Chapter 5

Combustion & Combustion

Chamber Design
 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.
 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.
 Flame Front Propagation
 The two important factors which determine the rate of movement of the
flame front across the combustion chamber are
 Reaction rate
 The reaction rate is the result of a purely chemical combination
process in which the flame eats its way into the unburned
charge
 Transposition rate
 The transposition rate is due to the physical movement of the
flame front relative to the cylinder wall and
 is also the result of the pressure differential between the
burning gases and the unburnt gases in the combustion
chamber.
 Flame Front Propagation
 A-B
 low transposition rate

 low reaction rate

 B-C
 Flame progresses
more rapidly and at a
constant rate
 high transposition rate
 High reaction rate
 C-D
 transposition rate
again becomes
negligible
 reaction rate is also
reduced
 Flame Front Propagation
 (A-B)
 the flame front progresses relatively slow due to a low
transposition rate and low turbulence.
 The transposition of the flame front is very little since there is a
comparatively small mass of charge burned at the start.
 The low reaction rate plays a dominant role resulting in a slow
advance of the flame. Also, since the spark plug is to be
necessarily located in a quiescent layer of gas that is close to
the cylinder wall,
 the lack of turbulence reduces the reaction rate and hence the
flame speed.
 Flame Front Propagation
 (B-C)
 As the flame front leaves the quiescent zone and proceeds
into more turbulent areas (area II) where it consumes a
greater mass of mixture, it progresses more rapidly and at a
constant rate (B-C)
 (C-D) or (area III)
 The volume of unburned charge is very much less towards
the end of flame travel and so the transposition rate again
becomes negligible thereby reducing the flame speed.
 The reaction rate is also reduced again since the flame is
entering a zone (area III) of relatively low turbulence (C-D)
 Factors Influencing The Flame
Speed
 the flame velocity influences the rate of pressure rise in the cylinder and it is
related to certain types of abnormal combustion that occur in spark-ignition
engines.
 The main factors are
 Turbulence
 flame speed is quite low in non-turbulent mixtures and increases with
increasing turbulence
 design of the combustion chamber which involves the geometry of cylinder
head and piston crown increases the turbulence during the compression
stroke.
 turbulence increases the heat flow to the cylinder wall. It also accelerates
the chemical reaction by intimate mixing of fuel and oxygen so that spark
advance may be reduced. This helps in burning lean mixtures also.
Turbulence
 The increase of flame speed due to turbulence
 reduces the combustion duration and hence
 minimizes the tendency of abnormal combustion.
 However, excessive turbulence:
 may extinguish the flame resulting in rough and
 noisy operation of the Engine.

 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.
RATE OF PRESSURE RISE
 The rate of pressure rise in an engine combustion chamber
exerts a considerable influence on
 the peak pressure developed,
 the power produced and
 the smoothness with which the forces are transmitted to the
piston.
 The rate of pressure rise is mainly dependent upon the
mass rate of combustion of mixture in the cylinder.
 RATE OF PRESSURE RISE
 Curve I is for a high,
 curve II for the normal
 curve III for a low rate of
combustion.

 It is clear from the figure

that with lower rate of
combustion longer time is
required for the
completion of combustion
which necessitates the
initiation of burning at an
early point on the
compression stroke.
RATE OF PRESSURE RISE
 It may be noted that higher rate of combustion results
in higher rate of pressure rise producing higher peak
pressures at a point closer to TDC.
 This generally is a desirable feature because higher
peak pressures closer to TDC produce a greater force
acting through a large part of the power stroke and
hence, increase the power output of the engine.
 The higher rate of pressure rise causes rough running
of the engine because of vibrations produced in the
crankshaft rotation.
RATE OF PRESSURE RISE
 It also tends to promote an undesirable occurrence
known as knocking.
 A compromise between these opposing factors is
accomplished by designing and operating the engine in
such a manner that approximately one-half of the
maximum pressure is reached by the time the piston
reaches TDC.
 This results in the peak pressure being reasonably
close to the beginning of the power stroke, yet
maintaining smooth engine operation.
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
 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 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.
 Period of Rapid Combustion
 The period of rapid combustion
also called the uncontrolled
combustion, is that phase in
which the pressure rise is rapid.
 The period of rapid combustion
is counted from end of delay
period or the beginning of the
combustion to the point of
maximum pressure on the
indicator diagram.
Period of Rapid Combustion
 During the delay period, the droplets have had time to spread over
a wide area and fresh air is always available around the droplets.
 Most of the fuel admitted would have evaporated and formed a
combustible mixture with air.
 By this time, the pre-flame reactions would have also been
completed.
 The rate of heat-release is maximum during this period.
 It may be allotted that the pressure reached during the period of
rapid combustion will depend on
 the duration of the delay period (the longer the delay the more rapid
and higher is the pressure rise since more fuel would have
accumulated in the cylinder during the delay period).
Period of Controlled Combustion
 The temperature and pressure in the second stage is
already quite high.
 Hence the fuel droplets injected during the second stage
burn faster with reduced ignition delay as soon as they find
the necessary oxygen and any further pressure rise is con-
trolled by the injection rate.
 The period of controlled combustion is assumed to end at
maximum cycle temperature.
 Period of After-Burning
 Combustion does not cease with the completion of the injection
process.
 The unburnt and partially burnt fuel particles left in the combustion
chamber start burning as soon as they come into contact with the
oxygen.
 This process continues for a certain duration called the after-burning
period.
 Usually this period starts from the point of maximum cycle temperature
and continues over a part of the expansion stroke.
 Rate of after-burning depends on
 the velocity of diffusion and

 turbulent mixing of unburnt and partially burnt fuel with the air.

 The duration of the after-burning phase may correspond to 70-80

degrees of crank travel from TDC.
Block Diagram
 The sequence of the events in the entire combustion process in a ,
CI 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.
End of Chapter 5