Engines, Motors, and

Mobility
[ME F317]
BITS Pilani Dr. Saket Verma
Department of Mechanical Enginerring
Pilani Campus
 BITS Pilani
Pilani Campus

Lecture No.: 12-13

Carburetion and Fuel Injection in
S.I. Engines
Air supply system

There are three purposes of the complete air supply system:

1. clean the air : done by a filter. (1) paper element (2) oil bath and
mesh
2. control air temperature : Air temperature is controlled by drawing
air from around the exhaust manifold. The air cleaner has two
intake pipes, one for cold air and the other for hot air from the
exhaust manifold or hot box. The proportion of hot and cold air is
controlled by a flap which is moved by a diaphragm acted on by
low pressure from the inlet manifold.
3. reduce noise : baffles are used to stop resonance (with air filter)

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Air supply system

Fig.: Air supply system Fig.: Air filter

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Air supply system

Fig.: Intake manifold of multi-cylinder engine

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Carburation systems

• 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 carburetion.
• A carburetor atomizes a fuel such as petrol and mixes it with air
in the proper ratio for combustion in an SI engine.

Factors affecting carburetion:

– Engine speed: (higher the speed lower the time available for mixing
of fuel-air – at 3000 rpm, mixing time is aprox 10 ms)
– Vaporizarion characteristics of the fuel: fuel should easily form
vapour (indicated by distillation curve) for quick mixing.
– Temperature of incoming air: higher the temperature quicker
vaporization
– Design of carburetor: we will explore its effect in detail.

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Automotive engine air-fuel
mixture requirement
• The flammability limit of gasoline is very low (9-19 in terms of
air-fuel ratio mass basis). (1.4 – 7.6 % by volume of air)
• Quality of air-fuel mixture has great influence on engine
performance.

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Automotive engine air-fuel
mixture requirement
Idling and low load
• from no load to about 20% of
rated power
• No load running mode at
nearly closed throttle is
called idling condition.
• Small throttle-less intake air-
more residual, more dilution
• -Rich mixture A/F ratio
12.5:1 provide smooth
operation of the engine by
ensuring availability of fuel.

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Automotive engine air-fuel
mixture requirement
Normal power range or cruising
range:
• from about 20% to 75% of rated
power
• dilution by residual gases as
well as leakage decreases, hence
fuel economy is important
consideration in this case
• maximum fuel economy occurs
at A/F ratio of 17:1 to 16.7:1
• mixture ratios for best economy
are very near to the mixture
ratios for minimum emissions.

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Automotive engine air-fuel
mixture requirement
Maximum power range:
• from about 75% to 100% of
rated power
• mixture requirements for the
maximum power is a rich
mixture, of A/F about 12:1 to
14:1.
• Maximum load need fast
acceleration and hence a rich
mixture ensure fast burn rate.

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Mixture requirements for
transient operation
• Carburetor has to provide mixture for transient conditions under which
speed, load, temperature, or pressure change rapidly

• Starting (cold) and warm up requirements:

• engine speed and temperature are low during the starting of the engine
from cold
• during starting very rich mixture about 5 to 10 times the normal amount
of petrol is sulpplied - A/F ratio 3:1 to 1.5:1.
• mixture ratio is progressively made leaner to avoid too rich evaporated
fuel-air ratio during warm up condition

• Acceleration requirements:
• -Acceleration refer to an increase in engine speed resulting from the
opening of the throttle
• acceleration pump is used to provide additional fuel to make the
mixture rich
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Principle of Carburation

The suction is created due to increase in volume and hence

decrease in pressure inside the engine cylinder.
• The difference in pressure between cylinder and atmospheric air
draws air (intake stroke) into the engine cylinder.
• A device called carburetor is placed in the air path. It has a venture
which increases the air velocity.
• This creates stronger suction effects and draws fuel from the float
chamber.
• With high velocity air, fuel get mixed and helps in its vaporization.

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Carburator

A simple carburetor consists of two different sections: Main unit and Float
chamber

Main unit
Float chamber

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Simple Carburation
systems

Parts of a simple
carburetor
1. Strainer
2. Throttle Valve
3. Venturi
4. Metering system
5. Idling system
6. Float Chamber
7. Mixing Chamber
8. Idle and Transfer port
9. Choke Valve
Can provide air-fuel mixture for
cruising at single speed

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Components of Simple
Carburation systems
Strainer:
It is a device that is used to filter the fuel before entering the float chamber. It
consists of a fine wire mesh which filters the fuel and removes dust and other
suspended particles from it. If these particles not removed, it can cause blockage of
the nozzle.

Throttle Valve:
It controls the mixture of charge (air+fuel) supplied to the engine cylinder. The
driver opens the throttle valve by pressing the accelerator.

Venturi:
The venturi is the gradually decreasing cross-sectional hollow tube. It helps to
decrease the air pressure of the chamber. For which fuel comes out from the fuel
pipe.

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Components of Simple
Carburation systems
Metering system:
The metering system controls the flow of fuel into the nozzle. It is responsible to
form a correct mixture of air-fuel.
It consists of three main parts:
1. Metering orifice and
2. Fuel discharge nozzle
3. The passage leading to the idling system
When the air passes through venturi, it generates a low-pressure field across the
throat. Due to this pressure difference, fuel is discharged into the air stream. The
quantity of fuel is control by the metering orifice and discharge hole at the exit of
the fuel discharge nozzle.
Idling system:
The idling system consists of passage directly from the float chamber to the main
tube near throttle. Due to low throttle opening vacuum is created near throttle which
suck the fuel from idling port. It provides a rich mixture during idling and at low
speed. It works during idling or when the throttle is open below 15-20%.

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Components of Simple
Carburation systems
Float Chamber:
The float chamber serves as a storage tank of fuel for a continuous supply of fuel. It
contains a float valve that maintains the level of fuel in the float chamber. When the
level of fuel decreases in the float chamber the float moves downward, which
opens the fuel supply valve and allows the flow of fuel into the float chamber.
Mixing Chamber:
In the mixing chamber (below throttle valve) , the mixture of air + fuel occurred.
And then supplied to the engine cylinder.
Idle and Transfer port:
In addition to the main nozzle in the venturi portion of the carburetor, two other
nozzles, or ports, deliver fuel to the engine cylinder.
Choke valve:
This valve normally is in open condition, but when we need a rich mixture of air-fuel
this valve is closed the inlet of the air within the chamber. In the winter season when
the engine is not starting we use this valve to get supply rich air-fuel mixture to the
engine cylinder.
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Three stage process of mixing
in carburetor

(1) Breaking up the liquid into fine droplets, or atomising it, to assist
evaporation.
(2)Vaporization, where atomized fuel particles change its state from
liquid to gas.
(3) Distributing the evaporating fuel uniformly into the air flow to form
a homogeneous mixture, preferably before it enters the cylinders,
though in some circumstances, this process may be completed within
them.

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Weaknesses of simple
carburetor
• At low loads the mixture becomes leaner; the engine requires the mixture to be
enriched at low loads.
• At intermediate loads, the mixture equivalence ratio increases slightly as the
air flow increases. The engine requires an almost constant equivalence ratio.
• As the air flow approaches the maximum wide open‐throttle value, the
equivalence ratio remains essentially constant. However, the mixture
equivalence ratio should increase to 1.1 or greater to provide maximum engine
power.
• The simple carburetor cannot compensate for transient phenomena in the
intake manifold. Nor can enrich the mixture during engine starting and
warm‐up.
• The simple carburetor can not adjust to changes in ambient air density (due
primarily to changes in altitude).

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Advanced Carburation
system
Most internal combustion engines introduced during the 1880s were for industrial
applications running mainly at constant speed, so the earliest carburettors tended to
be very simple.
Much more accurate matching of the fuel supply to the requirements dictated by
continuously-varying loads and speeds were necessary for automotive applications.

1. Cold Starting 1. Max Power 1. cruising

2. idling
3. acceleration

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Fig.: Position of carburetor in actual bike engine

https://www.youtube.com/watch?v=0VDIV-A-Y7A
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Advantages and
disadvantages of carburetor
Advantages
1. Carburetor parts are not as expensive
as that of fuel injectors.
2. With the use of a carburetor, you get
more air and fuel mixture.
3. In terms of a road test, carburetors
have more power and precision.
4. Carburetors are not restricted by the
amount of gas pumped from the fuel
tank which means that cylinders may
pull more fuel through the carburetor
that would lead to the denser mixture in
the chamber and greater power as well
Disadvantages
1. At very low speed, the mixture
supplied by a carburetor is so weak that,
it will not ignite properly and for its
enrichment, at such conditions, some
arrangement in the carburetor is required.
2. The working of a carburetor is affected
by changes in atmospheric pressure.
3. More fuels are consumed since
carburetors are heavier than fuel injectors.
4. More air emissions than fuel injectors.
5. The maintenance costs of a carburetor
are higher than the fuel injection system
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FUEL INJECTION IN THE
SPARK IGNITION
ENGINE

BITS Pilani, Deemed to be University under Section 3 of UGC Act, 1956

Merits of Fuel Injection in
the SI Engine
• Absence of Venturi – Better control,
• Better Acceleration Response
• Fuel Atomization Generally Improved
• Lower emission possible
• Hot Spots for Preheating cold air eliminated/Denser air enters
• Precise Fuel Distribution Between Cylinders

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Type of fuel injection in SI
engine

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Indirect Injection

• Also Called Manifold Injection or Single Point Injection (SPI)

or Throttle Body Injection (TBI)
• Injector Usually Upstream From Throttle (Air Intake Side)
• Pressures are Low – 2 to 6 Bar.
• Cost Would be Low
• Has Same Air and Fuel Mixing and Distribution Problems
as Carburetor but Without Venturi Restriction so Gives
Higher Engine Volumetric Efficiency
• Higher Injection Pressures Compared to Carburetion – Speeds
up Atomization of Liquid Fuel

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Port Injection

• Also Called Port Injection or Indirect Multipoint Injection

(IMPI) or Simply Multi-point Injection (MPI)
• Injectors Positioned in Each Induction Manifold Branch Just in
Front of Inlet Port
• Injection at Low Pressure (2-6 Bar)
• Need Not Be Synchronized With Engine Induction Cycle
(continuous injection)
• Need Not Be Timed – Requires Low Discharge Pressures –
Injectors Not Exposed to Combustion Products so
Complexity Reduced – Less Cost
• https://www.youtube.com/watch?v=jAqC0qxIiL8

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Port Injection

Fig.: Single point fuel injection principle Fig.: Multipoint fuel injection princip

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Direct Cylinder Injection

• Also Called Direct Multi-point Injection (DMPI) or Gasoline

Direct Injection (GDI)
• Injection May be During Intake or Compression Process
• Increased Turbulence Required
• To Compensate For Shorter Permitted Time For
Injection/Atomization/Mixing Injection Pressure Must Be
Higher
• Injector Nozzle Must Be Designed For Higher Pressure and
Temperature So Must Be More Robust and Will Be Costlier
Than Other Types
• https://www.youtube.com/watch?v=LjJSbHxIvnM

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Methods of Discharging
Fuel Into Air
1. CONTINUOUS INJECTION
Injector Nozzle and Valve are Permanently Open While Engine is Operating.
Amount of Fuel Discharged as a Spray is Controlled by
a. Varying Metering Orifice, or
b. Varying Fuel Discharge Pressure, or
c. Both
2. INTERMITTENT OR PULSED INJECTION
Fuel is Sprayed at Regular Intervals With Constant Fuel Discharge Pressure
Amount of Fuel Discharged is Controlled By the Time Period the Injector Nozzle Valve
is Open

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Injection Timing in MPI

1. Timed Injection
Start of Fuel Delivery For Each Cylinder Occurs at the Same
Angular Point in Engine Cycle – e.g. 60 or 90 Deg. ATDC of
Induction Stroke of Each Cylinder.
2. Non-timed Injection
All Injectors Programmed to Discharge Fuel at Same Time. Each
Piston Will be on a Different Part of the Cycle

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Controlling Parameters to
Sense

1. Pressure in manifold
2. Engine Speed
3. Throttle Position
4. Air Temperature
5. Coolant Temperature
6. Altitude
7. Fuel pump
8. Exhaust Oxygen Concentration
9. EGR solenoid

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Operation

ECU Electronic control unit. This contains a computer which takes information from sensors and
controls the amount of fuel injected by operating the injectors for just the right amount of
time
Air flow A sensor used to tell the ECU how much air is being drawn into the engine
meter
MAP Sensor Manifold absolute pressure sensor. This senses the pressure in the engine’s inlet
manifold as an indication of the load the engine is working under
Speed sensor Engine speed is often sensed by a sensor on the front pulley or the engine flywheel
Temperature Coolant temperature is used to determine if more fuel is needed when cold. Much like the
sensor operation of the choke on carburation engines
Lambda A sensor which can tell how much oxygen is in the exhaust. This is an indication of the fuel
sensor mixture strength which can then be kept exactly right by the ECU (14.7:1)
Fuel pump A simple device to supply fuel under pressure to the injectors. It is electrically operated and
in some cases fitted inside the fuel tank

Fuel pump>Fuel Accumulator> Fuel Filter> Primary Pressure

Regulator> Non-return Valve> Fuel Injection Valve
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Operation

• Injection System Must Sense Changes to Influencing

Parameters
• Pass Information to a Coordinating System (Microprocessor or
Computer)
• Which In Turn Integrates Individual Signals and Interprets
Fuel Requirements
• Then Signals Injector to Open and Close
• Needs are Transmitted by Mechanical, Hydraulic or Electrical
Means to Pumping and Metering Devices Which Supply
Correct Quantity of Fuel to the Appropriate Injector
• https://www.youtube.com/watch?v=V5OG-k5tG8Q

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Petrol injector

Fig.: The Lucas D-Series injector, alternative

nozzles, for delivering single, twin or three sprays,
can be fitted in the nozzle holder

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 Petrol injector

 An electric pulse triggered by the CPU energises the

solenoid.
 When the magnetic force has built up to a value
exceeding that exerted by the return spring plus the
hydraulic pressure, the armature is lifted from the
seating ring around the valve port until it is stopped
by the shim above,
 When the solenoid circuit is broken, the current
decays until the spring

Fig.: The upper line shows the

theoretically perfect delivery
characteristic, and the lower
one the same but offset due to
inertia and consequent lag in
delivery following the
electronic triggering signal 36
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