The document discusses combustion in internal combustion engines. It covers topics like the conditions required for combustion, combustion equations, stoichiometric combustion, air requirements, fuel-air ratios, pre-mixed and diffusion combustion, and the effects of swirl, squish and turbulence on combustion. It also discusses normal combustion in spark ignition engines and abnormal combustion issues like knocking. Combustion chambers for both 4-stroke and 2-stroke spark ignition engines are examined. Factors affecting ignition lag and flame propagation like fuel type, mixture ratio, temperature and turbulence are outlined.
1. ME 323 : I.C Engines
Combustion in I.C Engines
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2. INTRODUCTION
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3. Combustion
Conditions for combustion
Ignition Limits
Combustion Equations
Stoichiometric Combustion
Air requirement
Composition of air
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4. Air-fuel ratio
Fuel-air ratio
Relative air-fuel ratio
Equivalence ratio
Pre-mixed and Diffusion combustion
Swirl/Squish/Turbulence
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6. 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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8. 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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9. March 16, Mallikarjuna
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11. Normal Combustion
in SI Engines
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14. Combustion in SI engine
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16. COMBUSTION QUALITY
Flames detected Type of cycle
between
- 450 and TDC early burn cycle
TDC and 45° Fast burning cycles
450 and 900 slow burn cycles
90° and BDC Late burn cycles
BDC and TDC delayed burn cycles
Flames not detected 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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17. EFFECT OF ENGINE VARIABLES
ON IGNITION LAG
1. Fuel
2. Mixture ratio:
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18. 3. Initial temperature and pressure
4. Electrode gap :
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19. 5. Turbulence:
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20. EFFECT OF ENGINE VARIABLES ON FLAME
PROPAGATION
1. Fuel-air ratio :
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21. Rate of Burning
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23. 2. Compression Ratio
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24. 3. Intake temperature and pressure
4. Engine load
5. Turbulence
6. Engine Speed
7. Engine size
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26. Combustion Chambers
for
Four Stroke SI Engines
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27. Early Ricardo turbulent combustion chamber (1968)
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28. Old type Combustion Chambers for SI engines
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32. March 16, Mallikarjuna
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33. March 16, Mallikarjuna
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34. Combustion Chambers
for
Two Stroke SI Engines
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35. March 16, Mallikarjuna
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36. March 16, Mallikarjuna
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37. Abnormal Combustion
in SI Engines
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38. March 16, Mallikarjuna
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39. March 16, Mallikarjuna
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40. p-t diagram of a normal cycle
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41. p-t diagram of a knocking cycle
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42. Knock Limited Parameters
Knock Limited Compression Ratio
Knock Limited Inlet Pressure
Knock Limited Indicated Mean Effective Pressure
Performance number is defined as the ratio of Klimep with the fuel in
question to Klimep with isooctane when the inlet pressure is kept
constant.
Relative performance number, rpn :
Actual Performance number
rpn =
Performance number corresponding to the imep of 100
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43. EFFECT OF ENGINE VARIABLES ON KNOCK
Density factors
Time factors
Composition factors
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44. 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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45. Time Factors:
Turbulence
Engine Speed
Flame Travel Distance
Engine Size
Combustion Chamber Shape
Location of Spark Plug
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46. Composition Factors:
Fuel-Air Ratio:
Octane Value of the Fuel:
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47. March 16, Mallikarjuna
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48. KNOCK RATING OF SI FUELS
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49. Normal Combustion
in CI Engines
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51. Schematic representation of a fuel jet
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52. Disintegration of a fuel jet
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53. March 16, Mallikarjuna
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54. March 16, Mallikarjuna
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55. Effect of fuel-air ratio on power output of CI engine
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56. Stages of combustion in CI engines
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57. P-t diagram showing delay period
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58. Steps of combustion process in CI engine
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59. Combustion Rate (CI)
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60. Effect of varying the amount of fuel
injected on P-θ diagram
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61. 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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62. Effect of compression ratio on maximum air
temperature and minimum autoignition temperature
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63. Effect of speed on ignition delay in a diesel engine
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64. Effect of injection timing on indicator diagram
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65. Effect of engine variables on ignition delay
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66. Abnormal Combustion
in CI Engines
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67. March 16, Mallikarjuna
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68. March 16, Mallikarjuna
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69. March 16, Mallikarjuna
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72. Combustion Chambers for
Four Stroke CI Engines
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73. CI Engine Combustion chambers
• Open chamber or DI engine
• Divided chamber or IDI engine
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74. March 16, Mallikarjuna
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75. March 16, Mallikarjuna
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76. Phases of Combustion in
Toroidal open combustion
chamber
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77. M-Combustion chamber
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78. IDI Combustion chambers
Swirl generation:
Induction induced swirl
Compression induced swirl
Combustion induced swirl
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80. Combustion in Ricardo swirl Chamber - Comet
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81. Swirl chambers
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83. Pre-combustion chambers
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84. Mercedes Benz
Pre-combustion System
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86. 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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87. 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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88. Knock Rating of CI Engine Fuel
• Cetane number
• Variable compression ratio engine
• CFR Engine
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89. THE END
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