Diploma project of ATP reconstruction

Contents

Contents

INTRODUCTION

1 TERMS OF REFERENCE

2 TECHNICAL DESIGN

2.1 Workflow Calculation

2.1.1 Fuel

2.1.2 Working medium parameters

2.1.3 Environmental parameters and residual gases

2.1.4 Inlet Process

2.1.5 Compression Process

2.1.6 Combustion process

2.1.7 Expansion and Release Processes

2.1.8 Indicator parameters of the operating cycle

2.1.9 Effective engine performance

2.1.10 Main cylinder and engine parameters

2.2 Indicator diagram

2.2.1 Scale of the diagram

2.2.2 Values in reduced scale

2.2.3 Maximum chart height (point z)

2.2.4 Ordinates of characteristic points

2.2.5 Compression polytrope

2.2.6 Expansion polytrope

2.2.7 Theoretical mean indicator pressure

2.2.8 Round the indicator diagram

2.2.9 Pressure at point c "

2.2.10 Actual combustion pressure

2.2.11 Pressure rise

2.3 Heat Balance

2.3.1 Total Heat Quantity

2.3.2 Heat effective equivalent operation

2.3.3 Heat transferred to cooling medium

2.3.4 Heat carried away with exhaust gases

2.3.5 Heat lost due to chemical insufficiency of fuel combustion

2.3.6 Unaccounted for heat loss

2.4 Dynamic calculation

2.4.1 Gas pressure forces

2.4.2 Bringing of masses of parts of crank mechanism

2.4.3 Inertia Forces

2.4.4 Specific total forces

2.4.5 Average value of tangential force per cycle

2.4.6 Torques

2.5 Strength calculation

2.5.1 Calculation of piston ring

2.5.2 Calculation of piston pin

2.5.3 Calculation of connecting rod bolt

2.5.4 Calculation of cylinder head stud

2.6 Engine crankcase lubrication and ventilation system

2.6.1 Oil pump calculation

2.7 Crankcase ventilation system

2.8 Fuel and air supply system

2.9 Drive of camshafts

Conclusion

List of literature

Summary

SPARK IGNITION ENGINE, FOUR-CYLINDER FUEL INJECTION, IFNHJDFZ COMBUSTION CHAMBER, INJECTOR, MIXTURE COMPOSITION, EXHAUST GAS RECIRCULATION, UNIT-CRANKCASE "OISE" TYPE

In course operation, the engine with spark ignition V - 6 - 120 ° - 120 ° - 120 ° and phased distributed fuel injection into the inlet pipe, with a working volume of Vh = 2.5 dm3 and a maximum power of Ne = 120 kW, is calculated.

The engine is designed for installation on a passenger car operated in urban conditions.

The design was carried out in accordance with the terms of reference and in accordance with the guidelines for course design.

Introduction.

Engine design features:

Cylinder block is cast from aluminium alloy and is integral with upper part of crankcase. The unit has a water jacket open upwards, into which cast iron sleeves are inserted, centering on the upper thrust ring.

Engine cylinders are made in the form of easily detachable wet sleeves cast from special wear-resistant cast iron. Cylinder liner is inserted into block seat by its lower part. In the plane of the lower joint, the liner is sealed with a gasket made of soft copper, and at the upper end - with a gasket of the cylinder head. For proper sealing, the upper end of the sleeve projects 0.02-0.1 mm above the block plane.

Crankshaft Crankshaft - cast from high-strength cast iron, has four supports, assembled with a flywheel and clutch is dynamically balanced. The diameter of the main necks is 50 mm, the connecting rods are 47 mm. Oil is supplied to cavities of connecting rod necks through holes in cheeks of shaft from annular groove on inserts of crankshaft main necks. Oil is supplied to the root necks from the oil main via channels in the unit partitions.

The balancing shaft is cast as a whole with an asterisk and counterweights from gray cast iron, the shaft necks are bleached, an oil channel is made inside the shaft. The shaft is installed in four supports, the role of bearings is performed by bushings pressed into the cylinder block. Oil is supplied along the second support of the hurdle and further through the internal channel to other necks. The shaft is driven by a chain from the crankshaft.

Connecting rods are forged steel with an I-rod. Thin-walled bushing made of tin bronze is pressed into piston head of connecting rod. The crank head of the connecting rod is detachable. Crank head cover is attached to connecting rod by two bolts with ground mounting part. Attachment bolts of covers and nuts of connecting rod bolts are made of alloyed steel and heat treated.

Pistons are cast from high-silicon aluminium alloy and heat treated. On each of them are installed: two compression and one oil-collecting ring. Piston head is cylindrical with flat bottom.

Oil crankcase steel, split, stamped. The crankcase is bolted on the cover of the main bearings.

The heads of the block are cast from aluminum alloy and subjected to heat treatment (hardening and aging). The cylinder head is attached to the block with ten steel studs with a diameter of 12 mm. Gasket made of asbestos web reinforced with metal frame and coated with graphite is installed between head and block. Openings in gasket for combustion chambers and hole of oil channel are edged with gesture. The thickness of the gasket in the compressed state is 1.2 mm.

Distribution shafts are cast from grey cast iron of neck and cams are bleached. The shafts are rotated by two chains, which in turn are driven by intermediate sprockets driven by a chain from the crankshaft.

Cylinder head covers are molded under pressure from aluminum alloy. Oil separator of crankcase ventilation system is installed in cover.

Engine lubrication system - combined: under pressure and spraying. Crankshaft main and connecting rod bearings, camshaft bearings, crankshaft and distributing shaft thrust bearings, rocker sleeves and pusher rod upper tips are lubricated with oil under pressure. The remaining parts are lubricated with sprayed oil.

The cooling system - liquid, closed, with forced circulation, consists of a water jacket in the engine cylinder block and head, a coolant pump, a radiator, an expansion tank, a fan, a thermostat, an expansion tank plug, a fan casing, drain valves and a plug.