Nieuws
Latest news.
The list of diesel engines is growing fast.
Currently we are working very hard to get the 1280ECU ready for diesel engines from 30kW up to 1500kW.
List of diesel engines.
Cummins QSB 4 and 6 cylinder commonrail engines
DAF engines with UPEC pump units
Mercedes engines with pump units
Volvo 12/13/16 liter engines.
Scania 12/16 liter engines
Scania 12 liter HPI
MAN commonrail engines
We are able to support development on diesel engines for special applications like bio fuels or emission testing and improvement.
We are able to upgrade most diesel engines for tractor/truck pulling and race applications.
e1280s ECU De universele diesel ECU voor pompverstuivers en commonrail systemen
De mogelijkheden van de e1280s ECU zijn bijna onbeperkt als het om toepassingen gaat.
Deze ECU heeft alles in zich om ook dieselmotoren van verschillende fabrikanten te kunnen laten werken.
De hardware van deze ECU is geschikt voor het bedienen van maximaal 20 injectoren of 12 injectoren in mulitibust injectie modes waarbij 3 pilot 1 main en 3 post injectie gegeven kunnen worden. De inspuit hoeveelheid en inspuit hoek kunnen per cilinder ingesteld worden.
We hebben de mogelijkheden om de timing signalen van de motor te kunnen programmeren waardoor er geen aanpassingen nodig zijn aan de motor.
Naast de grote hoeveelheid analoge en digitale ingangen beschikt de e1280s ECU ook over 4 hi speed ingangen die optioneel gebruikt kunnen worden om het turbine toerental te kunnen meten en in de programmatuur gekoppeld kunnen worden aan de inlaatdruk regeling.
Deze ECU beschikt over minimaal 8 en maximaal 16 uitgangen waarmee de kleppen van de dieselmotor aangestuurd kunnen worden, zoals debiet/hogedruk pompen en brandstof druk regelingen en kleppen voor de turbodruk regeling en niet te vergeten de gloeipluggen en EGR.
Ook beschikt deze ECU over 2 seriële ingangen waar digitaal communicerende lambda en temperatuur sensoren op aangesloten kunnen worden. Deze optie is ideaal als er roetfilters gebruikt moeten worden en er bij een te lage uitlaatgas temperatuur het roet filter geregenereerd moet worden.
Uniek is ook dat U zelf door middel van de soft ware SEKUKU via blokdiagrammen zelf het programma kunt schrijven.
Zelf geen ervaring met programmeren? Wij verzorgen cursussen waarbij stap voor stap niet alleen het programmeren en afstellen aan bod komt maar ook de onderliggende theorie wordt behandeld.
Tevens zijn we in staat een motor of power management systeem te leven voor de volgende applicatie.
Automotive
Voorstuwing
Aggregaten/Generatoren en loadsharing systemen.
Hulpwerktuigen zoals hydraulisch systemen enz..
For more info Dit e-mail adres is beschermd tegen spambots, u heeft Javascript nodig om het te kunnen zien. or feel free to contact us on +31(0)6 13 90 61 94
First test run of the 4.2L FSI Audi engine running on the 1280 Super ECU.
No modification were made on the engine and all functions are controller by the 1280ECU including direct petrol injection fuel pump(s) pressure control and drive by wire and VVT.
We used 2 direct fuel injector drivers board to operate the fuel injectors.
The direct fuel injector driver boards can be used for running direct fuel injection engine in conjunction with the e1290s ECU or can be used for testing injectors or educational purposes as a part for trouble shooing direct fuel injected engines.
The injector driver boards can be special produced for testing various types of injectors with a selector switch to match the injector characteristics.
Injector driver boards can run on 12V or 24V DC
Beta testing a Subaru MY06 drive by wire valve with a Adaptronic 1280 ECU
Pre testing DBW system with the special boards that can handle more power than the Aux outputs of the 1280ECU.
The board can drive DBW valves and other servo devices.
It can also be used to drive up to 2 fuel pumps.
All the testing is done in preparation for the direct petrol injected engines where we need to control the fuel pressure as well.
Adaptronic Newsletter - September 2009
1. New Product Feature - MAP Prediction for the e420c!
Throttle response is one of those areas which has traditionally been hard to get right. It's been hard because it is the sort of condition that affects different engines very differently, depending on throttle size, plenum volume and engine capacity, as well as dynamic variables such as load and engine speed.
Most ECUs (including the e420c until recently) had options for additional enrichments based on the throttle opening, or a rate at which the throttle was opened, as well as options for additional fuel pulses out of the normal injection sequence. The enrichments often prove hard to get quite right, because a certain enrichment at one condition (such as opening the throttle to 10% off idle) doesn't give the correct amount at another condition (eg, full open throttle off idle).
The reason for this is actually fairly straightforward when you think about why an ECU actually should need throttle pump settings. It's because of two things:
Firstly, the MAP sensor doesn't respond immediately to a change in manifold pressure. It is possible to make the MAP sensor more responsive, but that can lead to unstable MAP readings, depending on plenum design and the pick-up point for the MAP sensor. So if you suddenly fully open the throttle off idle, the MAP sensor will still indicate 33 kPa absolute, where the plenum actually has a full atmosphere of air in it (100 kPa absolute). To provide enough enrichment to cover this problem, you would need 200% extra fuel! Clearly this is the wrong tool for the job. Instead of an enrichment, we should have a MAP signal the ECU can use which changes immediately the throttle is opened.
Secondly, unless the injection sequence is set up perfectly, there will be a lean spot as the injector pulse width changes within the ECU. This is because if the ECU delivers a pulse to the injector before the inlet valve opens, and the throttle is then opened before (or while) the inlet valve is open, the ECU can calculate the next fuel pulse as fast as it likes but it's already delivered the pulse for that stroke! So we need a way to give another injection squirt out of the normal injection sequence. Previously on the e420c (and other ECUs), this was done with a separate table of the milliseconds to deliver to the injector as a function of engine speed and/or load. Rather than doing that, we can now look at the change in the injection duration and give an extra squirt of the difference. For example, if the engine is idling with 2.2ms, and the throttle is suddenly opened, requiring 7ms of injection, the ECU can deliver an additional injection squirt of 4.8ms.
Setting this up is quite straightforward; all you need to do is tell the ECU the MAP value at different RPM/load combinations. This will be made adaptive (automatic) in future software/firmware versions.
Of course you can update your existing e420c with this new feature. Please visit our downloads page to download the latest software / firmware and start experimenting!
Read more September 2009 issue available here!
Upcoming Attractions (Australia)
1. New Product Highlight - the e1280s Super ECU! Finalists in Engineering Excellence Awards 2009 and EDN Innovation Awards 2009!
After years of development and testing, the e1280s Super ECU is now released. This is without a doubt the most flexible ECU on the planet, short of designing your own from the ground up. This is because the way all the calculations and controls are performed internally is based on a series of elements which you can string together to perform any function you like. If you want a 3D table to provide an auxiliary output based on road speed vs ignition timing, for argument's sake, you can add it. The tables can all learn values as well, allowing adaptive closed loop fuel control, idle control and so on.
This patented technology has helped this product become a finalist in both the Engineering Excellence Awards (Control Systems and Communications category) and the Electronic Design News Innovations Awards (Best Application of Field Programmable Logic).
It also features:
12 switching mode injector outputs, with 720 degree end of injection programmable timing (by default, tuned against MAP vs RPM, but you could change this to anything you wanted. Injection duration is by default VE based, but again this can be changed)
8 current source ignition outputs for driving factory and aftermarket ignitors
8 current-limited, push-pull auxiliary outputs, all PWM capable at arbitrary frequencies (for example, you could make a 4-cylinder tacho output on a 7-cylinder engine by setting the PWM output period in ms to be 30000 divided by the RPM)
2 serial inputs for peripherals (eg wideband oxygen sensors, EGT probes etc)
2 knock inputs
Headphone output for listening to knock sensor inputs
16 analogue inputs (separate from knock inputs), of which 4 can be configured for temperature sensors
8 digital inputs, with programmable pull-up or pull-down resistors
4 vehicle speed inputs (for each wheel), configurable as digital or reluctor
5 engine trigger inputs, configurable as digital or reluctor (one crank, 4 cam, for up to 4 VVT channels)
USB connection to PC
USB host connection for datalogging to USB thumbdrive
Internal datalogging
Serial connection for Vidigauge
Standard 6 cylinder Nissan connector and pinout to suit R32-R34 GTR, R32-R33 GTST
This huge amount of I/O, coupled with the unique and patented flexibility, makes it the most flexible ECU on the market. It's ideal for custom installations where additional control is needed for functions not supported by our other products. It's also ideal for developers of alternative engine technologies, including different fuel types and induction configurations which all have their own particular control requirements.
Our team of engineers is currently developing base maps for various different engines. Please contact our tech enquiries for particular installation queries.
2. Product Review - Innovate Motorsports LC1 / TC4
At Adaptronic, we're always on the lookout for complementary products that work well with the whole car as a system, and can help the tuner or driver. Innovate Motorsports have developed a series of "modular" tuning devices which can be daisy-chained to provide several useful parameters.
The LC1 is a "lambda cable", which is a wideband air-fuel ratio sensor that works over a wide range of air-fuel ratios, and can either be permanently installed or installed only during tuning. By connecting its serial output into the serial input port on the Adaptronic e420c or e1280s, the tuner can see the wideband air-fuel ratio on the laptop along with the other gauges and parameters, and use the ECU to "close the loop" and provide fast self tuning.
The LC1 is well constructed, and provided you follow the heater and free air calibration steps, very straightforward to use.
The TC4 is another piece of instrumentation from Innovate, however instead of monitoring air-fuel ratios, the TC4 is an interface for four K-type thermocouple sensors. These can be used to measure anything that gets too hot for a thermistor, including turbine inlet/exhaust temperature, EGT, cylinder head temperature and so on. This interface is even more straightforward to use than the LC1, giving a very convenient means of monitoring several high temperatures simultaneously. As with the LC1, Adaptronic ECUs can read this serial output directly and display it on the laptop gauges, along with any other variables.
Perhaps the best feature of Innovate's product range is the MTS, or modular tuning system. This means that you can connect an LC1 and a TC4 at the same time, and monitor both air-fuel ratios and EGTs, using only one serial port.
Currently we are working on the development of the e1280s ECU for direct fuel injected.
Adaptronic pakt uit en heeft de eerste stappen ondernomen om de ECU systemen ook geschikt te maken voor direct ingespoten brandstof systemen voor zowel diesel als wel benzine motoren.
Some small movies of the injector testing we performed.
de e1280s super ECU
Vanaf 2009 is ook de nieuwe Adaptronic e1280s super ECU bij ons te bestellen.
The e1280s is our top-of-the-line product. Its patented completely configurable tuning system allows the tuner to implement any control function that can be articulated, using a system of basic elements like maps/tables, PID controllers, timers and basic arithermetic and logical functions.
Features
ECU features
- "3D" Fuel and Ignition maps (as on any sophisticated aftermarket ECU)
- Full 360 or 720 degree ignition or injection control (end of injection timing), unique to each output
- 16 Analogue inputs (defaults are MAP, TPS, coolant temp, air temp, oxygen sensor, and spares)
- 12 injector outputs - allows full sequential injection up to 12-cylinders, staged injection fully sequential up to 6 cylinders or full sequential primary and semi sequential secondary up to 8 cylinders
- 8 ignition outputs - allows coil-on-plug up to 8 cylinders, or 12 cylinders with external ignition multiplexer.
- Eight configurable push/pull auxiliary outputs, all PWM capable at arbitrary speeds
- USB PC interface
- Field upgradeable firmware
- Eight configurable auxiliary digital inputs, with programmable pull high/low
- Datalogging via PC software, via internal memory and to USB stick
Special Features
- Adaptive fuel control - with configurable tolerances and loop gains, and conditions under which adaptive behaviour takes place
- Narrow-band (factory EGO sensor) closed loop fuel control
- High current programmable outputs - allows direct drive of solenoid valves for boost control, air bypass etc
- Special function programmable outputs - allows control of anti-pollution purge valves, air conditioners etc
- Adaptive idle control - allows configuration of increased idle bypass amount based on low battery, electrical load, air conditioner, as well as correction based on RPM
- 5 crank angle sensor inputs (for continuously VVT on 4 channels)
- Open-loop and closed-loop boost control
- 4 wheel speed sensors, digital or reluctor (Traction control and launch control)
- Many other features
Hardware:
-12 Injector outputs, which can be used as aux outputs instead
-8 Ignition outputs
-8 Aux outputs, which can drive high or low
-8 digital inputs, with configurable internal pull-up / pull-down resistors
-5 trigger inputs, configurable as reluctor or digital
-4 VSS inputs, configurable as reluctor or digital
-16 general purpose analogue inputs, of which 4 can be configured for temperature sensing, and 2 are suitable for oxygen sensors
-Roughly 400kB of onboard logging memory
-USB flash drive interface for virtually limitless logging to a USB stick
-Headphone output for listening to knock, and it will make beep sounds when the ECU 'learns' values
-Serial or USB laptop interface
-2 more serial ports for devices such as wideband EGO sensors
-High speed programmable logic device (PLD) for most calculations, with a microcontroller only doing tasks such as data flow
-One large loom connector, same as R33 Skyline
Software/firmware/PLD:
-The Super ECU introduces a whole new level of configurability! This has been made possible by the use of an FPGA (a type of PLD / programmable logic device) rather than a microcontroller, for a majority of the calculations.
-The best way to describe this new functionality is as follows...ECUs currently on the market, including the e420c, can be viewed as having fixed 'equations' built into their microcontroller, with a firmware upgrade needed to change anything more than some constants and gains. The Super ECU on the other hand, allows the user to change the actual equations and logic at any time (no firmware change needed), so if the default configuration doesn't do everything you need, you can make the necessary changes yourself using the software!
Now onto the software...
-For those of you who have used any computer programs that utilise block diagrams to implement certain functions, that is what you can expect from the Super ECU software. If you don't know what I mean by a block diagram, it looks like a bunch of blocks with different properties, all linked together with arrows to represent data flow.
-When you first go to set up the ECU with the software, you will be presented with a startup wizard, where you will be asked about your vehicle setup (eg. engine type, sensors being used, control valves being used, what functions you do/don't need etc).
-After completing the wizard, you will see a block diagram representation of the entire logical configuration inside the FPGA. The block diagram is separated into a number of 'pages' which can be selected from a list.
-The blocks (which we call 'elements') in the diagram could include the following, and more: adders, multipliers, logical operators, comparators, general purpose 2D and 3D tables, general purpose PID controllers, timers, delays, stepper motor blocks, and gauges. There are also 'dedicated elements' for the trigger inputs, analogue inputs, digital inputs, aux outputs, injector outputs and ignition outputs.
-The block diagram represents the equations and logic that are implemented in the FPGA chip, and at any time you can add, remove, or modify any elements on the block diagram. This means that you can have as many 2D and 3D tables as you want (memory permitting) with arbitrary axes and size! And if there is something that we haven't considered or implemented in the default ECU configuration, you can freely add any elements you need to make it work for you.
-Also, you can do closed loop control, of anything by using as many PID controllers as you need.
-Regarding memory usage, we have currently used less than half of the configuration memory, with a very feature-packed default configuration.
-Another very useful feature relates to the injector and ignition outputs. Every ignition and injector output is treated as an independent unit, and parameters such as dwell time, firing angle, and injector duration are all fed to the outputs straight from the block diagram. This means that every cylinder can have entirely different injection and ignition parameters if you choose to do so.
-Finally, there is a built in scope function in the software, which has all the same features as a real oscilloscope, and allows you to observe what the FPGA is seeing on its inputs etc (you can even observe crank/cam sensor signals, and injector/ignition outputs).
Technical Specifications
Attribute | e1280s | |
Physical | ||
| Connectors | 1 76 pin vehicle connector 1 USB B connector (laptop connection) 1 USB A connector (USB stick for datalogging) 1 3.5mm headphone output (for listening to knock) 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) | 190 x 150 x 44 | |
| Mass | 0.7 kg | |
| Looms available | 0.5m long (for connection to existing loom) 2.0m long (for wiring directly to engine) | |
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 | |
| Knock input | 2 x High impedance input, bandpass filtered, with headphone output | |
| 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 | 12 | |
| Injector driver waveforms | Any end of injection angle (within 720 degree cycle), independent for each output 360 or 720 degree firing Additional asynchronous burst (not synchronised with engine timing) | |
| Injector driver current | Optional constant current or peak-hold drive, selectable steady-state current of 0.5A, 0.9A, 1.5A or 1.9A. Switchmode drivers | |
| Number ignition outputs | 8 | |
| Ignition output waveforms | Any ignition angle (within 720 degree cycle), independent for each output 360 or 720 degree firing | |
| Ignition output type | Open-collector with 470Ohm pull-up, plus series 100 Ohm resistance (allows direct connection to OEM transistor or separate igniter) | |
| Number of auxiliary outputs | 8, with push-pull & PWM on all channels. 4A sink, 1A source | |
Control Characteristics | ||
| Map points | Limited by memory - default is every 400 RPM and 15 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) | |
| Ignition resolution | 0.02° (-360 - +360°) | |
| Dwell time resolution | 20 µs (0 - 600ms) | |
| Accelerator pump | Based on predicted MAP value | |
| Fuel control strategies | Open loop, closed loop, adaptive modes | |
| Fuel correction | Open loop, load based engine temperature, air temperature, cranking & post-crank enrich | |
| Ignition control strategies | Open loop, closed loop, with temperature correction table for air temp and coolant temp | |
| 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 | |