ME - 413

INTERNAL COMBUSTION
ENGINES
Teacher In-charge
PROF. DR. ASAD NAEEM SHAH
anaeems@uet.edu.pk
CARBURATION

Arranged by Prof. Dr. Asad Naeem Shah

 CARBURETOR
▪ In SI engines, the liquid fuel and the air are generally mixed
prior to their arrival in the combustion chamber. This mixing
process is termed as carburation.
▪ Thus, a carburetor is a mechanical device designed to fulfill the
following functions:
1. Meter the liquid fuel in such quantities as to produce the 𝐴Τ𝐹
ratio required to meet engine operating conditions.
2. Atomize the fuel and mix it homogeneously with the air.
▪ Due to engine operating characteristics, the 𝐴Τ𝐹 ratio required
by engine will vary somewhat over the engine operating range.
▪ An important point to remember is that the carburetor must be
designed so that it will provide, as nearly as possible, the 𝐴Τ𝐹
ratios which the engine requires, and this ratio must be within
the combustible range.
Arranged by Prof. Dr. Asad Naeem Shah
 CARBURETOR Cont.
▪ The combustion, in a homogeneous mixture, in an SI engine
will occur for a limited range of 𝐴/𝐹 𝑜𝑟 𝐹 Τ𝐴 ratios.
▪ This range of useful 𝐴/𝐹 ratios runs from about 20/1 (lean) to
8/1 (rich) as shown in Fig. 1. Outside of this range, the ratio is
either too rich or too lean to sustain the flame propagation.

Fig. 1: Useful air-fuel mixture range.

Arranged by Prof. Dr. Asad Naeem Shah
 THEORETICAL CARBURETOR
CONSIDERATIONS
▪ From the standpoint of both design and operation,
theoretically, a carburetor must operate at a chemically
correct 𝐴/𝐹 ratio, as shown in Fig. 1. Engine operating
requirements imposed upon the carburetor, however, prohibit
such a simple solution.
For example, if an actual
engine is operating at full
throttle and constant
speed, the 𝐴/𝐹 ratio will
affect both the power
output and the brake
specific fuel consumption
(𝑏𝑠𝑓𝑐).

Fig. 1: Carburetor performance as per engine requirement.

Arranged by Prof. Dr. Asad Naeem Shah
 THEORETICAL CARBURETOR
CONSIDERATIONS Cont.
▪ The mixture corresponding to the maximum point on the power
curve is called the best power mixture. The mixture
corresponding to the minimum point on the bsfc-curve is called
the best economy mixture.
▪ Obviously, the best power mixture is richer than the chemically
correct mixture, and the best economy mixture is leaner than
the chemically correct (Fig. 1).
▪ Moreover, the 𝐴/𝐹 ratios for best power and best economy at
part throttle are not strictly the same as at full throttle.
▪ For example, if the maximum power occurs at full throttle &
𝐹 Τ𝐴 = 0.08 at point A as shown in Fig. 2, 80% of this maximum
power will be obtained by reducing the throttle with same
𝐹 Τ𝐴 = 0.08 at point B. This will result in an increase 𝑏𝑠𝑓𝑐 from
A to B on the 𝑏𝑠𝑓𝑐 −curve.
Arranged by Prof. Dr. Asad Naeem Shah
 THEORETICAL CARBURETOR
CONSIDERATIONS Cont.
▪ Alternatively, if throttle is
maintained full and 𝐹 Τ𝐴 is
reduced to point C ( again to get
80% of maximum power) , the
𝑏𝑠𝑓𝑐 will be decreased because
of the lean mixture developed in
this case.
▪ If still less power is desired,
reducing the 𝐹 Τ𝐴 further at full
throttle to point E would be
undesirable, as the burning time
losses would increase, and
misfiring may result. It would be
Fig. 2: 𝑏𝑚𝑒𝑝 & 𝑏𝑠𝑓𝑐 VS. 𝐹 Τ𝐴 at different better to reduce the throttle to
throttle positions. point D to get the minimum 𝑏𝑠𝑓𝑐.

Arranged by Prof. Dr. Asad Naeem Shah

 SIMPLE FLOAT TYPE
CARBURETOR
▪ Figure 1 is a schematic diagram of a simple, down draft, float
type carburetor with both an idling enrichment jet and a choke
valve. The fuel supply to the float chamber is controlled by
the action of the float and the attached fuel supply valve.
▪ If the amount of fuel in the float chamber falls below the
designed level, the float lowers, thereby opening the fuel
supply valve. When the designed level has been reached, the
float closes the fuel supply valve, thus stopping additional fuel
flow from the supply system.
▪ Air from the atmosphere is drawn through the venturi by the
action of the pistons on the intake stroke. As the air passes
through the venturi, its velocity is increased and the pressure
in the venturi throat is decreased.
Arranged by Prof. Dr. Asad Naeem Shah
 Because of this fact,
and since the float
chamber is vented
to the atmosphere, a
pressure differential
exists between the
float chamber and
the tip of the fuel
discharge nozzle.
This differential
causes the fuel to
discharge into the
air stream in an
amount dependent
upon the magnitude
of this pressure
difference.

Fig. 1: A simple float type carburetor

with idling system and choke valve.

Arranged by Prof. Dr. Asad Naeem Shah

 FLOAT TYPE CARBURETOR Cont.
▪ Since the pressure drop in the venturi is dependent upon the
rate of air flow, and since the fuel flow is dependent upon the
pressure drop in the venturi, the A/F ratio provided by the
carburetor is theoretically constant.
▪ During idling, however, nearly closed throttle causes reduction
in the mass of air flowing through the venturi. At such low rates
of air flow, the pressure differential between the float chamber
and the fuel discharge nozzle becomes very small. It is
insufficient in fact to cause fuel to flow over the restraining lips
of the fuel discharge nozzle.
▪ To compensate for this fact, and to provide the engine with the
required rich 𝐴Τ𝐹, an idling jet is added (Fig. 1).
▪ The idling jet is located in the wall of the air system, on the
downstream side, and adjacent to the edge of the nearly closed
throttle valve.
Arranged by Prof. Dr. Asad Naeem Shah
 FLOAT TYPE CARBURETOR Cont.
▪ The pistons, descending on the intake stroke, cause a reduction in
pressure at the idling jet. Because of the pressure differentials now
existing between the float chamber and the idling jet, as well as
between the idling air bleed and the idling jet, an air-fuel mixture is
provided to the engine. The desired air-fuel mixture is regulated by
the idling adjustment valve.
▪ During starting and warmup in cold weather, it is necessary to
provide an extra rich mixture to ensure that enough fuel is
available, in vaporized form, for combustion. This is accomplished
by inserting a choke valve in the air intake system on the upstream
side of the venturi.
▪ When the choke valve is nearly closed, a vacuum is created in the
area around the fuel discharge nozzle. The pressure differential
between the float chamber and venturi area forces additional fuel
into the air stream, thereby fulfilling the extra rich engine
requirement.
Arranged by Prof. Dr. Asad Naeem Shah
 CALCULATION OF THE AIR/FUEL
RATIO FOR A SIMPLE CARBURETOR
▪ Consider a simple version of a carburetor as shown in Fig.1.
The section AA (plane 1) is taken at the entry to the carburetor
and the section BB (plane 2) at the venturi throat.

Arranged by Prof. Dr. Asad Naeem Shah

 CALCULATION OF THE AIR/FUEL RATIO
FOR A SIMPLE CARBURETOR Cont.
➢ AIR:
▪ Applying the steady-flow energy equation (SFEE) between
the sections AA and BB and considering unit mass of air flow:
𝑢12 𝑢22
𝑞 + ℎ1 + = ℎ2 + +𝑤 → (𝟏)
2 2
Where 𝑞 and 𝑤 are the heat and work transfers per unit
mass of air flow between planes 1 and 2 and ℎ and 𝑢
denote the enthalpy and velocity of air, respectively.
▪ The flow is assumed to be isentropic, and there is no work
transfer between planes 1 and 2. Therefore, 𝑞 = 0 & 𝑤 = 0.
▪ Also, velocity of air 𝑢1 is negligible compared to velocity 𝑢2
∴ 𝑢1 = 0 ∵ 𝑢2 ≫ 𝑢1
Arranged by Prof. Dr. Asad Naeem Shah
 CALCULATION OF THE AIR/FUEL RATIO
FOR A SIMPLE CARBURETOR Cont.
⇒ 𝑢2 = 2(ℎ1 − ℎ2 ) → 𝟐
▪ Assuming air to be an ideal gas, therefore, taking ℎ = 𝑐𝑝 𝑇 leads to:

𝑇2
⇒ 𝑢2 = 2𝑐𝑝 (𝑇1 − 𝑇2 ) = 2𝑐𝑝 𝑇1 1− → (𝟑)
𝑇1

▪ For an isentropic process:

𝛾−1
𝑇2 𝑃2 𝛾
= → (𝟒)
𝑇1 𝑃1

𝛾−1
𝑃2 𝛾
⇒ 𝑢2 = 2𝑐𝑝 𝑇1 1 − → (𝟓)
𝑃1

where 𝑃 = 𝑝𝑟𝑒𝑠𝑠𝑢𝑟𝑒 & 𝑇 = 𝑡𝑒𝑚𝑝𝑒𝑟𝑎𝑡𝑢𝑟𝑒.

Arranged by Prof. Dr. Asad Naeem Shah
CALCULATION OF THE AIR/FUEL RATIO
FOR A SIMPLE CARBURETOR Cont.
▪ From the continuity equation, the mass flow rate of air is:
𝑚ሶ𝑎 = 𝜌1 𝐴1 𝑢1 = 𝜌2 𝐴2 𝑢2 → 𝟔
where 𝐴 are 𝜌 are the cross-sectional area & density of
air, respectively.
For an isentropic process, ∵ 𝑃1 𝑉1𝛾 = 𝑃2 𝑉2𝛾
𝛾 𝛾
𝑃2 𝑉1 𝜌2
= =
𝑃1 𝑉2 𝜌1
1/𝛾
𝑃2
⇒ 𝜌2 = 𝜌1 → (𝟕)
𝑃1
▪ Now, putting Eqn. (7) into Eqn. (6):
1/𝛾
𝑃2
𝑚ሶ𝑎 = 𝜌1 𝐴 2 𝑢2
𝑃1
Arranged by Prof. Dr. Asad Naeem Shah
 CALCULATION OF THE AIR/FUEL RATIO
FOR A SIMPLE CARBURETOR Cont.
1 𝛾−1
𝑃2 𝛾 𝑃2 𝛾
⇒ 𝑚ሶ𝑎 = 𝜌1 𝐴2 2𝑐𝑝 𝑇1 1 − 𝑃𝑢𝑡𝑡𝑖𝑛𝑔 𝐸𝑞𝑛. (5)
𝑃1 𝑃1

2 𝛾+1
𝑃2 𝛾 𝑃2 𝛾
⇒ 𝑚ሶ𝑎 = 𝜌1 𝐴2 2𝑐𝑝 𝑇1 − → (𝟖)
𝑃1 𝑃1

▪ From the equation of state, ∵ 𝜌1 = 𝑃1 /𝑅𝑇1

2 𝛾+1
𝑃1 𝑃2 𝛾 𝑃2 𝛾
⇒ 𝑚ሶ𝑎 = 𝐴2 2𝑐𝑝 − → (𝟗)
𝑅 𝑇1 𝑃1 𝑃1

▪ However, the actual mass flow rate of air is:

𝑚ሶ 𝑎 𝑎𝑐𝑡. = 𝐶𝑑𝑎 𝑚ሶ 𝑎
where 𝐶𝑑𝑎 is the coefficient of discharge for the venturi.
Arranged by Prof. Dr. Asad Naeem Shah
 CALCULATION OF THE AIR/FUEL RATIO
FOR A SIMPLE CARBURETOR Cont.
2 𝛾+1
𝑃1 𝑃2 𝛾 𝑃2 𝛾
⇒ 𝑚ሶ 𝑎 𝑎𝑐𝑡. = 𝐶𝑑𝑎 𝐴2 2𝑐𝑝 − → (𝟏𝟎)
𝑅 𝑇1 𝑃1 𝑃1

➢ FUEL:
For the calculation of the mass flow rate of fuel, __________
1
the Bernoulli’s theorem can be used as the fuel is
considered to be incompressible. Therefore,
applying the Bernoulli’s theorem between sections
CC (plane 3) and BB (plane 2):
𝑃3 𝑢32 𝑃2 𝑢22
+ = + + 𝑔𝑍 → 𝟏𝟏
𝜌𝑓 2 𝜌𝑓 2
where 𝜌𝑓 is the density of fuel and Z is the height
of the nozzle exit above the level of fuel in the float
chamber.
Arranged by Prof. Dr. Asad Naeem Shah
 CALCULATION OF THE AIR/FUEL RATIO
FOR A SIMPLE CARBURETOR Cont.
▪ The fuel velocity 𝑢3 at section CC is negligible, as the level of
fuel does not drop in the reservoir.
▪ Thus, the fuel velocity at the nozzle exit i.e., 𝑢2 can be
obtained from Eqn. (11) as:

(𝑃3 − 𝑃2 )
𝑢2 = 2 − 𝑔𝑍 → (𝟏𝟐)
𝜌𝑓

▪ Pressures at plane 1 and plane 3 are both atmospheric,

therefore, 𝑃3 = 𝑃1 .

(𝑃1 − 𝑃2 )
𝑢2 = 2 − 𝑔𝑍 → (𝟏𝟑)
𝜌𝑓

2
⇒ 𝑢2 = (Δ𝑃 − 𝜌𝑓 𝑔𝑍)
𝜌𝑓
Arranged by Prof. Dr. Asad Naeem Shah
 CALCULATION OF THE AIR/FUEL RATIO
FOR A SIMPLE CARBURETOR Cont.
▪ From the continuity equation, the mass flow rate of fuel is
given by:

𝑚ሶ𝑓 = 𝐴𝑗 𝑢2 𝜌𝑓 = 𝐴𝑗 2𝜌𝑓 (Δ𝑃 − 𝜌𝑓 𝑔𝑍) → (𝟏𝟒)

where 𝐴𝑗 is the area of cross-section of the fuel jet at the

exit from the nozzle.
▪ The actual rate of mass flow of fuel is:

𝑚ሶ 𝑓 = 𝐶𝑑𝑓 𝐴𝑗 2𝜌𝑓 (Δ𝑃 − 𝜌𝑓 𝑔𝑍) → (𝟏𝟓)

𝑎𝑐𝑡.

where 𝐶𝑑𝑓 is the coefficient of discharge for fuel nozzle.

➢ AIR-FUEL RATIO:
𝐴 𝑚ሶ 𝑎 𝑎𝑐𝑡.
=
𝐹 𝑚ሶ 𝑓
𝑎𝑐𝑡.
Arranged by Prof. Dr. Asad Naeem Shah
 CALCULATION OF THE AIR/FUEL RATIO
FOR A SIMPLE CARBURETOR Cont.

2 𝛾+1
𝑃2 𝛾 𝑃2 𝛾
𝐴 𝐶𝑑𝑎 𝑃1 𝐴2 𝑐𝑝 −
𝑃1 𝑃1
⇒ = → (𝟏𝟔)
𝐹 𝐶𝑑𝑓 𝑅 𝑇1 𝐴𝑗 𝜌𝑓 Δ𝑃 − 𝜌𝑓 𝑔𝑍

➢ Air/Fuel Ratio Neglecting the Compressibility of Air:

▪ In this case, the Bernoulli’s theorem can be applied on air flow
as well. Therefore, considering the section AA and section BB
and neglecting the change in potential energy:
𝑃1 𝑢12 𝑃2 𝑢22
+ = + → (𝟏𝟕)
𝜌𝑎 2 𝜌𝑎 2

2 𝑃1 − 𝑃2 2Δ𝑃
⇒ 𝑢2 = = → 𝟏𝟖 ∵ 𝑢2 ≫ 𝑢1
𝜌𝑎 𝜌𝑎

Arranged by Prof. Dr. Asad Naeem Shah

 CALCULATION OF THE AIR/FUEL RATIO
FOR A SIMPLE CARBURETOR Cont.
∵ 𝑚ሶ𝑎 = 𝐴2 𝑢2 𝜌𝑎 → (𝟏𝟗)
▪ Putting Eqn. (18) into Eqn. (19):

∴ 𝑚ሶ𝑎 = 𝐴2 2𝜌𝑎 Δ𝑝 → 𝟐𝟎

𝑚ሶ 𝑎 𝑎𝑐𝑡. = 𝐶𝑑𝑎 𝐴2 2𝜌𝑎 Δ𝑃

𝐴 𝑚ሶ𝑎 𝑎𝑐𝑡𝑢𝑎𝑙
∵ =
𝐹 𝑚𝑓ሶ
𝑎𝑐𝑡𝑢𝑎𝑙

𝐴 𝐶𝑑𝑎 𝐴2 𝜌𝑎 Δ𝑃
= → (𝟐𝟏)
𝐹 𝐶𝑑𝑓 𝐴𝑗 𝜌𝑓 Δ𝑃 − 𝜌𝑓 𝑔𝑍

Arranged by Prof. Dr. Asad Naeem Shah

 CALCULATION OF THE AIR/FUEL RATIO
FOR A SIMPLE CARBURETOR Cont.
➢KEY FINDINGS:
▪ From Eqn. (14), it is clear that when Δ𝑃 ≤ 𝜌𝑓 𝑔𝑍, there will be no
flow of fuel. The fuel flow will take place only when Δ𝑃 > 𝜌𝑓 𝑔𝑍.
As this pressure difference increases, the rate of mass flow of
fuel increases and the mixture becomes progressively richer.
▪ Minimum air velocity at the throat which may cause fuel flow
can be estimated from Eqn. (18) as follows:

2Δ𝑃 2𝜌𝑓 𝑔𝑍
𝑢2 = =
𝜌𝑎 𝜌𝑎

Arranged by Prof. Dr. Asad Naeem Shah

CALCULATION OF THE AIR/FUEL RATIO
FOR A SIMPLE CARBURETOR Cont.
▪ If 𝑧 ≅ 0; or when ΔP is very large compared to 𝜌𝑓 𝑔𝑍 (i.e., at
high air flow rate), the term 𝜌𝑓 𝑔𝑍 can be neglected in Eqn.
(21). Therefore,

𝐴 𝐶𝑑𝑎 𝐴2 𝜌𝑎
⇒ =
𝐹 𝐶𝑑𝑓 𝐴𝑗 𝜌𝑓

▪ Eqn. (21) also reveals that as the density of air reduces, the
A/F ratio also decreases, i.e., the mixture becomes richer. It
happens at:
o The high altitudes where the density of air is low.
o The throat where pressure drops (velocity increases), and
thereby density decreases.
Arranged by Prof. Dr. Asad Naeem Shah
 PROBLEM
A 4-stroke gasoline engine of 1.71L is to develop maximum
power at 5400 rpm. The volumetric efficiency at this speed is
assumed to be 70% and the 𝐴Τ𝐹 is 13:1. Two carburetors are to
be fitted and it is expected that at peak power, the air speed at
the throat (critical section of choke) will be 105 m/s. The
coefficient of discharge for the venturi is assumed to be 0.85 and
the main petrol jet is 0.66. An allowance should be made for the
emulsion tube, the diameter of which can be taken as 1/2.5 of
the throat diameter. The petrol surface is 6.5 mm below the
throat at this engine condition. Calculate the pressure at throat,
size of a suitable throat, emulsion tube and main jet. The specific
gravity of gasoline is 0.75. Atmospheric pressure and
temperature are 1.013 bar and 15°𝐶, respectively.

Arranged by Prof. Dr. Asad Naeem Shah

 SOLUTION
(a)
𝑉ሶ𝑑 = 𝑉𝑑 𝑁Τ𝑛𝑅 = 1.71 × 10−3 × 5400Τ2 × 60 = 0.07695 𝑚3 Τ𝑠
0.07695
ሶ
⇒ 𝑉𝑑 = = 0.038475 𝑚3 Τ𝑠
2
𝑉𝑎ሶ = 𝜂 × 𝑉ሶ𝑑 = 0.7 × 0.038475 = 0.02693 𝑚3 Τ𝑠
▪ Air velocity at the throat is:

𝛾−1
𝑃𝑡 𝛾
∵ 𝑢𝑡 = 2𝑐𝑝 𝑇𝑎 1 −
𝑃𝑎

0.4
𝑃𝑡 1.4
⇒ 105 = 2 × 1.005 × 103 × 288 1 −
𝑃𝑎
𝑃𝑡
⇒ = 0.935 ⇒ 𝑃𝑡 = 0.935 × 1.013 = 𝟎. 𝟗𝟒𝟕 𝒃𝒂𝒓
𝑃𝑎
Arranged by Prof. Dr. Asad Naeem Shah
 1/𝛾
𝑉𝑡 𝑃𝑎
∵ = ⇒ 𝑉ሶ𝑡 = 0.0283 𝑚3 Τ𝑠
𝑉𝑎 𝑃𝑡
∵ 𝑉ሶ𝑡 = 𝑢𝑡 𝐴𝑡 𝐶𝑑𝑎 ⇒ 𝐴𝑡 = 317 𝑚𝑚2
2
𝜋 2 2
𝜋 2 1
∵ 𝐴𝑡 = 𝐷 − 𝑑 = 𝐷 1 −
4 4 2.5
⇒ 𝐷 = 𝟐𝟏. 𝟗𝟐 𝒎𝒎
⇒ 𝑑 = 𝟖. 𝟕𝟔𝟖 𝒎𝒎
(b) The pressure differential across the main jet of gasoline is:
∆𝑃 = 𝑃𝑎 − 𝑃𝑡 − 𝑍 𝑔 𝜌𝑓
0.0065 × 9.81 × 0.75 × 103
∆𝑃 = 1.03 − 0.947 − 5 = 0.0655 bar
10

1.013 × 105
𝑚ሶ 𝑎 = 𝜌𝑎 × 𝑉𝑎ሶ = × 0.02695 = 0.033 kg/s
287 × 288
Arranged by Prof. Dr. Asad Naeem Shah
 ∵ 𝐴Τ𝐹 = 13Τ1 = 0.033Τ𝑚ሶ 𝑓 ⇒ 𝑚ሶ 𝑓 = 0.00254 𝑘𝑔/𝑠
∵ 𝑚𝑓ሶ = 𝑐𝑑𝑗 𝐴𝑗 𝑢𝑗 𝜌𝑓

2Δ𝑃 2 × 0.0655 × 105

𝐵𝑢𝑡 ∵ 𝑢𝑗 = = 3
= 4.179 𝑚/𝑠
𝜌𝑓 0.75 × 10

0.00254 2
⇒ 𝐴𝑗 = = 1.228 𝑚𝑚
0.66 × 4.179 × 0.75 × 103
𝜋 2
⇒ 𝑑𝑗 = 1.228
4
⇒ 𝑑𝑗 = 𝟏. 𝟐𝟓 𝒎𝒎
▪ As jet dia. is designated by jet number, thus:
𝑱𝒆𝒕 𝑵𝒐. = 𝟏𝟐𝟓

Arranged by Prof. Dr. Asad Naeem Shah

Arranged by Prof. Dr. Asad Naeem Shah