Any failure of any engine of any vehicle causes a lot of thrills, because it happens (in most cases) at the very moment when you demand maximum return from it: takeoff, climb, go-around ... You might think that if at the moment of overtaking (this is already about cars ) the engine sneezes with a power failure, then everyone will be wildly delighted ...

So which is better? Wear pink ones - “yes, it’s a foreign car, what will it be ...” or, having read the “Operating Manual” from “A” to “Z”, be prepared for a sudden refusal? My opinion is that the second option is preferable, and the best option is to prevent failure ..... And what is needed for this? - Competent operation with timely maintenance, together with monitoring and diagnostics.

Failures of the crank mechanism and the cylinder-piston group are the most dangerous because of the "suddenness" and severity of the consequences. The bulk of such failures is associated with violations of the combustion process. There is a need to control and understand this process.

Normal combustion of the air-fuel mixture

The air-fuel mixture is compressed during the upward stroke of the piston and at a certain moment, called the “ignition point”, is ignited by an electrical spark. There is also the term "ignition advance" - a value measured in degrees of rotation of the crankshaft (PKV) or in millimeters of piston movement and showing the advance of the ignition moment of the time the piston reaches top dead points (TDC).

The combustion process begins at the end of the compression stroke, when the piston, compressing the fuel-air mixture, approaches TDC. At the moment of ignition (A), the spark discharge causes instantaneous (about 10-5 s or one hundredth of a microsecond) heating of the mixture to a temperature of more than 1000 ° C in a very small volume between the spark plug electrodes, leading to thermal decomposition, ionization of fuel and oxygen molecules and ignition of the mixture . A combustion center appears, saturated with combustion products, and an interface between it and the unburned mixture (flame front). If the volume of the hearth is sufficient to warm up and ignite the mixture layers in contact with it (this depends mainly on the power of the spark discharge, the temperature and pressure of the mixture at the end of the compression stroke), then the combustion process begins to spread through the volume of the combustion chamber from the spark plug to the side not yet burnt mixture at a speed of less than 1 m/s. The turbulent flows that occur when filling and compressing the mixture distort and destroy the clear boundaries of the flame front: the volumes of burning components are introduced into the non-combustible mixture. The surface area of ​​the front increases sharply, and with it the speed of the front propagation increases - up to 50-80 m / s (point (B) on the indicator diagram).

The accelerating motion of the front causes more and more rapid ignition and combustion of new portions of the mixture. As a result, the temperature and pressure in the combustion chamber increase dramatically. Point C, corresponding to the maximum pressure (5...6 MPa), approximately coincides with the moment when the flame front reaches the cylinder walls. A decrease in the amount of the mixture and heat removal from gases to the cylinder walls lead to a decrease in the combustion rate. The temperature of the combustion products, having reached a maximum (more than 2000°C) somewhat later than the pressure, begins to fall along with the beginning of the downward movement of the piston. The combustion process, which took 30 - 400 PKV, ended. The expansion process begins - the cycle of the working stroke.

The normal combustion process is characterized by the following parameters:

Flame propagation speed - 50-80 m/s.
magnitude and moment maximum pressure- 5-6 MPa, 12…150 after TDC
the value and moment of the maximum temperature - 2100-2300°C, 25 ... 300 after TDC.

These parameters are significantly influenced by many factors:

1. Design and dimensions of the combustion chamber;
2. Compression ratio;
3. The amount of residual gases;
4. Ignition advance;
5. Spark power;
6. Speed ​​of rotation of the crankshaft;
7. The temperature of the walls of the combustion chamber;
8. Air-fuel mixture temperature;
9. Air-fuel mixture pressure;
10. Air-fuel mixture quality;
11. Fuel properties;
12. Engine condition.

Only a part of these parameters can be controlled by the operator and an even smaller part must be controlled. If the requirements for installation, operation and maintenance of the engine are met, all parameters will be normal, and the manufacturer guarantees a normal combustion process, i.e. normal engine operation.

This is ideal, but in real operating conditions it is not difficult to obtain an anomalous combustion process, given the peculiarities of national aeronautics and gasoline production.
There is a need to control the combustion process itself. Most affordable way- temperature control: cylinder head (THC) and exhaust gases (TEG).

THC is a complex parameter. The CHC value is influenced by the combustion temperature and the efficiency of the cooling system. The inertia of the parameter depends on the thermal conductivity of the head material.

TVG is a parameter that indirectly characterizes the process of fuel combustion. The measurement is practically inertia-free. A significant disadvantage given parameter is the ambiguity and complexity of the analysis. For the full use of the EGT indicator as an operational and diagnostic control tool, it is necessary, at a minimum, to know the normal values ​​​​of the EGG and the effect on them of various changes in operating conditions and deviations in the combustion process. Figure 2. A typical graph of the dependence of the TVG on the crankshaft speed is shown.

II. Combustion Disturbances

The most common causes of combustion failure are:
Fuel system malfunction
Ignition system malfunction
Shots (claps)
glow ignition
Dieseling
detonation combustion
Gasoline low octane rating or counterfeit gasoline

Fuel system malfunction

This fault means any violation or failure that causes lean or rich fuel-air mixture.

The amount of air (or oxygen) necessary and sufficient for the complete oxidation of the fuel (in CO2 and H2O) is called the theoretically necessary amount of air (or oxygen). On average, 14.8 kg of air is needed to burn 1 kg of fuel. In fact, this value strongly depends on the composition of gasoline (method of production) and can range from 13.8 to 15.2.

The amount of air at which fuel combustion occurs may differ from the theoretically required. In this case, combustion occurs with an excess or lack of air. To assess the ratio between fuel and air, the excess air coefficient alpha is used - the ratio of the amount of air available for combustion to the theoretically required one.

At alpha 1.0 (excess air), the mixture is called lean. A multi-cylinder engine can operate stably in the alpha range from 0.5 to 1.15.

The influence of the excess air coefficient on the combustion process and the thermal state of the engine are given in fig. 3 and 4.
For carburetor aircraft engines excess air coefficient is within 0.70…1.10. Most often, engines run on rich mixture with lack of air. This is explained by the fact that the engine develops highest power with a rich mixture of 0.85 ... 0.90. In takeoff mode, the mixture is enriched to 0.75 ... 0.80 to reduce the operating temperatures of the cylinder heads and exhaust valves. With a decrease in load (throttling), the thermal state of the engine becomes less stressed, which makes it possible to switch to leaner mixtures. Work on lean mixture(1.05 ... 1.10) is accompanied by a drop in power (by 4 ... 6%) and an increase in efficiency (by 10 ... 15%) compared with operation on a mixture composition corresponding to maximum power engine. In multi-cylinder engines, which usually suffer from uneven distribution of fuel over the cylinders, it is necessary to set the mixture composition for the poorest working cylinders. In this case, it is rarely possible to ensure stable operation at alpha values ​​> 1.05 (for the entire engine). Work on lean mixtures is possible only with throttling, at powers of the order of 0.6 ... 0.9 of the rated power. In idle mode, the mixture must be enriched to 0.65 ... 0.70 to ensure stable operation and improve throttle response. For a reliable start of a cold engine, an even greater enrichment of the mixture to 0.45 ... 0.55 is required.

The optimal composition of the fuel-air mixture in all engine operating modes should be provided by the carburetor. Six carburetor systems:

float chamber,
launch system,
idle system,
intermediate system,
partial load system
full load system

responsible for preparing the air-fuel mixture for various modes engine operation.

Given the characteristics of the carburetor, the following conclusions can be drawn:
1. A slight enrichment of the fuel-air mixture is accompanied by a decrease in the temperature of the cylinder head and exhaust gases.
2. A slight lean air-fuel mixture is accompanied by a significant increase in the temperature of the cylinder head and exhaust gases. The most dangerous is the depletion of the mixture in the modes of 4500 ... 5000 rpm and 6000 ... 6800 rpm.
3. Severe lean or rich mixture causes a significant drop in the temperature of the cylinder head and exhaust gases. Because the combustion rate drops, the maximum pressure is reached at a later moment, which causes the engine to work hard.
4. A strong lean mixture (reduced fuel supply) causes a decrease in power, a spontaneous drop in speed occurs, usually up to 4500 rpm (the lowest specific fuel consumption).
5. Strong depletion or enrichment of the mixture in one of the cylinders is accompanied by increased vibrations, a drop in the temperature of this cylinder, misfiring and complete shutdown cylinder.

The main reasons for enriching the mixture:
air filter contamination,

high blood pressure fuel,
"heavy" propeller.
The main reasons for the lean mixture:
air leakage into the fuel system or inlet pipe,
violation of the carburetor adjustment (one or more systems),
decrease in pump performance,
clogging of fuel system components,
incorrect installation cruising mode (when the throttle is moving from high speed to low).
"light" propeller.

During the operation of the engine, the combustible fuel in the chambers is converted into energy and exhaust gases, which need to be removed, as it is necessary to make room for the next mixture of fuel. The piston is driven by the released energy, while it also serves as the force for squeezing the exhaust gases out of the system. In order for this process to proceed smoothly, it is important to create a sparse environment on the other side.

For this purpose, pipes for exhaust systems are used in the design of the car, often, for the connection of which, corrugation is used.

Why is rarefied air in the system so important? It is thanks to this state of air that a rapid release of the chamber from gases is achieved. It turns out something like the effect of a vacuum cleaner. Therefore, the camera becomes as free as possible to receive a new portion fuel mixture. How is sparseness achieved in the system? This effect is formed as a result of the action of the forces of inertia of gases. After the exhaust gases are released, the pressure rises, and then a rarefied atmosphere is created.

Additional bends in the system, as well as all kinds of elements or malfunctions, such as an improperly mounted corrugation, can prevent the process of leaving gases from the cylinder. As a result, an incomplete portion of the fuel mixture enters the chamber, and the overall engine power is significantly reduced. To avoid such problems, direct-flow exhaust systems are often used, sometimes with an increased pipe diameter. This allows the exhaust gases to leave the system unhindered.

The direct-flow system consists of a manifold that can branch out to the number of cylinders in the engine. The next element is a catalyst, which provides partial purification of gases.

After that, the exhaust is sent to the resonator, where the gas velocity is reduced and the emission noise is initially silenced. A muffler is then placed in the path of the system, which reduces exhaust noise to a minimum. Sensors and a soot filter can be located in this part. Each of the nodes can connect with another corrugation.

If we take a standard exhaust system as an example, then, as a rule, it has several places that make it difficult for the gases to move quickly and smoothly in the system. Absent particulate filter, and the resonator in such a system comes with reduced resistance. The most vulnerable point in such a system is the exhaust manifold. It needs to be changed first.

The design of the collector depends on its length. For example, a short will have a 4-1 construction. This means that four branches will converge into one pipe. If it is a long section, then most likely it has a 4-2-1 construction. According to this scheme, four outlets are connected in pairs, that is, into two pipes, and then this pair into one pipe. The short manifold design is more suitable for powerful machines and those who love speed, as it adds power at 6000 thousand rpm. The second option is more suitable for urban traffic. Keep in mind that changing the configuration exhaust system leads to the need for adjustments in the car's fuel supply system, and the corrugation will help connect the sections.

As for the resonator, it must be installed in that section of the system where the gas pressure decreases. This is necessary to increase engine power.

In this section, the reflector inflates the speed of the movement of gases, the volume of purge of the engine chambers increases, which leads to an increase in the total power due to an increase in speed. And in order to reduce the effect on reducing the rarefaction of air in the system, the silencer should be installed at a maximum distance from the resonator. A special corrugation is suitable for their fastening.

It can be said that in standard system a wide fragment of the pipe at the end of the section plays the role of muffling the sound of the exit of exhaust gases up to the level of 100 dB. But if you replace the tip with type A, then the engine power increases significantly. At the same time, the exhaust volume also increases to unacceptable, within the city limits, 120 dB.

During the operation of the car, any part is subject to wear. Body and suspension elements will last longer, as they are designed to work in aggressive environments and conditions during manufacture. There are nodes and parts that are more susceptible to rapid wear and obsolescence. These include brake pads (wear out with direct use), gears in the variable gearbox, which are subject to heavy loads, corrugation and more. What can be said about the exhaust system?

This unit is also subject to mechanical damage from the same stones on the road. But the aggressive environment of chemicals contained in exhaust gases and high temperatures brings more damage to it. For example, the collector temperature during operation reaches 1300 degrees. To avoid melting, it is made of heat-resistant cast iron. At the junction of the collector and the pipe that connects the corrugation, the temperature can reach up to 1100 degrees, and the catalyst can reach a temperature of 1050, etc.

However, these temperatures are reached inside the system itself, and not outside, so the situation there is a little easier. But at the same time, the outer part is affected by the difference in ambient temperatures, as well as all kinds of chemical compounds that eliminate ice on the roadway.

Thus, the service life of the exhaust system is about 3-4 years, and if its body is not made of alloy steel, then even less.

The main load falls on the junctions of the nodes. Especially from different materials. In this case, corrugation is often used. To avoid the flow of exhaust gases and leakage, an exhaust system sealant is used that can withstand up to 1090 degrees.

A muffler malfunction is very easy to fix. In this case, you don't even need visual inspection. A muffler in need of repair can be heard a mile away. A loud unpleasant sound can make even the most seasoned person turn around.

The muffler, which appeared at the dawn of the automotive industry, made it possible to bring peace to the urban areas of cities, which were often disturbed by the roar of the engines of the first vehicles. The loud sneezing sound of imperfect motors pressed on the eardrums and scared away the local kids.

The approach of a car in the late 19th century could be heard a block away. The use of a silencer solved this sound problem. Cars began to drive quieter without disturbing the sleep and peace of city dwellers.

The car muffler is constituent element systems for removing exhaust gases generated during engine operation. Its main task is to forcibly suppress the noise that occurs when the exhaust gases of the burning fuel are removed.

The first mufflers were primitive construction relatively weak noise suppression. As a result of high exhaust gas temperatures, the low-quality material of the element became unusable and began to resonate during engine operation.

A high-quality modern muffler is able to effectively suppress noise and convert it into a pleasant “rumbling” from the exhaust pipe. The material used for the production of the product has a high level of resistance to drops temperature regime and corrosion.

The design and arrangement of the muffler for almost all car models from different manufacturers do not differ from each other. It is simple and yet effective.

It is she who takes the first hot exhaust gases from the engine combustion chamber. Very often, their temperature can reach 1000 degrees.

That is why the receiving pipe is made of refractory materials resistant to high temperatures. As a rule, car manufacturers use an alloy of iron and steel

Its mission is to neutralize maximum number harmful substances in exhaust gases to less hazardous elements. The work of the catalyst is aimed at minimizing damage to the environment into which exhaust gases enter.

3. Front muffler

It is also called a resonator, as it absorbs the sounds emitted by the exhaust gases of the car passing through it. Among other things, it minimizes vibration by reducing the rate of passage of gases.

It is the front muffler that reduces the noise of the vehicle, taking the brunt of the hot gases coming at a high speed from the combustible fuel.

Finally reduces the noise of the machine and removes exhaust gases into the environment. Their temperature drops to the minimum safe level.

The operation of the muffler and the entire exhaust system is subject to high temperatures. All this leads over time to damage to the muffler surface.

Every driver, without exception, has heard how a damaged muffler works. The noise of the car in motion, especially in low gears, increases significantly. All this creates a certain discomfort for the driver and other road users.

The weak link of any muffler, of course, is the welding seam. With intensive use of the machine, it begins to thin out under the influence of high temperature.

Ultimately, the material burns out and begins to pass exhaust gases. An extraneous sound that appears when the motor is running is one of the first signs of a problem.

Often the active use of the machine in winter period time leads to corrosive damage to the muffler surface. The processes of formation of rust pockets are accelerated by the use of salt anti-icing mixture on the roads and temperature changes.

Almost every car in its lifetime "saw" the change and repair of the muffler at least once during the period of operation.

The importance of the structural element of the exhaust system should not be underestimated. It is the muffler that is able to normalize the operation of the engine and a comfortable ride by car.

Thank you for your attention, good luck on the road. Read, comment and ask questions. Subscribe to fresh and interesting articles of the site.

Exhaust system in ATD and AXR turbocharged diesel engines

The exhaust system is faced with the task of removing exhaust gases and at the same time keeping the amount of harmful substances in the exhaust gases at a minimum level (catalytic converter operation mode). In addition, the exhaust system minimizes combustion noise.

The design of the exhaust system depends on the engine model. The parts of the exhaust system are screwed together or connected with clamping collars and can be replaced individually.

Heat shields in the pipe path prevent strong heat radiation to the lower body parts. After dismantling, all self-locking nuts and gaskets must always be replaced. Mounting rings and rubber buffers are also replaced.

Service life of the exhaust pipe system

The exhaust pipe in your car is rated for 60,000 km. Of course, its service life also depends on the operating conditions of your car. If you mainly drive short distances, significantly more condensate, soot and corrosive acids fall inside the exhaust system than when driving long distances with a well-heated engine.

• An exhaust pipe with a catalytic converter installed is less likely to be affected by corrosion than other components, because. there, the combustion gases still flow out at a temperature of 800 to 1000°C.
• In the exhaust pipe and end silencer, the exhaust gases significantly reduce their temperature; in the final muffler they have a temperature of only 150–300°C. Therefore, most of the water condensate appears in the final silencer. It mixes with combustion products, forming aggressive acids, causing through corrosion metal exhaust pipe from the inside to the outside.
• The front parts of the exhaust system can suffer from thermal stress when driving long distances, with hot metal in the rain being constantly exposed to cold showers. The material may crack or break.
• Splashes of water or salt water contribute to corrosion on the outside. Hitting rocks or hard ground, as well as vibrations from defective or missing pipe hangers, also shorten the life of the exhaust pipe.
• Unfavorable conditions that can lead to high temperatures in the catalytic converter should be avoided. The vehicle must not be parked near flammable materials.
• Application of additional corrosion protection or anti-corrosion agents for the exhaust manifold and tailpipes, catalytic converters and heat shields will not extend the life of the exhaust system. These substances may ignite while driving.

Reduced exhaust emissions

The fuel is mainly composed of carbon and hydrogen. When burned, carbon combines with atmospheric oxygen to form carbon dioxide (CO2), while hydrogen combines with oxygen (O2) to form water (h3O). For example, about 0.9 liters of water is formed from 1 liter of diesel fuel, which is imperceptibly removed through the exhaust system due to the heat of combustion. In winter, after starting a cold engine, you can often observe white puffs of exhaust. This is water condensate.

Even in a diesel engine running in contrast to a gasoline engine with a large amount of air, toxic substances are produced, although in comparatively smaller quantities. Reducing exhaust emissions is essential to meet stringent exhaust gas standards for TDI diesel engines.

In order for the exhaust system to work flawlessly, it is imperative to fill the tank with unleaded gasoline only. The catalytic converter fails due to lead in leaded gasoline. In addition, you should never drive until the fuel tank is completely empty. Irregular fuel supply leads to misfiring, due to which unburned fuel enters the exhaust system. This can lead to overheating and damage to the catalytic converter.

Turbocharger ensures clean combustion

With a large amount of air in the combustion chamber, the fuel burns "cleanly". Exhaust gas constituents such as carbon monoxide and soot are produced in very small quantities. The turbocharger delivers more intake air.

Due to this, with relatively small quantities of injected fuel, an excess of air occurs during combustion. This leads to a reduced amount of harmful substances in the exhaust. The turbocharger uses the exhaust gases rushing at supersonic speed through the exhaust manifold as drive power. The gases pass through the turbine housing where they accelerate the pump rotor to over 100,000 rpm. The rotor through the shaft drives the compressor wheel. It draws fresh air into the compressor housing and presses it into the combustion chambers. The turbocharger reduces the amount of harmful substances in the exhaust gases and noise, in addition, increases power output and efficiency.

Secondary air for cold start

The secondary air system achieves accelerated heating and thus early readiness of the catalytic converter after starting a cold engine.

Principle: through excessive enrichment working mixture at the stage of starting a cold engine, the exhaust gases contain an increased proportion of unburned hydrocarbons. By re-injecting air into the catalytic converter, the subsequent oxidation is improved and thus the emission of harmful substances is reduced. The released energy reduces the preparation time for the catalytic converter, thereby improving the quality of the exhaust gases during the engine warm-up stage.

Function: The engine control unit controls the secondary air pump via a relay. Air enters the universal valves. At the same time, the secondary air boost valve is adjusted, which passes the reduced pressure to the universal valves for secondary air boost. This allows each universal valve to open the way for secondary air to the exhaust passages in the cylinder head.

From the vacuum box, the pipeline goes through the return valve (to the intake pipeline) to the secondary air boost valve. Fresh air flows from the air filter housing to the secondary air pump.

Exhaust signal lamp

If the engine control unit detects malfunctions, this is indicated by the exhaust gas warning light coming on. The exhaust gas warning light can either flash or stay on. In any case, you must contact the workshop in order to interrogate the fault memory.

If the light is on in intermittent mode, then there is a defect that, in this state of motion, can cause damage to the catalytic converter. In this case, you can only drive with reduced power. If the light is constantly on, this means that there is a malfunction that worsens the composition of the exhaust gases. It is necessary to read the information in the fault memory of the engine control unit and automatic transmission gears.

In gasoline and diesel engines, along with turbocharging and exhaust gas recirculation, catalytic converters provide clean exhaust gases. In gasoline engines, these are variable catalytic converters with lambda probes, in diesel engines, fixed oxidation catalytic converters. This catalytic converter converts carbon monoxide and hydrocarbons into carbon dioxide and water.

Sectional view of adjustable catalytic converter:

Said exhaust gas recirculation system reduces carbon monoxide. This system includes an exhaust gas recirculation valve, which, when the engine is warm, diverts some of the gases back into the combustion chamber. This reduces the combustion temperature and therefore the proportion of harmful substances in the exhaust.

Structure of the oxidation catalytic converter: a cellular ceramic body 2 is placed in a high-quality steel casing 1. It is coated with a layer of aluminum oxide 3, due to which its surface is increased by 700 times. The noble metal platinum 4 is deposited on this support layer by sputtering as a catalyst.

Emission of particulate matter is a feature of diesel engines. It is significantly higher than that of gasoline engines. The particles are mostly composed of carbon (soot). The remainder are hydrocarbon compounds associated with soot, fuel aerosols and lubricating oils, as well as sulfates, depending on the sulfur content of the fuel used.

Soot particles are chains of carbon particles with a very large specific surface, to which unburned or partially burned hydrocarbons are attached. In most cases, these are aldehydes (with a large number of molecules) with an annoying odor. The pollution, reduced visibility and odor they cause are certainly harmful to the environment.

In addition to the smells attached to the soot, it is supposed to harmful effect on health. There is no documented evidence of this, but, nevertheless, in the development of modern diesel engines, of course, the elimination of solid particles is of paramount importance.

Exhaust Gas Recirculation

The possibility of reducing the inevitable high temperatures in the combustion chambers of a diesel engine, which are responsible for a high proportion of carbon monoxide, is the intake of exhaust gases. Exhaust gas recirculation can also reduce the amount of carbon monoxide in petrol engines. To do this, from the engine exhaust system, valve regulated, part of the stream is separated. The recirculation valve in the Polo has a cone-shaped tappet, which allows you to get a different cross-section of the hole with different valve lifts. In this case, intermediate values ​​are also possible. The quantity is dosed and sent back to the intake manifold depending on the engine load.

Potential assessment diesel engine: with increased quality of fuel and lubricants and when using the most modern technology the requirement level EN 4 is reached.

Of course, the exhaust gases cannot be burned again, because they contain almost no combustible substances. However, this reduces the supply of fresh air for combustion, and this affects the reduction in temperature and, consequently, the reduction in the proportion of carbon monoxide.

The control of the valve depends on the characteristics of the engine control units. In the petrol engine, the self-diagnosis function of the Motronic J220 ignition/injection control unit monitors the regulation of the exhaust gas recirculation. On TDI engines, the exhaust gas recirculation system is adjusted by the diesel direct injection control unit J248 via the exhaust gas recirculation valve N18 directly to the exhaust gas recirculation valve.

In each case, the principle of operation is to draw back as much exhaust gas as possible without disturbing the operation of the engine. The better this can be done, the more the temperature in the combustion chambers decreases, which leads to a decrease in carbon monoxide emissions.

Due to the significantly different design of the intake and exhaust manifolds, the exhaust gas recirculation system in the 4-cylinder TDI engine with the letter designation AXR looks a little different.

Exhaust gas recirculation in AWY and AZQ 3-cylinder petrol engines

Many of us always have a fear of the exhaust system. We all know that everything heats up due to the hot exhaust gases coming from the engine, as a result of which quite a few people have been burned by it. This is especially known to the owners of motorcycles in which the exhaust pipes are located in close proximity to the legs. But how hot does the exhaust system actually get? Are all elements of the system heated evenly? Watch a detailed video about this on the example of the S2000 car, which was filmed using a special thermal imager.

This . The author of these videos this time made a video about the operation of the exhaust system of a car. The video was taken from the start of the engine. Then the author, after a good gas run, showed us how all the components of the exhaust system heat up.

An excellent video that shows us in detail the system for removing hot gases from the engine combustion chamber.

Please note that the data of various components of the exhaust system is superimposed on the video (upper left corner). As you can see, for example, the muffler, contrary to fears, does not actually heat up very much. Although the individual components of the exhaust system are indeed very hot.

True, it is worth noting that the video was filmed when the car is standing still on Idling. And what will the exhaust system look like through the eyes of a thermal camera while the car is moving? It would also be interesting to see. We hope that the author of the video will answer this question soon.

For those who have not seen other videos shot with a thermal comer, here is a list.

CHEMICAL PRODUCTION

This year, the car muffler will celebrate its 113th anniversary. In 1894, a Panhard-Levassor car was first equipped with such a detail as an exhaust silencer.

And it was, of course, from a technical point of view, very progressive, and from a philosophical point of view - an extremely humane step. Following the firm "Panar-Levassor" and other manufacturers of "horseless gasoline carriages" hastened to complete their products with the appropriate device. But who remembers the name these days car brand Panard-Levasseur? Units, but meanwhile the first gasoline car that crossed the border Russian Empire all in the same 1894, the car of the Panard-Levassor company became, and to the question "What is a car muffler?" Any student will give you the answer. Today, depending on the model of a particular car, their exhaust systems can differ significantly from each other. But schematically, a modern car muffler can be represented as follows: exhaust manifold, exhaust pipe, catalyst, resonator, muffler, inlet and outlet pipes.

The exhaust manifold, the most heat-loaded part in the vehicle exhaust system, is made of heat-resistant cast iron, as a rule, damage to the intake manifold is caused by mechanical influence on it (for example, rolled studs). The operating temperature of the exhaust manifold can reach +1300°C.

The exhaust pipe is attached to the exhaust manifold and also operates at high temperatures, the value of which at times reaches +1100°C.

Behind the front exhaust pipe is a catalytic converter. During the operation of the catalyst, its honeycombs can heat up to +1050°C.

The range of internal operating temperatures of the resonator installed after the catalyst can vary from +700° to +1000°C.

The rear muffler is the least heat-loaded part in the exhaust system; the operating temperature inside it does not exceed +350 °C.

At the same time, the temperature on the surface of various parts of the exhaust system is somewhat lower, the readings of which largely depend on design features each individual exhaust tract.

For the manufacture of parts of exhaust systems, ordinary or aluminized steel is used, less often stainless steel. Due to their longest service life, stainless steel exhaust systems are the choice of most vehicle manufacturers. However, stainless steel is also susceptible to corrosion, namely stress corrosion cracking. The tendency to corrosion cracking is also determined by the composition of the corrosive medium. For stainless steels, the onset of the cracking process is caused by the presence of chlorides and alkalis in the corrosive environment. At the same time, we recall that the most common means of combating icing today are the compositions of sodium chloride and calcium chloride. Yet even under these conditions, stainless steel exhaust systems can have a minimum service life of five years, and sometimes even more.

Next in life expectancy are exhaust systems made from aluminized steel. The minimum service life of such systems is 3–4 years.

Exhaust systems welded from ordinary (unalloyed) steel rarely cross the one and a half to two year milestone of guaranteed operation.

Accordingly, the price of such systems increases in proportion to the declared service life.

The reasons for the destruction of the elements of the exhaust system can be very different, including the design features of a particular exhaust system (susceptibility of its individual components to mechanical impact, deformation, stone impact, abrasion, vibration, etc.), unfavorable climatic conditions(for example, maritime climate), intensity of vehicle operation.

However, according to the conclusion of experts, they name the internal corrosion of metals as the main reason for the gradual destruction of parts of the exhaust system, while the chemical and electrochemical processes of its development are implied.

The chemical type of corrosion is characterized by the entry of metal into direct chemical interaction with the components of the environment. Chemical corrosion occurs in gaseous media at high temperatures; the exhaust tract of an automobile engine is characterized by a gaseous form of chemical corrosion development. Compounds of sulfur, chlorine, nitrogen, as well as oxygen and its compounds serve as aggressive components of the gaseous medium.

The active process of corrosion is facilitated by a decrease in the protective properties of films that are formed from corrosion products and, in turn, prevent direct contact of aggressive components with the metal. The decrease in the protective properties of such films leads to an increase in temperature, as well as the ingress of chemically active compounds into the intake tract, which are formed during the combustion of liquid fuel. An increase in pressure and velocity of the gaseous medium also leads to an acceleration of the course of the corrosion process.

And yet, even under the most favorable circumstances for its development, the rate of chemical corrosion will always be inferior to the rate of the electrochemical corrosion process. The bodies of the main mufflers located at the very end are most susceptible to damage by this form of corrosion. exhaust system.

A necessary condition for the occurrence of electrochemical corrosion of a metal is the presence of an electrolyte on its surface ( aqueous solution salts, acids, alkalis), capable of conducting electricity. When the electrolyte comes into contact with the surface of an inherently heterogeneous metal (the only exception to this rule is absolutely pure iron, which contains no more than a tenth of a percent of various impurities), a lot of microgalvanic pairs are immediately formed on the metal surface, the work of which leads to the destruction of the metal.

When operating a car in a modern city, frequent short trips to a car that is usually not fully warmed up or many hours of languishing in “traffic jams” lead to the fact that the rear part of the muffler is not able to heat up and dry properly, and as a result, in its body gradually accumulate more and more water. Additionally, the corrosion process of the main muffler is spurred on by the accumulation in its atmosphere of a large amount of residues of not completely burned fuel, entering into an oxidative reaction with moisture accumulated in the muffler body, it turns the latter into a powerful electrolyte. Therefore, unlike fish, the exhaust system begins to rot from the “tail”. fix to some extent this situation special drainage holes made in the lower part of the main muffler body help, through which water that has got inside the muffler body is drained.

WITH outside the exhaust tract is literally "in its own skin" is able to feel all the "charms" of those roads, "... that we get." Here he is met by dust, and sand, and fine gravel, and a cold shower during the rain, and from time to time there are also hard meetings of some of its parts with a curbstone. At the same time, one should not forget about such subject to corrosion sections of the exhaust tract, like its welds. According to the characteristic type of damage - such corrosion, as if with a knife, cuts the metal along the weld - it is called "knife". Also, the corrosion protection of the exhaust system is not in the best way affected by the presence on its parts of rolled and rolling joints, protrusions, amplifiers, etc., those places where it becomes possible to accumulate dirt and moisture - a kind of avant-garde of corrosion.

Muffler repair may be accompanied by the replacement of a burned-out / rusted part of the muffler with a new one, welding and restoration work. Or you can use special repair compounds that are offered in special stores in the form of various bandages, patches, putties, etc., which allow you to make independent repairs. small damage exhaust system, taking into account the thermal loads characteristic of each of its sections.

Over the past few years, the number of offers of such "repair kits" in our market has increased significantly. At the same time, it must be assumed that the quality of such repair compounds has also improved, based on the fact that today it is produced, among other things, by those companies in high quality products of which we have already been able to verify ourselves more than once.

CONSUMER ANALYSIS The composition of the adhesive is used to seal small holes and cracks in automotive exhaust systems. The preparation includes in its composition: inorganic binders, glass fiber, a complex of special additives and water, does not contain asbestos and solvents. With the engine idling, the adhesive hardens within the first 10 minutes. After the final hardening, the adhesive copes well with all sorts of thermal and mechanical stresses.

CRC "Installation Paste"

CONSUMER ANALYSIS Mounting paste is used in the assembly of hose and flange connections in automotive and industrial exhaust (exhaust) connections, has good sealing and lubricating properties, which greatly facilitates the installation / dismantling of exhaust (exhaust) connections. The composition of the heat-resistant mounting paste water-based stable inorganic fillers and binders are included. The preparation does not contain asbestos and solvents. When heated, the composition of the paste swells and quickly hardens. After hardening, the mounting paste becomes resistant to thermal and mechanical stress.

CONSUMER ANALYSIS The kit is intended for sealing holes and cracks of various sizes in the exhaust system of a car. Bandage tape consists of fiberglass impregnated with epoxy composition. The bandage is used to eliminate through holes and cracks formed on the surface of the elements automotive system exhaust gases. The preparation does not contain asbestos in its composition, withstands thermal loads up to +400°C. The repair kit includes: a bandage tape (1.5 m), a piece of wire to fix the bandage tape in the desired position until it hardens, and a heat-resistant foil plate that helps to cover large areas of damage if necessary.

CONSUMER ANALYSIS The repair kit includes a bandage tape impregnated with a solution of liquid sodium silicate, and a metal wire that serves to temporarily fix the bandage tape in the desired position until it hardens. The repair kit is designed for repairing catalytic converter housings and exhaust pipes of the muffler; the bandage tape withstands temperature loads up to +1093 °С. Does not contain asbestos, after the final hardening the repair coating becomes resistant to various mechanical loads

CONSUMER ANALYSIS A high temperature sodium silicate formulation designed to repair minor damage to exhaust system components such as the muffler/catalyst resonator housing and to seal mating points. The composition of the cement is gas-tight and withstands thermal loads up to +1093°C. In the mode of normal operation of the car, the cement composition hardens within the next 24 hours after application.

CONSUMER ANALYSIS The bandage is designed for sealing small holes and cracks in the automotive exhaust system, easy to use, withstands temperature loads up to +426 °C, gas tight. The bandage tape itself is made of fiberglass impregnated with an epoxy composition. "Silencer bandage" is intended for repair of car exhaust system pipes and muffler/resonator housings. The final hardening of the bandage tape occurs when heated to the operating temperature of the automotive exhaust system.

CONSUMER ANALYSIS Turret repair paste is designed to repair parts made of cast iron, steel and other metals. The composition of the paste is well suited for sealing holes / cracks in the intake / exhaust manifold housing, the intake of the muffler. The paste is based on a water-based binder with ceramic and stainless steel fillers. The final solidification of the composition occurs when the repaired part is heated to operating temperature.

CONSUMER ANALYSIS High temperature ceramic tape for muffler repair (and pipes of any material). DONE DEAL DD6789 repair bandage is made of fiberglass impregnated with a solution of liquid sodium silicate, mixed with a complex of additives constituting the know-how of the company, and is designed to repair exhaust pipes, burnt mufflers, etc., operating at temperatures up to +650 °С and pressure up to 20 atm. At a temperature of +25 °C, after 30-40 minutes, the repaired section of the pipe is covered with a durable ceramic jacket. After the final hardening, the repaired area can be sanded and painted with heat-resistant paints.

CONSUMER ANALYSIS The VERSACHEM repair kit is designed for sealing holes, cracks and sealing welds on the body of car mufflers. The repair kit includes a bandage tape and a tube with a liquid activator. If it is necessary to cover a large area of ​​damage, you can use the material from which the tube body is made, with an activator. When carrying out repair work, the optimum temperature of the exhaust system is approximately + 15-20 ° C. It is possible to start the engine only after thirty minutes after the end of repair and restoration work. The final hardening of the repair bandage occurs within ten minutes when the engine is idling.

CONSUMER ANALYSIS Repair kit VERSACHEM "Muffler cast exhaust bandage" is designed to eliminate cracks in the catalyst housing, as well as repair small holes on the surface of the resonator and exhaust pipes. The repair kit is based on a bandage tape made of a material impregnated with a special heat-resistant compound, due to which its consumer qualities have noticeably improved compared to similar compounds with a fiberglass base. When carrying out repairs, the optimum temperature of the exhaust system is approximately + 15-20 ° C. At the end of the repair work, the bandage needs 10-12 hours to dry, in order to speed up the process of drying / hardening of the bandage tape, you can start the engine and let it idle for 10 minutes.

CONSUMER ANALYSIS VERSACHEM "Muffler-cast" bandage tape is designed to repair small holes and rust damaged areas on the surface of catalysts, resonators, intake and exhaust pipes. The tape is made of a special refractory material, due to which, in terms of its consumer properties, it surpasses similar products made on the basis of fiberglass, incl. well resists the process of chemical corrosion. Upon completion of the repair work, the bandage dries within 10-12 hours, to speed up the process of drying / hardening of the bandage tape, you can start the engine and let it idle for 10 minutes.

CONSUMER ANALYSIS VERSACHEM "Muffler weld" muffler cold weld compound is designed to repair minor damage to automotive exhaust system parts such as the resonator, main muffler, and exhaust pipes. "Cold welding" has excellent adhesion to various metal surfaces, including surfaces with traces of rust, its composition withstands the aggressive environment of hot exhaust gases well. When carrying out repairs, the optimum temperature of the exhaust system is approximately +15-20 ° C, finally, the agent dries up 10-12 hours after application.

CONSUMER ANALYSIS High-temperature, gas-tight paste designed for exhaust system seals. Prevents gas breakthroughs at the joints of the individual silencer components and the welding of the latter to each other. During installation work, the surfaces of the parts must be clean from rust and various types of contaminants. After applying the composition of LIAUI MOLY Auspuff-montage paste to the parts, for better tightness of the connection, it is necessary to slightly “grind” their surfaces relative to each other. To improve the elasticity of the paste, wetting of the joints with water is allowed. The final hardening of the mounting paste comes from the heating of the exhaust system when the engine is idling.

CONSUMER ANALYSIS The LIQUI MOLY Auspuff-bandage gebreuchfertig kit is designed to seal large damages and cracks in the car exhaust system, absolutely gas-tight. The kit consists of 100 cm of fiberglass reinforcing tape and a pair of gloves. When carrying out repair and restoration work, the bandage tape is tightly applied around the damaged area with the aluminum side out. When the exhaust system is heated, the inner layer applied to the band hardens and seals the hole.

CONSUMER ANALYSIS Synthetic, high-temperature, metal-free LIQUI MOLY KERAMIK-PASTE paste prevents burning, sticking, rusting of threads, slots, pins, bolts, spindles and others, incl. non-metallic materials operating at high temperatures and corrosive environments (exhaust system, vehicle brake system). Used as lubricant for processing highly loaded sliding surfaces operating at low sliding speeds and oscillatory movements. Temperature range of application from -30 °C to +1400 °C, the composition of LIQUI MOLY KERAMIK-PASTE paste is resistant to hot and cold water, as well as to acids and alkalis.

MOTIP Heat Resistant Paint

CONSUMER ANALYSIS MOTIP special heat-resistant acrylic paint designed for surface treatment of parts exposed to high temperatures, such as elements of an automobile engine, exhaust systems, heating radiators, etc. Permanent heat resistance up to 650 °C, short-term - up to 800 °C. Red paint and heat-resistant colorless varnish have permanent heat resistance up to 300 °C. Colour: anthracite/dark anthracite, black, silver, white, beige, grey, red.

It is not known for certain who was the first to award a muffler to a car, but it is generally accepted that it was still the Panard-Levassor company. These guys were the first to lose their nerve and they decided to adapt their car to society. In order to prevent conservative citizens from interfering with the development of the car, several attempts were made to reduce the level of noise emitted by the engine. As a result, instead of cutting the pipe, a whole system was screwed to the motor, which was called an acoustic filter. It was in 1893. So society won the first victory over the car, and the car received another system - an acoustic filter, or silencer.

The car muffler is an integral part of the car.

Breakthroughs, burnouts and punctures

For too long, a car muffler could not remain in an embryonic state. It grew and developed along with the car, and the first more or less human muffler appeared already in 1917, at least the patent for its invention dates back to the year of the revolution. Along with technical improvement, the exhaust system also received new problems - the pipes burned through like paper, because the steel did not meet the working conditions and simply burned out in a short time.

Consequences of burning a car filter.

Manufacturers have not gone far since then, and the muffler has all the same problems as a hundred years ago. Only problems with catalysts, lambda probes and other new devices were added to them. Structurally, the muffler is quite simple - exhaust manifold, front pipe, corrugation, catalytic converter, resonator and muffler directly. And a couple of pipes of the estimated diameter. That's the whole structure. But it works in inhuman conditions, which primarily affect the service life of the system. Even the most sophisticated and expensive cars premium class silencers with stainless steel and aluminized steel silencers last no more than 10 years.
Mufflers that are supplied for replacement, the aftermarket position, last two to three years, and suspiciously cheap mufflers for expensive cars last a year or two at most. Depressurization, breakdowns, burnouts, chemical corrosion, huge operating temperatures and incorrect installation are the main technological punctures in the exhaust system.

Photo of a car filter structure.

Exhaust system operating conditions

Most of all goes to the exhaust manifold. The main thermal load in the exhaust system falls on it. The manifold is smelted from heat-resistant cast iron, since this is the only material available that can withstand operating temperatures up to 1300 ° C. The downpipe receives a temperature of up to 1100 degrees, the catalyst operates at a temperature of about 1000. Further along the system, the operating temperature drops, but the chemical and mechanical loads increase. But the resonator and its piping operate at temperatures up to 900°C, and the muffler is the coldest in the system. From the inside, it warms up to 300 degrees.

Exhaust manifold ZAZ Sens.

Temperature is not the exhaust system's only enemy. Almost a great danger for each of the elements is chemistry, which is abundantly scattered on city roads. The main ingredient in road de-icing products, sodium chloride, is even detrimental to stainless steel. It undergoes cracking after 5 years of active winter operation. Aluminized steels die much earlier, and low-alloyed ordinary steel is destroyed in just a few winter seasons. If we add vibration load and mechanical damage to this set, then you will not envy the operating conditions of the exhaust system.

Repair or replacement

Even a bad replacement is better good repair, but not everyone can afford to change the exhaust system every year. It is possible to replace individual system components with low-cost mild steel parts, but in this case, you need to balance the cost of the part and the cost of the repair. In addition, not all manufacturers can guarantee full compliance of the replacement element with the original one in terms of configuration and attachment points. Pipe bending angles, distortions in different planes, flange and diametrical seating dimensions can easily differ, so you should check them before buying.

Video tutorial on replacing the muffler outer shell:

When deciding to replace, it is better to look for products from trusted brands that produce kits not only for foreign cars, but also for VAZs - Walker, Bosal, Rosi, Tesh. Also, high-quality Turkish and Polish spare parts began to appear. The price of the finished part is affected not only by the brand, but also by the material - a running meter of a system made of ordinary steel will cost about 350 rubles, and stainless steel can cost twice as much. For example, a new muffler for an old IGL Passat will cost 1,460 rubles.

Images of the silencer for the Passat B3.

Silencer sealant and other auto chemicals

If you face the truth, then there is no worthy alternative to replacing a burned-out or bursting part. There are a number of temporary measures that will extend the life of the resonator or muffler. Even the highest quality welding and the most accurate seam placed on a dilapidated pipe will not lead to anything. Replacement is inevitable, like a demobilization from a conscript. We will not consider welding today, the topic is too voluminous and broad, but we will touch on the role automotive chemistry and we will try to determine how expedient it is to invest money in the foreign chemical industry.

Heat-resistant sealants allow you to repair only external problems in the car muffler.

All car chemicals intended for the repair and maintenance of the muffler are divided into three groups - assembly sealants for pipes, putties that can withstand high temperatures and bandage tapes to eliminate through damage to pipes and mufflers. To begin with, any chemotherapy only works on external surfaces. Damage internal organs resonators and silencers are not subject to treatment. Only when fully unpacked. Previously, such operations were carried out regularly, but now there is no shortage of resonators and silencers, so few people will spend a lot of time repacking a damaged silencer.

Bandage tapes are used in case of through burning or rotting of elements of the round section exhaust system. They can eliminate burnout, but such a patch will last a year at most. Many tapes have a high-temperature adhesive layer, which makes them easy to install. Some of them can be planted on the muffler sealant. There are many types of such bandage tapes, for example, DONE DEAL tape DD6789. It is made of fiberglass and impregnated with a solution of liquid sodium silicate. The composition of the impregnation also includes some modifiers that harden at the temperatures of the exhaust system. The stripped section of the exhaust pipe is simply wrapped with such a tape at normal temperature, and after 40 minutes after wrapping, the ceramic jacket finally hardens. The ceramic bandage can be used at a working temperature of about 700°C, after hardening it is polished and can be painted with heat-resistant paint. Reviews say that the thing is quite convenient, but it stinks terribly for a long time.

Photo of a bandage tape for the exhaust system.

A heat-resistant sealant is a more functional thing and is used not only and not so much for filling holes, but for sealing thermally loaded mates in the exhaust system. It can help well in cases where it is not possible to disassemble the connection if the assembly was put on sealant during assembly. Pipes and clamps do not stick to each other, and good sealants make it possible to create fairly reliable and tight connections. The price of sealants does not exceed 300-400 rubles per 200-gram tube. To seal all the connections of the system, it will be enough to buy one tube Abro sealant, will remain on repair work. As the instructions say, it is applied simply to the cleaned surface. After application, the engine is started for 10-15 minutes, after which the composition hardens.

Before use, it is necessary to withstand a few more hours for complete solidification. Of course, sealants and bandages are not suitable for a complete repair of the muffler, but they can save the situation for a year and a half, depending on the state of the exhaust system.

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