Excellent, thanks for the confirmation!
I make another account, since the map of the injection timing "this act"? correct to say that the actual pressure at which the diesel fuel is injected ? defined from the time of injection and the quantity? injected, and then the map rail pressure only indicates the limit values?
if you want to inject a certain amount? of fuel without times increase the risk of having an increase in temperatures....to make that this does not happen, you can increase the rail pressure...
If you increase the amount? injected also leaving the original times these will stretch from you to be able to precisely inject what to ask. Of course, this happens up to the maximum reference that we have on the break point of the iq in the map times. On the 1.3 mjet for example, the injection times are calculated up to 65mm3 and 1800 bar? from the original injected 42mm3 about at the bottom, to go down to 35 to 40 to 4000 rpm. Raise the time you may have results that are truly amazing. On a 1.9 mjet the highest iq ? 65-70mm3 about in low-and 60-65mm3 to 4000 rpm, for? the times are already? calculated for 80mm3 then, also, you may have good results without touching the times why? injecting 80mm3 to 4000 rpm are already? almost 20mm3 in pi? from the original and can you imagine the cv are already? out of several if it is given the right advance.Originally Written by max75
No, wait, map injection timing has as axes the deal? of diesel fuel and the pressure of the rail. The map rail as the axis spins and quantity? of diesel fuel. If you try to do a simulation to see what happens with certain rpm and a certain amount? you realize that the term tends to a fixed value. The map of the rail ? a map goal
Explanation very clear.
A couple of questions: if the maximum time allowed for the injection is not sufficient to inject the deal? diesel fuel demand, the fuel injection it would be interrupted, leaving the unit in the "embarrassment" do not know how much he actually injected?
Given the two examples that you have done (the 1.3 and 1.9) c'? a method to define the maximum iq that ? can inject with the time indicated on the original map? or vice versa to calculate the actual time required to inject a certain iq?
Then ? the duration of the injection to be defined by the pressure and quantity, of consequenta the map of the times contains the limit values of the durations ? correct?
If I play well, seen that increasing the pressure allows me to reduce the duration of the injection, this means that, in general, the temperature increase ? caused by the repeated delays in the injection too over the top?
Map the times says: I have the rail to 1400 bar, the driver is asking for 50mm, so to have this amount? you have to hold the injector open for this time.
Ok, got it. When you speak of simulation do you mean to say that c'? a software x to do it?
if we increase too much the times we find ourselves inject too much after the tdc, so it can indeed cause an increase in temperature..
Do you say that ? a good rule to not finish the injection over 10 degrees Atdc. In my opinion for? the one pu? go well on the tdi because? I on the mjet I have always seen that makes it better to finish the injection the pi? close as possible to the pms. Enough to see the original from com'? the end of injection to realize it. Without giving advance the machine becomes more angry and less linear, losing? at high rpm if the injection ? raised quite high when compared to the original, giving proper advance instead, you can make it less sharp, but with more shooting upward.
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