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Crankcase dilution is a phenomenon of internal combustion engines in which unburned diesel or gasoline accumulates in the crankcase.Excessively rich fuel mixture or incomplete combustion allows a certain amount of fuel to pass down between the pistons and cylinder walls and dilute the engine oil.
Internal combustion engines such as reciprocating internal combustion engines produce air pollution emissions, due to incomplete combustion of carbonaceous fuel. The main derivatives of the process are carbon dioxide CO 2, water and some soot—also called particulate matter (PM). [55]
Poorly controlled and incomplete combustion can cause higher levels of emissions and lower engine efficiencies. In order to optimize combustion processes, engine designers have traditionally undertaken manual engine modifications, conducted testing, and analyzed the results. This iterative process is painstakingly slow, costly, and does not ...
Scavenging is the process of replacing the exhaust gas in a cylinder of an internal combustion engine with the fresh air/fuel mixture (or fresh air, in the case of direct-injection engines) for the next cycle. If scavenging is incomplete, the remaining exhaust gases can cause improper combustion for the next cycle, leading to reduced power output.
Gasoline direct injection (GDI), also known as petrol direct injection (PDI), [1] is a mixture formation system for internal combustion engines that run on gasoline (petrol), where fuel is injected into the combustion chamber. This is distinct from manifold injection systems, which inject fuel into the intake manifold (inlet manifold).
The Knight engine is an internal combustion engine, designed by American Charles Yale Knight (1868-1940), that uses sleeve valves instead of the more common poppet valve construction. These engines were manufactured in the large quantities in USA, Knight's design was made a commercial success by development in England, while the French ...
The engine had one crankshaft and is very similar in concept to the EcoMotors OPOC engine design, except using a camshaft and valves, and not in opposed-cylinder configuration. The OPOC engine can be moduled with two, or more, engines coupled via an electric clutch between engines. When more power is needed the second engine is clutched in.
The engine compressed the air/fuel mixture before combustion, unlike the other atmospheric engines of the time. The engine was a single-cylinder unit that displaced 6.1 dm 3 , and was rated 3 PS (2,206 W) at 180/min, with a fuel consumption of 0.95 m 3 /PSh (1.29 m 3 /kWh).