MULTI POINT FUEL INJECTION (MPFI) SYSTEM

Posted by BLOG master Sunday, December 26, 2010 Labels: mechanical 0 comments

1. INTRODUCTION
          Petrol vehicles uses 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
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 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 lAC valve is opened
according to the signal from ECM, the air bypasses the1hrottle 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 ECM. lAC valve, which supplies the bypass, air depending on
Engine condition.

b. Idle air control valve 

The lAC valve controls 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 electrical fuel pump located on the fuel tank consists of 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 diaphragm operated relief valve consisting of

diaphragm, spring and valve. It keeps the fuel pressure applied to the injector
2.9Kglcm^2 higher than intake manifold at all times, The pressure applied to the
upper chamber of the fuel pressure regulator intake manifold pressure and that to
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 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 ECM. When the
solenoid coil of the injector is energised 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 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 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 & lAC valve 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 engine, to improve starting
performance of the engine to compensate air fuel mixture ratio when -decelerating,
to improve drivability while engine is warmed up.  lAC valve operates according
to duty signal sent from ECM. ECM detects the engine condition by using the
signals from various signals and switches and controls the bypass airflow by
changing lAC valve opening. When the vehicle is at a stop, the throttle valve is at
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 engine (while engine start signal is inputted to ECM). While 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 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 Prestored 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 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's seat
side. ECM is a precision unit consisting of 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 control fuel
injector, lAC 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. IATsensor.5.MAP
sensor
6.CMP sensor. 7. VS sensor. 8. CKP sensor. (MY 416).9 CPU of ECM. ECM and
malfunction indicator lamp (MIL) operate as follows Malfunction indicator lamp
lights when the ignition switch is turned ON but engine at stop with the diagnosis
switch terminal ungrounded regardless of the condition of 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. Malfunction indicator lamp turns OFF. When ECM
detects a trouble which has occurred in the above areas, it makes 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 stores 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 to ECM is shut off
for specified time 60 sec. or longer. ECM also indicates 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 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 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 maintain  proper air
fuel mixture  at stoichiometric ratio by the use of sensors in the engine, there by
ensuring proper combustion of the air fuel mixture due to this it reduces the

emissions from the vehicles.   

3.1 Catalytic converter

Automotive 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 are 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 are passed
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 glow 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 is 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 efficient the oxidation process can be.

3.2 EU emission standards for petrol vehicles.

standards NOx HC PM
(g/kWh) (g/kWh) (mg/kWh)

Euro I (1992-93) 9.0 1.23 400

Euro II 1995-96) 7.0 1.1 150

Euro III (2000) 5.01 0.662 100/1603

Euro IV (2005) 3.51 0.462 20/303

Euro V (2008) 2.01 0.462 20/303

3.3 Evaporative emission control system

The evaporative emission control system is used to prevent emission of fuel

vapour.the vapour generated in the fuel tank while driving or the
 Engine at a stop passes through a tank pressure control valve and enters the EVAP
canister were the charcoal absorbs the stores the fuel vapour. The EVAP canister
purge valve is controlled by ECM according to signals from various sensors.

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, 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. ECM uses the
signal from 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
 Into that in resistance through its thermistor. That is, as is temperature lowers,
resistance increases and as it rises, 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 thermistor 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 generate a
voltage when the air-fuel mixture is lean there is lot 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 disappears. 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 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 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 in the compression stroke.

8. Crank shaft position sensor

The sensor consists of magnet and coil. It is mounted on oil pan with specified air
gap between the sensor core end and crankshaft timing belt pulley tooth. As the
crankshaft turns, AC voltage is generated in the sensor. ECM uses this signal as:
Engine speed, Cylinder identification.

5. ADVANTAGES OF MPFI
1) More uniform A/F mixture will be supplied to each cylinder; hence the difference
in power developed in each cylinder is minimum. 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 law 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

   
7. BIBLIOGRAPHY

 Automotive technology –Jack erjavec

 Automobile engineering – Anil chhakra
 Automobile engineering-V.Ganesh
 www.howstuffworks .com
 www.indiacar.com
www.seminarprojects.blogspot.com