LAB REPORT

AUTOMOTIVE

NS Emad Aslam REG#430 DE 30 MECH (B)

FUEL INJECTION PUMP

A device that pumps fuel into gasoline or diesel engine cylinders is known as a fuel injection pump. The pump is usually driven by a chain or toothed timing belt that is motivated by the gears in a crankshaft. This system is also linked to the camshaft, causing them to be intertwined. In traditional four-stroke engines, it rotates at half the speed of the crankshaft in order to enable the correct timing of the injection process. This occurs as the cylinder's compression stroke is about to begin. These devices are distinctly different from a fuel pump itself, which is primarily responsible for the flow of the fuel from its container or fuel tank. This is the part of the system in which fuel is brought out of the tank and pumped along a system of tubes to the engine block. The fuel injection pump then pushes the fuel inside the cylinders. Fuel injection pumps need to operate in high-pressure environments in order to keep the system in full containment. In modern systems this is at the level of 15,000 psi or higher. For this reason, mechanics or engineers who work on these systems, especially diesel, take great care for personal safety. The fuel injection pump itself can possibly push fuel into the human body, causing serious harm to an individual. In larger models, a concept known as in-line injection is the normal model. In this system, the pistons work with a throttle, which can produce varying power levels in the engine. All of the cylinders are rotated at once and the amount of fuel taken in is adjusted by a volume control method. Smaller engines, such as those in cars and light trucks, use a distributor pump to control the fuel injection process. The injector pumps gas or diesel into fuel lines, which is how the volume of fuel is controlled. The timing of the injection process is controlled by the crankshaft. Essentially, the faster a vehicle moves, the more fuel is injected into the internal combustion engine. This can be accented with the addition of a turbocharger or supercharger, which gives the engine more power.

TYPES OF FUEL INJECTION PUMPS

Electric Fuel Pump

An electric fuel pump is a valve controlled by the car engine's computer and a set of sensors. The valve supplies and releases pressurized fuel to your car's engine. The valve can open and close several times in one second, thus atomizing the fuel and creating a mist, which makes the fuel burn at a steady rate.

CONTROL SLLEEVE IN-LINE FUEL INJECTION PUMPS

These pumps differ from conventional in-line pumps by having a control sleeve which slides up and down upon the pump plunger. By the way of an actuator shaft, this can vary the plunger lift to port closing, and with start of delivery and start of injection. Position of control sleeve is varied as a function of different influencing variables. Compared to the PE standard fuel injection pumps the give additional features and degree of freedom.

PE STANDARD IN LINE FUEL INJECTION PUMPS

Start of fuel delivery is defined by inlet port which is closed by plungers top edge. The delivery quantity is determined by second inlet port being opened by the helix which is diagonally machined into plunger. The control racks setting is determined by mechanical governor or by electric actuator.

Rotary Fuel Pump

A rotary pump delivers fuel via a single injection cylinder driven by an axial cam plate that injects fuel into the individual fuel lines using a distributor valve. These pumps alter the injection timing with crank speeds. The alteration of the crank speed creates greater power and smoother revs. Rotary pumps are used primarily in cars and small trucks.

IN LINE FUEL PUMP

All in line fuel injection pumps have a plunger and barrel assembly for each cylinder. As indicated from name , it comprises pump barrel and plunger. The pump camshaft integrated in the pump and driven by engine ,forces the plunger toward the delivery direction.The plunger is returned by the its spring. Plunger and barrel assemblies are arranged in line and plunger lift can not be varied. In order to allow the changes in delivery quantity, slot have been machined in the plunger,diagonal edges of which are known as helixes.When plunger is rotated by moveable control rack, helixes permit the selection of required stroke. Depending upon the fuel

injection conditions, delivery valves are installed between the pumps pressure chamber and fuel injection lines. These not only precisely terminate injection process and prevent secondary injection at nozzle , but also ensures a family of uniform pump characteristic curves.

Phasing:
Phasing may be defined as the process for checking and adjusting an in-line pump to ensure that the interval between the successive injections exactly corresponds to the firing interval of the engine cylinders. This is done when the pump is being manufactured to check the tolerances on the component part. This is also done when the pump is in service, if the pumping element and/or tappet assemblies require replacement The phasing operation is done on highly developed special equipment known as the injection pump test bench. There are several versions of the test bench but the basic process remains the same. It is essential that the instructions of the manufacturer of the bench and that of the fuel pump must be consulted. The manufacturer of the FIP includes a data sheet regarding the fuel setting. For the purpose of phasing a pump the tappet body of each of the pumping element is provided with a screw thread tappet ruler). This tappet adjustment provides the means of altering the overall length of the roller tappet and plunger (combination, so as to ensure the correct point of injection for each cylinder. If for example the injection is occurring too early in one cylinder, then from the action of the pumping element it will be evident that the barrel ports are closing too soon. In other words the top of the plunger has risen too high in relation to the angle of cam lift and therefore requires lowering, by turning the adjustment screw further into the tappet body. A graduated degree plate which is set to zero on the test bench so that the commencement of injection for number 1 plunger pumping element will serve as datum for all the others, in order of cylinder injection sequence. The phase angle or angular difference between each commencement of injection should be 60 degree for a six cylinder engine (360/6=60). The tolerance in phase angles is about 0.5 drgree The fuel line from one of the injectors is removed and a swan neck pipe is attached. This pipe is connected to the pump barrel. The point of port closure in each element should be correctly noted by gradually lifting the plunger from its bottom position (by rotating the shaft of the pump by hand) after removing the valve and the valve spring from the pumping element. As the plunger moves upwards gradually, the oil coming out of this valve keeps reducing. When the plunger just closes intake and spill port, the oil supply from the valve passage stops. The exact cut-off point is determined. All other FIP elements are tested in a similar way. The angle between two successive cut-off points should be 60 degreein case of 6-cylinder engine.

Calibration:

The fuel pump needs to be calibrated for efficient delivery. The fuel must be equally distributed in each cylinder. The calibration of an inline fuel injection pump may be defined as the procedure for adjusting the fuel oil deliveries of the pumping elements so that each may deliver the same specified quantity. The calibration of the fuel pump is an important operation, because of the environmental requirements for a clear exhaust with no un-burnt fuel present, and the economical considerations as related to the cost of saving in fuel. Calibration in an inline pump is also performed on a fuel pump test bench. For this purpose it is motorized and equipped with a bank of especially calibrated test injectors, the output from these is collected in graduated glass measuring cylinders. Provision of adjusting the output for individual pumping element is made by unclamping and turning the quadrant pinion relative to the plunger control sleeve. In later practice this was done by unclamping and altering the position of the plunger arm engaging fork along the control rod While being motored, if one of the pumping elements is injecting more fuel (as seen in from the graduated glass cylinders) then it is adjusted to decrease the amount it pumps, using either the quadrant pinion or the engaging fork.

TRANSMISSION SYSTEM
A transmission system in automobiles provides output of the internal combustion engine to the drive wheels and also provides speed and torque conversions. Automobile or automotive transmission system consists of various devices that help in transmitting power from the engine through the drive shaft to the live axle of an automobile. Gears, brakes, clutch, fluid drive and other auto transmission parts work together for transforming the speed ratio between the engine and wheels of a vehicle. The auto transmission system incorporates various components, which are attached to the back of the engine, and used for distributing the power from the engine to the drive wheels.

Automatic Transmission System

An automatic gearbox is one type of motor vehicle transmission that can automatically change gear ratios as the vehicle moves, freeing the driver from having to shift gears manually. Most automatic transmissions have a defined set of gear ranges, often with a parking pawl feature that locks the output shaft of the transmission. Similar but larger devices are also used for heavy-duty commercial and industrial vehicles and equipment. Some machines with limited speed ranges or fixed engine speeds, such as some forklifts and lawn mowers, only use a torque converter to provide a variable gearing of the engine to the wheels. Besides automatics, there are also other types of automated transmissions such as continuous variable transmissions (CVTs) and semi-automatic transmissions, that free up the driver from having to shift gears manually by using the transmission's computer to change gear, if for example the driver were redlining the engine. Despite superficial similarity to other automated transmissions, automatic transmissions differ significantly in internal operation and driver's "feel" from semi-automatics and CVTs. An automatic uses a torque converter instead of clutch to manage the link between the transmission and the engine, while a CVT uses a belt instead of a fixed number of gears, and a semiautomatic retains the clutch like a manual but activates the clutch through electrohydraulic means.

MANUAL TRANSMISSION SYSTEM

Manual transmissions often feature a driver-operated clutch and a movable gear selector, although some do not. If you have a manual transmission, you have to shift the gears yourself, usually with a stick located on your console and the clutch pedal. Manual transmissions are characterized by gear ratios that are selectable by engaging pairs of gears inside the transmission. Manual transmissions are generally available with four to six forward gears and one reverse gear. Two basic types of manual transmission are

Simple unsynchronized systems:

In this systems, gears are spinning freely and their relative speeds must be synchronized by the operator to avoid noisy and damaging "clashing" and "grinding" when trying to mesh the rotating teeth. It required skills of timing and careful throttle manipulation when shifting, so that the gears would be spinning at roughly the same speed when engaged; otherwise the teeth would refuse to mesh.

Synchronized systems:
In the system, the gearbox is of constant mesh type, in which all gears are always in mesh but only one of these meshed pairs of gears is locked to the shaft on which it is mounted at any one time, the others being allowed to rotate freely; thus greatly reducing the skill required to shift gears. These systems that will automatically "mesh" while changing gears. Basically the same as the manual shift except it has synchronizers and can be shifted on the go. The clutch should always be used for starts, stops as well as shifting. It usually has 6-8 forward gears and 1-2 revers.

COMPONENTS IN MANUAL TRANSMISSION SYSTEM; Clutch

The clutch connects the two shafts so that they may be locked together and spin at the same speed (engaged), locked together but spinning at different speeds (slipping), or unlocked and spinning at different speeds (disengaged). Clutch is basically a lever or pedal that is used for changing gears in an automobile. The clutch used in automobile is a device which helps in making the vehicle move smoothly from a standstill position, accelerate it with different gears and bring it back to its original standstill position. The key use of the clutch is to manage the smooth start, acceleration and control the mileage of an automobile. Usually judder and heat resistant materials are used for making automotive clutches. Stainless steel, carbon, iron, copper, bronze, brass etc are widely used for manufacturing automobile clutch. There are different designs of vehicle clutch but most are based on one or more friction discs pressed tightly together or against a flywheel using springs. The friction material varies in composition depending on many considerations such as whether the clutch is "dry" or "wet". Friction discs once contained asbestos but this has been largely eliminated. Clutches found in heavy duty applications such as trucks and competition cars use ceramic clutches that have a greatly increased friction coefficient. However, these have a "grabby" action generally considered unsuitable for passenger cars. The spring pressure is released when the clutch pedal is depressed thus either pushing or pulling the diaphragm of the pressure plate, depending on type. However, raising the engine speed too high while engaging the clutch will cause excessive clutch plate wear. Engaging the clutch abruptly when the engine is turning at high speed causes a harsh, jerky start. This kind of start is necessary and desirable in drag racing and other competitions, where speed is more important than comfort.

Automotive Gear Parts:

Automotive gear and gear parts constitute an essential part of an automotive transmission system. These transmission parts are toothed wheels that comprises of interlinked set of rotating gears which are basically used for changing speed or direction of a moving vehicle. The size and dimension of the automotive gears differ according to the size of the vehicle. For covering smaller distances there are low gears and for larger distances there are high gears. High gears usually have more number of teeth and have an ability of covering larger distances in just one revolution of pedal

Differential:
Differential is a device or an equipment that comprises of gears which are attached to the drive shaft and allows the wheels to rotate at varied speeds. The main purpose of creating this mechanism is for driving wheels with alike force thereby allowing them to turn at different speeds. More specifically, differential balances the power between the left and right drive wheels at the time of cornering i.e. when inside wheels move more slowly than the outside wheels.

Gear Shifters
An essential part of automotive transmission or auto transmission system, gear shifter is basically the mechanical component that is used for controlling and operating the gearing mechanism and choosing the suitable gear ratio. These are the critical parts of the gearbox that usually comprises of shift forks, shift knobs and shift lever. Shifter forks used in automobile transmission systems are affixed to a cam and shaft assembly. While the shift levers are attached either to a control on the steering column or a shift stick placed on the floor.

Output Shaft
Output shaft is a rotatable cylindrical bar that is used in automotive transmission systems for transmitting torque from a device. The basic parts of an output shaft are plug-in, spline and tapered tool fittings. These automotive transmission parts also called as drive shaft or slow speed shaft are the essential elements of speed reducer, which is affixed to driven equipment.

Transmission Axles:
Transmission axles are the shafts usually rods or bars, which are used for providing support to differential shafts and wheels in order to actuate a vehicle. These transmission parts consists of spline at one end and flange at the other end. Both of these components are used for holding tightly the wheel studs. More precisely, transmission axle is the metal based shaft to which wheels, brakes and other automotive suspension parts are connected.

Universal Joints:
Universal joint is also known as cardan joint and U joint. This joint is the point of connection in a stiff rod which enables the rod to turn in any desired direction in auto transmission system. In other words universal joint is a joining link between two shafts that are in a changing position. These automotive transmission parts are one of the earliest form of flexible couplings that have two shaft yokes located at 90 degrees angle to each other and a four point cross that fasten the yokes

Working of manual transmission

The input shaft of a manual transmission is connected to the engine via the clutch. The reason that they are not directly connected is that there are times when you don't want the input shaft to rotate at the same speed as the engine, like when the vehicle is stopped at a red light. The OUTPUT shaft is connected to the differential and therefore the drivewheels. The INPUT shaft is connected to the LAYSHAFT via meshed gears. This layshaft has multiple other gears on it; one for each forward drive gear plus one for reverse. Each gear on the layshaft turns with the layshaft as one solid unit. Now, the output shaft is where the action is at. Like the layshaft, it also has a gear for each drive gear (including reverse), but unlike the layshaft, these gears are free to spin around the output shaft. There are also some sliding collars that can engage these gears via DOG TEETH, locking them to the output shaft, and SELECTOR FORKS to slide the collars into the gears. Most modern transmissions also include a SYNCHRONIZER to match speeds between the gears and the collar. When you are in Neutral, all of the collars are disengaged from the gears on the output shaft, so you can engage the clutch while the engine is running without the vehicle moving. The input shaft will spin the layshaft and all of the gears on the output shaft, but since they are all disengaged, the vehicle remains stationary (without stalling the engine). Move the shifter into first gear, and one of the selector forks will slide one of the the collars to lock 1st gear to the output shaft. Ease out the clutch and the output shaft will spin in the opposite direction of the layshaft (meshed gears, remember?), and move the vehicle forward. Pick up some speed, and get ready to shift to 2nd. Now, disengage the clutch to allow the input and layshafts to change speed easilly, then move the shifter to 2nd. The selector forks will first slide the collar away from 1st gear and disengage it from the output shaft. Then, the 2nd gear synchro will match speeds between 2nd gear and the output shaft just before the gear gets locked to the shaft. Release the clutch, and now you are solidly in 2nd gear. Lastly, there is an idler gear between two gears, one each on the layshaft and output shaft. This idler gear is for reverse. When this gear is engaged, the layshaft and output shafts will rotate in the same direction. (Don't forget, in all other gears, the two rotate in opposite directions.)