ATM 33.

50 (Exhaust Gas Temperature Model)

Refer to the funktionsrahmen for the following diagrams:
atm-main
atm-atm-b1
atm-tmp-stat

Exhaust gas temperature model (cylinder bank 1) overview

TMP_STAT engine speed & relative cylinder charge map and corrected for temperature for
acceleration, intake air temp., catalyst heating, catalyst warming, ignition angle, lambda and
cold engine
atm-dynamik Temperature dynamic for exhaust gas and catalytic converter temperature (in and near the
catalytic converter)
atm-tabgm
Temperature dynamic: exhaust gas, exhaust pipe wall effect, from the exhaust gas
temperature tabgm
atm-tkatm
Temperature dynamic for the temperature near the catalytic converter
atm-exotherme Exothermic temperature increase near the catalyst from measurement sites tabgm to tikatm
atm-tikatm
Temperature dynamic for the temperature in the catalytic converter
atm-exoikat
Exothermic temperature increase in the catalyst from measurement sites tabgm to tikatm
atm-kr-stat
Exhaust gas temperature in the exhaust manifold under steady-state conditions
atm-kr-dyn
Exhaust gas temperature in the exhaust manifold under dynamic conditions
atm-tmp-start Calculation of the exhaust gas or exhaust pipe wall temperature at engine start
atm-tpe-logik Calculation of the dew point at the pre-cat and post-cat lambda probes
atm-sp-nachl Storage of the dew point conditions at engine switch off
atm-mean
Calculation of etazwist average values
atm-tmp-umgm If no ambient temperature sensor is available, calculate a substitute from ambient
temperature (tans)
atm-mst
If tabst_w is not correct tabstatm = maximum value, request for delay B_nlatm as a function
of engine speed and tatu-threshold)
ATM 33.50 (Exhaust Gas Temperature Model) Function Description
The simulated exhaust gas temperatures tabgm and tabgkrm (for SY_TURBO = 1) and catalytic converter
temperatures tkatm and tikatm are used for the following purposes:
1. Monitoring the catalyst. If the catalytic converter falls below its starting temperature, then a fault can be
detected.
2. For lambda control on the probe after the catalytic converter. This control is only activated after engine
start, when the catalyst has exceeded its start-up temperature.
3. For the probe heater control after engine start. If the simulated dew point is exceeded, the probe heater is
turned on.
4. Monitoring the heated exhaust gas oxygen (HEGO) sensor (i.e. lambda probe) heating system. If the
exhaust gas temperature exceeds 800C for example, then the lambda probe heater will be switched off, so
that the probe is not too hot.
5. For fan motor control.
6. For switching on component protection.
This function provides only a rough approximation of the exhaust gas and catalytic converter temperature
profiles, whereas throughout the application especially the four monitoring areas (dew point profiles in the
exhaust gas, catalytic converter monitoring, enabling and shutting off lambda probe heating and high
temperatures for component protection) should be considered to be critical.
1. Basic function
Steady-state temperature (tatmsta): the same applies for takrstc
With the engine speed/relative cylinder charge map KFTATM the steady-state exhaust gas temperature
before the catalyst is set. This temperature is corrected for ambient temperature or simulated ambient
temperature from the characteristic ATMTANS:
during boost with the constant TATMSA,
during catalyst heating with the constant TATMKH; catalyst heating with the constant TATMKW
with the ignition-angle efficiency map KFATMZW temperature as a function of ML and ETAZWIST
with the desired lambda map KFATMLA temperature as a function of ML and LAMSBG_W
for a cold engine block (TMOT TATMTMOT) with TATMTMOT = 90C.
The catalyst temperature (exothermic) is corrected for
Temperature increase with the characteristic KATMEXML or KATMIEXML as a function of air mass
Temperature reduction with KLATMZWE or KLATMIZWE as a function of etazwimt (ignition angle
influence)
1

ATM 33.50 (Exhaust Gas Temperature Model)

Lambda influence with KLATMLAE or KLATMILAE as a function of lambsbg_w
Temperature set at TKATMOE or TIKATMOE at tabgm <TABGMEX or B_sa = 1
Different temperature increases are applied for the temperature in the catalytic converter tikatm and the
temperature after the catalytic converter tkatm due to exothermic reaction and cooling and different ignition
angles and lambda-corrections.
The time-based influence of the exhaust gas temperature before the catalytic converter:
Using a PT1 filter (filter time constant ZATMAML) the dynamics of the exhaust gas temperature are
simulated and with a PT1 filter (time constant ZATMRML) the dynamics of the inlet manifold wall
temperature are simulated.
The exhaust gas temperature and inlet manifold wall temperature are weighted by the division factor
FATMRML.
The catalytic converter temperature tkatm is calculated from the exhaust gas temperature tabgm along with
the PT1 filter (filter time constant ZATMKML).
The temperature in the catalyst tikatm is modelled from the exhaust gas temperature tabgm via three filters
(time constant ZATMIKML) using the heat transfer principle. Due to a thrust caused by the small air mass
flow in the catalytic converter, there is a possible exhaust gas temperature increase due to the greater
influence on the matrix temperature by the exhaust gas throughput. This thrust-based temperature increase
can be modelled by the positive B_sa side with a temperature, which is composed of the catalyst
temperature tikatm and an offset TATMSAE, will be initialised. The time constants of the PT1-filter
ZATMIKML are represented by air-mass-dependent characteristic curves.
The initial values for the exhaust and catalyst temperature at engine start can be calculated from the
temperatures at switch-off and delay times. The starting values for the exhaust gas and catalyst
temperatures should approximate to the manifold wall temperatures at the probe insertion points a few
minutes after switch-off. The filter for the exhaust gas temperature is stopped by setting B_stend = 0. The
filter for the manifold wall temperature is stopped when B_atmtpa = 1. The filter for the catalyst temperature
will be enabled only when B_atmtpk = 1.
2. Dew Point Detection
Initial values for the exhaust gas temperature tabgmst and catalyst temperature tkatmst
When stopping the engine (C_nachl 0 1) the temperatures tabgm and tkatm are stored.
When starting the engine, the initial temperatures tabgmst and tkatmst are calculated from the switchoff temperature (corrected for ambient temperature) and a factor obtained from maps KFATMABKA or
KFATMABKK as a function of tabstatm and tatu.
During power fail the switch-off temperature will be determined from the constant TATMSTI.
For test condition (B_faatm = 1), the initial temperatures are given by the constants TASTBFA and
TKSTBFA.
Integrated Heat Quantity iwmatm_w
The dew point end time is approximately proportional to the heat quantity after engine start. The heat
quantity = Integral (temp. air mass Cp) is calculated from the steady-state exhaust gas temperature
tatmsta plus TATMWMK multiplied by the air mass. The result of the integration multiplied by the heat
capacity at constant pressure Cp (approximately 1 kJ/kgK) gives the heat quantity.
Dew point end for the pre-cat lambda probe B_atmtpa and post-cat lambda probe B_atmtpk
The calculated exhaust gas temperature at engine start tabgmst approximates to the exhaust pipe wall
temperature. If the exhaust pipe wall temperature is greater than 60C for example then no
condensation occurs. The values in the map KFWMABG for these temperatures are less than 14 kJ,
so the dew point end is detected immediately, or after only a few seconds.
For catalytic converter heating with thermal reaction (B_trkh = 1) the values in maps KFWMABG or
KFWMKAT are multiplied by the factor WMKATKH or WMABGKH respectively. Thus, the dew point endtimes are very short for this mode of operation.
Repeated starts (extension of the dew point-end-times)
If the engine had not reached the dew point end (B_atmtpa = 0 and B_atmtpf = 0) then when the
engine restarts, the counter zwmatmf is increased by 1. After several periods of very short engine
running (e.g. 3), the counter zwmatmf value would be set equal to 3. With a constant FWMABGW =
0.25 for example, the values in the map KFWMABG increase by a factor equal to (zwmatmf
2

ATM 33.50 (Exhaust Gas Temperature Model)

KFWMABG + 1) = 1.75. When the engine starts, the dew point end time from the last engine run is
detected and the counter zwmatmf is reset.
Storage of the dew point end condition in the delay
For the determination of repeat start dew point end the conditions B_atmtpa in the flag B_atmtpf and
B_atmtpk in the flag B_atmtpl are saved at engine switch-off due to a regular switch-off using the
ignition or stall (B_stndnl). The function of dew point end for the post-cat lambda probe B_atmtpk is
analogous to the function for B_atmtpa.
3. Calculation of a simulated ambient temperature from the intake air temperature (tans) if no ambient
temperature sensor is available.
The simulated temperature tatu will be used for calculating the temperature correction via the
characteristic ATMTANS and for determining the starting temperatures tabgmst and tkatmst. The
intake air temperature (tans) is corrected with the constant DTUMTAT and under certain conditions
stored in continuous RAM. If for example at engine start, the temperature tatu > tans, then the
temperature value tatu is set on the lower tans value.
With the constant TATMWMK (negative value) the difference in dew point end between catalyst heating and
no catalyst heating can be increased.
When catalytic converter heating is active B_khtr = 1 and the bit B_atmtpa can be set equal to 1 immediately
after engine start. This is possible only when no problematic condensation is formed during catalyst heating.
With the system constants SY_STERVK = 1 cylinder bank 2 can be applied separately for stereo systems.
For SY_TURBO = 1 the exhaust gas temperature tabgm is essentially identical in addition to the modeled
temperature in the manifold tabgkrm.
ATM 33.50 Application Notes
1. Installation locations for temperature sensors in this application, running in the direction of flow:
- In probe installation position before catalytic converter1. Exhaust gas temperature (pipe centre) for the high temperatures at high loads for probe heater
switch off
2. Manifold wall temperature for the determination of the dew-end times. (Condensation protection)
- Before the catalytic converter
3. Exhaust gas temperature (pipe centre) for the catalyst start-up temperature
- In the catalytic converter
4. Ceramic temperature in and after catalytic converter (in the last third of the catalytic converter or
behind the adjoining matrix) to determine the air-mass-dependent time constants.
- After the catalytic converter
5. Pipe wall temperature at probe installation site for the determination of the dew-end times
(condensation protection).
Temperature measuring point 3 can be omitted if the distance from probe to catalytic converter is smaller
than about 30 cm. The temperature drop from probe installation site to catalytic converter can then be
neglected.
For the application of the functional data the modelled temperatures will always be compared with the
measured temperatures and the functional data amended until a sufficiently high accuracy is achieved. In so
doing, it will be the actual catalyst temperature, the temperature increase due to the exothermic reaction is
not considered in the model.
2. Map KFTATM
For the determination of the steady-state temperature for example, before the catalytic converter the
temperature corrections should not function. The cooling capacity of the wind on the dynamometer or on the
measuring wheel can be simulated only very roughly at the higher engine load range. The map values can
be determined on the rolling road dynamometer, but should be corrected on an appropriate test drive.
3. Temperature Corrections
- TATMSA
Boost can cause low exhaust temperatures that fall below the starting temperature of the catalyst. The longer
the time period for the thrust condition, the lower the exhaust and catalyst temperatures. For catalyst
diagnosis during boost, the exhaust gas temperature model is more likely to calculate a lower value than the
measured temperature.
3

ATM 33.50 (Exhaust Gas Temperature Model)

- ATMTANS
At low ambient temperatures, exhaust gas temperature can fall below the catalyst start-up temperature.
Therefore, the model temperature is only corrected at the low temperature range.
- TATMKH
As long as the catalyst-heating measures are effective, higher exhaust temperatures will result.
- TATMKW
The catalyst operating temperature will not be not reached during prolonged idling, so the exhaust gas
temperature can be raised by the catalyst warming function.
- KFATMZW
The temperature increase as a result of ignition angle retardation can be determined on a rolling road
dynamometer. First, on the dynamometer, the characteristic field values KFTATM are applied without ignition
angle correction. Ignition angles are then modified so that allowed etazwist values will result in the map.
Through the corresponding air mass, the temperature increase will then be displayed in the map KFATMZW.
- KFATMLA
The exhaust temperature is reduced by enrichment. The application is similar to KFATMZW, except that the
ignition angle efficiency is changed instead of the enrichment factor.
- TATMTMOT
The map KFTATM is applied with a warm engine. Thus, the model exhaust gas temperature has smaller
deviations during cold start. For this operating mode, the temperature is corrected with the difference of the
cold engine temperature and the warm engine temperature.
TATMTMOT should be about 90 to 100C.
4. Maps ZATMAML, ZATMRML, FATMRML, ZATMKML, ZATMKKML, ZATMIKML und ZATMIKKML
The air-mass-dependent time constants ZATMAML, ZATMRML (temperature measuring points 1 or
3), and ZATMKML, ZATMKKML, ZATMIKML, ZATMIKKML (temperature measuring point 4), can help
to more accurately determine spikes in the air mass during sudden load variations. Thereby "air
mass jumps" at full load and in particular during boost can be avoided. For example, for an air mass
jump from 30 kg/hr to 80 kg/hr, the measured time constant is applied to the air mass flow of 80 kg/hr.
For large air mass jumps during idle, the time constants ZATMKKML and ZATMIKKML can be input
instead of ZATMKML or ZATMIKML if required.
5. Block EXOTHERME:
- KATMEXML
The exothermic temperature is a function of air mass flow (warming by realizing emissions, reducing
warming via a larger air mass). First KATMEXML applies, then KLATMZWE, KLATMLAE.
- KLATMZWE
When ignition angle retardation increases the temperature before the catalyst, the catalyst temperature
drops.
- KLATMLAE
For lambda < 1 (richer), the air mass is lacking to improve emissions so the catalyst temperature decreases.
- TABGMEX
If the temperature before the catalyst tabgm < TABGMEX (catalyst switch-off temperature) then the
temperature correction = TKATMOE.
- TKATMOE
Temperature correction during boost or through tabgm> TABGMEX
- TATMSAE
Temperature increase in the boost in the catalyst in terms of tkatm
Block EXOIKAT:
- KATMIEXML, KLATMIZWE, KLATMILAE, TIKATMOE
Application depends on the application for Block EXOTHERME
- TATMSAE
Temperature increase in the thrust in the catalyst in terms of tikatm
6. Dew point end times for exhaust gas temperatures vary greatly between the centre of the exhaust pipe
and the pipe wall. Dew point end times for the tube wall temperatures before the catalyst (temperature
measuring points 2) or after the catalyst (temperature measuring points 5) should be used. These times are
usually due to delaying control readiness for too long, in which case the temperature gradients at the probe
mounting location must be examined more closely. To avoid probe damage by water hammer, the sensor
heater must be fully turned on until the dew point temperature is exceeded or the dew point end time is
detected thus condensation will no longer occur.
When the switch-off time in the ECU delay is calculated, then the switch-off time tabst_w after ECU delay will
be incorrect. At engine start after ECU delay, the switch-off time tabstatm therefore, will be set to the
4

ATM 33.50 (Exhaust Gas Temperature Model)

maximum value of 65,535 (i.e. 2161). The ECU delay requirement for the time TNLATM when engine speed
> TNLATMTM & tumg (tatu) > TNLATMTU.
8. For blocks KR_STAT and KR_DYN as appropriate, the descriptions in points 3 and 4 shall apply.
Typical Values:
KFTATM: x: engine speed/RPM, y: relative cylinder charge/%, z: temperature/C

15
22
30
50
70
100
120
140

800
380
400
420
450
470
490
510
530

1200
400
420
450
480
520
550
560
580

1800
420
450
480
520
550
580
610
650

2400
450
480
520
550
580
610
650
700

3000
480
520
550
580
610
650
700
750

4000
520
550
580
610
660
700
750
790

5000
550
580
610
650
700
750
790
840

150
0.0
60
100
150
190
210

250
0.0
70
125
180
210
230

400
0.0
75
140
200
220
245

150
50
0.0
30
50
70
90

250
60
0.0
40
60
85
100

400
70
0.0
45
75
100
120

6000
580
610
650
700
750
790
840
900

KFATMZW: x: temperature/C, y: ml_w/kg/hr, z: etazwimt

1.00
0.95
0.90
0.80
0.70
0.60

20
0.0
15
15
20
25
30

40
0.0
40
60
80
100
115

80
0.0
50
80
120
150
175

KFATMLA: x: temperature/C, y: ml_w/kg/hr, z: lamsbg_w

1.15
1.00
0.95
0.90
0.80
0.70

20
5
0.0
5
15
30
40

40
10
0.0
10
25
40
60

80
30
0.0
20
40
60
80

KFWMABG: x: energy/kJ, y: tabgmst/C, z: tmst/C

40
0
15
25
60

40
200
180
160
140
120

0
160
150
140
120
30

15
150
120
60
30
20

25
140
110
55
30
15

30
100
80
30
15
10

55
60
50
40
10
5

60
30
20
0.45
0.45
0.45

KFWMKAT values correspond to KFWMABG 5

In the heat quantity maps KFWMABG and KFWMKAT a value of 0.0 is never required! It should always have
at least the value to be entered; the 2 sec corresponds to idle after cold start. Only then does the repeat-start
counter operate after several starts where the dew point was not reached.
ZATMAML ml_w/kg/hr, Time constant/sec 10, 30 ; 20, 20 ; 40, 13 ; 80, 5 ; 180, 4 ; 400, 3 ; 600, 2 ;
ZATMKML ml_w/kg/hr, Time constant/sec 10, 150 ; 20, 60 ; 40, 35 ; 80, 20 ; 180, 10 ; 400, 7 ; 600, 4 ;
ZATMIKML value represents approximately ZATMKML 0.3
ZATMKKML for neutral input, the data must correlate to ZATMKML
ZATMIKKML for neutral input, the data must correlate to ZATMIKML
ZATMRML ml_w/kg/hr, Time constant/sec 10, 300 ; 20, 80 ; 40, 55 ; 80, 30 ; 180, 20 ; 400, 10 ; 600, 7 ;
FATMRML ml_w/kg/hr, Time constant/sec 10, 0.5 ; 20, 0.6 ; 40, 0.7 ; 80, 0.8 ; 180, 0.95 ; 400,0.95 ; 600,
0.96;
KATMEXML ml_w/kg/hr, Time constant/sec 10, 0 ; 20, 0 ; 40, 0 ; 80, 0 ; 180, 0 ; 400, 0 ;
5

ATM 33.50 (Exhaust Gas Temperature Model)

KLATMZWE etazwimt, Factor 1, 0 ; 0.95, 0 ; 0.9, 0 ; 0.8, 0 ; 0.7, 0 ; 0.6, 0 ;
KLATMLAE lamsbg_w, Factor 1.15, 0 ; 1 , 0 ;0.95, 0 ; 0.9, 0 ; 0.8, 0 ; 0.7, 0 ;
TATMTP: 52C
TKATMOE: 0C
TATMSAE: 0C
KATMIEXML ml_w/kg/hr, Time constant/sec 10, 0 ; 20, 0 ; 40, 0 ; 80, 0 ; 180, 0 ; 400, 0 ;
KLATMIZWE etazwimt, Factor 1, 0 ; 0.95, 0 ; 0.9, 0 ; 0.8, 0 ; 0.7, 0 ; 0.6, 0 ;
KLATMILAE lamsbg_w, Factor 1.15, 0 ; 1 , 0 ;0.95, 0 ; 0.9, 0 ; 0.8, 0 ; 0.7, 0 ;
TIKATMOE: 0C
KFATMABKA: x: tatu/C, y: tabstatm_w/seconds, z: no units
40
15
0
15
40

10
0.95
0.95
0.95
0.95
0.95

50
0.70
0.70
0.70
0.70
0.70

180
0.50
0.50
0.50
0.50
0.50

360
0.30
0.30
0.30
0.30
0.30

600
0.15
0.15
0.15
0.15
0.15

1000
0.00
0.00
0.00
0.00
0.00

360
0.25
0.25
0.25
0.25
0.25

600
0.15
0.15
0.15
0.15
0.15

1000
0.00
0.00
0.00
0.00
0.00

KFATMABKK: x: tatu/C, y: tabstatm_w [s], z: no units

40
15
0
15
40

10
0.90
0.90
0.90
0.90
0.90

50
0.60
0.60
0.60
0.60
0.60

180
0.40
0.40
0.40
0.40
0.40

ATMTANS tatu/C, Temp./C 40, 60 ; 10, 20 ; 20, 0 ;

TATMSA: 100C
TATMKH: 80C
TATMTRKH: 200C
TATMKW: 100C
TATMTMOT: 90C
TATMSTI: 20C
TASTBFA: 40C
TKSTBFA: 40C
TATMWMK: 80C
WMABGKH: Factor of 1.0
WMKATKH Factor of 1.0
FWMABGW Factor of 0.25
FWMKATW Factor of 0.25
DTUMTAT: 20C
VTUMTAT: 40 km/h
NTUMTAT: 1800 rpm
IMTUMTAT: 1 kg
TUMTAIT: 20C
TNLATMTM: 80C
TNLATMTU: 5C
TNLATM: 660 seconds
Only when SY_TURBO = 1:
For neutral input (tabgkrm_w = tabgm_w)
KFATMKR = KFTATM
KFATZWK = KFATMZW
KFATLAK = KFATMLA
TATMKRSA = TATMSA
ZATRKRML = ZATMRML
ZATAKRML = ZATMAML
FATRKRML = FATMRML
ATMTANS tans/C, Temp./C 40, 40 ; 20, 25 ; 0, 12 ; 20, 0 ; 60, 30

ATM 33.50 (Exhaust Gas Temperature Model)

The functional data for cylinder bank 2 correspond to the functional data from cylinder bank 1 Note:
In order that ATM 22:20 for the application is backward compatible the default values should be entered
thus: KATMEXML, KLATMZWE, KLATMLAE, TKATMOE = 0 and TABGMEX = 1220C.
In order that ATM 33.10 remains application-neutral with ATM 22.50, TATMTRKH must be set equal to
TATMKH and WMKATKH should be set equal to 1. Tikatm is not used in a function because the input can be
used in the path in the exhaust gas temperature model without impact on safety, however, the default values
for KATMIEXML, KLATMIZWE, KLATMILAE and TIKATMOE should be set equal to 0 and TABGMEX =
1220C.
In DKATSP areas TMINKATS and TMAXKATS, a high accuracy is required for tikatm!
Parameter
ATMTAKR
ATMTANS
DTUMTAT
FATMRML
FATMRML2
FATRKRML
FATRKRML2
FWMABGW
FWMABGW2
FWMKATW
FWMKATW2
IMTUMTAT
KATMEXML
KATMEXML2
KATMIEXML
KATMIEXML2
KFATLAK
KFATLAK2
KFATMABKA
KFATMABKA2
KFATMABKK
KFATMABKK2
KFATMKR
KFATMKR2
KFATMLA
KFATMLA2
KFATMZW
KFATMZW2
KFATZWK
KFATZWK2
KFTATM
KFTATM2
KFWMABG
KFWMABG2
KFWMKAT
KFWMKAT2
KLATMILAE
KLATMILAE2
KLATMIZWE
KLATMIZWE2
KLATMLAE
KLATMLAE2
KLATMZWE
KLATMZWE2
NTUMTAT
SEZ06TMUB
SLX06TMUW
SLY06TMUW
SML06TMUW
SML07TMUW
SMT06TMUW

Description
Correction for the manifold temperature
Temperature correction for the exhaust gas temperature model
Offset: intake air temperature ambient temperature
Factor for the difference between exhaust gas & exhaust pipe wall temperature
Factor for the difference between exhaust gas & exhaust pipe wall temperature, cylinder bank 2
Factor for the difference between exhaust gas & wall temperature in the manifold
Factor for the difference between exhaust gas & wall temperature in the manifold, cylinder bank 2
Factor for heat quantity during repeated starts for pre-cat exhaust gas dew points
Factor for heat quantity during repeated starts for pre-cat exhaust gas dew points, cylinder bank 2
Factor for heat quantities during repeated starts for dew points after main catalyst
Factor for heat quantities during repeated starts for dew points after main catalyst, cylinder bank 2
Integration threshold air mass for determining ambient temperature from TANS
Exothermic reaction temperature in catalyst, tkatm
Exothermic reaction temperature in catalyst, cylinder bank 2
Exothermic reaction temperature in catalyst, tikatm
Exothermic reaction temperature in catalyst, tikatm, cylinder bank 2
Map for lambda correction for manifold exhaust gas temperature
Map for lambda correction for manifold exhaust gas temperature, cylinder bank 2
Factor for exhaust gas temperature decrease as a function of stop time and ambient temperature
Factor for exhaust gas temperature decrease as a function of stop time and ambient temperature,
cylinder bank 2
Factor for reducing the catalyst temperature as a function of stop time and ambient temperature
Factor for reducing the catalyst temperature as a function of stop time and ambient temperature,
cylinder bank 2
Map for steady-state manifold exhaust gas temperature as a function of engine speed and relative
cylinder charge
Map for steady-state manifold exhaust gas temperature, cylinder bank 2
Map for exhaust gas temperature correction as a function of lambda
Map for exhaust gas temperature correction as a function of lambda, cylinder bank 2
Map for exhaust gas temperature correction as a function of igntion angle correction
Map for exhaust gas temperature correction as a function of ignition angle, cylinder bank 2
Map for ignition angle correction for manifold gas temperature
Map for ignition angle correction for manifold gas temperature, cylinder bank 2
Map for exhaust gas temperature as a function of engine speed and relative cylinder charge
Map for exhaust gas temperature as a function of engine speed and relative cylinder charge for
cylinder bank 2
Map for heat quantity threshold exhaust gas dew points
Map for heat quantity threshold exhaust gas dew points, cylinder bank 2
Map for heat quantity threshold dew points after catalyst
Map for heat quantity threshold dew points after catalyst, cylinder bank 2
Exothermic temperature decrease through enrichment, tikatm
Exothermic temperature decrease through enrichment, tikatm, Bank 2
Exothermic temperature decrease in catalyst at later ignition angles, tikatm
Exothermic temperature decrease in catalyst at later ignition angles, tikatm, Bank 2
Exothermic temperature decrease through enrichment
Exothermic temperature decrease through enrichment, cylinder bank 2
Exothermic temperature decrease in catalyst at later ignition angles, tkatm
Exothermic temperature decrease in catalyst at later ignition angles, cylinder bank 2
Speed threshold for determining ambient temperature from TANS
Sample point distribution, ignition angle efficiency
Sample point distribution, desired lambda
Sample point distribution, desired lambda, cylinder bank 2
Sample point distribution, air mass, 6 sample points
Sample point distribution, air mass, 7 sample points
Sample point distribution, air mass, 6 sample points

ATM 33.50 (Exhaust Gas Temperature Model)

ST107TMUB
ST207TMUB
ST307TMUB
ST407TMUB
STM05TMUB
STS06TMUW
STU05TMUB
SY_STERVK
SY_TURBO
TABGMEX
TASTBFA
TATMKH
TATMKH2
TATMKRSA
TATMKW
TATMSA
TATMSAE
TATMSAE2
TATMSTI
TATMTMOT
TATMTP
TATMTRKH
TATMTRKH2
TATMWMK
TIKATMOE
TKATMOE
TKSTBFA
TNLATM
TNLATMTM
TNLATMTU
TUMTAIT
VTUMTAT
WMABGKH
WMABGKH2
WMKATKH
WMKATKH2
ZATAKRML
ZATAKRML2
ZATMAML
ZATMAML2
ZATMIKKML
ZATMIKKML2
ZATMIKML
ZATMIKML2
ZATMKKML
ZATMKKML2
ZATMKML
ZATMKML2
ZATMRML
ZATMRML2
ZATRKRML
ZATRKRML2
Variable
B_ATMLL
B_ATMLL2
B_ATMST
B_ATMST2
B_ATMTPA
B_ATMTPA2
B_ATMTPF
B_ATMTPF2
B_ATMTPK
B_ATMTPK2
B_ATMTPL
B_ATMTPL2
B_FAATM
B_KH
B_KW
B_LL
B_NACHL

Sample point distribution, start temperature at front probe

Sample point distribution, start temperature at front probe, cylinder bank 2
Sample point distribution, start temperature at rear probe
Sample point distribution, start temperature at rear probe, cylinder bank 2
Sample point distribution, engine start temperature
Sample point distribution, exhaust gas mass flow
Sample point distribution, simulated ambient temperature
System constant condition: stereo before catalyst
System constant: turbocharger
Exhaust gas temperature below the catalyst switch-off temperature
Model temperature before pre-cat initial value via B_faatm requirement
Exhaust gas temperature correction via catalyst heating active
Exhaust gas temperature correction via catalyst heating active, cylinder bank 2
Exhaust gas temperature correction in manifold via boost switch-off
Exhaust gas temperature correction with catalyst warming active
Exhaust gas temperature correction via boost cut-off
Exothermic temperature increase in boost
Exothermic temperature increase in boost, cylinder bank 2
Initial value for tabgm, tkatm intial value through power fail
Engine temperature warmer Motor, for temperature correction during cold start conditions
Exhaust gas dew point temperature
Exhaust gas temperature correction via thermal reaction catalyst heating
Exhaust gas temperature correction via thermal reaction catalyst heating, cylinder bank 2
Temperature offset for calculating heat quantities
Temperature correction in catalyst without exothermic reaction, tikatm
Temperature correction near catalyst without exothermic reaction, tkatm
Model temperature post-cat initial value via B_faatm requirement
Minimum ECU delay time for exhaust gas temperature model Abstellzeit
When tmot > threshold ECU delay requirement B_nlatm = 1
When tumg (tatu ATM) > threshold ECU delay requirement
Initialising value for ambient temperature from TANS
Vehicle speed threshold for TANS ambient temperature
Factor for heat quantity correction via catalyst heating for dew points
Factor for heat quantity correction via catalyst heating for dew points, cylinder bank 2
Factor for heat quantity correction via catalyst heating for dew points after catalyst
Factor for heat quantity correction via catalyst heating for dew points after catalyst, cylinder bank 2
Time constant for exhaust gas temperature model (manifold)
Time constant for exhaust gas temperature model (manifold), cylinder bank 2
Time constant for exhaust gas temperature model
Time constant for exhaust gas temperature model, cylinder bank 2
Time constant for catalyst temperature model Temperature in catalyst tikatm during cooling
Time constant for catalyst temperature model Temperature in catalyst tikatm during cooling, bank 2
Time constant for catalyst temperature model Temperature in catalyst, tikatm
Time constant for catalyst temperature model Temperature in catalyst, cylinder bank 2
Time constant for catalyst temperature model catalyst temperature tkatm during cooling
Time constant for catalyst temperature model catalyst temperature tkatm during cooling, bank 2
Time constant for catalyst temperature model catalyst temperature tkatm
Time constant for catalyst temperature model catalyst temperature, cylinder bank 2
Time constant for exhaust gas temperature model exhaust pipe wall temperature
Time constant for exhaust gas temperature model exhaust pipe wall temperature Bank 2
Time constant for exhaust gas temperature model manifold wall temperature
Time constant for exhaust gas temperature model manifold wall temperature, cylinder bank 2
Description
Condition for time constant during cooling at idle
Condition for time constant during cooling at idle
Condition for tabgmst, tkatmst initial value calculation
Condition for tabgmst, tkatmst calculation, cylinder bank 2
Condition: dew point before catalyst exceeded
Condition: dew point 2 before catalyst exceeded
Condition: dew point before catalyst exceeded (last trip)
Condition: dew point before catalyst exceeded (last trip) cylinder bank 2
Condition: dew point after catalyst exceeded
Condition: dew point 2 after catalyst exceeded
Condition: dew point after catalyst exceeded (last trip)
Condition: dew point after catalyst exceeded (last trip) cylinder bank 2
Condition: functional requirements for dew point end times
Condition: catalyst heating
Condition: catalyst warming
Condition: idle
Condition: ECU delay

ATM 33.50 (Exhaust Gas Temperature Model)

B_NACHLEND
B_NLATM
B_PWF
B_SA
B_ST
B_STEND
B_STNDNL
B_TFU
B_TRKH
B_UHRRMIN
B_UHRRSEC
DFP_TA
DFP_TUM
ETAZWIMT
ETAZWIST
E_TA
E_TUM
IMLATM
IMLATM_W
IWMATM2_W
IWMATM_W
LAMSBG2_W
LAMSBG_W
ML_W
NMOT
RL
TABGKRM2_W
TABGKRM_W
TABGM
TABGM2
TABGM2_W
TABGMAB
TABGMAB2
TABGMST
TABGMST2
TABGM_W
TABSTATM_W
TABSTMX_W
TABST_W
TAKRKF
TAKRKF2
TAKRSTC
TAKRSTC2
TANS
TATAKRML
TATAKRML2
TATMAML
TATMAML2
TATMKF
TATMKF2
TATMRML
TATMRML2
TATMSTA
TATMSTA2
TATRKRML
TATRKRML2
TATU
TEXOIKM2_W
TEXOIKM_W
TEXOM2_W
TEXOM_W
TIKATM
TIKATM2
TIKATM2_W
TIKATM W
TKATM
TKATM2
TKATM2_W
TKATMAB
TKATMAB2

Condition: ECU delay ended

Condition: ECU delay exhaust gas temperature model probe protection
Condition: Power fail
Condition: Overrun cut-off
Condition: Start
Condition: End of start conditions achieved
Condition: Beginning of ECU delay or end of start conditions (1 0)
Condition: Ambient temperature sensor available
Condition: Catalyst heating, thermal reaction effective
Condition: timer with a relative number of minutes
Condition: timer with a relative number of minutes
ECU internal error path number: intake air temperature TANS (charge air)
ECU Internal error path number: ambient temperature
Actual ignition angle efficiency average for exhaust gas temperature model (200 ms)
Actual ignition angle efficiency
Error flag: TANS
Error flag: ambient temperature tumg
Integral of air mass flows from engine start bis Max.wert
Integral of air mass flows from end of start conditions up to the maximum value, (Word)
Heat quantity for Condensation - dew points exhaust gas/catalyst (word), cylinder bank 2
Heat quantity for Condensation - dew points exhaust gas/catalyst (word)
Desired lambda limit (word), cylinder bank 2
Desired lambda limit (word)
Filtered air mass flow (word)
Engine speed
Relative cylinder charge
Exhaust gas temperature in manifold from the model, cylinder bank 2
Exhaust gas temperature in manifold from the model
Exhaust gas temperature before catalyst from the model
Exhaust gas temperature before catalyst from the model, cylinder bank 2
Exhaust gas temperature before catalyst from the model (word) cylinder bank 2
Exhaust gas temperature during engine switch-off
Exhaust gas temperature during engine switch-off (model) cylinder bank 2
Exhaust gas temperature at engine start
Exhaust gas temperature at engine start, cylinder bank 2
Exhaust gas temperature before catalyst from the model (word)
Stop time in ECU delay for exhaust gas temperature model
Stop time maximum query for exhaust gas temperature model
Stop time
Steady-state manifold exhaust gas temperature without correction
Steady-state manifold exhaust gas temperature without correction, cylinder bank 2
Steady-state exhaust gas temperature in manifold in C
Steady-state exhaust gas temperature in manifold, cylinder bank 2
Intake air temperature
Output from PT1 element: exhaust gas temperature influence on tabgkrm
Output from PT1 element: exhaust gas temperature influence on tabgkrm, cylinder bank 2
Output from PT1 element: exhaust gas temperature influence on tabgm
Output from PT1 element: exhaust gas temperature influence on tabgm, cylinder bank 2
Exhaust gas temperature before catalyst from map KFTATM
Exhaust gas temperature before catalyst from map KFTATM, cylinder bank 2
Output from PT1 element: exhaust pipe wall temperature effect from tabgm
Output from PT1 element: exhaust pipe wall temperature effect from tabgm, cylinder bank 2
Exhaust gas temperature before catalyst from the steady-state model
Exhaust gas temperature before catalyst from the steady-state model, cylinder bank 2
Output from PT1 element: exhaust pipe wall temperature effect from tabgkrm
Output from PT1 element: exhaust pipe wall temperature effect from tabgkrm, cylinder bank 2
Intake air temperature or ambient temperature
Exotherme temperature increase in catalyst for tikatm, cylinder bank 2
Exotherme temperature increase in catalyst for tikatm
Exotherme temperature increase in catalyst for tkatm2, cylinder bank 2
Exotherme temperature increase in catalyst for tkatm
Exhaust gas temperature in catalyst from the model
Exhaust gas temperature in catalyst from the model, cylinder bank 2
Exhaust gas temperature in catalyst from the model, cylinder bank 2
Exhaust gas temperature in catalyst from the model
Catalyst temperature from the model
Catalyst temperature from the model, cylinder bank 2
Catalyst temperature from the model (word), cylinder bank 2
Exhaust gas temperature after catalyst through engine switch-off (model)
Exhaust gas temperature after catalyst through engine switch-off (model), cylinder bank 2

ATM 33.50 (Exhaust Gas Temperature Model)

TKATMST
TKATMST2
TKATM_W
TMOT
TMST
TUMG
VFZG
ZWMATM
ZWMATM2
ZWMATMF
ZWMATMF2

Catalyst temperature model initial value as a function of switch-off value, switch-off time
Catalyst temperature model initial value as a function of switch-off value, switch-off time, bank 2
Catalyst temperature from the model (word)
Engine temperature
Engine start temperature
Ambient temperature
Vehicle speed
Counter for repeated starts and factor for heat quantity threshold
Counter for repeated starts and factor for heat quantity threshold, cylinder bank 2
Counter for repeated starts and factor for heat quantity threshold upstream
Counter for repeated starts and factor for heat quantity threshold upstream, cylinder bank 2

10

ATR 1.60 (Exhaust Gas Temperature Control)

See the funktionsrahmen for the following diagrams:
atr-main
exhaust gas temperature control overview
atr-atrbb
detection of control range
atr-atrb
exhaust gas temperature control for cylinder bank 1
atr-atrerb
enabling exhaust gas temperature control for cylinder bank 1
atr-atrpi
exhaust gas temperature proportional/integral control for cylinder bank 1
atr-atrb2
exhaust gas temperature control for cylinder bank 2
atr-atrerb2 enabling exhaust gas temperature control for cylinder bank 2
atr-atrpi2
exhaust gas temperature proportional/integral control for cylinder bank 2
atr-atrnl
limp mode for exhaust gas temperature control
atr-atrko
coordination of the control output
ATR 1.60 Function Description
Task:
Protection of components (manifold, turbocharger, etc.) by controlling the exhaust gas temperature. By
means of this control, the general enrichment at high load and speed ("full-load enrichment") can be
reduced. When general mixture control is insufficient, the exhaust gas temperature control enrichment must
also be invoked which leads to reduced fuel consumption.
Principle:
An excessively high exhaust gas temperature can be lowered by enriching the air-fuel mixture. Through this
enrichment, more fuel enters the cylinder than is required for stoichiometric combustion of the fuel. The
unburned fuel vaporises on the cylinder walls and cools them, whereby the exhaust gas temperature
decreases. For this control, the exhaust gas temperature is measured using an exhaust gas temperature
sensor or estimated by an exhaust gas temperature model.
As long as the exhaust temperature is below the threshold temperature, there is no control. Thus, there is
only a "down regulation" of the exhaust temperature, not an "up regulation". If the desired temperature is
reached or exceeded, the control switches. To achieve an enrichment of the mixture, the controller is
adjusted to give a desired value of lambda in the "rich" region. This enrichment decreases the exhaust gas
temperature, and the controller sets the desired exhaust temperature. When the exhaust temperature drops
back below the threshold temperature, the controller takes back the enrichment. If enrichment is no longer
required, control is switched off.
Overview of Codeword CATR:
Bit No.

0
*

*If the value of bit 0 is set equal to 1, this enables exhaust gas temperature control.
ATRBB: Detection Control Range
This function detects the valid control range. Via the configuration byte CATR, the control can, in principle,
be switched off. A valid range is usually present when the end of start conditions is detected (B_stend = 1),
and the relative load (rl) lies above an applicable threshold rlatr. This control scheme is only available in the
near-full load range (rl > rlatr) is active, since exhaust temperatures are only likely to be high in this range.
Once the range is exited, control is switched off, e.g. in the transition to idle to shorten the duration of the
enrichment.
The valid control range is indicated by the flag B_atrb = 1.
ATRERB: Enabling Exhaust Gas Temperature Control for Bank 1
The exhaust gas temperature control is a flip-flop on or off. The condition flag B_atr = 1 indicates that control
is active. If the exhaust gas temperature (tabg) is greater than or equal to the applicable threshold value
TABGSS, the control is switched on. The control is switched off when enrichment is no longer required. This
is the case when the regulator output dlatr > 0. The controller output dlatr for the exhaust temperature control
is then set to zero. It is possible to set a lean limit for the control scheme via the fixed value LATRO. If the
current set-lambda without add. If the current desired lambda value without additional lamvoa parts above
1

ATR 1.60 (Exhaust Gas Temperature Control)

the limit LATRO (in the lean range) there will be no control. In addition, there is no control if any of the
following conditions are met:
(a) No valid control range is detected (B_atrb = 0)
(b) Fuel injector cut-off condition is true (B_bevab = 1)
(c) The exhaust gas temperature sensor indicates an error (E_ats = 1)
(d) The exhaust gas temperature sensor is not ready (B_atsb = 0)
(e) Significant differences between the bank controller control variables were found (E_atrd = 1).
If the engine reaches the rich running limit (B_lagf = 1) while exhaust gas temperature control is active (B_atr
= 1), a further enrichment attempt is prohibited by the control scheme (B_atrsp = 1). The current value of the
controller output is recorded. However, an enrichment reduction is allowed.
ATRPI2: Exhaust Gas Temperature Proportional/Integral Control for Cylinder Bank 1
The exhaust gas temperature controller is configured as a PI controller, because the "delta lambda
controller" intervenes additively. ATRP and ATRI are applied amplification factors for the P and I
components. When control is switched off (B_atr = 0) the controller output is set to zero. The integral
component in this case is set to equal the negative value of the proportional component (dlatri = dlatrp), so
it follows that the sum is zero. The controller output (dlatr) will be limited to "rich" by the applicable limit
DLATRMN. In this case, the integrator is suspended. The exhaust gas temperature tabg falls below the
threshold temperature TABGSS or the control is turned off (B_atr = 0), the integrator will be released. When
the controller is inhibited (B_atrsp = 1), the last value of controller output (dlatr) is recorded. The integral part
is calculated so that the controller output is constant even when a control error remains (dlatri = dlatr dlatrp).
ATRERB2: Enabling Exhaust Gas Temperature Control for Cylinder Bank 2
As per cylinder bank 1
ATRPI2: Exhaust Gas Temperature Proportional/Integral Control for Cylinder Bank 2
As per cylinder bank 1
ATRNL: Limp Mode for Exhaust Gas Temperature Control
In the event that an exhaust gas temperature sensor fails or is not ready, a limp mode variable (dlatrnl) is
provided. The delta lambda target of interest for the limp mode is in the characteristic DLATRNL.
ATRKO: Control Output Coordination
If there is no error in the exhaust gas temperature sensors before, the controller outputs dlatr or dlatr2
through the function outputs dlamatr or dlamatr2 are transferred to lambda coordination. Once a sensor
failure (E_ats = 1 or E_ats2 = 1) or the sensors are not operational (B_atsb = 0), or significant bank
differences of the controller variables (E_atrd = 1 or E_atrd2 = 1) is detected, the ATR-control range (B_atrb
= 1) the limp mode variable dlatrnl are transferred to both banks of lambda coordination.
ATR 1.60 Application Notes
Requirements:
- Application of lambda control
Applications Tools:
VS100
Preassignment of the Parameters:
Erkennung Regelbereich:
- Codeword CATR = 01 (hexadecimal) = 1 (decimal) enable control
- Minimum load for exhaust gas temperature control map KFRLATR (x: engine speed/rpm, y: intake air
temperature/C, z:%)
2000

3000

4000
2

5000

6000

ATR 1.60 (Exhaust Gas Temperature Control)

10
35
60
85
109
Enable exhaust gas temperature control for cylinder bank 1/bank 2:
- Threshold exhaust gas temperature for exhaust gas temperature control: TABGSS(2) = 1000C
- Desired AFR upper limit for switching off exhaust gas temperature control: LATRO = 16.0
Exhaust gas temperature control for cylinder bank 1/bank 2:
- Threshold exhaust gas temperature for exhaust gas temperature control: TABGSS(2) = 1000C
- Gain factor for proportional component exhaust gas temperature PI control: ATRP = 0.005 l/K
- Gain factor for integral component for exhaust gas temperature PI control: ATRI = 0.0005 l/(s K)
- Lower limit for exhaust gas temperature control: DLATRMN = 0.3
Exhaust gas temperature control limp mode:
- Delta lambda exhaust gas temperature control limp mode:
Engine speed/rpm
DLATRNL

2000
0.10

3000
0.13

4000
0.17

5000
0.20

6000
0.23

Procedure:
Switching off the Function:
To prohibit exhaust gas temperature control set codeword CATR [Bit 0] equal to 0.
Affected Functions:
%LAMKO through dlamatr_w and dlamatr2_w
Parameter
ATRI
ATRP
CATR
DLATRMN
DLATRNLN
KFRLATR
LATRO
SY_STERVK
TABGSS
TABGSS2
Variable
B_ATR
B_ATR2
B_ATRB
B_ATRNL
B ATRSP
B_ATRSP2
B_ATSB
B_BEVAB
B_BEVAB2
B_LALGF
B_LALGF2
B STEND
DLAMATR2_W
DLAMATR_W
DLATR2_W
DLATRI2_W
DLATRI_W
DLATRNL_W
DLATRP2_W
DLATRP W

Description
Gain factor (integral component), exhaust gas temperature control
Gain factor (proportional component), exhaust gas temperature control
Configuration byte, exhaust gas temperature control
Lower limit for exhaust gas temperature control
Delta lambda in limp mode, exhaust gas temperature control
Minimum load for exhaust gas temperature control
Desired lambda upper limit, exhaust gas temperature control
System constant condition flag for stereo pre-cat
Exhaust gas temperature threshold for exhaust gas temperature control
Exhaust gas temperature threshold, exhaust gas temperature control, bank 2
Description
Condition flag for exhaust gas temperature control
Condition flag for exhaust gas temperature control, cylinder bank 2
Condition flag for valid operating range, exhaust gas temperature control
Condition flag for limp mode in exhaust gas temperature control
Condition flag for exhaust gas temperature control disabled
Condition flag for exhaust gas temperature control disabled, cylinder bank 2
Condition flag for exhaust gas temperature sensor ready
Condition flag for fuel injector cut-off in cylinder bank 1
Condition flag for fuel injector cut-off in cylinder bank 2
Condition flag for "lambda rich" limit active
Condition flag for "lambda rich" limit active
Condition flag for end of start conditions reached
Delta lambda for exhaust gas temperature control, cylinder bank 2
Delta lambda for exhaust gas temperature control
Delta lambda for exhaust gas temperature control, cylinder bank 2
Integral component, exhaust gas temperature PI control, cylinder bank 2
Integral component, exhaust gas temperature PI control
Delta lambda in limp mode, exhaust gas temperature control
Proportional component, exhaust gas temperature PI control, cylinder bank 2
Proportional component, exhaust gas temperature PI control
3

ATR 1.60 (Exhaust Gas Temperature Control)

DLATR_W
E_ATRD
E_ATRD2
E_ATS
E_ATS2
LAMVOA2_W
LAMVOA_W
NMOT
RL
RLATR
TABG2_W
TABG_W
TANS

Delta lambda, exhaust gas temperature control

Error flag: cylinder bank difference, exhaust gas temperature control
Error flag: cylinder bank difference, exhaust gas temperature control bank 2
Error flag: exhaust gas temperature sensor
Error flag: exhaust gas temperature sensor, cylinder bank 2
Lambda pilot control without additive parts, cylinder bank 2
Lambda pilot control without additive parts
Engine speed
Relative cylinder charge
Load threshold for exhaust gas temperature control
Exhaust gas temperature, cylinder bank 2
Exhaust gas temperature
Intake air temperature

FUEDK 21.90 (Cylinder Charge Control (Calculating Target Throttle Angle))

See the funktionsrahmen for the following diagrams:
fuedk-fuedk
fuedk-brlpssol
fuedk-umpspi
fuedk-bmldkns
fuedk-bwdksgv
fuedk-filter
fuedk-wdksugdt
fuedk-wdksugds
fuedk-wdksgv
fuedk-bde-wdksgv
fuedk-wdkappl
fuedk-nachlauf
fuedk-init

FUEDK overview
BRLPSSOL: target intake manifold pressure
UMPSPI: calculation of reference pressure upstream of the throttle
BMLDKNS: normalised target air mass flow at throttle
BWDKSGV: target throttle angle
FILTER: median-filter
WDKSUGDT: difference of target throttle angle compared to 95% charge
(turbocharged engine)
WDKSUGDS: difference of target throttle angle compared to 95% charge (normallyaspirated engine)
WDKSGV: throttle angle
WDKSGV: petrol direct injection throttle angle
WDKAPPL: calibration interface
NACHLAUF: calculation of target throttle angle when SKl15 = off
INIT: initialization of function

FUEDK 21.90 Function Description

The purpose of this function is to calculate the target throttle plate angles for either a turbocharged or a
normally-aspirated engine with an intake manifold (lambda = 1 mode), or direct injection (also lambda > 1).
The control is via the system constants SY_TURBO and SY_BDE. The main input variables are the target
relative cylinder charge and the required correction from cylinder charge control. Various other signals, such
as correction factors for pressure and temperature or information about the fuel tank breather and exhaust
gas recirculation are taken from the intake manifold model of cylinder charge detection or the target value for
exhaust gas recirculation (in direct injection mode). For these reasons, there is a close connection between
calculation of the target throttle plate angle and cylinder charge detection.
Sub-function BRLPSSOL: Calculation of the target intake manifold pressure (pssol_w) and correction of
target fresh air charge upstream of the throttle plate (rlfgks_w)
In petrol direct injection engines, the target relative cylinder charge rlsol_w is reduced by the relative air
charge from external and internal exhaust gas recirculation. In the case of engines with fuel injection to the
intake manifold (lambda = 1) no air is contained in the internally or externally recirculated exhaust gas. The
relative residual gas charge = 0 and is therefore not taken into account. A comparison between actual
cylinder charge (rl_w) and target cylinder charge (rlsol_w) is made via the variable drlfue from the function
FUEREG (cylinder charge control). The variable rlfgks_w represents the proportion of fresh air that flows
through the throttle plate or the fuel tank breather to the engine. The target intake manifold pressure for
direct injection engines is calculated from the target fresh air charge through the throttle plate and fuel tank
breather and the total charge (air and inert gas) from the residual gas (i.e. internal and external exhaust gas
recirculation) together. The total charge corresponding to the intake manifold pressure is calculated with the
conversion factor fupsrl_w. For engines with fuel injection into the intake manifold, the target relative cylinder
charge rlsol_w is increased by the relative charge from the external exhaust gas recirculation feed. The total
charge corresponding to the intake manifold pressure is calculated with the conversion factor fupsrl_w.
Correcting with the internal exhaust gas recirculation partial pressure (pirg_w) gives the target intake
manifold pressure pssol_w. Additionally, in direct injection engines, the correction of the internal residual
gases (ofpbrint_w) is still added and then pssol_w is obtained.
Sub-function UMSPI: Calculation of the target reference pressures upstream of the throttle plate for a
turbocharged engine (pvdkr_w):
Turbocharged engine:
Target reference pressure pvdkr_w see the following description
Air density correction factor frhodkr_w = ftvdk pvdkr_w 1013 mbar.
The target reference pressure for the pressure upstream of the throttle plate (pvdkr_w) for a turbocharged
engine is formed from the maximum range of ambient pressure (pu_w) and the target boost pressure
(plsol_w) or the actual pressure upstream of the throttle plate (pvdk_w). The target boost pressure is given
by pssol_w vpsspls_w, whereby vpsspls_w is the required pressure ratio from the boost pressure control.
When vpsspls_w > 0.95, the throttle plate is linearly actuated, with boost pressure regulation active, in order
to minimise the pressure drop at the throttle plate (see sub-function WDKSUGDT). The air mass dependent
characteristic KLDPDK takes the pressure drop across the throttle plate into account. In so doing, this gives
1

FUEDK 21.90 (Cylinder Charge Control (Calculating Target Throttle Angle))

a larger value for the target boost pressure than the actual boost pressure being implemented in the boost
pressure control. The actual pressure can be ramped up towards the target pressure via the characteristic
FUEPMLD. When the predicated boost pressure difference pdpld exceeds the threshold DPUPS, then a
switch is made to the actual pressure pvdk_w, because this condition represents a boost pressure error
(B_ldrugd = false). In the transition from ambient pressure to dev basic boost pressure, the actual boost
pressure is filtered with the low-pass filter, because pressure pulsations will be experienced in this range
because of non-clean waste-gate closure.
Sub-function BMLDKNS: Calculation of the normalised target air mass flows through the throttle plate
(msndkoos_w)
The target air mass flow mlsol_w is calculated by multiplying the corrected target cylinder charge rlfgks_w by
umsrln_w. Since the engine cylinder charge at start is obtained from the intake manifold, initially, no throttle
opening would be required (umsrln_w = KUMSRL nmot = 0). A minimum air flow through the throttle is
predetermined by the threshold KUMSRL NRLMN so that the throttle does not close at the start and then
open when the engine picks up speed. The threshold NRLMN is set to 400 rpm since that is assumed to be
the engine speed at start. The threshold NRLMNLLR is disabled so that the throttle will be closed during a
speed drop, for instance when starting up.
The target air mass flow is reduced by the air mass flow which is directed into the intake manifold through
the fuel tank breather (mste) since this amount must be made up via the throttle. The normalized air mass
flow through the throttle (msndks_w) is calculated by dividing the target air mass flow through the throttle
(msdks_w) by the corrected density, KLAF. The throttle valve actuator air bleed (msndko_w) will still be
subtracted from this air mass flow via an adaptation in the function BGMSZS to obtain the normalized air
mass that will flow through the throttle (msndkoos_w).
The discharge characteristic, KLAF, is addressed with the target pressure ratio psspvdkb_w. This target
pressure ratio comprises the minimum of psspvdk_w = pssol_w pvdkr_w (turbo) or psspvdk_w = pssol_w
pvdk_w (normally-aspirated engine) and PSPVDKUG together. This means that the target throttle angle only
up to the unrestricted range, psspvdkb_w = 0.95 = PSPVDKUG, is calculated via KLAF. The remaining 5% is
calculated in the sub-function WDKSUGDS for a normally-aspirated engine and in the sub-function
WDKSUGDT for a turbocharged engine. If psspvdk_w > PSPVDKUG, condition flag B_klafbg will be set
indicating that the characteristic KLAF is limited.
Sub-function BWDKSGV: Target throttle angle (wdksgv_w)
In this sub-function, the target angle (wdksgv_w) for controlling the throttle plate is calculated from the
normalized target air mass (msndkoos_w). Up to the throttle angle for unrestricted operation wdkugd_w
(output from the speed-dependent characteristic WDKUGDN from the function %BGMSZS) the target angle
is determined via the map KFWDKMSN. This is the inverse map of KFMSNWDK (from the function
%BGMSZS) and is calibrated to the built-in throttle actuator. If the calculated value of the normalized target
air mass flow from KFWDKMSN is greater than the angle wdkugd_w, then the condition for unrestricted
operating B_ugds = true.
If the target pressure ratio is greater than 0.95, the numeric basic stability of the normalized air mass flow
and thus the target throttle angle can no longer be determined via the discharge characteristic KLAF. For the
rest of the target throttle angle range beyond wdkugd_w to 100% for both a normally-aspirated and
turbocharged engine, a different residual angle dwdksus_w or dwdksut_w is implemented. This residual
value in the unrestricted range (naturally-aspirated: B_dwdksus = true and turbocharged: B_fkmsdks = true)
is added to wdkugd_w. If applicable, the target throttle angle is limited by the maximum allowable target
throttle angle KFWDKSMX and made available as wdksgv_w. This can be used for power reduction or
attenuation of induction noise. To extend the life of the throttle-adjustment actuator, the normalized air mass
flow (msndkoos_w) is smoothed via a median filter with small changes in rlsol_w in the sub-function FILTER.
If the delta rlsol (drlsolmf = abs (rlsol_w rlsol (t 40 ms)) is less than the threshold DRLSOLMF, which
means very small changes in the target torque, the filter is active (B_mfact = true). The actual value of
msndkoos_w is cached in a five-value capacity input filter buffer. The values are stored in decreasing values
in a five-value capacity output filter buffer. If the old filter value mlwdknf_w is not within the maximum and
minimum value of the output filter buffers, it will be centered on the mean value of these buffers. Otherwise,
mlwdknf_w is not changed. If the threshold drlsolmf_w > DRLSOLMF, then the filter output value mlwdknf_w
is set directly to the filter input value msndkoos_w. In addition, the filter input value is transferred to the filter
input buffer.

FUEDK 21.90 (Cylinder Charge Control (Calculating Target Throttle Angle))

For special cases, for example start and warm-up conditions, it is necessary to predefine a torque calculation
independently of the throttle angle. For this purpose, the input wdksom_w is used when B_wdksom is active.
With the switch B_tfwdksom, the filter time constant tfwdksom can be switched on. The low pass filter is
required during the transition from start angle to torque-based operation. For engines with fuel injection to
the intake manifold, the filter can also be switched on during the operation via the code word CWFUEDK (6
bits) with the variable time constant tfwdks_w. If the condition B_fkmsdks (B_ugds or B_klafbg for normallyaspirated engine and B_fkmsdks for a turbocharged enginer) is set, the charge control is disabled (see
Section %FUEREG) and the alignment between MAF meter and throttle-based charge detection (fkmsdk) in
the function BGMSZS%.
Turbocharged Engine: Sub-function WDKSUGDT
Because cylinder charge in the unrestricted region for a turbocharged engine is achieved via the boost
pressure control, the throttle should be completely open in this region to avoid throttling losses. For this
purpose, in the boost pressure control, the pressure ratio vpsspls_w is defined as target manifold pressure
ambient pressure. If vpsspls_w > 0.95, i.e. vpsspls_w > PSPVDKUG, so begins the unrestricted area. The
throttle plate residual value dwdksumx_w = difference between the unrestricted target angle wdkugd_w and
100% which is linearly scaled by the ratio (1 vpsspls_w) (1 PSPVDKUG). The value for PSPVDKUG is
0.95 (see function BGMSZS). If the throttle angle is controlled by the actual manifold pressure (CWFUEDK
Bit 7 = true), the upper value is enabled only when the calculated target throttle angle from the torque
structure is greater than the unrestricted angle. The angle can be unrestricted through tolerances of the MAF
meter and pressure sensors, even if a demand of vpsspls_w = 1 is still greater than wdksbugd_w. Therefore,
this tolerance can be applied in DWDKUGD. Then the upper value is enabled via a pressure ratio vpsspls_w
> VPSSPLSWDK already at wdksbugd (angle calculated from the torque structure) > wdkugd minus
DWDKUGD.
With active throttle plate residual value, the bit B_fkmsdks is set, which is either when B_klafbg is set or
vpsspls_w PSPVDKUG or when CWFUEDK bit 7 = true only dependent on B_klafbg.
Normally-Aspirated Engine: Sub-function WDKSUGDS
Here a so-called pedal-crossover is introduced: Bit 4 of CWFUEDK = false: If the target pressure ratio
psspvdk_w > PSPVDKUG (i.e. B_klafbg = true) or if B_ugds = true, then the pedal-crossover begins
(B_dwdksus = true). mrfa_w is frozen at the beginning of the crossovers in mrfabug_w.
The throttle plate residual value dwdksumx_w (= difference between the unrestricted target angle wdkugd_w
and the maximum permissible target angle from the map KFWDKSMN) is linearly scaled through the ratio for
the pedal crossover between mrfabugd_w and mrfamx_w thus:
[mrfa_w min(100%, mrfabugd)] [mrfamx_w min(100%, mrfabugd)]
whenever B_dwdksus = true.
The value dwdksus_w is added to wdkugd_w and as the target angle wdksvin_w provided. wdksgv_w can be
maximum WDKSMX. The end of the pedal-crossovers is reached when, for example, mrfa_w is once more
smaller then mrfabugd_w or [milsol_w < FMIUGDS mifafu_w] (0.95 mifafu_w) or, for vehicles with
continuously-variable transmissions (CVT), when B_mgbget = true.
For positive load changes corresponding to fast throttle-opening, a large increase of torque via the air path
(mifal) is predetermined by the drivers requested torque calculation function. This large increase is also
conveyed to the throttle-side so that the unrestricted range is reached via the pressure ratio psspvdk. If the
corresponding drivers requested torque were to be saved, then this torque would be too small because it
contains this large increase. Therefore, the saving is prevented via B_lsd until this dynamic action is once
again reduced.
The map MRFARUGDN (reset threshold for linear pedal travel in the unrestricted throttle region) prevents
the value 0 being stored in mrfabugd_w during startup when mrfa_w and psspvdk_w = 0 and > 0.95. This
prevents pedal crossover that is activated when wped is in the region of 0.
Bit 4 CWFUEDK = true:
The pedal crossover does not depend on mrfabugd_w calculation but depends on the characteristic
MRFARUGDN. Whether the pedal crossover is switched on or off depends on the same conditions as in bit 4
of CWFUEDK = false.
3

FUEDK 21.90 (Cylinder Charge Control (Calculating Target Throttle Angle))

Sub-function WDKAPPL: Applications interface
If the applications interface is enabled, normal calculation of target throttle angles (which is the function of
the torque interface) is disabled (via constant CWMDAPP). Instead, the target throttle angle depends only on
the pedal value, or is even set to be constant. When the engine speed = 0 rpm, the target throttle angle
depends directly on the pedal position (wped). Thus, for example in the workshop, a movement of the throttle
valve actuator can be achieved via the throttle pedal. Via the system constant SY_TWDKS, a sub-program
can be incorporated, which enables the tester to control the throttle by a predetermined angle cvwdk. In so
doing, the tester must assign the target angle cvwdk and set the bit in B_cwdk.
When using this feature you must ensure that no acceleration of the vehicle takes place, e.g. through
examination of brake switch, clutch switch, etc. Ensure that engine and vehicle speed = 0!
When the map FPWDKAPP is switched on, then when evtmod < EVTMODKMNDK an offset WDKSOFS is
added to the curve. This prevents the wrong throttle learning, for example by freezing. With nmot_w = 0 and
ignition on, the target value of the throttle angle should correspond to the emergency air point.
Subfunction NACHLAUF: Calculation of the target throttle angles for delayed accessory power only when
SY_UBR = 1 (main relay installed) included.
For delayed accessory power, a throttle angle is determined independently of the torque structure. This
angle wdksom_w is defined in the function WDKSOM. For systems with a built-in main relay, the throttle
actuator also supplies the ECU-delayed accessory power with power and therefore this angle is set by the
throttle actuator. This ensures a quieter engine output.
FUEDK 21.90 Application Notes
Normally-aspirated and Turbocharged engines:
KLAF: see cylinder charge detection
KFWDKMSN: the inverse of KFMSNWDK
KUMSRL: see cylinder charge detection
CWFUEDK bit allocation:
Bit 0: normally-aspirated engine, fkmsdk-correction via pedal upper travel
Bit 1: not used in this FDEF.
Bit 2: for start packet: if throttle angle from the torque structure > throttle angle from start packet, there is no
filtering of tfwdksom
IT IS RECOMMENDED TO SET THIS BIT TO FALSE!
Bit 3: not used in this FDEF.
Bit 4: normally-aspirated engine, via pedal upper travel dwdksus_w is calculated via mrfabugd_w or mrfaugd:
IT IS RECOMMENDED TO SET THIS BIT TO FALSE!
Bit 5: B_ldrugd can only be set independently of B_llrein with a turbocharged engine
Bit 6: only for non-direct injection engine: low-pass filter before wdksgv_w is enabled either just at start or
always
Bit 7: KLAF is calculated by filtered actual intake manifold pressure (for turbo) target intake manifold
pressure (for normally-aspirated engine)
CWFUEDK=64 Bit 0
Bit 2
Bit 4
Bit 5
Bit 6
Bit 7

= false: functionality as per %FUEDK 18.20

= false: functionality as per %FUEDK 21.50
= false: functionality as per %FUEDK 18.20
= false: functionality as per %FUEDK 18.20
= true: as per %FUEDK 18.20, when Bit 6 = false run time reduction
= true: for turbo: calculation from KLAF with filtered actual intake manifold pressure
= false: for normally-aspirated engines: calculation from KLAF with target intake
manifold pressure as previously

CWRLAPPL: only for dynamometer (switching from pssol_w with and without influence from charge control)
EVTMODMNDK = 5C
WDKSOFS = 5% (Emergency air point minus one value of KLFPWDKAPP) thus throttle target value when
lambda = 1 and engine speed = 0 corresponds to the emergency air point.
4

FUEDK 21.90 (Cylinder Charge Control (Calculating Target Throttle Angle))

FPWDKAPP
wped_w/%
wdksv_w/%

1.5
1.7

6.25
7.1

11.0
11.16

15.63
15.25

23.43
20.0

31.25
31.0

39.0
39.0

46.87
47.0

54.69
55.0

62.5
62.0

70.3
70.0

78.13
78.0

82.86
82.0

85.94
86.0

89.84
90.0

93.75
99.9

WDKSAPP 2%
TWDKSV:
pspvmin_w 0.990 0.992 0.996 0.998 1.00 1.02
0.01 0.10 0.15 0.20 0.25 0.0
NMOTCVWDK = 2000 rpm
NRLMN: 400 rpm (defined via umsrln_w, the throttle opening in start). The throttle opening is limited by
wdkugd_w.
NRLMNLLR: 100 rpm below idle speed (700 rpm)
ZKPSFIL = 0.02 s
KFWDKSMX:

Engine speed sample points are selected as per WDKUGDN. It is important to note that for
the throttle angle limit to reduce power, the sample points in the reduction range may be
more closely distributed.
Upper sample point: the uppermost sample point for the altitude is selected so that it
corresponds to the altitude at which the power reduction occurs. In the power reduction
region, KFWDKSMX is less than 100% such that the desired maximum engine performance
is thereby made through the restriction.
The lowest sample point is selected so that it corresponds to the altitude at which the lowest
air density yields the natural power reduction to the desired performance standard. As a
reference point, it is assumed that an altitude gain of 1000 m brings about a 10% power
reduction (delta fho_w = -0.1). This sample point is recorded over the entire speed range
KFWDKSMX = 100%.
Engine speed: 240, 760, 1000, 1520, 2000, 2520, 3000, 3520, 4000, 6000 rpm
fho_w:
0.8, 0.9, 1.0

Values: KFWDKSMX = 100% angle limit is not active.

Determination of the activation threshold for the median filter:
1) Median-Filter switch-off: DRLSOLMF = 0;
Let the vehicle roll at idle to determine the maximum occurring drlsolmf_w. This is value 1.
Slowly pay out idling gas (low dynamics). The drlsolmf_w which occurs in this case determines value 2.
At idle, rotate the power steering to its end stop, The drlsolmf_w which occurs in this case detemines value
3.
Increase vehicle speed (accelerate under load with greater dynamics). The drlsolmf_w which occurs in this
case determines value 4.
The threshold value DRLSOLMF is determined from the maximum of values 1 and 2 and the minimum of
values 3 and 4.
It will lie in the mostly in value 4.
DRLSOLMF default value is: 2%
For the charge detection application on the engine dynamometer, speed or load sample points shall be
reached automatically. The target specification in the function %MDFUE is achieved by specifying a constant
rlsol or a target throttle pedal value. Thus, the predetermined rlsol will be implemented in a real rl with the
same value, the charge control is used with a changed parameter set to balance rl - rlsol. This functionality
is only effective if the system constant SY_RLAPP in the function PROKON is set to a value > 0. With bit 0 of
CWRLAPPL, the functionality is then activated final. The link with the driving speed ensures that the
balancing function can be activated only when the vehicle is stationary, or on the engine dynamometer.
Normally aspirated engine only:
MRFABUMX = 100%
MRFARUGDN (SNM12FEUB)
nmot_w
Values
all at 80%
5

FUEDK 21.90 (Cylinder Charge Control (Calculating Target Throttle Angle))

FMIUGDS: 0.95
Turbocharged engine only:
FUEPMLD
lditv w
3
6 10 20
Value 0.999 0.8 0.2 0
ZPVDKR
Stutzst. psspu w 0.9 1.0 1.1 1.2 1.3 1.4
Value/seconds
0 0 0 2 2 0
DPUPS: 250 mbar
DWDKUGD = 2% tolerance of wdkugd
KLDPDK: 0 mbar at all sample points
Application: to measure the pressure drop across the throttle plate, especially the magnitude of
the air mass flow rate. From these 16 sample points, mlkge_w is determined and the associated
pressure drop applied in the characteristic.
PLSOLAP: 0 mbar.

In the applications phase, if a target boost pressure is predetermined, B_plsolap = Bit

5 of CWMDAPP is set to be true and the desired boost pressure is specified via
PLSOLAP.

PSPVDKUG see function BGMSZS

When CWFUEDK Bit 7 = true:
TFWDKSOF = 0.1275 s
VPSSPLSWDK = 0.995 From this pressure ratio, the throttle should be opened to wdkugd, when the throttle
angle from the torque structure is equal to wdkugd - DWDKUGD (tolerance)
WDKSHYS = 2%
Parameter
CWFUEDK
CWRLAPPL
DPUPS
DRLSOLMF
DWDKUGD
EVTMODMNDK
FMIUGDS
FPWDKAPP
FUEPMLD
KFWDKMSN
KFWDKSMX
KLAF
KLDPDK
KUMSRL
MRFABUMX
MRFARUGDN
NMOTCVWDK
NRLMN
NRLMNLLR
PLSOLAP
PSPVDKUG
SNM12FEUB
SY_AGR
SY_BDE
SY_CVT
SY RLAPP
SY_TURBO
SY_TWDKS
SY_UBR
SY_VS
TFWDKSOF
TWDKSV
VPSSPLSWDK
WDKSAPP

Description
Codeword FUEDK
Codeword default rlsol_w during application phase
Pressure difference for changeover of reference pressure to the throttle plate
Threshold delta rlsol for median filter
Delta to unrestricted throttle angle (tolerance)
No minimum temperature for the offset is added to throttle plate characteristic at engine speed = 0
Factor maximum torque for unrestricted operation
Throttle plate characteristic dependent von throttle pedal only for the applications phase
Factor for smooth transition of averge pressure (reference pressure) for turbo
Map for target throttle plate angle
Maximum target throttle plate angle
Air discharge characteristic
Characteristic for pressure drop across throttle plate
Conversion constant for mass flow in relative air charge
Maximum driver-target threshold for linear pedal travel in the unrestricted throttle range
Reset threshold for linear pedal travel in the unrestricted throttle range
Maximum speed that is still allowed at the throttle plate angle specified by the tester
Minimum speed for calculating umsrln
Minimum speed for calculating umsrln during idle
Application value for target boost pressure
Ratio pspvdk unrestricted
Sample point distribution for WDKSMX, WDKUGDN
System constant: exhaust gas recirculation present
System constant: Petrol Direct Injection
System constant: CVT-transmission present
rlsol-control in applications phase possible
System constant: Turbocharger
System constant: Default target throttle angle adjustment via the tester possible
System constant: Voltage after main relay ubr exists
System constant: camshaft control: none, binary (on/off)
Time for target throttle plate filtering
Time constant for target throttle plate angle filtering
Pressure ratio to enable the throttle crossover when throttle angle > unfiltered throttle angle threshold
Target throttle plate angle for application purposes

FUEDK 21.90 (Cylinder Charge Control (Calculating Target Throttle Angle))

WDKSHYS
WDKSOFS
ZKPSFIL
ZPVDKR
Variable
B_CWDK
B_DWDKSUS

Throttle plate hysteresis threshold for activating/deactivating crossover

Offset applied to target throttle angle at low temperature
Time constant for filtering intake manifold pressure for KLAF calculation in FUEDK
Time constant for pvdkr-filtering
Description
Actuator test DCPIDCM
Delta target throttle plate angle from the start of the unrestricted range (normally-aspirated engine)
active
B_EAGRNWS
Condition: Error in exhaust gas recirculation or camshaft exhaust gas recirculation-cylinder charge
for switching to the actual value
B_FKMSDKS
Integrator stop fkmsdk
B_FPWDKAP
Throttle control directly via the throttle pedal
B_KLAFBG
Input variable for KLAF is limited
B_LDRUGD
Condition: unrestricted, enable through boost pressure control
B_LLREIN
Condition: idle control active
B_LSD
Condition: Positive load shock absorption active
B_MFACT
Condition: Median filter active
B_MGBGET
Condition: Torque gradient limitation active
B_NMIN
Condition: Underspeed: n < NMIN
B_NSWO1
Condition: Speed > NSWO1
B_PLSOLAP
Changeover: target boost pressure at the application target boost pressure
B_STEND
Condition: end of start reached
B_TFWDKSOM Time constant for filtering throttle plate angle without torque structure active
B_UGDS
Target throttle plate angle in the unrestricted range
B_WDKAP
Condition: throttle angle target value from application characteristic or in the start from start angle
B_WDKSAP
Throttle control via constant, Bit 1 has priority
B_WDKSOM
Target throttle plate angle without torque structure active
CVWDK
Actuator test control value DCPIDCM
DPDK_W
Pressure drop across throttle plate
DRLFUE_W
Load correction of cylinder charge control
DRLSOLMF_W Delta target cylinder charge for median filter
DWDKSUMX_W Delta target throttle plate angle from the start of the unrestricted range to maximum
DWDKSUS_W Delta target throttle plate angle from the start of the unrestricted range (normally-aspirated engine)
DWDKSUT_W
Delta target throttle plate angle from the start of the unrestricted (turbocharged engine)
EVTMOD
Modelled intake valve temperature (temperature model)
FHO_W
Altitude correction factor (word)
FKLAFS_W
Discharge factor (KLAF) for determining wdks
FKMSDK_W
Correction factor mass flow next charge signal
FPBRKDS_W
Factor for determining the combustion chamber pressures
FRHODKR_W
Air-tight correction factor for corrected throtttle throughput (word)
FRHODK_W
Air-tight correction for throttle throughput as a factor of (intake temperature and altitude) 16 Bit
FTVDK
Correction factor for temperature at the throttle plate
FUEPMLD_W
Factor for smooth transition of average pressure (reference pressure) at the turbo
FUPSRL_W
Conversion factor of system related pressure on cylinder charge (16-bit)
LDITV_W
Boost pressure control: duty cycle from integral controller (word)
MIFAFU_W
Driver-requested torque for cylinder charge
MILSOL_W
Driver-requested torque for cylinder charge
MLKGE_W
Input to map KLDPDK
MLSOL_W
Target air mass flow
MLWDKNF_W
Filterted, normalised air mass flow for determining target throttle-plate angle
ML_W
Filtered air mass flow (Word)
MRFABUGD_W Relative driver-requested torque to the beginning of the unrestricted range
MRFAMX_W
Relative driver-requested torque, maximum value
MRFAUGD W
Relative driver-requested torque for upper pedal travel in the unrestricted region
MRFA_W
Relative driver-requested torque from vehicle speed limiter and throttle pedal
MSDKS_W
Target air mass flow through the throttle mechanism
MSNDKOOS_W Normalised air mass flow for determining the target throttle plate angle
MSNDKO_W
Normalised bleed air mass flow through the throttle plate (word)
MSNDKS_W
Normalised target air mass flow through the throttle mechanism
MSTE
Fuel tank breather mass flow into the intake manifold
NMOT
Engine speed
NMOT W
Engine speed
PDPLD
Predicated delta pressure (actual target overshoot)
PIRGFUE_W
Partial pressure of residual gas, internal exhaust gas recirculation (for FUEDK)
PIRG_W
Partial pressure of residual gas, internal exhaust gas recirculation (16-Bit)
PLSOL
Target boost pressure
PLSOL_W
Target boost pressure (word)
PSFIL_W
Filtered intake manifold pressure for KLAF-calculation in FUEDK
PSPVDK_W
Quotient intake manifold pressure/pressure at the throttle plate (word)
PSPVMIN_W
Minimum selection from pspvdk and psspvdk

FUEDK 21.90 (Cylinder Charge Control (Calculating Target Throttle Angle))

PSRLFUE_W
PSSOL_W
PSSPVDKB_W
PSSPVDK_W
PS W
PU_W
PVDKR_W
PVDK_W
RFAGR_W
RFRS_W
RFR_W
RLFGKS_W

Conversion pressure from cylinder charge (for FUEDK)

Target intake manifold pressure
Ratio of target intake manifold pressure to pressure at the throttle plate, restricted
Ratio of target intake manifold pressure to pressure at the throttle plate
Absolute intake manifold pressure (word)
Ambient pressure
Reference pressure at the throttle plate
Pressure at the throttle plate 16-Bit
Relative cylinder charge, exhaust gas recirculation (word)
Target relative cylinder charge (inert gas + air) from internal and external exhaust gas recirculation
Relative cylinder charge (inert gas + air) ber internal and external exhaust gas recirculation
Corrected relative target fresh air charge (air that flows through the throttle plate and fuel tank
breather)
RLFGS_W
Target relative fresh air charge (air that flows through the throttle plate and fuel tank breather)
RLRS_W
Target relative air charge uber internal and external exhaust gas recirculation
RLR_W
Relative air charge uber internal and external exhaust gas recirculation
RLSOL_W
Target cylinder charge
TFWDKSOM_W Time constant for filtering throttle plate angle outwith the torque structure
TFWDKS_W
Time constant for wdks filtering
UMSRLN_W
Conversion factor air charge in mass flow
VFZG
Vehicle speed
VPSSPLS_W
Ratio of target intake manifold pressure to target boost pressure
VPSSPU_W
Ratio of ambient pressure to target intake manifold pressure
WDKSAP_W
Target throttle plate angle from the applications block
WDKSBUGD_W Target throttle plate angle from the torque structure limited to the unrestricted angle
WDKSGV_W
Target throttle plate angle for the applications interface (filtered)
WDKSMX_W
Maximum target throttle plate angle
WDKSOM_W
Target throttle plate angle outwith the torque structure
WDKSV_W
Target throttle plate angle for the applications interface (unfiltered)
WDKUGD_W
Throttle plate angle, when 95% cylinder charge has been reached
WPED W
Normalised throttle pedal angle

GGHFM 57.60 (MAF Meter System Pulsations)

GGHFM 57.60 (MAF Meter System Pulsations) Function Description
The MAF sensor output is sampled at 1 millisecond intervals. The sampled voltage value is first linearized
using the 512 value characteristic curve MLHFM (which contains only positive values) for further calculation
of mass air flow. Therefore, when using a HFM5 sensor, an offset (defined by MLOFS) is required to take
account of the reverse current region in the calculation of MLHFM values.
The calculated air mass values are then summed in a memory segment. Once a segment is nearly full, the
simple arithmetic average of the cumulative value over the last segment is calculated, i.e. it is divided by the
number of samples of the last segment and then the offset MLOFS is subtracted.
During idle conditions, a selection is made between the measured air mass flow and the maximum possible
air mass flow at this operating point, mldmx_w (taken at a height of 500 m and a temperature of 40C)
weighted by the multiplication factor FKMSHFM. By this measure, short circuiting of Ubat output to the engine
can be prevented. [See module DHFM 63.130 Diagnosis: MAF sensor signal plausibility check: With the
HFM5 sensor, if the battery voltage is less than 11 V , no more information about the plausibility of the HFM
signal is possible (basis: voltage levels of 0.5-2.0 V cause a short circuit between Ubat and Uref)...]
Then, the value is corrected via fpuk for pulsations and return flow (i.e. pressurized air dumped back to the
intake tract on the overrun) and via fkhfm in areas with no pulsation and surging. When the turbo is on, the
system constant SY_TURBO sets fpuk to 1.0 since there will not be any pulsations or return flow. The value
mshfm_w is corrected in this case by the map KFKHFM.
Since different displacement elements of the engine hardware, such as the camshaft, intake manifold or
charge movement flap can influence pulsation in the MAF sensor, the code words CWHFMPUKL1 and
CWHFMPUKL2 determine which influencing factors are taken into account.
The air mass flow output is supplied as the 16-bit value mshfm_w. The RAM-cell mshfm_w is limited to zero.
To take into account return flow (based on 1-segment) for turbo engines, the RAM-cell mshfms_w is
provided, which is administered by the limiting value FW MLMIN.
The pulsation-correcting curve PUKANS corrects for the engine speed nmot so that intake air temperaturedependent displacements of actual pulsation areas are managed.
APP GGHFM 57.60 Application Notes
Pre-assignment of the Parameters
CWHFMPUKL1 = 1
CWHFMPUKL2 = 1
FLBKPUHFM = 0.5
FNWUEPUHFM = 0.5
KFKHFM = 1.0
KFPU = 1.0
KFPUKLP1 = 1.0
KFPUKLP12 = 1.0
KFPUKLP2 = 1.0
MLHFM = MAF sensor curve
MLMIN = 200 kg/h
MLOFS = 200 kg/h
PUKANS = 1.0
Application Procedure
1. Determine, input and review the MAF sensor linearization curve
2. Linearization curves depend on size and type (hybrid/sensor) of the MAF metering system deployed
3. For the HFM5 sensor, the curve with return flow, i.e., positive and negative air masses and use additional
offset (MLOFS = 200 kg/h)
4. When using an alternative plug-in sensor, check the linearization curve is appropriate for the mounting
position used.
Requirements for the Application of the Pulsation Map
Mixture pre-input path:
1

GGHFM 57.60 (MAF Meter System Pulsations)

1. Normalise all enrichment (input factors and input-lambda), i.e. feed forward control to obtain lambda = 1;
2. In fuel systems where there is no constant differential pressure over the fuel injectors (e.g. returnless fuel
systems, i.e. in which the pressure regulator is not working against the intake manifold pressure as a
reference) this must especially be ensured for the application of pulsation maps (connection of a pressure
regulator on the intake manifold).
3. If this is not technically possible, i.e. the differential pressure across the fuel injectors was previously
considered in a correction curve (see note to returnless fuel systems), then carry out the following:
Pre-input charge detection:
1. Determine the MAF sensor characteristic curve
2. Normalise the pulsation corrections first (set KFPU, KFPUKLP1, KFPUKLP2, KFPUKLP12 to 1.0)
3. Set the MAF correction map values to 1.0
4. Limit rlmax by disabling or setting PSMXN to its maximum values
The pulsation correction depends on Tans in the characteristic PUKANS stored as a factor and is addressed
with Tans/C. This characteristic is used for engine speed correction to address the pulsation map KFPU.
PUKANS = (T0/TANS) where T0 and TANS are absolute temperatures (i.e. in Kelvin)
The base temperature T0 is 0C = 273 K i.e. ftans (0C) = 1.0
To apply the curve with 8 data points for pulsation corrections:
TANS/C
TANS/K
PUKANS

40
233
1.0824

20
253
1.0388

0
273
1.0000

20
293
0.9653

30
303
0.9492

40
313
0.9339

50
323
0.9194

80
353
0.8794

Application of the Pulse Maps KFPU, KFPUKLP1, KFPUKLP2, KFPUKLP12

The pulsation maps compensate for pulsation and reverse flow errors in the MAF meter system. There are
four pulsation maps:
KFPU: the basic map
KFPUKLP1: pulsation-influencing adjustment element 1
KFPUKLP2: pulsation-influencing adjustment element 2
KFPUKLP12: pulsation-influencing adjustment elements 1 and 2
Parameterization of the code words CWHFMPUKL1 and CWHFMPUKL2:
Definition of adjustment element 1 for taking pulsation into account
CWHFMKLPU1:
1. 1 Intake manifold flap
2. Camshaft
3. Charge movement flap
Definition of adjustment element 2 for taking pulsation into account
CWHFMKLPU2:
1. 2 Intake manifold flap
2. Camshaft
3. Charge movement flap
Definition of the pulsation range:
MAF sensor voltage fluctuations with an amplitude of 0.5 V
Definition of the return-flow (i.e. pressurized air dumped back to the intake tract on the overrun) range:
MAF sensor voltage <1 V
Pulsation Map Adaptation:
Determining the pulsation or reverse flow region; possibly changing the sample-point resolution of pulsation
maps to better cover the pulsation region.
The air mass in the intake manifold (ml_w) is compared with the calculated air mass in the exhaust gas via
the characteristic curves KFPU, KFPUKLP1, KFPUKLP2 and KFPUKLP12. As an alternative to the
2

GGHFM 57.60 (MAF Meter System Pulsations)

calculated air mass in the exhaust, the air mass flow through a pulsation-damping volume to the air filter
housing (e.g. a Helmholtz resonator device) can be measured instead.
Application of the MAF Correction Map KFKHFM:
In regions of no pulsation, the air mass comparison is carried out via the map KFKHFM. In this way, MAFsensor errors caused, for example, by a problematic installation position can be corrected. For either, the
balancing should maintain lambda of approximately 1.0, so the error in calculating the air mass in the
exhaust gas is low. The residual errors (lambda deviation around 1.0) are interpreted as a mixture error and
are compensated for by the characteristic curve FKKVS in the RKTI 11.40 module.
Definitions
Parameter
CWHFMPUKL1
CWHFMPUKL2
FLBKPUHFM
FNWUEPUHFM
KFKHFM
KFPU
KFPUKLP1
KFPUKLP12
KFPUKLP2
MLHFM
MLMIN
MLOFS
PUKANS
SY_LBK
SY_NWS
SY_SU
SY_TURBO
Variable
ANZHFMA_W
B_PUKLP1
B_PUKLP2
B_SU
B_SU2
FKHFM
FLB_W
FNWUE
FPUK
MLHFMAS_W
MLHFMA_W
MLHFMM_W
MSHFMS_W
MSHFM_W
NMOT
NMOTKOR
PUANS
RL
TANS
UHFM_W
WDKBA

Definition
Code word 1 for selecting one of the adjustment elements for MAF sensor-pulsation
map
Code word 2 for selecting one of the adjustment elements for MAF sensor-pulsation
map
Switching threshold for the charge movement flap adjustment factor for MAF sensor
pulsation
Switching threshold for the camshaft adjustment factor in MAF sensor pulsation
Correction map for MAF sensor
Pulsations map
Pulsations map with active adjustment element 1
Pulsations map with active adjustment elements 1 and 2
Pulsations map with active adjustment element 2
Characteristic curve for linearization of MAF voltage
MAF sensor minimum air mass
Curve offset for the HFM5 sensor
Pulsations correction depending on intake air temperature
System constant for the charge movement flap
System constant for the camshaft control system: none, binary (on/off) or variable
System constant for alternative intake manifold
System constant for the turbocharger
Definition
Number of MAF sensor samples in a synchronisation
Switching of pulsations map with active adjustment element 1
Switching of pulsations map with active adjustment element 2
Intake manifold condition
Intake manifold condition, 2. Flap
MAF sensor correction factor
Charge flow factor
Weighting factor for inlet valve camshaft overlap
MAF sensor correction factor in pulsation range
Cumulative air mass in a synchronisation
Air masses sampled by the MAF sensor (16-Bit)
Average of sampled air masses (16 bit value)
Air mass flow output value taking return flow into account (signed value)
Air mass flow output value (16-Bit)
Engine speed
Engine speed intake air temperature correction (zur Pulsations correction)
Pulsations correction depending on intake air temperature (Tans)
Relative air charge
Intake air temperature
MAF sensor voltage
Throttle plate angle relative to its lower end stop

LAMBTS 2.120 (Lambda for component Protection)

See the funktionsrahmen for the following diagrams:
lambts main
lambts enable (Enabling conditions for Lambda-component protection and enabling through factor ftbts_w)
lambts lambtszw (Component protection due to changes in ignition angle)
lambts initialisation
Purpose:
Protection of components (exhaust manifold, turbocharger, etc.) through mixture enrichment.
Principle:
An excessively high exhaust gas temperature can be lowered by enriching the air-fuel mixture. Through this
enrichment, more fuel enters the cylinder than would be required for stoichiometric combustion of the fuel.
The unburned fuel vaporises on the cylinder walls and cools them which decreases the exhaust gas
temperature.
LAMBTS: Overview
Target lambda can be enriched via the map KFLBTS which depends on the engine speed (nmot) and
relative cylinder charge (rl). The enrichment is only effective when a modelled temperature tabgm_w,
tkatm_w, tikatm_w or twistm_w in the sub-function LAMBTSENABLE exceeds its applicable threshold and
the delay time TDLAMBTS + TVLBTS has expired. The system constant SY_ATMST defines whether
twistm_w from the function %ATMST is available and the system constant SY_ATMLA defines whether
twilam_w from the function %ATMLA is available.
The map KFLBTS describes the necessary steady-state enrichment, while the processes of the temperature
model describe the dynamic state. This avoids early enrichment through a spike to a steady-state critical
operating point.
The temperature hysteresis DTBTS or DTWISBTS prevents periodic switching on and off of the enrichment,
if enrichment is set at a temperature below the cut-in temperature.
For projects with stereo exhaust systems, where the difference between the exhaust temperatures of the two
cylinder banks at the same operating point can be very large, component protection can be applied
separately to both cylinder banks via the maps KFLBTS and KFLBTS2 if the system constant SY_STERBTS
= true.
A deterioration in ignition angle efficiency leads to an increase in exhaust gas temperature but this
deterioration can be counteracted with a mixture enrichment (see sub-function DLAMBTSZW). The actual
ignition angle is calculated from the ignition angle efficiency (etazwg), the basic ignition angle (zwgru) and
the average ignition angle efficiency (etazwim). The difference of etazwg and etazwim results in the
degradation efficiency (detazwbs). An additive enrichment depending on detazwbs can now be done via the
map KFDLBTS. The enrichment can be reduced or eliminated in desired areas by means of the
characteristic KFFDLBTS which is a function of engine speed and relative cylinder charge. Also, this
enrichment is only effective when a modelled exhaust temperature exceeds its corresponding threshold.
The critical component temperatures can be exceeded for a brief time TVLBTS. First, however, the time
TDLAMBTS must have expired. The low-pass filter ZDLBTS provides the option of smoothing an otherwise
abrupt change in enrichment upon reaching a critical component temperature.
MEAN: Averaging the Efficiencies at the Actual Ignition Angle
Here is an averaging over 10 ms increments of the present ignition angle efficiencies over a 100 ms
increments.
LAMBTS 2.120 Application Notes
Requirements:
* Application of the basic ignition angle (see %ZWGRU)
* Steady-state lambda - basic adaptation
* Application of knock control
* Application of the exhaust temperature model (see %ATM), including lambda-path and ignition angle path

LAMBTS 2.120 (Lambda for component Protection)

* Installation of a temperature sensor on the protected region of the exhaust system (e.g. exhaust manifold or
catalytic converter)
Codewort LAMBTS
CWLAMBTS Bit No.

2
Note 1

1
Note 2

0
Note 3

Note 1
If Bit 2 value = 1 then tabgkrm_w wird is used as the critical temperature
If Bit 2 value = 0 then tabgm_w w is used as the critical temperature
Note 2
If Bit 1 value = 1 then updating dlambts for transmission intervention applies
If Bit 1 value = 0 then dlambts for gear intervention is frozen
Note 3
If Bit 0 value = 1 then updating dlambts for dashpot applies
If Bit 0 value = 0 then dlambts for dashpot is frozen
Switch on only when system constant SY_TURBO is active
Example: Updating dlambts for dashpot and transmission protection frozen
CWLAMBTS Bit 0 = 1 and CWLAMBTS Bit 1 = 1
0
1
CWLAMBTS = 2 + 2 = 1 + 2 = 3
Presetting of parameters (function inactive!)
Enrichment through switching off the lambda target value: KFLBTS = 1.0 (all engine speeds & all relative
cylinder charges)
Critical exhaust gas temperature: TABGBTS = 900C
Critical temperature near the catalytic converter: TKATBTS = 900C
Critical temperature in the catalytic converter: TIKATBTS = 900C
Critical cylinder head temperature: TWISTBTS = 200C
Critical turbocharger temperature: TWILABTS = 950C
Temperature hysteresis for component protection: DTBTS = 20C
Temperature hysteresis for cylinder head temperature: DTWISBTS = 10C
Temperature hysteresis for turbocharger turbine temperature: DTWISBTS = 20C
Enrichment through switching off delta lambda target value: KFDLBTS = 0.0 (for all detazwbs)
Low-pass for deactivating enrichment: ZLBTS = 0.1 s
Low-pass for deactivating delta-enrichment: ZDLBTS = 0.1 s
Time delay for enabling component protection deactivation: TDLAMBTS = 0.0 s (only effective prior to
ignition).
Time delay for deactivating enrichment: TVLBTS = 0.0 s
Weighting factor for normalizing the delta lambda target value: KFFDLBTS = 1.0 (alle nmot, alle rl)
component protection factor depending on tabgm_w: FBSTABGM = 1.0 (alle tabgm_w)
SY_ATMST = 0, when %ATMST is not available
SY_ATMLA = 0, when %ATMLA is not available
Procedure:
1.) Application of Steady-state Enrichment
* A temperature sensor is installed to measure the actual temperature at the thermal critical point.
* Enrichment independent enabling of the exhaust gas temperature model: TKATBTS = TIKATBTS =
TABGBTS = TWISTBTS = 20C for example.
* Enrichment path through ignition angle intervention switched off: e.g. KFDLBTS = 0.0 (all detazwbs)
* Knock control is enabled through the application of the characteristic KFLBTS by measuring the exhaust
gas temperature at each operating point and where necessary by enrichment (KFLBTS values <1) on a noncritical limiting value.
2.) Application of Enrichment through Ignition Angle Adjustment

LAMBTS 2.120 (Lambda for component Protection)

In the application of the enrichment through ignition angle adjustment, steady-state enrichment via KFLBTS
must be active.
Application of the enrichment map KFDLBTS:
* Set the ignition angle application without engine torque intervention condition (B_zwappl): CWMDAPP [bit
0] to be equal to 1
* Approach the operating point at which the largest overall enrichment was necessary in the map KFLBTS.
* Through ZWAPPL gradually retard the ignition angle and make enrichments for high exhaust gas
temperature via KFDLBTS.
The characteristic field KFDLBTS should remain unchanged for the further application.
The characteristic field KFFDLBTS must be applied at the maximum latest ignition angle position (e.g.
through ZWAPPL):
* Approach all operating points of KFFDLBTS and control exhaust temperature. Correct the enrichment.
3.) Application of the Temperature Threshold Values TABGBTS, TKATBTS, TIKATBTS, TWISTBTS
TABGBTS, tabgm and tabgkrm or refer to a location close to the lambda probe or exhaust manifold.
TKATBTS and tkatm refer to a location near the catalytic converter.
TIKATBTS and tikatm refer to a location in the catalytic converter.
TWISTBTS and twistm refer to the cylinder head. If SY_ATMST = 0 twistm does not exist in the project.
All thresholds are applied only when all components must be protected. If a component is not critical, the
corresponding threshold is set to the maximum possible value.
* Double-check application of the exhaust temperature model, including the lambda and ignition angle paths.
* If the actual measured temperature reaches the critical component temperature, the modelled temperature
must be transferred to the corresponding threshold value. Possible errors in the exhaust gas temperature
model can be found by again in the emerging thresholds TABGBTS, TKATBTS, and TIKATBTS TWISTBTS.
* The choice of values for the temperature thresholds TABGBTS, TKATBTS, TIKATBTS and TWISTBTS
must be checked dynamically. I.e. enrichment should not be used too late with a jump from a thermally
non-critical to a thermally critical region, otherwise the component temperature will overshoot. In this case, a
lower value for the corresponding threshold temperature should be selected.
* The temperature hysteresis DTBTS or DTWISBTS should be sufficiently large that the enrichment does not
periodically turn on and off.
* A dead time TDLAMBTS > 0 s is permissible only in those projects in which a steady-state component
critical temperature can be exceeded without damage on a one-off basis (total time that B_tatmbts is active),
But normally, however TDLAMBTS = 0.0 s.
* A dead time TVLBTS > 0 s is permissible only in such projects in which a steady-state critical component
temperature can be exceeded for brief periods any number of times with no damage. But normally, however,
TVLBTS = 0.0 s.
* A delay with the time constants ZLBTS or ZDLBTS is only useful for projects where abrupt enrichment
leads to a noticeable jump in torque. A delay in the enrichment will result in overshooting of the temperature
components. If the overshoot is not tolerable, enrichment must be enabled from a lower component
temperature.
Affected Functions:
%LAMKO via lambts_w
Parameter
CWLAMBTS
DTBTS
DTWILABTS
DTWISBTS
ETADZW
FBSTABGM

Description
Codeword: lambda component protection
Temperature hysteresis for component protection
Turbocharger temperature hysteresis for component protection
Cylinder head temperature hysteresis for component protection
Ignition angle efficiency depending on delta ignition angle
Component protection factor depending on modelled exhaust gas temperature

LAMBTS 2.120 (Lambda for component Protection)

KFDLBTS
KFFDLBTS
KFLBTS
KFLBTS2
SNM16GKUB
SRL12GKUW
SY_ATMLA
SY_ATMST
SY_STERBTS
SY_TURBO
TABGBTS
TDLAMBTS
TIKATBTS
TKATBTS
TVLBTS
TWILABTS
TWISTBTS
ZDLBTS
ZLBTS
Variable
B_DASH
B_GSAF
B_TABGBTS
B_TATMBTS
B_TIKATBTS
B_TKATBTS
B_TWILABTS
B_TWISTBTS
DETAZWBS
DLAMBTS_W
DZWG
ETAZWG
ETAZWIM
ETAZWIST
FLBTS_W
LAMBTS_W
LAMBTS2_W
LBTS_W
LBTS2_W
NMOT
RL_W
SY_LAMBTS
TABGBTS_W
TABGKRM_W
TABGM_W
TIKATM W
TKATM W
TWILAM_W
TWISTM_W
ZWGRU
ZWOPT

Delta lambda target value for component protection

Factor for delta lambda target value for component protection
Lambda target value for component protection
Lambda target value 2 for component protection
Sample point distribution for mixture control: 16 sample points for engine
temperature
Sample point distribution for mixture control: 12 sample points for relative
cylinder charge (Word)
System constant exhaust gas temperature modelling: turbocharger available
System constant exhaust gas temperature modelling: cylinder head available
System constant component protection exhaust gas bank selection
System constant for turbocharger
Exhaust gas temperature threshold for component protection
Time delay for enabling one-off lambda component protection
Temperature threshold for component protection in the catalytic converter
Temperature threshold for component protection near the catalytic converter
Delay time for lambda target value for component protection
Temperature threshold for component protection of the turbocharger
Temperature threshold for component protection of the cylinder head
Time constant delta lambda component protection
Time constant lambda component protection
Description
Condition: Dashpot limit change active
Condition: Transmission intervention switch requirement
Condition: Exhaust gas temperature exceeded
Condition: Threshold temperature in exhaust gas temperature model exceeded
Condition: Threshold temperature in catalytic converter exceeded
Condition: Threshold temperature near catalytic converter exceeded
Condition: Turbocharger threshold temperature exceeded
Condition: Cylinder head threshold temperature exceeded
Delta ignition angle efficiency for component protection
Delta lambda for component protection
Delta ignition angle: basic ignition angle to optimum ignition angle
Efficiency of the basic ignition angle
Average efficiency of the actual ignition angle
Actual ignition angle efficiency
Lambda component protection factor
Lambda for component protection
Lambda for component protection for cylinder bank 2
Lambda for component protection in steady-state map
Lambda for component protection in steady-state map for cylinder bank 2
Engine speed
Relative cylinder charge (Word)
System constant for component protection available
Exhaust gas temperature for component protection
Exhaust gas temperature in exhaust manifold from the model
Exhaust gas temperature before the catalytic converter from the model (Word)
Exhaust gas temperature in the catalytic converter from the model
Exhaust gas temperature near the catalytic converter from the model (Word)
Turbocharger casing temperature from the model
Cylinder head temperature from the model: Kelvin in VS100, actual in C
Basic ignition angle
Optimum ignition angle

LAMFAW 7.100 (Drivers Requested Lambda)

See the funktionsrahmen for the following diagrams:
lamfaw-lamfaw
lamfaw-lamkr
lamfaw-lamwl
lamfaw-lamfadisable
lamfaw-lamrlmin
lamfaw-initialise
Function Description
The function LAMFAW brings about an enrichment of the fuel-air mixture via lamfa_w when the driver
demands maximum torque via mrfa_w. This then corresponds to the full-load enrichment. The intervention to
the mixture via lamfa_w can be delayed via the delay time TLAFA.
During turbocharger overboost, an additional enrichment is applied by a delta-lambda from the characteristic
DLAMOB.
For the time TLAMFAS, an enrichment via the drivers request as a function of altitude (LAMFAS) can be
prevented (see sub-function LAMFADISABLE). Triggering of this time will be initiated if B_kh = true, LAMFA
<1.0 and the altitude at which the function is disabled (as defined in LAMFAS) has been reached.
In this way, a reproducible driving cycle can also be achieved at higher altitudes.
During a torque reduction, e.g. traction control intervention, engine speed limiter , the enrichment via the
map LAMFAW can be disabled by setting CWMFAW Bit 1 = true.
In the sub-function LAMKR, an enrichment can be implemented during ignition angle intervention.
The sub-function LAMWL can be used for the enrichment during warm-up. If this procedure is used, tankventing via the function LAMKO is not switched off.
In the sub-function LAMRLMIN, an enrichment via LAMRLMN is active for low loads (rl). This serves to
improve the combustion efficiency at low loads. If CWLAMFAW bit 2 is set, then the emergency fuel tank
breather is disabled during lamrlmn-intervention.
Application Notes
A delay time TLAFA > 0 can only be applied when the mixture intervention via lamfa_w should be delayed.
Map LAMFA:
Engine speed sample points:
1000, 1400, 1800, 2200, 2600, 3000, 3400, 3800, 4200, 4600, 5000, 5400, 5800, 6200, 6600, 7000 rpm
mrfa_w sample points:
70, 80, 90, 100, 110, 120 %
Map values of 1.0
DLAMOB comprises the delta-lambda, so that an additional mixture enrichment is implemented in overboost
mode.
Sampling points for engine speed: implemented as a group characteristic SNM06GKUB
Neutralization of the function by data:
LAMFA = 1.0 and DLAMOB = 0.0 lamfa_w is then 1.0
The time TLAMFAS must be selected so that no large gradients are caused in the drivers requested
enrichment (typically 240 s).
The characteristic LAMFAS contains values from 0 to 1. If the value is 0, enrichment via the altitude effect is
active. Values other than 0 deactivate enrichment via LAMFA, if B_kh = true and LAMFA values are < 1.0.
The characteristic LAMFAS is not interpolated, which means that the characteristic initial value remains
constant until a node is crossed.
For the fho-sample points of the characteristic LAMFAS, the following relationship applies: fho = 1 altitude
[m]/10,000 m
Since the variable fho has a quantization of 4/256 = 0.015625, this resolution must be considered when
determining the switch-off. Similarly, there is a potential altitude deviation of 250 m because of the sensor
tolerance.
For the calculation of the lower or upper threshold of fho, the following relationship applies for a nominal
altitude cut-off threshold:
1

LAMFAW 7.100 (Drivers Requested Lambda)

Lower altitude cut-off threshold:

fho [phys] = 1 ((nominal altitude [m] 250 m ) /10000) fho[Ink] = Integer (fho[phys] /0.015625) + 1Ink
fho upper limit [phys] = (1 fho[Ink] 0.015625)
Altitude upper limit = (1 fho upper limit [phys]) 10000
Upper altitude cut-off threshold:
fho [phys] = 1 ((nominal altitude [m] + 250 m) /10000) fho[Ink] = Integer (fho[phys] /0.015625)
fho lower limit [phys] = fho[Ink] 0.015625
Altitude lower limit = (1 fho lower limit [phys]) 10000
This produces the following values:
Nominal altitude
2,200 m 1,600 m
Altitude upper limit 2,500 m 1,875 m
fho lower limit
0.75
0.8125

The altitude upper limit is the fho lower limit!

Altitude lower limit 1,875 m 1,250 m

fho upper limit
0.8125
0.875
Thus, the characteristic LAMFAS is parameterized as follows for the nominal altitude of 2,200 m:
fho
Value

0.734375
0
Enrichment active

0.7500
1
Enrichment inactive

0.8125
0
Enrichment active

Switching off the altitude-dependent enrichment suppression: LAMFAS = 0, TLAMFAS = 0

Values for lambda intervention lamfawkr_w during ignition angle retardation:
ZKLAMFAW:
ZKWLAFWL:
DLAMFAW:
KFLAMKR:

KFLAMKRL:

DLAMTANS:
KFLAFWL:

DLAMOB:

RLLAMMN:
LAMRLMN:

2s
2s
0.01
Engine speed sample points: Group characteristic SNM06GKUB
rl sample points:
Group characteristic SRL06GKUB
Map values:
All are 1.0 no weighting active
dzlamfaw sample points:
Group characteristic SDZ0 6GKUB
rl sample points:
Group characteristic SRL06GKUB
Map values:
All are 1.0 lambda intervention not active
Ambient temperature sample points: 50.25, 60, 70.5, 80.25 C
Map values:
All are 0 lambda intervention not active
Engine speed sample points: Group characteristic SNM06GKUB
rl sample points:
Group characteristic SRL06GKUB
Map values:
All are 0 lambda intervention not active
In the map, delta values are entered, 0.1 lamfwl_w = 0.9!
Engine speed sample points: Group characteristic SNM06GKUB
Map values:
All are 0 no additional enrichment during overboost
In the map, delta values are entered + 0.1 lamfa = lamfaw 0.1!
Engine speed sample points: Group characteristic SNM06GKUB
Map values:
0% enrichment via LAMRLMN not active
Engine speed sample points: Group characteristic SNM06GKUB
Map values:
1.0 lambda = 1.0 (no enrichment)

CWLAMFAW Bit 0:
CWLAMFAW Bit 1:

CWLAMFAW Bit 2:

CWLAMFAW Bit 3:

0: dzwlamfaw = min (0, dzwwl)

1: dzwlamfaw = min (0, (dzwwl + wkrma)). Default value = 0.
0: LAMFAW also during torque reduction, e.g. via traction control, engine speed
limiter, etc. active
1: no enrichment via LAMFAW during torque reduction (milsol < mifa)
0: B_ldeffw is always false emergency fuel tank breather also during lamrlmn_wintervention active
1: B_ldeffw dependent on lamrlmn_w-activation, when B_ldeffw = true, emergency
fuel tank breather disabled, i.e. fuel tank breather valve shuts.
0: Disable drivers requested lambda activation through catalyst heating enabled
2

LAMFAW 7.100 (Drivers Requested Lambda)

CWLAMFAW Bit 4:

1: Disable drivers requested lambda activation through catalyst heating not possible
0: lamfwl_w dependent on B_stend and VZ1-term
1: lamfwl_w not dependent on B_stend and VZ1-term

Group characteristic for engine speed sample points: SNM06GKUB: 760, 1520, 2560, 3520, 4560, 5520 rpm
Group characteristic for relative load sample points: SRL06GKUB: 20, 40, 60, 80, 90 %
Group characteristic for engine temperature sample points: STM0 8GKUB: 15, 0, 20, 40.5, 60, 75, 85.5,
105 C
Group characteristic for dzwlamfaw sample points: SDZ06GKUB: 30, 20, 15, 10, 5, 0 degrees
Parameter
CWLAMFAW
DLAMFAW
DLAMOB
DLAMTANS
GANGFAW
KFLAFWL
KFLAMKR
KFLAMKRL
LAMFA
LAMFAS
LAMRLMN
RLLAMMN
SDZ06GKUB
SNM06GKUB
SRL06GKUB
STM08GKUB
SY TURBO
TLAFA
TLAMFAS
TMSTFWMN
TMSTFWMX
TNSTFWMN
TNSTFWMX
ZKLAMFAW
ZKWLAFWL
Variable
B_KH
B_LAMFAS
B_LAMFASA
B_LAMFASH
B_LDEFFW
B_LDOB
B_SAB
B_STEND
DZWLAMFAW
DZWWL
FHO
GANGI
LAMFAWKR_W
LAMFAWS W
LAMFAW_W
LAMFA_W
LAMFWL_W
LAMRLMN_W
MIFA_W
MILSOL_W
MRFA_W
NMOT
RL
TANS
TMOT
TMST
TNST_W
WKRMA

Description
Codeword LAMFAW
Threshold value for activating enrichment via drivers request
Delta lambda during overboost
Air temperature-dependent enrichment
Gear threshold for deactivating drivers request at altitude
Offset engine target lambda
Weighting factor for enrichment during ignition angle retardation
Enrichment during ignition angle retardation
Drivers requested lambda
Disable drivers requested lambda
Lambda control when rl < RLLAMMN to improve the combustion efficiency
Minimum requested load threshold for enrichment due to combustion efficiency
Sample point distribution for KFLAMKRL
Sample point distribution for KFLAMKR, DLAMOB
Sample point distribution for KFLAMKRL, KFLAFWL, KFLAMKR
8 engine temperature sample point distribution for KFLAFWL
System constant: turbocharger
Delay time with drivers requested lambda active
Delay time with drivers requested lambda at altitude active
Minimum engine start temperature for deactivating drivers request at altitude
Maximum engine start temperature for deactivating drivers request at altitude
Minimum time after start for deactivating drivers request at altitude
Maximum time after start for deactivating drivers request at altitude
Time constant filtering enrichment via drivers request
Time constant weighting offset engine target lambda
Description
Condition flag: catalyst heating
Condition flag: disable drivers requested lambda
Condition flag: altitude-dependent disabling time for drivers requested lambda is required
Condition flag: altitude-dependent disabling time for drivers requested lambda is active
Condition flag: defined target lambda (cylinder bank 1) via drivers request
Condition flag: overboost active
Condition flag: overrun fuel cut-off readiness
Condition flag: end of start conditions reached
Delta ignition angle during knock control intervention or warm-up for enrichment via lambda
Delta ignition angle during warm-up
Altitude correction factor
Actual gear
Drivers requested target lambda during ignition angle retardation (knock control), WL
Drivers requested target lambda steady-state part
Drivers requested target lambda part from map LAMFA
Drivers requested target lambda (word)
Offset engine target lambda during warm-up
Target lambda control to improve the combustion efficiency at lower relative loads
Indexed drivers requested engine torque
Drivers requested torque for cylinder charge path
Relative drivers requested torque from cruise control and throttle pedal
Engine speed
Relative cylinder charge
Ambient air temperature
Engine temperature
Engine start temperature
Time after end of start conditions
Average value of the individual cylinder ignition angle retardation (knock control), general (in
emergency mode with safety margin)

LDRLMX 3.100 (Calculation of Maximum Cylinder Charge rlmax in Boost Pressure Control)
See the funktionsrahmen for the following diagrams:
ldrlmx-main
ldrlmx-fldrrx
ldrlmx-sstb
ldrlmx-set
ldrlmx-rlmx-w
ldrlmx-tsel
ldrlmx-frxta-w
ldrlmx-hierarchy
ldrlmx-initialise

LDRLMX function definition

LDRLMX 3.100 Function Description

The function LDRLMX calculates the allowed maximum cylinder charge.
In the main path, the maximum charge value dependent on engine speed is given by the characteristic
LDRXN. This can be corrected, if necessary, through intervention of the workshop tester.
For this purpose, an additive overboost increase (drlmaxo, delta maximum cylinder charge during overboost)
is applied via the knock-control intervention.
On the rlmx path, a multiplicative correction is applied via the characteristic field KFTARX as a function of
engine speed and intake air temperature.
Subsequently, there is an intervention via the sub-function FLDRRX as a function of the mean ignition angle
retardation in knock control (wkrma). This function consists of two parts, a quasi-steady state long-time part
(permanent RAM) which takes the fuel octane rating into account, and a dynamic short-time part to take all
other perturbations into account.
The low pass of the long-time part is active only above a speed-dependent load threshold RLKRLDA that is
representative for fuel adaption. The characteristic field KFFLLDE sets the steady-state reduction.
The low pass of the short-time part works with the difference of the filtered long-time average value
(wkrmstat) and the actual average value (wkrma). To avoid interference of opposing interventions from both
the aforementioned parts, the minimum difference is limited to zero.
The associated drawdown value is determined by KFFSLDE.
The overboost path is corrected separately, by a dependence on the sum of both low-pass outputs (wkrmsu)
and the speed of the associated drawdown is determined via KFFLDEO.
The time constants of the two parts are each separated into predetermined up-regulating and downregulating speed-dependencies.
Further on down the main pathway, the maximum cylinder charge is limited by an external pressure
dependency to avoid overloading the turbocharger at high altitudes.
This limit (maximum compressor pressure ratio) which is engine speed and tsel (tans tumc)-dependent is
determined through KFLDHBN, by multiplying the external pressure by the maximum absolute pressure and
then using pirg_w and fupsrl_w to convert to a cylinder charge level.
When an ambient temperature sensor is present, the map KFLDHBN is addressed with the ambient
temperature through the system constant SY_TFUMG and CWRLMX = 1 and to the instrument cluster via
CAN. If no ambient temperature sensor is available or CWRLMX = 0, the map KFLDHBN is addressed with
tans.
Via the system constants SY_TFMO, SY_GGGTS the oil temperature (toel) or the cooling water temperature
from the instrument cluster (tmki) are read by sensors, whose signal is evaluated in functions %GGTOL or
%GGGTS. If the respective variables are available via the CAN (tolc or tmkic) then switching to the CANvariables will occur or, in case of failure, to surrogate values.
If a system failure is detected, an additional engine speed dependent (pressure) limitation (LDPBN) comes
into force, which is analogous to the altitude limitation on the cylinder charge level. Switching back only
occurs when resetting the tripping fault and in idle mode (B_ll).
In the over-charge condition (E_ldo) an engine speed dependent limit (LDORXN) is switched in so that both
the engine and the turbocharger adequately protected. Switching back also occurs only when resetting the
error (E_ldo) and in idle-mode (B_ll).
LDRLMX 3.100 Application Notes
1

LDRLMX 3.100 (Calculation of Maximum Cylinder Charge rlmax in Boost Pressure Control)
LDRXN: It must be ensured that even at speeds below the turbocharger response speed meaningful rlmaxvalues (about 10% above the value of throttle plate at full open test bench) can be specified. Above the
turbocharger response speed, the regular allowable and desired rlmax values are defined in this
characteristic.
LDORXN: maximum allowable cylinder charge, such that there is sufficient protection by an appropriately
strong throttling of the throttle and turbocharger. (Remove the wastegate pressure hose during application!)
LDPBN: pressure relief in case of diagnosis (sudden torque drop should be no larger than about 15%).
KFLDHBN: Firstly, in the compressor performance map, acquire the regular full load line at speed sample
points of KFLDHBN: as well as the maximum pressure ratio line (due to the surge limit, maximum
turbocharger-speed or prohibited areas of poor efficiency) to define the operational limit.
Then one carries on the height gradients from the normal full load line starting, at any engine speed, up to an
operating limit.
This increases with increasing altitude (decreasing ambient pressure) of the volume flow rate and the
pressure ratio with 1013 ambient pressure.
This new intersection then defines the maximum pressure ratio for KFLDHBN at the respective engine
speed.
Attention!
It must be ensured through appropriate application of RLKRLDA and LDRXN that the operating range of the
long-time filter (rl > RLKRLDA) can always be reached!
Otherwise, it might happen that a very large decrease will be locked in the long-time part itself and no new
adaptation can take place.
All other values are highly dependent on the project.
Basic data input
ATTENTION applicators, these data are extremely project-specific and must be verified in each project
application!
Please note carefully or risk engine damage!
In order to achieve the same functionality as in LDRLMX 3.70 in the absence of CAN message from the
instrument cluster, note the following.
SY_TFMO
0
1
0

SY_GGGTS
0
0
1

Remark
FKRXTOL and KFFKRXTM set = 1 frxt = 1
FKRXTOL set to a maximum value frxt = output KFFKRXTM
KFFKRXTM set to a maximum value frxt = output FKRXTOL

LDRXN : 140%
LDORXN: 15%
LDPBN: 1500 mbar
KFLDHBN: from low engine speed 1.9 to medium engine speed (2500 rpm) constant 2.5
FKRXTOL: 1.0 (1.0 does not limit the boost pressure control)
KFFKRXTM: 1.0 (1.0 does not limit the boost pressure control)
KFFLDEO: 1.0 (1.0 does not limit the boost pressure control)
KFFSLDE: 1.0 (1.0 does not limit the boost pressure control)
KFFLLDE: 1.0 (1.0 does not limit the boost pressure control)
KFFWLLDE: 1.0 (1.0 does not limit the boost pressure control)
KFTARX: data values of 1.0 below IAT of 75C. Data values linearly reduced from 1.0 to 0.8 between 75C
and 120C)
KFTARXZK: about 10% less than KFTARX
LDRXNZK: about 15% less than LDRXN

LDRLMX 3.100 (Calculation of Maximum Cylinder Charge rlmax in Boost Pressure Control)
RLKRLDA: ca. 0.6 LDRXN (the greatest possible relative load reduction must be greater than the value
from RLKRLDA otherwise there will be a risk of dead lock!)
TLKRLDAB: ca. 3-5 seconds
TLKRLDAU: ca. 5-7 seconds
TSKRLDAB: 1-2 seconds
TSKRLDAU: 2-4 seconds
CWRLMX: 1 (Addressing of KFLDHBN via ambient temperature in instrument cluster (tumc)).
0 (Addressing of KFLDHBN via intake air temperature (tans)).
Parameter
CWRLMX
FKRXTOL
KFFKRXTM
KFFLDEO
KFFLLDE
KFFSLDE
KFFWLLDE
KFLDHBN
KFTARX
KFTARXZK
LDORXN
LDPBN
LDRXN
LDRXNZK
RLKRLDA
SNM08LDUB
SNM08LDUW
SNM12LDUW
STA08LDUB
SWK08LDUW
SWK108LDUW
SWK208LDUW
SY_ATR
SY_GGGTS
SY_TFMO
SY_TFUMG
SY TRLX
TLKRLDAB
TLKRLDAU
TMOTMX
TOELMX
TOLEWRLMX
TSKRLDAB
TSKRLDAU
Variable
B_ATRF
B_ATSB
B_BRLMX
B_CKIEN
B_KFZK
B_LL
B_PWF
B_TMKIB
B_TOLCB
B_TUMCB
DFP_ATS
DFP_ATS2
DFP_LDO

Description
Codeword for LDRLMX (boost pressure control)
Factor for correction of rlmax at higher engine oil temperature
Factor for correction of rlmax at higher engine temperature
Factor for boost pressure intervention at overboost value via knock control
Factor for slow boost pressure control intervention at rlmax via knock control
Factor for fast boost pressure control intervention (lowering)
Weighting factor for slow boost pressure intervention at rlmax via knock control
Boost pressure control upper limit (maximum compressor pressure ratio)
Map for maximum cylinder charge IAT correction factor
Map for maximum cylinder charge IAT correction factor during continuous knock
Maximum cylinder charge LDR during E_ldo (overboost error)
Charge pressure control P-limit when engine temperature is too high
Maximum cylinder charge (charge pressure control)
Maximum cylinder charge during continuous knock (charge pressure control)
RL-threshold for slow charge pressure control intervention (adaption)
Sample point distribution for charge pressure control
Sample point distribution for charge pressure control
Sample point distribution for charge pressure control
Sample point distribution for charge pressure control
Sample point distribution for charge pressure control
Sample point distribution for charge pressure control
Sample point distribution for charge pressure control
System constant: exhaust gas temperature control available
System constant: temperature transducer signal accuracy
System constant: TOEL-sensor present (Initial. GGTFM surrogate value)
System constant: ambient temperature sensor present
System constant: intervention for workshop tester for rlmax present
Time constant for slow LDR-reduction
Time constant for slow LDR-up regulation
Engine temperature threshold for initial filling of the fuel system
Oil temperature threshold for engine protection during transmission emergency
Surrogate oil temperature value with faulty CAN-message
Time constant for fast charge pressure control lowering
Time constant for fast charge pressure control up-regulation
Description
Condition: exhaust gas temperature control error
Condition: exhaust gas temperature sensor operational
Condition: charge pressure control limit for maximum cylinder charge
Condition: CAN-transmission from instrument cluster enable
Condition: map for knock protection
Condition: idle
Condition: power fail
Condition: engine temperature from the instrument cluster operational
Condition: oil temperature from instrument cluster can be evaluated
Condition: error in CAN-ambient temperature information
ECU internal error path number: exhaust temperature sensor, cylinder bank 1
ECU internal error path number: exhaust temperature sensor, cylinder bank 2
ECU internal error path number: overboost charge pressure control
3

LDRLMX 3.100 (Calculation of Maximum Cylinder Charge rlmax in Boost Pressure Control)
DFP_TA
DFP_TM
DFP_TMKI
DFP_TOL
DRLMAXO
DWKRM_W
E_ATS
E_ATS2
E_LDO
E_TA
E_TM
E_TMKI
E_TOL
FLDRRX_W
FLDRXK_W
FLDRXL_W
FLDRXO_W
FRXT
FRXTA_W
FUPSRL_W
LDRLMS_W
LDRLTS_W
NMOT
NMOT W
PIRG_W
PU
RL
RLMAX_W
RLMXKO_W
RLMX_W
TANS
TMKI
TMOT
TMOTLDRLMX
TOEL
TOELLDRLMX
TOLC
TSEL
TUMC
VFZG
VSRLMX
VSTRLX
WKRMA
WKRMDY_W
WKRMSTAT_W
WKRMSU_W

ECU internal error path number: intake air temperature TANS (-charge air)
ECU internal error path number: engine temperature
ECU internal error path number: engine temperature from the instrument cluster
ECU internal error path number: oil temperature
Delta maximum cylinder charge during overboost
Difference: wkrm wkrmstat
Error flag: exhaust gas temperature sensor, cylinder bank 1
Error flag: exhaust gas temperatur sensor, cylinder bank 2
Error flag: charge pressure characteristic; upper value exceeded
Error flag: intake air temperature
Error flag: engine temperature
Error flag: engine temperature from the instrument cluster
Error flag: oil temperature
Correction factor for maximum cylinder charge from knock control
Factor for LDR rlmax-correction via the short-time part
Factor for LDR rlmax-correction via the long-time part
Factor for charge pressure lowering of the overboost values (drlmaxo)
Factor for correction of rlmx as a function of tmki and tol
Factor for correction of rlmx as a function of intake air temperature
Factor for system-related conversion of pressure to cylinder charge (16-Bit)
Limiting value for maximum cylinder charge LDR for engine protection
Limting value for maximum cylinder charge LDR for turbocharger protection
Engine speed
Engine speed (word)
Partial pressure of residual gas internal exhaust gas recirculation (16-Bit)
Ambient pressure
Relative cylinder charge
Maximum permitted charge at the turbo
Maximum corrected cylinder charge (without limitations)
Rohwert maximum cylinder charge
Intake air temperature
Engine temperature from the instrument cluster
Engine temperature
Engine temperature in LDRLMX after selection (tmot/tmkic/tmki)
Oil temperature
Oil temperature in LDRLMX after selection (tolc/toel/TOLEWRLMX)
Oil temperature from instrument cluster message
Selected temperature (tans/tumc)
Ambient temperature from CAN-cluster
Vehicle speed
Additive cylinder charge correction for rlmx from the adjustment system
Adjustable value of the maximum cylinder charge for the calibrator/tester
Average value of the individual cylinder ignition angle retardation (knock control),
general (in emergency mode with safety margin)
Dynamic average value of the individual cylinder ignition angle retardation
Quasi-steady state average value of the individual cylinder ignition angle retardation
Total value of the dynamic and static average value of the individual cylinder
ignition angle retardation

LDRPID 25.10 (Charge Pressure Regulation PID Control)

See the funktionsrahmen for the following diagrams:
LDRPID Main
LDRPID PID Parameters
LDRPID PID Control
LDRPID BB PID
LDRPID STLD
LDRPID BBLDRPID
LDRPID LDIMXAK
LDRPID SSTB
LDRPID Initialise
LDRPID E-LDRA
LDRPID 25.10 Function Description
When charge pressure regulation (B_ldr) is active, the control error (lde) of the difference between ambient
pressure (plsol) and the pressure upstream of the throttle (pvdkds) is calculated; when charge pressure
regulation is inactive, lde is set to 0.
PID-Control:
This control scheme uses a type 3PR2 (three parameter controller with two output parameters to be
optimised) PID controller with adaptive pilot-operated integral control. The integral component takes the form
of min/max limitation within an applicable tolerance band to give adaptive tracking of duty cycle during
steady-state running. To use the entire duty cycle range (which has very different gradients) it is necessary
to linearise the control system software, so that the PID-controller gives a linear response. This is achieved
with the map KFLDRL which closely regulates the wastegate controller duty cycle by applying an opposing
non-linearity so that the regulator-controlled system appears linear.
The control algorithms are defined thus:
Proportional component
Integral component
Derivative component

ldptv
lditv
ldrdtv

= (LDRQ0DY (or LDRQ0S) KFLDRQ2 (or 0)) lde

= lditv(i1) + KFLDRQ1 (or LDRQ1ST) lde(i1)
= (lde lde(i1)) KFLDRQ2 (or 0)

where lde is the charge pressure regulation control error, i.e. (set point process value) or (DV MV)
There are basically two distinct operating modes:
1. !B_lddy: Quasi steady-state operation with PI control which gives a relatively weak control action.
Derivation of the control parameters is carried out via oscillation testing on an engine dynamometer using the
Ziegler-Nichols tuning method.
2. B_lddy: Dynamic performance with PID control which gives a strong control action. Derivation of the
control parameters is carried out via oscillation testing on an engine dynamometer.
These operating states are distinguished via the control error, i.e., a positive deviation above a threshold
activates the dynamic control intervention and it is only withdrawn when the deviation changes sign (i.e. the
actual value exceeds desired value). The transient is managed with the aim of not causing overshoot over
the entire region in the quasi steady-state mode.
In the quasi steady-state operation, the derivative component of the corresponding parameter is switched off
to avoid unnecessary control signal noise. In the dynamic mode, a minimum settling time is obtained with the
help of a strongly-intervening proportional component. The control is robust up to run and to further improve
the transient response of the integral component, an adaptive limit is provided. This limiting factor is a
function of engine speed (nmot), ambient pressure (plsol), altitude (pu), intake air temperature (tans) and the
additively-superimposed 5 range adaptation.
These limits reliably prevent the integral controller causing overshoot. An integral output above the
applicable upper safety limit (LDDIMXN) or below the lower limit (LDDIMN) will disable the steady-state
integral function. The structures of the limits are interpreted as follows:
Real-Time Tracking and Adaptation:
1

LDRPID 25.10 (Charge Pressure Regulation PID Control)

1. Negative Tracking
1.1 In the quasi-steady state at full load condition (B_ldvl) with B_ldr (LDR active) after debounce time
TLDIAN, the actual limiting value ldimxr is adjusted down to smaller duty cycle values with the increment
LDIAN until the corrected value of the actual integral component (lditv) is achieved.
1.2 ldimxr will also be adjusted down if, during dynamic operation under full load, an overshoot greater than
LDEIAU for a period longer than the debounce time TLDIAN occurs.
2. Positive Tracking
If the actual limiting value is too small order to correct fully, i.e. (a) deviation > LDEIAP (approx. 20 mbar),
(b) lditv is at its end stop (i.e. ldimxr + ldimxak) or (c) closed-loop conditions (B_ldr) on the expiry of a
engine speed-dependent debounce time TLDIAPN with increments LDDIAP per program run, the actual
limiting value ldimxr is corrected to larger values until the current demand for integration is just met, and the
prescribed safety margin to the integrator limiting value is maintained. The engine speed must always be
above NLDIAPU. In addition to the aforementioned conditions, with only a slight MV-DV control error (lde <
LDEIAPS, for example, 60 mbar), the debounce time previously tracked positive will be reduced by
FTLDIAP.
3. Read Adaptation
When full load conditions B_ldr (lditv > 0) are met or when the sample points change, the adaptation range is
read, whereby the change is confined between the current adaptation value and the current adjustment
values LDMXNN or LDMXPN. Discontinuity in the driving behavior can be prevented via this method.
4. Write Adaptation
The stored adjustment value (write adaptation) occurs only after expiry of the debounce time TLDIAPN,
detection of full load condition (B_ldvl) and above a speed threshold (NLDIAPU).
LDRPID 25.10 Application Notes
Determining the Variables
1. Linearization Map KFLDRL:
On the engine dynamometer, the course of the boost pressure pvdkds is determined as a function of duty
cycle. These efforts should fully open the throttle plate such that the duty cycle (see CWMDAPP, code word
for application without torque functions) is driven significantly above the normal maximum. Charge pressure
can be driven out as far as possible (up to 300 mbar above the maximum boost pressure) to determine the
course as completely as possible. This is done in 500 rpm increments starting at 1,500 rpm up to the
maximum engine speed (Nmax). The necessary linearization values listed below at any speed graphically (or
numerically) are determined as follows: In a graph of pvdkds as a function of ldtvm, the values lie on a
straight line between the first measuring point (0%) and by the last measuring point (max. 95%). After that,
e.g. starting at 10% duty cycle, the pressure values belonging to the linear relationship and the pressure
values corresponding to the ldtvm value of the curve are determined.
These ldtvm values are now entered in each field in the characteristic curve KFLDRL at the appropriate
reference point (here 10%). Ensure that the incoming duty cycle is equal to the outgoing at no later than 95%
duty cycle (= LDTVMX). The application target is to achieve the widest possible linearization of the controlled
system from the perspective of the regulator.
2. LDRQ0DY: by the process of so-called control variable specification, i.e. in the lowest speed within full
load conditions B_ldr, the control value (duty cycle) should be equal to 100% for only a short time. Including
the project-specific boundary condition emax, the maximum possible deviation (mean full load value mean
base boost pressure value) is obtained as follows:
LDRQ0DY = 100% / emax (%Duty Cycle 100 mbar)
3. KFLDRQ2: when n < 2500 rpm = 0; for n > 2500 in the range of medium-sized MV-DV control errors (lde)
increase KFLDRQ2 incrementally up to maximum 0.6 (maximum 0.9) LDRQ0DY. When n > 2500 rpm and
lde < 100 mbar or lde > 500 mbar, reduce KFLDRQ2 on a sliding scale to 0 if benefits are observed. To
counteract problems with overshooting caused solely by the engine/turbocharger (using oscillation testing
with pure control) large KFLDRQ2 values in conjunction with slightly larger LDRQ0DY values should be tried.
4. Steady-state Control Parameters
2

LDRPID 25.10 (Charge Pressure Regulation PID Control)

4.1 LDRQ0S through an oscillation test with proportional control by the Ziegler-Nichols method on the engine
dynamometer: full load operating points (possibly with overboost) in the speed range of the maximum engine
torque (i.e. nMdmax 100/+300 RPM) with PI control (initially setting weak control action parameters!) to
approach a control error equal to zero. Thereafter, by changing LDRQ1ST to be equal to 0 in proportional
control and LDRQ0S appears to increase until distinct oscillation of controlled variable occurs. By so doing,
the controlled variable will be suitable to read off an oscillation around the cycle time/period (Tcrit) (a clearly
recognizable sine curve is required!). With the two measured values Tcrit and LDRQ0S(crit), the parameters
LDRQ0S and LDRSTQ1 can be determined as follows:
Caution: UMDYLDR for this test is set to the maximum value!
LDRQ0S = 0.4 LDRQ0S(crit.)
4.2 LDRSTQ1 = 0.5 LDRQ0S(crit.) T0/Tcrit; T0 = sample time (usually = 0.05 s) for all parameters ber n
i.d.R. same values apply.
The three values determined below can (and should) be reduced if advantages are observed in driving
performance. An increase is not acceptable for reasons of stability!
5. Determination of the Integral Limits:
KFLDIMX specifies the steady-state duty cycle values.
KFLDIOPU specifies the duty cycle correction values as a function of altitude (pu).
LDIATA specifies the correction values as a function of intake air temperature (tans).
Integral Limit Adaptation:
Detection of full-load charge pressure regulation occurs about 2% from the actual pedal stop B_ldvl.
LDEIAU: ca. 100 mbar
LDAMN: 15... 20 %
LDEIAO: 20...30 mbar
LDEIAP: ca. 20 mbar
LDEIAPS: ca. 60 mbar
TLDIAN: ca. 0.3 s
TLDIAPN: ca. 1.5 respective T95-time
FTLDIAP: ca. 0.1...0.2
FTLDIA: ca. 0.5...1
NLDIAPU: response speed (highest full load pressure that can be regulated) as a function of pu + ca.
250/min
Caution: Ensure that the lowest learning cell in the altitude correction is writable otherwise, when starting
from a low speed, the initial adaptation value of the lowest learning cell (= 0%) will be removed and the
overlying cells for correcting the adjustment limit (false) will be overwritten!
STLDIA 1 > NLDIAPU (Max.)
LDMXNN: ca. 5%
LDMXNP: ca. 5%
6. UMDYLDR: ca. 5% of the maximum desired value.
7. Adjust KFLDRQ1 until the transient responses of the integral component resulting from load jumps from
medium load to full load towards the end of the short-term attack time just reach the actual limiting value
ldimx (at all speeds!). In this application, LDDIMXN increments should be no more than 2 to 3%!
8. LDDIMXN: about 15% below NLDIAPU (high speed) and about 3% above this speed (simultaneously fully
regulating the safety margin)
9. LDDIMNN: apply in the case of transitory problems arising from lighter dynamic response of around 5%,
otherwise use the maximum value to deaden/nullify the function.
Parameter
CWLDIMX
FTLDIA

Description
Codeword for application procedures KFLDIMX/KFLDIOPU
Factor for enabling debounce adaptation

LDRPID 25.10 (Charge Pressure Regulation PID Control)

FTLDIAP
KFLDIMX
KFLDIOPU
KFLDIWL
KFLDRL
KFLDRQ0
KFLDRQ1
KFLDRQ2
KFRBGOF
LDAMN
LDDIAN
LDDIAP
LDDIMNN
LDDIMXN
LDEIAO
LDEIAP
LDEIAPS
LDEIAU
LDHIA
LDIATA
LDMXNN
LDMXNP
LDRQ0S
LDRQ1ST
LDRVL
NLDIAPU
SLD04LDUB
SNG08LDUB
SNM08LDUB
SNM08LDUW
SNM16LDUB
SNM16LDUW
SPL08LDUW
SPS08LDUW
SPU08LDUB
STA08LDUB
STLDIA1
STLDIA2
STLDIA3
STLDIA4
STV10LDSW
SY_TURBO
TLDIAN
TLDIAPN
TVLDMX
UMDYLDR
Variable
B_ADRLDRA
B_LDDY
B_LDIMXA
B_LDIMXN
B_LDIMXP
B_LDR
B_LDVL
B_PWF
B_STLDW
DFP_LDRA
E_LDRA
IMLATM
IRBGOF_W
LDE
LDIMN_W
LDIMXA
LDIMXAK_W
LDIMXRK_W
LDIMXR_W
LDIMX W

Factor for debounce time for tracking positive integral adaptation

Map specifying the integral control limits for charge pressure regulation
Correction for altitude influences on the duty cycle value
Correction charge pressure regulation integral limits during warm-up
Map for linearising charge pressure as a function of duty cycle
Map for PID control parameter Q0 (proportional coefficients) in charge pressure regulation
Map for PID control parameter Q1 (integral coefficients) in charge pressure regulation
Map for PID control parameter Q2 (derivative coefficients) in charge pressure regulation
Offset for the integral control limit in charge pressure regulation PID control
Minimum limiting value in charge pressure regulation integral adaptation
Increment per program run for the negative tracking integral limit
Increment per program run for the positive tracking integral limit
Safety margin integral control negative limit in charge pressure regulation
Safety margin integral control limit in charge pressure regulation
Upper control error threshold for negative adjustment
Control error threshold for positive adaptation integral control
Control error threshold for fast positive tracking
Lower control error threshold for negative adjustment
Hysteresis for the charge pressure regulation integral adaptation curve
Integral limit correction as a function of intake air temperature (Tans) in charge pressure regulation
PID control
Maximum tracking limit for negative control adaptation in charge pressure regulation
Maximum tracking limit for positive control adaptation with range change in charge pressure
regulation
Control parameter Q0 in steady-state operation for charge pressure regulation PID control
Control parameter Q1 in steady-state operation (integral coefficients) for charge pressure regulation
PID control
Full load detection threshold in charge pressure regulation
Speed threshold for integral limits adaptation
Sample point distribution for charge pressure regulation
Sample point distribution for filtered speed gradient (ngfil) in charge pressure regulation
Sample point distribution for charge pressure regulation
Sample point distribution for charge pressure regulation
Sample point distribution for charge pressure regulation
Sample point distribution for charge pressure regulation
Sample point distribution for charge pressure regulation
Sample point distribution for charge pressure regulation
Sample point distribution for charge pressure regulation
Sample point distribution for charge pressure regulation
Sample point 1 for charge pressure regulation adaptation characteristic curve
Sample point 2 for charge pressure regulation adaptation characteristic curve
Sample point 3 for charge pressure regulation adaptation characteristic curve
Sample point 4 for charge pressure regulation adaptation characteristic curve
Sample point distribution for charge pressure regulation
Turbocharger system constant
Debounce time for tracking negative integral adaptation
Debounce time for tracking positive integral adaptation
Upper duty cycle limit for charge pressure regulation
Cut-off threshold for dynamic charge pressure regulation
Description
Condition flag for deleting charge pressure adaptation values by deleting memory errors
Condition flag for dynamic mode in charge pressure regulation
Condition flag for adaptation limiting value in charge pressure regulation integral control
Condition flag for negative correction ldimxr
Condition flag for positive correction ldimxr
Condition flag for activating charge pressure regulation
Condition flag for full load charge pressure regulation
Condition flag for power fail
Condition flag for sample point change in charge pressure regulation adaptation
Intake manifold error: boost deviation
Errorflag: charge pressure control deviation
Integration of mass air flow from engine start to maximum value
Offset for the LDRPID integral controller limit dependent on speed gradient
Charge pressure regulation control error (desired value measured value)
Current value for the minimum limit in charge pressure regulation integral control
Adaptation correction for the maximum limit in charge pressure regulation integral control
Current corrected limit in charge pressure regulation integral control
Maximum limiting value (corrected reference value) in charge pressure regulation integral control
Actual reference value for the maximum limit in charge pressure regulation integral control
Actual value of the maximum limit value in charge pressure regulation integral control

LDRPID 25.10 (Charge Pressure Regulation PID Control)

LDITV_W
LDPTV
LDRDTV
LDRKD_W
LDRKI_W
LDRKP_W
LDTV
LDTVR_W
NGFIL
NMOT
PLGRUS_W
PLSOL
PLSOLR_W
PLSOL_W
PU
PVDKDS
RLMAX_W
RLSOL_W
STLDIA
TMST

Charge pressure regulation duty cycle from the integral controller (word)
Charge pressure regulation duty cycle from the proportional controller
Charge pressure regulation duty cycle from the derivative controller
Charge pressure regulation (derivative control parameter)
Charge pressure regulation (integral control parameter)
Charge pressure regulation (proporational control parameter)
Charge pressure regulation duty cycle
Charge pressure regulation duty cycle from the controller
Filtered speed gradient
Engine speed
Basic charge pressure desired value
Target (desired) charge pressure
Relative target (desired) charge pressure (charge pressure regulation)
Target (desired) charge pressure
Ambient pressure
Pressure before the throttle pressure sensor
Maximum achievable cylinder charge with turbocharger
Target (desired) cylinder charge
Current sample point for charge pressure regulation adaptation
Engine starting temperature

FB MDBAS 8.30 (Calculation of the Basic Parameters for the Torque Interface)
MDBAS 8.30 Function Description
See the funktionsrahmen for the following diagrams:
MDBAS MDBAS (included in this translation)
MDBAS ZW NWS
The optimum torque values mioptl1_w at lambda = 1 are calculated with the help of the map KFMIOP. This
torque is corrected for the influence of lambda by multiplying by the lambda efficiency (etalab). The lambda
efficiency is obtained from the characteristic line ETALAM. Multiplying by the ignition angle efficiency gives
the basic torque mibas. This corresponds to the indicated torque that is set when the combustion takes place
with the basic lambda (lambas) and the base ignition angle (zwbas).
The optimum ignition angle at lambda = 1 is determined from the map KFZWOP. The sub-function ZW_NWS
describes the influence on the optimum ignition angle of an existing camshaft timing adjustment. The
equipment options are none, binary (on or off), or continuously variable camshaft timing adjustment. In the
case of binary adjustment, the factor fnwue governs continuous switching between the maps KFZWOP and
KFZWOP2. In the case of continuous camshaft timing adjustment which depends on the camshaft overlap
angle (wnwue) an ignition angle correction is added to KFZWOP. The determined optimum ignition angle
(zwoptl1) again applies for lambda = 1. The currently applicable camshaft timing adjustment type is defined
by the system constant SY_NWS in SW generation:
SY_NWS = 0: no camshaft timing adjustment
SY_NWS = 1: binary camshaft timing adjustment
SY_NWS = 2: continuously variable camshaft timing adjustment
SY_NWS > 2: not defined.
The software is translated conditionally, i.e. there is only one variant in the EPROM. SY_NWS is not in the
EPROM and can not be applied.
Additive corrections depending on lambda, the exhaust gas recirculation rate and engine temperature are
included. The resulting ignition angle (zwopt) now forms the basis for the ignition angle efficiency calculation.
The basic ignition angle efficiency is calculated using the characteristic ETADZW, the input value is obtained
from the difference between zwopt and zwbas. This is followed by an averaging of the basic efficiencies
across all cylinders and the result is the base efficiency etazwbm.
The ignition angle correction for exhaust gas recirculation operation can through the code word CWMDBAS
either always be included or only included if B_agr = true. In the case of permanent inclusion, ignition angle
jumps are avoided by switching off B_agr.
MDBAS 8.30 Application Notes
Exhaust gas recirculation should be inactive throughout all these measurements! Data input requires the
following measurements to be made:
1. Operation at Lambda = 1:
Ignition angle fine tuning on an engine dynamometer at lambda = 1 with the engine at normal operating
temperature at the following operating points:
Engine speed = 500, 750, 1000, 1250, 1500, 2000, 2500, 3000, 3500, 4000, 4500, 5000, 5500, 6000 & 6500
rpm (if possible)
Relative cylinder charge = 10, 20, 30, 40, 50, 60, 70, 80, 90 and 100%
Ignition angle fine turning begins at the ignition angle at which maximum torque is achieved (i.e. maximum
brake torque, MBT) if not to drive at the knock limit. The ignition angle should now be retarded in steps of
4.5 crank angle until the latest mobile firing angle is achieved. The following data must be recorded at each
point: engine speed (nmot), relative cylinder charge (rl), lambda, clutch torque and ignition angle.
2. Lambda Dependence
Ignition angle fine tuning through lambda at the following measuring points:
Engine speed = 1000, 2000, & 3000 rpm
Relative cylinder charge = 30, 50 & 70 %
1

FB MDBAS 8.30 (Calculation of the Basic Parameters for the Torque Interface)
Lambda = 0.80, 0.85, 0.90, 0.95, 1.00, 1.05, 1.10, 1.15 & 1.20
Measurements as above.
3. Drag Torque
The drag torque (engine braking) must be obtained at all the measuring points specified in 1. Measure on an
engine dynamometer with no ignition and with the engine at its normal operating temperature.
4. Evaluation
Evaluation of the results takes place at K3/ESY4-Hes.
Parameter
AGRRMAX
CWMDBAS
DZWNWSUE
DZWOLA
DZWOM
ETADZW
ETALAM
KFDZWOAGR
KFMIOP
KFZWOP
KFZWOP2
Variable
AGRR
B_AGR
DZWOAG
DZWOL
DZWOTM
ETALAB
ETATRMN
ETAZWB
ETAZWBM
FNWUE
LAMBAS
MIBAS_W
MIOPTL1_W
MIOPT_W
NMOT W
RL_W
R_SYN
SY_NWS
TMOT
WNWUE
ZWBAS
ZWOPT

Description
Maximum possible exhaust gas recirculation rate
Codeword to take account of the ignition angle correction for exhaust gas recirculation
operation
Delta ignition angle depending on camshaft angle
Lambda dependence of the optimum ignition angle relative to lambda = 1
Temperature dependent offset of the optimum ignition angle
Ignition angle efficiency dependence on delta ignition angle
Lambda efficiency
Offset of the optimum ignition angle with exhaust gas recirculation operation
Optimum engine torque map
Optimum ignition angle
Optimum ignition angle variant 2
Description
Exhaust gas recirculation rate
Exhaust gas recirculation one condition
Exhaust gas recirculation rate dependent ignition angle correction of the optimum
ignition angle
Lambda dependent ignition angle correction of the optimum ignition angle
Temperature dependent ignition angle correction of the optimum ignition angle
Lambda efficiency without intervention based on optimum torque at lambda
Minimum value of the cylinder barrel efficiency
Ignition angle efficiency of the basic ignition angles
Mean ignition angle efficiency of the basic ignition angles
Weighting factor for inlet camshaft overlap
Basic lambda
Indicated basic torque
Optimum indicated torque at lambda = 1
Optimum indicated torque
Engine speed
Relative cylinder charge (word)
Synchro-raster
System constant for camshaft control: none, binary (on/off) or continuous
Engine (coolant) temperature
Camshaft overlap angle
Basic ignition angle
Optimum ignition angle

FB MDBAS 8.30 (Calculation of the Basic Parameters for the Torque Interface)
miopt_w
nmot_w

rl_w

KFMIOP

mioptl1_w

ETALAM

lambas

nmot_w

rl_w

tmot

nmot_w

rl_w

DZWOLA

KFZWOP

ZW_NWS(T)

+ +

zwoptl1

+ +

+
+

dzwb

dzwotm

DZWOM

CWMDBAS

BIT

0.0

1.0

agrr

MX

1.0

MN

0.0

AGRRMAX
zwbas

MEAN(T)

etazwb

etalab

dzwol

etazwbm

etatrmn

etazwb

zwopt

dzwoag

KFDZWOAGR

0.0

B_agr

ETADZW

mibas_w

MDFAW 12.260 Drivers Requested Torque

See the funktionsrahmen for the following diagrams:
mdfaw-mdfaw
mdfaw-pedchar
mdfaw-mrfmx
mdfaw-dmlwhs
mdfaw-dmfabeg
mdfaw-sawe
mdfaw-filsawe
mdfaw-dashpot
mdfaw-fildash
mdfaw-zdash
mdfaw-ebdash
mdfaw-mismeus
mdfaw-lsd
mdfaw-fillsd
mdfaw-zlsd
mdfaw-pt2fil
mdfaw-eblsd
mdfaw-mdbg
mdfaw-mifal
mdfaw-fwmifal
mdfaw-bits

MDFAW overview
Sub-function PEDCHAR: throttle pedal characteristic
Sub-function MRFMX: maximum relative driver requested torque
Sub-function DMLWHS: indexed driver requested torque for change limitation in the homogenous
charge mode
Sub-function DMFABEG: change limitation for the drivers requests
Sub-function SAWE: change limitation during overrun fuel cut-off & reinstatement
Sub-function FILSAWE: filter for change limitation during overrun fuel cut-off & reinstatement
Sub-function DASHPOT: change limitation during negative load change (dashpot)
Sub-function FILDASH: filter for dashpot
Sub-function ZDASH: filter time constant for dashpot
Sub-function EBDASH: switching conditions for dashpot
Sub-function MISMEUS: change limitation during fast torque intervention for operating mode
changeover
Sub-function LSD: Change limitation during positive load changes (load change damping)
Sub-function FILLSD: filter for load change damping
Sub-function ZLSD: filter time constant for load change damping
Sub-function PT2FIL: PT2-filter
Sub-function EBLSD: switching conditions for load change damping
Sub-function MDBG: torque change limitation
Sub-function MIFAL: driver requested torque for the cylinder charge path
Sub-function FWMIFAL: excessive increase factor for driver requested torque for the cylinder
charge path during positive load changes
Sub-function BITS: Saving of the significant bits in the flag byte mdfaw_bits

MDFAW 12.260 Function Description

The duty of this function is to calculate the drivers requested torque as a function of accelerator pedal
position (wped_w) and cruise control output (mrfgr_w). Separate values are provided for cylinder charge and
ignition influences (mifal_w, mifa_w).
The throttle pedal characteristic is defined by maps, where through pedal position and engine speed, a factor
(relative torque) is stored to help scale indexed torque between the minimum and maximum. The relative
drivers requested torque can have values greater than 100% (pedal crossover). For reverse gear, a
separate map is available that can be used on vehicles with automatic transmission. To enhance driving
comfort, a change in the drivers requested torque limit can take place under certain conditions (load
changes, overrun fuel cut-off and reinstatement, transition from part load to idle and vice versa. See subfunction DMFABEG).
The idle condition (B_ll) is set when the relative drivers requested torque drops below the threshold
MRFALLU and is reset when the threshold MRFALLO is exceeded. The cruise control condition (B_fgr) is set
when the cruise controller output is greater than the output of the pedal characteristic. The integral
component of the idle control (dmllri_w) is included in the drivers request.
The change limitation for the drivers requested torque (sub-function DMFABEG) is used to improve ride
comfort and overrun fuel cut-off and smooth resumption of positive and negative load changes. With that, a
DT1-element filtered torque loss (dmverl_w) is added behind the change limitation around jumps in the clutch
torque to damp the connection or disconnection of load.
Overrun fuel cut-off/reinstatement
Via a PT1-filter, down-regulation of the target torques starting from the actual torque at zero takes place by
overrun fuel cut-off; smooth resumption by up-regulation of the target torques starting from mizwmn_w to
mimin_w. The filter time constants for up-regulation and down-regulation can be chosen independently of
each other. One more time constant is made available for hard resumption and leaving idle (under light
throttle). The initialization of the filters on the overrun fuel cut-off to the actual torque is needed to avoid a
jump in torque on enabling of the ignition angle interventions. The filtering is, or is not cancelled:
- During active dashpot,
- For active load shock absorption,
- In the test laboratory
- On a steep negative speed gradient (uncoupling of thrust or throttle),
- When the clutch is actuated (configurable via CWDMFAB)
- mrfa gradient at higher threshold (important during hard resumption and when leaving the idle),
- Upon reaching the basic ignition angles.

MDFAW 12.260 Drivers Requested Torque

Dashpot
The change limitation for negative load changes (dashpot) is implemented using a PT1-filter with gear and
speed-dependent time constant. The PT1-filter runs at a negative gradient of the unfiltered drivers requested
torque. The dashpot is triggered when the difference between the filtered and unfiltered output value
exceeds a clutch-dependent and torque-dependent threshold, and cruise control is not engaged. The trigger
also always occurs at the transition to idle. The PT1-filter triggered by the dashpot is initialized with the actual
torque in order to avoid a jump in torque during ignition angle interventions. The dashpot is terminated when
the difference between filtered and unfiltered value falls below a gear-dependent threshold. As long as the
dashpot is active, there will not be any overrun fuel cut-off (see function %BBSAWE).
The drivers desired torque for the cylinder charge influence mifal_w is calculated by a dashpot with its own
PT1-filter that is initialized when the unfiltered drivers desired torque drops below the trigger level. In this
way, a steep initial drop is reached, which leads to the rapid closing of the throttle. Then a soft change is
made to the target value. The dashpot can be active only when:
- The general dashpot-enable is done via CWDMFAB Bit1,
- There is no commitment to overrun fuel cut-off,
- Load shock absorption is not active,
- There is the speed signal,
- The minimum speed is exceeded for dashpot,
- The clutch is not pressed,
- Start end is reached,
- The response is greater than zero,
- ASR intervention is not active,
- The cylinder charge is greater than the minimum charge.
Load Shock Absorption
The change limitation during positive load changes is realized with the help of a PT2 filter whose damping
and time constant are gear- and speed-dependent. The PT2 filter runs with a positive gradient of the
unfiltered drivers requested torque. Load shock damping is triggered when the difference between unfiltered
and filtered output value exceeds a gear- and clutch torque-dependent threshold. The PT2 filter is triggered
when the load shock absorption is initialized with the actual torque or a speed-and gear-dependent initial
value, to avoid a jump in torque upon enabling of the ignition angle interventions and to influence the
response behavior. The load shock damping is terminated when the difference between the filtered and
unfiltered value drops below a gear-dependent threshold.
The drivers desired torque for the cylinder charge influence mifal_w with active load shock damping is
calculated from a map which depends on the desired torque for the ignition influence (mifa_w) and on the
gear, which is a limitation on the unfiltered target. Thus, the cylinder charge can be controlled so that there is
no significant ignition angle intervention in order to set the desired torque curve.
The load shock damping can be active only when
- Load shock damping is generally enabled via CWDMFAB Bit 0,
- There is no idle
- For vehicles with CVT transmission, the torque gradient limitation is not active and the torque converter
clutch is not open,
- The speed signal is present
- The minimum speed for load shock absorption is exceeded,
- The clutch is not actuated
- Cruise control is not engaged,
- Speed and speed limits are not active,
- End of start conditions is reached,
- The gear is greater than zero,
- No traction control intervention is active.
The PT2 filter is implemented with two integrators and feedback. There is also the possibility that the filter is
initialized with a given value (iwflsd_w) if the condition B_iflsd is set.
MDFAW 12.260 Application Notes
CWDMFAB
Bit 0 0: Load shock damping deactivated

MDFAW 12.260 Drivers Requested Torque

1: Load shock damping enabled
Bit 1 0: Dashpot deactivated
1: Dashpot enabled
Bit 2 0: Load shock damping with B_gwhs inactive
1: Load shock damping with B_kupplv inactive
Bit 3 0: Dashpot with B_gwhs inactive
1: Dashpot with B_kupplv inactive
Bit 4 0: Overrun fuel cut-off/reinstatement filter with B_kuppl active
1: Overrun fuel cut-off/reinstatement filter with B_kuppl inactive
Bit 5 0: Dashpot and load shock damping even with traction control intervention enabled
1: Dashpot and load shock damping with traction control intervention inactive
Bit 6 0: Dashpot triggering independently of B_ll
1: Dashpot triggering on positive edge of B_ll
Bit 7 0: Load shock damping and dashpot triggering via threshold inactive, until cruise control intervention
1: Load shock damping and dashpot triggering via threshold also possible during cruise control
intervention
CWMDFAW
Bit 0 0: Initialization of migef_w when reinstating with miistoar_w
1: Initialization of migef_w when reinstating with 0 (for sequential reinstatement)
Bit 1 0: Initialization of mifal_w with dashpot with mivbeb_w
1: Initialization of mifal_w with dashpot with mibdp_w - dmdpo_w
Bit 2 0: Load shock damping with B_kupplv or B_gwhs inactive
1: Enable the load and shock damping independent of B_kupplv and B_gwhs
KFPEDL and KFPEDR must contain smaller values than KFPED at the same pedal value and the same
speed so that the torque monitoring only depends on KFPED.
Parameter
CWDMFAB
CWMDFAW
DMDPOSCH
DMDPUG
DMIFLSD
DMISMEUS
DMLSDUG
DMRFAWEN
DRLMINDP
FGMIFAL
FGZLSD
FKFPEDV
FKZDPTM
FLRMIFAL
FLRZDASH
FLRZLSD
FZDA1SCH
FZDA2SCH
KFDLSD
KFDMDPO
KFDMLSDO
KFDMLSDS
KFMIFABG
KFMIFALS
KFMILSD
KFPED
KFPEDL
KFPEDR
KFWMIFAL
KFWZLSD
KFZDASH
KFZDASH2
KFZLSD
MDIMX
MIFABGMX
MIFALMF

Description
Codeword ECU switch for change limitation
Codeword for %MDFAW
Delta torque dashpot triggering in the shift operation
Delta torque dashpot end
Delta torque for initialising filter load shock damping
Delta indexed torque for change limitation by B_mismeus
Delta torque end load shock damping
Threshold mrfa-gradient for deactivating PT1-filter during reinstatement
Offset on rlmin for switching off dashpot
Weighting factor for elevation via KFWMIFAL
Weighting for reduction via KFZLSD
Factor for interpolation between the two pedal maps
Correction factor time constant dashpot
Factor for driver requested torque cylinder charge path in low range
Factor for dashpot time constant im low range
Factor for load shock damping-time constant in low range
Dashpot time constant correction factor in shift operation
Dashpot time constant correction factor at small clutch torque in shifting operation
Damping PT2-filter load shock damping
Delta torque dashpot triggering
Delta torque triggering load shock damping
Delta torque triggering load shock damping after shifting operation
Delta torque for gradient limitation
Indexed driver requested torque for cylinder charge path during load shock damping
Indexed torque initial value for load shock damping
Relative driver requested torque from throttle pedal
Relative driver requested torque at low speeds
Relative driver requested torque from throttle pedal for reverse gear
Excessive increase factor for cylinder charge path during load shock damping
Reduction factor for time constant load shock damping
Time constant PT1-filter dashpot
Time constant PT1-filter dashpot at small clutch torque
Time constant PT2-filter load shock damping
Maximum indexed engine torque
Maximum value mifa_w for torque change limitation
Indexed driver requested torque for cylinder charge path with active gradient limitation

MDFAW 12.260 Drivers Requested Torque

MKFADPN
MKFADPN1
MKMIFABG
MRFALLO
MRFALLU
MRFAVLN
NGFSAWE
SNM12MDUW
SWP16MDUW
SY_ASG
SY_BDE
SY_CVT
TDMFBSA
TDMFBWE
TDMFNSG
TDMFWEMI
TDMLSDS
TVFSAWE
VDASH
VLSD
Variable
B_CVT
B_DASH
B_DASHV
B_DP
B_EDP
B_ELSD
B_FAAN
B_FGR
B_FIL
B_GWHS
B_IFLSD
B_KO
B KUPPL
B_KUPPLV
B_LL
B_LLVFGR
B_LOWRA
B_LS
B_LSD
B_MGBGAKT
B_MGBGET
B_MIFABG
B_MISMEUS
B MRPEDASG
B_MRPFA
B_NMAX
B_NMOT
B_NSGET
B_SA
B_SAB
B_SABFG
B_STEND
B_TDMLSDS
B_TMISMEUS
B VL
B_VMAX
B_VNULL
B_WKAUF
B_ZWSCH
DLSD_W
DMBEBL_W
DMDPO_W
DMDPU_W
DMGBEG_W
DMLLRI_W
DMLSDO_W
DMLSDU_W
DMLWHS_W
DMRFAWE_W

Clutch torque for changeover of dashpot-filter time

Clutch torque for changeover of dashpot-filter time for air conditioning
Clutch torque for activating the torque change limitation
Upper idle threshold of the relative driver requested torques
Lower idle threshold of the relative driver requested torques
Full load detection threshold for the relative driver requests
Threshold speed gradient for overrun fuel cut-off/reinstatement filter
Sample point distribution for engine speed
Sample point distribution for throttle pedal angle
System constant: automated manual transmission present
System constant: petrol direct injection
System constant: continuously variably transmission present
Time constant PT1-filter during overrun fuel cut-off
Time constant PT1-filter during smooth reinstatement
Filter time constant during target speed increase (continuously variably transmission)
Filter time constant during hard reinstatement
Time after clutch actuation with modified load shock damping trigger
Delay time for resetting B_fil
Minimum speed for dashpot
Minimum speed for load shock damping
Description
Condition: continuously variable transmission
Condition: dashpot change limitation active
Condition: dashpot delay
Condition: dashpot value greater than driver request (= 1)
Condition: dashpot permission
Condition: load shock damping permission
Condition: functional requirement: general speed increase
Condition: cruise control (Tempomat) active
Condition: PT1-filter for overrun fuel cut-off/reinstatement active
Condition: gear change by manual switch
Condition: initialising filter load shock damping
Condition: compressor enabled
Condition: clutch actuated
Condition: delayed clutch actuation
Condition: idle
Condition: idle forbidden by vehicle speed limiter
Condition: Intermediate clutch for low range switch-off
Condition: load shock limitation without driver request (=1)
Condition: positive load shock damping active
Condition: torque gradient limitation active
Condition: torque gradient limitation active
Condition: mifa limitation
Condition: torque change limitation by B_smeus
Condition: changeover driver requested torque from AMS
Condition: zeroing of mrped_w because of general speed increase
Condition: speed limiter active
Condition: engine speed: n > NMIN
Condition: torque requirement for CVT: position the pulley cone
Condition: overrun fuel cut-off
Condition: overrun fuel cut-off standby
Condition: overrun fuel cut-off standby or enable
Condition: end of start conditions reached
Condition: time after clutch actuation with modified load shock damping trigger
Condition: trigger for torque filtering B_mismeus
Condition: full load
Condition: speed limiter active
Condition: vehicle stopped
Condition: torque converter open
Condition: ignition angle for stratified charge mode active
Damping PT2-filter in load shock damping
Delta torque for triggering load shock damping
Delta torque dashpot triggering
Delta torque dashpot end
Delta torque for gradient limitation
Required torque change from idle control (integral component)
Delta torque on triggering load shock damping
Delta torque at end of load shock damping
Delta torque during load alternation between homogeneous and stratified charge modes
Threshold mrfa-gradient for deactivating PT1-Filter during reinstatement

MDFAW 12.260 Drivers Requested Torque

DMVERL_W
FKFPED
FWMIFAL
FWZLSD
FZDASH
GANGI
IWFLSD_W
MDFAW_BITS
MDGRAD_W
MDSLWHOM_W
MDSLW_W
MDVERL W
MIASRS_W
MIBAS_W
MIBDP_W
MIBLSD_W
MIFA
MIFABG_W
MIFAL_W
MIFA_W
MIGEF_W
MIISTOAR_W
MIMAX_W
MIMINHOM_W
MIMIN_W
MINBEG_W
MISMEUS_W
MIVBEB_W
MIVBEGVH_W
MIVBEGV_W
MIVBEG_W
MIZWMN_W
MKFADPN_W
MKFANB_W
MKFA_W
MRFAMXAS W
MRFAMX_W
MRFA_W
MRFGR_W
MRPEDASG W
MRPEDL_W
MRPEDS W
MRPED_W
NGFIL_W
NMOT W
RLMINDP_W
RLMIN_W
RL_W
TMOT
VFZG
WPED_W
ZDASH1_W
ZDASH2_W
ZDASH_W
ZLSDV_W
ZLSD_W

Torque loss after DT1-Filter

Factor for interpolation between the two pedal maps
Excessive increase factor in cylinder charge path load shock damping
Reduction factor time constant load shock damping
Factor time constant dashpot
Actual gear
Initialising value for filter load shock damping
Flag byte for %MDFAW
Torque gradient limiting through the transmission
Load alternation torque loss in the homogeneous mode
Torque loss: load alternation
Engine torque loss
Indexed target engine torque traction control for fast intervention
Indexed basic torque
Indexed target engine torque dashpot
Limited indexed torque for load shock damping
Indexed driver requested engine torque
Gradient-limited driver requested torque
Indexed driver requested torque for torque coordination on the charge path
Indexed driver requested engine torque
Gefiltertes indexed driver requested torque
Actual torque without anti-judder component
Maximum permissible indexed torque
Minimum torque for the homogeneous charge mode
Minimum engine torque
Indexed driver requested torque after / change limitation
Indexed torque during change limitation B_mismeus
Indexed torque before change limitation, upper limit of mimax_w
Indexed driver requested torque before maximum limit for homogeneous charge mode
Indexed driver requested torque before maximum limit
Indexed driver requested torque before change limitation
Indexed engine torque at the latest igniton angle
Clutch torque for changeover dashpot-filter time
Clutch torque from limited drivers request
Driver requested torque (clutch) after change limitation
Relative driver requested torque maximum value from automated manual transmission
Relative driver requested torque maximum value
Relative driver requested torque from cruise control and throttle pedal
Relative torque requirement from cruise control
Relative driver requested torque from automated manual transmission
Relative driver requested torque from the throttle pedal for less speed
Relative driver requested torque from the throttle pedal for greater speed
Relative driver requested torque from the throttle pedal
Filtered speed gradient
Engine speed
Minimum relative cylinder charge for dashpot switch off
Minimum permitted relative load
Relative air charge (word)
Engine coolant temperature
Vehicle speed
Normalised throttle pedal angle
Time constant PT1-filter dashpot
Time constant PT1-filter dashpot at small clutch torque
Time constant dashpot
Time constant PT2-filter load shock damping before reduction
Time constant PT2-filter load shock damping

MDFUE 8.50 (Setpoint for Air Mass from Load Torque)

MDFUE 8.50 Function Description
See the funktionsrahmen for diagram mdfue:
The torque variable milsol_w, which is set on the charge path at the basic ignition angle and basic efficiency
is converted into torque variable misopl1_w, which corresponds to the optimum torque at lambda = 1. The
map KFMIRL provides the cylinder charge which corresponds to this operating point.
This cylinder charge is limited to a minimum permitted value rlmin_w at which the condition B_mdmin is set
for idle control which then stops the integrator. In the case of a turbocharger, there is a limit on the maximum
permitted cylinder charge rlmax_w. This variable does not exist for naturally-aspirated engines!
The result is the desired cylinder charge rlsol_w.
Supplement to the application interface:
CWRLAPPL = 0: Function as before: rlsol generated from the limited KFMIRL.
CWRLAPPL bit 1 =1: rlsol_w = RLSOLAP
CWRLAPPL bit 2 =1: rlsol_w = wped_w FWPEDRLS
Application Notes
The map KFMIRL is the inverse of map KFMIOP in the function MDBAS (it is understood that this is not a
direct arithmetic inverse, but is intended to mean that the functions on the x, y & z axes are complementary).
See MDBAS for application notes.
Parameter
CWRLAPPL
FRLMNHO
FWPEDRLS
KFMIRL
KFRLMN
KFRLMNSA
RLSOLAP
ZKDRLSOL
Variable
B_MDMIN
B_SA
C_INI
DRLSOLF_W
DRLSOL_W
ETALAB
ETAZWBM
FHO
MILSOL_W
MISOPL1_W
NMOT
NMOT_W
RLMAX_W
RLMIN_W
RLSOL_W
RLTEDTE_W
R_T10
SY_TURBO
TMOT
WPED W

Description
Code word: default rlsol_w during applications phase
Correction factor for rlmin via altitude
Factor for direct entry to the default rlsol from wped (application)
Map for calculating target cylinder charge
Minimum cylinder charge in firing mode
Minimum rl during overrun fuel cut-off
Target cylinder charge for application calibration purposes
Time constant for drlsol-integrator
Description
Condition flag: minimum achievable indexed torque reached
Condition flag: overrun fuel cut-off active
ECU initialisation condition
Filtered change in target cylinder charge
Change in target cylinder charge
Lambda efficiency without intervention with respect to the optimum torque at lambda = 1
Average ignition angle efficiency at the basic ignition angles
Altitude correction factor
Drivers requested torque for cylinder charge path
Target air torque, back-calculated from lambda = 1 and zwopt
Engine speed
Engine speed (word)
Maximum achievable cylinder charge from the turbo
Minimum permitted rl
Target cylinder charger
Relative cylinder charge from the fuel tank breather valve determined from DTEV
Time graticule of 10 ms
System constant: turbocharger
Engine temperature
Normalised throttle pedal angle

14.70 MDKOG (Torque Coordination for Overall Interventions)

See the funktionsrahmen for the following diagrams:
mdkog-main
mdkog-bbmdein
mdkog-bbzwein
mdkog-mdbeg
mdkog-mdbeg-diag
mdkog-mdabws

Main function overview

Sub-function BBMDEIN: active torque intervention conditions
Sub-function BBZWEIN: active ignition angle intervention conditions
Sub-function MDBEG: limit of the indicated torque
Sub-function MDBEG_DIAG: connection of the torque limit to the diagnosis
Sub-function MDABWS: stalling

MDKOG 14.70 Function Description

Coordination of the Requested Engine Torques
Through the torque coordination calculation, the indexed desired engine torque (misol_w) is used to
calculate the fade out stage and/or the ignition angle adjustment. The externally-requested indexed torques
from the cruise control (miasrs_w) and transmission protection (migs_w) and the internal torque
requirements (e.g. driver requested torque, maximum engine speed or maximum load) will be converted into
an indexed desired engine torque (misolv_w) via either a minimum or maximum range.
The desired torque for the ignition path is dependent on the enable condition B_zwvz (cf. BBMDEIN):
- When ignition angle interventions are enabled, mizsolv_w is calculated as follows:
The upper limit of the desired torque, misolv_w, is given by the product of optimal internal torque (including
lambda influence) and ignition angle (miopt_w etazwb), then the torque requirements of the idle control
dmllr_w (only proportional and differential components) and the anti-judder feature, dmar_w are added.
- When ignition angle interventions are not required, the basic torque mibas_w is used as the desired torque
which depends only on the stipulated ignition and mixture-application efficiencies. The anti-judder feature
intervention is also considered in this case.
Sub-function BBMDEIN: Active Torque Intervention Conditions
In addition, via the traction control torque intervention, the condition flag B_msr is set so that overrun fuel cutoff is prohibited (see %MDRED). During cruise control intervention, the condition flag B_asr to cylinder
suppression is possible (see %MDRED). The condition flag B_mdein is used to disable the misfire detection
(see %DASE) and enable the anti-judder feature or idle speed control (for B_mdein = 0). The condition flags
B_zwvz and B_zwvs are responsible for enabling the torque adjustment through ignition.
- B_zwvz is set when the time frame level detects the need for an intervention. This is the case at all
operating points which require a torque reserve, i.e. idle, catalyst heating, short journeys and for the dashpot
driveability functions, load shock attenuation, filtering for overrun fuel cut-off and short journeys. When the
clutch is also immediately released to avoid revving the engine. All external intervention is detected by
comparing mifa_w and misol_w.
An ignition angle enable can also be made via the code word CWMDKOG, when the desired the cylinder
charge corresponds to the minimum cylinder charge. In addition, if the difference between the actual cylinder
charge and the minimum cylinder charge is less than the delta value to be applied, data input to the code
word for the ignition angle can be enabled.
- B_zwvs is set when either a timeframe intervention is submitted or a torque influence from the anti-judder
feature is required. The desired value is not then switched to misol_w in the function %MDZW (torque
influence on ignition), however, the influence is activated.
Sub-function MDABWS: Stalling
Should the engine speed during torque reduction through cruise control or transmission protection fall under
NASNOTTM, miext is immediately set equal to MDIMX so that the two operations are prohibited.
NASNOTKL is a function of engine temperature, tmot.
Sub-function BBZWEIN: Active Ignition Angle Intervention Conditions
see BBMDEIN
1

14.70 MDKOG (Torque Coordination for Overall Interventions)

Sub-function MDBEG: limit of the indicated torque
The two torque variables and misolv_w mizsolv_w are limited to the maximum indicated torque miszul_w
(from %MDZUL). This is to ensure that monitoring in level 2 only becomes active when the desired (and
possibly limited) torque is not converted correctly into an actual torque. The data input to KFMIZU will be
aligned to the level 2 permitted torque. Particularly in the application phase this can prevent an unwanted
torque monitoring response. By noting the value of B_mibeg it is possible to detect whether a limitation of the
desired torque has been made.
To test the data monitoring, there is a counter cmibeg_w that counts the number of active limitations. The
counter cmibeg_w is incremented with each rising edge of B_mibeg. The counter is not active when the
driver releases the throttle pedal or the maximum value is reached (MAXWORD = 65,535). The value is
cached and only an error path enable or a power failure resets it.
Sub-function MDBEG_DIAG: Connection of the Torque Limit to the Diagnosis
This function MDBEG_DIAG is part of the EGAS monitoring concept (level 1). The desired torque MDBEG is
limited to a maximum permissible torque, miszul_w. If this limit is active, the bit B_mibeg is set. In certain
operating conditions (e.g. very cold engine and idle), this level-1-limit will be active, but only for a short time.
If the limit B_mibeg is active for a longer time (e.g. 10 minutes), there might be a fault in the system and a
diagnostic entry is made.
MDKOG 14.70 Application Notes
Typical values:
MDIMX = 99.6%;
NASNOTKL
Engine temperature/C
NASNOT

30
1500

0
900

30
600

60
600

The engine speed threshold NASNOT must not be larger than 2550 rpm.
DELRL < 2%
THDMB = 1 sec
CWMDKOG = 2
Bit
CWMDKOG

7
*

6
*

5
*

4
*

3
Note 4

2
Note 3

1
Note 2

Note 1. Ignition angle enable with rlsol = rlmin

Note 2. Ignition angle enable with B_mibeg
Note 3. Ignition angle enable with rl rlmin_w DELRL
Note 4. !B_mibegl kill data input
Parameter
CDCMDB
CDKMDB
CDTMDB
CLAMDB
CWMDKOG
CWTEZW
CWZWVMX
DELRL
FFTMDB
MDIMX
NASNOTKL
THDMB
TMVER
TSFMDB
TVLDSZW

Description
Codeword CARB: torque limitation desired torque
Codeword Client: torque limitation desired torque
Codeword Tester: torque limitation desired torque
Codeword Error Class: torque limitation desired torque
Codeword: MDKOG: ignition angle retardation via vacuum limitation
Codeword: ignition angle intervention via fuel tank breather valve check
Codeword: ignition angle intervention via speed limitation
Delta relative cylinder charge for enabling ignition angle intervention
Freeze frame table: torque limitation desired torque
Maximum indexed engine torque
Characteristic curve for stall protection speed threshold
Healing debounce time of the entry error in long-term torque limitation
Debounce time detection of a long-term torque limitation
Error summation period: torque limitation desired torque
Duty cycle ignition angle enable via recharge effect
2

0
Note 1

14.70 MDKOG (Torque Coordination for Overall Interventions)

TVMIBEG
BLOKNR
B_ASR
B_BEMDB
B_BKMDB
B_CLMDB
B_DASH
B_FIL
B_FTMDB
B_KH
B_KUPPLV
B_KW
B_LDSUA
B_LL
B_LLREIN
B_LSD
B_MDEIN
B_MDMIN
B_MGBGET
B_MIBEG
B_MIBEGL
B_MNMDB
B MSR
B_MXMDB
B_NPMDB
B_PWF
B_SA
B_SIMDB
B_STEND
B_ZWGET
B_ZWNGET
B_ZWVS
B_ZWVZ
B_ZWVZVB
CMIBEG_W
DFP_MDB
DMAR_W
DMLLR_W
DMRKH
DMRKT_W
DMRLLR_W
DMZMS_W
ETAZWB
E_MDB
MIASRL_W
MIASRS_W
MIBAS W
MIBEG_W
MIBGR_W
MIEXTV_W
MIEXT_W
MIFAB_W
MIFA_W
MIGS_W
MILRES_W
MIMAX_W
MIMSR W
MINMX_W
MIOPT W
MISOLP_W
MISOLV_W
MISOL_W

Debounce time for ignition angle enable via torque limitation

DAMOS source for block number
Condition flag: cruise control active
Condition flag: tape end functions requirement torque limitation
Condition flag: torque monitoring (long-term limitation) active
Condition flag: cancellation of long-term torque limitation
Condition flag: dashpot-adjustment limit active
Condition flag: PT1-filter for overrun fuel cut-off/reinstatement active
Condition flag: error input from tester for torque limitation
Condition flag: catalyst heating
Condition flag: delayed clutch actuation
Condition flag: catalyst keep warm
Condition flag: charge air recirculation valve active (open)
Condition flag: idle
Condition flag: idle control active
Condition flag: positive load change damping active
Condition flag: torque intervention active
Condition flag: minimum achievable indexed torque achieved
Condition flag: torque gradient limitation active
Condition flag: torque limitation active
Condition flag: torque limitation cylinder charge path active
Fehlertyp min.: torque monitoring long-term limitation
Condition flag for torque slip control
Error type: maximum permissible desired torque is exceeded permanently
Implausible error: torque monitoring long-term limitation
Condition flag: power fail
Condition flag: overrun fuel cut-off
Error type: torque monitoring long-term limitation
Condition flag: end of start conditions achieved
Ignition angle intervention through transmission intervention
Ignition angle intervention not through transmission intervention
Condition flag: for quick exit of ignition angle intervention in the torque interface
Condition flag: for ignition angle intervention in the torque interface
Condition flag: for ignition angle intervention in the torque interface for limitation
Counter for active limitations of the internal torques
ECU internal error path number: torque monitoring long-term limitation
Delta engine speed (anti judder)
Demanded torque change for idle control (P & D components)
Torque reserve for catalyst heating
Torque reserve for short journeys
Torque reserve for idle control
Difference between the indexed desired torque and the allowed desired torque
Ignition angle efficiency of the basic ignition angles
Error flag: torque monitoring long-term limitation
Indexed desired engine torque (cruise control), slow intervention
Indexed desired engine torque (cruise control), fast intervention
Indexed basic torque
Torque limit
Indexed desired torque for input-dependent clutch torque limitation
For external demanded torque for stall protection
For external (cruise control, transmission protection, etc.) demanded indexed engine
torque
Limited indexed drivers desired torque
Indexed drivers desired torque
Indexed desired engine torque for transmission protection, fast intervention
Torque requirement for air path with all reserves
Maximum achievable indexed torque
Indexed desired engine torque, traction control
Torque requirement of the speed limiter
Optimum indexed torque
Indexed desired torque for torque limitation, local variable
Indexed resulting torque for torque limitation
Indexed resulting desired torque
3

14.70 MDKOG (Torque Coordination for Overall Interventions)

MISZUL_W
MITEBG_W
MIVMX_W
MIZSOLV_W
MIZSOL_W
NASNOTTM
NMOT
RLMIN_W
RLSOL_W
RL_W
SFPMDB
TMOT
WPED W
Z MDB

Maximum possible indexed torque

Torque target for minimum filling fuel tank breather
Indexed desired torque for speed control
Indexed resulting desired torque for ignition angle intervention for torque limitation
Indexed resulting desired torque for ignition angle intervention
Speed threshold for stall protection as a function of engine speed
Engine speed
Minimum possible relative cylinder charge
Desired cylinder charge
Relative cylinder charge (word)
Error path status: torque monitoring, long-term limitation
Engine temperature
Normalised throttle pedal angle
Cycle flag: torque limitation, long-term limitation

MDZW 1.120 Calculating Torque at the Desired Ignition Angle

MDZW 1.120 Function Description
When calculating the desired ignition angle there are three different cases:
1. Torque influence on the ignition angle active (B_zwvs = 1)
2. Switching off torque influence on the ignition angle (B_zwvs = 0, dmaufr_w> 0)
3. Torque influences inactive (B_nozwe = 1)
1. Active Torque Intervention
The enable condition (B_zwvs) condition is set and the switch-off condition for the ignition angle intervention
(B_nozwe) is false. The desired ignition angle is calculated from the torque requirement for the ignition path
mizsol_w. The perturbation ramp (dmaufr_w) is zero. The requested torque mizsol_w is converted into the
desired efficiency etazws. This is done by dividing by the optimum torque, which is calculated by multiplying
miopt_w with the efficiency etazaist. The desired efficiency (etazws) is converted via the inverse ignition
angle efficiency characteristic DZWETA into a delta-ignition angle (dzws). The difference between the
optimum ignition angle zwopt and dzws gives the desired ignition angle zwsol.
2. Switching off the Torque Influence
When switching off the torque intervention (B_zwvz = 10, see %MDKOG), the desired torque mizsol_w
can jump to a higher value. This positive torque perturbation must be prevented for driveability reasons. This
is done by eliminating the requirement B_zwvz. A perturbation ramp dmaufr_w is reset, which initialises the
amplitude of the jump and runs down to zero with a speed-dependent rate. This ramp is subtracted from the
input mizsol_w and ensures a smooth transition into a state without any intervention within the timeframe. In
this state B_zwvs = false, the switch-off condition for the ignition angle intervention B_nozwe is set but only
after the ramp.
A special case is the anti-judder feature intervention, in which B_zwvs, but not B_zwvz is set. When the antijudder torque requirement is eliminated from input mizsol_w, there is no jump, so that the switch-off ramp in
this case is not necessary.
3. Torque Influences Inactive
In this state, no requirement is active (B_zwvs = 0) and the ramp dmaufr_w is screened. The switch-off
condition for the ignition angle intervention B_nozwe is set. In this case, the desired ignition angle zwsol for
the ignition is not taken into account (c.f. %ZUE) so the calculation can be omitted.
MDZW 1.120 Application Notes
The values are in DMAUFN are preset to give a slope of approximately 5%/sec for all engine speeds.
Parameter
DMAUFN
DZWETA
Variable
B_NOZWE
B_ZWVS
B_ZWVZ
DMAUFR_W
DZWS
ETAZAIST
ETAZWS
MIBAS_W
MIOPT_W
MISOL_W
MIZSOL_W
MIZWMN_W
NMOT W
REDIST
R SYN
ZWOPT
ZWSOL

Description
Delta torque control after engine torque intervention
Inverse delta ignition angle efficiency
Description
Condition flag: no ignition angle intervention on the engine torque structure
Condition flag for fast external ignition angle intervention on the torque interface
Condition flag for ignition angle intervention on the torque interface
Delta up regulation torque
Delta ignition angle between zwopt and zwsol
Actual cylinder suppression efficiency
Desired ignition angle efficiency
Indexed basic torque
Optimum indexed torque
Indexed resulting desired torque
Indexed resulting desired torque for ignition angle intervention
Indexed engine torque at the latest ignition angle
Engine speed
Actual reduction stage
Synchronisation grid
Optimum ignition angle
Desired ignition angle for torque intervention
1

RKTI 11.40 (Calculation of Injection Time ti from Relative Fuel Mass rk)
RKTI 11.40 Function Description
ti_w represents a physical value of injection time which is correct also during start conditions. During start the
physical value of ti_b1, ti_b2 and ti_tvu_w has to be corrected by the user by a factor of 8, because start
quantisation of ti_b1 is internally corrected by dividing by 8 to store large ti-values into a word variable
instead of a long variable.
Please see the funktionsrahmen for the following diagrams:
1. Battery correction of injection time for injection valves, calculation frkte (fuel mass into injection time)
2. Calculation of ubatt correction of injector time for injectors
3. Correction for injected fuel mass if the reference pressure of the fuel rail pressure controller is not manifold
pressure (i.e. with a returnless fuel rail).
4. Calculation of the injection time during start conditions
5. Calculation of the injection time after end of start conditions
This function calculates the effective injection time before fine tuning (tevfa_w, tevfa2_w) from the relative
fuel mass (rk_w, rk2_w) and the factor frkte. With an ideal fuel supply system, tevfa_w + tvu_w, tevfa2_w +
tvu_w should result in lambda of 1.0 in the combustion chamber, with pilot control to lambda = 1.0 and
neutral values of all mixture adaptations.
In practice, a deviation in lambda may occur due to injector nonlinearities or pulses in the fuel system. This
deviation is corrected using the map FKKVS as a function of engine speed (nmot_w) and effective injection
time (tevfa_w or tevfa2_w). The corrected effective injection time is te_w or te2_w. By adding the battery
voltage correction for the injectors, the actuation time is calculated thus: ti_b1 = te_w + tvu_w. The function
ACIFI controls the actuation times ti_b1 and ti_b2 for the associated injectors. In a single bank system
(SY_stervk = false) the actuation times for bank 1 (ti_b1 or ti_b2) are forwarded to CIFI. In order to achieve
the long injection times required during starting conditions, the quantization times ti_b1, ti_b2 are increased
by a factor of 8 which thus expands the range to 1677.696 ms. The same applies for the additive quantity
ti_tvu_w.
Therefore, a 16 bit value is required for the interface to the function ACIFI. This is important for runtime
reasons for normal operation. During start conditions, VS100 measurements of the physically indicated
injection time are multiplied by a factor of 8. The resolution during start conditions for ti_b1, ti_b2 and
ti_tvu_w is 25.6 microseconds, whereas in normal operation it is 3.2 microseconds.
The RAM cells ti_w and ti_2_w show the physically correct injection time during both start conditions and
also normal operation with a resolution of 16 microseconds. The resolutions are valid for a 20 MHz
processor.
The minimum injection time TEMIN or TEMINVA is set when outputs B_va = true, B_temin = true or
B_temin2 = true. This serves to lock out the lambda control. The threshold value TEMINVA is differentiated
from TEMIN with a cold engine when the wall film degradation is not properly emulated by the thinning-delay
because te_w limits TEMIN. At higher speeds it is possible that the available theoretical maximum injection
time is not sufficient to obtain the required target torque. Therefore, an injection time timx_w that is larger
than the maximum possible injection time timxth_w is deployed until the desired torque is withdrawn and
timx_w is not larger than timxth_w. For this purpose, the control error dtimx_w is assigned to a PI controller.
When the controller is active, the output controlled variable mitibgr_w represents the desired torque. When
the controller is inactive, mitibgr_w receives the value 100%. The desired torque in %MDBGRG is obtained
by initializing with mifab_w and mitibgr_w. In order to avoid jumps in the nominal torque, the integrator of the
integral component is initialized with mifab_w.
The controller is activated as soon as timx_w exceeds the speed-dependent threshold timxth_w. The
controller remains in operation until timx_w timxth_w AND mitibgr_w mifab_w. See Applications
Information.
RKTI 11.40 Application Notes
Calculation of the constant KRKTE:
5
KRKTE = (air Vhcyl) (100 14.7 1.6710 1.05 Qstat)
= (50.2624 Vhcyl) Qstat

RKTI 11.40 (Calculation of Injection Time ti from Relative Fuel Mass rk)
Where:

air = air density (1.293 g/dm3 at 0C and 1013 mbar)

Vhcyl = Volume of a cylinder hub in dm3

Qstat = injector constant with n-heptane
1.05 = injector correction factor for petrol
14.7 = Stoichiometric air quantity at lambda = 1.0
1.67105 = conversion factor minutes to milliseconds.
Calculation of the correction for fuel supply systems where the reference pressure of the fuel pressure
regulator is ambient pressure:
FRLFSDP = [pdr_evmes/(pdr_akt + (pu ps))]
Where:
pdr_evmes = absolute pressure in the fuel system before the injectors at the injector constant (Qstat)
generally 3 bar
pdr_akt = actual fuel system pressure
pu = ambient pressure
ps = intake manifold pressure
For systems that take their reference pressure from the intake manifold pu ps = 0 is used in the calculation
above.
It then applies to the entire relationship FRLFSDP = (pdr_evmes/pdr_akt)
For a fuel pressure of 3 bar, the results for FRLFSDP (where dpus = pu ps) are as follows:
Naturally-aspirated Engine
dpus/mbar
FRLFSDP
0
1.0000
100
0.9837
200
0.9682
300
0.9535
400
0.9393
500
0.9258
600
0.9129
700
0.9005
800
0.8885

Turbocharged Engine
dpus/mbar FRLFSDP
-1200*
1.2990
-1000
1.2247
-800
1.1678
-600
1.1180
-400
1.0742
-200
1.0351
0
1.0000
200
0.9682
400
0.9393
600
0.9129
800
0.8885

*Boost pressure = 1800 mbar, ambient pressure = 600 mbar

For consistency reasons, 11 sampling points for vacuum and turbo are used with the turbo-values.
In the charge sampling and injection application in returnless fuel systems via the code word for the
reference pressure for the fuel pressure regulator (CWPKAPP), the constant PSAPES (intake manifold
pressure for injection application) is used as a substitute value where the modelled intake manifold pressure
ps_w has not been applied. Thus the manifold pressure can be set directly with a VS100 processor. With the
VS20 processor, the pressure PSAPES can be changed with an adjustment factor between 0 and 2 via the
RAM cell vsfpses (pses_w = PSAPES vsfpses).
The initial value for PSAPES is 1013 mbar. If this value (in conjunction with a factor of 2 from vsfpses) does
not define the maximum manifold pressure for turbocharged engines with VS20, the one-off value of
PSAPES must be increased with VS100.
Initialization:
Map size in program development nmot tevfa_w = 10 10
FKKVS: Sample points
2

RKTI 11.40 (Calculation of Injection Time ti from Relative Fuel Mass rk)
Speed
Tevfa_w
Value

800
1.5
1.0

1400
2.5
1.0

2000
3.5
1.0

2600
4.5
1.0

3200
5.5
1.0

3800
6.5
1.0

4400
7.5
1.0

5000
8.5
1.0

5600
9.5
1.0

6200
10.5
1.0

RPM
ms

The characteristic field FKKVS corrects errors in the fuel system (pulses in returnless fuel systems)
The map size of FKKVS can be extended to about nmot tevfa_w = 10 10 auf 16 10.
This is especially important to simplify the application for proportional systems. The speed sample points
should match the number and values of the map KFPRG in the function BGSRM.
TEMIN: 1 milliseconds
TEMINVA: 1 milliseconds so that overall, the same TEMIN is active
TEMINVA: 0 milliseconds so that it is inactive when the engine is cold and thinning delay B_va = true, te to
TEMIN seated and so that the wall film is not broken down properly.
ti-resolution values are valid for a 20 MHz processor frequency. Otherwise thery must be converted thus: 20
MHz / (current processor frequency [MHz]).
Start:
ti_b1, ti_b2 25.6 microseconds. Measurements from VS100 must be multiplied by a factor of 8.
ti_tvu_w 25.6 microseconds. Measurements from VS100 must be multiplied by a factor of 8.
ti_w, ti2_w 16 microseconds.
te_w, te2_w not available.
Normal:
ti_b1, ti_b2 3.2 microseconds.
ti_tvu_w 3.2 microseconds.
ti_w, ti2_w 16 microseconds.
te_w, te2_w 3.2 microseconds.
First inputs:
ZTSPEV = 240 seconds
TVTSPEV
Etvmodev []
tvsp_w [ms]

20
0

0
0

100
0

120
0

DMIL
CWDMIL
Bit 0 true: controller activated
Bit 0 false: controller deactivated
Bit 1 true: inputs B_ba and B_bag both active
KMITIBGR = 15 %/ms*s
PVMITIBGR = 0.8 %/ms
Explanation of Variables
Variable
CWDMIL
CWPKAPP
FKKVS
FRLFSDP
KMITIBGR
KRKTE
PSAPES
PVMITIBGR
SY_STERVK
TEMIN
TEMINVA
TVTSPEV
TVUB
ZTSPEV

Description
Code word ti-continuous wave control RKTI
Application code word for the fuel pressure regulator pressure reference
Correction factor for the fuel supply system
Injection correction RLFS
On-slope factor for the integration of dtimx_w through torque limitation
Conversion of relative fuel mass rk to effective injection time te
Intake manifold injection for application
Proportional gain factor for torque limitation through continuous wave injection
System constant condition: stereo before catalytic converter
minimum TE
minimum TE at VA
Correction of the injection time depending on evtmod
Voltage correction
Time constant for filtering evtmod taking tvu-control into account
3

RKTI 11.40 (Calculation of Injection Time ti from Relative Fuel Mass rk)
B_BA
B_BAG
B_ENIMITI
B_STEND
B_TEMIN
B_TEMIN2
B_VA
DPUS_W
DTIMX_W
EVTMOD
EVTMODEV
FRKTE_W
FTEK2_W
FTEK_W
MIFAB_W
MITIBGRI_W
MITIBGRP_W
MITIBGR_W
NMOT
NMOT_W
PS_W
PU_W
RK2_W
RK_W
TE2_W
TEVFA2_W
TEVFAKGE_W
TEVFA_W
TE W
TI2_W
TIMXTH_W
TIMX_W
TI B1
TI_B2
TI_TVU_W
TI_W
TVSP_W
TVU_W
UB
VSFPSES

Acceleration enrichment condition (indicator)

Strong acceleration enrichment condition
Integrator release condition for torque limitation through continuous wave injection
End of start condition
TEMIN-limiting condition active, Bank 1
TEMIN-limiting condition active, Bank 2
Wall-film thinning delay condition (indicator)
Delta intake manifold pressure environment
Difference between theoretical and maximum injection time
Intake valve temperature models (temperature model)
Filtered value of evtmod taking into account the formation of tvu_w
Conversion factor relative fuel mass rk to effective injection time te
Correction factor for effective injection time, Bank 2
Correction factor for effective injection time
Limited indexed driver-desired torque
I-component for torque limitation via ti-control during continuous injection
P-component for torque limitation via ti-control during continuous injection
Torque limitation via ti-control during continuous injection
Engine speed
Engine speed
Manifold Absolute Pressure (Word)
Ambient pressure
Relative fuel mass, Bank2
Relative fuel mass
Effective injection time Bank2 (word)
Effective injection time before trim (word)
Addressing map FKKVS with effective injection time before fine-tuning
Effective injection time before trim (word)
Effective injection time (word)
Injection time for cylinder 2 (word)
Theoretical maximum injection time
Maximum injection time
Injection time for injectors in Bank1
Injection time for injectors in Bank2
Battery voltage-dependent injection time correction CPU quantization
Injection time
Injection delay time depending on evtmod
Battery voltage correction
Battery voltage
Adjustment factor for intake manifold pressure for the injection application

SLS 88.150 (Secondary Air Control)

SLS 88.150 Function Description
See the funktionsrahmen for the following diagrams:
sls-sls
Function overview
slson
Conditions for switching on secondary air
slsoff
Conditions for switching off secondary air
sls-slp
Conditions for setting the bits of SLP
sls-bmsl
Calculating the secondary air mass
sls-dichte
Calculating the correction factors for the secondary air mass
sls-bslpdyn
Description of the dynamic of the secondary air pump
sls-bslsoff
Description of the secondary air dynamic in the exhaust system
sls-bfmlssl
Calculation of enrichment due to secondary air
sls-bkt
Secondary air adaption/short journey
sls-e-slpe
E_SLPE: error flag secondary air pump
sls-e-slve
E_SLVE: error flag secondary air valve
sls-e-slpanst Evaluation of the SLP-output stage
sls-slvanst
Evaluation of the SLV-output stage
sls-z-sls
Cycle flag: secondary air control (cylinder bank 1)
sls-z-sls2
Cycle flag: secondary air control (cylinder bank 2)
sls-init
Initialisation
sls-swoff
ECU delay
Function Description
Secondary air control is coordinated by the sub-function BBKHZ in overview module AK 1.10 and consists of
the following sub-functions:
Switching Conditions:
The secondary air system is activated (i.e. B_SLS, B_SLV and B_SLP are all equal to 1) when B_kh = 1 and
the imlpr-threshold IMLSLMN is crossed when the engine start temperature TMST lies in the window
TMSSLU<tmst<TMSSLO and the intake air temperature tans is in the window TASLU<tans<TASLO. This
allows the temperature range for switching on the secondary air system with respect to catalyst heating to be
restricted, for example, secondary air pumps overheating or switching on to avoid a frozen secondary air
system.
By setting bit 0 of the code word CWSLS, secondary air can already be enabled at start in the restricted
temperature window TMSSLSTU<tmst<TMSSLST, for example in designs with thermal reactor, the selfignition already ensured at engine start. However, the pre-condition is that this is voltage-slope compatible,
i.e. the battery voltage is greater than UBSLSTMN.
Alternatively, by setting bit 1, the secondary air system can only be activated if the speed threshold VSLS is
exceeded. This is common in secondary air designs in which the exothermic reaction is first ignited in the
catalytic converter. Control of the secondary air pump relay is achieved by B_slp = 1 with the minimum
holding time TSLPMN to prevent opening of the relay during pump starting current. Opening of the
secondary air valve (B_slv = 1) can be delayed with respect to the pump by the time TVSLON. The
secondary air valve is opened when B_sls = 1. For diagnostic purposes, the secondary air pump and the
secondary air valve can be controlled additionally with the flags B_dspe, B_dslfa and B_dslp4.
In twin ECU designs, the secondary air valves or secondary air pumps are activated when it is detected by
one of the two ECUs that conditions B_slp or B_slv are met. The two bits B_slp and B_sls are then fed to
each ECU over the CAN bus to ensure that the desired effects are initiated on both sides of the same
arrangement.
Switch-off/termination Conditions:
The secondary air is terminated:
When the threshold IMLSLMX is crossed (B_slpoff = 1)
Via a debounce time TSLABB after the end of start conditions (B_stend = 1)
When the maximum air mass threshold MLSLMX is crossed
When the pressure difference DPSLV is too low to keep the vacuum-actuated secondary air valve open
When the battery voltage is too low (UBSLMN)
When there are output stage errors E_slpe, E_slve, or
When the catalyst-heating termination condition is met (B_khab = 1).
1

SLS 88.150 (Secondary Air Control)

The secondary air is not activated in the first place if:
the output stage error has already been switched on
A high electrical system voltage is detected (as UBSLMX) from a boost-start, a twin battery system or
battery emergency power.
After switching off the secondary air pump, the secondary air valve can be closed after the time delay
TVSLOFF. This is possibly required for engine designs in which the secondary air effects an improvement in
fuel atomization in the combustion chamber. Closing the secondary air valve later can dampen the loaddiminishing effect due to run-down of the secondary air pump. Caution: For designs with a valve check
function for the secondary air diagnosis, a delayed switch-off of the secondary air valve is not acceptable,
since the pump must work against the closed secondary air valve. After the power is switched off, the
function to reinitialize secondary-air (C_ini) is blocked.
Description of the Secondary Air Mass:
The secondary air mass msl is dependent on the electrical system voltage which is predetermined by the
characteristic MSLUB and is corrected depending on the operating point from the map KFFMSML and the
ambient air density (characteristic FMSRHOL). When the engine is hot, especially during adaptationsadditional diagnostic phase, the secondary air mass can still be corrected depending on tmot by the
characteristic FMSTMOT. The pump will run up and down described by the dynamic factor fslpdyn.
In twin cylinder bank designs (SY_STERVK) as well as twin-ECU designs (SY_2SG) with an exhaust bank
per ECU (not SY_STERVK) and a single SLP (SY_SLPANZ = 1) and one exhaust bank each, the secondary
air system can be split in half and corrected on a bank-specific basis (FMSL, -2).
With bit 6 from the code word CWSLS (= B_slsadap), a secondary air adaptation factor fmsla(2) can be
included as determined from the secondary air diagnosis. Finally, the secondary air dilution factor flamsl is
calculated for the mixture control from the secondary air mass msl. After opening or closing the secondary
air-valve, the dynamics of the secondary air flow into the exhaust are described by factor fmsldyn with the
time constants ZKSLON and ZKSLOFF, after the air masses IMLSLSA, IMLSLSE were incorporated. The
secondary air wash after closing the valve is indicated by B_slsoff.
Calculation of Enrichment due to Secondary Air:
Bit 3 of the code word CWSLS determines whether there is lambda-engine set point during secondary air
injection via map KFLMSKH from function LAKH (flmssl = 0) or whether there is lambda-exhaust set-point,
including secondary air via map KFLASKH from function LAKH (flmssl = 1) from an automatic calculation of
the required lambda-engine with consideration of the secondary air dilution factor flamsl. Designs with
lambda-exhaust set point can also be dependent on bit 4 realized after leaving the debounced idle or
inputting the driving phase (bit 5) of the transition to lambda-engine through a filter with time constants
ZFLMSSL. Via bit 2 of the codeword CWSLS, one can select whether with transition from B_slsoff or B_sls
flmssl from the PT1-filter output is switched hard to 0.
Secondary Air Adaption/Short Journey:
The secondary air adaption via B_dslfa is requested from the secondary air diagnosis and switches on the
secondary air for the time TDDSLA (B_sldsl4). It occurs in conjunction with the specification for lambda
catalyst-heating then the secondary air mass adaptation or diagnosis in diagnostic phases 4, 5 (see also the
description of the secondary air diagnosis in DSLSLR or DLSLRS).
The short journey is requested via B_fa and B_fasls when tmot > TMFASLMN and secondary air is activated
for the time TDSLKT (B_slkt) when indicated by B_dslfa from module DSLSLR(S) via the diagnostics
readiness. If catalyst heating is active, it remains so for the short test until the time TFALAMN and after that
is disabled (since passive diagnostics are already running). Additionally, idle speed and torque reserve can
be specified to set a diagnostics-capable engine operating point. This is especially necessary in conjunction
with the diagnostic function DSLSLR for the two-point lambda control, by holding the engine under lambda =
1-control while the secondary air is not to operate at the rich limit.
It can be determined via CWFASL bit 2 whether the repeated incentives of short trips in a driving cycle is
possible.
Application Notes
Suggested initial programming:
Overview of the coding variants of code word CWSLS:
Bit 0 = 0: secondary air with B_kh
Bit 0 = 1: secondary air at start already in engine temperature window
Bit 1 = 0: secondary air with B_kh
Bit 1 = 1: no secondary air until vehicle speed VSLS threshold
2

SLS 88.150 (Secondary Air Control)

Bit 2 = 0: select lambda-engine
with B_sls TRUE.
Bit 3 = 0: select lambda-engine
Bit 4 = 0: lambda-set point the
same as idle/part-load.
Bit 5 = 0: lambda-set point the
same as o/m drive.
Bit 6 = 0. without secondary air
adaptation
Bit 7 = 0: KFLASKH-set point with
B_atmtpl
(B_atmtpl
enable
secondary air enrichment)

Bit 2 = 1: select lambda-engine with B_slsoff TRUE

Bit 3 = 1: select lambda-exhaust ( = secondary air enrichment)
Bit 4 = 1: transition to lambda-engine in part load
Bit 5 = 1: transition to lambda-engine with driving phase
Bit 6 = 1: with secondary air adaptation
Bit 7 = 1: KFLASKH-set point without B_atmtpl, B_atmtpl is
meaningless. (WARNING: only set for application phase!)

Secondary Air Concept with Thermal Reaction in the Exhaust Manifold:

CWSLS.0 = true. Secondary air already in the start in FTP-tmst region for quick start of post-reaction,
Attention: On-board system load!
CWSLS.3 = true. Lambda exhaust set point automatic calculation of lambda-engine from secondary air
dilution flamsl_w
CWSLS.4 = true. Transition to lambda-engine when leaving idle, because post-reaction stops anyway
CWSLS.5 = true. Transition to lambda-engine when loading the driving phase, because post-reaction stops
anyway
CWSLS.6 = false. No secondary air adaptation
CWSLS.7 = false. KFLASKH set point only when B_atmtpl = true
Secondary Air Design with Further Reaction in the Catalyst:
CWSLS.0 = false: no secondary air in the false start
CWSLS.1 = true/false depending on the start of partial light-offs in the catalyst (cat-position)
CWSLS.3 = false: lambda engine set point during secondary air injection
CWSLS.6 = false: no secondary air adaptation
Overview of the coding variants of code word CWFASL:
Bit 0: 0: Short test termination if B_fs, vfzg> 0 or B_brems / B_kuppl (see bit 1). 1: no short test termination
via B_fs, or vfzg B_brems/B_kuppl possible.
Bit 1: 0: Short test termination if B_brems or B_kuppl. 1: brake and clutch have to be actuated for a short
test.
Bit 2: 0: short test can be induced only once in the driving cycle. 1: Short test times can be induced (see bit
3).
Bit 3: 0: Short test only possible after deleting previous fault memory. 1: short test possible without deleting
error memory.
WARNING: When bit 3 is set, there is a risk that the catalyst is superheated by repeatedly carrying out short
tests.
SLS parameters:
IMLSLMN
IMLSLMX
TMSSLSTU
TMSSLSTO
TMSSLU
TMSSLO
TASLSU
TASLSO
VSLS
MLSLMX
DPSLV
UBSLMN
TSLABB
UBSLMX
UBSLSTMN
TSLUBST

0
0.9961
15C
35C
15C
35C
15C
35C
10 km/h
200 kg/h
0 mbar
9V
1 sec
16 V
8V
2 sec

Secondary air at the same time as B_kh

Secondary air during entire catalyst heating
Secondary air from tmst > 15C is already at the start CWSLS.0 = true
Secondary air from tmst < 35C
Secondary air with B_kh when tmst > 15C
Secondary air with B_kh when tmst < 35C
Secondary air with B_kh when tans > 15C
Secondary air with B_kh when tans < 35C
Secondary air only when vehicle speed > 10 km/h when CWSLS.1 = true
Termination threshold when ml > 200 kg/h
Termination threshold pressure difference to open the secondary air valve
Minimum battery voltage for sufficient secondary air mass
Debounce time for secondary air termination after engine start (B_stend)
Fan protection during boost start
B_sls at start when battery voltage > 8 V
Debounce time for battery voltage at start

SLS 88.150 (Secondary Air Control)

Secondary air pump parameters:
TVSLVON
TVSLVOFF
TVDSLOFF
TSLPMN
TVSLP2

0.1 sec
0 sec
2 sec
500 ms
2 sec

Secondary air valve opened at the same time as secondary air pump control
Secondary air valve closes at the same time as secondary air pump control
Secondary air valve closes 2 seconds after short journey/adaptation
Minimum dwell time of the secondary air pump-relay to the relay protection
Delay time for triggering a second secondary air pump

BMSL parameters:
MSLUB =
KFFMSML =
FMSRHOL
FMSTMOT =
FMSL,-2

Function of battery voltage. Obtained from laboratory measurements of the fan at 100 mbar
back pressure, check the details required in the vehicle!
Function of engine speed and relative load
overall factor = 1, approximate without air density correction
Function of engine temperature overall = 1, approximate without correction
1 no single bank correction

BSLPDYN parameters:
ZKSLPON

1s Fan run-up

ZKSLPOFF 1s Fan run-down

BSLSOFF parameters:
IMLSLA

3.5 g

IMLSLSE 3.0 g Implementing air mass to clean out the secondary air system

Dynamic SLP:
Dependent on ml:

20

40

60

100

kg/h

ZKSLSONML 0.5

1.5 s 1.0 s 0.5 s 0.2 s Project specific

s
ZKSLSOFML 0.5 s 1.5 s 1.0 s 0.5 s 0.2 s Project specific

BFMLSSL parameters:
TLMSSLMX 60 s Termination of the thermal reaction (lambda-exhaust set point) after 60 s at idle
TLMSSLAB 1s

Debounce time for detection of exit from idle

ZFLMSSL

Time constant for transition from lambda-exhaust lambda-engine

1s

BKT parameters:
CWFASL s. o
TMFASLMN: 60C
TFASLAMN: 60 sec
TDDSLA: 25 s
TDSLKT: 10 s

Abbreviations
Parameter
CONT
CWFASL
CWSLS
DPSLV

Description
Code word: calibrator intervention for secondary air diagnostics
Code word for secondary air system
Minimum pressure difference across the secondary air valve
4

SLS 88.150 (Secondary Air Control)

FMSL
FMSL2
FMSLOFF
FMSRHOL
FMSTMOT
IMLSLMN
IMLSLMX
IMLSLSA
IMLSLSE
KFFMSML
MLSLMX
MSLUB
SY_BATTSG
SY_SGANZ
SY_SLPANST
SY SLPANZ
SY_SLVANST
SY_SLWG
SY_STERVK
TASLSO
TASLSU
TDDSLA
TDSLKT
TFASLAMN
TLMSSLAB
TLMSSLMX
TMFASLMN
TMSSLO
TMSSLSTO
TMSSLSTU
TMSSLU
TSLABB
TSLPMN
TSLUBST
TVDSLOFF
TVSLP2
TVSLVOFF
TVSLVON
UBSLMN
UBSLMX
UBSLSTMN
VSLS
ZFLMSSL
ZKSLPOFF
ZKSLPON
ZKSLSOFML
ZKSLSONML
Variable
B_ATMTPL
B_BATNOT
B_BREMS
B_DSLFA
B_DSLRESET
B_DSLSET
B_DSLSP4
B_DSPE
B_DWG
B_ESLPE_C
B_ESLVE_C

Factor for correcting secondary air mass, cylinder bank 1

Factor for correcting secondary air mass, cylinder bank 2
Clearing threshold of the secondary air terminated
Air density correction of the secondary air mass
Engine speed correction of the secondary air mass
Minimum ratio factor psum_w/mlsu for switching on SLS
Maximum ratio factor psum_w/mlsu for switching on SLS
Air mass integral threshold for initiation of secondary air in exhaust
Air mass integral threshold for termination of secondary air in exhaust
Exhaust back-pressure corrections of the secondary air mass
Maximum engine-air mass for secondary air injection
Secondary air mass dependent on the battery voltage
System constant: twin battery design
System constant: number of ECUs
System constant: activation of the secondary air pump with twin-ECU, 0 = master, 1 =
slave, 2 = master & slave. Seperate
System constant for the number of secondary air pumps
System constant: activation of the secondary air valve with twin-ECU, 0 = master, 1 =
slave, 2 = master & slave. Seperate
System constant condition flag: secondary air/turbo wastegate present
System constant condition flag: stereo lambda control before catalytic converter
Upper air intake temperature threshold for secondary air system
Under air intake temperature threshold for secondary air system
Continuous secondary air injection for adaptation phase
Continuous short test secondary air diagnose for mass measurement
Minimum catalyst heating time for test requirement in secondary air diagnostics
Debounce time for terminating secondary air enrichment
Maximum time for secondary air enrichment during idle
Engine temperature threshold test requirement for secondary air diagnostics
Upper start temperature threshold for secondary air
Upper temperature threshold for secondary air at start
Lower temperature threshold for secondary air at start
Lower start temperature threshold for secondary air
Delay time for secondary air termination condition
Minimum duty cycle of the secondary air pump
Debounce time for secondary air on at start by UBSLSTMN
Time delay for closing secondary air valve for adaptation/short journey
Time delay for control of the no. 2 secondary air pump
Time delay on closing the secondary air valve
Time delay on opening the secondary air valve
Minimum voltage for secondary air on
Maximum voltage for secondary air on
Minimum voltage for secondary air on at start
Vehicle speed threshold for secondary air control on
Time constant: mixture part secondary air
Time constant: secondary air fan off/low flow
Time constant: secondary air fan on/run-up
Time constant: evacuation of the secondary air after valve shut
Time constant: introduction of secondary air after valve open
Description
Condition flag: dew point after catalyst exceeded (last journey)
Condition flag: battery emergency start with twin battery design
Condition flag: brake operated
Condition flag: secondary air system requirement for short test
Condition flag: reset secondary air adaptation/short test
Condition flag: set secondary air adaption/short test
Condition flag: secondary air system requirement for secondary air adaption/additional
diagnostics
Condition flag: diagnostic secondary air on
Condition flag: wastegate diagnostics
Condition flag: error secondary air pump (output stage) sent via CAN
Condition flag: error secondary air valve (output stage) sent via CAN
5

SLS 88.150 (Secondary Air Control)

B_FA
B_FASLA
B_FASLS
B_FS
B_KH
B_KHA
B_KHAB
B_KUPPL
B_LL
B_LMSSLOF
B_MASTERHW
B_MSLMN
B_MSLOFF
B_MSLON
B_NMOT
B_SLDSL4
B_SLKHOF
B_SLKT
B_SLP
B_SLP2
B_SLPANST
B_SLPENA
B_SLPMN
B_SLPOFF
B_SLPOFST
B_SLPT
B_SLP_C
B_SLS
B_SLSADAP
B_SLSDIS
B_SLSERR
B_SLSFZ
B_SLSINHI
B_SLSOAB
B_SLSOFF
B_SLST
B_SLS_C
B_SLV
B_SLVANST
B_ST
B_STEND
DFP_SLPE
DFP_SLS
DFP_SLS2
DFP SLVE
E_SLPE
E_SLVE
FLAMSL_W
FLAMSL2_W
FLMSSL
FMSAGD
FMSLA
FMSLA2
FMSLDYN
FMSLKOR
FMSLRHO
FMSLTM
FRHOKOR_W
FSLPDYN
IMLPR
IMLSLA_W
IMLSLE_W
MLBB_W

Condition flag: general functional requirement

Condition flag: external request to activate secondary air system
Condition flag: function requirement secondary air system
Condition flag: driving phase
Condition flag: catalyst heating
Condition flag: catalyst-heating requirement
Condition flag: catalyst-heating terminated
Condition flag: clutch actuated
Condition flag: idle
Condition flag: lambda-engine-set point-secondary air part, off
Condition flag: master-ECU in accordance coding pins (plausibility check)
Condition flag: insufficient secondary air mass
Condition flag: secondary air mass ausgerumt after secondary air phase
Condition flag: steady-state secondary air mass after start of the secondary air
Condition flag: engine speed > NMIN
Condition flag: enabling secondary air for diagnostics phase 4
Condition flag: switching off the secondary air pump via imlpr-threshold
Condition flag: enabling secondary air for short test
Condition flag: secondary air pump No. 1
Condition flag: secondary air pump No. 2
Condition flag: for evaluation of the output stage error in secondary air control function
Condition flag: switching on the secondary air pump
Condition flag: minimum operating time of the secondary air pump
Condition flag: secondary air pump switched off
Condition flag for setting flip-flop B_slpoff
Condition flag for secondary air pump, temporary intermediate size
Condition flag for secondary air pump, sent via CAN
Condition flag: secondary air active
Condition flag: secondary air mass adaptation
Condition flag for switching off the secondary air pump
Condition flag for blocking activation of the secondary air pump
Condition flag: secondary air system installed in the vehicle
Condition flag: blocked by setting bit B_sls
Condition flag: secondary air system without implementing the termination criterion
Condition flag: secondary air injection terminated after elimination of the secondary air
Condition flag: secondary air active, temporary intermediate size
Condition flag: secondary air active sent via CAN
Condition flag for secondary air valve
Condition flag for determining the output stage error in the secondary air control module
Condition flag: start
Condition flag: end of start conditions reached
Internal error path number: secondary air pump output stage
Internal error path number: secondary air system (cylinder bank 1)
Internal error path number: secondary air system (cylinder bank 2)
Internal error path number: secondary air valve output stage
Error flag: secondary air pump (output stage)
Error flag: secondary air valve (output stage)
Factor for lambda adjustment through secondary air (cylinder bank 1)
Factor for lambda adjustment through secondary air, (cylinder bank 2)
Factor lambda-engine-set point secondary air part
Exhaust gas back-pressure correction factor for the secondary air mass
Correction factor secondary air mass adaptive (cylinder bank 1)
Correction factor secondary air mass adaptive (cylinder bank 2)
Factor for dynamic specification of secondary air
Factor to correct the secondary air mass
Air density correction of the secondary air mass
Engine temperature correction of the secondary air mass
Factor to address the air density correction of the secondary air
Factor for dynamic specification of the secondary air pump
Relative air mass integral during catalyst heating
Air mass integral for introducing the secondary air
Air mass integral for end of secondary air in exhaust
Air mass flow filtered (word), cylinder bank 1
6

SLS 88.150 (Secondary Air Control)

MLBB2_W
ML_W
MSL
MSL2
MSL2_W
MSLKORR_W
MSLPUB_W
MSLSTAT
MSLSTAT_W
MSL_W
NMOT
PS_W
PU
RL
TANS
TMOT
TMST
TNST_W
UBSQF_W
VERHMSB_W
VERHMSB2_W
VFZG
Z_SLS
Z_SLS2

Air mass flow filtered (word), cylinder bank 2

Air mass flow filtered (word)
Secondary air mass flow (cylinder bank 1)
Secondary air mass (cylinder bank 2)
Secondary air mass (cylinder bank 2) 16-Bit value
Corrected secondary air mass flow with consideration of pump dynamics (bank 1)
Secondary air mass flow (battery voltage dependent) 16-Bit
Static secondary air mass flow
Static secondary air mass flow, 16-Bit
Secondary air mass flow 16-Bit value
Engine speed
Intake absolute pressure (word)
Ambient pressure
Relative air charge
Ambient air temperature
Engine temperature
Engine start temperature
Time after end of start
System voltage, converted into standard quantization and filtered
Number of the cylinder-specific mass flow distribution factor for cylinder bank 1
Number of the cylinder-specific mass flow distribution factor for cylinder bank 2
Vehicle speed
Cycle flag: secondary air-system (cylinder bank 1)
Cycle flag: secondary air-system (cylinder bank 2)

ZUE 282.130 (Fundamental Function Ignition)

See the funktionsrahmen for the following diagrams:
zue zue
zue dzwll
ZUE 282.130 Function Description
The ignition angle (zwgru) from the fundamental ignition angle calculation is corrected by the warm-up angle
(dzwwl) and the cylinder-specific knock control angle (dwkrz), and it follows that the basic ignition angle
(zwbas) is identical with the earliest possible ignition angle. This ignition angle now forms the route in to the
ignition engine torque implementation (MDZW), which provides the output ignition angle (zwsol). This ignition
angle is now limited to the earliest or latest possible ignition angle. The resulting ignition angle (zwist) is
corrected by the phase error which gives the output ignition angle (zwout).
For back-up protection of the ignition angles, the ones complement (i.e. inverse binary value) of zwout is
calculated which forms zwoutcpl. This then becomes the input variable of the function monitor.
The cylinder bank selective ignition angle adjustment is activated via the codeword CWDZWLL = 1.
The delta ignition angle (dzwll) corresponding to B_bankl2 is added to, or subtracted from zwsol.
ZUE 282.130 Application Notes
Three interfaces are provided for the application; the RAM cell vszw and the fixed value ZWAPPL ZW enable
adjustment of application tools. Engagement of the torque functions can be disabled using the codeword
CWMDAPP (bit 0), so that the applied ignition angle (zwbas) can be driven directly.
Parameter
CWZWBANK
FZIZWV
KFDZWLL
KLZWBSMN
TMZIZWV
VZIZWV
WPHN
ZWAPPL
Variable
B_BANK2
B_LL
B_LLREIN
B_NOZWE
B_SA
B_ZWAPPL
B_ZWKRA
CWDZWLL
DWKR
DZWBANK
DZWOB
DZWWL
DZWZK
MISOLZ_W
MIZSOL_W
NMOT
NSOL
REDIST
RL
SY_REDMX
SY_TDZW
SY TURBO
SY_WMAX
SY_WMIN
SY_ZIZWV
SZOUT_W
TMOT
VFZG

Description
Codeword for enabling cylinder-specific ignition angle offsets
Factor for torque correction via cylinder-specific ignition angle adjustment
Map for delta ignition angle during idle
Latest possible basic ignition angle
Engine temperature threshold for enabling cylinder-specific ignition angle adjustment
Vehicle speed threshold for disabling cylinder-specific ignition angle adjustment
Phase response
Application interface: ignition angle adjustment
Description
Condition flag for cylinder bank 2
Condition flag for idle
Condition flag for idle control active
Condition flag for no ignition angle intervention in the torque structure
Condition flag for overrun fuel cut-off
Condition flag for ignition angle application without torque intervention
Condition flag for ignition angle output during knock regulation
Codeword for delta ignition angle during idle active
Cylinder-specific ignition angle retardation during knock control
Cylinder bank-specific ignition angle offset
Delta ignition angle during overboost
Delta ignition angle during warm-up
Delta ignition angle during knock
Indexed resulting desired torque for ignition angle intervention
Indexed resulting desired torque for ignition angle intervention
Engine speed
Desired idle speed
Actual reduction stage
Relative cylinder charge
System constant: maximum reduction stage
System constant: additive ignition angle adaptation active
System constant: turbocharger
System constant: earliest outputtable ignition angle
System constant: latest outputtable ignition angle
Text must be provided by Mrs Sauer
Closing time output
Engine temperature
Vehicle speed

ZUE 282.130 (Fundamental Function Ignition)

VSTDZW
VSZW
WKRDY
WPHG
ZNACHANZ
ZWBAS
ZWDLLPRT
ZWGRU
ZWIST
ZWOUT
ZWOUTCPL
ZWOUTPRT
ZWSOL
ZWSPAE
ZWSTT
ZWZYL1
ZZYLZUE

Additive ignition angle adaption

Ignition angle correction adjusting system
Ignition angle retardation via dynamic knock regulation
Ignition angle speed sensor phase correction
Number of ignitions in overrun
Basic ignition angle
Ignition angle pointer with delta idle ignition angle
Fundamental ignition angle
Actual ignition angle
Ignition angle output
Ones complement of the ignition angles for function monitoring
Ignition angle pointer
Desired ignition angle for torque intervention
Latest ignition angle
Ignition angle during start
Ignition angle for cylinder 1
Dwell angle-cylinder counter for calculating ignitions

ZWGRU 23.110 (Fundamental Ignition Angle)

See the funktionsrahmen for the following diagrams:
zwgru-zwgru
zwgru-zw-nws Sub-function ZW_NWS: Provision for binary or continously variable camshaft control
zwgru-dzw-nws Sub-function DZW_NWS: Provision for binary or continously variable camshaft control
(delta-ignition angle)
ZWGRU 23.110 Function Description
The fundamental ignition angle is provided by the map KFZW. The sub-function ZW_NWS describes the
provision for any necessary camshaft timing (NWS). For binary camshaft control, the factor fnwue switches
seamlessly between the maps KFZW and KFZW2. In the case of continuously variable camshaft control
which depends on the camshaft overlap angle wnwue, an ignition angle correction DZWNWSUE added to
KFZW. The currently valid camshaft control version is defined by the system constant SY_NWS in the
software generation:
SY_NWS = 0: no camshaft control
SY_NWS = 1: binary camshaft control
SY_NWS = 2: continuously variable NWS
SY_NWS > 2: not defined.
The software is translated conditionally, i.e. only one variant is available in the EPROM. SY_NWS is not in
the EPROM and cannot be applied. The same additive ignition angle correction is performed as when
calculating the optimum ignition angle (see %MDBAS), i.e. exhaust gas recirculation and lambda
dependence are considered. The temperature dependence is considered in a separate function (%ZWWL).
The result is the ignition angle for cylinder bank 1 (zwref) which is also the reference for cylinder bank 2. For
cylinder bank 2, the ignition angle offset dzwb2 is added to the ignition angle.
ZWGRU 23.110 Application Notes
The maps KFZW and KFZW2 are applied when the engine is warm for the respective camshaft control
position, exhaust gas recirculation is inactive and lambda = 1. If the engine does not knock, the optimal
ignition angle is input. For engine knock, the knock limit is input.
Parameter
CNOKT
CWZWBANK
DZWNWSUE
KFDWSZ
KFDWSZ2
KFDZK
KFDZWKG
KFSWKFZK
KFZW
KFZW2
TMZIZWV
TSWKR
VZIZWV
Variable
B_KFZK
B_KRDWS
B_NOZWE
C_INI
DZWB2
DZWBANK
DZWKG
DZWOAG
DZWOL
DZWZK
FNWUE
LAMBAS
NMOT
NMOT W
RL_W
SY_NWS

Description
Codeword for lower octane fuel
Codeword for enabling cylinder-specific ignition angle offsets
Delta ignition angle depending on camshaft overlap angle
Delta ignition angle for cylinder bank 1-specific ignition advance; through camshaft control
Delta ignition angle for cylinder bank 2-specific ignition advance; through camshaft control
Delta ignition angle during knock
Ignition angle correction by moving the knock limit
Ignition angle retardation threshold for switching between ignition angle maps
Ignition angle map
Ignition angle map, variant 2
Engine temperature threshold for enabling cylinder-specific ignition angle adjustment
Time lag for summing ignition angle retardation queries
Vehicle speed threshold for disabling cylinder-specific ignition angle adjustment
Description
Condition flag for anti-knock map
Condition flag for knock control safety retardation
Condition flag for no ignition angle intervention on the engine torque structure
Condition flag for intialising ECU
Ignition angle offset for cylinder bank 2
Cylinder-bank specific ignition angle offset
Delta ignition angle for moving the knock limit
Exhaust gas recirculation rate-dependent ignition angle correction of the optimum ignition angle
Lambda-dependent ignition angle correction of the optimum ignition angle
Delta ignition angle during knock
Weighting factor for ignition angle overlap (inlet)
Basic lambda
Engine speed
Engine speed (Word)
Relative cylinder charge (Word)
System constant for camshaft control: none, binary (on/off) or continuously variable

ZWGRU 23.110 (Fundamental Ignition Angle)

SY_ZIZWV
TMOT
VFZG
WKRMA
WNWUE
ZWGRU
ZWNWS
ZZYLZUE

Text must be provided by Mrs Sauer

Engine temperature
Vehicle speed
Average of the ignition angle retardation during knock control, general (in limp mode with safety)
Camshaft overlap angle
Fundamental ignition angle
Fundamental ignition angle taking camshaft control into consideration
ECU cylinder counter for ignition calculation