FUEL INJECTION SYSTEM

Abstract:-
This paper describes about multi point fuel injection. Fuel injection is a system for
admitting fuel into an internal combustion engine. This system has four major components
they are: Air intake system, Fuel delivery system, Electronic control system. The working of
the multipoint fuel injection system. Emission control due to multipoint fuel injection system.
Types of sensors used in MPFI system. Advantages of MPFI system. Conclusion.

Introduction:-
Fuel injection is a system for admitting fuel into an internal combustion engine. It has
become the primary fuel delivery system used in automotive engines, having replaced
carburetors during the 1980s and 1990s. A variety of injection systems have existed since the
earliest usage of the internal combustion engine.
The primary difference between carburetors and fuel injection is that fuel injection
atomizes the fuel by forcibly pumping it through a small nozzle under high pressure, while a
carburetor relies on suction created by intake air rushing through a Venturi to draw the fuel
into the Airstream.
Modern fuel injection systems are designed specifically for the type of fuel being used. Some
systems are designed for multiple grades of fuel (using sensors to adapt the tuning of the fuel
currently used). Most fuel injection systems are for gasoline or diesel applications.
Types of fuel injectors:

 Throttle body fuel injection system

 Electronic fuel injection system
 Multi point fuel injection system etc.,

Multi point fuel injection system

1. INTRODUCTION
Petrol vehicles use a device called carburetor for supplying the air fuel mixture in
correct ratio to cylinders in all RPM ranges. Due to construction of the carburetor is relatively
simple, it has been used almost exclusively on gasoline engines in the past. However in
response to recent demands for cleaner exhaust emission, more economical fuel consumption,
improved drivability, etc., The carburetor now must be equipped with various compensating
devices, making it a more complex system.

So In place of the carburetor, therefore, the MPFI (multi point fuel injection) system
is used, assuring proper air fuel ratio to the engine by electrically injecting fuel in accordance
with various driving conditions.

MPFI system injects fuel into individual cylinders, based on commands from the ‘on
board engine management system computer’ – popularly known as the Engine Control
Unit/ECU. These techniques result not only in better ‘power balance’ amongst the cylinders
but also in higher output from each one of them, along with a faster throttle response. The
electronic fuel injection system supplies the combustion chambers with air/fuel mixture of
optimized ratio under widely varying driving conditions.

2. MAIN COMPONENTS OF MPFI SYSTEM

This system has four major components they are:
a) Air intake system
b) Fuel delivery system
c) Electronic control system

2.1. Air intake system

The air (corresponding to the throttle valve opening) is filtered by the air cleaner,
passes through the throttle body, and is distributed by the intake manifold and finally drawn
into each combustion chamber. When the IAC valve is opened according to the signal from
the ECM, the air bypasses the throttle valve through bypass passage and is finally drawn into
the intake manifold

a. Throttle body

The throttle body consists of the main bore, air bypass passage and the following
parts. Throttle valve, which is interlocked with the accelerator pedal and controls the amount
of the intake air. TP sensor which detects the throttle valve opening and sends a signal to the
ECM. IAC valve, which supplies the bypass, air depending on Engine condition.

b. Idle air control valve

The IAC valve controls the opening of the bypass air passage. The air bypasses the
throttle valve through bypass passage and is finally drawn into the intake manifold. Opening
and closing of the valve itself is determined by operation of the magnet, which is connected
to it. The magnet operates according to electric current from ECM.

2.2. Fuel delivery system

The fuel in the fuel tank is pumped up by the fuel pump, filtered by fuel filter and fed
under pressure to each injector through the delivery 'pipe. As the fuel pressure applied to the
injector is always kept a certain amount higher than the pressure in the intake manifold by the
fuel pressure regulator, the fuel is injected into the intake port of the cylinder head when the
injector opens according to the injection signal form ECM. The fuel relieved by the fuel
pressure regulator return through the fuel return to the fuel tank.
a. Fuel pump

The electric fuel pump located on the fuel tank consists of an armature, magnet,
impeller, brush, check valve etc.. The ECM controls its operation. When the power is
supplied to the fuel pump, the motor in the pump runs and so does the impeller. This causes a
pressure difference to occur between both sides of the impeller, as there are many grooves
around it. Then the fuel is drawn through the inlet port, and with its pressure increases, It is
discharged through the outlet port, The fuel pump also has a check valve to keep some
pressure in the fuel feed line even when the fuel pump is stopped.

b. Pressure regulator system

The fuel pressure regulator is a diaphragm operated relief valve consisting of a
diaphragm, spring and valve. It keeps the fuel pressure applied to the injector 2.9Kglcm^2
higher than the intake manifold at all times, The pressure applied to the upper chamber of the
fuel pressure regulator intake manifold pressure and that of the lower chamber is fuel
pressure. When the fuel pressure rises more than 2,9Kg/cm2 higher than the intake manifold
pressure, the fuel pushes the valve in the regulator open and excess fuel return to the fuel tank
through the return line.

c. Injector
Each cylinder has one injector. Which is installed between the intake manifold
delivery pipe. It is an electromagnetic type injection nozzle, which injects fuel into the intake
port of the cylinder head according to the signal from the ECM. When the solenoid coil of the
injector is energized by ECM, it becomes an Electro magnet and attracts the plunger. At the
same time, the ball valve which is incorporated with the plunger opens and the injector which
is under the fuel pressure injects fuel. As the lift stroke of the ball valve of the injector is set
constant, the amount of fuel injected at one time is determined by the length of the time
during which the solenoid is energized.

2.3. Electronic control system

The electronic control system consist of various sensors which detect the state of the
engine and driving conditions, ECM which controls various devices according to the signals
from the sensors and Various controlled devices. The systems are

Fuel injection control system

Idle speed control system

Fuel pump control system,

Ignition control system,

Radiator fan control system,

Fuel injection control system

The electronic fuel injection system supplies the combustion chambers with air/fuel
mixture of optimized ratio under widely varying driving conditions. It uses the sequential
multi-port fuel injection system, which injects fuel into each intake port of the cylinder head.
In this system ECM controls the time and the timing of the fuel injection from the fuel
injector into the cylinder head intake port according to the signals from the various sensors so
that suitable air/fuel mixture is supplied to the engine in each driving condition. The factors
to determine the injection time are the basic injection time which is calculated on the basis of
the engine speed and the intake manifold pressure and various compensation which are
determined according to the signals from various sensors that detect the state of the engine
and driving conditions.

Idle speed control system

This system controls the bypass airflow by means of ECM &IAC valves for the
following purposes. To keep the engine idle speed as specified at all times. The engine idle
speed can vary due to load applied to the engine, to improve starting performance of the
engine to compensate air fuel mixture ratio when -decelerating, to improve drivability while
the engine is warmed up. Leak valve operates according to duty signal sent from the ECM.
ECM detects the engine condition by using the signals from various signals and switches and
controls the bypass airflow by changing IAC valve opening. When the vehicle is at a stop, the
throttle valve is in the idle position and the engine is running, the engine speed is kept at a
specified idle speed.

Fuel pump control system

ECM controls ON/OFF operation of the fuel pump by turning it ON, the fuel pump
relay under any of the conditions. For two seconds after ignition switch ON. While cranking
the engine (while engine start signal is inputted to ECM). While the crankshaft position
sensor or camshaft - position sensor signal is inputted to ECM.

Ignition control system

This system controls electronically the time of electric current flow to the ignition
primary coil as well as ignition timing. ECM judges the engine and vehicle conditions by
using signals from various sensors, selects the most suitable electric current flow time and
ignition timing for that engine and vehicle conditions from among those restored in its
memory and sends an ignition signal to the igniter in ignition coil assembly. Controls of this
system include three different types as follows. Ignition timing control at engine start,
ignition timing control after engine start, electric current flow time control.

Radiator fan control system

This system controls the operation (ON/OFF) of the radiator fan motor. Radiator fan
motor is turned ON and OFF by its relay when ECM controls. Radiator fan motor turned ON
at below 98°C and OFF at below 93°C
a. Engine Control Module (ECM)
ECM is installed to the underside of the instrument panel at the passenger seat side.
ECM is a precision unit consisting of a microcomputer, analogue/digital converter
input/output unit etc. It is an essential part of the electronic control system for its functions
include not only such a major function as to controlled fuel injector, IAC valve, fuel pump
relay, etc. But, also on-board diagnostic system (self-diagnosis function) and fail-safe
function.
WORKING OF MPFI.

b. On-board diagnostic system

ECM diagnosis troubles which may occur in the area including the following parts when the
ignition switch is ON and the engine is running, and indicates the result by turning on or
flashing malfunction indicator lamp (CHECK ENGINE LIGHT)

1. Oxygen sensor

2. Engine coolant temp sensor

3. TP sensor

4. IAT sensor

5. MAP sensor

6. CMP sensor

7. VS sensor

8. CKP sensor (MY 416)

9. CPU of ECM

ECM and the malfunction indicator lamp (MIL) operate as follows Malfunction
indicator lamp lights when the ignition switch is turned ON but the engine at a stop with the
diagnosis switch terminal ungrounded regardless of the condition of an electronic fuel
injection system. This is only to check the malfunction indicator lamp bulb and its circuit. If
the above areas of electronic fuel injection system; is free from any trouble after the engine
start while engine is running. The malfunction indicator lamp turns OFF. When ECM detects
a trouble which has occurred in the above areas, it makes the malfunction indicator lamp turn
ON while the engine is running to warn the driver of such occurrence of trouble and at the
same time is stored the trouble area in ECM back-up memory. The memory is kept as it is
even if the trouble was only temporary and disappeared immediately. And it is not erased
unless the power of ECM is shut off for specified time 60 Sec. Or longer. ECM also indicates
the trouble area in memory by means of flashing of malfunction indicator lamp at the time of
inspection.

Fail- safe function

Even when a trouble has occurred in such area of an electronic fuel injection system that
includes the following parts and a failure signal is sent to ECM. Control over the injector,
idle air control valve and others is maintained on the basis of the standard signals and/or
CPU. This function is called a failsafe function. Thus with this function a certain level of
engine performance is available even when some failure occurs in such area and disability in
running is avoided.

3. EMISSION CONTROL SYSTEM

The need to control the emissions from automobiles gave rise to the computerization
of the automobile. Hydrocarbons, carbon monoxide and oxides of nitrogen are created during
the combustion process and are emitted into the atmosphere from the tail pipe. There are also
hydrocarbons emitted as a result of vaporization of gasoline and from the crankcase of the
automobile. Manufacturers’ are adding of pollution control devices and the creation of a self
adjusting engine. 1981 saw the first of these self adjusting engines. They were called
feedback fuel control systems.

Emission control in Petrol engine passenger cars

A petrol engine without emission control produces large emissions of nitrogen oxides and
unburnt hydrocarbons. The technology that manufacturers have used to meet stiffer emission
requirements is the three-way catalytic converter and new technology such as MPFI, it
maintains proper air fuel mixture at the stoichiometric ratio by the use of sensors in the
engine, thereby ensuring proper combustion of the air fuel mixture due to this it reduces the
emissions from the vehicles.
3.1 Catalytic converters
Automobile emissions are controlled in three ways, one is to promote more complete
combustion so that there are less by products. The second is to reintroduce excessive
hydrocarbons back into the engine for combustion and the third is to provide an additional
area for oxidation or combustion to occur. This additional area is called a catalytic converter.
The catalytic converter looks like a muffler. It is located in the exhaust system ahead of the
muffler. Inside the converter is pellets or a honeycomb made of platinum or palladium. The
platinum or palladium are used as a catalyst ( a catalyst is a substance used to speed up a
chemical process). As hydrocarbons or carbon monoxide in the exhaust pass over the
catalyst, it is chemically oxidized or converted to carbon dioxide and water. As the converter
works to clean the exhaust, it develops heat. The dirtier the exhaust, the harder the converter
works and the more heat that is developed. In some cases the converter can be seen to flow
from excessive heat. If the converter works this hard to clean a dirty exhaust it will destroy
itself. Also leaded fuel will put a coating on the platinum or palladium and render the
converter ineffective.
Catalytic oxidizers are used in most cars around the world. Because catalytic oxidizers cannot
operate in the presence of lead, their introduction caused leaded gasoline to be phased out.
Ideally the byproducts of an automobile engine are only carbon dioxide, water, and some
nitrogen. This is similar to the chemical output of animals. But in practice, the combustion
process in an engine has been never 100% efficient, leaving behind hot, yet unburned
hydrocarbons. Oxidizer fitted to a car’s tailpipe rapidly oxidizes a large percentage of the
remaining unburnt hydrocarbons, resulting in cleaner emissions. However, the speed at which
catalytic oxidizers must operate to catch unburnt hydrocarbons before they fly out the tailpipe
puts limits on how efficiently the oxidation process can be.

4. SENSORS USED IN MPFI.

1. Manifold absolute pressure (MAP) sensor
This sensor senses pressure change in the intake manifold and converts it into voltage
Change. It consists of a semi-conductor type pressure converting element, which converts a
pressure change into an electrical change and, an electronic circuit which amplifies and
corrects the electric change. The ECM sends a 5-volt reference voltage to the pressure sensor.
As the manifold pressure changes, the electrical resistance of the sensor also changes By
monitoring the sensor output voltage , ECM knows the manifold pressure, the ECM uses the
voltage signal from the pressure sensor as one of the signals to control fuel injector.

2. Throttle position sensor

The throttle position sensor is connected to the throttle valve shaft on the throttle
body, and detects throttle valve opening, the throttle opening is detected by the potentiometer.
A 5-volt reference Voltage is applied to the sensor from ECM and as Brush moves over the
print resistance according to the throttle valve opening, the output voltage varies accordingly.
By monitoring sensor output voltage, ECM detects the throttle valve opening. The ECM uses
the signal from the TP sensor as one of the signals to control various devices.

3. Intake air temperature sensor

Located on the air cleaner outlet hose, this sensor constantly measures
the Temperature of the air entering there and converts a change in the air temperature In that
in resistance through its thermostat. That is, as is temperature lowered, resistance increases
and as it rises, the resistance decreases. As air density of the intake air varies with Variation
in temperature, ECM, by monitoring the resistance, adjusts the amount of fuel injection
according to the air temperature

4. Engine coolant temperature sensor

 Incorporated with coolant temperature. Gauge and installed to thermostat case, this
sensor measures the temperature of the engine coolant and converts its change into that in
resistance through the thermostat like the air temperature sensor, by monitoring the resistance
of the coolant temperature sensor, ECM detects the engine coolant temperature and that
affects most systems under the control of ECM.

5. Oxygen sensor
The oxygen sensor is installed on the exhaust manifold to detect the concentration of
oxygen in the exhaust gases. In order of engines equipped with the three- way catalytic
converter to achieve their best exhaust emission purification performance, it is necessary for
the air-fuel ratio to be kept within a narrow range near the theoretical air-fuel ratio The
oxygen sensor senses whether the air-fuel ratio is richer on leaner than the theoretical air-fuel
ratio, The oxygen sensor is located in the exhaust manifold and consists of an element made
of zirconium dioxide (zrO2, a kind of ceramic material) This element is coated on both inside
and outside with a thin layer of platinum. Atmospheric air is introduced into the inside of the
sensor, and outside of the sensor is exposed to the exhaust gases. If the Oxygen concentration
on the inside surface of the zirconium element differs greatly from that on the outside surface
at high temperatures, the zirconium element generates a voltage when the air-fuel mixture is
lean there is lots of oxygen in the exhaust gas, so there is a little difference between oxygen
concentration inside and outside the sensor element. Thus the voltage generated by the
zirconium element is low if the air-fuel mixture is rich; the oxygen in the exhaust has almost
disappeared. This creates a large difference in the oxygen concentrations inside and outside
the sensor and voltage generated by the zirconium element is large. The ECM uses this signal
to increase or reduce the injection volume to keep the air-fuel ratio at an even value near the
stoichiometric air-fuel ratio.

6. Vehicle speed sensor

The vehicle speed sensor, located on the transmission gearbox or speedometer,
Generates a signal in proportion to the vehicle speed. Receiving this signal, the speedometer
uses it for the operation of its indicator and also converts it into to the ON/OFF signal by
doubling the cycle. This signal is sent to ECM where it is used as one of the signals to control
various devices.

7. Camshaft position sensor

The sensor is mounted on the sensor case (distributor less ignition case) on tile
camshaft let the side for distributor less ignition vehicle and other vehicles on the distributor.
The signal rotor is press-fitted onto the camshaft (distributor less ignition vehicle) and other
vehicles on the distributor shaft. As the sensor has a built-in hall element and a waveform
forming circuit, it converts changes in the magnetic flux caused by rotation of the signal rotor
into electric pulse signals, Using this signal and the signal from the CKP sensor (if equipped),
ECM identifies the cylinder whose piston is on the compression stroke.

8. Crankshaft position sensor

The sensor consists of a magnet and coil. It is mounted on oil pan with the specified
air gap between the sensor core end and crankshaft timing belt pulley tooth. As the crankshaft
turns, an AC voltage is generated in the sensor. The ECM uses this signal as: Engine speed,
Cylinder identification.
5. ADVANTAGES OF MPFI
1) More uniform A/F mixture will be supplied with each cylinder; hence the difference in
power developed in each cylinder is minimized. Vibration from the engine equipped with this
system is less, due to this the life of engine components is improved.
(2) No need to crank the engine twice or thrice in case of cold starting as happens in the
carburetor system.
(3) Immediate response, in case of sudden acceleration / deceleration.
(4) Since the engine is controlled by ECM* (Engine Control Module), more accurate amount
of A/F mixture will be supplied and as a result complete combustion will take place. This
leads to effective utilization of fuel supplied and hence low emission level.
(5) The mileage of the vehicle will be improved.

6. CONCLUSION

Almost all vehicles in India are changing to the MPFI because of low emissions,
improved mileage and drivability since the engine is controlled by micro computer more
accurate amount of a/f mixture will be supplied and as a result complete combustion will take
place.This leads to effective utilization of fuel supplied and hence low emission level. It
reduces wastage of fuel by the use of sensors and other control systems.