S.I.

Engine
Mixture Preparation
 Mixture Requirements
• Engine induction and fuel systems must
prepare a fuel-air mixture that satisfies the
requirements of the engine over its entire
operating regime.
• Optimum air-fuel ratio for an SI engine is that
which gives
1. required power output
2. with lowest fuel consumption
3. smooth and reliable operation
4. With the lowest emission output
 Mixture Requirements (Continued)
• Mixture requirements are different for full load
(wide-open throttle or WOT) and for part-load
operation.

• At full load, complete utilization of inducted air to

obtain maximum power for a given displaced
volume is the critical issue.

• At part-load at a given speed, efficient utilization

of fuel is the critical issue.

• As seen in the next slide, at WOT, maximum

power for a given volumetric efficiency is
obtained at a mixture slightly richer than
stoichiometric, Φ≈1.1
 Carburetion

• Perhaps soon to be obsolete

 What is carburetion?
• The process of formation of a combustible fuel-
air mixture by mixing the proper amount of fuel
with air before it is admitted into the engine
cylinder is called carburetion.

• Comes from the words “car” and “burette”

because the carburetor “meters” the appropriate
quantity of liquid fuel (like a burette) and mixed it
with air before sending the mixture into the
engine cylinder.
 Factors affecting Carburetion
1. Engine speed. In a 4-stroke engine running at 3000
rev/min, the intake will take about 10 ms during which
the fuel has to evaporate, mix with air and be inducted
into the engine.
2. Vaporization characteristics of the fuel. Will require
a volatile fuel for quick evaporation and mixing with air.
3. The temperature of the in coming air. Must be high
enough to be able to evaporate the fuel and yet not too
high as to reduce mass of fresh charge.
4. Design of the carburetor. This will help in proper
introduction of fuel into the air stream and provide
proper distribution of the mixture to the various
cylinders.
 Calculation of Air-fuel Ratio
• Applying the steady flow energy equation to sections A-A
and B-B per unit mass flow of air:

qw   h2  h1   1 C22  C12 ...............(1)

2

• Here, q and w are the heat and work transfers from the
entrance to the throat and h, C and z stand for enthalpy,
velocity and head respectively.
• If we assume reversible adiabatic conditions, and there
is no work transfer, q=0, w=0, and if approach velocity
C1≈0, z1 = z2 we get
C2  2 h1  h2  .....................(2)
If air is assumed to be a perfect gas we get
h  c pT hence we can write
C2  2c p  T1  T2  ....................(3)
Assume flow from inlet to throat to be isentropic
 1
T2  p2  
then    .......... .......... .......( 4)
T1  p1 
 1
 
  p2  
.......... ....(5)
T1  T2  T1 1   
  p1  
 
 Substituting for T1 – T2 from Eq. 5 in Eq. 3, we get

  1

  p2  
C 2  2c p T1 1    ( 6)
  p1  
 

By the continuity equation we can write down the theoretical mass flow rate of air
.
m a  1 A1C1   2 A2C2 (7)
where A1 and A2 are the cross-sectional areas at the air inlet (point 1)
and venturi throat (point 2).
To calculate the mass flow rate of air at the throat, we have assumed the
flow to be isentropic till the throat so the equation relating p and v (or ρ)
can be used.  
p1v1  p2 v2 (8 A)
p1 p2 p 
1


  (8B )  2  1  2 


1 2  p1 
 1
  1

.  p2   p  
m a  1   A2 2c pT1 1   2   (9)
 p1    p1  
 

For a perfect gas we have p1

1  (9 A)
RT1

1
  1

.  p2  p1

  p2  
Thus ma    A2 2c pT1 1    (10 A)
 p1  RT1   p1  
 

and rearranging the above equation we have

 2  1

. A2 p1   p2    p2  
ma  2c p      (10 B)
R T1  p1   p1  
 
 Since the fluid flowing in the intake is air, we can put in the
approximate values of R = 287 J/kgK, cp = 1005 J/kgK and γ = 1.4 at
300K.

1.43 1.71
. A2 p1  p2   p2 
ma  0.1562     
T1  p1   p1 

A2 p1
 0.1562  (11)
T1
where 1.43 1.71
 p2   p2 
      
 p1   p1 
Here, pressure p is in N/m2, area A is in m2,and temperature T is in K.
If we take the ambient temperature T1 = 300Kand ambient pressure
p1 = 105 N/m2, then .
ma  901.8 A2 (12)
Equation 11 gives the theoretical mass flow rate of air. The actual mass
flow rate,
.
m'a can be obtained by multiplying the equation by the
coefficient of discharge for the venturi, Cd,a. Thus
. A2 p1
m'a  0.1562 Cd ,a  (13)
T1
.
where m' a
Cd ,a  .
(14)
ma
The coefficient of discharge and area are both constant for a given
venturi, thus
. p1
m'a   (15)
T1
Since we have to determine the air-fuel ratio, we now calculate the fuel
flow rate.
The fuel is a liquid before mixing with the air, it can be taken to be
incompressible.
We can apply Bernoulli’s equation between the atmospheric
conditions prevailing at the top of the fuel surface in the float bowl,
which corresponds to point 1 and the point where the fuel will flow
out, at the venturi, which corresponds to point 2.

Fuel flow will take place because of the drop in pressure at point 2
due to the venturi effect. Thus
 p1 p2 C 2f
   gz (16)
f f 2
where ρf is the density of the fuel in kg/m3, Cf is the velocity of the fuel
at the exit of the fuel nozzle (fuel jet), and z is the depth of the jet exit
above the level of fuel in the float bowl. This quantity must always be
above zero otherwise fuel will flow out of the jet at all times. The value
of z is usually of the order of 10 mm.
From Eq. 16 we can obtain an expression for the fuel velocity at the jet exit as

 p1  p 2 
C f  2  gz  (17)
  f 
Applying the continuity equation for the fuel, we can obtain the theoretical
mass flow rate, mf .
m f   f Af C f

 A f 2  f  p1  p2   f gz  (18)
where Af is the exit area of the fuel jet in m2. If Cd,f is the coefficient of discharge
.
of the fuel nozzle (jet) given by
m' f
Cd , f  .
(19)
mf
.
then m' f  Cd , f A f 2  f  p1  p2   f gz  (20)
.
Since Air A m'a
  . (21)
Fuel F m'
f

A C d ,a A2 p1
 0.1562 (22)
F Cd , f A f 2  f T1  p1  p 2   f gz 

If we put p  p1  p 2 , we get the following equation for the air-fuel ratio

a
A Cd ,a A2 p1
 0.1562 (23)
F Cd , f A f 2  f T1 (pa   f gz )
The coefficient of discharge defined in Eq 19 represents the effect of all
deviations from the ideal one-dimensional isentropic flow. It is
influenced by many factors of which the most important are:

1.Fluid mass flow rate,

2.Orifice length-to-diameter ratio,
3.Orifice area-to-approach area ratio,
4.Orifice surface area,
5.Orifice surface roughness,
6.Orifice inlet and exit chamfers,
7.Fluid specific gravity,
8.Fluid viscosity, and
9.Fluid surface tension.
 Air-fuel ratio neglecting
compressibility of air
• If we assume air to be incompressible,
then we can apply Bernoulli’s equation to
air flow also. Since initial velocity is
assumed zero, we have
p1 p 2 C 22
Thus   (29)
a a 2

Thus  p1  p2 
C2  2   (30)
 a 
Applying the continuity equation for the air, we can obtain the theoretical
.
mass flow rate,
ma   a A2C2

 A2 2  a  p1  p2  (31)
where A2 is the venturi area in. m2. If Cd,a is the coefficient of discharge of the
venturi given by m'
Cd ,a  .
a
(32)
ma
.
.
then m'a  Cd ,a A2 2  a  p1  p2  (33)
.
Air A ma
Since
  . (34)
Fuel F m
f
 A C d ,a A2  a  p1  p 2 
 (35)
F Cd , f A f  f  p1  p 2   f gz 

A C d ,a A2 a  p1  p 2 
 (35 A)
F Cd , f A f f p1  p 2   f gz 

If we assume z = 0, then

A C d ,a A2 a
 (36)
F Cd , f A f f
 Carburetor Systems
The fixed venturi carburetor has six systems
and several devices that provide the correct
air-fuel mixture for different operating
conditions. These include:
1. Float System
2. Idle and Low speed System
3. Main-Metering System
4. Power System
5. Accelerator Pump System
6. Choke System
 PETROL INJECTION
• Modern carburetors, though highly developed, have certain
drawbacks as discussed below:
1. Non-uniform distribution of mixture in multi-cylinder engines
due to unequal lengths of induction passages.
2. Loss of volumetric efficiency due to resistance to mixture
flow.
3. There are chances of backfire and fuel ignition outside the
carburettor.
4. Surging of fuel in tilted carburetor especially in aircrafts.
5. The carburettor performance deteriorates due to wearing of
its parts.
6. Freezing of mixture at low temperatures.
A petrol injection system can be used to overcome the
above limitations of carburetion.
 ELECTRONIC FUEL INJECTION SYSTEM
OVERVIEW

• Why modern car engines are computerized?

– to reduce emissions
– Good fuel economy ( to improve
mileage)
– To improve drive-ability
• These factors lead manufacturers to use
computers in automobile.
How Electronic Fuel Injection Works

• The Electronic Fuel Injection system

can be divided into three basic sub-
systems. These are:
1.the fuel delivery system,
2.the air induction system, and
3.the electronic control system.
 
 The Fuel Delivery System

• The fuel delivery system consists of the

fuel tank, fuel pump, fuel filter, fuel delivery
pipe (fuel rail), fuel injector, fuel pressure
regulator, and fuel return pipe.
 The Air Induction System
• The air induction system consists of the air
cleaner, air flow meter, throttle valve, air
intake chamber, intake manifold runner,
and intake valve.
• When the throttle valve is opened, air
flows through the air cleaner, through the
air flow meter, past the throttle valve, and
through a well tuned intake manifold
runner to the intake valve.
 Electronic Control System
•
 
The electronic control system consists of various engine
sensors, Electronic Control Unit (ECU), fuel injector
assemblies, and related wiring.
 The sensors change the different physical variables of the
engine in to electrical signals.
 The ECU determines precisely how much fuel needs to be
delivered by the injector (an actuator) by monitoring the
engine sensors.
 The ECU turns the injectors ON for a precise amount of
time, referred to as injection pulse width or injection
duration, to deliver the proper air/fuel ratio to the engine.
SENSORS
Sensors are transducers that change physical
quantity in to electrical quantity.
 That is they are used to detect a parameter in
one form and report it in another form of
energy (usually an electrical or digital
signal).
Atransducer is a device, for ex. Electrical,
electronic
etc. that converts one type of energy or physical
attribute to another for various purposes including
measurement or information transfer.
 Sensor classification
Sensors can be classified into two general
categories:

Active sensors, and

Passive sensors
 Active Sensor

• An active sensor produces ist own voltage

signal internally. This very weak signal is
fed back to the computer for analysis.
 Passive sensor
• A passive sensor is a variable resistance
sensor. Voltage is fed to the sensor from
the computer. The passive sensor‘s
resistance varies with changes in a
condition (temperature, pressure, motion,
etc). The computer can detect the
resulting change in voltage caused by the
change in resistance
 Operating principle
With in the above categories are several sensor
types:

 Variable resistors
 Piezoelectric principle
 Piezoresistive principle
 Electromagnetic (induction principle)
 Photo couplers
 switches
 ADVANTAGES OF EFI
• Uniform Air/Fuel Mixture Distribution
• Highly Accurate Air/Fuel Ratio Control
• Superior Throttle Response and Power
• Excellent Fuel Economy with Improved
Emissions Control
• Improved Cold Engine Start-ability and
Operation
• Simpler Mechanics, Reduced Adjustment
Sensitivity
 THE SELF DIAGNOSIS SYSTEM
• A self diagnosis system is incorporated into all
Computer Controlled Systems (CCS) Electronic Control
Units (ECUs) and into some Conventional EFI system
ECUs.
• This diagnostic system uses a check engine warning
lamp in the combination meter which is capable of
warning the driver when specific faults are detected in
the engine control system.
• The check engine light is also capable of flashing a
series of diagnosis codes to assist the technician in
troubleshooting these faults.
 FUEL INJECTION SYSTEM TYPES

•  There are three types

1. Multipoint Port Fuel Injection
• In this type of system the fuel is injected into
the intake port of each engine cylinder.
• Thus these systems require one injector per
cylinder (plus, in some systems, one or
more injectors to supplement the fuel flow
during starting and warm-up).
 2. Single-Point Throttle-Body Injection

•  Single-point fuel-injection systems, where one or

two electronically controlled injectors, meter
the fuel into the air flow directly above the throttle
body.
• They provide straightforward electronic control of
fuel metering at lower than multipoint port
injection systems.
• However, as with carburetor systems, the
problems associated with slower transport of fuel
than the air from upstream of the throttle plate to
the cylinder must now be overcome.
 3. Direct Injection
• The direct injection spark ignition (DISI)
engine promises significant advantages
over the port fuel injection engine,
especially in improving fuel consumption
and reducing emissions.