THE DIESEL COMBUSTION PROCESS

The Combustion Process in the diesel engine cylinder

may be regarded as taking place in three phases:
Phase 1 is the delay period from the start of injection to
start of ignition where the pressure rises just above the
compression pressure.
The droplets of fuel entering the combustion chamber are
heated by the air and a vapour forms which mixes with the
air to form an ignitable mixture. Combustion commences
and prepares the incoming fuel for combustion .
Phase 2 occurs as a steep pressure rise as the fuel in the
cylinder burns rapidly.
Phase 3 is between p(max) and the point of maximum
temperature, when the basic part of the fuel is burnt.
Phase 4 is the "after" burn, when the last droplets of fuel
burn.
Controlled combustion takes place when the fuel
burns immediately it leaves the fuel valve nozzle.

The ignition delay is dependant on:

- fuel quality,
- compression pressure,
- cylinders temperature,
- condition of the fuel valve,
- atomisation,
- air movement etc.

The rate of pressure rise is influenced by:

- the length of the delay period,
- fuel quality,
- air movement.

IMPORTANT: The longer the delay period more fuel

enters the cylinder, consequently causing a steep
pressure rise as burning rapidly spreads with uncontrolled
violence. This is sometimes known as 'diesel knock'.
As the pressure and temperature in the cylinder rise the
incoming fuel burns as it issues from the nozzle in a
controlled manner.

Poor quality fuel oils may not only cause ignition delay
but because certain components burn slowly, insufficient
oxygen will be available for complete combustion or
combustion occurs later in the cycle.

Slow or late combustion is one of the most common

problems in diesel engine operation causing:
- high exhaust temperatures,
- loss in power,
- fouling of the exhaust system, turbochargers
and economisers.

The loss in power is caused because the fuel is not

burned correctly to transmit energy to the piston at the
most effective part of the stroke.
Combustion may be incomplete when exhaust takes place
and the remaining heat energy remaining with some
unburned fuel will be lost. There will also be a higher
pressure at blow down.

Slow or late combustion is caused by:

- incorrect fuel pump timing,
- incorrectly set fuel injectors,
- lack of scavenge air,
- low compression
- poor quality fuel oil.

HOW TO MONITOR THE ENGINE PERFORMANCE ?

The DPA does not give the engineers step by step instructions how
to achieve optimum combustion. It is up to the engineers and
superintendents to analyse the results of the DPA and take the
necessary corrective action.

The analysis should take the form of a systematic examination of

the cylinder pressure waveforms, focused on the following
parameters:

Compression pressure p(cmp)

Time (angle) of ignition a(ign)
Time (angle) of maximum pressure a(max)
Maximum pressure p(max)
Expansion pressure p(exp)
Mean Indicated Pressure p(ind)

together with:

Fuel Pump Index FPI

Exhaust Gas Temperature t(gas)
Indicated Horse Power IKW
It is unlikely that all waveforms are the same. It is most likely that
one cylinder has a better waveform than the other cylinders. The
reasons for this can be identified using the procedure noted above,
and the other cylinders brought into line with the cylinder that has
the best overall performance.

A) The first step in achieving optimum combustion is to ensure

that the air filters and air coolers are clean.

IMPORTANT: Without good air flow it is pointless to make

adjustments to fuel pump timing and expect good results.

Good air flow is not just dependant on the supply. The exhaust
system must be relatively clean and free from restrictions. An
increase in exhaust back pressure will impede the flow of air
through the cylinder and through the turbo blower.

B) The second step is to make sure that the fuel viscosity is

correct at the fuel pump and injectors.
The fuel temperature should be accurately controlled.

C) The third step is to analyse the parameters, derived from

the cylinder pressure diagram.
1. Compression pressure

A lower compression pressure will result in a lower MIP (given the

same amount of fuel ).

Increasing the quantity of fuel to raise the MIP is only

acceptable within certain limit.

The compression pressures are examined throughout the engine

and any major deteriorations would have to be corrected. It is a
fairly simple matter to renew cylinder head valves but in any engine
there are always one or two units which are coming up for overhaul
and will have worn piston rings so it is expected to have some
imbalance of compression pressures within reasonable limits.

2. Time of Ignition

The time of ignition is dependant on:

- fuel quality
- fuel temperature,
- fuel injection timing,
- fuel valve opening pressure,
- condition of the fuel pump.

The time of ignition is compared through the engine.

The fuel quality, fuel temperature, scavenge temperature, scavenge
pressure, should be established to be correct. They are in general
common to all cylinders.

Consequently any deviations between the cylinders can be put

down to:
- low compression pressure,
- incorrect fuel injector setting,
- incorrect fuel pump timing,
- worn fuel pump.

If the fuel pumps are examined regularly it will be unlikely that only
one fuel pump deteriorates rapidly.
The easiest component to check is the fuel injector.
If the pressure setting is within reasonable limits then the fuel pump
timing may be adjusted.
Before adjustment the readings for Maximum Pressure and time
(angle) of Pmax should be taken into consideration.

Remember: 1 deg. ignition delay = 2% increase of

SFOC

3. Time of Maximum Pressure

The time that maximum pressure occurs is dependant on:

- the time that ignition occurred,
- the quantity of the fuel injected,
- the quality of the fuel.
It enables us to identify the rate of pressure rise.

The readings for a(max) should not vary very much throughout the
cylinders.

4. Maximum Pressure

The maximum pressure is dependant on:

- RPM and/or load,
- angle fuel injection occurs,
- compression pressure,
- fuel quality.

The readings for p(max) should not vary very much throughout the
cylinders. (+/ - 2 bar).

The balance of the p(max) is an important factor too.

MAX p(max) - MIN p(max) = 4 bars gives 0.7 % - 1% increase in
SFOC (Specific Fuel Oil Consumption)

Generally a low maximum pressure is due to:

- fuel injector set too high,

- low compression pressure,
- retarded fuel injection timing,
- worn fuel pump.

High maximum pressure is due to:

- advanced fuel timing,

- fuel injector set too low.

IMPORTANT: Engines with VIT (variable injection timing) have the

specified maximum pressure at approximately 75 % load and then
the maximum pressure remains constant over the rest of the power
range.

When an older type engine is derated to improve efficiency at

lower power ratings, the Maximum Pressures p(max) should be
raised from the original settings. (Within limits set by the
manufacturers.)

5. Expansion Pressure

The expansion pressure will increase if more fuel is admitted to

the cylinder or if the fuel is burnt later in the cycle.
The expansion pressure is proportional to the exhaust temperature.

A higher expansion pressure denotes a high exhaust temperature.

The readings for p(exp) should not vary very much throughout the
cylinders.

6. Mean Indicated Pressure

The MIP p(ind) is dependant on all of the preceding factors.

Power is proportional to MIP x RPM.
Optimisation of combustion means producing more power for the
same fuel rack without overloading the engine (exceeding
maximum pressures, MIP or RPM stipulated by the manufacturer).
The MIP should be reasonably balanced throughout the cylinders,
with differences less then + /- 0.5 bar.

Remember:
MAX MIP - MIN MIP = 1 bar increases of SFOC by approx. 2 %
MAX MIP - MIN MIP = 10 % increases torsion vibrations by 100%.

TUNING THE ENGINE

The two most important conditions that affect engine performance

can be optimised by the engineer using the combustion and
injection waveforms displayed by an lectronic analyser:
1. Engine balance - load distribution across the engine.
2. Fuel injection timing.
All cylinders should deliver the same power which is measured in
the cylinder as MIP then related to RPM to determine the power.
When load balancing the fuel rack could be locked and sea
conditions should be steady so that the RPM and engine load are
not fluctuating.
MIP - p(ind) is a function of the area of the combustion
waveform traditionally taken from PV diagram obtained from
an indicator card.

The engineer has to assess the waveform to determine combustion

defects and correct these before attempting to balance the load.
REMEMBER: Any load deficiency in a cylinder will adversely effect
another cylinder as determined by the firing order.
Balancing the power outputs of each cylinder reduces friction and
vibration.
The heat energy is also evenly distributed across the engine which
helps eliminate thermal stress which results in cracks in the cylinder
head, piston and liner. A reduction in vibration results since none of
the cylinders are working against each other.