(01-14-2019, 02:24 AM)firen456 I wanna know something more about the EDC15/16 ecus from OM613/648. It seems that EIS, ESL, TCU and DAS and some ABS/ESP stuff is needed. The EIS will send a crypted can message to the ecu to start the engine. So we'll have to keep the EIS because it's to complicated to reengineer the crypted message. It seems there are two options to deal with the rest. First: Deleting all the DTCs in the ecu regarding ELS, DAS and TCU like wheelspeed and missing can bus devices and modify the ecu to start without them (gearlever in N or P for example). This seems to be the harder way. The easier solution might be to emulate all the can meassages the ecu wants do see via a can controller. Maybe something arduino based. There will of course have to be deleted some DTCs in the ecu because we don't want to run ELS, factory TCU, DAS and ESP. We must have a W210/211 car to reingeneer the can bus. To start the engine the gearleaver must be in N or P position. What other signals will the engine need to start? Maybe there can be found something in the WIS. Searching for some opinions or a little help from people who run these ecus in older cars.
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Just wondering, presumably on manual vehicles, the ECU doesn't look for some of these signals. Then is it easier to either start with an ECU from a manual car or perhaps the ECUs can be flipped from auto to manual?

(01-30-2019, 05:17 AM)barrote I guess baldur is doing this just cause of that...
To run without CAN permissions , otherwise what sense does it make.
I belive TCU's , IMMO, etc,  will be available as add on later if user wishes, if not please Baldur do it to run engine on minimal hardware...

(02-02-2019, 02:05 PM)starynovy Very interesting. I keep fingers crossed for you man. Dont forget to make it for piezos since they flow heaps lot more than magnets.

(02-04-2019, 12:30 PM)starynovy Ou yeah it  lives! Best thing from this would be lighting fast throttle response. I hated 320CDI for that slugish sleepy gas pedal.

(02-04-2019, 04:30 PM)baldur

(02-04-2019, 12:30 PM)starynovy Ou yeah it  lives! Best thing from this would be lighting fast throttle response. I hated 320CDI for that slugish sleepy gas pedal.

How is this for throttle response?  
https://www.facebook.com/stalsmidjan.knarri.7/videos/141076760243712/

I agree, I like quick response. That's my biggest complaint with modern cars, throttle response is non-existent, and the manufacturer made it that way intentionally.

(01-13-2019, 01:50 PM)baldur It has been requested that I open a thread to discuss and share information about common rail diesel injection.
I am in the process of developing a controller to run solenoid controlled injectors, and plan to create a different power supply for piezoelectric injectors.
The difference there being that the solenoid injectors require high current and low voltage, although a moderate voltage (80 volts nominally) from a charged up capacitor is used to boost them during the opening phase to get a faster current rise. To keep them open requires only on the order of 6 volts.
Piezoelectric injectors on the other hand need a couple hundred volts to open, with high initial current and this voltage must be maintained to keep them open, at negligible current. Then in order to close them they require an inverse current as the piezoelectric element has internal capacitance that must be discharged.

Common rail is unique to most other injection control systems in that you have control over injection quantity and injection duration independently. Only other control system that offers this is hydraulically actuated unit injectors. Other solenoid controlled systems such as cam actuated unit injectors and injection pumps while allowing exact control of injection start and end do not have any way to control the rate of delivery  during the injection.

One advantage offered by direct electronic injection control that is not possible with rack controlled injection pumps is the ability to have multiple injection events during the combustion cycle. This feature is not unique to common rail but is also possible with some solenoid valve controlled unit injectors and some solenoid valve controlled injection pumps.
The primary advantage of this is being able to use pre-injection to heat up the air prior to starting the main combustion event, as this accelerates ignition of the fuel injected for the main combustion event and thus reduces diesel knock which is caused by a too abrupt ignition of the fuel (too much fuel is introduced before it is able to ignite in the chamber)

I will add more information to this post later. Feel free to ask any questions.

(02-06-2019, 01:25 AM)engineengineer

(02-04-2019, 04:30 PM)baldur

(02-04-2019, 12:30 PM)starynovy Ou yeah it  lives! Best thing from this would be lighting fast throttle response. I hated 320CDI for that slugish sleepy gas pedal.

How is this for throttle response?  
https://www.facebook.com/stalsmidjan.knarri.7/videos/141076760243712/

I agree, I like quick response. That's my biggest complaint with modern cars, throttle response is non-existent, and the manufacturer made it that way intentionally.

Baldur, will this be usable on other engines? Particularly the Mitsubishi Fuso.

(02-06-2019, 04:16 AM)atypicalguy

(01-13-2019, 01:50 PM)baldur It has been requested that I open a thread to discuss and share information about common rail diesel injection.
I am in the process of developing a controller to run solenoid controlled injectors, and plan to create a different power supply for piezoelectric injectors.
The difference there being that the solenoid injectors require high current and low voltage, although a moderate voltage (80 volts nominally) from a charged up capacitor is used to boost them during the opening phase to get a faster current rise. To keep them open requires only on the order of 6 volts.
Piezoelectric injectors on the other hand need a couple hundred volts to open, with high initial current and this voltage must be maintained to keep them open, at negligible current. Then in order to close them they require an inverse current as the piezoelectric element has internal capacitance that must be discharged.

Common rail is unique to most other injection control systems in that you have control over injection quantity and injection duration independently. Only other control system that offers this is hydraulically actuated unit injectors. Other solenoid controlled systems such as cam actuated unit injectors and injection pumps while allowing exact control of injection start and end do not have any way to control the rate of delivery  during the injection.

One advantage offered by direct electronic injection control that is not possible with rack controlled injection pumps is the ability to have multiple injection events during the combustion cycle. This feature is not unique to common rail but is also possible with some solenoid valve controlled unit injectors and some solenoid valve controlled injection pumps.
The primary advantage of this is being able to use pre-injection to heat up the air prior to starting the main combustion event, as this accelerates ignition of the fuel injected for the main combustion event and thus reduces diesel knock which is caused by a too abrupt ignition of the fuel (too much fuel is introduced before it is able to ignite in the chamber)

I will add more information to this post later. Feel free to ask any questions.

This sounds super. I think the blacksmoke guys are on a standalone ECU now also. No idea but their tuner seems to post on here from time to time. It seems like this is the new black art :-)   Perhaps one could retrofit a high pressure pump and piezo injectors to all those smoky 606 motors out there...

(02-06-2019, 04:52 AM)baldur

(02-06-2019, 04:16 AM)atypicalguy

(01-13-2019, 01:50 PM)baldur It has been requested that I open a thread to discuss and share information about common rail diesel injection.
I am in the process of developing a controller to run solenoid controlled injectors, and plan to create a different power supply for piezoelectric injectors.
The difference there being that the solenoid injectors require high current and low voltage, although a moderate voltage (80 volts nominally) from a charged up capacitor is used to boost them during the opening phase to get a faster current rise. To keep them open requires only on the order of 6 volts.
Piezoelectric injectors on the other hand need a couple hundred volts to open, with high initial current and this voltage must be maintained to keep them open, at negligible current. Then in order to close them they require an inverse current as the piezoelectric element has internal capacitance that must be discharged.

Common rail is unique to most other injection control systems in that you have control over injection quantity and injection duration independently. Only other control system that offers this is hydraulically actuated unit injectors. Other solenoid controlled systems such as cam actuated unit injectors and injection pumps while allowing exact control of injection start and end do not have any way to control the rate of delivery  during the injection.

One advantage offered by direct electronic injection control that is not possible with rack controlled injection pumps is the ability to have multiple injection events during the combustion cycle. This feature is not unique to common rail but is also possible with some solenoid valve controlled unit injectors and some solenoid valve controlled injection pumps.
The primary advantage of this is being able to use pre-injection to heat up the air prior to starting the main combustion event, as this accelerates ignition of the fuel injected for the main combustion event and thus reduces diesel knock which is caused by a too abrupt ignition of the fuel (too much fuel is introduced before it is able to ignite in the chamber)

I will add more information to this post later. Feel free to ask any questions.

This sounds super. I think the blacksmoke guys are on a standalone ECU now also. No idea but their tuner seems to post on here from time to time. It seems like this is the new black art :-)   Perhaps one could retrofit a high pressure pump and piezo injectors to all those smoky 606 motors out there...

They may have, but I don't think they are. I think they are still using the EDC16 on the OM648, but they had struggles getting it to work properly although they got there eventually. Tuning OEM ECUs is a black art. I hope to make common rail diesel tuning less of a black art by making a controller that is a lot easier to tune.
My current version is not for piezo injectors but solenoid injectors, I plan to make a variant of the same controller for piezo injectors later, they require a very different power supply as piezo injectors are voltage controlled but solenoid injectors are current controlled.
I remember the finns built a direct injection OM606 some years ago, but I think this is a lot of trouble when there are so many good common rail engines becoming available.

(02-07-2019, 07:39 AM)Sotvisp i think this is amazing work !!
I have been planning to do a transplant with BMW edc15 from tu30 to a om613 because its much easier to program the ecu as standalone and they are quite similar in many ways.
Very interesting to follow the progress here , what will such product cost when its up and running ??
Keep on Rocking....

(03-25-2019, 01:18 PM)madmog When the OM613 is ready & available, will also do OM611 and OM612 Baldur?

(04-17-2019, 08:49 AM)Langstrom This looks awesome baldur! What's the current status of this project?

Langstrom

(05-11-2019, 06:35 AM)madmog Baldur, I'm curious, are you planning on having any out-of-ordinary-readings cause a limp mode event? Or, if not limp mode, will out-of-ordinary-readings toy your ECU create an OBD type message, light a warning light or whatever?

Or is it simply a case of when something isn't running correctly, a failed MAF sensor or whatever, it's tracked down in the old fashioned way?

Thanks

(03-26-2019, 05:36 AM)baldur

(03-25-2019, 01:18 PM)madmog When the OM613 is ready & available, will also do OM611 and OM612 Baldur?

Yes, as the OM611 and OM612 use the same ECU board as the OM613 it will be a plug and play fit for those as well.
It will be able to handle any engine that has solenoid injectors, up to 8 cylinders, so OM646-OM648 and OM628 will also work but they will need a change of connector on their wiring harness. Same for earlier BMW M57 engines, Cummins, Toyota and even Volkswagen PD engines will work.
Once this platform is in production I plan to create another version for piezoelectric injectors which will cover all of the newest engines like OM642.

(05-12-2019, 06:03 PM)baldur

(05-11-2019, 06:35 AM)madmog Baldur, I'm curious, are you planning on having any out-of-ordinary-readings cause a limp mode event? Or, if not limp mode, will out-of-ordinary-readings toy your ECU create an OBD type message, light a warning light or whatever?

Or is it simply a case of when something isn't running correctly, a failed MAF sensor or whatever, it's tracked down in the old fashioned way?

Thanks

Yes there will be a comprehensive set of self diagnostics on there including OBD messages.

(05-12-2019, 06:03 PM)baldur

(05-11-2019, 06:35 AM)madmog Baldur, I'm curious, are you planning on having any out-of-ordinary-readings cause a limp mode event? Or, if not limp mode, will out-of-ordinary-readings toy your ECU create an OBD type message, light a warning light or whatever?

Or is it simply a case of when something isn't running correctly, a failed MAF sensor or whatever, it's tracked down in the old fashioned way?

Thanks

Yes there will be a comprehensive set of self diagnostics on there including OBD messages.

(07-29-2019, 11:04 PM)atypicalguy

(05-12-2019, 06:03 PM)baldur

(05-11-2019, 06:35 AM)madmog Baldur, I'm curious, are you planning on having any out-of-ordinary-readings cause a limp mode event? Or, if not limp mode, will out-of-ordinary-readings toy your ECU create an OBD type message, light a warning light or whatever?

Or is it simply a case of when something isn't running correctly, a failed MAF sensor or whatever, it's tracked down in the old fashioned way?

Thanks

Yes there will be a comprehensive set of self diagnostics on there including OBD messages.

You could easily fund development of this using kickstarter or Patreon or some such mechanism. I think there are several to choose from now.

(05-12-2019, 06:03 PM)baldur Yes there will be a comprehensive set of self diagnostics on there including OBD messages.

(07-30-2019, 02:08 PM)baldur

(07-29-2019, 11:04 PM)atypicalguy

(05-12-2019, 06:03 PM)baldur Yes there will be a comprehensive set of self diagnostics on there including OBD messages.

You could easily fund development of this using kickstarter or Patreon or some such mechanism. I think there are several to choose from now.

It's not a problem. I have everything needed to develop it, only thing that is in short supply is time and much of my time is being eaten up by billed projects. If I apply the billed rate to the development hours on this project it's over $100k by now.
That being said, I am making progress. I am maybe 3/4 of the way through the design work on the production circuit board. I hope to get a prototype built of the production board in a few weeks time and then if I don't find any errors in that design I will pull the trigger on doing a manufacturing run. There are 4 cars driving on the initial prototype design and it works well although the firmware needs more development.

(08-28-2019, 08:08 PM)atypicalguy Cool. Keep us posted.

(10-15-2019, 08:01 PM)baldur I got manufacturing of my controller started today, expecting to receive boards and enclosures around a month from now.

(10-24-2019, 07:03 PM)atypicalguy

(10-15-2019, 08:01 PM)baldur I got manufacturing of my controller started today, expecting to receive boards and enclosures around a month from now.

If I have a stock 648 and want to put a larger turbo on it, would I be able to use your ecu and manage the tuning myself, or would I need to work with you long distance or take it to a tuning shop? How do you see this playing out for the end user? Thanks.

(10-15-2019, 08:01 PM)baldur I got manufacturing of my controller started today, expecting to receive boards and enclosures around a month from now.