9-2013471-Compression Ignition Engine Combustion

Compression Ignition Engine

2103471 Internal Combustion Engine

Diesel Fuel

Effect of aromatics and cetane number

Combustion in CI Engine

In a CI engine the fuel is sprayed directly into the cylinder and the fuel-airmixture ignites spontaneously.

These photos are taken in a RCM under CI engine conditions with swirl air flow

0.4 ms after ignition 3.2 ms after ignition

3.2 ms after ignition Late in combustion process1

cm

Combustion Characteristic

Combustion occurs throughout the chamber over a range of equivalenceratios dictated by the fuel-air mixing before and during the combustion phase.

In general most of the combustion occurs under very rich conditions within the head of the jet, this produces a considerable amount of solid carbon (soot).

Compression ratio limitations in CI engine

• The higher the combustion pressure, the higher the sealing pressure.• The higher the sealing pressure, the higher the friction loss.• The higher the compression ratio, the higher the combustion

pressure, sealing pressure, and friction loss.

Advantages and disadvantages of diesel engines

Advantages• Fuel Economy• Durability• Low HC• Low CO• High torque• Reliability• Low fuel cost• Low maintenance

cost

Disadvantages• Noise• Weight• High NOx• High PM• Low speed• Low air utilization• High engine cost• Low exhaust

temperature

Diesel Combustion Process

Diesel Ignition Flame Front Propagation• Spontaneous combustion (auto ignition) due to

temperature increase of reactants.• Ignition triggered by compression heating of

fuel-air mixture.• Ignition initiated at random point in combustion

chamber• Fast combustion process• Less complete combustion process

The Four stroke Diesel Operation

DI and IDI Combustion chamber designs

• Important Combustion Bowl dimensions

• Straight-sided Mexican hat Bowl

Features of Combustion Bowl Designs

CI combustion cycle

P-crank angle and P-volume diagram

Valve timing events

In Cylinder Measurements

This graph shows the fuel injection flow rate, net heat release rate and cylinder pressure for a direct injection CI engine.

Start of injectionStart of combustion

End of injection

Heat release diagram of CI combustion

Combustion in CI Engine

The combustion process proceeds by the following stages:

Ignition delay (ab) - fuel is injected directly into the cylinder towards the end of the compression stroke. The liquid fuel atomizes into small drops and penetrates into the combustion chamber. The fuel vaporizes and mixes with the high-temperature high-pressure air.

Premixed combustion phase (bc) – combustion of the fuel which has mixedwith the air to within the flammability limits (air at high-temperature and high-pressure) during the ignition delay period occurs rapidly in a few crank angles.

Mixing controlled combustion phase (cd) – after premixed gas consumed, the burning rate is controlled by the rate at which mixture becomes available for burning. The rate of burning is controlled in this phase primarily by the fuel-air mixing process.

Late combustion phase (de) – heat release may proceed at a lower rate well into the expansion stroke (no additional fuel injected during this phase). Combustion of any unburned liquid fuel and soot is responsible for this.

Four Stages of Combustion in CI Engines

Start ofinjection

End ofinjecction

-10 TC-20 10 20 30

Combustion steps in DI diesel engine

Ignition Delay

Ignition delay is defined as the time (or crank angle interval) from when the fuel injection starts to the onset of combustion.

Both physical and chemical processes must take place before a significantfraction of the chemical energy of the injected liquid is released.

Physical processes are fuel spray atomization, evaporation and mixing of fuelvapour with cylinder air.

Good atomization requires high fuel-injection pressure, small injector hole diam., optimum fuel viscosity, high cylinder pressure (large divergence angle).

Rate of vaporization of the fuel droplets depends on droplet diameter, velocity,fuel volatility, pressure and temperature of the air.

Chemical processes similar to that described for autoignition phenomenonin premixed fuel-air, only more complex since heterogeneous reactions(reactions occurring on the liquid fuel drop surface) also occur.

Fuel Ignition Quality

The ignition characteristics of the fuel affect the ignition delay.

The ignition quality of a fuel is defined by its cetane number CN.

For low cetane fuels the ignition delay is long and most of the fuel is injected before autoignition and rapidly burns, under extreme cases this produces anaudible knocking sound referred to as “diesel knock”.

For high cetane fuels the ignition delay is short and very little fuel is injected before autoignition, the heat release rate is controlled by the rate of fuel injection and fuel-air mixing – smoother engine operation.

Cetane Number

The method used to determine the ignition quality in terms of CN is analogousto that used for determining the antiknock quality using the ON.

The cetane number scale is defined by blends of two pure hydrocarbonreference fuels.

By definition, isocetane (heptamethylnonane, HMN) has a cetane number of 15 and cetane (n-hexadecane, C16H34) has a value of 100.

In the original procedures α-methylnaphtalene (C11H10) with a cetane number of zero represented the bottom of the scale. This has since been replaced by HMN which is a more stable compound.

The higher the CN the better the ignition quality, i.e., shorter ignition delay.

The cetane number is given by:

CN = (% hexadecane) + 0.15 (% HMN)

The method developed to measure CN uses a standardized single-cylinder engine with variable compression ratio

The operating condition is:

Inlet temperature (oC) 65.6Speed (rpm) 900Spark advance (oBTC) 13Coolant temperature (oC) 100Injection pressure (MPa) 10.3

With the engine running at these conditions on the test fuel, the compression ratio is varied until combustion starts at TC, ignition delay period of 13o.

The above procedure is repeated using blends of cetane and HMN. The blendthat gives a 13o ignition delay with the same compression ratio is used tocalculate the test fuel cetane number.

Cetane Number Measurement

Cetane vs Octane Number

The octane number and cetane number of a fuel are inversely correlated.

Gasoline is a poor diesel fuel and vice versa.

Cetane number

Cet

ane

mot

or m

etho

d oc

tane

num

ber

Factors Affecting Ignition Delay

Injection timing – At normal engine conditions the minimum delay occurs with the start of injection at about 10-15 BTC.

The increase in the delay time with earlier or later injection timing occurs because of the air temperature and pressure during the delay period.

Injection quantity – For a CI engine the air is not throttled so the load is variedby changing the amount of fuel injected.

Increasing the load (bmep) increases the residual gas and wall temperature which results in a higher charge temperature at injection which translates to a decrease in the ignition delay.

Intake air temperature and pressure – an increase in ether will result in a decrease in the ignition delay, an increase in the compression ratio has thesame effect.

(gauge)

Factors Affecting Ignition Delay

CI Engine TypesTwo basic categories of CI engines:

i) Direct-injection – have a single open combustion chamber into which fuel is injected directly

ii) Indirect-injection – chamber is divided into two regions and the fuel isinjected into the “prechamber” which is connected to the main chamber via anozzle, or one or more orifices.

• For very-large engines (stationary power generation) which operate at lowengine speeds the time available for mixing is long so a direct injection quiescent chamber type is used (open or shallow bowl in piston).

• As engine size decreases and engine speed increases, increasing amounts of swirl are used to achieve fuel-air mixing (deep bowl in piston)

• For small high-speed engines used in automobiles chamber swirl is not sufficient, indirect injection is used where high swirl or turbulence is generated in the pre-chamber during compression and products/fuel blowdown and mix with main chamber air.

Types of CI Engines

Direct injection:quiescent chamber

Direct injection:swirl in chamber Indirect injection: turbulent

and swirl pre-chamber

Orifice -plate

Glow plug

DI and IDI Combustion chamber designs

• Important Combustion Bowl dimensions

• Straight-sided Mexican hat Bowl

Features of Combustion Bowl Designs

Direct Injectionquiescent chamber

Direct Injectionmulti-hole nozzleswirl in chamber

Direct Injectionsingle-hole nozzleswirl in chamber

Indirect injectionswirl pre-chamber

General characteristics of DI and IDI Engines

• Combustion Characteristics differences

Combustion Characteristics differences

HigherHigherHarsherHigherHigherLowerHigherHigherHeavier

LowerLowerHigherLower

Peak combustion pressurePeak Combustion temp

Combustion severityRate of pressure rise

Noise harshnessHeat rejectionFuel economy

Fuel system pressureEngine structure

EMISSIONSHCCONOxPM

LowerLowerHarshLowerLowerHigherLowerLowerLighter

HigherHigherLowerHigher

DI Characteristics IDI

Other Types of CI Engines

• Two vs. Four stroke• Turbocharged Vs. Naturally Aspirated• Low speed Vs. High Speed• Mechanically Vs. Electronically Control• SOHC Vs. DOHC• Off Highway Vs. On Highway• Direct Vs. Indirect injection

Interesting points about CI Combustion• Combustion delay lead to diesel knock• Fuel properties - improve performance, cetane

number is measured– High cetane number low octane

• Fuel concentrated – no minimum fuel limit• Fuel quantity can control engine

– Higher injection lead to higher engine output– no throttle thus higher part-load efficiency than SI

engine• Poorer mixing require excess oxygen

– Minimum practical air to fuel ratio is 18:1 to 25:1– Improving with combustion chamber design– Lower CO than SI– Less power than equivalent SI

Functions of the fuel injection system

Main Functions• Injection timing control• Injection quality control• Proper Atomization and

PenetrationAdditional Functions• Pilot injection• Rate shaping• Post Injection

Effects on Injection Controls

Show effects of• Injection timing


Show effects of• Pilot Injection and injection rate

shaping.


Show effects of• Injection timing• Injection rate control (IRC)• Injection Pressure

Injection Pressure Vs. time

Characteristics of Injection pressure

Types of Injection Systems• Pump-Line-Nozzle (P-L-N)

Types of Injection Systems

• Unit Injector (UI)

Types of Injection Systems• Common Rail (CR)

Regulater Emissions from CI Engines

Un Regulater Emissions from CI Engines

Sources of HC

Sources of CO

Sources of NOx

NOx Reduction Technologies

• Injection Timing Retard

• Intake Charge cooling


• Injection Timing Retard caused lower peak combustion pressure thus lower maximum combustion temperature that results in lower NOx.

• Effects of colder intake charge air on peak combustion pressure.


NOx Reduction Technologies• Injection Pressure

• Improved Fuel economy


• Injection Rate Shaping

– Effects of Injection rate shaping on rate of pressure rise



– Effects of Injection rate shaping on combustion pressure.



– Effects of Injection rate shaping and pilot quantity on emissions.

Effects of pilot injection on combustion noise



– Effects of injection pilot quantity prior to ignition on emissions.

NOx Reduction Technologies• Exhaust gas recirculation

– Effects of various diluent in intake mixture.

– Effects of EGR on intake manifold temperature.

– Effects of EGR on NOx formation.


Effects of Injection Timing Retard Vs. Exhaust gas recirculation on Fuel consumption


Effects of Injection Timing Retard Vs. Exhaust gas recirculationon Particulate emissions and composition.

This method may affect PM emissions as shown below:


Effects of water emulsion on NOx emissions at various injection timing and compression ratio.

Diesel with water Emulsion may be used to control NOx.

Definition of Particulate Matter

Composition of particulate emission

Sources of PM

Effects of Fuel Sulfur on PM distribution

Effects of EGR on Particle size distribution

Comparison of Nanoparticle concentration between different combustion systems

Particulate Reduction Technologies• Improved Air management

– turbocharger for low speed high load conditions

– Increased ait through turbocharger– Increased air by increasing density

through air cooling

Particulate Reduction Technologies• Improved combustion system

– Improved PM oxidation.– Improved mixture preparation through intake port

design (swirl port)– Improved combustion system design

Particulate Reduction Technologies• Improved combustion system

– Improved PM oxidation.– Improved mixture preparation through intake port design

(swirl port)– Improved combustion system design

Particulate Reduction Technologies• Improved oil control

– Through cylinder bore honing (cross-hatch)

– Through piston ring design

Particulate Reduction Technologies

• Improved injection system– Increased injection pressure– Optimized injector hole size– Reduced nozzle sac volume– Electronic injection control


• Rated speed optimization– Effects of Sharp cut-off for end of injection


• Reduction of sulfur in diesel

Technology options

9-2013471-Compression Ignition Engine Combustion

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