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UNIT – 2

FUEL SUPPLY SYSTEMS FOR SI AND CI ENGINES

INTRODUCTION

In an engine, the combustion of fuel with oxygen in the combustion chamber provides the
energy necessary to drive the piston. In a SI engine, the liquid fuel and the air are generally mixed
prior to their arrival in the combustion chamber i.e., outside the engine cylinder. The process of
preparing this mixture is called carburetion. The basic fuel supply system in a petrol engine consists
of a fuel tank, furl lines, fuel pump, fuel filters, air cleaner, carburetor and inlet manifold. The system
responsible for preparing the correct mixture of air and fuel, and directing this mixture to each of the
cylinders is known as "Induction System". The Intake manifold is the ducting or piping through
which the fuel and air mixture travels from the carburetor to the cylinder. The throttle in the
carburetor regulates the quantity of mixture entering the cylinder. The carburetor is a device which
atomizes the fuel and mixes it with air.

Fig: Diagram of induction system

CONVENTIONAL FUELS:

Traditional energy sources or fossil fuels (petroleum, oil, coal, propane, and natural gas). In
some cases nuclear materials such as uranium are also included. Some conventional sources typically
used are fossil fuels, nuclear power, hydropower, and geothermal energy.
(a) Fossil Fuels
Clean coal technologies imply much greater processing to reduce final emissions. The resources
deplete with use, so the prices will increase when demand chases supply.
(b) Hydropower
The larger hydropower dams are in place. Some want them removed, claiming that the electricity can
be offset by improved efficiency and conservation. Smaller dams are being removed, yet they may be

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installed in other locations.

(c) Nuclear
Nuclear energy has a social problem, and only now are new plants being considered. Without
reprocessing "spent fuel", the time to peak ore extraction is about 80 years.
(d) Geothermal
Geothermal energy is possible in non geyser areas where air conditioning and heating can make use
of the ground heat flux.

ALTERNATIVE FUELS:

Alternative fuels, known as non-conventional or advanced fuels, are any materials or

substances that can be used as fuels, other than conventional fuels. Conventional fuels include: fossil
fuels (petroleum (oil), coal, and natural gas), as well as nuclear materials such as uranium and
thorium, as well as artificial radioisotope fuels that are made in nuclear reactors. Some well known
alternative fuels include biodiesel, bio alcohol (methanol, ethanol, butanol) chemically stored
electricity (batteries and fuel cells), hydrogen, nonfossil methane, non fossil natural gas, vegetable
oil, propane, and other biomass sources
(a) Bio-fuel: Bio-fuels are also considered a renewable source. Although renewable energy is used
mostly to generate electricity, it is often assumed that some form of renewable energy or a
percentage is used to create alternative fuels.
(b) Biomass: Biomass in the energy production industry is living and recently dead biological
material which can be used as fuel or for industrial production.
(c) Algae-based fuels: Algae-based bio-fuels have been promoted in the media as a potential
panacea to crude oil-based transportation problems. Algae could yield more than 2000 gallons of fuel
per acre per year of production. Algae based fuels are being successfully tested by the
U.S. Navy Algae-based plastics show potential to reduce waste and the cost per pound of algae
plastic is expected to be cheaper than traditional plastic prices
(d) Biodiesel: Biodiesel is made from animal fats or vegetable oils, renewable resources that come
from plants such as, jatropha, soybean, sunflowers, corn, olive, peanut, palm, coconut, safflower,
canola, sesame, cottonseed, etc. Once these fats or oils are filtered from their hydrocarbons and then
combined with alcohol like methanol, biodiesel is brought to life from this chemical reaction. These
raw materials can either be mixed with pure diesel to make various proportions, or used alone.
Despite one’s mixture preference, biodiesel will release smaller number of pollutants (carbon
monoxide particulates and hydrocarbons) than conventional diesel, because biodiesel burns both
cleanly and more efficiently. Even with regular diesel’s reduced quantity of sulfur from the ULSD
(ultra-low sulfur diesel) invention, biodiesel exceeds those levels because it is sulfur-free
(e) Alcohol fuels: Methanol and ethanol fuel are primary sources of energy; they are convenient
fuels for storing and transporting energy. These alcohols can be used in internal combustion engines
as alternative fuels. Butanol has another advantage: it is the only alcohol-based motor fuel that can
be transported readily by existing petroleum-product pipeline networks, instead of only by tanker
trucks and railroad cars
(f) Ammonia: Ammonia (NH3) can be used as fuel. Benefits of ammonia include no need for oil,
zero emissions, low cost, and distributed production reducing transport and related pollution

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(g) Carbon neutral fuel: Carbon neutral fuel is synthetic fuel—such as methane, gasoline, diesel
fuel or jet fuel produced from renewable or nuclear energy used to hydrogenate waste carbon dioxide
recycled from power plant flue exhaust gas or derived from carbonic acid in seawater.
(h) Hydrogen: Hydrogen is an emission less fuel. The byproduct of hydrogen burning is water,
although some mono-nitrogen oxides NOx are produced when hydrogen is burned with air.
(i) Liquid nitrogen: is another type of emission less fuel.
(j) Compressed air : The air engine is an emission-free piston engine using compressed air as fuel.
Unlike hydrogen, compressed air is about one-tenth as expensive as fossil oil, making it an
economically attractive alternative fuel.
(k) CNG fuel: CNG vehicles can use both renewable CNG and non-renewable CNG. Conventional
CNG is produced from the many underground natural gas reserves are in widespread production
worldwide today. New technologies such as horizontal drilling and hydraulic fracturing to
economically access unconventional gas resources, appear to have increased the supply of natural
gas in a fundamental way.
Renewable natural gas or biogas is a methane based gas with similar properties to natural
gas that can be used as transportation fuel. Present sources of biogas are mainly landfills, sewage,
and animal/agri waste. Based on the process type, biogas can be divided into the following: Biogas
produced by anaerobic digestion, Landfill gas collected from landfills, treated to remove trace
contaminants, and Synthetic Natural Gas (SNG)
(l) HCNG: HCNG (or H2CNG) is a mixture of compressed natural gas and 4-9 percent hydrogen by
energy.

NORMAL COMBUSTION & ABNORMAL COMBUSTION NORMAL COMBUSTION:

Under ideal conditions the common internal combustion engine burns the fuel/air mixture in
the cylinder in an orderly and controlled fashion. The combustion is started by the spark plug some
10 to 40 crankshaft degrees prior to top dead center (TDC), depending on many factors including
engine speed and load. This ignition advance allows time for the combustion process to develop peak
pressure at the ideal time for maximum recovery of work from the expanding gases.
The spark across the spark plug electrodes forms a small kernel of flame approximately the
size of the spark plug gap. As it grows in size, its heat output increases, which allows it to grow at an
accelerating rate, expanding rapidly through the combustion chamber. This growth is due to the
travel of the flame front through the combustible fuel air mix itself, and due to turbulence which
rapidly stretches the burning zone into a complex of fingers of burning gas that have a much greater
surface area than a simple spherical ball of flame would have. In normal combustion, this flame front
moves throughout the fuel/air mixture at a rate characteristic for the particular mixture. Pressure rises
smoothly to a peak, as nearly all the available fuel is consumed, then pressure falls as the piston
descends. Maximum cylinder pressure is achieved a few crankshaft degrees after the piston passes
TDC, so that the force applied on the piston (from the increasing pressure applied to the top surface
of the piston) can give its hardest push precisely when the piston's speed and mechanical advantage
on the crank shaft gives the best recovery of force from the expanding gases, thus maximizing torque
transferred to the crank shaft.

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ABNORMAL COMBUSTION:

When unburned fuel/air mixture beyond the boundary of the flame front is subjected to a
combination of heat and pressure for certain duration (beyond the delay period of the fuel used),
detonation may occur. Detonation is characterized by an instantaneous, explosive ignition of at least
one pocket of fuel/air mixture outside of the flame front. A local shockwave is created around each
pocket and the cylinder pressure may rise sharply beyond its design limits.
If detonation is allowed to persist under extreme conditions or over many engine cycles,
engine parts can be damaged or destroyed. The simplest deleterious effects are typically particle wear
caused by moderate knocking, which may further ensue through the engine's oil system and cause
wear on other parts before being trapped by the oil filter. Severe knocking can lead to catastrophic
failure in the form of physical holes punched through the piston or cylinder head (i.e., rupture of the
combustion chamber), either of which depressurizes the affected cylinder and introduces large metal
fragments, fuel, and combustion products into the oil system. Hypereutectic pistons are known to
break easily from such shock waves.

Fig: Normal combustion

Fig: Combustion with Detonation

Detonation can be prevented by any or all of the following techniques:

 The use of a fuel with high octane rating, which increases the combustion temperature of the
fuel and reduces the proclivity to detonate;
 Enriching the air–fuel ratio which alters the chemical reactions during combustion, reduces
the combustion temperature and increases the margin above detonation;
 Reducing peak cylinder pressure;
 Decreasing the manifold pressure by reducing the throttle opening, boost pressure or reducing
the load on the engine.

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CETANE AND OCTANE NUMBERS

Cetane numbers: In diesel engines cetane number is a measure of ignition lag. Cetane is
straight chain paraffin assigned with a rating of 100 cetane numbers (CN) and it has good ignition
quality. It is mixed with al ha-methylnaphthalene a hydrocarbon with poor ignition quality i.e., with
zero cetane number. A CFR engine running under prescribed conditions test the fuel with this
mixture. Thus the cetane number of the fuel is defined as the percent by volume of cetane in a
mixture of cetane a I ha-methyl that produces same ignition lag as the fuel being tested, in the same
engine and under the same operating conditions.
For a diesel fuel, cetane rating is a measure of its ability to auto ignite readily when it is
injected in to the compressed air in the engine. The ignition delay is influenced by several engine
design parameters such as compression ratio, injection rate, injection time inlet air temperature etc.
The hydrocarbon composition of the fuel and its volatility characteristics also affects the ignition
delay. The cetane rating of diesel fuels ranges from 40 to 60. The octane fuels (gasoline) have cetane
numbers ranging from 10 to 20 showing their poor suitability as a diesel fuel. High cetane number
results in pre-ignition in diesel engine.
Octane numbers: The composition of fuel affects detonation. In SI engines, for a particular
fuel, the rating is done by comparing its performance with that of a standard reference fuel which is a
combination of ISO octane and n-heptane. ISO octane offers great resistance to detonations and is
assigned a rating of 100 octane number. On the other hand, n-heptane is a straight chain paraffin and
is as sign e with a rating of '0' octane number. The percentage of ISO-octane by volume in a mixture
of ISO octane and n-heptane, which exactly matches the knocking intensity of a given fuel, in a
standard engine under prescribed operating conditions is termed as "octane number" of the el. f
octane number of a fuel is 80, it means that it has a same knocking tendency of a mixture with 80%
ISO octane and 20% n-heptane by volume. The engine used to conduct test is CFR 0- operative fuel
research) variable compression ratio engine. The fuel is to be tested in the CFR engine until the
condition of detonation is reached in the engine. Then a mixture of ISO-octane and n-heptane is
prepared to produce detonation under the same conditions as the fuel under test. The percentage by
volume of ISO-octane in the mixture is nothing but the octane number of the fuel.
MIXTURE REQUIREMENTS FOR SI ENGINE
In stationary engines the desired air fuel ratio means that gives the maximum economy.
Actual air fuel mixture requirements in an operating engine vary under variable speed and load
conditions. The A/F ratios must change based on maximum over is required. Also required A/F ratio
must be provided for transient conditions like, starting a warm-u and acceleration. In all these
conditions, exhaust emission should be minimum.
In steady state operation (It means continuous operation at a given speed and over out with
normal engine temperature) of automotive engines, there are three main areas which require'
different air-fuel ratios. In each of these, the engine requirements differ. As a result the carburetor
has to modify A/F. rati9 to satisfy these demands. These ranges are
1. Idling (mixture must be enriched)

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2. Cruising (mixture must be leaned)

3. High Power (mixture must be enriched)

Carburetor:

A carburetor is a device that blends air and fuel for an internal combustion engine. The carburetor
works on Bernoulli's principle: the faster air moves, the lower its static pressure, and the higher its
dynamic pressure. The throttle (accelerator) linkage does not directly control the flow of liquid fuel.
Instead, it actuates carburetor mechanisms which meter the flow of air being pulled into the engine.
The speed of this flow, and therefore its pressure, determines the amount of fuel drawn into the
airstream.
When carburetors are used in aircraft with piston engines, special designs and features are
needed to prevent fuel starvation during inverted flight. Later engines used an early form of fuel
injection known as a pressure carburetor
Under all engine operating conditions, the carburetor must:
 Measure the airflow of the engine
 Deliver the correct amount of fuel to keep the fuel/air mixture in the proper range (adjusting for
factors such as temperature)
 Mix the two finely and evenly

Fig: Simple Carburetor

A carburetor basically consists of an open pipe through which the air passes into the inlet manifold
of the engine. The pipe is in the form of a Venturi it narrows in section and then widens again,
causing the airflow to increase in speed in the narrowest part. Below the Venturi is a butterfly valve
called the throttle valve a rotating disc that can be turned end-on to the airflow, so as to hardly

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restrict the flow at all, or can be rotated so that it (almost) completely blocks the flow of air. This
valve controls the flow of air through the carburetor throat and thus the quantity of air/fuel mixture
the system will deliver, thereby regulating engine power and speed. The throttle is connected, usually
through a cable or a mechanical linkage of rods and joints or rarely by pneumatic link, to the
accelerator pedal on a car or the equivalent control on other vehicles or equipment.

Fuel is introduced into the air stream through small holes at the narrowest part of the
Venturi and at other places where pressure will be lowered when not running on full throttle. Fuel
flow is adjusted by means of precisely calibrated orifices, referred to as jets, in the fuel path.

CARBURETOR TYPES

Carburetors used in SI engines are classified in to up draft, down draft and horizontal (side)
draft types, according to the direction in which the air and fuel mixture is supplied by them. In down
draft type, gravity assists the flow of mixture and hence engine pulls better at lower speeds under
load. Carburetors are also classified as constant choke carburetor and constant draft or vacuum
carburetor. In constant choke type the air and fuel flow areas are always maintained constant and
depression (pressure difference) which causes fuel flow is being varied according to engine
condition. Ex.: Simple, Solex, Zenith and Carter carburetors. In constant vacuum type, the air and
fuel flow areas are being varied as per demand on the engine while depression or vacuum is always
maintained constant. It is also called as variable choke carburetor. Ex.: S.U. type carburetor.
(a) Solex Carburetor
The Solex carburetor is a down draft type and have been manufactured in India by Mis.
Carburetor Limited, Madras. It is famous for ease of starting, good performance and reliability. It is
available in various models and used in Fiat and Standard Cars and Willis Jeep. The unique feature
of this carburetor is the Bi-Starter for cold starting.
The various circuits are explained as follows:
1. Normal Running: The carburetor has a conventional float in a float chamber. For normal running,
throttle is held partly open and fuel is supplied by the main jet and air by the choke tube or venturi.
The air directly enters through the venturi and fuel passes into the well of air bleed emulsion
system. It is a tube having lateral holes and nozzles are drilled horizontally in the middle as shown in
figure. This system provides metered emulsion of fuel and air through the nozzles for the normal
working of the engine.
2. Cold Starting and Warming: This carburetor has provision of Bi-starter or progressive starter.
The starter valve is a flat disc having holes of different sizes. These holes connect starter petrol jet
and starter air jet to the passage which opens just below the throttle valve. The starter lever position
can be adjusted on the dash board and this connects air and petrol jet to the passage through holes of
different sizes. Rich mixture is used for starting and after the engine has started, richness required
decreases. This means bigger holes are the connecting holes for starting and throttle valve is in the
closed position. The whole engine suction is acted at starting passage. This suction effect draws fuel
from float chamber and the fuel passes through starter petrol jet and mixes with air entering through
the air jet. This mixture is rich enough for starting.

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The starter lever is to be brought to intermediate position after starting the engine. This
connects the smaller holes into the circuit and this reduces the amount of petrol. In this condition the
main jet also delivers fuel as the throttle valve is partly opened. The starter system delivers less
mixture but it is sufficient to keep the engine in running condition, till it reaches normal running
temperature.

Fig: Solex Carburetor

3. Idling or Slow Speed Operation: An idle port controlled by idle adjusting screw is provided in
the engine side of throttle valve. The emulsion system well is connected to Pilot Jet through a hole.
At idling as throttle is almost closed, the engine suction is applied at the Pilot Petrol Jet, which
supplies petrol drawn from main jet circuit. The air is drawn in from the pilot air jet. The petrol and
air mix in the idle passage and mixture comes out of the idle port.
To avoid flat spot and to ensure smooth transfer from idle and low speed circuit to the main jet
circuit, slow running openings are provided on the venturi side of the throttle valve. As throttle is
widely opened, the suction at idle port is decreased. But now suction is applied at the slow speed
openings, which more than offsets the loss of suction at the idle port and thus flat spot is avoided.
4. Acceleration: This consists of a diaphragm type acceleration pump. It delivers spurts of extra fuel
needed for the acceleration through pump injector. Pump lever is connected to the accelerator pedal
so that when the pedal is pressed, lever moves towards left, thus pressing the membrane to the left.
This forces petrol into main jet circuit through pump jet and injector. When the pedal is left free, the
lever moves the diaphragm back towards right creating vacuum to the left. This opens the pump inlet
valve and thus admits petrol from float chamber into the pump.

(b) Zenith Carburetor

This type is most commonly used in petrol engines. The figure shows simple view of a zenith
carburetor which contains float control, compensating jet and accelerating device.
1. Float Control: The arrangement for the fuel level control is as shown in figure. The two balls 'A'

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& 'B' are resting on a conventional float. As engine speed increases, fuel consumption will be more
and fuel level in the float chamber decreases. As a result, the float and balls' A' & 'B' comes down
and force 2F acts on the collar in upward direction. This force lifts the spindle up and provides more
opening for the fuel flow into float chamber. This increases fuel level and thus the level is
maintained constant. If fuel level increases, the float and balls' A' & 'B' moves up causing force 2F to
act in the down ward direction. The spindle partly closes the opening and reduces the fuel flow. Thus
the fuel level is maintained constant in the float chamber.
2. Starting Jet: During starting, the compensatory well is completely filled with fuel. The throttle
valve is slightly open and whole of engine suction acts near the throttle valve at point 'C'. This
suction causes flow of fuel from compensating well through starting jet line. Due to high suction,
enough quantity of fuel is supplied and thus a rich mixture is supplied to the engine. For higher
speeds the throttle valve is opened wide and suction at point 'C' is destroyed, thus stops flow of fuel
from the starting jet line.
3. Compensating Jet: The compensating jet or double jet delivers lean mixture and this compensates
for the rich mixture supplied by the main jet under increased speed of the engine and overall NF ratio
is maintained constant. The area of main jet and compensating jet is equivalent to a single main jet
which is designed to give required NF ratio for a particular speed. As fuel flow from float chamber to
the compensating well through the restricted orifice is less than that of through the compensating jet,
the fuel level in it decreases with increasing engine speed. The atmospheric air is passed into the
compensating well as it is open to atmosphere and less fuel is supplied with increase in speed. The
main jet provides richer mixture and compensating jet provides leaner mixture with increase in
engine speed and thus AIF ratio is maintained constant.
4. Acceleration: In zenith carburetor, no separate device is used for acceleration. Sudden acceleration
of the engine is not possible when throttle is fully open at higher speeds, because the compensating
well is normally dry. It is full of fuel only during idling or slow running and supplies fuel required
for sudden acceleration. So as soon as the throttle is open, the sudden depression due to inflow of the
air near the venturi draws in whole fuel from compensating well through compensating jet and
provides rich mixture for acceleration, thus only momentarily acceleration is possible.
5. Choking: A manually operated choke valve is used for starting the engine from cold weather
conditions.

(c) S.U. Carburetor

S.U. Carburetor is a constant vacuum or depression type with automatically variable choke or
venturi. The mixture compensation is achieved by maintaining constant vacuum over the jet and
varying the effective size of the jet. A S.U. Carburetor of horizontal type is as shown in figure. No
separate idling or acceleration device is used here.
A spring loaded piston controls the air passage (Venturi) which is in the form of rectangular
opening of constant width and adjustable height. A slot is made in the piston which connects upper
side of suction disc and throttle passage. The lower side is exposed to atmospheric pressure. Thus the
position of piston at any instant depends upon the balance of it's own weight (down) against the
vacuum force (up). As piston weight is constant, vacuum also remain constant. A Tapering needle is
fixed to the piston. The piston movement varies the air passage and hence size of the petrol jet. The

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lower end of the needle is inside the main jet and the needle moves up and down as the piston moves
up arid down. This changes annular area for the fuel flow. When the needle moves up area increases
and vice versa.
A damper plunger is used to regulate the rate of lift of the piston, but allows the same to fall
freely when throttle valve is closed. For acceleration, if the throttle valve is opened suddenly, the
piston lifting speed is retarded by the damper plunger and provides additional depression over the
fuel jet. This causes flow of more fuel and hence no separate acceleration pump is required.
Jet adjusting nut is used to adjust mixture strength. Tightening the nut will raise the jet and
this reduces the annular area for fuel flow. Similarly-loosening the nut lowers the jet and thus
increases fuel supply.
The unique feature of S.U. Carburetor is that it has only one jet. A constant high air velocity
across the jet is maintained even under idling condition and the necessity for a separate idling jet is
obviated. -
For cold starting a rich mixture is required. This is done by lowering the jet tube away from
the needle by means of the jet lever, there by enlarging the jet orifice. The lever is operated from the
dash board in the car.
(d) Carter Carburetor: This carburetor is an American make and used in jeep. It is a down draft
type and has three venturi (triple venturi diffusing type of choke). The small venturi is kept above the
float chamber level, other two below the petrol level, one below other.
The carburetor consists of following circuits.
1. Float Chamber Circuit.
2. Starting Circuit.
3. Idle and Low Speed Circuit.
4. Part and Full Throttle Circuit
5. Acceleration Circuit.

1. Float Chamber Circuit: It consists of a conventional float and a float chamber. Fuel enters the
float chamber from main supply. A needle valve maintains fuel level in the float chamber. When
the fuel level falls, the needle valve opens the inlet to admit more fuel. Air enters the carburetor
from the top. The choke valve in the passage remains open during normal running.
2. Starting Circuit: For starting a choke valve is provided in the air circuit. It is mounted
eccentrically. When the engine is fully choked (choke valve is closed), whole of engine suction is
applied at the main nozzle, which then delivers fuel. As the air flow is quite small, the mixture
supplied is very rich. Once the engine starts, the spring controlled choke valve opens to provide
correct amount of air during warming up period. '
3. Idle and Low Speed Circuits: In this carburetor separate idling passage is provided with low
speed port and idle port. For Idling rich mixture is required in small quantity and throttle valve is
almost closed. The full engine suction is now applied at the idle port through which the air and

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fuel are drawn thus provides rich mixture. In low speed operation the throttle valve is opened
further. The main nozzle also starts supplying the fuel. In this stage fuel is delivered both by
main venturi and low speed port through idle passage.
4. Part and Full Throttle Circuit: In part throttling, fuel is delivered by the main nozzle only.
During full throttling, maximum air is passing through the venturi. To compensate this higher
rate of fuel flow is desired. This is obtained by mechanical metering method which uses a
metering rod having a number of steps of diameter sizes at its bottom. It is connected with the
accelerator pedal through Linkage. The area of opening between the metering rod jet and
metering rod governs the amount of fuel drawn into the engine. When the accelerator pedal is
pressed, the throttle is held wide open and simultaneously the metering rod is lifted up. In this
condition, the smallest diameter of the rod is inside the fuel hole (jet), providing larger flow area,
thus delivering more fuel.
5. Acceleration Circuit: The accelerating pump will not provide continuous fuel supply for
acceleration but only provides extra spurt of fuel to avoid flat spot [popping of engine]. When
accelerator pedal is pressed, pump actuates giving an extra spurt of fuel for acceleration. When
the pedal is released the pump piston moves up there by sucking fuel from float chamber for next
operation.

Fig. Carter Carburetor

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Fuel injection
Fuel injection is a system for admitting fuel into an internal combustion engine. It has become
the primary fuel delivery system used in automotive engines, having replaced carburetors during the
1980s and 1990s. A variety of injection systems have existed since the earliest usage of the internal
combustion engine. The primary difference between carburetors and fuel injection is that fuel
injection atomizes the fuel by forcibly pumping it through a small nozzle under high pressure, while
a carburetor relies on suction created by intake air accelerated through a Venturi-tube to draw the
fuel into the airstream.
Modern fuel injection systems are designed specifically for the type of fuel being used. Some
systems are designed for multiple grades of fuel (using sensors to adapt the tuning for the fuel
currently used). Most fuel injection systems are for gasoline or diesel applications.
Different methods of fuel injection in a 4 stroke and 2 stroke engines are as shown in fig. (a),
(b) & (c). In the manifold injection and port injection arrangements, the injector is moved farther
from the combustion chamber. This provides a longer period for mixing and warming the charge.

Fig: (a) Direct injection system Fig: (b) Port injection system

Fig: (c) Throttle body injection

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The manifold injection system may be of two types. Single point and multipoint injection. In
the first type one or two injectors are mounted inside the throttle body assembly. Fuel is sprayed at
one point or location at the center inlet of the engine intake manifold. Hence this method is also
called throttle body injection. The later type has one injector for each engine cylinder and fuel is
sprayed in more than one location. Port injection employs individual injectors delivering locally to
each port.
In SI engine continuous injection, or timed injection system is used. The later type consists
of a fuel supply pump to supply fuel at low pressure (2 bars). A fuel metering or injection pump and
nozzle are present. The nozzle injects the fuel in the manifold or cylinder head port. In some design,
the fuel is injected directly into the combustion chamber.

Timed fuel injection system injects fuel usually during the first half of the suction stroke.
Injection begins after closure of the exhaust valve. This eliminates fuel loss during scavenging.
Injection ends usually not later than 1200 after TDC, for maximum power output.
Advantages:
1. Improves fuel distribution in multi cylinder engine.
2. Increases volumetric efficiency.
3. Reduces loss of fuel during scavenging.
4. Eliminates detonation.

Components of the Injection System

The fuel injection system consists of a number of components to perform the tasks like metering,
atomization and distribution of fuel in the air mass. Depending on speed and load of the engine, the
injection system must also maintain the required air fuel ratio.
Pumping elements includes necessary piping, filter etc., and are used to move the fuel from
fuel tank to the cylinders. Metering elements checks (measures) the correct quantity of fuel and
delivers it at the rate demanded by speed and load conditions of the engine. The metering units are
controlled by a linkage to the accelerator pedal and the amount of fuel supplied by the pump is
controlled by a centrifugal governor (in one system). Controls are provided to adjust the mixture
strength (A/F ratio) as demanded by speed and load on the engine. Different controls are used to
increase the richness of the mixture for starting cold operation and high speeds. Distributing
elements divide the metered fuel equally among the cylinders.

Single-point or throttle body injection (TBI)

The earliest and simplest type of fuel injection, single-point simply replaces the carburetor with one
or two fuel-injector nozzles in the throttle body, which is the throat of the engine’s 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.

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Fig: Single point injection

Port or multi-point fuel injection (MPFI)
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 engine’s heat, a measure to vaporize liquid fuel. This is unnecessary on
engines equipped with MPFI, so the intake manifold can be formed from lighter-weight 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.

Fig : Multipoint injection

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Types of Fuel Injection Systems:

Throttle body injectors or Single Point Injectors (TBI)

Single-point injection was a first step before the more complex multi-point systems came
about. Not as precise as the systems that have evolved, TBI metered fuel better than a carburetor and
was less expensive and easier to service.
Port or multi-point fuel injection (MPFI)
Multi-point fuel injection has a separate injector nozzle for each cylinder, just outside its
intake port, which is why the system is sometimes called port injection. Delivering the fuel vapor this
close to the intake port ensures that it will be drawn completely into the cylinder.
The primary advantage is that MPFI meters fuel more precisely than TBI, achieving the desired
air/fuel ratio. MPFI lessens the possibility that fuel will condense in the intake manifold.
Sequential fuel injection (SFI)
Sometimes called sequential port fuel injection (SPFI) or timed injection, SFI is a type of
multi-port injection. Though basic MPFI uses multiple injectors that spray their fuel at the same time
or in groups. Sequential fuel injection triggers each injector nozzle independently and is timed like
spark plugs. SFI sprays the fuel immediately before or as the intake valve opens.

FUEL FEED SYSTEM OF CARBURETTOR ENGINES

Fig: Automobile fuel supply system

The functions of the fuel feed system are to store fuel for the automobile engines, to supply it
to the carburetor in the required amounts and in proper condition. It also provides an indication to the
driver of the amount of fuel in the tank. In a S.I. Engine, the fuel supply system consists of a fuel
tank, fuel lines, fuel pump, fuel filter, air cleaner, carburetor and inlet manifold.
Fuel injection pumps:

An Injection Pump is the device that pumps fuel into the cylinders of a diesel engine.
Traditionally, the injection pump is driven indirectly from the crankshaft by gears, chains or a
toothed belt (often the timing belt) that also drives the camshaft. It rotates at half crankshaft speed in
a conventional four-stroke engine. Its timing is such that the fuel is injected only very slightly before

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top dead centre of that cylinder's compression stroke. It is also common for the pump belt on
gasoline engines to be driven directly from the camshaft. In some systems injection pressures can be
as high as 200 MPa (30,000 PSI).

Types of Fuel Injectors:

1. Top-Feed – Fuel enters from the in the top and exits the bottom.
2. Side-Feed – Fuel enters on the side on the injector fitting inside the fuel rail.
3. Throttle Body Injectors – (TBI) Located directly in the throttle body.

Fuel Pumps

Many types of fuel pumps are used in the modern car fuel feed systems, all of which operate
on the same principle. A fuel pump transfers petrol from the tank to carburetor [fuel injection
system] through a fine grain filter. It must deliver petrol in sufficient volume at desired pressure to
keep the carburetor (float chamber) full of petrol, irrespective of engine speed.
There are two types of pumps which are most commonly used
1. Mechanical type fuel transfer pump [A.C. Mechanical pump].
2. Electrical fuel pump [So U. Electrical pump]

Fig: Mechanical Fuel pump

(a) Mechanical Fuel Pump: A mechanically operated diaphragm type fuel pump is shown in figure.
It is mounted on the engine and is operated by an eccentric mounted on the cam shaft of the engine.
The pump consists of a spring loaded flexible diaphragm actuated by a rocker arm which in turn
operated by an eccentric. Inlet and outlet (spring loaded) valves are provided to ensure fuel flow in
the proper direction. As rocker arm is moved by the eccentric, the diaphragm is pulled down, causes

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a partial vacuum in the chamber. This causes the inlet valve to open and admits fuel into the pump
chamber through strainer. Further rotation of the eccentric will release the rocker arm and diaphragm
moves upward, causes inlet valve to close while the outlet valve opens and hence the pump delivers
fuel to the carburetor (float chamber).
When the float chamber is full of petrol, pumping of more fuel is not needed till some of it is
consumed. If the engine runs continuously at light loads, the earn shaft will be running all the time
and there is excessive pressure in the pump. This may damage the pump itself. To avoid this the
rocker arm and pull rod connection is made flexible and when the float chamber is full, the
diaphragm is not operated though the cam shaft is running.
(b) Electrical Fuel Pump: This pump contains a flexible diaphragm which is operated by electrical
means [Electro magnet]. The middle of the diaphragm is fixed to an armature. A rod extends from
middle of diaphragm and passes through a center hole in the electro magnet (solenoid). The other
end of the rod carries electrical contact points. Return springs are used to keep the diaphragm in
position. Closing the ignition switch, energies the electromagnetic winding. Thus magnetic flux is
generated which pulls the armature compressing the return spring and there by moves the diaphragm
up. This causes suction in the pump chamber and fuel is drawn into the chamber through inlet valve.
But as the armature moves, the rod disconnects the breaker points and thus interrupts the electric
supply. The electro magnet is de-energized and the armature falls back due to spring action. This
causes the diaphragm to move down creating pressure in the chamber to open outlet valve. Thus fuel
is delivered to the float chamber. The cycle repeats and fuel continues to be pumped.
These pumps need not be located close to the engine. These electrical pumps are located near
the fuel tank and are not subjected to engine heat. These pumps start operating immediately as the
ignition is switched on.

Fig: Electrical pump [S.U. type]

Fuel Injectors
Depending on the method of fuel control the injectors are classified into (1) Mechanical and
(2) Electronic type. Mechanical method is obsolete now. A governor was used to control fuel supply
and a fuel distributor was used to send the fuel to correct injector.

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(1) Mechanical Fuel injection:

Fig.: Mechanical Petrol Injection System

In this system an electrically driven fuel pump delivers the fuel at a specified pressure (700
kpa) into a metering distributor. The relief valve returns excess fuel to the tank and thus maintains
the metering distributor at constant pressure. The metering distributor supplies fuel to each injector
in turn. The quantity of fuel delivered is also controlled in the distributor by engine manifold
pressure. The injector is held closed until the fuel pressure opens it to deliver atomized spray of fuel.
(2) Electronic Fuel Injection:
An electric fuel pump draws the fuel from the tank through a filter and supplies the same to
the injectors at a pressure which is held constant by means of a fuel pressure regulator which returns
excess fuel to the tank. This prevents vapour lock in the fuel lines. The injectors are held closed by
spring and are opened by solenoids energized by ECU (electronic control unit). The strength of the
ECU control signal, which determines the open time of the injector to control the amount of fuel
injected depends upon the engine requirements which are determined by the ECU from the sensor
signals from critical locations.
The common sensors used are
1. Manifold absolute pressure (MAP) sensor.
2. Barometric pressure (BARO) sensor.
3. Throttle position sensor (TPS)
4. Coolant temperature sensor (CTS).
5. Vehicle speed sensor (VSS) etc.

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Fig: Electronic Fuel Injection System

Fuel gauges
All automotives are equipped with an electrically operated fuel gauge for indicating level of
fuel in the tank. Two types of fuel gauges are used on automobile bodies. They are - Thermostatic
type and Electromagnetic type. Both incorporate sending unit and a receiving unit.
(a) Sending Unit: It consists of a float controlled rheostat or variable resistor. The unit is mounted
on the fuel tank with float and float arm extending into the tank. The float always follows the level of
the fuel in the tank. The float position determines the amount of electrical resistance within the
variable resistor which controls the amount of electricity sent to the receiving unit on the instrument
panel.
(b) Receiving Unit: It is mounted on the instrument panel and by the amount of electricity received
from the sending unit indicates, on a calibrated gauge the amount of fuel in the tank.

Thermostatic Fuel Gauge

Here the receiving unit contains a heating coil. When the fuel tank is low at grounded sliding contact
in the sending unit controlled by the float is near the end of variable resistance wire and sends only a
small amount of current to the heating coil in the receiving unit. The heating coil activates a
bimetallic arm which moves the gauge pointer to the 'E' (empty) position. When the tank is filled, the
float rises with the fuel level and moves the grounded sliding contact toward the beginning of the
resistance wire. Thus electrical resistance decreases and current flowing to the receiving unit
increases. The heating coil in the receiving unit generates more heat and moves the pointer to the' F'
(full) position.

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Fig: Fuel gauge

A fine mesh gauge is used as a filter to clean the petrol. It is more suitable where petrol
contains very large dust particles, but not so effective in preventing the fine particles and the water
from going inside the cylinder. Ordinary chamois leather which is first moistened with petrol can be
used as an effective device which allows only petrol to pass through it and water will be intercepted.
Fine grit, of course cannot pass through it.

FUEL INJECTION PUMP

The fuel injection pump delivers accurately, metered quantity of fuel under high pressure, at
the correct instant and in the correct sequence, to the injector fitted on each engine cylinder. In most
of the engines the injection pressure ranges from 7 to 30 MPa and in some cases it may be as high as
200 MPa. The timing gears drive the injection pumps and its output is controlled by drives through
accelerator pedal. The injection system has to deliver very small volume of fuel; hence the volume of
fuel to be metered is very small for each injection. The frequency of injection is quite high. For
example, in a 4 stroke, 4 cylinder diesel engine, at maximum speed of 6000 rpm, about 150 rpm of
fuel is to be metered and injected 20 times in a second. In a two stroke engine the numbers of
injections per second are twice this valve. Generally the fuel injection pumps are classified in to
jerk pump type and distributor type;

(a) Jerk Pump type fuel injection pump:

A single cylinder jerk pump type fuel injection pump is as shown in figure. It consists of a

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spring loaded delivery valve, plunger, control sleeve and control rack. The fuel quality to be injected
is controlled by the plunger which contains a helix at its top end. The plunger in turn is operated by
using a cam and tappet.

Fig: Single cylinder jerk type fuel injection pump

In this pump, the plunger stroke remains constant, but the effective stroke is reduced by
changing the position of helix on the plunger with respect to fuel inlet port. The cam produces
forward or delivery stroke and the action of spring returns the plunger. As the plunger performs
down ward stroke, it uncovers the inlet port present in the barrel at atmospheric pressure and fills the
space above the plunger and also vertical groove and space below the helix. When the plunger raises
up, it covers the ports and compresses the fuel. The compressed fuel lifts the delivery valve and it is
supplied to the injector through the delivery valve. As the plunger moves up wards, the spill port will
be uncovered by the plunger helix and the helical groove on the plunger connects the space above the
plunger with the suction line. The oil at high pressure in the space above the plunger is by passed
back in to the pump and there by decreases pressure near the delivery valve. This closes the delivery
valve due to action of spring. The fuel quantity delivered through the delivery valve depends upon
the opening position of the spill port with respect to helical groove. Depending on the load on the

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engine, the position of helical groove with respect to spill port can be changed by rotating plunger
with control rack. The quantity of fuel can be varied from zero to that required at full load by
changing the positions of the rack.

Fig: Arrangement showing the control of fuel delivery

FUEL INJECTOR
The fuel injector is used
i) To atomize the fuel to the required degree of fineness.
ii) To distribute the fuel for proper mixing of fuel and air.
iii) To prevent fuel injection on cylinder walls and top of the piston.
iv) The fuel injection must start stop instantaneously.
A spring loaded fuel injector is as shown in figure. The fuel pump supplies fuel to the
injector and high pressure fuel lifts the spring loaded valve. The fuel is then injected into the
combustion chamber of the engine cylinder. As the pressure decreases, the valve is automatically
closed by the spring force. The duration of open period of the valve controls the amount of fuel
injected in to the combustion chamber.

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Fig: Fuel Injector

GOVERNING AND FUEL CONTROL

Governors are used on engines to keep their speeds below a set maximum. Governors
maintain engine speed constant irrespective of changes in the load. The governor is usually placed
between carburetor and intake manifold. Vacuum and centrifugal type governors are most commonly
used. The operation of vacuum type depends on the pressure of the moving fuel and air mixture.
When this pressure reaches a set value, the fuel mixture is not permitted to enter the engine at a faster
rate. The centrifugal type is attached to the cam shaft by a gear drive. The fly weight movement
attached to pivot arms of governor is used to control the flow of mixture in the carburetor, thus
controls the engine speed. If the engine load decreases the speed of engine will begin to increase, if
the fuel supply is not decreased and if load increases, speed begins to decrease, if fuel supply is not
increased. The governor supplies fuel to the engine depending on engine load and thus maintain the
speed constant. Different methods are used to control the flow of fuel and hence controls the speed
according to load.
They are
1. Hit and Miss Method: In this method, the fuel supply is completely cut off during few
cycles of the engine. This is generally used in gas engines.
2. Quality Governing: Depending on the engine load, the fuel supply per cycle of the engine is

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varied i.e. A:F ratio is changed depending on the engine load. At high loads rich mixture is
supplied and lean mixture is supplied at low loads. This method is used for diesel engines.
3. Quantity Governing: In this method, the quantity of air fuel mixture supplied is varied
according to engine load. The A/F ratio of the mixture supplied to the engine at all loads
remain nearly constant. This is used for Petrol engines.

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UNIT - 4
IGNITION SYSTEMS

INTRODUCTION

We know that in case of Internal Combustion (IC) engines, combustion of air and fuel takes
place inside the engine cylinder and the products of combustion expand to produce reciprocating
motion of the piston. This reciprocating motion of the piston is in turn converted into rotary motion
of the crank shaft through connecting rod and crank. This rotary motion of the crank shaft is in turn
used to drive the generators for generating power. We also know that there are 4-cycles of operations
viz.: suction; compression; power generation and exhaust.

These operations are performed either during the 2-strokes of piston or during 4-strokes of
the piston and accordingly they are called as 2-stroke cycle engines and 4-stroke cycle engines.

In case of petrol engines during suction operation, charge of air and petrol fuel will be taken
in. During compression this charge is compressed by the upward moving piston. And just before the
end of compression, the charge of air and petrol fuel will be ignited by means of the spark produced
by means of for spark plug. And the ignition system does the function of producing the spark in case
of spark ignition engines.

Figure shows atypical spark plug used with petrol engines. It mainly consists of a central
electrode and metal tongue. Central electrode is covered by means of porcelain insulating material.
Through the metal screw the spark plug is fitted in the cylinder head plug. When the high tension
voltage of the order of 30000 volts is applied across the spark electrodes, current jumps from one
electrode to another producing a spark.

Whereas in case of diesel (Compression Ignition-CI) engines only air is taken in during
suction operation and in compressed during compression operation and just before the end of
compression, when diesel fuel is injected, it gets ignited due to heat of compression of air.
Once the charge is ignited, combustion starts and products of combustion expand, i.e. they

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force the piston to move downwards i.e. they produce power and after producing the power the gases
are exhausted during exhaust operation.

Objectives
After studying this unit, you should be able to
 Explain the different types of ignition systems,
 Differentiate between battery and magneto ignition system
 Know the drawbacks of conventional ignition system, and
 Appreciate the importance of ignition timing and ignition advance.

IGNITION SYSTEM TYPES

Basically Convectional Ignition systems are of 2 types :

(a) Battery or Coil Ignition System, and
(b) Magneto Ignition System.

Both these conventional, ignition systems work on mutual electromagnetic induction principle.

Battery ignition system was generally used in 4-wheelers, but now-a-days it is more
commonly used in 2-wheelers also (i.e. Button start, 2-wheelers like Pulsar, Kinetic Honda; Honda-
Activa, Scooty, Fiero, etc.). In this case 6 V or 12 V batteries will supply necessary current in the
primary winding. Magneto ignition system is mainly used in 2-wheelers, kick start engines.
(Example, Bajaj Scooters, Boxer, Victor, Splendor, Passion, etc.).

In this case magneto will produce and supply current to the primary winding. So in magneto ignition
system magneto replaces the battery.

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Battery or Coil Ignition System

Figure shows line diagram of battery ignition system for a 4-cylinder petrol engine. It mainly
consists of a 6 or 12 volt battery, ammeter, ignition switch, auto-transformer (step up transformer),
contact breaker, capacitor, distributor rotor, distributor contact points, spark plugs, etc. Note that the
Figure 4.1 shows the ignition system for 4-cylinder petrol engine, here there are 4-spark plugs and
contact breaker cam has 4-corners. (If it is for 6cylinder engine it will have 6-spark plugs and contact
breaker cam will be a perfect hexagon).
The ignition system is divided into 2-circuits:
1. Primary Circuit : It consists of 6 or 12 V battery, ammeter, ignition switch, primary winding it
has 200-300 turns of 20 SWG (Sharps Wire Gauge) gauge wire, contact breaker, capacitor.
2. Secondary Circuit: It consists of secondary winding. Secondary winding consists of about 21000
turns of 40 (S WG) gauge wire. Bottom end of which is connected to bottom end of primary and
top end of secondary winding is connected to centre of distributor rotor. Distributor rotors rotate
and make contacts with contact points and are connected to spark plugs which are fitted in
cylinder heads (engine earth).

WORKING
When the ignition switch is closed and engine in cranked, as soon as the contact breaker
closes, a low voltage current will flow through the primary winding. It is also to be noted that the
contact beaker cam opens and closes the circuit 4-times (for 4 cylinders) in one revolution. When the
contact breaker opens the contact, the magnetic field begins to collapse. Because of this collapsing
magnetic field, current will be induced in the secondary winding. And because of more turns (@
21000 turns) of secondary, voltage goes unto 28000-30000 volts

This high voltage current is brought to centre of the distributor rotor. Distributor rotor rotates
and supplies this high voltage current to proper stark plug depending upon the engine firing order.
When the high voltage current jumps the spark plug gap, it produces the spark and the charge is
ignited-combustion starts-products of combustion expand and produce power.

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Note:
The Function of the capacitor is to reduce arcing at the contact breaker (CB) points. Also
when the CB opens the magnetic field in the primary winding begins to collapse. When the magnetic
field is collapsing capacitor gets fully charged and then it starts discharging and helps in building up
of voltage in secondary winding. Contact breaker cam and distributor rotor are mounted on the same
shaft. In 2-stroke cycle engines these are motored at the same engine speed. And in 4-stroke cycle
engines they are motored at half the engine speed.

Magneto Ignition System

In this case magneto will produce and supply the required current to the primary winding. In
this case as shown, we can have rotating magneto with fixed coil or rotating coil with fixed magneto
for producing and supplying current to primary, remaining arrangement is same as that of a battery
ignition system.
Figure shows the line diagram of magneto ignition system.

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COMPARISON BETWEEN BATTERY AND MAGNETO IGNITION SYSTEM

Sl.No Battery Ignition Magneto Ignition

1 Battery is a must. No battery needed.
Battery supplies current in primary circuit. Magneto produces the required current for
2
primary circuit.
A good spark is available at low speed also. During starting the quality of spark is poor due to
3
slow speed.
4 Occupies more space. Very much compact.
Recharging is a must in case battery gets No such arrangement required.
5
discharged.
Mostly employed in car and bus for which Used on motorcycles, scooters, etc.
6
it is required to crank the engine.
7 Battery maintenance is required. No battery maintenance problems.

DRAWBACKS (DISADVANTAGES) Of CONVENTIONAL IGNITION SYSTEMS

Following are the drawbacks of conventional ignition systems:

1. Because of arcing, pitting of contact breaker point and which will lead to regular maintenance
problems.
2. Poor starting: After few thousands of kilometers of running, the timing becomes inaccurate,
which results into poor starting (Starting trouble).

3. At very high engine speed, performance is poor because of inertia effects of the moving parts in
the system.
4. Sometimes it is not possible to produce spark properly in fouled spark plugs.
In order to overcome these drawbacks Electronic Ignition system is used.
ADVANTAGES OF ELECTRONIC IGNITION SYSTEM

Following are the advantages of electronic ignition system:

1. Moving parts are absent-so no maintenance.

2. Contact breaker points are absent-so no arcing.
3. Spark plug life increases by 50% and they can be used for about 60000 km without any problem.
4. Better combustion in combustion chamber, about 90-95% of air fuel mixture is burnt compared
with 70-75% with conventional ignition system.
5. More power output.

6. More fuel efficiency.

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TYPES OF ELECTRONIC IGNITION SYSTEM

Electronic Ignition System is as follows:

1. Capacitance Discharge Ignition system
2. Transistorized system
3. Piezo-electric Ignition system
4. The Texaco Ignition system

Capacitance Discharge Ignition System

It mainly consists of 6-12 V battery, ignition switch, DC to DC convertor, charging

resistance, tank capacitor, Silicon Controlled Rectifier (SCR), SCR-triggering device; step up
transformer, spark plugs. A 6-12 volt battery is connected to DC to DC converter
i.e., power circuit through the ignition switch, which is designed to give or increase the voltage to
250-350 volts. This high voltage is used to charge the tank capacitor (or condenser) to this voltage
through the charging resistance. The charging resistance is also so designed that it controls the
required current in the SCR.

Figure: Capacitance Discharge Ignition System

Depending upon the engine firing order, whenever the SCR triggering device, sends a pulse,
then the current flowing through the primary winding is stopped. And the magnetic field begins to
collapse. This collapsing magnetic field will induce or step up high voltage current in the secondary,
which while jumping the spark plug gap produces the spark, and the charge of air fuel mixture is
ignited.

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Transistorized Assisted Contact (TAC) Ignition System

Figure shows the TAC system.
Advantages
The low breaker-current ensures longer life.
The smaller gap and lighter point assembly increase dwell time minimize contact bouncing and
improve repeatability of secondary voltage.
The low primary inductance reduces primary inductance reduces primary current drop-off at high
speeds.
Disadvantages
As in the conventional system, mechanical breaker points are necessary for timing the spark.
The cost of the ignition system is increased.
The voltage rise-time at the spark plug is about the same as before.

Figure: Transistorized Assisted Contact (TAC) Ignition System

Piezo-electric Ignition System

The development of synthetic piezo-electric materials producing about 22 kV by mechanical
loading of a small crystal resulted in some ignition systems for single cylinder engines. But due to
difficulties of high mechanical loading need of the order of 500 kg timely control and ability to
produce sufficient voltage, these systems have not been able to come up.
The Texaco Ignition System
Due to the increased emphasis on exhaust emission control, there has been a sudden interest
in exhaust gas recirculation systems and lean fuel-air mixtures. To avoid the problems of burning of
lean mixtures, the Texaco Ignition system has been developed. It provides a spark of controlled
duration which means that the spark duration in crank angle degrees can be made constant at all
engine speeds. It is a AC system. This system consists of three basic units, a power unit, a control
unit and a distributor sensor. This system can give stable ignition up to A/F ratios as high as 24
FIRING ORDER
The order or sequence in which the firing takes place, in different cylinders of a multi
cylinder engine is called Firing Order.
In case of SI engines the distributor connects the spark plugs of different cylinders
according to Engine Firing Order.

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Advantages
A proper firing order reduces engine vibrations.
Maintains engine balancing.
Secures an even flow of power.
1. 3 cylinder = 1-3-2
2. 4 cylinder engine (inline) = 1-3-4-2, 1-2-4-3
3. 4 cylinder horizontal opposed engine = 1-4-3-2 (Volkswagen engine)
4. 6-cylinder in line engine = 1-5-3-6-2-4 (Cranks in 3 pairs) 1-4-2-6-3-5, 1-3-2-6-4-5,
i. 1-2-4-6-5-3
5. 8 cylinder in line engine = 1-6-2-5-8-3-7-4, 1-4-7-3-8-5-2-6
6. 8 cylinder V type 1-5-4-8-6-3-7-2, 1-5-4-2-6-3-7-8, 1-6-2-5-8-3-7-4, 1-8-4-3-6-5-7-2
Cylinder 1 is taken from front of inline and front right side in V engines

IMPORTANCE OF IGNITION TIMING AND IGNITION ADVANCE

Ignition timing is very important, since the charge is to be ignited just before (few degrees
before TDC) the end of compression, since when the charge is ignited, it will take some time to come
to the required rate of burning.
Ignition Advance
The purpose of spark advance mechanism is to assure that under every condition of engine
operation, ignition takes place at the most favorable instant in time i.e. most favorable from a
standpoint of engine power, fuel economy and minimum exhaust dilution. By means of these
mechanisms the advance angle is accurately set so that ignition occurs before TDC point of the
piston. The engine speed and the engine load are the control quantities required for the automatic
adjustment of the ignition timing. Most of the engines are fitted with mechanisms which are integral
with the distributor and automatically regulate the optimum spark advance to account for change of
speed and load. The two mechanisms used are :
(a) Centrifugal advance mechanism, and
(b) Vacuum advance mechanism.

Centrifugal Advance Mechanism

The centrifugal advance mechanism controls the ignition timing for full- load operation. The
adjustment mechanism is designed so that its operation results in the desired advance of the spark.
The cam is mounted, movably, on the distributor shaft so that as the speed increases, the flyweights
which are swung farther and farther outward, shaft the cam in the direction of shaft rotation. As a
result, the cam lobes make contact with the breaker lever rubbing block somewhat earlier, thus
shifting the ignition point in the early or advance direction. Depending on the speed of the engine,

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AUTOMOBILE ENGINEERING 15ME655
and therefore of the shaft, the weights are swung outward a greater or a lesser distance from the
center. They are then held in the extended position, in a state of equilibrium corresponding to the
shifted timing angle, by a retaining spring which exactly balances the centrifugal force. The weights
shift the cam either or a rolling contact or sliding contact basis; for this reasons we distinguish
between the rolling contact type and the sliding contact type of centrifugal advance mechanism.

The beginning of the timing adjustment in the range of low engine speeds and the continuous
adjustment based on the full load curve are determined by the size of the weights by the shape of the
contact mechanisms (rolling or sliding contact type), and by the retaining springs, all of which can be
widely differing designs. The centrifugal force controlled cam is fitted with a lower limit stop for
purposes of setting the beginning of the adjustment, and also with an upper limit stop to restrict the
greatest possible full load adjustment. A typical sliding contact type centrifugal advance mechanism
is shown in Figures 4.6(a) and (b).

Vacuum Advance Mechanism

Vacuum advance mechanism shifts the ignition point under partial load operation. The
adjustment system is designed so that its operation results in the prescribed partial load advance
curve. In this mechanism the adjustment control quantity is the static vacuum prevailing in the
carburetor, a pressure which depends on the position of the throttle valve at any given time and
which is at a maximum when this valve is about half open. This explains the vacuum maximum. The
diaphragm of a vacuum unit is moved by changes in gas pressure. The position of this diaphragm is
determined by the pressure differential at any given moment between the prevailing vacuum and
atmospheric pressure. The beginning of adjustment is set by the pre-established tension on a
compression spring. The diaphragm area, the spring force, and the spring rigidity are all selected in
accordance with the partial – load advance curve which is to be followed and are all balanced with
respect to each other. The diaphragm movement is transmitted through a vacuum advance arm
connected to the movable breaker plate, and this movement shifts the breaker plate an additional

ARUN.R, Assistant Professor, Dept., of Mech., Engg. SVIT, B’LURU-64. Page 85

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AUTOMOBILE ENGINEERING 15ME655
amount under partial load condition in a direction opposite to the direction of rotation of the
distributor shaft. Limit stops on the vacuum advance arm in the base of the vacuum unit restrict the
range of adjustment. The vacuum advance mechanism operates independent of the centrifugal
advance mechanism. The mechanical interplay between the two advance mechanisms, however,
permits the total adjustment angle at any given time to be the result of the addition of the shifts
provided by the two individual mechanisms operates in conjunction with the engine is operating
under partial load.

ARUN.R, Assistant Professor, Dept., of Mech., Engg. SVIT, B’LURU-64. Page 86