Diesel engine: device, principle of operation, advantages. Modern Truck Diesel Engines The diesel engine automatically burns fuel on its own.

27.09.2019

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The principle of operation of a diesel engine

The principle of operation of a diesel engine is based on the compression ignition of fuel that enters the combustion chamber and mixes with a hot air mass. The working process of a diesel engine depends solely on the heterogeneity of the fuel assemblies (fuel-air mixture). The supply of fuel assemblies in this type of engine occurs separately.

First, air is supplied, which during the compression process is heated to high temperatures (about 800 degrees Celsius), then fuel is supplied to the combustion chamber under high pressure (10-30 MPa), after which it self-ignites.

The process of fuel ignition itself is always accompanied by a high level of vibration and noise, so diesel-type engines are noisier than gasoline counterparts.

A similar principle of operation of a diesel engine allows the use of more affordable and cheaper (until recently :)) types of fuel, reducing the level of costs for its maintenance and refueling.

Diesels can have both 2 and 4 working strokes (intake, compression, stroke and exhaust). Most cars are equipped with 4-stroke diesel engines.

Types of diesel engines

According to the design features of the combustion chambers, diesel engines can be divided into three types:

With split combustion chamber. In such devices, fuel is supplied not to the main, but to the additional, the so-called. a swirl chamber, which is located in the head of the cylinder block and is connected to the cylinder by a channel. When it enters the vortex chamber, the air mass is compressed as much as possible, thereby improving the process of fuel ignition. The self-ignition process begins in the vortex chamber, then passes into the main combustion chamber.
With undivided combustion chamber. In such diesel engines, the chamber is located in the piston, and fuel is supplied to the space above the piston. On the one hand, inseparable combustion chambers allow saving fuel consumption, on the other hand, they increase the noise level during engine operation.
Prechamber engines. Such diesel engines are equipped with a plug-in prechamber, which is connected to the cylinder by thin channels. The shape and size of the channels determine the speed of movement of gases during the combustion of fuel, reducing the level of noise and toxicity, increasing the life of the engine.

Fuel system in a diesel engine

The basis of any diesel engine is its fuel system. The main task of the fuel system is the timely supply of the required amount of the fuel mixture under a given operating pressure.

Important elements of the fuel system in a diesel engine are:

high pressure fuel pump (TNVD);
fuel filter;
nozzles

Fuel pump

The pump is responsible for supplying fuel to the injectors according to the set parameters (depending on the speed, the operating position of the control lever and the turbo boost pressure). In modern diesel engines, two types of fuel pumps can be used - in-line (plunger) and distribution.

Fuel filter

The filter is an important part of a diesel engine. The fuel filter is selected strictly in accordance with the type of engine. The filter is designed to isolate and remove water from the fuel, and excess air from the fuel system.

nozzles

Nozzles are equally important elements of the fuel system in a diesel engine. Timely supply of the fuel mixture to the combustion chamber is possible only with the interaction of the fuel pump and injectors. In diesel engines, two types of nozzles are used - with a multi-hole and font distributor. The nozzle distributor determines the shape of the flame, providing a more efficient self-ignition process.

Cold start and turbocharged diesel engine

Cold start is responsible for the preheating mechanism. This is ensured by electric heating elements - glow plugs, which are equipped with a combustion chamber. When starting the engine, glow plugs reach a temperature of 900 degrees, heating the air mass that enters the combustion chamber. The glow plug is de-energized 15 seconds after the engine starts. Heating systems before starting the engine ensure its safe start even at low atmospheric temperatures.

Turbocharging is responsible for increasing the power and efficiency of a diesel engine. It provides the supply of more air for a more efficient process of combustion of the fuel mixture and increase the working power of the engine. A special turbocharger is used to ensure the required boost pressure of the air mixture in all operating modes of the engine.

It only remains to say that the debate over what is better for an ordinary motorist to choose as a power plant in his car, gasoline or diesel, has not subsided so far. Both types of engine have advantages and disadvantages and it is necessary to choose based on the specific operating conditions of the car.

The same year it was successfully tested. Diesel actively engaged in the sale of licenses for the new engine. Despite the high efficiency and ease of operation compared to a steam engine, the practical use of such an engine was limited: it was inferior to the steam engines of that time in terms of size and weight.

The first Diesel engines ran on vegetable oils or light petroleum products. Interestingly, he initially proposed coal dust as an ideal fuel. Experiments also showed the impossibility of using coal dust as a fuel - primarily because of the high abrasive properties of both the dust itself and the ash resulting from combustion; there were also big problems with the supply of dust to the cylinders.

Principle of operation

Four stroke cycle

1st measure. Inlet. Corresponds to 0° - 180° crankshaft rotation. Through the open ~345-355° inlet valve, air enters the cylinder, at 190-210° the valve closes. At least up to 10-15 ° of rotation of the crankshaft, the exhaust valve is simultaneously open, the time of joint opening of the valves is called valve overlap .
2nd beat. Compression. Corresponds to 180° - 360° crankshaft rotation. The piston, moving to the TDC (top dead center), compresses the air 16 (in low-speed) -25 (in high-speed) times.
3rd beat. Working stroke, extension. Corresponds to 360° - 540° crankshaft rotation. When fuel is sprayed into hot air, fuel combustion is initiated, that is, its partial evaporation, the formation of free radicals in the surface layers of drops and in vapors, and finally, it flares up and burns out as it comes from the nozzle, combustion products, expanding, move the piston down. The injection and, accordingly, the ignition of the fuel occurs a little earlier than the moment the piston reaches the dead center due to some inertia of the combustion process. The difference from ignition timing in gasoline engines is that the delay is necessary only because of the presence of the initiation time, which in each particular diesel engine is a constant value and cannot be changed during operation. Combustion of fuel in a diesel engine thus occurs for a long time, as long as the supply of a portion of fuel from the nozzle lasts. As a result, the working process proceeds at a relatively constant gas pressure, due to which the engine develops a large torque. Two important conclusions follow from this.
- 1. The combustion process in a diesel engine lasts exactly as long as it takes to inject a given portion of fuel, but not longer than the working stroke.
- 2. The fuel/air ratio in the diesel cylinder can differ significantly from the stoichiometric one, and it is very important to provide an excess of air, since the flame of the torch occupies a small part of the volume of the combustion chamber and the atmosphere in the chamber must provide the required oxygen content to the last. If this does not happen, there is a massive release of unburned hydrocarbons with soot - "the diesel locomotive" gives "bear".).
4th beat. Release. Corresponds to 540° - 720° crankshaft rotation. The piston goes up, through the exhaust valve open at 520-530 °, the piston pushes the exhaust gases out of the cylinder.

Depending on the design of the combustion chamber, there are several types of diesel engines:

Diesel with undivided chamber: the combustion chamber is made in the piston, and the fuel is injected into the space above the piston. The main advantage is the minimum fuel consumption. The disadvantage is increased noise ("hard work"), especially at idle. Currently, intensive work is underway to eliminate this shortcoming. For example, a Common Rail system uses (often multi-stage) pre-injection to reduce harshness.
Split chamber diesel: fuel is supplied to the additional chamber. In most diesel engines, such a chamber (it is called a vortex or prechamber) is connected to the cylinder by a special channel so that when compressed, the air entering this chamber swirls intensively. This contributes to good mixing of the injected fuel with air and more complete combustion of the fuel. Such a scheme has long been considered optimal for light diesel engines and has been widely used in passenger cars. However, due to the worse efficiency, the last two decades have been actively replacing such diesel engines with single-chamber engines and Common Rail fuel supply systems.

push cycle

Purge of a two-stroke diesel engine: at the bottom - purge windows, the exhaust valve at the top is open

In addition to the four-stroke cycle described above, a two-stroke cycle can be used in a diesel engine.

During the working stroke, the piston goes down, opening the outlet windows in the cylinder wall, exhaust gases exit through them, the inlet windows open at the same time or somewhat later, the cylinder is blown with fresh air from the blower - carried out purge combining the intake and exhaust strokes. When the piston rises, all windows close. From the moment the inlet windows close, compression begins. Just before reaching TDC, fuel is sprayed from the nozzle and lights up. An expansion occurs - the piston goes down and opens all the windows again, etc.

Scavenging is an inherent weak link in the two-stroke cycle. The purge time, in comparison with other cycles, is small and cannot be increased, otherwise the efficiency of the stroke will decrease due to its shortening. In a four-stroke cycle, half of the cycle is allotted for the same processes. It is also impossible to completely separate the exhaust and fresh air charge, so some of the air is lost, going straight into the exhaust pipe. If the change of cycles is provided by the same piston, there is a problem associated with the symmetry of opening and closing windows. For better gas exchange, it is more advantageous to have an advance opening and closing of the exhaust windows. Then the exhaust, starting earlier, will provide a decrease in the pressure of the residual gases in the cylinder by the beginning of the purge. With the exhaust windows closed earlier and the intake windows still open, the cylinder is recharged with air, and if the blower provides excess pressure, it becomes possible to pressurize.

Windows can be used both for exhaust gases and for fresh air intake; such a purge is called slot or window. If the exhaust gases are vented through a valve in the cylinder head and the windows are only used to let in fresh air, the purge is called valve-slot. There are engines where in each cylinder there are two counter-moving pistons; each piston controls its windows - one inlet, the other outlet (Fairbanks-Morse - Junkers - Koreyvo system: diesel engines of this system of the D100 family were used on diesel locomotives TE3, TE10, tank engines 4TPD, 5TD (F) (T-64), 6TD (T -80UD), 6TD-2 (T-84), in aviation - on Junkers bombers (Jumo 204, Jumo 205).

In a two-stroke engine, the working strokes occur twice as often as in a four-stroke one, but due to the presence of a purge, a two-stroke diesel engine is more powerful than a four-stroke one of the same volume by a maximum of 1.6-1.7 times.

At present, low-speed two-stroke diesel engines are widely used on large marine vessels with a direct (gearless) propeller drive. Due to the doubling of the number of strokes at the same speed, the two-stroke cycle is beneficial when it is impossible to increase the speed, in addition, a two-stroke diesel engine is technically easier to reverse; such low-speed diesel engines have a power of up to 100,000 hp.

Due to the fact that it is difficult to organize a purge of the vortex chamber (or prechamber) in a two-stroke cycle, two-stroke diesel engines are built only with undivided combustion chambers.

Design Options

For medium and heavy two-stroke diesel engines, the use of composite pistons is typical, which uses a steel head and an duralumin skirt. The main purpose of this complication of the design is to reduce the total mass of the piston while maintaining the maximum possible heat resistance of the bottom. Oil-cooled liquid-cooled designs are very often used.

Four-stroke engines containing crossheads in the design are allocated to a separate group. In crosshead engines, the connecting rod is connected to the crosshead - a slider connected to the piston by a rod (rolling pin). The crosshead works along its guide - the crosshead, without exposure to elevated temperatures, completely eliminating the effect of lateral forces on the piston. This design is typical for large long-stroke marine engines, often double-acting, the piston stroke in them can reach 3 meters; trunk pistons of such dimensions would be overweight, trunks with such a friction area would significantly reduce the mechanical efficiency of a diesel engine.

Reversible motors

The combustion of the fuel injected into the diesel cylinder occurs as it is injected. This is why a diesel produces high torque at low revs, which makes a diesel-powered vehicle more responsive in motion than the same gasoline-powered vehicle. For this reason, and due to the higher efficiency, most trucks are currently equipped with diesel engines.. For example, in Russia in 2007, almost all trucks and buses were equipped with diesel engines (the final transition of this vehicle segment from gasoline engines to diesel engines was planned to be completed by 2009) . This is also an advantage in marine engines, as high torque at low rpm makes it easier to use the engine's power efficiently, and higher theoretical efficiency (see Carnot cycle) gives higher fuel efficiency.

Compared to gasoline engines, diesel engine exhaust typically has less carbon monoxide (CO), but now, with the introduction of catalytic converters on gasoline engines, this benefit is less noticeable. The main toxic gases that are present in the exhaust in noticeable quantities are hydrocarbons (HC or CH), oxides (oxides) of nitrogen (NOx) and soot (or its derivatives) in the form of black smoke. The most polluting vehicles in Russia are truck and bus diesels, which are often old and unregulated.

Another important safety aspect is that diesel fuel is non-volatile (i.e. does not evaporate easily) and thus diesel engines are much less likely to catch fire, especially since they do not use an ignition system. Together with high fuel efficiency, this led to the widespread use of diesel engines in tanks, since the risk of a fire in the engine compartment due to fuel leaks was reduced in everyday non-combat operation. The lower fire hazard of a diesel engine in combat conditions is a myth, since when penetrating armor, a projectile or its fragments have a temperature that is much higher than the flash point of diesel fuel vapors and can also quite easily set fire to the leaked fuel. The detonation of a mixture of diesel fuel vapors with air in a pierced fuel tank is comparable in its consequences to an explosion of ammunition, in particular, in T-34 tanks, it led to rupture of welds and knocking out of the upper frontal part of the armored hull. On the other hand, a diesel engine in tank building is inferior to a carburetor in terms of specific power, and therefore in some cases (high power with a small engine compartment) it may be more advantageous to use a carburetor power unit (although this is typical for too light combat units).

Of course, there are also disadvantages, among which is the characteristic knock of a diesel engine during its operation. However, they are noticed mainly by owners of cars with diesel engines, and are almost invisible to an outsider.

The obvious disadvantages of diesel engines are the need to use a high-power starter, turbidity and solidification (waxing) of summer diesel fuel at low temperatures, the complexity and higher cost of repairing fuel equipment, since high-pressure pumps are precision devices. Also, diesel engines are extremely sensitive to fuel contamination with mechanical particles and water. Repair of diesel engines, as a rule, is much more expensive than the repair of gasoline engines of a similar class. The liter capacity of diesel engines is also usually inferior to that of gasoline engines, although diesel engines have more even and higher torque in their displacement. The environmental performance of diesel engines was significantly inferior to gasoline engines until recently. On classic diesel engines with mechanically controlled injection, it is only possible to install oxidative exhaust gas converters operating at exhaust gas temperatures above 300 ° C, which oxidize only CO and CH to carbon dioxide (CO 2) and water that are harmless to humans. Also, these converters used to fail due to poisoning with sulfur compounds (the amount of sulfur compounds in exhaust gases directly depends on the amount of sulfur in diesel fuel) and the deposition of soot particles on the catalyst surface. The situation began to change only in recent years in connection with the introduction of diesel engines of the so-called Common rail system. In this type of diesel engines, fuel injection is carried out by electronically controlled nozzles. The supply of a control electrical impulse is carried out by an electronic control unit that receives signals from a set of sensors. The sensors monitor various engine parameters that affect the duration and timing of the fuel pulse. So, in terms of complexity, a modern - and as environmentally friendly as a gasoline - diesel engine is in no way inferior to its gasoline counterpart, and in a number of parameters (complexity) it significantly surpasses it. So, for example, if the fuel pressure in the injectors of a conventional diesel engine with mechanical injection is from 100 to 400 bar (approximately equivalent to "atmospheres"), then in the latest Common-rail systems it is in the range from 1000 to 2500 bar, which entails presents a lot of problems. Also, the catalytic system of modern transport diesel engines is much more complicated than gasoline engines, since the catalyst must be able to work in conditions of an unstable exhaust gas composition, and in some cases the introduction of the so-called “particulate filter” (DPF - particulate filter) is required. A "particulate filter" is a conventional catalytic converter-like structure installed between a diesel exhaust manifold and a catalyst in the exhaust stream. A high temperature develops in the particulate filter, at which soot particles can be oxidized by residual oxygen contained in the exhaust gases. However, part of the soot is not always oxidized and remains in the "particulate filter", so the control unit program periodically switches the engine to the "particulate filter cleaning" mode by the so-called "post-injection", that is, injection of additional fuel into the cylinders at the end of the combustion phase in order to raise the temperature of the gases, and, accordingly, clean the filter by burning the accumulated soot. The de facto standard in the design of transport diesel engines has become the presence of a turbocharger, and in recent years - and " intercooler" - a device that cools the air after turbocharger compression - so that after cooling to get a large mass air (oxygen) in the combustion chamber at the same capacity of the collectors, and The supercharger made it possible to raise the specific power characteristics of mass diesel engines, as it allows more air to pass through the cylinders during the working cycle.

Basically, the design of a diesel engine is similar to that of a gasoline engine. However, similar parts of a diesel engine are heavier and more resistant to high compression pressures that occur in a diesel engine, in particular, the hone on the surface of the cylinder mirror is rougher, but the hardness of the cylinder block walls is higher. Piston heads, however, are specially designed for the combustion characteristics of diesel engines and are almost always designed for higher compression ratios. In addition, the piston heads in a diesel engine are located above (for an automobile diesel engine) the upper plane of the cylinder block. In some cases - in older diesel engines - the piston heads contain a combustion chamber ("direct injection").

Applications

Diesel engines are used to drive stationary power plants, on rail (diesel locomotives, diesel locomotives, diesel trains, railcars) and trackless (cars, buses, trucks) vehicles, self-propelled machines and mechanisms (tractors, asphalt rollers, scrapers, etc.). ), as well as in shipbuilding as main and auxiliary engines.

Myths about diesel engines

Turbocharged diesel engine

Diesel engine is too slow.

Modern turbocharged diesel engines are much more efficient than their predecessors, and sometimes outperform their naturally aspirated (non-turbocharged) gasoline counterparts of the same displacement. This is evidenced by the Audi R10 diesel prototype, which won the 24-hour race at Le Mans, and the new BMW engines, which are not inferior in power to naturally aspirated (non-turbocharged) gasoline engines and at the same time have huge torque.

The diesel engine is too loud.

Loud engine operation indicates improper operation and possible malfunctions. In fact, some older direct-injection diesels do work quite hard. With the advent of high-pressure common-rail fuel systems, diesel engines have been able to significantly reduce noise, primarily by dividing one injection pulse into several (typically from 2 to 5 pulses).

The diesel engine is much more economical.

The main economy is due to the higher efficiency of the diesel engine. On average, a modern diesel consumes up to 30% less fuel. The service life of a diesel engine is longer than a gasoline engine and can reach 400-600 thousand kilometers. Spare parts for diesel engines are somewhat more expensive, the cost of repairs is also higher, especially for fuel equipment. For the above reasons, the cost of operating a diesel engine is somewhat less than that of a gasoline engine. Savings compared to gasoline engines increase in proportion to power, which determines the popularity of diesel engines in commercial vehicles and heavy vehicles.

A diesel engine cannot be converted to use cheaper gas as fuel.

From the first moments of the construction of diesel engines, a huge number of them were built and are being built, designed to work on gas of different composition. There are basically two ways to convert diesel engines to gas. The first method is that a lean gas-air mixture is supplied to the cylinders, compressed and ignited by a small pilot jet of diesel fuel. An engine operating in this way is called a gas-diesel engine. The second way is to convert a diesel engine with a reduction in the compression ratio, install an ignition system and, in fact, build a gas engine instead of a diesel engine based on it.

record holders

Largest/Most Powerful Diesel Engine

Configuration - 14 cylinders in line

Working volume - 25 480 liters

Cylinder diameter - 960 mm

Piston stroke - 2500 mm

Average effective pressure - 1.96 MPa (19.2 kgf / cm²)

Power - 108,920 hp at 102 rpm. (recoil per liter 4.3 hp)

Torque - 7 571 221 Nm

Fuel consumption - 13,724 liters per hour

Dry weight - 2300 tons

Dimensions - length 27 meters, height 13 meters

The largest diesel engine for a truck

MTU 20V400 designed for installation on a BelAZ-7561 mining dump truck.

Power - 3807 hp at 1800 rpm. (Specific fuel consumption at rated power 198 g/kW*h)

Torque - 15728 Nm

The largest / most powerful serial diesel engine for a serial passenger car

Audi 6.0 V12 TDI since 2008 it has been installed on the Audi Q7.

Configuration - 12 cylinders V-shaped, camber angle 60 degrees.

Working volume - 5934 cm³

Cylinder diameter - 83 mm

Stroke - 91.4 mm

Compression ratio - 16

Power - 500 hp at 3750 rpm. (return per liter - 84.3 hp)

Torque - 1000 Nm in the range of 1750-3250 rpm.

The diesel engine is gradually lost against the background of modern developments in the global automotive industry, losing ground in front of numerous prohibitions and restrictions. But it was the diesel engine that became a real breakthrough in the automotive industry, and deserves that we once again remember an old friend, thanks to which huge distances have ceased to be a problem for mankind.

History of the diesel engine.

To begin with, we recall that a diesel engine is a unique mechanism aimed at obtaining internal combustion energy. The range of diesel fuels used is very wide, and even includes vegetable fuel options (oils and fats).

The prerequisite for the creation of a diesel engine was the idea of the Carnot cycle (1824), which consisted in a heat exchange process with maximum output efficiency. This idea received a more modern look in 1890, when the famous Rudolf Diesel created a practical example of the implementation of the Carnot cycle, and in 1892, he already received a patent for the creation of this type of engine. The first working sample of the engine was created by Diesel at the beginning of 1897, and at the end of January it was already tested.

At the beginning of its journey, the diesel engine was significantly inferior to the steam engine in terms of size, and was not successful in practical applications. The first samples of engines worked exclusively on light petroleum products and oils. But there were attempts to start the engine on coal fuel, which led to a complete failure, due to problems with the supply of coal dust to the cylinders.

In 1898, an engine was also designed in St. Petersburg, which, in principle, was completely similar to a diesel engine. In Russia, this type of mechanism was called the Trinkler Motor, which, according to its characteristics, according to tests, was much more advanced than its German counterpart. The advantage of the Trinkler Motor was the use of hydraulics, which significantly improved performance compared to an air compressor. Plus, the design itself was many times simpler and more reliable than the German one.

In the same year, 1898, Emmanuel Nobel bought the rights to manufacture a diesel engine, which was improved and ran on oil. And at the turn of the century, the brilliant Russian engineer Arshaulov invented a unique system - a high-pressure fuel pump, which also became a breakthrough in the process of improving the diesel engine.

In the twenties of the 20th century, the German scientist Robert Bosch carried out another improvement in the high pressure fuel pump, and also created a unique design of a non-compressor design. Since then, diesel engines began to be widely used in public transport and railways, and in the 50s and 60s, diesel engines were massively used in the assembly of ordinary passenger cars.

The principle of operation of diesel engines.

There are two types of diesel engines:

Duple cycle;
Four stroke cycle.

The most popular four-stroke cycle of operation of diesel engines: intake (air entering the cylinder), compression (air is compressed in the cylinder), power stroke (fuel combustion process in the cylinder), exhaust (exhaust gases exit from the cylinder). This cycle is endless, and is constantly repeated with mechanical precision during the operation of the engine.

The two-stroke cycle of the engine is distinguished by shortened processes, where gas exchange is carried out in the purge, a single process of the mechanism. Such engines are used in marine vessels and railway transport. Two-stroke engines are built exclusively with undivided combustion chambers.

Advantages and disadvantages.

The power efficiency of modern diesel engines is 40-45%, and some samples - 50%. The undoubted advantage of such engines is the low requirements for fuel quality, which allows the use of not the most expensive petroleum products for the operation of the mechanism.

When using diesel engines in cars, such an engine gives a high torque at low speeds of the mechanism itself, which makes the car comfortable to drive. Due to this, this type of engine is popular in industrial vehicles, where the power of the mechanism is appreciated.

Diesel engines are much less likely to ignite due to the non-volatile fuel, making them as safe to operate as possible. It was diesel engines that became the key to the progress of military armored vehicles, making it as safe as possible for the crew.

The diesel engine also has enough drawbacks, and they consist in fuel, which tends to stagnate in the winter, and disables the mechanism. Plus, diesel engines make too many harmful emissions into the atmosphere, which was the reason for the struggle of environmentalists with this type of mechanism. The production of a diesel engine itself costs manufacturers more than a gasoline engine, which is noticeably reflected in the budget costs of production.

These highlights were the reason that the number of diesel engines in the global engineering industry will decrease and, with a high degree of probability, will be limited only to the industrial automotive industry, where diesel is an indispensable unit. But, it was diesel that left a deep mark on the process of creating the automotive industry, as such, and will always remain the most important breakthrough in the world of automotive engineering.

In contact with

Among internal combustion engines, diesel engines have become widespread. Such popularity is explained, first of all, by their high efficiency and the profitability connected with it. The diesel engine provides higher vehicle mileage. Its use in heavy vehicles and equipment is becoming evident.

In the field of construction and agricultural machines, diesel has long been used in a variety of ways. When determining the parameters of these motors, in addition to a particularly high efficiency value, the developers pay attention to strength, reliability and ease of maintenance. Maximum power and noise optimization are of lesser importance here than, for example, in passenger cars. Diesel engines of the most diverse power are used in construction and agricultural machinery - from 3 kW to values exceeding those typical for heavy trucks. You can buy new factory engines A-01, A-41 at https://agro-tm.ru of SOYUZAGROTEKHMASH LLC. In construction and agriculture, injection systems with a mechanical regulator are still used in many cases. Unlike other areas where liquid-cooled engines are predominantly used, a reliable and easy-to-use air-cooled system is widespread here.

Application and use of diesel engines

Diesel engines are commonly used as mechanical governor engines, heat generators and mobile power supplies. They are widely used in locomotives, construction machinery, automobiles and countless industrial equipment. The scope of their application covers almost all areas of industry. Looking inside almost any car that he passes every day, a person will find a diesel engine. Industrial diesel engines and diesel generators are used in construction, marine, mining, medicine, forestry, telecommunications, underground and agriculture, to name but a few. Power generation for primary or secondary standby power is a major area of use for modern diesel engines.

There are a number of factors that favorably distinguish diesel engines:

economy. An efficiency of 40% (up to 50% with turbocharging) is simply unattainable for a gasoline engine;
power. Almost all of the torque is available at the lowest rpm. A turbocharged diesel engine does not have a pronounced turbo lag. This feature allows you to get real driving pleasure;
reliability. The run of the most reliable diesel engines reaches 700 thousand km. And all this without tangible negative consequences. Due to their reliability, diesel internal combustion engines are put on special equipment and trucks;
environmental friendliness. In the fight for the preservation of the environment, the diesel engine is superior to gasoline engines. Less CO emissions and the use of exhaust gas recirculation (EGR) technology bring minimal harm.