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C Engines
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
INTRODUCTION
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Combustion Conditions for combustion Ignition Limits Combustion Equations Stoichiometric Combustion Air requirement Composition of air
March 1, 2012 Dr. J. M. Mallikarjuna I.C. Engines Laboratory
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Air-fuel ratio Fuel-air ratio Relative air-fuel ratio Equivalence ratio Pre-mixed and Diffusion combustion Swirl/Squish/Turbulence
March 1, 2012 Dr. J. M. Mallikarjuna I.C. Engines Laboratory Slide 4 March 1, 2012 Slide 4
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
For all calculation : O2 = 21% ; N2 = 79% and ratio of N2/O2 is 3.76 Average molecular mass of air is 28.967 or 29 kg/kmol.
March 1, 2012 Dr. J. M. Mallikarjuna I.C. Engines Laboratory
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Swirl : The orderly motion of the air particularly almost parallel to the axis of the engine. Very much required for diesel engines.
Squish/Squash : The radial inward motion of the air-fuel mixture towards (squish) and away from the axis of the engine (squash). Very much required for the gasoline engines.
Turbulence : Random mixing of the burned and unburned gases very much required for both Otto and Diesel engines.
I.C. Engines Laboratory Slide 8 March 1, 2012 Slide 8
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Combustion in SI engine
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
COMBUSTION QUALITY
Flames detected between - 450 and TDC TDC and 45 450 and 900 90 and BDC BDC and TDC Flames not detected Type of cycle early burn cycle Fast burning cycles slow burn cycles Late burn cycles delayed burn cycles misfires and partial burn cycles
Good combustion is almost entirely made up of fast burn cycles. poor combustion consists of a high proportion of late and delayed burn cycles.
March 1, 2012 Dr. J. M. Mallikarjuna I.C. Engines Laboratory
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
5. Turbulence:
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Rate of Burning
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
2. Compression Ratio
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
3. Intake temperature and pressure 4. Engine load 5. Turbulence 6. Engine Speed 7. Engine size
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Actual Performance number rpn ! Performance number corresponding to the imep of 100
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
EFFECT OF ENGINE VARIABLES ON KNOCK Density factors Time factors Composition factors
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Density Factors:
Compression Ratio Mass of Inducted Charge Inlet Temperature of the Mixture Temperature of the Combustion Chamber Walls Retarding the Spark Timing Power Output of the Engine
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Time Factors:
Turbulence Engine Speed Flame Travel Distance Engine Size Combustion Chamber Shape Location of Spark Plug
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Composition Factors:
Fuel-Air Ratio:
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Compression ratio Engine speed Power output Atomization of fuel and duration of injection Injection timing Quality of the fuel Intake temperature Intake pressure
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Effect of compression ratio on maximum air temperature and minimum autoignition temperature
March 1, 2012 Dr. J. M. Mallikarjuna I.C. Engines Laboratory
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
M-Combustion chamber
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Swirl chambers
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Pre-combustion chambers
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Advantages of DI engines Fuels of poorer ignition quality can be used. Single-hole injection nozzles and moderate injection pressures can be used and can tolerate greater degrees of nozzle fouling. Higher fuel-air ratios can be used without smoke.
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Disadvantages of IDI Engines More expensive cylinder construction. More difficult cold starting because of greater heat loss through the throat. Poorer fuel economy due to greater heat losses and pressure losses through the throat, which result in lower thermal efficiency and higher pumping loss.
March 1, 2012 Dr. J. M. Mallikarjuna I.C. Engines Laboratory
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036
THE END
March 1, 2012 Dr. J. M. Mallikarjuna I.C. Engines Laboratory Slide 89 March 1, 2012 Slide 89
Internal Combustion Engines Laboratory, Indian Institute of Technology Madras, Chennai - 600036