KNOCKING

By,

AND KNOCK RATING OF FUELS

MANIKANTA

COMPARISON OF KNOCK BETWEEN SI AND CI

ENGINES
Knocking in SI engine Knocking in CI engine *In SI engine, Knocking occurs *In CI engine, knocking near the end of combustion occurs near the starting process. of combustion process. *Here, it occurs due to auto*Here, it occurs due to autoignition of end mixture. ignition of first part of the mixture. *Knocking occurs in homogeneous *Knocking occurs in heterogeneous mixture. mixture. *Rate of pressure rise and maximum *Rate of pressure rise & maximum pressure is relatively high during pressure is relatively low during knocking. Knocking. *Some times, knocking occurs due to *No possibility of pre-ignition. pre-ignition.

*Knocking and non-knocking *It is difficult to distinguish sound can be easily detected between engine normal by human ear. operation sound and knocking sound.

Methods to control diesel knock

Knocking can be controlled by having, Higher compression ratio. Higher inlet temperature and higher pressure air. Lower self ignition temperature fuel. Higher cylinder wall temperature. Larger diameter cylinder. Higher cetane number fuel.

KNOCK RATING OF DIESEL FUELS

The property of ignition delay in case of CI engine is generally measured in terms of number. It is arbitrary assigned a rating of 100 cetane number (CN), while hepta methyl nonane (HMN), C12H34 is given the value of 15. Typically engines are designed to use fuels with cetane number of 40 to 55. The higher cetane number, shorter the ignition delay. Cetane number can be improved through the refining process or the blending of combustion improving additives.

Cetane number improvers can be alkyl nitrates, primary amyl nitrates, nitrites or pre oxides. The higher the cetane number, then the lower the octane number. A good fuel or diesel engine is bad for gasoline engine. The cetane number of other fuels is obtained by comparing the ignition delay of that fuel to the ignition delay of a mixture blend of the two reference fuels, CN of fuel = (percent of n-cetane) + (0.15) (percent of HMN) The cetane number of the fuel is measured using a standard CFR pre-chamber engine which has a variable compression ratio.

CETANE NUMBER MEASUREMENT

CONDITIONS

Inlet

temperature Jacket temperature Speed Injection timing

339K 373K 900 rpm 13 deg BTDC

TEST PROCEDURE
Test fuel is injected into the CFR engine cylinder late in the compression stroke at 13 deg bTDC. The compression ratio is then varied until combustion starts at TDC giving an ignition delay of 13 deg of engine rotation. Without changing the compression ratio, the test fuel is replaced with a blend of two reference fuels. The blend of the fuel is varied until combustion is again obtained at TDC at an ignition delay of 13 deg. The CN of the test fuel is then defined as the percentage by volume of cetane in a mixture of cetane and HMN that produces the same ignition delay as the test fuel.

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