CI vs.

 SI Engines
g
• SI engines draw fuel and air into the cylinder.
• Fuel must be injected into the cylinder at the desired time of 
combustion in CI engines.
b ti i CI i
• Air intake is throttled to the SI engine ‐‐ no throttling in CI 
engines.
• Compression ratios must be high enough to cause auto‐ignition 
Compression ratios must be high enough to cause auto ignition
in CI engines (CI:12 to 24), compressed to pressure about 4 Mpa 
and temperature about 800 K.
• Upper compression ratio in SI engines is limited by the auto
Upper compression ratio in SI engines is limited by the auto‐
ignition temperature (SI: 8 to 12). 
• Flame front in SI engines smooth and controlled.
• CI combustion is rapid and uncontrolled at the beginning.
Internal combustion Engines: Carburetor
Carburetor, Fuel injection • The valve timing in both CI and SI are similar. 

Dr. Primal Fernando

wpd@pdn.ac.lk
Ph: (081) 2393608
1 2

Comparison of SI and CI Engines
p g Typical Brake Thermal Efficiencies of CI and SI Engines

3 4
5 6

Four Stroke & Two stroke SI
Engines

7 8
Four Stroke & Two Stroke CI Engines
g Diesel engine (CI)
g ( )

• The
The liquid fuel jet atomizes into drops and entrains air; 
liquid fuel jet atomizes into drops and entrains air;
evaporates‐fuel vapor mixes with air‐air temperature and 
pressure are above the fuel’s ignition point. After a short delay 
auto ignition starts.
t i iti t t
• At full load air fuel ratio is ≈ 20: 1

9 10

Diesel fuel‐injection system consists of
j y THE DIESEL FUEL SYSTEM

1. Injection pump

2. Delivery pipes

3. Fuel injector nozzles

• Injection Pump usually mechanical drive
–Belts and rollers not good, use gears and chains
B lt d ll t d d h i
• Note spill line from injector, pump, separator
11 12
 Timing sets Timing sets

Gear sets Timing chains

• Cam and crank rotate in opposite directions • Single and double roller
• Noisy if not free of burrs • Tensioners
• Helical and spur cut gears
13 14

Fuel Injection Systems
j y General Characteristics

• P
Pump runs at ½ engine speed
t½ i d • How does timing vary with load?
How does timing vary with load?
–Ignition delay is SHORTER (higher 
–Controls Quantity AND  density) BUT:
timing of injection
–Although ignition delay is shorted, 
–Max fuel limited by smoke 
Max fuel limited by smoke still need more advance to ensure all 
ll d d ll
limit fuel is burnt during stroke
–Timing varies with load and  • At max load fuel variance among 
speed y
cylinders should be less than 3% 
otherwise power limited by smoky 
–Timing accurate to 1o crank 
exhaust of richest cyl.
angle

15 16
A pump ain’t so simple!
p p p Valve trains

OHV (overhead valve)

Pushrod configuration
g
Many reciprocating parts
Higher valve spring pressure required
Compact engine
i size
i comparedd to OHC
17 18

Valve trains Valve trains

OHC (overhead cam)

Fewer reciprocating parts Cam-in-head
Cam in head
Reduced valve spring pressure required No pushrods
Higher RPM capabilit
capability Use rocker arms
Cylinder head assemblies are taller
19 20
Valve Locations
Combustion process: stratified charge

jet guided wall guided inlet air guided

21 22

Charge Stratification
g Combustion Chamber Designs
g

23 24
Combustion Chamber Design
g Combustion Chamber Design
g

25 26

Combustion Chamber Design
g Combustion Chamber Design
g

27 28
Combustion Chamber Design
g CLASSIFICATION OF INTERNAL COMBUSTION ENGINES

Cooling

1. Direct Air‐cooling

2. Indirect Air‐cooling (Liquid Cooling)

3. Low Heat Rejection (Semi‐adiabatic) engine.

29 30

Cooling system operation Cooling system operation

Engine heat is transfered . . . Fans increase air flow through radiator

• through walls of the combustion chambers • Hydraulic fan clutches
• through the walls of cylinders • Hydraulic fans consume 6 to 8 HP
Coolant flows . . . • Electric
El t i fans
f
• to upper radiator hose
• through radiator Coolant (ethylene glycol)
• to water pump • 50/50 mixture increases boiling point to 227°F
• through engine water jackets • ppressurizingg system
y to 15 PSI increases to 265°F
• through thermostat Coolant (propylene glycol)
• back to radiator • Less protection at the same temperatures
• Less toxic
31 32