Self Diagnosis - Theory & Operation (N52): Other BMW X3 E83 рестайлинг

Catalyst Monitoring

Note. Manufacturer uses some German termonology in the following.

P0420/P0430

Monitoring function

If all monitoring conditions are fulfilled, then a special defined A/F-modulation will be done.

The first lean to rich cycle of the test is only used to establish an average voltage value of the downstream sensor voltage. During subsequent cycles the calculation of the OSC is based on the accumulated value of the difference between the average value of the previous lean to rich cycle and the measured instantaneous voltage during the current lean to rich cycle.

The relation of the deviation between the current downstream-sensor-signal to the average value of the downstream-sensor-signal is a lead for catalyst condition. The catalyst system is considered malfunctioning, if after a specified number of monitoring cycles the average of the accumulated deviation exceeds a threshold. The corresponding fault code is stored.

Scheme 35

1. monitoring two cross criteria (calculated sensor signal has to cross the mean value characteristic curve twice)
2. monitoring of delta threshold for minimum and maximum of trim control set-point (O2 CAT is a calculated value, taking 02 rear signal as a basis)
3. difference of mean value of the calculated sensor signals related to one period to the next one [(O2_CAT_MV n ) -(O2_CAT_MV n-1 )]

Variables List

VARIABLES LIST

Heated Catalyst Monitoring

A Heated Catalyst is not built in.

Misfire Monitoring

P0300, P0301, P0302, P0303, P0304, P0305, P0306, P1396

The method of engine misfire detection is based on evaluating the engine speed fluctuations. The engine torque is a function of engine speed, engine load and the moment of inertia.

In order to detect misfiring at any cylinder, the torque of each cylinder is evaluated by metering the time between two ignitions, which is a measure for the mean value of the speed of this angular segment. A change of the engine torque results in a change of the engine speed.

It is also an influence of the load torque, such as the influences of different road surface, e. g. pavement, potholes etc. If the mean engine speed is measured, influences caused by road surfaces have to be eliminated.

This method consists of following main parts

Data acquisition

The duration of the crankshaft segments is measured continuously for every combustion cycle.

Segment time adaptation (P1396)

Within a defined engine speed range and during fuel cut-off, the segment time adaptation, instead of the misfire detection, is carried out. If the segment time adaptation is out of the maximum adaptation range, failure P1396 is stored. With progressing adaptation the sensitivity of the misfire detection is increasing. The adaptation values are stored and taken into consideration for the calculation of the engine roughness.

Calculation of the engine roughness

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

Determination of misfiring

Misfire detection is performed by comparing the engine roughness threshold value with the engine roughness value. If the threshold is exceeded, single misfire is detected. The decision, whether the threshold shortfall of the irregular running is evaluated, depends on the monitoring conditions.

Statistics, Fault processing

Emission Limit

If the sum of cylinder(s) misfire counters within 1000 revolutions is 4 times exceeding a predetermined value during a driving cycle, or during the first 1000 revolutions, the fault code for emission relevant misfiring is temporary stored. If the following driving cycle is also above the emission limits, the MIL will be switched on and a cylinder selective or global fault will be stored.

Catalyst Damage

If the weighted sum of cylinder(s) misfire counters within 200 revolutions is exceeding a predetermined value the fault code for catalyst damage relevant misfiring is stored and the cylinder with the highest rate will be switched off and the MIL will be switched on immediately. If two cylinders are switched off and the misfire rate is still above the damage limits, MIL is flashed immediately. If one of the cylinder selective counters is exceeding the predetermined threshold the following measures take place

1. The lambda closed loop system is switched to open-loop condition.
2. The cylinder individual fault code is stored or if multiple cylinders, then the global fault code is set.
3. Fuel supply of the misfiring cylinder(s) is cut-off (per customer request)
4. No downstream fuel trim.

All misfire counters are reset after each interval.

EVAP system leak measurement (Module DM-TL)

P0442, P0456, P1434, P1447, P1448, P1449

Monitoring function - leak detection

The evaporative system monitoring permits the detection of leaks in the evaporative system with a diameter of 0.02 inches and up.

By means of a Diagnostic Module Tank Leakage (DM-TL), an electrical actuated pump located at the atmospheric connection of the evaporative canister, a pressure test of the evaporative system is performed in the following order

During the Reference Leak Measurement, the electrical actuated pump delivers through the reference restriction. The engine-management system measures the pump's electrical current consumption in this section.

Scheme 36

Scheme 37

Scheme 38

Scheme 39

1. During the Leak Measurement, the electrically actuated pump delivers through the charcoal canister into the fuel-tank system. The pressure in the evaporative system may be up to 2.5 kPa depending on the fuel level in the tank. The engine-management system measures the pump's electrical current consumption. A comparison of the currents of the reference leak measurement and the leak measurement is an indication of the leakage in the tank. 0.02 inch diagnosis, very small leak: P0456 The first step of the diagnosis is the reference measurement, the result of the pump reference current is stored (picture in chapter a). After the solenoid switches, the venting system is pressurized (picture in chapter b). In the small leak measurement the small leak threshold is reached, if the leak is smaller than 0.04 inch and then the small leak measurement phase follows. When the DM-TL current reaches the reference current within the very small leak time, the system is tight (leak smaller than 0.02 inch), otherwise a very small leak between 0.02 - 0.04 inches is detected. 0.04 inch diagnosis, small leak: P0442 The first step of the diagnosis is also the reference measurement, the result of the pump reference is stored (picture in chapter a). After the solenoid switches, the venting system is pressurized (picture in chapter b). In the small leak phase (time) the pump current must reach the small leak threshold 1: Small leak threshold 1 = idle current pump + K1 x (reference current - idle current). Factor K1 is between 0.16 and 0.28 depending on the characteristic current value of the pump (reference current - idle current), this value is various in every pump. If the small leak threshold 1 is not reached in the small leak time, the small leak threshold 2 must be reached in an additional time small leak threshold 2 = reference current pump - K2 x (reference current - idle current). Factor K2 is between 0.60 and 0.80 depending on the characteristic current value of the pump (reference current-idle current). If the small leak threshold 2 is also not reached, a leak > 0.04 inches is detected. In the diagram below is the typical current of a tight system, a 0.02 inch leak, and a leak > 0.04 inches.
2. After the test the remaining pressure in the evaporative system is bled off through the charcoal canister by switching off the pump and solenoid.

EVAP (Functional check canister purge solenoid)

P0440

Monitoring function of the canister purge solenoid (CPS)

The diagnosis is used for the functional test of the CP solenoid (CPS). The test consists of three checks.

The first check of the CPS is based on the active charcoal filter (ACF) amount. The "Canister Load diagnosis" is calculated permanently until the complete check CPS is finished.

If amount is above threshold ok is detected.

If amount is below threshold, the next step will be performed.

During the next check, the CPS is evaluated based on manifold pressure change or engine speed change (respectively in case of high manifold pressure -) at idle speed. To this effect, the CPS is opened for a short time and the engine speed monitored for a certain period. Additionally the deviation of lambda-controller (rich mixture) is monitored.

After this check has been enabled for the first time, it is requested during each idle speed phase as long as the conditions are met. This is repeated as long as a result has been reached. This check is not bound to one idle speed phase, but can be distributed to several idle speed phases.

If the CPS is detected to be not ok three times, the error is set.

If no error is detected then a third check will be performed (only in case of high manifold pressure)

The principle of the third CPS check is based on the measured mass air flow before and during a CPS opening phase.

If there is no change in mass air flow, then the error is set.

Secondary Air System Monitoring

A secondary air system is not built in.

P0171/P0174, P0172/P0175

The ECM monitors the fuel system control continuously during all engine states except deceleration fuel cut-off. After the enable conditions are met a counter is started. At this point the ECM evaluates the total percentage of short and long term fuel control. If no condition is present the end diagnostic counter will decrement from a calibratible value to zero and a passing decision is made.

If a lean condition is present and total fuel control is above the calibratible threshold two timers are started. If the lean threshold counter exceeds the calibratible threshold before the reset timer has decrement from calibratible threshold to zero a lean error is set.

If a rich condition is present and total fuel control is below the calibratible threshold two timers are started. If the rich threshold counter exceeds the calibratible threshold before the reset timer has decremented from a calibratible threshold to zero a rich error is set.

The time counter is increased while "lambda controller + lambda adaptation" exceed minimum or maximum threshold.

The error is detected as soon as the time counter reaches its maximum value.

Scheme 40

Trim Control Plausibility Monitoring

P2096/P2098, P2097/P2099

The trim control plausibility monitoring detects a high deviation of the l-share of lambda trim control. If it exceeds given thresholds the following malfunction is detected

1. fuel trim above limit

If the above mentioned malfunction is detected, the corresponding fault code is stored.

FAULT CODE REFERENCE

Scheme 41

FLS electrical circuit continuity check

P2068, P2067, P0463, P0462

The signal of the fuel level sensor is monitored concerning the valid range. This range depends on the used fuel level sensor.

If the left or right fuel level sensor signal is above the upper threshold, a short circuit plus is detected. If the left or right fuel level sensor signal is below the lower threshold, an appropriate fault code for the left or right sensor is set.

FAULT CODE REFERENCE

Scheme 42

Scheme 43

FLS signal rationality check (plausibility error)

P0461

The engine management system has the capability to calculate (sum up) the fuel consumption. For the fuel level sensor plausibility check, this calculated consumption is compared with the decreasing of the fuel level signal. When the calculated value for fuel consumption reaches an appropriate and predetermined value (e.g. five gallons), the calculated fuel consumption is compared to the difference of the fuel level as indicated by the fuel level sensors (between starting calculation and current). In case of the difference is greater than the applicable threshold value, a fuel level sensor fault is detected and an appropriate fault code is set.

If a fault is present, the OBD II EVAP leak monitor will run using a substitute value of 85% total fuel tank volume.

The 85% substitute value will assure that in every case the required 0.020 inch leak is detected by the OBD II system.

FAULT CODE REFERENCE

Scheme 44

Upstream Oxygen Sensor - Short Circuit Monitoring

P0131/P0151, P0132/P0152

The oxygen sensor circuit monitoring detects the following malfunctions by evaluating the error information received from oxygen sensor microcontroller

1. short circuit of sensor signal to battery voltage
2. short circuit of sensor signal to ECM ground

If one of the above mentioned malfunctions is detected, the corresponding fault code is stored.

FAULT CODE REFERENCE

Upstream Oxygen Sensor - Open Circuit Monitoring

P112C/P112D, P2626/P2629, P2243/P2247

The oxygen sensor circuit monitoring detects the following malfunctions by evaluating the error information received from oxygen sensor monitoring functions

MALFUNCTIONS REFERENCE

If one of the above mentioned malfunctions is detected, the corresponding fault code is stored.

Upstream Oxygen Sensor - Signal Controller Monitoring

P3022/P3023, P3024/P3025

This function will detect an error during the initialization and/or operation of a WRAF sensor controller through SPI communication. Information communicated from the Basic Software (BSW) is used for initialization and communication between application software (ASW) and the controller. This is used to determine if the function is working properly.

After an ECU reset, the WRAF sensor controller is started and the diagnosis determines whether the initialization has been performed in the allowed time. If not successful, then a DTC will be stored. If this is successful, then the difference is checked between the present error counter and the stored value of this error counter at ECU reset, (switching from Key "OFF" to Key "ON") or at clearing error memory and after each function call, in case a difference between both counters was found. If there is a difference, another counter is incremented. If this counter is higher than a threshold, a SPI communication error is stored.

SPI COMMUNICATION ERROR REFERENCE

All of the above checks are performed internal to the ECU.

Upstream Oxygen Sensor - Signal Activity Check

P2414/2415

Upstream Oxygen Sensor - Swapped Sensors Check

P0040

Upstream Oxygen Sensor - Active Signal Check (Shift to lean / rich)

P2195/P2197, P2196/P2198

Upstream Oxygen Sensor - Signal Dynamic Monitoring (Slow Response)

P0133/P0153

The oxygen sensor signal dynamic monitoring detects greater deviations of the dynamic behavior of the sensor signal compared to the nominal behavior, controlled by the lambda controller.

The change of the dynamic behavior is caused by problems of the electrical connection (e.g. open circuit), extreme aging of the sensor or a low sensor temperature which slows down the sensor compared to the nominal behavior.

The monitoring is based on an amplitude criterion, i.e. the relation between the amplification of the oxygen sensor and the model is monitored and detects the following malfunction

Sensor signal too slow

If the above mentioned malfunction is detected, the corresponding fault code is stored.

FAULT CODE REFERENCE

Upstream Oxygen Sensor - Signal Monitoring During Fuel Cut-off

P2297/P2298

The oxygen sensor signal monitoring during fuel cut-off detects if the oxygen sensor signal is not plausible during fuel cut-off. A malfunction is detected if the oxygen sensor voltage is outside the "normal operating voltage range during DFCO" ( (Scheme 45)below).

If the oxygen sensor signal voltage is within the range "operating voltage during DFCO not plausible" ( (Scheme 45)below) the signal is not plausible. If the above mentioned malfunction is detected, the corresponding fault code is stored.

FAULT CODE REFERENCE

If the oxygen sensor signal voltage is above a threshold during fuel cut-off or below a threshold then the open circuit diagnostic function is triggered (see chapter ' UPSTREAM OXYGEN SENSOR - OPEN CIRCUIT MONITORING '). The fault processing continues in this function.

Scheme 45

Upstream Oxygen Sensor - Heater Monitoring

P0135/P0155, P165F/P166F

The diagnosis strategy is based on a statistical evaluation of the oxygen sensor ceramic temperature over a pre-defined number of monitoring cycles.

The oxygen sensor ceramic temperature shall be obtained indirectly via the measured internal resistance of the sensor.

If the sensor is not ready after a defined time (e.g. 30 sec after start) )* the sensor is set to forced readiness mode and the Upstream Oxygen Sensor Heater Monitoring is started.

Two cases can appear

1. sensor temperature is invalid (no measurement of sensor temperature possible because of an ECU internal (electrical) failure) P165F/P166F is stored
2. sensor temperature is below a threshold normal failure detection time

A low sensor temperature can be caused by a weak heater or a open circuit in the temperature measurement line (line UN). After a low sensor temperature has been detected, the open circuit diagnosis is triggered to check, if an open circuit in line UN is present. If there is an open circuit, then open circuit fault code (P2243/P2247) is stored (see chapter ' OXYGEN SENSOR MONITORING - OPEN CIRCUIT ' and picture below). If there is no open circuit present, then the heater fault code is stored (P0135/P0155). The lambda controller is limited, but does not go open loop during this procedure.

)* For exact values please have a look at the summary table!

Scheme 46

Upstream Oxygen Sensor - Heater Circuit Monitoring

P0031/P0051, P0032/P0052, P0030/P0050

The oxygen sensor heater circuit monitoring detects the following malfunctions by evaluating the error information received from the power stage

1. Heater O2 sensor front short circuit to battery voltage
2. Heater O2 sensor front short circuit to ground
3. Heater O2 sensor front open circuit

If one of the above mentioned malfunctions is detected, the corresponding fault code is stored.

FAULT CODE REFERENCE

Downstream Oxygen Sensor - Circuit Monitoring

P0137/P157, P0138/P158, P0140/P0160

The oxygen sensor electrical monitor detects the following malfunctions

1. O2 Sensor rear signal short circuit to battery voltage
2. O2 Sensor rear signal short circuit to ground
3. O2 Sensor rear signal open circuit

If one of the above mentioned malfunctions is detected, the corresponding fault code is stored.

FAULT CODE REFERENCE

Downstream Oxygen Sensor - Signal Dynamic Check During Fuel Cut-off (DFCO)

P0139/P0159

Sensor signal dynamic monitoring is performed at fuel cut-off during coasting conditions. To enable the diagnosis the voltage of the 02 sensor rear has to be above a threshold before entering DFCO.

After entering DFCO the signal falls from fuel trim correction set-point (e.g. 0.68 V) to a voltage near 0 mV. A malfunction is detected, if the sensor signal is not below a threshold after a short time on DFCO. This short time is needed to guarantee a completely purged exhaust pipe.

If this malfunction is detected, the corresponding fault code is stored.

FAULT CODE REFERENCE

Downstream Oxygen Sensor - Dynamic / Transition Time in Sensor Midpoint Range Monitoring

P1130/P1131

This function monitors the transition time in sensor midpoint range of the downstream sensor voltage. When a fuel cut-off phase starts, the following steps will be executed

1. sensor voltage must be above a threshold (signal must be rich enough, to measure the transition time)

Remark: Usually the signal starts at fuel trim control set-point (e.g.0.68 V)

1. sensor voltage value is stored (= "start-value")
2. transition time measurement is started, when the signal is at 70% of start value

Remark: The measurement start and stop- value are relative to the start value, to measure always the transition time around the sensor midpoint range

1. transition time measurement is finished, when the signal is at 38% of start value
2. measured transition time is corrected over mass air flow

The transition time is represented by a cycle counter. This transition time is measured over a defined number of fuel cut-off phases. The minimum value after the defined number of fuel cut- off phases is compared with a failure threshold.

If this value is above a threshold, a malfunction is detected and the corresponding fault code is stored.

FAULT CODE REFERENCE

Scheme 47

Downstream Oxygen Sensor - Signal activity check

P114A/P114C, P114B/P114D

The diagnosis monitors the downstream sensor voltage during active fuel trim controller p- share. If the fuel trim control is active, the downstream sensor voltage has to be in range between a maximum and minimum threshold. If all monitoring conditions are fulfilled a mass air flow integral is incremented (MAF_1, see picture below). After reaching its threshold the integral is reset and incremented again as long as the conditions are fulfilled.

If the voltage is outside the mentioned band of maximum and minimum threshold)*, a second mass air flow integral is incremented simultaneously (MAF_2, see picture below). If this integral is over a threshold before the first integral reaches its limit, a malfunction is detected.

This fault will be stored too, if the downstream sensor voltage does not switch to rich before the integral reaches a threshold after a fuel cut-off phase

If one of the above mentioned malfunctions is detected, the corresponding fault code is stored. Referring to this failure entry the "Downstream Active Test" is triggered to decide the root cause of the downstream sensor behavior (see chapter " DOWNSTREAM OXYGEN SENSOR - SIGNAL CHECK ").

FAULT CODE REFERENCE

)* For exact values of thresholds etc. please have a look at the summary table!

Downstream Oxygen Sensor - Signal Check (Stuck lean/rich, Swap)

P2270/P2272, P2271/P2273, P0041

Downstream Active Test

This monitor is an enhancement of the Downstream Oxygen Sensor - Signal activity check and the Trim Control Plausibility Monitoring. Its purpose is to determine, why the rear sensor signal is not plausible.

The monitor will only be enabled, if a fuel correction fault was detected and a malfunction code is stored (P2096 - P2097 - P2098 - P2099)

OR

if the rear sensor signal activity check has detected, that the rear sensor signal is very rich or very lean and the corresponding malfunction fault code is stored (P114A - P114B - P114C - P114C)

If one of the listed fault codes is stored, this diagnosis will be enabled to determine if the root cause of the malfunction is due to a stuck signal or characteristic line shift of the upstream O2 sensor or due to a stuck signal or a system malfunction (i.e. vacuum leak, injector, etc.) of the downstream O2 sensor.

If it has been determined that the upstream O2 signal was the root cause of the fuel correction fault, the appropriate DTC will be stored along with the fuel correction or with the downstream sensor signal activity DTC (see chapter ' UPSTREAM OXYGEN SENSOR - ACTIVE SIGNAL CHECK (SHIFT TO LEAN / RICH) ').

If it has been determined that the downstream sensor signal was the root cause of the fuel correction fault, the appropriate DTC (see table below) will be stored along with the fuel correction or with the downstream sensor signal activity DTC.

This function will also detect, if the oxygen sensor wire harness has been cross connected, i.e., Bank 1 with Bank 2. When this failure is present, the downstream sensor voltages of bank 1 and 2 are on opposite limits.

If one of the above mentioned malfunctions is detected, the corresponding fault code is stored.

FAULT CODE REFERENCE

Downstream Oxygen Sensor - Heater Plausibility Monitoring

P0141/P0161

For proper function of the oxygen sensor, the sensor element must be heated.

A non functioning heater delays the sensor readiness for closed loop control and thus influences emissions.

The monitoring strategy is based on the comparison of the O2 sensor resistance to a threshold in conditions where the exhaust temperature is low enough to cause an increase of internal resistance in cases where the heating power is insufficient.

The cooling energy of the exhaust gas is calculated and compared to a calibrated threshold, and the diagnosis is activated if the cumulated cooling energy is equal or exceeds the threshold.

Then the 02 sensor resistance is compared to a threshold. If the resistance is higher than the threshold, an 02 sensor heater malfunction is detected and the corresponding fault code is stored.

Corresponding fault code

FAULT CODE REFERENCE

Downstream Oxygen Sensor - Heater Circuit Monitoring

P0036/P0056, P0037/P0057, P0038/P0058

The purpose of this monitor is to detect errors within the O2 Sensor Heater Circuit. The signal for the 02 sensor heater is pulse-width modulated. The signal of the power stage is monitored internally by the integrated circuit (IC). This IC can distinguish between three symptoms

1. Heater O2 sensor rear short circuit to battery voltage
2. Heater O2 sensor rear short circuit to ground
3. Heater O2 sensor rear open circuit

If one of the above mentioned symptoms is present, a malfunction is detected and the corresponding fault code is stored.

FAULT CODE REFERENCE

Closed Loop Lambda Control - enable conditions

Closed loop lambda control is enabled (with a delay) at the start of a driving cycle and can be temporary or permanently deactivated during the driving cycle. The turn-on delay at the start of a driving cycle is described by the following enable conditions

1. the upstream oxygen sensor operability is detected i.e. the upstream HO2'S operating temperature has been reached
2. a calibrated delay time, after end of engine start, has elapsed

Closed loop lambda operation is disabled during the driving cycle, if the following operating condition, which permits only mixture enrichment by the lambda controller, is fulfilled

1. when catalyst overheating prevention is active

Only for linear Lambda Sensor disable conditions

1. the A/F ratio set-point value lies below oxygen sensor's measurable limit

Closed loop lambda operation is further deactivated during a driving cycle when any of the following conditions are fulfilled

1. during fuel cut-off or cylinder shut-off and immediately afterwards till a calibrated integrated mass air flow threshold is exceeded
2. the mass air flow is below a calibrated threshold that leads to the minimum possible injection time

Exhaust Gas Recirculation (EGR) System Monitoring

An Exhaust Gas Recirculation (EGR) System is not built-in

Thermostat - plausibility check

P0128

Input parameters for monitoring

1. measured ECT

1. Measured ECT
2. Calculated (modeled) ECT
3. ECT at engine start

1. Measured ECT at engine start
2. Intake temperature at engine start
3. Time engine was stopped

Only for Z4 models with Siemens ECU MSV70: Engine Coolant Temperature 2 (ECT_2) Plausibility Check

P2183, P3196

1. ECT
2. ECT_2
3. engine speed
4. IAT
5. actuation pulse-width modulation of thermostat
6. vehicle speed

1. measured ECT_2

Engine off timer monitoring

P1515

1. ECT at engine stop
2. ECT
3. relative time counter via CAN

Cold Start Emission Reduction Strategy Monitoring

All parameters, that are relevant during the cat heating phase, are monitored by standard monitoring functions

e.g. MSV80-N51/N52

STANDARD MONITORING FUNCTIONS - CAT HEATING

Illustration Standard monitoring functions during Cat Heating - Overview

To fulfill the legal requirements, the monitoring of the idle speed is now extended to the cold start phase. In case of an error, the specific DTC's

1. P1561 Cold Start Idle Air Control System RPM lower than expected
2. P1562 Cold Start Idle Air Control System RPM higher than expected

are set. Look at illustration Idle speed control

During cat heating, it is essential to make sure, that enough thermal energy is applied to the catalyst to heat it up as quick as possible.

Therefore it is target to limit the ignition timing to the earliest possible value during the cat heating phase.

If there would be a demand for more torque and therefore for an advanced ignition timing beyond the limits, the engine would be allowed to stall instead of fulfilling the demand.

The torque limits are calibrated the way that the emissions stay below 1.5 times of the limits.

Scheme 48

Illustration Control of air mass torque during cat heating

Known System

During normal driving, the ignition timing desired torque corresponds to the air mass desired torque, which determines the ignition timing. During the cat heating phase, the cat heating torque is added to the air mass desired torque, resulting in a higher reference air mass torque.

The efficiency, desired torque divided by the reference torque, determines the ignition timing.

New System (BMW-development)

The earliest possible ignition timing is determined by the limitation of the torque reserve to a minimum value during the cat heating phase. For this, the required minimum cat heating torque is subtracted from the reference air mass torque. The thus reduced efficiency leads to a safe ignition retard and limits the ignition timing during the cat heating measures.

Limitation of ignition timing to the earliest possible ignition timing during the cat heating phase by limitation of torque reserve to the minimum required torque reserve.

Scheme 49

Illustration Diagram torque characteristic line and ignition timing

The maximum ignition timing after cold start with new BMW method

Scheme 50

Illustration Measuring Data

Air Conditioning (A/C) System Component Monitoring

This diagnose system is not built in

Variable Camshaft Timing (Vanos) (detection of mechanical IVVT error)

P0012/P0015

The BMW-Vanos is a combined hydraulic and mechanical camshaft control unit, managed by the ECU. The double Vanos allows the engine to control valve-timing continuously for both intake and exhaust camshafts. The electronically control of the Vanos positions is dependant on engine speed, load and temperature.

The diagnosis is monitoring the correct mechanical function of the variable camshaft timing. The diagnosis carries out a continuous rationality check of the Vanos function. If a malfunction is detected, an error bit will be set and sent to the Error management module. This module produces the final information for setting the corresponding DTC.

The diagnostic strategy for inlet and exhaust camshaft is identical.

Camshaft position sensor (CMP)

P0340/0365/1300/130A/0344/1554/1553/0016/0017

The detection of each camshaft position is done by an active hall sensor and a cam wheel, "3 asymmetric teeth". The camshaft sensor delivers 3 high and 3 low phases of different length per 720°CRK. The high or low pegel of the signal at the reference gap of the crankshaft signal determines the position of the engine within the combustion cycle. With that information, a engine position is calculated from the crankshaft position sensor within a range from 0 to 720 °CRK.

The following malfunctions are detected

MALFUNCTIONS REFERENCE

Camshaft Crankshaft synchronization

P0341, P0369

The diagnosis is performed at every edge of the selected camshaft signal and at the reference gap of the CKP sensor signal. The distance (in crankshaft degrees) between events is compared to the stored camshaft signal pattern. For each signal edge the distance must fit to the designed position in the pattern plus / minus a tolerance. The tolerance is expanded by the range of the variable valve timing, when the camshaft is not in lock position.

The following malfunctions are detected

MALFUNCTIONS REFERENCE

Crankshaft position sensor (CRK)

P0335/0370/0373

The detection of crankshaft position is done by an active hall sensor and a crank wheel, "e.g. 60 minus 2 teeth". A reference gap, "e.g. of two teeth" allows the detection of the top dead center of cylinder 0. The crankshaft sensor delivers a certain number of high and low phases per 360°CRK. The transition from high to low is a falling edge; from low to high is a rising edge. Only the falling edges are counted. The difference between two falling edges is 6° CRK.

The following malfunctions are detected

MALFUNCTIONS REFERENCE

A teeth counter is incremented at every falling edge of the CRK sensor signal. If plus or minus two teeth are detected during the last 360° CRK at the reference gap, the tooth number debounce counter will be incremented. If the counter exceeds a limit, a CRK tooth error is delivered to the error management.

If more then two teeth plus or minus are detected the CRK looses synchronization and a CRK sync debounce counter will be incremented. If the counter exceeds a limit, a CRK sync error is delivered to the error management.

The detection of a tooth period error is done by an acceptance window. The expected tooth period is multiplied and divided with an engine speed dependency factor. The result is a bottom and a top limit of tooth period, in which the transition from high to low of the electrical signal has to occur. If a tooth period is not valid, the tooth period error debounce counter will be incremented. If the counter exceeds a limit, a CRK tooth per error is delivered to the error management.

Detection of implausible crankshaft signal is based on the detection of CAM signals without receiving correct CRK signal. If 12 or more CAM edges are detected (eg. 2 working cycles), without valid synchronization of the crankshaft, then CRK plaus error is detected and delivered to the error management. If no CRK signal at all is received, the symptom is "missing signal", else the symptom is "implausible signal".

Strategy

Principle

Sensors that can affect emissions or are used to monitor other component / system are monitored for circuit continuity and short to battery voltage and / or to ground using high and low voltage signal limit.

Actuators that can affect emissions or are used to monitor other component / system are monitored by power stage voltage check for valid signals.

For some of sensors or actuators, plausibility checks are included to ensure proper operation of the components.

Monitoring Strategy for sensors

Sensor signals out of a defined range are regarded as circuit malfunctions shorted to BATT, GND or Open circuit.

Monitoring Strategy for actuators

Invalid actuator output signals at power stage are regarded as circuit malfunctions shorted to BATT, GND or Open circuit.

Rationality Check

Components are checked for the integrity of their values. This is accomplished by the use of a model or other sensor inputs. If a component does not function as expected or the integrity is in question (values are not within a threshold) it is considered out of range / plausible.

Ambient Temperature Signal Plausibility Check

P0071

Intake Air Plausibility Check

P0111, P111E, P111F

1. ECT engine coolant temperature
2. TAM ambient temperature at start and continuously
3. IAT intake air temperature
4. Vehicle speed
5. Engine speed

Electronic Throttle Control (ETC) Motor Control Circuit

P1632, 1633, P1634, 1635, P1636, P1637, 1638, 1639, 1644, - 1675, 169A, 1694, P0121, P0221

ETC spring check (start routine)

P169A, P1694

This Diagnosis checks if the throttle spring is working correctly and if the throttle limp home position can be reached.

The diagnosis is performed at the beginning of every driving cycle at ignition "Key ON" position.

Electronic Throttle Control (ETC) Motor Control Performance

P1637, P1639

This diagnosis is able to detect a too slow or jammed actuator. The given pulse width modulation signal (MTCPWM) exceeds the position controller permissible maximum value for longer than designated (Max short or Max Long) time.

If either of the times is exceeded, the appropriate DTC will be stored.

Also if a maximum allowed difference between throttle actual value and set point value is exceeded, a DTC is stored.

Electronic Throttle Control (ETC) air supply rationality check

P1417

If P1639 active OR

P1637 active OR

P1636 active OR

P1632 active OR

P1633 active OR

P1694 active OR

P1644 active OR

P1634 active OR

P169A active OR

P1635 active OR

[(P0122 active OR P0123 active) AND (P0222 active OR P0223 active)]

the composite error P1417 will be stored.

Manifold Differential Pressure Sensor - Rationality check

P1104, P1105

Differential Pressure Sensor (MAP) - Electrical check

P1197, P1198

Differential Pressure Sensor (MAP_DIP) - Offset check

P1124

1. Modelled temperature of differential manifold pressure sensor
2. Raw signal of differential manifold pressure sensor

Air Mass Flow

P1415, P1424

Mass Air Flow Sensor

P116C, P116E

Monitoring function - DC motor overload temperature

P107B, P1078

The purpose is to estimate the bus conductor temperature of the VVL DC Motor to protect the component for overload.

Error Symptoms

ERROR SYMPTOMS

Monitoring function - power supply control motor

P1055, P1056

Power supply control motor is monitored through the VVL relay and checks over and under voltage conditions. If this occurs, the following DTC's will be stored

Error Symptoms

ERROR SYMPTOMS

Vehicle speed sensor - signal plausibility check

P0503

An vehicle speed signal plausibility error is detected if at calibratable engine speed-, mass air flow- and time thresholds the vehicle speed signal = 0.

Error symptom

ERROR SYMPTOMS

Vehicle speed sensor - signal check

P0500

A vehicle speed signal error is set if neither a vehicle speed signal is available from ECU-PIN nor a signal is received from CAN (11H / 12H).

Error symptom

ERROR SYMPTOMS

CAN Communication

U112B, 1101, 110F, U112A, U110E, U1110

Pedal Position Sensor

P2120, P164C, P1625

Ambient Pressure Sensor - Electrical check

P2228, 2229

Ambient Pressure Sensor - Rationality Check

P321E, P321F

Listing of all ECM Input and Output Signals

ECM INPUT AND OUTPUT SIGNALS LIST

Only for Z4, MSV70

ECM INPUT AND OUTPUT SIGNALS - ONLY FOR Z4, MSV70

ECM INPUT AND OUTPUT SIGNALS

ECM INPUT AND OUTPUT SIGNALS

ECM INPUT AND OUTPUT SIGNALS

ECM INPUT AND OUTPUT SIGNALS

ECM INPUT AND OUTPUT SIGNALS

ECM INPUT AND OUTPUT SIGNALS

Calculated load and fuel trim determination

The calculated engine load "LOAD_CLC [%]" is based on the calculated mass air flow) Speed Density-System - The Air Mass Flow for a suction stroke is a function of the intake system manifold pressure and the air temperature

Strategy

A 2-dimensional map is used to interpolate the calculated engine load "LOAD_CLC [%]" depending on calculated mass air flow and engine speed. A weighting factor is applied to compensate the altitude influence.

The calculation is performed as follows

LOAD_CLC [%] = LOAD_CLC_RAW f (calculated mass air flow, engine speed) x (1013hPa / ambient pressure) x 100%

with

CALCULATED LOAD DESCRIPTION