Module3: Combustion in SI & CI Engine 21ME742

Introduction
• In an Conventional Spark Ignition Engine, the fuel and air homogeneously mixed together in
the intake system, induced through inlet valve into the engine cylinder where it mixes with
residual gases and then it is compressed.
• Under normal operating conditions, the combustion is initiated towards the end of compression
stroke, as the spark plug initiates an electric spark,
• A turbulent flame develops and propagates through essentially pre-mixed charge of Air and
fuel also residual gasses until it reaches the walls of combustion chamber.
Combustion in SI Engine may be classified into 2 Types:
1. Normal Combustion
2. Abnormal Combustion
Stages of Combustion in Ideal (SI) Engine

• A Typical Theoretical P-Ɵ diagram during the process of compression (a-b), combustion
(b-c) and expansion (c-d) in an Ideal 4-S SI Engine as shown in the figure.
• In an ideal SI Engine as shown in the figure a, the entire pressure rise during the combustion
is takes place at a constant volume (b-c), i.e. at TDC.
• However, in an actual engine this is does not happen.
• The detailed process of combustion in an SI Engine can be described as follows.
• The pressure variation due to combustion in a practical engine is as shown in the figure.

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Module3: Combustion in SI & CI Engine 21ME742

• According to Richards theory of combustion, combustion process in an SI engine divided

into 3 Stages.
Stage-I: Ignition Lag:
• At the first stage of combustion (A-B), there is a certain time interval between the
instant of spark and the instant where there is a noticable rise in pressure due to
combustion, this time lag is called ignition lag.
• Process Ignition lag is the time interval in the of chemical reaction during which
molecules of fuel gets heated upto self-ignition temperature and get ignited and
produce a self-propagating nucleus of flame.
➢ The ignition lag is generally, expressed in terms of crank. angle (Ɵ1).
➢ Ignition lag is very small and lies between 0.00015 to 0.0002 seconds.
• Ignition lag depends on the nature of fuel, temperature and Pressure, properties of
exhaust gases and the rate of oxidation or burning.
Stage - II: Flame propagation:
• At the second stage of combustion (B-C), once the flame is formed at 'B', it should be
self sustained and must be able to propagate through the mixture.
• This is possible when the rate of heat generation by burning is greater than the rate of
heat lost by the flame to Surroundings.
• After the point B, the flame propagation is abnormally i.e. low at the beginning as heat
lost is more than the heat generated.
• Therefore, pressure rise is also slow as maps of mixture burned is small.
• Therefore it is necessary to provide angle of advance of 30 to 35 degree, if the peak
pressure to be attained 5-16 degree after TDC.
• The time required for crank to rotate through an angle (Ɵ2) is known as combustion
period during which propagation of flame takes place.
Stage - III: After burning:
• This stage of combustion is represented by (C-D).
• Combustion will not stop at point ‘C' but continues after attaining the peak Pressure at
(point C).
• This combustion is known after burning. which generally happens when the rich mixture
is supplied to burning.

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Module3: Combustion in SI & CI Engine 21ME742

knocking in (SI) Engine

• knocking is an abnormal combustion phenomenon which refers to a sharp metallic sound
caused by the premature combustion of a part of compressed air-fuel mixture in the engine
cylinder.

• The phenomenon of knocking in SI engine is illustrated as shown in figure, which shows

the cross-section of the combustion chamber with the flame front advancing from
sparkplug of location A to the other end of the combustion chamber at location D.
• In normal combustion process as illustrated in figure (a), the combustion process is solely
initiated by the spark created by the spark plug and the flame mover across the combustion
chamber in a uniform manner and at normal velocity compressing the charge at BBD
farthest from the spark plug, thereby raising it's temperature.
• In spite of this, if the temperature of the end charge BB'D has not reached the self-ignition
temperature then charge would not auto-ignite and the flame will advance further and
consumes the charge.
• On the other hand, during abnormal combustion, when the flame reaches the position BB'
as shown in figure (b) and if the end charge BB'D reaches it's critical auto-ignition
temperature for a certain length of time.
• The flame front could move from BB' to CC' and the charge ahead of CC' would auto-
ignite.

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Module3: Combustion in SI & CI Engine 21ME742

• Because of auto-ignition, another flame front starts travelling in opposite direction to the
main flame front generated by the spark plug.
• when two flame front collide, a severe pressure Pulse resulting from the collision strikes
the cylinder walls producing a sharp metallic sound from the vibrations of the engine parts.
This phenomenon is called Knocking or Auto-Ignition.
Factors affecting knocking in (SI) Engine
The various engine variables which affect knocking can be classified as follows:
1. Temperature factors
2. Density factors
3. Time factors
4. Composition factors
Temperature factors: Increasing the temperature of the unburned mixture increases the
possibility of knocking in SI engine.
The effect of Various engine parameters on the temperature of the unburned mixture are as follows:
a) compression ratio: The tendency of knocking increases with increasing the compression
ratio because higher compression ratio raises the temperature and pressure of the charge to
the greater extent.
b) Supercharging: Supercharging increases both temperature and density, which in turn
increase the knocking tendency of the engine.
c) Temperature of the cylinder and combustion chamber Walls: The temperature of the
end gas depends on the design of combustion chamber. Uneven or improper design of
combustion chamber. leads to pre-ignition and hence increases knocking tendency.
d) Coolant temperature: Delay period decreases with increase of coolant temperature,
decreased delay period increases the knocking tendency.
Note: If Delay period is short combustion becomes Raipd & uncontrollable –High tendency to
knock
2. Density factors: Increasing the density of unburnt mixture will increase the possibility of
knock in the engine.
The engine parameters which affect the density are as follows:
• Increased compression ratio increases the density.
• Increasing the load opens the throttle valve more and thus the density.

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Module3: Combustion in SI & CI Engine 21ME742

• Supercharging increases the density of the mixture.

• Increasing the inlet pressure increases the overall pressure during the cycle.
• The high pressure end gas decreases the delay period which increases the knocking
tendency.
• Advanced spark timing: Advanced spark timing increases the peak pressures and thus
increases knocking tendency.
3. Time factors: Increasing the time of exposure of the unburned mixture to auto-ignition
conditions increase the possibility of knocking in SI engines.
a) Flame travel distance: If the flame travel distance is more, then the possibility of knocking
is also more.
b) Location of Spark-Plug: A spark plug which is centrally located in the combustion chamber
has minimum tendency to knock as the flame travel is minimum. The flame travel can be
reduced by using two or more spark plugs.
c) Location of exhaust valve: The exhaust valve should be located close to the spark plug so
that it is not in the end gas region, otherwise there will be a tendency to knock.
d) Engine size: a large engines have a greater knocking tendency because flame requires a
longer time to travel across the combustion chamber.
e) Turbulence of mixture: Decreasing the turbulence of the mixture decreases the flame speed
and hence increases the knocking tendency.
4. composition factors: Influence of chemical structure of fuel on Knocking
a) Molecular structure:
• Increasing the carbon-chain length increases the Knocking tendency and centralizing the
carbon atoms decreases the knocking tendency.
• Unsaturated hydrocarbons have less Knocking tendency than saturated hydrocarbons.
b) Fuel-air ratio:
• A lean fuel-air mixture will promote knocking, because a lesser Quantity of fuel absorbs
less heat for vaporization. Thus a lean mixture increases the heat, thus increases knocking
tendency.
• In other words, a rich mixture has better anti-knocking Quality compared to a lean mixture.
c) Humidity of air: Increasing the atmospheric humidity decreases the tendency to knocking
by decreasing the reaction time of fuel.

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Module3: Combustion in SI & CI Engine 21ME742

Effect of knocking on Engine:

The harmful effects of detonation are as follows:
1. Noise and Roughness:
• knocking produces a loud pulsating noise and pressure Waves.
• These waves which vibrate back and forth across the cylinder.
• The presence of vibratory Motion causes crankshaft vibrations and the engine runs rough.
2. Mechanical damage:
• High pressure waves generated during knocking can increase the rate of wear of parts of
combustion chamber.
• Severe erosion of piston crown, cylinder head, pitting of inlet and outlet Valve may result
in complete working of piston.
3. Carbon deposits: Detonation results in increased carbon deposits.
4. Increase in heat transfer: knocking is accompanied by an increase in the rate of heat transfer
to the combustion chamber walls.
5. Decrease in Power output and Efficiency: Due to increase in the rate of heat transfer, the
power output as well as efficiency of a detonating engine decreases.
6. Pre- ignition:
• The increase in the rate of heat transfer to the walls has yet another effect.
• It may cause local overheating, especially of spark plug which may reach a
temperature high enough to ignite the charge before the passage of spark, thus
causing pre- ignition.
Control of knocking
1. Temperature Factors
a) Improved Cooling Systems: Use efficient cooling systems (e.g., water or liquid cooling)
to dissipate excess heat from the combustion chamber.
b) Retard Spark Timing: Delaying the spark timing reduces the peak temperature by
initiating combustion closer to top dead center (TDC), lowering the chances of knocking.
c) Compression Ratio Optimization: Reduce the compression ratio to limit the temperature
rise during compression
2. Density Factors

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Module3: Combustion in SI & CI Engine 21ME742

a) Reduce Cylinder Pressure: Modify intake designs to limit the volumetric efficiency slightly
under knocking-prone conditions.
b) EGR (Exhaust Gas Recirculation): Introduce small amounts of inert exhaust gas into the air-
fuel mixture to reduce the density and slow down combustion, lowering peak pressures.
3. Time Factors
a) Increase Turbulence: Design the combustion chamber and intake system to create
turbulence, accelerating the combustion process and reducing the time for knocking to
occur.
b) Use of Fast-Burning Fuels: opt for fuels with higher flame speeds to reduce the duration
of combustion.
c) Advanced Ignition Systems: Use multi-spark or electronically controlled ignition systems
to ensure more precise and faster combustion.
4. Composition Factors
a) High-Octane Fuels:
• Use fuels with a higher octane rating, as they have greater resistance to knocking.
• Additives like tetraethyl lead (historically) or modern alternatives such as ethanol can
increase octane ratings.
b) Rich Fuel-Air Mixture: Operate with a slightly rich mixture under high-load conditions,
as excess fuel absorbs more heat and reduces combustion temperatures
c) Improved Air-Fuel Ratio Control: Use modern electronic control units (ECUs) and
sensors to precisely maintain the ideal air-fuel ratio, avoiding lean mixtures that promote
knocking.
d) Fuel Additives: Use anti-knock agents like MTBE (methyl tertiary-butyl ether) or ethanol
to improve fuel resistance to knocking.

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Module3: Combustion in SI & CI Engine 21ME742

Stages of Combustion in Actual (CI) Engine

In a compression Ignition Engine, air alone is inducted in the engine cylinder and is compressed
to high temperature and pressure by the reciprocating piston. The fuel is injected into the hot
compressed spot to cause ignition and burning of fuel .
The variation of pressure due to combustion of charge in a CI is illustrated as shown in the figure.

The combustion in a CI engine is considered to be taking place in four stages. It is divided into the
ignition delay period, the period of rapid combustion, the period of controlled combustion and the
period of afterburning.
Stage I: Ignition delay period / pre-flame propagation:
• In CI engine, the fuel does not ignite immediately upon injection into the combustion
chamber.
• The fuel burns only after vaporization and the heat required for vaporization in
obtained from the hot compressed air.

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Module3: Combustion in SI & CI Engine 21ME742

• Hence, there is a certain time of inactivity between the time when the first droplet of
fuel hits the hot compressed air and the time it starts through actual burning phase.
• This period is known as ignition delay period specified by the region AB shown in figure.
The ignition delay period can be divided into two parts, physical delay and chemical delay.
a) Physical delay : is the time between the beginning of injection and the attainment of chemical
reaction conditions.
b) Chemical delay: During chemical delay reactions starts slowly and then accelerate until
ignition take place.
Stage-II: period of rapid or uncontrolled combustion:
• The continuous and subsequent injection of fuel causes Rapid combustion because
most of the fuel admitted during the ignition delay period would have Vaporized and
formed a combustible mixture with air.
• The fuel issuing from the injector nozzle finds the air already heated to a far higher
temperature by the burning of their precedors and therefore burn rapidly.
• The Period of rapid combustion is counted from the end of delay period or beginning
of combustion to the point of attainment of maximum the Pressure.
Stage-III: period of controlled combustion:
• Rapid combustion is followed by the third stage of combustion called the period of
controlled combustion.
• The temperature and pressure in the second stage are so high that the fuel droplets
injected burn almost as they enter and find the necessary oxygen and any further pressure
rise can be controlled by controlling the injection rate.
• The period of controlled combustion is assumed to occur till the maximum cycle
temperature is reached.
Stage - IV: After burning:
• Combustion of fuel continuous even after the fuel injection is cut-off.
• The unburnt and partially burnt fuel particles left in the Combustion chamber start
burning as soon as they come in contact with air.
• This process continuous for a certain duration called After- burning

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Module3: Combustion in SI & CI Engine 21ME742

BASIC Statement for CI Engine

Increase in Delay period in CI Engine – leads to accumulation of lot of fuel inside the engine
cylinder, this accumulated fuel has to be burn completely during uncontrolled combustion period
this leads to lot of vibration of the engine This is called Detonation.
In case of CI Engine – Delay period should be less i.e. if compression ratio is high fuel is burn
immediately after the injection.
Means Compression ratio is high – P is high , T is high so heat available to burn fuel is high
– i.e. fuel auto ignite easily in a faster way means – Ignition delay period is less.
Lesser will be the ignition delay period lesser will be the tendency of detonation.
Simillarly If fuel injection pressure itself increases – advantages too i.e. amount heat required
by compressed air is less, a part of the work done compressing the air is done by compressing
the fuel itself. Means delay period is less.

Factors affecting Detonation on CI Engine

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Module3: Combustion in SI & CI Engine 21ME742

1. Higher Cetane number: An increase in the cetane number of fuel is critical for reducing
the delay period and preventing knocking in CI engines. This ensures a smoother, more
efficient combustion process and enhances engine longevity.
2. Higher Injection Pressure: results in finer atomization of fuel into smaller droplets.
Smaller droplets provide a larger surface area for evaporation and mixing with air, leading
to more uniform combustion. With improved mixing, the ignition delay period is reduced
and reduces the chances of knocking.

3. Increase in Injection Timing Advance: Advancing the injection timing means fuel is
injected earlier during the compression stroke when pressures and temperatures are lower this
Reduces the Delay Period i.e. The fuel has more time to mix with air and reach a flammable
condition
This allows for:

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Module3: Combustion in SI & CI Engine 21ME742

• Gradual and controlled combustion.

• Reduced likelihood of abrupt pressure rise, which is a major contributor to knocking in
CI engines.

4. Increased Compression Ratio: A higher compression ratio increases the pressure and
temperature of the air inside the cylinder during compression. Elevated pressure and temperature
enhance the chemical reaction rates, reducing the delay period reduces the chances of detonation.
5. Increased Intake Air Temperature Reduces the Delay Period: Higher intake air temperature
raises the initial temperature of the air-fuel mixture inside the cylinder.
This elevated temperature accelerates the chemical reactions required for ignition, leading to a
shorter delay period.
6. Increased Jacket Water Temperature :Higher jacket water temperature raises the overall
temperature of the combustion chamber walls. This, in turn, increases the temperature of the air
compressed in the cylinder, reducing the time required for the fuel-air mixture to ignite after
injection Reduces the Delay Period
7. Increased Fuel Temperature :Higher fuel temperature improves the atomization and
vaporization of the fuel during injection.
• This results in better mixing with the air and accelerates the chemical reactions needed for
ignition, thereby shortening the delay period.
8. Increased Intake Pressure :Higher intake pressure increases the density and mass of air
entering the cylinder. This leads to better mixing of fuel and air during injection, facilitating faster
ignition and reducing the delay period.
9. Increased Speed: increases delay period With an increase in speed, the air-fuel mixture may
not have enough time to mix thoroughly, which can lead to a less efficient combustion process.
The shorter time for combustion at high speeds can result in higher peak cylinder pressures,
causing detonation .
10. Increased Load :As the load on the engine increases, the intake air is compressed more,
leading to higher cylinder pressure and temperature. This elevated pressure and temperature speed

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Module3: Combustion in SI & CI Engine 21ME742

up the combustion process, reducing the time between injection and ignition, hence shortening
the delay period.
11. Increased Engine Size : A larger engine generally has a larger combustion chamber, allowing
for better mixing of the air-fuel mixture. The larger combustion chamber can lead to a more
uniform temperature distribution and better compression, which can reduce the delay period by
allowing the fuel to ignite more uniformly.

Controlling of Detonation on CI Engine

1. Cetane Number
Control Strategy: Use higher cetane fuels for reduced self-ignition temperature.
Impact on Detonation: Higher cetane number reduces delay period and knocking
2. Injection Pressure
Control Strategy: Use appropriate injection pressure for better atomization.
Impact on Detonation: Higher injection pressure improves combustion and reduces knocking.
3. Fuel Temperature
Control Strategy: Maintain an optimal fuel temperature to avoid pre-ignition.
Impact on Detonation: higher fuel temperature decreases delay period and reduces knocking
tendency.
4. Jacket Water Temperature
Control Strategy: Ensure coolant temperature is within the recommended range.
Impact on Detonation: High coolant temperature increases the risk of detonation
5. Intake Temperature
Control Strategy: Use intercoolers and cooling systems.
Impact on Detonation: High intake temperature decreases delay period & avoids knocking
tendency.
6. Air-Fuel Ratio
Control Strategy: Maintain optimal stoichiometric ratio and adjust for load.
Impact on Detonation: Rich mixtures reduce knocking; lean mixtures increase knocking.
7. Compression Ratio
Control Strategy: Use an optimal compression ratio for engine type.
Impact on Detonation: Higher compression ratios , reduces delay period and decreases knocking
tendency.

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Module3: Combustion in SI & CI Engine 21ME742

8. Engine Size
Control Strategy: Use optimal engine size for required performance
Impact on Detonation: Larger engines reduce knocking by reducing the delay period and
maintain the compression and temperatures..
Effect of detonation on Engine:
The harmful effects of detonation are as follows:
1. Noise and Roughness:
• knocking produces a loud pulsating noise and pressure Waves.
• These waves which vibrate back and forth across the cylinder.
• The presence of vibratory Motion causes crankshaft vibrations and the engine runs rough.
2. Mechanical damage:
• High pressure waves generated during knocking can increase the rate of wear of parts of
combustion chamber.
• Severe erosion of piston crown, cylinder head, pitting of inlet and outlet Valve may result
in complete working of piston.
3. Carbon deposits: Detonation results in increased carbon deposits.
4. Increase in heat transfer: knocking is accompanied by an increase in the rate of heat transfer
to the combustion chamber walls.
5. Decrease in Power output and Efficiency: Due to increase in the rate of heat transfer, the
power output as well as efficiency of a detonating engine decreases.
6. Pre- ignition:
• The increase in the rate of heat transfer to the walls has yet another effect.
• It may cause local overheating, especially of spark plug which may reach a
temperature high enough to ignite the charge before the passage of spark, thus
causing pre- ignition.

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Module3: Combustion in SI & CI Engine 21ME742

Combustion chamber design in SI and CI engine

Two Important consideration in design of the combustion chamber are
1. Production of Turbulence
2. Location of Sparkplug
The important requirements of an SI engine combustion chamber are:
• To provide high power output with minimum octane requirement.
• High thermal efficiency and
• Smooth engine operation
Objectives of Combustion chambers design in SI Engine:
1.Smooth Engine Operation
The main aim of any engine design is to have a smooth operation and a good economy.
a) Moderate Rate of Pressure Rise:
• The engine should be designed so that the pressure builds up gradually in the
cylinder, with the maximum pressure occurring just after the piston reaches highest
point (TDC) during the power stroke.
• This helps in smooth and efficient power delivery, preventing damage to the engine
and optimizing performance.
b) By Reducing the Possibility of Knocking
• Centralizing the spark plug ensures better flame propagation and avoids unburned fuel.
• Cooling the spark plug and exhaust valve prevents the formation of hot spots that can
lead to knocking.
• Improving the surface-to-volume ratio of the combustion chamber helps dissipate
heat, keeping the combustion process more uniform and reducing the risk of overheating.
2. High Power output and thermal Efficiency
a) High Turbulence: To achieve high flame front velocity and efficient combustion in a
spark-ignition engine, a high degree of turbulence is necessary.
➢ Turbulence can be induced by the inlet flow configuration or squish.
➢ Squish occurs when the air-fuel mixture is rapidly moved towards a bowl in the piston or
a dome-shaped cylinder head as the piston nears the top of the compression stroke.
➢ This creates turbulence that improves mixing, accelerates combustion, and enhances
overall engine performance by increasing flame front velocity.

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Module3: Combustion in SI & CI Engine 21ME742

b) High volumetric efficiency: more charge during the suction stroke, results in an increased
power output.
This can be achieved by:
• Providing ample clearance around the valve heads,
• Large diameter valves and
• Straight passages with minimum pressure drop.
c) Any design of the combustion chamber: that improves its antiknock characteristics and
permits the use of a higher compression ratio resulting in increased output and efficiency.

d) A compact combustion chamber reduces heat loss during combustion and increases the
thermal efficiency.

T-head Type: combustion chambers were used in the early stage of engine development.
• Since the distance across the combustion chamber is very long, knocking tendency is high.
• This configuration provides two valves on either side of the cylinder which requires two
camshafts.
• From the manufacturing point of view, providing two camshafts is a disadvantage.

L-head Type: it is a modification of the T-head type of combustion chamber which provides the
two valves on the same side of the cylinder and the valves are operated by a single camshaft.
• In these types, it is easy to lubricate the valve mechanism.
With the detachable head it may be noted that the cylinder head can be removed without
disturbing valve gear etc.
• In Fig.(b) the air flow has to take two right angle turns to enter the cylinder.
• This causes a loss of velocity head and a loss in turbulence level resulting in a slow
combustion process.

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Module3: Combustion in SI & CI Engine 21ME742

Fig. C . In Ricardo's design, the main body of the combustion chamber is concentrated over
the valve area means the combustion chamber is shaped such that it extends over the area
where the valves are located, rather than being a large open space.
• The passage leading from the combustion chamber to the cylinder (through the valves)
is somewhat narrow or restricted. It causes the incoming air-fuel mixture to become
more turbulent as it moves through the restricted area during compression stroke.
• This design reduces the knocking tendency by shortening the effective flame travel
length by bringing that portion of the head which lay over the farther side of the piston
into as close a contact as possible with the piston crown, forming a quench space.

I-head Type: The I-head type is also called the overhead valve combustion chamber in which
both the valves are located on the cylinder head.
• The overhead valve engine is superior than side valve or L-head engine at high
compression ratios.
• Some of the important characteristics of this type of valve arrangement are:
➢ Less surface to volume ratio and therefore less heat loss
➢ Less flame travel length and hence greater freedom from knock
➢ Higher volumetric efficiency from larger valves or valve lifts

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Module3: Combustion in SI & CI Engine 21ME742

F-head type: of valve arrangement is a compromise between L-head and I-head types.
• Combustion chambers in which one valve is in the cylinder head and the other in the
cylinder block are known as F-head combustion chambers.
• Modern F-head engines have exhaust valve in the head and inlet valve in the cylinder block.
• The main disadvantage of this type is that the inlet valve and the exhaust valve are
separately actuated by two cams mounted on two camshafts driven by the crankshaft
through gears.

Wedge type Combustion chamber

• In this type valves are tilted form Sloping roof of the chamber.
• Sparkplug is located on the thick-side of the wedge mid way b/w valves opposite to the
Quench area.
• At the end of the compression stroke, piston come near the low flat surface of combustion
chamber called Quench area.

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Module3: Combustion in SI & CI Engine 21ME742

• The gases squeezed from quench area causes turbulence which forms a well
mixed air-fuel.
• Fast and Smooth burning
• Low detonation also achieved.
Inverted Bath tub

• This is a another form of wedge type of Combustion chamber.

• In this type turbulence is promoted and flame spreads rapidly due to which detonation
tendency is decreased.
Flat head type

• In this type Cylinder head is Flat.

• Here entire combustion chamber is placed in piston crown at TDC
• Its suitable for High combustion efficiency and high compression ratio.
• Large diameter valves are used and maintains small combustion space.
• Heat dissipated mainly through piston instead of cylinder head.

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Module3: Combustion in SI & CI Engine 21ME742

Hemispherical type Combustion Chamber

• The Shape of the Combustion chamber resembles to Hemisphere

• Spark plug are located centrally and valves are tilted in a slanted position
• Inlet and exhaust valves are located on different sides of the combustion chamber hence it
requires 2 camshafts
• No turbulence is created in this type hence combustion efficiency slower than wedge type
• Flame travel distance is short hence much better performance against detonation
• High Volumetric efficiency
Stratified type Combustion Chamber

• Stratified charge means some layers of the charge has Rich A/F mixture while others have
Lean A/F mixture. Overall charge is very lean A/F Compared to ordinary engine.
• Here Sparkplug located at Rich Strata

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Module3: Combustion in SI & CI Engine 21ME742

• After the ignition, hot flame produced in rich strata, remaining lean mixture subjected into heat
and pressure hence lean A/F also starts to burn.
• High Combustion Efficiency Without occurrence of detonation.

Combustion Chamber Design in CI ENGINE

In the CI engine, only air is compressed through a high compression ratio (16:1 to 20:1) raising
its temperature and pressure to a high value.
• Fuel is injected through one or more jets into this highly compressed air in the
combustion chamber.
• Combustion chamber in automotive diesel engine is mainly 3 types
1. Direct Injection type
2. Indirect Injection Type
➢ Turbulent or swirl type
➢ Pre-chamber type
➢ Air-Cell Chamber Type
Direct Injection type
An open combustion chamber is defined as one in which the combustion space is essentially a
single cavity with little restriction from one part of the chamber to the other. Hence with no large
pressure difference between parts of the chamber during the combustion process.

• In this type there is no Combustion space in the head, fuel being directly sprayed into the
cylinder.
• Here piston crown has a depression which may be bowl or torroidal shape.
• The space between the Head and piston crown acts as a Combustion chamber.

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Module3: Combustion in SI & CI Engine 21ME742

• Injector Nozzle used are Multi-hole type and injecting the fuel relatively at high pressure
of about 30 Mpa
• High efficiency and lower fuel consumption.
• No auxiliary device such as Heating plug is required.
Advantages :
• Minimum heat loss during compression because of lower surface area to volume ratio
and hence, better efficiency.
• No cold starting problems.
• Fine atomization because of multi-hole nozzle.
Dis Advantages
• High fuel-injection pressure required and hence complex design of fuel injection pump.
• Necessity of accurate metering of fuel by the injection system, particularly for small
engines.
a) Shallow Depth Chamber: the depth of the cavity provided in the piston is quite small.
• This chamber is usually adopted for large engines running at low speeds.
• Since the cavity diameter is very large, the squish is negligible.
b) Hemispherical Chamber: This chamber also gives small squish.
• However, the depth to diameter ratio for a cylindrical chamber can be varied to give any
desired squish to give better performance

c) Cylindrical Chamber: This design was attempted in recent diesel engines.

• This is a modification of the cylindrical chamber in the form of a truncated cone with
base angle of 30◦.
• The swirl was produced by masking the valve for nearly 180◦ of circumference.

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Module3: Combustion in SI & CI Engine 21ME742

• Squish can also be varied by varying the depth.

d) Toroidal Chamber: The idea behind this shape is to provide
a powerful squish along with the air movement, similar to that of the familiar
smoke ring, within the toroidal chamber.
• Due to powerful squish the mask needed on inlet valve is small and there is better
utilization of oxygen.
• The cone angle of spray for this type of chamber is 150◦ to 160◦.

Indirect Injection Type: is defined as one in which the combustion space is divided into two or
more distinct compartments connected by restricted passages.
1) Turbulent or swirl type : This type of Combustion chamber designed in such a Way that to
produce turbulence of Compressed air.
(a) Vertex Type- The air at the end of the compression stroke is pushed to cylindrical
chamber in the Cylinder head, where fuel is injected by the nozzle.

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Module3: Combustion in SI & CI Engine 21ME742

(b) Comet Type- here a spherical combustion chamber is used which is tangentially
connected to a cavity in the piston crown is known as throat.
• Here 50% of the air transferred to the Spherical-shaped chamber during the compression
stroke through the throat and creating a turbulence where fuel is injected by the nozzle.
• After combustion, the products rush back into the cylinder through the same throat at
much higher velocity.
• This causes considerable heat loss to the walls of the passage which can be reduced by
employing a heat-insulated chamber.
• However, in this type of combustion chambers even with a heat insulated passage, the
heat loss is greater than that in an open combustion chamber.
This type of combustion chamber finds application where fuel quality is difficult to control,
where reliability under adverse conditions is more important than fuel economy.

Ricardo swirl chamber comet

Pre-chamber type
In this type combustion space located in both in cylinder as well as in the cylinder head.
• Here 40% of Combustion takes place in the “pre-chamber” where as rest takes
place in the main combustion chamber Formed b/w cylinder head and piston crown
cavity.
• Pre-chamber is connected to the restricted passage called “Burner”
• In operation at the end of compression stroke compressed air passed into the pre-
chamber through burner.
Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 24
Module3: Combustion in SI & CI Engine 21ME742

• This causes charge in the pre-chamber ignite.

• A gush of gas from the pre-chamber enters into the main chamber and complete its
combustion along with the air there and about 80% of energy is released in main
combustion chamber.
• The rate of pressure rise and the maximum pressure is lower compared to those of
open type chamber.
• optimum injection timing for petrol and diesel operations is only 2◦ for this chamber
compared to 8◦ to 10◦ in the other designs.

Air-CELL chamber type

In this chamber the clearance volume is divided into two parts, one in the main cylinder
and the other called the energy cell.
• The energy cell is divided into two parts, major and minor, which are separated
from each other and from the main chamber by narrow orifice.
• A pintle type of nozzle injects the fuel across the main combustion chamber.
Operation
• During compression, the pressure in the main chamber is higher than that
inside the energy cell due to restricted passage area between the two.
• Combustion starts initially in the main chamber where the temperature is
comparatively higher but the rate of burning is very slow due to absence of
turbulence.

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Module3: Combustion in SI & CI Engine 21ME742

• In the energy cell, the fuel is well mixed with air and high pressure is developed due
to heat-release and the hot burning gases blow out through the small passage into
the main chamber.
This high velocity jet produces swirling motion in the main chamber and thereby
thoroughly mixes the fuel with air resulting in complete combustion.

The main advantages of the indirect-injection combustion chambers are:

a) injection pressure required is low
b) direction of spraying is not very important.
These chambers have the following serious drawbacks which have made its application
limited.
a) Poor cold starting performance requiring heater plugs.
b) Specific fuel consumption is high because there is a loss of pressure due to air motion
through the duct and heat loss due to large heat transfer area.

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 26