THEORY OF

COMBUSTION
Prepared by SUJITH
1.1 COMBUSTION IN S.I. ENGINES
Ignition Limits
Ignition Limit corresponds approximately to that
mixture ratio, at lean & rich ends of the scale,
where the heat released by spark is no longer
sufficient to initiate combustion in the
neighbouring UN burnt mixture. The flame will
propagate only if the temperature of the burnt
gases exceeds approximately 12500 C in the case
of hydrocarbon-air mixture.
The lower & upper ignition limits of the
mixture depend upon mixture ratio & flame
temperature. The ignition limits are wider at
increased temperature because of higher rates of
reaction.
1.1 COMBUSTION IN S.I. ENGINES
 Ignition Limits
1.1 COMBUSTION IN S.I. ENGINES
 Stages of combustion in S.I. Engine
1.1 COMBUSTION IN S.I. ENGINES
 Stages of combustion in S.I. Engine
Stage I:-Ignition Lag or Preparation Phase.
 It is a chemical process which depends on-nature of fuel,
temperature & pressure, proportion of exhaust gas, rate
of burning and temperature .It is the growth and
development of a semi propagating nucleus of flame.(At
the moment of spark discharge, the temperature exceeds
10,0000 c)
 At the end of this stage, the first rise of pressure (on
indicator diagram) can be detected. It is the point where
the line of combustion departs from the compression
line.
1.1 COMBUSTION IN S.I. ENGINES
 Stages of combustion in S.I. Engine
Stage II: - Propagation of flame
 -It is a simple, pure and mechanical process. The
starting point of the second stage is where first
measurable rise of pressure can be seen on the indicator
diagram. i.e. the point where the line of the combustion
departs from the compression line. During second
stage, the flame spreads throughout the combustion
chamber. The second stage ends as maximum pressure
(on indicator diagram) is reached.
1.1 COMBUSTION IN S.I. ENGINES
 Stages of combustion in S.I. Engine
Stage III after burning
 End of second stage means completion of flame travel.
But it does not result in complete heat release (burning
of fuel).
 Even after the passage of flame, some chemical
adjustments continue throughout the expansion stroke-
near the walls and behind the turbulent flame front.
The rate of combustion reduces due to surface of the
flame front becoming smaller and reduction in
turbulence.
EFFECT OF ENGINE VARIABLES ON IGNITION LAG

Ignition lag is a chemical process. The ignition lag in term

of crank angle is 10o to 20o& in terms of second, 0.0015
second. The duration of ignition lag depend on
 Fuel- it is depend on chemical nature of fuel. The higher,
the self ignition temp of fuel, the longer, the ignition lag
 Mixture Ratio-The ignition lag is smallest for the mixture
ratio which gives the maximum temperature this mixture
ratio is some what richer than the stoichiometric ratio.
 Initial pressure and temperature –increasing the intake
temp, pressure, compression ratio and retarding spark,
all reduce the ignition lag.
EFFECT OF ENGINE VARIABLES ON IGNITION LAG

 Electrode gap- It affects establishment of the nucleus of

flame. If the gap is too small, quenching of the flame
nucleus may occur & rang of fuel –air ratio for the
development of a flame nucleus is reduced.
 Turbulence- measured in degree of crank-rotation the
ignition lag increases almost linearly with engine speed.
For this reason. It becomes necessary to advance the
spark timing at higher speed.
Excessive turbulence of the mixture in the area of
the spark plug is harmful, since it increases the heat
transfer from the combustion zone & leads to unstable
development of the nucleus of flame. That is way the spark
plug is usually arranged in a small recess in the wall of the
combustion chamber.
EFFECT OF ENGINE VARIABLES ON FLAME
PROPAGATION

 Fuel –Air ratio:- With hydrocarbon fuels the maximum flame

velocities occur when mixture strength is 110% of
stoichiometric . Lean mixtures release less thermal energy
resulting in lower flame temperature & flame speed. Very rich
mixtures have incomplete combustion (Some carbon only
burns to CO & not to CO2), which results in production of less
thermal energy & hence flame speed is again low.
 Compression ratio-A higher compression ratio increases the
pressure & temperature of the working mixture & decrease the
concentration of residual gases. High pressures & temperature
of the compressed mixture also speed up the second phase of
combustion. Total ignition angle is reduced. Maximum
pressure are increased
 Intake temp & pressure-increase in the intake temp & pr.
Increase the flame speed.
EFFECT OF ENGINE VARIABLES ON FLAME
PROPAGATION

 Engine load:-With increases in the engine load the cycle

pressures increase. Hence the flame speed increases.
 Turbulence:-The flame speed is very low in non-turbulent
mixtures. A turbulent motion of the mixture intensifies
the processes of heat transfer & mixing of the burned &
unburned portions in the flame front (diffusion). These
two factors cause the velocity of turbulent flame to
increase practically in proportion to the turbulence
velocity. However, excessive turbulence is also
undesirable.
EFFECT OF ENGINE VARIABLES ON FLAME
PROPAGATION

 Engine speed – the higher the engine speed the greater

the turbulence inside the cylinder. For this reason the
flame speed increases almost linearly with engine speed.
The crank angle required for the flame propagation,
which is the main phase of combustion, will remain
almost constant at all speed.
 Engine size- engine of similar design generally run at the
same piston speed. This is achieved by smaller engine
having larger RPM & larger engines having smaller
RPM. Due to the same piston speed. The inlet velocity,
the degree of turbulence & the flame speed are nearly
same in similar engines regardless of the size.
i.e. the number of crank degrees required for flame
travel will be about the same irrespective of engine
size, provided the engine are similar.
1.2 ABNORMAL COMBUSTION
 Detonation type of abnormal combustion.
A= Source of ignition causing hollow
nucleus to be formed and flame front
to propagate further.
BB’ Type equation here. = intermediate
position of the flame front
CC’ = intermediate position of flame
front
CC’D = unburnt end charge reaching
critical temperature
In abnormal combustion, the end
charge auto-ignites before the flame
front reaches it.
1.2 ABNORMAL COMBUSTION

 Detonation type of abnormal combustion.

 Figure shows combustion with detonation. The flame
front has reached BB’ and the unburnt charge BB’D has
reached the critical conditions for auto-ignition. In this
case there is a possibility of detonation. If the flame front
can proceed from BB’ to D and consume the unburnt
charge in a normal manner, prior to completion of the
Ignition delay period, there will be no detonation.
 If, however, the flame front is able to proceed only
as far as, say CC’, during the ignition delay period, then
the remaining portion of the unburnt charge CC’D will
auto-ignite and cause extreme pressure fluctuations
from about 50 bar to 150-200 bar.
EFFECTS OF DETONATION
 Noise and vibration: the presence of vibratory motion
causes crankshaft vibrations and the engine runs rough.
 Mechanical damage: the cylinder head and valves may
be pitted, increased rate of wear may occur.
 Carbon Deposits: detonation results in increased carbon
deposits.
 Increase in heat transfer: occurs due to scouring away of
protective layer of inactive stagnant gas on the cylinder
walls due to pressure waves.
 Decrease in power output and efficiency: due to increase
in the rate of heat transfer the power output as well as
efficiency of a detonating engine decreases.
 Pre-ignition: The increased rate of heat transfer to walls
causes local overheating of spark plug, which ignites
charge before the spark, thus causing Pre- ignition.
CONTROL OF DETONATION

Methods of controlling detonation:

By controlling following engine variables, detonation can
be controlled.
 Increasing engine rpm.

 Retarding spark timing

 Reducing pressure in inlet manifold by throttling. In

supercharged engines reducing supercharging pressures
reduces detonation.
 Making the ratio too lean or too rich, preferably latter.

 Water injection.
CONTROL OF DETONATION

By design features, detonation can be reduced.

 Use of low compression ratio.

 Increasing turbulence

 Relocating spark plugs or use of two or more spark

plugs.
 Suitable combustion chamber design to reduce flame
length and to reduce temperature of end gas.
 It can be eliminated by using High octane fuels, or by
adding additives known as dopes to petrol.
WHAT IS IGNITION DELAY? HOW IT AFFECTS THE
COMBUSTION PROCESS IN S.I. ENGINE?

 In abnormal combustion, called detonation, end charge

auto-ignites before the flame front reaches it. To auto-
ignite, the last unburnt charge must reach above critical
temperature and remain at this temperature for certain
length of time. This time required in the chemical
preparation phase is called “Ignition Delay”.
 If ignition delay period is longer than the time required for
the flame front to burn through the unburnt charge, there
will be no detonation in S.I Engine.
 Only when the critical temperature is reached and
maintained, and the ignition delay is shorter than the time
it takes for the flame front to burn through the unburnt
charge, there will be detonation.
1.2 ABNORMAL COMBUSTION

Pre-ignition
 The increase in the rate of heat transfer to the walls may
cause local overheating specially of the spark plug,
which may reach a temperature high enough to ignite
the charge before the passage of spark. This phenomenon
is called Pre-ignition.
 Pre-ignition may also be caused by overheated exhaust
valves or glowing carbon deposits in the combustion
chamber.
 Additional Information
SOME PART OF THE CYLINDER SURFACE MAY BE HOT
ENOUGH (NEARLY 1100°) TO IGNITE THE CHARGE
BEFORE THE SPARK DOES SO. THIS IS EQUIVALENT
TO ADVANCING THE IGNITION, BUT SINCE THE HOT
SPOT SURFACE IS LARGER THAN THE SPARK, THE
COMBUSTION RATE WOULD BE FASTER THAN THAT
OF NORMAL COMBUSTION.
CREATING VERY HIGH CYLINDER PRESSURES AND
TEMPERATURES AND THUS RESULTING IN EXCESSIVE
NEGATIVE COMPRESSION WORK AND INCREASED
HEAT LOSS TO THE WALLS. THE OVERALL EFFECT
WILL BE THE LOSS IN POWER.
 PRE-IGNITION WILL ALSO CAUSE HIGHER
Additional Information
TEMPERATURES AND PRESSURES IN THE END-GAS
THAN THOSE CAUSED BY NORMAL IGNITION BECAUSE
OF ITS EARLIER OCCURRENCE ON THE COMPRESSION
STROKE. THUS PRE-IGNITION LEADS TO AUTO-
IGNITION AND HENCE KNOCK. AND AUTO-IGNITION
ENCOURAGES PRE-IGNITION.
KNOCK AND PRE-IGNITION ARE DIFFERENT
PHENOMENA. KNOCK IS DUE TO THE RAPID
COMBUSTION OF THE LAST PART OF THE MIXTURE
FOLLOWING THE INITIATION OF FLAME BY THE
SPARK, WHEREAS PRE-IGNITION IS THE IGNITION OF
THE CHARGE BY A HOT BODY BEFORE THE SPARK
OCCURS.
THE RESULT OF PRE-IGNITION ARE TO INCREASE THE
WORK OF THE COMPRESSION STROKE, DECREASE
Additional Information
THE NET WORK OF THE CYCLE, INCREASE THE
ENGINE PRESSURES, INCREASE THE HEAT LOSS
FROM THE ENGINE AND DECREASE THE EFFICIENCY.
PRE-IGNITION IF NOT CHECKED GETS
PROGRESSIVELY WORSE, CULMINATING IN SEVERE
ENGINE DAMAGE.
PRE-IGNITION CAN BE DETECTED BY
SWITCHING OFF THE IGNITION WHEN IRREGULAR
FIRING MIGHT OCCUR FOR A FEW STROKES BEFORE
THE ENGINE SPEED DROPS. THE SUDDEN LOSS OF
POWER WITH NO EVIDENCE OF MECHANICAL
MALFUNCTIONING MAY ALSO INDICATE PRE-
IGNITION.
1.2 ABNORMAL COMBUSTION

Surface ignition
Under certain conditions, air-fuel mixture is ignited by a
hot spot in the cylinder.
Initiation of a flame front by a hot surface other than the
spark is called surface ignition. The hot surface may be the
spark plug insulator or electrode, the exhaust valve head,
the combustion deposits on the combustion chamber
surfaces etc.
Surface ignition occurring before the spark is called pre-
ignition and that occurring after the spark is called
post-ignition.
Run-on, run-away, wild ping and rumble are caused by
surface ignition which are harmful.
1.3 SI ENGINE COMBUSTION CHAMBERS
 Basic requirements of a good combustion
chamber
 1. High power output

 2. High thermal efficiency and low specific fuel

consumption
 3. Smooth engine operation

 4. Reduced exhaust pollution

 5. High volumetric efficiency

 6. Minimum length of flame travel

 7. Provision of suitable quench region

1.3 SI ENGINE COMBUSTION CHAMBERS
1.3 SI ENGINE COMBUSTION CHAMBERS
1.3 SI ENGINE COMBUSTION CHAMBERS
1.3 SI ENGINE COMBUSTION CHAMBERS
1.3 S.I. ENGINE COMBUSTION CHAMBERS

 1. Wedge Type: It has the spark plug positioned off-

center in the widest part of the wedge. The intake and
exhaust valves are usually positioned next to each
other. The air-fuel mixture is compressed into an area
called the quench area as the piston travels through
the compression stroke to TDC. The quench area
helps in mixing of the air and fuel before combustion.
This also causes a turbulence or movement of the
mixture within the cylinder, causing a more complete
burn at lower and mid-cruise speeds. The high-swirl
combustion chambers are the result of raised surfaces
on the cylinder head surface of the wedge design that
creates a specific amount of combustion turbulence.
1.3 S.I. ENGINE COMBUSTION CHAMBERS

 2. Hemispherical: The main characteristic of

the hemispherical combustion chamber is that it
is rounded. When the piston is at TDC, the
combustion chamber resembles a half- ball, hence
the name.
This design allows the intake and exhaust valves
typically located across from each other with the
spark plug placed between them, to be angled in
the cylinder head. This cross-flow arrangement
provides better scavenging, lower pumping loss and
better fuel efficiency.
1.3 S.I. ENGINE COMBUSTION CHAMBERS
1.3 S.I. ENGINE COMBUSTION
CHAMBERS
Advantages and drawbacks of S I
Engine combustion chambers

Sr. Combustion Advantages Drawbacks

no. Chamber
Type
1 T- head 1. Easy to 1. Longer
combustion manufacture flat length of
chamber cylinder head, flame travel.
2. Lower height of 2. Increased
engine and front detonation
hood for better tendency.
frontal visibility
of vehicle .
1.3 S.I. ENGINE COMBUSTION
CHAMBERS
Advantages and drawbacks of S I
Engine combustion chambers

Sr. Combustion Advantages Drawbacks

no. Chamber
Type
2 L- head or 1. Neat and 1. Lack of
side head compact layout turbulence
combustion 2. Easy to 2. Extremely prone
chamber lubricate to
valves, easy to detonation
decarbonize 3. Extremely
engine. sensitive
to ignition timing
1.3 S.I. ENGINE COMBUSTION
CHAMBERS
Advantages and drawbacks of S I
Engine combustion chambers

Sr. Combustion Advantages Drawbacks

no. Chamber
Type
3 Ricardo 1. Faster flame 1. Inefficient
Turbulent speed, operation
head side 2. Reduced as compared to
valve detonation latest
combustion 3. engines with
chamber Homogeneous compression ratio
air: fuel of
mixture 10:1
1.3 S.I. ENGINE COMBUSTION
CHAMBERS
Advantages and drawbacks of S I
Engine combustion chambers

Sr. Combustion Advantages Drawbacks

no. Chamber
Type
4 F- head 1. Flat roof Complex valve
combustion allows use of operating
chamber an mechanism.
inlet valve
bigger than
exhaust valve.
2. Valve and
plug cooling is
Advantages and drawbacks of S I Engine
combustion chambers

Sr. Chamber Advantages Drawbacks

no. Type
5 I – head 1. Lower pumping losses 1. Large sized
combustion and higher volumetric valves cannot be
chamber efficiency. accommodated.
(Wedge 2. Lesser distance of flame 2. Valve
form and travel. Therefore low octane operating
Bath tub requirement. mechanism gets
form of 3. More uniform cooling of disturbed while
combustion cylinder and piston. decarbonizing
chamber) 4. Lower surface to volume combustion
ratio and therefore less chamber.
heat loss.
5. Easier to cast and hence
lower casting cost.
1.4 COMBUSTION IN CI ENGINE
Air fuel ratio in Diesel engines
 In CI engines, for a given speed, irrespective of load,
an approximately constant supply of air enters the
cylinder.
 With change in load, the quantity of fuel is changed,
which changes the air: fuel ratio. The overall air: fuel
ratio may thus vary from about 100:1 at no load to 20:
1 at full load.
 The poor distribution of fuel and its limited
intermixing with air results in objectionable smoke if
operated near chemically correct air: fuel ratio (14.5:
1) for diesel.
 Hence CI engines are operated with excess air (air:
fuel ratio 20:1 to 23: 1 i.e. excess air 35 to 50%). So,
diesel engines are also termed as lean burn engines.
STAGES OF COMBUSTION IN C.I. ENGINE.

 First Stage: Ignition Delay period during which

some fuel has been admitted but has not yet been
ignited. The ignition delay is counted from the start of
injection to the point where P-θ curve separates from
the pure air compression curve.
 Second Stage: Rapid or Uncontrolled combustion:
In this second stage, the pressure rise is rapid
because during the delay period the fuel droplet have
had time to spread themselves over a wide area and
they have fresh air all around them. It is counted
from the end of Delay period to the Point of Maximum
pressure on the P-θ diagram.
About one-third of the heat is evolved during this
period.
STAGES OF COMBUSTION IN C.I. ENGINE.

Third Stage: Controlled Combustion: At the end of

second stage, the temperature and pressure are so high
that the fuel droplets injected during the last stage burn
almost as they enter and any further pressure rise can be
controlled by Injection rate. It is counted from the point of
maximum pressure to maximum cycle temperature.
About 70 to 80 % of the total heat of the fuel is evolved
during this period.
STAGES OF COMBUSTION IN C.I. ENGINE.

• Fourth Stage: Afterburning: Because of poor

distribution of the fuel particles, combustion continues
during part of the remainder of the expansion stroke.
This after-burning can be called the fourth stage of
combustion. The duration of after-burning phase may
correspond to 70-80 degrees of crank travel from TDC.
Total heat evolved by the end of the combustion process
is
95 to 97 % and 3 to 5% of heat goes as unburnt fuel in
exhaust.
P- Θ DIAGRAM SHOWING STAGES OF
COMBUSTION IN C.I. ENGINE.
 IGNITION DELAY PERIOD IN C.I. ENGINE
Ignition delay is the period during which some fuel has
been admitted but has not yet been ignited. It is
counted from the start of injection to the point where P-θ
curve separates from pure air compression curve. The
ignition delay can be roughly divided into two parts:
Physical delay and chemical delay.
 Physical Delay: The period of physical delay is the time
between the beginning of injection and the attainment of
chemical reaction conditions. In the physical delay
period, the fuel is atomized, vaporized, mixed with air ,
and raised in temperature.
 Chemical Delay: in this period, pre-flame reactions start
slowly and then accelerate until local inflammation or
ignition takes place. At high temperatures, chemical
reaction is quicker and physical delay is longer than
FACTORS AFFECTING IGNITION DELAY
PERIOD
 Fuel: Lower self ignition temperature means a lower
delay period. Higher Cetane number means a lower
delay period and smooth engine operation.
 Intake Temperature: Increase in intake temperature
would result in increase in compressed air
temperature which would reduce the delay period.
 Compression ratio: Increase in compression ratio
reduces delay period as it raises both temperature
and density.
 Type of combustion chamber: A pre-combustion
chamber gives shorter delay compared to an open
type of combustion chamber.
 Injection advance: Delay period increases with
increase in injection advance angle. (with increase in
injection angle, pressure and temperature are lower
when injection begins)
DIESEL KNOCK
 If the Ignition delay period is long, a large
amount of fuel will be injected and accumulated
in the chamber. The auto-ignition of this large
amount of fuel may cause high rate of pressure
rise and high maximum pressure which may
cause Knocking in diesel engines.
 A long delay period not only increases the
amount of fuel injected by the moment of
ignition, but also improves the homogeneity of
the fuel- air mixture and its chemical
preparedness for explosion type of self-ignition
similar to detonation in SI engines.
METHODS OF CONTROLLING DIESEL
KNOCK
The diesel knock can be controlled by reducing
delay period. The delay is reduced by the following.
1. High charge temperature
2. High fuel temperature.
3. Good turbulence.
4. A fuel with short induction period.
5. By using Ignition accelerators like Amyl
Nitrate.
 DETONATION AND KNOCKING
COMPARISON
Sr. Detonation in S I Engine Knock in C I Engine
No.
1 Detonation occurs near the end Knocking occurs near the beginning of
of combustion combustion. i.e. at the end of first
stage of combustion.
2 Detonation in S I Engine is of a Knocking in C I engine is of
homogeneous charge causing imperfectly mixed charged and hence
very heavy rate of pressure rise the rate of pressure rise is normally
and high maximum pressure. lower than that in the detonation in S
I Engine.
3 Pre-ignition may occur. Fuel is injected into the cylinder only
at the end of the compression stroke
and there is no question of pre-
ignition or premature ignition.
 DETONATION AND KNOCKING
COMPARISON
Sr. Detonation in S I Engine Knock in C I Engine
No.
4 Detonation is easily Knocking is not easy to distinguish
distinguished from normal from normal combustion.
combustion.
5 Larger cylinder promotes Diesel knock is reduced with increase
detonation in size of cylinder.
6 Compression ratio in S.I. In C.I. engines, higher compression
engine is limited by Detonation ratio causes lesser ignition delay and
hence lesser possibility of diesel knock.

7
C.I. ENGINE COMBUSTION CHAMBERS
C.I. Engines are classified on the basis of
method of generating swirl. There are four
types of combustion chambers.
1. Open Combustion chambers
2. Divided or turbulent swirl
chambers
3. Pre-combustion chambers
4. Air cell combustion chambers.
C.I. ENGINE COMBUSTION CHAMBERS
1. Open combustion chambers: The method of
swirl used in this type of combustion chamber
is induction swirl. In induction swirl, flow of air
is directed towards the cylinders during its
entry.
An open combustion chamber is one in
which combustion space is essentially a
simple cavity with little restriction and
there are no large differences in pressure
between different parts of chamber during
the combustion process.
 C.I. ENGINE COMBUSTION CHAMBERS
2. Divided or Turbulent swirl chambers: The method of
generating swirl in the divided chamber is by
compression.
Compression swirl is one in which air is forced
through a tangential passage into a separate
swirl chamber during compression stroke. A
divided combustion chamber is defined as one in
which the combustion space is divided into two
or more distinct compartments between which
there are restrictions or throats small enough so
that considerable pressure difference occurs
between them during combustion process.
C.I. ENGINE COMBUSTION CHAMBERS
3. Pre-combustion chamber: The type of swirl
used is combustion induced swirl. A pre-
combustion chamber consist s of pre-
combustion chamber or anti-chamber connected
to the main chamber through a number of very
small holes. Pre-combustion chamber contains
20 to 30 % of clearance volume. Pre-combustion
chamber has multi-fuel capability without any
modification in the injection system in the type
of swirl used. i.e. combustion inducted swirl,
swirl turbulence is created by use of initial
pressure rise due to partial combustion.
C.I. ENGINE COMBUSTION CHAMBERS
4. Air cell combustion chamber: The type of
swirl used in this combustion chamber is
combustion induced swirl. Here there is no
organized air swirl. The advantage for this type
of combustion chamber are
a. The maximum pressure on the main
chamber is fairly low and hence it gives
smooth running and easy starting.
b. This type of combustion chamber is most
suitable for comparatively small engines
of medium duty where a relatively high fuel
consumption can be tolerated.
CLASSIFICATION OF C.I. ENGINE
COMBUSTION CHAMBERS

C.I. Engine
Combustion
Chambers

Direct Injection Indirect

or Injection or
Divided
Open Chamber Chamber

High Swirl Compression Pre-combustion Air Cell

Low Swirl Medium Swirl
M Type Swirl Chamber Energy Cell
C.I. ENGINE COMBUSTION CHAMBERS
C.I. ENGINE COMBUSTION CHAMBERS
Advantages and drawbacks of C. I. Engine combustion chambers

Combustion Advantages Drawbacks

Chamber
Type
1. Direct 1. Good supply of 1. Inaccurate setting of
injection oxygen to the valves can damage
(DI) or Open combustion chamber. piston crown
combustion 2. Lower surface area/ 2. Engine runs rough at
chamber volume reduce heat low speeds.
losses. 3. injector nozzle holes
3. higher efficiency may get blocked by
(efficient combustion) carbon deposits(multi-
4. lower fuel hole nozzle)
consumption 4. High injection
5. Good cold starting pressures are necessary.
ability (glow plug is not
required.)
Advantages and drawbacks of C. I. Engine combustion
chambers
Combustion Advantages Drawbacks
Chamber Type
2. Ricardo 1. Minimized 1. Cold weather
(Compression) exhaust gas starting problems
swirl odour. occurs.
combustion 2. Relatively low 2. Inefficient
chamber injection scavenging.
pressure can be 3. Slightly more fuel
used. consumption than DI
3. Reduced delay engines.
period.
Advantages and drawbacks of C. I. Engine combustion
chambers
Combustion Advantages Drawbacks
Chamber
Type
3. Pre- 1. Blockage due to 1. Heater plug is
combustion carbon deposit of required for cold
chamber Pintle type nozzle is starting.
eliminated 2. Low thermal
2. Lower injection efficiency.
pressure is required 3. High fuel
3. Low quality fuel consumption
can be used
4. Smooth engine
operation
Advantages and drawbacks of C. I. Engine combustion
chambers
Combustion Advantages Drawbacks
Chamber
Type
4. Air cell or 1. Minimum shock 1. Starting difficulty
Energy cell loading of working when cold. Hence
combustion components due to glow plug is needed.
chamber high degree of 2. Inefficient
controlled scavenging of the
combustion. energy cell.
2. Reduced exhaust 3. costly cylinder
gas pollution head (complicated
3. Relatively low moulding and
injection pressure machining involved
may be used. in manufacturing.)
Advantages and drawbacks of C. I. Engine combustion
chambers
Combustion Advantages Drawbacks
Chamber
Type
5. M- 1. Low peak 1. Low volumetric
combustion pressure efficiency
chamber 2. Low rate of 2. Cold starting
pressure rise. requires glow plug
3. Low smoke level 3. At starting and
4. Multi-fuel idling conditions
capability hydrocarbon
emissions may occur.
COMPARISON OF S.I. AND C.I. ENGINES

S.I. Engine C.I. Engine

Otto Cycle Diesel Cycle

Thermodynami
c Cycle
Theoreticall Theoreticall
y more y less
efficient efficient

Actual Actual
efficiency is efficiency is
less more
COMPARISON OF S.I. AND C.I. ENGINES

S.I. Engine C.I. Engine

Homogeneous Heterogeneou
Mixture s Mixture

Combustion
Phenomenon A: F ratio is A: F Ratio
nearly varies
constant for considerably
all loads with load

Quantity Quality
Governing Governing
COMPARISON OF S.I. AND C.I. ENGINES

S.I. Engine C.I. Engine

Compressio
Compression
Compression n Ratio is
ratio is low, about
higher,
Ratio 10:1 limited by
about 15:1
Detonation
to 18:1
COMPARISON OF S.I. AND C.I. ENGINES

S.I. C.I.
Engine Engine
Compression
Compression
Pressure is
Pressure is 7
30 bar to 50
bar to 15 bar
Operatin bar
g Maximum Maximum
Pressure pressure is
45 bar to 50
pressure is
60 bar to 70
bar bar
COMPARISON OF S.I. AND C.I. ENGINES

S.I. C.I.
Engine Engine

High speed Low speed

Operatin engine
g Speed engine
(5000 rpm) (3000 rpm)
COMPARISON OF S.I. AND C.I. ENGINES

S.I. Engine C.I. Engine

Distributio Poor mixture Excellent

n of fuel distribution mixture
between because of distribution
cylinders wall-wetting (calibrated
effect F.I.P.)
COMPARISON OF S.I. AND C.I. ENGINES

S.I. Engine C.I. Engine

In C.I. Engine, super

Supercharging of charging tends to
Superchargin S.I. Engine is prevent knocking it
g limited by is limited by thermal
detonation & mechanical
stresses

Turbo-charging is
Supercharging is used in generation
used in air craft plant, commercial &
engines. army vehicles
COMPARISON OF S.I. AND C.I. ENGINES

S.I. Engine C.I. Engine

Higher
Exhaust
Gas exhaust Gas Lower
Temperatur temperature exhaust Gas
e (low thermal temp.
efficiency )
COMPARISON OF S.I. AND C.I. ENGINES

S.I. C.I.
Engine Engine
Easier starting Difficult to start
due to lesser due to
cranking effort
Starting Cold starting
requirement of
greater cranking
circuit in effort to over come
carburetor higher
provides cold compression
starting Glow plug is
required in cold
weather (for IDI
engines)
COMPARISON OF S.I. AND C.I. ENGINES