4/12/2022

Diesel Mechanics
AUT 3306

by Iyasu Z.

Introduction
• Diesel mechanics are responsible for the maintenance and repair of
diesel-powered vehicles. A diesel mechanic inspects, repairs, and
overhauls any type of diesel engine.

• Their duties include running diagnostic tests on vehicles, test driving

vehicles to gauge performance and maintaining detailed records of the
vehicles they have serviced.

• They may work on the electrical system of a vehicle as well or retrofit

engines with emission control systems to comply with pollution
regulations.

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Introduction
Internal Combustion Engine
• Function - Converts potential chemical
energy in fuel into heat energy then to
mechanical energy to perform useful work.

Chemical

Heat

Mechanical
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Introduction
Requirements for I.C. Engine Operation
• All Internal Combustion Engines must carry out the
following events:
• Air-fuel mixture/air must be brought into the combustion
chamber.
• Mixture/air must be compressed.
• Atomized fuel must be injected (CIE)
• Mixture must be ignited by the spark or heat of compression.
• Burning mixture must expand into increasing combustion
chamber volume.
• Exhaust gasses must be removed.
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Introduction
• As early as 1863, the Frenchman had test-driven a vehicle

which was powered by a gas engine which he had developed.

• 1878 ’s four-stroke engine with magneto ignition that

operation with liquid fuel and thereby mobile application were made possible.

• 1879, German inventor produced a two-stroke gas engine, for which

he received a patent in 1880 in Germany.

• 1893 develop an engine with comparatively much higher

efficiency and to pursue his idea through to readiness for series production.
by Iyasu Z.

Introduction
The diesel engine is a type of internal combustion engine (more specifically CIE) in
which the fuel is ignited by being suddenly exposed to the high temperature and
pressure of a compressed gas containing oxygen (usually atmospheric air), rather
than a separate source of ignition energy (such as a spark plug), as this is the case
in the petrol engine.

• This is known as the diesel cycle, after German engineer Rudolf Diesel, who
invented it in 1892 and received the patent on February 23, 1893.

üInitial CI engines were large and slow. Heavy distillate petroleum was forced into
the cylinder using compressed air.

üRobert Bosch began producing injection systems in 1927.

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Introduction Diesel Engines -Advantages

• The main advantage of diesel engines over gasoline engines is their good
fuel efficiency.

• Diesel powered automobiles average about 25% more miles per gallon than
gasoline powered automobiles.

• Diesel engines, however, must be made larger, stronger, and heavier than
gasoline engines. The added weight needed for strength.

• They must withstand combustion pressures two to three times higher than
those produced in gasoline engines.

by Iyasu Z.

Diesel Engines - Applications

q High-Speed (approximately 1200 rpm and greater) engines are used to

power lorries (trucks), buses, tractors, cars, yachts, compressors, pumps
and small generators.

q Large electrical generators are driven by medium speed engines, (approx.

300 to 1200 rpm) optimized to run at a set speed and provide a rapid
response to load changes.

q The largest diesel engines are used to power ships. These engines have
power outputs over 80,000 kW, turn at about 60 to 100 rpm, and are up to
15 m tall. They often run on cheap low-grade fuel, which require extra
heat treatment in the ship for tanking and before injection.
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Areas of use for diesel engines

• No other internal-combustion engine is as widely used as the diesel
engine. This is due primarily to its high degree of efficiency and the
resulting fuel economy.

• The chief areas of use for diesel engines are

• Fixed-installation engines

• Cars and light commercial vehicles

• Construction and agricultural machinery

• Railway locomotives and

• Ships
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Suitability criteria
• The following features and characteristics are significant
for diesel-engine applications (examples):

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Types of Diesel Engines

• There are t wo basi c types o f d i es el
engines in use today:
• Four-stroke cycle
• Two-stroke cycle

• These engines differ in the number of

piston strokes required to produce a
power stroke.

• Their methods of intake and exhaust are

also different. by Iyasu Z.

Four-stroke cycle
On a four-stroke diesel engine, inlet and exhaust valves control the intake of
air and expulsion of burned gases after combustion. They open and close the
cylinder’s inlet and exhaust ports. Each inlet and exhaust port may have one
or two valves.

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Four stroke diesel engine cycle

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Induction stroke
(Intake stroke)

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Compression stroke

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Power stroke

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Exhaust stroke

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Sammary diesel 4-stroke

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Two-stroke diesel engine

• In the operation of a two-stroke petrol engine, crankcase compression is

relied upon to charge the cylinder with a mixture of air and fuel, but in the

CI engine the fuel is injected into the cylinder at the end of the

compression stroke.

• Furthermore, it is possible to employ a blower supercharger to force air into

the cylinder at a pressure slightly greater than atmospheric pressure.

• This provides more positive charging of the cylinder and also assists in

expelling the burnt exhaust gases.

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Cycle of operation
• The cylinder is surrounded by an air chest
or box, which is kept charged with air
under pressure by an engine-driven blower.

• Ports lead air from the air chest into the

cylinder.

• Movements of the piston control

the flow of air from the chest into

the cylinder.
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• And also Poppet type exhaust valves are

located in the cylinder head. They are
operated by conventional cams, push
rods, rocker arms, etc., and are closed
by springs.
• As the ports are uncovered by the
piston:
Øthe incoming air fills the cylinder,
and
Øassists in disposing of the gases
past the open exhaust valves at the
top of the cylinder.
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a. Upward stroke

Only air is allowed to pass into

the cylinder while the inlet ports
are uncovered, at the same time
the exhaust valves are open.

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•This combination removes exhaust gas and fills the cylinder

with a fresh charge of air.

•As the piston advances up the cylinder:

Øthe inlet ports are covered,

Øthe exhaust valves are closed and

Øthe air is compressed into the lesser volume of the

combustion chamber where the air temperature increases to

a point where self-ignition of fuel will occur.

by Iyasu Z.

• Just before the piston reaches the top of

its stroke, fuel is injected into the cylinder

and combustion occurs.

• The heat developed from the compression

of air in the cylinder ignites the fuel and

the expanding gases force the piston

downward on its effective power stroke.

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b. Downward stroke
Before the piston reaches the end of its downward or

power stroke, the exhaust valves open, allowing the

burnt exhaust gases to escape.

Shortly afterwards the piston uncovers the air inlet

ports, allowing the pressurized air in the air chest to

remove the remaining exhaust gases and charge the

cylinder enabling the whole cycle to start all over again.

by Iyasu Z.

Summary of Two-stroke diesel engine

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Assgnment
• Six stroke Engine

ü Meaning
ü Design and construction
ü Types
ü Strokes
ü Advantage
ü Disadvantage
ü Operation

by Iyasu Z.

Engine Structure
• The diesel engine looks much like the gasoline engine.

• The operations of the mechanical systems are almost similar in both

engines.

• The piston and crankshaft assembly, the valve assembly, the lubrication

system, and the cooling system operate in the same way.

• However, diesel systems are built stronger to withstand higher

combustion pressures.

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Main parts
• structural parts (stationary parts)
• running parts

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ü Supply of air and Turbo-charging- Intake system

ü Removal of exhaust- Exhaust system

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• Supply and injection of fuel – Fuel Injection system

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• To minimize friction - Lubrication system

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• To maintain the operating temperature -Cooling system

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Air intake heater or pre-heating (for cold starting) – electrical system

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IC Engines Distinctions
• The two major differences between gasoline and diesel engines are the

way that fuel is supplied to the cylinders and the way the fuel is ignited.

üThe diesel engine does not need an ignition system.

üA special fuel system supplies fuel to the cylinder.

üDiesel fuel systems are very different from gasoline fuel systems.

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DIESEL vs. PETROL

Diesel Petrol
Admission Air Air and fuel

Auto ignition, due to the high

Combustion pressure and temperature inside
the cylinder

Must vaporize easily and auto-

Fuel ignite (high cetane number)

Compression
Highest possible (15 to 24)
ratio
Efficiency >35%
Whenever possible. Increases
Turbo-charging efficiency and improves
combustion
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DIESEL vs PETROL

Description SI Engine CI Engine

Basic cycle Otto cycle or constant volume Diesel cycle or constant pressure
heat addition cycle heat addition cycle.
Fuel Gasoline, a highly volatile fuel. Diesel oil, a non-volatile fuel. Self-
Self-ignition temperature is ignition temperature is comparatively
high. low.

Introduction A gaseous mixture of fuel and air Fuel is injected directly into the
of fuel is introduced during the suction combustion chamber at high pressure
stroke. A carburetor is at the end of the compression
necessary to provide the stroke. A fuel pump and injector are
mixture. necessary.
Load Throttle controls the quantity of The quantity of fuel is regulated in
control mixture introduced. the pump. Air quantity is not
controlled.

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by Iyasu Z.

DIESEL vs PETROL
Description SI Engine CI Engine

Ignition Requires an ignition system with spark Self-ignition occurs due to high
plug in the combustion chamber. Primary temperature of air because of the high
voltage is provided by a battery or a compression. Ignition system and spark
magneto. plug are not necessary.

Compression 6 to 10. Upper limit is fixed by 16 to 20. Upper limit is limited by weight
ratio antiknock quality of the fuel. increase of the engine.

Speed Due to light weight and also due to Due to heavy weight and also due to
homogeneous combustion, they are high heterogeneous combustion, they are low
speed engines speed engines

Thermal Because of the lower CR, the maximum Because of higher CR, the maximum
efficiency value of thermal efficiency that can be value of thermal efficiency that can be
obtained is lower. obtained is higher.

Weight Lighter due to lower peak pressures. Heavier due to higher peak pressures.
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Diesel Engine Efficiency

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Special features of diesel engine

The effect of compression ratio on engine performance??? READING

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ASSIGNMENT

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Diesel Engine Combustion Chamber Design

• Combustion chamber is the space enclosed by the cylinder, the cylinder

head and the piston crown. Its size changes continually during a stroke.

• The combustion chamber is at its largest when the piston is at BDC and

at its smallest when the piston is at TDC. The compression space, Vc is

the smallest combustion chamber. The size of the combustion chamber

depends on the desired compression ratio.

• The shape of the combustion chamber is one of the decisive factors in

determining the quality of combustion and therefore the performance

and exhaust characteristics of a diesel engine.

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The geometrical shape of the compression space has a significant

bearing on the engine’s operating performance. (or the shape of
combustion chamber affects):

ü mixture swirl – degree of mixture turbulence

ü combustion process – flame propagation

ü fuel consumption

ü pollutant emissions

ü knock resistance

ü torque or power output (efficiency)

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Compression space
The compression space is determined by:
~ compression ratio- the size of the combustion chamber determines the desired
compression ratio
~ surface-to-volume ratio
~ position of the fuel injector or spark plug
~ valve arrangement

Ø Wall heat loses increase when the surface is large

ØThe length of combustion distances differs depending on the position of

the injector or spark plug. When the combustion distances are as short

as possible, i.e. with injector/ spark plug the engine would achieve its

best efficiency.
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Combustion Chamber Design Types

The combustion chamber is designed
ü as compact as possible
ü with a low surface area to ensure that a minimum amount of heat
is lost

Four basic combustion chamber shapes are used in most automotive

engines:

l Pancake

l Wedge

l Hemispherical (hemi)

l Pent-roof
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Pancake

l Chamber forms a flat pocket over the piston head

l Valve heads are almost parallel to the top of the
piston (Piston head).

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Wedge

l The valves are placed side-by-side

l The spark plug/injector is located next to the valves

l When the piston reaches TDC, the squish area (zone) formed on the thin
side of the chamber squirts the air-fuel mixture out into the main part of the
chamber this improves air-fuel mixing at low engine speeds.

lThe squish zone brings the desired turbulence (fuel and air mixes
thoroughly and burn rapidly).
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Hemispherical (Hemi)

lShaped like a dome

lThe valves are canted on each side of the combustion chamber
lThe spark plug|injector is located near the center of the chamber, producing a very
short flame path for combustion.
lThe surface area is very small, reducing heat loss
lThe ideal shape for a compression space would be hemispherical because then the
combustion distances are the shortest and the surfaces is the smallest.

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Pent Roof/House

l Similar to a hemispherical chamber design

l Has flat, angled surfaces rather than a domed surface

lPermits a larger intake valve to be installed, for improving cylinder filling

( Improves volumetric efficiency and reduces emissions)
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Pent Roof Combustion Chamber

• Uses two exhaust valves and two intake

valves to increase flow of air-fuel mixture.
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Combustion Chamber Design Type – Bowl-in-

Piston (provides swirling effect)

Swirl

Causes the air-fuel mixture to swirl as it enters the

chamber, improving combustion

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• Undivided combustion chamber (Direct Injection (DI)

engines) and

• Divided combustion chamber (Indirect Injection (IDI)

engines)

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• Direct-injection engines have a higher level of efficiency and operate more

economically than indirect-injection engines. Accordingly, they are used in

all types of commercial vehicles and most modern diesel cars.

• Direct-injection process involves injecting the fuel directly into the

combustion chamber, part of which is formed by the shape of the piston

crown. Fuel atomization, heating, vaporization and mixing with the air must

therefore take place in rapid succession.

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Besides creating effective air turbulence, the

technology must also ensure that fuel is delivered in

such a way that it is evenly distributed throughout the

combustion chamber to achieve rapid mixing. A multi

hole nozzle is used in the direct-injection process and

its nozzle-jet position is optimized as a factor of

combustion-chamber design. Direct fuel injection

requires very high injection pressures (up to 2,200 bar).

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§ Direct injection This term refers to all designs with a single unified
combustion chamber.
§ A single combustion space is formed in the piston head

§ Very simple in design shape

§ Types
ü Low swirl or static-charge spray injection combustion
ü Swirl-assisted multiple-orifice nozzle combustion
ü M-system

In M-System engines, the fuel is injected onto the walls of the combustion chamber
that is solely located inside the piston, and shaped like a sphere.
The letter M is an abbreviation for the German word Mittenkugelverfahren meaning
centre sphere combustion process.
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• For a long time diesel engines with divided combustion chambers (indirect-

injection engines) held an advantage over direct- injection engines in terms

of noise and exhaust-gas emissions. That was the reason why they were

used in cars and light commercial vehicles.

• Now direct-injection engines are more economical than IDI engines, with

comparable noise emissions as a result of their high injection pressures,

electronic diesel control, and pre-injection.

• As a result, indirect-injection engines are no longer used in new vehicles.

by Iyasu Z.

Indirect-Injection Engine (IDI):

• In this design, the fuel is injected into a small pre-
chamber connected to the main cylinder chamber.
• The combination of rapidly swirling air in the
prechamber and the jet-like expansion of
combustion gases from the prechamber into the
cylinder enhances the mixing and combustion of the
fuel and air.
• Starting is aided by a high compression ratio (24-
27) and a glow plug mounted in the pre-chamber.
• This design has the advantage of less noise and
faster combustion, but typically suffers from
poorer fuel economy.

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There are two types of processes with divided combustion

chamber:
ü Swirl-chamber system
ü Pre-chamber system

Diesel Engine Management Pageby 38-40

Iyasu Z.

Performance Comparison of Combustion Chambers

• Diesel engines using open type combustion chambers have good
performance. Their relative heat transfer surface is small and they
can be easily started with moderate ratios. The power output of these
engines can be increased by the method of supercharging without
increasing the tendency of rough running.
• The drawbacks of this type of combustion chamber are that the
injection pressure should be very high and multiple orifice nozzles
should be used. Also the comparative value of excess air to be used
must be high.
• It is difficult to burn low cetane number fuels in this type combustion
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Cont’d Performance Comparison of

Combustion Chambers
• Divided combustion chamber can operate satisfactorily with
comparatively lower injection pressure than those of open combustion
chambers because of the intensive air motion produce due to their
particular shape. The rate of pressure rise and the maximum pressure in
the cycle is less. Therefore, the engines operate smoothly at variable
loads and the load on crank gear parts are comparatively less.
• It can use various fuels (low cetane number fuel can also be used)
because the ignition lag of the fuel is greatly reduced.
• Additional friction loss and heat loss due to the flow of gasses at high
velocity through the duct result in lower efficiency of these engines.
Heat loss is further, increased due to comparatively higher heat transfer
area.
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Cont’d Performance Comparison of

Combustion Chambers
• Cold starting of divided chamber engines is difficult but the

difficulty can be overcome by the use of higher compression ratio

and pre-heating system. It is not advisable to increase the output of

these types of engines by supercharging since the heat loss and

mechanical loss increase in magnitude with increase in air density.

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Cold start assist methods

In very cold weather, diesel fuel thickens and increases in viscosity and

forms wax crystals or a gel. This can make it difficult for the fuel

injector to get fuel into the cylinder in an effective manner, making cold

weather starts difficult at times, though recent advances in diesel fuel

technology have made these difficulties rare.

by Iyasu Z.

Cold start assist methods

1. Electrically heat the fuel filter and fuel lines
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.

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2. Air intake heater system

• The air intake heater heats air before it enters the engine in to encourage
starting with cool or cold air. The intake manifold air heater element assembly is
located near the top of the intake manifold. Air heater elements are used to heat
incoming air into the intake manifold.

• A resistive grid electrical heaters in the intake

manifold to warm the inlet air until the engine
reaches operating temperature.

FIGURE A wire wound electrical heater is

used to warm the intake air on some diesel
engines specially for cold starting.

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3. Pre-heating system
Other engines utilize small electric heaters called glow plug
inside the cylinder to warm the cylinders prior to starting.

A glow plug is a heating element that uses 12 volts

from the battery and aids in the starting of a cold
engine. This electrical element transforms electrical
energy in to heat/thermal energy.
The purpose of glow plug:
ØTo heat the air in the auxiliary chamber
ØTo stimulate combustion by igniting particles of fuel
on the hot glow plug wires/ pencils

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Glow Plugs
• Assist with heating the combustion

chamber

• 1,500 degrees Fahrenheit

• May continue to operate after the

engine has started

• High electrical load

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Glow plug
Glow plugs are used to raise the temperature in the combustion
chambers to enable the engine to be started in low temperatures.
The glow plugs can also be used during cold running to reduce
harmful exhaust emissions, blue smoke and knocking.

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Pre-heating system consists of:-

Reference Books:
üAutomotive Handbook (Bosch) and
üDiesel engine management
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Diesel engine combustion process

• The combustion process and its adjustment play a key role in the diesel

engine when it comes to achievable performance, fuel consumption and

emissions.

• Engine performance is limited by the black-smoke emission value

(maximum permitted exhaust-gas opacity at full load) and the maximum

permitted exhaust-gas temperature.

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The following factors have a decisive influence on the combustion

phases:
• Pressure and temperature states within the combustion chamber
• Mass, composition, and movement of the charge
• Injection pressure process

These parameters are adjustable firstly by engine-specific parameters,

and secondly by variable operating parameters.

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The following fixed, engine-specific parameters are important

for a given cylinder displacement:
• Compression ratio
• Stroke/bore ratio
• Shape of piston recess
• Intake port geometry
• Intake and exhaust valve timing

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Influencing variables in combustion process

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Diesel knock
• Diesel knock is the clanking, rattling sound emitted from a running diesel

engine. This noise is caused by

. This is much the

same as a gasoline engine suffering from pre-ignition or spark knocking.

• diesel knock occurs when injected fuel auto-ignites and combusts in the

premixed stage of combustion.

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Cylinder-charge control systems

• In diesel engines, both the fuel mass injected and the air mass

with which it is mixed are decisive factors in determining torque

output and, therefore, engine performance, and exhaust-gas

composition.

• Cylinder-charge control systems clean the intake air and affect

the flow, density, and composition (e.g. oxygen content) of the

cylinder charge.
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Air-intake systems have the function of conditioning the intake

air and ensuring that the cylinders are properly charged.

Cylinder charge control systems are made up ofbasically the

following components:

• Air filter

• Turbocharger/supercharger

• Exhaust-gas recirculation system

• Swirl flaps
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• Suppose the engine is running with the throttle valve partly open. The
amount of air that enters the intake manifold depends on the pressure
differential. This is the difference in pressure on the air above and below
the throttle valve.

• The air above the throttle valve is at atmospheric pressure. This is 14.7
psi [101.3 kPa]. The air below the partially-closed throttle valve is at less
than atmospheric pressure.

• A pressure less than atmospheric is a negative pressure. It is commonly

called a vacuum

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Air cleaner
• Air enters the engine through the air
intake or air induction system.
• Induction means " ." As much
as 100,000 cubic feet [2832m3] of air
pass through the engine every 1000
miles [1609 km].
• The grit and dust particles in this air
must be removed before it enters the
engine.
• If not, engine wear and damage can
result.

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The intake air passes through the air cleaner

before entering the engine. The air cleaner
has a ring or panel of filter paper or other
material. This traps dust and dirt as the air
passes through.

üIt mounts elsewhere and connects by a hose

or tube to the carburetor or throttle body.
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• The air cleaner also muffles induction noise. This noise is caused

by the intake air as the intake valves open and close.

• The air cleaner also acts as a flame arrestor if the engine

backfires through the air intake systems. The flame could erupt

into the engine compartment and cause a fire without the air

cleaner in place.

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There are two basic types of intake air cleaner/filters: Oil bath type
and Dry-type

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To service either a l ight or heavy-duty oil bath air cleaner, check

the specific procedures given in the engine service manual.

The following are the major service recommendations:

Keep the oil cup filled to the proper level with the correct
weight of oil.

Replace the oil when it gets dirty or thickens, reducing its ability
to remove dirt particles from the air.

Keep the filter element clean. Depending on the diesel application,

the element may require cleaning as often as three times a day.
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ü Dry Air Fi lters

Single stage dry air cleaner Two stage dry air cleaner
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Symptoms of air filter restrictions

• Hard starting
• Black exhaust smoke
• Loss of power
• Failure to reach governed speed

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Diesel Exhaust System

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An exhaust system is required to perform the following:

• assist cylinder scavenging

• minimize engine noise.

• minimize emissions

• route heat, noise, and end gases safely to the

atmosphere

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Exhaust Manifold
oThe exhaust manifold collects engine exhaust gases from the cylinder
ports and carries them to an exhaust pipe.
oThe exhaust manifold collects cylinder end gases and delivers them to the
turbocharger.
• The exhaust manifold is usually manufactured in single or multiple sections
of cast iron.
• Most diesel engine exhaust manifolds are ‘‘tuned.’’ A tuned exhaust
manifold is one that has been designed to efficiently route exhaust gas to
the turbocharger without creating flow resistance.

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by Iyasu Z.

A typical aftertreatment canister may incorporate:

ümuffler or engine silencer
üdiesel particulate filter (DPF)
üoxidation catalytic converter
üreduction catalytic converter
üclean air induction piping (routes ‘‘dead’’ gas back to intake)
üselective catalytic reduction (aqueous urea injection)
üdiffuser (redirects DPF heat away from trailer/reefer, etc.)

Direct___Indirect_In
jection__?????_??_??????_??????___YouTube.mp4

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Exhaust Gas Recirculation

Exhaust-Gas Recirculation (EGR) is a
.
EGR has 2 variations;
• Internal EGR, which is determined by valve timing and residual gas.
• External EGR, which is routed to the combustion chamber through
additional lines and a control valve.
The NOx-reducing effect is mainly due to the following causes:
• Reduction in exhaust-gas mass flow.
• Drop in the rate of combustion, and thus local peak temperatures due to
an increase in the inert-gas component in the combustion chamber.
• Reduction in partial oxygen pressure or local excess-air factor.
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Exhaust Gas Recirculation

OPERATION
• NOx are produced during the combustion process when the
engine is burning lean mix./low portion of fuel and most
modern diesel engines run lean.

• EGR systems take a portion of the exhaust gas and reroute it

back into the air intake system.

• Exhaust gases are piped from the exhaust manifold to the inlet
manifold through a vacuum or electrically operated valve.

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by Iyasu Z.

Exhaust Gas Recirculation

• The exhaust gas is made up of mostly carbon dioxide and water
vapor. This recirculated gas takes up space in the combustion
chamber,
.

• The addition of exhaust gas to a fresh air & fuel/charge lowers

the combustion temperature and reduces the formation of NOx.

• EGR operates during normal engine temperature and high vacuum

conditions.
by Iyasu Z.

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Fig.
1. Engine 2. Intake manifold 3. Intercooler
4. Turbocharger 5. Air-mass meter 6. Oxidation-type catalytic converter
7. Throttle 8. EGR valve 9. EGR cooler
by Iyasu Z.

Disadvantages to using an EGR system

üUsing exhaust gas in the combustion process reduces engine
power and fuel economy.

However, today's electronically managed engines help minimize

these losses.

üThe reintroduced exhaust gas also contains carbon particles

produced during the combustion process that can pass the
piston rings, causing wear on the cylinder walls and creating
acids in the engine oil.
by Iyasu Z.

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Components of an EGR System

• A butterfly valve controls the amount of exhaust gas flow in the EGR
system.

• Piping routes the gas from the butterfly valve to the EGR cooler. From the
EGR cooler the gas is fed to the EGR mixing valve, which is used to
combine the exhaust gas with charged, cooled intake air.

• The mixing valve is controlled by the ECM which receives signals from
various engine sensors.

• These sensor signals include barometric pressure, ambient air temperature,

coolant and oil temperature and mass air flow.
by Iyasu Z.

Cooled exhaust gas recirculation (block diagram)

Fig.
1. Air filter
2. Turbocharger (compressor)
3. Turbocharger (turbine)
4. EGR cooler
5. Bypass duct
6. Bypass flap (vacuum-controlled
in this case)
7. EGR valve
8. Charge air cooler

Exhaust gas
by Iyasu Z. recirculation (EGR) made easy.mp4

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Diesel Particulate Filter

§ To meet current emission standards, engine
manufacturers use a diesel particulate filter (DPF)
to reduce soot or particulate matter (PM).
• Particulate matter is produced by incomplete combustion
of the fuel.

; it has a steel outer

housing and a honeycomb interior, typically
composed of
.
by Iyasu Z.

Diesel Particulate Filter working Animation

by Iyasu Z.

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Diesel Particulate Filter

• Exhaust gas passes through the

honeycomb where it is forced through
the ceramic walls, while soot is trapped
on the walls.
• A DPF usually removes 85% to 1 00% of
exhaust particulates.

by Iyasu Z.

Diesel Oxidation Catalyst

• Diesel Oxidation Catalysts (DOC) are catalytic converters designed

specifically for diesel engines and equipment to reduce harmful gases
into harmless gases.

• Modern catalytic converters consist of a monolith honeycomb substrate

coated with platinum group metal catalyst, packaged in a stainless steel
container.

• Diesel Oxidation Catalysts are simple, inexpensive, maintenance-free

and suitable for all types and applications of diesel engines.

by Iyasu Z.

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The diesel oxidation catalyst is

designed to oxidize carbon monoxide,

gas phase hydrocarbons, and the

SOF fraction of diesel particulate

matter to CO2 and H2O:

Soluble Organic Fraction:The fraction of particle

by Iyasu Z.mass soluble in organic solvents.

Selective Catalytic Reduction

• Selective catalytic reduction (SCR) is another exhaust after treatment
device. An SCR is designed to remove NOx from exhaust gasses. An SCR is
used to separate the nitrogen from the oxygen, both harmless gasses, before
the exhaust gas is discharged.

• Urea, or crystallized nitrogen in a water solution, is used as a catalyst in this

operation. Urea is also known as DEF (diesel exhust fluid), and comes in a 32%
urea-to-water solution. It is stored in a separate tank.

• The DEF is injected into the input side of the SCR. The amount of fluid
injected is normally control led by the engine ECM and will depend on the
operating conditions.
by Iyasu Z.

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• If too much DEF is used, there will be ammonia in the exhaust, if

too little is used, there will be NOx in the exhaust. DEF injection

is usually done with a dosing control unit and pump. Because the

DEF is water based, it can freeze.

by Iyasu Z.

CO2

by Iyasu Z.

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Selective catalytic reduction system by Iyasu Z.

Diesel exhaust after treatment

by Iyasu Z.

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Mufflers
The muffler is the primary component responsible for minimizing the harsh
sound waves created as combustion gases are forced out of the cylinders
through the exhaust ports.

Dispersive mufflers, or straight-

Reactive mufflers, or reverse-flow
through mufflers
mufflers

Two main silencing strategies used in mufflers

by Iyasu Z.

exhaust system layouts

Common exhaust system

layouts used in mobile diesel
engine installations.
A-Vertical.
B-Horizontal.
C-Combination.

A-Vertical
• On some mobile vehicles, there is an additional muffler, known as a
resonator or silencer, to further reduce the exhaust decibel level.
by Iyasu Z.

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B. Horizontal
by Iyasu Z.

C-Combination
by Iyasu Z.

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Normally aspiration

In most engines, atmospheric pressure is the only force that

pushes air into the intake manifold. These engines are
naturally aspirated or normally aspirated. The air they
"breathe" is at normal atmospheric pressure. The amount of
fuel that can be burned in the cylinders is limited by the
amount of air that the atmospheric pressure pushes in.

by Iyasu Z.

FORCED INDUCTION
• An engine can produce more power at the same speed if more air-fuel
mixture is forced into the cylinders. More air-fuel mixture means
higher pressures during the power strokes and higher power output.

• Forcing additional air fuel mixture into the cylinders is called forced
induction.

• An engine with forced induction may produce 35 to 60 percent more

power than a naturally-aspirated engine.

• Forced induction may be provided by a supercharger or by a

turbocharger.
by Iyasu Z.

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Supercharger
The supercharger is mechanically driven by a belt

or chain from the engine crankshaft.

• A supercharger is an air compressor that

increases the pressure of air supplied to an

internal combustion engine.

• This aids in higher power output as the engine

gets more oxygen in each of its intake cycles and

helps it to burn more fuel.

by Iyasu Z.

Parts of supercharger

A Housing
B Inlet
C Rotors
D Outlet
E Drive pulley
F Gears

by Iyasu Z.

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Superchargers Working Animation

by Iyasu Z.

by Iyasu Z.

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Types of supercharger

Reading assignment on:

-Types of supercharger
-Supercharger lag
-Advantages
-Disadvantages by Iyasu Z.

Turbocharger

• The turbocharger is driven by the

engine exhaust gas. It forces an

additional amount of air or air-fuel

mixture into the engine. This

increases combustion pressure and

engine power.
by Iyasu Z.

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Operation of turbocharger
A turbocharger is made up of two halves
joined together by a shaft.
• On one side, hot exhaust gasses spin the
turbine that is connected to another
turbine which sucks air in and
compresses it into the engine.
• This compression is what gives the
engine the extra power and efficiency
because as more air can go in the
combustion chamber, more fuel can be
added for more power.
by Iyasu Z. How to work turbocharger_...... in internal combustion engine_.mp4

Turbocharger Operation Animation

by Iyasu Z.

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Components of turbocharger

by Iyasu Z.

A distinction is made between supercharger and turbocharger:

• On the exhaust gas turbocharger compression power is won

from the exhaust gas (flow of exhaust gas between engine

and turbocharger.)

• On the supercharger, compression power is tapped from the

engine crankshaft (mechanical coupling between engine and

supercharger).
by Iyasu Z.

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• Engines need to be able to generate high torque even at low

speeds. For that reason, turbochargers are designed for low
exhaust gas mass flow rates (e.g. full load at an engine speed
of n ≤1,800 rpm).
• To prevent the turbocharger from overloading the engine at
higher exhaust-gas mass flow rates, or being damaged itself,
the turbocharger pressure has to be controlled.
There are three turbo charger designs which can achieve this:
• The wastegate turbocharger

by Iyasu Z.

Wastegate turbocharger
• At higher engine speeds or loads, part of the exhaust flow is
diverted past the turbine by a bypass valve – the “wastegate”.

• This reduces the exhaust-gas flow passing through the turbine

and lowers the exhaust-gas back pressure, thereby preventing
excessive turbo-charger speed.

• At low engine speeds or loads, the wastegate closes and the

entire exhaust flow passes through and drives the turbine.

by Iyasu Z.

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Fig.
1. Charge-pressure actuator
2. Vacuum pump
3. Pressure actuator
4. Turbocharger
5. Wastegate (bypass valve)
6. Exhaust flow
7. Intake air flow
8. Turbine
9. Centrifugal compressor

by Iyasu Z.

Operation of the
turbocharger
wastegate Animation
LOW Pressure
operation

HIGH pressure
Operation

by Iyasu Z.

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Operation of the turbocharger wastegate Animation

by Iyasu Z.

• Operation of the turbocharger wastegate, which

limits boost pressure pneumatically

by Iyasu Z.

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Turbocharged engine with a computer-controlled wastegate.

Source;
Turbochargers and
superchargers on Diesel engine
management systems and
ccomponents Page 47-56
by Iyasu Z.

66