Course Outline

1. Engine:
 Types of engines
 Construction
 Combustion chamber designs
 Engine balancing
2. Lubrication:
 Terminologies
 Lubricants
 Methods of lubrication
 Lubrication components
3. Cooling:
 Types of cooling systems
 Air cooled
 Liquid cooled
4. SI fuel systems
 Layout
 Simple carburetor
 Methods of mixture correction
 Constant choke carburetor
 Variable choke carburetor
 Manifold designs
 Air cleaners
 Silencers
 Petrol injection systems
 Fuel pumps
 Liquefied petroleum gas (LPG)
 (2PG)
  Cold starting devices
 Emission control
5. CI fuel system
 Layout
 Injector pump
 Inline pump
 DPA Pump (Distributor pump Application)
 Governors
 Pressure time injectors
 Electronic diesel injection system
 Cold start devices
 Supercharging
6. Special Engines
 Rotary engine | Wankel
 Stirling Engine
 Gas turbine engine
 Hybrid engine
 Solar engine Elec
 L.P.G.

ENGINE

It is a mechanical device which is capable to convert chemical fuel into

mechanical energy.

Types of Engines

Engines are categorized into two main categories

(i) Internal Combustion Engines

(ii) External Combustion Engines
(1) External Combustion Engine. E.g. Steam engine
 Here combustion of fuel is done away from the engine body. E.g. Steam
engine, steam turbine

Components of steam engine

1. Boiler
2. Engine chamber
3. Pipes etc.
4. Valves

{Find the a diagram with parts of a steam engine labeled including the
boiler and control and valves etc. and paste here}

Advantages of External Combustion

1. It is not complicated to make or construct.

2. Uses cheaper fuel which is locally available.

Disadvantages of External Combustion Engine

1. Noisy
2. Smoky
3. Poor thermal efficiency
4. Very heavy
5. Energy output is low
6. Poor weight to power ratio.
7. Takes a lot of space
(2) Internal Combustion Engine (I.C. engine)

This is where fuel is burnt inside the engine cylinder.

Categories of Internal Combustion Engine

(1) According to the mode of ignition
- Spark ignition engine (S.I)
-Compression ignition (C.I0 e.g. diesel engine
(2) According to the type of fuel used
-petrol
-diesel
-L.P.G. liquid petroleum gas.
(3) According to the number of strokes per cycle.
-2 strokes cycle
-4 strokes cycle
(4) According to the number of cylinders
-single cylinder engine
-multi cylinder engine e.g. 4 cylinders, 6, 8 etc.
(5) According to the arrangement of cylinders
-V-engines
-straight engines
-horizontal engines
-radial engines
(6) According to the mode of fuel injection
-carburetor
-electronic
-injectors
(7) According to the mode of application
-aircraft
-water pump
-marine
-generators

(8) According to the design.

 (9) According to the cooling engine system
-air cooled
-water cooled

(10) According to the speed

-high speed
-low speed
(11) Valve and port design and location

Comparison between the external and internal combustion engine.

External Internal
1. Fuel is burnt externally. 1. Burnt inside the engine
2. Both are heat engines. 2. Efficient
3. Less efficient. 3. Less heavy
4. Heavy 4. Higher thermal efficiency
5. Less thermal efficiency 5. High power to weight ratio
6. Low power to weight ratio

Main components of reciprocating engine

Crankshaft
This is a device in an engine which is normally used to convert
reciprocating motion to a rotary motion.
Connecting rod
 It transmits power from the piston to engine crankshaft
 It also plays a big role in changing reciprocating motion to rotary
motion.

Piston

This is a cylindrical component where force from the burning air fuel
mixture is exerting on.

Cylinder
 This is where the piston is housed

Engine cylinder head

 Acts as the top part of the engine cylinder

 It accommodates engine valves, spark plugs, injector
 Creates space for combustion of fuel

Flywheel

It absorbs energy during the power stroke to drive other strokes where
power is not compressed

It smoothens the rotation of the engine.

Engine block

Holds all the engine cylinders together.

Piston rings

This are the cylindrical rings that act as seals on a circumferential |

cylindrical groove provided on the piston. Piston rings include: compression
ring, intermediate ring and oil ring. Compression ring assists to compress air
fuel mixture.

Crankcase

It supports the crankshaft. It can also provide space for lubricants.

Engine Representation
Spark Ignition Engine

Terms used in I.C. engines

(1) Cylinder bore (D) : Diameter of the engine cylinder
(2) Piston area (A): This is the area of the piston circular pitch surface
(3) Stroke (L): Distance between Top Dead Center and Bottom dead center.
(4) Dead Center: Reversal point
(5) Engine Volume (1) Engine displacement volume (Vswept)
This is the volume of engine cylinder between the top and bottom dead
center.
𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉𝑉 = 𝜋𝜋𝑟𝑟 2 𝑙𝑙 𝑜𝑜𝑜𝑜 𝐵𝐵. 𝐴𝐴 × ℎ
(6) Clearance Volume (V) (Vc)
(7) Cylinder Volume (V) (Total Volume)
𝑉𝑉 = 𝑉𝑉𝑉𝑉 + 𝑉𝑉𝑉𝑉
(8) Compression ratio (r) ratio between the total swept volume to clearance
volume
𝑉𝑉
𝑟𝑟 = � �
𝑉𝑉𝑉𝑉

Working Principles of 4 Stroke Cycle: SI engine.

Comprise of stroke which include;

(i) Induction Stroke/ Suction/Intake

(ii) Compression
(iii) Power stroke
(iv) Exhaust stroke

1 Induction Stroke:
  Inlet valve opens while exhaust valve remains closed.
 Piston moves from TDC – BDC
 As the piston moves down it creates partial vacuum inside the
engine cylinder.
 This causes air-fuel mixture to enter the cylinder via inlet valve to
occupy the vacuum.

2 Compression Stroke
  Both exhaust and inlet valves are closed
 Piston moves from BDC – TDC
 As the piston moves towards the TDC it compacts the fuel-air
mixture to combustion chamber.
 When the piston reaches JUST BEFORE the end of the
compression stroke, sparks are produced and fuel-air mixture ignite
to produce power.

3 Power Stroke

 Both valves are closed

 Piston moves towards BDC
 When fuel-air mixture burns it exerts/applies pressure on the piston
to surface this forces the piston to move downwards hence
production of power.

4 Exhaust Stroke
  Exhaust valve opens while inlet valve remains closed.
 Piston moves from BDC to TDC.
 As the piston moves towards the TDC it pushes the burnt gases to
escape through the exhaust valve.
 When the piston reaches the TDC. The whole engine cycle repeats.

Working Principle of C.I. engine e.g. diesel engine

1 Induction stroke

 Inlet valve opens and exhaust valve closed.

 Piston moves from TDC to BDC
  As the piston moves towards the BDC it creates partial vacuum
where only air gets into the engine via the inlet valve.

2 Compression Stroke

 Both valves closed

 Piston moves towards TDC
 As the piston moves towards the TDC, it compacts air to
combustion chamber and generates heat capable to ignite diesel
fuel.
 Just before the piston reaches the TDC diesel spray is injected and
burning start which causes force to be exerted on the piston top.

3 Power Stroke
  Both valves are closed
 Piston moves towards the BDC
 Burning gases exert pressure on the piston top forcing it to move
toward BDC hence power production.

4 Exhaust Stroke

 Exhaust valve opens while inlet valve remains closed.

  Piston moves towards the TDC.
 Piston moves and expels the burnt gases. Via the exhaust valve.

TWO STROKE CYCLE ENGINE

 Two Stroke means it competes engine cycles within one revolution

of crankshaft
 It has no valves instead it has ports
 Has no oil sump

Induction + Compression:

 As the piston moves upward it closes exhaust port and the transfer
port
 The top of the piston compresses air fuel mixture within the
combustion chamber.
 As the piston moves upwards it also creates partial vacuum within
the crankcase, causing suction from the carburetor.
  Air fuel mixture enters the crankcase via the check valve. Just
before the piston reaches the TDC sparks are produced and gases
are burnt

Power Exhaust Stroke

 The power produced pushes the piston downwards, the exhaust and
the transfer port opens and the gases are expelled.
 As the piston moves downwards it opens exhaust port and transfer
port.
 The piston expels burnt gases through the transfer port and the
exhaust port.

ENGINE VOLUME CALCULATION

1 Calculate the engine volume of a 4 cylinder engine given stroke = 8 cm,

cylinder bore 6 cm and clearance volume = 60 cm3

𝑉𝑉 = 𝑉𝑉𝑉𝑉 + 𝑉𝑉𝑉𝑉

𝑉𝑉𝑉𝑉 = 𝜋𝜋 × 32 × 8
 = 226.195 × 4 𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶𝐶

= 964.78𝑐𝑐𝑚𝑚3

ENGINE VALVES TIMING DIAGRAM

ENGINE VALVE OVERLAP

 This is the condition where both engine inlet and exhaust valves
remains open.
Function
 This is done to displace the burnt gases inside the combustion
chamber as the piston reaches TDC after exhaust stroke since cold
 fresh charge (air + fuel) has higher density compared to hot gases,
it will push the lighter gases while moving downwards.

ENGINE BALANCING

 This is done to reduce excess engine vibration.

WAYS TO REDUCE ENGINE VIBRATION

 Including rotating counterweights

 Regulating speed/ installing an engine governor.
 Involve a correct engine firing order.

Disadvantages/ effects/ harmful effect of vibrations to engine

1. Increases engine wear

2. Increase (causes a lot of noise from the engine
3. Cracking and damaging of engine components.
 Valve clearance- space between the rock arm

Engine Valve timing explanation

Inlet valve opens & suction takes place. Inlet valve closes and
compression of air takes place. Ignition of fuel takes place just before the
piston reaches the TDC and power is produced exhaust valve opens & burnt
gases are expelled.

ENGINE LUBRICATION SYSTEM

 This is the vehicle system which supplies oils to engine moving

components.

Functions of vehicle lubrication system

1. Cooling effect.
2. Sealing effect.
3. Cleaning effect
4. Vibration/Noise absorbing.
5. Reduces friction
6. Prevents engine corrosion

How Lubricant works

Oil is applied to two moving parts and then with oil thereby reducing
noise, wearing out and friction.

Lubrication Theories

They are two

1) Fluid film theory

 In this theory, oil molecules tend to behave like rolling particle within
the moving parts
2) Boundary layers theory (Keeps the sliding surfaces apart from each other
thereby reducing friction)
 In this theory, lubricants are made of multiple slippery layers joined by
weak forces (van der waals). These layers slip over each other hence
lubrication effect.

Properties of lubricants

(I) Viscosity – The measure of resistance of a liquid to flow provided all

the other variables remain constant.
(II) Viscosity index – The measure of resistance of the liquid to flow when
subjected to a given temperature.
(III) Oiliness – The property of oil to spread and stick itself firmly to
bearing surfaces as well as to provide lubricity.
(IV) Flash point – minimum temperature where oil can ignite or create
flame
(V) Fire point – lowest temperature at which oil burns continuously
(VI) Cloud point – Temperature at which liquid oil changes to solid
(VII) Pour point – lowest temperature to which the solid oil starts to flow
(VIII) Corrosiveness –
(IX) Oxidation stability – Resistance to oxidation due to oxidation the oil
will form deposits on the piston rings and lose its lubricating
properties
(X) Cleanliness – Behaviors of oil to absorb deposits from the piston ring
(XI) Carbon residue –

Type of Lubricants

(1) Solid lubricants e.g. graphite/mica e.g. robots

(2) Semi solid e.g. grease suspension system, leaf spring.
(3) Liquid e.g. oils
 Sources of lubricants

(I) Mineral product e.g. petroleum less expensive, availability, more

reliable
(II) Animals – does not stand much heat becomes waxy and gummy not
suitable for machines
(III) Plants

Qualities of a lubricant

 High viscosity index

 High boiling low freezing point
 Corrosion prevention
 High resistance to oxidation
 Thermal stability
 Hydraulic stability

Grades of lubricants

(1) Single/ mono-grade

(2) Multigrade
(3) Single grade eg SAE 40

Qualities of a lubricant

1. Corrosion prevention
2. Thermal stability
3. High resistance to oxidation.
4. High viscosity index.
5. Hydraulic stability.
6. High boiling point and low freezing point.

Quiz
 A reciprocating IC engine was diagnosed with faulty cylinder bores.
Explain the procedure for reboring and include several measurements to be
done.

1. Take the vehicle to the rest point and choke the wheels.
2. Allow the engine to cool down to a suitable temperature.
3. Using the appropriate tools remove all parts which may act as obstacle
when accessing the engine.
4. Dismantle the engine from the transmission unit (together with
gearbox)
5. Loosen the engine mountings ready to be removed.
6. Using engine hoist (lifting machine) remove the engine and place it on
a clean bench.
7. Using appropriate tools and equipment (wirebrush, proper detergents)
clean the engine.
8. Drain the oil.
9. Dismantle the engine until the engine block has no attachments.
10. Using appropriate tools (telescope gauge) measure cylinder diameters
at different points and make the correct decisions.
11. Using the reboring machine take the engine cylinder for reboring.
12. Clean the dismantled components ready for assembling.
13. Assemble the engine.
14. Bench test.
15. If it is okay, fit it back to the vehicle.
16. Fit back all the components that were removed.
17. Refill the oil and water if you have drained it.
18. Test run.

Ingredients of engine lubrication oil (Additives)

1. Detergents.
 2. Anticorrosion agents.
3. Antioxidants.
4. Additives (To reduce flash point, change in temperature, viscosity)

Causes of bluish smoke when an internal combustion engine is

accelerated

1. Faulty cylinder bore.

2. Worn out rings.
3. Worn out valves.
4. Preignition.

Ways of diagnosing an engine with faulty valves

1. Engine compression test. (Also to diagnose leakage of rings).

2. Visual inspection. After dismantling the engine.

Qualities of lubricants

1. High viscosity index

2. Thermal stability
3. Corrosion prevention
4. Hydraulic stability
5. High boiling point and low freezing point
6. High resistance to oxidation.

ENGINE LUBRICATION SYSTEMS

1. Mist lubrication
2. Wet/splash lubrication system.
3. Force oil lubrication system.
(1) Splash
(2) Splash and pressure system.
(3) Pressure feed system.
 (4) Mist lubrication system
(1) Splash lubrication system

Explanation

A scoop or dipper is made in the lower part of the connecting rod. When
the engine runs, the dipper dips in the oil once in every revolution to the
crankshaft, the oil is splashed on the cylinder wall. Due to this action engine
walls, piston rings, crankshaft bearings are lubricated.

(2) Mist Lubrication System

 The lubricating oil is mixed into the fuel (petrol) while filing in the
petrol tank of the vehicle in a specified ratio.
 When the fuel goes into the crank chamber during the engine
operation, the oil particles go deep into the bearing surfaces duet to
gravity and lubricate them. The piston rings, cylinder walls, piston
pin etc. are lubricated in the same way.
Disadvantage of Mist lubrication system:
 If the engine is allowed to remain unused for considerable time, the
lubricating oil separates oil from petrol and leads to clogging or
blocking of passages in the carburetor, results in engine starting
trouble,
 o It causes heavy exhaust smoke due to burning of lubricating
oil partially or fully.
o Increases deposits on piston crown and exhaust ports which
affect engine efficiency.
o Corrosion of bearing surfaces due to acids formation.
o Thorough mixing can fetch effective lubrication and engine
suffers.
o Insufficient lubrication during closed throttle i.e. vehicle
moving down the hill.
(3) Pressure feed lubrication system

 The lubricating oil is stored in a separate tank (in case of dry sump
system) or in the sump (in case of wet sump system), from where
an oil pump (gear pump) delivers the oil to the main oil gallery at a
pressure of 2 – 4 kg/cm2 through an oil filter. The oil from the main
gallery goes to main bearing from where some of it falls back to
 the sump after lubricating the main bearing and some is splashed to
lubricate components.

Types of Pressure Feed Lubrication System

 Categorised according to type of pump used

o Gear type system
o Eccentric rotor type system
o Internal/external gear type/ crescent pump
o Vane type system
(1) Gear type system

 When the engine is cranked, it rotates the pump through a shaft.

 When the pump rotates, the pump gear teeth carries oil from the
inlet side to the outlet chamber.
 Very small clearance between gears and pump casing prevent
carried oil from escaping.
 When the oil reaches the outlet point meshing gears prevent the oil
from going back to the inlet side.
 Oil is then pumped to the engine gallery to moving engine pumps.
  When the oil pressure exceeds the required value the relief valve
opens where oil under high pressure escapes back to the inlet
chamber hence regulating pressure.
(2) ECCENTRIC ROTOR TYPE OIL PUMP

This pump consists of a multi-lobed rotor which is eccentrically mounted

inside a ring. The ring has recesses of a similar shape but one more in number
and is free to turn in the housing. The driven rotor revolves turning the ring.
Pumping action is obtained by the oil entering a chamber at its greatest volume
and being ejected through the outlet as the space reduces.

(3) INTERNAL | EXTERNAL TYPE – PUMP

 Two flats on the front end of the crankshaft are used to drive the
inner gear, which meshes with and drives the outer gear which is
positioned off-center.
 The outer gear is supported in a casing and the wide region
between the gears is filled with a crescent shaped space projects
from the casing.
 At one end of the pump, two ports are formed in the casing to
allow oil to flow to and from the pump. On the front face of the
pump a flat plate is fitted to block off the gears and ensure that the
only path for the oil is via the gear teeth.
 Rotation of the crankshaft causes both gear to revolve in the same
direction. This motion carries oil from the inlet to the outlet side in
the tooth spacers on both sides of the spacer. Since the teeth
 meshes together to give a drive, the oil cannot return to the inlet
side. As a result, there is a build-up of oil pressure.
 Any wear allows oil to escape back to the inlet which can cause
lowering pumping capacity and prevent the pump from expressing
its full pressure.

ECCENTRIC VANE TYPE PUMP

 The casing has a cylindrical bore in which is fitted the rotor

mounted on a shaft eccentric to the casing bore and touching it at
one place. Spring loaded vanes are a close sliding fit in a slot cut
diametrically through the rotor their outer edges being kept in
contact with the casing bore by springs. Oil is carried from the inlet
to the outlet as the rotor turns.
 TOPIC 3 THE ENGINE COOLING SYSTEM

This is the vehicle system which its main function is to enable that the
engine is working at a suitable temperature.

Requirement of good engine cooling system

 Reliable
 Easy to install
 Cheap

Effects of overcooling

1. Thermo efficiency is reduced

2. Vaporisation of fuel is less
3. Low temperature increases viscosity of lubricant

Types of cooling systems

(i) Air cooled system

(ii) Water cooled system
(I) Air Cooled System.
 It is generally used in small engines
 In this system fins or extended surfaces are provided on the cylinder
wall, cylinder head etc.
 Heat generated due to combustion in the engine cylinder will be
conducted to the fins and when the air flows over the fin, heat will be
dissipated to air.

The amount of heat dissipated to air depends on:

(i) Amount of flowing through the fins.

(ii) Fin surface area.
(iii) Thermal conductivity of metal used for fins.
 For efficient cooling the length of the fins and the spacing between
them is quite important.
 Larger interspacing between the fins offers larger area for cooling air.
 Smaller interspacing between the fins results in smaller flow area of
cooling air and hence input cooling air is less.

Advantages of air cooled engines

1. Its design is simple in construction

2. It is lighter in weight
3. It is cheaper to manufacture
4. It requires less care and maintenance
5. It is advantageous in areas where there is scarcity of water like in
deserts.
6. No risk of damage from frost, such as cracking of cylinders jackets or
radiator water tubes.

Disadvantages of air cooled engines

1. Relatively large amount of power is used to drive the cooling fan.

2. Engines give low power output
3. Cooling fins under certain conditions may vibrate and amplify the
noise level
4. Cooling is not uniform since some places are hindered by other pipes.
5. Engines are subjected to high working temperature
6. Limited to light duty engine.
(II) Water Cooling System
 Cooling water jackets are provided around the cylinder, cylinder head,
valve seats etc. The water when circulated through the jackets, it
absorbs heat of combustion. This hot water will then be cooling in the
radiator partially bay a fan or partially by the flow developed by the
forward motion of the vehicle. The cooled water is again recirculated
through the water jacket.

Antifreeze mixture

 If the water used in the radiator freezes because of cold climates, then
ice formed has more volume and produces cracks in the cylinder
blocks, pipes and radiators, so to prevent freezing antifreeze mixtures
or solutions are added in the cooling water.

The following are used as antifreeze solutions

(i) Methyl, ethyl alcohols

(ii) A solution of alcohol and water
(iii) Glycerin along with water
(iv) Chromates are used to prevent deposit

Water cooling system mainly consist

 Radiator
 Water pump
 Thermostat valve
 Antifreeze mixtures
 Fan
 Water jackets

Types of Water Cooling Systems

 Thermo-syphon cooling
 Forced or pump cooling
 Cooling with thermostat regulator
 Pressurized water cooling system
 Evaporative cooling
 Sealed liquid cooling system
(I) Thermo-syphon cooling
 This system works on the principle that hot water being lighter rises
up and cold water being heavier goes down. The radiator is placed at a
higher level than the engine for the easy flow of water towards the
engine. Heat is conducted to the water jacket from where it is taken
away through convention by the circulating water. As the water jacket
becomes hot the water rises to the top of the radiator. Cold water from
the radiator takes the place of the rising hot water and in this way a
circulation of water is set up in the system. This helps in keeping the
engine at a working temperature.

Advantages

 Easy to install
  Simple to construct
 Simple to maintain

Disadvantages

 Rate of circulation is too low

 Circulation commences only when there is a marked difference in
temperature.
 Circulation stops as the water level falls below the top of the
delivery pipe of the radiator. For this reason this system has
become obsolete and is no more in use.

Forced or pump cooling

 Here circulation of water takes place with convection currents help by

a pump. The water is circulated through jackets around the parts of the
engine to be cooled, it is kept in motion by a centrifugal pump, driven
from the engine through V-belt

Disadvantage
  Cooling is independent of temperature
 Engine is overcooled
 Can be overcome by using thermostat

Cooling with thermostatic regulator

 Whenever the engine is started from cold, the coolant temp has to be
brought to the desired warm up time to avoid corrosion damage due to
condensation of acids as well as help in easy starting of the engine.
 The check valve which opens it closes with the effect of temperature is
fitted in the water outlet of the engine.

Operation of Air cooling system

 When the air cooling engine is cranked, heat from the engine cylinder

Advantages of using a liquid as a coolant

i. The engine acquires efficient cooling system

ii. The engine is not subjected to high temperatures
iii. Reduces engine vibration
iv. The system provides uniform cooling effect.
v. The engine can be ran in a closed chamber.
vi. Can be used in heavy commercial engines.

Disadvantage of using a liquid as a coolant:

1. Requires regular maintenance

2. Expensive to manufacture
3. Its heavy
4. Difficult to construct
5. Has more components as compared to air cooled
6. The system is affected by harsh weather conditons eg winter

Pressurized cooling system

 When the engine is cranked, heat is generated by the cylinder block.

 When the engine is cranked, the engine block temperature rises,
causing the water surrounding to absorb temperature. Since the system
has a water pump, hot water is lifted from the engine to the radiator.
At the radiator chamber, a fan is provided which blows the air through
the radiator fins. Heat from the water is conducted is conducted to the
fins then the radiator tubes heat the surrounding air. Movement of air
from the fan blows away hot gases and water within the radiator is
cooled down. When the pressure inside the cooling system rises the
 radiator cap opens pressure release valve where steam under high
pressure is expelled into the atmosphere. High pressure within the
cooling system prevents water from boiling at the ordinary
temperature i.e. about 100oc it now boils at around 130oc. This
behavior improves thermal efficiency at an engine when the cooling
system cools down the steam it condenses causing partial vacuum to
build up within the radiator hence creation of partial vacuum. This is
causes the radiator cap vacuum compensating valve to open in order to
equalize atmospheric pressure. Opening of this vacuum valve allows
air from the atmosphere to rush to the radiator.

Water pump (centrifugal pump)

Operation

 When the engine is cranked the pump pulley is driven by a belt from
engine crankshaft pulley. The pulley rotates the impellor then the
shaft. When the impellor is rotated any molecules within the vanes is
rotated and gains K.E. This causes the particle to be cooled away from
the center due to centrifugal forces. Pump outlet port is located
tangentally to the rotation of the impellor. This enables any pump
content to be collected at this point. Movement of particles from the
center causes suction thus the inlet chamber is located at the center.
Suction from the center sucks water from the engine block and lift it to
the radiator. NB water pump does not pressurize water it circulates.
 Radiator

Types of radiator. Categorized according to radiator matrix design.

 Tube and fins radiator matrix

 Pack block radiator matrix|corrugated radiator matrix

Functions of a radiator – to cool the water received from the engine

Operation

Hot water from the engine water pump enter into the radiator top tank
then flows from the top tank to bottom tank through the radiator tubes. When
the hot liquid pass through the tubes, heat from the water is absorbed and
conducted to the radiator fins. When the fins are heated, they heat the
surrounding air molecules. A fan is used to blow away the hot molecules hence
losing heat into the atmosphere. A draining port is provided to create a point of
drainage. Cold water inside the bottom tank flow to engine block for cooling.

3 Radiator cap

Thermostat

 Thermostat allow/block the flow of coolant

 Function – it controls the flow of coolant.
Types of cooling system thermostat

 Bellow type
 Wax type
(i) Wax type

 When cold the wax is in solid state and exerts no pressure.

 The valve disc is held firmly against its seat by the coil spring. This
prevents the coolant inside the cylinder block from escaping the
radiator.
 As the temperature of the coolant inside the engine rises, the wax
changes from solid to liquid (melts) and expands.
 This expansion causes the thrust pin to move upwards and the valve
disc moves downwards.
 The open thermostat then allows hot coolant to flow into the radiator.
Topic SI Fuel System

engine
fuel tank fuel pump fuel filter carburettor engine
manifold

 The fuel is stored in the fuel tank where it is lifted by the pump
 The pump allows the fuel to flow into the fuel filter where any solid
particles are removed.
 Then the fuel flows into the carburetor. In the chamber mixing of fuel
and air is done before it flows into engine manifold.
 The engine manifold further mixing is done and then fuel air mixture
is directed into the engine cylinder in the induction stroke.

Simple Carburetor

Operation:

 When the engine is cranked and accelerated engine cylinder pulls air
from the atmosphere.
 Moving air passes through the carburetor venturi chamber.
 At this chamber air speed is increased causing suction/depression.
 Suction caused by the moving air lifts fuel from the carburetor float
chamber through the main jet to the venturi chamber.
 At the venturi chamber air and fuel mixes before it enters to the engine
inlet manifold.
 At the float chamber there is a needle like valve which regulates the
level of fuel at the chamber i.e. when the level reaches at the set limit,
the float lifts the valve to its seat hence closing the flow of fuel from
the supply.

Disadvantage

1 Hard to start

2 High fuel consumption

Types of Carburetors

(i) Constant (fixed choke) variable depression carburetor

(ii) Variable choke constant depression carburetor
 (i) Constant choke variable depression/suction

Operation

 In this type of carburetor it has a fixed size venturi chamber

 This causes the variation of depression when the engine speed changes
 When the engine is accelerated, engine cylinder pulls air from the
atmosphere
 Moving air passes through the carburetor venturi chamber
 At this chamber airspeed is increased causing suction/depression
 Suction caused by the moving air lifts fuel from the carburetor float
chamber through the main jet to the venturi chamber
 At the venturi chamber air and fuel mixes before it enters the engine
inlet manifold
 At the float chamber there is a needle like valve which regulates the
level of fuel at the chamber i.e. when the level reaches at the set limit,
the float lifts the valve to its seat hence closing the flow of fuel from
the supply

Air Fuel
Moderate 14.7 1
Rich ratio 14.7 1.2
  Rich charge has more ratio of fuel content than normal air-fuel ratio.

Choke valve blocks the air

Lean/weak charge – this is where the ratio of fuel content is less

compared to a normal engine air fuel ratio

Manifold designs

Types of Manifold

(I) Exhaust manifold

(II) Inlet manifold

Inlet manifold

Functions

(i) Air fuel mixing chamber

(ii) Distribution of air mixture to each and every cylinder according to
where needed.

Exhaust Manifold

1 Collect exhaust gases from the engine exhaust valve

Manifold designs

Factors to consider when designing engine manifold

1. No. of engine cylinders

2. Position of carburetor
3. Position of exhaust inlet valve
4. No. of carburetors
5. Cylinder positions

Methods of mixture collection (air + fuel)

(i) Upward draught

 Air fuel mixture enters the engine from downward

(ii) Side draught

 Air fuel mixture is collected horizontally
(iii) Downward draught

Air fuel mixture flows from upward direction.

Advantages

i. Assisted by the gravity

ii. Easy to locate engine carburetor since it is on the top of the engine

Manifold design

B
C

Advantages

1. Fair volumetric efficiency

2. Fair distribution
3. Economic

D
E

Air cleaners

Categories

(i) Dry air cleaner

(ii) Wet air cleaner
(i) Dry air cleaner
 Paper element

Function of air cleaner/ filter

(i) Remove dual particles

(ii) Silence the sound of air entering the intake
(iii) The act as flashback arrestor

Types

 Paper element
 Oil bath

Paper
Oil bath

Engine silencer/ muffler

 This is used to reduce noise from the engine

Petrol Injection System

Types

(i) Mechanical Fuel Injection (K-Jetronic)

(ii) Electronic Fuel Injection.
(i) Electronic Fuel Injection. (Common Rail)

Fuel Tank Fuel Pump Fuel Filter

(ii) Mechanical Petrol Injection System K-Jetronic

Operation

 As the throttle butterfly is progressively opened the flow of air

increases. The incoming air lifts the air flow sensing plate (lever).
The wider the throttle is opened, the greater the air flow and the
higher the plate will be lifted.
 The plate through its arm lifts the control plunger in the fuel
metering distributor which allows more fuel to flow. The pressure
created by the fuel flow opens the lines to the injectors which
continuously spray fuel into the back of the inlet valve.
  The atomized fuel mixes with the air and vaporizes by entering the
cylinder when the inlet valve opens.

Mechanical systems have disadvantage of moving parts that wear causing

inaccuracy in the air fuel ratio. They are also prone to corrosion from water in
the fuel system and less sensitive than electronically controlled systems.

Fuel Pump

SI Engine Mechanical Fuel Pump:

Advantages of fuel pump

 Easy to construct
 Occupy small space
 It is durable

Operation

When the engine is cranked, the pump cam rotates causing a to and fro
motion to the operating arm of the pump.

Movement of the arm causes the diaphragm to move up and down. On the
downward movement diaphragm a depression is created in the upper pumping
chamber. Petrol under atmospheric pressure flows into the chamber. As the cam
rotates it allows the return spring to force the diaphragm upwards. As it does so,
the inlet valve closes, the outlet valve opens and petrol is forced into the
carburetor float chamber.

COMPRESSION IGNITION ENGINE (CI) FUEL SYSTEM

LAYOUT
 E

Mechanical
Injector Engine
Fuel Tank Fuel Pump Fuel Filter Injector
Pump Cylinder
Pump

Explanation

In this system, fuel is stored in the fuel tank. A low pressure pump is used
to lift fuel from the tank and flows to the fuel filter.

In the fuel filter chamber any solid particles are removed to prevent the
blockage of injectors fuel from the filter flows to the injector pump its pressure
is highly increased and distributed to the injectors according to the engine firing
order. When highly pressurized fuel enters into the injector and then sprayed
into the engine cylinder.

Injector Pump:

Types of Injector Pump:

(I) Inline / straight injector pump

 (II) Distributor pump application (DPA) (Venturion)
(i) Inline / Straight Injector Pump

When the plunger is at BDC, the depression in the pump chamber cause
fuel to enter both ports

When both ports have been covered, the ascending plunger raises the
pressure of the fuel to produce injection.

Injection stops when the edge of the helix uncovers the spill port.

Rotation of the plunger cause the helix to uncover the spill port so ast to
give less or more fuel respectively.

When the groove coincides with the spill port means that the port will
remain open therefore no fuel will be delivered and the engine will stop.

Calibration – is the process of ensuring each and every inline pump

element is producing equal amount of fuel when pumping.

Procedure for inline pump calibration

i. Remove the pump from the engine.

ii. Clean the pump
iii. Fix the pump in a calibrating machine.
iv. Connect the delivery pipe from every element to the measuring
equipment.
v. Connect the pump to a fuel source.
vi. Switch on the machine to rotate the inline pump.
 vii. Allow the machine to rotate for a specific time then switch the
machine off.
viii. Compare amount of fuel collected from each and every element
ix. If a given element produces a different volume of the liquid then
carry out the element adjustment for it to achieve the required
amount according to the manufacturer’s specification.
x. Repeat the above step to verify whether its okay then return it back
to the engine.
xi. Test drive

Phasing – This is the process of ensuring that each element of the pump is
operating within the required set angle.

Procedure for inline pump phasing

DPA (DISTRIBUTOR PUMP APPLICATION)

ADVANTAGES

1. Does not need phasing and calibration.

2. It has an automatic advance hydraulic system.
3. More fuel efficiency compared to an inline pump
4. Does not require regular maintenance.
5. More accurate.

Operation of D.P.A.

The plunger rotates to give a valve action and reciprocate to produce a

high pressure. The axial movement is provided by the cam plate moving over a
roller ring. The quantity of high pressure fuel delivered to the injector via the
outlet bore is controlled by the control spool. The control spool varies the
effective pumping stroke, the stroke increases as the spool is moved towards the
distributor head and therefore increases the quantity of fuel delivered. Rotation
of the plunger causes one of the metering slits to open the inlet passage while all
outlet ports are closed. The plunger moves down the chamber to create a
condition for the fuel to enter and fill high pressure chamber. Slight rotation of
the plunger closes the inlet port and causes the distributor slit to open one of the
outlet ports.

While in this position the plunger is moved up the chamber to pressurize

the fuel and deliver it through the outlet bore to the injector. Further pumping
movement of the plunger causes the fuel in the pumping chamber to be returned
to the pump cavity.

INJECTOR

Diesel fuel injector

 Injector – is a device used to transfer fuel into CI engine

combustion chamber in form of sprays.

Types of Injectors

(i) Single-hole injector

(ii) Multi-hole injector
(iii) Pintle-type injector
(iv) Pintaux injector.

Injector Operation:

Operation

 The needle like valve which is inside the injector nozzle is held
tight by the injector spring. The nozzle tip directs fuel into the
combustion chamber. When the fuel pressure is low, the needle
valve is held tightly onto its seat by spring pressure. As the
 injection pump pressure rises, highly pressurized fuel enters the
injector through the inlet port. The fuel is directed towards the
shoulder of the needle valve by a small drilling in the body of the
injector. When the fuel pressure acting on the shoulder of the
needle valve exceeds the spring’s pressure the needle valve lifts its
seating and fuel is forced through the spray hole in the nozzle tip as
a finely atomized spray. When the fuel injection pressure drops
below that of the injector spring pressure, the needle valve is
forced back onto its seat hence preventing any more fuel from
being injected.

Injector Testing

Main injector tests

(i) Leak – back – test –

To check excessive leaking back of fuel between the needle live
valve and the nozzle.
(ii) Nozzle seat test -
To check for dribbles or dribs present on the tip of the injector
nozzle. If there is, this indicate that the needle valve and nozzle
require regrinding or renewing.
(iii) Atomizer operation
The injector spray pattern may be caused by carbon build-up in the
nozzle holes

Fault Cause
Excessive leak-off  Worn valve
 Dirt between needle
valve and valve seat
 Nozzle cap nut
incorrectly tightened
Nozzle blued  Excessive tightening
 Poor cooling
Opening pressure too high  Needle valve seized
 Spray hole blocked
 Injector spring too tight
Opening pressure too low  Injector spring broken or weak
 Too little spring tension
Nozzle dripping  Sticking valve
 Carbon deposits on nozzle
 Seat valve or needle valve
damaged
Spray pattern distorted  Carbon deposits on the nozzle
tip
 Spray holes partly blocked
 Pintle damaged

CI combustion chamber

Categories

(i) Indirect injection

(ii) Direct injection
(I) Direct Injection:
 The fuel is injected directly into the combustion chamber.
 The fuel is injected into swirling air to achieve thorough mixing.
Direct-injection engines generally start readily from cold and do
not need starting aids. They have high thermal efficiency which
produces a good torque output and makes them more economical
than indirect – injection types.

Advantages

 The engine does not require any cold starting devices

 Lower compression ratio
 Good thermal efficiency
 Easy to construct compared to indirect
Disadvantages

 Poor natural turbulence on most engines

 Noisy in operation
 High injection pressure required.
(II) Indirect Injection:
 Also referred as the pre-combustion chamber.
 The combustion chamber is separated from the cylinder by a short
connecting passage or throat.

Advantages

1 Good swirl characteristics

2 High rpm possible

3 Smooth running and operation

Disadvantages

1. Higher compression ratio

2. Greater heat loss
3. Cold- starting aids required

Reasons why a vehicle produces too much smoke

(i) Incomplete combustion.

(ii) Too much fuel is being injected to the engine

Clean Air Fuel mixture depends on the following factors

 Design of the combustion chamber

 Type of injector
 The direction of fuel spray

Combustion Process:
(i) Ignition delay period
- It is the period from the start of injection until the combustion
begin.
(ii) Flame period
- period where vaporized fuel mixes with air and produces flames.
(iii) Direct burning
- in this period fuel is injected and is ignited immediately by the
burning mixture.

CI Engine Speed Governors:

Types

 Mechanical
 Pneumatic
(I) Mechanical CI engine governor

Operation:

 At idling speed the control rack moves towards the minimum fuel
position. The adjustable idling screw prevents the engine from
stalling. When the accelerator pedal is operated, the tension on the
governor spring increases, and this makes the control rack to move
towards the maximum fuel position. Due to increased centrifugal
force the governor weights fly outwards hence making the thrust
sleeve and control rack to move towards the minimum fuel
position. This action continues until a state of balance is reached
where the engine runs at governed speed.

II) Pneumatic CI engine speed governors.

 When the engine is stopped, the control spring moves the control
rack to the maximum fuel position for starting.
  When the engine is running, the high depression in the venture is
felt in the diaphragm chamber and this allows atmospheric pressure
to push diaphragm back to the idling position. This action limits
the amount of being delivered to the engine.
 When the accelerator pedal is depressed, the butterfly valve opens
and the depression reduces. As the depression is not so great, the
control spring can force the control rack in the direction of
increased fuel until the spring balances the atmospheric pressure on
the vented side of the diaphragm. This limits the control rack
movement and governs the engine speed.
 Maximum fuel (Maximum engine speed) is controlled by a stop at
the other end of the control rack.

CI Engine Pressure Charging

Methods of pressure charging

(I Turbo Charging

(II Super charging

(Turbo Charging:

 This is an exhaust driven device used to pressure charge the

engine.

Advantages

 Good power output

 Fuel efficiency
 Improved exhaust gas emission
 Improved fuel consumption
 Moderate production cost

Disadvantages
  Lagging behind when the engine is accelerated
 Require lubrication system
 Noisy
 It must be controlled within the engine capability
 It is an extra load to the engine

Operation

 When the engine is running, the discharged exhaust gases drive a

fan acting as a turbine. A fan on the other end of the turbine shaft
acts as a compressor forcing air into the engine intake.
 Rotation of the turbine rotates the impellor thus compressing air to
high pressure entering in the combustion chamber, It passes
through the intercooler where it is cooled down.

Advantages of the Turbochargers

1. Improved exhaust gas emission

2. Improved fuel consumption
3. Moderate production cost
4. Considerable ncreas in engine power output.

Disadvantages

1. Because the exhaust gases drive the turbine, it must be made from
materials that can withstand high temperature i.e. cast iron.
2. It must be controlled within the engine capability.
3. Noisy
4. Requires a lubrication system
5. Lagging behind when the engine is accelerated.

Differences between turbo charger and super chargers

 1. Turbo charger is driven by exhaust gases while super charger is driven
mechanically by the engine.

(II Super Charging

 Supercharging has not been used much on vehicle because of high

manufacturing cost.

Operation

Acceleration of the engine cause depression at the outlet port causing

suction in the inlet port. The two symmetrical rotors operate without directly
contacting each other or the housing. The small clearance between the rotor and
the casing is nearly zero to prevent the escape of air. The rotor is driven by the
engine causing it to drive the other rotor.

Overhauling a faulty supercharger/turbo charger

1. Take the vehicle to a rest point.

2. Switch off the engine and allow it to cool to a considerate temperature.
3. Using appropriate tools and equipment remove all the obstructing
parts hindering access to the turbo chargers
4. Remove the turbo charger and place it on a clean bench
5. Clean and dismantle
6. Visually inspect the turbine, wastegate, casing, impellor and seals.
7. Repair and replace where necessary.
8. Assemble
9. Bench test
10. Fit it back
11. Fit back all the components that were removed
12. Test run.

Special Engines
 Wankel Engine / ROTARY

As the top rotor passes the inlet port, the inlet chamber begins to increase
in size due to the eccentric orbit of the rotor which causes air fuel mixture to be
sucked into the chamber.

Compression: As the rotor continues to revolve the chamber begins to

decrease in size compressing the air-fuel mixture ready to ignite.

Power: As the rotor passes through the spark plugs, the fire to ignite the
mixture is produced by the spark plug.

Exhaust: The expansion of burning gases forces the rotor round its cycle
passing over the exhaust port where the gases are forced out of the chamber.
The cycle goes on in all the three chambers simultaneously.

Advantages

1. Simple in construction
2. No vibration
3. Occupies less space
4. High rpm
5. High power to weight ratio.
6. Light and less bulky.

Disadvantages

1. No complete combustion
2. Less efficient in terms of fuel economy.
3. Fuel-air mixture cannot be pre-stored as there is no intake valve.
4. Compression ratio is lower.
5. Difficult to expand the engine more than two rotors.