COMMANDER 440 direct injection inductive (complete kit)

The Commander440 ECU is the new version replacing the Commander44 ECU (which is no more manufactured). It owns a twice as much memory size which allows supplementary calculations, larger maps, and an improved security of the CAN-Bus transmissions.

The Commander440 direct injection inductive kit is based on the Commander440 ECU to which is added an inductive driver DMg06 for driving the inductive injectors which need a high tension and current command.
It allows managing 1 to 4-cylinder engines in direct injection and static ignition.

Several tunings can get along for the same engine (multimapping). The desired tuning can be selected while running, by a rotator or a dashboard switch, allowing the adaptation to the driving conditions, a super boost of the engine if necessary.

The Commander440 ECU is the new version replacing the Commander44 ECU (which is no more manufactured). It owns a twice as much memory size which allows supplementary calculations, larger maps, and an improved security of the CAN-Bus transmissions.

The Commander440 direct injection inductive kit is based on the Commander440 ECU to which is added an inductive driver DMg06 for driving the inductive injectors which need a high tension and current command.
It allows managing 1 to 4-cylinder engines in direct injection and static ignition.

Several tunings can get along for the same engine (multimapping). The desired tuning can be selected while running, by a rotator or a dashboard switch, allowing the adaptation to the driving conditions, a super boost of the engine if necessary.

GENERAL OPERATION
The kit being based on the Commander440 ECU, the overall functionality is the same (see standard kit description).
When Commander440 is used in direct injection, injection is sequential, phased on the start of injection. The phase of the injections is controlled by 1/10 degree.

INJECTORS MANAGEMENT
The injectors command is configurable to adapt to the needs of the injectors to drive.
This command is composed of two main parts:
The peak delivers a high voltage under a strong current for a few hundred microseconds. This peak is a necessary part for a very rapid opening of the injectors. It is itself composed of two phases:
• The attack during which a high voltage (adjustable up to 65 volts) is applied continuously until getting a large current (can exceed 20 amperes)
• The withstand for which a switching of the high voltage is made to keep on the current level (adjustable length and switching).
The Hold, during which the voltage is supplied by the engine 12 volts battery supply with current control by switching the battery power to maintain the opening of the injector without damaging it by an excessive rise of its coil temperature (level of hold current adjustable from 1 to 16A).

FUEL HIGH PRESSURE COMMAND
The fuel pressure control can be done in two ways:
In PWM by the fuel flow supplying the pump, the frequency and direction control are adjustable. This is the type of control needed for BMW-Peugeot engines.
In engine synchrone command with tuning of the number of came push per engine cycle and push phases (to follow the camshaft drift). This is the type of control needed for VW FSI engines.

Whatever the type of command used, the RCO of the command is managed by a PID to follow the pressure target.

FUEL PRESSURE TARGET
The base target is given by a map function of load and engine speed. It is then corrected to get a reactive adaptation to the conditions of engine operation:
• Dynamic correction of the fuel target pressure in acceleration (anticipation of the need for pressure)
• Programmable delay of fuel pressure drop while foot lift (avoidance of oscillations on cutoff-reacceleration)

PROGRAMMABLE EMPTYING OF INJECTORS RAILS
The fuel pressure is given by the balance achieved between the filling of the ramp by the pump and its emptying by the flow of the injectors.
At the cutoff during deceleration, the injectors being stopped, it is not possible to reduce the fuel pressure (if needed) by the normal operation, and the resumption of injection (including idling) can be at a pressure much higher than desired.
A programmable function of ramps injectors emptying during deceleration cutoff has been included in the management of fuel pressure.

HOUSING TYPE
• ECU in automotive housing or
• ECU in racing housing with military type connector
* Price displayed automotive version