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

c
m
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 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 of
injection
End of
injecction
-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 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, C
16
H
34
) has a value of 100.
In the original procedures -methylnaphtalene (C
11
H
10
) 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 (
o
C) 65.6
Speed (rpm) 900
Spark advance (
o
BTC) 13
Coolant temperature (
o
C) 100
Injection 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 13
o
.
The above procedure is repeated using blends of cetane and HMN. The blend
that gives a 13
o
ignition delay with the same compression ratio is used to
calculate 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
C
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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.
(gauge)
Factors Affecting Ignition Delay
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
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 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
Higher
Higher
Harsher
Higher
Higher
Lower
Higher
Higher
Heavier
Lower
Lower
Higher
Lower
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
Higher
Higher
Lower
Higher
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
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
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
NOx Reduction Technologies
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
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
Effects of Injection Timing Retard Vs. Exhaust gas recirculation
on Particulate emissions and composition.
This method may affect PM emissions as shown below:
NOx Reduction Technologies
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
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