"Fundamentals of the Common Rail System"

11th Session: CONTROL SYSTEM & FUEL INJECTION CONTROL

In the last session, a description was given of each type of sensor in the control system.
In this session fuel injection control, which is the portion of the control system most closely related to engine
performance, will be explained.

1 OUTLINE
• Fuel injection control is responsible for controlling the injection quantity and injection timing. This system
effects more appropriate control of the fuel injection quantity, injection timing, and injection pressure than
the mechanical governor or timer used in conventional injection pumps.
• Signals are received from each sensor, and necessary calculations are performed by the engine ECU. The
signal resulting from these calculations is output to the supply pump and injectors to optimize injection
quantity, injection timing, injection pressure, etc.

2 FUEL INJECTION QUANTITY CONTROL

2-1 Outline
The engine ECU calculates the basic injection quantity based on engine status and operating conditions. A
correction is then added to this quantity based on coolant temperature, fuel temperature, intake air
temperature, boost pressure, etc. to determine the correct fuel injection quantity.

2-2 Injection Quantity Correction Method

The injection quantity correction calculation consists of a comparison of the following two values: 1) the
basic injection quantity that is obtained from the governor pattern, calculated from the accelerator position
and engine speed and 2) the injection quantity obtained by adding various types of corrections to the
maximum injection quantity obtained from engine speed. The lesser of the two injection quantities is used as
the basis for the final injection quantity.

Accelerator Position

Injection
Quantity

Engine Speed

Accelerator Position
Basic Injection
Quantity Lesser Quantity Final Injection Quantity Injector Actuation
Selected after Correction Duration Calculation
Engine Speed
Maximum Injection Quantity

Cylinder-to-Cylinder Correction Quantity

Engine Speed Correction
Injection Pressure Correction
Boost Pressure Correction
Injection Intake Air Temperature Correction
Quantity
Atmospheric Pressure Correction
Atmospheric Temperature Correction
Engine Speed
Cold Engine Maximum Injection Quantity Correction

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3 FUEL INJECTION RATE CONTROL

3-1 Outline
• Although the injection rate∗ increases along with high-pressure fuel injection, the ignition lag, which is the delay
from the start of injection to the beginning of combustion, cannot be shortened to less than a fixed period of
time. Therefore, the quantity of fuel injected until ignition takes place increases (the initial injection rate is too
high), resulting in explosive combustion simultaneous with ignition, and an increase in NOx∗∗ and engine noise.
• At this point a pilot injection is provided to suppress the initial injection rate to the minimum required, which
dampens initial explosive combustion, reducing NOx and noise.
∗ Injection rate: Injection quantity per unit time.
∗∗ NOx: Nitrogen Oxide. Harmful substances contained in exhaust gas.

Normal
Normal Injection
Injection Pilot
Pilot Injection
Injection

Injection Rate

Large Small
Initial Combustion Initial Combustion

Heat Generation Rate

-20 TDC 20 40 -20 TDC 20 40

Crank Angle (deg) Crank Angle (deg)

4 FUEL INJECTION TIMING CONTROL

4-1 Outline
Fuel injection timing control regulates fuel injection timing by electronically controlling the time when injector
energization begins. Pilot injection timing, etc. is determined after main injection timing has been determined.

4-2 Main and Pilot Injection Timing Control (Refer to the Chart
on the next Page)
1. Main injection timing
To determine the optimal main injection timing, the engine ECU calculates basic injection timing based on
the engine speed (NE pulse) and the final injection quantity, and then adds various types of corrections.

2. Pilot injection timing (pilot interval)

Pilot injection timing is controlled by adding a pilot interval to the main injection. The pilot interval is
calculated based upon the final injection quantity, engine speed, coolant temperature, intake air temperature,
and atmospheric pressure. The initial calculation use only coolant temperature and engine speed.

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3. Split injection
The purpose of split injection is to improve the engine startability in cold temperatures. Before the
conventional main injection takes place, this function injects two or more extremely small quantities of fuel.
The diagram on the right below depicting pilot injection with pre-injection is an example of a "split injection."

Main Injection
Pilot Injection

Pilot Injection Pre-Injection

Pilot Interval
Basic Injection Timing

4. Multi-injection
Multi-injection is a number of small injections (up to five times) carried out before and after the main
injection in accordance with the status of main injection and engine operation. This interval (times t1 through
t4 in the diagram below) is based on the final injection quantity, engine speed, coolant temperature, and
atmospheric pressure (map correction). The interval at engine start is based only on coolant temperature
and engine speed.

TDC∗
TDC
TDC Pulse
Pulse

t1 t2 t3 t4

Injection
Injection Rate
Rate

∗ TDC: Top Dead Center

5 FUEL INJECTION PRESSURE CONTROL

The engine ECU calculates the programmed fuel Final Injection Quantity
injection pressure according to final injection
quantity and engine speed. Only coolant
temperature and engine speed are used for the
calculation at engine start.
Fuel Injection
Pressure

Engine Speed

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6 OTHER TYPES OF INJECTION QUANTITY CONTROL

6-1 Idle Speed Control (ISC) System
The idle speed control system controls idle speed by regulating the injection quantity in order to match the
set target speed with actual speed. There are both auto and manual ISC.

1. Auto ISC
In auto ISC, the engine ECU sets the target speed. The target engine speed varies with the type of
transmission (automatic or manual), whether the A/C is ON or OFF, the shift position, coolant temperature,
etc.

Engine ECU

Coolant Target Engine

Temperature Speed Calculation Comparison Actual Engine Speed

A/C Load Injection Quantity Correction

Shift Position Injection Quantity Command Actuator

2. Manual ISC
In manual ISC, idle speed is controlled by the idle setting button at the driver’s seat.

6-2 Idle Vibration Reduction Control

Idle vibration reduction control reduces engine vibration during idle. If there is a large difference when the
angular speed (time) of each cylinder is compared, the injection quantity of each individual cylinder is
adjusted to achieve smooth engine operation.

#1 #3 #4

t1 t3 t4

(Delta t < t> for each Cylinder Equalized)

Angular Speed
#1 #3 #4 #2 Correction #1 #3 #4 #2

Crank Angle Crank Angle

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