Experimental tests of the ignition-injection system

IOP Conference Series: Materials Science and Engineering

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Experimental tests of the ignition-injection system To cite this article: M Dziubiski et al 2018 IOP Conf. Ser.: Mater. Sci. Eng. 421 022005

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International Automotive Conference (KONMOT2018) IOP Conf. Series: Materials Science and Engineering 421 (2018) 022005

IOP Publishing doi:10.1088/1757-899X/421/2/022005

Experimental tests of the ignition-injection system M Dziubiński M Adamiec E Siemionem A Drozd Department of Automotive Vehicles, Lublin University of Technology Corresponding author e-mail: [email protected] Abstract. The research problem in the article was aimed at assessing the effectiveness of fault recognition for 3 injection systems. Diagnostic tests using the on-board diagnostic system were carried out for the following injection systems: Siemens Simos 2, Rover MEMS 1.6 and Siemens Simtec 56.5. The aim of the research was to record signals from individual sensors and to read error codes for proper operation and simulated damage. The research on the real object was to record the change of the ignition advance angle and its control values during climbing the hill in the first and second gear at a constant speed.

1. Introduction The OBD II standard (On-Board Diagnostic II) introduced in the US in 1996 has imposed on manufacturers the obligation to develop on-board diagnostic systems for all cars and vans. The diagnostic system installed in the controller compares the value of signals from the electronic circuits of the control device with the control values [2-3, 5]. If the value of the actual signal does not correspond to the control value and exceeds the acceptable value the fault code is saved in the controller's memory. Detection of a fault is signalled to the driver by means of the MIL (Malfunction Indicator Lamp) indicator and recorded in the central unit's memory as a standard damage code and other auxiliary data. The control systems [9, 12] are equipped with diagnostic connectors enabling access to information and diagnostic procedures. The component of the ignition system is considered to be unfit if its operation results in a significant increase of toxic compounds emission from the exhaust system [1, 7, 13-14] by 50% in relation to the permissible values for a given type of vehicle. To find out the damage, in addition to the standard procedures for detecting unfit elements, special testers are necessary. The on-board diagnostic system is emission-oriented, and its basic task is continuous supervision over the level of toxic compounds from the exhaust and supply systems [10-11, 15]. In addition to critical emission elements, the supervision covers other elements whose incapacity may indirectly increase the emission by affecting the controller inputs. Emission tests are new and basic tests introduced in the OBD II/EOBD standard. They use the criterion of condition assessment, according to which the element is considered to be defective if it causes an increase of CH, CO and NOx emissions above the threshold specified by the quantitative norm. Electrical efficiency tests include, first of all, checking the continuity of the measuring circuit and short-circuits of the signal line of the sensor or the line supplying the actuator to the mass of the vehicle or the power source. This type of tests allows detection of the most common electrical faults, and their positive result is a necessary condition, but not enough to determine the efficiency of the tested components. Functional test of actuators consists in testing the efficiency of the element by means of a test signal. The metrological efficiency tests of the measuring elements can be passive and active. The passive Content from this work may be used under the terms of the Creative Commons Attribution 3.0 licence. Any further distribution of this work must maintain attribution to the author(s) and the title of the work, journal citation and DOI. Published under licence by IOP Publishing Ltd 1



test is a diagnostic procedure for checking the correctness of the sensor's indications [4, 6, 8] by comparing its indications. The active test is similar to a functional test, with the difference that the measuring element is tested by forcing known changes in quantities measured with the control variable. Information about the occurrence of damage is not always transmitted by the controller to the MIL indicator immediately or after the vehicle has travelled a certain number of kilometers. Damage associated with exceeding the emission of toxic exhaust components causes the MIL lamp to illuminate continuously. The failure of a catalytic reactor causes the MIL lamp to glow with intermittent light. Some types of damage, recorded in the controller's memory, do not cause the MIL indicator to light, which is the subject of further research. 2. Research problem and research method The research problem in the article was aimed at assessing the effectiveness of fault recognition for 3 injection systems. Diagnostic tests using the on-board diagnostic system were carried out for the following injection systems: Siemens Simos 2 and Siemens Simtec 56.5. The tests were carried out on research stands (Fig.1, Fig.2) and on the real object of an Opel car. The aim of the research was to record signals from individual sensors and to read error codes for proper operation and simulated damage. During the tests the following values were recorded: engine speed, injection time, air flow, engine temperature, intake manifold temperature, and signal from the knock sensor. The aim was to simulate the reduced amplitude of the signal from the speed sensor (Fig. 3, Fig. 4) in the blocks and determine at what value the signal will be recognized as damage. The station allows simulation of signal values for individual sensors to recognize error codes. Using the diagnostic block of the controller, variable values of individual sensor sizes were simulated (Fig. 5, Fig. 6), in order to determine the possibility of recognition as an error code (Fig. 7).

Figure 1. General view of the stand

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Figure 2. General view of the engine k16 stand The fuel injection time change test was carried out for the following conditions (Fig. 2):  absolute pressure in the intake manifold: pd = 0.4 bar;  engine coolant temperature: Ts = 80ºC;  intake air temperature: Td = 20ºC;  signal voltage of the lambda probe: λ = (0.6 ÷ 1.2) V;  supply voltage: Ua = 14V;  fuel pump pressure: p = 2.2 bar;  ambient temperature: To = 24.5ºC.

Figure 3. Diagnostic program window – measuring blocks

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Figure 4. Diagnostic program window – measuring blocks The test was carried out for setting the throttle in the range of angle from 0º to 90º, with every 10º change. The measurement was carried out at a constant engine speed corresponding to the idling speed n = 800 rpm. The measurements were repeated for rotational speeds of n = (1400, 2000, 2600) rpm, respectively. During the measurements, the injection time was read, the instantaneous consumption value for individual injectors in [l/h]. The test results were presented graphically on surface and line diagrams (Fig. 8 - Fig. 11). Fuel injection time depending on the degree of throttle is constants for fifty and over degree. It is results engine maps fuel injection time and lambda coefficient (Fig. 8).

Figure 5. Diagnostic program window – charts

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Figure 6. Diagnostic program window – data blocks

Figure 7. Diagnostic program window – error codes

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Figure 8. Fuel injection time depending on the amount of throttle for the fourth injector

Figure 9. Linear plot of fuel injection time depending on the degree of throttle for the fourth injector at different rotational speeds

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Figure 10. Surface diagram of instantaneous fuel combustion depending on the degree of throttle displacement for injectors at different rotational speeds

Figure 11. Changing the combustion of instantaneous fuel in relation to the degree of throttle for the injectors for the 1.4 MPi k16 engine 3. Research on the real object while driving The aim of the research was to record the change of the ignition advance angle and its control values during climbing the hill in the first and second gear at a constant speed. The tests were carried out using a Bosch KTS 540 device. The runs shown in Figure 12 were recorded while driving in the second gear on a horizontal surface, and then during climbing the hill at a constant speed. The knock sensor influences the regulation

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throughout the duration of the test. At constant speed the ignition advance angle is inversely proportional to the engine load, i.e. the mass of air drawn into individual cylinders and depends on the throttle opening angle. The values of the measured values presented in the diagram change in the following ranges: ignition advance angle 16-25º, engine speed 1180-1280 rpm, mass of air collected by the engine as a function of time 40-49 kg/h, regulation of knocking combustion 0-1. The registration of the ignition advance angle was carried out while driving in first gear when climbing a hill (Fig. 13). Changing the ignition timing angle as a function of the engine load is corrected by the knock sensor. The values of the measured values presented in the diagram change in the following ranges: ignition advance angle 22-36º, engine speed 2650-3000 revolutions per minute, air mass absorbed by the engine as a function of time 38-110 kg/h, regulation of knocking combustion 0-1.

Figure 12. Changing the ignition advance angle (1), speed (2) (1180-1280 rpm), air mass sucked in by the engine (3) (40-49 kg/h) and engine temperature (4) 90ºC as a function of time when climbing a hill at second gear with constant speed

Figure 13. Changing the ignition advance angle (1), speed (2) (2650-3000 rpm), air mass sucked in by the engine (3) (38-110 kg/h) and engine temperature (4) 90ºC as a function of time when climbing the hill on the first running at a constant speed

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4. Summary The paper presents the results of simulations of selected electrical equipment in the cars. The study was conducted for the electronic fuel injection system Siemens Simos 2 and Siemens Simtec 56.5. The study recorded the fuel injection timing and simulation of the mechatronic elements damages. The experimental simulation studies enable analysis of various sensor signals and their impact on the ecological aspects of the combustion process. The study was conducted for the original fuel injection system controller Siemens Simos 2 and the real object Siemens Simtec 56.5 system components of the combustion process by registering. During the study, throttle opening angle was simulated and fuel injection time was read in milliseconds. The simulation for different values of ignition advance angle was realized by changing engine rotational speed. The cooperation of particular sensors and execution elements with the driver was monitored by the diagnostic block of Audi-VW and Bosch KTS 540 interface software. The designed and made-up bench made it possible to control engine work and carry out tests and the analysis of particular parameters of engine work in order to identify error codes. The purpose of this study was to show the most common electric defects and to evaluate the reliability of selected elements of petrol fuel injections during driving. The analysis of injection system failures in the selected makes of car shows that the number of failures is the biggest in that system. A great number of elements that form this system causes the high failure frequency (throttle actuator, oxygen sensor). References [1] Cichocka M, Tutaj J 2014 Diagnosis of obesity with bioimpedance method Intelligent Systems in Technical and Medical Diagnostics, 230, p 291-299 [2] Dziubiński M 2017 Ecological aspect of electronic ignition and electronic injection system Environmental Engineering V ed M Pawłowska and L Pawłowski (Leiden: CRC Press) p 299-303 ISBN 978-1-138-03163-0 [3] Dziubiński M 2017 Simulation of the maintenance starting circuit in means of transport International Conference on Electromagnetic Devices and Processes in environment protection with seminar applications of superconductors (Nałęczów) (New York: IEEE) ISBN 978-15386-1943-8 [4] Dziubiński M, Drozd A, Adamiec M and Siemionek E 2016 Energy balance in motor vehicles IOP Conference Series-Materials Science and Engineering, 148 [5] Dziubiński M, Litak G, Drozd A and Żukowicz P 2017 Modelling characteristics of spark ignition engine injection system Advances in Science and Technology-Research Journal, 11(2), p 103-117 [6] Dziubiński M, Siemionek E, Adamiec M, Drozd A and Kołodziej S 2017 Energy consumption of the trolleybuses International Conference on Electromagnetic Devices and Processes in environment protection with seminar applications of superconductors (Nałęczów) (New York: IEEE) ISBN 978-1-5386-1943-8 [7] Frisk E, Krysander M, Nyberg M, Aslund J 2006 A toolbox for design of diagnosis systems Supervision and Safety of Technical Processes, 39(13), p 657-662 [8] Fuessel D, Isermann R 2000 Hierarchical motor dignosis utylizing structural knowledge and a self – learning neuro – fuzzy scheme IEEE Transactions on Industrial Electronics, 3, p 18931898 [9] Juda Z, Noga M 2016 The influence of battery degradation level on the selected traction parameters of a light-duty electric vehicle Scientific Conference on Automotive Vehicles and Combustion Engines (Kraków) (Bristol: IOP Publishing) ISSN 1757-8981 [10] Longwic R, Sander P 2016 The characteristics of the combustion process occurring under real operating conditions of traction Scientific Conference on Automotive Vehicles and Combustion Engines (Kraków) (Bristol: IOP Publishing) ISSN 1757-8981

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