ENGINE SYSTEMS

BASIC ENGINE SYSTEMS

1. COOLING SYSTEM
2. LUBRICATING SYSTEM
3. FUEL SYSTEM
4. IGNITION SYSTEM
5. STARTING SYSTEM
6. CHARGING SYSTEM
ENGINE COOLING SYSTEM
 ENGINE
COOLING
SYSTEM
• In the engine, the
system that removes
heat by the
circulation of liquid
coolant or of air to
prevent engine
overheating.
 Purpose of Cooling
System:

• Keeps the engine at its most efficient

temperature at all speeds and
operating condition.
 Types of cooling system:

1. Air-cooled
2. Liquid cooled

Source: https://www.mynrma.com.au/cars-and-driving/car-
servicing/resources/engine-cooling-system-care
In the air-cooled engine, the
cooling system blows cold air
instead of coolant to cool the
engine. These types of cooling systems
are usually found in conventional
motorcycles and cars.
The liquid cooling system is
also known as an indirect
cooling system. This system
cools the engine through a liquid
coolant instead of air.

Source:
https://www.pinterest.ph/pin/849913760906086457/
 PARTS OF ENGINE
COOLING SYSTEM
• WATER PUMP
• RADIATOR
• RADIATOR OVERFLOW TANK
• RADIATOR FAN
• WATER JACKETS
• THERMOSTAT
• HOSES
• COOLANT TEMPERATURE SENSOR
• HEATER CORE
WATER PUMP
• the device that circulates
coolant between engine water
jackets and the radiator. It can
circulate up to 28,390 L of
coolant per hour.
 RADIATOR
• is the heat exchanger
that removes heat from
the coolant passing
through it.
 RADIATOR PRESSURE CAP
• RADIATOR PRESSURE CAP – a radiator cap
with valves which cause the liquid cooling
system to operate under pressure at a higher
and more efficient temperature.
 Radiator
overflow tanks
• The radiator overflow tank is a plastic
water tank. It has an inlet port that
connects to the radiator and an
overflow outlet port. It installs near
the radiator.
• also known as radiator overflow
bottles or coolant reservoir tanks,
captures the expanding coolant when
the temperature and pressure in the
radiator rises. Coolant will then return
to the radiator when the temperature
decreases.
 RADIATOR
FAN
• the bladed device that rotates in
the back of radiator to draw
cooling air through the radiator.
• The main purpose of the radiator
fan is to keep air flowing by the
radiator when your car is slowing
down or stopping. As the car
stops with the running engine,
the radiator cooling fan reduces
the engine temperature.
 WATER
JACKETS –
• the spaces between the
inner and outer shells
of the cylinder block or
head, through which
coolant circulates.
 HOSES

• In an engine cooling
system, the rubber
hoses are used to
connect the engine,
radiator, and water
pump to allow water or
coolant to flow through
them. These hoses
complete the circuit.
 THERMOSTAT
• a device for the automatic regulation of temperature.
Its purpose is to close off the passage when the engine
is cold.
 COOLANT
TEMPERATURE
SENSOR
• the coolant temperature
sensor is a device that
observes the temperature of
the engine. It delivers the
necessary data to control the
working speed of the cooling
fan.
ENGINE LUBRICATING SYSTEM
 LUBRICATING SYSTEM
The lubrication system supplies engine oil to each engine part, creating a film of engine oil, which reduces
the effects of friction and wear by allowing engine parts to slide smoothly and perform optimally.
There are many rotating and sliding parts in an engine. As the engine operates at high engine speed, if
these parts were not lubricated, a great amount of friction would occur, resulting in wear and seizure. To
keep the engine rotating smoothly, the friction on each part needs to be minimized.

Camshaft timing oil control valve

Main oil gallery

Oil return hole

Oil pressure switch

Oil filter
Oil strainer

Oil pump
 PURPOSE OF LUBRICATING OIL
• The oil lubricates moving parts to reduce wear.
• As the oil moves through the engine, the oil
picks up the heat.
• Oil fills the clearances between bearings and
rotating journals
• The oil helps form a gas-tight seal between
piston and the cylinder
• The oil acts as a cleaning agent.
Oil Pump
The oil pump draws the engine oil from the oil pan and pumps it to each part of the engine.
The driven rotor rotates along with the drive rotor, however because the driven rotor is
eccentricity, the spacing between both rotors changes with rotation. This change of spacing is
used to draw and pump the oil.
There is a relief valve built into the oil pump, which releases at the specified pressure controlling
the maximum oil pressure

Drive
roter

Driven roter

Relief valve
Oil Filter

All of the oil pumped up by the oil pump passes through the oil filter where metallic particles from
wear and carbon sludge are filtered out.
The oil pushes open the check valve and enters the outer circumference of the element, where
is filtered, and then is discharged from the center of the element.
The check valve at the opening of the oil filter is designed to prevent contaminants, which have
collected in the outer circumference of the element, from flowing back into the engine when the
engine stops.

Check valve

Element
Relief valve

Oil flow (in)

Oil flow (out)
Oil flow if the relief valve open
Oil Pan

The oil pan, normally made of thin sheet metal or aluminum, bolts to the bottom of the engine
block. It holds a supply of oil for the lubrication system.

OIL STRAINER

A wire-mesh screen placed at the inlet end of the engine oil pump pick-up tube to prevent dirt
and other large particles from entering the oil pump.

Camshaft timing oil control valve

Main oil gallery

Oil return hole

Oil pressure switch

Oil filter
Oil strainer

Oil pump
ENGINE FUEL SYSTEM
Purpose of Fuel System

• To supply the engine with combustible

mixture of air and fuel, whether it is
carbureted or fuel injected.
SPARK-IGNITION ENGINE FUEL SYSTEM
CARBURETED-FUEL SYSTEM COMPONENTS

• FUEL TANK
- the storage tank for engine fuel on the
vehicle
- it is normally located near the rear of the
vehicle and attached to the frame or
body.
CARBURETED-FUEL SYSTEM COMPONENTS

• FUEL LINE
- the pipe or tubes through which fuel
flows from the fuel tank to the
carburetor or fuel- injection system
CARBURETED-FUEL SYSTEM COMPONENTS

• FUEL PUMP
- the electrical or mechanical device in fuel
system which forces fuel from the
fuel tank to carburetor or fuel-
injection system
CARBURETED-FUEL SYSTEM COMPONENTS

• FUEL FILTER
- a device located in the fuel line that
removes dirt and contaminants from
fuel passing through
CARBURETED-FUEL SYSTEM COMPONENTS

• CHARCOAL CANISTER
- the container in the evaporative control
system that contains activated charcoal to
traps the vapors from the fuel system
while the engine is off. Also called as “carbon
canister”
CARBURETED-FUEL SYSTEM COMPONENTS

• AIR CLEANER

- a device mounted on
or connected to the
engine air intake for
filtering dirt and dust
out of the air entering
the engine.
CARBURETED-FUEL SYSTEM COMPONENTS

• CARBURETOR
- the device in the spark-
ignition engine fuel system
which mixes gasoline with
air in correct proportions
and delivers this mixture
to the intake manifold
Systems of the Carburetor
• Float System
Idle and low speed system
High speed system
Vacuum power jet system
Accelerator pump
Choke valve operation
 FUEL SYSTEM
EFI (Electronic Fuel Injection)
The EFI system uses various sensors to detect the engine condition and
vehicle running condition. And the engine ECU calculates at the optimum
fuel injection volume, and causes the injectors to inject the fuel.

Manifold
Throttle position sensor
pressure
sensor

Air flow meter Injector

Engine ECU Camshaft position sensor

Oxygen
sensor Oxygen Water temp. sensor
sensor

Crankshaft position sensor

Types of EFI
There are two types of EFI system classified by the amount of the intake air detection method.

1. L-EFI (Air-flow control type)

This type uses an air flow meter to detect the amount of the air flowing in the intake manifold.
There are two types of detection methods: One directly measures the intake air mass, and
one makes corrections based on the air volume.

2. D-EFI (Manifold pressure control type)

This type measures the pressure in the intake manifold to detect the amount of the intake air
using the intake air density.
Air Air

Air flow meter

Intake manifold Intake manifold

Detection of Manifold pressure

Injection sensor Injection
intake air
mass Engine Injector Engine Injector
Detection of
intake
Engine speed Fuel manifold Engine speed Fuel
pressure

Engine ECU Engine ECU

Injection volume Injection volume
control control
Main Components

Pressure regulator

Fuel pump

Fuel pump filter

Fuel filter

Delivery pipe

Pulsation
damper Fuel tank
Injector
Pressure regulator

Fuel tank
Delivery pipe

Pulsation Fuel filter

damper Fuel pump Fuel pump
assembly
Fuel pump filter
Fuel Pump

Check valve

Relife valve

Motor Inlet port

Outlet port

Pump impeller Casing Blade

Fuel pump filter

Fuel Impeller

The fuel pump is installed in the fuel tank and is integrated with the fuel filter, pressure regulator, fuel
sender gauge, etc.
The pump impeller is turned by the motor to compress the fuel.
The check valve closes when the fuel pump is stopped to maintain the pressure in the fuel line and make it
easier to restart the engine.
If there is no residual pressure, vapor lock can easily occur at high temperatures, making restarting
difficult.
The relief valve opens when the pressure on the outlet side becomes too high in order to prevent the fuel
pressure from becoming too high.
Pressure
Regulator
to Injector

Valve

to Fuel tank

Pressure regulator

Fuel filter

from Fuel pump

The pressure regulator controls the fuel pressure to the injector at 324 kPa (3.3 kgf/cm 2). (Values may
differ depending on engine models)
In addition, the pressure regulator maintains the residual pressure in the fuel line in the same way as
the fuel pump check valve.
PULSATION
DAMPER
Pulsation Damper

The pulsation damper uses a diaphragm to absorb a slight amount of fuel pressure
pulsation generated by the fuel injection and the compression of the fuel pump.
INJECTOR

Injector

Injector

O-ring

Coil
Valve
Grommet

Plunger

The injector injects fuel into the intake ports of the cylinders in accordance with the signal
from the engine ECU.
The signals from the engine ECU cause current to flow in the solenoid coil, which causes
the plunger to be pulled, opening the valve to inject the fuel.
Because the plunger stroke does not change, the amount of the fuel injection is controlled
at the time the current is flowed to the solenoid.
Fuel Filter/Fuel Pump Filter

Fuel pump filter

Fuel filter

1. Fuel filter
The fuel filter removes dirt and impurities from the fuel that is compressed by the fuel
pump.
2. Fuel pump filter
The fuel pump filter removes dirt and impurities from the fuel before entering the fuel
pump.
DIESEL FUEL SYSTEM

Fuel Injection
filter pump

Injection
nozzle

Fuel
tank
EFI-diesel

The EFI-diesel system electronically controls the fuel injection volume

and injection timing to reach an optimal level. In doing so, the following
merits are realized:

1. High engine output

2. Low fuel consumption
3. Low exhaust emissions
4. Low noise
5. Reduced discharge of white and black smoke
6. Improved startability
Types of EFI-diesel

1. Conventional EFI-diesel
Fuel injection volume and timing is controlled electronically.
The control mechanism used for the pumping, distribution, and injection processes
is based on the mechanism used in the mechanical type diesel system.

Injection volume control: SPV

Injection timing control: TCV

Pump

Fuel filter SPV

TCV ECU

Fuel tank Nozzle

Fuel System of Conventional EFI-diesel

The fuel that is drawn up by the feed pump travels from the fuel tank
through the fuel filter, and is introduced into the pump where it
becomes pressurized and then pumped by the plunger inside of the
injection pump. This process is the same as in an ordinary diesel
pump. The fuel in the pump chamber becomes pressurized by the
feed pump so that it is between 1.5 and 2.0 MPa. Furthermore, in
accordance with the signals from the ECU, the SPV controls the
injection volume (injection duration) and the TCV controls the fuel
injection timing (injection starting timing).
Types of EFI-diesel

2. Common-rail EFI-diesel
Instead of having the pump itself distribute fuel to the cylinders, the fuel is stored in
the rail at a pressure that is necessary for injection.
As with the EFI system of a gasoline engine, the injectors open and close in
accordance with the injection signals from the ECU to realize optimal fuel injection.

Injection volume control: injector opening duration

Injection timing control: injector starting timing

Pressure sensor
Common-rail

Fuel filter Pump

SCV ECU

Injector
Fuel tank
Fuel System of Common-rail EFI-diesel

The fuel that has been drawn up from the feed pump located inside
the supply pump is pressurized to the required pressure.
The plunger in the pump generates the required injection pressure.
The pressure varies by engine speed and load conditions from 20
MPa at idle, to 135 MPa under high-load, high-speed operating
conditions. (In the conventional EFI-diesel, the pressure is between 10
to 80 MPa.)

The ECU commands the SCV (Suction Control Valve) to adjust the
fuel pressure, regulating the volume of fuel that enters the supply
pump.

The ECU constantly detects the fuel pressure in the common-rail by

means of the fuel pressure sensor, and effects feedback control.
 IGNITION SYSTEM
The system that furnishes high voltage sparks to the engine cylinders to fire
the compressed air-fuel mixture.

TYPES OF IGNITION SYSTEM

1. Breaker Points Type
2. Transistorized Type
3. Transistorized type with ESA (Electronic Spark Advance)
4. DIS (Direct Ignition System)
1.Breaker points type

High-tension cord
High-tension cord

Ignition switch
ST Distributor
IG Governor
advancer

Spark
Capasitor
Ignition plug
coil

Cam Breaker
points
Resistor Vacuum advancer

This type of ignition system has the most basic construction.

With this type, the primary current and ignition timing are mechanically controlled.
The primary current of the ignition coil is controlled to flow intermittently through the breaker
points.
The governor advancer and the vacuum advancer control the ignition timing.
The distributor distributes the high voltage that is generated by the secondary coil to the spark
plugs.
2. Transistorized type

High-tension cord
High-tension cord

Ignition switch
Distributor
Governor
advancer Igniter Transistor

Spark
Ignition coil plug

Signal
generator
Vacuum advancer

In this type, the transistor controls the primary current so that it flows intermittently in accordance
with the electric signals that are generated by the signal generator.
Timing advance is controlled mechanically in the same way as in the breaker points type system.
3. Transistorized type with ESA (Electronic Spark Advance)

High-tension cord
High-tension cord

Ignition switch
Distributor

Igniter
Transistor

ECU
Spark
Ignition plug
coil

Sensors

The use of the mechanical vacuum advancer and the governor advancer has been discontinued in
this type. Instead, the ESA function of the engine ECU controls the ignition timing.
4. DIS (Direct Ignition System)

Type1 Type2
Sensors Sensors

ECU ECU

IGT1 IGT2
IGT1 IGT2 IGT3 IGT4
Igniter
Igniter

Ignition
High-tension coil

Ignition coil code

(with igniter)

Spark Spark
plug plug

Ignition coil

Instead of a distributor, this type employs multiple ignition coils to supply high voltage directly to
the spark plugs. The ignition timing is controlled by the ESA function of the engine ECU. This
system is predominant in recent gasoline engines.
 STARTING SYSTEM
Since the engine cannot be started by itself, external power is required to generate the first
combustion to start it. To start the engine, the starter rotates the crankshaft via the ring
gear.
The starter is required to generate extremely large torque from the limited power from the
battery and should be compact and light as well. For this reason, a DC (direct current)
series motor* is used for the starter.
To start the engine, the crankshaft has to rotate faster than the minimum cranking speed.
The minimum cranking speed required to start the engine differs depending on the engine’s
construction and operating conditions, but it is generally 40 to 60 rpm for a gasoline engine
and 80 to 100 rpm for a diesel engine.

Ring gear

Starter
The starter consists of the following
components.

1. Magnetic switch
2. Armature
3. Yoke sub-assembly
4. Brush and brush holder
5. Reduction gear
6. Overrunning clutch
7. Pinion gear and helical spline
. Magnetic switch

The magnetic switch operates as a main switch of the current flowing to the motor
and controls the pinion gear by pushing and pulling it.
The pull-in coil is wound up with thicker wire than the hold-in coil, and its
magnetomotive force of the pull-in coil is also greater than that of the hold-in coil.

1. Magnetic switch
Main contact

Plunger

Return spring

Drive spring
Plunger shaft

Hold-in coil
Pull-in coil
Armature and ball bearing

The armature generates a motor’s revolving force, and the ball bearing
supports the high speed revolution of the armature.

2. Armature and ball bearing Ball bearing

Armature coil

Ball bearing

Commutator

Armature core
Yoke sub-assembly

The yoke sub-assembly produces the magnetic field required for the
motor to operate. It also works as an outer case of the field coil, the pole
core and a passage of the lines of magnetic force. The field coil is
connected to the armature coil in series.
3. Yoke sub-assembly

Yoke
Brush

Pole core

Field coil
Brush and brush holder

The brushes are pressed against the armature commutator by the brush springs,
allowing the current to flow from the coil to the armature in fixed direction. The
brushes are made of copper-carbon, which has excellent conductivity and
abrasion resistance characteristics.
The brush springs repress the excessive revolution of the armature and stop the
armature revolution just after the starter stops by pressing the brush.

4. Brush and brush holder

Brush holder

Body ground

Brush
Brush spring
Reduction gear

The reduction gear transmits the revolving force of the motor to the pinion
gear and increases torque by slowing the motor speed as well.
The reduction gear reduces the revolution of the motor at a reduction
ratio of 1/3-1/4, and it has an overrunning clutch built-in.

5. Reduction gear

Drive gear

Reduction gear Idle gear

Ball bearing
Clutch gear

Ball bearing
Overrunning clutch

· The overrunning clutch transmits the motor rotation to the engine via
the pinion gear.
· In order to prevent the starter breakage by its high-speed revolution
arising from engine start, the overrunning clutch is a one-way type with
rollers.

6. Overrunning clutch

Clutch roller

Spline shaft

Return spring
Pinion gear
Clutch gear

Pinion shaft
Pinion gear and helical spline

The pinion gear and the ring gear transmit the revolving force of the
starter to the engine by securely engaging with each other. The pinion
gear is chamfered for excellent engagement. The helical spline converts
the revolving force of the motor to the driving force of the pinion and
supports the engagement and the disengagement of the pinion gear as
well.
7. Pinion gear and helical spline

Spline shaft

Pinion gear

Helical spline

Pinion shaft

Ring gear
Type of starter
(1) Reduction type

· The reduction type starter uses a compact high-speed motor.

· The reduction type starter increases torque by reducing the rotational speed of
the armature with the reduction gear.
· The plunger of the magnetic switch directly pushes the pinion gear located on
the same axis and causes it to engage with the ring gear.

(1) Reduction type Yoke

Armature

Drive gear

Magnetic switch

Pinion gear
(2) Conventional type

· The pinion gear is located on the same axis as the armature

and rotates at the same speed.
· The drive lever connected to the magnetic switch plunger
pushes the pinion gear and causes it to engage with the ring
gear.

(2) Conventional type

Magnetic switch

Drive lever

Pinion gear
Yoke

Armature
(3) Planetary type

· The planetary type starter uses a planetary gear to reduce

the rotational speed of the armature.
· The pinion gear engages with the ring gear via the drive lever,
as with the conventional type.

(3) Planetary type

Magnetic switch

Drive lever

Armature

Yoke

Planetary gear
Pinion gear
(4) Planetary reduction-segment conductor motor (PS) type

· The Planetary reduction-segment conductor motor (PS) type

starter uses the permanent magnets in the field coil.
· The engagement/disengagement mechanism works in the
same way as the planetary type.

(4) Planetary reduction-segment

conductor motor (PS) type

Magnetic switch

Armature
Pinion gear

Parmanent
magnet

Planetary
gear
CHARGING SYSTEM
Function of charging system
Vehicle is equipped with many electrical devices to drive safely and
comfortably.

The vehicle requires electricity not only while driving but also while it
stops.

Therefore, the vehicle has a battery for a power supply and a charging
system to generate electricity by the engine running.

The charging system supplies electricity to all the electrical devices and
charges the battery.
Construction of charging system

Charging system mainly consists of the following devices.

· Alternator
· Regulator (built in the alternator)
· Battery
· Charge warning light
· Ignition switch
Alternator

While the engine is running, this generates a nearly equal amount of

electricity to operate the electric devices used for the vehicle and to
charge the battery.
Regulator (built in the alternator)

This is a device to regulate the generated voltage in order to make it constant

even when the alternator speed changes or current volume that flows into the
electric devices fluctuates.
Battery

This is a power source when the engine stops and it supplies electricity to the
electric devices to start the engine or when the alternator does not generate
electricity. However, electricity generated by the alternator is charged to the
battery once the engine starts running.
Charge warning light

This informs of the malfunction in the charging system.

Ignition switch

This starts the engine, causing the alternator to generate electricity.