Homogenized labels and added crank and cam sensor inputs

Architecture/README.md

@@ -47,15 +47,14 @@ The current engine timing arrangement is:
 | Crank | Two Hall-effect pulses per crank revolution | 180-degree position events and speed estimation |
 | Cam | One Hall-effect pulse per 720-degree cycle | Four-stroke phase identification |
 
-The initial engine speed limiter is 5,000 RPM. A future crank trigger with four
-pulses per revolution is being considered to provide 90-degree timing events
-and improve interpolation accuracy.
+The initial engine speed limiter is 5,000 RPM. V1 retains the two-pulse crank
+arrangement. A future four-pulse trigger can provide 90-degree timing events
+and improve interpolation accuracy, but is not part of the V1 hardware scope.
 
-Crank and cam sensors currently operate as 12 V, active-low Hall-effect
-signals: their output is normally high and pulls low when active. The ECU must
-condition these signals to protected 3.3 V timer inputs. The interface must
-support the existing open-collector-style arrangement and provide noise
-rejection appropriate for an engine environment.
+Crank and cam are dedicated timing interfaces. Their intended 12 V active-low
+Hall architecture, connector partition, shield treatment, conditioning, and
+hardware/firmware glitch rejection are defined in
+[ENGINE_POSITION_INPUTS.md](IO_MODULES/ENGINE_POSITION_INPUTS.md).
 
 ## Power Architecture
 
@@ -144,4 +143,3 @@ selection are finalised:
    requirements.
 5. CAN connector and bus topology.
 6. Detailed trigger sensor wiring, connector, and cable-length information.
-