192004592 - E5030 PETROL ENGINE ELECTRONIC MANAGEMENT - OPERATIONAL DESCRIPTION

Operational description

The engine management control unit M10 controls and governs the entire electronic ignition and injection system.The control unit M10 is supplied directly by the battery at pin 15 of connector A via a line protected by fuse F18 of the engine compartment junction unit B1The ignition-operated power supply (15/54) arrives via a line protected by fuse F16 of the engine compartment junction unit B1 at pin 47 of connector A of M10 .

Main injection relay T9 of B1 controls the entire system: t is energized by an control signal (earth) from pin 31 of connector A of engine control unit M010 and then forwards a power supply:

  • to injectors N70 and coils A30 , via a line protected by fuse F22 of B1 ;
  • to the fuel vapour recovery solenoid valves L10 and variable geometry L15, to the phase transformer actuator N76 and to the Lambda sensors K15 and K17 to the flow meter K41, via the line protected by fuse F11 of B1
  • at pins 16 and 32 of connector A of the control unit, via the line of fuseF17 of B1 .
Fuel pump relay T10 of B1 is supplied by a line from fuse F21 of B1 .This is excited by a command signal (earth) from pin 30 of connector A of control unit M10 and supplies power to fuel pump N40 , which is earthed via inertia switch I50 , that cuts off the circuit in the case of impact and thus prevents dangerous outflows of fuel. Engine control unit M10 receives signals from the various sensors in order to monitor all engine service parameters. RPM sensor K46 supplies, via a frequency signal sent to pins 10 and 59 of connector B of control unit M10 , information on engine speed. these two signals are very low intensity and are thus appropriately shielded.Engine temperature sensor K36 receives a reference earth from pin 26 and sends a signal proportional to engine coolant temperature to pin 25 of connector B of the actual control unit M10 .The detonation sensor K50 provides information, by means of frequency signals, concerning the onset of detonation in the combustion chamber: it sends two signals to pins 54 and 22 of connector B of M10; similarly, the detonation sensor K51 provides information, by means of frequency signals, concerning the onset of detonation in the combustion chamber: it sends two signals to pins 6 and 38 of connector B of M10 : all of these signals are suitably screened.The Lambda sensor on the pre-catalyzer K15 and the one on 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 23 of connector B of the control unit, while pin 55 provides a reference earth: these two signals are very low intensity and are thus appropriately shielded. Sensor K15 is heated by a resistance to ensure correct operation even when cold; the resistance is supplied by the main relay , pin 34 of M10 provides the reference earth.The sensor K17 sends a signal to pin 28 of connector B of the control unit, while pin 60 provides a reference earth: these two signals are very low intensity and are thus appropriately shielded. Sensor K17 is heated by a resistance to ensure correct operation even when cold; the resistance is supplied by the main relay; pin 2 of M10 provides the reference earth.The timing sensor K47 receives a supply from the control unit at pin 51 of connector B of control unit M10; it receives a reference earth from pin 26 and sends a frequency signal corresponding to the timing to pin 42 of connector B of the control unit.The air flow meter K41 - supplied by the main relay - receives a reference voltage from pin 63 of connector A and sends a signal proportional to air flow to pin 57 of connector A. K41 also contains an air temperature sensor: a reference earth is provided by pin 25 of connector A of M10, while pin 54 of connector A receives an air temperature signal. Accelerator pedal K55 contains two potentiometers (one main one and one safety backup). The former receives power and earth signals from pins 56 and 24 of connector A of M10 and sends a corresponding signal to pin 8 of the same connector. The latter receives power and earth signals from pins 7 and 25 of connector A of M10 and sends a corresponding signal to pin 40 of the same connector. Pin 27 of connector A of M10 receives the N.A. signal coming from the brake lights switch I30 with an ignition-controlled supply (INT) from fuse F37 of junction unit B2.Pin 26 of connector A of M10 receives the N.C. signal coming from the brake lights switch I30 with an ignition-controlled supply (INT) from fuse F35 of junction unit B2.Pin 59 of connector A of M10 receives the signal coming from the inertia switch I31 (or - on versions with a robotized gearbox - from the starting enablement switch on the brake pedal I34)The control unit M10 controls the opening of the injectors N70 by means of special signals sent by pins 19, 35, 20, 3 and 52 of connector B of M10. The injectors N70 receive a power supply to enable opening from the main relay.The control unit M10 also controls the coils A30 by means of the signals for the coil primary winding - pins 1, 32, 14, 15 and 31 of connector B of M10 - whilst the secondary winding sends the impulse to the spark plugs. The primary windings of coils A30 receive a supply to enable the opening of main relay .The throttle body actuator N75 is equipped with two integral potentiometers connected in parallel: it controls throttle opening by means of a stepping motor.The motor receives a supply from pins 17 and 49 and earth at pins 1 and 33 of connector B of M10 . Pin 58 of connector B sends power to both potentiometers, while pin 26 sends an earth signal to the potentiometers; pins 24 and 40 of the same connector receive signals that reach throttle body actuator N75Fuel vapour recovery solenoid L10 allows fuel vapours to flow through toward the engine intake, where they join the mixture that is entering the combustion chamber. Valve L10, supplied by the main relay, is opened by the control unit when the engine is operating in load conditions by means of a signal from pin 5 of connector B of M10.Variable geometry control solenoid L15, supplied by the main relay, is controlled from pin 4 of connector B of control unit M10.The phase transformer N76 - supplied by the line for the main relay - is controlled by the control unit M10, pin 36 of connector A.The control unit M10 receives - at pin 60 of connector A - a signal from the minimum engine oil pressure sensor K30

Control unit M10 is then connected via the CAN - pin 12, 29, 61 and 45 - to Body Computer M1 and other nodes in the network: it sends information through this connection on:

  • system self-diagnosis, which may be used by connecting to connector C of M1 .
  • coolant temperature, which is sent to instrument panel E50 that controls the gauge and warning light;
  • engine rpm, that is sent to the rev counter on instrument panel E50;
  • minimum engine oil pressure, which is sent to instrument panel E50 that controls the warning light.
It receives, via the CAN, a speedometer signal generated by ABS control unit M50The autodiagnostic system for control unit M10 also produces a signal - which leaves pin 46 of connector A - which is connected directly to the EOBD warning light in the instrument panel E50.The autodiagnostic data can be read by connecting to connector C of the Body Computer M1- pin 7: it receives signals from pin 53 of connector A from control unit M10 via the appropriate diagnostic line.