Hostname: page-component-cd9895bd7-lnqnp Total loading time: 0 Render date: 2024-12-25T06:29:05.938Z Has data issue: false hasContentIssue false
  • English
  • Français

Injection, Ignition, and Combustion in High–Speed Heavy–Oil Engines

Published online by Cambridge University Press:  28 July 2016

S. J. Davies  and
E. Giffen
Get access Rights & Permissions [Opens in a new window]

Extract

Although there is one successful high–speed heavy-oil engine employing aif injection, it will not be disputed that the present rapid development of this type of internal combustion engine would not have taken place if a high-pressure air-compressor were an essential accessory. It is perhaps well to emphasise that from the beginning designers of engines of the pure “compression-ignition” type have striven after airless injection of the fuel, the first successful application in this connection being that of Sir James McKechnie, of Vickers, Ltd., in 1910. Subsequent development work by Professor Hawkes and others under the Admiralty brought this method to practical success on submarine engines, and it is interesting to note that as late as 1920 almost all experience with airless injection had been gained in this country.

Engines which are the lineal descendants of these early engines, namely, those in which the fuel is injected directly into a combustion chamber of simple form, and known conveniently as the “direct–injection” type, constitute an important section of those engines working successfully at high speeds.

Type
Research Article
Information
The Aeronautical Journal , Volume 35 , Issue 250 , October 1931 , pp. 928 - 970
Copyright
Copyright © Royal Aeronautical Society 1931

Access options

Get access to the full version of this content by using one of the access options below. (Log in options will check for institutional or personal access. Content may require purchase if you do not have access.)

References

Note on page 929 1 See Engineering, October 24th, 1930.

Note on page 931 2 See Trans. Inst. Marine Engineers, 1927-8, p. 366.

Note on page 931 3 See Bureau of Standard Journals of Research, November, 1930, p . 985.

Note on page 934 4 See Rothrock: N.A.C.A. Technical Note No. 332, for experimental evidence supporting this.

Note on page 937 5 See Engineering, loc. cit.

Note on page 939 6 Such a sub-division is, of course, by no means new, but something of the kind is essential in a study of the processes. Cf., for instance, Ricardo: Proc.I.A.E., Vol. XXIV., p, 649.

Note on page 939 7 This has been called the “ delay period ” by Ricardo and others, but in view of the other delay period, called earlier the “ injection lag,” it is desirable to have a separate term here.

Note on page 940 8 See Trans. N.E. Coast Inst, of Engineers and Shipbuilders, Vol. XXXVII., 1920-1, p. 37.

Note on page 940 9 See Proc. I.Mech.E., 1926, p. 955.

Note on page 940 10 See Zeitschrift des Ver. Deutscher Ingenieure, 1926, Vol. 70, p. 1071.

Note on page 832 11 It would thus seem that the importance of the distillation curve of fuel oil has been exaggerated.

Note on page 943 12 Cf. Discussion on Joachim's paper: American Soc. Mech. Engineers, O.G.P. 51-11, 1929. p. 99.

Sass: Kompressorlose Dieselmotoren, p. 30.

Note on page 943 13 Neumann: loc. cit.

Note on page 948 14 Ricardo: loc. cit.

Note on page 952 15 For further details see Jour. I.Pet.Tech., Vol. X., No. 43, 1924, and Vol. XII., No. 59, 1926.

Note on page 954 16 See Proc. I.Pet.Tech., March, 1931.

Note on page 958 17 Loc. cit.

Note on page 962 18 See Proc. N.E. Coast I. of E. and S., 1921.

Note on page 963 19 See S.A.E.Journal, May, 1930.

Note on page 967 20 Loc. cit.