Transcript Power Vision EFI_Adv_Tuning 2012_Dan

Power Vision Advanced Tuning Techniques
Presented by Dan Hourigan
Vice President, Dynojet Research
Advanced Tuning Techniques
What we will Discuss
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Basic EFI Theory
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Systems Overview
What needs to be “fixed” to model fuel requirements?
Tools of the Trade
Set-Up & Technique
 Process
 Validation
 Easy Way
Basic EFI Theory
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EFI (Electronic Fuel Injection)
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The ECM has a calibration, or “tune” that resides in it’s
memory where basic information about the engine and
supporting systems fitted to the engine reside. The ECM
relies on various sensor inputs in order to determine the
operating conditions of the engine, then it refers to it’s
calibration to determine the proper amount of fuel to
deliver (for the sake of this seminar, we’ll focus mostly on
fuel control and calibration).
EFI at Work
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The ECM and the Calibration working hand in hand.
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Engine is an air pump! So, we need some way to
determine how much air the engine will use in
combustion process at any given operating condition.
Some engine management systems can measure the
amount of air mass, or your can infer the mass of air
being ingested by the engine. 99.9% of motorcycles rely
on the latter, where the ECM is inferring the amount air
being “consumed” by the engine (commonly referred to
as a “Speed Density System”).
EFI at Work
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Question: OK, so if we know how much air is in the engine,
what’s the next step for the ECM?
Answer: Real time fuel mixture correction for changing air
conditions, density, and volume it occupies within the engine.
ECM does the math
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Checks the value in VE Table to determine how much air
is supposed to be in the cylinders
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Checks the value in the Air:Fuel or Lambda Table
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Checks sensors (Engine Temp, Air Temp, Pressure)
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Calculates how much oxygen we have to burn
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Calculates how long to open the injector to achieve
desired Air:Fuel Ratio, or Lambda
Almighty ECM?
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Since we’re focused on fuel for this seminar, and from what we’ve just
talked about, why can’t the ECM just fix everything?
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When we change the way the air gets into, or out of the engine we need to edit
the calibration to represent the airflow available at any given operating
condition in order to control the fuel accurately!
Flash Tuners can deliver a Calibration that has been modified in order to
“fix” the VE tables (how much air is in the engine) so the ECM can
calculate the correct amount of fuel to deliver in order to achieve a desired
AFR or Lambda.
We can determine the error in the VE tables by simply checking the math
the ECM did.
 How? Monitor the actual AFR or Lambda of the exhaust and compare
it to the desired AFR or Lambda that’s defined in the ECM’s
calibration. If they don’ match, we need to correct the source of the
error. >>>>>> The values in the VE tables!
Fixing VE Error w/
Tools of the Trade
Power Vision
 Dynojet Dynamometer with Load Control
 Air Fuel (Lambda) Sensors
 Autotune Module
 Log Tuner Software
 Basic understanding of what to do
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Basic Understanding
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There are 3 ways to correct the problem
(VE error), but it’s important that you
understand the technical approach of the
manual tuning process before using the
automated tuning processes.
1. Manual Process
2. Semi-Automated Process
3. Automated Process
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Set-Up & Technique
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Choose the File
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Start with the Original Cal or a “best fit Cal”
Save this file, you’ll need some of the values from it when
you’re done tuning, or as the basis for a “compare”!
Set up the tune for calibration
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Set all Air:Fuel table cells to 13 or Lambda of .89
Max Throttle Progressively table
Zero out Acceleration and Deceleration values
Disable Closed Loop and Performance Enrichment
Turn Off Knock control (optional)
Check CID and Injector size
Save, Send to PV, Send to Bike
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Set-Up & Technique
 Perform
dyno runs in order to
sample the AFR or Lambda
values in various VE Table cells
 TP
based VE
tables:100,80,60,40,30,25,...TPS%
 MAP based VE Tables: 100,
80,70,60,50,... Kpa
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Set-Up & Technique
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Step Test Technique
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Set-Up & Technique
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Results from the Step Test Technique
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Edit VE Values and Validate
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Edit the VE tables
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Based on the Dyno graphs correct the values in
the VE cells to achieve the target AFR of 13 or
Lambda of .89
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Finalize
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Once the VE tables accurately reflect the
amount of air that’s being used by the
engine, the AFR or Lambda values will be
“as commanded”.
You’ll now need to turn those items turned
off, or disabled in your tune back on, and
set the desired AFR / Lambda to your
liking.
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Set-Up & Validate…the Easy Way
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That method we just covered gives you an
understanding about how to go about
correcting VE tables, but there is an easier
way to get the same results.
Dynojet makes it easier with Log Tuner
and Autotune Datalogger!
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Set-Up & Technique Process
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Auto-Tune Module
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Sensors installed in the bike’s exhaust or in the
Gen4 Air Pump
Set up and run as before, but log with PV
using Autotune Datalogger PIN 319245
Use Log Tuner to Automatically make the
corrections for you…..no messy math and
guess work.
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Enter PIN 319245
Automatically enables
all data channels
required for Log
Tuner to work
properly.
Displays a mirror
image of your current
VE table, TP or MAP
(depends on the cal),
RPM, and cell counts
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Finalize
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Once the VE tables accurately reflect the
amount of air that’s being used by the
engine, the AFR or Lambda values will be
“as commanded”.
You’ll now need to turn those items turned
off, or disabled in your tune back on, and
set the desired AFR / Lambda to your
liking.
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Coming Soon…..
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You know how to “fix” the VE tables using and the
principle of why you are doing so.
You can use the manual process, or use “tuning
helpers” like Log Tuner and Autotune Datalogger
The next major release in firmware will actually
embed Log Tuner and Autotune process to fully
automate the tuning process. Sets up the tune,
logs the results, and “fixes” the VE…..even
easier!
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Stay Tuned…..
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