FUEL SYSTEM (UNIT-II)

Sources of Fuels: The main source of automotive engine fuels is crude oil, which is dark viscous liquid.
The crude oil occurs in underground deposits together with natural gas and water in typical geological
formations. It is taken out by drilling wells. By refining processes under heat and pressure the crude
oil is converted into the various forms like gasoline, kerosene, lubricating oil, diesel oil, fuel oil,
asphalt etc.

The petroleum is principally composed of hydrocarbons which contain hydrogen and carbon. It
generally contains small quantities of water, sulphur and other impurities as it comes out from
the earth.

Introduction: To run an automobile engine, the fuel from the fuel tank must reach by some means to
the engine cylinder. The basic fuel supply system in an automobile engine consists of a fuel tank,
fuel pump, fuel lines, fuel filter, air cleaner, carburetor or Injector, inlet manifold, supply and
return pipelines. The fuel burns in the cylinder during exhaust stroke and the burned gasses leave
the cylinder passing through the exhaust pipe and silencer.

The functions of fuel feed system are

• To store fuel in the fuel tank
• To supply fuel to the engine to the required amount and in proper condition
• To indicate to the driver the fuel level in the fuel tank

.Classification: Fuel supply system

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S.I.Engine (Petrol) C.I.Engine (Diesel)
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Carburetor system Injection system
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↓ ↓ ↓ ↓ ↓ ↓
Gravity Pressure Vacuum Pump Direct Indirect
System System System injection injection
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SPFI MPFI
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_____________________
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Mechanical Electronic
Metering and Control Metering and Control
Gravity system: in this system, the fuel tank is located at the highest position in a vehicle from
where the petrol flows down the carburetor under gravity. This system is very simple and cheap
but the rigidity of placing the fuel tank necessarily over the carburetor is a disadvantage.

Pressure system: in this system, a sealed fuel tank is used in which the petrol flows under
pressure. The pressure in the tank may be created by means of an air pump or engine exhaust.
For starting, the pump is primed by hand. The advantages of this system is that the fuel tank can
be located at any suitable place, but the system suffers from the possibility of pressure leakage.

Vacuum system: in this system the petrol is sucked from the main tank by using the vacuum
produced within the engine. The sucked petrol flows from the main tank to an auxiliary tank
from where it flows to the carburetor under gravity.

Pump system: In this system, a steel pipe carries petrol to the fuel pump, which pump into the
float chamber of the carburetor through a flexible pipe.

Fuel pumps: A fuel pump is used to deliver fuel from the fuel tank to the flows chamber or
carburetor. It is generally mounted on the side of the engine block near the eccentric end of the
camshaft. Main types of fuel pumps normally used are
1. A C mechanical pump
(i) Diaphragm type
(ii) Plunger type
(iii) Rotary type
a. With external gears
b. With internal gears
2. S U Electrical pump
i. Mounted on fuel tank
j. Mounted on engine compartment
3. Electromagnetic pump
4. Combined pump
A C Mechanical pump: this is a diaphragm type of pump shown fig 2.1. the diaphragm used is
made out of high – grade cotton impregnated with synthetic rubber. The valves are being made
of Bakelite, which being lighter, keeps the inertia stresses minimum.

The drive for the pump is taken from camshaft by means of an eccentric or cam. The eccentric
operates the rocker arm, which is in conjunction with the diaphragm. The diaphragm spring
pushes the diaphragm up and down. Download movement of the diaphragm causes vaccum in
the chamber, which causes the inlet valve to open and the fuel, then goes through the strainer to
the chamber. The next upward movement of the diaphragms causes the inlet valve to close while
the outlet valve opens and the fuel goes out to the carburetor float chamber.
This way, the pressure in the petrol pipelines between the fuel pump and the carburetor, is kept
under pressure between 20 and 35 Kpa, the exact pressure range being determined by the
stiffness of the diaphragm return spring. The controlled pressure in the petrol supply line is very
important to be maintained. It the pressure is low, the petrol supply will not be able to keep pave
with the demand under high speed or high load conditions. On the other hand if the pressure is
excessive the needle valve of the carburetor float chamber may be forced open, causing the
flooding of the carburetor and consequent stalling of the engine.

When the float chamber of the carburetor is completely filled up, there is no need of pumping
more fuel till some of it is consumed. But if the engine continues to run at light load, the
camshaft will be running all the time and if no other means are provided, the pump will build up
excessive pressures, which may damage the pump itself. This is taken care of by the diaphragm
return spring, which remains partially or fully compressed depending upon the line pressure even
though the rocker arm continues to be moved up and down by eccentric. Then the movement if
diaphragm gets restricted to partial or even zero which decreases or even steps the supply of
petrol from the pump from the pump until engine uses some of the petrol in the carburetor
chamber

To ensure further safety, the connection between the rocker arm and the pull rod is made flexible
and when float chamber is full, the diaphragm is not operated though the camshaft is running all
the time.
Even though the mechanical pump is the more reliable system, it has few shortcomings.
1. As it is placed close to the engine, it is exposed to the engine heat, which may result in
vapor locking in the fuel supply system.
2. The pump can be operated only after the engine has started.

Electrical fuel pump: The mechanical pump has a limitation of being installed on the engine
itself as it is to be run by eccentric of the camshaft. Therefore, a smaller length of pipe between
pump and carburetor remain under pump pressure, while a longer pipe length fuel pump is not
so. To ensure that whole of the fuel supply system is under pressure electrically operated fuel
pump is preferred.

In this type also a diaphragm is used. Alternate vacuum and pressure are produced due to the
movement of the diaphragm, which is caused electrically in this case. Closing the ignition switch
energizes the solenoid winding, magnetic flux is generated which pulls the arms to which the
diaphragm is attached. Thus the diaphragm moves to cause suction in the pump chamber and the
fuel is drawn into the chamber. But as soon as the armature moves, it interruption the electric
supply by disconnecting the breaker points, the solenoid is de-energized and the armature falls
back, causing the diaphragm to move to create pressure in the pump chamber which opens the
outlet valve and the fuel goes out to the circuit again and the solenoid again energized. The
whole cycle is repeated in this way and the fuel continues to be pumped.

Electrical pumps need not be located close to the engine; mostly they are located near the fuel
tank. Thus, these are not subjected to engine heat. Further an electrical pump need not wait for
the engine to start. It starts operating immediately as the ignition is switched on.
 • Electrical pumps need not be located close to the engine; mostly they are located near the
fuel tank. Thus, these are not subjected to engine heat.
• Electrical pump need not wait for the engine to start. It starts operating immediately as
the ignition is switched on.

Fuel filters: A fuel filter is a filter in the fuel line that screens out dirt and rust particles from the fuel,
normally made into cartridges containing a filter paper. They are found in most internal combustion
engines.

The fuel is filtered at different stages in a fuel supply system. Therefore, many fuel filters
are used in the fuel circuit. The fuel filters serve the purpose of filtration in the fuel delivery
system by preventing foreign particles from entering into the fuel pump and carburetor. The
modern filtration practice employs a combination of coarse and fine filters.

Types of fuel Filters:

1. Based on the mesh number

a. Coarse filters
b. Medium coarse filters
c. Fine filters.
2. Based on the filtering materials
a. Felt filters
b. Specially processed paper filters
c. Cloth filters
d. Wire mesh filters
3. Based on the arrangement of filtering type
a. Edge type
b. Double filtering type
4. Based on connection with the piping
a. In line filters
b. Off line filters.
CARBURETOR: The carburetor is a device which is used to mix the petrol with air in the proper ratio for
the purpose of combustion. The quantity of petrol and air can be mixed in different ratios inside the
carburetor. According to the quantity of petrol in the air-petrol mixture, the speed of the engine
changes.

A carburetor consists of two parts

1. Float Chamber 2. Mixing Chamber.
1. Float chamber is used for regulating the entry of fuel to the carburetor according to the rate at
which the fuel is needed. The action of this is based upon the principle of the simple U-tube.
2. Mixing Chamber is used for atomizing (i.e. supplying the fuel in the form of fine droplets) and
mixing it with the necessary amount of air. This air – fuel mixture is supplied to the engine
cylinder for combustion.

Functions of carburetor:

1. To keep a small reserve of fuel at a constant head

2. To vaporize the fuel to prepare a homogeneous air fuel mixture
3. To supply correct amount of the air fuel mixture at the correct strength under all conditions of
load and speed of the engine
CALSSIFICATION OF CARBURETORE:
1. According to the direction of flow
a. Up-draught: In upward draught type the air enters at the bottom and leaves at the top. The
updraft type used considerably in the past because, when it was installed low at the side of the engine
was well adapted to the gravity fuel-feed system.
b. Horizontal: In horizontal draught type, the entry and exit of air is in horizontal direction
instead of vertical directions as in down or upward types. These are also known as side – draught
carburetors.
 c. Down-draught: In downdraught type, the air enters at the top of the carburetor and leaves at
the bottom. Most passenger car carburetor in modern cars carburetor is of the downdraft type.
Advantages claimed for the downward type are that it permits a manifold of larger cross section
because the fuel flow s down into the manifold instead of being lifted up into it. The location of the
carburetor above the engine is more accessible for inspection, adjustment or repair and the air entering
the carburetor is cooler.
2. On the basis of number of venturies
a. Single
b. Multi: The multi venture carburetor is generally used for six and more cylinder engines for
provided uniform quality of mixture to each cylinder. Such carburetors are more suitable for V-8 and
racing car engines.
3. On the basis of jet
a. Fixed jet
b. Variable jet
4. According to the arrangement of the float chamber
a. Eccentric: The float chamber is placed at the side of the ventuti tube
b. Concentric: The float chamber is placed around or surrounds the venturi tube or tubes.
5. On the basis of fuel used
a. Liquid
b. Gas
c. Two-fuel
6. On the basis of commercial trade name
a. Solex
b. Zenith
c. S.U
Air Filters: Air filter is a device composed of fibrous materials which removes solid particulates such
as dust, pollen, mold, and bacteria from the air.

The vaporized fuel is mixed with the air desired proportions before being fed into the cylinder
for ignition. The air for this purpose comes from the surround atmosphere. It is very important that this
air should be cleaned for dust particles. The dust particles in the air cause a very rapid wear of the
engine, particularly cylinders, pistons, piston rings, valve and guides. Further, if the dirty air enters the
crankshaft, it will contaminate the lubricating oil and ultimately damage the bearings and journals and
decrease the service period of the lubrication system. It is therefore customary to install air cleaner on
the intake system of automotive engines.
Apart from filtering the air, the air cleaner also performs other function as
• It acts as a silencer for the carburetion system, by reducing the engine induction noise to an
acceptable level
• In case the engine backfires, the air cleaner also acts as a flame arrester. Air cleaner, however
offer resistance to air, which is increased as the air cleaners get clogged with dirt.
Consequently airflow would get decreased, resulting in sluggish engine performance
and higher consumption of fuel. Therefore they should be cleansed regularly or replace periodically, say
every 20,000 km.
Types of Air Filters (cleaners):
1. Oil bath type or heavy duty type
2. Air wetted type
3. Dry type or light duty type
Oil bath type & Heavy Duty Type: This kind of air cleaner uses an air bath and a wire mesh element for
filtration. The construction of air cleaner body is such that the incoming air undergoes a sudden reversal
in its direction of flow. Due to this the heavier dust particles separate out from the air on account of
grater inertia, and collect in the air bath. The air is now wetted by oil mist, and passes upward through a
wire mesh filter element. The lighter dust particles get stuck-up on this filter due to viscous behavior,
and the air flows downward towards the carburetor. The efficiency of oil bath air cleaners is as high as
95%.

Oil wetted air cleaner: Oil wetted air cleaner, which uses a wire mesh – filtering element. In effect, this
element is oil-wetted and forms a viscous layer all round it. When the incoming airflows through it, the
dust particles adhere to its surface and the air flows out to carburetor. This arrangement is inferior to oil
bath type air filter since dust particles are prevented by one filter only as compared are filter and an oil
bath in the latter case. Then its filtering element gets clogged very soon and needs frequent washing in a
cleaning fluid. The re-oiling of filter element at close intervals is another demerit.
Dry Air Cleaner: In this case, a specially processed paper type filter element provides filtration on intake
air through its surface. The paper acts as a sieve of denser mesh.

The paper element is of cylindrical shape and is bonded on a fine mesh screen to impart
strength. The sides of the elements are sealed against dust. The surrounding air enters through flared air
horn and flows through the paper element. Dust particles are deposited on its outer surface while the
filtered air goes to carburetor through a hole at the bottom plate.

Requirements of air cleaners:

1. It should offer maximum filtering area
2. It should have a higher dust retention capacity.
3. It should offer minimum restriction to airflow
4. It should posses a longer service interval for its filtering element
5. The filtering element should not distort, damage, or crack soon.
6. Its filtering efficiency should be high
7. It should be easily mountable
8. Its construction should be simple and cheap
Diesel engine fuel supply rating: The heart of the diesel engine is the fuel injection system. A very small
quantity of fuel must be measured out, injected, atomized and mixed with combustion air.

The function of fuel system is less reliable, less efficiency and requires an air
compression supplying air at 70 bar or higher pressure of between 100 to 200 bars is used to atomize
the oil and to force through spray nozzles.
Function of fuel injection system:
• Filter the fuel
• Meter or measure the correct quantity or fuel to be injected
• Time the fuel injection
• Control the rate of fuel injection
• Atomize or break up the fuel to fine particles
• Properly distribute the fuel in the fuel in the combustion chamber
Types of fuel injection systems:
1. Common rail injection system
2. Individual pump injection system
3. Distributor
Common rail injection system: Two types of common rail injection systems are shown in fig 1 and 2
respectively. Refer fig.1 a single pump supplies high pressure fuel to header a relief valve holds pressure
constant. The control wedge adjusts the lift of mechanical operated valve to set amount and time of
injection. Refer fig 2. Controlled-pressure system has pump which maintains set head pressure. Pressure
relief and timing valves regulate injection time ad amount. Spring-loaded spray valve is merely as a
check.

Individual pump injection system: In this system an individual pump or pump cylinder connects
directly to each fuel nozzle. Pump meters charge and control injection timing. Nozzles contain a
delivery valve actuated by the fuel – oil pressure.
Distribution system: In this system the fuel is metered at a central point pump pressurizes meters the
fuel and times the injection. From here the fuel is distributed cylinders in correct firing order by cam
operated poppet valves, which open to admit fuel.

Fuel injector: It consists of a nozzle valve fitted in the nozzle body . The nozzle valve is held on its seat
by a spring that exerts pressure through the spindle . The nozzle valve lift can be adjusted by adjusting
screw . Usually the nozzle valve is set to lift at 135 to 170 bar pressure. The feeling pin, which indicates
whether valve is working properly or not. The fuel under pressure from the fuel pump enters the
injector through the passage and lifts the nozzle valve. The fuel travels down nozzle and injected into
the engine cylinder in the form of fine spray. Then the pressure of the oil falls, the nozzle valve occupies
its seat under the spring force and fuel supply is cut off. Any leakage of fuel accumulated above the
valve is led to the fuel tank through the passage .The leakage occurs when the nozzle valve is worn out.
Types of Nozzles: The Nozzles may be classified as Hole type and pintle type. These nozzles are
opened by hydraulic pressure and are closed by the spring force.

The single hole nozzle has a hole drilled centrally or laterally in the nozzle body. The hole is
closed by the spring-loaded needle valve. The single hole produces one fuel jet. This fuel jet has
good penetration but requires high injection pressure to exert fine atomization. The single hole
nozzle is used in engines where the combustion chamber shape creates high turbulence as in
swirl chamber engines.

The multi hole nozzle has number of holes, from three to eighteen for large bore engines. The
number of holes depends on the engine requirements. The multi hole is mostly used in open
combustion chamber engines, where it is necessary to distribute the fuel spray to all parts of the
wide shallow combustion chamber. Multi hole nozzle effects good dispersion and atomization
but less extent of penetration. Pening pressure usually varies from 150 to 250 bars. The small
size holes may easily get clogged up with foreign particles. The injector valve O.

The pintle nozzle has an extension at the tip of the needle valve. The pintle extends through the
orifice in the nozzle body, when the valve is in the closed position. The pintle may either be
cylinder or conical in shape. The pintle cone angle varies from 0 o to about 60o. the pintle
produces a throttling effect during the initial phase. Of fuel injection. The throttling effect
reduces the amount of fuel that will be injected dueling combustion delay period. This
phenomenon reduces diesel knock effect. The pintle nozzle promotes atomization at the expense
of penetration. Furthermore, the pintle keeps the spray hole free from carbon deposits.

The pintaux nozzle is development of pintle nozzle. The pintle nozzle, which has a conical
projection at the top of the injector at the top of the injector needle valve, is called pintaux
nozzle.
Spray formation: The fuel issuers from the orifice in the form of liquid stream. The liquid
stream is traveling at high velocity, V, which is closely equal to the predicted value by the
familiar hydraulic equation v=C “ “P, where “P is the pressure difference or pressure drop across
the fuel orifice, at any instant. The liquid stream, upon entering the combustion chamber and on
encountering the high-pressure air, will be rapidly decelerated and atomized (i.e. broken) into
droplets of different sizes.

In an actual engines, it is difficult to predict the shape of the fuel spray because the air is highly
turbulent and combustion occurs before injection is completed. As such, studies were made by
injecting fuel into quiescent air at room temperature. Spray formation as injection pressure
increases can be seen in fig.

Fuel injection system testing: Regular testing of the fuel injection system ensures that the diesel
pump works effectively. Testing carried out by : 1. Calibration and, 2. Phasing.

Calibration of fuel pump elements:

The fuel injection pump is calibrated for efficient delivery. A testing machine is utilized for this
purpose. For testing, the pump is first placed on the testing machine and then the engines are
rotated till it attains a speed of 2000rpm. The quantity of diesel oil supplied from each pump
element is measured. If these quantities are more or less the same, it may be said that the pump is
delivering properly to all cylinders.

Phasing of fuel injection pump:

The camshaft of the fuel injection pump rotates at half the speed of the crankshaft. Therefore, the
supply of oil from each plunger should be at 90o phase difference for a four-cylinder engine. This
means that the timing of fuel delivery and cut off between one cylinder and the other should be
90o. the adjustment of fuel pumps at correct timing intervals is known as the phasing of the pump
which is carried out as follows: pump element No. 1 is first kept at its TDC and the setting of the
other pump element is then checked. The gap between the lower end of the plunger and the top
of the tappet roller should be 0.5 mm. if the gap is less or more than 0.5 mm, the position of the
plunger can be raised or lowered in the barrel by means o an adjusting screw. After this gap is
made uniform for every plunger element, the phasing should be started.
The point of port closure in each element should be correctly noted by gradually lifting the
plunger from its bottom position after removing the valve and valve spring from the pump
element. As the moves upwards gradually, the oil coming out of this valve passage reducing.
When the plunger just closes the two ports, the oil supply from the vale passage stops. The exact
cut-off point can be determined by attaching a swan neck pipe

The swan neck pipe is connected to the pump barrel. When the plunger moves up, there is a
supply of fuel through this neck. When the plunger closes the ports, the supply of fuel from the
swan neck pipe stops. Thus the exact position of the plunger at the instant of closure of the two
ports can be found out. All other elements can be tested in similar way. The phase difference
between one element and the other should be 90o. the phasing of the diesel pump is carried out
after the point of port closure has been determined.

The calibration and phasing tests ensure that the diesel pump works effectively.