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-air mixture 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

Combustion Characteristic Combustion occurs throughout the chamber over a range of equivalence ratios 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 injection Start 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 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 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 of injection

End of injecction

-20

-10

TC

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 significant fraction of the chemical energy of the injected liquid is released. Physical processes are fuel spray atomization, evaporation and mixing of fuel vapour 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 phenomenon in 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 an audible 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 analogous to that used for determining the antiknock quality using the ON. The cetane number scale is defined by blends of two pure hydrocarbon reference 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 -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)

Cetane Number Measurement The method developed to measure CN uses a standardized single-cylinder engine with variable compression ratio The operating condition is: Inlet temperature (oC) Speed (rpm) Spark advance (oBTC) Coolant temperature (oC) Injection pressure (MPa) 65.6 900 13 100 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 blend that gives a 13o ignition delay with the same compression ratio is used to calculate the test fuel cetane number.

Cetane vs Octane Number The octane number and cetane number of a fuel are inversely correlated.

Cetane number

Gasoline is a poor diesel fuel and vice versa.

Cetane motor method octane number

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 varied by 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 the same effect.

Factors Affecting Ignition Delay

(gauge)

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.

Types of CI Engines

Glow plug

Orifice -plate

Direct injection: quiescent chamber

Direct injection: swirl in chamber

Indirect injection: turbulent and swirl pre-chamber

DI and IDI Combustion chamber designs

 Important Combustion Bowl dimensions

Straight-sided Mexican hat Bowl

Features of Combustion Bowl Designs

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

General characteristics of DI and IDI Engines

Combustion Characteristics differences

Combustion Characteristics differences DI Characteristics IDI

Higher Higher Harsher Higher Higher Lower Higher Higher Heavier Peak combustion pressure Peak Combustion temp Combustion severity Rate of pressure rise Noise harshness Heat rejection Fuel economy Fuel system pressure Engine structure EMISSIONS HC CO NOx PM Lower Lower Harsh Lower Lower Higher Lower Lower Lighter

Lower Lower Higher Lower

Higher Higher Lower Higher

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 Penetration

Additional Functions
Pilot injection Rate shaping Post Injection

Effects on Injection Controls

Show effects of
Injection timing

Effects on Injection Controls

Show effects of
Pilot Injection and injection rate shaping.

Effects on Injection Controls

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

Effects on Injection Controls

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

Characteristics of Injection pressure

Injection Pressure Vs. time

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

NOx Reduction Technologies

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

NOx Reduction Technologies

Effects of colder intake charge air on peak combustion pressure.

NOx Reduction Technologies

Injection Pressure

Improved Fuel economy

NOx Reduction Technologies

Injection Rate Shaping

Effects of Injection rate shaping on rate of pressure rise

NOx Reduction Technologies

Injection Rate Shaping

Effects of Injection rate shaping on combustion pressure.

NOx Reduction Technologies

Injection Rate Shaping

Effects of Injection rate shaping and pilot quantity on emissions.

Effects of pilot injection on combustion noise

NOx Reduction Technologies

Injection Rate Shaping

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.

NOx Reduction Technologies

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

NOx Reduction Technologies

This method may affect PM emissions as shown below:

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

NOx Reduction Technologies

Diesel with water Emulsion may be used to control NOx.

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

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

Particulate Reduction Technologies

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

Particulate Reduction Technologies

Reduction of sulfur in diesel

Technology options