The document discusses diesel fuel injection systems and combustion in compression ignition engines. It covers the stages of combustion (ignition lag, rapid combustion, controlled combustion, after burning), factors that affect ignition delay and knocking, different combustion chamber designs (direct injection, indirect injection), fuel spray behavior, and the role of air motion within the cylinder. Turbocharging is introduced as a way to compress more air into the cylinder before fuel injection, enabling increased power output and efficiency.
This presentation was prepared by Mechanical Engineering professor Dr. Shahid Imran during their lecture with final year in their Internal Combustion Engine program offered at University of Engineering and Technology Lahore.
Fundamentals of Compression Ignition EngineAnand Kumar
The basics of diesel engine like classification, material used, timing diagram, combustion curves, emission control equipments are explained in this presentation.
ICE_Handout(5) for CI fuel injection.pdf20007134009
FUEL INJECTION SYSTEM FOR CI ENGINES
The function of a fuel injection system is to meter the appropriate quantity of fuel for the given
engine speed and load to each cylinder, each cycle, and inject that fuel at the appropriate time in the
cycle at the desired rate with the spray configuration required for the particular combustion
chamber employed. It is important that injection begin and end cleanly, and avoid any secondary
injections. To accomplish this function, fuel is usually drawn from the fuel tank by a supply pump,
and forced through a filter to the injection pump. The injection pump sends fuel under pressure to
the nozzle pipes which carry fuel to the injector nozzles located in each cylinder head. Excess fuel
goes back to the fuel tank. CI engines are operated unthrottled, with engine speed and power
controlled by the amount of fuel injected during each cycle. This allows for high volumetric
efficiency at all speeds, with the intake system designed for very little flow restriction of the
incoming air.
FUNCTIONAL REQUIREMENTS OF AN INJECTION SYSTEM
For a proper running and good performance of the engine, the following requirements must be met
by the injection system:
• Accurate metering of the fuel injected per cycle. Metering errors may cause drastic variation
from the desired output. The quantity of the fuel metered should vary to meet changing speed
and load requirements of the engine.
• Correct timing of the injection of the fuel in the cycle so that maximum power is obtained.
• Proper control of rate of injection so that the desired heat-release pattern is achieved during
combustion.
• Proper atomization of fuel into very fine droplets.
• Proper spray pattern to ensure rapid mixing of fuel and air.
• Uniform distribution of fuel droplets throughout the combustion chamber
• To supply equal quantities of metered fuel to all cylinders in case of multi-cylinder engines.
• No lag during beginning and end of injection i.e., to eliminate dribbling of fuel droplets into the
cylinder.
TYPES OF INJECTION SYSTEMS
There are basically two types of injection systems: Air injection system and solid injection system.
Air Injection System: In this system, fuel is forced into the cylinder by means of compressed air.
This system is little used nowadays, because it requires a bulky multi-stage air compressor. This
causes an increase in engine weight and reduces the brake power output further. One advantage that
is claimed for the air injection system is good mixing of fuel with the air resulting in higher mean
effective pressure. Another advantage is its ability to utilize fuels of high viscosity which are less
expensive than those used by the engines with solid injection systems. These advantages are off-set
by the requirement of a multistage compressor thereby making the air-injection system obsolete.
Solid Injection System: In this system the liquid fuel is injected directly in.
Unit Injector System: In this syst
This presentation was prepared by Mechanical Engineering professor Dr. Shahid Imran during their lecture with final year in their Internal Combustion Engine program offered at University of Engineering and Technology Lahore.
Fundamentals of Compression Ignition EngineAnand Kumar
The basics of diesel engine like classification, material used, timing diagram, combustion curves, emission control equipments are explained in this presentation.
ICE_Handout(5) for CI fuel injection.pdf20007134009
FUEL INJECTION SYSTEM FOR CI ENGINES
The function of a fuel injection system is to meter the appropriate quantity of fuel for the given
engine speed and load to each cylinder, each cycle, and inject that fuel at the appropriate time in the
cycle at the desired rate with the spray configuration required for the particular combustion
chamber employed. It is important that injection begin and end cleanly, and avoid any secondary
injections. To accomplish this function, fuel is usually drawn from the fuel tank by a supply pump,
and forced through a filter to the injection pump. The injection pump sends fuel under pressure to
the nozzle pipes which carry fuel to the injector nozzles located in each cylinder head. Excess fuel
goes back to the fuel tank. CI engines are operated unthrottled, with engine speed and power
controlled by the amount of fuel injected during each cycle. This allows for high volumetric
efficiency at all speeds, with the intake system designed for very little flow restriction of the
incoming air.
FUNCTIONAL REQUIREMENTS OF AN INJECTION SYSTEM
For a proper running and good performance of the engine, the following requirements must be met
by the injection system:
• Accurate metering of the fuel injected per cycle. Metering errors may cause drastic variation
from the desired output. The quantity of the fuel metered should vary to meet changing speed
and load requirements of the engine.
• Correct timing of the injection of the fuel in the cycle so that maximum power is obtained.
• Proper control of rate of injection so that the desired heat-release pattern is achieved during
combustion.
• Proper atomization of fuel into very fine droplets.
• Proper spray pattern to ensure rapid mixing of fuel and air.
• Uniform distribution of fuel droplets throughout the combustion chamber
• To supply equal quantities of metered fuel to all cylinders in case of multi-cylinder engines.
• No lag during beginning and end of injection i.e., to eliminate dribbling of fuel droplets into the
cylinder.
TYPES OF INJECTION SYSTEMS
There are basically two types of injection systems: Air injection system and solid injection system.
Air Injection System: In this system, fuel is forced into the cylinder by means of compressed air.
This system is little used nowadays, because it requires a bulky multi-stage air compressor. This
causes an increase in engine weight and reduces the brake power output further. One advantage that
is claimed for the air injection system is good mixing of fuel with the air resulting in higher mean
effective pressure. Another advantage is its ability to utilize fuels of high viscosity which are less
expensive than those used by the engines with solid injection systems. These advantages are off-set
by the requirement of a multistage compressor thereby making the air-injection system obsolete.
Solid Injection System: In this system the liquid fuel is injected directly in.
Unit Injector System: In this syst
A COMPREHENSIVE REVIEW ON COMBUSTION OF COMPRESSION IGNITION ENGINES USING BI...IAEME Publication
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CONTENT
2.0 I.C. Engines.
2.1 Classification of IC engines.
2.2 Combustion of SI engine.
2.3 Combustion of CI engine.
2.4 Detonation and factors affecting detonation.
2.5 IC Engine fuels,
2.6 Ratings of SI Engine Fuels
2.7 Ratings of CI Engine Fuels
2.8 Alternate Fuels.
2.9 Performance analysis of I.C Engines.
2.10 Heat balance.
2.11 Morse test.
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1. COMPRESSION IGNITION ENGINES
Diesel Fuel Injection Systems - Stages of combustion – Knocking –
Factors affecting knock – Direct and Indirect injection systems –
Combustion chambers – Fuel Spray behaviour – Spray structure and
spray penetration – Air motion - Introduction to Turbocharging.
2. The main purpose of the fuel injection system is
to deliver fuel into the cylinders of an engine. In
order for the engine to effectively make use of
this fuel:
Fuel must be injected at the proper time, that is, the
injection timing must be controlled and
The correct amount of fuel must be delivered to meet
power requirement, that is, injection metering must
be controlled.
3. Many specialized concepts and terms are used to
describe the components and the operation of
diesel fuel injection systems.
Nozzle
Nozzle
Injector commonly refers to the nozzle holder and
nozzle assembly holder or injector body
Start of injection (SOI) or injection timing
Start of delivery
End of injection (EOI)
Injected fuel quantity
Injection duration
4. Injection pattern
Multiple injection event
Low pressure side components—These components
serve to safely and reliably deliver fuel from the tank to
the fuel injection system. Low pressure side components
include the fuel tank, fuel supply pump and the fuel
filter.
High pressure side components—Components that
create high pressures, meter and deliver the fuel to
the combustion chamber. They include the high
pressure pump the fuel injector and fuel injection
nozzle. Some systems may also include an accumulator.
5. Stages of combustion in CI
engine
In the Compression Ignition Engine, the combustion
process will be completed in the four stages in an actual
engine.
Ignition Lag
Rapid Combustion
Controlled Combustion
After Burning
6.
7. Ignition Lag
The time interval between the injection of the fuel
and the start of the self-ignition of the fuel is known
as ignition lag or Ignition delay.
It is also referred to as the preparation phase
The fuel does not ignite immediately upon the
injection of fuel into the combustion chamber.
There will be a definitely a certain amount of period
will be delayed between the first droplet of the
fuel injected into the combustion chamber and
the time at which it starts the burning phase.
8. There are two chances that can cause the ignition
delay. Physical delay and chemical delay.
Physical delay due to the complete injection of fuel,
atomisation, vaporization and mixing of air and fuel
and raised to its self-ignition point.
The chemical delay due to the burning slowly starts
and then accelerates until the complete ignition takes
place.
9. Rapid Combustion
The period of rapid combustion also known as the
uncontrolled combustion.
This rapid combustion will starts right After the
ignition delay period ends.
During this period the heat release is maximum.
The pressure released during this period depends
on the ignition delay period.
If the ignition delay period is more, then the
pressure rise is more due to the more fuel will be
accumulated during the delay period.
10. Controlled Combustion
The rapid combustion followed by the third stage
called the controlled combustion.
During the rapid combustion, the cycle reaches its
maximum pressure and the temperature.
Which means the fuel droplets injected into the
combustion chamber during the rapid combustion
stage will burn faster with reduced ignition delay as
soon as they find the necessary oxygen and any
further pressure rise is controlled by the injection
11. At the point at where it reaches the maximum
cycle pressure the rapid combustion ends and
the controlled combustion starts.
The period of the controlled combustion is
assumed to end at the maximum cycle
temperature.
12. After Burning
The combustion process will not stop right
after the completion of the injection
process.
The unburnt particles left in the combustion
particles will start burning as soon as they
get in contact with the oxygen.
This process continued for a certain period
amount of time called the after burning.
13. Knocking, in an internal-combustion engine, sharp
sounds caused by premature combustion of part of
the compressed air-fuel mixture in the cylinder.
In a properly functioning engine, the charge burns with
the flame front progressing smoothly from the point of
ignition across the combustion chamber.
However, at high compression ratios, depending on the
composition of the fuel, some of the charge may
spontaneously ignite ahead of the flame front and
burn in an uncontrolled manner, producing intense high-
frequency pressure waves.
These pressure waves force parts of the engine to vibrate,
which produces an audible knock.
14. Causes of Knocking
1. Low Quality Fuel
2. Carbon Deposits in the Cylinder Wall, and
3. Advanced or Delayed Sparking
4. Improper fuel supply.
17. Normal Combustion
Under ideal conditions the common internal combustion engine burns
the fuel/air mixture in the cylinder in an orderly and controlled fashion.
25. The main reason of knocking in a CI engine is the ignition delay,
after the compression stroke has ended.
Following parameters will minimize knocking in CI
engines.
Compression ratio: high
Self ignition temp: low
Delay period: less
Inlet temp and pressure: high
Combustion chamber temp: high
RPM : low
Engine size : small
Cetane Rating: High
26. Combustion Chamber in CI engine
1. Direct Injection type
2. Indirect Injection type
1. Direct Injection Type.
• Shallow depth Chamber
• Hemispherical Chamber
• Cylindrical Chamber
• Toroidal Chamber
33. A significant difference between a
turbocharged diesel engine and a traditional
naturally aspirated gasoline engine is the air
entering a diesel engine is compressed
before the fuel is injected. This is where the
turbocharger is critical to the power output
and efficiency of the diesel engine.
34. It is the job of the turbocharger to compress more
air flowing into the engine’s cylinder. When air is
compressed the oxygen molecules are packed
closer together. This increase in air means that
more fuel can be added for the same size naturally
aspirated engine. This then generates increased
mechanical power and overall efficiency
improvement of the combustion process.
Therefore, the engine size can be reduced for a
turbocharged engine leading to better packaging,
weight saving benefits and overall improved fuel
economy.
41. The spray characteristics of fuel mainly
depend on the fuel injection pressure,
density, viscosity, ambient pressure, and
temperature.
Among these parameters, fuel injection
pressure significantly affects the spray
structure
49. AIR MOTION WITHIN THE CYLINDER
The air motion inside the cylinder greatly influences the performance of diesel
engines. It is one of the major factors that controls the fuel-air mixing in diesel engines. Air-
fuel mixing influences combustion, performance and emission level in the engine. The air
motion inside the cylinder mainly depends on manifold design, inlet and exhaust valve profile
and combustion chamber configuration. The initial in-cylinder intake flow pattern is set up by
the intake process, and then it is modified during the compression process. The shape of the
bowl in the piston and the intake system, control the turbulence level and air-fuel mixing of the
DI diesel engine. The variation of shape of intake system, shape of piston cavity, etc. lead to a
change in the flow field inside the engine.
50. EFFECTS OF AIR MOTION
• Atomizes the injected fuel into droplets of different sizes.
• Distributes the fuel droplets uniformly in the air charge.
• Mixes injected fuel droplets with the air mass.
• Assists combustion of fuel droplets.
• Peels off the combustion products from the surface of the burning drops as they are being
consumed.
• Supplies fresh air to the interior portion of the fuel drops and thereby ensures complete
combustion.
• Reduces delay period.
• Reduces after burning of the fuel.
• Better utilization of air contained in the cylinder.
51. TYPES OF AIR MOTION
The air motion in a diesel engine is generally caused by either by the intake port
during the suction stroke or by combustion chamber geometry during the
compression stroke. Three different elements of the air motion present during
intake to expansion strokes in a diesel engine cylinder have been classified as
1) Swirl
2) Squish
3) Turbulence
52. Swirl Motion
Swirl is defined as the organized rotation of the charge about the cylinder
axis. It is created by bringing the intake flow into the cylinder with an initial angular
momentum. Swirl is generated during the intake process in DI diesel engines by the
intake port and subsequently by combustion chamber geometry during the compression
stroke.
53. Squish Motion
The squish motion of air is brought about by a recess in the piston crown. At
the end of the compression stroke, the piston is brought to within a very small distance
from the cylinder head. This fact causes a flow of air from the periphery of the cylinder
to its center and into the recess in the piston crown.
