Diesel Engine

Combustion Analysis

Thermodynamics vs. Reality

Overview

Compiled by
Ted Diehl, Seaworthy Systems, Inc.
July, 2009
1
 General Diesel Engine Terms to
Know (Review)
• Top Dead Center = TDC
• Bottom Dead Center = BDC
• Bore = Diameter of the cylinder
• Stroke = Distance from BDC to
TDC (Length of the piston travel)
• Displacement Volume = “Swept
Volume” = Bore area x Stroke x
number of cylinders
• Clearance Volume = Volume left at
top of cylinder, piston at TDC
• Compression Ratio (rc) =
Displacement Volume / Clearance
Volume

2
 General Diesel Engine Parameters
to Know (Review)
• Work = force through a distance [lbf-ft
or kJ]
• Power = rate of Work [horsepower or
kW]
• Mean Effective Pressure (MEP) =
Work / Displacement Volume [psig or
bar]
• Specific Fuel Consumption (SFC) =
mass of fuel consumption rate / Power
Output [lbm/hp-hr or g/kW-hr]
• Thermal Efficiency = Work Out / Heat
In [%]
• Mechanical Efficiency = Actual Output
/ Predicted Output [%]

3
 Numbers to know
• 778 → BTU / ft-lbf
• 2,545 → BTU/hr / HP
• 33,000 → ft-lbf/min / HP
• 550 → ft-lbf/sec / HP
• 0.756 → kW / HP
ft ⋅ lb f kJ
Rdry _ air = 53.35 = 0.287 o
lbm ⋅ R
o
kg ⋅ K
BTU kJ
c p = 0.24 = 1.005 o
lbm ⋅ R
o
kg ⋅ K cp
k= = 1.4
BTU kJ cv
cv = 0.171 = 0.718 o
lbm ⋅ R
o
kg ⋅ K
4
 2-Stroke vs. 4-Stroke Diesel
Comparison
2-Stroke 4-Stroke
• 1 up-stroke and down- • 2 up-strokes and down-
stroke strokes
• Every down-stroke is a • Every other down-stroke is a
power stroke power stroke
• Has intake “ports” • Has intake and exhaust
• Can have exhaust ports or valves
exhaust valve(s) • Uses extra up-stroke to
• Intake and exhaust must push out exhaust
happen faster than 4-stroke
Both are “Compression Ignition” engines, relying on the temperature
rise of compressed air to ignite the fuel, and with fuel injected into the
cylinder rather than the fuel/air mixture used in spark ignition engines
5
 2-Stroke Diesel Engine Stages
• Up-stroke
1. Intake (“Scavenging” )
• Begins early as part of the
downstroke, before BDC, to give
gas time to leave cylinder
2. Compression
• Injection of fuel happens before
TDC
• Down-Stroke
3. Power (Combustion/Expansion)
• Ends when port (or exhaust
valve) opens
4. Exhaust
• Intake stage helps (somewhat)
to push the residual gases out

6
2-Stroke Engine Timing
• 1-2 injection (fuel)
• 2-3 expansion (power)
• 3-5 exhaust
• 4-5 scavenging
• 4-6 intake
• 6-1 compression

7
 4-Stroke Diesel Engine Stages
• Down-stroke 1
A. Intake
• Intake valve opens just before
exhaust valve closes (overlap
helps to “clean out” cylinder)
• Piston “sucks” air into cylinder
(often assisted by turbocharger
pressurizing air)
• Up-stroke 1
B. Compression
• Injection of fuel happens before
TDC
• Down-stroke 2
C. Power (Combustion/Expansion)
• Exhaust valve opens before BDC
• Up-stroke 2
D. Exhaust
• The piston expels the
combustion byproduct and does
some amount of “pumping” work

8
4-Stroke Engine Timing
• 1-2 suction,
• 2-3 compression
• 3-4 injection (fuel)
• 4-5 expansion (power)
• 5-6 exhaust

9
 Features to Note
• There are physical and
practical constraints that effect
the timing of the events during
the strokes
– Ex. The mass of air/gas has inertia
(resistance to motion) so time is
required for the gas to enter and
leave the cylinder
– Ex. Fuel takes time to ignite and to
burn
• These constraints result in
necessary overlaps in the
events
– Valves open at the same time
– Fuel injected before

10
Scavenging

11
 Types of Power
• Indicated
– Theoretical capability of the
engine
– As “indicated” from the
thermodynamics or measured P-V
diagrams
• Brake
– As measured directly after the
engine output coupling
– Indicated minus friction losses
• Shaft
– As measured after all reduction
gear and auxiliary equipment (and
associated losses) have been
accounted for
– Brake minus transmission friction
losses
– Measured using a shaft
horsepower meter

12
Thermodynamic Analysis

Describing the engine in terms of

theoretical processes and
quantifying them

13
 Thermodynamic Approach
• Goal is to simplify real world complex behavior into manageable theoretical
model
• Treat as a “closed system” even though air passes through as would normally
be described as an “open system”…instead a control volume of one cylinder
worth of air mass is considered and the intake/exhaust is treated as a heat
exchange process rather than a mass flow through.
• Divide the cycle into stages (not quite same as strokes)
– Intake/Exhaust (heat out)
– Compression (work in)
– Combustion (heat in)
– Expansion (work out)
• Characterize each stage as a “Process”
– Constant Volume Process (UV = 0, aka Isometric)
– Constant Pressure Process (UP = 0, aka Isobaric)
– Constant Temperature Process (UT = 0, aka Isothermal)
– Constant Entropy Process (US = 0, aka isentropic & adiabatic)
• Treat the working fluid/media as an ideal gas
– Ideal gas law: PV=mRT (m = mass, R = gas constant)
– Makes “walking through” process-to-process easier
• Calculate on a “per mass of air” basis

14
 Review of Ideal Gas
Thermodynamic Processes Properties
p1 ⋅ V1 p 2 ⋅ V2
=
All relationships come from: p ⋅ V = m ⋅ R ⋅ T p ⋅ v = R ⋅T
T 1 T2
• Constant Volume Process (UV = 0, aka Isometric)
⎛T ⎞ ⎛p ⎞ ⎛T ⎞ ⎛p ⎞
v2 = v1 p 2 = p1 ⋅ ⎜⎜ 2 ⎟⎟ T2 = T1 ⋅ ⎜⎜ 2 ⎟⎟ Δw = 0 Δq = c v ⋅ (T2 − T1 ) Δs = cv ⋅ ln⎜⎜ 2 ⎟⎟ = cv ⋅ ln⎜⎜ 2 ⎟⎟
⎝ T1 ⎠ ⎝ p1 ⎠ ⎝ T1 ⎠ ⎝ p1 ⎠

• Constant Pressure Process (UP = 0, aka Isobaric)

⎛T ⎞ ⎛v ⎞ ⎛T ⎞ ⎛v ⎞
v 2 = v1 ⋅ ⎜⎜ 2 ⎟⎟ p2 = p1 T2 = T1 ⋅ ⎜⎜ 2 ⎟⎟ Δw = p ⋅ (v2 − v1 ) Δq = c p ⋅ (T2 − T1 ) Δs = c p ⋅ ln⎜⎜ 2 ⎟⎟ = c p ⋅ ln⎜⎜ 2 ⎟⎟
⎝ T1 ⎠ ⎝ v1 ⎠ ⎝ T1 ⎠ ⎝ v1 ⎠

• Constant Entropy Process (US = 0, aka isentropic)

1
k −1
⎛ p ⎞k
k
⎛v ⎞ ⎛v ⎞
v 2 = v1 ⋅ ⎜⎜ 1 ⎟⎟ p 2 = p1 ⋅ ⎜⎜ 1 ⎟⎟ T2 = T1 ⋅ ⎜⎜ 1 ⎟⎟ Δw = cv ⋅ (T1 − T2 ) Δq = 0 Δs = 0
⎝ p2 ⎠ ⎝ v2 ⎠ ⎝ v2 ⎠

• Constant Temperature Process (UT = 0, aka Isothermal)*

⎛p ⎞ ⎛v ⎞ ⎛v ⎞ ⎛p ⎞ ⎛v ⎞ ⎛p ⎞
v 2 = v1 ⋅ ⎜⎜ 1 ⎟⎟ p 2 = p1 ⋅ ⎜⎜ 1 ⎟⎟ T2 = T1 Δw = Δq = R ⋅ T ⋅ ln⎜⎜ 2 ⎟⎟ = R ⋅ T ⋅ ln⎜⎜ 1 ⎟⎟ Δs = R ⋅ ln⎜⎜ 2 ⎟⎟ = R ⋅ ln⎜⎜ 1 ⎟⎟
⎝ p2 ⎠ ⎝ v2 ⎠ ⎝ v1 ⎠ ⎝ p2 ⎠ ⎝ v1 ⎠ ⎝ p2 ⎠

* Not used in these cycles

15
 Diagrammatic Representations of
the Cycle Parameters
• P-V diagrams
– Pressure vs. Volume
– describe cycle work
– can be compared to
actually measured values
of real engines
• T-S diagrams
– Temperature vs. Entropy
– describe cycle heat
– Because entropy cannot be
directly measured are
generally better to visualize
the theoretical model

16
 Historical Theoretical Models
• Otto Cycle
– Named for Nikolaus Otto, 1854
– Uses constant volume heat addition (combustion)
– Assumes that combustion is instantaneous at TDC
– Generally associated with four-stroke spark ignition
engines because of rapid explosive combustion of
gasoline fuel-air mixture
• Diesel Cycle
– Named for Rudolph Diesel, 1897
– Diesel fuel and Diesel engine share his name
– Uses constant pressure heat addition (combustion)
– Assumes that combustion takes some time
– Generally associated with two-stroke compression
ignition engines because of slower combustion process
of diesel fuel
• Dual Cycle
– Aka “Combined Cycle” or “Limited Pressure Cycle” or
“Air Standard Cycle” (all of these cycles are sometimes
referred to as “Air Standard Cycles”)
– Hybrid of the Otto and Diesel cycles
– Allows for a better characterization of the combustion
process
– Limits the peak pressure to avoid material strength
limitations
• Other Cycles (not relating to diesel engines)
– Carnot (ideal)
– Brayton heating (gas turbine)
– Brayton cooling (refrigeration)
– Rankine (steam plant cycle)
– Stirling (temperature difference engine)
– Ericsson (external combustion engine)
17
 Otto Cycle P-V Diagram
1-2 Isentropic
Compression
(Work In)
2-3 Isometric
Combustion
(Heat In)
3-4 Isentropic
Expansion
(Work out)
4-1 Isometric
Intake/Exhaust
(Heat Out)

18
 Diesel Cycle P-V Diagram
1-2 Isentropic
Compression
(Work In)
2-3 Isobaric
Combustion
(Heat In)
3-4 Isentropic
Expansion
(Work out)
4-1 Isometric
Intake/Exhaust
(Heat Out)

19
 Dual Cycle P-V Diagram
1-2 Isentropic
Compression
(Work In)
2-3a Isometric
Combustion
(Heat In 1st Stage)
3a-3b Isobaric
Combustion
(Heat In 2nd Stage)
3b-4 Isentropic
Expansion
(Work out)
4-1 Isometric
Intake/Exhaust
(Heat Out)

20
 P-V and T-S Diagrams

• The area under P-V diagram relates the cycle in terms of work (use units to verify
that psi x in3 to be lbf-in, i.e. force through a distance work units)
• The area under T-S diagram relates the cycle in terms of heat (use units to verify that
BUT/lbm-oF x oF to be BTU/lbm, i.e. heat units)
• These two diagrams compare theoretical cycles with the same heat input and
compression ratios ∴ the engine with the least amount of heat rejection will be most
efficient = Otto wins!!!
• But maximum pressure creates a practical limit on how must heat can be added into
the engine and the Diesel Cycle can operate at higher compression ratios than the
Otto Cycle
21
 “Walk Through” the Dual Cycle

• 1-2 Isentropic Compression (Work In)

v1
v2 = p2 = p1 ⋅ (rc )
k
T2 = T1 ⋅ (rc )
k −1
Δw = cv ⋅ (T1 − T2 ) Δq = 0 Δs = 0
rc

• 2-3a Isometric Combustion (Heat In 1st Stage)

⎛T ⎞ ⎛p ⎞ ⎛T ⎞ ⎛p ⎞
v3a = v2 p3a = p2 ⋅ ⎜⎜ 3a ⎟⎟ T3a = T2 ⋅ ⎜⎜ 3a ⎟⎟ Δw = 0 Δq = cv ⋅ (T3a − T2 ) Δs = cv ⋅ ln⎜⎜ 3a ⎟⎟ = cv ⋅ ln⎜⎜ 3a ⎟⎟
⎝ T2 ⎠ ⎝ p2 ⎠ ⎝ T2 ⎠ ⎝ p2 ⎠
• 3a-3b Isobaric Combustion (Heat In 2nd Stage)
⎛T ⎞ ⎛T ⎞ ⎛v ⎞
v3b = v3a ⋅ ⎜⎜ 3b ⎟⎟ p3b = p3a ⎛v ⎞
T3b = T3a ⋅ ⎜⎜ 3b ⎟⎟ Δw = p ⋅ (v3b − v3a ) Δq = c p ⋅ (T3b − T3a ) Δs = c p ⋅ ln⎜⎜ 3b ⎟⎟ = c p ⋅ ln⎜⎜ 3b ⎟⎟
⎝ T3a ⎠ ⎝ v3a ⎠ ⎝ T3a ⎠ ⎝ v3a ⎠
• 3b-4 Isentropic Expansion (Work out)
1
k −1
⎛ p ⎞k
k
⎛v ⎞ ⎛v ⎞
v4 = v3b ⋅ ⎜⎜ 3b ⎟⎟ p4 = p3b ⋅ ⎜⎜ 3b ⎟⎟ T4 = T1 ⋅ ⎜⎜ 3b ⎟⎟ Δw = cv ⋅ (T3b − T4 ) Δq = 0 Δs = 0
⎝ p4 ⎠ ⎝ v4 ⎠ ⎝ v4 ⎠
• 4-1 Isometric Intake/Exhaust (Heat Out)
⎛T ⎞ ⎛p ⎞ ⎛T ⎞ ⎛p ⎞
v1 = v4 p1 = p4 ⋅ ⎜⎜ 1 ⎟⎟ T1 = T4 ⋅ ⎜⎜ 1 ⎟⎟ Δw = 0 Δq = cv ⋅ (T1 − T4 ) Δs = cv ⋅ ln⎜⎜ 1 ⎟⎟ = cv ⋅ ln⎜⎜ 1 ⎟⎟
⎝ T4 ⎠ ⎝ p4 ⎠ ⎝ T4 ⎠ ⎝ p4 ⎠
22
 Compression

1-2 Isentropic Compression (Work In)

Δq = 0 Δs = 0
v1
p2 = p1 ⋅ (rc ) T2 = T1 ⋅ (rc )
k −1
v2 = k

rc

Δw = cv ⋅ (T1 − T2 )

23
 Combustion

• 2-3a Isometric Combustion v3a = v2 Δw = 0

– (Heat In 1st Stage)
Δq = cv ⋅ (T3a − T2 )
⎛T ⎞ ⎛p ⎞ ⎛T ⎞ ⎛p ⎞
p3a = p2 ⋅ ⎜⎜ 3a ⎟⎟ T3a = T2 ⋅ ⎜⎜ 3a ⎟⎟ Δs = cv ⋅ ln⎜⎜ 3a ⎟⎟ = cv ⋅ ln⎜⎜ 3a ⎟⎟
⎝ T2 ⎠ ⎝ p2 ⎠ ⎝ T2 ⎠ ⎝ p2 ⎠

• 3a-3b Isobaric Combustion p3b = p3a

Δq = c p ⋅ (T3b − T3a )
– (Heat In 2nd Stage)

⎛T ⎞ ⎛v ⎞
v3b = v3a ⋅ ⎜⎜ 3b ⎟⎟ T3b = T3a ⋅ ⎜⎜ 3b ⎟⎟
⎝ T3a ⎠ ⎛T ⎞ ⎛v ⎞
⎝ v3a ⎠ Δs = c p ⋅ ln⎜⎜ 3b ⎟⎟ = c p ⋅ ln⎜⎜ 3b ⎟⎟ Δw = p ⋅ (v3b − v3a )
⎝ T3a ⎠ ⎝ v3a ⎠

24
 Expansion

• 3a-3b Isobaric Expansion (Work out)

⎛T ⎞ ⎛v ⎞ ⎛T ⎞ ⎛v ⎞
v3b = v3a ⋅ ⎜⎜ 3b ⎟⎟ p3b = p3a T3b = T3a ⋅ ⎜⎜ 3b ⎟⎟ Δq = c p ⋅ (T3b − T3a ) Δs = c p ⋅ ln⎜⎜ 3b ⎟⎟ = c p ⋅ ln⎜⎜ 3b ⎟⎟
⎝ T3a ⎠ ⎝ v3a ⎠ ⎝ T3a ⎠ ⎝ v3a ⎠

Δw3a −3b = p ⋅ (v3b − v3a )

• 3b-4 Isentropic Expansion (Work out)

1
k −1
⎛ p ⎞k
k
⎛v ⎞ ⎛v ⎞ Δs = 0 Δq = 0
v4 = v3b ⋅ ⎜⎜ 3b ⎟⎟ p4 = p3b ⋅ ⎜⎜ 3b ⎟⎟ T4 = T1 ⋅ ⎜⎜ 3b ⎟⎟
⎝ p4 ⎠ ⎝ v4 ⎠ ⎝ v4 ⎠

Δw3b − 4 = cv ⋅ (T3b − T4 )
25
 Intake/Exhaust

4-1 Isometric Intake/Exhaust (Heat Out)

v1 = v4 Δw = 0

⎛T ⎞ ⎛p ⎞
p1 = p4 ⋅ ⎜⎜ 1 ⎟⎟ T1 = T4 ⋅ ⎜⎜ 1 ⎟⎟
⎝ T4 ⎠ ⎝ p4 ⎠

⎛T ⎞ ⎛p ⎞
Δq = cv ⋅ (T1 − T4 )
Δs = cv ⋅ ln⎜⎜ 1 ⎟⎟ = cv ⋅ ln⎜⎜ 1 ⎟⎟
⎝ T4 ⎠ ⎝ p4 ⎠

26
 Net Work
• The actual work that
is delivered to the
shaft
• Subtract out the
work that is put back
into the air to
compress it
• The net work is the Δwnet = Δwout − Δwin
Δwout = Δw3a −3b + Δw3b − 4 = p ⋅ (v3b − v3a ) + cv ⋅ (T3b − T4 )
area within the Δwin = Δw1− 2 = cv ⋅ (T1 − T2 )
shape formed by the Δwnet = p ⋅ (v3b − v3a ) + cv ⋅ (T3b − T4 ) − cv ⋅ (T1 − T2 )
curves

27
 Heat In
• The heat in due to the
combustion of fuel
• Estimated by the higher
heating value (HHV) of
the fuel on a per air mass
basis (use air to fuel ratio
to convert this value)
Δqin = Δq2−3a + Δq3a −3b
• The proportion of fuel
burned during the Δqin = cv ⋅ (T3a − T2 ) + c p ⋅ (T3b − T3a )
isometric vs. isobaric or
events will affect the net Δqin = HHV ⋅ A / F
work and thermal
efficiency

28
 Thermal Efficiency
Δwnet
ηthermal =
Δqin
p ⋅ (v3b − v3a ) + cv ⋅ (T3b − T4 ) − cv ⋅ (T1 − T2 )
ηthermal =
cv ⋅ (T3a − T2 ) + c p ⋅ (T3b − T3a )
or
p ⋅ (v3b − v3a ) + cv ⋅ (T3b − T4 ) − cv ⋅ (T1 − T2 )
ηthermal =
HHV ⋅ A / F
or
T4 − T1
ηthermal = 1−
(T3a − T2 ) + k ⋅ (T3b − T3a )

29
 Indicated Mean Effective Pressure
(iMEP)
• Sometimes called Mean Δwnet
Indicated Pressure (MIP) to iMEP =
differentiate between Brake
Mean Effective Pressure (more (v2 − v1 )
commonly associated with
land based engines)
• “Averaged” pressure of P-V
diagram
• Corresponds to engine torque
(work)
• A way to describe the
“strength” of the engine and/or
how heavily loaded it is
• Also used in the “PLAN”
formula to describe power

30
 Cycle Example Values
Theoretical Cycle P-V Diagram Comparison
constant constant
200 volume pressure
dual cycle combustion combustion
Compression rc = 15.0 15.0 15.0 Compression Ratio
180
R= 0.287 0.287 0.287 kJ/kgoK Gas Constant
Limited Pressure Cycle Constant Volume o
cp = 1.0050 1.0050 1.0050 kJ/kg K Specific Heat Constant Pressure
Heat Addition
160 Limited Pressure Cycle Constant Pressure k= 1.4007 1.4007 1.4007 Specific Heat Ratio
o
Heat Addition cv = 0.7175 0.7175 0.7175 kJ/kg K Specific Heat Constant Volume
Limited Pressure Cycle Expansion P1 = 1.0 1.0 1.0 bar Inlet Pressure
140 o
T1 = 289.0 289.0 289.0 K
Exhaust 3
v1 = 0.829 0.829 0.829 m /kg

120 Constant Pressure Heat Addition P2 = 44.4 44.4 44.4 bar Compression pressure
Pressure [bar]

o
T2 = 855 855 855 K
Constant Pressure Heat Addition v2 = 0.055 0.055
3
0.055 m /kg
100 win = 406.4 406.4 406.4 kJ/kg Work in at process 1 to 2
Constant Press Cycle Expansion
P3a = 114 184 bar maximum pressure
o
Constant Vol Cycle Expansion T3a = 2,204 3,552 K
80
v3a = 0.055 0.055 m3/kg
qin,3a-2 = 967.5 1,935 kJ/kg Heat in at process 2 to 3a
60 P3b = 114 44 bar maximum pressure
o
T3b = 3,166 2,781 K maximum temperature
3
v3b = 0.0794 0.1798 m /kg
40
wout,3b-3a = 276.3 552.6 kJ/kg Work done during process 3a-3b
qin,3b-3a = 967.5 1,935 kJ/kg Heat in at process 3a to 3b

20 P4 = 4.3 4.2 5.2 bar Exhaust pressure

o
T4 = 1,237 1,200 1,507 K Exhaust temperature
3
v4 = 0.829 0.829 0.829 m /kg
0 wout = 1,384 1,688 914 kJ/kg Work out from process 3b to 4
0.00
0.05
0.10
0.15
0.20
0.25
0.30
0.35
0.40
0.45
0.50
0.55
0.60
0.65
0.70
0.75
0.80
0.85

Q* = qin = 1,935 1,935 1,935 kJ/kg

Q*/c v T1= 9.33 9.33 9.33
Volume [m 3/kg]
wnet = 1,254 1,281 1,060 kJ/kg Net Work
Pmax = 114.4 184.4 44.4 bar maximum pressure

Represents the theoretical best iMEP = 16.20 16.55 13.70 bar indicated mean effective pressure
iMEP/P3 = 0.142 0.090 0.308 ratio of mep to P max
achievable thermal efficiency
Dependant on compression ratio η= 64.8 66.2 54.8 % Thermal Efficiency
and heat input (fuel injected)
31
 Compare the Dual Cycle
Theoretical Model to Reality
• The “Work” portions (1-2 and 3b-4)
are not isentropic
– there are losses (friction and heat to
cylinder walls)
• Point 3a is rounded off, 3a-3b is not
flat
– No part of combustion is truly
instantaneous
– The piston is moving while the
pressure is rising
• Exhaust/Intake (4-1) is not vertical
– By necessity, the exhaust valve(s)
and intake valve(s) (or ports) must
open to give time for the gases to
exchange in the cylinder (there is
not instantaneous drop in pressure)
• Also, the working fluid isn’t, in
reality, an ideal gas

Source: Harrington, SNAME, p. 94

32
Diesel Engine Heat Balance
(aka Sankey Diagram)

Source: Pounder, p. 6.
33
 Old School
Curve Based Analysis

“Pull cards” and “Banana Curves”

34
 Pressure vs. Crank Angle Diagram
“Pull Card”

Old School Diesel Engine

Performance Analysis

Source: Harrington, SNAME, p. 94

35
Typical Pull Card Events

Source: Warkman, IME TM, 1983.

36
Typical Pull Card Analysis

Source: Warkman, IME TM, 1983.

37
Pull Card Analysis

Source: RO-CIP Guide.

38
Pull Card Analysis

Source: RO-CIP Guide.

39
Pull Card Analysis

Source: RO-CIP Guide.

40
The Pressure vs. Volume Diagram
“Banana Curve”

Source: RO-CIP Guide.

41
Common Issues Identified by the
“Toe” of the P-V Diagram

Source: RO-CIP Guide.

42
Modern Diesel Engine
Performance Analysis
(DEPA)

43
Modern Diagrams
Doctor
Fischer connector

DK-2 or DK-2/FV Junction box with

Doctor instrument Mil Spec connector

Junction box

Twin Inductive
pickups on
2-strokes Main Engine
AEC-1 CIC-3
Connecting Connecting
cable cable For Fuel Pressure measurement, the DK-2/FV
has an extra pressure channel.
Fuel valves on the pumps allow connection to each
unit in turn.

44
2-Stroke Diesel Engine Example

45
4-Stroke Diesel Engine Example

46