LANDI LSIPLUS ECU Software LESPLUS 3 5 1

LANDI LSI-PLUS ECU Software “ LES-PLUS 3. 5. 1” Pag. 1

LANDI LSI-PLUS ECU MAIN COMPONENTS – KIT LSI-PLUS Pag. 2

Landi Renzo Gas Injector Current Version Current management: Supply Voltage: Temperature Range: Nominal Pressure: Opening Time: Dimensions: Weight: Homologation: 4 / 1 “Peak and hold” 6 to 16 volts -40°C to +120°C 0. 8 to 3 bar 2. 0 ms Ø 32 x h 73 mm 120 g ECE R 110 @ -40°C min. © LANDI RENZO SPA CONFIDENTIAL Pag. 3

ECU Temperature range from – 40° to 100°C IP 59 protection level Automotive microprocessor 16 bit 50 Mhz Up to 8 injectors management Sensors and actuators self diagnosis Input and Output self protection Possibility to use K-Line to interface with main system PC Communication via wiring harness diagnosis connector © LANDI RENZO SPA CONFIDENTIAL Pag. 4

Sensata Sensor Pressure – Temperature Gas Sensor Operating Temperature range from – 30° to 130°C Operating Pressure range from 50 to 450 k. Pa (absolute) Supply Voltage: 5. 0 ÷ 5% VDC Pag. 5

WIRING HARNESS Same wiring harness as Omegas System, except new connector for Pressure-Temperature Sensata Sensor New connector for Sensata Sensor Pag. 6

Kit external map sensor Bosch sensor Offset -13 mbar Slope 580 mbar/V Pag. 7

Kit external map sensor Map harness Red – yellow wire => ECU gas pin 36 Pag. 8

OEM Map sensors Pag. 9

OEM Map sensors Pag. 10

LES-PLUS Software 3. 5. 1 Pag. 11

OLD CALIBRATION STRATEGY - TOO MANY “K” COEFFICIENTS (TOTAL OF 144) , ONE FOR EVERY SINGLE ENGINE WORKING CONDITION - MOLTIPLICATIVE GAS TEMPERATURE AND PRESSURE COMPENSATION FACTOR - ACTUAL ALGORITHM: Pag. 12

LSI-PLUS - AUTOMATIC CALIBRATION NEW CALCULATION CHAIN INPUT PETROL Tinj MASS AIR FLOW PETROL INJECTORS FUNCTIONING ACQUISITION GAS PRESSURE GAS TEMPERATURE OUTPUT TInj GAS Pag. 13

PARAMETERS CALCULATED BY NEW ALGORITHM -PETROL INJECTION TIMES (FROM PETROL ECU) -MASS AIR FLOW (FROM MAP SENSOR) -ATOMIC GAS MASS (CONSTANT VALUE) -R CONSTANT (UNIVERSAL PERFECT GAS CONSTANT) -GAS PRESSURE AND TEMPERATURE (FROM SENSATA SENSOR) -PETROL AND GAS STOICHIOMETRIC RATIOS (CONSTANT VALUES) -GAS INJECTOR VOLUMETRIC FLOW RATE (IT DEPENDS ON GAS INJECTOR SIZE – WELL KNOWN VALUE) Pag. 14

“NEW STRATEGY” ADVANTAGES - CLEAR MEANING, IN FISICAL TERMS, OF PARAMETER - DRASTIC REDUCTION IN CALIBRATION PARAMETER - ALGORITHM FROM GASOLINE INJECTION TIME TO GAS INJECTION TIME COMPLETELY FISICAL AND MATHEMATICS MODEL BASED Pag. 15

LSI-PLUS VS OMEGAS MORE ACCURACY NEW ALGORITHM BASED on a ENGINE PHISIC MODEL and DYNAMICS of FUEL and GAS Pag. 16

LSI-PLUS VS OMEGAS FAST EXECUTION You drive the car on the road following a step by step procedure Pag. 17

LSI-PLUS VS OMEGAS NO “K” MAP TABLE Tuning and calibration time reduction Pag. 18

AUTOMATIC CALIBRATION PROCEDURE - VERIFICATION OF FIRMWARE VERSION INSIDE ECU - DOWNLOAD OF DEFAULT FILE CONFIGURATION - ENGINE DATA SETTING - MAP SENSOR CALIBRATION - ENGINE WORKING POINTS ACQUISITION ON PETROL - CORRECTION OF ENGINE WORKING POINTS ON GAS - CORRECTORS SETTING (IF IT IS NECESSARY) Pag. 19

VERIFY FIRMWARE IS “AM 202033 G 24” (4 CYLINDERS ENGINES) OR “AM 202033 G 23” (3 CYLINDERS ENGINES) (IF IT IS NOT SO IT IS NECESSARY TO PROGRAM ECU AGAIN - F 8 ECU PROGRAMMING) Pag. 20

ECU PROGRAMMING Downloading AM 202033 G 24 -3 Pag. 21

ECU PROGRAMMING Pag. 22

ECU PROGRAMMING Pag. 23

CONNECTION TO THE LSI-PLUS ECU Pag. 24

CONNECTION TO THE LSI-PLUS ECU Pag. 25

DOWNLOAD DEFAULT FILE CONFIGURATION Download the default file with the same name AM 202033 G 24 -3 Pag. 26

RESET ERRORS AFTER DOWNLOAD Pag. 27

DIAGNOSIS PAGE AFTER RESET Pag. 28

ENGINE DATA SETTING Pag. 29

ENGINE DATA SETTING Pag. 30

MAP SENSOR CONFIGURATION (m. Bar) SLOPE (Volt) Pag. 31

MAP SENSOR CONFIGURATION FOR A GOOD AUTOMATIC CALIBRATION: - ENGINE SHOULD BE HOT BEFORE STARTING THE PROCEDURE - NO EXTERNAL LOAD FUNCTIONING DURING AUTOMATIC CALIBRATION (FOR EXAMPLE AIR CONDITIONING) - DRIVE SO THAT YOU CAN REACH AS MUCH STEADY CONDITIONS AS POSSIBLE IN THE WHOLE RPM RANGE Pag. 32

AUTOMATIC CALIBRATION PUSH F 10 BOTTON Pag. 33

AUTOMATIC CALIBRATION GRAPHIC INTERFACE Pag. 34

GASOLINE ACQUISITION Pag. 35

AFTER ABOUT 3 MINUTES AND AT LEAST N° 6 ZONE CHECKED , GASOLINE ACQUISITION IS OVER ZONES CHECKED Pag. 36

GAS CORRECTION FINISHED NEW A AND B PARAMETERS AT LEAST N° 3 ZONES CHECKED, GAS CORRECTION IS OVER Pag. 37

POSSIBLE ERROR MESSAGES IDLE ACQUISITION MISSES Pag. 38

POSSIBLE ERROR MESSAGES NOT ENOUGH VISITED ZONES Pag. 39

CORRECTORS: CRUISE & IDLE VALUE’S RANGE A : FROM 1 TO 6 B : FROM 0 TO 1, 2 CORRECTOR “ CRUISE” WORKS ON “ A” CORRECTOR “ IDLE” WORK ON “ B” Pag. 40

OPEN LOOP CORRECTOR SET THE “OPEN LOOP” CORRECTOR TO ADJUST THE MIXTURE IN MAXIMUM POWER ZONE SET THE FOLLOWING VALUE TO SELECT WHERE THE STRATEGY IS ACTIVE Open-Loop RPM e Open-Loop Tinjb Pag. 41

GRAFICAL RAPPRESENTATION OF “IDLE”, ”CRUISE” AND “OPEN LOOP” CRUISE (A) OPEN LOOP IDLE (B) Pag. 42

A & B FACTORS AFTER AUTOMATIC CALIBRATION NEW A AND B PARAMETERS Pag. 43

CORRECTORS UTILIZATION (IF IT IS NECESSARY) CORRECTION PROCEDURE IF “Tinj Benz” IN PETROL MODE > “Tinj Benz” IN GAS MODE: SET THE CORRECTOR AT A NEGATIVE VALUE( LEAN THE MIXTURE, IT’S TOO RICH) IF “Tinj Benz” IN PETROL MODE < “Tinj Benz” IN GAS MODE: SET THE CORRECTOR AT A POSITIVE VALUE( ENRICH THE MIXTURE, IT’S TOO LEAN) REPEAT THE PROCEDURE TILL OBTAIN THE SAME Tinj Benz AFTER SWITCHING FROM PETROL MODE TO GAS MODE Pag. 44

CORRECTORS UTILIZATION (IF IT IS NECESSARY) THEY ARE EXPRESSED IN PERCENTAGE VALUES (POSITIVE/NEGATIVE). THE FIRST ONE MODIFIES CARBURATION AT MIDDLE/HIGH LOADS. THE SECOND ONE INFLUENCES CARBURATION AT IDLE/LOW LOADS. Pag. 45

CORRECTORS UTILIZATION (IF IT IS NECESSARY) CRUISE CORRECTOR MODIFIES “A“ PARAMETER. IDLE CORRECTOR MODIFIES “B” PARAMETER. ENABLE FAST SWITCH TO COMPARE TPINJ ON GAS AND CHOOSE THE BEST CORRECTION VALUE. Pag. 46

CORRECTORS UTILIZATION (IF IT IS NECESSARY) ONLY OVER THESE THRESHOLDS THE OPENLOOP CORRECTOR IS ACTIVE. IT IS AN “AND” CONDITION. IN THIS CASE IT IS NOT ACTIVE. IT IS EXPRESSED IN PERCENTAGE VALUES (POSITIVE/NEGATIVE). IT MODIFIES CARBURATION ONLY IN OPEN-LOOP CONDITION. IT DOES NOT MODIFY “A” – “B” PARAMETERS. Pag. 47

K MAP CORRECTION Pag. 48

IN CASE YOU KNOW A-B PARAMETERS IT IS POSSIBLE TO PUT THAT IN MANUAL MODE. AUTOMATIC CALIBRATION IS ALREADY OVER Pag. 49

WARNINGS ABOUT AUTOMATIC CALIBRATION PROCEDURE - you are advised to use, if it is possible, an external MAP Sensor anyway; -it is not possible to make automatic calibration on Valvetronic engines (for example BMW engines) at the moment; in this case please use LR firmware version with K-map values; - it is possible to make automatic calibration on turbo engines even if working points acquisition could be slow enough in some cases; - once you finished automatic calibration procedure by an external MAP sensor you can take off that; at this point it is necessary to set MAP sensor as “not present” on F 4 -MAP-Twater page of 3. 2. 0 LES-PLUS software in order to avoid wrong switches-back to petrol because of low gas pressure; - automatic calibration reset does not work if vehicle is running on gas or with switch indicator flashing; it is necessary to change over to petrol. Pag. 50

LES-PLUS ECU OTHER SOFTWARE STRATEGIES Pag. 51

INJECTORS PARAMETERS Put 0 in case you need eliminate extra -injection Pag. 52

INJECTORS PARAMETERS GAS INJECTORS OPENING MAXIMUM DELAY WITH RESPECT TO OPENING PETROL INJECTORS. Pag. 53

WALL WETTING PHENOMENON PETROL INJECTOR 100 = FUEL INJECTED X = FUEL ATTACCHED TO AIR INTAKE WALL 100 -X = EFFECTIVE FUEL ARRIVED IN THE COMBUSTION CHAMBER 100 FUEL MASS 100 - X X AIR INTAKE WALL INTAKE VALVE Pag. 54

THEORETICAL GASOLINE MASS DURING TRANSIENT THEARETICAL GASOLINE MASS REAL GASOLINE MASS ADDITIONAL FUEL MASS FOR PHENOMENON COMPENSATION Pag. 55

WALL WETTING SRATEGY OPERATION GASES , FOR THEIR OWN FISICAL CHARACTERISTIC ARE NOT AFFECTED BY THIS PROBLEM , SO A HIGHER INJECTION TIME MEANS A RICHER MIXTURE DURING TRANSIENT PHASE. SETTING THE TINJ FILTER WITH VALUES LOWER THAN 128 , ESPECIALLY WITH CNG APPLICATIONS WE ELIMINATE THE EFFECT CAUSED BY THIS PHENOMENON Pag. 56

WALL WETTING STRATEGY Zone 1 Zone 2 ON ON Enrichment/Leaning in acceleration and/or deceleration Pag. 57

CUT-OFF EXIT STRATEGY IS ON UNDER THIS LIMIT Pag. 58

IN ADVANCE BACK TO IDLE FROM CUT-OFF STRATEGY GAS SYSTEM OPENS GAS INJECTORS UNDER THIS RPM THRESHOLD FOR 2, 5 ms DURING PETROL ECU CUT-OFF Pag. 59

PRESSURE LIMITATION STRATEGY ANALISYS GAS PRESSURE Pag. 60

GAS ENRICHMENT STRATEGY IS ACTIVE UNDER THIS RPM LIMIT % OF ENRICHMENT DURING STRATEGY IS ON IF RPM VARIATION IS HIGHER THAN THE VALUE SET NUMBER OF ENGINE CYCLES USED TO MEASURE RPM VARIATION Pag. 61

PETROL CHANGE BACK STRATEGIES CALCULATE GAS INJECTION TIME USING THE PREVIOUS PETROL INJECTION TIME NUMBER OF PETROL INJECTIONS BEFORE THE CHANGE BACK TO GAS RPM LOWER LIMIT RPM UPPER LIMIT Pag. 62

MANUAL MODE Pag. 63

SAVE CONFIGURATION Pag. 64

LOADING FILE PREVIOUSLY SAVED Pag. 65

F 3 - DATA ACQUISITION Pag. 66

SAVING ACQUISITION Pag. 67

LOADING ACQUISITION Pag. 68

DISPLAYING ACQUISITION Pag. 69

F 4 - DIAGNOSIS PAGE Pag. 70

Automatic calibration: offset (B) Range value: 0 -1. 2 ms. Average value: 0. 75 If the injectors flow rate is high, the offset could be near 1. Pag. 71

Automatic calibration: flow rate range (A) Unit Displacement Flow rate [mg/ms] 200 - 300 => 1. 4 – 2. 2 300 - 400 => 2. 0 – 2. 8 400 - 450 => 2. 4 – 3. 5 over 450 => 2. 8 - 5 If the car is a powerful car, the flow rate of the injectors could be more than these values SAMPLES: Suzuky Swift 1. 3 – 100 hp – flow rate 3. 1 mg/ms Subaru Impreza 2. 0 – 150 hp – flow rate 8 mg/ms Pag. 72

AUTOMATIC CALIBRATION AE 202042 G 23 -4 Engine data setting Pag. 73

MAP AND T WATER SENSORS Pag. 74

AUTOMATIC CALIBRATION DEFAULT K MAP Pag. 75