Table of contents

Abstract................................................................................................................... 4
Introduction ........................................................................................................... 4
Reporting results.................................................................................................. 5
Part I. Introduction to SI engines. ................................................................. 5
1.1. What is an SI engine? .................................................................................... 5
1.2. Main parts of Spark Ignition Engine: ............................................................ 6
1.3. Working of Spark Ignintion Engine: ............................................................. 6
1.4. Advantages of SI Engine: .............................................................................. 7
1.5. Disadvantages of SI Engine: ......................................................................... 8
1.6. Applications of SI Engine: ............................................................................ 8
Part II. Operation principles of 4-cycle gasoline engine. .....................10
2.1. Charging process: ........................................................................................ 10
2.2. Compression process: .................................................................................. 11
2.3. Detonation: .................................................................................................. 11
2.4. Exhaust process: .......................................................................................... 13
Part III. Some basic systems on a gasoline engine. .................................14
3.1. Gasoline fuel supply system. ......................................................................... 14
3.1.1. Fuel system requirements for gasoline engines ..................................... 14
a. Mission ..................................................................................................... 14
b. Requirements............................................................................................ 14
c. Factors affecting the mixture formation process ...................................... 14
3.1.2. Gasoline engine fuel supply options ...................................................... 14
a. Carburetor-based Gasoline Supply: ...................................................... 14
b. Electronic fuel injection system: ........................................................... 14
c. Indirect Fuel Injection (PFI):................................................................. 15
d. Direct Fuel Injection (GDI): .................................................................. 15
3.1.3. Classification of gasoline engine fuel systems ...................................... 16
a. Gravity feed fuel system........................................................................... 16
 b. Forced feed fuel system ........................................................................... 16
c. Electronic fuel injection system ............................................................... 16
3.1.4. Structure of Carburetor Fuel System ..................................................... 17
a. System Principle Diagram ........................................................................ 17
b. Classification of Carburetors ................................................................... 17
c. Mechanical Control Systems in Carburetors............................................ 18
3.1.5. Electronic Fuel Injection System ........................................................... 23
a. Classification of Fuel Injection Systems .................................................. 23
3.1.6. Electronically controlled fuel injection system ...................................... 24
3.2. Engine cooling system ................................................................................... 25
3.2.1. Mission, Requirements, Classification................................................... 25
a. Mission of the Cooling System ................................................................ 25
b. Requirements for the Cooling System ..................................................... 25
c. Classification ............................................................................................ 25
3.2.2. Characteristics of Liquid Cooling System (Water Cooling) .................. 26
a. Boiling-Type Cooling............................................................................... 26
b. Natural convection cooling system .......................................................... 27
c. Forced Circulation Cooling System ......................................................... 28
3.3. Ignition System .............................................................................................. 34
3.3.1. Concept of ignition system .................................................................... 34
3.3.2. History of the ignition system ................................................................ 34
3.3.3. Tasks of ignition system......................................................................... 34
3.3.4. Structure of the ignition system ............................................................. 34
3.3.5. The 4 Types Of Ignition System And How They Work ........................ 38
a. Magneto (Inductive Discharge) Ignition System ..................................... 39
b. Conventional Distributor Ignition System ............................................... 40
c. Capacitive Discharge Ignition System ..................................................... 42
d. Electronic ignition system ........................................................................ 43
3.4. Intake and exhaust system.............................................................................. 44
3.4.1. History of the intake and exhaust system............................................... 44
 3.4.2. Tasks and requirements of the intake and exhaust system .................... 45
a. Tasks of the intake and exhaust system ................................................... 45
b. Requirements of the intake and exhaust system ...................................... 45
c. Structure of the intake and exhaust system .............................................. 46
3.4.3. Types of the intake and exhaust system ................................................. 50
a. Types of air intake systems ...................................................................... 50
b. Types of air exhaust system ..................................................................... 50
Conclusion ............................................................................................................53
References ............................................................................................................53
Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

Abstract
• Spark Ignition (SI) combustion engines play a pivotal role in the automotive
industry, contributing significantly to vehicular propulsion systems.
• The review begins by exploring the evolution of SI engines, tracing their
historical development and highlighting major milestones. Subsequently, it
delves into contemporary engineering strategies aimed at enhancing
combustion efficiency, power output, and fuel economy. The discussion
encompasses advancements in ignition systems, fuel injection technologies,
and cylinder design, as well as the integration of electronic control systems to
optimize engine performance.

Introduction
• The evolution of internal combustion engines stands as a testament to human
ingenuity and the relentless pursuit of technological advancement. Among
these powerhouses of propulsion, Spark Ignition (SI) engines have played a
pivotal role in transforming the automotive landscape. From the early days of
carbureted engines to the sophisticated and electronically controlled
powerplants of today, SI engines have continually adapted to meet the
demands of performance, efficiency, and environmental sustainability.

• The fundamental principle of the SI engine lies in controlled combustion,

where a precisely timed spark initiates the ignition of a fuel-air mixture within
the engine's cylinders. This controlled explosion not only propels vehicles
forward but also represents a delicate dance of engineering intricacies aimed
at optimizing power output while minimizing fuel consumption and emissions.

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

Reporting results
Part I. Introduction to SI engines.
1.1. What is an SI engine?

Figure 1.1: SI Engine

• The SI engine, also referred to as the Spark Ignition engine, is renowned

for its reliance on a crucial component known as the spark plug. It
achieves combustion by igniting the fuel-air mixture with the help of a
spark plug. This spark plug initiates a controlled combustion process,
where a spark ignites the fuel, releasing energy that powers the engine.
• This ignition method is commonly found in gasoline-powered vehicles
and is recognised for its ability to provide precise control over the
combustion process, resulting in efficient power generation and smooth
operation. Additionally, the SI engine's spark ignition system enables it to
adapt swiftly to varying operating conditions, making it a versatile choice
for a wide range of applications, from passenger cars to small-scale
generators.

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

1.2. Main parts of Spark Ignition Engine:

Figure 1.2: Main parts of Spark Ignition Engine.

The following are the main parks of Spark Ignition Engine:

• Spark Plug
• Inlet Valve
• Exhaust Valve
• Cylinder
• Piston
• Connecting Rod
• CrankShaft

1.3. Working of Spark Ignintion Engine:

• The fuel from the carburetor used to enter into the combustion chamber at
the time of suction stroke by moving the piston downwards by opening
the inlet valve and this fuel gets compressed by moving the piston
upwards when the piston moves maximum to the top of the cylinder the
spark plug produces a spark to ignite the fuel and generates huge power
and this power is used to store in the flywheel and reused when it is
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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

required and at the time of compression and ignition both the inlet and
outlet valves gets closed, after the ignition process the burned fuel
develops hot waste gases and this waste gas passes out at the time of
exhaust stroke by opening the outlet valve.

1.4. Advantages of SI Engine:

The various advantages of SI Engine are:

• Lower Noise: SI engines tend to be quieter in operation compared to CI

engines.
• Smooth Operation: They provide smoother and more refined power
delivery, ideal for passenger vehicles.
• Lighter Weight: SI engines are generally lighter than CI engines,
contributing to better fuel efficiency.
• Quick Start: They start quickly and can reach their optimal operating
temperature faster.
• Lower Initial Cost: SI engines are often more cost-effective to
manufacture and maintain.
• Less Vibrations: They produce fewer vibrations, enhancing driving
comfort.
• Easier Cold Weather Operation: SI engines perform better in cold weather
conditions.
• Variety of Fuel Options: SI engines can run on a wide range of fuels,
including gasoline, ethanol, and natural gas.
• Lower Nitrogen Oxide (NOx) Emissions: SI engines typically emit lower
levels of NOx, contributing to better air quality.
• Well-suited for Light to Medium-duty Applications: They are commonly
used in passenger cars, motorcycles, and smaller power equipment.

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

1.5. Disadvantages of SI Engine:

The limitations of SI Engine are:

• Lower Thermal Efficiency: SI engines are generally less thermally

efficient than CI engines.
• Higher Fuel Consumption: They tend to consume more fuel for the same
power output compared to CI engines.
• Limited Torque at Low RPM: SI engines may lack torque at low
revolutions per minute (RPM), affecting their performance in heavy-duty
applications.
• Higher CO2 Emissions: They can produce higher carbon dioxide (CO2)
emissions per unit of power produced.
• Knocking: SI engines are prone to knocking when lower-octane fuels are
used, potentially damaging the engine.
• Shorter Engine Life: They may have a shorter overall lifespan compared
to CI engines, especially in high-stress applications.

1.6. Applications of SI Engine:

The various applications of SI Engine encompass the following:

• Automobiles: Used in most cars, motorcycles, and light-duty vehicles for

transportation.
• Small Engines: Found in lawnmowers, chainsaws, and other small
machinery.
• Power Generators: Employed in portable and standby generators for
electricity generation.
• Boats: Used in boat engines for marine transportation.
• Recreational Vehicles: Found in RVs and motorhomes for on-road travel.

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

• Aircraft: Some smaller aircraft use SI engines for propulsion.

• Outdoor Equipment: Utilized in outdoor equipment like leaf blowers and
trimmers.
• Recreational Vehicles: Found in off-road vehicles like ATVs and dirt
bikes.
• Agricultural Machinery: Used in tractors and other farming equipment.
• Industrial Applications: Employed in various industrial machines and
equipment.

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

Part II. Operation principles of 4-cycle gasoline engine.

Figure 2.1. Working principle of 4-stroke gasoline engine

2.1. Charging process:
• When the piston moves from top to bottom of the cylinder, a space is created
to help the air-gasoline mixture be smoothly introduced through the air
pipeline. When the intake valve is opened, the exhaust valve is closed.
During this charging process, the amount of gasoline continues to evaporate,
increasing the ability to mix gasoline into the air, this is called the
carburetion process.
• The piston moves from TDC to four-stroke gasoline 1 cylinder TDC
corresponding to the crankshaft rotating from 0° to 180°C, the intake valve
is open, the exhaust valve is closed (the valves are opened and closed by the
gas distribution mechanism).
• The volume in the cylinder increases, the pressure decreases. The mixture
(gasoline and air) from the carburetor enters the cylinder through the intake
port, mixing with the remaining combustion air to form a combustion
mixture.

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

• At the end of the suction period, the pressure in the cylinder reaches 0.7 -
0.8kG/cm2 and the temperature reaches 75 - 125°C. More or less mixture
depends on whether the throttle is wide or small. The more mixture loaded,
the more power is developed.

2.2. Compression process:

• In this process, the intake and exhaust valves are closed, the piston moves
upward in the cylinder, before reaching the dead center to perform a new
cycle, the spark plug ignites the air.
• The piston moves from BDC to TDC corresponding to the crankshaft
rotating from 180 - 360°C, both valves are closed, the mixture is
compressed, the temperature and pressure increase, the mixture is mixed
again. At the end of the compression process, the pressure in the cylinder
reaches 9 - 15kG/cm2, the temperature reaches 350 - 500°C.

2.3. Detonation:
• At this point, the crankshaft has completed a full 360o rotation. While the
piston is at TDC, the compressed air/fuel mixture is ignited by a spark plug
(in gasoline engines) or by heat generated by high compression (in diesel
engines), pushing the piston down to TDC. This stroke creates mechanical
work from the engine to rotate the crankshaft.
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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

• At the end of the pressing process, when the piston is close to TDC, the
spark plug releases electric sparks into the mixture with high pressure and
temperature, causing the mixture to ignite. The expanding combustion
mixture creates work, pushing the piston to move from TDC to BDC,
corresponding to a crankshaft rotation angle of 300 - 540°C.
• The pressure pushing the piston is transmitted through the connecting rod to
the crankshaft, where the crankshaft rotates. At the beginning of the
explosion period, the pressure in the cylinder reaches 30 - 50kG/cm2 and the
temperature reaches 2100 - 2500°C. At the end of the explosion period, the
temperature and pressure in the cylinder decrease to 1000 - 1200°C and the
pressure is 3 - 5kG/cm2.
• For complete combustion to occur, the engine develops its full capacity,
usually the spark plug ignites before the piston reaches TDC at the end of the
compression period. The angle of rotation of the crankshaft from the time the
spark plug fires until the piston reaches TDC is called the ignition advance
angle.
• The combustion process can have unusual phenomena such as detonation
(burning occurs at an extremely high rolling speed of the flame film) and
detonation causing strong impact and increased temperature, causing the
engine to quickly be damaged. .
• There are many causes of detonation such as increasing compression ratio,
increasing ignition advance angle, and increasing 4-stroke engine
temperature.
• All lead to an increased possibility of fire and explosion.

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

2.4. Exhaust process:

• Exhaust process: Also known as exhaust cycle. During exhaust, again, the
piston will return from TDC to TDC while the exhaust valve is open. This
action forces the burned air/fuel mixture through the exhaust valve.
• The piston moves from BDC to TDC corresponding to the crankshaft
rotating from 540 - 720°C. The exhaust valve opens and the suction valve
closes.
• The piston pushes burned gas through the exhaust port and out the exhaust
pipe.
• At the end of the discharge period, the pressure in the cylinder remains 1.5 -
1kG/cm2 and the temperature remains 700 - 800°C. At the end of the
discharge process, the piston performs the suction stroke of the next cycle.

➢ General comment:
• Of the four working periods, only one period explodes and produces work,
the remaining periods consume work, and the work is stored by the flywheel.
Periods consume work through the release of work from the flywheel in the
form of work and inertia.

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

Part III. Some basic systems on a gasoline engine.

3.1. Gasoline fuel supply system.
3.1.1. Fuel system requirements for gasoline engines
a. Mission
• Prepare and supply the gasoline and air mixture to the engine, ensuring the
composition and quantity are suitable for the engine's operating modes.
b. Requirements
• Provide a continuous mixture that matches each operating mode of the engine
(air-fuel ratio α = 0.6 - 1.2).
• Ensure the mixture composition for efficient combustion, high performance,
and low fuel consumption.
• Equipment must be sealed to prevent leaks and vaporization.
• Easy to adjust and maintain.
c. Factors affecting the mixture formation process
• Mixture formation time: Long enough time to create a uniform mixture.
• Ambient temperature and engine temperature: Higher temperature promotes
vaporization and thorough mixing, ensuring good mixture quality. Therefore,
gasoline engines must have a means of preheating, but only enough to vaporize
the fuel. Excessive preheating reduces intake volume and engine power.
• Structure of intake pipes, combustion chambers, etc., affects mixture quality
in terms of uniformity within a cylinder and consistency across cylinders.
• Fuel Composition and Properties: The fuel should consist of many light
fractions, easy to vaporize, promoting the formation of a uniform mixture with
a high vapor content.
3.1.2. Gasoline engine fuel supply options
• Currently, there are two main options for supplying gasoline to engines:
a. Carburetor-based Gasoline Supply:
• This option is simple, primarily utilizing mechanical structures; however, it
does not meet the increasingly stringent emission quality requirements. This
approach is still in use in some older stationary engines or older motorcycles
and cars but is gradually being phased out in the future.
b. Electronic fuel injection system:
With the advancement of electronic technology and the demand for higher emission
quality, electronic fuel injection systems are widely used today. There are two main
approaches: Port Fuel Injection (PFI) and Gasoline Direct Injection (GDI).
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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

Figure 3.1. Port Fuel Injection (PFI) System

c. Indirect Fuel Injection (PFI):
• Gasoline is injected into the intake manifold just before the intake valve opens
during the engine cycle.

a b
Figure 3.2. Describe the PFI and GDI fuel injection methods.

d. Direct Fuel Injection (GDI):

• Gasoline is injected directly into the engine cylinder just before the piston
reaches the top dead center at the end of the compression stroke. (Refer to
Figure 3-2b.)

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

3.1.3. Classification of gasoline engine fuel systems

• Currently, there are two main types of carburetion systems for gasoline
engines.
a. Gravity feed fuel system
• No fuel pump is used. The fuel tank is positioned higher than the engine by
300 to 400 mm.
b. Forced feed fuel system
• Uses a fuel pump. This type comes in two forms:
• Mechanical carburetor control.
• Electronic carburetor control.
c. Electronic fuel injection system
• Indirect fuel injection into the intake manifold.
• Direct fuel injection into the combustion chamber.

Figure 3.3. Diagram of the ZIL 130 Engine Fuel System

1- Fuel tank; 2- Fuel filter; 3- Fuel gauge; 4- Fuel pump; 5- Strainer; 6- Air filter;
7- Speed limiter; 8- Carburetor; 9- Intake manifold; 10- Exhaust pipe.
• Figure 3.3 introduces the diagram of the ZIL 130 engine's fuel system using a
carburetor. This is the most basic type of this fuel system. Gasoline from the
fuel tank is pumped to the filter cups and delivered to the carburetor. From
there, the gasoline is drawn into the intake manifold, leading to the cylinders
of the engine.

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

3.1.4. Structure of Carburetor Fuel System

a. System Principle Diagram
• The forced-feed system used in automobile engines is illustrated in Figure 3.4.

Figure 3.4. Diagram of the Fuel System with Carburetor Used in Automobiles:
1. Fuel tank; 2. Fuel line; 3. Fuel filter; 4. Fuel pump; 5. Carburetor; 6. Air filter;
7. Intake manifold; 8. Exhaust pipe; 9. Tailpipe.
• The system comprises the following main components: fuel tank, fuel filter,
fuel pump, carburetor, intake manifold, and air filter. Fuel is drawn from the
fuel tank (1) through the fuel pump (4) and fuel filter (3), delivered to the float
chamber (5) of the carburetor. From there, fuel is drawn into the throat, mixed
with air, and introduced into the combustion chamber.
b. Classification of Carburetors
b.1. Classification Based on the Fuel Supply Principle
b.1.1. Classification based on the number of barrels
• Single-barrel carburetor; Two-barrel carburetor...
b.1.2. Classification based on the number of mixture chambers
• Single-chamber type; Two-chamber type.
b.1.3. Classification based on the control method

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

• Mechanical control; Electronic control.

c. Mechanical Control Systems in Carburetors
• Depending on fuel supply requirements, the general structure of the carburetor
includes: Main injection system, enriching mechanism, accelerator pump, and
unloaded system. Figure 3.5.
c.1. Main Injection System
• The main injection system is responsible for supplying the main fuel for all
engine operating modes, ensuring that the mixture becomes leaner as the
throttle opens.
c.1.1. Vacuum-Adjustable Main Injection System
• This main injection system has the advantages of a simple and robust structure.
Fuel is injected into the diffuser throat very finely (due to the fuel being mixed
with air) to create a well-mixed mixture (Figure 3.6a).
c.1.2. Main Injection System with Supplemental Nozzle
• In this system, the appropriate selection of the main and supplemental nozzles
allows for the adjustment of the air-fuel mixture component α as desired
(Figure 3.6b).

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

Figure 3.5. Principle Diagrams of Carburetor System Components

a. Main Injection System; b. Unloaded System; c. Enriching Mechanism;
d. Accelerator Pump; đ. Starting Mechanism
1. Float chamber; 2. Main nozzle; 3. Emulsion tube; 4. Air tube; 5. Air bleed
nozzle; 6. Spray nozzle; 7. Venturi; 8. Diffuser throat; 9. Throttle valve; 10.
Unloaded fuel nozzle; 11. Unloaded air nozzle; 12. Mixture orifice; 13. Mixture
quality adjustment screw; 14. Enriching mechanism lever; 15. Push rod; 16. Pull
rod; 17. Pull lever; 18. Pull rod; 19. Enriching valve; 20. Ball valve; 21.
Accelerator pump piston; 22. Accelerator pump nozzle; 23. Check valve of the
accelerator pump; 26. One-way valve of the starting mechanism.
c.1.3. Main Injection System with Vacuum Adjustment at the Throat
• Advantages: Due to the action of the spring leaf, which increases the airflow
cross-sectional area when the load increases, it is possible to reduce the throat
area fh, ensuring good atomization and mixing of fuel with air even at low loads
(Figure 3.6c).
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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

• Disadvantages:
• Choosing a spring leaf with suitable elasticity is difficult.
• The characteristics of the carburetor are unstable over time as the elasticity of
the spring leaf changes with prolonged use.
• Loss of intake air pressure to open the spring leaf.

Figure 3.6. Diagram and Characteristics of Main Injection Systems

a. Vacuum Reduction after the Main Nozzle; b. Supplemental Nozzle Present; c.
Vacuum Variation at the Throat.

c.2. Auxiliary Systems

c.2.1. Enriching Mechanism

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

• The enriching mechanism provides an additional amount of enriched fuel

mixture the enrichment mechanism supplies an additional amount of fuel
mixture to achieve the necessary richness level ( = 0,8  0,9) for the engine
to produce maximum power when the throttle is fully open. The
supplementary fuel is supplied through the enriching valve.

Figure 3.7. Enriching Mechanism

a. Mechanical Drive; b. Vacuum Drive
c.2.2. Unloaded System
• When the engine operates in unloaded mode (Ne=0), it only needs to generate
enough power to overcome the internal friction resistance of the engine at low
speeds (Ni=Nm). Therefore, only a small amount of mixture is required, so
the throttle valve can be almost closed. In this situation, the air speed through
the throat and the vacuum at the throat (ℎΔph) are small, insufficient to draw
fuel out of the main spray nozzle. On the other hand, the unloaded air-fuel
mixture needs to be enriched (usually α=0.6). Therefore, there must be a
system to supply the mixture to the engine when it is running unloaded.

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

Figure 3.8. Unloaded System

c.2.3. Accelerator Pump
• During acceleration, it is necessary to abruptly open the throttle valve (to
rapidly increase the mixture). In this scenario, both the air and mixture
quantities increase rapidly, but the fuel quantity increases more slowly (due
to its large inertia), resulting in a too-lean mixture. Additionally, the increased
pressure and decreased mixture temperature (due to a higher air influx) make
fuel vaporization difficult, leading to the formation of a film on the intake
pipe. Therefore, during acceleration, the mixture becomes excessively lean,
causing a very slow increase in speed and, in some cases, engine stalling,
which is highly dangerous. To ensure effective acceleration, it is necessary to
timely supply an additional amount of fuel to prevent an overly lean mixture.
The accelerator pump is typically of the piston type (Figure 3.5d).
c.2.4. Starting System
• During startup, the engine speed is very low (usually n=50÷100 rpm), so the
air speed and consequently the vacuum at the throat are very low, resulting in
minimal fuel injection and poor spray quality. On the other hand, during cold
starts, fuel is challenging to vaporize, leading to a very dilute mixture that
cannot initiate the engine.
• To facilitate easy starting, it is necessary to supply a quantity of fuel for a rich
mixture (α=0.3÷0.4).
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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

• The starting system typically uses a choke valve. During startup, the choke
valve is closed (while the throttle valve is fully open), creating a high vacuum
throughout the space behind the choke valve. This causes both the main
injection system and the unloaded system to operate, enriching the mixture as
required (Figure 3.5đ).

3.1.5. Electronic Fuel Injection System

a. Classification of Fuel Injection Systems
a.1. Classification Based on the Number of Fuel Injectors
a.1.1. Multipoint Fuel Injection System (MPFI)
• Each cylinder has a corresponding fuel injector.
a.1.2. Single-Point Fuel Injection System (SPFI)
• Fuel is injected into the intake manifold through a single injector located in
front of the throttle valve (similar to the carburetor case).
a.1.3. Two-Point Fuel Injection System
• Building upon the single-point injection, a second injector is placed behind the
throttle valve to improve mixture quality.
a.2. Classification Based on Fuel Injection Control Methods
a.2.1. Mechanical Fuel Injection System
• The driving, controlling, and adjusting of the mixture components are done
through mechanical means.
a.2.2. Electronic Fuel Injection System (EFI)
• In this system, sensors provide information to a central control unit in the form
of electrical signals. After processing, the central control unit determines and
commands the timing and duration of fuel injector operation based on a pre-
programmed algorithm. Additionally, an electronic fuel injection system can
perform various functions such as:
• Ignition control (transistorized or electronic); detonation control; lambda
adjustment (ensuring α≈1); fuel vapor recovery; exhaust gas recirculation
control; engine operation control in transition states; full-load adjustment; idle
speed adjustment; altitude adjustment. The anti-start devices are encoded,

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

communicate with the automatic transmission, interact with the vehicle's

computer, diagnose and report malfunctions, etc.
3.1.6. Electronically controlled fuel injection system

Figure 3.9 Diagram of the principle of the injection system

1. Fuel tank; 2. Fuel filter;3. Fuel pump; 4. Fuel return line; 5. Engine control unit
(ECU); 6. Intake air temperature (IAT); 7. Sensor fuel injector; 8.Fuel pressure
regulator; 9. Throttle position sensor (TPS); 10. Manifold absolute pressure (MAP)
sensor; 11. Crankshaft position sensor; 12. Engine temp sensor; 13. Ignition
module; 14. Oxygen sensor.

• The electronic fuel injection system operates based on the control of the central
control unit (ECU). Various sensor signals on the vehicle transmit information
to the ECU, which is then responsible for determining the necessary fuel
quantity, optimizing fuel efficiency. With the continuous development of
electronic technology and the increasing demand for emission quality,
electronic fuel injection systems are widely used in contemporary automotive
applications.
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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

3.2. Engine cooling system

3.2.1. Mission, Requirements, Classification
a. Mission of the Cooling System
• The cooling system's mission is to rapidly transfer heat from the combustion
air to the coolant to ensure that engine components operate at an optimal
temperature, preventing issues such as seizing, overheating, or reduced
mechanical performance.
b. Requirements for the Cooling System
➢ Any cooling system design must meet the following technical requirements:
• The engine must operate efficiently in all conditions and climates, as well as
under different road conditions (for engines installed in vehicles).
• Low power consumption for the cooling process.
• The cooling system's structure must be lightweight and compact.
• The design should be simple, easy to manufacture, assemble, and repair, and
the materials used should provide efficient heat transfer while being cost-
effective.
• The cooling intensity must ensure that engine components are not too hot or
too cold.
• If the temperature is too high, engine oil lubrication may be affected, leading
to increased friction and potential issues such as piston seizure, especially in
gasoline engines.
• If the temperature is too low, excessive heat loss occurs, reducing the thermal
energy used for power generation, resulting in decreased engine efficiency.
Fuel may condense in the lubricating oil layer, washing away lubricating oil,
and sulfur components in the fuel can create corrosive acids, causing metal
corrosion.
c. Classification
➢ Cooling systems can be classified based on the coolant:
• Liquid cooling systems (water or coolant solution).
• Air cooling systems.
➢ Water-based cooling systems can be further categorized into three main types:
• Boiling type.
• Natural convection type.
• Forced circulation type.

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

➢ Based on the number of circuits and circulation types, water-based cooling

systems can be divided into three types:
• Single closed-loop circulation.
• Single open-loop circulation.
• Dual circulation loops (one closed, one open).
3.2.2. Characteristics of Liquid Cooling System (Water Cooling)
a. Boiling-Type Cooling
• The schematic diagram of a boiling-type cooling system is presented in Figure
(3.10).

Figure 3.10. Boiling-Type Cooling System Diagram

1 - Coolant reservoir in the engine block; 2 – Piston; 3 – Connecting rod; 4 – Oil
pan; 5 – Fuel tank; 6 – Water tank; 7 – Engine cover
• Water cooling through boiling is the simplest type. The water reservoir
consists of two parts: the coolant reservoir in the engine block and the boiling
water reservoir in the water tank attached to the body.
• When the engine is running, the water surrounding the combustion chamber
will boil. The boiling water rises to the surface through the openings of the
boiling water tank. The cooler water with a higher density will flow down to
replace the hot water that has risen, creating natural circulation. The cooling
principle is to utilize water to absorb heat, vaporize it, and release the heat
outside

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

• We know that for every 1 kg of water vaporized, it requires a heat of 595

(kcal/kg). Therefore, depending on the type and power of the engine, the
cooling system is designed to ensure that the amount of boiling water absorbs
all the necessary heat for cooling.
• When cooling by boiling, a timely water supply is needed to maintain the water
level in the reservoir. Therefore, this boiling cooling system is not suitable for
engines used in transportation vehicles
• The advantages of the boiling water cooling system are its simple structure
and the automatic flow characteristics that vary with the load. However, this
system is only suitable for agricultural applications.
• The disadvantages of this cooling system are high water consumption, uneven
cylinder erosion, and premature aging of lubricating oil.
b. Natural convection cooling system
b.1. Operating principle

Cooling by the natural convection method involves the circulating water due to the
pressure difference between two columns of hot and cold water in the tank. The
pressure difference is calculated using the following formula:
p =  g h  T, N/m2 (3.1)
Where:
• ρ - Density of water (kg/m³);
• h - Average height difference between the two columns of hot and cold water
(m);
• α - Coefficient of water expansion 0.00018 \, \text{m}^3/\text{m}^3^\circ C;
• ΔT - Temperature difference between the two columns of hot and cold water.
• From the formula (5.1), it is evident that the pressure difference depends on
the temperature difference ΔT between the two columns of water. Thus, the
cooling intensity can automatically adjust according to the load. Upon startup,
when ΔT is small, water flow is slow, and the engine takes time to reach the
working temperature. As the load increases, ΔT also increases, the water flow
rate increases, and the pressure difference depends on the average height
difference of the two water columns. Therefore, it is necessary to ensure that
the water level in the tank is always higher than that of the water outlet at the

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engine. In practice, Δp has a small value because the height ℎh is limited by

the structure, and the common arrangement for natural convection cooling has
a low water velocity. For example, when h=0.2 m to 0.5 m and t=20 ∘C, then
Δp=7 N/m2 to 17.65 N/m217.65N/m2, and the water velocity v=0.12m/s to
0.19 m/s.
b.2. Advantages and Disadvantages:
• Due to the significant temperature difference between the inlet and outlet
water, the cylinder is unevenly cooled. To reduce the temperature difference
between the inlet and outlet water, it is necessary to increase the size of the
water reservoir, but this will result in a cumbersome structure. Therefore, the
natural circulation loop cooling system is typically only encountered in
stationary engines, as shown in figure 3.11.

Figure 3.11. Diagram of the natural circulation loop cooling system

1 - Water line; 2 – Air duct; 3- Radiator; 4- Radiator cap; 5- Water return line to
the radiator; 6 - Cooling fan; 7- Engine hood; 8- Cylinder; 9- Engine block

c. Forced Circulation Cooling System

c.1. Closed-Loop Forced Circulation System
• In this system, water is pumped from the water chamber within the engine,
passes through the cooling jacket, and then returns to the pump, forming a
closed-loop circulation. Due to the low flow rate of water in the natural
circulation cooling system, a forced circulation system is employed to increase
water flow. In this system, water flow is driven by the pump.

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

Figure 3.12. Closed-Loop Forced Circulation Cooling System Diagram:

1 - Engine block; 2 - Cylinder head; 3 - Outlet water passage; 4 - Water conduit; 5
- Thermostatic valve; 6 - Water tank cover; 7 - Radiator; 8 - Cooling fan; 9 - Drive
pulley; 10 - Bypass water pipe to the pump; 11 - Inlet water passage to the engine;
12 - Water pump; 13 - Oil cooling radiator; 14 - Water distribution pipe.
• Figure 3.12 is the schematic diagram of the forced circulation cooling system
for an inline engine. The centrifugal pump (12) pushes water through pipe (14)
into the chambers and up to the cylinder head via path (3) to the thermostat
valve (5). From the thermostat valve, water is split into two streams: one part
goes through a valve to the cooling unit, and another part follows pipe (10)
back to the engine. The flow rates of these streams depend on the coolant
temperature and are automatically regulated by the thermostat valve. Pipe (4)
carries air and steam from the pump when the engine overheats. In the case of
an oil cooling unit, water will pass through the oil cooling unit.
• The closed forced circulation cooling system is widely used in various types
of automotive engines and tractors.
c.2. Circulating forced open cooling system

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• In this system, water is pumped from an external source outside the engine to
cool the engine. After cooling the engine, the water is discharged. This cooling
system is commonly used for diesel power stations or marine engines.
• Marine engines can use both cooling systems: an open circulation system
(Figure 3.13) and a closed-loop circulation system with an open loop (Figure
3.14).
• In the open circulation system, water from outside the ship is pumped in to
cool the engine and then drained out. In Figure 3.13, pump 6 draws water from
outside the ship through filter mesh 5, enters the engine body, goes up to the
engine cover, through the thermostat valve, and then exits through pipe 4. If
the engine is still cool, thanks to the thermostat valve, the water will circulate
back to the engine body. This cooling method does not control water quality
and is suitable for outboard motors, dinghies, etc.
• The diagram of the closed-loop circulation system with an open loop,
introduced in Figure 3.14, is commonly used for marine engines or stationary
diesel units. Freshwater circulates in a closed loop as follows: Pump 8 –
Engine body 1 – Engine cover 2 – Thermostat valve 3 – Cooling jacket 4 –
Pump 8. Since the thermostat valve 3 is located directly on the freshwater
circuit, when the water temperature is low, it will close the water path to the
cooling jacket 4. The water will then return to pump 3 to enter the engine. The
cooling jacket 4 is cooled by the open loop of water outside the ship pumped
in by pump 6. It passes through float valve 7, cools the freshwater in the
cooling jacket 4, and then exits through pipe 5 to drain outside the ship.

Figure 3.13. Open Circulating Cooling System Diagram

1 - Engine body; 2 - Engine cover; 3 - Thermostat valve; 4 - Outlet water pipe; 5 -
Water suction float; 6 - Water pump.

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

Figure 3.14. Forced Circulating Cooling System Diagram

1 - Engine body; 2 - Engine cover; 3 - Thermostat valve; 4 - Closed-loop cooling
jacket; 5 - Outlet water pipe for open loop; 6 - Water pump for open loop; 7 -
Water suction float; 8 - Water pump for closed loop.

• The open cooling system of the ship engine, although simpler in structure,
requires maintaining the coolant temperature within the range of 50°C to 60°C
to reduce salt deposition in the cylinder liners. Due to the low coolant
temperature, thermal stresses increase. The water jacket is prone to salt
deposition, leading to poor heat transfer from the cylinder to the coolant.
Moreover, the external temperature variations affect the coolant temperature
in the open system significantly, especially at the engine water inlet, which is
not conducive to the cooling process.
c.3. Cooling at high temperatures
c.3.1. Principle of operation

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

Figure 3.15. Diagram of an external forced high-temperature cooling system using

external vaporization.
1 - Check valve; 2 - Vapor separator; 3 - Cooling fan; 4 - Vapor condenser unit;
5 - Air duct; 6 - Water pump; 7 - Engine.
• In the high-temperature cooling system, water can vaporize either within the
cooling jacket (internal vaporization) or in a separate device (external
vaporization).
• Figure 3.15 illustrates the high-temperature circulating forced cooling system
with external vaporization. This system consists of two distinct zones. One
zone, with pressure p1, goes from the vapor separator 2 through the condenser
unit 4 to the circulating pump 6. The cooling fan 3 is used to draw air for
cooling from the condenser unit 4. The second zone, with pressure p2 > p1,
goes from the circulating pump through the engine to the check valve 1, which
regulates the pressure difference p = p2 - p1. In the high-pressure zone p2,
water does not boil but heats up to the boiling temperature corresponding to
the pressure p2 and temperature t2 > tra. Boiling only occurs in the vapor
separator where the pressure is p1< p2.
c.3.2. Advantages and Disadvantages:
➢ Advantages:
• Increases engine performance by 6 to 7%.
• Reduces water and air consumption for cooling.
• Allows burning of a higher amount of sulfur in heavy fuels.
➢ However, this cooling system also has some disadvantages, primarily:
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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

• The relatively high temperatures of engine components, requiring attention to

ensure proper clearances and the use of heat-resistant lubricating oil. For
gasoline engines, there is a need to prevent the occurrence of knocking or
detonation.When increasing the pressure to elevate the coolant temperature in
the system, it is essential to pay attention to ensuring secure connections of
pipelines and robust heat exchangers, particularly weld joints. The water pump
should also operate at a higher pressure.

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

3.3. Ignition System

3.3.1. Concept of ignition system
- Ignition systems are used by heat engines to initiate combustion by igniting the
fuel-air mixture.

- In a spark ignition versions of the internal combustion engine (such as petrol

engines), the ignition system creates a spark to ignite the fuel-air mixture just before
each combustion stroke.

3.3.2. History of the ignition system

- Early cars used ignition magneto and trembler coil systems, which were superseded
by Distributor-based systems (first used in 1912).

- Electronic ignition systems (first used in 1968) became common towards the end
of the 20th century, with coil-on-plug versions of these systems becoming
widespread since the 1990s.

3.3.3. Tasks of ignition system

- The ignition system is responsible for generating a strong enough electric current
(about over 20,000 volt) to be able to discharge through the spark plug ignition gap
and carry out the combustion of the gas-fuel mixture.

- Performs the task of igniting at the right time that the engine needs to burn the air
thoroughly, creating maximum power, thereby preventing carbon deposits from
appearing and reducing emissions that can cause environmental pollution.

=> This is the main task of the ignition system. If there is no spark, the fuel mixture
will not burn, and the engine cannot start. This is why the ignition system plays an
extremely important role.
3.3.4. Structure of the ignition system
To perform the task of generating an electric spark to help ignite the fuel-air
mixture, the ignition system needs the smooth coordination of the following details:
Battery, Ignition Switch, Ignition Coil, Distributor, Spark Plug…
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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

Figure 3.16. Diagram of the principle of the Ignition system

- Battery: serves as a crucial component in automobiles, responsible for generating

the spark needed to ignite the fuel in the engine. It relies on the battery as the primary
source of spark generation. Commonly utilised in light commercial vehicles and
virtually all petrol engines, the ignition system plays a vital role in initiating the
combustion process.

- Ignition Switch: is a switch in the control system of a motor vehicle that activates
the main electrical systems for the vehicle, including "accessories" (radio, power
windows, etc.). In vehicles powered by internal combustion engines, the switch
provides power to the starter solenoid and the ignition system components (including
the engine control unit and ignition coil), and is frequently combined with the starter
switch which activates the starter motor.

- Ignition Coil: is used in the ignition system of a spark-ignition engine to transform

the battery voltage to the much higher voltages required to operate the spark plug(s).
The spark plugs then use this burst of high-voltage electricity to ignite the air-fuel
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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

mixture. The ignition coil is constructed of two sets of coils wound around an iron
core.

Figure 3.17. Bobine of the Ignition system

- Distributor:

+ Here’s how the distributor creates the aforementioned periodic, discrete charges
supplied to the primary ignition coil. The distributor contains a “breaker point” that
grounds the primary coil’s circuit. This point is connected to the ground by a lever.
The lever gets moved by a cam connected to the distributor shaft. That opens the
primary coil circuit and causes the collapse that triggers the high voltage bursts in
the secondary coil.

+ In addition, while the battery and ignition coil provide the power, the distributor
does an important job, of determining precisely where and when that power goes to
each spark plug.

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

+ The distributor contains many parts, the most important of which include a rotor
that spins in time with the engine, and several “contacts” mounted to the distributor
cap. Electric current from the ignition coil is supplied to the rotor.

Figure 3.18. Distributor of the Ignition system

- Bugi:

+ A spark plug is an electrical device used in an internal combustion engine to

produce a spark which ignites the air-fuel mixture in the combustion chamber. As
part of the engine's ignition system, the spark plug receives high-voltage electricity
(generated by an ignition coil in modern engines and transmitted via a spark plug
wire) which it uses to generate a spark in the small gap between the positive and
negative electrodes.

+ The timing of the spark is a key factor in the engine's behaviour, and the spark plug
usually operates shortly before the combustion stroke commences.

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

Figure 3.19. Bugi of the Ignition system

3.3.5. The 4 Types Of Ignition System And How They Work

The 4 Types Of Ignition System And How They Work:

- Magneto Ignition System

- Distributor Ignition System

- Capacitive Discharge Ignition System

- Electronic ignition system

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

a. Magneto (Inductive Discharge) Ignition System

Figure 3.20. Magneto Ignition System

- Magnetos are the simplest, and lightest ignition system, perfect for two-stroke
engines, but inefficient and inconsistent, especially on four-strokes. Magneto
ignition systems are most often found on go-karts, lightweight tools, outboard
motors, and some small aircraft.

- The inductive discharge system consists of a magnet on the flywheel that passes by
a fixed electrical coil; the electrical coil is connected to one or two spark plugs, often
through a transformer (to boost the voltage) and/or an interrupter (to control the
timing). As the magnet passes the coil, it generates a voltage across the coil, which
builds up until it (hopefully) produces a spark. This system doesn’t require a battery,
and its simplicity makes it very light and reliable, which is perfect for small engines.

- One problem with inductive discharge systems is that the voltage they produce, and
the size of the spark that they create is dependent on the speed of the magnet (and

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

the engine). Magnetos usually produce much more energetic (higher-powered)

sparks at higher RPM. This is good from an ignition point of view, as the fuel-air
mixture requires a stronger spark to fully combust when the engine is going faster.
The trouble comes from the fact that the magneto must be sized and configured to
ensure reliable ignition at low RPM, which means that it is usually over-sized at the
high end, so they waste a lot of energy (and fuel); some systems have compensators,
which attempt to reduce this wastage, but the compensation adds weight and
complexity.

- Because the magnet passes the coil once every engine revolution, the system
generates a spark at each spark plug on each revolution (unless it has a complicated
interrupter); this is perfect for a two-stroke engine, but creates a ‘waste spark‘ on
four-cycle engines. On a four-stroke engine with an even number of cylinders, a
single magnet and coil can generate sparks for a pair of cylinders, but each additional
pair of cylinders requires another coil adjacent to the flywheel, where there isn’t
much available real estate. These issues make the magneto system very wasteful and
impractical on large engines.

b. Conventional Distributor Ignition System

Figure 3.21. Conventional Distributor Ignition System

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

- The conventional distributor system is also known as the “Kettering ignition”, after
its famous inventor, Charles Kettering. Variants of this system were extremely
popular on multi-cylinder engines (on cars, trucks, boats, and aircraft) for well over
50 years.

- The so-called Kettering ignition system is much more mechanically and electrically
complicated than the magneto system, and consists of (at least):

+ A battery, which supplies power to the ignition circuit.

+ An inductor known as the ‘ignition coil’, which builds up energy in a magnetic

field, that can be rapidly discharged into a spark. The ignition coil is usually a
transformer, where the ‘primary’ side charges up the field at a low voltage and high
current, and the ‘secondary’ side discharges the field at a high voltage and low
current.

+ A current-limiting resistor, (which may be incorporated in the inductor,) that limits

the amount of energy built up in the inductor.

+ A distributor, which directs the energy from the inductor into one spark plug, at
the appropriate time.

+ Spark plugs, which use the electrical energy to create an ‘arc’, that heats the fuel-
air mixture, and starts an explosion in a cylinder.

+ A (contactor) switch, which allows current to flow through the inductor, but past
the sparkplugs, to charge the inductor. This is usually the ‘ignition switch’ on a car.

+ Another switch, known as a ‘contact breaker’, which disconnects the contactor

from the circuit, and forces the inductor to discharge through the sparkplug.

- The Kettering system is much more efficient than the magneto system when used
on four-stroke engines, as it doesn’t throw away energy on ‘waste sparks’. This

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system also produces much more consistent sparks than the magneto, as the current-
limiting resistor can ensure that each spark dissipates the same amount of energy;
unfortunately, this resistor works by wasting substantial amounts of power, meaning
that it the system is not as efficient as other systems, especially at lower engine
speeds.

- On the other hand, the Kettering system requires a battery and battery-charging
system, which add a great deal of weight and cost, making it impractical for very
small and light engines. This system also requires a distributor, which must be
connected to an engine’s camshaft, which means that the engine requires a heavy and
complicated camshaft, and distributor, adding further cost and weight!

c. Capacitive Discharge Ignition System

Figure 3.22. Capacitive Discharge Ignition System

- The capacitive discharge ignition (CDI) system was probably invented by Nikola
Tesla in the 1890s. One notable feature of capacitive discharge ignition systems is
their ability to produce extremely large peak voltages, which is one reason they have
been so popular in the automotive aftermarket.

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

- The capacitive discharge system relies on a capacitor, switch, and a transformer to

(respectively) store energy then ‘boost’ and release it through a spark plug. The
capacitor builds up a charge, usually sourced from a battery or magneto-style
generator, and is then discharged through a transformer (similar to the ignition coil
used on a Kettering ignition system) by a switch or transistor.

- Though the high ‘rated’ output voltage of CDI systems is appealing, it is important
to note that a system will never achieve this maximum voltage when used on a real
engine, and other specifications (such as total spark energy, dictated by the ignition
coil) are usually more important than peak spark voltage. CDI systems are often
regarded as relatively fragile and unreliable, due to their reliance on capacitors and
transistors, which have (historically) been less dependable than distibutors and
mechanical contactors (used on Kettering systems).

d. Electronic ignition system

- Coil-on-plug (COP) and coil-near-plug (CNP) systems are the electronically-
controlled counterpart to the Kettering system. Known by various other names
(including plug-top or plugtop coils), they were invented in the United Kingdom in
the late 1930s, and first introduced in production vehicles in the 1970s.

- COP and CNP ignitions are very similar to distributor ignition systems, except that
they reverse the order of the ‘distributor’ and the voltage transformer. COP systems
house the coil right next to the spark plug, usually ‘behind’/’above’ it; CNP systems
house the transformer a little further away, and have a short high-voltage spark plug
wire between the transformer and spark plug. The ‘electronic distributor’ is (usually)
a set of transistors (MOSFETs specifically), controlled and timed by the ECM/ECU.

- These systems have a number of benefits when compared to all the others. First,
and most importantly, COPs/CNPs are extremely electrically efficient, and produce
very consistent and predictable sparks. These systems also allow the ECU/ECM to

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perform variable ignition timing and advance, to maximize efficiency while

preventing knocking/pinging. This computer-control also permits advanced engine
diagnostics and efficiency features, such as selective cylinder deactivation.

- Unfortunately, this system requires a very complicated power and control system,
limiting its use to large and demanding applications, like automotive, large marine,
and mass-market motorcycle engines. In terms of reliability, COP and CNP units are
exposed to relatively high temperatures and strong vibrations, which can cause
failures, especially around the hotter parts of an engine (usually the back/center of
the engine bay). These adverse conditions have caused a significant number of
failures for a number of manufacturers, due to ignition coil fractures and COP boot
cracking.

3.4. Intake and exhaust system

3.4.1. History of the intake and exhaust system
- Intake system: Early automobile intake systems were simple air inlets connected
directly to carburetors. The first air filter was implemented on the 1915 Packard Twin
Six.

- Exhaust system: The creator of the exhaust is none other than Milton Reeves, one
of the early pioneers of the American automotive industry. It all began in 1896 when
the American wanted to create a device to overcome engine noise and fumes. He
filed a patent in 1897 and the forerunner of what would later be called the muffler
was born. The improvement of this system is attributed to Eugène Houdry, a French
engineer who helped create the catalytic exhaust to clean up pollution in vehicles.
Around 1975, governments were looking to decrease air pollution from cars. Hence
the widespread introduction of pollution control devices such as catalytic converters.

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3.4.2. Tasks and requirements of the intake and exhaust system

a. Tasks of the intake and exhaust system
- The intake system is responsible for providing enough clean air for the combustion
process and the air-fuel mixture in the engine combustion chamber.

- The exhaust system is responsible for removing combustion products from the
engine and exhausting them into the outside ozone.

b. Requirements of the intake and exhaust system

- Provide enough clean air to ensure a proper air mixture ratio in all engine operating
modes.

- Clear combustion products out during the exhaust process to ensure engine
performance is the highest, reduce environmental pollution, and reduce noise. -- -
The intake and exhaust systems ensure no air leaks and minimize back pressure in
the waste pipe.

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c. Structure of the intake and exhaust system

Figure 3.23. Diagram of the principle of the Intake and Exhaust system

1. Air cleaner 2- Throttle 3- Intake manifold 4- Exhaust manifold 5- Exhaust gas

treatment 6- Muffler

- Air cleaner: The air filter, as its name suggests, has the function of filtering the air
flow into the combustion chamber, helping to remove dirt, water... impurities from
the air, so that there is a flow of clean air into the combustion chamber, increasing
efficiency. higher fuel burn rate.

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

Figure 3.24. Air cleaner

- Throttle:

+ The throttle valve is connected to the air filter and is usually located at the inlet of
the intake manifold, which is the part that holds the air entering the vehicle's engine.

+ When the driver begins to step on the accelerator, the throttle valve will be opened.

+ How much you step on the accelerator pedal and allow air to enter the intake
manifold will determine the opening of this part.

Figure 3.25. Throttle

- Intake manifold: intake manifold is the part of an engine that supplies the fuel/air
mixture to the cylinders. The word manifold comes from the Old English word
manigfeald and refers to the multiplying of one (pipe) into many

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

Figure 3.26. Intake manifold

- Exhaust manifold:

+ Bolted directly to the engine block, the exhaust manifold is the first section of a
vehicle’s exhaust system.

+ It funnels exhaust gases from all the cylinders and routes them to the car’s catalytic
converter. V-type engines have a separate manifold for each cylinder bank.

+A leak in the exhaust manifold or its gasket can allow exhaust gases to escape,
which poses a health hazard to the car’s occupants and can result in erroneous
readings by the oxygen sensor, triggering a check engine light.

+ Larger holes in a manifold will produce loud exhaust noise.

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

Figure 3.27. Exhaust manifold

- Muffler:

+ Mufflers are installed within the exhaust system of most internal combustion
engines.

+ Mufflers are engineered as an acoustic device to reduce the loudness of the sound
pressure created by the engine by acoustic quieting.

Figure 3.28. Muffler

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

3.4.3. Types of the intake and exhaust system

a. Types of air intake systems
Three types of air intake system:

- Cold air intake

- Ram-Air intake

- Short ram intake

a.1. Cold Air Intake

- Cold air intake systems are great because cooler air is denser and more oxygen-rich
than hot air. To put it simply, your engine will see a power gain with cooler, denser
air, also helping the car's fuel efficiency. Cold air intakes can do this because their
air filters sit farther away from the engine bay than other intakes.

- This intake system also has a heat shield around the filter to keep the airflow as
cool as possible.

a.2. Ram-Air intake

- Ram-air intakes share a common factor with cold air intake systems—both devices
can deliver cooler air to your internal combustion engine. However, ram-air intake
filters sit at the front of the car, near the engine.

a.3. Short ram intake

- Due to its smaller size, this intake system supplies air to the engine faster than the
options above

- The air comes from the engine bay, meaning that short ram systems won’t provide
the cool air

b. Types of air exhaust system

Four types of air exhaust systems:

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

- Stock exhaust

- Cat-black exhaust

- Axle-black exhaust

- Turbo-black exhaust

b.1. Stock exhaust

- Means an original equipment manufacturer exhaust system or a replacement for

original equipment for a street legal vehicle whose noise emissions do not exceed
those of the original equipment.

b.2. Cat-black exhaust

- A cat-back exhaust system is a step up from the axle-back.

- As its name implies, it contains all sections of the exhaust system from behind the
catalytic converter to the back of the car.

- For most platforms, the cat-back exhaust contains a midpipe which flows into all
of the previous components mentioned in the axle-back.

b.3. Axle-black exhaust

- Each of these different exhaust types’ name is a description of the parts they
contain. An axle-back exhaust contains the exhaust components from the rear axle
to the back of the car. Most frequently, this includes a muffler and exhaust tips.

- Some vehicles have dual mufflers making for a fairly expensive axle-back option.
But, this form of upgraded exhaust will typically still be the least expensive.

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

Figure 3.29. Axle-black exhaust

b.4. Turbo-black exhaust

- Like our previous versions of exhaust systems, the name says it all. A turboback
exhaust system contains everything from behind the turbocharger to the rear of the
car.

- This is the downpipe and then everything contained in the cat-back exhaust.

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Combustion engine (SI) Lecturer instructor: Dr. Le Minh Duc

Conclusion
• The Spark Ignition (SI) combustion engine stands at the intersection of a rich
historical legacy and a future shaped by innovation, sustainability, and
technological prowess. This review has illuminated several key facets of SI
engines, ranging from their historical evolution to contemporary
advancements and the challenges posed by shifting paradigms in the
automotive industry.
• First and foremost, the journey of SI engines has been one of constant
adaptation and refinement. From the early experiments with carbureted
systems to the precision of modern electronic fuel injection, engineers have
continuously sought ways to optimize combustion, enhance power delivery,
and improve fuel efficiency. The evolution of ignition systems, combustion
chamber design, and overall engine architecture has been a testament to the
engineering community's dedication to pushing the boundaries of what is
achievable.

References
[1] Nguyen Tat Tien, Nguyen ly dong co dot trong, 2003.
[2] Tran Thanh Hai Tung, Bai giang mon hoc thiet ke cac he thong trong dong co dot
trong.
[3] Nick-GTC Aplications engineer, Spark Ignition, 2021-05-14.

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