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The very quick development of the technologies
during the last 3 decades has of course not passed the automotive
industry. Of course the automotive industry benefits very
much from the new technologies, but in fact the end user benefits
the most. We recognize this mainly at the new cars with good
performing engines, less consumption, better handling and
improved safety. Today modern cars are equipped with electronic
Engine management systems, it does not matter if it is a carburetor
like central injection, the much more effective multiport
injection or a direct injection with common
rail technology with electronic charge pressure control.
The most important development was of course
the ECU (engine control unit). This device basically consist
one or more small microcomputers which are responsible for
the regulation of the engine. The microcomputer runs a program
which is stored in a Memory (Eprom/Flash) device. The ECU
is responsible for the whole engine management and controls,
verifies, navigate and adjust all the important functions
of the car/engine. This all happens under consideration of
the current load condition of the engine in conjunction of
the RPM and environment variables (outside temp., air density,
engine temp., ...). This all is possible through the information
of many sensors which are capable to measure Fe. Pressure,
temperature, RPM, speed and amount of air with a very high
precision. Then the ECU reads the stored values out of the
predefined maps for the injection, ignition, charge pressure,
lamda, ... In this way, all the time the best possible ignition
timing and the optimal amount of fuel in combination with
the correct charge pressure is calculated out of the maps
in conjunction of all the sensor values.
All this data is optimized at the chiptuning
process. That means the maps for injection (at gas cars also
ignition) and charge pressure, are measured in conjunction
to each other in the whole RPM band, recalculated and with
a very detailed computer programing in relation to load and
RPM optimized. This is happening in a way that the maximum
possible power and torque is gained, while the tolerances
for the long life time of the engine is still kept, and the
maximum possible fuel economy is reached. Keeping all this
in mind, a noticeable power increase and also a stronger torque
of the engine is gained. Power and torque improvement of 20-30%
at Turbo engines, and 8-12% at normal aspirated engines are
realizable, which causes an high improvement for acceleration,
agility and top speed The engine will be more agile and stronger,
while the lifetime, and the every day use of the engine is
at liable use and regular service intervals the same as at
the stock setup.
The main purpose at normal gasoline cars is
the regulation of the requested and maximal possible amount
of injection. Since the Air/fuel ratio needs to be very exactly
to let the catalytic convertor work flawless, the injected
amount of fuel depends on the amount of air that is available.
In addition the optimal ignition point needs to be determined,
when the compressed air/fuel mixture is fired. If the ignition
point is to late, the consumption will raise, if it is to
early the car will start pinging. In addition the ECU has
many other purposes, which will not be changed.
At modern diesel engines the amount of
injection is calculated out of the amount of Air, air pressure,
outside temperature, RPM and load. This is needed to keep
the emission restrictions. At turbodiesel engines, beside
this the charge pressure and charge volume of the Turbochargers
needs to be defined load and RPM depended. All these information
are stored in the Eprom/Flash of a modern ECU. Out of this
values (maps) the ECU calculates the at a special RPM/load
condition possible or needed amount of fuel injection.
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