Diesel Engine Management

By Zewdie Alemayehu(Automotive
Eng.)
Department of Automotive Engineering
Dilla University
09/25/22
Ethiopia 1
 Basics Of Diesel Electronic Control System
What is EFI-diesel?
 The ECU detects the operating conditions of the
engine based on the signals from various sensors.
Based on this information, the ECU electrically
controls the fuel injection volume and injection
timing to reach an optimal level by operating the
actuators.

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 Electronic injection of Diesel Engines
-EDC (Electronic Diesel Control)
- UI (Unit Injector)
-- Common Rail

Main objective

-Reduce air pollution caused by diesel combustion

- Fuel quantity injection electronic
control

EDC (Electronic Diesel Control)

-Used on VOLVO trucks
-Electronic control of the fuel injection

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 EDC (Electronic Diesel Control)
- Mechanical governor replaced by a fuel
electromagnetic control device controlled by the
electronic control unit
EDC (Electronic Diesel Control)

-Electronic control unit

-Receives sensors information

- Calculate the amount of fuel to be injected in
function of engine load
- Generate failure codes (if necessary)

-Sends orders to the fuel control device

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 EDC (Electronic Diesel Control)
- EDC components (sensors and input signals)

-Test socket
- Accelerator pedal sensor (potentiometer)
- Contact of the brake pedal
- Contact of the clutch pedal
- Turbo load pressure sensor (electric signal
in proportion of the
turbo pressure + atmospheric pressure)
- Air temperature sensor in admission (NTC
resistance)
- coolant temperature sensor (NTC
resistance)
- 2 x Rotations sensor
- Velocity sensor
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 - EDC components (actuators and output signals)
-Diagnosis lamp (blinks to give failure code – Ex.
Coolant temperature, turbo charge, air temperature
in admission, tension on the alternator belt )
- Electromagnetic fuel control device
- Cut of injection (In emergency situations done by a
pneumatic valve that a cutates in injection pump)

EDC Electronic Control Unit

Special functions:
- Constant speed programmer (Keeps the same
speed independent of the load)
- Constant rotations programmer (Engine keeps
constant rotations independent of the load – Ex.
winch)
- Stop engine by start key instead of a mechanical
way
- Maximum
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rotations limited in cold running 6
 EDC (Electronic Diesel Control)

Electromagnetic fuel control device

(components)
- Composed by an electromagnet that controls
the injection pump rack (see in line pumps)
- Position sensor that inform the electronic
control unit about
the pump rack and determines the intensity of
the electric
current in the electromagnet
- Rotations sensor (2x) – One in the
electromagnetic fuel
control device (principal) and another (reserve)
given by the tachometer

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 UI (UNIT INJECTOR)
- Used on VOLVO trucks, VW automobile diesel
engines, CATERPILLAR engines
- Injector units controlled by the electronicb
control unit
Electronic control unit
- Calculates and controls the amount of fuel that
will be injected (duration of injection)
- Calculates and controls the injection angle
Electronic control unit - sensors and cut switchs
- Velocity sensor
- Crankshaft rotations sensor
- Accelerator pedal sensor
- Identification of cylinder sensor
- Clutch pedal switch
- Brake pedal switch
- Air temperature sensor in admission
- Coolant temperature sensor
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 UI (UNIT INJECTOR)
Injection process
- Electric signal sent to the electric valve of the injector unit closes it
- Fuel return system closes and injection pump
movement causes high pressure

-Injection process (cont.)

- Injection of fuel in cylinder when injector opens
(about 400 bar)
- During injection, pressure reaches 1600 bar
(caused by injector nozzles)
-Injection ends when the electric signal stops
opening the electric valve (spring) and return,
reducing the pressure

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 UI (UNIT INJECTOR)
Fuel amount limit
- Electronic control unit determines the amount
of fuel to inject with restrictions such as:
- Speed limit
- Rotations limit
- Toxic gases limit
- High temperature limit
- Engine protection UI (UNIT INJECTOR)

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 The EFI-diesel system
electronically controls
the fuel
injection volume and
injection timing to reach
an optimal level. In doing
so, the following merits
are realized:

1. High engine output

2. Low fuel consumption
3. Low exhaust emissions
4. Low noise
5. Reduced discharge of
white and black smoke
6. Improved startability
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 System Overview
The system is composed
of three main categories:
Sensors; supply the
Types of EDC
control unit with operating
PE pump (standard) in-line pump
condition information
regarding the vehicle's Control-sleeve in-line pump
Electronic control unit;
Axial-piston distributor pump (VE)
evaluates these
information, and send Radial-piston pump (VR)
signals to actuators
Unit pump system (UPS)
in order to control the fuel
quantity. Unit injector system (UIS)
Actuators; converts
Common rail system (CR)
electrical signal from
ECU in to mechanical Hydraulically activated
quantity. Electronically controlled Unit
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Injection (HEUI)
 UPS & UIS VIDEOS

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 MEUI SYSTEM

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 Hydraulic Electronic Fuel Injection
(HEUI)

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 Sensors
Engine speed sensor
Temperature sensors
Intake air EFI-diesel Electronic
Control System Diagram
Coolant
Diesel fuel Electronic control systems
Oil temperature vary slightly by engine type.

• Electronic control of
conventional EFI-diesel
• Electronic control of
common-rail

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1. Sensors 2. Actuator
(a) Accelerator pedal position (A) EGR Valve (Exhaust Gas
sensor Recirculation Valve)
Detects the accelerator opening Control the inflow volume of the EGR
angle and the idling condition. gases.
(b) Intake air temperature sensor (B) SPV (Spill Control Valve)
Detects the intake air Controls the fuel injection volume.
temperature. (C) TCV (Timing Control Valve)
(c)Turbo pressure sensor Controls the fuel injection timing.
Detects the intake manifold
3. ECU and Other parts
pressure.
(a) ECU (Electronic Control Unit)
(d) Water temperature sensor
Determines the operating conditions based
Detects the water temperature.
on the signals from various sensors and
(d) Crankshaft position sensor
sends optimal engine
Detects the crankshaft angle
control signals.
reference position.
(b) EDU (radial plunger type pump only)
(e) Speed sensor
Amplifies the ECU signals and actuates the
Mounted on the rotor cam of the
SPV.
pump, this sensor detects the
(c) Pump Pumps and distributes fuel.
engine speed and the cam angle of
(d) Fuel filter and sedimenter
the pump.
Removes foreign particles and water from
(f) Fuel temperature sensor
fuel.
Detects the fuel temperature.
(e) Injection nozzle-Injects fuel that has
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been pumped by the pump
Flow of fuel and signals in
conventional EFI-diesel
(1) Flow of fuel
The feed pump inside the pump draws up fuel
from the fuel tank into the pump. The fuel is
pressurized by the pump and distributed to the
injection nozzle of
each cylinder. The fuel pressure causes the
injection nozzle to open
injecting fuel into the cylinder.
(2) Flow of signal
The ECU receives signals from various sensors in
order to determine the operating conditions of
the engine. Then, the ECU sends signals to
control the SPV and TCV in the pump in order to
achieve an optimal fuel
injection volume and timing.
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ECU Overview
In terms of electronic control, the role of the ECU is
to determine the fuel injection volume, fuel injection
timing, and intake air volume suit able for the driving
conditions, based on the signals received from
various sensors and switches.
 In addition, the ECU outputs signals to operate
actuators. The both EFI-diesel and common-rail
systems

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 Fuel System of Conventional EFI-diesel

In the conventional EFI-diesel, control of injection

timing and volume is performed electronically.

The device that generates the fuel pressure is the

same
09/25/22 pump used in an ordinary diesel engine. 20
Flow of fuel and signals in conventional EFI-diesel
(1) Flow of fuel
The feed pump inside the pump draws up fuel
from the fuel tank into the pump. The fuel is
pressurized by the pump and distributed to the
injection nozzle of
each cylinder. The fuel pressure causes the
injection nozzle to open
injecting fuel into the cylinder.
(2) Flow of signal
The ECU receives signals from various sensors in
order to determine the operating conditions of
the engine. Then, the ECU sends signals to
control the SPV and TCV in the pump in order to
achieve an optimal fuel
injection volume and timing.
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The fuel in the pump chamber becomes
pressurized by the feed pump so that it is between
1.5 and 2.0 MPa. (conventional EFI-diesel)

Furthermore, in accordance with the signals from

the ECU, the SPV controls the injection volume
(injection duration) and the TCV controls the fuel
injection timing (injection starting timing)

Type of Pump
A conventional EFI-diesel uses one of the two
types of distributor pump:

An axial plunger type pump, and

A radial plunger type pump with a
higher injection pressure
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Internal Construction Of Axial Plunger Type Pump

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 Electronic Control System Diagram
Engine type:• 5L-E (Axial plunger pump type)

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 Internal construction radial plunger type pump

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1HD-FTE
(Radial plunger
pump type)

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 Axial-piston distributor pump
There are two types of electronically controlled VE
pumps:
Port-and-helix-controlled axial-piston distributor
pump.
Solenoid-valve-controlled VE pump

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Port controlled VE
Injected fuel quantity is controlled by solenoid actuator.
The solenoid actuator changes the position of control
collar similar to the mechanically governed pumps
Injection timing is controlled by solenoid valve
Capable of injection pressure 1,250 bar
Uses fuel-cut of solenoid to shutdown

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09/25/22 32
 Injection timing control
Controlled by solenoid valve, with Pulse-Width-Modulation
signal (PWM) from pump ECU
With energized solenoid, the valve is open
timing will be retarded
With de-energized solenoid, the valve is closed
timing will be advanced

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 Solenoid-valve-controlled VE
No need of control collar or sleeve
Amount of fuel delivery is controlled by high pressure
solenoid valve located in the hydraulic head
Injection timing also controlled by timing device solenoid valve
No need of using fuel cut-off solenoid
Pump ECU is mounted on the top of the pump
Capable of injection pressure 1,400 bar

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 Fuel Metering Operation
In the de-energized state, the solenoid valve is held open by a
spring.
Pressure can’t be developed in the pressure chamber even the
plunger moves up

In the energized state, the electromagnet overcomes the

spring force and the valve will close
Pressure will develop, when the plunger moves up

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 Injection timing control
Controlled by solenoid valve, with Pulse-Width-
Modulation signal (PWM) from pump ECU

With energized solenoid, the valve is open

timing will be retarded
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With de-energized solenoid, the valve is closed
timing will be advanced

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 Radial Type Pump
Injected fuel quantity is controlled with the help of
solenoid valve
Injection advance is also controlled with timing device
solenoid valve
Pump ECU is located on the top of the pump
Possible up to 1,950 bar injection pressure at the nozzle

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 About the EDU

A. High voltage
generation circuit
B. Control circuit

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 EDU
The EDU is a high-voltage generation device. Fitted
between the ECU and an actuator.
The EDU boosts the battery voltage, and actuates
the following based on the signals from the ECU the
direct-acting type SPV in the conventional EFI-diesel,
or the
09/25/22 injector in the common-rail system 40
The EDU generates high voltage in either case
when the valve is closed.
 On some models the EDU resides the ECU. For
example the EDU of 1ND-TV engine is inside the ECU.

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About Direct-acting Type
SPV
The direct-acting type SPV is used in
a radial plunger type high-pressure
pump. A high-capacity coul is provided
to allow the SPV to respond quickly
under high fuel pressure
conditions.There fore, a high voltage
level is required to energize the coil.

1. 1KZ-TE Engine
• Speed sensor
• Fuel temperature sensor
• Intake air temperature sensor
• Throttle position sensor
• Water temperature sensor
• Turbo pressure sensor
• Crankshaft position sensor

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Direct-acting Type SPV
• The direct-acting type SPV is used in a
radial plunger type high-pressure pump.
• A high-capacity coil is provided to allow
the SPV to respond quickly under high fuel
pressure conditions.
• Therefore, a high voltage level is required
to energize the coil

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 Functions Controlled by the ECU

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 Determining Injection Volume
The ECU performs the following three functions to
determine the injection volume:

1. Calculation of basic injection volume

2. Calculation of maximum injection volume
3. Comparison of basic injection volume and
maximum injection volume

1. Calculation of basic injection volume

• The calculation of the basic injection volume is
made based on the signals of the engine speed
and the amount of pedal effort applied to the
accelerator pedal

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Injection Volume control

• There are two types of SPV (Spill Control

Valve) that control the injection volume.

1. Conventional type SPV (used in axail

plunger type pump)

2. Direct-acting type SPV (used in the radial

plunger type pump for high-pressure
applications)
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 Spill Control Valve

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 Conventional Type SPV
1. Construction
• The conventional type SPV consists of two
valves: main valve and pilot valve.

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Construction and Operation of
Sensors
The sensor which sends the signal to the engine ECU is shown in
the diagram.

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 Accelerator Sensor
There are two types of
accelerator sensors.
One is an accelerator pedal
position sensor, which forms an
assembly together with the
accelerator pedal.
This sensor, which is a Hall
element type, detects the
accelerator opening angle.
A voltage that corresponds to
the accelerator opening angle
can be detected at
the output terminal

Accelerator Sensor
The other is a throttle position
sensor, which is mounted at the
venturi and is a type that uses a
variable resistor

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 Turbo Pressure Sensor
The turbo pressure sensor is
connected to the intake manifold
via an air hose and a VSV, and
detects the intake manifold
pressure (intake air volume).

Turbo Pressure Sensor

The VSV operates in

accordance with
the signals form the ECU
and switched the
pressure that is applied
to the actuator between
atmosphere and vacuum.
• Vacuum
• Atmosphere

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 Water Temperature/Intake Air
Temperature/Fuel Temperature Sensor
There are three types of temperature
sensors that are used for controlling
the EFI-diesel:
The water temperature sensor is
mounted on the engine block to
detect the temperature of the
engine coolant.
The intake air temperature
sensor is mounted on the intake
pipe of the engine and detects the
temperature of the intake air.
The fuel temperature sensor is
mounted on the pump and detects
the temperature of the fuel.

Each type of temperature sensor has a

built-in thermistor whose resistance varies in
accordance with the temperature and its
characteristics are as indicated in the
diagram.
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 Fuel Pressure Sensor
The fuel pressure sensor that is
used in the common-rail type
diesel detects the fuel pressure in
the common-rail.
Based on the signals from the
fuel pressure sensor, the ECU
controls the SCV (Suction Control
Valve) to generate a prescribed
fuel pressure in accordance
with the driving conditions.

Air Flow Meter

A hot-wire type air flow meter has
been adopted in the common-rail
EFI-diesel to detect the intake air
volume

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 Fuel System Of Common Rail EFI Diesel
The fuel that has been drawn up from the feed pump located inside
the supply pump is pressurized to the required pressure.
The plunger in the pump generates the required injection pressure.
 The pressure varies by engine speed and load conditions from 20
MPa at idle, to 135 Mpa under high-load, high-speed operating
conditions.

Parts
Name

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 System configuration of common-rail EFI-diesel
1. Sensor
(a) Air flow meter Detects the intake2. Actuator
air volume. (a) Injector
(b) Accelerator pedal position Injects fuel in accordance with
sensor signals.
Detects the accelerator opening
angle and idling conditions. (b) EGR valve (Exhaust Gas Re
(c) Camshaft position sensor cirulation valve)
Identifies the cylinders. Opens and closes in accordance
(d) Intake air temperature sensor with the signals from the ECU to
Detects the intake air temperature. re circulate the exhaust gases in
(e) Turbo pressure sensor order to reduce the amount of
Detects the intake manifold emissions.
pressure.
(f) Water temperature sensor (c) SCV (Suction Control Valve)
Detects the coolant temperature. Mounted on the supply pump, the
(g) Crankshaft position sensor SCV regulates the volume of fuel
Detects the rotational angle of the that is drawn into the supply pump
crankshaft.
(h) Fuel pressure sensor
Detects the fuel pressure in the common-
rail.
(i) Fuel temperature sensor
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Detects the fuel temperature
3. ECU and Other parts
(a) ECU (Electronic Control Unit)
Determines the operating conditions based on the signals from various sensors in
order to send optimal control signals to the engine.
(b) EDU-Amplifies the ECU signals to actuate the injectors.
(c) Common-rail -Stores the fuel that has been compressed by the supply pump to
a pressure that is required for injection.
(d) Supply pump- Increase the pressure of the fuel required for injection
and feeds the fuel to the common-rail.
(e) Fuel filter and sedimenter-Removes foreign particles and water from the
fuel
4. Flow of fuel and signals in common-rail EFIdiesel
(1) Flow of fuel and signal in common diesel
The feed pump in the supply pump draws up the fuel from the fuel tank. The fuel that
has been pressurized by the supply pump to reach the proper injection pressure is
fed into the common-rail where it is stored. The stored fuel is distributed via the
injection pipes to the injectors of the cylinders, and when the injectors
are operated, the fuel is injected.
(2) Flow of signal
The ECU collects information from the sensors and sends signals to the SCV in order
to attain the target fuel pressure. In addition, the pressure signal from the common-
rail is fed back into the ECU. The ECU sends signals to the EDU to operate the
injectors, the EDU applies the raised voltage to the injectors, and the injectors inject
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the fuel.
 Appearance of the Supply Pump

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 2KD-FTV and 1ND-TV engine

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Determining injection volume of conventional
EFI diesel

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 Determining injection volume of common-
rail EFI diesel

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 Determining Injection Volume
The ECU performs the following three functions
to determine the injection volume:
1. Calculation of basic injection volume
2. Calculation of maximum injection volume
3. Comparison of basic injection volume and
maximum injection volume

1. Calculation of basic injection volume

• The calculation of the basic injection volume is
made based on the signals of the engine speed and
the amount of pedal effort applied to the accelerator
pedal.

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Calculation Of Basic Injection Volume

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 Calculation of maximum injection volume
The calculation of the maximum injection volume is made based on
the signals from the engine speed sensor (NE sensor), water
temperature sensor, intake air temperature sensor, fuel temperature
sensor, and turbo pressure.
In the common-rail type, the signals from the fuel pressure sensor
are also used.

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Determining Common-rail Fuel Pressure
• A fuel pressure that matches the operating conditions of
the engine is calculated according to the actual injection
volume that has been determined based on the signals from
the sensors, and the engine speed.
• The ECU sends signals to the SCV to adjust the fuel
pressure that is generated by the supply pump

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• Control of injection
• Control of injection timing
volume

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 Determining Injection Volume
Determining Injection Volume
The ECU performs the following three
functions to determine the injection
volume:

1. Calculation of basic injection volume

2. Calculation of maximum injection volume
3. Comparison of basic injection volume and
maximum injection volume

Injection Volume Control During Starting

The starting injection volume is determined by adjusting the basic
injection volume in accordance with the starter ON signals (ON
time) and coolant temperature sensor signals.

When the engine is cold, the coolant temperature will be lower

and the injec tion volume will be greater
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 Starting Control

To determine the starting

injection timing is corrected in
accordance with

The starter signals, water

temperature and engine speed.

When the water temperature is

low, if the engine speed is high,
the injection timing is advanced
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09/25/22 69
Functions of Common Rail fuel Injection System

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 TOYOTA COMMON RAIL DIESEL FUEL SYSTEM

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 3D COMMON RAIL SYSTEM VIDEO

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