Difference between revisions of "ATM 33.50 (Exhaust Gas Temperature Model)"

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−
See the ''funktionsrahmen'' for the following diagrams:
+
Refer to the ''funktionsrahmen'' for the following diagrams:
  
−
zwgru-zwgru
+
atm-main
  
−
zwgru-zw-nws Sub-function ZW_NWS: Provision for binary or
+
atm-atm-b1 Exhaust gas temperature model (cylinder
−
continously variable camshaft control
+
bank 1) overview
  
−
zwgru-dzw-nws Sub-function DZW_NWS: Provision for binary or
+
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
−
continously variable camshaft control (delta-ignition angle)
+
  
−
<u>ZWGRU 23.110 Function Description</u>
+
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)
 +
 
 +
<u>ATM 33.50 (Exhaust Gas
 +
Temperature Model) Function Description</u>
 +
 
 +
 
 +
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
 
The
−
fundamental ignition angle is provided by the map KFZW. The sub-function ZW_NWS
+
catalyst temperature (exothermic) is corrected for
−
describes the provision for any necessary camshaft timing (NWS). For binary
+
 
−
camshaft control, the factor fnwue switches seamlessly between the maps KFZW
+
−
and KFZW2. In the case of continuously variable camshaft control which depends
+
Temperature increase with the
−
on the camshaft overlap angle wnwue, an ignition angle correction DZWNWSUE
+
characteristic KATMEXML or KATMIEXML as a function of air mass
−
added to KFZW. The currently valid camshaft control version is defined by the
+
 
−
system constant SY_NWS in the software generation:
+
 +
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 &lt;TABGMEX or B_sa = 1
  
 
    
 
    
−
SY_NWS
+
Different
−
= 0: no camshaft control
+
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:
  
 
   
 
   
−
SY_NWS
+
Using a PT1 filter (filter time constant ZATMAML) the
−
= 1: binary camshaft control
+
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.
  
 
   
 
   
−
SY_NWS
+
The exhaust gas temperature and inlet manifold wall
−
= 2: continuously variable NWS
+
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 &#8203;&#8203;for
 +
the exhaust and catalyst temperature at engine start can be calculated from the
 +
temperatures at switch-off and delay times. The starting values
 +
&#8203;&#8203;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 &#8203;&#8203;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.
  
 
   
 
   
−
SY_NWS
+
For
−
&gt; 2: not
+
test condition (B_faatm = 1), the initial temperatures are given by the constants TASTBFA and TKSTBFA.
−
defined.
+
  
 
    
 
    
 +
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 ´ C<sub>p</sub>) 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
 +
C<sub>p</sub> (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 &#8203;&#8203;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
 +
´
 +
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 &gt; 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.
 +
 +
 
 +
<u>ATM 33.50 Application Notes</u>
 +
 +
 
 +
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 &#8203;&#8203;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
 
The
−
software is translated conditionally, i.e. only one variant is available in the
+
catalyst operating temperature will not be not reached during prolonged idling,
−
EPROM. SY_NWS is not in the EPROM and cannot be applied. The same additive
+
so the exhaust gas temperature can be raised by the catalyst warming function.
−
ignition angle correction is performed as when calculating the optimum ignition
+
 
−
angle (see %MDBAS), i.e. exhaust gas recirculation and lambda dependence are
+
−
considered. The temperature dependence is considered in a separate function (%ZWWL).
+
-
−
The result is the ignition angle for cylinder bank 1 (zwref) which is also the
+
KFATMZW
−
reference for cylinder bank 2. For cylinder bank 2, the ignition angle offset
+
 
−
dzwb2 is added to the ignition angle.
+
 +
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 &#8203;&#8203;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.
  
 
    
 
    
−
<u>ZWGRU 23.110 Application Notes</u>
+
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
 +
&quot;air mass jumps&quot; 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
 
The
−
maps KFZW and KFZW2 are applied when the
+
exothermic temperature is a function of air mass flow (warming by realizing
−
engine is warm for the respective camshaft control position, exhaust gas
+
emissions, reducing warming via a larger air mass). First KATMEXML applies,
−
recirculation is inactive and lambda = 1. If the engine does not knock, the
+
then KLATMZWE, KLATMLAE.
−
optimal ignition angle is input. For engine knock, the knock limit is input.
+
 
 +
 +
- KLATMZWE
 +
 
 +
 +
When ignition angle retardation increases the
 +
temperature before the catalyst, the catalyst temperature drops.
 +
 
 +
 +
- KLATMLAE
 +
 
 +
 +
For
 +
lambda &lt; 1 (richer), the air mass is lacking to improve emissions so the
 +
catalyst temperature decreases.
 +
 
 +
 +
- TABGMEX
 +
 
 +
 +
If
 +
the temperature before the catalyst tabgm &lt; TABGMEX (catalyst switch-off
 +
temperature) then the temperature correction = TKATMOE.
 +
 
 +
 +
- TKATMOE
 +
 
 +
 +
Temperature
 +
correction during boost or through tabgm&gt; 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. 2<sup>16</sup>-1). The ECU delay
 +
requirement for the time TNLATM when engine speed &gt; TNLATMTM &amp; tumg (tatu)
 +
&gt; TNLATMTU.
 +
 
 +
 
 +
8.
 +
For blocks KR_STAT and KR_DYN as appropriate, the descriptions in points 3 and
 +
4 shall apply.
 +
 
 +
 
 +
<u>Typical
 +
Values:</u>
 +
 
 +
 
 +
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 &#8203;&#8203;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: &#8203;&#8203;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 &#8203;&#8203;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"
 
{| border="1"
 
|-
 
|-
Line 72: Line 2,096:
 
|-
 
|-
 
|  
 
|  
−
CNOKT
+
ATMTAKR
  
 
   
 
   
 
|  
 
|  
−
Codeword for lower octane fuel
+
Correction
 +
for the manifold temperature
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
CWZWBANK
+
ATMTANS
  
 
   
 
   
 
|  
 
|  
−
Codeword for enabling cylinder-specific ignition
+
Temperature
−
angle offsets
+
correction for the exhaust gas temperature model
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
DZWNWSUE
+
DTUMTAT
  
 
   
 
   
 
|  
 
|  
−
Delta ignition angle depending on camshaft overlap
+
Offset:
−
angle
+
intake air temperature ® ambient temperature
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
KFDWSZ
+
FATMRML
  
 
   
 
   
 
|  
 
|  
−
Delta ignition angle for cylinder bank 1-specific
+
Factor
−
ignition advance; through camshaft control
+
for the difference between exhaust gas &amp; exhaust pipe wall temperature
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
KFDWSZ2
+
FATMRML2
  
 
   
 
   
 
|  
 
|  
−
Delta ignition angle for cylinder bank 2-specific
+
Factor
−
ignition advance; through camshaft control
+
for the difference between exhaust gas &amp; exhaust pipe wall temperature, cylinder
 +
bank 2
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
KFDZK
+
FATRKRML
  
 
   
 
   
 
|  
 
|  
−
Delta ignition angle during knock
+
Factor
 +
for the difference between exhaust gas &amp; wall temperature in the manifold
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
KFDZWKG
+
FATRKRML2
  
 
   
 
   
 
|  
 
|  
−
Ignition angle correction by moving the knock limit
+
Factor
 +
for the difference between exhaust gas &amp; wall temperature in the manifold,
 +
cylinder bank 2
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
KFSWKFZK
+
FWMABGW
  
 
   
 
   
 
|  
 
|  
−
Ignition angle retardation threshold for switching
+
Factor
−
between ignition angle maps
+
for heat quantity during repeated starts for pre-cat exhaust gas dew points
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
KFZW
+
FWMABGW2
  
 
   
 
   
 
|  
 
|  
−
Ignition angle map
+
Factor
 +
for heat quantity during repeated starts for pre-cat exhaust gas dew points,
 +
cylinder bank 2
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
KFZW2
+
FWMKATW
  
 
   
 
   
 
|  
 
|  
−
Ignition angle map, variant 2
+
Factor
 +
for heat quantities during repeated starts for dew points after main catalyst
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
TMZIZWV
+
FWMKATW2
  
 
   
 
   
 
|  
 
|  
−
Engine temperature threshold for enabling
+
Factor
−
cylinder-specific ignition angle adjustment
+
for heat quantities during repeated starts for dew points after main catalyst,
 +
cylinder bank 2
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
TSWKR
+
IMTUMTAT
  
 
   
 
   
 
|  
 
|  
−
Time lag for summing ignition angle retardation
+
Integration
−
queries
+
threshold air mass for determining ambient temperature from TANS
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
VZIZWV
+
KATMEXML
  
 
   
 
   
 
|  
 
|  
−
Vehicle speed threshold for disabling
+
Exothermic
−
cylinder-specific ignition angle adjustment
+
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 &gt; threshold ECU delay requirement B_nlatm = 1
 +
 
 +
 +
|-
 +
|
 +
TNLATMTU
 +
 
 +
 +
|
 +
When
 +
tumg (tatu – ATM) &gt; 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
  
 
   
 
   
Line 206: Line 3,159:
 
|-
 
|-
 
|  
 
|  
−
B_KFZK
+
B_ATMLL
  
 
   
 
   
 
|  
 
|  
−
Condition flag for anti-knock map
+
Condition
 +
for time constant during cooling at idle
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
B_KRDWS
+
B_ATMLL2
  
 
   
 
   
 
|  
 
|  
−
Condition flag for knock control safety retardation
+
Condition
 +
for time constant during cooling at idle
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
B_NOZWE
+
B_ATMST
  
 
   
 
   
 
|  
 
|  
−
Condition flag for no ignition angle intervention on
+
Condition
−
the engine torque structure
+
for tabgmst, tkatmst initial value calculation
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
C_INI
+
B_ATMST2
  
 
   
 
   
 
|  
 
|  
−
Condition flag for intialising ECU
+
Condition
 +
for tabgmst, tkatmst calculation, cylinder bank 2
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
DZWB2
+
B_ATMTPA
  
 
   
 
   
 
|  
 
|  
−
Ignition angle offset for cylinder bank 2
+
Condition:
 +
dew point before catalyst exceeded
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
DZWBANK
+
B_ATMTPA2
  
 
   
 
   
 
|  
 
|  
−
Cylinder-bank specific ignition angle offset
+
Condition:
 +
dew point 2 before catalyst exceeded
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
DZWKG
+
B_ATMTPF
  
 
   
 
   
 
|  
 
|  
−
Delta ignition angle for moving the knock limit
+
Condition:
 +
dew point before catalyst exceeded (last trip)
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
DZWOAG
+
B_ATMTPF2
  
 
   
 
   
 
|  
 
|  
−
Exhaust gas recirculation rate-dependent ignition
+
Condition:
−
angle correction of the optimum ignition angle
+
dew point before catalyst exceeded (last trip) cylinder bank 2
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
DZWOL
+
B_ATMTPK
  
 
   
 
   
 
|  
 
|  
−
Lambda-dependent ignition angle correction of the
+
Condition:
−
optimum ignition angle
+
dew point after catalyst exceeded
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
DZWZK
+
B_ATMTPK2
  
 
   
 
   
 
|  
 
|  
−
Delta ignition angle during knock
+
Condition:
 +
dew point 2 after catalyst exceeded
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
FNWUE
+
B_ATMTPL
  
 
   
 
   
 
|  
 
|  
−
Weighting factor for ignition angle overlap (inlet)
+
Condition: dew point after catalyst exceeded (last trip)
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
LAMBAS
+
B_ATMTPL2
  
 
   
 
   
 
|  
 
|  
−
Basic lambda
+
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)
  
 
   
 
   
Line 326: Line 3,561:
 
|-
 
|-
 
|  
 
|  
−
NMOT W
+
RL
  
 
   
 
   
 
|  
 
|  
−
Engine speed (Word)
+
Relative cylinder charge
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
RL_W
+
TABGKRM2_W
  
 
   
 
   
 
|  
 
|  
−
Relative cylinder charge (Word)
+
Exhaust gas temperature in manifold from the
 +
model, cylinder bank 2
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
SY_NWS
+
TABGKRM_W
  
 
   
 
   
 
|  
 
|  
−
System constant for camshaft control: none, binary
+
Exhaust gas temperature in manifold from the
−
(on/off) or continuously variable
+
model
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
SY_ZIZWV
+
TABGM
  
 
   
 
   
 
|  
 
|  
−
''Text must be provided by Mrs
+
Exhaust gas temperature before catalyst from
−
Sauer''
+
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)
  
 
   
 
   
Line 373: Line 4,043:
 
|-
 
|-
 
|  
 
|  
−
VFZG
+
TMST
  
 
   
 
   
 
|  
 
|  
−
Vehicle speed
+
Engine start temperature
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
WKRMA
+
TUMG
 +
 
 +
 +
|
 +
Ambient
 +
temperature
 +
 
 +
 +
|-
 +
|
 +
VFZG
  
 
   
 
   
 
|  
 
|  
−
Average of the ignition angle retardation during
+
Vehicle
−
knock control, general (in limp mode with safety)
+
speed
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
WNWUE
+
ZWMATM
  
 
   
 
   
 
|  
 
|  
−
Camshaft overlap angle
+
Counter
 +
for repeated starts and factor for heat quantity threshold
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
ZWGRU
+
ZWMATM2
  
 
   
 
   
 
|  
 
|  
−
Fundamental ignition angle
+
Counter
 +
for repeated starts and factor for heat quantity threshold, cylinder bank 2
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
ZWNWS
+
ZWMATMF
  
 
   
 
   
 
|  
 
|  
−
Fundamental ignition angle taking camshaft control
+
Counter
−
into consideration
+
for repeated starts and factor for heat quantity threshold upstream
  
 
   
 
   
 
|-
 
|-
 
|  
 
|  
−
ZZYLZUE
+
ZWMATMF2
  
 
   
 
   
 
|  
 
|  
−
ECU cylinder counter for ignition calculation
+
Counter
 +
for repeated starts and factor for heat quantity threshold upstream, cylinder
 +
bank 2
  
 
   
 
   
 
|}
 
|}

Revision as of 10:04, 11 September 2011

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 ´ 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


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


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


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


-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


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


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!


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


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