Long project: ELITE. ELectronical Injection Timing Enhancement.
Long project: ELITE. ELectronical Injection Timing Enhancement.
I decided to share my project with you all, although I even did not achieve any progress except for information research and stuff.
Yet I am already gaining knowledge.. and motivation..
Well, here we go…
Our loved engines are mostly equipped with the M-type fuel pump.
There are a few other pump types as you know, with here and there some differences.
![[Image: pump_types.jpg]](http://s20.postimg.org/4u5kxn1gd/pump_types.jpg)
The M-pump does not incorporate a mechanism to control “start of delivery”. (This is for example the case for the VP/VP pumps. There is also a H-type line pump, where SOD can also be controlled by a special mechanism)
Because the SOD must be varied, measures have been taken: the centrifugal timing device.
The timing device advances the SOD in a pretty parabolic relationship to the engine RPM, I think...
This for sure worked with the 177 HP OM606 in 1996, but it doesn’t mean that it worked perfectly.
Then, we got some bigger elements from our Diesel Gods, which makes it even worse.
As I understood, tremendous work has been done to develop bigger pump elements that compensate for the timing, as it appears to be possible to do.
___________________________________
In the usual 4-stroke engines, the valves are controlled by camshafts. Camshafts are driven by the crankshaft and lift the valves.
It can be favorable to alter the timing or the lift height of the valves.
Since almost the beginning of the internal combustion engines, loads of different valve timing and lift control systems were invented and developed.
https://en.wikipedia.org/wiki/Variable_valve_timing
One of the interesting methods is cam phasing. Cam phasing allows to alter the start (and thus end) of the valve lifting event with regard to the crankshaft position.
This happens by means of altering the angle of the connection of camshaft to the driven gear.
It can look like this:
![[Image: VCT-1.jpg]](http://speednik.s3.amazonaws.com/legacy/streetlegaltv.com/data/547/VCT-1.jpg)
These systems are usually controlled hydraulically.
________________________________
So, I was sitting and thinking about how cool it would be to add some controllable timing device to the M-pump..
When I stumbled upon this:
![[Image: 00093571.jpg]](http://www.schaeffler.com/remotemedien/media/_shared_media/05_products_services/automotive_1/engine/cam_shaft_adjuster/00093571.jpg)
This is an electronical cam phaser. With the same functionality as the old systems, but then faster and better and modular.
So now, my plan is to fit such system to the pump of the OM605 / 606 engine.
Following needs to be done:
- Test the shaft load caused by the pump. That is not so easy. I need to measure the torque on rotating pump. For such causes, I have a torque measuring shaft.
![[Image: 20160408231028_44972.jpg]](http://www.forsensor.com/photo/forsensor/editor/20160408231028_44972.jpg)
- If I would connect the pump to the measuring shaft and connect 6 injectors to the pump, and let the pump rotate with 3500 RPM, it will not be enough…
The injectors are modified to pop open at 150 bar, but do not forget: it is 150 bar DIFFERENCE between the line and the injector opening. When the injector injects fuel into the prechamber, there is already some pressure because of the compression, and then the fuel starts to burn.
With 800 Nm out of a 3-litre, the BMEP of the engine is 33 bar, but the pressure peak is much higher. And .. we do not know how much, especially in the prechamber..
- I am going to make a small block of steel with two fuel line connections and a pressure sensor from a common-rail engine. I will cut a couple of fuel lines for an OM in halves, and make flares and swivel nuts, so I can connect it in a STD-car with the pressure sensor. Then, during a full load drive, I will be able to measure the pressure in the line.
After that, I can let some check-valves be made such that they copy the pressure behavior … and then put the pump on the test bench with these modified check-valves and measure the torque.
- With the torque measuring shaft, I can measure up to 100000 samples per second, so I will be able to see the whole load profile.
- With that load profile, I will chose a suitable cam phaser (or conclude that it is impossible, because the pump needs 300 Nm, I don’t know
)- Modifications to the phaser need to be done, so it can be connected to the engine. Connections to the pump shaft, the chain sprocket and the engine housing must be engineered.
- After that, the control comes. Baldur already confirmed the possibility of controlling the phaser with a (modified) DSL1.
- Testing, mapping .. etc…
I hope you like the idea!
If you have questions or ideas - I am open for discussion, everything is welcome
I will keep you updated.
Kind regards,
Evgeniy
Evgeniy1987
09-19-2016, 03:58 PM #1Hi, Guys!
I decided to share my project with you all, although I even did not achieve any progress except for information research and stuff.
Yet I am already gaining knowledge.. and motivation..
Well, here we go…
Our loved engines are mostly equipped with the M-type fuel pump.
There are a few other pump types as you know, with here and there some differences.
The M-pump does not incorporate a mechanism to control “start of delivery”. (This is for example the case for the VP/VP pumps. There is also a H-type line pump, where SOD can also be controlled by a special mechanism)
Because the SOD must be varied, measures have been taken: the centrifugal timing device.
The timing device advances the SOD in a pretty parabolic relationship to the engine RPM, I think...
This for sure worked with the 177 HP OM606 in 1996, but it doesn’t mean that it worked perfectly.
Then, we got some bigger elements from our Diesel Gods, which makes it even worse.
As I understood, tremendous work has been done to develop bigger pump elements that compensate for the timing, as it appears to be possible to do.
___________________________________
In the usual 4-stroke engines, the valves are controlled by camshafts. Camshafts are driven by the crankshaft and lift the valves.
It can be favorable to alter the timing or the lift height of the valves.
Since almost the beginning of the internal combustion engines, loads of different valve timing and lift control systems were invented and developed.
https://en.wikipedia.org/wiki/Variable_valve_timing
One of the interesting methods is cam phasing. Cam phasing allows to alter the start (and thus end) of the valve lifting event with regard to the crankshaft position.
This happens by means of altering the angle of the connection of camshaft to the driven gear.
It can look like this:
These systems are usually controlled hydraulically.
________________________________
So, I was sitting and thinking about how cool it would be to add some controllable timing device to the M-pump..
When I stumbled upon this:
This is an electronical cam phaser. With the same functionality as the old systems, but then faster and better and modular.
So now, my plan is to fit such system to the pump of the OM605 / 606 engine.
Following needs to be done:
- Test the shaft load caused by the pump. That is not so easy. I need to measure the torque on rotating pump. For such causes, I have a torque measuring shaft.
- If I would connect the pump to the measuring shaft and connect 6 injectors to the pump, and let the pump rotate with 3500 RPM, it will not be enough…
The injectors are modified to pop open at 150 bar, but do not forget: it is 150 bar DIFFERENCE between the line and the injector opening. When the injector injects fuel into the prechamber, there is already some pressure because of the compression, and then the fuel starts to burn.
With 800 Nm out of a 3-litre, the BMEP of the engine is 33 bar, but the pressure peak is much higher. And .. we do not know how much, especially in the prechamber..
- I am going to make a small block of steel with two fuel line connections and a pressure sensor from a common-rail engine. I will cut a couple of fuel lines for an OM in halves, and make flares and swivel nuts, so I can connect it in a STD-car with the pressure sensor. Then, during a full load drive, I will be able to measure the pressure in the line.
After that, I can let some check-valves be made such that they copy the pressure behavior … and then put the pump on the test bench with these modified check-valves and measure the torque.
- With the torque measuring shaft, I can measure up to 100000 samples per second, so I will be able to see the whole load profile.
- With that load profile, I will chose a suitable cam phaser (or conclude that it is impossible, because the pump needs 300 Nm, I don’t know )
- Modifications to the phaser need to be done, so it can be connected to the engine. Connections to the pump shaft, the chain sprocket and the engine housing must be engineered.
- After that, the control comes. Baldur already confirmed the possibility of controlling the phaser with a (modified) DSL1.
- Testing, mapping .. etc…
I hope you like the idea!
If you have questions or ideas - I am open for discussion, everything is welcome
I will keep you updated.
Kind regards,
Evgeniy
4 Guest(s)
4 Guest(s)