View source for ATM 33.50 (Exhaust Gas Temperature Model)

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 &amp; 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)

<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 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 &lt;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 &#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.

 
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 ´ 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 x KFWMABG + 1) = 1.75. When the engine starts, the dew point end time from the last engine run is detected and the
counter zwmatmf is reset.

  
Storage of the dew point end condition in the delay

 
For the determination of repeat start dew point end the conditions B_atmtpa in the flag B_atmtpf and B_atmtpk in the flag B_atmtpl are saved at engine switch-off due to a regular switch-off using the ignition or stall (B_stndnl). The function of dew point end for the post-cat lambda probe B_atmtpk
is analogous to the function for B_atmtpa.

  
3. Calculation of a simulated ambient temperature from the intake air temperature (tans) if no ambient temperature sensor is available.

 
The simulated temperature tatu will be used for calculating the temperature correction via the characteristic ATMTANS and for determining the starting temperatures tabgmst and tkatmst. The intake air temperature (tans) is corrected with the constant DTUMTAT and under certain conditions stored in continuous RAM. If for example at engine start, the temperature tatu &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 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 &#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.

  
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 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 &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"
|-
| 
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 &amp; exhaust pipe wall temperature
|-
| 
FATMRML2
| 
Factor
for the difference between exhaust gas &amp; exhaust pipe wall temperature, cylinder
bank 2
|-
| 
FATRKRML
| 
Factor
for the difference between exhaust gas &amp; wall temperature in the manifold
|-
| 
FATRKRML2
| 
Factor
for the difference between exhaust gas &amp; 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 &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
|-
| 
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
|}