Accent MPI

Fuel control

Components

Ignition control
 Fuel Supply System
The fuel supply system comprises of solenoid valve type injectors, delivery pipe,
fuel pressure regulator, a motor-driven fuel pump and the engine control module,
which activates and controls the injectors and fuel pump based on data supplied by
various sensors.
After being filtered inside the fuel tank, the fuel is pumped from the tank and is filtered
again by an external filter before it is distributed to the injectors through the delivery
pipes. The pressure of fuel delivered to the injectors is regulated by the fuel pressure
regulator

Fuel control
 GENERAL DESCRIPTION
The engine control unit activates the injectors and controls the fuel injection rate in
response to sensor information so that the optimum air/fuel ratio can be
maintained at all times under ever-changing engine operating conditions. The fuel
injection rate is determined by the injection frequency corresponding to the engine
speed and by the injection duration corresponding to the intake air volume.

Fuel control
 GENERAL DESCRIPTION
1.FUEL INJECTION TIMING CONTROL
The fuel injection timing in multi point fuel injection has two modes, sequential and
simultaneous. In sequential injection, fuel is injected into each cylinder sequentially throughout
the entire normal operating range including idle. In simultaneous injection, fuel is injected
simultaneously into all cylinders at starting and acceleration.

2. FUEL INJECTION AMOUNT CONTROL

-The injector activation duration is determined basically by the intake air flow signal from the
air flow sensor and the crank angle signal (engine rpm signal). The duration determined this way
is called the "basic activation duration". A correction factor is applied to the basic duration according
to the signals from various sensors, to obtain the optimum injector activation duration (fuel injection
volume) for various driving conditions.
-In sequential injection under normal operating conditions, fuel is injected into each cylinder
once every cycle (i.e., two crankshaft revolutions).
The injector activation duration required to inject the amount of fuel that achieves the theoretical air-
fuel ratio(14.7:1) with regard to the amount of air admitted during one cycle in each cylinder is called
the "basic injector activation duration".
The amount of air admitted to each cylinder during one cycle is calculated by the engine control
unit based on the signals provided by the air flow sensor and crank angle sensor.
Fuel control
 SEQUENTIAL INJECTION
In sequential injection, the injectors are activated for each cylinder on the exhaust stroke of the
piston. The No.1 cylinder TDC signal is the reference signal for sequential injection. The signal
represents the compression stroke in the No.1 cylinder and, with that timing as a reference, fuel
is injected into the cylinders in the order of No.4, No.3, and No.2. The injection timing in each
cylinder is determined with reference to the 5 ° BTDC signal from the crank angle sensor according to
varying engine speeds. Fuel is injected in each cylinder once every two revolutions of the crankshaft.

Fuel control
 SIMULTANEOUS INJECTION
1.Injection upon Start Cranking
During the period immediately following cranking, fuel is first injected once in sync
hrony with the 75°BTDC signal from the crank angle sensor.
Thereafter, fuel is injected after a given period of time (40 msecs.) measured startin
g with reception of the 5°BTDC signal from the crank angle sensor until the first N
o.1 cylinder TDC signal is detected.
After the first No.1 cylinder TDC signal has been detected, fuel is injected sequentia
lly as described earlier.

Fuel control
 SIMULTANEOUS INJECTION
2.FUEL INJECTION DURING COLD START
When cranking a cold engine, fuel is injected into all four cylinders simultaneo
usly twice every crankshaft revolution, after a set period of time (40 msecs.) m
easured starting with reception of the 5°BTDC signal from the crank angle sen
sor.

Fuel control
 SIMULTANEOUS INJECTION
3. INCREASED FUEL INJECTION DURING ACCELERATI
ON
During acceleration, an increased amount of fuel according to the degree of accel
eration is injected simultaneously into all four cylinders every 10 msecs., in addit
ion to the sequential injection.

Fuel control
Feedback Control (Closed Loop Control)
-During normal operation (including idling), the engine control unit controls the in
jector activation time to achieve theoretical air/fuel ratio, which ensures maximu
m efficiency of the catalytic converter, on the basis of the oxygen sensor signal.
-When the air/fuel mixture is richer than the theoretical ratio, there is less oxygen in th
e exhaust gas and thus the oxygen sensor output voltage is higher ; hence a "mixture ric
h" signal is input to the engine control unit.
Then, the engine control unit decreases the amount of fuel injected. If the air/fuel ratio
decreases to the point that and the mixture becomes leaner than the theoretical ratio, th
e oxygen concentration in the exhaust gas increases and the oxygen sensor output volta
ge becomes lower. Then, a "mixture lean" signal is input to the engine control unit.
-Under the following specific conditions, this feedback control is not performed, in
order to improve driveability.
(1)While cranking the engine
(2)During engine warm-up when engine coolant temperature is less than 60°C
(3)During acceleration / deceleration
(4)During high load operation
(5)When oxygen sensor is not functioning

Fuel control
 Enrichment& Compensation
1.When the throttle valve is wide open
Control is performed to increase the amount of fuel injected, in order to secu
re good driveability under high load conditions.
2. Fuel Injection Control during Engine Warm-up
To secure good driveability when the engine is still cold, control is performed
to increase the amount of fuel injected when the engine coolant temperature
is low.
3. Fuel Injection Control according to Intake Air Temperature
Given a constant intake air volume, the change in intake air temperature alter
s the intake air density, resulting in an improper air-fuel ratio. To correct this
deviation, the amount of fuel injection is controlled; i.e. the amount of fuel inj
ected is increased to compensate for the higher intake air density causing a
decreased intake air temperature.
4. Battery Voltage Compensation
As described earlier in the "INJECTOR" section, the needle valve of the inject
or is pulled to the fully open position when current flows through the solenoi
d coil. This means that there is a time lag between the time the current starts
flowing and when the needle valve starts opening. This time lag is called de
ad time. The dead time varies with different battery conditions : the lower th
e battery voltage, the longer the dead time.
Fuel control