Combustion

SI and CI engines
Normal Combustion
in SI Engines
 COMBUSTION QUALITY

Flames detected Type of cycle

between
- 450 and TDC early burn cycle

TDC and 45° Fast burning cycles

450 and 900 slow burn cycles

90° and BDC Late burn cycles

BDC and TDC delayed burn cycles

Flames not detected misfires and partial burn

cycles
Good combustion is almost entirely made up of fast burn cycles.
poor combustion consists of a high proportion of late and
delayed burn cycles.
EFFECT OF ENGINE VARIABLES ON FLAME
PROPAGATION
ƒ Swirl :
ƒ The orderly motion of the air particularly almost parallel to
the axis of the engine.
ƒ Very much required for diesel engines.
ƒ Squish/Squash :
ƒ The radial inward motion of the air-fuel mixture towards
(squish) and away from the axis of the engine (squash).
ƒ Very much required for the gasoline engines.
ƒ Turbulence :
ƒ Random mixing of the burned and unburned gases
ƒ very much required for both Otto and Diesel engines.
Abnormal Combustion
in SI Engines
Normal Combustion
in CI Engines
Effect of Injection Timing
Abnormal Combustion
in CI Engines
• Open chamber or DI engine

• Divided chamber or IDI engine

Toroidal Direct Combustion
Chamber
Indirect Combustion Chamber
 Disadvantages of IDI Engines

ƒ More expensive cylinder construction.

ƒ More difficult cold starting because of

greater heat loss through the throat.

ƒ Poorer fuel economy due to greater

heat losses and pressure losses
through the throat, which result in
lower thermal efficiency and higher
pumping loss.
 Advantages of DI engines
ƒ Fuels of poorer ignition quality can be
used.
ƒ Single-hole injection nozzles and
moderate injection pressures can be
used and can tolerate greater degrees
of nozzle fouling.
ƒ Higher fuel-air ratios can be used
without smoke.
Fuel Ratings
 Rating of Fuels
• Fuels are rated for their antiknock qualities.
• For gasoline - Octane Numbers
• For Diesel oil - Cetane number
• Resistance to knocking is an extremely important characteristics of fuel for
Gasoline.
• Fuel differs widely in their ability to resist knock depending on their chemical
composition.
• Other operating parameters affecting the affect the tendency to knock the
engine cylinder are
• 1. Fuel-Air ratio
• 2. Ignition timing
• 3. Dilution of charge
• 4. Engine speed
• 5. Shape of combustion chamber
• 6. Ambient Conditions
• 7. Compression ratio etc.,
 Fuel Rating of SI Engines
• The anti-knock value of an SI engine fuel is determined
by comparing its antiknock property with a mixture of two
reference fuels like iso-octane(C8H18) and normal
heptane (C7H16).
• The octane number (ON) is defined as the percentage
by volume of iso-octane in the mixture of iso-octane and
normal heptane.
• n-Heptane has 0 ON and iso-Octane of 100 ON
• Higher Octane number Greater antiknock effect
• Addition of tetraethyllead increases antiknock effect
• Octane number above 100 can be computed by
Octane Number = 100 + [ (PN-100)/3 ], where PN =
Performance number.
 Fuel Ratings for CI Engines
• Knock rating of diesel fuel is found by comparing the fuel
under prescribed conditions of operation in a special engine
with primary reference fuels.
• The reference fuels are normal Cetane(C16H34) naphthalene
(C11H10).
• Cetane number (CN) of fuel can be defined as the percentage by
volume of normal cetane in a mixture of normal cetane and
α-methyl naphthalene which has the same ignition characteristics
when the combustion is carried under the specified operating
conditions.
• n-cetane has 100 CN and α-methyl naphthalene has 0 CN
• The knock resistance of the fuel can be improved by adding small
quantities of compounds like amyl nitrate, ethyl nitrate or ether.
Lubrication Systems
 ENGINE LUBRICATION
SYSTEMS
• Friction:
• - forces acting between surfaces in relative motion.
• - mainly due to sliding as well as rotating parts.
• Mechanical losses:
- Direct frictional losses
- Pumping losses
- Power loss to drive the components to charge and
scavenge.
• Power loss to drive other auxiliary components.
Engine Damage
Piston Seizure
 Splash Lubrication system
• Lubrication oil is charged into the bottom of the engine crankcase and
maintained at a predetermined level.
• The oil drawn by a pump and delivered through a distributing pipe
extending the length of crankcase into splash troughs located under
the big end of all the connecting rods.
• A dipper is provided under each connecting rod cap which dips into
the oil in the trough at every revolution of the crankshaft and the oil is
splashed all over the interior of the crankcase,into the pistons and
onto the exposed portions of the cylinder walls.
• A hole drilled through the connecting rod cap through which oil will
pass to bearing surface.
• Oil packets are also provided to catch the splashing oil over all the
main bearings and also over the cam shaft bearings.
• From the pockets the oil will reach bearing surface through a drilled
hole.
• The oil dripping from the cylinders is collected in the sump where it is
cooled by the air flowing around it.
 SPLASH AND PRESSURE
LUBRICATION SYSTEM
• In this type, the oil is supplied under
pressure to main bearing and camshaft
bearings
• Oil is also supplied under pressure to pipes
which direct a stream of oil against the
dippers on the big end of connecting rod
bearing cup.
• Thus the crankpin bearing are lubricated by
the splash or spray of oil thrown up by the
dipper.
 Effect of overheating of an
Engine
• During the process of combustion, the cylinder gas
temperature often reaches quite a high value.
• Considerable amount of heat is transferred to the
walls of the combustion chamber.
• Prevailing the high temperature, the quality of
lubricating oil is also affected. This causes wear and
sticking of piston rings, scoring of cylinder walls or
seizure of the piston head.
• Overheated sparkplug electrodes causing pre-
ignition.
• Pre-ignition can also increase cylinder head
temperature to the extend of engine failure.
 Characteristics of efficient
cooling systems

• 1. It should be capable of removing about

30% of heat generated in the combustion
chamber
• 2. Maintain the optimum temperature of the
engine under all operating conditions.
• 3. It should remove heat at a faster rate when
engine is hot.
• 4.However, during starting of the engine the
cooling should be minimum.
• Types of cooling systems:
• The cooling medium can be air or liquid.
• There are two types of cooling systems
adapted in IC Engines.

• 1. Liquid or Indirect cooling systems

• 2. Air or Direct cooling systems
 Liquid Cooling Systems
Mainly water is used.
Made to circulate through jackets provided around
the cylinder, cylinder head, valve ports and seats.
Where it extracts most of the heat.
The heat transfer from the cylinder wall and other
parts by convection and conduction.
The liquid becomes heated in its passage through
the jackets and is in turn cooled by means of air-
cooled radiator system.
The heat from the liquid in turn is transferred to air.
Hence it is called indirect cooling system.
Methods of cooling systems:
• 1. Direct or non-return system
• 2. Thermosyphon system
• 3. Forced circulation system
• 4. Evaporative cooling system
• 5. Pressure cooling system
 Direct or Non-Return System
• - useful for large installations where
plenty of water available.
• - water from storage tank is directly
supplied to engine water jacket.
• - hot water is not cooled for reuse it is
discharged.
• Thermosyphon Cooling
system:
• based on density difference.
• Advantage:
• simplicity
• automatic circulation
of water.
• Disadvantage:
• inability to meet the
requirement for large flow
rate of water.
 Forced circulation cooling
system
• The water is circulated through jackets around the
parts of the engine to be cooled.
• It is kept in motion by a centrifugal pump which is
driven by the engine.
• The water is passed through the radiator where it is
cooled by air drawn through the radiator by a fan.
• The air draft due to the forward motion of the
vehicle.
• A thermostat is used to control the water
temperature required for cooling.
• The system mainly consists of four components viz
a radiator, fan, water pump and a thermostat.
 Air cooled system
• A current of air is made to flow past the outside of the cylinder
barrel, outer surface area of which has been considerably
increased by providing cooling fins.

• Advantage
• In this method, the rate of cooling is high.

• Application:
• 1. Motor cycle
• 2. Small cars
• 3. Airplanes
• 4. Combat tanks
• 5. stationary engines
 Liquid Cooling System
• Advantages :
• 1. Compact design with appreciably smaller frontal area
• 2. Fuel consumption of liquid-cooled engines are high
• 3. It is possible to reduce the temperature of cylinder head and
• water jackets.
• 4. The cooling system can be conveniently located at any where.
• 5. The size of the engine does not involve serious problems as the
• design of cooling systems is concerned.

• Limitations:
• 1. It is independent system in which water circulation in the
• jackets is to be ensured by additional means.
• 2. Power absorbed by the pump for water circulation is
• considerable and this affects the power output of the engines.
• 3. In the event of failure of cooling system serious damage may be
• caused to the engine.
• 4. Cost of the system is considerably high.
• 5. system requires considerable maintenance of its various parts.
 Air Cooling System
Advantages :
• 1. The design of the engine becomes simpler as no water jackets are required.
• 2. Absence of cooling pipes, radiator etc., makes the cooling system simpler thereby
minimum maintenance problems
• 3. No danger of coolant leakage etc.,
• 4. The engine is not subject to freezing troubles etc.,
• 5. The weight of the air-cooled engine si less than that of water cooled engine ie Power to
weight ratio is improved.
• 6. Installation of air-cooled engine is easier.

Limitations:
• 1. Can be applied only to small and medium sized engines.
• 2. In places where ambient temperatures are lower.
• 3. Cooling is not uniform.
• 4. Higher working temperatures compared to water-cooling.
• 5. Produce more aerodynamic noise
• 6. Specific fuel consumption is high.
• 7. Lower maximum allowable compression ratios.
• 8. The fan, if used absorbs as much as 5% of the power developed by the engine.