MODULE 3

Air-fuel Requirement in SI Engines

The spark-ignition automobile engines run on a mixture of gasoline and air. The amount of mixture the engine
can take in depends upon following major factors:
a. Engine displacement.
b. Maximum revolution per minute (rpm) of engine. (Hi) Carburetor air flow capacity.
c. Volumetric efficiency of engine.
Here is a direct relationship between an engines air flow and its fuel requirement. This relationship is
called the air-fuel ratio.
Air-fuel Ratios
The air-fuel ratio is the proportions by weight of air and gasoline mixed by the carburetor as required for
combustion by the engine. This ratio is extremely important for an engine because there are limits to how rich
(with more fuel) or how lean (with less fuel) it can be, and still remain fully combustible for efficient firing. The
mixtures with which the engine can operate range from 8:1 to 18.5:1 i.e. from 8 kg of air/kg of fuel to 18.5 kg
of air/kg of fuel. Richer or leaner air-fuel ratio limit causes the engine to misfire, or simply refuse to run at all.
Stoichiometric Air-Fuel Ratio
The ideal mixture or ratio at which all the fuels blend with all of the oxygen in the air and be completely burned
is called the stoichiometric ratio, a chemically perfect combination. In theory, an air fuel ratio of about 14.7:1
i.e. 14.7 kg of air/kg of gasoline produce this ratio, but the exact ratio at which perfect mixture and complete
combustion take place depends on the molecular structure of gasoline, which can vary somewhat.
Engine Air-fuel Ratios
An automobile SI engine, as indicated above, works with the air-fuel mixture ranging from 8:1 to 18.5:1. But
the ideal ratio would be one that provides both the maximum power and the best economy, while producing the
least emissions. But such a ratio does not exist because the fuel requirements of an engine vary widely
depending upon temperature, load, and speed conditions. The best fuel economy is obtained with a 15:1 to 16:1
ratio, while maximum power output is achieved with a 12.5:1 to 13.5:1 ratio. A rich mixture in the order of 11:1
is required for idle heavy load, and high-speed conditions. A lean mixture is required for normal cruising and
light load conditions. Figure 9.36 represents the characteristic curves showing the effect of mixture ratio on
efficiency and fuel consumption.
Effect of air-fuel ratio on efficiency and fuel consumption.

Practically for complete combustion, through mixing of the fuel in excess air (to a limited extent above that of
the ideal condition) is needed. Lean mixtures are used to obtain best economy through minimum fuel

consumption whereas rich mixtures used to suppress combustion knock and to obtain maximum power from the
engine. However, improper distribution of mixture to each cylinder and imperfect/incomplete vaporization of
fuel in air necessitates the use of rich mixture to obtain maximum power output. A rich mixture is also required
to overcome the effect of dilution of incoming mixture due to entrapped exhaust gases in the cylinder and of air
leakage because of the high vacuum in the manifold, under idling or no-load condition. Maximum power is
desired at full load while best economy is expected at part throttle conditions. Thus required air fuel ratios result
from maximum economy to maximum power. The carburetor must be able to vary the air-fuel ratio quickly to
provide the best possible mixture for the engines requirements at a given moment. The best air-fuel ratio for
one engine may not be the best ratio for another, even when the two engines are of the same size and design. To
accurately determine the best mixture, the engine should be run on a dynamometer to measure speed, load and
power requirements for all types of driving conditions. With a slightly rich mixture, the combustion flame
travels faster and conversely with a slightly weak mixture, the flame travel becomes slower. If a very rich
mixture is used then some neat petrol enters cylinder, washes away lubricant from cylinder walls and gets past
piston to contaminate engine oil. A very sooty deposit occurs in the combustion chamber. On the other hand, if
an engine runs on an excessively weak mixture, then overheating particularly of such parts as valves, pistons
and spark plugs occurs. This causes detonation and pre-ignition together or separately. The approximate
proportions of air to petrol (by weight) suitable for the different operating conditions are indicated below:
Starting
9:
:1
Idling
12 :
:1
Acceleratio 12 :
:1
n
Economy
16:
:1
Full power
12 :
:1
SOLEX CARBURETOR

1. Solex Carburetor Starting Circuit

The throttle valve remains in closed position during starting. The petrol is supplied to the starter petrol jet
through first passage from the float chamber and the air through the starter air jet for starting operation.

Starting Valve which have different sizes hole, is made from flat disc. The position of various holes can be
adjusted in front of starter petrol jet by starter lever and then air is mixed coming from starter air jet .This airfuel mixture, passes through another holes of starter valve, in a passage of the carburetor, below the throttle
valve. The suction stroke of the engine sucks this mixture into thecylinder. This mixture is rich enough to start
the engine. After the engine starts and speed increases, a weak mixture is required; therefore, a small hole of the
starter valve is brought in front of the starter petrol jet by means of starter lever, there by reducing the quantity
of petrol, which weakens the air-fuel mixture. Similarly next smaller hole of the starter valve is brought in front
of starter petrol jet till the engine attains its normal speed then the starter valve is closed by bringing the starter
lever to its off position.

2. Solex Carburetor Normal Running Circuit

At normal running speed, starting circuit is closed and throttle valve is opened. The normal running circuit
consists of main jet which receives the petrol through second passage, from the float chamber as the throttle
valve is opened sufficiently; the air is drawn through the venturi where the petrol mixes up with it forming a
suitable mixture for the normal running of the engine. In this case, only throttle valve, governed the air-fuel
ratio.
3.

Solex Carburetor Accelerating Circuit

The engine requires an extra rich mixture, during acceleration period. To obtain extra rich mixture, the fuel is
pumped under pressure into the main air passage or in the venturi through an injector. Diaphragm pump is used
to create pressure, which is actuated by a lever connected to the accelerator. The pump sucks the petrol from the
float chamber through the pump valve and forces it through third passage into the main passage through an
injector above the venturi of the carburetor.
4.

Solex Carburetor Idling and Slow Running Circuit

During the idling operation, the throttle valve is kept closed and the engine receives the mixture through a port
opening below the throttle valve, whose area can be varied by an idle adjusting screw according to the need of
the engine. The petrol is supplied to a pilot petrol jet from the main jet fuel circuit through fourth passage and
the air from a pilot air jet .The petrol and air thus supplied mix up in the idle passage and go to a port situated
below the throttle valve from where the mixture is sucked by engine.

Electronic fuel injection

EFI uses solenoid valves called injectors to meter fuel delivery. Most vehicles today use 1 injector per cylinder.
When the solenoid is energized, fuel sprays out into the valve port. Fuel is delivered to the injector by a high
pressure electric pump at around 40 psi. Fuel delivery is controlled by the injectors which are cycled by the
computer. The computer produces a signal to open the injectors for a certain length of time depending on engine
conditions relayed by sensors. The longer that the injector is open, the more fuel is injected. As engine load and
rpm are increased, the injector open times are increased to match increasing airflow. This computer output
signal is called the injector pulse width. The longer the pulse width, the more fuel is injected.

Fuel System
EFI fuel systems consist of a tank, pump, fuel rail, regulator, injectors and return line. Fuel is drawn from the
tank by the pump which steps up pressure to around 40 psi. Fuel pressure is controlled by the fuel pressure
regulator located on one end of the fuel rail by bleeding fuel back to the tank through the return line. The pump
always puts out an excess of fuel so large quantities are returned back to the tank during idle and low speed
conditions and less as engine demand increases. The fuel rail is essentially a tubular fuel manifold designed to
carry fuel to the injectors as well as hold them in place on the intake manifold. The injectors are usually sealed
with O-rings on each end. One end has the fuel entering from the rail and the other end spigots into the
manifold. The injector has a 2 pin electrical plug to carry switching current to the solenoid windings. When
energized, the solenoid core is pulled back which pulls back a sealing pintle, disc or ball, allowing fuel to spray
out in a fine, conical pattern.

Sensor Inputs
Most EFI systems measure the some basic inputs;
1. RPM
Most systems measure rpm off of the ignition coil tachometer pulse or crank triggered
magnetic/Hall Effect sensors. Rpm is considered a primary input signal on all EFI systems. Most
systems generate an injection pulse for every taco pulse so as rpm is increased, the frequency of
injection pulses is also increased.
2. Airflow
On mass airflow type systems, this input is also considered a primary input signal. X amount of air
requires Y amount of fuel. As rpm and throttle opening is increased, airflow increases to a point.
3. Manifold Pressure

On speed density type systems, this input is essential when combined with the rpm signal to
calculate airflow. As the throttle is opened, the manifold pressure increases which will require more
fuel.
4. Throttle Position
This input is a secondary input on most systems. It is required mainly for acceleration enrichment
when the throttle is rapidly opened. By looking at the rate of change of throttle blade angle, the
computer can determine how quickly the throttle is being opened and can supply the extra fuel
required momentarily to alleviate the lean condition. Throttle position is measured by a
potentiometer attached to the throttle shaft. Think of the TPS input as acting like the accelerator
pump on a carburetor.
5. Water Temperature
Water temperature is a secondary input required mainly to ensure proper starting and warmup of the
engine. When the engine is cold, the air to fuel ratio must be very rich to enable enough fuel to
vaporize for proper starting. The computer increases the injector pulse width to supply extra fuel
when cold and tapers this fuel off as the water temperature increases. Once the water warms past
120 degrees or so, the computer does not need to add any extra fuel.
6. Air Temperature
This is a secondary input required especially on speed density systems. The sensor is usually
mounted in the intake manifold or air filter area. As the air temperature drops, its density increases.
Denser air requires more fuel. As the temperature of the inducted air increases, the computer
reduces the pulse width to compensate for lower density. Mass airflow systems are not critically
affected by operation without an air temperature sensor because the airflow meter is already
measuring the air mass entering the engine.
7. Oxygen Sensor
This sensor is employed in closed loop systems to modify the basic pulse width after the fact. It is
mounted into the exhaust manifold area. By looking at the oxygen content of the exhaust gasses
after combustion, the computer can determine if the air/fuel ratio is too rich or too lean for optimum
combustion and adjust the next few injections accordingly. This sensor is primarily employed for
emission control and to a lesser degree, fuel economy. For the lowest average emissions, the
air/fuel ratio must be kept around 14.7 to 1.
Under full throttle conditions, this sensor input is ignored by the computer so that the engine can
produce more power by runner a richer mixture. This is called open loop mode and the computer is
supplying the injector pulse width from tables based on all of the other sensor inputs. Once throttle
opening and rpm are reduced to cruising conditions, most systems will jump back into the closed
loop mode where they will stay for a large portion of the time on most street driven applications.

Basic Operation
Different types of fuel injections
Single-point or throttle body injection
Port or multi-point fuel injection
Sequential fuel injection
Direct injection
Single-point or throttle body injection
The earliest and simplest type of fuel injection, single-point simply replaces the carburetor with one or two fuelinjector nozzles in the throttle body, which is the throat of the engines air intake manifold. For some
automakers, single-point injection was a stepping stone to the more complex multi-point system. Though not as
precise as the systems that have followed, TBI meters fuel better than a carburetor and is less expensive and
easier to service.
Port or multi-point fuel injection
Multi-point fuel injection devotes a separate injector nozzle to each cylinder, right outside its intake port, which
is why the system is sometimes called port injection. Shooting the fuel vapor this close to the intake port almost
ensures that it will be drawn completely into the cylinder. The main advantage is that MPFI meters fuel more
precisely than do TBI designs, better achieving the desired air/fuel ratio and improving all related aspects. Also,
it virtually eliminates the possibility that fuel will condense or collect in the intake manifold. With TBI and
carburetors, the intake manifold must be designed to conduct the engines heat, a measure to vaporize liquid
fuel. This is unnecessary on engines equipped with MPFI, so the intake manifold can be formed from lighterweight material, even plastic. Incremental fuel economy improvements result. Also, where conventional metal
intake manifolds must be located atop the engine to conduct heat, those used in MPFI can be placed more
creatively, granting engineers design flexibility.

Sequential fuel injection

Sequential fuel injection, also called sequential port fuel injection (SPFI) or timed injection, is a type of multiport injection. Though basic MPFI employs multiple injectors, they all spray their fuel at the same time or in
groups. As a result, the fuel may hang around a port for as long as 150 milliseconds when the engine is idling.
This may not seem like much, but its enough of a shortcoming that engineers addressed it: Sequential fuel
injection triggers each injector nozzle independently. Timed like spark plugs, they spray the fuel immediately
before or as their intake valve opens. It seems a minor step, but efficiency and emissions improvements come in
very small doses
Direct injection
Direct injection takes the fuel injection concept about as far as it can go, injecting fuel directly into the
combustion chambers, past the valves. More common in diesel engines, direct injection is starting to pop up in
gasoline engine designs, sometimes called DIG for direct injection gasoline. Again, fuel metering is even more
precise than in the other injection schemes, and the direct injection gives engineers yet another variable to
influence precisely how combustion occurs in the cylinders. The science of engine design scrutinizes how the
fuel/air mixture swirls around in the cylinders and how the explosion travels from the ignition point. Things
such as the shape of cylinders and pistons; port and spark plug locations; timing, duration and intensity of the
spark; and number of spark plugs per cylinder (more than one is possible) all affect how evenly and completely
fuel combusts in a gasoline engine. Direct injection is another tool in that discipline, one that can be used in
low-emissions lean-burn engines.

Nozzle

Working of MPFI engine

The MPFI is a system or method of injecting fuel into internal combustion engine through
multi ports situated on intake valve of each cylinder. It delivers an exact quantity of fuel
in each cylinder at the right time. There are three types of MPFI systems Batched,
Simultaneous and Sequential.
In the batched MPFI system fuel is injected to the groups or batches of the cylinders
without bringing their intake stroke together. In the simultaneous system, fuel is inserted
to all cylinders at the same time, while the sequential system injection is timed to
overlap with intake stroke of each cylinder.
The MPFI is an advanced version of carburetor engine. As we said earlier that the MPFI
engine is having a fuel injector for each cylinder. A computer is used to control each and

every fuel injector individually. The computerized system of the car consists of a
microcontroller. This microcontroller monitors each fuel injectors and keeps on telling
each injector about the amount of fuel to be injected to the cylinder so that the fuel
wastage can be reduced. Since there is a controlled fuel usage, the engine is known for
its fuel efficiency.
Even though the working of MPFI engine is somewhat similar to the carburetor engine,
each cylinder is treated individually. An input is fed to the computerized system in order
to calculate the amount of air and fuel is to be mixed and send to the combustion
chamber. A several stages of calculations are to be made in order to judge the right
amount of fuel to be mixed. After this calculation, the proper fuel is delivered at the
proper instance.
Advantages of MPFI
The advantages of MPFI engine are as follows:

Each cylinder or the air-fuel mixing chamber is supplied with the precise and uniform quantity of the
air-fuel mixture.

Engine crank is not necessary in cold climatic conditions.

Good engine response to the throttle applied.

Accurate supply of the air-fuel mixture.

ECM technique is used to control the engine.

High fuel efficiency or mileage.

Advantages of multi point fuel injection system?

The multi-point fuel injection technology improves fuel efficiency of the vehicles. MPFI uses
individual fuel injector for each cylinder, thus there is no gas wastage over time. It reduces the fuel
consumption and makes the vehicle more efficient and economical.

The vehicles with MPFI automobile technology have lower carbon emissions than a few decades old
vehicles. It reduces the emission of the hazardous chemicals or smoke, released when fuel is burned.
The more precise fuel delivery cleans the exhaust and produces less toxic byproducts. Therefore, the
engine and the air remain cleaner.

MPFI system improves the engine performance. It atomizes the air in small tube instead additional air
intake, and enhances the cylinder-to-cylinder fuel distribution that aid to the engine performance.

It encourages distribution of more uniform air-fuel mixture to each cylinder that reduces the power
difference developed in individual cylinder.

The MPFI automobile technology improves the engine response during sudden acceleration and
deceleration.

The MPFI engines vibrate less and dont require to be cranked twice or thrice in cold weather.

It improves functionality and durability of the engine components.

The MPFI system encourages effective fuel utilization and distribution. .

Other benefits

Smooth operations and drivability

Reliability

Competent to accommodate alternative fuels

Easy engine tuning

Diagnostic capability

GDI Engine
Gasoline direct-injection systems are characterized by injecting the fuel directly into the
combustion chamber at high pressure (Fig. 1). As in a diesel engine, air/fuel-mixture
formation takes place inside the combustion chamber (internal mixture formation).

Gasoline direct injection

In the case of gasoline direct injection, the combustion process is defined as the way in
which mixture formation and energy conversion take place in the combustion chamber.
The mechanisms are determined by the geometries of the combustion chamber and the
intake manifold, and the injection point and the moment of ignition. Depending on the
combustion process concerned, flows of air are generated in the combustion chamber.
The relationship between injected fuel and air flow is extremely important, above all in
relation to those combustion processes which work with charge stratification (stratified
concepts). In order to obtain the required charge stratification, the injector fuel injects
the fuel into the air flow in such a manner that it evaporates in a defined area. The air
flow then transports the mixture cloud in the direction of the spark plug so that it arrives
there at the moment of ignition. A combustion process is often made up of several
different operating modes between which the process switches as a function of the
engine operating point. Basically, the combustion processes are divided into two
categories: stratified-charge and homogeneous combustion processes.