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UNIT II SI ENGINE FUEL SYSTEM LESSON PLAN:

10 hrs.

Carburetor: Requirements of carburetor Working principle carburetor. Starting, idling, acceleration and norm circuits of carburetors. Compensation, maximum power devices. Types: Constant choke and constant vacuum carburetors, Fuel feed systems: Mechanical and electrical fuel feed pumps. Petrol injection: MPFI, GDI System, Air-fuel ratio: Determination of air-fuel ratio and numerical problems on air-fuel ratio calculations.

INTRODUCTION: TYPES OF AIR FUEL MIXTURES: Chemically correct mixture: the chemical mixture in which air is provided to completely burn the fuel. Rich mixture: here the fuel is in excess of what is required to burn the fuel completely. Lean mixture: here the air is in excess of what is required to completely burn the fuel. MIXTURE REQUIREMENTS CONDITIONS: AT DIFFERENT ENGINE

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IDLING: idling condition is described as one in which engine operates at no load and closed throttle. The engine requires a rich mixture for starting and at idling. The rich mixture is required to compensate for charge dilution due to exhaust gases from the combustion chamber. CRUISING: In cruising range the engine is operated at part throttle. The main objective is to obtain the maximum fuel economy. HIGH POWER: During high power operation the engine is operated with fully opened throttle. The engine requires a rich mixture.

CARBURETION: The process of breaking up and mixing the fuel with the air is called carburetion. CARBURETOR: It is a device for atomizing and vaporizing the fuel and mixing it with the air in varying proportion to suit the entire operating range of SI engine. The carburetor supplies a mixture of vaporized fuel and air in the proportion to the intake manifold and finally to the cylinder. CARBURETOR REQUIREMENTS: It should provide easy starting of the engine from the cold. It should provide properly atomized fuel with correct fuel-air mixture at each speed corresponding to the throttle position. It should provide the correct fuel air mixture at each throttle opening under different loads and speed. It should enable engine to run slowly during idling. It should generate maximum acceleration when the throttle is suddenly or slowly opened It should be so designed that when the throttle is fully opened the maximum quantity of the correct mixture flows into the engine.
Dept. Of Automobile Engineering , Sathyabama University.

It should function correctly under different climatic conditions, such as temperature, altitude and atmospheric moisture changes. It should enable maximum distance per litre under the above conditions. 1. Ease of starting the engine, particularly under low ambient condition. 2. Simple and compact in construction. 3. Good fuel economy. 4. Developing sufficient power at high engine speed. 5. Good and quick acceleration of the engine. WORKING PRINCIPLE: It consist of a fuel jet of small diameter placed in a constricted tube called venture or choke tube, and a float chamber having a hollow thin metal float provided with a conical needle valve. The fuel pump delivers fuel from the fuel tank to the float chamber. When sufficient fuel enters the float chamber, the float is lifted due to buoyancy and the conical needle valve engages with a similarly shaped seated in the petrol pipe union. And thus shuts off the fuel. In this way the fuel level in the float chamber is always maintained constant. If the fuel level tends to fall, the float drops and thereby opens the needle valve, thus admitting more fuel. The height at which the fuel is maintained in the float chamber is governed by the level required in the discharge jet. The float chamber is vented to atmosphere through a small hole in the cover. Hence the pressure on the surface of the fuel remains constant and equal to that of the atmosphere. The air is induced in the venture tube by the suction created by the descending piston of the engine cylinder. The SI engine is quantity governed which means that when less power is required at a particular speed the amount of charge delivered to the cylinder is reduced.

Dept. Of Automobile Engineering , Sathyabama University.

This is achieved by means of a throttle valve of the butterfly type which is situated at the exit of the venture tube. At the throat of the venture tube, the area of cross-section is minimum, which is shaped to give the minimum resistance to the air flow.

The fuel discharge jet is situated at the throat. The pressure at the throat is below atmospheric, since the air velocity has been increased from that at the inlet to the carburetor to a maximum at the throat. The surface of the fuel in the float chamber is exposed to atmospheric pressure, while that at the jet opening in the venture tube is less than this, thus the fuel is forced out of the jet due to this pressure difference, where it mixes with the high velocity of air, being atomized in the process, and passes with it into the engine via the intake manifold and intake valve. The rate of fuel flow is controlled or metered by the size of the smallest section in the petrol passage. This is provided by the main jet and the size of this jet is chosen to give the required engine performance. The pressure at the throat at the fully open throttle
Dept. Of Automobile Engineering , Sathyabama University.

condition lies usually between 38 and 50mm Hg below atmosphere. In the elementary carburetor the choke or throat has a constant area and the pressure changes with the throttle opening and engine speed. It is referred to as a fixed choke type of carburetor. As the speed increases the mixture is enriched and as the speed falls the mixture is weakened. Starting, idling, acceleration and norm circuits of carburetors.

COMPENSATION SYSTEM IN CARBURETOR. For part load conditions carburetor should be able to supply economic air fuel mixture. The main metering system of carburetor will not perform this satisfactorily, hence compensating devices are used. Air bleed jet Compensating jet Emulsion tube Back suction control mechanism Auxiliary air valve Auxiliary air port 1. Air bleed jet This system works for down draught carburetor. It contains an air bleed to the main nozzle. Air flows through the bleed passage is restricted by orifice. When engine is not operating the bleed passage is filled with fuel. When engine starts the fuel from the bleed passage is displaced by air flow from the orifice. The air and fuel form an emulsion at the tip of the bleed passage. This causes faster delivery of fuel due to low viscosity and fuel quantity discharged also rises. Thus uniform mixture ratio can be supplied for part load operation.

Dept. Of Automobile Engineering , Sathyabama University.

Compensating jet: The purpose of the compensating jet is to make the mixture leaner as the throttle opens progressively. An additional jet called the compensating jet is provided with the main jet. The compensating jet is also connected to the fuel well and fuel is metered through compensating orifice. The main jet receives fuel supply through the metering orifice. As the throttle increases, the air flow rate increases, the main jet makes the mixture richer by adding more fuel. At the same time the compensating jet makes the fuel mixture leaner in proportion. The sum of the fuel injected by both allows the A/F ratio to remain constant for part load. Further reducing throttle, main jet is lean and compensating jet is rich.

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Emulsion Tube: Emulsion tube is also known as submerged jet device. Here the main metering jet is kept at a level of 25mm below fuel level in float chamber. Thus the jet is called submerged jet. The jet is placed in a well that has holes exposed to atmosphere. When throttle increases the hole in the well are uncovered causing additional fuel and air to enter the air fuel stream, causing faster A//F mixture delivery during part load operation.

Back suction control mechanism: In this device the top of the fuel float chamber is connected to air by means of a large vent line fitted with a control valve. The second line connects the fuel float chamber to venture thro via a metering orifice. When control valve is opened, pressure in float chamber is P1 and throat is P2. The pressure difference is thus DP=P1-P2 and fuel flows. When valve is closed DP=0 and fuel flow is restricted. Thus the control valve achieves desired air fuel ratio by metering fuel in response to controlling pressure drop across the float chamber during part load operation

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Auxiliary valve: When engine is not operation the pressure P1 acting on the valve is ambient. The pressure P2 acting at the venture is negative. The pressure differential P1-P2 lifts the auxiliary valve against the spring tension force. Additional air is thus infused in the air fuel mixture preventing rich mixture during part load operation.

Dept. Of Automobile Engineering , Sathyabama University.

Auxiliary port: If the butterfly valve is opened additional air passes through this port, reducing air flow through venture. Thus DP is comparatively smaller. Thus fuel drawn is reduced to compensate for loss in density of air at high altitudes.

TYPES OF CARBURETOR The carburetors are classified as follows: 1. On the basis of the direction of air flow: (i)Up-draught (ii) down draught (ii) horizontal draught 2. On the basis of location of float chamber: (i) Concentric type (ii) eccentric type 3. On the basis of venturi type: (i) Fixed venture type (ii) multi-venturi type

Up-draught

This type is placed low on the engine and uses a gravity fed-fuel supply. In other words, the tank is above the carburetor and the fuel falls to it.

Dept. Of Automobile Engineering , Sathyabama University.

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Downdraft Carburetors
This carburetor operates with lower air velocities and larger passages. This is because gravity assists the air-fuel mixture flow to the cylinder. The downdraft carburetor can provide large volumes of fuel when needed for high speed and high power output.

Horizontal-draught type:

This type of carburetor has a straight through passage. Such carburetors are used on streamlined cars having low bonnets. It is generally employed in multi-cylinder engine for providing a uniform quality of mixture to each cylinder. It results in increased volumetric efficiency and higher engine output. This arrangement provides better atomization of fuel particle by increasing the air velocity at the throat. In this type the cross-sectional area of the venture is constant and the depression is varied.

Multi venture carburetor:

The fixed venture type:

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PETROL INJECTION: Fuel injection is a system for admitting fuel into an internal combustion engine. The primary difference between carburetors and fuel injection is that fuel injection atomizes the fuel by forcibly pumping it through a small nozzle under high pressure, while a carburetor relies on suction created by intake air accelerated through a Venturi tube to draw the fuel into the airstream. These systems supply the engine with a highly atomized mixture of air and fuel in the correct air/fuel ratio. Advantages of Fuel injection over the carburettor systems Lower exhaust emissions (pollution) Better fuel consumption Smoother engine operation and greater power

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Automatic adjustment of the air/fuel ratio to keep the vehicles emissions (pollution) to a minimum.

Types of injection in gasoline/petrol engines Mechanical injection Electronic injection Electronic injection system. Single-point injection Central port injection CPFI Multiport fuel injection MPFI Direct injection GDI

Single-point (Throttle Body) fuel injection Single-point injection uses a single injector at the throttle body (the same location as was used by carburetors). Since the fuel passes through the intake runners (like a carburetor system), it is called a "wet manifold system". The justification for single-point injection was low cost. Many of the carburetor's supporting components- such as the air cleaner, intake manifold, and fuel line routing- could be reused. A fuel injector (may be 2) is located in a throttle body assembly that sits on top of the inlet manifold. Fuel is sprayed into the inlet manifold from above the throttle valve, mixing with incoming air. Fuel quantity, how much fuel is injected is controlled by an ECU.

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Multiport fuel injection Multiport fuel injection injects fuel into the intake ports just upstream of each cylinder's intake valve, rather than at a central point within an intake manifold. MPFI (or just MPI) systems can be sequential, in which injection is timed to coincide with each cylinder's intake stroke; batched, in which fuel is injected to the cylinders in groups, without precise synchronization to any particular cylinder's intake stroke; or simultaneous, in which fuel is injected at the same time to all the cylinders. The intake is only slightly wet, and typical fuel pressure runs between 40-60 psi. Many modern EFI systems utilize sequential MPFI; however, in newer gasoline engines, direct injection systems are beginning to replace sequential ones.

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Direct injection In a direct injection engine, fuel is injected into the combustion chamber. In a common rail system, the fuel from the fuel tank is supplied to the common header (called the accumulator). This fuel is then sent through tubing to the injectors, which inject it into the combustion chamber. The header has a high pressure relief valve to maintain the pressure in the header and return the excess fuel to the fuel tank.

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The fuel is sprayed with the help of a nozzle that is opened and closed with a needle valve, operated with a solenoid. When the solenoid is not activated, the spring forces the needle valve into the nozzle passage and prevents the injection of fuel into the cylinder. The solenoid lifts the needle valve from the valve seat, and fuel under pressure is sent in the engine cylinder. Third-generation common rail diesels use piezoelectric injectors for increased precision, with fuel pressures up to 1,800 bar or 26,000 psi. Direct fuel injection costs more than indirect injection systems: the injectors are exposed to more heat and pressure, so more costly materials and higher-precision electronic management systems are required. However, the entire intake is dry, making this a very clean system.

ELECTRONIC FUEL INJECTOR OPERATION

1.An injector sprays fuel into the inlet manifold by use of a solenoid coil. 2.When the coil is switch on by the ECU, it pulls the armature/needle valve away from the nozzle, allowing pressurized fuel into the engine.

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3.When the coil is not switched on, the spring pushes the armature/needle against the nozzle, no fuel is injected into the inlet manifold. 4.Injectors are more precise and efficient than carburetors.

AIR-FUEL RATIO: Determination of air-fuel ratio and numerical problems on air-fuel ratio calculations.

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