Trionic Engine Management System
Cars Without ETSThe Trionic is an engine management system in which fuel injection, ignition timing and boost pressure control are integrated into a single system having a common control module.
There are many similarities between the Trionic, LH and DI/APC systems, but the Trionic incorporates a number of new components and functions.
Compared with earlier LH-DI/APC systems, the most important electrical changes are as follows:
^ One control module instead of two.
^ Mass air flow sensor 205 is replaced by a sensor for measuring the pressure in intake manifold 431 and intake air temperature sensor 407.
^ Knock sensor 178 is replaced by a knock sensor function (ionization measurement) integrated into a new ignition discharge module (346).
^ Injectors 206 are controlled sequentially, i.e. the control module can control each injector individually.
Trionic Control Module
Control module 430 monitors and controls a number of functions.
The Control Module Obtains Information From:
^ Ignition switch 20
^ Brake light switch 29
^ Reversing light switch 31
^ Idle speed compensation switch 76
^ Speed sensor 132
^ Oxygen sensor 136
^ Antifrost thermostat 171
^ Engine coolant temperature sensor 202 -
^ Throttle position sensor 203
^ Crankshaft position sensor 345
^ Ignition discharge module 346
^ Intake air temperature sensor 407
^ Manifold absolute pressure sensor 431
^ Cruise Control system control module
The Control Module Sends Information To:
^ SHIFT UP indicator lamp 47K
^ Fuel pump relay 102
^ Tachometer (rev counter) 110
^ A/C and ACC relay 156 (via pressure switch 166)
^ Boost pressure control valve 179
^ Throttle position sensor 203
^ Injectors 206
^ EDU trip computer' 210 (CHECK ENGINE)
^ Main relay 229
^ Preheating element, oxygen sensor 271
^ Idle air control valve 272
^ EVAP canister purge valve 321
^ Ignition discharge module 346
^ Scan tool diagnostics data link connector 347
^ Manifold absolute pressure sensor 431
Adaptation
If the battery or control module has been disconnected, adaptation of the system will have to be performed (NOTE: correct basic charging pressure).
Any diagnostic trouble codes stored in the system will have disappeared, which means that the car must be driven for a while so that the diagnostic trouble codes will be generated afresh.
Power Supply
The system is supplied with positive voltage via fuse 13 to relays 443 and 102 when the ignition switch is in the Start or Drive position and also with constant current (via the +30 circuit) to relay 229 and AMF control module 430.
Fuel Supply
Fuel is supplied through fuel pump 323 building up pressure in the system.
The fuel supply function is adaptive, which means that the supply of fuel is continually adapted to any wear, changes in components, etc. that may occur.
Data Link Connector 348
The data link connector for connecting the ISAT scan tool is located under the right-hand front seat.
A direct connection to fuel pump relay 102 has been introduced during the model year.
Spark Plug Burn-off
Automatic spark plug burn-off is carried out with a burst of sparks every time the engine is switched off.
Burn-off is carried out on all cylinders simultaneously for 5 seconds at a frequency corresponding to 6000 rpm.
IMPORTANT: Current for the Trionic engine control module and ignition discharge module is supplied via the engine management system's main relay, which is activated 5 seconds after the engine has been switched off with the ignition key.
Upshift Indication 47K
Upshift indication is fitted to cars with a manual gearbox in the US and CA markets (legal requirement).
The system helps the driver to take best advantage of the characteristics of the engine and so achieve as low fuel consumption and emissions as possible. This is accomplished by means of lamp 47K in the main instrument display panel which lights when a higher gear should be engaged, that is to say when engine speed reaches certain levels.
Cars With Automatic Transmission
When the selector lever is moved to any drive position, contact 76 in transmission range switch 239 closes and causes the control module to raise idling speed to compensate for the increased load.
Tachometer (rev counter)
Tachometer 110 in main instrument display panel 47 is supplied with current via fuse 13 and distribution terminal +15. Control pulses are received from control module 430 to show the engine speed.
Exhaust Emission Control, Lambda
The system is connected to an adaptive closed loop (Lambda) system which compensates for changes in the fuel-air mixture (due to changes occurring in the system).
Since oxygen sensor 136 continuously measures the oxygen content of the exhaust emissions, the control module can adjust the fuel-air mixture so that it is as close as possible to lambda = 1.
Sensor preheater 271 is connected via fuse 28. Preheating is disconnected via control module 430.
Boost Pressure Control Valve 179
The boost pressure control valve regulates turbo boost pressure by means of input and output signals from the control module.
As boost pressure is continuously adapted to the fuel octane rating and engine working conditions, the setting margins that must normally be observed to avoid engine damage do not have to be followed. Because of this, the fuel being used at any time can be utilized to maximum effect.
Air Conditioning, A/C
The Trionic control module receives information from antifrost thermostat 171 to the effect that the A/C system is engaged.
The control module then grounds A/C relay 156 via pressure switch 166.
When the A/C compressor is engaged, the control module increases engine idling speed to compensate for the increased load represented by the compressor.
Coolant Temperature Sensor 202
Temperature sensor 202 is of NTC type and informs the control module of the temperature of the coolant.
In the event of a break in this signal, the control module simulates a temperature of 26°C.
Throttle Position Sensor 203
Throttle position sensor 203 provides the control module with information on the position of the throttle butterfly. The sensor gives the angle continuously from idling speed to wide open throttle.
CHECK ENGINE
The CHECK Engine lamp (MIL) in EDU 210 lights up when serious and emission-related faults occur in the system.
Idle Air Control Valve 272
The idle air control valve (IAVC) is controlled by means of current variations from the Trionic engine control module. The control module controls the valve opening angle so that a regulated air flow is let past the throttle butterfly.
If a fault should arise in the valve, it will be automatically set to a constant idling speed of about 1200 rpm.
EVAP Canister Purge Valve 321
The EVAP canister purge valve located on the evaporative emission canister is opened and closed via the control module.
Crankshaft Position Sensor 345
The control module obtains information on the position and speed of the crankshaft from the crankshaft position sensor.
The sensor consists of a slotted ring on the crankshaft at the flywheel end and an inductive sensor mounted in the engine block. The inductive sensor works rather like a small alternating current generator, the sinusoidal voltage and frequency of which increase with increasing rpm. The sinusoidal voltage alternates between positive and negative polarity, which is achieved by means of teeth on the slotted ring.
This polarity alternation is used by the control module to ascertain the speed of the engine and to identify which cylinder's piston is at or approaching TDC.
If the sensor is not working, the engine will not start.
Ignition Discharge Module 346
The ignition discharge module incorporates a transformer which increases the voltage to 400 V, a capacitor in which the voltage is stored, integrated ignition coils (not replaceable) and a built-in knock sensing function.
WARNING: Attempting to start the engine with the ignition discharge module removed and with the spark plugs not grounded can ruin the ignition discharge module.
Intake Air Temperature Sensor 407
The intake air temperature sensor is located in the intake manifold. It is of NTC type and sends a continuous signal to the control module about the air temperature.
Low temperature = High voltage
High temperature = Low voltage
On the basis of the current air pressure (from manifold absolute pressure sensor 431) and the temperature of the intake air, the current air mass can be determined.
Manifold Absolute Pressure Sensor 431
The Trionic system incorporates manifold absolute pressure sensor 431 which continuously senses the pressure in the intake manifold.
The Manifold Absolute Pressure (MAP) sensor passes on this information to the Trionic control module in the form of voltage signals.
Low pressure = Low voltage
High pressure = High voltage
Using the current air pressure and temperature data (from intake air temperature sensor 407) in the intake manifold, current air mass can be ascertained.