Combustion in compression

ignition engine, analysis of

cylinder pressure data and
heat release in combustion
Presented By:2011-ME-313
Presented To: Dr.Shahid Imran

Combustion in compression ignition(CI)

engine

Combustion is defined as rapid chemical combination of

hydrogen and carbon in the fuel with oxygen present in
air resulting in liberation of energy in the form of heat.

Combustion in CI is unsteady, occurring simultaneously at

various spot in non homogeneous mixture and controlled
by fuel injection

Combustion in CI engine

Fuel injected into cylinder at high pressure from nozzle

atomizes , vaporize, mix with high pressure and temperature
air

Auto ignition of suitable mixture of air and fuel occur after a

delay period of few crank angle degrees

Cylinder pressure increases as the combustion occurs

Consequent compression of unburned portion of charge shorten

the delay before ignition after delay it burn rapidly

Combustion detail depend upon properties of fuel, design of

combustion chamber and fuel ignition system
3

Combustion chamber design

Main problem in combustion chamber design is achieving

rapid mixing between the injected fuel and air in cylinder
to complete combustion close to top-center

Mixing rate is controlling the fuel burning rate

As engine size decreases more vigorous air air motion is

required so it leads to different combustion chamber
design

Types of diesel combustion or CI system

According to combustion chamber design diesel engine

have two types

1) Direct injection engine which have single open

combustion chamber in which fuel is injected directly

2) Indirect injection engine where chamber is divided into

two region and fuel is injected into pre chamber which is
connected to main chamber via nozzle

Open combustion chamber

Have a single open combustion chamber into

which fuel is injected directly

Used for large size engines

This type of chamber requires a higher

injection pressure and a greater degree of
fuel atomization than other combustion
chamber

Pre combustion chamber

It is separated into two chambers

The smaller chamber occupies about 30 percent of

total combustion space

As the pre combustion chamber runs hot, delay

period is very short. This results into small rate of
pressure rise and thus , tendency of Diesel knock is
minimum , and as such running is smooth

Products of combustion from pre chamber move to

main chamber in a violent way, which helps in a
very rapid combustion in third stage
7

Types of diesel fuel injection system

Direct injection system

Indirect injection system

Direct injection system

Fuel is injected directly into the upper portion of

the cylinder (i.e. combustion chamber). This type
depends little on turbulence to perform the
mixing

High injection pressures and multi orifice

nozzles are required

Use in large size engine where air fuel mixing is

not very necessary

Can be use for small size but air swirl have to be

generated as by bowl in piston confguration
9

Indirect ignition system(IDI)

Fuel is not directly injected into the

combustion chamber

Injection is first in pre combustion chamber

IDI systems is used for smallest engine

sizes ,It is used to obtain the vigorous air
motion required for high fuel air mixing
rates

10

Combustion analysis tool

P-q diagram

Needle lift diagram

Injection system fuel line pressure diagram

11

Figure shows the data for cylinder pressure p,

fuel injector needle lift lN and injection
system fuel line pressure Pi as a function of
crank angle

12

In cylinder pressure measurement

Pressure is usually measured with piezoelectric pressure

transducer
This type of transducer contain a quarts crystal
High-speed electronic transducers, capable of converting the
deflection of a low inertia diaphragm into an electrical signal
One end of crystal is exposed through a diaphragm to cylinder
pressure, as cylinder pressure increases the crystal is
compressed and generate an electric charge which is
proportional to pressure
A charge amplifier is used to produce an output voltage
proportional to this charge

13

14

Importance of pressure data

A tool for combustion analysis

Continuous updating of peak pressure, location of peak,

and standard deviation of peak pressure

Rate of heat release can be calculated

Theoretical graph between pressure

and crank angle

It is theoretical pressure
and crank angle graph in
which maximum pressure
is at top dead center(TDC)
and combustion is assumed
at constant volume or
combustion is assumed to
be instantaneous. From a
to b compression and from
b to c combustion is going
on.
16

Actual graph between pressure and

crank angle
Actual pressure and crank
angle graph maximum
pressure is after top dead
center( because combustion is
not taking place
instantaneously. It occurs
partially before TDC and
partially after TDC. From b to
c combustion is going on.

17

Graph between pressure

and crank angle
Three phases of combustion for ci
engine
Ignition delay
Premixed or period of uncontrolled
combustion
Period of controlled combustion
Third phase is followed by after
burning which may be called forth
phase of combustion.
18

Ignition delay period

It is defined as the time interval between the start of injection

and the start of combustion.

The delay period is subdivided into physical and chemical

delay.

The period of physical delay is the time between the beginning

of injection and attainment of chemical reaction conditions.

In physical delay fuel is atomized, vaporized, mixed with air

and raised in temperature

In chemical delay period reaction start slowly and then

accelerate until ignition

Pressure reached during second stage will depend upon the

duration of the delay period.

19

Longer the delay period , the more rapid and higher the
pressure rise because more fuel is present before the rate
of burning comes under control, this may cause knock due
to which it is aim to keep the delay period as short as
possible for smooth running and to control over pressure
change

20

Period of rapid or uncontrolled

combustion

This period is counted from the end of delay period to the

point of maximum pressure on the indicator diagram
In this rise of pressure is rapid because during the delay
period the droplets of fuel had time to spread over wide
area and fresh air around them properly mixed with fresh
air
About one-third of heat evolve in this
The rate of pressure rise depends on the amount of fuel
present at the end of delay period, degree of turbulence,
fitness of atomization and spray pattern
21

Period of controlled combustion

Temperature and pressure is very high at the end of

second stage of combustion so fuel droplets injected in
third stage burn almost as they enter.

Pressure rise is controlled by injection rate

End of this period is assumed to be at maximum cycle

temperature

22

Late combustion

Combustion continues even after the fuel injection is over

because of poor distribution of fuel particles

May continue in expansion stroke up to 70 to 80 of crank

angle from TDC

Fourth phase of combustion

23

Rate of heat release and crank angle

Rate at which the chemical

energy of the fuel is released by
the combustion process

Heat release diagram show

negligible heat transfer until
toward the end of compression
when a slight loss of heat during
the delay period because of fuel
evaporation and heat transfer to
walls

During the combustion process

the burning proceeds in three
distinguish able stages.

24

Rate of heat release

In figure from b to c represent uncontrolled

combustion, first peak occur resulted from
rapid combustion of injected fuel in delay
period

The period c to d represent controlled

combustion during which heat release reach a
second peak

The heat release during this phase depend upon

the injection duration

As duration increase amount of fuel increase

which increase the rate of heat release in this
phase

It decrease as the phase progress

25

Rate of heat release

The period d-e represent the

late combustion phase

Heat release rate decreases

further and continues at a
lower rate

Expansion stroke come in this

phase

26

Rate of heat release and rate of

injection

A heat release diagram corresponding to

the rate of fuel injection and cylinder
pressure data is shown in figure.

The heat release diagram shows

negligible heat release until toward the
end of compression when as light loss of
heat during the delay period is evident

27

28