Lec:18

24th Nov.,2018

Internal Combustion Engines

ME 4142
Dr. Saif ur Rahman
Department of Mechanical Engineering
 Chapter 6

Combustion in SI Engine
Stages of Combustion in SI Engine
 First Stage of Combustion
• First stage (AB) is called Ignition lag or
Preparation phase
• This is the time required for the growth of a
self-propagating flame
• At point B pressure rise is observed
 First Stage of Combustion
• This is mainly chemical process and depends on;
– Nature of the fuel
– T and P of the fuel-air mixture
– Residual concentration and
– Chemical reaction rate
• Combustion nucleus appears near the spark plug
• Flame spreading is slow
• And no appreciable pressure rise
 Second Stage of Combustion
• This is the main stage
• Flame propagation at constant speed
• Positive and rapid pressure rise starts at B
• And reaches maximum at C
• Physical and chemical process; Physical results of
chemical process visible
• Heat release depend on chemical composition and
prevailing P and T
• Heat transfer to walls low as action is away from them
• Rate of pressure rise is proportional to heat release as
the combustion chamber volume is not changing a lot
Third Stage of Combustion
• This stage is called afterburning
• Although point C indicates the completion of flame
travel the whole heat of the fuel has not been depleted
yet
• During expansion association process may occur and
liberate some heat
• C is taken as the max pressure point on the indicator
diagram
• The end point D is where equilibrium has been reached
• Flame speed is decreasing and rate of combustion is
slow
 Flame Speed Pattern
• Flame travel Pattern divides the combustion
process into Four Distinct Phases;
– Spark ignition
– Early flame development
– Flame propagation
– Flame termination
Flame Speed Pattern
 Flame Speed Pattern
• Flame travels through three distinct stages
• Stage I: Small mass burnt, so flame front progress is
slow because of low transportation and low turbulence.
• Stage II: Flame front enters more turbulent zone
further enhanced by burning of greater mass of fuel.
Speed is constant and is called the Flame Speed
• Stage III: Volume of unburned charge is reduced and
transportation rate is negligible reducing the reaction
rate and flame speed. This zone has relatively low
turbulence
Fraction of Burned Mass
P and T variation as a Function of
Crank Angle
 P and T variation as a Function of
Crank Angle
• The flame reaches farthest from spark plug at
about 15 degree after TDC
• Max pressure is reached at this point but
burning is not complete yet
• Max temperature about 10 degree further after
Max P
• After that the P and T decrease as the volume
increases
Effect of Spark Timing on Indicator P
 Effect of Spark Timing on Indicator P
• Too early spark (over advanced) will result in
increase of compression work
• If it is delayed (retarded) the peak cylinder
pressure occurs later in expansion stroke and
thus reducing the expansion work
• The optimum spark timing will produce the
Maximum Brake Torque (MBT)
 Maximum Brake Torque (MBT)
• The advanced or retarded timing from MBT
will give less torque
• The MBT depends on;
– Rate of flame development
– Propagation and termination of flame
– Flame travel path in the combustion chamber
Effect of Air/Fuel Ratio
 Effect of Air/Fuel Ratio
• Rate of combustion is influenced by the air/fuel
ratio
• The maximum speed occurs when it is 10% rich
mixture
• The speed is slow for any richer or leaner mixture
– Leaner mixture release less heat and thus have lower
Temperature and lower speed
– Rich mixtures on the other hand suffer because of
incomplete combustion and hence less thermal energy
and flame speed
 Effect of Air/Fuel Ratio

• The indicator diagram is for 1.1, 1.0, and 0.9

equivalence ratio for rich, stoichiometric and weak
mixtures respectively