C. I.

(COMPRESSION IGNITION)

ENGINES
Prof. K. K. SHARMA

Prof. K. K. Sharma
 PHENOMENON OF
KNOCKING IN C.I ENGINES
Definition:-
Knocking is violent gas vibration
and audible sound produced by
extreme pressure differentials leading
to the very rapid rise in pressure during
the early part of uncontrolled second
phase of combustion.
Prof. K. K. Sharma
 KNOCKING IN C.I ENGINES
If the ignition delay
is longer, the actual
burning of the first few
droplets is delayed and a
greater quantity of fuel
droplets gets accumulated
in the chamber.
If the ignition delay
is quite long, so much fuel
can accumulate that the
rate of pressure rise is
almost instantaneous Prof. K. K. Sharma
 KNOCKING IN C.I ENGINES
This rapid rate of pressure rise
causes pulsating combustion and creates
heavy noise.
This type of abnormal combustion is
known as detonation.
Such, a situation produces extreme
pressure differentials and violent gas
vibration known as knocking (diesel knock),
and is evidenced by audible knock.
Prof. K. K. Sharma
KNOCKING IN C.I ENGINES

Prof. K. K. Sharma
COMBUSTION IN C.I ENGINES

Prof. K. K. Sharma
EFFECT OF KNOCKING IN C.I ENGINES

Prof. K. K. Sharma
 KNOCKING IN C.I ENGINES
Delay period is directly related to
Knocking in CI engine.
Factors affecting delay period:-
1) Inferior fuels
2) Combustion chamber design
3) Initial condition of air
4) Self ignition temperature of fuel.
If the factors mentioned above can be
controlled then knocking can also be avoided.
Prof. K. K. Sharma
 METHODS OF KNOCK CONTROL
1) Using a better fuel:-
Higher CN fuel has lower delay period
and reduces knocking tendency.
2) Controlling the Rate of Fuel Supply:-
By injecting less fuel in the beginning
and then more fuel amount in the
combustion chamber detonation can be
controlled to a certain extent.
Cam shape of suitable profile can be
designed for this purpose.
Prof. K. K. Sharma
 METHODS OF KNOCK CONTROL
3) Knock reducing fuel injector:-
This can be done by arranging the injector
so that only small amount of fuel is injected
first.
This can be achieved by using two or more
injectors arranging in, out of phase.
4) By using Ignition accelerators:-
C N number can be increased by adding
chemical called dopes.
The two chemical dopes are used are ethyl-
nitrate and amylenitrate in concentration of 8.8
gm/ Litre and 7.7 gm/ Litre. But these two increase
the NOx emissions Prof. K. K. Sharma
Comparison Of Knocking in S.I. & C.I.
Engines
1) In SI engines knocking occurs at the end of
Combustion.
2)In CI engines it occurs at the Beginning of
combustion.

Prof. K. K. Sharma
 Comparison Of Knocking in S.I. & C.I.
Engines
3) In SI engines the rate of pressure rise is very
high
4) In CI engines the rate of pressure rise is lower
than is SI engines.
5) In SI engines knocking and non knocking
operation can be easily distinguished.
6) In CI engines knocking and non knocking
operation can not be easily distinguished.

Prof. K. K. Sharma
 Comparison Of Knocking in S.I. & C.I.
Engines
7) In SI engines knocking can be avoided by
increasing the ignition lag.
8) In CI engines, if ignition lag is increased then
knocking will also increase.
Note:- The conditions which reduce the
knock tendency in SI engines will increase the
knock tendency in CI engines.

Prof. K. K. Sharma
 Rating OF C.I Engine Fuels
CI Engine fuels are generally rated by their
Cetane number.
The property of ignition lag (delay period) is
generally measured in terms of Cetane number.
Higher the Cetane rating
of the fuel lesser is the
propensity for diesel knock.
The Cetane number of a
diesel fuel is a measure of its
ignition quality.
Prof. K. K. Sharma
 Rating OF C.I Engine Fuels
The Cetane number of a fuel is the percentage
by volume of Cetane in a mixture of Cetane [C16H34]
and -methylnaphthalene [C10H7CH3] that has same
performance in the standard test engine as that of the
fuel.
Cetane is arbitrarily assigned a number 100
and originally -methylnaphthalene was given a
number 0.
Cetane number 40 means a mixture containing
40 % Cetane and 60 % of -methylnaphthalene by
volume which gives same ignition delay as tested fuel.
Prof. K. K. Sharma
 Rating OF C.I Engine Fuels

Good SI engine fuel is bad CI engine fuel.

High octane number implies low Cetane
number and vice versa.
The Straight chain paraffin are the most
suitable fuels for CI engine.

Prof. K. K. Sharma
 Combustion Chamber Design
Direct-injection have a single open
combustion chamber into which fuel is injected
directly

Indirect-injection chamber is divided

into two regions and the fuel is injected into the
pre- chamber which is connected to the main
chamber via a nozzle, or one or more orifices.

Prof. K. K. Sharma
Combustion Chamber Design
Indirect injection

Direct injection Prof. K. K. Sharma

 Combustion Chamber Design
Direct-injection Combustion
Chamber:-
1. Shallow depth Chamber
2. Hemispherical Chamber
3. Cylindrical Chamber
4. Toroidal Chamber
Prof. K. K. Sharma
 1. Shallow depth Chamber
In shallow depth
chamber the depth of the
cavity provided in the piston
is quite small.
Since the cavity
diameter is very large, the
squish is negligible
This chamber is usually
adopted for large engines
running at low speeds.
Prof. K. K. Sharma
 2. Hemispherical Chamber
It has a hemispherical
Cavity in the piston
The squish in this
case is better than the
previous.
The depth to
diameter ratio for a
cylindrical chamber can be
varied to give any desired
squish to give better
performance.
Prof. K. K. Sharma
 3. Cylindrical Chamber
This design was
attempted in recent diesel
engines.
Cavity is in the form
of a truncated cone with
base angle of 30
Much better squish
than previous two
Used in Leyland
Heavy vehicles. Prof. K. K. Sharma
 4. Toroidal Chamber
This type of chamber
provides powerful squish
It provides better
combustion and reduces
delay period as better
mixing is provided.
There is better
utilization of oxygen
The cone angle of
spray for this type of
chamber is 150 to 160. Prof. K. K. Sharma
 Combustion Chamber Design
Indirect-injection Combustion
Chamber:-
1. Pre-combustion Chamber
2.Turbulent Chamber/Swirl Chamber

Prof. K. K. Sharma
 1. Pre-combustion Chamber
These chambers
are divided in two parts,
one between the piston
and the cylinder head
and the other in the
cylinder head
A small passage is
provided to connect
these two chambers.
The small passage
is orifice.
Prof. K. K. Sharma
 1. Pre-combustion Chamber
The fuel is injected
into the pre-combustion
chamber.
In this
arrangement the pre-
combustion chamber
contains nearly 25 to
30% of the total air
charge.
The delay period is
reduced.
Prof. K. K. Sharma
 2.Turbulent Chamber/Swirl Chamber
Very high swirl is
created in this type of
chamber.
The arrangement
is same as that of the
Pre-combustion chamber
The shape of pre-
chamber is spherical.
90-95% of air is
pushed in the Pre-
chamber.
Prof. K. K. Sharma
 2.Turbulent Chamber/Swirl Chamber
This type of
combustion chamber
finds its application
where fuel quality is
difficult to control
Reliability is
more important than
fuel economy.

Prof. K. K. Sharma