IQA - Injector Quantity Adjustment - DIESEL CENTER

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IQA - Injector Quantity Adjustment

! Why IQA?! What does IQA do?! Operating principles! IQA Adjustment Map! EOL programming! IQA accuracy! Perspective


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Why IQA?

Euro 4

Euro 3

Euro 2

0 0,2 0,4 0,6 0,8 1,0 1,2NOx + HC [g/km]

0,00

0,02

0,04

0,06

0,08

0,10

0,12Pa

rticl

e [g

/km

]

+/- 1 mm³/Str (MI)

+ 0,5 mm³/Str (PI)

- 0,5 mm³/Str (PI)

Euro 4 - Application+/- 1 mm³/Str

Euro 2 - Application

�The actual fuel quantity must be as exact as possible to reach theemission limit values

�High technical effort to reduce the production line tolerances


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Advantage of IQA is! To reach the emission limit values of the future! Equal injection fuel quantity for each cylinder! To increase the injector first pass yield (FPY) by widening the

production tolerances

! Correction of the PI within the �plateau� (i.e. CRI2)! Correction of the start of the injection! Correction of the drift of the injector (no closed-loop control)

What is IQA not able to do?


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! Correction of the fuel quantity of new injectors

! Individual correction of tolerances at each point in thecharacteristic map for each cylinder (injector)

! Influence on the fuel quantity byadjusting the energizing time (ET)

Operating principle IQACharacteristics

px

p1

p2

Q (m

m³)

ET (µs)

actual fuelquantity of inj.

inj.tolerance forcorrection

MV characteristic

desired fuel quantity


5

QMV


Quantity[mm³]

ET [µs]

P = const.

QMV(ET)

The energizing time map in the ECUcharacterises the behaviour of meanvalue injectors in the engine.

Precondition:

ETdQd

ETdQd MVCRI =

QCRI(ET)

ETIQA

∆ET

QTP

Test Point

ETTP

∆QIMA

∆QIMA = QMV - QTP


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IQA - Determination of the adjustment map

! Definition of the 4 inspection points ID, PI, EP, FL in agreement with thecustomer and the injector development

! Definition of a control duration map from the average of a batch of 25 injectors

- Additional pressure lines may be required

! Definition of the additional measuring points for the available quantity valuesExample

0

10

20

30

40

50

60

70

80

0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1 1,1 1,2 1,3 1,4 1,5

ET [ms]

Fuel

Qua

ntity

[mm

³/stro

ke]

250 bar

400 bar

800 bar

1200 bar1600 bar

Additional Points

ID

EP

FL

PI

Inspection Points


7

0

10

20

30

40

50

60

70

80

0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1 1,1 1,2 1,3 1,4 1,5

ET [ms]

Fuel

Qua

ntity

[mm

³/str.

]

250 bar

400 bar

800 bar

1200 bar1600 bar

Additional Points

ID

EP

FL

PI

Inspection Points


! Selection of the most suitable matching points between inspection points and additional points

Chosen inspection point ID�Fuel quantity tolerance at additional measuring point 1.98 * correctionvalue ID

PP VL 1600bar/900µs - 250bar/1280µs

y = 0,4248xR2 = 0,1663

-2

-1,5

-1

-0,5

0

0,5

1

1,5

2

-2 -1,5 -1 -0,5 0 0,5 1 1,5 2

PP VL

250b

ar /

1280

µsPP LL 250bar/810µs _ 250bar/1280µs

y = 1,9841xR2 = 0,9576

-3,00

-2,00

-1,00

0,00

1,00

2,00

3,00

-3,00 -2,00 -1,00 0,00 1,00 2,00 3,00

PP LL

250

bar/1

280

µs

FL

ID


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∆∆∆∆FL

0,83*∆ID∆∆∆∆ID0,42*∆ID

1,98*∆ID 1,65*∆ID

0,4*∆FL

0,84*∆EP

∆∆∆∆EP0,45*∆EP

0,42*∆ID 0

1,2*∆EP

1,3*∆EP

0,9*∆EP

0

1,65*∆ID

0000

0

0

0

0

0

0

250 400 800 1600

Fuel

Qua

ntity

[mm

3]

Rail Pressure [bar]

0

PIIDEP

PL

IQA Adjustment Map

Weighting Factors Inspection Points

FL

0

1,98*∆ID

1,98*∆ID

1,65*∆ID

Operating principle IQA Adjustment Map


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Control duration map

Calculation of ET

05

1015202530354045505560657075808590

0,0 0,1 0,2 0,3 0,4 0,5 0,6 0,7 0,8 0,9 1,0 1,1 1,2 1,3 1,4 1,5

q_desiredp_Rail

t ET

1600 bar

800 bar600 bar

250 bar

E²PROMCorrection Value

∆ EP / ∆ID / ∆FL / ∆ PI /QSindividual for each injector

+∆∆∆∆q

Flash PROMInjVlv_stQntAdj_Map

shared for one type ofinjector

∆∆∆∆FL

0,83*∆ID∆∆∆∆ID

0,42*∆ID

1,99*∆ID 1,65*∆ID

0,4*∆FL

0,84*∆EP

∆∆∆∆EP

0,45*∆EP

0,42*∆ID 0

1,2*∆EP

1,3*∆EP

0,9*∆EP

0

1,65*∆ID

0000

0

0

0

0

0

0

250 400 800 1600

Men

genw

ert d

er P

rüfp

unkt

e [m

m3] Raildruck [bar]

0

PI

ID

EP

x*FL

FL

0

1,99*∆ID

1,99*∆ID

1,65*∆ID

*

Operating principle in ECUDynamic Interrupt


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IQA - Operating Principle

Quantity energizing time map - without IQA

02468

10121416182022242628303234363840424446485052545658606264

Ansteuerdauer [µs]

250

400

800

12001600

VL +- 2,1 mm³

EM+- 3,0 mm³

LL+- 1,0 mm³

FL

EP

ID

Qua

ntity

[mm

³]

ET [µs]


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IQA - Operating Principle

Quantity energizing time map - with IQA

02468

10121416182022242628303234363840424446485052545658606264

Ansteuerdauer [µs]

250

400

800

12001600

VL+- 1,1 mm³

EM+- 1,25 mm³

LL+- 0,5 mm³

FL

EP

ID

Qua

ntity

[mm

³]

ET [µs]


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Influences on IQA accuracy! accuracy of measuring process

" reproducibility of measurement (RM)" accuracy of measuring device" stability of injector:

i.e. sensitivity to backflow config., temperature,test sequence, clamping ...

" differences between test stations within one productionline and between different production lines (DTS)

! accuracy of injector" quantity stability over lifetime" slope variation in the Quantity-ET map (DQCRI ≠ DQMV) (SV)" maximum required correction value (RCVmax)

! compatibility of the production quantity deviation to theengine quantity deviation


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Code - Input

IQA - CodingLabeling of injectors with alpha-numeric and Data-Matrix-Code

Mounting of injectors andreading of the IQA Code

Transmission of IQA Code intoECU

Reduction of emission dispersionin the engine

Implemented process for EOL-Programming

CustomerBosch


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Perspective

! IQA will be introduced in passenger cars in all future projects

! The inspection points will be determinated by IQA (requirement forhigh correlation to additional points)

! Further optimisation of the IQA algorithm" correction of the slope variation" multi linear IQA coding


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Summary

! The IQA functionality is assigned to correct the injector quantity ofeach injector of a Common-Rail-System individually and across thecomplete range of the Q(ET) - map.

! The input of the function are the ECU correction values. Theyrepresent the difference to the nominal values of the respective testpoint and will be encoded and labeled on top of each injector.

! At the end of the automobile manufactur line, the ECU adjustmentvalues of the mounted injectors and the allocated cylinders areprogrammed into the ECU.


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IQA - Flow Chart for an application

Flow Chart for IMA applications

Time

PreparationPreparation

First application with IMA for this customerFirst application with IMA for this customer

Calibration of mapCalibration of map

ValidationValidation

Presentation IMA Handling Service, EOL programming and after marketD: 1 day; R:DS/VXY, DS/P-IMA; 1 1/2 year before customer SOP

EMI reference map of CRI in digital form to DS/EAC, DS/P-IMA

R:DS/EIM, DS/EIP

Information about the relevant working range of the engineto DS/P-IMA and DS/EAC2

R:DS/Vxy

Determination of IMA addtional measuring points for the IMA adjustment map

R:DS/P-IMA, DS/EAC2

C- & D-sample lot R:BaW,HoW,RBTR

Determination of average value

R:DS/EIM, DS/EIP

Measurement data to DS/P-IMA

R:DS/EIM, DS/EIP

Selection of 100 CRIs to measure the quantity at the

additional pointsR:DS/P-IMA, DS/EAC2

Determination of check sequence with addtional

measuring points R:DS/ECR-Ba

Measurement of CRIs R:DS/ECR-Ba

Delivery of nominal injector to customer R:DS/Vxy, DS/EIM, DS/EIP

Determination of ET map

R:customer

Measurement data to DS/P-IMA D: 1 w.;

R:DS/ECR-Ba

Calculation of the IMA adjustement map

R:DS/EAC2, DS/P-IMA

Comparison ET map with EMI reference map

R:EAC2, DS/P-IMA

Check of the IMA adjustement map with 25

extrem CRIs R:DS/EAC4, DS/EAC2

Engine test with injector setR:customer, DS/EAC2,

DS/Vxy

EMI curves of 5 nominal injector with high pressure config. of customer

R: DS/EAC4

CustomerCustomer

(Res

pons

ibilit

y in

Eur

ope,

to b

e de

fined

at R

BAJ)

Documents

IQA - Injector Quantity Adjustment - DIESEL CENTER