Combustion & Combustion

Chamber Design

Lecture-5
By Zewdie Alemayehu
Automotive Engineering
December 2021
 Introduction
 Combustion is a chemical reaction in which certain elements
of the fuel like hydrogen and carbon combine with oxygen
liberating heat energy and causing an increase in
temperature of the gases
 The conditions necessary for combustion are the presence of
 combustible mixture (Fuel +oxidizer)
 some means of initiating the process
 The process of combustion in engines generally takes place
either in
 a homogeneous or
 a heterogeneous fuel vapor-air mixture depending on the type of
engine.
 Introduction
 HOMOGENEOUS MIXTURE
 In spark-ignition engines a nearly homogeneous mixture of air and
fuel is formed in the carburettor
 In a homogeneous gas mixture the fuel and oxygen molecules are
more or less, uniformly distributed.
 Once the fuel vapor-air mixture is ignited, a flame front appears and
rapidly spreads through the mixture
 The flame propagation is caused by heat transfer and diffusion of
burning fuel molecules from the combustion zone to the adjacent
layers of unburnt mixture
 The velocity with which the flame front moves, with respect to the
unburned mixture in a direction normal to its surface is called the
normal flame velocity
 Introduction
 HETEROGENEOUS MIXTURE
 In a heterogeneous gas mixture, the rate of combustion is determined
by
 the velocity of mutual diffusion of fuel vapours and air
 the rate of chemical reaction is of minor importance
 Self-ignition or spontaneous ignition of fuel-air mixture, at the high
temperature developed due to higher compression ratios, is of
primary importance in determining the combustion characteristics
 When the mixture is heterogeneous the combustion can take place in
an overall lean mixture since, there are always local zones where Φ
varies between 1.0 and 1.2 corresponding to maximum rate of
chemical reaction.
 Ignition starts in this zone and the flame produced helps to burn the
fuel in the adjoining zones where the mixture is leaner.
 Combustion in S.I. Engines
 The fuel and air are homogeneously mixed together in the intake
system inducted in to the cylinder and mixed with residual gases,
then compressed
 Under normal operating condition, combustion is initiated towards
the end of compression stroke at the spark plug by an electric
discharge
 A turbulent flame develops following the ignition and propagates
through this premixed charge (fuel +air +residual gas)
 Combustion in the SI engine may be broadly divided in to two
general types.
 Normal Combustion
 Abnormal Combustion
Stages of Combustion in SI Engine
 From the theoretical pressure-crank angle diagram
 a-b Compression process
 b-c Combustion process
 c-d Expansion process
 The entire pressure rise during combustion takes place
at constant volume, i.e. at TDC

However in actual engine this

does not happen.
 Stages of Combustion in SI Engine
 The 3 stages Actual engine combustion process
 Point A is the point of passage of spark (say 200bTDC)
 Point B is the point at which the beginning of pressure rise can
be detected (say 80 bTDC)

Point C the attainment of peak

pressure.

AB-First stage (Delay Period)

BC- Second stage (flame Propa)
CD -Third stage (wall Quenching)
Stages of Combustion in SI Engine
 The first stage (A-B) (Delay period)
 is referred to as the ignition lag or preparation phase in
which growth and development of a self propagating
nucleus of flame takes place
 This is a chemical process depending upon
 both temperature and pressure,
 the nature of the fuel and
 the proportion of the exhaust residual gas.
 the relationship between the temperature and the rate of
reaction.
Stages of Combustion in SI Engine
 The second stage (B-C) (flame Propagation)
 is a physical one and it is concerned with the spread of the
flame throughout the combustion chamber.
 The starting point of the second stage is where the first
measurable rise of pressure is seen on the indicator diagram
i.e., the point where the line of combustion departs from the
compression line (point B).
 During the second stage the flame propagates practically at a
constant velocity.
 Heat transfer to the cylinder wall is low, because only a small
part of the burning mixture comes in contact with the cylinder
wall during this period.
Stages of Combustion in SI Engine
 The rate of heat-release depends largely on
 the turbulence intensity and also
 the reaction rate which is dependent on the mixture
composition
 The rate of pressure rise is proportional to the rate of heat-
release because during this stage, the combustion chamber
volume remains practically constant
Stages of Combustion in SI Engine
 The third stage (wall quenching)
 is usually taken as the instant at which the maximum
pressure is reached on the indicator diagram (point C).
 The flame velocity decreases during this stage.
 The rate of combustion becomes low due to lower flame
velocity and reduced flame front surface.
 Since the expansion stroke starts before this stage of
combustion, with the piston moving away from the top de
centre, there can be no pressure rise during this stage.
 Fuel-Air Ratio
 The fuel-air ratio has a very significant influence on the flame
speed
 The highest flame velocities (minimum time for complete
combustion) are obtained with somewhat richer mixture
(point A)
When the mixture is made leaner or
richer the flame speed decreases

Less thermal energy is released in the

case of lean mixtures resulting in lower
flame temperature.

Very rich mixtures lead to incomplete

combustion which results again in the
release of less thermal energy
Temperature and Pressure
 Flame speed increases with an increase in intake
temperature and pressure.
 A higher initial pressure and temperature may help
to form a better homogeneous air-vapors mixture
which helps in increasing the flame speed.
 This is possible because of an overall increase in
the density of the charge.
Compression Ratio
 A higher compression ratio increases the pressure and
temperature of the working mixture which reduce the initial
preparation phase of combustion and hence less ignition advance
is needed.
 High pressures and temperatures of the compressed mixture also
speed up the second phase of combustion.
 Increased compression ratio reduces the clearance volume and
therefore increases the density of the cylinder gases during
burning.
 This increases the peak pressure and temperature and the total
combustion duration is reduced.
 Thus engines having higher compression ratios have higher flame
speeds.
 Engine Output
 The cycle pressure increases when the engine out put is increased.
With the increased throttle opening the cylinder gets filled to a higher
density.
 This results in increased flame speed. When the output is decreased
by throttling, the initial and final compression pressures decrease and
the dilution of the working mixture increases.
 The smooth development of self-propagating nucleus of flame
becomes unsteady and difficult.
 The main disadvantages of SI engines are the poor combustion at low
loads and the necessity of mixture enrichment (c/> between 1.2 to 1.3)
which causes wastage of fuel and discharge of unburnt hydrocarbon
and the products of incomplete combustion like carbon monoxide etc.
in the atmosphere.
Engine Size
 The size of the engine does not have much effect on the
rate of flame propagation.
 In large engines the time required for complete combustion
is more because the flame has to travel a longer distance.
This requires increased crank angle duration during the
combustion.
 This is one of the reasons why large sized engines are
designed to operate at low speeds.
 ABNORMAL COMBUSTION
 In normal combustion, the flame initiated by the spark
travels across the combustion chamber in a fairly
uniform manner.
 Under certain operating conditions the combustion
deviates from its normal course leading to loss of
performance and possible damage to the engine.
 This type of combustion may be termed as an abnormal
combustion or knocking combustion.
 The consequences of this abnormal combustion process
are the loss of power, recurring pre-ignition and
mechanical damage to the engine.
Knock In SI Engines
 In a spark-ignition engine combustion which is initiate between
the spark plug electrodes spreads across the combustible
mixture.
 A definite flame front which separates the fresh mixture from the
products of combustion travels from the spark plug to the other
end of the combustion chamber.
 Heat-release due to combustion increases the temperature and
consequently the pressure, of the burned part of the mixture
above those of the unburned mixture
 In order to effect pressure equalization the burned part of the
mixture will expand, and compress the unburned mixture
adiabatically thereby increasing its pressure and temperature
Knock In SI Engines
 If the temperature of the unburnt mixture exceeds the
self-ignition temperature of the fuel and remains at or
above this temperature during the period of pre-flame
reactions (ignition lag), spontaneous ignition or auto-
ignition occurs at various pin-point locations. This
phenomenon is called knocking. The process of auto-
ignition leads towards engine knock.
 Normal Combustion
 In the normal combustion the flame travels across the combustion chamber from A
towards D.
 The advancing flame front compresses the end charge BB'D farthest from the spark
plug, thus raising its temperature.
 The temperature is also increased due to heat transfer from the hot advancing
flame-front
 Also some pre-flame oxidation may take place in the end charge leading to further
increase in temperature.
 In spite of these factors if the temperature of the end charge had not reached its
self-ignition temperature, the charge would not autoignite and the flame will
advance further and consume the charge BB'D.
Combustion Chambers For SI Engines
 The design of the combustion chamber for an SI engine has an important
influence on the engine performance and its knocking tendencies.
 The design involves
 the shape of the combustion chamber,
 the location of spark plug and
 the location of inlet and exhaust valves.
 Because of this importance, the combustion chamber design has been a
subject of considerable amount of research and development in the last
fifty years.
 It has resulted in the raising of the compression ratio of the engine from 4
before the first world war period to 11 in the present times with special
combustion chamber designs and suitable antiknock fuels
Combustion Chambers For SI Engines

 The important requirements of an SI engine

combustion chamber are
 to provide high power output with minimum
octane requirement,
 high thermal efficiency and
 smooth engine operation.
Combustion Chambers For SI Engines
 Smooth Engine Operation
 The aim of any engine design is to have a smooth operation and
a good economy.
 These can be achieved by the following:
 Moderate Rate of Pressure Rise:
 The rate of pressure rise can be regulated such that the greatest
force is applied to the piston as closely after TDC on the power
stroke as possible, with a gradual decrease in the force on the
piston during the power stroke.
 The forces must be applied to the piston smoothly, thus limiting
the rate of pressure rise as well as the position of the peak
pressure with respect to TDC.
 Combustion Chambers For SI Engines
 Reducing the Possibility of Knocking:
 Reduction in the possibility of knocking in an engine can be
achieved by,
 Reducing the distance of the flame travel by centrally locating the
spark plug and also by avoiding pockets of stagnant charge.
 Satisfactory cooling of the spark plug and of exhaust valve area which
are the source of hot spots in the majority of the combustion
chambers.
 Reducing the temperature of the last portion of the charge, through
application of a high surface to volume ratio in that part where the last
portion of the charge burns. Heat transfer to the combustion chamber
walls can be increased by using high surface to volume ratio thereby
reducing the temperature.
 Combustion Chambers For SI Engines
 High Power Output and Thermal Efficiency
 This can be achieved by considering the following factors:
 A high degree of turbulence is needed to achieve a high flame
front velocity.
 Turbulence is induced by inlet flow configuration or squish.
 Squish can be induced in spark-ignition engines by having a bowl
in piston or with a dome shaped cylinder head.
 Squish is the rapid radial movement of the gas trapped in between
the piston and the cylinder head into the bowl or the dome.
Combustion Chambers For SI Engines
 High volumetric efficiency,
 more charge during the suction stroke, results in an increased
power output.
 This can be achieved by providing ample clearance around the
valve heads,
 large diameter valves and straight passages with minimum
pressure drop.
 Any design of the combustion chamber
 that improves its anti-knock characteristics permits the use of a
higher compression ratio resulting in increased output and
efficiency.
Combustion Chambers For SI Engines
 A compact combustion chamber
 reduces heat loss during combustion and increases the thermal
efficiency.
 Different types combustion chambers have been developed over a
period of time Some of them are shown in Fig.
 T-Head Type
 L-Head Type
 I-Head Type or Overhead Valve
 F-Head Type
Combustion Chambers For SI Engines
 T-Head Type:
 The T-head combustion chambers were
used in the early stage of engine
development.
 Since the distance across the combustion
chamber is very long, knocking tendency is
high in this type of engines.
 This configuration provides two valves on
either side of the cylinder, requiring two
camshafts. From the manufacturing point of
view, providing two camshafts is a
disadvantage.
Combustion Chambers For SI Engines
 L-Head Type:
 A modification of the T-head type of
combustion chamber is the L-head type
which provides the two valves on the same
side of the cylinder and the valves are
operated by a single camshaft.
 It is easy to lubricate the valve mechanism
With the detachable head it may be noted
that the cylinder head can be removed
without disturbing valve gear etc.
 The main objectives of the Ricardo's turbulent
head design, Fig (c), axle to obtain fast flame
speed and reduced knock
Combustion Chambers For SI Engines
 I Head Type or Overhead Valve:
 in which both the valves are located on the cylinder
head.
 The overhead valve engine is superior to a side valve
or an L-head engine at high compression ratios. Some
of the important characteristics of this type of valve
arrangement are:
 less surface to volume ratio and therefore less heat loss
 less flame travel length and hence greater freedom from
knock
 higher volumetric efficiency from larger valves or valve
lifts
 confinement of thermal failures to cylinder head by
keeping the hot exhaust valve in the head instead of the
cylinder block
Combustion Chambers For SI Engines
 F-Head Type:
 The F-head type of valve arrangement is a
compromise between L-head and I-head types.
 Combustion chambers in which one valve is in
the cylinder head and the other in the cylinder
block are known as F-head combustion
chambers
 Modern F-head engines have exhaust valve in
the head and inlet valve in the cylinder block.
 The main disadvantage of this type is that the
inlet valve and the exhaust valve are separately
actuated by two cams mounted on to camshafts
driven by the crankshaft through gears.
Combustion In C.I. Engines
 Combustion In C.I. Engines
 There are certain basic differences existing between
the combustion process in the SI and CI engines.
 In the SI engine,
 a homogeneous carbureted mixture of gasoline vapor and
air, in a certain proportion, is compressed (compression
ratio 6:1 to 10:1) and
 the mixture is ignited at one place before the end of the
compression stroke means of an electric spark.
 A single flame front progresses through the air-fuel
mixture after ignition.
Combustion In C.I. Engines
 In the CI engine,
 only air is compressed through a high compression ratio (16:1
to 20:1) raising its temperature and pressure to a high value.
 Fuel is injected through one or more jets into this highly
compressed air in the combustion chamber.
 the fuel jet disintegrates into a core of fuel surrounded by a
spray envelope of air and fuel particles
 This spray envelope is created both by the atomization and
vaporization of the fuel.
 The turbulence of the Air in the combustion chamber passing
across the jet tears the fuel particles from the core. A mixture
of air and fuel forms at some location in the spray envelope
and oxidation starts.
 Combustion In C.I. Engines
 As soon as this vapor and the air reach the level of the auto-
ignition temperature and if the local AI F ratio is within the
combustible range, ignition takes place.
 Thus, it is obvious that at first there is a certain delay period
before ignition takes place.
 the fuel-air mixture is essentially heterogeneous.
 If the air within the cylinder were motionless under these
conditions, there will not be enough oxygen in the burning
zone and burning of the fuel would be either slow or totally fail
as it would be surrounded by its own products of combustion
 Combustion In C.I. Engines
 an orderly and controlled movement must be imparted to the
air and the fuel so that a continuous flow of fresh air is
brought to each burning droplet and the products of
combustion are swept away.
 This air motion is called the air swirl
Combustion In C.I. Engines
 In an SI engine
 the turbulence is a disorderly air motion with t no general
direction of flow
 In an CI engine
 the swirl which is required in CI engines, is an orderly
movement of the whole body of air with a particular
direction of flow and it assists the breaking up of the fuel
jet.
 Intermixing of the burned and unburned portions of the
mixture also takes place due to this swirl
 Combustion In C.I. Engines
 In the SI engine,
 the ignition occurs at one point with a slow rise in
pressure whereas
 In the CI engine,
 the ignition occurs at many points simultaneously with
consequent rapid rise in pressure.
 In contrast to the process of combustion in SI engines,
there is no definite flame front in CI engines.

 Combustion In C.I. Engines
 In an SI engine,
 the air-fuel ratio remains close to stoichiometric value from no
load to full load.
 In a CI engine,
 irrespective of load, at any given speed, an approximately
constant supply of air enters the cylinder.
 With change in load, the quantity of fuel injected is changed,
varying the air-fuel ratio.
 The overall air-fuel ratio thus varies from about 18:1 at full load
to about 80:1 at no load.
 the CI engine is always designed to operate with an excess air,
of 15 to 40% depending upon the application
Combustion In C.I. Engines
 The power output curve for a typical CI engine operating at
constant speed is shown in Fig.
 The approximate region of AI F ratios in which visible black
smoke occurs is indicated by the shaded area.
 Stages Of Combustion In CI Engines

 The combustion in a CI engine is considered to be taking

place in four stages
 Ignition delay period
 Rapid combustion
 Controlled combustion and
 After-burning.
 Ignition Delay Period
 The ignition delay period is also called the preparatory phase during which
some fuel has already been admitted but has not yet ignited.
 The time when the first droplet of fuel hits the hot air in the combustion
chamber and the time it starts through the actual burning phase. This period
is known as the ignition delay period
 This period is counted from the start of injection to the point where the
pressure time curve separates from the motoring curve indicated as start of
combustion.
 The delay period in the CI engine exerts a very great influence on both
engine design and performance.
 It is of extreme importance because of its effect on both
 the combustion rate knocking
 engine starting ability the presence of smoke in the exhaust.
 Ignition Delay Period
 Point a
 represents the time of
injection
 Point b
 represents the time at
which the pressure
curve (caused by
combustion) first
separates from the
motoring curve
 Ignition Delay Period
 The ignition delay period can be divided into two parts,
 the physical delay and
 the chemical delay.
 Physical Delay:
 The physical delay is the time between the beginning of injection
and the attainment of chemical reaction conditions.
 During this period,
 the fuel is atomized,
 vaporized,
 mixed with air and
 raised to its self-ignition temperature.
Ignition Delay Period
 This physical delay depends on
 the type of fuel,
 for light fuel the physical delay is small while
 for heavy viscous fuels the physical delay is high.
 Injection Pressure
 The physical delay is greatly reduced by using high injection
pressures
 Combustion chamber temperatures and
 Turbulence to facilitate
 breakup of the jet and
 improving evaporation.
 Ignition Delay Period
 Chemical Delay:
 During the chemical delay, reactions start slowly and then
accelerate until inflammation or ignition takes place.
 Generally, the chemical delay is larger than the physical delay.
 it depends on
 the temperature of the surroundings
 At high temperatures, the chemical reactions are faster and the
physical delay becomes longer than the chemical delay.
 It is clear that, the ignition lag in the SI engine is essentially
equivalent to the chemical delay for the CI engine.
 In most CI engines the ignition lag is shorter than the duration of
injection.
Factors Affecting The Delay Period
 Many design and operating factors affect the delay
period. The important ones are:
 compression ratio
 engine speed
 output
 atomization of fuel and duration of injection
 injection timing
 quality of the fuel
 intake temperature
 intake pressure
 Factors Affecting The Delay Period
 Compression Ratio
 The increase in the compression temperature of the air with
increase in compression ratio evaluated at the end of the
compression stroke is shown in
The increase in the compression
temperature as well as the decrease in the
minimum auto-ignition temperature
decreases the delay period

The peak pressure during the combustion

process is only marginally affected by the
compression ratio (because delay period is
shorter with higher compression ratio and hence
the pressure rise is lower).
Factors Affecting The Delay Period
 Engine Speed
 the decrease in delay period in terms of milliseconds with increase in
engine speed in a variable speed operation with a given fuel.
 With increase in engine speed, the loss of heat during compression
decreases, resulting in the rise of both the temperature and pressure of
the compressed air thus reducing the delay period in milliseconds

in degrees of crank travel the

delay period increases as the
engine operates at a higher rpm
at high speeds, there will be
more fuel present in the cylinder
to take part in the second stage
of uncontrolled combustion
resulting in high rate of pressure
rise
Factors Affecting The Delay Period
 Output
 With an increase in engine output the air-fuel ratio
decreases, operating temperatures increase and hence
delay period decreases.
 The rate of pressure rise is unaffected but the peak
pressure reached may be high.
 Atomization and Duration of Injection
 Higher fuel-injection pressures increase the degree of
atomization. The fineness of atomization reduces ignition delay,
due to higher surface volume ratio
Factors Affecting The Delay Period
 Injection Timing
 As the pressure and
temperature at the beginning
of injection are lower for
higher ignition advance,
 the delay period increases
with increase in injection
advance
 The optimum angle of
injection advance depends ,
on many factors but generally
it is about 200bTDC.
Factors Affecting The Delay Period
 Quality of Fuel
 Self-ignition temperature is the most important property
of the fuel which affects the delay period.
 A lower self-ignition temperature results in a lower delay
period. ,
 fuels with higher cetane number give lower delay period
and smoother engine operation.
 Other properties of the fuel which affect the delay period
are volatility, latent heat, viscosity and surface tension.
Factors Affecting The Delay Period
 Intake Temperature
 Increase in intake temperature increases the compressed air
temperature resulting in reduced delay period.
 However preheating of the charge for this purpose would be
undesirable because it would reduce the density of air
reducing the volumetric efficiency and power output
 Intake Pressure
 Increase in intake pressure or supercharging reduces the
autoignition temperature and hence reduces the delay period.
 KNOCK IN CI ENGINES
 The phenomenon is similar to that in the SI engine.
 in the SI engine,
 knocking occurs near the end of combustion
 in the CI engine,
 knocking occurs near the beginning of combustion.
 In order to decrease the tendency of knock
 it is necessary to start the actual burning as early as possible after the
injection begins.
 In other words, it is necessary to decrease the ignition delay and
 thus decrease the amount of fuel present when the actual burning of
the first few droplets start.
Comparison Of Knock In SI & CI Engines
 knocking in SI engines and CI engines is fundamentally
due to the auto-ignition of the fuel-air mixture. In both the
cases, the knocking depends on the auto-ignition lag of the
fuel-air mixture
Comparison Of Knock In SI & CI Engines
 Auto-Ignition
 In spark-ignition engines
 the auto-ignition of the end gas away from the spark plug, most
likely near the end of the combustion causes knocking.
 In compression-ignition engines
 the auto-ignition of the charge causing knocking is at the start
of combustion
Comparison Of Knock In SI & CI Engines

 homogeneous Charge
 In spark-ignition engine
 the charge that auto-ignites is homogeneous and
therefore intensity of knocking or the rate of pressure
rise at explosive auto-ignition is likely to be more than
that in CI engines where the fuel and air are not
homogeneously mixed even when explosive auto-
ignition of the charge occurs.
 Therefore, it is often called detonation in SI engines
Comparison Of Knock In SI & CI Engines

 In compression-ignition engines,
 only air is compressed during the compression
stroke and the ignition can take place only after fuel
is injected just before the top dead centre.
 Thus there can be no pre-ignition in compression
ignition engines as in spark-ignition engines.
Comparison Of Knock In SI & CI Engines
 It has already been pointed out that, the normal process of combustion in C.I
engines is by auto-ignition. And thus normal rate of pressure rise for the first part
of the charge for C.I are higher than those for spark- ignition engine, in terms of
per degree crank rotation. And normally, audible knock is always present in
compression-ignition
 Thus when the audible noise becomes severe and causes heavy
vibrations in the engine, it is said that the engine knocking
 A definite demarcation between normal combustion and knocking
combustion is very difficult. The rate of pressure rise may be as high
as 10 bar per degree crank rotation in C.I engines
 The factors that tend to increase autoignition reaction time and
prevent knock in SI engines promote knock in CI engines
Comparison Of Knock In SI & CI Engines
 a good fuel for spark-ignition engine is a poor fuel for
compression-ignition engine
 Combustion Chambers For CI Engines
 The most important function of the CI engine combustion chamber
 is to provide proper mixing of fuel and air in a short time.
 In order to achieve this, an organized air- movement called the swirl is
provided to produce high relative velocity between the fuel droplets and
the air
 The onset of combustion will cause an added turbulence that can be
guided by the shape of the combustion chamber
 Since the turbulence is necessary for better mixing, and
the fact that it can be controlled by the shape of the
combustion chamber,
Combustion Chambers For CI Engines

 CI engine combustion chambers are classified into two

categories
 Direct-Injection (DI)
 Indirect-Injection (IDI)
 Direct-Injection (DI)
 This type of combustion chamber is also called an open
combustion chamber.
 In this type the entire volume of the combustion chamber is
located in the main cylinder and the fuel is injected into this
volume
Combustion Chambers For CI Engines

Direct-Injection (DI) Combustion

Chamber

Open combustion chamber.

Combustion Chambers For CI Engines
 Direct-Injection (Open Combustion Chamber)
 The main advantages of this type of chambers are:
 Minimum heat loss during compression because of lower
surface area to volume ratio and hence, better efficiency.
 No cold starting problems.
 Fine atomization because of multi hole nozzle.
 The drawbacks of these combustion chambers are:
 High fuel-injection pressure required and hence complex design
of fuel-injection pump.
 Necessity of accurate metering of fuel by the injection system,
particularly for small engines.
Combustion Chambers For CI Engines
 Indirect-Injection (IDI) Type:
 In this type of combustion chambers, the combustion space is divided
into two parts, one part in the main cylinder and the other part in the
cylinder head.
 The fuel-injection is effected usually into that part of the chamber
located in the cylinder head.
 These chambers are classified further into:
 Swirl chamber
 in which compression swirl is generated.
 Pre combustion chamber
 in which combustion swirl is induced.
 Air cell chamber
 in which both compression and combtion swirl are induced
Combustion Chambers For CI Engines

Indirect-Injection (IDI)
Combustion Chamber
Combustion Chambers For CI Engines
 The main advantages of the indirect-injection combustion
chambers are:
 injection pressure required is low
 direction of spraying is not very important.
 These chambers have the following serious drawbacks
which have
 made its application limited.
 Poor cold starting performance requiring heater plugs.
 Specific fuel consumption is high because there is a loss of
pressure due to air motion through the duct and heat loss due
to large heat transfer area.