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Nieuw! Direckt injectie systemen voor diesel & benzine voor Audi en VW motoren.
Uitgebreid verslag van het Truck pulling evenement in Nederhemert.
Druk op deze om de aflevering te bekijken.
De laatste ontwikkelingen op gebied van diesel inspuittechniek.
Met name in het afgelopen half jaar hebben we met de ontwikkeling van een nieuw type injector grote stappen kunnen maken met het verbeteren van rendement en vermogen toename.
Om de prestaties van de moderne dieselmotoren nog verder te kunnen verbeteren hebben we de focus gelegd op het verbeteren van de bardstof inspuiting waarbij we de balans tussen inspuitdruk in combinatie met betrouwbaarheid en het juiste vernevelbeeld van de verstuivers hebben kunnen optimaliseren.
Concrete getallen:
Uit ons onderzoek is gebleken dat we door toename van de brandstof inspuitdruk in combinatie met het juiste verstuiverbeeld 40 tot 50% meer vermogen uit de ingespoten brandstof kunnen halen als het gaat om extreme diesel tuning zoals truck en tracktor pulling. Het grote verschil in vermogen komt doordat de brandstof veel fijner verneveld kan worden door de verhoogde inspuitdruk waardoor de verbranding zeer snel op gang kan komen.
Het tweede voordeel van de door ons ontwikkelde inspuit techniek is dat door toedoen van een snellere diesel verbranding de brandstof over een groter aantal krukasgraden kunnen injecteren waardoor de kans dat er brandstof in aanraking kan komen relatief koude cilinderwant nihil word en zodoende door condensatie van de dieselbrandstof op de cilinderwant minder kans krijgt tot ontbranding te komen.
Concreet houd dit in dat er met de dezelfde hoeveelheid lucht in de cilinder met minder brandstof meer motorvermogen gemaakt kan worden in vergelijking met een brandstof inspuitsysteem dat gebruikt maakt van een lage inspuitdruk zoals een mechanische brandstofpompen.
Mede door de elektronische aansturing van de injectoren zijn de turbodruk en het vermogen beter in de hand te houden, zo geeft de elektronica de mogelijkheid al bij een onbelaste motor turbodruk op te bouwen waarbij het wegrijden indien nodig het maximale motorvermogen beschikbaar kan zijn, kortom turbodruk opbouwen door vermogen te vragen van de motor is wat ons betreft iets uit het verleden.
Testen op commercieel voertuigen.
Recentelijk hebben we de laatste generatie pompverstuivers getest op een Scania R500 Euro5.
Het doel van deze test was aan te tonen dat we met de laatste ontwikkelingen het zelfde brandstof verbruik konen halen met een injector die 43% meer brandstofopbrengst heeft in vergelijking met de originele injectoren.
Uit de test is naarvoren gekomen dat we met deze injector 800Nm meer koppel kunnen genereren en de injector bij normaal dagelijks verkeer een vrijwel gelijk brandstof verbruik geeft ten opzichte van de standaard injector.
Het uiteindelijk doel van deze testen is een groter toepassinggebied voor bio brandstoffen met een variërende viscositeit van de brandstof.
Testrun van de Scania R500
Er komen twee nieuwe ECU’s aan die vanaf februari leverbaar zijn.
De Adaptronic Plug-In Select ECU Range ECU is een plug in ECU en de Adaptronic 440 Universal Select ECU.
Deze ECU komt tussen de basis 420C ECU en 1280 super ECU te staan als het om mogelijkheden gaat.
Deze ECU heeft standaard flex fuel. Wat is flex fuel? Door een brandstof sensor te plaatsen die de hoeveelheid E85 (bio ethanol) in de benzine kan meten kan de ECU uitrekenen hoeveel brandstof de motor nodig heeft naarmate het aandeel E85 toeneemt in de benzine. Op deze manier kan je dus gewoon zonder na te denken benzine of E85 tanken.
Adaptronic Plug-In Select ECU for 03-08 Mazda RX8
Shipping date expected to be February 2011. For advance orders, contact Dit e-mail adres is beschermd tegen spambots, u heeft Javascript nodig om het te kunnen zien.
Price 1149.0 Euro
If you are looking to make more power out of your RX8 engine while retaining great drivability, especially with forced induction modifications, you need an Adaptronic Plug-In Select RX8 ECU!
As far as we know, this is currently the only aftermarket ECU solution that is designed specifically for the 03-08 Mazda RX8.
This unit is designed to retain the factory ECU in a 'piggyback' arrangement, but it is NOT an interceptor unit. This unit still allows full control of fuel, spark, and various important actuators on the engine. The Adaptronic unit is positioned on top of the factory ECU in the engine bay.
The most popular turbo kit for this engine, is provided with a blanking plate for the 'APV' / auxiliary port valves (due to a limitation in the typical ECU/tuning solution for the kit). However, with the Adaptronic Select ECU you don't need the blanking plate, because the Adaptronic unit allows full control of the auxiliary port valves for proper tuning at the top-end, allowing the power and useable rev range to be maximised (as shown below).
This Adaptronic Plug-In Select ECU is sold with a base map to get the engine running, so all you have to do is plug it in, ready for tuning.
The ECU has an internal 4 bar MAP sensor, so you can simply run a hose from the barb on the ECU straight to the intake plenum. You may retain the air flow meter if you wish, but MAP sensing is required for most forced-induction applications.
Despite being plug-and-play, you still have the freedom to configure and tune the ECU as you wish, with the user-friendly WARI tuning software.
There is a pinout table provided in the WARI software, so you know exactly what each input and output is connected to on the engine.
The Adaptronic ECU has 'volumetric efficiency' tuning modes, allowing very effective fuel tuning for optimal air-fuel ratios.
This particular Adaptronic unit also has 3 levels of injector staging, which are fully automated! All you need to do is specify the sizes/flow-rates of the injectors.
There is also an adjustable spark-split table, so the tuner can optimise the firing angles of the leading and trailing spark plugs.
To place an order, contact Dit e-mail adres is beschermd tegen spambots, u heeft Javascript nodig om het te kunnen zien.
If you are still curious about the 'piggyback' nature of the installation, read on...
The factory ECU continues to control and/or communicate with the following:
- Drive-By-Wire (DBW) electronic throttle (and therefore idle control)
- Anti-pollution
- Immobiliser
- Air conditioner
- Thermofans
- OBDII / CAN system
The Adaptronic unit takes full control of the following:
- Spark timing (fully sequential) and spark split
- Fuel Injection (3 levels of staging, with sequential injection on first primary injectors, paired injection on second primary injectors, paired injection on secondary injectors)
- Secondary Side Valve (SSV)
- Variable Dynamic Intake (VDI)
- Auxiliary Port Valve (APV)
- Variable Fresh Air Duct (VFAD)
General Features
- "3D" Fuel and Ignition maps (32x16 cells per table)
- Water temperature corrections, air temperature corrections, Manifold Air Pressure (MAP) sensor for load sensing, Throttle Position Sensor (TPS) for transient throttle response, knock sensing, O2/EGO (exhaust gas oxygen) for closed-loop fuel control
- Internal MAP sensor suitable for up to 40 psi of boost
- Closed-Loop Adaptive fuel control - with configurable tolerances and loop gains, and conditions under which adaptive behaviour takes place
- Optional idle control fine-tuning by ignition timing adjustments
- Optional Flex Fuel control (requires fuel composition sensor to be fitted)
- 3.5mm headphone jack for listening to knock
- PC interface via USB cable
- Field upgradeable firmware
- Datalogging via 'WARI' PC software
- Free support by forum, email and phone
- 12 month 'return to base' warranty
- Many other features!
Een groot deel van het motorsport seizoen zit er al weer op en veel motorsport teams zijn al bezig met de oriëntatie voor 2011.
RV Engineering zit ook niet stil met de ontwikkeling van de motormanagement systemen maar we realiseren ons ook dat motoren getest moeten kunnen worden.
Speciaal voor de motoren met een hoog vermogen bij een laag toerental zijn we druk bezig met de ontwikkeling van een motorrem waar we maximaal 2000 Pk mee kunnen remmen en kortstondig 9000Nm. We hopen met deze testbank Truck en Tractor Pulling motoren te kunnen gaan testen naast het reguliere testwerk voor commerciële toepassingen.
We hebben de laatste tijd hard gewerkt aan nock detectie.
Knock Detection on the Adaptronic E1280s ECU
Introduction
Knock is a situation where two separate flame fronts collide in the combustion chamber. This is most often caused by the cylinder pressure being so high after the commencement of combustion that this compresses the remaining unburnt charge, which ignites spontaneously.
A knock sensor is a sensitive microphone, mounted to the engine block, which detects the sound generated by the knocking. Such a sensor is usually tuned to the frequency range generated by the knock condition, which is usually in the range of 5 kHz to 7 kHz.
Some literature indicates that knock generally occurs in the angle range between 10 and 70 degrees ATDC. Our own testing has shown that at low engine speeds the knock angle can begin before this, and that 0 degrees ATDC may be a more suitable start angle for knock detection. By limiting the knock detection so that it only occurs within this angle window, much background noise caused by valves opening and shutting can be reduced.
Setup Options
There are only four options available to the installer:
1. Start angle of knock detection window (in Dedicated Functions -> Inputs)
2. Finish angle of knock detection window (in Dedicated Functions -> Inputs)
3. Angle step for each cylinder (in Dedicated Functions -> Inputs)
4. The firing sequence (in the configuration)
5. Background knock level (in the configuration)
The start angle is the angle after TDC of the beginning of the knock detection window. The finish angle is the angle after TDC of the end of the knock detection window. The angle step is the angle increment between each cylinder.
For example, if the start angle is 10, the finish angle is 70, and the angle step is 180 degrees, this means:
1. The first cylinder (1) will detect between 10 degrees and 70 degrees ATDC
2. The second cylinder (3) will detect between 10 degrees and 70 degrees ATDC of that cylinder (190 to 250 degrees of “current engine angle”)
3. The third cylinder (4) will detect between 10 degrees and 70 degrees ATDC of that cylinder (-350 to –290 degrees of “current engine angle”)
4. The fourth cylinder (2) will detect between 10 degrees and 70 degrees ATDC of that cylinder (-170 to –110 degrees of “current engine angle”)
The ECU will only sense for knock within these angle windows. 8 separate knock detection windows are supported.
Observable Outputs
The built-in scope allows monitoring of the raw voltages from the knock sensor, as well as the knock detection windows themselves.
A screenshot below shows a typical reading on a 4-cylinder engine knocking on all 4 cylinders:
The windows set up were 10-70 degrees, with an angle step of 180 degrees. The blue trace, showing the output from the knock sensor. From the graph you can see that knock’s peak amplitude happens at about 10° ATDC (the rising edge of the red pulses).
The ECU then samples the average amplitude during each of the knock windows, and the average amplitude outside each knock window. These are output on the “In Phase” and “Background” outputs of the Inputs element, respectively.
Processing
The “Background” value is subtracted from the “In Phase” value of each cylinder. From this, a background level (from an RPM vs MAP based table, on page 27 of the default configuration) is subtracted.
Page 27 also has a set of 32-way multiplexers to allow the knock level from each cylinder to be determined. These are then output to the gauge page (1). The maximum value for all of them is also calculated on the inputs page (2). The subtraction and the determination of the maximum value is also calculated on the inputs page, and the calculations are shown below:
The list of diesel engines is growing fast.
Currently we are working very hard to get the 1280ECU ready for diesel engines from 30kW up to 1500kW
List of diesel engines.
Cummins QSB 4 and 6 cylinder commonrail engines
DAF engines with UPEC pump units
Mercedes engines with pump units
Volvo 12/13/16 liter engines.
Scania 12/16 liter engines
Scania 12 liter HPI
MAN commonrail engines
We are able to support development on diesel engines for special applications like bio fuels or emission testing and improvement.
We are able to upgrade most diesel engines for tractor/truck pulling and race applications.
e1280s ECU De universele diesel ECU voor pompverstuivers en commonrail systemen
De mogelijkheden van de e1280s ECU zijn bijna onbeperkt als het om toepassingen gaat.
Deze ECU heeft alles in zich om ook dieselmotoren van verschillende fabrikanten te kunnen laten werken.
De hardware van deze ECU is geschikt voor het bedienen van maximaal 20 injectoren of 12 injectoren in mulitibust injectie modes waarbij 3 pilot 1 main en 3 post injectie gegeven kunnen worden. De inspuit hoeveelheid en inspuit hoek kunnen per cilinder ingesteld worden.
We hebben de mogelijkheden om de timing signalen van de motor te kunnen programmeren waardoor er geen aanpassingen nodig zijn aan de motor.
Naast de grote hoeveelheid analoge en digitale ingangen beschikt de e1280s ECU ook over 4 hi speed ingangen die optioneel gebruikt kunnen worden om het turbine toerental te kunnen meten en in de programmatuur gekoppeld kunnen worden aan de inlaatdruk regeling.
Deze ECU beschikt over minimaal 8 en maximaal 16 uitgangen waarmee de kleppen van de dieselmotor aangestuurd kunnen worden, zoals debiet/hogedruk pompen en brandstof druk regelingen en kleppen voor de turbodruk regeling en niet te vergeten de gloeipluggen en EGR.
Ook beschikt deze ECU over 2 seriële ingangen waar digitaal communicerende lambda en temperatuur sensoren op aangesloten kunnen worden. Deze optie is ideaal als er roetfilters gebruikt moeten worden en er bij een te lage uitlaatgas temperatuur het roet filter geregenereerd moet worden.
Uniek is ook dat U zelf door middel van de soft ware SEKUKU via blokdiagrammen zelf het programma kunt schrijven.
Zelf geen ervaring met programmeren? Wij verzorgen cursussen waarbij stap voor stap niet alleen het programmeren en afstellen aan bod komt maar ook de onderliggende theorie wordt behandeld.
Tevens zijn we in staat een motor of power management systeem te leven voor de volgende applicatie.
Automotive
Voorstuwing
Aggregaten/Generatoren en loadsharing systemen.
Hulpwerktuigen zoals hydraulisch systemen enz..
For more info Dit e-mail adres is beschermd tegen spambots, u heeft Javascript nodig om het te kunnen zien. or feel free to contact us on +31(0)6 13 90 61 94
First test run of the 4.2L FSI Audi engine running on the 1280 Super ECU.
No modification were made on the engine and all functions are controller by the 1280ECU including direct petrol injection fuel pump(s) pressure control and drive by wire and VVT.
We used 2 direct fuel injector drivers board to operate the fuel injectors.
The direct fuel injector driver boards can be used for running direct fuel injection engine in conjunction with the e1290s ECU or can be used for testing injectors or educational purposes as a part for trouble shooing direct fuel injected engines.
The injector driver boards can be special produced for testing various types of injectors with a selector switch to match the injector characteristics.
Injector driver boards can run on 12V or 24V DC
Beta testing a Subaru MY06 drive by wire valve with a Adaptronic 1280 ECU
Pre testing DBW system with the special boards that can handle more power than the Aux outputs of the 1280ECU.
The board can drive DBW valves and other servo devices.
It can also be used to drive up to 2 fuel pumps.
All the testing is done in preparation for the direct petrol injected engines where we need to control the fuel pressure as well.
Adaptronic Newsletter - September 2009
1. New Product Feature - MAP Prediction for the e420c!
Throttle response is one of those areas which has traditionally been hard to get right. It's been hard because it is the sort of condition that affects different engines very differently, depending on throttle size, plenum volume and engine capacity, as well as dynamic variables such as load and engine speed.
Most ECUs (including the e420c until recently) had options for additional enrichments based on the throttle opening, or a rate at which the throttle was opened, as well as options for additional fuel pulses out of the normal injection sequence. The enrichments often prove hard to get quite right, because a certain enrichment at one condition (such as opening the throttle to 10% off idle) doesn't give the correct amount at another condition (eg, full open throttle off idle).
The reason for this is actually fairly straightforward when you think about why an ECU actually should need throttle pump settings. It's because of two things:
Firstly, the MAP sensor doesn't respond immediately to a change in manifold pressure. It is possible to make the MAP sensor more responsive, but that can lead to unstable MAP readings, depending on plenum design and the pick-up point for the MAP sensor. So if you suddenly fully open the throttle off idle, the MAP sensor will still indicate 33 kPa absolute, where the plenum actually has a full atmosphere of air in it (100 kPa absolute). To provide enough enrichment to cover this problem, you would need 200% extra fuel! Clearly this is the wrong tool for the job. Instead of an enrichment, we should have a MAP signal the ECU can use which changes immediately the throttle is opened.
Secondly, unless the injection sequence is set up perfectly, there will be a lean spot as the injector pulse width changes within the ECU. This is because if the ECU delivers a pulse to the injector before the inlet valve opens, and the throttle is then opened before (or while) the inlet valve is open, the ECU can calculate the next fuel pulse as fast as it likes but it's already delivered the pulse for that stroke! So we need a way to give another injection squirt out of the normal injection sequence. Previously on the e420c (and other ECUs), this was done with a separate table of the milliseconds to deliver to the injector as a function of engine speed and/or load. Rather than doing that, we can now look at the change in the injection duration and give an extra squirt of the difference. For example, if the engine is idling with 2.2ms, and the throttle is suddenly opened, requiring 7ms of injection, the ECU can deliver an additional injection squirt of 4.8ms.
Setting this up is quite straightforward; all you need to do is tell the ECU the MAP value at different RPM/load combinations. This will be made adaptive (automatic) in future software/firmware versions.
Of course you can update your existing e420c with this new feature. Please visit our downloads page to download the latest software / firmware and start experimenting!
Read more September 2009 issue available here!
Upcoming Attractions (Australia)
1. New Product Highlight - the e1280s Super ECU! Finalists in Engineering Excellence Awards 2009 and EDN Innovation Awards 2009!
After years of development and testing, the e1280s Super ECU is now released. This is without a doubt the most flexible ECU on the planet, short of designing your own from the ground up. This is because the way all the calculations and controls are performed internally is based on a series of elements which you can string together to perform any function you like. If you want a 3D table to provide an auxiliary output based on road speed vs ignition timing, for argument's sake, you can add it. The tables can all learn values as well, allowing adaptive closed loop fuel control, idle control and so on.
This patented technology has helped this product become a finalist in both the Engineering Excellence Awards (Control Systems and Communications category) and the Electronic Design News Innovations Awards (Best Application of Field Programmable Logic).
It also features:
12 switching mode injector outputs, with 720 degree end of injection programmable timing (by default, tuned against MAP vs RPM, but you could change this to anything you wanted. Injection duration is by default VE based, but again this can be changed)
8 current source ignition outputs for driving factory and aftermarket ignitors
8 current-limited, push-pull auxiliary outputs, all PWM capable at arbitrary frequencies (for example, you could make a 4-cylinder tacho output on a 7-cylinder engine by setting the PWM output period in ms to be 30000 divided by the RPM)
2 serial inputs for peripherals (eg wideband oxygen sensors, EGT probes etc)
2 knock inputs
Headphone output for listening to knock sensor inputs
16 analogue inputs (separate from knock inputs), of which 4 can be configured for temperature sensors
8 digital inputs, with programmable pull-up or pull-down resistors
4 vehicle speed inputs (for each wheel), configurable as digital or reluctor
5 engine trigger inputs, configurable as digital or reluctor (one crank, 4 cam, for up to 4 VVT channels)
USB connection to PC
USB host connection for datalogging to USB thumbdrive
Internal datalogging
Serial connection for Vidigauge
Standard 6 cylinder Nissan connector and pinout to suit R32-R34 GTR, R32-R33 GTST
This huge amount of I/O, coupled with the unique and patented flexibility, makes it the most flexible ECU on the market. It's ideal for custom installations where additional control is needed for functions not supported by our other products. It's also ideal for developers of alternative engine technologies, including different fuel types and induction configurations which all have their own particular control requirements.
Our team of engineers is currently developing base maps for various different engines. Please contact our tech enquiries for particular installation queries.
2. Product Review - Innovate Motorsports LC1 / TC4
At Adaptronic, we're always on the lookout for complementary products that work well with the whole car as a system, and can help the tuner or driver. Innovate Motorsports have developed a series of "modular" tuning devices which can be daisy-chained to provide several useful parameters.
The LC1 is a "lambda cable", which is a wideband air-fuel ratio sensor that works over a wide range of air-fuel ratios, and can either be permanently installed or installed only during tuning. By connecting its serial output into the serial input port on the Adaptronic e420c or e1280s, the tuner can see the wideband air-fuel ratio on the laptop along with the other gauges and parameters, and use the ECU to "close the loop" and provide fast self tuning.
The LC1 is well constructed, and provided you follow the heater and free air calibration steps, very straightforward to use.
The TC4 is another piece of instrumentation from Innovate, however instead of monitoring air-fuel ratios, the TC4 is an interface for four K-type thermocouple sensors. These can be used to measure anything that gets too hot for a thermistor, including turbine inlet/exhaust temperature, EGT, cylinder head temperature and so on. This interface is even more straightforward to use than the LC1, giving a very convenient means of monitoring several high temperatures simultaneously. As with the LC1, Adaptronic ECUs can read this serial output directly and display it on the laptop gauges, along with any other variables.
Perhaps the best feature of Innovate's product range is the MTS, or modular tuning system. This means that you can connect an LC1 and a TC4 at the same time, and monitor both air-fuel ratios and EGTs, using only one serial port.
Currently we are working on the development of the e1280s ECU for direct fuel injected.
Adaptronic pakt uit en heeft de eerste stappen ondernomen om de ECU systemen ook geschikt te maken voor direct ingespoten brandstof systemen voor zowel diesel als wel benzine motoren.
Some small movies of the injector testing we performed.