MEng4202

IC Engines and Reciprocating Machines

Arba Minch University

Arba Minch Institute of Technology

1
FMPE
 CHAPTER 4

FUEL FOR IC ENGINES

 SI Engine Fuels
 CI Engine Fuels
 Carburetion
 Fuel Injection System

2
 FUELS
Fuel - solid, liquid or gaseous

Chemical fuel - releases heat energy on combustion

Principal combustible elements of any fuel

carbon

hydrogen

Presence sulphur in the fuel is considered to be undesirable

[formation of H2SO4 and emission of oxide of sulphur]

Primary fuels are available naturally(Coal, Wood etc.)

Secondary fuels are processed and prepared by us(Petrol, Diesel, kerosene etc.)
 … Fuels

Types of fuel Natural Prepared (Secondary)

(Primary)
Solid Wood, Peat Coke, Charcoal, Briquettes
Lignite coal

Liquid Petroleum Gasoline, Kerosene, Alcohol, Benzoyl

Gaseous Natural gas Petroleum gas, Producer gas, Coal gas, Coke-oven gas, Blast
furnace gas, Carbureted gas, Sewer gas

The properties and the character of the fuel influence

the design, power output, efficiency, fuel consumption, the reliability and durability of the engine
 … Fuels
Crude oil
first discovered in Pennsylvania in 1859
made up almost entirely of carbon and hydrogen [with some traces of other species]

e.g.

Methane [CH4] Propane [C3H8] Butane [C4H10]

It varies from 83% to 87% carbon and 11% to 14% hydrogen by weight
e.g. One sample identified over 25,000 different HC components

Crude oil is separated into component products by cracking and/or distillation

Cracking - the process of breaking large molecular components into more useful components of smaller molecular weight
 … Fuels
The component mixture of the refining process is used for many products, including:

 Automobile gasoline
 Diesel fuel
 Aircraft gasoline
 Jet fuel
 Home heating fuel
 Industrial heating fuel
 Natural gas
 Lubrication oil
 Alcohol
 Rubber
 Paint
 Plastics
 Explosives
 … Fuels
Desirable properties of good IC Engines Fuels
• High energy density (kJ/kg)
• Good combustion qualities
• High thermal stability
• Low toxicity
• Low pollution
• Easy transportation/transferability and storage
• Compatibility with the engine hardware
• Good fire safety
• Low deposit forming tendency
• Economically viable in very large quantities
• Easy mixing with air and low latent heat of evaporation
• No chemical reaction with engine components
 SI ENGINE FUELS

Gasoline is the major fuel used for S.I. engines, a mixture of various hydrocarbons
(such as paraffin, olefin, napthene, and aromatics)
The composition depends on
the source of crude oil
the nature of refining process
 … SI Engine Fuels
REQUIREMENTS OF AN IDEAL GASOLINE
• High calorific value
CV of diesel = 44,800 kJ/kg
CV of gasoline= 47,300 kJ/kg

• Knock resistance
• Easy to handle
• Easy availability at reasonable cost
• Quick evaporation
• Clean burning and no deposition of the residue
• No pre-ignition
• No tendency to decrease the volumetric efficiency of engine
 … SI Engine Fuels

MISCELLANEOUS PROPERTIES OF S.I. ENGINE FUEL

Gum content - a solid oxidation product
a tendency to deposit gum
causes sticking of valves and plugging of fuel passages
gum formation is reduced by adding inhibitors (special chemicals)
oxidised gasoline shows loss of anti-knock quality
Sulphur content
lead to the formation of sulphuric acid in the presence of moisture.
sulphuric acid has corrosive effect on engine parts
 … SI Engine Fuels

Tetra-ethyl lead
deposits on cylinder walls, spark plug and valves etc.
lead to the corrosion of the parts

These troubles are minimised by adding ethylene-di-bromide (C2H4Br2)

Lead in vapour form [exhaust gas] causes health hazards
Lead poisoning affects skin and lungs

Octane number (ON)

This property describes how well would the fuel will or will not self-ignite
This is a numerical scale
generated by the self-ignition characteristics of the fuels in relation to that of a standard fuels

Common octane numbers for gasoline fuels used in automobiles - 87 to 95

higher values for special high-performance and racing engines
 … SI Engine Fuels
THE STANDARD REFERENCE FUELS
Iso-octane
has very high resistance to knock [is given an octane number of 100]

Normal heptane
very prone to knock [is given an octane number of zero]

Blends of these reference fuels define

the knock resistance of intermediate octane numbers

Knocking, in an internal-combustion engine, sharp sounds caused by

premature combustion of part of the compressed air-fuel mixture in the
cylinder.
 CI ENGINE FUELS
DIESEL FUEL
obtainable over a large range of molecular weights and physical properties

Diesel fuels for I.C. engines can be broadly classified into two extreme categories
Light diesel fuel [C12.3H22.2]
molecular weight 170 approx.
less viscous and easier to pump
will generally inject into smaller droplets
expensive
Heavy diesel fuel [C14.6H24.8]
molecular weight 200 approx.
generally used in larger engines
higher injection pressures and heated intake systems
 … CI Engine Fuels
Cetane Number (CN)
IGNITION DELAY- time between instant of injection and instant of ignition

CN is a measure of its ignition quality

CN shows the influence the diesel fuel has in the ignition delay
Higher the cetane rating of the fuel lesser is the tendency of diesel knock

Normal cetane number range for diesel fuel is about 40 to 60

 ALTERNATE FUELS

Why Alternate Fuel?

• Rising fuel prices
• Growing energy demand
• Concerns over global warming
• Concerns over domestic energy security
• Depleting sources
• Increasing dependency on foreign oil imports and price fluctuations
• Need for costly emissions controls
 … Alternate Fuels

Types of alternate fuels for IC Engines

Liquid fuels
Alcohols
e.g. methanol , ethanol
Vegetable Oils
e.g. rape seed oil, sunflower oil, jatropha oil
Gaseous fuels
Hydrogen
Biogas
 … Alternate Fuels- ALCOHOLS
Methanol [methyl alcohol] and ethanol [ethyl alcohol] – most promising IC engine fuels

Advantages of alcohol
Can be obtained from a number of sources, both natural and manufactured.
High octane fuel with octane number of over 100
High flame speed
Higher compression ratios can be used [octane number is high]

Less overall emissions when compared with gasoline

When burned, it forms more moles of exhaust
which gives higher pressure and more power in the expansion stroke
Has high evaporative cooling (hfg)
Results in a cooler intake process and compression stroke
Volumetric efficiency is high of the engine
Reduces the required work input in the compression stroke
Low sulphur content
 … Alternate Fuels- ALCOHOLS
The disadvantages of alcohol fuels
Low energy content of the fuel
to give the same energy input to a gasoline engine almost twice as much alcohol must be burned

With equal thermal efficiency and similar engine output usage

twice as much fuel would have to be purchased
the distance which could be driven with a given fuel tank volume would be cut in half

Larger storage capacity is required in the distribution system

More aldehyde emissions
Highly corrosive than gasoline
Poor cold weather starting characteristics [due to low vapour pressure and evaporation]

Often a small amount of gasoline is added to alcohol

 … Alternate Fuels- ALCOHOLS
Methods to use alcohols in I.C engines
S.I Engines
Alcohols could be directly used in SI engines
CI Engines
Blending about 10 to 20% with diesel
Using dual fuel mode of operation
Used to make biodiesel
Blending with Gasoline
Alcohols easily mix with gasoline
The blends can be used in the existing SI engines without modifications
Blending improves physical properties including volatility
improved brake thermal efficiency
reduced exhaust emissions
the maximum quantity of alcohol that can be blended is limited
[by the presence of water in alcohol]
 … Alternate Fuels- ALCOHOLS

Methods to use alcohols in I.C engines

S.I Engines
Alcohols could be directly used in SI engines
CI Engines
Blending about 10 to 20% with diesel
Using dual fuel mode of operation
Used to make biodiesel
 … Alternate Fuels – DUAL FUEL
A primary fuel with a [high octane number] is inducted
along with air through the intake manifold

The mixture is compressed to a temperature below its self ignition point

A pilot fuel [with a high cetane number] is injected through the standard injection system
This self ignites and initiates the combustion of the primary fuel air mixture

Primary fuel
1.Gasoline
2.Methanol or Ethanol
3.Hydrogen
4.LPG, CNG, Biogas
Pilot fuel
1.Diesel
2.Vegetable oil
 … Alternate Fuels – VEGETABLE OIL
Biodiesel - the mono alkyl esters of fatty acids derived from vegetable oils or animal fats
sodium or potassium hydroxide is used as catalyst in the reaction
The process is called ‘transesterification ‘
Advantages of Vegetable oils
Easily handled liquid fuels and safe to use
Properties are very close to that of diesel
Can be obtained from renewable sources
Can be blended with diesel and alcohol
Can be produced at the consumption points
Drawbacks
Highly Viscous
Difficult to be handled by the FIS

Gum Formation
More smoke and Particulate emissions
 … Alternate Fuels – VEGETABLE OIL

Preparation of Vegetable Oil Fuel

1. Transesterification
is the process of converting the triglycerides of vegetable oils to their monoesters by reacting them with alcohols in
the presence of a catalyst
2. Emulsion
is mixing of two immiscible fluids, formed by using an emulsifier called surfactant to form a homogeneous phase
Easy process
No by products
Simultaneous reduction of NO and smoke
CARBURETION

The process of formation of combustible air-fuel mixture, by mixing correct

amount of fuel and air in a device called carburetor, before it enters the engine cylinder.

Purpose:
The carburetor is a device, which atomizing, vaporizing the fuel and mixing it
with air, in proper proportion for efficient combustion, to suit different engine operating
conditions.

Vaporization is a change of liquid fluid in to vapor. Atomization is a mechanical

breaking up of the liquid fuel into many fine droplets.
FACTORS AFFECTING CARBURETION

1. Carburetor Design
has influence on distribution of air-fuel mixture to cylinders.
2. Ambient Air condition
Ambient pressure and temperature influence the efficiency of carburetion. Higher ambient
temperature increases the vaporization rate of fuel forming a homogeneous mixture.
3. Fuel Characteristics
Evaporation characteristics is critical for carburetion; presence of volatile HC also is
important for quick evaporation.
4. Engine Speed and Load
At higher engine speed, the carburetion time is less causing strain on carburetor to deliver
uniform mixture in a short time; thus provision of venturi has to be such that the carburetion
is done efficiently at higher pressure drops
Higher loads will demand richer mixture and lower load leaner mixtures
TYPES OF AIR-FUEL MIXTURES
1. Chemically Correct Mixture
Stoichiometric or balanced chemical mixture in which air is provided to completely burn the fuel;
• Ideally, the ratio should be 14.7:1.

2. Rich Mixture
Fuel is in excess of what is required to burn the fuel completely. The excess air factor is less than unity.
• Mixture strengths from 6:1 (rich)

3. Lean Mixture
Air is in excess of what is required to burn the fuel completely. The excess air factor is greater than
unity.
• Mixture strengths from 20:1 (lean)

For example, for a gasoline engine, an AFR of 16.5:1 is lean and 13.7:1 is rich.
Mixture Requirements at Different Engine Conditions

The air fuel ratio affects the power output and brake
specific fuel consumption of the engine as shown in the
Figure.
Mixture Requirements at Different Engine Conditions
(Contd.)
• The mixture corresponding to maximum output on the curve is
called best power A/F mixture, which is richer than the
stoichiometric mixture.
• The mixture corresponding to maximum BSFC on the curve is
called best economy mixture, which is leaner than the
stoichiometric mixture.
• The actual A/F ratio requirement for an automotive carburetor
falls in 3 ranges:
 Idling (rich)
 Cruising (lean)
 High Power (rich)
 Idling Range (1-2)
• During idling engine operates at no load and closed throttle.
• The engine requires rich mixture for starting at idling.
• Rich mixture is required to compensate for the charge dilution due to exhaust gases from the combustion
chamber.
• Also, the amount of fresh charge admitted is less due to smaller throttle opening.
• Exhaust gas dilution prevents efficient combustion by reducing the contact between the fuel and air
particles.
• Rich mixture improves the contact of fuel and air by providing efficient combustion at idling conditions.
• As the throttle opened further the exhaust gas dilution reduces and the mixture requirement shifts to the
leaner side.
Cruising Range (2-3)
• Focus is on fuel economy.
• No exhaust gas dilution.
• Carburetor has to give best economy mixture i.e.. Lean mixture.

High Power Range (3-4)

• As high power is required, additional fuel has to be supplied to achieve rich mixture in this range.
• Rich mixture also prevents overheating by reducing the flame temperature and cylinder temperature.
• Principle of Operation of Simple Carburettor
Principle of Operation of Simple Carburettor
• The carburettor works on Bernoulli's principle: the faster air moves, the lower its static pressure, and
the higher its dynamic pressure.
• The throttle (accelerator) linkage does not directly control the flow of liquid fuel. Instead, it actuates
carburettor mechanisms which meter the flow of air being pulled into the engine. The speed of this flow,
and therefore its pressure, determines the amount of fuel drawn into the airstream.
• A simple carburetor consists of a float chamber, fuel discharge nozzle, a metering orifice, a venturi, a
throttle valve and choke.
• The float and needle valve maintain the fuel level
• Fuel strainer is used to trap debris from the fuel and prevent choking of the fuel nozzle. It is removed
periodically for cleaning.
• During suction stroke air is drawn through the venturi.
• Venturi accelerates the air causing a pressure drop.
Principle of Operation of Simple Carburettor
• This pressure drop provides vacuum necessary to meter the air-fuel mixture to the engine manifold.
• Fuel is fed to the fuel discharge nozzle, the tip of which is located at the throat of the venturi
• Pressure drop is proportional to the throttle opening or load on the engine.
• Throttle valve achieves governing of SI engine by varying the A/F ratio. It is a butterfly valve located
after the venturi tube. When the load is less, the throttle is in near closed position and if the load is high
throttle is fully opened.
• The choke valve is located between the entrance and venturi throat. It is also of butterfly type. When
choke is partly closed, a large pressure drop occurs at the venturi throat, which provides a rich mixture
by induction of large amount of fuel as required during idling or high load conditions. Choke valves are
spring loaded to prevent excessive choking.
• Simple carburettor has the drawback of providing rich mixture with increasing throttle opening.
 Complete Carburetor:
Additional systems used with simple carburetor can help the engine to operate at all conditions, which are given
below,
(i) Main metering system:
-provide constant fuel-air ratio at wide range of speeds and loads.
-mainly based upon the best economy at full throttle (A/F ratio about 14.7:1) The different metering
systems are,
• Compensating jet device:-
• The purpose of this is to make the mixture leaner as
the throttle opens progressively.
• An additional jet called compensating jet is provided
with the main jet.
• This jet is also connected to the fuel well and the fuel
is metered through compensating orifice.
• As the throttle opening increases the main jet makes
the mixture richer by adding more fuel.
• The compensating jet makes the mixture leaner
proportionately. The total mixture will make A/F ratio
constant.
• When the main jet is lean, compensating jet is rich.
• Back suction control or pressure reduction method:

• In this device, the top of the fuel chamber is

connected to air entry by means of a large vent
line fitted with a control valve.
• The second line connects the fuel float chamber
to venturi throat via a metering orifice.
• When the control valve is opened, the pressure
in float chamber is p1 and the throat pressure is
p2 which is lower than p1. This causes the fuel
to flow. When the valve is closed, there is no
difference in pressure and hence no fuel flow.
• Thus the control valve achieves the desired air
fuel ratio during part load operation.
  Air Bleed Jet

• It contains an air bleed to the main nozzle.

• Air flow through the bleed passage is restricted
by orifice.
• When engine is not operating the bleed passage
is filled with fuel.
• When the engine starts the fuel from the bleed
passage is displaced by air flow from the orifice.
• The air and fuel form an emulsion at the tip of
the bleed passage.
• This causes faster delivery of fuel due to low
viscosity and fuel discharged rises.
• Thus uniform mixture ratio is supplied.
• Auxiliary valve carburetor:
-Valve spring of auxiliary valve lift the valve during increase
of engine load which increases the vacuum at venture
-Allows more admittance more additional air and the
mixture is not over rich

• Auxiliary port carburetor:

-opening of butterfly allows more air inductance which
decreases quantity of fuel drawn -used in aircraft carburetors
(ii) Idling system:
 For providing rich mixture during idling, an idling adjustment is provided. It has an idling passage and idling port.
 Normal venturi depression is not sufficient to provide rich mixture due to lower throttle opening. But this low
pressure causes fuel rice in idling passage and it is discharged through idling port downstream of the throttle valve.
 The idling air bleed sucks some air for mixing with the idling fuel and vaporizes the mixture. The additional fuel-
air supply makes the mixture rich for idling.
(iii) Choke:
-Rich mixture is required during cold starting period, at low cranking speed and before the engine
warmed up condition
-butterfly type valve or choke is used between the entrance to the carburetor and venture throat to meet
the requirement
-spring loaded by-pass choke is used in higher speeds
 C.I. Engine Fuel Supply System Requirements

• Effective fuel filtration.

• It must pressurize the fuel to the required extent so that it
can be injected into the engine. Fuel must spray in the form
of fine jet.
• The jet must disintegrate into number of droplets of different
sings
• A jet must penetrate to the farther end of the combustion.
• It must disperse well in the air mass
• Meter a measure exact quantity of fuel injected.
• Timed fuel injection.
• Properly distribution of fuel in combustion chambers.
 Types of Diesel Engine Fuel Injection System
• There are two different methods of fuel injection, air injection and mechanical injection.
• In the air injection system, a blast of air from an external source forces a measured amount of fuel,
forced into the cylinder by hydraulic pressure on the fuel.

In the automatic engines four basic types of mechanical fuel injection systems are used.
a) Common rail system.
b) Pump controlled (or jerk pump) system.
c) Unit injection system.
d) Distributor system.
e) In line injection
 A) Common rail system
COMMON RAIL DIESEL INJECTION SYSTEM (CRDi)

• The common rail system consists of a high pressure pump, which

distributes fuel to a common rail or header to which each injector is
connected by tubing.

• High pressure is maintained in a rail from which fuel is supplied to the

injectors.

• Flexible control of injection pressure independent of speed & load

(25 to 180 MPa).

• Fuel metering and timing is control by ECU.

• Noise reduction & Lower NOx .

Advantages
I. This system is simple & easy to maintenance.
II. It can control fuel supply as per load & speed of engine.
III. It has only one pump needed for a multi-cylinder engine.

Disadvantages
I. System needs accurate design .
II. There is a chance of developing leakage at the valve seat.
III. Injection pressure used are in range of 200 – 300 bar pressure.
Common rail system
 B) 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. Suitable tubing makes connection to the injector.

• Reciprocating fuel pump is used to meter and set the injection

pressure of the fuel

• Heavy gear arrangements which gives jerking noise, hence

name is given is jerk pump

• Jerk pump is used for medium and high speed diesel engines
 c) 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 camshaft.

• In a unit injector, the device is usually lubricated and cooled by the fuel
itself.
 d) Distributor systems
• In distributor-type fuel-injection pumps system two or more
plungers serve all the cylinders of the engine, and the fuel is
injected to each cylinder in turn by a distributor.
• Two main types of pump in use are the rotary and axial plunger
distributor pumps.
• Rotary types distributor pump are those in which the plungers
reciprocate in the head of the distributor rotor while revolving
around its axis,.
• Whereas in the axial plunger type distributor pump, the
pumping plunger is coaxial with the drive shaft and, rotating
with it, serves also as the distributor
 E) In-Line Fuel Injection System
• The function of a inline fuel injection system is to deliver the proper
quantity of fuel into the engine cylinders at the correct time.

• It consists of fuel tank, transfer pump, filters, fuel injection pump, high-
pressure line, by pass line and leak of line.

• During engine operation ,the fuel pump draws fuel from the tank and it
can transfer to the fuel injection pump through fuel filters. The fuel
injections pump supplies the fuel under high pressure via fuel injection
lines to fuel injectors.

• The injector injects the fuel in the form of fine droplet into the engine
cylinders. The excess fuel is by-passed to the intake side of the fuel
transfer pump.

• The leak of fuel that passes through the closed controlled clearance of the
fuel injector components to lubricate the nozzle valve. It can returns
through leak of pipe to the secondary fuel filter or to the fuel tank.
In-Line Fuel Injection System
 Fuel Injection Pump
The function of the fuel injection pump are:

1. It can supply the exact quantity of fuel in to the engine

cylinder, through the injection nozzle, to produce the desired power.
2. It must start the injection at the proper engine crank angle, at
the end of the compression stroke

The fuel injection pump are divided into two types.

i. Constant stroke pump:

This means that the length of the pump stroke will be same regardless
of the load on the engine.
ii. Variable stroke pump:
The stroke length being varied as the load on the engine varies.
 Construction
• It consists of a plunger, a barrel, delivery valve and a seat.

• The plunger is accurately fitted in the barrel; it can provide

a seal without special packing, even at high pressure and
low speed.

• The plunger has a helical cut located just below its top. This
helical cut is connected to the top or upper end by a narrow
passage.

• The barrel has the two opposing radial holes through which
the fuel reaches the delivery chamber of the barrel.
 Operation
• When the plunger is at the bottom dead center lower position, this space
above the plunger and the helical cut around the plunger would be filled
with the fuel through the intake ports of the barrel.

• The fuel being brought to the injection pump either by the gravity or small
transfer pumps. As the cam forces the plunger upward, a certain amount
of fuel push back through the spill ports, until the top end or upper end of
the plunger has closed the both ports.
• The fuel above the plunger will be forced into the injection line through
delivery valve.

• Fuel injection continues until the upward movement of the plunger causes
the upper edge of the helical cut to uncover the spill So that the helical cut
cover the spill port, it can allows the remaining fuel in the pump barrel to
escape and fuel back to intake side of the pump, and injection stop.

• The length of the injection period determines the amount of fuel that will
be injected into the cylinder and also that the length of the injection
period depends on the length of time that the spill port covered by the
pump plunger helical groove at any given speed.
Positions of injection pump plunger at
various operating condition
• When the engine is heavily loaded the injection period will
have to be of maximum length to provide the proper amount
of fuel to carry the load and the intake port will have to be
kept covered for the maximum length of time.
• When the load is reduced the amount of fuel must also be
reduced. This is accomplished by shortening the injection
period by slightly rotating the entire pump plunger and
shifting the helical cut around so that the intake port is
uncovered earlier as the plunger moves upward.
• To stop the engine, the plunger is rotated so that the vertical
passage between the plunger top and the helical groove is
inline with the intake port. In these position as the plunger
moves up the fuel in the pump barrel bypasses back to the
intake side of the fuel system
• This stops the delivery of the any fuel to the injector nozzles
and thereby stop the engine. The pump plungers are rotated
by means of segments on each plunger. This segment
engages a toothed rack which in turn is connected to a
governor or throttles.
 Fuel Injector
• The function of fuel injector is to measure the
amount of fuel under the high delivery pressure
from the injection and to spray this fuel in the form
of fine droplets into the combustion chamber.

• The fuel injector must to securely held to the

cylinder head, with leak-proof and suitable
provision should be made for water or air cooling
the nozzle, according to the types of engine.
 Type of fuel injectors

(a) Open type injectors

Open types injectors are designed without a shut-
off device between the delivery pipe and the orifices
of the spray nozzle.
(b) Closed type injectors
Closed type injectors consist of a spring-loaded
needle valve injector and their nozzle are operated
hydraulically controlled ones.
 Nozzle
• The nozzle is the most important element of a
injector.

• The nozzle consists of two parts, the nozzle

body and nozzle needle. The nozzle needle takes
the form of plunger, accurately lapped fit into
nozzle body

• Nozzle body is being necessary to ensure that

the needle is accurately guided on to its seat.
Fuel is fed to the mouth of the nozzle through
small holes drilled.
 Type of Fuel Injection Nozzle
According to the shape of the nozzle

a) Single hole nozzle

b) Multi hole nozzle
c) Pintle nozzle
d) Pintaux nozzle
 a) Single hole nozzle
• The single nozzle has one hole drilled centrally or
at an angle to the centerline of the nozzle body,
which is closed by the nozzle needle. The diameter
of hole may from 0.2mm upwards. Single hole
nozzle used in open combustion chamber. A single
hole nozzle will give a greater depth of
penetration

The disadvantages of the single hole nozzle are,

1. The spray angle is very narrow around 150. It

does not facilitate good mixing with low
velocity air.

2. Single hole nozzle has a tendency to dribble.

3. Single hole in the body may be clogged by carbon

or other impurities. This lead to malfunction of
the particular cylinder result in reduction in
engine power and difficult to start the engine.
 b) Multi hole nozzle

• The multi hole nozzle has two

or more orifice, which are
straight round holes through
the tip of the nozzle body,
below the needle seat.

• The spray pattern of this nozzle

depending upon the number
and arrangement of holes.
 c) Pintle nozzle

• The pintle type nozzle carries an

extension on the lower end, in the
form on a pin called a pintle.

• The injected fuel to pass through a

round orifice to produce a hollow-
cone shape spray.

• The projection of the pintle through

the nozzle induces a self-cleaning
effect. There by reducing the
accumulation of carbon at that point.
 d) Pintaux nozzle

• The pintaux nozzle was designed mainly to

assist in cold starting without aid of heater
plug.
• The pintaux nozzle is a development of the
pintle type, having an auxiliary spray hole to
assist easy starting under cold conditions.
• At the time of engine starting speed is low, so
that the needle valve is not lifted sufficiently
to open the pintle hole and the fuel is
discharged through the auxiliary hole.
• During normal running speed of engine,
pressure in the fuel system are higher, the
needle valve is lifted to open the pintle hole,
and allowing the bulk of the fuel to be
discharged through it.
 Pilot injection
• Small amount of fuel will be injected during delay
period before the injection of major amount of fuel is
called pilot injection.
• The purpose of the pilot injection is to reduce the
ignition delay.
• The aim of the pilot injection is to inject a small
quantity of well atomized fuel into the combustion
chamber in advance of the main fuel injection.
• The injected fuel from the pilot is burn and raises the
temperature of air in the combustion chamber. This
temperature reduces the delay of ignition.
 INTRODUCTION TO EFI

GDi System
 FUEL INJECTION SYSTEMS

EFI systems use the powertrain control module (PCM) to control the operation of fuel injectors
Components of EFI system:
• Electric fuel pump (usually located inside the fuel tank)
• Fuel-pump relay (usually controlled by the computer)
• Fuel-pressure regulator (mechanically operated spring-loaded rubber diaphragm maintains proper fuel pressure)
• Fuel-injector nozzle or nozzles
 INDIRECT FUEL INJECTION
Two ways in which injection into the induction manifold is performed
• Single-point injection (throttle body injection): single injector sprays fuel into the region of the throttle butterfly
TBFI was an electromechanical replacement for the carburettor
They deliver fuel at the correct average flow rate for any given mass air flow
Mixing of the fuel and air and distribution to the individual cylinders takes place in the intake manifold system
• Multi-point injection : an injector for each cylinder sprays fuel near to the inlet valve

single-point injection multi-point injection

 Single-point injection/ Throttle Body Injection
…Indirect Fuel Injection
Uses Single injector
Sprays petrol into the induction manifold in the region of the throttle butterfly valve
In accordance with controlling actions from the engine computer
the air velocity helps to mix the fuel spray with the air
Engine operating at full or part load
the injector sprays fuel during each induction stroke
Engine idling
the injector operates once per revolution of the crankshaft

Fuel pressure regulator maintains a constant fuel pressure at the injector valve
Injector valve is operated by the solenoid
Valve operation duration determines the amount of fuel injected [@ 1.5 ms at low engine load -up to @10 ms for full engine load]
The throttle valve motor is operational during starting, coasting, when shutting down the engine, and when the engine is idling
 Multi-point injection / Multi-port injection …Indirect Fuel Injection
These systems normally use a fuel gallery
The fuel pipes of all the injectors are connected to the gallery
Each injector is connected to this gallery by a separate pipe
The pressure in this gallery is controlled by the fuel pressure regulator
Pressure Regulator

Fuel pump delivers more fuel than is required for injection

The excess pressure causes fuel to return to the fuel tank via the regulator valve
inlet manifold pressure (vacuum) and spring regulates fuel pressure
Pressure Regulator
High manifold vacuum [Raised diaphragm] - lowers the fuel pressure
this permits a low pressure of @ 1.8 bar
Low vacuum [Lowered diaphragm] (wider throttle opening) - gives a high fuel pressure of @ 2.5 bar
 …Indirect Fuel Injection

Single-point injection/ Throttle Body Injection Multi-point injection / Multi-port injection

FUEL INJECTION SYSTEMS
Port injection systems use one of three ways to trigger the injectors:
…Fuel Injection Systems
i. Independent [Sequential]
ii. Grouped
iii. Simultaneous

i. Independent (Sequential) Injection - Fuel is injected independently for each cylinder

Once for every two crankshaft rotations [i.e. every cycle]
Just before the intake valve opens.

Fires according to engine firing order

Most accurate and desirable method
Most complex and expensive
Injectors are timed and pulsed individually
Mixture is never static in the intake manifold
Mixture adjustments can be made almost instantaneously between the firing of two injectors
 …Fuel Injection Systems
ii. GROUPED [Gang Fired] Injection
Injectors are divided into equalized groups
The groups fire alternately
Each group fires once each crankshaft revolution, or twice per four-stroke cycle
The fuel injected remains near the intake valve
Enters the engine when the valve opens

iii. Simultaneous Injection

All of the injectors are fired at the same time
once every engine revolution: two pulses per four-stroke cycle
Common in 4 cylinder engines with port fuel-injection
Can be reprogrammed easily
It can make relatively quick adjustments in the air–fuel ratio
Requires the intake charge to wait in the manifold for varying lengths of time