injection

 
The IW 5SF8 Marelli system is part of the class of embedded systems with :digital electronic ignition discharge induction ;EFI sequential phase type ( 1-3-4-2 ) .The overall system is shown in the diagram .

1 . Fuel2 . Feed pump3 . multifunction valve4 . Safety valve5. A fuel supply pipe6 . Electronic control of ignition / injection7 . battery8 . Start switch9 . Generic electronic module ( based FPS)10 . Junction box in the engine compartment11 . C system12 . Cut solenoid fuel vapor13. Dispensing sensor14. Activated carbon filter15 . Generic electronic module ( diagnostic connector and signal CODE Ford )16. Temperature sensor and absolute air pressure17. Speed ​​sensor and neutral18 . candles19. Probe temperature coolant20 . injectors21. Throttle control and throttle position sensor22. Potentiometer accelerator pedal23. Fuel rail24 . Air filter25 . Ignition coils26. Heated oxygen sensor ( upstream )27. Control system failure28. Tachometer29. catalytic converter30 . Heated oxygen sensor ( downstream )31. Atmospheric pressure sensor32. Solenoid transformer phaseOPERATION OF THE IGNITION SYSTEM / INJECTIONKEY FEATURESAt idle, the module controls the following to ensure proper engine operation even when ambient and load conditions change :the moment of ignitionthe intake air flowThe controls and manages the injection to maintain a stoichiometric air / fuel ratio in the optimal range , constantly module.The functions of the system are:self-regulation ;self-diagnosis;recognition CODE Ford ;control command cold start ;to control the probe heater oxygen ( combustion ) ;detonation control ;enrichment control during acceleration ;cut fuel supply during deceleration ;The fuel vapor recovery ;limiting the maximum speed ;controlling the power pump ( fuel ) ;connection with the air conditioning system;recognition drum position ;injection timing ;timing the spark advance ;control and management of idling ;control cooling fan;control transformer phase;starter control .INJECTION SYSTEMHere are the main conditions that must meet the air / fuel mixture to the engine with controlled ignition system works well :dosing (air / fuel ratio ) is maintained as close as possible to the stoichiometric value , so as to ensure the required combustion and to prevent waste of fuel;the mixture of fuel vapor must be uniform and atomized in the air so as thin and uniform as possible.The injection / ignition system uses a measurement called "SPEED DENSITY - LAMBDA " .In other words , the rotational speed , the density of the intake air and controlling the consistency of the mixture ( feedback control ) .In practice, the system uses the data ENGINE SPEED ( speed ) and AIR DENSITY (pressure and temperature ) to measure the amount of air sucked into the engine.The amount of air absorbed by the engine by each cylinder at each engine cycle , also depends on the capacity of the module and the volumetric efficiency and the density of the intake air.The air density is related to the air and absorbed by the motor is calculated according to the absolute pressure and temperature ( measured at the intake manifold ) .The volumetric efficiency is a parameter that measures the flow of filling a cylinder, on the basis of experiments conducted on the engine at full throttle and then stored in the memory of the electronic control module .Having established the amount of intake air, the system must provide the amount of fuel required by the desired consistency of the mixture .The end of the injection pulse width or the induction timing is stored in a map in the memory of the control unit and the engine speed varies and the pressure in the intake manifold.In practice, this involves treatment carried out by the electronic control module to manage the sequential opening scheduled four injectors, one per cylinder , for the time strictly necessary to make the air / fuel mixture as close as possible to the stoichiometric ratio .Fuel is injected directly into the manifold close to the intake valve to about 3.5 bar.The engine speed ( rev / min) and air density ( temperature and pressure ) are used to measure the amount of intake air which is then used to measure the amount of fuel based on the desired consistency of the mixture , the other sensors in the system ( coolant temperature , throttle position , battery voltage ) allow the control module to correct the basic strategy to adapt to all operating conditions of the engine.It is vital that the air / fuel ratio is close to the stoichiometric ratio for the catalytic silencer works well and emissions are reduced.IGNITION SYSTEMThe ignition circuit of the induction -discharge-type transistor , that is to say without high voltage distributor , with power modules in the Module injection / ignition control electronics .This system includes four high-voltage single output in the same packaging coils connected directly to the spark plugs .The primary winding of each coil is connected to the relay electric power ( supplied by the battery voltage ) , and the pins of the electronic control module to be grounded .After this first step , the electronic module manages the advance base recovery of a particular mapping function :engine speedabsolute pressure value (mbar ) measured by the intake manifoldFeeding this value is corrected depending on the coolant temperature and the intake air .The spark plugs for cylinders are connected individually by means of a high voltage wire to the secondary winding terminals of each coil .This solution is also called " single-switch " since the energy accumulated by the coil is discharged exclusively to the electrodes of the spark ignition in the same cylinder in compression , allowing the ignition of the mixture .The coils are located in the same housing , the tappet cover .The diagram showing the incoming / outgoing information from the control module .The control unit receives data on fuel level and the vehicle speed via the CAN line . The injection control module receives information about the robotized gearbox ( depending on equipment ) via a high-speed CAN line .

1 . ECU2 . Solenoid transformer phase3 . Generic electronic module ( module with integrated control CODE Ford )4 . Throttle control and throttle position sensor5. injectors6 . Solenoid fuel vapor7 . Diagnostic socket8 . candles9 . Ignition coils10 . Witness overheating engine coolant11 . Witness injection failure12 . C system13. Probe temperature coolant14. Temperature sensor and intake air pressure15 . Sensor of the accelerator pedal16. Knock sensor17. Speed ​​sensor and neutral18 . Start switch19. Heated oxygen sensor upstream of the catalytic converter20 . Feed pump21. Slow and fast relay radiator fan22. Speedometer / Odometer23. Heating oxygen probe downstream of the catalytic converter24 . Dispensing sensor25 . Transmitter fuel gauge26. Atmospheric pressure sensorOPERATING LOGICSelf-regulatory systemThe control module has a function of self designed to detect variations which occur in the engine , due to the aging and running of the engine and its components.These variations, stored as changes in basic mapping , used to adjust the system operation to the gradual deterioration of the engine and its components in relation to tolerances of new components.This function also allows self- compensate for the inevitable differences of any replacement component (due to manufacturing tolerances ) .Based on the analysis of the exhaust gas , the control module changes the mapping of the base in relation to specifications of the motor, when it is new .The parameters of self are not deleted if the battery is disconnected .Self-diagnosis and recoveryThe OBD control module checks the operation of the system and report all irregularities with a MIL on the dashboard with an icon and a standard color, as required by EU regulations.It indicates both engine management faults and defects detected by means of integrated diagnostics .The MIL works:Once contact is established, the light comes on and stays on until the engine starts .The self-diagnosis system of the control module checks the signals from the sensors and compares them with the permitted limits.Fault indication on startup:If the light does not turn off when the engine is started , it indicates that there is a stored in the control module error .Fault indication while driving :If the light blinks , it may indicate that the catalytic converter has been damaged by misfire .If the lamp lights steadily , it indicates misdiagnosis or EOBD engine management .The module defines the parameters of each specific recovery time based defective components.The failback settings are managed by components in good condition.recognition CODE Ford ;When the control module receives the ignition ON signal, the dialogue with the generic electronic module ( function CODE Ford ) for permission to start .Communication takes place via the CAN line that connects the two modules.Recognition of the position of cylinderStall sensor associated with the engine speed signal and top dead center (TDC ) enables the module to recognize the sequence of the cylinders , in the implementation of a timed injection.This signal is generated by a Hall effect sensor .Control oxygen sensor heater ( combustion )In EOBD systems, heated oxygen sensors are all the same type , but they are not interchangeable . They are placed one after the other in the catalyst. The upstream sensor determines the catalyst to control the consistency of the mixture ( first closed loop ) .The probe downstream of the catalyst is used for fault diagnosis and for the modulation of the control parameters of first loop.The second loop is flexible to compensate for variations in production and slight elevation that the response of the probe upstream of the catalyst could register with the aging and contamination .This control is called the second control loop (closed loop) .Cold runningUnder these conditions , the mixture is weakened because the fuel particles are not moving at low temperature, there is little evaporation and a lot of condensation on the inside walls of the intake manifold. This is exacerbated by the increased viscosity of the lubricating oil which increases the rolling resistance of the mechanical components of the engine at low temperatures.The electronic control unit identifies the position signal with the coolant temperature , and increasing the time base of the injection.When the engine warms up , the module also drives the stepping motor which determines the amount of air necessary for the engine does not stall .Full load operationThe full load operation is detected by the control module using the throttle position and the absolute pressure values ​​.At full load, the basic injection time must be increased so that the engine develops its power .Operation decelerationThe engine operates two actions overlap, during this phase :A negative transition to maintain the amount of fuel supplied to the engine with a stoichiometric value ( cleaner ) . This is identified by the module when the signal voltage of the potentiometer throttle moves from a high to a low value.Support smooth strategy low speed (speed ) to absorb torque fluctuations provided (decrease engine braking ) .atmospheric correctionThe pressure varies with altitude, resulting in a variation of the volumetric efficiency , which requires correction of the consistency of the basic mixture ( injection time ) .The correction of the injection time depends on the change in altitude and it is updated automatically by the electronic control module whenever the engine is turned off or the disc is in a certain position or a certain regime ( generally low speed, wide open throttle - Dynamic adjustment of the atmospheric correction ) .cut-offThe fuel cut is implemented when the control module recognizes that the accelerator pedal is released : Percentage = 0% and speed> 1350 rpm / min (this value is indicative and may vary according to certain parameters , such as temperature and the report).The control module can only cut when the engine temperature is greater than zero .When he recognizes that the accelerator pedal is released or the speed is less than 1270 r / min ( indicative value varies depending on the model ), it reboots food.The cut is also operated at high speed , even when the throttle is slightly open with a particularly low manifold pressure ( partial cleavage ) .Operation accelerationAt this point , the control module increases the amount of fuel required by the engine (to produce maximum torque ) , based on signals from the following components :throttle potentiometer ;speed sensor and neutral .The base injection time is multiplied by a coefficient depending on the coolant temperature , the opening speed of the throttle valve and increasing the pressure in the intake manifold.If a net change of the injection time is calculated when the injector is already closed , the unit reopens the injector ( extra pulse) in order to adjust the consistency of the mixture as quickly as possible. The following injections are already increased in terms of the coefficients mentioned above.Protection against overspeedIf the engine speed exceeds the maximum of 6350 rev / min prescribed by the manufacturer, the state of the engine is considered "critical" .When the electronic control module detects an overrun of this system , it inhibits the operation of the injectors .When the engine speed returns to a non-critical value ( 6500 rev / min ), the operation is restored.Operation of the pump powerThe feed pump is controlled by the engine control module with a relay.The pump stops :if the engine speed falls below 40 r / minafter a certain time (approx. 3 seconds) with the ignition switch to IGNITION ON without starting the engine ( delayed activation);if the inertia switch has been turned off .Injector ControlThe injector control is phased sequential kind .However, all injectors are operated in parallel at once the ( "full -group " ) started.The timing of injection varies depending on engine speed and intake air pressure , in order to better distribute the volume injected into the cylinders and improve consumption, emissions and engine behavior .Detonation controlThis strategy detects occurrence of detonation ( knock engine ) by treating a corresponding signal from the sensor.Strategy continuously compares a signal from the sensor with a threshold value, which is continuously controlled in its turn to take account of ambient noise and engine aging .If the system detects knock, the strategy reduces the ignition advance until the phenomenon disappears. The advance is gradually restored to baseline or until the phenomenon is repeated.Incidentally, the increases ignition advance is done gradually , while the reduction of advance instantly apply.When accelerating , the strategy uses a higher threshold to reflect a larger engine noise under these conditions.The strategy also has an auto -tuning function, which stores it in RAM occurrences reduction advance occurring with some regularity , in order to adapt to different conditions in advance of the engine ( for example , to optimize the combustion of a fuel low -octane ) .The strategy is able to restore the lead up to the memorized as soon as the conditions that triggered the reduction value disappear .Management radiator fan .The module directly controls the operation of the radiator fan as a function of the coolant temperature and the activation of the heating , ventilation and air conditioning.The fan turns on when the temperature exceeds 95 ° C ( first ) and 105 ° C ( 2nd).Its deactivation occurs on a lower hysteresis of 3 ° C activation threshold (indicative values ​​vary depending on the model and determined by testing ) .The operation at high and low speeds are managed by the intervention of specific relay mounted on the control of air conditioning, which are controlled by the injection control module .Idle speed control motorThe control module detects the idling state when the accelerator pedal is released. - To control the idle , depending on electrical consumers activated signals and clutch / brake module controls the position of the motorized throttle .Idling hot is 750 ± 50 rev / min .During preheatingThe plan is adjusted for temperature coolant mainly .When the optimum temperature is reached, the idle management is carried out solely on the signal from the engine speed sensor , when external loads are applied , the control modulates the throttle control actuator to adjust the engine speed the conditions and allow the engine to idle while supporting the load.Recovery management fuel vaporStrategy controls the position of the cut valve vapor recovery fuel as follows :when starting , the valve remains closed preventing fuel vapors of the excessively rich mixture; condition persists until the coolant temperature reaches 65 ° C ;Once fed to the engine temperature, the electronic control unit transmits a signal to the solenoid valve type square waveform ( duty cycle ) which modulates the opening.In this way , the module controls the amount of fuel vapors returned to the inlet , preventing too much change in the consistency of the mixture .For optimum operation of the engine , the operation of the solenoid valve is inhibited , maintaining a constant closing position under the conditions indicated below:butterfly in the closed position ;less than 1500 rev / min regime ;intake manifold pressure to a lower limit value, calculated by the control module as a function of engine speed.Management of air conditioning systemThe module injection / ignition control is connected to the air conditioning system and works as follows:It receives the request compressor activation and performs various operations ( air side ) .It allows power contactors compressor when policy conditions are verified.It receives information on the pressure switch to four floors and performs different actions ( control radiator fan ) .When the engine is idling, the control module increases the throttle opening and the flow rate of intake air before the compressor is activated and, conversely, the throttle valve returns to the normal position after a delay following the deactivating the compressor.The control unit automatically switches off the compressor in the following cases :When the coolant temperature exceeds 120 ° C.When the engine speed is less than 650 rev / minThe compressor is automatically reactivated when the engine speed refranchit 750 r / minThe control temporarily disables the compressor ( a few seconds) in the following cases :under load in engine power output (high acceleration) ;when the engine starts.Management phase transformerThe VVT is fully managed by the engine management system , which :detects the position of the camshaft through the timing sensor ;this changes position based on a predetermined function of engine conditions card;controls the position of the camshaft .The module controls the solenoid transformer phase cycle.Starter controlThe starter is controlled by the ignition switch .Function control FUEL CUTThis vehicle is not equipped with an inertia switch , the fuel cut-off function is managed in accordance with the logic described below:1 ) The airbag control module detects the impact and transmits the activation signal of the FPS function (anti- fire system) via the CAN network .2 ) After receiving the activation function FPS node of the generic electronic module signal :- Activates the distress signal;- Turns the host lamps;- Unlocks the doors ;- Transmits a signal indicating that the impact occurred via the CAN (B and C).3) the dashboard indicates that the fuel cut-off function is triggered4 ) The engine control unit shuts off the fuel supply .RESETThe following procedure should be performed using the lever switch block of the steering column to restore the proper functioning of the vehicleCONTACT COUPE ( start condition )CONTACT MISActivation of right turnDisabling the right turnActivation of left turnDisabling the left turnActivation of right turnDisabling the right turnActivation of left turnDisabling the left turnCONTACT CUPLOGICAL RECOVERYAir temperature sensorIf an error is detected at boot :the system is based on a value of 50 ° C ;the self-tuning of the consistency of the mixture is inhibited .If an error is detected in other conditions:the last valid value is stored, and is updated according to the coolant temperature .Knock sensorIf the sensor fails , the engine control unit applies the "cards" of spark advance safer to protect the engine.Pressure sensorIf the error is detected at boot , the module is based on a value of 1024 mbar.During operation, the base value is calculated based on the parameters provided by the throttle position sensor and speed sensor .The self-tuning of the consistency of the mixture is inhibited .Throttle position sensorIf sufficient , the adjustment value is calculated based on the measurements of the absolute pressure sensor . If it fails, the throttle valve is set to a fixed value of opening of 50 °.The implementation of self-tuning of the idle speed and consistency of the mix strategies is interrupted.Probe temperature coolantIn case of default, the injection control module inhibits the self-tuning of the consistency of the mixture and idle speed.It is based on the latest measured temperature value , and if it does not match the operating temperature , the injection control module updates the progressively with the time taken from start-up to reach a temperature of 80 ° C.The radiator fan is activated.Atmospheric pressure sensorIn case of sensor failure , the value of pressure in the intake manifold under full load conditions when contact is made is taken as the value of atmospheric pressure ( throttle fully open) .Variable valve timingIf the transformer is phase locked in any position ( maximum advance , maximum delay , or intermediate position ) due to a mechanical failure or an internal short circuit in the pilot valve , the solenoid valve is no longer controlled by the injection control unit .If the transformer becomes extremely slow , the control module controls the motor to maintain the solenoid transformer maximum advance position ( rest position ) .ELECTRONIC CONTROL UNIT INJECTION / IGNITION IAW 5SF8Main FeaturesThe control module is mounted in the engine compartment , attached to the engine , it is resistant to high temperatures.This module numeric type, with a high- capacity microprocessor calculation is accurate, reliable , versatile, consumes little , and does not require maintenance .Its role is to process signals from the various sensors through software algorithms , and for controlling the actuators ( including those of the injectors , ignition coils and motorized throttle ) so as to obtain the operation of the engine for better possible.The use of Ford CODE does not interchangeable control modules between vehicles.broachingThe diagram below shows the pin assignment of the electronic control module .

(A) THE HARNESS CONNECTOR , SIZE VEHICLE1 . 30 Battery2 . Potentiometer accelerator pedal ( + )3 . Linear potentiometer sensor C pressure accelerator pedal (+) / (+)4 . unaffected5. Pressure sensor line conditioner6 . unaffected7 . unaffected8 . unaffected9 . unaffected10 . unaffected11 . unaffected12 . unaffected13. unaffected14. unaffected15 . Linear pressure sensor of the air conditioner ( -) / potentiometer accelerator pedal ( -)16. Ignition ( / 54 15) switch17. Negative signal to the coil of the relay main injection circuit18 . unaffected19. Signal D + alternator20 . unaffected21. unaffected22. unaffected23. unaffected24 . unaffected25 . unaffected26. Contactor reversing lights27. unaffected28. unaffected29. unaffected30 . unaffected31. unaffected32. Switch signal clutch33. unaffected34. unaffected35. unaffected36. unaffected37. unaffected38. Potentiometer accelerator pedal ( s)39 . unaffected40 . unaffected41. unaffected42. unaffected43 . unaffected44 . unaffected45 . Potentiometer accelerator pedal ( -)46. unaffected47. Power relay fuel pump ( 30 from fuse F17 CVM )48 . Power relay fuel pump ( 30 from fuse F17 CVM )49. High C- CAN line (+)50 . Low C- CAN line (-)51. Potentiometer accelerator pedal ( s)52. High-speed CAN line for the node generic electronic module53. unaffected54. unaffected55 . Oil pressure switch56. Positive signal for the supply of fuel pump relay57. unaffected58. unaffected59 . Feeding speed relay of the solenoid valve 260 . unaffected61 . unaffected62. Feeding speed relay of the solenoid valve 163. Power relay air conditioning compressor.64. unaffected(B ) CONNECTOR HARNESS , ENGINE SIDE1 . Control ignition coil ( 4 cylinder )2 . Solenoid WT ( phase transformer )3 . Control ignition coil ( cylinder 3 )4 . Main injection pump relay ( 30 from fuse F11 CVM )5. Earth6 . Earth7 . Absolute sensor / integrated air pressure ( -) / distribution sensor ( -) / absolute pressure sensor8 . unaffected9 . Speed ​​sensor (+)10 . unaffected11 . unaffected12 . unaffected13. Pressure sensor / integrated air ( +) / sensor distribution ( + )14. unaffected15 . Motorized throttle ( control cable )16. unaffected17. Control ignition coil ( cylinder 1 )18 . unaffected19. Control ignition coil ( cylinder 2 )20 . unaffected21. Earth22. Earth23. Speed ​​sensor24 . Dispensing sensor25 . unaffected26. unaffected27. unaffected28. unaffected29. unaffected30 . Motorized throttle ( control cable )31. Sensor integrated air / pressure32. Oxygen sensor heater ( upstream of the catalytic converter)33. Injector control cylinder 434. Injector control cylinder 235. Motorized throttle ( control cable )36. Water temperature sensor37. unaffected38. unaffected39 . unaffected40 . unaffected41. Knock sensor (+)42. Heating oxygen probe ( downstream of the catalytic converter)43 . Oxygen sensor heater ( upstream of the catalytic converter)44 . Motorized throttle ( control cable )45 . Water temperature sensor46. unaffected47. unaffected48 . Knock sensor (-)49. Injector control cylinder 350 . Injector control cylinder 151. Solenoid fuel vapor recovery52. Motorized throttle ( control cable )53. unaffected54. unaffected55 . unaffected56. unaffected57. Motorized throttle ( control cable )58. Heating oxygen probe ( downstream of the catalytic converter)59 . unaffected60 . Oxygen sensor heater ( upstream of the catalytic converter)61 . unaffected62. unaffected63. Air sensor / integrated pressure (t)64. Heating oxygen probe ( downstream of the catalytic converter)INJECTORSspecifications

The injectors are kind of miniaturized ( Pico ) , with a alimentation12 V and an internal resistance of 13.8 to 15.2 ohms at 20 ° C.These injectors are blocked by the collector, wherein the support maintains against their seats in the intake manifold , while the two rings ( 1 ) and ( 2 ) Fluorine rubber provide sealing at the intake manifold and the fuel manifold .The fuel supply is effected from the top of the injector body which contains a winding ( 3 ) which is connected to the terminals ( 4 ) of the electrical connector .Note:Do not exert greater stress to 120 Nm at injector connector to removal / installation as this may affect its operation .

operationThe fuel jet exits the nozzle at a pressure of 3.5 bar absolute by the anti -return system , and immediately vaporises .The injector control logic is " phased sequential " type , ie d. the four injectors are controlled in dependence of the intake phases.FUEL MANIFOLDspecificationsThe fuel manifold , secured to the inner portion of the intake manifold , feed the fuel injectors .In addition to the injector seats , the manifold is also equipped with a quick coupling for connecting a fuel pipe and a connector for checks fuel pressure.
 

1 . Fuel manifold2 . injector3 . Fitting the discharge pressure of fuel4 . quick coupling5. A fuel supply pipeTEMPERATURE SENSOR COOLANTspecificationsMounted on the cup thermostat , it can measure the temperature of the coolant by means of a NTC ( negative coefficient with resistance).electrical CharacteristicsOhm ° C- 20 15971- 10 96200 597510 381620 250225 204430 167940 11525080760576704188030990231100 176
operationThe reference voltage is 5 V for the NTC element of the injection system . As the design of the input circuit of the control module is voltage divider type, this voltage is divided between a resistance in the control module and the element NTC sensor resistance .The module can then evaluate the changes in resistance of the probe relative to voltage variations and obtain the temperature information .

composingThe probe consists of the elements shown in the diagram below.

1 . NTC resistance2 . Sensor body3 . electrical connectorDETONATION SENSORspecificationsThe knock sensor is mounted on the piezoresistive crankcase and measuring the intensity of the vibrations caused by the detonation in the combustion chambers .This phenomenon has mechanical impact on the piezoelectric crystal which then transmits a signal to the control module, which reduces the ignition advance based on the received until the phenomenon occurs more signal. After this adjustment , the advance is gradually restored to the baseline.Electrical characteristics :Resistance: 532-588 kohm at 20 ° C.

operationThe molecules of a quartz crystal are electrically polarized.At rest (A) , the molecules have no particular orientationWhen the crystal is subjected to a pressure or impact (B ) , the degree of orientation of the molecules is directly proportional to the pressure acting on the crystal.Because of this orientation, a voltage is generated across the crystal.

A. PositionB. Pressurized positionSPEED SENSORspecificationsMounted on the crankcase in front of the phonic wheel on the crankshaft pulley .It is of the inductive type , and therefore operates according to changes of the magnetic field generated by the passage of the teeth of the phonic wheel ( teeth 60-2 ) .The injection control module is based on the signal from the speed sensor for:determine the engine speed ;determining the angular position of the crankshaft .Electrical characteristics :resistance = 1134 - 1386 ohm at 20 ° C.The spacing ( gap ) between the end of the recommended sensor and the tone wheel for obtaining a proper signal should be between 0.5 and 1.5 mm .
 

composingThe sensor body is of tubular shape ( 1 ) and contains a permanent magnet ( 3 ) and an electrical winding (2 ) .

operationThe magnetic field variations are generated by the variation of the gap and during the passage of the teeth of the phonic wheel in front of the magnet ( 3 ) .These variations generate an electromotive force in the coil ( 2 ) and a voltage is generated across alternating between positive ( passage of the teeth past the sensor ) and negative ( at the sensor gap ) .

The nominal output voltage of the sensor depends on any other voltage is uniform , the distance between the sensor and the teeth on the phonic wheel ( Gap T = 0.5 to 1.5 mm) .The tone wheel has sixty two are missing teeth to create a reference point: each interval of passage of the wheel corresponds to an angle of 6 ° (360 ° divided by 60 teeth).The valve timing point is detected at the end of the first tooth after the gap resulting from the two missing teeth, the portion of the item in the sensor , the crankshaft is positioned with the pair of pistons being 1-4 at 114 ° before top dead center .Accelerator pedalThis sensor consists of a casing fixed to the support of accelerator pedal which comprises an axially , which is connected to two channels potentiometer mounted shaft : one main and one safety .A spring mounted on the shaft provides adequate resistance to the pressure , while another spring ensures the return of the pedal when released.Redundant measurement signal can constantly monitor the plausibility of readings , to ensure total security of driving, even in case of failure .
 

OPERATIONThe position of the accelerator pedal is converted in the form of a voltage signal and transmitted to the module by the injection control pedal associated with the potentiometer.Signal of the accelerator pedal position is processed together with information on the engine speed to calculate the injection time and the corresponding pressures .
 

Pin Description Signal TypeA supply channel 2 Input 5 VB Mass Channel 2 EarthC Signal Analog output channel 2R Power channel 1 Input 5 VE Channel 1 Earth massF Signal Analog output channel 1
TECHNICAL SPECIFICATIONS OF POTMark pedal stroke (mm) U1 U2 Output OutputGuard 0-5 15 ± 1.9 7.5 ± 2.9 % U % UStop on support 76 89 ± 3 44 ± 4 % U % U
Potentiometer settings are shown in the graph below.



P1 . Way # 1P2 . Way # 2A. Maximum throttle openingB. Pedal stop on capC. Stop pedal bracketTHROTTLE BODYspecificationsAttached to the intake manifold , it regulates the amount of air entering the engine .According to the signal received from the potentiometer accelerator pedal signal , the injection control module controls the throttle opening through a dc motor integrated in the throttle body .The throttle opening may vary from 0 ° to 82 ° , ie d. beach idle adjustment included.The throttle body has two integrated potentiometers that monitor each other .In the event of failure or a power cut-off potentiometers , according to the positions of the accelerator, the control unit applies a strategy for recovery , which results in a perceivable degraded operation by the driver and turns off the diagnostic EOBD .The self-learning procedure can not be performed if the injection control module , the intake manifold or throttle body is replaced .
 

operationThe throttle opening is controlled by an electric motor .Marelli 5SF8 the system controls the motor according to the forces transmitted by the accelerator butterfly , an integrated pedal potentiometer transmits a voltage signal to the control unit , which processes this signal and the rules of operation are established .The throttle position is controlled by the control module based on information from an integrated throttle potentiometer.PROBE TEMPERATURE AND PRESSURE AIR SUPPLYspecificationsThe temperature sensor and intake air pressure is an integrated component that is used for measuring the pressure and temperature of the air in the intake manifoldThese two types of information are used by the injection control unit to set the amount of air aspirated by the engine, to be used later in the calculation of the injection time and the ignition point . The sensor is mounted on the intake manifold.

operationThe air temperature sensor comprises a thermistor having a negative temperature coefficient ( NTC) .Its resistance decreases and as the temperature increases.The input circuit of the control module divides the nominal voltage of 5 V between the resistance of the probe and a fixed reference resistance , resulting in a voltage proportional to the resistance and therefore the temperature .The sensitive element of the pressure sensor consists of a Wheatstone bridge printed on a ceramic membrane.One side of the membrane is subjected to a nominal absolute vacuum, while the other side is subjected to vacuum from the intake manifold .The signal ( piezoresistive ) resulting from the deformation of the membrane, before being sent to the engine control unit is amplified by an electronic circuit in the assembly that houses the ceramic membrane.When the engine is off, the diaphragm deforms in accordance with the atmospheric pressure . Information of a precise datum can therefore be obtained to establish the contact.When the engine is running , the vacuum acts mechanically on the diaphragm of the sensor , which deforms , thereby varying the resistance value .As the power is maintained at a strictly constant ( 5 V ) by the control module , the variation of the resistance is varied the output voltage .electrical CharacteristicsThe electrical characteristics of the sensor are shown in the diagram below.
 

IGNITION COILspecificationsThe coils are of closed type magnetic circuit and are located in a single housing , attached directly to the plunger cover . It consist of a lamellar seal , with an inner layer of silicone which supports two windings which are spaced slightly apart .
 

broaching1 V Batt2 Control spark ignition ECU for cylinder 13 Order of spark plug by the ECU for the cylinder 24 Control of spark ignition ECU for the cylinder 35 Order spark plug by the ECU for 4 cylinder6 Earth
Electrical characteristics :Primary circuit resistance : 0.5 ohm ± 10% at 23 ± 3 ° CSecondary circuit resistance : 6.0 kOhm ± 10% at 23 ± 3 ° C.The coils are inserted into a plastic housing compressed, then isolated by immersion in a compound of epoxy resin and quartz substrate type that gives them the dielectric , mechanical and thermal properties , in order to withstand high temperatures.The proximity of the primary winding with the magnetic core reduces the dissipation of magnetic flux and makes the secondary winding to a maximum magnetic field .SENSOR DISTRIBUTIONcomposingThis sensor type Hall effect. A semiconductor layer through which current flows and subjected to a perpendicular magnetic field generates a potential difference between its terminals , which is called Hall voltage .operationFlow lines perpendicular to the flow direction generate a potential difference between the terminals (called Hall effect.)If the current intensity is constant , the voltage generated depends only on the magnetic field strength . So just as the magnetic field varies periodically to obtain a modulated electrical signal whose frequency is proportional to the rate at which the field varies .For this variation , the distance between the sensor and the camshaft pulley to vary.The rotation of the pulley varies the distance and generates a low voltage signal corresponding to each of the references .However, when the three references are missing, the sensor generates a high voltage signal.It follows that high voltage and low voltage signal alternate four times per cycle engine .This signal , together with both speed and top dead center , allows the control module to recognize and identify the cylinder of injection and ignition .
 

1 . Earth2 . Output signal or3 . Supply voltage