CHAPTER-1

INTRODUCTION

A carburetor (American and Canadian spelling), or carburetor (Commonwealth spelling), or

carburetor, or carburetor is a device that blends air and fuel for an internal combustion
engine. It is sometimes colloquially shortened to carb in North America or carby in
Australia. To carburet or carburet (and thus carburetion or carburetion, respectively) is to
blend the air and fuel or to equip (an engine) with a carburetor for that purpose.

Every motorcycle engine, from the simple single-cylinder two-stroke, to the most
sophisticated multi-cylinder four-stroke, is dependent on two very precise pieces of ancillary
equipment. The first of these, the ignition system, is of obvious importance because it
supplies the exactly-timed spark which ensures that combustion occurs at precisely the right
moment. The second piece of equipment can fairly be considered to be of even greater
importance, for without it, the engine cannot be run or controlled. It is, of course the
carburetor. During every engine cycle, be it two- or four-stroke, the carburetor must feed the
engine with a precise amount of fuel, mixed with an equally precise amount of air.
Moreover, as loading on the engine varies, this fuel mixture must be varied to compensate.
When the engine is cold the ratio of fuel to air must be altered radically; when idling, the
carburetor must function automatically; and when it is wished to increase the speed of the
engine, some means of controlling the carburetor’s operation to fine limits must be
contrived. It will already be apparent that the carburetor must be capable of performing a
wide range of functions with great accuracy and consistency, allowing induction to take
place as often as ten thousand times every minute or even more. Equally important, it must
be robust, to endure extremes of temperature and vibration and wide variations of climate.

Carburetors have largely been supplanted in the automotive and, to a lesser extent, aviation
industries by fuel injection. They are still common on small engines for lawn mowers,
rototillers, and other equipment.

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1.1 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.

Most production carbureted engines, as opposed to fuel-injected, have a single carburetor

and a matching intake manifold that divides and transports the air fuel mixture to the intake
valves, though some engines (like motorcycle engines) use multiple carburetors on split
heads. Multiple carburetor engines were also common enhancements for modifying engines
3
in the USA from the 1950s to mid-1960s, as well as during the following decade of high-
performance muscle cars, fueling different chambers of the engine's intake manifold.

Older engines used updraft carburetors, where the air enters from below the carburetor and
exits through the top. This had the advantage of never flooding the engine, as any liquid fuel
droplets would fall out of the carburetor instead of into the intake manifold; it also lent itself
to use of an oil bath air cleaner, where a pool of oil below a mesh element below the
carburetor is sucked up into the mesh and the air is drawn through the oil-covered mesh; this
was an effective system in a time when paper air filters did not exist.

Beginning in the late 1930s, downdraft carburetors were the most popular type for
automotive use in the United States. In Europe, the sidedraft carburetors replaced downdraft
as free space in the engine bay decreased and the use of the SU-type carburetor (and similar
units from other manufacturers) increased. Some small propeller-driven aircraft engines still
use the updraft carburetor design.

Outboard motor carburetors are typically sidedraft, because they must be stacked one on top
of the other in order to feed the cylinders in a vertically oriented cylinder block.

The main disadvantage of basing a carburetor's operation on Bernoulli's Principle is that,

being a fluid dynamic device, the pressure reduction in a Venturi tends to be proportional to
the square of the intake air speed. The fuel jets are much smaller and limited mainly by
viscosity, so that the fuel flow tends to be proportional to the pressure difference. So jets
sized for full power tend to starve the engine at lower speed and part throttle. Most
commonly this has been corrected by using multiple jets. In SU and other movable jet
carburetors, it was corrected by varying the jet size. For cold starting, a different principle
was used in multi-jet carburetors. A flow resisting valve called a choke, similar to the
throttle valve, was placed upstream of the main jet to reduce the intake pressure and suck
additional fuel out of the jets.

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1.2 Operation

1.2.1 Fixed-Venturi

in which the varying air velocity in the Venturi alters the fuel flow; this architecture is
employed in most carburetors found on cars.

1.2.2 Variable-Venturi

in which the fuel jet opening is varied by the slide (which simultaneously alters air flow). In
"constant depression" carburetors, this is done by a vacuum operated piston connected to a
tapered needle which slides inside the fuel jet. A simpler version exists, most commonly
found on small motorcycles and dirt bikes, where the slide and needle is directly controlled
by the throttle position. The most common variable Venturi (constant depression) type
carburetor is the sidedraft SU carburetor and similar models from Hitachi, Zenith-Stromberg
and other makers. The UK location of the SU and Zenith-Stromberg companies helped these
carburetors rise to a position of domination in the UK car market, though such carburetors
widely used on Volvos and other non-UK makes. Other similar designs have been used on
some European and a few Japanese automobiles. These carburetors are also referred to as
"constant velocity" or "constant vacuum" carburetors. An interesting variation was Ford's
VV (Variable Venturi) carburetor, which was essentially a fixed Venturi carburetor with one
side of the Venturi hinged and movable to give a narrow throat at low rpm and a wider
throat at high rpm. This was designed to provide good mixing and airflow over a range of
engine speeds, though the VV carburetor proved problematic in service.

A high performance 4-barrel carburetor

5
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

This job would be simple if air and gasoline (petrol) were ideal fluids; in practice, however,
their deviations from ideal behavior due to viscosity, fluid drag, inertia, etc. require a great
deal of complexity to compensate for exceptionally high or low engine speeds. A carburetor
must provide the proper fuel/air mixture across a wide range of ambient temperatures,
atmospheric pressures, engine speeds and loads, and centrifugal forces:

1.Cold start

2. Hot start

3. Idling or slow-running

4. Acceleration

5.High speed / high power at full throttle

6. Cruising at part throttle (light load)

In addition, modern carburetors are required to do this while maintaining low rates of
exhaust emissions.

To function correctly under all these conditions, most carburetors contain a complex set of
mechanisms to support several different operating modes, called circuits.

1.3 Basics

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-
6
on to the airflow, so as to hardly 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.

Cross-sectional schematic of a downdraft carburetor

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.

1.3.1 Off-idle circuit

As the throttle is opened up slightly from the fully closed position, the throttle plate
uncovers additional fuel delivery holes behind the throttle plate where there is a low
pressure area created by the throttle plate/Valve blocking air flow; these allow more fuel to
flow as well as compensating for the reduced vacuum that occurs when the throttle is
opened, thus smoothing the transition to metering fuel flow through the regular open throttle
circuit.
7
1.3.2 Main open-throttle circuit

As the throttle is progressively opened, the manifold vacuum is lessened since there is less
restriction on the airflow, reducing the flow through the idle and off-idle circuits. This is
where the Venturi shape of the carburetor throat comes into play, due to Bernoulli's principle
(i.e., as the velocity increases, pressure falls). The Venturi raises the air velocity, and this
high speed and thus low pressure sucks fuel into the airstream through a nozzle or nozzles
located in the center of the Venturi. Sometimes one or more additional booster Venturis are
placed coaxially within the primary Venturi to increase the effect.

As the throttle is closed, the airflow through the Venturi drops until the lowered pressure is
insufficient to maintain this fuel flow, and the idle circuit takes over again, as described
above.

Bernoulli's principle, which is a function of the velocity of the fluid, is a dominant effect for
large openings and large flow rates, but since fluid flow at small scales and low speeds (low
Reynolds number) is dominated by viscosity, Bernoulli's principle is ineffective at idle or
slow running and in the very small carburetors of the smallest model engines. Small model
engines have flow restrictions ahead of the jets to reduce the pressure enough to suck the
fuel into the air flow. Similarly the idle and slow running jets of large carburetors are placed
after the throttle valve where the pressure is reduced partly by viscous drag, rather than by
Bernoulli's principle. The most common rich mixture device for starting cold engines was
the choke, which works on the same principle.

1.4 Power valve

For open throttle operation a richer mixture will produce more power, prevent pre-ignition
detonation, and keep the engine cooler. This is usually addressed with a spring-loaded
"power valve", which is held shut by engine vacuum. As the throttle opens up, the vacuum
decreases and the spring opens the valve to let more fuel into the main circuit. On two-stroke
engines, the operation of the power valve is the reverse of normal — it is normally "on" and
at a set rpm it is turned "off". It is activated at high rpm to extend the engine's rev range,
capitalizing on a two-stroke's tendency to rev higher momentarily when the mixture is lean.

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Alternative to employing a power valve, the carburetor may utilize a metering rod or step-up
rod system to enrich the fuel mixture under high-demand conditions. Such systems were
originated by Carter Carburetor[citation needed] in the 1950s for the primary two Venturis
of their four barrel carburetors, and step-up rods were widely used on most 1-, 2-, and 4-
barrel Carter carburetors through the end of production in the 1980s. The step-up rods are
tapered at the bottom end, which extends into the main metering jets. The tops of the rods
are connected to a vacuum piston or a mechanical linkage which lifts the rods out of the
main jets when the throttle is opened (mechanical linkage) or when manifold vacuum drops
(vacuum piston). When the step-up rod is lowered into the main jet, it restricts the fuel flow.
When the step-up rod is raised out of the jet, more fuel can flow through it. In this manner,
the amount of fuel delivered is tailored to the transient demands of the engine. Some 4-
barrel carburetors use metering rods only on the primary two Venturis, but some use them
on both primary and secondary circuits, as in the Rochester Quadrajet.

1.4.1Accelerator pump

Liquid gasoline, being denser than air, is slower than air to react to a force applied to it.
When the throttle is rapidly opened, airflow through the carburetor increases immediately,
faster than the fuel flow rate can increase. This transient oversupply of air causes a lean
mixture, which makes the engine misfire (or "stumble")—an effect opposite to that which
was demanded by opening the throttle. This is remedied by the use of a small piston or
diaphragm pump which, when actuated by the throttle linkage, forces a small amount of
gasoline through a jet into the carburetor throat. This extra shot of fuel counteracts the
transient lean condition on throttle tip-in. Most accelerator pumps are adjustable for volume
or duration by some means. Eventually, the seals around the moving parts of the pump wear
such that pump output is reduced; this reduction of the accelerator pump shot causes
stumbling under acceleration until the seals on the pump are renewed.

The accelerator pump is also used to prime the engine with fuel prior to a cold start.
Excessive priming, like an improperly adjusted choke, can cause flooding. This is when too
much fuel and not enough air are present to support combustion. For this reason, most

9
carburetors are equipped with an unloader mechanism: The accelerator is held at wide open
throttle while the engine is cranked, the unloader holds the choke open and admits extra air,
and eventually the excess fuel is cleared out and the engine starts.

1.4.2 Choke

When the engine is cold, fuel vaporizes less readily and tends to condense on the walls of
the intake manifold, starving the cylinders of fuel and making the engine difficult to start;
thus, a richer mixture (more fuel to air) is required to start and run the engine until it warms
up. A richer mixture is also easier to ignite.

To provide the extra fuel, a choke is typically used; this is a device that restricts the flow of
air at the entrance to the carburetor, before the Venturi. With this restriction in place, extra
vacuum is developed in the carburetor barrel, which pulls extra fuel through the main
metering system to supplement the fuel being pulled from the idle and off-idle circuits. This
provides the rich mixture required to sustain operation at low engine temperatures.

In addition, the choke can be connected to a cam (the fast idle cam) or other such device
which prevents the throttle plate from closing fully while the choke is in operation. This
causes the engine to idle at a higher speed. Fast idle serves as a way to help the engine warm
up quickly, and give a more stable idle while cold by increasing airflow throughout the
intake system which helps to better atomize the cold fuel.

In many carbureted cars, the choke is controlled by a cable connected to a pull-knob on the
dashboard operated by the driver. In some carbureted cars, it is automatically controlled by a
thermostat employing a bimetallic spring, which is exposed to engine heat, or to an electric
heating element. This heat may be transferred to the choke thermostat via simple convection,
via engine coolant, or via air heated by the exhaust. More recent designs use the engine heat
only indirectly: A sensor detects engine heat and varies electric current to a small heating
element, which acts upon the bimetallic spring to control its tension, thereby controlling the
choke. A choke unloader is a linkage arrangement that forces the choke open against its
spring when the vehicle's accelerator is moved to the end of its travel. This provision allows
a "flooded" engine to be cleared out so that it will start.
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Some carburetors do not have a choke but instead use a mixture enrichment circuit, or
enrichment. Typically used on small engines, notably motorcycles, enrichments work by
opening a secondary fuel circuit below the throttle valves. This circuit works exactly like the
idle circuit, and when engaged it simply supplies extra fuel when the throttle is closed.

Classic British motorcycles, with side-draft slide-throttle carburetors, used another type of
"cold start device", called a "tickler". This is simply a spring-loaded rod that, when
depressed, manually pushes the float down and allows excess fuel to fill the float bowl and
flood the intake tract. If the "tickler" is held down too long it also floods the outside of the
carburetor and the crankcase below, and is therefore a fire hazard.

1.4.3 Other elements

The interactions between each circuit may also be affected by various mechanical or air
pressure connections and also by temperature sensitive and electrical components. These are
introduced for reasons such as response, fuel efficiency or automobile emissions control.
Various air bleeds (often chosen from a precisely calibrated range, similarly to the jets)
allow air into various portions of the fuel passages to enhance fuel delivery and
vaporization. Extra refinements may be included in the carburetor/manifold combination,
such as some form of heating to aid fuel vaporization such as an early fuel evaporator.

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1.5 FUEL SUPPLY

15.1 Float chamber

Holley "Visi-Flo" model #1904 carburetors from the 1950s, factory equipped with
transparent glass bowls.

To ensure a ready mixture, the carburetor has a "float chamber" (or "bowl") that contains a
quantity of fuel at near-atmospheric pressure, ready for use. This reservoir is constantly
replenished with fuel supplied by a fuel pump. The correct fuel level in the bowl is
maintained by means of a float controlling an inlet valve, in a manner very similar to that
employed in a cistern (e.g. a toilet tank). As fuel is used up, the float drops, opening the inlet
valve and admitting fuel. As the fuel level rises, the float rises and closes the inlet valve. The
level of fuel maintained in the float bowl can usually be adjusted, whether by a setscrew or
by something crude such as bending the arm to which the float is connected. This is usually
a critical adjustment, and the proper adjustment is indicated by lines inscribed into a window
on the float bowl, or a measurement of how far the float hangs below the top of the
carburetor when disassembled, or similar. Floats can be made of different materials, such as
sheet brass soldered into a hollow shape, or of plastic; hollow floats can spring small leaks
and plastic floats can eventually become porous and lose their flotation; in either case the
float will fail to float, fuel level will be too high, and the engine will not run unless the float
is replaced. The valve itself becomes worn on its sides by its motion in its "seat" and will
eventually try to close at an angle, and thus fails to shut off the fuel completely; again, this
will cause excessive fuel flow and poor engine operation. Conversely, as the fuel evaporates
from the float bowl, it leaves sediment, residue, and varnishes behind, which clog the
passages and can interfere with the float operation. This is particularly a problem in
automobiles operated for only part of the year and left to stand with full float chambers for
months at a time; commercial fuel stabilizer additives are available that reduce this problem.

The fuel stored in the chamber (bowl) can be a problem in hot climates. If the engine is shut
off while hot, the temperature of the fuel will increase, sometimes boiling ("percolation").
This can result in flooding and difficult or impossible restarts while the engine is still warm,
12
a phenomenon known as "heat soak". Heat deflectors and insulating gaskets attempt to
minimize this effect. The Carter Thermo-Quad carburetor has float chambers manufactured
of insulating plastic (phenolic), said to keep the fuel 20 degrees Fahrenheit (11 degrees
Celsius) cooler.

Usually, special vent tubes allow atmospheric pressure to be maintained in the float chamber
as the fuel level changes; these tubes usually extend into the carburetor throat. Placement of
these vent tubes is critical to prevent fuel from sloshing out of them into the carburetor, and
sometimes they are modified with longer tubing. Note that this leaves the fuel at
atmospheric pressure, and therefore it cannot travel into a throat which has been pressurized
by a supercharger mounted upstream; in such cases, the entire carburetor must be contained
in an airtight pressurized box to operate. This is not necessary in installations where the
carburetor is mounted upstream of the supercharger, which is for this reason the more
frequent system. However, this results in the supercharger being filled with compressed
fuel/air mixture, with a strong tendency to explode should the engine backfire; this type of
explosion is frequently seen in drag races, which for safety reasons now incorporate pressure
releasing blow-off plates on the intake manifold, breakaway bolts holding the supercharger
to the manifold, and shrapnel-catching ballistic blankets made from nylon or kevlar
surrounding the superchargers.

1.5.2 Diaphragm chamber

If the engine must be operated in any orientation (for example a chain saw or a model
airplane), a float chamber is not suitable. Instead, a diaphragm chamber is used. A flexible
diaphragm forms one side of the fuel chamber and is arranged so that as fuel is drawn out
into the engine, the diaphragm is forced inward by ambient air pressure. The diaphragm is
connected to the needle valve and as it moves inward it opens the needle valve to admit
more fuel, thus replenishing the fuel as it is consumed. As fuel is replenished the diaphragm
moves out due to fuel pressure and a small spring, closing the needle valve. A balanced state
is reached which creates a steady fuel reservoir level, which remains constant in any
orientation.

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1.5.3 Multiple carburetor barrels

Holley model #2280 2-barrel carburetor

Colombo Type 125 "Testa Rossa" engine in a 1961 Ferrari 250TR Spider with six Weber
two-barrel carburetors inducting air through 12 air horns; one individually adjustable barrel
for each cylinder.

While basic carburetors have only one Venturi, many carburetors have more than one
Venturi, or "barrel". Two barrel and four barrel configurations are commonly used to
accommodate the higher air flow rate with large engine displacement. Multi-barrel
carburetors can have non-identical primary and secondary barrel(s) of different sizes and
calibrated to deliver different air/fuel mixtures; they can be actuated by the linkage or by
engine vacuum in "progressive" fashion, so that the secondary barrels do not begin to open
until the primaries are almost completely open. This is a desirable characteristic which
maximizes airflow through the primary barrel(s) at most engine speeds, thereby maximizing
the pressure "signal" from the Venturis, but reduces the restriction in airflow at high speeds
by adding cross-sectional area for greater airflow. These advantages may not be important in
high-performance applications where part throttle operation is irrelevant, and the primaries
and secondaries may all open at once, for simplicity and reliability; also, V-configuration
engines, with two cylinder banks fed by a single carburetor, may be configured with two

14
identical barrels, each supplying one cylinder bank. In the widely seen V8 and 4-barrel
carburetor combination, there are often two primary and two secondary barrels.

The first four-barrel carburetors, with two primary bores and two secondary bores, were the
Carter WCFB and identical Rochester 4GC simultaneously introduced on the 1952
Cadillacs, Oldsmobiles and Buick Roadmaster. Oldsmobile referred the new carburetor as
the “Quadri-Jet” (original spelling) while Buick called it the “Airpower”.

The spread-bore four-barrel carburetor, first released by Rochester in the 1965 model year as
the "Quadrajet"[citation needed] has a much greater spread between the sizes of the primary
and secondary throttle bores. The primaries in such a carburetor are quite small relative to
conventional four-barrel practice, while the secondaries are quite large. The small primaries
aid low-speed fuel economy and driveability, while the large secondaries permit maximum
performance when it is called for. To tailor airflow through the secondary Venturis, each of
the secondary throats has an air valve at the top. This is configured much like a choke plate,
and is lightly spring-loaded into the closed position. The air valve opens progressively in
response to engine speed and throttle opening, gradually allowing more air to flow through
the secondary side of the carburetor. Typically, the air valve is linked to metering rods
which are raised as the air valve opens, thereby adjusting secondary fuel flow.

Multiple carburetors can be mounted on a single engine, often with progressive linkages;
two four-barrel carburetors (often referred to as "dual-quads") were frequently seen on high
performance American V8s, and multiple two barrel carburetors are often now seen on very
high performance engines. Large numbers of small carburetors have also been used (see
photo), though this configuration can limit the maximum air flow through the engine due to
the lack of a common plenum; with individual intake tracts, not all cylinders are drawing air
at once as the engine's crankshaft rotates.

1.5.3 Carburetor adjustment

The fuel and air mixture is too rich when it has an excess of fuel, and too lean when there is
not enough. The mixture is adjusted by one or more needle valves on an automotive
carburetor, or a pilot-operated lever on piston-engined aircraft (since the mixture changes
with air density and therefore altitude). Independent of air density the (stoichiometric) air to

15
gasoline ratio is 14.7:1, meaning that for each mass unit of gasoline, 14.7 mass units of air
are required. There are different stoichiometric ratios for other types of fuel.

Ways to check carburetor mixture adjustment include: measuring the carbon monoxide,
hydrocarbon, and oxygen content of the exhaust using a gas analyzer, or directly viewing the
color of the flame in the combustion chamber through a special glass-bodied spark plug sold
under the name "Colortune"; the flame color of stoichiometric burning is described as a
"Bunsen blue", turning to yellow if the mixture is rich and whitish-blue if too lean. Another
method, widely used in aviation, is to measure the exhaust gas temperature, which is close to
maximum for an optimally adjusted mixture and drops off steeply when the mixture is either
too rich or too lean.

The mixture can also be judged by removing and scrutinizing the spark plugs. Black, dry,
sooty plugs indicate a mixture too rich; white or light gray plugs indicate a lean mixture. A
proper mixture is indicated by brownish-gray/straw-coloured plugs.

On high-performance two-stroke engines, the fuel mixture can also be judged by observing
piston wash. Piston wash is the color and amount of carbon buildup on the top (dome) of the
piston. Lean engines will have a piston dome covered in black carbon, and rich engines will
have a clean piston dome that appears new and free of carbon buildup. This is often the
opposite of intuition. Commonly, an ideal mixture will be somewhere in-between the two,
with clean dome areas near the transfer ports but some carbon in the center of the dome.

When tuning two-strokes It is important to operate the engine at the rpm and throttle input
that it will most often be operated at. This will typically be wide-open or close to wide-open
throttle.

Lower RPM and idle can operate rich/lean and sway readings, due to the design of
carburetors to operate well at high air-speed through the Venturi and sacrifice low air-speed
performance.[18]

Where multiple carburetors are used the mechanical linkage of their throttles must be
properly synchronized for smooth engine running and consistent fuel/air mixtures to each
cylinder.

16
1.6Feedback carburetors

In the 1980s, many American-market vehicles used "feedback" carburetors that dynamically
adjusted the fuel/air mixture in response to signals from an exhaust gas oxygen sensor to
provide a stoichiometric ratio to enable the optimal function of the catalytic converter.
Feedback carburetors were mainly used because they were less expensive than fuel injection
systems; they worked well enough to meet 1980s emissions requirements and were based on
existing carburetor designs. Frequently, feedback carburetors were used in lower trim
versions of a car (whereas higher specification versions were equipped with fuel injection).
[citation needed] However, their complexity compared to both non-feedback carburetors and
to fuel injection made them problematic and difficult to service.[citation needed] Eventually
falling hardware prices and tighter emissions standards caused fuel injection to supplant
carburetors in new-vehicle production.

17
 CHAPTER-2
LITERATURE REVIEW

2.1 Performance Analysis of Two Stroke Petrol Engine On The Basis Of

Variation in Carburetor Main-Jet Diameter

A two stroke engine is one which completes its cycle of operation in one revolution of the
crankshaft or in two strokes of the piston. In many two stroke engines the mechanical
construction is greatly simplified by using the piston as a slide valve in conjunction with
intake and exhaust ports cut on the side of the cylinder. A carburetor is that part of a
gasoline engine which provides assimilation air-fuel mixture as and when required. The
author have used single cylinder two stroke experimental way. A driver controls the engine
speed by increasing or reducing the amount of fuel with the help of accelerator pedal. The
experimental results show that which size of main jet gives better result under various load
and gear operating condition.

2.2 Performance Testing Of 2-Stroke SI Engine by Using External

Vaporized Carburetor

The general demand in the market today is for two wheelers with excellent fuel economy,
superb power performance and cleaner & greener emissions. A simple device for mixture
preparation in a spark ignition engine (external vaporizing carburetor) with the ability to
provide the engine with a homogeneous and correctly proportioned combustible mixture for
different operating conditions has been tested in this study. This carburetor works on the
principle of adiabatic vaporization of liquid gasoline fuel before introduction into the engine
cylinder. This vaporization is achieved by passing atmospheric air suck by blower, the
blower is used to pass atmospheric air forcefully into the chamber through perforated tube.
The chamber contain petrol up to perforated tube level. One opening is given to the chamber
for supply air-fuel mixture to the carburetor in vapor form. The performance and exhaust gas
emissions of the engine were studied using gasoline and oil (lubricating oil), using both
conventional and vaporizing carburetors. Results have shown that the vaporizing carburetor
has numerous advantages over conventional carburetors. The advantages include

18
improvement in fuel economy and exhaust emission, which can be attributed to the leaning
out of the mixture that could be prepared by using the external vaporizing carburetor.

2.3 Experimental performance analysis of single cylinder two stroke petrol

engine using gasoline and LPG

Present work shows a comparison of performance by using petrol and LPG at no load and
different load condition. Work was done in I.C. engine lab of mechanical engineering
department UIT RGPV Bhopal and found that fuel consumption was minimum at 2250
RPM in case of both fuels at no load and fuel consumption is minimum at 50% of the load in
case of both fuels at loading condition. The experiment also shows that LPG gives
maximum Brake Thermal Efficiency (BTE) at 50% of load and 31.32% less Fuel
Consumption (FC) than petrol at load, low Brake Specific Fuel Consumption (BSFC), low
Brake Specific Energy Consumption (BSEC) than petrol at the loading condition of the
engine. The experiment also shows that LPG consumption at different loading was also
lower than the petrol and found minimum at 50% of the load and at no load condition,
consumption of LPG is comparatively lower than the consumption of petrol. For this
experiment minor modification was required wherever done to run the engine by LPG
without any problem using some necessary attachments like attachment for lubrication, etc.
This article presents the comparative testing results of a two stroke, single cylinder, air
cooled, modified, petrol engine operating on petrol and LPG. This comparative performance
analysis shows that LPG is one of the better substitutes of petrol. Detailed comparative
analysis of the engine performance using petrol and LPG has been made by the graph
plotted between various parameters like Fuel Consumption (FC) and speed (RPM) for no
load and for the different loading conditions, graphs between load and Fuel Consumption
(FC), load and Brake Specific Fuel Consumption (BSFC), load and brake specific energy
consumption (BSEC), and load and Brake Thermal Efficiency (BTE) and also done
economic analysis. The present study shows that LPG is one of the better substitutes of
petrol in terms of performance, consumption and cost.

19
2.4 Current Status of Direct Fuel Injection in Two Stroke Petrol Engine- A
Review

This paper deals with the revival of 2-stroke petrol engine using direct fuel injection system
(DI). The introduction of DI to the engine allows proper mixture of fuel and air, giving
complete control of combustion and emissions. As a result of which power output and
efficiency increases. Direct fuel injection (DI) has been used before to lower the emissions,
but when running at low speed things change and problem of the scavenging and the
emission goes up. But still by the direct injection of fuel to the combustion chamber proper
fuel-air mixture is obtained and power is increased. Another significant advantage of using
direct fuel injection is that it is economical too as it provides a correct estimation of the
quantity of fuel required at proper time and providing control over combustion.

2.5 Parametric analysis of an air driven engine: a critical review

As the world is suffering with energy and fuel crisis, and is being contaminated with
harmful exhaust pollutants. Consequently, it becomes difficult to live a healthy life on earth.
Therefore, any technology that can help in reducing these crisis and pollution are most
welcomed and are widely accepted these days. One of such technology that can provide
solution to this problem is compressed air driven engine. The literature has been reviewed to
analysis the different effects of various parameters on the air engine such as air pressure
from the compressor, capacity of compressor tank, number of strokes of the engine, number
of cylinders, number of storage tank, number of inlet and exhaust ports, pneumatic guns, and
use of electrical devices like piezometer, solenoid valves, etc. In the review, it was found
that engine speed of 3000 rpm was obtained at a maximum pressure of 8 bar and also high
power gain of about 0.95 kW was achieved at 9 bar and 1320 rpm. At small pressure of 10
bar with varying injection angle from 10° before top dead centre to 15° after top dead centre,
the rotating speed was found to be 715 rpm to 965 rpm whereas, at higher pressure of 25 bar
with varying injection angle the speed ranged from 1191 rpm to 1422 rpm. At lower
pressure of 5 bar the maximum speed was 28.9 kmh-1 with a travelling distance of 2.5 km,
whereas at high pressure of 9 bar the maximum speed attained was 36.5 kmh-1 travelling 1.7
km.

20
 CHAPTER-3

INTRODUCTION TO CAD AND PRO/ENGINEER

Throughout the history of our industrial society, many inventions have been patented and
whole new technologies have evolved. Perhaps the single development that has impacted
manufacturing more quickly and significantly than any previous technology is the digital
computer.

Computers are being used increasingly for both design and detailing of engineering
components
in the drawing office. Computer-aided design (CAD) is defined as the application of
computers and graphics software to aid or enhance the product design from
conceptualization to documentation. CAD is most commonly associated with the use of an
interactive computer graphics system, referred to as a CAD system. Computer-aided design
systems are powerful tools and in the mechanical design and geometric modeling of
products and components.
There are several good reasons for using a CAD system to support the engineering design
Function:
 To increase the productivity
 To improve the quality of the design
 To uniform design standards
 To create a manufacturing data base
 To eliminate inaccuracies caused by hand-copying of drawings and inconsistency
between
 Drawings

3.1 PRO/ENGINEER

Pro/ENGINEER, PTC's parametric, integrated 3D CAD/CAM/CAE solution, is used by

discrete manufacturers for mechanical engineering, design and manufacturing.

21
Created by Dr. Samuel P. Weisberg in the mid-1980s, Pro/ENGINEER was the industry's
first successful parametric, 3D CAD modeling system. The parametric modeling approach
uses parameters, dimensions, features, and relationships to capture intended product
behavior and create a recipe which enables design automation and the optimization of design
and product development processes.

 This powerful and rich design approach is used by companies whose product strategy is
family-based or platform-driven, where a prescriptive design strategy is critical to the
success of the design process by embedding engineering constraints and relationships to
quickly optimize the design, or where the resulting geometry may be complex or based upon
equations. Pro/ENGINEER provides a complete set of design, analysis and manufacturing
capabilities on one, integral, scalable platform. These capabilities include Solid Modeling,
Surfacing, Rendering, Data Interoperability, Routed Systems Design, Simulation, Tolerance
Analysis, and    NC and Tooling Design.

   Companies use Pro/ENGINEER to create a complete 3D digital model of their

products.The models consist of 2D and 3D solid model data which can also be used
downstream in finite element analysis, rapid prototyping, tooling design, and CNC
manufacturing. All data is associative and interchangeable between the CAD, CAE and
CAM modules without conversion. A product and its entire bill of materials (BOM) can be
modeled accurately with fully associative engineering drawings, and revision control
information. The associatively in Pro/ENGINEER enables users to make changes in the
design at any time during the product development process and automatically update
downstream deliverables. This capability enables concurrent engineering — design, analysis
and manufacturing engineers working in parallel — and streamlines product development
processes.

 Pro/ENGINEER is an integral part of a broader product development system developed by

PTC. It seamlessly connects to PTC’s other solutions including Wind-chill, Product View,
MathCAD and Arbortext.       

22
3.2 DIFFERENT MODULES IN PRO/ENGINEER

 PART DESIGN

 ASSEMBLY

 DRAWING

 SHEETMETAL

 MANUFACTURING

3.3 PRO E MODELS

3.3.1 3D model

23
24
3.3.2 2D drawing

25
 CHAPTER-4
INTRODUCTION TO FEA

Finite Element Analysis (FEA) was first developed in 1943 by R. Courant, who utilized the
Ritz method of numerical analysis and minimization of variational calculus to obtain
approximate solutions to vibration systems. Shortly thereafter, a paper published in 1956 by
M. J. Turner, R. W. Clough, H. C. Martin, and L. J. Topp established a broader definition of
numerical analysis. The paper centered on the "stiffness and deflection of complex
structures".

FEA consists of a computer model of a material or design that is stressed and analyzed for
specific results. It is used in new product design, and existing product refinement. A
company is able to verify a proposed design will be able to perform to the client's
specifications prior to manufacturing or construction. Modifying an existing product or
structure is utilized to qualify the product or structure for a new service condition. In case of
structural failure, FEA may be used to help determine the design modifications to meet the
new condition.

There are generally two types of analysis that are used in industry: 2-D modeling, and 3-D
modeling. While 2-D modeling conserves simplicity and allows the analysis to be run on a
relatively normal computer, it tends to yield less accurate results. 3-D modeling, however,
produces more accurate results while sacrificing the ability to run on all but the fastest
computers effectively. Within each of these modeling schemes, the programmer can insert
numerous algorithms (functions) which may make the system behave linearly or non-
linearly. Linear systems are far less complex and generally do not take into account plastic
deformation. Non-linear systems do account for plastic deformation, and many also are
capable of testing a material all the way to fracture.

FEA uses a complex system of points called nodes which make a grid called a mesh. This
mesh is programmed to contain the material and structural properties which define how the
structure will react to certain loading conditions. Nodes are assigned at a certain density
throughout the material depending on the anticipated stress levels of a particular area.

26
Regions which will receive large amounts of stress usually have a higher node density than
those which experience little or no stress. Points of interest may consist of: fracture point of
previously tested material, fillets, corners, complex detail, and high stress areas. The mesh
acts like a spider web in that from each node, there extends a mesh element to each of the
adjacent nodes. This web of vectors is what carries the material properties to the object,
creating many elements.

A wide range of objective functions (variables within the system) are available for
minimization or maximization:

 Mass, volume, temperature

 Strain energy, stress strain
 Force, displacement, velocity, acceleration
 Synthetic (User defined)

There are multiple loading conditions which may be applied to a system. Some examples are
shown:

 Point, pressure, thermal, gravity, and centrifugal static loads

 Thermal loads from solution of heat transfer analysis
 Enforced displacements
 Heat flux and convection
 Point, pressure and gravity dynamic loads

Each FEA program may come with an element library, or one is constructed over time.
Some sample elements are:

 Rod elements
 Beam elements
 Plate/Shell/Composite elements
 Shear panel
 Solid elements
 Spring elements
27
  Mass elements
 Rigid elements
 Viscous damping elements

Many FEA programs also are equipped with the capability to use multiple materials within
the structure such as:

 Isotropic, identical throughout

 Orthotropic, identical at 90 degrees
 General anisotropic, different throughout

4.1 TYPES OF ENGINEERING ANALYSIS

Structural analysis consists of linear and non-linear models. Linear models use simple
parameters and assume that the material is not plastically deformed. Non-linear models
consist of stressing the material past its elastic capabilities. The stresses in the material then
vary with the amount of deformation as in.

Vibrational analysis is used to test a material against random vibrations, shock, and impact.
Each of these incidences may act on the natural vibrational frequency of the material which,
in turn, may cause resonance and subsequent failure.

Fatigue analysis helps designers to predict the life of a material or structure by showing the
effects of cyclic loading on the specimen. Such analysis can show the areas where crack
propagation is most likely to occur. Failure due to fatigue may also show the damage
tolerance of the material.

Heat Transfer analysis models the conductivity or thermal fluid dynamics of the material or
structure. This may consist of a steady-state or transient transfer. Steady-state transfer refers
to constant thermo properties in the material that yield linear heat diffusion.

4.2 RESULTS OF FINITE ELEMENT ANALYSIS

28
FEA has become a solution to the task of predicting failure due to unknown stresses by
showing problem areas in a material and allowing designers to see all of the theoretical
stresses within. This method of product design and testing is far superior to the
manufacturing costs which would accrue if each sample was actually built and tested.
In practice, a finite element analysis usually consists of three principal steps:

1. Preprocessing: The user constructs a model of the part to be analyzed in which the
geometry is divided into a number of discrete sub regions, or elements," connected at
discrete points called nodes." Certain of these nodes will have fixed displacements,
and others will have prescribed loads. These models can be extremely time
consuming to prepare, and commercial codes vie with one another to have the most
user-friendly graphical “preprocessor" to assist in this rather tedious chore. Some of
these preprocessors can overlay a mesh on a preexisting CAD file, so that finite
element analysis can be done conveniently as part of the computerized drafting-and-
design process.

2. Analysis: The dataset prepared by the preprocessor is used as input to the finite
element
code itself, which constructs and solves a system of linear or nonlinear algebraic
equations. Commercial codes may have very large element libraries, with elements
appropriate to a wide range of problem types. One of FEA's principal advantages is
that many problem types can be addressed with the same code, merely by specifying
the appropriate element types from the library.

3. Postprocessing: In the earlier days of finite element analysis, the user would pore
through reams of numbers generated by the code, listing displacements and stresses
at discrete positions within the model. It is easy to miss important trends and hot
spots this way, and modern codes use graphical displays to assist in visualizing the
results. A typical postprocessor display overlays colored contours representing stress
levels on the model, showing a full field picture similar to that of photo elastic or
moiré experimental results.

29
 CHAPTER-5

INTRODUCTION TO ANSYS

ANSYS is general-purpose finite element analysis (FEA) software package.  Finite Element
Analysis is a numerical method of deconstructing a complex system into very small pieces
(of user-designated size) called elements. The software implements equations that govern
the behaviour of these elements and solves them all; creating a comprehensive explanation
of how the system acts as a whole. These results then can be presented in tabulated, or
graphical forms.  This type of analysis is typically used for the design and optimization of a
system far too complex to analyze by hand.  Systems that may fit into this category are too
complex due to their geometry, scale, or governing equations. 

ANSYS is the standard FEA teaching tool within the Mechanical Engineering Department at
many colleges. ANSYS is also used in Civil and Electrical Engineering, as well as the
Physics and Chemistry departments.  

ANSYS provides a cost-effective way to explore the performance of products or processes

in a virtual environment. This type of product development is termed virtual prototyping.  

With virtual prototyping techniques, users can iterate various scenarios to optimize the
product long before the manufacturing is started. This enables a reduction in the level of
risk, and in the cost of ineffective designs. The multifaceted nature of ANSYS also provides
a means to ensure that users are able to see the effect of a design on the whole behavior of
the product, be it electromagnetic, thermal, mechanical etc.

5.1 GENERIC STEPS TO SOLVING ANY PROBLEM IN ANSYS 

Like solving any problem analytically, you need to define (1) your solution domain, (2) the
physical model, (3) boundary conditions and (4) the physical properties. You then solve the
problem and present the results. In numerical methods, the main difference is an extra step

30
called mesh generation. This is the step that divides the complex model into small elements
that become solvable in an otherwise too complex situation. Below describes the processes
in terminology slightly more attune to the software.

5.1.1 Build Geometry

Construct a two or three dimensional representation of the object to be

modeled and tested using the work plane coordinate system within ANSYS.

5.1.2 Define Material Properties

Now that the part exists, define a library of the necessary materials that
compose the object (or project) being modeled.  This includes thermal and mechanical
properties.

5.1.3 Generate Mesh

At this point ANSYS understands the makeup of the part.  Now define how
the modeled system should be broken down into finite pieces.   

5.1.4 Apply Loads

Once the system is fully designed, the last task is to burden the system with
constraints, such as physical loadings or boundary conditions.           

5.1.5 Obtain Solution

This is actually a step, because ANSYS needs to understand within what state
(steady state, transient… etc.) the problem must be solved. 

5.1.6 Present the Results

After the solution has been obtained, there are many ways to present
ANSYS’ results, choose from many options such as tables, graphs, and contour plots. 

31
5.2 SPECIFIC CAPABILITIES OF ANSYS 

5.2.1 STRUCTURAL 

Structural analysis is probably the most common application of the finite element method as
it implies bridges and buildings, naval, aeronautical, and mechanical structures such as ship
hulls, aircraft bodies, and machine housings, as well as mechanical components such as
pistons, machine parts, and tools. 

·         Static Analysis - Used to determine displacements, stresses, etc. under static loading
conditions. ANSYS can compute both linear and nonlinear static analyses. Nonlinearities
can include plasticity, stress stiffening, large deflection, large strain, hyper elasticity, contact
surfaces, and creep. 

·         Transient Dynamic Analysis - Used to determine the response of a structure to

arbitrarily time-varying loads. All nonlinearities mentioned under Static Analysis above are
allowed. 

·         Buckling Analysis - Used to calculate the buckling loads and determine the buckling
mode shape. Both linear (eigenvalue) buckling and nonlinear buckling analyses are possible.

In addition to the above analysis types, several special-purpose features are available such as
Fracture mechanics, Composite material analysis, Fatigue, and both p-Method and Beam
analyses.  

5.2.2 THERMAL 

ANSYS is capable of both steady state and transient analysis of any solid with thermal
boundary conditions. Steady-state thermal analyses calculate the effects of steady thermal
loads on a system or component. Users often perform a steady-state analysis before doing a
transient thermal analysis, to help establish initial conditions. A steady-state analysis also
can be the last step of a transient thermal analysis; performed after all transient effects have
diminished. ANSYS can be used to determine temperatures, thermal gradients, heat flow
32
rates, and heat fluxes in an object that are caused by thermal loads that do not vary over
time. Such loads include the following: 

o Convection

o Radiation

o Heat flow rates

o Heat fluxes (heat flow per unit area)

o Heat generation rates (heat flow per unit volume)

o Constant temperature boundaries

A steady-state thermal analysis may be either linear, with constant material properties; or
nonlinear, with material properties that depend on temperature. The thermal properties of
most material vary with temperature. This temperature dependency being appreciable, the
analysis becomes nonlinear. Radiation boundary conditions also make the analysis
nonlinear. Transient calculations are time dependent and ANSYS can both solve
distributions as well as create video for time incremental displays of models.

5.2.3 FLUID FLOW 

The ANSYS/FLOTRAN CFD (Computational Fluid Dynamics) offers comprehensive tools

for analyzing two-dimensional and three-dimensional fluid flow fields.  ANSYS is capable
of modeling a vast range of analysis types such as: airfoils for pressure analysis of airplane
wings (lift and drag), flow in supersonic nozzles, and complex, three-dimensional flow
patterns in a pipe bend.  In addition, ANSYS/FLOTRAN could be used to perform tasks
including:

- Calculating the gas pressure and temperature distributions in an engine exhaust

manifold

- Studying the thermal stratification and breakup in piping systems

33
 - Using flow mixing studies to evaluate potential for thermal shock

- Doing natural convection analyses to evaluate the thermal performance of chips in

electronic enclosures

- Conducting heat exchanger studies involving different fluids separated by solid

regions 

5.2.4  COUPLED FIELDS 

A coupled-field analysis is an analysis that takes into account the interaction (coupling)
between two or more disciplines (fields) of engineering. A piezoelectric analysis, for
example, handles the interaction between the structural and electric fields: it solves for the
voltage distribution due to applied displacements, or vice versa. Other examples of coupled-
field analysis are thermal-stress analysis, thermal-electric analysis, and fluid-structure
analysis.

 Some of the applications in which coupled-field analysis may be required are pressure
vessels (thermal-stress analysis), fluid flow constrictions (fluid-structure analysis), induction
heating (magnetic-thermal analysis), ultrasonic transducers (piezoelectric analysis),
magnetic forming (magneto-structural analysis), and micro-electro mechanical systems
(MEMS).

5.2.5 MODAL ANALYSIS

A modal analysis is typically used to determine the vibration characteristics (natural

frequencies and mode shapes) of a structure or a machine component while it is being
designed. It can also serve as a starting point for another, more detailed, dynamic analysis,
such as a harmonic response or full transient dynamic analysis.

Modal analyses, while being one of the most basic dynamic analysis types available in
ANSYS, can also be more computationally time consuming than a typical static analysis.  A
reduced solver, utilizing automatically or manually selected master degrees of freedom is
used to drastically reduce the problem size and solution time.

34
5.2.6 HARMONIC ANALYSIS

Harmonic analysis is Used extensively by companies who produce rotating machinery,

ANSYS Harmonic analysis is used to predict the sustained dynamic behavior of structures to
consistent cyclic loading.  Examples of rotating machines which produced or are subjected
to harmonic loading are:

 Turbines
o Gas Turbines for Aircraft and Power Generation
o Steam Turbines
o Wind Turbine
o Water Turbines
o Turbopumps
 Internal Combustion engines
 Electric motors and generators
 Gas and fluid pumps
 Disc drives

A harmonic analysis can be used to verify whether or not a machine design will successfully
overcome resonance, fatigue, and other harmful effects of forced vibrations.

35
 CHAPTER-6
CFD ANALYSIS OF MAIN JET OF CARBURETOR

Reynolds number 4000, 6000

Diameters 15,20 &25mm

→→Ansys → workbench→ select analysis system → fluid flow fluent → double click

→→Select geometry → right click → import geometry → select browse →open part → ok

36
→→ select mesh on work bench → right click →edit → select mesh on left side part tree →
right click → generate mesh →

Select faces → right click → create named section → enter name → water inlet

Select faces → right click → create named section → enter name → water outlet

37
Model → energy equation → on.

Viscous → edit → k- epsilon

Enhanced Wall Treatment → ok

Materials → new → create or edit → specify fluid material or specify properties → ok

38
Boundary conditions → select water inlet → Edit → Enter velocity → 0.83m/s and Inlet
Temperature – 373K

Solution → Solution Initialization → Hybrid Initialization →done

Run calculations → no of iterations = 50 → calculate → calculation complete

→→ Results → graphics and animations → contours → setup

At Reynolds number 4000

39
 Nozzle dia. 15mm
STATIC PRESSURE

VELOCITY

HEAT TRANSFER COEFFICIENT

40
 MASS FLOW RATE

HEAT TRANSFER RATE

Nozzle dia. 20mm

STATIC PRESSURE
41
VELOCITY

42
HEAT TRANSFER COEFFICIENT

MASS FLOW RATE

HEAT TRANSFER RATE

43
Nozzle dia. 25mm
STATIC PRESSURE

VELOCITY

44
HEAT TRANSFER COEFFICIENT

MASS FLOW RATE

45
 HEAT TRANSFER RATE

At Reynolds number 6000

Nozzle dia. 15mm

STATIC PRESSURE

VELOCITY
46
HEAT TRANSFER COEFFICIENT

MASS FLOW RATE

47
HEAT TRANSFER RATE

Nozzle dia. 20mm

STATIC PRESSURE

VELOCITY
48
HEAT TRANSFER COEFFICIENT

MASS FLOW RATE

49
HEAT TRANSFER RATE

Nozzle dia. 25mm

STATIC PRESSURE

VELOCITY

50
HEAT TRANSFER COEFFICIENT

MASS FLOW RATE

51
 HEAT TRANSFER RATE

CHAPTER-7

THERMAL ANALYSIS OF MAIN JET OF CARBURETOR

MATERIALS BRASS, COPPER AND ALUMINUM

Open work bench 14.5>select steady state thermal in analysis systems>select

geometry>right click on the geometry>import geometry>select IGES file>open

IMPORTED MODEL

52
 MESHED MODEL

BOUNDARY CONDITIONS

T 1 =1000C

Select steady state thermal >right click>insert>select convection> enter film coefficient
value is 1.96e+003 w/ m2 k (from CFD analysis)

53
 APPLIED TEMPERATURE, APPLIED CONVECTION

Select steady state thermal >right click>insert>select heat flux

Select steady state thermal >right click>solve

Solution>right click on solution>insert>select temperature

MATERIAL- BRASS

TEMPERATURE

54
 HEAT FLUX

MATERIAL – COPPER

TEMPERATURE DISTRIBUTION
55
 HEAT FLUX

MATERIAL – ALUMINUM

TEMPERATURE DISTRIBUTION
56
 HEAT FLUX

RESULT TABLE

CFD ANALYSIS
57
Reynold Pressure Velocity Heat transfer Mass flow Heat
s Nozzl (Pa) (m/s) coefficient rate transfer
number e dia. (w/m2-k) (kg/s) rate (W)
(Re) (mm)
4000 15 8.80e-01 3.67e-02 8.65e+01 0.0004434 22.705078
20 5.98e-01 2.88e-02 8.41e+01 0.0001725 8.63476
25 4.00e-01 2.35e-02 8.88e+01 0.0004085 20.80466
6000 15 1.71e+00 5.50e-2 8.65e+01 0.0015255 77.601563
20 1.15e+00 4.29e-02 8.41e+01 2.52e-05 1.0859
25 7.58e-01 3.47e-02 8.88e+01 0.0001152 5.78125

THERMAL ANALYSIS

Material Temperature (0C) Heat flux(w/mm2)

Max Min
Brass 100 43.646 14.142
Copper 100 55.759 17.051
Aluminum 100 36.03 12.016

GRAPHS

Pressure plot

58
1.80E+00

1.60E+00

1.40E+00

1.20E+00

1.00E+00
4000
8.00E-01 6000

6.00E-01

4.00E-01

2.00E-01

0.00E+00
15 20 25

Velocity plot

6.00E-02

5.00E-02

4.00E-02

3.00E-02 4000
6000

2.00E-02

1.00E-02

0.00E+00
15 20 25

Mass flow rate plot

59
0.01

0 4000
6000
0

0
15 20 25

Heat transfer rate plot

90

80

70

60

50
4000
40 6000

30

20

10

0
15 20 25

HEAT FLUX PLOT

60
 18
16
14
12
heat flux(w/mm2)

10
8
6
4
2
0
brass copper aluminum
materials

61
 CONCLUSION

In this project, a main jet of carburetor is designed and modeled in 3D modeling software
CREO parametric software. Since the design of main jet of carburetor is complex, and
efficiency is directly related to material performance, material selection is of prime
importance. In this project, different materials and different nozzle diameters (15,20,25mm)
by performed thermal analysis on the main jet of carburetor for both the designs.

By observing the CFD analysis the pressure drop, velocity, mass flow rate and heat transfer
rate values are increased by increasing the Reynolds number.

The heat transfer rate value is more at 6000 Reynolds number by the diameter of nozzle is
15mm. Thermal analysis the heat flux value more than brass compare with aluminum and
copper material.

So it can be conclude the 15mm nozzle dia. of main jet in carburetor is better model.

62