199004723 - E5030 PETROL ENGINE ELECTRONIC MANAGEMENT - OPERATIONAL DESCRIPTION

FUNCTIONAL DESCRIPTION

Engine management control unit M10 controls and governs the entire electronic ignition and injection system.Control unit M10 is supplied directly from the battery at pin 70 of connector A, via a line protected by fuse F43 of control unit B1.The ignition-operated power supply arrives via a line protected by fuse F20 of the engine compartment control unit B1 at pin 6 of connector A of M10.Pins 1, 2 and 4 of connector A of M10 are earthed.Main injection relay T7 of B1 controls the entire system: it is energized by an earth signal from pin 72 of connector A of control unit M10 and then forwards a power supply:- to pins 5 and 3 of connector A of the control unit, via the line protected by fuse F29 of B1;- to fuel vapour recovery solenoids L10, Waste Gate L37 and turbocharger by-pass L102, as well as Lambda sensors K15 and K17 (all these lines are protected by fuse F27 of B1);- to coils A30 and injectors N70 via a line protected by fuse F28 of B1.Fuel pump relay T8 of B1 is supplied by the line protected by fuse F30 of B1.It is energized by a control signal coming from pin 68 of connector A of control unit M10 and provides the power supply for the electric fuel pump N40, which is earthed via the inertia switch I50, which cuts off the circuit in the event of impact and thus prevents dangerous outflows of fuel.The engine management control unit M10 receives signals from the various sensors, thereby keeping all the engine operating parameters under control.The rpm sensor K46 provides information about the engine speed, via a frequency signal sent to pins 437 and 38 of connector B of the control unit M10.Timing sensor K47 is supplied from pin 11 of connector B of control unit M10; it receives a reference earth from pin 28 of connector B, and sends a frequency signal corresponding to the phase to pin 12 of connector B of the control unit.Integrated air temperature sensor K43 receives a reference earth from pin 44 of connector B; it sends a signal corresponding to intake air temperature to pin 24 of the control unit. Pin 9 of connector B of M10 sends a power supply to sensor K43, which returns a signal proportional to intake air pressure to pin 25.Turbocharging sensor K82 receives a reference earth from pin 44 of connector B and a power supply from pin 9 of connector B of M10, and returns a signal proportional to turbocharging pressure to pin 21.The engine temperature sender unit K36 receives a reference earth from pin 29 of connector B of the control unit M10 and provides a signal proportional to the temperature of the engine coolant at pin 43 of connector B of the control unit.The Lambda sensor on pre-converter K15 and the one on catalyzer K17 provide control unit M10 with information concerning the correct composition of the air-fuel mixture.Sensor K15 sends a signal to pin 55 of connector B of the control unit, while pin 52 provides a reference earth: these two signals are very low intensity and are thus appropriately shielded. Sensor K15 is heated by a heater coil to ensure correct operation even when cold; the heater coil is supplied by main relay T7; pin 16 of connector B of M10 provides the reference earth.Sensor K17 sends a signal to pin 53 of connector B of the control unit, while pin 54 provides a reference earth: these two signals are very low intensity and are thus appropriately shielded. Sensor K17 is heated by a heater coil to ensure correct operation even when cold; the heater coil is supplied by main relay T7; pin 1 of connector B of M10 provides the reference earth.By means of frequency signals, knock sensor K50 provides information concerning the onset of detonation in the combustion chamber: it sends two signals to pins 36 and 51 of connector B of M10; these signals are also appropriately shielded.Accelerator pedal K55 has two built-in potentiometers (a main one and a safety one). The former receives power and earth signals from pins 27 and 29 of connector A of M10 and sends a corresponding signal to pin 55 of the same connector. The latter receives power and earth signals from pins 49 and 30 of connector A of M10 and sends a corresponding signal to pin 79 of the same connector.Control unit M10 receives the mininum engine oil pressure sensor K30 signal at pin 35 of connector B.Pin 87 of connector A of M10 receives a signal from brake light switch I30 - N.O. contact - provided with an ignition-operated power supply from fuse F22 of Body Computer M1. Via the CAN, it receives a signal - N.C. contact - from brake light switch I30, supplied with an ignition-operated supply from fuse F26 of Body Computer M1.Pin 61 of connector A of M10 receives the signal coming from clutch switch I31.Pin 84 of connector A of M10 receives the signal coming from reversing switch I20.Control unit M10 controls the opening of injectors N70 by means of special signals sent from pins 17, 14, 2 and 19 of connector B of M10. Injectors N70 receive a power supply to enable opening of main relay T7 of B1.Control unit M10 also controls coils A30 via control signals for the primary winding of the coil, while the secondary winding sends a pulse to the spark plugs: from pins 31, 48, 47 and 46 of connector B of M10. The primary windings of coils A30 receive a power supply to enable opening of main relay T7 of B1.The throttle body actuator N75 has two built-in potentiometers connected in parallel: this controls the throttle opening by means of a step motor.The motor receives a power supply from pins 49 and 50 of connector B of M10. Pin 10 of connector B sends power to both potentiometers, while pin 13 sends an earth signal to the potentiometers; pins 42 and 22 of the same connector receive signals that reach throttle body actuator N75.The fuel vapour recovery solenoid L10 allows the flow of fuel vapours to the engine intake, where they are added to the mixture entering the combustion chamber. Valve L10 is supplied from main relay T7 of B1; it is opened by the control unit when the engine is under load, via a signal from pin 3 of connector B of M10.The turbo pressure solenoid regulates the turbocharger Waste Gate mechanical valve; solenoid L37 is supplied by main relay T7 of B1 and is controlled by the control unit via a signal from pin 18 of connector B of M10.The by-pass solenoid of turbocharger L102 - connected to the intake pipe near the throttle body - allows excess pressure to be released during over-run. This helps to avoid excessive pressure increases (hammer) that could damage the intake pipes and interfere with turbine operation.It is supplied by main relay T7 of B1 and is controlled by the control unit via a signal from pin 5 of connector B of M10.The control unit M10 is then connected via the CAN to the Body Computer M1 and to the other network nodes: information on the following is sent through this connection- system self-diagnosis, which may be used by connecting to connector R10;- engine coolant temperature, which is sent to the instrument panel E50 which manages the gauge and the warning light;- engine rpm, which is sent to the instrument panel E50 rev counter;- minimum engine oil pressure, which is sent to the instrument panel E50 which manages the warning light;It receives the speedometer signal, via the CAN, produced by the ABS control unit M50.The autodiagnostic system for the control unit M10 also produces a signal - which leaves pin 71 of connector A - which is connected directly to the EOBD warning light in the instrument panel E50.