • Injector pressure chamber

  25. Change Oil Regularly in a Ford Diesel Engine • Ford 7.3- and 6.0-liter diesel engines pump unfiltered oil from the sump to the high-pressure oil pump and then to the injectors. This means that not changing oil regularly can contribute to accumulation of dirt in the engine and will subject the fuel injectors to wear and potential damage as particles suspended in the oil get forced into the injectors.

  26. Never Allow a Diesel Engine to Run Out of Fuel • If a gasoline-powered vehicle runs out of gasoline, it is an inconvenience and a possible additional expense to get some gasoline. However, if a vehicle equipped with a diesel engine runs out of fuel, it can be a major concern. • Besides adding diesel fuel to the tank, the other problem is getting all of the air out of the pump, lines, and injectors so the engine will operate correctly. • The procedure usually involves cranking the engine long enough to get liquid diesel fuel back into the system, but at the same time keeping cranking time short enough to avoid overheating the starter.

  27. FIGURE 4–12 Typical computer-controlled diesel engine fuel injectors. DIESEL INJECTOR NOZZLE OPERATION • The electric solenoid attached to the injector nozzle is computer controlled and opens to allow fuel to flow into the injector pressure chamber.

  28. GLOW PLUGS • A glow plug is a heating element that uses 12 volts from the battery and aids in the starting of a cold engine. • Most glow plugs used in newer vehicles are controlled by the power train control module (PCM), which monitors coolant temperature and intake air temperature.

  29. FIGURE 4–13 A schematic of a typical glow plug circuit. Notice that the relay for the glow plug and intake air heater are both computer controlled. GLOW PLUGS

  30. What Are Diesel Engine Advantages and Disadvantages? • A diesel engine has several advantages compared to a similar size gasoline-powered engine including: • 1. More torque output • 2. Greater fuel economy • 3. Long service life • A diesel engine has several disadvantages compared to a similar size gasoline-powered engine including: • 1. Engine noise, especially when cold and/or at idle speed • 2. Exhaust smell • 3. Cold weather startability • 4. A vacuum pump is needed to supply the vacuum needs of the heat, ventilation, and air conditioning system • 5. Heavier than a gasoline engine. • 6. Fuel availability

  31. FIGURE 4–14 Roller lifter from a GM Duramax 6.6-liter V-8 diesel engine. Notice the size of this lifter compared to a roller lifter used in a gasoline engine. What Are Diesel Engine Advantages and Disadvantages?

  32. ENGINE-DRIVEN VACUUM PUMP • Because a diesel engine is unthrottled, it creates very little vacuum in the intake manifold. • Several engine and vehicle components operate using vacuum, such as the exhaust gas recirculation (EGR) valve and the heating and ventilation blend and air doors. • Most diesels used in cars and light trucks are equipped with an engine-driven vacuum pump to supply the vacuum for these components.

  33. DIESEL FUEL • Diesel fuel must meet an entirely different set of standards than gasoline. • The fuel in a diesel engine is not ignited with a spark, but is ignited by the heat generated by high compression. • The pressure of compression (400 to 700 PSI or 2,800 to 4,800 kPa) generates temperatures of 1200° to 1600°F (700° to 900°C), which speeds the preflame reaction to start the ignition of fuel injected into the cylinder.

  34. DIESEL FUEL • All diesel fuel must be clean, be able to flow at low temperatures, and be of the proper cetane rating. • Cleanliness • Low-temperature fluidity • Cetane number

  35. DIESEL FUEL SPECIFIC GRAVITY TESTING • The density of diesel fuel should be tested whenever there is a driveability concern. • The density or specific gravity of diesel fuel is measured in units of API gravity. • API gravity is an arbitrary scale expressing the gravity or density of liquid petroleum products devised jointly by the American Petroleum Institute and the National Bureau of Standards. • The measuring scale is calibrated in terms of degrees API. • Oil with the least-specific gravity has the highest API gravity.

  36. FIGURE 4–15 A hydrometer is used to measure the API specific gravity of diesel fuel. The unit of measure is usually the American Petroleum Institute (API) scale. DIESEL FUEL SPECIFIC GRAVITY TESTING

  37. DIESEL FUEL HEATERS • Diesel fuel heaters help prevent power loss and stalling in cold weather. • The heater is placed in the fuel line between the tank and the primary filter. • Some coolant heaters are thermostatically controlled, which allows fuel to bypass the heater once it has reached operating temperature.

  38. How Can You Tell If Gasoline Has Been Added to the Diesel Fuel by Mistake? • If gasoline has been accidentally added to diesel fuel and is burned in a diesel engine, the result can be very damaging to the engine. The gasoline can ignite faster than diesel fuel, which would tend to increase the temperature of combustion. This high temperature can harm injectors and glow plugs, as well as pistons, head gaskets, and other major diesel engine components. If contaminated fuel is suspected, first smell the fuel at the filler neck. If the fuel smells like gasoline, then the tank should be drained and refilled with diesel fuel. If the smell test does not indicate a gasoline (or any rancid smell), then test a sample for proper API gravity.

  39. FIGURE 4–16 A wire wound electrical heater is used to warm the intake air on some diesel engines. HEATED INTAKE AIR • Some diesels, such as the General Motors 6.6-liter Duramax V-8, use an electrical heater wire to warm the intake air to help in cold weather starting and running.

  40. ACCELERATOR PEDAL POSITION SENSOR • Some light truck diesel engines are equipped with an electronic throttle to control the amount of fuel injected into the engine. • Because a diesel engine does not use a throttle in the air intake, the only way to control engine speed is by controlling the amount of fuel being injected into the cylinders. Instead of a mechanical link from the accelerator pedal to the diesel injection pump, a throttle-by-wire system uses an accelerator pedal position sensor. • To ensure safety, it consists of three separate sensors that change in voltage as the accelerator pedal is depressed.

  41. FIGURE 4–17 A typical accelerator pedal position (APP) sensor uses three different sensors in one package with each creating a different voltage as the accelerator is moved. ACCELERATOR PEDAL POSITION SENSOR

  42. SOOT OR PARTICULATE MATTER • Soot particles may come directly from the exhaust tailpipe or they can also form when emissions of nitrogen oxide and various sulfur oxides chemically react with other pollutants suspended in the atmosphere. • Such reactions result in the formation of groundlevel ozone, commonly known as smog. • Smog is the most visible form of what is generally referred to as particulate matter.

  43. SOOT OR PARTICULATE MATTER • Particulate matter refers to tiny particles of solid or semisolid material suspended in the atmosphere. • This includes particles between 0.1 micron and 50 microns in diameter. • The heavier particles, larger than 50 microns, typically tend to settle out quickly due to gravity.

  44. DIESEL OXIDATION CATALYST (DOC) • Diesel oxidation catalyst (DOC) consists of a flow-through honeycomb-style substrate structure that is washcoated with a layer of catalyst materials, similar to those used in a gasoline engine catalytic converter. • These materials include the precious metals platinum and palladium, as well as other base metals catalysts. • Catalysts chemically react with exhaust gas to convert harmful nitrogen oxide into nitrogen dioxide, and to oxidize absorbed hydrocarbons.

  45. What Is the Big Deal for the Need to Control Very Small Soot Particles? • For many years soot or particulate matter (PM) was thought to be less of a health concern than exhaust emissions from gasoline engines. It was felt that the soot could simply fall to the ground without causing any noticeable harm to people or the environment. However, it was discovered that the small soot particulates when breathed in are not expelled from the lungs like larger particles but instead get trapped in the deep areas of the lungs where they accumulate.

  46. DIESEL EXHAUST PARTICULATE FILTER (DPF) • The heated exhaust gas from the DOC flows into the diesel particulate filter (DPF), which captures diesel exhaust gas particulates (soot) to prevent them from being released into the atmosphere. • This is done by forcing the exhaust through a porous cell which has a silicon carbide substrate with honeycomb-celltype channels that trap the soot. • The channels are washcoated with catalyst materials similar to those in the DOC filter.

  47. FIGURE 4–18 A diesel exhaust particulate filter on a Cummins 6.7-liter diesel engine. DIESEL EXHAUST PARTICULATE FILTER (DPF)



  50. FIGURE 4–19 A differential pressure sensor showing the two hoses from the diesel exhaust particulate filter. DIESEL EXHAUST PARTICULATE FILTER (DPF)