This standard specifies the relevant terms for the classification, working process, power, economic indicators, performance and diesel engine testing of diesel engines for internal combustion locomotives. This standard applies to diesel engines for internal combustion locomotives. GB/T 3367.7-2000 Railway locomotive terminology Diesel engine terminology GB/T3367.7-2000 Standard download decompression password: www.bzxz.net

[CS 01.D4C. 45
National Standard of the People's Republic of China
GR/T 3367.7—2000
Glossary of terms far railway locomotiveTerms of diesel tngine
2000-10-25 Issued
2001-08-01 Implementation
Issued by the State Quality and Technical Supervision
GB/T 3367.72000
This standard mainly refers to GB/1883-18U Terminology of Traditional Internal Combustion Engines and International Union of Railways Regulations 11I:623-2 (1989-01-01) Railway Traction Diesel Engine Certification Test 3 and T:IC:623-3 (1989-01-01) 2 Routine Test and Acceptance Conditions for Railway Traction Diesel Engines.
This standard is part of the "Terms for Railway Locomotives" series of standards: This series of standards includes: Terminology for Railway Locomotive Parts
GB/T 3367.1:·20003
Technical Specification for Railway Locomotives
GB/T 3357.2—2000
GB/T3357.3—20M
GB/T3357.4-2000
GB/T 3367.5:2000
GB/T 3367. 6—2HH
Terminology of railway locomotive
Terminology of railway locomotive
Terminology of hydraulic transmission system
Terminology of auxiliary equipment parts of diesel locomotive
Terminology of diesel locomotive body and bogie parts
Terminology of railway locomotive
GR/T 3367.7—2K10
Terminology of railway locomotive
Terminology of railway locomotive
GB/T 33G7.8—2000
Terminology of railway locomotive
GB/T 3367.9—1984
Terms of air brake system parts
Technical requirements for diesel locomotives
Technical requirements for lubrication
Power transmission technology
Technical requirements for traction electrical equipment
Natural locomotive terminology GB/T 3367.10—1984
This standard is ordered for the first time. This standard shall come into force from the date of entry into force. It shall replace (GB/3367.7-1982) Appendix A of this standard is a reminder appendix. This standard is proposed by the Ministry of Railways of the People's Republic of China. This standard is under the jurisdiction of Dalian Locomotive Research Institute of the Ministry of Railways. This standard is initiated by Neijiang Tielue Mechanical School. This standard is designed by Dalian Locomotive Research Institute of the Ministry of Railways. This standard can be ordered by individuals. 1 Fanyuan National Standard of the People's Republic of China Glossary of terms for railway locomotives Terminology of diesel engines GH/T 3367.7—2000
Generation*G3(-[962
This standard is used for the classification of short-term flash-burning locomotives, working conditions, power, performance indicators, performance of original plastic oil machines, etc. This standard is applicable to diesel engines.
2 Diesel engine classification
2-! Stroke diesel engine Iwn-s1rok Jiesel engine piston after two people's work is completed. Figure stroke diesel engine four-airokedieselenglne2.2
Live accurate after measuring a stroke into a life-saving Ronghui engine low-speed diesel engine lou-speerldiesel engine2.3
refers to the type of engine with a crankshaft speed of 3m:in and an average speed of 5m. 2.4 medium-speed diesel engine generally refers to a diesel engine with a shaft speed of 300%100u/min or a gear speed of 1.6-1.6m/s. 2.5 high-speed diesel engine high-speed diesel engine refers to an engine with a shaft speed of 1m and a piston speed of almost 1.6m/s. 2.6 supercharged diesel engine supercharged diesel engine low-pressure diesel engine luw pre-charged ... High boost diesel engine higb pressare.uhurginx diesel ergine usually refers to the boost pressure U.MPP. when boosted diesel: 2.10 ultra-high ground pressure diesel enginesuper gh ressire-rhargingdiesel enginc usually refers to the boost pressure M of the net case of the continental engine
exhaust gas turbocharged diesel engine, turbo-chargingdleselengine2.11
a diesel engine that uses the exhaust gas of two diesel engines to drive the turbine tower method for supercharging. Mechanically compressed diesel engine nieclankculknnerchargingdieselengine2.12
Diesel engine with complete mechanical supercharger in diesel engine, approved by the State Administration of Quality and Technical Supervision in 2000-1C-25 2C01 D8:01 implementation
+HT 3367. 7—2000
2.13 Two-stage turbocharger twostage turbocharger chargingdiesel cnuine horizontal diesel engine with two-stage turbocharger:
2.14 Composite turbocharger Bipozzo engine, except for the turbocharger and the positive gas plan, the remaining diesel will be transferred to the engine by the lack of a single output.
2.15 Vertical diesel engine vertical diesel engine with gas as the center line and horizontal plane. 2.16
Horizontal diesel enginehorizontal diesel engine.2.17 in-line diesel enginein-1int diesel engine.2.1B Oppoaed-plston diesel engine.2.19Ve-diegl diesel engine.2.20L diesel engine.2.21
L-shaped diesel engine.2.22bZxz.net
L-shaped diesel engine.2.23
L-shaped diesel engine.2.24
L-shaped diesel engine.2.25
L-shaped diesel engine.2.26
L-shaped diesel engine.2.27
L-shaped diesel engine.2.28
L-shaped diesel engine.2.29
L-shaped diesel engine.2.30
L-shaped diesel engine.2.31
L-shaped diesel engine. 3. Cylinder bore diameter The diameter of the cylinder bore, referred to as the crankshaft diameter. 3.2 Crank radius Crank radius The quotient of the crankshaft pin center to the center of the crankshaft neck. 3-3 Piston stroke Piston diameter The distance between the two piston stops, referred to as stroke. 3.4 Stroke-to-cylinder ratio Stroke-to-cylinder ratio Stroke ratio The ratio of the stroke: Length of connecting rod Length of connecting rod 3.5 Distance between the center line of the small end hole of the crankshaft 3.5 Crank ratio Ratio of crankshaft Length of connecting rod Length of connecting rod Length of connecting rod 3.6 Distance between the center line of the small end hole of the crankshaft 3.7 Crank ratio Ratio of crankshaft Length of connecting rod Length of connecting rod Length of connecting rod 3.8 Crank ratio Ratio of crankshaft Length of connecting rod Length of connecting rod Length of connecting rod Length of connecting rod 3.9 Crank ratio Ratio of crankshaft Length of connecting rod ...
3.7 Dead centre
The position of the turning point from the center of the crankshaft to the top dead centre. 3.8 Top dead centre
The top dead centre is the point farthest from the crankshaft centerline. 3.9 Bottom dead centre
The point closest to the crankshaft centerline. 3.10 inner dead center inner dead center || tt || the dead center when the motor is pulled low and the heart rate is far away 3. 11 outer dead center outer dead center 3.12 Maximum cylinder volume maxinumeyliadervolume The maximum volume of a cylinder at the top dead center (the maximum displacement of a cylinder at the top dead center) is the volume of the enclosed space above the top dead center (the maximum displacement of a cylinder). It is the design size of the cylinder. 3.14 Cylinder working volume plstonsweptvolume The volume swept by a cylinder in a moving direction, the area and stroke of the cylinder, is called displacement. 3.15 Total displacement englneswep1voluine.totaldisplaceuient The sum of the working volume of all cylinders of a diesel engine is the diesel engine. 3. 16 Charge
The fresh air charged into the cylinder 3. 17 Working medlum
The point where the energy of the fuel combustion is absorbed in the cylinder and converted into exhaust work. 3.18 Intake stroke
The piston stroke corresponding to the process of charge into the cylinder 3.19 Compression stroke The piston stroke corresponding to the process of compression of the working fluid in the cylinder of a four-stroke diesel engine. Combustion and expansion stroke 3.20
The piston stroke corresponding to the process of combustion and expansion of the working fluid in the cylinder of a four-stroke diesel engine. 3-21
Exhaust stroke Stroke
The corresponding piston movement when the diesel engine passes through the exhaust gas. Exchange-compression stroke exchange-compression stroke 3.22
The corresponding piston movement when the diesel engine passes through the exhaust gas. 3.23 The corresponding piston movement when the diesel engine passes through the expansion-exchange stroke 3.24 The working cycle warking cycle
Including the processes of gas, compression, combustion and expansion, exhaust, etc., which are repeated in a cycle. 3.25 Intake duration angle intakeduratian Hngle The crankshaft angle from opening to closing of the exhaust valve (.) 3.26 Exhaust duration angle exhaust1duratianangle The crankshaft angle from opening to closing of the exhaust valve (.) 3.27 Scavenging duration angle sraengingdurationnele The crankshaft angle through which the scavenge air port and exhaust port of a two-stroke diesel engine open simultaneously in the same cylinder. 3.28 Intake advance angle intakeadyncengle The crankshaft angle through which a two-stroke diesel engine travels from the exhaust port opening to the top dead center. 3.29 Intake lag angle intake1gle
The crankshaft angle through which a two-stroke diesel engine travels from the first dead center to the full closure of the valve. 3.30
Exhaust advance angle exhaust μlvane nngle The crankshaft angle through which the engine travels from the moment the scavenge air port opens to the moment the piston reaches the bottom dead center during the scavenging stroke. 3.31
Exhaust lag angle exhaustlagngle
The crankshaft angle through which a two-stroke diesel engine travels from the top dead center to the full closure of the valve. 3.32 intake and exhaust straight overlap angle indel aad rahausl overlnp anyle long four-stroke diesel selected, the intake and non-valve pairs of the same cylinder are strictly opened by the crankshaft rotation. 3.33 Timing The moment when the exhaust port is opened or closed or the rate of injection. The upper and lower dead centers are used as reference points and are expressed in crankshaft revolutions. 3-34 Valve timing GB/T 3367-7—2000 The moment when the exhaust port is opened or closed is expressed in crankshaft revolutions. 3.35 Scavenging process In a two-stroke or diesel engine, when the intake and exhaust ports are opened at the same time, the exhaust gas in the cylinder is driven out by the exhaust gas by means of pressure relief. 3.36 Ventilation process The whole process starts with light intake, and ends with the air pumping. The whole process is expressed in terms of quality. 3.3
Direct scavengingrog
The charge enters from the end of the cylinder and the exhaust gas flows along the center of the air flow to the exhaust end. 3.38 Reverse scavengingInp ravenging
The supply and exhaust ports are on one side or the other side of the air flow, so that the charge enters the air flow from the full air to the opposite side, and flows upward to drive the exhaust gas out of the exhaust valve. 33 Reverse scavenging
The exhaust port is a scavenging method that uses the reverse air flow and the air flow in the air flow to drive the exhaust gas out of the exhaust port. 3.40 Scavenging system Scavenging system ecggloer
Scavenging system 3.4
Seaveningpressure
The pressure before the valve
3.42 Intake temperatureintakr temperature The pressure before the valve is filled into the cylinder,
3.43 Intake pressureintakepresure
The pressure before the intake air is filled into the cylinder
3.44 Cylinder head outlet velocity temperatureexhausilenperaturenteylinderheadoutlel The temperature at which the gas is discharged.
5 Turbine inlet temperatureexhansttemperatureatturbinrinlet 3.45
The pressure at the time the gas enters the turbine
3.46 Turbine inlet pressureexaugtpresure at turbineinlet The pressure at the time the gas enters the turbine.
3.47 Turbine expansion ratio Expansion ratio The ratio of turbine exhaust pressure to gear exhaust gas. 3.48 Exhaust temperature The average temperature of the exhaust gas at the exhaust port. 3.49 Exhaust back pressure The average pressure at the exhaust port. 3.50 Residual gas Residual gas After the turbocharger is exhausted, it refers to the residual exhaust gas in the cylinder after the exhaust gas cycle is completed. 3.51
Residual exhaust gas coefficient of residual exhaust gas is the ratio of the residual exhaust gas to the charge. 3-52 Filling coefficient is the ratio of the actual filling volume in a working cycle to the theoretical filling volume in a gas-filled state. 3.53 Scavenging coefficient is the mass of the filling volume that remains in the cylinder after the intake valve is closed in a working cycle. GB/T 3367. 7- 2000 3.54 Scavenging utilization coefficient is the ratio of the actual filling volume in a working cycle to the total mass of the filling volume that passes through the intake valve. Scavenging utilization efficiency is the ratio of the actual filling volume in a working cycle to the total mass of the filling volume that passes through the intake valve. 3.55 Scavenging leakage coefficient is the mass of the filling volume that remains in the cylinder after the intake valve is closed in a working cycle. The ratio of the amount of fresh air charged to the air intake (the ratio of the amount of fresh air charged to the air intake). The sum of the scavenging air utilization and the scavenging air utilization is 1.3. 56 Excess air coefficient excess air ratio The ratio of the actual amount of air charged into the cylinder to the amount of air required for complete combustion of the fuel injected into the cylinder. Total excess air coefficient total excess air ratio 3.57
- The ratio of the amount of air flowing into the working air (the air intake) to the amount of air required for complete combustion of the fuel in the cylinder. 3.58 Excess air coefficient of scavenging airExcess air coefficient of scavenging airThe ratio of the amount of fresh air passing through the intake (port) to the amount of air filled in the working volume in the intake state in a working cycle of the vehicle. It is also called the ratio.
3.59 Air-fuel ratioAlr-fuel ratio
The ratio of the amount of air and fuel in the cylinder in each cycle: the total is the fuel-air ratio. 3.60
Fuel equivalence ratioThe ratio of the actual fuel-air ratio to the theoretical fuel-air ratio. Scavenging efficiency3.61
In the working cycle, the ratio of the amount of air remaining in the cylinder after the intake and exhaust valves are closed to the amount of air remaining in the cylinder at the time of the cylinder opening.
3.62 Air utilization rate airutilzntlonrate A hypothetical ratio of the amount of air required for full combustion to the actual air quality in the gas chamber. Air utilization rate is the ratio of the air quality coefficient to the actual air quality coefficient.
3.63 Compression starting pressure cmprexsionheginaingpressure Actual compression opening pressure of the gas chamber: 3.62
Compression end pressure compressiunterminalpresyure The pressure of the gas at the compression end point during the technical ignition. 3.65 Compression starting temperature cmpressureheginningtempcratute The temperature of the gas at the compression end point during the technical ignition. 3.66 Compression end temperature compressiunIerminaltcmprernlure The temperature of the gas at the compression end point during the technical ignition. 3-67 Compression polytropic index pnlytrnpicindexnfconpressfon is a transient index that reflects the change of quality state parameters in the actual compression process. In practice, a constant average compression polytropic index is used to measure the compression process: the compression process carried out according to this average polytropic index has different working conditions at the delay point and the whole point from the actual process grid,
campressianrado
compression ratio
the ratio of the cylinder penetration area to the gas red drying rate area, also known as the geometric compression ratio, 3-69 effective compression ratioffecliveeoipressiwnraliu diesel sweeping engine, non-gas (mouth practice all closed at the same time, the ratio of the gas symmetry area to the gas symmetry residual volume. 3.7D Maximum combustion temperaturemaxlmumcombustlonlemperaturecombustion process promotes the gas red wind The instantaneous expansion temperature of the mass (average temperature in space): 3.71 is the maximum combustion pressure muxinlumumbustionpressure5
GA/T3367.7—2000
The instantaneous single high pressure in the combustion process. 3.72 Average pressure increase rate ruleofnepressureIncrement During the combustion pressure increase process, the average pressure increase plate corresponding to the unit crankshaft angle in the gas red. If the group value is taken as the pressure increase rate:
3.73 Pressure rise ratioratioorpregsurrrise The ratio of the highest combustion pressure to the compression point pressure (when not smoldering) during the combustion process. 3.74 Expansion point expansiontermlnaltemperatureatare The temperature of the mass at the end of the expansion process.
3. 75 Expansion pressure The pressure of the fluid at the end of the expansion process. 3. 76 Pnlyirpic index of expansion A parameter that reflects the change of fluid state parameters during the expansion process. In practice, a constant average expansion index is used to obtain the starting and full-time fluid state of the expansion process according to this average index. 3.77 Initial expansion ratio ratioIn a constant volume or constant pressure cycle, the theoretical ratio of the cylinder volume at the end of the fuel exothermic process to the valve volume at the end of the process.
3.78Atter expansion ratioThe ratio of the volume of the end of the expansion process to the volume of the end of the expansion process in a constant pressure cycle.
3.79Coercivity of molecule changeThe ratio of the rate of combustion of the working medium in the cylinder to the rate of combustion before combustion. If the residual exhaust gas exists, it is called the theoretical molecular change coefficient. If the residual exhaust gas exists, it is called the actual molecular change coefficient. The latter is practically referred to as the molecular change coefficient. 3.81 Fuel with low calorific value or fuel is the total amount of heat released per gram of fuel during complete combustion, including the heat released by water vapor in the combustion products. 3.82 Combustion rate is the amount of fuel burned per unit crankshaft angle or unit time during complete combustion. 3.83 Heat release rate is the basis of the process at the end of the crankshaft angle or unit time. 3.84 Law of heat release is the change of heat release rate with crankshaft angle or time. 3.85 Coeffect of bent release The ratio of the heat released by the fuel to the total heat released in the combustion process. 3.86 Heat utilization ratio Heat till lnratip The proportion of the energy released by the fuel that is converted into mechanical work at a certain moment in the combustion process. 3? Heat balance
The utilization and distribution of the heat converted into effective power, exhaust heat loss, refrigeration heat loss and residual heat loss per unit time, expressed as a percentage.
3. Effective heat equivalent heat equivalent The heat equivalent of the part of the fuel heat converted into effective work. 3. Exhaust heat loss exhausttheallas The proportion of the heat carried away by the exhaust gas in the heat released by the fuel, expressed as a percentage. 3
3.90 Cooling heat generationcoolnpheatJogsGA/T 3367. 7200D
The proportion of heat transferred by the cooling medium in the heat generated by the fuel, expressed as a percentage. Residual heat lossrenainderheatInss
The heat loss due to combustion is removed from the heat generated by the fuel. The heat loss due to combustion is called residual heat loss (including the heat loss due to combustion and the heat loss due to combustion). 3.92 Indicatordiagra
The graph of the change of the working fluid pressure in the cylinder and the crankshaft angle. The smaller the surface of the indicator, the greater the indicated work done by the diesel engine.
3.93 Fullness coefficient of the indicator diagramFullness coefficient of the inliculor diagram diagrnmThe ratio of the area behind the circle of the theoretical power V to the unintegrated area3.94Working processworkingprocess
The total thermal process of converting the semi-heat of fuel combustion into indicated work, indicated work indicaedwark
The work done by the working medium in a working cycle. The cost is expressed by the closed area of ​​the diagram.3.96
Indicated heat consumption rateindicatedspeciflebeatcosumpionThe indicated heat consumption per ten hours3.97
Indicated fuel consumption rateindietedspeririefuelosumptiwrThe fuel consumption per thousand hours of indicated power,3.98
Specific fuel consumption rateminimumspecitiefuelcusumtion3. 99
At full rated speed, the lowest fuel consumption rate on the negative quotient characteristic curve, the lowest fuel consumption rate recorded on the two characteristics of good accumulation technology, for the addition:
3.10Fuel consumptionfuelcomgumpthonThe fuel consumed per hour
Heat consumptionJerlcomstniptian
The heat of fuel consumed per hour.
Oil consumptionpecllconspli
Engine consumption per hour.
3.103Oil consumptionoiconsmpttom
Engine oil consumed per hour:
3.14Air consumptionaironsumptio
The air passing through the engine per hour.
3.i05Air consumptionspecificairconsumptonThe air consumed per hour per hour. 3.1Ignition sequencePirinrder
The production of each turbine
Combustion processamitionPrcEss
The process of fuel combustion before gas combustion including the combustion process and the ignition process. 3.108 Mixture formation The process by which fuel and air combine to form a combustible mixture: atomization The process by which particulate fuel forms a combustible mixture with air under the action of constant temperature. 3.11 Injection rate The amount of fuel per unit time or fuel injection rate. 3.111 Injection law The amount of fuel injected depending on the cam or the angle of rotation. 3.112 Injection duration The amount of fuel injected depending on the factory injection standard (the amount of fuel injected when the injector needle valve rises and the injection needle valve is released). 3.113 Injection lag angle The amount of fuel injected from the moment of injection to the moment of injection. The difference between the pump advance angle and the injection advance angle can be measured when the fuel injector valve rises.
Fuel supply advance angle (fuel supply timing) Fuelsupplatvaceangle is measured from the instantaneous start of fuel injection to the injection pump stopper point, while the distribution type injection is measured from the top of the inner convex as a mark), to the crankshaft angle of 1 inch turned from the injection nozzle needle valve rise to the point on the surface of the active case. 3.15 Nozzle injection advance angle (injection timing) fnelinjectinadvanceangle (injection1min) is the crankshaft angle turned from the injection nozzle needle valve rise to the point on the active case. 3.116 Combustion duration (combustion duration) is the duration from the start of combustion to the full combustion point: expressed in crankshaft angle. 3.717 Ignition delayind fuel injection time: the maximum time of the combustion period: the crankshaft angle of 3.18 Rapid combustion period rapid cembustian period is the time from the start of the gas fire to the time when the highest burning pressure appears. It is expressed in degrees. 3.119 slow combustion period nmmalcnmhustinnpericd is the time from the high pressure of the gas to the time when the gas volume is discharged. 3.120 main combustion period maincumbustinnperind is the time from the start of the gas fire to the time when the highest burning width appears. It is expressed in degrees. The upper combustion period is the sum of the rapid combustion period and the slow combustion period. 3. 12
latter burning period
a section of the combustion process in the air is shown in crankshaft angle, 3.122 supercharging
improve diesel engine charging ratio and increase the range of high power, 3.123 supercharging pressure guperchargingpressure range is the most tested pressure! 3.124 supercharging ratio 1per chargingratin net main solution! Seeking power and environmental conditions! power (pressure) is the ratio of the imported power to the imported power. 3.125 turbocharger exhauytturhc-chargig uses the diesel engine to boost the power. 3.126 mechanical tower pressure mercerchagin diesel engine uses the engine to boost the power. 3.127 constant pressure tower pressure constant pressure lurba-charging is a method of increasing the temperature of the exhaust gas. The main feature is that the air entering the supercharger is that the air pressure is high and the pressure is high. 3.12 Pulse supercharging is a method of increasing the temperature of the exhaust gas. The air entering the supercharger is cooled in the intercooler to increase the air density and pressure before entering the exhaust gas.
GHT 3367.72000
3-130 The outlet temperature of the supercharger discharge is higher than that of the exhaust gas. 3.131 Degree of pressure of the air before the turbocharger is increased, the ratio of the rated power before the turbocharger is increased to the rated power before the turbocharger is increased, the degree of turbocharger increase is the degree of turbocharger increase.
3.132 Face-area yalue
The area of ​​the exhaust port opening (the area covered by the curve of the exhaust port). 3-133 Face-volumeratioofcombustionchamber Combustion chamber, the ratio of the main combustion chamber to the volume of the combustion chamber. 3.134 Open combustion chamber A combustion chamber that is closely connected to the cylinder bottom and has no obvious separation in between. 3.135 Divided combustion chamber A combustion chamber is divided into two parts, one of which is between the top surface of the combustion chamber and the bottom surface of the cylinder head and the other part is in the gas flow channel. It is generally referred to as a flat combustion chamber, a quality control chamber, a quenching chamber, etc. 3.136 Semi-open combustion chamber A combustion chamber is divided into two parts in this way, one of which is in the cavity of the combustion chamber or the cylinder head. The other part is in the cavity of the combustion chamber and there is a membrane between the two parts. Direct-ended combustion chamber dtrrettnjecliuncombustmcliarher3.137
A unified model of various and semi-open combustion chambers, 3.138 main combustion air malncnmhuktonbamber sub-element combustion chamber has a part of the combustion chamber with a dense top and a gas standing in front of the courtyard. 3.139 Precombustion chamber is a kind of combustion chamber with a red gas injection nozzle, in which the fuel is injected into the combustion chamber and the pressure difference is used to make the fuel gas return to the fuel-fired furnace. It can be referred to as precombustion chamber. 3.140 Toreldal combustion chamber. W combustion chamber is a kind of semi-well combustion chamber, its cross-section is similar to that of a bushshaped combustion chamber, and according to the degree of depth of the bushshaped combustion chamber, it can be divided into a bushshaped excitation chamber, 3.142 Intake vortex intekeswirl
The gas passes through the air filter at a certain time and forms an air flow path through the filter and other energy-saving devices.
3.143 The air intake is suitable for the selection of airway, and the air is guided through the air path. After entering the cylinder, the center line of the air is still rotating rapidly. 3.144 The tangential air intake duct is also flat with the air cover, and the "circuit is relatively small, and the air is relatively small, and the air is relatively small, so that the air enters the air year. The air can be circulated around the center of the air to maintain the speed of the book. 3.745 Magnetic carbon depnuil
The incomplete combustion environment caused by the original state of the state is caused by the impurities in the combustion limit of the part of the silver profit. The "cable" and other conditions. Observe you.
3.146 eakdng
The phenomenon that the coking products can be agglomerated into a colloid due to the high temperature, such as particle breakage, separation, etc., refers to the cross-gluing of the combustion chamber and the surrounding high-temperature components
3.147 Working roughness delomathon
GB/T 3367.7.-2000
The material reverses during the initial combustion of the engine, forming a large pressure growth rate. This situation is called working roughness, 3.14 Knock
It is caused by the burning of crude oil, and the problem of knocking on the cylinder occurs in the gas. 3.149 Gas purification exlinlistpurirtcatint reduces or eliminates the harmful components in the short-circuit gas. 3-150 Exhaust smoke density exhaust smoke density Exhaust smoke density is measured by a standard smoke meter and is expressed in FSL units. 4. Power and economic indicators of diesel engines and their performance 4.1 Power power
The work done by the engine during the interval
4.2 Rated power rate Jpower.nominal power The effective power marked on the nameplate by the engine manufacturer after self-testing the performance of the engine produced. 4.3 Continuous power can be measured
The maximum effective power allowed by the engine for long-term continuous operation at the rated speed under standard environmental conditions. 4.4 Corrected power rule rectified pover
The power after the power measured under the basic atmospheric condition is reversely corrected according to the standard atmospheric condition. 4.5 Indicated power indlcated pourer
Single time class certificate new work about indication movement, 4.E Useful power usefulpnwel
Zhaozhou locomotive Lan Ya output flash power power insurance case shooting machine operation necessary auxiliary equipment after absorbing the power remaining miscellaneous power: maximum use power maximumservicepower4.7
Safety meter flash diesel engine on diesel locomotive, taking into account the constant use conditions (ambient temperature, atmospheric pressure, working conditions, etc.; in use can generate effective power. This is called the installed power, economic power econnkimicpwer
Chai puts in the power of the hospital at the age of the low fuel consumption rate in this area, this power area is the economic power area. 4.5 Snow smoke limit power smukelimilpower When the oil engine reaches the milk power at any speed, if it continues to increase, the air is not shaped or the combustion is incomplete and the emergency brush The limit power is called the limit power for short: 4.10 Maximum power maximum power cr
The maximum power that can be generated by the engine within a certain period of time 4.11 Single cylinder power powerner cylinder multi-engine The effective power that can be generated by each liter of cylinder capacity in the engine yolumeprer
The effective power generated by each liter of cylinder capacity 4.13 Seat area pigtonarea
Note the difference in top lift (its diameter is the nominal size) The area of ​​the center line of the engine 4 Unit plug area power pisnnwnilareapwer The effective power on the unit surface 4.15 Reserve power reservepiwer
The difference between the rated power of the engine and the actual rated power density 4.16 Power reserve factor erfieientufpowerresr1
Tip: This standard content only shows part of the intercepted content of the complete standard. If you need the complete standard, please go to the top to download the complete standard document for free.