FAQ : 174 : Engine management ECU - magneti marelli 6lpb fuel injection - C4

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FAQ #174

	Engine management ECU - magneti marelli 6lpb fuel injection
	Engine management ECU (1320) The engine ECU manages the injection using the engine torque information . The engine ECU calculates the requirement for engine torque from the accelerator pedal sensor . The engine torque request takes account of a number of corrections (torque absorbed by the alternator, torque absorbed by the air con compressor etc.) . The engine torque request is converted into injection timing, injection phasing, butterfly opening, and ignition advance . The engine ECU manages the ignition and injection in line with the various parameters received : The engine speed and the crankshaft position (TDC sensor - camshaft position sensor) The inlet air pressure (pressure sensor) The throttle position (throttle potentiometer) The engine temperature ( coolant thermistor) The temperature of the air drawn into the cylinders (air temperature sensor) The speed of the vehicle (vehicle speed sensor) The oxygen content of exhaust gases (oxygen sensor) The pinking (knock sensor) The air conditioning demand The battery voltage The pressure in the power assisted steering circuit By making use of the information, the ECU controls : The ignition advance and the coil charging time The idling speed regulation : Engine temperature - Battery voltage - Parking - Air conditioning The amount of fuel injected, proportional to the injector opening time The idling speed regulation The fuel pump The fuel vapour recycling (canister bleed electrovalve) The injection cut-off on overspeed and deceleration The air conditioning cut-off The trip computer (instant consumption) The tachometer The diagnostic warning lamp The oxygen sensor heating element (downstream oxygen sensor, upstream oxygen sensor) The ECU also controls the following functions : Emergency strategies The diagnostic with memorisation of failures ; Using a diagnostic tool The cruise control switch Reduction of engine torque during an ESP adjustment The engine cooling The cooling requirement for the air conditioning (BRAC) The cruise control function The coded anti-theft device The dialogue with other ECUs (BSI, ABS, ...) via the CAN () EOBD : European On Board Diagnosis, diagnosis of anti-pollution equipment . () CAN = Controller Area Network . N.B. : The injection ECU software is updated by downloading (ECU fitted with a flash EPROM) . Allocation of the connector channels 48 -way black connector Channel number Allocation of channels A1 Dialogue line : CAN L network A2 Dialogue line : CAN H network A3 Injection ECU power relay control A4 (not used) B1 Diagnostic line K B2 Action on clutch information B3 Hands-free starting control B4 (not used) C1 (not used) C2 (not used) C3 Cooling fan diagnostic information C4 (not used) D1 (not used) D2 (not used) D3 (not used) D4 Control of fan unit group 1 E1 Accelerator pedal point of resistance sensor earth E2 Accelerator pedal point of resistance signal E3 (not used) E4 Control of fan unit group 2 F1 Accelerator pedal position earth F2 Accelerator pedal position information 1 F3 Engine running information F4 Injection ECU main relay control G1 Accelerator pedal position + 5 V supply G2 Accelerator pedal position information 2 G3 Redundant stop signal G4 (not used) H1 Refrigerant pressure sensor earth H2 Refrigerant pressure sensor signal H3 Refrigerant pressure sensor supply H4 (not used) J1 (not used) J2 (not used) J3 (not used) J4 Canister discharge electrovalve control K1 (not used) K2 (not used) K3 Remote-controlled wake-up information K4 (not used) L1 Body earth L2 Body earth L3 (not used) L4 Injection ECU supply M1 Body earth M2 Supplying by the BSM power relay M3 Supplying by the BSM power relay M4 Supplying by the BSM power relay 32 -way brown connector Channel number Allocation of channels A1 (not used) A2 Upstream lambda probe (-) signal A3 Downstream lambda probe (-) signal A4 Upstream lambda probe heating control B1 (not used) B2 Upstream lambda probe (+) signal B3 Downstream lambda probe (+) signal B4 Control of the piloted alternator regulator C1 (not used) C2 (not used) C3 (not used) C4 (not used) D1 (not used) D2 (not used) D3 (not used) D4 Downstream lambda probe heating control E1 (not used) E2 (not used) E3 Engine speed sensor (-) signal E4 Knock sensor (+) signal F1 (not used) F2 (not used) F3 Engine speed sensor (+) signal F4 Knock sensor (+) signal G1 Cylinder n° 1 injector (-) control G2 Cylinder n° 2 injector (-) control G3 Cylinder n° 3 injector (-) control G4 Cylinder n° 4 injector (-) control H1 Output : Injectors supply H2 Input : Injectors supply H3 Output : Variable timing electrovalve supply H4 Piloted thermostat control 32 way grey connector Channel number Allocation of channels A1 Input : Throttle potentiometer position signal 2 A2 (not used) A3 Inlet air pressure sensor supply A4 Throttle potentiometer + 5 V supply B1 Input : Throttle potentiometer position signal 1 B2 Camshaft sensor signal B3 Camshaft sensor supply B4 Throttle potentiometer earth C1 Inlet air pressure signal C2 Air temperature signal C3 (not used) C4 Camshaft sensor earth D1 Engine coolant temperature signal D2 Oil level signal D3 (not used) D4 Engine coolant temperature earth E1 (not used) E2 (not used) E3 (not used) E4 Inlet air pressure sensor earth F1 Low oil pressure information F2 (not used) F3 Variable power steering stop information F4 Oil temperature and level sensor earth G1 Inlet air electric motor (+) control G2 Inlet air electric motor (-) control G3 Variable timing (VVT) electrovalve control G4 (not used) H1 Cylinder N° 4 ignition control H2 Cylinder N° 1 ignition control H3 Cylinder N° 2 ignition control H4 Cylinder N° 3 ignition control
Views	12333 (Unique 5839)
Member Rating :	6.7 - 4 votes
FAQ Posted by	Dave_Retired.
Info	Created: 22 September 2009 Last Updated: 22 September 2009

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