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<page pageid="176" ns="0" title="SLS 88.150 (Secondary Air Control)">
<revisions>
<rev contentformat="text/x-wiki" contentmodel="wikitext" xml:space="preserve"><u>SLS88.150 Function Description</u>
See the ''funktionsrahmen'' for the following diagrams:
sls-sls: Function overview
slson: Conditions for switching on secondary air
slsoff: Conditions for switching off secondary air
sls-slp: Conditions for setting the bits of SLP
sls-bmsl: Calculating the secondary air mass
sls-dichte: Calculating the air density correction factor for the secondary air mass
sls-bslpdyn: Description of the dynamic of the secondary air pump
sls-bslsoff: Description of the secondary air dynamic in the exhaust system
sls-bfmlssl: Calculation of enrichment due to secondary air
sls-bkt: Secondary air adaption/short journey
sls-e-slpe E_SLPE: error flag secondary air pump
sls-e-slve E_SLVE: error flag secondary air valve
sls-e-slpanst: Evaluation of the SLP-output stage
sls-slvanst: Evaluation of the SLV-output stage
sls-z-sls: Cycle flag: secondary air control (cylinder bank 1)
sls-z-sls2: Cycle flag: secondary air control (cylinder bank 2)
sls-init: Initialisation
sls-swoff: ECU delay
<u>Function Description</u>
Secondary air control is coordinated by the sub-function BBKHZ in overview module AK 1.10 and consists of the following sub-functions:
<u>Switching Conditions:</u>
The secondary air system is activated (i.e. B_SLS, B_SLV and B_SLP are all equal to 1) when B_kh = 1 and the imlpr-threshold IMLSLMN is crossed when the engine start temperature TMST lies in the window TMSSLU&lt;tmst&lt;TMSSLO and the intake air temperature tans is in the window TASLU&lt;tans&lt;TASLO. This allows the temperature range for switching on the secondary air system with respect to catalyst heating to be restricted, for example, secondary air pumps overheating or switching on to avoid a frozen secondary air system.
By setting bit 0 of the code word CWSLS, secondary air can already be enabled at start in the restricted temperature window TMSSLSTU&lt;tmst&lt;TMSSLST, for example in designs with thermal reactor, the self-ignition already ensured at engine start. However, the pre-condition is that this is voltage-slope compatible, i.e. the battery voltage is greater than UBSLSTMN.
Alternatively, by setting bit 1, the secondary air system can only be activated if the speed threshold VSLS is exceeded. This is common in secondary air designs in which the exothermic reaction is first ignited in the catalytic converter. Control of the secondary air pump relay is achieved by B_slp = 1 with the minimum holding time TSLPMN to prevent opening of the relay during pump starting current. Opening of the secondary air valve (B_slv = 1) can be delayed with respect to the pump by the time TVSLON. The secondary air valve is opened when B_sls = 1. For diagnostic purposes, the secondary air pump and the secondary air valve can be controlled additionally with the flags B_dspe, B_dslfa and B_dslp4.
In twin ECU designs, the secondary air valves or secondary air pumps are activated when it is detected by one of the two ECUs that conditions B_slp or B_slv are met. The two bits B_slp and B_sls are then fed
to each ECU over the CAN bus to ensure that the desired effects are initiated on both sides of the same arrangement.
<u>Switch-off/termination Conditions</u>
The secondary air is terminated
· When the threshold IMLSLMX is crossed (B_slpoff = 1)
· Via a debounce time TSLABB after the end of start conditions (B_stend = 1)
· When the maximum air mass threshold MLSLMX is crossed
· When the pressure difference DPSLV is too low to keep the vacuum-actuated secondary air valve open
· When the battery voltage is too low (UBSLMN)
· When there are output stage errors E_slpe, E_slve, or
· When the catalyst-heating termination condition is met (B_khab = 1).
The secondary air is not activated in the first place if:
· the output stage error has already been switched on
· A high electrical system voltage is detected (as UBSLMX) from a boost-start, a twin battery system or battery emergency power.
After switching off the secondary air pump, the secondary air valve can be closed after the time delay TVSLOFF. This is possibly required for engine designs in which the secondary air effects an improvement in fuel atomization in the combustion chamber. Closing the secondary air valve later can dampen the load-diminishing effect due to run-down of the secondary air pump. Caution: For designs with a valve check function for the secondary air diagnosis, a delayed switch-off of the secondary air valve is not acceptable, since the pump must work against the closed secondary air valve. After the power is switched off, the function to reinitialize secondary-air (C_ini) is blocked.
<u>Description of the Secondary Air Mass</u>
The secondary air mass msl is dependent on the electrical system voltage which is predetermined by the characteristic MSLUB and is corrected depending on the operating point from the map KFFMSML and the ambient air density (characteristic FMSRHOL). When the engine is hot, especially during adaptations- additional diagnostic phase, the secondary air mass can still be corrected depending on tmot by the characteristic FMSTMOT.
The pump will run up and down described by the dynamic factor fslpdyn.
In twin cylinder bank designs (SY_STERVK) as well as twin-ECU designs (SY_2SG) with an exhaust bank per ECU (not SY_STERVK) and a single SLP (SY_SLPANZ = 1) and one exhaust bank each, the
secondary air system can be split in half and corrected on a bank-specific basis (FMSL, -2).
With bit 6 from the code word CWSLS (= B_slsadap), a secondary air adaptation factor fmsla(2) can be included as determined from the secondary air diagnosis. Finally, the secondary air dilution factor flamsl is calculated for the mixture control from the secondary air mass msl. After opening or closing the secondary air-valve, the dynamics of the secondary air flow into the exhaust are described by factor fmsldyn with the time constants ZKSLON and ZKSLOFF, after the air masses IMLSLSA, IMLSLSE were incorporated. The secondary air wash after closing the valve is indicated by B_slsoff.
<u>Calculation of Enrichment due to Secondary Air</u>
Bit 3 of the code word CWSLS determines whether there is lambda-engine set point during secondary air injection via map KFLMSKH from function LAKH (flmssl = 0) or whether there is lambda-exhaust set-point, including secondary air via map KFLASKH from function LAKH (flmssl = 1) from an automatic calculation of the required lambda-engine &#8203;&#8203;with consideration of the secondary air dilution factor flamsl. Designs with lambda-exhaust set point can also be dependent on bit 4 realized after leaving the debounced idle or inputting the driving phase (bit 5) of the transition to lambda-engine through a filter with time constants ZFLMSSL. Via bit 2 of the codeword CWSLS, one can select whether with transition from B_slsoff or B_sls flmssl from the PT1-filter output is switched hard to 0.
<u>Secondary Air Adaption/Short Journey</u>
The secondary air adaption via B_dslfa is requested from the secondary air diagnosis and switches on the secondary air for the time TDDSLA (B_sldsl4). It occurs in conjunction with the specification for lambda catalyst-heating then the secondary air mass adaptation or diagnosis in diagnostic phases 4, 5 (see also the description of the secondary air diagnosis in DSLSLR or DLSLRS).
The short journey is requested via B_fa and B_fasls when tmot &gt; TMFASLMN and secondary air is activated for the time TDSLKT (B_slkt) when indicated by B_dslfa from module DSLSLR(S) via the diagnostics readiness. If catalyst heating is active, it remains so for the short test until the time TFALAMN and after that is disabled (since passive diagnostics are already running). Additionally, idle speed and torque reserve can be specified to set a diagnostics-capable engine operating point. This is especially necessary in conjunction with the diagnostic function DSLSLR for the two-point lambda control, by holding the engine under lambda = 1-control while the secondary air is not to operate at the rich limit.
It can be determined via CWFASL bit 2 whether the repeated incentives of short trips in a driving cycle is possible.
<u>Application Notes</u>
<u>Suggested initial programming</u>
<u>Overview of the coding variants of code word CWSLS:</u>
{| border="1"
|-
|
Bit 0 = 0: secondary air with B_kh
|
Bit 0 = 1: secondary air at start already in engine temperature window
|-
|
Bit 1 = 0: secondary air with B_kh
|
Bit 1 = 1: no secondary air until vehicle speed >= VSLS threshold
|-
|
Bit 2 = 0: select lambda-engine with B_sls TRUE.
|
Bit 2 = 1: select lambda-engine with B_slsoff TRUE
|-
|
Bit 3 = 0: select lambda-engine
|
Bit 3 = 1: select lambda-exhaust (= secondary air enrichment)
|-
|
Bit 4 = 0: lambda-set point the same as idle/part-load.
|
Bit 4 = 1: transition to lambda-engine in part load
|-
|
Bit 5 = 0: lambda-set point the same as o/m drive.
|
Bit 5 = 1: transition to lambda-engine with driving phase
|-
|
Bit 6 = 0. without secondary air adaptation
|
Bit 6 = 1: with secondary air adaptation
|-
|
Bit 7 = 0: KFLASKH-set point with B_atmtpl (B_atmtpl enable secondary air enrichment)
|
Bit 7 = 1: KFLASKH-set point without B_atmtpl, B_atmtpl is meaningless. (WARNING: only set for application phase!)
|}
<u>Secondary Air Concept with Thermal Reaction in the Exhaust Manifold</u>
CWSLS.0 = true. Secondary air already in the start in FTP-tmst region for quick start of post-reaction, Attention: On-board system load!
CWSLS.3 = true. Lambda exhaust set point --> automatic calculation of lambda-engine from secondary air dilution flamsl_w
CWSLS.4 = true. Transition to lambda-engine when leaving idle, because post-reaction stops anyway
CWSLS.5 = true. Transition to lambda-engine when loading the driving phase, because post-reaction stops anyway
CWSLS.6 = false. No secondary air adaptation
CWSLS.7 = false. KFLASKH set point only when B_atmtpl = true
<u>Secondary Air Design with Further Reaction in the Catalyst</u>
CWSLS.0 = false: no secondary air in the start
CWSLS.1 = true/false depending on the start of partial light-offs in the catalyst (cat-position)
CWSLS.3 = false: lambda engine set point during secondary air injection
CWSLS.6 = false: no secondary air adaptation
<u>Overview of the coding variants of code word CWFASL:</u>
Bit 0: 0: Short test termination if B_fs, vfzg&gt; 0 or B_brems / B_kuppl (see bit 1). 1: no short test termination via B_fs, or vfzg B_brems/B_kuppl possible.
Bit 1: 0: Short test termination if B_brems or B_kuppl. 1: brake and clutch have to be actuated for a short test.
Bit 2: 0: short test can be induced only once in the driving cycle. 1: Short test times can be induced (see bit 3).
Bit 3: 0: Short test only possible after deleting previous fault memory. 1: short test possible without deleting error memory.
WARNING: When bit 3 is set, there is a risk that the catalyst is superheated by repeatedly carrying out short tests.
<u>SLS parameters:</u>
{| border="1"
|-
|
IMLSLMN
|
0
|
Secondary air at the same time as B_kh
|-
|
IMLSLMX
|
0.9961
|
Secondary air during entire catalyst heating
|-
|
TMSSLSTU
|
15°C
|
Secondary air from tmst &gt; 15°C is already at the start CWSLS.0 = true
|-
|
TMSSLSTO
|
35°C
|
Secondary air from tmst &lt; 35°C
|-
|
TMSSLU
|
15°C
|
Secondary air with B_kh when tmst &gt; 15°C
|-
|
TMSSLO
|
35°C
|
Secondary air with B_kh when tmst &lt; 35°C
|-
|
TASLSU
|
15°C
|
Secondary air with B_kh when tans &gt; 15°C
|-
|
TASLSO
|
35°C
|
Secondary air with B_kh when tans &lt; 35°C
|-
|
VSLS
|
10 km/h
|
Secondary air only when vehicle speed &gt; 10 km/h when CWSLS.1 = true
|-
|
MLSLMX
|
200 kg/h
|
Termination threshold when ml &gt; 200 kg/h
|-
|
DPSLV
|
0 mbar
|
Termination threshold pressure difference to open the secondary air valve
|-
|
UBSLMN
|
9 V
|
Minimum battery voltage for sufficient secondary air mass
|-
|
TSLABB
|
1 sec
|
Debounce time for secondary air termination after engine start (B_stend)
|-
|
UBSLMX
|
16 V
|
Fan protection during boost start
|-
|
UBSLSTMN
|
8 V
|
B_sls at start when battery voltage &gt; 8 V
|-
|
TSLUBST
|
2 sec
|
Debounce time for battery voltage at start
|}
<u>Secondary air pump parameters</u>
{| border="1"
|-
|
TVSLVON
|
0.1 sec
|
Secondary air valve opened at the same time as secondary air pump control
|-
|
TVSLVOFF
|
0 sec
|
Secondary air valve closes at the same time as secondary air pump control
|-
|
TVDSLOFF
|
2 sec
|
Secondary air valve closes 2 seconds after short journey/adaptation
|-
|
TSLPMN
|
500 ms
|
Minimum dwell time of the secondary air pump-relay to the relay protection
|-
|
TVSLP2
|
2 sec
|
Delay time for triggering a second secondary air pump
|}
<u>BMSL parameters:</u>
{| border="1"
|-
|
MSLUB =
|
Function of battery voltage. Obtained from laboratory measurements of the fan at 100 mbar back pressure, check the details required in the vehicle!
|-
|
KFFMSML =
|
Function of engine speed and relative load
|-
|
FMSRHOL
|
overall factor = 1, approximate without air density correction
|-
|
FMSTMOT =
|
Function of engine temperature overall = 1, approximate without correction
|-
|
FMSL,-2
|
1 no single bank correction
|}
<u>BSLPDYN parameters:</u>
{| border="1"
|-
|
ZKSLPON
|
1s
|
Fan run-up
|-
|
ZKSLPOFF
|
1s
|
Fan run-down
|}
<u>BSLSOFF parameters</u>
{| border="1"
|-
|
IMLSLA
|
3.5 g
|
|-
|
IMLSLSE
|
3.0 g
|
Implementing air mass to clean out the secondary air system
|}
<u>Dynamic SLP:</u>
{| border="1"
|-
|
Dependent on ml:
|
20
|
40
|
60
|
100
|
kg/h
|-
|
ZKSLSONML 0.5
s
|
1.5 s
|
1.0 s
|
0.5 s
|
0.2 s
|
Project specific
|-
|
ZKSLSOFML 0.5 s
|
1.5 s
|
1.0 s
|
0.5 s
|
0.2 s
|
Project specific
|}
<u>BFMLSSL parameters</u>
TLMSSLMX 60 s Termination of the thermal reaction (lambda-exhaust set point) after 60 s at idle
TLMSSLAB 1s Debounce time for detection of exit from idle
ZFLMSSL 1s Time constant for transition from lambda-exhaust --> lambda-engine
<u>BKT parameters:</u>
CWFASL s. o
TMFASLMN: 60°C
TFASLAMN: 60 sec
TDDSLA: 25 s
TDSLKT: 10 s
<u>Abbreviations</u>
{| border="1"
|-
|
Parameter
|
Description
|-
|
CONT
|
|-
|
CWFASL
|
Code word: calibrator intervention for secondary air diagnostics
|-
|
CWSLS
|
Code word for secondary air system
|-
|
DPSLV
|
Minimum pressure difference
across the secondary air valve
|-
|
FMSL
|
Factor for correcting secondary air mass, cylinder bank 1
|-
|
FMSL2
|
Factor for correcting secondary
air mass, cylinder bank 2
|-
|
FMSLOFF
|
Clearing threshold of the secondary
air terminated
|-
|
FMSRHOL
|
Air density correction of the
secondary air mass
|-
|
FMSTMOT
|
Engine speed correction of the
secondary air mass
|-
|
IMLSLMN
|
Minimum ratio factor
psum_w/mlsu for switching on SLS
|-
|
IMLSLMX
|
Maximum ratio factor
psum_w/mlsu for switching on SLS
|-
|
IMLSLSA
|
Air mass integral threshold for
initiation of secondary air in exhaust
|-
|
IMLSLSE
|
Air mass integral threshold
for termination of secondary air in exhaust
|-
|
KFFMSML
|
Exhaust back-pressure
corrections of the secondary air mass
|-
|
MLSLMX
|
Maximum engine-air mass for secondary
air injection
|-
|
MSLUB
|
Secondary air mass dependent
on the battery voltage
|-
|
SY_BATTSG
|
System constant: twin battery
design
|-
|
SY_SGANZ
|
System constant: number of
ECUs
|-
|
SY_SLPANST
|
System constant: activation
of the secondary air pump with twin-ECU, 0 = master, 1 = slave, 2 = master
&amp; slave. Seperate
|-
|
SY SLPANZ
|
System constant for the
number of secondary air pumps
|-
|
SY_SLVANST
|
System constant: activation
of the secondary air valve with twin-ECU, 0 = master, 1 = slave, 2 = master
&amp; slave. Seperate
|-
|
SY_SLWG
|
System constant condition
flag: secondary air/turbo wastegate present
|-
|
SY_STERVK
|
System constant condition
flag: stereo lambda control before catalytic converter
|-
|
TASLSO
|
Upper air intake temperature
threshold for secondary air system
|-
|
TASLSU
|
Under air intake temperature
threshold for secondary air system
|-
|
TDDSLA
|
Continuous secondary air injection
for adaptation phase
|-
|
TDSLKT
|
Continuous short test secondary
air diagnose for mass measurement
|-
|
TFASLAMN
|
Minimum catalyst heating time
for test requirement in secondary air diagnostics
|-
|
TLMSSLAB
|
Debounce time for terminating
secondary air enrichment
|-
|
TLMSSLMX
|
Maximum time for secondary
air enrichment during idle
|-
|
TMFASLMN
|
Engine temperature threshold
test requirement for secondary air diagnostics
|-
|
TMSSLO
|
Upper start temperature
threshold for secondary air
|-
|
TMSSLSTO
|
Upper temperature threshold
for secondary air at start
|-
|
TMSSLSTU
|
Lower temperature threshold
for secondary air at start
|-
|
TMSSLU
|
Lower start temperature
threshold for secondary air
|-
|
TSLABB
|
Delay time for secondary air –
termination condition
|-
|
TSLPMN
|
Minimum duty cycle of the secondary
air pump
|-
|
TSLUBST
|
Debounce time for secondary
air on at start by UBSLSTMN
|-
|
TVDSLOFF
|
Time delay for closing secondary
air valve for adaptation/short journey
|-
|
TVSLP2
|
Time delay for control of the
no. 2 secondary air pump
|-
|
TVSLVOFF
|
Time delay on closing the secondary
air valve
|-
|
TVSLVON
|
Time delay on opening the secondary
air valve
|-
|
UBSLMN
|
Minimum voltage for secondary
air on
|-
|
UBSLMX
|
Maximum voltage for secondary
air on
|-
|
UBSLSTMN
|
Minimum voltage for secondary
air on at start
|-
|
VSLS
|
Vehicle speed threshold for
secondary air control on
|-
|
ZFLMSSL
|
Time constant: mixture part secondary
air
|-
|
ZKSLPOFF
|
Time constant: secondary air
fan off/low flow
|-
|
ZKSLPON
|
Time constant: secondary air
fan on/run-up
|-
|
ZKSLSOFML
|
Time constant: evacuation of
the secondary air after valve shut
|-
|
ZKSLSONML
|
Time constant: introduction
of secondary air after valve open
|-
|
Variable
|
Description
|-
|
B_ATMTPL
|
Condition flag: dew point
after catalyst exceeded (last journey)
|-
|
B_BATNOT
|
Condition flag: battery
emergency start with twin battery design
|-
|
B_BREMS
|
Condition flag: brake
operated
|-
|
B_DSLFA
|
Condition flag: secondary air
system requirement for short test
|-
|
B_DSLRESET
|
Condition flag: reset secondary
air adaptation/short test
|-
|
B_DSLSET
|
Condition flag: set secondary
air adaption/short test
|-
|
B_DSLSP4
|
Condition flag: secondary air
system requirement for secondary air adaption/additional diagnostics
|-
|
B_DSPE
|
Condition flag: diagnostic secondary
air on
|-
|
B_DWG
|
Condition flag: wastegate
diagnostics
|-
|
B_ESLPE_C
|
Condition flag: error secondary
air pump (output stage) sent via CAN
|-
|
B_ESLVE_C
|
Condition flag: error secondary
air valve (output stage) sent via CAN
|-
|
B_FA
|
Condition flag: general
functional requirement
|-
|
B_FASLA
|
Condition flag: external
request to activate secondary air system
|-
|
B_FASLS
|
Condition flag: function
requirement secondary air system
|-
|
B_FS
|
Condition flag: driving phase
|-
|
B_KH
|
Condition flag: catalyst
heating
|-
|
B_KHA
|
Condition flag: catalyst-heating
requirement
|-
|
B_KHAB
|
Condition flag:
catalyst-heating terminated
|-
|
B_KUPPL
|
Condition flag: clutch
actuated
|-
|
B_LL
|
Condition flag: idle
|-
|
B_LMSSLOF
|
Condition flag:
lambda-engine-set point-secondary air part, off
|-
|
B_MASTERHW
|
Condition flag: master-ECU in
accordance coding pins (plausibility check)
|-
|
B_MSLMN
|
Condition flag: insufficient secondary
air mass
|-
|
B_MSLOFF
|
Condition flag: secondary air
mass ausgeräumt after secondary air phase
|-
|
B_MSLON
|
Condition flag: steady-state
secondary air mass after start of the secondary air
|-
|
B_NMOT
|
Condition flag: engine speed
&gt; NMIN
|-
|
B_SLDSL4
|
Condition flag: enabling secondary
air for diagnostics phase 4
|-
|
B_SLKHOF
|
Condition flag: switching off
the secondary air pump via imlpr-threshold
|-
|
B_SLKT
|
Condition flag: enabling secondary
air for short test
|-
|
B_SLP
|
Condition flag: secondary air
pump No. 1
|-
|
B_SLP2
|
Condition flag: secondary air
pump No. 2
|-
|
B_SLPANST
|
Condition flag: for
evaluation of the output stage error in secondary air control function
|-
|
B_SLPENA
|
Condition flag: switching on
the secondary air pump
|-
|
B_SLPMN
|
Condition flag: minimum
operating time of the secondary air pump
|-
|
B_SLPOFF
|
Condition flag: secondary air
pump switched off
|-
|
B_SLPOFST
|
Condition flag for setting
flip-flop B_slpoff
|-
|
B_SLPT
|
Condition flag for secondary
air pump, temporary intermediate size
|-
|
B_SLP_C
|
Condition flag for secondary
air pump, sent via CAN
|-
|
B_SLS
|
Condition flag: secondary air
active
|-
|
B_SLSADAP
|
Condition flag: secondary air
mass adaptation
|-
|
B_SLSDIS
|
Condition flag for switching
off the secondary air pump
|-
|
B_SLSERR
|
Condition flag for blocking activation
of the secondary air pump
|-
|
B_SLSFZ
|
Condition flag: secondary air
system installed in the vehicle
|-
|
B_SLSINHI
|
Condition flag: blocked by
setting bit B_sls
|-
|
B_SLSOAB
|
Condition flag: secondary air
system without implementing the termination criterion
|-
|
B_SLSOFF
|
Condition flag: secondary air
injection terminated after elimination of the secondary air
|-
|
B_SLST
|
Condition flag: secondary air
active, temporary intermediate size
|-
|
B_SLS_C
|
Condition flag: secondary air
active sent via CAN
|-
|
B_SLV
|
Condition flag for secondary
air valve
|-
|
B_SLVANST
|
Condition flag for
determining the output stage error in the secondary air control module
|-
|
B_ST
|
Condition flag: start
|-
|
B_STEND
|
Condition flag: end of start
conditions reached
|-
|
DFP_SLPE
|
Internal error path number: secondary
air pump output stage
|-
|
DFP_SLS
|
Internal error path number: secondary
air system (cylinder bank 1)
|-
|
DFP_SLS2
|
Internal error path number: secondary
air system (cylinder bank 2)
|-
|
DFP SLVE
|
Internal error path number: secondary
air valve output stage
|-
|
E_SLPE
|
Error flag: secondary air pump
(output stage)
|-
|
E_SLVE
|
Error flag: secondary air valve
(output stage)
|-
|
FLAMSL_W
|
Factor for lambda adjustment through
secondary air (cylinder bank 1)
|-
|
FLAMSL2_W
|
Factor for lambda adjustment
through secondary air, (cylinder bank 2)
|-
|
FLMSSL
|
Factor lambda-engine-set
point secondary air part
|-
|
FMSAGD
|
Exhaust gas back-pressure correction
factor for the secondary air mass
|-
|
FMSLA
|
Correction factor secondary
air mass adaptive (cylinder bank 1)
|-
|
FMSLA2
|
Correction factor secondary
air mass adaptive (cylinder bank 2)
|-
|
FMSLDYN
|
Factor for dynamic
specification of secondary air
|-
|
FMSLKOR
|
Factor to correct the
secondary air mass
|-
|
FMSLRHO
|
Air density correction of the
secondary air mass
|-
|
FMSLTM
|
Engine temperature correction
of the secondary air mass
|-
|
FRHOKOR_W
|
Factor to address the air
density correction of the secondary air
|-
|
FSLPDYN
|
Factor for dynamic
specification of the secondary air pump
|-
|
IMLPR
|
Relative air mass integral
during catalyst heating
|-
|
IMLSLA_W
|
Air mass integral for introducing
the secondary air
|-
|
IMLSLE_W
|
Air mass integral for end of secondary
air in exhaust
|-
|
MLBB_W
|
Air mass flow filtered
(word), cylinder bank 1
|-
|
MLBB2_W
|
Air mass flow filtered
(word), cylinder bank 2
|-
|
ML_W
|
Air mass flow filtered (word)
|-
|
MSL
|
Secondary air mass flow
(cylinder bank 1)
|-
|
MSL2
|
Secondary air mass (cylinder
bank 2)
|-
|
MSL2_W
|
Secondary air mass (cylinder
bank 2) 16-Bit value
|-
|
MSLKORR_W
|
Corrected secondary air mass
flow with consideration of pump dynamics (bank 1)
|-
|
MSLPUB_W
|
Secondary air mass flow
(battery voltage dependent) 16-Bit
|-
|
MSLSTAT
|
Static secondary air mass
flow
|-
|
MSLSTAT_W
|
Static secondary air mass
flow, 16-Bit
|-
|
MSL_W
|
Secondary air mass flow
16-Bit value
|-
|
NMOT
|
Engine speed
|-
|
PS_W
|
Intake absolute pressure (word)
|-
|
PU
|
Ambient pressure
|-
|
RL
|
Relative air charge
|-
|
TANS
|
Ambient air temperature
|-
|
TMOT
|
Engine temperature
|-
|
TMST
|
Engine start temperature
|-
|
TNST_W
|
Time after end of start
|-
|
UBSQF_W
|
System voltage, converted
into standard quantization and filtered
|-
|
VERHMSB_W
|
Number of the
cylinder-specific mass flow distribution factor for cylinder bank 1
|-
|
VERHMSB2_W
|
Number of the
cylinder-specific mass flow distribution factor for cylinder bank 2
|-
|
VFZG
|
Vehicle speed
|-
|
Z_SLS
|
Cycle flag: secondary
air-system (cylinder bank 1)
|-
|
Z_SLS2
|
Cycle flag: secondary
air-system (cylinder bank 2)
|}</rev>
</revisions>
</page>
<page pageid="29" ns="0" title="Setpoint for air mass from the desired torque (MDFUE)">
<revisions>
<rev contentformat="text/x-wiki" contentmodel="wikitext" xml:space="preserve">''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]]</rev>
</revisions>
</page>
</pages>
</query>
</api>