Vehicle Engine

Technology
Theory of Carburetion

Carburetion
In SI engines the torque and power are
regulated by controlling the quantity of
combustible mixture inducted into the
cylinders.

Carburetion
Air-Fuel mixtures
Chemically correct mixture
Enough air for complete combustion
Rich mixture
Less air than the stoichiometric requirement
Lean mixture
More air than the stoichiometric requirement
Air fuel mixture too lean or too rich will not be
able to sustain the flame propagation

Carburetion

Carburetion
Mixture requirements
At full load or wide open throttle
Complete utilization of inducted air to produce best
power
At part load condition
Effective utilization of fuel at any speed

Carburetion
Mixture requirements
Steady state operation
Idling rich mixture
Cruising lean mixture
High power rich mixture
Transient operation
Starting rich mixture
Acceleration rich mixture

Carburetion

Carburetion
Idling range
No load and nearly closed throttle
Requires rich mixture
Exhaust gas dilution is more
Cruising range
Exhaust gas dilution is insignificant
Power range
Provide best power
Prevent overheating of exhaust valve
Enrichening of mixture reduces the cylinder temperature

Carburetion
Starting
In cold conditions high proportions of fuel
condenses on the cold walls of the manifold
Acceleration
Sudden opening of throttle increases the flow of
air more rapidly than the fuel
Sudden opening increases the pressure inside
the manifold, temporarily increasing the
condensation of fuel

Carburetion
Definition
The process of formation of a combustible fuel-air
mixture by mixing the proper amount of fuel with
air before admission to engine cylinder.

Carburetion
Process involved
Metering the fuel in proportion to the air flowing
Atomizing or breaking the fuel into fine droplets to
assist evaporation
Distributing the evaporated fuel uniformly to form
homogeneous mixture

Carburetion
Factors affecting carburetion
Engine speed
As speed increases the induction time decreases
The velocity of the air has to be increased accordingly
Vaporization characteristics of fuel
Fuel should have good volatility or evaporation
characteristics
Presence of lower hydrocarbons increases volatility

Carburetion
Inlet air temperature
Higher air inlet temperatures increases the
vaporization of fuel
Higher temperatures also reduces the volumetric
efficiency and thus the power output
Carburettor design
Proper design ensures uniform distribution of mixture
to the cylinders

Carburetion
Induction of mixture
The pressure depression created during intake
stroke forces the mixture into the cylinder
The pressure depression depends on
Speed of engine
Size and discharge coefficients of the aperture inside
the manifolds
Throttle valve opening major controlling factor

Carburetion

Carburetion
Air-Fuel Ratio

Carburetion
If (p
1
- p
2
)is less than gz
f
No fuel flow
As the air flow increases (p
1
- p
2
) increases and when (p
1
- p
2
) > gz
f
fuel flow begins
At low loads the mixture becomes leaner : the engine requires the
mixture to be enriched at low loads
At intermediate loads, the mixture becomes slightly rich as the air
flow increases.
As the air flow approaches the max wide open throttle value, mixture
becomes progressively rich
Fuel flow rate increases more rapidly than the air flow rate
At high altitudes, the density of air is low mixture becomes richer

Carburetion
Drawbacks of simple Carburettor
Cannot provide the variation in mixture ratio which the
engine requires over the complete load range at any
given speed.
Cannot compensate for transient phenomena in the
intake manifold.
Cannot provide a rich mixture during engine starting
and warm-up.
Cannot adjust to changes in ambient air density due
to changes in altitude.

Modern Carburettor
The Main metering system
Constant lean or stoichiometric mixture over 20
to 80% of the air flow range
An Idle system
To meter the fuel flow at idle and light loads to
provide a rich mixture
An enrichment system
The engine can get a rich mixture as WOT
conditions is approached and maximum power
can be obtained

Modern Carburettor
An accelerator pump
Additional fuel can be introduced into the engine
only when the throttle is suddenly opened
A choke
To enrich the mixture during cold starting and
warm-up to ensure that a combustible mixture is
provided to each cylinder at the time of ignition
Altitude compensation
To adjust the fuel flow which makes the mixture
rich when air density is lowered

Modern Carburettor
Idling System
Active during starting, idling and low speed
operation
Goes out of action beyond 20% throttle opening

Modern Carburettor
Idle system

Modern Carburettor
Main Metering System
Controls the fuel feed for cruising and full throttle
operations
Functions
To proportion the fuel-air mixture
To decrease the pressure at the discharge nozzle

Modern Carburettor
Compensation of main metering system
Air bleed system
Use of auxiliary air valve or port
Compensating jet
Back suction control

Modern Carburettor
Air Bleed System

Modern Carburettor
Auxiliary valve type

Modern Carburettor
Compensating J et

Modern Carburettor
Back suction control

Modern Carburettor
Enrichment System or
Economizer
Needle type
Piston type
Manifold pressure operated

Modern Carburettor
Needle Type Economizer

Modern Carburettor
Piston Type Economizer

Modern Carburettor
Manifold Pressure operated economizer

Modern Carburettor
Accelerating System
Sudden acceleration results in temporary lean
mixtures
Accelerating system discharges additional
quantity of fuel into the Carburettor
Types
Piston type
Diaphragm type

Modern Carburettor
Piston Type Accelerator Pump

Modern Carburettor
Diaphragm type accelerator pump

Modern Carburettor
Altitude Compensation
Uses an aneroid which
expands due to
decreased air pressure
Decreases the power
output

Carburettor Types
Up draught
Air enters at the bottom and leaves at top
Must lift the sprayed fuel droplet
Restricts the size of mixing tube and
throat
If not properly designed it provides only
lean mixtures
Unable to supply mixture at higher
engine speeds

Carburettor types
Down draught
Air enters at the top and leaves at the
bottom
Makes use of the gravity force
Mixing tube and throat can be made
large
Can be used in high engine speeds

Carburettor types
Cross draught
Horizontal mixing tube
Float chamber place on the sides
Resistance to flow is reduced

Carburettor types
Constant choke carburetor Constant air and fuel flow areas
Need compensating devices
Depression being varied as per the demand
Solex, Carter and Zenith carburetors
Constant vacuum carburetor or Variable choke carburetor
S.U carburetors (J eeps)
Air and fuel passage are varied with different engine
speeds
Velocities of the fuel and air remains constant in this
system

Carburettor types
SU Carburettor

Carburettor Types

Petrol Injection Systems
Need for Injection systems
Maldistribution of fuel in the
multi-cylinder engines
Need of careful control of
the air-fuel ratio for catalytic
converter
To improve the fuel
economy
To avoid freezing in the
carburettor
To avoid backfiring of
mixtures

Petrol Injection Systems
Advantages
Uniform Air-fuel mixture distribution
Highly accurate Air/fuel ratio control
Superior throttle response
Excellent fuel economy
Improved emissions control
High volumetric efficiency
Reduced manifold wetting
Improved warm and cold engine operations
Improved fuel atomization

Petrol Injection Systems
Limitations
High initial cost of equipment
Increased care and attention/more servicing problems
Special servicing equipment is necessary to diagnose fuel
injection faults and failures
Special knowledge of mechanical and electrical systems
needed to diagnose and rectify faults
Need of very careful filtration
More electrical/mechanical power needed to drive fuel
pump and/or injection devices

Petrol Injection Systems
Types
Throttle body injection or TBI
Multi-point fuel injection or MPFI
Gasoline direct injection or GDI

Petrol Injection Systems

Petrol Injection Systems
Single Point Injection Systems
Single injector placed over the
throttle body
Placed upstream of the throttle
Low injection pressure 3 to 6 bar
Low cost
Problems
Fuel tends to condense on the
walls
Accurate distribution of mixtures to
cylinders not possible

Petrol Injection Systems
Multi Point Injection Systems
Individual injectors placed over the intake valve or
the branching pipes of each cylinder
Accommodation of injectors complicates the
manifold design
Some heat conducted from the cylinder may
assist evaporation of fuel
More accurate metering and quicker response

Petrol Injection Systems

Injection Strategies
Continuous injection
Low fuel line pressures of about 2 2.5 bars is
used
Three fourth of fuel delivered per cycle is stored in
intake manifold
One-fourth enters the cylinder directly
Injection duration varies from 10

Injection Strategies
Continuous injection
Low fuel line pressures of about 2 2.5 bars is used
Three fourth of fuel delivered per cycle is stored in intake
manifold
One-fourth enters the cylinder directly
Injection duration varies from 10 CA (light load) to 300 CA
(rated load)
In multi cylinder engines the injection may be divided in to two or
more groups

Injection Strategies
Timed or sequential injection
Fuel is sprayed at regular intervals with constant fuel discharge
pressure
Amount of fuel discharged is controlled by the time period the
injector nozzle valve is open
Fuel is injected only when the relevant inlet valve opens
Reduces the risk of mixture drawn off into an adjacent cylinder
Regulation of air fuel ratio is extremely accurate

Injection Strategies
Air flow metering
Speed Density method
Engine speed and Inlet air pressure and temperature
are sensed
Volume Density method
The throttle position and the inlet air pressure and
temperature or sensed
Direct Air flow measurement method
The amount of air is measured using air flow sensor

Injection Strategies
Direct Air flow measurements
Dependence of volumetric efficiency on speed
and exhaust gas back pressure are taken care
Improved idling stability
Automatic adjustments for combustion chamber
deposit build up and change in valve adjustments

Petrol Injection Systems
J etronic is the trade name for petrol injection
systems
Designed by Bosch
Some variants
D J etronic injection systems
K J etronic injection systems
L J etronic injection systems
Mono J etronic injection systems

D Jetronic Systems
D stands for Druckin German meaning pressure
Also called as Manifold Pressure Control system
The inlet manifold vacuum is sensed
Air/ fuel mixture is controlled by controlling fuel injection duration
Used in
Mercedes-Benz: 250E, 280, 300, 350, 450
Porsche: 914
Volkswagen: Type 3 & 4
Volvo: 1800E, 1800ES, 142, 144, 164E
BMW: 3.0Si (early types)
J aguar XJ -S, XJ 12

D Jetronic System

K Jetronic systems
K stands for Kontinuierlich", meaning
continuous
Fuel is injected continuously
Also called as Continuous Injection System

K-Jetronic Injection system

K Jetronic system

K Jetronic system

KE Jetronic system

L Jetronic Systems
L stands for Luft meaning air
It uses air flow sensor to measure the air

L Jetronic

Mono Jetronic Systems