1. The type of two-stroke engine that uses a spinning plate with a hole in it to control the flow of fuel to the cylinder is called a \n \n   A. reed-valve engine. \n    B. rotary-valve engine. \n    C. piston-port engine. \n    D. plate-port engine. \n\n2. The purpose of the piston rings is to \n \n   A. prevent the piston from moving up and down too fast in the cylinder. \n    B. prevent the connecting rod from disconnecting from the piston. \n    C. form a seal between the piston and the cylinder. \n    D. allow oil to build up on the cylinder walls \n\n 3. Which of the following components is part of the crankshaft? \n \n   A. Ring lands \n    B. Venturi \n    C. Counterweight \n    D. Lobe \n\n4. In which one of the following four-stroke cylinder arrangements will the intake and exhaust valves open downward into the combustion chamber? \n \n   A. K-type \n    B. I-type \n    C. T-type \n    D. C-type\n\n5. The vertical travel distance of an intake or exhaust valve is called the \n \n   A. lift. \n    B. duration. \n    C. opening. \n    D. overlap.
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Answerers beware - this kid has asked this question half a dozen times in different categories trying to get out of doing his homework.
91705
well, what kind of locomotive.....a steam engine, a diesel engine, electric, what?\n\nthe following may help...best wishes..\n\n\nhttp://en.wikipedia.org/wiki/Locomotive
434529
Pls go to http://en.wikipedia.org/wiki/Carnot_engine
321496
Could be any number of things. Lack of proper valve adjustment, piston slap (caused by excessive wear inbetween the piston and the cylinder wall), or a main engine bearing such as the crank or rod bearing going out. I would rule the rings in particular out unless you have a whole lot of smoke and other issues like hard to start. Theres a forum for Yamaha quad owners called bluetraxx, www.bluetraxx.com you might get familiar with it if you decide to try and fix the problem yourself.
406447
Hi Aditya, have you tried wikipedia ? There is a lot of information on it about Common Rail engines + reference links.\n\nFurthermore you will find more info on Diamler Chrysler's  (Mercedes-Benz), website. Just google or yahoo search it.\n\nHope this info satisfies your needs.\n\nTake care
526078
Hi. Your link is bad. Usually there is a pressure applied to one of the pistons and the other exerts a force based on area difference. Twice the area, twice the force. Your ratio is .3 to 1.3. Hope this helps.
353424
I guess you didn't like the answers you got before but that doesn't make them less accurate.\n\nHere is my answer again. It comes from many years of designing, installing and operating compressors of all kinds. Remember, an engineer wants a simple system if possible. A single stage compressor is more desireable if it will do the job but as some point multistate compressors become necessary.\n\nOne of the primary problems that positive displacement air compressors face is high discharge temperatures. The high temperatures can cause or accelerate lubrication problems and valve failures. \n\nIf the compressor is a non lubed version the high temperatures can also contribute to piston ring problems.\n\nBy having multistages, you can intercool the air and reduce the discharge temperature on each stage. In addition to helping with valve, lubrication and piston problems, the required horsepower for a give capacity is reduced.\n\nThe other limit that comes into play for positive displacement piston type compressors is rod load. That is the limiting force that can be placed on a given cylinder on a compressor frame. If the compression ratio is too great, the force exerted by the compressor rod can exceed the capability of the compressor frame and some component will fail. It might be the actual rod or it could be the crank bearings or other components. Typically it is the rod so any failure will not wreck the whole compressor.\n\nThere are many positive displacement air compressors that are multistage. This is specially true in small size units.
408739
b   the fuel burns and and creates heat the hot gas expands and drives the piston creating work
66898
try refrencing off this web site...its not motor cycle parts but basicly the same proccess/concept http://www.pages.drexel.edu/~ihm22/Research/Prop_Molding.htm
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the 3 cylinder will have more horspower..just cuz for the simple fact it is DOHC...but where it gains in horse power it gonna lack in torque...the SOHC will produce more torque at low RPM to get the vehicle moving..the DOHC will gernerate more HP at high RPM....example i used to have a 98 neon DOHC..my friend had a 95 cavelier SOHC..both 4 bangers...when we race he can take me off the line due to the torque but once the DOHC reaches bout 3500RPM it pulls hard and can cathc up and pass...\ni knowall that is kinda unessesary info but....i would go with the 4 banger for the simple fact of the extra piston and the better torque curve
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Various Injection Schemes\n[edit]\nThrottle Body Injection (TBI or CFI)\nThrottle-body injection (called TBI by General Motors and CFI by Ford) was introduced in the mid 1980's as a transition technology to individual port injection. The TBI system centrally injects fuel at the throttle body (the identical location where a carburetor introduced fuel). The induction mixture passes through the intake runners just like a carburetor system. The justification for the TBI/CFI phase was lower cost. Many of the carburetor's air induction components could be reused such as the air cleaner, intake manifold, fuel line routing, which postponed the design and tooling costs that were later incurred during the next phase of fuel injection's evolution, which is individual port injection commonly known as EFI. TBI had all the drawbacks of a carburetor, and all the drawbacks of early automotive electronics.\n\n[edit]\nContinuous Injection\nBosch's K-Jetronic or CIS used a continuous injection method. Gasoline was pumped through a large control valve called a fuel distributor, which sat atop a control vane mounted in the air intake pathway. The fuel went from there to the injectors on each cylinder's intake port (which were simply nozzles with no valves in them). The system worked by varying fuel mixture based on the amount of air flowing past the control vane. This system was used for many years on Volkswagen and Mercedes-Benz cars. There was also a variant of the system called KE-Jetronic that used an oxygen sensor to fine-tune the mixture.\n\n[edit]\nCentral Port Injection (CPI)\nGeneral Motors developed a new "in-between" technique called "central port injection" (CPI) or "central port fuel injection" (CPFI). It uses tubes from a central injector to spray fuel at each intake port rather than the central throttle-body. However, fuel is continuously injected to all ports simultaneously, which is less than optimal.\n\n[edit]\nSequential Central Point Injection (SCPI)\nGM refined the CPI system into a sequential central port injection (SCPI) system in the mid-1990s. It used valves to meter the fuel to just the cylinders that were in the intake phase.\n\n[edit]\nMulti-Port Fuel Injection (PFI or EFI or SEFI)\nThe goal of all fuel injection systems is to carefully meter the amount of fuel to each cylinder. On most gasoline applications, the system uses a single injector per cylinder and injects fuel immediately ahead of the intake valves.\n\n[edit]\nDirect Injection\nSee also: Gasoline Direct Injection\n\nRecently many diesel engines feature direct injection (DI). The injection nozzle is placed inside the combustion chamber and the piston incorporates a depression (often toroidal) where initial combustion takes place. Direct injection diesel engines are generally more efficient and cleaner than indirect injection engines, but tend to be noisier, which is being addressed in newer common rail designs.\n\nSome recently designed hi-tech petrol engines utilize direct injection as well. This is the next step in evolution from multi port fuel injection and offers another magnitude of emission control by eliminating the "wet" portion of the induction system.
399973
since with no motor it stopped the only possible answer is 100%\n\nthe motor had to accelerate the mass so FOR A TIME less than 100% but once the mass was in motion the only power requirement was that required to overcome drag ( friction )\n\nthe interesting part is that if you remove the cylinder and run the motor only the same answer still applies\n\nif you want a different answer then you can rephrase the question - what amount of 'power' did the motor impart to the flywheel or what amount of 'power' was used to accelerate the flywheel ( the power will always be 100% used so you need the kilowatts or horsepower or some other measurement for a useful answer )
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Well, ethanol is a hydrocarbon, so the combustion reaction is:\n\n2C2H5OH + 7O2 --> 4CO2 + 6H2O\n\nThis reaction produces a lot of energy. If an engine is created for ethanol use, it can utilize that energy in a cylinder just like a normal engine.
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What type of oil fired plant are you refering to steam boiler/turbine or combustion turbine used in either the simple cycle or combined cycle mode. For a steam cycle, and without considering the practicality, one can add feedwater heaters, replace the turbine or install more efficient internals, increase steam pressure/temperature, better burners, more efficient motors, install variable speed drives on the bigger fan (forced draft, induced draft) motors, better insulation.\n\nNot sure how to do this.\n\nSome additional thoughts.\n\n>How clean do you keep the condenser?\n>Ditto for FW heaters. Do you calculate LMTD for the heaters?\n>Do your operators maintain all the parameters, e.g., SH temperature that affect heat rate? Do they have a HR parameter display, HR goals?\n>How clean is your turbine? When was it last opened? Washed?\n>Have you tested for seal leakage HP to IP?\n>Don't know your mode of operation, i.e., base, peaking, but do you use full arc or partial arc admission?\n>If your a peaker, and assuming you're not a UP, have you looked at variable pressure operation?\n>Peaking or cycling - have you optimized your start ups? Do you bottle up the boiler?\n>How clean is the boiler, especially, SH and RH passes?\nAdded:\n>GE and W used to offer high efficiency L-0 blades. How old is your unit? Do you have these blades installed?\n>Have you looked for hard particle erosion on your nozzle block and 1st stage blades?\n>Do you chemically clean the boiler? Do you have chordal thermocouples installed?\n>What condition is your air preheater in?
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he diesel engine is a type of internal combustion engine; more specifically, it is a compression ignition engine, in which the fuel is ignited by being suddenly exposed to the high temperature and pressure of a compressed gas, rather than by a separate source of ignition, such as a spark plug, as is the case in the gasoline engine.\n\nThis is known as the diesel cycle, after German engineer Rudolf Diesel, who invented it in 1892 and received the patent on February 23, 1893. Diesel intended the engine to use a variety of fuels including coal dust. He demonstrated it in the 1900 Exposition Universelle (World's Fair) using peanut oil (see biodiesel).\n\nHow diesel engines work\n\nWhen a gas is compressed, its temperature rises (see the combined gas law); a diesel engine uses this property to ignite the fuel. Air is drawn into the cylinder of a diesel engine and compressed by the rising piston at a much higher compression ratio than for a spark-ignition engine, up to 25:1. The air temperature reaches 700–900 °C, or 1300–1650 °F. At the top of the piston stroke, diesel fuel is injected into the combustion chamber at high pressure, through an atomising nozzle, mixing with the hot, high-pressure air. The resulting mixture ignites and burns very rapidly. This contained explosion causes the gas in the chamber to heat up rapidly, which increases its pressure, which in turn forces the piston downwards. The connecting rod transmits this motion to the crankshaft, which is forced to turn, delivering rotary power at the output end of the crankshaft. Scavenging (pushing the exhausted gas-charge out of the cylinder, and drawing in a fresh draught of air) of the engine is done either by ports or valves. To fully realize the capabilities of a diesel engine, use of a turbocharger to compress the intake air is necessary; use of an aftercooler/intercooler to cool the intake air after compression by the turbocharger further increases efficiency.\n\nIn very cold weather, diesel fuel thickens and increases in viscosity and forms wax crystals or a gel. This can make it difficult for the fuel injector to get fuel into the cylinder in an effective manner, making cold weather starts difficult at times, though recent advances in diesel fuel technology have made these difficulties rare. A commonly applied advance is to electrically heat the fuel filter and fuel lines. Other engines utilize small electric heaters called glow plugs inside the cylinder to warm the cylinders prior to starting. A small number use resistive grid heaters in the intake manifold to warm the inlet air until the engine reaches operating temperature. Engine block heaters (electric resistive heaters in the engine block) plugged into the utility grid are often used when an engine is shut down for extended periods (more than an hour) in cold weather to reduce startup time and engine wear.\n\nA vital component of older diesel engine systems was the governor, which limited the speed of the engine by controlling the rate of fuel delivery. Unlike a petrol (gasoline) engine, the incoming air is not throttled, so the engine would overspeed if this was not done. Older injection systems were driven by a gear system from the engine (and thus supplied fuel only linearly with engine speed). Modern electronically-controlled engines apply similar control to petrol engines and limit the maximum RPM through the electronic control module (ECM) or electronic control unit (ECU) - the engine-mounted "computer". The ECM/ECU receives an engine speed signal from a sensor and then using its algorithms and look-up calibration tables stored in the ECM/ECU, it controls the amount of fuel and its timing (the "start of injection") through electric or hydraulic actuators to maintain engine speed.\n\nControlling the timing of the start of injection of fuel into the cylinder is key to minimising their emissions and maximising the fuel economy (efficiency) of the engine. The exact timing of
377700
For your solid cylinder  I=m*r^2/2, m=10.1kg, r=0.499m,\nw=w’*t1, w angular speed 5.88 rad/s, w’ angular acceleration, t1=0.531s\nu=w’*t1^2/2 angular path to achieve w, u=w*t1/2. \nThus the total work of motor A=A1+A2, A1 useful work, A2 to overcome friction resistance,\nA1= I*w^2/2, A2=T*u=T*w*t1/2, T friction torque or torque to overcome friction.    \nNow motor off. \ny=y’*t2^2/2, y=26.8*2*pi rad, y’ friction deceleration, t2 time of deceleration\nwhile w=y’*t2, thus t2=w/y’ & y=y’*(w/y’)^2/2, y=w^2/(2*y’) or y’=w^2/(2y)\non the other hand T=I*y’=I*w^2/(2y) or I=T*2*y/w^2\nnow p=A2/(A1+A2)=\n=(T*w*t1/2)/((2y*T/w^2)*w^2/2+T*w*t1/2)=\n=(w*t1/2)/(y+w*t1/2)=1/(1+2y/(w*t1))\nthat means: to find percentage p three values – y, w & t1 – are essential, others do not matter,\ncheck it & delete everything unnecessary I’ve written here!
417291
Very dangerous engine. The head could lift, but most likely the pressure will blow past the rings into the crankcase and cause a crank case explosion.\n\nIf you are real lucky something in the head will fail and relieve the pressure. Then all you will have is a large repair bill.\n\nI do not recommend trying to run an engine in this condition. Get the relief v/v fixed or replaced.