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ECM (Engine Control Module)
This is the description of all available Engine Control Modules. Depending on the engine,
different ECMs will be used.
Engine Denomination
The following table explains the characters used in the engine name:
Gasoline Engines
Diesel Engines
A
Exhaust Emission Limits
A
Exhaust Emission Limits
16
Engine Size
20
Engine Size
X
Compression Ratio
D
Fuel Mixture System
E
Fuel Mixture System
T
Design Specifics
R
Design Specifics
L
Design Specifics
These are the meanings of the abbreviations:
Exhaust Emission Limits
A
EC 2010 (Euro 5)
D
E
H
Fuel Mixture System
Diesel
Fuel Injection
Homogeneous Gasoline
Direct Injection
N
X
Compression Ratio
9,0 < e ≤ 9,5
10,0 < e ≤ 11,5
H
L
R
T
Design Specifics
High Output / Charge
Low Output / Charge
Raised Performance
Turbo
Engine Data
A20NHT
ECM
Transmissions
Output
Torque
Top Speed (5th gear)
Top Speed (6th gear)
Acceleration:
0 - 100 km/h
40 - 100 km/h
80 - 120 km/h
Fuel consumption (combined)
CO2 emission
vehicle range (fuel tank capacity: 70 l))
E 69
F40WR
F40CR-AWD
AF40
AF40-AWD
162 kW at 5300RPM
350 Nm at 2000-4000 RPM
240 / 230 / 235 / 230 km/h
7,9 / 8,0 / 8,5 / 8,8 s
NA s
10,6 / 9,8 / … / … s
8,4 / 9,3 / 9,5 / 9,7 l/100km
198 / 218 / 223 / 228 g / km
833 / 753 / 737 / 722 km
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A28NER
ECM
Transmissions
Output
Torque
Top Speed (5th gear)
Top Speed (6th gear)
Acceleration:
0 - 100 km/h
40 - 100 km/h
80 - 120 km/h
Fuel consumption (combined)
CO2 emission
vehicle range (fuel tank capacity: 70 l))
E77
AF40-AWD
221 kW at 5500 RPM
400 Nm at 1850-4500 RPM
250 km/h
250 km/h
6,9 s
NA s
NA s
11,4 l/100km
269 g/km
614 km
A20DTH
ECM
Transmissions
Output
Torque
Top Speed (5th gear)
Top Speed (6th gear)
Acceleration:
0 - 100 km/h
40 - 100 km/h
80 - 120 km/h
Fuel consumption (combined)
CO2 emission
vehicle range (fuel tank capacity: 70 l))
E91
F40WR
AF40
117 kW at 4000 RPM
350 Nm at 1750-2500 RPM
215 / 210 km/h
9,9 / 10,1 s
NA s
11,9 s
5,3 / 6,8 l/100km
139 / 169 g/km
1320 / 1029 km
Block Diagram ECM
Block diagrams of ECM subfunctions can be found in PPEI specification. This document will
only provide the pinouts of all ECMs.
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General Functions ECM
All ECMs provide several general features and functions, which will be explained below.
Driver Information (Displays and Gauges)
ECM sends some information to the platform representing the actual status of the engine or
by ECM monitored systems. E.g. the following information will be presented or used as input
to information presented in the driver compartment:
• Low Engine Oil Level
• Engine Oil Life Warning (oil change)
• Engine Oil Remaining Life
• Engine Oil Pressure
• Engine Non-Emissions Related Malfunction Indicator
• Engine Emissions Related Malfunction Active
• Engine Hot / Stop Engine indication
• Engine Hot Fuel Enrichment Indication On
• Fuel Consumption
• Generator Failed
• Reduced Engine Power
• Engine recommended Upshift Indication (US, ACC-MT)
• Engine Recommended Downshift Indication On (ACC-MT)
• Vehicle Speed
• Fuel Level
• Engine Boost Pressure
• Engine Speed
• Engine Coolant Temperature
• Diesel Particulate Filter warning (Diesel)
• Glow Plug status (Diesel)
• Water in Fuel Warning (Diesel)
• Driver Preference mode (E.g. sport Mode, provided by ECM in MT)
• Cruise Engaged
• Cruise Active
• Cruise Driver Selected Speed
Engine Power Management
Electronic Accelerator Pedal Control
Powertrain will control engine performance by means of the engine control system. Platform
provides the primary driver intent engine performance request by means of the electronic
accelerator pedal module.
Engine Speed Control
The Generator and HVAC subsystems may request engine speed changes from Powertrain
via the GMLAN signal Platform Minimum Idle Boost Level Request.
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Engine Accessory Drive Load Management
The Air Conditioning Compressor subsystem communicates to Powertrain when accessory
drive load changes are anticipated due to A/C compressor load changes.
Vehicle Top Speed Limiting (not upcoming MY11 speedlimiter functions)
Powertrain arbitrates between the Platform top speed limit request (e.g. tire speed index)
and other Powertrain top speed limiting conditions (e.g. engine error codes) and limit vehicle
speed to the lowest value.
Engine Torque Management
The Traction Control System, Vehicle Stability Enhancement System, and Brake Torque
Management System may request the Powertrain controller for changes in engine output
torque.
Engine Power Limiting
Powertrain electronics may limit powertrain performance for certain failure conditions,
engine protection, transmission protection or customer safety.
Regulated Voltage Control (RVC)
In the RVC system, a body controller on the Platform side of the interface determines the
optimal setpoint voltage based on battery state-of-charge, battery temperature, and
battery charge current. The optimal setpoint is transmitted to Powertrain as a duty cycle
through a serial data signal.
ECM passes the setpoint command to the generator through a PWM interface to the
generator L-terminal.
Some Powertrain components and subsystems on certain applications under specific
(temporary) operating conditions may require the system voltage to be higher than the
Platform commanded voltage. The ECM can then perform an override of the platform
requested setpoint.
A/C Compressor management
In ECVD systems, the compressor control driver is provided by the Platform HVAC controller.
The HVAC controller has the responsibility for algorithms to control the compressor based
on inputs from its own subsystem as well as inputs it receives from Powertrain over serial
data.
On all A/C systems, ECM has the primary responsibility for algorithms to protect the
compressor components based on inputs from its own subsystem as well as inputs it receives
from Platform over serial data.
Starter Control
PEPS start
ECM controls the engine start procedure.. Once engine start is requested from the PEPS
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system (Passive Start) due to a driver initiated start request via start button and the criteria
to start the engine has been met, ECM will on the received start request ,go on starting the
engine as long as the engine hasn’t reach running status or one of the following break
conditions occurred:
•
Clutch pedal released (manual transmissions)
•
The transmission is not in gear (automatic transmissions)
•
Timeout occurred
•
Theft Deterrent Algorithms has determined start is not longer allowed (IMMO)
•
Run/crank hardwired signal transition to inactive (Ignition transitioned out of Run or
Crank State)
ECM Engine Start enable criteria:
•
Crank request is sent for a minimum period
•
Ignition has been cycled out crank since last start
•
Engine is not rotating
•
Theft Algorithms has determined start is allowed (IMMO)
•
Transmission is not in gear (Park/Neutral in Automatic Transmission, clutch pressed
in Manual Transmission)
•
Ice Break mode is not active
The ECM provide information to the PEPS system on the platform side. Typical information
provided by ECM and used by the PEPS system is clutch, Engine running status, Crank abort
request.
Remote Vehicle Start (US – Automatic Transmissions)
ECM controls the engine start procedure.. Once engine remote start is requested , and the
criteria to remotely start the engine has been met, ECM will go on starting the engine as
long as it either runs or one of the following break conditions occurred:
•
The transmission is not in gear (automatic transmissions)
•
Timeout occurred
•
Theft Algorithms has determined start is not longer allowed (IMMO)
•
Run/crank hardwired signal transition to inactive (Ignition transitioned out of Run or
Crank State)
Engine Remote Start enable criteria:
•
Remote_Vehicle_Start_Request received over serial data transitions from “Inactive” to
“Active” (the default state is “Inactive”).
•
System_Power_Mode in vehicle is equal to “Off”.
•
The Malfunction Indicator Lamp is not illuminated.
•
Vehicle_Speed is equal to zero.
•
Transmission_Shift_Lever_Position is equal to PARK.
•
The vehicle has an automatic transmission.
•
Remaining_Remote_Starts > 0 (Calibration determines the maximum number of Remote
Starts that is allowed after a transition from Run to Off Vehicle Power Mode)
•
Fuel_Level greater than low threshold if Remaining_Remote_Starts = 1.
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Vehicle Theft Deterrent (Immobilizer)
ECM will interact with fuel, spark and starter control based on the output from immobilizer
algorithms. The Vehicle Theft Deterrent functionality is partitioned in both platform
Controllers/devices and ECM.
On Board Diagnostics
The ECM detects failure modes by onboard diagnostics (EOBD, OBDII) and provides
diagnostic services via serial data communication with a Generic Scantool to retrieve
detected faults and information etc in order to facilitate trouble shooting and repair.
Enhanced Diagnostics (Workshop)
The ECM provides (enhanced) diagnostic services via serial data communication with Saab
workshop dedicated testers to retrieve detected faults and information etc in order to
facilitate trouble shooting and repair.
Enhanced Diagnostic services do also provide ECM calibration and software reprogramming
capability
Driver Preference Mode Functionality
If supported, the driver can select between a number of driver preference modes by a
momentary rotary switch e.g. Sport Mode. The ECM will interpret the mode selected by the
driver via switches (serial data from BCM) and inform the vehicle of the currently selected
driving mode.
ECM is only an interpreter of driver selected mode and will not directly use the selected
mode to adapt any characteristics but, if supported/calibrated, the ECM may indirectly be
requested by platform to change accelerator pedal gain profile (Pedal Map) when certain
Driver preference mode(s) is active.
In each new ignition cycle the driver preference mode will be reset to the default (normal)
mode.
The functionality to interpret the Driver Preference Mode switches is only performed by ECM
in Manual Transmission vehicles. In Automatic transmission vehicles functionality is
performed by the TCM.
Cruise Control
Handling the Cruise Control is up to the ECM. Conventional Cruise Control controls the
vehicle speed to an operator selectable speed.
The operator applies cruise mode switches to enable and engage cruise as well as select
and adjust the driver-selected speed. The cruise control subsystem controls to the driver
selected speed using the electronic throttle control subsystem.
The disabling and disengagement of the subsystem is affected via operator application of
the brake pedal, On/Off switch, clutch switch or Clutch Pedal Position sensor (manual
transmission only), as well as other defined disengagement criteria.
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The ECM will provide the following information to platform for driver indication purposes:
• Cruise On
• Cruise Engaged
• Cruise Driver Selected Speed
Remark: before CC is applicable, the driver has to step on the brake or alternatively on a
Manual Transmission vehicle press the clutch (top of travel) to ensure that the sensor(s) is
working correctly and CC deactivation may be recognized.
Adaptive Cruise Control (ACC)/ Full Speed Range ACC (FSRA)
The ECM take part in the ACC functionality by delivering requested axle torque and
as part of a rationality check monitor several key signals. The ECM processing this
information redundant to the ACC module enhances the system’s robustness. The signals
monitored includes key enable and disengagement criteria, such as the (adaptive) cruise
switch states, brake pedal apply states and vehicle speed.
Full Speed Range Adaptive Cruise Control (FSRA) extends the operation of ACC to a
stopped condition. Once stopped, driver action is required prior to resuming speed control.
In addition to the rationality check implemented for ACC, the ECM shall redundantly require
seeing an appropriate driver action occurs prior to allowing resumption of control from a
stop.
Fan Control
The cooling fans are primarily used for powertrain cooling and also provide cooling for other
underhood components. The cooling fan control algorithm is executed by Powertrain
Controller. Platform may optionally request a fan speed change via serial data for electrical
load management or other platform-specific reasons.
The fans provide discrete inputs, PWM is not supported. Based on the number of installed
fans (basically depending on the used engine), different fan steps are available
Fuel Management
Fuel Supply
There are two ways to provide fuel to the engine: via conventional Mechanical Returnless
Fuel System or by using the FSCM (if available). For detailed FSCM information, please refer
to the according chapter within this document.
If no FSCM is used, ECM has to control the fuel pump. There is no controlling algorithm since
the amount of delivered fuel can’t be influenced. But there are still some conditions that
prevent fuel pump enabling:
•
empty fuel tank
•
collision – indicated by a SDM message (Post-collision), the fuel pump will be
switched off
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Fuel Level Determination
ECM determining the amount of fuel remaining in the fuel tanks of a dual fuel tank system
as well as a single fuel tank system. ECM also run the logic behind hill mode strategy and
fuel consumption strategy.
Hill mode strategy is a way to improve fuel gauge performance when parked on an incline
and is done by monitoring the fuel level for a certain time after the vehicle has been turned
OFF, to determine the fuel monitored value. When the vehicle is turned ON again a check is
made between the fuel monitored value and the new fuel sender value.
Fuel consumption strategy takes into consideration the accumulated fuel consumption from
injectors and auxiliary heaters when the vehicle is running low on fuel. This is more accurate
than using the fuel sender value at low fuel levels because of the sender dead band.
Vehicle Speed
The ECM calculate vehicle speed either based on Transmission Output sensor TOSS (wired to
ECM in MT vehicles or TCM on AT vehicles) or, if no TOSS is available, on wheel rotational
information received from EBCM.
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Connectors and pin assignment E69
X1
Cavity
X2
X1-01
X1-02
X1-03
X1-04
X1-05
X1-06
X1-07
X1-08
X1-09
X1-10
X1-11
X1-12
X1-13
X1-14
X1-15
X1-16
X1-17
X1-18
X1-19
X1-20
X1-21
X1-22
X1-23
X1-24
Circuit Description
Camshaft Phaser Exhaust 1
Camshaft Phaser Intake 1
High Pressure Fuel Pump Actuator HS
Canister Purge Valve (PWM)
Cam Position Sensor Intake 1
Alternator L-Terminal
Oil Condition Sensor / Level Switch
Crank Housing Ventilation Valve
Igniter EST Reference Ground Even Bank
Sensor Supply (Camshaft Position)
Turbo Bypass Control Valve (Overrun Air Valve)
Oil Pressure Switch
Waste Gate Control (PWM)
Manual Transmission Oil Cooling Pump
Fuel Tank Vapor Temperature
Fan 3
ETC Motor throttle valve position terminal
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Cavity
X1-25
X1-26
X1-27
X1-28
X1-29
X1-30
X1-31
X1-32
X1-33
X1-34
X1-35
X1-36
X1-37
X1-38
X1-39
X1-40
X1-41
X1-42
X1-43
X1-44
X1-45
X1-46
X1-47
X1-48
X1-49
X1-50
X1-51
X1-52
X1-53
X1-54
X1-55
X1-56
X1-57
X1-58
X1-59
X1-60
X1-61
X1-62
X1-63
X1-64
X1-65
X1-66
X1-67
Circuit Description
Turbo Boost Pressure Gauge Output
SIDI Injector Valve 3 Lo LNF
SIDI Injector Valve 3 Hi LNF
SIDI Injector Valve 4 Lo LNF
SIDI Injector Valve 4 Hi LNF
Alternator F-Terminal
Cam Position Sensor Exhaust 1
Engine Position Sensor (Crank)
Fuel Rail Pressure Sensor
Manifold Absolute Pressure
Sensor Supply (Fuel Rail Pressure)
Sensor Supply (ETC throttle position)
Sensor Supply (Oil Pressure, Air Pump Pressure)
Sensor Reference Ground Engine Digital (CAMs)
Sensor Reference Ground Engine Analog (Oil Pressure, Air Pressure, Oil Temperature,
Coolant Temperature, TRAD)
Sensor Reference Ground Engine (SAIR)
Sensor Supply (Engine Position (Crank))
Sensor Reference Ground Engine (Engine Crank Sensor)
Diagnosis K-Line
ETC Motor Throttle Valve Negative Terminal
Electric Controlled Thermostat
SIDI Injector Valve 1 Lo LNF
SIDI Injector Valve 2 Lo LNF
SIDI Injector Valve 2 Hi LNF
Malfunction Indicador Light (B) for LED
Igniter Driver 1
Igniter Driver 3
Power Steering Pressure Switch
Oil Pressure Sensor
Engine Radiator Temperature
Sensor Reference Ground Manifold
Turbo Manifold Absolute Pressure Input
O2 Sensor Pre 1 Reference Ground
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