Bosch Motronic ME 7 - ME 7.1 - ME 7.1.1 - ME 7.5 System Strategy PDF

Bosch Motronic ME 7, ME 7.1, ME 7.1.1, ME 7.
5 System Strategy
Table of Contents
.01.00.00 CATALYST MONITORING ........................................................................................................................4
.01.01.00 PASSIVE MEASUREMENT OF AMPLITUDE RATIO .............................................................................................4
.01.01.01 General description..................................................................................................................................4
.01.01.02 Monitoring Structure................................................................................................................................5
.01.01.03 Flow Chart Catalyst Monitoring..............................................................................................................5
.01.02.00 ACTIVE MEASUREMENT OF OSC ...................................................................................................................6
.01.02.01 General description..................................................................................................................................6
.01.02.02 Monitoring Structure................................................................................................................................7
.01.02.03 Flow Chart Catalyst Monitoring............................................................................................................10
.02.00.00 HEATED CATALYST MONITORING ....................................................................................................11
.03.00.00 MISFIRE MONITORING...........................................................................................................................11

.03.00.01 General Description...............................................................................................................................11
.03.01.02 Monitoring function description ............................................................................................................12
.03.00.03 Chart(s) and Flow Chart(s) ...................................................................................................................15
.04.00.00 EVAPORATIVE SYSTEM DIAGNOSIS ..................................................................................................17
.04.01.00 LEAKAGE CHECK ........................................................................................................................................17
.04.01.01 General description................................................................................................................................17
.04.01.03 Chart(s) and flow chart(s)......................................................................................................................18
.04.02.00 PURGE CHECK .............................................................................................................................................20
.04.02,02 Monitoring function description ............................................................................................................21
.05.00.00 SECONDARY AIR SYSTEM MONITORING.........................................................................................22
.05.01.00 VIA LAMBDA DEVIATION .............................................................................................................................22
.05.01.02 Monitoring Structure..............................................................................................................................23
.05.02.00 VIA EXHAUST TEMPERATURE SENSOR .........................................................................................................27
.05.02.02 Monitor function description .................................................................................................................27
.06.00.00 Fuel System Monitoring ...............................................................................................................................29
.07.00.00 OXYGEN SENSOR MONITORING .......................................................................................................33
.07.01.00 CALIBRATIONS WITH ASIC CJ 110 .............................................................................................................33
.07.02.00 OXYGEN SENSOR HEATER MONITORING .....................................................................................................40
.07.03.01 General description (ASIC CJ 110) .......................................................................................................40
07.02.03 Chart(s) and Flow Chart(s) ...................................................................................................................41
.07.04.00 OXYGEN SENSOR HEATER MONITORING (ASIC CJ 125/120) .....................................................................47
.07.05.00 SULEV APPLICATIONS ...............................................................................................................................49
-1-
Bosch Motronic ME 7, ME 7.1, ME 7.1.1, ME 7.5 System Strategy
.07.06.00 OXYGEN SENSOR HEATER MONITORING (SULEV)....................................................................................56
.07.06.02 Monitor function description) ................................................................................................................56
.08.00.00 EGR Monitoring ...........................................................................................................................................60
.09.00.00 PCV MONITORING....................................................................................................................................60
.10.00.00 ENGINE COOLANT SYSTEM MONITORING......................................................................................60

.10.01.02 Monitor Functional Description ............................................................................................................61
.10.03.00 Charts and Flow Charts.........................................................................................................................62
.11.00.00 COLD START EMISSION REDUCTION STRATEGY MONITORING............................................73
.12.00.00 AIR CONDITIONING (A/C) SYSTEM COMPONENT MONITORING .............................................73
.13.00.00 VARIABLE VALVE TIMING AND/OR CONTROL (VVT) SYSTEM MONITORING ....................73
.14.00.00 DIRECT OZON REDUCTION (DOR) SYSTEM MONITORING ........................................................73
.15.00.00 PARTICULATE MATER (PM) TRAP MONITORING .........................................................................73
.16.00.00 COMPREHENSIVE COMPONENTS MONITORING...........................................................................73

.16.01.00 INJECTION VALVE .......................................................................................................................................73
.16.02.00 FUEL PUMP RELAY ......................................................................................................................................73
.16.03.00 IDLE CONTROLLER ......................................................................................................................................74
.16.04.00 ENGINE SPEED SENSOR: ..............................................................................................................................75
.16.05.00 WARM-UP BYPASS VALVE:..........................................................................................................................75
.16.06.00 SIGNAL RANGE CHECK FOR DIFFERENT SENSOR ..........................................................................................76
.16.07.00 RATIONALITY MASS AIR FLOW SENSOR (MAF) .........................................................................................77
.16.08.00 VEHICLE SPEED SENSOR (VSS)...................................................................................................................79
.16.09.00 THROTTLE POSITION SENSOR (THROTTLE UNIT WITH E-GAS ACTUATOR) ...................................................80
.16.10.00 ACCELERATOR PEDAL POSITION SENSOR (APPS) ........................................................................................81
.16.11.00 CAMSHAFT POSITION SENSOR .....................................................................................................................82
.16.12.00 BOOST PRESSURE CONTROL VALVE ............................................................................................................83
.16.13.00 ENGINE START DELAY RELAY (SULEV) ....................................................................................................84
.16.14.00 EXHAUST TEMPERATURE SENSOR (SULEV)...............................................................................................85
.16.14.01 General Monitoring Description ...........................................................................................................85
.16.14.03 Chart(s) and Flow Chart (s) ..................................................................................................................86
.16.15.00 RESERVED ...................................................................................................................................................87
.16.16.00 RESERVED ...................................................................................................................................................87
.16.17.00 RESERVED ...................................................................................................................................................87
.16.18.00 RESERVED ...................................................................................................................................................87
.16.19.00 RESERVED ...................................................................................................................................................87
.16.20.00 AUTOMATIC TRANSMISSION MONITOR .......................................................................................................88
.16.21.00 OUTPUT STAGE CHECK ...............................................................................................................................88
.17.00.00 OTHER EMISSION CONTROL OR SOURCE SYSTEM MONITORING .........................................89
.18.00.00 EXEMPTIONS TO MONITOR REQUIREMENTS ..............................................................................89
.19.00.00 RESERVED...................................................................................................................................................89
.20.00.00 PARAMETERS AND CONDITIONS FOR CLOSED LOOP OPERATION........................................90
-2-
.21.00.00 PARAMETERS / CONDITIONS FOR 2ND CLOSED LOOP OPERATION.........................................93
.22.00.00 PARAMETERS / CONDITIONS FOR CLOSED LOOP OPERATION ON SULEV ..........................95
-3-
.01.00.00 CATALYST MONITORING
There are two diagnostic functions, which are used for monitoring of the catalyst
efficiency. Both are based on measure of the Oxygen within the catalyst determined
by at least two Oxygen sensors. Each of the functions can be correlated between
Oxygen / Hydrocarbon and Oxygen/ Oxides of Nitrogen.
.01.01.00 Passive measurement of amplitude ratio
.01.01.01 General description
The method compares the signal amplitudes obtained from the downstream
sensor to the modelled signal amplitudes. The modelled signal amplitudes are
derived from a borderline catalyst. The data for borderline catalysts are taken
from measurement results on real life deteriorated catalysts. In case the
measured amplitudes exceed those of the model, the catalyst is considered
defective. This information is evaluated within one single engine load and speed
range (detection over full range of engine load versus speed).
According to the described operating principle the following main parts can be
distinguished:
- Computation of the amplitude of the downstream oxygen sensor:

The amplitude of the signal oscillations of oxygen sensor downstream
catalyst is calculated. Extracting the oscillating signal component, computing
the absolute value and averaging over time accomplish this.
- Modelling of a borderline catalyst and of the signal amplitudes of the

downstream oxygen sensor:
The model is simulating the oxygen storage capability of a borderline
catalyst. The signal of the downstream oxygen sensor is simulated in the
catalyst model based on real time engine operating data (e.g. A/F ratio and
engine load). The amplitude of the modelled signal oscillations is calculated.
- Signal and fault evaluation

The signal amplitudes of the downstream oxygen sensor are compared with
the model for a given time. In case of the signal amplitudes of the
downstream sensor exceed the modelled amplitudes, the oxygen storage
capability of the catalyst falls short of the borderline catalyst model.
- Check of monitoring conditions

It is necessary to check the driving conditions for exceptions where no
regular Lambda control is possible, e.g. fuel cut-off. During these
exceptions, and for a certain time afterwards, the computation of the
amplitude values and the post processing is halted. Thus, a distortion of the
monitoring information is avoided.
-4-
.01.01.02 Monitoring Structure
The catalyst temperature (model) activates the catalyst monitoring function

if the catalyst temperature is above a predetermined value.
.01.01.03 Flow Chart Catalyst Monitoring
Start
no
Enable?
Models stabilized?
yes
Calculate:
- catalyst model
- modeled sensor
- downstream sensor
Count accumulation
time
no
Time > limit
yes
Modeled amplitude < yes

Catalyst deteriorated
downstream amplitude
no Fault management
Catalyst okay
MIL
End
-5-
.01.02.00 Active measurement of OSC
The catalyst monitor is based on the determination of oxygen storage capability

(OSC). The correlation between conversion efficiency and the OSC has been
investigated on catalysts with various characteristics specifically concerning
stages of aging correlated to exhaust emissions (HC/NOx). Therefore, the
catalyst is diagnosed by comparing its storage capability against the storage
capability of a borderline catalyst.
The oxygen storage capability (OSC) can be determined by one of the following
two methods:
1. Oxygen reduction after fuel-cut (Quick pass of the monitor)
Oxygen is stored in the catalyst during fuel-cut conditions happening while driving
the vehicle. After fuel-cut, the catalyst is operated with a rich air-fuel ratio (A/F) and
the amount of removed oxygen is determined. If this passive test indicates an OSC
value highly above the borderline catalyst, the catalyst is diagnosed without an
error. This monitoring path can only generate a pass result.
2. Determination of Oxygen storage (active test)
For purposes of monitoring, the ECM cycles the A/F ratio by commanding a rich and
a lean fuel mixture as follows.
First, ECM commands a rich A/F ratio until a minimum of oxygen has been
removed (cumulated rich gas > threshold).
Then, the catalyst is operated with a lean A/F ratio commanded by ECM and
the Oxygen Storage Capability is calculated from the oxygen mass stored in the
catalyst as follows:
OSC = air mass flow * lean mixture (-1) * dt
The catalyst is operated in this mode until the oxygen stored in the catalyst
exceeds a calibrated limit or the downstream oxygen sensor indicates that the
catalyst is completely saturated with oxygen.
The catalyst is then diagnosed by comparing its oxygen storage capability to
the calibrated threshold of a borderline catalyst.
-6-
According to the operating principle described above the following main parts of the monitor
can be distinguished:
Monitoring the amount of removed oxygen after fuel cut off
Check of monitoring conditions for active test
Lambda request (interface to lambda controller)
Mixture enrichment in order to remove any stored oxygen
Measurement of oxygen storage capacity (OSC) by lean A/F ratio operation
Processing
Fault detection
Check Monitoring
Conditions
mixture
Mixture Enrichment control
(remove oxygen ) Lambda Request
L
Measurement of
Lambda sensor upstream OSC
Lambda sensor downstream (lean A/F ratio)
fail
Processing
Oxygen Removal Fault Detection pass
after fuel cut off
Processing:
After the measurement of the OSC, the OSC-value is normalized to the

OSC-value of the borderline catalyst, which is taken from a map, depending
on exhaust gas mass flow and catalyst temperature.
The final diagnostic result is calculated by averaging several, normalized

OSC-values and compared to the threshold. The measurement of OSC can
be carried out consecutive or stepwise.
-7-
For a catalyst system with 3 Oxygen-Sensors this measuring procedure can be applied to different
portions. The different alternatives are shown in the table below.
first second
-sensor -sensor
front- catalyst main- catalyst
catalyst-system
Table 1: Necessary conditions to check the different catalyst volume
Secondary parameters Front- Main- Catalyst-

catalyst catalyst system
First -sensor is active
Second -sensor is active Quick pass
Modelled exhaust gas temp. in range
Second -sensor is active Quick pass
Third -sensor is active
Modelled exhaust gas temp. In range
Second -sensor is active {Quick pass Quick pass} => Quick
Third -sensor is active pass
Modelled exhaust gas temp. In range
Second -sensor is active
Modelled front exhaust gas temp. In range Measureme
Modelled main exhaust gas temp. In range nt of OSC-
Exhaust- gas mass flow in range calculation
Exhaust- gas mass dynamic in range
Second -sensor is active
Third -sensor is active Measureme
Modelled front exhaust gas temp. In range nt of OSC-
Modelled main exhaust gas temp. In range calculation
Exhaust- gas mass flow in range
Third -sensor is active
Modelled front exhaust gas temp. In range Measurement
Modelled main exhaust gas temp. In range of OSC-
Exhaust- gas mass flow in range calculation
-8-
If the secondary parameters for the different catalyst portions are met at the same time, the diagnostic
functions can run simultaneously.
According to table 1 the following result combinations are described in table 2.
Table 2: Results, which can be obtained after the diagnosis of the different catalyst volumes
Front catalyst Main catalyst Result

Or
Catalyst system
Quick pass Quick pass Both = pass
Measurement of OSC- front catalyst = pass
Quick pass calculation < threshold main catalyst = Fail
Measurement of OSC-
Quick pass calculation > threshold Both = pass
Measurement of OSC- front catalyst = Fail
calculation < threshold Quick pass main catalyst = passe
Measurement of OSC-
calculation > threshold Quick pass Both = pass
Measurement of OSC- Measurement of OSC-
calculation < threshold calculation < threshold Both = fail
Measurement of OSC- Measurement of OSC-
calculation > threshold calculation > threshold Both = pass
Measurement of OSC- Measurement of OSC- front catalyst = pass
calculation > threshold calculation < threshold main catalyst = fail
Measurement of OSC- Measurement of OSC- front catalyst = fail
calculation < threshold calculation > threshold main catalyst = pass
-9-
.01.02.03 Flow Chart Catalyst Monitoring
Start
fuel cut off No
? all
Yes monitoring No
conditions
No catalyst fulfilled
temperature ?
in range Yes
?
Yes
calculate amount of oxygen apply rich mixture to catalyst
after fuel cut off (oxygen removal)
accumulate amount of
applied rich mixture
amount of No
No rich mixture >
osc > calibration
calibration
?
?
Yes
Yes
apply lean mixture to catalyst

(oxygen storing)
accumulate amount of
oxygen stored in
osc > No
calibration or catalyst
saturated
?
Yes
number of No
measurements >
threshold
?
Yes
mean - value calculation
NO osc< Yes
threshold
?
pass fail
End
- 10 -
.02.00.00 HEATED CATALYST MONITORING
Not applicable
.03.00.00 MISFIRE MONITORING
.03.00.01 General Description
The method of engine misfire detection is based on evaluating the engine

speed fluctuations.
In order to detect misfiring at any cylinder, the torque of each cylinder is

evaluated by metering the time between two ignition events, which is a
measure for the mean value of the speed of this angular segment. This
means, a change of the engine torque results in a change of the engine
speed.
Additionally the influence of the load torque will be determined.

When the mean engine speed has been measured, influences caused by
different road surfaces have to be eliminated (e.g. pavement, pot holes
etc.).
This method consists of the following main parts:
- Correction of normal changes of engine rpm and engine load
- Data acquisition, adaptation of sensor wheel and typical engine

behaviour is included
- Calculation of engine roughness
- Comparison with a threshold depending on operating point
- Fault processing, counting procedure of single or multiple misfire

events
- 11 -
.03.01.02 Monitoring function description
Data acquisition
The duration of the crankshaft segments is measured continuously for
every combustion cycle and stored in a memory.
Sensor wheel adaptation

Within defined engine speed and load ranges the adaptation of the sensor
wheel tolerances and the typical engine behaviour is carried out, if no
misfire events are detected.
With progressing adaptation the sensitivity of the misfire detection is
increasing.
The adaptation values are stored in a non-volatile memory and taken into
consideration for the calculation of the engine roughness.
Misfire detection
The following operating steps are performed for each measured segment,
corrected by the sensor wheel adaptation.
Calculation of the engine roughness

The engine roughness is derived from the differences of the segment's
duration.
Different statistical methods are used to distinguish between normal
changes of the segment duration and the changes due to misfiring.
Detecting of multiple misfiring

If several cylinders are misfiring (e.g. alternating one combustion/one
misfire event), the calculated engine roughness values may be so low, that
the threshold is not exceeded during misfiring and therefore, misfiring
would not be detected.
Based on this fact, the periodicity of the engine roughness value is used as
additional information during multiple misfiring. The engine roughness
values are filtered and a new multiple filter value is created. If this filter
value increases due to multiple misfiring, the roughness threshold is
decreased. By applying this strategy, multiple misfiring is detected reliably.
Calculation of the engine roughness threshold value

The engine roughness threshold value consists of the base value, which is
determined by a load/speed dependent map.
During warm-up, a coolant-temperature-dependent correction value is
added. In case of multiple misfiring the threshold is reduced by an
adjustable factor.
Without sufficient sensor wheel adaptation the engine roughness threshold
is limited to a speed dependent minimum value.
A change of the threshold towards a smaller value is limited by a variation
of filter value (low pass filter).
- 12 -
Determination of misfiring
Random misfire
Comparing the engine roughness threshold value with the engine
roughness value performs misfire detection.
If the engine roughness value is greater than the roughness threshold value
a single misfire is detected. With this misfire determination it is possible to
identify misfiring cylinders individually.
Random misfire without valid adaptation

To eliminate the influence of the missing flywheel adaptation each engine
roughness value is compared with that one on the same flywheel segment
on the intermittent revolution. Therefore single misfire events are detected
reliable without determination of the flywheel tolerances.
Continuous misfire on one or multiple cylinders

To avoid noise effects, all engine roughness values are low pass filtered
and the detection threshold is corrected by the mean value of the filters.
Therefore the amplitude to noise ratio improves and the sensitivity for
misfire detection of continuous misfiring cylinders increases.
- 13 -
Statistics, Fault processing:

Within an interval of 1,000 crankshaft revolutions, the detected number of
misfiring events is totalled for each cylinder. If the sum of cylinder fault
counters exceeds a predetermined value, a fault code for emission relevant
misfiring is preliminary stored after completion of the first interval after
engine has been started or the forth interval during a driving cycle where
misfire has been detected.
In the case of misfire detection for one cylinder, the fault is determined by a
cylinder selective fault code otherwise the fault code for multiple misfire will
be stored additionally.
Within an interval of 200 crankshaft revolutions, the detected numbers of

misfire events is weighted and totalled for each cylinder.
The weighting factor is determined by a load/speed dependent map.
If the sum of cylinder fault counters exceeds a predetermined value, the
fault code for indicating catalyst damage relevant misfiring is stored and the
MIL is illuminated with "on/off"-sequence once per second (blinking).
In case of misfire detection for one cylinder the fault is determined by a
cylinder selective fault code otherwise the fault code for multiple misfiring
will be stored additionally.
If catalyst damaging misfire does not occur any longer during the first
driving cycle, the MIL will return to the previous status of activation (e.g.
MIL off) and will remain illuminated continuously during all subsequent
driving cycles if catalyst related misfire is detected again. However all
misfire events where the catalyst can be damaged are indicated by a
blinking MIL. If catalyst damage is not detected under similar conditions in
the subsequent driving cycle the temporary fault code will be deleted.
In the case of catalyst related misfire, the Lambda closed loop system is
switched to open-loop condition according to the basic air/fuel ratio
calculation (Lambda=1).
All misfire counters are reset after each interval.
- 14 -
.03.00.03 Chart(s) and Flow Chart(s)
Start of monitoring
procedure
Data acquisition segment

duration
Calculation of engine
roughness and threshold
Comparison of threshold
with engine roughness
no
roughness >
threshold?
Adaptive segment duration

yes correction
no Extreme engine yes

operating
MIL condition?
Fault code management End of monitoring procedure
- 15 -
Paths for misfire and catalyst damaging misfire rate
Start of monitoring procedure
Interval yes
yes no no Interval
counter A
counter B
> 1,000?
>200?
Interval counter A=0 Interval counter B=0

Cylinder fault counters A1..An=0 Cylinder fault counters B1..Bn=0
yes Misfire no no Misfire yes

event? event?
Cylinder fault counter

Cilinder fault counter Ax+1 Bx+weighted value
Sum of fault Sum of fault

counters A1..An counters B1..Bn yes
yes no no
exceeds emission exceeds misfire
relevant misfiring frequency for catalyst
frequency? damage?
MIL on (2. driving cycle) MIL on at once

(blinking)
MIL
MIL
End of monitoring procedure
- 16 -
.04.00.00 EVAPORATIVE SYSTEM DIAGNOSIS
.04.01.00 Leakage Check
The leakage diagnosis procedure is a pressure check of the EVAP system.

In order to perform the check, the EVAP system will be sealed and pressure applied by the leakage
diagnosis pump (LDP). The pressure variation time is analysed by the ECM.
The diagnosis procedure consists of the following steps:
1. Tank pressure check

The first step of leakage diagnostics is the pressure check of fuel tank
system by testing the reed switch. In case of an open reed switch, the
fuel tank system has sufficient pressure for the sealed check and no
further pressure has to be supplied to the fuel tank system by the LDP.
The diagnosis is waiting until the EVAP purge valve is opened in order
to purge the carbon canister. In case the reed switch remains open or
the reed switch stuck open, the reed switch is defective.
In the case the reed switch is closed, the LDP is switched on in order
to supply pressure to the fuel tank system and the diagnostic is
continued with the step 2 to 3 (as described below).
2. LDP Self-check procedure

Closed check
LDP control is disabled and the reed switch has to be closed otherwise
the reed switch is defective.
Close to open check
LDP control is switched on once and the diaphragm has to move to the
upper position. The time is measured between closed and open
position of diaphragm detected by the reed switch. When the final
upper position of diaphragm is reached in a certain time, then the
check will be passed.
3. Leak check of EVAP system

Fast pulse
After the self check procedure, the LDP control supplies pressure to
the fuel tank system with a pressure dependent number of
compression strokes in a certain time. In order to supply pressure to
the fuel tank system, the LDP can perform compression strokes in
several attempts.
EVAP system sealed check, measure stroke and measure phase

The decrease of fuel tank pressure is measured via time of diaphragm
movement followed by a compression stroke. Within a certain time, the
LDP control is determined within at least four measurement strokes.
The averaged time is a measure for the tightness of fuel tank system.
- 17 -
.04.01.03 Chart(s) and flow chart(s)
start of monitoring
procedure
fuel system pressure check
reed switch no
closed?
yes wait for opening of

EVAP purge valve
no yes
reed switch
closed?
pressure in fuel tank

system detected, therefore
EVAP leak check and
purge check passed
valve OK, leak detection

pump OK, system OK
reed switch defective!
LDP
self check
procedure
switch on LDP once
reed no
switch open within a error for failed "close to open
certain time? check"
yes
1
2
- 18 -
1 2
Pump Phase
fast pulse
LDP switched on once folowed by a

measure phase where time is measured
until reed switch is closed again.
The open to close time is measured at
least four times and a an average is
calculated.
open to close time < yes sec. cond. for no

gross leak time gross leak fulfilled?
no yes
gross leak detected

small leak time small leak fulfilled?
no yes
small leak detected

smallest leak time smallest leak fulfilled?
no yes smallest leak

detected
open EVAP purge valve
fault management
leak detection pump OK, system OK MIL
- 19 -
.04.02.00 Purge Check
The purge flow through the EVAP Purge Valve is checked when the vehicle
is at rest during an idle condition and the Lambda controller is active.
The EVAP Purge Valve is opened while monitoring the Lambda controller
and the airflow through the throttle unit.
For rich or lean mixture through the EVAP Purge Valve:

Flow through the EVAP Purge Valve is assumed as soon as the Lambda
controller compensates for a rich or lean shift.
After this procedure the EVAP Purge Valve is reset and the diagnosis is
completed.
- 20 -
.04.02,02 Monitoring function description
For stoichiometric mixture flow through the EVAP Purge Valve:

In this case, the Lambda controller does not need to compensate for a
deviation. However, when the EVAP Purge Valve is completely opened, the
cylinder charge increases significantly. Therefore, flow through the throttle
unit must be decreased in order to maintain the desired idle speed. Flow
through the EVAP Purge Valve is assumed when the flow through the throttle
unit is reduced by idle control. If both mixture compensation and reduction of
the airflow through the throttle unit does not occur for two diagnosis cycles,
then a defective EVAP Purge Valve is assumed and the MIL is illuminated.
- 21 -
.05.00.00 SECONDARY AIR SYSTEM MONITORING
.05.01.00 Via lambda deviation
After cold start condition (e.g. 5 .. 40C) the Air system blows for a certain
time air into the exhaust manifold. The exhaust gases will be enriched with
oxygen and post combustion of HC and CO occurs. By this exothermic
reaction the exhaust system will be heated and the time to reach the light-
off temperature of the catalyst will be accelerated.
Principal sketch and main components of Air System: (example 4 cyl.
Engine)
ECM;
Air pump relay
Air valve (solenoid valve)
Air valve (vacuum controlled)
AIR pump;
O2 Sensor;
- 22 -
The following table shows an overview of the used function and monitor strategy for all test
groups:
Test Group Engine Standard Via Lambda deviation Via exhaust temperature sensor
Passive check Active check Passive check Active check
Functi Flow Functi Flow Functi Flow Functi Flow
onal Check onal Check onal Check onal Check
5ADXV01.8342 1.8T I-4 Turbo long. Bin 8 - - Yes - - - - -
5ADXV01.8356 1.8T I-4 Turbo Bin 8 yes - yes - - - - -
5ADXV01.8346 1.8T I-4 Turbo LEV I yes - yes - - - - -
5VWXV02.0223 2.0l I-4 LEV II - - Yes - - - - -
5VWXV02.0224 2.0l I-4 ULEV II - - Yes - - - - -
5VWXV02.0227 2.0l I-4 PZEV - - yes - yes - - -
5VWXV02.0240 2.0l I-4 Turbo ULEV II - - Yes - - - - -
5ADXV02.8334 2.8l V6 - 2 bank LEV I te - yes - - - - -
5ADXV03.0344 3.0l V6 - 2 bank LEV II yes yes - - - -
5ADXV04.2345 4.2l V8 - 2 bank LEV I yes - yes - - - - -
5ADXT04.2348 4.2l V8 - 2 bank Bin 10 yes - yes - - - - -
5ADXV02.7343 2.7l V6T - 2 bank LEV I yes - yes - - - - -
5VWXT03.2225 3.2 VR6 - 2 bank LEV II - - Yes - - - - -
5VWXV02.8228 2.8 VR6 - 2 bank LEV I - - Yes - - - - -
5VWXV03.2220 3.2 VR6 - 2 bank LEV I - - Yes - - - - -
5VWXV04.0229 4.0l W8 2 bank LEV I - - Yes - - - - -
5VWXV06.0221 6.0l W12 2 bank LEV I - - Yes - - - - -
5VWXV06.0501 6.0l W12T 2 bank LEV I - - Yes - - - - -
The monitor of the secondary air system distinguish between two functions:
a) Passive monitoring function will be carried out during normal secondary air injection
While engine is cold started and
b) Active monitoring function will be activated later during the driving cycle, if the passive
Monitoring function has not a pass result.
At idle state or under part load engine condition, the secondary air pump is switched on and the valve
opens either by pressure of the pump or vacuum operated by switching to open, causing an
increase in the air fuel ratio. The Oxygen Sensor control function (closed loop) enriches the mixture
consisting of exhaust gas of the engine and secondary air until the Lambda integrator signal will meet
a predetermined value (functional or flow check).
- 23 -
Check Conditions
Passive Monitoring Function

To start the passive monitoring function, following conditions have to be
satisfied:
Oxygen sensor readiness

No engine restart (thermal energy introduced)
A certain time after engine start
Engine has been cold started
No output stage error from secondary air pump relay
Active Monitoring Function

To start the active monitoring function several conditions have to be
satisfied:
No result or no pass result from passive monitoring function available.
Engine running at idle
Closed loop condition of the Lambda-control
Monitoring function not done before (for pump protection)
No output stage error from secondary air pump relay
Furthermore, if the diagnosis has already been started and one of the
conditions has not been satisfied continuously, the process will be
interrupted.
The following conditions have to be fulfilled additionally:
All adaptations of the air/fuel system are inhibited

The Lambda controller has been stabilized (waiting for several transients of
the oxygen sensor signal)
The actual Lambda controller value has been stored
In case of an interrupt of diagnosis, the monitor can several time started
again (different for each test group; see overview) during the same driving
cycle if the monitor conditions are met.
- 24 -
Following charts shows the phases of the AIR monitoring via lambda deviation for passive and active
monitoring.
phase 0 phase 1 phase 2 (optional) phase 3
expected
AIR mass kg
actual
AIR mass kg
Lambda =1
Air Valve open optional

close
t 0 t1 t2 t3
on
Air Pump off
time
AIR system monitoring

DTCs See summary table
Sensors OK ECTS, Front O2S
Secondary Parameter See summary table
Monitor execution Passive check during normal operation
Threshold Malfunction criteria from summary table as relation between
actual and expected AIR.
- 25 -
START
Adaptation inhibited
Start integration of air mass flow
PHASE 0
no
Timer 0 > t 0
yes
start SAI mass flow
calculation of actual AIR mass

flow with actual Lambda value
calculation of expected values of

AIR mass flow PHASE 1
no
no
timer 1 > t 1 ?
yes
-switch off AIR valve
PHASE 2
calculate actual AIR mass flow with (optional)
actual Lambda value
no
timer 2 > t 2 ?
yes
-switch off AIR pump

-start timer 3 for offset check
calculation of AIR mass offset at

Lambda=1 (closed loop) PHASE 3
no
timer 3 > t 3 ?
yes
offset correction of actual AIR mass

value
calculation of relation between corrected

actual and the nominal AIR mass flow
no Fault AIR System Fault management

AIR mass > threshold?
yes
MIL
END
- 26 -
.05.02.00 Via exhaust temperature sensor
After cold start condition (e.g. 5 .. 40C) the Air system blows for a certain
time air into the exhaust manifold. The exhaust gases will be enriched with
oxygen and post combustion of HC and CO occurs. By this exothermic
reaction the exhaust system will be heated and the time to reach the light-
off temperature of the catalyst will be accelerated.
Additional to the principal sketch above, those systems using an exhaust
temperature sensor as an indicator of AIR mass.
.05.02.02 Monitor function description
Passive monitoring function
During normal secondary air injection the secondary air is indirect

monitored via exhaust temperature using an exhaust temperature sensor.
The measured exhaust temperature will be compared with modeled target
temperatures contained in a map within ECM. After the secondary air
injection ECM is calculating the amount of introduced thermal energy
additionally. As long as the temperature sensor shows an increase in
exhaust gas temperature and the thermal energy introduced (calculated by
air mass times injected fuel), the secondary system will pass the monitor.
No further active diagnostic will be performed.
If one of the expected conditions fails, e.g. the temperature sensor is not
showing an increase of temperature or the thermal energy introduction is
below an expected threshold, the active monitoring function will be carried
out later in that driving cycle.
AIR System monitoring (via exhaust temperature sensor)

DTCs See summary table
Sensors OK ECTS, Front O2S
Secondary Parameter See summary table
Monitor execution Passive check during normal operation
Threshold Decision criteria for pass condition from summary table as
relation between actual and expected AIR.
- 27 -
Passive Diagnostic
Start of Monitoring Procedure of Secondary Air System
no No
engine
restart?
yes
no ECTS
within
specified range?
yes
no Time after
engine
start> threshold
yes
Track exhaust
temperature
Calculate thermal
energy
no Perform active
Exhaust
temperature and thermal Diagnostic Function
energy > thresholds? later in that Driving Cycle
yes
End of Monitoring Procedure
- 28 -
.06.00.00 Fuel System Monitoring
Mixture Pilot Control

The airflow sucked in by the engine and the engine speed is measured.
These signals are used to calculate an injection signal. This mixture pilot
control follows fast load and speed changes.
Lambda-controller
The ECM compares the Oxygen sensor signal upstream the catalyst with a
reference value and calculates a correction factor for the pilot control.
Adaptive pilot control

Drifts and faults in sensors and actuators of the fuel delivery system as well
as unmeasured air leakage influence the pilot control. The controller
corrects amplitudes increases. If there are different correction values
needed in different load speed ranges, a certain time passes until the
correction is complete. The correction values will be determined in three
different ranges.
Fuel trim
The basic air/fuel ratio control using the signal from the front O2 sensors(s)
is corrected by an adaptation calculation. This adaptation results in a factor,
which is applicable for the whole working range. (e.g. 20%)
A further trim control based on the signal(s) from the rear O2 sensor(s) is
correcting the adaptation factor. Therefore this trim control is working in the
same way in the whole range.
If the trim control reaches the allowed limit (e.g. 2%) the fault code for fuel
delivery trim control is set.
Any deviation from the characteristic curve of oxygen sensor upstream
catalyst due to poison will be detected by the control loop downstream
catalyst.
- 29 -
Injection
quantity
Range 3
Range 2
Range 1
Engine speed
Lambda deviations in range 1 are compensated by an additive correction value

multiplied by an engine speed term. This creates an additive correction per time
unit.
Lambda deviations in range 2 are compensated by multiplication of a factor.
Lambda deviations in range 3 are compensated by multiplication of a factor

(optional depending on individual calibration).
A combination of all two (three) ranges will be correctly separated and

compensated.
Each value is adapted in its corresponding range only. But each adaptive
value corrects the pilot control within the whole load/speed range by using a
linear interpolation formula. The stored adaptive values are included in the
calculation of the pilot control just before the closed loop control is active.
Diagnosis of the fuel delivery system
Faults in the fuel delivery system can occur which cannot be compensated
for by the adaptive pilot control.
In this case, the adaptive values exceed a predetermined range.
If the adaptive values exceed their plausible ranges, then the MIL is
illuminated and the fault is stored.
- 30 -
Start
Learning::
ACV = additive correction value rang 1
LMCV = lower multiplicative correction value range 2
UMCV = upper multiplicative correction value range 3
MLCC= multip. learning correction coefficient range 2
yes
ACV, LMCV
UMCV, MLCC remained
unchanged
no
Wait until ACV,LMCV, UMCV, MLCC have

been activated for a certain time
Set cycle flag for correction values
Lower no
threshold of MLCC<=
LMCV <= upper threshold
of MLCC
yes
no
UMCVmin <=
UMCV <= UMCVmax Fault management
yes
no
ACVmin <= MIL
ACV <= ACVmax
yes
End
- 31 -
Flow chart: Fuel trim
read integrator value from

Lambda control downstream
catalyst
no
abs(integrator
value) > threshold?
yes
start counter t1 stop counter t1
Lambda control no
downstream catalyst
active?
yes
counter t1 > no
threshold?
yes
MIL
fault management
- 32 -
.07.00.00 OXYGEN SENSOR MONITORING
.07.01.00 Calibrations with ASIC CJ 110

The Lambda control consists of a linear Oxygen sensor upstream catalyst

and a 2-point oxygen sensor downstream catalyst.
The sensors are monitored by several single monitoring procedures under

the following basic conditions.
- Engine operates in a specific range of speed/load map and

- Modelled catalyst temperature is above a specific value
- 33 -
The following checks will be performed on the linear oxygen sensor

upstream catalyst:
Heater Coupling Check (P0130)

This monitoring will detect any short circuits between sensor heater and the
Nernst cell of the Oxygen sensor by monitor the Lambda signal. The
amplitude signal of Lambda is untypical and changed in the same velocity
than heater duty cycle.
Response Check (P0133)

Any change in the dynamic behaviour of the Oxygen sensor due to ageing,
heater fault or contamination will be detected by check of actual amplitude
ratio check with stored values.
Signal activity and rationality checks (P0130)

The Lambda value of oxygen sensor upstream catalyst is compared to the
sensor voltage downstream catalyst. Additionally, a check is performed by
checking the sensor voltage range. Three diagnostics paths cover the air
fuel ratio range of Lambda value (e.g. Lambda=1, lean, rich). A
corresponding reaction of sensor voltage downstream catalyst is expected.
(See chart)
The following checks will be performed on the oxygen sensor downstream

catalyst:
Oscillation Check (P0139)

The function checks whether the sensor output voltage of oxygen sensor
downstream catalyst always remains above or below a specified threshold.
Fuel cut off Check (P0139)

During coasting, the ECM is monitoring the downstream sensor voltage,
which has to go under a specific lean threshold.
Output voltage (P0137), Short to battery (P0138) and signal activity check
(P0140)
In case the rear O2 sensor readiness is given a certain sensor signal is
expected. If the sensor is bellow or above some signal thresholds, a fault
will be stored.
- 34 -
Front O2 Sensor Rear O2 Sensor

to
4.8 V
lean rich
0,7 V
= 1,05 Oscillation stuck in control target
= 1,005
=1
= 0,995
= 0,95
0,3 V
Fuel cut off check
lean 0.0 V
rich 0.0 V
Based on the sensor comparison malfunction will be detected if:

- Front sensor near lambda = 1 and rear sensor shows >0.7V or < 0,3 V
- Front sensor lean (lambda > 1.05) and rear sensor rich (>0.7V)
- Front sensor rich (lambda > 1.05) and rear sensor lean (<0.3V)
- Rear sensor is not oscillation at reference point (e.g.0.6V)
- During fuel cut off rear sensor signal goes not under threshold (e.g. 0.2V)
- 35 -
Front O2 Sensor Heater Coupling Monitoring

DTCs P0130
Threshold 1 Malfunction signal change / msec; typical value: 2 (V/ms)
Threshold 2 / 3 Typical value: 200 C / 25sec
Threshold 4 Monitor time length: 30 amplitudes
Heater
no
active
yes
read 1 signal voltage (L1)
read 2 nd signal voltage (L2)
abs(L1-L2)> no
threshold 1
yes
exh. temp. model>

threshold 2
no
yes
time after engine

start>theshold 3
no
yes
start counter t1
no
t1> threshold 4
yes MIL
Fault management
- 36 -
Front O2 Sensor Response Check

DTCs P0133
Threshold 1 Malfunction criteria
Limit Monitor time length 30 amplitudes
no closed loop?
yes
Within engine
no
rpm window?
yes
Within engine
no
load window?
yes
artificial
no modulation
active?
yes
read actual amplitude
read target amplitude
Calculate and filter ratio of target and

actual amplitude. Calculate the sensor
dynamic value.
no dynamic
value < threshold1
yes
no counted
diagnostic
results>limit?
yes
MIL fault management
- 37 -
Rear O2 Sensor Oscillation check

DTCs P0139
Threshold 1 and 2 Malfunction Criteria; typical values: 0.58 .. 0.6V
Limit Monitor time length 30 amplitudes
no
rear Lambda
control active?
yes
no
no fault stored ?
yes
no
sensor voltage>threshold1
within time t1?
yes test function rich or lean

operation
no no
sensor voltage < threshold2 correct
within time t1? reaction of sensor
voltage?
yes yes
Fault management
MIL
sensor okay
- 38 -
Rear O2 Sensor Fuel Cut Off Check

DTCs P0139
Time t1 Duration of fuel cut off phase; Typical value 5s
Threshold Malfunction criteria; typical value: < 0.2V
no
wait for next fuel cut off fuel cut off condition
condition (coasting) active?
yes
no fuel cut off

time > t1
yes
no
sensor voltage < threshold? fault management
yes
MIL
sensor okay
- 39 -
.07.02.00 Oxygen Sensor Heater Monitoring

.07.03.01 General description (ASIC CJ 110)
For proper function of the Lambda sensor, the sensor element must be
heated.
Linear Oxygen sensor upstream catalyst Any fault in regard to sensor

heater will either result in a lost or in a delay of sensor readiness. The
diagnosis measures the time between the heater is switched on and the
oxygen sensor readiness. The sensor readiness is indicated by a
corresponding sensor voltage variation.
Oxygen sensor downstream catalyst (2 point sensor)

For diagnostic of the sensor heater a specific current pulse is supplied via a load
resistance and the voltage is measured. The intern resistance of the sensor heater
is calculated with the voltage deviation. The result will be compared with a reference
map resistance, which considers ageing and sampling deviations. In case of internal
resistance > map resistance the diagnosis stores a fault and the MIL will be
illuminated.
- 40 -
07.02.03 Chart(s) and Flow Chart(s)
Oxygen Sensor Heater Upstream Catalyst

DTCs P0135
Time t1 / t2 Duration full heating; typical value 25s / 70s
Time t3 Duration fuel cut off; typical value 3 s
Threshold 1 Malfunction criteria; delta lambda
Threshold 2 Malfunction criteria; sensor voltage
no
Dew point
exceeded
yes
Heater full heating

no
no
Time > t1 Time > t2
yes
no
abs(delta
Duration fuel
Lambda)<
cut off > t3
threshold 1
yes
END
Signal < no
threshold 2
yes
Fault code management
MIL
- 41 -
Oxygen Sensor Heater downstream Catalyst

DTCs P0141
Enable criteria Modelled exhaust temperature, IAT
Ri < Rmap Comparison of actual and calculated resistance
Heater sensor downstream catalyst

store normal sensor w/o pulse
no
enable
diagnosis?
enable current pulse
yes
no hold sensor output

time for dew point
exceeded > time ?
yes
store sensor voltage during current
pulse
no
sensor voltage within
permissible range
calculate internal resistance Ri
yes
no
Ri < Rmap Fault management
yes
End of monitoring procedure MIL
- 42 -
.07.03.00 Calibrations with ASIC CJ 125/120
The Lambda control consists of a linear Oxygen sensor upstream catalyst

and a 2-point oxygen sensor downstream catalyst.
The following checks will be performed on the linear oxygen sensor

upstream catalyst:
Rationality Check
catalyst due to poison, ceramic cracks, characteristic shift down (CSD) or a
leakage between both Oxygen sensors will be detected by the control loop
downstream catalyst and by comparison of the sensor signals.
The integrator value of the second control loop detects small shifts of the
sensor characteristic to lean or to rich. The signal comparison during
steady state conditions quickly detects major deviations in sensor
characteristics caused by serious faults (e.g. ceramic cracks).
For the fault decision the downstream Oxygen sensor has to be checked
too (Oscillation and/or fuel cut-off check).
Heater Coupling Check

This monitoring function will detect any short circuits between sensor
heater and the Nernst cell of the Oxygen sensor by watching the Lambda
signal. The ECM checks the Lambda value variation. The heater is
operated by a pulsating signal with a frequency of two Hertz. The sensor
signal characteristic is checked for noises with a significant level and a
frequency of the heater operation. If the level of noises is greater than a
threshold, a low resistance short cut between heater and pump current or
the current of the Nernst cell is detected.
Dynamic Check
Any change in the dynamic behaviour of the Oxygen sensor due to ageing,
heater fault or contamination will be detected by check of actual amplitude
ratio check with stored values.
Wire and IC-Check

The hardware of the Oxygen sensor consists of an IC (CJ 125) with the
capability of self-diagnostics. The self-diagnostic functions of the IC detects
communication faults between ECM and the sensor, insufficient voltage
supply, shorts in the sensor lines to ground and to battery.
Open wire on the four sensor lines, adjustment line (IA), virtual mass line
(VM), pump current line (IP) and Nernst voltage (UN) will be detected by a
system plausibility check. The evaluations of the system plausibility is
based on sensor voltage, internal resistance, target Lambda, actual
Lambda and the reaction of the controller.
The following checks will be performed on the oxygen sensor downstream

catalyst:
- 43 -
Oscillation Check
The function checks whether the sensor output voltage of the oxygen
sensor downstream catalyst always remains above or below a specified
threshold.
Fuel cut off Check

During coasting, the ECM is monitoring the downstream sensor voltage,
which has to go below a specific lean threshold. The diagnostic is enabled
if coasting was detected for a specific time.
Signal check, short to battery check and signal activity check

In case the rear O2 sensor readiness is given a certain signal voltage is
expected. If the sensor is bellow or above some signal thresholds, a fault
will be stored.
- 44 -
Flow chart: Rationality Monitoring (Oxygen Sensor Upstream Catalyst)
Lambda Plausibility Check

Lambda controller check
sensor downstream
no heater fault and no
ready?
yes
read Lambda value

upstream sensor
read voltage downstream

sensor
Lambda = Lambda =
Lambda= 1? no lean side?
no rich side?
no
yes yes
yes
threshold1 <
Lambda<threshold2
and voltage <lean threshold no
or voltage > rich threshold?
Lambda > Lambda

(lean) and voltage > no
yes threshold(rich)?
yes
Lambda < Lambda

start delay counter (rich) and voltage< no
threshold (lean)?
Perform
delay counter >
no yes Oscillation
threshold?
Check
- 45 -
Flow chart: Oscillation Monitoring (Oxygen Sensor Downstream

Catalyst)
no rear Lambda
control active?
mass air flow

yes within window no
yes
test function rich or lean

operation
downstream sensor no
voltage>threshold1
within time t1? correct no
reaction of Fault management
sensor voltage?
yes yes
MIL
sensor okay
voltage < threshold2
within time t1?
yes
Flow Chart: Fuel Cut-Off Monitoring (Oxygen Sensors Downstream

Catalysts)
See other calibrations.
- 46 -
.07.04.00 Oxygen Sensor Heater Monitoring (ASIC CJ 125/120)

For proper function of the Oxygen sensors, the sensor element must be
heated up. The heating up is controlled by the heater control.
Linear Oxygen sensor upstream catalyst

Any fault in regard to sensor heater will either result in a lost or in a delay of sensor
readiness.
Oxygen sensor downstream catalyst (2 point sensor)

resistance map, which considers ageing and sampling deviations. In case of internal
illuminated.
- 47 -
Flow Chart: Oxygen Sensor Heater Control Upstream Catalyst
Start of Monitoring Procedure LSU Heater Control Monitor
Check of Entry Conditions

Heater Final Stage okay?
Wiring of Sensor okay?
Sensor IC okay?
Calibration Resistor okay?
Battery Voltage within range?
Heater Control active?
Entry Conditions okay? no
yes
Fuel cut off not active

Modelled exhaust gas heater control active
temperature > Threshold Modelled exhaust gas temp. < Threshold 2?
Heater Power = Max. Power?
no Conditions fulfilled? Conditions fulfilled? no
Internal yes yes

Resistance
< Min. Threshold? Sensor Element Heater duty
no no
Temp. Threshold? cycle
< thresh.
no MIL
yes
yes yes
Fault Management
Heater Okay!
Flow Chart: Oxygen Sensors downstream catalyst
See other calibrations
- 48 -
.07.05.00 SULEV applications

The Lambda control consists of a linear Oxygen sensor (LSU) upstream

catalyst and two Oxygen sensors (LSF1 and LSF2) downstream front
catalyst and post main catalyst. The control loops downstream catalysts
correct deviations of the upstream oxygen sensor (LSU).
All three sensors are monitored by several single monitoring procedures
under the following basic conditions.
The following checks will be performed on the linear oxygen sensor (LSU)
upstream catalyst:
Plausibility Check
catalyst due to poison, ceramic cracks, characteristic shift down (CSD) or a
leakage between booth Oxygen sensors (LSU and LSF 1) will be detected
by the control loop downstream catalyst and by comparison of the sensor
signals.
The integrator value of the second control loop detects small shifts of the
sensor characteristic to lean or to rich. The signal comparison during
steady state conditions quickly detects major deviations in sensor
characteristics caused by serious faults (e.g. ceramic cracks).
For the fault decision the Oxygen sensor downstream the first portion of the
catalyst has to be checked too (Oscillation and/or fuel cut-off check).
Heater Coupling Check

This monitoring function will detect any short circuits between sensor
heater and the Nernst cell of the Oxygen sensor by watching the Lambda
signal. The ECM checks the Lambda value variation. The heater is
operated by a pulsating signal with a frequency of two Hertz. The sensor
signal characteristic is checked for noises with a significant level and a
frequency of the heater operation. If the level of noises is greater than a
threshold, a low resistance short cut between heater and pump current or
the current of the Nernst cell is detected.
Dynamic Check
Any change in the dynamic behavior of the Oxygen sensor due to aging,
heater fault or contamination will be detected by watching the slope of the
Lambda value during the switch from lean to rich fuel mixture (natural
frequency control of fuel mixture active). If the slope of the sensor signal
exceeds a specific value the monitoring function is calculating the ratio of
actual Lambda slope versus target Lambda slope. If a specific numbers of
those slope ratios are less than a threshold, a fault is detected.
Check for Sensor at ambient air (out of exhaust system)

Under the condition of active injection valves and a Lambda value of < 1.6,
a voltage significant less than 4.2 V is expected at the self-diagnostic IC of
the LSU.
Wire and IC-Check
- 49 -
The hardware of the Oxygen sensor consists of an IC (CJ 125) with the
capability of self-diagnostics. The self-diagnostic functions of the IC detects
communication faults between ECM and the sensor, insufficient voltage
supply, shorts in the sensor lines to ground and to battery.
Open wire on the four sensor lines, adjustment line (IA), virtual mass line
(VM), pump current line (IP) and Nernst voltage (UN) will be detected by a
system plausibility check. The evaluations of the system plausibility is
based on sensor voltage, internal resistance, target Lambda, actual
Lambda and the reaction of the controller.
The following checks will be performed on the oxygen sensors (LSF1 and
LSF2) downstream catalyst:
Oscillation Check
The function checks whether the sensor output voltage of oxygen sensors
(LSF 1 and LSF2) downstream catalyst always remains above or below a
specified threshold.
The second control loop is designed as a natural frequency control and

based on the Oxygen sensor (LSF1) post front catalyst. The voltage of the
LSF1 triggers the change of fuel mixture. If the trigger point is not crossed
although the control loop is closed, a timer is started. In case of no signal
change within a specific time, ECM enforces a specific mixture change
while watching Oxygen sensor (LSF1) voltage.
In case of Oxygen sensor (LSF1) signal shows permanently lean voltage,

ECM is forcing an enrichment of mixture. If sensor voltage shows still lean,
a stuck low fault is detected.
In case of Oxygen sensor (LSF1) signal shows permanently rich voltage,

ECM enables lean out of mixture. If sensor voltage shows still rich, ECM is
watching the sensor signal during the next coasting condition. In case of no
signal change during coasting, a stuck high fault is detected.
The third control loop is designed as commanded control and based on the
Oxygen sensor (LSF2) post main catalyst. The controller maintains an
optimal constant voltage of the third control loop. The target voltage
depends on the operating point and is taken from a map. During active
control, the target voltage switches between rich and lean. In case of no
reaction of the Oxygen sensor (LSF2) output according the commanded
control, ECM is forcing the same enrichment/ lean out of fuel mixture in
order to monitor the sensor output voltage.
- 50 -
Fuel cut off Check

During coasting, the ECM is watching the downstream sensor voltage,
which has to go under a specific lean threshold. The diagnostic is enabled
if coasting was detected for a specific time and the integrated air mass
exceeds a specific threshold.
Offset monitoring Oxygen sensor (LSF1) downstream first portion of the

catalyst
If the integral portion of the third control loop is exceeding a specific

threshold while commanded control is active, an offset fault for the Oxygen
sensor post front catalyst is detected.
Monitoring of electrical errors of sensor upstream and downstream catalyst
Implausible voltages
ADC-voltages exceeding the maximum threshold VMAX are caused by a

short circuit to UBatt.
ADC-voltages falling below the minimum threshold VMIN are caused by a

short circuit of sensor signal or sensor ground to ECM ground.
An open circuit of the sensors (upstream and downstream catalyst) can be

detected, if the ADC-Voltage is remaining in a specified range after the
sensor has been heated.
+
engine catalyst
Sensor 1
Data Processing
Of Sensor 2
Oxygen Sensor
Sensor 3
Signals
- 51 -
Flow chart: Plausibility Monitoring (LSU O2 Sensor Upstream Catalyst)

SULEV applications
Lambda Plausibility Check

Lambda controller check
sensor downstream
no heater fault and no
ready?
yes
read Lambda value

upstream sensor
read voltage downstream

sensor
Lambda = Lambda =
Lambda= 1? no lean side?
no rich side?
no
yes yes
yes
threshold1 <
Lambda<threshold2
and voltage <lean threshold no
or voltage > rich threshold?
Lambda > Lambda

(lean) and voltage > no
yes threshold(rich)?
yes
Lambda < Lambda

start delay counter (rich) and voltage< no
threshold (lean)?
Perform
delay counter >
no yes Oscillation
threshold?
Check
- 52 -
Flow chart: Oscillation Monitoring (LSF1/2 O2 Sensor Downstream Catalyst)
no rear Lambda
control active?
yes
no
no fault stored ?
yes test function rich or lean

operation
voltage>threshold1
within time t1? correct no
reaction of Fault management
sensor voltage?
yes yes
MIL
sensor okay
voltage < threshold2
within time t1?
yes
- 53 -
Fuel Cut-Off Monitoring (LSF1/LSF2, Oxygen Sensors Downstream Catalysts
Fuel cut-off check
Start of monitoring
procedure
no
wait for next fuel cut off fuel cut off
condition (coasting) condition active?
yes
no fuel cut off

time > t1
yes
downstream oxygen no
sensor voltage < fault management
threshold?
yes
MIL
sensor okay
- 54 -
Oxygen Sensors Monitor Heater Coupling (LSF1 / LSF2)
Diagnostic for Heater Coupling

(Sensors downstream Catalysts)
Start of Monitoring Procedure
no
Heater off
(Voltage Drop)?
yes
increment counter 1
no Slope of
Sensor Signal
> Threshold?
yes
increment counter 2
Counter 1 > Threshold 1?

Fault Management no
Counter 2 < Threshold 2?
yes
Sensor okay
- 55 -
.07.06.00 Oxygen Sensor Heater Monitoring (SULEV)

For proper function of the Oxygen sensors, their ceramic elements must be
heated. A non-functioning heater delays or prevents either the sensor
readiness (LSU) or the proper signal output (LSF1/LSF2) for closed loop
control and thus influences emissions.
Oxygen sensor upstream catalyst (LSU)
The heater control loop is integrated within the oxygen sensor hardware
and has to achieve a target temperature of about 750 C of the ceramic
element.
Oxygen sensors downstream catalysts (LSF1 and LSF2)
map resistance, which considers aging and sampling deviations. In case of internal
illuminated.
.07.06.02 Monitor function description)
Monitoring Structure (Oxygen sensor upstream catalyst)
Heater Monitoring of Linear Oxygen Sensor Upstream Catalyst
Operating readiness
time delay after
heater on delay>threshold
Sensor
&
heater defective
sensor ready NOT
Power stage (final stage)

input power stage short cut to UB
Logic short cut to ground

output power stage broken wire
Heater Control Loop
heater input current Heter power permant low
internal resistance Logic

Heter power permant high
Characteristics: - Switch on of sensor heater is ECM controlled
- 56 -
Monitoring Structure (Oxygen Sensor Downstream Catalyst)
- 57 -
Flow Chart: LSU, Oxygen Sensor Heater Control Upstream Catalyst (SULEV calibration)
Start of Monitoring Procedure LSU Heater Control Monitor
Check of Entry Conditions

Heater Final Stage okay?
Wiring of Sensor okay?
Sensor IC okay?
Calibration Resistor okay?
Battery Voltage within range?
Heater Control active?
Entry Conditions okay? no
yes
No Coasting for a Time> t No Misfire?

Engine Start Temp.>Threshold?
Commanded Exhaust Modell Commanded Exhaust Model
Shut-Off-Time>Threshold?
Temperature> Min. Threshold? Temp.>Threshold 1?
Heater on continously?
Heater Power = Max. Power? Actual Exhaust Temp.< Threshold 2?
no Conditions fulfilled? no Conditions fulfilled? Conditions fulfilled? no
yes Internal yes yes

Resistance
no Sensor Element < Min. Threshold? Sensor Element Heater Ratio
no no
Temp.< Threshold? Temp.< Threshold? Minimum?
no MIL
yes
yes yes
yes
Fault Management
Heater Okay!
- 58 -
Flow Chart: LSF1/LSF2, Oxygen Sensors downstream catalyst
SULEV applications
Heater sensor downstream catalyst

store normal sensor w/o pulse
no
enable
diagnosis?
enable current pulse
yes
no hold sensor output

time for dew point
exceeded > time ?
yes
store sensor voltage during current
pulse
no
sensor voltage within
permissible range
calculate internal resistance Ri
yes
no
Ri < Rmap Fault management
yes
End of monitoring procedure MIL
- 59 -
.08.00.00 EGR Monitoring
Not applicable
.09.00.00PCV MONITORING
The PCV system assures that no gas from the crankcase system escapes
into the atmosphere.
All connectors which are not necessary to open during typical maintenance /
repair actions are implemented as hard to open.
All easy to open connectors are monitored by the OBD system.
.10.00.00ENGINE COOLANT SYSTEM MONITORING
The engine cooling system consists of five main parts.

1. The Engine Cooler
2. The Engine Coolant Temperature Sensor
3. The Thermostat Valve
4. The small Cooling Circuit
5. The large Cooling Circuit
During heating up the Engine the coolant flows first inside the small cooling
circuit. After the coolant reach a sufficient temperature the thermostat valve
will open the large cooling circuit to integrate the engine cooler.
The engine coolant temperature sensor measures a mixed temperature
between the coolant coming from the small and large cooling circuit.
4
2
Engine 3
- 60 -
.10.01.02 Monitor Functional Description
The engine cooling system-monitoring strategy consists of two main

diagnostic parts.
Engine Cooling System

Monitoring
Cooling System Engine Coolant

Sensor
Cooling System Engine Coolant Temp. Stuck Out of Range

Performance Sensor Rationality Check /high Check
P2181 P3081 P0116 P0117/P011
Extended
Stuck Check
Monitoring Procedures P0116
Each of the engines cooling monitoring function has its own special engine
temperature range in which it will be enabled.
Cooling System Engine Temp. Sensor

engine Out of
temp. Stuck
Range
Check P0117
141
P0116
(stuck
typical 105 thermostat

80 control
data P0116
P2181
(extended)
60
40
P3081
-45C
P0118
- 61 -
.10.03.00 Charts and Flow Charts
Cooling System Performance (P2081)
In case that the engine coolant temperature does not reach an certain
value after a sufficient mass air flow under normal driving conditions, the
cooling system performance is considered to be reduced.
correct engine
warm-up
engine coolant temp.
fault detection threshold (thres_03)
wrong engine
warm- up
intake air mass flow

decision integral
- 62 -
Flow Chart Cooling System Performance (P2081)
Engine Start/
Start of m onitoring procedure Parameter Description
thres_01: lowest enable temperature

thres_02: highest enable temperature
thres_03: fault detection threshold
thres_01 < airmas_01: sufficient air mass integral
no ECT < thres_02? to
Allow fault detection
yes
air m as integral as indicator of

determ ination for energy dissipated
(depending on start tem perature and
m odel of am bient tem perature)
sufficient air
no m ass integral?
(airm ass_01)
yes
secondary param eters

(e.g. averarge vehicle speed,
no average m ass air flow and
m odel am bient tem perature)
within window?
yes
E C T > thres_03? no F ailure in C ooling S ystem
yes
M IL
C ooling S ystem okay! F ault m anagem ent
E nd of m onitoring procedure
- 63 -
Engine Coolant Temp. Sensor Rationality (P3081)
In case that the engine coolant temperature does not fit to a reference
model temperature in an certain range, the cooling system is defective or
the sensor is not in a plausible range.
reference model
max. plausible
range
wron warming up
fault time
decision
- 64 -
Flow Chart Coolant Temperature Sensor Rationality (P3081)
Parameter Description
Engine Start/
modmx_01: maximum reference
temperature model value
range_01: maximum deviation error to

detect a malfunction
Calculate ECT Model f(MAF,IAT)
until Model max. value (modmx_01)
ECT: Engine Coolant Temperature
MAF: Mass Air Flow Sensor
IAT: Intake Air Temperature
ECT Model - Measured

yes
ECT> range_01?
no MIL
Fault management
- 65 -
Engine Coolant Temperature Sensor Stuck High (P0116)
After engine start the system stores continuously the lowest and highest
ECT above the thermostat control temperature for a driving cycle. In case
that after several driving conditions the difference between ECT max and
ECT min is lower than the threshold the sensor stuck at high values.
engine coolant temp. max. stored

temperature
variation
fault
decision
H1 L1 H2 Ln-1 Hn-1 Ln Hn
driving
conditions
H: driving condition with high cooling performance (vehicle
cruise)
L: driving conditions with low cooling performance (idle)
- 66 -
Flow Chart Engine Coolant Temperature Sensor Stuck High (P0116)
Start of monitoring procedure temp_01: maximum engine start
temperature
temp_02: substitute model temp
thres_01: maximum diff. between
Engine start ECTmin/
temperature within
no
ECT max to detect a
window?
malfunction
temp_01/temp_02
ECTmin: Minimum of stored Engine

yes
Coolant temperature
ECTmax: Maximum of stored Engine
Reset: ECT min. and
ECT max. Coolant temperature
measure and store continuously:

ECT min.

ECT max.
ECT max. -
ECT min.>
yes Sensor okay!
threshold f(ECT)
(thres_01)?
no
Sufficient time in:

no driving conditions (vehicle
cruise/ engine idle) ?
yes
ECT sensor stucks
MIL
Fault management
- 67 -
Engine Coolant Temperature Sensor Stuck Low (P0116)
After engine start the system stores continuously the lowest and highest
ECT below the thermostat control temperature for a driving cycle. In case
that after several driving conditions the difference between ECT max and
ECT min is lower than the threshold the sensor stuck at low values.
H1 L1 H2 Ln-1 Hn-1 Ln Hn
H: driving condition with high cooling performance (vehicle

cruise)
L: driving conditions with low cooling performance (idle)
- 68 -
Flow Chart Engine Coolant Temperature Sensor Stuck Low (P0116)
temp_01: maximum engine start
temperature
temp_02: substitute model temperature
Engine start thres_01: maximum diff. between
temperature within ECTmin/
window? no
ECT max to detect a
temp_01/temp_02
malfunction
yes ECTmin: Minimum of stored Engine

Coolant temperature
Reset: ECT min. and ECTmax: Maximum of stored Engine
ECT max.
Coolant temperature

ECT min.

ECT max.
ECT max. -
ECT min.>
yes Sensor okay!
threshold f(ECT)
(thres_01)?
no
Sufficient time in:

no driving conditions (vehicle
cruise/ engine idle) ?
yes
ECT sensor stucks
MIL
Fault management
- 69 -
Flow Chart Engine Coolant Temperature Sensor Stuck Test (all temperatures above threshold)
(P0116)
Monitoring of engine temperature during normal DCY and during engine shut off time
Part I:
Engine Start Monitoring during driving

- Part I -
no
ECT @ engine start above
threshold
yes
Measure and store continuously:

ECT min. / ECT max.
no
Sufficient time in driving
conditions during DCY
yes
ECT max. - ECT min. > yes

threshold f(ECT at start) ? Sensor okay
no
no
Engine off ?
End of monitoring
yes
Part II
- 70 -
Monitoring of engine temperature during normal DCY and during engine shut off time
Part II:
Monitoring after engine shut off

Start ECU- engine shut off time
- Part II -
Sufficient driving conditions no

during last DCY ? No result / End of monitoring
yes
ECT max. - ECT min. > yes

threshold f(ECT at start) ? Sensor okay
no
no
ECU - keep alive time
completed ? MIL
yes
ECT sensor stucks

Fault management End of monitoring
Engine Coolant Temperature Sensor Out of Range Check (P0118 / P0117)
- 71 -
The signal of Engine Coolant Temperature Sensor is evaluated and considered to
be electrically out of range if either the upper or the lower thresholds is exceeded.
Start of
Monitoring
Procedure
Check routine for

Check routine for
upper threshold
lower threshold
(depending on
(depending on
engine rpm and
engine rpm)
throttle position)
NO YES YES NO
Signal < lower
Signal > upper threshold
threshold
MIL Fault Code

Management
- 72 -
.11.00.00 COLD START EMISSION REDUCTION STRATEGY MONITORING

Not applicable
.12.00.00 AIR CONDITIONING (A/C) SYSTEM COMPONENT MONITORING

Not applicable
.13.00.00 VARIABLE VALVE TIMING AND/OR CONTROL (VVT) SYSTEM MONITORING

Not applicable
.14.00.00 DIRECT OZON REDUCTION (DOR) SYSTEM MONITORING

Not applicable
.15.00.00 PARTICULATE MATER (PM) TRAP MONITORING

Not applicable
.16.00.00 COMPREHENSIVE COMPONENTS MONITORING

Flow Charts in addition to the summary table explanations:
.16.01.00 Injection Valve

Check is performed while using Output Stage Check 16.09.12:
.16.02.00 Fuel Pump Relay

Check is performed while using Output Stage Check 16.09.12:
- 73 -
.16.03.00 Idle Controller
(Idle Control Check)
.16.03.00 Idle Controller
Start of Monitoring Procedure
Enable Criteria:
- No start
Check of Enable Criteria
- No fuel tank ventilation with high degree of saturation
- No active diagnosis of EVAP system and secondary
air
- No vehicle speed fault
- No throttle position fault
- No ECT fault
NO Enable - No intake air temperature fault
Conditions - No eve. purge valve fault
fulfilled?
- No limp home of engine speed sensor
- Idle switch closed
YES - Vehicle speed = 0 mph
- Engine speed @ idle
Check Idle Controller for
max. and min. Threshold
- ECT > 59.25 C
Idle Controller @
max. Limit YES
and Engine rpm < Idle rpm
- 80 rpm and Engine Load
< Threshold?
NO
Idle Controller @
min. Limit YES
and Engine rpm > Idle rpm
MIL
+ 80 rpm
Fault Code Management
NO
- 74 -
.16.04.00 Engine Speed Sensor:
Start of monitoring
no no
flank counter comparison of
phase signal > threshold? counted teeth with total number
of teeth >= + / - 1
yes yes
fault code management
MIL on
.16.05.00 Warm-up Bypass valve:

(Not applicable)
- 75 -
.16.06.00 Signal Range Check for different sensor
IAT
MAF
ECT
Camshaft position sensor
Charge pressure control valve
Start of
monitoring
procedure
Check routine for Check routine for

lower threshold upper threshold
NO YES YES NO
signal of sensor signal of sensor
signal of sensor
< lower threshold > upper threshold
MIL Fault
Management
End of Monitoring
Procedure
- 76 -
.16.07.00 Rationality Mass Air Flow Sensor (MAF)
One MAF Sensor System:
mass air flow

no yes
< lower threshold
or
mass air flow
> upper threshold
Sensor okay Fault management
additional options for some calibrations:
mass air flow vs. mass air flow vs.

calculated mass air flow calculated mass air flow
> threshold < threshold
and and
fuel system adaptation fuel system adaptation
yes < threshold > threshold yes
no no
Sensor okay
Fault management
MIL
- 77 -
Two MAF Sensors System:
to ta l m a s s a ir flo w < lo w e r th re sh o ld
or
to ta l m a s s a ir flo w > u p p e r th re sh o ld
or
no to ta l m a s s a ir flo w vs . c a lcu la te d m a s s a ir flo w
Sensors okay > th re s h o ld
a n d fu e l a d a p ta tio n < th re sh o ld
or
to ta l m a s s a ir flo w vs . c a lcu la te d m a s s a ir flo w
< th re s h o ld
a n d fu e l a d a p ta tio n > th re sh o ld
yes
Fault MAF 1 and 2
MIL no
pinpointing: engine speed,

throttle position,
vehicle speed
within window
yes
mass air flow MAF1 < lower threshold mass air flow MAF2 < lower threshold
or or
no mass air flow MAF1 > upper threshold mass air flow MAF2 > upper threshold no
or or
total mass air flow vs calculatedmass air flow total mass air flow vs calculatedmass air flow
> threshold > threshold
and fuel adaptation < threshold and fuel adaptation < threshold
or or
total mass air flow vs calculatedmass air flow total mass air flow vs calculatedmass air flow
< threshold < threshold
and fueladaptation > threshold and fueladaptation > threshold
MIL
yes yes
Fault MAF 1 Fault MAF 2
- 78 -
.16.08.00 Vehicle Speed Sensor (VSS)
Start of Monitoring
Procedure
engine rpm NO
within det.
range?
YES
coasting NO
condition?
YES
Check of VSS
Signal
Frequency of NO
VSS Signal <
lower threshold?
YES
Fault Code
Management
MIL
- 79 -
.16.09.00 Throttle Position Sensor (throttle unit with E-gas actuator)
The throttle body consists of two potentiometers (reversed voltage logic).

During the first start, the potentiometer characteristics are adapted and
stored. The diagnostic monitors the corrected values of potentiometer 1
and 2. In the case of a higher difference than a threshold value both signals
are compared to the engine load to determine and disable the faulty one. A
fault code will be stored and the MIL will be illuminated.
measure voltage measure voltage

TPS 1 TPS 2
TPS 1 no no TPS 2
transformation to transformation to
voltage voltage
throttle position throttle position
out-of- range out-of- range
TPS 1 TPS 2
low/high low/high
yes rationality check yes

|TPS 1-TPS 2| >
threshold_01
no
rationality check rationality check
TPS 1 - calc. value TPS 2 - calc.value
>TPS2-calc. value >TPS1-calc. value
or no no or
TPS1-calc.value TPS2-calc.value
> thresh_02 >thresh_02
yes sensor okay yes
fault management
MIL
- 80 -
.16.10.00 Accelerator pedal position sensor (APPS)
measure voltage measure voltage

APPS 1 APPS 2
rationality check no
|APPS1 - APPS 2|
> threshold
yes
APPS 1 yes yes APPS 2

voltage voltage
fault management
out-of-range out-of-range
low / high low / high
MIL
no no
sensors okay
- 81 -
.16.11.00 Camshaft Position Sensor
Camshaft Position Monitor
Camshaft not steered (torque

position) and determination:
rated-value
|actual value|>
yes
threshold?
no
Camshaft steered (power position)

and determination: rated-value
|actual value|>
yes
threshold?
no
MIL
Camshaft adjustment okay! Fault management
- 82 -
.16.12.00 Boost Pressure Control Valve
Start
no
Enable?
yes
Comparison of actual
charge pressure (cp) with
modeled charge pressure
no
no
Actual cp > Actual cp +
modeled cp + threshold<
threshold modeled cp
yes yes
Charge pressure too high Charge pressure too low
Fault management
MIL
End
- 83 -
.16.13.00 Engine Start Delay Relay (SULEV)
Engine Start Delay Relay
Start of monitoring procedure Signals on lines "KL50" and "KL50R"
high
KL50 low
high
KL50R low
engine coolant
temperature > min.
no
threshold and < max.
Delay Time
threshold?
yes
Signal on no
KL 50?
yes
Start counter with signal high

on KL50, stop counter with
signal high on KL50R and
calculate delay time!
Delay time >

min. threshold?
yes
Delay time < engine starter not active and delay

no no
max. threshold? cranking? signal
yes
yes
starter not active and no delay signal
MIL
Fault management
- 84 -
.16.14.00 Exhaust Temperature Sensor (SULEV)
.16.14.01 General Monitoring Description
The exhaust temperature sensor (ETS) is monitored for rationality during engine
cold start, where engine coolant temperature, intake air temperature and exhaust
temperature are expected within the same temperature range (stuck high check).
After engine has been cold started the slope of ETS is monitored and should not be
higher than a max. Threshold and not lower than a min. threshold.
Both plausibility checks are completed before the ETS information is used in other
monitors (e.g. secondary air).
Additionally the final stage check monitors for shorts to ground or to battery.
- 85 -
.16.14.03 Chart(s) and Flow Chart (s)
Exhaust Temperature Sensor (ETS) Monitoring
Voltage ETS <max. and

no
>min. Threshold?
yes
Engine Cold Start Condition:

Intake Air Temperature(IATS) within range?
Engine Coolant Temperature (ECTS) within range?
IATS-ECTS<threshold?
Engine shut-off temperature > threshold?
no Cold Start
Condition?
yes
Calculate average of IAT and ECT!
ETS
in range of
no
average temperature
+/- 25K?
yes
Delta
exhaust temp. <500 K?
no
or
Delta
exhaust temp.> 150 K?
MIL
yes Fault management
- 86 -
.16.15.00 reserved
.16.16.00 reserved
.16.17.00 reserved
.16.18.00 reserved
.16.19.00 reserved
- 87 -
.16.20.00 Automatic Transmission Monitor
VW/Audi has different basic Automatic transmission systems. For each of

these systems we are providing an OBD II summary table. Common OBD
description from VW/Audi table TCM Groups show the references between
transmission type and test groups.
.16.21.00 Output Stage Check

The output stages are integrated in manufacturer specific IC's:
The IC has a binary diagnostic line (e.g. SJ401).

If the control line of one stage has a different signal than the output line, the
logic circuit inside the IC detects a malfunction. The logic circuit within the
IC can separate the type of fault to a short circuit to minus, an open line, or
a short circuit to plus. The check result will be sent to the ECM via
diagnosis line.
Signal tables of output stage check
Ubatt=16V Normal working Short circuit Short circuit Wiring

situations to ground to battery Defective
Uin
Low high High Low High
Uout / Iout
Low high <0.25-0.37 UBatt >2.2-3.0A <0.65-0.84 UBatt
Fault
detection No fault Fault faut faut
Ubatt=8V Normal working Short circuit Short circuit Wiring

situations to ground to battery Defective
Uin
Low high High Low High
Uout / Iout
Low high <0.22-0.4 UBatt >2.2-3.0A <0.54-0.78 UBatt
Fault
detection No fault Fault fault fault
Uin input voltage

Uout output voltage
Iout output current
- 88 -
.17.00.00 OTHER EMISSION CONTROL OR SOURCE SYSTEM MONITORING

N.A.
.18.00.00 EXEMPTIONS TO MONITOR REQUIREMENTS

N.A.
.19.00.00 RESERVED
N.A.
- 89 -
.20.00.00 PARAMETERS AND CONDITIONS FOR CLOSED LOOP OPERATION
General
The highest conversion efficiency of the catalyst is given in a small window

of air-fuel mixture close to the ratio of Lambda=1. Therefore a combination
of two (three for SULEV) control loops is used to achieve the conditions for
highest conversion capability of the catalyst. The first control loop uses the
signal of the first Oxygen sensor (pre catalyst) to correct the air fuel ratio by
adjusting the injection time. The second and third control loop uses the
signals of the middle (SULEV) and post catalyst Oxygen sensors. These
control loops perform a fine-tuning of the air / fuel ratio to optimise the
catalytic conversion.
The first control loop has a quicker response time than the post control
loops, which are depending on the death time of the exhaust systems.
Therefore the adjustment ranges for the post control loops are restricted
and the response time is larger than the one of the first control loop.
Conditions for closed loop operation of the first control loop
The main condition for closed loop is a proper heated up Oxygen sensor
and the dew point must be exceeded. To guaranty the Oxygen sensor
readiness the heat-up strategy starts depending on engine temperature first
on a low level of heater power. Upon the exhaust temperature reaches a
level where no liquid water is expected to be in the exhaust system the
heater power is controlled to achieve normal ceramic temperature of the
Oxygen sensor. The ceramic temperature has to be >350 C for binary and
>685 C linear sensors. Specific temperatures are mentioned in the
individual summary tables of the concepts.
Additional heat-up of the Oxygen sensor is caused by the thermal energy of
the exhaust gas. The engine management system evaluates permanently
engine temperature and thermal energy introduced to calculate the exhaust
temperature based on a model. The main value therefore is the integrated
air mass after engine start. Upon the integrated air mass exceeds an
applicable threshold, depending on engine start temperature, the due point
is exceeded. In that case, the heater power will be increased until the
sensor readiness is achieved and sensor is considered to be ready for
closed loop control.
The criteria for sensor readiness of a binary sensor are:

No fault from heater final stage check
Sensor signal is out of a range 0,4V<sensor voltage<0,5V
Heater power > 50% within a certain time (typically 8-10 s)
The criteria for sensor readiness of the linear are:

No fault from LSU-Heater, LSU-Signals and LSU-IC
LSU is heated up to a ceramic-temperature of > 685C or the
internal sensor resistor Ri < 130 .
- 90 -
Parameters evaluated to begin closed loop (first control loop)
The target is to begin closed loop operation in a very early state after
engine start. However closed loop is delayed if engine is operated
according the catalyst heat-up strategy. In the table below the importance
parameters are listed.
Parameter / System Condition/Evaluation Monitor

Oxygen Sensor No fault detected in Oxygen Oxygen sensor monitor for
sensor, wiring of the sensor the front sensor(s)
or the sensor IC (linear
sensors).
Dew Point exceeded Exhaust Temperature > Monitor of the mass air flow
threshold, calculated based meter (out of range,
on mass airflow integral. rationality)
Oxygen Sensor Readiness Sensor heated up, evaluated Monitored by diagnostic of
based on heater resistance. the heater control.
Mass Air Flow Integrated air mass > Out of range / rationality
threshold
Oxygen Sensor Heater OBD evaluation on sensor Oxygen sensor heater
heater finished without fault monitor.
Engine Load Calculated value based on Fuel system monitor, mass
mass airflow and fuel air flow meter monitor
injection.
Engine Temperature Signal used to trigger the Monitor for engine coolant
model calculation. temperature sensor (out of
range, rationality). Monitor of
the cooling system
(rationality).
Intake Air Temperature Signal used to trigger the Monitor for the intake air
model calculation. temperature sensor (out of
range)
Secondary Air System No fault in the secondary air Monitor for the secondary air
system is detected by OBD. system.
Fuel injectors OBD evaluation on injectors Monitor for the fuel injectors
finished without fault (out of range). Fuel system
monitor
Ignition system OBD evaluation on ignition Monitor for the ignition
system finished without fault. system (out of range).
No misfire detected. Misfire monitor.
- 91 -
Continuity of closed loop operation (first control loop)
The closed loop operation is the most dominant operation mode for the fuel
system. Despite that fact, there are operating conditions of the engine
where closed loop control must be temporary disabled.

Target Lambda Control range is within normal Fuel system monitor, mass
values of Lambda air flow meter monitor,
(0.8<<1.5) oxygen sensor monitor
Engine load Engine load is too low, to Fuel system monitor, mass
control the exhaust lambda air flow meter monitor,
value during SAI (typically oxygen sensor monitor
relative engine load<15%)
Secondary air injection During the monitor of air Fuel system monitor, mass
injection the target Lambda is air flow meter monitor
commanded to determine
deviation cause by air mass.
Fuel Injection Injection time is not at Monitor for the
minimum threshold. ignition/injection system (out
Injection is not disabled. of range).
Fuel cut is not commanded Misfire monitor. Fuel system
(e.g. coasting) monitor
Typical Values
Given a normal cold started FTP (around 20C) most of the concepts
reaches the closed loop condition for the first control loop within 20s to 60s.
Additionally closed loop is forced depending on engine start temperature
after a maximum time.
Vehicles produced in MY 2004 and MY 2005
Engine Start Temperature Time, when closed loop is forced

Temperature> 10 C 120 s
Temperature >-6.7 C and 300 s
< 10C
- 92 -
.21.00.00 PARAMETERS / CONDITIONS FOR 2ND CLOSED LOOP OPERATION
Conditions for closed loop operation of the second control loop
As already mentioned under General the 2nd control loop optimises the
adjustments of the first control loop over a longer time to achieve the
maximum conversion of the catalyst in a very small window of air/fuel ratio
close to Lambda=1. The second control loop uses a binary Oxygen sensor,
which is operated at a target value of sensor output voltage. Deviations
from the target voltage are corrected by adjusting the air/fuel ratio until the
target voltage is achieved again. The controller of the 2nd control loop is a
combination of proportional and integral (PI-) controller. The proportional
and the integral portion of the controller have individual enable criteria.
Parameters evaluated to begin closed loop (second control loop)
Enable criteria for P-portion of the controller
The proportional-portion of the controller corrects short-term deviations and

achieves the target sensor output voltage.

No fault detected in wiring of
Closed loop condition for the Oxygen sensor monitor for
first control loop. Minimum the sensor or the sensor IC the front sensor(s). Monitor of
of integrated mass airflow (linear sensors). Fuel control the mass air flow meter (out
passed. performs normal, no fault is of range, rationality).
detected and fuel control is Fuel system monitor
not temporarily disabled.
nd
Oxygen Sensor for 2 control Sensor heated up, a Monitored by diagnostic of
loop readiness minimum power was the heater monitor and
delivered to the heater, sensor-wiring monitor.
sensor voltage has left the
voltage range of a cold
sensor
Catalyst model temperature Exhaust Temperature > Monitor of the mass air flow
threshold, calculated based meter (out of range,
on mass airflow integral, rationality) Fuel system
ignition timing, lambda value, monitor, oxygen sensor
vehicle speed. monitor, vehicle speed sensor
monitor
Variable Valve Timing No fault detected VVT monitor
System (if applicable)
Secondary Air System No fault detected AIR System monitor
EVAP purge System No fault detected EVAP purge monitor
Mass Air Flow Meter No fault detected Mass Air Flow Meter monitor
Controller range for the first Controller for the first control Oxygen sensor monitor
control loop is not at the loop not at minimum or
threshold limit. maximum threshold
- 93 -
Enable criteria for adaptive I-portion of the controller (additionally)
The integral-portion of the controller corrects permanent deviations / shifts

over a longer time by adjusting the adaptation.

Engine speed/load within a Engine Speed within 1500- Engine Speed Sensor
normal operating range 4000 rpm monitor, Mass Air Flow Meter
Engine Load within 20-60% monitor, and fuel system
monitor.
(Typical values; may differ on
individual concepts)
Carbon Canister of the EVAP High load of carbon canister EVAP purge monitor.
system indicated during EVAP purge.
Minimum of integrated mass Oxygen sensor voltage of 2nd Oxygen sensor monitor for
airflow passed and P-portion control loop, P-portion of secondary sensor(s).
of controller achieves target controller for 2nd control loop Fuel system monitor
range for Oxygen sensor
voltage already.
Typical Values (second control loop)
reaches the closed loop condition for the second control loop within 60s to
100s.
- 94 -
.22.00.00 PARAMETERS / CONDITIONS FOR CLOSED LOOP OPERATION ON SULEV
General
The SULEV concept consists of 2 catalysts and 3 control loops. The first
control loop uses the Oxygen sensor pre catalyst (LSU) in the same
manner conventional concepts does. The Oxygen sensor between the two
bricks (LSF1) of the catalyst is the input for the second and the Oxygen
sensor after the last brick (LSF2) is the input for the third control loop. Both
sensors are binary Oxygen sensors. The closed loop operation of each of
the control loops are in a depending order of 1st, 2nd and 3rd control loop.
In comparison to post catalyst control loop on conventional concepts the 2nd
and 3rd control loop are high precision loops with specific requirements for
short-term correction and long-term adaptation. The driving conditions have
to be stable and constant to allow any corrections by these control loops.
The allowed correction steps are much smaller in comparison to post
catalyst control loop applications on conventional concepts.
Conditions for closed loop operation of the first control loop
The conditions for closed loop operation of the first control loop on the
SULEV concept are the same as described for conventional concepts.
Conditions for closed loop operation of the second control loop
The second control loop on the SULEV concept is designed as natural

frequency control loop and is based on a binary Oxygen sensor. The
controller has the same capability in achieving maximum conversion on the
first brick of the catalyst by using a proportional adjustment range for short-
term correction and an integral adjustment range for long-term adaptation
(PI-controller). Both controller ranges have individual conditions for closed
loop operation.
- 95 -
Enable criteria for P-portion of the controller of second control loop

(SULEV)
The proportional-portion of the controller corrects short-term deviations.

Closed loop condition for the No fault detected in wiring of Oxygen sensor monitor for
Oxygen Sensor for 2nd control Sensor heated up, a Monitored by diagnostic of
sensor
Engine Coolant Temperature Engine coolant temperature Engine Coolant Temperature
has raised above a limit value Sensor Monitor.
of 50 C Engine Cooling System
(Typical temperature value; Monitor.
may differ on specific
application)
threshold (above light-off meter (out of range,
temperature), calculated rationality) Fuel system
based on mass airflow monitor, oxygen sensor
integral, ignition timing, monitor, vehicle speed sensor
lambda value, vehicle speed. monitor
control loop loop not at minimum or
maximum threshold
- 96 -
Enable criteria for adaptive I-portion of the controller second control

loop (additionally)


monitor.
voltage already.
Typical Values (second control loop)
reaches the closed loop condition for the second control loop within 60s to
80s.
- 97 -
Conditions for closed loop operation of the third control loop
The third control loop is designed like the second control loop on
conventional concepts and achieves the maximum conversion of the 2nd
brick of the catalyst. The controller consists of very restricted correction
ranges for the short-term proportional and the long-term integral adaptive
portion (PI-controller). Both controller ranges have individual conditions for
closed loop operation.
Enable criteria for P-portion of the controller of third control loop

(SULEV)
The proportional-portion of the controller corrects short-term deviations.

Closed loop condition for the No fault detected in wiring of Oxygen sensor monitor for
Closed loop condition for the No fault detected in LSU Oxygen sensor monitor for
second control loop. System (Sensor, wiring, IC) the front sensor(s). Oxygen
Minimum of integrated mass and no fault at LSF1 and sensor monitor for the first
airflow passed. LSF2. Fuel control performs downstream sensor(s) and
normal, no fault is detected Oxygen sensor monitor for
and fuel control is not the second downstream
temporarily disabled. sensor(s). Monitor of the
mass air flow meter (out of
range, rationality).
Fuel system monitor
Oxygen Sensor for 3rd control Sensor heated up, a Monitored by diagnostic of
sensor
threshold (above light-off meter (out of range,
temperature), calculated rationality) Fuel system
based on mass airflow monitor, oxygen sensor
integral, ignition timing, monitor, vehicle speed sensor
lambda value, vehicle speed. monitor
control loop loop not at minimum or
maximum threshold
(LSU: Linear Oxygen Sensor, LSF1: 1st Binary Oxygen Sensor, LSF2: 2nd Binary Oxygen Sensor)
- 98 -
Enable criteria for adaptive I-portion of the controller third control

loop (additionally)


monitor.
voltage already.
Typical Values (third control loop)
reaches the closed loop condition for the third control loop within 90s to
100s.
- 99 -

Bosch Motronic ME 7 - ME 7.1 - ME 7.1.1 - ME 7.5 System Strategy PDF

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Bosch Motronic ME 7, ME 7.1, ME 7.1.1, ME 7.

.03.00.00 MISFIRE MONITORING...........................................................................................................................11

.07.05.00 SULEV APPLICATIONS ...............................................................................................................................49

.09.00.00 PCV MONITORING....................................................................................................................................60

.10.00.00 ENGINE COOLANT SYSTEM MONITORING......................................................................................60

.12.00.00 AIR CONDITIONING (A/C) SYSTEM COMPONENT MONITORING .............................................73

.14.00.00 DIRECT OZON REDUCTION (DOR) SYSTEM MONITORING ........................................................73

.15.00.00 PARTICULATE MATER (PM) TRAP MONITORING .........................................................................73

.16.00.00 COMPREHENSIVE COMPONENTS MONITORING...........................................................................73

.18.00.00 EXEMPTIONS TO MONITOR REQUIREMENTS ..............................................................................89

.20.00.00 PARAMETERS AND CONDITIONS FOR CLOSED LOOP OPERATION........................................90

.22.00.00 PARAMETERS / CONDITIONS FOR CLOSED LOOP OPERATION ON SULEV ..........................95

.01.00.00 CATALYST MONITORING

.01.01.00 Passive measurement of amplitude ratio

.01.01.01 General description

- Computation of the amplitude of the downstream oxygen sensor:

- Modelling of a borderline catalyst and of the signal amplitudes of the

- Signal and fault evaluation

- Check of monitoring conditions

.01.01.02 Monitoring Structure

The catalyst temperature (model) activates the catalyst monitoring function

.01.01.03 Flow Chart Catalyst Monitoring

Modeled amplitude < yes

.01.02.00 Active measurement of OSC

.01.02.01 General description

The catalyst monitor is based on the determination of oxygen storage capability

1. Oxygen reduction after fuel-cut (Quick pass of the monitor)

2. Determination of Oxygen storage (active test)

OSC = air mass flow * lean mixture (-1) * dt

.01.02.02 Monitoring Structure

After the measurement of the OSC, the OSC-value is normalized to the

The final diagnostic result is calculated by averaging several, normalized

Table 1: Necessary conditions to check the different catalyst volume

Secondary parameters Front- Main- Catalyst-

According to table 1 the following result combinations are described in table 2.

Front catalyst Main catalyst Result

.01.02.03 Flow Chart Catalyst Monitoring

fuel cut off No

apply lean mixture to catalyst

mean - value calculation

.02.00.00 HEATED CATALYST MONITORING

.03.00.00 MISFIRE MONITORING

.03.00.01 General Description

The method of engine misfire detection is based on evaluating the engine

In order to detect misfiring at any cylinder, the torque of each cylinder is

Additionally the influence of the load torque will be determined.

This method consists of the following main parts:

- Correction of normal changes of engine rpm and engine load

- Data acquisition, adaptation of sensor wheel and typical engine

- Calculation of engine roughness

- Comparison with a threshold depending on operating point

- Fault processing, counting procedure of single or multiple misfire

.03.01.02 Monitoring function description

Sensor wheel adaptation

Calculation of the engine roughness

Detecting of multiple misfiring

Calculation of the engine roughness threshold value

Random misfire without valid adaptation

Continuous misfire on one or multiple cylinders