Me423t Automobile Engineering

ME423T AUTOMOBILE ENGINEERING
MODULE 2
Dr. SAJITH.V
DEPARTMENT OF MECHANICAL ENGG.
NIT CALICUT
1
ME 423T AUTOMOBILE ENGINEERING
CONTENTS
Lubrication system
Fuel system
Carburettors
Gasoline Direct injection system
Air assisted fuel injection system
Ignition system
2
LUBRICATION SYSTEM
Purpose of lubrication system
Minimizing wear and power loss from friction
Types of friction
Dry friction, greasy friction, Viscous friction
Removing heat from engine parts such as piston
Absorbing shocks between bearings and other engine parts
Forming a seal between piston rings and cylinder walls
Acting as a cleaning agent
Reduction of noise
Cools best when oil is thin but seals best when it is thick
3
TYPES OF LUBRICATION SYSTEMS
Mist lubrication system

Wet sump lubrication system
Dry sump Lubrication system
4
MIST LUBRICATION SYSTEM
Used in Two stroke engines
Lubricating oil is added to the fuel tank
A fuel/oil ratio of 40 to 50 :1 is optimum
Sensitive to fuel - oil combination
Influences internal corrosion, bearing life, ring sticking, combustion chamber
deposits, spark plug fouling, exhaust smoke
Advantages :
Simplicity, low cost
Disadvantages :
Heavy emissions and carbon deposits
Losing of anti corrosion properties due to contact with acidic vapors
Mixing of oil and fuel
Starvation of oil
High oil consumption, 5 to 15% more than 4 stroke engines
No control and over - oiled
5
WET SUMP LUBRICATION SYSTEM
Splash lubrication system

Pressurized lubrication system
Combined Splash & Lubrication system
6
SPLASH LUBRICATION SYSTEM
7
8
PRESSURIZED LUBRICATION SYSTEM
9
Oil filter
Oil pump
Oil pressure
Relief valve
Oil strainer Floating oil intake
10
11
12
13
COMBINED SPLASH & PRESSURIZED LUBRICATION
SYSTEM
14
OIL PUMPS
Gear pump
Driving gear & Driven gear
Pressure proportional to Speed
Pressure relief valve
15
OIL PUMPS..
Rotary pump
Inner and outer rotor
16
RELIEF VALVE
To prevent the building up of excessive
high pressure
To control the amount of oil flowing through
the filter
17
OIL FILTERS
Full flow filter system

By pass filter system
18
19
By pass filter system Full flow filter system 20
OIL PRESSURE INDICATORS
Pressure expansion type

Bourden tube pressure gauge
Electric type
Balancing coil type
Bi metal thermostat type
21
BALANCING COIL TYPE
22
OIL LEVEL GAUGES
23
24
DRY SUMP LUBRICATION SYSTEM
In a wet sump, turning, braking and acceleration can cause the oil to
pool on one side of the engine.
At least two oil pumps in a dry sump -- one pulls oil from the sump
and sends it to the tank, and the other takes oil from the tank and
sends it to lubricate the engine.
Can lower the center of gravity and can also help aerodynamics
The oil capacity of a dry sump can be increased
The tank holding the oil can be placed anywhere on the vehicle.
Disadvantage
The disadvantage of the dry sump is the increased weight, complexity

and cost from the extra pump and the tank
25
Nano Lubricating Oil
RHINO
26
27
Solid Lubricants
Tungsten disulphide
Molybdenum disulphide
Graphite
Molybdenum disulfide- An excellent lubricant
Molybdenum disulfide is the inorganic compound with the formula

MoS2.
Molybdenum disulfide (MoS2) is a naturally mined inorganic material
that occurs as the mineral Molybdenite.
Molybdenum disulfide is a lamellar structure material
Lamellar structured materials are ones containing layers which
alternate between different atoms.
These sheets are more commonly referred to as basal planes, set up as
a hexagonal crystalline structure.
Nano Energizer
The combination of Platinum coated ceramic
nano powder has great advantage for engine
restoration with endurance of high
temperature, humidity, superior lubrication
and great combustibility without side-effect.
Advantages
Smoother, Quieter Engine with more Power & economical solution.

Fuel savings up to 8-21 %
5 times lowered noise and vibration levels
Restores friction surfaces and protects against wear
CRANK CASE VENTILATION

Accumulation of combustible air fuel mixture in the crank case
Explosion in the crank case
Contaminate engine oil
Deliberately creating convection current which circulates the crank
case and rocker or cam shaft cover spaces and consequently
carries the unwanted fumes out with it.
Road draught crankcase ventilation system

Induction manifold positive crank case ventilation system
34
ROAD DRAUGHT CRANKCASE
VENTILATION SYSTEM
35
INDUCTION MANIFOLD POSITIVE CRANK CASE VENTILATION
SYSTEM
36
SAE CLASSIFICATION OF LUBRICATING OIL
Viscosity expressed at two temperature : -18C and 99 C
Viscosity
SAE Viscosity ranges (Centipoise)
Number
At -18C At 99 C
Min Max Min Max
5W ------------ 1200
10W 1200 2400
20W 2400 9600
20 5.7 9.6
30 9.6 12.9
40 12.9 16.8
50 16.8 22.7
Multi grade oil : SAE 5W/20

Viscosity index Variation of viscosity with temperature
Compared with two reference oil having same viscosity at 99C
Paraffinic oil (0) and naphthenic base oil (100)
Higher VI lesser change with temperature
VI improvers : Organic polymers ; poly (alkyl methacrylates) or polyisobutylene
37
SERVICE RATING OF OIL
Based on the properties of the oil and operating conditions

MS - Severe condition and unfavorable conditions
Low operating temperature and short trip, start and stop driving conditions
High speed highway driving (Oil becoming hot)
Heavy load operation (Trucks)
bearing corrosion and engine deposit control
MM - Moderate type of service

Operation at moderate cold air temperatures
Long trips at moderate speeds and summer temperatures
ML - Light Service
DS - Severe condition
DG - Light service
38
PROPERTIES OF OIL
Viscosity- Measure of resistance to flow
Body and fluidity
Body : do with the resistance to oil film puncture during heavy load
Prevents squeezing out the oil film
Cushions shock loads, provide good seal
Fluidity : do with the ease with which oil flows through oil lines
Body and fluidity are opposing characteristics
Body and fluidity changes with temperature
Adequate fluidity at low temperature
Sufficient body at high temperature
Viscosity index Variation of viscosity with temperature
Cloud and pour point
Flash point- safety
Resistance to carbon formation High temperature cause oil to break down or
burn producing Carbon
piston rings sticking poor compression, blow by, high oil consumption
piston head & cylinder head increases compression - knocking
Piston underside over heating of piston
39
Oil pan- Oil channel clogging, spark plug fouling.
Oxidation stability- Oil on oxidation breaks down to harmful substances-
-Oxidation products coat engine parts with an extremely sticky tarlike
material
Clog oil channels
Oil oxidation produce corrosive materials which corrodes bearing and other
surfaces.
Foaming resistance- Foaming oil will not be able to provide normal lubrication,
lost through crank case ventilator
Corrosion Acid formation - Corrosion and rust inhibitors- Displace water from
metal surfaces, alkaline reaction neutralizes acids - Neutralization number
Detergents- Loosens and detach the carbon deposits
Dispersants- Prevent the particles from clotting, keep them finely divided.
40
FUEL SYSTEM
Types of fuel injection system
Carburetor
Fuel injection system
COMPONENTS
Fuel tank
Fuel gauge
Fuel pump
Carburetor, Injector
Intake manifold
Fuel lines
Accelerator pedal and linkage
PURPOSE
To store the fuel
To deliver the fuel to the cylinder on the intake strokes in the form of
vapour mixed with air
To vary the air : fuel ratio in depending upon different operating
conditions
41
FUEL TANK
Filtering element to filter dirt from the fuel and prevent it from entering
the fuel line
Fuel tank cap with vent
Contains baffles attached to inner surface of the tank.
42
FUEL LINES
Fuel lines connect fuel tank to the fuel pump and carburettor
Vapour lines in cars equipped with AC
43
FUEL GAUGE
Hydrostatic type
Electric type
Balancing coil type
Bimetal thermostat type
44
BALANCING COIL FUEL GAUGE
45
BIMETAL THERMOSTAT TYPE
46
x x
t t
Empty Full
47
FUEL PUMP
Fuel systems depends on gravity
Starvation of fuel
Fuel tank closer to engine fire hazard problems
Pressure system with air pump
TYPES
Mechanical type
Electrical type
48
Mechanical type
49
Mechanical type
50
Electric type
Electrical type
51
CARBURETTORS
FUNCTIONS
To atomize the fuel
To vaporize the fuel
To mix the fuel with air in varying proportions depending upon the
engine operating condition
FACTORS AFFECTING CARBURETION
Time available for mixture preparation

Temperature of the inlet air
Quality of the fuel
Design of inlet manifold
52
SIMPLE CARBURETOR
Fuel nozzle action

Throttle action
Float bowl 53
Jetting
Jetting is the process of making adjustments to the air and fuel jet sizes in
order to fine tune the carburetion to suit the load demands on the engine
and make the power delivery consistent and optimum
Effect of weather
54
Optimization of carburator jet
Jet-80 Jet -86 Jet -80 Jet -86
Jet -88 Jet-92 Jet -88 Jet -90
9 6000
HC emissions (PPM)
8
7
5000
6 4000
CO (%)
5
3000
4
3 2000
2 1000
1
0 0
0.0 1.0 2.0 3.0 4.0 0.0 1.0 2.0 3.0 4.0
Pow er(Kw )
Power (Kw)
Jet -80 Jet -86

Jet -80 Jet -86
Jet -88 Jet -92 Jet -88 Jet -92
Brake thermal efficiency
25
20
20
15
15
(%)
A/F
10 10
5 5
0
0
0.0 1.0 2.0 3.0 4.0
0.0 1.0 2.0 3.0 4.0
Pow er (Kw ) Pow er (Kw ) 55
AREAS OF AUTOMOTIVE ENGINE OPERATION
Starting and warm up performance Rich mixture

Idling and low load Rich mixture
Exhaust gas dilution
More at low loads- low manifold pressure, increase in density
Normal power range Slightly lean mixture
Economy
Maximum power range -Rich mixture
56
Cooling ME 423T AUTOMOBILE ENGINEERING
MAJOR AREAS OF OPERATION OF AUTOMOTIVE
ENGINES
Range of % of rated Governing factor A/F Remarks
Operation power
1 Idling 0 - 20 Dilution of mixture 12.5 Rich
by products of
combustion
2 Normal 20 - 75 Economy 16.5 Slightly lean
power
3 Maximum 75 - 100 Full utilization of 13 Rich
power air
57
EFFECT OF MIXTURE STRENGTH ON POWER AND SFC
58
EFFECT OF MIXTURE STRENGTH ON EXHAUST EMISSIONS
59
IDLE AND LOW SPEED CIRCUIT
60
LOW SPEED OPERATION
61
HIGH SPEED PART LOAD CIRCUIT
62
HIGH SPEED FULL POWER CIRCUIT
MECHANICALLY OPERATED FULL POWER CIRCUIT
63
MECHANICALLY OPERATED FULL POWER CIRCUIT
64
VACUUM OPERATED FULL POWER CIRCUIT
65
CHOKE
With a cold engine gasoline does not evaporate readily
Normal cranking speed is low and hence air speed also
Requires a rich mixture during starting
A choke causes this increase in fuel delivery

Manual
Automatic
66
CHOKE
67
AUTOMATIC CHOKE
Hot air chokes
Movement of piston to left side opens

Choke valve
Movement of piston to right side closes
Choke valve
68
69
70
71
MANIFOLD HEAT CONTROL
For obtaining smooth engine operation during warm up
Prevents carburetor icing.
72
ACCELERATING PUMP SYSTEM
73
ACCELERATING PUMP SYSTEM
74
COMPENSATING JET DEVICE
Simple carburetor tend to enrich the mixture at higher speeds
Main nozzle tends to discharge more fuel as engine speed (and air speed through
air horn) increases.
Compensating nozzle tends to lean the mixture.
Main nozzle and compensating nozzle work together to provide a mixture of uniform
richness through out the operating range.
75
FUEL INJECTION SYSTEMS (PETROL)
Indirect fuel injection system
Indirect Single point fuel injection system
Indirect multi point fuel injection system
Direct fuel injection systems
Continuous fuel injection system

Varying the metering orifice or fuel discharge pressure
Intermittent fuel injection system
Varying the time period of the injector opening
76
77
78
PORT FUEL INJECTION SYSTEMS
Air meter
Fuel meter
Manifold
79
AIR METER
To change the amount of air flowing to the engine as the
driver changes the position of accelerator pedal
With throttle open high vacuum develops at vent ring
Throttle valve
Venturi
Choke
80
FUEL METER
Consists of a pump driven by flexible shaft from ignition
distributor
81
82
OPERATION OF FUEL INJECTION SYSTEM
83
84
FUEL ENRICHMENT - RATIO LEVER
85
86
87
Emission levels
PRESCRIBED EMISSION LIMITS
CO (HC + NOx) Sulphur

gm/Km gm/Km ppm
BS I 2.72 0.97
BS II 2.3 0.5 500
HC NOx
BS III 2.2 0.2 0.15 350
BS IV 1 0.1 0.08 50
The harmful emissions, which are identified for regulations in different

Bharat Stages(BS)are carbon monoxide (CO), unburnt hydrocarbons (HC) and
Nitrogen Oxides (NOx). .
Catalytic converters, Electronic fuel injection devices

Fuel additives
National Institute of Technology, Calicut

Year Norms CO% HC Remarks
1983 - <2% < 1200ppm Carburetor
Carburetor with Catalytic

1993 - 1 0.5 % < 1200ppm
Converter
1997 Euro I 1 0.5 % < 1200ppm EGR (Zen, Gypsy King only)
1999 Euro II < 0.5 % < 300ppm Mpfi
< 300ppm
2005 Euro III < 0.5 % Mpfi, Heated oxygen sensor
89
Emission control technologies
Electronic Fuel Injection system

Multi Point Fuel Injection system (MPFI)
Air assisted fuel injection system
Gasoline direct injection system
Common Rail Direct Injection system (CRDI)
Nano fuel Additives

MULTI POINT FUEL INJECTION SYSTEM
(MPFI)
91
92
Carburetor Engine MPFI Engine
Run the engine at different operating conditions
Estimate the fuel requirement per cycle at each conditions

Speed, Fuel consumption (mg/s)
Determine the pulse width based on calculations
Create Engine mapping and encode into the

Microprocessor

Estimation of Pulse width
Pinj = 3 bar
Pman = 0 1 bar
Load = 10%, Speed = 3000 rpm, M =20mg/cycle
Vel= Cd*2* (Pinj Pman)/Denfuel (m/s)

Mflow = Denfuel* Area * Vel = 10 (mg/ms)
Time(t) = 20/10 = 2 ms
If Load == 10%
Pulse width
if Speed == 3000
Pulse width = 2 ms
t sec
elseif Speed == 4000
Pulse width = 2.5 ms
MPFI
AIR FUEL ELECTRONIC

INTAKE DELIVERY CONTROL
1. Air Cleaner 1. Fuel pump 1. ECM

2. Throttle Body 2. Regulator 2. Control Devices
3. Sensors 3. Fuel Injector
4. Intake Manifold 4. Fuel Pump Relay
95
AIR DELIVERY SYSTEM
The Throttle Body consists of main bore, air By-pass passage
and the following parts:
Throttle valve which is interlocked with the

accelerator pedal and controls the amount of
the Intake air.
TP sensor which detects the throttle valve

opening and sends a signal to ECM.
96
FUEL DELIVERY SYSTEM
Components:
Fuel pump
Fuel pressure regulator
Fuel injectors
97
Fuel Feed Layout :
Fuel Filter Fuel Pump
Fuel Tank
Return Line
Fuel Feeder
Fuel Pressure
Regulator
Connection to
Fuel Injectors Intake Manifold
Vacuum 98
Fuel Pressure Regulator:
Contains a diaphragm, spring & valve.
Keeps fuel pressure applied to the injector higher

than intake manifold pressure.
When the fuel pressure rises more than 2.9 Kg/cm2

higher than the intake manifold pressure, the fuel
pushes the regulator valve open and excess
fuel returns to the fuel tank via the return line.
99
Fuel Pressure Regulator :
Connection to
Inlet Manifold
Diaphragm
Fuel from Feeder
Fuel Return
Line 100
101
Fuel Injector Fuel Inlet
Electrical
connection from
ECM
Solenoid Winding
Armature
Nozzle valve
103
104
Electronic Fuel injector (Maruti)
105
Pressure
regulator Fuel rail
Injector
106
ENGINE CONTROL SYSTEM
Components:
Engine Sensors
Engine Control Module (ECM)
107
Engine Management System:
Engine Rotation Fuel Injection
Engine
MAP or Air flow Control Module Spark Advance
(ECM)
Other Parameters
Diagnosis
Main parameters sensed
Throttle position : Throttle potentiometer

Engine speed : Inductive/ Hall effect sensor
Air mass flow rate : Hotwire air mass flow sensor
Engine temperature : Thermistors
Air temperatures : Thermistors
Other Parameters
Manifold air pressure : Semiconductor strain gage
Knocking : Knock sensors
Air fuel ratio : Lambda sensor

Sensors
Manifold Absolute Pressure Sensor (MAP)
Throttle Position Sensor (TP)

Intake Air Temperature Sensor (IAT)
Engine Coolant Temperature Sensor (ECT)
Heated Oxygen Sensor (HO2S)
Vehicle Speed Sensor (VSS)
Camshaft Position Sensor (CMP)
Crankshaft Position Sensor (CKP)
110
Throttle Position Sensor
Type : Variable Resistance / Potentiometer
Atmosphere
Potentiometer
Voltage
Input
Throttle Valve
Voltage
Output
111
A passive device an does not give any voltage unless it is excited

Basically a variable resistance
A moving leg slides on the resistance an the voltage across the moving leg an
one end of the resistance is the output
Infinite resolution

Throttle Potentiometer

Engine speed/ Crank shaft position
sensor
When the toothed piece
moves near the sensor, it
changes the permeance of
the magnetic circuit and thus
changes the magnetic flux.
A voltage get developed
when the flux field varies as
the toothed piece moves
This can also be used to
determine the position of the
cam shaft.

Duration
Delay
cycle

Engine speed/ Crank shaft position sensor
When the toothed piece

moves near the sensor, it
changes the permeance of
the magnetic circuit and thus
changes the magnetic flux.
A voltage get developed
when the flux field varies as
the toothed piece moves
This can also be used to
determine the position of the
cam shaft.

Crankshaft (CKP) Sensor :
Type : Variable Reluctance
118
Hot wire air mass flow sensor
A thin platinum wire with low thermal inertia place inside a

venturi
Hot wire forms one arm of the Wheatsons bridge
Bridge is balance at a particular temperature , ie resistance
When air flows hot wire cools and resistance changes
Bridge is unbalanced and voltage changes
Hot wire sensor is placed between air filter and the throttle
valve

Manifold air pressure sensor
Diffused semiconductor
strain gages with a very
high sensitivity is use to
measure low pressures.
Strain gages are diffused
on the diaphragm that is
square in shape
For the Spark ignition
control

Temperature Sensor :
Type : Thermistor
Voltge
Output
122
Temperature Sensors

Control of Fuel quantity
Speed

Control of Fuel quantity ( Contd)
ECU calculates a basic width for the injection pulse

based on stored data depending on the engine speed
and air flow
This pulse is further trimmed based on other inputs
like engine temperature, air temperature and battery
voltage
Final pulse is amplified an sent to the injector
ECU provides automatic enrichment during starting
an once engine starts the mixture is progressively
leaned.

Lambda Sensor

Catalytic Convertors
The use of catalytic converters leads to a dramatic reduction in the

emissions of CO, HC and NOx.
The catalytic convertor is fitted into the front part of the exhaust system
as close as physically possible to the engine.
It does this with a combination of heat and a precious metal catalyst.
The reduction of emissions is caused by a chemical change known as a
thermal reaction.
The Convertor is constructed of a case which houses, a normally
ceramic, honeycomb monolith, the internal surfaces of which are coated
with a combination of platinum and rhodium.
Endways on this monolith is visually similar to drinking straws, with
hundreds of flow channels that allow gases to come into contact with the
catalysts material.
Catalyst
Catalyst is a substance that causes or accelerates a chemical

reaction without itself being affected.
Catalysts participate in the reactions, but are neither reactants nor
products of the reaction they catalyze.
In the catalytic converter, there are two different types of catalyst at
work, a reduction catalyst and an oxidation catalyst.
Both types consist of a ceramic structure coated with a metal
catalyst, usually platinum, rhodium and/or palladium.
The idea is to create a structure that exposes the maximum surface
area of catalyst to the exhaust stream, while also minimizing the
amount of catalyst required, as the materials are extremely
expensive.
Reduction catalyst
Reduction catalyst is the first stage of the catalytic converter. It

uses platinum and rhodium to help reduce the NOx emissions.
When an NO or NO2 molecule contacts the catalyst, the catalyst
rips the nitrogen atom out of the molecule and holds on to it, freeing
the oxygen in the form of O2.
The nitrogen atoms bond with other nitrogen atoms that are also
stuck to the catalyst, forming N2.
2NO => N2 + O2 or 2NO2 => N2 + 2O2
Oxidation catalyst
The oxidation catalyst is the second stage of the catalytic

converter. It reduces the unburned hydrocarbons and carbon
monoxide by burning (oxidizing) them over a platinum and palladium
catalyst. This catalyst aids the reaction of the CO and hydrocarbons
with the remaining oxygen in the exhaust gas. For example:
2CO + O2 => 2CO2
Lambda Sensor
Measures the Oxygen concentration in the exhaust gases.

When the Oxygen concentration on both sides of the cell are different there
is a voltage output
At ideal operating temperature of about 600 C, the response time is less
than 50 ms
Lambda sensor and the closed loop control are active only after the sensor
reaches 350 C. National Institute of Technology, Calicut
Lambda Sensor

is a voltage output
than 50 ms
reaches 350 C.
Knock sensor
Knock is detected by measuring the Cylinder pressure fluctuations, engine

structural vibrations
A piezo electric sensor is used to detect vibrations
Basically a vibration sensor having resonant frequency close to the

frequency of oscillations in the cylinder.
KNOCKING
TDC
Spark
plug
BDC
Knocking can be reduced by retarding

the spark, but power will be reduced

Closed loop control logic for Knock control
(Knock vibrations)
Ignition point
Engine
Knock
Ignition sensor
output ECU
Control Evaluation
Circuit Circuit

The system starts to advance the ignition timing till the knock sets
in, thus maintaining the timing at the optimum level
Advantages
High thermal efficiency
Low exhaust emission levels
Ability to take care of changes due to variations in fuel quantity
Possibility to control knock in individual cylinders

Oxygen Sensor:
Installed on the Exhaust manifold to detect the

concentration of Oxygen in the exhaust gas.
Oxygen sensor heater promotes activation of
Oxygen sensor.
ECM Changes the mixture ratio according
to the Oxygen concentration.
Operates at a temperature above 200oC.
144
Lambda Sensor

is a voltage output
than 50 ms
145
reaches 350 C. ME 423T AUTOMOBILE ENGINEERING
146
Engine Control Module (ECM):
Installed under passenger side instrument panel.
ECM is a precision unit consisting of micro computer.
It runs on a software program stored in its memory

which compares the signal data, from the sensors with
the data stored in its memory, to control various output
devices like injector, igniter, radiator fan relay, A/C relay
etc.
147
Spark timing control
Ignition timing are adjusted based on load and engine speed .
Ignition timing or advance angle as determined by ECU is sum of
three components
Initial advance for starting the engine
Basic advance determined from map depending on manifold
pressure and speed
Correction advance Knock control, engine temperature
Complex timing maps can be handled
Well matched ignition timing
Additional parameters like ambient temperature can be easily used
as inputs
Good starting and idling behavior can be had
Low fuel consumption
Knock elimination
148
149
WHY MULTI POINT FUEL INJECTION ?
CARBURETOR MPFI
Fuel Injection pressure is not Fuel Injection pressure is constant

constant through the operating through the operating range.
range.
Air/Fuel Mixture Distribution Air/Fuel Mixture Distribution

among the Cylinders is not of among the Cylinders is of
uniform Quality (A/ F Ratio) uniform Quality (A/ F Ratio)
Slow Response, as there are Better Response, Since
Mechanical linkages for the Complete control is
Actuators. Electronic.
Restrictions such as Venturi, No such restrictions so
Choke etc., reduces Volumetric efficiency is
Volumetric efficiency. increased.
150
Year Norms CO% HC NOx Remarks
1983 - <2% < 1200ppm - Carburetor
Carburetor with
1993 - 1 0.5 % < 1200ppm -
Catalytic Converter
Pulse air control, EGR

1997 Euro I 1 0.5 % < 1200ppm -
(Zen, Gypsy King only)
1999 Euro II < 0.5 % < 300ppm - Mpfi
< 300ppm Mpfi, Heated oxygen

2005 Euro III < 0.5 % -
sensor
2010 ???????????151
Enhanced Air-flow:
EFI systems provide better Volumetric Efficiency (the ability to
maximize the air/fuel mixture that goes into the engine) due to
fewer restrictions in the intake tract. High volumetric efficiency
increases fuel economy and engine performance while reducing
emission levels.
Comfortable Smooth Driving:

1. Engine output is high (As there is no venturi-like air restriction
in the carburetor, the intake efficiency is high.
2. Acceleration response is fast (As the fuel injection takes place
very near the intake valve, response is fast).
3. Running performance just after a cold start is good (The intake
air volume and the fuel volume required are supplied at the
optimum amount.)
Meets The Emission Regulation Easily:
The optimum injection amount and uniformity of the air-fuel ratio
of all cylinders can be achieved easily. 153
GASOLINE DIRECT INJECTION SYSTEMS (GDI)
Sensors, ECU
Direct injection of Gasoline at high pressure (1000 -1300 bar)
Timing of injection is important
Power output Injection during suction stroke Homogenous
charge
Economy Injection during compression stroke Stratified charge
154
GASOLINE DIRECT INJECTION SYSTEMS
155
GASOLINE DIRECT INJECTION SYSTEMS
Improved fuel economy( up to 25% improvement) resulting from

Less pumping losses
Higher compression ratio
lower octane number requirement
Increased volumetric efficiency
Fuel cutoff during vehicle deceleration
Improved transient response
More precise air- fuel ratio control
Reduced emissions
At high speed the time of mixing will be less leading to non

homogenous mixture
156
AIR ASSISTED FUEL INJECTION SYSTEM
Air is mixed with fuel at high pressure and is directly injected into
the cylinder
The rich mixture is injected during the compression stroke or
suction stroke
The time of injection and duration of injection depends on the load ,
speed and other parameters
Air compressor driven by the engine is use for obtaining the
pressurized air
High pressure fuel pump is used for obtaining the pressurized fuel
157
158
159
160
INPUT TO ECU
Engine speed : Inductive/ Hall effect sensor
Air mass flow rate : Hotwire air mass flow sensor
Engine temperature : Thermistors
Air temperatures : Thermistors
Other Parameters
Manifold air pressure : Semiconductor strain gage
Knocking : Knock sensors
Air fuel ratio : Lambda sensor
OUTPUT FROM ECU

Injection durations (Fuel injection & Mixture injection)
Injection delay
Spark plug advance
161
162
Single Fluid injector
30 micron SMD
471500 droplets
Total surface area : 14cm2
Injection
quantity
5 mg
Air assisted direct injector Fuel

8 micron SMD Better Economy/
24,900,000 droplets atomization Low
Total surface area : 50cm2 Emission
163
DIESEL FUEL INJECTION SYSTEMS
164
Fuel tank
Primary fuel filter
Secondary fuel filter
Injectors
Fuel lines
165
REQUIREMENT OF DIESEL INJECTION SYSTEM
The fuel should be introduced into the Combustion chamber with in

a precisely defined period of cycle.( at high pressures)
The quantity of fuel metered should vary to meet the changing
engine condition
The injected fuel must break down into fine droplets
The spray pattern should be such that it results in a rapid mixing of
fuel and air
The beginning and end of injection should be sharp ( no dribbling)
The injection timing should change to suit the engine speed and
load requirement
Weight of the injection system must be minimum.
166
Diesel injection pump
167
168
169
170
FUEL INJECTORS
Mechanical type
High spring injectors

Low spring injectors
171
High spring injector
Two parts
Lower nozzle body
Upper injector body
Higher inertia
Easy adjustment
172
Low spring injector
Two parts
Nozzle body
Injector body
Low inertia
173
TYPES OF DIESEL FUEL INJECTION SYSTEMS
Individual pump injection system

Unit injector
Distributor system
Common Rail injection system
174
INDIVIDUAL PUMP INJECTION SYSTEM
175
DISTRIBUTOR SYSTEM
176
COMMON RAIL INJECTION SYSTEM
177
Common Rail Direct Injection system
(CRDI, CRDe, DDIS)

Common rail with Injector, Pump & ECM

DDIS Fuel System Layout
MM =
Magneti
Marelli
High Pressure Pump
Cylinder
head
Back leak Inlet

connector connector
HP outlet
Shaft
connector

How the fuel gets pressurized inside the H.P. pump

192
Common Rail Architecture
MM =
Magneti
Marelli
IGNITION SYSTEMS
Ignition is the prerequisite of the Combustion
Energy is supplied from an external source.
Break down voltage ( depends on spark plug gap & pressure)
Ignition has no degree
The high temperature plasma kernel created by the spark developes
into a self sustaining and propagating flame front
The total enthalpy required to cause the flame to be self sustaining

and promote ignition is given by the product of surface area of
spherical flame and enthalpy per unit area.
The ignition process must add necessary energy for starting and
sustaining burning of the fuel till combustion takes place.
Rate of supply of energy is important
195
BASIC REQUIREMENT OF A SPARK IGNITION SYSTEM
The system must have a source of electrical energy

The system must supply sufficient current to create a high energy of spark
to ignite the mixture.
The system must produce a peak voltage greater than the break down
voltage at all speeds (Break down voltage)
Compression pressure, Mixture strength,Electrode gap,Electrode tip temperature
The duration of the spark must be long enough with sufficient energy to
ensure that ignition of the mixture has a high chance of occurring
The system must distribute this high voltage to each of the spark plugs at
the exact time in every cycle.
196
TYPES OF IGNITION SYSTEMS
Battery ignition system

Magneto ignition system
Electronic Ignition system
197
BATTERY IGNITION SYSTEM
198
199
200
BATTERY IGNITION SYSTEM
Storage battery : 12 V
Secondary coil 21000 turns,

# 38- 40 gage
Primary coil 200 300 turns
# 20 gage wire
Condenser:0.20 -0.3 microfarads
Distributor
- Closes and opens the circuit
- Distribute the high voltage
201
Breaker Point (dwell angle)
DWELL ANGLE
Period measured in degree of cam
rotation ,during which the contact
remains closed is called dwell angle
Size of dwell angle depends on

Angle between lobes
No. of cylinders
Gap between points(.35 - .55 mm)
Time available for supplying energy to

primary winding decreases with cylinders
Optimum spring loading for the

contact breaker
Tungsten contact points
203
Cap Connector
Ceramic Body
Hexagon
Outer Casing
Copper Sealing Gasket
Securing Thread
Gap
Outer
Electrode
IGNITION SYSTEM Spark Plug

Cap Connector
Ceramic Body
Seal
Hexagon
Centre Electrode Outer Casing
Change Spark Plugs Copper Sealing Gasket

at specified times
Securing Thread
Make sure the correct These surfaces must be Outer

Spark Plug is fitted kept clean Electrode
IGNITION SYSTEM Spark Plug

SPARK PLUGS
HOT COLD
Plug operating temp. Heat transfer Length

of heat transfer path and area exposed
Available in different size -10, 14 & 18 mm
Insulator tip length
206
Heat Ranges of Plugs
The difference between a

"hot" and a "cold" spark
plug is in the shape of the
ceramic tip.
The difference between a "hot" and a "cold" spark plug is in the shape of the ceramtip.
The carmaker will select the right-temperature plug for each car.
Some cars with high-performance engines naturally generate more heat, so
they need colder plugs.
If the spark plug gets too hot, it could ignite the fuel before the spark fires; so it
is important to stick with the right type of plug for your car.
Operating temperature is 500C 850C.
At low temperature Plug fouling Hot plug (to be used)
At high temperature Pre ignition cold plug(to be used)
208
IGNITION TIMING
SPARK ADVANCE MECHANISMS
Vacuum advance mechanism - LOAD

Centrifugal advance mechanism - SPEED
Advance spark Low load and high speed
Retard spark -- High load and low speed.
209
Typical Vacuum Advance
Distributor
Diaphragm Adjustable
Vacuum Plate
Chamber
Cap
Points
Body Inlet
Pressure Cam Adjuster
Centrifugal
Advance
Input
Shaft Centrifugal
Weights
IGNITION SYSTEM Distributor

Vacuum Advance Mechanism
211
212
Vacuum Advance Mechanism
20 bTDC
213
Vacuum Advance Mechanism..
25 bTDC
214
215
216
Centrifugal Advance Mechanism
217
20 bTDC
218
20 bTDC
219
220
MAGNETO IGNITION SYSTEM
High tension magneto

incorporates the windings
to generate as well as to
step up voltage
Does not require ignition
coil to generate high
voltage
Rotating armature type &
Rotating magneto type
221
MAGNETO IGNITION SYSTEM
Current generated
depends on the speed
At starting current is low
Best at high speed
Suitable for racing cars
222
COMPARISON
No external power source

Required current is generated by the magneto
Low quality spark at starting
Engine starting is difficult
Intensity of spark improves with the engine speed
Occupies less space
Used in racing cars, motor cycles
223
ELECTRONIC INJECTION SYSTEM
Electronic systems have two circuits: a primary circuit and a secondary
circuit.
Electronic ignition systems differ from conventional ignition systems in
the distributor component area.
Instead of a distributor cam, breaker plate, points, and condenser, an
electronic ignition system has an armature (called by various names
such as a trigger wheel, reluctor, etc.), a pickup coil (stator, sensor, etc.),
and an electronic control module.
With the ignition switch turned on, primary (battery) current flows from
the battery through the ignition switch to the coil primary windings.
Primary current is turned on and off by the action of the armature as it
revolves past the pickup coil or sensor.
As each tooth of the armature nears the pickup coil, it creates a voltage
that signals the electronic module to turn off the coil primary current.
A timing circuit in the module will turn the current on again after the coil
field has collapsed.
When the current is off, however, the magnetic field built up in the coil is
allowed to collapse, which causes a high voltage in the secondary
windings of the coil.
224
Electronic ignition sytem
225
PROGRAMMED ELECTRONIC IGNITION
Ignition timing are adjusted based on load and engine speed .
Ignition timing or advance angle as determined by ECU is sum of three
components
Initial advance for starting the engine
Basic advance determined from map depending on manifold
pressure and speed
Correction advance Knock control, engine temperature
With the firing point established, the module switches off the ignition coil
primary circuit, the magnetic field in the coil collapses and the high
tension voltage is created.
At precisely the right instant the ESC II module switches the coil primary
circuit back on and the cycle is repeated for each cylinder in turn.
226
PROGRAMMED ELECTRONIC IGNITION
Engine Speed Sensing Unit
Timing
Timing Sensor
Disc
Control Unit
Ignition
Switch
Coil
Packs
Alternator
Battery
IGNITION SYSTEM Electronic Systems

228
ADVANTAGES
Complex timing maps can be handled

Well matched ignition timing
Additional parameters like ambient temperature can be
easily used as inputs
Good starting and idling behavior can be had
Low fuel consumption
Knock elimination
229
DISTRIBUTOR LESS IGNITION SYSTEM(DIS)
The major components of a distributor less ignition are:
Control Unit
Magnetic Triggering Device such as the Crankshaft Position Sensor
and the Camshaft Position Sensor
Coil Packs
230
DIS
231
232
233
234
235
Advantages
No timing adjustments
No distributor cap and rotor
No moving parts to wear out
No distributor to accumulate moisture and cause starting
problems
No distributor to drive thus providing less engine drag
236
Digital Twin Spark Plug Ignition (DTSi)
2 spark plugs in the single cylinder
engine and the timing of sparkplugs
are controlled by a digital
microprocessor.
The 2 spark plug set up leads to better
burning of the air fuel mixture, which
results in delivering better fuel
efficiency without any compromise in
power.

END
238
239

Me423t Automobile Engineering

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ME423T AUTOMOBILE ENGINEERING

Mist lubrication system

Splash lubrication system

Oil strainer Floating oil intake

Full flow filter system

Pressure expansion type

The disadvantage of the dry sump is the increased weight, complexity

Molybdenum disulfide is the inorganic compound with the formula

Smoother, Quieter Engine with more Power & economical solution.

Restores friction surfaces and protects against wear

CRANK CASE VENTILATION

Road draught crankcase ventilation system

Multi grade oil : SAE 5W/20

Based on the properties of the oil and operating conditions

MM - Moderate type of service

FACTORS AFFECTING CARBURETION

Time available for mixture preparation

Fuel nozzle action

Jet -80 Jet -86

Starting and warm up performance Rich mixture

Range of % of rated Governing factor A/F Remarks

1 Idling 0 - 20 Dilution of mixture 12.5 Rich

2 Normal 20 - 75 Economy 16.5 Slightly lean

3 Maximum 75 - 100 Full utilization of 13 Rich

MECHANICALLY OPERATED FULL POWER CIRCUIT

Normal cranking speed is low and hence air speed also

Requires a rich mixture during starting

A choke causes this increase in fuel delivery

Movement of piston to left side opens

For obtaining smooth engine operation during warm up

Prevents carburetor icing.

Continuous fuel injection system

CO (HC + NOx) Sulphur

The harmful emissions, which are identified for regulations in different

Catalytic converters, Electronic fuel injection devices

National Institute of Technology, Calicut

1983 - <2% < 1200ppm Carburetor

Carburetor with Catalytic

1999 Euro II < 0.5 % < 300ppm Mpfi

Electronic Fuel Injection system

Nano fuel Additives

National Institute of Technology, Calicut

Run the engine at different operating conditions

Estimate the fuel requirement per cycle at each conditions

Determine the pulse width based on calculations

Create Engine mapping and encode into the

National Institute of Technology, Calicut

Load = 10%, Speed = 3000 rpm, M =20mg/cycle

Vel= Cd*2* (Pinj Pman)/Denfuel (m/s)

AIR FUEL ELECTRONIC

1. Air Cleaner 1. Fuel pump 1. ECM

Throttle valve which is interlocked with the

TP sensor which detects the throttle valve

Fuel pressure regulator

Fuel Filter Fuel Pump

Keeps fuel pressure applied to the injector higher

When the fuel pressure rises more than 2.9 Kg/cm2

Fuel from Feeder

Engine Control Module (ECM)

Engine Rotation Fuel Injection

Throttle position : Throttle potentiometer

National Institute of Technology, Calicut

Throttle Position Sensor (TP)

Type : Variable Resistance / Potentiometer

Vel= Cd2 (Pinj Pman)/Denfuel (m/s)