Carburetion

Perhaps soon to be obsolete?

A carburetor is basically a device for mixing air and fuel in the correct amounts for efficient combustion. The carburetor bolts to the engine intake manifold. The air cleaner fits over the top of the carburetor to trap dust and dirt.

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.
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.

Carburetor size is stated in CFM (cubic feet of air per minute). This is the amount of air that can flow through the carburetor at wide, open throttle. CFM is an indication of the maximum air flow capacity. Usually, small CFM carburetors are more fuel-efficient than larger carburetors. Air velocity, fuel mixing, and atomization are better with small throttle bores. A larger CFM rating is desirable for high engine power output

1-Carburetor body 2-Air horn 3-Throttle valve 4-Ventur i 5-Main discharge tube 6-Fuel bowl

Carburetor

A device that mixes air and fuel in correct proportion for efficient combustion.

Stoichiometric Ratio 14.7 : 1 (Air : Fuel) CFM of air flow:Cubic feet of air per minute

This disc-shaped valve controls air flow through the air horn. When closed, it restricts the flow of air and fuel into the engine, and when opened, air flow, fuel flow, and engine power increase.

The venturi produces sufficient suction to pull fuel out of the main discharge tube

Venturi

Venturi works on high-low pressure. As the air speeds up when passing through the air horn(venturi), it creates vacuum, causing suction to pull fuel from the discharge tube.

The main discharge tube is also called the main fuel nozzle

It is a passage that connects the fuel bowl to the center of the venturi.

The fuel bowl holds a supply of fuel that is NOT under fuel pump pressure

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2.
3.

Engine induction and fuel system 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 Required power output Lowers fuel consumption, and Consistent with smooth and reliable operation

The constraints of emissions may dictate a different air-fuel ratio and also require recycling some exhaust gas. (EGR) Relative proportions of fuel and air that give the above requirements depend on engine speed and load. Mixture strength is given in terms of air-fuel or fuel-air ratio or equivalence ratio.

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.

At part-load (or part-throttle) it is advantageous to dilute the fuel-air mixture with excess air or with recycled exhaust gas. This dilution improves fuel conversion efficiency for three reasons: 1. The expansion stroke work is increased for a given expansion ratio due to the change in thermodynamic properties,

2.
3.

For a given mean effective pressure, the intake pressure increases with increasing dilution, so pumping work decreases,
Heat losses to the walls are reduced because the burned gas temperatures are lower.

In the absence of strict NOx emission control, excess air is the obvious diluent at part load and the engine runs lean

Fuel Metering Force

HIGH

LOW

 Air bled into the main metering system decreases the fuel density and destroys surface tension.

This results in better vaporization and control of fuel discharge, especially at lower engine speeds.

Air Bleed

1. 2. 3. 4. 5. 6.

Float system Idle system Off idle system Acceleration system High-speed system Full-power system

The float system (fig. 4-20) maintains a steady working supply of gasoline at a constant level in the carburetor. This action is critical to the proper operation of the carburetor. Since the carburetor uses differences in pressure to force fuel into the air horn, The float system keeps the fuel pump from forcing too much gasoline into the carburetor bowl

An excessively high float level will cause fuel to flow too freely from the discharge tube, causing an overly rich mixture whereas an excessively low float level will cause an overly lean mixture
The basic parts of the float system are the fuel bowl, the float, the needle valve, the needle seat, the bowl vent

Idle system 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.

Air bleed helps premix air and fuel.

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

The off idle, also known as the part throttle, feeds more fuel into the air horn when the throttle plate is partially open. It is an extension of the idle system. It functions above approximately 800 rpm or 20 mph. Without the off idle system, the fuel mixture would become too lean slightly above idle. The idle system alone is not capable of supplying enough fuel to the air stream passing through the carburetor. The off idle system helps supply fuel during the change from idle to high speed.

The, high-speed system, also called the main metering system, supplies the engine air-fuel mixture at normal cruising speeds. This system begins to function when the throttle plate is opened wide enough for the venturi action. Air flow through the carburetor must be relatively high for venturi vacuum to draw fuel out of the main discharge tube. The high-speed system provides the leanest, most fuel efficient air-fuel ratio. It functions from about 20 to 55 mph or 2,000 to 3,000 rpm.

The carburetor acceleration system, like the off idle system, provides extra fuel when changing from the idle system to the high-speed system. The acceleration system squirts a stream of fuel into the air horn when the fuel pedal is pressed and the throttle plates swing open. Without the acceleration system, too much fuel would rush into the engine, as the throttle quickly opened. The mixture would become too lean for combustion and the engine would stall or hesitate. The acceleration system prevents a lean air-fuel mixture from upsetting a smooth increase in engine speed.

Acceleration System

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.

High speed system (cruising speed)

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.

Choke System

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.

When the engine is cold, the fuel tends to condense into large drops in the manifold, rather than vaporizing. By supplying a richer mixture (8:1 to 9:1), there will be enough vapor to assure complete combustion. The carburetor is fitted with a choke system to provide this richer mixture. The choke system provides a very rich mixture to start the engine and to make the mixture less rich gradually, as the engine reaches operating temperature. The two types of choke systems are the manual and automatic

The full-power system provides a means of enriching the fuel mixture for high-speed, high-power conditions. This system operates, for example, when the driver presses the fuel pedal to pass another vehicle or to climb a steep hill. The full-power system is an addition to the high-speed system. Either a metering rod or a power valve (jet) can be used to provide variable, high-speed air-fuel ratio.

The evolution of gasoline-engine fuel delivery systems has been dictated by the need to improve transient and cold engine performance and emissions.

With each evolutionary change in the fuel delivery system, air-fuel mixture preparedness, within the cylinder, had to be engineered and restored to the traditionally acceptable homogeneous state.

Port-Fuel-Injection

Carburetor

Direct-Injection

Port Fuel Injection System

Direct (In-Cylinder) Fuel-Injection

1996
Advanced MultiPort-Fuel-Injection Multi-Port-Fuel-Injection 1980 Single-Point, Throttle-Body Fuel Injection 1980 Carburetor
1900

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1995

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1995

1985

Fuel System

Transient Emissions & Control

Cold Emissions & Control

Mixture Preparation Quality

Cost & Complexity

Carburetor Single-Point, Throttle-Body Fuel Injection Multi-PortFuel-Injection

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***** *****

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Advanced Multi-PortFuel-Injection
Direct-FuelInjection

*****

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Will direct-fuel-injection replace electronic port-fuel-injection at a similar rate?

Preliminary goal for a Direct-Fuel-Injection system is therefore to be able to achieve the traditionally acceptable homogeneous air-fuel mixture state at the time of ignition, by: Promoting maximum air-fuel mixing Using a finely atomized spray Prevent wall wetting Injecting early during intake stroke Intake-port design Injector location

However, because of the big increase in cost and complexity of a DFI system, would like to get more benefits to offset system costs than just improved cold and transient engine performance and emissions.

Are there any additional benefits of a DFI system?

But, this increase in thermal efficiency is currently possible only if the mixture-preparation state, within the cylinder, is stratified and not the traditionally acceptable homogeneous state.

Yes. Increased Fuel Economy !!

 Increased volumetric efficiency

increased compression ratio Decreased throttling losses Lean combustion Decreased heat losses

In trying to work the above levers, DFI is an enabler with high potential. Note that advanced MPFI systems are also enablers, but with lesser potential than DFI.

Airflow Characterisitics
8

Direct-Fuel-Injection
7.8

Port-Fuel-Injection

Airflow (g/s)

7.6

2.5%

7.4
Engine Speed = 2000 rev/min, Wide-open-throttle, Air-Fuel ratio=15:1

7.2
COMPRESSION STROKE INTAKE STROKE EXHAUST STROKE

7 80 120 160 200 240 280 320 360 400

End-of-Injection (bTDC Firing)

Direct-Fuel-Injection can result in an increase (up to 8% has been reported) in airflow due to spray-cooling of the intake air, when injection occurs during the intake stroke. The resulting increased performance can be converted to 1-2% increase in fuel economy.

70 65 60 55 50 45 40 35 30

Effect of Compression Ratio on Otto-Cycle Thermal Efficiency

Typical Compression Ratio for Port-Fuel-Injection engine

Otto Cycle Efficiency, E (%)

Typical Compression Ratio for Direct-Fuel-Injection engine

10

12

14

16

18

20

22

Compression Ratio (r)

Note: Otto-Cycle efficiency is used as a gross approximation for

Direct-Fuel-Injection permits an increase in compression ratio from 10.5 to about 12.0, resulting in about 2% increased efficiency. The increase in compression ratio results from a higher knock-tolerance (I.e., higher knock-limited spark advance) due to: 1. Spray cooling of the intake air when injection occurs during the intake stroke 2. Reduced end-gas temperature when injection occurs during compression stroke

Knock-Limited Spark Advance

18

Spark Advance (bTDC)

16 14 12 10 8 6 4 80 120 160 200 240

COMPRESSION STROKE
Engine Speed = 2000 rev/min, Wide-open-throttle, Air-Fuel ratio=15:1

Direct-Fuel-Injection Port-Fuel-Injection

INTAKE STROKE

EXHAUST STROKE

280

320

360

400

End-of-Injection (bTDC Firing)

Throttling losses are reduced by diluting the mixture with EGR or with excess air. But in a conventional homogeneous-charge system, the extent of dilution is limited due to flame initiation and propagation limits.

By stratifying the fuel-air mixture within the combustion chamber, the engine can be operated with extended dilution, at air-fuel ratios of 50:1 or greater.

Diluting the Air-Fuel Mixture Reduces Pumping (or Throttling) Losses

Undiluted Combustion Partially Diluted Combustion (Partially Unthrottled) Fully Diluted Combustion (Fully Unthrottled)

PMEP
Ln Volume

PMEP

Net MEP = IMEP - PMEP

Reduced Pumping Loss Due to Dilution

80 75

Effect of Specific-Heat Ratio on Otto-Cycle Thermal Efficiency

Specific-Heat Ratio for a Stoichiometric mixture of Fuel and Air

Otto Cycle Efficiency, E (%)

70 65 60 55 50 45 40 35 30 25 20 15 10

Specific-Heat Ratio for Pure Air

Compression Ratio = 12:1

1.1

1.2

1.3

1.4

1.5

1.6

Specific-Heat Ratio

Note: Otto-Cycle efficiency is used as a gross approximation for

When the working fluid has a higher specificheat ratio like that of lean air-fuel mixtures, less fuel energy is wasted in raising the internal energy of the charge, so more is available for useful work. By stratifying the fuel-air mixture within the combustion chamber, the engine can be operated at very lean (up to 50:1) air fuel ratios.

By stratifying the fuel-air mixture in the center of the combustion chamber and keeping the hot burnt products away from the walls, heat losses can be decreased.

Uses pressure (not Vacuum) from an electrical pump to spray fuel into the intake manifold.

Provides the engine with proper air-fuel ratio (14.7 : 1)

Advantages Improved Atomization Better fuel flow Smoother idle

Improved fuel economy

Lower emissions Better cold weather drivability Increased engine power Simpler

Electrical Fuel Pump draws fuel from tank and forces it into the regulator.

Pressure Regulator controls the amount of pressure that enters the injector and any extra fuel is returned to the fuel tank.

Fuel Injector is simply a coil or solenoid operated valve. Spring pressure holds the injector closed. When engaged, the injector sprays fuel into the engine. Injector Pulse Width indicates the time each Injector is energized (Kept Open).

Air filter

Throttle valve

Sensors

Connecting ducts

Monitors engine operating condition and reports this information to ECM (computer).

Sensors are electrical devices that change resistance or voltage with change in condition such as temperature, pressure and position.

Uses electrical data from the sensors to control the operation of the fuel injectors.

Engine Control Module (ECM)- Brain of the electronic fuel injection.

Oxygen Sensor measures the oxygen content in engine exhaust. Mounted on the exhaust system before the catalytic converter.

Voltage out-put of O2 sensor changes with the change in oxygen content of exhaust.

Lean mixture decreases the voltage. Rich mixture increases the voltage.

Signal is sent to ECM and the ECM changes the time that an injector is open or close.

Open Loop When the electronic injection system doesnt use the input from the engine exhaust. System operates on information stored in the computer (PROM). Computer ignores the sensors when the engine is cold.

Closed Loop Ones engine reaches the operating temperature, computer uses information from oxygen sensor and the other sensors.

Manifold Absolute Pressure Sensor (MAP) Measures the pressure, or vacuum inside the engine intake manifold. Manifold pressure = Engine load

High pressure (low intake vacuum) = High load = Rich mixture

Low pressure (high intake vacuum) = Little load = Lean mixture Computer senses the change in resistance and alters the fuel mixture.

Throttle Position Sensor (TPS) Variable resister connected to the throttle plate.

Change in throttle angle = change in resistance.

Based on the resistance, ECM richens or leans the mixture.

Engine Temperature Sensor

Monitors the operating temperature of the engine. Exposed to engine coolant. Engine cold = Low Resistance = Rich Mixture Engine Hot = High Resistance = Lean Mixture.

Mass Air Flow Sensor (MAF)

Measures the amount of outside air entering the engine.

Contains an air flap or door that operates a variable resistor. Helps computer to determine how much fuel is needed.

Inlet Air Temperature Sensor

Measures the temperature of air entering the engine. Cold air (more dense) = More fuel for proper AF ratio.

Crankshaft Position Sensor

Detects engine speed.

Changes injector timing and duration.

Higher engine speed = More fuel

Uses one or two injectors.

Injectors (pulse) spray fuel into the top of throttle body air horn.

Atomized fuel mixes with air and drawn into the engine.

Fuel pressure regulator is spring loaded and is part of the housing.

EFI Multi port Injection System Injector is pressed into the runner(Port) in the intake manifold.

Injector sprays towards an engine intake valve.

EFI Direct fuel Injection System

Injectors are pressed into the combustion chamber and spray fuel directly into the combustion chamber.

THE INJECTION SYSTEM IN DIESEL ENGINES CAN BE OF TWO TYPES: 1. AIR INJECTION. 2. AIRLESS INJECTION. IN AIR INJECTION SYSTEM THE DIESEL IS INJECTED ALONG WITH THE COMPRESSED AIR WHEREAS IN AIRLESS INJECTION SYSTEM ONLY THE LIQUID DIESEL IS INJECTED INTO THE CYLINDER.

In an indirect injection (abbreviated IDI) diesel engine, fuel is injected into a small prechamber, which is connected to the cylinder by a narrow opening. The initial combustion takes place in this prechamber. This has the effect of slowing the rate of combustion, which tends to reduce noise.

FIGURE 4-3 An indirect injection diesel engine uses a prechamber and a glow plug.

FIGURE 4-4 A direct injection diesel engine injects the fuel directly into the combustion chamber. Many designs do not use a glow plug.

High pressure circuit comprises: High pressure pump with pressure control valve The high pressure accumulator (Rail )with the rail pressure sensor Injectors, and The respective high pressure connection lines.

EVAPORATION

is the changing of a liquid to a vapor. *The rate of evaporation is dependent on the following

1- TEMPERATURE.
2- ATMOSPHERIC PRESSURE 3- VOLATILITY. 4- ATOMIZATION

The rate of movement of the molecules increase with temperature. Because of this, the amount of molecules leaving the liquid for a given time will increase, as the temperature increases.

As atmospheric pressure increases, the amount of air molecules present over the liquid also increases. The increased presence of air molecules will slow the rate of evaporation. This is because the molecules of liquid will have more air molecules to collide with. In many cases, they will fall back into the liquid after the collision

The term volatility refers to how fast a liquid vaporizes. Some liquid vaporizes easily at room temperature. Alcohol, for instance, vaporizes more easily than water. A highly volatile liquid is one that is considered to evaporate easily.

Atomization is the process of breaking up a liquid into tiny particles or droplets. When a liquid is atomized, the droplets are all exposed individually to the air. For this reason, atomization greatly increases evaporation by increasing the exposed surface area of the liquid.

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.

Carburetor Icing And Heat Use

Carburetor ice means ice at any location in the induction system.

Impact ice Fuel ice Throttle ice

Impact ice
Formed by the impingement of moisture-laded air at temperatures below freezing onto the elements of the induction system which are at temperatures below freezing. Air scoop, heat valve, carburetor air screen, throttle valve and metering elements.

Fuel Ice
Forms when any air or fuel entrained moisture reaches a freezing temperature as a result of cooling of the mixture by fuel vaporization.

Cooler air holds less water vapor and the excess water is precipitated in the form of condensation.

Condensate freezes.
Can occur at ambient temperatures well above freezing.

Throttle ice
Formed at or near a partly closed throttle when water vapor in the induction air condenses and freezes due to the expansion cooling and lower pressure at the throttle. Temperature drop normally does not exceed 5 F.