Diesel Generator Exhaust Manifolds "Redhot"

What about the RED HOT INTAKE MANIFOLD ?

(Or is it the exhaust manifold by mistake?)

Dear Mr. LAA Lucke,

Obviously it is EXHAUST MANIFOLD, by mistake it could have been wrongly mentioned as Intake manifold.

Let us see what the Original Post Author replies.

DHAYANANDHAN.S

Probably yes.

Therefore, it gets red hot due to post combustion of the fuel in the exhaust manifold, because of the bad atomisation ... ?

Hi LAA_Lucke,

Yes , I am make an mistake , it exhaust manifold

Dear Mr.DHAYANANDHAN.S, Thank you very much of good answer, that has clear my doubts. Howwever when we reduce the connecting load by 50% I.e 650Amp the 'red hot 'at exhaust turbo manifolds n black smoke at chimney is significant reduce at 'light pink ' condition ,Of course fuel pressure remain at 10kpa.(fuel filter choked) Can I hv an good answer from you ? Thanks in advance

Dear Mr. aikhh,

Sorry for delayed reply. You have referred a condition that load is reduced to 50% Level and

"the 'red hot 'at exhaust turbo manifolds n black smoke at chimney is significant reduce at 'light pink ' condition ,Of course fuel pressure remain at 10kpa.(fuel filter choked"

The answer is very simple.

1. At reduced Load of 50%, the Fuel INJECTED IN TO THE CYLINDER THROUGH INJECTER, IS REDUCED. Hence HEAT RELEASE is REDUCED. Perhaps, fuel is not reduced by 5%, may be a little more, sicne at reduced load, engine Efficiency slightly falls.

2. Though Load is REDUCED, the SPEED of the Engine REMAINS CONSTANT, and hence AIR SUPPLIED/SUCKED in to the Engine is CONSTANT. Hence AIR to FUEL RATIO is INCREASED, resulting in LESSER TEMPERATURE, and LESSER SMOKE, for the same amount of AIR. In other words, same amount of air entering the cylinder, fuel being less, the temperature of combustion product FALLS DOWN, AND HENCE red hotness IS reduced, black smoke also reduced.

The case which you described, the Efficiency is the Lowest, at Full Load, and better at Partial Load.

I think your doubt is cleared, any further detail, pl. post again.

THANKS,

DHAYANANDHAN.S

Assuming that this is a common rail fuel system, one bank of the engine is getting all of the availible fuel. When fuel pressure is lost, one bank usually robs the remaining fuel from the other. The side that was red hot was getting the fuel and trying to carry the load.

Dear Mr. CBlackwood,

You have mentioned " Assuming that this is a common rail fuel system, one bank of the engine is getting all of the available fuel. When fuel pressure is lost, one bank usually robs the remaining fuel from the other. The side that was red hot was getting the fuel and trying to carry the load."

I am of the view that

In the olden technology of Fuel Injection through individual plunger, was ranging from 2000 psi, to 20000 psi., i,e 200 kPa to 2000 kPa. or 140.8 Kg/cm^2 or 1400.8 Kg/cm^2, absorbing Engine's Power to the extent of 0.2% to 2.0%. The individual high pressure fuel was taken to a tube of small dia, and the pressure drop was to the extent of 10% in the tube, causing difference in Power developed.

But modern system, such high pressure is not required for fuel injection, and I have seen Engines using 100 kPa. and fuel distribution, is uniformly made. The fuel spray and atomisation will be uniform, thus power developed will be more or less equal in all cylinders.

DHAYANANDHAN.S