Fuel Injected Petrol Engines

I.C Engines
 Conventional Engines
Gasoline engines work by sucking a mixture of gasoline
and air into a cylinder, compressing it with a piston, and
igniting it with a spark; the resulting explosion drives the
piston downwards, producing power.
Conventional Carburetor
 Direct Injection System
In a direct-injection system,
the air and gasoline are not
pre-mixed; air comes in via
the intake manifold, while
the gasoline is injected
directly into the cylinder.
 These engines are also
called the “ Fuel Injected
Petrol Engines”.
Gasoline Injectors
Injector & Plug
 Advantages of Direct Fuel Injection
Combined with ultra-precise computer management,
direct injection allows more accurate control over fuel
metering (the amount of fuel injected) and injection
timing (exactly when the fuel is introduced into the
cylinder).
The location of the injector also allows for a more
optimal spray pattern that breaks the gasoline up into
smaller droplets.
The result is more complete combustion -- in other
words, more of the gasoline is burned, which translates
to more power and less pollution from each drop of
gasoline.
Disadvantages of Direct Fuel Injection
The primary disadvantages of direct injection engines are
complexity and cost.
Direct injection systems are more expensive to build
because their components must be more rugged -- they
handle fuel at significantly higher pressures than indirect
injection systems and the injectors themselves must be
able to withstand the heat and pressure of combustion
inside the cylinder.
 How much more powerful and efficient is direct
injection?
Cadillac sells the CTS with
both indirect and direct
injection versions of its V6
engine. The indirect engine
produces 263 horsepower
and 253 lb-ft of torque, while
the direct version develops
304 hp and 274 lb-ft.

2008 Cadillac CTS

Engine Friction, Lubrication,
Lubricants & Additives
 Engine Friction
When two solid surfaces are in contact in an engine, they
will touch each other at the roughness high spots of the
surfaces, as shown magnified in Fig. 11-1. The smoother
the surfaces are machined (on a macroscopic level), the
lower will be the surface high points (microscopic) and
the less will be the average distance separating them. If
one surface is moved relative to the other, the high points
will come into contact and will resist motion (friction)
(see Fig. 11-1a). Points of contact will become hot,
sometimes to the point of trying to weld together.
Motion Between Engine Components
Lubricating oil adheres to the solid surfaces, and when one
surface moves relative to the other, oil is dragged along with the
surface The oil holds the surfaces apart and one surface
hydraulically floats on the other surface. The only resistance to
relative motion is the shearing of fluid layers between the
surfaces, which is orders of magnitude less than that of dry
surface motion.
Three important characteristics are needed in a lubricating fluid:
It must adhere to the solid surfaces.
It must resist being squeezed out from the surfaces, even under
the extreme forces experienced in an engine between some
components.
It should not require excessive force to shear adjacent liquid
layers. The property that determines this is called viscosity.
Engine Lubrication System
 Types of Lubrication System
There are three basic types of oil distribution systems used in
engines:
 Splash
 Pressurized
 Combination of Both
 Splash Lubrication System
The crankcase is used as the oil sump (reservoir) in a splash
system, and the crankshaft rotating at high speed in the oil
distributes it to the various moving parts by splash; no oil
pump is used.
All components, including the valve train and camshaft, must
be open to the crankcase.
 Oil is splashed into the cylinders behind the pistons and onto
the back of the piston crowns, acting both as a lubricant and
a coolant.
 Many small four-stroke cycle engines (lawn mowers, golf
carts, etc.) use splash distribution of oil.
 Pressurized Lubrication System
An engine with a
pressurized oil distribution
system uses an oil pump to
supply lubrication to the
moving parts through
passages built into the
components (Fig.11-10).
 Pressurized Lubrication System
A typical automobile engine has oil passages built into the
connecting rods, valve stems, push rods, rocker arms, valve
seats, engine block, and many other moving components.
These make up a circulation network through which oil is
distributed by the oil pump.
In addition, oil is sprayed under pressure onto the cylinder
walls and onto the back of the piston crowns.
Most automobiles actually use dual distribution systems,
relying on splash within the crankcase in addition to the
pressurized flow from the oil pump.
 Applications
Most large stationary engines also use this kind of dual
system. Most aircraft engines and a few automobile
engines use a total pressurized system with the oil
reservoir located separate from the crankcase.
Aircraft do not always fly level, and uncontrolled oil in the
crankcase may not supply proper lubrication or oil pump
input when the plane banks or turns.
Oil pumps can be electric or mechanically driven off the
engine. Pressure at the pump exit is typically about 300 to
400 kPa.
If an oil pump is driven directly off the engine, some
means should be built into the system to keep the exit
pressure and flow rate from becoming excessive at high
engine speeds.
 A time of excess wear is at engine startup before the oil
pump can distribute proper lubrication.
 Often the oil is cold at engine startup. Cold oil has much
higher viscosity, which further delays proper circulation.
 Oil Pumps
Two types of pumps are usually used i.e Rotary pump &
Gear Pumps.
 Oil Filters
Contains porous paper like material
 Used to remove contaminations from the lubricating
oil
 Oil Pre-heaters & Pre-Oilers
A few engines have oil pre-heaters which electrically heat
the oil before startup.
Some engines have pre-oilers that heat and circulate the oil
before engine startup. An electric pump lubricates all
components by distributing oil throughout the engine.
 Turbocharger Lubrication
It is recommended that turbocharged engines be allowed
to idle for a few seconds before they are turned off. This
is because of the very high speeds at which the
turbocharger operates.
When the engine is turned off, oil circulation stops and
lubricated surfaces begin to lose oil.
Stopping the oil supply to a turbocharger operating at
high speed invites poor lubrication and high wear.
To minimize this problem, the engine and turbocharger
should be allowed to return to low speed (idle) before the
lubrication supply is stopped.
 Characteristics of Lubricating Oil
Oil used in engine must serve as a,
 Lubricant
 Coolant
 Vehicle for removing impurities
 Development Trends
The development trends in engines are towards,
 Higher Operating Temperatures
 Higher Speed
 Closer Tolerances
 Smaller Oil Sump Capacity
Early engines and other mechanical systems were often
designed to continuous input of fresh oil. The used oil was
either burned up in the combustion chamber or allowed to
fall to the ground.
 Modern engines run hotter, have closer tolerances which
keep oil consumption down, and have smaller oil sumps due
to space limitations. They generate more power with smaller
engines by running faster and with higher compression
ratios. This means higher forces and a greater need for good
lubrication.
 Tribology
 Friction
 Wear
 Lubrication
 Properties of Lubricants
 It must reduce friction and wear within the engine. It
improves engine’s efficiency by reducing the friction
forces between the moving parts.
 Coolant
 Removal of Contaminants
 Enhancement of ring seal and reduction of blowby
 Slow Corrosion
 Stability over a large temperature range
 Long life Span
 Low Cost
 Should be non-toxic & non-explosive
 Components of Lubricating Oils
The base ingredients in most lubricating oil are
hydrocarbon components made from crude oil. These are
larger molecules made from the distillation process.
Various other components are added to create a lubricant
that will allow for maximum performance and life span of
the engine.
 Additives
The additives include:
 Antifoam agents
These reduce the foaming that would result when the crankshaft and other
components rotate at high speed in the crankcase oil sump.
 Oxidation inhibitors
Oxygen is trapped in the oil when foaming occurs, and this leads to possible
oxidation of engine components. One such additive is zinc dithiophosphate.
 Antirust agents
 Detergents
These are made from organic salts and metallic salts. They help keep deposits
and impurities in suspension and stop reactions that form varnish and other
surface deposits. They help neutralize acid formed from sulfur in the fuel.
 Anti-wear agents
 Friction reducers
 Viscosity index improvers
 Viscosity Scale
Lubricating oils are generally rated using a viscosity
scale established by the Society of Automotive
Engineering (SAE).
 The higher the viscosity value, the greater is the
force needed to move adjacent surfaces or to pump
oil through a passage. Viscosity is highly dependent
on temperature, increasing with decreasing
temperature.
 Designated as SAE 5, SAE 10, SAE 15, etc.
Viscosity Index
The oils with lower numbers are less viscous and are used
in cold-weather operation. Those with higher numbers are
more viscous and are used in modern high-temperature,
high-speed, close-tolerance engines.
Multigrade oil was developed so that viscosity would be
more constant over the operating temperature range of an
engine. When certain polymers are added to an oil, the
temperature dependency of the oil viscosity is reduced.
A value such as SAE l0W-30 means that the oil has
properties of 10 viscosity when it is cold (W = winter) and
30 viscosity when it is hot.
 Synthetic Oils
A number of synthetically made oils are available that give
better performance than those made from crude oil. They
are better at reducing friction and engine wear, have good
detergency properties which keep the engine cleaner, offer
less resistance for moving parts, and require less pumping
power for distribution. With good thermal properties, they
provide better engine cooling and less variation in
viscosity. Because of this, they contribute to better cold-
weather starting and can reduce fuel consumption by as
much as 15%. These oils cost several times as much as
those made from crude oil. However, they can be used
longer in an engine, with 24,000 km (15,000 miles) being
the oil change period suggested by most manufacturers.