Every modern vehicle equipped with an electronic engine control system ECM. The heart of the system is the engine control unit for optimal performance power unit... What kind of device is this, what functions does the ECU perform, what is its principle of operation? You can find the answers to these and other questions regarding the ECM below.
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ECU description
First, consider the description of the car engine ECU, its typical parameters, and also tell you where the device is. Let's start with the basic options assigned to this device.
Functional
So what is an ECU in a car? The engine control unit is a device used to receive signals from controllers and sensors, as well as their subsequent processing and transmission of commands to actuators. The data received by the motor control system in the car is processed according to the algorithm established by the manufacturer. After processing the information, the electronic engine control unit transmits the appropriate commands to the actuators and components.
The electronic engine control system makes it possible to optimize important parameters for the functioning of the power unit, in particular:
- establish the most optimal consumption fuel;
- control composition and ratio harmful substances in exhaust gases;
- control the torque indicators;
- provide the most optimal power of the power unit;
- adjust the position of the throttle flap;
- control the operation of the ignition system;
- adjust the operation of the exhaust gas recirculation system;
- control the phases of the gas distribution mechanism;
- adjust the antifreeze temperature if necessary.
It should be borne in mind that these are far from all the functions that an electronic engine control unit can perform. These are the most basic parameters, but depending on the ECM model, the control model can perform other options. This device also makes it possible to diagnose the car as a whole, if problems were recorded in the operation of certain nodes. The appearance of the Check light on the instrument panel may indicate the need for a check.
The control lamp of the engine control system, which is on the tidy, appears in the event that the ECM has detected a malfunction in the functioning of certain components. To obtain more accurate data on breakdowns, the car owner must carry out computer diagnostics systems and decipher the resulting combinations of errors (video by Pavel Ksenon).
Now let's consider the question of the location of the control module in the car. In most cases, as can be seen from the photo, the device is in the car, behind the center console, in the middle. To gain access to the device, it will be necessary to disassemble part of the torpedo. Also, the ECU can be located behind the glove box or dashboard, but if it was installed independently, then the installation location is determined by the installer. In some car models, the device is located in the engine compartment.
Components
The two main components of any electronic engine management system are software as well as hardware.
Software, in turn, includes the following computational modules:
- Control module originally intended for vehicle inspection and outgoing signal inspection. Thanks to this module, if necessary, the pulses are corrected. In addition, the control module even allows you to turn off the motor, if necessary (for example, in case of overheating or other malfunctions).
- No less important module - functional. It is used to receive signals transmitted to the vehicle control unit from controllers and sensors. When the module receives a signal, it processes it, and then generates certain commands, which are subsequently sent to the executive elements (video author - Pavel Ksenon).
Also, the ECU circuit includes hardware, which includes various electronic elements - microcircuits, processor, etc. The design of the control unit contains a special analog-to-digital converter designed to capture analog signals transmitted by controllers and sensors. With the help of a converter device, the received pulses are converted into a digital format, with which the processor itself subsequently operates. Also, this element converts pulses in the reverse sequence, if there is a need to transmit a signal from the microprocessor.
Separately, it should be said about the protection of the module. In the event of a break-in to the car, an attacker can easily gain access to the ECU by opening the torpedo. ECU protection can be provided by installing an additional safe or a special reservoir that will prevent a criminal from gaining access to the device. Here it is necessary to note such a moment as the interchangeability of the ECU.
The interchangeability of the car's ECU allows you to replace the control module in the car in case of failure, but this will also allow the criminal to change the unit installed in the car for his own. Thanks to this, an attacker can bypass the anti-theft system, which is why it is important to take care of the protection of the module.
Principle of operation
If we talk about the principle of operation, the engine control unit receives signals from various sensors, their number may vary depending on the type of car:
- air flow signals from the mass air flow sensor;
- engine operating temperature;
- on the position of the crankshaft, as well as on the frequency of its operation:
- about a rough road;
- about the speed of the car, etc.
By processing the received signals, the control unit transmits commands to various systems:
- Ignition machines. As you know, a vehicle, depending on which engine is installed on it, can be equipped with one or more coils. In accordance with the received signal, the ignition system determines the optimal mode for supplying a spark, which is necessary for ignition air-fuel mixture.
- To the dashboard. Lamp Check, as mentioned above, is the link between the unit and the driver. Its appearance on the tidy may be due to the detection of ECM malfunctions in the operation of certain units. In some cases, error messages indicate a malfunction of certain sensors.
- On the injectors of the power unit, with the help of which the most optimal injection of the air-fuel mixture into the cylinders of the internal combustion engine is carried out. It should be borne in mind that the frequency of change in the volume of the mixture can be different.
- On devices for testing ECM (video author - Pavel Ksenon).
Pros and cons of electronic engine control unit
Let's look at the merits first:
- eCM is used to optimize the main operating parameters of the vehicle;
- the air flow rate is reduced;
- a more simplified start of the power unit is provided;
- the car owner no longer needs to adjust the parameters of the motor, almost everything that is needed is automatically adjusted;
- if the engine is working correctly, then the correct operation of the ECU will allow achieving optimal parameters in terms of environmental friendliness.
Main disadvantages:
- The cost of the ECU is quite high. If the device fails, you can try to repair it, but if this does not help, then the device must be replaced.
- For the system to work correctly, the car's wiring must be intact, in particular, we are talking about the section of the power supply circuit of the ECM itself.
- For optimum performance, the driver should only use good quality fuel. Photo 3. Scheme of interaction of ECU with automotive systems
The UAZ Hunter engine includes an electronic control unit, sensors, actuators, a diagnostic warning lamp for malfunction, a wiring harness, a diagnostic connector. The diagrams of the engine control system are presented below.
Diagrams of the control system of the UAZ Hunter engine with the MIKAS-7.2, BOSCH ME17.9.7, M1.5.4 units. U AVTRON.
On UAZ Hunter cars of the UAZ-315195 and UAZ-315196 models with the ZMZ-409 engine, a complex microprocessor system controllers with electronic control units, controllers, type M1.5.4. U AVTRON, MIKAS-7.2, BOSCH M17.9.7, BOSCH ME17.9.7.
Diagram of the control system for the UAZ Hunter model UAZ-315195 with the ZMZ-409.10 Euro-0 engine and the M1.5.4 control unit. U AVTRON.
Diagram of the engine management system for the UAZ Hunter model UAZ-315195 with the ZMZ-409.10 Euro-0 engine and the M1.5.4 control unit. U AVTRON or MIKAS-7.2.
Diagrams of the engine management system for the UAZ Hunter model UAZ-315195 with the ZMZ-409.10 Euro-2 engine and the MIKAS-7.2 control unit.
The composition, devices and components of the control system for the UAZ Hunter with the ZMZ-409.10 Euro-2 engine and the MIKAS-7.2 controller are discussed in the material.
Diagrams of the engine management system for the UAZ Hunter model UAZ-315195 with the ZMZ-40904.10 Euro-3 engine and the BOSCH ME17.9.7 control unit.
The composition, elements and components of the Uaz Hunter control system with the ZMZ-40904.10 Euro-3 engine and the BOSCH ME17.9.7 controller are discussed in the material.
Diagram of the wiring harness 315196-3724067 of the engine management system UAZ Hunter model UAZ-315196 with the ZMZ-4091.10 Euro-3 engine and the BOSCH M17.9.7 control unit.
The composition, sensors and actuators of the control system of the UAZ Hunter, model UAZ-315196, with the ZMZ-4091 Euro-3 engine and the BOSCH M17.9.7 unit, are discussed in the material.
Diagram of the wiring harness 315195-3724067-62 of the engine management system UAZ Hunter model UAZ-315195 with the ZMZ-40905.10 Euro-4 engine and the BOSCH ME17.9.7 control unit.
The composition, sensors and actuators of the UAZ Hunter control system with the ZMZ-40905 Euro-4 engine and the BOSCH ME17.9.7 control unit are discussed in the material.
Component and circuit designations on the diagrams:
A1 - engine control controller (block);
A2 - fuel module with level sensor;
A3 - combination or dashboard;
A4 - immobilizer (car anti-theft system - APS);
A5 - route;
A6 - accelerator pedal module (E-gas);
A7 - electric throttle device;
B1 - throttle position sensor;
B2 - mass air flow sensor;
B3 - coolant temperature sensor;
B4 - air temperature sensor;
B5 - knock sensor;
B6 - oxygen sensor No. 1;
B7 - oxygen sensor No. 2;
B8 - rough road sensor;
BP1 - sensor absolute pressure intake air;
BP2 - signaling sensor emergency pressure oils;
BP3 - air conditioner refrigerant pressure indicator;
BR1 - synchronization sensor (position crankshaft);
BR2 - phase sensor (position camshaft);
BV1 - vehicle speed sensor;
F1-F4 - spark plugs for cylinders 1-4;
FU1-FU6 - fuse;
HL1 - MIL lamp for engine diagnostics;
HL2 - lamp of IMMO state (APS unit);
GB1 - rechargeable battery;
KA1 - main relay;
KA2 - electric fuel pump relay;
KA3, KA4 - relays for electric fans No. 1 and No. 2 for engine cooling;
KA5 - air conditioning compressor clutch relay;
L1 - transceiver antenna of the immobilizer;
M1 - electric petrol pump;
M2, M3 - electric fans 1 and 2;
PF1 - tachometer;
PS1 - coolant indicator;
TV1, TV2 - two-pin ignition coil;
TV3 - ignition module with two-lead coils;
TV4-TV7 - individual ignition coils;
TV8 - four-lead ignition coil;
W1-W4 - high-voltage ignition wires;
SA1 - ignition switch;
SA2 - power switch;
SA3 - air conditioner switch;
SA4 - two-channel brake pedal switch;
SA5 - clutch pedal switch;
XS1 - diagnostic connector;
XS2 - nozzle connector;
Y1-Y4 - petrol injectors;
Y5 - additional air regulator ( idle move);
Y6 - adsorber purge valve;
Y7 - electrical coupling of the air conditioning compressor;
* - the component can be installed as an optional extra.
Electrical circuits in the diagrams:
"15" - a chain from the ignition switch;
"30" - battery power supply circuit;
"Um" - power supply circuit from the main relay of the system;
"Ue" - power circuit from the electric petrol pump relay;
GNP - power ground of the controller output stages;
GNI - "mass" for power ignition channels;
GND - "ground" for logic and digital circuits of the controller;
GNA - ground for signal (analog) circuits of the controller.
The rest of the circuits are named after the terminals of the electronic control unit.
Operation of the ZMZ-409 UAZ Hunter engine with a burning diagnostic lamp is not allowed. Constant burning of the lamp indicates the presence of malfunctions in the engine management system.
In the presence of malfunctions, the control system automatically switches to operation mode - starting deteriorates, especially in a cold engine, toxicity and fuel consumption increase. It is necessary to diagnose the system and eliminate the malfunction as soon as possible.
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First time on russian cars ECM appeared ( Electronic Systems Engine Control) developed by General Motors (GM). They were of two types: central (for four-wheel drive vehicles VAZ 21214 and "classics" - 21073, 21044) and distributed (front-wheel drive VAZ) fuel injection.
Both systems are equipped with an oxygen sensor and a catalyst. The systems were originally designed and calibrated by the manufacturer (GM) for US-83 toxicity standards, which were subsequently redesigned to meet Euro-2 toxicity requirements. Later, a version appeared for Russian standards (only for the 16-valve VAZ-2112 engine).
As a ROM, these blocks use microcircuits with UV erasure, 32 Kb capacity, "packed" in a special GM adapter. Access to the ROM is carried out without complete disassembly of the unit, through a special window closed with a lid. Engine in emergency mode can be wound up without ROM.
| JANUARY 4 / 4.1 |
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The second serial ECM family on domestic cars steel systems "January-4", which were developed as a functional analogue of GM control units (with the ability to use the same composition of sensors and actuators in production) and were intended to replace them. Therefore, during development, overall and connecting dimensions, as well as the pinout of the connectors. Naturally, the ISFI-2S and "January-4" units are interchangeable, but they completely differ in circuitry and operation algorithms. "January-4" is intended for Russian standards, the oxygen sensor, catalyst and adsorber were excluded from the composition, and a CO adjustment potentiometer was introduced. The family includes control units "January-4" (a very small batch was produced) and "January-4.1" for 8 (2111) and 16 (2112) valve motors.
The "Quant" versions are most likely a debug series with firmware J4V13N12 hardware and, accordingly, software incompatible with subsequent serial controllers. That is, the J4V13N12 firmware will not work in “non-quantum” ECUs and vice versa. Photo of ECU boards QUANT and a conventional serial controller January 4.
| BOSCH M1.5.4 (N) |
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The next step was the development, together with Bosch, of an ECM based on the Motronic M1.5.4 system, which could be produced in Russia. Were used other air flow sensors (DFID) and resonant detonation (developed and manufactured by "Bosch"). The software and calibrations for these ECMs were first fully developed at AvtoVAZ.There is a serious flaw in the software of these ECUs - the ADC data is not displayed in the diagnostic protocol due to an incorrectly specified port.
For the Euro-2 toxicity standards, new modifications of the M1.5.4 block appear (it has an unofficial index "N", to create an artificial difference) 2111-1411020-60 and 2112-1411020-40, which meet these standards and include an oxygen sensor, catalytic converter and an adsorber.
Also, for the norms of Russia, an ECM was developed for 8-cl. engine (2111-1411020-70), which is a modification of the very first ECM 2111-1411020. All modifications, except for the very first one, use a broadband knock sensor. This unit began production in a new design - a lightweight non-hermetic stamped body with an embossed inscription "MOTRONIC" (popularly "tin"). Subsequently, ECU 2112-1411020-40 also began to be produced in this design. Replacing the construct, in my opinion, is completely unjustified - sealed units were more reliable. New modifications are likely to have differences in schematic diagram towards simplification, since the detonation channel in them works less correctly, the "cans" more "ring" on the same software.
| JANUARY 5.1.X |
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In parallel with the M1.5.4 system, AvtoVAZ, together with ELKAR, designed a functional analogue of the M1.5.4 unit, which was named January-5. ". Initially, variants were released for Euro-2 standards (2112-1411020-41), which include an oxygen sensor, a catalytic converter and an adsorber. Later began mass production and installation of systems based on control units "January-5.1.2" for 16 (2112-1411020-71) and January-5.1.1 for 8 (2111-1411020-71) valve engines under the standards Russia. All these units have software and calibrations developed by AvtoVAZ. This is the first in a series of blocks that can be read / written without disassembling the block. These modifications use the Siemens Infineon C509 processor, clock frequency 16 MHz. Software and calibrations are recorded in Flash with a capacity of 128 kb, which allows you to write in them, after appropriate revision, 2 different programs, for example, economy + speaker, and quickly switch between them while driving. Circuitry ECU January - 2112-41 (2112-71) may differ slightly from each other, primarily by the use of other high-current drivers. In new implementations of microcircuit blocks - Motorola MC33385 drivers instead of the usual TLE5216. These microcircuits differ in the driver diagnostics reading protocol. Therefore, the software supporting driver diagnostics written for TLE5216 will be incorrectly diagnosed on units where injector control is implemented on Motorola m / c and, accordingly, vice versa.
For cars with a classic layout, a modification is used January 5.1.32104-1411020-01 in Euro-2 configuration, without knock sensor. It differs from version 5.1 only in non-soldered elements of the detonation channel.
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In December 2005, NPP Avtel released spare parts (this was never delivered to the VAZ conveyor !!!) January 5.1.x ECU with modified hardware. The changes affected the detonation channel signal processor microcircuit. Instead of the discontinued HIP9010, they began to install the HIP9011, which differs in the SPI programming protocol, with a slight change in the topology of the printed circuit board and software modified to work with this microcircuit. As usual, in Russia the first batch of these controllers was covered with "old" covers with the J5xxxxxx nameplate. Later, the nameplate was replaced with the corresponding software A5xxxxx.
For this implementation, Avtel released a series of firmwares starting with the letter "A", for example, A5V05N35, A5V13L05. When using firmwares of the J5 series in the new ECU, the knock channel is inoperative, which leads to the appearance of the errors “Open knock sensor”, “ Low level engine noise ”and the impossibility of the detonation detection algorithm. In ADC diagnostics, DD \u003d 0.
However, this trouble turned out to be easy enough to help - to adapt the "old" firmware to the "new" ECU, it is enough to modify them with a special utility from SMS-Software - Patch-J5-HIP9011
| BOSCH MP7.0H |
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The next step in the fight for environmental friendliness of the exhaust was the development by order of AvtoVAZ by the company "Bosch" for more modern blockwhich could meet the more stringent Euro-2 and Euro-3 toxicity and diagnostic standards, called MP7.0. In this modification, both the hardware and software were developed by Bosch, the final calibration and fine-tuning of the systems was performed by AvtoVAZ. This family is also expanding and has already been supplemented with systems for Euro-3 standards for 8 and 16-valve engines of front-wheel drive vehicles, as well as for all-wheel drive vehicles VAZ-21214 and VAZ-2123 (Euro-2 and Euro-3 standards).
A FLASH chip with a capacity of 256 Kb is used as a ROM in these blocks, of which only 32 Kb contain calibration tables and can be read and rewritten. Rather, you can write all 256 KB, but read only 32 KB. Reading / writing of these blocks (without opening the blocks) is only supported by Combiloader from SMS-Software. It is also possible to program the flash with an external programmer through an adapter connected to the ECU bus.
This ECU uses a 16-bit B58590 processor (internal Bosch marking), a 20-bit bus and, as a ROM, for storing software and calibrations, a 29F200 flash memory is used.
ECU different modifications hardware differences. The ECU for E3 (-50) standards has an additional driver for the heater of the 2nd oxygen sensor. Differences on the DTV channel are also possible.
A beautiful paper sticker (there is such a thing), on top of a regular nameplate - most likely the brainchild of the OPP, such blocks were installed on some "Niva" and "Nadezhda", which were changed to OPP from ordinary "Niva"
This type of ECU supports non-switchable driver diagnostics. Therefore, when installing HBO on them, it is strictly necessary to use continuous shutdown of injectors.
| VS 5.1 |
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NPO Itelma has developed an ECU called VS 5.1 for use in VAZ cars. This is a full-featured analogue of ECM January 5.1, that is, it uses the same harness, sensors and actuators. VS5.1 uses the same Siemens Infenion C509, 16MHz processor, but is made on a more modern element base. Modifications 2112-1411020-42 and 2111-1411020-62 are intended for Euro-2 standards, which include an oxygen sensor, catalytic converter and adsorber, this family does not provide R-83 standards for 2112 engines. For 2111 and Russia-83 standards only ECM version VS 5.1 1411020-72 with simultaneous injection is available.
Since September 2003, a new HARDWARE modification VS5.1 has been installed on VAZ, which is incompatible in software and hardware with the "old" one.
2111-1411020-72 with firmware V5V13K03 (V5V13L05). This software is incompatible with software and ECUs of earlier versions (V5V13I02, V5V13J02).
- 2111-1411020-62 with firmware V5V03L25. This software is incompatible with older software and ECUs (V5V03K22).
- 2112-1411020-42 with firmware V5V05M30. This software is incompatible with software and ECUs of earlier versions (V5V05K17, V5V05L19).
By wiring, the blocks are interchangeable, but only with their own, corresponding to the block, software.
Almost all cars 2110 - 2112 of release later than June 2003 were released with this unit, and modification 2111-1411020-72 is a frequent guest on the new 2109-2111.
This family uses the Infenion SAF C509 processor, clock frequency 16 MHz. Distinctive feature is the "more correct" synchronization channel for the crankshaft sensor and the use of a 29F200 flash memory chip as a ROM, with a capacity of 2 Mbit, of which only half is used - 128 K, as well as the presence of a system bus and it is possible to install MZ elements in the the function was never implemented), which allows excluding the health care system from the system
The "new" hardware implementation clearly lacks the elements necessary for switching dual-mode firmwares and for implementing switching between two firmwares, they must be installed.
For "classics" with a volume of 1.45 liters. modification VS5.1 2104-1411020-02 is produced, with DC (Euro-II) and without detonation channel. It is a functional analogue of the January 5.1.3 block and can be interchanged with it by wiring, naturally with its own software.
These ECMs were discontinued in early 2005.
| BOSCH M7.9.7 |
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BOSCH M7.9.7 The most modern system today. Produced under Euro-2 and Euro-3 toxicity standards. It has been installed on cars since September 2003. The ECU is structurally similar to the "canning" modification of Bosch M1.5.4, but smaller, the connector is different, 81-pin connector. Siemens Infenion B59 759 processor, Flash Am29F400BB ROM, almost all chips with internal Bosch marking. The control of the ignition coils is assembled inside the block, the MZ is not used. The software of these ECUs is based on the 'Torque-Based' engine model developed by Bosch and contains over a thousand calibrations. Although the error mask and equipment are present, due to the complexity of the system algorithms, it is not yet supported by calibration editing programs, which imposes some difficulties on chip tuning. But even those calibrations that are available for editing at the moment are quite enough for effective ICE tuning.
The engine with ECM 2111-1411020-80 is equipped with a new DMRV (116), a new DF, ignition coil control built into the ECU (part of the MZ functions) using external Bosch ignition coils; nozzles - thin, black, Bosch; there is no "return", the RTD is in the tank, assembled with a glass of the fuel pump. (This applies to 1.6 engines. A “hybrid” will be assembled for 1.5 engines - with a conventional BN and a ramp of injectors of a new type with an RTD).
There are hardware differences within this family. As you can see in the picture below, ECU for 8 cl. modifications (2111-1411020-80 and 21114-1411020-30) contain two ignition control keys. Blocks for 1.6 16-valve engines (21124-1411020-30) have 4 built-in ignition control keys.
Controllers with software for 16-cl. engines under Euro-3 standards support the function of software switching of starting calibrations Europe / Russia with diagnostic equipment... This function, according to the developers, should facilitate starting on gasoline low quality... Factory default is “Europe”. With the help of, for example, DST-2 or a tester from "Autoelectic", you can change the starting characteristics.
Read more about the new VAZ 21114 and 21124 engines.
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| BOSCH M7.9.7 + |
The new ECU was not long in coming. As always, "without declaring war", VAZ released another modification to the ECM assembly line with Bosch M7.9.7. It contains another processor (Thompson) and the software is flashed inside the processor, that is, there is no flash memory in them, another eeprom is also used.
The first firmwares in the new block are B103EQ12 for the 2111 engine (1.5 l) and B120EQ16 (Niva). Subsequently, the firmware of the new implementation also appeared for all other injection systems. They are all with phased injection, both 8 and 16-valve. The firmware of the "old" implementation is not suitable for the "new" one and vice versa. No compatibility. The updated software has already been released for the "new" type of controllers (as of January 2006). The EQ series was replaced on the conveyor by ER. What is the reason, what changes and improvements have been made, as was the custom at the VAZ, is not reported.
Read / program flash and eeprom of this block is supported updated version PAK-2 "Loader" Combiloader. (There is no information about other types of bootloaders with 797+ support yet). To ensure the possibility of reprogramming in the same way as in the old implementation, it is necessary to work with a soldering iron.
This area is actively developing and expanding. There are already versions of the "classic" - B120ES01, however, "made" of blocks 2111.
Some blocks have unusual identification: 22XC052S, 33XC0305. 22XC052S is a copy of B122HR01, 33XC0305 - B120ER17. In fact, this is the name of the same firmware, but in the first case according to the Bosch classification, and in the second case according to the VAZ classification.
22XC052S - System Supplier ECU SoftwareNumber
B122HR01 - Vehicle Manufacturer ECU SoftwareNumber
Firmware 22YB072S (the latest software version for NIVA-Chevrolet) has no "usual" analogue. This "confusion" is most likely due to the fact that the Niva brand no longer has anything to do with AvtoVAZ, and is wholly owned by the Chevrolet brand.
ECUs are manufactured in different places, the country of origin is indicated on the nameplate. Until recently, there were two of them - Germany and Russia, a little later the "French" appeared, and now (late 2007) ECUs from the Middle Kingdom, made in China, began to appear.
The first batch of Lada Priora cars began to roll off the VAZ assembly line in early 2007. And also with ECU Bosch M7.9.7 + (firmware B173DR01, “homemade” nameplate, pasted over the proprietary one).
In general, some modifications constantly occur at the VAZ - the last "arrival" is a Kalina car, produced in 2008, on a homemade nameplate over the brand name - B104 (Front-wheel drive identifier 8V) CR02 (quite "Kalinovsky" identifier) \u200b\u200band 21114-1411020- 40 .
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| ECU appearance | 4 keys per coil | Board with 2 keys | ||
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Pay. back side |
"New" Bosch M7.9.7 |
"New" Bosch M7.9.7 |
| JANUARY 7.2 |
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January 7.2- functional analogue of the Bosch M7.9.7 block, "parallel" (or alternative, as you like) with M7.9.7 domestic development firm "Itelma". January 7.2 looks like the M7.9.7 - it is assembled in a similar case and with the same connector, it can be used without any alterations on Bosch M7.9.7 wiring using the same set of sensors and actuators.
The ECU uses the Siemens Infenion C-509 processor (same as ECU January 5, VS). The block software is a further development of the January 5 software, with improvements and additions (although this is a controversial issue) - for example, the "anti-jerk" algorithm, literally "anti-jerk" function, is implemented, designed to ensure smooth starting and gear shifting.
The ECU is manufactured by Itelma (xxxx-1411020-82 (32), the firmware starts with the letter I, for example, I203EK34) and Avtel (xxxx-1411020-81 (31), the firmware starts with the letter A, e.g. A203EK34). Both blocks and firmware of these blocks are completely interchangeable.
ECUs of series 31 (32) and 81 (82) are compatible hardware from top to bottom, that is, firmware for 8-cl. will work in the 16-cl. ECU, and vice versa - no, because the 8-cl block "lacks" ignition keys. By adding 2 keys and 2 resistors, you can "turn" 8-cl. block in 16 cl. Recommended transistors: BTS2140-1B Infineon / IRGS14C40L IRF / ISL9V3040S3S Fairchild Semiconductor / STGB10NB37LZ STM / NGB8202NT4 ON Semiconductor.
For the "classic" ECU 21067-1411020-11 (12) was developed for a complete set without a knock sensor, with a Siemens-VDO DMRV. This modification is installed on 1.6 liter engines. And, as usual, the elements of the detonation channel are not installed in the block. The photo below shows the "missing" elements. Thus, apply such an ECU on front wheel drive it is impossible (although in general, of course, it is possible, but without a DD channel, with carefully tuned ignition), but on the contrary, of course, it is possible.
First VP at 1.5 liter engines - 203EK34 and 203EL35 drank a lot of blood from car owners with this software. On these modifications, "wipe" constantly appeared when changing gears. VAZ released version 203EL36 without this defect and ordered without attracting attention to change the ECU at service stations maintenance…
For of this type The ECU has implemented a complete software shutdown of the DC and adjustment of the CO content in the exhaust gases, that is, the transfer to the Russia-83 toxicity standards.
ECU "January 7.2" produced for installation on a / m "Kalina" are hardware "mutations" and are incompatible with "front-wheel drive". The differences are insignificant - in the control channel of the valve of the adsorber and the gasoline pump, but they do not allow the use of software from modifications 2111/21114, that is, "Kalinovskie" ECUs can be used only with the corresponding "native" software or software based on it.
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Such a miracle occurs in the country former councils... In the photo - ECU with firmware identifier 1205DM52, not “I” or “A”, as is customary, but “1”. Inside this block - I203EK34, the elements required for 16V are not soldered. Engine code 2111, ID (205) from 21124. In short - a complete stuffing of misunderstandings. |
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Attention! In March 2007, another "man-made" modification of the software for the "long" Niva appeared, most likely from the OPP. Under the "self-made" sticker familiar from Bosch M7.9.7 - the usual January 7.2 21114-1411020-32 with the identifier I204DO57. The firmware inside is named not without humor - I233LOL1. |
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In August 2007, new control units for January 7.2, assembled on a fundamentally new element base, appeared on new cars and on sale. Used SGS Tomphson processor with internal flash. It is incomprehensibly high purpose of this unit, because just a few months later, in December 2007, it was replaced by M73 for Euro-3 standards.
The computational capabilities of the ST10F273 processor, which is used in this ECU, make it possible to implement complex control algorithms using the engine mathematical model to comply with Euro-3 and Euro-4 toxicity standards. Despite this, AvtoVAZ took a slightly different path: the software for this ECU algorithmically almost completely repeats the software for January-7.2 of the latest versions (CO / DO firmware). Most likely, this type of ECU was originally planned as a "transitional" option to the fundamentally new engine control algorithms implemented in the M73 ECU.
The manufacturer of the ECU (in this case, Itelma NPO) could not do without surprises here. A small batch of ECUs was released, with hardware differences in the channel of the speed sensor processor without changing the nameplates and firmware identification. That is, the firmware of such blocks has the same names as the "regular" ones, but writing to the firmware block from the "old" hardware implementation leads to the absence of the DS signal and errors associated with the speed sensor. In order to adapt the firmware to this ECU, a small change in the program code is required, which can be done with a special utility.
Working with the January-7.2 + block in full supported in our CombiLoader and in the ChipTuningPRO calibration editor. Considering the fact that the control algorithms are identical previous generation "January", there are no difficulties in calibrating this software.
From a diagnostic point of view, these ECUs have exactly the same diagnostic protocol as regular Janvari 7.2, fully supported in new version SMS-Diagnostics 2.
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The year 2008 outlawed the installation of ECMs on new cars that meet toxicity standards worse than EURO-3. In connection with this, new ECUs appeared on new cars - M73. Circuitry, this is a "relative" of Mikas-11 and January 7.2+.
The new M73 controllers are manufactured by two plants: NPO ITELMA and AVTEL.
The hardware controllers are identical, but the software is fundamentally different there.
Autotel projects (software AVTEL):
21124-1411020-12 854.3763.000-02 45 7311 XXXX М73 Е3
21114-1411020-12 855.3763.000-02 45 7311 XXXX М73 Е3
Itelm projects (software VAZ):
21067-1411020-22 851.3763.000-01 45 7311 XXXX М73 Е3
(while one, please note that this controller can also release AVTEL, that is, the firmware will start with A)
AVTEL projects have software related to Mikas-11. The principal difference is only in the detonation channel operation algorithm (in Mikas-11, the AVTEL model is implemented, which in a simplified form we have known since the days of Mikas-7.1, and in the M73 software, the VAZ model is implemented, similar to the ECU January-5/7 model). Theoretically, this software can also work with DBP, the DMRV / DBP operation mode is switched by the complete set flag).
The VAZ project (for the "classics") has its own software, which is a further development of the January-7.2 software. Many calibrations in this software are similar to similar calibrations of the January-7.2 ECU, both in name and in algorithmic purpose.
The hardware block is almost identical to January 7.2+, the only difference is in the resistors responsible for the processor configuration. This allows, with some restrictions, to rework the M7.3 in January 7.2+
Firmware editing and programming of these blocks is supported by SMS-Software products: Combiloader and ChipTuningPro with corresponding modules.
The manufacturer has been making attempts to protect its products from unauthorized access - since mid-2009, some of the controllers produced by Avtel have been protected from reading and writing (similar to Mikas-11ET controllers). In 2010, protection should also be implemented in Itelma controllers. Be careful, you can program them without risk of "overwhelming" the block only with the "Combiloader" programmer with a special module for protected blocks (Mikas-11 / M73A).
The hardware blocks are constantly being modified. At the beginning of 2010, ECU varieties appeared with a factory sticker “DPKV” (Look at the photo) to the right of the main sticker. The firmware ID (in this case, A317DB04) remains the same. At the same time, the processor configuration has changed and some elements. The classic blocks do not work if you try to remake them in January 7.2+ or program the previous software in them. This does not happen with front-wheel drive.
In 2010, new versions of the hardware implementation of the M73 ECU appeared. In order to reduce the cost, the TDA3664 chip was excluded from the circuit, which provided power to the processor and RAM during the ignition off. Of course, in this case, all the accumulated adaptation data would be lost, but in the new firmware I (A) 303CF06 and I (A) 327RD08, the adaptation data is written to the EEPROM before the processor is powered off. When the ignition is turned on, the contents from the EEPROM are written to the RAM, so the ECU behaves exactly as if the power was not turned off. In order to implement this algorithm, an EEPROM 95160 (or Atmel 25160) chip must be installed in the block, instead of the previously installed 95080. Thus, it turns out that for older firmware versions to work, a TDA3664 and EEPROM of any size must be installed in the ECU, and for new firmware - TDA3664 is not needed (but if installed, it will not interfere with the work), and the EEPROM must be double the capacity (95160 or 25160). Consider these features when chip tuning these ECUs, otherwise the system will not be able to work normally. It should be noted that the last M73 blocks of the old hardware implementation already had a double-capacity EEPROM, therefore, they are the most versatile, any firmware can be "poured" into them. And, of course, on new modifications "will not give a ride" folk method resetting the self-learning data and errors by "removing the battery terminal".
This, in fact, can put an end to the history of the ECM with a mechanical throttle assembly.
ECU with electronic throttle assembly support (from the end of 2010)
At the end of 2010, a serial electronic throttle, an electronic pedal and controllers Bosch M17.9.7 (Priora car) and M74 (produced by Itelma, Kalina car) supporting these devices. Controllers have original wiring and connectors, are not compatible with the previous ECM and are incompatible with each other.
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This ECU, with a processor of the TriCore family, first appeared in 2009 on UAZ cars, and in November 2010 the first serial (on non-serial samples this unit was first discovered on a 2007 car) “Priora” cars equipped with with this controller. There are two modifications of M17.9.7 on UAZ vehicles ( mechanical pedal gas) and ME17.9.7 (with electronic choke EGAS).
Only ME17.9.7 is installed on a VAZ car. Programming of this unit is possible only with the Combiloader programmer in BSL mode (J2434, read / write flash / eeprom) using the OpenPort 2.0 adapter or by the diagnostic method (K-Line, write only, flash only). The ME17.9.7 ECU for VAZ and UAZ is practically identical in hardware, the only difference is in one resistor. The software (SW) for the ECU data may be different and incompatible. For example, the firmware of the vehicle "Priora" B574DD02, created to work with a certain type dashboard and having CAN panel control functions, is incompatible with earlier versions. When writing an older firmware to such an ECU, the indication on the dashboard stops working.
For the first time, ECU data appeared in November 2010 on cars of the Kalina family, equipped with an electronic throttle and an electronic throttle valve drive.
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Since 2011, all new cars coming off the assembly line, including cars of the classic layout, must comply with Euro-4 standards. Blocks M74 and M74K are incompatible and different in circuitry. The M74K, in fact, is not an M74, it is a "global" modification of the M73 block, that is, the ST10F273 processor is used (the same as in January 7.2+ and M73), reading / writing by the Combiloader programmer is possible in the M73 mode.
The M74 ECU is not wiring / connector compatible with any previously used ECU.
M74 programming is possible with the Combiloader programmer with the corresponding module (XC27x5) in BSL mode. Since the manufacturer brought the programming permission input to the block (it is believed that this is temporary), then it is possible to switch to BSL mode without disassembling the ECU.
It should be borne in mind that these blocks are constantly being improved by the manufacturer and already have a difference in hardware and software. For example, the firmware for Kalina I444CB02 and I444CC03 are built on the same hardware level and are software interchangeable, while the I444CD04 already has differences and is incompatible with the previous series, at least from the bottom up.
On cars "Lada Granta" controllers M7411186-1411020-12 are installed, read / write of which is carried out only by CAN bus... To read / write these controllers, you need a Combiloader M74_CAN module, an OpenPort 2.0 adapter and a corresponding cable.
In connection with the appearance of this type of controller, the M74 cable for Combiloader has been supplemented with additional. OBD connector, old cable is discontinued.
The hardware differences, within one family, do not end there, the M74, which takes the speed signal from the DS to the checkpoint, and differ in hardware from the M74, the signal to which goes from the ABS. The differences are clearly shown in photo .
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ECU M74.5. This ECM has been installed since mid-2013 on cars with a 21127 engine equipped with a variable intake manifold geometry system and an absolute pressure sensor instead of the usual mass air flow sensor. Despite the name “M74” and the use of connectors similar to the M74, the software of this system is a further improvement of the M75 ECM, and not the M74, as one might expect. In the algorithmic model, in comparison with the M75, some significant changes were made: the algorithm for controlling the valve for switching the intake geometry, a new algorithm for calculating the cyclic filling based on absolute pressure, a new algorithm for calculating the LP in the "throttle" mode, individual adjustments of the LP for cylinders and dr.
Continuation
JANUARY 7.2
January 7.2- a functional analogue of the Bosch M7.9.7 unit, "parallel" (or alternative, as you like) with M7.9.7, a domestic development of the Itelma company. January 7.2 outwardly similar to M7.9.7 - assembled in a similar case and with the same connector, it can be used without any modifications on Bosch M7.9.7 wiring using the same set of sensors and actuators.The ECU uses the Siemens Infenion C-509 processor (same as ECU January 5, VS). The block software is a further development of the January 5 software, with improvements and additions (although this is a controversial issue) - for example, the "anti-jerk" algorithm, literally "anti-jerk" function, is implemented, designed to ensure smooth starting and shifting.
The ECU is produced by Itelma (xxxx-1411020-82 (32), the firmware starts with the letter "I", for example, I203EK34) and Avtel (xxxx-1411020-81 (31), the firmware starts with the letter "A", e.g. A203EK34). Both blocks and firmware of these blocks are completely interchangeable.
ECUs of series 31 (32) and 81 (82) are compatible hardware from top to bottom, that is, firmware for 8-cl. will work in a 16-cl. ECU, and vice versa - no, because the 8-cl block "lacks" ignition keys. By adding 2 keys and 2 resistors, you can "turn" 8-cl. block in 16 cl. Recommended transistors: BTS2140-1B Infineon / IRGS14C40L IRF / ISL9V3040S3S Fairchild Semiconductor / STGB10NB37LZ STM / NGB8202NT4 ON Semiconductor.
For the "classic" ECU 21067-1411020-11 (12) was developed for a complete set without a knock sensor, with a Siemens-VDO DMRV. This modification is installed on 1.6 liter engines. And, as usual, the elements of the detonation channel are not installed in the block. The photo below shows the "missing" elements. Thus, it is impossible to use such an ECU on the front drive (although in general, of course, it is possible, but without a DD channel, with a carefully tuned ignition), but on the contrary, of course, it is possible.
The first software for 1.5 liter engines - 203EK34 and 203EL35 drank a lot of blood from car owners with such software. On these modifications, "wipe" constantly occurred when changing gears. VAZ released version 203EL36 without this defect and ordered without attracting attention to alter the ECU at service stations ...
For this type of ECU, a complete software shutdown of the DC and adjustment of the CO content in the exhaust gases has been implemented, that is, the transfer to the Russia-83 toxicity standards.
ECU "January 7.2" produced for installation on a / m "Kalina" are hardware "mutations" and are incompatible with "front-wheel drive" ones. The differences are insignificant - in the control channel of the valve of the adsorber and the gasoline pump, but they do not allow the use of software from modifications 2111/21114, that is, "Kalinovsky" ECUs can only be used with the corresponding "native" software or software based on it.
Such a miracle is found in the country of the former soviets. In the photo - ECU with firmware ID 1 205DM52, not "I" or "A", as is customary, namely "1". Inside this block - I203EK34, the elements required for 16V are not soldered. Engine code 2111, ID (205) from 21124. In short - a complete stuffing of misunderstandings.
Attention! In March 2007, another "man-made" modification of the software for the "long" Niva appeared, most likely from the OPP. Under the "self-made" sticker familiar from Bosch M7.9.7 - the usual January 7.2 21114-1411020-32 with the identifier I204DO57. The firmware inside is named not without humor - I233LOL1.Jan 7.2+ New hardware implementation
In August 2007, new control units for January 7.2, assembled on a fundamentally new element base, appeared on new cars and on sale. Used SGS Tomphson processor with internal flash. It is incomprehensibly high purpose of this unit, because just a few months later, in December 2007, it was replaced by M73 for Euro-3 standards.
The computational capabilities of the ST10F273 processor, which is used in this ECU, make it possible to implement complex control algorithms using the engine mathematical model to comply with Euro-3 and Euro-4 toxicity standards. Despite this, AvtoVAZ took a slightly different path: the software for this ECU algorithmically almost completely repeats the software for January-7.2 of the latest versions (CO / DO firmware). Most likely, this type of ECU was originally planned as a "transitional" option to the fundamentally new engine control algorithms implemented in the M73 ECU.The ECU manufacturer (in this case Itelma NPO) could not do without surprises here. A small batch of ECUs was released, with hardware differences in the channel of the speed sensor processor without changing the nameplates and firmware identification. That is, the firmware of such blocks has the same names as the "regular" ones, but writing to the firmware block from the "old" hardware implementation leads to the absence of the DS signal and errors associated with the speed sensor. In order to adapt the firmware to this ECU, a small change in the program code is required, which can be done special utility.
Working with the January-7.2 + block is fully supported in our CombiLoader and in the ChipTuningPRO calibration editor. Considering the fact that the control algorithms are identical to the previous generation of "January", there is no difficulty in calibrating this software.
From a diagnostic point of view, these ECUs have exactly the same diagnostic protocol as the usual Janvari-7.2, fully supported in the new version of SMS-Diagnostics 2.
The year 2008 outlawed the installation of ECMs on new cars that meet toxicity standards worse than EURO-3. In connection with this, new ECUs appeared on new cars - M73. Circuitry, this is a "relative" of Mikas-11 and January 7.2+. Photo boardThe new M73 controllers are manufactured by two plants: NPO ITELMA and AVTEL.
The hardware controllers are identical, but the software is fundamentally different there.Autotel projects (software AVTEL):
21124-1411020-12 854.3763.000-02 45 7311 XXXX М73 Е3
21114-1411020-12 855.3763.000-02 45 7311 XXXX М73 Е3Itelm projects (software VAZ):
21067-1411020-22 851.3763.000-01 45 7311 XXXX М73 Е3
(while one, please note that this controller can also release AVTEL, that is, the firmware will start with A)
AVTEL projects have software related to Mikas-11. The principal difference is only in the detonation channel operation algorithm (in Mikas-11, the AVTEL model is implemented, which in a simplified form we have known since the time of Mikas-7.1, and in the M73 software, the VAZ model is implemented, similar to the ECU January-5/7 model). Theoretically, this software can also work with DBP, the DMRV / DBP operation mode is switched by the complete set flag).The VAZ project (for the "classics") has its own software, which is a further development of the January-7.2 software. Many calibrations in this software are similar to similar calibrations of the January-7.2 ECU, both in name and in algorithmic purpose.
In 2010, new versions of the hardware implementation of the M73 ECU appeared. In order to reduce the cost, the TDA3664 chip was excluded from the circuit, which provided power to the processor and RAM during the ignition off. Of course, in this case, all the accumulated adaptation data would be lost, but in the new firmware I (A) 303CF06 and I (A) 327RD08, the adaptation data is written to the EEPROM before the processor is powered off. When the ignition is turned on, the contents from the EEPROM are written to the RAM, so the ECU behaves exactly as if the power was not turned off. In order to implement this algorithm, an EEPROM 95160 (or Atmel 25160) chip must be installed in the block, instead of the previously installed 95080. Thus, it turns out that for older firmware versions to work, a TDA3664 and EEPROM of any size must be installed in the ECU, and for new firmware - TDA3664 is not needed (but if installed, it will not interfere with the work), and the EEPROM must be double the capacity (95160 or 25160). Consider these features when chip tuning these ECUs, otherwise the system will not be able to work normally. It should be noted that the last M73 blocks of the old hardware implementation already had a double-capacity EEPROM, therefore, they are the most versatile, any firmware can be "poured" into them. And, of course, the popular method of resetting self-learning data and errors by the method of "removing the battery terminal" will not work on the new modifications.
This, in fact, can put an end to the history of the ECM with a mechanical throttle assembly.
ECU with electronic throttle assembly support (from the end of 2010)
At the end of 2010, an electronic throttle valve, an electronic pedal, and Bosch M17.9.7 controllers (Priora car) and M74 (Itelma production, Kalina car ). Controllers have original wiring and connectors, are not compatible with the previous ECM and are incompatible with each other.
Bosch M17.9.7
This ECU, with a processor of the TriCore family, first appeared in 2009 on UAZ cars, and in November 2010 the first serial (on non-serial samples this unit was first discovered on a 2007 car) "Priora" cars equipped with with this controller. On UAZ vehicles, there are two modifications M17.9.7 (mechanical gas pedal) and ME17.9.7 (with electronic throttle EGAS).
Only ME17.9.7 is installed on a VAZ car. Programming of this unit is possible only with the Combiloader programmer in BSL mode (J2434, read / write flash / eeprom) using the OpenPort 2.0 adapter or by the diagnostic method (K-Line, write only, flash only). The ME17.9.7 ECU for VAZ and UAZ is practically identical in hardware, the only difference is in one resistor. The software (SW) for the ECU data may be different and incompatible. For example, the firmware of the vehicle "Priora" B574DD02, created to work with a certain type of dashboard and having the panel control functions via CAN, is incompatible with earlier versions. When writing an older firmware to such an ECU, the indication on the dashboard stops working.
