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GB/T 3367.2-2018: Glossary of terms for diesel locomotive -- Part 2: Diesel engine
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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Count Estimation | 75,748 | | Date of Issue | 2018-06-07 | | Date of Implementation | 2019-01-01 | | Older Standard (superseded by this standard) | GB/T 3367.7-2000; GB/T 3367.1-2000 | | Regulation (derived from) | National Standard Announcement No. 9 of 2018 | | Issuing agency(ies) |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 complete combustion of the fuel to the actual air quantity in the cylinder in one cycle.
Note. Reciprocal to the excess air ratio (2.2.57).
2.2.65
Compression starting point pressure compressionbeginningpressure
The pressure of the working fluid (2.2.17) in the cylinder at the beginning of the actual compression process.
2.2.66
Compression end point pressure compressionterminalpressure
The pressure at the end of the compression process at the end of the compression process (2.2.17).
2.2.67
Compression starting point temperature compressionbeginningtemperature
The temperature of the working fluid (2.2.17) in the cylinder at the beginning of the compression process.
2.2.68
Compression end temperature compressionterminaltemperature
The temperature at the end of the compression process at the end of the compression process (2.2.17).
2.2.69
Compressed multivariate index polytropicindexofcompression
A transient index reflecting the change in the state parameter of the working fluid (2.2.17) during the actual compression process.
2.2.70
Compression ratio compressionratio
The ratio of the maximum cylinder volume to the cylinder clearance volume.
2.2.71
Effective compression ratio effectivecompressionratio
The instantaneous ratio of the internal volume of the diesel engine and the exhaust valve (port) to the cylinder clearance.
2.2.72
Maximum combustion temperature maximumcombustiontemperature
The instantaneous maximum temperature (space average temperature) of the working fluid (2.2.17) in the cylinder during combustion.
2.2.73
Maximum combustion pressure maximumcombustionpressure
Burst pressure maximumfiringpressure
The instantaneous maximum pressure of the working fluid (2.2.17) in the cylinder during combustion.
2.2.74
Pressure raterateofpressureincrement
During the combustion pressure increase, the instantaneous pressure increase in the cylinder corresponding to the unit crank angle.
2.2.75
Pressure rise ratio ratioofpressurerise
The ratio of the maximum combustion pressure to the compression end pressure (when not in fire) during combustion.
2.2.76
Expansion end temperature expansion terminaltemperature
The temperature of the working fluid (2.2.17) in the cylinder at the end of the expansion process.
2.2.77
Expansion end pressure expansion terminalpressure
The pressure at the end of the expansion process in the cylinder (2.2.17).
2.2.78
Expanded polytropic index of expansion
A transient index reflecting the change in the state parameter of the working fluid (2.2.17) during the expansion process.
2.2.79
Initial expansion ratio initialexpansionratio
In the assumed fixed cycle or constant volume-constant cycle, the cylinder volume at the end of the fuel exothermic process and the cylinder capacity at the end of compression
Product ratio.
2.2.80
Later expansion ratio afterexpansionratio
The cylinder volume at the end of the expansion and the cylinder volume at the end of the theoretical fuel release process in the assumed constant pressure or constant pressure-constant cycle
ratio.
2.2.81
Molecular change coefficient coefficientofmoleculechange
Consider the ratio of the working fluid (2.2.17) in the cylinder to the number of moles before combustion in the presence of residual exhaust gas.
Note. When the existence of residual exhaust gas is not considered, it is called the theoretical molecular change coefficient.
2.2.82
High calorific value of fuel highcalorificvalueoff.
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