3.SI Combustion

The combustion process is a rapid exothermic chemical reaction of
combustible constituents of the fuel with the atmospheric oxygen.

In a chemical chain reaction some active constituents initiate
chemical reactions, which in turn create additional active
constituents, and the number of the reactions gets multiplied till the
combustion is completed.
The fundamental difference between SI and CI engines lies in the
type of the combustion ( not as Otto or Diesel).
The combustion process occurs at neither constant volume, nor at
constant pressure.
Combustion processes is SI engines is by premixed flames while the
CI engines by diffusion flames.
With the premixed flames the fuel air mixture always be close to
stoichiometric for reliable ignition and combustion.
To control the power output, a spark ignition engine is throttled, thus
reducing the quantity of mixture at lower loads, which reduces the
efficiency
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Incase of compression ignition engine with fuel injection the
mixture is close to stoichiometric only at flame front and overall
mixture strength will be lean.
Controlling the amount of fuel injected can thus vary the output
of compression ignition engines; this accounts for their superior
part load fuel economy as compared to SI engines
With premixed reactants the flame moves relative to reactants,
thus separating reactants and products.
With diffusion flames, the flame occurs at the interface between
fuel and oxidant. The product of combustion diffuses into oxidant
and the oxidants diffuse through the products. The burning rate is
controlled by diffusion.
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Ignition Limits
These correspond to those mixture ratios, at the lean and rich ends
of the scale beyond which heat released by the spark plug is no
longer sufficient to initiate the combustion in the neighbouring
unburnt mixture.
Stages Of Combustion
Theoretical P- diagram



Combustion Stages in SI engine
According to Ricardo the combustion can be imagined as if
developing in two stages;
Ignition lag or Preparation phase:- The growth and development of self-
propagating nucleus of flame called ignition lag or preparatory phase.
It is not a period of inactivity, but it is a chemical process depends on
nature of fuel, temperature and proportion of EG, and temperature
coefficient of the fuel.
The duration of ignition lag in terms of crank angle is 10 to 200.
Spark grows up gradually at first into a small nucleus of flame
similar to the soap bubble.
The duration of ignition lag depends on the many engine variables
/ factors.
If the cylinder contents are at rest this flame bubble would expand
with steadily increasing speed until extended throughout.
The period from the start of spark to the point where
P- curve departs from motored curve is called as ignition lag.

Second stage of Combustion: The stage in which flame
propagates throughout the cc . It is purely mechanical
one and simple.
It is counted from the point where first measurable rise in
pressure can be seen on the indicator diagram
A point at which spark is produced
B point at which first rise in pressure is detected.
C Point of peak pressure
A-B - First stage
B-C - Second stage

Effect Of Engine Variables On Ignition Lag
Fuel: The ignition lag depends on the chemical nature of the fuel.
Higher the self-ignition temperature of the fuel longer the ignition lag
Mixture ratio: The ignition lag is smallest for the mixture ratio that
gives the maximum temperature. This mixture ratio is somewhat richer
than the Stoichiometric ratio .
Initial temperature and pressure: Increase in intake temperature

and pressure increases the flame speed

Electrode gap
From the point of view of establishment of the nucleus of flame if
the gap is too small, quenching of flame nucleus may occur.
The required breakdown voltage increases with increasing the gap


Turbulence: Ignition lag is not much affected by the intensity of
turbulence. However, excessive turbulence of the mixture in the
area of the spark plug is harmful, as it increases the heat
transfer from the ignition zone and leads to unstable
development of nucleus of flame.

Effect of engine variables on flame propagation
(Phase II):
Fuel air ratio :
The composition of the working mixture
influences the rate of combustion and the amount
of heat released. The velocity of flame is generally
higher when the fuel air ratio is very near to
Stoichiometric (Chemically correct).
Experimentally, when mixture ratio is 110%
richer flame speed is maximum
When made leaner or still richer, the velocity of
flame diminishes.

Compression ratio :
By increasing the compression ratio, the pressure
and temperature of the charge (mixture of fuel and
air) near the TDC is high and it increases further
during combustion. The high pressure and the high
temperature of the charge increase the flame speed.
Intake temperature and pressure:

Increase in intake temperature and pressure
increases the flame speed.

Turbulence
The flame speed is very low in non-turbulent mixtures. A
turbulent motion of the mixture intensifies the process of
heat transfer and mixing of the fuel and oxygen, resulting
in increased flame speed.
The increase of flame speed due to turbulence reduces
the combustion time. However, excessive turbulence
results in more rapid pressure rise and high rate of
pressure rise causes noisy running of the engine.
Engine speed:
Higher the engine speed, the greater the turbulence inside
the cylinder. For this reason the flame speed increases
almost linearly with engine speed.
Engine load:
With increase in engine load the cycle pressure increases.
Hence the flame speed increases.

Factors Affecting the Third Stage:
Air-fuel ratio: Lean mixture will have lesser afterburning.
Turbulence: Greater the turbulence, better will be the mixing
and therefore lesser will be the afterburning.
Higher the wall surface temperature or coolant temperature
lesser will be the afterburning.
Rate of Pressure Rise
Rate of pressure rise is an important aspect of flame
development from engine design and operation point of view
The rate or pressure rise depends on the mass rate of
combustion of the mixture.
Rate of pressure rise is given as
(dP/d) bar per crank degree

ABNORMAL COMBUSTION IN S.I. ENGINES
Combustion Knock
Pre-ignition: Combustion occurring from hot surfaces before the spark occurs.
Causes: Surface ignition caused by hot spark plug, hot exhaust valve or
incandescent carbon deposits.
Run-on Surface Ignition:
Causes: Hot surfaces as mentioned above.
Run-away Surface Ignition: It is the advancing of pre-ignition due to the hot surface
getting hotter and hotter until finally the mixture in the intake manifold fires
resulting in an explosion.
Causes: Over heated or defective spark plug exhaust valve or incandescent
deposit of carbon or high melting ash.
Wild ping: It is a very sharp knocking sound
Causes: Fragments of glowing deposits breaking free and moving erratically
inside the combustion chamber forming a line source of ignition.
Rumble: It is a heavy explosion of the mixture within the cylinder with a low pitched
noise distinctly different from knocking.
Causes: Multiple sources of ignition starting the combustion simultaneously
at various points.
Post ignition: This is any abnormal surface ignition occurring after the spark occurs

Abnormal Combustion
Combustion Knock
Knock is the name given to
a typical audible noise,
which is transmitted
through the engine
structure because of
spontaneous auto-ignition
of a portion of end-gas
consisting of fuel-air and
residual gas mixture in
front of the propagating
flame

Engine KNOCKS

Effects of Knock
Noise and roughness
Mechanical damage ( pitting action)
Carbon deposits
Increase in heat transfer
Decrease in power out put and efficiency
Pre-ignition

Various Knocking Theories:
Two general theories that are used to explain the
knocking / detonation :
1.The auto- ignition theory
2.The Knocking theory.

1. Auto-ignition theory:
The term auto ignition means to initiates the combustion
without the use of the flame. This theory of auto-ignition
of knocking pre assumes the flame velocity is good, silent and is
normal before the auto ignition. There are some vibrations that
are called gas vibrations and these are created by end gas
elements ( which are in a large number) and auto ignition takes
place simultaneously.

2. Knocking (Detonation) theory:
In the above given auto-ignition theory we have assumed that
the velocity of the flame is normal, good and silent. And it is
normal before the starting of the auto-ignition. But in knocking
or detonation a strong wave formation takes place. This wave
formation takes place due to the pre flame reactions that are
proposed for the explosive auto ignition. This produces a shock
wave that moves through the chamber. The speed of this shock
wave is twice the sonic speed or velocity. This high speed sonic
wave compress the gas to high pressure and high temperature
where the various reactions takes place instantaneously.
Thus we can say, the knocking or detonation is a very complex
phenomenon. There is no even single explanation that can
explain this process efficiently.

Chemistry Of Knock

Knocking Phenomenon

Effect Of Engine variables On Knock
(I) Temperature factors (II) Density factors
(III) Time factors (IV) Composition factors
(I) Temperature factors: - Increase in temperature of the unburned

mixture by any factor in design or operation will increase the
possibility of knock.
The factors which increase the temperature of the unburned mixture are
1.Raising the compression ratio.
2. Super charging which increases both temperature and density.
3. Increasing inlet temperature decreases delay period and velocity of
flame travel increases.
4. Raising the coolant temperature decreases the delay period.

5. Load: -
An increase in load increases the temperature of the cylinder and
CC thereby increasing the mixture and end gas temperature. The
pressure of gas increases hence increased knock tendency.
6. Raising the temperature of the cylinder and CC walls: -
SP and EV are two hottest parts in the CC and hence the end gas
should not be compressed against these.
7. Advancing the spark: -
When the spark is advanced the raising piston compresses burning
gas, hence pressure and temperature are increased. Knock
tendency increases. Retarding the spark decreases the possibility
of knock.

(II). Density factors
Increasing the density of unburned mixture by any means

increases the possibility of knock.
Increasing the C.R
Opening the throttle.
Super charging engine.
Increasing the inlet pressure.
All these factors increases the flame speed, decreases the
delay period of end gas (the later effect is more), hence knock
tendency increases.

III Time factors
Increasing the time of exposure of the unburned mixture to auto ignition
condition by any one of the following factors will increase the possibility of
knock.
A. Increasing flame travel distance:-
1. Combustion chamber design:-

2. Location Of Spark Plug:-
3. Location of exhaust valve: -
4. Engine size: -
B. Decreasing the Turbulence Of Mixture:-
C. Decreasing the Engine Speed:-

III Time factors
A. Increasing flame travel distance results in increased possibility of knock.
1. Combustion chamber design: - More compact CC design better will be its

antiknock characteristics since the flame travel and combustion time will
be shorter. If the combustion chamber is highly turbulent the combustion
rate is high reduces the knock tendency.
2. 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.
3. Location of exhaust valve: - Exhaust valve should be located close to
spark plug so that it is not in the end gas region otherwise there will be a
tendency to knock.
4. Engine size: - The delay period is not effected by the size of the cylinder.
However the flame requires a longer time to travel across the combustion
chamber of a larger engine. Hence, large engines have a greater
tendency to knock than smaller engines (Bore diameter is limited to
100mm in SI engine).

Composition Factors
Properties of the fuel and the fuel air ratios are the
primary means for controlling knock once the
compression ratio and the engine dimensions are fixed.
For better anti-knocking tendency higher Octane fuel
should be used.
When the mixture is 10% richer, the flame speed is
maximum, ignition delay of end gas is minimum. The
latter effect is more dominant, hence higher knock
tendency. Thus making the mixture richer or leaner than
10% reduces the knock tendency

Summary of variables affecting knock in the S.I. engine
Sl Variable Major effect on unburned Action to be taken to Can operator
No. charge reduce usually control ?
knocking
1 Compression ratio Temperature and density Reduce No
2 Throttle(load) -do- Reduce Yes
3 Spark timing -do- Retard No
4 Supercharging -do- Reduce No
5 Inlet air temperature Temperature & to some Reduce Yes
extent density
6 Combustion chamber Temperature Reduce No
wall surface
temperature
7 Coolant temperature Temperature Reduce Yes
8 Fuel/Air ratio Temperature & time Make very lean or rich Yes, with manifold
injection
9 Turbulence Time Increase Yes, with engine
speed
10 Lower Engine speed Time Increase Yes
11 Flame travel distance Time Reduce No
12 Fuel Self-ignition temperature Use high Octane fuel Yes
13 Humidity Reaction time Increase No

Control of Knock or Detonation
Operational factors:
1. Increasing engine rpm
2. Retarding the spark
3. Reducing pressure in the inlet manifold by throttling
4. Making the air fuel ratio too rich or too lean, preferably the
former
5. Water injection
It should be noted that all detonation control methods in
general lower the efficiency of the engine.
Design features which reduces knock.
1. Use of lower compression ratio.
2. Increasing turbulence in the combustion chamber.
3. Suitable combustion chamber design to reduce flame length
and end-gas temperature.
4. Relocating the spark plug or use of two or more spark plugs.
Combustion

Combustion Chamber Design for S.I. Engines
Requirements-
1.High Power Output: This requires-
a) High Volumetric Efficiency
i) Large Inlet Valve
ii) Small Exhaust Valve with High Lift
iii) Smooth Inlet Surface
iv) Cool Cylinder Head
v) Direct Entry of mixture
b) High Compression Ratio
c) Complete Utilization of Air.
d) Optimum Degree Of Turbulance
e) High Volumetric Efficiency

2. High Thermal Efficiency: This requires-
a) High Compression Ratio
b) Low Surface/Volume Ratio
c) Optimum Turbulence
d) Good Scavenging of Exhaust Gases
3. Smooth knock-free combustion: This requires-

a) Compact combustion chamber
b) Minimum Flame travel Distance
c) Proper Location of Spark Plug relative to
Exhaust Valve
d) Provision for End Gas Cooling
e) Proper Cooling of Exhaust Valve & Spark plug

CC Design Principles
Basic requirements of a Good CC can be achieved with the
following design principles:
1. Large IV with sufficient clearance to have maximum vol. eff.

2. Shortest flame travel distance.
3. EV should be near the SP to avoid end gas in hot region.
4. Small EV with high lift.
5. High turbulence for high flame speed by properly positioning the IV.
6. End gas should be in the region with large S/V ratio ( Cool region)
7. Well cooled EV
8. Use of highest possible CR.
9. Thickness of the walls must be uniform for uniform expansion
10. The plain flat Piston Top should be employed.
If Piston bore is D & stroke length is L L/D is called as
stroke to bore ratio.
When L / D >1: we call that as Under-square engine
L/D = 1: we call that engine as square engine
L/D <1: we call that engine as Over-square engine
o Over-square engine permit larger valves for a given
swept volume.
o This improves the induction and exhaust process,
particularly at high speeds.
o Over-square engine also permits higher engine
speeds, as the stroke length is smaller.
o The disadvantage with over-square engine is that the
CC has a higher S/V ratio, so leading to increased
heat transfer.

\

Commonly used over head CC designs:
Wedge combustion
chamber; this is a
simple chamber that
produces good
results.

Commonly used Combustion chambers:
A kind of hemispherical
head
More recently pent-roof
heads with four valves per
cylinder have become
popular

A much cheaper
alternative, which also
has good performance,
is the bowl in piston
combustion chamber
This arrangement was
used by Jaguar for their
V12 engine and during
development it was only
marginally inferior to a
hemispherical head
engine.

A bath-tub combustion chamber is
a very compact CC design that
gives economical performance. It
has
Short flame travel distance
The spark plug is close to the
exhaust valve
A squish area to generate
turbulence
Well-cooled end gas so that
knocking tendency is minimum

The combustion process is a rapid exothermic chemical reaction of
combustible constituents of the fuel with the atmospheric oxygen.
In a chemical chain reaction some active constituents initiate
chemical reactions, which in turn create additional active
constituents, and the number of the reactions gets multiplied till the
combustion is completed.
The fundamental difference between SI and CI engines lies in the
type of the combustion ( not as Otto or Diesel).
The combustion process occurs at neither constant volume, nor at
constant pressure.
Combustion processes is SI engines is by premixed flames while the
CI engines by diffusion flames.
With the premixed flames the fuel air mixture always be close to
stoichiometric for reliable ignition and combustion.
To control the power output, a spark ignition engine is throttled, thus
reducing the quantity of mixture at lower loads, which reduces the
efficiency
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with
PDF created
Incase of compression ignition engine with fuel injection the
mixture is close to stoichiometric only at flame front and overall
mixture strength will be lean.
Controlling the amount of fuel injected can thus vary the output
of compression ignition engines; this accounts for their superior
part load fuel economy as compared to SI engines
With premixed reactants the flame moves relative to reactants,
thus separating reactants and products.
With diffusion flames, the flame occurs at the interface between
fuel and oxidant. The product of combustion diffuses into oxidant
and the oxidants diffuse through the products. The burning rate is
controlled by diffusion.

Ignition Limits
These correspond to those mixture ratios, at the lean and rich ends
of the scale beyond which heat released by the spark plug is no
longer sufficient to initiate the combustion in the neighbouring
unburnt mixture.
Theoretical P- diagram



Combustion Stages in SI engine
According to Ricardo the combustion can be imagined as if
developing in two stages;
Ignition lag or Preparation phase:- The growth and development of self-
propagating nucleus of flame called ignition lag or preparatory phase.
It is not a period of inactivity, but it is a chemical process depends on
nature of fuel, temperature and proportion of EG, and temperature
coefficient of the fuel.
The duration of ignition lag in terms of crank angle is 10 to 200.
Spark grows up gradually at first into a small nucleus of flame
similar to the soap bubble.
The duration of ignition lag depends on the many engine variables
/ factors.
If the cylinder contents are at rest this flame bubble would expand
with steadily increasing speed until extended throughout.
The period from the start of spark to the point where
P- curve departs from motored curve is called as ignition lag.

Second stage of Combustion: The stage in which flame
propagates throughout the cc . It is purely mechanical
one and simple.
It is counted from the point where first measurable rise in
pressure can be seen on the indicator diagram
A point at which spark is produced
B point at which first rise in pressure is detected.
C Point of peak pressure
A-B - First stage
B-C - Second stage

Fuel: The ignition lag depends on the chemical nature of the fuel.
Higher the self-ignition temperature of the fuel longer the ignition lag
Mixture ratio: The ignition lag is smallest for the mixture ratio that
gives the maximum temperature. This mixture ratio is somewhat richer
than the Stoichiometric ratio .
Initial temperature and pressure: Increase in intake temperature

and pressure increases the flame speed

Electrode gap
From the point of view of establishment of the nucleus of flame if
the gap is too small, quenching of flame nucleus may occur.
The required breakdown voltage increases with increasing the gap


Turbulence: Ignition lag is not much affected by the intensity of
turbulence. However, excessive turbulence of the mixture in the
area of the spark plug is harmful, as it increases the heat
transfer from the ignition zone and leads to unstable
development of nucleus of flame.

Effect of engine variables on flame propagation
(Phase II):
Fuel air ratio :
The composition of the working mixture
influences the rate of combustion and the amount
of heat released. The velocity of flame is generally
higher when the fuel air ratio is very near to
Stoichiometric (Chemically correct).
Experimentally, when mixture ratio is 110%
richer flame speed is maximum
When made leaner or still richer, the velocity of
flame diminishes.

Compression ratio :
By increasing the compression ratio, the pressure
and temperature of the charge (mixture of fuel and
air) near the TDC is high and it increases further
during combustion. The high pressure and the high
temperature of the charge increase the flame speed.
Intake temperature and pressure:

Increase in intake temperature and pressure
increases the flame speed.

Turbulence
The flame speed is very low in non-turbulent mixtures. A
turbulent motion of the mixture intensifies the process of
heat transfer and mixing of the fuel and oxygen, resulting
in increased flame speed.
The increase of flame speed due to turbulence reduces
the combustion time. However, excessive turbulence
results in more rapid pressure rise and high rate of
pressure rise causes noisy running of the engine.
Engine speed:
Higher the engine speed, the greater the turbulence inside
the cylinder. For this reason the flame speed increases
almost linearly with engine speed.
Engine load:
With increase in engine load the cycle pressure increases.
Hence the flame speed increases.

Factors Affecting the Third Stage:
Air-fuel ratio: Lean mixture will have lesser afterburning.
Turbulence: Greater the turbulence, better will be the mixing
and therefore lesser will be the afterburning.
Higher the wall surface temperature or coolant temperature
lesser will be the afterburning.
Rate of Pressure Rise
Rate of pressure rise is an important aspect of flame
development from engine design and operation point of view
The rate or pressure rise depends on the mass rate of
combustion of the mixture.
Rate of pressure rise is given as
(dP/d) bar per crank degree

ABNORMAL COMBUSTION IN S.I. ENGINES
Combustion Knock
Pre-ignition: Combustion occurring from hot surfaces before the spark occurs.
Causes: Surface ignition caused by hot spark plug, hot exhaust valve or
incandescent carbon deposits.
Run-on Surface Ignition:
Causes: Hot surfaces as mentioned above.
Run-away Surface Ignition: It is the advancing of pre-ignition due to the hot surface
getting hotter and hotter until finally the mixture in the intake manifold fires
resulting in an explosion.
Causes: Over heated or defective spark plug exhaust valve or incandescent
deposit of carbon or high melting ash.
Wild ping: It is a very sharp knocking sound
Causes: Fragments of glowing deposits breaking free and moving erratically
inside the combustion chamber forming a line source of ignition.
Rumble: It is a heavy explosion of the mixture within the cylinder with a low pitched
noise distinctly different from knocking.
Causes: Multiple sources of ignition starting the combustion simultaneously
at various points.
Post ignition: This is any abnormal surface ignition occurring after the spark occurs

Abnormal Combustion
Combustion Knock
Knock is the name given to
a typical audible noise,
which is transmitted
through the engine
structure because of
spontaneous auto-ignition
of a portion of end-gas
consisting of fuel-air and
residual gas mixture in
front of the propagating
flame

Engine KNOCKS

Effects of Knock
Noise and roughness
Mechanical damage ( pitting action)
Carbon deposits
Increase in heat transfer
Decrease in power out put and efficiency
Pre-ignition

Various Knocking Theories:
Two general theories that are used to explain the
knocking / detonation :
1.The auto- ignition theory
2.The Knocking theory.

1. Auto-ignition theory:
The term auto ignition means to initiates the combustion
without the use of the flame. This theory of auto-ignition
of knocking pre assumes the flame velocity is good, silent and is
normal before the auto ignition. There are some vibrations that
are called gas vibrations and these are created by end gas
elements ( which are in a large number) and auto ignition takes
place simultaneously.

2. Knocking (Detonation) theory:
In the above given auto-ignition theory we have assumed that
the velocity of the flame is normal, good and silent. And it is
normal before the starting of the auto-ignition. But in knocking
or detonation a strong wave formation takes place. This wave
formation takes place due to the pre flame reactions that are
proposed for the explosive auto ignition. This produces a shock
wave that moves through the chamber. The speed of this shock
wave is twice the sonic speed or velocity. This high speed sonic
wave compress the gas to high pressure and high temperature
where the various reactions takes place instantaneously.
Thus we can say, the knocking or detonation is a very complex
phenomenon. There is no even single explanation that can
explain this process efficiently.

Chemistry Of Knock

Knocking Phenomenon

Effect Of Engine variables On Knock
(I) Temperature factors (II) Density factors
(III) Time factors (IV) Composition factors
(I) Temperature factors: - Increase in temperature of the unburned

mixture by any factor in design or operation will increase the
possibility of knock.
The factors which increase the temperature of the unburned mixture are
1.Raising the compression ratio.
2. Super charging which increases both temperature and density.
3. Increasing inlet temperature decreases delay period and velocity of
flame travel increases.
4. Raising the coolant temperature decreases the delay period.

5. Load: -
An increase in load increases the temperature of the cylinder and
CC thereby increasing the mixture and end gas temperature. The
pressure of gas increases hence increased knock tendency.
6. Raising the temperature of the cylinder and CC walls: -
SP and EV are two hottest parts in the CC and hence the end gas
should not be compressed against these.
7. Advancing the spark: -
When the spark is advanced the raising piston compresses burning
gas, hence pressure and temperature are increased. Knock
tendency increases. Retarding the spark decreases the possibility
of knock.

(II). Density factors
Increasing the density of unburned mixture by any means

increases the possibility of knock.
Increasing the C.R
Opening the throttle.
Super charging engine.
Increasing the inlet pressure.
All these factors increases the flame speed, decreases the
delay period of end gas (the later effect is more), hence knock
tendency increases.

III Time factors
Increasing the time of exposure of the unburned mixture to auto ignition
condition by any one of the following factors will increase the possibility of
knock.
A. Increasing flame travel distance:-
1. Combustion chamber design:-

2. Location Of Spark Plug:-
3. Location of exhaust valve: -
4. Engine size: -
B. Decreasing the Turbulence Of Mixture:-
C. Decreasing the Engine Speed:-

III Time factors
A. Increasing flame travel distance results in increased possibility of knock.
1. Combustion chamber design: - More compact CC design better will be its

antiknock characteristics since the flame travel and combustion time will
be shorter. If the combustion chamber is highly turbulent the combustion
rate is high reduces the knock tendency.
2. 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.
3. Location of exhaust valve: - Exhaust valve should be located close to
spark plug so that it is not in the end gas region otherwise there will be a
tendency to knock.
4. Engine size: - The delay period is not effected by the size of the cylinder.
However the flame requires a longer time to travel across the combustion
chamber of a larger engine. Hence, large engines have a greater
tendency to knock than smaller engines (Bore diameter is limited to
100mm in SI engine).

Composition Factors
Properties of the fuel and the fuel air ratios are the
primary means for controlling knock once the
compression ratio and the engine dimensions are fixed.
For better anti-knocking tendency higher Octane fuel
should be used.
When the mixture is 10% richer, the flame speed is
maximum, ignition delay of end gas is minimum. The
latter effect is more dominant, hence higher knock
tendency. Thus making the mixture richer or leaner than
10% reduces the knock tendency

Summary of variables affecting knock in the S.I. engine
Sl Variable Major effect on unburned Action to be taken to Can operator
No. charge reduce usually control ?
knocking
1 Compression ratio Temperature and density Reduce No
2 Throttle(load) -do- Reduce Yes
3 Spark timing -do- Retard No
4 Supercharging -do- Reduce No
5 Inlet air temperature Temperature & to some Reduce Yes
extent density
6 Combustion chamber Temperature Reduce No
wall surface
temperature
7 Coolant temperature Temperature Reduce Yes
8 Fuel/Air ratio Temperature & time Make very lean or rich Yes, with manifold
injection
9 Turbulence Time Increase Yes, with engine
speed
10 Lower Engine speed Time Increase Yes
11 Flame travel distance Time Reduce No
12 Fuel Self-ignition temperature Use high Octane fuel Yes
13 Humidity Reaction time Increase No

Control of Knock or Detonation
Operational factors:
1. Increasing engine rpm
2. Retarding the spark
3. Reducing pressure in the inlet manifold by throttling
4. Making the air fuel ratio too rich or too lean, preferably the
former
5. Water injection
It should be noted that all detonation control methods in
general lower the efficiency of the engine.
Design features which reduces knock.
1. Use of lower compression ratio.
2. Increasing turbulence in the combustion chamber.
3. Suitable combustion chamber design to reduce flame length
and end-gas temperature.
4. Relocating the spark plug or use of two or more spark plugs.
Combustion

Combustion Chamber Design for S.I. Engines
Requirements-
1.High Power Output: This requires-
a) High Volumetric Efficiency
i) Large Inlet Valve
ii) Small Exhaust Valve with High Lift
iii) Smooth Inlet Surface
iv) Cool Cylinder Head
v) Direct Entry of mixture
b) High Compression Ratio
c) Complete Utilization of Air.
d) Optimum Degree Of Turbulance
e) High Volumetric Efficiency

2. High Thermal Efficiency: This requires-
a) High Compression Ratio
b) Low Surface/Volume Ratio
c) Optimum Turbulence
d) Good Scavenging of Exhaust Gases
3. Smooth knock-free combustion: This requires-

a) Compact combustion chamber
b) Minimum Flame travel Distance
c) Proper Location of Spark Plug relative to
Exhaust Valve
d) Provision for End Gas Cooling
e) Proper Cooling of Exhaust Valve & Spark plug

CC Design Principles
Basic requirements of a Good CC can be achieved with the
following design principles:
1. Large IV with sufficient clearance to have maximum vol. eff.

2. Shortest flame travel distance.
3. EV should be near the SP to avoid end gas in hot region.
4. Small EV with high lift.
5. High turbulence for high flame speed by properly positioning the IV.
6. End gas should be in the region with large S/V ratio ( Cool region)
7. Well cooled EV
8. Use of highest possible CR.
9. Thickness of the walls must be uniform for uniform expansion
10. The plain flat Piston Top should be employed.
If Piston bore is D & stroke length is L L/D is called as
stroke to bore ratio.
When L / D >1: we call that as Under-square engine
L/D = 1: we call that engine as square engine
L/D <1: we call that engine as Over-square engine
o Over-square engine permit larger valves for a given
swept volume.
o This improves the induction and exhaust process,
particularly at high speeds.
o Over-square engine also permits higher engine
speeds, as the stroke length is smaller.
o The disadvantage with over-square engine is that the
CC has a higher S/V ratio, so leading to increased
heat transfer.

\

Commonly used over head CC designs:
Wedge combustion
chamber; this is a
simple chamber that
produces good
results.

A kind of hemispherical
head
More recently pent-roof
heads with four valves per
cylinder have become
popular

A much cheaper
alternative, which also
has good performance,
is the bowl in piston
combustion chamber
This arrangement was
used by Jaguar for their
V12 engine and during
development it was only
marginally inferior to a
hemispherical head
engine.

A bath-tub combustion chamber is
a very compact CC design that
gives economical performance. It
has
Short flame travel distance
The spark plug is close to the
exhaust valve
A squish area to generate
turbulence
Well-cooled end gas so that
knocking tendency is minimum

3.SI Combustion

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3.SI Combustion

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The combustion process is a rapid exothermic chemical reaction of

combustible constituents of the fuel with the atmospheric oxygen.

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Initial temperature and pressure: Increase in intake temperature

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Intake temperature and pressure:

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(I) Temperature factors: - Increase in temperature of the unburned

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Increasing the density of unburned mixture by any means

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1. Combustion chamber design:-

B. Decreasing the Turbulence Of Mixture:-

C. Decreasing the Engine Speed:-

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1. Combustion chamber design: - More compact CC design better will be its

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3. Smooth knock-free combustion: This requires-

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1. Large IV with sufficient clearance to have maximum vol. eff.

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Initial temperature and pressure: Increase in intake temperature

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