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IIT Kanpur
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The shape of the combustion chamber is one of the decisive factors: Determines
the quantity of combustion: Performance & exhaust characteristics.
Diesel Engine combustion is greatly influenced by air turbulence: Created by the
shape of combustion chamber area.
Each Combustion chamber shape creates its own unique turbulence pattern that is
right for some application while wrong for others.
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To optimize the filling and emptying of the cylinder with fresh (unburnt) charge
respectively over the engines operating range (All loads and speeds).
To create the conditions in the cylinder for the air and fuel to mix thoroughly: Get
Excited into a highly turbulent state: Burning of the charge to be completed in the
shortest possible time.
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Types of Swirl
Induction swirl
Compression swirl
Combustion swirl
Induction Swirl
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Compression Swirl
Air from periphery is forced to the centre cavity of the piston during compression
stroke.
The squishing of air is created and forced to enter tangentially in the piston cavity
when the piston reach to TDC.
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Without air swirl in the combustion-chamber there is no high hot gas velocity,
which would increase the thermal impingement on the surfaces surrounding the
chamber space. Accordingly, there will be more heat available to do useful work
so that higher brake mean effective pressures can be obtained where mixing of
the fuel and air is achieved purely by the intensity of the spray and its ability to
distribute and atomize with the surrounding air.
This is made possible by locating the injector in the center of a four valve cylinder
head and using an injector nozzle with something like 8 to 12 holes all equally
spaced and pointing radially outwards so that they are directed towards the
shallow wall of the combustion chamber
The air movement is almost quiescent (the air is inactive) and mixing depends
entirely on the discharged spray distribution and atomizing fuel particles are
therefore known as quiescent open chambers.
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The piston crown has a flat narrow annular zone inside of which is the chamber
recess,, the base of the chamber from the center to the wall has a downward dish
shape which curves up and merges with the vertical wall of the chamber. The
contour of the chamber is such that it conforms to the expanding spray formation
so that it conforms to the expanding spray formation so that fuel particles do not
normally touch the chamber surfaces.
The heat loss with this open chamber is the least compared with all other semi-
open or divide combustion chambers, which is due to its very low ratio of surface
area to volume, and thus its relative efficiency is the highest.
Generally, open quiescent combustion chambers provide good cold starting and the
lowest specific fuel consumption values relative to semi open and divided
combustion chambers.
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It uses a two valve cylinder head with a high swirl or vortex type induction port
with an inclined injector, which is located to one side of the cylinder axis.
The combustion chamber is a spherical cavity in the piston crown with a small
secondary recess on one side which aligns with the injector in the cylinder head to
provide access for the fuel spray discharge.
Air from the high swirl generating induction port enters the cylinder where it is
forced to rotate about the cylinder axis in a progressive spiral fashion as the piston
moves away from the cylinder head on its induction stroke.
After the cylinder has been filled with air having a high intensity of swirl, the inlet
valve closes and the air is compressed between the cylinder head and the inwardly
moving piston crown.
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The transference of air from the annular squish area to the inner chamber causes
the rotational movement of the air around the cylinder to be considerably
increased as it moves into the much smaller spherical chamber.
Just before the end of the compression stroke, fuel is injected into the cylinder
from two nozzle hole set at acute angles to the chamber walls so that after the
spray penetrates the swirling air and reaches the cylinder wall, it is not reflected
but spreads over the surface in the form of a thin film.
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Good
Excellent mixing, turbulence characteristics
Can burn lower quality fuel
Lower injection pressure
Less pronounced knock
Low noise & exhaust emissions
Bad
Very high temperature/pressure in injection chamber
Higher emissions, especially NOx
Harder to start - glow plugs
Less efficient
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Pre-combustion Chamber
In Pre-combustion chamber, the
fuel is injected through a pintle
nozzle at a low pressure (upto 450
bar)
A specially shaped baffle in the
centre of the chamber diffuses the
jet of fuel that strikes it & mixes it
thoroughly with the
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M.A.N. M DI
chamber
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DI engine with central DI M-type engine with IDI swirl chamber engine
multihole nozzle fuel injected on wall
Summary DI vs IDI:
IDI DI
Higher RPM Rapid Lower RPM limited by
Combustion piston speed (flame front
Only works 400-800cc/cyl must keep up with
(1.4 4 cyl to 6.4 ltr V8) piston)
Reduced ignition delay Longer ignition Delay
More swirl More efficient
5-15% fuel efficiency Unlimited size
penalty Injectors exposed directly
More complicated to cylinder pressures
combustion chamber More exotic injectors
design required
May require ceramic
liner in pre chambers to
limit heat transfer
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