Module2: Fuel and its supply system for SI and CI Engines 21ME742

INTRODUCTION
• In an IC engine, the chemical energy contained in the fuel is converted into mechanical
power by burning (oxidizing) the fuel inside the combustion chamber of the engine. Since
the heat energy is derived from the fuel, a fundamental knowledge on types of fuels and
their characteristics is essential in order to understand the combustion phenomenon.
• The Characteristics of the fuel used have considerable influence on the design, efficiency,
output and particularly, the reliability and durability of the engine.
• Further, the fuel characteristics play a vital role in the atmospheric pollution caused by the
engines used in automobiles.
Internal combustion engines can be operated on different types of fuels such as liquid, gaseous and
even solid fuels. Depending upon the type of fuel to be used the engine has to be designed
accordingly.
1. Solid Fuels
• In the initial stages of the engine development, solid fuels such as finely powdered
coal was attempted.
• Compared to gaseous and liquid fuels, solid fuels are quite difficult to handle,
storage and feeding as well as in disposing off solid residue or ash after combustion
because of the complications in the design of the fuel feed systems these fuels have
become unsuitable for use in IC Engines.
2. Liquid Fuels
• In most of the modern internal combustion engines, liquid fuels which are the
derivatives of liquid petroleum are being used.
• The three principal commercial types of liquid fuels are benzyl, alcohol and
petroleum products.
Petroleum (obtained from crude oil) is a mixture of many hydrocarbons with varying
molecular structure. It also contains small amounts of
• Sulphur
• Oxygen
• Nitrogen
• Impurities (such as water, sand etc.)
Advantages of liquid fuels over solid fuels

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

1. High calorific value.

2. Low storage capacity required.
3. Cleanliness and free from dust.
4. Practically no ashes.
5. non-deterioration in storage.
6. non-corrosion of boiler plates.
Disadvantages
1. Highly expensive.
2. High risk of fire.
3. Expensive containers are required for storage and transport
3. Gaseous Fuel
• Gaseous fuels are ideal and pose very few problems in using them in internal
combustion engines, they mix more homogeneously with air and eliminate the
distribution and starting problems that are encountered with liquid fuels.
• Even though the gaseous fuels are the most ideal for internal combustion engines,
storage and handling problems restrict their use in automobiles.
• Consequently, they are commonly used for stationary power plants located near
the source of availability of the fuel.
• Some of the gaseous fuels can be liquefied under pressure for reducing the storage
volume but this arrangement is very expensive as well as risky.

IMPORTANT QUALITIES OF ENGINE FUELS

Fuels used in IC engines should possess certain basic qualities which are important for the
smooth running of the both SI and CI engines.
Some of the important
qualities of gasoline are discussed below.
• Volatility
• Starting and warm up
• Operating Range Performance
• Crank case dilution
• Vapour lock characteristics

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

• Antiknock quality
• Gum Deposits
• Sulphur Contents.
SI Engine Fuels
Petrol/ Gasoline which is most commonly used in the SI engines is usually a blend of
several low boiling Paraffins, Naphthenes and Aromatics in varying proportions.

Typical Distillation curves of Gasoline

• Figure shows the fractional distillation curve of gasoline for both winter and summer grade
gasoline.
• The characteristic curve represents temperatures at which 10, 40, 50 and 90% of the volume
Evaporates.
1) Volatility: It is the most important characteristics of a SI engine fuel. It is defined as the
tendency to evaporate at a temperature lower than their boiling temperature. In other words
Volatility is a measure of how easily a fuel vaporizes.
• One of the most important requirement for proper and smooth combustion is the
availability of a highly combustible air-fuel mixture at the moment of start of the ignition
i.e., it requires Highly Volatile fuel.
• A highly volatile fuel generates a rich fuel air ratio at starting of the engine, but, it will
create another problem during running operation; it creates vapour bubble which choked
the fuel pump delivery system. This phenomenon is known as vapour lock.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

• High volatility of fuel can also result in excessive evaporation in a storage tank which will
also pose a fire hazards.
• Low volatile fuel like kerosene and distillates can be used for SI engines for tractors.
• low volatility may cause the petrol to condense on the cylinder walls, diluting and
removing the lubricating oil film.
2) Starting and warm up: Engine speed and temperature are low during the starting of the engine
this phenomenon is known as cold starting of an IC engine.
• In order to start an engine very rich mixture about 5 to 10 times the normal amount of petrol
is supplied near the spark plug, when an engine becomes hot enough with rich fuel air
mixture, the combustion becomes steady and it is known as Warming Up of an IC engine
or (Choking Process).
The limit of air-fuel mixture at the start is
For rich mixture it is 8:1
For lean mixture it is 20:1
Note: Choking is a process generally used to control or regulate air flow into the carburetor, a rich
mixture of fuel and air is prepared and fed into the cylinder or combustion chamber.
3) Operating Range Performance: refers to how well the engine performs across a specific
range of operating conditions, such as different speeds (RPM), loads, and throttle positions.
It defines the engine's efficiency, power output, fuel consumption, and emissions under
varying conditions.
• In order to achieve better performance within the operating range of the engine good
vaporization of the gasoline are preferred.
• Better vaporization tends to produce both more uniform distribution of fuel (fuel to spread
evenly to the cylinder) as well as better acceleration characteristics by reducing the quantity
of liquid droplets in the intake manifold.
4) Crankcase dilution in an internal combustion (IC) engine refers to the contamination of the
engine's lubricating oil in the engine crankcase by unburnt fuel, primarily gasoline or diesel.
• This can happen when fuel leaks past the piston rings and mixes with the oil in the
engine crankcase.
• Unburnt liquid fuel in the cylinder causes loss of viscosity of lubricating oil which
deteriorates its quality tends to cause damage to the engine through increased friction.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

• To prevent these possibilities, all gasoline in the cylinder is vaporized at the time of
combustion starts.
5) Vapour Lock Characteristics: in an internal combustion (IC) engine occurs when fuel in the
fuel delivery system turns into vapor, blocking the flow of liquid fuel to the engine.
• High rate of vaporization of fuel can upset the carburetor metering or even stop the fuel
flow to the engine by setting up a vapour lock in the fuel passages.
• To prevent problems like vapor lock and maintain proper fuel flow, the fuel should have
a higher boiling point.
• This means that the fuel shouldn’t vaporize too easily at the normal operating temperatures
of the engine and high boiling temperature ensures that the fuel stays in liquid form as long
as possible, reducing the risk of vaporization problems.
6) Antiknock quality: refers to the ability of a fuel to resist knocking or detonation in an IC
Engine.
• Knocking happens when the air-fuel mixture in the engine’s cylinder ignites prematurely
or unevenly, causing an abnormal and violent combustion
• Abnormal burning or detonation in an SI engine combustion chamber causes a very high
rate of energy release, excessive temperature and pressure inside the cylinder adversely
effects its thermal efficiency. Therefore, the characteristic of fuel should be such that it
reduces the tendency to detonation and this property is called its antiknock property.
• A higher octane number rating (measures quality of gasoline fuel) indicates that the fuel
ignites more easily and burns more efficiently to avoid objectionable knock.
• The antiknock property of a fuel depends on the self-ignition characteristics of its
mixture and varies largely with the chemical composition and molecular structure of
fuel.
• In general, the best SI engine fuel will be that having the highest antiknock property, since
this permits the use of higher compression ratios, High thermal efficiency and Power output
can also be greatly increased.
7) Gum deposits in an internal combustion (IC) engine refer to sticky substances that form due
to the breakdown or oxidation of fuel.
• Gasoline primarily contains hydrocarbons from three families: paraffin, naphthene, and
aromatic which contains more unsaturated hydrocarbons are prone to form gum deposit.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

• The oxidation of these hydrocarbons leads to the formation of liquid and solid gummy
substances that can build up in various parts of the engine and fuel system.
➢ Sticking valves and piston rings: Gum can cause these moving parts to stick,
leading to poor engine performance.
➢ Carbon deposits: carbon buildup in the engine, which can affect efficiency.
➢ Gum deposits in the manifold: Gum can accumulate in the intake manifold,
disrupting airflow and fuel delivery.
➢ Clogging of carburetor jets: The presence of gum can block fuel passages, leading
to fuel starvation and engine stalling.
➢ Enlarging of valve stems, cylinders, and pistons: Gum buildup can physically
change the dimensions of engine components, leading to further operational
problems.
8) Sulphur content: in fuels used in IC engines refers to the amount of sulfur present in the fuel.
• Hydrocarbon fuels may contain free Sulphur, hydrogen sulphide and other Sulphur
compounds which are objectionable for several reasons.
• The sulphur is the corrosive element of the fuel that can corrode fuel lines, carburetors and
injection pumps and it will unite with oxygen to form sulphur dioxide that, in presence of
water at low temperatures, may form sulphurous acid.
• Since sulphur has a low ignition temperature, the presence of sulphur can reduce the self-
ignition temperature, then promoting knock in the SI engine.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

CI Engine Fuels
1. Knock Characteristics: Knock in the CI engine occurs because of an ignition lag of the
fuel between the time of injection and the time of actual burning.
• As the ignition lag increases, the amount of fuel accumulated in the combustion
chamber increases and when combustion actually takes place, abnormal amount of
energy is suddenly released causing an excessive rate of pressure rise which results
in an audible knock.
• Hence, a good CI engine fuel should have a short ignition lag and will ignite more
readily.
• A higher cetane rating (measures quality of diesel fuel) indicates that the fuel ignites
more easily and burns more efficiently to avoid objectionable knock.
• Furthermore, ignition lag affects the starting, warm up, and leads to the production
of exhaust smoke in CI engines.
2. Volatility: The fuel should be sufficiently volatile in the operating range of temperature
to produce good mixing and combustion.

Typical Distillation curves for Diesel

3. Starting Characteristics: The fuel should help in starting the engine easily.
It emphasizes two key requirements:
• High Volatility: The fuel should vaporize easily, allowing it to mix with air to create
a combustible mixture quickly.
• High Cetane Rating: A higher cetane rating means the fuel can ignite at a lower
temperature, which is important for starting the engine smoothly and efficiently.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

4. Smoking and Odor: The fuel should not promote either smoke or odour in the engine
exhaust.
• Good volatility is crucial because it ensures that the fuel mixes well with air, leading
to more complete combustion. When combustion is complete, it produces fewer
pollutants, resulting in less smoke and odor.
5. Viscosity: of the diesel engine fuel emphasizes two key requirements
• Flowability: Diesel fuels need to flow easily through the fuel system and filters,
even at low temperatures.
• Low Temperature: This requirement ensures that the fuel can be delivered to the
engine and function properly, regardless of cold weather conditions.
6. Corrosion and Wear
• The fuel should not cause corrosion and wear of the engine components before or after
combustion which is directly related to the presence of sulphur, ash and residue in the
fuel.
7. Handling Ease: The fuel should be a liquid that will readily flow under all conditions that
are encountered in actual use and ease of handling depends on 2 main requirements i.e.
Pour point and the viscosity of the fuel.
• High flash point: indicates the fuel is less likely to ignite at normal handling
temperatures, enhancing safety.
• High fire point: means it won't burn easily, further reducing fire risk.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

RATING OF FUELS
Fuels are rated for their Antiknock qualities. The rating of fuels is done by defining two parameters.
• Gasoline: Octane number and
• Diesel oil: Cetane number respectively.
Usually Resistance to knock depends upon the chemical composition of fuel ( i.e. characters tics
of hydrocarbon in the fuel.)
Other operating parameters are:
• Air-fuel Ratio
• Compression ratio
• Ignition timing
• Engine Speed
• Shape of combustion chamber
1. Rating of the fuels in SI Engine: refers to the measure of octane number of the fuel used.
• Octane number is the percentage of volume of Iso-octane in the mixture of Iso-octane
and n-Heptane.
• Resistance to knocking is an extremely important characteristic of fuel for
spark-ignition engines.
• In order to determine the knock resistance of the fuel used in the SI engine, fuel
characteristics and its operating variables must be fixed at standard values.
• According to a standard practice, the antiknock value of an SI engine fuel
is determined by comparing with reference fuel.
❖ Iso-octane (C8H18) ------assigned a rating of 100 Octane number i.e. very good
antiknock fuel and
❖ Normal heptane (C7H16) ------ assigned a rating of 0 Octane number i.e., very poor
antiknock fuel.
Example:
If a test fuel matches the knocking intensity of a reference fuel at a mixture that is 80% iso-
octane and 20% normal heptane, then the fuel has an octane number of 80.
Fuel with Octane number of 80 indicates
❖ 80% Octane and
❖ 20% Heptane

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

The 2 most common methods of rating gasoline and other SI engine fuels are the:
1. Motor method: Motor octane number (MON)
2. Research Method: research octane number (RON)
Another less common method is the Aviation method: used for Aircraft fuel, this gives
Aviation Octane number (AON).
Laboratory Method
The Engine used to measure MON and RON was developed in 1930. It is a single cylinder
engine that operates on 4-stroke otto cycle with variable compression ratio (3 to 30).
Test conditions to measure MON and RON are shown below:

• First, engine is run under specified conditions i.e. with a set compression ratio and a
specific blend of reference fuels i.e. 100% Iso-octane and 0% normal heptane.
• The intensity of knock is measured under these conditions and is called the standard
knock and knock meter is used to measure this knock intensity.
• The test fuel is now used in the engine, compression ratio of the engine is gradually
adjusted by varying the Air-fuel ratio until the knock meter reading is the same as in the
standard knock and compression ratio is noted down.
• Compression ratio is now fixed and known blends of reference fuels are used in the engine
and vary the composition of Iso-octane & normal heptane of reference fuel till which gives
a knock meter reading equal to the standard value.
• The percentage of iso-octane in that blend (by volume) is the octane number of the test
fuel.
For example, if the Reference fuel that matches the knock intensity at 90% Iso-octane
and 10% n-heptane, the test fuel has an octane number of 90.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

Rating of fuel in CI Engine?

• The rating of fuel in a CI (Compression Ignition) engine is refers to the measure of
Cetane Number.
• Cetane number is the percentage of volume of Cetane in the mixture of normal cetane,
and alpha methyl naphthalene.
• Ignition Delay (ID): is the prime factor for Auto-ignition/Knock and Ignition delay is
the time between start of ignition and initial combustion.
❖ Longer ID ---- Rapid pressurize rise -----Knock
❖ Shorter ID -----incomplete mixing/Smoke Production.
• In order to determine the knock resistance of the fuel used in the CI engine, fuel
characteristics and its operating variables must be fixed at standard values.
• According to a standard practice, the antiknock value of an CI engine fuel
is determined by comparing with reference fuel.
❖ Normal Cetane (C16H34) ------assigned a rating of 100 Cetane number i.e. very
good antiknock fuel and
❖ α-methyl naphthalene (C11H10) ------ assigned a rating of 0 Cetane number i.e.,
very poor antiknock fuel.
• Knock resistance property of diesel oil can be improved by adding small quantities of
compounds like amyl nitrate, ethyl nitrate or ether
Comparison: The Cetane Number of a Testfuel is determined by comparing its
ignition delay to that of a mixture of Cetane and α-methyl naphthalene of reference
fuel.
Example: A fuel with a Cetane Number of 80 has the same ignition quality to resist knock at a
mixture of 80% Cetane and 20% α-methyl naphthalene of reference fuel.
Fuel with Cetane number of 80 indicates
❖ 80% Cetane and
❖ 20% α-methyl naphthalene

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

Laboratory Method: The test is carried out in a standard single cylinder engine like the CFR
diesel engine with variable compression engine under the conditions shown in Table.

• First, engine is run under specified conditions i.e. and a specific blend of reference fuels
i.e. 100% Cetane and 0% α-methyl naphthalene.
• The intensity of knock is measured under these conditions and is called the standard
knock.
• The test fuel is used in the engine operating at the specified conditions.
• The fuel pump delivery is adjusted to give a particular fuel-air ratio and The injection
timing is also adjusted to give an ignition advance of 13 degree and note down the
compression ratio.
• The cetane number of the unknown fuel can be estimated by comparing the percentage of
reference blend at fixed compression ratio for 13 degree ignition delay.
• For example, if the Reference fuel that matches the knock intensity at 90% Cetane and
10% α-methyl naphthalene, the test fuel has an Cetane number of 90.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

CARBURETION
• The process of mixture preparation is extremely important for spark-ignition engines.
• The Purpose of carburetion is to provide a combustible mixture of air and fuel in the
required quantity and quality for efficient operation of the engine under all conditions.

DEFINITION OF CARBURETION
The process of formation of a combustible air-fuel mixture by mixing the proper amount
of fuel with air before admission to engine cylinder is called carburetion.
The device which does this job is called a carburettor.

FACTORS AFFECTING CARBURETION

Process of carburetion is influenced by various factors:
a) The engine speeds
• Since modern engines are of high speed type, the time available for mixture formation is
very limited.
For example:
❖ If an engine running at 3000 rpm has only about 10 milliseconds (ms) for mixture
induction during intake stroke.
❖ Similarly When the speed becomes 6000 rpm the time available is only 5 ms.
• Therefore, in order to have high quality carburetion the velocity of the air stream at the
point where the fuel is injected has to be increased. This is achieved by introducing a
venturi section in the path of the air.
• The fuel is discharged from the main metering jet at the minimum cross section of the
venturi (called throat).

b) The vaporization characteristics of the fuel: refers high quality carburetion within a
short period are the presence of highly volatile hydrocarbons in the fuel which is necessary
for efficient carburetion especially at high engine speeds.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

c) The temperature of the incoming air and

• Higher atmospheric air temperature increases the vaporization of fuel and produces a
more homogeneous mixture.
• However, an increase in atmospheric temperature, leads to a decrease in power output
of the engine due to reduced volumetric efficiency.
d) The design of the carburettor
• The intake system and the combustion chamber have considerable influence on uniform
distribution of mixture to the various cylinders of the engine.
• Proper design of carburettor elements alone ensures the supply of desired composition
of the A/F mixture under different operating conditions of the engine.

Mixture requirement for different loads and Speeds

The air-fuel ratio at which an engine operates has a considerable influence on its
performance.

• Consider an engine operating at full throttle and constant speed with varying A/F ratio.
• Under these conditions, the A/F ratio will affect both the power output and the brake
specific fuel consumption, as indicated by the typical curves.
❖ The mixture corresponding to the maximum output on the curve is called the best
power mixture with an A/F ratio of approximately 12:1.
❖ The mixture corresponding to the minimum point on the bsfc curve is called the
best economy mixture. The A/F ratio is approximately 16:1.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

• It may be noted that the best power mixture is much richer than the chemically correct
mixture (14.7:1) and the best economy mixture is slightly leaner than the chemically
correct mixture.
• Similarly the A/F ratios for the best power and best economy at part throttle are not
strictly the same as at full throttle.
• Therefore, carburettor could be
❖ Set for the best power mixture ----when maximum performance is desired and
❖ Set for the best economy mixture when fuel economy is desired.
❖ These two settings are indicated in Fig. by the solid horizontal lines X– X–X and
Z–Z, respectively

Fig: Anticipated carburettor Performance to fulfil engine requirements

• In Stationary engines the desired Air-fuel mixture means that which gives maximum
economy.
• Actual air-fuel mixture requirements in an automotive engine vary under variable load
speed conditions. i.e., A/F must be change based on maximum power or maximum
economy is desired.
• Also required A/F ratio must be provided for transient conditions like starting, warm-up
and acceleration must be known and under all these conditions, exhaust emission should
be miniumum.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

Range of % of Rated Governing A/F F/A Remarks

operation Power factor
Idling 0-20 Dilution of 12.5 0.08 Rich
mixture by
Products of
combustion
Normal 20-75 Economy 16.5 0.06 Slightly lean
power
Maximum 75-100 Full 13 0.076 Rich
utilization of
air

i) Idling and low load (mixture must be enriched):

• During Idling range from A to B, as throttle is closed, air supply is restricted and
as a result suction pressure is low. This result back flow of exhaust gases (exhaust
pressure is higher than suction pressure) this increases amount of residual gases.
• During suction these residual gases expand, there by fresh mixture inhaled.
• These condition within the combustion chamber & intake manifold causes exhaust
dilution of fresh charge.
• Increase in dilution causes combustion to be erratic or even impossible results in
poor thermal efficiency and higher exhaust emission.
• The above conditions require that, for idling and low loads, say up to 20% of full
load Air-fuel should be rich for smooth engine operation.
• Upto this point amount of fuel burned is very small hence fuel economy is not
important.
• It occurs A/F ratio of about 12.5:1.
(ii) Cruising Range (mixture must be leaned)
• In the cruising range from B to C , As the load increases beyond 20% rated load,
the exhaust gas dilution problem is relatively diminishes.
• In this range carburettor gives maximum economy and A/F ratio occurs about 17:1.
• The multicylinder and single-cylinder engines both aim for a balance between fuel
economy and performance.
(iii) Maximum Power range (mixture must be enriched)

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

• Maximum power is obtained at about 13:1 A/F and maximum energy releases when
slightly excess fuel introduced so that all oxygen present in the cylinder is utilized.
• During maximum power operation the engine requires a richer mixture, as indicated
by the line CD for the following reasons
❖ To provide best power
❖ To prevent overheating of exhaust valve and the area near it.
Note:
• Full throttle: Maximum air and fuel, maximum power, used for peak performance.
• Part throttle: Partial air and fuel, moderate power, used for efficient and normal driving.

THE SIMPLE CARBURETOR

Carburetor is a device which prepares a homogenous mixture of air and fuel for the working of
engine. The main function of the carburetor are:
• It keeps a small reserve of fuel at constant speed.
• It vaporizes fuel & prepares homogenous Air-fuel mixture.
• Carburetor measures metered quantity of liquid fuel to produce A/F ratio to meet all the
conditions of load & speed of the engine.
Construction of simple carburetor
• The simple carburetor mainly consists of a float chamber, fuel discharge nozzle and a
metering orifice, a venturi, a throttle valve and a choke.
• The float and a needle valve system maintain a constant level of gasoline in the float
chamber.
❖ If the amount of fuel in the float chamber falls below the designed level, the
float goes down, thereby opening the fuel supply valve and admitting fuel.
❖ When the designed level has been reached, the float closes the fuel supply valve
thus stopping additional fuel flow from the supply system.
• Float chamber is vented either to the atmosphere or to the upstream side of the venturi.
• During suction stroke air is drawn through the venturi. venturi is a tube of decreasing
cross-section with a minimum area at the throat.
• Venturi tube is also known as the choke tube and is so shaped that it offers minimum
resistance to the air flow.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

• As the air passes through the venturi the velocity of increases to maximum at the venturi
throat. Correspondingly, the pressure at throat decreases and becomes lower than the
pressure inside the float, atmospheric pressure inside the float chamber pushes the fuel
to rush through the metering orifice and comes into the venturi throat from the fuel
discharge nozzle.
• Since opening of the fuel discharge nozzle is small as the fuel comes out of the
discharge nozzle it atomizes & mixes with air making uniformly A/F mixture is also
known as charge fed into the engine cylinder.
• Pressure difference between the float chamber and throat of venturi is known as
carburetor depression.
Note: To avoid overflow of the fuel through jet level of the fuel inside the float chamber
is maintained at a level slightly below the tip of the fuel discharge nozzle.
• The gasoline engine is a quantity governed which means when power output is to be
varied at particular speed the amount of charged delivered to the engine cylinder is
varied this is achieved by means of throttle valve usually butterfly type which is
situated after venturi tube.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

Working Principle
Case1: Idling condition
• Idling means to keep the engine in running condition when the vehicle is not in motion.
• If the throttle valve is partially open less air flow through the venturi thus less air flow
will produce less pressure drop which in turn causes lesser fuel to discharge through
discharge nozzle hence less A/F mixture delivered to the engine cylinder.
• Therefore, power output of the engine is reduced.
Case2: During Acceleration condition
• If throttle valve is open fully more air will flow through the venturi, more air causes
more pressure drop through the venturi region which in turn causes more fuel to
discharge through the discharge nozzle and hence more air-fuel mixture delivered to
the engine cylinder.
• Therefore, power output of the engine is increased.
Note: another butterfly valve is provided before the venturi tube this called choke valve, it block
the air fuel supply causing very less quantity of air to pass through it.
• During a suction stroke there is a partial vacuum in this region, since air supply is choked
or blocked partially this will cause less air and more fuel to be drawn into the cylinder thus
producing Rich A/F Mixture.
• Therefore, choke valve is very much helpful in cold starting of the engine, in this cases
choke valve is closed to provide more fuel and less air to the engine cylinder to starting of
the engine at cold weather condition.
Types of Carburettors
Basically, there are 2 types of Carburettors,
1. open choke type carburettor
2. Constant Vacuum type Carburettor
Open choke Type carburettor: In this type of carburettor, the main orifice, known as Choke tube
or Venture is of fixed dimensions and metering is affected by varying the pressure drop across it.
Example: Zenith, Solex, carter and Stromberg Carburettor.
Constant Vacuum Type Carburettor: in this type of carburettor, the area of air passage is varied
automatically while the pressure drop is kept approximately constant.
Example: S.U. Carburettor

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

Basic Forms of Carburettors

1. Updraught carburettor: here air flow is in upward direction.

2. Horizontal carburettor: here air flow is in Horizontal direction.
3. Downdraught carburettor: here air flow is in downward direction.

SOLEX Type Carburettor

Solex carburettor is a down draft type of carburettor and have been manufactured in M/S.
Carburettor limited, Madras. It is famous for ease of starting, good performance and reliability.
• It is available in various models and used in Fiat, standard cars and willy Jeep.
• Unique feature of this type of carburettor is the Bi-starter for clod starting.
Different circuits of the solex carburettor are described as follows:

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

Solex carburettor is an elementary carburettor with an 3 attachments namely,

a) Bi-starter
b) Idling System
c) Acceleration Pump
Case1: Cold Starting and Warm-up:
Cold starting: is the condition when you start the engine for the first time.
• Fuel supply: from float chamber to port 9 at Bi-starter
• To ensure rich mixture: driver has to pull lever 12 and rotate the Bi-starter Disk in
order to match largest diameter hole with port 9.
• Air Supply: from choke/venture tube to port 10 at Bi-starter here Air and fuel is
prepared homogenously.
• Prepared Air-fuel mixture: supplied to engine through port 11.
Note: here port 11 below this throttle valve, i.e. even-though not accelerating the
vehicle the engine will get certain amount of fuel which starts the engine at rich A/F
mixture.
Warming up: during warming condition rich A/F mixture is not required and reduce up
to a certain extent but still richer than normal running condition.
• When driver releases the lever 12, thus disk rotates back to initial position and matching
small diameter holes with port 9, hence delivering lean mixture as compared to
previous one.
• Here fuel supply is reduced via small diameter holes where as air supply is remains the
same hence leaner A/F mixture is used.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

Case2: Idling condition: Here Engine is running at no load condition is called Idling condition.
• Fuel supply: from float chamber to port 13 through channel 2.
• Air Supply: from port 14 which is open to atmosphere.
• Screw (Idle Adjust): using this we can control the amount of incoming air in order to
obtain desired suction pressure.
• Prepared Air-fuel mixture: supplied to engine through port 16.
Note: here port 16 below this throttle valve, i.e. even-though not accelerating the
vehicle the engine will get certain amount of Air-fuel mixture which starts the engine.

Case3: Slow Runing ( 0 to 20% Load) : Here Engine is having load capacity or load between
0% to 20% of its capacity.
• Fuel supply: from float chamber to port 13 through channel 2.
• Air Supply: from port 14 which is open to atmosphere.
• Note: During slow running throttle is operated and certain amount of acceleration given
and there is opening created here because of which suction pressure drops here and certain
amount of pressure generated.
• Prepared Air-fuel mixture: supplied to engine through port 17 and through the throttle
valve.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

Case4: During Normal Runing

• Fuel supply: from float chamber to well 4 through channel 2.
• Air Supply: from venture to port 5.
• Prepared of emulsion at well 4: the well 4 has perforation on its side walls which creates
an air-fuel emulsion at the well.
• Prepared Air-fuel mixture: discharged through port 6 on either sides and supplied to
engine through throttle valve 7.

Case5: During Acceleration

Sudden Acceleration: means requires additional amount of fuel to generate more power. In
order to generate more power, press the accelerator pedal which actuates lever 19 pushing the
diaphragm against springs.
Additional fuel supply: from acceleration pump to port 18 and discharged.
• Fuel supply: from float chamber to well 4 through channel 2.
• Air Supply: from venture to port 5.
• Prepared of emulsion at well 4: the well 4 has perforation on its side walls which creates
an air-fuel emulsion at the well.
• Prepared Air-fuel mixture: discharged through port 6 and additional fuel through port 18
getting atomized on kts way to the engine through throttle valve 7.
• Releasing the pedal: spring retracts the diaphragm in its initial place, thus creating suction
which lifts control valve and allows fuel in the pump.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

Carter carburettor
Carter carburettor is an open choke and down draft type of carburettor.
• It is an American made carburettor manufactured by carter company founded by William
carter in 1909.
• It is basically designed to be used in Jeep.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

• As shown in the figure Carter carburettor is similar to simple carburettor with some
additional attachments. i.e., it consists of 3 venturis. The small venturi is kept above the
float chamber level and other 2 below the petrol level one below the other.
The carburettor consist of following circuits
1. Float chamber circuit: it consists of conventional float and float chamber. Fuel
enters the float chamber from main supply.
• A needle valve maintains fuel level in the float chamber.
• When level falls, the needle valve opens the inlet to admit more fuel.
• Air enters the carburettor from the top.
2. Cold starting & Warming circuit:
• During cold starting we need a richer mixture i.e. at least 5 to 10 times
richer as compared to normal running.
• When choke 2 is closed which blocks the incoming air enters into the
cylinder therefore, minimum amount of air entering the carburettor and
float chamber supplies fuel through fuel metering orifice through jet 4, here
less air and more amount of fuel means forming Rich Mixture.
• This rich mixture is given from 3 to 5 & 5 to 6 and from this 6 to the engine
cylinder and engine get started once it obtains a richer mixture.
• Once engine get started choke used here is of semi-automatic type i.e. it
gets automatically gets open to 50% , thus allowing more amount of air
into the carburettor therefore lean mixture prepared as compared to
previous one.
3. Idling and slow running circuit
• W.K.T idling is the condition which defines as engine running at no load
condition, where as 0 to 20% of the load capacity that is called as slow
running condition.
• During idling float chamber supplies fuel to low speed jet in upward
direction, now incoming air changes its path rather flowing in downward
direction enters at port number 11.
• Air takes some amount of fuel which is atomized in it and forms an A/F
mixture and this A/F mixture is given out at port number 9.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

• As shown in the figure port 9 is below the throttle valve 8 i.e. even though
engine is not accelerating your engine is getting some amount of A/F
mixture.
• During slow running throttle valve open to some level due to acceleration
A/F mixture rather than taking port 9, It takes port 12.

4. Normal running: when engine is running at load capacity from 20% to 70%.
• During normal running choke valve is open, more amount of air is flowing
inside & flowing in downward direction.
• Float chamber supplies fuel using this channel to port number 4, this fuel
is getting mixed with incoming air at number 3, prepared A/F mixture
enters to 5 flow vertically downward direction.
• Port 5 again receives some amount of air and atomization process continues
and here it is traveling in downward direction to port 6 and again it receives
some amount of air and we have atomization process at 3 different
locations then it enters into engine cylinder.
• Normal running condition means gradual acceleration while a metering rod
which is connected to accelerator pedal. i.e., when gradually accelerating
this metering rod raise which increases area of metering jet means more
amount of fuel is allowed to flow to jet number 4.
• Similarly when deaccelerating this metering rod is lowered to original
position and reducing the fuel flow.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

5. Acceleration circuit
• During sudden acceleration, we need additional mount of fuel, in order to
cope up with the increased amount of power requirement instantaneously.
• Along with normal running condition, accelerator pedal is connected to
accelerator pump setup when it operates piston moves vertically downward
direction and fuel is pumped to channel 15 and flows through port 17,
therefore additional jet entering the carburettor.
• When releasing the accelerator pedal means piston is traveling upward
direction because of spring force, thus creating vacuum here some amount
of fuel from float chamber enters and stored which will be utilized for nexy
cycle.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

3. S U Carburettor: is an example of constant vacuum type of carburettor.

It mainly consists of 13 parts which are enlisted here:

1. Jet Sleeve: it has fuel supply from the float chamber.
2. Metering needle: which governs amount of fuel injected in this venture
3. Piston assembly
4. Throttle valve which connects to the accelerator
5. Suction Disc
6. Suction Chamber
7. Suction hole: which connects the suction chamber.
8. Atmospheric Vent
9. Spring
10. Petrol orifice Jet: once metering needle is raised, orifice which supplies petrol to the channel.
11. Piston guide rod:
12. oil Dashpot
13. Plunger
Note: Channel towards left of metering needle for Air supply and towards right side A/F mixture.

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 28
Module2: Fuel and its supply system for SI and CI Engines 21ME742

Working of S U carburettor
• In S U carburettor constant pressure is maintained and varying area through which air is
coming inside or flowing into the carburettor system.
• Here metering needle completely blocking metering orifice jet and blocking the incoming
air.
• During idling condition suction pressure is created towards right side of the channel due to
the suction stroke which causes suction disc and piston assembly to raises up. i.e. function
of the suction hole is to connect this channel area to suction chamber.
• If suction pressure is created in the channel that pressure is available in the suction chamber
as well because of this suction & piston assembly will be raised.
• On the other side atmospheric pressure is greater than that suction pressure and disc also
start moving in upwards direction.
• When piston move in upward direction, needle move in upward direction because which
is also connected to piston assembly.
• Now, petrol orifice jet is opened and it ejects amount of fuel into carburettor system which
is equivalent to suction pressure.
• once, needle is in raised position Air is now pass through this region carrying a fuel with it
and preparing Air-fuel mixture through atomization process then goes to engine cylinder.
• This working is applicable for cold start, warming, idling, slow running, normal running
and gradual acceleration.
• Suppose sudden acceleration means opening the throttle suddenly because of which more
suction is created hence suddenly suction disc and piston assembly moves in upward
direction.
• Therefore more amount of fuel is supplied using this petrol orifice jet and corresponding
air carries greater amount of fuel with it means creating rich mixture that is required to
cope up sudden acceleration condition.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

Multi-point Fuel Injection System

Now a days, MPFI system is widely used in petrol engine in place of carburettor.
The main purpose of the Multi-Point Fuel Injection (MPFI) system is to supply a proper ratio of
Air and fuel to each cylinder of the engine.
It is either port injection type or throttle body injection type
a) Port Injection
• In the port injection arrangement, the injector is placed on the side of the intake manifold
near the intake port the injector sprays gasoline into the air, inside the intake manifold.
• The gasoline mixes with the air in a uniform manner.
• This mixture of gasoline and air then passes through the intake valve and enters into the
cylinder.

b) Throttle Body Injection System

• This throttle body is similar to the carburettor throttle body, with the help of throttle valve
we can metering/controlling the amount of air entering the intake manifold.
• An injector is placed slightly above the throat of the throttle body.
• The injector sprays gasoline into the air in the intake manifold where the gasoline
mixes with air.
• This mixture then passes through the throttle valve and enters
into the intake manifold.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

Construction and wirking of multi-point fiel injection system

A multipoint fuel injection (MPFI) system works by delivering fuel to the engine in a precise
manner. The main components of the MPFI sytems are Fuel Supply tank, electric fuel pump,
Fuel filter, Fuel injector, fuel rail, fuel pressure regulator, ECU and Sensors.
• Engine Control Unit (ECU): The ECU is the core of the MPFI system, receiving data
from sensors and calculating the optimal fuel-air mixture for each cylinder.
• Fuel injectors: Each cylinder has its own fuel injector, which is an electronically
controlled valve that sprays fuel into the combustion chamber. The ECU controls when the
injectors open and close.
• Fuel pump: The fuel pump pressurizes the fuel and ensures that the injectors receive a
steady supply.
• Fuel pressure regulator: This component maintains a consistent fuel pressure in the fuel
rail.
• Fuel rail: The fuel rail distributes fuel to the injector.
• Sensors: Sensors like the oxygen sensor, throttle position sensor, and mass airflow sensor
provide real-time data to the ECU.
Working:
• In this system, petrol from the fuel tank is sucked by a pump and then high pressure petrol
is supplied through a distributor to the fuel injector of a particular cylinder.
• This MPFI system is fully controlled by ECU (Electric control unit) so that it functions
rapidly and responds automatically with respect to air flow, air pressure, engine coolant
temperature, engine speed, throttle positions.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

• ECM recieves signal from different sensors and send command to the soleniod operated
fuel injector to metering the right amount of fuel at right time in order to get best
performance of engine.
Fuel Injection System in CI Engine
Unlike petrol engines, the fuel in C.I. engines is supplied at a very high pressure partly
during the compression stroke and partly during the power stroke.
• The air is taken in during the suction stroke and compressed to a high pressure (30 to 70
bar) and high temperature (500 to 700°C) and compression ratio used (12 to 20).
• This high temperature of air at the end of stroke is sufficient to ignite the fuel.
• As the fuel is injected to a high pressure air, the pressure of fuel injected lies between 100
to 200 bar. During the process of injection, the fuel is broken into very fine droplets.
• The droplets vaporise taking the heat from the hot air and form a combustible mixture and
starts burning.
• As the burning starts, the vaporization of fuel is accelerated as more heat is available. As
the combustion advances, the amount of oxygen available for burning reduces and
therefore heat release rate is reduced.
• The period between the injection and ignition of fuel is known as delay period (ignition
delay). This lies between 0.001 to 0.002 sec according to the speed of the engine. This
counts for nearly 25° crank rotation.
• The whole performance of the engine is totally dependent on the delay period. The delay
period is less, better is the formance of the engine.
The main functions of the injection system are
• To supply the correct quantity of fuel to be injected as per the load of the engine and
increase in speed for automobile engines.
• To supply the fuel within a precisely defined period of the cycle.
• To control the rate of fuel injection, such that it should result in the desired heat release
pattern.
• To atomise the fuel into very fine particles.
• To distribute the fuel uniformly in the combustion chamber of the engine and results in
rapid mixing of fuel and air.
• Injection starts and stops sharply.
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Module2: Fuel and its supply system for SI and CI Engines 21ME742

In compression ignition engine 2 methods of fuel injectoion are used:

1. Air Injection: fuel is forced by means of compressed air.
2. Solid or Air less Injection: : liquid fuel is injected directly into the combustion chamber
Air Injection System
• In this system fuel is injected along with high pressure air into the combustion chamber
and pressure of the air is usually about 70bar.
• Here multistage air compressor is required to supply the air at high pressure.
• A fuel pump draws fuel from the fuel tank through a filter and discharges at a definite
quantity into injector.
• The high pressure air from compressor is also led to the injector valve which forces the
fuel, through the nozzle, when it is opened mechanically.
Note: this type of system is not used now adays in diesel engines.
Advantages
• It Provides good atomization and distribution of fuel.
• Fuel pump needs to develop less pressure.
• It allows to use the inferior fuels.
Disadvantages
• It requires high pressure multi stage compressor.
• The large number of parts, inter-cooler etc., makes system complicated and expensive.
• Air compressor needs extra maintenance.
Solid or Air less Injection
• In solid injection system, fuel is directly injected into the cylinder without aid of
compressed air. Therefore is called as solid or airless injection system.
• Here fuel is supplied at very high pressure of about 200 bar from fuel pump to fuel injector
from where it is injected to the combustion chamber.
Basically there are 3 types:
a) Common rail injection system
b) Induvidual pump and injector
c) Distributor injection system.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

Common Rail Injection system

The common rail injection (CRI) system is a fuel injection system that uses a high-pressure
accumulator, or rail, to supply fuel to the engine's injectors.

Construction
• In this system, a single pump supplies high pressure diesel oil to common rail or header
(accumulator) as shown in figure.
• The pump plunger is actuated by cam through camshaft which is directly coupled with the
engine shaft.
• As the plunger of fuel pump moving in barrel increases pressure of diesel oil.
• The high pressure diesel oil in the common rail forces the fuel to each nozzle (injector)
located in the cylinder.
• A spring loaded high pressure relief valve maintains a constant pressure in the system and
it ruturns the excess diesel to the fuel tank.
Working
• The diesel oil is sprayed into the cylinders through a injector (nozzle) whose opening
and closing with proper timing is controlled by a spring loaded needle valve.
• The upward/downward motion of needle is controlled by motion of cam.
• When the cam during in action period, the push rod moves upward and this motion is
transmitted to the needle through rocker arm.
• When the valve lifts, the high pressure diesel oil injected into cylinder through nozzle.
• The amount of fuel entering the cylinder is regulated by varying length of pushrod
stroke by control wedge.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

Note: control wedge adjust the lift of mechanically operated valve to set amount & time of
injection.
Advantages
• It can control the fuel supply according to load & speed of the engine.
• Only one pump is required for multi cylinder engine.
• The arrangement of the system is very simple and maintenance cost is less.
• Variation in pump will affect all the cylinder uniformly.
Disadvantages
• There is a tendency to develop in the injection valve.
• Very accurate design and workmanship are required.
Induvidual pump and injector System
• In this system, induvidual fuel pump is provided for each nozzle (injector) as shown in the
figure.
• Metering the quantity of fuel and control of injection timing are done by the each pump for
corresponding nozzle.
• The needle valve in the nozzle is actuated by oil pressure.
• The amount of fuel entering the cylinder is regulated by changing position of control rack.

Distribution Injection System

• In this system single fuel pump is used to metering the fuel, preuurize the fuel and times
the injection.
• The fuel is supplied to the central distributor block as shown in the figure.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

• From the distributor block fuel is distributed to each cylinder in correct firing order by cam
operated poppet valve which is open to admit fuel to nozzle (injector).
• The amount of fuel entering the cylinder is regulated by changing the positions of control
rack.
• The number of injection stroke per cycle for the pump is equal to the number of cylinders.
• Since there is only one metering element, a uniform distribution is automatically ensured.

Fuel Pumps
A fuel pump transfers petrol from the tank to carburettor or fuel injection system through
the filetrs and it must deliver the petrol in sufficient volume at desired pressure to keep the
carburettor (float chamber) full of petrol, irrespective of engine speed.
There are 2 types of pumps which are most commonly used
1. Mechanical Fuel Pump
2. Electrical Fuel Pump
Mechanical Fuel Pump
• A mechanically operated diaphragm type fuel pump is shown in figure.
• Fuel pump is mounted on the engine and is operated by an eccentric mounted on the cam
shaft of the engine.
• The pump consists of a spring loaded flexible diaphragm actuated by a rocker arm which
in turn operated by an eccentric.
• Inlet and outlet (spring loaded) valves are provided to ensure fuel flow in the proper
direction.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

Operation
• As rocker arm is moved by the eccentric, the diaphragm is pulled down, causes a partial
vacuum in the chamber. This causes the inlet valve to open and admits fuel into the pump
through strainer.
• Further rotation of the eccentric will release the rocker arm and diaphragm moves upward,
causes inlet valve to close while the outlet valve opens and hence the pump delivers fuel
the carburettor (float chamber).
Note:
When the float chamber is full of petrol, pumping of more fuel is not needed till some of it is
consumed. If the engine runs continuously at light loads, the cam shaft will be running all the
time and there is excessive pressure in the pump. This may damage the pump itself. To avoid
this the rocker arm and pull rod connection is made flexible and when the float chamber is
full, the diaphrag is not operated though the cam shaft is running.

Electrical Pump
• This pump contains a flexible diaphragm which is operated by Electro magnet.
• The middle of the diaphragm is fixed to an armature. A rod extends from middle of
diaphragm and passes through a center hole in the electro magnet (solenoid).
• The other end of the rod carries electrical contact points and Return springs are used to
keep the diaphragm in position.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

Operation
• Closing the ignition switch, energises the electro magnetic winding. Thus magnetic flux is
generated which pulls the armature compressing the return spring and there by moves the
diaphragm up.
• This causes suction in the pump chamber and fuel is drawn into the chamber through inlet
valve. But as the armature moves, the rod disconnects the breaker points and thus interrupts
the electric supply.
• The electro magnet is de-energised and the armature falls back due to spring action. This
causes the diaphragm to move down creating pressure in the chamber to open outlet valve.
• Thus fuel is delivered to the float chamber. The cycle repeats and fuel continues to be
pumped.
Fuel Injector
The liquid fuel from the fuel pump enters into the combustion chamber through injector.
• The main function of the fuel injector is to atmoize the fuel.
• To distribute the fuel for proper mixing of fuel and air.
• To prevent the fuel injection on cylinder walls & top of the piston.
• The fuel injection must start/stop instantaneously.
Operation
• The nozzle valve is lifted up due to high pressure fuel entering at bottom of the valve
and the fuel in injected into the cylinder through the nozzle.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

• The pressure of the fuel falls as it is injected into the cylinder and the nozzle valve
moves down under the spring force and closes the nozzle inlet to the inlet fuel passage.
• Therefore, the fuel supply to the engine is cut-off.
• Any higher pressure fuel leaking past the plunger of the nozzle valve is fed back to the
fuel tank through the outlet fuel passage.
• The adjusting screw helps to adjust the tension in the spring.

1. Mechanical Injection System

• Mechanical injection system is obsolete now.

• A governor was used to control fuel supply and fuel distributor was used to send the fuel
to fuel injectors.
• In this system an electrically driven fuel pump delivers the fuel at a specified pressure (70
kpa) into a metering distributor.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

• The relief valve returns excess fuel to the tank and thus mainta the metering distributor at
constant pressure.
• The metering distributor supplies fuel to each injector in turn.
• The quantity of fuel delivered is also controlled in the distributor by engine manifold
pressure.
• The injector is held closed until the fuel pressure opens it to deliver atomized spray of fuel.
2. Electronic Injection
• An electric fuel pump draws the fuel from the tank through a filter and supplies the same
the injectors at a pressure which is held constant by means of a fuel pressure regulator
which returns excess fuel to the tank.
• This prevents vapour lock in the fuel lines.
• The injectors are held closed by spring and are opened by solenoids energized by ECU
(electronic control unit).
• The strength of the ECU control signal, which determines the open time of the injector to
control amount of fuel injected depends upon the engine requirements.
The common sensors used are:
• Manifold absolute pressure (MAP) sensor.
• Barometric pressure (BARO) sensor.
• Throttle position sensor (TPS)
• Coolant temperature sensor (CTS).
• Vehicle speed sensor (VSS) etc.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

Type of Nozzles
• The type of nozzle used is greatly dependent on the type of combustion chamber as open
type or pre-combustion chamber.
• The nozzles are classified as per the type of orifice and its number used for injecting the
fuel in the combustion chamber.
The nozzles are classified as;
1. Single hole nozzle.
2. Multihole nozzle
3. circumferential orifice
4. pintel nozzle
5. pintaux nozzle.
Single Hole Nozzle
• This is the simplest type of nozzle and is used in open combustion chambers.
• At the centre of the nozzle body there is a single hole which is closed by the needle valve.
➢ The size of the hole is around 0.2 mm.
➢ The injection pressure is of the order of 10 to 12 Mpa and
➢ spray cone angle is about 15°.

• In some cases, a cone is given a series of spiral grooves in order to impart a rotational
motion to the fuel for better mixing with the air.
Advantages of Single hole nozzle:
• Simple in construction and operation.
Disadvantages of Single hole nozzle:

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

• Very high injection pressure is required because whole of the fuel passes through a single
hole and, also, because the relative fuel velocity required is high.
• This type of nozzle has a tendency to dribble.
• As the spray angle is very narrow (usually about 15°), this does not facilitate good mixing
unless higher air velocities are provided.
Multi-hole Nozzle:
• This type of nozzle finds extensive use in automobile engines, particularly having
open combustion chambers.
• The number of holes varies from 4 to 18; the greater number provides better fuel
distribution.
➢ The hole diameter lies between 0.25 to 0.35 mm and
➢ hole angle lies between 20° to 45°. T
➢ he operating injection pressure is around 18 Mpa.
• It mixes the fuel with air properly even with slow air movement available with open
combustion chambers.
• Usually, the holes are drilled symmetrically but many times they are non symmetrical to
meet certain specific requirements of the combustion chamber.

Advantages of multi-hole nozzle:

• Gives good atomisation.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

• Distributes fuel properly even with lower air motion available in open combustion
chambers.
Disadvantages
• Holes are small and liable to clogging.
• Dribbling between injections
• Very high injection pressure (180 bar and above)
• Close tolerance in manufacturing small holes hence is costly.
Circumferential orifice
• The spray characterstics of circumferential orifice are simillar to a plate type opening as
shown in the figure.
• The injected fuel particle tend to be projected in the form of plane with the wider angle
cone.
• The purpose of which is to obtain as large an area of fuel spray as possible to come into
contact with the air in combustion chamber.

Pintle Nozzle: it ise used in pre-combustion chamber, air cells or high swirl chamber.
• The stem of the nozzle valve is extended to form a pin or pintle which protrudes through
the mouth of the nozzle body.
• Pintle may be either cylindrical or conical in shape.
• The size and shape of the pintle can be varied according to requirement. The spray core
angle is generally 60°.

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Module2: Fuel and its supply system for SI and CI Engines 21ME742

• When the valve lifts, the pintle partially blocks the orifice and thus does not allow the
pressure drop to be greater.
• As the lift of the valve increases the entire orifice is uncovered and full area for flow is
available. Thus dribbling is avoided. The spray obtained by the pintle nozzle is hollow
conical spray.

Advantages of pintle nozzle:

• It is self-cleaning type and prevents the carbon deposition on the nozzle hole.
• It avoids weak injection and dribbling.
• It results in good atomisation.
• Its injection characteristics are more near the required one.
Disadvantages of pintle nozzle:
• Distribution and penetration poor, hence not suitable for open combustion chambers.

Pintaux Nozzle:
• It is a type of pintle nozzle which has an auxiliary hole drilled in the nozzle body.
• The auxiliary hole injects the fuel in a direction upstream the direction of air before the
main injection start.
Advantages of Pintaux Hole
• The advantage is that it reduce the delay period due to better heat transfer between fuel and
air, therefore, it results into better cold starting performance at a time temperature 20° to
25°C lower than multiple hole nozzles.
Disadvantage of Pintaux nozzle:
• Its injection characteristics are poor than the multirole nozzle.

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 44
Module2: Fuel and its supply system for SI and CI Engines 21ME742

Spray Formation in Engine

• When the fuel is forced throough the nozzle holes under high pressure it is disintegrates
into fine droplets due to aerdynamic resistnace of the dense air present in the combustion
chamber.
➢ The combustion chamber pressure at the time of injection is about 25 to 35 bar and
➢ Density 12 to 14 times that of ambient air.
• The various phases of spray formartion as the fuel is injected through the nozzle are shown
in the figure.

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 45
Module2: Fuel and its supply system for SI and CI Engines 21ME742

What are the parameters which affects to the proper distributions and penetrations of the
spray.
• At start of the fuel-injection the pressure difference across the orifice is low. Therefore
single droplets are formed as shown in fig (a).
Note: w.k.t diesel spray is start 30 to 40 degree before TDC and completed after the TDC
and one side of the orifice compressed air is available & other side is diesel pressure this
is the pressure difference across the orifice.
• As the pressure difference increases the following process occur one after the other.
1. A stream of fuel emerges from the nozzle as shown in fig (b)
2. As the stream encounters aerodynamic resistance from the dense air present in the
combustion chamber (12 to 14 times the ambient pressure) and breaks into a spray, say at
a distance of l3 as shown in fig ©
Note: The distance of this point where event occurs from the orifice is called breal-up
distance.
3. As the pressure difference across the orifice further & further increases, breakup distance
decreases and cone angle increases until apex of the cone practically coincides with the
orifice as shown in fig d , e and f.
• All these successive phase of spray formation occurs in a very shortest time.
• At the exit of the orifice jet velocity Vf is of the order of 400 m/s. it is given by the
following equation.

Note: Parameters which affect the spray formation in nothing but Size of the droplets.
➢ Large droplets have the capacity of higher penetration but from the point of view of quick
mixing smaller droplets are required.
➢ It is the mean droplets diamter which indicates the quality of atmoization and usual size of
the droplets is less than 5 microns.

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 46
Module2: Fuel and its supply system for SI and CI Engines 21ME742

➢ It is worth to mention that droplets size is governed by injection pressure, diamter of the
orifice, fuel viscosity and air density.
✓ As the injection pressure increases, the mean droplet size decreases.
✓ With the increase in air density in combustion chamber mean droplet size decreases.
✓ As the size of the orifice increases, mean droplet size increases.
✓ But higher the fuel viscosity larger is the mean droplet size.

Prof. Krishna Prasad S, Assistant Professor Dept. of ME, MIT Mysore Page 47