I.C.

ENGINES

COMBUSTION
in
S.I. ENGINES

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 I. C. ENGINES
IGNITION SYSTEMS
In S. I. Engine the air petrol mixture is burnt by providing spark. Spark can be
generated with the help of ignition system. In S.I. Engines the compression
ratio is very less compared with C.I. Engines. Due to less compression ratio the
temperature of the compressed air fuel mixture is less than the ignition
temperature of petrol, hence with the help of spark creation, air fuel mixture is
burnt. The basic requirement of ignition system is to supply required energy for
spark plug, for combustion of fuel in given volume in a very short duration of
time. The rate of energy dissipated is a very important factor. The spark
generated in the combustion chamber creates high temperature, self sustaining
flame and with some chemical reaction it can propagate the flame. The spark
should generate energy of around 25 MJ in fraction of seconds. Usually if spark
energy is more than 40 MJ and the duration of spark is longer to around 0.5
micro seconds, sufficient ignition is obtained.
Requirements of ignition system : The ignition system should provide required
high voltage across the electrodes, to ignite the air fuel mixture under all
practical conditions. The optimum spark required depends upon the engine
design, speed, pressure, temperature and mixture composition.
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 I. C. ENGINES
The following are the general requirements of ignition system
1. Ignition system should provide a good spark between the electrodes of the
spark plug at correct required time in the combustion chamber.
2. The system supply sufficient current to create high voltage and sufficient
electrical energy to reach break down voltage at all the speeds of engine.
3. The duration of spark should be long enough with sufficient energy to
ensure that the mixture may properly ignite and burn.
4. In multi cylinder engines the system should distribute the high voltage
generated to each of the spark plug at exact time in every cycle at all speed.
5.It should be light, reliable and much effective in its function.
6.The system should be easy to maintain.
7.The system should be cheap and simple to work.
8. The system should be consume low power.
9. The system should produce spark when a shunt [ deposit on the tip of
electrode like carbon, oil etc.].
10. Provide good starting, good performance at high speed, longer life of S.P.
3 electrodes.
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 I.C.ENGINES
The various ignition systems used in S. I. Engines are
1. Battery ignition system. 2. Magneto ignition system.
3. Electronic ignition system.
BATTERY IGNITION SYSTEM :
In this type of system the spark is obtained by battery of 6 to 12 volts
The various components of battery ignition system are as shown in Fig.
The various parts of battery ignition systems are
1. Battery, 2. Resistance unit, 3. Contact breaker, 4. Primary coil and
Secondary coil, 5. Condenser, 6. Distributor (high voltage), 7. Spark plug.
The details of various components are described below.
1. Battery : which can convert chemical energy of electrochemical reactions
into electrical energy. Usually battery is charged by dynamo driven by an
engine. If proper care is taken and maintenance of battery is good its life
can be up to around three years or more. Usually 6 volt or 12 volt
batteries are used in two wheelers.

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 I. C. ENGINES
2. Resistance unit : A resistance unit or ballast resistor is provided in series in
the primary winding to control the primary current for increasing the life
of the contact breaker points. For starting from cold condition this resistor
allows more current to flow in the primary circuit.
3. Contact braker/ Dwell angle : Contact breakers are used to make and break
the contact point. It can be done with the help of dwell angle. It is the
measure of degree of cam rotation during which the contact points remain
closed. It is called dwell angle or cam angle. Dwell angle should be larger to
get more magnetic fields in the primary coil. Too larger dwell angle may
burn the condenser and contact points due to over saturation. If the dwell
angle is smaller, it results in lower secondary voltage and hence poor spark
occurs. Dwell angle depends upon the gap between the points and angle
between the cam lobes. Usually the gap between the spark plug points is
0.35 mm to 0.55 mm. Dwell angle and cam lobe angle depend upon the
number of engine cylinders.

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4. Primary and secondary coils :

The primary winding is connected
to battery, resistance unit, switches
and contact breaker. The
secondary winding is connected to
spark plug through the distributor
The primary coil constitutes 100 to
200 number of turns and
secondary winding constitutes
20000 turns. The main purpose of
ignition coil is to step up the
voltage from 6 to 12 volts to a very
high tension voltage of around 15
to 20 kV, required for electric
spark to occur across the spark
plug electrodes.

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5. Condenser : Is made of strips of tin foil

insulated by thin sheets of mica. The
condenser absorbs and stores the inductive
flow of current and increases the voltage in
the secondary coil, to ovoid arcing and
burning of contact breaker points. Also it
improves the effectiveness of coil for
interruption of the circuit.
6. Distributor (high voltage) : It is essential
in multi-cylinder engines to distribute equal
amount of voltage to each cylinder. It is the
revolving switch located in the secondary
coil, which connects H. T. wire from coil to
spark plug at proper time.
7. Spark plug : produces spark at high
voltage , to ignite the fuel by conducting
high potential from ignition coil.

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 Withstand peak pressure up to 55

bar and peak temperature 2300 k to
2800 k.
 provides better insulation between
the two electrodes.
 It must offer maximum resistance
to errosion of S.P. points.
 The insulating material should
withstand chemical reactions of fuel
and hot products of combustion.
 Air gap, mixture density, electrode
temperature , voltage rate, A/F
ratio, electrode material and ionised
gases in the gap are the factors
affecting on development of spark.

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 I. C. ENGINES
Battery ignition system
Secondary C ylinder first
coil
D istributor
Prim ary C ylinder third
coil
C ylinder second
C apacitor C ylinder fourh
R esistance
unit
Switch

Battary
C ontact
breaker
Earthing

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 I. C. ENGINES
5. Distributor : It is used for multi cylinder engines to distribute the high voltage
generated in the secondary winding to each cylinder.
6. Spark plug : The function of spark plug is to provide the spark (eletric pulse)
to ignite the air fuel mixture in the combustion chamber.
Spark plug should satisfy the following requirements.
 It should provide proper gap between two electrodes. It should be located on
the combustion chamber in such a way that the engine may operate smoothly
with maximum fuel economy.
 It should not become hot to ovoid preignition. Usually preignition occurs if
the surface temperature of the spark plug exceeds above 950 0C.
 It should conduct the high-tension current with a potential difference of
around 25 kV under occasional operating conditions. The electrodes of spark
plug should not wear due to high spark energy and electrode temperature.
 Spark plug should not have adequate resistance to fouling. The clearance
volume and long insulator tip can minimize both carbon and lead fouling.

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 I. C. ENGINES
 It should withstand wide fluctuating temperature and pressure, Usually
platinum tungsten alloy or silicon and chromium is used for electrodes.
 It should be gas tight and the joints between spark plug body, insulator and
central electrode must be gas tight.
Working of battery ignition system : To operate this system, the switch is made on
and the contact points are closed. Current starts to flow from battery through
primary winding to build up primary current. When current flow in the
primary winding is stopped by opening the contact breaker points, suddenly the
magnetic field collapses and cuts across the secondary winding and induces a
very high voltage, accompanied with current. When the magnetic field collapse,
it also induces certain voltage in the primary winding which always opposes the
action of producing it. The high voltage of the order of 20 to 25 kV is supplied
to positive terminal of spark plug through distributor. In between the gap of
two electrodes of spark plug there is air, which gets ionized due to high voltage
in the positive terminal hence the gap between two terminals is filled by ionized
air to get spark. The spark generated is sufficient to ignite the fuel. The same
process is repeated to get spark for each cycle.

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 I. C. ENGINES
When spark is produced by spark plug, due to high voltage certain
quantity of current flows through the secondary coil and when the
spark is completed, certain voltage is generated in primary coil . This
energy is stored in the condenser and when the capacity of storing
energy in the condenser is completed, it suddenly discharges it to flow in
primary coil. When it collapses certain high voltage is generated in the
secondary coil which causes sparking, this phenomena is continued until
all energy in the circuit gets discharged.
The arcing of points increases the wear and tear and the life of contact
point is reduced. To avoid this arcing the quick collapse of magnetic
field is essential which prevents arcing as well as burning of contact
points. It is achieved by providing condenser across contact breaker.
When contact points are opened the current instead of passing across
the points in the form of arc, flows into condenser which stores it. After
charging the condenser it discharges back into the primary coil n
reverse direction to that of battery current, thus it helps to collapse the
magnetic field quickly.

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 I. C. ENGINES
MAGNETO IGNITION SYSTEM :
This system is exactly similar to that of battery ignition system except a
magneto. Magneto is nothing but a type of electric generator, which is
capable of generating very high voltage, when rotated by the engine
shaft.
Working of magneto ignition system :
Magneto provides the necessary energy required for generating spark in
ignition system. Magneto is rotated by the engine shaft itself and it is
capable of producing a very high voltage. Figure shows the line
diagram of high-tension magneto ignition system. The working of this
system is same as that of battery ignition system. When the switch is
made on the contact breaker points are closed and opened with the
help of cam. When contact points are closed, current flows through
the primary coil to change flux and due to sudden collapse of the
magnetic field, high voltage is produced in the secondary coil.

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 I. C. ENGINES

Magneto ignition system

S e con d a ry
co il
P rim ar y D istrib u to r
co il

S p ark
R otatin g p lu g
m a gn et
E lectro d es

C am
S w itch C on tact
C on d en se r b reak e r
E a rth in g

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 I. C. ENGINES
The high voltage generated in secondary
coil is used to generate spark with the
help of spark plug. The rate of generation
of current and voltage depends on the
rotating speed of the magneto. At start
of the system the speed of the main shaft
is low, so the voltage generated is also
low thus there is starting difficulty of
magneto ignition system. The magneto ignition system is preferred at high
speeds and hence it is widely used for sports and racing cars, air craft
engines, etc.
The disadvantage of using high tension magneto ignition system is that the
wiring carries a very high voltage current hence there is possibility of
cursing and engine misfire due to leakage. To avoid this problem the wires
must be suitably shielded or limiting the voltage in the secondary winding
and distributor is replaced by brush contact distributor.
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 I. C. ENGINES
Comparison of battery ignition system and magneto ignition system :
Battery ignition system :
1. In battery ignition system battery is a must and it is difficult to start the engine
when battery is discharged.
2. Maintenance of this system is high due to continuous discharging of battery.
3. This system can work efficiently for low speed and at high speed, there is
misfiring, hence the efficiency of this system reduces as speed increases.
4. It requires more space.
5. Usually it is employed in cars and light vehicles.
Magneto ignition system :
1. Here magneto is a must and there is no problem of battery charging
2. Maintenance of this system is less since battery is not required.
3. This system can work efficiently at high speed due to high speed of magneto.
4. It requires less space.
5. Usually it is used in high speed engines like racing cars, motor cycles, scooters, etc.

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 I. C. ENGINES
Disadvantages of battery and magneto ignition systems :
1. The contact breaker continuously interrupts high inductive current which results
in arcing, wear and tear of contact points and burning of contact points which
cause to reduce the efficiency of the system.
2. At high speed of the engine the contact breaker tends to bounce since time period
between moving arm and cam is reduced and the current flows in the primary
winding and hence voltage generated in the secondary coil reduces. So at high
speed the spark obtained is weak and sometimes it leads to misfiring. It can also
change the ignition timing of the cycle.
3. The battery ignition system creates good spark at low speeds due to more contact
period and high rate of current flow. The system becomes inefficient by drawing
high current from the battery.
4. The closing and opening of contact points are relatively very slow which cause
difficulties in sudden collapse of magnetic field and it effects on the spark and
spark timing.
5. The efficiencies of these systems also depend on inductive time constant of
primary winding, operation of the mechanical points, firing time, generation of
high voltage in secondary coil, etc.

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ELECTRONIC IGNITION SYSTEMS

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COMBUSTION

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THEORETICAL/STOICHIOMETRIC
A/F RATIO 14.5 : 1

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 Electrode temp. 10000 K
 Thin thread of flame
 Nucleus of flame grows like a soap bubble
 The rate of flame front travel depends on
degree of turbulence.
 A-point of spsrk
 B-point of start of combustion
 C-point of peak pressure
 IGNATION LAG STAGE
 Preparation phase with chemical delay,
means the chemical reactions fevourable
for combustion takes place. And the
increase in pressure is just 1 to 1.5% .

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PROPAGATION OF FLAME STAGE :

 The main stage of combustion,
Flame developes like soap bubble,
 max. pressure is developed
at the end of stage.

AFTER BURNING STAGE :

 useless stage of combustion,
 atleast 15% of fuel burns in
this stage, which increases temp.
of combustion chamber.
 Fuel burned is wasted and it is
used to heat the exhaust gases, which is
harmful to engine.
 Pressure reduces due to expansion of
gases and transfer of heat to walls
increases.

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FACTORS AFFECTING IGNATION LAG
STAGE
1.Fuel : higher the self ign. of fuel, longer the
ignition lag
2. Intial temp.and pressure : moderate increase
in intial T/P is required. Increase in intial
T/P , compression ratio, retarding spark
reduces ignition lag.
3. Electrode gap : If the gap is too small,
quenching
of spark may occur, spark should be in the
form of longer length For C. R. 7 the gap
is 0.625. Fig. shows the relation for
C.R./gap/A-F ratio.
4. Turbulence : is directly proportional
to engine speed jn mili-seconds,
Excessive turbulence may leads to unstable
development of flame.
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FACTORS AFFECTING IGNATION LAG STAGE:
1. A/F ratio The diagrams for rich mixture 12 : 1 , stoichio-metric 14.5 :1 and
weak mixture 16 : 1 is shown in fig.

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2. compression ratio A higher C. R. increases the P and T of working
mixture, which reduces the ignation lag hence ign. Advance is needed. High
C.R. reduces ign. Angle, increases speed of combustion, increases knocking
as shown in figure.
3. Intake T/P increase in intake T/P increases flame speed.
4. Engine load increase in engine
Load increases T/P and increases
flame speed.
5. Turbulence accelerates the
Chemical action to reduce ign.
Advance and weak mixtures are
Easily burned, flame speed
Increases to reduce knocking.
Excessive turbul. Increases
Pressure to increase knocking.

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6. Engine speed If the engine speed is doubled the time in milli-seconds
would be halved. Excessive speed increases flame speed,turbulence and
hence knocking. If the speed is high, ignition must be advanced.
7. Engine size does not affect the engine performance since number of
crank degrees required for flame travel is same.
RATE OF PRESSURE RISE Fig. shows the rate of pressure rise with rate
of combustion.High rate of pressure
rise results in abnormal combustion/
Knocking.The normal presure rise
results to keep peak P/T close to T.D.C.
for better combustion to occur and to
ovoid loss of fuel.
For C. R. 5-6 the optimum pressure rise
is 2-2.5 bar per crank degree.

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ABNORMAL COMBUSTION / detonation / KNOCKING
Causes
combustion of fuel in third stage,
pre-ignition,
run-on,
carbon deposits.
Noise and roughness
spark advance,
Mech. Damage,
increase in heat transfer,
Decrease in efficiency,
engine speed,
A/F ratio,
compression ratio,
C.C. Design,
engine cooling,
H.U.C.R.
performance number[PN] = IMEP of test fuel/ IMEP of iso-octane fuel.

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KNOCKING
 rapid rise in pressure
from 50 bar to 150 bar,
 velocity from 300 to 1000
m/s,
 critical temperature,
Effects of knocking
white smoke from
exhaust,
 noise and roughness,
 mechanical damage,
 carbon deposits,
 high heat transfer,
 preignition ,
 low power and efficiency
 engine vibration
 spark plug temperature

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 Pre-ignition
 post ignition
 Run on surface ignition : engine
continues to fire when ignition is
off
 Run away surface ignition :
series of earlier pre ignition.
 Wild ping : sharp irrectic sound
 Rumbling : combustion occurs
at number of places
 surface ignition
 hot spots due to carbon deposits
 combustion deposits

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Effect of engine variables on knocking
to prevent knocking
1.low temperature
2.low density
3.long ignition delay / time factors
4. non reactive composition
Temperature factors
rise in C. R. , supercharging,
rise in inlet temp., rise in coolant temp.,
rise in load, rise in c.c. and
cylinder wall temp. spark advance.
Density factors rise in C. R.
supercharging, rise in load,
rise in inlet pressure.
Time factors increase in flame travel, C.C. shape, location of spark plug,
engine size, location of exhaust valve, reducing speed, reducing turbulence.
Non reactive composition octane rating of fuel, A/F ratio, humidity of air,
effect of deposits.
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S. I. ENGINE COMBUSTION CHAMBER DESIGN
Basic requirements and Design considerations
 high power out put : optimum C.R., optimum turbulence, small excess
air, high volumetric efficiency
 minimum octane requirement :
 high thermal efficiency : low heat losses, good scavenging, H.U.C.R.
 Smooth engine operation : optimum pressure, compact C.C., proper
location of spark plug and exhaust valve.
 To prevent knocking / detonation, Short pathway in C.C.
 Mass of the charge should burn as early as possible.
 High surface volume ratio, Proper cooling of engine and exhaust valve.
 To achive good scavenging.
 To achive uniform wall thickness, easy starting, abality to handle
variation in speed, low exhaust emmision,

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Types of COMBUSTION CHAMBERS

T Head/I-Head combustion chambers

Low thermal efficiency,

Low volumetric efficiency
High heat losses,
Improper scavenging,
Low C.R. around 4 - 5.
Slow combustion,
Two cam shafts

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Ricardo combustion chambers

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BATH TUB TYPE WEDGE TYPE ROVER TYPE

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 ELEMENTS OF MECHANICAL ENGINEERING

∑∫∏∞{}%

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