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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
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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
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
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 )()(
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
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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
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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
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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
Cylinder pressure
Drive pulse
Accelerometer signal
Drive pulse
Accelerometer signalRc>APV
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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.
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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
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