AUTOMOBILE ENGINEERING

Construction Development:

Till 1930s wooden frame with fabric or wood skin

used to build coaches.

Dr. HASHIM. M
Associate Professor
Department of Mechanical Engineering
College of Engineering
Thiruvananthapuram
Email : hashim@cet.ac.in / hashimtvm@gmail.com
Mobile # 8281892648

Late 1930s onwards, pressed steel plates for skin

Multiple curvature added more strength and body

panels shared the load.

Recent cars have shell structure with aerodynamic
structures

Wooden

/ Steel chassis frame was done away and

replaced by stiff floor pan by spot welding.
By 1950s, unitary construction was universally
followed for mass produced cars.
Composite body for weight and corrosion free body
started after world war II.
Wheels progressed from wooden spokes to metal
spokes to metal hub construction to metal
spokes(alloy).

Styling Development:
Powered versions of horse carriages.
Engine was placed below the vehicle by Daimlerhard maintenance.
1890s, Panhard-Levassor created the concept of
having engine in front with clutch and gear box
systme Panhard
Windscreen was invented in 1920s with increasing
speed of vehicle

By

the 1930s, excessively elongated engine covers

had become popular for powerful cars with sporting
aspirations.
Luggage was strapped in rear of the vehicle and it
became integral in european cars. It grew in '50s,'60s
and '70s to larger volume.
Till '50s open top was preferred as inspired from
horse carriages

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Chevrolet Air-flow

Aerodynamics was
considered as problem
for styles due to angles.
Box type was more
cheap and easier to
produce.
Became more popular
only after 70s when oil
prices went up & fuel
economy was
considered important

Czech Tatra of 1937 V8

Commercial vehicles
End of 19th century, first lorry and trucks were steam

powered.
of world wars led to increase in roads and
commercial vehicle sales.
IC engine led to the development of motor bus.
Autobahns in 1930s Germany led to the development
of goods transport along with railways.
Buses replaced electric trams, challenged railways in
USA, Britain.
Threats

Ford Sierra 1980

Engine Development

Daimler and Benz invented IC engine automobiles in

1895.
Daimler developed Vee twin engines in 1898.
Ettore Bugatti,1910 created first engine with
overhead camshaft in Model 13, capable of achieving
100 kmph speed with 1327cc.
Side valves were more preferred till world war II.
Improvements in materials led to other developments.

Diesel Engine:
Main

competitor to petrol engine- spontaneous

combustion unlike petrol engine.
It eliminated two weak points like carburetor and
spark plug and hence more reliable.
It had inferior power to weight ratio and hence
restricted to heavy engines.
With turbo-charging and refinement , performance at
par with petrol engines with cleaner emissions and
higher efficiency.

Super charging and Turbo charging:

When air is compressed at inlet, power to weight ratio

of engine is improved.

Compressors are combined to engine shaft.

Used from 1930s in racing cars.
Compression with power from exhaust using

turbine
is turbo charging.
Turbochargers improve torque characteristics and
smoother engine running.

Two Strokes and unconventional petrol engines:

Two

stroke (2S) has one firing stroke per revolution,

theoretically twice efficiency.
2S in unsupercharged always has fuel-charge loss
during scavenging.
Intake needs to be mixed with lubricating oil resulting
in smoky exhaust.
Applications restricted to motor-cycles and small
cars.

Two

stroke diesel engine is still preferred in large

marine and railway engines.
Wankel engine had a semi-rotary engine which had
problems with seals of rotor and inherent two stroke
emissions.
Gas turbines had good efficiency and thrust to weight
ratio but not efficient at low speeds.

Classification of Automobiles




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Classification of Automobiles


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Lubricate

Seals

Reduces Friction by creating a thin film(Clearance)

between moving parts (Bearings and journals)

The oil helps form a gastight

seal between piston rings
and cylinder walls
(Reduces Blow-By)
Internal oil leak (blow-by) will
result in BLUE SMOKE at the
tale pipe.

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Cools

Cleans

Picks up heat when moving through the engine and then

drops into the cooler oil pan, giving up some of this heat.

As it circulates through the engine, the oil picks up metal

particles and carbon, and brings them back down to the pan.

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Absorbs shock
When heavy loads are imposed on the bearings, the oil
helps to cushion the load.

Absorbs Contaminants
The additives in oil helps in absorbing the contaminants
that enter the lubrication system.

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A passage is drilled in each connecting rod from the

dipper to the bearing to ensure lubrication.

Oil is splashed up from the oil pan or oil

trays in the lower part of the crankcase.
The oil is thrown upward as droplets or fine
mist and provides adequate lubrication to
valve mechanisms, piston pins, cylinder
walls, and piston rings.
In the engine, dippers on the
connecting-rod bearing caps enter the
oil pan with each crankshaft revolution
to produce the oil splash.

This system is too uncertain for automotive

applications.
One reason is that the level of oil in the crankcase
will vary greatly the amount of lubrication received
by the engine.
A high level results in excess lubrication and oil
consumption and a slightly low level results in
inadequate lubrication and failure of the engine.

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Oil is delivered to some parts by means of splashing

another parts through oil passages under pressure
from the oil pump.
The oil from the pump enters the oil galleries. From
the oil galleries, it flows to the main bearings and
camshaft bearings.
he main bearings have oil-feed holes or grooves that
feed oil into drilled passages in the crankshaft.
Cylinder walls are lubricated by splashing oil thrown
off from the connecting-rod bearings.

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Oil is forced by the oil pump from the crankcase to the

main bearings and the camshaft bearings.
Oil passages are drilled in the crankshaft to lead oil to
the connecting-rod bearings. The passages deliver oil
from the main bearing journals to the rod bearing
journals.

The main bearings, rod bearings,

camshaft bearings, and the complete valve mechanism
are lubricated by oil under pressure.
In addition, the full force-feed lubrication system
provides lubrication under pressure to the pistons and
the piston pins.

There are annular grooves in the main bearings

through which oil can feed constantly into the hole in
the crankshaft

In addition, the full force-feed lubrication system

provides lubrication under pressure to the pistons and
the piston pins.

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Wet Sump engines use an oil pan (sump) to store the oil
at the bottom of the engine and use oil pump to pump
the oil to where it is needed in the engine.
Some engines of this type have a removable oil pan
and some do not have.
This seems to be the most popular oiling system. Most
Japanese machines are Wet Sump

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Dry Sump engines carry their oil in an oil tank that is

separate from the engine.
This can be an actual tank or inside of the tubes of the
frame.
This engine lubrication type uses two oil pumps. One to
pump oil to the engine, where it lubes everything and then
drops to the bottom of the engine.
From there, the second or scavenge pump pumps the oil
back to the oil tank.
Sometimes the scavenge pump also pumps oil to the
transmission, valves and other places in the engine.

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Viscosity is a measure of oils resistance to flow.
A low viscosity oil is thin and flows easily
A high viscosity oil is thick and flows slowly.
As oil heats up it becomes more

viscous (Becomes thin)

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If the oil is too thin(has very low viscosity) it will be forced

Single viscosity oils SAE 5W, SAE 10W (Winter) and

SAE 20, SAE30 (Summer)

out from between the moving parts, resulting in rapid wear.

If the oil is too thick(has very high viscosity) it will flow very

slowly to engine parts, especially when the engine and the oil
are cold, resulting in rapid wear.

Multiple viscosity oils SAE 10W-30.

This means that the oil is same as SAE 10W when cold
and SAE30 when hot.
The higher the number the higher the viscosity(thickness) of oil.

Viscosity Index is the measure of how much the viscosity of

an oil changes with temperature. (20 W)
Viscosity number is set by SAE (Society of Automotive
Engineers)

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Corrosion and Rust Inhibitor: Displaces water from
metal surfaces, to prevent corrosion.
Foaming Resistance: Rotating crankshaft tends to cause
bubbles (Foam) in the oil and bubbles in oil will reduce the
effectiveness of oil to lubricate.

Oil Pumps

Driven by camshaft, crankshaft

Gear oil Pump

Synthetic Oils: Made by chemical process and do not

necessarily come from petroleum.

Rotor Pump(Two star shaped rotors

pumps the oil)

Oil Pan
Stores the oil and helps in cooling the oil
Pan gasket splits if over tightened.

Pressure Relief Valve to prevent the buildup of high

Pressure (Causes the oil filter to bulge, but not a common
problem).
Good oil pressure is
40-60 psi

Oil Filter filters the oil

Some particles are too small for the filter Element(paper

in the filter ) to trap.

Oil Pressure Indicator

The light turns on or gauge reads low when
the pressure drops below 10psi.
Good oil pressure is 40-60 psi.

Common causes of low oil pressure are:

Low oil level
Worn out pump
Low oil pressure Safety system will shuts down the car by
cutting the ignition System(Spark).

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Oil Galleries
Deliver the oil to top
end and returning it
To the oil pan.

Oil Pressure sending unit

Positive Crankcase ventilation

Valve
Pollution prevention
Blow-by back into the intake
Prevent sludge in the engine.

Electrically sends the

signal to the Light or Gauge mounted on the dash.

If the wires get shorted the light will come on or

the gauge will read high.

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Carburetor




A device that mixes air and fuel

in correct proportion for
efficient combustion.


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Stoichiometric Ratio
14.7 : 1 (Air : Fuel)

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CFM of air flow:Cubic feet of

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Carburetor Parts

Venturi

Venturi works on high-low pressure.

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Air horn/throat routs outside air into the engine intake manifold.

As the air speeds up when passing through the air horn(venturi), it

creates vacuum, causing suction to pull fuel from the discharge tube.

Throttle plate is a butterfly valve that restricts air flow through the carb,
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Carburetor Parts

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The Simple
Carburettor

The Float Chamber

Operation of the Venturi

Petrol

Choke
Valve
closed
The Choke Valve is used
to provide a rich air/fuel
ratio for cold starting

The Throttle Valve controls the

amount of air fuel mixture entering
the engine and therefore engine
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Typical Fuel System

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1. Fuel Supply System

Components that supply clean fuel to the fuel metering system (fuel pump,
fuel pipes, fuel filters).

2. Air Supply System

Components that supply controlled clean air to the engine (air filter,
ducting, valves).

3. Fuel Metering System

Components that meter the correct amount of fuel (and air) entering the
engine (injectors, pressure regulator, throttle valve).
The exact components used will vary with fuel system type and design.
172 of(14

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Introduction to Electronic Petrol

Throttle/Single Point Fuel Injection Systems

Sensor Inputs

Single Point Injection

Outputs

The Carburettor has now been replaced with petrol injection systems.
These systems supply the engine with a highly atomized mixture of air
and fuel in the correct air/fuel ratio. This has the following advantages
over the carburettor systems

Lower exhaust emissions (pollution)

Better fuel consumption
Smoother engine operation and greater power
Automatic adjustment of the air/fuel ratio to keep the vehicles
emissions (pollution) to a minimum.
173 of(14

Throttle Body/Single Point

S.I. Fuel Injection

Air drawn in by the engine

Throttle Body

Fuel Supply

The ECU (Brain) receives

Information from varies sensors.
From this information it works out
how much fuel the engine needs
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Multi Point S.I. Fuel Injection

Air drawn in by the engine

Fuel Injectors
Throttle Valve

Inlet Manifold

Fuel Injector (one off)

Throttle Valve
Inlet Manifold

Fuel
Supply
Injectors

The Engine

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Single Point Electronic Fuel Injection (EFI)

Systems
EFI systems are classified by using the point of injection.

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A fuel injector (may be 2) is

Air in
located in a throttle body
assembly that sits on top
Fuel in
of the inlet manifold.

TB injector

Fuel is sprayed into the

inlet manifold from above
the throttle valve, mixing
with incoming air.
Fuel quantity, how much
feul is injected is
controlled by an ECU.



ECU

Single Point (Throttle Body) Fuel Injection

Inlet manifold

178 of14

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Carburetor Parts
Idle speed screw sets the engines idle speed (800 RPM).
Float rides on top of the fuel in
to open and close the
the bowl

valve

. Maintains the correct level of fuel.

needle

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Idle system

Gasoline engines air fuel mixture may vary from rich (8:1) to lean (18:1)
8:1 for cold starting.
16:1 for idling.
15:1 for part throttle.
13:1 for full acceleration.
18:1 for normal cruising at highway speeds.

Feeds fuel into air horn when the

throttle is closed (low engine
speed).
High vacuum below the throttle
plate pulls fuel from the idle port.
Idle mixture screw allows
adjustment of fuel at idle.

An automobile carburetor must be capable of providing

varying air fuel ratios.

Air bleed helps premix air and fuel.

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Off idle system feeds fuel to the engine when the throttle is opened slightly.
It adds a little extra fuel to the extra air flowing around throttle valve

Acceleration System

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Accelerator pump squirts fuel into the

air horn every time the throttle is opened.
This adds fuel to the rush of air entering
the engine and prevents a temporary
lean mixture.
Pump check ball allows fuel to only
enter the pump reservoir.
Pump check weight prevents the fuel
being drawn into the air horn by the
venturi vacuum.

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Accelerator pumps systems use mechanical linkage from

the throttle lever.

High speed system (cruising speed)

Upon acceleration, both the throttle valve and pump are actuated.

The main jet controls the fuel flow and

mixture.
At higher engine speeds, there is enough
air flow through the venturi to produce
vacuum.
This pulls fuel through the main
discharge.

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Choke System

Fuel pump(mechanical pump operated by cam shaft)

When the engine is cold the

thermostatic spring closes the choke.
High vacuum below the choke pulls large
amounts of fuel out of the main discharge.
When the engine warms the hot air opens
the spring
Some chokes are electrically operated.

Operates at 3-5 psi.

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Fuel Lines (double-lap flair)

Fuel tank

Pressure line brings the fuel from the tank.

Return line takes the excess fuel back to the tank.

Holds fuel.

Holds fuel sending unit float.

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Fuel filter is installed in the pressure line to remove contaminants.

Carburetor Flooding: Occurs when fuel pours out the top of the
carburetor. Check float level (might be too high).
Float level too low: Will cause lean AFR. Will cause miss at high
speed and around cornering.
Clogged idle air bleed: Will effect at Idle, because it can enrich the
mixture.
Engine Surge: Caused by extremely lean Air Fuel mixture.
Choke system: will make the engine perform poorly when the engine
is cold.

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Transition of Fuel Supply System

Carburetor

Port Injection
(MPFI)

Direct Injection
(GDI)

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ADVANTAGES OF FUEL INJECTION OVER CARBURETOR

Fuel

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injection has no choke, but sprays atomized fuel directly into the

engine.

Electronic

fuel injection also integrates more easily with computerized

engine control systems.

Multi

port fuel injection delivers a more evenly distributed mixture of

air and fuel to each of the engine's cylinders.
Sequential fuel injection improves power

and reduces emissions.

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Fuel Pressure Regulator

Vacuum hose
connection

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Fuel rail

Injector located
in center of intake
manifold
60 psi system
6 or 8 poppet
valves attached to
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Fuel
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Individual
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MAIN COMPONENTS OF ELECTRONIC FUEL INJECTION

Sensors

1. Engine Control Unit

2. Sensors
3. Fuel Injectors

In

order to provide the correct amount of fuel for every operating

condition, the ECU has to monitor a huge number of input sensors.

Engine Control Unit (ECU)

ECU is a computer that controls all of the electronic

components on the engine.

ECU

Engine
Exhaust

Open loop Operation mode

ECU

Engine

Closed loop Operation mode

Oxygen
Sensor

Exhaust





MULTI POINT FUEL INJECTION SYSTEM

Fuel Injectors

Have a separate fuel injector for each cylinder

.
to cylinder distribution.
Eliminate the need to preheat the intake manifold
Have better cylinder

fuel injector is nothing but an electronically

controlled valve.
When

the injector is energized, an electromagnet

moves a plunger that opens the valve, allowing the
pressurized fuel to squirt out through a tiny nozzle.
It is controlled by the ECU.
A

pipe called the fuel rail supplies pressurized fuel to

all of the injectors.





GASOLINE DIRECT
INJECTION
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BASIC TECHNICAL FEATURES OF GDI ENGINE

COMPARISON WITH MPFI

ITEM
Bore x Stroke (mm)
Displacement
Number of Cylinders
Number of Valves
Compression Ratio
Combustion Chamber
Intake Port
Fuel System
Fuel Pressure (MPa)

GDI
81.0 x 89.0
1834
IL-4
Intake: 2, Exhaust: 2
12.0
Curved Top Piston
Upright Straight
In-Cylinder Direct Injection
50

Conventional MPFI

The Upright Straight Intake Port.

The Curved-top Piston.

The High Pressure Fuel Pump.

The High Pressure Swirl Injector.

10.5
Flat top Piston
Standard
Port Injection
3.3
*

In-cylinder Airflow

MAJOR CHARACTERISTICS OF THE GDI ENGINE

Click Here

Lower



fuel consumption and higher output

Ultra-lean Combustion Mode
Superior Output Mode
Fuel Spray

Click Here
Click Here

Optimized Configuration of the Combustion Chamber



REALIZATION OF LOWER FUEL CONSUMPTION



Vehicle Fuel Consumption

Basic Concept

Fuel Consumption During Idling

Click Here
Fuel Consumption during Cruising Drive
Combustion of Ultra-lean Mixture





REALIZATION OF SUPERIOR OUTPUT

Improved Volumetric Efficiency

Emission Control

Increased Compression Ratio





ACHIEVEMENTS
Engine performance

Frequent operation in stratified mode.

Reduction of CO2 production by nearly 20 percent.
Provides improved torque 5-10%
Fulfills future emissions requirements.
97% NOx reduction is achieved.
Improve the brake specific fuel consumption.
Smooth transition between operation modes.
Reduced fuel consumption 15-20%

Vehicle Acceleration

Up to 5% more power
Spontaneous response behavior


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