Automobile Engine Systems Question Bank

Akhil Bharatiya Maratha Shikshan Parishad's
Anantrao Pawar College of Engineering & Research
Record No.: ADM/D/036B DoI: 21/01/2019

Revision: 00
Internal Correspondence For Department
1. What are the Types of Ignition System? Explain types in details.

 IGNITION SYSTEM TYPES Basically Convectional Ignition systems are of 2 types : (a) Battery or
Coil Ignition System, and (b) Magneto Ignition System. Both these conventional, ignition systems
work on mutual electromagnetic induction principle.
 Battery ignition system was generally used in 4-wheelers, but now-a-days it is more commonly used
in 2-wheelers also (i.e. Button start, 2-wheelers like Pulsar, Kinetic Honda; Honda-Activa, Scooty,
Fiero, etc.).
 In this case 6 V or 12 V batteries will supply necessary current in the primary winding. Magneto
ignition system is mainly used in 2-wheelers, kick start engines. (Example, Bajaj Scooters, Boxer,
Victor, Splendor, Passion, etc.). In this case magneto will produce and supply current to the primary
winding. So in magneto ignition system magneto replaces the battery.
 Battery or Coil Ignition System Figure shows line diagram of battery ignition system for a 4-cylinder
petrol engine. It mainly consists of a 6 or 12 volt battery, ammeter, ignition switch, auto-transformer
(step up transformer), contact breaker, capacitor, distributor rotor, distributor contact points, spark
plugs, etc. Note that the Figure shows the ignition system for 4-cylinder petrol engine, here there are
4-spark plugs and contact breaker cam has 4-corners. (If it is for 6-cylinder engine it will have 6-
spark plugs and contact breaker cam will be a perfect hexagon).
 The ignition system is divided into 2-circuits : (i) Primary Circuit : It consists of 6 or 12 V battery,
ammeter, ignition switch, primary winding it has 200-300 turns of 20 SWG (Sharps Wire Gauge)
gauge wire, contact breaker, capacitor. 53 (ii) Secondary Circuit : It consists of secondary winding.
Secondary Ignition Systems winding consists of about 21000 turns of 40 (S WG) gauge wire. Bottom
end of which is connected to bottom end of primary and top end of secondary winding is connected
to centre of distributor rotor. Distributor rotors rotate and make contacts with contact points and are
connected to spark plugs which are fitted in cylinder heads (engine earth).
 Working : When the ignition switch is closed and engine in cranked, as soon as the contact breaker
closes, a low voltage current will flow through the primary winding. It is also to be noted that the
contact beaker cam opens and closes the circuit 4-times (for 4 cylinders) in one revolution. When the
contact breaker opens the contact, the magnetic field begins to collapse. Because of this collapsing
magnetic field, current will be induced in the secondary winding. And because of more turns (@
21000 turns) of secondary, voltage goes unto 28000-30000 volts.
Address: Sr. No. 103, Parvati, Pune- 411 009,

Contact Details: Tel: 020-24218901/8959, Tele Fax:- 020-24213929
Website: http://www.abmspcoerpune.org, Email :abmspcoe@yahoo.com
Page 1/1

Revision: 00
Schematic Diagram of Coil/Battery Ignition System
2. Explain working of Compression Ignition Engine with 4 Stroke Cycle.
In any Compression Ignition engine following stroke must be fulfilled.

(a) Suction or Induction Stroke : The suction or induction of fresh cool air must take place for the
purpose of providing oxygen for combustion of fuel as also for the scavenging of burnt gases and
taking away heat from the combustion chamber components.
(b) Compression Stroke : Once the air is drawn in, the air inlet passage is closed. The trapped air is
compressed due to upward movement of pistons. Once the air is highly compressed, it attains high
temperature. At this stage fuel is injected just before the T.D.C. for combustion to start.
(c) Firing or Power Stroke : Very shortly after the fuel injection, the firing takes place and peak
pressure is achieved just after TDC, the expansion of gas provides the force or power which drives
the piston back, thus rotating the crank shaft.
(d) Exhaust Stroke : After the fuel is burnt out, the burnt gas has to find passage to atmosphere so that
space can be made for accommodating fresh air for the next cycle of operation. The aforesaid
requirements are fulfilled in either four strokes of piston or in 2 strokes.

Page 2/1

Revision: 00
 While in four stroke cycle engines, suction, compression, fuel injection, exhaust and scavenging, are
completed in four strokes of the piston or two revolutions of the crank. Refer below Diagram for this.
In case of 4 stroke cycle engine at lower power range it works as naturally aspirated engine. To
describe this process in greater detail, we can take the example of the WDG4 locomotive, in which all
the exhaust valves are in the cylinder head at the top and the inlet ports are round the cylinder liner.

Page 3/1

Revision: 00
3. What are types of Lubrication? Explain all types as per application with Advantages &
Disadvantages
 Types of lubrication system
➢Mist lubrication system
➢Wet sump lubrication system
➢Dry lubrication system
 MIST OR PETROIL |PETROL PLUS OIL| LUBRICATION SYSTEM

➢ This system is used in 2 stroke cycle engines
➢ The lubrication oil (2% to 3%) is mixed with the petrol in the fuel tank
➢ The oil and the fuel mixture is inducted through carburetor
➢ The optimum fuel oil ratio used is 50:1
➢ Petrol gets evaporated and the oil lubricates the main parts of cylinder
➢ Fuel oil ratio used is important for the good performance of engine
 ADVANTAGES of mist lubrication System
➢ Separate lubricating system is not required
➢ No maintenance cost for lubrication system
➢ Weight of engine is reduced by avoiding separate lubricating system
 DISADVANTAGES of mist Lubrication System
➢If oil is less then there is chance of seizure of the engine
➢More oil makes excess air in the exhaust
 WET SUMP LUBRICATION SYSTEM
➢ In this system a big oil sump is provided at the base of crank case.
➢ From the sump oil is pumped to different parts of the engine
➢ The main types of Wet sump lubrication system are:
❑Splash lubrication system ❑Pressure lubrication system ❑Splash and pressure lubrication system

Page 4/1

Revision: 00
 SPLASH LUBRICATION SYSTEM

➢ The lubricating oil is filled in the sump
➢ Scoop are attached to the end of connecting rod
➢ When system moves to Bottom Dead Centre (BDC) scoop splashes lubricating oil to the piston
,cylinder ,big end of connecting rod ,main bearing and cam shaft bearing
➢ The splashed oil settles on engine parts and then to sump again
Splash Lubrication System

Page 5/1

Revision: 00
 PRESSURE LUBRICATION SYSTEM

➢ In this system , lubrication is done with the help of pressure pump which is submerged in the
sump
➢ With the help of pressure pump after filtration, oil is forced under pressure to different parts of the
engine through oil tubes
➢ From the bearing oil floats to connecting rod through oil holes between connecting rod and cam
shaft
➢ Then this oil flows to piston pin through oil holes and sprayed over piston , piston rings ,cylinder
valves and other parts

Page 6/1

Revision: 00
 SPLASH AND PRESSURE LUBRICATION SYSTEM

➢ Splash system is not sufficient when bearing loads are higher hence lubricating oil under pressure
is supplied by oil pump to main and crankshaft bearings
➢ Oil pump also supplies oil under pressure to pipes which directs a stream of oil against the dippers
(scoop) on the connecting rod bearing cups
➢ Other parts are lubricated by splash of oil by scoop
 DRY SUMP LUBRICATION SYSTEM
➢ In dry sump , extra oil is stored in a tank outside the engine rather than oil pan
➢ In this system ,the lubrication oil is passed through the pipes using scavenging pumps ➢ After
lubrication ,the oil is again collected by special connecting sections and passed to heat exchanger for
cooling
➢ Scavenging pump has greater capacity than oil feed pump and it is placed externally to sump

Page 7/1

Revision: 00
 ADVANTAGES OF DRY SUMP LUBRICATION SYSTEM

➢ Improvements to vehicle handling and stability. The vehicle's center of gravity can be lowered by
mounting the engine lower in the chassis due to a shallow sump profile. A vehicle' s overall weight
distribution can be modified by locating the external oil reservoir away from the engine
➢ Improved engine reliability due to consistent oil pressure. This is the reason why dry-sumps were
invented
➢ Increased oil capacity, by using a larger external reservoi r than would be practical in a wet-sump
system
➢ Having the pumps external to the engine makes them easier to maintain or replace
 DISADVANTAGES OF DRY SUMP LUBRICATION SYSTEM
➢ Dry-sump systems add cost, complexity, and weight
➢ The extra pumps and lines in dry-sump engines require additional oil and maintenance
➢ The large external reservoir and pumps can be tricky to position around the engine and within the
engine bay due to their size
➢ Inadequate upper valve train lubrication can also become an issue if too much oil vapor is being
pulled out from the area, especially with multi-staged pumps
4. What is Oil Pump? Explain Oil Pump types.

 The oil pump is an internal combustion engine part that circulates engine oil under pressure to the
rotating bearings, the sliding pistons and the camshaft of the engine. This lubricates the bearings,
allows the use of higher-capacity fluid bearings and also assists in cooling the engine.
 As well as its primary purpose for lubrication, pressurized oil is increasingly used as a hydraulic
fluid to power small actuators. One of the first notable uses in this way was for hydraulic tappets in
camshaft and valve actuation. Increasingly common recent uses may include the tensioner for
a timing belt or variators for variable valve timing systems.

Page 8/1

Revision: 00
 The type of pump used varies. Gear pumps trochoid pumps and vane pumps are all commonly
used. Plunger pumps have been used in the past, but these are now only used rarely, for small
engines.
To avoid the need for priming, the pump is always mounted low-down, either submerged or around
the level of the oil in the sump. A short pick-up pipe with a simple wire-mesh strainer reaches to the
bottom of the sump.

Page 9/1

Revision: 00
External gear pump design Internal gear (Gerotor) pump design

for hydraulic power applications for automotive oil pumps
Oil pump from a scooter engine Oil pump from a Toyota Coaster bus
5. Explain Pressure gauge of Lubrication System.
 The oil pressure at the pump outlet, which is what opens the pressure relief valve, is simply the
resistance to flow caused by the bearing clearances and restrictions.
 The oil pressure gauge, or warning lamp, gives only the pressure at the point where its sender enters
that part of the pressurized system – not everywhere, not an average, nor a generalized picture of the
systemic pressure.

Page 10/1

Revision: 00
 Despite the frequent comparison to hydraulic engineering theory, this is not a "closed system" in
which oil pressure is balanced and identical everywhere. All engines are "open systems", because the
oil returns to the pan by a series of controlled leaks. The bearings farthest from the pump always have
the lowest pressure because of the number of leaks between the pump and that bearing. Excess
bearing clearance increases the pressure loss between the first and last bearing in a series.
 Depending on condition, an engine may have acceptable gauge pressure, and still only 5 psi pressure
at one connecting rod, which will fail under high load.
 The pressure is actually created by the resistance to the flow of the oil around the engine. So, the
pressure of the oil may vary during operation, with temperature, engine speed, and wear on the
engine. Colder oil temperature can cause higher pressure, as the oil is thicker, while higher engine
speeds cause the pump to run faster and push more oil through the engine. Because of variances in
temperature and normal higher engine speed upon cold engine start up, it's normal to see higher oil
pressure upon engine start up than at normal operating temperatures, where normal oil pressure
usually falls between 30 and 45 psi. Too much oil pressure can create unnecessary work for the
engine and even add air into the system. To ensure that the oil pressure does not exceed the rated
maximum, once pressure exceeds a preset limit a spring-loaded pressure relief valve dumps excess
pressure either to the suction side of the pump, or directly back to the oil pan or tank.
6. What is crank case Ventilation System? Explain Positive Crank case Ventilation.
 A crankcase ventilation system removes unwanted gases from the crankcase of an internal
combustion engine. The system usually consists of a tube, a one-way valve and a vacuum source
(such as the inlet manifold).
 The unwanted gases, called "blow-by", are gases from the combustion chamber which have leaked
past the piston rings. Early engines released these gases to the atmosphere simply by them leaking
through the crankcase seals. The first specific crankcase ventilation system was the road draught
tube, which used a partial vacuum to draw the gases through a tube and release them to the
atmosphere. Positive crankcase ventilation (PCV) systems— first used in the Second World War and
present on most modern engines— send the crankcase gases back to the combustion chamber, in
order to reduce air pollution.
 Two-stroke engines with a crankcase compression design do not need a crankcase ventilation system,
because normal operation of the engine involves sending the crankcase gases to the combustion
chamber.

Page 11/1

Revision: 00
Positive Crankcase Ventilation :

 Intake manifold vacuum is applied to the crankcase via the PCV valve. The airflow through the
crankcase and engine interior sweeps away combustion byproduct gases. This mixture of air and
crankcase gases then exits, often via another simple baffle, screen, or mesh to exclude oil mist,
through the PCV valve and into the intake manifold. On some PCV systems, this oil baffling takes
place in a discrete replaceable part called the 'oil separator'. Aftermarket products sold to add an
external oil baffling system to vehicles, which were not originally installed with them, are commonly
known as "oil catch tanks".
 The PCV valve controls the flow of crankcase gases entering the intake system. At idle, the manifold
vacuum is high, which would draw in a large quantity of crankcase gases, causing the engine to run
too lean. The PCV valve closes when the manifold vacuum is high, restricting the quantity of
crankcase gases entering the intake system.
 When the engine is under load or operating at higher RPM, a higher quantity of blow-by gases are
produced. The intake manifold vacuum is lower in these conditions, which causes the PCV valve to
open and the crankcase gases flow to the intake system. [13] The greater flow rate of intake air during
these conditions means that a greater quantity of blow-by gases can be added to the intake system
without compromising the operation of the engine. The opening of the PCV valve during these
conditions also compensates for the intake system being less effective at drawing crankcase gases
into the intake system in these conditions.
7. Explain Crankcase Dilution.

 Crankcase dilution is a phenomenon of internal combustion engines in which
unburned diesel or gasoline accumulates in the crankcase. Excessively rich fuel
mixture or incomplete combustion allows a certain amount of fuel to pass down between
the pistons and cylinder walls and dilute the engine oil. It is more common in situations where fuel is
injected at a very high pressure, such as in a direct-injected diesel engine.
 When a mixture of air and fuel enters the cylinder of an engine, it is entirely possible
for condensation of fuel to occur on the cooler parts of the cylinders. The condensate may wash
the lubricating oil from the cylinder walls, travel past the piston rings and collect in the oil pan, thus
increasing wear and also diluting the lubricating oil. Since the less volatile components of the fuel
will have the greatest tendency to condense, the degree of crankcase-oil dilution is directly related to
the end volatility temperatures of the mixture.

Page 12/1

Revision: 00
8. What is Fuel Injection Pump? Explain different types of Fuel Injection pumps.
An Injection Pump is the device that pumps fuel into the cylinders of a diesel engine.
Traditionally, the injection pump was driven indirectly from the crankshaft by gears, chains or
a toothed belt (often the timing belt) that also drives the camshaft.
 Types of Fuel Injection System
The combustion engine in our cars would not function without fuel. Supplying this essential fuel
into the combustion chambers are the fuel injection systems. Many attributes of your car are highly
influenced by the type of fuel injection system its engine has, mileage, ride quality, engine life, etc.
A fuel injection system is a mechatronic circuit that is the combination of mechanical and electronic
circuits to supply fuel of ideal volume into the engine.

Page 13/1

Revision: 00
Since the fuel injection system is such a vital component, engineers around the globe have evolved it
to its most efficient and effective version.
In this day and age, while there are various types of fuel injection systems available, the broad
categorization brings them down to four main types: Single point fuel injection, Multi-point fuel
injection, Sequential fuel injection, and Direct fuel injection. Let’s go through these categories one
by one and understand their functionality.
 Single-Point Fuel injection or Throttle-Body injection
A single-point injection system features a common fuel injector for all the cylinders in the
combustion chamber of the engine. This is the oldest and simplest form of the fuel injection system.
In place of the carburetor, the single-point injection uses one or two fuel injector nozzles in the
throttle body which is why it’s called Throttle body injection (TBI) as well.
The fuel is sprayed in all cylinders at the same time, however, as opposed to the carburetor jet, it
comes from an injector and can be monitored by an electronic control unit (ECU). While it has an
edge over the carburetor, it has a slight disadvantage that since it uses a single injector it disturbs the
performance of an engine at high RPMs and causes rough ride quality as the required fuel supply

Page 14/1

Revision: 00
isn’t fulfilled. Moreover, a small fraction of fuel gets condensed outside the intake manifold of the
cylinders and this causes fuel wastage.
 Multi-Point Fuel injection or Port injection
In multi-point fuel injection (MPFI) technology, every cylinder in the combustion chamber of the
engine is given an injector at the front of their inlet valves (outside the intake port), which is why
it’s also called ‘Port Injection’. Every injector sprays fuel at the same time and each cylinder gets a
more precise volume of fuel, with less possibility of fuel condensation outside the intake manifold.
While MPFI has the advantage of lower fuel wastage as compared to TBI, since the fuel is sprayed
at the same time in all the cylinders, it doesn’t get properly synced with the rotation of all the
pistons. This results in the fuel idling in the engine and port for as long as 150 milliseconds. All the
same, from the performance point of view, the MPFIs function much better as compared to TBIs.
 Sequential Fuel injection

Page 15/1

Revision: 00
The sequential fuel injection system eliminates the only disadvantage of MPFI and is the most
widely used fuel injection system today. In a sequential fuel injection system, the fuel injectors
function with respect to the cylinders they are connected to. Every injector injects the fuel only
when the intake valve of the cylinder opens. It remains idle for the rest of the steps. An ECU
monitors the movement of cylinders and triggers the injectors only when required. The sequential
fuel injection is the most effective and efficient of all the fuel injections systems currently available
in the automotive industry.
 Direct injection
In direct fuel injection, the system is focused on placing the injector inside the cylinder to directly
inject the fuel, bypassing the intake valve or manifold. While this type of fuel injection system is
usually seen in diesel engines, it has a significant space in petrol engines as well, where it’s known
as GDI (gasoline direct injection). In the previously mentioned systems, the fuel is sprayed on the
intake and there is always a potential of fuel condensation to some extent. However, in the DI
system, all the fuel is directly injected into the cylinder which produces maximum fuel economy and
this is its greatest advantage. In diesel engines, direct fuel injection has been used since the 1920s,
whereas, in petrol engines, it’s been used since around World War II. Automakers have also found
that GDI engines are relatively more powerful and quite convenient for better CNG fuel efficiency.

Page 16/1

Revision: 00
9. Explain function & Working of Simple Carburetor. What are the types of Carburetors?
9. A simple carburetor consists of different parts such as the float chamber, main fuel jet, venturi, jet tube, and
throttle valve. Where there is a float in the float chamber. With the help of a fuel pump, fuel is supplied to the
float chamber from the fuel tank through the strainer. We can call this full assembly a simple carburetor.
 Working of a simple Carburetor :

 As we know, there is a float chamber in a simple carburetor that is open to the atmosphere. It keeps
atmospheric pressure in the float chamber.
 Fuel from the external fuel tank is supplied to the float chamber with the help of the fuel pump. This
fuel from the fuel tank is filtered using the strainer which removes any solid particles from the fuel.
 Now fuel from the float chamber is supplied to the main nozzle which is a part of the jet tube. This
flow of fuel from the float chamber to the main nozzle is carried out by the main fuel jet.
 The engine sucks air from the atmosphere through the choke valve. This air passes through the venturi,
it causes a reduction of the area of a cross-section at the throat of venturi.
 Due to this, the pressure at the main nozzle decreases and the velocity of air increases.
 This difference in pressure-induced at the float chamber and the main nozzle causes the mixture of fuel
and incoming atmospheric air.

Page 17/1

Revision: 00
 Increased velocity of air after the venturi partially vapourize the engine fuel which is then totally
evaporated by the heat in the intake manifolds of the combustion chamber and cylinder walls.
 Carburetors only install in a petrol engine because petrol engines are quantity governed.
 When we open the throttle valve present at the bottom of the jet tube, it allows more air flows through
the venturi tube and a more quantity of the air-fuel mixture is supplied to the engine, causes, the engine
develops more power.
 When we close the throttle valve, reverse action takes place and the power of the engine reduces.
 Types of Carburetors:
 Up draught carburetors
 Downdraught carburetors
 Horizontal or side draught carburetors
 Updraught carburetor:
As a name suggest, in updraught carburetors, air enters the carburetor from the bottom side and goes towards
the upward side against gravity. This carburetor has to lift the sprayed fuel droplets by air friction and this a
main disadvantage of updraught carburetor.
In this carburetor, a cross-section of the jet tube is small and thus, the carburetor can not supply the air-fuel
mixture at rapid speed during the high speed of the engine. This big disadvantage makes this carburetor
defunct or obsolete.

Page 18/1

Revision: 00
 Downdraught carburetor:
In downdraught carburetor, the flow of the mixture enters the carburetor from the upside and goes towards
the downside with the help of gravity. We can also call it as a gravity-assisted carburetor. Due to this up-
down characteristic of a carburetor, it usually installed at a level higher than the intake manifolds. This
carburetor allows the proper flow of mixture at high and low engine speed.
 Horizontal or side draught carburetor:

This type carburetor used when we have the constraint of space for assembly. In horizontal or side draught
carburetor, as a name suggest, the jet tube is placed in a horizontal direction. One more advantage of this type
of carburetor is that it reduces the resistance of the flow due to the absence of the right angle mechanism in
the intake area.
10. What is Injector Governing? What are Governing types in details?
The governor is mounted directly on the crank casing of the internal combustion engine together with
an electromagnet which is energized at startup. The governor and the electromagnet transmit thrust and
motion to the control rod of the injection pump through the same lever system.
When the crankshaft spins quickly, the flyweights open up, putting pressure on the governor cup and
crank. This closes the throttle, limiting the air-fuel released into the engine. When the engine load
increases, the crankshaft spins more slowly. This leads the flyweights to relax and the throttle to open
back up.

Page 19/1

Revision: 00
 In a spark-ignition engine, the carburetor is responsible for delivering a correct mixture of air and
petrol but in a compression ignition engine, the situation is different. The air sucked inside the
cylinder depends upon the breathing characteristics of the cylinders and varies with the speed and
operating temperature of the engines.
 The fuel delivered is determined quite independently by the characteristics of the pump, which for a
fixed control piston may show a rising characteristic with speed.The problem of matching the
characteristics of engine and pump is difficult, where it is necessary to provide for running at varying
speeds on a definite acceleration position. Here a governor serves the purpose. It controls both
maximum and idling speeds.
 Governor Serves The Following Purposes:
1. It controls fuel delivery at all engine speeds and varying load conditions. The quantity of fuel for
idling and maximum speed is controlled and correct fuel delivery is ensured for all conditions in
between these two extremes.
2. It ensures that adequate fuel is delivered to the engine when idling, to avoid stalling, and also to limit
the maximum amount of fuel that can be supplied to the injectors to prevent excessive engine speed,
but the accelerator pedal to piston the control rod for all other speeds.
 Types of Governors
Following are the three different types of governors used in automobile vehicles:
1. Mechanical or centrifugal governor.

2. Pneumatic governor.
3. Hydraulic governor.
1. Mechanical or Centrifugal Governor
Mechanical governors are fitted to large engines on an extension of the pump camshaft.
Working of Mechanical Governor :
When the engine starts, the weights take up a position to maintain a stable idling speed. As the accelerator
pedal is depressed against the spring, the weight moves inwards, and since the weight is linked to the control
rod, the fuel delivery is increased and hence the engine speed also increases.

Page 20/1

Revision: 00
The increased engine speed causes the pump camshaft to rotate faster, which moves the weights outward
against the action of control springs, so reducing the fuel delivery until the correct balance is arrived at for a
particular engine operating condition.
Thus, the accelerator does not increase delivery directly but delays the action of the governor. The relative
position of governor-weight and control-rod positions when the engine is at idling and full-load positions.
 Pneumatic governors
These are most successfully used in small and medium-sized engines. They are sensitive to variations in
torque loading and ensure stable idling control. As with pneumatic induction pipe control, the air supply at
light loads is throttle by a butterfly valve placed in a choke.
This valve is directly operated by the accelerator pedal. The throttle unit is placed between the air cleaner and
the entry to the inlet manifold. Which results in reduced air pressure at the end of induction.
Injection then takes place into less dense air than with unrestricted induction, and the control thus becomes
quantity rather than quality control. The fuel injection is controlled by the depression at the choke to a
diaphragm chamber mounted on the end of the injection pump.
The diaphragm plate is mounted on the end of the control rack of the pump. It is pushed to the full load
position (to the right) by the main control spring. Again, the increased depression at the throttle arises when
the accelerator pedal is released. It will pull the diaphragm and control rod to the left, thus reducing the fuel
supply.
An auxiliary spring is also used to balance the height depression at idling speed. It is brought into action
progressively by the action of a cam.
Hydraulic Governor
 Hydraulic governors
These eliminate the high mechanical forces bearing loads and possible torsional vibrations in the drive. And,
hence they are preferred over mechanical governors.
In a mechanical governor, the operative agent is the centrifugal force which governs the speed. In a hydraulic
governor, it is the pressure difference across an orifice required to pass the oil flow from a positive oil pump
driven by an engine.
The pressure difference varies as the square of the engine speed. And it is determined at equilibrium by the
pressure of the driver’s foot on the accelerator pedal.
A hydraulic governor, like a mechanical governor, is an all-speed governor i.e., the governor is in control
throughout the whole rack is operated by the governor and not directly by the accelerator to the supply to
maintain the speed, no matter what the power requirements may be from moment to moment.

Page 21/1

Revision: 00
11. Explain various types of sensors used in ECM with it’s location & purpose.
 ECM Sensor
The engine control module (ECM) is also known as the powertrain control module (PCM) or the engine
control unit (ECU).
The main responsibility of this controller is to get information from sensors and run certain actuators. In the
case of any errors, the ECU shows a check engine light on your dashboard.
We will discuss where and why sensors are placed in certain positions and give some insight as to how or
what the sensors sense. If you are a DIY person, then you could even open up the sensors yourself and clean
them for optimum signals to reach your ECU.
 Engine Control Module
No matter how complicated, you'll find the sensors below in any EFI engine:
1. Engine coolant temperature
2. Air temperature
3. Barometric pressure/manifold absolute pressure
4. Mass air flow
5. Idle air controller
6. Crankshaft
7. Camshaft
8. Throttle position
9. Oxygen
10. Knock
Engine Coolant Temperature Sensor (ECT)
Like humans, a vehicle needs to maintain a specific temperature in order to function properly. Too cold, and
the vehicle will drink too much petrol. Too hot and the head gasket could leak. Coolant is a liquid used in the
vehicle's radiator of the car to maintain the temperature at which the engine can perform at its optimum.
Air Temperature Sensor (IAT)

The intake air temperature sensor (IAT) tells the ECM the temperature of the air that is going into the engine.
The cooler the air, the better the performance of the engine, which is probably why you might have noticed a
difference in the car's performance on a summer night as compared to the day.
BARO/Manifold Absolute Pressure Sensor (MAP)
The baro sensor measures the ambient air pressure, which tells the ECM the current altitude of the vehicle. If
you're driving in the mountains you'll need less fuel, because there is less oxygen in the atmosphere and
therefore less oxygen in the engine cylinder. The ECM will adjust the fuel injectors "throwing time" or pulse
width accordingly.

Page 22/1

Revision: 00
Mass Air Flow Sensor

The Mass Air Flow sensor is responsible for measuring the volume of air entering the engine.
Idle Air Controller (IACV)
The Idle Air Control Valve (IACV) is responsible for keeping the RPM of the engine steady. The IACV is
actually an actuator and not a sensor because it does not supply readings to the ECM, but works on the
command of the ECM. I just added this actuator for the DIY enthusiast.
Idle Air Controller (IACV)
The Idle Air Control Valve (IACV) is responsible for keeping the RPM of the engine steady. The IACV is
actually an actuator and not a sensor because it does not supply readings to the ECM, but works on the
command of the ECM. I just added this actuator for the DIY enthusiast.
The TPS tells the ECM that the driver is pressing the accelerator pedal. The ECM can also verify this
information with the MAP or MAF sensor readings, thus increasing the injector pulse width and spark
(ignition) timing.
Camshaft Position Sensor
The camshaft position sensor (CMP) is electro-magnetic and produces a voltage when a metal object moves
past. This sensor is responsible for telling the ECM the current position of the camshaft. With this
information, the ECM can calculate which valve is open and throw fuel through the injector into that
cylinder.
Crankshaft Sensor (CKP)
This sensor is very similar to the cam position sensor in functionality. It is responsible for telling the ECM
the exact location of the crankshaft as well as the RPM (rotations per minute) of the engine. With this
information, the ECM knows the position of each piston in each cylinder. Using the cam sensor readings, as
well as the crank sensor readings, the ECM knows exactly which injector needs to be activated. The
synchronization of the cam and crankshafts in an engine is the key to engine performance. This
synchronization is also referred to as the engine timing. With the correct timing you will get the fuel and
spark delivered at the right time.
Crankshaft Sensor (CKP)
This sensor is very similar to the cam position sensor in functionality. It is responsible for telling the ECM
the exact location of the crankshaft as well as the RPM (rotations per minute) of the engine. With this
information, the ECM knows the position of each piston in each cylinder. Using the cam sensor readings, as
well as the crank sensor readings, the ECM knows exactly which injector needs to be activated. The
synchronization of the cam and crankshafts in an engine is the key to engine performance. This
synchronization is also referred to as the engine timing. With the correct timing you will get the fuel and
spark delivered at the right time.

Page 23/1

Revision: 00
Knock Sensor
The knock sensor contains a piezoelectric crystal. This crystal is able to detect mechanical stress and
produces a voltage when the car knocks or pings. Under heavy acceleration, it sends signals to the ECM and
the ECM retards the ignition timing to compensate for the knocking, which in effect protects the pistons and
rings from damage.
Knocking also occurs when using low-grade fuel and having the knock sensor allows you to use different
grade fuels without causing engine damage.
12 Explain Fuel Supply circuit of four wheeler.

 The fuel injection pump supplies fuel under high pressure to the injectors through high
pressure pipes. The injectors atomise the fuel and inject it into the combustion chamber of
the engine. The fuel injection pump is fed with fuel in abundance.
 The fuel system is made up of the fuel tank, pump, filter and injectors or carburetor, and is
responsible for delivering fuel to the engine as needed. Each component must perform
flawlessly to achieve expected vehicle performance and reliability.
 VPS 3-Part Plus Fuel System Kit is formulated to clean the entire fuel and air intake
system including throttle plates, ports, fuel injectors, intake valves and combustion
chambers. Deposits in any of these critical areas can interfere with the proper operation of
your engine.
4 Types of Fuel Injection System
1. Single point injection system. Single point injection system is one type of injection system
that uses an injector
2. Multi point fuel injection. Multi point fuel injection (MPFI) is a newer technology than the
single point type.
3. Sequential fuel injection.
4. Direct injection system.

Page 24/1

Revision: 00
13. Give advantages of Electronic Fuel Injection (EFI)

The main advantages are of EFI are:
1. Increased Power output. Due to better combustion efficiency. Due to better control over the air
and fuel supply system over full range of speed and load.
2. Lower brake specific fuel consumption. Due to better combustion efficiency, improved power
and lesser loss of hydrocarbons of the fuel.
3. Higher Torque Due to better combustion efficiency and reduced loss of hydrocarbons from the
fuel. 2
4. Lower Emissions or lesser pollutants. Due to better combustion efficiency and better control on
the operating value of airfuel ratio at each speed and load. Nowadays it is possible to design the
engine with lower emissions as the objective function using the electronic fuel injection system. The
flexibility in design has improved. Earlier the engines were designed for maximum power and
maximum torque. Subsequently to attract more customers the engines were designed for lower fuel
consumption or maximum mileage from vehicle point of view.

Page 25/1

Revision: 00
5. Improved cold start, warm-up and acceleration. This is due to better control over the supply of
fuel during these transient engine operations. We can maintain the required air to fuel ratio for such
transient engine operations using embedded system microcontroller based electronic fuel injection
system. This involves the use of signals based on engine sensors and transducers, hardware based
signal processing followed by the software based computational signal processing needed to control
the pulse width of the solenoid injectors.
6. Increased volumetric efficiency and therefore increased power and torque. Electronic DC pump is
used to spray the fuel in the air at the ports or in-cylinder under a large pressure differential. Earlier
the controlled supply of fuel was ensured by creating a small pressure drop across the two sides of
the jets of the carburetor using the concept of Bernoulli’s equation and involving the use of a
venturi. The use of the venturi in the design of the carburetor however created a restriction to the
flow of air in the intake manifold thereby reducing the volumetric efficiency of the engine.
With electronic fuel injection system a larger pressure differential exists during the intake process to
facilitate more flow of air. This in turn increased the volumetric efficiency of the engine. .
7. Better thermal efficiency. Due to better combustion efficiency and better control to operate the
engine at a required air to fuel ratio under the variable load and speed of the engine A leaner air to
fuel ratio increases the thermal efficiency and decreases the brake specific fuel consumption of the
engine.
8.More fuel tolerant. Due to forced atomization of fuel under pressure in EFI system there is
flexibility to use other alternative fuels with slightly different physical and chemical properties.
9.Faster acceleration and deceleration. This is possible due to better control of the quantity of fuel
being injected by the ECU which changes the pulse width of the solenoid injector after sensing the
engine speed with speed sensors and the throttle position sensor fitted with accelerator pedal or
throttle plate.
10.Easy starting and faster warm up. This is possible because the ECU regulates the pulse width and
therefore fuel flow after receiving input signals from the following sensors: Thermocouples sensing
the temperatures of the following components of the engine: (i) Cylinder head (ii) Engine body or
cylinder block (iii) Engine coolant (iv) Atmosphere
14. What is the purpose of air cleaner & Explain it’s types.
An air purifier or air cleaner is a device which removes contaminants from the air in a room to improve
indoor air quality. These devices are commonly marketed as being beneficial to allergy sufferers and
asthmatics, and at reducing or eliminating second-hand tobacco smoke.

Page 26/1

Revision: 00
Understanding the 5 Types of Air Cleaners and Purifiers

1. Basic and HEPA Filters. The most common type of filter, also known as an air cleaner, is made of
foam, fiberglass, cotton, or another particle-trapping material. ...
2. Ionizers and Ozone Generators. ...
3. Electrostatic Filters. ...
4. Activated Carbon Filters. ...
5. UV Lights.
15. 15. Explain Bypass Type Filtering System.
It is a secondary filtration unit with the purpose of super-cleaning engine oil. It has high contaminant-
holding capacity and filters out the smallest particles to include sludge and soot in special cases. It also
reduces engine wear and may increase oil volume.
Bypass oil filter systems feature a secondary filter with the purpose of eliminating nearly all
contaminants from engine oil. Bypass filters have high capacities and eliminate much smaller particles than
full-flow filters.
Bypass filtration systems remove blow-by and oxidation products from the oil and can help reduce
silicon accumulations. Having a bypass filtration system installed increases the overall sump size of the
engine, helping dilute the concentration of metals in the oil. Oil does not wear out.
A bypass filter, also known as a pressure relief valve, is a very important part of an oil filter. When oil is too
thick or the filter is clogged, the valve opens. If the valve doesn't open then the filter may eventually burst.
Bypass filters are designed to remove fine organic and inorganic particles.

Page 27/1

Revision: 00

Page 28/1

Automobile Engine Systems Question Bank

Uploaded by

Document Information

Original Description:

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Automobile Engine Systems Question Bank

Uploaded by

Copyright:

Available Formats

Akhil Bharatiya Maratha Shikshan Parishad's

Anantrao Pawar College of Engineering & Research

Record No.: ADM/D/036B DoI: 21/01/2019

1. What are the Types of Ignition System? Explain types in details.

Address: Sr. No. 103, Parvati, Pune- 411 009,

Anantrao Pawar College of Engineering & Research

Record No.: ADM/D/036B DoI: 21/01/2019

Schematic Diagram of Coil/Battery Ignition System

2. Explain working of Compression Ignition Engine with 4 Stroke Cycle.

In any Compression Ignition engine following stroke must be fulfilled.

Address: Sr. No. 103, Parvati, Pune- 411 009,

Anantrao Pawar College of Engineering & Research

Record No.: ADM/D/036B DoI: 21/01/2019

Address: Sr. No. 103, Parvati, Pune- 411 009,

Anantrao Pawar College of Engineering & Research

Record No.: ADM/D/036B DoI: 21/01/2019

 MIST OR PETROIL |PETROL PLUS OIL| LUBRICATION SYSTEM

Address: Sr. No. 103, Parvati, Pune- 411 009,

Anantrao Pawar College of Engineering & Research

Record No.: ADM/D/036B DoI: 21/01/2019

 SPLASH LUBRICATION SYSTEM

Splash Lubrication System

Address: Sr. No. 103, Parvati, Pune- 411 009,

Anantrao Pawar College of Engineering & Research

Record No.: ADM/D/036B DoI: 21/01/2019

 PRESSURE LUBRICATION SYSTEM

Address: Sr. No. 103, Parvati, Pune- 411 009,

Anantrao Pawar College of Engineering & Research

Record No.: ADM/D/036B DoI: 21/01/2019

 SPLASH AND PRESSURE LUBRICATION SYSTEM

Address: Sr. No. 103, Parvati, Pune- 411 009,

Anantrao Pawar College of Engineering & Research

Record No.: ADM/D/036B DoI: 21/01/2019

 ADVANTAGES OF DRY SUMP LUBRICATION SYSTEM

4. What is Oil Pump? Explain Oil Pump types.

Address: Sr. No. 103, Parvati, Pune- 411 009,

Anantrao Pawar College of Engineering & Research

Record No.: ADM/D/036B DoI: 21/01/2019

Address: Sr. No. 103, Parvati, Pune- 411 009,

Anantrao Pawar College of Engineering & Research

Record No.: ADM/D/036B DoI: 21/01/2019

External gear pump design Internal gear (Gerotor) pump design

5. Explain Pressure gauge of Lubrication System.

Address: Sr. No. 103, Parvati, Pune- 411 009,

Anantrao Pawar College of Engineering & Research

Record No.: ADM/D/036B DoI: 21/01/2019

Address: Sr. No. 103, Parvati, Pune- 411 009,

Anantrao Pawar College of Engineering & Research

Record No.: ADM/D/036B DoI: 21/01/2019

Positive Crankcase Ventilation :

7. Explain Crankcase Dilution.

Address: Sr. No. 103, Parvati, Pune- 411 009,

Anantrao Pawar College of Engineering & Research

Record No.: ADM/D/036B DoI: 21/01/2019

 Types of Fuel Injection System

Address: Sr. No. 103, Parvati, Pune- 411 009,

Anantrao Pawar College of Engineering & Research

Record No.: ADM/D/036B DoI: 21/01/2019

 Single-Point Fuel injection or Throttle-Body injection

Address: Sr. No. 103, Parvati, Pune- 411 009,

Anantrao Pawar College of Engineering & Research

Record No.: ADM/D/036B DoI: 21/01/2019