Republic of the Philippines

ILOILO SCIENCE AND TECHNOLOGY UNIVERSITY

La Paz, Iloilo City
BAROTAC NUEVO CAMPUS
Jalaud, Barotac Nuevo, Iloilo

AT 107 – CARBURETION AND FUEL

INJECTION CALIBRATION

MODULE 1
FUNDAMENTALS OF
FUEL SYSTEM

Prepared by:

RENE L. SINA-ON
Automotive Professor
 Republic of the Philippines
ILOILO SCIENCE AND TECHNOLOGY UNIVERSITY
La Paz, Iloilo City
BAROTAC NUEVO CAMPUS
Jalaud, Barotac Nuevo, Iloilo

I. Name of the University: ILOILO SCIENCE AND TECHNOLOGY UNIVERSITY

VISION:
ISAT U as a leading science and technology university in Southeast Asia by
2030.

MISSION:
The University is committed to provide quality and relevant advanced
education, higher technological, professional instruction and training in arts,
sciences, education, architecture, engineering, agriculture and forestry, and other
fields of study, thereby producing locally oriented, globally competitive and eco-
friendly human resources. It shall also promote and undertake research,
extension services and production activities to advance science and technology.

CORE VALUES:

I – Integrity
C – Commitment
A - Accountability
R - Responsiveness
E – Excellence

INSTITUTIONAL GOALS:
1. To provide a nurturing environment where academic freedom is guaranteed
and respected for the optimum development of human potential.
2. To produce highly competent and eco – friendly graduates, who will become
leaders and experts in their fields of specialization.
3. To conduct research towards the advancement of science and technology.
4. To provide extension and production activities for the improvement of the
quality of life in the community.
5. To provide effective and efficient delivery of services through responsive
management of human, physical, financial and information resources.

INSTITUTIONAL OUTCOMES/ GRADUATES ATTRIBUTES

1. ISAT U graduates will demonstrate:
a) love of God and Nation;
b) expertise in their field of specialization;
c) leadership in the practice of their profession;
d) social responsiveness, gender sensitivity and respect towards people and
environment;
e) awareness of and concern to domestic and global issues;
f) ability to communicate effectively and think critically and creatively.
 Republic of the Philippines
ILOILO SCIENCE AND TECHNOLOGY UNIVERSITY
La Paz, Iloilo City
BAROTAC NUEVO CAMPUS
Jalaud, Barotac Nuevo, Iloilo

2. ISAT U graduates will work:

a) with integrity and commitment in their respective fields of endeavours;
b) harmoniously in a multi – disciplinary and multi – cultural environment
3. ISAT U graduates will engage in:
a) life –long learning by keeping abreast with the latest developments in the
society;
b) the development and transfer of technology.

II. PROGRAM/DEGREE: Bachelor of Industrial Technology

III. PROGRAM/DEGREE OUTCOMES: Bachelor of Industrial Technology

1. Safety conscious and can perform task independently without supervision.

2. Has the mastery of the performance standards as required in the National
Competency Assessment (NC)
3. Can perform management function in industrial organizations
4. Can contribute to the Total Quality Management (TQM) of industrial
organizations
5. Can conduct research or feasibility studies to solve problems in industry
6. Can perform higher skills required by industries

IV. COURSE NUMBER AND TITLE: AT 107 – CARBURETION AND FUEL

INJECTION CALIBRATION
V. COURSE PRE-REQUISITE: AT 102, AT 14, OSHP
VI. COURSE CREDIT/UNITS &
CONTACT HOURS/WEEK: 3 units ( 2 hrs. Lec; 3 hrs Lab)
VII. YEAR/SEMESTER OFFERED: 1st Semester 2020-2021
VIII. COURSE DESCRIPTION:

This subject deals with the principles of carburetion and calibration which
focus on the fuel injection system and carburetted fuel system, based on the
designs or construction of injection pump, fuel injectors, and carburettor.
 MODULE I
I. Module Title: Unit I – Fundamentals of Fuel System
II. Module: Introduction/ Rationale

Fuel System supply the engine with combustible mixture of air and fuel. This mixture is
the air-fuel mixture. It is burned inside the engine cylinder to produce power.

The fuel system is made up of two smaller systems or so called subsystems. These are
the fuel supply system or metering system. The fuel supply system delivers fuel from the tank to
the metering system. The metering system uses either a carburettor or a fuel injection system. It
measures out or meters the amount of fuel needed by the engine.

The fuel system in today’s vehicles is designed to prevent fuel vapor from entering the
atmosphere. They are normally called returnless on-demand systems.

III. Module Outcomes:

1. Gained the concepts, principles and theories in fuel injection, calibrations and
carburetion which focus on service and repair of fuel system components
2. Enumerated the fuel design and constructions
3. Explained the principles of fuel system components

IV. Lesson Titles: Types of Fuel System

V. Lesson Outcomes:
1. Explained carburetted type fuel system
2. Discussed fuel injection fuel system
3. Layout the fuel system design

VI. Teaching Delivery (OBTL) – Blended Learning

1. Lecture (Face to face, Messenger chat, Facebook groups)
2. Small Group Demonstration (Face to face, Messenger chat, Facebook groups)

ACTIVATE:

The fuel systems have so many designs and construction. Every design have different
components, they have functions to perform individually to comply the main function or
purpose of fuel system. One of the key requirements for an efficient running engine is the
correct amount of fuel. No start conditions can be caused by a lack of fuel. Remember that there
must be four factors to have combustion: 1) air; 2) fuel; 3) compression; and 4) spark.

The fuel system must be checked whenever there is evidence of a fuel leak or fuel smell.
Leaks are not only costly to the customer but are also very dangerous.
ACQUIRE:

A. Types of Fuel System Design

1. Carburetted Fuel System – the main components of the system is the
carburettor which acts as a mixing device that supplies the engine with a
combustible air-fuel mixture. A fixed Venturi carburettor has three basic parts:
the air horn, the float bowl, and the throttle body.

Types of Carburettor Circuits/System

a. Float System
b. Idle System
c. Main Metering System
d. Acceleration-Pump System
e. Choke System
 Float System – This includes small fuel reservoir or float bowl
with float and needle valve. The float and needle valve control the
fuel level in the float bowl.
 Idle System – supplies air-fuel mixture during closed throttle
position operation. The high intake – manifold vacuum is applied
to the idle system passages below the throttle valve. The vacuum
causes air and fuel to discharge past the tapered point of the idle
mixture which leaned out somewhat by the air that passes
around the close throttle valve.
 Main Metering System – as the vehicle reaches more than 23
km/hr, the throttle is open wide enough to provide sufficient air
flow to create pressure slightly less than the atmospheric
pressure at the tip of the main discharge nozzle. The partial
vacuum moves up to the carburettor barrel. The airflow pressure
changes causing the gasoline to flow from the main discharge
nozzle then the idle system cut off. The main metering system
ensure supply of sufficient petrol for the operation of the engine.
(Crouse/Anglin, 1993, 10th Edition, Automotive Mechanics pp.
261-268)
 Acceleration Pump System – the system provides additional
fuel for some engine operation. When the throttle suddenly
opened from nearly close positions, the air flow increases rapidly
 fuel flow from the main discharge nozzle and this causes a lean
mixture that results into a “flat spot.” For enough richness of the
mixture, extra fuel is provided by the accelerator pump of the
system.
 Choke system – During the cold start, only the light, volatile part
of the fuel vaporises at low temperature. Cold manifold walls
cause gasoline to condense from the air fuel mixture and less
vaporized fuel reaches the combustion chamber. A choke system
is used during cold start to supply a large amount of fuel to the
carburettor barrel.
 Power System – During high speed, the engine load increases.
This mixture is too lean to deliver the necessary power required
by the engine. The extra fuel needed is provided by another
system called the power system or valve. It supplements the
main metering fuel delivery.

PLEASE VIEW THESE FOLLOWING VIDEOS ON YOUTUBE FOR REFERENCES:

https://www.youtube.com/watch?v=h_OM2XhNKo4&feature=youtu.be

https://www.youtube.com/watch?v=BooNW_f9npo&feature=youtu.be

https://www.youtube.com/watch?v=SCWSgaKHU1Y&feature=youtu.be

https://www.youtube.com/watch?v=eyW2xGGeDaA&feature=youtu.be

https://www.youtube.com/watch?v=5WJuASyFfLg&feature=youtu.be

https://www.youtube.com/watch?v=Xo6HY3gAj0g&feature=youtu.be

https://www.youtube.com/watch?v=T1ENKFeKAlk&feature=youtu.be

2. Fuel Injected Fuel Sytem

CRDI INEJCTION SYSTEM

 A. Requirement of Fuel Injection System

The diesel fuel injection system performs many more functions than
the carburettor on the automobile. Not only must it meter the quantity of fuel
required for each cycle of the engine, in accordance with the load and speed of
the engine, but it must develop the high pressure required to inject fuel into the
cylinder at the correct instant of the operating cycle. It must control the rate at
which the fuel is injected and atomize and distribute the fuel throughout the
combustion chamber. Fuel injection must start and end abruptly.

1. Pressure – From the foregoing it can be seen that the diesel fuel injection system
is not a simple device. To build up the pressure required to inject the fuel into the
engine with its compression ratio of approximately 15 to 1, a high degree of
precision is required. Some systems develop up to 5000 psi at the rated load and
speed.
2. Metering – This must be accurate. Not only must the same amount of fuel be
delivered to each cylinder for each power stroke, but the quantity must be varied
in accordance with the load on the engine, and its speed. In addition, each
cylinder must receive the same amount of fuel. Should the quantity of fuel vary in
the different cylinders, the power per cylinder would vary and rough operation
would result.
3. Timing – The fuel must be injected at the correct instant. Early or late injection
results in loss of power. If the fuel is injected too early in the cycle, compression
will not be at the maximum, the temperature will be low and ignition will be
delayed. When the fuel injection is late, the piston will be past top center and
power will be less because maximum expansion of the burned fuel will not take
place. The injection must therefore start instantly, continue for the prescribed
time, and then stop abruptly.
4. Rate of Ignition – Fuel is not injected in one single spurt, but extends over a
period of time. If the fuel is injected too fast, it has the same effect as, too early
injection. Similarly, if the injection is too slow, and it extends over too long a
period of time, the effect is similar to late injection. The rate of injection varies
with different engines, and is affected largely by the type and contour combustion
chambers, together with engine speed and fuel characteristics.
5. Atomization of Fuel – Fuel is spurted into the combustion chamber as a spray.
The degree of atomization is dependent on the type of combustion chamber.
Proper atomization increases the surface are of the fuel which is exposed to the
oxygen of the air, and results in improved combustion, and maximum
development of power.

B. Mechanical Injection System

IN-LINE MECHANICAL FUEL INJECTION SYSTEM ROTARY MECHANICAL FUEL INJECTION SYSTEM
 Four general systems of mechanical fuel injection have been
developed:
1. Common Rail System – The common rail system consists of a high
pressure pump which distributes fuel to a common rail or header to
which injector is connected by tubing

2. Pump Controlled System – This is also known as the jerk pump system
and provides a single pump for each injector. The pump is separately
mounted and is driven by an accessory shaft. Connection to the injectors
is made by suitable tubing.

3. Unit Injector System – This system combines the pump and the injector
into a single unit. High pressure fuel lines are eliminated. Operation of
the unit injector is usually by means of push rods and rocker arms.
4. Distributor System – There are several types of distributor systems.
One type provides a high pressure metering pump with a distributor
which delivers fuel to the individual cylinders. Another design provides
a low pressure metering and distribution. High pressure needed for
injection is provided by the injection nozzles which are cam operated.

C. Electronic Fuel Injection System

1. Port Fuel Injection System (PFI) - PFI Systems spray fuels just behind
the intake valve, which prevents fuel from condensing in the manifold
and has eliminated the need for a heated intake.

2. Direct Fuel Injection Systems (DFI) – DFI injects fuel directly into the
combustion chamber at very high pressures. DFI allows the flexibility of
injecting fuel whenever conditions are the very best. DFI can inject fuel
regardless of the position of the intake valve.
3. Input Sensors – the ability of the fuel injection system to control the air-
fuel ratio depends on its ability to properly time the injector pulses with
the intake stroke of each cylinder and its ability to vary the injector “on”
time according to changing engine demands. Both tasks require the use
of electronic sensors that monitor the operating conditions and
positions of the engine camshaft and crankshaft.

4. Airflow Sensors – To control the proportion of fuel to air in the air-fuel

charge, the fuel system must be able to measure the amount of air
entering the engine. Several sensors have been developed to do just that.
There are two different ways to determine airflow into the engine: with
a mass airflow (MAF) sensor or a speed density system that uses a
complex calculation to determine airflow into the engine. Both systems
use most of the same sensors, with the exception of MAF sensor in the
case of the speed density systems. Speed density systems always have a
manifold absolute pressure (MAP) sensor to measure engine load and in
some cases barometric pressure.

4.1 Intake Air Temperature Sensor (IAT) – Cold air is denser than
warm air. Cold, dense air can burn more fuel than the same volume
of warm air because it contains more oxygen. Most systems do this
by using an air temperature sensor (IAT) mounted in the air cleaner
or intake manifold, or incorporated into the MAF sensor in the
induction system.
 4.2 Mass Airflow Sensor (MAF) – A mass airflow sensor is used to
measure the mass of the incoming air. As explained previously, the
denser the air, the more oxygen it contains. From a measurement of
mass, the electronic control unit adjusts the fuel delivery for the
oxygen content in a given mass of air. The accuracy of air-fuel ratios
is greatly enhanced when matching fuel to air mass.

4.3 Manifold Absolute Pressure Sensor – The MAP sensor measures

changes in the intake manifold pressure that results from changes in
engine load and speed. The pressure measured by the MAP sensor is
the difference between an absolute vacuum and manifold pressure.

5. Other EFI System Sensors

In addition to airflow, air mass, or manifold absolute pressure
readings, the ECM relies on input from a number of other system
sensors. These inputs further adjust the injector pulse width to match
engine operating conditions. Operating conditions are communicated to
the control computer by the following types of sensors:
a. Coolant Temperature – the coolant temperature sensor
signals the PCM when the engine needs cold enrichment, as it
does during warm up. This adds to the base pulse but
decreases to zero as the engine warms up.

b. Throttle Position (TP) – the TP sensors on the throttle body

signals the PCM of how far the throttle is opened and how
fast it was opened.

c. Engine Speed and Position – the crankshaft position (CKP)

sensor sends the PCM a tachometer signal reference pulse
corresponding to engine speed. The CKP sensor signal is one
of the most critical signs that the PCM will see. Without the
crankshaft position (CKP) signal, the PCM does not know that
the engine is running, how fast it is running, or the position of
the crankshaft.
 d. Camshaft(s) Position – the camshaft position sensor is very
necessary for sequential fuel injection systems and coil over
plug ignition systems that comprise the majority of vehicle on
the road today.

e. Oxygen and A/F Sensor – The oxygen or A/F sensor has the
responsibility of telling the fuel injection system how the
mixture is being burned. The PCM can then add fuel or
subtract fuel to correct the mixture as needed.

APPLY:
ACTIVITY I.

Directions: View a disassembled carburettors

1. Evaluate the three basic components of a carburettor
2. Discuss the purpose of each components
3. Familiarize the different types of carburettor circuits or systems

ACTIVITY II.

Directions: Search for Fuel Injection System. Use the link provided below:
1) https://www.youtube.com/watch?v=0ZYtDkn0b9g
2) https://www.youtube.com/watch?v=9-GSNR7W73M

1. Compare mechanical injection system and Electronic Fuel Injection

System

2. Illustrate and tag the location of the basic EFI components

ASSESS:
Guide Questions:
1. In your own point of view, give the purpose of every circuit of carburettor.
2. Discuss/Show the layout of each carburettor circuits by tracing the flow of fuel as
to how the circuit works
3. Explain the different requirements of fuel injection system.
4. Enumerate the different types of EFI Sensors.

References:

Ken Pickerill (2018), Automotive Engine Performance, 7th Edition

Crouse/Anglin (1993), Automotive Mechanics, 10th Edition

Jack Erjavec (2010), Automotive Technology, 5th Edition

Toboldt W.K. (1986) Diesel Fundamental Service, Repair

YOUTUBE VIDEO LINKS:

https://www.youtube.com/watch?v=h_OM2XhNKo4&feature=youtu.be

https://www.youtube.com/watch?v=BooNW_f9npo&feature=youtu.be

https://www.youtube.com/watch?v=SCWSgaKHU1Y&feature=youtu.be

https://www.youtube.com/watch?v=eyW2xGGeDaA&feature=youtu.be

https://www.youtube.com/watch?v=5WJuASyFfLg&feature=youtu.be

https://www.youtube.com/watch?v=Xo6HY3gAj0g&feature=youtu.be

https://www.youtube.com/watch?v=T1ENKFeKAlk&feature=youtu.be

https://www.youtube.com/watch?v=0ZYtDkn0b9g

https://www.youtube.com/watch?v=9-GSNR7W73M

________________________________________________________________________________________

For questions and clarifications, you may contact Sir Rene Sina-on through these accounts:

GMAIL: renelsinaon@gmail.com
FACEBOOK: Rene Sina-on
MESSENGER: Rene Sina-on