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

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−
See the ''funktionsrahmen'' for the following diagrams:
+
Refer to the ''funktionsrahmen'' for the following diagrams:
  
−
zwgru-zwgru
+
atm-main
  
−
zwgru-zw-nws Sub-function ZW_NWS: Provision for binary or
+
atm-atm-b1 Exhaust gas temperature model (cylinder bank 1) overview
−
continously variable camshaft control
+
  
−
zwgru-dzw-nws Sub-function DZW_NWS: Provision for binary or
+
atm-tmp-stat TMP_STAT engine speed & relative cylinder charge map and corrected for temperature for acceleration, intake air temp., catalyst heating, catalyst warming, ignition angle, lambda and cold engine
−
continously variable camshaft control (delta-ignition angle)
+
  
−
<u>ZWGRU 23.110 Function Description</u>
+
atm-dynamik Temperature dynamic for exhaust gas and catalytic converter temperature (in and near the catalytic
 +
converter)
  
 +
atm-tabgm Temperature dynamic: exhaust gas, exhaust pipe wall effect, from the exhaust gas temperature tabgm
 +
 +
atm-tkatm Temperature dynamic for the temperature near the catalytic converter
 +
 +
atm-exotherme Exothermic temperature increase near the catalyst from measurement sites tabgm to tikatm
 +
 +
atm-tikatm Temperature dynamic for the temperature in the catalytic converter
 +
 +
atm-exoikat Exothermic temperature increase in the catalyst from measurement sites tabgm to tikatm
 +
 +
atm-kr-stat Exhaust gas temperature in the exhaust manifold under steady-state conditions
 +
 +
atm-kr-dyn Exhaust gas temperature in the exhaust manifold under dynamic conditions
 +
 +
atm-tmp-start Calculation of the exhaust gas or exhaust pipe wall temperature at engine start
 +
 +
atm-tpe-logik Calculation of the dew point at the pre-cat and post-cat lambda probes
 +
 +
atm-sp-nachl Storage of the dew point conditions at engine switch off
 +
 +
atm-mean Calculation of etazwist average values
 +
 +
atm-tmp-umgm If no ambient temperature sensor is available, calculate a substitute from ambient temperature (tans)
 +
 +
atm-mst If tabst_w is not correct tabstatm = maximum value, request for delay B_nlatm as a function of engine speed and tatu-threshold)
 +
 +
 +
<u>ATM 33.50 (Exhaust Gas Temperature Model) Function Description</u>
 
    
 
    
−
The
+
The simulated exhaust gas temperatures tabgm and tabgkrm (for SY_TURBO = 1) and catalytic converter
−
fundamental ignition angle is provided by the map KFZW. The sub-function ZW_NWS
+
temperatures tkatm and tikatm are used for the following purposes:
−
describes the provision for any necessary camshaft timing (NWS). For binary
+
−
camshaft control, the factor fnwue switches seamlessly between the maps KFZW
+
−
and KFZW2. In the case of continuously variable camshaft control which depends
+
−
on the camshaft overlap angle wnwue, an ignition angle correction DZWNWSUE
+
−
added to KFZW. The currently valid camshaft control version is defined by the
+
−
system constant SY_NWS in the software generation:
+
  
 
    
 
    
−
SY_NWS
+
1. Monitoring the catalyst. If the catalytic converter falls below its starting temperature, then a fault can be detected.
−
= 0: no camshaft control
+
 +
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
 
   
 
   
−
SY_NWS
+
Steady-state temperature (tatmsta): the same applies for takrstc
−
= 1: binary camshaft control
+
 +
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
  
 
   
 
   
−
SY_NWS
+
Temperature set at TKATMOE or TIKATMOE at tabgm &lt;TABGMEX or B_sa = 1
−
= 2: continuously variable NWS
+
 
 +
 
 +
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:
  
 
   
 
   
−
SY_NWS
+
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.
−
&gt; 2: not
+
 
−
defined.
+
 +
The exhaust gas temperature and inlet manifold wall temperature are weighted by the division factor FATMRML.
  
 
    
 
    
−
The
+
The catalytic converter temperature tkatm is calculated from the exhaust gas temperature tabgm along with the PT1 filter (filter time constant ZATMKML).
−
software is translated conditionally, i.e. only one variant is available in the
+
−
EPROM. SY_NWS is not in the EPROM and cannot be applied. The same additive
+
−
ignition angle correction is performed as when calculating the optimum ignition
+
−
angle (see %MDBAS), i.e. exhaust gas recirculation and lambda dependence are
+
−
considered. The temperature dependence is considered in a separate function (%ZWWL).
+
−
The result is the ignition angle for cylinder bank 1 (zwref) which is also the
+
−
reference for cylinder bank 2. For cylinder bank 2, the ignition angle offset
+
−
dzwb2 is added to the ignition angle.
+
  
 
    
 
    
−
<u>ZWGRU 23.110 Application Notes</u>
+
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
+
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.
−
maps KFZW and KFZW2 are applied when the
+
The filter for the exhaust gas temperature is stopped by setting B_stend = 0.
−
engine is warm for the respective camshaft control position, exhaust gas
+
The filter for the manifold wall temperature is stopped when B_atmtpa = 1. The
−
recirculation is inactive and lambda = 1. If the engine does not knock, the
+
filter for the catalyst temperature will be enabled only when B_atmtpk = 1.
−
optimal ignition angle is input. For engine knock, the knock limit is input.
+
  
−
                                                                                                                                                               
+
 
−
{| border="1"
+
2. Dew Point Detection
−
|-
+
−
|
+
−
Parameter
+
  
 
   
 
   
−
|
+
Initial values &#8203;&#8203;for the exhaust gas temperature tabgmst and catalyst temperature tkatmst
−
Description
+
 +
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.
−
|
+
−
CNOKT
+
  
 
   
 
   
−
|
+
During power fail the switch-off temperature will be determined from the constant TATMSTI.
−
Codeword for lower octane fuel
+
  
 
   
 
   
−
|-
+
For test condition (B_faatm = 1), the initial temperatures are given by the constants TASTBFA and TKSTBFA.
−
|
+
 
−
CWZWBANK
+
 
 +
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. x air mass x 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.
−
Codeword for enabling cylinder-specific ignition
+
−
angle offsets
+
  
 +
 
 +
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.
−
DZWNWSUE
+
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
−
Delta ignition angle depending on camshaft overlap
+
counter zwmatmf is reset.
−
angle
+
 
 +
 
 +
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.
−
KFDWSZ
+
 
 +
 
 +
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.
−
Delta ignition angle for cylinder bank 1-specific
+
 
−
ignition advance; through camshaft control
+
 
 +
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.
−
|
+
−
KFDWSZ2
+
  
 
   
 
   
−
|
+
With the system constants SY_STERVK = 1 cylinder bank 2 can be applied separately for stereo systems.
−
Delta ignition angle for cylinder bank 2-specific
+
−
ignition advance; through camshaft control
+
  
 
   
 
   
−
|-
+
For SY_TURBO = 1 the exhaust gas temperature tabgm is essentially identical in addition to the modeled temperature in the manifold tabgkrm.
−
|
+
 
−
KFDZK
+
 
 +
<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
−
Delta ignition angle during knock
+
  
 
   
 
   
−
|-
+
2. Manifold wall temperature for the determination of the dew-end times. (Condensation protection)
−
|
+
−
KFDZWKG
+
  
 
   
 
   
−
|
+
- Before the catalytic converter
−
Ignition angle correction by moving the knock limit
+
  
 
   
 
   
−
|-
+
3. Exhaust gas temperature (pipe centre) for the catalyst start-up temperature
−
|
+
−
KFSWKFZK
+
  
 
   
 
   
−
|
+
- In the catalytic converter
−
Ignition angle retardation threshold for switching
+
−
between ignition angle maps
+
  
 
   
 
   
−
|-
+
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.
−
|
+
−
KFZW
+
  
 
   
 
   
−
|
+
- After the catalytic converter
−
Ignition angle map
+
  
 
   
 
   
−
|-
+
5. Pipe wall temperature at probe installation site for the determination of the dew-end times (condensation protection).
−
|
+
 
−
KFZW2
+
 
 +
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
−
Ignition angle map, variant 2
+
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.
−
|
+
−
TMZIZWV
+
  
 
   
 
   
−
|
+
- ATMTANS
−
Engine temperature threshold for enabling
+
−
cylinder-specific ignition angle adjustment
+
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
−
|
+
−
TSWKR
+
As long as the catalyst-heating measures are effective, higher exhaust temperatures will result.
  
 
   
 
   
−
|
+
- TATMKW
−
Time lag for summing ignition angle retardation
+
−
queries
+
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
−
|
+
−
VZIZWV
+
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
−
Vehicle speed threshold for disabling
+
−
cylinder-specific ignition angle adjustment
+
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
−
|
+
−
Variable
+
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.
−
Description
+
  
 +
 
 +
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.
−
|
+
−
B_KFZK
+
  
 
   
 
   
−
|
+
- KLATMZWE
−
Condition flag for anti-knock map
+
 +
When ignition angle retardation increases the temperature before the catalyst, the catalyst temperature drops.
  
 
   
 
   
−
|-
+
- KLATMLAE
−
|
+
−
B_KRDWS
+
For lambda &lt; 1 (richer), the air mass is lacking to improve emissions so the catalyst temperature decreases.
  
 
   
 
   
−
|
+
- TABGMEX
−
Condition flag for knock control safety retardation
+
 +
If the temperature before the catalyst tabgm &lt; TABGMEX (catalyst switch-off temperature) then the temperature correction = TKATMOE.
  
 
   
 
   
−
|-
+
- TKATMOE
−
|
+
−
B_NOZWE
+
Temperature correction during boost or through tabgm&gt; TABGMEX
  
 
   
 
   
−
|
+
- TATMSAE
−
Condition flag for no ignition angle intervention on
+
−
the engine torque structure
+
Temperature increase in the boost in the catalyst in terms of tkatm
  
 
   
 
   
−
|-
+
Block EXOIKAT:
−
|
+
−
C_INI
+
  
 
   
 
   
−
|
+
- KATMIEXML, KLATMIZWE, KLATMILAE, TIKATMOE
−
Condition flag for intialising ECU
+
 +
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"
 
|-
 
|-
 +
| 
 
|  
 
|  
−
DZWB2
+
800
−
 
+
−
+
 
|  
 
|  
−
Ignition angle offset for cylinder bank 2
+
1200
−
 
+
|
−
+
1800
 +
|
 +
2400
 +
|
 +
3000
 +
|
 +
4000
 +
|
 +
5000
 +
|
 +
6000
 
|-
 
|-
 
|  
 
|  
−
DZWBANK
+
15
−
 
+
−
+
 
|  
 
|  
−
Cylinder-bank specific ignition angle offset
+
380
−
 
+
|
−
+
400
 +
|
 +
420
 +
|
 +
450
 +
|
 +
480
 +
|
 +
520
 +
|
 +
550
 +
|
 +
580
 
|-
 
|-
 
|  
 
|  
−
DZWKG
+
22
−
 
+
−
+
 
|  
 
|  
−
Delta ignition angle for moving the knock limit
+
400
−
 
+
|
−
+
420
 +
|
 +
450
 +
|
 +
480
 +
|
 +
520
 +
|
 +
550
 +
|
 +
580
 +
|
 +
610
 
|-
 
|-
 
|  
 
|  
−
DZWOAG
+
30
−
 
+
−
+
 
|  
 
|  
−
Exhaust gas recirculation rate-dependent ignition
+
420
−
angle correction of the optimum ignition angle
+
|
−
 
+
450
−
+
|
 +
480
 +
|
 +
520
 +
|
 +
550
 +
|
 +
580
 +
|
 +
610
 +
|
 +
650
 
|-
 
|-
 
|  
 
|  
−
DZWOL
+
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
 
|  
 
|  
−
Lambda-dependent ignition angle correction of the
+
900
−
optimum ignition angle
+
|} 
  
−
+
 
 +
KFATMZW: x: temperature/°C, y: ml_w/kg/hr, z: etazwimt
 +
 
 +
{| border="1"
 
|-
 
|-
 +
| 
 
|  
 
|  
−
DZWZK
+
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"
 +
|-
 +
|  
 
|  
 
|  
−
Delta ignition angle during knock
+
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"
 
|-
 
|-
 +
| 
 
|  
 
|  
−
FNWUE
+
-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 x 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 x 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
 
|  
 
|  
−
Weighting factor for ignition angle overlap (inlet)
+
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
 
|  
 
|  
−
LAMBAS
+
0.00
 +
|} 
  
 +
                                                     
 +
ATMTANS tatu/°C, Temp./°C -40, 60 ; -10, 20 ; 20, 0 ;
 
   
 
   
−
|
+
TATMSA: 100°C
−
Basic lambda
+
 +
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!
 +
 +
 +
<u>Abbreviations</u>
 +
 +
{| 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
 
NMOT
−
 
−
 
 
|  
 
|  
 
Engine speed
 
Engine speed
−
 
−
 
 
|-
 
|-
 
|  
 
|  
−
NMOT W
+
RL
−
 
+
−
+
 
|  
 
|  
−
Engine speed (Word)
+
Relative cylinder charge
−
 
+
−
+
 
|-
 
|-
 
|  
 
|  
−
RL_W
+
TABGKRM2_W
−
 
+
−
+
 
|  
 
|  
−
Relative cylinder charge (Word)
+
Exhaust gas temperature in manifold from the
−
 
+
model, cylinder bank 2
−
+
 
|-
 
|-
 
|  
 
|  
−
SY_NWS
+
TABGKRM_W
−
 
+
−
+
 
|  
 
|  
−
System constant for camshaft control: none, binary
+
Exhaust gas temperature in manifold from the
−
(on/off) or continuously variable
+
model
−
 
+
−
+
 
|-
 
|-
 
|  
 
|  
−
SY_ZIZWV
+
TABGM
−
 
+
−
+
 
|  
 
|  
−
''Text must be provided by Mrs
+
Exhaust gas temperature before catalyst from
−
Sauer''
+
the model
−
 
+
|-
−
+
|
 +
TABGM2
 +
|
 +
Exhaust gas temperature before catalyst from
 +
the model, cylinder bank 2
 +
|-
 +
|
 +
TABGM2_W
 +
|
 +
Exhaust gas temperature before catalyst from
 +
the model (word) cylinder bank 2
 +
|-
 +
|
 +
TABGMAB
 +
|
 +
Exhaust gas temperature during engine
 +
switch-off
 +
|-
 +
|
 +
TABGMAB2
 +
|
 +
Exhaust gas temperature during engine
 +
switch-off (model) cylinder bank 2
 +
|-
 +
|
 +
TABGMST
 +
|
 +
Exhaust gas temperature at engine start
 +
|-
 +
|
 +
TABGMST2
 +
|
 +
Exhaust gas temperature at engine start,
 +
cylinder bank 2
 +
|-
 +
|
 +
TABGM_W
 +
|
 +
Exhaust gas temperature before catalyst from
 +
the model (word)
 +
|-
 +
|
 +
TABSTATM_W
 +
|
 +
Stop time in ECU delay for exhaust gas
 +
temperature model
 +
|-
 +
|
 +
TABSTMX_W
 +
|
 +
Stop time maximum query for exhaust gas
 +
temperature model
 +
|-
 +
|
 +
TABST_W
 +
|
 +
Stop time
 +
|-
 +
|
 +
TAKRKF
 +
|
 +
Steady-state manifold exhaust gas temperature without
 +
correction
 +
|-
 +
|
 +
TAKRKF2
 +
|
 +
Steady-state manifold exhaust gas temperature
 +
without correction, cylinder bank 2
 +
|-
 +
|
 +
TAKRSTC
 +
|
 +
Steady-state exhaust gas temperature in
 +
manifold in °C
 +
|-
 +
|
 +
TAKRSTC2
 +
|
 +
Steady-state exhaust gas temperature in
 +
manifold, cylinder bank 2
 +
|-
 +
|
 +
TANS
 +
|
 +
Intake air temperature
 +
|-
 +
|
 +
TATAKRML
 +
|
 +
Output from PT1 element: exhaust gas
 +
temperature influence on tabgkrm
 +
|-
 +
|
 +
TATAKRML2
 +
|
 +
Output from PT1 element: exhaust gas
 +
temperature influence on tabgkrm, cylinder bank 2
 +
|-
 +
|
 +
TATMAML
 +
|
 +
Output from PT1 element: exhaust gas
 +
temperature influence on tabgm
 +
|-
 +
|
 +
TATMAML2
 +
|
 +
Output from PT1 element: exhaust gas
 +
temperature influence on tabgm, cylinder bank 2
 +
|-
 +
|
 +
TATMKF
 +
|
 +
Exhaust gas temperature before catalyst from map
 +
KFTATM
 +
|-
 +
|
 +
TATMKF2
 +
|
 +
Exhaust gas temperature before catalyst from map
 +
KFTATM, cylinder bank 2
 +
|-
 +
|
 +
TATMRML
 +
|
 +
Output from PT1 element: exhaust pipe wall
 +
temperature effect from tabgm
 +
|-
 +
|
 +
TATMRML2
 +
|
 +
Output from PT1 element: exhaust pipe wall
 +
temperature effect from tabgm, cylinder bank 2
 +
|-
 +
|
 +
TATMSTA
 +
|
 +
Exhaust gas temperature before catalyst from
 +
the steady-state model
 +
|-
 +
|
 +
TATMSTA2
 +
|
 +
Exhaust gas temperature before catalyst from
 +
the steady-state model, cylinder bank 2
 +
|-
 +
|
 +
TATRKRML
 +
|
 +
Output from PT1 element: exhaust pipe wall
 +
temperature effect from tabgkrm
 +
|-
 +
|
 +
TATRKRML2
 +
|
 +
Output from PT1 element: exhaust pipe wall
 +
temperature effect from tabgkrm, cylinder bank 2
 +
|-
 +
|
 +
TATU
 +
|
 +
Intake air temperature or ambient temperature
 +
|-
 +
|
 +
TEXOIKM2_W
 +
|
 +
Exotherme temperature increase in catalyst for
 +
tikatm, cylinder bank 2
 +
|-
 +
|
 +
TEXOIKM_W
 +
|
 +
Exotherme temperature increase in catalyst for
 +
tikatm
 +
|-
 +
|
 +
TEXOM2_W
 +
|
 +
Exotherme temperature increase in catalyst for
 +
tkatm2, cylinder bank 2
 +
|-
 +
|
 +
TEXOM_W
 +
|
 +
Exotherme temperature increase in catalyst for
 +
tkatm
 +
|-
 +
|
 +
TIKATM
 +
|
 +
Exhaust gas temperature in catalyst from the
 +
model
 +
|-
 +
|
 +
TIKATM2
 +
|
 +
Exhaust gas temperature in catalyst from the
 +
model, cylinder bank 2
 +
|-
 +
|
 +
TIKATM2_W
 +
|
 +
Exhaust gas temperature in catalyst from the
 +
model, cylinder bank 2
 +
|-
 +
|
 +
TIKATM W
 +
|
 +
Exhaust gas temperature in catalyst from the
 +
model
 +
|-
 +
|
 +
TKATM
 +
|
 +
Catalyst temperature from the model
 +
|-
 +
|
 +
TKATM2
 +
|
 +
Catalyst temperature from the model, cylinder
 +
bank 2
 +
|-
 +
|
 +
TKATM2_W
 +
|
 +
Catalyst temperature from the model (word),
 +
cylinder bank 2
 +
|-
 +
|
 +
TKATMAB
 +
|
 +
Exhaust gas temperature after catalyst through
 +
engine switch-off (model)
 +
|-
 +
|
 +
TKATMAB2
 +
|
 +
Exhaust gas temperature after catalyst through
 +
engine switch-off (model), cylinder bank 2
 +
|-
 +
|
 +
TKATMST
 +
|
 +
Catalyst temperature model initial value as a
 +
function of switch-off value, switch-off time
 +
|-
 +
|
 +
TKATMST2
 +
|
 +
Catalyst temperature model initial value as a
 +
function of switch-off value, switch-off time, bank 2
 +
|-
 +
|
 +
TKATM_W
 +
|
 +
Catalyst temperature from the model (word)
 
|-
 
|-
 
|  
 
|  
 
TMOT
 
TMOT
−
 
−
 
 
|  
 
|  
 
Engine temperature
 
Engine temperature
−
 
−
 
 
|-
 
|-
 
|  
 
|  
−
VFZG
+
TMST
−
 
+
−
+
 
|  
 
|  
−
Vehicle speed
+
Engine start temperature
−
 
+
−
+
 
|-
 
|-
 
|  
 
|  
−
WKRMA
+
TUMG
−
 
+
−
+
 
|  
 
|  
−
Average of the ignition angle retardation during
+
Ambient
−
knock control, general (in limp mode with safety)
+
temperature
−
 
+
−
+
 
|-
 
|-
 
|  
 
|  
−
WNWUE
+
VFZG
−
 
+
−
+
 
|  
 
|  
−
Camshaft overlap angle
+
Vehicle
−
 
+
speed
−
+
 
|-
 
|-
 
|  
 
|  
−
ZWGRU
+
ZWMATM
−
 
+
−
+
 
|  
 
|  
−
Fundamental ignition angle
+
Counter
−
 
+
for repeated starts and factor for heat quantity threshold
−
+
 
|-
 
|-
 
|  
 
|  
−
ZWNWS
+
ZWMATM2
−
 
+
−
+
 
|  
 
|  
−
Fundamental ignition angle taking camshaft control
+
Counter
−
into consideration
+
for repeated starts and factor for heat quantity threshold, cylinder bank 2
−
 
+
−
+
 
|-
 
|-
 
|  
 
|  
−
ZZYLZUE
+
ZWMATMF
−
 
+
−
+
 
|  
 
|  
−
ECU cylinder counter for ignition calculation
+
Counter
 +
for repeated starts and factor for heat quantity threshold upstream
 +
|-
 +
|
 +
ZWMATMF2
 +
|
 +
Counter
 +
for repeated starts and factor for heat quantity threshold upstream, cylinder
 +
bank 2
 +
|}
  
−
+
[[Category:ME7]]
−
|}
+

Latest revision as of 10:15, 8 January 2012

Refer to the funktionsrahmen for the following diagrams:

atm-main

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

atm-tmp-stat TMP_STAT engine speed & relative cylinder charge map and corrected for temperature for acceleration, intake air temp., catalyst heating, catalyst warming, ignition angle, lambda and cold engine

atm-dynamik Temperature dynamic for exhaust gas and catalytic converter temperature (in and near the catalytic converter)

atm-tabgm Temperature dynamic: exhaust gas, exhaust pipe wall effect, from the exhaust gas temperature tabgm

atm-tkatm Temperature dynamic for the temperature near the catalytic converter

atm-exotherme Exothermic temperature increase near the catalyst from measurement sites tabgm to tikatm

atm-tikatm Temperature dynamic for the temperature in the catalytic converter

atm-exoikat Exothermic temperature increase in the catalyst from measurement sites tabgm to tikatm

atm-kr-stat Exhaust gas temperature in the exhaust manifold under steady-state conditions

atm-kr-dyn Exhaust gas temperature in the exhaust manifold under dynamic conditions

atm-tmp-start Calculation of the exhaust gas or exhaust pipe wall temperature at engine start

atm-tpe-logik Calculation of the dew point at the pre-cat and post-cat lambda probes

atm-sp-nachl Storage of the dew point conditions at engine switch off

atm-mean Calculation of etazwist average values

atm-tmp-umgm If no ambient temperature sensor is available, calculate a substitute from ambient temperature (tans)

atm-mst If tabst_w is not correct tabstatm = maximum value, request for delay B_nlatm as a function of engine speed and tatu-threshold)


ATM 33.50 (Exhaust Gas Temperature Model) Function Description

The simulated exhaust gas temperatures tabgm and tabgkrm (for SY_TURBO = 1) and catalytic converter temperatures tkatm and tikatm are used for the following purposes:


1. Monitoring the catalyst. If the catalytic converter falls below its starting temperature, then a fault can be detected.

2. For lambda control on the probe after the catalytic converter. This control is only activated after engine start, when the catalyst has exceeded its start-up temperature.

3. For the probe heater control after engine start. If the simulated dew point is exceeded, the probe heater is turned on.

4. Monitoring the heated exhaust gas oxygen (HEGO) sensor (i.e. lambda probe) heating system. If the exhaust gas temperature exceeds 800°C for example, then the lambda probe heater will be switched off, so that the probe is not too hot.

5. For fan motor control.

6. For switching on component protection.

This function provides only a rough approximation of the exhaust gas and catalytic converter temperature profiles, whereas throughout the application especially the four monitoring areas (dew point profiles in the exhaust gas, catalytic converter monitoring, enabling and shutting off lambda probe heating and high temperatures for component protection) should be considered to be critical.


1. Basic function

Steady-state temperature (tatmsta): the same applies for takrstc

With the engine speed/relative cylinder charge map KFTATM the steady-state exhaust gas temperature before the catalyst is set. This temperature is corrected for ambient temperature or simulated ambient temperature from the characteristic ATMTANS:

during boost with the constant TATMSA,

during catalyst heating with the constant TATMKH; catalyst warming with the constant TATMKW

with the ignition-angle efficiency map KFATMZW temperature as a function of ML and ETAZWIST

with the desired lambda map KFATMLA temperature as a function of ML and LAMSBG_W

for a cold engine block (TMOT - TATMTMOT) with TATMTMOT = 90°C.

The catalyst temperature (exothermic) is corrected for:

Temperature increase with the characteristic KATMEXML or KATMIEXML as a function of air mass

Temperature reduction with KLATMZWE or KLATMIZWE as a function of etazwimt (ignition angle influence)

Lambda influence with KLATMLAE or KLATMILAE as a function of lambsbg_w


Temperature set at TKATMOE or TIKATMOE at tabgm <TABGMEX or B_sa = 1


Different temperature increases are applied for the temperature in the catalytic converter tikatm and the temperature after the catalytic converter tkatm due to exothermic reaction and cooling and different ignition angles and lambda-corrections.

The time-based influence of the exhaust gas temperature before the catalytic converter:


Using a PT1 filter (filter time constant ZATMAML) the dynamics of the exhaust gas temperature are simulated and with a PT1 filter (time constant ZATMRML) the dynamics of the inlet manifold wall temperature are simulated.


The exhaust gas temperature and inlet manifold wall temperature are weighted by the division factor FATMRML.


The catalytic converter temperature tkatm is calculated from the exhaust gas temperature tabgm along with the PT1 filter (filter time constant ZATMKML).


The temperature in the catalyst tikatm is modelled from the exhaust gas temperature tabgm via three filters (time constant ZATMIKML) using the heat transfer principle. Due to a thrust caused by the small air mass flow in the catalytic converter, there is a possible exhaust gas temperature increase due to the greater influence on the matrix temperature by the exhaust gas throughput. This thrust-based temperature increase can be modelled by the positive B_sa side with a temperature, which is composed of the catalyst temperature tikatm and an offset TATMSAE, will be initialised. The time constants of the PT1-filter ZATMIKML are represented by air-mass-dependent characteristic curves.


The initial values ​​for the exhaust and catalyst temperature at engine start can be calculated from the temperatures at switch-off and delay times. The starting values ​​for the exhaust gas and catalyst temperatures should approximate to the manifold wall temperatures at the probe insertion points a few minutes after switch-off. The filter for the exhaust gas temperature is stopped by setting B_stend = 0. The filter for the manifold wall temperature is stopped when B_atmtpa = 1. The filter for the catalyst temperature will be enabled only when B_atmtpk = 1.


2. Dew Point Detection


Initial values ​​for the exhaust gas temperature tabgmst and catalyst temperature tkatmst

When stopping the engine (C_nachl 0 ® 1) the temperatures tabgm and tkatm are stored.


When starting the engine, the initial temperatures tabgmst and tkatmst are calculated from the switch-off temperature (corrected for ambient temperature) and a factor obtained from maps KFATMABKA or KFATMABKK as a function of tabstatm and tatu.


During power fail the switch-off temperature will be determined from the constant TATMSTI.


For test condition (B_faatm = 1), the initial temperatures are given by the constants TASTBFA and TKSTBFA.


Integrated Heat Quantity iwmatm_w


The dew point end time is approximately proportional to the heat quantity after engine start. The heat quantity = Integral (temp. x air mass x Cp) is calculated from the steady-state exhaust gas temperature tatmsta plus TATMWMK multiplied by the air mass. The result of the integration multiplied by the heat capacity at constant pressure Cp (approximately 1 kJ/kgK) gives the heat quantity.


Dew point end for the pre-cat lambda probe B_atmtpa and post-cat lambda probe B_atmtpk


The calculated exhaust gas temperature at engine start tabgmst approximates to the exhaust pipe wall temperature. If the exhaust pipe wall temperature is greater than 60°C for example then no condensation occurs. The values in the map KFWMABG ​​for these temperatures are less than 14 kJ, so the dew point end is detected immediately, or after only a few seconds.


For catalytic converter heating with thermal reaction (B_trkh = 1) the values in maps KFWMABG or KFWMKAT are multiplied by the factor WMKATKH or WMABGKH respectively. Thus, the dew point end-times are very short for this mode of operation.


Repeated starts (extension of the dew point-end-times)


If the engine had not reached the dew point end (B_atmtpa = 0 and B_atmtpf = 0) then when the engine restarts, the counter zwmatmf is increased by 1. After several periods of very short engine running (e.g. 3), the counter zwmatmf value would be set equal to 3. With a constant FWMABGW = 0.25 for example, the values in the map KFWMABG increase by a factor equal to (zwmatmf x KFWMABG + 1) = 1.75. When the engine starts, the dew point end time from the last engine run is detected and the counter zwmatmf is reset.


Storage of the dew point end condition in the delay


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


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


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


With the constant TATMWMK (negative value) the difference in dew point end between catalyst heating and no catalyst heating can be increased.


When catalytic converter heating is active B_khtr = 1 and the bit B_atmtpa can be set equal to 1 immediately after engine start. This is possible only when no problematic condensation is formed during catalyst heating.


With the system constants SY_STERVK = 1 cylinder bank 2 can be applied separately for stereo systems.


For SY_TURBO = 1 the exhaust gas temperature tabgm is essentially identical in addition to the modeled temperature in the manifold tabgkrm.


ATM 33.50 Application Notes


1. Installation locations for temperature sensors in this application, running in the direction of flow:


- In probe installation position before catalytic converter-


1. Exhaust gas temperature (pipe centre) for the high temperatures at high loads for probe heater switch off


2. Manifold wall temperature for the determination of the dew-end times. (Condensation protection)


- Before the catalytic converter


3. Exhaust gas temperature (pipe centre) for the catalyst start-up temperature


- In the catalytic converter


4. Ceramic temperature in and after catalytic converter (in the last third of the catalytic converter or behind the adjoining matrix) to determine the air-mass-dependent time constants.


- After the catalytic converter


5. Pipe wall temperature at probe installation site for the determination of the dew-end times (condensation protection).


Temperature measuring point 3 can be omitted if the distance from probe to catalytic converter is smaller than about 30 cm. The temperature drop from probe installation site to catalytic converter can then be neglected.


For the application of the functional data the modelled temperatures will always be compared with the measured temperatures and the functional data amended until a sufficiently high accuracy is achieved. In so doing, it will be the actual catalyst temperature, the temperature increase due to the exothermic reaction is not considered in the model.


2. Map KFTATM


For the determination of the steady-state temperature for example, before the catalytic converter the temperature corrections should not function. The cooling capacity of the wind on the dynamometer or on the measuring wheel can be simulated only very roughly at the higher engine load range. The map values ​​can be determined on the rolling road dynamometer, but should be corrected on an appropriate test drive.


3. Temperature Corrections


- TATMSA

Boost can cause low exhaust temperatures that fall below the starting temperature of the catalyst. The longer the time period for the thrust condition, the lower the exhaust and catalyst temperatures. For catalyst diagnosis during boost, the exhaust gas temperature model is more likely to calculate a lower value than the measured temperature.


- ATMTANS

At low ambient temperatures, exhaust gas temperature can fall below the catalyst start-up temperature. Therefore, the model temperature is only corrected at the low temperature range.


- TATMKH

As long as the catalyst-heating measures are effective, higher exhaust temperatures will result.


- TATMKW

The catalyst operating temperature will not be not reached during prolonged idling, so the exhaust gas temperature can be raised by the catalyst warming function.


- KFATMZW

The temperature increase as a result of ignition angle retardation can be determined on a rolling road dynamometer. First, on the dynamometer, the characteristic field values ​​KFTATM are applied without ignition angle correction. Ignition angles are then modified so that allowed etazwist values will result in the map. Through the corresponding air mass, the temperature increase will then be displayed in the map KFATMZW.


- KFATMLA

The exhaust temperature is reduced by enrichment. The application is similar to KFATMZW, except that the ignition angle efficiency is changed instead of the enrichment factor.


- TATMTMOT

The map KFTATM is applied with a warm engine. Thus, the model exhaust gas temperature has smaller deviations during cold start. For this operating mode, the temperature is corrected with the difference of the cold engine temperature and the warm engine temperature. TATMTMOT should be about 90 to 100°C.


4. Maps ZATMAML, ZATMRML, FATMRML, ZATMKML, ZATMKKML, ZATMIKML und ZATMIKKML

The air-mass-dependent time constants ZATMAML, ZATMRML (temperature measuring points 1 or 3), and ZATMKML, ZATMKKML, ZATMIKML, ZATMIKKML (temperature measuring point 4), can help to more accurately determine “spikes in the air mass” during sudden load variations. Thereby "air mass jumps" at full load and in particular during boost can be avoided. For example, for an air mass jump from 30 kg/hr to 80 kg/hr, the measured time constant is applied to the air mass flow of 80 kg/hr. For large air mass jumps during idle, the time constants ZATMKKML and ZATMIKKML can be input instead of ZATMKML or ZATMIKML if required.


5. Block EXOTHERME:

- KATMEXML

The exothermic temperature is a function of air mass flow (warming by realizing emissions, reducing warming via a larger air mass). First KATMEXML applies, then KLATMZWE, KLATMLAE.


- KLATMZWE

When ignition angle retardation increases the temperature before the catalyst, the catalyst temperature drops.


- KLATMLAE

For lambda < 1 (richer), the air mass is lacking to improve emissions so the catalyst temperature decreases.


- TABGMEX

If the temperature before the catalyst tabgm < TABGMEX (catalyst switch-off temperature) then the temperature correction = TKATMOE.


- TKATMOE

Temperature correction during boost or through tabgm> TABGMEX


- TATMSAE

Temperature increase in the boost in the catalyst in terms of tkatm


Block EXOIKAT:


- KATMIEXML, KLATMIZWE, KLATMILAE, TIKATMOE

Application depends on the application for Block EXOTHERME


- TATMSAE

Temperature increase in the thrust in the catalyst in terms of tikatm


6. Dew point end times for exhaust gas temperatures vary greatly between the centre of the exhaust pipe and the pipe wall. Dew point end times for the tube wall temperatures before the catalyst (temperature measuring points 2) or after the catalyst (temperature measuring points 5) should be used. These times are usually due to delaying control readiness for too long, in which case the temperature gradients at the probe mounting location must be examined more closely. To avoid probe damage by “water hammer”, the sensor heater must be fully turned on until the dew point temperature is exceeded or the dew point end time is detected thus condensation will no longer occur.


When the switch-off time in the ECU delay is calculated, then the switch-off time tabst_w after ECU delay will be incorrect. At engine start after ECU delay, the switch-off time tabstatm therefore, will be set to the maximum value of 65,535 (i.e. 216-1). The ECU delay requirement for the time TNLATM when engine speed > TNLATMTM & tumg (tatu) > TNLATMTU.


8. For blocks KR_STAT and KR_DYN as appropriate, the descriptions in points 3 and 4 shall apply.


Typical Values:

KFTATM: x: engine speed/RPM, y: relative cylinder charge/%, z: temperature/°C

800

1200

1800

2400

3000

4000

5000

6000

15

380

400

420

450

480

520

550

580

22

400

420

450

480

520

550

580

610

30

420

450

480

520

550

580

610

650

50

450

480

520

550

580

610

650

700

70

470

520

550

580

610

660

700

750

100

490

550

580

610

650

700

750

790

120

510

560

610

650

700

750

790

840

140

530

580

650

700

750

790

840

900


KFATMZW: x: temperature/°C, y: ml_w/kg/hr, z: etazwimt

20

40

80

150

250

400

1.00

0.0

0.0

0.0

0.0

0.0

0.0

0.95

15

40

50

60

70

75

0.90

15

60

80

100

125

140

0.80

20

80

120

150

180

200

0.70

25

100

150

190

210

220

0.60

30

115

175

210

230

245


KFATMLA: x: temperature/°C, y: ml_w/kg/hr, z: lamsbg_w

20

40

80

150

250

400

1.15

5

10

30

50

60

70

1.00

0.0

0.0

0.0

0.0

0.0

0.0

0.95

5

10

20

30

40

45

0.90

15

25

40

50

60

75

0.80

30

40

60

70

85

100

0.70

40

60

80

90

100

120


KFWMABG: x: energy/kJ, y: tabgmst/°C, z: tmst/°C

-40

0

15

25

30

55

60

-40

200

160

150

140

100

60

30

0

180

150

120

110

80

50

20

15

160

140

60

55

30

40

0.45

25

140

120

30

30

15

10

0.45

60

120

30

20

15

10

5

0.45


KFWMKAT values ​​correspond to KFWMABG x 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 x 0.3

ZATMKKML

for neutral input, the data must correlate to ZATMKML

ZATMIKKML

for neutral input, the data must correlate to ZATMIKML

ZATMRML

ml_w/kg/hr, Time constant/sec 10, 300 ; 20, 80 ; 40, 55 ; 80, 30 ; 180, 20 ; 400, 10 ; 600, 7 ;

FATMRML

ml_w/kg/hr, Time constant/sec 10, 0.5 ; 20, 0.6 ; 40, 0.7 ; 80, 0.8 ; 180, 0.95 ; 400,0.95 ; 600, 0.96;

KATMEXML

ml_w/kg/hr, Time constant/sec 10, 0 ; 20, 0 ; 40, 0 ; 80, 0 ; 180, 0 ; 400, 0 ;

KLATMZWE

etazwimt, Factor 1, 0 ; 0.95, 0 ; 0.9, 0 ; 0.8, 0 ; 0.7, 0 ; 0.6, 0 ;

KLATMLAE

lamsbg_w, Factor 1.15, 0 ; 1 , 0 ;0.95, 0 ; 0.9, 0 ; 0.8, 0 ; 0.7, 0 ;

TATMTP: 52°C

TKATMOE: 0°C

TATMSAE: 0°C

KATMIEXML

ml_w/kg/hr, Time constant/sec 10, 0 ; 20, 0 ; 40, 0 ; 80, 0 ; 180, 0 ; 400, 0 ;

KLATMIZWE

etazwimt, Factor 1, 0 ; 0.95, 0 ; 0.9, 0; 0.8, 0 ; 0.7, 0 ; 0.6, 0 ;

KLATMILAE

lamsbg_w, Factor 1.15, 0 ; 1 , 0 ;0.95, 0 ; 0.9, 0 ; 0.8, 0 ; 0.7, 0 ;

TIKATMOE: 0°C


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

10

50

180

360

600

1000

-40

0.95

0.70

0.50

0.30

0.15

0.00

-15

0.95

0.70

0.50

0.30

0.15

0.00

0

0.95

0.70

0.50

0.30

0.15

0.00

15

0.95

0.70

0.50

0.30

0.15

0.00

40

0.95

0.70

0.50

0.30

0.15

0.00


KFATMABKK: x: tatu/°C, y: tabstatm_w [s], z: no units

10

50

180

360

600

1000

-40

0.90

0.60

0.40

0.25

0.15

0.00

-15

0.90

0.60

0.40

0.25

0.15

0.00

0

0.90

0.60

0.40

0.25

0.15

0.00

15

0.90

0.60

0.40

0.25

0.15

0.00

40

0.90

0.60

0.40

0.25

0.15

0.00


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

TATMSA: 100°C

TATMKH: 80°C

TATMTRKH: 200°C

TATMKW: 100°C

TATMTMOT: 90°C

TATMSTI: 20°C

TASTBFA: 40°C

TKSTBFA: 40°C

TATMWMK: -80°C

WMABGKH: Factor of 1.0

WMKATKH: Factor of 1.0

FWMABGW: Factor of 0.25

FWMKATW: Factor of 0.25

DTUMTAT: 20°C

VTUMTAT: 40 km/h

NTUMTAT: 1800 rpm

IMTUMTAT: 1 kg

TUMTAIT: 20°C

TNLATMTM: 80°C

TNLATMTU: 5°C

TNLATM: 660 seconds

Only when SY_TURBO = 1:

For neutral input (tabgkrm_w = tabgm_w)

KFATMKR = KFTATM

KFATZWK = KFATMZW

KFATLAK = KFATMLA

TATMKRSA = TATMSA

ZATRKRML = ZATMRML

ZATAKRML = ZATMAML

FATRKRML = FATMRML

ATMTANS tans/°C, Temp./°C -40, 40 ; -20, 25 ; 0, 12 ; 20, 0 ; 60, -30


The functional data for cylinder bank 2 correspond to the functional data from cylinder bank 1 Note:


In order that ATM 22:20 for the application is backward compatible the default values should be entered thus: ​​KATMEXML, KLATMZWE, KLATMLAE, TKATMOE = 0 and TABGMEX = 1220°C.


In order that ATM 33.10 remains application-neutral with ATM 22.50, TATMTRKH must be set equal to TATMKH and WMKATKH should be set equal to 1. Tikatm is not used in a function because the input can be used in the path in the exhaust gas temperature model without impact on safety, however, the default values for ​​KATMIEXML, KLATMIZWE, KLATMILAE and TIKATMOE should be set equal to 0 and TABGMEX = 1220°C.


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


Abbreviations

Parameter

Description

ATMTAKR

Correction for the manifold temperature

ATMTANS

Temperature correction for the exhaust gas temperature model

DTUMTAT

Offset: intake air temperature ® ambient temperature

FATMRML

Factor for the difference between exhaust gas & exhaust pipe wall temperature

FATMRML2

Factor for the difference between exhaust gas & exhaust pipe wall temperature, cylinder bank 2

FATRKRML

Factor for the difference between exhaust gas & wall temperature in the manifold

FATRKRML2

Factor for the difference between exhaust gas & wall temperature in the manifold, cylinder bank 2

FWMABGW

Factor for heat quantity during repeated starts for pre-cat exhaust gas dew points

FWMABGW2

Factor for heat quantity during repeated starts for pre-cat exhaust gas dew points, cylinder bank 2

FWMKATW

Factor for heat quantities during repeated starts for dew points after main catalyst

FWMKATW2

Factor for heat quantities during repeated starts for dew points after main catalyst, cylinder bank 2

IMTUMTAT

Integration threshold air mass for determining ambient temperature from TANS

KATMEXML

Exothermic reaction temperature in catalyst, tkatm

KATMEXML2

Exothermic reaction temperature in catalyst, cylinder bank 2

KATMIEXML

Exothermic reaction temperature in catalyst, tikatm

KATMIEXML2

Exothermic reaction temperature in catalyst, tikatm, cylinder bank 2

KFATLAK

Map for lambda correction for manifold exhaust gas temperature

KFATLAK2

Map for lambda correction for manifold exhaust gas temperature, cylinder bank 2

KFATMABKA

Factor for exhaust gas temperature decrease as a function of stop time and ambient temperature

KFATMABKA2

Factor for exhaust gas temperature decrease as a function of stop time and ambient temperature, cylinder bank 2

KFATMABKK

Factor for reducing the catalyst temperature as a function of stop time and ambient temperature

KFATMABKK2

Factor for reducing the catalyst temperature as a function of stop time and ambient temperature, cylinder bank 2

KFATMKR

Map for steady-state manifold exhaust gas temperature as a function of engine speed and relative cylinder charge

KFATMKR2

Map for steady-state manifold exhaust gas temperature, cylinder bank 2

KFATMLA

Map for exhaust gas temperature correction as a function of lambda

KFATMLA2

Map for exhaust gas temperature correction as a function of lambda, cylinder bank 2

KFATMZW

Map for exhaust gas temperature correction as a function of igntion angle correction

KFATMZW2

Map for exhaust gas temperature correction as a function of ignition angle, cylinder bank 2

KFATZWK

Map for ignition angle correction for manifold gas temperature

KFATZWK2

Map for ignition angle correction for manifold gas temperature, cylinder bank 2

KFTATM

Map for exhaust gas temperature as a function of engine speed and relative cylinder charge

KFTATM2

Map for exhaust gas temperature as a function of engine speed and relative cylinder charge for cylinder bank 2

KFWMABG

Map for heat quantity threshold exhaust gas dew points

KFWMABG2

Map for heat quantity threshold exhaust gas dew points, cylinder bank 2

KFWMKAT

Map for heat quantity threshold dew points after catalyst

KFWMKAT2

Map for heat quantity threshold dew points after catalyst, cylinder bank 2

KLATMILAE

Exothermic temperature decrease through enrichment, tikatm

KLATMILAE2

Exothermic temperature decrease through enrichment, tikatm, Bank 2

KLATMIZWE

Exothermic temperature decrease in catalyst at later ignition angles, tikatm

KLATMIZWE2

Exothermic temperature decrease in catalyst at later ignition angles, tikatm, Bank 2

KLATMLAE

Exothermic temperature decrease through enrichment

KLATMLAE2

Exothermic temperature decrease through enrichment, cylinder bank 2

KLATMZWE

Exothermic temperature decrease in catalyst at later ignition angles, tkatm

KLATMZWE2

Exothermic temperature decrease in catalyst at later ignition angles, cylinder bank 2

NTUMTAT

Speed threshold for determining ambient temperature from TANS

SEZ06TMUB

Sample point distribution, ignition angle efficiency

SLX06TMUW

Sample point distribution, desired lambda

SLY06TMUW

Sample point distribution, desired lambda, cylinder bank 2

SML06TMUW

Sample point distribution, air mass, 6 sample points

SML07TMUW

Sample point distribution, air mass, 7 sample points

SMT06TMUW

Sample point distribution, air mass, 6 sample points

ST107TMUB

Sample point distribution, start temperature at front probe

ST207TMUB

Sample point distribution, start temperature at front probe, cylinder bank 2

ST307TMUB

Sample point distribution, start temperature at rear probe

ST407TMUB

Sample point distribution, start temperature at rear probe, cylinder bank 2

STM05TMUB

Sample point distribution, engine start temperature

STS06TMUW

Sample point distribution, exhaust gas mass flow

STU05TMUB

Sample point distribution, simulated ambient temperature

SY_STERVK

System constant condition: stereo before catalyst

SY_TURBO

System constant: turbocharger

TABGMEX

Exhaust gas temperature below the catalyst switch-off temperature

TASTBFA

Model temperature before pre-cat initial value via B_faatm requirement

TATMKH

Exhaust gas temperature correction via catalyst heating active

TATMKH2

Exhaust gas temperature correction via catalyst heating active, cylinder bank 2

TATMKRSA

Exhaust gas temperature correction in manifold via boost switch-off

TATMKW

Exhaust gas temperature correction with catalyst warming active

TATMSA

Exhaust gas temperature correction via boost cut-off

TATMSAE

Exothermic temperature increase in boost

TATMSAE2

Exothermic temperature increase in boost, cylinder bank 2

TATMSTI

Initial value for tabgm, tkatm intial value through power fail

TATMTMOT

Engine temperature warmer Motor, for temperature correction during cold start conditions

TATMTP

Exhaust gas dew point temperature

TATMTRKH

Exhaust gas temperature correction via thermal reaction catalyst heating

TATMTRKH2

Exhaust gas temperature correction via thermal reaction catalyst heating, cylinder bank 2

TATMWMK

Temperature offset for calculating heat quantities

TIKATMOE

Temperature correction in catalyst without exothermic reaction, tikatm

TKATMOE

Temperature correction near catalyst without exothermic reaction, tkatm

TKSTBFA

Model temperature post-cat initial value via B_faatm requirement

TNLATM

Minimum ECU delay time for exhaust gas temperature model – Abstellzeit

TNLATMTM

When tmot > threshold ECU delay requirement B_nlatm = 1

TNLATMTU

When tumg (tatu – ATM) > threshold ECU delay requirement

TUMTAIT

Initialising value for ambient temperature from TANS

VTUMTAT

Vehicle speed threshold for TANS ® ambient temperature

WMABGKH

Factor for heat quantity correction via catalyst heating for dew points

WMABGKH2

Factor for heat quantity correction via catalyst heating for dew points, cylinder bank 2

WMKATKH

Factor for heat quantity correction via catalyst heating for dew points after catalyst

WMKATKH2

Factor for heat quantity correction via catalyst heating for dew points after catalyst, cylinder bank 2

ZATAKRML

Time constant for exhaust gas temperature model (manifold)

ZATAKRML2

Time constant for exhaust gas temperature model (manifold), cylinder bank 2

ZATMAML

Time constant for exhaust gas temperature model

ZATMAML2

Time constant for exhaust gas temperature model, cylinder bank 2

ZATMIKKML

Time constant for catalyst temperature model – Temperature in catalyst tikatm during cooling

ZATMIKKML2

Time constant for catalyst temperature model – Temperature in catalyst tikatm during cooling, bank 2

ZATMIKML

Time constant for catalyst temperature model – Temperature in catalyst, tikatm

ZATMIKML2

Time constant for catalyst temperature model – Temperature in catalyst, cylinder bank 2

ZATMKKML

Time constant for catalyst temperature model – catalyst temperature tkatm during cooling

ZATMKKML2

Time constant for catalyst temperature model – catalyst temperature tkatm during cooling, bank 2

ZATMKML

Time constant for catalyst temperature model – catalyst temperature tkatm

ZATMKML2

Time constant for catalyst temperature model – catalyst temperature, cylinder bank 2

ZATMRML

Time constant for exhaust gas temperature model – exhaust pipe wall temperature

ZATMRML2

Time constant for exhaust gas temperature model – exhaust pipe wall temperature Bank 2

ZATRKRML

Time constant for exhaust gas temperature model – manifold wall temperature

ZATRKRML2

Time constant for exhaust gas temperature model – manifold wall temperature, cylinder bank 2

Variable

Description

B_ATMLL

Condition for time constant during cooling at idle

B_ATMLL2

Condition for time constant during cooling at idle

B_ATMST

Condition for tabgmst, tkatmst initial value calculation

B_ATMST2

Condition for tabgmst, tkatmst calculation, cylinder bank 2

B_ATMTPA

Condition: dew point before catalyst exceeded

B_ATMTPA2

Condition: dew point 2 before catalyst exceeded

B_ATMTPF

Condition: dew point before catalyst exceeded (last trip)

B_ATMTPF2

Condition: dew point before catalyst exceeded (last trip) cylinder bank 2

B_ATMTPK

Condition: dew point after catalyst exceeded

B_ATMTPK2

Condition: dew point 2 after catalyst exceeded

B_ATMTPL

Condition: dew point after catalyst exceeded (last trip)

B_ATMTPL2

Condition: dew point after catalyst exceeded (last trip) cylinder bank 2

B_FAATM

Condition: functional requirements for dew point end times

B_KH

Condition: catalyst heating

B_KW

Condition: catalyst warming

B_LL

Condition: idle

B_NACHL

Condition: ECU delay

B_NACHLEND

Condition: ECU delay ended

B_NLATM

Condition: ECU delay exhaust gas temperature model probe protection

B_PWF

Condition: Power fail

B_SA

Condition: Overrun cut-off

B_ST

Condition: Start

B_STEND

Condition: End of start conditions achieved

B_STNDNL

Condition: Beginning of ECU delay or end of start conditions (1 ® 0)

B_TFU

Condition: Ambient temperature sensor available

B_TRKH

Condition: Catalyst heating, thermal reaction effective

B_UHRRMIN

Condition: timer with a relative number of minutes

B_UHRRSEC

Condition: timer with a relative number of minutes

DFP_TA

ECU internal error path number: intake air temperature TANS (charge air)

DFP_TUM

ECU Internal error path number: ambient temperature

ETAZWIMT

Actual ignition angle efficiency average for exhaust gas temperature model (200 ms)

ETAZWIST

Actual ignition angle efficiency

E_TA

Error flag: TANS

E_TUM

Error flag: ambient temperature tumg

IMLATM

Integral of air mass flows from engine start bis Max.wert

IMLATM_W

Integral of air mass flows from end of start conditions up to the maximum value, (Word)

IWMATM2_W

Heat quantity for Condensation - dew points exhaust gas/catalyst (word), cylinder bank 2

IWMATM_W

Heat quantity for Condensation - dew points exhaust gas/catalyst (word)

LAMSBG2_W

Desired lambda limit (word), cylinder bank 2

LAMSBG_W

Desired lambda limit (word)

ML_W

Filtered air mass flow (word)

NMOT

Engine speed

RL

Relative cylinder charge

TABGKRM2_W

Exhaust gas temperature in manifold from the model, cylinder bank 2

TABGKRM_W

Exhaust gas temperature in manifold from the model

TABGM

Exhaust gas temperature before catalyst from the model

TABGM2

Exhaust gas temperature before catalyst from the model, cylinder bank 2

TABGM2_W

Exhaust gas temperature before catalyst from the model (word) cylinder bank 2

TABGMAB

Exhaust gas temperature during engine switch-off

TABGMAB2

Exhaust gas temperature during engine switch-off (model) cylinder bank 2

TABGMST

Exhaust gas temperature at engine start

TABGMST2

Exhaust gas temperature at engine start, cylinder bank 2

TABGM_W

Exhaust gas temperature before catalyst from the model (word)

TABSTATM_W

Stop time in ECU delay for exhaust gas temperature model

TABSTMX_W

Stop time maximum query for exhaust gas temperature model

TABST_W

Stop time

TAKRKF

Steady-state manifold exhaust gas temperature without correction

TAKRKF2

Steady-state manifold exhaust gas temperature without correction, cylinder bank 2

TAKRSTC

Steady-state exhaust gas temperature in manifold in °C

TAKRSTC2

Steady-state exhaust gas temperature in manifold, cylinder bank 2

TANS

Intake air temperature

TATAKRML

Output from PT1 element: exhaust gas temperature influence on tabgkrm

TATAKRML2

Output from PT1 element: exhaust gas temperature influence on tabgkrm, cylinder bank 2

TATMAML

Output from PT1 element: exhaust gas temperature influence on tabgm

TATMAML2

Output from PT1 element: exhaust gas temperature influence on tabgm, cylinder bank 2

TATMKF

Exhaust gas temperature before catalyst from map KFTATM

TATMKF2

Exhaust gas temperature before catalyst from map KFTATM, cylinder bank 2

TATMRML

Output from PT1 element: exhaust pipe wall temperature effect from tabgm

TATMRML2

Output from PT1 element: exhaust pipe wall temperature effect from tabgm, cylinder bank 2

TATMSTA

Exhaust gas temperature before catalyst from the steady-state model

TATMSTA2

Exhaust gas temperature before catalyst from the steady-state model, cylinder bank 2

TATRKRML

Output from PT1 element: exhaust pipe wall temperature effect from tabgkrm

TATRKRML2

Output from PT1 element: exhaust pipe wall temperature effect from tabgkrm, cylinder bank 2

TATU

Intake air temperature or ambient temperature

TEXOIKM2_W

Exotherme temperature increase in catalyst for tikatm, cylinder bank 2

TEXOIKM_W

Exotherme temperature increase in catalyst for tikatm

TEXOM2_W

Exotherme temperature increase in catalyst for tkatm2, cylinder bank 2

TEXOM_W

Exotherme temperature increase in catalyst for tkatm

TIKATM

Exhaust gas temperature in catalyst from the model

TIKATM2

Exhaust gas temperature in catalyst from the model, cylinder bank 2

TIKATM2_W

Exhaust gas temperature in catalyst from the model, cylinder bank 2

TIKATM W

Exhaust gas temperature in catalyst from the model

TKATM

Catalyst temperature from the model

TKATM2

Catalyst temperature from the model, cylinder bank 2

TKATM2_W

Catalyst temperature from the model (word), cylinder bank 2

TKATMAB

Exhaust gas temperature after catalyst through engine switch-off (model)

TKATMAB2

Exhaust gas temperature after catalyst through engine switch-off (model), cylinder bank 2

TKATMST

Catalyst temperature model initial value as a function of switch-off value, switch-off time

TKATMST2

Catalyst temperature model initial value as a function of switch-off value, switch-off time, bank 2

TKATM_W

Catalyst temperature from the model (word)

TMOT

Engine temperature

TMST

Engine start temperature

TUMG

Ambient temperature

VFZG

Vehicle speed

ZWMATM

Counter for repeated starts and factor for heat quantity threshold

ZWMATM2

Counter for repeated starts and factor for heat quantity threshold, cylinder bank 2

ZWMATMF

Counter for repeated starts and factor for heat quantity threshold upstream

ZWMATMF2

Counter for repeated starts and factor for heat quantity threshold upstream, cylinder bank 2

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