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 applications.

The ECU or EMS is able to do independent Injector timing & duration for every cylinder.

For common rail applications it will be possible to use as many control valves you like to maintain fuel pressure. The amount of valves and activators is only limited to the amount of AUX outputs of the ECU. Also special fuel systems like the Scania/Cummins HPI fuel system as well as Delphi F2 fuel systems are no problem for this ECU system.

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. Also we used the diesel ECU system to control gearboxes and hybrid systems.

Technical Specifications

Attribute

Diesel ECU

Physical

Connectors 1 (76 pin connector)

5 8 pin injector connector
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

2 micro seconds (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

Depending on application >400Hz

DI Injector solenoid driver specifications:

The INJ drivers are build to industrial standards and use power recovery from the injector coils in a way that not only we have extreme low power consumption but our drivers store the energy making it possible to run hi RPM on the engine and still have the ability to fire the injector in rapid succession without dropping power for the boost phase of the injector coils so peak current is consisted giving the guarantee that injector timing and metering remains within injector specification. Also every DI injector driver output has his own hi side driver stage and this will make it possible to fire the injector independent without limitations to timing and duration. Most automotive DI injector drivers share 2 up to 4 injector outputs per hi side driver meaning only one of these injector outputs can be active @ the time giving complications when pilot and post injections are needed.        

- boost voltage 45 en 100V

- boost time 25uSec up to 275uSec (can be exstended)

- boost current limit setting. YES

- peak current time 300uSec up to 2.7mSec (can be exstended)

- Peak current factor 1.1 up to 2 times hold current.

- hold current 0 up to 19.5A

- Driver 12A continue and >80A pulsed