ELECTRONIC DIESEL CONTROL (EDC)

Electronic control of a diesel engine allows fuel-injection parameters to

be varied precisely for different conditions. This is the only means by
which a modern diesel engine is able to satisfy the many demands
placed upon it. The EDC (Electronic Diesel Control) system is subdivided
into three areas, “Sensors and desired-value generators”, “Control unit”,
and “Actuators”.

Demand of fuel-injection and engine-management systems

• High fuel-injection pressures

• Pre-injection and, where applicable, secondary injection

• Variation of injected fuel quantity, charge air pressure, and start of

injection to suit operating conditions

• Temperature-dependent excess-fuel quantity for starting

• Control of idle speed independent of engine load

• Controlled exhaust-gas recirculation (cars)

• Cruise control

• Tight tolerances for injection duration and injected fuel quantity, and
maintenance of high precision over the service life of the system (long-
term performance)
Operating concept
The injected fuel quantity is actually determined by a number of different
influencing variables. They include:

• The vehicle response desired by the driver (accelerator-pedal position)

• The engine operating status

• The engine temperature Interventions by other systems (e.g. TCS)

• The effect on exhaust-gas emission levels, etc.

Electronic diesel control allows data exchange with other electronic systems,
such as the Traction Control System (TCS), Electronic Transmission Control
(ETC), or Electronic Stability Program (ESP).

As a result, the engine management system can be integrated in the vehicle’s

overall control system network, thereby enabling functions such as reduction
of engine torque when the automatic transmission changes gear, regulation of
engine torque to compensate for wheel spin, disabling of fuel injection by the
engine immobilizer, etc. The EDC system is fully integrated in the vehicle’s
diagnostic system. It meets all OBD (On-Board Diagnosis) and EOBD (European
OBD) requirements.

System modules Electronic Diesel Control (EDC) is divided into three system
modules (Fig. 1):

1. Sensors and setpoint generators detect operating conditions (e.g. engine

speed) and setpoint values (e.g. switch position). They convert physical
variables into electrical signals.

2. The electronic control unit processes data from the sensors and setpoint
generators based on specific open- and closed-loop control algorithms. It
controls the actuators by means of electrical output signals. In addition, the
control unit acts as an interface to other systems and to the vehicle diagnostic
system.

3. Actuators convert electrical output signals from the control unit into
mechanical parameters (e.g. the solenoid valve for the fuel injection system).
 Data processing:

The main function of the Electronic Diesel Control (EDC) is to control the
injected fuel quantity and the injection timing. The common-rail fuel-injection
system also controls injection pressure. Furthermore, on all systems, the
engine ECU controls a number of actuators. For all components to operate
efficiently, the EDC functions must be precisely matched to every vehicle and
every engine. This is the only way to optimize component interaction.

The control unit evaluates the signals sent by the sensors and limits them to
the permitted voltage level. Some input signals are also checked for
plausibility. Using these input data together with stored program maps, the
microprocessor calculates injection timing and its duration. This information is
then converted to a signal characteristic which is aligned to the engine’s piston
strokes. This calculation program is termed the “ECU software”.

The required degree of accuracy together with the diesel engine’s outstanding
dynamic response requires high-level computing power. The output signals
trigger output stages that supply sufficient power for the actuators (e.g. high-
pressure solenoid valves for the fuel-injection system, exhaust-gas
recirculation positioners, and boost-pressure actuators). Apart from this, a
number of other auxiliary-function components (e.g.glow relay and air-
conditioning system) are triggered.

Faulty signal characteristics are detected by output-stage diagnostic functions

for the solenoid valves. Furthermore, signals are exchanged with other systems
in the vehicle via the interfaces. The engine ECU monitors the complete fuel-
injection system as part of a safety strategy.

ECU:
Digital technology furnishes an extensive array of options for open and closed-
loop control of automotive electronic systems. A large number of parameters
can be included in the process to support optimal operation of various
systems. After receiving the electric signals transmitted by the sensors, the
control unit processes these data in order to generate control signals for the
actuators. The control program, the “software”, is stored in a special memory
and implemented by a microcontroller. The control unit and its components
are referred to as “hardware”. The EDC control unit contains all of the
algorithms for open and closed-loop control needed to govern the engine-
management processes

Operating conditions

The ECU is subjected to very high demands with respect to extreme ambient
temperatures (during normal operation from –40°C to +60...+125°C), violent
temperature fluctuations, resistance to the effects of such materials as oil and
fuel, etc., surrounding dampness, and mechanical stresses such as engine
vibrations.

Signal processing : The control unit is the switching center governing all of the
functions and sequences regulated by the engine-management system. The
closed and open-loop control functions are executed in the microcontroller.
The input signals from sensors and interfaces linking other systems (e.g., CAN
bus) serve as the input parameters and are subjected to a further plausibility
check in the computer. The ECU program supports generation of the output
signals used to control the actuators.

The microcontroller is the ECU’s central component and controls its operative
sequence. Apart from the CPU (Central Processing Unit),the microcontroller
contains not only the input and output channels, but also timer units, RAMs,
ROMs, serial interfaces, and further peripheral assemblies, all of which are
integrated on a single microchip. Quartz-controlled timing is used for the
microcontroller.

Program and data memory In order to carry out the computations, the
microcontroller needs a program – the “software”. This is in the form of binary
numerical values arranged in data records and stored in a program memory.
These binary values are accessed by the CPU which interprets them as
commands which it implements one after the other.

This program is stored in a Read-Only Memory (ROM, EPROM, or Flash-

EPROM) which also contains variant-specific data (individual data,
characteristic curves, and maps). This is non-variable data which cannot be
changed during vehicle operation. It is used to regulate the program’s open
and closed-loop control processes. The program memory can be integrated in
the microcontroller and, depending upon the particular application, expanded
by the addition of a separate component (e.g., by an external EPROM or a
Flash-EPROM).

ROM Program memories can be in the form of a ROM (Read Only Memory).
This is a memory whose contents have been defined permanently during
manufacture and thereafter remain unalterable. The ROM installed in the
microcontroller only has a restricted memory capacity, which means that an
additional ROM is required in case of complicated applications.
EPROM The data on an EPROM (Erasable Programmable ROM) can be erased
by subjecting the device to UV light. Fresh data can then be entered using a
programming unit. The EPROM is usually in the form of a separate component,
and is accessed by the CPU through the Address/Data-Bus.

Flash-EPROM (FEPROM) The Flash-EPROM is electrically erasable so that it

becomes possible to reprogram the ECU in the service workshops without
having to open it. In the process, the ECU is connected to the reprogramming
unit through a serial interface. If the microcontroller is also equipped with a
ROM, this contains the programming routines for the Flash programming. Flash
EPROMs are available which, together with the microcontroller, are integrated
on a single microchip Its decisive advantages have helped the Flash-EPROM to
largely supersede the conventional EPROM.

RAM Instantaneous values are stored in the RAM (Random Access Memory)
read/write memory. If complex applications are involved, the memory capacity
of the RAM incorporated in the microcontroller is insufficient so that an
additional RAM module becomes necessary. It is connected to the ECU through
the Address/Data-Bus. When the ECU is switched off by turning the “ignition”
key, the RAM loses its complete stock of data (volatile memory).

EEPROM (also known as the E2PROM) As stated above, the RAM loses its
information immediately its power supply is removed (e.g. when the “ignition
switch” is turned to OFF). Data which must be retained, for instance the codes
for the vehicle immobilizer and the fault-store data, must therefore be stored
in a non-erasable (non-volatile) memory. The EEPROM is an electrically
erasable EPROM in which (in contrast to the FlashEPROM) every single
memory location can be erased individually. It has been designed for a large
number of writing cycles, which means that the EEPROM can be used as a
non-volatile read/write memory.
Applications of Sensors:

Temperature sensors:
Engine-temperature sensor This is installed in the coolant circuit .The engine
management uses its signal when calculating the engine temperature
(measuring range –40…+130°C).

Air-temperature sensor This sensor is installed in the air-intake tract. Together

with the signal from the boost-pressure sensor, its signal is applied in
calculating the intake-air mass. Apart from this, desired values for the various
control loops (e.g. EGR, boost-pressure control) can be adapted to the air
temperature (measuring range –40…+120°C).

Engine-oil temperature sensor The signal from this sensor is used in

calculating the service interval (measuring range –40…+170°C).

Fuel-temperature sensor Is incorporated in the low-pressure stage of the

diesel fuel circuit. The fuel temperature is used in calculating the precise
injected fuel quantity (measuring range –40…+120°C).

Exhaust-gas temperature sensor This sensor is mounted on the exhaust

system at points which are particularly critical regarding temperature. It is
applied in the closed-loop control of the systems used for exhaust-gas
treatment. A platinum measuring resistor is usually used (measuring range –
40…+1,000°C).

Micromechanical pressure sensors

Manifold-pressure or boost-pressure sensor This sensor measures the

absolute pressure in the intake manifold between the supercharger and the
engine (typically 250kPa or 2.5 bar) and compares it with a reference vacuum,
not with the ambient pressure. This enables the air mass to be precisely
defined, and the boost pressure exactly controlled in accordance with engine
requirements.

Atmospheric-pressure sensor This sensor is also known as an ambientpressure

sensor and is incorporated in the ECU or fitted in the engine compartment. Its
signal is used for the altitude-dependent correction of the setpoint values for
the control loops. For instance, for the exhaust-gas recirculation (EGR) and for
the boost-pressure control. This enables the differing densities of the
surrounding air to be taken into account. The atmospheric-pressure sensor
measures absolute pressure (60...115kPa or 0.6...1.15 bar).

Oil and fuel-pressure sensor Oil-pressure sensors are installed in the oil filter
and measure the oil’s absolute pressure. This information is needed so that
engine loading can be determined as needed for the Service Display. The
pressure range here is 50...1,000kPa or 0.5...10.0 bar. Due to its high resistance
to media, the measuring element can also be used for pressure measurement
in the fuel supply’s low-pressure stage. It is installed on or in the fuel filter. Its
signal serves for the monitoring of the fuel- filter contamination (measuring
range: 20... 400kPa or 0.2...4 bar).