Lec:21

5th Dec.,2018

Internal Combustion Engines

ME 4142
Dr. Saif ur Rahman
Department of Mechanical Engineering
 Chapter 7

COMBUSTION IN CI ENGINES
Heat Release Rate
 Heat Release Rate
• Period a-b is ignition delay no
heat released
• Period b-c the rapid
combustion phase and peak
heat released
• Period c-d is controlled
combustion phase heat release
might see a second peak
• Period d-e late combustion
phase, lower rate heat release
 Air/Fuel Ratio in CI Engine
• For varying engine speed the amount of air per
cycle is constant
• The Amount of fuel changes with the load
• And hence Air/fuel ratio changes
• The air/fuel ratio might change from 100 for a
no load condition to 20 for a peak load
condition
• Air/fuel ratio in SI engines remain constant
 Air/Fuel Ratio in CI Engine
• With increase in fuel input
air/fuel ratio is reduced and
power output increases
• This increase is up to a limit
when objectionable quantity
of smoke is produced
• At high air/fuel ratio in CI
engine may result in
incomplete utilization of air
• Without producing any
harmful pollutants
• In SI engine there is always
complete utilization of air
 Factors Effecting Delay period
• Fuel Quality
• Injection Timing
• Compression Ratio
 Fuel Quality
• Ignition quality depends on self-ignition temperature
• Low Self-Ignition temperature fuels have less delay
period
• Cetane Number is a scale used for comparison of
ignition quality
• Higher Cetane number fuels better ignition quality
• Long chain paraffins (Normal-Alkanes) have higher
Cetane number and are considered better ignition
quality fuels
• Whereas Aromatic compounds and Alcohols are poor
quality fuels
Fuel Quality
 Fuel Quality
• Volatility, latent heat, Viscosity and surface
tension are the Other Parameters effecting the
ignition quality
• Volatility & Latent heat effect the time it takes
to form vapor envelop
• Viscosity & surface tension influence the
fineness of atomization of the fuel
 Injection Timing
• Large injection advance increase the delay
period
• Lower T and P are the reasons for this larger
delay
• On the other hand injection closer to TDC T
and P may be higher at the start but soon
decrease due to delay period heat loss
• The best or optimized injection time has to be
found between advance and retard
 Injection Timing
• The most advantageous advance appears to be
about 20 degree before TDC
 Compression Ratio
• Higher CR increase the T and P, so will help in
reduction of delay period
• Higher CR means heavier crank gear parts and
more losses
• Also there would be higher engine friction,
leakage and requirement of torque for starting the
engine
• So a compromise has to be reached for higher CR
but not too high to make the losses too significant
 Compression Ratio
• The effect of CR on max pressure is not
significant as increase in CR reduces the delay
period and rate of P rise is decreased
•
Chapter 4
 Fuel Air Cycles
• Earlier studies performed with standard air cycle
• Heat addition from external source and heat
rejection to surroundings
• Compression and expansion frictionless and
adiabatic processes
• Simplifying assumptions make estimated
performance more efficient
• Actual indicated thermal efficiency of a
compression ratio of 8 engine is around 30%;
where as air-standard cycle efficiency will be
close to 57%
 Fuel Air Cycles
• Where is this discrepancy coming from?
• Here are some reasons;
• Non instantaneous combustion
• Incomplete combustion
• Dissociation of products at High Temp.
• Specific heat variation with temperature
• Heat transfer and friction
• Fuel and residual gases left in clearances
 Fuel Air Cycles
• Analysis of actual cycle is very complicated if
the real values of all these variables have to be
considered
• So the process followed is to start with air-
standard cycle and modifying step by step
• Theoretical Air-fuel cycle is considered as a
first step
Fuel Air Cycle: Considerations and
Assumptions
 Factors Affecting Fuel-Air Cycle
• In Air-Fuel cycle we will be considering the
factors not considered in air-standard cycle
– Composition of Cylinder gases
– Variation of specific heats
– Effect of disassociation
– Effect of number of molecules

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 Composition of Cylinder Gases
• Composition varies
– With air-fuel ratio
– With changing operating conditions
• Operating conditions and speed may change
the amounts in the clearance volume
• Resulting in composition variations

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 Variation of Specific Heats
• Specific heats of gases increase with the
increasing Temperature
• The increase does not follow any specific law
• cv = cp - R

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Variation of Specific Heats

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