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COMMON RAILDiesel Systems

CORRECTION INDIVIDUELLE DE L ’INJECTEUR

(CII ou I2C)

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COMMON RAILDiesel Systems

Caractérisation Individuelle de l’Injecteur ( C2I)

CALIBRATION FIN DE CHAINE

Courbes de gain à 1600 bar avant correction

0.00

10.00

20.00

30.00

40.00

50.00

60.00

70.00

-400 100 600 1100 1600

IMPULSION [µs]

DE

BIT

[M

M3]

0.00

10.00

20.00

30.00

40.00

50.00

60.00

70.00

0 500 1000 1500 2000

IMPULSION [µs]D

EB

IT [

MM

3]

Courbes de gain à 1600 bar aprèscorrection

This document is copyright and the property of DDS. It must not be copied (in whole or in part), used for manufacture or otherwise disclosed without prior written consent of the company. Any copies of this document made by any method must also include a copy of this legend.

COMMON RAILDiesel Systems

METHODE DE CORRECTION

4 offsets pour la correction de la pilote

&

4 offsets pour la correction principale&

1 offset pour la correction du délai d’ouverture

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COMMON RAILDiesel Systems

METHODOLOGIE (VERSION 00)

• DébitF o r Q d e m a n d a t a g iv e n p re s s u re ,th e d r iv e p u ls e T to b e a p p lie d is :

OTT 0

'1

'2

1'22

'1 )()(

QQ

OQQOQQO demanddemand

./50/0 3'2

3'1 shotmmQandshotmmQ

O1 and O2 are given by the end line test for 200, 800, 1200and 1600 bar :

8 offsets factors for fueldelivery correction

'1Q

'2Q

O2

O1

Qdemand

Referenceinjector

T0

T Drive pulse

Delivery

O

•Délai d’ouverture

An opening delay offset is used to compensate the opening delay

difference between an individual injector and the reference injector.

This document is copyright and the property of DDS. It must not be copied (in whole or in part), used for manufacture or otherwise disclosed without prior written consent of the company. Any copies of this document made by any method must also include a copy of this legend.

COMMON RAILDiesel Systems

350

400

450

500

550

600

0 200 400 600 800 1000 1200 1400 1600 1800

PRESSURE (BAR)

OP

EN

ING

DE

LA

Y (

µs

)

•Le principe de la methode • Opening delay offset ac

Reference injector

Ac_1600Ac_1200Ac_800

• Prototype : ac=ac_1600 • Production : ac=(ac_800+ac_1200+

+ac_1600)/3

This document is copyright and the property of DDS. It must not be copied (in whole or in part), used for manufacture or otherwise disclosed without prior written consent of the company. Any copies of this document made by any method must also include a copy of this legend.

COMMON RAILDiesel Systems

01020304050607080

0 200

400

600

800

1000

1200

1400

1600

1800

2000

DRIVE PULSE (µsec)

DE

LIV

ER

Y(m

m3

/st)

200 bars

400 bars

800 bars

1200 bars

1600 bars

Lecture du code Assemblage moteur

Ecriture du code

LivraisonGravage du code

Installation ECU

Mesure injecteur

*N

Assemblage véhicule

Stockage temporaire

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COMMON RAILDiesel Systems

DENOMINATION SOFTWARE

La dénomination est exprimée sur 8 caractères X1X2X3X4X5X6X7X8 :

- X1 = G  représente la plate-forme hardware TRW 32 bits MPC555- X2 = 6 représente l ’équipe en charge du projet : EAP PSA- X3 = C pour DV6 PSA et D pour DV6 FORD- X4/5 = 10, 20, 30 : évolution software sur 2 digits- X6/7/8 = lettre + 2 digits : gestion de la calibration. PSA et FORDgèrent leurs calibrations spécifiques Exemple : 1er software DV6 : G6C10c01

This document is copyright and the property of DDS. It must not be copied (in whole or in part), used for manufacture or otherwise disclosed without prior written consent of the company. Any copies of this document made by any method must also include a copy of this legend.

COMMON RAILDiesel Systems

5

1 51 551

2 3 0 11

0°

454035302520151095908580757065555045 6042

10 15 20 25 30 35 40 45 50 5555504540353025201510

120115110105100

115.5° 475.5° 655.5°

Crank

Camsignal

TDC Cylinder n°1TDC Cylinder n°3TDC Cylinder n°0 TDC Cylinder n°2

HWI_Aps_inj_number

schedulertooth number

mechanicaltooth number

APP_TDC_TO_TOOTH_1_ANGLE_CPV=361.5° APP_TDC_TO_TOOTH_1_ANGLE_CPV = 361.5°

APP_TDC_TO_GAP_ANGLE_CPV=115.5°

720°295.5°

•Le but de la synchronisation est d’identifier le cylindre au PMH compression•L'APS a pour entrée les signaux de la roue crank (60 – 2 dents), et de la roue cam symetrique à 3 dents.• La cam tourne 2 fois moins vite que la roue crank.

SYNCHRONISATION

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COMMON RAILDiesel Systems

La stratégie de synchronisation "classique" se découpe en 3 étapes :

1. Détection du gap (zone 2 dents manquantes)

2. Validation des événements CAM de la première révolution crank

3. Validation les événements CAM de la seconde révolution crank

Lorsque ces 3 étapes sont effectuées sans problème,

le label P_L_APS_sync_task_enable est positionné à 1

ETAPES DE SYNCHRONISATION

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COMMON RAILDiesel Systems

Le système possède 5 conditions pour injecter :

1) présence clé (+APC) et alimentation

2) régime moteur > seuil (SMC_engine_state = SMC_CRANKING)

3)moteur synchronisé (P_L_sync_task_enable = 1)

4) absence de demande d’arrêt moteur logiciel (SMC_Engine_stop_request = 0)

5) la pression gazoil doit être supérieure à un seuil (IN_rail_pressure_feedback>I_C_railP_mini_to_inject_APV)

CONDITIONS DE DEMARRAGE

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COMMON RAILDiesel Systems

Le système possède 5 conditions pour injecter :

1) présence clé (+APC) et alimentation

Vérifier le câblage et les signaux CMM avec un boitier d ’éclatement

2) régime moteur > seuil (SMC_engine_state = SMC_CRANKING)

Lire IN_engine_speed et vérifier qu’il varie

3)moteur synchronisé (P_L_sync_task_enable = 1)

Vérifier les signaux CAM et CRANK à l ’oscilloscope (phasage)

4) absence de demande d’arrêt moteur logiciel (SMC_Engine_stop_request = 0)

Lire le paramètre SMC_eng_stop_rec_origin

5) la pression gazoil doit être supérieure à un seuil (IN_rail_pressure_feedback>I_C_railP_mini_to_inject_APV)

Lire le paramètre IN_rail_pressure_feedback, vérifier qu’il varie, vérifier le câblage du capteur HP rail

CONDITIONS DE DEMARRAGE

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COMMON RAILDiesel Systems

ACCELEROMETRE

Objectifs: Principes:

A- Protection du moteur Surveillance d’une fenêtre avant PMH par

fuite au siège rapport à une fenêtre de référence

débris aux sièges ( zone de fréquence 8kHz «Combustion»)

saut d’avance

limitation de la

quantité pilote

B- Contrôle de la quantité pilote Caractérisation du pulse mini de l’injecteur

dispersion dans une fenêtre spécifique

dérive ( zone de fréquence 8kHz «Aiguille d’injecteur»)

C)- contrôle de la pression rail décharge dur rail en transitoire

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COMMON RAILDiesel Systems

ACCELEROMETER STRATEGY

-0.5

0

0.5

1

1.5

2

2.5

-80 -60 -40 -20 0 20 40 60 80 100-100-1

Angle

signal

Drive pulse

Cylinder pressure

Accelerometer signalRc=1 NOISE

WINDOWKNOCK

WINDOW

-2°CK

This document is copyright and the property of DDS. It must not be copied (in whole or in part), used for manufacture or otherwise disclosed without prior written consent of the company. Any copies of this document made by any method must also include a copy of this legend.

COMMON RAILDiesel Systems

ACCELEROMETER STRATEGY

-0.5

0

0.5

1

1.5

2

2.5

-80 -60 -40 -20 0 20 40 60 80 100-100-1

Angle

Cylinder pressure

Drive pulse

Accelerometer signal

Drive pulse

Accelerometer signalRc>APV

This document is copyright and the property of DDS. It must not be copied (in whole or in part), used for manufacture or otherwise disclosed without prior written consent of the company. Any copies of this document made by any method must also include a copy of this legend.

COMMON RAILDiesel Systems

STRUCTURE COUPLE

Objectifs

Séparer les demandes de couple de la gestion de combustion

Homogénéiser les demandes avec les autres systèmes embarqués sur véhicule

Assurer une meilleur modularité de gestion des stratégie moteur.

This document is copyright and the property of DDS. It must not be copied (in whole or in part), used for manufacture or otherwise disclosed without prior written consent of the company. Any copies of this document made by any method must also include a copy of this legend.

COMMON RAILDiesel Systems

STRUCTURE COUPLE

- Idle /Ralenti

- Driver /Conducteur

- RVV

- ASR

- ESP

- Gearbox / Boîte de vitesse

torque / couple

Combustion

Injection

Air charge

Q

Pilote Principale Post

EGR TGV Swirl

Smoke mapping / Cartographies fumées

0

- Consumers /Consommateurs* T° coolant / eau

* E/windows / Lunette électrique* Air conditioning /Climatisation

* etc...

Tqe demand /Cple.demandé

(CME)

res. torque /Couplerésistant

Indicated Enginetorque / CoupleMoteur Indiqué

Anti boiling mapping / Cartographies anti-ébullition

Rail pressure limit mapping / Cartographies limitation pression Rail

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COMMON RAILDiesel Systems

STRUCTURE COUPLE

DRIVER DEM AND/ DEMANDE

CONDUCTEUR

Pedal position /Position pédale

RPM / Régim em oteur

RVV

PEDAL FILTER/ FILTRATION

PEDALE

IDLECO NTRO L /

REGULATIONRALENTI

ACTIONSASR - ESP

BVACruise control / Lim iteur de

vitesseRecovery strategies /

Stratégies de recouvrem ent

+

RESISTANTTO RQ UE / CO UPLE

RESISTANT

ENGINE LIM IT /LIMITATIONS

MOTEUR

CORRECTIONSAOSBVA

ENGINETO RQ UE /COUPLEMOTEUR

+-

START UPTO RQ UE / COUPLE

AU DEMARRAGE

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COMMON RAILDiesel Systems

Gestionnaire de diagnostic