Automobile Engineering

ME-4015

Supercharger, Turbocharger, Fuel

injector and Lubrication system

Dr. Sobahan Mia

Professor
Department of Mechanical Engineering
KUET, Khulna
 Components of Automobile
Supercharger
Turbocharger
Carburetor
Fuel Injection System EFI, DGI
Lubrication system
In most engines, atmospheric pressure is the only force that pushes air into
the intake manifold. These engines are naturally aspirated or normally
aspirated. The air they breathe is at normal atmospheric pressure. The
amount of fuel that can be burned in the cylinder is limited by the amount
of air that the atmospheric pressure pushes in.
An engine can produce more power at the same speed if more air fuel
mixture is forced into the cylinder. Forcing additional air-fuel mixture into
the cylinder is called forced induction.
 Supercharger and Turbocharger
In most engines, atmospheric pressure is the only force that pushes
air into the intake manifold. These engines are naturally aspirated or
normally aspirated. The air they breathe is at normal atmospheric
pressure. The amount of fuel that can be burned in the cylinder is
limited by the amount of air that the atmospheric pressure pushes in.

An engine can produce more power at the same speed if more air fuel
mixture is forced into the cylinder. Forcing additional air-fuel mixture
into the cylinder is called forced induction.
Forced induction may provided by a supercharger or by a
turbocharger. These are air pumps or blowers that force more air fuel
mixture into the engine.
 Supercharger & Turbocharger
Supercharger and turbocharger differ in construction and operation. One
basic difference is in how they are driven. Supercharger is mechanically
driven by a belt or chain from the engine crankshaft. The turbocharger is
driven by the engine exhaust gas.

The supercharger provides instant response when the accelerator pedal is depressed.
It does not have to turn at high speed like the turbocharger.
Automotive manufacturers uses two types of supercharger. Rotor type and scroll or
spiral type.
 Supercharger & Turbocharger
Superchargers increase intake by compressing air above atmospheric
pressure, without creating a vacuum. This forces more air into the engine,
providing a "boost." With the additional air in the boost, more fuel can be
added to the charge, and the power of the engine is increased.

The turbocharger is bolted to the exhaust manifold of the engine. The exhaust from
the cylinders spins the turbine, which works like a gas turbine engine. The turbine
is connected by a shaft to the compressor, which is located between the air filter
and the intake manifold. The compressor pressurizes the air going into the pistons.
Operation
 Turbocharger Wastegate
The turbocharger can raise boost pressure so high that detonation and
engine damage occur. To limit boost pressure and prevent overboost, most
turbochargers have a wastegate. It opens when boost pressure reaches a
preset maximum.
Intercooler
Air gets hot when it is compressed. This causes the air to expand and
become less dense. Heated air contains less oxygen to support combustion.
To cool the air and increase its density most turbocharged and supercharged
engines have a change-air cooler or intercooler. This is a radiator like heat
exchanger that cools the air after it has been pressurized. It transfer heat
from hot air to cool air. The air enters the engine cool and can take higher
compression without detonation.
Turbocharger Lag
The turbocharger lag is the delay felt between the opening of the throttle
valve and the turbocharger providing additional power. The lag is the time
the idling turbine needs too reach boost speed.
 Carburetor
A carburetor is a device that blends air and fuel for an internal combustion
engine.
The carburetor works on Bernoulli's principle: the faster air moves, the
lower its static pressure, and the higher its dynamic pressure. The throttle
(accelerator) linkage does not directly control the flow of liquid fuel.
Instead, it actuates carburetor mechanisms which meter the flow of air
being pulled into the engine. The speed of this flow, and therefore its
pressure, determines the amount of fuel drawn into the airstream.
Low speed and idling ports allow the engine to operate with a low throttle
opening before the main system is operating fully.
 Carburetor
Carburetor needs several special systems or circuits wh
ich change the air fuel ratio to suit varying operating co
nditions:
Float system
Idle system
Main metering system
Power system
Accelerator pump system
Choke system
Float System
The float system includes a small fuel reservoir or float bowl with a
float and needle valve. The float and needle valve control the fuel le
vel in the float bowl. The fuel pump send fuel under pressure to the
float bowl. As the fuel enters, the float rises. This pushes the needle
valve toward its seat. As the fuel reaches the correct level, the needl
e valve shuts off the fuel supply. Float is lighter than gasoline.
Idle System
When the throttle valve is closed during idling, very little air
passes through the venturi. This creates so little vacuum that no
fuel discharges from the fuel nozzle. The idle system supplies
air-fuel mixture during closed throttle operation
Main metering System
However, as more air moves through the venturi, the venturi vacuu
m grows stronger. The fuel nozzle discharges fuel and the main-me
tering system takes over. The wider the throttle valve opens, the fast
er the air flows through and the greater the venturi vacuum. More f
uel discharges from the main nozzle to maintain the proper air-fuel
ratio.
Accelerator Pump
System
The accelerator pump supplies the
additional fuel needed for quick
acceleration. It has a pump plunger
that is forced down by a pump
lever linked to the throttle. When
the throttle valve opens, the pump
lever releases the duration spring.
The spring forces the plunger
down, sending a squirt of fuel from
the pump jet into the air stream.
This enriches the air-fuel mixture
for quick acceleration. The
duration spring allows the
accelerator pump to discharge fuel
for about a second or until the
power system takes over.
Power System
For high speed, full power, wide open throttle operation, the air-fuel
mixture must be enriched. The power system produces this
enrichment. In newer vehicles with feedback carburetors, the power
system is electronically controlled.
Feedback Carburetors
Electronically controlled carburetor is feedback carburetor. Modern fuel
systems, both fuel injected and carbureted, are electronically
controlled. Operation of the carbureted electronic engine control
system is very similar. The major difference is that the ECM sends
pulse to a carburetor mixture control solenoid instead of to a fuel
injector.
 Carburetor Troubles (22-5)
Listed below are various engine troubles that can caused by th
e carburetor.
Excessive fuel consumption
Lack of engine power, acceleration or high speed performance
Poor or rough idle can result from a leaky vacuum hose, stuck
PCV valve or retarded ignition timing. It could also be due to
clogged idle system or any of the causes for lack of engine po
wer, acceleration or high speed performance.
Failure of engine to start unless primed could be due to
a) No fuel in tank or carburetor
b) Wrong cap on fuel tank
c) Clogged fuel tank vent.
 Fuel Injection System
Fuel injection is a system for admitting fuel into an internal combustion
engine. It has become the primary fuel delivery system used in
automotive engines, having replaced carburetors during the 1980s and
1990s. A variety of injection systems have existed since the earliest usage
of the internal combustion engine.
The primary difference between carburetors and fuel injection is that fuel
injection atomizes the fuel by forcibly pumping it through a small nozzle
under high pressure, while a carburetor relies on suction created by
intake air accelerated through a Venturi tube to draw the fuel into the
airstream.

EFI : Electronic Fuel Injection

DGI : Direct Gasoline Injection
 Fuel Injection System
There are two types of
gasoline fuel injection
systems:
1. Port fuel injection
(PFI) : fuel injector in
each intake port
2. Throttle body fuel
injection (TBI): fuel
injector are located
above the throttle
valves.
EFI : Electronic Fuel Injection
Most fuel injection systems are electronically controlled. The
controller is an electronic control module (ECM) or ECU. It is also
called on board computer. Various components of the engine and fuel
system send electric signals to the ECM. The ECM continuously
calculate how much fuel to inject. It then opens the fuel injectors so
the proper amount of fuel sprays out to produce the desired air-fuel
ratio.
 Fuel Injection System
Sensors that report to the ECM include:
Engine speed
Throttle position
Intake manifold vacuum or manifold absolute pressure
Engine coolant temperature
Amount and temperature of air entering engine
Amount of oxygen in exhaust gas
Atmospheric pressure
There are two types of fuel injectors deliver fuel into the air entering the
engine:
1. Solenoid-operated fuel injector
2. Mechanical fuel injector
Advantages of Petrol/ Gasoline injection system
1. High power is developed.
2. It has quick starting and warm-up.
3. There is low specific fuel consumption.
Fuel Injector
GM-Fuel injector
 Lubrication System
The supply of lubricating oil between the moving parts of motor vehicles
is called automobile lubrication.
Purpose of Lubricating oil
1. The oil lubricates moving parts to reduce wear.
2. As the oil moves through the engine, the oil picks up heat.
3. Oil fills the clearances between bearing and rotating journals.
4. The oil helps form a gas-tight seal between piston rings and cylinder
walls.
5. The oil acts as a cleaning agent.

The properties needed by an engine lubricating oil include:

1. Proper viscosity
2. Viscosity index
3. Viscosity numbers
4. Multiple viscosity oil
5. Resistance to carbon formation and oil oxidation
6. Corrosion and rust inhibitors
Engine Lubrication System
 Lubrication in Engine parts
The following parts in the engine require lubrication:
1. Crankshaft bearings
2. Crankpins
3. Big end of connecting rod
4. Small end of connecting rod
5. Bushes of gudgeon pin
Oil rating
6. Inner wall of the cylinder
7. Piston rings
SAE 5W-20
8. Valve operating mechanism
9. Timing gears
10. Camshaft bearing

In general there are four lubrication system

11. Petroil system
12. Splash system
13. Pressure-feed system
14. Combined splash and pressure-feed system
 Lubricating System Components
1. Oil Pump
2. Pressure-Relief Valve
3. Oil Cooler
4. Oil Filters
The oil from the pump flows through the filter before reaching the
engine bearings. It has a pleated-paper filtering element. Filter has
a spring-loaded bypass valve. It opens to protect the engine from
oil starvation if filter becomes clogged. The unfiltered oil bypasses
the filter and goes directly to the engine. The filter should be
changed before this happens.
It may be Cartridge type; Edge type and Centrifugal type
Oil Filter
 Automobile Lubrication
Oil Pressure Indicator
Oil Level Indicator

Crankcase Ventilation
Sludge Formation (How, Why and Prevention)

Other Automobile Lubricants:

1. Grease (Wheel bearing greases, Universal Joint greases,
Chassis greases, Lifetime grease, Multipurpose greases, EP
greases, Other greases,
2. Automatic transmission and Power steering Fluid.
 Engine Oil
Oil should change when it gets dirty or contaminated. Automotive
manufacturers recommend periodic oil change.
Schedule I: Changing engine oil and oil filter every 5000 km.
Schedule II: Changing oil every 12500 km, if vehicle is driven
several km daily.
Always oil should use oil with the viscosity and service rating
specified in the vehicle owners manual.
The two most common complaints related to the lubricating
system are:
(i) Engine uses too much oil
(ii) Oil pressure light or gauge shows low oil pressure
Causes of Low oil pressure include
1. A weak or broken relief valve spring
2. A worn oil pump,
3. 3. 4. 5. 6. 7.
Excessive oil pressure may result from:
1, 2, 3, 4
 Next
Engine Cooling System and
Electrical System