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GB/T 3367.2-2018 English PDF

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GB/T 3367.2-2018: Glossary of terms for diesel locomotive -- Part 2: Diesel engine
Status: Valid

GB/T 3367.2: Historical versions

Standard IDUSDBUY PDFLead-DaysStandard Title (Description)Status
GB/T 3367.2-20181499 Add to Cart 10 days Glossary of terms for diesel locomotive -- Part 2: Diesel engine Valid
GB/T 3367.2-2000519 Add to Cart 3 days Glossary of terms for railway locomotive Names of component parts for hydraulic transmission system Obsolete
GB/T 3367.2-1982RFQ ASK 3 days Glossary of terms for railway locomotive-Names of component parts for hydraulic transmission system Obsolete

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Basic data

Standard ID: GB/T 3367.2-2018 (GB/T3367.2-2018)
Description (Translated English): Glossary of terms for diesel locomotive -- Part 2: Diesel engine
Sector / Industry: National Standard (Recommended)
Classification of Chinese Standard: S40
Classification of International Standard: 01.040.45
Word Count Estimation: 75,748
Date of Issue: 2018-06-07
Date of Implementation: 2019-01-01
Older Standard (superseded by this standard): GB/T 3367.7-2000; GB/T 3367.1-2000
Regulation (derived from): National Standard Announcement No. 9 of 2018
Issuing agency(ies): State Administration for Market Regulation, China National Standardization Administration

GB/T 3367.2-2018: Glossary of terms for diesel locomotive -- Part 2: Diesel engine

---This is a DRAFT version for illustration, not a final translation. Full copy of true-PDF in English version (including equations, symbols, images, flow-chart, tables, and figures etc.) will be manually/carefully translated upon your order.
Glossary of terms for diesel locomotive--Part 2. Diesel engine ICS 01.040.45 S40 National Standards of People's Republic of China Replace GB/T 3367.1-2000, GB/T 3367.7-2000 Diesel locomotive Part 2. Diesel engine Published on.2018-06-07 2019-01-01 implementation State market supervision and administration China National Standardization Administration issued

Content

Foreword I 1 Scope 1 2 Terms and Definitions 1 2.1 Diesel engine classification 1 2.2 Diesel engine working process 2 2.3 Diesel engine power, economic indicators and performance 17 2.4 Diesel engine test 21 2.5 Main components of diesel engine 24 Reference 46 Index 47

Foreword

GB/T 3367 "Dictionary of Diesel Locomotive" is divided into five parts. --- Part 1. Basic vocabulary; --- Part 2. Diesel engine; --- Part 3. car body, bogie and brake device; --- Part 4. Hydraulic drive system; --- Part 5. Auxiliary devices. This part is the second part of GB/T 3367. This part is drafted in accordance with the rules given in GB/T 1.1-2009. This part replaces GB/T 3367.1-2000 "The terminology of diesel engine parts for railway locomotives" and GB/T 3367.7-2000 "German locomotive terminology diesel engine terminology". The main technical changes in this section compared with GB/T 3367.1-2000 and GB/T 3367.7-2000 are as follows. ---Modified standard name; --- Revised the definition of medium speed diesel engine and high speed diesel engine (see 2.1.4, 2.1.5, 2.4/2.5 in GB/T 3367.7-2000); --- Removed the classification of naturally aspirated diesel engines and the classification of U-shaped diesel engines (2.20 in GB/T 3367.7-2000); --- Increased the classification of single-cylinder and multi-cylinder machines (see 2.1.20, 2.1.21); --- Increased vocabulary and definitions related to emissions, pressurization, fuel injection processes (see 2.2.46, 2.2.61, 2.2.131~2.2.133, 2.2.152~) 2.2.177); --- Revised the pressure growth rate (see 2.2.74, 3.72 in GB/T 3367.7-2000); --- Increased the vocabulary and definition of ignition speed (see 2.4.32, 2.4.50, 2.3.51); --- Removed separate combustion chamber, direct injection combustion chamber, main combustion chamber, pre-combustion combustion chamber (3.135 in GB/T 3367.7-2000, 3.137~3.139); --- Revised the definition of terms such as minimum working stable speed (see 2.3.30, 2.3.34, 2.3.35, GB/T 3367.7-2000) 4.31, 4.35, 4.36); --- Deleted the maximum operating power and the highest no-load speed vocabulary (4.7/4.32 in GB/T 3367.7-2000); --- Deleted the identification test, acceptance test and routine test (5.8, 5.11 and 5.32 in GB/T 3367.7-2000); added the type Test (see 2.4.8); --- Added cylinder head seal ring (see 2.5.1.36); --- Remove the pre-combustion chamber (2.40 in GB/T 3367.1-2000); --- Increased crankshaft vocabulary (see 2.5.2.7~2.5.2.9); --- Increased piston vocabulary (see 2.5.3.12~2.5.3.15); removed the piston body (see 4.1 of GB/T 3367.1-2000); --- Increased link vocabulary (see 2.5.4.2~2.5.4.5, 2.5.4.14, 2.5.4.15); --- Increased turbine booster (see 2.5.7.40~2.5.7.47); --- Increased wastegate valve (see 2.5.9.9); --- Added mechanical hydraulic governor (see 2.5.12.2); --- Increased fuel injection vocabulary (see 2.5.17.34~2.5.17.40); --- Increased fuel injector vocabulary (see 2.5.18.12~2.5.18.15); --- Added vocabulary and definitions for electronically controlled fuel injection pumps, common rail pumps and electronically controlled fuel injection systems (2.5.17.36, 2.5.17.39 and 2.5.17.40, 2.5.18.1~2.5.18.15, 2.5.19, 2.5.20); --- Revised some unexplained vocabulary (2.5.1.8~2.5.1.9, 2.5.1.14, 2.5.1.17, 2.5.1.18, 2.5.1.25, 2.5.1.27~ 2.5.1.33, 2.5.1.42, 2.5.2.3, 2.5.4.1, 2.5.4.8, 2.5.4.9, 2.5.5.10~2.5.5.12, 2.5.5.15~2.5.5.17, 2.5.5.19, 2.5.5.23~2.5.5.24, 2.5.3.33, 2.5.5.35, 2.5.5.38, 2.5.5.46~2.5.5.47, 2.5.6.1~2.5.6.2, 2.5.6.5, 2.5.7.9~2.5.7.14, 2.5.7.28, 2.5.17.2~2.5.17.3, relevant vocabulary in GB/T 3367.1-2000); --- Removed the words such as governor (13.1~13.76, Chapter 14~Chapter 16, 17.1~17.10 in GB/T 3367.1-2000, 18.1~18.11, Chapter 21, Chapter 24). This part is proposed and managed by the National Railway Administration. This section was drafted by. CRRC Qishuyan Locomotive Co., Ltd., CRRC Dalian Locomotive & Rolling Stock Co., Ltd., Beijing Jiaotong University, Zhongche Ziyang Locomotive Co., Ltd., CRRC Dalian Locomotive Research Institute Co., Ltd. The main drafters of this section. Li Youfeng, Xue Liangjun, Wang Yubing, He Xiaohua, Yan Liguang, Miao Miao. The previous versions of the standards replaced by this section are. ---GB/T 3367.1-1982, GB/T 3367.1-2000; ---GB/T 3367.7-1982, GB/T 3367.7-2000. Diesel locomotive Part 2. Diesel engine

1 Scope

This part of GB/T 3367 defines the classification of diesel engines for diesel locomotives, the working process of diesel engines, the power and economic indicators of diesel engines and Terms and definitions for performance, diesel testing and major components of diesel engines. This section applies to diesel engines for diesel locomotives.

2 Terms and definitions

2.1 Diesel engine classification 2.1.1 Two-stroke diesel engine two-strokedieselengine The piston completes a duty cycle of the diesel engine through two strokes. [GB/T 1883.1-2005, definition 7.3] 2.1.2 Four-stroke diesel engine four-strokedieselengine The piston completes a duty cycle of the diesel engine through four strokes. [GB/T 1883.1-2005, definition 7.2] 2.1.3 Low speed diesel low-speeddieselengine A diesel engine with a crankshaft speed n ≤ 300 r/min or an average piston speed vm < 6 m/s. 2.1.4 Medium speed diesel engine medium-speeddieselengine 2.1.5 High speed diesel high-speeddieselengine A diesel engine with a crankshaft speed n > 1200 r/min or an average piston speed vm > 12 m/s. 2.1.6 Supercharged diesel engine superchargeddieselengine A diesel engine that uses a supercharger to increase the charge (2.2.16) density and increase the power. 2.1.7 Low pressure diesel engine lowpressure-chargingdieselengine A supercharged diesel engine with a supercharging pressure pb ≤ 0.15 MPa. 2.1.8 Medium supercharged diesel engine mediumpressure-chargingdieselengine 2.1.9 High pressure diesel engine highpressure-chargingdieselengine 2.1.10 Super high pressure diesel engine superhighpressure-chargingdieselengine A supercharged diesel engine with a supercharging pressure pb > 0.35 MPa. 2.1.11 Exhaust gas turbocharged diesel turbochargingdieselengine A diesel engine that uses a diesel exhaust energy to drive an exhaust gas turbocharger for boosting. 2.1.12 Supercharged diesel engine mechanicalsuperchargingdieselengine A diesel engine that is mechanically driven by a diesel engine to supercharge the supercharger. 2.1.13 Two-stage supercharged diesel engine two-stagesuperchargeddieselengine The charge (2.2.16) is a two-pressed diesel engine. 2.1.14 Compound diesel compound-superchargingdieselengine In addition to driving the compressor, the exhaust gas turbine transmits the remaining power to the exhaust gas turbocharged diesel engine that is outputted by the diesel engine crankshaft. 2.1.15 Vertical diesel engine verticaldieselengine The cylinder centerline is perpendicular to the horizontal plane of the diesel engine. 2.1.16 Horizontal diesel engine horizontaldieselengine The cylinder centerline is parallel or close to the parallel diesel engine. 2.1.17 Inline diesel engine in-linedieselengine A diesel engine having two or more upright cylinders arranged in a row. 2.1.18 For piston-type diesel engines opposed-pistondieselengine There are two piston-operated diesel engines in the same cylinder. 2.1.19 V-type diesel engine V-typedieselengine A diesel engine having two or two columns of cylinders with a V-shaped centerline angle and sharing a crankshaft. 2.1.20 Single cylinder diesel engine single-cylinderdieselengine There is only one cylinder for the diesel engine. 2.1.21 Multi-cylinder diesel engine multi-cylinderdieselengine A diesel engine with two or more cylinders. 2.2 Diesel engine working process 2.2.1 Cylinder diameter cylinderborediameter The diameter of the bore in the cylinder. 2.2.2 Crank radius crankradius The distance from the crankpin centerline of the crankshaft to the centerline of the main journal. 2.2.3 Piston stroke pistonstoke The distance between the upper and lower stop points of the piston. 2.2.4 Stroke bore ratio stroke-boreratio The ratio of stroke to bore. 2.2.5 Link length lengthofconnectingrod The distance between the centerline of the end hole size of the connecting rod. 2.2.6 Crank link than crankradius-connectingrodlengthratio The ratio of the crank radius to the length of the connecting rod. 2.2.7 Stop deadcentre When the piston reciprocates, its top surface changes from one direction to the position of the transition point in the opposite direction. 2.2.8 Top dead center topdeadcentre The stop point when the top surface of the piston is farthest from the centerline of the crankshaft. 2.2.9 Bottom deadbot bottomdeadcentre The stop point of the top surface of the piston closest to the centerline of the crankshaft. 2.2.10 Inner dead point innerdeadcentre The dead center of the piston top surface of the piston-type diesel engine (2.1.18) which is the farthest from the crankshaft center line. 2.2.11 External stop point outerdeadcentre The dead center of the piston top surface of the piston-type diesel engine (2.1.18) closest to the crankshaft centerline. 2.2.12 Cylinder maximum volume maximumcylindervolume The volume of the closed space above the piston at the bottom dead center (outside stop) of the piston. Note. It is the sum of cylinder working volume and cylinder clearance volume. 2.2.13 Cylinder clearance volume cylinderclearancevolume The volume of the closed space above the piston at the top dead center (internal stop point) of the piston. Note. The minimum volume of the cylinder. 2.2.14 Cylinder working volume strokevolume Piston displacement pistondispalcementvolume The volume swept by a piston in one cylinder during one stroke. Note. The product of the piston area and the stroke. 2.2.15 Total displacement totalstrokevolume Diesel engine displacement totaldisplacement The sum of the working volumes of all cylinders of a diesel engine. 2.2.16 Charge Fresh air filled into the cylinder during intake. 2.2.17 Working medium The heat energy of the fuel combustion is absorbed in the cylinder and converted into a medium of mechanical work. 2.2.18 Intake stroke; suctionstroke; intaketake The corresponding piston stroke when the four-stroke diesel engine charge (2.2.16) enters the cylinder. 2.2.19 Compression stroke compressionstroke The corresponding piston stroke when the working fluid (2.2.17) in the cylinder of the four-stroke diesel engine is compressed. 2.2.20 Combustion and expansion stroke combustionandexpansionstroke The working fluid in the cylinder of the four-stroke diesel engine (2.2.17) is the corresponding piston stroke when the combustion and expansion work. 2.2.21 Exhaust stroke exhauststroke The corresponding piston stroke of the four-stroke diesel engine when exhausting the exhaust gas from the cylinder. 2.2.22 Ventilation - compression stroke exchange-compressionstroke The two-stroke diesel engine has a corresponding piston stroke during ventilation-compression. 2.2.23 Expansion-ventilation stroke expansion-exchangestroke The two-stroke diesel engine has the corresponding piston stroke during expansion-ventilation. 2.2.24 Work cycle workingcycle Processes including intake, compression, combustion and expansion, and exhaust are repeated cycles. 2.2.25 Intake continuous angle intake The crank angle through which the intake valve (port) passes from opening to closing. 2.2.26 Exhaust continuous angle exhaustdurationangle The crank angle through which the exhaust valve (port) passes from opening to closing. 2.2.27 Scavenging duration angle scavengingdurationangle The crank angle that the two-stroke diesel engine passes when the scavenging port and the exhaust port are simultaneously opened in the same cylinder. 2.2.28 Intake advance angle intakeavanceangle The crank angle through which the four-stroke diesel engine passes from the moment the intake valve opens to the end of the piston to the top dead center. 2.2.29 Intake lag angle intakelagangle The crank angle of the four-stroke diesel engine piston from the bottom dead center to the complete closing of the intake valve. 2.2.30 Exhaust advance angle exhausttadvanceangle The crank angle of the four-stroke diesel engine from the moment the exhaust valve is opened early to the end of the piston to the bottom dead center. 2.2.31 Exhaust lag angle exhaustlagangle The crank angle of the four-stroke diesel engine piston from the top dead center to the exhaust valve is completely closed. 2.2.32 Inlet and exhaust overlap angle inletandexhaustoverlapangle Valve overlap angle valveoverlapangle In a four-stroke diesel engine, the intake and exhaust valves of the same cylinder simultaneously open the crank angle through which they pass. 2.2.33 Timing timing The moment of opening or closing of the intake and exhaust valves (ports) or the moment of fuel supply. Note. Calculated based on the upper and lower dead points of the piston and expressed by the crank angle. 2.2.34 Valve timing vaveltiming The moment when the intake and exhaust valves (ports) are opened or closed. Note. expressed in crank angle. 2.2.35 Scavenging process In a two-stroke or supercharged diesel engine, when the intake and exhaust valves (ports) are simultaneously opened, the exhaust gas in the cylinder is discharged from the exhaust line by using the charge (2.2.16). The process of driving out the valve (mouth). 2.2.36 Gas exchange process The entire process of replacing the working fluid (2.2.17) from the start of the exhaust, through the intake and scavenging processes to the intake and exhaust valves (ports). 2.2.37 DC scavenging uniflowscavenging The charge (2.2.16) enters from one end of the cylinder and drives the scavenging mode in which the exhaust gas is discharged from the other end of the cylinder in the direction of the cylinder center line. 2.2.38 Reflux scavenging loopscavenging The air inlet and the exhaust port are located on the same side or both sides of the cylinder, so that the charge (2.2.16) enters the cylinder from the air inlet to the opposite wall of the cylinder. Then, the flow is bypassed to the upper part of the cylinder to drive the exhaust gas from the exhaust port. 2.2.39 Cross-flow scavenging crossscavenging The inlet and exhaust ports are located on both sides of the cylinder center line, and the direction of the intake port is inclined to the cylinder center line, so that the charge (2.2.16) is The air inlet side enters the cylinder to drive the exhaust gas out of the exhaust port. 2.2.40 Scavenging pump scavenging scavengingbyblower The method of scavenging is achieved by increasing the charge (2.2.16) pressure by means of a scavenging pump. 2.2.41 Scavenging pressure scavengingpressure The charge (2.2.16) pressure in front of the intake valve (port) during scavenging. 2.2.42 Intake temperature intaketemperature The charge (2.2.16) enters the temperature before the cylinder. 2.2.43 Intake pressure intake pressure The charge (2.2.16) enters the pressure before the cylinder. 2.2.44 Cylinder head outlet exhaust gas temperature exhausttemperatureatcylinderheadoutlet The temperature at which the exhaust gas is discharged from the cylinder head. 2.2.45 Turbine inlet exhaust gas temperature exhausttemperatureatturbineinlet The temperature of the exhaust gas at the turbine inlet. 2.2.46 Turbine outlet temperature exhausttemperatureatturbineoutlet The temperature of the exhaust gas at the turbine outlet. 2.2.47 Turbine inlet exhaust pressure exhaustpressureatturbineinlet The pressure at which the exhaust enters the turbine. 2.2.48 Turbo expansion ratio expansionratioofturbine The ratio of turbine inlet exhaust pressure to turbine outlet exhaust pressure. 2.2.49 Exhaust temperature exhausttemperature The average temperature of the exhaust gas at the outlet of the cylinder head exhaust. 2.2.50 Exhaust back pressure exhaustbackpressure The average pressure of the exhaust gas at the outlet of the exhaust pipe. Note. For turbocharged diesel engines, the pressure after the turbine. 2.2.51 Residual exhaust gas After the gas exchange process is finished, the exhaust gas remaining in the cylinder. 2.2.52 Residual exhaust gas coefficient coefficientofresidualgas The ratio of residual exhaust gas to charge (2.2.16) during a duty cycle. 2.2.53 Charge coefficient The actual charge (2.2.16) of each working cycle into the cylinder and the theoretical charge that can fill the working volume of the cylinder in the intake state (2.2.16) The ratio. 2.2.54 Scavenging coefficient coefficientofscavenging In one working cycle, the charge through the intake valve (port) (2.2.16) and the charge remaining in the cylinder after the intake and exhaust valves (ports) are closed The mass ratio of (2.2.16). Note. Reciprocal with the scavenging utilization factor (2.2.55). 2.2.55 Scavenging utilization factor The mass of the charge (2.2.16) actually left in the cylinder and the total charge (2.2.16) through the intake valve (port) in one working cycle ratio. Note. Reciprocal with the scavenging coefficient (2.2.54). 2.2.56 Scavenging coefficient coefficientofscavengingloss In a working cycle, the charge that is lost from the exhaust valve (port) (2.2.16) and the total charge that enters the cylinder through the intake valve (port) The mass ratio of (2.2.16). Note. The sum of the scavenging loss coefficient and the scavenging utilization factor is 1. 2.2.57 Excess air ratio excessairratio The ratio of the actual amount of air charged in the cylinder to the theoretical amount of air required to completely burn the fuel injected into the cylinder. Note. Reciprocal to air utilization (2.2.64). 2.2.58 Total excess air ratio totalexcessairratio The mass ratio of the amount of air flowing into the intake valve (port) during a working cycle to the theoretical amount of air required for complete combustion of the fuel in the cylinder. 2.2.59 Scavenging excess air coefficient excessairfactorofscavenging Gas ratio In one working cycle, the charge through the intake valve (port) (2.2.16) and the charge in the cylinder working volume according to the state of the intake pipe The mass ratio of (2.2.16). 2.2.60 Air-fuel ratio The mass ratio of the amount of air charged in the cylinder to the amount of fuel per cycle. Note. The fuel-to-air ratio (2.2.61) is reciprocal. 2.2.61 Fuel-air ratio The mass ratio of the amount of fuel charged in the cylinder to the amount of air per cycle. Note. The air-fuel ratio (2.2.60) is reciprocal. 2.2.62 Fuel equivalent ratio fuelequivalentratio The ratio of the actual fuel-air ratio (2.2.61) to the theoretical fuel-to-air ratio (2.2.61). 2.2.63 Scavenging efficiency In a working cycle, when the intake and exhaust valves (ports) are all closed, the charge remaining in the cylinder (2.2.16) and the total gas in the cylinder at this time The mass ratio between the quantities. 2.2.64 Air utilization airutilizationrate The ratio of the theoretical air quantity required for compl......
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