Unit3icengine 170610094840
Unit3icengine 170610094840
Unit3icengine 170610094840
Made by:
Assistant Professor : NAPHIS AHAMAD
MECHANICAL ENGINEERING
• The duration of ignition delay depends upon fuel characteristic, compression ratio
(i.e. pressure and temperature after compression), fuel injection, ambient air
• Ignition delay is inevitable stage and in order to accommodate it, the fuel injection is
advanced by about 20º before TDC. Ignition delay is shown by a – b in Fig., showing
• Fuel injection begins at ‘a’ and ignition begins at ‘b’. Theoretically, this ignition
• For the duration in which preparation for ignition is made, the continuous fuel injection
results in accumulation of fuel in combustion space.
• The moment when ignition just begins, if the sustainable flame front is established then
this accumulated fuel also gets burnt rapidly.
• This burning of accumulated fuel occurs in such a manner that combustion process
becomes uncontrolled resulting into steep pressure rise as shown from ‘b’ to ‘c’.
• The uncontrolled burning continues till the collected fuel gets burnt.
• During this ‘uncontrolled combustion’ phase if the pressure rise is very abrupt then
combustion is termed as ‘abnormal combustion’ and may even lead to damage of engine
parts in extreme conditions. 6/10/2017 Naphis Ahamad(ME)JIT 6
• Stages of Combustion in CI Engines
(ii) Uncontrolled Combustion
unburnt fuel occurs and its’ burning results in steep pressure rise.
heat is released.
• Controlled combustion is shown between ‘c’ to ‘d’ and during this phase
maximum of heat gets evolved in controlled manner.
• It is seen that about two-third of total fuel heat is released during this phase.
• After controlled combustion, the residual if any gets burnt and the
• This after burning may be there due to fuel particles residing in remote
• ‘After burning’ is spread over 60 – 70º of crank angle rotation and occurs
• In order to control the knocking some additives are put in CI engine fuel so as to
reduce its’ self ignition temperature and accelerate ignition process.
(b) (b) indirect-injection (IDI) engines, where the chamber is divided into two regions and
the fuel is injected into the pre-chamber which is situated above the piston crown and
The shape of the combustion chamber may create swirl or turbulence to assist
fuel and air.
• Swirl denotes a rotary motion of the gases in the chamber more or less about
the chamber axis.
• Turbulence denotes a haphazard motion of the gases.
In this combustion chamber, the mixing of fuel and air depends entirely on the
spray characteristics and on air motion, and it is not essentially affected by the
combustion process. In this type of engine, the spray characteristics must be
carefully arranged to obtain rapid mixing.
Fuel is injected at high injection pressure and mixing is usually assissted by a
swirl, induced by directing the inlet air tangentially, or by a squish which is the
air motion caused by a small clearance space over part of the piston.
• In CI engine the fuel is injected into combustion space after the compression of air is
completed.
• Due to excessively high temperature and pressure of air the fuel when injected in
atomised form gets burnt on its’ own and burning of fuel is continued till the fuel is
injected.
• Theoretically this injection of fuel and its’ burning should occur simultaneously up
to the cut-off point, but this does not occur in actual CI engine. Different significant
phases of combustion are explained as under.
Indirect injection (IDI) or divided chamber engine systems have been used to
generate vigorous charge motion during the compression stroke.
spark(which is timed) and in which flame moves completely across the combustion
flame may be started by any hot surface within the combustion chamber other than
spark plug. A part or whole of the charge might be consumed at extremely high rates.
These hot surfaces might be overheated valves, hot tip of spark plug and glowing
This is also called auto-ignition because it is initiated automatically with very less
6/10/2017
control. Depending upon the timing of occurrence, Naphis
knock canAhamad(ME)JIT
be categorized as pre 26
Normal combustion CI Engine- In normal engine operation SIT is reached by
directly into the combustion chamber which then vaporise due to heat available in
combustion chamber. Mixing of fuel and air takes place inside the combustion
chamber and hence charge which has stoichiometric ratio within the combustible
might arise in which the vaporization of fuel is limited due to cold combustion
This results in accumulation of fuel inside combustion chamber. This fuel after
certain cycle then detonates, producing tremendous power. This might occur while
1. Compression ratio: With the increase in compression ratio reduces ignition lag, a
higher pressure increases density resulting in closer contact of the molecules which
2. Inlet air temperature: With the increase in inlet temperature increases the air
and thus reduces ignition lag. The increase in engine speed increases turbulence and
4. Jacket water temperature: With the increase in jacket water temperature also
The engine performance viz., power output, economy etc. is greatly dependent on
the effectiveness of the fuel-injection system. The injection system has to perform
the important duty of initiating and controlling the combustion process.When the
fuel is injected into the combustion chamber towards the end of compression
stroke, it is atomized into very fine droplets. These droplets vaporize due to heat
transfer from the compressed air and form a fuel-air mix¬ture. Due to continued
heat transfer from hot air to the fuel, the temperature reaches a value higher than
its self-ignition temperature. This causes the fuel to ignite spontaneously initiating
cylinder and then fuel is injected into the cylinder by means of a fuel-injection
system. For producing the required pressure for atomizing the fuel either air or a
mechanical means is used. Accordingly the injection systems can be classified as:
compressor. This causes an increase in engine weight and reduces the brake
power output further. One advantage that is claimed for the air injection system is
good mixing of fuel with the air with resultant higher mean effective pressure.
Another is the ability to utilize fuels of high viscosity which are less expensive than
those used by the engines with solid injection systems. These advantages are off-
system obsolete.
without the aid of compressed air. Hence, it is also called airless mechanical
injection or solid injection system. Solid injection systems can be classified as:
Distributor system
The details of the individual pump and nozzle system are shown in Fig.3.20(a)
and (b). In this system, each cylinder is provided with one pump and one
injector. In this arrangement a separate metering and compression pump is
provided for each cylinder. The pump may be placed close to the cylinder as
shown in Fig.3.20(a) or they may be arranged in a cluster as shown in
Fig.3.20(b). The high pressure pump plunger is actuated by a cam, and
pro¬duces the fuel pressure necessary to open the injector valve at the correct
time. The amount of fuel injected depends on the
6/10/2017 effective
Naphis stroke of the
Ahamad(ME)JIT 38
Unit Injector System:
The unit injector system as shown in Fig.3.21, is one in which the pump and
the injector nozzle are combined in one housing. Each cylinder is provided
with one of these unit injectors. Fuel is brought up to the injector by a low
pressure pump, where at the proper time; a rocker arm actuates the plunger
and thus injects the fuel into the cylinder. The amount of fuel injected is
regulated by the effective stroke of the plunger. The pump and the injector can
be integrated in one unit as shown in Fig
6/10/2017 Naphis Ahamad(ME)JIT 39
c) Common Rail System:
In the common rail system as shown in Fig,a HP pump supplies fuel, under high
pressure, to a fuel header. High pressure in the header forces the fuel to each of
the nozzles located in the cylinders. At the proper time, a mechanically operated
(by means of a push rod and rocker arm) valve allows the fuel to enter the proper
cylinder through the nozzle. The pressure in the fuel header must be that, for
which the injector system was designed, i.e., it must enable to penetrate and
disperse the fuel in the combustion chamber. The amount of fuel entering the
cylinder is regulated by varying the length of the push rod stroke. A high pressure
pump is used for supplying fuel to a header, from where the fuel is metered by
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injectors (assigned one per cylinder).
d) Distributor
System:
nitrogen oxides and smoke particulates were identified as the main air pollutants.
Now, carbon dioxide has been added to the list of harmful gaseous emissions due
to its global warming effect. Initially, to solve the local air pollution problem during
1960s efforts were mainly focused on reduction of CO from gasoline vehicles and
vehicles. Another area of priority attention was the prevention of blue smoke
fuel ratio. It was followed by control and adjustment of other engine parameters
such as mixture control under idling, acceleration and deceleration, spark timing,
head gasket to minimize crevice volume, cams, valves etc. Positive crankcase
ventilation (PCV) system was introduced on gasoline vehicles during mid 1960’s to