AUTOMOBILE ENGINEERING

MODULE 1
HOW AN ENGINE WORKS
 CYLINDER BLOCK

• Cylinder Block is the main part of the IC (Internal Combustion) engine. It is the part where all the functions of the
engine take place inside it, such as intake, Suction, Compression, Combustion, Exhaust, etc.
• The function of the cylinder in IC engines is to hold the fuel and guide the piston.
• The cylinders are made of high grade Cast iron and Cast steel by the process of casting and usually cast in one piece to
handle all the temperature and pressure which is generated after the combustion of fuel.
• So the cylinder is designed in such a way that its compressive strength is high. It also requires cooling in the engine
cylinder because of high pressure and temperature.
• It is in direct contact with the products of combustion so it must be cooled.
• For cooling of cylinder, a water jacket (for liquid cooling used in most of cars) or fin (for air cooling used in most of
bikes) are situated at the outer side of cylinder. At the upper end of cylinder, cylinder head and at the bottom end
crank case is bolted. The upper side of cylinder is consisting a combustion chamber where fuel burns.
 CYLINDER HEAD
• The cylinder head is the top cover of the engine cylinder which covers the cylinder from the topside to seal the
cylinder and does not give a permit to air and gas to enter and exit from the system.
• There are two holes or ports at the cylinder head, one for intake of fuel and other for exhaust. Both the intake and
exhaust ports are closed by the two valves known as inlet and exhaust valve. The inlet valve, exhaust valve, spark plug,
injector etc. are bolted on the cylinder head.
• The head is made by cast iron or aluminum by the manufacturing process of forging or casting and usually in one
piece.
• The cylinder head consists above the cylinder block and contains various components such as a spark plug in a petrol
engine, inlet valve, exhaust valve, and injector for fuel supply in case of a diesel engine.
• For proper leakproof between cylinder and cylinder head, an asbestos packing and metal gasket are provided.
 GASKET

• Gaskets are used to provide a tight, leak-proof connection between the cylinder head and block, which are connected
by studs mounted to the block. Above each cylinder, the cylinder head contains a combustion chamber. Additionally, it
has threaded holes for spark plugs as well as valve guides, valve seats, ports, and coolant jackets. It includes channels
for the circulation of cooling water.
• Through the cylinder bolts, the head gasket seals it off from the engine. The valve springs, valves, lifters, pushrods,
rockers, and camshafts are just a few of the components in the cylinder head that govern the channels that let intake
airflow into the cylinders during the intake stroke. Additionally, there are exhaust channels for removing exhaust gases
during the exhaust stroke.
 CYLINDER LINERS

• In order to prevent the issue of cylinder wear, these cylindrical shapes are used in the cylinders. It is one of the most
crucial structural components that make up an engine’s interior. When they become worn out, these can be changed.
They are constructed from an iron alloy with silicon, manganese, nickel, and chromium. These are typically
centrifugally cast. These liners are corrosion and wear-resistant. These oil-hardening liners provide the engine with a
significantly longer lifespan.
• The piston rings have a sliding surface formed by the cylinder liner, which acts as the inner wall of a cylinder and keeps
the lubricant inside. The friction of the piston rings and piston skirt causes the cylinder liner to deteriorate over time. A
thin oil coating that covers the cylinder walls and a layer of glaze that develops naturally as the engine is driven help to
reduce this wear.
 PISTON
• A Piston slides inside the cylinder in reciprocating motion and transfers mechanical energy to the crankshaft with the
help of connecting rod.
• A piston is fitted to each cylinder as a face to receive gas pressure and transmit the thrust to the connecting rod. It is a
prime mover in the engine.
• The main function of piston is to give tight seal to the cylinder through bore and slide freely inside the cylinder.
• Piston should be light and sufficient strong to handle gas pressure and temperature generated by combustion of fuel.
• So the piston is made by aluminum alloy and sometimes it is made by cast iron because light alloy piston expands
more than cast iron so they need more clearances to the bore.
 PISTON RINGS
• The piston rings are used to provide the sealing effect between the cylinder and the piston. It helps to do not leak the
engine’s combustion gas and bypass the piston and also helps to overcome the friction around the piston.
• Piston rings are made up of cast iron and alloy cast iron.
It is of two types:
• Compressor Ring (Pressure Ring)
• Oil Controller Ring
• Compressor Ring transfers heat from the piston to the cylinder liner and it is inserted into the top grooves of the
piston. Compressor rings are also used to overcome the side thrust over the piston which causes fluctuations.
• The oil controller ring maintains the proper lubrication between the cylinder and the piston and is placed under the
pressure ring. it also maintains access to lubrication.
• A piston must be a fairly loose fit in the cylinder so it can move freely inside the cylinder. If the piston is too tight fit, it
would expand as it got hot and might stick tight in the cylinder and if it is too loose it would leaks the vapor pressure.
To provide a good sealing fit and less friction resistance between the piston and cylinder, pistons are equipped with
piston rings. These rings are fitted in grooves which have been cut in the piston. They are split at one end so they can
expand or slipped over the end of piston. A small two stroke engine has two piston rings to provide good sealing but a
four-stroke engine has an extra ring which is known as oil ring. Piston rings are made of cast iron of fine grain and high
elastic material which is not affected by the working heat. Sometimes it is made by alloy spring steel.
 CONNECTING ROD

• A connecting rod is used to connect the piston to the crankshaft with the help of a piston pin and crank pin.
• Connecting rod transmits the reciprocating motion of the piston to into rotary motion of the crankshaft so this is works
as a lever arm that transfers the motion from one end to another end.
• There are two end of connecting rod;
• One end is called the big end which is connected to the crankshaft and another end is called the small end which is
connected to the piston by use of piston pin.
• Connecting rod made up of Low carbon steel, by the manufacturing process of Heat treatment and forging process.
• The connecting rods are also made of nickel, chrome, and chrome vanadium steels or duralumin by drop forging and
has an I-beam cross-section. For small engines the material may be aluminum.
• The piston’s compressive and tensile forces must be transmitted by the connecting rod. It can pivot on the piston end
and rotate on the shaft end in an internal combustion engine.
 CRANKSHAFT
• Crank means simply rotating or turning the engine’s crankshaft. The
crank works as a rotating member that receives power from the
connecting rod and transmits to the crankshaft, so the crank works as a
lever between the connecting and crankshaft.
• The crankshaft mounts in bearing so it can rotate freely. The shape and
size of crankshaft depends on the number and arrangement of
cylinders. It is usually made by steel forging, but some makers use
special types of cast-iron such as spheroidal graphitic or nickel alloy
castings which are cheaper to produce and have good service life.
• In an engine, the crankshaft receives the power or efforts or thrust by
the piston through the connecting rod and transmits this power of
reciprocating motion of the piston into rotary motion of the crankshaft
which is further connected to the flywheel and transmission shaft
which is used to move the vehicle.
 CAMSHAFT
• A camshaft is a mechanical device used in an IC engine to perform the opening and closing action of the inlet and exhaust
valve at the right time. The basic function is to convert rotatory motion into linear motion.
• In an internal combustion engine it is very important that the fuel should come into the cylinder at the right time and the
exhaust gases should also leave the cylinder at the right moment of time. This function is accomplished with the help of a
camshaft. A camshaft achieves its motion either independently or by the engine crankshaft.
• There are several cams along the length of this part of the car’s engine,
two for each cylinder, one for the inlet valve, and one for the exhaust valve.
The camshaft also contains an eccentric to run the fuel pump and gear
to run the oil pump and ignition distributor.
function of camshaft:
• The following three functions are:
• It promotes the opening of the inlet valve during the suction stroke.
• The second function is to open the exhaust valve during the exhaust stroke.
• Lastly, It keeps both the valves closed the rest of the time.
 INTAKE AND EXHAUST VALVES

• Intake and Exhaust valves both are responsible for regulating and controlling the charge of air and fuel mixture for
coming and burning in the combustion chamber and thereafter to go out the charge of the air from the engine
cylinder.
• Both valves are situated either on the cylinder head or on cylinder walls in various shapes generally mushroom shapes.
• The entrance valve is where the air and fuel combination enters petrol engines. Diesel engines’ intake valves,
meanwhile, can only let air in. The exhaust valve’s goal in either scenario is to let exhaust gases out. Intake valves are
connected to the intake manifold, while exhaust valves are tied to the exhaust manifold.
• The air-fuel mixture and exhaust gases are carried by separate sets of pipes that are connected to the cylinder head
and are known as manifolds. To be able to withstand the high temperature of exhaust gases, it is typically made of cast
iron.
 SIDE VALVE MECHANISM

• In this mechanism, the inlet valve is placed on

the side of the cylinder valve. When the camshaft
rotates the cam, the lobe opens the valve directly
through the tappet against the spring’s tension.
When the cam lobe attains the maximum height,
the valve opens completely. Additional rotation
of the cam triggers the tappet to move
downwards and the valve is stopped by the
tension of the valve spring.
 OVERHEAD VALVE MECHANISM

• In this mechanism valves are placed overhead on the combustion chamber. As

the camshaft turns, the cam lobe brings the tappet upward. When the tappet
moves up, it pushes the push-rod and one end of the rocker arm upwards.
The other end of the rocker arm’s tip moves downward and the inlet valve
opens against the spring’s tension. When the cam lobe reaches the maximum
height, the valve opens fully. Further rotation of camshaft causes the tappet
to move down and the valve is closed by the tension of the spring.
 FLYWHEEL
• Flywheel means fluctuation of energy, it reserves the energy
and uses this energy when requires it. A Flywheel is an
inertial (force) energy storage device.
• The flywheel absorbs mechanical energy and serves as a
reservoir during the period when the supply of energy is
more than the requirement and releases it during the period
when energy is less than required.
• flywheel stores rotational energy, a type of kinetic energy
proportional to the product of its moment of inertia and the
square of its rotational speed, using the principle of
conservation of angular momentum. The engine produces
torque, but it is not constant and fluctuates. If a vehicle
keeps moving while this erratic power is there. In addition to
making the rider extremely uncomfortable, it will also
shorten the lifespan of its many components.
• Therefore, a flywheel is employed to tackle the issue of
fluctuating load. Typically, a flywheel is positioned on the
camshaft. In a cycle of operation, it accumulates torque
when it is high and releases it when it is low.
 GOVERNOR
• Governor controls the variations of load and maintains the speed of the
engine within a specific unit. it controls the speed of the engine by regulating
the supply of fuel.
• In governor, there are metal valves that rotate about an axis and generate
centrifugal force.
• Governor is a self-acting device. it controls the speed of the engine. when the
load on the engine suddenly increases the engine speed will be decreased
greater decrement in engine speed can stop the engine
• It is connected to the engine crankshaft when the speed of the engine
decreases, the governor also slows down and the sleeve moves downward
that opening the valve of fuel supply with the help of lever increment in fuel
increase the speed of the engine to mean speed.
• Whereas, in the second case when the load on the engine decreases,
Governor also decreases the fuel and controls the speed
 NECESSITY OF COOLING SYSTEM
• To carry away the heat produced by combustion of fuel
• To avoid pre-ignition of charge
• To avoid burning away of lubricant ,which causes piston to seize.
• To avoid damage to cylinder material
• To improve the thermal efficiency
• For proper vaporization of fuel , thereby increasing combustion efficiency
• To maintain viscosity of lubricant ,thereby reducing friction and increasing mechanical efficiency
 METHODS OF COOLING
• 1. Air cooling
• 2.Water cooling
Air cooling
The basic principle is to have current of air flowing continuously over the heated metal surface from where the heat is to be
removed. The heat dissipated depends upon following factors:
(a) Surface area of metal into contact with air.
(b) Mass flow rate of air.
(c) Temperature difference between the heated surface and air.
(d) Conductivity of metal.
Thus for an effective cooling the surface area of the metal which is in contact with the air should be increased. This is done
by using fins over the cylinder barrels.
Advantages:
1. Air cooled engines are lighter because of the absence of the radiator, the cooling jackets and the coolant.
2. They can be operated in extreme climates, where the water may freeze.
3. In certain areas where there is scarcity of cooling water, the air cooled engine is an advantage.
4. Maintenance is easier because the problem of leakage is not there.
5. Air cooled engines get warmed up earlier than the water cooled engines.
Disadvantages:
1 . It is not easy to maintain even cooling all around the cylinder, so that the distortion of the axis takes place.
2. As the coefficient of heat transfer for air is less than that for water, there is less efficient cooling as a result the highest
useful compression ratio is lesser in the case of air cooled engines than in the water cooled ones.
3. The fan used is very bulky and absorbs a considerable portion of the engine power (about 5%) to drive it.
4. Air cooled engines are more noisy, because of the absence of cooling water which acts as sound insulator.
5. Some engine components may become inaccessible easily due to the guiding baffles and cooling, which makes the
maintenance difficult.
6. The cooling fins around the cylinders may vibrate under certain conditions due to which noise level would be
considerably enhanced.
 WATER COOLING (LIQUID COOLING)
• In water cooling system, the cooling medium used is water. In this, the engine cylinders are surrounded by water
jackets through which the cooling water flows. Heat flows from the cylinder walls into water which goes to the radiator
where it loses its heat to the air. Usually some antifreeze is added to the cooling water, due to which it is often referred
to as coolant and, the cooling system then also called the 'liquid cooling system'.
Water cooling systems are of two types:
1. Thermosyphon system
2. Pump circulation system
Thermosyphon system.
It consists of a radiator connected to the engine through flexible hoses. In this system, circulation of water is obtained from
the difference in densities of the hot and the cold regions of cooling water. The circulating water gets heat from the engine
cylinders, thereby cooling the same. The same heat is then dissipated into the atmosphere, through the radiator, by mainly
conduction and convention. Therefore, the circulating water becomes cold by the time it reaches the collector tank of the
radiator. The same water is then again circulated through the engine to collect heat from the cylinders.
advantages of this system are simplicity and low initial cost.
disadvantages
• 1. As the circulation of coolant is maintained by natural conventional only, the cooling is rather slow Therefore, to have
adequate cooling, the capacity of the system has to be large.
• 2 Due to the quantity of coolant being large, it takes, more time for the engine to reach the operating temperature.
• 3. Radiator header tank must be located higher than the top of the cylinder coolant jackets, which is no more possible
with the modern body styles.
• 4. Certain minimum level of coolant must be maintained in the system. If the coolant falls below that level, continuity
of flow would break and the system would consequently fail.
Pump circulation system.
• This system is similar to thermosyphon system with the only differences that a pump is used for the circulation of
coolant and a thermostat is employed to control the flow of coolant .The pump is driven by means of a belt from the
engine crankshaft. The drive for the fan is also obtained from the same belt that drives the pump and the generator.
advantages over the thermosyphon system:
1. Circulation of coolant is proportional to both load and speed.
2. Circulation of coolant is positive and hence more efficient due to which the smaller water jackets can be used resulting
in overall decrease of engine size.
3. Unlike in thermosyphon system, it is not necessary to place the radiator header (upper) tank at above the engine level.
4. Even the radiator need not be placed in the front. It can be placed on the side or in the rear. if the design conditions so
require.
 COMPONENTS OF WATER COOLING SYSTEM

• FAN
• RADIATOR
• PUMP
• THERMOSTAT
 RADIATOR
• The function of the radiator is to ensure close contact of the hot coolant coming out of the engine with outside air, so
as to ensure high rates of heat transfer from the coolant to air.
• A radiator consists of an upper (or header) tank, core and the lower (or collector) tank . Besides, an overflow the
header tank and drainpipe in the lower tank are provided.
• Hot coolant from the engine enters the radiator at the top and is cooled by the cross flow of air, while flowing down
the radiator. The coolant collects in the collector tank from where it is pumped to the engine for cooling.
• The materials used for radiators should be resistant to corrosion, possess higher thermal conductivity and form easily,
apart from having adequate strength.
• Copper and yellow brass are the widely used materials for radiators. Aluminium is also used from weight and cost
considerations. The size of the radiator must be adequate to remove the heat which is approximately equal to the heat
energy utilized for producing power in the engine. Alternatively, the radiator size is matched to the displacement
volume of the engine. The air conditioned vehicle would require a larger radiator due to extra heat load on account of
the compressor.
• Besides, it is also ensured that maximum cooling is attained with minimum air resistance. Thus frontal area of the
radiator is kept minimum, which may be achieved by making the core thicker and accommodating more core material
into the same volume without increasing the air resistance.
 THERMOSTAT
• optimum cooling of the engine is desirable and overcooling results in deterioration of engine efficiency. To keep a rigid
control over the cooling, therefore, a thermostat is used which automatically keeps the cooling water temperature at a
predetermined value.
• it also helps the engine to reach the operating temperature as soon as possible after starting as the engines are
designed to operate most efficiently over a small temperature range of 80 C to 100 C
• types of thermostats are used in automobiles: 1.Bellows or aneroid type 2.wax or hydrostatic type
• it consists of with some volatile liquid like acetone, alcohol or ether which boils between 70-85°C. The thermostat is
fitted in the coolant hose pipe at the engine outlet . When the engine after start is warming up. it is desired that the
cooling system should not operate so that the engine warms up early. During this period, the thermostat valve remains
closed, because the liquid inside as yet has not changed its state and. therefore, does not exert any pressure on the
valve. As the thermostat valve is closed with the coolant pump running, to avoid excessive pressure build-up, a part of
the held-up coolant is made to circulate back through a by-pass to the pump inlet. But as the coolant temperature
reaches a predetermined value, (about 80°C) the liquid inside the thermostat is converted into vapour which exerts a
pressure on the valve, which begins to open, so that the water circulation through the radiator starts. The valve then
opens gradually further as the water temperature rises, until it is fully open at about 90-95°C. Thus the thermostat
controls the flow of water through the radiator according to the engine cooling requirements.
 PUMP
• Pump is used for forced circulation of engine coolant.
• it is driven by crankshaft.
• Centrifugal pump is used for this purpose.
• The coolant from radiator enters the pump at the center .The flow of the coolant depends upon pump speed which is
proportional to engine speed.
• At higher engine speed more heat is developed which requires more cooling.
• When the impeller of centrifugal pump rotates the coolant is thrown out due to centrifugal force ,this force is
proportional to engine speed .Here the kinetic energy of coolant leaving the pump is converted into pressure energy
for circulation of coolant through cooling system
 FAN
• When the vehicle is going at high speed with light load ,the natural air passing through the radiator is sufficient for
cooling the engine ,but when the vehicle is moving under heavy load and at slow speed (driving uphill) then natural air
circulation will be insufficient ,so a fan is used .
• It is mounted behind radiator on the same shaft water pump is mounted.
• Its blade is spaced unevenly to avoid noise.
• It is made of sheet metal.
• A fan should work only at slow speed and should not work at high speed(to reduce engine power wastage , to reduce
overcooling) to ensure this blades are of speed sensitive type or temperature sensitive type or the fan is not directly
driven from engine but is driven by fluid coupling .
 NECESSITY OF LUBRICATION
1. To reduce friction between moving parts to its minimum value so that power loss is minimised.
2. To reduce wear of the moving parts as far as possible.
3. To provide cooling effect. The lubricating oil takes heat from the hot moving parts during its circulation and delivers it to
the surrounding air through the crank case.
4. To provide cushioning effect. The lubricating oil serves also as a good cushion against the shocks present in the engine.
For example, instant combustion of the fuel in the combustion chamber produces a sudden pressure rise in the cylinder
and the shock goes to the bearings through the piston, gudgeon pin and the connecting rod. This shock is then absorbed by
the layer of oil present in the main bearings.
5. To provide cleaning action. Apart from the objects to be achieved by lubrication as described above, the lubricating oil
serves another useful purpose in providing a cleaning action. During its circulation it dissolves many impurities, e.g., carbon
particles. This oil may be purified by filtration.
6. To provide a sealing action The lubricating oil also helps the piston rings to maintain an effective seal against the high
pressure gases in the cylinder from leaking out toward the crank case side.
 TYPES OF LUBRICATION
• Petroil/mist System- This is used generally for small two-stroke engines, e.g. in
majority of scooter and motorcycle engines‘ It is the simplest of all types of engine
lubrication systems. Certain amount of the lubricating oil is mixed with the petrol
itself, the usual ratio being 2% to 3% of oil. If it is less, there is danger of oil
starvation or insufficient lubrication causing damage to the engine; if however it is
more, there will be excessive carbon deposits in the cylinder head and the engine
will also give dark smoke. -When the petrol mixture enters the crankcase, due to
high temperatures there, the petrol component vaporizes leaving a thin film of
lubricating oil on the crankcase, cylinder walls, crankshaft and bearings. The main
requirements of lubricating oil for two-stroke engine are that it should readily mix
with petrol and burn without leaving much residue.
• Splash System This was employed for the engines of early motor cycles. It is one of
the cheapest methods of engine lubrication. A scoop is made in the lowest part of
the connecting rod and the oil is stored in the oil trough .it being pumped there
from the crankcase oil sump. When the engine runs, the scoop causes the oil to
splash on the cylinder walls each time it passes through its B.D.C. position. This
affects the lubrication of engine walls,gudgeon pin,main crank shaft bearing, big end
bearing etc
• Forced system- in this system an oil pump takes oil from wet sump through a strainer and delivers it through a filter to
main oil gallery .This pressure is controlled by pressure relief valve .From the gallery oil goes through the drilled
passages to the main bearings ,some oil falls back to the sump, some oil is splashed to lubricate cylinder walls,rest of
oil goes crank pin and connecting rod .For cam shaft and timing gear lubricating oil is led through separate oil lines
through a pressure reducing valve.
 FUEL SYSTEM
• A.C.MECHANICAL PUMP
• The drive for the pump is taken from the camshaft by means of an eccentric or cam.
The eccentric operates the rocker arm which is in conjunction with the diaphragm
return spring, which pushes the diaphragm up and down.
• The downward movement of the diaphragm causes vacuum in the chamber which
causes the inlet valve to open and the fuel then goes through the strainer into the
chamber .The next upward movement of the diaphragm causes the inlet valve to
close while the outlet valve opens and the fuel goes out to the carburettor float
chamber.
• The exact pressure range is being determined by the stiffness of the diaphragm
return spring. If the pressure is low, the petrol supply will not be able to keep pace
with the demand under high speed or high load conditions. if the pressure is
excessive, the needle valve of the carburetor float chamber may be forced open
causing the flooding of the carburetor.
• There is no need to pump more fuel when the float chamber of the carburetor is
completely filled up. But if the engine continues to run at light load, the camshaft will
be running all the time and if no other means are provided the pump will build
excessive pressure which may damage the pump itself.
 SIMPLE CARBURETOR
The main functions of carburetor are
• To maintain a small reserve of petrol at a constant level in float chamber
• To atomise the liquid fuel and to mix it with air
• To supply air fuel mixture at correct ratio according to engine requirements .
• simple carburettor consists of float chamber, venture (choke) tube, fuel jet and
throttle value. Fuel jet is placed in the throat (smallest section of venture) at a slightly
higher level than the level of the petrol in the float chamber. A vent hole is provided
on float chamber, to maintain atmospheric pressure in the float chamber.

Fuel is delivered to the float chamber by gravity or by a pump. Float and needle valve maintain a constant fuel (petrol) level in the
float chamber. As the float chamber is filled with fuel, the float rises and actuates the needle to close the valve. When the desired
level is reached the valve closes completely so that no additional fuel can enter. When the fuel level drops, the float descends to
open the valve, allowing more fuel to enter the float chamber. During suction stroke, a partial vacuum is created in the engine
cylinder and carburettor. Due to this air flows into the carburettor. At the narrow section (throat) of venturi tube velocity of air
increases and air pressure is correspondingly reduced. A pressure difference is thus produced between float chamber and the
venturi, which causes fuel to flow out of fuel jet in the form of spray. The fuel delivered by the jet into the air stream is finely
atomized, mixed with air and vaporized to form homogeneous air-fuel mixture which is admitted to the engine cylinder.
 SINGLE POINT AND MULTI POINT FUEL INJECTION SYSTEM
Single point fuel injection system
• It is the fuel injection system that uses a single fuel injector
for the mixing of fuel. In this system, the fuel is mixed with
air before it reaches to the intake manifold.
• The single-point fuel injection system is also known as the
throttle body fuel injection system.
Multi-point fuel injection system
• Multi-point fuel injection is the type of fuel injection system
that uses a separate fuel injector for each cylinder.
• The injector sprays the fuel in the intake manifold above the
intake valve of each cylinder.
• This fuel injection system is considered as more efficient than
the single-point fuel injection system.
 CRDI AND MPFI
MPFI:
• The multi-point fuel injection is the type of indirect fuel injection system used in gasoline engines. It consists of the fuel
injectors fitted before the intake valve of each cylinder. The fuel to the fuel injectors is supplied by the common rail which is
pressurized by the fuel pump.
• The opening of the nozzle is controlled by the ECU. The ECU takes the input from different sensors about engine RPM,
flowrate and temperature of the air, etc to control the opening of the injectors.
CRDI:
• Common rail direct injection is the fuel injection system used in diesel engines. The fuel injectors in the CRDI system inject
the fuel directly into each engine cylinder. All the fuel injectors are connected to the common rail for the fuel supply.
• The higher pressure inside of the common rail is maintained by the two fuel pumps: A high-pressure pump, and a low-
pressure pump. In CRDI the opening of the fuel injectors is controlled by the ECU unit. The ECU unit takes the input from
throttle sensor pressure and temperature sensor, oxygen sensor, etc to control the opening of the injector.
 NECESSITY OF IGNITION SYSTEM

• To produce 30000 volt spark across spark plug

• To distribute high voltage spark to each spark plug in correct sequence
• To time the spark so it occurs as piston is nearing top dead centre
• To vary the spark timing with load ,speed and other conditions
 BATTERY IGNITION SYSTEM
It consists of two circuits ,primary and secondary circuits
—The primary circuit consist of the battery, ignition switch, primary coil
winding, capacitor, and breaker points. The function of these components
are :
 Battery — Provides the power to run the system
 Ignition switch — allows the driver to turn the system on and off
 ignition coil — produces the magnetic field to create the high voltage in
the secondary coil.
 Breaker points — a mechanical switch that acts as the triggering
mechanism .it is in sync with engine cam.
 Capacitor/condenser — to intensify the spark and to protects the points
from burning out.
 Distributor-to distribute the high voltage at regular time interval in the
sequence of engine firing order

The Secondary circuit converts magnetic induction into high voltage electricity to jump across the spark plug gap, firing the
mixture at the right time. The function of the components are —
 secondary coil — the part of the coil that creates the high voltage electricity.
 Rotor — spin around on the top of the distributor shaft, and distributes the spark to the right spark plug.
 spark plug — Take the electricity from the wires and give it an air gap in the combustion chamber to jump across to light the
mixture.
 ELECTRONIC IGNITION SYSTEM
• the system is fully controlled electronically
• Battery:it stores energy and whenever require it gives.
• Ignition switch: works like on and of the system.
• Electronic control module:It is used to ON and OFF the primary current.
• The ignition control module performs the same operation as that contact point
performs in battery ignition system.
• Armature:It plays an important role in generating the magnetic field. Here armature is
used instead of contact breaker point in a conventional ignition system.
• Ignition coil:It is a pulse-type transformer, that is capable of producing short fire of
high volt for beginning combustion.It produces high voltage required to make pass the
current in the gap at the spark plug.
• An ignition coil is set of two sets of winding:Primary Winding and Secondary winding
• Distributor:From the primary winding the current flows, Distributor controls on and of
the cycle of the current flow.
• The distributor makes spark occurs at each of the spark plugs and distributes high
voltage to it.
• Spark plugs:It uses ignition coil high voltages to ignites the fuel.
• Applications of Electronic Ignition System:
• This system used in aircraft engines.
• It also used in modern bikes and cars.
• Advantages of Electronic Ignition System:
• It has fewer moving parts.
• Low maintenance required.
• Less emission generates.
• Efficiency is good.
• It also increases fuel efficiency.
• Disadvantages of Electronic Ignition System:
• The cost of this system is high it means expensive in cost.
 LEAD ACID BATTERY
Lead acid cell
• it contains two plates immersed in dilute sulphuric acid A- Positive plate
(anode) is lead peroxide (PbO2) and the negative plate is lead (Pb).
Working .
• When the cell is supplies current to a load (Discharging), the chemical
action takes place forms lead sulphate (PbSO4) on both plates with
water being formed in the electrolyte.
• To recharge the cell, direct current is passed through the cell in the
reverse direction to that in which the cell provided current. This
reverses the chemical process and again form lead peroxide (Pb02)
positive plates and pure lead (Pb) negative plates. At the same time
H2SO4 is formed at the expense of water.
 ELEMENTS OF CHARGING SYSTEM

• Battery The function of the battery is as a storage of electrical

energy. Like a warehouse, the battery will store all the electrical
energy generated by the alternator and then this stored
electricity is removed when necessary.

Regulator The function of the regulator is to regulate the voltage generated by the alternator.it is used because the voltage
generated by the alternator depends the engine's RPM. This means that if the engine RPM is low, the alternator voltage is also
low, but if the engine RPM is high then the alternator voltage is also high. The regulator will be used to keep the voltage
generated by the alternator not exceeding 14 volts even if the engine run in high RPM. This voltage setting aims to protect the
electrical components of the vehicle to prevents over-voltage.

There are two types of regulators, namely type or conventional type and IC type . The point type/conventional uses two coils to
adjust the alternator's output voltage. While the IC Regulator uses an IC circuit (Integrated Circuit) to regulate the output
voltage.
• ALTERNATOR-The function of the alternator is to convert a partial engine's rotating energy into electricity. The
alternator input comes from the engine pulley connected through a V belt, the rotation of the rotor will cause the
intersection of the magnetic force line with the stator coil so that the electrons flow on the stator coil.

The electricity in the stator coil is not directly connected to the battery, but it must pass through the diode bridge to
rectify the current. This is done because the current in the stator coil is AC (Alternate Current).
 ELEMENTS OF STARTING SYSTEM

• 1. Battery
• The automotive battery, also known as a lead-acid storage battery, is an electrochemical device that produces voltage
and delivers current. In an automotive battery we can reverse the electrochemical action, thereby recharging the
battery, which will then give us many years of service. The purpose of the battery is to supply current to the starter
motor, provide current to the ignition system while cranking, to supply additional current when the demand is higher
than the alternator can supply and to act as an electrical reservoir.
• 2. Starter Relay
• A relay is a device that allows a small amount of electrical current to control a large amount of current. An automobile
starter uses a large amount of current (250+ amps) to start an engine. If we were to allow that much current to go
through the ignition switch, we would not only need a very large switch, but all the wires would have to be the size of
battery cables (not very practical). A starter relay is installed in series between the battery and the starter. Some cars
use a starter solenoid to accomplish the same purpose of allowing a small amount of current from the ignition switch
to control a high current flow from the battery to the starter. The starter solenoid in some cases also mechanically
engages the starter gear with the engine.
• 3.Starter Motor
• The starter motor is a powerful electric motor, with a small gear (pinion) attached to the end. When activated, the
gear is meshed with a larger gear (ring), which is attached to the engine. The starter motor then spins the engine over
so that the piston can draw in a fuel/ air mixture, which is then ignited to start the engine. When the engine starts to
spin faster than the starter, a device called an overrunning clutch (bendix drive) automatically disengages the starter
gear from the engine gear.
 GOVERNING SYSTEM

• Types of governing system

• Hit and miss governing. In this system of governing, whenever the engine starts
running at higher speed (due to decreased load), some explosions are omitted or
missed. This is done with the help of a centrifugal governor. This method of
governing is widely used for I. C. engines of smaller capacity or gas engines.
• 2. Qualitative governing. In this system of governing, a control valve is fitted in the
fuel delivery pipe, which controls the quantity of fuel to be mixed in the charge.
The movement of control valve is regulated by the centrifugal governor through
rack and pinion arrangement.
• 3. Quantitative governing. In this system of goverliing, the quality of charge (i.e.
air-fuel ratio of the mixture) is kept constant. But the quantity of mixture supplied
to the engine cylinder is varied by means of a throttle valve which is regulated by
the centrifugal governor through rack and pinion arrangement.