The engine control unit
The Electronic Control Unit (ECU) is car computer, which generates control signals for the actuators of the fuel injection and ignition systems based on the parameters received from the sensors. The ECU contains a chip (memory chip) in which the engine control program is recorded. Different blocks differ both in software and hardware. On ZAZ vehicles, the Mikas ECU is used. On cars until 2007 inclusive, a 55-pin Mikas 7.6 (M7.6) control unit was used, from 2007 to 2009 inclusive, on Tavria, SENS and Chance 1.3 S cars, a Mikas 10.3+ (M11.0.0) control unit was used, since 2009 all ZAZ vehicles use Mikas 10.3 \ 11.4 (M10.3.0) ECUs.
ECU Mikas 10.3+ and Mikas 11.4 are interchangeable, although they are not software compatible. Also, Mikas 10.3+ is partially interchangeable (when replacing the DBP with a DMRV) with the January 7.2 ECU, used on VAZ cars of the Samara family.
On cars Chevrolet Lanos up to and including 2007, the Multec IEFI (KDAC) ECU was used, identical to the ECU Daewoo Nexia, from 2008 to 2009 inclusive on Chevrolet Lanos and ZAZ Chance 1.5, the Delphi MR-140 ECU was used, similar to those used on Chevrolet Lacetti cars.
Mikas 7.6
Application: Slavuta, Tavria, SENS 2002-2007. 55pin ECU Mikas 7.6 is used with 4-pin ignition module 2112, 4-pin Oxygen Sensor Delphi OSP+25368889 and Siemens SME 5WK96930-R DBP. Externally, the block is rectangular, almost square, black. In Tavria and Slavuta cars, the block is located under the "glove compartment", in the SENS car, the M7.6 block is located under the front passenger seat.
Mikas 7.6 is software and hardware interchangeable with the January 5.1 ECU (first hardware implementation) used on VAZ vehicles. The unit is diagnosed through the GM-12 diagnostic socket and is programmed separately from the vehicle (with dismantling), with the "programming permission" being given. M7.6 supports Euro-0 and Euro-2 environmental standards (pair-parallel injection with exhaust gas toxicity control by CO-potentiometer or Oxygen Sensor), has feedback through the detonation channel, as well as programmatically supports distributed injection.
Mikas 10.3+
Application: Slavuta, Tavria, SENS, Chance 2007-2009. There are 3 types of blocks under symbol"M 10.3": Mikas 10.3 (not found in Russia), Mikas 10.3+, and Mikas 11.4 (aka 10.4). All three blocks are interchangeable, but hardware and software are NOT compatible!
81pin ECU Mikas 10.3+ (M11.0.0) is used with , 4x Oxygen Sensor Delphi OSP+25368889 (889) and Siemens SME 5WK96930-R DBP (). Externally, the block is rectangular, silver in color. In Tavria and Slavuta cars, the block is located under the glove compartment, in SENS and Chance cars, the M10.3 + block is located under the front passenger seat.
Mikas 10.3+ is diagnosed and programmed through the GM-12 (or OBD-II in the case of cars younger than 2009) diagnostic block (without dismantling the unit). M11.0.0 software supports Euro-0, Euro-2 and Euro-3 environmental standards (pair-parallel and distributed injection with exhaust gas toxicity control and converter efficiency control), and also has feedback through the detonation channel. A variation of M10.3 is block M11.4, you can distinguish block 10.3+ from 11.4 by a sticker on it (the second line starts with M113 ...) or by the KWP protocol identifier (M11.0.0). M10.3+ blocks are practically indestructible and have great software potential. M10.3+ block software supports all possible configurations, including configurations without TPS. Factory software 096 and 107 was found to be defective. It is recommended to update this software to version 111 or "roll back" to 092.
Mikas 11.4
Application: ZAZ Chance. 81pin ECU Mikas 11.4 (M10.3.0) is used with 3 pin ignition coil 48.3705 , 4 pin Oxygen Sensor 889 and DBP or GM (1.5 8V engine). Block M11.4 is a variation of block M10.3, you can distinguish block 11.4 from 10.3+ by a sticker on it (the second line starts with M114...) or by the KWP protocol identifier (M10.3.0).
Externally, the block is rectangular, gray-silver. In the Chance car, the M11.4 block is located on the front right fender behind the trim at the front passenger's feet.
Mikas 11.4 is diagnosed and programmed via OBD-II diagnostic socket (without dismantling the unit). M11.4 supports Euro-2, Euro-3 and Euro-4 environmental standards (pair-parallel and distributed injection with exhaust gas toxicity control and converter efficiency control) and has feedback through the detonation channel. Block 11.4 has several versions of the bootloader and basic software, as a result of which the block often fails during programming due to version incompatibility, as well as after software calibration of sensors by a scanner or a program that supports (s) previous versions(M7.6, M10.3+), but without certified support for M11.4\12.3. There are initially defective blocks with initially non-working algorithms (such as fuel correction), with which fuel consumption reaches 15 liters or more.
Mikas 11.4+
Application: ZAZ Vida, ZAZ Chance 4th environmental class. 81pin ECU Mikas 11.4+ is used with a 3-pin ignition coil 48.3705, 4-pin oxygen sensors (DK 889) and DBP 110308, GM or Bosch (depending on the engine). The M11.4+ block is a variation of the M10.3 block, you can distinguish the 11.4+ block from 11.4 and 10.3+ by the sticker on it (identifier 44 instead of 30 - for example, M114151SS1344038) or by the year of manufacture of the Chance car (2011 = 11.4; 2012 = 11.4 +). VIDA vehicles are equipped with M11.4+ only. In addition, the marking of the M11.4+ ECU of VIDA vehicles starts with "PIT ..."
Externally, the block is rectangular, gray-silver. In the Chance car, the M11.4 + block is located on the front right fender behind the trim at the front passenger's feet. In the ZAZ Vida car, the M11.4 + block is located on the left wing in engine compartment(under the hood).
Mikas 11.4+ is diagnosed and programmed via OBD-II diagnostic socket (without dismantling the unit). M11.4+ supports Euro-2, Euro-3 and Euro-4 environmental standards (pair-parallel and distributed injection with exhaust gas toxicity control and converter efficiency control) and has feedback through the detonation channel. Block 11.4+ has bootloader versions different from 11.4, as a result of which the block often fails during programming due to version incompatibility, as well as after software calibration of sensors by a scanner or a program that supports previous versions (M7.6, M10 .3+), but without certified support for M11.4\12.3. When trying to establish a connection in diagnostic mode with the M11.4+ program or scanner for M10.3, the block goes into emergency mode: the fuel pump relay closes, the "Ceck Engine" light is displayed, the engine cannot be started. To restore the ECU, it is necessary to disconnect from the diagnostic block and disconnect the battery for a while.
Multitec IEFI (KDAC)
Application: Daewoo Nexia, Daewoo Lanos Chevrolet Lanos. The Multec control unit is used with a 4-pin ignition module or with a distributor and a GM DBP. The block is relatively simple in design. In Nexia and Lanos cars, the control unit is located on the front right fender behind the trim at the front passenger's feet.
The Multec control unit is diagnosed via the GM-12 diagnostic connector and is programmed autonomously (with disassembly). The unit supports Euro-0 and Euro-2 environmental standards (pair-parallel injection with exhaust gas toxicity control using a CO-potentiometer or an Oxygen Sensor), does not have feedback on the detonation channel, but has an ignition table switch (octane corrector) with the ability to choose gasoline with octane numbers 83, 87, 91, and 95. KDAC is not capricious, but it does not have many tuning options. Basically, Multec chip tuning comes down to reducing emissions control and adjusting ignition tables. The most common problem for vehicles equipped with a Multec ECU is incorrect throttle calibration (TPC). The initial throttle position (throttle closed) should correspond to 0.48V (+\- 0.02V) on the TPS. If this calibration deviates upwards, the ignition is shifted and the EPHH is turned off, if it deviates to a smaller one, a failure is observed when pressing the "gas".
Delphi MR-140
Application: Chevrolet Lacetti, Chevrolet Lanos, ZAZ Chance, Daewoo Nexia SOHC. The MR-140 control unit is used with a 3-pin ignition coil and GM DBP. The block is not collapsible, rather complex and capricious. AT Lanos car the MR-140 control unit is located on the bulkhead of the engine compartment under the hood. In the Nexia, the MR-140 unit is located on the front right fender behind the trim at the front passenger's feet.
The MR-140 control unit is diagnosed via OBD-II diagnostic connector, programmed autonomously via K or CAN bus. The unit supports Euro-2 and Euro-3 environmental standards (pair-parallel and distributed injection with exhaust gas toxicity control and neutralizer efficiency control) and has feedback through the detonation channel. MR-140 is a naughty unit (in particular, it requires DPKV training after each timing belt change), and the " check engine"- a frequent "guest" of cars with this control unit. The most common errors for this unit are "low efficiency of the exhaust gas converter" (may appear after 20,000 km of run) and "multiple misfires in the cylinders" - the error appears after replacing the belt Timing and is "treated" by software "training" of the crankshaft position sensor.
ECU applicability table
How to "kill" the control unit
If you want to kill the engine control unit of your car, start the engine, turn off all energy consumers (lights, music, heating) and remove the battery terminals without turning off the engine. The probability of success is 50%. To kill Mikas 7.6, it is enough to constantly start the engine with the "gas" pedal pressed. Sooner or later, the control unit will become unusable. The easiest way is to kill Mikas 11.4: just dig into the bare wire in the diagnostic block, or connect to the diagnostic block with a scanner that does not support Mikas 11.4. If you are an "advanced" user and don't look for easy ways - try loading ECU 11.4 "firmware" from 10.3+ into FLASH memory :)
How to check the computer
When the ignition is turned on Check indicator The engine should light up (self-diagnosis), and the fuel pump should pump fuel. If the Check Engine light comes on, but the pump does not pump, the problem is most likely in the pump circuit. If when turned on Ignition Check Engine does not light up - the ECU is not responding (not working or switched to programming mode) or one of the ECU power circuits is faulty
Commercial firmware ADACT Zaz Sens (Slavuta, Tavria) with ECU Mikas 10.3 (M113).
Firmware designed for cars ZAZ Sens(Slavuta, Tavria) 1.3i with ECU Mikas 10.3(M113) Basic software ABIT AEC 02.33.107, 02.33.111
In firmware:
- Disabled DK2 (transferred to Euro-2 standards)
- Fuel supply in all modes is set using SDC.
- Fixed the problem with the buildup of revolutions when entering the PXX and after starting (Problem solution: GMS)
- Fixed numerous minor bugs in factory calibrations.
- Removed the failure present with a sharp opening of the throttle
- Improved elasticity.
- Optimized dynamics throughout the entire rev range.
Firmwares are available with the following software IDs:
Sens 1.3 02.33.111 without DND and DF:
Mikas10.3(m11)111_sens_1.3_GBO_dnd-df-off.rar
Mikas10.3(m11)111_sens_1.3_nolimits_nolz_dnd-df-off.rar
Mikas10.3(m11)111_sens_1.3_nolimits_dnd-df-off.rar
Mikas10.3(m11)111_sens_1.3_soft_nolz_dnd-df-off.rar
Mikas10.3(m11)111_sens_1.3_soft_dnd-df-off.rar
All the above files in one archive
Whole set: ADACT_Zaz_Sens_Mikas_10.3.rar
Calibrations:(C) Vasily Armeev
Description of firmware ID prefixes:
ori- Original factory calibrations.
SOFT- economical version, reduced fuel consumption (up to 1.5 liters per 100 km) with improved dynamics.
NO LIMITS- a dynamic version, a slight decrease in fuel consumption (when using fuel with an octane rating of at least 95) with a significant improvement in dynamics.
DND-DF-OFF- without a rough road sensor and without a phase sensor, they are disabled by software.
NOLZ- versions with completely disabled lambda regulation and misfire diagnostics, for operation in conjunction with LPG systems.
GBO- versions with completely disabled lambda regulation and misfiring diagnostics, UOZ tables are built for propane, detonation is possible on gasoline, for operation in conjunction with LPG systems, they reduce gas consumption.
Firmware is provided in full flash format, recording is possible with any bootloader that supports work with Mikas 10.3 (M113) blocks
In order to avoid unnecessary problems, I recommend reading the contents of flash + eeprom before recording.
After reprogramming, it is necessary to adjust the fuel supply, at XX - reduce it to the stability threshold XX + a few units, it is also possible to reduce the base one, this will further reduce fuel consumption. At the same time, acceptable dynamics will be maintained due to the fact that our firmware provides normal work so-called accelerator pump. Changes in the base fuel supply can be controlled on the move, you should not get carried away with an excessive decrease in values.
Composition and design
Chevrolet Lanos and ZAZ Chance are equipped with four-cylinder gasoline engines produced in Ukraine and South Korea with distributed fuel injection and electronic control. All vehicles are equipped catalytic converter exhaust gases, which implements compliance with the requirements of Euro-3 toxicity standards.
The electrical equipment of vehicles is made on a single-wire system, the negative terminals of power sources and consumers are connected to the "mass" (body and power unit) car. The rated voltage of the on-board network is 12 V; fuses are used to protect electrical circuits.
On these cars, a system of distributed phased injection is used: fuel is supplied to each cylinder in turn, in accordance with the order of operation of the engine.
The electronic engine control system (ECM) consists of an electronic control unit (ECU), sensors that provide reading of engine and vehicle operation parameters and actuators.
ECU is the electronic unit operating under the control of a microcontroller.
The ECU contains two types of memory:
Random access memory (RAM) based on Flash-memory, fault codes (errors) that occur during the operation of the ECM are recorded in it. RAM memory volatile - when disabled battery its contents are not saved.
A non-volatile programmable read-only memory (EPROM) that stores the ECM control program.
The ECU controls the actuators: ignition coil, fuel injectors, electric fuel pump, regulator idle move, oxygen sensor heaters and other components. The ECU has a self-diagnostic function that determines the presence or absence of ECM malfunctions. When a fault occurs, the warning light on the dashboard.
In the ZAZ Chance car, the Mikas 10.3 ECU is located under the dashboard, it is fixed on the heater housing (Fig. 1). On a Chevrolet Lanos car, the MR-140 ECU is installed in the engine compartment on the front panel (Fig. 2).
Rice. 1. Location of the ZAZ Chance ECU
Rice. 2. Location of the ECU on a Chevrolet Lanos car
The ECM of the cars in question includes numerous sensors, we will consider them in more detail.
crankshaft position sensor
The sensor is designed to generate a pulse signal, on the basis of which the controller determines the position of the crankshaft relative to the top dead center (TDC) and the frequency of its rotation. Based on the results of measuring these parameters, the controller generates control signals for the injectors and the ignition system, and also generates a signal for the tachometer.
Structurally, the sensor is a coil on a magnetic circuit. A toothed disk is located on the crankshaft of the engine, during the rotation of which a pulsed voltage is created in the sensor coil. The gap between the magnetic circuit of the sensor and the teeth of the disk is 1 mm.
The sensor is mounted on the camshaft cover housing (Fig. 3). A fragment of the ECM circuit with a crankshaft position sensor is shown in fig. 4 (pos. 6).
Rice. 3. Location of the crankshaft position sensor
Rice. 4. ECM scheme (fragment 1): 1 - fusible insert (80 A); 2, 3 - fuses (15 A); 4 - ignition coil; 5 - electronic engine control unit; 6 - crankshaft position sensor; 7 - connecting block; 8 - fuse (10 A)
Manifold absolute pressure and temperature sensors
The absolute pressure sensor converts the vacuum in the absolute pressure in the intake manifold into an electrical signal, from which the ECU determines the engine load. The output voltage of the sensor changes according to the change in absolute pressure from 4.9 V (throttle fully open) to 0.3 V (throttle closed).
The sensor is installed in the engine compartment, fixed on the bulkhead of the bulkhead (Fig. 5) and connected by a flexible hose to the inlet pipe.
Rice. 5. Location of the absolute pressure sensor in the intake manifold
In the same place, on the intake manifold pipe, a resistive-type air temperature sensor is installed. The resistance of the sensor is inversely related to the temperature of the air passing through the intake pipe (100 kOhm - at a temperature of -40°C, 100 Ohm - at a temperature of about 90°C).
A fragment of the ECM circuit with absolute pressure and temperature sensors in the intake manifold is shown in fig. 6 (respectively pos. 5 and 7) .
Rice. 6. ECM scheme (fragment 2): 1- idle speed controller; 2 - electronic engine control unit; 3 - coolant temperature sensor; 4 - position sensor throttle valve; 5 - air pressure sensor in the intake manifold; 6 - pressure sensor in the air conditioning system; 7 - air temperature sensor in the intake manifold
Oxygen concentration sensor
This sensor is used in conjunction with an exhaust gas catalytic converter and is screwed into a threaded hole exhaust manifold(Fig. 7). The sensitive part of the sensor is located in the direct flow of exhaust gases, the sensor generates an alternating voltage in the range of 50...900 mV, depending on the oxygen content in the exhaust gases and the temperature of the sensing element. ECU uses sensor readings to maintain a constant stoichiometric composition fuel mixture. A fragment of the ECM circuit with an oxygen concentration sensor is shown in fig. 8 (pos. 9).
Rice. 7. Location of oxygen concentration sensors
Rice. 8. ECM scheme (fragment 3): 1, 2 - fuses (15 A); 3 - fusible insert (80 A); 4 - fusible insert (15 A); 5 - fuel pump relay; 6 - diagnostic block of the fuel pump; 7 - fuel pump; 8 - electronic engine control unit; 9 - oxygen concentration sensor; 10 - octane corrector (installed on parts of cars); 11 - fuel rail
To analyze the work of the redox properties of the converter, a diagnostic oxygen concentration sensor is used, which is installed in the lower part of the muffler, after the converter.
The principle of operation of the sensor is similar to that of an oxygen concentration sensor; with a working neutralizer, the voltage generated by the sensor is in the range from 550 to 750 mV.
coolant temperature sensor
The sensor is a thermistor, the resistance of which decreases with increasing coolant temperature (at -40°C, the sensor resistance is about 100 kOhm, and at +100°C - about 65 Ohm).
Based on the obtained resistance value, the ECU determines the temperature of the engine and takes it into account when calculating adjustment parameters fuel injection and ignition.
The coolant temperature sensor is mounted on the engine block. The scheme of its connection to the ECM is shown in fig. 6 (pos. 3).
Design features throttle assembly
The dosing of the air entering the engine intake pipe is performed by the throttle assembly.
It is fixed on the intake manifold receiver, it includes a throttle position sensor, an idle speed controller, which is mechanically connected to the throttle valve.
The throttle assembly is mechanically controlled by a cable connected to the accelerator pedal and to the throttle mechanism.
On fig. 9 shows a general view of the throttle assembly and its location on the car, in fig. 10 - the main components of the throttle assembly.
Rice. 9. General view of the throttle assembly and its location on the car
Rice. 10. The composition of the throttle assembly and the design of the IAC: 1 - the body of the throttle assembly; 2 - adsorber purge fittings; 3 - fittings for supplying and discharging coolant; 4 - IAC; 5 - TPS; 6 - gasket; 7 - intake manifold receiver; 8 - intake manifold hose; 9 - air flow; 10 - conical rod IAC
idle speed controller
The idle speed controller (IAC) is mounted on the throttle assembly housing. The regulator is a two-pole stepper motor with two windings and a cone valve connected to the stem. The conical part of the IAC rod is located in the bypass air supply channel and regulates the idle speed of the engine. IAC is controlled by a signal generated by the ECU.
On fig. 10 shows the place of the IAC in the composition of the throttle assembly and the principle of its operation. The scheme for connecting the IAC to the ECM is shown in fig. 6 (pos. 1).
The resistance of the IAC windings is in the range from 40 to 80 ohms.
Throttle position sensor
The throttle position sensor (TPS) is mounted on the throttle assembly housing, which is mechanically connected to the throttle valve axis. It is a potentiometric type resistor, the moving contact of which is connected to the ECU, which allows, based on the output signal from the sensor (voltage level), to determine the position of the throttle.
When the throttle is open, the voltage at the sensor is in the range of 4.0 ... 4.8 V (5.5 ... 7.5 kOhm), and when the throttle is closed, it is 0.5 ... 0.8 V (1 ,0...3.0 kOhm). On fig. 6 shows a diagram of connecting the TPS to the ECM (pos. 4).
Also, the throttle assembly in its composition has channels for coolant and adsorber purge.
Most of the work on the removal and installation of the elements of the throttle assembly during repair is performed without dismantling the throttle assembly from the intake manifold receiver.
In the event of a malfunction or an emergency situation in the operation of the vehicle's ECM, the regular self-diagnosis system is activated, which signals this by turning on the signal lamp located on the dashboard. After the malfunction in the ECM system is eliminated and the error code is deleted from the memory of the controller, the signal light turns off.
After starting the engine with a good ECM system, the signal lamp should go out after a while.
To carry out troubleshooting work, you should carefully study the device and the diagram of the electrical equipment of the car.
During troubleshooting, you should arm yourself with diagnostic tools that will help you correctly identify one or another problem node or element.
The simplest and most basic device can be a multimeter, which allows you to measure voltage, current and resistance.
In addition, diagnostics can be control lamp 12V with probes connected to it, non-standard equipment, self-assembled, as well as a specialized diagnostic tool or a PC-based device with a specialized program installed that allows you to read fault codes from the ECU memory.
It is recommended that you check the following circuits before beginning troubleshooting:
Reliability of connections of battery terminals and wire harness connectors;
Serviceability of safety locks, lack of short circuits in chains of the blown fuse.
A specialized diagnostic tool or a PC-based tool can be used to perform diagnostics. These devices are connected to a diagnostic block located in the passenger compartment, with right side under the dashboard (Fig. 11). On fig. 12 shows the pin assignment of the diagnostic block.
Rice. 11. General view of the location of the diagnostic block in the car
Rice. 12. Assignment of the contacts of the diagnostic block: 4, 5 - "ground" (-12 V); 7 - K-Line data bus; 16 - +12V battery bus
It should be remembered that when carrying out work related to the vehicle's electrical system, it is necessary to disconnect the negative terminal from the battery.
It should also be noted that in no case should the terminal be disconnected from the battery while the engine is running - this can lead to failure of the computer and other components of the vehicle's electrical equipment.
Quite often there are malfunctions of these cars associated with a violation of the contacts in the pads of the electrical equipment harnesses. In this regard, before carrying out diagnostic and troubleshooting work, the quality of all connections in the harness blocks should be checked.
Consider some defects associated with a malfunction of the ECM.
Ignition on crankshaft cranks but engine won't start
To start work on the search and detection of damage, you should check the operability of the alarm system installed on the car, the state of the F15 (15A) fuse, which is in mounting block.
Check the following points:
The presence of voltage on the contacts of the ignition switch;
The performance of the fuel pump relay and the pump itself, (the relay is located in the mounting block in engine compartment);
Status of fuse F17 (15A), which is also located in the mounting block.
Fuel pump (or submersible fuel module) rotary type with electric drive, installed directly in fuel tank. The design of the pump is non-separable and the pump cannot be repaired. The pump also includes a fuel gauge sensor.
Unstable operation of the ignition system can be caused by unstable or complete inoperability of the injectors of the fuel injection system. fuel injectors are attached to a ramp through which fuel is supplied under pressure.
The injectors are checked by the method of "ringing" the circuits supplying the injectors. In addition, when checking fuel system check the mechanical fuel pressure regulator.
Highly low rpm the engine is idling, or it stalls, the malfunction lamp on the dashboard is lit
At the time of the occurrence of this fault, start the test with the condition air filter(degree of contamination), the quality of the connection and the condition of the hoses and pipes of the crankcase ventilation system, sticking of the throttle actuator, the operation of the coolant temperature sensor.
If no malfunction is found, check the operation of the idle speed controller. IAC failures are most often associated with the consequences of malfunctions of the piston group, air leakage at the places where the regulator body adjoins the throttle body, as well as poor-quality manufacturing of the IAC itself.
The operation of the engine is accompanied by interruptions and jerks with increasing load
Check spark plugs high voltage wires(the resistance of the wires between the tips should be in the range from 15 to 25 kOhm).
If the problem persists after these checks, it is checked by replacing it with a known good ECU.