AUTO 303 ppt 1: AUTOMOBILE POWER
TRAIN & COMBUSTION ENGINEERING
Fundamentals of combustion engineering
Lecturer: Eng. L. Madiye
E-mail:
[email protected] Overview
1. Introduction
2. Basic combustion chemistry and fuel chemistry
3. Combustion thermodynamics
4. Dissociation
5. Fuels and additives
6. Engine emissions
7. Combustion modeling
1. Introduction
The fundamental difference between spark ignition (S.I) and compression
ignition (C.I) engines lies in the type of combustion that occurs, and not in
whether the process is idealized as an Otto cycle or a Diesel cycle. The
combustion process occurs at neither constant volume (Otto cycle), nor
constant pressure (Diesel cycle), The difference between the two combustion
processes is that spark ignition engines usually have pre-mixed flames while
compression ignition engines have diffusion names.
Introduction
With pre-mixed combustion the fuel/air mixture must always be close to
stoichiometric (chemically correct) for reliable ignition and combustion. To
control the power output a spark ignition engine is throttled, thus reducing
the mass of fuel and air in the combustion chamber; this reduces the cycle
efficiency. In contrast, for compression ignition engines with fuel injection
the mixture is close to stoichiometric only at the flame front. The output of
compression ignition engines can thus be varied by controlling the amount
or fuel injected; this accounts for their superior part load fuel economy.
Introduction
Introduction
The Bunsen burner, shown in figure 3.1, has both a
pre-mixed flame and a diffusion flame. The air
entrained at the base of the burner is not sufficient for
complete combustion with a single pre-mixed flame.
Consequently, a second flame front is established at
the interface where the air is diffusing into the
unburnt fuel.
Introduction
An order or magnitude calculation for the burning time ill a cylinder of
100 mm diameter with central ignition gives about 100 ms. However,
for
an engine running at 3000 rpm the combustion time can only be about
10 ms. This shows the importance of turbulence in speeding
combustion
by at least an order of magnitude.
2. Basic combustion chemistry and fuel
chemistry
Under this heading we shall consider various important
reactions concerning different elements which go to form
the fuels and gases. Primarily there will be necessity to
have some knowledge about the symbols and molecular
weight of some important elements, compounds and
gases Table 1.1 given below satisfies the requirement.
Basic combustion chemistry and fuel
chemistry
Basic combustion chemistry and fuel
chemistry
1.4.5 Excess Air
For combustion of fuel we need air. As per theoretical basis there is a minimum amount
of air which is required by the fuel to burn completely, but always, air in excess is used
because whole of air supplied for combustion purposes doesnot come in contact with
the fuel completely and as such a portion of fuel may be left unburnt. But if a large
quantity of excess air is used it exercises a cooling effect on combustion process which
however can be avoided by preheating the air. The weight of excess air supplied can be
determined from the weight of oxygen which is left unused.
The amount of excess air supplied varies with the type of fuel and the firing conditions.
It may approach a value of 100% but modern practice is to use 25% to 50%excess air.
1.4.6 Weight of carbon in flue gases
The weight of carbon contained in one kg of flue or exhaust gas can be
calculated from the amounts of CO2 and CO contained in it. In eqn. (1.4) it
was shown that 1 kg of carbon produces 11/3 kg of CO2 when completely
burnt. Hence 1 kg of CO2 will contain 3/11 kg of carbon. In eqn. (1.6) it can
be seen that 1 kg of carbon produces 7/3 kg of CO, hence 1 kg CO contains
3/7 kg of carbon.
Example 2
A petrol sample was found to have 86 per cent carbon
and 14 per cent hydrogen by weight. When used in an
engine the air supply is 90 per cent of that theoretically
required for complete combustion. Assuming that all the
hydrogen is burnt and that the carbon burns to carbon
monoxide and carbon dioxide so that there is no free
carbon left, calculate the percentage analysis of dry
exhaust gases by volume.
Example 3
A sample of fuel has the following percentage composition :
Carbon = 86%, Hydrogen = 8%.
Sulphur = 3%, Oxygen = 2%, Ash = 1%.
For an air-fuel ratio of 12 : 1, calculate :
(i) Mixture strength as a percentage rich or weak.
(ii) Volumetric analysis of the dry products of combustion.
3. Combustion thermodynamics: Internal
Energy and Enthalpy of Formation
The first law of thermodynamics can be applied to any system. Non-flow and steady-
flow energy equations deducted from this law must be applicable to systems
undergoing combustion processes. It has been proved experimentally that the energy
released, when a unit mass of a fuel undergoes complete combustion, depends on the
temperature at which the process is carried out. Thus such quantities quoted are
related to temperature. Now it will be shown that if the energy released by a fuel at
one temperature is known then it can be calculated at other temperatures. The process
of combustion is defined as taking place from reactants at a state identified by the
reference temperature and another property, either pressure or volume, to products at
the same state.
Example 4
Example 5
Laboratory method: Bomb calorimeter
The calorimeter is made of austenitic steel which provides considerable resistance to
corrosion and enables it to withstand high pressure. In the calorimeter is a strong
cylindrical bomb in which combustion occurs. The bomb has two valves at the top.
One supplies oxygen to the bomb and other releases the exhaust gases. A crucible in
which a weighted quantity of fuel sample is burnt is arranged between the two
electrodes as shown in Fig. 11.5. The calorimeter is fitted with water jacket which
surrounds the bomb. To reduce the losses due to radiation, calorimeter is further
provided with a jacket of water and air. A stirrer for keeping the temperature of water
uniform and a thermometer to measure the temperature up to an accuracy of 0.001°C
are fitted through the lid of the calorimeter.
Laboratory method: Bomb calorimeter
Procedure: To start with, about 1 gm of fuel sample is accurately weighed into the crucible and
a fuse wire (whose weight is known) is stretched between the electrodes. It should be ensured
that wire is in close contact with the fuel. To absorb the combustion products of sulphur and
nitrogen 2 ml of water is poured in the bomb. Bomb is then supplied with pure oxygen through
the valve to an amount of 25 atmosphere. The bomb is then placed in the weighed quantity of
water, in the calorimeter. The stirring is started after making necessary electrical connections,
and when the thermometer indicates a steady temperature fuel is fired and temperature readings
are recorded after 1/2 minute intervals until maximum temperature is attained. The bomb is
then removed ; the pressure slowly released through the exhaust valve and the contents of the
bomb are carefully weighed for further analysis. The heat released by the fuel on combustion is
absorbed by the surrounding water and the calorimeter.
Laboratory method: Bomb calorimeter
Example 6
The following particulars refer to an experimental
determination of the calorific value of a sample of coal
containing 88% C and 4.2% H2. Weight of coal = 0.848 gm,
weight of fuse wire 0.027 gm, of calorific value 6700 J/gm,
weight of water in the calorimeter = 1950 gm, water
equivalent of calorimeter = 380 gm, observed temperature
rise = 3.06°C, cooling correction = + 0.017°C. Find the
higher and lower calorific values of the coal.
4. Dissociation
5. Fuels and additives
Fuels and additives
5.1 Characteristics of petrol
The properties of petrol are discussed
thoroughly by Blackmore and Thomas (I977).
The two most important characteristics of
petrol are its volatility and Octane number (its
resistance to self-ignition).
5.2 Characteristics of diesel fuel
Characteristics of diesel fuel
6. Engine emissions
Engine emissions
7. Combustion Modeling
