COMBUSTION IN SI ENGINES

CONTENTS..
 Ignition limits
 Stages of combustion

 Engine variables affecting combustion

 Normal and abnormal combustion

 Combustion chamber design

 Requirements of ideal combustion chamber

 Types of combustion chamber

WHAT IS COMBUSTION…??

Chemical
reaction

Hydrocarbon Oxygen

Heat
CONDITIONS NECESSARY FOR COMBUSTION
ARE

 The presence of combustible mixture

 Presence of some starting mechanism

 Stabilization and propagation of flame

 IGNITION LIMITS

 Combustion is possible only within certain limits

of fuel - air ratio.
 Combustion is not possible if
 Mixture is too lean
 Mixture is too rich

 Limits are subjected to change with temperature

Too rich

Within ignition limits

Too lean
FLAME & FLAME PROPAGATION
 It is a visible gaseous part of the fire.

 At higher temperature these contains ionized

gaseous components of sufficient density to be
considered as plasma.

 Highest flame temperature obtained is 4990 C on

burning of Dicynoacetylene. (C4N2)
(N≡C−C≡C−C≡N)
HOMOGENEOUS MIXTURE
 Uniform distribution of mixture components.

 Flame can easily propagate due to

 Heat transfer
 Diffusion of molecules of fuel

 The ratio of actual A/F ratio to the stoichiometric

A/F ratio is known as Equivalence ratio (φ).
HOMOGENEOUS MIXTURE
 The velocity at which the flame front moves, with
respect to the unburned mixture in a direction
normal to its surface is called the normal flame
velocity.

 At φ ≈ 1 normal flame velocity is 40cm/s.

 Maximum velocity is obtained at φ ≈ 1.1 to 1.2

HETEROGENEOUS MIXTURE
 Mixture is un evenly distributed.

 Rate of combustion depends upon diffusion of

molecules.

 Combustion in some parts occurs usually.

 Φ always varies.
 Theoretically there are three stages.

STAGES OF COMBUSTION

 a-b Compression
 b-c Heat addition
 c-d Expansion

IN
SI ENGINE
STAGES OF ACTUAL COMBUSTION

Spark produced 20⁰ bTDC

 STAGES OF ACTUAL COMBUSTION
 According to Sir Ricardo (Father of engine
research) there are three stages of combustion in
SI engine.
 First stage (A-B)
 Spark is ignited at A
 Flame preparation process.
 Self propagating nucleus gets developed
 Depends on P and T
SECOND STAGE (B-C)
 First measurable rise in pressure is observed at
B.
 Also called as flame propagation stage.

 Pressure rises and reaches its maximum value.

But after 16⁰ TDC
 Flame velocity is also maximum

 Rate of combustion increases.

THIRD STAGE (C-D)
 Pressure starts decreasing after C

 Rate of combustion and flame velocity also

becomes lower.

 Expansion starts and power is developed.

FLAME FRONT PROPAGATION
 Two important parameters decides the flame
front propagation
 Reaction rate
 Pure chemical reaction due to initial burning of fuel.

 Transposition rate
 Physical reaction due to diffusion of burnt charge

particles into un burnt charge particles.

FACTORS AFFECTING THE FLAME SPEED
Turbulence
If increases flame speed increases.

Increases
the rate of
combustion.
Increases surface area
of un burnt charge to
burnt charge

Increases intermixing
of burnt and un burnt
molecules
FUEL – AIR RATIO
 Flame velocity decreases if
 Mixture is lean
 Mixture is rich

 Chemically correct mixture gives maximum

flame velocity.`

 Max. Velocity is obtained when φ ≈ 1.1 to 1.2

INLET TEMPERATURE AND PRESSURE

 Increase in temperature
 Increases rate of vaporization.
 More homogeneous mixture formation.

 Increase in pressure
 Increases the density
 Increases rate of combustion
COMPRESSION RATIO

• Increases
density
Pressure
• Proper
combustion

• Reduce preparation
phase of combustion
Temperature
• Reduces ignition
time
ENGINE OUTPUT

Increase in
throttle
opening
Increases
Cycle peak
pressure
Engine O/P increases

Development of
Decreases flame becomes
unsteady.
ENGINE SPEED

Engine Combustion
Increases
speed space
reduces
the flame
increases speed

Reduces
time
Turbulence
required for
increases
flame
travel
ENGINE SIZE
 Follows the distance velocity relationship

Flame
Distance velocity
for flame reduces
travel
increases

Engine size
increases
ABNORMAL COMBUSTION
 Flame travels in non uniform manner.

 Flame velocity varies continuously

 Causes
 Power loss
 Performance loss
 Damage to the engine parts
KNOCKING IN SI ENGINES
 Knocking (called knock, detonation, spark
knock, pinging or pinking) in spark
ignition internal combustion engines.
 Occurs when combustion of the air/fuel
mixture in the cylinder starts off correctly in
response to ignition by the spark plug
 But one or more pockets of air/fuel mixture
explode outside the envelope of the normal
combustion front.
Normal combustion Knocking Pre ignition
PRESSURE RISE DURING KNOCKING
Normal combustion Knocking
KNOCK LIMITED PARAMETERS
 Parameters are decided for limiting the knocking
tendency of an engine.

 Following design parameters can reduce the

knocking

 Knock limited compression ratio

 Knock limited inlet pressure
 Knock limited mean effective pressure
EFFECT OF ENGINE VARIABLES ON KNOCK

Density

Time

Composition
DENSITY FACTORS
Gives rise Increases
Increase in to pre possibility
CR flame of pre
reactions ignition

More Increases
Increase in T compressio tendency
and P n at the end of
charge knocking

So CR
should be
controlled.
TEMPERATURE

 Inlet temperature
 If increases
 Causes pre ignition
 So lower inlet temperature is always preferable.

 Combustion chamber wall temperature

 Temperature should be kept low by cooling
 No compression of charge against spark plug and
exhaust valve.
RETARDING THE SPARK TIMING
 Retarding the spark timing gives more time for
combustion.
 Flame travels uniformly

 Complete combustion takes place till the next

spark induced.

POWER O/P OF ENGINE

PO Temperature Reduces
decreases decreases knocking
TIME FACTORS
 Factors which increases the flame speed are
 Turbulence

 Engine speed

 Flame travel distance

 Engine size

 Combustion chamber shape

 Location of spark plug

EFFECTS OF KNOCKING
COMBUSTION CHAMBERS IN SI ENGINE
 Combustion chamber design includes
 Shape of combustion chamber
 Location of spark plug
 Location of inlet and exhaust valves

 The design largely affect

 Distribution of fuel
 Rate of combustion
 Knocking tendency
REQUIREMENTS OF A COMBUSTION
CHAMBER

 Minimal flame travel

 Should produce sufficient turbulence

 A fast combustion, low variability

 Minimum heat loss to combustion walls

 Low production of exhaust gases

TYPES OF CC
 T – Head type
 Design introduced by Ford motor in 1908

 Used in early stages of engine development

 Disadvantages
 Two camshafts are required
 Knocking tendency is high due to large combustion chamber

distance
 Un detachable head
L HEAD
 Designed by Ford in 1910

 Advantages
 Detachable head
 Two valves on same camshaft

 Disadvantages
 Air velocity reduces as air takes two turns
 Turbulence is less
 Slow combustion process
RECARDO’S TURBULENT HEAD TYPE
 Advanced version of L head engines developed in
1919
 Advantages
 More turbulence
 Additional turbulence during compression stroke
 Reduces flame travel distance by placing spark plug
at top
 Disadvantages
 Pressure rises due to more turbulent flow.
I HEAD OR OVERHEAD VALVE
 Engines, with high compression ratios uses this
design.
 From 1950 these shapes are mostly used

 Advantages
 Less flame travel distance
 Proper distribution of fuel

 Disadvantages
 Fuel can be carried away by exhaust gases.
 Direct compression against exhaust valve leads
overheating of valves.
F- HEAD TYPE
 Combination of L Head type and I Head type
engines
 Major disadvantage is use of two separate
camshafts
EFFECT OF SPARK PLUG LOCATION
S I ENGINE FUEL RATING
 Fuels are rated for their anti knock quality.
 Resistance to knock depends upon the chemical
composition of fuels.
 Octane Number
 It indicates the % by volume of iso-octane in a
mixture of iso-octane and heptane which exhibits
same characteristics of the fuel in a standard engine
under a set of operating conditions.
 Common Octane numbers for gasoline fuels used in
engine vary from 87-95.
ADDITIVES IN GASOLINE ENGINE
COMBUSTION IN CI ENGINES
 Combustion in SI and CI engine (comparison)
 Stages of combustion

 Factors affecting the delay period

 Knocking in CI engines

 Comparison if knock in SI and CI engines.

 Combustion chambers for CI engines.

 COMBUSTION IN SI AND CI ENGINE
SI engine
 A/F mixture is supplied
during suction stroke
 Spark ignition
 Turbulence is provided for
proper combustion
 Turbulence : Disordered air
motion
 Ignition starts at one point
and then advances
 Definite flame front
 A/F ratio varies by varying
the supply of fuel
CI engine
 Only air is admitted
 Ignition due to compression
 Swirl is provided
 Swirl : Properly ordered air
motion
 Ignition starts at many
points in cc simultaneously.
 No definite flame front
 A/F ratio varies by varying
the supply of fuel only.
PROCESS OF COMBUSTION IN CI ENGINE
STAGES OF COMBUSTION IN CI ENGINES
 Ignition delay period
 Physical delay
 Chemical delay

 Period of rapid combustion

 Period of controlled combustion

 Period of after burning

IGNITION DELAY PERIOD
IGNITION DELAY PERIOD
 The time gap between Injection and ignition of
the fuel in CI engine is called a ignition delay
period.
Mixes with
the adjacent
layer of Latent heat is
Fuel injects compressed supplied from
air air to fuel

Reaches its
Ignition Fuel
autoignition
starts vaporizes
temperature
PHYSICAL DELAY
 Time gap between start of injection and
attainment of chemical reaction conditions.

 During which fuel gets

 Atomized
 Vaporized
 Mixed with air
 Reaches to its auto ignition temp.

 It depends on
PHYSICAL DELAY
 Type of fuel.
 Fuels with higher viscosity rises physical delay.

 Injection pressure and temperature

 Swirl in the air

 Rate of evaporation
CHEMICAL DELAY
 Time required for oxidation and thermal
dissociation of fuel.

 Larger than the physical delay

 Depend on
 Surrounding temperature
 More the temp faster the chemical reactions.
PHYSICAL AND CHEMICAL DELAY
PERIOD OF RAPID COMBUSTION
PERIOD OF RAPID COMBUSTION
 Also called as period of uncontrolled combustion

 Time gap between start of ignition to attainment

of maximum pressure in the cycle.

 Fully atomized fuel starts burning rapidly.

 Rate of heat release is maximum

 Longer the delay period more will be the

maximum pressure….?
PERIOD OF RAPID COMBUSTION
 Time gap between attainment of maximum
pressure and maximum temperature of the cycle.

 Higher temp. and press. leads to controlled

burning of fuel without rise in the press.
PERIOD OF AFTER BURNING
PERIOD OF AFTER BURNING
 Complete burning of un burnt fuel particles takes
place as they come in contact with fresh oxygen.

 Starts after reaching the maximum temp. and

ends with the expansion stroke.

 Rate of after burning Depends on

 Velocity of diffusion
 Turbulent mixing of un burnt fuel with air.
 FACTORS AFFECTING THE DELAY PERIOD
 Compression ratio (Increases delay period decreases)
 Increasing the CR increases max. air pressure and
temperature.

 Also lowers the auto ignition temp. due to increase in density

of air.

 Which brings more air for burning and decreases delay period.

 Major disadvantage of increasing CR is increase in the weight

of reciprocating parts.
VARIATION OF DELAY PERIOD WITH CR
 ENGINE SPEED
 Increases Delay period decreases
 Increasing speed results in lower heat loss during
compression.

 Which increases temperature at starting of combustion.

 It also increases the turbulence which provides higher

vaporization rate of fuel.

 This also decreases the delay period

VARIATION OF DELAY PERIOD WITH
ENGINE SPEED
INJECTION TIMING
 Injection advance : Total number of degrees of
crank rotation before TDC at which injection is
performed.

 If injection advance is more then ignition delay

will also be more.

 As T and P will not rise as per requirement.

INJECTION TIMING
QUALITY OF FUEL
Lower Higher

 Self ignition  Cetane number

temperature
 Volatility
 Viscosity

 Latent heat of
vaporization
KNOCKING IN CI ENGINE

Fuel Proper Normal

injection delay period combustion

More amount
If Delay
of fuel gets When delay
period is
accumulated period ends
more
inside cc

Total fuel
Which accumulated
indicates Causing gets burned
KNOCKING pressure rapidly
impulses
COMPARISON OF KNOCK IN SI AND CI
ENGINES
SI engines CI engines

 Knocking occurs after  Knocking occurs

ignition. before ignition.

 More pressure rise  Non homogeneous

due to auto ignition of charge is burned so,
homogeneous charge. less pressure rise.

 Intensity of knock is  Less knock intensity.

more. Often called as
detonation.
COMPARISON OF KNOCK IN SI AND CI
ENGINES

SI engines CI engines

 Pre ignition of fuel  No pre ignition of fuel

because fuel enters at
the end of
compression.
COMBUSTION CHAMBERS FOR CI
ENGINES
 Functions of a combustion chamber in CI engine
are
 Proper mixing of Air and Fuel in short time

 To provide motion in the air.

 To handle less expensive fuel

 Low exhaust emission

 High volumetric efficiency

CLASSIFICATION OF COMBUSTION CHAMBERS

 Direct injection type (DI) type

 Also called open combustion chamber.
 Total volume is situated inside cylinder.

 Indirect injection type ( IDI) type

 Combustion chamber is divided in two parts.
 One part in cylinder and other in cylinder head.
DIRECT INJECTION TYPE CC
Advantages Disadvantages

 Minimum heat loss  High fuel injection

during compression pressure is required

 No cold starting  Complex design of fuel

problems injection pump

 Proper distribution of
fuel
DIRECT INJECTION CHAMBERS
DIRECT COMBUSTION CHAMBERS

 Shallow depth combustion chamber

 Cavity carved in the piston is very small
 Used for large engines with low velocity

 Hemispherical chamber
 Used in any type of operation
 Shape can be varied as per requirement
 Cylindrical chamber
 Truncated cavity is carved in the piston
 Toroidal chamber
 Used for uniform distribution and more swirl
generation.
INDIRECT INJECTION COMBUSTION
CHAMBER
PRE COMBUSTION CHAMBER
AIR CELL CHAMBER
NOZZLES
 Functions
 Atomization
 Distribution of fuel
 Prevent deposition on walls
 Mixing

 Injection pressure
 Amount of fuel
 Types
 Pintle nozzle
 Single hole nozzle
 Multihole nozzle
 Pintaux nozzle
TYPES OF NOZZLE
TYPES OF NOZZLE
 Pintle nozzle
 Used for low pressure application
 Can generate pressure up to 10 MPa
 Mainly used in indirect injection combustion
chambers
 It prevents carbon deposition on nozzle hole

 Single hole nozzle

 At the centre of the body a single hole provided
 Size of the hole is approx. 0.2mm
 Spray cone angle is 15 degrees
 Mixing is poor due to narrow spray angle
TYPES OF NOZZLES
 Multi hole nozzle
 Consists of no of holes in the tip of the nozzle
 No varies from 4-18
 Hole angle varies from 20 degrees
 Injection pressure 18 MPa
 Better distribution of fuel
 Better mixing of fuel
 Pintaux nozzle
 It has an auxiliary hole along with main nozzle
 Which injects small amount of fuel called pilot
injection
 Fuel is continuously injected through auxiliary hole
 Cold starting performance is better
RATING OF CI ENGINE FUELS
DIESEL ADDITIVES