[Erich]

Zitat von Setech

Nö Zündung an heißt erst einmal Benzin Einspritzen dabei läuft die Pumpe kurz an. Beim Anlasser an dreht dann auch die Pumpe mit. Ich habe das mal irgendwo gelesen, vielleicht auf Bimmer oder sogar hier.

Ganz kurz

Hab ich mal rausgefunden und gepostet fuer die 1.1 und 1.3, bei der 1.2 und 1.7 wird es gleich sein, wird wohl bei allen so sein. Hier kopiert:

When the ignition is switched on. the ECU briefly earths fuel pump relay contact 85 at ECU terminal 3. This energises the relay winding, which closes the relay contact and connects voltage from terminal 30 to terminal 87, thereby providing voltage to the fuel pump circuit. After approximately one second, the ECU opens the circuit and the pump stops. This brief running of the fuel pump allows pressure to build within the fuel pressure lines, and provides for an easier start.
The fuel pump relay circuit will then remain open until the engine is cranked or run. Once the ECU receives a speed signal from the CAS, the relay winding will again be energised by the ECU, and the fuel pump will run until 3 seconds after the engine is stopped. The 3 seconds delay in switching off the pump relay allows the fuel pump to maintain pressure on engine shut-off to avoid engine run-on. In addition, on some vehicles control of the OS heater is made through a separate OS relay. Once the ignition is switched on, a voltage supply is made to the OS heater relay terminals 30 and 86. When the engine is started, the ECU connects relay terminal 85 to earth through ECU pin 23. The relay actuates and the output voltage at terminal 87 provides voltage to the OS heater. The ECU switches off the relay under certain conditions of speed and load.


Und hier der Rest:

Bosch Motronic 1.1/1.3 BMW

Motronic 1.1 and 1.3 are an evolution of the early Motronic EMS fitted to previous BMW vehicles during the early to middle 1980's. Motronic 1.1 was first fitted to some 6 cylinder models in 1987 and was superseded in 1988 by Motronic 1.3. The main differences between 1.1 and 1.3 concern the SD feature. 1987 versions of M1.1 contained some small differences to the 1988 version. The Motronic EMS is a fully integrated system that controls primary ignition, fuelling and idle control from within the
same ECU. Although only 6 cylinder engines were equipped with M1.1, when M1.3 was introduced, both 4 and 6 cylinder engines were equipped with this later version.
The ignition point and injection duration are jointly processed by the ECU so that the best moment for ignition and fuelling are determined for every operating condition. The injection function of the Motronic system is based on the well tried 'L' jetronic system, although a number of refinements have improved operation. A 55 pin connector and multi-plug connects the ECU to the battery, sensors and actuators.
Basic ECU operation
A permanent voltage supply is made from the vehicle battery to pin 18 of the ECU. This allows the self-diagnostic function to retain data of an intermittent nature. Once the ignition is switched on, a voltage supply to ECU pin 27 (not 1987 M1.1) and to the ignition coil is made from the ignition switch. This causes the ECU to connect pin 36 to earth, so actuating the main fuel injection relay. A relay switched voltage supply is thus made to ECU pin 37, from terminal 87 of the main fuel injection relay. The 1987
M1.1 system relay is connected to earth and not to the ECU. However, once the ignition is switched on the relay operation is similar to later models. The majority of sensors (other than those that generate a voltage such the CAS, CID, KS and OS), are now provided with a 5.0 volt reference supply from a relevant pin on the ECU. When the engine is cranked or run, a speed signal from the CAS causes the ECU to earth pin 3 so that the fuel pump will run. Ignition and injection functions are also activated. All actuators (Injectors, ISCV, CFSV etc), are supplied with nbv from the main relay and the ECU completes the circuit by pulsing the relevant actuator wire to earth.
Signal processing
Basic ignition timing is stored in a two dimensional map and the engine load and speed signals determines the ignition timing. The main engine load sensor is the AFS and engine speed is determined from the CAS signal. Correction factors are then applied for starting, idle, deceleration and part and full-load operation. The main correction factor is engine temperature (CTS). Minor correction to timing are made with reference to the ATS and TS signals. In addition, other factors that influence ignition timing are signals from the Electronic Throttle Control, Automatic Stability Control, Engine Torque Control and Electronic Transmission Control where all or any of these components are so fitted.
The basic AFR is also stored in a two dimensional map and the engine load and speed signals determines the basic injection pulse value. Motronic calculates the AFR from the AFS signal and the engine speed (CAS). The AFR and the pulse duration are then corrected on reference to ATS, CTS, battery voltage and position of the TS. Other
controlling factors are determined by operating conditions such as cold start and warm-up, idle condition, acceleration and deceleration. In models with an ISCV, Motronic accesses a different map for idle running conditions and this map is implemented whenever the engine speed is at idle. Idle speed during warm-up and normal hot running conditions are maintained by the ISCV. However, Motronic makes small adjustments to the idle speed by advancing or retarding the timing, and this results in an ignition timing that is forever changing during engine idle.
Adaptive function
The ECU is adaptive to changing engine operating characteristics and constantly monitors the data from the various sensors (ie MAP, ATS, CTS and TPS). As the engine or its components wear, the ECU reacts to new circumstances by adopting the changed values as a correction to the basic Map. When the adaptive map is used in conjunction with the OS, Motronic is able to respond much more quickly and retain tighter control over the changing gases in the exhaust system. During closed loop operation the basic injection value is determined by the values stored in the map for a specific rpm and load. If the basic injection value causes exhaust emissions outside of the Lambda value (ie 0.98 to 1.04 AFR) the mixture would be too rich or too lean and the OS would signal Motronic which in turn will correct the mixture. However, this response takes a little time and so Motronic learns a correction value and adds this 'Adaptive' values to the basic map. From now on, under most operating conditions, the emissions will be very close to Lambda and so, after reference to the OS signal, the ECU will only need to make small corrections to keep it that way.
Adaption and correction of the map occurs during the following engine operations.
CFSV operation
ISCV operation
Idle mixture adjustment
part load mixture adjustment
Operation of the CFSV introduces a combustible mixture to the engine that is compensated for by the fuel evaporation adaptive correction values after detection by the OS..
Self Diagnostic function
The Motronic 1.3 system has a self-test capability that regularly examines the signals from engine sensors and internally logs a code in the event of a fault being present. This code can be extracted from the Motronic Serial Port by a suitable Fault Code Reader. If the fault clears, the code will remain logged until wiped clean with a suitable FCR, or until the engine has been started for more than 5 times - when the fault code is self initialising. An ECU that retains codes for faults of an intermittent nature is a
valuable aid to fault diagnosis.
Motronic 1.1 1987 to 1988: The ECU will store a maximum of 5 fault codes.
Motronic 1.3 from 1989: The fault code memory is extended to contain all fault codes that are detected by the EMS.
In vehicles sold in the USA, when the ECU detects that a some faults are present it earths pin 15 and the Check Engine warning lamp on the dash will light. The lamp will stay lit until the fault is no longer present. A warning lamp is not fitted to vehicles sold in other markets. The faults that will turn on the lamp are mainly those concerned with emissions. Other faults are logged by the ECU but the lamp will remain out.
Limited Operating Strategy (LOS)
In the event of a serious fault in one or more of the sensors or their wiring circuits, Motronic will substitute a fixed default value in place of the defective sensor. This procedure is often termed limp home. A serious fault occurs when the signal from the sensor is outside of its normal operating parameters.
When operating in LOS the engine may actually run quite well with failure of one or more minor sensors. Since the substituted values are those of a hot engine, cold starting and running during the warm-up period may be less than satisfactory. Also, failure of a major sensor, ie the AFS, will tend to make driving conditions less easy. Once the fault has cleared, Motronic will once more accept the live signal from the sensor. The following LOS measures are taken in the event of a failure