7.

2 Charge Preparation
a. Carburator
The historic method of charge preparation for premixed-charge engines is the
carburator. The propose of carburator is to provide a mixture of finely divided fuel and air
which will quickly form a uniform fuel vapor and air mixture at the desired fuel-to-air
ratio. For good fuel economy the mixture should be as lean as possible, while for power a
slightly rich mixture is desired. For combustion engines, good mixture will make good
emission.

b. Emission Control
Before 1970, there is no standard for emission and fuel efficiency. Currently, most
cars require a “three-way” catalyst (convert NOx,CO, and unburned hydrocarbons to
N2,CO2 and H2O) to meet emission standards, which in turn requires that the fuel-air ratio
be kept within a narrow band arround stoichiometric.

A three-way catalytic converter makes use of two catalysts to convert harmful gases
to harmless gases. They are:

 Reduction Catalyst
The reduction catalyst simply rips off nitrogen and oxygen from the oxides of
nitrogen. As you might know, nitrogen and oxygen are harmless gases while oxides
of nitrogen are really harmful to the environment.

 Oxidation Catalyst
Exhaust gases that are free of oxides of nitrogen (NOx) are then sent over the
oxidation catalyst (made of platinum and palladium). The oxidation catalyst coverts
 carbon-monoxide (CO) and hydrocarbons (HC) in the gases into carbon-di-oxide
(CO2) and water (H2O).

The gases that finally come out of the catalyst chamber are N2, CO2, and H2O.
3-way catalytic converters are so named because they are capable of eliminating
three pollutants NOx, CO and HC.

c. Fuel Injection
Fuel Injector is the way control fuel consumption by closed-loop control (using
electronic control ). Using oxigen sensor in exhaust, the electronic control will make good
mixture. Each cylinder has its own fuel injector ensure precise control and uniformity
mixture. For small utility engines, cost has discouraged the use of fuel injection.

d. Intake Process
The charge entering cylinder contain fuel droplet as well as inhomogeneous mixtures
of fuel vapor and air. Low-quality mixtures do tend to increase the rate of deposit buildup
in the cylinder. Liquid fuel droplets vaporize and mixing rapidly during compression
stroke. Swirl is often imparted to the charge as it enter the cylinder affecting the turbulance.

Heating the intake port and mixing the inlet air with hot exhaust gas promote
vaporization. The affect are decrease the trapped mass and increase the combustion
 temperature level. Turbocharging or a tuned intake can overcome decreasing of trapped
mass. Three-way catalyst use to overcome NO emission that caused by increasing
temperature level
Benefit of liquid droplet (for lean combustion):
 First, if horizontal stratification is desired in the cylinder, it may be achieved by late
port injection. By swirl flow, the fuel droplet will vaporize and gives a layer, the air
near piston and mixture near head.
 Second, the presence of droplets or tiny vapor islands in the flow may help to extend
the lean limit of combustion .
 Third, the presence of droplets has been shown to increase flame speed slightly, which
is again of particular importance for lean burn engines.
Equally important features are the charge temperature,pressure and turbulent
state at the time of ignition. During the intake process the flow through the valve the flow
to be turbulent. It has been shown that if a variable valve lift is used, the intake valve can
be replace the throttle plate as a means of reducing the trapped charge at part load
operation. Such throttling further increases the turbulance at intake valve closing, but, as
we shall see, this may not increasing the burning rate. The resulting flow consist of large
vortex patterns, which may be tumbling as well as participating in the swirl.

e. Compressed Process
As the trapped charge is compressed, it follows an almost net-adiabatic process.
At first, heat flows from the chamber surface to the gas, and then as the gas temperature
rises due to compression, heat flows out of the gas to the chamber surface. A significant
portion of the charge is trapped in cervices (arround the valves and spark plug and above
the top piston ring) and in the boundary thermal layer. Recent estimates indicate as much
as 7 to 9% of the fuel unburned, although much of it oxidizes later in the cylinder and
exhaust port during the exhaust stroke.
f. Turbulance
The details of the turbulance in the engine at the time of ignition are not very
well known, due to the difficulty of obtaining optical access to the cylinder, the unsteady
nature of the flow during a given cycle, and the large cycle-by cycle variations which
always take place. One method is to use the frequency of the velocity fluctuations to define
the turbulance. The adventages is not being affected by cycle-by-cycle change in flow
pattern. A less accurate method is to ensemble-average the data over many cycles so that
random variations should average out.Thus, comparison between the ensemble-averaged
cycle data and data from a single cycle should reveal the turbulent fluctuations. A third
method is to conditionally average the data so that the cycles with similar large flow
patterns are grouped together. The group ensemble average is then compared with
individual cycles in the group to define the turbulent fluctuations. For modeling, people
use computational fluid dynamic (CFD).

Tumble motions give a high intensity of turbulance near TDC, but for this very
reason they are quickly dissipated and thus do not provide a continuing source of
turbulance. Swirling flows are not more stable and thus provide a continuing source of
turbulance, but typically do not provide the high early (TDC) turbulance of tumble flows.
This makes an engine design which can control swirl and tumble, desirable. It should be
noted, while turbulance intensity in the bulk gas governs the flame travel, turbulance near
the surfaces influences heat transfer losses and thermal efficiency