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Introducing M22O

Generic Electronic Control Unit (ECU) with 2x CAN interfaces, precision 12-bit analog inputs, multiple timer inputs suitable for engine control, a selection of medium current outputs and one high current high-side/low-side pair of outputs for precision inductive load control up to 15A. Applications include Engine Control, Engine Control Module (ECM), Fuel System Control, Electric Vehicle (EV) Supervisory Control, Vehicle Control Unit (VCU) and Hybrid Control Unit (HCU)

Pi Product: M220


  • High performance 32-bit Freescale microprocessor
  • Supports up to 2 high speed CAN 2.0 A/B (ISO 11898)
  • Multiple digital/analog inputs
  • Multiple digital/PWM outputs
  • Protection against double and reverse battery, load dump, and over-current on outputs
  • 12V/24V system voltage
  • Open/Short circuit detection on outputs
  • Supported platform software: OpenECU

Build Options

At additional cost it is possible to build options that will modify the hardware specification within certain limits.

Custom Variations

Pi Innovo engineering services can rapidly develop custom ECUs based on the reusable block designs within OpenECU.

Development Tools

  • Simulink™/RTW based development platform
  • Simulink™ RTW-Embedded Coder blockset, as well as a C API function library to support C language implementation of code (or TargetLink™)
  • Reprogramming via CAN using CCP
  • Calibration: ATI Vision™ or ETAS INCA™
  • Processor JTAG port accessible internally

Hardware Specifications

Processor Freescale MPC5534
Clock Rate 80Mhz
Code Space up to 768KB
RAM Space 832KB
Calibration Space 256KB
Supply Voltage 7V to 32V
Standby Current 0.25mA @ 12V
Sensor Supply 1 x 5V / 250mA
High Speed CAN 2.0 2x
Analog 12
Differential VRS 1 x (2 pins)
Single Ended VRS 2
Frequency 1
Digital 4
Cam Shaft 2x ±157V
Crank Shaft 1x ±157V
H-Bridge 1 (2 pins) - 5A
High Side Switch 1 x 15A
PWM Low Side 2 x 100mA
PWM Low Side 2 x 250mA
PWM Low Side 6 x 2A
Low Side Injector 1 x 15A / 5A (software configurable)
Vibration 6g random RMS
Dimensions (mm) 155 x 115 x 39
Weight 520g
Connector 46 pin
Enclosure Aluminum
Location Chassis mount
Operating Temperature -40°C to 105°C
Environmental Protection IP69K


M220 Applications Include:

Application Description
LPG / CNG / LNG Fuel System Controller Alternative fuel systems like LPG, CNG or LNG provide enhanced fuel economy and maintain exhaust emission levels. As a Fuel System Controller or Alternative Fuel Control Module (AFCM) the M220 can be used for fuel injection, high pressure tank control and fuel system monitoring or control.
Various novel / experimental engine technologies Modular architecture of OpenECU platform software and M220 ECU can be used for engine development and testing by developing model based control software.
Engine Control Module M220 can be used for two-stroke engine control design and development.
Active Damping Control System Enhanced safety, stability and ride control can be achieved with active damping control system with the M220.
Motor Controller The combination of M220 and S090, can be used for PWM controlled actuators and/or DC motors (brushed or brushless).


For complete M220 Pinout download, click here.
This is a default configuration, optional configuration available, please contact us.
For a full list of downloads click here.



Pi provides model-based engine control solution and knowledge transfer to customer

M220Pi Innovo helped a major small engine manufacturer transition to modern model-based engine control development by helping them build their own internal department at the company’s global headquarters. The customer designs and produces advanced, clean, high performance small engines with EFI for the consumer and commercial markets.As of 2016, they had not previously developed their own electronic engine controls in-house. Adding this capability was a new challenge for them, with a goal to provide advanced capability and better product differentiation in their highly competitive marketplace.

The initial engagement that Pi Innovo undertook, in collaboration with the customer, delivered the following:
1) Base engine control software designs
2) On-site training that included exercises for on-engine first fire activities using an M220 OpenECU controller
3) Recommendations to take the designs through to production

Pi Innovo’s engine control software and documentation were the basis of the project. These designs were delivered to the customer for their own future production use. This software was tailored by Pi Innovo engineering staff for the specific types of gasoline engines used by the customer, with special emphasis on ETC, sequential fuel injection without a cam position sensor, cylinder balancing, and full-load engine speed governor logic.

Knowledge transfer was a key customer requirement since they were building a new controls team that needed to be self-sufficient for enhancements for future engine programs. The design and technical documentation were critical aspects of this, along with the software itself. Pi Innovo also created example models for the customer that used additional core capabilities of the OpenECU toolchain for J1939 and service tool interactions.


Training was conducted during the first installation of the Pi Innovo M220 ECU on the customer’s engine, which occurred at the customer’s engine development and test facility. Pi Innovo engineers provided guidance for connecting the ECU, and then performed the initial engine bring-up. Once the engine was running, customer engineers were given in-person tutorials about using and modifying the engine controls, including adding new software content, ECU communication and reflash, calibration, and datalogging. This on-engine experience was extremely valuable for the customer’s engineers to take ownership of the controls. After just two days of calibration exercises, the joint team was able to achieve load transient performance and engine speed stability surpassing the previous 3rd-party systems the customer had used. Pi Innovo supplied all the documentation, source code, software tools, hardware, and wiring necessary for the customer’s own internal development.

Pi Innovo also provided consultation regarding volume production of the ECU hardware. Pi Innovo engineers and procurement staff provided open and specific guidance for production considerations. These recommendations were presented in a context where Pi Innovo is not necessarily the production supplier - which allows the customer to explore all avenues of production supply. And, because the software designs are modular, documented, and use industry-standard tools (e.g. Matlab Simulink), the customer can expect to leverage the controls experience and design familiarity from the in-person training, even if a different toolchain is used for production units.

Since this project completed, Pi Innovo continues to provide OpenECU support to the trained team and works closely with the customer to explore new opportunities that use Pi Innovo experience with additional advanced engine types.

Active Damping System for Commercial Armored Vehicles



An armored  Chevrolet Suburban equipped with Pi Innovo's OpenECU for active damping control.


Adding 3000lb+ mass to the vehicle body when armoring the passenger compartment significantly raises the center of gravity, adversely affecting:

  • Body roll
  • Increased risk of roll-over
  • Pitch
  • Yaw
  • Braking stability
  • Ride quality
  • Soft springs - too much body motion
  • Hard springs - harsh ride
  • Traction on rough surfaces
  • Durability
  • Harshness, jounce crash, etc.

Pi Innovo, working with an armored vehicle manufacturer, developed a solution to the stability and ride control challenges presented by armored passenger vehicles – the Active Damping Control System – and installed it on a 2011 Chevrolet Suburban demonstrator vehicle.

This system provided enhanced safety, stability and control by actively adjusting damping forces to match vehicle operating conditions

  • As speed increases, more damping is provided to maintain control and give greater ride comfort
  • During braking, more damping is provided to control front suspension dive and give greater control for maneuvering
  • At low speeds, less damping is provided to give optimum traction and ensure ride comfort is maintained
System Architecture

Pi Innovo’s system included a low cost embedded controls Electronic Control Unit (ECU), electronically-controlled dampers, accelerometers, and the associated wiring harness to connect with the vehicle for power and CAN bus communications.

  • All four conventional dampers on the vehicle were replaced with electronically-controlled dampers.
  • Accelerometers were mounted to the axle or wheel hub at all four corners of the vehicle, to determine each damper’s instantaneous direction of travel.
  • A Pi Innovo OpenECU M250 rapid controls prototyping controller, including model based control software, was used to provide the electrical current supplied to the electronically-controlled dampers.
  • The ECU utilized two CAN channels: one to communicate with a programming and calibration tool, and the other to receive vehicle CAN bus messages, such as vehicle speed and brake status.
System Operation

The system adjusted damping forces at each wheel, based upon a combination of inputs:

  • Vehicle Speed (CAN message)
  • Brake Actuation (CAN message)
  • Wheel Travel Direction (accelerometer)
  • Steering Wheel Angle (CAN message)

There are several types of commercially-available electronically-controllable dampers. The prototype system installed on Pi Innovo’s Chevrolet Suburban demonstrator vehicle utilized off-the-shelf GM MR-fluid type dampers.

Alternatively, the Pi Innovo Active Damping Control System was designed to support an electronically-controlled needle-valve type damper.

Results and Impact

During vehicle testing in comparison to a vehicle in typical armored configuration, the ride quality and handling were seen to be greatly improved and much closer to the base vehicle’s pre-armoring ride performance.

In summary, the benefits of active damping control seen were:

  • Better comfort and ride across a variety of terrains
  • Better dynamic handling
  • Increased traction on rough surfaces
  • Decreased risk of vehicle roll over
  • Increased vehicle durability due to decreased shock and vibration (estimated; no durability testing was undertaken, but no failures were seen).

Luke Hayward, former US Army Special Forces and now CEO of Kinetic Options LLC, who provide driver training for current Special Forces operators, described a Chevrolet Suburban with this kit:

“With the advanced suspension system, [it is] by far the best armored NTV [Non-Tactical Vehicle] I have ever driven”, and that “During driver training maneuvers the Special Forces operators…all commented that the armored Suburban with the Active Damping Control System was the best handling armored vehicle they had ever driven.”

Kurt Delia, former SWAT Team leader and now President of Delia Tactical International, having conducted driver training using a Chevrolet Suburban with Pi Innovo’s suspension system, commented:

“I was extremely impressed with the quality and performance of the vehicle… [the] suspension system is second to none and far exceeded our staff driving instructor's expectations”.

Project Features

The project consisted of software development, hardware integration, on-vehicle testing and software calibration.

The demonstrator system consisted of the following:

M250DS 2


  • Armored 2011 Chevrolet Suburban
  • From the armored vehicle manufacturer partner
  • Off-the-shelf GM suspension components
  • MR dampers from Cadillac Escalade/GMC Yukon Denali
  • Up-rated springs and jounce bumpers
  • Selected by the armored vehicle manufacturer partner
  • “Helper” springs left off (typically used in this application)
  • Short jounce bumpers (long bumpers typically used in this application)
  • Pi Innovo OpenECU rapid controls prototyping controller
  • With custom model based software calibrated for this vehicle

The project was three months in initial development and approximately one month of tuning and evaluation time (spread over an additional three months).

OpenECU Platform Used to Develop Torque-based Traction Control


Pi Innovo was asked to provide traction control based on output torque management from front, rear and center differentials of a light-duty 4WD vehicle to increase off-highway mobility and performance.  Prior to the development of this system, the vehicle was configured for full-time 4WD with open differentials.  This previous configuration required the driver to modulate any wheel-spin by use of the brakes, requiring extensive driver training and an increase in driveline wear-related maintenance.


Pi Innovo’s engineering team used the OpenECU rapid controls prototyping platform to develop custom vehicle control systems algorithms to provide individual wheel torque management via hydraulic-controlled limited-slip differentials.  Inputs were individual wheel speeds, overall vehicle speed, steering position, transmission gear position, and driver torque demand (accelerator pedal).  The control software balanced the torque being provided to each wheel based on differences in individual wheel speeds by controlling the outputs of the three differentials to balance traction wheel-to-wheel on each axle and front-to-rear overall.

Results and Impact

This system allowed the vehicle to be driven on loose surfaces without any one wheel breaking traction and provided the ability to climb gradients and control wheel-spin without the need for manual breaking.  The system was run in a comparison test with a standard vehicle and the results indicated a superior ability to climb a loose-surface gradient (using an untrained driver) with a corresponding increase in overall vehicle mobility and a reduction in likely wear-related maintenance.

Project Features
  • Vehicle systems development
  • OpenECU rapid control prototype platform

Alternative Fuel System Control: CNG, LNG, LPG




Pi Innovo was required to design and develop low cost embedded control solutions to meet several different customer’s unique I/O requirements for CNG, LNG and LPG fuel systems.


Variants of the M220 OpenECU rapid controls prototyping ECU were used in LNG, CNG, and LPG applications for fuel injection, high pressure tank control and fuel system monitoring / control. The availability of a highly configurable auxiliary I/O on the M220 allowed the controller to be used to monitor system temperatures and pressures, as well as driving motors and injector solenoids. An advanced microprocessor also enables model based advanced control functionality to be developed to help improve system efficiency. Injection commands from the stock engine controller were interrupted, and modified commands were then sent to the alternative fuel injectors.   In some cases, this happened in the same combustion cycle. Signals were also sent back to the stock engine controller to ensure that existing diagnostic routines did not incorrectly raise faults due to the different injection profile of the new fuel.

Depending the I/O needs, cost optimized custom variants have been created for volume production.   For companies needing engineering support, Pi Innovo developed the application in addition to supplying the production hardware.  In most cases, Pi Innovo supplied the OpenECU rapid prototyping platform with Simulink model based controls developer platform and the customer developed the application.


Using OpenECU has enabled several companies to reliably, cost-effectively and quickly introduce alternative fuel systems to the market.   Thousands of Pi Innovo’s M220 OpenECU are being used on the road in alternative fuel vehicle systems today.

Project Features
  • Rapid controls prototyping
  • Model based development
  • Natural gas vehicle control
  • Production solution
  • Hardware flexibility
  • Application ownership and IP protection




Compare ALL OpenECU Modules

Primary Processor SPC5534 SPC5746B MPC5534 MPC5534 MPC5534 MPC5674F MPC5746B SPC5746 SPC5746
Primary Clock Rate 80MHz 80MHz 80MHz 80MHz 80MHz 264MHz 160MHz 160MHz 160MHz
Primary Code Space 512KB 3MB 768KB 768KB 512KB 3MB 2302KB 3MB 3MB
Primary RAM Space 64KB 256kB 832KB 832KB 64KB 128kB 384KB 256KB 256KB
Primary Calibration Space 256KB 256kB 236KB 256KB 256KB 128kB 128KB 256KB 256KB
Secondary Processor SPC560P34 SPC560P34 SPC560P34
Secondary Clock Rate 64MHz 64MHz 64MHz
Secondary Flash Space 192KB 192KB 192KB
Secondary Calibration Space 20KB
Secondary RAM Space 12KB 12KB
Operating Voltage 9V to 32V 8V to 32V 7V to 32 V 7V to 32 V 12V or 24V 8V to 18V 8V to 18V 8V to 18V
Sensor Supply 1x 5V @250mA 1x 1 x 5V / 250mA 1 x 5V / 250mA 2x 5V@250mA 4x 250mA @ 5V none 2x 5V @200mA 2x 5V @200mA
Standby Current 0.25mA @12V 0.25mA @ 12V
Actuator Supplies 1x 20A 2x 10A @ Vbatt
Output Protection Short to Battery, Ground
Battery Input Protection Overvoltage, Reverse Voltage
Survive Voltage -28V to 36V
High Speed CAN 2.0 2x 4x 2x 2x 2x 4x 1x 4x 4x
LIN (master)2 2x
Inputs (Analog or Digital) 10x 6x 9x 16x 18x (Digital: 6x; Analog: 12x) 40x (Digital: 5x switched, 3x Frequency, PWM; Analog: 32) 4x 40x (Digital: 9x switched, 3x PWM; Analog: 28) 44x (Digital: 9x switched, 3x PWM; Analog: 32)
Reprogramming Enable (FEPS) 1x @ -18V 1x @ -18V 1x @ -18V 1x @ -18V 1x @ -18V 4x
Differential VRS 1x (2 pins)
Single Ended VRS 2x
Frequency 1x
Cam Shaft 2x ±157V 4x Hall only
Crank Shaft 1x ±157V 1x Hall (VR option)
RTD Sensor 7x 4x
Knock Sensor Knock Sensor
Lamda Sensor (UEGO) 2x
Lamda Sensor (HEGO) 4x (only 2x available when using 2x UEGO)
Ignition Sense 1x 1x 1x
Low Current Low Side Drives Up to 1x 20mA & 2x 100mA & 6x 500mA Up to 6x 500mA LSD 12x 100mA, 3x 400mA, 14x 700mA, 2x 1A 11x 100mA, 4x 400mA, 14x 700mA, 2x 1A
Medium Current Low Side Drives Up to 4x 2A Up to 4x 2A LSD
High Current Low Side Drives 4x 2.2A, 1x 3.2A 4x 2.2A, 1x 3.2A
0-5 V Analog Output Up to 2x 10mA Up to 2x 10mA
PWM Low Side 2x 100mA 2x 100mA, 2x 250mA & 6x 2A
H-Bridge 1x 5A 2x 8A 1x 5A full-bridge & 2x 10A full-bridge or 4x 10A half-bridge 2x 50A peak or 10A 1x 10A, 2x 5A, 1x 3.2A 1x 10A, 2x 5A, 1x 3.2A
High Side Switch 1x 15A 1x Hall (VR option)
Low Side Injector 1x 15A or 5A 3x 5A peak/ 2A hold 8x software-programmable waveform peak-and-hold: nominal 25A peak, 15A hold
Current Monitors 2x
Voltage Monitors 2x
High Side Logic Outputs 2x 1mA 2x 1mA
High Side Outputs 4x 700mA 4x 700mA
Low Side General Purpose, PWM (SM, VM, CTM) 1x 10A, 1x 2A, 1x 500mA 9x 0.2/0.5A lamp & relay, with monitoring of state, voltage, and fault status
Low-side General Purpose, Spark (SM) 1x 8A 8x (Smart Coil only) with monitoring of state; on-off mode for non-spark uses
High-side Injector sources 2x Injector High-Side outputs with programmable boost voltage phase, 25A peak
Low side GP (General Purpose) (VM, CTM) 1x 8A, 2x 6A peak / 4A hold, with voltage and current-tripped monitoring
High-side GP (General Purpose) (CM) 2x 8A up to 85°C, intended for source to low-side outputs, with current monitoring
Constant-Current (with inductive actuator) 8x 2A
Vibration ISO 16750-3 ISO 16750-3 6g random RMS 6g random RMS Ford IIIB - Severe ISO 16750-3 IEC 60068-2-64 ISO 16750 chassis mount ISO 16750 chassis mount
Environmental Protection IP67 - Sealed IP67 – sealed IP67 IP69K IP67 Sealed/Gore vent IP69K IP69K & IPx8 Sealed/Gore vent IP69K Sealed/Gore Vent IP69K Sealed/Gore Vent
ESD ±8kV - SAE J1113-13 SAE J1113-13
Conducted and Radiated Emissions CISPR25 Class 2 CISPR25 Class 2
Conducted Transients ISO 7637-2 ISO 7637-2
Bulk Current Injection Immunity ISO 11452-4 ISO 11452-4
Material Plastic (PPA GF33) PPA GF33 Aluminum Aluminum Aluminum Aluminum Aluminum Aluminum Aluminum
Dimension in mm (W x H x D) 138 x 130 x 42 138 x 130 x 42 mm (L x W x H) 155 x 115 x 46 155 x 115 x 39 228 x 158 x 50 266 x 299 x 56.5 207 x 104 x 45 225 x 205 x 45 225 x 205 x 45
Weight 520g 520g 1.02 kg 2.5 kg 540g 1.1 kg 1.1 kg
Connectors 2 x 20 pin (Molex MX-150) 2 x 20 pin (Molex MX-150) 46 pin 46 pin 46 pin Molex CMC 154-pin, 3-pocket 1x 23 TE (AMSEAL) Molex 112pin (1x 48, 2x 32) Molex 112pin (1x 48, 2x 32)
Location Chassis mount Chassis mount Chassis mount Engine Compartment/ Chassis Engine Compartment / Chassis Passenger Compartment Chassis/Passenger Compartment Chassis/Passenger Compartment
Operating Temperature ISO 16750-4 (-40°C to 85°C) -40°C to 85°C -40°C to 85°C -40°C to 85°C -40°C to 85°C -40°C to 85°C -40°C to 85°C -40°C to 85°C -40°C to 85°C
Program Status LED drive 1x
Reprogramming Enable In 1x @18V