SEMINAR REPORT

REPORT ON COMBUSTION TECHNIQUE

SESSION: 2011 - 12
IN GUIDENCE OF: MR. KAMAL YADAV

PRESENTED BY:
KULDEEP DUBEY
B.TECH THIRD YEAR

ROLL NO: 0938140023

COMBUSTION
Combustion or burning is the sequence of exothermic chemical
reactions between a fuel and an oxidant accompanied by the production of heat and conversion of chemical species .

CH4 + 2 O2 CO2 + 2 H2O + energy CONDITION FOR COMBUSTION

1.

COMBUSTIBLE MIXTURE

2 . SOME MEANS OF INITIATION COMBUSTION

3. PROPAGATION OF FLAME

Normal & Abnormal Combustion in SI Engine

Knock is the term used to describe a pinging noise emitted from a SI engine undergoing abnormal combustion.

The noise is generated by shock waves produced in the cylinder when unburned gas autoignites.

THREE PHASES OF COMBUSTION

There are three distinct phases or parts to the combustion in a diesel engine.
Ignition delay. Rapid combustion. Controlled combustion.

Cyclic Variation of Pressure Vs Crank Angle

Spark Timing Spark timing relative to TC affects the pressure development and thus the engine imep and power. Ignite the gas before TC to center the pressure pulse around TC.

The overall burning angle is typically between 40 to 60o, depending on engine speed.

motored

Fuel Injection

Fuel injection is the preferred method of metering the fuel in modern engines. Cost has limited use for small gas engines. BOSH has developed a system.

(a) Multi-point injection uses separate injectors for each cylinder, and each injector is located close to the inlet valve of the engine.

(b) Single-point injection uses only one injector, which discharges fuel into the: air stream at the point used by a carburetor.

CARBURETOR the engine component that provides the required air-fuel mixture to the combustion chamber based on engine speed and load.

A pressure difference is also needed to cause the fuel to flow from the fuel bowel into the air stream. This is accomplished using a venturi, Bernoullis principle and a tube connecting the mouth of the venture to the fuel bowel. This is a functioning carburetor and it will operate an engine as long as it has a constant load and constant speed.

CARBURETOR OPERATING PRINCIPLE

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A carburetor is basically a tube.

There is an adjustable plate across the tube called the throttle plate that controls how much air can flow through the tube. At some point in the tube there is a narrowing, called the venturi, and in this narrowing a vacuum is created.

In this narrowing there is a hole, called a jet, that lets the vacuum draw in fuel.

The ignition system provides a high voltage spark in the combustion chamber at the proper time. Two types of ignition systems Battery Magneto Battery Battery systems transforms the battery voltage and fires the spark plug at the correct time. Magneto Magneto systems must produce the current, transform the voltage and time the spark plug. Most small engines use the magneto system Two types of magneto systems: Breaker point ignition Solid state (electronic) ignition
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IGNITION SYSTEM

Magneto Ignition system

As long as the flywheel is rotating and the ignition switch is on, the spark plug fires every time the magnets move past the magneto.

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Magneto Ignition System- Firing Spark Plug

When the breaker points open the magnetic field produced by the current in the primary winding collapses.
The collapsing magnetic field flows across the secondary coil which induces a current in the secondary coil. Because there is a 60:1 ratio of windings in the two coils, the voltage is transformed to the 10,000 and 15,000 volts needed to fire the spark plug.

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BATTERY IGNITION SYSTEM

Detonation

An undesirable engine condition in which pockets of fuel start to burn at about the same time as the spark plug fires. Multiple pressure fronts collide Sometimes called knocking, spark knock or pinging. Causes large pressure differentials in the combustion chamber. Can cause engine damage.

Causes
1. 2. 3. 4. 5. Increased compression High temperatures Lean fuel/air mixture Advanced ignition timing Lower octane fuels

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Engine Damage From Severe Knock Damage to the engine is caused by a combination of high temperature and high pressure.

Piston

Piston crown

Cylinder head gasket

Aluminum cylinder head

Knock Engine parameters that effect occurrence of knock are: i) Compression ratio at high compression ratios, even before spark ignition, the fuel-air mixture is compressed to a high pressure and temperature which promotes autoignition ii) Engine speed At low engine speeds the flame velocity is slow and thus the burn time is long, this results in more time for autoignition However at high engine speeds there is less heat loss so the unburned gas temperature is higher which promotes autoignition These are competing effects, some engines show an increase in propensity to knock at high speeds while others dont.

Knock iii) Spark timing maximum compression from the piston advance occurs at TC, increasing the spark advance makes the end of combustion crank angle approach TC and thus get higher pressure and temperature in the unburned gas just before burnout.

x End of combustion

P,T

T
Ignition

Preignition

Fuel starts to burn before the spark plug fires. Decreases engine performance and produces and audible pinging or knocking sound in the engine. Increases the peak combustion pressure in the cylinder. Increases internal temperature. Will cause engine parts like pistons, connecting rods and crankshafts to fail.

Causes;
1. 2. 3. 4. 5. 6. An overheated spark plug Glowing carbon deposits Over heated exhaust valve A sharp edge in the combustion chamber or on top of a piston Sharp edges on valves that were reground improperly A lean fuel mixture.
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DIESEL ENGINES
Indirect and Direct Injection

FIGURE 4-4 A direct injection diesel engine injects the fuel directly into the combustion chamber. Many designs do not use a glow plug.

Combustion in CI Engine In a CI engine the fuel is sprayed directly into the cylinder and the vaporised part of the fuel mixes with air and 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 process

1 cm

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 injection Start of combustion End of injection

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 mixed with the air to within the flammability limits (air at high-temperature and highpressure) 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 burning rate is controlled 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 of injection

End of injecction

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-10

TC

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20

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CI Engine Types
Two 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 is injected into the prechamber which is connected to the main chamber via a nozzle, or one or more orifices.

For very-large engines (stationary power generation) which operate at low engine 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.

Direct Injection quiescent chamber

Direct Injection multi-hole nozzle swirl in chamber

Direct Injection single-hole nozzle swirl in chamber

Indirect injection swirl pre-chamber