9001 9002 15 9025 23 9026

Yadav Shailendrasinh M. Patel Pratik Jayeshbhai Patel Sagar Arvindbhai

2 to 8 9 to 16 to

Kathiriya Ankitkumar Lalitbhai

24 to 30

 CARBURETION

: The process of preparing in the S.I engine, a combustible fuel air mixture outside the engine cylinder is called carburetion. This complicated process achieved in the induction system.
CARBURETTOR

: A carburetor is a device which atomized the fuel and mixes it with air. It is the most important part of the induction system.

The basic fuel feeding or induction system for S.I engines is complex. its function is to supply partly vaporized mixture of fuel and air to various cylinders of the engine. It consists of supply of fuel from fuel tank and air from surrounding to carburetor in which the fuel is partially evaporated. The partly evaporated fuel and air mixture form carburetor is carried through a pipe line, called intake manifolds, though the engine cylinder. Partial evaporation of fuel also takes place in the intake manifolds, at the inlet valve and remainder within the cylinder.

(1)

Speed the time available for formation of mixture by the carburetor is greatly affected by the speed of the engine. The design of a carburetor becomes of utmost importance to accomplish the above processes in such a short period, particularly, with regard to design of its venturi.

(2) Temperature of inlet air : the temperature of air plays on important role in the vaporization process of fuel. Higher surrounding air temperature increases the vaporization of fuel and homogeneity of mixture. However increased temperatures reduce the volumetric efficiency, hence, the power output.

(3) Volatility of fuel : complete vaporization could be achieved by using highly volatile fuels, which are expensive to produce, or by suing heat in intake manifolds to promote vaporization. However, excessive vaporization of fuel decreases the volumetric efficiency is decreased. This reduces the power output of the engine.

(4) Design of intake manifolds : when the multicylinder engines receive a partially vaporized mixture of fuel and air, each cylinder does not receive the same amount of fuel. Therefore, proper design of intake manifolds becomes essential to ensure proper distribution of fuel.

A hydrocarbon fuel mainly consists of carbon and hydrogen as its constituents. Petrol fuel used in S.I engine is mainly octane (C8H10) for which the chemically correct or stoichiometric mixture of air-fuel ratio is 15.12 : 1 by mass approximately. This mixture gives most rapid combustion of fuel, almost the greatest power and reasonable economy of fuel. Rich mixture give more power in the ratio of 11:1 to 15:1 of air and fuel and weak or lean mixtures of about 16 to 18:1 gives better fuel economy. Rich mixtures having A.F. ratio below 11:1 and lean mixture above 20:1 cannot be burnt effectively.

simple carburetor is show in figure. It consists of a float in float chamber, venturi and the main fuel jet. Float chamber is open to atmosphere due to which the pressure in float chamber is atmospheric. Fuel is supplied to the float chamber through strainer from fuel tank with the help of fuel through a main fuel jet. The jet tube consist of main nozzle to which fuel is supplied from the float chamber through a main fuel jet.

 The

suction of the engine draws air through the choke tube and passes through the venturi. Since the area of cross-section at the throat of venturi reduces, the pressure at the main nozzle reduces and the velocity of air increases. Due to pressure differential caused at the main nozzle and the pressure in the float chamber the fuel from float chamber is supplied to the main nozzle and the pressure in the float chamber, the fuel from float chamber is supplied to the main nozzle which mixes with the incoming air. The velocity of air past the venturi vaporizes the petrol fuel partially which is then evaporated by the heat in the intake manifolds and the cylinder walls.

petrol engine is quantity governed. It means that the amount of charge delivered is according to power delivered by the engine at a particular speed. This is achieved by a throttle valve of butterfly type. When the throttle valve opens, more air flows thorough the venturi tube and more quantity of air fuel and air is delivered to the engine, therefore, engine develops more power. Reverse is the action when the throttle valve closes.

1.

2.

3.

It provides the required air-fuel ratio only at one throttle position. At other throttle positions, the mixture is either richer or leaner depending upon the throttle valve is opened more or less. It provides increasing richness of A/F mixture as the speed of the engine increases. the reason for above is that as the throttle decreases density of air with increase in its air velocity. Whereas, the quantity of fuel flow remains constant. Therefore, A/F ratio decreases with increase in speed of engine. If the speed is too low, we get very lean mixtures which may not be sufficient to ignite the mixture.

 For

meeting the demand of the engine of the engine under all conditions of operation, the following additional devices are added to the simple carburetor 1. Main metering system 2. Idling system 3. Power enrichment or economizer system 4. Acceleration pump system 5. Choke

1. 2. 3. 4. 5.

The main metering system of a carburetor should be so designed as to supply a nearly constant fuel-air ratio over a wide range of operation. This F/A ratio is approximately equal to 0.064 for best economy at full throttle. In order to correct the tendency of the simple carburetor to give progressively richer mixtures with load speed, the following automatic compensating devices are incorporated in the main metering system., Compensating jet device Emulsion tube or air bleeding device. Back suction control or pressure reduction method. Auxiliary valve carburetor Auxiliary port carburetor

schematic diagram of a compensating jet device is shown in figure

 In

this device ,in addition to the main jet, a compensating jet is provide which is in communication with a compensating well. The compensating well is also vented to atmosphere. It is supplied with fuel from the main float chamber through a restriction orifice. As the air flow increases, the level of fuel in the compensating well decreases, thus reducing the fuel supply through the compensating jet. The compensating jet thus progressive make s the mixture leaner as the main jet progressively makes the mixture richer, the sum of the two remaining constant.

 The

mixture correction in modern carburetor is done by air bleeding alone. Such an arrangemen t is show in figure.

main metering jet is fitted 25 mm below the petrol level in the float chamber and therefore it is called submerged jet. The jet is situated at the bottom of a well, the sides of which have holes which are in communication with the atmosphere. Air is drawn through the holes and the petrol is emulsified, the pressure difference across the petrol column is not as great as that in the simple carburetor. Initially the level of petrol in the float chamber and the well is same. When throttle is opened the pressure at the venturi decreases and the petrol is drawn into the air stream. This result in progressively uncovering the holes in the central tube leading to decreasing F/A ratio or decreasing richness of the mixture. Normal flow then takes place from the main jet.

 This

method is commonly used to change the air-fuel ratio in large carburetor s.

In this device a relatively large vent line connects the carburetor entrance with top to the float chamber. Another line, containing a very small orifice line, connects the top of the float chamber with the venturi. A control valve is placed in the large vent line. When the valve is wide open, the vent line is unrestricted and the pressure in the float chamber is atmospheric say P1, and the pressure differential acting on the orifice is (p1 p2) when p2 is the pressure at the throat. If the valve is closed, the float chamber communicates only with venturi throat and pressure on the fuel surface will be p2. then the carburetor depression p will be zero and no fuel can flow. By proper adjustment of control valve any pressure between p1 and p2 can be obtained din the float chamber, thus altering the quantity of fuel discharged by the nozzle.

 Figure

show an auxiliary valve carburetor. When load on the engine increases, the vacuum at the venturi throat also increases. This lifts the valve against the spring force and consequently more air is admitted and the mixture is prevented from becoming over rich.

This method is used in aircraft carburetor for altitude compensation Figure shows an auxiliary port carburetor. When the butterfly valve is opened, additional air is admitted and at the same time the depression at the venturi throat is reduced, this results in decreasing the quantity of fuel drawn in.

As earlier discussed that at idling and low load an engine requires a rich mixture having about air-fuel ratio 12:1. the main metering system not only fails to supply enrich the mixture at low air flow but also cannot supply any fuel during idling operation. It is due to this reason that a separate idling jet must be incorporated in the basic carburetor.

 Figure

show an idling jet. It consists of a small fuel line from the float chamber to a point on the engine side of the throttle. This line contains a fixed fuel orifice. When throttle is practically closed, the full manifold suction operates on the outlet to this jet. Besides local suctions increase due to very high velocity past the throttle valve. Fuel therefore can be lifted by the additional height up to the discharge point, but this occurs only at very low rates of air flow. When the throttle is opened, the main jet gradually take over and the idle jet eventually becomes ineffective. The idle adjust regulates the desired A/F ratio for the idling jet.

At the maximum power range of operation form 75% to 100% load, a device should be available to allow richer mixture to be supplied despite the compensating leanness. Meter rod economizer shown in figure is such a device. It simply provides a lager orifice opening to the main jet when the throttle is opened beyond specified limit. The rod may be tapered or stepped.
An economizer is a valve which remains closed at normal cruise operation and gets opened to supply for the above operation.

Acceleration is a transient phenomenon. In order to accelerate the engine rapidly, a very rich mixture is required which a simple carburetor may not be able to supply. Rapid opening of throttle will be immediately followed by an increased air flow, but the inertia of liquid fuel will give momentarily lean mixture. Thus acceleration mixture required may not be met with in practice. To overcome this difficult situation an acceleration pump is incorporated.

 Figure

show an acceleration pump. It consists of a spring-load plunger. Also is provided a linkage mechanism so that when throttle is rapidly opened the plunger moves into the cylinder and forces an additional jet of fuel into the venturi. An arrangement is also provide which ensures that when throttle is opened slowly, the fuel in the pump cylinder is not forced into the venturi but leaks past plunger or some holes into the float chamber. In some carburetors, instead of providing mechanical linkages, an arrangement is made so that the pump plunger is held up by manifold vacuum. Whenever this vacuum is reduced by rapid opening of throttle a spring forces the plunger down pumping the fuel through the jet.

Starting of a vehicle which is kept stationary for a long period during cool winter seasons, is often more difficult. At low cranking speeds and intake temperatures a very rich mixture is required to initiate combustion . Sometimes as high as five to ten times more fuel is required. The main reason is that very large fraction of fuel may remain liquid suspended in air even in the cylinder, and only the vapor fraction can provide a combustible mixture with air. The most popular method of providing such mixture is by the use of choke.

A choke is simply butterfly valve located between the entrance to the carburetor and the venturi throat as shown in figure. When the choke is partly closed, large pressure drop occurs at the venturi throat, would normally result from the amount of air passing through the venturi throat. The large carburetor depression at the throat inducts large amount of fuel from the main nozzle and provides a very rich mixture so that the ratio of the evaporated fuel to air in the cylinder is within the combustible limits. Sometimes the choke valves are made with springloaded by-pass to ensure that large carburetor depression and excessive choking does not persist after the engine has started, and reached a desired speed. The choke can be made to operate automatically by means of a thermostat so that choke is closed when engine is cold and goes out of operation when the engine warms up after starting.

Depending upon the directions of air and fuel flow, the carburetor are classified as: (1) Updraught carburetors (2) Downdraught carburetors (3) Side draught or horizontal carburetors Fig(a) shows the updraught carburetor in which air enters the carburetor against the gravity from bottom in the upward direction.

The disadvantage of such a carburetor is that it has to lift the sprayed fuel droplets by air friction. Since the fuel droplets have the tendency to separate put from air stream due to high inertia, it becomes necessary to design the jet tube and throat of relatively smaller area in order to increase the air velocity. However, with relatively smaller c/s of jet tube, the carburetor supply the mixture at the required rapid rate at high engine speeds. Due to this updraught carburetor have become obsolete. Fig(b) shows the downdraught carburetor. These are usually installed at a level higher than the intake manifolds. The flow of mixture is assisted by the gravity in its passage into intake manifolds. This allows the flow of mixture even at low engine speeds and at the same time carburetor is reasonably accessible . Fig(c) shows the side draught carburetor. It consists of a horizontal jet tube. Such a carburetor has the advantage where under bonnet space is limited and also the resistance to flow is reduced to elimination of one right angled turn in the intake passages.

 1. 2. 3.

Solex Carburetor Carter Carburetor S. U. Carburetor

This type of carburetor is made in various models and is used in Fiat, Standard, Willys Jeep. It is famous for the following characteristics: (1) Easy Starting (2) Good performance (3) Reliability. Fig. shows the schematic arrangement of solex carburetor. The unique feature of this carburetor is Bi-starter for cold starting. The various components and the circuits for air and fuel for various ranges of operation are explained below:

1. Normal Running
The fuel is provided through main metering jet and the air by choke tube or venturi. The fuel from main jet enter into the air bleed emulsion tube. The correct balance of air and jet is automatically ensured by air entering through air correction jet. The metered emulsion of fuel and air is discharged through the orifice drilled horizontally in the vertical pipe in the middle of venturi tube.

2. Cold starting and warming The unique feature of this carburetor is to provide progressive starter. The starter valve is in the form of a flat disc with holes of different sizes. These holes connect the starter petrol jet and starter air jet sides to the passage which opens just below the throttle valve. Depending upon the position of the starter lever either bigger or small holes of flat disc come opposite the passage. For starting richer mixture is required. So in the start position bigger holes are the connecting holes. When the throttle valve is in closed position the engine suction is applied to starting passage. The air enters from the starting air jet and fuel from starter petrol jet. This mixture is sufficiently rich to start the engine. After the engine has started, the starter lever is brought to the intermediate position thus reducing the amount of petrol, till it reaches the normal running temp. After this the starter lever is brought to the off position.

3. Idling and slow running: In this circuit, the pilot jet is taken from the main jet. At the idling, the throttle is almost closed and hence engine suction is applied at the pilot jet. Fuel is drawn there from and mixed with a small amount of air from pilot air bleed orifice. This mixture is conveyed down the vertical passage and discharged into the throttle body through the idling screw. The idling screw permits variation of the slow running jets delivery of petrol and allows the richness of the mixture.

4. Acceleration:
In order to provide extra quantity if fuel during acceleration, this carburetor is provided with a diaphragm pump system. When accelerator pedal is pressed for acceleration, the pump lever connected to it is pressed. Due to this movement the fuel is compressed and it flows through the pump jet and acceleration pump injector to mixing chamber. When the force on lever is removed; the diaphragm retains its original position due to spring. Due to this movement of diaphragm a suction is created, thus opening the pump valve and admitting the fresh fuel into the pump

It is in a downdraft type carter carburetor. The brief description of the components and the circuits below:

1. Starting circuit
The starting circuit consists of butterfly valve called choke in the air circuit. When the choke is almost closed the pressure at the nozzle is nearly equal to suction pressure in the engine. This large pressure drop b/w float chamber and the nozzle increases the mass flow rate of fuel while the air flow rate is minimum. It ensure the supply of rich mixture to the engine at the time of starting. Once the engine is started the spring controlled half of the choke valve is sucked open to provide correct amount of air.

2. Idle and low speed circuit

 3.

Acceleration pump circuit: The acceleration pump is employed to overcome flat spot in acceleration. Pump consists of a plunger, inlet check valve and outlet check valve. Plunger is connected to accelerator pedal by throttle control rod. When the engine is suddenly accelerated, the plunger moves down and forces the required extra fuel through jet into the choke tube. When the accelerator pedal is released, the plunger moves up and draws the fuel from float chamber into the pump through inlet check valve for the next operation.

It is a Constant vacuum or depression type of carburetor with automatically variable choke. Fig. shows the S. U. carburetor schematically. The various components and circuits are described below. It consists of a piston which is always loaded by a helical spring, piston rod, the piston rod guide and the float chamber of a conventional carburetor. The lower end of the piston rod carries a taper jet needle which is inserted into the main jet. The flat portion above the piston is called suction disc. The piston assembly moves up and down along with taper needle by operating a lever. The movement of the piston controls the air passages. The portion above the suction disc is called the section chamber which connects the air passage by means of suction air entrance. The lower portion of the suction disc is connected by an air rectifier hole to the atmospheric air. The air passage has butterfly type throttle value.

The movement of piston controls the air fuel ratio for all operating condition of the engine. The pressure in the suction chamber depends upon the throttle opening while the pressure below the suction disc is atmosphere. The position of the piston depends upon its weight and the vacuum existing in the suction chamber, therefore, a variable cross-section area of air passage is obtained depending upon the piston position. This carburetor has only one jet and no separate idling jet or accelerating pump is required. At the time of starting, the rich mixture is required. This can be achieved by pulling the jet downwards with the help of lever attached to it. As the throttle valve is opened more air is allowed to flow under more suction due to which the piston moves upwards and increase the effective jet area. It allows more fuel to flow into the main stream due to increased jet area. Thus approx. the constant air-fuel ratio is mentioned at different engine speeds.