The development of the diesel engine - an overview

04 Oct 2004

Source: just-auto.com editorial team

It is no accident that as the twenty-first century dawns, car manufacturers have stepped up the pace of diesel eng not seen in the century or so since Rudolf Diesel patented his internal combustion engine. Like so many other tec automobile history, the current progress in diesel technology is the result of several seemingly unconnected deve

Firstly, engine technology has reached a stage where the diesel could be dragged out of the dark ages and its full potentia resources of liquid fossil fuels are unlikely to last for the rest of this century, barring unexpected discoveries and we need a consumption. Finally, legislative pressure around the world on vehicle emissions and in particular the need to curb greenho been greater.

The diesel engine is more efficient than any spark ignition engine - up to 25% more so than an equivalent petrol engine, an petroleum gas (LPG) engines. These efficiency gains directly translate into reductions in carbon dioxide emissions, so has

Not if these were the only advantages that diesel could offer. Noxious emissions from diesel engines have been document decade, but recent developments show that it is possible to deal with the most serious issues. With the search on for altern seems that bio and synthetic fuel are likely to yield higher quantities of diesel than petrol fuels, while the quest for the holy hydrogen fuel cell continues.

Until now, the development of the diesel car has been largely in European hands. That's partly because the engine was a engineers and automotive historians arguing to this day over who invented it, either the German Rudolf Diesel or the Engli It's also partly because the lack of a domestic oil supply for many European markets has forced them to consider energy u efficiency is undoubtedly a factor here.

The near invisibility of diesel cars in markets such as the United States and Japan is for a combination of reasons including and legislation.

Not surprisingly then, European manufacturers have led the advances in technology that have taken place over the past d

It's clear that these advances have been considerable. After sixty years of comparatively little development in car diesel en saw engines advance through three distinct development phases in less than ten years.

Diesel vs petrol

The motivation for this is clear. With global warming rising up the environmental agenda in all major markets, diesel engine effective means of reducing carbon dioxide emissions from motor vehicles in a relatively short time scale. That fact has not industry or legislators. This is particularly important for luxury carmakers whose vehicles would have the most difficulty in m carbon dioxide emissions targets of around 140g/km.

We've already discussed the lower carbon dioxide emissions from diesel engines, compared with petrol engines. In additio produce much lower levels of hydrocarbons and carbon monoxide.

Against these emissions advantages, diesel engines have traditionally posed three distinct drawbacks, notably emissions o sulphur dioxide and nitrogen oxides (NOX). That said, it should be noted that research in the 1990s by both Lucas and Vol NOX disadvantages of diesel engines are reversed after around 12,000 miles (20,000km) in operation. From that point, the emissions from petrol cars would exceed those from diesels.

The drawbacks, particularly those relating to PM emissions, caused big falls in diesel penetration in all European markets i engine design, exhaust after-treatment systems and fuels mean it is possible to more or less eliminate the problems.

With emissions objections effectively removed, the diesel car seems poised to tackle markets where diesel has traditionally the United States and Japan. Is it yet realistic to suppose that the US is ready for that change, while oil prices remain relati

Diesel development

The principal difference between a petrol and diesel engine is in how ignition takes place. Whereas a petrol engine draws i the cylinder, compresses it and ignites it with a spark to provide the energy to drive it, a diesel draws in air alone, compres to the point where the fuel will spontaneously ignite when it is injected. It is this principal which gives the diesel its superior sophisticated petrol engines become, it is impossible for them to match the efficiency of a compression-ignition engine. Th thermal efficiency of around 43% compared with around 30% for petrol engines.

Because this process causes more vibration - simply because the air is compressed to a much higher degree than a petro stiffer and heavier to withstand it. This is also why diesel engines tend to last longer than petrol engines.

The higher compression ratio also means that diesel engines produce higher torque output than equivalent petrol engines. of the engine is what provides rapid overtaking. On the other hand, diesel power output tends to be lower than for an equiv because diesel engine speeds are lower than petrol engine speeds.

The type of diesel engine favoured by both the 1930s diesel pioneers, Citroen and Mercedes-Benz, was the same type us until the 1990s. The indirect injection (IDI), or pre-chamber design suited passenger cars best. Even now, IDI engines are cars and light CVs.

Anyone who has travelled in an older diesel car will know that one of its principal drawbacks is noise. Because the fuel liter the hot air in the engine, the force of that explosion gives rise to the traditional diesel rattle. Without the sophisticated elect modern diesels, the best way to control that explosion was to inject the fuel into a small chamber in the cylinder head, know connected to the main combustion chamber directly over the piston. Combustion would spread rapidly into the main combu explosive force would act on the piston and force it down. The price of this more controlled combustion was lower efficienc because indirect injection (IDI) diesels still had a significant efficiency advantage over petrol engines.

The involvement of Ricardo Consulting Engineers with Citroen for the 1935 Rosalie is also an important factor in the histor Sir Harry Ricardo who devised the most efficient design of the IDI cylinder head, patented as the Ricardo Comet in 1931. B effective design, practically all diesel car engine manufacturers used the Ricardo design for their engines, throughout the li earning Ricardo royalty payments to this day. Ricardo has remained a significant force in diesel engine design ever since.

Efficiency could be further improved by injecting the fuel directly into the main combustion chamber and eliminating the pre introduction of control electronics, this type of engine was not best suited to cars. Fiat introduced the first direct-injection (D 1988. The drawback to DI engines was greater combustion noise than IDI diesels. While they used up to 15% less fuel tha the staccato metallic sound that combustion produces was not guaranteed to have potential buyers queuing at their dealer premium brands such as Mercedes-Benz and BMW were late adopters of DI engines. Diesels needed to be smarter if they

Electronic control systems had already appeared on some 1990s engines, notably the 1.9 litre TDI engine first used by Au Volkswagen Group models. Such systems meant that injection timing could be tightly controlled as required. Smarter diese injection pressures to burn the fuel more efficiently. In simple terms, the higher the fuel pressure, the better the fuel mixes more of the injected fuel in the process. That means not only more efficiency, but also cleaner emissions. Engineers devise pressures and while two of these have fallen out of favour, principals from both are either currently in use or are likely to be

The method favoured by most fuel injection suppliers is known as common rail. The very first common rail system was pate as 1913, but that system differs significantly from modern systems. The system gets its name from the thick tube or rail, wh pressurized fuel. The rail is also the common supply to all injectors, linked by short metal pipes. Since the fuel is pressurise (some 26,000psi) in current common rail systems, although 1,600 bar (23,000psi) is more typical today, roughly equivalent seabed 12 miles below sea level, sealing common rail systems is critical.

This inevitably means that manufacturing tolerances are equally critical and therefore expensive. The same is true of the in feed pipes inside the injector are around the thickness of a human hair. The manufacture and assembly of modern fuel inje under clean room conditions.

The common rail operating principal is fairly simple. A high-pressure pump produces and maintains the pressure on the fue control unit (ECU) then controls the opening and closing of the injectors, delivering a precisely metered quantity of fuel in th advantage of common rail is that fuel pressure is independent of engine speed, which will become more critical as emissio more account of start-up emissions, traditionally an engine's dirtiest emissions point. The other advantage is that the comm lends itself readily to "pilot" and "post" injection sequences. These are also important for emissions reasons. Pilot injection controlling diesel combustion noise and the reason why modern diesels have become so much quieter. By injecting a tiny injection pulse, combustion can begin more slowly, producing smoother combustion, with lower noise and pressure levels i current injection systems provide two pilot injection pulses. Post injection pulses will also become more important as emiss will discuss that further when considering future diesel technology.

Common rail has been the most widely adopted modern diesel fuel injection system, now favoured by all motor manufactu Group. In its place, VW has adopted electronic unit or pump injectors (EUI). In this case, fuel is fed at low pressure to a pu single unit in the cylinder head. The pump is driven off the camshaft and the injector controlled electronically by the engine compared with common rail, the pump has to pressurize a very small quantity of fuel, barely a millilitre. The principal advan profiled cam; the plunger type pump can provide far higher injection pressures, currently up to 2,050 bar (almost 30,000 ps provided with the system, but fuel pressure is relative to engine speed - the lower the engine speed, the lower the pressure

Although modern EUI systems have become smaller, they must take up space within the cylinder head, which means that designed to accommodate them. By comparison, common rail systems are largely external, with only the injectors and sup the cylinder head. This has made it easier for engine manufacturers to adapt existing DI engines to common rail and is ano popularity of common rail.

Ricardo highlights new markets for diesels

With the potential for specific powers of 80-100kw/litre in the near future, Ricardo predicts a growth market for sports perfo as developing long-term demand for diesel vehicles in the USA and approaching market dominance in Europe

With the rapid development of diesel technology the 2004 Ricardo diesel report indicates that the specific power of automo hence open up an entirely new market segment. According to Ian Penny, Ricardo director of diesel engines, "Despite the f the Euro IV emissions limits, the upper limits of specific power output of new diesels are set to increase further over the ne already in production we believe that the latest developments in diesel technology will ultimately enable peak ratings of 80lead to a rapid growth in the sports diesel market which is currently in its infancy."

In the United States the report predicts that while a number of new diesel models have been introduced in 2004, the introd emissions standards will mean that diesel sales volumes remain flat at least until low sulphur fuel is introduced in 2006. Be introductions are considered likely and with diesel acceptance growing particularly in the light truck sector, Ricardo predict the region of 6 per cent by the end of the decade.

In contrast to the US, the report indicates a rapidly developing diesel market share in Western Europe with demand at reco all major automakers increasing their diesel to gasoline sales ratio. In particular, French automakers PSA Peugeot Citron their German counterparts VAG and DaimlerChrysler in selling more diesel than gasoline powered cars in the region. Agai cent in the total market for new vehicles, consumers increasingly showed their preference for diesel cars with an increase i total of 6.3 million. This is nearly double the sales volume of 5 years ago and represents a total of 44 per cent of the total n country picture is more varied with France, the largest market for diesels in Western Europe, posting diesel sales at the pre against a substantial fall in demand for gasoline vehicles. As a result the demand for diesel cars in France is now double th

First, the application of modern design and technology and modern design means, by shortening produ

Second, Weike continuously reduce emissions and noise, to meet the more stringent environmental wa

Third, the development of all-electric cars with diesel engine products. Use the results of the microelectr Fourth, the further development of high-efficiency, high-pressure than the turbocharger system and the

Fifth, the development of small high-speed direct injection diesel engine combustion system. As the spr

6the use of advanced technology to further reduce energy consumption Diesel Engine products. Impr 7the development of new fuel injection system, the injection pressure fuel injection system. This is to

8the development of exhaust after-treatment technology. When emissions regulations to further stren

9promote the use of spray-cylinder gasoline engine technology. Gasoline direct injection gasoline eng

10Promote the use of clean energy in the internal combustion engine (LPG and CNG and other altern

eans, by shortening product development week. Improve product intelligent level, improving performance.

ringent environmental want to. Car harmful emissions from diesel engines, including CO, HC, NOx and particulate matter, mainly gasoline e

e results of the microelectronic technology, the internal combustion engine fuel inlet, exhaust and cooling systems control, and the environm

ocharger system and the cooling technology. Supercharger and the cooling technology has been widely adopted in the multi-cylinder mach

ustion system. As the spray combustion system to reduce about 10% of the fuel consumption and reduce the heat load cylinder head, in th

sel Engine products. Improve the efficiency of internal combustion engines, reduce energy consumption in the internal combustion engine,

jection system. This is to improve the combustion process, reduce fuel consumption, reduce exhaust emissions and lower noise effective m

egulations to further strengthen the laws and regulations of the European II standards, the need for a plane, on the purification measures, i

rect injection gasoline engine is substantially improve fuel economy and reduce harmful emissions of effective measures. At present, Japan

and CNG and other alternative fuel engines). Motor vehicles are the main urban air pollution sources, in addition to continuously strengthen

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control, and the environment, such as the breakdown of the situation and to respond to the implementation of automated management. Di in the multi-cylinder machine, and a modern emissions regulations, and meet noise regulations necessary technical measures.

at load cylinder head, in the large and medium-sized diesel engine used in all. In the small high-speed diesel engine for passenger car use

ernal combustion engine, the internal combustion engine is an eternal theme. At present, the effective efficiency of large diesel engines for

and lower noise effective measures. At present, the development and application of a pre-stroke pump adjustable, electronically controlled c

he purification measures, including exhaust gas recirculation, oxidation catalyst technology, from NOX catalyst.

easures. At present, Japan has come out products.

to continuously strengthen the internal combustion engine vehicle emissions regulations, as far as possible to reduce their harmful emissio

the implementation of the Euro II emission regulations, the United States Chau California emissions regulations is the world's most stringe

tomated management. Diesel vehicles also meet emission regulations necessary technical measures.

cal measures.

ne for passenger car use is also more at Europe and the United States developed in the three L (100km fuel) cars, is the preferred small di

of large diesel engines for almost 50%. Automotive gasoline engine fuel consumption for 260-340 g / kw h, automotive diesel engines for th electronically controlled common rail fuel injection pump and nozzle system.

uce their harmful emissions, the use of cleaner fuels is an effective measure to make major emissions reduced by 30% -90%. At present, f

s the world's most stringent emissions regulations, Japan and the European emissions regulations generally quite regulations. Emissions r

s, is the preferred small diesel engine.

otive diesel engines for the 200-270 g / kw h. To further improve the energy consumption of diesel engine vehicles, the need for more adva

y 30% -90%. At present, foreign countries have about 6 million fuel gas (LPG and CNG) vehicles.

e regulations. Emissions regulations will be further strengthened, and the need for more advanced machines from the aircraft and purificatio

s, the need for more advanced technology, to improve combustion efficiency and mechanical efficiency.

the aircraft and purification measures. Noise regulations will be further strengthened, need to structure design, material??selection and pro

material??selection and processing, to take measures to achieve regulatory requirements.