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Diesel ECU system

Adaptronic diesel ECU system.

 

The Adaptronic diesel ECU system can be used on engines up to 20 cylinders for single injection or up to 12 cylinders for multi bursts aplication.

 

In total the ECU or EMS can give up to 4 injections per 720 crank degrees for 4 stroke engines or 360 crank degrees for 2 stroke engines.

Injector timing and duration can be done independent  for every cylinder.

 

For common rail applications it will be possible to use as many control valves you line to maintain fuel pressure. The amount of valves and activators is only limited to the amount of AUX outs puts of the ECU.

Boost and EGR control.

 

16 analog and 8 thermocouple inputs will make it possible to monitor every aspect of the enginge.

 

The tuning possibilities are almost unlimited ranging from extreme diesel tuning up test  systems to improve fuel efficiency and reducing emissions.

 

 

 

 

 

 

 

 

Technical Specifications

 

Attribute

Diesel ECU

Physical

Connectors

1 76 pin connector

5 8 pin injector conector
1 USB B connector (laptop connection)
1 USB A connector (USB stick for datalogging)
1 4-pin Minidin for connection to Vidigauge
2 DE9 connectors for serial communications (for slave devices eg wideband oxygen sensor controllers)

Physical Dimensions (mm)

Depending on application.

Mass

Depending on application

Looms available

Depending on application

Sensor Interfaces

Crank angle sensor type

5 programmable inputs, missing tooth detection, multitooth and various others supported
Reluctor and optical/Hall effect inputs, with configurable edge selection, internal pull-ups when in optical/Hall effect mode

Manifold absolute pressure input

0 - 5V, arbiratary calibration, 1/3 bar calibration supplied (requires external sensor, 5V supplied by ECU)

Air and water temp inputs

4k7 pull-up (requires separate thermistor connected to ground), multipoint linearly interpolated calibration

O2 input

2 x 0 - 1V factory narrowband, or Bosch "wideband" - input impedance 1 MOhm.
Can connect 0-5V linearised sensor (eg PLX, M&W UEGO) to aux input
Can connect 0-3V Zietronix sensor to analogue input
Can connect M&W UEGO, TechEdge, Innovative to second serial port

Throttle position input

0-5V (5V supplied by ECU), 2-point calibration, adaptive learning

Auxiliary digital inputs

8 inputs, each configurable as active-high or active-low, pull-up or pull-down resistors, 12V tolerant inputs

Actuator Interfaces

Number of injector drivers

20 single injection/12 multi bursts injection

Injector driver waveforms

Any end of injection angle (within 720 degree cycle), independent for each output
360 or 720 degree firing
Additional up to 4 independent injections pilot/main/post

Injector driver current

Optional constant current or Boost-peak-hold drive up to 12A continue and >80A pulsed Switchmode drivers up to 100V

Number of auxiliary outputs

8, with push-pull & PWM on all channels. 4A sink, 1A source

optional injector outputs 5 to 12 can be used for auxiliary outputs

 

Control Characteristics

Map points

Limited by memory - default is every  50 RPM and 20 load points, but additional points can be added at any RPM or load

 

Load determination

VE based on TPS or MAP, with MAP correction

 

Injector pulse width resolution

2µs (0 - 60ms)

 

Fuel control strategies

Open loop, closed loop, adaptive modes

 

Fuel correction

Open loop, load based engine temperature, air temperature, cranking & post-crank enrich

 

Idle control strategies

Open loop value vs coolant temperature
Target speed vs coolant temperature
Extra for electrical load and aircon
Post crank idle-up
Dashpot

 

Calculation speed

300Hz approx

 

 

For more info feel free to contact us.

 

 

 

I took Renault Clio diesel 15 DCI engine and connected is to the Diesel engine test unit or diesel ECU system.

I made two small movies. The first movie is about the sound difference while changing injection modes between 1 main injection and adding a pilot injection. I set the ECU to change from 1 main injection to main and 1 pilot injection. I also gave the engine a bit more fuel than needed and set the RPM governor gain very aggressive for maximum RPM response.

The second one is how the engine normally runs and shows from left to right fuel pressure, RPM, torque demand, total injection duration and inlet manifold pressure