ME2041 Advanced Internal Combustion Engines

ME2041 Advanced Internal Combustion Engines
Syllabus:
Unit I SPARK IGNITION ENGINES
Air-fuel ratio requirements ,

Design of carburettor fuel jet size and venture size,
Stages of combustion-normal and abnormal combustion,
Factors affecting knock,
Combustion chambers,
Introduction to thermodynamic analysis of SI Engine
combustion process.
Unit I Department of Mechanical Engineering, St. Josephs College of Engineering

Syllabus:
Unit II COMPRESSION IGNITION ENGINES
Stages of combustion-normal and abnormal combustion

Factors affecting knock,
Direct and Indirect injection systems,
Combustion chambers,
Turbo charging ,
Introduction to Thermodynamic Analysis of CI Engine
Combustion process.
Unit II Department of Mechanical Engineering, St. Josephs College of Engineering

Syllabus:
Unit III ENGINE EXHAUST EMISSION CONTROL
Formation of NOX , HC/CO mechanism , Smoke and

Particulate emissions,
Green House Effect ,
Methods of controlling emissions ,
Three way catalytic converter and Particulate Trap,
Emission (HC,CO, NO and NOX , ) measuring equipments,
Smoke and Particulate measurement,
Indian Driving Cycles and emission norms
Unit III Department of Mechanical Engineering, St. Josephs College of Engineering

Syllabus:
Unit IV ALTERNATE FUELS
Alcohols , Vegetable oils and bio-diesel, Bio-gas, Natural

Gas , Liquefied Petroleum
Gas ,Hydrogen ,
Properties , Suitability, Engine Modifications, Performance ,
Combustion and Emission Characteristics of SI and CI Engines
using these alternate fuels.
Unit IV Department of Mechanical Engineering, St. Josephs College of Engineering

Syllabus:
Unit V RECENT TRENDS
Homogeneous Charge Compression Ignition Engine, Lean

Burn Engine, Stratified Charge Engine, Surface Ignition
Engine , Four Valve and Overhead cam Engines,
Electronic Engine Management, Common Rail Direct Injection
Diesel Engine, Gasoline Direct Injection Engine ,
Data Acquisition System pressure pick up, charge amplifier
PC for Combustion and Heat release analysis in Engines.
Unit V Department of Mechanical Engineering, St. Josephs College of Engineering

Carburetion
The process of formation of combustible air-fuel mixture, by
mixing correct amount of fuel and air in a device called
carburetor, before it enters the engine cylinder.
Factors Affecting Carburetion
1. Carburetor Design
has influence on distribution of air-fuel mixture to cylinders.
2. Ambient Air condition
Ambient pressure and temperature influence the efficiency of carburetion.
Higher ambient temperature increases the vaporization rate of fuel
forming a homogeneous mixture.
3. Fuel Characteristics
Evaporation characteristics (indicated by distillation curve) is critical for
carburetion; presence of volatile HC also is important for quick
evaporation

4. Engine Speed and Load

At higher engine speed, the carburetion time is less causing strain on carburetor to
deliver uniform mixture in a short time; thus provision of venturi has to be such that
the carburetion is done efficiently at higher pressure drops
Higher loads will demand richer mixture and lower load leaner mixtures.
Types of Air-Fuel Mixtures

1. Chemically Correct Mixture
Stoichiometric or balanced chemical mixture in which air is provided to
completely burn the fuel; the excess air factor is unity
2. Rich Mixture
Fuel is in excess of what is required to burn the fuel completely. The excess
air factor is less than unity.
3. Lean Mixture
Air is in excess of what is required to burn the fuel completely. The excess
air factor is greater than unity.

Range of Air-Fuel Ratio in SI Engines

9:1 (rich) to 19:1(lean) ; The stoichiometric value for gasoline is
14:1, The SI engine will not run for too rich or too lean mixtures.
Mixture Requirements at Different Engine Conditions
The air fuel ratio affects the power output and brake specific
fuel consumption of the engine as shown in the Figure1.
Power
Power BSFC
Output (kg/kWh)
(kW)
BSFC
A/F ratio

Mixture Requirements at Different Engine Conditions (Contd.)

The mixture corresponding to maximum output on the curve is
called best power A/F mixture, which is richer than the
stoichiometric mixture.
The mixture corresponding to maximum BSFC on the curve is
called best economy mixture, which is leaner than the
stoichiometric mixture.
The actual A/F ratio requirement for an automative
carburetor falls in 3 ranges:
Idling (rich)
Cruising (lean)
High Power (rich)

Idling Cruising Power

1 4
A/F
Ratio
2 3
0 50% 100%
Throttle Opening
Figure 2. A/F Ratio Vs Throttle opening


Idling Range (1-2)
During idling engine operates at no load and closed throttle.
The engine requires rich mixture for starting at idling.
Rich mixture is required to compensate for the charge dilution due to exhaust
gases from the combustion chamber.
Also, the amount of fresh charge admitted is less due to smaller throttle opening.
Exhaust gas dilution prevents efficient combustion by reducing the contact between
the fuel and air particles.
Rich mixture improves the contact of fuel and air by providing efficient combustion
at idling conditions.
As the throttle opened further the exhaust gas dilution reduces and the mixture
requirement shifts to the leaner side.


Cruising Range (2-3)
Focus is on fuel economy.
No exhaust gas dilution.
Carburetor has to give best economy mixture i.e.. Lean mixture.
High Power Range (3-4)

As high power is required, additional fuel has to be supplied to achieve rich
mixture in this range.
Rich mixture also prevents overheating by reducing the flame temperature and
cylinder temperature.

Principle of Operation of Simple Carburettor


The carburettor works on Bernoulli's principle: the faster air moves, the lower
its static pressure, and the higher its dynamic pressure.
The throttle (accelerator) linkage does not directly control the flow of liquid fuel.
Instead, it actuates carburettor mechanisms which meter the flow of air being
pulled into the engine. The speed of this flow, and therefore its pressure,
determines the amount of fuel drawn into the airstream.
A simple carburetor consists of a float chamber, fuel discharge nozzle, a metering
orifice, a venturi a throttle valve and choke.
The float and needle valve maintain the fuel level
Fuel strainer is used to trap debris from the fuel and prevent choking of the fuel
nozzle. It is removed periodically for cleaning.
During suction stroke air is drawn through the venturi.
Venturi accelerates the air causing a pressure drop.


This pressure drop provides vacuum necessary to meter the air-fuel mixture to the
engine manifold.
Fuel is fed to the fuel discharge jet, the tip of which is located at the throat of the
venturi
Pressure drop is proportional to the throttle opening or load on the engine.
Throttle valve achieves governing of SI engine by varying the A/F ratio. It is a
butterfly valve located after the venturi tube. When the load is less, the throttle is
in near closed position and if the load is high throttle is fully opened.
The choke valve is located between the entrance and venturi throat. It is also of
butterfly type. When choke is partly closed, a large pressure drop occurs at the
venturi throat, which provides a rich mixture by induction of large amount of fuel
as required during idling or high load conditions. Choke valves are spring loaded
to prevent excessive choking and are sometimes automatically controlled by
thermostat.
For providing rich mixture during idling, an idling adjustment is provided. It has an
idling passage and idling port.


The system operates at starting and shuts off when 20% throttle opening is
reached.
Normal venturi depression is not sufficient to provide rich mixture due to lower
throttle opening. But this low pressure causes fuel rice in idling passage and it is
discharged through idling port downstream of the throttle valve.
The idling air bleed sucks some air for mixing with the idling fuel and vaporizes
the mixture. The additional fuel-air supply makes the mixture rich for idling.
Simple carburettor has the drawback of providing rich mixture with increasing
throttle opening.

Calculation of A/F ratio for a Simple Carburettor

Let Z be the difference in height between the tip of the nozzle and fuel level in
the float chamber
C1 , C 2 - Air velocities at inlet and exit
p1 , p2 - Pressures at inlet and exit
- Air density
Applying Bernoullis Equation across the venturi,
2 2
C1 p C p
1 2 2
2 2
As C1 C 2 ,
2
p1 C p
2 2
2

Calculation of A/F ratio for a Simple Carburettor

2 p
C2

Mass flow rate of air through the venturi,
2p
ma Cd AC; ma Cd A ; ma Cd A 2p

Similarly Mass flow rate of fuel,
m f Cd f f Af C f ; m f Cd f A f 2 f (p f Zg )
A/F ratio is,
Due to the difference
in level between tip
ma Cd A 2 p Cd A p of jet and fuel level in

m f Cd f A f 2 f (p f Zg ) Cd f A f f (p f Zg ) chamber
Where , A- area of venturi, Af Area of fuel jet, f density of fuel

Compensating systems in Carburettors

For part load conditions, the carburettor must supply economic air-fuel ratio
mixture. The main metering system will not satisfy this requirement. The following
compensating systems are used to achieve this:
Air Bleed Jet
Compensating Jet
Emulsion Tube
Back Suction Control Mechanism
Auxiliary Air Valve
Auxiliary Air Port
Altitude Compensating Device


Air Bleed Jet
It contains an air bleed to the main nozzle.
Air flow through the bleed passage is
restricted by orifice.
When engine is not operating the bleed
passage is filled with fuel.
When the engine starts the fuel from the
bleed passage is displaced by air flow from
the orifice.
The air and fuel form an emulsion at the tip
of the bleed passage.
This causes faster delivery of fuel due to low
viscosity and fuel discharged rises.
Thus uniform mixture ratio is supplied.


Compensating Jet
The purpose of this is to make the mixture
leaner as the throttle opens progressively.
An additional jet called compensating jet is
provided with the main jet.
This jet is also connected to the fuel well and
the fuel is metered through compensating
orifice.
As the throttle opening increases the main jet
makes the mixture richer by adding more
fuel.
The compensating jet makes the mixture
leaner proportionately. The total mixture will
make A/F ratio constant.
When the main jet is lean, compensating jet
is rich.


Emulsion Tube
It is also known as submerged jet device.
Here, the main metering jet is kept at a level
25 mm below the fuel level in float chamber.
The jet is called submerged jet. The jet is
placed in a well that has holes exposed to
atmosphere.
When the throttle opening increases, the
holes in the well are uncovered causing
additional fuel and air to enter the air-fuel
stream, causing the faster A/F mixture
delivery during part load operation.


Back Suction Control Mechanism
In this device, the top of the fuel chamber is
connected to air entry by means of a large
vent line fitted with a control valve.
The second line connects the fuel float
chamber to venturi throat via a metering
orifice.
When the control valve is opened, the
pressure in float chamber is p1 and the
throat pressure is p2 which is lower than p1.
This causes the fuel to flow. When the valve
is closed, there is no difference in pressure
and hence no fuel flow.
Thus the control valve achieves the desired
air fuel ratio during part load operation.


Auxiliary Air Valve
When the engine is not in operation, the
pressure p1 acting on the valve is ambient.
The pressure p2 acting at the venturi is
negative (vacuum). This pressure differential
lifts the auxiliary valve against the spring
tensile force.
Additional air is thus infused in the air-fuel
mixture preventing rich mixture during part
load operation.


Auxiliary Air Port
If the butterfly valve is opened, additional
air passes through this port, reducing air
flow through venturi. Thus pressure
differential is comparatively smaller. Thus
fuel drawn is reduced to compensate for loss
in density of air at high altitudes.


Altitude Compensation Device
This was used in high altitude car driving and for aircrafts.
At high altitudes, air density decreases and hence engine power output is
affected.
A/F ratio is affected at high altitudes as carburettors are designed to operate
on sea level.
To compensate for the change in air density, fuel flow has to be reduced from
the calibrated value at sea level.
A mixture control system comprising a needle valve, which restricts fuel flow in
proportion to altitude change acts as an altitude compensating device.

Combustion in SI Engines
Combustion is the process of oxidation of fuel resulting into the release of
energy equivalent to calorific value of fuel. Energy released in combustion is
in the form of heat.
Combustion process in spark ignition engine has requirement of the
mixture of fuel and air in right proportion
mechanism for initiation of combustion process and
stabilization and propagation of flame for complete burning
For complete combustion of every fuel there is chemically correct fuel-air ratio
also called stoichiometric fuel-air ratio.
This fuel air ratio may be rich or lean depending upon the proportion of fuel
and air present in mixture. In SI engine this fuel air ratio generally varies
between 1 : 7 to 1 : 30 with lean mixture at 1 : 30 and rich mixture at 1 : 7.
Stoichiometric fuel-air ratio is around 1 : 14 to 1 : 15 for hydrocarbon fuel. The
extreme values of fuel-air ratio permissible in SI engine on both rich and lean
ends put limits as lower ignition limit and upper ignition limit.

Combustion in SI Engines
Varying fuel-air ratio is required in SI engine due to varying loads on engine
between no load to full load on engine. The ratio of actual fuel-air ratio to
stoichiometic fuel-air ratio is given by equivalence ratio or relative fuel-air
ratio.
Appropriate fuel-air ratio is maintained in SI engines through carburettor (the
fuel metering system).

Stages of Combustion in SI Engines


Combustion in SI engine may be described to be occurring in following significant
phase:
(i) preparation phase
After compression of fuel-air mixture in cylinder the high temperature spark is
delivered by spark plug in the compressed fuel-air mixture. Temperature at the tip
of spark plug electrode may go even more than 10,000C at the time of release
of spark.
Sparkles released have sufficiently high temperature to initiate the combustion of
fuel. For complete combustion of fuel mere initiation of combustion does not serve
the purpose instead a sustainable combustion process is required.
After setting up of combustion a sustainable flame front or flame nuclei is needed
so that it proceeds across the combustion space to ensure complete combustion.
Thus, this phase in which spark is first released followed by setting up of
sustainable flame front is called preparation phase and may consume around
10 of crank angle rotation.


Crank angle rotation consumed in preparation phase depends upon the speed of
engine, constructional feature of cylinder, piston, location of spark plug, strength of
spark, characteristics of fuel, fuel-air ratio etc.
Preparation phase is shown to occur from a to b with small or negligible pressure
rise as initially rate of burning is very small.
(ii) Flame Propagation Phase

After sustainable combustion flame is set up then the flame nuclei get scattered due
to excessive turbulence in combustion space causing pressure to rise from b to c.
This phase of combustion depends upon the turbulence inside cylinder, strength of
compbustion nuclei, fuel-air ratio, strength of spark, cylinder geometry, fuel
properties etc.
This phase of combustion is called as flame propagation phase and is
accompanied by the excessive pressure rise. Flame propagation phase should also
be as small as possible.


(iii) After Burning Phase
After the maximum amount of fuel-air mixture is burnt, the residual gets burnt after
the piston has moved across the TDC.
This last phase is termed as after burning phase and occurs during the expansion
stroke.
Hence, it can be summarised that the complete combustion in SI engine occurs in

three distinct zones i.e. preparation phase, flame propagation phase and after
burning phase.
In order to complete combustion in smallest possible time the flame propagation
phase and preparation phase should be shortened.
Out of total distance travelled in combustion space in first phase i.e. Preparation
phase about 10% of combustion space length is covered in about 2030% of total
time for combustion.


Flame propagation phase is spread in about 80% of combustion space length and is
covered in 6070% of total time of combustion.
After burning occurs in less than 10% of combustion space in less than 10% of total
combustion time.
Abnormal Combustion
Combustion may also sometimes occur abnormally. Abnormal combustion is said to

occur when combustion begins inside the cylinder on its own before the stipulated
time for it.
This abnormal combustion may be due to pre-ignition (i.e. ignition of fuel even
before spark plug ignites it) or auto-ignition (i.e. Ignition of fuel due to hot spots in
the combustion space like valve seats, spark plug) and results in uncontrolled
pressure rise.
Abnormal combustion is also termed as detonation or knocking and can be felt by
jerky operation of engine, excessive noise, reduced power output etc

Factors affecting knock
Fuel
A low self ignition temperature fuel promotes knock.
Induction pressure
Increase of pressure decreases SIT and increases induction time; tendency of knock increases.
Eg. At full throttle knock tends to occur more.
Engine Speed
Low engine speed will give low turbulence and low flame velocity and hence knock tendency is
more.
Ignition Timing
Advancing ignition timing increases peak pressure and promotes knock.
Compression Ratio
High compression ratio increases cylinder pressures and increases the tendency for knock.
Combustion Chamber Design
Poor design results in long flame path, low turbulence and insufficient cooling all of which
increase knock tendency.
Cylinder Cooling
Poor cylinder cooling increases the temperature and hence the chances of knock temperature
fuel promotes knock.

ME2041 Advanced Internal Combustion Engines

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ME2041 Advanced Internal Combustion Engines

Unit I SPARK IGNITION ENGINES

Air-fuel ratio requirements ,

Unit I Department of Mechanical Engineering, St. Josephs College of Engineering

Unit II COMPRESSION IGNITION ENGINES

Stages of combustion-normal and abnormal combustion

Unit II Department of Mechanical Engineering, St. Josephs College of Engineering

Unit III ENGINE EXHAUST EMISSION CONTROL

Formation of NOX , HC/CO mechanism , Smoke and

Unit III Department of Mechanical Engineering, St. Josephs College of Engineering

Unit IV ALTERNATE FUELS

Alcohols , Vegetable oils and bio-diesel, Bio-gas, Natural

Unit IV Department of Mechanical Engineering, St. Josephs College of Engineering

Unit V RECENT TRENDS

Homogeneous Charge Compression Ignition Engine, Lean

Unit V Department of Mechanical Engineering, St. Josephs College of Engineering

Unit I Department of Mechanical Engineering, St. Josephs College of Engineering

4. Engine Speed and Load

Types of Air-Fuel Mixtures

Unit I Department of Mechanical Engineering, St. Josephs College of Engineering

Range of Air-Fuel Ratio in SI Engines

Unit I Department of Mechanical Engineering, St. Josephs College of Engineering

Mixture Requirements at Different Engine Conditions (Contd.)

Unit I Department of Mechanical Engineering, St. Josephs College of Engineering

Mixture Requirements at Different Engine Conditions (Contd.)

Idling Cruising Power

Figure 2. A/F Ratio Vs Throttle opening

Unit I Department of Mechanical Engineering, St. Josephs College of Engineering

Mixture Requirements at Different Engine Conditions (Contd.)

Unit I Department of Mechanical Engineering, St. Josephs College of Engineering

Mixture Requirements at Different Engine Conditions (Contd.)

High Power Range (3-4)

Unit I Department of Mechanical Engineering, St. Josephs College of Engineering

Principle of Operation of Simple Carburettor

Unit I Department of Mechanical Engineering, St. Josephs College of Engineering

Principle of Operation of Simple Carburettor

Unit I Department of Mechanical Engineering, St. Josephs College of Engineering

Principle of Operation of Simple Carburettor

Unit I Department of Mechanical Engineering, St. Josephs College of Engineering

Principle of Operation of Simple Carburettor

Unit I Department of Mechanical Engineering, St. Josephs College of Engineering

Calculation of A/F ratio for a Simple Carburettor

Unit I Department of Mechanical Engineering, St. Josephs College of Engineering

Calculation of A/F ratio for a Simple Carburettor

Where , A- area of venturi, Af Area of fuel jet, f density of fuel

Unit I Department of Mechanical Engineering, St. Josephs College of Engineering

Compensating systems in Carburettors

Unit I Department of Mechanical Engineering, St. Josephs College of Engineering

Compensating systems in Carburettors

Unit I Department of Mechanical Engineering, St. Josephs College of Engineering

Compensating systems in Carburettors

Unit I Department of Mechanical Engineering, St. Josephs College of Engineering

Compensating systems in Carburettors

Unit I Department of Mechanical Engineering, St. Josephs College of Engineering

Compensating systems in Carburettors

Unit I Department of Mechanical Engineering, St. Josephs College of Engineering

Compensating systems in Carburettors

Unit I Department of Mechanical Engineering, St. Josephs College of Engineering

Compensating systems in Carburettors

Unit I Department of Mechanical Engineering, St. Josephs College of Engineering

Compensating systems in Carburettors

Unit I Department of Mechanical Engineering, St. Josephs College of Engineering

Unit I Department of Mechanical Engineering, St. Josephs College of Engineering