103-496: The Rolls-Royce C range was a series of in-line 4, 6 and 8 cylinder diesel engines used in small locomotives , railcars , construction vehicles , and marine and similar applications. They were manufactured by the Rolls-Royce Oil Engine Division headed by William Arthur Robotham to 1963, initially at Derby and later at Shrewsbury , from the 1950s through to 1970s. Although officially termed
206-414: A carcinogen or "probable carcinogen" and is known to increase the risk of heart and respiratory diseases. In principle, a diesel engine does not require any sort of electrical system. However, most modern diesel engines are equipped with an electrical fuel pump, and an electronic engine control unit. However, there is no high-voltage electrical ignition system present in a diesel engine. This eliminates
309-445: A gas engine (using a gaseous fuel like natural gas or liquefied petroleum gas ). Diesel engines work by compressing only air, or air combined with residual combustion gases from the exhaust (known as exhaust gas recirculation , "EGR"). Air is inducted into the chamber during the intake stroke, and compressed during the compression stroke. This increases air temperature inside the cylinder so that atomised diesel fuel injected into
412-457: A 400 class railcar to form 2-car trains (designated 300/400 class). In 1987, the steel-bodied 860 class trailers were withdrawn and all the 300 class Redhens were reconfigured as 2-car trains, usually consecutively numbered pairs. The first group withdrawal of Redhen railcars and 860 trailers occurred when 6 300 class railcars and 2 860 trailers were condemned in 1984, following the delivery of 30 2000 class railcars from 1979 to 1981. In 1987/88
515-452: A diesel engine drops at lower loads, however, it does not drop quite as fast as the Otto (spark ignition) engine's. Diesel engines are combustion engines and, therefore, emit combustion products in their exhaust gas . Due to incomplete combustion, diesel engine exhaust gases include carbon monoxide , hydrocarbons , particulate matter , and nitrogen oxides pollutants. About 90 per cent of
618-447: A diesel engine, particularly at idling speeds, is sometimes called "diesel clatter". This noise is largely caused by the sudden ignition of the diesel fuel when injected into the combustion chamber, which causes a pressure wave that sounds like knocking. South Australian Railways Redhen railcar The Redhen railcars (originally, Red Hen ) was the nickname given to the 300 and 400 classes of diesel-hydraulic railcars designed by
721-516: A few degrees releasing the pressure and is controlled by a mechanical governor, consisting of weights rotating at engine speed constrained by springs and a lever. The injectors are held open by the fuel pressure. On high-speed engines the plunger pumps are together in one unit. The length of fuel lines from the pump to each injector is normally the same for each cylinder in order to obtain the same pressure delay. Direct injected diesel engines usually use orifice-type fuel injectors. Electronic control of
824-462: A few years. In 1995, railcars 311, 366, 373, 402, 416, and 436 were also moved to the SGR. In December 1999, railcars 436, 366, 373, 2302, trailer 2501, 2301 and 416 were transferred from storage at Nyora to Bendigo for a new tourist operation named Centrail, while 311 and 402 remained at the SGR operating services. The railcars had a test run in 2001, but they came under CFCLA's ownership in 2002 after
927-407: A finite area, and the net output of work during a cycle is positive. The fuel efficiency of diesel engines is better than most other types of combustion engines, due to their high compression ratio, high air–fuel equivalence ratio (λ) , and the lack of intake air restrictions (i.e. throttle valves). Theoretically, the highest possible efficiency for a diesel engine is 75%. However, in practice
1030-452: A fuel consumption of 519 g·kW ·h . However, despite proving the concept, the engine caused problems, and Diesel could not achieve any substantial progress. Therefore, Krupp considered rescinding the contract they had made with Diesel. Diesel was forced to improve the design of his engine and rushed to construct a third prototype engine. Between 8 November and 20 December 1895, the second prototype had successfully covered over 111 hours on
1133-409: A full set of valves, two-stroke diesel engines have simple intake ports, and exhaust ports (or exhaust valves). When the piston approaches bottom dead centre, both the intake and the exhaust ports are "open", which means that there is atmospheric pressure inside the cylinder. Therefore, some sort of pump is required to blow the air into the cylinder and the combustion gasses into the exhaust. This process
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#17327873304501236-403: A low-pressure loop at the bottom of the diagram. At 1 it is assumed that the exhaust and induction strokes have been completed, and the cylinder is again filled with air. The piston-cylinder system absorbs energy between 1 and 2 – this is the work needed to compress the air in the cylinder, and is provided by mechanical kinetic energy stored in the flywheel of the engine. Work output is done by
1339-681: A notable exception being the EMD 567 , 645 , and 710 engines, which are all two-stroke. The power output of medium-speed diesel engines can be as high as 21,870 kW, with the effective efficiency being around 47-48% (1982). Most larger medium-speed engines are started with compressed air direct on pistons, using an air distributor, as opposed to a pneumatic starting motor acting on the flywheel, which tends to be used for smaller engines. Medium-speed engines intended for marine applications are usually used to power ( ro-ro ) ferries, passenger ships or small freight ships. Using medium-speed engines reduces
1442-664: A number of unpowered trailer cars, the 820 and 860 classes. These had been modified from wooden, clerestory-roofed steam-era suburban carriages and were used with the Redhens between 1955 and 1987. The first Redhens were introduced by the South Australian Railways in October 1955 to replace ageing suburban steam locomotive hauled trains in Adelaide . Construction of Redhen vehicles continued until 1971, when
1545-423: A peak power of almost 100 MW each. Diesel engines may be designed with either two-stroke or four-stroke combustion cycles . They were originally used as a more efficient replacement for stationary steam engines . Since the 1910s, they have been used in submarines and ships. Use in locomotives , buses, trucks, heavy equipment , agricultural equipment and electricity generation plants followed later. In
1648-535: A petroleum engine with glow-tube ignition in the early 1890s; he claimed against his own better judgement that his glow-tube ignition engine worked the same way Diesel's engine did. His claims were unfounded and he lost a patent lawsuit against Diesel. Other engines, such as the Akroyd engine and the Brayton engine , also use an operating cycle that is different from the diesel engine cycle. Friedrich Sass says that
1751-415: A poorer power-to-mass ratio than an equivalent petrol engine. The lower engine speeds (RPM) of typical diesel engines results in a lower power output. Also, the mass of a diesel engine is typically higher, since the higher operating pressure inside the combustion chamber increases the internal forces, which requires stronger (and therefore heavier) parts to withstand these forces. The distinctive noise of
1854-497: A power car at each end, giving 720 bhp overall. This extra power was also used for the Birmingham Railway Carriage & Wagon Company built "Calder Valley" sets. An eight-cylinder version, C8NFLH, of 238 bhp at 1,880 rpm was also used. A single unit was used in each power car of the 112 and 113 classes. These were very similar, the 112 having a mechanical pre-selector transmission and
1957-408: A regular trunk-piston. Two-stroke engines have a limited rotational frequency and their charge exchange is more difficult, which means that they are usually bigger than four-stroke engines and used to directly power a ship's propeller. Four-stroke engines on ships are usually used to power an electric generator. An electric motor powers the propeller. Both types are usually very undersquare , meaning
2060-435: A simple mechanical injection system since exact injection timing is not as critical. Most modern automotive engines are DI which have the benefits of greater efficiency and easier starting; however, IDI engines can still be found in the many ATV and small diesel applications. Indirect injected diesel engines use pintle-type fuel injectors. Early diesel engines injected fuel with the assistance of compressed air, which atomised
2163-536: A single orifice injector. The pre-chamber has the disadvantage of lowering efficiency due to increased heat loss to the engine's cooling system, restricting the combustion burn, thus reducing the efficiency by 5–10%. IDI engines are also more difficult to start and usually require the use of glow plugs. IDI engines may be cheaper to build but generally require a higher compression ratio than the DI counterpart. IDI also makes it easier to produce smooth, quieter running engines with
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#17327873304502266-527: A single speed for long periods. Two-stroke engines use a combustion cycle which is completed in two strokes instead of four strokes. Filling the cylinder with air and compressing it takes place in one stroke, and the power and exhaust strokes are combined. The compression in a two-stroke diesel engine is similar to the compression that takes place in a four-stroke diesel engine: As the piston passes through bottom centre and starts upward, compression commences, culminating in fuel injection and ignition. Instead of
2369-426: A small chamber called a swirl chamber, precombustion chamber, pre chamber or ante-chamber, which is connected to the cylinder by a narrow air passage. Generally the goal of the pre chamber is to create increased turbulence for better air / fuel mixing. This system also allows for a smoother, quieter running engine, and because fuel mixing is assisted by turbulence, injector pressures can be lower. Most IDI systems use
2472-530: A source of radio frequency emissions (which can interfere with navigation and communication equipment), which is why only diesel-powered vehicles are allowed in some parts of the American National Radio Quiet Zone . To control the torque output at any given time (i.e. when the driver of a car adjusts the accelerator pedal ), a governor adjusts the amount of fuel injected into the engine. Mechanical governors have been used in
2575-400: A spark plug ( compression ignition rather than spark ignition ). In the diesel engine, only air is initially introduced into the combustion chamber. The air is then compressed with a compression ratio typically between 15:1 and 23:1. This high compression causes the temperature of the air to rise. At about the top of the compression stroke, fuel is injected directly into the compressed air in
2678-417: A swirl chamber or pre-chamber are called indirect injection (IDI) engines. Most direct injection diesel engines have a combustion cup in the top of the piston where the fuel is sprayed. Many different methods of injection can be used. Usually, an engine with helix-controlled mechanic direct injection has either an inline or a distributor injection pump. For each engine cylinder, the corresponding plunger in
2781-422: A two-stroke ship diesel engine has a single-stage turbocharger with a turbine that has an axial inflow and a radial outflow. In general, there are three types of scavenging possible: Crossflow scavenging is incomplete and limits the stroke, yet some manufacturers used it. Reverse flow scavenging is a very simple way of scavenging, and it was popular amongst manufacturers until the early 1980s. Uniflow scavenging
2884-423: Is a simplified and idealised representation of the events involved in a diesel engine cycle, arranged to illustrate the similarity with a Carnot cycle . Starting at 1, the piston is at bottom dead centre and both valves are closed at the start of the compression stroke; the cylinder contains air at atmospheric pressure. Between 1 and 2 the air is compressed adiabatically – that is without heat transfer to or from
2987-403: Is approximately 5 MW. Medium-speed engines are used in large electrical generators, railway diesel locomotives , ship propulsion and mechanical drive applications such as large compressors or pumps. Medium speed diesel engines operate on either diesel fuel or heavy fuel oil by direct injection in the same manner as low-speed engines. Usually, they are four-stroke engines with trunk pistons;
3090-429: Is called scavenging . The pressure required is approximately 10-30 kPa. Due to the lack of discrete exhaust and intake strokes, all two-stroke diesel engines use a scavenge blower or some form of compressor to charge the cylinders with air and assist in scavenging. Roots-type superchargers were used for ship engines until the mid-1950s, however since 1955 they have been widely replaced by turbochargers. Usually,
3193-404: Is done on the system to which the engine is connected. During this expansion phase the volume of the gas rises, and its temperature and pressure both fall. At 4 the exhaust valve opens, and the pressure falls abruptly to atmospheric (approximately). This is unresisted expansion and no useful work is done by it. Ideally the adiabatic expansion should continue, extending the line 3–4 to the right until
Rolls-Royce C range engines - Misplaced Pages Continue
3296-464: Is more complicated to make but allows the highest fuel efficiency; since the early 1980s, manufacturers such as MAN and Sulzer have switched to this system. It is standard for modern marine two-stroke diesel engines. So-called dual-fuel diesel engines or gas diesel engines burn two different types of fuel simultaneously , for instance, a gaseous fuel and diesel engine fuel. The diesel engine fuel auto-ignites due to compression ignition, and then ignites
3399-461: Is usually high. The diesel engine has the highest thermal efficiency (see engine efficiency ) of any practical internal or external combustion engine due to its very high expansion ratio and inherent lean burn, which enables heat dissipation by excess air. A small efficiency loss is also avoided compared with non-direct-injection gasoline engines, as unburned fuel is not present during valve overlap, and therefore no fuel goes directly from
3502-682: The British Rail first-generation diesel multiple units . They were also used in a range of small shunting locomotives, sometimes in pairs for power outputs up to 600 bhp: The marine variants of these engines were available in each of the 4, 6 and 8 cylinder models. These marine models were all of the vertical arrangement. Marine gearing options included M.R.F.10 3B, M.R.F.16B, M.R.F.16B/1B and M.R.F.21/B units from Self-Changing Gears , of Coventry and Thornycroft Type B units from Transport Equipment (Thornycroft) Ltd. of Reading . Diesel engine The diesel engine , named after
3605-455: The C range , they were best known for the most common C6SFL six-cylinder variant. Most had an output of around 200 bhp , with 233 bhp for the final models. Their construction was a conventional water-cooled vertical inline 6 four-stroke diesel engine of 12.17 litres (743 cu in). Most were supercharged by a Roots blower , but there were also variants with a turbocharger or naturally aspirated . A later addition to
3708-603: The South Australian Railways and built at its Islington Railway Workshops between 1955 and 1971. The railcars, which operated in Adelaide suburban service until 1996, remain a nostalgic part of South Australian memory. Some continue to be operated by the SteamRanger Heritage Railway , the National Railway Museum, Port Adelaide and other railway preservation entities. The power cars comprised two designs: In addition, there were
3811-911: The State Transport Authority introduced the first of its new fleet of 3000 class railcars , which were intended to replace the Redhens. As more 3000 class were delivered through the early 1990s, mass withdrawals of Redhens commenced and they were gradually restricted to operating only during weekday peak hours. This was especially the case when driver only operation (DOO) was introduced in the early 1990s. The manual sliding doors made Redhens unsuitable for DOO and guards had to be retained to supervise passenger boarding and alighting. By January 1996, only 16 remained in service, confined to peak-hour Gawler , Outer Harbor and Tonsley services. The last Redhens in service were 428 and 436. The first Redhens to be preserved were 303, 328, 329, 333, 338, 354, and trailers 877 and 881 which were moved to
3914-722: The United Kingdom , and the United States for "Method of and Apparatus for Converting Heat into Work". In 1894 and 1895, he filed patents and addenda in various countries for his engine; the first patents were issued in Spain (No. 16,654), France (No. 243,531) and Belgium (No. 113,139) in December 1894, and in Germany (No. 86,633) in 1895 and the United States (No. 608,845) in 1898. Diesel
4017-448: The nitrided crankshaft. The fuel injection system was direct , into a toroidal combustion chamber within the aluminium pistons. Supercharging was by a Roots blower driven at twice crankshaft speed, for a boost pressure of 8 psi. An unusual feature was the ability to build the engines with the flywheel and output drive arranged at either end. The supercharger, fuel injection pump, and other auxiliaries also changed sides. Although
4120-488: The 113 a Lysholm-Smith Twin-Disc torque converter (licence-built by Rolls-Royce) in a hydraulic transmission. The high density 125 and 127 classes used twin engines. The C8NFLH, governed to 180 bhp at 1,500 rpm, was also used as the pair of auxiliary generators powering the air-conditioning, lighting and galley of the Blue Pullman sets. The vertical versions of the C range were installed in many of
4223-542: The 1930s, they slowly began to be used in some automobiles . Since the 1970s energy crisis , demand for higher fuel efficiency has resulted in most major automakers, at some point, offering diesel-powered models, even in very small cars. According to Konrad Reif (2012), the EU average for diesel cars at the time accounted for half of newly registered cars. However, air pollution and overall emissions are more difficult to control in diesel engines compared to gasoline engines, and
Rolls-Royce C range engines - Misplaced Pages Continue
4326-544: The 300 class cars, the South Australian Railways chose to convert existing rolling stock. To operate with 300 to 347, five 800 class and nineteen 850 class carriages were converted, becoming the 860 class. These steel cars had been built at Islington Railway Workshops between 1944 and 1946 as part of a plan to electrify Adelaide's suburban railways. For use with 348 to 373, thirteen 327 class wooden end loading suburban baggage cars were converted, becoming
4429-540: The 820 class trailers. These had been built between 1912 and 1924. The 400 class were used as single cars on the main lines during the evenings and at most other times on lightly patronised services such as the Grange , Tonsley and Northfield lines. They were also used in multiple with other 300 or 400 class units. These railcars became the backbone of the metropolitan services, relegating most loco hauled passenger trains to regional and interstate services. Following
4532-501: The Barossa Valley Junction Motel at Tanunda in 1986. They were converted for use as accommodation and had most operational parts stripped as a result. The Motel continued operating until 2014, when the owners retired and closed the motel. Everything at the site was auctioned off, with all rolling stock sold to private buyers and being dispersed across Australia. Redhens 303 and 338 were moved to land adjacent to
4635-454: The Carnot cycle. Diesel was also introduced to a fire piston , a traditional fire starter using rapid adiabatic compression principles which Linde had acquired from Southeast Asia . After several years of working on his ideas, Diesel published them in 1893 in the essay Theory and Construction of a Rational Heat Motor . Diesel was heavily criticised for his essay, but only a few found
4738-465: The German engineer Rudolf Diesel , is an internal combustion engine in which ignition of the fuel is caused by the elevated temperature of the air in the cylinder due to mechanical compression ; thus, the diesel engine is called a compression-ignition engine (CI engine). This contrasts with engines using spark plug -ignition of the air-fuel mixture, such as a petrol engine ( gasoline engine) or
4841-596: The NRM's 1 km portion of track due to the high cost of getting them accredited for running on the Adelaide Metro rail network. 875 was given to SteamRanger due to a loss of space in the museum caused by the impending extension of Adelaide Metro rail services to the site. SteamRanger Heritage Railway restored trailer car 824 in 1985, and it was joined by railcar 412 in 1995. The transfer movement of 412 from SteamRanger's Dry Creek depot to their Goolwa depot became
4944-718: The NRM, and it entered service in late 2023. In May 2023, Steamranger's 4 car Redhen set consisting of 428-824-334 & 412 derailed between Victor Harbour and Port Elliott, later in June 428 was involved in a level crossing accident at Middleton, with visible damage to the front of the railcar. 424 re-entered service later that year. Yorke Peninsula Railway (YPR) took delivery of railcar 435 from Islington Railway Workshops to its depot in Wallaroo in February 2000, following its purchase from Great Northern Rail . In April 2002, railcar 406
5047-537: The Norwegian Class 86 and 91 DMUs. The C6NFLH produced 180 bhp at 1,800 rpm. It was used by Metropolitan-Cammell in the Class 111 DMUs of the late 1950s and 1960s, rather than the 150 bhp BUT engines used in earlier classes. Supercharged C6SFLH units of 230 bhp were trialled in a single Class 111 DMU. Two engines were used for each power car, marshalled into two or three car sets with
5150-678: The SGR in 2016, 311 and 402 were originally given to Mornington Railway, but they changed hands again in August 2020, when they were privately acquired with the intention to restore them in South Australia. They were moved to private property in May 2022. The National Railway Museum (NRM) received trailer car 875 in 1987, and it was restored in 1995 for use with the TransAdelaide special set, which included railcars 321 and 400. The set
5253-668: The Superchooks and 416 were put into service. They operated until the railway closed in 2009. 432 was moved to the Hunter Valley, NSW , while 435 was given to SteamRanger, who stripped remaining parts on it and placed it at Strathalbyn station for use by the art gallery at the station. 406 was moved to the Big Orange tourist attraction in Monash, near Berri for use as a restaurant, but this proposal has since fallen through and
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#17327873304505356-400: The amount of fuel injected into the engine. Due to the amount of air being constant (for a given RPM) while the amount of fuel varies, very high ("lean") air-fuel ratios are used in situations where minimal torque output is required. This differs from a petrol engine, where a throttle is used to also reduce the amount of intake air as part of regulating the engine's torque output. Controlling
5459-470: The bore is smaller than the stroke. Low-speed diesel engines (as used in ships and other applications where overall engine weight is relatively unimportant) often have an effective efficiency of up to 55%. Like medium-speed engines, low-speed engines are started with compressed air, and they use heavy oil as their primary fuel. Four-stroke engines use the combustion cycle described earlier. Most smaller diesels, for vehicular use, for instance, typically use
5562-526: The collapse of Centrail's owner, Great Northern Rail . 366 was moved to Australian Train Movers in NSW. In 2003 CFCLA swapped the railcars with Yorke Peninsula Railway locomotive T387, with all railcars but 436 being moved to Wallaroo for operation on the railway. 436 was stripped of parts and scrapped, having suffered an arson attack during its time at Bendigo. 366 was moved back to Bendigo in 2015. Upon closure of
5665-724: The colour of roofs and bogies over the years. The interior design and layout remained largely unchanged throughout their life. Some 300 class units were modified to provide guard's accommodation or space for bikes when the 860 class trailers were withdrawn in 1987. This slightly reduced the seating capacity of these modified cars. When first introduced, all the 300 class Redhens were formed as 3-car consists, comprising an 820 or 860 class trailer sandwiched between two powered 300 class railcars. In peak hours, two sets were coupled together to form 6-car trains. On rare occasions, at times of heavy traffic demand, trains of Redhens could be up to nine cars long. Instead of building trailer cars to work with
5768-412: The combustion chamber ignites. With the fuel being injected into the air just before combustion, the dispersion of fuel is uneven; this is called a heterogeneous air-fuel mixture. The torque a diesel engine produces is controlled by manipulating the air-fuel ratio (λ) ; instead of throttling the intake air, the diesel engine relies on altering the amount of fuel that is injected, and thus the air-fuel ratio
5871-448: The combustion chamber, the droplets continue to vaporise from their surfaces and burn, getting smaller, until all the fuel in the droplets has been burnt. Combustion occurs at a substantially constant pressure during the initial part of the power stroke. The start of vaporisation causes a delay before ignition and the characteristic diesel knocking sound as the vapour reaches ignition temperature and causes an abrupt increase in pressure above
5974-418: The combustion chamber. This may be into a (typically toroidal ) void in the top of the piston or a pre-chamber depending upon the design of the engine. The fuel injector ensures that the fuel is broken down into small droplets, and that the fuel is distributed evenly. The heat of the compressed air vaporises fuel from the surface of the droplets. The vapour is then ignited by the heat from the compressed air in
6077-425: The compressed gas. Combustion and heating occur between 2 and 3. In this interval the pressure remains constant since the piston descends, and the volume increases; the temperature rises as a consequence of the energy of combustion. At 3 fuel injection and combustion are complete, and the cylinder contains gas at a higher temperature than at 2. Between 3 and 4 this hot gas expands, again approximately adiabatically. Work
6180-452: The compression ratio in a spark-ignition engine where fuel and air are mixed before entry to the cylinder is limited by the need to prevent pre-ignition , which would cause engine damage. Since only air is compressed in a diesel engine, and fuel is not introduced into the cylinder until shortly before top dead centre ( TDC ), premature detonation is not a problem and compression ratios are much higher. The pressure–volume diagram (pV) diagram
6283-473: The compression required for his cycle: By June 1893, Diesel had realised his original cycle would not work, and he adopted the constant pressure cycle. Diesel describes the cycle in his 1895 patent application. Notice that there is no longer a mention of compression temperatures exceeding the temperature of combustion. Now it is simply stated that the compression must be sufficient to trigger ignition. In 1892, Diesel received patents in Germany , Switzerland ,
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#17327873304506386-416: The concept of air-blast injection from George B. Brayton , albeit that Diesel substantially improved the system. On 17 February 1894, the redesigned engine ran for 88 revolutions – one minute; with this news, Maschinenfabrik Augsburg's stock rose by 30%, indicative of the tremendous anticipated demands for a more efficient engine. On 26 June 1895, the engine achieved an effective efficiency of 16.6% and had
6489-424: The cost of smaller ships and increases their transport capacity. In addition to that, a single ship can use two smaller engines instead of one big engine, which increases the ship's safety. Low-speed diesel engines are usually very large in size and mostly used to power ships . There are two different types of low-speed engines that are commonly used: Two-stroke engines with a crosshead, and four-stroke engines with
6592-472: The crankshaft always rotated the same way within the block, this was the equivalent of offering left and right-handed rotation engines (the C6SFR variant). For a diesel at its introduction date of 1951, the engine operated at relatively high speed, up to 1,800 rpm. This was assisted by a viscous torsion damper at the opposite end to the flywheel. High rotational speed made the engine an attractive choice in
6695-559: The developing market for small diesel-hydraulic locomotives . In 1957, Rolls-Royce acquired the Sentinel company of Shrewsbury , a builder of steam wagons and small steam locomotives . Production of the C6 was relocated from Derby . Although Rolls-Royce had only intended to build prime movers , i.e. engines here, by the end of 1957 they had decided to continue with Sentinel's previously successful market for small shunting locomotives. This
6798-616: The diesel engine is Diesel's "very own work" and that any "Diesel myth" is " falsification of history ". Diesel sought out firms and factories that would build his engine. With the help of Moritz Schröter and Max Gutermuth [ de ] , he succeeded in convincing both Krupp in Essen and the Maschinenfabrik Augsburg . Contracts were signed in April 1893, and in early summer 1893, Diesel's first prototype engine
6901-522: The early New South Wales 620 Class railcars with Twin Disc transmissions, built under licence. The three South Maitland Railway railcars of 1961 used supercharged C6SFLH units of 233 bhp with a licence-built Twin Disc transmission. C8SFLH engines and licence built Twin Disc transmissions were used to re-engine a number of Canadian National and Canadian Pacific 's Budd railcars . Norwegian State Railways retrofitted supercharged C6SFLH engines to
7004-417: The efficiency is much lower, with efficiencies of up to 43% for passenger car engines, up to 45% for large truck and bus engines, and up to 55% for large two-stroke marine engines. The average efficiency over a motor vehicle driving cycle is lower than the diesel engine's peak efficiency (for example, a 37% average efficiency for an engine with a peak efficiency of 44%). That is because the fuel efficiency of
7107-408: The environment – by the rising piston. (This is only approximately true since there will be some heat exchange with the cylinder walls .) During this compression, the volume is reduced, the pressure and temperature both rise. At or slightly before 2 (TDC) fuel is injected and burns in the compressed hot air. Chemical energy is released and this constitutes an injection of thermal energy (heat) into
7210-463: The four-stroke cycle. This is due to several factors, such as the two-stroke design's narrow powerband which is not particularly suitable for automotive use and the necessity for complicated and expensive built-in lubrication systems and scavenging measures. The cost effectiveness (and proportion of added weight) of these technologies has less of an impact on larger, more expensive engines, while engines intended for shipping or stationary use can be run at
7313-616: The fuel and forced it into the engine through a nozzle (a similar principle to an aerosol spray). The nozzle opening was closed by a pin valve actuated by the camshaft . Although the engine was also required to drive an air compressor used for air-blast injection, the efficiency was nonetheless better than other combustion engines of the time. However the system was heavy and it was slow to react to changing torque demands, making it unsuitable for road vehicles. A unit injector system, also known as "Pumpe-Düse" ( pump-nozzle in German) combines
7416-700: The fuel injection transformed the direct injection engine by allowing much greater control over the combustion. Common rail (CR) direct injection systems do not have the fuel metering, pressure-raising and delivery functions in a single unit, as in the case of a Bosch distributor-type pump, for example. A high-pressure pump supplies the CR. The requirements of each cylinder injector are supplied from this common high pressure reservoir of fuel. An Electronic Diesel Control (EDC) controls both rail pressure and injections depending on engine operating conditions. The injectors of older CR systems have solenoid -driven plungers for lifting
7519-405: The fuel pump measures out the correct amount of fuel and determines the timing of each injection. These engines use injectors that are very precise spring-loaded valves that open and close at a specific fuel pressure. Separate high-pressure fuel lines connect the fuel pump with each cylinder. Fuel volume for each single combustion is controlled by a slanted groove in the plunger which rotates only
7622-461: The gaseous fuel. Such engines do not require any type of spark ignition and operate similar to regular diesel engines. The fuel is injected at high pressure into either the combustion chamber , "swirl chamber" or "pre-chamber," unlike petrol engines where the fuel is often added in the inlet manifold or carburetor . Engines where the fuel is injected into the main combustion chamber are called direct injection (DI) engines, while those which use
7725-419: The injection needle, whilst newer CR injectors use plungers driven by piezoelectric actuators that have less moving mass and therefore allow even more injections in a very short period of time. Early common rail system were controlled by mechanical means. The injection pressure of modern CR systems ranges from 140 MPa to 270 MPa. An indirect diesel injection system (IDI) engine delivers fuel into
7828-553: The injector and fuel pump into a single component, which is positioned above each cylinder. This eliminates the high-pressure fuel lines and achieves a more consistent injection. Under full load, the injection pressure can reach up to 220 MPa. Unit injectors are operated by a cam and the quantity of fuel injected is controlled either mechanically (by a rack or lever) or electronically. Due to increased performance requirements, unit injectors have been largely replaced by common rail injection systems. The average diesel engine has
7931-561: The intake/injection to the exhaust. Low-speed diesel engines (as used in ships and other applications where overall engine weight is relatively unimportant) can reach effective efficiencies of up to 55%. The combined cycle gas turbine (Brayton and Rankine cycle) is a combustion engine that is more efficient than a diesel engine, but due to its mass and dimensions, is unsuitable for many vehicles, including watercraft and some aircraft . The world's largest diesel engines put in service are 14-cylinder, two-stroke marine diesel engines; they produce
8034-417: The introduction of the 2000 class railcars in 1980, two 300 class Redhens and an 860 class trailer were chosen for an experimental rebuild at STA's Regency Park workshops. Nos 300, 337 and 862 were modified in 1983 with new interiors, elevated cabs and stainless steel panelling similar to the 2000 class. The rebuilt cars were re-numbered 2301, 2302 and 2501 and entered service in June 1983. They soon acquired
8137-508: The last passenger train to operate between Adelaide and Victor Harbor. In early 2012, 412 was legally painted into a graffiti livery for the 'Just Add Water' festival in Goolwa, the car was painted again in another graffiti livery by the same artists in late 2012 for the 2013 festival before returning to its Regal Red in late 2014. 428 and 364 moved to SteamRanger by road later in 1997, and 428 became operational in 1998 and 364 remained stored. 428
8240-414: The latest examples were built to supersede 1920s-era diesel railcars. The Redhens were built in three batches. The overall design of the railcars was very similar, but there were differences in detail between the batches. Several railcars in the 300 class were re-numbered later in life, taking on the numbers of written-off or modified units. The exterior of the units was always painted red, with variations in
8343-476: The mistake that he made; his rational heat motor was supposed to utilise a constant temperature cycle (with isothermal compression) that would require a much higher level of compression than that needed for compression ignition. Diesel's idea was to compress the air so tightly that the temperature of the air would exceed that of combustion. However, such an engine could never perform any usable work. In his 1892 US patent (granted in 1895) #542846, Diesel describes
8446-500: The nickname, Superchooks (a play on "Redhen" – a chook, in Australian vernacular, is a chicken) The exercise was not successful and no more were modified. The Superchooks saw only limited passenger service and often 2301-2302 was sandwiched in between two 400 class Redhens. They were withdrawn in 1992. All thirteen of the 820 class trailers were retired by December 1976. The corresponding 300 class Redhens were then coupled to
8549-770: The northwest boundary of the Blackwood railway station , and were repainted to the original silver roof and red body livery by their new owners. 329 and 354 were moved to Blewitt Springs, now used as accommodation known as "redhens". 333 went to the Two Wells area, while trailer car 877 was moved to Hallett and currently serves as accommodation for hikers on the Heysen Trail. The Superchook set consisting of 2301, 2501 and 2302 were moved to The South Gippsland Tourist Railway (SGR) in Victoria in 1994 and operated there for
8652-534: The past, however electronic governors are more common on modern engines. Mechanical governors are usually driven by the engine's accessory belt or a gear-drive system and use a combination of springs and weights to control fuel delivery relative to both load and speed. Electronically governed engines use an electronic control unit (ECU) or electronic control module (ECM) to control the fuel delivery. The ECM/ECU uses various sensors (such as engine speed signal, intake manifold pressure and fuel temperature) to determine
8755-480: The piston (not shown on the P-V indicator diagram). When combustion is complete the combustion gases expand as the piston descends further; the high pressure in the cylinder drives the piston downward, supplying power to the crankshaft. As well as the high level of compression allowing combustion to take place without a separate ignition system, a high compression ratio greatly increases the engine's efficiency. Increasing
8858-403: The piston-cylinder combination between 2 and 4. The difference between these two increments of work is the indicated work output per cycle, and is represented by the area enclosed by the pV loop. The adiabatic expansion is in a higher pressure range than that of the compression because the gas in the cylinder is hotter during expansion than during compression. It is for this reason that the loop has
8961-417: The pollutants can be removed from the exhaust gas using exhaust gas treatment technology. Road vehicle diesel engines have no sulfur dioxide emissions, because motor vehicle diesel fuel has been sulfur-free since 2003. Helmut Tschöke argues that particulate matter emitted from motor vehicles has negative impacts on human health. The particulate matter in diesel exhaust emissions is sometimes classified as
9064-408: The pressure falls to that of the surrounding air, but the loss of efficiency caused by this unresisted expansion is justified by the practical difficulties involved in recovering it (the engine would have to be much larger). After the opening of the exhaust valve, the exhaust stroke follows, but this (and the following induction stroke) are not shown on the diagram. If shown, they would be represented by
9167-466: The railcar is now for sale. The Superchooks were moved to private property in Coolac, NSW and remained there until they were moved to Kandos, NSW on 12 December 2021. This list contains all 300, 400, 820 and 860 class vehicles that were retained after original revenue service, including those which have since been scrapped. The SAR Model Company has made powered and unpowered HO scale kits of both
9270-670: The range was the SF65C model. This was a lower-rated version of the C range 6-cylinder engine and shared many of the advantages of the range's component rationalisation. It was available in naturally aspirated or turbocharged variants, and both industrial and marine versions were available. The engine was constructed around a monobloc cylinder and crankcase casting. Unusually, this was available in either cast iron or aluminium alloy. The cylinders were replaceable wet liners , with pumped water cooling. Valves were single OHV exhaust and inlet valves. Seven bearings with cross-bolted caps supported
9373-544: The test bench. In the January 1896 report, this was considered a success. In February 1896, Diesel considered supercharging the third prototype. Imanuel Lauster , who was ordered to draw the third prototype " Motor 250/400 ", had finished the drawings by 30 April 1896. During summer that year the engine was built, it was completed on 6 October 1896. Tests were conducted until early 1897. First public tests began on 1 February 1897. Moritz Schröter 's test on 17 February 1897
9476-890: The timing of the start of injection of fuel into the cylinder is similar to controlling the ignition timing in a petrol engine. It is therefore a key factor in controlling the power output, fuel consumption and exhaust emissions. There are several different ways of categorising diesel engines, as outlined in the following sections. Günter Mau categorises diesel engines by their rotational speeds into three groups: High-speed engines are used to power trucks (lorries), buses , tractors , cars , yachts , compressors , pumps and small electrical generators . As of 2018, most high-speed engines have direct injection . Many modern engines, particularly in on-highway applications, have common rail direct injection . On bigger ships, high-speed diesel engines are often used for powering electric generators. The highest power output of high-speed diesel engines
9579-657: The use of diesel auto engines in the U.S. is now largely relegated to larger on-road and off-road vehicles . Though aviation has traditionally avoided using diesel engines, aircraft diesel engines have become increasingly available in the 21st century. Since the late 1990s, for various reasons—including the diesel's inherent advantages over gasoline engines, but also for recent issues peculiar to aviation—development and production of diesel engines for aircraft has surged, with over 5,000 such engines delivered worldwide between 2002 and 2018, particularly for light airplanes and unmanned aerial vehicles . In 1878, Rudolf Diesel , who
9682-532: Was a student at the "Polytechnikum" in Munich , attended the lectures of Carl von Linde . Linde explained that steam engines are capable of converting just 6–10% of the heat energy into work, but that the Carnot cycle allows conversion of much more of the heat energy into work by means of isothermal change in condition. According to Diesel, this ignited the idea of creating a highly efficient engine that could work on
9785-488: Was attacked and criticised over several years. Critics claimed that Diesel never invented a new motor and that the invention of the diesel engine is fraud. Otto Köhler and Emil Capitaine [ de ] were two of the most prominent critics of Diesel's time. Köhler had published an essay in 1887, in which he describes an engine similar to the engine Diesel describes in his 1893 essay. Köhler figured that such an engine could not perform any work. Emil Capitaine had built
9888-477: Was built in Augsburg . On 10 August 1893, the first ignition took place, the fuel used was petrol. In winter 1893/1894, Diesel redesigned the existing engine, and by 18 January 1894, his mechanics had converted it into the second prototype. During January that year, an air-blast injection system was added to the engine's cylinder head and tested. Friedrich Sass argues that, it can be presumed that Diesel copied
9991-456: Was damaged by fire as a result of an arson attack, destroying everything but the frame and bogies. 820 has since been delivered to Strathalbyn where it remains stored. The LCR railcars and trailers were previously stored in the roundhouse at Mount Gambier . SteamRanger did not get steel trailer 874 from the LCR, which was instead scrapped. In February 2019 however, they received steel trailer 875 from
10094-695: Was given a unique livery in 2000, based on the mustard pot livery used by numerous SAR diesel locomotives. This livery was never worn by Redhens while in service. In 2006, the Council of Port Adelaide and Enfield offered SteamRanger wooden trailer 830, which was displayed at the historic wharf area in Port Adelaide. SteamRanger took up the offer, and transported it to their Mount Barker depot later that year. It remains stored awaiting restoration. SteamRanger took delivery of ex- Limestone Coast Railway railcars 334, 405, and 424 in 2014, as well as trailer 820 which
10197-561: Was initially the LB class, 0-4-0 with a typically Sentinel final chain drive , of 1959-1971. In the 1980s, the Shrewsbury diesel engine plant was acquired by Perkins Engines . The horizontal versions of the C range engine were principally used in railcars / diesel multiple units (DMUs), mounted beneath the floor. "H" in the model number indicated "horizontal". The cylinders were inclined slightly upwards at 17½ degrees. Wet sump lubrication
10300-614: Was moved from the Port Milang Historic Railway Museum to the YPR. Rolling stock leasing company CFCLA swapped the society's sole locomotive, T387 with the Superchook set (2301, trailer 2501, 2302) and railcars 416, 432 and 436. All railcars but 436 were transferred to Wallaroo, with 436 being stripped of parts and scrapped after an arson attack. 432, 435 and 406 remained stored as a source of parts while
10403-424: Was the main test of Diesel's engine. The engine was rated 13.1 kW with a specific fuel consumption of 324 g·kW ·h , resulting in an effective efficiency of 26.2%. By 1898, Diesel had become a millionaire. The characteristics of a diesel engine are The diesel internal combustion engine differs from the gasoline powered Otto cycle by using highly compressed hot air to ignite the fuel rather than using
10506-468: Was used on the metropolitan network until 15 December 1996, when it was moved to the NRM for preservation. The full set was last used in 2006 for the 150th anniversary of the opening of the Adelaide - Port Adelaide line, with 875 returning to display afterwards. 321 and 400 were used for shuttles from the museum to Adelaide Railway Station from 2013 to 2015. They have since been restricted to running on
10609-418: Was used. Many of the ancillaries and servicing points were relocated to what were now the sides of the engine, so that they could be serviced from the sides of the railcar, rather than having to lift out floor panels. Forty C6SFLH engines (at two under each vehicle) were fitted in 1960 to new South Australian Railways 300 class railcars. Twin supercharged C8SFLH engines of 250 hp were used in some of
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