Expt. No.

– 01

TITLE – STUDY OF CARBURETOR

Performance Date :
Submission Date :

Name :
Class :
Roll No. :

Page | 1
 TITLE – STUDY OF CARBURETOR

INTRODUCTION :

The process of formation of a combustible fuel-air mixture by mixing the

proper amount of fuel with air before admission to engine cylinder is called
carburetion.

The device which supplies the mixture of correct amount of fuel and air for the
efficient combustion in cylinder at all operating conditions is called Carburetor.

AIR-FUEL MIXTURES :

Air and fuel are mixed to form three different types of mixtures,

1. Chemically Correct (Stoichiometric) Mixture –

Chemically correct or stoichiometric mixture is one in which there is just

enough air (oxygen) for complete combustion of the fuel. Thus with this
mixture there is complete combustion of fuel and all carbon in the fuel is
converted to carbon dioxides (CO 2) and all hydrogen to water vapors (H2O)
and there is no excess oxygen remains in combustion gases.

Chemically correct (stoichiometric) Air-Fuel mixture contains about 15 part

of air by mass for 1 part of octane fuel. 𝐴 ∶ 𝐹 = 15 ∶ 1

2. Rich Mixture –

A mixture which contains less air than the stoichiometric requirement is called
a rich mixture. Thus with this mixture there is always incomplete combustion
of fuel take place and all carbon can not converted to carbon dioxides (CO2)
due to deficiency of oxygen, some carbon converted to carbon monoxide (CO).

It should be noted that there is extreme limit for richness beyond which
mixture unable to burn due to lack of oxygen (air) comparatively fuel in the
mixture.

Thus rich mixture ranges the ratio of air-fuel, from 15:1 to 9:1, beyond 9:1
mixture becomes too rich to burn.

3. Lean Mixture –

A mixture which contains excess air than the stoichiometric requirement is

called a lean mixture. Thus with this mixture there is always excess oxygen
with result into complete combustion of fuel and all carbon converted into
carbon dioxides but excess oxygen remain in the combustion gases as it is.

A mixture which contains excess air than the stoichimetric requirement is

called a lean mixture. There is also a extreme limit for leanness beyond
which mixture unable to burn due to lack of fuel comparatively oxygen (air)
in the mixture.

Thus lean mixture ranges the ratio of air-fuel, from 15:1 to 19:1, beyond
19:1 mixture becomes too lean to burn.

Page | 2
TYPES OF CARBURETOR :

1. Up-Draught Carburetor –
In this type, air enters the carburetor against the gravity from bottom in the
upward direction.
The disadvantage of such carburetor is that it has to lift the sprayed fuel
droplets by air friction, against the tendency of fuel droplets to separate out
from the air stream due to high inertia. Thus mixture tends to be leaner,
due to this up-draught carburetor now a days become obsolete.

2. Down-Draught Carburetor –
These are always at a level higher than the intake manifold. In this the flow
is assisted by the gravity in its passage into intake manifold.
This allows the proper flow of mixture even at low engine speeds and at the
same time the carburetor is reasonably accessible.

Page | 3
3. 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 due to elimination of one right angled turn in the intake passage.

4. Constant Choke Carburetor –

In this type, the air and fuel flow areas are always maintained to be
constant. But the pressure difference or depression which causes the flow of
fuel and air are being varied as per the demand on the engine. Automobile
carburetors like, solex and zenith are belongs to this class.
5. Constant Vacuum Carburetor –
In this type, the air and fuel flow areas are being varied as per the demand
on the engine, while the vacuum is maintained to be always same.

Page | 4
It is also called as Variable Choke Carburetor, and automobile carburetors
like, SU and Carter carburetors belong to this class.
6. Multi-Venturi Carburetor –
This system uses double or triple venturi. The boost venturi is located
concentrically within the main venturi. The discharge edge of the boost
venture is located at the throat of the main venture.
The boost venturi is positioned upstream of the throat of the larger main
venturi. Only a fraction of the total air flows through the boost venturi.
The pressure at the boost venture exit equals the pressure at the main
venture throat. The fuel nozzle is located at the throat of the boost venturi.
There are double and triple venturi type carburetors used in automobiles,
figure shown below is the double ventrui carburetor.

7. Dual Barrel Carburetor –

This type consists of two barrels in a carburetor, and each contains a fuel
jet, venturi tube, an idling system, choke and throttle valve. The float
chamber and accelerating pump are common to both the barrels.
Passenger car with six or more cylinders, are provided with dual
carburetors, each venturi supplies the air-fuel mixture to half the cylinders.

SIMPLE CARBURETOR :

1. Main metering & Idling system / Choke system –

Engine required rich mixture at idling and low speed, due to cold condition
of engine, which is fulfilled by incorporating idling system which contains
choke valve, idling air bleed, and idling jet with adjustment screw, as
shown in figure below,
Page | 5
This system get operational at starting, idling and very low speed running of
the engine and it become non-operational when throttle is opened beyond
15%.

When at starting, choke is partly closed, the very small quantity of air
creases very little pressure depression at the throat of the venturi, and that
is not enough to suck any fuel from the main jet.

But very low pressure caused on the downstream side of the throttle valve,
the fuel rise in the idling tube and very small amount of air from the idling
air bleed discharged through idling jet which mixes with venturi air and
form rich mixture.

Thus the rich mixture below throttle valve is available for starting the
engine. The desired air-fuel ration for idling can be regulated by idling
adjustment screw.

When the throttle valve opens more than 15% the suction pressure at the
idle jet is not sufficient to draw the fuel through the idling passage, thus it
becomes non-operational. Thereafter of more than 15% opening of throttle
valve, main air flow increases and the cruising range of operation is
established.

2. Power enrichment (Economizer) system –

At the maximum power range of operation from 80% to 100% load, richer
air-fuel mixture is required. An economizer / power enrichment system
valve remain partially closed at normal cruise operation and regular
required fuel is supplied.

The power enrichment / economizer system incorporate a valve operated

varying opening jet as shown in figure below,

Page | 6
The valve get opened to supply rich mixture at full throttle operation. It
regulates the additional fuel supply during the full throttle operation. The
valve as shown is attached to the lever which operated by linking to throttle
valve. Thus when full throttle operation the lever lifted and the opening to
main jet fuel supply is increased and more fuel is supplied and thus
increase the output power of engine.

This system does not interfere during cruising operation where economy
mixture is supplied, it come in to role when more power is required at full
throttle position, hence it is also known as power enrichment system.

3. Acceleration pump system –

In order to accelerate the vehicle, very rich mixture has to be supplied to the
engine, and that richness of the mixture has to be obtained quickly and very
rapidly.

For acceleration, if the throttle valve is suddenly opened there is a increase

in the air flow, but due to inertia, liquid fuel flow does not increase in that
proportion so there is a temporary lean mixture causing the engine to
misfire and a temporary reduction in power output. To prevent this
condition there are accelerating pump system incorporated in carburetor, as
shown in figure below.

The pump comprises of a spring loaded plunger which takes care of the
situation with the rapid opening of the throttle valve.

In crushing operation the cylinder get filled with fuel, when sudden
acceleration, throttle movement link to actuator which pushes the plunger
moves into the cylinder and forces an additional fuel at the venturi throat.

Page | 7
When the throttle is partly open the spring sets the plunger back, there is
an arrangement which ensure that fuel in the pump cylinder is not forced
through the jet when valve is slowly opened or leaks past the plunger.

COMPENSATING DEVICES USED IN MODERN CARBURETOR :

Followings are the compensating devices normally used in modern

carburetor,

1. Air-Bleed Jet –

Air-bleed jet compensating device contains an air-bleed into the main

nozzle as shown in the figure given. The flow of air through this bleed is
restricted by an orifice and thus it is called as restricted air-bleed jet.

When the engine is not operating the main jet and the air bleed jet will be
filled with fuel. When the engine starts, initially the fuel starts coming
through the main as well as the air-bleed jet. As the engine picks up, only
air starts coming through the air bleed and mixes with fuel at main jet,
making a air-fuel emulsion. This emulsion of air-liquid has negligible
viscosity and surface tension. Thus same fuel-air mixture for the entire
power range of operation.

If the fuel flow nozzle of the air-fuel system is placed in the centre of the
venture, both the air-bleed nozzle and the venture are subjected to same
engine suction resulting approximately same fuel-air mixture for the entire
power range of operation.

Page | 8
2. Compensating Jet –

The compensating jet device make the mixture leaner as the throttle opens
progressively. In this system additional compensating jet is incorporated,
which is connected to the compensation well which is also vented to
atmosphere like float chamber.

Page | 9
With the increase in air flow rate, there is decrease of fuel level in the
compensating well, with decrease fuel supply through the compensating jet.
The compensating jet thus progressively makes the mixture leaner as the
main jet progressively makes the mixture richer.

The sum of the two, tends to keep the air-fuel mixture more or less
constant. The main jet curve and the compensating jet curve are more or
less reciprocal of each other, but the combined jet curve almost constant for
entire power range.

3. Emulsion Tube –

The mixture correction is done by air bleeding in emulsion tube

compensating device. In this, the main metering jet is kept at a level of
about 25mm below the fuel level in the float chamber, so that it is also
called as submerged jet.

The jet is located at the bottom of a well and the sides of the well have holes
and these holes are in communication with the atmosphere as shown in
given figure.

In the beginning the level of fuel in the float chamber and the well is the
same. When the throttle is opened the pressure at the venture throat
decreases and fuel is drawn into the air stream. This result in progressively
uncovering the holes in the central tube leading to increasing air-fuel ratio
or decreasing richness of the mixture when all holes have been uncovered.

Normal flow takes place from the main jet. The air drawn through theses
holes in the well, and the fuel is emulsified and the pressure differential
across the column of fuel is not as high as that in simple carburetor.

Page | 10
4. Back Suction Control / Pressure Reduction Method –

In back suction control compensating device, the top of the fuel float
chamber is connected to air entry by means of a large vent line fitted with a
control valve. Another line with a small orifice connects the top of the fuel
float chamber with the venture throat. With the control valve is completely
open, the vent line is unrestricted and the pressure P1 in the float chamber
is atmospheric and the throat pressure will be P2. So the pressure
differential acting on the orifice is (P1-P2).

If the valve is closed, the float chamber pressure will equalize with the
pressure at the venture throat and no fuel can flow. By proper adjustment
of the control valve, the required pressure differential can be obtained in
the float chamber. Thus altering the quantity of fuel discharge from the
nozzle the required air fuel ratio mixture can be achieved. This is employed
only in large carburetors.

Page | 11
5. Auxiliary Valve Method –

The arrangement of auxiliary valve is as shown in given figure.

Page | 12
When the engine is not operating the pressure P1 acting on the top of the
auxiliary valve is atmospheric. The vacuum at the venturi throat increases
(the throat pressure P2 decreases) with increase in load.

This pressure differential (P1-P2) lifts the valve against the spring tension
and more air is admitted and the mixture is prevented from becoming rich.

6. Auxiliary Port Method –

This arrangement consist an auxiliary port connecting choke valve section

to throttle valve section as shown, and employed a butter fly valve in the
passage of auxiliary port.

If the butterfly valve is opened, additional air passes through this port
reducing the flow of air through the venturi. This means that ΔP will be
comparatively smaller. As a result fuel drawn is reduced.

This method was popular for air-craft carburetor to compensate for the loss
in density of air at high altitudes.

Page | 13