combustion in diesel engine

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COMBUSTION AND FLAME TYPES 1 Preet Ferozepuria

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A relatively rapid chemical combination of hydrogen and carbon in the fuel with the oxygen in the air, resulting in liberation of energy in the form of heat.

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Page 1: Combustion in Diesel Engine

COMBUSTION AND FLAME TYPES

1Preet Ferozepuria

Page 2: Combustion in Diesel Engine

COMBUSTION

Combustion are of two types :

1. Homogeneous combustion

2. Heterogeneous combustion

• Combustion is defined as a relatively rapid chemical combination of

hydrogen and carbon in the fuel with the oxygen in the air, resulting in

liberation of energy in the form of heat.

2Preet Ferozepuria

Page 3: Combustion in Diesel Engine

FLAME

A flame is a combustion reaction which can propagate sub sonically through

space.

FLAME TYPES:

1) According to composition of the reactantsa) PREMIXED

b) DIFFUSION

2) According to basic character of gas flow through reaction zonea) LAMINAR

b) TURBULENT

3) According to flame structure and motiona) STEADY

b) UNSTEADY

3Preet Ferozepuria

Page 4: Combustion in Diesel Engine

1) According to Composition of the Reactants

a) PREMIXED - Fuel and oxidizer are uniformly mixed together, like

in a gasoline engine.

b) DIFFUSION - If reactants are not premixed and must mix together

in the same region where reaction takes place , the

flame is called diffusion

4Preet Ferozepuria

Page 5: Combustion in Diesel Engine

2) According to basic character of gas flow through reaction zone

a) LAMINAR- In laminar or streamlined flame, mixing and transport are

done by molecular processes. Laminar flow occurs at low Reynolds

numbers. (Reynolds number is the ratio of inertial to viscous forces.

b) TURBULENT - In this, mixing and transport are enhanced by the

macroscopic relative motion of eddies or lumps of fluid, which is a

characteristic feature of turbulent (high Reynolds number)

5Preet Ferozepuria

Page 6: Combustion in Diesel Engine

3) According to flame structure and motion

A) STEADY : Flame structure and motion doesn’t change with time.

B) UNSTEADY : Flame structure and motion vary with time.

6Preet Ferozepuria

Page 7: Combustion in Diesel Engine

ROLE OF COMBUSTION CHAMBER ON ENGINE

PERFORMANCE

7Preet Ferozepuria

Page 8: Combustion in Diesel Engine

ROLE OF COMBUSTION CHAMBER ON ENGINE

PERFORMANCE

• The diesel engine performance is greatly

affected by the phenomena occurring inside the

combustion chamber, which depends mainly on

the piston bowl configuration.

• The piston bowl configuration is closely to swirl

ratio of the engine.

• In order to maintain the global standard of DI

engine performance, multi dimensional flow

simulation is used as an economical tool for the

optimum design of DI engine.

• Swirl is generated during compression process

in DI engine and subsequently it plays a vital role

in mixing air and fuel inside the cylinder.

8Preet Ferozepuria

Page 9: Combustion in Diesel Engine

• Modeling of combustion cylinder and prediction of in-cylinder flow is essential

to achieve better performance of a DI engine.

9Preet Ferozepuria

Page 10: Combustion in Diesel Engine

TYPES OF COMBUSTION CHAMBERS

10Preet Ferozepuria

Page 11: Combustion in Diesel Engine

TYPES OF COMBUSTION CHAMBER

1. OPEN OR DIRECT TYPE COMBUSTION CHAMBER

2. PRE COMBUSTION CHAMBER

11Preet Ferozepuria

Page 12: Combustion in Diesel Engine

Fuel is injected directly into the upperportion of the cylinder (i.e.combustion chamber). This typedepends little on turbulence toperform the mixing.

High injection pressures and multi –orifice nozzles are required.

It was used earlier on low speedengines, but with availability offurther higher pressures, being usedeven for high speed engines.

OPEN TYPE COMBUSTION CHAMBER

12Preet Ferozepuria

Page 13: Combustion in Diesel Engine

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 due

2.PRE COMBUSTION CHAMBER

13Preet Ferozepuria

Page 14: Combustion in Diesel Engine

Most common

Produces desirable turbulence

The deeper the bowl the greater the turbulence

Lower fuel Inj. Pressures possible

Shallow bowl less turbulence

Higher fuel Inj. Pressures required

Late model engines use Mexican hat because:

Desirable gas dynamics

Low risk of fuel burn-out on the piston below the injector

Long service life

MEXICAN HAT TYPE CHAMBER

14Preet Ferozepuria

Page 15: Combustion in Diesel Engine

TYPES OF DIESEL COMBUSTION SYSTEMS

15Preet Ferozepuria

Page 16: Combustion in Diesel Engine

TYPES OF DIESEL COMBUSTION SYSTEMS

• DIRECT – INJECTION SYSTEMS

• INDIRECT – INJECTION SYSTEMS

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Page 17: Combustion in Diesel Engine

DIRECT – INJECTION SYSTEMS

• Have a single open combustion

chamber into which fuel is injected

directly.

• Used for large size engines.

• Additional air motion not required .

• As engine size decreases ,

increasing amounts of air swirl are

used to achieve faster fuel – air

mixing rates.

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Page 18: Combustion in Diesel Engine

INDIRECT – INJECTION SYSTEMS

• Chamber is divided into two regions

• Fuel is injected into pre chamber

which is connected to the main

chamber via a nozzle.

• Used in the smallest engine sizes.

• During compression, air is forced

form the main chamber above the

piston into the auxiliary chamber,

through the nozzle or orifice .Thus,

toward the end of compression , a

vigorous flow in auxiliary chamber is

set up.

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Page 19: Combustion in Diesel Engine

COMPARISON OF DIFFERENT COMBUSTION SYSEMS

• In DI systems, as engine size decreases and maximum speed rises ,

swirl is used increasingly to obtain high fuel air mixture rates

• IDI systems is used for smallest engine sizes ,It is used to obtain the vigorous air motion required for high fuel – air mixing rates.

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Page 20: Combustion in Diesel Engine

DIRECT INJECTION INDIRECT INJECTION

SYSTEM QUIESCENT MEDIUM SWIRL PRE CHAMBER

SIZE LARGEST MEDIUM SMALLEST

CYCLE 2/4 STROKE 4 STROKE 4 STROKE

TURBOCHARGED TC/S TC/NA NA/TC

MAXIMUM SPEED 120-2100 1800-3500 4500

BORE , mm 900-150 150-100 95-70

STROKE/BORE 3.5-1.2 1.3-1.0 1.1-0.9

CHARACTERISTICS OF COMMON DIESEL COMBUSTION SYSTEMS

20Preet Ferozepuria

Page 21: Combustion in Diesel Engine

DIRECT INJECTION INDIRECT INJECTION

SYSTEM QUIESCENT MEDIUM SWIRL PRE CHAMBER

COMPRESSION RATIO

12-15 15-16 22-24

CHAMBER OPEN OR SHALLOW dish

BOWL IN PISTON SINGLE/MULTI-ORIFICE PRECHAMBER

AIR -FLOW PATTERN

QUIESCENT MEDIUM SWIRL VERY TURBULENT IN PRECHAMBER

NUMBER OF HOLES MULTI MULTI SINGLE

INJECTION PRESSURE

VERY HIGH HIGH LOWEST

21Preet Ferozepuria

Page 22: Combustion in Diesel Engine

PRIMARY CONSIDERATION IN THE DESIGN OF

COMBUSTION CHAMBERS FOR C.I ENGINE

• Injection and combustion both must

complete in short time in order to

achieve the best efficiency.

• For best combustion mixing should

complete in the short time.

• In C.I engine it is evident that fuel

air contact must be limited during the

delay period in order to limit dp/dt,

the rate of pressure rise in the

second phase of combustion. This

result can be obtained by shortening

the delay time.

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Page 23: Combustion in Diesel Engine

• To achieve high efficiency and power the combustion must be completed

when the piston is nearer to T.D.C, it is necessary to have rapid mixing of fuel

and air during the third stage of combustion.

• The design of combustion chamber for C.I engines must also take

consideration of fuel injection system and nozzles to be used.

23Preet Ferozepuria

Page 24: Combustion in Diesel Engine

COMBUSTION CHAMBER DESIGN CONSIDERATIONS

Minimal flame travel

The exhaust valve and spark

plug should be close together

Sufficient turbulence

A fast combustion, low

variability

High volumetric efficiency at

WOT

Minimum heat loss to

combustion walls

Low fuel octane requirement

24Preet Ferozepuria

Page 25: Combustion in Diesel Engine

COMBUSTION ANALYSIS TOOLS

1.P-q diagram, Ignition Delay

2.Needle Lift Diagram

3.Line Pressure Diagram

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Page 26: Combustion in Diesel Engine

P- Θ DIAGRAM

THREE PHASES OF COMBUSTION

1. IGNITION DELAY

2. PERIOD OF RAPID OR UNCONTROLLED COMBUSTION

3.PERIOD OF UNCONTROLLED COMBUSTION.

• Third is followed by AFTER BURNING which may be called forth phase of

combustion.

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Page 27: Combustion in Diesel Engine

1. 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.

• Pressure reached during second stage

will depend upon the duration of the

delay period.

• Longer the delay period , the more

rapid and higher the pressure rise.

• Must aim to keep delay period as short

as possible for smooth running to

maintain control over the pressure

changes.

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Page 28: Combustion in Diesel Engine

2. 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.

• 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.

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Page 29: Combustion in Diesel Engine

• Temperature and pressure is very high so fuel droplets injected in the

stage burn almost as they enter.

• Pressure rise is controlled by mechanical means i.e. Injection rate.

3.PERIOD OF UNCONTROLLED COMBUSTION.

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Page 30: Combustion in Diesel Engine

• Combustion continues even after the fuel injection is over because

of poor distribution of fuel particles.

AFTER BURNING

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NEEDLE LIFT DIAGRAM

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Page 32: Combustion in Diesel Engine

- The fuel injected during ignition delay period reduces resulting

into less rate of pressure and temperature rise during pre mixed

combustion and thus lower NOx ppm. (This effect is more visible

at intermediate speeds.)

- Another advantage: combustion noise reduction.

NEEDLE LIFT DIAGRAM

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Page 33: Combustion in Diesel Engine

THREE PHASES OF DIESEL COMBUSTION

33Preet Ferozepuria

Page 34: Combustion in Diesel Engine

THE THREE PHASES OF DIESEL COMBUSTION

Ignition delay phase (Time Between SOI to Start of

Combustion)

Premixed Combustion phase

Mixing –controlled combustion phase

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Page 35: Combustion in Diesel Engine

1. Ignition delay phase duration responsible for:

Rate of rise of combustion pressure

Effects combustion noise

Peak combustion pressure

Mechanical stress on components like journal bearing, crank pins &

gudgeon pin

Peak combustion temp

NOx generation

Ignition delay is dependent upon:

Compression Ratio

Ambient temperature condition

Cetane no. of fuel

Local A/F ratio

Swirl effect

Injection pressure

Load on engine

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Page 36: Combustion in Diesel Engine

2. Pre-mixed combustion phase (Curve bc): Combustion of a portion of

the fuel injected during the ignition delay period which have mixed with

the air in the chemically correct proportion.

Results into,

Very high rate of cylinder pressure rise resulting into diesel

combustion noise.

Higher combustion temperatures resulting into NOx generation

36Preet Ferozepuria

Page 37: Combustion in Diesel Engine

3. Mixing Controlled Combustion

Often referred as Diffusion Combustion

Represented by curve- cd in figure.

Depends on the rate fuel mixes with air and acquires a condition

that is ready to burn.

Combustion paths: three types of mixing controlled combustion

1. Rich

2. Stoichiometric

3. Lean

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Page 38: Combustion in Diesel Engine

1. During Stoichiometric Zones

a. Combustion is complete

b. Products are H2O & CO2

2. For Rich

a.Incomplete combustion

b.Produces soot

3. For lean

a. Burn ineffectively

b. Produces unburned hydrocarbon

38Preet Ferozepuria

Page 39: Combustion in Diesel Engine

EMISSION FROM DI DIESEL ENGINE

39Preet Ferozepuria

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EMISSION FROM DI DIESEL ENGINE

40Preet Ferozepuria

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HEAT RELEASE RATE IN DI ENGINE

41Preet Ferozepuria

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HEAT RELEASE RATE IN DI ENGINE

• A rate of 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 a

slight loss of heat during the

delay period is evident.

42Preet Ferozepuria

Page 43: Combustion in Diesel Engine

• During the combustion process the burning proceeds in three

distinguishable stages.

• FIRST STAGE: The rate of

burning is generally very

high and lasts for only a few

crank angle degrees. It

corresponds to the period of

rapid cylinder pressure rise.

• SECOND STAGE: It

corresponds to a period of

gradually decreasing heat

release rate. This is the main

heat release period and lasts

about 40°.

43Preet Ferozepuria

Page 44: Combustion in Diesel Engine

HEAT RELEASE RATE AND RATE OF INJECTION IN DI

ENGINE

44Preet Ferozepuria

Page 45: Combustion in Diesel Engine

HEAT RELEASE RATE AND RATE OF INJECTION IN DI

ENGINE• Heat release rate and rate of injection is

shown in figure.

• Lyn developed the following observation.

• The total burning period is much longer

than the injection period.

• The absolute burning rate increases

proportionally with increasing engine

speed; Thus on a crank angle basis, the

burning interval remains constant.

• The magnitude of the initial peak of the

burning rate diagram depends on the

ignition delay period, being higher for

longer days.

45Preet Ferozepuria

Page 46: Combustion in Diesel Engine

• A rate of 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 a slight loss of heat

during the delay period is evident.

• During the combustion process the

burning proceeds in three distinguishable

stages.

• First stage: The rate of burning is

generally very high and lasts for only a few

crank angle degrees. It corresponds to the

period of rapid cylinder pressure rise.

46Preet Ferozepuria

Page 47: Combustion in Diesel Engine

• Second stage: It corresponds to a

period of gradually decreasing heat

release rate. This is the main heat

release period and lasts about 40°.

• Normally about 80% of the total

fuel energy is released in the first

two periods.

• Third stage: It corresponds to the

tail of the heat release diagram in

which a small but distinguishable

rate of heat release persists

throughout much of the expansion

stroke. The heat release amounts

to about 20% of the total fuel

energy.

47Preet Ferozepuria

Page 48: Combustion in Diesel Engine

• Normally about 80% of the

total fuel energy is released

in the first two periods.

• THIRD STAGE: It

corresponds to the tail of the

heat release diagram in

which a small but

distinguishable rate of heat

release persists throughout

much of the expansion

stroke. The heat release

amounts to about 20% of the

total fuel energy.

48Preet Ferozepuria

Page 49: Combustion in Diesel Engine

FACTORS EFFECTING THE COMBUSTION PROCESS

49Preet Ferozepuria

Page 50: Combustion in Diesel Engine

FACTORS AFFECTING COMBUSTION PROCESS

The factors effecting combustion process are as

follows1) Ignition quality of fuel

2) Injection pressure of droplet size

3) Injection advance angle

4) Compression ratio

5) Intake temperature

6) Jacket water temperature

7) Intake pressure, supercharging

8) Engine speed.

9) Load and air to fuel ratio

10) Engine size

11) Type of combustion chamber

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COMBUSTION INFLUENCE ON FUEL ECONOMY

51Preet Ferozepuria

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COMBUSTION INFLUENCE ON FUEL ECONOMY

• The engine cycle efficiency decreases at later injection timings as the heat

release shifts away from TDC in this situation. This explains the fuel-

consumption and smoke/particulate increase at retarded injection.

• The effect of retard on smoke level, particulate matter and increased fuel

consumption can be overcome by using higher fuel injection rates.

• Reducing NOx emissions from about 10.7 to about 4.5g/bhp-hr caused a

6% loss in fuel economy in engine designs from the late 1980s and early

1990sreasons for this loss in fuel economy are attributed to the loss in peak

combustion pressure that leads to reduced cycle work.

52Preet Ferozepuria

Page 53: Combustion in Diesel Engine

• A 6%loss in fuel economy is totally unacceptable to the trucking industry,

which sometimes survives by virtue of its fuel savings. It is necessary not

only to recover but also to improve the fuel economy.

• Effect of injection pressure on fuel consumption :

1. Increasing injection pressure from 700 to 1000bar had a significant

impact on fuel consumption.

2. Figure shows the effect of injection pressure on fuel consumption at

various NOx concentrations.

53Preet Ferozepuria

Page 54: Combustion in Diesel Engine

EFFECT OF INJECTION PRESSURE ON HRR (HEAT

RELEASE RATE)

• If injection pressure increases then Qp and Qm increases

Where Qp – Heat release rate during premixed combustion phase

Qm - Heat release rate during mixing controlled combustion phase.

54Preet Ferozepuria

Page 55: Combustion in Diesel Engine

HOMOGENEOUS CHARGE COMPRESSION

IGNITION (HCCI)

55Preet Ferozepuria

Page 56: Combustion in Diesel Engine

HOMOGENOUS CHARGE COMPRESSION IGNITION

• HCCI is a new combustion

technology. It is the hybrid of the

traditional spark ignition (SI) and

the compression ignition process

(Diesel engine).

• It is a form of internal combustion

In which well – mixed fuel and

oxidizer (air) are compressed to the

point of auto ignition

• The defining characteristics of HCCI

are that the ignition occurs at

several places at a time which

makes the fuel /air mixture burn

nearly simultaneously.

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Page 57: Combustion in Diesel Engine

• HCCI can be controlled to achieve gas dine engine like emissions

along with diesel engine – like efficiency.

57Preet Ferozepuria

Page 58: Combustion in Diesel Engine

METHOD

1. A mixture of fuel and air will ignite

when the concentration and

temperature of reactants is

sufficiently high.

2. The concentration and/or

temperature can be increased

several different ways:•High compression ratio

•Pre-heating of induction gases

•Forced induction

•Retained or re-inducted exhaust

gases

58Preet Ferozepuria

Page 59: Combustion in Diesel Engine

ADVANTAGES

1. HCCI provides up to a 15 percent fuel savings, while meeting current

emissions standards.

2. HCCI engine are fuel lean, they can operate at diesel – like

compression ratios (>15), thus achieving higher than SI engines.

3. HCCI can operate on gasoline, diesel fuel and most alternative fuels.

4. Leads to cleaner combustion and lower emissions because of low peak

temperatures. NOx levels are almost negligible.

5. In regards to gasoline engines, the omission of throttle losses improves

HCCI efficiency.

59Preet Ferozepuria

Page 60: Combustion in Diesel Engine

DISADVANTAGES

• Difficult to control HCCI.

• High in cylinder peak pressures may cause damage to the engine.

• High heat release and pressure rise rates contribute to engine wear.

• It is difficult to control.

• HCCI engines have a smaller power range.

• CO and HC emissions are higher.

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EMISSIONS

•NOx formation is less because of low peak temperature.

•CO and HC formation are high.

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CONTROL

• HCCI is more difficult to control than other popular modern

combustion engines, such as Spark Ignition (SI) and Diesel .

• In an HCCI engine, however, the homogeneous mixture of fuel

and air is compressed and combustion begins whenever the

appropriate conditions are reached. This means that there is no

well-defined combustion initiator that can be directly controlled.

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Page 63: Combustion in Diesel Engine

DIESEL HYBRID

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DIESEL HYBRID

• Diesel hybrid technology has blossomed

over the last several years to become one of

the most advanced heavy-duty vehicle

technologies available today.

• These vehicles combine the latest advances

in hybrid vehicle technology with the inherent

efficiency and reduced emissions of modern

clean diesel technology to produce dramatic

reductions in both emissions and fuel

consumption while offering superior vehicle

performance and the benefit of using existing

fueling infrastructures.

64Preet Ferozepuria

Page 65: Combustion in Diesel Engine

Understanding Hybrid-Electric Vehicles

• The term “hybrid vehicle” refers to a vehicle

with at least two sources of power.

• A “hybrid electric vehicle” indicates that one

source of power is provided by an electric

motor.

• The other source of motive power can

come from a number of different

technologies, but is typically provided by an

internal combustion engine designed to run

on either gasoline or diesel fuel.

• The term “diesel-electric hybrid” describes

an HEV that combines the power of a diesel

engine with an electric motor.

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Page 66: Combustion in Diesel Engine

• The diesel engine in a diesel electric hybrid vehicle generates electricity

for the electric motor, and in some cases can also power the vehicle

directly.

• HEVs are fueled just like their more traditional counterparts with

conventional diesel fuel.

• HEVs generate all the electricity they need on-board and never need to be

recharged before use.

• The diesel fuel powers an internal combustion engine that is usually

smaller (and thus more efficient) than a conventional engine, which works

along with an electric motor to provide the same power as a larger engine.

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Page 67: Combustion in Diesel Engine

• The electric motor derives its power from an alternator or generator that is

coupled with an Energy storage device (such as a set of batteries or a super

capacitor).

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Sources of Hybrid Efficiency and Emissions Reductions

•Whenever a power system transfers energy from one form to another – such

as a hybrid’s conversion of mechanical energy into electricity and then back

again – the system will experience a decrease in energy efficiency.

•Hybrid electric vehicles offset those losses in a number of ways which, when

combined, produce a significant net gain in efficiency and related emissions

reductions.

•There are four primary sources of efficiency and emissions reduction found in

hybrids:

1. Smaller Engine Size

2. Regenerative Braking

3. Power-On-Demand

4. Constant Engine Speeds and Power Output

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Page 69: Combustion in Diesel Engine

FUEL AND AIR DISTRIBUTION IN THE FUEL SPRAY

OF A DI DIESEL

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Page 70: Combustion in Diesel Engine

FUEL AND AIR DISTRIBUTION IN THE FUEL SPRAY

OF A DI DIESEL

• Photographic films of combustion in a DI diesel

engine has a shape as shown in figure.

• The average distance between the droplets is

expected to change with their location in the

spray and it is greatest near the edge

downstream from the centerline of the spray

where the smaller droplets are concentrated.

• The average local A/F ratio and consequently

the combustion mechanism are therefore

expected to vary from one location to another.

• The local A/F ratio is highest along the

centerline of the spray and diminishes as we

move to the outer extremities of the spray core.

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Page 71: Combustion in Diesel Engine

• At the downstream edge of the spray and at distances farther away from the

spray core, the A/F ratio always approaches zero and it increases as we

move toward the core of the spray.

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Page 72: Combustion in Diesel Engine

Fuel spray is Divided into several regions:

• LEAN FLAME REGION

• LEAN FLAME - OUT REGION

• SPRAY CORE

• SPRAY TAIL

• AFTER INJECTION OR SECONDARY INJECTION

• FUEL DEPOSITED ON THE WALLS

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Page 73: Combustion in Diesel Engine

• Vapor concentration between the core

and the downstream edge of the spray is

not homogeneous and the local A/F ratio

may vary from 0 to ∞.

• Ignition starts in spray envelope near

the downstream edge of the spray.

• Ignition nuclei are usually formed at

several locations where the mixtures will

most likely auto ignite.

• Once ignition starts, small independent

non luminous flame front propagate from

the ignition nuclei and ignite the

combustible mixture around them. This

mixture is lean.

LEAN FLAME REGION

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Page 74: Combustion in Diesel Engine

• The region in which these independent flames

propagate is referred as the lean flame region

(LFR).

• In this region nitric oxide is formed at high

concentration.

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Page 75: Combustion in Diesel Engine

LEAN FLAME - OUT REGION

• Near the outer edge of the spray, the

mixture is often too lean to ignite or to

support combustion. This region isreferred as the lean flame – out region

(LFOR).

• Within LFOR, some fuel decomposition

and partial oxidation products can be

found.

• The decomposition products are mainly

lighter hydrocarbon molecules.

• The partial oxidation products include

aldehyde and other oxygenates.

• It is a major source of unburned

hydrocarbon and odorous constituents.

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Page 76: Combustion in Diesel Engine

• The size of LFOR depends on many factors, including the temperature and

pressure in the chamber during combustion, the air swirl and the type of fuel.

• Higher temperature and pressure extend the flames to leaner mixtures and

thus reduce the LFOR size.

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Page 77: Combustion in Diesel Engine

SPRAY CORE

• Following the ignition and

combustion in the LFR, the flame

propagates toward the core of the

spray.

• In this region which is between

LFR and the core of the spray, the

fuel droplets are larger. They gain

het by radiation from the already

established flames and evaporate at

a higher rate. The increase in

temperature increases the rate of

vapor diffusion, due to the increase

in molecular diffusivity.

• These droplets may be completely

or partially evaporated.

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Page 78: Combustion in Diesel Engine

• If they are completely evaporated, the flame will burn all the mixture

within the rich ignition limit.

• The droplets that are not completely evaporated may be surrounded

by a diffusion - type flame and burn as individual droplets or

evaporate to form a fuel-rich mixture.

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Page 79: Combustion in Diesel Engine

SPRAY TAIL

• The part of the fuel injected consists

of large droplets due to the relatively

small pressure differential acting on

the fuel near the end of the injection

process.

• The penetration of this part of fuel is

referred as the spray tail.

• Under high conditions, the spray tail

has little chance of entering regions

with adequate oxygen concentration.

• The temperature of the surrounding

gases is fairly high and the rate of

heat transfer to these droplets is very

high. These droplets therefore

evaporate quickly and decompose.

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•The decomposed products contain unburned hydrocarbons and

high percentage of carbon molecules.

•Partial oxidation precuts include carbon monoxide and aldehydes.

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AFTER INJECTION OR SECONDARY INJECTION

• Under medium and high loads, manyinjection systems produce after –injection.

• When this occurs the injector needle

valve bounces off of its seat and opens

for a short time after the end of the main

injection.

• The amount of fuel, delivered duringafter – injection is very small. However it

is injected late in the expansion stroke,

under a relatively small pressure

differential and with very little

atomization and penetration.

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Page 82: Combustion in Diesel Engine

• This fuel is quickly evaporated and decomposed, resulting in the formation of

CO, carbon particles and unburned hydrocarbons.

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FUEL DEPOSITED ON THE WALLS

• Some fuel sprays impinge on the

walls. This is especially the case insmall, high – speed DI engines

because of the shorter spray path

and the limited number of sprays.

• The rate of evaporation of the

liquid film depends on many factors,

including gas and wall temperatures,

gas velocity, gas pressure and

properties of the fuel.

• The vapor concentration is

maximum on the liquid surface and

decreases with increased distance

from the surface.

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Page 84: Combustion in Diesel Engine

• Combustion of the

rest of the fuel on the

walls depends on the

rate of evaporation

and mixing of fuel and

oxygen.

• If the surrounding

gas has a low oxygen

concentration or the

mixing is poor,

evaporation occurs

without complete

combustion.

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Page 85: Combustion in Diesel Engine

SPRAY FORMATION

85Preet Ferozepuria

Page 86: Combustion in Diesel Engine

SPRAY FORMATION

• The combustion process depends a great deal on the development of the

spray from the start of injection, even before the spray is fully developed.

• The behavior of the spray is very important to the combustible mixture

formation and start of ignition.

• The following subsections provide additional insight into spray formation

during injection and its behavior after fuel cutoff.

1. SPRAY FORMATION DURING INJECTION

2. SPRAY ATOMISATION

3. SPRAY PENETRATION

4. DROPLET SIZE DISTRIBUTION

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Page 87: Combustion in Diesel Engine

1. SPRAY FORMATION DURING INJECTION

• Upon leaving the nozzle hole, the jet

becomes completely turbulent a very

short distance from the point of

discharge.

• Due to jet turbulence, the emerging jet

becomes partly mixed with the

surrounding air.

• Air becomes entrained and carried away

by the jet, which results in increasing

mass flow in the x-direction.

• Concurrently the jet spreads out in y –

direction and according to the principle of

conservation of momentum, the jet

velocity decreases.

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Page 88: Combustion in Diesel Engine

• The velocity of the jet will further decreases as it moves in the X- direction

due to frictional drag.

• The fuel is highest in at the centerline and decreases to zero at the

interface between the zone of disintegration and ambient air.

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Page 89: Combustion in Diesel Engine

2. SPRAY ATOMIZATION

• Spray formation is described as

the breakup of the fuel jet as it exits

the nozzle hole.

• The size of the droplets formed by

this breakup is smaller than the

nozzle hole’s diameter.

• The degree of atomization

increases due to the breakup of

large droplets as the jet moves

further along the x-axis.

• Atomization continues as long as

the Weber number exceeds a

threshold value.

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Page 90: Combustion in Diesel Engine

• The Weber number is defined as the ratio of the inertia forces to the

surface tension forces and is described by the following equation

Where:

Ρ = mass density

d = droplet diameter

V = upstream velocity

σ = surface tension

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Page 91: Combustion in Diesel Engine

3. SPRAY PENETRATION

• For more air utilization, the

droplets would have to travel

farther into the combustion

volume to reach air that is

present across the combustion

volume.

• The faster the spray

penetrates into the combustion

volume, the greater the mixing

rates as well as the air

utilization.

• It is not desirable to have

spray penetrate so far that it

would impinge on the

combustion chamber walls.

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Page 92: Combustion in Diesel Engine

4. DROPLET SIZE DISTRIBUTION

• Figure below is an example of the effect of injection pressure on droplet size as

influenced by nozzle hole geometry and nozzle hole diameter.

• The droplet size distribution given in figure is for a fuel spray produced from a

nozzle hole at different times from the start of injection.

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Page 93: Combustion in Diesel Engine

• At 0.70ms injection duration, Figure indicates that small droplets had a high

frequency. At later times, larger droplet diameters had greater frequency than

small droplets. It means, as the injection continues, the smaller droplet

population decreases as the larger droplet population increases, as a percent

of the total number of droplets.

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Page 94: Combustion in Diesel Engine

PHYSICAL FACTORS AFFECTING IGNITION DELAY

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PHYSICAL FACTORS AFFECTING IGNITION

DELAY

• Physical factors that affect ignition delay are :

a. INJECTION TIMING.

b. INJECTION QUANTITY OR LOAD.

c. DROPSIZE, INJECTION VELOCITY AND RATE.

d. INTAKE AIR TEMPERATURE AND PRESSURE.

e. ENGINE SPEED.

f. COMBUSTION CHAMBER WALL EFFECTS.

g. SWIRL RATE

h. OXYGEN CONCENTRATION

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Page 96: Combustion in Diesel Engine

INJECTION TIMING

• At normal engine conditions (low to medium speed, fully warmed engine))

the minimum delay occurs with the start of injection at about 10 to 15 BTC.

• The increase in the delay with earlier or later injection timing occurs because

the air temperature and pressure change significantly close to TC.

• If injection starts earlier, the initial temperature and pressure are lower so the

delay will increase.

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Page 97: Combustion in Diesel Engine

• If injection starts later (close to TC) the temperature and pressure are initially

slightly higher but then decrease as the delay proceeds.

• The most favorable condition lies in between.

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INJECTION QUANTITY OR LOAD• Figure shows the effect of

injection quantity or engine load on

ignition delay.

• The delay decreases

approximately linearly with

increasing load for this DI engine.

• As the load is increased, the

residual gas temperature the wall

temperature increases. This results

in higher charge temperature at

injection, thus shortening the

ignition delay.

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Page 99: Combustion in Diesel Engine

• Under engine starting conditions, the delay increases due to the larger drop in

mixture temperature associated with evaporating and heating the increased

amount of fuel.

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DROP SIZE, INJECTION VELOCITY AND RATE

• These quantities are determined by injection pressure, injector nozzle hole size,

nozzle type and geometry.

• At normal operating conditions, increasing injection pressure produces only

modest decreases in the delay.

• Doubling the nozzle hole diameter at constant injection pressure to increase the

fuel flow rate and increase the drop size had no significant effect on the ignition

delay.

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Page 101: Combustion in Diesel Engine

INTAKE AIR TEMPERATURE AND PRESSURE

•Figure shows the values of ignition

delay for diesel fuels plotted against

the reciprocal of charge temperature

for several charge pressures at the

time of injection.

•The intake air temperature and

pressure will affect the delay via their

effect on charge conditions during the

delay period. Figure shows the effects

of inlet air pressure and temperature as

a unction of engine load.

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Page 102: Combustion in Diesel Engine

• The fundamental ignition data available show a strong dependence of ignition

delay on charge temperature below about 1000k at the time of injection.

• Above about 1000k, the charge temperature is no longer significant.

• Through this temperature range there is an effect of pressure at the time of

injection on delay

• The higher the pressure the shorter the delay, with the effect decreasing as

charge temperatures increase and delay decreases.

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Page 103: Combustion in Diesel Engine

ENGINE SPEED

• In crease in engine speed at constant load result in a slight decrease in

ignition delay when measured in milliseconds: in terms of crank angle

degrees, the delay increases almost linearly.

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Page 104: Combustion in Diesel Engine

COMBUSTION CHAMBER WALL EFFECTS

• The impingement of the spray on the combustion chamber wall obviously

affects the fuel evaporation and mixing processes.

• Figure shows the effect of jet wall impingement on the ignition delay

•The data shows that the presence of wall the wall reduces the delay at the

lower pressures and temperatures studied, but has no significant effect at the

high pressures and temperatures.

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Page 105: Combustion in Diesel Engine

• The jet impingement angle was varied from zero to perpendicular. The delay

showed a tendency to become longer as the impingement angle decreased.

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SWIRL RATE

• At normal operating engine speeds, the effect of swirl rate changes on the

delay is small.

• Under engine starting conditions the effect is much more important due to

the higher rates of evaporation and mixing obtained with swirl.

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Page 107: Combustion in Diesel Engine

• The oxygen concentration in the charge into which the fuel is injected

would be expected to influence the delay.

• As oxygen concentration is decreased ignition delay increases.

OXYGEN CONCENTRATION

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THE END

108Preet Ferozepuria