Lecture 5 - 6 - Diesel Engine Combustion PDF

8/18/2016
Fundamentals and Designs of

Various Types of Combustion
Chambers for Diesel Engines
Dr. Avinash Kumar Agarwal

Engine Research Laboratory,
Department of Mechanical Engineering,
Indian Institute of Technology, Kanpur
INDIA
akag@iitk.ac.in
IIT Kanpur
Kanpur, India (208016)
Combustion Chambers in Diesel Engines
The shape of the combustion chamber is one of the decisive factors: Determines
the quantity of combustion: Performance & exhaust characteristics.
Diesel Engine combustion is greatly influenced by air turbulence: Created by the
shape of combustion chamber area.
Each Combustion chamber shape creates its own unique turbulence pattern that is
right for some application while wrong for others.
Engine Research Laboratory, IIT Kanpur
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The Objective of Good Combustion Chamber Design
To optimize the filling and emptying of the cylinder with fresh (unburnt) charge
respectively over the engines operating range (All loads and speeds).
To create the conditions in the cylinder for the air and fuel to mix thoroughly: Get
Excited into a highly turbulent state: Burning of the charge to be completed in the
shortest possible time.
Important Factors Considered in Combustion Chamber

Design
Heat loss to combustion chamber walls
Injection pressure.
Nozzle design: Number, size, & arrangement of holes in the nozzle
Maintenance
Ease of starting
Fuel requirement: Ability to use less expensive fuels
Utilization of air: Ability to use maximum amount of air in cylinder
Weight relation of engine to power output
Capacity for variable speed operation
Smoothness with which forces created by expanding gases are transmitted to the
piston.
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Characterization of Common Diesel Combustion systems

DirectInjection IndirectInjection

System Quiescent MediumSwirl HighSwirlM Highswirl Swirlchamber Prechamber
MediumSpray
Size Largest Medium Mediumsmaller Mediumsmall Smallest smallest
Cycle 2/4stroke 4stroke 4stroke 4stroke 4stroke 4stroke
TC/SC/NA TC/SC TC/NA TC/NA NA/TC NA/TC NA/TC
Mediumspeed 1202100 18003500 25005000 35004300 36004800 4500
(rpm)
Bore,mm 900150 150100 13080 10080 9570 9570
Stroke/bore 3.51.2 1.31.0 1.20.9 1.10.9 1.10.9 1.10.9
Compression 1215 1516 1618 1622 2024 2224
ratio
chamber Openor Bowlinpiston Deepbowlin Deepbowlin Swirlpre Single/multi
shallowdish piston piston chamber orificepre
chamber
Airflowpattern Quiescent MediumSwirl HighSwirl Highestswirl Veryhighswirlin Veryturbulentin
prechamber Prechamber
No.ofNozzle Multi Multi Single Multi Single single

holes
Inj.Press. Veryhigh High Medium High Lowest Lowest
Direct Injection Combustion Chamber
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Direct Injection Combustion Chamber

The proportion of DI is increasing due to
their more economical fuel consumption
(up to 20% savings).
For DI engine, piston crown recess is
most widely used. In this design, the fuel
is injected directly into the cylinder
chamber.
Lower combustion surface wall area
compared to combustion volume in
comparison with IDI.
More combustion taking place in and on
the piston and less contact with coolant.
DI chamber has highest fuel efficiency
rating compared to other chamber
design.
Direct Injection CI Engine Combustion Systems
Quiescent chamber Bowl-in-piston Bowl-in-piston

with multi hole nozzle chamber with swirl chamber with swirl
typical of larger engines and multi hole nozzle and single hole nozzle
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Direct Injection Engines
Direct injection engines have two design philosophies:

High-swirl design, which have a deep bowl in the
piston, a low number of holes in the injector and
moderate injection pressures.
Low-swirl or quiescent engines are characterized
by having a shallow bowl in the piston, a large
number of holes in the injector and higher injection
pressures.
Smaller engines tend to be of the high-swirl type, while
bigger engines tend to be of the quiescent type.
Air Swirl in DI Engine
Swirl in Diesel Engine

DI engines are designed so that the adequate mixing of air and fuel is enhanced
by a swirling action within the combustion chamber.
Engines are designed with a specific swirl ratio typically 2.5 (swirling rotation
within cylinder versus engine speed).
Swirl ratio is defined as the ratio of the air rotation speed about cylinder axis to
crankshaft rotational speed.
Air intake being directed and swirled

as in enters in combustion chamber
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Types of Swirl
Induction swirl
Compression swirl
Combustion swirl
Induction Swirl
During suction stroke forcing air for rotational movement (a)
By masking one side of inlet valve (b)
By lip over one side of inlet valve (c)
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Compression Swirl
Air from periphery is forced to the centre cavity of the piston during compression
stroke.
The squishing of air is created and forced to enter tangentially in the piston cavity
when the piston reach to TDC.
Combustion Swirl (For IDI Engines only)
Created due to partial combustion so called as a COMBUSTION INDUCED

SWIRL.
Only for pre-combustion chamber.
Combustion during delay period in pre-combustion chamber so A/F mixture

becomes rich and forces the gases with high velocity into the main combustion
chamber.
Creates high temp and provides better combustion.
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Direct Injection Open Quiescent Quadruple Valve CC
Suitable for large, slow and

medium speed engines running up
to 1500 rev/min
There is sufficient time for the fuel
to be injected into the cylinder and
for it to be distributed and
thoroughly mixed with the air
charge so that combustion takes
place over the most effective crank
angle movement just before and
after TDC, without having to resort
to induction swirl and large
amounts of compression squish.
Without air swirl in the combustion-chamber there is no high hot gas velocity,
which would increase the thermal impingement on the surfaces surrounding the
chamber space. Accordingly, there will be more heat available to do useful work
so that higher brake mean effective pressures can be obtained where mixing of
the fuel and air is achieved purely by the intensity of the spray and its ability to
distribute and atomize with the surrounding air.
This is made possible by locating the injector in the center of a four valve cylinder
head and using an injector nozzle with something like 8 to 12 holes all equally
spaced and pointing radially outwards so that they are directed towards the
shallow wall of the combustion chamber
The air movement is almost quiescent (the air is inactive) and mixing depends
entirely on the discharged spray distribution and atomizing fuel particles are
therefore known as quiescent open chambers.
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The piston crown has a flat narrow annular zone inside of which is the chamber
recess,, the base of the chamber from the center to the wall has a downward dish
shape which curves up and merges with the vertical wall of the chamber. The
contour of the chamber is such that it conforms to the expanding spray formation
so that it conforms to the expanding spray formation so that fuel particles do not
normally touch the chamber surfaces.
The heat loss with this open chamber is the least compared with all other semi-
open or divide combustion chambers, which is due to its very low ratio of surface
area to volume, and thus its relative efficiency is the highest.
Generally, open quiescent combustion chambers provide good cold starting and the
lowest specific fuel consumption values relative to semi open and divided
combustion chambers.
Direct Injection Semi-Open Volumetric CC Phases
It consists of semi-swirl induction

port with an inclined centrally located
injector.
It has a slightly offset bowl in the
piston combustion chamber
surrounded by a large annular squish
zone formed between the piston
crown and flat cylinder head
The incoming air enters in a
tangentially and downward direction
due to the valve port and seat being
positioned to one side of the cylinder
axis.
Air is thus forced to spiral its way
down and around the cylinder as it
fills the space previously occupied by
the outward moving piston.
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Direct Injection Volumetric Combustion Chamber Phases

(Compression and Injection)
At the end of the combustion stroke the piston
reverses its direction and then commences its
compression stroke. Towards the end of the
compression stroke the bump-clearance between the
flat annular piston crown and the cylinder head
quickly decreases causing it to squeeze the swirling
air charge inwards towards the inner chamber bowl.
The air stream from all sides of the annual squish

zone flows radially inwards meeting at the center
where it is then deflected downward into the bowl. At
the bottom, the air disperses radially outward and
then upwards to the lip of the chamber wall.

(Compression and Injection)
The upward moving air will be met by more inwardly moving compression squish
which again pushes the air towards the center and down.
The pressure behind the discharged fuel projects it radially outwards until it strikes
the chamber wall. Some of this fuel bounces off the wall while the remainder clings
and spreads over the wall.
The completion of the fuel injection period simply increases the amount of fuel
deposited or rebounded from the chamber wall until the metered quantity of fuel
per injection has been ejected.
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(Ignition)
As the center core of the spray moves
radially outwards from the injector nozzle,
its outer layers first become finely atomized
and then transform into clouds of vapour.
The Compressed air occupying the spaces
between the spray will have reached the
fuels ignition threshold temperature, and so
the oxygen contained in the air in the
vicinity of the fuel spray therefore reacts
with the vapour, causing ignition to occur.
DI Volumetric CC (Burning and Expansion)
The nuclei of flames, established randomly

around the vapor clouds, then propagate
rapidly towards the bulk of the mixture
concentration near the chamber walls, the
flames are then distributed and spread
throughout the bowl due to the general air
movement within the chamber.
During expansion on the power stroke the
outward movement of the piston enables
mixing of air and fuel to continue by the
combined effect of air swirl and reversed
squish.
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Direct Injection Volumetric Combustion Chamber

Illustrating Phases of Combustion
Small Direct Injection Semi-Open Combustion Chamber with

Helical Induction Part
The extra air movement is achieved by
utilizing a helical or partial vortex form of
induction port passage.
The incoming air flow is given a helical twist
or semi vortex motion about the valve stem
before it passes out between the opened
valve head and its seat in a tangential
direction to the cylinder axis.
As a result, a high degree of air swirl is
generated within the curved port passage
before it is expelled into the cylinder.
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Direct Injection Semi Open Film (M-type) Combustion

Chamber (Induction)
It uses a two valve cylinder head with a high swirl or vortex type induction port
with an inclined injector, which is located to one side of the cylinder axis.
The combustion chamber is a spherical cavity in the piston crown with a small
secondary recess on one side which aligns with the injector in the cylinder head to
provide access for the fuel spray discharge.

Chamber (Induction)
Air from the high swirl generating induction port enters the cylinder where it is
forced to rotate about the cylinder axis in a progressive spiral fashion as the piston
moves away from the cylinder head on its induction stroke.
After the cylinder has been filled with air having a high intensity of swirl, the inlet
valve closes and the air is compressed between the cylinder head and the inwardly
moving piston crown.
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Chamber (Compression and Injection)
As the piston rapidly approaches TDC, air from
the annular squish area surrounding the
chamber recess is squeezed towards the center
of the chamber, it is then forced downwards
and, at the bottom, outwards, where it then
follows the contour of the spherical chamber
wall until it again emerges at the mouth of the
chamber, where further compression squish as
the bump clearance reduces, causes the
transverse rolling movement to repeat itself.

The transference of air from the annular squish area to the inner chamber causes
the rotational movement of the air around the cylinder to be considerably
increased as it moves into the much smaller spherical chamber.
Just before the end of the compression stroke, fuel is injected into the cylinder
from two nozzle hole set at acute angles to the chamber walls so that after the
spray penetrates the swirling air and reaches the cylinder wall, it is not reflected
but spreads over the surface in the form of a thin film.
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Chamber (Ignition)
The discharge of liquid spray through the hot air
charge causes the surrounding air to resist
partially the jet penetration so that initial outer
layers of fuel partially the jet penetration so that
initial outer layers of fuel particles slow down very
quickly to transform into vapour.
Immediately, this vapour commences to oxidize
and to ignite
5 to 10% of the total quantity of fuel discharged
per cycle burns in the spray stream near the
injection nozzle with the minimum of delay.
The vaporized fuel is carried away by the air
stream and burns in the flame front spreading
from the initial ignition zone slightly beyond the
injector nozzle and very nearly in the center of the
chamber.

Chamber (Burning and Expansion)
The energy released by the propagating
combustion in the chamber bowl causes a
rapid pressure rise and simultaneously an
expansion of the burning charge.
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Direct Injection Film (M type) Combustion Chamber

Illustrated Phases of Combustion
Indirect Injection Combustion Chamber
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Indirect Injection Engines
IDI combustion chamber types

Pre-combustion chamber type
Swirl chamber type
Good
Excellent mixing, turbulence characteristics
Can burn lower quality fuel
Lower injection pressure
Less pronounced knock
Low noise & exhaust emissions
Bad
Very high temperature/pressure in injection chamber
Higher emissions, especially NOx
Harder to start - glow plugs
Less efficient
Small Indirect-Injection Diesel Engine Combustion System
Swirl Prechamber Turbulent Prechamber
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Swirl Chamber System
With swirl chambers, combustion is

also initiated in a separate chamber
that has approx. 60% 0f the
compression volume.
As soon as combustion starts, the
air/fuel mixture is forced under
pressure through the connecting
channel into the cylinder chamber
where it is turbulently mixed with
the remaining air.
Indirect Injection Divided Chamber Swirl-Combustion

Chamber
The combustion process actually takes place in a two stage divided chamber
system. Initially, combustion takes place in a spherical swirl chamber housed in
the cylinder head whereas the second half of the process is completed in the twin
disc shaped recesses in the piston crown.
The swirl chamber in the form of sphere is located to one side and above the
cylinder wall in the cylinder head.
The upper half of the sphere is cast directly in the cylinder head whereas the lower
half is a separate heat resisting nimonic alloy member flanged and cylindrical in
shape with an upward facing semi-hemispherical chamber, it fits in a machined
recess so that its underside is flush with the flat face of the cylinder head.
It is located and secured by a ball and flange while the outer cylindrical vertical
wall stands away from the machined cylinder head recess to create an isolating air
gap.
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Indirect Injection Divided Chamber Swirl-Combustion

Chamber
This chamber separator is commonly known as a heat regenerative member since

it absorbs heat from combustion and dissipates it during the compression stroke.
An inclined passage through the base of the lower regenerative member forms a
throat or neck between the spherical swirl chamber and twin adjacent circular
cavities cast in the piston crown.
A pintle soft conical spray injector is positioned over the chamber at an acute
angle to the swirl chamber whereas a cold start heater plug projects horizontally
into the side of the chamber wall.
The lower regenerative member forms the lower half of the combustion chamber.
Indirect Injection Divided Chamber Swirl Combustion

Chamber (Induction)
The delivery and expulsion of air and exhaust
gases are provided by the inlet and exhaust
valve ports.
With the indirect-injected swirl chamber
method of combustion control, a high level of
induction swirl is not so critical so that the
intake port can be designed to cater more for
improved breathing rather than the
generation of high intensity induction swirl.
Air is drawn tangentially into the cylinder via
the twin induction port where it then moves
in a circular downward path around the
cylinder wall as the piston moves away from
the cylinder head.
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On the return stroke, the air change is compressed
causing something like 40% of the air mass per
induction stroke to be transferred through the
throat of the regenerative member into the
spherical swirl chamber.
The angle of the inter-linking throat passage
guides the air stream tangentially into the swirl
chamber so that it is forced to follow the contour
of the chamber wall in a vertical circular swirl
many times during the compression stroke.
As air flows through the throat passage, it absorbs
heat from the hot alloy mass and from the
chamber walls as it circulates around the chamber
so that once combustion has been established, any
fresh air entering the swirl chamber quickly
attains a temperature well above the threshold
ignition temperature of the liquid fuel.

Chamber (Ignition)
When the crankshaft is of the order of 20 to 25
before TDC, fuel is injected at an acute angle in a
downstream direction to the air swirl to one side
of the chamber, the spray penetrates the dense air
change and impinges onto the spherical surface of
the regenerative member. Instantly the liquid fuel
spreads out to form a thin film, which then
vaporizes and is immediately swept around with
the air stream.
The fuel vapour, oxygen and heat then combine to
cause the oxidation reaction which is essential for
ignition at random nuclei sites surrounding the
vapour clouds within the swirl chamber.
Rapid flame spread follows as unburnt vapour
seeks out the oxygen in the dense but rapidly
rotating air charge.
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The high burning rate produces a corresponding
rapid pressure rise in the swirl chamber. As a
result, the burning charge will be blown down the
throat of the regenerative member, after which it
divides into two separate flame fronts as they
enter the twin, shallow, disc shaped recess formed
in the piston crown.
The tangential entry compels the flame fronts to
swirl clockwise and anticlockwise around their
respective cavity walls, which gives the burning
and unburnt vapour the maximum opportunity to
search out the oxygen and, simultaneously, to
displace the burnt products of combustion.
Indirect Injection Swirl Combustion Chamber Illustrating

Phases of Combustion
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Pre-combustion Chamber
In Pre-combustion chamber, the
fuel is injected through a pintle
nozzle at a low pressure (upto 450
bar)
A specially shaped baffle in the
centre of the chamber diffuses the
jet of fuel that strikes it & mixes it
thoroughly with the
Indirect Injection Divided-Chamber Pre-Combustion

Chamber
This divided-chamber two-stage combustion system incorporates a heat resisting
alloy pre-combustion chamber mounted in the cylinder head slightly to one side of
the single inlet and exhaust valve seats.
The pre-combustion chamber is a two-piece cylindrical unit consisting of a large
diameter flanged section which, houses the combustion chamber and a small
diameter extended nozzle section. At the end of the enclosed nozzle are five radial
holes, which communicate with the main chamber, while the upper flanged end is
opened up to accommodate the pintle injector.
Within the cylindrical casing is a spherical chamber with a narrow parallel passage
or throat leading to the radial nozzle holes. A transverse bar with a spherical bulge
in the middle is positioned in the lower half of the spherical chamber, whereas a
cold start heater plug intersects from the side of the upper half of the chamber
wall.
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Chamber (Induction)
When the inlet valve opens and the
piston moves away from the cylinder
head, air enters the cylinder tangentially
so that it rotates in a downward
direction about the cylinder axis.
Once the piston has reached BDC it
reverses its direction and commences to
move inwards towards the cylinder head
until the inlet valve closes, this then
completes the induction period.

As the piston approaches TDC, the air charge
is compressed between the cylinder head and
the piston crown so that something like 35%
to 45% of the air is forced through the five
nozzle holes which protrude below the flat
cylinder head.
Air will the n be transferred from the cylinder

in to the pre-combustion chamber via the
nozzle holes and parallel throat passage
where it is exited into a vigorous and highly
turbulent mass.
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Towards the end of the compression stroke, fuel is discharged from the injector
towards the center of the chamber where it strikes the transverse located semi-
spherical bar.
The spray is very slightly angled so that a proportion of the spray misses the
spherical bar and reaches the base of the chamber to one side of the nozzle throat.
The liquid fuel now spreads out over the spherical bar and the mouth or throat of
the nozzle passage. Immediately, the liquid film vaporizes and is torn away from
the bar and chamber wall by the turbulent air movement.

Chamber (Ignition)
Oxidation then commences causing random
nuclei flame sites to form, these quickly
propagate and spread throughout the hot
dense air mass.
The resulting pressure rise created by the

burning charge reverses the direction of air
flow. The burnt and unburnt rich vapour
charge is now blown down the throat of the
nozzle where it then expands radially
outwards through the five nozzle holes into
corresponding shallow guide channels
formed in the piston crown.
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The thrust of combustion projects these

directional jet-like flame-fronts towards the
cylinder walls and, in doing so, sweeps the
burnt gases and soot to one side while
exposing the remaining fuel vapour to fresh
oxygen.
Characterization of Common Diesel Combustion systems

DirectInjection IndirectInjection

System Quiescent MediumSwirl HighSwirlM Highswirl Swirlchamber Prechamber
MediumSpray
Size Largest Medium Mediumsmaller Mediumsmall Smallest smallest
Cycle 2/4stroke 4stroke 4stroke 4stroke 4stroke 4stroke
TC/SC/NA TC/SC TC/NA TC/NA NA/TC NA/TC NA/TC
Mediumspeed 1202100 18003500 25005000 35004300 36004800 4500
(rpm)
Bore,mm 900150 150100 13080 10080 9570 9570
Stroke/bore 3.51.2 1.31.0 1.20.9 1.10.9 1.10.9 1.10.9
Compression 1215 1516 1618 1622 2024 2224
ratio
chamber Openor Bowlinpiston Deepbowlin Deepbowlin Swirlpre Single/multi
shallowdish piston piston chamber orificepre
chamber
Airflowpattern Quiescent MediumSwirl HighSwirl Highestswirl Veryhighswirlin Veryturbulentin
prechamber Prechamber
No.ofNozzle Multi Multi Single Multi Single single

holes
Inj.Press. Veryhigh High Medium High Lowest Lowest
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Photographs of CI Combustion Process in Different CCs
Quiescent DI chamber Combustion of a single spray burning under large DI

engine conditions
Combustion of four sprays in DI engine with counter-

Multuihole nozzle DI clockwise swirl
chamber with swirl
Photographs of CI Combustion Process in Different CCs
M.A.N. M DI
chamber
Combustion of single spray in M.A.N M DI diesel
Combustion in pre-chamber(on left) and main

chamber(on right) in Ricardo Comet IDI swirl chamber
diesel
Ricardo Comet IDI swirl chamber
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Cylinder pressure, injector needle lift and injection system

fuel line pressure as functions of crank angle
Typical DI Engine Heat-release-rate Diagram Identifying

Different Diesel Combustion Phases
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Cylinder pressure , rate of fuel injection and net heat

release rate as functions of crank angle
During combustion process, the
burning proceeds in three stages.
In the first stage, the rate of burning
is very high and lasts for only a few
crank angle degrees. It corresponds
to the period of rapid cylinder
pressure rise.
The second stage correspond to a
period of gradually decreasing heat-
release rate. This is the main heat-
release period and lasts about 40.
The third stage corresponds to the
tail of the heat release diagram in
which a small but distinguishable
rate of heat release persists
throughout much of the expansion
stroke.
Three Basic Injection, Burning, Mixing Pattern in Diesel

Engines
A. Fuel injection across the chamber with substantial momentum. Mixing
Proceeds immediately as fuel enters the chamber and is little affected by
combustion
B. Fuel deposition on the combustion chamber walls. Negligible mixing during the
delay period due to limited evaporation. After ignition, evaporation becomes rapid
and its rate is controlled by access of the hot gases to the surface, radial mixing
being induced by radial differential centrifugal forces. Burning is therefore,
delayed by the ignition lag.
C. Fuel distributed near the wall: Mixing Proceeds during the delay, but a rate
smaller than in mechanism A. After ignition, the mixing is accelerated by the same
mechanism as in B.
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Schematic injection-rate and burning-rate diagrams in

different types of naturally aspirated diesel combustion
system
DI engine with central DI M-type engine with IDI swirl chamber engine
multihole nozzle fuel injected on wall
Summary DI vs IDI:
IDI DI
Higher RPM Rapid Lower RPM limited by
Combustion piston speed (flame front
Only works 400-800cc/cyl must keep up with
(1.4 4 cyl to 6.4 ltr V8) piston)
Reduced ignition delay Longer ignition Delay
More swirl More efficient
5-15% fuel efficiency Unlimited size
penalty Injectors exposed directly
More complicated to cylinder pressures
combustion chamber More exotic injectors
design required
May require ceramic
liner in pre chambers to
limit heat transfer
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8/18/2016

Fundamentals and Designs of

Dr. Avinash Kumar Agarwal

Combustion Chambers in Diesel Engines

Engine Research Laboratory, IIT Kanpur

The Objective of Good Combustion Chamber Design

Engine Research Laboratory, IIT Kanpur

Important Factors Considered in Combustion Chamber

Engine Research Laboratory, IIT Kanpur

Characterization of Common Diesel Combustion systems

No.ofNozzle Multi Multi Single Multi Single single

Inj.Press. Veryhigh High Medium High Lowest Lowest

Engine Research Laboratory, IIT Kanpur

Direct Injection Combustion Chamber

Engine Research Laboratory, IIT Kanpur

Direct Injection Combustion Chamber

Engine Research Laboratory, IIT Kanpur

Direct Injection CI Engine Combustion Systems

Quiescent chamber Bowl-in-piston Bowl-in-piston

Engine Research Laboratory, IIT Kanpur

Direct Injection Engines

Direct injection engines have two design philosophies:

Air Swirl in DI Engine

Engine Research Laboratory, IIT Kanpur

Swirl in Diesel Engine

Air intake being directed and swirled

Engine Research Laboratory, IIT Kanpur

Engine Research Laboratory, IIT Kanpur

During suction stroke forcing air for rotational movement (a)

By masking one side of inlet valve (b)

By lip over one side of inlet valve (c)

Engine Research Laboratory, IIT Kanpur

Engine Research Laboratory, IIT Kanpur

Combustion Swirl (For IDI Engines only)

Created due to partial combustion so called as a COMBUSTION INDUCED

Only for pre-combustion chamber.

Combustion during delay period in pre-combustion chamber so A/F mixture

Creates high temp and provides better combustion.

Engine Research Laboratory, IIT Kanpur

Direct Injection Open Quiescent Quadruple Valve CC

Suitable for large, slow and

Engine Research Laboratory, IIT Kanpur

Direct Injection Open Quiescent Quadruple Valve CC

Engine Research Laboratory, IIT Kanpur

Direct Injection Open Quiescent Quadruple Valve CC

Engine Research Laboratory, IIT Kanpur

Direct Injection Semi-Open Volumetric CC Phases

It consists of semi-swirl induction

Engine Research Laboratory, IIT Kanpur

Direct Injection Volumetric Combustion Chamber Phases

The air stream from all sides of the annual squish

Engine Research Laboratory, IIT Kanpur

Direct Injection Volumetric Combustion Chamber Phases

Engine Research Laboratory, IIT Kanpur

Direct Injection Volumetric Combustion Chamber Phases

Engine Research Laboratory, IIT Kanpur

DI Volumetric CC (Burning and Expansion)

The nuclei of flames, established randomly

Engine Research Laboratory, IIT Kanpur

Direct Injection Volumetric Combustion Chamber

Engine Research Laboratory, IIT Kanpur

Small Direct Injection Semi-Open Combustion Chamber with

Engine Research Laboratory, IIT Kanpur