SHRI VAISHNAV INSTITUTE OF TECHNOLOGY AND

SCIENCE
INDORE (M.P.)

Session:-2015-16

LAB MANUAL: INTERNAL COMBUSTION ENGINES

Submitted By: -

Submitted To:-

_____________________

Mr. Abhay Singh Gehlot

DEPARTMENT OF MECHANICAL ENGINEERING

Shri Vaishnav Institute of Technology and Science, Indore, (M.P.)
Gram:-Baroli, Sanwer Road (Pin:-453111)

SHRI VAISHNAV INSTITUTE OF TECHNOLOGY AND SCIENCE,

INDORE

DEPARTMENT OF MECHANICAL ENGINEERING

LIST OF EXPERIMENTS

THIRD YEAR SIXTH SEMESTER

SUB.CODE ME -604 (INTERNAL COMBUSTION ENGINE)

S.NO
.

DESCRIPTION
Determination of Valve timing diagram.

1
2
3
4
5
6
7
8

Load test of Petrol engine

Heat Balance of SI Engine.
Heat Balance of CI Engine.
Study of Battery ignition system and electronic ignition system.
Study of Diesel fuel pump.
Study of Diesel fuel injectors.
Study of Carburetors.
Study of Fuel Injection system in SI Engine.

9
Study of lubricating system in CI Engines.
10

SHRI VAISHNAV INSTITUTE OF TECHNOLOGY AND SCIENCE,

INDORE

DEPARTMENT OF MECHANICAL ENGINEERING

SUBJECT: INTERNAL COMBUSTION ENGINE (ME-604)
________________________________________________________________________

Experiment No.: 1
Date of Conduction:
Date of submission:
Aim: Determination of Valve timing diagram.
APPARATUS USED: - Four-Stroke, Single-Cylinder Diesel Engine Test Rig, Sprit
Level, Marking Pencil, & Device for measuring crank angle.

THEORY:In four- stroke S. I. Engine the opening and closing of the valves and the ignition of the air fuel
mixture do not take place exactly at the dead centre positions. The valve open slightly earlier
and close after their respective dead centre positions. The ignition also occurs prior, to the
mixture is fully compressed, and the piston reaches the top dead centre position. Similarly in a
C. I. Engine both the valves do not open and close exactly at dead centre positions, rather
operate at some degree on either side in terms of the crank angles from the dead centre
positions. The injection of the fuel is also timed to occur earlier.

PROCEDURE:1) Fix a plate on the body of the Engine touching the flywheel.
2) Mark the positions of the both the dead centers on the flywheel with the reference to
the fixed plate. TDC and BDC in case of vertical Engines, IDC and ODC in case of
horizontal Engines.
3) Mark on the flywheel when the inlet and exhaust valves open and close as the
flywheel is rotated slowly.
4) Measure the valves (Tappet) Clearance.
5) Mark the spark ignition timing in case of petrol Engine and fuel injection timing in
case of Diesel Engine.

6) Measure the angles of the various events and plot the valve timing diagram.

OBSERVATIONS TABLE :Sl. No.

Engine Types

Tappet Clearance
Inlet Valve

( mm )

Exhaust
Valve

( mm )
1.

Valve Timings
Inlet Valve

Exhaust Valve

Open

Close

Open

Close

( )

( )

( )

Injection
Timing

( )

Four-Stroke,
SingleCylinder
(Vertical)
Diesel Engine.

CALCULATIONS:-

RESULT:-Based on final calculation valve timing diagram is drawn and compare with the
standard valve timing diagram.

SHRI VAISHNAV INSTITUTE OF TECHNOLOGY AND SCIENCE,

INDORE

DEPARTMENT OF MECHANICAL ENGINEERING

SUBJECT: INTERNAL COMBUSTION ENGINE (ME-604)
________________________________________________________________________

Experiment No.: 2
Date of Conduction:
Date of submission:
Aim: Load test Petrol engine.
APPARATUS: Engine test rig with electrical loading-using a generator/alternator, stop watch
and tachometer.
SPECIFICATIONS OF THE ENGINE:
Make: Greaves
Capacity : 3 HP (2.2kw)
Speed : 3000 rpm
Size of cylinder
Bore- 70 mm
Stroke- 66.7 mm
Swept volume- 256 cc
4 stroke, vertical engine (center line of cylinder), rope started, air cooled, petrol engine.
Specific gravity of fuel (petrol)- 0.71-0.78
Calorific value of fuel sample- 10300 kcal/kg
PRINCIPLEThw engine develops power using petrol is coupled to an alternator which act as the loading
device. The electric power generated by alternator is absorbed by a water load (water rheostat).
The absorbed energy is measured using a voltmeter and ammeter. By measuring the fuel
consumption rate and power available.
TFC, BHP (output power), input, brake thermal efficincy, SFC etc.

In a petrol engine fuel + air is taken as the charge during suction stroke. Hence the atmospheric
air enters the carburetor through air filter and sucked into the engine cylinder. At the end of
compression, by a spark (magnetic ignition) produced by the spark plug ignited the fuel and
power is generated. The burnt gases are sent out during exhaust stroke. Engine can be started in
many ways-Cranking- manual or started motor
-kick start
-rope start- to rotate the flywheel and attain sufficient momentum for compression.
All the engines are to be cooled and air or water coolant is used.
In order to lubricate the moving parts (for reducing) mix, dip, drop, wig, splash or forced
(pumping) lubrication is used. The detailed procedure is given below.

MODEL CALCULATION-

SHRI VAISHNAV INSTITUTE OF TECHNOLOGY AND SCIENCE,

INDORE
DEPARTMENT OF MECHANICAL ENGINEERING
SUBJECT: INTERNAL COMBUSTION ENGINE (ME-604)
________________________________________________________________________

Experiment No.: 3
Date of Conduction:
Date of submission:
Aim: Heat Balance of SI Engine.
APPARATUS REQUIRED:
Tachometer, Stop watch, Thermometer, Water flow meter.

ENGINE DETAILS:
Brake Power

in kW

Bore

mm

Stroke

mm

Calorific value

CV

kJ / kg

Density of fuel

grams / cc

Orifice Area

m2

FORMULAE:
1. Total Fuel consumption:
TFC = (

/ tf) x f x (3600/1000)

Where,
tf = Time taken to consume

cc of fuel in seconds

f = Density of fuel in Grams per cc

2. Total heat input:
i

Where,

=Tfc x CV / 60

kg / hr

kJ / min

CV = Calorific value of fuel

3. Heat equivalent of brake output:
o

= P x 60 kJ/min

Where,
P

= Brake power in kilo watts

= 2 NT / 60000

kW

Where,
N

= Speed in rpm

= Torque in Nm

4. Heat carried by cooling water:

x Cpw (T2 T1) kJ / min
cw =

Where,

= cooling water flow rate in kg/min

= (Vw/tw) x w x 60
Where,
tw

Vw

= volume of cooling water measured in litres

= time for volume of water measured in seconds

Cpw
w

= Specific heat capacity of water in kJ/kg K

= Density of water

= 1 kg/litre

T1 & T2 = temperature of cooling water at inlet and outlet

5. Heat carried by exhaust gas
Ex

Where,

TR

kJ/min
x Cpg (TEx TR) kJ / min

Temperature of air inlet

TEx Temperature of Exhaust gas

Cpg

Specific heat of Exhaust gas in kJ/kg K

= Mass of exhaust gas=

+ TFC / 60

kg / min

= mass flow rate of air

= Cd x A ( 2g ha ) 0.5 a x 60

kg / min

Where,
Cd

- Coefficient of discharge of orifice

- Orifice area in m2

- Acceleration due to gravity in m / sec2

ha

- head difference in m of air = (

hm

- manometric difference in centimeters of manometric fluid

m
a

) x (m / a)

- Density of manometric fluid in kg / m 3

-Density of air in kg / m3

6. Unaccounted heat loss:

Un

cw

Ex

7. Air / fuel ratio:

=

/ (TFC/60)

Where,

- Mass of air per min

DESCRIPTION:
The engine is a four stroke Four cylinder in-line petrol engine connected with Hydraulic
dynamometer. The water flow meter is connected to measure the mass flow rate of water. Fuel
consumption can be measured by a burette connected in a three way cock from fuel tank. The exhaust
gas temperature and the cooling water inlet and outlet temperatures can be measured by the

thermocouple provided. An orifice meter is provided in the air inlet tank to measure the flow rate of
air to the engine.
PROCEDURE:

1.
2.
3.
4.

Check the cooling water supply and fuel line for air lock.
Release the entire load on the engine, Start the engine
Take the measurements at various loads and calculate the various quantities.
Draw the pie-chart at any two loads.

OBSERVATION:
Temperature of air inlet = TR

s.
no

Torque
(Nm)

Manometer Difference
Cm
Speed
(rpm)

hm
=(h1-h2)

Time for
cc of
fuel
consumption
tf sec

Time
for Vw
litres
of
water
tw sec

Cooling
Exhaust
water to
gas
engine
temp
Inlet Outlet
TEx
T1
T2

1
2

RESULT:
S.

Brake

no

Power fuel
kW

Air - Heat input

Heat equivalent Heat

carried Heat

of brake output

cooling by

ratio

by
water

carried UnExhaust accounted

gas

losses

(P)

kJ/mi
n
1
2

cw

kJ/min

kJ/min

Ex

Un

kJ/mi

kJ/mi

SHRI VAISHNAV INSTITUTE OF TECHNOLOGY AND SCIENCE,

INDORE
DEPARTMENT OF MECHANICAL ENGINEERING
SUBJECT: INTERNAL COMBUSTION ENGINE (ME-604)
________________________________________________________________________

Experiment No.: 4
Date of Conduction:
Date of submission:
Aim: Heat Balance of CI Engine.
APPARATUS USED: - Single-Cylinder Diesel Engine (constant speed) test rig, stop watch
and digital tachometer
THEORY:The thermal energy produced by the combustion of fuel in an engine is not
completely utilized for the production of the mechanical
Power. The thermal efficiency of i.c. engine is about 33%. Of the available heat energy is the
fuel, about 1/3 is lost through the exhaust system, and 1/3 is absorbed and dissipated by the
cooling system.
It is the purpose of heat balance sheet to know the heat energy distribution, that is, how and
where the input energy from the fuel is distributed.
The heat balance sheet of an I.C. engine includes the following heat distribution:
a.
b.
c.
d.
e.

Heat energy available from the fuel brunt.

Heat energy equivalent to output brake power.
Heat energy lost to engine cooling water.
Heat energy carried away by the exhaust gases.
Unaccounted heat energy loss.

FORMULE USED:(i)

Torque T=9.81WReffective
N-m
; Where Reffective
= (D+d)/2 or (D+TBelt)/2
W (Load) = (S1-S2) kg,
Brake power, B P =(2NT)/60000
KW
; Where N=rpm,
T=torque
N-m,

-6
Fuel consumption, m =(50ml 10
)/(t)

(ii)
(iii)

m, and

kg/sec

fuel

Here; 1ml=10-3 liters, and 1000 liters= 1 m3

(iv)
(v)
(vi)
(vii)

So 1 ml= 10-6 m3
Heat energy available from the fuel brunt, Qs = mfc.v.3600 KJ/hr
Heat energy equivalent to output brake power, QBp=BP3600
KJ/hr
Heat energy lost to engine cooling water, QCW= mw Cw (two- twi )3600 KJ/hr
Heat energy carried away by the exhaust gases, Q EG = mfg Cfg (tfg - tair ) 3600
KJ/hr
h

; Where m = (m + m ) kg. /sec, and m C A 2 g

fg

Air

Air =

Kg/sec
; Where Cd (co-efficient of discharge) =0.6,

(viii)

Air

Air

=( Pa

Water

102)/ (R Ta)

Kg/m3 ,
Ao (Area of orifice )= ( do2 )/4 m2, P1=1.01325 BAR, R=0.287 KJ/Kg. K,
0
Ta = (ta + 273 ) K,
ta = Ambient Temperature
C
Unaccounted heat energy loss, Qunaccounted = Qs {QBP + QCW + QEG } KJ/hr

PROCEDURE:1.
2.
3.

4.

5.
6.
7.

Before starting the engine check the fuel supply, lubrication oil, and availability of
cooling water.
Set the dynamometer to zero load and run the engine till it attain the working temperature
and steady state condition.
Note down the fuel consumption rate, engine cooling water flow rate, inlet and outlet
temperature of the engine cooling water, Exhaust gases cooling water flow rate, Air flow
rate, and inlet temperature.
Set the dynamometer to 20% of the full load, till it attains the steady state condition.
Note down the fuel consumption rate, Engine cooling water flow rate, inlet and outlet
temperature of the engine cooling water, Exhaust gases cooling water flow rate, Air flow
rate, and Air inlet temperature.
Repeat the experiment at 40%, 60% and 80% o the full load at constant speed.
Disengage the dynamometer and stop the engine.
Do the necessary calculation and the heat balance sheet.

OBSERVATIONS:Engine Speed, N

=1500

No. of Cylinders, n

= Single

Calorific Value of fuel, C.V.

rpm

= 380000 KJ/Kg

Specific heat of water, Cw

= 4.187

KJ/Kg. K

Specific heat of Exhaust flue Gases, Cfg

= 2.1

KJ/Kg .K

Gas Constant, R

=0.287

KJ/kg. K

Ambient Temperature, ta

Atmospheric Pressure, Pa

= 1.01325 bar

Orifice Diameter, d0

= 25 10-3m

Co-efficient of Discharge, Cd
Density of fuel (Diesel),
Density of Water,

= 0.6
= 810 to 910 Kg/m3

Fuel

=1,000 Kg/m3

Water

Brake drum Diameter, D

=181.5 10-3 m

Rope Diameter, d

Or Belt thickness, tBelt

= 5.5 10-3 m

OBSERVATIONS TABLE:s.
no
.

Engin
e
speed
N

Dynamomete
r
spring
balance
readings, kg

Time
taken
for
50

Engine
coolin
g water
flow

Engine
Exhaust gas Manomete
cooling water Temperatur r Reading,
h
temperatures, e, tfg (0C)
(m)
0
( C)

(rpm)

1.

1500

2.

1500

3.

1500

4.

1500

S1
(Kg)

S2
(Kg)

ml
fuel,
t
(sec.
)

Rate,
mw
(Kg/hr
)

Twi
(0C)

Two
(0C)

RESULT TABLE:
S1. No.

1.

Engine
speed,
(rpm)
1500

2.

1500

3.

1500

4.

1500

Brake
Fuel
N Power, BP consumption,
(KW)
mf (Kg/hr)

Air Flow Exhaust

gas
Rate, mair Flow Rate, mfg
(Kg/hr)
(kg/hr)

RESULT:-

SHRI VAISHNAV INSTITUTE OF TECHNOLOGY AND SCIENCE,

INDORE
DEPARTMENT OF MECHANICAL ENGINEERING
SUBJECT: INTERNAL COMBUSTION ENGINE (ME-604)
________________________________________________________________________

Experiment No.: 5
Date of Conduction:
Date of submission:
Aim: Study of Battery ignition system and electronic ignition system.
Requirements: Battery Ignition System.
THEORY:The essential components of battery ignition system are:1. Battery 2. Ignition coil with ballast register 3. Ignition switch 4. Contact breaker
5.Condenser 6. Distributer 7. Spark plug
Battery- the required electrical energy for functioning of the system in provided by a battery of 6
or R volts. Its acts as an accumulation and it are changed by a dynamo driven by the engine due
to electro chemical energy into electrical energy.
The battery must be mechanically strong to with stand the strain to which it is constantly
subjected.
Two types of batteries are used S.I. engine namely the lead acid batteries suitable for light

commercial vehicle and the alkali batteries suitable for heavy duty vehicle.
Ignition Coil With Ballast resistor-

 The ignition coil consists of soft iron strips found together by a insulating material which
support three terminals.

The secondary winding is connecting to H.T. general terminal to the central terminal to

the distributer.

The ballast resistor is made up of from its electrical resistance increase rapidly after a

certain temp is reached.

Due to additional resistance in the primary circuit it holds the primary down to safe

value. However during the hold starting of the engine this resister is passed to allow move
primary current to flow in the primary circuit.
Ignition Switch battery is connected of ignition coil through the can by turned on or off at
will.
Contact Breaker- It is a mechanical device and breaking the primary circuit of ignition coil. It
consist of a fixed metal usually of tungsten this point because against another metal point which
is on a spring loaded pivoted arm each contact pivoted has a circular flat face of 3 mm dia. Each.
Condenser- it consist of sheets of separated by material placed face to face. One sheet of metal
coil connected case of the condenser and so on alternatively.
Distributer- it distributer includes the contact breaker point and the mechanism for
automatically.
The spark timing in accordance with engine speed for optimum power to the developed by the
engine.
Working- the ignition switch provided connect and disconnect the ignition system from the
battery so that the engine can be started or stopped at will.

When the ignition switch is on the contact breaker point are closed. Thus allows the

current to flow from battery through primary winding of the ignition coil and back to battery
through earthling.

It develops a magnetic field across the primary winding and includes a back any which

copper the battery current.

ELECTRONIC IGNITION SYSTEM:

Transistorized coil ignition (TCL) systemTCL system the conventional battery ignition system for automobile application:This has been found to after decide the increasing voltage required for high the engine longer
plug reduced and wear system and in this case the point are connected to the further connected to
the primary winding of coil therefore in those method of the current flow in the primary current
through the contact point to approximately 10th of the reduced of a conventional system. In this
system the emitter of the ignition coils through ballast resistor and the collection to the battery.

ADVANTAGES OF TCL SYSTEM1.

2.
3.
4.

Higher ignition voltage and a long duration of spark.

Reduced wear of C.B. point.
Consistency of spark voltage entire speed rang.
Increased dwell and less contact bounce.

DISADVANTAGE OF TCL SYSTEM:1. System requires the contact for timing the spark. However the wear of C.B. point is
reduced.
2. The voltage rise time at the spark plug is almost the same (or even greater) as that in the
convention system.

SHRI VAISHNAV INSTITUTE OF TECHNOLOGY AND SCIENCE,

INDORE
DEPARTMENT OF MECHANICAL ENGINEERING
SUBJECT: INTERNAL COMBUSTION ENGINE (ME-604)
________________________________________________________________________

Experiment No.: 6
Date of Conduction:
Date of submission:

Aim: Study of Diesel fuel pump.

Requirements:
Theory: A large number of ingenious fuel pump design have been developed by various
manufacturers. It is not possible to discuss all of them. Therefore only one type of fuel pump will
be discussed in detail a complete injection system.

BOSCH FUEL INJECTION PUMP:Construction:- the bosch fuel injection pump. It consists of a barrel in which a plunger
reciprocates when driven by a camshaft. The plunger has a constant stroke and is single acting.
Pump barrel and the plunger have b/w them a very small clearance, of the order of only 2 to 3
thousandths of a milli-meter. Such a low clearance provided a perfect sealing without special
packing even at very high pressure and low speeds. This requires that barrel and pump should be
replaced as a complete element, and not one of them. The pump barrel has two radially opposing
holes. These are inlet and control port.
During the delivery stroke a cam raises the plunger up and a plunger return spring brings it back
to bottom dead center position. Usually the cam is of constant acceleration type with unequal
acceleration and deceleration periods. At the top of the barrel is provided a spring-loaded
delivery valve. A delivery pipe connects the delivery valve with the respective nozzle on the
cylinder. A rack and pinion arrangement is provided to rotate the plunger. This controls the
quantity of the fuel delivery per stroke.

Operation:When the plunger is at bottom of its stroke the fuel flows through the inlet port into the
barrel and fills the space above the plunger and also the vertical groove and the space below the
helix. when the plunger starts moving up, a certain amount of fuel goes out of the fuel chamber
through the ports until the plunger reaches the position and closes the ports. On further upwards
movement of the plunger the trapped fuel is compressed and is forced out through the delivery
valve to the pipe leading to the injector which immediately injects the fuel into the combustion
chamber. The injection process continues till the end of the upward stroke of the plunger when
the lower end of helix uncovers the spill port.

INJECTION PUMP:The main objective of fuel-injection pump is to delivery accurately metered quantity of fuel
under high pressure (in the range from 120 to 200 bar) at the correct instant to the injector fitted
on each cylinder. Injection pumps are of two types,
1. Jerk type pumps:It consists of a reciprocating plunger inside a barrel. The plunger is driven by a camshaft.
The working principle of jerk pump is illustrated.

(a) A sketch of a typical plunger is shown.

(b) A schematic diagram of the plunger of the within the barrel is shown. Near the port A,
fuel is always available under relatively low pressure. While the axial movement of the
plunger is through cam shaft, its rotational movement about its axis by means of rack D.
port B is the orifice through which fuel is delivered to the injector. At this stage it is
closed by means of a spring loaded check valve. When the plunger is below port A, the
fuel gets filled in the barrel above it. As the plunger rises and closes the port A the fuel
will flow out through port C. this is because it has to overcome the spring force of the
check valve in order to flow through port B. hence it takes the easier way out via port C.
(c) At this stage rack rotates the plunger and as a result port C also closes. The only escape
route for the fuel is past the check valve through orifice B to the injector. This is the
beginning of injection and also the effective stroke of the plunger.
(d) The injection continues till the helical indentation on the plunger uncovers port C. now
the fuel will take the easy way out through C and the check valve will close the orifice B.
the fuel injection stops and the effective stroke ends. Hence the effective stroke of the
plunger is the axial distance traversed b/w the time port A is closed off and the time port
A is uncovered.
(e) The same sequence of events occur. But in this case port C is uncovered sooner. Hence
the effective stroke is shortened.
It is important to remember here that through the axial distance traversed by the plunger is same
for every stroke, the rotation of the plunger by the rack determining the length of the effective
stroke and thus the quantity of fuel injected. A typical example of this type of pump is the bosch
fuel injection pump.

2. Distributor pumps:This pump has only a single pumping element and fuel is distributed to each cylinder by
means of a rotor. There is a center longitudinal passage in the rotor and also two sets of
radial holes located at different heights. One set is connected to pump inlet via central
passage whereas the second set is connected to delivery lines leading to injectors of the
various cylinders.
The fuel is drawn into the central rotor passage from the inlet port when the pump plungers
move away from each other. Wherever, the radial delivery passage in the rotor coincides
with the delivery port for any cylinder the fuel is delivered to each cylinder in turn. Main
advantages of this type of pump lies in its small size and its light weight.

SHRI VAISHNAV INSTITUTE OF TECHNOLOGY AND SCIENCE,

INDORE
DEPARTMENT OF MECHANICAL ENGINEERING
SUBJECT: INTERNAL COMBUSTION ENGINE (ME-604)
________________________________________________________________________

Experiment No.: 7
Date of Conduction:
Date of submission:
Aim: Study of Diesel fuel injectors.
Requirements:
Theory:
The purpose of the fuel injector is to inject a small volume of fuel in a fine spray and to assist in
bringing each droplet into contact with sufficient oxygen to give quick and complete combustion.

C.A.V. fuel injectors consist of a needle valve which is pressed on its seating in the nozzle by a
spindle. A compression spring controls the pressure controls the pressure upon the plunger by
which the needle valve opens. A nozzle is attached to the body of the injector by a cap nut. The
fuel enters the nozzle through drillings in the injector body. The fuel may pass from a gallery
down the sides of the lower parts of the needle valve, or it may enter an annular groove in the
nozzle and then pass through drilling to a point just above the nozzle seat. The body or the nozzle
holder provides access for the fuel and an outlet for the fuel that leaks into the area occupied by
the spring.
TYPES OF FUEL INJECTORS- There are three main types of fuel injector.
1. Blast injectors.
2. Mechanically operated injectors.
3. Automatic injectors.

Blast injectors have already been discussed under air injection system. Blast injectors

were superseded by mechanically operated injectors. The letter types consist of a set of camshaft,
cams and rocker gear and other cams for controlling the timing of the fuel injection
Automobile engines are universally fitted with automatic injectors. All automatic injectors
consist of a spring loaded needle valve and are operated hydraulically by the pressure of the fuel.
Differential areas are used on the valve stem to augment the fuel pressure to lift the needle valve.
Due to spring force the needle is closed as soon as the pressure falls below a certain value. The
quantity of the fuel is metered by the fuel pump or a special unit provided for the purpose.

The fuel from the fuel pumps is fed down to the nozzle mouth through long drilling

passages. The fuel pressure acts on the differential area of the nozzle valve which lifts against the
spring pressure and, thus, allows the fuel to enter into the cylinder via small holes in the form of
an atomized spray. It should b noted that the valve opening pressure is always less than the valve
closing pressure due to the fact that once the valve lifts from the seat, the area in contact with the
high pressure fuel increases and, therefore, less pressure is needed to keep open the valve. The
ratio of valve opening pressure to the valve closing pressure usually varies from 0.6 to 0.9.

INJECTION NOZZLES- A complete fuel injection nozzle consist of two parts:

1. The nozzle valve
2. The nozzle body
Fuel is supplied to the nozzle mouth through small holes drilled along the nozzle body which
terminate in an annular gallery before the valve seating. The inner face of the nozzle holder and
the outer face of the nozzle body perfectly match each other. An annular groove is made in the
nozzle face to connect the oil holes drilled along the nozzle body with those in the nozzle holes.
The main requirements of an injector nozzle are as follows:
1. To inject fuel at a sufficiently high pressure so that the fuel enters the cylinder with a high
velocity. Higher the velocity of the fuel smaller will be the droplet size. The momentum
of smaller droplets is less and, hence, penetration is also less.
2. The penetration should not be high so as to impinge on cylinder walls. This may result in
poor starting.

3. The fuel supply and cut off should be rapid. There should not be any dribbling.
TYPES OF NOZZLES1. Single hole nozzle- single hole nozzle are used in open combustion chambers. Two types
of nozzle in which a single injection hole is drilled through the nozzle body. The size of
the hole is usually larger than 0.2 mm. The hole may be drilled centrally or at an angle to
the center line of the nozzle. The latter variation is used to meet the special requirements
of a combustion chamber in which the air or fuel has special direction, for example fuel
injected upstream or downstream to air flow direction.
2. Multi hole nozzle- in order to mix the fuel properly even with the slow air movement
available with many open combustion chambers, a multi hole nozzle is used. The no. of
holes varies from 4 to 18 and the size from 1.5 mm to 0.35 mm. usually the holes are
drilled symmetrically but many times they are non-symmetrical to meet certain specific
requirements of the combustion chamber.
3. Pintle nozzle- In order to avoid the weak injection and dribbling the spindle is provided
with a projection called pintle, which protrudes through the mouth of the nozzle body. It
may be either cylindrical or conical in shape.
4. Pintaux nozzle- If the fuel is injected in a direction upstream the direction of air, the delay
period is reduced due to increased heat transfer between air and fuel. This result in good
cold starting performance. However, if whole of the fuel is injected in this manner the
efficiency of combustion greatly reduced by flow of products of combustion back into the
injection path.
SPRAY FORMATION- When the fuel is forced through the nozzle holes under high pressure it
is disintegrated into fine droplets due to aerodynamic resistance of the dense air present in the
combustion chamber. The combustion chamber pressure at the time of injection is about 25 to 35
bar and density 12 to 14 times that of ambient air.

SHRI VAISHNAV INSTITUTE OF TECHNOLOGY AND SCIENCE,

INDORE
DEPARTMENT OF MECHANICAL ENGINEERING
SUBJECT: INTERNAL COMBUSTION ENGINE (ME-604)
________________________________________________________________________

Experiment No.: 8
Date of Conduction:
Date of submission:

Aim: Study of Carburetor.

Requirements: Different type of Carburetor Models.
Theory:
The carburetor must mix the air and fuel together in the correct proportions under all conditions,
and those conditions change depending upon whether the engine is cold or hot, idling or at high
RPM, accelerating, decelerating, or staying the same speed. Air fuel ratio will need to be
anywhere from 8:1 to 15:1 by weight. We are not used to thinking about air as having weight, so
if it was described by volume one gallon of fuel would need approximately 15,000 gallons of air
to burn it.
Carburetor is a device for atomizing and vaporizing the fuel and mixing it with the air in varying
proportions to suit the changing condition of spark ignition engines. The air-fuel mixture so
obtained from the carburetor is called the combustible mixture. The process of mixing the
gasoline fuel with air to obtain the combustible mixture is called carburetion.
AIR-FUEL RATIO:The carburetor must supply the air-fuel ratio of varying proportion to suit the different operating
requirements. The mixture must be rich for starting, and must be relatively lean for idling and
intermediate speeds. The air-fuel ratio for different speeds of a car. For starting, the air-fuel ratio
is 9:1. It is a rich mixture. For idling, the ratio is 12:1. It is a lean mixture. For intermediate
speeds, between 35 to 105 km/h, the mixture further leans out 15:1. But at higher speeds 120 to
150 km/h, with a wide open throttle, the mixture is again enriched to about 13:1. For
acceleration at any speed the throttle is suddenly opened which causes a momentary enrichment
of the mixture.
For different cars, the air-fuel ratio also varies with speeds. The mixture must be rich for initial
start, because the engine and the carburetor are cold, the fuel vaporized very poorly. Thus extra
amount of fuel is needed so that enough will vaporize for starting. Similarly, by sudden opening
of the throttle for acceleration, air rushes suddenly. Hence extra fuel must come at the same time.
The carburetor must be designed to supply correct air-fuel mixture for all the above operating
conditions.
CLASSIFICATION OF CARBURETOR:The carburetors are classified on the following basis:
1. According to the arrangement of float chamber.
(i)
Eccentric
(ii)
Concentric
2. According to the direction of air-flow.
(i)
Down draft
(ii)
Side draft
(iii)
Up draft
(iv)
Semi-down draft

3. According to the no. of unit.

(i)
Single
(ii)
Dual
(iii)
Four-barrel
4. According to the type of metering system.
(i)
Air-bleed jet
(ii)
Metering rod type
5. According to the type of venture.
(i)
Plain venture
(ii)
Double venture
(iii)
Vane venture
(iv)
Nozzle-bar venture
(v)
Triple venture
6. According to the pressure above the fuel in the float chamber.
(i)
Unbalanced
(ii)
Balanced
7. According to the type of power system.
(i)
Manually operated
(ii)
Vacuum controlled
8. According to the method of varying the mixture strength.
(i)
Constant choke carburetor
(ii)
Constant vacuum carburetor

PRINCIPLES: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.
TYPES OF CARBURETOR-:
1.
2.
3.
4.
5.

Simple carburetor
Solex carburetor
S.U. carburetor
Carter carburetor
Zenith carburetor

WORKING OF SIMPLE CARBURETOR-:

The suction of the engine draws air through the choke tube and passes through the
venture. Since the area of cross-section at the throat of venture reduces, the pressure at the main
nozzle reduces and the velocity of air in fine droplets increases in venture. Due to pressure

differential caused at the main nozzle which mixes with the incoming air. The velocity of air past
the venture the petrol fuel in fine droplets which is then evaporated by the heat in the intake
manifolds and the cylinder walls.
The drawback of this carburetor is that increase in speed of air for some reasons
will increase the mass flow rate of fuel. This would result in mixture richer in fuel. If the air
speed decreases, the fuel supply decreases, therefore, the mixture supplied in lean. Therefore,
this type of carburetor has limited applications and it is only suitable for small stationary engines
to run at constant speed. The main nozzle is kept slightly than the level of fuel in the float
chamber to prevent the fuel leaking into the carburetor while engine is not running or it is not
level. The difference of level of main nozzle and fuel level in float chamber is called nozzle-lip.

ZENITH CARBURETOR:The Zenith Carburetor is a plain-tube type of carburetor with fixed adjustments. In order to
make clear the principle' of this carburetor, simplified illustrations and explanation are given
below taken from the Zenith pamphlet en-titled "The Balanced Ration."
The Balanced Ration Just as the food we eat must contain the right proportions of carbohydrates,
proteins, fats, etc., in order to keep the body working at its highest efficiency, so, the automobile
engine must be fed exactly the right proportions of gasoline and air, in order that it may function
properly.
In each case, the highest pitch of efficiencythe Zenith is reached only by means of a
perfectly balanced ration. Appetites may vary, greater exertion of either the human body or the
automobile engine will call for a larger ration; but always the ration must be balanced, must
contain the same kinds of foods in the same proportions in order to produce the best results.
MAINTENANCE OF CARBURETOR:-

The carburetor should be cleaned time to time in order to avoid blocking of the jets and passages.
For this purpose, it is preferable to use compressed air. Never use wire for cleaning the jets. Also
check periodically for tightness of flange securing nuts, starter fixing screws, main jet, starter jet
and pilot jet. Make sure that there is no side-play in the throttle spindle.
DISADVANTAGES:1. Restricted air flow due to the venture.
2. When the fuel is evaporated, its latent heat is drawn by the surrounding air, temperature
falls and ice may form at the throttle valve from the moisture present in air.
3. Because the intake manifold contains combustible mixture danger of back fire from the
cylinders into the manifold is always there.
4. At high altitude or in warm weather, vapour lock may occur.
5. Highly volatile fuels are best suited for carburetor operation because of the problem of
distribution. Less volatile fuels can be used when the fuel is injected into the engine.

SHRI VAISHNAV INSTITUTE OF TECHNOLOGY AND SCIENCE,

INDORE
DEPARTMENT OF MECHANICAL ENGINEERING
SUBJECT: INTERNAL COMBUSTION ENGINE (ME-604)
________________________________________________________________________

Experiment No.: 9
Date of Conduction:
Date of submission:
Aim: Study of Fuel Injection system in SI Engine.

Requirements:
Theory:
Petrol injection system is used in no. of modern cars like jaguar, Benz 250 S.E. whereas single
carburetor is used to deliver air fuel mixture into multi-cylinder engine; it is likely that some of
the cylinder may not get regular supply of the mixture. The flow of mixture is restricted due to
beds in its passage. Also, the power output of an engine mainly depends upon its air
consumption, which cannot be increased beyond a certain limit with the use of a simple
carburetor, and hence the maximum output is not obtained.
Gasoline injection systems and electronic systems in
particular, are better at maintaining air-fuel mixtures within precisely defined limits, which
translates into superior performance in the areas of fuel economy, comfort and convenience, and
power. Increasingly stringent mandates governing exhaust emissions have led to a total eclipse of
the carburetor in favor of fuel injection. Although current systems rely almost exclusively on
mixture formation outside the combustion chamber, concepts based on internal mixture
formation with fuel being injected directly into the combustion chamber were actually the
foundation for the first gasoline-injection systems. As these systems are superb instruments for
achieving further reductions in fuel consumption, they are now becoming an increasingly
significant factor
GASOLINE FUEL INJECTION SYSTEM COMPONENTS-:
1. Electric Fuel Pump
2. Fuel Accumulator Maintains Fuel Line Pressure When Engine is Shut Off and Quietens
the Noise Created by the Roller Cell Pump
3. Fuel Filter - A Pleated Paper or Lint-of-fluff Type Plus Strainer
4. Primary Pressure Regulator Maintains Output Delivery Pressure to be About 5 Bar
5. Push Up Valve Prevents Control Pressure Circuit Leakage.
It is a Non-return Valve Placed at Opposite End of Pressure Regulator
6. Fuel Injection Valve Valves are insulated in Holders to Prevent Fuel Vapor Bubbles
Forming in the Fuel Lines Due to Engine Heat.
Valves Open at about 3.3 Bar and Spray Fuel.
Valve Oscillates About 1500 cycles per second and so Helps in Atomization
TYPES OF INJECTION SYSTEM-:
1. Indirect Injection-: Also Called Manifold Injection or Single Point Injection (SPI) or
Throttle Body Injection (TBI).
Injector Usually Upstream From Throttle (Air Intake Side) or In Some Cases Placed on
the Opposite Side.
Pressures are Low 2 to 6 bars. Maybe Injected Irrespective of Intake Process.
Cost would be Low.
Have Same Air and Fuel Mixing and Distribution Problems as Carburetor but Without
Venturi Restriction so Gives Higher Engine Volumetric Efficiency.
Higher Injection Pressures Compared to Carburetion Speeds up Atomization of Liquid
Fuel.

2. Semi-direct Injection-: Also Called Port Injection or Indirect Multipoint Injection

(IMPI)
or
Simply
Multi-point
Injection
(MPI).
Injectors Positioned in Each Induction Manifold Branch Just in Front of Inlet Port.
Injection
at
Low
Pressure
(2-6
Bar).
Need Not Be Synchronized With Engine Induction Cycle.
Fuel Can Be Discharged Simultaneously to Each Induction Pipe Where it is Mixed and
Stored until IVO.
Need Not Be Timed Requires Low Discharge Pressures Injectors Not Exposed to
Combustion Products so Complexity Reduced Less Cost.
No Fuel Distribution Difficulties since Each Injector Discharges Directly Into Its Own
Port and Mixture Moves a Short Distance Before Entering Cylinder.
Induction Manifold Deals Mainly With Only Inducted Air So Branch Pipes Can Be
Enlarged and Extended to Maximize Ram Effect.
3. Direct Cylinder Injection-: Also Called Direct Multi-point Injection (DMPI) or
Gasoline Direct Injection (GDI).
Injection May be During Intake or Compression Process. Increased Turbulence Required.
To Compensate For Shorter Permitted Time For Injection/Atomization/Mixing Injection
Pressure Must Be Higher.
More Valve Overlap Possible So Fresh Air Can Be Utilized For Scavenging. Injector
Nozzle Must Be Designed For Higher Pressure and Temperature So Must Be More
Robust and Will Be Costlier Than Other Types.
Position and Direction of Injection Are Important No One Position Will Be Ideal For
All Operating Conditions.
Air and Fuel Mixing Is More Thorough in Large Cylinders than in Small Cylinders
Because Droplet Size is the same. Condensation and Wall Wetting in Intake Manifold
Eliminated But Condensation on Piston Crown and Cylinder Walls.
4. Multipoint fuel injection-: Multipoint fuel injection forms the ideal basis for complying
with the mixture formation criteria described above. In this type of system each cylinder
has its own injector discharging fuel into the area directly in front of the intake valve.
Representative examples are the various versions of the KE and L-Jetronics systems.
5. Mechanical injection systems-: an electrically driven fuel pressure pump is mounted
near the fuel tank. It pumps the fuel at a specified pressure in to a metering distributor. A
relief valve returns the excess fuel to the tank, thereby keeping the fuel supply to 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 ordinarily held closed by spring until the fuel
pressure opens it to deliver atomized spray of fuel. A manual control on the dash board
controls the metering distributor and thereby the quantity of fuel delivered by it.

6.

Electronic Fuel-Injection (EFI) Systems-: Electronic gasoline-injection systems have

been in use for many years, first on sports vehicles and other expensive vehicles. Such
systems are now standard equipment on most vehicles. The tougher standards of emission
regulations have made the use of microelectronic control systems for fuel delivery a
virtual necessity. There are many different manufacturers of electronic fuel systems. this
program covers the main points of the systems

LIMITATIONS OF PETROL INJECTION-:

High Initial Cost/High Replacement Cost

Increased Care and Attention/More Servicing Problems
Requires Special Servicing Equipment to Diagnose Faults and Failures
Special Knowledge of Mechanical and Electrical Systems Needed to Diagnose and
Rectify Faults
Injection Equipment Complicated, Delicate to Handle and Impossible to Service by
Roadside Service Units
Contain More Mechanical and Electrical Components Which May Go Wrong
Increased Hydraulic and Mechanical Noise Due to Pumping and Metering of Fuel
Very Careful Filtration Needed Due to Fine Tolerances of Metering and Discharging
Components
More Electrical/Mechanical Power Needed to Drive Fuel Pump and/or Injection Devices.

ADVANTAGE OF PETROL INJECTION-:

1.
2.
3.
4.
5.
6.
7.

Higher power
Low specific fuel consumption
Simplified induction manifolds free from strangled entry
No necessity to maintain a stable ignition mixture in the manifold
No necessity of induction heating
Free from icing trouble
Quick starting and warm-up

DISADVANTAGES-:
1.
2.
3.
4.
5.

Higher initial cost

Higher maintenance cost
Complicated design
Difficult in operation
Difficult servicing.

SHRI VAISHNAV INSTITUTE OF TECHNOLOGY AND SCIENCE,

INDORE
DEPARTMENT OF MECHANICAL ENGINEERING
SUBJECT: INTERNAL COMBUSTION ENGINE (ME-604)
________________________________________________________________________

Experiment No.: 10
Date of Conduction:
Date of submission:
Aim: Study of lubricating system in CI Engines.
Requirements:

Theory:
The movement of various engine parts under high speed and load conditions creates the
requirement for an engine lubrication system. Without some lubricant, friction between parts
would quickly wear and generate heat causing severe engine damage and eventually seizure. A
number of other lubrication system functions, while not obvious, are critical to good engine
operation and durability. Lubrication systems in a diesel engine accomplish the following tasks:
1. Reduce friction between moving parts, which minimizes engine wear, and the creation of
heat.
2. Cools a variety of internal engine parts and removes some heat from the engine.
3. Removes dirt, abrasives and contaminants from inside the engine.
4. Assists sealing of the combustion chamber by forming a film between the piston rings
and the cylinder wall.
5. Absorbs shock loads between bearings and gears thus, cushioning and protecting engine
parts while minimizing engine noise production.
6. Stores an adequate supply of oil for lubricating internal engine parts.
7. Minimizes corrosion of internal engine components
How the lubrication system accomplishes some of the above tasks is a function of a number of
lubrication system components.
Engine oil
Oil pump
Oil pan
Oil cooler
Oil filter(s)
Pressure regulating and relief valves
Oil level dipstick
An internal combustion engine would not run for even a few minutes if the moving parts were allowed to
make metal-to-metal contact. The heat generated due to the tremendous amounts of friction would melt
the metals, leading to the destruction of the engine. To prevent this, all moving parts ride on a thin film of
oil that is pumped between all the moving parts of the engine.
Once between the moving parts, the oil serves two purposes. One purpose is to lubricate the bearing
surfaces. The other purpose is to cool the bearings by absorbing the friction generated heat. The flow of
oil to the moving parts is accomplished by the engine's internal lubricating system.
Oil is accumulated and stored in the engine's oil pan where one or more oil pumps take suction and pump
the oil through one or more oil filters as shown in Figure 12. The filters clean the oil and remove any
metal that the oil has picked up due to wear. The cleaned oil then flows up into the engine's oil galleries.
A pressure relief valve(s) maintains oil pressure in the galleries and returns oil to the oil pan upon high
pressure. The oil galleries distribute the oil to all the bearing surfaces in the engine.
Once the oil has cooled and lubricated the bearing surfaces, it flows out of the bearing and gravity-flows
back into the oil pan. In medium to large diesel engines, the oil is also cooled before being distributed into
the block. This is accomplished by either internal or external oil cooler. The lubrication system also
supplies oil to the engine's governor.