Knocking in SI Engines

ME 432 ICE
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Knock in SI Engines
Flame front travels from spark
plug to the other end of
combustion chamber

Heat release increase the

pressure & temperature of
burned part of mixture than
unburned part
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Knock in SI Engines ..contd

Burned part of mixture expands
and compresses the unburned part
Meanwhile flame front advances
Temperature of unburned mixture
exceeds the auto-ignition
temperature
Spontaneous ignition or auto-
ignition occurs at various hot-spots
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https://www.youtube.com/watch?v=4ZysyokEU60
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Knock in SI Engines
Onset of knocking depends upon properties of
fuel

The desirable fuel properties to avoid knock are:

High auto-ignition temperature

Ignition lag time longer than flame propagation to

unburned mixture
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Knocking
Sudden increase in reaction rate
Sudden rise in pressure

Generates pressure waves

Flame front exceeds sonic velocity

Generation of shock waves

Causes engine knocking

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Effects of Knock
Noise & Vibration (upto 5kHz)
Increase in Heat Transfer

Mechanical Damage
Pre-ignition

Reduction in Power & Efficiency

Carbon Deposition (Exhaust Emission)

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Piston Damage Due to Knock

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Connecting Rod Deformation Due to

Knock
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Effect of Engine Parameters on Knock

Density Factors
Compression Ratio
Mass of Inducted Charge
Inlet Temperature of the Mixture
Chamber Wall Temperature
Spark Timing
Power Output of the Engine
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Effect of Engine Parameters on Knock

Time Factors
Turbulence
Engine Speed
Flame Travel Distance
Engine Size
Combustion Chamber Shape
Spark Plug Location
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Effect of Engine Parameters on Knock

Composition Factors

Fuel-Air Ratio

Octane Value of the Fuel

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Summary
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Quality of Fuels in SI Engines

Volatility

Sulfur Contents

Gum Deposits

Carburetor Detergent Additives

Anti-knock quality
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Knock Rating of SI Engine Fuels

Fuels Octane Number

Measure of fuel resistance to knock in SI engines

n-heptane, n-C7H16 iso-Octane, C8H18
0 100
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Fuel Sensitivity
RON: Octane number determined through Research
Method (ASTM D 2699)

MON: Octane number determined through Motor

Method (ASTM D 2700)

Motor Method more severe than Research Method

Fuel Sensitivity = MON - RON

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Road Octane Number (Road ON)

On road engine runs on
Variable speed

Variable load

Different weather conditions

Spark timing is a function of speed

Octane Number through Research & Motor methods

Constant speed

Full throttle

Fixed spark timing

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Road Octane Number (Road ON)

Road Octane Number different than RON &
MON

Ranges in b/w RON & MON

Road ON = a(RON) + b(MON) + c

Gasoline fuel: a b 0.5 & c=0

Antilock Index = (RON+MON)/2

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Additives to improve Octane Number

Gasoline ON improved by additives

Tetraethyl lead (C2H5)4Pb (TEL)

Tetramethyl lead (CH3)4Pb (TML)

Methyl-centopentadienyl manganese tricarbonyl

(MMT)