Compression

Ignition
Engines
Combustion
In
CI Engines
Learning Objectives:
• To understand combustion phenomenon in CI engines &
combustion stages
• To understand effect of various factors on combustion
Combustion Stages In CI Engines
 Combustion Stages In CI Engines

A- Fuel Injection p E
commences
D F
E- Fuel Injection
terminates

A C
B

70 60 50 40 30 20 10 0 10 20 30 40 50 60 70
Compression Stroke TDC Power Stroke θ
 Combustion Stages In CI Engines
• Air is compressed
during compression
stroke and raised to
higher pr & temp by
using CR from
16 to 20
• Temp of air attained
(450-550°C) is far
above SIT
(270-300°C) of diesel
• Fuel is injected at very
high pr (120-300 bar)
at about 20-35° before
TDC. Point A represents
the time, at which fuel injection starts
Combustion Stages In CI Engines
1. First Stage : Ign Delay (AC)
• Fuel leaves the nozzle in
the form of liquid jet and
atomized, vaporized &
mixed with hot air
• During vaporization, fuel
receives its latent heat
from air in comb chamber
and this causes slight drop
in temp & hence pressure
in cyl as shown by curve A-B
• As soon as vaporization is
over, pre-flame reactions
start. During this, energy is
released at slow rate & pr
starts building up (point C)
• Time interval between start of fuel injection and commencement
of combustion is called Delay Period (AC)
Combustion Stages In CI Engines
1. First Stage (Contd) :
Ign Delay (AC)
• Physical Delay Period(A-B):
Time interval from start
of injection of fuel to
attainment of SIT, during
which fuel is atomized,
vaporized and mixed
with air

• Chemical Delay Period(B-C):

After physical delay, the
time interval up to the
time, fuel auto-ignites
and flame appears.
During this, pre-flame
reactions take place
Combustion Stages In CI Engines
2. II Stage : Period of
Uncontrolled Combustion (C-D)
• After delay pd, flames appear
at one or more locations as
A/F mixture is heterogenous
• Due to this, either mixture will
burn by advancing flames or
auto-ignite in different locations
• Fuel, which is accumulated
during delay period is now
ready for comb and it will burn
at extremely rapid rate causing
steep rise in pr & temp
• Rate of pr rise depends upon fuel injected and accumulated
• Longer the delay period, larger will be fuel accumulation and
hence higher would be rate of pressure rise
• During this period, it is difficult to control fuel burning rate and
hence it is called Uncontrolled Combustion (Curve C-D)
Combustion Stages In CI Engines
3. III Stage : Period of
Controlled Combustion (D-E)
• Once fuel accumulated during
delay period is burnt in the pd
of uncontrolled combustion,
temp & pr in cyl are so high
that further quantity of fuel
injected will burn immediately
as soon as it leaves the nozzle

• Therefore, rate of pr rise

can now be controlled by
controlling the rate of fuel
injection
• This is known as period of
controlled combustion shown
by curve D-E
Combustion Stages In CI Engines
4. IV Stage : After-Burning (E-F)
After-Burning
• Theoretically, combustion is
completed at the point of
max pr attained during the
cycle at point E few degrees Fired Cycle
after TDC

• However, burning continues

during expansion stroke due
to heterogeneity of mixture.
This phase is known as
After-burning
Effects of Engine Variables on Delay Period
Intake Pr : Delay period reduces with increase in
Intake Pressure
Intake Temp: Delay period reduces with increase in
Temp
Compression Ratio: Increase in CR increases density,
pressure & temp, hence delay period reduces
Engine Speed: With increase in engine speed N, delay
period increases
Engine Load: With increase in engine load, combustion
gases temp increases, hence delay period reduces

Eng Size: No effect on delay period in terms of time.

However, larger engines operate at lower speed,
hence delay period is smaller
Effects of Engine Variables on Delay Period
Cooling Water Temp: Increased water temp increases
temp in the cylinder, hence Delay period reduces

Injection Pressure: Increase in injection pressure

results in better atomization of fuel, hence delay
period reduces
Injection Timing: Advancing injection timing, delay
period increases, since pressure & temp in the
cylinder are low.
Retarding injection time, delay period reduces, which
shall result in poor engine efficiency

Nature of Fuel: Higher SIT, higher will be delay period

Learning Objectives:
• To understand knocking phenomenon in CI engines
• To understand effect of knocking and its control & comparison
with SI engines
 Knocking In CI Engines
• In CI engines, it is the first part of the charge, which
produces knock and rough running of the engine
• In CI engines, the fuel is injected and its combustion
is by auto-ignition
• If delay period is long, large amount of fuel shall be
injected and accumulated in combustion chamber
during this delay period
• During the period of uncontrolled comb, fuel thus
accumulated suddenly explodes, which gives
very high rate of pressure rise
• A very high rate of pressure rise is as good as
sudden increase in load on the engine structure
 Knocking In CI Engines (Contd)
• Sudden increased pressure of gases gives direct blow
on engine structure during pressure equalization
process

• A thudding sound is heard from this impact.

This noise is called knock
• Knock in CI engines will have the same damaging
effects on engines as detonation in SI engines

IMPORTANT:
Engine variables, which tend to reduce the delay
period, reduce knocking in CI engines
 Comparison of Knocking in SI & CI Engines
1. In SI engines, it is the end gas in the comb
chamber, which is responsible for detonation, if
delay period and flame speed are low
But in CI engines , it is the first part of the charge,
which is responsible for producing knock, if delay
period is large resulting in large accumulation of
fuel injected
2. To reduce detonation in SI engs, delay period should
be large
Whereas in CI engines, delay period should be as
Small as possible

3. Variables, which promote detonation in SI engines,

tend to reduce knocking in CI engines
 Comparison of Knocking in SI & CI Engines
4. Whereas in SI engines, it is the auto-ignition of end
gas due to its smaller delay period, which produces
opposite pressure wave to the normal pressure rise
due to spark, resulting in detonation

A very high rate of pressure rise due to auto-ignition

of fuel accumulated during long delay period in
CI engines amounts to a direct blow on piston
producing diesel knock

5. When the engine is overloaded, SI engines have

rough running;
While CI engines run smoothly
Factors Reducing Knocking In SI & CI Engines

SNo Factors SI Engines CI Engines

1 Compression Ratio Low High
2 Inlet Temp Low High
3 Inlet Pressure Low High
4 Fuel SIT High Low
5 Delay Period Long Short
6 Engine Load Low High
7 Combustion Wall Temp Low High
8 Speed High Low
9 Cylinder Size Small Large
Learning Objectives:
• To understand various types of combustion chambers
Objectives of Comb Chamber Design : CI Engs
For efficient comb, it is necessary that fuel is
atomized, vaporized and properly mixed with air in
a very short period (as the fuel is injected just few
degrees before TDC during compression stroke)
Therefore , mixing of fuel and air is of great
importance in CI engines to obtain desired power
output, efficiency and short delay period for smooth
running of engine. Hence, main objectives are:
• Fine atomization of fuel
• Proper mixing of fuel and air
• Generating requisite turbulence
• Complete burning of fuel to obtain max efficiency
• Low S/V ratio to reduce heat losses for higher efficiency
• Short delay period for smooth operation of the engine
 Air Swirl In CI Combustion Chamber
For proper mixing of fuel & air in combustion chamber
in shortest period, various methods of air movement
are employed. Organized movement of air (for this
purpose ) is called ‘Air Swirl’.
1. Induction Swirl:
• Flow of air is directed in desired direction through a
port tangential to piston top by masking one side of
inlet valve, permitting the air flow only around part
of periphery of the valve
• Another method is by casting a lip on one side of the
inlet valve. Above methods, however, reduce
volumetric efficiency
• Induction swirl methods are employed in Open /
Direct / Non-turbulent combustion chambers
• Injection pr around 550 bar; Peak pressure 60 bar
Air Swirl In CI Combustion Chamber

Inlet Valve Tangential

Port Entry of Air
Air Swirl In CI Combustion Chamber

Masking
Air Swirl In CI Combustion Chamber

Air
Lip
Air Swirl In CI Combustion Chamber

Air Squish
 Air Swirl In CI Combustion Chamber
2. Compression Swirl:
• Air is forced through a tangential passage in to
separate swirl chamber during compression stroke

• Swirl chamber is about 50% of Vc (Clearance vol)

• Max combustion takes place in swirl chamber

• Compression swirl is used in Swirl Combustion

Chambers
• Peak pressure is around 50 bar

• Injection pressure is about 350 bar

 Air Swirl In CI Combustion Chamber
3. Combustion Induced Swirl:
• A small pressure rise is obtained by combustion of
air-fuel mixture in separate cell and then it is forced
through a small hole at very high velocity to create
swirl in the combustion chamber

• Used in pre-combustion and air cell combustion

chamber design
 Classification of Combustion Chambers
1. Non-Turbulent/Open/Direct (DI) Comb Chambers
• Whole comb chamber as one cavity; same
pressure throughout
• Utilize induction swirl method
• Direct fuel injection in to (main) comb chamber

2. Turbulent/ Indirect (IDI) Combustion Chambers

• Comb chamber divided in to two or more portions

hence pressure difference may exist
• Air induction by air swirl
• No direct fuel injection in main comb chamber
Classification of Combustion Chambers
2. Turbulent/ Indirect Comb Chambers (Contd):
(a) Swirl Comb Chambers
• Employ compression swirl method
• Example: Recardo Swirl comb chamber
(b) Pre-Combustion Chambers
• Employ combustion-induced swirl
• Pre-comb chamber occupies 20-30% of total
combustion space (of Vc)
• Comb starts in pre-comb chamber, however bulk
of comb takes place in main combstion chamber
• Peak pr around 40 bar & injection pressure 150bar
• Popular in German design & employ pintle type
nozzles
Classification of Combustion Chambers
2. Turbulent/ Indirect Comb Chambers (Contd):
(c) Air Cell Combustion Chambers
• Employ comb-induced swirl, however ,more of
turbulence
• Air Cell occupies 10-15% of total combustion
space (of Vc)
• Comb starts in air cell, however bulk of comb
takes place in main comb chamber
• Peak pr around 50 bar & injection pr 300 bar
• Popular in American design
Classification of Combustion Chambers
3. MAN Combustion Chambers:
• Comb chamber of hemispherical shape and in
piston
• Fuel injector inclined and injects fuel directly on
the wall of comb chamber for quick vaporization
• German design
Direct / Open Combustion Chambers
MAN

Open / Direct
Combustion
Chambers

Leyland Motors TATA

Learning Objectives:
• To learn about fuel rating and additives for CI engines
 Rating of Fuels For CI Engines : Cetane Number
• In CI engines, self ignition of AF mixture is important.
Therefore, use of correct fuel is necessary which
self-ignites at precise time in the engine cycle
• Hence, knowledge of fuel ignition delay period is must
as ignition delay (ID) quantifies Cetane Number (CN)
• Larger the CN, shorter is the ID

• Cetane Number (CN) of fuel is defined as the percent

by volume of n-Cetane (hexadecane) (C16H34) in a
mixture of n-Cetane & Alpha-methyl naphthalene
(C10H7CH3), that produces same delay period (ID) as
the standard fuel under same test conditions
 Rating of Fuels For CI Engines : Cetane Number
• Increased delay period promotes knocking. Delay
period is a measure of CN
• Fuel Cetane is straight chain paraffin with good
ignition qualities and is assigned 100 Cetane No
• Hydrocarbon fuel, alpha-methyl naphthalene, having
poor ignition qualities is assigned zero Cetane No
• These two fuels are mixed in desired percent by volume
to obtain fuel of required Cetane No
• For determining CN, a special CI test engine is used
having capability of varying CR while operating
• Fuel to be rated for CN, is injected in to the engine
cylinder during compression stroke at 13° BTDC
 Rating of Fuels For CI Engines : Cetane Number
• CR of engine is then varied until combustion starts at
TDC, giving an ID of 13° of engine crank rotation

• Now, without changing CR, test fuel is replaced with

blend of two standard reference fuels, n-cetane and
alpha methyl naphthalene

• Using two fuel tanks and two flow controls, the blend
of fuel is varied until combustion is again obtained at
TDC, an ID of 13°

• Normal CN for vehicle fuel varies from 40 to 60.

• Strong inverse correlation between CN & ON of fuel

 Additives for CI Engine Fuels
• Additives are used to raise Cetane No of fuels.
These reduce SIT of fuel and delay period and act as
local ignition points

• Examples are:

- Amyl Nitrate

- Ethyl Thionitite

- Amyl Nitrite
Rating of Fuels For CI Engines : Cetane Number
• Cetane Number of fuel is defined as the percent by
volume of Cetane (C16H34) in a mixture of Cetane
& Alpha-methyl naphthalene (C10H7CH3), that
produces same delay period as the standard fuel
under same test conditions on the same CFR engine.
(In SI Eng, Octane +n-hepatane)
• Increased delay period promotes knocking. Delay
period is measured in Cetane No.
• Fuel, Cetane is straight chain paraffin with good
ignition qualities and is assigned 100 Cetane No
• Hydrocarbon fuel, alpha-methyl naphthalene, having
poor ignition qualities is assigned zero Cetane No
• These two fuels are mixed in desired percent by
volume to obtain fuel of required Cetane No
 Additives for CI Engine Fuels
• Additives are used to raise Cetane No of fuels.
These reduce SIT of fuel and act as local
ignition points

• Examples are:

- Amyl Nitrate

- Ethyl Thionitite

- Amyl Nitrite
Learning Objectives:
• To understand fuel supply system for CI engine
• To learn various types of fuel pumps
Fuel Injection System In CI Engines
Requirements
• Meter correct quantity of fuel as per load & speed
• Correct timing of fuel injection
• Controlled rate of fuel injection for max heat release
• Atomize the fuel
• Right spray pattern for rapid mixing of fuel & air
• Homogenous mixture through out comb chamber
• Equal distribution of fuel to all cylinders
• Injection of fuel to start and terminate
instantaneously. No dribbling
 Types of Fuel Injection Systems
Air Injection System
• Fuel injected by high pressure air (70 bar &
above)
• Needs compressor
• Obsolete

Solid Injection/Airless Injection

• Fuel injected directly into cylinder without
compressed air
• Injection pressure from 70 to 300 bar
Common Rail (Solid) Direct Injection
System (CRDi)
Nozzle N1 Accumulator
Hinge
High Pr
N2 N3 N4 Relief
Fuel
Valve

Wedge
High Pr
Fuel
Pump
Needle Valve
Excess
Fuel
Fuel Spray

Cam Twin Filters

Fuel Tank
 Individual Fuel Pump System
Nozzle N1 N2 N3 N4

Control Rod (Connected

To accelerator)
Cam Shaft to
Operate Pump
Plungers High Pressure
P1 P2 P3 P4
Pump Elements

Fuel
Tank

Coarse Filter Low Pr Pump Fine Filter

 Distributor Fuel Pump System
Nozzle N1 N2 N3 N4

D1 D2 D3 D4 Distributor

Gear
HP Pump
Drive

Fuel
Tank

Fine Filter
Coarse Filter LP Pump
 Bosch Fuel Injection Pump
Fuel to Injector (tube)
Plunger Top

One Way
Delivery Valve

Inlet Spill /
Port Control Port
Helix
Fuel

Plunger

Cam Follower

Cam Cam Shaft

 Helix
Stop position when
vertical groove
in front of spill port

Effective stroke
Effective stroke for for full load /
Idling / min fuel max fuel position
position
Effective stroke
For normal load

Pinion

Control Rack
 to Fuel Injector

Inlet Port Spill /

Control Port
Learning Objectives:
• To understand working of distributor type of fuel pump
• To learn about various types of injector nozzles
Distributor Type Fuel Injection Pump
VANE PUMP
H Y D HEAD
CAVITY
PRV
SOLENOID VALVE

NO 1 GALLERY
L L A VALVE
E F D VALVE
SLEEVE

PRESSURE GAUGE
METERING VALVE
NO 2 GALLERY
NO 3 GALLERY

SHOES ROLLER

PUMPING PLUNGER

CHARGING CHAMBER
 Fuel Injectors
Types of Fuel Injectors:
1. Blast Injectors
2. Mechanically operated Injectors
3. Automatic Injectors
• Automobiles engs are fitted with automatic injectors
• Injector consists of a spring loaded needle valve and
is operated hydraulically by pressure of the fuel
• Fuel from the pump is fed to nozzle mouth through
drilling passage
• Fuel pr acts on the differential area of the nozzle valve
which lifts against the spring pr, thus allowing the fuel
to enter the cylinder through micro-holes as spray
 Lock Nut

Fuel
Leak Off Spring

Fuel from
Pump

Plunger
Fuel Passage

Nozzle Body
 Types of Nozzles
Single Hole Nozzle:

• Generally used in Open/DI combustion chambers

• Size of hole around 0.2mm or more

• Hole may be drilled in the centre or at an angle to
the centre line of nozzle to meet specific requirement
of combustion chamber, in which air has direction
• Due to single hole, high injection pressure is needed
• Has tendency to dribble
• Spray angle is very narrow, about 15˚, this being
unfavorable for mixing
 Types of Nozzles
Multi-hole Nozzle:
• Generally used in Open/DI combustion chambers
• Number of holes vary from 4 to 16 and size from
1.5mm to 0.35mm
• Generally, holes are drilled symmetrically but in some
cases it may not be so due to comb chamber design
• High injection pressure (200 to 300 bar) needed
• Good mixing due to high fuel velocity
• Low heat losses due to slow movement of air and
DI combustion chamber gives good cold starting
performance
 Types of Nozzles
Pintle Nozzle:
• In order to avoid weak injection and dribbling, the
spindle is provided with a cylindrical or conical
projection called pintle, which protrudes through
the mouth of nozzle body
• When the valve starts lifting, the pintle partially
blocks the orifice and thus does not allow the
pressure drop to be greater
• As the lift of the valve increases, the orifice is
uncovered and full area for fuel flow is available, thus
avoiding the dribbling
• Hollow conical spray is achieved up to 60˚ angle
• Gives good atomization at lower fuel pressure
• Used in pre-comb, air-cell or high swirl comb chambers
 Types of Nozzles
Pintaux Nozzle:
• This is the development over pintle nozzle and has
an auxiliary hole drilled in nozzle body
• Auxiliary hole allows small amount of fuel to be
injected in the upstream direction at a time slightly
in advance of the main down stream injection

• At low speeds, the needle valve does not lift, resulting

in very good cold starting performance
• Pintaux nozzle has the tendency for the auxiliary hole
to choke, hence better fuel filtering unit is required
• Velocity of fuel for good atomization around 400 m/s