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

2011-09-29T22:04:43Z

MattDanger:

See the ''funktionsrahmen'' for the following diagrams:

fuedk-fuedk FUEDK overview

fuedk-brlpssol BRLPSSOL: target intake manifold pressure

fuedk-umpspi UMPSPI: calculation of reference pressure upstream of the throttle

fuedk-bmldkns BMLDKNS: normalised target air mass flow at throttle

fuedk-bwdksgv BWDKSGV: target throttle angle

fuedk-filter FILTER: median-filter

fuedk-wdksugdt WDKSUGDT: difference of target throttle angle compared to 95% charge (turbocharged engine)

fuedk-wdksugds WDKSUGDS: difference of target throttle angle compared to 95% charge (normally-aspirated engine)

fuedk-wdksgv WDKSGV: throttle angle

fuedk-bde-wdksgv WDKSGV: petrol direct injection throttle angle

fuedk-wdkappl WDKAPPL: calibration interface

fuedk-nachlauf NACHLAUF: calculation of target throttle angle when SKl15 = off

fuedk-init INIT: initialization of function

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 x 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 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 x nmot = 0). A minimum air flow through the throttle is predetermined by the threshold KUMSRL x 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.

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 normally-aspirated 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 x mifafu_w] (0.95 x 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 driver’s 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 driver’s 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.

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.

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 = false: functionality as per %FUEDK 18.20

Bit 2 = false: functionality as per %FUEDK 21.50

Bit 4 = false: functionality as per %FUEDK 18.20

Bit 5 = false: functionality as per %FUEDK 18.20

Bit 6 = true: as per %FUEDK 18.20, when Bit 6 = false
® run time reduction

Bit 7 = true: for turbo: calculation from KLAF with
filtered actual intake manifold pressure

Bit 7 = 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 = 5°C

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.

FPWDKAPP

{| border="1"
|-
|
wped_w/%
|
1.5
|
6.25
|
11.0
|
15.63
|
23.43
|
31.25
|
39.0
|
46.87
|
54.69
|
62.5
|
70.3
|
78.13
|
82.86
|
85.94
|
89.84
|
93.75
|-
|
wdksv_w/%
|
1.7
|
7.1
|
11.16
|
15.25
|
20.0
|
31.0
|
39.0
|
47.0
|
55.0
|
62.0
|
70.0
|
78.0
|
82.0
|
86.0
|
90.0
|
99.9
|}
WDKSAPP 2%

TWDKSV:

{| border="1"
|-
|
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%

FMIUGDS: 0.95

Turbocharged engine only:

FUEPMLD

{| border="1"
|-
|
lditv w
|
3
|
6
|
10
|
20
|-
|
Value
|
0.999
|
0.8
|
0.2
|
0
|}
ZPVDKR

{| border="1"
|-
|
Sample points: psspu w
|
0.9
|
1.0
|
1.1
|
1.2
|
1.3
|
1.4
|-
|
Value/seconds
|
0
|
0
|
0
|
2
|
2
|
0
|}
DPUPS: ³ 250 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%
{| border="1"
|-
|
Parameter
|
Description
|-
|
CWFUEDK
|
Codeword FUEDK
|-
|
CWRLAPPL
|
Codeword default rlsol_w during application phase
|-
|
DPUPS
|
Pressure difference for changeover of reference pressure to the throttle
plate
|-
|
DRLSOLMF
|
Threshold delta rlsol for median filter
|-
|
DWDKUGD
|
Delta to unrestricted throttle angle (tolerance)
|-
|
EVTMODMNDK
|
No minimum temperature for the offset is added to throttle plate
characteristic at engine speed = 0
|-
|
FMIUGDS
|
Factor maximum torque for unrestricted operation
|-
|
FPWDKAPP
|
Throttle plate characteristic dependent von throttle pedal only for the
applications phase
|-
|
FUEPMLD
|
Factor for smooth transition of averge pressure (reference pressure) for
turbo
|-
|
KFWDKMSN
|
Map for target throttle plate angle
|-
|
KFWDKSMX
|
Maximum target throttle plate angle
|-
|
KLAF
|
Air discharge characteristic
|-
|
KLDPDK
|
Characteristic for pressure drop across throttle plate
|-
|
KUMSRL
|
Conversion constant for mass flow in relative air charge
|-
|
MRFABUMX
|
Maximum driver-target threshold for linear pedal travel in the unrestricted
throttle range
|-
|
MRFARUGDN
|
Reset
threshold for linear pedal travel in the unrestricted throttle range
|-
|
NMOTCVWDK
|
Maximum speed that is still allowed at the throttle plate angle specified
by the tester
|-
|
NRLMN
|
Minimum speed for calculating umsrln
|-
|
NRLMNLLR
|
Minimum speed for calculating umsrln during idle
|-
|
PLSOLAP
|
Application value for target boost pressure
|-
|
PSPVDKUG
|
Ratio pspvdk unrestricted
|-
|
SNM12FEUB
|
Sample point distribution for WDKSMX, WDKUGDN
|-
|
SY_AGR
|
System constant: exhaust gas recirculation present
|-
|
SY_BDE
|
System constant: Petrol Direct Injection
|-
|
SY_CVT
|
System constant: CVT-transmission present
|-
|
SY RLAPP
|
rlsol-control in applications phase possible
|-
|
SY_TURBO
|
System constant: Turbocharger
|-
|
SY_TWDKS
|
System constant: Default target throttle angle adjustment via the tester
possible
|-
|
SY_UBR
|
System constant: Voltage after main relay ubr exists
|-
|
SY_VS
|
System constant: camshaft control: none, binary (on/off)
|-
|
TFWDKSOF
|
Time for target throttle plate filtering
|-
|
TWDKSV
|
Time constant for target throttle plate angle filtering
|-
|
VPSSPLSWDK
|
Pressure ratio to enable the throttle crossover when throttle angle > unfiltered
throttle angle threshold
|-
|
WDKSAPP
|
Target throttle plate angle for application purposes
|-
|
WDKSHYS
|
Throttle plate hysteresis threshold for activating/deactivating crossover
|-
|
WDKSOFS
|
Offset applied to target throttle angle at low temperature
|-
|
ZKPSFIL
|
Time constant for filtering intake manifold pressure for KLAF calculation
in FUEDK
|-
|
ZPVDKR
|
Time constant for pvdkr-filtering
|-
|
Variable
|
Description
|-
|
B_CWDK
|
Actuator test DCPIDCM
|-
|
B_DWDKSUS
|
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
|-
|
PSRLFUE_W
|
Conversion pressure from cylinder charge (for FUEDK)
|-
|
PSSOL_W
|
Target intake manifold pressure
|-
|
PSSPVDKB_W
|
Ratio of target intake manifold pressure to pressure at the throttle
plate, restricted
|-
|
PSSPVDK_W
|
Ratio of target intake manifold pressure to pressure at the throttle
plate
|-
|
PS W
|
Absolute intake manifold pressure (word)
|-
|
PU_W
|
Ambient pressure
|-
|
PVDKR_W
|
Reference pressure at the throttle plate
|-
|
PVDK_W
|
Pressure at the throttle plate 16-Bit
|-
|
RFAGR_W
|
Relative cylinder charge, exhaust gas recirculation (word)
|-
|
RFRS_W
|
Target relative cylinder charge (inert gas + air) from internal and
external exhaust gas recirculation
|-
|
RFR_W
|
Relative cylinder charge (inert gas + air) über
internal and external exhaust gas recirculation
|-
|
RLFGKS_W
|
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
|}

[[Category:ME7]]

ATR 1.60 (Exhaust Gas Temperature Control)

2011-09-29T22:04:39Z

MattDanger:

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:

{| border="1"
|-
|
Bit No.
|
7
|
6
|
5
|
4
|
3
|
2
|
1
|
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 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:%)

{| border="1"
|-
|
|
2000
|
3000
|
4000
|
5000
|
6000
|-
|
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) = 1000°C
- 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) = 1000°C
- 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:

{| border="1"
|-
|
Engine
speed/rpm
|
2000
|
3000
|
4000
|
5000
|
6000
|-
|
DLATRNL
|
-0.10
|
-0.13
|
-0.17
|
-0.20
|
-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

{| border="1"
|-
|
Parameter
|
Description
|-
|
ATRI
|
Gain factor (integral component), exhaust gas temperature control
|-
|
ATRP
|
Gain factor (proportional component), exhaust gas temperature control
|-
|
CATR
|
Configuration byte, exhaust gas temperature control
|-
|
DLATRMN
|
Lower limit for exhaust gas
temperature control
|-
|
DLATRNLN
|
Delta lambda in limp mode, exhaust gas temperature control
|-
|
KFRLATR
|
Minimum load for exhaust gas temperature control
|-
|
LATRO
|
Desired lambda upper limit, exhaust gas temperature control
|-
|
SY_STERVK
|
System constant condition flag for stereo pre-cat
|-
|
TABGSS
|
Exhaust gas temperature threshold for exhaust gas temperature control
|-
|
TABGSS2
|
Exhaust gas temperature threshold, exhaust gas temperature control, bank
2
|-
|
Variable
|
Description
|-
|
B_ATR
|
Condition flag for exhaust gas temperature control
|-
|
B_ATR2
|
Condition flag for exhaust gas temperature control, cylinder bank 2
|-
|
B_ATRB
|
Condition flag for valid operating range, exhaust gas temperature control
|-
|
B_ATRNL
|
Condition flag for limp mode in exhaust gas temperature control
|-
|
B ATRSP
|
Condition flag for exhaust gas temperature control disabled
|-
|
B_ATRSP2
|
Condition flag for exhaust gas temperature control disabled, cylinder
bank 2
|-
|
B_ATSB
|
Condition flag for exhaust gas temperature sensor ready
|-
|
B_BEVAB
|
Condition flag for fuel injector cut-off in cylinder bank 1
|-
|
B_BEVAB2
|
Condition flag for fuel injector cut-off in cylinder bank 2
|-
|
B_LALGF
|
Condition flag for "lambda rich" limit active
|-
|
B_LALGF2
|
Condition flag for "lambda rich" limit active
|-
|
B STEND
|
Condition flag for end of start conditions reached
|-
|
DLAMATR2_W
|
Delta lambda for exhaust gas temperature control, cylinder bank 2
|-
|
DLAMATR_W
|
Delta lambda for exhaust gas temperature control
|-
|
DLATR2_W
|
Delta lambda for exhaust gas temperature control, cylinder bank 2
|-
|
DLATRI2_W
|
Integral component, exhaust gas temperature PI control, cylinder bank 2
|-
|
DLATRI_W
|
Integral component, exhaust gas temperature PI control
|-
|
DLATRNL_W
|
Delta lambda in limp mode, exhaust gas temperature control
|-
|
DLATRP2_W
|
Proportional component, exhaust gas temperature PI control, cylinder bank
2
|-
|
DLATRP W
|
Proportional component, exhaust gas temperature PI control
|-
|
DLATR_W
|
Delta lambda, exhaust gas temperature control
|-
|
E_ATRD
|
Error flag: cylinder bank difference, exhaust gas temperature control
|-
|
E_ATRD2
|
Error flag: cylinder bank difference, exhaust gas temperature control bank
2
|-
|
E_ATS
|
Error flag: exhaust gas temperature sensor
|-
|
E_ATS2
|
Error flag: exhaust gas temperature sensor, cylinder bank 2
|-
|
LAMVOA2_W
|
Lambda pilot control without additive parts, cylinder bank 2
|-
|
LAMVOA_W
|
Lambda pilot control without additive parts
|-
|
NMOT
|
Engine speed
|-
|
RL
|
Relative cylinder charge
|-
|
RLATR
|
Load threshold for exhaust gas temperature control
|-
|
TABG2_W
|
Exhaust gas temperature, cylinder bank 2
|-
|
TABG_W
|
Exhaust gas temperature
|-
|
TANS
|
Intake air temperature
|}

[[Category:ME7]]

ATM 33.50 (Exhaust Gas Temperature Model)

2011-09-29T22:04:30Z

MattDanger:

Refer to the ''funktionsrahmen'' for the following diagrams:

atm-main

atm-atm-b1 Exhaust gas temperature model (cylinder
bank 1) overview

atm-tmp-stat 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 800°C 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 warming 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 = 90°C.

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)

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 switch-off 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 60°C 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 end-times 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 x 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 converter-

1. 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.

- 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 100°C.

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 maximum value of 65,535
(i.e. 216-1). 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

{| border="1"
|-
|
|
800
|
1200
|
1800
|
2400
|
3000
|
4000
|
5000
|
6000
|-
|
15
|
380
|
400
|
420
|
450
|
480
|
520
|
550
|
580
|-
|
22
|
400
|
420
|
450
|
480
|
520
|
550
|
580
|
610
|-
|
30
|
420
|
450
|
480
|
520
|
550
|
580
|
610
|
650
|-
|
50
|
450
|
480
|
520
|
550
|
580
|
610
|
650
|
700
|-
|
70
|
470
|
520
|
550
|
580
|
610
|
660
|
700
|
750
|-
|
100
|
490
|
550
|
580
|
610
|
650
|
700
|
750
|
790
|-
|
120
|
510
|
560
|
610
|
650
|
700
|
750
|
790
|
840
|-
|
140
|
530
|
580
|
650
|
700
|
750
|
790
|
840
|
900
|}
KFATMZW: x: temperature/°C, y: ml_w/kg/hr, z: etazwimt

{| border="1"
|-
|
|
20
|
40
|
80
|
150
|
250
|
400
|-
|
1.00
|
0.0
|
0.0
|
0.0
|
0.0
|
0.0
|
0.0
|-
|
0.95
|
15
|
40
|
50
|
60
|
70
|
75
|-
|
0.90
|
15
|
60
|
80
|
100
|
125
|
140
|-
|
0.80
|
20
|
80
|
120
|
150
|
180
|
200
|-
|
0.70
|
25
|
100
|
150
|
190
|
210
|
220
|-
|
0.60
|
30
|
115
|
175
|
210
|
230
|
245
|}
KFATMLA:
x: temperature/°C, y: ml_w/kg/hr, z: lamsbg_w

{| border="1"
|-
|
|
20
|
40
|
80
|
150
|
250
|
400
|-
|
1.15
|
5
|
10
|
30
|
50
|
60
|
70
|-
|
1.00
|
0.0
|
0.0
|
0.0
|
0.0
|
0.0
|
0.0
|-
|
0.95
|
5
|
10
|
20
|
30
|
40
|
45
|-
|
0.90
|
15
|
25
|
40
|
50
|
60
|
75
|-
|
0.80
|
30
|
40
|
60
|
70
|
85
|
100
|-
|
0.70
|
40
|
60
|
80
|
90
|
100
|
120
|}
KFWMABG: x: energy/kJ, y: tabgmst/°C, z:
tmst/°C

{| border="1"
|-
|
|
-40
|
0
|
15
|
25
|
30
|
55
|
60
|-
|
-40
|
200
|
160
|
150
|
140
|
100
|
60
|
30
|-
|
0
|
180
|
150
|
120
|
110
|
80
|
50
|
20
|-
|
15
|
160
|
140
|
60
|
55
|
30
|
40
|
0.45
|-
|
25
|
140
|
120
|
30
|
30
|
15
|
10
|
0.45
|-
|
60
|
120
|
30
|
20
|
15
|
10
|
5
|
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 ;

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: 52°C

TKATMOE: 0°C

TATMSAE: 0°C

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: 0°C

KFATMABKA: x: tatu/°C, y: tabstatm_w/seconds, z: no units

{| border="1"
|-
|
|
10
|
50
|
180
|
360
|
600
|
1000
|-
|
-40
|
0.95
|
0.70
|
0.50
|
0.30
|
0.15
|
0.00
|-
|
-15
|
0.95
|
0.70
|
0.50
|
0.30
|
0.15
|
0.00
|-
|
0
|
0.95
|
0.70
|
0.50
|
0.30
|
0.15
|
0.00
|-
|
15
|
0.95
|
0.70
|
0.50
|
0.30
|
0.15
|
0.00
|-
|
40
|
0.95
|
0.70
|
0.50
|
0.30
|
0.15
|
0.00
|}
KFATMABKK:
x: tatu/°C, y: tabstatm_w [s], z: no units

{| border="1"
|-
|
|
10
|
50
|
180
|
360
|
600
|
1000
|-
|
-40
|
0.90
|
0.60
|
0.40
|
0.25
|
0.15
|
0.00
|-
|
-15
|
0.90
|
0.60
|
0.40
|
0.25
|
0.15
|
0.00
|-
|
0
|
0.90
|
0.60
|
0.40
|
0.25
|
0.15
|
0.00
|-
|
15
|
0.90
|
0.60
|
0.40
|
0.25
|
0.15
|
0.00
|-
|
40
|
0.90
|
0.60
|
0.40
|
0.25
|
0.15
|
0.00
|}

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

TATMSA: 100°C

TATMKH: 80°C

TATMTRKH: 200°C

TATMKW: 100°C

TATMTMOT: 90°C

TATMSTI: 20°C

TASTBFA: 40°C

TKSTBFA:
40°C

TATMWMK:
-80°C

WMABGKH:
Factor of 1.0

WMKATKH
Factor of 1.0

FWMABGW
Factor of 0.25

FWMKATW
Factor of 0.25

DTUMTAT:
20°C

VTUMTAT: 40 km/h

NTUMTAT: 1800 rpm

IMTUMTAT: 1 kg

TUMTAIT: 20°C

TNLATMTM: 80°C

TNLATMTU: 5°C

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

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 = 1220°C.

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 = 1220°C.

In DKATSP areas TMINKATS and TMAXKATS, a high accuracy is required for tikatm!

{| border="1"
|-
|
Parameter
|
Description
|-
|
ATMTAKR
|
Correction
for the manifold temperature
|-
|
ATMTANS
|
Temperature
correction for the exhaust gas temperature model
|-
|
DTUMTAT
|
Offset:
intake air temperature ® ambient temperature
|-
|
FATMRML
|
Factor
for the difference between exhaust gas & exhaust pipe wall temperature
|-
|
FATMRML2
|
Factor
for the difference between exhaust gas & exhaust pipe wall temperature, cylinder
bank 2
|-
|
FATRKRML
|
Factor
for the difference between exhaust gas & wall temperature in the manifold
|-
|
FATRKRML2
|
Factor
for the difference between exhaust gas & wall temperature in the manifold,
cylinder bank 2
|-
|
FWMABGW
|
Factor
for heat quantity during repeated starts for pre-cat exhaust gas dew points
|-
|
FWMABGW2
|
Factor
for heat quantity during repeated starts for pre-cat exhaust gas dew points,
cylinder bank 2
|-
|
FWMKATW
|
Factor
for heat quantities during repeated starts for dew points after main catalyst
|-
|
FWMKATW2
|
Factor
for heat quantities during repeated starts for dew points after main catalyst,
cylinder bank 2
|-
|
IMTUMTAT
|
Integration
threshold air mass for determining ambient temperature from TANS
|-
|
KATMEXML
|
Exothermic
reaction temperature in catalyst, tkatm
|-
|
KATMEXML2
|
Exothermic
reaction temperature in catalyst, cylinder bank 2
|-
|
KATMIEXML
|
Exothermic
reaction temperature in catalyst, tikatm
|-
|
KATMIEXML2
|
Exothermic
reaction temperature in catalyst, tikatm, cylinder bank 2
|-
|
KFATLAK
|
Map for
lambda correction for manifold exhaust gas temperature
|-
|
KFATLAK2
|
Map for
lambda correction for manifold exhaust gas temperature, cylinder bank 2
|-
|
KFATMABKA
|
Factor
for exhaust gas temperature decrease as a function of stop time and ambient
temperature
|-
|
KFATMABKA2
|
Factor
for exhaust gas temperature decrease as a function of stop time and ambient
temperature, cylinder bank 2
|-
|
KFATMABKK
|
Factor
for reducing the catalyst temperature as a function of stop time and ambient
temperature
|-
|
KFATMABKK2
|
Factor
for reducing the catalyst temperature as a function of stop time and ambient
temperature, cylinder bank 2
|-
|
KFATMKR
|
Map for
steady-state manifold exhaust gas temperature as a function of engine speed
and relative cylinder charge
|-
|
KFATMKR2
|
Map for
steady-state manifold exhaust gas temperature, cylinder bank 2
|-
|
KFATMLA
|
Map for
exhaust gas temperature correction as a function of lambda
|-
|
KFATMLA2
|
Map for
exhaust gas temperature correction as a function of lambda, cylinder bank 2
|-
|
KFATMZW
|
Map for
exhaust gas temperature correction as a function of igntion angle correction
|-
|
KFATMZW2
|
Map for
exhaust gas temperature correction as a function of ignition angle, cylinder
bank 2
|-
|
KFATZWK
|
Map for
ignition angle correction for manifold gas temperature
|-
|
KFATZWK2
|
Map for
ignition angle correction for manifold gas temperature, cylinder bank 2
|-
|
KFTATM
|
Map for
exhaust gas temperature as a function of engine speed and relative cylinder
charge
|-
|
KFTATM2
|
Map for
exhaust gas temperature as a function of engine speed and relative cylinder
charge for cylinder bank 2
|-
|
KFWMABG
|
Map for
heat quantity threshold exhaust gas dew points
|-
|
KFWMABG2
|
Map for
heat quantity threshold exhaust gas dew points, cylinder bank 2
|-
|
KFWMKAT
|
Map for
heat quantity threshold dew points after catalyst
|-
|
KFWMKAT2
|
Map for
heat quantity threshold dew points after catalyst, cylinder bank 2
|-
|
KLATMILAE
|
Exothermic
temperature decrease through enrichment, tikatm
|-
|
KLATMILAE2
|
Exothermic
temperature decrease through enrichment, tikatm, Bank 2
|-
|
KLATMIZWE
|
Exothermic
temperature decrease in catalyst at later ignition angles, tikatm
|-
|
KLATMIZWE2
|
Exothermic
temperature decrease in catalyst at later ignition angles, tikatm, Bank 2
|-
|
KLATMLAE
|
Exothermic
temperature decrease through enrichment
|-
|
KLATMLAE2
|
Exothermic
temperature decrease through enrichment, cylinder bank 2
|-
|
KLATMZWE
|
Exothermic
temperature decrease in catalyst at later ignition angles, tkatm
|-
|
KLATMZWE2
|
Exothermic
temperature decrease in catalyst at later ignition angles, cylinder bank 2
|-
|
NTUMTAT
|
Speed
threshold for determining ambient temperature from TANS
|-
|
SEZ06TMUB
|
Sample
point distribution, ignition angle efficiency
|-
|
SLX06TMUW
|
Sample
point distribution, desired lambda
|-
|
SLY06TMUW
|
Sample
point distribution, desired lambda, cylinder bank 2
|-
|
SML06TMUW
|
Sample
point distribution, air mass, 6 sample points
|-
|
SML07TMUW
|
Sample
point distribution, air mass, 7 sample points
|-
|
SMT06TMUW
|
Sample
point distribution, air mass, 6 sample points
|-
|
ST107TMUB
|
Sample
point distribution, start temperature at front probe
|-
|
ST207TMUB
|
Sample
point distribution, start temperature at front probe, cylinder bank 2
|-
|
ST307TMUB
|
Sample point
distribution, start temperature at rear probe
|-
|
ST407TMUB
|
Sample
point distribution, start temperature at rear probe, cylinder bank 2
|-
|
STM05TMUB
|
Sample
point distribution, engine start temperature
|-
|
STS06TMUW
|
Sample
point distribution, exhaust gas mass flow
|-
|
STU05TMUB
|
Sample
point distribution, simulated ambient temperature
|-
|
SY_STERVK
|
System
constant condition: stereo before catalyst
|-
|
SY_TURBO
|
System
constant: turbocharger
|-
|
TABGMEX
|
Exhaust
gas temperature below the catalyst switch-off temperature
|-
|
TASTBFA
|
Model temperature
before pre-cat initial value via B_faatm requirement
|-
|
TATMKH
|
Exhaust
gas temperature correction via catalyst heating active
|-
|
TATMKH2
|
Exhaust
gas temperature correction via catalyst heating active, cylinder bank 2
|-
|
TATMKRSA
|
Exhaust
gas temperature correction in manifold via boost switch-off
|-
|
TATMKW
|
Exhaust
gas temperature correction with catalyst warming active
|-
|
TATMSA
|
Exhaust
gas temperature correction via boost cut-off
|-
|
TATMSAE
|
Exothermic
temperature increase in boost
|-
|
TATMSAE2
|
Exothermic
temperature increase in boost, cylinder bank 2
|-
|
TATMSTI
|
Initial
value for tabgm, tkatm intial value through power fail
|-
|
TATMTMOT
|
Engine temperature
warmer Motor, for temperature correction during cold start conditions
|-
|
TATMTP
|
Exhaust
gas dew point temperature
|-
|
TATMTRKH
|
Exhaust
gas temperature correction via thermal reaction catalyst heating
|-
|
TATMTRKH2
|
Exhaust
gas temperature correction via thermal reaction catalyst heating, cylinder bank
2
|-
|
TATMWMK
|
Temperature
offset for calculating heat quantities
|-
|
TIKATMOE
|
Temperature
correction in catalyst without exothermic reaction, tikatm
|-
|
TKATMOE
|
Temperature
correction near catalyst without exothermic reaction, tkatm
|-
|
TKSTBFA
|
Model temperature
post-cat initial value via B_faatm requirement
|-
|
TNLATM
|
Minimum
ECU delay time for exhaust gas temperature model – Abstellzeit
|-
|
TNLATMTM
|
When
tmot > threshold ECU delay requirement B_nlatm = 1
|-
|
TNLATMTU
|
When
tumg (tatu – ATM) > threshold ECU delay requirement
|-
|
TUMTAIT
|
Initialising
value for ambient temperature from TANS
|-
|
VTUMTAT
|
Vehicle
speed threshold for TANS ® ambient temperature
|-
|
WMABGKH
|
Factor
for heat quantity correction via catalyst heating for dew points
|-
|
WMABGKH2
|
Factor
for heat quantity correction via catalyst heating for dew points, cylinder bank
2
|-
|
WMKATKH
|
Factor
for heat quantity correction via catalyst heating for dew points after
catalyst
|-
|
WMKATKH2
|
Factor
for heat quantity correction via catalyst heating for dew points after
catalyst, cylinder bank 2
|-
|
ZATAKRML
|
Time
constant for exhaust gas temperature model (manifold)
|-
|
ZATAKRML2
|
Time
constant for exhaust gas temperature model (manifold), cylinder bank 2
|-
|
ZATMAML
|
Time
constant for exhaust gas temperature model
|-
|
ZATMAML2
|
Time
constant for exhaust gas temperature model, cylinder bank 2
|-
|
ZATMIKKML
|
Time
constant for catalyst temperature model – Temperature in catalyst tikatm during
cooling
|-
|
ZATMIKKML2
|
Time
constant for catalyst temperature model – Temperature in catalyst tikatm
during cooling, bank 2
|-
|
ZATMIKML
|
Time
constant for catalyst temperature model – Temperature in catalyst, tikatm
|-
|
ZATMIKML2
|
Time
constant for catalyst temperature model – Temperature in catalyst, cylinder bank
2
|-
|
ZATMKKML
|
Time
constant for catalyst temperature model – catalyst temperature tkatm during
cooling
|-
|
ZATMKKML2
|
Time
constant for catalyst temperature model – catalyst temperature tkatm during
cooling, bank 2
|-
|
ZATMKML
|
Time
constant for catalyst temperature model – catalyst temperature tkatm
|-
|
ZATMKML2
|
Time
constant for catalyst temperature model – catalyst temperature, cylinder bank
2
|-
|
ZATMRML
|
Time
constant for exhaust gas temperature model – exhaust pipe wall temperature
|-
|
ZATMRML2
|
Time
constant for exhaust gas temperature model – exhaust pipe wall temperature Bank
2
|-
|
ZATRKRML
|
Time
constant for exhaust gas temperature model – manifold wall temperature
|-
|
ZATRKRML2
|
Time
constant for exhaust gas temperature model – manifold wall temperature, cylinder
bank 2
|-
|
Variable
|
Description
|-
|
B_ATMLL
|
Condition
for time constant during cooling at idle
|-
|
B_ATMLL2
|
Condition
for time constant during cooling at idle
|-
|
B_ATMST
|
Condition
for tabgmst, tkatmst initial value calculation
|-
|
B_ATMST2
|
Condition
for tabgmst, tkatmst calculation, cylinder bank 2
|-
|
B_ATMTPA
|
Condition:
dew point before catalyst exceeded
|-
|
B_ATMTPA2
|
Condition:
dew point 2 before catalyst exceeded
|-
|
B_ATMTPF
|
Condition:
dew point before catalyst exceeded (last trip)
|-
|
B_ATMTPF2
|
Condition:
dew point before catalyst exceeded (last trip) cylinder bank 2
|-
|
B_ATMTPK
|
Condition:
dew point after catalyst exceeded
|-
|
B_ATMTPK2
|
Condition:
dew point 2 after catalyst exceeded
|-
|
B_ATMTPL
|
Condition: dew point after catalyst exceeded (last trip)
|-
|
B_ATMTPL2
|
Condition: dew point after catalyst exceeded (last trip) cylinder bank 2
|-
|
B_FAATM
|
Condition: functional requirements for dew
point end times
|-
|
B_KH
|
Condition: catalyst heating
|-
|
B_KW
|
Condition: catalyst warming
|-
|
B_LL
|
Condition: idle
|-
|
B_NACHL
|
Condition: ECU delay
|-
|
B_NACHLEND
|
Condition: ECU delay ended
|-
|
B_NLATM
|
Condition: ECU delay exhaust gas temperature
model probe protection
|-
|
B_PWF
|
Condition: Power fail
|-
|
B_SA
|
Condition: Overrun cut-off
|-
|
B_ST
|
Condition: Start
|-
|
B_STEND
|
Condition: End of start conditions achieved
|-
|
B_STNDNL
|
Condition: Beginning of ECU delay or end of
start conditions (1 ® 0)
|-
|
B_TFU
|
Condition: Ambient temperature sensor
available
|-
|
B_TRKH
|
Condition: Catalyst heating, thermal reaction
effective
|-
|
B_UHRRMIN
|
Condition: timer with a relative number of
minutes
|-
|
B_UHRRSEC
|
Condition: timer with a relative number of
minutes
|-
|
DFP_TA
|
ECU internal error path number: intake air
temperature TANS (charge air)
|-
|
DFP_TUM
|
ECU Internal error path number: ambient
temperature
|-
|
ETAZWIMT
|
Actual ignition angle efficiency average for exhaust
gas temperature model (200 ms)
|-
|
ETAZWIST
|
Actual ignition angle efficiency
|-
|
E_TA
|
Error flag: TANS
|-
|
E_TUM
|
Error flag: ambient temperature tumg
|-
|
IMLATM
|
Integral of air mass flows from engine start
bis Max.wert
|-
|
IMLATM_W
|
Integral of air mass flows from end of start
conditions up to the maximum value, (Word)
|-
|
IWMATM2_W
|
Heat quantity for Condensation - dew points
exhaust gas/catalyst (word), cylinder bank 2
|-
|
IWMATM_W
|
Heat quantity for Condensation - dew points
exhaust gas/catalyst (word)
|-
|
LAMSBG2_W
|
Desired lambda limit (word), cylinder bank 2
|-
|
LAMSBG_W
|
Desired lambda limit (word)
|-
|
ML_W
|
Filtered air mass flow (word)
|-
|
NMOT
|
Engine speed
|-
|
RL
|
Relative cylinder charge
|-
|
TABGKRM2_W
|
Exhaust gas temperature in manifold from the
model, cylinder bank 2
|-
|
TABGKRM_W
|
Exhaust gas temperature in manifold from the
model
|-
|
TABGM
|
Exhaust gas temperature before catalyst from
the model
|-
|
TABGM2
|
Exhaust gas temperature before catalyst from
the model, cylinder bank 2
|-
|
TABGM2_W
|
Exhaust gas temperature before catalyst from
the model (word) cylinder bank 2
|-
|
TABGMAB
|
Exhaust gas temperature during engine
switch-off
|-
|
TABGMAB2
|
Exhaust gas temperature during engine
switch-off (model) cylinder bank 2
|-
|
TABGMST
|
Exhaust gas temperature at engine start
|-
|
TABGMST2
|
Exhaust gas temperature at engine start,
cylinder bank 2
|-
|
TABGM_W
|
Exhaust gas temperature before catalyst from
the model (word)
|-
|
TABSTATM_W
|
Stop time in ECU delay for exhaust gas
temperature model
|-
|
TABSTMX_W
|
Stop time maximum query for exhaust gas
temperature model
|-
|
TABST_W
|
Stop time
|-
|
TAKRKF
|
Steady-state manifold exhaust gas temperature without
correction
|-
|
TAKRKF2
|
Steady-state manifold exhaust gas temperature
without correction, cylinder bank 2
|-
|
TAKRSTC
|
Steady-state exhaust gas temperature in
manifold in °C
|-
|
TAKRSTC2
|
Steady-state exhaust gas temperature in
manifold, cylinder bank 2
|-
|
TANS
|
Intake air temperature
|-
|
TATAKRML
|
Output from PT1 element: exhaust gas
temperature influence on tabgkrm
|-
|
TATAKRML2
|
Output from PT1 element: exhaust gas
temperature influence on tabgkrm, cylinder bank 2
|-
|
TATMAML
|
Output from PT1 element: exhaust gas
temperature influence on tabgm
|-
|
TATMAML2
|
Output from PT1 element: exhaust gas
temperature influence on tabgm, cylinder bank 2
|-
|
TATMKF
|
Exhaust gas temperature before catalyst from map
KFTATM
|-
|
TATMKF2
|
Exhaust gas temperature before catalyst from map
KFTATM, cylinder bank 2
|-
|
TATMRML
|
Output from PT1 element: exhaust pipe wall
temperature effect from tabgm
|-
|
TATMRML2
|
Output from PT1 element: exhaust pipe wall
temperature effect from tabgm, cylinder bank 2
|-
|
TATMSTA
|
Exhaust gas temperature before catalyst from
the steady-state model
|-
|
TATMSTA2
|
Exhaust gas temperature before catalyst from
the steady-state model, cylinder bank 2
|-
|
TATRKRML
|
Output from PT1 element: exhaust pipe wall
temperature effect from tabgkrm
|-
|
TATRKRML2
|
Output from PT1 element: exhaust pipe wall
temperature effect from tabgkrm, cylinder bank 2
|-
|
TATU
|
Intake air temperature or ambient temperature
|-
|
TEXOIKM2_W
|
Exotherme temperature increase in catalyst for
tikatm, cylinder bank 2
|-
|
TEXOIKM_W
|
Exotherme temperature increase in catalyst for
tikatm
|-
|
TEXOM2_W
|
Exotherme temperature increase in catalyst for
tkatm2, cylinder bank 2
|-
|
TEXOM_W
|
Exotherme temperature increase in catalyst for
tkatm
|-
|
TIKATM
|
Exhaust gas temperature in catalyst from the
model
|-
|
TIKATM2
|
Exhaust gas temperature in catalyst from the
model, cylinder bank 2
|-
|
TIKATM2_W
|
Exhaust gas temperature in catalyst from the
model, cylinder bank 2
|-
|
TIKATM W
|
Exhaust gas temperature in catalyst from the
model
|-
|
TKATM
|
Catalyst temperature from the model
|-
|
TKATM2
|
Catalyst temperature from the model, cylinder
bank 2
|-
|
TKATM2_W
|
Catalyst temperature from the model (word),
cylinder bank 2
|-
|
TKATMAB
|
Exhaust gas temperature after catalyst through
engine switch-off (model)
|-
|
TKATMAB2
|
Exhaust gas temperature after catalyst through
engine switch-off (model), cylinder bank 2
|-
|
TKATMST
|
Catalyst temperature model initial value as a
function of switch-off value, switch-off time
|-
|
TKATMST2
|
Catalyst temperature model initial value as a
function of switch-off value, switch-off time, bank 2
|-
|
TKATM_W
|
Catalyst temperature from the model (word)
|-
|
TMOT
|
Engine temperature
|-
|
TMST
|
Engine start temperature
|-
|
TUMG
|
Ambient
temperature
|-
|
VFZG
|
Vehicle
speed
|-
|
ZWMATM
|
Counter
for repeated starts and factor for heat quantity threshold
|-
|
ZWMATM2
|
Counter
for repeated starts and factor for heat quantity threshold, cylinder bank 2
|-
|
ZWMATMF
|
Counter
for repeated starts and factor for heat quantity threshold upstream
|-
|
ZWMATMF2
|
Counter
for repeated starts and factor for heat quantity threshold upstream, cylinder
bank 2
|}

[[Category:ME7]]

Funktionsrahmen

2011-09-29T22:04:11Z

MattDanger:

Main Page

2011-09-29T22:03:06Z

MattDanger: /* Motronic 7 (ME7.x) Breakdown */

=NefMoto Wiki - Welcome!=
The NefMoto site is a collective body of VW/Audi ME7 ECU tuning information.

==Overview==
*[[Getting Started]]

==Flashing==
*[[NefMoto ECU Flashing Software]] - Free, fast and reliable ECU flashing
*[[ECU Bench Flashing]]
*[[Galletto 1260 Flashing Cable]] - Recover a failed flash in [[ECU Boot Mode|boot mode]]

==Motronic 7 (ME7.x) Breakdown==
*[http://s4wiki.com/wiki/Tuning S4Wiki.org Tuning guide] <- A must read!
*[[Funktionsrahmen|Bosch ME7.x Funktionsrahmen]] Manually translated modules
**[[ATM 33.50 (Exhaust Gas Temperature Model)]]
**[[ATR 1.60 (Exhaust Gas Temperature Control)]]
**[[FUEDK 21.90 (Cylinder Charge Control, Calculating Target Throttle Angle)]]
**[[GGHFM 57.60 (MAF Meter System Pulsations)]]
**[[MDBAS 8.30 (Calculation of the Basic Parameters for the Torque Interface)]]
**[[MDFAW 12.260 (Driver Requested Torque)]]
**[[MDKOG 14.70 (Torque Coordination for Overall Interventions)]]
**[[MDZW 1.120 (Calculating Torque at the Desired Ignition Angle)]]
**[[LAMBTS 2.120 (Lambda for Component Protection)]]
**[[Lambda drivers (LAMFAW)]]
**[[LDRPID 25.10 (Charge Pressure Regulation PID Control)]]
**[[RKTI 11.40 (Calculation of Injection Time ti from Relative Fuel Mass rk)]]
**[[Setpoint for air mass from the desired torque (MDFUE)]]
**[[ZUE 282.130 (Fundamental Function - Ignition)]]
**[[ZWGRU 23.110 (Fundamental Ignition Angle)]]
*[[Checksums]]
*[[ME7 Tuning Information]]
*[[ME7 Communication Protocol Information]]

==Development==
*[[Reverse Engineering Generic Guide]]
*[[Camden's ME7.5 Reverse Engineering]]
*[[ECU pin outs]]

==Vehicle Information==
*[[Volkswagen]]
*[[Audi]]

LDR PID controller (LDRPID)

2011-09-29T21:54:59Z

MattDanger:

''This is a translation from the [[Funktionsrahmen]]''

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 ldptv = (LDRQ0DY (or LDRQ0S) − KFLDRQ2 (or 0)) × lde

Integral component lditv = lditv(i−1) + KFLDRQ1 (or LDRQ1ST) × lde(i−1)

Derivative component ldrdtv = (lde − lde(i−1)) × 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. 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. ³ 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

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.) × T/Tcrit; T = sample time (usually = 0.05 s) for all parameters über 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.

<table>
<tr>
<td>
Parameter
</td>
<td>
Description
</td>
</tr>
<tr>
<td>
CWLDIMX
</td>
<td>
Codeword for application procedures KFLDIMX/KFLDIOPU
</td>
</tr>
<tr>
<td>
FTLDIA
</td>
<td>
Factor for enabling debounce adaptation
</td>
</tr>
<tr>
<td>
FTLDIAP
</td>
<td>
Factor for debounce time for tracking positive integral adaptation
</td>
</tr>
<tr>
<td>
KFLDIMX
</td>
<td>
Map specifying the integral control limits for charge pressure regulation
</td>
</tr>
<tr>
<td>
KFLDIOPU
</td>
<td>
Correction for altitude influences on the duty cycle value
</td>
</tr>
<tr>
<td>
KFLDIWL
</td>
<td>
Correction charge pressure regulation integral limits during warm-up
</td>
</tr>
<tr>
<td>
KFLDRL
</td>
<td>
Map for linearising charge pressure as a function of duty cycle
</td>
</tr>
<tr>
<td>
KFLDRQ0
</td>
<td>
Map for PID control parameter Q0 (proportional coefficients) in charge pressure regulation
</td>
</tr>
<tr>
<td>
KFLDRQ1
</td>
<td>
Map for PID control parameter Q1 (integral coefficients) in charge pressure regulation
</td>
</tr>
<tr>
<td>
KFLDRQ2
</td>
<td>
Map for PID control parameter Q2 (derivative coefficients) in charge pressure regulation
</td>
</tr>
<tr>
<td>
KFRBGOF
</td>
<td>
Offset for the integral control limit in charge pressure regulation PID control
</td>
</tr>
<tr>
<td>
LDAMN
</td>
<td>
Minimum limiting value in charge pressure regulation integral adaptation
</td>
</tr>
<tr>
<td>
LDDIAN
</td>
<td>
Increment per program run for the negative tracking integral limit
</td>
</tr>
<tr>
<td>
LDDIAP
</td>
<td>
Increment per program run for the positive tracking integral limit
</td>
</tr>
<tr>
<td>
LDDIMNN
</td>
<td>
Safety margin integral control negative limit in charge pressure regulation
</td>
</tr>
<tr>
<td>
LDDIMXN
</td>
<td>
Safety margin integral control limit in charge pressure regulation
</td>
</tr>
<tr>
<td>
LDEIAO
</td>
<td>
Upper control error threshold for negative adjustment
</td>
</tr>
<tr>
<td>
LDEIAP
</td>
<td>
Control error threshold for positive adaptation integral control
</td>
</tr>
<tr>
<td>
LDEIAPS
</td>
<td>
Control error threshold for fast positive tracking
</td>
</tr>
<tr>
<td>
LDEIAU
</td>
<td>
Lower control error threshold for negative adjustment
</td>
</tr>
<tr>
<td>
LDHIA
</td>
<td>
Hysteresis for the charge pressure regulation integral adaptation curve
</td>
</tr>
<tr>
<td>
LDIATA
</td>
<td>
Integral limit correction as a function of intake air temperature (Tans) in charge pressure regulation PID control
</td>
</tr>
<tr>
<td>
LDMXNN
</td>
<td>
Maximum tracking limit for negative control adaptation in charge pressure regulation
</td>
</tr>
<tr>
<td>
LDMXNP
</td>
<td>
Maximum tracking limit for positive control adaptation with range change in charge pressure regulation
</td>
</tr>
<tr>
<td>
LDRQ0S
</td>
<td>
Control parameter Q0 in steady-state operation for charge pressure regulation PID control
</td>
</tr>
<tr>
<td>
LDRQ1ST
</td>
<td>
Control parameter Q1 in steady-state operation (integral coefficients) for charge pressure regulation PID control
</td>
</tr>
<tr>
<td>
LDRVL
</td>
<td>
Full load detection threshold in charge pressure regulation
</td>
</tr>
<tr>
<td>
NLDIAPU
</td>
<td>
Speed threshold for integral limits adaptation
</td>
</tr>
<tr>
<td>
SLD04LDUB
</td>
<td>
Sample point distribution for charge pressure regulation
</td>
</tr>
<tr>
<td>
SNG08LDUB
</td>
<td>
Sample point distribution for filtered speed gradient (ngfil) in charge pressure regulation
</td>
</tr>
<tr>
<td>
SNM08LDUB
</td>
<td>
Sample point distribution for charge pressure regulation
</td>
</tr>
<tr>
<td>
SNM08LDUW
</td>
<td>
Sample point distribution for charge pressure regulation
</td>
</tr>
<tr>
<td>
SNM16LDUB
</td>
<td>
Sample point distribution for charge pressure regulation
</td>
</tr>
<tr>
<td>
SNM16LDUW
</td>
<td>
Sample point distribution for charge pressure regulation
</td>
</tr>
<tr>
<td>
SPL08LDUW
</td>
<td>
Sample point distribution for charge pressure regulation
</td>
</tr>
<tr>
<td>
SPS08LDUW
</td>
<td>
Sample point distribution for charge pressure regulation
</td>
</tr>
<tr>
<td>
SPU08LDUB
</td>
<td>
Sample point distribution for charge pressure regulation
</td>
</tr>
<tr>
<td>
STA08LDUB
</td>
<td>
Sample point distribution for charge pressure regulation
</td>
</tr>
<tr>
<td>
STLDIA1
</td>
<td>
Sample point 1 for charge pressure regulation adaptation characteristic curve
</td>
</tr>
<tr>
<td>
STLDIA2
</td>
<td>
Sample point 2 for charge pressure regulation adaptation characteristic curve
</td>
</tr>
<tr>
<td>
STLDIA3
</td>
<td>
Sample point 3 for charge pressure regulation adaptation characteristic curve
</td>
</tr>
<tr>
<td>
STLDIA4
</td>
<td>
Sample point 4 for charge pressure regulation adaptation characteristic curve
</td>
</tr>
<tr>
<td>
STV10LDSW
</td>
<td>
Sample point distribution for charge pressure regulation
</td>
</tr>
<tr>
<td>
SY_TURBO
</td>
<td>
Turbocharger system constant
</td>
</tr>
<tr>
<td>
TLDIAN
</td>
<td>
Debounce time for tracking negative integral adaptation
</td>
</tr>
<tr>
<td>
TLDIAPN
</td>
<td>
Debounce time for tracking positive integral adaptation
</td>
</tr>
<tr>
<td>
TVLDMX
</td>
<td>
Upper duty cycle limit for charge pressure regulation
</td>
</tr>
<tr>
<td>
UMDYLDR
</td>
<td>
Cut-off threshold for dynamic charge pressure regulation
</td>
</tr>
<tr>
<td>
Variable
</td>
<td>
Description
</td>
</tr>
<tr>
<td>
B_ADRLDRA
</td>
<td>
Condition flag for deleting charge pressure adaptation values by deleting memory errors
</td>
</tr>
<tr>
<td>
B_LDDY
</td>
<td>
Condition flag for dynamic mode in charge pressure regulation
</td>
</tr>
<tr>
<td>
B_LDIMXA
</td>
<td>
Condition flag for adaptation limiting value in charge pressure regulation integral control
</td>
</tr>
<tr>
<td>
B_LDIMXN
</td>
<td>
Condition flag for negative correction ldimxr
</td>
</tr>
<tr>
<td>
B_LDIMXP
</td>
<td>
Condition flag for positive correction ldimxr
</td>
</tr>
<tr>
<td>
B_LDR
</td>
<td>
Condition flag for activating charge pressure regulation
</td>
</tr>
<tr>
<td>
B_LDVL
</td>
<td>
Condition flag for full load charge pressure regulation
</td>
</tr>
<tr>
<td>
B_PWF
</td>
<td>
Condition flag for power fail
</td>
</tr>
<tr>
<td>
B_STLDW
</td>
<td>
Condition flag for sample point change in charge pressure regulation adaptation
</td>
</tr>
<tr>
<td>
DFP_LDRA
</td>
<td>
Intake manifold error: boost deviation
</td>
</tr>
<tr>
<td>
E_LDRA
</td>
<td>
Errorflag: charge pressure control deviation
</td>
</tr>
<tr>
<td>
IMLATM
</td>
<td>
Integration of mass air flow from engine start to maximum value
</td>
</tr>
<tr>
<td>
IRBGOF_W
</td>
<td>
Offset for the LDRPID integral controller limit dependent on speed gradient
</td>
</tr>
<tr>
<td>
LDE
</td>
<td>
Charge pressure regulation control error (desired value – measured value)
</td>
</tr>
<tr>
<td>
LDIMN_W
</td>
<td>
Current value for the minimum limit in charge pressure regulation integral control
</td>
</tr>
<tr>
<td>
LDIMXA
</td>
<td>
Adaptation correction for the maximum limit in charge pressure regulation integral control
</td>
</tr>
<tr>
<td>
LDIMXAK_W
</td>
<td>
Current corrected limit in charge pressure regulation integral control
</td>
</tr>
<tr>
<td>
LDIMXRK_W
</td>
<td>
Maximum limiting value (corrected reference value) in charge pressure regulation integral control
</td>
</tr>
<tr>
<td>
LDIMXR_W
</td>
<td>
Actual reference value for the maximum limit in charge pressure regulation integral control
</td>
</tr>
<tr>
<td>
LDIMX W
</td>
<td>
Actual value of the maximum limit value in charge pressure regulation integral control
</td>
</tr>
<tr>
<td>
LDITV_W
</td>
<td>
Charge pressure regulation duty cycle from the integral controller (word)
</td>
</tr>
<tr>
<td>
LDPTV
</td>
<td>
Charge pressure regulation duty cycle from the proportional controller
</td>
</tr>
<tr>
<td>
LDRDTV
</td>
<td>
Charge pressure regulation duty cycle from the derivative controller
</td>
</tr>
<tr>
<td>
LDRKD_W
</td>
<td>
Charge pressure regulation (derivative control parameter)
</td>
</tr>
<tr>
<td>
LDRKI_W
</td>
<td>
Charge pressure regulation (integral control parameter)
</td>
</tr>
<tr>
<td>
LDRKP_W
</td>
<td>
Charge pressure regulation (proporational control parameter)
</td>
</tr>
<tr>
<td>
LDTV
</td>
<td>
Charge pressure regulation duty cycle
</td>
</tr>
<tr>
<td>
LDTVR_W
</td>
<td>
Charge pressure regulation duty cycle from the controller
</td>
</tr>
<tr>
<td>
NGFIL
</td>
<td>
Filtered speed gradient
</td>
</tr>
<tr>
<td>
NMOT
</td>
<td>
Engine speed
</td>
</tr>
<tr>
<td>
PLGRUS_W
</td>
<td>
Basic charge pressure desired value
</td>
</tr>
<tr>
<td>
PLSOL
</td>
<td>
Target (desired) charge pressure
</td>
</tr>
<tr>
<td>
PLSOLR_W
</td>
<td>
Relative target (desired) charge pressure (charge pressure regulation)
</td>
</tr>
<tr>
<td>
PLSOL_W
</td>
<td>
Target (desired) charge pressure
</td>
</tr>
<tr>
<td>
PU
</td>
<td>
Ambient pressure
</td>
</tr>
<tr>
<td>
PVDKDS
</td>
<td>
Pressure before the throttle pressure sensor
</td>
</tr>
<tr>
<td>
RLMAX_W
</td>
<td>
Maximum achievable cylinder charge with turbocharger
</td>
</tr>
<tr>
<td>
RLSOL_W
</td>
<td>
Target (desired) cylinder charge
</td>
</tr>
<tr>
<td>
STLDIA
</td>
<td>
Current sample point for charge pressure regulation adaptation
</td>
</tr>
<tr>
<td>
TMST
</td>
<td>
Engine starting temperature
</td>
</tr>
</table>

[[Category:ME7]]

Setpoint for air mass from the desired torque (MDFUE)

2011-09-29T21:54:55Z

MattDanger:

''This is a translation from the [[Funktionsrahmen]]''

=MDFUE abbreviations=
{| cellspacing="10"
! Parameter
! Source-X
! Source-Y
! Type
! Designation
|-
|CWRLAPPL || || ||FW ||Code word input rlsol_w during application phase
|-
|FRLMNHO ||FHO || ||KL ||Correction factor rlmin of the amount
|-
|FWPEDRLS || || ||FW ||Factor for direct rlsol-entry from wped (Application)
|-
|KFMIRL ||NMOT_W ||MISOPL1_W ||KF ||Map for calculating desired charge
|-
|KFRLMN ||NMOT ||TMOT ||KF ||minimum charge in the fired operation
|-
|KFRLMNSA ||NMOT ||TMOT ||KF ||minimum rl with overrun fuel cut
|-
|RLSOLAP || || ||FW ||Nominal charge for administration purposes
|-
|ZKDRLSOL || || ||FW ||time constant for drlsol-integrator
|-
|
|-
! Variable
! Source
!
! Type
! Designation
|-
|B_MDMIN ||MDFUE || ||AUS ||Condition minimum attainable indexed torque achieved
|-
|B_SA ||MDRED || ||EIN ||Condition Overrun fuel cut
|-
|C_INI || || ||EIN ||SG-condition initialization
|-
|DRLSOLF_W ||MDFUE || ||AUS ||filtered change desired charge
|-
|DRLSOL_W ||MDFUE || ||AUS ||Change desired charge
|-
|ETALAB ||MDBAS || ||EIN ||Lambda efficiency without intervention, based on optimum torque at lambda = 1
|-
|ETAZWBM ||MDBAS || ||EIN ||averaged ignition angle of the basic ignition angle
|-
|FHO ||GGDSAS || ||EIN ||Height correction factor
|-
|MILSOL_W ||MDKOL || ||EIN ||Driver torque request for filling
|-
|MISOPL1_W ||MDFUE || ||LOK ||Target air torque, calculated back to lambda = 1 and zwopt
|-
|NMOT ||BGNMOT || ||EIN ||Motor speed
|-
|NMOT_W ||BGNMOT || ||EIN ||Motor speed
|-
|RLMAX_W ||LDRUE || ||EIN ||maximum possible load, for Turbo
|-
|RLMIN_W ||MDFUE || ||AUS ||minimally acceptable rl
|-
|RLSOL_W ||MDFUE || ||AUS ||Nominal charge
|-
|RLTEDTE_W ||DTEV || ||EIN ||From DTEV relative charge calculated on the tank vent valve
|-
|R_T10 || || ||EIN ||Time frame 10ms
|-
|SY_TURBO ||PROKONAL || ||EIN ||Turbocharger system constant
|-
|TMOT ||GGTFM || ||EIN ||Motor temperature
|-
|WPED_W ||GGPED || ||EIN ||Normalized accelerator pedal angle
|}

=MDFUE Function Description=
The torque msol_w that is to be set on the charge path at base ignition and base efficiency is translated, in torque misopl1_w, which corresponds to the optimum torque for lambda = 1. With the help of the characteristic map [[KFMIRL]] obtain the charge, which is part of this operating point.

This charge is limited to the minimum permissible value rlmin_w, in this case, the idle speed control, the Condition B_mdmin set, which then stops the integrator. In the case of a turbocharger is a limit to the maximum permissible charge rlmax_w. Naturally aspirated engines that size does not exist!

Result ones their desired charge rlsol_w.

Addition of application-interface:
<pre>CWRLAPPL = 0: fct. as before: rlsol generated from the limited KFMIRL.
CWRLAPPL.1 =1: rlsol_w = RLSOLAP
CWRLAPPL.2 =1: rlsol_w = wped_w * FWPEDRLS</pre>

=MDFUE Application Notes=
The map [[KFMIRL]] is inverse to the map [[KFMIOP]] in the section %MDBAS. Application information %MDBAS.

''Special thanks to [http://www.nefariousmotorsports.com/forum/index.php/topic,555.0title,.html phila_dot] for translating this section.''

[[Category:ME7]]

ME7 Tuning Information

2011-08-17T14:40:27Z

MattDanger: /* Notable User Contributions to the Forum */

Main Page

2011-08-17T14:37:59Z

MattDanger: /* Development */

ECU pin outs

2011-08-17T14:37:18Z

MattDanger: Created page with "==US Spec B5 S4 Audi S4 6-speed== *[http://nefariousmotorsports.com/forum/index.php?action=dlattach;topic=59.0;attach=74 PDF] *[http://nefariousmotorsports.com/forum/index.php?ac..."

==US Spec B5 S4 Audi S4 6-speed==
*[http://nefariousmotorsports.com/forum/index.php?action=dlattach;topic=59.0;attach=74 PDF]
*[http://nefariousmotorsports.com/forum/index.php?action=dlattach;topic=59.0;attach=441 Excel]

Galletto 1260 Flashing Cable

2011-07-21T21:25:11Z

MattDanger:

=Overview=
The Galletto 1260 flashing cable allows you read and write access to various types of ECUs. It is most commonly used to access the ECU in [[ECU Boot Mode|boot mode]] when higher level flashing utilities, such as the [[NefMoto ECU Flashing Software]], fail.

[[Image:Galletto_1260_cable.jpg]]

==Requirements==
Should work with Windows XP and Windows Vista/7 32bit.

If you have other cable software installed (APR Cheetah, VCDS) you may experience driver conflicts that break Galletto. If you have other cable drivers installed and connect connect to your ECU with Galletto uninstall all other cable drivers and start fresh with Galletto.

==How to use==
*Insert the disk that came with the Galletto cable into your computer and copy the contents to your local drive. Or download them from [http://www.nefariousmotorsports.com/forum/index.php/topic,639.msg5371.html#msg5371 here]
*Connect your Galletto cable to the ECU. You can do this on the [[ECU Bench Flashing|bench]] or in the car. Make sure the ECU has constant, reliable power during any flashing operations!
*Plug the Galletto cable into your PC and install the drivers that come on the disk.
*Put the ECU into [[ECU Boot Mode|boot mode]]
*Launch the EOBD1260.exe program, it'll look like this:

[[Image:Galletto_ss1.png]]

*Select the 29F800BB memory layout. "Cars" selection does not matter.
*Choose Open ECU to connect
*Choose Read ECU to read the file from the ECU. It will prompt you where to save the file.
*Choose Write ECU to write the file to the ECU
*Exit when complete

=Troubleshooting=
==Galletto software displays "Boot mode inactive"==
*This seems to be caused by a driver conflict with the Galletto cable. Try reinstalling the driver and/or removing other cable drivers that may conflict.

Checksums

2011-07-11T14:33:02Z

MattDanger: /* Resources */

=Overview=
Checksums exist to verify the integrity of data and ensure the data has not changed. Your car's engine management system uses checksums to protect the engine components in the event the data on the ECU were to be corrupted or changed accidentally.

Checksums are embedded in the ECU file. The same model ECU will have the same checksum values, because the code on the ECU is the same. They are calculated using data in the file. The ECU contains a few different checksums, depending on the ECU model.

The ECU will recalculate some checksums every startup and compare the values to the one stored in the ECU. If they do not match the stored checksums it assumes data has been corrupted and will not allow the engine to start to prevent possible damage or other annoying things.

When you modify the ECU file you absolutely should recalculate the checksum values. This would be tedious if done by hand but fortunately for us MTX-Electronics has released a [http://www.mtx-electronics.com/automotive/page.php?25 $15 checksum plugin] for TunerPro that makes this process seamless.

=ECU Specific Data=
==B5 S4 8D0907551M (M-box) ECU ==
Checksum value locations:
*0x08038 - 0x0803F
*0x1B9B0 - 0x1B9B3
*0x1FBB2 - 0x1FFD1
*0x7A866 - 0x7A875
*0xFFFE0 - 0xFFFE7

=Utilities=
*[http://www.mtx-electronics.com/automotive/page.php?25 MTX-Electronics' $15 checksum plugin] for TunerPro - The most popular method used in the Nefmoto community
*[http://www.andywhittaker.com/en-gb/ecu/boschmotronicme71.aspx Andy Whittaker's ECUFix]
*[http://www.nefariousmotorsports.com/forum/index.php/topic,447.0title,.html ME7Check] is a free executable written by forum member [http://nefariousmotorsports.com/forum/index.php?action=profile;u=421 setzi62] will tell you whether the checksums in a file are valid or not. It does not correct them but is useful because the MTX-Electronics plugin mentioned above does not provide feedback.

=Resources=
*[http://en.wikipedia.org/wiki/Checksum Wikipedia Checksum article]
*[http://www.andywhittaker.com/en-gb/ecu/boschmotronicme71.aspx Andy Whittaker's excellent breakdown] of checkums in ME7
*[http://nefariousmotorsports.com/forum/index.php/topic,362.0.html setzi62's breakdown]

ME7 Tuning Information

2011-07-10T04:16:55Z

MattDanger: /* Notable User Contributions to the Forum */

Adding anti-lag launch control and no-lift shift

2011-07-08T03:24:29Z

MattDanger: /* Overview */

''Special thanks to Chris @ Eurodyne, Julex, and Setzi for this feature.''

=Overview=
Anti lag is a mode of operation where ECU interrupts spark every so many ignition cycles as long as the RPM are above set limit causing previously unburned fuel to burn in manifold as soon as RPMs fall and mixture ignites. This results in turbos spooling while the engine doesn't raise RPMs while you sit at the strip waiting for lunch. No lift shift kicks in when you press a clutch and is active for a preset amount of time.

Video examples [http://www.youtube.com/watch?v=ihBmmrbJccU 1] and [http://www.youtube.com/watch?v=Anf7eVNOdCk 2] of anti-lag launch control.

=Implementing=
These steps outline adding anti-lag and no-lift shift for an M-box ECU
#Download the [http://nefariousmotorsports.com/forum/index.php/topic,607.msg5283.html#msg5283 XDF definition] that contains the configuration maps for steps #2 and #3.
#0x1A34B: Change FTOMN "minimum opening time" to 0 to enable anti-lag and no-lift shift.
#0x17E00 to 0x17E08:
#*0x17E00: Speed Threshold - Limits the speed where AntiLag is active. If vehicle speed is < SpeedThreshold, the AntiLag is enabled. Normally set to a low value, e.g. 3 km/h. To disable AntiLag, set the SpeedThreshold to zero.
#*0x17E02: Launch RPM - Sets the launch engine speed. If engine speed is higher than the LaunchRPM, the ignition is interrupted. To disable this function, set LaunchRPM to a high value, e.g. 15000 rpm
#*0x17E04: IgnitionCutDuration - This sets the time for which the ignition is cut while clutch is pressed (NoLiftShift), if also the following conditions are fulfilled:
#**Brake is not engaged
#**Engine speed is higher than RPMThreshold
#**Accel Pedal is engaged more than AccPedalThreshold Set IgnitionCutDuration to zero to disable the NoLiftShift function.
#*0x17E06: RPM Threshold - Sets the minimum engine speed threshold for the NoLiftShift function. If the engine speed is lower than RPMThreshold, NoLiftShift is disabled.
#*0x17E08: AccPedalPosition - Sets the minimum accelerator pedal angle for NoLiftShift. If the accel. pedal is engaged lesser than AccPedalThreshold, NoLiftShift is disabled.
#0x8B3A6 to 0x8B3A9: Redirect call to alternate custom routine:
#*Replace <pre>F3 F8 F3 8A</pre>
#*With <pre>DA 88 00 E8</pre>
#0x8E800 to 0x8E88D: Replace the empty space with the new routine:
9A2B1380F2F4408ED7008100F2F9007E40499D0BF2F47AF8D7008100F2F9027E4049FD03F78EAC8D0D2F9A2B29808A2B2260F2F47AF8D7008100F2F9067E4049FD1AC2F4028BD7008100C2F9087E4049FD12D7003800F2F4F04FD7008100F2F9047E40499D11F78EAC8D0841D7003800F7F8F04F0D09D7003800F68FF04F0D04D7003800F68EF04FF3F8F38ADB00

=References=
*http://nefariousmotorsports.com/forum/index.php/topic,607.0.html
*http://nefariousmotorsports.com/forum/index.php/topic,641.0title,.html

Checksums

2011-07-07T22:01:20Z

MattDanger: /* Utilities */

Getting Started

2011-07-07T21:59:36Z

MattDanger: /* File Checksums */

=Reading the ECU=
To read your car's stock file from the ECU you can use Tony's free [[NefMoto ECU Flashing Software]]. It is the easiest and best supported method. You will need a cheap [[NefMoto ECU Flashing Software#Supported cables|flashing cable]].

If someone goes wrong you will want to have a [[Galletto 1260 Flashing Cable]] to hopefully rescue the ECU in [[ECU Boot Mode|boot mode]] (a lower level protocol).

=Map Editing=
To change your ECU tune will require map editing software. [http://tunerpro.net Tunerpro] is a free map editor. [http://www.evc.de/en/product/ols/software/default.asp WinOLS] is a more expensive map editor. Most people use TunerPro.

TunerPro will need a definition file (.XDF) for the ECU file you want to edit. This tells TunerPro where the various maps and relevant data are in the file. There are several XDFs posted in the [http://www.nefariousmotorsports.com/forum/index.php/board,30.0.html Nefmoto Definition File subforum]. Many are works in progress; if you find an error please let the author know.

You will need knowledge of which maps perform what tasks and what data should be changed. Read the [http://s4wiki.org/wiki/Tuning S4Wiki.org tuning guide] and the [http://www.nefariousmotorsports.com/forum/index.php/board,2.0.html Nefmoto tuning subforum].

=File Checksums=
Your ECU file has several internal [[Checksums|checksums]] that need to be updated when the file is altered. If these checksums are incorrect the car will not start. Or worse, it may start once or twice and catch the invalid checksum and leave you stranded. A lot of guys carry around a spare known working ECU as insurance.

More info about checksums: [http://www.andywhittaker.com/en-us/ecu/boschmotronicme71.aspx Andy Whittaker's site].

[http://www.mtx-electronics.com/automotive/page.php?25 MTX-electronics] sells an affordable TunerPro plugin that will correct checksums for ME7.

=Flashing the ECU=
Writing/flashing your tuned file back to the ECU is the same as the reading process above. Again, use the [[NefMoto ECU Flashing Software]].

=Logging=
Keep close track of how your car is performing after each tune revision.
*Vag-Com to check [http://s4wiki.com/wiki/LTFT LTFTs] (long term fuel trims) and other things.
*APR's ECUx. Not really supported anymore.
*We're hoping for more logging options in the near future.

=Contribute=
The open source VW/Audi ECU community is evolving nicely. Please help give back by providing your feedback and helping others.

=Resources=
==Tuning==
*The [http://s4wiki.com/wiki/Tuning S4Wiki.org tuning guide] is an incredible ME7 resource put together mostly by nyet. Check out the other articles on the site.

==ME7 Documentation==
*[[Funktionsrahmen]] - Bosch ME7 documentation

==Books==
*[http://www.amazon.com/gp/product/0760315825/ref=as_li_tf_tl?ie=UTF8&tag=wwwnefariousm-20&linkCode=as2&camp=1789&creative=9325&creativeASIN=0760315825 How to Tune and Modify Engine Management Systems]
*[http://www.amazon.com/gp/product/1932494901/ref=as_li_tf_tl?ie=UTF8&tag=wwwnefariousm-20&linkCode=as2&camp=1789&creative=9325&creativeASIN=1932494901 Designing and Tuning High-Performance Fuel Injection Systems]
*[http://www.amazon.com/gp/product/1932494421/ref=as_li_tf_tl?ie=UTF8&tag=wwwnefariousm-20&linkCode=as2&camp=1789&creative=9325&creativeASIN=1932494421 Engine Management: Advanced Tuning]
*[http://www.amazon.com/gp/product/1934709743/ref=as_li_tf_tl?ie=UTF8&tag=wwwnefariousm-20&linkCode=as2&camp=1789&creative=9325&creativeASIN=1934709743 Dyno Testing and Tuning]
*[http://www.amazon.com/gp/product/0837610486/ref=as_li_tf_tl?ie=UTF8&tag=wwwnefariousm-20&linkCode=as2&camp=1789&creative=9325&creativeASIN=0837610486 Ignition Systems for Gasoline Engines: Bosch Technical Instruction]
*[http://www.amazon.com/gp/product/0837603005/ref=as_li_tf_tl?ie=UTF8&tag=wwwnefariousm-20&linkCode=as2&camp=1789&creative=9325&creativeASIN=0837603005 Bosch Fuel Injection and Engine Management]

Main Page

2011-07-07T21:58:56Z

MattDanger: /* Motronic 7 (ME7.x) Breakdown */

Checksums

2011-07-07T21:58:13Z

MattDanger: Initial creation

=Overview=
Checksums exist to verify the integrity of data and ensure the data has not changed. Your car's engine management system uses checksums to protect the engine components in the event the data on the ECU were to be corrupted or changed accidentally.

Checksums are embedded in the ECU file. The same model ECU will have the same checksum values, because the code on the ECU is the same. They are calculated using data in the file. The ECU contains a few different checksums, depending on the ECU model.

The ECU will recalculate some checksums every startup and compare the values to the one stored in the ECU. If they do not match the stored checksums it assumes data has been corrupted and will not allow the engine to start to prevent possible damage or other annoying things.

When you modify the ECU file you absolutely should recalculate the checksum values. This would be tedious if done by hand but fortunately for us MTX-Electronics has released a [http://www.mtx-electronics.com/automotive/page.php?25 $15 checksum plugin] for TunerPro that makes this process seamless.

=ECU Specific Data=
==B5 S4 8D0907551M (M-box) ECU ==
Checksum value locations:
*0x08038 - 0x0803F
*0x1B9B0 - 0x1B9B3
*0x1FBB2 - 0x1FFD1
*0x7A866 - 0x7A875
*0xFFFE0 - 0xFFFE7

=Utilities=
*[http://www.mtx-electronics.com/automotive/page.php?25 MTX-Electronics' $15 checksum plugin] for TunerPro - The most popular method used in the Nefmoto community
*[http://www.andywhittaker.com/en-gb/ecu/boschmotronicme71.aspx Andy Whittaker's ECUFix]
*[http://www.nefariousmotorsports.com/forum/index.php/topic,447.0title,.html ME7Check] is a free executable written by forum member [http://nefariousmotorsports.com/forum/index.php?action=profile;u=421 setzi62] will tell you whether the checksums in a file are valid or not. It does not correct them but is sometimes useful.

=Resources=
*[http://en.wikipedia.org/wiki/Checksum Wikipedia Checksum article]
*[http://www.andywhittaker.com/en-gb/ecu/boschmotronicme71.aspx Andy Whittaker's excellent breakdown] of checkums in ME7

NefMoto ECU Flashing Software

2011-06-14T15:56:29Z

MattDanger: /* Installation */ Updated for version 1.8.0.0

=Overview=
The NefMoto ME7 ECU flasher is a free tool that allows you to read and write the flash memory in your ME7 ECU in car over the OBD port. All that is required is a FTDI based USB OBD cable that works in "dumb" mode. Dumb mode cables pass the raw serial data straight through without applying any higher level protocols.

==Features==
*ECUs can be written through the OBD port in about three and half minutes.
*ECUs can be read through the OBD port in about five minutes.
*User defined memory layouts allow for flashing any memory arrangement.
*Writing erases and programs one memory sector at a time to allow you to recover the ECU in case of failure.
*Written and read data is verified with checksums to ensure data was sent correctly.
*Reading and clearing error codes is also supported.

==What this software does not do==
*Does not update [[checksums]] or validate the file you are flashing in any way.
*Does not allow you to edit any maps, value, etc. It is just for flashing.

==System requirements==
*32bit or 64bit Windows Vista or Newer (Will work if run inside a virtual Windows machine on Mac and Linux as well)
*.NET 3.5 (installed automatically with Nefmoto ECU flashing software)
*FTDI USB D2XX driver version 2.06.00 or later
*3 megabytes of free hard drive space

==Known issues==
*No known issues. Please [http://www.nefariousmotorsports.com/forum/index.php?action=post;topic=413.0 let Tony know] if you find any.

=Installation=
==Download==
The Nefmoto ECU flashing software is free to download and use. The latest release can be found here: [http://nefariousmotorsports.com/forum/index.php/topic,691.0title,.html NefMoto ME7 Flashing Software Release 1.8.0.0]

==How to install==
*Please uninstall any previous versions of the NefMoto ME7 ECU Flasher before installing the latest version.
*Run ECUFlasherHostInstaller 1.8.0.0.msi.
*Ensure that you have the FTD2XX driver installed for your specific cable.
*If you have a generic cable, download CDM20600.zip (link above), then extract it and install the generic FTDI D2XX driver.

=Use=
''This section needs some love, please contribute!''
*Connect your vehicle's battery to a constant, stable power source. This is vital, if the ECU loses power or voltage dips during any flashing operation recovery may require flashing through [[ECU Boot Mode]] or worse.
*Connect your flashing cable to your vehicle's OBD port.
*Turn on your ignition (but do not start the car). If the cable has an LED light it should illuminate.
*Select the memory layout for your ECU.
*At the top of the program choose Fast or Slow Init and Connect
*Choose one of the program options (Read/Write/etc)
*You will notice the activity in the console window
*When your operation is complete, choose Disconnect at the top of the program.

=Supported cables=
==Tested supported cables==
*eBay USB VAG KKL using the FTDI D2XX standard driver (Non-affiliated eBay stores: [http://stores.ebay.com/easybid2000 1] [http://stores.ebay.com/alpha-bid 2])
*[http://ross-tech.com/ Ross-Tech] [http://www.ross-tech.com/vag-com/hex-usb+can.html HEX-USB-CAN] using the Ross-Tech FTDI D2XX driver ("boot in intelligent mode" must be unchecked in the VCDS options screen)
*Any dumb OBDII cable using the FTDI USB chip

==Tested unsupported cables==
*Galletto (Does not support dumb mode)
*KWP2000+ Flasher (Does not support dumb mode)
*Old Ross-Tech KEY-USB (Does not support true dumb mode)
If you want to check what chip is in your cable, or see if it supports NefMoto premium features, you can use the NefMoto ECU Flasher version 1.6.1.0 or later. Just select the USB device and then hover your mouse over it. It will display all of the info about the FTDI chip in the cable and say if it supports premium NefMoto features.

=Supported ECUs=
List of ECUs that the NefMoto ECU flashing software has been tested and is supported on:

{| border="1"
! ECU Number
! Make
! Year
! Car Info
! Software
! Hardware
! Memory Layout
! Tested By
|-
!
! Audi
!
! S4
!
!
!
!
|-
|8D0907551A
|Audi
|2000
|S4 2.7T 6sp
|1037 35 2345
|0261 206 110
|ME7 AM29F800BB
|Tony@NefMoto
|-
|8D0907551B
|Audi
|2000
|S4 2.7T tip
|1037 35 2738
|0261 206 109
|ME7 AM29F800BB
|Tony@NefMoto
|-
|8D0907551L
|Audi
|2001
|S4 2.7T tip
|1037 35 4145
|0261 207 004
|ME7 AM29F800BB
|Tony@NefMoto
|-
|8D0907551H
|Audi
|2001
|S4 2.7T 6sp
|1037 35 4774
|0261 206 774
|ME7 AM29F800BB
|Tony@NefMoto
|-
|8D0907551M
|Audi
|2001
|S4 2.7T 6sp
|1037 35 4837
|0261 207 143
|ME7 AM29F800BB
|Tony@NefMoto
|-
|8D0907551M
|Audi
|2001
|S4 2.7T 6sp
|1037 36 0857
|0261 207 143
|ME7 AM29F800BB
|Tony@NefMoto
|-
|8D0907551AA
|Audi
|2002
|S4 2.7T tip
|1037 36 2276
|0261 207 453
|ME7 AM29F800BB
|Tony@NefMoto
|-
|8D0907551T
|Audi
|2002
|S4 2.7T 6sp
|1037 36 2558
|0261 207 452
|ME7 AM29F800BB
|Tony@NefMoto
|-
!
! Audi
!
! A6
!
!
!
!
|-
|4B0907551K
|Audi
|2000
|A6 2.7T 6sp
|1037 35 2413
|0261 206 561
|ME7 AM29F800BB
|j2mc
|-
|4B0907551L
|Audi
|2000
|A6 2.7T tip
|1037 35 2815
|0261 206 562
|ME7 AM29F800BB
|Tony@NefMoto
|-
|4B0907551T
|Audi
|2001
|A6 2.7T tip
|1037 36 0864
|0261 207 005
|ME7 AM29F800BB
|Tony@NefMoto
|-
!
! Audi
!
! TT
!
!
!
!
|-
|8N0906018AQ
|Audi
|2001
|European TT 1.8T
|
|
|ME7 AM29F800
|ArgDub
|-
|8N0906018AM
|Audi
|2002
|European TT 1.8T
|
|
|ME7 AM29F800
|ArgDub
|-
|8N0906018AL
|Audi
|2002
|North American TT 1.8T
|
|
|ME7 AM29F800
|ArgDub
|-
|8N0906018AP
|Audi
|2003
|European TT 1.8T
|
|
|ME7 AM29F800
|ArgDub
|-
!
! Audi
!
! A3
!
!
!
!
|-
|06A906032HK
|Audi
|2002
|European A3 1.8T
|
|
|ME7 AM29F800
|ArgDub
|-
|06A906032HN
|Audi
|2002
|European A3 1.8T
|
|
|ME7 AM29F800
|ArgDub
|-
|06A906032HP
|Audi
|2002
|European A3 1.8T
|
|
|ME7 AM29F800
|ArgDub
|-
|06A906032HR
|Audi
|2003
|European A3 1.8T
|
|
|ME7 AM29F800
|ArgDub
|-
!
! VW
!
! Golf/Bora/Jetta
!
!
!
!
|-
|06A906032EN
|VW
|2001
|European Golf/Bora 1.8T
|
|
|ME7 AM29F800
|ArgDub
|-
|06A906032HJ
|VW
|2002
|European Gof/Bora 1.8T
|
|
|ME7 AM29F800
|ArgDub
|-
|06A906032HF
|VW
|2002
|North American Golf/Jetta 1.8T Auto
|
|
|ME7 AM29F800
|ArgDub
|-
|06A906032HS
|VW
|2002
|North American Golf/Jetta 1.8T
|
|
|ME7 AM29F800
|ArgDub\torch
|-
|06A906032ML
|VW
|2002
|North American Golf/Jetta 1.8T 6-spd
|
|
|ME7 AM29F800
|ArgDub
|-
|06A906032KP
|VW
|2003
|European Golf/Bora 1.8T
|
|
|ME7 AM29F800
|ArgDub
|-
|06A906032LP
|VW
|2003
|North American Golf/Jetta 1.8T
|
|
|ME7 AM29F800
|ArgDub
|-
|06A906032LQ
|VW
|2003
|North American Golf/Jetta 1.8T Auto
|
|
|ME7 AM29F800
|ArgDub
|-
|06A906032PL
|VW
|2003
|North American Golf/Jetta 1.8T
|
|
|ME7 AM29F800
|ArgDub
|}

[[Category:Flashing]]