To burn one kg of octane (C8H18) completely 15.12 kg of air is required.

chemically correct AI F ratio for C8H18 is 15.12:1; usually approximated to 15:1.

Complete combustion : All carbon in the fuel is converted to CO2 and
all hydrogen to H2O.

A mixture, which has less air than the stoichiometric requirement, is called a rich mixture .
(example, A/F ratio of 12:1,10:1 etc.).

A mixture, which has more air than the stoichiometric requirement, is called a lean mixture.
(example, A/F ratio of 17:1, 20:1 etc .)

There is a limited range of A/F ratio in a homogeneous mixture, only within which combustion in
an SI engine will occur.

Air-fuel Mixtures
Mixture Requirements At
Different Loads and Speeds
Schematic Diagram of Combustion Chamber
and Induction System at the Start of Intake Stroke
The same amount of air must pass through every point in the tube, its velocity will be
greatest at the narrowest point.
The smaller the area, the greater will be the velocity of the air, and thereby the suction is
proportionately increased
Principle of Carburetion
The process of formation of a combustible fuel-air mixture by
mixing the proper amount of fuel with air before admission to
engine cylinder is called carburet ion and the device which does
this job is called a carburetor.
Carburetion
Types of Carburetors
The Simple Carburetor
Acceleration pump system
Multijet Carburetors
A dual carburetor has two barrels.
Each of these two barrels in a dual carburetor contains a fuel jet,
a venturi tube, an idling system, a choke and a throttle.
The float chamber and the accelerating pump are common to both the barrels.
Multiple Venturi Carburetor
Multiple venturi system uses double or triple
venturi.
The boost venturi is located concentrically within
the main venturi.
The discharge edge of the boost venturi is located
at the throat of the main venturi.
The boost venturi is positioned upstream of the
throat of the larger main venturi.
Only a fraction of the total air flows though the
boost venturi.
The fuel nozzle is located at the throat of the
boost venturi.
Constant Choke Carburetor
In the constant choke carburetor, the air and fuel flow areas are always maintained
to be constant.

But the pressure difference or depression, which causes the flow of fuel and air, is
being varied as per the demand on the engine.

Solex and Zenith carburetors belong to this class.

Constant Vacuum Carburetor

In the constant vacuum carburetor, (sometimes called variable choke carburetor)
air and fuel flow areas are being varied as per the demand on the engine, while the
vacuum is maintained to be always same.

The S.U. and Carter carburetors belong to tills class.
Solex Carburetors
Down draught carter carburetor
SU Carburetor
FUEL INJECTION IN 2 Stroke Engine
"D-Jetronic."
"D" stands for druck-German for pressure
L-Jetronic
"L" stands for luft, the German word for Air.
L-Jetronic,
"L" stands for luft, the German word for Air.
An L-Jetronic system with lambda (oxygen sensor) control.
Fuel Injection in the CI Engine
For the compression ignition engine, it is
very important to promote a means of
injecting fuel into the cylinder at the
proper time in the cycle. This is so
because the injection system starts and
controls the combustion process.
Objectives of the Injection System
The injection system of the compression ignition engine should
fulfil the following objectives consistently and precisely:
1. Meter the appropriate quantity of fuel, as demanded by
the speed of, and the load on, the engine at the given time.
2. Distribute the metered fuel equally among cylinders in a
multi-cylinder engine.
3. Inject the fuel at the correct time (with respect to crank
angle) in the cycle.
4. Inject the fuel at the correct rate (per unit time or crank
angle degree).
5. Inject the fuel with the correct spray pattern and sufficient
atomization as demanded by the design of the combustion
chamber, to provide proper penetration also.
6. Begin and end injection sharply without dribbling or after
injection.

To accomplish these objectives, a number of functional elements
are required. These constitute together, the fuel injection
system of the engine. These elements are as follows.
1. Pumping elements to transfer the fuel from the tank to the
cylinder, along with the associate piping and hardware.
2. Metering elements to measure and supply the fuel at the rate
as desired by the speed and load conditions prevailing.
3. Metering controls to adjust the rate of the metering elements
for changes in load and speed of the engine.
4. Distributing elements to divide the metered fuel equally
among the cylinders in a multi cylinder engine.
5. Timing controls to adjust the start and stop of injection.
6. Mixing elements to atomize and distribute the fuel within the
combustion chamber
Function of fuel injection equipment
The function of fuel injection equipment is to supply the engine
with fuel in qualities exactly metered in proportion to the
power required and timed with utmost accuracy, so that the
engine will deliver that power within the limits prescribed for
fuel consumption, exhaust smoke, noise and exhaust
emissions.
The fuel must be injected through suitable nozzles at pressures
high enough to cause the required degree of atomization in
the combustion chamber and to ensure that it mixes with
sufficient air for complete combustion in the cycle time
available.
In multi cylinder engines the periods of injection, the timing and
the delivered quantity must be accurately metered to ensure
an even balance between the cylinders.
Fuel Injection Systems
There are two main classifications for fuel-
injection systems, namely
1. air injection which had become obsolete
but now some interest has been shown by
researchers (however very high pressure is
required for air) and
2. solid (or airless) injection systems.
The airless, mechanical, or solid injection systems
consist of three types.
1. Individual pump system: This consists of a
separate metering and compression pump for each
cylinder.
2. Distribution system: This consists of a single pump
for compressing the fuel (which may also meter),
plus a delivery device for distributing the fuel to
the cylinders (which may also meter).
3. Common rail system: A single pump for
compressing the fuel, plus a metering element for
each cylinder.
INLINE PUMP
Distributor type injection pump
Fuel flow through supply pump
Plunger, head, and cam-plate assembly
The plunger reciprocates and rotates at the same time
Intake Stroke
Injection Stroke
End of Delivery
Injector
PINTLE TYPE NOZZLE
HOLE TYPE NOZZLE
p A C m
f n D
f
A =
-
2
N
p A C m
f n D
f
360
2
u

A
A =
Spray Structure
The Sauter Mean Diameter
If N
i
is the fraction of droplets counted in size
interval d
i
, then the Sauter Mean Diameter
SMD is given by
( )
( )

=
A
A
=
1
2
1
3
i
i i
i
i i
d N
d N
SMD
Ni = No. of fuel drops of diameter di
AUTOMOTIVE IGNITION SYSTEM
IGNITION COIL
SPARK PLUG
Contact points

CDI is fired by using a charged capacitor (typical voltages
300-600 v, typical capacity: 1-4 uf
Delay time is applied directly after the pickup pulse to fix the
spark position
CDI spark is shorter and more powerful than TCI spark
CDI is more suitable to work at high rpm
CDI needs an inverter to increase voltage upto 300 or 400
volt if used with 12 volt battery
TCI is fired charging the coil itself before fire the spark.
Time taken to charge the coil is called dwell time. The spark
is made when the current across the coil stops, and the coil
collapsates and fires the spark
Delay time is applied after the pickup pulse but dwell time
has to be substract from the total time, to fix the spark
position
TCI uses a simpler design and doesn't need capacitors .
ELECTRONIC IGNITION
Electronic Distributorless Ignition System