WINSEM2017-18 - MEE3015 - ETH - GDN129 - VL2017185001656 - Reference Material V - Module V PDF

Automotive Engines Module V 06-04-2018
Automotive Engines
Combustion Chambers
Module V
Combustion Chambers
 Requirements
 High power output
 High thermal efficiency
 Smooth engine operation
 Low emission level
Vijayakumar T, SMEC 1
Combustion Chambers
 Design considerations
 Optimize the filling and emptying of the cylinder of the
cylinder with fresh unburnt and burnt charge over
engine’s operating speed
 Create the condition in the cylinder for the air and fuel
to be thoroughly mixed and then exited into a highly
turbulent state
 Largest possible inlet valve – High volumetric
efficiency
 Short flame travel distance
Combustion Chambers
 Design considerations
 No hot surface in the end gas region – Exhaust valve
should be nearer to the spark plug – Small size of
exhaust valve
 Creation of correct amount of turbulence
 Induction Swirl – (Masked valve port, Deflector wall port,
Helical port)
 By squish
 Chamber surface to volume ratio should be least –
minimum heat loss to the cooling and HC formation
(High thermal efficiency)
Combustion Chambers
 Design Considerations
 Proper cooling of exhaust valve & spark plug – To
avoid pre-ignition effects
 Good scavenging of exhaust gas – Cross flow
 Thickness of combustion chamber wall must be
uniform for uniform expansion
 Highest possible compression ratio must be employed
for a given grade of fuel
Combustion Chambers
 Swirl Ratio
 Swirl ratio = air rotational
speed/ crankshaft rotational
speed
 Helical ports can achieve
swirl ratio of 3 to 5
 For bowl in the piston – swirl
ratio can be increased upto
15
Combustion Chambers
 Surface to Volume ratio
 To minimize the heat losses
and the formation of
hydrocarbons within the
combustion chamber, the
chamber volume should be
maximized relative to its
surface area
 Primary source of HC in the
exhaust gas- outer layer of
the mixture becoming
overcooled in the region of
chamber wall
Combustion Chambers
 Least surface to volume ratio – spherical shape
 Within the limit of bore size, cylinder capacity and
compression ratio, double hemispherical shape has the
lowest value
 Raising the compression ratio for the given capacity
reduces the chamber volume
 The larger cylinder capacity, the greater will be the
chamber volume relative to chamber’s surface area(D2/D3)
 Increasing the no of cylinders decreases the size of each
cylinder
Combustion Chambers
Combustion Chambers
 Stroke to bore ratio range from 0.6:1 to 1.4:1
 A long stroke smaller bore diameter approaches minimum surface area
Combustion Chambers - SI
 T-Head chamber
 Two camshafts
 Being very prone to
detonation- the distance
across the combustion
chamber is longer
 L Head or side valve chamber
 Lack of turbulence as the air had
to take two right angle turns to
enter the cylinder
 Slow combustion process
 Larger flame travel length
 Ricardo turbulent chamber
 High flame speed
 Reduce the tendency to knock
 Side valves reduce the
breathing capacity of the
engine
 Not suitable for high
compression ratio engines
 Overhead or I Head
chamber
 Better breathing capacity
 Short flame travel distance
 Lower surface to volume ratio
 F-Head chamber
 Exhaust valve in head and inlet
valve in block
 Poor performance
 Modern F- Head chamber – inlet
valve in the head and exhaust
valve in the block
 Bath tub chambers
 A flat cylinder head with single
row valves facing a circular
cavity in the piston crown
 Inclined induction port provides
the spiral motion about the
cylinder axis during the piston
outward stroke
 Inverted Bath tub
chamber
 An oval shaped chamber
with both valves mounted
vertically overhead and with
a spark plug at side.
 Limited size of valves
 High compression ratio
 Wedge Chamber
 An inclined bath tub recessed
into the flat cylinder- head face
 Valves are tilted to
accommodate the sloping roof
of the chamber
 Most popular
 Good squish
 Hemispherical Chamber
 High volumetric efficiency
 Inclined valves permit larger
valves heads
 Low surface to volume ratio
 Expensive to operate valves
 Efficient cross Flow
 Great scavenging
 Bowl in piston
 Low machine costs
 Very compact combustion
chamber
 Better squish
 Allows for high CR
Combustion Chambers - CI
 Classification of combustion chambers
 Direct Injection (DI) or Open combustion
chambers
 Induction swirl
 Indirect Injection (IDI) Combustion chambers
 Swirl chambers – Compression swirl
 Pre- combustion chambers – Combustion induced
swirl
 Air- cell chambers - Combustion Induced swirl
 Open combustion chambers
 The mixing of fuel and air depends entirely on spray
characteristics and on air motion
 Mixing is usually assisted by swirl or by squish
 An injector nozzle with 3 to 5 holes - depends on engine
size
 If the swirl is too high, it produces over-enrichment of the
mixture hence worse air utilization and high exhaust
emissions
 Mixing of fuel and air is achieved by the intensity of the
spray and its ability to distribute and atomize with the
surrounding air
 Chamber Aspect ratio
 Aspect ratio = Bowl diameter/ bowl
depth
 Aspect ratio range from 5:1 to 2:1
 Best performance range is 2.5:1 to
3.0:1
 Low, aspect ratio chambers have
shorter spray paths than high
aspect ratio chambers
 Fuel injection spray penetration
pressure must match the chamber
aspect ratio to obtain the optimum
amount wall wetting
 Shallow Depth Chamber
 Cavity in the piston is small
 Adopted for larger engines
running at low speeds
 Squish is negligible
 Hemispherical Chamber
 Provides small squish
 Lower surface to volume ratio
 Cylindrical Chamber
 Truncated cone with base angle
of 30°
 Swirl is produced by masking the
valve
 Nominal squish
 Toroidal chamber
 Powerful squish
 Mask needed in valve is small
 Better utilization of air
 Open chambers
 Minimum heat loss during compression due to
lower surface to volume ratio
 Less cold starting problems
 Fine atomization due to multihole nozzle
 Requires high injection pressure
 No additional work for producing swirl – high
mechanical efficiency
 Low specific fuel consumption
 Swirl or Ricardo Comet
chambers
 50% of air is transferred during
compression stroke
 More heat loss than open
chamber even with heat
insulation
 Use of single hole nozzle
 Greater utilization of air
 More expensive construction
 Work is absorbed for
compression
 Precombustion chamber
 Precombustion chamber- 40% of
the total combustion space
 80% of energy released in main
chamber
 Rate of pressure rise and the
maximum pressure is lower than
open chamber
 High heat losses due to high
velocity
 Air-cell combustion
chamber
 Air-cell contains about 10-
15% of clearance volume
 Combustion is initially in the
main chamber but the rate
of burning is slow – absence
of air motion
 Also called as Lanova
Chambers
 Indirect Injection combustion chambers
 Injection pressure required is low
 Direction of spraying is not very important
 Poor cold starting problems
 Specific fuel consumption is high due to loss of
pressure and loss of heat in the prechambers
Vehicle Engine
Technology
Charge Motion in Engines
Charge Motion
 Controls combustion process in SI engines
 Controls the mixing rate and combustion
process in CI engines
 Affects the heat transfer between the charge
and walls
 Both the bulk gas motion and turbulent
characteristics of the flow are important
Intake Jet Flow

 The inlet valve is the minimum area of flow so gas
velocities are at the maximum
 The gas leaves the valve as a conical jet with axial and
radial velocities about 10 times the mean piston speed
 The jet separating from the valve lip produces turbulence
due to shear layers with large velocity gradients
 The jet produces recirculation regions with vortex flows
beneath the valve and at the corner between the wall
and cylinder head
 These flows appear to become unstable either during the
intake or compression process and break down into
turbulent motions
Intake Jet Flow
Turbulence
 In turbulent flow the rates of transfer and mixing is
several times greater than the molecular diffusion
 The turbulence is due to the local fluctuations in the
flow field leading to increased rates of momentum
and heat and mass transfer
 The turbulent flow depends on the recirculating
flows which are sensitive to small variations in flow
 The turbulent flows has substantial cycle-by-cycle
variations
Turbulence
Turbulence
Turbulence Flow
 Turbulence flow is non homogeneous during the
intake stroke
 Within the directed region the cycle-by-cycle
variation is very small
 Outside the directed flow it is appreciably high
 In the absence of swirl the intake generated flow
structure has almost disappeared by the time the
compression process commences
 When the swirl is generated the flow structure
remains stable for longer time
Swirl
 Swirl is the organized rotation of charge about
the cylinder axis
 Swirl is created by bringing the intake flow into
the cylinder with an initial angular momentum
 Swirl generated during the intake generally
persists through the compression, combustion
and expansion processes
 Swirl promotes more rapid mixing of the charge
 Swirl also speeds up the combustion process
Swirl Generation
 Two methods
 Flow is discharged tangentially into the cylinder
toward the cylinder wall where it is deflected
sideways and downward in a swirling motion
 Flow is forced to rotate about the valve axis

before it enters the cylinder
Swirl Generation
 Tangential Flow method
 The flow distribution around the circumference of
the inlet valve is made nonuniform
 Angular momentum is created about the cylinder
axis for the inlet flow
 Directed port and Deflector wall port - common
types
Swirl Generation
 Directed port
 Flow path is set in the desired tangential direction
 Flow passage is straight
 Relatively low discharge coefficient
Swirl Generation
 Deflector wall port
 Uses the port inner side wall to force the flow through
the outer periphery of the valve in a tangential
direction
 Flow rotation can also be achieved by masking off or
shrouding part of the inlet valve periphery
Swirl Generation
 Swirl about the valve axis
 Helical ports are used to generate swirl
 High volumetric efficiency
 Less sensitive to position displacements
Swirl Generation
 Helical port imparts more angular momentum at
medium lifts
 Directed port imparts more angular momentum at
the maximum lift
Swirl Generation
Swirl Generation
 Tangential flow results in highly non-uniform flow through
the valve periphery
 In helix ports the flow is uniformly distributed over the
valve periphery
 The swirl velocity along the valve axis is relatively
uniform
 Swirling air flow is not uniform in operating engine
 Swirl velocity depends on the valve open area and piston
velocity
 The velocities are highest during the first half of the
intake process resulting in high swirls
 Swirl stratification takes place inside the cylinder
Swirl Generation
 Flow pattern close to the cylinder head consists of
disorganized vortices created due to high tangential
velocity
 Flow is highly ordered above the piston head with high swirl
velocity
 Swirl velocity increases with increasing radius as moving

away from the cylinder head
 As the piston velocity decreases, the swirl speed close to

the piston decreases and the swirl speed increases at the
center of the cylinder
 Axis of the swirl may not exactly coincide with the cylinder
axis
Swirl Modification
 Angular momentum of the air which enters the cylinder
during induction decays due to wall friction and turbulent
dissipation
 Almost 25-35% of the momentum is lost due to

compression
 Swirl velocity can be increased by modifying the

combustion chamber
 In a compact bowl in piston chamber the air is forced into

the chamber
 As the piston reaches the TDC, the moment of inertia of

the air is reduced hence increasing the angular velocity
Swirl Modification
Squish
 Squish is the radially
inward motion of gas
that occurs during the
end of compression
stroke
 The amount of squish is
defined by percentage
squish area
Squish

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Automotive Engines Module V 06-04-2018

Intake Jet Flow

Intake Jet Flow

 Flow is forced to rotate about the valve axis

 Swirl velocity increases with increasing radius as moving

 As the piston velocity decreases, the swirl speed close to

 Almost 25-35% of the momentum is lost due to

 Swirl velocity can be increased by modifying the

 In a compact bowl in piston chamber the air is forced into

 As the piston reaches the TDC, the moment of inertia of

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