Mitsubishi Outlander (2013+). Manual - part 135

FUEL INJECTION CONTROL

MULTIPOINT FUEL INJECTION (MPI)

13A-24

FUEL INJECTION CONTROL

M2132003001876

Fuel injection volume is regulated to obtain the opti-
mum air-fuel ratio in accordance with the constant 
minute changes in engine driving conditions. Fuel 
injection volume is controlled by injector drive time 
(injection time). There is a prescribed basic drive 
time that varies according to the engine speed and 

intake air volume. Engine-ECU adds prescribed 
compensations to this basic drive time according to 
conditions such as the intake air temperature and 
engine coolant temperature to decide injection time. 
Fuel injection is done separately for each cylinder 
and is done once in two engine rotations.

AK605000

B

S

AB

G

Field coil

Battery

Alternator

Engine-ECU

Voltage regulator

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FUEL INJECTION CONTROL

MULTIPOINT FUEL INJECTION (MPI)

13A-25

System Configuration Diagram

1. INJECTOR ACTUATION (FUEL INJEC-
TION) TIMING

Injector drive time in case of multipoint fuel injection 
(MPI) is controlled as follows according to driving 
conditions.

AKB00752 AB

Engine-
ECU

Injector

Air flow sensor

Intake air temperature sensor

Manifold absolute
pressure sensor

Barometric pressure sensor

Engine coolant
temperature sensor

Throttle position sensor

Accelerator pedal position sensor

Detonation sensor

Inlet camshaft position sensor

Crank angle sensor

Ignition switch-ST

Oxygen sensor

Vehicle speed signal (CAN) 

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FUEL INJECTION CONTROL

MULTIPOINT FUEL INJECTION (MPI)

13A-26

Fuel Injection During Cranking and Normal Operation

Fuel injection to each cylinder is done by driving the 
injector at optimum timing while it is in exhaust proc-
ess based on the crankshaft position sensor signal. 
Engine-ECU compares the crankshaft position sen-
sor output pulse signal and inlet camshaft position 
sensor output pulse signal to identify the cylinder. 
Using this as a base, it performs sequential injection 
in the sequence of cylinders 1, 3, 4, 2.

Additional Fuel Injection During Acceleration

In addition to the synchronizing fuel injection with 
crankshaft position sensor signal during accelera-

tion, the volume of fuel is injected according to the 
extent of the acceleration.

AKB00753 AB

Cylinder stroke

No. 1

 Cylinder

No. 3

 Cylinder

No. 4

 Cylinder

No. 2

 Cylinder

Combustion

Intake

Exhaust

Combustion

Exhaust

Compression

: Fuel injection

Intake

Exhaust

Compression

Combustion

Intake

Compression

Intake

Exhaust

Combustion

Compression

<No. 2 TDC>

H

L

H

L

<No.1  TDC>

<No. 3 TDC>

<No. 4 TDC>

<No. 2 TDC>

Crank angle
sensor signal

Inlet camshaft
position sensor
signal

AK704439

H

L

AB

Cylinder stroke

No. 1

 Cylinder

No. 3

 Cylinder

No. 4

 Cylinder

No. 2

 Cylinder

Combustion

Intake

Exhaust

Combustion

Exhaust

Compression

Intake

Exhaust

Compression

Combustion

Intake

Compression

Intake

Exhaust

Combustion

Compression

Crank angle
sensor signal

Increase injection for acceleration

<No. 2 TDC>

<No.1  TDC>

<No. 3 TDC>

<No. 4 TDC>

<No. 2 TDC>

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FUEL INJECTION CONTROL

MULTIPOINT FUEL INJECTION (MPI)

13A-27

2. Fuel injection volume (injector drive 
time) control

Under normal operating conditions, the figure shows 
the flow chart of calculating the injection amount dur-
ing the injector driving time. Basic drive time is 
decided based on the air flow sensor signal (intake 
air volume signal) and crankshaft position sensor 

signal (engine rotation signal). This basic drive time 
is compensated according to signals from various 
sensors and optimum injector drive time (fuel injec-
tion volume) is calculated according to driving condi-
tions.

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