Manifold injection

Manifold injection is a mixture formation system for internal combustion engines with external mixture formation. It is commonly used in engines with spark ignition that use petrol as fuel, such as the Otto engine, and the Wankel engine. In a manifold-injected engine, the fuel is injected into the intake manifold, where it begins forming a combustible air-fuel mixture with the air. As soon as the intake valve opens, the piston starts sucking in the still forming mixture. Usually, this mixture is relatively homogeneous, and, at least in production engines for passenger cars, approximately stoichiometric; this means that there is an even distribution of fuel and air across the combustion chamber, and enough, but not more air present than what is required for the fuel's complete combustion. The injection timing and measuring of the fuel amount can be controlled either mechanically, or electronically. Since the 1970s and 1980s, manifold injection has been replacing carburettors in passenger cars. However, since the late 1990s, car manufacturers have started using petrol direct injection, which caused a decline in manifold injection installation in newly produced cars.
There are two different types of manifold injection:

the multi-point injection ' system, also known as port injection, or dry manifold system
and the single-point injection ' system, also known as throttle-body injection, central fuel injection, electronic gasoline injection, and wet manifold system

In this article, the terms multi-point injection, and single-point injection are used. In an MPI system, there is one fuel injector per cylinder, installed very close to the intake valve. In an SPI system, there is only a single fuel injector, usually installed right behind the throttle valve. Modern manifold injection systems are usually MPI systems; SPI systems are now considered obsolete.

Description

In a manifold injected engine, the fuel is injected with relatively low pressure into the intake manifold to form a fine fuel vapour. This vapour can then form a combustible mixture with the air, and the mixture is sucked into the cylinder by the piston during the intake stroke. Otto engines use a technique called quantity control for setting the desired engine torque, which means that the amount of mixture sucked into the engine determines the amount of torque produced. For controlling the amount of mixture, a throttle valve is used, which is why quantity control is also called intake air throttling. Intake air throttling changes the amount of air sucked into the engine, which means that if a stoichiometric air-fuel mixture is desired, the amount of injected fuel has to be changed along with the intake air throttling. To do so, manifold injection systems have at least one way to measure the amount of air that is currently being sucked into the engine. In mechanically controlled systems with a fuel distributor, a vacuum-driven piston directly connected to the control rack is used, whereas electronically controlled manifold injection systems typically use an airflow sensor, and a lambda sensor. Only electronically controlled systems can form the stoichiometric air-fuel mixture precisely enough for a three-way catalyst to work sufficiently, which is why mechanically controlled manifold injection systems such as the Bosch K-Jetronic are now considered obsolete.

Main types

Single-point injection

As the name implies, a single-point injected engine only has a single fuel injector. It is usually installed right behind the throttle valve in the throttle body. Single-point injection was a relatively low-cost way for automakers to reduce exhaust emissions to comply with tightening regulations while providing better "driveability" than could be obtained with a carburetor. Many of the carburetor's supporting components - such as the air cleaner, intake manifold, and fuel line routing - could be used with few or no changes. This postponed the redesign and tooling costs of these components. However, single-point injection does not allow forming very precise mixtures required for modern emission regulations, and is thus deemed an obsolete technology in passenger cars. Single-point injection was used extensively on American-made passenger cars and light trucks during 1980–1995, and in some European cars in the early and mid-1990s.
Single-point injection has been a known technology since the 1960s, but has long been considered inferior to carburettors, because it requires an injection pump, and is thus more complicated. Only with the availability of inexpensive digital engine control units in the 1980s did single-point injection become a reasonable option for passenger cars. Usually, intermittently injecting, low injection pressure systems were used that allowed the use of low-cost electric fuel injection pumps. A very common single-point injection system used in many passenger cars is the Bosch Mono-Jetronic, which German motor journalist Olaf von Fersen considers a "combination of fuel injection and carburettor".
The system was called Throttle-body Injection or Digital Fuel Injection by General Motors, Central Fuel Injection by Ford, PGM-CARB by Honda, and EGI by Mazda).

Multi-point injection

In a multi-point injected engine, every cylinder has its own fuel injector, and the fuel injectors are usually installed in close proximity to the intake valve. Thus, the injectors inject the fuel through the open intake valve into the cylinder, which should not be confused with direct injection. Certain multi-point injection systems also use tubes with poppet valves fed by a central injector instead of individual injectors. Typically though, a multi-point injected engine has one fuel injector per cylinder, an electric fuel pump, a fuel distributor, an airflow sensor, and, in modern engines, an engine control unit. The temperatures near the intake valve are rather high, the intake stroke causes intake air swirl, and there is much time for the air-fuel mixture to form. Therefore, the fuel does not require much atomisation. The atomisation quality is relative to the injection pressure, which means that a relatively low injection pressure is sufficient for multi-point injected engines. A low injection pressure results in a low relative air-fuel velocity, which causes large, and slowly vapourising fuel droplets. Therefore, the injection timing has to be precise to minimise unburnt fuel. Because of this, continuously injecting systems such as the Bosch K-Jetronic are obsolete. Modern multi-point injection systems use electronically controlled intermittent injection instead.
From 1992 to 1996 General Motors implemented a system called Central Port Injection or Central Port Fuel Injection. The system uses tubes with poppet valves from a central injector to spray fuel at each intake port rather than the central throttle body. Fuel pressure is similar to a single-point injection system. CPFI is a [|batch-fire] system, while CSFI is a sequential system.

Injection controlling mechanism

In manifold injected engines, there are three main methods of metering the fuel, and controlling the injection timing.

Mechanically controlled

In early manifold injected engines with fully mechanical injection systems, a gear-, chain- or belt-driven injection pump with a mechanic "analogue" engine map was used. This allowed injecting fuel intermittently, and relatively precisely. Typically, such injection pumps have a three-dimensional cam that depicts the engine map. Depending on the throttle position, the three-dimensional cam is moved axially on its shaft. A roller-type pick-up mechanism that is directly connected to the injection pump control rack rides on the three-dimensional cam. Depending upon the three-dimensional cam's position, it pushes in or out the camshaft-actuated injection pump plungers, which controls both the amount of injected fuel, and the injection timing. The injection plungers both create the injection pressure, and act as the fuel distributors. Usually, there is an additional adjustment rod that is connected to a barometric cell, and a cooling water thermometer, so that the fuel mass can be corrected according to air pressure, and water temperature. Kugelfischer injection systems also have a mechanical centrifugal crankshaft speed sensor. Multi-point injected systems with mechanical controlling were used until the 1970s.

Not injection-timing controlled

In systems without injection-timing controlling, the fuel is injected continuously, thus, no injection timing is required. The biggest disadvantage of such systems is that the fuel is also injected when the intake valves are closed, but such systems are much simpler and less expensive than mechanical injection systems with engine maps on three-dimensional cams. Only the amount of injected fuel has to be determined, which can be done very easily with a rather simple fuel distributor that is controlled by an intake manifold vacuum-driven airflow sensor. The fuel distributor does not have to create any injection pressure, because the fuel pump already provides pressure sufficient for injection. Therefore, such systems are called unpowered, and do not need to be driven by a chain or belt, unlike systems with mechanical injection pumps. Also, an engine control unit is not required. Unpowered multi-point injection systems without injection-timing controlling such as the Bosch K-Jetronic were commonly used from the mid-1970s until the early 1990s in passenger cars, although examples had existed earlier, such as the Rochester Ramjet offered on high-performance versions of the Chevrolet small-block engine from 1957 to 1965.

Electronic control unit

Engines with manifold injection, and an electronic engine control unit are often referred to as engines with electronic fuel injection. Typically, EFI engines have an engine map built into discrete electronic components, such as read-only memory. This is both more reliable and more precise than a three-dimensional cam. The engine control circuitry uses the engine map, as well as airflow, throttle valve, crankshaft speed, and intake air temperature sensor data to determine both the amount of injected fuel, and the injection timing. Usually, such systems have a single, pressurised fuel rail, and injection valves that open according to an electric signal sent from the engine control circuitry. The circuitry can either be fully analogue, or digital. Analogue systems such as the Bendix Electrojector were niche systems, and used from the late 1950s until the early 1970s; digital circuitry became available in the late 1970s, and has been used in electronic engine control systems since. One of the first widespread digital engine control units was the Bosch Motronic.