2892622 - E5030 PETROL ENGINE ELECTRONIC MANAGEMENT - Functional description (Euro 3, BIPOWER)
Functional description
The engine management control unit
M10
monitors and controls the entire electronic ignition and injection
system with petrol supply.
The control unit
M10
is supplied
directly by the battery - at pin 29 - by the line for the maxifuse
EFI of
B5
, through the line protected by fuse
B35
.
The supply controlled by the ignition (15/54)
reaches pin 47 from the line protected by fuse
B25
.
Pins 27 and 28 of the control unit
M10
are earthed.
The main relay J10 is supplied directly
by the battery from the line for the maxifuse EFI of B5.whilst the
coil receives a supply controlled by the ignition (15/54) from the
line of fuse B25; it is energized by an (earth) signal coming from
pin 15 of the control unit M10 (safety signal which enables the
fuel pump) and, as a result, sends a supply:
- to the petrol fuel injectors N70 ;
- to the coil A30 ;
- to the Lambda sensor heaters, through the line protected
by fuse B36 ;
- to the vapour recovery solenoid valve L10 through
the line protected by fuse B36 ;
- to the relay for changing over to petrol operation J26 .
The engine control unit
M10
receives
signals from the various sensors in order to monitor all engine
service conditions.
The rpm sensor
K46
, through a frequency
signal sent to pins 53 (positive) and 67 (negative) for the control
unit M10, provides information concerning the engine speed: the intensity
of these two signals is extremely low and therefore they are appropriately shielded
(pin 77).
The timing sensor
K47
is supplied
from pin 68 of
M10
. It receives a reference earth from pin
54 and sends a frequency signal corresponding to the timing at the
pin for
M10
.
The integrated air temperature sensor
K43
receives a reference earth from pin 54; it sends a signal corresponding
to the intake air temperature to pin 55 of the control unit.
From pin 68 of
M10
a reference supply
is sent to the sensor
K43
which restores a signal, at pin
75, proportional to the pressure of the intake air.
The throttle position sensor
K56 is supplied
at 5 V from pin 60 and receives a reference earth from pin 54;
it sends, through a potentiometer, a signal proportional to the
degree of opening of the throttle to pin 76 of
M10.
The engine temperature sensor
K36
,
receives a reference earth from pin 54 of the control unit
M10
and supplies a signal proportional to the temperature of the engine
coolant to pin 62 of the control unit.
The same sender unit also supplies information
to the temperature gauge and warning light: pin 1 of connector A
of
E50
.
The detonation sensor
K50
provides
information concerning the onset of detonation in the combustion
chamber through frequency signals: it sends two signals to pins
6 (positive) and 70 (negative ) of
M10
; these signals are
also suitably shielded (pin 63).
The Lambda sensor at the pre-catalyzer
K15
and the one at the catalyzer
K17
provide the control unit
M10
with information concerning the correct composition of the air/fuel mixture:
The sensor
K15
sends a signal to
pin 20 of the control unit, whilst pin 9 provides a reference earth:
the intensity of these two signals is extremely low and therefore
they are appropriately shielded (pin 44). Sensor
K15
is
heated by a resistor in order to ensure it works efficiently even
when cold; the resistor is supplied by the main relay
J10
,
via the line protected byfuse
B36
; pin 1 of
M10
provides
the reference earth.
The sensor
K17
sends a signal to
pin 24 of the control unit, whlst pin 12 provides the reference
earth:the intensity of these two signals is extremely low and therefore
they are appropriately shielded (pin 44). Probe
K17
is heated
by a resistor in order to ensure it works efficiently even when
cold; the resistor is supplied by the main relay
J10
, via
the line protected byfuse
B36
; pin 2 of
M10
provides
the reference earth.
The control unit
M10
also controls
the coil
A30
through the signals for the coil primary winding,
whilst the secondary winding sends the pulse to the spark plugs:
from pin 59 for the pair of cylinders 1 & 4 and from pin 66
for cylinders 2 & 3.
The coil
A30
main windings receive
the go ahead supply for opening from the main relay
J10
.
The idle actuator
N74 regulates the throttle
by-pass line.
It is controlled by the control unit
M10
through the signals from pins 57, 58, 64 and 65. Fuel vapour recovery
solenoid
L10
allows fuel vapours to pass through to the
engine intake where they join the mixture entering the combustion
chamber. The valve
L10
, supplied by the main relay
J10
,
is opened by the control unit when the engine is loaded by a signal
from pin 52 of
M10
.
Methane injection control unit
M19 processes
the information coming from the sensors of the basic system, the
information coming via the CAN line from the control unit M10 (coolant
temperature, air temperature) and the information coming from the
sensors added for methane operation, in order to recognise the system's
operating conditions and generate the appropriate commands for the
methane injectors.
The control unit
M18 is supplied directly
by the battery - at pin 1 - from the line of the maxifuse EFI of
B5, via the line protected by the fuse B29B.
The supply controlled by the ignition (15/54)
reaches pin 34 from the line protected by fuse
B25
.
Pins 27, 28, 55, 61, 62 and 76 of the control
unit
M19 are earthed.
The CAN line goes from pins 23 and 38 of
M19
to the control unit M10 (pins 6 and 32).
Pin 22 of
M19 receives a reference electronic
earth signal from pin 18 of M10.Methane supply relay J27 is supplied
directly by the battery from the line of the maxifuse EFI of B5,
protected by shunt fuse B29, while the coil is supplied, ignition
dependent (15/54), by the line protected by the fuse B25; it is
energised by a control (earth) signal coming from pin 68 of control
unit M19, and consequently sends the supply:
- to the control unit M19, pins 59, 66 and 80;
- to coil of relay J26;
- to the methane injectors N72.
The changeover button
H95 receives a
supply controlled by the ignition (15/54) from the line protected
by the fuse B25: in the case of a manual changeover to petrol, it
sends a signal to pin 47 of the control unit M19 and the green LED
on the button comes on.
Pins 54 and 74 of the control unit
M19
enable, in accordance with the control logic, the petrol or methane
supply, consequently excluding the other.
Pin 74 disables petrol operation: it sends
an earth signal to the coil of relaly
J26: this is supplied by
the line of the maxifuse EFI of B5, via the relay J10 of the petrol
injection and the line protected by the specific fuse B28;
while the coil is supplied by the relay
J27;
when the relay
J26
is energized, it cuts off the supply to the fuel pump N40.
The same signal is sent to the instrument
E50
- pin 26 of
connector A - and lights up the specific warning light which indicates
operation on petrol.
The electric fuel pump
N40
is earthed
through the inertia switch
I50
which, in the case of an
impact, cuts off the circuit and stops the dangerous supply of fuel.
Pin 54, on the other hand, enables methane
operation - it sends an earth signal which energises methane operation
relay
J25: this is supplied by the line of the maxifuse EFI of
B5 protected by the specific fuse B40, while the coil receives an
ignition-dependent supply (15/54) from the line protected by the
fuse B25;
it is energised by pin 54 of
M19 and sends the
supply to the LPG cut-off solenoid L61 and to the three methane
canister solenoids L60 located on methane canister L60.
Solenoids
L60 and L61 are all earthed
via inertia switch I50. In case of impact, this cuts off the circuit
to prevent the danger of fuel delivery.
The control unit
M19 receives some signals
from the petrol system sensors.
The rpm sensor
K46, through a frequency
signal sent to pins 51 (positive) and 52 (negative) for the control
unit M19, provides information concerning the engine speed: the intensity
of these two signals is extremely low and therefore they are appropriately shielded.
The timing sensor
K47 is supplied by
pin 68 of M10, and sends a signal of frequency corresponding to
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