212 Electronic Control Open- and closed-loop electronic control

Electronic Control
“Motronic” is the name of an engine-man- Modern-day engines are subject to exacting
agement system that facilitates open- and demands with regard to
closed-loop control of gasoline engines  Exhaust-emission behavior
within a single ECU. The first Motronic sys-  Power output
tem went into volume production at Bosch  Fuel consumption
in 1979. Essentially, it comprised the func-  Diagnostic capability, and
tions of electronic fuel injection and elec-  Comfort/user-friendliness
tronic ignition. With the advances made
in the field of microelectronics, it has been Where necessary, additional components
possible to continuously expand the capa- are installed on the engine for this purpose.
bilities of Motronic systems over the course All the manipulated variables are calculated
of time. The range of functions has been in accordance with prespecified algorithms
continuously adapted in response to pre- in the Motronic ECU. The actuating signals
vailing demands and the complexity of suc- for the actuators are generated from these
cessive Motronic systems has consequently variables.
increased.
Acquisition of operating data
Although cost considerations limited appli- Sensor and setpoint generators
cation of early Motronic versions to luxury- Motronic uses sensors and setpoint genera-
class cars, progressively more stringent tors to collect the operating data required
demands for clean emissions is gradually for open- and closed-loop control of the
leading to widespread use of this system. engine (Fig. 1).
Since the mid-1990s, all new engine pro- Setpoint generators (e.g., switches) record
jects in which Bosch has been involved settings made by the driver, such as
use Motronic systems.  The position of the ignition key in the
ignition lock (terminal 15)
 The positions of A/C-control switches
Open- and closed-loop  The cruise-control lever setting
electronic control
Sensors detect physical and chemical vari-
Motronic comprises all the components ables, thus providing information about
which control the gasoline engine (Fig. 1). the engine’s current operating state.
The torque requested by the driver is ad- Examples of such sensors are:
justed by means of actuators or converters.  Engine-speed sensor for detecting the
The main individual components are crankshaft position and calculating the
 The electrically actuated throttle valve (air engine speed
system): This controls the air-mass flow to  Phase sensor for detecting the phase angle
the cylinders and thus the cylinder charge. (engine operating cycle) or the camshaft
 The fuel injectors (fuel system): These position
meter the correct amount of fuel for the  Engine-temperature sensor and intake-air
cylinder charge. temperature sensor for calculating tem-
 The ignition coils and spark plugs (igni- perature-dependent correction variables
tion system): These provide for correctly  Knock sensor for detecting engine knock
timed ignition of the air/fuel mixture in  Air-mass meter, and/or
the cylinder.  Intake-manifold pressure sensor for
charge recording
 Lambda oxygen sensor for lambda closed-
loop control

K. Reif (Ed.), Gasoline Engine Management, Bosch Professional Automotive Information,

DOI 10.1007/978-3-658-03964-6_14, © Springer Fachmedien Wiesbaden 2015
 Electronic Control Open- and closed-loop electronic control 213

1 Components used for open- and closed-loop electronic control of a Motronic system

ECU Fuel injectors

Accelerator-pedal Signal inputs
module * *
Sensor-signal analysis
Electronic throttle Atmospheric pressure
M

device (angle- sensor

position sensor)
Signal processing:
– Fuel-injection * *
Speed sensor calculations
(crankshaft) Ignition coils
– Cylinder-charge control
Phase sensor – Ignition-timing and
(crankshaft) dwell-angle calculation
– Cylinder-charge Spark plugs
calculation
– Idling-speed control
Air-mass flow meter
– Lambda closed-loop M

Electronic throttle device

control (drive)
Intake-air/charge-air – Knock control
temperature sensor
– Secondary-air control Electric fuel pump
Atmospheric pressure – Control of evaporative-
sensor emissions control Exhaust recirculation valve*
system
Boost-pressure sensor/ – Turbocharger pressure Wastegate
intake-manifold control (turbocharged engines)
pressure sensor
– Immobilizer
Tank vent valve
Knock sensor – Cruise control
– Speed limiting
Camshaft control
On-board diagnosis
(OBD) Secondary-air pump
Engine-temperature
sensor (coolant) Substitute functions
Secondary-air valve
Power output stages
Lambda sensors
Signal outputs Variable-geometry
Exhaust temperature intake manifold
CAN communication
sensor*
Diagnostic communi- Fan control*
Terminal 15 cation
Clutch switch End-of-line programming Actuators
(or P/N switch on
automatic transmission) Power supply ISO interface
K
Terminal 50* (e.g. diagnosis)
Main relay L
Multiswitch for
cruise control Fault-indicator lamp
+ 12V
CAN CAN interface
æ SAE0918-1E

Input signals Communication

*optional
214 Electronic Control Open- and closed-loop electronic control

Signal processing in the ECU  Knock control

The signals produced by the sensors can  Exhaust-gas recirculation for reducing
take the form of digital, pulse-type or analog NOX emissions, and
voltage signals. Input circuits in the ECU,  Control of the secondary-air system to
or in the sensors – which will increasingly be ensure that the catalytic converter quickly
the case in the future – process these signals. reaches full operational readiness
These circuits transform voltages to the
levels required for subsequent processing Where there are increased demands on the
in the ECU’s microprocessor. drivetrain, the system can also be extended
Digital input signals are read in directly in by the following additional functions:
the microcontroller and stored as digital in-  Control of the exhaust-gas turbocharger,
formation. Analog signals are converted into and
digital signals by an analog/digital converter.  Variable-tract intake manifold in order to
increase engine power and torque
Processing of operating data  Camshaft control in order to reduce ex-
From the input signals, the engine ECU haust-gas emissions and fuel consump-
detects the engine’s current operating state tion, and to increase engine power
of the engine and uses this information in  Torque- and speed-limiting functions to
conjunction with requests from auxiliary protect engine and vehicle
systems and from the driver (pedal-travel  Control of gasoline direct injection in or-
sensor and operating switches) to calculate der to reduce exhaust-gas emissions and
the command signals for the actuators. fuel consumption, and to increase engine
The tasks performed by the engine ECU power
are subdivided into functions. The algo-
rithms are stored as software in the ECU’s Ever-increasing priority is being given in the
program memory. design and development of motor vehicles
to the driver’s comfort and convenience.
ECU functions This also affects engine management. Exam-
Motronic has two basic functions: Firstly, ples of typical comfort and convenience
metering the correct mass of fuel in accor- functions are:
dance with the air mass drawn into the en-  Cruise control (vehicle-speed controller),
gine, and secondly, triggering the ignition and
spark at the best possible moment in time.  Adaptive Cruise Control (ACC)
In this way, fuel injection and ignition can  Torque adaptation during gearshifts on
be optimally matched. automatic transmissions, and
The performance of the microcontrollers  Load-reversal damping (reducing abrupt-
used in Motronic permits a wealth of fur- ness of driver control commands)
ther open- and closed-loop control func-
tions to be integrated. Progressive tightening Actuator triggering
of emissions limits simultaneously spurs the The ECU functions are executed in accor-
demand for functions capable of improving dance with the algorithms stored the pro-
the engine’s exhaust behavior and exhaust- gram memory of the Motronic ECU. This
gas treatment. Functions that are capable produces variables (e.g., fuel mass to be in-
of making a contribution here include: jected), which are set by means of actuators
 Idle-speed control (e.g., defined-time actuation of fuel injec-
 Lambda closed-loop control tors). The ECU generates the electrical
 Control of the evaporative-emissions actuating signals for the actuators.
control system (canister purge)
 Electronic Control Open- and closed-loop electronic control 215

Torque structure The crankshaft-synchronized channel uses

The torque-based system structure was first the cylinder charge currently available to
introduced with ME7-Motronic. All perfor- calculate the maximum possible torque for
mance requirements (Fig. 2) placed on the this operating point. If the desired torque
engine are consistently converted into a is less than the maximum possible torque,
torque demand. The torque coordinator pri- a rapid reduction in torque (e.g., differential
oritizes the torque demands from internal component of idle-speed control differential
and external loads/consumers and other component, torque reduction during gear
requirements relating to engine efficiency. shifting, surge damping) can be achieved
The resulting desired torque is allocated to by retarding the ignition or blanking out
the components of the air, fuel and ignition one or more cylinders altogether (injection
systems. blank-out, e.g., TCS intervention or when
The charge component (air system) is the engine is overrunning).
implemented by varying the throttle-valve
aperture and – in the case of turbocharged On earlier M-Motronic systems without
engines – by actuating the wastegate valve. a torque structure, a reduction in torque
The fuel component is essentially deter- (e.g., at the request of the automatic trans-
mined by means of the injected fuel, taking mission when changing gear) is performed
account of canister purge (evaporative- directly by the function concerned, for
emissions control system). example, by retarding the ignition angle.
The torque is adjusted via two channels. There is no coordination between individual
The air channel (main channel) involves requests or of command implementation.
calculating the required cylinder charge
from the torque to be converted. From the
required cylinder charge, the required throt-
tle-valve aperture is calculated. The required
injected-fuel mass is directly related to the
cylinder charge due to the fixed lambda
value specified. The air channel only permits
gradual changes in torque (e.g. integral
component of idle-speed control).

2 Torque-based system structure

Throttle-valve
External Efficiency Torque position
torque demands requirements converter
• Driver • Starting Conversion
• Cruise control • Catalytic converter heating of resulting Injection period
• Speed limiting • Idling-speed control torque demand
• Transmission control system Injection
• Stability control interlude
Efficiency
• Driver/passenger convenience

Internal Torque
Ignition angle
torque demands coordinator
Torque
• Starting Coordination
Wastegate
æ SMK1900E

• Idling-speed control of torque and

• Engine-speed limiting aperture
efficiency
• Component protection requirements
216 Electronic Control Open- and closed-loop electronic control

Monitoring concept The diagnosis function was originally in-

It is imperative that, when the vehicle is in tended only to assist mechanics in conduct-
motion, it is never able to accelerate when ing vehicle inspections and services in ser-
the driver does not want it to. Consequently, vice garages/workshops. However, with the
the monitoring concept for the electronic introduction of the Californian OBD (On-
engine-power control system must meet ex- Board Diagnosis) emission-control legisla-
acting requirements. To this end, the ECU tion, diagnosis functions were now stipu-
includes a monitoring processor in addition lated which check the entire engine system
to the main processor, and the two proces- for exhaust-related faults and indicate these
sors monitor one another. faults by way of a fault indicator lamp. Ex-
amples of such functions are catalytic-con-
Electronic diagnosis verter diagnosis, lambda-sensor diagnosis,
The diagnosis functions integrated in the and misfire detection. These requirements
ECU monitor the Motronic system (ECU, were later adopted in modified form in
sensors and actuators) for malfunctions and European legislation (EOBD).
faults, store details of any faults detected in
the data memory, and initiate substitute Vehicle management
functions where necessary. A diagnosis lamp Motronic can communicate with the ECUs
or a display within the instrument cluster of other vehicle systems via bus systems,
alerts the driver to the faults. such as CAN (Controller Area Network).
System testers (e.g., KTS650) are con- Figure 3 shows some examples. The ECUs
nected via a diagnosis interface in the service can process the data from other systems in
garage/workshop. These allow the fault in- their control algorithms as input signals
formation stored in the ECU to be read out. (e.g., Motronic reduces engine torque in re-
sponse to a gearshift operation by the trans-
mission to ensure a smoother gear change).

3 Data communication with Motronic

3 4
1 2

5
Fig. 3
1 Engine ECU
(Motronic)
6
2 ESP ECU
7
(Electronic Stability 8
Program)
3 Transmission ECU
4 A/C ECU
5 Instrument cluster
9
module with on-
æ UAE0777-1Y

board computer
6 Immobilizer ECU
7 Starter
8 Alternator
9 A/C compressor
 Motronic systems in motorsport 217

 Motronic systems in motorsport

Simultaneously with the introduction of the frequent refueling stops can make the differ-
Motronic systems on production vehicles, ence between winning and losing. The 2001
modified versions were also used on racing Le Mans 24-hour race, for example, was won
engines. Whereas the development objectives for the first time by a car with a Bosch gaso-
for production versions are aspects such as line direct-injection system.
convenience, safety, reliability, emission limits
and fuel consumption, the main focus in mo- The high revving speed of racing engines mini-
tor-racing applications is on maximum perfor- mizes the time available during each operating
mance over a short period. The production cycle. The vast amount of process data re-
costs with regard to choice of materials and quires high processor clock frequencies and
dimensioning of components are a secondary the use of multiprocessor systems to a greater
consideration. extent.
But the production and racing versions of Not only the ECU but also the ignition and
the Motronic system are still based on identi- fuel-injection components have to operate at
cal principles because in both cases similar extremely high speeds. This requires ignition
functions achieve contrasting aims. The ex- coils with fast charging times and fuel-system
cess-air factor and knock control systems components that are capable of quicker
are examples of this. throughput and higher pressures. Spark plugs
Environmental protection regulations are in- with smaller thread diameters made of materi-
creasingly a consideration even in motorsport. als adapted to the operating temperatures en-
The cars in the German Touring Car Champi- countered allow higher compression ratios.
onship, for example, are now fitted with cat-
alytic converters. Noise and fuel-consumption During the race, data can be transmitted
levels have to be limited in more and more by radio from the car to the pits. Known as
classes of racing. Consumption-reducing de- telemetry, this technology allows constant
velopments used on production cars quickly monitoring of operating parameters such
transfer to motor racing where shorter or less as pressures and temperatures.
æ UAV0059Y
218 Electronic Control Motronic versions

Motronic versions An idle actuator allows a defined air-mass

flow to bypass the throttle valve. This pro-
Motronic comprises all the components vides a means with the additional air of
which are needed to control a gasoline en- holding the engine speed at a constant level,
gine. The scope of the system is determined for example, when idling (idle-speed con-
by the requirements with regard to engine trol). To do so, the engine ECU controls the
power (e.g., exhaust-gas turbocharging), opening cross-section of the bypass channel.
fuel consumption, and the stipulations of M-Motronic is no longer of significance
the relevant emission-control legislation. to new developments in the European and
Californian emission-control and diagnosis North American markets, since it has been
legislation (Californian Air Resources Board, superseded by ME-Motronic.
CARB) places particularly stringent require-
ments on the Motronic diagnosis system. ME-Motronic
Some emissions-related systems can only be ME-Motronic is characterized by electronic
diagnosed with the aid of additional compo- engine-power control. In this system, there
nents (e.g., evaporative-emissions control is no longer a mechanical connection be-
system). tween the accelerator pedal and the throttle
In the course of the development history valve. The position of the accelerator pedal,
of Motronic systems, successive Motronic i.e., the driver command, is detected by a
generations (e.g., M1, M3, ME7) have dif- potentiometer attached to the accelerator
fered mainly in the design of the hardware. pedal (pedal-travel sensor in the accelerator-
The basic distinguishing features are the mi- pedal module, Fig. 4 Pos. 23) and read in by
crocontroller family, the peripheral modules the engine ECU (12) in the form of an ana-
and the output-stage modules (chipset). log voltage signal. In response, the ECU gen-
The hardware variations arising from the re- erates output signals that set the opening
quirements of different vehicle manufactur- cross-section of the electrically actuated
ers are distinguished by manufacturer-spe- throttle valve (3) so that the engine produces
cific identification numbers (e.g., ME7.0). the desired torque.

In addition to the versions described in the A system that regulates engine power in this
following, there are also Motronic systems way was first introduced by Bosch in 1986.
with integrated transmission management In addition to the engine ECU, the original
(e.g., MG and MEG-Motronic). However, system also had a separate ECU for engine-
these are not in extensive use, as the de- power control.
mands on hardware are considerable. The increasingly higher integration den-
sity of electronic systems allowed the combi-
M-Motronic nation of Motronic functions and engine-
M-Motronic is an engine-management sys- power control in a single ECU (1994).
tem for manifold-injection gasoline engines. Nevertheless, functions remained divided
It is characterized by the fact that the air is between two microcontrollers. The next step
supplied through a mechanically adjustable was taken in 1998 with the launch of the
throttle valve. new Motronic generation, the ME7, which
The accelerator pedal is connected to the executes all engine-management functions
throttle valve by way of a linkage or a Bow- in a single microcontroller. This advance
den cable. The position of the accelerator was made possible by the ever-increasing
pedal determines how far the throttle valve processing capacity of microcontrollers.
opens. This controls the air mass flowing
through the intake manifold to the cylin-
ders.
 Electronic Control Motronic versions 219

4 Components used for open- and closed-loop electronic control of an ME-Motronic system (system diagram) Fig. 1
11 Carbon canister
12 Hot-film air-mass

26
meter with integrated
temperature sensor

18
13 Throttle device (ETC)
14 Canister-purge valve
17

15 Intake-manifold
pressure sensor
11

16 Fuel rail
17 Fuel injector
18 Actuators and
sensors for camshaft
10

control
16

19 Ignition coil and

spark plug
10 Camshaft phase
9

sensor
11 Lambda sensor
upstream of primary
catalytic converter
8

15

14

12 Engine ECU
7

13 Exhaust-gas
recirculation valve
14 Speed sensor
6

25
15 Knock sensor
16 Engine-temperature
sensor
17 Primary catalytic
converter (three-way
catalytic converter)
18 Lambda sensor
downstream of
5

primary catalytic
24

converter
19 CAN interface
13
4

20 Fault indicator lamp

21 Diagnosis interface
22 Interface with
23

immobilizer ECU
23 Accelerator-pedal
3

module with pedal-

travel sensor
24 Fuel tank
25 In-tank unit compris-
ing electric fuel pump,
fuel filter and fuel-
pressure regulator
12

26 Main catalytic
converter (three-way)
2

CAN

The on-board-diagnosis
æ UMK1895Y
1

system configuration
illustrated by the diagram
22
19

20

21

reflects the requirements

of EOBD
220 Electronic Control Motronic versions

DI-Motronic Operating-mode coordination and

The introduction of direct injection in the changeover
gasoline engine necessitated a control con- Further operating modes in addition to
cept which facilitates both homogeneous homogeneous and stratified-charge modes
and stratified-charge operation. are also possible. Injection of a basic quan-
In homogeneous mode, the fuel injector tity of fuel during the induction stroke to-
is actuated in such a way as to produce gether with subsequent injection during
homogeneous mixture distribution in the the compression stroke result in a stratified
combustion chamber. The fuel is injected charge at the spark plug, surrounded by a
during the induction stroke for this purpose. homogeneous lean mixture spread through
In stratified-charge mode, the process of the whole combustion chamber (homoge-
retarding injection until the compression nous-lean). Further operating modes, for
stroke, shortly before ignition, creates a instance for heating the catalytic converter,
locally limited mixture cloud in the area are set by means of highly retarded injection
of the spark plug. points and moments of ignition.
In addition to the systems which facilitate DI-Motronic incorporates an operating-
both stratified-charge and homogeneous mode coordinator, which enables change-
operation, there are also purely homoge- over to a different operating mode when
neous systems, in which the engine is oper- engine requirements demand. The basis for
ated homogeneously and stoichiometrically selecting an operating mode is the operat-
(λ = 1) over the entire operating range. ing-mode map, which plots operating mode
These latter systems are increasingly being against engine speed and torque. Deviating
used in conjunction with supercharging. operating-mode requirements are evaluated
in the priority list (Fig. 5). This produces the
The system diagram (Fig. 6) shows an exam- required operating mode. But before igni-
ple of a DI-Motronic system. The first se- tion and fuel injection can be changed over
ries-production DI-Motronic was launched to the new operating mode, control func-
in the Volkswagen Lupo in 2000. tions for exhaust-gas recirculation, tank ven-
tilation (canister purge), charge-flow control

5 Operating-mode selection

Operating-mode coordination Operating-mode changeover

Priority Function
1 Monitoring concept Required Current
2 Component protection operating mode Changeover operating mode
3 Limp-home functions function
4 Adjustability of torque E.g.
and oxygen-content limits Homogeneous
5 Catalytic converter heating mixture
6 NOx-accumulator Homogeneous
regeneration Control lean mixture
7 SOx-accumulator functions Stratified mixture
regeneration • EGR Double injection
8 Starting/warming up • Fuel-tank venting
9 Diagnostic System • Charge-flow
æ SMK1899E

Manager control valve

10 Operating mode map • ETC
 Electronic Control Motronic versions 221

6 Components used for open- and closed-loop electronic control of an DI-Motronic system (system diagram)

19

20

21

22
18
12

Fig. 6
111Carbon canister
121Hot-film air-mass
11

meter
17

131Throttle device (ETC)

141Canister-purge valve
151Intake-manifold
pressure sensor
10

161Charge-flow control
valve
9

16

171High-pressure pump
181Fuel rail with high-
15
8

pressure injector
191Camshaft adjuster
101Ignition coil with
spark plug
7

111Camshaft phase
6

sensor
121Lambda sensor
29

(LSU)
131Motronic ECU
141Exhaust-gas
recirculation valve
151Speed sensor
5

161Knock sensor
28

171Engine-temperature
14

sensor
4

181Primary catalytic
converter
191Lambda sensor
201Exhaust-gas
3

temperature sensor
27

211NOX accumulator-
type catalytic
converter
221Lambda sensor
231CAN interface
241Diagnosis lamp
251Diagnosis interface
261Interface to
25

immobilizer ECU
271Accelerator-pedal
CAN

module
æ UMK2074Y

281Fuel tank
1

291Fuel-supply module
13

23

24

26

with electric fuel

pump
222 Electronic Control Motronic versions

valve and throttle-valve setting are initiated Bifuel-Motronic (natural gas/gasoline)

if required. The system then waits for Bifuel-Motronic has been developed from
acknowledgement. ME-Motronic and therefore contains all the
In stratified-charge mode at λ > 1, the components for manifold injection familiar
throttle valve is fully open and the inducted from ME-Motronic. Bifuel-Motronic also
air can enter the engine virtually unthrot- contains the components for the natural-gas
tled. The torque is proportional to the system (Fig. 8).
injected fuel mass. Whereas in retrofit systems natural-gas
During changeover to homogeneous operation is controlled by means of an ex-
mode, the air mass, which now determines ternal unit, with Bifuel-Motronic the CNG
the torque to a large extent, must be reduced functionality is integrated in the engine-
very quickly and a desired lambda value set management system. The desired engine
– for a stoichiometric mixture of λ = 1 torque and the variables characterizing the
(Fig. 7). The torque output by the engine operating state are generated only once in
now varies in relation to the accelerator- the Bifuel ECU. The physically based struc-
pedal position, although the driver is un- ture of the engine-management system
aware of any change. makes it possible to easily integrate the
parameters specific for gas operation.
Brake-booster vacuum control
When the engine is operating with an unre- Changeover
stricted intake air flow, there is insufficient Depending on the engine design, it can be
vacuum in the intake manifold to provide useful in the case of high load demands to
the vacuum required by the brake booster. switch automatically to the fuel type which
A vacuum switch or pressure sensor is used provides the maximum engine power. Further
to detect whether there is sufficient vacuum automatic changeovers may also be useful in
in the brake booster. If necessary, the engine order, for example, to implement an opti-
has to be switched to a different operating mized exhaust-gas strategy and to heat up the
mode in order to provide the required vac- catalytic converter more quickly, or basically
uum for the brake booster. to effect fuel management. However, it is im-
portant in the case of automatic changeovers
that these be implemented on a torque-neu-
7 Changeover from stratified-charge to homogeneous tral basis, i.e., they are not noticeable to the
mode
driver.
Stratified-charge mode Homogeneous-charge mode
The 1-ECU concept enables fuel change-
Throttle-valve position/excess-air factor λ

over to be performed in different ways. One

option is direct changeover, comparable with
a switch. Here, injected must not be inter-
rupted, as this would increase the risk of mis-
a firing during operation. However, the sudden
injection of gas in comparison with gasoline
b operation results in a greater volume displace-
ment to such an extent that the intake-mani-
fold pressure increases and the cylinder
λ=1
charge decreases as a result of changeover by
roughly 5 %. This displacement effect must
Torque M

æ UMK1898E

be compensated for by a larger throttle-valve

Fig. 7
a Throttle-valve
angle. In order to keep the engine torque con-
position 0 stant during changeover under load condi-
Accelerator-pedal position
b Excess-air factor λ tions, it is necessary to effect an additional
 Electronic Control Motronic versions 223

8 Components used for open- and closed-loop electronic control of a Bifuel-Motronic system (system diagram)

13 Fig. 8
111Carbon canister with
canister-purge valve

21
12

121Hot-film air-mass
meter
131Throttle device (ETC)
141Exhaust-gas
11

recirculation valve
151Intake-manifold
pressure sensor
161Fuel rail
171Gasoline injector
181Camshaft adjuster
10

20
18

19

191Ignition coil with

spark plug
101Camshaft phase
sensor
9

111Lambda sensor
121Primary catalytic
converter
131Lambda sensor
8

141Accelerator-pedal
17

module
7

151Natural-gas pressure
31

regulator
6

161Natural-gas rail with

16

natural-gas pressure
4

and temperature
sensor
30

171Natural-gas injector
15
5

181Engine-temperature
sensor
29

191Knock sensor
201Speed sensor
211Main catalytic
converter
28

221Bifuel-Motronic ECU
14

231CAN interface
241Diagnosis lamp
3

27

251Diagnosis interface
261Interface to
immobilizer ECU
271Fuel tank
25

281Fuel-supply module
with electric fuel
pump
291Filler neck for
CAN

æ UMK2075Y

gasoline and
1

natural gas
22

23

24

26

301Tank shutoff valves

311Natural-gas tank
224 Electronic Control Motronic versions, system structure

intervention in the ignition angles, which System structure

facilitates a fast change of torque.
Another option for changeover is fading A few years ago, it was still possible to repre-
from gasoline to gas operation. In order to sent the functionality of Motronic systems
switch to gas operation, gasoline injection with “simple” system and function descrip-
is reduced by a dividing factor and gas in- tions. Now the open- and closed-loop con-
jection increased accordingly. In this way, trol operations for gasoline engines have be-
jumps in the air charge are avoided. There is come so complex that a structured system
also the option of correcting an altered gas description is necessary.
quality with lambda closed-loop control All torque demands placed on the engine
during changeover. With this method, it is are handled by Motronic as torque values
possible to effect the changeover even at and centrally coordinated. The requested
high load without a noticeable change of torque is calculated and set by means of
torque.  The electrically actuated throttle valve
(air system)
Retrofit systems often do not offer the op-  The ignition angle (ignition system)
tion of switching between the gasoline and  The fuel quantity in the case of gasoline
natural-gas operating modes under coordi- direct injection (fuel system)
nated conditions. For this reason, many sys-  The use of injection blank-outs, and
tems effect the changeover only during the  Controlling the wastegate on exhaust-
overrun phases in order to avoid torque gas-turbocharged engines
jumps.
Figure 9 shows the system structure used for
European On-Board Diagnosis new Motronic systems and their various
Current EOBD legislation stipulates separate subsystems.
detection, handling and transmission of
faults during operation with gasoline or In Figure 9, Motronic is referred to as the
CNG. This calls for the fault memory to be system. The different areas within the system
doubled in size. An alternative suggestion are referred to as subsystems. Some subsys-
provides for a scenario where faults which tems are purely software constructs in the
are identified independently of the fuel (e.g., ECU (e.g., Torque Structure), while others
speed sensor faulty) are handled indepen- also incorporate hardware components (e.g.,
dently of the fuel. New fault paths are added Fuel System and Fuel Injectors). The various
for gas-specific faults so that these can also subsystems are interconnected by defined
be stored and read out in the fault memory. interfaces.
 Electronic Control System structure 225

9 Motronic system structure

System Subsystem Main Function

CE AEC ES
Coordination Engine Exhaust System
ABB ETM
CES CEM ETF
ATC AIC ENM
TD TS EDM
Torque Torque ABC AVC

Gasoline engine
Demand Structure AS ECT
ADC Air System EAF
TDS
FPC FS
Crankshaft
Fuel System
TDD TCD TCV
FSS FEL
OD
TDC FFC FIT Operating Data
FMA
OEP OTM
TDI
IGC OBV
TMO IS
TDA Ignition System IKC OMI OVS

AC MO CO DS SC SD Link to engine/
Accessory Control Monitoring Communication Diagnostic System System vehicle
System Control Documen- Data transfer
ACT COV tation Main function without

æ SMK1904-1E
ACA ACF MOF MOX COS SDE hardware component
Main function with
ACE ACS MOC MOM COU DSM SYC SDL hardware component

The system structure describes the Motronic Since the introduction of Electronic Throttle
engine-management system from the func- Control (ETC) in the ME7, the torque de-
tional-sequence point of view. The system mands on the engine have been centrally
comprises the ECU (with hardware and soft- coordinated in the Torque Demand and
ware) and external components (actuators, Torque Structure subsystems. The control of
sensors and mechanical components), which cylinder charge by the electrically controlled
can be electrically connected to the ECU. throttle valve allows adjustment of the
The system structure divides this mecha- torque demand made by the driver via the
tronic system hierarchically according to accelerator pedal (driver command). At the
functional criteria into 14 subsystems (e.g., same time, all other torque demands that
Air System, Fuel System), which in turn are arise from vehicle operation (e.g., when the
subdivided into a total of 52 main functions A/C compressor is switched on) can be
(e.g., Boost-pressure Control, Closed-loop coordinated within the torque structure.
Lambda Control) (Fig. 9).
226 Electronic Control Subsystems and main functions

Subsystems and the requirements for various functionalities

are coordinated on the basis of defined pri-
main functions orities in the operating-mode coordinator.
The description which follows provides a very
general summary of the essential features Torque Demand (TD)
of the main functions implemented in a All the torque demands on the engine are
Motronic system. A more detailed presenta- consistently coordinated on the torque level
tion is not possible within the scope of this in the system structure of ME-Motronic and
publication. DI-Motronic. The Torque Demand (TD)
subsystem detects all torque demands and
System Documentation (SD) makes them available to the Torque Structure
System Documentation consists of technical (TS) subsystem as input variables.
documents which describe the customer
project (e.g. description of ECUs, engine The Torque Demand Signal Conditioning,
and vehicle data, and configuration descrip- TDS main function essentially consists of
tions). detecting the accelerator-pedal position.
The pedal position is detected by two inde-
System Control (SC) pendent angle-position sensors and con-
The functions controlling the computer are verted into a standardized accelerator-pedal
combined in System Control. angle. A number of plausibility checks are
The System Control, SYC main function carried out to ensure that, in the event of
defines the microcontroller states: a single fault, the standardized accelerator-
 Initialization (system run-up) pedal angle cannot adopt a greater value
 Running state (normal operation) – this is than the actual accelerator-pedal position.
the status in which the main functions are The Torque Demand Driver, TDD main
executed function calculates a setpoint value for the
 ECU run-on (e.g., for fan run-on, hard- engine torque from the accelerator-pedal
ware test) position. In addition, it defines the accelera-
tor-pedal characteristic.
Coordination Engine (CE) Torque Demand Cruise Control, TDC
Both the engine status and the engine oper- (vehicle-speed controller) holds the vehicle
ating data are coordinated in Coordination at a constant speed as long as the accelerator
Engine. This is done at a central point, be- pedal is not depressed, assuming this is
cause many further functionalities are af- possible with the available engine torque.
fected in the overall engine-management, The most important shutdown conditions
depending on this coordination. for this function include operating the “Off ”
button on the driver’s control lever, operat-
The Coordination Engine States, CES main ing the brakes or disengaging the clutch, and
function contains both the various engine failure to reach the required minimum road
states, such as starting, running operation speed.
and switched-off engine, and coordination
functions for injection activation (overrun Torque Demand Idle Speed Control, TDI
fuel cutoff/restart) and for start/stop sys- regulates the speed of the engine at idle
tems. when the accelerator pedal is not depressed.
The operating modes for gasoline direct The setpoint value for idle speed is defined
injection (DI-Motronic) are coordinated to obtain even and smooth engine running
and changed over in the Coordination Engine at all times. Accordingly, the setpoint idle
Operation, CEM main function. In order to speed is set higher than the nominal idle
determine the required operating mode, speed under certain operating conditions
 Electronic Control Subsystems and main functions 227

Excerpt from the structure diagram: Torque Demand and Torque Structure nels, depending on the
10
subsystems showing their main functions current operating
mode.
CE AEC Torque Conversion,
Coordination Engine TCV calculates from
ABB
CES CEM the desired-torque in-
ATC put variables the set-
TD TS point values for the
Torque Torque ABC
Demand Structure relative air mass, the
ADC air/fuel ratio λ, the
TDS ignition angle, and
FPC injection blank-out
TDD TCD TCV (e.g., for overrun fuel
FSS cutoff). The setpoint
TDC FFC FIT
air-mass value is cal-
culated so that the
TDI setpoint for the air
IGC mass/torque is ob-
TMO IS
TDA Ignition System tained at precisely
the moment when
AC MO CO DS the specified oxygen
æ SMK1905-1Y

Accessory Control Monitoring Communication Diagnostic

System content and the speci-
ACT COV fied ignition timing
ACA ACF MOF MOX COS are applied.
Torque Modeling,
TMO calculates a the-
(e.g., when the engine is cold). A higher idle oretically optimum indicated engine torque
speed may also be used to assist catalytic- from the current values for cylinder charge,
converter heating, to increase the output of oxygen content (lambda), ignition timing,
the A/C compressor, or if the battery charge reduction stage, and engine speed. An indi-
level is low. cated actual torque is determined with the
The Torque Demand Auxiliary Functions, aid of an efficiency chain. The efficiency
TDA main function generates internal chain consists of three different efficiency
torque limitations and demands (e.g., levels: the blank-out efficiency (proportional
engine-speed limitation, damping engine- to the number of firing cylinders), the igni-
bucking oscillations). tion-timing efficiency (resulting from the
shift in the actual ignition angle relative to
Torque Structure (TS) the optimum ignition angle), and the oxy-
The Torque Structure subsystem is where gen-content efficiency (obtained from plot-
all torque demands are coordinated. The ting the efficiency characteristic against the
required torque is then set by the air, fuel air/fuel ratio).
and ignition systems.

Torque Coordination, TCD coordinates all

torque demands. The various demands (e.g.,
from the driver, engine-speed limitation)
are prioritized and converted into setpoint
torque values for the various control chan-
228 Electronic Control Subsystems and main functions

11 Excerpt from the structure diagram: Air System and Fuel System subsystems showing their main functions

AEC ES
n Engine Exhaust System
ABB
S CEM ETF
ATC AIC
TS ED
Torque ABC AVC

Gasoline engine
Structure AS EC
ADC Air System EAF

FPC FS
Crankshaft
Fuel System
TCD TCV
FSS FEL
FFC FIT
FMA

æ SMK1906-1E
OEP
IGC
TMO IS
Ignition System IKC OMI

Air System (AS) The vacuum in the intake manifold allows

The Air System subsystem is where the re- exhaust-gas recirculation, which is calcu-
quired cylinder charge for the torque to be lated and adjusted in Air System Exhaust Gas
implemented is set. In addition, the exhaust- Recirculation, AEC.
gas recirculation, boost-pressure control, Air System Valve Control, AVC calculates
variable-tract intake-manifold geometry, the setpoint values for intake- and exhaust-
charge-movement control and valve-timing valve positions and controls these settings.
functions are also part of the air system. This influences the quantity of residual ex-
haust gas that is recirculated internally.
In Air System Throttle Control, ATC, the set- Air System Boost Control, ABC is responsi-
point position for the throttle valve deter- ble for calculating the charge-air pressure
mining the air-mass flow entering the intake in exhaust-gas-turbocharged engines and
manifold is created from the setpoint air- controls the actuators for this system.
mass flow. Engines with gasoline direct injection
Air System Determination of Charge, ADC are run in stratified-charge mode with the
determines the cylinder charge composed throttle fully open at low loads. Conse-
of fresh air and inert gas with the aid of the quently, the pressure in the intake manifold
available load sensors. The air-mass flows under such conditions is virtually atmos-
are used to model the pressure conditions pheric pressure. Air System Brake Booster,
in the intake manifold (intake-manifold ABB ensures that there is sufficient vacuum
pressure model). in the brake booster by requesting a required
Air System Intake Manifold Control, AIC amount of flow restriction.
calculates the setpoint positions for the in-
take-manifold and charge-flow control
valves.
 Electronic Control Subsystems and main functions 229

Fuel System (FS) Fuel Supply System, FSS has the function of
The Fuel System (FS) subsystem calculates delivering fuel from the fuel tank to the fuel
the output variables for the fuel-injection rail at the required pressure and in the re-
system relative to crankshaft position, i.e., quired quantity. In demand-controlled sys-
the point(s) at which fuel is injected and the tems, the pressure can be regulated between
quantity of fuel injected. 200 and 600 kPa. A pressure sensor provides
feedback of the actual value.
Fuel System Feed Forward Control, FFC cal- In the case of gasoline direct injection,
culates the fuel mass from the setpoint cylin- the fuel-supply system also includes a high-
der charge, the setpoint oxygen content and pressure circuit consisting of an HDP1-type
additional corrections (e.g., transient com- high-pressure pump and a pressure-control
pensation) or multiplicative corrections valve (DSV), HDP2- and HDP5-type de-
(e.g., corrections for engine start, warm-up mand-controlled high-pressure pumps with
and restart). Other corrections arise from fuel-supply control valve (MSV). This allows
the closed-loop lambda control, canister pressure in the high-pressure circuit to be
purge and mixture adaptation. In DI sys- varied between 3 and 11 MPa, depending
tems, specific values are calculated for the on the engine operating point. The setpoint
operating modes (e.g., fuel injection during value is calculated depending on engine
the induction stroke or during the compres- operating point and the actual pressure is
sion stroke, multiple injection). detected by a high-pressure sensor.
Fuel System Injection Timing, FIT calcu- Fuel System Purge Control, FPC controls
lates the injection duration and the fuel- regeneration during engine operation of the
injection position. It ensures that the fuel fuel that evaporates from the fuel tank and
injectors are open at the correct time relative that is collected in the carbon canister of
to crankshaft rotation. The injection dura- the evaporative-emissions control system.
tion is calculated on the basis of previously On the basis of the specified on/off ratio for
calculated fuel mass and status variables operating the canister-purge valve and the
(e.g., intake-manifold pressure, battery volt- pressure conditions, an actual value for the
age, fuel-rail pressure, combustion-chamber total mass flow through the valve is calcu-
pressure). lated. This is taken into account by the Air
Fuel System Mixture Adaptation, FMA System Throttle Control (ATC) function.
improves the pilot-control accuracy of the An actual fuel-content value is also calcu-
oxygen content by adjusting the longer-term lated and is subtracted from the setpoint
lambda-controller errors relative to the neu- fuel mass.
tral value. For smaller cylinder charges, the Fuel System Evaporation Leakage Detec-
lambda-controller error is used to calculate tion, FEL checks the gas-tightness of the fuel
an additive correction value. On systems tank in accordance with the requirements of
with a hot-film air-mass meter, this nor- the Californian OBD II legislation. The de-
mally reflects small amounts of intake- sign and method of operation of this diag-
manifold leakage. On systems with an in- nostic system are described in the chapter
take-manifold pressure sensor, the lambda headed “Diagnosis/OBD functions”.
controller corrects the pressure-sensor
residual exhaust gas or offset error. For
larger cylinder charges, a multiplicative cor-
rection factor is calculated. This essentially
represents the hot-film air-mass meter gain
error, fuel-rail pressure regulator inaccura-
cies (on DI systems) and fuel-injector char-
acteristic-gradient errors.
230 Electronic Control Subsystems and main functions

Ignition System (IS) Excerpt from the structure diagram: Ignition System and Exhaust System
12
The Ignition System subsys- subsystems showing their main functions
tem calculates the output
variables for ignition and AEC ES
Exhaust System
actuates the ignition coils. ETM
ETF
AIC ENM
Ignition Control, IGC calcu-
EDM
lates the current setpoint ig- AVC

Gasoline engine
nition angle from the engine AS ECT
operating conditions, taking Air System EAF
account of intervention by FS
FPC Crankshaft
the torque structure. It then Fuel System
generates an ignition spark FSS FEL
across the spark-plug elec- OD
FIT Operating Data
trodes at the required time. FMA
OEP OTM
The resulting ignition angle
is calculated from the basic IGC OBV
ignition angle and the operat- IKC OMI OVS

æ SMK1907-1E
ing-point-dependent igni- DS SC SD Link to engine/
tion-angle corrections and Diagnostic System System vehicle
demands. When determining System Control Documen- Data transfer
the engine-speed and load-
dependent basic ignition an-
gle, the effects of camshaft control, charge- gine knock. The comparison analyzes how
flow control valve, cylinder-bank distribu- much louder current combustion is than the
tion, and special direct-injection operating background level. Above a certain threshold,
modes are taken into account where applica- engine knock is assumed to occur. Both cal-
ble. In order to calculate the most advanced culation of the reference level and detection
possible ignition angle, the basic ignition of engine knock can take account of changes
angle is corrected by the advance angles for in operating conditions (engine speed,
engine warm-up, knock control and – where engine-speed dynamics, engine-load
applicable – exhaust-gas recirculation. dynamics).
The point at which the ignition driver stage The knock-control function generates an
needs to be triggered is calculated from ignition-timing adjustment for each individ-
the current ignition angle and the required ual cylinder. This is taken into account when
charge time for the ignition coil. The driver calculating the current ignition angle (igni-
stage is activated accordingly. tion retard). When engine knock is detected,
Ignition System Knock Control, IKC runs this ignition-timing adjustment is increased
the engine at the knock limit for optimum by an applicable amount. The ignition-tim-
efficiency, but prevents potentially damaging ing retard is then reduced in small incre-
engine knock. The combustion process in all ments if, over an applicable time period,
cylinders is monitored by means of knock engine knock does not occur.
sensors. The structure-borne noise signal If a hardware fault is detected, a safety
detected by the sensors is compared with a function is activated (safety ignition-timing
reference level that is obtained for individual retard).
cylinders via a low-pass filter from previous
combustion strokes. The reference level
therefore represents the background engine
noise when the engine is running free of en-
 Electronic Control Subsystems and main functions 231

Exhaust System (ES) ing on the system. A NOX accumulator-type

The Exhaust System subsystem intervenes in catalytic converter operated at λ = 1 displays
the mixture-formation system, adjusts the optimum conversion response with a spe-
excess-air factor, and controls the capacity cific oxygen-accumulator content. The refer-
utilization of the catalytic converters. ence-value regulation function sets the ca-
pacity usage to this level. Deviations are
The prime functions of Exhaust System corrected by compensation components.
Description and Modeling, EDM are to The function of Exhaust System NOX
model physical variables in the exhaust-gas Main Catalyst, ENM is to ensure that NOX
system, analyze signals and diagnose the emission requirements in particular are
exhaust-gas temperature sensors (where complied with when the engine is running
present), and supply key exhaust-gas system on a lean mixture by means of adapted con-
data for tester output. The physical variables trol of the mixture to the requirements of
that are modeled are temperature (e.g., for the NOX accumulator-type catalytic con-
component-protection purposes), pressure verter.
(primarily for residual-gas detection) and Depending on the condition of the cat-
mass flow (for closed-loop lambda control alytic converter, the NOX storage phase is
and catalytic-converter diagnosis). In addi- terminated and the engine switched over
tion, the exhaust-gas excess-air factor is to an operating mode (λ < 1) in which the
calculated (for NOX accumulator-type cat- NOX accumulator is emptied and the stored
alytic-converter control and diagnosis). NOX emissions converted to N2. Regenera-
The purpose of Exhaust System Air Fuel tion of the NOX accumulator-type catalytic
Control, EAF using the lambda sensor up- converter is terminated in response to the
stream of the front catalytic converter is to change of signal from the sensor down-
regulate the excess-air factor to a specified stream of the NOX accumulator-type cat-
level. This minimizes harmful emissions, alytic converter. In systems with a NOX ac-
prevents engine-torque fluctuations and cumulator-type catalytic converter, change-
keeps the exhaust-gas composition on the over to a special mode allows desulfurization
right side of the lean-mixture limit. The in- of the catalytic converter.
put signals from the closed-loop lambda Exhaust System Control of Temperature,
control system downstream of the main ECT controls the temperature of the ex-
catalytic converter allows further mini- haust-gas system. Its aim is to speed up the
mization of emissions. time it takes the catalytic converters to reach
The Exhaust System Three-Way Front Cat- operating temperature after the engine is
alyst, ETF main function uses the lambda started (catalytic-converter heating), prevent
sensor downstream of the front catalytic the catalytic converters from cooling down
converter (if fitted). Its signal is a measure during operation (catalytic-converter tem-
of the oxygen content in the exhaust gas perature retention), heat up the NOX accu-
and serves as the basis for reference-value mulator-type catalytic converter for desulfu-
regulation and catalytic-converter diagnosis. rization, and prevent thermal damage to ex-
Reference-value regulation can substantially haust-gas system components (component
improve mixture control and permit opti- protection). A torque reserve for the TS
mum conversion response by the catalytic (Torque Structure) subsystem is determined
converter. from the heat flow required for a tempera-
The Exhaust System Three-Way Main Cat- ture increase. The temperature increase is
alyst, ETM main function basically operates then achieved by retarding the ignition,
in the same way as the ETF function de- for example. When the engine is idling,
scribed above. Reference-value regulation, the heat flow can also be increased by raising
however, may take different forms depend- the idle speed.
232 Electronic Control Subsystems and main functions

Operating Data (OD) Depending on the configuration, there is

The Operating Data subsystem records the option of using the variables supplied
all important engine operating parameters, via the CAN by the instrument cluster or
checks their plausibility and provides sub- the ABS/ESP ECU.
stitute data where required.
Communication (CO)
Operating Data Engine Position Manage- The Communication subsystem encompasses
ment, OEP calculates the position of the all Motronic main functions that communi-
crankshaft and the camshaft using the pro- cate with other systems.
cessed input signals from the crankshaft and
camshaft sensors. It calculates the engine Communication User Interface, COU pro-
speed from this information. The crankshaft vides the connection to diagnostic (e.g., en-
timing wheel (two missing teeth) and the gine analyzer) and calibration equipment.
characteristics of the camshaft signal are Communication takes place via the K-line,
used to synchronize the engine and the though the CAN interface can also be used
ECU and to monitor synchonization while for this purpose. Different communication
the engine is running. protocols are available for various applica-
The camshaft signal pattern and the en- tions (e.g., KWP2000, McMess).
gine shutoff position are analyzed in order Communication Vehicle Interface, COV
to optimize the start time. This allows rapid looks after communication with other
synchronization. ECUs, sensors and actuators.
Operating Data Temperature Measure- Communication Security Access, COS
ment, OTM processes the temperature read- provides for communication with the im-
ings provided by the temperature sensors, mobilizer and – as an option – enables
performs plausibility checks on them, and access control for reprogramming the
provides substitute data in the event of Flash-EPROM.
faults. The ambient temperature and the
engine-oil temperature may also be detected Accessory Control (AC)
in addition to the temperature of the engine The Accessory Control subsystem controls
and the intake air. The input voltage signals the auxiliary systems.
are assigned to a temperature reading. This
is followed by calculation of a characteristic Accessory Control Air Condition, ACA con-
curve. trols operation of the A/C compressor and
Operating Data Battery Voltage, OBV analyzes the signals from the pressure sensor
function is responsible for providing the in the air conditioner. The A/C compressor
supply-voltage signals and performing diag- is switched on when, for example, a request
nostic operations on them. The raw signal is received from the driver or the A/C ECU
is detected at terminal 15 and, if necessary, via a switch. The A/C ECU signals to the
the main relay. Motronic that the A/C compressor needs to
Misfire Detection Irregular Running, OMI be switched on. It is switched on shortly af-
monitors the engine for ignition and com- terwards. When the engine is idling, the en-
bustion misses (see the chapter entitled gine-management system has sufficient time
“Diagnosis/OBD functions”). to develop the required torque reserves.
Operating Data Vehicle Speed, OVS is re- Various conditions can result in the air
sponsible for detecting, conditioning and conditioner being switched off (e.g., critical
diagnosing the vehicle speed signal. This pressure in the air conditioner, fault in the
variable is needed, among others, for cruise pressure sensor, low ambient temperature).
control, for speed limiting (υmax) and in the
case of the hand switch for gear recognition.
 Electronic Control Subsystems and main functions 233

Accessory Control Fan Control, ACF controls Microcontroller Monitoring, MOC combines
the radiator fan in response to demand and all the monitoring functions that can detect
detects faults in the fan and the control sys- a fault or malfunction in the processor and
tem. Under certain circumstances, the fan its peripherals. Examples include:
may be required to run on when the engine  Analog-digital converter test
is not running.  Memory test for RAM and ROM
Accessory Control Thermal Management,  Program-run monitoring
ACT regulates the engine temperature ac-  Command test
cording to operating conditions. The re-
quired engine temperature is determined Extended Monitoring, MOX contains func-
depending on engine power, driving speed, tions for expanded function monitoring.
engine operating state, and ambient temper- These function determine the maximal
ature. This helps the engine to reach its torque which the engine can plausibly
operating temperature more quickly and output.
is then adequately cooled. The coolant volu-
metric flow through the radiator is calcu- Diagnostic System (DS)
lated and the map-controlled thermostat is Component and system diagnosis are per-
operated accordingly based on the tempera- formed by the main functions of the subsys-
ture setpoint. tems. The Diagnostic System (DS) is respon-
Accessory Control Electrical Machines, ACE sible for coordinating the various diagnosis
is responsible for controlling the “electrical results.
machines”, i.e. the starter motor and alterna- The function of the Diagnostic System
tor. Manager (DSM) is to:
The function Accessory Control Steering,  Store details of faults and associated
ACS is to control the power-steering pump. ambient conditions
 Switch on the malfunction indicator lamp
Monitoring (MO)  Establish communication with the diag-
Function Monitoring, MOF monitors all nostic tester
Motronic elements that affect engine torque  Coordinate execution of the various diag-
and speed. The core function is torque com- nostic functions (taking account of priori-
parison. This compares the permissible ties and bars) and verify faults
torque calculated on the basis of driver
request with the actual torque calculated
from the engine data. If the actual torque
is too large, suitable measures are initiated
to ensure that a controllable status is re-
established.
Monitoring Module, MOM combines all
the monitoring functions that contribute to
or perform reciprocal monitoring between
the function processor and the monitoring
module. The function processor and the
monitoring module are components of the
ECU. Reciprocal monitoring between them
takes place by means of continuous query-
and-response communication.