IC ENGINES

Lecture - 6
Stages of combustion – SI engines

Dr. M. Suresh

1
 Homogeneous and heterogeneous mixture
In homogeneous mixture, fuel and oxygen molecules are more or
less uniformly distributed. It is formed in carburettor and burnt in
engine cylinder. Flame front spreads over the mixture with a certain
velocity. Flame propagation is caused by heat transfer and diffusion
of burning fuel molecules from combustion zone to fresh mixture
zone.

When equivalence ratio  (ratio of actual A/F to stoichiometric A/F) is

1.1 to 1.2, max. flame speed is obtained (~ 40 cm/s) and proper
combustion takes place.

In heterogeneous mixture, self ignition of A/F at high temp. due to

high compression takes place. Fuel-air distribution is non-uniform.
Local zones of varying  is present. Ignition starts in zones where 
is 1.1 to 1.2 and flame produced spreads to other zones and burns
the fuel.
2
 Combustion in SI engines
Two general types
1. Normal combustion
2. Abnormal combustion

Stage of combustion

Theoretical p -  diagram 3
 Stages of combustion in an SI engine

Stages of combustion in a practical engine is described by

Sir Ricardo – Father of Engine research 4
 Flame front propagation

Reaction rate – Chemical process

Details of flame travel Transposition rate – Physical process
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Factors influencing flame speed

1. Turbulence
2. Air-Fuel ratio
3. Temperature and pressure
4. Compression ratio
5. Engine output
6. Engine speed
7. Engine size

6
 Rate of pressure rise

Illustrations of various combustion rates 7

 Abnormal combustion
In normal combustion, flame travels across combustion
chamber in a fairly uniform manner.
Under certain operating conditions combustion gets
deviated from its normal course leading to loss of
performance and possible damage to engine. This type
of combustion is termed as abnormal combustion or
knocking combustion.
Consequences of abnormal combustion are loss of
power, recurring pre-ignition and mechanical damage to
the engine.

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 Knock in SI engines

Normal and abnormal combustion 9

Effect of engine variables on knock

1. Density factors

2. Time factors

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 Density factors

1. Compression ratio
2. Mass of inducted charge
3. Inlet temperature of the mixture
4. Temperature of combustion chamber walls
5. Retarding the spark timing
6. Power output of the engine

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 Time factors

1. Turbulence
2. Engine speed
3. Flame travel distance
4. Engine size
5. Combustion chamber shape
6. Location of spark plug

12
Summary of variables affecting knock in an SI engine
Increase in Major effect on Action to be Can operator
variable unburned charge taken to reduce usually control?
knocking
Compression ratio Increases T & P Reduce No
Mass of charge Increases P Reduce Yes
inducted
Inlet temperature Increases T Reduce In some cases
Chamber wall Increases T Reduce Not ordinarily
temperature
Spark advance Increases T & P Retard In some cases
A/F ratio Increases T & P Make very rich In some cases
Turbulence Decreases time Increase Somewhat (thro’
factor engine speed)
Engine speed Decreases time Increase Yes
factor
Distance of flame Increases time Reduce No
travel factor 13
Stages of combustion – CI engines

14
 Combustion in CI engines

Schematic representation of disintegration of a fuel jet 15

Effect of A/F ratio on power output of a CI engine

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Stages of combustion in CI engines

1. Ignition
delay period
2. Period of
rapid
combustion
3. Period of
controlled
combustion
4. Period of
after-
burning

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Pressure-Time diagram illustrating ignition delay

Ignition delay period

1. Physical delay
2. Chemical delay

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 Period of rapid combustion
Uncontrolled combustion

Pressure rise is rapid

From end of delay period or beginning of combustion to the point of max.

pressure on the indicator diagram

Rate of heat release is maximum

Pressure reached during this period depends on the duration of the delay
period – longer the delay more rapid and higher is the pressure rise since
more fuel would have accumulated in the cylinder during delay period

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 Period of controlled combustion
Follows rapid combustion period

Due to high temp. and pressure in rapid combustion period, fuel

droplets injected during the second stage burn faster with
reduced ignition delay and any further pressure rise during the
third stage is controlled by injection rate

Period of controlled combustion ends at maximum cycle temp.

20
 Period of after-burning
Combustion does not stop with completion of injection process

Unburnt and partially burnt fuel particles left in the combustion

chamber start burning when they come into contact with the
oxygen during this period.

This period starts from the point of max. cycle temp. and
continues over a part of expansion stroke.

Rate of after-burning depends on the velocity of diffusion and

turbulent mixing of unburnt/partially burnt fuel with air.

Duration of after-burning phase may correspond to 70-80

degrees of crank travel from TDC.

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 Factors affecting the delay period

1. Compression ratio
2. Engine speed
3. Engine output
4. Atomization of fuel and duration of injection
5. Injection timing
6. Quality of the fuel
7. Intake temperature
8. Intake pressure

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Effect of compression ratio on max. air temp. and
max. auto-ignition temp.

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Effect of speed on ignition delay in a diesel engine

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Effect of injection timing on indicator diagram

25
Effect of variables
on delay period

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Effect of ignition
delay on the rate
of pressure rise
in CI engine

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Knocking combustion – SI and CI engines

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Characteristics tending to reduce Knock

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THANK YOU

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