PRINCIPLE OF CARBURETOR

In the SI engine a combustible fuel air

mixture is prepared outside the engine
cylinder. The process of preparing this
mixture is called carburetion. This
complicated process is achieved in
induction system. The carburetor, a
device which atomize the fuel and
mixes it with air, is the most important
part of the induction system the pipe
that carries the prepared mixture to
the engine cylinder is called the intake
manifold.

During the suction stroke vacuum is created in the cylinder which causes the air to
flow through the carb and the fuel to be sprayed from the fuel jets bcz of the
volatility of the fuel most of the fuel vaporizes and forms a combustible A/F mixture
however some of the larger droplets may reach the cylinder in the liquid form and
must be vaporized and mixed with air during the compression stroke before ignition
by the electric spark. Four impt factors which significantly affect the process of
carburetion are 1)the time available for the preparation of the mix 2)the temp of the
incoming air of the intake manifold 3)d quality of d fuel supply 4)d design of d
induction system and combustion chamber. Atomization, mixing and vaporization
are the processes which require a finite time to occur in high speed engines d time
available for mix formation is very small to complete this processes during such a
small period requires great ingenuity in designing d carburetion system. temp is the
factor which control d vaporization process of d fuel the volatility of d fuel affect the
vaporization n distribution of fuel.
PRINCIPLE OF FUEL INJECTION
The performance of diesel engines is heavily influenced by their injection system
design. In fact, the most notable advances achieved in diesel engines resulted
directly from superior fuel injection system designs. While the main purpose of the
system is to deliver fuel to the cylinders of a diesel engine, it is how that fuel is
delivered that makes the difference in engine performance, emissions, and noise
characteristics.Unlike its spark-ignited engine counterpart, the diesel fuel injection
system delivers fuel under extremely high injection pressures. This implies that the

system component designs and materials should be selected to withstand higher

stresses in order to perform for extended durations that match the engines
durability targets. Greater manufacturing precision and tight tolerances are also
required for the system to function efficiently. In addition to expensive materials and
manufacturing costs, diesel injection systems are characterized by more intricate
control requirements. All these features add up to a system whose cost may
represent as much as 30% of the total cost of the engine.The main purpose of the
fuel injection system is to deliver fuel into the cylinders of an engine. In order for
the engine to effectively make use of this fuel:
1) Fuel must be injected at the proper time, that is, the injection timing must be
controlled and
2) The correct amount of fuel must be delivered to meet power requirement,
that is, injection metering must be controlled.
However, it is still not enough to deliver an accurately metered amount of fuel at
the proper time to achieve good combustion. Additional aspects are critical to
ensure proper fuel injection system performance including:

Fuel atomizationensuring that fuel atomizes into very small fuel particles is
a primary design objective for diesel fuel injection systems. Small droplets
ensure that all the fuel has a chance to vaporize and participate in the
combustion process. Any remaining liquid droplets burn very poorly or are
exhausted out of the engine. While modern fuel injection systems are able to
produce fuel atomization characteristics far exceeding what is needed to
ensure complete fuel evaporation during most of the injection process, some
injection system designs may have poor atomization during some brief but
critical periods of the injection phase. The end of the injection process is one
such critical period.

Bulk mixingWhile fuel atomization

and complete evaporation of fuel is
critical, ensuring that the evaporated
fuel has sufficient oxygen during the
combustion process is equally as
important to ensure high combustion
efficiency and optimum engine
performance. The oxygen is provided
by the intake air trapped in the cylinder
and a sufficient amount must be
entrained into the fuel jet to completely mixed with the available fuel during
the injection process and ensure complete combustion.

Air utilizationEffective utilization of the air in the combustion chamber is

closely tied to bulk mixing and can be accomplished through a combination of
fuel penetration into the dense air that is compressed in the cylinder and
dividing the total injected fuel into a number of jets.

MECHANICAL DIAPHARAGM PUMP

It is bolted to d engine block or crankcase so that d rocker r slides on a pump
operating cam on d engine cam saft or infront of the timing gear or timing
chain sprocket. It consist of a high grade cotton diaphragm impregated with
synthetic rubber. The movement of the diaph sucks fuel from d fuel tank n
pusses it to d carburetor as d cam rotate, it operates d rocker arm which in
turn pusses the diaph up and down. The downward movement of the diaph
sucks the fuel through the strainer from d fuel tank. The upward movement of
the diaph pusses d fuel up which causes the inlet valve to close an outlet
valve to open. The fuel through d outlet valve goes to the carburetor. If the

float chamber of s carburetor is completely filled up and there is no need of

pumping more fuel till some of it consumed and engine continues to run, d
pump will built up excessive pr in it which may damage d pump itself. To
avoid this connection between d rocker arm and the pull rod is made flexible
with d help of springs. When d fuel pr in d pump increases it compresses d
diaph spring n rocker arm spring which separate d rocker arm from d
eccentric. thus although the cam is running continuously d pump is not
operated till d fuel pr decreases in it. In this manner d fuel supply to d carb is
regulated in accordance with its need.
VALVE TIMING DIAGRAM

ACKERMANN STEERING
This mechanism consist of
KL connected to the short
and BD of the two front
through the sort arms AK and
forming bell crank levers CAK
respectively. When the
running straight, the cross
parallel to AB, the sort arm AK
both make angle to the
axis of chassis. In order to
the fundamental eq for

cross link
axle AC
wheels
BL
and DBL
vehicle is
link KL is
and BL
horizontal
satisfy
correct

steering, the link AK and KL are suitably proportioned and angle is suitably
selected. For correct steering,
Cot-cos=b/l
; the value of b/l is b/w 0.4 and 0.5, generally 0.455.the value
Cot-cos corresponds to the positions when steering is correct. In fact, there are
three values of angle which gives correct steering of the vehicle first while its
turning to left, second while it is turning to right and third while it is running
straight.