Difference between revisions of "FUEDK 21.90 (Cylinder Charge Control, Calculating Target Throttle Angle)"
From Nefmoto
(Created page with "See the ''funktionsrahmen'' for the following diagrams: fuedk-fuedk FUEDK overview fuedk-brlpssol BRLPSSOL: target intake manifold pressure fuedk-umpspi UMPSPI: calculatio...") |
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Line 1: | Line 1: | ||
See the ''funktionsrahmen'' for the following diagrams: | See the ''funktionsrahmen'' for the following diagrams: | ||
− | fuedk-fuedk FUEDK | + | fuedk-fuedk FUEDK overview |
− | overview | + | |
− | + | ||
− | fuedk-brlpssol BRLPSSOL: | + | fuedk-brlpssol BRLPSSOL: target intake manifold pressure |
− | target intake manifold pressure | + | |
− | + | ||
− | fuedk-umpspi UMPSPI: | + | fuedk-umpspi UMPSPI: calculation of reference pressure upstream of the throttle |
− | calculation of reference pressure upstream of the throttle | + | |
− | + | ||
− | fuedk-bmldkns BMLDKNS: | + | fuedk-bmldkns BMLDKNS: normalised target air mass flow at throttle |
− | normalised target air mass flow at throttle | + | |
− | + | ||
− | fuedk-bwdksgv BWDKSGV: | + | fuedk-bwdksgv BWDKSGV: target throttle angle |
− | target throttle angle | + | |
− | + | ||
fuedk-filter FILTER: median-filter | fuedk-filter FILTER: median-filter | ||
− | |||
− | fuedk-wdksugdt WDKSUGDT: | + | fuedk-wdksugdt WDKSUGDT: difference of target throttle angle compared to 95% charge (turbocharged engine) |
− | difference of target throttle angle compared to 95% charge (turbocharged engine) | + | |
− | + | ||
− | fuedk-wdksugds WDKSUGDS: difference of target throttle | + | fuedk-wdksugds WDKSUGDS: difference of target throttle angle compared to 95% charge (normally-aspirated engine) |
− | angle compared to 95% charge (normally-aspirated engine) | + | |
− | + | ||
− | fuedk-wdksgv WDKSGV: | + | fuedk-wdksgv WDKSGV: throttle angle |
− | throttle angle | + | |
− | + | ||
− | fuedk-bde-wdksgv WDKSGV: petrol direct injection throttle | + | fuedk-bde-wdksgv WDKSGV: petrol direct injection throttle angle |
− | angle | + | |
− | + | ||
− | fuedk-wdkappl WDKAPPL: | + | fuedk-wdkappl WDKAPPL: calibration interface |
− | calibration interface | + | |
− | + | ||
− | fuedk-nachlauf NACHLAUF: | + | fuedk-nachlauf NACHLAUF: calculation of target throttle angle when SKl15 = off |
− | calculation of target throttle angle when SKl15 = off | + | |
− | + | ||
− | fuedk-init INIT: | + | fuedk-init INIT: initialization of function |
− | initialization of function | + | |
− | + | ||
<u>ction Description</u> | <u>ction Description</u> | ||
Line 455: | Line 430: | ||
|- | |- | ||
| | | | ||
− | wped_w/% | + | wped_w/% |
− | + | ||
− | + | ||
| | | | ||
1.5 | 1.5 | ||
− | |||
− | |||
| | | | ||
6.25 | 6.25 | ||
− | |||
− | |||
| | | | ||
11.0 | 11.0 | ||
− | |||
− | |||
| | | | ||
15.63 | 15.63 | ||
− | |||
− | |||
| | | | ||
23.43 | 23.43 | ||
− | |||
− | |||
| | | | ||
31.25 | 31.25 | ||
− | |||
− | |||
| | | | ||
39.0 | 39.0 | ||
− | |||
− | |||
| | | | ||
46.87 | 46.87 | ||
− | |||
− | |||
| | | | ||
54.69 | 54.69 | ||
− | |||
− | |||
| | | | ||
62.5 | 62.5 | ||
− | |||
− | |||
| | | | ||
70.3 | 70.3 | ||
− | |||
− | |||
| | | | ||
78.13 | 78.13 | ||
− | |||
− | |||
| | | | ||
82.86 | 82.86 | ||
− | |||
− | |||
| | | | ||
85.94 | 85.94 | ||
− | |||
− | |||
| | | | ||
89.84 | 89.84 | ||
− | |||
− | |||
| | | | ||
93.75 | 93.75 | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
wdksv_w/% | wdksv_w/% | ||
− | |||
− | |||
| | | | ||
1.7 | 1.7 | ||
− | |||
− | |||
| | | | ||
7.1 | 7.1 | ||
− | |||
− | |||
| | | | ||
11.16 | 11.16 | ||
− | |||
− | |||
| | | | ||
15.25 | 15.25 | ||
− | |||
− | |||
| | | | ||
20.0 | 20.0 | ||
− | |||
− | |||
| | | | ||
31.0 | 31.0 | ||
− | |||
− | |||
| | | | ||
39.0 | 39.0 | ||
− | |||
− | |||
| | | | ||
47.0 | 47.0 | ||
− | |||
− | |||
| | | | ||
55.0 | 55.0 | ||
− | |||
− | |||
| | | | ||
62.0 | 62.0 | ||
− | |||
− | |||
| | | | ||
70.0 | 70.0 | ||
− | |||
− | |||
| | | | ||
78.0 | 78.0 | ||
− | |||
− | |||
| | | | ||
82.0 | 82.0 | ||
− | |||
− | |||
| | | | ||
86.0 | 86.0 | ||
− | |||
− | |||
| | | | ||
90.0 | 90.0 | ||
− | |||
− | |||
| | | | ||
99.9 | 99.9 | ||
− | |||
− | |||
|} | |} | ||
WDKSAPP 2% | WDKSAPP 2% | ||
− | |||
TWDKSV: | TWDKSV: | ||
Line 602: | Line 508: | ||
| | | | ||
pspvmin_w | pspvmin_w | ||
− | |||
− | |||
| | | | ||
0.990 | 0.990 | ||
− | |||
− | |||
| | | | ||
0.992 | 0.992 | ||
− | |||
− | |||
| | | | ||
0.996 | 0.996 | ||
− | |||
− | |||
| | | | ||
0.998 | 0.998 | ||
− | |||
− | |||
| | | | ||
1.00 | 1.00 | ||
− | |||
− | |||
| | | | ||
1.02 | 1.02 | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
| | | | ||
0.01 | 0.01 | ||
− | |||
− | |||
| | | | ||
0.10 | 0.10 | ||
− | |||
− | |||
| | | | ||
0.15 | 0.15 | ||
− | |||
− | |||
| | | | ||
0.20 | 0.20 | ||
− | |||
− | |||
| | | | ||
0.25 | 0.25 | ||
− | |||
− | |||
| | | | ||
0.0 | 0.0 | ||
− | |||
− | |||
|} | |} | ||
NMOTCVWDK = 2000 rpm | NMOTCVWDK = 2000 rpm | ||
Line 776: | Line 656: | ||
| | | | ||
lditv w | lditv w | ||
− | |||
− | |||
| | | | ||
3 | 3 | ||
− | |||
− | |||
| | | | ||
6 | 6 | ||
− | |||
− | |||
| | | | ||
10 | 10 | ||
− | |||
− | |||
| | | | ||
20 | 20 | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
Value | Value | ||
− | |||
− | |||
| | | | ||
0.999 | 0.999 | ||
− | |||
− | |||
| | | | ||
0.8 | 0.8 | ||
− | |||
− | |||
| | | | ||
0.2 | 0.2 | ||
− | |||
− | |||
| | | | ||
0 | 0 | ||
− | |||
− | |||
|} | |} | ||
ZPVDKR | ZPVDKR | ||
Line 822: | Line 682: | ||
|- | |- | ||
| | | | ||
− | + | Sample points: psspu w | |
− | + | ||
− | + | ||
| | | | ||
0.9 | 0.9 | ||
− | |||
− | |||
| | | | ||
1.0 | 1.0 | ||
− | |||
− | |||
| | | | ||
1.1 | 1.1 | ||
− | |||
− | |||
| | | | ||
1.2 | 1.2 | ||
− | |||
− | |||
| | | | ||
1.3 | 1.3 | ||
− | |||
− | |||
| | | | ||
1.4 | 1.4 | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
Value/seconds | Value/seconds | ||
− | |||
− | |||
| | | | ||
0 | 0 | ||
− | |||
− | |||
| | | | ||
0 | 0 | ||
− | |||
− | |||
| | | | ||
0 | 0 | ||
− | |||
− | |||
| | | | ||
2 | 2 | ||
− | |||
− | |||
| | | | ||
2 | 2 | ||
− | |||
− | |||
| | | | ||
0 | 0 | ||
− | |||
− | |||
|} | |} | ||
DPUPS: ³ 250 mbar | DPUPS: ³ 250 mbar | ||
Line 915: | Line 747: | ||
throttle should be opened to wdkugd, when the throttle angle from the torque | throttle should be opened to wdkugd, when the throttle angle from the torque | ||
structure is equal to wdkugd - DWDKUGD (tolerance) | structure is equal to wdkugd - DWDKUGD (tolerance) | ||
− | |||
− | WDKSHYS = 2% | + | WDKSHYS = 2% |
− | + | ||
− | + | ||
{| border="1" | {| border="1" | ||
|- | |- | ||
| | | | ||
Parameter | Parameter | ||
− | |||
− | |||
| | | | ||
Description | Description | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
CWFUEDK | CWFUEDK | ||
− | |||
− | |||
| | | | ||
Codeword FUEDK | Codeword FUEDK | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
CWRLAPPL | CWRLAPPL | ||
− | |||
− | |||
| | | | ||
Codeword default rlsol_w during application phase | Codeword default rlsol_w during application phase | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
DPUPS | DPUPS | ||
− | |||
− | |||
| | | | ||
Pressure difference for changeover of reference pressure to the throttle | Pressure difference for changeover of reference pressure to the throttle | ||
plate | plate | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
DRLSOLMF | DRLSOLMF | ||
− | |||
− | |||
| | | | ||
Threshold delta rlsol for median filter | Threshold delta rlsol for median filter | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
DWDKUGD | DWDKUGD | ||
− | |||
− | |||
| | | | ||
Delta to unrestricted throttle angle (tolerance) | Delta to unrestricted throttle angle (tolerance) | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
EVTMODMNDK | EVTMODMNDK | ||
− | |||
− | |||
| | | | ||
No minimum temperature for the offset is added to throttle plate | No minimum temperature for the offset is added to throttle plate | ||
characteristic at engine speed = 0 | characteristic at engine speed = 0 | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
FMIUGDS | FMIUGDS | ||
− | |||
− | |||
| | | | ||
Factor maximum torque for unrestricted operation | Factor maximum torque for unrestricted operation | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
FPWDKAPP | FPWDKAPP | ||
− | |||
− | |||
| | | | ||
Throttle plate characteristic dependent von throttle pedal only for the | Throttle plate characteristic dependent von throttle pedal only for the | ||
applications phase | applications phase | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
FUEPMLD | FUEPMLD | ||
− | |||
− | |||
| | | | ||
Factor for smooth transition of averge pressure (reference pressure) for | Factor for smooth transition of averge pressure (reference pressure) for | ||
turbo | turbo | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
KFWDKMSN | KFWDKMSN | ||
− | |||
− | |||
| | | | ||
Map for target throttle plate angle | Map for target throttle plate angle | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
KFWDKSMX | KFWDKSMX | ||
− | |||
− | |||
| | | | ||
Maximum target throttle plate angle | Maximum target throttle plate angle | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
KLAF | KLAF | ||
− | |||
− | |||
| | | | ||
Air discharge characteristic | Air discharge characteristic | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
KLDPDK | KLDPDK | ||
− | |||
− | |||
| | | | ||
Characteristic for pressure drop across throttle plate | Characteristic for pressure drop across throttle plate | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
KUMSRL | KUMSRL | ||
− | |||
− | |||
| | | | ||
Conversion constant for mass flow in relative air charge | Conversion constant for mass flow in relative air charge | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
MRFABUMX | MRFABUMX | ||
− | |||
− | |||
| | | | ||
Maximum driver-target threshold for linear pedal travel in the unrestricted | Maximum driver-target threshold for linear pedal travel in the unrestricted | ||
throttle range | throttle range | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
MRFARUGDN | MRFARUGDN | ||
− | |||
− | |||
| | | | ||
Reset | Reset | ||
threshold for linear pedal travel in the unrestricted throttle range | threshold for linear pedal travel in the unrestricted throttle range | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
NMOTCVWDK | NMOTCVWDK | ||
− | |||
− | |||
| | | | ||
Maximum speed that is still allowed at the throttle plate angle specified | Maximum speed that is still allowed at the throttle plate angle specified | ||
by the tester | by the tester | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
NRLMN | NRLMN | ||
− | |||
− | |||
| | | | ||
Minimum speed for calculating umsrln | Minimum speed for calculating umsrln | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
NRLMNLLR | NRLMNLLR | ||
− | |||
− | |||
| | | | ||
Minimum speed for calculating umsrln during idle | Minimum speed for calculating umsrln during idle | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
PLSOLAP | PLSOLAP | ||
− | |||
− | |||
| | | | ||
Application value for target boost pressure | Application value for target boost pressure | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
PSPVDKUG | PSPVDKUG | ||
− | |||
− | |||
| | | | ||
Ratio pspvdk unrestricted | Ratio pspvdk unrestricted | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
SNM12FEUB | SNM12FEUB | ||
− | |||
− | |||
| | | | ||
Sample point distribution for WDKSMX, WDKUGDN | Sample point distribution for WDKSMX, WDKUGDN | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
SY_AGR | SY_AGR | ||
− | |||
− | |||
| | | | ||
System constant: exhaust gas recirculation present | System constant: exhaust gas recirculation present | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
SY_BDE | SY_BDE | ||
− | |||
− | |||
| | | | ||
System constant: Petrol Direct Injection | System constant: Petrol Direct Injection | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
SY_CVT | SY_CVT | ||
− | |||
− | |||
| | | | ||
System constant: CVT-transmission present | System constant: CVT-transmission present | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
SY RLAPP | SY RLAPP | ||
− | |||
− | |||
| | | | ||
rlsol-control in applications phase possible | rlsol-control in applications phase possible | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
SY_TURBO | SY_TURBO | ||
− | |||
− | |||
| | | | ||
System constant: Turbocharger | System constant: Turbocharger | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
SY_TWDKS | SY_TWDKS | ||
− | |||
− | |||
| | | | ||
System constant: Default target throttle angle adjustment via the tester | System constant: Default target throttle angle adjustment via the tester | ||
possible | possible | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
SY_UBR | SY_UBR | ||
− | |||
− | |||
| | | | ||
System constant: Voltage after main relay ubr exists | System constant: Voltage after main relay ubr exists | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
SY_VS | SY_VS | ||
− | |||
− | |||
| | | | ||
System constant: camshaft control: none, binary (on/off) | System constant: camshaft control: none, binary (on/off) | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
TFWDKSOF | TFWDKSOF | ||
− | |||
− | |||
| | | | ||
Time for target throttle plate filtering | Time for target throttle plate filtering | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
TWDKSV | TWDKSV | ||
− | |||
− | |||
| | | | ||
Time constant for target throttle plate angle filtering | Time constant for target throttle plate angle filtering | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
VPSSPLSWDK | VPSSPLSWDK | ||
− | |||
− | |||
| | | | ||
Pressure ratio to enable the throttle crossover when throttle angle > unfiltered | Pressure ratio to enable the throttle crossover when throttle angle > unfiltered | ||
throttle angle threshold | throttle angle threshold | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
WDKSAPP | WDKSAPP | ||
− | |||
− | |||
| | | | ||
Target throttle plate angle for application purposes | Target throttle plate angle for application purposes | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
WDKSHYS | WDKSHYS | ||
− | |||
− | |||
| | | | ||
Throttle plate hysteresis threshold for activating/deactivating crossover | Throttle plate hysteresis threshold for activating/deactivating crossover | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
WDKSOFS | WDKSOFS | ||
− | |||
− | |||
| | | | ||
Offset applied to target throttle angle at low temperature | Offset applied to target throttle angle at low temperature | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
ZKPSFIL | ZKPSFIL | ||
− | |||
− | |||
| | | | ||
Time constant for filtering intake manifold pressure for KLAF calculation | Time constant for filtering intake manifold pressure for KLAF calculation | ||
in FUEDK | in FUEDK | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
ZPVDKR | ZPVDKR | ||
− | |||
− | |||
| | | | ||
Time constant for pvdkr-filtering | Time constant for pvdkr-filtering | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
Variable | Variable | ||
− | |||
− | |||
| | | | ||
Description | Description | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
B_CWDK | B_CWDK | ||
− | |||
− | |||
| | | | ||
Actuator test DCPIDCM | Actuator test DCPIDCM | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
B_DWDKSUS | B_DWDKSUS | ||
− | |||
− | |||
| | | | ||
Delta target throttle plate angle from the start of the unrestricted range | Delta target throttle plate angle from the start of the unrestricted range | ||
(normally-aspirated engine) active | (normally-aspirated engine) active | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
B_EAGRNWS | B_EAGRNWS | ||
− | |||
− | |||
| | | | ||
Condition: Error in exhaust gas recirculation or camshaft ® exhaust gas recirculation-cylinder charge for | Condition: Error in exhaust gas recirculation or camshaft ® exhaust gas recirculation-cylinder charge for | ||
switching to the actual value | switching to the actual value | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
B_FKMSDKS | B_FKMSDKS | ||
− | |||
− | |||
| | | | ||
Integrator stop fkmsdk | Integrator stop fkmsdk | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
B_FPWDKAP | B_FPWDKAP | ||
− | |||
− | |||
| | | | ||
Throttle control directly via the throttle pedal | Throttle control directly via the throttle pedal | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
B_KLAFBG | B_KLAFBG | ||
− | |||
− | |||
| | | | ||
Input variable for KLAF is limited | Input variable for KLAF is limited | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
B_LDRUGD | B_LDRUGD | ||
− | |||
− | |||
| | | | ||
Condition: unrestricted, enable through boost pressure control | Condition: unrestricted, enable through boost pressure control | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
B_LLREIN | B_LLREIN | ||
− | |||
− | |||
| | | | ||
Condition: idle control active | Condition: idle control active | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
B_LSD | B_LSD | ||
− | |||
− | |||
| | | | ||
Condition: Positive load shock absorption active | Condition: Positive load shock absorption active | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
B_MFACT | B_MFACT | ||
− | |||
− | |||
| | | | ||
Condition: Median filter active | Condition: Median filter active | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
B_MGBGET | B_MGBGET | ||
− | |||
− | |||
| | | | ||
Condition: Torque gradient limitation active | Condition: Torque gradient limitation active | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
B_NMIN | B_NMIN | ||
− | |||
− | |||
| | | | ||
Condition: Underspeed: n < NMIN | Condition: Underspeed: n < NMIN | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
B_NSWO1 | B_NSWO1 | ||
− | |||
− | |||
| | | | ||
Condition: Speed > NSWO1 | Condition: Speed > NSWO1 | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
B_PLSOLAP | B_PLSOLAP | ||
− | |||
− | |||
| | | | ||
Changeover: target boost pressure at the application target boost | Changeover: target boost pressure at the application target boost | ||
pressure | pressure | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
B_STEND | B_STEND | ||
− | |||
− | |||
| | | | ||
Condition: end of start reached | Condition: end of start reached | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
B_TFWDKSOM | B_TFWDKSOM | ||
− | |||
− | |||
| | | | ||
Time constant for filtering throttle plate angle without torque structure | Time constant for filtering throttle plate angle without torque structure | ||
active | active | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
B_UGDS | B_UGDS | ||
− | |||
− | |||
| | | | ||
Target throttle plate angle in the unrestricted range | Target throttle plate angle in the unrestricted range | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
B_WDKAP | B_WDKAP | ||
− | |||
− | |||
| | | | ||
Condition: throttle angle target value from application characteristic or | Condition: throttle angle target value from application characteristic or | ||
in the start from start angle | in the start from start angle | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
B_WDKSAP | B_WDKSAP | ||
− | |||
− | |||
| | | | ||
Throttle control via constant, Bit 1 has priority | Throttle control via constant, Bit 1 has priority | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
B_WDKSOM | B_WDKSOM | ||
− | |||
− | |||
| | | | ||
Target throttle plate angle without torque structure active | Target throttle plate angle without torque structure active | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
CVWDK | CVWDK | ||
− | |||
− | |||
| | | | ||
Actuator test control value DCPIDCM | Actuator test control value DCPIDCM | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
DPDK_W | DPDK_W | ||
− | |||
− | |||
| | | | ||
Pressure drop across throttle plate | Pressure drop across throttle plate | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
DRLFUE_W | DRLFUE_W | ||
− | |||
− | |||
| | | | ||
Load correction of cylinder charge control | Load correction of cylinder charge control | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
DRLSOLMF_W | DRLSOLMF_W | ||
− | |||
− | |||
| | | | ||
Delta target cylinder charge for median filter | Delta target cylinder charge for median filter | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
DWDKSUMX_W | DWDKSUMX_W | ||
− | |||
− | |||
| | | | ||
Delta target throttle plate angle from the start of the unrestricted | Delta target throttle plate angle from the start of the unrestricted | ||
range to maximum | range to maximum | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
DWDKSUS_W | DWDKSUS_W | ||
− | |||
− | |||
| | | | ||
Delta target throttle plate angle from the start of the unrestricted range | Delta target throttle plate angle from the start of the unrestricted range | ||
(normally-aspirated engine) | (normally-aspirated engine) | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
DWDKSUT_W | DWDKSUT_W | ||
− | |||
− | |||
| | | | ||
Delta target throttle plate angle from the start of the unrestricted (turbocharged | Delta target throttle plate angle from the start of the unrestricted (turbocharged | ||
engine) | engine) | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
EVTMOD | EVTMOD | ||
− | |||
− | |||
| | | | ||
Modelled intake valve temperature (temperature model) | Modelled intake valve temperature (temperature model) | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
FHO_W | FHO_W | ||
− | |||
− | |||
| | | | ||
Altitude correction factor (word) | Altitude correction factor (word) | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
FKLAFS_W | FKLAFS_W | ||
− | |||
− | |||
| | | | ||
Discharge factor (KLAF) for determining wdks | Discharge factor (KLAF) for determining wdks | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
FKMSDK_W | FKMSDK_W | ||
− | |||
− | |||
| | | | ||
Correction factor mass flow next charge signal | Correction factor mass flow next charge signal | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
FPBRKDS_W | FPBRKDS_W | ||
− | |||
− | |||
| | | | ||
Factor for determining the combustion chamber pressures | Factor for determining the combustion chamber pressures | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
FRHODKR_W | FRHODKR_W | ||
− | |||
− | |||
| | | | ||
Air-tight correction factor for corrected throtttle throughput (word) | Air-tight correction factor for corrected throtttle throughput (word) | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
FRHODK_W | FRHODK_W | ||
− | |||
− | |||
| | | | ||
Air-tight correction for throttle throughput as a factor of (intake | Air-tight correction for throttle throughput as a factor of (intake | ||
temperature and altitude) 16 Bit | temperature and altitude) 16 Bit | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
FTVDK | FTVDK | ||
− | |||
− | |||
| | | | ||
Correction factor for temperature at the throttle plate | Correction factor for temperature at the throttle plate | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
FUEPMLD_W | FUEPMLD_W | ||
− | |||
− | |||
| | | | ||
Factor for smooth transition of average pressure (reference pressure) at | Factor for smooth transition of average pressure (reference pressure) at | ||
the turbo | the turbo | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
FUPSRL_W | FUPSRL_W | ||
− | |||
− | |||
| | | | ||
Conversion factor of system related pressure on cylinder charge (16-bit) | Conversion factor of system related pressure on cylinder charge (16-bit) | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
LDITV_W | LDITV_W | ||
− | |||
− | |||
| | | | ||
Boost pressure control: duty cycle from integral controller (word) | Boost pressure control: duty cycle from integral controller (word) | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
MIFAFU_W | MIFAFU_W | ||
− | |||
− | |||
| | | | ||
Driver-requested torque for cylinder charge | Driver-requested torque for cylinder charge | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
MILSOL_W | MILSOL_W | ||
− | |||
− | |||
| | | | ||
Driver-requested torque for cylinder charge | Driver-requested torque for cylinder charge | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
MLKGE_W | MLKGE_W | ||
− | |||
− | |||
| | | | ||
Input to map KLDPDK | Input to map KLDPDK | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
MLSOL_W | MLSOL_W | ||
− | |||
− | |||
| | | | ||
Target air mass flow | Target air mass flow | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
MLWDKNF_W | MLWDKNF_W | ||
− | |||
− | |||
| | | | ||
Filterted, normalised air mass flow for determining target throttle-plate | Filterted, normalised air mass flow for determining target throttle-plate | ||
angle | angle | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
ML_W | ML_W | ||
− | |||
− | |||
| | | | ||
Filtered air mass flow (Word) | Filtered air mass flow (Word) | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
MRFABUGD_W | MRFABUGD_W | ||
− | |||
− | |||
| | | | ||
Relative driver-requested torque to the beginning of the unrestricted | Relative driver-requested torque to the beginning of the unrestricted | ||
range | range | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
MRFAMX_W | MRFAMX_W | ||
− | |||
− | |||
| | | | ||
Relative driver-requested torque, maximum value | Relative driver-requested torque, maximum value | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
MRFAUGD W | MRFAUGD W | ||
− | |||
− | |||
| | | | ||
Relative driver-requested torque for upper pedal travel in the unrestricted | Relative driver-requested torque for upper pedal travel in the unrestricted | ||
region | region | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
MRFA_W | MRFA_W | ||
− | |||
− | |||
| | | | ||
Relative driver-requested torque from vehicle speed limiter and throttle | Relative driver-requested torque from vehicle speed limiter and throttle | ||
pedal | pedal | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
MSDKS_W | MSDKS_W | ||
− | |||
− | |||
| | | | ||
Target air mass flow through the throttle mechanism | Target air mass flow through the throttle mechanism | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
MSNDKOOS_W | MSNDKOOS_W | ||
− | |||
− | |||
| | | | ||
Normalised air mass flow for determining the target throttle plate angle | Normalised air mass flow for determining the target throttle plate angle | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
MSNDKO_W | MSNDKO_W | ||
− | |||
− | |||
| | | | ||
Normalised bleed air mass flow through the throttle plate (word) | Normalised bleed air mass flow through the throttle plate (word) | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
MSNDKS_W | MSNDKS_W | ||
− | |||
− | |||
| | | | ||
Normalised target air mass flow through the throttle mechanism | Normalised target air mass flow through the throttle mechanism | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
MSTE | MSTE | ||
− | |||
− | |||
| | | | ||
Fuel tank breather mass flow into the intake manifold | Fuel tank breather mass flow into the intake manifold | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
NMOT | NMOT | ||
− | |||
− | |||
| | | | ||
Engine speed | Engine speed | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
NMOT W | NMOT W | ||
− | |||
− | |||
| | | | ||
Engine speed | Engine speed | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
PDPLD | PDPLD | ||
− | |||
− | |||
| | | | ||
Predicated delta pressure (actual target overshoot) | Predicated delta pressure (actual target overshoot) | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
PIRGFUE_W | PIRGFUE_W | ||
− | |||
− | |||
| | | | ||
Partial pressure of residual gas, internal exhaust gas recirculation (for | Partial pressure of residual gas, internal exhaust gas recirculation (for | ||
FUEDK) | FUEDK) | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
PIRG_W | PIRG_W | ||
− | |||
− | |||
| | | | ||
Partial pressure of residual gas, internal exhaust gas recirculation | Partial pressure of residual gas, internal exhaust gas recirculation | ||
(16-Bit) | (16-Bit) | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
PLSOL | PLSOL | ||
− | |||
− | |||
| | | | ||
Target boost pressure | Target boost pressure | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
PLSOL_W | PLSOL_W | ||
− | |||
− | |||
| | | | ||
Target boost pressure (word) | Target boost pressure (word) | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
PSFIL_W | PSFIL_W | ||
− | |||
− | |||
| | | | ||
Filtered intake manifold pressure for KLAF-calculation in FUEDK | Filtered intake manifold pressure for KLAF-calculation in FUEDK | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
PSPVDK_W | PSPVDK_W | ||
− | |||
− | |||
| | | | ||
Quotient intake manifold pressure/pressure at the throttle plate (word) | Quotient intake manifold pressure/pressure at the throttle plate (word) | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
PSPVMIN_W | PSPVMIN_W | ||
− | |||
− | |||
| | | | ||
Minimum selection from pspvdk and psspvdk | Minimum selection from pspvdk and psspvdk | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
PSRLFUE_W | PSRLFUE_W | ||
− | |||
− | |||
| | | | ||
Conversion pressure from cylinder charge (for FUEDK) | Conversion pressure from cylinder charge (for FUEDK) | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
PSSOL_W | PSSOL_W | ||
− | |||
− | |||
| | | | ||
Target intake manifold pressure | Target intake manifold pressure | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
PSSPVDKB_W | PSSPVDKB_W | ||
− | |||
− | |||
| | | | ||
Ratio of target intake manifold pressure to pressure at the throttle | Ratio of target intake manifold pressure to pressure at the throttle | ||
plate, restricted | plate, restricted | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
PSSPVDK_W | PSSPVDK_W | ||
− | |||
− | |||
| | | | ||
Ratio of target intake manifold pressure to pressure at the throttle | Ratio of target intake manifold pressure to pressure at the throttle | ||
plate | plate | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
PS W | PS W | ||
− | |||
− | |||
| | | | ||
Absolute intake manifold pressure (word) | Absolute intake manifold pressure (word) | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
PU_W | PU_W | ||
− | |||
− | |||
| | | | ||
Ambient pressure | Ambient pressure | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
PVDKR_W | PVDKR_W | ||
− | |||
− | |||
| | | | ||
Reference pressure at the throttle plate | Reference pressure at the throttle plate | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
PVDK_W | PVDK_W | ||
− | |||
− | |||
| | | | ||
Pressure at the throttle plate 16-Bit | Pressure at the throttle plate 16-Bit | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
RFAGR_W | RFAGR_W | ||
− | |||
− | |||
| | | | ||
Relative cylinder charge, exhaust gas recirculation (word) | Relative cylinder charge, exhaust gas recirculation (word) | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
RFRS_W | RFRS_W | ||
− | |||
− | |||
| | | | ||
Target relative cylinder charge (inert gas + air) from internal and | Target relative cylinder charge (inert gas + air) from internal and | ||
external exhaust gas recirculation | external exhaust gas recirculation | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
RFR_W | RFR_W | ||
− | |||
− | |||
| | | | ||
Relative cylinder charge (inert gas + air) über | Relative cylinder charge (inert gas + air) über | ||
internal and external exhaust gas recirculation | internal and external exhaust gas recirculation | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
RLFGKS_W | RLFGKS_W | ||
− | |||
− | |||
| | | | ||
Corrected relative target fresh air charge (air that flows through the | Corrected relative target fresh air charge (air that flows through the | ||
throttle plate and fuel tank breather) | throttle plate and fuel tank breather) | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
RLFGS_W | RLFGS_W | ||
− | |||
− | |||
| | | | ||
Target relative fresh air charge (air that flows through the throttle | Target relative fresh air charge (air that flows through the throttle | ||
plate and fuel tank breather) | plate and fuel tank breather) | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
RLRS_W | RLRS_W | ||
− | |||
− | |||
| | | | ||
Target relative air charge uber internal and external exhaust gas | Target relative air charge uber internal and external exhaust gas | ||
recirculation | recirculation | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
RLR_W | RLR_W | ||
− | |||
− | |||
| | | | ||
Relative air charge uber internal and external exhaust gas recirculation | Relative air charge uber internal and external exhaust gas recirculation | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
RLSOL_W | RLSOL_W | ||
− | |||
− | |||
| | | | ||
Target cylinder charge | Target cylinder charge | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
TFWDKSOM_W | TFWDKSOM_W | ||
− | |||
− | |||
| | | | ||
Time constant for filtering throttle plate angle outwith the torque | Time constant for filtering throttle plate angle outwith the torque | ||
structure | structure | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
TFWDKS_W | TFWDKS_W | ||
− | |||
− | |||
| | | | ||
Time constant for wdks filtering | Time constant for wdks filtering | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
UMSRLN_W | UMSRLN_W | ||
− | |||
− | |||
| | | | ||
Conversion factor air charge in mass flow | Conversion factor air charge in mass flow | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
VFZG | VFZG | ||
− | |||
− | |||
| | | | ||
Vehicle speed | Vehicle speed | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
VPSSPLS_W | VPSSPLS_W | ||
− | |||
− | |||
| | | | ||
Ratio of target intake manifold pressure to target boost pressure | Ratio of target intake manifold pressure to target boost pressure | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
VPSSPU_W | VPSSPU_W | ||
− | |||
− | |||
| | | | ||
Ratio of ambient pressure to target intake manifold pressure | Ratio of ambient pressure to target intake manifold pressure | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
WDKSAP_W | WDKSAP_W | ||
− | |||
− | |||
| | | | ||
Target throttle plate angle from the applications block | Target throttle plate angle from the applications block | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
WDKSBUGD_W | WDKSBUGD_W | ||
− | |||
− | |||
| | | | ||
Target throttle plate angle from the torque structure limited to the unrestricted | Target throttle plate angle from the torque structure limited to the unrestricted | ||
angle | angle | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
WDKSGV_W | WDKSGV_W | ||
− | |||
− | |||
| | | | ||
Target throttle plate angle for the applications interface (filtered) | Target throttle plate angle for the applications interface (filtered) | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
WDKSMX_W | WDKSMX_W | ||
− | |||
− | |||
| | | | ||
Maximum target throttle plate angle | Maximum target throttle plate angle | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
WDKSOM_W | WDKSOM_W | ||
− | |||
− | |||
| | | | ||
Target throttle plate angle outwith the torque structure | Target throttle plate angle outwith the torque structure | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
WDKSV_W | WDKSV_W | ||
− | |||
− | |||
| | | | ||
Target throttle plate angle for the applications interface (unfiltered) | Target throttle plate angle for the applications interface (unfiltered) | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
WDKUGD_W | WDKUGD_W | ||
− | |||
− | |||
| | | | ||
Throttle plate angle, when 95% cylinder charge has been reached | Throttle plate angle, when 95% cylinder charge has been reached | ||
− | |||
− | |||
|- | |- | ||
| | | | ||
WPED W | WPED W | ||
− | |||
− | |||
| | | | ||
Normalised throttle pedal angle | Normalised throttle pedal angle | ||
− | |||
− | |||
|} | |} |
Revision as of 09:48, 19 September 2011
See the funktionsrahmen for the following diagrams:
fuedk-fuedk FUEDK overview
fuedk-brlpssol BRLPSSOL: target intake manifold pressure
fuedk-umpspi UMPSPI: calculation of reference pressure upstream of the throttle
fuedk-bmldkns BMLDKNS: normalised target air mass flow at throttle
fuedk-bwdksgv BWDKSGV: target throttle angle
fuedk-filter FILTER: median-filter
fuedk-wdksugdt WDKSUGDT: difference of target throttle angle compared to 95% charge (turbocharged engine)
fuedk-wdksugds WDKSUGDS: difference of target throttle angle compared to 95% charge (normally-aspirated engine)
fuedk-wdksgv WDKSGV: throttle angle
fuedk-bde-wdksgv WDKSGV: petrol direct injection throttle angle
fuedk-wdkappl WDKAPPL: calibration interface
fuedk-nachlauf NACHLAUF: calculation of target throttle angle when SKl15 = off
fuedk-init INIT: initialization of function
ction Description
The purpose of this function is to calculate the target
throttle plate angles for either a turbocharged or a normally-aspirated engine
with an intake manifold (lambda = 1 mode), or direct injection (also lambda >
1). The control is via the system constants SY_TURBO and SY_BDE. The main input
variables are the target relative cylinder charge and the required correction from
cylinder charge control. Various other signals, such as correction factors for
pressure and temperature or information about the fuel tank breather and
exhaust gas recirculation are taken from the intake manifold model of cylinder
charge detection or the target value for exhaust gas recirculation (in direct
injection mode). For these reasons, there is a close connection between
calculation of the target throttle plate angle and cylinder charge detection.
Sub-function BRLPSSOL: Calculation of the target
intake manifold pressure (pssol_w) and correction of target fresh air charge
upstream of the throttle plate (rlfgks_w)
In petrol direct injection engines, the target
relative cylinder charge rlsol_w is reduced by the relative air charge from
external and internal exhaust gas recirculation. In the case of engines with fuel
injection to the intake manifold (lambda = 1) no air is contained in the
internally or externally recirculated exhaust gas. The relative residual gas
charge = 0 and is therefore not taken into account. A comparison between actual
cylinder charge (rl_w) and target cylinder charge (rlsol_w) is made via the
variable drlfue from the function FUEREG (cylinder charge control). The
variable rlfgks_w represents the proportion of fresh air that flows through the
throttle plate or the fuel tank breather to the engine. The target intake
manifold pressure for direct injection engines is calculated from the target
fresh air charge through the throttle plate and fuel tank breather and the
total charge (air and inert gas) from the residual gas (i.e. internal and
external exhaust gas recirculation) together. The total charge corresponding to
the intake manifold pressure is calculated with the conversion factor fupsrl_w.
For engines with fuel injection into the intake manifold, the target relative
cylinder charge rlsol_w is increased by the relative charge from the external
exhaust gas recirculation feed. The total charge corresponding to the intake
manifold pressure is calculated with the conversion factor fupsrl_w. Correcting
with the internal exhaust gas recirculation partial pressure (pirg_w) gives the
target intake manifold pressure pssol_w. Additionally, in direct injection
engines, the correction of the internal residual gases (ofpbrint_w) is still
added and then pssol_w is obtained.
Sub-function UMSPI: Calculation of the target
reference pressures upstream of the throttle plate for a turbocharged engine
(pvdkr_w):
Turbocharged engine:
Target reference pressure
pvdkr_w see the following description
Air density correction
factor frhodkr_w = ftvdk ´
pvdkr_w / 1013 mbar.
The target reference pressure for the pressure
upstream of the throttle plate (pvdkr_w) for a turbocharged engine is formed
from the maximum range of ambient pressure (pu_w) and the target boost pressure
(plsol_w) or the actual pressure upstream of the throttle plate (pvdk_w). The target
boost pressure is given by pssol_w / vpsspls_w, whereby vpsspls_w is the
required pressure ratio from the boost pressure control. When vpsspls_w >
0.95, the throttle plate is linearly actuated, with boost pressure regulation
active, in order to minimise the pressure drop at the throttle plate (see
sub-function WDKSUGDT). The air mass dependent characteristic KLDPDK takes the
pressure drop across the throttle plate into account. In so doing, this gives a
larger value for the target boost pressure than the actual boost pressure being
implemented in the boost pressure control. The actual pressure can be ramped up
towards the target pressure via the characteristic FUEPMLD. When the predicated
boost pressure difference pdpld exceeds the threshold DPUPS, then a switch is
made to the actual pressure pvdk_w, because this condition represents a boost
pressure error (B_ldrugd = false). In the transition from ambient pressure to
dev basic boost pressure, the actual boost pressure is filtered with the
low-pass filter, because pressure pulsations will be experienced in this range because
of non-clean waste-gate closure.
Sub-function BMLDKNS: Calculation of the normalised
target air mass flows through the throttle plate (msndkoos_w)
The target air mass flow mlsol_w is calculated by
multiplying the corrected target cylinder charge rlfgks_w by umsrln_w. Since
the engine cylinder charge at start is obtained from the intake manifold, initially,
no throttle opening would be required (umsrln_w = KUMSRL ´
nmot = 0). A minimum air flow through the throttle is predetermined by the
threshold KUMSRL ´ NRLMN so that the throttle
does not close at the start and then open when the engine picks up speed. The
threshold NRLMN is set to 400 rpm since that is assumed to be the engine speed
at start. The threshold NRLMNLLR is disabled so that the throttle will be
closed during a speed drop, for instance when starting up.
The target air mass flow is reduced by the air mass
flow which is directed into the intake manifold through the fuel tank breather (mste)
since this amount must be made up via the throttle. The normalized air mass
flow through the throttle (msndks_w) is calculated by dividing the target air
mass flow through the throttle (msdks_w) by the corrected density, KLAF. The
throttle valve actuator air bleed (msndko_w) will still be subtracted from this
air mass flow via an adaptation in the function BGMSZS to obtain the normalized
air mass that will flow through the throttle (msndkoos_w).
The discharge characteristic, KLAF, is addressed
with the target pressure ratio psspvdkb_w. This target pressure ratio comprises
the minimum of psspvdk_w = pssol_w / pvdkr_w (turbo) or psspvdk_w = pssol_w /
pvdk_w (normally-aspirated engine) and PSPVDKUG together. This means that the
target throttle angle only up to the unrestricted range, psspvdkb_w = 0.95 =
PSPVDKUG, is calculated via KLAF. The remaining 5% is calculated in the
sub-function WDKSUGDS for a normally-aspirated engine and in the sub-function
WDKSUGDT for a turbocharged engine. If psspvdk_w > PSPVDKUG, condition flag
B_klafbg will be set indicating that the characteristic KLAF is limited.
Sub-function BWDKSGV: Target throttle angle (wdksgv_w)
In this sub-function, the target angle (wdksgv_w)
for controlling the throttle plate is calculated from the normalized target air
mass (msndkoos_w). Up to the throttle angle for unrestricted operation wdkugd_w
(output from the speed-dependent characteristic
WDKUGDN from the function %BGMSZS) the target angle is determined via the map
KFWDKMSN. This is the inverse map of KFMSNWDK (from the function %BGMSZS) and
is calibrated to the built-in throttle actuator. If the calculated value of the
normalized target air mass flow from KFWDKMSN is greater than the angle
wdkugd_w, then the condition for unrestricted operating B_ugds = true.
If the target pressure ratio is greater than 0.95, the
numeric basic stability of the normalized air mass flow and thus the target throttle
angle can no longer be determined via the discharge characteristic KLAF. For
the rest of the target throttle angle range beyond wdkugd_w to 100% for both a
normally-aspirated and turbocharged engine, a different residual angle
dwdksus_w or dwdksut_w is implemented. This residual value in the unrestricted
range (naturally-aspirated: B_dwdksus = true and turbocharged: B_fkmsdks =
true) is added to wdkugd_w. If applicable, the target throttle angle is limited
by the maximum allowable target throttle angle KFWDKSMX and made available as
wdksgv_w. This can be used for power reduction or attenuation of induction
noise. To extend the life of the throttle-adjustment actuator, the normalized
air mass flow (msndkoos_w) is smoothed via a median filter with small changes
in rlsol_w in the sub-function FILTER. If the delta rlsol (drlsolmf = abs
(rlsol_w - rlsol (t - 40 ms)) is less than the
threshold DRLSOLMF, which means very small changes in the target torque, the
filter is active (B_mfact = true). The actual value of msndkoos_w is cached in
a five-value capacity input filter buffer. The values are stored in decreasing
values in a five-value capacity output filter buffer. If the old filter value
mlwdknf_w is not within the maximum and minimum value of the output filter
buffers, it will be centered on the mean value of these buffers. Otherwise,
mlwdknf_w is not changed. If the threshold drlsolmf_w > DRLSOLMF, then the
filter output value mlwdknf_w is set directly to the filter input value
msndkoos_w. In addition, the filter input value is transferred to the filter
input buffer.
For special cases, for example start and warm-up
conditions, it is necessary to predefine a torque calculation independently of
the throttle angle. For this purpose, the input wdksom_w is used when B_wdksom
is active. With the switch B_tfwdksom, the filter time constant tfwdksom can be
switched on. The low pass filter is required during the transition from “start
angle” to “torque-based” operation. For engines with fuel injection to the intake
manifold, the filter can also be switched on during the operation via the code
word CWFUEDK (6 bits) with the variable time constant tfwdks_w. If the
condition B_fkmsdks (B_ugds or B_klafbg for normally-aspirated engine and B_fkmsdks
for a turbocharged enginer) is set, the charge control is disabled (see Section
%FUEREG) and the alignment between MAF meter and throttle-based charge detection
(fkmsdk) in the function BGMSZS%.
Turbocharged Engine: Sub-function WDKSUGDT
Because cylinder charge in the unrestricted region for
a turbocharged engine is achieved via the boost pressure control, the throttle
should be completely open in this region to avoid throttling losses. For this
purpose, in the boost pressure control, the pressure ratio vpsspls_w is defined
as target manifold pressure / ambient pressure. If vpsspls_w > 0.95, i.e.
vpsspls_w > PSPVDKUG, so begins the unrestricted area. The throttle plate
residual value dwdksumx_w = difference between the unrestricted target angle
wdkugd_w and 100% which is linearly scaled by the ratio (1 -
vpsspls_w) / (1 - PSPVDKUG). The value for
PSPVDKUG is 0.95 (see function BGMSZS). If the throttle angle is controlled by
the actual manifold pressure (CWFUEDK Bit 7 = true), the upper value is enabled
only when the calculated target throttle angle from the torque structure is greater
than the unrestricted angle. The angle can be unrestricted through tolerances
of the MAF meter and pressure sensors, even if a demand of vpsspls_w = 1 is
still greater than wdksbugd_w. Therefore, this tolerance can be applied in
DWDKUGD. Then the upper value is enabled via a pressure ratio vpsspls_w >
VPSSPLSWDK already at wdksbugd (angle calculated from the torque structure)
> wdkugd minus DWDKUGD.
With active throttle plate residual value, the bit
B_fkmsdks is set, which is either when B_klafbg is set or vpsspls_w ³
PSPVDKUG or when CWFUEDK bit 7 = true only dependent on B_klafbg.
Normally-Aspirated Engine: Sub-function WDKSUGDS
Here a so-called pedal-crossover is introduced: Bit
4 of CWFUEDK = false: If the target pressure ratio psspvdk_w > PSPVDKUG (i.e.
B_klafbg = true) or if B_ugds = true, then the pedal-crossover begins
(B_dwdksus = true). mrfa_w is frozen at the beginning of the crossovers in
mrfabug_w.
The throttle plate residual value dwdksumx_w (=
difference between the unrestricted target angle wdkugd_w and the maximum
permissible target angle from the map KFWDKSMN) is linearly scaled through the ratio
for the pedal crossover between mrfabugd_w and mrfamx_w thus:
[mrfa_w - min(100%,
mrfabugd)] / [mrfamx_w - min(100%, mrfabugd)]
whenever B_dwdksus = true.
The value dwdksus_w is added to wdkugd_w and as the
target angle wdksvin_w provided. wdksgv_w can be maximum WDKSMX. The end of the
pedal-crossovers is reached when, for example, mrfa_w is once more smaller then
mrfabugd_w or [milsol_w < FMIUGDS ´
mifafu_w] (0.95 ´ mifafu_w) or, for vehicles
with continuously-variable transmissions (CVT), when B_mgbget = true.
For positive load changes corresponding to fast
throttle-opening, a large increase of torque via the air path (mifal) is predetermined
by the driver’s requested torque calculation function. This large increase is
also conveyed to the throttle-side so that the unrestricted range is reached
via the pressure ratio psspvdk. If the corresponding driver’s requested torque
were to be saved, then this torque would be too small because it contains this large
increase. Therefore, the saving is prevented via B_lsd until this dynamic action
is once again reduced.
The map MRFARUGDN (reset threshold for linear pedal
travel in the unrestricted throttle region) prevents the value 0 being stored
in mrfabugd_w during startup when mrfa_w and psspvdk_w = 0 and > 0.95. This
prevents pedal crossover that is activated when wped is in the region of 0.
Bit 4 CWFUEDK = true:
The pedal crossover does not depend on mrfabugd_w calculation
but depends on the characteristic MRFARUGDN. Whether the pedal crossover is
switched on or off depends on the same conditions as in bit 4 of CWFUEDK =
false.
Sub-function
WDKAPPL: Applications interface
If the applications interface is enabled, normal
calculation of target throttle angles (which is the function of the torque
interface) is disabled (via constant CWMDAPP). Instead, the target throttle
angle depends only on the pedal value, or is even set to be constant. When the engine
speed = 0 rpm, the target throttle angle depends directly on the pedal position
(wped). Thus, for example in the workshop, a movement of the throttle valve
actuator can be achieved via the throttle pedal. Via the system constant
SY_TWDKS, a sub-program can be incorporated, which enables the tester to
control the throttle by a predetermined angle cvwdk. In so doing, the tester must
assign the target angle cvwdk and set the bit in B_cwdk.
When using this feature you must ensure that no
acceleration of the vehicle takes place, e.g. through examination of brake
switch, clutch switch, etc. Ensure that engine and vehicle
speed = 0!
When the map FPWDKAPP is switched on, then when
evtmod < EVTMODKMNDK an offset WDKSOFS is added to the curve. This prevents
the wrong throttle learning, for example by freezing. With nmot_w = 0 and
ignition on, the target value of the throttle angle should correspond to the
emergency air point.
Subfunction NACHLAUF: Calculation of the target
throttle angles for delayed accessory power only when SY_UBR = 1 (main relay
installed) included.
For delayed accessory power, a throttle angle is
determined independently of the torque structure. This angle wdksom_w is defined
in the function WDKSOM. For systems with a built-in main relay, the throttle
actuator also supplies the ECU-delayed accessory power with power and therefore
this angle is set by the throttle actuator. This ensures a quieter engine output.
cation Notes
Normally-aspirated and Turbocharged engines:
KLAF: see cylinder charge detection
KFWDKMSN: the inverse
of KFMSNWDK
KUMSRL: see cylinder
charge detection
CWFUEDK bit allocation:
Bit 0: normally-aspirated engine, fkmsdk-correction
via pedal upper travel
Bit 1: not used in this FDEF.
Bit 2: for start packet: if throttle angle from the
torque structure > throttle angle from start packet, there is no filtering
of tfwdksom
IT IS RECOMMENDED TO SET THIS BIT TO FALSE!
Bit 3: not used in this FDEF.
Bit 4: normally-aspirated engine, via pedal upper
travel dwdksus_w is calculated via mrfabugd_w or mrfaugd:
IT IS RECOMMENDED TO SET THIS BIT TO FALSE!
Bit 5: B_ldrugd can only be set independently of
B_llrein with a turbocharged engine
Bit 6: only for non-direct injection engine:
low-pass filter before wdksgv_w is enabled either just at start or always
Bit 7: KLAF is calculated by filtered actual intake
manifold pressure (for turbo) / target intake manifold pressure (for normally-aspirated
engine)
CWFUEDK=64 Bit
0 = false: functionality as per %FUEDK
18.20
Bit 2 = false: functionality as per %FUEDK 21.50
Bit 4 = false: functionality as per %FUEDK 18.20
Bit 5 = false: functionality as per %FUEDK 18.20
Bit 6 = true: as per %FUEDK 18.20, when Bit 6 = false
® run time reduction
Bit 7 = true: for turbo: calculation from KLAF with
filtered actual intake manifold pressure
= false: for
normally-aspirated engines: calculation from KLAF with target intake manifold pressure
as previously
CWRLAPPL: only for dynamometer (switching from
pssol_w with and without influence from charge control)
EVTMODMNDK = 5°C
WDKSOFS = 5% (Emergency air point minus one value
of KLFPWDKAPP) thus throttle target value when lambda = 1 and engine speed = 0
corresponds to the emergency air point.
FPWDKAPP
wped_w/% |
1.5 |
6.25 |
11.0 |
15.63 |
23.43 |
31.25 |
39.0 |
46.87 |
54.69 |
62.5 |
70.3 |
78.13 |
82.86 |
85.94 |
89.84 |
93.75 |
wdksv_w/% |
1.7 |
7.1 |
11.16 |
15.25 |
20.0 |
31.0 |
39.0 |
47.0 |
55.0 |
62.0 |
70.0 |
78.0 |
82.0 |
86.0 |
90.0 |
99.9 |
WDKSAPP 2%
TWDKSV:
pspvmin_w |
0.990 |
0.992 |
0.996 |
0.998 |
1.00 |
1.02 |
0.01 |
0.10 |
0.15 |
0.20 |
0.25 |
0.0 |
NMOTCVWDK = 2000 rpm
NRLMN: 400 rpm (defined via umsrln_w, the throttle
opening in start). The throttle opening is limited by wdkugd_w.
NRLMNLLR: 100 rpm below idle speed (700 rpm)
ZKPSFIL = 0.02 s
KFWDKSMX: Engine speed sample points are selected as
per WDKUGDN. It is important to note that for the throttle angle limit to
reduce power, the sample points in the reduction range may be more closely
distributed.
Upper sample point: the uppermost
sample point for the altitude is selected so that it corresponds to the altitude
at which the power reduction occurs. In the power reduction
region, KFWDKSMX is less than 100% such that the desired maximum engine
performance is thereby made through the restriction.
The lowest sample point is selected
so that it corresponds to the altitude at which the lowest air density yields the
natural power reduction to the desired performance standard. As a reference
point, it is assumed that an altitude gain of 1000 m brings about a 10% power
reduction (delta fho_w = -0.1). This sample point is recorded over the entire
speed range KFWDKSMX = 100%.
Engine speed: 240, 760, 1000, 1520, 2000, 2520, 3000, 3520,
4000, 6000 rpm
fho_w: 0.8, 0.9, 1.0
Values: KFWDKSMX = 100% ®
angle limit is not active.
Determination of the activation threshold for the
median filter:
1) Median-Filter switch-off: DRLSOLMF = 0;
Let the vehicle roll at idle to determine the
maximum occurring drlsolmf_w. This is value 1.
Slowly pay out idling gas (low dynamics). The
drlsolmf_w which occurs in this case determines value 2.
At idle, rotate the power steering to its end stop,
The drlsolmf_w which occurs in this case detemines value 3.
Increase vehicle speed (accelerate under load with
greater dynamics). The drlsolmf_w which occurs in this case determines value 4.
The threshold value DRLSOLMF is determined from the
maximum of values 1 and 2 and the minimum of values 3 and 4.
It will lie in the mostly in value 4.
DRLSOLMF default value
is: 2%
For the charge detection application on the engine
dynamometer, speed or load sample points shall be reached automatically. The target
specification in the function %MDFUE is achieved by specifying a constant rlsol
or a target throttle pedal value. Thus, the predetermined rlsol will be
implemented in a real rl with the same value, the charge control is used with a
changed parameter set to balance rl -
rlsol. This functionality is only effective if the system constant SY_RLAPP in
the function PROKON is set to a value > 0. With bit 0 of CWRLAPPL, the
functionality is then activated final. The link with the driving speed ensures
that the balancing function can be activated only when the vehicle is
stationary, or on the engine dynamometer.
Normally
aspirated engine only:
MRFABUMX = 100%
MRFARUGDN (SNM12FEUB)
nmot_w
Values all at 80%
FMIUGDS: 0.95
Turbocharged engine only:
FUEPMLD
lditv w |
3 |
6 |
10 |
20 |
Value |
0.999 |
0.8 |
0.2 |
0 |
ZPVDKR
Sample points: psspu w |
0.9 |
1.0 |
1.1 |
1.2 |
1.3 |
1.4 |
Value/seconds |
0 |
0 |
0 |
2 |
2 |
0 |
DPUPS: ³ 250 mbar
DWDKUGD = 2% tolerance
of wdkugd
KLDPDK: 0
mbar at all sample points
Application: to measure the
pressure drop across the throttle plate, especially the magnitude of the air
mass flow rate. From these 16 sample points, mlkge_w is determined and the
associated pressure drop applied in the characteristic.
PLSOLAP: 0 mbar. In the applications phase,
if a target boost pressure is predetermined, B_plsolap = Bit 5 of CWMDAPP is
set to be true and the desired boost pressure is specified via PLSOLAP.
PSPVDKUG see function BGMSZS
When CWFUEDK Bit 7 =
true:
TFWDKSOF = 0.1275 s
VPSSPLSWDK
= 0.995 From this pressure ratio, the
throttle should be opened to wdkugd, when the throttle angle from the torque
structure is equal to wdkugd - DWDKUGD (tolerance)
WDKSHYS = 2%
Parameter |
Description |
CWFUEDK |
Codeword FUEDK |
CWRLAPPL |
Codeword default rlsol_w during application phase |
DPUPS |
Pressure difference for changeover of reference pressure to the throttle plate |
DRLSOLMF |
Threshold delta rlsol for median filter |
DWDKUGD |
Delta to unrestricted throttle angle (tolerance) |
EVTMODMNDK |
No minimum temperature for the offset is added to throttle plate characteristic at engine speed = 0 |
FMIUGDS |
Factor maximum torque for unrestricted operation |
FPWDKAPP |
Throttle plate characteristic dependent von throttle pedal only for the applications phase |
FUEPMLD |
Factor for smooth transition of averge pressure (reference pressure) for turbo |
KFWDKMSN |
Map for target throttle plate angle |
KFWDKSMX |
Maximum target throttle plate angle |
KLAF |
Air discharge characteristic |
KLDPDK |
Characteristic for pressure drop across throttle plate |
KUMSRL |
Conversion constant for mass flow in relative air charge |
MRFABUMX |
Maximum driver-target threshold for linear pedal travel in the unrestricted throttle range |
MRFARUGDN |
Reset threshold for linear pedal travel in the unrestricted throttle range |
NMOTCVWDK |
Maximum speed that is still allowed at the throttle plate angle specified by the tester |
NRLMN |
Minimum speed for calculating umsrln |
NRLMNLLR |
Minimum speed for calculating umsrln during idle |
PLSOLAP |
Application value for target boost pressure |
PSPVDKUG |
Ratio pspvdk unrestricted |
SNM12FEUB |
Sample point distribution for WDKSMX, WDKUGDN |
SY_AGR |
System constant: exhaust gas recirculation present |
SY_BDE |
System constant: Petrol Direct Injection |
SY_CVT |
System constant: CVT-transmission present |
SY RLAPP |
rlsol-control in applications phase possible |
SY_TURBO |
System constant: Turbocharger |
SY_TWDKS |
System constant: Default target throttle angle adjustment via the tester possible |
SY_UBR |
System constant: Voltage after main relay ubr exists |
SY_VS |
System constant: camshaft control: none, binary (on/off) |
TFWDKSOF |
Time for target throttle plate filtering |
TWDKSV |
Time constant for target throttle plate angle filtering |
VPSSPLSWDK |
Pressure ratio to enable the throttle crossover when throttle angle > unfiltered throttle angle threshold |
WDKSAPP |
Target throttle plate angle for application purposes |
WDKSHYS |
Throttle plate hysteresis threshold for activating/deactivating crossover |
WDKSOFS |
Offset applied to target throttle angle at low temperature |
ZKPSFIL |
Time constant for filtering intake manifold pressure for KLAF calculation in FUEDK |
ZPVDKR |
Time constant for pvdkr-filtering |
Variable |
Description |
B_CWDK |
Actuator test DCPIDCM |
B_DWDKSUS |
Delta target throttle plate angle from the start of the unrestricted range (normally-aspirated engine) active |
B_EAGRNWS |
Condition: Error in exhaust gas recirculation or camshaft ® exhaust gas recirculation-cylinder charge for switching to the actual value |
B_FKMSDKS |
Integrator stop fkmsdk |
B_FPWDKAP |
Throttle control directly via the throttle pedal |
B_KLAFBG |
Input variable for KLAF is limited |
B_LDRUGD |
Condition: unrestricted, enable through boost pressure control |
B_LLREIN |
Condition: idle control active |
B_LSD |
Condition: Positive load shock absorption active |
B_MFACT |
Condition: Median filter active |
B_MGBGET |
Condition: Torque gradient limitation active |
B_NMIN |
Condition: Underspeed: n < NMIN |
B_NSWO1 |
Condition: Speed > NSWO1 |
B_PLSOLAP |
Changeover: target boost pressure at the application target boost pressure |
B_STEND |
Condition: end of start reached |
B_TFWDKSOM |
Time constant for filtering throttle plate angle without torque structure active |
B_UGDS |
Target throttle plate angle in the unrestricted range |
B_WDKAP |
Condition: throttle angle target value from application characteristic or in the start from start angle |
B_WDKSAP |
Throttle control via constant, Bit 1 has priority |
B_WDKSOM |
Target throttle plate angle without torque structure active |
CVWDK |
Actuator test control value DCPIDCM |
DPDK_W |
Pressure drop across throttle plate |
DRLFUE_W |
Load correction of cylinder charge control |
DRLSOLMF_W |
Delta target cylinder charge for median filter |
DWDKSUMX_W |
Delta target throttle plate angle from the start of the unrestricted range to maximum |
DWDKSUS_W |
Delta target throttle plate angle from the start of the unrestricted range (normally-aspirated engine) |
DWDKSUT_W |
Delta target throttle plate angle from the start of the unrestricted (turbocharged engine) |
EVTMOD |
Modelled intake valve temperature (temperature model) |
FHO_W |
Altitude correction factor (word) |
FKLAFS_W |
Discharge factor (KLAF) for determining wdks |
FKMSDK_W |
Correction factor mass flow next charge signal |
FPBRKDS_W |
Factor for determining the combustion chamber pressures |
FRHODKR_W |
Air-tight correction factor for corrected throtttle throughput (word) |
FRHODK_W |
Air-tight correction for throttle throughput as a factor of (intake temperature and altitude) 16 Bit |
FTVDK |
Correction factor for temperature at the throttle plate |
FUEPMLD_W |
Factor for smooth transition of average pressure (reference pressure) at the turbo |
FUPSRL_W |
Conversion factor of system related pressure on cylinder charge (16-bit) |
LDITV_W |
Boost pressure control: duty cycle from integral controller (word) |
MIFAFU_W |
Driver-requested torque for cylinder charge |
MILSOL_W |
Driver-requested torque for cylinder charge |
MLKGE_W |
Input to map KLDPDK |
MLSOL_W |
Target air mass flow |
MLWDKNF_W |
Filterted, normalised air mass flow for determining target throttle-plate angle |
ML_W |
Filtered air mass flow (Word) |
MRFABUGD_W |
Relative driver-requested torque to the beginning of the unrestricted range |
MRFAMX_W |
Relative driver-requested torque, maximum value |
MRFAUGD W |
Relative driver-requested torque for upper pedal travel in the unrestricted region |
MRFA_W |
Relative driver-requested torque from vehicle speed limiter and throttle pedal |
MSDKS_W |
Target air mass flow through the throttle mechanism |
MSNDKOOS_W |
Normalised air mass flow for determining the target throttle plate angle |
MSNDKO_W |
Normalised bleed air mass flow through the throttle plate (word) |
MSNDKS_W |
Normalised target air mass flow through the throttle mechanism |
MSTE |
Fuel tank breather mass flow into the intake manifold |
NMOT |
Engine speed |
NMOT W |
Engine speed |
PDPLD |
Predicated delta pressure (actual target overshoot) |
PIRGFUE_W |
Partial pressure of residual gas, internal exhaust gas recirculation (for FUEDK) |
PIRG_W |
Partial pressure of residual gas, internal exhaust gas recirculation (16-Bit) |
PLSOL |
Target boost pressure |
PLSOL_W |
Target boost pressure (word) |
PSFIL_W |
Filtered intake manifold pressure for KLAF-calculation in FUEDK |
PSPVDK_W |
Quotient intake manifold pressure/pressure at the throttle plate (word) |
PSPVMIN_W |
Minimum selection from pspvdk and psspvdk |
PSRLFUE_W |
Conversion pressure from cylinder charge (for FUEDK) |
PSSOL_W |
Target intake manifold pressure |
PSSPVDKB_W |
Ratio of target intake manifold pressure to pressure at the throttle plate, restricted |
PSSPVDK_W |
Ratio of target intake manifold pressure to pressure at the throttle plate |
PS W |
Absolute intake manifold pressure (word) |
PU_W |
Ambient pressure |
PVDKR_W |
Reference pressure at the throttle plate |
PVDK_W |
Pressure at the throttle plate 16-Bit |
RFAGR_W |
Relative cylinder charge, exhaust gas recirculation (word) |
RFRS_W |
Target relative cylinder charge (inert gas + air) from internal and external exhaust gas recirculation |
RFR_W |
Relative cylinder charge (inert gas + air) über internal and external exhaust gas recirculation |
RLFGKS_W |
Corrected relative target fresh air charge (air that flows through the throttle plate and fuel tank breather) |
RLFGS_W |
Target relative fresh air charge (air that flows through the throttle plate and fuel tank breather) |
RLRS_W |
Target relative air charge uber internal and external exhaust gas recirculation |
RLR_W |
Relative air charge uber internal and external exhaust gas recirculation |
RLSOL_W |
Target cylinder charge |
TFWDKSOM_W |
Time constant for filtering throttle plate angle outwith the torque structure |
TFWDKS_W |
Time constant for wdks filtering |
UMSRLN_W |
Conversion factor air charge in mass flow |
VFZG |
Vehicle speed |
VPSSPLS_W |
Ratio of target intake manifold pressure to target boost pressure |
VPSSPU_W |
Ratio of ambient pressure to target intake manifold pressure |
WDKSAP_W |
Target throttle plate angle from the applications block |
WDKSBUGD_W |
Target throttle plate angle from the torque structure limited to the unrestricted angle |
WDKSGV_W |
Target throttle plate angle for the applications interface (filtered) |
WDKSMX_W |
Maximum target throttle plate angle |
WDKSOM_W |
Target throttle plate angle outwith the torque structure |
WDKSV_W |
Target throttle plate angle for the applications interface (unfiltered) |
WDKUGD_W |
Throttle plate angle, when 95% cylinder charge has been reached |
WPED W |
Normalised throttle pedal angle |