Frage zu Einspritzbeginn und Ladedruck AFN 81KW | Posts 16+

frebert wrote:

but what happens after the idle phase?? Is more fuel really injected upwards during adaptation

Yes, at some point, the speed control transitions to the RWG voltage control (as a feedback signal). And from that point on, more fuel is injected.

frebert:

Keep the engine at 2000 RPM using the accelerator pedal, and then adjust channel 1. It's best to do this with as much load as possible (e.g., headlights, windshield heating, air conditioning).

Then you will immediately understand how and in which direction things are going.


Channel 3 indicates the target air mass. A higher value means more air mass, which results in less exhaust gas recirculation.



CU Gremlin.

Hi Gremlin,

I've now tried out your suggestion.
I have observed the following: When the value in channel 1 is increased through adaptation, the engine speed increases while the accelerator pedal position remains constant, and vice versa.
Does that mean a higher value corresponds to more diesel?

Does the engine (control unit) not regulate the fuel injection amount itself? What exactly am I changing with channel 1? Surely, many signals affect the actual fuel injection amount due to the fuel injection regulation?

Regards,
Frebert.

Does that mean -- higher value --> more diesel??
Sure.


Does the engine (control unit) not regulate the fuel injection amount itself? What exactly am I changing with channel 1? Surely, many signals affect the actual fuel injection amount due to the fuel injection regulation?


already

The measurement for the injected amount is determined by the voltage of the interlocking system (control panel).
z.B. 2V = 20mg/H

(e.g., 2V = 20mg/H)
With channel 1, you can now modify the characteristic curve for this voltage, by shifting it globally upwards or downwards.
For the EDC, for example, the calculation results in: 3V = 20mg/H. Therefore, to achieve the target dose of 20, the device would be set to return a value of 3V. However, this would result in the injection of 30mg, as the hardware itself hasn't changed.

Of course, the adjustment options are not very extensive. The whole system is primarily intended to compensate for tolerances and wear. If you set the values to their limits, it can cause unpleasant jolting at idle. At idle, the speed control takes precedence. However, with a characteristic curve adapted to the limit, the control system will be oversteered (too fast/aggressive intervention), which then causes the machine to jerk.
One can argue about performance enhancements. Everything from placebo effects to results that are not measurable falls within that range.


CU Gremlin.

Hi Gremlin,

Thank you for the execution.

What about when the accelerator pedal is fully depressed (100%) and the engine is under full load?

Could it be that the change in injection quantity in channel 1, which increases, means that the characteristic curve (think of it as a 2D graph) simply reaches its maximum earlier? In other words, that more fuel is injected with less pedal position, but that at full load, it is still limited by other parameters ?

IMO, with increased fuel injection, it would likely only inject more fuel up to full load, and therefore, only produce more soot during partial load operation, or .

In practice, I have the impression that the exhaust emissions remain the same. However, it's possible that the change is within such a small range that a visual inspection is too inaccurate to detect it.


Regards,
frebert