I.C.

Engines ME 4803SHE
Cylinder Combustion Processes
Dr. Sam V. Shelton

SI Cylinder Combustion Processes

Three Combustion Process Regions:

Ignition and Flame Development Flame Propagation Flame Termination

0-5% of mass burned 5-95% of mass burned 95-100% of mass burned

Ignition and Flame Development

Ignition 10-30 degrees bTDC Spark is plasma discharge Flame detected about 6 degrees after ignition

Spark Electrical Discharge

Applied Voltage 25,000 40,000 volts Max Current: 200 amps

Max Power: 800 kW for 1 nsec

Peak Temperature: 60,000 K Total spark discharge: 0.001 sec Total spark energy delivered: 30-50 mJ Most spark energy loss to heat transfer to spark plug. 1 mJ required for ignition

Spark Plugs
Gap:

Combustion Ignition
Moves very slowly

Approximately 1 mm 700 C

Small kernel Large heat losses

Electrode Temperture:

Flame propagation established after 510% of mass burned Flame speed:

Life with platinum up to 100,000 miles

20 80 m/s

Flame Propagation in SI Cylinders

Flame speed established

Increased X10 due to

Induced turbulence Swirl Squish

Volume burned > Mass burned

40% of cylinder volume

30% mass burned occupies 60% of volume Remaining 70% unburned compressed into

SI Flame Propagation
2/3rds burned at TDC Completely burned at 15 degrees aTDC Volume changes only about 17 percent Smooth pressure rise:

SI Flame Speed
Flame speed depends on:

Fuel/Air ratio Turbulence, swirl, squish (Engine Speed)

Ideally about 240 kPa per degree Trade off of efficiency vs. smooth cycle

Crank Burn Angle

About 25 degrees Slightly dependent on RPM Compensated for by spark advance at higher RPM

Flame Termination
End Gas close to cool walls Turbulent dampened by wall boundary layer Dyes off slowly Knock can occur

Variations in Combustion
Cylinder-to-Cylinder Variations Cycle-to-Cycle Variations

due to being compressed to high T & P Not so bad, small amount, increases

combustion rate during flame termination

(cont) Cylinder-to-Cylinder Variation

Cycle-to-Cycle Variations caused by:

Cycle-to-Cycle Variations

Different inlet manifold geometries Different Inlet runner temperatures Different fuel composition Vorticies around throttly plate

Less of a problem with port injection

Cycle-to-Cycle AF Ratio Variation

(cont) Cycle-to-Cycle Variations

Causes:

AF Ratio Variations Amount of air Fuel composition Turbulence, swirl, squish Flame speed variation X2

Magnitude:

EGR Effect on Variations Turbulence Varations

EGR Effect on Variations

Controls and Sensors

Sensing more parameters can reduce variations

Throttle Position Throttle Rate of Change Intake Manifold Pressure Atmospheric Pressure Coolant Temperature O2 & CO2 in Exhaust

(cont) Controls and Sensors

Controling more parameters helps reduce variations

(cont) Controls and Sensors

More sensors and controlled parameters reduce variations

Ignition timing Valve Timeing Fuel Injection duration Fuel Injection pressure Transmission shifting Exhaust air pump actuation

Sensors and controls for each cylinder Additional parameters sensed

Divided Chambers

(cont) Divided Chambers

Promotes Stratified Charge

Rich in small chamber with Spark Plug Lean in main chamber Jet or Torch Ignition Promotes swirl and squish Lean-Burn Engines with AF =25:1

May have one intake valve for each chamber

Engine Operating Characteristics

Power Operation

(cont)

Engine Operating Characteristics

Rich mixture Retarded Spark Fast Flame Speed No EGR Low Fuel Economy

Cruising Operation

Fuel Economy Important Lean Mixture Power unimportant High EGR to reduce emissions Slow flame speed Advance ignition timing

(cont)

Engine Operating Characteristics

Cold Engine Start

Viscous Fuel Very little fuel evaporation Very Rich Mixtures used (AF as low as 1) Cool gases during compression due to cold walls and high heat transfer losses Viscous Oil slow cranking Cold Battery slow chemical reaction and amp draw Cold Catalytic Converter

Idle & Low Speed

High Manifold Vacuum High Exhaust Residual Poor ignition Rich mixture High misfire

Modern Fast Burn Combustion Chambers

Old Chamber Design

Old Chamber Design Flat Heat Ford V8

L Head flat chamber Large Area to Volume ratio Large Flame front travel Low swirl, squish, turbulence Low flame speed

Modern Chamber Design

(cont) Modern Chamber Design

High swirl, squish, turbulence Spark Plug at center

Angular swirl with reducing radius Possiblity of multiple spark plugs

Low surface to volume ratio High flame speed Low flame travel distance

Chamber Design
Multiple cylinders have lower flame travel distances Modern design has geometry limitations

Valve location Valve size Multiple valves

Modern combustion chambers lead to higher CR