Combustion in I.

C Engines

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For all calculation : O2 = 21% ; N2 = 79% and ratio of N2/O2 is 3.76 Average molecular mass of air is 28.967 or 29 kg/kmol.
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 Swirl : The orderly motion of the air particularly almost parallel to the axis of the engine. Very much required for diesel engines.

Squish/Squash : The radial inward motion of the air-fuel mixture towards (squish) and away from the axis of the engine (squash). Very much required for the gasoline engines.

Turbulence :

Random mixing of the burned and unburned gases

very much required for both Otto and Diesel engines.

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Normal Combustion in SI Engines

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COMBUSTION QUALITY
Flames detected between - 450 and TDC TDC and 45 450 and 900 Type of cycle early burn cycle Fast burning cycles slow burn cycles

90 and BDC
BDC and TDC Flames not detected

Late burn cycles

delayed burn cycles misfires and partial burn cycles

Good combustion is almost entirely made up of fast burn cycles. poor combustion consists of a high proportion of late and delayed burn cycles.
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EFFECT OF ENGINE VARIABLES ON IGNITION LAG

1. Fuel 2. Mixture ratio:

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3. Initial temperature and pressure 4. Electrode gap :

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5. Turbulence:

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EFFECT OF ENGINE VARIABLES ON FLAME PROPAGATION

1. Fuel-air ratio :

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Rate of Burning

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2. Compression Ratio

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3. Intake temperature and pressure 4. Engine load 5. Turbulence 6. Engine Speed

7. Engine size

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Combustion Chambers for Four Stroke SI Engines

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Early Ricardo turbulent combustion chamber (1968)

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Old type Combustion Chambers for SI engines

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Combustion Chambers for Two Stroke SI Engines

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I.C. Engines Laboratory

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Abnormal Combustion in SI Engines

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Knock Limited Parameters

Knock Limited Compression Ratio Knock Limited Inlet Pressure

Knock Limited Indicated Mean Effective Pressure

Relative performance number, rpn :

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EFFECT OF ENGINE VARIABLES ON KNOCK Density factors Time factors Composition factors

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Density Factors:
Compression Ratio Mass of Inducted Charge

Inlet Temperature of the Mixture

Temperature of the Combustion Chamber Walls

Retarding the Spark Timing

Power Output of the Engine

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Time Factors:
Turbulence Engine Speed Flame Travel Distance Engine Size Combustion Chamber Shape Location of Spark Plug

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Composition Factors:
Fuel-Air Ratio:

Octane Value of the Fuel:

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KNOCK RATING OF SI FUELS

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Normal Combustion in CI Engines

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Schematic representation of a fuel jet

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Disintegration of a fuel jet

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Effect of fuel-air ratio on power output of CI engine

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Stages of combustion in CI engines

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P-t diagram showing delay period

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Steps of combustion process in CI engine

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Combustion Rate (CI)

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Effect of varying the amount of fuel injected on P- diagram

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FACTORS AFFECTING THE DELAY PERIOD

Compression ratio Engine speed Power output Atomization of fuel and duration of injection Injection timing Quality of the fuel Intake temperature Intake pressure

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Effect of compression ratio on maximum air temperature and minimum autoignition temperature
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Effect of speed on ignition delay in a diesel engine

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Effect of injection timing on indicator diagram

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Effect of engine variables on ignition delay

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Abnormal Combustion in CI Engines

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Combustion Chambers for Four Stroke CI Engines

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CI Engine Combustion chambers

Open chamber or DI engine
Divided chamber or IDI engine

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Phases of Combustion in Toroidal open combustion chamber

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M-Combustion chamber

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IDI Combustion chambers

Swirl generation:
Induction induced swirl
Compression induced swirl Combustion induced swirl

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Combustion in Ricardo swirl Chamber - Comet

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Swirl chambers

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Pre-combustion chambers

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Mercedes Benz Pre-combustion System

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Advantages of DI engines
Fuels of poorer ignition quality can be used. Single-hole injection nozzles and moderate injection pressures can be used and can tolerate greater degrees of nozzle fouling. Higher fuel-air ratios can be used without smoke.

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Disadvantages of IDI Engines

More expensive cylinder construction.

More difficult cold starting because of greater heat loss through the throat. Poorer fuel economy due to greater heat losses and pressure losses through the throat, which result in lower thermal efficiency and higher pumping loss.

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Knock Rating of CI Engine Fuel

Cetane number Variable compression ratio engine

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THE END

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