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A THEORETICAL STUDY OF ADAPTATION OF THE ENGINE CONTROL SYSTEM IN AUTOTRACTOR MACHINES SWITCHED FROM DIESEL TO COMPRESSED
NATURAL GAS Ibotov I.Ch.
Ibotov Ilyos Chorievich - Specialist, DEKHKANABAD DISTRICT ROAD UNITARY ENTERPRISE, SETTLEMENT DEKHKANABAD, KASHKADARYA REGION, REPUBLIC OF UZBEKISTAN
Abstract: the article deals with a theoretical study of the adaptation of the engine control system of auto tractor vehicles converted from diesel to compressed natural gas. Keywords: engine, auto tractor, air, gas, ratio.
ТЕОРЕТИЧЕСКОЕ ИССЛЕДОВАНИЕ АДАПТАЦИИ СИСТЕМЫ УПРАВЛЕНИЯ ДВИГАТЕЛЕМ АВТОТРАКТОРНЫХ МАШИН, ПЕРЕВЕДЕННЫХ С ДИЗЕЛЯ НА КОМПРИМИРОВАННЫЙ ПРИРОДНЫЙ ГАЗ Иботов И.Ч.
Иботов Илёс Чориевич - специалист, Дехканабадское районное дорожное унитарное предприятие, пгт Дехканабад, Кашкадарьинская область, Республика Узбекистан
Аннотация: в статье рассматривается теоретическое исследование адаптации системы управления двигателем автотракторных машин, переведенных с дизеля на компримированный природный газ. Ключевые слова: двигатель, авто трактор, воздух, газ, коэффициент.
In the Republic of Uzbekistan, one of the most important strategic problems is the urgent solution of the issue of technical re-equipment of agriculture, that is, the task of conducting a single scientific-technical and investment policy is to develop agricultural machinery, create and improve types of machinery intended for cotton growing, grain growing and other branches of agriculture.
Currently, natural gas is considered as a suitable fuel as an alternative motor fuel to liquid petroleum motor fuels. Most of the cars in operation in Uzbekistan run on compressed natural gas. Conversion of gasoline-based car engines to compressed natural gas is carried out without changing the engine design. Diesel car engines, on the other hand, require a minor modification to the engine design to run on fully compressed natural gas.
Fig. 1. Description of external speed of a diesel bus
As the air passes through the smallest part of the diffuser, its speed increases and the pressure decreases. Better results are obtained when diffusers with a flat surface are used when the inlet angle is 300 and the outlet angle is 700.
In practice, due to the need to reduce the overall height of a throttle, the profile of diesel throttles differs from the average. This, in turn, leads to the compression of the flow in motion and the displacement of the largest reserve of dilution in the direction of the air flow. The movement of the diesel throttle air flow has a turbulent movement over a wide range of modes. Intensive turbulent movement of the air is necessary for the cleaner.
The continuity equation is based on the fact that the flow rate of air passing through any cross-section remains unchanged and can be found from the following expression: G* = W* • t* • P* = const. Here G* - mass of air flowing without an inlet channel per unit of time kg/s. W* - air speed m/s t* - surface of the pipe, m2 P* - air density kg/m3
The pressure from different sections of the throttle and intake duct varies little, especially at high loads. The greatest dilution known from investigations 2,0 kn/m2 (a2kg) cm2 or 2000 mm of water does not exceed. In such a change of rarefaction, air can be regarded with sufficient accuracy as an incompressible fluid, and its density can be considered constant when moving along the inlet channel, i.e. P0 = PI = Pn = P*
Here P0 we can write for the two transitions we are looking at using the assumption of air from the input: 2 2 P W P W
gz + p + -P = + p = E_j _ i —
ii
P
2
P„
2
E
Here E -i - ii the air loss coefficient when moving towards the II-II section of the I-I section. In the old unit:
P W
z + p +
Zn +
P
W
ii
+ ■
2 ii
W
* E
2 ii
i - ii
2 g
To 2g To 2g
Z and Z-m; PI and PII- kg/cm2; y- kg/m2; W and WII - m/c
The difference in levels between the sections under consideration is not so great. Therefore, taking into account the fact that the density is not proportional to the ratio, it is possible not to take into account the state of change of energy, i.e. ZI = ZII
In that case: PI Pn = P0
(1 + Ei -ii > 4
W
2
In the old unit: PI Pn = y0
(1 + Ei -a )
2 2 W W
ii 1
2 g 12g
At the entrance to the throttle Wi- Wo = 0 and PI = P0 and is equal to the air flow condition through the pressure difference from the cross section.
W
W
2
• P + E„
2
• P„
W
In the old unit: A Px = Po - Px =
2
W
■ • ^o + Eo-
•To
W
As can be seen from the equation, the dilution flow rate through any section of the throttle or inlet path
• p.
and from the point where the air enters the throttle to overcome the hydraulic pressure Eo
W
2
- • Po determined by
energy. As air moves through the intake tract, its pressure changes. Thinning increases faster than the ratio in plots with a narrowing cross-section or with a clear view. The pressure loss in the throttle should be as small as possible when the engine is operating with the throttle valve fully open, because a large value of A P means that the throttle hydraulic resistance is excessively increased and, as a result, the filling coefficient is reduced: A Pg/A Pt = 2,0.. .2,2 x.
2
2
2
x
x
A P = P - P =
A Px Po Px
2
x
2
2
2
2, APX w 1 ¡21ADA 1 2APX1
W„ = ,—r—^—\ or W^ = ,--,-2NX . -—
* V P ^ + E - X) x i 1 + £- x V Po X \ Po
Conclusion: In order to obtain the maximum power in car engines running on compressed natural gas, it is possible to provide theoretically ideal fuel-air mixture first. Therefore, a mixing device serves to convert gas and air into a fuel-air mixture. Retrofitting a diesel engine to work with gas fuel is a very complex and difficult matter. Because the combustion chamber of the diesel engine changes and the spark plugs must be installed. Therefore, in order to implement these changes, it is appropriate to analyze them theoretically first.
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