Software Documentation EDC7UC31-CRS P - 340.9.1: P - 340 Ds-Cv/Eet Y445 S00 746-V91 Confidential - 1

P_340 Y445 S00 746-V91 Confidential -1-
DS-CV/EET
Software Documentation EDC7UC31-CRS

P_340.9.1
© Robert Bosch GmbH reserves all rights even in the event of industrial property rights. We reserve all rights of disposal such as copying and passing on to third parties.
DS-CV/EET
This document contains confidential information. Disclosure is prohibited without the written consent of ROBERT BOSCH GMBH.
21.12.2005 intro_cover.fm
intro_cover.fm 21.12.2005
DS-CV/EET
P_340
Y445 S00 746-V91 Confidential
-2-
DS-CV/EET Table of contents
Table of contents
Chapter 1 General....................................................................................................... 16
1.1 Preface ............................................................................................................................ 16
1.2 Overview ......................................................................................................................... 16
1.3 Structure of the documentation ................................................................................... 16
1.4 Naming conventions for application labels................................................................. 17
1.5 Abbreviations used........................................................................................................ 21
1.6 Description of the software switches .......................................................................... 30
1.6.1 General ...................................................................................................................... 30
1.6.2 Structure of software switches ............................................................................... 30
1.6.3 Switch types ............................................................................................................. 30
1.6.4 Switch tables ............................................................................................................ 31
1.7 Symbols used................................................................................................................. 32
1.7.1 Commentary to the figures...................................................................................... 32
1.7.1.1 Block diagrams ...................................................................................................................... 33

1.7.1.2 Function diagrams................................................................................................................. 33
1.7.1.3 State diagrams ....................................................................................................................... 34
Chapter 2 Dataflow-orientated functional description (Intro_Functions).............. 35

2.1 Basic principle of vehicle control in EDC16................................................................ 35
2.1.1 Vehicle propulsion ................................................................................................... 35
2.1.2 Accessories .............................................................................................................. 35
2.1.3 Power management ................................................................................................. 36
2.1.4 Drive train.................................................................................................................. 36
2.1.5 Engine control .......................................................................................................... 36
2.2 Lead path ........................................................................................................................ 36
2.3 Torque interval determination ...................................................................................... 37
2.4 engine-speed interface.................................................................................................. 37
2.5 Limitations...................................................................................................................... 37
2.5.1 Torque path limitations............................................................................................ 37
2.5.2 Application of the limitations .................................................................................. 38
2.5.2.1 General notes......................................................................................................................... 38
2.5.3 Limitations due to system errors............................................................................ 38
2.5.4 Application of limitations due to system errors.................................................... 39
2.6 Functional overview of setpoint default ...................................................................... 39
2.7 Torque / quantity setpoint value formation (md_struct_overview)........................... 40
2.8 Quantity energizing time structure .............................................................................. 41
2.9 Active surge damper - structure................................................................................... 42
2.10 Input variables for the air system - structure.............................................................. 43
2.11 Exhaust-gas recirculation control - structure ............................................................. 44
2.12 Cooling system - structure ........................................................................................... 45
2.13 Starting system - structure ........................................................................................... 46
Chapter 3 Vehicle (Veh).............................................................................................. 47
3.1 Coordinator vehicle (CoVeh) ........................................................................................ 48
Vehicle accessory management (CoVeh_AcsMng) ................................................................ 49
Drive train order (CoVeh_DrvTrnOrd)...................................................................................... 51
Torque and Speed External Access Control (CoVeh_TSEACoIv) ......................................... 53
Performance Limiter (CoVeh_Prflm)........................................................................................ 67
3.2 Vehicle motion (VehMot) ............................................................................................... 78
3.2.1 Vehicle motion coordinator (CoVM) ....................................................................... 79
Demand coordination (CoVM_DemCord)................................................................................ 80
Propulsion stabilization (CoVM_StabDem).............................................................................. 84
3.2.2 Propulsion and brake (PrpBrk) ............................................................................... 88
Longitudinal motion coordination (PrpBrk_xMoveCord) .......................................................... 89
3.2.2.1 Propulsion (Prp)..................................................................................................................... 91
Demand selection (Prp_DemSel) ............................................................................................ 92
Virtual accelerator pedal position (Prp_VirtAPP) ..................................................................... 95
3.2.2.1.1 Accelerator pedal (AccPed) .................................................................................................. 98
Accelerator pedal check (AccPed_APCheck).......................................................................... 99
Driveability Engine Speed Setpoint Calculation (AccPed_DrvCalcSetpoint)......................... 103
Driveability Engine Speed Governor (AccPed_DrvNGov) ..................................................... 105
Driver command detection (AccPed_DrvDem)...................................................................... 111
Propulsion Torque Step Limitation ( AccPed_PrpTrqStpLim).............................................. 120
3.2.2.1.1.1 Accelerator pedal sensor (APPCD_Co)................................................................................. 122
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Table of contents DS-CV/EET
3.2.2.1.2 Cruise control (CrCtl) .......................................................................................................... 140

Selecting the cruise control mode (CrCtl_Mode) ................................................................... 141
Cruise control shut-off conditions (CrCtl_ShOff).................................................................... 151
Cruise control (CrCtl_State)................................................................................................... 159
3.2.2.1.3 Propulsion control (PrpCtl)................................................................................................. 177
Maximum speed limitation (PrpCtl_MaxSpdLim) ................................................................... 178
3.2.2.1.3.1 Propulsion control component driver (PrpCCD)..................................................................... 187
Switch for the second maximum speed limitation (PrpCCD_2ndSpdLimSwt) ....................... 188
Button for the adjustable maximum speed limitation (PrpCCD_AdjSpdLimBtn).................... 189
3.2.2.2 ACC torque demand (ACC_Dem) ....................................................................................... 191
3.2.2.3 Brake (Brk)............................................................................................................................ 192
3.2.2.3.1 Brake signal (BrkCD_Co) .................................................................................................... 193
Hand brake signal (BrkCD_ParkBrk) ..................................................................................... 197
3.2.3 Steering (Strg) ........................................................................................................ 198
3.2.3.1 Power steering pump (SrvPmp) ......................................................................................... 199
Determining the torque requirement of the servo pump (SrvPmp_DetSrvPmpPwr).............. 200
3.3 Drive train (DrvTrn) ...................................................................................................... 201
Drive train ratio calculation (DrvTrn_CalcRTransDT) ............................................................ 202
3.3.1 Drive train coordinator (CoDT).............................................................................. 203
Drive train coordination (CoDT_DrvTrnCord) ........................................................................ 204
Grip detection in the drive train (CoDT_CheckGrip) .............................................................. 209
Drive torque calculation (CoDT_PrpTrqCurrCalc) ................................................................. 211
Provision of torque interval (CoDT_PrpTrqRngCalc)............................................................. 212
3.3.2 Torque converter (Conv) ....................................................................................... 215
Converter amplification (Conv_grip) ...................................................................................... 216
3.3.2.1 Acquisition of the clutch signal (ConvCD_Co) ................................................................. 217
3.3.3 Gearbox (Gearbx) ................................................................................................... 221
Gear detection (Gearbx_Geardet) ......................................................................................... 222
Gearbox limitations (Gearbx_TrqLim).................................................................................... 226
Gearbox torque loss (Gearbx_TrqFrc)................................................................................... 231
Gearbox intervention to torque (Gearbx_TrqIntv) .................................................................. 232
Gearbox intervention monitoring (Gearbx_intvPlausChk)...................................................... 237
Gearbox information (Gearbx_Data)...................................................................................... 240
Starter release (Gearbx_StrtMotRls) ..................................................................................... 241
Intermediate gas detection (Gearbx_DClu) ........................................................................... 242
3.3.3.1 Determination of the P/N position (GearCD_PN) .............................................................. 244
Gear Neutral Signal (GearCD_N) ......................................................................................... 246
3.3.4 Engine (Eng) ........................................................................................................... 248
3.4 Body and interior (BdInt)............................................................................................. 249
3.4.1 Air conditioning (AC) ............................................................................................. 250
3.4.1.1 AC compressor control logic (ACCtl) ................................................................................ 251
A/C compressor state control (ACCtl_Logic) ......................................................................... 252
A/C compressor shut-off conditions (ACCtl_ShutOff) ............................................................ 255
3.4.1.1.1 Air-conditioning compressor compensation (ACTrqC) ................................................... 258
A/C compressor precontrol and torque correction (ACTrqC_ACTrqCorr) ............................. 259
3.4.1.2 Interface to A/C compressor (ACCD) ................................................................................. 261
Air conditioning main switch (ACCD_MNSwt) .......................................................................262
Air conditioning compressor control (ACCD_Cmpr) .............................................................. 264
3.4.1.3 Add-on heater (AOHt) .......................................................................................................... 267
Add-on heater logic (AOHt_Logic) ......................................................................................... 268
3.4.2 Display (Dspl) ......................................................................................................... 269
3.4.2.1 Display co-ordinator (CoDspl) ............................................................................................ 270
Diagnostic blink code output over the error lamp (CoDspl_ErrLmpBlkDia) ........................... 271
Error Lamp Co-ordinator (CoDspl_CoErLp)........................................................................... 274
OBD monitoring shut off (CoDspl_OBDMonCond) ................................................................ 276
3.4.2.2 Cold Start Lamp (CSLpCD_Co) .......................................................................................... 279
3.4.2.3 Error lamps component driver (ErLpCD)........................................................................... 283
3.4.2.4 Adjustable Speed Limit Lamp Component Driver (ASLLCD) ......................................... 290
Adjustable Speed Limit Lamp (ASLLCD) ............................................................................... 291
3.4.2.5 Particulate Filter Lamp (PFLpCD)....................................................................................... 295
3.4.2.6 Coolant Temperature Lamp (CTLpCD) ............................................................................. 298
3.4.2.7 Oil Pressure Lamp (OPLpCD) ............................................................................................ 302
3.4.3 Passenger protection (PrsPrt) .............................................................................. 306
3.4.3.1 Airbag and roll bar (AirbCD) ............................................................................................... 307
Airbag and roll bar (AirbCD_Co) ............................................................................................ 308
3.4.4 Evaluating the multifunction control unit (MFLv) ............................................... 309
Evaluating the cruise control unit (MFLv_CrCtlMode) ........................................................... 310
3.4.4.1 Multifunction control unit (MFLvCD).................................................................................. 322
Evaluating multi function lever unit (MFLvCD_CrCtl)............................................................. 323
3.4.5 Switching panel (SwtPnl)....................................................................................... 327
Clearing the error memory (SwtPnl_FCMClr) ........................................................................ 328
3.4.5.1 Diagnostic request button (DReqCD) ................................................................................ 330
Diagnostic request button (DReqCD_Co).............................................................................. 331
3.4.5.2 Multi-value selection switch (MSSCD) ............................................................................... 332
Multi-value selection switch (MSSCD_Co) ............................................................................ 333
3.4.5.3 Interface to Engine Brake Switch (EBSwCD) ................................................................... 336
Engine Brake Switch (EBSwCD) ........................................................................................... 337
Engine Brake Pre-Selection Switch ( Low Idle and Service Brake ) (EBSwCD_PreSel)....... 338
Engine Brake Pre-Selection Mode Logic (EBSwCD_PlausChk) .......................................... 340
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3.4.5.4 Interface to Engine Compartment Start/Stop Buttons (ECBtCD)................................... 343

Engine compartment Buttons(Start & Stop) (ECBtCD).......................................................... 344
3.4.5.5 Cabin Tilt Switch (CTSwCD) .............................................................................................. 347
3.5 Electrical supply system (ESS) .................................................................................. 349
Idle speed increase for low battery (ESS_GetNMin) ............................................................. 350
3.5.1 Ignition lock (IgnLck) ............................................................................................. 352
Ignition lock (IgnLck_Co) ....................................................................................................... 353
3.5.1.1 Terminal 15 (T15CD_Co) ..................................................................................................... 354
3.5.1.2 Terminal 50 (T50CD)............................................................................................................ 355
3.5.1.3 Immobilizer (ImmCtl) ........................................................................................................... 357
Immobilizer (ImmCtl).............................................................................................................. 358
CAN communication with the immobilizer (ImmCtl_CanCom) .............................................. 363
PIN code entry for immobilizer (ImmCtl_PinEntry) ................................................................ 372
Immobilizer KWP2000 functionality (ImmCtl_K2Ctl).............................................................. 376
3.5.2 Battery (Batt)........................................................................................................... 379
Battery voltage correction (Batt_CorFac) .............................................................................. 380
3.5.2.1 Battery voltage acquisition (BattCD_Co) .......................................................................... 381
3.5.3 Alternator (Alt) ........................................................................................................ 383
Determination of alternator torque requirement (Alt_DetAltPwr) ........................................... 384
3.5.4 Monitoring of Sensor Supply Voltage (SSpMon) ................................................ 385

Monitoring of supply voltage (SSpMon_Co) .......................................................................... 386
3.6 Vehicle data (VehDa) ................................................................................................... 389
Mark demands (VehDa_MarkDem) ....................................................................................... 390
Real Time Processing (VehDa_RealTi)................................................................................. 393
Determination of the ECU-ON operating time (VehDa_tiECUOn)......................................... 394
Determination of the engine-ON operating time (VehDa_tiEngOnCalc)................................ 395
Determination of distance covered (VehDa_lSumCalc) ........................................................ 396
Vehicle speed to engine speed ratio (VehDa_rVnCalc) ........................................................ 398
Storage of operating data - Trip recorder (VehDa_TripRcrd) ................................................ 400
Total Engine Revolutions (VehDa_nEngRev)....................................................................... 407
Calculating the total fuel consumption (VehDa_volFlConsumTot) ........................................ 408
3.6.1 Vehicle speed acquisition (VSSCD)...................................................................... 409
Vehicle speed (VSSCD_Co).................................................................................................. 410
3.7 Driving condition variables (TrDa) ............................................................................. 417
3.8 Environment data (EnvDa) .......................................................................................... 418
3.8.1 Atmospheric pressure (APSCD_Co) .................................................................... 419
3.8.2 Environmental temperature (EATSCD_Co).......................................................... 423
Chapter 4 Engine (Eng) ............................................................................................ 425

Engine temperature (Eng_tEngCalc)..................................................................................... 426
Engine curve (Eng_TrqSpdCrv)............................................................................................. 430
Engine Configuration (Eng_Cfg)............................................................................................ 431
4.1 Coordinator engine (CoEng) ....................................................................................... 440
Engine state (CoEng_stEngCalc) .......................................................................................... 442
Afterrun control (CoEng_AftRun)........................................................................................... 444
Afterrun delay due to external events (CoEng_AftRunExtWait) ............................................ 448
Shut-off control in after-run (CoEng_ShOff) .......................................................................... 450
shut-off coordinator (CoEng_Mon) ........................................................................................ 454
Customer-specific shut-off requests to the shut-off coordinator (CoEng_MonAddReq)........ 460
Engine torque calculation (CoEng_TrqCalc) ......................................................................... 461
Noise Control Torque Limitation (CoEng_TrqLimNsCtl)........................................................ 468
Limiting torque (CoEng_TrqLim)............................................................................................ 481
Rise limitation (CoEng_TrqSlpLimCalc) ................................................................................ 489
Minimum limiting torque (CoEng_stTrqLimCalc) ................................................................... 490
Power stage coordinator (CoEng_PwrStgStateCalc) ............................................................ 493
Actuator protection control (CoEng_ActrPrt) ......................................................................... 494
Calculating the fuel consumption (CoEng_FlConsum) .......................................................... 496
Engine test coordinator (CoEng_TstCo)................................................................................ 498
Overrun coordinator (CoEng_OvrRunCoord) ........................................................................ 499
Negative Torque Coordinator (NTC) (CoEng_NTCIv) ........................................................... 503
Check Engine Temperature (CoEng_ChkEngTempIv).......................................................... 508
Engine stop (CoEng_Stop).................................................................................................... 512
4.2 Main Relay (MRlyCD) .................................................................................................. 515
Main relay 2 (MRlyCD_Co).................................................................................................... 516
Main relay 3 (MRlyCD_Rly3) ................................................................................................. 521
Main relay 1 (MRlyCD_Rly1) ................................................................................................. 526
4.3 Engine speed interval governor (EISGov) ................................................................. 529
State control and parameter selection of the EISGov (EISGov_SelectParameter) ............... 530
Determination of the torque control limits for the EISGov controller core (F_EISGov.3.0.0 (Sel-
ectTrqLim)) ............................................................................................................................ 540
Controller core of the engine interval speed controller (F_EISGov.3.3.0 (Governor))........... 543
Torque loss estimation of the EISGov (EISGov_trqLossEst) ............................................... 552
External Intervention Setpoint Speed Calculation (EISGov_ExtIntvCalcSetpoint) ................ 553
External Intervention Parameter Set Selection (EISGov_ExtIntvSelParam) ........................ 557
4.4 Low idle governor (LIGov) .......................................................................................... 573
Idle speed adjustment (LIGov_Adj) ...................................................................................... 574
Low idle governing setpoint speed calculation (LIGov_CalcSetPoint)................................... 576
State determination of the low-Idle governor for the EISGov (LIGov_CalcState).................. 583
Parameter set selection of the low-Idle governor for the EISGov (LIGov_SelectParameter) 590
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4.5 High idle governor (HIGov) ......................................................................................... 608

High idle governing setpoint speed calculation (HIGov_SetPoint)......................................... 609
High idle governing setpoint speed from system degradation (HIGov_SysDgrt)................... 617
4.6 Variable engine speed governor (VESGov).............................................................. 619
State of the variable engine speed governor (VESGov_CalcState) ...................................... 620
Parameter selection for variable engine speed governing (VESGov_SelectParameter)....... 631
Variable engine speed setpoint through Start Button (VESGov_StrtBtnSP) ......................... 643
Calculating the setpoint of the variable engine speed governing (VESGov_SetPoint).......... 645
4.7 Active surge damper, reference filter (ASDrf_Overview)......................................... 661
ASD reference filter parameter set selection (ASDrf_SelectParameter) ............................... 664
Active surge damper, reference filter (ASDrf_Governor) .......................................................670
4.8 Active surge damper, ASD disturbance compensator (ASDdc_Overview)............ 677
Parameter set selection, ASD disturbance compensator (ASDdc_SelectParameter) ........... 679
Active surge damper, disturbance compensator (ASDdc_Governor) .................................... 684
4.9 Variable Negative Torque Producer (VNTP) (EngBrk_VNTPIv) ............................... 686
Engine Brake Test (EngBrk_Tst) ........................................................................................... 697
4.10 Smooth-running control (FBC) ................................................................................... 706
FBC (FBC_WheelLrn)............................................................................................................ 707
Smooth-running controller (FBC_equal) ................................................................................ 709
4.11 Injection control (InjCtl)............................................................................................... 714
Quantity coordination (InjCtl_qCo)......................................................................................... 715
Limiting quantity (InjCtl_qLim)................................................................................................ 718
4.11.1 Torque/quantity conversion (FMTC)..................................................................... 720
Determination of current conversion curve (FMTC_GenCur) ................................................ 721
Determination correction factor (FMTC_CalcCorr) ................................................................ 723
Quantity to torque conversion (FMTC_q2trq) ........................................................................ 724
Torque to quantity conversion (FMTC_trq2q) ........................................................................ 725
Conversion limiting quantity into torque (FMTC_q2trqLimSmk) ............................................ 728
4.11.2 Fuel management (FlMng)..................................................................................... 729
Smoke limitation quantity (FlMng_InjMassLim) ..................................................................... 730
Air mass coordinator for smoke limitation (FlMng_AirMsSel) ................................................ 735
Full-load control for smoke limitation (FlMng_FullLdRgl) .......................................................736
4.11.3 Fuel mean value adaptation - Fuel mass error calculation (FMA_CtlCalc)....... 740
4.11.4 Injection characteristic (InjCrv)............................................................................. 741
4.11.4.1 Injection co-ordinator (InjCrv_Co)...................................................................................... 743
Selecting the operating range of the PiI release in the injection co-ordinator
(InjCrv_CoPiIRlsOpRng)........................................................................................................ 751
Corrections for PiI release in the injection co-ordinator (InjCrv_CoPiIRlsCor)....................... 753
Customer specific corrections for PiI release in the injection co-ordinator
(InjCrv_CoPiIRlsAddCor) ....................................................................................................... 755
Post injection 2 release (InjCrv_PoI2Rls) .............................................................................. 756
Post injection 1 release (InjCrv_PoI1Rls) .............................................................................. 758
4.11.4.2 Pilot injection 3 (InjCrv_PiI3) .............................................................................................. 760
Calculating the correction values for pilot injection 3 (InjCrv_PiI3EnvCor) ............................ 764
Weighting factors for pilot injection 3 (InjCrv_PiI3EnvCorSlow) ............................................ 766
Calculating customer specific corrections for pilot injection 3 (InjCrv_PiI3AddCor)............... 768
Calculating customer specific corrections in medium time slice for pilot injection 3
(InjCrv_PiI3AddCorMedium) .................................................................................................. 769
Calculating the correction values for pilot injection 3 (InjCrv_PiI3AddCorSlow) .................... 771
Corrections for pilot injection 3 depending on fuel pressure deviation (InjCrv_PiI3FPDev)... 773
Pilot Injection 3 during Engine Start (InjCrv_PiI3Strt) ............................................................ 774
Function library for the PiI3 regeneration operation (InjCrv_PiI3RgnLib) .............................. 776
4.11.4.3 Pilot injection 2 (InjCrv_PiI2) .............................................................................................. 777
Basic value of angular component for pilot injection 2 start of energizing
(InjCrv_PiI2SOEPhiBas) ........................................................................................................ 782
Basic value of start of energizing time component for pilot injection 2 (InjCrv_PiI2SOETiBas)...
783
Calculating the correction value of pilot injection 2 (20ms) (InjCrv_PiI2EnvCor)................... 784
Calculating the correction values for pilot injection 2 (InjCrv_PiI2EnvCorSlow) .................... 786
Calculating customer specific corrections for pilot injection 2 (InjCrv_PiI2AddCor)............... 788
Calculating customer specific corrections in medium time slice for pilot injection 2
(InjCrv_PiI2AddCorMedium) .................................................................................................. 789
Calculating the correction values for pilot injection 2 (InjCrv_PiI2AddCorSlow) .................... 790
Corrections for pilot injection 2 depending on fuel pressure deviation (InjCrv_PiI2FPDev)... 792
Function library for the PiI2 regeneration operation (InjCrv_PiI2RgnLib) .............................. 795
Regeneration values for pilot injection 2 (InjCrv_PiI2Rgn) .................................................... 796
Correction value for pilot injection 2 in the regeneration operation (InjCrv_PiI2EnvCorRgn) 797
Weighting factors for PiI2 in the regeneration operation (InjCrv_PiI2EnvCorSlowRgn) ........798
Customer specific corrections of PiI2 in the regeneration operation (InjCrv_PiI2AddCorRgn)....
799
4.11.4.4 Pilot injection 1 (InjCrv_PiI) ................................................................................................ 800
Basic value of angular component for pilot injection 1 start of energizing
(InjCrv_PiI1SOEPhiBas) ........................................................................................................ 807
Basic value of start of energizing time component for pilot injection 1 (InjCrv_PiI1SOETiBas)...
808
Calculating the correction values for pilot injection 1 (InjCrv_PiIEnvCor) .............................. 809
Calculating the weighting factors for pilot injection 1 (InjCrv_PiIEnvCorSlow) ...................... 811
Calculating customer specific corrections for pilot injection 1 (InjCrv_PiIAddCor)................. 813
Calculating cust specific corrections in medium time slice for PiI1 (InjCrv_PiIAddCorMedium) ..
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814
Calculating the correction values for pilot injection 1 (InjCrv_PiIAddCorSlow)...................... 816
Corrections for pilot injection 1 depending on fuel pressure deviation (InjCrv_PiIFPDev) .... 818
Function library for the PiI1 regeneration operation (InjCrv_PiIRgnLib) ................................ 822
Regeneration values for pilot injection 1 (InjCrv_PiIRgn) ...................................................... 824
Correction value for the pilot injection in the regeneration operation (InjCrv_PiIEnvCorRgn)826
Weighting factors for the pilot injection in the regeneration operation
(InjCrv_PiIEnvCorSlowRgn) .................................................................................................. 829
Customer specific corrections of PiI1 in the regeneration operation (InjCrv_PiIAddCorRgn) 831
4.11.4.5 Main injection (InjCrv_MI) ................................................................................................... 832
Calculating the main injection correction value (InjCrv_MIEnvCor)....................................... 836
Calculating the weighting factors for the main injection (InjCrv_MIEnvCorSlow) .................. 838
Calculation of customer related corrections for main injection (InjCrv_MIAddCor) ............... 839
Calculation of customer specific corrections for main injection (InjCrv_MIAddCorMedium). 840
Calculating the correction values for main injection 1 (InjCrv_MI1AddCorSlow)................... 841
Corrections for main injection 1 depending on fuel pressure deviation (InjCrv_MI1FPDev) . 843
Input pressure calculation for CylOvrPres (InjCrv_MI1CylOvrPresInput) .............................. 844
Prevention from cylinder over pressure for main injection 1 (InjCrv_MI1CylOvrPres)........... 845
Transient correction for main injection 1 (InjCrv_MI1TransCor) ............................................ 847
Main Injection during Engine Start (InjCrv_MIStrt) ................................................................ 849
Function library for the MI regeneration operation (InjCrv_MIRgnLib)................................... 851
Regeneration values for the main injection (InjCrv_MIRgn) .................................................. 852

Correction value for the main injection in the regeneration operation (InjCrv_MIEnvCorRgn) ....
854
Calculating the weighting factors for the main injection in the regeneration operation
(InjCrv_MIEnvCorSlowRgn)................................................................................................... 856
Calculation of customer related corrections for main injection (InjCrv_MIAddCorRgn)......... 857
Calculation of customer specific corrections for main injection (InjCrv_MI1AddCorMediumRgn)
858
Calculating the correction values for main injection 1 (InjCrv_MI1AddCorSlowRgn) ............ 859
4.11.4.6 Post injection 2 (InjCrv_PoI2) ............................................................................................. 860
Basic value for the PoI2 start of energizing angular component (InjCrv_PoI2SOEPhiBas) .. 867
Basic value for the PoI2 start of energizing time component (InjCrv_PoI2SOETiBas).......... 868
Switching the PoI2 start of energizing to an angle absolute to the TDC (InjCrv_PoI2AgAbsTDC)
869
Calculation of correction values for post injection 2 (InjCrv_PoI2EnvCor) ............................ 870
Weighting factors for post injection 2 (InjCrv_PoI2EnvCorSlow)........................................... 872
Customer specific corrections for post injection 2 (InjCrv_PoI2AddCor) ............................... 873
Calculating the scaling factors for post injection 2 (InjCrv_PoI2AddCorSlow)....................... 875
Function library for the PoI2 regeneration operation (InjCrv_PoI2RgnLib)............................ 876
Regeneration values for post injection 2 (InjCrv_PoI2Rgn)................................................... 878
Enviromental corrections for PoI2 in the regeneration operation (InjCrv_PoI2EnvCorRgn).. 881
Customer specific corrections of PoI2 in the regeneration operation (InjCrv_PoI2AddCorRgn) .
882
4.11.4.7 Post injection 1 (InjCrv_PoI1) ............................................................................................. 883
Calculation of correction values for post injection 1 (InjCrv_PoI1EnvCor) ............................ 890
Calculating the weighting factors for post injection 1 (InjCrv_PoI1EnvCorSlow)................... 892
Customer related corrections for post injection 1 (InjCrv_PoI1AddCor) ................................ 893
Calculating the scaling factors for post injection 1 (InjCrv_PoI1AddCorSlow)....................... 894
Function library for the PoI1 regeneration operation (InjCrv_PoI1RgnLib)............................ 895
Regeneration values for post injection 1 (InjCrv_PoI1Rgn)................................................... 896
Customer specific corrections of PoI1 in the regeneration operation (InjCrv_PoI1AddCorRgn) .
899
4.11.4.8 Calculating the minimum time between 2 injections (InjCrv_SetTiPse)......................... 900
4.11.4.9 Control quantities (InjCrv_CtlQnt) ..................................................................................... 901
4.11.4.10 Minimum injection quantity (InjCrv_QntMinLib)............................................................... 903
4.11.4.11 Minimum injection quantity (InjCrv_PoI1SpltQntMinLib) ................................................ 904
4.11.4.12 Shut-off test (InjCrv_ShOffTst)........................................................................................... 905
4.12 Injection system (InjUn) .............................................................................................. 907
4.13 Air system (AirSys)...................................................................................................... 908
Actuator test coordinator air system (AirSys_coTstDem) ...................................................... 909
Power stage shut-off coordinator air system (AirSys_coCmpntActv) .................................... 910
Air System Plausibility Test (AirSys_PlausIv)........................................................................ 911
4.13.1 Exhaust-gas recirculation control (AirCtl) ........................................................... 915
Exhaust gas recirculation - setpoint formation (AirCtl_DesValCalcIv) ................................... 917
Exhaust gas recirculation control (AirCtl_CtlValCalc)........................................................... 924
Adaptive exhaust-gas recirculation controller (AirCtl_GvnrIv) ............................................... 926
Exhaust-gas recirculation control - monitoring and shut-off (AirCtl_MonIv)........................... 939
4.13.2 Pressure charger regulator (PCR) ........................................................................ 955
Pressure charger regulator - signal gradient calculations (PCR_GradIv).............................. 956
Pressure charger regulator - setpoint calculation (PCR_SetPntIv)........................................ 958
Demanded boost pressure setpoint calculation (PCR_P2SetPntIv)...................................... 961
Maximum exhaust pressure setpoint calculation (PCR_P3SetPntIv) .................................... 964
Maximum turbo speed setpoint calculation (PCR_TrbSetPntIv)............................................ 966
Maximum position setpoint calculation (PCR_MaxSetPntIv)................................................. 967
Static position setpoint calculation (PCR_StatSetPntIv)........................................................ 969
Pressure charger regulator - governors (PCR_GvnrIv) ......................................................... 971
Boost pressure governor (PCR_P2GvnrIv) ........................................................................... 974
Exhaust pressure steady governor (PCR_P3sGvnrIv) .......................................................... 979
Exhaust pressure transient governor (PCR_P3tGvnrIv)........................................................ 983
Turbine speed governor (PCR_TrbGvnrIv)............................................................................ 987
Pressure charger regulator - switching logic (PCR_SwtLogicIv) ........................................... 992
Pressure charger regulator - monitoring (PCR_MonIv) ......................................................... 997
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4.13.3 Intake duct (IndSys) ............................................................................................. 1004

Variable swirl control (IndSys_CalcSwirl) ............................................................................ 1005
Temperature induction system (IndSys_tAir)....................................................................... 1007
4.13.3.1 Hot-film air mass sensor (AFSCD) ................................................................................... 1008
Induction air temperature HFM (AFSCD_Co) ...................................................................... 1009
Hotfilm air mass sensor - monitoring (AFSCD_Mon)........................................................... 1010
Correction value calculation (AFSCD_CorValCalc) .............................................................1012
Drift compensation (AFSCD_DrftComp) .............................................................................. 1013
4.13.3.2 Air Heater (AirHt)................................................................................................................ 1014
Air Heater Control (AirHt_CtlIv)........................................................................................... 1015
Air Heater Test (AirHt_Test) ............................................................................................... 1022
4.13.3.2.1 Air heater Actuator (ArHtCD) ............................................................................................ 1031
Air Heater (ArHtCD_Co) ...................................................................................................... 1032
4.13.3.3 Boost pressure (BPSCD_Co)............................................................................................ 1036
4.13.3.4 Charge Air Cooling (CAClg).............................................................................................. 1041
4.13.3.4.1 Intercooler Bypass Valve (CABVlv).................................................................................. 1042
Intercooler Bypass CABVlv_CtlIv (CABVlv_CtlIv)................................................................ 1043
4.13.3.4.1.1 Intercooler Bypass Valve component driver (CABCD_Co).................................................. 1045
4.13.3.5 Induction air temperature (IATSCD)................................................................................. 1048
4.13.3.6 Induction air humidity (IAHSCD) ..................................................................................... 1052
4.13.3.7 Actuator coordinator throttle valve (ThrVlv) ................................................................... 1055
Coordinator for throttle valve (ThrVlv_Co) ........................................................................... 1056
4.13.3.7.1 Throttle valve actuator (TVACD_Co)................................................................................ 1057
4.13.3.8 Turbo charger protection (TrbCh_PrtLimIv).................................................................... 1061
4.13.4 Model of the air system (ASMod)........................................................................ 1065
Interface coordinator for ASMod (ASMod_Co) .................................................................... 1068
Volumetric efficiency (ASMod_VolEff) ................................................................................. 1070
Induction volume (ASMod_IndVol) ...................................................................................... 1075
Determination of cylinder charge (ASMod_DetCylCh)......................................................... 1077
Engine (ASMod_Eng) .......................................................................................................... 1080
Lambda sensor model (ASMod_LmbdSens) ....................................................................... 1084
Observer of the lambda signal (ASMod_Obsvr) .................................................................. 1085
4.13.5 Exhaust-gas system (EGSys).............................................................................. 1089
Function library for exhaust system (EGSys_Lib)................................................................ 1090
Model of exhaust-gas back-pressure (EGSys_MdlBackPres) ............................................. 1091
Interface coordinator EGSys (EGSys_tEGCo) .................................................................... 1094
Dew-point detection (EGSys_DewDet)................................................................................ 1101
Exhaust-gas temperature model (EGSys_tEGMod) ............................................................ 1106
Temperature model NOx adsorption catalyst (EGSys_tNSCMod) ...................................... 1108
Oxidation catalyst - temperature model (EGSys_tOxiCatMod)............................................ 1110
Start temperature calculation exhaust-gas system (EGSys_tStrtCalc)................................ 1114
Turbocharger exhaust-gas temperature model (EGSys_tTrbMod)...................................... 1117
Tube temperature model (EGSys_tTubeMod) .....................................................................1120
NOx Estimation (EGSys_NOXEstIv).................................................................................... 1126
4.13.5.1 Actuator coordinator of boost pressure actuator (BPA)................................................ 1132
Boost pressure actuator coordinator (BPA_CoIv)................................................................ 1133
4.13.5.1.1 Boost-pressure actuator (BPACD_Co) ............................................................................ 1138
4.13.5.2 Pressure calculation in the exhaust tube (EGPp_PresCalc) ......................................... 1144
4.13.5.2.1 Exhaust gas pressure (EGPpCD_pP3)............................................................................ 1147
4.13.5.3 Exhaust-gas treatment (EGT) ........................................................................................... 1152
Regeneration coordinator for exhaust-gas treatment (time-synchronous part)
(EGT_CoRgnTSync) ............................................................................................................1153
Regeneration coordinator for exhaust-gas treatment (EGT_CoRgn) .................................. 1158
Function library for exhaust-gas treatment (EGT_Lib)......................................................... 1160
Exhaust-gas temperature control (EGT_TempGvnr) ........................................................... 1167
Setpoint value formation of the exhaust-gas temperature control (EGT_TempGvnrDesVal) ......
1178
Monitoring of the exhaust-gas temperature controller (EGT_TempGvnrMonitor)................ 1180
Output interface of the exhaust-gas temperature control (EGT_TempGvnrOutVal)............ 1185
4.13.5.3.1 NSC regeneration coordinator (NSC_CoRgn)................................................................. 1189
4.13.5.3.2 Oxidation catalyst efficiency correction calculation (OxiCat_CalcEfyCor).................. 1190
4.13.5.3.2.1 Exhaust gas temperature before oxidation catalyst (OxiCCD_GetTempPre) ...................... 1197
4.13.5.3.3 Particle filter (PFlt) ............................................................................................................. 1200
Particle filter regeneration coordinator (PFlt_CoRgn) .......................................................... 1201
Function library for tester access (PFlt_CoDiaLib) .............................................................. 1227
Calculation of operating state for particle filter (PFlt_EngPOpCalc) .................................... 1229
Calculation of exhaust-gas volume flow and oxygen (PFlt_ExhGsPpty) ............................. 1239
Calculation of degree of particle filter saturation (PFlt_MassCalc) ...................................... 1244
Particle filter monitoring function (PFlt_Monitor) .................................................................. 1265
Particle filter sensor adaptation (PFlt_SensAdapt) .............................................................. 1291
Particulate filter service regeneration (PFlt_SvcRgn) .......................................................... 1296
Particle filter temperature model (PFlt_TempMod) .............................................................. 1313
4.13.5.3.3.1 Differential pressure of the particle filter (PFltCD_GetPDiff)................................................ 1317
Exhaust-gas temperature ahead of particle filter (PFltCD_GettPre).................................... 1319
4.13.5.3.4 Urea Dosing Subsystem (SCRCat_OverviewIv) .............................................................. 1320
Urea Dosing - State variables (SCRCat_StateCalcIv) ......................................................... 1321
Urea Dosing - Setpoint formation (SCRCat_SetPntIv) ........................................................ 1328
Urea Dosing - Adaptive controller (SCRCat_GvnrIv)........................................................... 1331
Urea Dosing - Monitoring (SCRCat_MonIv)......................................................................... 1336
Urea Dosing - Overheat protection (SCRCat_OvhtPrtIv).....................................................1350
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4.13.5.4 Exhaust pressure controller (EPCtl) ................................................................................ 1351

Minimum position setpoint calculation (EPCtl_MinSetPntIv) ............................................... 1352
Maximum position setpoint calculation (EPCtl_MaxSetPntIv) ............................................. 1353
Exhaust pressure controller - setpoint calculation (EPCtl_SetPntIv) ................................... 1354
Static setpoint calculation (EPCtl_StatSetPntIv).................................................................. 1356
P2 setpoint calculation (EPCtl_P2SetPntIv) ........................................................................ 1357
Maximum exhaust pressure setpoint calculation (EPCtl_P3SetPntIv) ................................ 1358
Turbo setpoint calculation (EPCtl_TrbSetPntIv) .................................................................. 1360
Exhaust pressure controller - switching logic (EPCtl_SwtLogicIv)....................................... 1361
Exhaust pressure controller - governors (EPCtl_GvnrIv)..................................................... 1367
Boost pressure governor (EPCtl_P2GvnrIv)........................................................................ 1370
Exhaust pressure steady governor (EPCtl_P3sGvnrIv)....................................................... 1373
Exhaust pressure transient governor (EPCtl_P3tGvnrIv) .................................................... 1376
Turbine speed governor (EPCtl_TrbGvnrIv) ........................................................................ 1379
Exhaust pressure controller - monitoring (EPCtl_MonIv)..................................................... 1382
4.13.5.5 Turbine speed acquisition (TSSCD)................................................................................. 1387
Evaluation of Turbine Speed Sensor signal (TSSCD_Eval) ................................................ 1388
4.13.5.6 Turbo Compound Monitoring overview (TrbCpd_MonIv_Overview) ............................ 1392
(TrbCpd_MonIv).................................................................................................................. 1393
4.13.5.6.1 Evaluation of Turbo Compound speed sensor signal (TCSCD_Eval) ......................... 1394
4.13.5.7 Exhaust valve control (ExhVlv_CtlIv) .............................................................................. 1399
4.13.5.7.1 Interface to Exhaust valve (EVCD) .................................................................................. 1402
Exhaust valve actuator (EVCD) ........................................................................................... 1403

4.13.5.8 Lambda Sensor Universal (LSU) ...................................................................................... 1405
Lambda sensor calibration scheduler (LSU_ClbSched) ...................................................... 1406
Calculation of lambda and reciprocal value of lambda (LSU_LmbdCalc)............................ 1409
Lambda sensor universal diagnostic function (LSU_Mon) .................................................. 1410
4.13.5.8.1 Lambda sensor universal component driver (LSUCD) .................................................. 1426
Raw signal of oxygen concentration (LSUCD_O2Raw) ...................................................... 1428
Temperature (Ri) measurement (LSUCD_Ri) ..................................................................... 1434
Power stage control for heater (LSUCD_Heater) ................................................................ 1438
Reference pump current control (LSUCD_IpRefCtl)............................................................ 1442
Pump current controller (LSUCD_PumpCtl) ........................................................................ 1445
SPI-Interface for CJ12x (LSUCD_SPICtl)............................................................................ 1446
Lambda sensor wire diagnosis (LSUCD_WireDia(20ms))................................................... 1449
Lambda sensor wire diagnosis (LSUCD_WireDia_100ms) ................................................. 1455
Lambda sensor pressure compensation (LSUCD_PresComp) ........................................... 1461
Lambda sensor adaptation (LSUCD_Adaption) .................................................................. 1462
4.13.5.8.2 Lambda sensor heating control (LSUCtl)........................................................................ 1465
4.13.6 Actuator coordinator of the exhaust-gas recirculation valve (EGRVlv).......... 1471
Actuator coordinator for exhaust-gas recirculation valve (EGRVlv_Co) .............................. 1472
4.13.6.1 Exhaust-gas recirculation actuator (EGRCD_Co) .......................................................... 1473
4.13.7 Induction Exhaust difference pressure (IEDPCD)............................................ 1477
4.13.8 EGR Cooling (EGRClg) ........................................................................................ 1481
4.13.8.1 EGR Bypass Valve (ECBVlv) ............................................................................................ 1482
EGR Bypass Valve Control Logic (ECBVlv_Ctl).................................................................. 1483
4.13.8.1.1 EGRBypass Valve Power stage Monitorng (ECBCD_Co) ............................................. 1484
4.14 Engine mechanics (EngM) ........................................................................................ 1487
Engine speed (EngM_Co) ................................................................................................... 1488
Engine start and operation with camshaft sensor (EngM_BackUp) ................................... 1489
Friction torque calculation (EngM_TrqFrcCalc) ................................................................... 1496
Friction torque adaptation (EngM_TrqFrcAdpt) ................................................................... 1498
4.14.1 Acquiring the engine mechanics engine position (EngM_Ang) ...................... 1499
Diagnosis of the angle systems (EngM_AngDiag) .............................................................. 1518
Segment time (EngM_tiSeg)................................................................................................ 1530
4.14.1.1 Crankshaft (CrS) ................................................................................................................ 1531
Engine speed evaluation after test injections (CrS_ChkStrtSpd) ........................................ 1532
Dynamic threshold tracking (CrSCD_ThresCtl) ................................................................... 1537
Acquiring the crankshaft position (CrSCD_Pos).................................................................. 1538
Crankshaft speed sensing (CrSCD_Spd) ........................................................................... 1547
Checking the crankshaft signal in the backup mode for plausibility (CrSCD_GetPlausBackUp)
1550
Output of TD-Signal (CrSCD_TDSig) .................................................................................. 1553
4.14.1.2 Camshaft (CaS) .................................................................................................................. 1554
Phase determination (CaSCD_Pos) .................................................................................... 1555
Camshaft speed measurement component driver (CaSCD_Spd)....................................... 1561
Acquiring the crankshaft position with defective crankshaft sensor (CaSCD_BackUp) ..... 1564
4.14.2 Engine mechanics protection (EngPrt) .............................................................. 1570
Engine mechanics protection (EngPrt_PrtLimMech) ........................................................... 1571
Engine overheat protection (EngPrt_PrtLimOverheat) ........................................................ 1574
Engine protection (overspeed detection) (EngPrt_Max)...................................................... 1580
4.14.3 Combustion Chamber (CmbChb) ....................................................................... 1581
Misfire detection (CmbChb_Misfire) .................................................................................... 1582
Injector leakage detection (CmbChb_CmbMon).................................................................. 1588
4.14.3.1 Compression Release Engine Retarder Control Logic (CRER_CtlIv)........................... 1594
4.14.3.1.1 Decompression valve actuator (CRERCD)...................................................................... 1597
4.14.4 Cooling (Clg)......................................................................................................... 1599
Dynamic plausibility of the coolant temperature (Clg_DynTst) ............................................ 1600
4.14.4.1 Fan (Fan)............................................................................................................................. 1604
4.14.4.1.1 Fan Control overview (FanCtl).......................................................................................... 1605
Fan control - Stage selection (FanCtl_StgSelIv).................................................................. 1606
Fan control - Governors (FanCtl_GvnrIv) ............................................................................ 1611
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4.14.4.1.2 Fan actuator (FanCD) ........................................................................................................ 1627

(FanCD_Co)........................................................................................................................ 1628
4.14.4.2 Coolant(Water) temperature (CTSCD).............................................................................. 1636
4.14.4.3 Coolant pressure sensing (CPSCD)................................................................................. 1643
4.14.5 Lubrication (Lub).................................................................................................. 1644
Lubrication Oil Quality Monitoring Interface module (Lub_OilMonIfc).................................. 1645
Lubrication Oil Quality Monitoring Common Module (Lub_OilMonCmn) ............................. 1646
Lubrication Oil Quality Monitoring Rail Specific Module (Lub_OilMonCRSSpec) ................ 1650
Lubrication Oil Life Estimation module (Lub_EstOilLife) ...................................................... 1653
Idle-speed increase for lubrication (Lub_NMin) ................................................................... 1655
4.14.5.1 Oil temperature (OTSCD) .................................................................................................. 1656
4.14.5.2 Oil Level Sensor (OLSCD_Co) .......................................................................................... 1661
4.14.5.3 Oil pressure sensing (OPSCD) ......................................................................................... 1662
4.14.5.4 Oil Life Monitoring (OQSCD_CO) ..................................................................................... 1666
4.15 Fuel system (FlSys) ................................................................................................... 1667
Fuel system temperature (FlSys_Temp).............................................................................. 1668
Calculation of estimated cylinder head fuel temperature (FlSys_TempFlClnt) .................... 1670
Calculating the fuel density (FlSys_CalcCnvFac) ................................................................ 1672
Deflation of the low pressure stage (FlSys_Deflate)............................................................ 1673
Control of fuel filter heating (FlSys_FltHtg) .......................................................................... 1674
Water in Fuel Detection (FlSys_WtDetIv) ............................................................................ 1675
Determine Refuel Detection (FlSys_DetReFuel) ................................................................. 1676
4.15.1 Interface for fuel filter heater (FlFCD)................................................................. 1677
Component driver of fuel filter heater (FlFCD_HtgOut) ....................................................... 1678
Status of the water level detection in fuel filter (FlFCD_WtLvl)............................................ 1681
4.15.2 Fuel temperature (FTSCD)................................................................................... 1683
4.15.3 Fuel Pressure Componnt Driver (FPSCD_Co)................................................... 1687
Dynamic plausibility test of the fuel pressure (FPSCD_DynTstIv) ....................................... 1691
4.15.4 Additive pump (AddPmp) .................................................................................... 1694
Additive Valve Actuator Control Logic (AddPmp_Ctl) .......................................................... 1695
Metering of Additives (AddPmp_AddMet)............................................................................ 1696
4.15.4.1 Additive Vlave Actuator (AddPCD)................................................................................... 1697
Additive Valve Component Driver (AddPCD_Co) ................................................................ 1698
4.15.5 Fuel (Tank) Sensor Component Driver (FlSCD) ................................................ 1701
4.16 Starting system (StSys)............................................................................................. 1702
Starting cut-out (StSys_Strt) ................................................................................................ 1703
Starting base torque (StSys_StrtBas) .................................................................................. 1705
Starting ramp (StSys_StrtRmp) ........................................................................................... 1707
Starting torque correction (StSys_AddCor).......................................................................... 1711
Starting torque shut-off (StSys_TrqShutOff) ........................................................................ 1712
Starter Control (StSys_StrtCtl)............................................................................................ 1713
4.16.1 Interface to Starter actuator (StrtCD) ................................................................ 1730
Starter actuator (StrtCD_ActrOut)........................................................................................ 1731
Chapter 5 Injection system (InjUn) ........................................................................ 1738

Injection system (InjUn_Co)................................................................................................. 1739
General test status of injection system (InjUn_Tst) .............................................................1740
Injection system scheduling (InjUn_Sched) ......................................................................... 1741
MI1 dynamic quantity corrections (InjUn_MI1DynQntCor)................................................... 1742
PiI1 dynamic quantity corrections (InjUn_PiI1DynQntCor) .................................................. 1744
PoI1 dynamic quantity corrections (InjUn_PoI1DynQntCor)................................................ 1750
PoI2 dynamic quantity corrections (InjUn_PoI2DynQntCor)................................................ 1752
Conversion from injection quantity to injection volume (InjUn_MassCnv) ........................... 1754
Activation of solenoid valve output stage during shut-off path test (InjUn_ShutOffTst) ....... 1755
5.1 HPUn (HPUn) .............................................................................................................. 1756
High pressure unit (HPUn_Co) ............................................................................................ 1757
Injection shut-off based on fuel quantity balance (HPUn_QntBalInjLim) ............................ 1760
5.2 Rail (Rail) .................................................................................................................... 1761
Configuration of the rail component (Rail_PGovSetup) ....................................................... 1762
Project specific calculation for rail pressure setpoint (Rail_SetPointAddCor) ...................... 1763
Calculating the scaling factors for rail setpoint (Rail_SetPointAddCorSlow) ....................... 1765
Rail Pressure Setpoint during Engine Start (Rail_SetPointStrt)........................................... 1766
Rail pressure setpoint from system degradation (Rail_SysDgrt) ......................................... 1767
Weighting factors for rail pressure setpoint corrections (Rail_SetPointEnvCorSlow) .......... 1768
Calculating corrections for rail pressure setpoint (Rail_SetPointEnvCor)............................ 1769
External specification for rail pressure setpoint (Rail_SetSubst) ......................................... 1770
Calculating the rail pressure setpoint (Rail_SetPoint).......................................................... 1772
Releasing the regeneration operation for the rail pressure setpoint (Rail_RgnRls)............. 1776
Function library for the rail pressure setpoint regeneration operation (Rail_RgnLib)........... 1777
Regeneration values for the rail pressure calculation (Rail_Rgn)........................................ 1778
Project specific calculation for the rail pressure setpoint in the regeneration operation
(Rail_SetPointAddCorRgn) .................................................................................................. 1779
Weighting factors for the rail pressure setpoint in regeneration (Rail_SetPointEnvCorSlowRgn)
1780
Corrections for the rail pressure calculation in the regeneration operation
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(Rail_SetPointEnvCorRgn) .................................................................................................. 1781

Precontrol for high pressure governing by metering unit (Rail_PreCtlMeUn)...................... 1784
Limits for pressure governing using the metering unit (Rail_CtlLoopLimMeUn).................. 1786
Parameters for pressure governing using the metering unit (Rail_CtlLoopParaMeUn)....... 1787
High pressure control (Rail_CtlLoop)................................................................................... 1790
Rail pressure monitoring by metering unit during pressure control (Rail_MonMeUn) ......... 1796
Rail protection from fuel pressure peaks (Rail_PresPeakLim) ........................................... 1806
High pressure test (Rail_HiPresTst) .................................................................................... 1810
Interfaces for zero quantity calibration in the rail component (Rail_ZFCLib) ....................... 1817
5.2.1 Rail pressure sensor (RailCD)............................................................................. 1818
Rail pressure component driver (RailCD_Co) ..................................................................... 1819
Rail pressure sensor offset monitoring (RailCD_OfsTst)..................................................... 1823
5.2.2 MeUn (MeUn) ........................................................................................................ 1827
Calculating the electrical setpoint current for the metering unit (MeUn_SetCurr)................ 1828
5.2.2.1 MeUnCD (MeUnCD) ........................................................................................................... 1830
Metering unit component driver (MeUnCD_Co) .................................................................. 1831
5.2.3 PCV (PCV) ............................................................................................................. 1836
Leakage in the pressure control valve (PCV_Leak) ............................................................ 1837
5.2.4 PRV (PRV) ............................................................................................................. 1838
Monitoring of Pressure Relief Valve (PRV_Mon)................................................................. 1839
5.3 Injector (InjVlv) ........................................................................................................... 1845

Diagnosis for energizing solenoid valve injectors (InjVlv_Mon)........................................... 1846
Solenoid valve injector shut-off function (InjVlv_MonShOff)................................................ 1853
Shut-off request due to minimum rail pressure (InjVlv_PresMin) ........................................ 1856
Calculating the fuel quantity breakdown for fuel balancing (InjVlv_AddBal)....................... 1857
Function library for correction of cylinder balancing injection quantity (InjVlv_AddBalLib) . 1858
Co-ordinating the cylinder balancing/zero quantity calibration corrections (InjVlv_AddBalZFC) .
1860
Injection shut-off based on the load balance (InjVlv_ChrgBalInjLim) .................................. 1861
Injector quantity adjustment (InjVlv_QntAdj)........................................................................ 1862
Detecting injector errors (InjVlv_ErrDet) .............................................................................. 1863
Detecting Injector Errors- Compression Test (InjVlv_ErrDetCrs) ........................................ 1865
Correction value based on the needle closing behaviour (InjVlv_TDiffHyd)....................... 1870
Wave correction (InjVlv_WvCor)......................................................................................... 1871
Wave correction function library (InjVlv_WvCorLib) ........................................................... 1872
Run up test (InjVlv_RunUpTst) ............................................................................................ 1879
5.3.1 Injection valve (InjVCD) ....................................................................................... 1885
Estimating the energizing time (InjVCD_EstET) .................................................................. 1886
Estimating the energizing time (InjVCD_PoI1SpltEstET) .................................................... 1887
Calculating the energizing time (InjVCD_GetET) ................................................................ 1888
Calculating the injector energizing time for PiI3 according to injection (InjVCD_CalcPiI3ET) .....
1889
1890
1891
Calculating the injector energizing time for MI1 according to injection (InjVCD_CalcMI1ET) .....
1892
Calculating the injector energizing time for PoI2 according to injection (InjVCD_CalcPoI2ET)...
1893
Calculating the injector energizing time for PoI1 according to injection (InjVCD_CalcPoI1ET)...
1894
Energizing time correction by zero quantity calibration (InjVCD_ZFCETCor) .................... 1895
Injector energizing (InjVCD_ProgETLib).............................................................................. 1896
Programming the pilot injection 1 start of energizing (InjVCD_ProgPiI) .............................. 1897
Programming the pilot injection 2 start of energizing (InjVCD_ProgPiI2) ............................ 1898
Programming the pilot injection 3 start of energizing (InjVCD_ProgPiI3) ............................ 1899
Programming the main injection start of energizing (InjVCD_ProgMI) ................................ 1900
Calculating the pickup current duration (InjVCD_PickUpCurrDur) ...................................... 1901
Chapter 6 Monitoring at system level (ECU_Mon)............................................... 1902

6.1 Monitoring layer 1 (ecu_xref).................................................................................... 1903
6.1.1 Engine protection (overspeed detection) (EngPrt_Max) .................................. 1903
6.1.2 Misfire detection (CmbChb_Misfire)................................................................... 1903
6.2 Combustion detection (EngMon_IrrCmb)................................................................ 1904
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6.3 Overrun monitoring (OvRMon) ................................................................................. 1905

Overrun monitoring coordinator (OvRMon_Co) ................................................................... 1906
Calculating the torque for function monitoring (OvRMon_GetSumInj)................................. 1912
Engine speed monitoring for overrun monitoring (OvRMon_EngSpdSens) ........................ 1913
Engine speed requirement based release condition (OvRMon_EngSpdRlsSens) ..............1916
Counter for timing coordination of overrun monitoring (OvRMon_10MSCtr) ....................... 1918
Driver input signal acquisition (OvRMon_AccPed) .............................................................. 1919
Signal acquisition brake signal (OvRMon_BrkSens) ........................................................... 1922
Clutch signal acquisition (OvRMon_ConvSens) .................................................................. 1924
Signal acquisition for terminal 15 (OvRMon_T15Sens) ....................................................... 1925
Grip Signal acquisition (OvRMon_GripSens)....................................................................... 1926
Signal acquisition of driving dynamics control (OvRMon_DCSDem)................................... 1927
Signal acquisition of gear control (OvRMon_GearbxDem) .................................................. 1929
Redundant acquisition of the CAN signal TSC1-AE (OvRMon_TSC1AE)........................... 1930
Redundant acquisition of the CAN signal TSC1-DE (OvRMon_TSC1DE) .......................... 1933
Redundant acquisition of the CAN signal TSC1-PE (OvRMon_TSC1PE)........................... 1936
Redundant acquisition of the CAN signal TSC1-TE (OvRMon_TSC1TE) ........................... 1939
Redundant acquisition of the CAN signal TSC1-VE (OvRMon_TSC1VE)........................... 1942
Redundant acquisition of the CAN signal BC2EDC2 (OvRMon_BC2EDC2)....................... 1945
Redundant acquisition of the CAN signal EBC1 (OvRMon_EBC1) ..................................... 1947
Redundant acquisition of the CAN Receive message Cruise Control/Vehicle Speed
(OvRMon_RxCCVS) ............................................................................................................1948
6.4 Stack pointer monitoring (SPMon)........................................................................... 1950
6.5 Test of redundant shut-off paths (SOPTst) ............................................................. 1951
6.6 Communication monitoring module (WDCom)....................................................... 1954
Command test (Chiste) ........................................................................................................ 1956
6.7 Program flow control (ExeMon)................................................................................ 1957
6.8 Cyclical memory test (MemMon) .............................................................................. 1958
Dataset checksum encrypted - MemMonIv (MemMonIv) .................................................... 1960
6.9 ADC monitoring (ADCMon)....................................................................................... 1961
6.10 TPU monitoring (TPUMon) ........................................................................................ 1964
6.11 Monitoring of the hardware encapsulation (HWEMon) .......................................... 1965
6.12 Conditions for ECU programming and EEPROM initialization (ECU)................... 1969
Chapter 7 Communication manager (ComMng) .................................................. 1970
7.1 Network manager (NetMng) ...................................................................................... 1971
Applicable CAN bus configuration (NetMng_Appl) .............................................................. 1972
CAN network manager (NetMng)......................................................................................... 1976
edc16TOC.fm 27.12.2005
7.2 Frame manager (FrmMng)......................................................................................... 1979

Applicable CAN frames (FrmMng_Appl).............................................................................. 1980
CAN frame manager monitoring (FrmMng_Mon) ................................................................ 2016
Send Message AmCon (FrmMng_AMCON)........................................................................ 2022
Send Message Component Identification (FrmMng_CmpntId)............................................ 2024
Send Message CrCtlVehSpd (FrmMng_CrCtlVehSpd) ....................................................... 2025
Send Message DM11ACK (FrmMng_DM11ACK) ............................................................... 2030
Send Message DMx (FrmMng_DMx) .................................................................................. 2032
Send Message EDC2BC (FrmMng_EDC2BCIv) ................................................................ 2041
Send Message EDC2NOxIv (FrmMng_EDC2NOxIv)......................................................... 2050
Send Message EDC2SRA (FrmMng_EDC2SRAIv) ........................................................... 2052
Send Message EDC2SCR (FrmMng_EDC2SCRIv)........................................................... 2054
Send Message EEC1 (FrmMng_EEC1) .............................................................................. 2057
Send Message EngConf (FrmMng_EngConf) ..................................................................... 2069
Send Message EngHrRev (FrmMng_EngHrRev)............................................................... 2078
Send Message EngPress (FrmMng_EngPress).................................................................. 2080
Send Message EngRetCfgIv (FrmMng_EngRetCfgIv) ........................................................ 2083
Send Message EngTemp (FrmMng_ENGTEMP)................................................................ 2089
Send message ERC1 (FrmMng_ERC1Iv) ........................................................................... 2092
Send Message FanDrv (FrmMng_FanDrvIv)...................................................................... 2096
Send Message Fuel Consumption (FrmMng_FlConsum) ................................................... 2098

Send Message FlEco (FrmMng_FlEco)............................................................................... 2099
Send Message InCon (FrmMng_INCON)............................................................................ 2101
Send Message Security Check (FrmMng_SecChkIv) ......................................................... 2104
Send Message ShutDwn (FrmMng_ShutDwn).................................................................... 2106
Send Message STOD (FrmMng_STOD) ............................................................................. 2108
Send Message Software Identification (FrmMng_SWId).................................................... 2120
Send Message VehPow (FrmMng_VehPow) ..................................................................... 2121
Receiving and Evaluating the RxAMCON CAN message (FrmMng_RxAMCONIv)............ 2122
Receiving and Evaluating the BC2EDC1Iv CAN message (FrmMng_BC2EDC1Iv) ........... 2124
Receiving and Evaluating the BC2EDC2 CAN message (FrmMng_BC2EDC2Iv) .............. 2131
Receiving and Evaluating the RxCCVS message (FrmMng_RxCCVS) .............................. 2141
Receiving and Evaluating the DashDspl CAN message (FrmMng_DashDsplIv) ................ 2146
Receiving and Evaluating the Diagnostic Message 13 - DM13 (FrmMng_DM13)............... 2148
Receiving and Evaluating the DM1DCU CAN message (FrmMng_DM1DCUIv)................. 2153
Receiving and evaluating the EBC1 CAN message (FrmMng_EBC1)............................... 2161
Receiving and Evaluating the ENGGSFLOWRT CAN message (FrmMng_EngGsFlowRt)2165
Receiving and Evaluating the RXENGTEMP2 CAN Message (FrmMng_RxEngTemp2) ... 2168
Receiving and Evaluating the ERC1DR CAN message (FrmMng_ERC1DRIv).................. 2171
Receiving and evaluating the ETC1 CAN message (FrmMng_ETC1) ............................... 2173
Receiving and evaluating the ETC2 CAN message (FrmMng_ETC2) ............................... 2177
Receiving and Evaluating the HRVD CAN message (FrmMng_HRVDIv) ........................... 2180
Receiving and Evaluating the HRWS message (FrmMng_HRWS)..................................... 2182
Receiving and Evaluating the NOx CAN message (FrmMng_NOxSensIv)......................... 2185
Receiving and evaluating the PGNRQ CAN Message (FrmMng_PGNRQ) ....................... 2190
Receiving and Evaluating the SCR1 CAN message (FrmMng_SCR1Iv) ............................ 2199
Receiving and Evaluating the SCR2 CAN message (FrmMng_SCR2Iv) ............................ 2203
Receiving and Evaluating the SRA2EDC CAN message (FrmMng_SRA2EDCIv) ............. 2207
Receiving and Evaluating the TCO1 CAN message (FrmMng_TCO1) .............................. 2211
Receiving and Evaluating the TF CAN message (FrmMng_TFIv)....................................... 2213
Receiving and Evaluating the TimeDateIv CAN message (TimeDateIv)............................. 2215
Receiving and Evaluating the TSC1-AE CAN message (FrmMng_TSC1AEIv) .................. 2219
Receiving and Evaluating the TSC1-AR CAN message (FrmMng_TSC1ARIv).................. 2223
Receiving and Evaluating the TSC1-DE CAN message (FrmMng_TSC1DEIv).................. 2227
Receiving and Evaluating the TSC1-DR CAN message (FrmMng_TSC1DRIv) ................. 2231
Receiving and Evaluating the TSC1-PE CAN message (FrmMng_TSC1PEIv) .................. 2235
Receiving and Evaluating the TSC1-TE CAN message (FrmMng_TSC1TEIv)................... 2239
Receiving and Evaluating the TSC1-TR CAN message (FrmMng_TSC1TRIv) .................. 2243
Receiving and Evaluating the TSC1-VE CAN message (FrmMng_TSC1VEIv) .................. 2247
Receiving and Evaluating the TSC1-VR CAN message (FrmMng_TSC1VRIv).................. 2251
Receiving and Evaluating the UreaSensIv CAN message (UreaSensIv) ............................ 2255
Receiving and evaluating the VDC1 CAN message (FrmMng_VDC1) .............................. 2260
Receive Message VM2EDC (FrmMng_VM2EDC) ............................................................. 2264
Receiving and Evaluating the Wheel Speed Info message (FrmMng_WSI) ...................... 2268
Output of Variables of Data Received by more than one message (FrmMng_OutSel) ...... 2270
Chapter 8 DSM application parameters and their function

(DSM_Applikationsparameter) ............................................................. 2280
8.1 Tables for error handling (DSM) (DSM_auto) .......................................................... 2302
8.2 Project-specific DSM options (DSM_Shadow) ........................................................ 2356
8.3 DSM update for Truck OBD (DSM_TruckOBD) ....................................................... 2359
8.4 Mileage - operating hours counter (DSMDur) ......................................................... 2363
8.5 Diagnostic scheduler (DSCHED) .............................................................................. 2366
8.6 Diagnostic Test Results (DTR) ................................................................................. 2375
8.7 Table for Diagnostic Test Results (DTR_auto)........................................................ 2378
8.8 (DIUMPR) ................................................................................................................... 2379
8.9 On Board Diagnostic Generic Faults (OBDGF) ....................................................... 2387
8.10 Long Term Delete Trigger (LTDTrg) ......................................................................... 2390
27.12.2005 edc16TOC.fm
Chapter 9 Diagnostic interface (EOBD) ................................................................ 2392

9.1 Brief description ........................................................................................................ 2392
9.2 OBD Interface ............................................................................................................. 2392
9.3 Supported identifiers................................................................................................. 2393
9.4 Diagnostic mode $01 ................................................................................................. 2393
9.4.1 Function ................................................................................................................ 2393
9.4.2 Application parameters ....................................................................................... 2393
9.4.3 Message structure................................................................................................ 2393
9.5 Diagnostic mode $02 ................................................................................................. 2394
9.5.1 Function ................................................................................................................ 2394
9.6 Diagnostic mode $03 ................................................................................................. 2394
9.6.1 Function ................................................................................................................ 2394
9.7 Diagnostic mode $04 ................................................................................................. 2395
9.7.1 Function ................................................................................................................ 2395
9.8 Diagnostic mode $05 ................................................................................................. 2396
9.8.1 Function ................................................................................................................ 2396
9.9 Diagnostic mode $06 ................................................................................................. 2397
9.9.1 Function ................................................................................................................ 2397
9.10 Diagnostic mode $07 ................................................................................................. 2398
9.10.1 Function ................................................................................................................ 2398
9.11 Diagnostic mode $08 ................................................................................................. 2399
9.11.1 Function ................................................................................................................ 2399
9.12 Diagnostic mode $09 ................................................................................................. 2399
9.12.1 Function ................................................................................................................ 2399
Chapter 10 Diagnostic platform (Com_DiaP) ......................................................... 2403

10.1 Brief description ........................................................................................................ 2403
10.2 Supported functionalities.......................................................................................... 2403
10.3 Setting up the communication between ECU and tester, identification of program
status and data status ............................................................................................... 2403
Chapter 11 DSM_ConfComLibInterface and their functions
(DSM_ConfComLibInterface) ............................................................... 2404
Chapter 12 Master/slave identification [control unit selection] (MSid)............... 2408
Chapter 13 Signal input/output (IO) ........................................................................ 2409
13.1 Analog signal evaluation (AdcCD) ........................................................................... 2410
13.2 Standard digital input (DioInCD) .............................................................................. 2412
Standard digital input signals (DioInCD_Signals) ................................................................ 2413
13.3 Standard digital output (DioOutCD) ......................................................................... 2414
Standard digital output signals (DioOutCD_Signals) ........................................................... 2418
13.4 Standard PWM input (PwmInCD).............................................................................. 2419
Standard PWM input signals (PwmInCD_Signals) .............................................................. 2420
13.5 Standard PWM output (PwmOutCD) ........................................................................ 2421
Standard PWM power stages output signals (PwmOutCD_Signals)................................... 2425
13.6 configuration of hardware pins (pin_signals) ......................................................... 2426
edc16TOC.fm 27.12.2005
Chapter 14 Keyword Protocol 2000 (KW2000) ...................................................... 2428

Keyword Protocol 2000 Implementation (kwp2000) ............................................................ 2429
KWP 2000 diagnosis on CAN implementation (DiagOnCAN) ............................................. 2438
Keyword protocol 2000 flash programming (kwp2000_flash) .............................................. 2441
startCommunication SID $81 (K2STC)................................................................................ 2447
stopCommunication SID $82 (K2SPC)................................................................................ 2448
accessTimingParameters SID $83 (K2ATP) ....................................................................... 2449
ReadEcuIdentification SID $1A (K2REI).............................................................................. 2450
startDiagnosticSession SID $10 (K2STDS)......................................................................... 2453
testerPresent SID $3E (K2TP)............................................................................................. 2455
ecuReset SID $11 (K2ER)................................................................................................... 2456
securityAccess SID $27 (K2SECA) ..................................................................................... 2457
Reading ECU data (ReadDataByLocalIdentifier SID $21) (K2RDLI)................................... 2459
writeDataByLocalIdentifier service SID $3B (K2WRDLI)..................................................... 2464
dynamicallyDefineLocalIdentifier SID $2C (K2DDLI)........................................................... 2466
readDiagnosticTroubleCodesByStatus SID $18 (K2RDTCBS) ........................................... 2468
ReadStatusOfDiagnosticTroubleCodes SID $17 (K2RSODTC).......................................... 2470
ClearDiagnosticInformation SID $14 (K2CDI) ..................................................................... 2472
readMemoryByAddress SID $23 (K2RMBA) ...................................................................... 2473
requestRoutineResultsByLocalIdentifier SID 33 (K2RRRBLI)............................................. 2474
startRoutineByLocalIdentifier SID 31h (K2STRBLI) ............................................................ 2479
stopRoutineByLocalId (SID 32h) (K2SPRBLI)..................................................................... 2489

escapeCode (SID 80) (K2ESC) ........................................................................................... 2493
Write memory by address (SID 3D) (K2WMBA).................................................................. 2498
Input/output control (InputOutputControlByLocalId SID $30) (K2IOCBLI)........................... 2499
Request download (SID 34) (K2RQDN) .............................................................................. 2503
Request upload (SID 35) (K2RQUP) ................................................................................... 2504
Transfer data (SID 36) (K2TD) ............................................................................................ 2505
Request transfer exit (SID 37) (K2RTE) .............................................................................. 2506
Communication Control SID $28 (ISO14229_CC) ............................................................ 2507
Control Diagnostic Trouble Codes Setting SID $85 (ISO14229_CDTCS)......................... 2510
Chapter 15 Remote Control (RemCtl) ..................................................................... 2511

Remote Control (RemCtl) .................................................................................................... 2512
Appendix A Storage area for Engine Test Results (FshEol_EngTstRslt) ............. 2520
Storage area to store Programming Information (FshEOL_ProgInfo) ................................. 2521
Appendix B EDC16/7 service library (LibService)................................................... 2522

B.1 Control engineering elements (LibService_Governor) .......................................... 2523
B.1.1 Basic concepts ..................................................................................................... 2523
B.1.2 Implementation..................................................................................................... 2523
B.2 Miscellaneous functions (LibService_Function) .................................................... 2529
B.2.1 Implementation..................................................................................................... 2529
Appendix C Table with assignment of the recovery numbers (Recovery Coordinator)

2531
Appendix D Provision of applicatable signals and their conversion (signals) .... 2533
D.1 Handling of actuator test demands by the diagnosis (signals tester demand) ... 2536
D.2 Table for signal handling (= message number EDC15) (Signals_auto) ................ 2538
D.3 Table for actuator test handling (Signals_Tst_auto) .............................................. 2552
Appendix E Reference lists....................................................................................... 2555
E.1 List of figures ............................................................................................................. 2555
E.2 List of tables............................................................................................................... 2583
E.3 List of equations ........................................................................................................ 2603
E.4 List of function names............................................................................................... 2605
E.5 List of functions ......................................................................................................... 2615
E.6 List of application relevant data ............................................................................... 2621
E.7 Index............................................................................................................................ 2689
Appendix F Diagnostic Overview - DFP .................................................................. 2747
Appendix G Diagnostic Overview - FID .................................................................... 2795
Appendix H System Constants (System Constants) .............................................. 2800
27.12.2005 edc16TOC.fm
- 16 - Intro_General Y445 S00 746-V91 Confidential P_340
docu-Intro General DS-CV/EET
1 General
(I ntro_General)
Function group:
CARTRONIC-Strutucre:docu-Intro
This document contains confidential information. Disclosure is prohibited without the written consent of
ROBERT BOSCH GMBH.
1.1 Preface This documentation describes the application software for the control unit generation EDC16. The basic
structure of the documentation is explained below. The structure of the individual parts of the documentation
is based on the definitions by the MSR workgroup MEDOC.
If you have questions regarding the content, please contact the customer advisory service of the application
and sales department.
1.2 Overview The core structure of this documentation follows the CARTRONIC® system architecture.
• “General” on page 16 contains explanations for a better understanding of the documentation.
• “Dataflow-orientated functional description (Intro_Functions)” on page 35 is an introductory outline of the
basic functions in a data-flow-oriented representation.
• “Vehicle (Veh)” on page 47 describes the functions of the EDC16 which are relevant for vehicle control.
• “Engine (Eng)” on page 425 describes the functions of the EDC16 which are relevant for engine control.
• “Injection system (InjUn)” on page 1738 describes the functions of the EDC16 which are relevant for
control of the injection system. The chapter can vary depending on the implemented injection system.
• “Monitoring at system level (ECU_Mon)” on page 1902 describes functions which serve for monitoring of
the overall system EDC16.
• “DSM application parameters and their function (DSM_Applikationsparameter)” on page 2280 contains
the detailed description of the error memory.
• “Signal input/output (IO)” on page 2409 describes the basic characteristics of signal input/output,
separately for the different physical types. The basic functions described there communicate with the
hardware components via the software layer of the hardware encapsulation. The description of all
evaluation and control functions on the physical layer can be found in the respective subchapters.
• The appendices comprise “EDC16/7 service library (LibService)” on page 2522, “Table with assignment
of the recovery numbers (Recovery Coordinator)” on page 2531, as well as various reference lists and
flowcharts.
1.3 Structure of the documentation The function descriptions are structured according to a uniform pattern. The hierarchical substructure
corresponds to the system architecture. For each component of the architecture (eg. DrvTrn), there is an
overview chapter which is embedded in the document hierarchy. Here, the further structure of the component
and its basic tasks in the overall system are described. Finally, there is a list of all functions implemented in
the component, together with a hyperlink to the corresponding function documentation.
There is a fixed structure within each function documentation. A brief description is followed by a detailed
description of the function in normal operation as well as subfunctions which are used for monitoring the
function or the system. Then substitute functions are described which are carried out if an error has been
detected and for ECU initialization. The documentation is concluded by a list of all function inputs and outputs
as well as all measuring points and application parameters.
The main emphasis of documentation is to make functionality externally visible. The description especially
contains the interaction between sensor signals, software and actuator signals.
Data dictionary The data required for application constitutes the core of the functional description; the data is listed and
specified in the data dictionary. Hyperlinks can be used at the respective place in the document to link to the
corresponding passage in the data dictionary.
Figure 1 : Documentation and data dictionary
S W - d o c u m e n ta tio n
fu n c tio n
d a ta - d ic tio n a r y
d e s c r ip tio n
Documentation cross-referencing The functional description is hierarchically structured, i.e. subfunctions can be called via hyperlink. Hyperlinks
are shown in blue on the monitor screen.
Using the data dictionary In addition to the application data, the SW function input and output data (= interfaces), the internal function
values (= measured values, previously OLDA) and the conversion equations are compiled in the data
dictionary. The data dictionary lists all important application data in addition to name and functional
description.
Figure 2 : Use of hyperlinks
E D C - fu n c tio n s
fu n c tio n a p p lic a tio n

d e s c r ip tio n h in ts
h y p e r lin k s in to
Dummies for application data Application data which only differs due to sequential numbers are represented in the data dictionary using
dummies by the first label present and the extension ",...".
Example:
Application data: LABEL1_NAME, LABEL2_NAME,... e.g. to LABEL10_NAME
Representation: LABEL1_NAME,...
intro_general.fm 27.12.2005
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DS-CV/EET Naming conventions for application labels docu-Intro
1.4 Naming conventions for application labels

(Intro_Naming)
Function group:
CARROTNICSt- ructuredoc:u-Intro
The label names are structured as described in the figure below, using the abbreviations defined in the tables
to follow.
Figure 3 : Designation of variables and data
< c o m p o n e n t> _ < ty p e > < id e n tifie r > _ < e x p a n s io n >
e x a m p le :
V e h D a _ rV n _ m p
e x te n s io n : m p = m e a s u r in g p o in t
id e n tifie r : V n = v /n
ty p e : r = ra tio
c o m p o n e n t: V e h D a = V e h ic le D a ta
E n g _ n A v rg
id e n tifie r : A v r g = a v e r a g e
ty p e : n = e n g in e s p e e d
c o m p o n e n t: E n g = e n g in e
B a ttC D _ u
ty p e : u = v o lta g e
c o m p o n e n t: B a ttC D = c o m p o n e n t d r iv e r b a tte r y v o lta g e

Designation defined for <component> field
Table 1: Object names (Engl.):
Abbreviation (Engl.) Designation (Engl.) Designation (German)
AC air conditioning Klimatisierung
ACC adaptive cruise control Adaptiver
Fahrgeschwindigkeitsregler
ACCD air conditioning component driver Klimakompressor
Komponententreiber
ACCtl air conditioning compressor control Klimaanlagensteuerung
ACTrqC air condition torque control Klimaanlage Momentenregelung
AccPed accelerator pedal Fahrpedal
ADCMon ADC monitoring ADC Überwachung
AFSCD air flow sensing component driver Luftmassenmesser
Komponententreiber
AirCtl air control Luftregelung
AirSys air system Luftsystem
Alt alternator Generator
AltCD alternator component driver Generator Komponententreiber
APPCD accelerator pedal component driver Fahrpedal Komponententreiber
APSCD atmosphere pressure sensing component Atmosphärendruck
driver Komponententreiber
ASDdc active surge damper disturbance Aktiver Ruckeldämpfer Störregler
compensator
ASDrf active surge damper reference filter Aktiver Ruckeldämpfer
Führungsformer
Batt battery Batterie
BattCD battery component driver Batterie Komponententreiber
BdInt body and interior Karosserie und Innenraum
BPACD boost-pressure actuator component driver Ladedrucksteller
Komponententreiber
BPSCD boost pressure sensing component driver Ladedruckfühler
Komponententreiber
Brk brake Bremse
BrkCD Brake component driver Komponententreiber Bremse
CaPhCD camshaft phase component driver Nockenwellenphase
Komponententreiber
CaS camshaft Nockenwelle
CaSCD camshaft component driver Nockenwelle Komponententreiber
CatSys catalytic system Katalysatorsystem
Clg cooling Kühlung
CmbChb combustion chambers Brennräume
CoDT coordinator drive train Koordinator Antrieb
CoEng coordinator engine Motorkoordinator
Conv converter Wandler
ConvCD converter component driver Komponententreiber Kupplung
CoVeh coordinator vehicle Fahrzeugkoordinator
CoVM coodinator vehicle motion Fahrbewegungskoordinator
CrCCD cruise control component driver Fahrgeschwindigkeitsregler
Komponententreiber
CrCtl cruise control Fahrgeschwindigkeitsregler
CrS crankshaft Kurbelwelle
CrSCD crankshaft component driver Kurbelwelle Komponententreiber
CTSCD coolant temperature component driver Kühlwassertemperatur_Kom-
ponententreiber
DrvTrn Drive Train Antrieb
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docu-Intro Naming conventions for application labels DS-CV/EET

DSM diagnostic system management Diagnose System Management
DSMDur DSM duration counters DSM Fehlerdauerzähler
Dspl display Anzeige
EATSCD environment air temperature sensing Komponententreiber Erfassung
component driver Umgebungslufttemperatur
EGRCD exhaust gas recirculation positioner ARF-Steller
component driver Komponententreiber
EGSys exhaust-gas system Abgastrakt
Eng engine Motor
EngM engine mechanics Motormechanik
EngOpt engine optimizer Motoroptimierer
EngProt engine protection Motorschutz
EnvDa environment data Umweltgrößen
ErLpCD error lamp component driver Komponententreiber Fehlerlampe
ESS electrical supply system Elektrisches Bordnetz
Fan fan Lüfter
FanCD fan component driver Lüfter Komponententreiber
FanCtl fan control Lüftersteuerung
FBC Fuel Quantity Balancing Control MAR-Mengenausgleichsregelung
FlCD fuel component driver Kraftstoff Komponententreiber
FlMng fuel management Gemischbildung
FlSys fuel system Kraftstoffsystem
Fmet Fuel metering - Zumessung Zumessung
FMTC fuel-mass/torque converter Masse/Momentenwandler
FTSCD fuel temperature sensing component Komponententreiber Erfassung
driver Kraftstofftemperatur
FQSVCD Fuel quantity solenoid valve CD Magnetventil Menge
Komponententreiber
Gearbx gearbox Getriebe
GlwCD glow control component driver Glühsystem Komponententreiber
GlwCtl glow control Glühzeitsteuerung
GlwSys glow system Glühsystem
IATSCD induction air temperature sensing Ansauglufttemperatur
component driver Komponententreiber
ICD CurrentCD Komponententreiber zur
Strommessung am Magnetventil
Ifce interface Schnittstellenobjekt
IgnLck ignition lock Zünschloß
IndSys induction system Ansaugtrakt
InjCtl injection control Einspritzsteuerung
InjCrv injection curve Spritzverlauf
InjTmg injection timing Einspritzverlauf
InjUn injection unit Einspritzsystem
InjVlv injection valve Einspritzventil
InjVCD injection valve component driver Komponententreiber Einspritzventil
Lub lubrication Schmierung
MRlyCD main relay component driver Hauptrelais Komponententreiber
OvRMon overrun monitoring Schubüberwachung
OTSCD oil temperature component driver Öltemperatur Komponententreiber
PCR pressing charger regulator Laderdruckregler
PCV pressure control valve Druckregelventil
PCVCD pressure control valve component driver KomponententreiberDruckregelven
til
Prp propulsion Vortrieb
PrpBrk propulsion and brake Vortrieb und Bremse
PrpCtl propulsion control Vortriebssteuerung
PrsPrt personal protection Insassenschutz
PSP presupply pump Vorförderpumpe
PSPCD presupply pump component driver Vorförderpumpe
Komponententreiber
PSPCtl presupply pump control Steuerung Vorförderpumpe
PStgCD Power Stage CD Komponententreiber Endstufen
Rail rail Rail
RailCD rail component driverl Komponententreiber Rail
StdPWM standard PWM (Parameter) Standard PWM (Parameter)
Sig signals Signale
SigLimLow lower limits for signals Untere Grenzen für Signale
SigLimUp upper limits for signals Obere Grenzen für Signale
SrvPmp servo pump Servopumpe
Strg steering Lenkung
StSys starting system Starter
SVCtl solenoid valve control Magnetventilsteuerung
TrDa traffic data Fahrzustandsgrößen
intro_naming.fm 21.12.2005
P_340 Y445 S00 746-V91 Confidential Intro_Naming - 19 -
DS-CV/EET Naming conventions for application labels docu-Intro

TVACD throttle valve actuator component driver Drosselklappensteller Kom-
ponententreiber
T15CD term 15 component driver Klemme 15 Komponententreiber
UsrDa user data Benutzergrößen
Veh vehicle Fahrzeug
VehDa vehicle data Fahrzeuggrößen
VehMot vehicle motion Fahrzeugbewegung
VSACD variable swirl actuator component driver Drallniveausteller-
Komponententreiber
VSSCD vehicle speed sensing component driver Komponententreiber Erfassung
Fahrgeschwindigkeit
WhlDa wheel data Radgrößen
Designation defined for <type> field

Table 2: Physical values
Type Designation (English) Designation (German) Example for the
unit
a Acceleration Beschleunigung m/s2
am angular momentum Drehimpuls Nm s

ar Arrea Fläche m2
cp heat capacity Wärmekapazität J/(kg K)
dcyc Duty cycle Tastverhältnis %
dxy Deviation Ableitung dxy/dt x/s
eta Efficiency Wirkungsgrad %
f Frequency Frequenz Hz
i Electric current Elektrischer Strom mA
l Length, distance Länge, Strecke km
m Mass Masse kg
n (Rotational) speed Drehzahl 1/min
(e.g. engine speed, turbo speed) (z.B. Motor-, Turbodrehzahl) 1/s
p Pressure Druck hPa
(e.g. boost pressure, fuel pressure) (z.B. Lade-, Kraftstoffdruck)
phi Angle Winkel °
(e.g. begin of injection, begin of delivery) (z.B. Spritzbeginn, Förderbeginn)
pwr Power Leistung W
q Fuel quantity Einspritzmenge mg/Hub,
mg/stroke
r Ratio, duty cycle Verhältnis, Tastverhältnis %
res resistance Widerstand Ohm
rho Density Dichte kg/m3
t Temperature Temperatur Grd Celsius,
Kelvin
ti Time, duration Zeit, Dauer s, ms
trq Torque Drehmoment Nm
u Voltage Spannung V
v Velocity Geschwindigkeit km/h
(e.g. vehicle speed) (z.b. Fahrzeuggeschwindigkei)t
vol Volume Volumen m3
w Work, energy Arbeit, Energie Joule
Table 3: Logical variables

Type Designation (English) Designation (German) Example for the
unit
ad Address Adresse -
bp Bit position Bitposition -
ct Counter, running index Zähler, laufender Index -
(d) Not specifiable data, if no other Veraltete Angabe für ein nicht -
shorthand expression appropriate spezifizierbares Datum, für das kein
(obsolete) anderes Kürzel zutrifft
in most cases there is no type normalerweise gibt es in diesem Fall gar
informationen at all keine Typangabe
fac Factor Faktor -
num Number Nummer -
st Status information Status -
swt Software switches Softwareschalter -
Designation defined for <identifier> field

Table 4: Abbreviations for names
Abbreviation Designation (Engl.) Designation (German)
ActVal actual Value Istwert

Air air Luft
AirMass air mass Luftmasse
AirMassActVal air mass actual value Luftmassenistwert
AirMassSetPnt air mass set point Luftmassensollwert
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Abbreviation Designation (Engl.) Designation (German)
AirPress air pressure Luftdruck

AirTemp air temperature Lufttemperatur
BasVal basic value Grundwert
BstPress boost-pressure Ladedruck
BstPressLin boost-pressure linear linearisierter Ladedruck
BstPressSetPnt boost-pressure set point Ladedrucksollwert
Calc calculate berechnen
ClntTemp coolant temperature Kühlwassertemperatur
CorrFctr correction factor Korrekturfaktor
Dfct defect Defekt
DemVal demanded value Wunschwert
Dvt deviation Abweichung
EngPrtLim engine protection limit Motorschutzgrenze
Eval evaluation Auswertung
Fctr factor Faktor
Flt filter Filter
Get get gib (Wert holen)
Ind indicated indiziert
IndTrq indicated torque indiziertes Moment
IndTqEngPrtLim indicated torque engine protection limit Motorschutzgrenze des indizierten Moments
IndTrqActVal indicated torque actual value aktuelles indiziertes Moment
IndTrqDemVal indicated torque demanded value indiziertes Wunschmoment
IndTrqRawVal indicated torque raw value Rohwert des indizierten Moments
IndTrqSmkLim indicated torque smoke limit Rauchgrenze des indizierten Moments
Ini initialize initialisieren
Inj injection Einspritzung
InjMass injection mass Einspritzmasse
InjMassActVal injection mass actual value aktuelle Einspritzmasse
InjMassDemVal injection mass demanded value Wunscheinspritzmasse
InjMassRawVal injection mass raw value Einspritzmassenrohwert
InjMassSmkLim injection mass smoke limit Rauchgrenze der Einspritzmasse
Is is Ist (Abfrage)
Lbd lambda Lambda
LbdSetPnt lambda set point Lambdasollwert
LimVal limiting value Grenzwert
Lin linear linear
Mass mass Masse
Monitor monitoring Beobachtung
nAvrg average speed mittlere Drehzahl
New new neu
Nrmlzd normalized linearisiert
Old old alt
OvrFul overfueling Overfueling
Press pressure Druck
RawVal raw value Rohwert
RefVal reference value Führungsgröße
Set set Stell/Setz
SetPnt set point Sollwert
SmkLim smoke limit Rauchgrenze
State state Status
Stat static statisch
StrtCs starting case Startfall
Swt switch Schalter
SysFlr system failure Systemfehler
Temp temperature Temperatur
Tmr timer Zeitgeber
WghFctr weighting factor Gewichtungsfaktor
Designation defined for <extension> field

Table 5: Application software
_AXIS Gruppenstützstelle Axis points
_Co Konstante Constant data
_CSTR Datenstruktur (nur intern) Data structure (internal use only)
_CUR Kennlinie Curve
_GCUR Gruppenkennlinie Group curve
_GMAP Gruppenkennfeld Group map
_MAP Kennfeld Map
_mp Meßpunkt (über Instrument) Measuring point
no extension Message Message
intro_naming.fm 21.12.2005
P_340 Y445 S00 746-V91 Confidential Intro_Abbreviation - 21 -
DS-CV/EET Abbreviations used docu-Intro
1.5 Abbreviations used

(Intro_Abreviation)
Table 6: List of abbreviations

Abbreviation Designation (English) Designation (German)
Abs absolute/absolute value absolut/Absolutwert
Abv above (von) oben
AC air conditioning Klimatisierung
ACC adaptive cruise control Adaptiver Fahrgeschwindigkeitsregler
Accn Acceleration Beschleunigung
AccPed accelerator pedal Fahrpedal
Ack Acknowledgement Anerkennung,
Act actual (value) Ist- (wert)
Actn Action Massnahme
Actr actuator Steller
Actv active, activate aktiv, aktivieren
AD Control duration Ansteuerdauer
Adapt adaption Adaption
Adbt adiabatic adiabat
ADC Analog digital converter Analog-Digital-Converter

Add additional Zusatz-
AddMet additive metering Additivdosierung
Adj adjust(ment) abgleichen, Abgleich
Admin administration Verwaltung
Aft after nach
AftRun After run Nachlauf
Ag angle Winkel
Air Air Luft
Airb Airbag Airbag
AirFlt air filter Luftfilter
Alrm Alarm Alarm
Ana analogue Analog
Ann annex Anbau
AP air pressure Luftdruck
APP Accelerator Pedal Position Fahrpedalstellung
Appl application Applikation
Aprx approximate näherungsweise, ungefähr
APS Air pressure sensor Atmosphärendruck Sensor
ARD Active surge dampener Aktiver-Ruckel-Dämpfer
ARF Exhaust gas reciculation Abgasrückführung
ARW Anti reset windup Anti-Reset-Windup
Ascn antiscanning Antiscanning
ASD Active surge dampener Aktiver-Ruckel-Dämpfer
Ash Ash Asche
ASR Traction control system Antrieb-Schlupf-Regelung
AST Automatic Shift Transmission automatisiertes Schaltgetriebe
AT automatic transmission Automatgetriebe (Stufenautomat)
Atm atmosphere Atmosfähre
Aut autonomous selbständig
Auth authorization Ermächtigung
Auto automatic automatisch
Avrg average Mittelwert/Durchschnitt
Axl axle Achse
Bal balancing Ausgleich
Bas basic Grund (wert)
Batt Battery Batterie
Bef before vor
BIP Beginning of injection period Magnetventil-Schließzeit
Blk blink blinken
Blw below (von) unten
BlwBy Blow by vorbeiströmen
Bnd Bound Begenzt
Bnk bank Bank
BP boost pressure Ladedruck
BPACD boost pressure actuator component driver Ladedrucksteller Komponententreiber
BPS Boost pressure sensor Ladedruck Sensor
Br breadth Breite
Brk Brake Bremse
Brn burn brennen
Bst boost Lader, Lade-
BstPres boost pressure Ladedruck
Btn Button Taster
BufC buffer capacitor Pufferkondensator
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docu-Intro Abbreviations used DS-CV/EET

Byp bypass bypass, Umgehung, Umleitung
Calc calculat(e)/(ion), calculation berechnen
CalVal caloric value kalorischer Wert, Heizwert
CAN Controler area network Controller-Area-Network
Cap Capacity Kapazität
Capbl capability Fähigkeit
CaS camshaft Nockenwelle
Casc Cascade Kaskade
Cat catalyst Katalysator
CC Cruise control Fahrgeschwindigkeitsregler
Cfg configuration Konfiguration
Ch charge laden
Cham chamber Brennraum
Change Change (From previous) Aenderung
Char charactersitics Verlauf, Charakteristik
Chk check-up Überprüfung
Chlg challenge Challenge (Zufallszahl)
Chng Change Wechsel/Änderung
Chrg charge laden
Circ circumference Umfang
Clb Calibrate, Calibration kalibrieren
Clct collected gesammelt
Cld cold kalt
Clg Cooling Abkühlung
Clk Clock Uhr
Cln clean sauber
Clnt Coolant Kühlmittel
Clr clear löschen
Cls class, classification or closure Klasse, Klassierung oder schliessen
Clsd Closed geschlossen
Clsn collision Kollision
Clth Clutch Kupplung
Cmb Combustion Verbrennung
Cmp Compare Vergleiche mit
Cmpr Compressor Verdichter
Cncl Cancel Abbruch
Cnd conductivity Leitfähigkeit
Cnsmp Consumption Verbrauch
Cnt counter Zähler
Cnv Conversion Umrechnung
Cnvt convection Konvektion
Co coordination Koordination
Coeff coefficient Koeffizient
Cohr Coherent zusammenhängend
Com communication Kommunikation
Comp compensation Kompensation
Con condition Bedingung
Cond condition Bedingung
Conn Connection Anschluß
Const Constant Konstant
Cont continuous fortlaufend
Coop Cooperation Kooperation
Cor correction Korrektur
Corr corrected korrigiert
Cpl complementary komplementär
Cpt Concept Begriff, konzept
CrCtl cruise control Fahrgeschwindigkeitsregelung
Crit critical kritisch
CrS crankshaft Kurbelwelle
Crv Curve Kennlinie
Crw crosswise quer-
Cs case Fall
CT coolant temperature Kühlmediumtemperatur
Ctl Controll Steuerung
Curr current aktuell
Cycl cycle (of combustion) Zyklus, Arbeitspiel
Cyl cylinder Zylinder
DAMOS Program for generating and controlling application Programm zur Generierung und Verwaltung der
data Applikationsdaten
Dbl double Doppel
DC direct current Gleichstrom
intro_abbreviation.fm 21.12.2005

DCS Drag torque engine control Motor-Schleppmoment-Regelung
Deb debouncing Entprellung
Dec Decrement Decrement
Decl decceleration Verlangsamung
DeClth declutch Kupplung loesen
Decn Deceleration Verlangsamen / Verzögerung
Def defect defekt
Del delay(ed) Verzögerung
Dem demand Anforderung
Dens density Dichte
Des desired (value) Wunsch-, Soll- (wert)
Det determination; detection Ermittlung; Erkennung
Dev device Gerät, Bedienteil, etc.
Dfl default (value) Vorgabe(-wert)
DFPM Diagnostic faultpath management Diagnose Fehlerpfad Management
Dia Diagnostic Werkstattdiagnose
Diam diameter Durchmesser
Diff difference Unterschied/Differenz

Dig digital digital
DirInd direction indicator Fahrtrichtungsanzeiger (Blinker)
Disbl disable ausserstand setzen, unfaehig machen
DisCh discharge entladen
Displ Displacment Verschiebung
Dlv delivery Förderung, Lieferung
Dpn dissipation, loss Verlust, Abfall
Drft drift Drift
Drv drive Fahren
DSCHED Diagnostic scheduler Diagnose Scheduler
DSM Diagnostic system management Diagnose System Management
Dspl Display Anzeige
Dst distance Abstand
DT1 Differential element 1st-order Differential Zeitglied 1. Ordnung
DT2 Differential element 2nd-order Differential Zeitglied 2. Ordnung
Dur duration Dauer
DVAL Diagnostic validator Diagnose Validierer
Dvt deviation Abweichung
Dwn down abwärts
Dyc duty cycle Tastverhältnis
Dyn dynamic dynamisch
DZG Engine speed sensor Drehzahlgeber
ECU Electronic control unit Steuergerät
EDC Electronic Diesel Control Elektronische Dieselregelung
EEP EEPROM EEPROM
EEPROM Data memory Datenspeicher
Eff effective effektiv, wirksam
EG exhaust gas Abgas
EGR Exhaust gas reciculation Abgasrückführung
EGS Electronic gearbox control Elektronische Getriebesteuerung
EGT Exhaust gas treatment Abgasnachbehandlung
Elec electrical elektrisch
Elm element Element
Emi Emission Emission
Emp empty leer
Emul emulation Emulation
Ena enable berechtigen
End End Ende
Eng Engine Motor
Env environment Umgebung
EPROM Program and data memory Programm- und Datenspeicher
Err Error Fehler
ESP Electronic stabilisation control Elektronische Stabilitätskontrolle
ESS Electrical supply system Elektrisches Bordnetz
Est estimator Bewerter
ET energising time Ansteuerdauer
Eu Euler-Constant Euler-Zahl
Eval evaluation Auswertung
EWS Electronic Immobilizer Elektronische Wegfahrsperre
EXC excitment Erregung (Generator-)
Exch exchange Austausch
ExhGs Exhaust Gas Abgas
Exo exothermal exotherm

Exp expansion Ausbreitung
Ext external extern
Extd extended verlängert
Fac factor Faktor
FBC fuel balancing control Mengenausgleichs- / Laufruheregelung
Fdbk feedback Rückkopplung
FGG Vehicle speed sensor Fahrgeschwindigkeitsgeber
FGR Cruise control Fahrgeschwindigkeitsregler
FID Function Identifier Function Identifier
Fl fuel... Kraftstoff...
FLC Debouncing counter error confimation Entprellzähler Fehlerbestätigung
Flow flow fließen, gleiten
FlPe Flow pipe Pumpenvorlauf
Flt filter Filter
Frc friction Reibung, Reib-
Frq frequency Frequenz
Frz freeze einfrieren
Fst fast schnell
Ful full voll
FullLd full load Volllast
Func function Funktion
Gag Gauge Meßinstrumente
Gbx Gearbox Getriebe
Gear gear Gang
Get get gib (Wert holen)
Glw glow glühen
GlwUn glow unit GZE
Gn gain Verstärkung
Gnd Ground Masse
Gvnr governor Regler
HaVal half value Halbwert
HBrg H-Bridge H-Brücke
Hdl handling Behandlung
HdShk Handshake Handshake
Heal healing Heilung
HFM Hot film air mass sensor Heißfilm-Luftmassenmesser
HGB Limitation of maximum vehicle speed Höchstgeschwindigkeitsbegrenzung
Hght Height Höhe
Hi high hoch
HLC Healing debouncing counter Entprellzähler Fehlerheilung
Hold Hold Gehalten
Hp high pressure ... Hochdruck...
HsLn Hoseline Schlauchleitung
Ht heat Wärme, Hitze
Htg Heating Heizung
HW Hardware Hardware
HWK Hardware capsule Hardwarekapsel
Hyd hydraulic hydraulisch
Hys Hysteresis Hysterese
IAT intake air temperature Einlasslufttemperatur
IC integrated circuit integrierter Schaltkreis
ID Identifier ausweis
Idl idle Leerlauf
Idn Identification ausweisen
Idx index index
Imp impulse Impuls
In input Eingabe / Eingangswert
Inacc inaccurate ungenau
Inactv inactive, inactivate inaktive, inactivieren
Inc increment Increment
INCA Application tool Applikationstool
Incor incorrect unrichtig
Incr increase erhöhen
Ind Index Index
IndAir induction air Ansaugluft
IndVol induction volume Einlaßvolumen
Inhib Inhibit hemmen
Ini initialise initialisieren
Init initialise initialisieren
Inj injection Einspritzung
Inq inquiry Abfrage

Inr inner inneres (Moment.)
Int internal Intern
Integ integrator Integrator
Intk Intake Einlass
Intr Interrupt Unterbrechung
Intv intervention Eingriff
Inv invert invertieren
Ipo Interpolation Interpolation
Irr Irregular Irregulär
Irvrs irreversible irreversibel
Iter iteration Iteration
Jmp jump Sprung
Key key Schlüssel
Kin kinematic kinematisch
Kls keyless schlüsselfrei
KSM Short circuit to ground Kurzschluß nach Masse
KSUB Short circuit to battery voltage Kurzschluß nach Batteriespannung
KW2000 Keyword 2000 (Diagnostic-Protocol) Keyword 2000 (Diagnose-Protokoll)

LA open output Leer-Ausgang
Lck lock Sperr-
Ld Load Last
LDS Boost pressure actuator Ladedrucksteller
Lead lead Vorhalt
Lean lean mager
Lght light Licht
Lifti lifetime Lebensdauer
Lim limitation, limit Begrenzung
Lin linear linear
Lkg Leakage Leckage
LLR Low-idle governor Leerlaufregelung
Lmbd lambda lambda
Lmp lamp Lampe, Leuchte
Lng lengthwise längs-
Lngth length Länge
Lo low niedrig
LoLim lower limit Untergrenze
Lp loop Schleife
LPFlt Low-pass filter Tiefpassfilter
Lrn learn lernen
LS lower stop unterer Anschlag
LSB Last significant bit Last significant bit
Lst last letzter,letzte, voriger, vorige
LSUCD Lambda sensor Component Driver Lambda sonde Komponententreiber
Ltd limited begrenzt
Lte late spät
Lvl level Niveau
Manf manifold (Ansaug-)Krümmer
Mark marker Merker
Max maximum Maximum, maximal
Meas measurement Meßwert
Mech mechanical mechanisch
Mem memory Speicher
Met metering Dosierung
MI1 main injection one erste Haupteinspritzung
MI2 main injection two zweite Haupteinspritzung
Mid middle mitte
MIL Malfunction indicator lamp Malfunktion Indicator Lamp
Min minimum Minimum, minimal
Misf misfiring Zündaussetzer
Mlt Multiplication, multiplicative Multiplikation, multiplikativ
Mn main Haupt-...
Mnt mounting Anbau-...
Mod model Modell
Mon monitoring Überwachung
Mov movement Bewegung
Ms Mass Masse
MSB Most significant bit Most significant bit
Msg Message Botschaft
Msk mask Maske
MSR Drag torque engine control Motor-Schleppmoment-Regelung
MSS Multiple State Switch Vielfachumschalter

Mswt Multiswitch Mehrfachschalter
Mul multiple Mehrfach
N rotational speed, revs Drehzahl
NBF Needle motion sensor Nadelbewegungsfühler
Neg negation Negation
Neutr neutral neutral
New new neu
No no nicht, kein
NoLd no load elektrischer Leerlauf
Nom Nominal value for governor Sollwert für Regler
Norm Normalisation Normierung
Nrm normal normal
NSC NOx storage catalyst NOx Speicherkatalysator
Nu Nusselt Number Nusselt-Zahl
Num number Nummer, Anzahl
NW Camshaft Nockenwelle
O2 Oxygen Sauerstoff
OBD On board diagnostic On Board Diagnose
Obsvr Observer Beobachter
Off off aus
Ofs offset Offset
OK okay gut, in Ordnung
Old old alt
On on an
Op operating betriebs-..., Betrieb
Opn Open Offen
Opr operator Operator
Ord order Auftrag
Orig original Ausgangs-
Out output Ausgabe
Ovht Overheat Überhitzung
Ovr over über
OvrRun Overrun Schub
Par parameter Parameter
PartLd part load Teillast
PDT1 Proportional differential element 1st-order Proportional Differential Zeitglied 1. Ordnung
PDT2 Proportional differential element 2nd-order Proportional Differential Zeitglied 2. Ordnung
Per period Periode/Zeitabschnitt
Perm permanent permanent
Pers persistent (i.e. value 'survives' between states) persistent (z.B. Wert 'überlebt' Zustandsaktivierungen)
PFlt Particulate Filter Partikelfilter
Ph phase Phase
PI Proportional integral element Proportional Integralglied
PIDT1 Proportional integral differential element 1st-order Proportional Integral Differential Zeitglied 1. Ordnung
PIDT2 Proportional integral differential element 2nd-order Proportional Integral Differential Zeitglied 2. Ordnung
PiI1 pilot injection one erste Voreinspritzung
PiI2 pilot injection two zweite Voreinspritzung
PiI3 pilot injection three dritte Voreinspritzung
Plaus plausibility Plausibilität
Plltn Pollution Verschmutzung
Plly Pulley Rolle
Pls pulse Stoss, Puls
Pmp pump Pumpe
Pnc panic Panik
Pnt point Punkt, Stützstelle
PoI1 post injection one erste Nacheinspritzung
PoI2 post injection two zweite Nacheinspritzung
Polar polarisation Polarisation
Poll polling Sendeaufruf
POp point of operation Betriebspunkt
Port port Kanal
Pos position Position
Prc percent Prozent
Pre Pre-... Vor...
Prectl precontroll Vorverstärkung
Prep Preperation Vorbereitung
Pres Pressure Druck
Prio Priority Priorität
Prj Project Projekt
Prop proportional proportional
Prp propulsion Vortrieb

Prt protection Schutz
Prv prevention Vermeidung, ...
PS parameter set Parametersatz
Pse pause Pause
Psng Poisioning Vergiftung
PSP Pre-supply-pump Vorförderpumpe
Pst post nach
PT1 Proportional element 1st-order Proportional Zeitglied 1. Ordnung
PT2 Proportional element 2nd-order Proportional Zeitglied 2. Ordnung
Pth path Pfad
Ptt Pattern Muster
Pull pull Zug
PWG Accelerator pedal sensor Pedalwertgeber
PWM Pulse width modulation Pulsweitenmodulation
PwrStg power stage Endstufe
Qck quick... schnell...
Qnt quantity Menge
RA Governor deviation Regelabweichung

RAM Data memory Datenspeicher
Rat ratio Verhältnis
Raw raw roh (wert)
Rd Read Lesen
Re Reynolds Number Reynolds-Zahl
Rea reach erreichen
Rec Reciprocal Reziprok/Kehrwert
Recg Recognition Anerkennung
Red reduced reduziert
Ref reference Führungsgröße
Reg register Register
Regr regression Regression
Rel relative/relative value relativ/Relativwert
Rep repetition Wiederholung
Repl replacement Ersatz
Req request Anforderung
Reqd required angefordert
Res resume Wiederaufnahme
Resp response Rückmeldung
Rev revolution Umdrehung
RevGear Reverse Gear Rückwärtsgang
Rgl regulation Regelung
Rgn regeneration, regenerate Regeneration, regenerieren
Rich rich fett
Rls release Freigabe, freigeben
Rly relay Relais
Rmp ramp Rampe
Rng range Bereich, Intervall
ROM Program memory Programmspeicher
Rslt Result Ergebnis
Rst Reset Reset
Rstrt Restart Restart
Rtn rotation Umdrehung
Rtr Rotor Läufer
Rurl rural ländlich
Rvrs reversible reversibel
Rx Receive erhalten
Saf safety Sicherheit
SB Start of injection Spritzbeginn
Sctn section Bereich, Abschnitt
SDM standard diagnostic mode Standard Diagnose Modus
Sec secondary sekundaer
Secr secret geheim
Seg segment Segment
Sel selection Auswahl
Sens Sensor, Sensing Sensor, Erfassung, Messung
Seq sequence Abfolge
Set set Stell/Setz
SetPoint setpoint Sollwert
Sfty Safety Sicherheit
SG Control unit (ECU) Steuergerät
ShCir short-circuit Kurzschluß
Shft shift Verschiebung

ShOff shut off abstellen/abschalten
Sig signal Signal
Sim Simulation Simulation
Slct selective Selektiv
Slp slope Anstieg
Slw slow langsam
Smk smoke Rauch
Snce since seit
SOE start of energising Ansteuerbeginn
Sot Soot Ruß
SOx Sulphur Oxide Schwefeloxid
Spd speed Geschwindigkeit/Drehzahl
Sply supply Versorgung, Bereitstellung
Spo spontaneous spontan
Spr spare Ersatz-
Sq square quadratisch
Sqr square root Quadratwurzel
SRC Signal Range Check Signalbereichsüberwachung
St state Status
Stab Stability Stabilität
Stall stallen absterben (Motor)
Stat static statisch
Std standard Standard
Stg Stage Stufe
Stoich stoichiometric stöchiometrisch
Stp Step Schritt
Strg steering Steuerung
Strk stroke Kolbenhub
Strm stream Strömung
Strt start Start, Beginn
Struct structure Struktur
StSp (Engine) Start Stop (Motor-) Start-Stop
Sty steady, stationary stationär
Sub subtract(ed), subtraction abziehen(d)[subtrahieren(d)], Subtraktion
Subs substitute Ersatz
Suc Success, successful Erfolg, erfolgreich
Sum summation Summe
Surf surface Oberfläche
SW Software Software
Swrl swirl Verwirbelung, Drall
Swt switch Schalter
Sync synchronous synchron
Sys system System
Tab table Tabelle
TCS Traction Control System Antriebsschlupfregelung (ASR)
Temp temperature Temperatur
Term terminal Klemme
Thres threshold Schwelle
ThrPl throttle-plate Drosselklappe
ThrVlv Throttle Valve Drosselventil
Tmp temporary temporär
Tmr timer Zeitmesser / Timer
TO timeout Zeitüberschreitung
Tolc tolerance Toleranz
Tors Torsion Verdrehung
Tot total gesamt/total
TPU Timing processor unit Timing-Einheit des Mikroprozessors
Trans transition Übergang
Trb turbo Turbo
Trbn turbine Turbine
Trg Trigger Trigger
Trm trim trimmen, abgleichen
TSC Electronic gearbox control Elektronische Getriebesteuerung
Tst test Test
Tx Transmit übertragen
Type type Typ
UI Unit Injector Pumpe Düse
Un Unit Einheit
UnFlt unfiltered value ungefiltert
Up Up Aufwärts
Upd update aktualisieren

UpLim upper limit Obergrenze
Urb urban städtisch
Usht undershoot Unterschwingen
UT Overtemperature Übertemperatur
Val value Wert
Var variant verschieden, Variation ,Variante
Veh Vehicle Fahrzeug
Vel velocity Geschwindigkeit
VGW Default value Vorgabewert
Virt virtual virtuell
Vltg voltage Spannung
Vlv Valve Ventil
Vol volume Volumen
VolEff volumetric efficiency Luftaufwand
VS100 Applicationtool Applikationstool
Vsc viscosity Viskosität
VSS Vehicle speed sensor Fahrgeschwindigkeitsgeber
Wait wait warten

WD Watchdog Watchdog
Wgh weighting Wichtung
Whl wheel Rad
Win window fenster
WndScr Wind screen Windschutzscheibe
Wr Write Schreiben
WrkSph working sphere Arbeitsbereich
Wrm warm warm
Wt water Wasser
WUC Warm up cycle Warm Up Cycle
Wv wave Welle
Z Number of cylinders Zylinderanzahl
Zon zone Zone, Bereich
Zr Zero Null
- 30 - Intro_Switches Y445 S00 746-V91 Confidential P_340
Docu-Intro Description of the software switches DS-CV/EET
1.6 Description of the software switches

(I ntro_Switches)
1.6.1 General Software switches are used in various areas of deployment. One of these is the adaptation of the software
to the different equipment features of a vehicles. Examples are air conditioning or the use of different gearbox
types. Furthermore, it is desirable to be able to influence the behaviour of a function during the application
phase. Different types of switches ensue from this, which are described in chapter “Switch types” on page 30.
1.6.2 Structure of software switch- All software switches have the same structure. They consist of two application parameters and a message.
es The switch type and switch value can be set using the parameters. The current switch value is available in
the corresponding message. A change of the switch value always becomes effective only after a control unit
reset.
Table 7: Parameters and message of a software switch
Meaning Naming convention Example
Message with current switch value <Component>_swt<switch identifier> PCR_swtQntCtl
Parameter for switch type <Component>_swt<switch identifier>Type_C PCR_swtQntCtlType_C
Parameter for switch value <Component>_swt<switch identifier>Val_C PCR_swtQntCtlVal_C
1.6.3 Switch types

EEPROM switch (storage in the EEPROM) After the control unit has been manufactured, the respective equipment features have to be activated via
software switches. This is performed by the end-of-line programming. The vehicle configuration is written to
the EEPROM using a diagnostic tester. After a control unit reset, the configuration is read from the EEPROM
and the corresponding function is made available. This type of switch can be recognized by the value
SWT_TYPE_EEP (1) (Example: PCR_swtQntCtlType_C = 1). Note: With this switch type, the switch value
is not normally taken into account unless the configuration stored in the EEPROM was invalid or a read error
occurred when accessing the EEPROM. In this case, the switch value from the data set is used as a
substitute.
Application switch (storage in the data set) With this switch type, the equipment features can be set using the data set. In this case, the switch value is
not read from the EEPROM, but from the data set, instead. This is advantageous during the application phase
since the switch value in the EEPROM can only be changed with an additional tool (eg. diagnostic tester).
This type of switch can be recognized by the value SWT_TYPE_APPL (2) (Example:
PCR_swtQntCtlType_C = 2). In this case, the function can be influenced via the switch value
(<Component>_swt<switch identifier>Val_C). The selected function is available after a control unit reset.
Figure 4 : Use of an application switch
< C o m p o n e n t> _ s w t< s w itc h d e s ig n a tio n > T y p e _ C ( = 1 E E P R O M ; 2 A p p lik a tio n )
v a lu e fr o m E E P R O M 1
o u tp u t
m e s s a g e c h o o s e n b y 2
< C o m p o n e n t> _ s w t< s w itc h id e n tifie r > V a l_ C
in tr o _ s w itc h e s _ 2 .d s f
DAMOS switch (storing a switch value in the data With the third type of switch, the switch value is also stored in the data set. What is special about this is that
set) each switchover also requires a new DAMOS run. This means that a specific function has already been
prepared in the software, but the corresponding data have not yet been included into the software. This
avoids unnecessary use of memory. The example in figure 5 serves to explain the range of use. The
possibility should exist of influencing the variable C with a curve either by the input A or B. If the data for both
curves is contained in the software, you can toggle rapidly between the functions, but there is an unnecessary
use of memory. Here, the DAMOS switch provides a remedy. During software generation in the DAMOS run
the data structure for only one curve is created. Therefore, switching over to the other function requires a new
DAMOS run. This switch variant is detected using the value SWT_TYPE_DATASET (0). (Example:
PCR_swtLimSel = 0)
Figure 5 : Application of a DAMOS switch
< c o m p o n e n t> _ s w t< s w itc h d e s ig n a tio n >
C
..._ C U R
P
..._ C U R in tr o _ s w itc h e s _ 1 .d s f
Summary The different switch types are represented in table 8. The switch type should never be changed. However,
there are cases in which the application engineer wishes to change the type of switch, eg. from storage in
the EEPROM (SWT_TYPE_EEP) to storing in the data set (SWT_TYPE_APPL) or vice versa. If the switch
has been defined as a so-called DAMOS switch (SWT_TYPE_DATASET), a change of the switch type is not
permitted!
A list of all switches can be found in Chapter “Switch tables” on page 31.
Table 8: Switch types
Switch type Meaning
DAMOS switch Switch value stored in the data set. A switchover requires a new DAMOS run.
SWT_TYPE_DATASET (0)
EEPROM switch Switch value stored in the EEPROM. If the value is invalid, the value from the data set will be used.
SWT_TYPE_EEP (1)
Application switch Switch value stored in the data set. The switch value may be changed by means of the switch value
SWT_TYPE_APPL (2) parameter (please note: control unit reset required).
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1.6.4 Switch tables

Table 9: DAMOS switch
Switch name Parameter for switch value Parameter for switch type
(Message)
Table 10: EEPROM or application switch

Switch name Parameter for switch value Parameter for switch type
(Message)
APPCD_swtAPPEval APPCD_swtAPPEvalVal_C APPCD_swtAPPEvalType_C
BPSCD_swtInst BPSCD_swtInstVal_C BPSCD_swtInstType_C
BPSCD_swtSigVal BPSCD_swtSigVal_C BPSCD_swtSigType_C
CmbChb_swtMonClutch CmbChb_swtMonClutchVal_C CmbChb_swtMonClutchType_C
CoDT_swtCoType CoDT_swtCoTypeVal_C CoDT_swtCoTypeType_C
EGPpCD_swtP3Abs EGPpCD_swtP3AbsVal_C EGPpCD_swtP3AbsType_C
EGPpCD_swtP3Inst EGPpCD_swtP3InstVal_C EGPpCD_swtP3InstType_C
FlMng_swtFullLdRgl FlMng_swtFullLdRglVal_C FlMng_swtFullLdRglType_C
FlSys_swtTempSensCfg FlSys_swtTempSensCfgVal_C FlSys_swtTempSensCfgType_

C
Gearbx_swtType Gearbx_swtTypeVal_C Gearbx_swtTypeType_C
IAHSCD_swtSig IAHSCD_swtSigVal_C IAHSCD_swtSigType_C
IEDPCD_swtPDiffInst IEDPCD_swtPDiffInstVal_C IEDPCD_swtPDiffInstType_C
InjCrv_swtPiIDblCorM InjCrv_swtPiIDblCorMapVal InjCrv_swtPiIDblCorMapTyp
ap _C e_C
LSUCD_swtAdpt LSUCD_swtAdptVal_C LSUCD_swtAdptType_C
LSU_swtEna LSU_swtVal_C LSU_swtType_C
MFLvCD_swt3Btn MFLvCD_swt3BtnVal_C MFLvCD_swt3BtnType_C
MFLvCD_swtCrCtl MFLvCD_swtCrCtlVal_C MFLvCD_swtCrCtlType_C
OvRMon_swtAPPEvalVal_C OvRMon_swtAPPEvalType_C
PrpCtl_swtSpdLim PrpCtl_swtSpdLimVal_C PrpCtl_swtSpdLimType_C
Prp_swtCCOn Prp_swtCCOnVal_C Prp_swtCCOnType_C
Prp_swtCCSel Prp_swtCCSelVal_C Prp_swtCCSelType_C
Rail_swtPreCtlVal_C Rail_swtPreCtlType_C
Rail_swtPress Rail_swtPressVal_C Rail_swtPressType_C
Rail_swtWindUpVal_C Rail_swtWindUpType_C
TSSCD_swtTrbInst TSSCD_swtTrbInstVal_C TSSCD_swtTrbInstType_C
VSSCD_swtSig VSSCD_swtSigVal_C VSSCD_swtSigType_C
VehDa_swtSrcEngSpd VehDa_swtSrcEngSpdVal_C VehDa_swtSrcEngSpdType_C
MSSCD_swtSigSrcVal_C MSSCD_swtSigSrcType_C
MFLvCD_swtSigSrcCANVal_C MFLvCD_swtSigSrcCANType_C
ImmCtl_swtSigSrcPINVal_C ImmCtl_swtSigSrcPINType_C
MFLvCD_swtSrc3BtnVal_C MFLvCD_swtSrc3BtnType_C
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1.7 Symbols used

(Symbols)
Function group:
CARTRONIC-Strutucre:docu-Intro-Symbols
1.7.1 Commentary to the figures

Figure 6 : Symbol definition, part 1
A d d itio n
& lo g ic A N D
S u b tr a c tio n
>= 1 lo g ic O R
M u ltip lic a tio n
D iv is io n | x | A b s o lu te
+ - N e g a tio n
M X M a x im u m
G re a te r
M N M in im u m
G re a te r o r E q u a l
B e tw e e n
L e s s
L e s s o r E q u a l ! N o t
S w itc h
E q u a l (s y m b o l s h o w s
p o s itio n o f s w itc h a t " 0 " )
if > th e n
N o t E q u a l
IF th e n
s y m b o ls _ o v e r v ie w _ 1 .d s f
g e t b it a t P o s .
G e tB it if > th e n | e ls e
P o s .
IF th e n
g e t b it a t P o s .
S e tB it e ls e
P o s . V a l.

K _ x K _ a _ C
r e c e iv e m e s s a g e P c a lib r a tio n la b e l
K _ y P
s e n d a n d r e c e iv e m e s s a g e
c a lib r a tio n c u r v e
K _ z
s e n d m e s s a g e K _ 1 _ C U R s y m b o ls _ o v e r v ie w _ 2 .d s f
a b c P
R A M v a r ia b le
c a lib r a tio n m a p
a b c
c o n s ta n t K _ 1 _ M A P
P -g o v e rn o r P T 1 -g o v e rn o r
P P T 1
I-g o v e rn o r D T 1 -g o v e rn o r
K D T 1
P I-g o v e rn o r
P I
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p a ra m
x y D e b o u n c e o f in p u t x
S h o r t p u ls e s w ill n o t a p e a r a t o u tp u t x R A M P y
F U N C T . R a m p in g fr o m ix to x
e n d
T 0 ix
H y s te r e s is s w p o s p a ra m
x a
y S w itc h b e tw e e n x a a n d x b v ia a r a m p
x b p o s
a c tiv e
T 0 is w
L im ita tio n o f in p u t x
C o u n te r
( e v e n ts s in c e a c tiv a tio n )
T r ig g e r a t fa llin g e d g e
C lo c k
( tim e s in c e a c tiv a tio n )
T im e r
T r ig g e r a t r is in g e d g e ( tr u e if s ta r t v a lu e
h a s n o t e la p s e d )
T D e la y o f fa llin g e d g e b y ...
T r ig g e r a t e a c h e d g e
T D e la y o f r is in g e d g e b y ...
D e la y o f o n e tim e s te p
c o n d itio n 2 M u ltip le x o p e r a to r
P
c o n d itio n 1
P
in p u t1
o u tp u t c o n d itio n 1 c o n d itio n 2 o u tp u t
in p u t2 fa ls e fa ls e in p u t1
fa ls e tru e in p u t2
in p u t3
tru e fa ls e o r tr u e in p u t3
1.7.1.1 Block diagrams Block diagrams provide a more precise functional representation. Each block is described in an additional
figure and/or corresponding commentary:
Figure 10 : Sample block diagram
G e a rb x _ s tG e a r
P a ra m e te r
s e le c tio n
V S S C D _ v P r p C tl_ tr q S p d L im
S e tp o in t
tr a c k in g P I-c o n tr o lle r
C o D T _ tr q M in
C o D T _ trq M a x
A c c o r d in g to B o s c h s ta n d a r d
1.7.1.2 Function diagrams The main emphasis of the documentation is the graphic representation of the software functions. The
function figures illustrate the correlation between input and output variables of a function. A distinction is
made between data flow and check flow: data flow values are for example sensor signals or messages that
represent an analog value such as coolant temperature or torque. Check values are signals that control the
data flow sequence (control flow) such as signals from switches or status bits for the diagnostic functions.
The following example illustrates how the signals from engine speed sensor and coolant temperature sensor
(data flow) are further processed, depending on the state of the brake signal (check flow). As a rule, inputs
are located in the left margin of function figures, and outputs in the right margin.
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Figure 11 : Sample data flow chart

E n g _ n A v rg P
C T S C D _ t
E n g _ V a lu e 2
E n g _ p 1 _ M A P
P
E n g _ p 2 _ M A P
B rk C D _ s tD e b V a l
P
1.7.1.3 State diagrams

Figure 12 : Sample state diagrams
S
S T A N D B Y
2
-/b re a k A fte rru n
1 -/s ta rtO K
-/s ta rtN o tO K
1
-/b re a k S ta rt 1
A F T E R R U N S T A R T
-/s ta rtD o n e
- /e n g in e O ff
1
N O R M A L
S Initial state
1,2 Priority of the transition
-/xxx Transition condition
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2 Dataflow-orientated functional description (Intro_Functions)

Function group:
CARROTNICSt- ructuredoc:u-Intro
This chapter is the functional overview of the EDC16. Software layers and architecture are not taken into
account.
The descriptions consist of block diagrams accompanied by explanatory text. The main functions are
hierarchically subdivided. The components (see Chapter III) that include detailed descriptions of the
subfunctions are cross-referenced beginning with the 2nd or 3rd hierarchical level.
2.1 Basic principle of vehicle con- In contrast to the EDC15, the injection quantity no longer forms the only reference variable for the setpoint
trol in EDC16 path. Based upon the commands made by the driver through the control elements (pedals, switches), the
operating state detected by sensors and, if necessary, the resultant demands of other control units installed
in the vehicle, the orders for open-loop and closed-loop control of the physically existing subsystems are
issued with regard to their measurable external influences. Specifically, this means:
• Propulsion demand: Torque at gearbox output
• Demand to drive train / engine: Torque at the clutch input or at the crankshaft
• Demand on the individual injection system: injected fuel quantity, start of injection (or course of injection)
The order path from accelerator pedal to injection unit is accordingly subdivided into three stages:
1. Mapping of the accelerator pedal to a propulsion torque command and coordination of external and
internal propulsion interventions (cruise control, speed limitation and vehicle dynamics functions)
2. Conversion of gearbox output torque into a clutch torque using the drive train ratio; addition of accessory
requirements, resulting in the engine torque setpoint
3. Conversion of setpoint torque into a corresponding setpoint fuel quantity taking into account frictional
losses and the current, operating point-dependent efficiency
The system architecture CARTRONIC(R) developed by Bosch provides for central acquisition of all energy
requirements in order to permit optimum energy management for all forms of energy in the vehicle. In the
“power management” function, individual consumers can either be switched off (eg. air conditioning
compressor) or reduced (eg. propulsion) in the event of energy shortfall. For vehicles with starter-generator,
the operating mode as generator or additional drive motor (boost operation) can be specified in this function,
depending on the overall balance. These functions are not contained in the basic version of EDC16. The
setpoint default for propulsion is determined solely on the basis of torque.
Illustration 1 shows a purely schematic overview of the relevant function groups. Only the signals for the
respective setpoint of torque (or power) are shown. The main function groups are explained in detail below.
Figure 13 : Setpoint coordination
C o V M _ trq P rp D e s C o V e h _ trq P rp D e s
p r o p u ls io n
p o w e r d r iv e tr a in C o D T _ trq D e s
e n g in e c o n tr o l
in tr o _ fu n c tio n s _ 1 .d s f
A lt_ tr q D e s m a n a g e m e n t c o o r d in a tio n
A C T rq C _ trq D e s
v e h ic le S rv R m p _ trq D e s C o V e h _ trq A c s D e s
a c c e s s o ry
r e q u ir e m e n ts
ACTqCr trq_esAlt_DtrqDesCoD_tTrqDesCoVeh_trAcqDessCoVM_trqPrpesDCoVeh_trqPpDr sServRpm_trqesD
2.1.1 Vehicle propulsion This function determines the driver's propulsion torque command from the filtered and checked accelerator
pedal position value. The driveability map is still the core, it is however no longer applicated as an injected
fuel quantity. In the next step, this command is compared against the cruise control demand, or, alternatively,
against the ACC system propulsion rate, for implementation of a maximum selection in the next function
stage. Subsequently, and if required, a limitation is applied via additional functions such as speed or
acceleration limitations. The active vehicle dynamics systems intervene at a subsequent stage. TCS limits
the setpoint torque upwards and DCS limits it downwards. ESP has both intervention possibilities. The
various forms of interventions operate at propulsion torque level so that the function range of present-day
vehicle dynamics systems can be reduced in the future. (Absolute) lead torque (see “Lead path” on page 36)
and order constraint requirements always accompany the setpoint torque. They can be set by all intervening
functions in compliance with the corresponding order constraints.
As a demand for the engine-speed interface (see “engine-speed interface” on page 37) an increased idle
speed can be requested by the driver command in the event of a defective accelerator pedal module.
Figure 14 : Providing the propulsion power setpoint
A c c P e d _ trq D e s
v e h ic le o p e r a to r lo n g itu d in a l P rp B rk _ trq D e s v e h ic le d y n a m ic s C o V M _ trq P rp D e s
c o m m a n d m o tio n c o o r d in a tio n c o o r d in a tio n
A c c P e d _ n M in in tr o _ fu n c tio n s _ 2 .d s f
AccPdeAc_nMcPined_trqDsPepBr k_tr rqDesCoVM_trPrqDeps
Consult the following chapters for more detailed functional descriptions:

• Driver command:
see “Propulsion (Prp)” on page 91
• Longitudinal motion coordination:
see “Propulsion and brake (PrpBrk)” on page 88
• Vehicle dynamics coordination:
see “Vehicle motion (VehMot)” on page 78
2.1.2 Accessories Parallel to the propulsion torque demand, those vehicle accessory demands are acquired for accessories
whose contributions are not directly acquired at measurement of the engine drag torque (alternator, servo
pump, air conditioning compressor etc.). All demands are issued directly as torque.
• Consumer: alternator (see “Alternator (Alt)” on page 383)
• Consumer: air conditioning (see “Air conditioning (AC)” on page 250)
• Consumers: (see “Power steering pump (SrvPmp)” on page 199)
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2.1.3 Power management When the energy requirement is > 100 % in power management, a specific, applicatable remedy can be
made to solve this problem.
• Description see “Coordinator vehicle (CoVeh)” on page 48
2.1.4 Drive train The coordinator for the overall vehicle demands a torque setpoint value for vehicle propulsion from the drive
train and a power setpoint for mechanical operation of the vehicle accessories. The coordinated drive train
control can then derive the optimum ratio (and thus the corresponding gear for stepped automatic gearboxes)
from propulsion requirement, operating states and order constraints for automatic gearboxes and can, if
required, shift gears. At any rate, the resulting demand for the engine torque to be applied to the clutch is
derived from the respective current gear ratio. This function is analogous for manual gearboxes if the
engaged gear can be reliably determined. The sum of this requirement and the vehicle accessory torque
requirement amounts to the resultant crankshaft setpoint torque (see “Drive train coordinator (CoDT)” on
page 203).
2.1.5 Engine control The engine control corrects the setpoint value for internal frictional losses and active engine controller (idle,
active surge damper) demands. The fuel setpoint quantities, which directly determine the injected fuel
quantity, the start of injection setpoint and the fresh air setpoint, can be calculated using various limitations
(see “Limitations” on page 37) and the operating point-dependent engine efficiency.
Figure 15 : Engine control
a ir s y s te m
C o E n g _ trq In rR a w In jC tl_ q R a w c o n tro l
C o D T _ trq D e s e n g in e to r q u e C o E n g _ trq In rC u rr fu e l d e liv e r y In jC tl_ q C u r r

c o n tro l c o n tro l
C o E n g _ trq In rS e t In jC tl_ q S e t fu e l in je c tio n
c o n tro l
CoDTtrq_DesCoEg_ntrqInrCrCuEnog_tqInr rRaCwoEn_trgqInrSetnjCI tl_qurCrInjCtl_qRawInjCtl_qSet
Consult the following chapters for more detailed functional descriptions:

Engine torque control Functional description:
• see “Coordinator engine (CoEng)” on page 440
Subcomponents:
∗ see “Low idle governor (LIGov)” on page 573
∗ see “Active surge damper, ASD disturbance compensator (ASDdc_Overview)” on page 677
∗ see “Engine mechanics (EngM)” on page 1487
∗ see “Engine mechanics protection (EngPrt_PrtLimMech)” on page 1571
Fuel delivery control Functional description:
• see “Injection control (InjCtl)” on page 714
Subcomponents:
∗ see “Torque/quantity conversion (FMTC)” on page 720
∗ see “Main injection (InjCrv_MI)” on page 832
• see “Starting system (StSys)” on page 1702
• see “Engine mechanics protection (EngPrt_PrtLimMech)” on page 1571
• Air system control:
see “Air system (AirSys)” on page 908
• Fuel injection control:
see “Injection system (InjUn)” on page 1738
2.2 Lead path Parallel to the setpoint path of the torques (..._trqDes), a lead path is routed through the system. This path is
a general realization of the “slow path” for control in gasoline-powered cars and also replaces the air path
which was previously present in certain EDC15 projects. Setpoint value and lead value differ only
dynamically or with some external interventions. In the stationary case both values are identical. However,
the lead values are derived without taking into account filtering or delaying elements such as accelerator
pedal filter or disturbance compensator.
The lead path is used for three main tasks:
1. Preparation of the more inert air system for a sudden increase in the torque setpoint
2. Preview for the air system for an increase in the torque setpoint with average dynamic
3. Stabilization of the air system during a brief drop in torque setpoint.
The desired effect is achieved by deriving the various dynamic and limited intermediate fuel quantity values
used to determine the setpoints for the air system functions, from the lead value rather than from the torque
setpoint.
Application example torque step An example of a step in the torque setpoint is switching on the air conditioning compressor. The sudden
increase in the torque which is required at this moment cannot be generated by the engine unless the sudden
increase in injected fuel quantity is also accompanied by the corresponding fresh air mass. Without advance
information, the air system will not be capable of providing this increase in fresh air quantity with the required
dynamics. Therefore, after detection and release of the switch-on command, switch-on and associated jump
in setpoint quantity are delayed. However, the lead value “sees” the jump immediately so that the air system
is informed early of an increased demand for fresh air and can provide this at the required moment.
This procedure ensures that the resulting torque for the propulsion remains constant when the compressor
is switched on, and that there are no surges associated with switch-on from the point of view of the driver.
Figure 16 : Lead path for torque jump
le a d v a lu e
s e tp o in t v a lu e
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Application example increase in setpoint value With this application the effect partly already known from EDC15 is to be achieved, that in order to be capable
of partially compensating for its inertial deficit, the air system must be informed as quickly as possible of an
increasing demand due to a highly dynamic positive change in driver command. The application makes use
of the fact that a highly dynamic positive change in driver command is delayed by the accelerator-pedal
sensor filter and the reference filter of the active surge damper in order to improve driving comfort. In contrast,
the lead path is determined from the unfiltered raw values of accelerator pedal sensor and driver command
so that its increase is significantly faster and the air system is provided with an “advance knowledge”.
Figure 17 : Lead path for acceleration
le a d v a lu e
Application example reduction of setpoint value This case typically arises when the traction control function reduces the driver command. If this intervention
occurs within a restricted time period, the lead value is kept at value of the driver command so that the air
system is not prompted to perform adjustment actions which, in any case, cannot be represented by the
torque intervention dynamic. In the case of longer-lasting interventions (eg. permanent traction control
intervention), the lead value must follow the setpoint after a waiting time, in order to prevent a permanent
control deviation for the air mass controller or disadvantages in emission.
Figure 18 : Lead path for torque reduction
le a d v a lu e
2.3 Torque interval determination All vehicle motion functions are based on information about the available propulsion torque interval. This is
used for the limitation of demands, during deactivation of the cruise control and for dynamic mapping of driver
command in overrun etc. The interval limits are determined as follows:
• Maximum value
The maximum engine output torque represents the starting point. Refer to standard engine diagrams for
the corresponding value. The maximum nominal torque is selected for the basic application.
This value is corrected for the external vehicle accessory requirement to determine the torque available
for propulsion. The resulting value is multiplied with the current drive train ratio for manual gearboxes and
with the maximum possible current drive train ratio for automatic gearboxes, in order to achieve the
maximum value of the gearbox output torque. Torque losses of gearbox and drive shaft can also be taken
into account in this calculation.
• Minimum value
The minimum engine output torque is largely dependent on the operating point since it is determined both
by the (negative) engine friction torque and by the low-idle governor compensation.
This value is then converted (depending on the gearbox type) into gearbox output torque using the drive
train ratio and corrected for the vehicle accessory requirements. If compensation of vehicle accessories
through an additional injection is requested also for overrun, the corresponding portion of the vehicle
accessories is not included in the minimum-value calculation, so that the desired effect is achieved by
correcting the setpoint for the overall accessory requirement. As an option, this compensation can be
reduced via a ramp at the start of overrun mode.
To prevent steps in the interval from affecting the accelerator pedal in the event of a sudden switch-on or
shut-off of a consumer, the vehicle accessory requirements are strongly filtered for this calculation.
The final result of this calculation is the torque interval available at the drive shaft(s) (see “Provision of torque
interval (CoDT_PrpTrqRngCalc)” on page 212).
2.4 engine-speed interface The mechanical external effect of the combustion engine can be defined by means of two measured values.
In EDC16 these are engine torque and engine speed.
Therefore a so-called engine-speed interface also exists parallel to the coordination of the torque demands
from the various consumers. Each component can formulate demands regarding the engine speed of its
drive source, which results in simple overall system coordination. The A/C compressor, for example, must
make demands regarding engine speed, not its own rotational speed. Therefore the transmission ratio of the
propulsion may also have to be taken into account.
The engine speed demand facilitates formulation of a minimum and maximum engine speed. The
corresponding labels always end in “_nMin” and “_nMax” respectively. Demands on the same physical or
structural layer are coordinated by maximum or minimum selections. At the engine control interface, the
minimum engine speed demand is used for calculation of the low-idle setpoint speed; the maximum engine
speed demand represents a setpoint for the limiting functions. The same interface can be used for engine
speed control operation provided that the minimum and maximum setpoint speeds are identical and the
corresponding value represents the setpoint for the variable speed controller input.
In addition to the speed requirement for non-engine components, the determination of the setpoint speeds
for the engine components or functions is effected in a second stage. In the current EDC16, the following
components or functions make demands on idle speed.
Table 11: Demands from the vehicle on the low-idle speed
Component Function
AC Idle-speed increase for active air conditioning compressor
see “A/C compressor state control (ACCtl_Logic)” on page 252
AccPed Idle-speed increase in the case of plausibility violation accelerator pedal /
brake
see “Driver command detection (AccPed_DrvDem)” on page 111
ESS Idle-speed increase in the case of low battery
see “Idle speed increase for low battery (ESS_GetNMin)” on page
350 *
2.5 Limitations
2.5.1 Torque path limitations Various limitations intervene within the torque path at different levels (torque, fuel quantity, engine speed).
- 38 - Intro_Functions Y445 S00 746-V91 Confidential P_340
docu-Intro Dataflow-orientated functional description DS-CV/EET
Engine torque limitation The engine mechanics protection (see “Engine mechanics protection (EngPrt_PrtLimMech)” on page 1571)
provides the limiting torque EngPrt_trqPrtLim to protect the engine from mechanical overload (torque
limitation). The smoke limitation FMTC_trqInrLimSmk converted to a limit torque is minimized by
EngPrt_trqPrtLim to derive the resultant limit torque (see “Limiting torque (CoEng_TrqLim)” on page 481).
CoEng_trqMin intervenes in the engine torque calculation (see “Engine mechanics protection
(EngPrt_PrtLimMech)” on page 1571).
All engine torque limitations are intended as inner engine torque.
Engine speed limitation With no other possibility for intervention available, the engine speed is limited by an auxiliary torque limitation
at high engine speeds. This limiting torque EngPrt_trqNLim is incorporated into the engine mechanics
protection limiting torque EngPrt_trqPrtLim (page 1571) via minimum formation. The engine speed
limitation is also a function of the engine mechanics protection (page 1571).
Fuel quantity limitation The engine mechanics protection (page 1571) provides the limiting fuel quantity EngPrt_qPrtLim to protect
the engine from thermal overload (overheat protection). The overheat protection EngPrt_qPrtLim limits the
injected fuel quantity in the fuel quantity coordination (InjCtl_qCo, page 715). The limiting fuel quantity for
smoke limitation FlMng_qLimSmk is provided by the fuel management (FlMng). The smoke limitation
FlMng_qLimSmk is converted by the torque/fuel quantity converter (FMTC, page 720) to a limiting torque
FMTC_trqInrLimSmk, which is incorporated into the limiting torque CoEng_trqSlpLim. It is necessary to
detour via the torque level so that the smoke limitation does not restrict the working range of the active surge
damper, which operates at torque level.
2.5.2 Application of the limitations
2.5.2.1 General notes The objective of the engine application is achieving a maximum torque as large as possible, which
corresponds to a large maximum fuel mass. Due to the vehicle (engine, gearbox) and the emission laws,
some order constraints have to be observed for the determination of the maximum fuel mass. These
constraints are assigned to the respective limitations of the EDC16 in the following.
Table 12: Limitations
Constraint) Taken into account in:
Smoke limit Smoke limitation quantity
FlMng_rLmbdSmk_MAP
FlMng_rLmbdFullLd_MAP
Engine mechanics protection (applicatable optionally
as quantity, inner or outer torque)
EngPrt_trqLim_CUR
EngPrt_qLim_CUR
Maximum combustion peak Engine mechanics protection
pressure EngPrt_trqLim_CUR
EngPrt_qLim_CUR
Maximum exhaust gas Engine mechanics protection
temperature EngPrt_trqLim_CUR
EngPrt_qLim_CUR
Maximum Gearbox
Torque Gearbx_trqInMax_C
(gearbox input torque) Gearbx_trqMaxGearR_CUR
Gearbx_trqMaxGear1_CUR
Maximum Engine mechanics protection
Engine speed EngPrt_trqLim_CUR
EngPrt_qLim_CUR
EngPrt_trqNLim_CUR
Maximum engine temperature Engine mechanics protection
EngPrt_qOvhtPrvNRng_MAP
Maximum dynamic of the torque Limiting torque (increase limit)
CoEng_nSlpLimMin_C
CoEng_dtrqSlpLimUp_C
CoEng_dtrqSlpLimDwn_C
Notes:
In order to create a operating range for interventions of the active surge damper disturbance compensator,
a higher torque than the limiting torque CoEng_trqInrLim has to be permitted. An offset is defined with the
label CoEng_trqOffs_C by which the limiting torque CoEng_trqInrLim may be exceeded due to
interventions of the active surge damper disturbance compensator.
Experience shows that, depending on the operating condition of the engine (engine speed, dynamics), a
different one of the following limitations is active. In the stationary case, these are:
• n=1250 ..1500 1/min: smoke limitation
• n=1500..3000 1/min:
Maximum gearbox input torque, smoke limitation or maximum combustion peak pressure
• n=3500..4500 1/min: maximum combustion peak pressure, maximum exhaust gas temperature or smoke
limitation.
2.5.3 Limitations due to system er- Additional limitations should be activated in the event of certain system errors. There are four limitations for
rors propulsion torque, engine torque, injected fuel quantity and engine speed.
Propulsion torque limitation due to system error If a system error occurs which should trigger a propulsion limitation, the drive train torque demand
CoVeh_trqPrpDes is restricted to a substitute value in the drive train order function (CoVeh_DrvTrnOrd, page
204). The limitation is switched on and off using a ramp function.
intro_functions.fm 27.12.2005
Engine torque limitation due to system error If a system error occurs which should trigger an additional torque limitation, the limitation torque calculation
( CoEng_trqLim, page 481) switches to the limitation in the event of an error via ramp.
Engine speed limitation due to system error In the event of a system error that triggers an additional engine speed limitation, the engine speed limitation
(via engine torque limitation) in the engine mechanics protection (page 1571) switches to a substitute curve
via a ramp function.
Fuel quantity limitation due to system error If a system failure triggers the additional fuel quantity limitation, an additional limiting fuel quantity, which is
switched on and off via a ramp function, intervenes in the fuel quantity coordination (InjCtl_qCo, page 715).
2.5.4 Application of limitations due In general, a limitation due to a system error has to be applicated under the following aspects:
to system errors • The limitation must be large enough to prevent the system error from destroying the engine.
• If the driver should visit a service workshop due to the system error, the limitation has to be applicated in
a way that the engine power is perceptibly reduced. In addition, the diagnostic lamp can be energized.
• The driveability must not become critical to safety.
2.6 Functional overview of setpoint The following illustration shows (without claiming to be comprehensive) the setpoint path from driver
default command (without detailed representation) via the external interventions and the vehicle accessory
compensation, as well as internal engine torque and fuel quantity coordination, right through to the fuel
quantity setpoint for the injection unit.
Figure 19 : Overview of torque/fuel quantity setpoint-path
V e h ic le A c tiv e
T r a n s m is s io n L o w Id le S u rg e
S ta b ility
C o n tro l G o v e rn o r D a m p e r
C o n tro l
C o V M _ trq D e c
D rv T rn _ rT ra n s D T
G e a rb x _ trq D e c
C o V M _ trq In c
G e a rb x _ trq In c
A S D d c _ trq
L IG o v _ trq
F lM n g _ q L im S m k
In jC tl_ q C u r r A ir
C r u is e C r C tl_ tr q D e s
In jC tl_ q R a w S y s te m
C o n tro l
F M T C _ tr q In r L im S m k
A c c P e d _ trq D e s P rp _ trq R a w C o D T _ trq D e s C o E n g _ trq In rR a w F u e l F M T C _ q R a w
Q u a n tity F u e l Q u a n tity
D r iv e r s C o D T
P r o p u ls io n C o D T _ trq M a x
D r iv e tr a in C o D T _ trq M a x E n g in e T o r q u e C o E n g _ trq In rC u rr F M T C _ q C u rr
D e m a n d C o D T _ tr q M in C o D T _ tr q M in C o E n g _ tr q M in C o o r d in a tio n F M T C _ q S e t C o o r d in a tio n
C o n tro l C o n tro l C o E n g _ trq In rS e t
T o rq u e F M T C _ q S trt
C o V e h _ trq P rp D e s
C o V M _ trq P rp D e s
C o V e h _ trq A c s D e s
E n g P r t_ tr q P r tL im
In jC tl_ q S e tU n B a l In je c tio n
S tS y s _ trq S trt
E n g M _ trq F rc
S y s te m
A c c e s s o r ie s P o w e r
F B C _ q
M a n a g e m e n t A lt_ tr q D e s M a n a g e m e n t
S rv R m p _ trq D e s F u e l
F r ic tio n a l E n g in e S ta r tin g
B a la n c in g
T o rq u e P r o te c tio n T o rq u e C o n tro l
AccPde_trqesACTDrqC_trqDeAlts_trqDesASDdc_trqoDC_tTrqDesCoDTtrq_MaxCoDT_rqMt inCEno_tgrqInCur rCoEng_trInrqawRCoEng_trqnrSI etCEnog_tqMr inCVeo_trhAcqsDeCosVeh_trPrqDepCosVM_trqDecoVCM_tqInr cCoMV_trqrpPDesCrtl_qDer sDvTrn_rTanr sDTngEM_rqFt rcEngPrt_rqPrtLimFB_qCFlMng_qLiSmkFMTCqC_ruFMTC_RaqwFMTCqS_tFMeTCqS_trFTCMtr_InrqimLSmkGearbx_trqeDcGearbx_trqncI InjCtl_qCurInjr Ctl_qRawInCtlj _qSetUnaBlLIGov_trqPp_r trqRawSrvRpm_trqDesSts_ytrqStr
See “Torque / quantity setpoint value formation (md_struct_overview)” on page 40 at the end of the
documentation.
- 40 -
C o E n g _ trq
C o D T _ trq G b x F M T C _ trq In r T o rq u e
C o D T _ trq
Q u a n tity
C o V e h _ trq A c s T e m p
C o E n g _ trq N T C In rA c t
P C R /B P A C D
C o V e h _ trq A c s C o E n g _ N T C
(N e g .to rq u e E n g B rk _
C R E R
C o E n g _ trq N T C In rM a x c o o r d in a to r ) V N T P
E x h V lv
C o V e h _ trq A c s P e rm
C o E n g _ tr q M in
C o D T _ tr q M in B r k C o D T _ tr q G b x M in B r k
E n g M _ trq F rc
C o E n g _ tr q M in B r k H P U n _ trq D e s In te r m e d ia te
G a s
F ilte r D e te c tio n
a n d C o D T _ tr q A c s M in
B y p a s s
G e a rb x _ trq D C L U C o E n g M a x
C o D T _ tr q M in C o D T _ tr q G b x M in
C o D T _ trq M a x L e a d C o E n g _ trq M a x S y s te m E rro r,

C o D T _ trq G b x M a x O v e r h e a tin g In je c tio n S y s te m S y s te m E rro r, S ta rt
T o rq u e S m o k e L im ita tio n F u e l Q u a n tity F u e l Q u a n tity S y s te m
P r e v e n tio n
L im ita tio n L im ita tio n L im ita tio n
md_struct_overview
F ilte r F lM n g _ q L im S m k F lM n g _ q L im S m k S lo w
T o rq u e T o rq u e
C o E n g _ tr q L im E r r
M a x im u m T o r q u e
P o w e r P o w e r Q u a n tity
G e a rb x _ trq F rc D e te r m in a tio n C o E n g _ tr q N T C L im E n g P r t_ q P r tL im
H P U n _ q L im In jC tl_ q L im E r r S tS y s _ trq S rt
T o rq u e
F M T C _ tr q In r L im S m k F M T C _ tr q In r L im S m k S lo w
T o r q u e L im ita tio n S lo p e
C o E n g _ s tE n g = = C O E N G _ S T S T A R T
E n g in e P r o te c tio n L im ita tio n

T o rq u e
E n g P r t_ tr q P r tL im S h u t O ff C o o r d in a to r
Q u a n tity
C o E n g _ tr q S lp L im C o E n g _ tr q S lp L im S lo w
d e s ir e d e n g in e s p e e d F M T C _ q S trt C o E n g _ s tS h u tO ffP a th
T rb C h
V e h M o t_ p w rA c s D e s
In te r m e d ia te
G a s E S S _ p w rD e s T r b C h _ tr q In r B s tP r tL im
M S S &
D e te c tio n V e s G o v
B d In t_ p w rD e s
G e a rb x _ trq D C L U M a x L im ita tio n
T o r q u e L im ita tio n
T o r q u e L im ita tio n
L e a d
C a lc u la tio n
C o E n g _ s tIn rD e s B rk
S y s te m E rro r E le c tr ic a l B o d y C a lc u la tio n F u e l Q u a n tity
C o E n g _ trq In rD e s N T C
C r u is e A d a p tiv e P r o p u ls io n T o r q u e L im ita tio n
P r o p u ls io n to r q u e S u p p ly a n d L im ita tio n F B C
C o n tro l C r u is e C o n tr o l C o n tro l G e a rb o x
lim ita tio n S y s te m In te r io r C o E n g _ tr q In r L im S lo w
C a lc u la tio n
C o E n g _ tr q In r L im
P r p C tl_ tr q S p d L im M IN E S S _ p w rL e a d E IS G o v
E n g in e In te r v a l C o E n g _ tr q In r C u r r L im
C r C tl_ tr q D e s A C C _ trq D e s
S p e e d -G o v e rn .
C r C tl_ tr q L e a d A C C _ trq L e a d B d In t_ p w rL e a d
C o V e h _ p w rA c s D e s
V e h M o t_ p w rA c s L e a d In jC tl_ s tQ L im E r r
L IG o v _ tr q F lt L IG o v _ trq
C o V e h _ tr q P r p L im E r r F B C _ q
C o V e h _ p w rA c s L e a d C o E n g _ s tT r q L im E r r In jC tl_ q L im
M A X
M IN C o E n g _ tr q L iL td
P o w e r P o w e r
C o E n g _ tr q lim O ffs _ m p
P T O
G e a rb o x
T o rq u e T o rq u e
R e ta rd e r
C o E n g _ tr q In r L im L e a d
B C / V C U
A B S /A S R
G e a rb x _ trq In M a x
C o V e h _ trq A c s L e a d C o E n g _ trq O ffs _ C
C o V e h _ trq A c s D e s O v e rru n
C o V e h _ T S E A
D e te c tio n
(J 1 9 3 9 )
C o E n g _ trq D e s M a x
C o V M _ trq D e c G e a rb x _ trq In c
C o E n g _ s tO v rR u n
C o V M _ trq In c
2.7 Torque / quantity setpoint value formation (md_struct_overview)
M IN
M IN
Torque / quantity setpoint value formation
C o D T _ trq G e a rb x D e s C o E n g _ trq In rS e t
0 A S D rf_ trq In r
A c c P e d _ trq D e s P rp B rk _ trq D e s C o V M _ trq P rp D e s C o E n g _ trq In rL td
C o V e h _ trq P rp D e s O v e rru n
C o D T _ trq D T In D e s T o rq u e F M T C _ q S e t
C o D T _ trq D e s M IN
M IN M IN In jC tl_ q S e t
M IN M IN 0
Q u a n tity
M A X
S h u to ff
C o E n g _ trq S e tA S D d c _ m p 0 In jC tl_ q S e tU n B a l
C o E n g _ tr q In r D e s S lo w
A S D d c _ trq
p a ra m e te r
A S D d c
s e le c tio n
P_340
D r iv e r ´ s P r o p u ls io n V e h ic le G e a rb o x
D e m a n d D e m a n d D y n a m ic s C o n tro l C o D T _ G r ip
A c c P e d S e le c tio n In te r v e n tio n In te r v e n tio n
C o E n g _ trq In rC u rrF a s t D rv T rn _ rT ra n s D T
trq
DS-CV/EET
n |v G e a rb x _ s tG e a r
0
A c c P e d
D r iv e r s b e h a v io u r
M A X
C o D T _ trq D T In C u rr C o D T _ trq C u rr C o E n g _ tr q In r L im D e s
A c c P e d
C o E n g _ trq In rC u rr
0
C o V e h _ trq P rp L e a d C o D T _ trq G e a rb x L e a d _ m p C o D T _ trq D T In L e a d T o rq u e F M T C _ q C u rr
C o D T _ trq L e a d M IN
M IN M IN M IN In jC tl_ q C u r r
M A X
O v e r r u n b e h a v io u r Q u a n tity
0
C o V M _ trq P rp L e a d
A c c P e d _ trq L e a d P rp B rk _ trq L e a d
C o V M _ trq G e a rb x M a x C o E n g _ trq In rD e s F a s t C o E n g _ trq In rR a w
T o rq u e F M T C _ q R a w
M IN In jC tl_ q R a w
0
G e a rb x O u tp u t T o rq u e C o V M _ tr q G e a r b x M in Q u a n tity
C lu tc h T o r q u e
E n g in e O u tp u t T o r q u e D rv T rn _ rT ra n s D T M IN
G e a rb x _ trq F rc C o E n g _ trq In rD e s
In n e r T o rq u e T o rq u e F M T C _ q D e s
M IN In jC tl_ q D e s
0
Q u a n tity
md_struct_overview.fm 21.12.2005
DS-CV/EET Quantity energizing time structure
2.8 Quantity energizing time structure

()
Functional description
Figure 20 : Quantity energizing time structure
In jC r v
In jC r v _ s tIn jC h a r S e tV a l
In je c tio n
c o o r d in a to r In jU n In jV C D
In jC r v _ q P iI1 D e s In jU n _ q P iI1 C o r _ m p In jU n _ v o lP iI1 C o r _ m p In jU n _ v o lP iI1 _ m p In jV C D _ tiP iI1 E T _ m p
m a s s c a lc u la tio n o f
c o n v e r s io n e n e r g is in g tim e
In jC r v _ C o
In jC tl_ q S e tU n B a l
In jU n _ M a s s C n v In jV C D _ G e tE T
E n g _ n A v rg
In jV lv _ q P iI1 W v C o r _ m p In jV lv
p re s s u re
w a v e In jV C D _ tiZ F C P iI1 E T C o r _ m p
s ta r t o f e n e r g is in g z e r o fu e l q u a n tity
c o r r e c tio n
a n d q u a n tity c o r r e c tio n
c a lc u la tio n o f
P iI1
In jV lv _ P iI1 W v C o r In jV C D _ Z F C E T C o r
In jV lv _ v o lP iI1 Q n tA d j_ m p
fu e l In jV lv _ q P iI1 B a l_ m p
b a la n c in g q u a n tity
q u a n tity a d ju s tm e n t
c o r r e c tio n
In jV lv _ A d d B a l In jV lv _ Q n tA d j
In jC r v _ p h iP iI1 D e s
In jC r v _ tiP iI1 D e s
In jC r v _ P iI
In jU n In jV C D
In jC r v _ q P iI2 D e s In jU n _ q P iI2 C o r _ m p In jU n _ v o lP iI2 C o r _ m p In jU n _ v o lP iI2 _ m p In jV C D _ tiP iI2 E T _ m p
In jV lv
z e r o fu e l q u a n tity In jV C D _ tiZ F C P iI2 E T C o r _ m p

fu e l In jV lv _ q P iI2 B a l_ m p c o r r e c tio n
s ta r t o f e n e r g is in g b a la n c in g q u a n tity In jV lv _ v o lP iI2 Q n tA d j_ m p
a n d q u a n tity q u a n tity a d ju s tm e n t
c a lc u la tio n o f c o r r e c tio n In jV C D _ Z F C E T C o r
P iI2
In jC r v _ tiP iI2 D e s
In jC r v _ P iI2
In jU n In jV C D
In jC r v _ q P iI3 D e s In jU n _ q P iI3 C o r _ m p In jU n _ v o lP iI3 C o r _ m p In jU n _ v o lP iI3 _ m p In jV C D _ tiP il3 E T _ m p
In jV lv
z e r o fu e l q u a n tity In jV C D _ tiZ F C P iI3 E T C o r _ m p

s ta r t o f e n e r g is in g In jV lv _ q P iI3 B a l_ m p c o r r e c tio n
fu e l
a n d q u a n tity b a la n c in g In jV lv _ v o lP iI3 Q n tA d j_ m p
q u a n tity
c a lc u la tio n o f q u a n tity a d ju s tm e n t In jV C D _ Z F C E T C o r
P iI3 c o r r e c tio n
In jC r v _ P iI3 h a rd w a re
In jU n In jV C D e n c a p s u la tio n
In jC r v _ q M I1 D e s In jU n _ v o lM I1 C o r _ m p In jU n _ v o lM I1 C o r _ m p In jU n _ v o lM I1 _ m p In jV C D _ tiM I1 E T _ m p
In jU n _ M a s s C n v
In jV lv _ q M IW v C o r _ m p In jV lv
In jV lv _ v o lM I1 Q n tA d j_ m p
p re s s u re
w a v e
c o r r e c tio n
s ta r t o f e n e r g is in g
a n d q u a n tity
In jV lv _ P iI1 W v C o r
M 1 I In jV lv _ q M I1 B a l_ m p
fu e l
c o r r e c tio n
In jV lv _ Q n tA d j
In jV lv _ M I1 B a l
In jC r v _ p h iM I1 D e s
In jC r v _ M I
In jU n In jV C D
In jU n _ q P o I2 C o r _ m p In jU n _ v o lP o I2 C o r _ m p In jU n _ v o lP o I2 _ m p In jV C D _ tiP o I2 _ m p
In jC r v _ q P o I2 D e s m a s s c a lc u la tio n o f
In jV lv
In jV lv _ v o lP o I2 Q n tA d j_ m p
In jV lv _ q P o I2 W v C o r _ m p
p re s s u re
w a v e
c o r r e c tio n
In jV lv _ P o I2 W v C o r
s ta r t o f e n e r g is in g In jV lv _ q P o I2 B a l_ m p
a n d q u a n tity fu e l
c a lc u la tio n o f b a la n c in g q u a n tity
P o I2 q u a n tity a d ju s tm e n t
c o r r e c tio n
fu e l
In jC r v _ q P o I2 E ff b a la n c in g to fu e l b a la n c in g o f m a in in je c tio n In jV lv _ q P o I2 B a lE ff_ m p
q u a n tity
c o r r e c tio n
In jV lv _ A d d B a l
In jC r v _ p h iP o I2 D e s
In jC r v _ tiP o I2 D e s
In jC r v _ P o I2
In jU n In jV C D
In jC r v _ q P o I1 D e s In jU n _ q P o I1 C o r _ m p In jU n _ v o lP o I1 C o r _ m p In jU n _ v o lP o I1 _ m p In jV C D _ tiP o I1 _ m p
In jV lv
fu e l In jV lv _ q P o I1 B a l_ m p In jV lv _ v o lP o I1 Q n tA d j_ m p
s ta r t o f e n e r g is in g
a n d q u a n tity
c o r r e c tio n
P o I1
In jC r v _ p h iP o I1 D e s
In jC r v _ P o I1
21.12.2005 qut_et_overview.fm
- 42 -
“Parameter set selection, ASD “Active surge damper, disturbance com-
disturbance compensator pensator (ASDdc_Governor)” on page 684
A S D d c _ S e le c tP a r a m e te r
(ASDdc_SelectParameter)” on L IG o v _ n S e tp o in t A S D d c _ G o v e r n o r
E n g _ n A v rg
“Drive train ratio calculation E n g _ n A v rg
C u rre n t p a ra m e te r s e t
(DrvTrn_CalcRTransDT)” on page 202 F rm M n g _ s tG b x
D is tu r b a n c e A S D d c _ trq
D r v T r n _ C a lc R T r a n s D T c o m p e n s a to r
C o n v _ rT ra n s
T o r q u e D rv T rn _ rT ra n s D T
G e a rb x _ rT ra n s D T tr a n s m is s io n
r a tio c a lc u la tio n P a r a m e te r
C h e c k s e t s e le c tio n
V S S C D _ v e x te r n a l
in te r v e n tio n
F r e e z e - A S D rf_ s tL A D
lo g ic In itia liz a tio n
C o n v C D _ s tC lth
“ASD reference filter para- V S S C D _ v
C h e c k
meter set selection c lu tc h D e a c tiv a tio n
(ASDrf_SelectParameter)”
C o D T _ C h e c k G r ip
on page 664
C o D T _ G r ip
P la u s ib ility
c h e c k
“Grip detection in the drive A S D r f_ S e le c tP a r a m e te r
G e a rb x _ s tG e a r G r ip d e te c tio n
train (CoDT_CheckGrip)” on A S D r f_ G o v e r n o r
C u r r e n t p a r a m e te r s e t fo r r e fe r e n c e filte r fo r p o s . in p u t g r a d ie n ts
2.9 Active surge damper - structure
page 209
C o n v C D _ s tC lth C u r r e n t p a r a m e te r s e t fo r r e fe r e n c e filte r fo r n e g . in p u t g r a d ie n ts
E n g M _ s tR e lia b lA d p t C u r r e n t p a r a m e te r s e t fo r g r a d ie n t lim ita tio n fo r p o s . in p u t g r a d ie n ts

“Mark demands
V e h D a _ s tT rq D e m C u r r e n t p a r a m e te r s e t fo r g r a d ie n t lim ita tio n fo r n e g . in p u t g r a d ie n ts
(VehDa_MarkDem)” on V e h D a _ M a r k D e m P a r a m e te r s e t s e le c tio n
E n g M _ trq L o s s A d p t A S D r e fe r e n c e filte r A S D r f_ s tIn it
page 390 A S D rf_ trq L o s s P o s
E n g _ n A v rg A S D rf_ trq L o s s N e g
C o E n g _ s tE n g C a lc
E n g _ n A v rg
S tS y s _ s tS trt C o E n g _ s tE n g
E n g in e s ta te
T 1 5 C D _ s tD e b V a l
“Engine state
ASDdc_trqASDrfstIn_itASDrf_stADLASDf_r trqIrASnDrftrq_LossPoCosDTGr_ipCoDT_nMaxCoDT_nMinCoDT_sOrdt CoDT_wtCsToypeCoD_tTrqCurCDTo_trqDeCosDT_trqDInTDesCoD_TtrqLeadCoEng_facdjCAEong_stEnCgoEng_stOvrRunoCEng_stTrqLimErCoEng_trqASDdInictCoEng_trqSDAfInr itCongE_trInrqCurrLimCoEng_trqInrDsSelowCoEgn_trqInrLimCEnog_tqInr rLimDesCongE_trqnrI LimLeadCongE_trqnrLI tdCEnog_tqSr lpLimCov_nrTnsaConCDv_stClthConvCDst_ClthCoVeh_nMaxCVeoh_nMinCoVh_estOdCr Veoh_trqAsDcesCVeo_trhAcqsLeadCVeo_thrqPrpDsCeVeoh_trPrqLepadDvTr rn_raTnsDEnTg_nAvrEng_ngAvrASgrfD_trqLossNeEngg_trqCrvMaxEnMg_stReliablAdptEng_tMrqFEncgM_trqLossAdptEngPt_r rqPLimt FMTC_trqInrFrmMng_stGbxGearx_brTansDGTearbx_stGerGaearbx_trqDcGearbex_trqFrcGerbax_trqInGecarbx_trqInMaxHUP_trnqDeLIsGov_nSetpointIGoLv_trqLIGovtr_FltqLub_nMinStSys_stStrT15D_CstDbVealVehDa_strqTDemEISGov_CurFuVSSCDv_
(CoEng_stEngCalc)” on A c tiv e s u r g e d a m p e r A S D rf_ trq In r
r e fe r e n c e filte r
C o D T _ D r v T r n C o r d
C o V e h _ n M a x C o D T _ trq D T In D e s
C o V e h _ n M in
C o E n g _ T r q C a lc
C o V e h _ s tO rd
C o V e h _ trq A c s L e a d C o E n g _ tr q In r D e s S lo w
C o V e h _ trq A c s D e s C o E n g _ s tO v rR u n
Active surge damper - structure
C o D T _ n M a x
G e a rb x _ trq In M a x C o D T _ n M in C o E n g _ tr q A S D d c In it
C o V e h _ trq P rp D e s D r iv e tr a in C o E n g _ tr q A S D r fIn it
C o D T _ trq L e a d
c o o r d in a tio n
C o V e h _ trq P rp L e a d C o D T _ trq D e s C o E n g _ trq In rL td
D rv T rn _ rT ra n s D T C o E n g _ tr q In r L im D e s
G e a r b o x
G e a r b o x p r o te c tio n “Drive train coordination
G e a rb x _ trq F rc c o n v e r s io n L u b _ n M in
(CoDT_DrvTrnCord)” on page 204
G e a rb x _ trq D e c E IS G o v _ C u rrF u
G e a rb x _ trq In c S e le c tio n o f:
C o D T _ trq C u rr
T o r q u e d e m a n d
H P U n _ trq D e s
S p e e d d e m a n d
L IG o v _ tr q F lt
P_340
O v e r r u n d e te c tio n
E n g M _ trq F rc O v e r r u n s h u t-o ff
“Active surge damper, refe-
C o E n g _ T r q L im rence filter (ASDrf_Governor)”
T o r q u e in te r v a ll
DS-CV/EET
C o D T _ s tO rd C o E n g _ fa c A d j
on page 670
C o E n g _ tr q S lp L im C o E n g _ s tT r q L im E r r
E n g _ n A v rg lim ita tio n to r q u e C o E n g _ tr q In r L im
E n g P r t_ tr q P r tL im C o E n g _ tr q In r L im L e a d
F M T C _ trq In r
“Limiting torque C o E n g _ tr q In r C u r r L im
(CoEng_TrqLim)” on page E n g _ trq C rv M a x
481 L IG o v _ trq
“Engine torque calculation
C o D T _ s w tC o T y p e
(CoEng_TrqCalc)” on page 461
asd_struct.fm 27.12.2005
27.12.2005
A F S C D _ C o
E n g M _ n u m C y l
A F S C D _ u R a w A F S C D _ m A ir P e r C y l
In jC tl_ q R a w
A F S C D _ d m A ir P e r T im e
airctl_cd_struct.fm
A ir C tl_ r T V A
A F S C D _ d m A ir P e r T im e H o ld
“Coordinator engine (CoEng)” on
P_340
C T S C D _ tC ln t
A F S C D _ d m A ir R a w P e r T im e
page 440 C a lc u la tio n
E n g _ n A v rg A c q u is itio n L in e a r iz a tio n a ir m a s s A F S C D _ d m A ir N o r m
A F S C D a n d filte r p e r c y lin d e r /
DS-CV/EET
In d S y s _ rV S A p e r t im e u n it
A F S C D _ m A ir P e r C y lF lt
C o E n g _ s tE n g
A F S C D _ u R a w
C o E n g _ tiN o r m a l
C o E n g A F S C D _ u R a w L a s t
C o E n g _ s tA ftR u n
A F S C D _ r A ir N o r m
M o n ito r in g , p la u s ib ility c h e c k w ith n o r m a liz e d a ir m a s s A F S C D _ s tO ffs T s t

A ir C tl_ r E G R
“Hot-film air mass sensor

(AFSCD)” on page 1008
2.10Input variables for the air system - structure
AFSD_CdmAirNrmAFoSCDd_AimrPerTimeAFSC_dDAmrPei rTimeHoldFSACD_dmAirRwaPerTimeAFSCDm_AirPerCylASCF_mDAirPeylCltAFSCF_rDAirNrmoAFSC_sDtOfsTAFt SCDuR_waAFSDC_uRwLaastAirtl_CEGr RAiCtlr _rTVAPSC_DpSesonrValPSACDpV_alAPCS_sDSet nsorInstAPSCDuR_waPSBCD_pFltVaBPSl CD_pInVat lBPSCD_pLnBi SCPD_pOuVat lBPSCDpP_yVhalBSCP_DtErsBPr SCDst_lauPsErrBPSC_sDwtSigVal_CPBSCDuR_waalCVEnog_stAfRut nCoEng_stEgnCoEng_tiNomar lCTSCD_tCntl Dfp_PASCDDfpm__BpSCP_mDpEng_AvnrgEngM_nuCmlFryMmng_AiprFmMng_poBstFrmMng_Ait rIATSCDdt_irAIATSCDsw_tSigIATSCDtA_rIAi TSC_tDAirLnIAi TSCD_uRaInwdSys_rSAVnjCI tl_qRaw
“Induction air temperature (IATSCD)” on
page 1048
IA T S C D
IA T S C D _ d tA ir
F r m M n g _ tA ir
A c q u is itio n S ig n a l IA T S C D _ tA ir
IA T S C D _ u R a w o f in ta k e r a n g e
a ir te m p e r a tu r e c h e c k IA T S C D _ tA ir L in
IA T S C D _ s w tS ig
B P S C D _ C o
B P S C D _ p O u tV a l
B P S C D _ p In tV a l
Input variables for the air system - structure
B P S C D _ u R a w V a l
B P S C D _ p L in
B P S C D _ s w tS ig V a l_ C
D fp _ B P S C D _ m p
D fp _ A P S C D _ m p
B o o s t p r e s s u r e L in e a r iz a tio n
E n g _ n A v rg a c q u is itio n a n d filte r
“Atmospheric pressure (APSCD_Co)” B P S C D _ p P h y V a l
F rm M n g _ p B o o s t
on page 419
B P S C D _ s tP la u s E r r
A P S C D _ p S e n s o rV a l
A P S C D _ C o
F r m M n g _ p A ir
B P S C D _ p F ltV a l
A P S C D _ p V a l
L in e a r iz a tio n B P S C D _ s tE rr
M o n ito r in g , p la u s ib ility c h e c k
A P S C D _ s tS e n s o rIn s t w ith a tm o s p h e r ic p r e s s u r e
A P S C D _ u R a w
C a lc u la tio n o f
E n g _ n A v rg a t m o s P p ha r e a r m i c e p t re e r s s u r e
f r o m b s o e o l e s c t t p i o r en s s u r e “Boost pressure (BPSCD_Co)”
on page 1036
- 43 -
- 44 -
“Actuator coordinator for exhaust-gas recir-

culation valve (EGRVlv_Co)” on page 1472
“Variable swirl control

“Exhaust gas recirculation - setpoint formation (AirCtl_DesValCalcIv)” on (IndSys_CalcSwirl)” on page
V S A C D _ C o
In d S y s _ C a lc S w ir l
E n g _ n A v rg V S A _ C o B a tt_ fa c C o r
In jC tl_ q D e s A ir C tl_ D e s V a lC a lc
“Adaptive exhaust-gas recircula- In jC tl_ q C u r r In d S y s _ rV S A V S A _ rV S A
A ir C tl_ n u m A ir C tlD e s _ C V a r ia b le V S A C D _ rO u t
S w ir l c o n tr o l
A F S C D _ s tD rftC o m p S ig T s t_ V S A s w ir l
A P S C D _ p V a l D y n a m ic tion controller (AirCtl_GvnrIv)” on a c tu a to r
c o r r e c tio n
IA T S C D _ tA ir
E n g _ n A v rg
A ir C tl_ m D e s V a l
In jC tl_ q R a w B a s e s e tp o in t S ta tic c o r r e c tio n
B a tt_ fa c C o r E G R C D _ C o
A ir C tl_ M o n ito r
A ir C tl_ G o v e r n o r E n g _ n A v rg
E G R V Iv _ C o
A ir C tl_ r G v n r E G R
A ir C tl_ r E G R E G R V lv _ r E G R E x h a u s t-g a s E G R C D _ rO u t
A F S C D _ m A ir P e r C y l A ir C tl_ r G v n r T V A O u tp u t r e c ir c u la tio n
C o n tr o lle r
s w itc h in g a c tu a to r
C o E n g _ M o n A ir C tl_ s tM o n ito r S ig T s t_ E G R
Ig n L c k _ s t “Exhaust-gas
In jC tl_ q D e s recirculation
In jU n _ s tIn jV a lv e
D y n a m ic
A ir C tl_ r C tlV a l actuator
p r e c o n tr o l
In jU n _ s tS h u tO ffR e q
T V A C D _ C o (EGRCD_Co)” on
E n g P rt_ s tO v rS p d E n g _ n A v rg
AFSC_mDAirPerClAySCFD_stDrtCof mpirbACDstA_irCl_mt DesValirCAtl_mGvnrDvtAirCtl_rCtlValAiCtlr _rEGRArCti l_rGvnrGREirACtl_rGvrTnVAirCl_rTt VAAirCl_st tMonitoAir rSys_ststDTmeAPSCD_pValBt_facCorBatC_uDCongE_stAftRnPuathCoEng_stEgCnoEng_stPwrStgnaECondCEno_sgtShOfAdReqIRevCoEngstS_hOfAddReReqvCoEn_sgtShutOffPatCohEngtiN_ormalCmoBas_stDaRi eqCnvoCDstD_bVelaAirCl_nt muAirClDet _CEGsRC_rDutOEGRVlvEn_rEGg_RAvnrgEngMon_stShOfIrCf bmEngPrtstO_vrSdIpATSCD_tAiIgnr Lck_stIdSns_yrVSAnjI tl_CCuqrInjCtlqD_sInejCtl_qRwaInjU_stnnjVI alveInjU_nstShutOfReSqtSys_sttrST15C_DtDesThbVrVlva_rTVATAVD_CrOutVSA_rSAVVSACDrO_ut
T h r V lv _ C o B a tt_ fa c C o r
2.11 Exhaust-gas recirculation control - structure
In jC tl_ q C u r r
page 1473
A ir b C D _ s t P a r a m e te r A ir C tl_ r T V A T h r V lv _ r T V A
IA T S C D _ tA ir a d a p ta tio n T h r o ttle T V A C D _ rO u t
S h u t-o ff S ig T s t_ V S A v a lv e
C o E n g _ s tA ftR u n P a th c o o r d in a to r a c tu a to r
C o m B a s _ s tD ia R e q
A ir C tl_ m G v n r D v t
“Coordinator for throttle
E n g M o n _ s tS h O ffIrrC m b
valve (ThrVlv_Co)” on
C o E n g _ s tS h O ffA d d R e q R e v “Throttle valve actuator
C o E n g _ s tS h u tO ffP a th page 1056
C o E n g _ s tS h O ffA d d R e q IR e v B a ttC D _ u
(TVACD_Co)” on page
C T S C D _ tC ln t 1057
A ir S y s _ s tT s tD e m
“shut-off coordinator (CoEng_Mon)” on page 454 A P S C D _ p V a l
E x h a u s t-g a s
C o n v C D _ s tD e b V a l
r e c ir c u la tio n
C o E n g _ s tE n g C a lc m o n ito r in g
E n g _ n A v rg
a n d s h u t-o ff
A F S C D _ s tD rftC o m p
Exhaust-gas recirculation control - structure
In jC tl_ q C u r r “Exhaust-gas recirculation con-

E n g _ n A v rg
C o E n g _ tiN o r m a l trol - monitoring and shut-off
S tS y s _ s tS trt
E n g in e s ta te C o E n g _ s tE n g
T 1 5 C D _ s tD e b V a l (AirCtl_MonIv)” on page 939
C o E n g _ P w r S tg S ta te C a lc
C o E n g _ s tP w rS tg E n a C o n d
“Engine state P o w e r -s ta g e
B a ttC D _ u c o o r d in a to r
P_340
(CoEng_stEngCalc)” on page
442 “Power stage coordinator
DS-CV/EET
(CoEng_PwrStgStateCalc)”
on page 493
airctl_struct.fm 27.12.2005
27.12.2005
clg_struct.fm
“Dynamic plausibility of the coolant
P_340
temperature (Clg_DynTst)” on
page 1600
DS-CV/EET
C lg _ D y n T s t
E n g _ n A v rg
In jC tl_ q S e t
P la u s b ility c h e c k D fp _ C lg _ D y n T s t_ m p
o f th e
2.12Cooling system - structure
c o o la n t te m p e r a tu r e
“Coolant(Water) temperature
“(FanCD_Co)” on page 1628
(CTSCD)” on page 1636 “Fan Control overview (FanCtl)” on page 1605
C T S C D F a n C tl_ C o F a n C D _ C o
C T S C D _ d tC ln t
C T S C D _ s w tS ig
S ig n a l r a n g e F a n C tl_ r O u tV a l F a n C D _ rO u t_ m p
AFSD_CstOCofsTEnstg_stAfunRCoEng_stEngCEno_sgtEngOldCoEngst_ExtWaitCoEg_nstExtWait2CoEg_nstMonShOfCongE_stShutOfoECng_tiAfternCuEnog_tAfti erunReCodEng_tiorNalmCoEg_ntiNomar ColRengEd_tiSartCoEg_ntiSartRedCTSD_CCTdtCSClntD_stErInir CTSCD_swSigt CTSDCtCl_ntCSCTD_tlnCtLinCTSD_CuRwDafp_lg_CDynTst_mpfpD_CTSC_mDpEng_nAvrgFaCn_rODut_mpanFCtl_rOutValFantl_CstOutFrmMng_tClntIjCtl_SeqtInjUn_tTsstMRlyCD_tMosnStSys_sttrST15CD_stDebVal

c h e c k C T S C D _ s tE rrIn i
C T S C D _ u R a w F a n a c tu a to r c o n tr o l
E v a lu a tio n C T S C D _ tC ln tL in D fp _ C T S C D _ m p
F r m M n g _ tC ln t
D e fa u lt S tr a te g y
C T S C D _ tC ln t
C o n tr o l lo g ic
C o E n g _ A ftR u n
F a n C tl_ s tO u t
E n g _ n A v rg
C o E n g _ s tM o n S h O ff
A fte r r u n
c o n tr o l C o E n g _ s tS h u tO ff
Cooling system - structure
A F S C D _ s tO ffs T s t
C o E n g _ s tA ftR u n
A fte r r u n
C o E n g _ s tE x tW a it c o n tr o l
C o E n g _ s tE x tW a it2
C o E n g _ s tE n g O ld In jU n _ s tT s t
C o E n g _ tiA fte r r u n M R ly C D _ s tM o n
E n g _ n A v rg
C o E n g _ tiN o r m a l
S tS y s _ s tS trt
E n g in e s ta te C o E n g _ tiS ta r t “Afterrun control
C o E n g _ tiS ta r tR e d (CoEng_AftRun)” on page 444
C o E n g _ tiN o r m a lR e d
C o E n g _ tiA fte r r u n R e d
“Engine state
(CoEng_stEngCalc)” on page
442
- 45 -
- 46 -
“Starter Control (StSys_StrtCtl)” on page 1713
G e a r b x _ S tr tm o tR ls S tS y s _ S tr tC tl
G e a rC D _ s tP N G e a r b x _ s tS tr tM o tR ls S w itc h -o n S tS y s _ s tA c trO u t
S ta r te r
s w itc h -o ff
r e le a s e
o f th e s ta r te r
“Starting torque correc-

“Starter release
tion (StSys_AddCor)” on
2.13 Starting system - structure
(Gearbx_StrtMotRls)” on
S tS y s _ A d d C o r
page 241 C o r r e c tio n
s ta r tin g
to r q u e
“Starting base torque
“Starting ramp
(StSys_StrtBas)” on page 1705 (StSys_StrtRmp)” on
“Quantity to torque conver-
S tS y s _ S tr tB a s S tS y s _ S tr tR m p
S tS y s _ trq A d d C o r sion (FMTC_q2trq)” on
E n g _ tE n g C a lc
CoEng_stEngCoEgn_stShutOfPthaCTSDCtCl_tEng_nvArgEng_tngEEngtF_ldEng_tSr FBC_qFMTC_etFMaCTruC_facEtCoarFMTC_qCrFuMTC_qesDFMTC_qawRFMTC_SqetFMTCqS_trStSys_trqStrFMt TC_trqInrGearb_sxtSr Mot tRlsGeaCDr _stPNInjCtl_qLmi InjCtl_qSetUInBjCtl_astQLimErOTSCD_tEnStgOis_yl stAtrOcutStSysst_StrSts_ytTrqhSutOfStys_rqt AdCortSs_tyrqBsTa5C1D_stDebVal

E n g _ tE n g page 724
C T S C D _ tC ln t
Q u a n tity F M T C _ tr q 2 q
E n g _ tF ld S tS y s _ trq B a s
E n g in e to In jC tl_ q C o F M T C _ q 2 tr q
O T S C D _ tE n g O il te m p e r a tu r e to r q u e
E n g _ tS trt E n g _ n A v rg S tS y s _ trq S trt C o n v e r s io n F M T C _ q S trt
c o n v e r s io n S ta r tin g r a m p s ta r tin g
to r q u e
In jC tl_ s tQ L im E r r In jC tl_ q S e tU n B a l F M T C _ trq In r
F M T C _ q S e t F M T C _ e ta C u rr Q u a n tity
“Engine temperature to to r q u e
“Torque to quantity C o E n g _ s tS h u tO ffP a th G lo b a l v a r ia b le : c o n v e r s io n
(Eng_tEngCalc)” on F M T C _ q O v e rT rq C rv
E n g _ n A v rg conversion
S tS y s _ T r q S h u tO ff F B C _ q
page 426 (FMTC_trq2q)” on
S h u t o ff S tS y s _ s tT rq S h u tO ff
S ta te
s ta r tin g F M T C _ fa c E ta C o r
m a c h in e Q u a n tity
to r q u e page 725 c o o r d in a tio n
In jC tl_ q L im
“Starting torque shut-off
(StSys_TrqShutOff)” on F M T C _ q R a w
S tS y s _ S tr t F M T C _ q C u rr
Starting system - structure
F M T C _ q D e s
S ta te S ta r tin g
m a c h in e c u t-o u t
E n g _ n A v rg
“Quantity coordination
“Starting cut-out (StSys_Strt)” on page (InjCtl_qCo)” on page 715
1703
S tS y s _ s tS trt
E n g _ n A v rg C o E n g _ s tE n g
E n g in e
P_340
s ta te
DS-CV/EET
“Engine state
(CoEng_stEngCalc)” on
page 442
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P_340 Y445 S00 746-V91 Confidential Veh - 47 -
DS-CV/EET Vehicle Veh
3 Vehicle (Veh)
Function group:
CARROTNICSt- ructureV:h
Overview of the component

Vehicle Comprises no functions at present. This component is the root component of the entire system architecture.
Structure of the component The component Veh consists of the following subcomponents:
Figure 21 : Veh subcomponents
C o V e h
B d In t
D rv T rn
E n v D a
V e h E S S
T rD a
U s rD a
V e h D a
V e h M o t
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Veh-CoVeh Coordinator vehicle DS-CV/EET
3.1 Coordinator vehicle (CoVeh)

Function group: Vehicle accessories
CARTRONIC-Strutucre:Veh-CoVhe

Coordinator vehicle The CoVeh object collects the BdInt, ESS and VehMot function group demands for mechanical torque, power
and engine speed. The drive train order is generated on the basis of this information. Additional tasks include:
• Vehicle accessory torque requirement management (permanent)
• Accessory torque requirement management (temporary)
• Energy management
• Generate order to drive train regarding torque and engine speed
Structure of the component The component has no subcomponents.
Subfunctions See “Vehicle accessory management (CoVeh_AcsMng)” on page 49.

See “Drive train order (CoVeh_DrvTrnOrd)” on page 51.
coveh_overview.fm 21.12.2005
P_340 Y445 S00 746-V91 Confidential CoVeh_AcsMng - 49 -
DS-CV/EET Vehicle accessory management Veh-CoVeh
Vehicle accessory management (CoVeh_AcsMng)

Function group: Accessories
CARROTNICSt- ructureV:h-CoVeh
Functional overview The function collects the demands of the accessories regarding maximum engine speed, minimum engine
speed and torque and summarizes them into corresponding setpoint values.
Max. torque requirement of accessories = ENG_N_MAX
Min. torque requirement of accessories = f(Low-idle speed due to low battery,
Min. low-idle speed through add-on heater,
Low-idle speed demand for A/C compressor.)
Total torque demand accessories = f(Torque requirement of permanent accessories,
Torque demand of temporary accessories.)
Accessory torque order = f(Torque demand of servo pump,
Torque demand of alternator,
Torque demand A/C compressor
Accessory torque lead value = f(Torque lead value of servo pump,
Torque lead value of alternator,
Torque lead value of A/C compressor)
Torque requirement of permanent accessories = f(Torque lead value of servo pump,
Torque lead value of alternator)

Torque demand of temporary accessories = f(Torque lead value of A/C compressor)
Figure 22 : Vehicle accessory management - overview
E S S _ n B a ttM in
C o V e h _ n A c s M a x
M a x im u m /
A O H t_ n M in M in im u m
e n g in e s p e e d
A C C tl_ n M in re q u ir e m e n t C o V e h _ n A c s M in
A lt_ tr q D e s C o V e h _ trq A c s
A lt_ tr q L e a d
S rv P m p _ trq D e s
C o V e h _ trq A c s L e a d
T o rq u e
S rv P m p _ trq L e a d r e q u ir e m e n t
A C T rq C _ trq L e a d C o V e h _ trq A c s T e m p
ESSnB_AOtMaHin_nMt inACl_nt MinAlt_trqDesAt_l qLr eadSrvPmptrq_DesSrvPmp_trLeqadATrCC_qtrqDsAeCTrqC_trqLeaCodVeh_trqAcseDsCoVeh_trqcsALeadCoehV_trqAcPesrmCVeo_thrqAsTcempCoVeh_AnsMcaxCoVe_nhAcsinMCoVh_etrqAsc
Functional description The torque requirements of the accessories alternator (ESS_nBattMin), add-on heater (AOHt_nMin) and A/C
compressor (ACCtl_nMin) are assigned via a maximum selection CoVeh_nAcsMax. The maximum engine
speed CoVeh_nAcsMax is not limited and is set to the maximum value ENG_N_MAX (see figure 23).
Figure 23 : Torque requirement for the accessories
E S S _ n B a ttM in
M X
A O H t_ n M in C o V e h _ n A c s M in
A C C tl_ n M in
E N G _ N _ M A X C o V e h _ n A c s M a x
ESSnB_AOtMaHin_nMt inACl_nt MinCoVeh_nAcsMiConVeh_nAcsMax
The setpoint values and lead values of the accessory torque requirements of (Alt_trqDes, Alt_trqLead),
servo pump (SrvPmp_trqDes, SrvPmp_trqLead) and A/C compressor (ACTrqC_trqDes, ACTrqC_trqLead)
are summed-up. The sum of the torque requirements are stored in the variables CoVeh_trqAcsDes for the
order and in CoVeh_trqAcsLead for the lead value.
The partial sums of the torque setpoint values belonging to temporary and permanently active accessories,
are provided for the system in the variables CoVeh_trqAcsTemp or CoVeh_trqAcsPerm. The sum of the two
variables is stored in CoVeh_trqAcs (see figure 24).
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Veh-CoVeh Vehicle accessory management DS-CV/EET
Figure 24 : Torque requirement for accessories.
A lt_ tr q D e s C o V e h _ trq A c s P e rm
S rv P m p _ trq D e s
C o V e h _ trq A c s
A C T rq C _ trq D e s C o V e h _ trq A c s T e m p
A lt_ tr q L e a d
S rv P m p _ trq L e a d C o V e h _ trq A c s L e a d
A C T rq C _ trq L e a d
Alt_rqDesSrvPmp_trqDesACrqT_tCrqDsAet_l qLer adSvPr mp_trqeaLdACrqTC_trqLeadCoVeh_trqAsDcesCoVe_thrqAcsLadeCoVeh_rqAt csPermCoehV_trqAcsemTpCoVe_trhqAcs
ECU initialization All values are set to '0’ or 'FALSE’.
Output values CoVeh_nAcsMax: maximum engine speed for accessories rpm <SWORD>
CoVeh_nAcsMin: minimum engine speed for accessories rpm <SWORD>
CoVeh_trqAcs: Torque requirement of the accessories Nm <SWORD>
CoVeh_trqAcsDes: desired torque of accessories Nm <SWORD>
CoVeh_trqAcsLead: accessories lead torque demand Nm <SWORD>
CoVeh_trqAcsPerm: torque of permanent active accessories Nm <SWORD>
CoVeh_trqAcsTemp: torque of temporary active accessories Nm <SWORD>
Input values ESS_nBattMin: minimum engine speed due to low battery rpm <SWORD>
AOHt_nMin: minimum setpoint idle speed by add on heater rpm <SWORD>
ACCtl_nMin: low idle speed demand for AC compressor rpm <SWORD>
Alt_trqDes: desired alternator torque Nm <SWORD>
Alt_trqLead: lead torque of alternator Nm <SWORD>
ACTrqC_trqDes: desired torque of AC Nm <SWORD>
ACTrqC_trqLead: lead torque of AC Nm <SWORD>
SrvPmp_trqDes: desired torque of servopump Nm <SWORD>
SrvPmp_trqLead: lead torque of servopump Nm <SWORD>
coveh_acsmng.fm 21.12.2005
P_340 Y445 S00 746-V91 Confidential CoVeh_DrvTrnOrd - 51 -
DS-CV/EET Drive train order Veh-CoVeh
Drive train order (CoVeh_DrvTrnOrd)

Function group: CoVeh
Functional overview The function group vehicle motion (VehMot) and the vehicle accessory management make demands
regarding engine speed and torque.
From this, the function forms the order to the drive train. This order consists of a minimum and maximum
engine speed, a propulsion torque and its lead value.
Order minimum engine speed = f(Setpoint engine speed,
Minimum engine speed for accessories)
Order propulsion torque = f(Demand propulsion torque,
Lead propulsion torque,
Substitute value torque at gearbox output in case of system error)
Figure 25 : Order for propulsion - overview
E n g _ n A v rg C o V e h _ tr q P r p L im E r r
C o V M _ trq P rp D e s G e n e r a tio n o f C o V e h _ trq P rp D e s

to rq u e d e m a n d
C o V M _ trq P rp L e a d to d r iv e tr a in
C o V e h _ trq P rp L e a d
C o V e h _ n A c s M a x
C o V e h _ n M a x
A c c P e d _ n M in
G e n e r a tio n o f C o V e h _ n M in
C o V e h _ n A c s M in e n g in e s p e e d o r d e r
to d r iv e tr a in C o V e h _ s tO rd
C o V M _ s tO rd
AccPdeCo_nMVeinh_nAcsMaxoVCeh_nAcsMinCVeo_nhMaxCoVeh_nMinCoVeh_stOrdoVCeh_trqPpDr seCoVeh_trqPrpLadCoVeeh_trqPrpLmEi rCVMo_strdOCoVM_tqPr rpDesCVMo_trqPrpeaLdEn_ngAvrg
Functional description The function calculates the "order propulsion torque" CoVeh_trqPrpDes and the "order for the implemented
as provisional substitute propulsion torque" CoVeh_trqPrpLead. Furthermore, the function collects the
demands from vehicle motion CoVM_stOrd and from the function “Vehicle accessory management
(CoVeh_AcsMng)” on page 49 (CoVeh_nAcsMin, CoVeh_nAcsMax) and formulates from these the order for
the drive train.
Figure 26 : Generation of torque demand to drive train
CoVM_trqPrpDes
CoVeh_trqPrpDes
CoVeh_trqPrpLimErr
CoVeh_trqPrpLead
CoVM_trqPrpLead
CoVM_stOrd CoVeh_stOrd
CoVh_eCostOrehVd_trqPrpDeCosVeh_trqPrpLeadCoehV_trqPrpLimEroVCM_stOrdCoMV_trqPrpesDCoV_tMrqPrpLead
If necessary, the low-idle setpoint speed CoVeh_nMin is increased by the accelerator pedal demand
AccPed_nMin.
Figure 27 : Generation of engine speed order to drive train
AccPed_nMin
CoVeh_nMin
CoVeh_nAcsMin
CoVeh_nAcsMax CoVeh_nMax
AccPdeCo_nMVeinh_nAcsMaxoVCeh_nAcsMinCVeo_nhMaxCoVeh_nMin
Substitute function If the function identifier Fid_CoVehtrqLimErr_mp is not inhibited by an error, the limitation
CoVeh_trqPrpLimErr of the propulsion torque is inactive. This means CoVeh_trqPrpLimErr is set to a
maximum value.
If an error occurs which limits the propulsion (Fid_CoVehtrqLimErr_mp.0 = 0), CoVeh_trqPrpLimErr is
initialized with CoVeh_trqPrpDes. Then, CoVeh_trqPrpLimErr is reduced to the output value of the limitation
curve CoVeh_trqLim_CUR using a ramp function with the slope CoVeh_dtrqLimDwn_C.
If the limiting demand is no longer present (Fid_CoVehtrqLimErr_mp.0 = 1), CoVeh_trqPrpLimErr is
increased with the slope CoVeh_dtrqLimUp_C until CoVeh_trqPrpDes is no longer limited by
CoVeh_trqPrpLimErr.
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Veh-CoVeh Drive train order DS-CV/EET
Figure 28 : Limitation CoVeh_trqPrpLimErr of the propulsion torque in the event of an error
F id _ C o V e h tr q L im E r r _ m p .0
c o v e h _ d rv trn o rd _ 2 .d s f
C o V e h _ d tr q L im D w n _ C
C o V e h _ d tr q L im U p _ C
T R Q P R P _ M A X
s w p o s p a ra m
P
x a
y
x b p o s C o V e h _ tr q P r p L im E r r
E n g _ n A v rg a c tiv e
T 0 is w
C o V e h _ tr q L im _ C U R
C o V e h _ tr q P r p L im E r r w ill b e in itia lis e d
a t d o w n r a m p in g w ith m a x im u m o f
C o V e h _ trq P rp D e s a n d C o V e h _ trq P rp L e a d
CoVeh_dtrqLimDn_wCoVeh_drqLt imU_CpoVChe_trqimL_CUCRVeoh_trPrqpLimErEng_nAvrgFidCo_VehtrqLmEi r_mpCVeoh_trqPrpDsCeoVeh_trPrqpLead
ECU initialization CoVeh_trqPrpDes and CoVeh_trqPrpLead are preset with a minimum possible propulsion torque
TRQPRP_MIN (= -5000 Nm) and CoVeh_trqPrpLimErr with a maximum value TRQPRP_MAX ( = 6000
Nm). CoVeh_nMax is initialized with a maximum possible engine speed ENG_N_MAX (= 6000 rpm),
CoVeh_nMin with ENG_N_ZERO (= 0 rpm).
Output values CoVeh_nMax: maximum allowed engine speed rpm <SWORD>
CoVeh_nMin: minimum requsted engine speed rpm <SWORD>
CoVeh_stOrd: boundary conditions for physical order - <UBYTE>
CoVeh_trqPrpDes: desired torque for propulsion Nm <SWORD>
CoVeh_trqPrpLead: lead torque for propulsion Nm <SWORD>
CoVeh_trqPrpLimErr: limitation torque for propulsion at system error Nm <SWORD>
Input values AccPed_nMin: low idle set point on AccPed error rpm <SWORD>
CoVeh_nAcsMax: maximum engine speed for accessories rpm <SWORD>
CoVeh_nAcsMin: minimum engine speed for accessories rpm <SWORD>
CoVM_stOrd: boundary conditions for physical order - <UBYTE>
CoVM_trqPrpDes: desired torque for propulsion Nm <SWORD>
CoVM_trqPrpLead: lead torque for propulsion Nm <SWORD>
Eng_nAvrg: average engine speed rpm <SWORD>
Measuring points Fid_CoVehtrqLimErr_mp: Fid for detection of system errors that react on propulsion torque
- <UBYTE>
Application parameters CoVeh_dtrqLimDwn_C: torque step down on system error<value>

CoVeh_dtrqLimUp_C: torque step up on healing of system error<value>
CoVeh_trqLim_CUR: substitute value for propulsion torque on system
error<curve_individual>
coveh_drvtrnord.fm 21.12.2005
P_340 Y445 S00 746-V91 Confidential CoVeh_TSEACoIv - 53 -
DS-CV/EET Torque and Speed External Access Control Veh-CoVeh
Torque and Speed External Access Control (CoVeh_TSEACoIv)

Functional overview The task of CoVeh_TSEACoIv process is to manage torque and speed requests that come from CAN
interface. Each external device can request torque and/or speed to ECU, through TSC1 message.
CoVeh_TSEACoIv provides arbitration among these messages and produces torque request to the torque
path and speed request to the speed governor. SAE J1939 standard defines the layout of these messages.
For more detailed information on CAN message see “Frame manager (FrmMng)” on page 1979.
Furthermore, in addition to TSC1 messages, the proprietary message VM2EDC can request additional
parameter set number for the speed governor. CoVeh_TSEACoIv provides arbitration between TSC1_VE
and VM2EDC messages in terms of parameter set number for speed governor.
Figure 29 : TSEA functional Overview
A B S (A T C )
H a rd w a re S o ftw a re
T S C 1 _ A E
T S C 1 _ A R
R e ta rd e r
C A N H W E F ra m e
T S C 1 _ D E L in e P r o p r ie ta r y
M a n a g e r
T S C 1 _ D R
P r o p r ie ta r y lo w /h ig h id le s e tp o in t, n ° o f p a r a m e te r s e t ( 0 ..3 )
P T O fe e d b a c k fa c to r
T S C 1 _ *
T S C 1 _ P E A T C n ° o f r e g u la to r p a r a m e te r S p e e d
T C T S C 1 _ *E s e t (4 ..7 ) G o v e rn o r
C o V e h _ T S E A C o Iv lo w /h ig h id le s e tp o in t,
P T O
D R T S C 1 _ *R F rm M n g _ s t* T o rq u e n ° o f p a ra m e te r s e t (0 ..7 ),
G e a rB x (T C ) V C M S p e e d
F rm M n g _ trq * D e m E x te rn a l
s ta u s ( v a lid o r n o t, c tl/lim )
T S C 1 _ T E
T S C 1 _ T R A c c e s s
F rm M n g _ n *D e m C o o r d in a to r C o V e h _ s tT S E A x x x ....
B o d y C
T S C 1 _ V E C o V e h _ trq T S E A V m D e c V e h ic le
T S C 1 _ V R
B C 2 E D C
C o V e h _ trq T S E A V m In c D y n a m ic s
In te r v e n tio n
C o V e h _ trq T S E A G b x D e c G e a rb o x
C o V e h _ trq T S E A G b x In c C o n tro l
In te r v e n tio n
c o v e h _ ts e a c o iv _ 1 .d s f
TSC1 messages information Several TSC1 messages are received by FrmMng from external devices that are descripted in following
table:
Table 13: TSC1 messages source
Source Acronym Internal Name Description
ABS/ASR ATC TSC1_AE Torque and/or speed request to EDC
TSC1_AR Torque request to Retarder (ECU makes retarder function)
Drive Line DR TSC1_DE Torque and/or speed request to EDC
Retarder TSC1_DR Torque request to Retarder (ECU makes retarder function)
PTO PTO TSC1_PE Torque and/or speed request to EDC
Gear Box TC TSC1_TE Torque and/or speed request to EDC
TSC1_TR Torque request to Retarder (ECU makes retarder function)
Body Computer or VM TSC1_VE Torque and/or speed request to EDC
Vehicle Management TSC1_VR Torque request to Retarder (ECU makes retarder function)
The messages described above can request torque and/or speed, and they can be of "Control" (Ctl) or "Limit"
(Lim) type. The following table shows the possible cases
Table 14: TSC1 control or limit access
Message TORQUE SPEED
Control Limit Control Limit
TSC1_AE Yes Yes Yes Yes
TSC1_AR Yes Yes NO NO
TSC1_DE Yes Yes Yes Yes
TSC1_DR Yes Yes NO NO
TSC1_PE Yes Yes Yes Yes
TSC1_TE Yes Yes Yes Yes
TSC1_TR Yes Yes NO NO
TSC1_VE Yes Yes Yes Yes
TSC1_VR Yes Yes NO NO
Torque access to ECU With actual torque structure, CoVeh_TSEACoIv has two types of access to the torque path:
1. Increase and/or decrease torque on Vehicle Dynamics Intervention (CoVM), see “Coordinator vehicle
(CoVeh)” on page 48 and see “Propulsion stabilization (CoVM_StabDem)” on page 84.
2. Increase and/or decrease torque on Gear Box (Gbx), see “Gearbox intervention to torque
(Gearbx_TrqIntv)” on page 232.
The following table shows details for each message:
Table 15: TSC1 Torque access
Message To subsystem Torque
TSC1_AE Selectable by TRQ_ZERO <= Requested torque <= TRQ_MAX
CoVeh_stTSEADestIv_C
TSC1_AR Selectable by TRQ_MIN <= Requested torque <= TRQ_ZERO
TSC1_DE Selectable by TRQ_ZERO <= Requested torque <= TRQ_MAX
TSC1_DR Selectable by TRQ_MIN <= Requested torque <= TRQ_ZERO
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Veh-CoVeh Torque and Speed External Access Control DS-CV/EET
TSC1_PE Selectable by TRQ_ZERO <= Requested torque <= TRQ_MAX

TSC1_TE Selectable by TRQ_ZERO <= Requested torque <= TRQ_MAX
TSC1_TR Selectable by TRQ_MIN <= Requested torque <= TRQ_ZERO
TSC1_VE Selectable by TRQ_ZERO <= Requested torque <= TRQ_MAX
TSC1_VR Selectable by TRQ_MIN <= Requested torque <= TRQ_ZERO
NOTE : The torque out of range will be rejected by priority manager

Table 16: CoVeh_stTSEADestIv_C bit meanings (reset needed to make calibration active)
VE TE PE DE AE
bit7 bit 6 bit 5 bit 4 bit 3 bit 2 bit 1 bit 0
reserved reserved reserved 0 to CoVm 0 to CoVm 0 to CoVm 0 to CoVm 0 to CoVm
1 to Gbx 1 to Gbx 1 to Gbx 1 to Gbx 1 to Gbx
VR TR DR AR
reserved reserved reserved 0 to CoVm 0 to CoVm reserved 0 to CoVm 0 to CoVm
1 to Gbx 1 to Gbx 1 to Gbx 1 to Gbx
The torques message will be converted in propulsion or clutch torque before access to the torque path as
described later (see “Torque adaptation” on page 59)
Speed access to ECU According to actual torque structure, CoVeh_TSEACoIv has access point to Speed Governor through the
following messages, CoVeh_nTSEASpdReq for speed, CoVeh_stTSEASpdReq for source of speed request,
CoVeh_stTSEATrqSpdReq for status information and CoVeh_numTSEAParSet for the selection of regulator
parameter set number. Speed requests out of range ( requested speed < ENG_N_ZERO or requested
speed> ENG_N_MAX) are rejected and Priority manager will not use them. Additional information will be
provided later in this document.
Additional feature allow to reject incoming control speed request for an applicable time (only during cranking).
If this functionality is enabled (by bit coded CoVeh_stTSEAEnaSpdReqIv_C), the control speed request is
reject if CoEng_tiNormal is lower than CoVeh_tiEnaSpdReqIv_C speed
Table 17: CoVeh_stTSEAEnaSpdReqIv_C bit meanings (reset needed to make calibration active)
CoVeh_stTSEAEnaSpdReqIv_C
VE TE PE DE AE
reserved reserved reserved 0 no wait 0 no wait 0 no wait 0 no wait 0 no wait
1 wait 1 wait 1 wait 1 wait 1 wait
VR TR DR AR
reserved reserved reserved 0 no wait 0 no wait reserved 0 no wait 0 no wait
1 wait 1 wait 1 wait 1 wait
CoVeh_TSEACoIv coordinator behaviour

Figure 30 : CoVeh_TSEACoIv overview
C o V e h _ T S E A _ C o
C o V e h _ s tT S E A D e s t
C o V e h _ s tT S E A T im e E la p s Iv _ m p
to rq u e C o V e h _ n u m T S E A P r io V R Iv
F rm M n g _ s t* E E rrIv
F r m M n g _ s t* E P r io Iv C o V e h _ tr q T S E A L im In c N o C o n v Iv
C o V e h _ trq T S E A V m D e c
F rm M n g _ s t* E S p d C o n Iv
C o V e h _ trq T S E A V m In c
F rm M n g _ s t* E M o d e Iv
P r io r ity C o V e h _ trq T S E A G b x D e c
F rm M n g _ trq * E D e s Iv m a n a g e m e n t
C o V e h _ trq T S E A G b x In c
fo r T S C 1
F rm M n g _ n * E D e s Iv
C o V e h _ s tT S E A T r q C tlR e q Iv _ m p
F rm M n g _ s t* R E rrIv C o V e h _ s tT S E A T r q L im R e q Iv
F r m M n g _ s t* R P r io Iv C o V e h _ s tT S E A V m D e c
F rm M n g _ s t* R M o d e Iv C o V e h _ s tT S E A V m In c
C o V e h _ s tT S E A G b x D e c
F rm M n g _ trq * R D e s Iv
C o V e h _ s tT S E A G b x In c
C o E n g _ tr q M in C o V e h _ s tT S E A C tlL im ite d Iv _ m p
G e a rb x _ trq F rc C o V e h _ s tT S E A S o u rc e A c tv Iv _ m p
D rv T rn _ rT ra n s D T C o V e h _ s tT S E A E E C 1 S rc
P rb B rk _ s w tV C M A c tv C o V e h _ s tT S E A E R C 1 S c rIv
C o V e h _ s tT S E A T rq S p d R e q
V e h D a _ s tT rq D e m .b 1 3
s p e e d
C o E n g _ s tIn rD e s B rk n u m T S C 1 P a rS e t
C o V e h _ n T S E A S p d R e q
P r io r ity C o V e h _ s tT S E A S p d R e q Iv _ m p
F rm M n g _ n u m P a rS e tIv m a n a g e m e n t C o V e h _ n u m T S E A P a rS e t
fo r s e t n °
ts e a _ c o _ 2 .d s f
coveh_tseacoiv.fm 27.12.2005
The CoVeh_TSEACoIv (coordinator of external torque/speed access) receives all positive (*E) and negative
(*R) requests, takes the decision of which is the winner and produces messages for Torque Path (CoVm and
Gbx) and for Universal speed Governor. The priority management is actuated in two different logical blocks.
The first provides torque and speed request analyzing TSC1 messages. The second provides the selection
of parameter set number (CoVeh_numTSEAParSet 0..7) for "Speed Governor", analyzing the selections
coming from TSC1 and from proprietary messages VM2EDC. The override parameter set of proprietary
message is associated only to TSC1_VE message, and it is valid only if TSC1_VE is active (with speed
control) and wins priority among all TSC1 messages. In case of TSC1 error (FrmMng_st*ErrIv != 0), the
related requests will be discarded before Priority management.
Brief decription of CoVeh_TSEACoIv Input messa- The following is a brief description of input messages, where symbol "x" stands for AE, AR, DE, DR, PE, TE,
ges TR, VE, VR. (for more detail see “Frame manager (FrmMng)” on page 1979 )
1. FrmMng_stxErrIv : Error status of related message (contains Bus-off, Timeout and/or Value out of range)
2. FrmMng_stxPrioIv : Priority of related message
∗ 00bin : Highest priority
∗ 01bin : High priority
∗ 10bin : Medium priority
∗ 11bin : low priority
3. FrmMng_stxSpdConIv : speed control mode (0..3), number of requested parameter set.
4. FrmMng_stxModeIv : override control mode, Control or Limitation
∗ 00bin : Disable, no access request
∗ 01bin : Speed control access request

∗ 10bin : Torque control access request
∗ 11bin : Torque or/and speed limitation access request
5. FrmMng_trqxDesIv : Requested torque
6. FrmMng_nxDesIv : Requested speed
7. FrmMng_numParSetIv : Number of requested parameters set (0..3) from VM2EDC Can message.
Priority management for TSC1 This module provides the priority strategy for all active TSC1 messages. Active means messages that are
not in error and are not disabled by override control mode. As described in figure below, a preliminary
analysis will be done for Control Request, Positive Limitation Request and Negative Limitation Request in
separate ways. Then, all possible results combinations will be evaluated.
Figure 31 : Priority analysis
i ii iii
A n a lis y s A n a lis y s A n a lis y s
c o n tro l p o s itiv e lim it n e g a tiv e lim it
re q u e s t re q u e s t re q u e s t
iv
F in a l
a n a lis y s
ts e a _ c o _ 3 .d s f
The following is a list of abbrieviations used in next chapter:

• TC means torque control, TL means torque limit.
• SC means speed control, SL means speed limit.
• Win is the acronym of winner.
• Pos means Positive, Neg means Negative.
Control request priority analysis (positive and ne- (TC torque control, SC speed control)
gative), Standard Mode
This Standard Mode is selectable by application parameter (CoVeh_stTSEATrqSpdIv_C == FALSE)
Actions :
1. Priority check, higher priority wins.
2. In case of equal priority, the positive request (torque or speed) wins on negative request.
3. In case of equal sign of request (all positive or negative), the already active request wins (if it is present).
4. Otherwise the winner is selected from the following table:
Table 18: Control resolving table
Message 1 Message 2 Winner Notes
TC1 TC2 TC with MAX torque Max is intended as absolute maximum. In case of
two or more TC with exactly the same value, the
winner is selected from applicable priority table
(see “Applicable priority table
CoVeh_numTSEAPrioDflIv_CA (reset
needed to make calibration active)” on page
56)
TC1 SC1 Applicable by source address see “Applicable priority table
56
SC1 SC2 SC with MAX speed In case of two or more SC with exactly the same
value, the winner is selected from applicable
priority table (see “Applicable priority table
56
If two or more message have the same torque value, the winner is selected from the following table:
Table 19: Applicable priority table CoVeh_numTSEAPrioDflIv_CA (reset needed to make calibration active)
Position in Refer to Source of Priority (0 Lower, 4 Default
CoVeh_numTSEAPrioDflIv_CA message Higher)
0 AE/AR 0..4 4
1 DE/DR 0..4 2
2 PE 0..4 1
3 TE/TR 0..4 3
4 VE/VR 0..4 0
From above descripted strategy, the winner can be TCWinPos, TCWinNeg or SCWin
Control request priority analysis (positive and ne- (TC torque control, SC speed control)
gative), Enhanced Mode
This Standard Mode is selectable by application parameter (CoVeh_stTSEATrqSpdIv_C == TRUE)
Actions :
2. In case of equal priority, the positive request (torque or speed) wins on negative request.
Table 20: Control resolving table
TC1 TC2 TC with MAX torque Max is intended as absolute maximum. In case of
two or more TC with exactly the same value, the
winner is selected from applicable priority table
(see “Applicable priority table
56)
TC1 SC1 TC and SC win
SC1 SC2 SC with MAX speed In case of two or more SC with exactly the same
56
If two or more message have the same torque value, the winner is selected by CoVeh_numTSEAPrioDflIv_CA
( see “Applicable priority table CoVeh_numTSEAPrioDflIv_CA (reset needed to make calibration active)” on
page 56 )
From above descripted strategy, the winner can be TCWinPos, TCWinNeg and/or SCWin
Limit request priority analysis (positive) (TLPos torque limit, SL speed limit)
Actions :
2. TL and SL at same priority: both win.
Table 21: Positive limit resolving table
TLPos1 TLPos2 TL with MIN torque In case of two or more TLPos with exactly the
same value, the winner is selected from applicable
56)
SL1 SL2 SL with MIN speed In case of two or more SL with exactly the same
56)
From above descripted strategy, the winner can be TLWinPos and/or SLWin.
Limit request priority analysis (negative, only tor- (TLNeg torque limit)
que)
Actions :
Table 22: Negative limit resolving table
TLNeg1 TLNeg2 TL with MAX torque In case of two or more TLNeg with exactly the
same value, the winner is selected from applicable
56)
From above descripted strategy, the winner can be TLWinNeg .

Final priority analysis (TLPos/TLNeg torque limit, TCPos/TCNeg torque control, SC speed control, SL speed limit)
Actions :
1. If control priority is higher than limit priority, the control request wins.
2. If control priority is less or equal than limit priority, the following tables shows the possibilities:
Table 23: Combination of control and limit cases

Control Positive limit Negative TORQUE SPEED
winner limit
Num
TLwinPos SLwin see “Torque access Ctl Lim n Ctl Lim
according to TSC1
destination.” on page 58
1 None* No No No No
2 None TLWinNeg No Yes ENG_N_MAX No No
None**
3 None* No No No Yes
4 SLWin TLWinNeg No Yes SLWin No Yes
5 None* No Yes No No
6 None TLWinPos None TLWinNeg TLWinNeg < Trq* < TLWinPos No Yes ENG_N_MAX No No
7 TLWinPos None* No Yes No Yes
8 >0 SLWin TLWinNeg No Yes SLWin No Yes
7a TLWinPos None* No Yes No No
8a =0 SLWin TLWinNeg No Yes ENG_N_MAX No No
9 None* No No Yes No
10 None TLWinNeg No Yes SCwin Yes No
None**
11 None* No No SC wins with speed Yes Yes
12 SLWin TLWinNeg No Yes =Min(SLWin,SCwin) Yes Yes

13 None* No Yes Yes No
14 TLWinPos None TLWinNeg No Yes SCwin Yes No
SCwin >0 TLWinNeg < Trq* < TLWinPos
15 None* No Yes SC wins with speed Yes Yes
16 SLWin TLWinNeg No Yes =Min(SLWin,SCwin) Yes Yes
13a None* No Yes No No
14a TLWinPos None TLWinNeg No Yes No No
=0 ENG_N_MAX
15a None* No Yes No No
16a SLWin TLWinNeg No Yes No No
17 None* Yes No No No
18 None TLWinNeg Yes Yes ENG_N_MAX No No
None**
19 None* Yes No No Yes
TCWinNeg limited
20 SLWin TLWinNeg Yes Yes SLWin No Yes
TLWinNeg < Trq* < TLWinPos
21 TCWinNeg None* (TLWinPos has not any effect) Yes Yes No No
TLWinPos
23 None* Yes Yes No Yes
25 None* Yes No No No
None**
27 None* Yes No No Yes
TCWinPos limited
29 TCWinPos None* (TLWinNeg has not any effect) Yes Yes No No
TLWinPos
31 None* Yes Yes No Yes
Enhanced TC and SC (CoVeh_stTSEATrqSpdIv_C == TRUE)

33 None* Yes No Yes No
34 None TLWinNeg Yes Yes SCwin Yes No
None**
35 None* Yes No SC wins with speed Yes Yes
TCWin limited
36 SLWin TLWinNeg Yes Yes =Min(SLWin,SCwin) Yes Yes
37 TCWinPos None* (TLWinNeg has not any effect) Yes Yes Yes No
38 & SCWin None TLWinNeg Yes Yes SCwin Yes No
TLWinPos
39 None* Yes Yes SC wins with speed Yes Yes
40 SLWin TLWinNeg Yes Yes =Min(SLWin,SCwin) Yes Yes
None*: Torque for TLwinNeg = TRQ_MIN

None** : Torque for TLwinPos = TRQ_MAX
Trq* : Values for CoVeh_trqTSEAVmDec, CoVeh_trqTSEAVmInc, CoVeh_trqTSEAGbxDec, and
CoVeh_trqTSEAGbxInc are set according destination of TSC1, see “Torque access according to TSC1
destination.” on page 58.
7a,8a,13a,14a,15a,16a behavoiur is selectable by applicabile parameter CoVeh_stTSEAEnaSpdTLPosIv_C.
If this parameter is set to 1 the above cases are evaluated. If it is set to 0 the behavior is the same of case
7,8,13,14,15,16 and it does not depend on TLWinPos value.
The following table shows all possible combinations of torque request destination and related intervention to
the torque path. In the first colum there is the reference to the case of above table (see “Combination of
control and limit cases” on page 57)
Table 24: Torque access according to TSC1 destination.

Num Destination CoVeh_trqTSEA.........
Ctl Positive Negative VmDec VmInc GbxDec GbxInc

limit limit
Gbx Gbx Gbx TRQPRP_MAX TRQPRP_MIN TLWinNeg <= TC*Win <= TLWinPos
Gbx Gbx Vm TRQPRP_MAX TLWinNeg TRQ_MIN <= TC*Win <= TLWinPos
Gbx Vm Gbx TLWinPos TRQPRP_MIN TLWinNeg <= TC*Win <= TRQ_MAX
22,24,30,32 Gbx Vm Vm TLWinPos TLWinNeg TCWin

,38,40 Vm Gbx Gbx TCWin TLWinPos TLWinNeg
Vm Gbx Vm TLWinNeg <= TC*Win <= TRQPRP_MAX TLWinPos TRQ_MIN
Vm Vm Gbx TRQPRP_MIN <= TC*Win <= TLWinPos TRQ_MAX TLWinNeg
Vm Vm Vm TLWinNeg <= TC*Win <= TLWinPos TRQ_MAX TRQ_MIN
Gbx Gbx - TRQPRP_MAX TRQPRP_MIN TRQ_MIN <= TC*Win <= TLWinPos
Gbx Vm - TLWinPos TRQPRP_MIN TCWin
21,23,29,31
Vm Gbx - TCWin TLWinPos TRQ_MIN
,37,39
Vm Vm - TRQPRP_MIN <= TC*Win <= TLWinPos TRQ_MAX TRQ_MIN
Gbx - Gbx TRQPRP_MAX TRQPRP_MIN TLWinNeg <= TC*Win <= TRQ_MAX
Gbx - Vm TRQPRP_MAX TLWinNeg TCWin
18,20,26,28
Vm - Gbx TCWin TRQ_MAX TLWinNeg
,34,36
Vm - Vm TLWinNeg <= TC*Win <= TRQPRP_MAX TRQ_MAX TRQ_MIN
17,19,25,27 Gbx - - TRQPRP_MAX TRQPRP_MIN TCWin
,33,35 Vm - - TCWin TRQ_MAX TRQ_MIN
- Gbx Gbx TRQPRP_MAX TRQPRP_MIN TLWinPos TLWinNeg
- Gbx Vm TRQPRP_MAX TLWinNeg TLWinPos TRQ_MIN
6,8,14,16,
- Vm Gbx TLWinPos TRQPRP_MIN TRQ_MAX TLWinNeg
8a,14a,16a
- Vm Vm TLWinPos TLWinNeg TRQ_MAX TRQ_MIN
5,7,13,15, - Gbx - TRQPRP_MAX TRQPRP_MIN TLWinPos TRQ_MIN

7a,13a,15a - Vm - TLWinPos TRQPRP_MIN TRQ_MAX TRQ_MIN
2,4,10,12 - - Gbx TRQPRP_MAX TRQPRP_MIN TRQ_MAX TLWinNeg
- - Vm TRQPRP_MAX TLWinNeg TRQ_MAX TRQ_MIN
1,3,9,11 - - - TRQPRP_MAX TRQPRP_MIN TRQ_MAX TRQ_MIN
TC*Win : For torque limitation see “Torque Limitation” on page 58 and for range of access to torque path see
“Range for torque path access” on page 58
Figure 32 : Torque Limitation
T o rq u e
T L W in P o s
T L W in N e g
ts e a _ c o _ 4 .d s f
Figure 33 : Range for torque path access
T o rq u e x x x G b x o r V m
d e s tin a tio n
T R Q _ M A X C o V e h _ trq T S E A x x x D e c d e p e n d e n t
P o s itiv e R e q u e s t
T R Q _ Z E R O < = T S C 1 _ trq * E < = T R Q _ M A X
T R Q _ Z E R O C o V e h _ trq T S E A x x x In c C o V e h _ trq T S E A x x x D e c
N e g a tiv e R e q u e s t
T R Q _ M IN < = T S C 1 _ trq * R < = T R Q _ Z E R O
T R Q _ M IN C o V e h _ trq T S E A x x x In c
ts e a _ c o _ 6 .d s f
Example of torque access The following it is an example of how to read the two previous tables (note that the torque values are only
dummy values).
For instance, if a TSC1 limitation from ABS to ECU (AE) requests 200Nm (TLwinPos) and a TSC1 limitation
from Gearbox to retarder (TR) requests -120Nm (TLwinNeg), then the case is the number 6 of the first table
(see “Combination of control and limit cases” on page 57). Looking in the second table (see “Torque access
according to TSC1 destination.” on page 58), it is possible to determine which values will assume the
interface messages in function of destination of TSC1. The torque values will be adapted according the
destination, as descripted above (see “Torque adaptation” on page 59). In this example the messages will
be set in the following mode:
• CoVeh_trqTSEAVmDec = f( 200Nm) - (equivalent of 200Nm engine torque converted in propulsion torque)
• CoVeh_trqTSEAVmInc = TRQPRP_MIN
• CoVeh_trqTSEAGbxDec = TRQ_MAX
• CoVeh_trqTSEAGbxInc = f(-120Nm) - (equivalent of -120Nm engine torque converted in clutch torque)
Torque adaptation According to standard SAE J1939 TSC1 messages require engine torque, therefore the torque must be
adapted in function of the destination in the torque path.
Two apdatations are done. The first for torque minimum CoEng_trqMin, added on start of TSC1 analysis and
the second at the end of complete TSEA executions for Gbx or Vm adaptations.
External devices that request torque by TSC1 message could already take into account the torque min value,
thus the use of CoEng_trqMin in torque adaptation is applicable for each source by
CoVeh_stTSEATrqMinIv_C, as descripted in the following table
Table 25: CoVeh_stTSEATrqMinIv_C bit meanings
CoVeh_stTSEATrqMinIv_C (use of CoEng_trqMin in torque adaption)
STAND_ALONE VE TE PE DE AE
Mode
0 not used reserved reserved 0 not used 0 not used 0 not used 0 not used 0 not used
1 used 1 used 1 used 1 used 1 used 1 used
VR TR DR AR
reserved reserved reserved 0 not used 0 not used reserved 0 not used 0 not used
1 used 1 used 1 used 1 used
At the and of TSEA analysis, the winners torque are correct, the Gbx (clutch torque) and for CoVM
(propulsion torque) as shows by following formulas:
1. Gbx trq = Requested torque - CoVeh_trqAcsDes
2. CoVM trq = (Requested torque - CoVeh_trqAcsDes + Gearbx_trqFrc) * DrvTrn_rTransDT
Speed access via VM2EDC and TSC1 Proprietary Can message VM2EDC is provided in order to satisfy external request to speed governor. This
is not a specific functionality of CoVeh_TSEACoIv but it has been inserted for a global overview on external
access. For detailed information on VM2EDC Can message, see “Receive Message VM2EDC
(FrmMng_VM2EDC)” on page 2264. The following is the list of external access:
1. Low Idle Access: Message that contains Low Idle speed set point and selection of parameters set number
(P, I, D, Feedback Factor). (Note: Directly from FrmMng to Speed Governor).
2. High Idle Access: Message that contains High Idle speed set point and selection of parameters set
number (P, I, D, Feedback factor). (Note: Directly from FrmMng to Speed Governor).
3. Intermediate Speed Access 1: Message that contains an additional selection of parameter set number to
be used by speed governor. The related set point is taken from TSC1 speed control selection. (Note: From
FrmMng to Speed Governor trough CoVeh_TSEACoIv arbitration)
4. Intermediate Speed Access 2: Message that contains the demanded Feedback Factor. The related set
point is taken from TSC1 speed control/limit selection. (Note: From FrmMng directly to Speed Governor)
The following picture shows the possible access via VM2EDC and TSC1 message to speed governor
through CoVeh_TSEACoIv.
Figure 34 : Speed access via VM2EDC and TSC1
F rm M n g F r m M n g _ n L IG o v S e tP o in t
F r m M n g _ n H IG o v S e tP o in t
F rm M n g _ n u m L IG o v P a rS e t
V M 2 E D C F rm M n g _ n u m H IG o v P a rS e t
F rm M n g _ fa c V E S G o v F d B k
F rm M n g _ n u m P a rS e tIv S p e e d
G o v e rn o r
F rm M n g _ s t* E E rrIv
F r m M n g _ s t* E P r io Iv T S E A _ C o C o V e h _ s tT S E A T rq S p d R e q
T o rq u e
F rm M n g _ s t* E S p d C o n Iv S p e e d
E x te rn a l
F rm M n g _ s t* E M o d e Iv A c c e s s C o V e h _ n T S E A S p d R e q
T S C 1 _ *E C o o r d in a to r
F rm M n g _ trq * E D e s Iv
T S C 1 _ V E C o V e h _ n u m T S E A P a rS e t ts e a _ c o _ 5 .d s f
F rm M n g _ n * E D e s Iv
The CoVeh_TSEACoIv provides to Speed Governor the request of speed (CoVeh_nTSEASpdReq) with related
status (CoVeh_stTSEATrqSpdReq). In addition, a selection for parameter set (CoVeh_numTSEAParSet) is
provided, that usually comes directly from the related field of TSC1 message. If and only if the winner of
arbitration is TSC1_VE, CoVeh_TSEACoIv analyzes FrmMng_numParSetIv and decides the new value for
CoVeh_numTSEAParSet. The following table shows the strategy:
Table 26: Arbitration between TSC1 and VM2EDC number of parameter set.
FrmMng_st*ESpdConIv TSC1_VE winner? FrmMng_numParSetIv CoVeh_numTSEAParSet
0..3 No any From TSC1 (0..3)
0..3 Yes 0..3 From FrmMng_numParSet
(+4 -->4..7)
0..3 Yes >3 From TSC1 (0..3)
Description of CoVeh_TSEACoIv output For better understanding of CoVeh_TSEACoIv, the following list details each output of the module:
1. CoVeh_trqTSEAVmDec : Requested decrement torque for Vehicle Dynamics Intervention, to be intended
as maximum torque for CoVM.
2. CoVeh_trqTSEAVmInc : Requested increment torque for Vehicle Dynamics Intervention, to be intended as
minimum torque for CoVM.
3. CoVeh_stTSEAVmDec, CoVeh_stTSEAVmInc : Status of requested decrement/increment torque for Vehicle
Dynamics Intervention. The following tables show bit value for both status messages and access/no
access configurations. (Note that error bits are not used because CoVeh_TSEACoIv do not provvide any
access with error).
Table 27: Status messages to Vehicle Dynamics Intervention: bit meanings
CoVeh_stTSEAVmDec, CoVeh_stTSEAVmInc
not used, not used, Ctl or Lim not used, not used, set to 0 not used, Reset
set to 0 set to 0 access set to 0 set to 0 set to 0 Integrator
Dfp’s
Table 28: Status messages to Vehicle Dynamics Intervention : access/no access configurations
bit Description Note Intervention No intervention
position configuration configuration
value value
0 Reset Integrator Always set to 0 0 1
Dfp’s
1 Not defined Always set to 0 0 0
2 Neutral value if this bit is set to 0, when a transition 0 0
between intervention to no intervention
occurs, CoVM_StabDem executes ramp
(to TRQ_MAX for Dec, TRQ_MIN for Inc)
4 Can error Always set to 0 0 0
5 Demand present 1 0
7 Message error Always set to 0 0 0
4. CoVeh_trqTSEAGbxDec : Requested decrement torque for Gearbox Intervention, it has the meanings of
maximum torque for Gearbx_TrqIntv.
5. CoVeh_trqTSEAGbxInc : Requested increment torque for Gearbox Intervention, it has the meanings of
minimum torque for Gearbx_TrqIntv.
6. CoVeh_stTSEAGbxDec, CoVeh_stTSEAGbxInc : Status of requested decrement/increment torque for
Gearbox Intervention. The following tables show bit value for both status messages and access/no access
configurations. (Note that error bits are not used because CoVeh_TSEACoIv do not provvide any access
with error).
Note: when transition occurs from intervention to no intervention, Gearbx_trqIntv executes ramp (to
TRQ_MAX for Dec, TRQ_MIN for Inc).
Table 29: Status messages to Gearbox Intervention: bit meanings
CoVeh_stTSEAGbxDec, CoVeh_stTSEAGbxInc
bit 8-15 bit7 bit 6 bit 5 bit 4 bit 3 bit 2 bit 1 bit 0
not used, not used, not used, Ctl or Lim not used, not used, Ctl or Lim Inc/Dec Reset
set to 0 set to 0 set to 0 access set to 0 set to 0 access permitted Integrator
without together Dfp’s
errors
Table 30: Status messages to Gearbox Intervention : access/no access configurations

bit Description Note Intervention No intervention
position configuration configuration
value value
0 Reset Integrator Dfp’s Always set to 0 0 1
1 Increase and decrease Always set to 1 1 0
permit together
3 Gearbox in limpHome Not available, set to 0 0 0
mode
4 Can error Always set to 0 0 0
7 Message not plausible Always set to 0 0 0
8-15 Not defined Always set to 0 0 0
7. CoVeh_stTSEATrqCtlReqIv_mp, CoVeh_stTSEATrqLimReqIv : These measuring points contain for each

kind of torque demand, the logic information about the source of the request. In case of torque control
access limited by limitation access, these measuring points contain source nibble of control access. The
information are split in control and limit because it is possible to have both at the same time.
Table 31: Status messages for source of torque request
CoVeh_stTSEATrqCtlReqIv_mp, CoVeh_stTSEATrqLimReqIv
CoVM Increment CoVM Decrement Gbx Increment Gbx Decrement
Bit 12..15 Bit 8..11 Bit 4..7 Bit 0..3
see “Source Nibble see “Source Nibble see “Source Nibble see “Source Nibble
values” on page 60 values” on page 60 values” on page 60 values” on page 60
Table 32: Source Nibble values

Nibble value (binary) Description
0000 No Action, no source request access
Nibble value (binary) Description

0001 ABS/ASR (AE/AR)
0010 Retarder (DE/DR)
0011 PTO (PE)
0100 Gearbox (TE/TR)
0101 Vehicle management (VE/VR)
... ...
1000 Virtual STAND ALONE source
... ...
0110 - 1111 Not defined
8. CoVeh_nTSEASpdReq : Speed request to speed governor.

9. CoVeh_stTSEASpdReqIv_mp : Source of Speed request (Control or/and Limit) to speed governor.
Table 33: Status for source of speed request
CoVeh_stTSEASpdReqIv_mp
Control request Bit 4..7 Limit request Bit 0..3
see “Source Nibble values” on page 60 see “Source Nibble values” on page 60
10.CoVeh_numTSEAParSet : Number of parameter set to speed governor, it can assume value from 0 to 7.
11.CoVeh_stTSEATrqSpdReq : Status of torque and speed request. This message contains information for
torque and for speed.
Table 34: Torque Speed access Status messages
CoVeh_stTSEATrqSpdReq
TORQUE
Mode Request sign
bit 7 bit 6 bit 5 bit 4 bit 3 bit 2 bit 1 bit 0
reserved reserved reserved reserved Control Limit Positive Negative
SPEED
Mode
reserved reserved reserved reserved Control to Limit Control to reserved
EISGov Propulsion
12.CoVeh_stTSEACtlLimitedIv_mp: measuring point that contains information if torque/speed control

access value is limited by a torque/speed limitation access. The following figure shows the bit value
behaviour and the table the bit assignement
Figure 35 : Torque limitation that limits torque control
T o rq u e
L im ita tio n
_ s tT S E A T r q S p d R e q .b 3 ( c tl)
_ s tT S E A T r q S p d R e q .b 2 ( lim )
_ s tT S E A T r q C tlR e q Iv _ m p s e t in fu n c tio n o f d e s tin a tio n
_ s tT S E A T r q L im R e q Iv _ m p s e t in fu n c tio n o f d e s tin a tio n
_ s tT S E A C tlL im ite d Iv _ m p .b x
( x r e la te d to d e s tin a tio n )
ts e a _ c o _ 7 .d s f
Table 35: Control access limited information

CoVeh_stTSEACtlLimitedIv_mp
Speed Torquex
Vm Gbx
Reserved (0) Set if speed control Set if negative Set if positive Set if negative Set if positive
request is limited torque requested torque requested torque requested torque requested
by a control is by a control is by a control is by a control is
limited by Gbx or limited by Gbx or limited by Gbx or limited by Gbx or
Vm limit request Vm limit request Vm limit request Vm limit request
13.CoVeh_stTSEASourceActvIv_mp : Each bit of this measuring point contains information about final winner
of arbitration related to sources. If one or more than TSC1 messages have access to torque path the
related bit in this message is set to 1.
Table 36: CoVeh_stTSEASourceActvIv_mp bit meanings
CoVeh_stTSEASourceActvIv_mp
TR DR AR VE TE PE DE AE
0 no access 0 no access 0 no access 0 no access 0 no access 0 no access 0 no access 0 no access
1 access 1 access 1 access 1 access 1 access 1 access 1 access 1 access
Virtual Stand VR
AloneSource
reserved reserved reserved 0 no access reserved reserved reserved 0 no access
1 access 1 access
14.CoVeh_stTSEAEEC1Src, : Source of positive request (Control or/and Limit) for CAN message (EEC1).
These messages are provvide according below table. A special features (if enabled by
CoVeh_stTSEAVCMTEIv_C == 1) provides TSC1_VE source value if winner of below logic is TSC1_TE.
Table 37: combination for EEC1 source request

Active request VehDa_stTrqDem Additional information EEC1
n source
Spd Trq Spd Trq Bit 13 Bit 14
type
Ctl Ctl Lim Lim
1 no no no no - - - 0
2 no no no YES - - PrpBrk_swtVCMActv == FALSE TrqLim
3 no no no YES - - PrpBrk_swtVCMActv == TRUE 0
4 no no YES no - - PrpBrk_swtVCMActv == FALSE SpdLim
5 no no YES no - - PrpBrk_swtVCMActv == TRUE 0
6 no no YES YES - - PrpBrk_swtVCMActv == TRUE 0
7 no no YES YES - 0 PrpBrk_swtVCMActv == FALSE SpdLim
8 no no YES YES - 1 PrpBrk_swtVCMActv == FALSE TrqLim
9 no YES no no - - - TrqCtl
10 no YES no YES - - Torque Limit < TorqueControl TrqLim
11 no YES no YES - - Torque Limit > TorqueControl TrqCtl
12 no YES YES no 0 - - TrqCtl
13 no YES YES no 1 - - SpdLim
14 no YES YES YES 0 - Torque Limit < TorqueControl TrqLim
15 no YES YES YES 0 - Torque Limit > TorqueControl TrqCtl

16 no YES YES YES 1 - - SpdLim
17 YES no no no - - - SpdCtl
18 YES no no YES - 0 - SpdCtl
19 YES no no YES - 1 - TrqLim
20 YES no YES no - - Speed Limit < Speed Control SpdLim
21 YES no YES no - - Speed Limit > Speed Control SpdCtl
22 YES no YES YES - 0 Speed Limit < Speed Control SpdLim
23 YES no YES YES - 0 Speed Limit > Speed Control SpdCtl
24 YES no YES YES - 1 - TrqLim
25 YES YES no no 0 - - TrqCtl
26 YES YES no no 1 - - SpdCtl
27 YES YES no YES 0 - Torque Limit < TorqueControl TrqLim
28 YES YES no YES 0 - Torque Limit > TorqueControl TrqCtl
29 YES YES no YES 1 - - SpdCtl
30 YES YES YES no 0 - - TrqCtl
31 YES YES YES no 1 - Speed Limit < Speed Control SpdLim
32 YES YES YES no 1 - Speed Limit > Speed Control SpdCtl
33 YES YES YES YES 0 - Torque Limit < TorqueControl TrqLim
34 YES YES YES YES 0 - Torque Limit > TorqueControl TrqCtl
35 YES YES YES YES 1 0 Speed Limit < Speed Control SpdLim
36 YES YES YES YES 1 0 Speed Limit > Speed Control SpdCtl
37 YES YES YES YES 1 1 Torque Limit < TorqueControl TrqLim
38 YES YES YES YES 1 1 Torque Limit > TorqueControl TrqCtl
Table 38: Status for EEC1 source request

CoVeh_stTSEAEEC1Src
Bit 4..7 Source Bit 0..3
Reserved see “Source Nibble values” on page 60
15.,CoVeh_stTSEAERC1SrcIv: Source of negative request (Control or/and Limit) for CAN message (ERC1).
These messages are provvide with the following priority:
∗ if a torque control exist, then check whether is limited:
- if it is limited, the source nibble will contain limit source;
- if it is not limited, the source nibble will contain control source;
∗ else if a torque limit exist, this has to be considered;
∗ else messages will contain 0x00;
Table 39: Status for ERC1 source request
CoVeh_stTSEAERC1SrcIv
Bit 4..7 Source Bit 0..3
Reserved see “Source Nibble values” on page 60
16.CoVeh_stTSEADest : Copy of CoVeh_stTSEADestIv_C .

17.CoVeh_trqTSEALimIncNoConvIv : Copy of negative limit access (CoVeh_trqTSEAVmInc or
CoVeh_trqTSEAGbxInc) but not converted into propulsion torque. This value is a direct copy of negative
TSC1 limit request..
18.CoVeh_numTSEAPrioVRIv : Copy of priority fields of an eventual TSC1 VR request .
Messages monitoring A timeout for each Control message must be provided, in order to limit the access time to ECU. When a TSC1
message in control mode becomes active (FrmMng_st*ModeIv 01b or 10b), the timeout starts. When the
applicable time elapses, the related message is disabled. The timeout is reset in case of :
1. Deactivation of TSC1 message (field Override Control Mode to 00b).
2. Changing of TSC1 message Mode (field Override Control Mode to 11b).
3. Can Rx Timeout of related message.
Each TSC1 has a proper applicable timeout. A particular value (0xFFFF) of the calibration parameter
disables the Control Access Timeout strategy.
Table 40: Applicable timeout CoVeh_tiTSEATimeOutIv_CA

Position in Refer to Source of Default
CoVeh_tiTSEATimeOutIv_CA message
0 AE 3000ms
1 DE 3000ms
2 PE 3000ms
3 TE 3000ms
4 VE 3000ms
5 AR 3000ms
6 DR 3000ms
7 TR 3000ms
8 VR 3000ms
A measuring point is provide to show the current status for each source device.
(CoVeh_stTSEATimeElapsIv_mp)
Table 41: CoVeh_stTSEATimeElapsIv_mp bit meanings
CoVeh_stTSEATimeElapsIv_mp
TR DR AR VE TE PE DE AE
0 not in timeout 0 not in timeout 0 not in timeout 0 not in timeout 0 not in timeout 0 not in timeout 0 not in timeout 0 not in timeout
1 timeout 1 timeout 1 timeout 1 timeout 1 timeout 1 timeout 1 timeout 1 timeout
elapsed elapsed elapsed elapsed elapsed elapsed elapsed elapsed
VR
reserved reserved reserved reserved reserved reserved reserved 0 not in timeout
1 timeout
elapsed
Stand Alone Mode This functionality is allowed only in two-box solution. Several condition are verified in order to activate this
functionality. The following is the list of condition:
• VCM is present (PrpBrk_swtVCMActv==TRUE)
• not any TSC1 access is present (CoVeh_stTSEATrqSpdReq==0)
• "evaluated bus-off" error is present on CAN.
TSC1VE, TSC1VR, TSC1TE and TSC1PE messages and their related error (FrmMng_stVEErrIv,
FrmMng_stVRErrIv, FrmMng_stPEErrIv, FrmMng_stTEErrIv) are evaluated. If all enabled messages (by
test of FrmMng_stRxEna) are in timeout the "evaluated bus-off error is considerated present
• The bit-AND evaluation between NetMng_stFCMFadeOut and CoVeh_stTSEAStandAloneMskIv_C is
equal to zero.
• functionality is selected (CoVeh_stTSEAStandAloneIv_C==TRUE)
If and only if all of above condition are verified , an engine speed access and a torque limitation to Gbx are
provided. The following is the list of affected parameters:
• CoVeh_trqTSEAGbxDec = CoVeh_trqTSEAStandAloneIv_C: Torque limit, converted as described related
chapter. ( see “Torque adaptation” on page 59 )
• CoVeh_nTSEASpdReq = CoVeh_nTSEAStandAloneIv_C: Speed contro
• CoVeh_numTSEAParSet = 0: parameter set = 0
• CoVeh_stTSEATrqSpdReq = 0x806: torque limit and speed contro
• CoVeh_stTrqLimReqIv_mp = 0x0C (Virtual source address)
• CoVeh_stTSEASourceActvIv_mp = 0x1000 (Virtual source address active)
• CoVeh_stTSEAEEC1Src = 0x0C (Virtual source address)
• CoVeh_stTSEAGbxDec = 0x26 (Enable access to Gbx positive limitation)
• CoVeh_stTSEASpdReqIv_mp = 0x0C (Virtual source address)
Virtual TSC1-TR access by ETC1 This functionality is implemented directly in FrmMng_TSC1TR module. If it is enabled, information on ETC1
Can message about gearbox (engaged/not engaged) should be converted in a TSC1TR negative torque
limitation to TRQ_ZERO Nm. This causes the disabling of Engine Brake. For more details, please see
“Functional overview” on page 2243
Speed control additional behaviour Additional features are present in CoVeh_TSEACoIv module in case of speed control request. The belowed
chapter describe these functionalities
TC & SC Enhanched mode This features allow to use enhanced "Control Request Priority" (see “Control request priority analysis
(positive and negative), Enhanced Mode” on page 56). If CoVeh_stTSEATrqSpdIv_C is set to TRUE,
CoVeh_TSEACoIv send at the same time torque and speed control request (if related TSC1 are active). If
CoVeh_stTSEATrqSpdIv_C is set to 0, the "Control Request Prioriity" standard mode is used.
Speed control: re-direction It is possible to direct control speed request to EisGov or to Accelerator Pedal component using
CoVeh_numTSEATrqSpdMskIv_C. This applicable value is compared with TSC1 "Requested Speed Control
Condition" control bits field (see TSC1 byte 1 documentation). If are exacltly equal, the speed control is
directed to Accelerator Pedal (CoVeh_stTSEATrqSpdReq.b09=1 and .b11=0), other way the speed control is
directed to EisGov (CoVeh_stTSEATrqSpdReq.b11=1and .b9=0). Note that all bits of
CoVeh_numTSEATrqSpdMsk_C are significant, thus value from 0 to 3 enables this features, value > 3
disables it.
Speed control: negative torque limitation If a speed control TSC1 is active (without any active torque control) and direct to EisGov, the lower limit for
gearbox torque (CoVeh_trqTSEAGbxInc) is set to CoEng_trqMin-CoVeh_trqAcsDes . The related status will
contain negative torque limit information with source of TSC1 speed control. This features allow to limit
negative torque and thus Engine Brake (NTC) will be not activate anyway in order to allow the correct
behaviour of EisGov.
Speed control: positive torque limitation If a speed control TSC1 is active and a torque control TSC1 is also active and this functionality is enabled by
CoVeh_stTSEATrqSpdIv_C, the upper torque limit (CoVeh_trqTSEAGbxDec or CoVeh_trqTSEAVmDec TSC1
destination dependent) is set to TRQ_MAX or to an eventually active torque limitation request. This features
allow to enable torque that comes from AccPed component bypass TSC1 torque control request.
e.g. : Input:
• TSC1 Spd Ctl (1000rpm) active, re-direct to AccPed (CoVeh_numTSEATrqSpdMskIv_C==TSC1.byte1.bit4-
3)
• TSC1 Trq Active (2000Nm) active, (CoVeh_trqTSEAGbxInc=CoVeh_trqTSEAGbxDec=2000Nm)
In normal case, Torque Control request overrides torque request from propulsion (that comes from TSC1).
In order to avoid this behaviour:
• CoVeh_stTSEATrqSpdReq is set to 0x0406 (Speed control, Positive torque limitation, see status
description )
• CoVeh_stTSEATrqLimReqIv is set to source of speed control
• If destination of Torque Control request is Gearbox (case of the example) :
∗ CoVeh_trqTSEAGbxDec is set to TRQ_MAX or to an eventually active positive torque limitation request.
∗ CoVeh_stTSEACtlLimitedIv_mp is set to 0x01 (control limited, see status description)
• If destination of Torque Control request is CoVm (not the case of this example but possible):
∗ CoVeh_trqTSEAVmDec is set to TRQPRP_MAX or to an eventually active positive torque limitation
request.
∗ CoVeh_stTSEACtlLimitedIv_mp is set to 0x10 (control limited, see status description)
ECU initialization The following messages are initialized during ECU initialization:
1. CoVeh_stTSEAVmDec, CoVeh_stTSEAVmInc= 0
2. CoVeh_stTSEAGbxDec, CoVeh_trqTSEAGbxInc = 0
3. CoVeh_trqTSEAVmDec = TRQPRP_MAX
4. CoVeh_trqTSEAVmInc = TRQPRP_MIN
5. CoVeh_trqTSEAGbxDec = TRQ_MAX
6. CoVeh_trqTSEAGbxInc = TRQ_MIN
7. CoVeh_stTSEATrqSpdReq = 0
8. CoVeh_nTSEASpdReq = ENG_N_ZERO
9. CoVeh_numTSEAParSet = 0
10.CoVeh_stTSEAERC1SrcIv = 0
11.CoVeh_stTSEAEEC1Src = 0
12.CoVeh_stTSEADest = CoVeh_stTSEADestIv_C
13.CoVeh_trqTSEALimIncNoConvIv = 0
Output values CoVeh_trqTSEAVmDec: Torque request to vehicle intervention - Decrement Nm <SWORD>

CoVeh_trqTSEAVmInc: Torque request to vehicle intervention - Increment Nm <SWORD>
CoVeh_trqTSEALimIncNoConvIv: Increment request to Vm not converted Nm <SWORD>
CoVeh_trqTSEAGbxDec: Torque request to gearbox intervention - Decrement Nm <SWORD>
CoVeh_trqTSEAGbxInc: Torque request to gearbox intervention - Increment Nm <SWORD>
CoVeh_stTSEAVmDec: Status of Vm intervention - Decrement - <UBYTE>
CoVeh_stTSEAVmInc: Status of Vm intervention - Increment - <UBYTE>
CoVeh_stTSEAGbxDec: Status of gearbox intervention - Decrement - <UBYTE>
CoVeh_stTSEAGbxInc: Status of gearbox intervention - Increment - <UBYTE>
CoVeh_stTSEATrqSpdReq: Status of information about torque and speed intervention - <UWORD>
CoVeh_nTSEASpdReq: Speed request rpm <SWORD>
CoVeh_numTSEAParSet: Number of requested parameter set for Engine speed governor - <UBYTE>
CoVeh_stTSEAEEC1Src: Source winner of EEC1 CAN message - <UBYTE>
CoVeh_stTSEAERC1SrcIv: Source of winning negative torque control/limit request - <UBYTE>
CoVeh_stTSEADest: Destination torque request - <UWORD>
CoVeh_stTSEATrqLimReqIv: Source of torque limit request - <UWORD>
CoVeh_numTSEAPrioVRIv: - <UBYTE>
Input values FrmMng_stAEModeIv: Override control mode of TSC1-AE CAN message - <UBYTE>
FrmMng_stAEPrioIv: Override control mode priority of TSC1-AE CAN message - <UBYTE>
FrmMng_stAEErrIv: Error status of receiving the TSC1-AE CAN message - <UBYTE>
FrmMng_stAESpdConIv: Requested speed control conditions by TSC1-AE CAN message - <UBYTE>
FrmMng_nAEDesIv: Requested speed / speed limit by TSC1-AE CAN message rpm <SWORD>
FrmMng_trqAEDesIv: Requested torque / torque limit by TSC1-AE CAN message Nm <SWORD>
FrmMng_stARModeIv: Override control mode of TSC1-AR CAN message - <UBYTE>
FrmMng_stARPrioIv: Override control mode priority of TSC1-AR CAN message - <UBYTE>
FrmMng_stARErrIv: Error status of receiving the TSC1-AR CAN message - <UBYTE>
FrmMng_trqARDesIv: Requested torque / torque limit by TSC1-AR CAN message Nm <SWORD>
FrmMng_stDEModeIv: Override control mode of TSC1-DE CAN message - <UBYTE>
FrmMng_stDEPrioIv: Override control mode priority of TSC1-DE CAN message - <UBYTE>
FrmMng_stDEErrIv: Error status of receiving the TSC1-DE CAN message - <UBYTE>
FrmMng_stDESpdConIv: Requested speed control conditions by TSC1-DE CAN message - <UBYTE>
FrmMng_nDEDesIv: Requested speed / speed limit by TSC1-DE CAN message rpm <SWORD>
FrmMng_trqDEDesIv: Requested torque / torque limit by TSC1-DE CAN message Nm <SWORD>
FrmMng_stDRModeIv: Override control mode of TSC1-DR CAN message - <UBYTE>
FrmMng_stDRPrioIv: Override control mode priority of TSC1-DR CAN message - <UBYTE>
FrmMng_stDRErrIv: Error status of receiving the TSC1-DR CAN message - <UBYTE>
FrmMng_trqDRDesIv: Requested torque / torque limit by TSC1-DR CAN message Nm <SWORD>
FrmMng_stPEModeIv: Override control mode of TSC1-PE CAN message - <UBYTE>
FrmMng_stPEPrioIv: Override control mode priority of TSC1-PE CAN message - <UBYTE>
FrmMng_stPEErrIv: Error status of receiving the TSC1-PE CAN message - <UBYTE>

FrmMng_stPESpdConIv: Requested speed control conditions by TSC1-PE CAN message - <UBYTE>
FrmMng_nPEDesIv: Requested speed / speed limit by TSC1-PE CAN message rpm <SWORD>
FrmMng_trqPEDesIv: Requested torque / torque limit by TSC1-PE CAN message Nm <SWORD>
FrmMng_stTEModeIv: Override control mode of TSC1-TE CAN message - <UBYTE>
FrmMng_stTEPrioIv: Override control mode priority of TSC1-TE CAN message - <UBYTE>
FrmMng_stTEErrIv: Error status of receiving the TSC1-TE CAN message - <UBYTE>
FrmMng_stTESpdConIv: Requested speed control conditions by TSC1-TE CAN message - <UBYTE>
FrmMng_nTEDesIv: Requested speed / speed limit by TSC1-TE CAN message rpm <SWORD>
FrmMng_trqTEDesIv: Requested torque / torque limit by TSC1-TE CAN message Nm <SWORD>
FrmMng_stTRModeIv: Override control mode of TSC1-TR CAN message - <UBYTE>
FrmMng_stTRPrioIv: Override control mode priority of TSC1-TR CAN message - <UBYTE>
FrmMng_stTRErrIv: Error status of receiving the TSC1-TR CAN message - <UBYTE>
FrmMng_trqTRDesIv: Requested torque / torque limit by TSC1-TR CAN message Nm <SWORD>
FrmMng_stVEModeIv: Override control mode of TSC1-VE CAN message - <UBYTE>
FrmMng_stVEPrioIv: Override control mode priority of TSC1-VE CAN message - <UBYTE>
FrmMng_stVEErrIv: Error status of receiving the TSC1-VE CAN message - <UBYTE>
FrmMng_stVESpdConIv: Requested speed control conditions by TSC1-VE CAN message - <UBYTE>
FrmMng_nVEDesIv: Requested speed / speed limit by TSC1-VE CAN message rpm <SWORD>
FrmMng_trqVEDesIv: Requested torque / torque limit by TSC1-VE CAN message Nm <SWORD>
FrmMng_stVRModeIv: Override control mode of TSC1-VR CAN message - <UBYTE>
FrmMng_stVRPrioIv: Override control mode priority of TSC1-VR CAN message - <UBYTE>
FrmMng_stVRErrIv: Error status of receiving the TSC1-VR CAN message - <UBYTE>
FrmMng_trqVRDesIv: Requested torque / torque limit by TSC1-VR CAN message Nm <SWORD>
CoEng_trqMin: drag torque Nm <SWORD>
Gearbx_trqFrc: current frictional torque of gearbox Nm <SWORD>
DrvTrn_rTransDT: drivetrain transmission (wheel torque per engine torque) - <SWORD>
VehDa_stTrqDem: state of active torque demands - <UWORD>
FrmMng_stRxEna: status: enable CAN receive messages - <ULONG>
NetMng_stFCMFadeOut: State of conditions for suppression of fault code memory entries -
<UBYTE>
Measuring points CoVeh_stTSEATimeElapsIv_mp: Measuring point for Timeout monitoring - <UWORD>

CoVeh_stTSEACtlLimitedIv_mp: Information about torque control value limited by limitation
access - <UBYTE>
CoVeh_stTSEASpdReqIv_mp: Source of speed control/limit request - <UBYTE>
CoVeh_stTSEATrqCtlReqIv_mp: Source of torque control request - <UWORD>
CoVeh_stTSEASourceActvIv_mp: Status of information about source active - <UWORD>
Application parameters CoVeh_numTSEAPrioDflIv_CA: Priority table to resolve conflicts<value_block>

CoVeh_stTSEADestIv_C: Destination of torque request<value>
CoVeh_stTSEATrqMinIv_C: Use of CoEng_trqMin in torque coversion<value>
CoVeh_tiTSEATimeOutIv_CA: Time-out for each TSC1 message<value_block>
CoVeh_stTSEATrqSpdIv_C: Enhanced torque speed control priority mode selection<value>
CoVeh_stTSEAStandAloneIv_C: Stand Alone selection<value>
CoVeh_numTSEATrqSpdMskIv_C: Speed control redirection mask<value>
CoVeh_nTSEAStandAloneIv_C: Stand Alone speed control request<value>
CoVeh_trqTSEAStandAloneIv_C: Stand Alone torque limit request<value>
CoVeh_tiTSEAEnaSpdReqIv_C: Enabling time from Engine ON for speed request<value>
CoVeh_stTSEAEnaSpdReqIv_C: Enabling time from Engine ON for speed request for each TSC1
source<value>
CoVeh_stTSEAEnaSpdTLPosIv_C: Enabling mask spedd control/limit in case of positive torque
limiting active<value>
CoVeh_stTSEAStandAloneMskIv_C: Enabling mask on NetMng_stFCMFadeOut for standalone
function enabling<value>
CoVeh_stTSEAVCMTEIv_C: Force VX source for EEC1 CAN message selection<value>
P_340 Y445 S00 746-V91 Confidential CoVeh_Prflm - 67 -
DS-CV/EET Performance Limiter Veh-CoVeh
Performance Limiter (CoVeh_Prflm)

Functional overview The performance limiter function processes demands for engine performance limitation, and accordingly
intervenes to reduce inner engine torque under certain conditions. In addition, the function calculates the new
engine configuration points (see “Engine Configuration (Eng_Cfg)” on page 431) owing to the reduction in
engine output.
Performance limiter maximum torque limit = f(engine state,
driven distance,
cumulative duration over which the engine
has been running,
basic low idle setpoint speed,
engine speed,
vehicle speed,
errors indicated by DSM)
Engine configuration points = f(engine state,
driven distance,
cumulative duration over which the engine
has been running,
basic low idle setpoint speed,

engine speed,
vehicle speed,
errors indicated by DSM,
virtual engine speed points)
Figure 36 : Performance limiter - overview
C o V e h _ s tP r flm A c t
C o V e h _ tr q P r fllm L im D e s
V e h D a _ lS u m
L IG o v _ n S e tP o in tB a s C o V e h _ tr q E n g C fg P r flm P n tx ( x = 1 ...5 )
P e rfo rm a n c e
E n g _ n A v rg L im ite r
C o V e h _ fa c R m p V e h S p d O v rd
V S S C D _ v
E n g _ n C fg P n tx (x = 1 ...5 )
C o V e h _ fa c R m p 1
V e h D a _ tiE n g O n
c o v e h _ p r flm _ 1 0 0 .d s f
CoEg_nVestEnhDg_lSaumLIGv_noSetPointBasEng_AvnrgVSCD_vCoVh_etrqPrflmLimDesCoVehfa_cRmpVehSpdOvrdCoVh_efacRmp1CoehV_facRmp2CoVh_estPrVelmf hDAct_taiEnOng
Overview The performance limiter function is designed to limit performance of the engine, when error conditions that
cause shut-off of urea dosing occur. The specific errors which can cause such a performance limitation, as
well as the behavior under such conditions must comply with the emission control legislation in force.
The basic strategy for handling of such errors is outlined in see “Overview - detection of errors for the
performance limiter function” on page 68. Errors that can affect the emissions of the engine are detected by
the EDC functions and also by the Dosing control unit (DCU) via CAN. Such errors are indicated by setting
the error bits in the corresponding fault paths (Dfps). These fault paths are linked to the function identifiers
Fid_CoVehPrflm11OBD_mp, Fid_CoVehPrflm12OBD_mp, Fid_CoVehPrflm21OBD_mp and
Fid_CoVehPrflm22OBD_mp via the Diagnostic System Management (DSM).
Hint: The specific fault paths (Dfps) which inhibit these function identifiers (Fids) can be selected via DSM appli-
cation parameters. For a description of the inhibit handler of Diagnostic System Management (DSM), please
see “Interlinking of functions via FID” on page 2366. For a description of the application parameters available
per fault path, please see “DFPM (Diagnostic Fault Path Management)” on page 2285.
27.12.2005 coveh_prflm.fm
- 68 - CoVeh_Prflm Y445 S00 746-V91 Confidential P_340
Veh-CoVeh Performance Limiter DS-CV/EET
Figure 37 : Overview - detection of errors for the performance limiter function

F a u lt d e te c te d b y E D C
F a u lt d e te c te d b y D C U w ith r e s u ltin g s h u t-o ff
w ith r e s u ltin g s h u t-o ff o f u r e a d o s in g
o f u r e a d o s in g
D C U D M 1 M e s s a g e M o d u le x M o d u le Y
...
F rm M n g _ D M 1 D C U E D C D fp _ X D fp _ Y
D F P ´s
F rm M n g
D F P ´s
D fp _ F r m M n g ... D S M In h ib it M a tr ix
F a ilu r e id e n tific a tio n v ia S P N
C o V e h _ P r flm F ID ´s
P e r fo r m a n c e lim ite r
a c tiv a tio n lo g ic
a n d to r q u e lim ite r
c o v e h _ p r flm _ 1 .d s f
When the function identifiers are inhibited (activation of default reaction) by DSM, the performance limiter
function is activated. The errors can be debounced in terms of the time or in terms of the distance covered
by the vehicle. If the errors exist for longer than the debounce threshold, then an upper limit is imposed on
the engine inner torque, and the new engine configuration points resulting from this limitation are calculated.
Structure The function can be sub-divided into four blocks as outlined in the figure below.
Figure 38 : Design-overview of the performance limiter function
V e h D a _ lS u m
F u n c tio n id e n tifie r
V e h D a _ tiE n g O n C o V e h _ s tP r flm D e s _ m p
d e b o u n c in g (fo r 2
C o V e h _ s tP r flm D e s _ m p r e d u c tio n s ta g e s )
C o V e h _ tr q P r flm L im D e s
C o V e h _ tr q E n g C fg P r flm P n tx ( x = 1 ...5 )
L IG o v _ n S e tP o in tB a s C o V e h _ fa c R m p 1
L im ite r a c tiv a tio n a n d P e r fo r m a n c e lim ite r
E n g _ n A v rg s w itc h -o ff lo g ic to r q u e c a lc u la tio n C o V e h _ fa c R m p 2
V S S C D _ v C o V e h _ fa c R m p V e h S p d O v rd
CoEng_stEngVeha_DlSumLIGovnS_etPintoBasngE_nArgvVSCDvC_oVe_shtPrflmActCoVeh_facRmp1CoVeh_acf Rmp2CVeoh_facRmpVhSepdOvrdoVCeh_stPflmr Des_mpCoVeh_trqrfPlmLimDesVehD_tiangEOn
Defect debouncing The determination of desire for the torque limitation is divided into two stages, shown by the bit coded
measuring point CoVeh_stPrflmDes_mp. In the first stage the maximum inner torque of the engine is
restricted by a smaller amount (shown by CoVeh_stPrflmDes_mp. bit0) and in the second stage the
maximum inner torque of the engine is restricted to a very low value (shown by CoVeh_stPrflmDes_mp. bit1).
This allows the possibility that the engine torque limitation can be applicated to occur in two steps, with
different torque limits for each stage.
Each stage of the performance limiter has two function identifiers associated with it. Function identifiers of
the first stage are Fid_CoVehPrflm11OBD_mp and Fid_CoVehPrflm12OBD_mp. Function identifiers of the
second stage are Fid_CoVehPrflm21OBD_mp and Fid_CoVehPrflm22OBD_mp. The debouncing techniques
used for both the stages is same except that the names of variables of first stage have "11" or "12" in their
names and variables of second stage have "21" or "22" in their names. The two stages are debounced
separately. Also the function identifiers within each stage are debounced separately.
coveh_prflm.fm 27.12.2005
Figure 39 : Function identifier debouncing for first stage

C o V e h _ tiP r flm 1 1 A c tv Im m d _ m p
s u b je c t to E E P R O M s to ra g e
C o V e h _ tiP r flm 1 1 A c tv Im m d _ C C o V e h _ s tP r flm 1 1 M e m _ m p

P
s u b je c t to E E P R O M
re s ta rt s to ra g e C o V e h _ s w tP r flm O n _ C
! ! P
e n a b le
r u n n in g
fa u lt p r e s e n t &
C o V e h _ tiT o P r flm 1 1 A c tv M a x _ C
C O E N G _ S T N O R M A L
P
(0 x 0 4 ) C o V e h _ tiT o P r flm 1 1 A c t_ m p
F id _ C o V e h P r flm 1 1 O B D _ m p .0
re s ta rt
F A L S E
!
&
e n a b le r u n n in g
C o V e h _ s tP r flm 1 1 D e s _ m p
C o V e h _ lD iff1 1 _ m p >= 1
C o V e h _ lD iffT h r e s 1 1 _ C
V e h D a _ lS u m
C o V e h _ lS u m M e m 1 1 _ m p
s u b je c t to E E P R O M s to ra g e >= 1
C o V e h _ s tP r flm D e s _ m p .b it0
C o E n g _ s tE n g F A L S E
F A L S E
P
re s ta rt
F A L S E
! >= 1
&
C o V e h _ lD iff1 2 _ m p
V e h D a _ lS u m P
C o V e h _ s tP r flm D is b lT s tr _ m p
Fid_oVCehPflmr 1OBDVem_Daph_lSumCoVeh_stPrfmDl s_empCoVeh_Difl Thrs1e1_CoVCeh_lSuMemm1_m1pCoVeh_tiToPflmr 1ActvMaxC_Veoh_lDif1_m1pCVeo_thiToPrflm1At_cmpoECng_tEsngCVeoh_stPwrflmOn_CVeoh_tirflPm1ActvImmd_CVeoh_tirflmP21ctvAImd_mpCoVeh_stPrlm1f M1em_mpCoVeh_tPsrflmDisbTsl tr_mpFid_CVeohPrflm12OD_BmpCoVeh_Difl fThrs1e2_CoVCeh_lSumMem12_mpCVeo_tihToPrflm12AtvcMax_CVeo_lhDif12_mpCVeoh_tiToPrflm12Act_mpCoVh_estPrflm12Ds_emp
The debounce logic is the same for both stages. Here the debounce logic of only one stage is explained and
the same explanation can be referred for the other stage, the only difference being the names of the
variables. The first stage variables have "11" and "12" in their names and to use the same explanation we
must note the stage two variables have "21" and "22" instead, respectively.
When CoEng_stEng == 0x04, and Fid_CoVehPrflm11OBD_mp.bit 0 = 0 or Fid_CoVehPrflm12OBD_mp.bit 0 =
0 for a time longer than the debounce conditions to be satisfied, then CoVeh_stPrflmDes_mp.bit 0 is set. This
indicates that the first stage of the engine torque limitation is desired. After healing of the defect, the bit
CoVeh_stPrflmDes_mp.bit0 is reset. The bit CoVeh_stPrflmDes_mp.bit 0 sets immediately (without
debounce), if Fid_CoVehPrflm11OBD_mp.bit0 becomes zero again, within time
CoVeh_tiPrflm11ActvImmd_C, after healing of the defect, due to same function identifier.
In a similar manner, CoVeh_stPrflmDes_mp.bit1 is set when Fid_CoVehPrflm21OBD_mp.bit 0 = 0 or
Fid_CoVehPrflm22OBD_mp.bit 0 = 0 to indicate the second stage of the debounce process.
The debouncing can occur both on the basis of the amount of time (in seconds) that has elapsed since the
Function identifier has been inhibited, and on the basis of the distance the vehicle has travelled. The
performance limiter’s respective stage is activated when either of the debouncing (time or distance) has
finished sucessfully.
In time based debouncing - when Fid_CoVehPrflm12OBD_mp is inhibited, a timer is started, its value indicated
by CoVeh_tiToPrflm12Act_mp. If the function identifier remains inhibited longer than
CoVeh_tiToPrflm12ActvMax_C, the first stage of performance limitation is activated, indicated by
CoVeh_stPrflmDes_mp.bit 0 = 1. The timer mechanism is implemented using the message VehDa_tiEngOn.
During an afterrun, the value of the timer is stored in EEPROM, so that the debounce period can extend over
several driving cycles.
In distance based debouncing - the distance travelled by the vehicle, indicated by VehDa_lSum, is stored
when Fid_CoVehPrflm12OBD_mp is inhibited. This value is compared with the actual value of VehDa_lSum. If
the distance the vehicle has travelled after the occurrence of the error, CoVeh_lDiff12_mp, exceeds the
threshold CoVeh_lDiffThres12_C, the bit CoVeh_stPrflmDes_mp.bit 0 is set.
If Fid_CoVehPrflm12OBD_mp.bit 0 = 1 while the debounce period is active, the timer is reset, and the flag
CoVeh_stPrflmDes_mp.bit 0 is reset immediately.
For function identifier Fid_CoVehPrflm11OBD_mp both the above debouncing techniques (time and distance)
are used with the only difference being names of the variables in above explanation. Instead of "12" the
variables for this function identifier uses "11". In addition to above functionality, this function identifier can
instantly activate the performance limiter’s first stage (without any debounce). The immediate activation of
limitation (shown by CoVeh_stPrflm11Des_mp = TRUE) happens if the function Identifier
Fid_CoVehPrflm11OBD_mp gets inhibited when CoVeh_stPrflm11Mem_mp = TRUE.
CoVeh_stPrflm11Mem_mp becomes TRUE when ever the first stage of performance limitation is activated
due to Fid_CoVehPrflm11OBD_mp (shown by CoVeh_stPrflm11Des_mp = TRUE). The status
CoVeh_stPrflm11Mem_mp remains TRUE for a time CoVeh_tiPrflm11ActvImmd_C after the function
identifier is healed and the status CoVeh_stPrflm11Des_mp has turned from TRUE to FALSE. During the time
CoVeh_tiPrflm11ActvImmd_C the system remembers that a fault had occured due to
Fid_CoVehPrflm11OBD_mp so that the immediate reactivation happens if before the elapse of time, the
function identifier Fid_CoVehPrflm11OBD_mp gets inhibitted again. The status CoVeh_stPrflm11Mem_mp
becomes FALSE after CoVeh_stPrflm11Des_mp remains FALSE for a time CoVeh_tiPrflm11ActvImmd_C.
In a similar fashion, Fid_CoVehPrflm21OBD_mp and Fid_CoVehPrflm22OBD_mp is also time and distance
debounced, with CoVeh_stPrflmDes_mp.bit 1 indicating that the second stage of the performance limitation
is desired.
The defect debouncing can be switched off by applicating CoVeh_swtPrflmOn_C = 0. This will also stop the
performance limiter functionality by making the desired performance limiting stage to be FALSE, i.e.
CoVeh_stPrflmDes_mp = 0.
Figure 40 : Function identifier debouncing for second stage
C o V e h _ tiP r flm 2 1 A c tv Im m d _ m p
C o V e h _ tiP r flm 2 1 A c tv Im m d _ C C o V e h _ s tP r flm 2 1 M e m _ m p

P
re s ta rt s to ra g e C o V e h _ s w tP r flm O n _ C
! ! P
e n a b le
r u n n in g
fa u lt p r e s e n t &
P
re s ta rt
F A L S E
!
&
C o V e h _ lD iff2 1 _ m p >= 1
s u b je c t to E E P R O M s to ra g e >= 1
C o V e h _ s tP r flm D e s _ m p .b it1
C o E n g _ s tE n g F A L S E
F A L S E
P
re s ta rt
F A L S E
! >= 1
& C o V e h _ s tP r flm 2 2 D e s _ m p
C o V e h _ lD iff2 2 _ m p
C o V e h _ s tP r flm D is b lT s tr _ m p c o v e h _ p r flm _ 8 .d s f
Fid_CVeohPrflm2OB1_DmpVehD_laSumCoVehstP_rflmDes_mpCoehV_lDfTi hres21_CoVeh_lSumMem21_mpoVCeh_tiTorfPlm21ActvMax_CCoVehlD_if21_mpoCVeh_tiTProflm21Ac_mt pCoEn_sgtEngCoehV_swtPrflmO_CnCoVeh_tiPrflm21ActvImd_CoVCh_etiPrflm21AtvIcmd_mpCoVehst_Prflm21emM_mpCoVeh_sPrflt mDisblTstrmp_Fid_CoehVPrflm2OB_mDpCVeoh_lDfTi hre2_sCVeoh_lSmuMem2_mpoVCeh_iTot Prfm2l 2ActvMax_CoVeh_lDf2i _mpCoVeh_tiTProlm2f 2Act_mpCVeo_shtPrflm21De_mspCoehV_stPrflm2Des_mp
Hint: The Measuring points CoVeh_lDiff11_mp, CoVeh_lDiff12_mp, CoVeh_lDiff21_mp and CoVeh_lDiff22_mp

get updated only when CoEng_stEng = 0x04.
Limiter activation logic A demand for torque intervention from the performance limiter function is assumed when bit 0 or bit 1 of
CoVeh_stPrflmDes_mp. is set. The actual activation of the torque intervention can be delayed until the
vehicle speed reached a value below CoVeh_vIdleSpdMax_C when CoVeh_swtWaitVelZeroOff_C is equal
to FALSE.
When CoVeh_swtWaitVelZeroOff_C is equal to TRUE CoVeh_stSwitchOnCond_mp becomes TRUE as soon
as a desire for performance limitation occurs (shown by CoVeh_stPrflmDes_mp = TRUE).
When CoVeh_swtWaitVelZeroOff_C is equal to FALSE the torque limitation of performance limiter can be
activated (shown by CoVeh_stSwitchOnCond_mp) only after the following conditions are satisfied:
• CoVeh_swtWaitVelZeroOff_C = 0
• VSSCD_v <= CoVeh_vIdleSpdMax_C AND CoVeh_stIdleSpd_mp = 1(indicating engine speed is near idle
speed) AND CoVeh_stPrflmDisblTstr_mp = 0 AND CoVeh_stPrflmDes_mp < CoVeh_stPrflmAct. The
above conditions are debounced for time CoVeh_tiIdleSpd_C. The amount of time elapsed in
debouncing is given by CoVeh_tiDebIdleSpdOvr_mp. This check happens and the timer (shown by
CoVeh_tiDebIdleSpdOvr_mp) is activated only if there is a desire present for performance limitation (i.e.
CoVeh_stPrflmDes_mp is not equal to 0).
The message CoVeh_stPrflmAct indicates whether a performance limiter intervention is currently active.
The same is also indicated by a default path Dfp_CoVehPrflmAct_mp. The dfp gets activated if either of the
performance limitation stages is active
Caution: If a request for disabling the performance is given, by the tester interface, when debouncing for idle speed
condition is happening, the debounce timers are reset (shown by CoVeh_tiDebIdleSpdOvr_mp) and the de-
bouncing for idle speed condition starts again after the time for disabling the performance limiter is over.
Figure 41 : Limiter activation and switch-off logic
C o V e h _ tiId le S p d _ C C o V e h _ tiD e b Id le S p d O v r _ m p
C o V e h _ s tP r flm D e s _ m p P
C o V e h _ s tS w itc h O n C o n d _ m p
C o V e h _ s tP r flm D is b lT s tr _ m p
!
S e tB it
V S S C D _ v 0
C o V e h _ v Id le S p d M a x _ C & T
P
>= 1
C o V e h _ s tId le S p d _ m p &
C o V e h _ s w tW a itV e lZ e r o O ff_ C
P
! C o V e h _ s tP r flm A c t
G e tB it &
S e tB it
0
1
&
C o V e h _ s tP r flm D e s _ m p C o V e h _ s tP r flm D is b lT s tr _ m p
!
G e tB it &
1
>= 1 D S M D e b o u n c e D fp _ C o V e h P r flm A c t_ m p
C o V e h _ s w tT r a n s D e lO ff_ C
P C o V e h _ s tS w itc h O ffC o n d _ m p
T R U E : 1 - - > 0 tr a n s itio n is n e v e r in h ib itte d >= 1
F A L S E : 1 - - > 0 tr a n s itio n is in h ib itte d u n til n e x t id le c o n d itio n
C o V e h _ D e b P r flm D e f_ C
E n g _ n A v rg C o V e h _ D e b P r flm O k _ C
P
C o V e h _ n Id le S p d M a x _ C
P
C o V e h _ s tId le S p d _ m p
>= 1
C o V e h _ n Id le S p d O ffs e t_ C
P
L IG o v _ n S e tP o in tB a s
CoVh_estPrlmDf se_mpCoVeh_tPsrflmActCoVeh_swtaiWtVelZeroOff_CVSCD_vEng_nvrACogVehnI_dleSdMpax_CLIGov_nStPeointBasCoehV_nIdleSpdOfset_CoVCh_estIdleSd_pmpCVoh_sewtTanr sDelOf_CDp_f CoVhPerflmAct_mpCoVehDe_bPrlmDf f_eCoVeh_DebPflmr Ok_CVeoh_vIdleSpdMax_CVoeh_tiIdleSp_CdoVCeh_tSswitchOnCod_nmpCoVeh_stSwitchOfCon_mdp
Performance limiter switch-off behavior The engine inner torque limit imposed by the performance limiter is removed when the Function Identifiers
Fid_CoVehPrflm11OBD_mp, Fid_CoVehPrflm12OBD_mp, Fid_CoVehPrflm21OBD_mp and
Fid_CoVehPrflm22OBD_mp are no longer inhibited by the Diagnostic System Management (DSM). It is
possible to select whether the de-activation of the torque limit occurs immidiatly after the function identifier is
no longer inhibited, or weather the system should wait for the engine to come down near idling speed before
turning off the torque limitation.
When the application parameter CoVeh_swtTransDelOff_C is applicated as 0, the deactivation of the engine
output torque can take place only when the engine speed is near idling speed, indicated by
CoVeh_stIdleSpd_mp = 1, and CoVeh_stPrflmDes_mp = 0. Calibrating CoVeh_swtTransDelOff_C = 1
means that the torque limitation is removed whenever CoVeh_stPrflmDes_mp = 0.
The measuring point CoVeh_stIdleSpd_mp indicates whether the engine speed is currently near the idling
speed. CoVeh_stIdleSpd_mp = 1 whenever Eng_nAvrg falls below the threshold speed
CoVeh_nIdleSpdMax_C or when Eng_nAvrg is in the range specified by LIGov_nSetPointBas and
CoVeh_nIdleSpdMax_C.
The message CoVeh_stPrflmAct indicates whether a performance limiter torque intervention is currently
active.
Table 42: Assignment of CoVeh_stPrflmAct
Bit Position Bit Value Description
0 0 Stage 1 of the performance limiter is inactive (based on
Fid_CoVehPrflm11OBD_mp.0 or
Fid_CoVehPrflm12OBD_mp.0 = 1)
1 Stage 1 of the performance limiter is active (based on
1 0 Stage 2 of the performance limiter is inactive (based on
1 Stage 2 of the performance limiter is active (based on
2-7 Not used
Limiting torque calculation The upper torque limit imposed by the performance limiter function is indicated by CoVeh_trqPrflmLimDes.
The torque limit imposed when the performance limiter is inactive is calculated by interpolating the curve
CoVeh_trqMaxEngRef_CUR over the current engine speed, Eng_nAvrg. Similarly, the torque limit imposed
when the first stage of performance limitation is active is calculated from CoVeh_trqPrflm1_CUR . The torque
limit imposed when the second stage is active is calculated from CoVeh_trqPrflm2_CUR. During the
transition from one stage of performance limitation to another, CoVeh_trqPrflmLimDes is switched from one
value to the other using a ramping calculation.
Figure 42 : Calculation of torque limit
C o V e h _ d r P r flm S tg 2 O n _ C
C o V e h _ d r P r flm S tg 2 O ff_ C
C o V e h _ d r P r flm S tg 1 O n _ C C o V e h _ d r P r flm S p d O v r d O n _ C
C o V e h _ d r P r flm S tg 1 O ff_ C C o V e h _ d r P r flm S p d O v r d O ff_ C
C o V e h _ s w tP r flm L o S p d _ C
P
F id _ C o V e h P r flm S p d _ m p .0 &
p a r in it
V S S C D _ v 0 b o o l- - > s in t1 6 C o V e h _ fa c R m p V e h S p d O v rd
c o n v e r s io n
C o V e h _ v P r flm O n M in _ C
P
re q u e s t fo r s e c o n d s ta g e o f p a r in it
C o V e h _ s tP r flm A c t p e r fo r m a n c e lim ite r a c tiv e b o o l- - > s in t1 6 C o V e h _ fa c R m p 2
c o n v e r s io n
G e tB it
1
r e q u e s t fo r fir s t s ta g e o f p a r in it
p e r fo r m a n c e lim ite r a c tiv e b o o l- - > s in t1 6 C o V e h _ fa c R m p 1
c o n v e r s io n
G e tB it
0
E n g _ n A v rg C o V e h _ trq M a x E n g R e f_ m p R m p V a l
x 0
y
x 1
C o V e h _ trq M a x E n g R e f_ C U R R a m p _ S w itc h R m p V a l
x 0 R m p V a l
y x 0
x 1 y C o V e h _ tr q P r flm L im D e s
P
x 1
C o V e h _ tr q P r flm 1 _ m p R a m p _ S w itc h
R a m p _ S w itc h
C o V e h _ tr q P r flm 1 _ C U R
P
C o V e h _ s w tP r flm O n _ C
C o V e h _ tr q P r flm 2 _ m p P
C o V e h _ tr q P r flm 2 _ C U R c o v e h _ p r flm _ 5 .d s f
VSSC_vDEng_nArgvCoVeh_trqPflmr 1_mpCVeo_thrqPflmr 2_mpCoehV_strflPmActCoVeh_trqPrflmLmDi esCoVe_thrqMaxEgRnf_eCURoVChe_trqPrfl1_mCURCoehV_trqPrfl2_mCURCoehV_vPrflmOnMin_CVeoh_swtPrflmOn_CFid_CVoehPflmr Spd_mpCoVehsw_tPrflmLoSpd_CoCVeh_trqMaxngERef_mpoCVeh_facRmp1CVeoh_facRpVmhSepdOvrCodVeh_facRmp2CVeo_dhrPlmSf tg1n_OCVeoh_dPrflmSg1Ot f_CoVehdr_rflPStmg2On_CoCVeh_drPrflmStg2Of_CCoVeh_rPdrflmSpdOvrdOn_CoVCeh_drPrflmSpdOvrOfdf_C
During the activation of the first stage of the performance limiting function, the 0 to 1 transition of
CoVeh_stPrflmAct.bit 0 causes the ramping of the factor CoVeh_facRmp1 from a physical value of 0 to 1,
with a slope CoVeh_drPrflmStg1On_C. At the same time, the output of the first ramp switch is also switched
from CoVeh_trqMaxEngRef_mp to CoVeh_trqPrflm1_mp using the formula below. The upper torque limit
CoVeh_trqPrflmLimDes is accordingly output in a similar manner.
Equation 1: Calculation of ramp-switch output
y = ( x 0 + RmpVal × ( x 1 – x 0 ) )
Deactivation of the first stage of performance limitation, indicated by the transition of CoVeh_stPrflmAct.bit
0 from 1 to 0, causes the factor CoVeh_facRmp1 to ramp down from the physical value 1 to 0 with slope
CoVeh_drPrflmStg1Off_C, with a corresponding switch of the output CoVeh_trqPrflmLimDes from
CoVeh_trqPrflm1_mp to CoVeh_trqMaxEngRef_mp.
In a similar manner, when the second stage of the performance limiting function is activated, the 0 to 1
transition of CoVeh_stPrflmAct.bit 1 causes the ramping of the factor CoVeh_facRmp2 from the physical
value from 0 to 1, with a slope CoVeh_drPrflmStg2On_C. This causes the output of the function
CoVeh_trqPrflmLimDes to be switched from CoVeh_trqPrflm1_mp to CoVeh_trqPrflm2_mp using the same
formula as above. Deactivation of the second stage of performance limitation, causes the factor
CoVeh_facRmp2 to ramp down from 1 to 0 with the slope CoVeh_drPrflmStg2Off_C.
Activation of the performance limiter function when the vehicle is under full load and is travelling at low speed
may cause stalling of the engine because of the loss in power output. To avoid this problem, it is possible to
override the performance limiter at low vehicle speeds, so that the full power output of the engine is available
under such conditions. This feature can be enabled by setting CoVeh_swtPrflmLoSpd_C = 1.
When CoVeh_swtPrflmLoSpd_C = 1, and the Fid_CoVehPrflmSpd_mp is not inhibited, the factor
CoVeh_facRmpVehSpdOvrd is ramped from a physical value of 0 to 1 when the vehicle speed VSSCD_v falls
to less than CoVeh_vPrflmOnMin_C. The rate of increase from 0 to 1 is specified using
CoVeh_drPrflmSpdOvrdOn_C, while the rate of decrease is specified using CoVeh_drPrflmSpdOvrdOff_C.
Overriding the performance limiter thus causes the output CoVeh_trqPrflmLimDes to be switched to
CoVeh_trqMaxEngRef_mp.
The torque intervention from the performance limiter function can be disabled using the application
parameter CoVeh_swtPrflmOn_C.
Engine configuration point calculation The reduction of engine power output when the performance limiter is active means that the engine
configuration (see “Engine Configuration (Eng_Cfg)” on page 431) calculated earlier is no longer valid. When
the performance limiter is activated, the new engine configuration resulting from the reduction of available
engine torque is calculated.
Figure 43 : Calculation of engine configuration points

C o V e h _ fa c R m p V e h S p d O v rd
E n g _ n C fg P n tx (x = 1 ...5 ) R m p V a l
x 0
y
x 1
C o V e h _ trq M a x E n g R e f_ C U R R a m p _ S w itc h R m p V a l
x 0 R m p V a l
y x 0
x 1 y C o V e h _ tr q E n g C fg P r flm P n tx ( x = 1 ...5 )
P
x 1
R a m p _ S w itc h
R a m p _ S w itc h
C o V e h _ tr q P r flm 1 _ C U R
P
C o V e h _ s w tP r flm O n _ C
P
C o V e h _ tr q P r flm 2 _ C U R c o v e h _ p r flm _ 6 .d s f
CoVh_etrqMaxEngRef_CURoehV_trqPrflm1_CUCoRehV_trqPrflm2_CUCRVeoh_swtPflmr On_CoeVh_faRmcp1CoVeh_facRpm2CoVeh_faRmcpVehSpdOrdv
The factors CoVeh_facRmp1, CoVeh_facRmp2 and CoVeh_facRmpVehSpdOvrd are used to calculate the
available output torque at each configuration point, using the same mechanism as is used for the calculation
of the limiting torque value. For each virtual engine speed point specified by Eng_nCfgPnt1, Eng_nCfgPnt2,
Eng_nCfgPnt3, Eng_nCfgPnt4 and Eng_nCfgPnt5, the corresponding available torque is calculated and is
output using the messages CoVeh_trqEngCfgPrflmPnt1, CoVeh_trqEngCfgPrflmPnt2,
CoVeh_trqEngCfgPrflmPnt3, CoVeh_trqEngCfgPrflmPnt4 and CoVeh_trqEngCfgPrflmPnt5 respectively.
The calculation process is outlined in the figure below:
Hint: In order to reduce the run-time utilization, the function is implemented as two separate processes in the op-
erating system.
The message CoVeh_trqPrflmLimDes is calculated at intervals of 20 ms, on the basis of engine speed,
Eng_nAvrg.
All other messages, including the factors CoVeh_facRmp1, CoVeh_facRmp2, CoVeh_facRmpVehSpdOvrd and
the engine configuration points CoVeh_trqEngCfgPrflmPnt1, CoVeh_trqEngCfgPrflmPnt2,
CoVeh_trqEngCfgPrflmPnt3, CoVeh_trqEngCfgPrflmPnt5 are calculated at intervals of 100 ms.This
means that the torque ramp during activation and deactivation of the function has a time resolution of 100 ms.
KWP access to deactivate the performance limiter There is a possibility to deactivate the Performance limiter by service tester interface. The deactivation is only
possible for a fixed time (i.e.CoVeh_tiPrflmDisbl_C). Also the number of such tester interventions, while
any defect is active (which is the source of the performance limiter activation), is limited, given by
CoVeh_ctTstrIntvMax_C. The counter that stores the total number of intervention of tester intervention that
have happened (i.e. CoVeh_ctTstrIntv_mp) is reset after all the defects have healed.
Hint: The fault path Dfp_CoVehPrflmAct_mp is not reset when performance limiter is disabled through tester inter-
face (i.e. when CoVeh_stPrflmDisblTstr_mp = TRUE).
Upon tester request, the timer CoVeh_tiPrflmDisblTstr_mp is initialized with the start value
CoVeh_tiPrflmDisbl_C and so sets the state CoVeh_stPrflmDisblTstr_mp = TRUE. The interaction with
the performance limiter logic is shown in debounce logics of two stages, see “Function identifier debouncing
for first stage” on page 69 and see “Function identifier debouncing for second stage” on page 70. The output
states of the performance limiter debounce logics CoVeh_stPrflmDes_mp.bit0 and bit1 are set to FALSE
when CoVeh_stPrflmDisblTstr_mp = TRUE and so any demand for the performance limiter is disabled.
When the time CoVeh_tiPrflmDisblTstr_mp runs out (reaches 0), the performance limiter debounce logic
regains control. The timer runs only when engine is in normal running condition, i.e. CoEng_stEng =
COENG_STNORMAL(0x04). The timer can be turned on and the deactivation of performance limiter can be
enabled only when at least one of the fault identifiers is showing fault path to be active. The tester intervention
is working independently of the debounce logic of the two states and does not alter it upon tester intervention
or giving back control.
There is a limit to the number of times the performance limiter can be deactivated by request from tester. The
count of the number of times the performance limiter has been disabled is given by CoVeh_ctTstrIntv_mp.
This maximum count is applicable given by CoVeh_ctTstrIntvMax_C. The counter is valid through the span
of any defect present and gets reset (CoVeh_ctTstrIntv_mp becomes 0) when all the fault identifiers have
healed. When the counted number exceeds the maximum number of requests (CoVeh_ctTstrIntv_mp >
CoVeh_ctTstrIntvMax_C), the request is blocked which means the timer CoVeh_tiPrflmDisblTstr_mp is
not initialized. An unlimited number of accesses can be enabled by calibrating CoVeh_ctTstrIntvMax_C to
the maximum value (0xFF).
If a deactivation request is received from the tester while CoVeh_stPrflmDisblTstr_mp = TRUE, the timer
for disabling performance limitation CoVeh_tiPrflmDisblTstr_mp is again loaded with max value
(i.e.CoVeh_tiPrflmDisbl_C) and the counter CoVeh_ctTstrIntvMax_C is incremented by one. The above
case holds true only if the counter CoVeh_ctTstrIntv_mp < CoVeh_ctTstrIntvMax_C, otherwise the tester
request is not serviced and the tester gets a negative response.
The counter CoVeh_ctTstrIntv_mp is reset to 0 when all the defects that can activate the performance
limiter have healed, that is the case when all 4 function identifiers that are used for the debouncing logic are
not inhibited (Fid_CoVehPrflm11OBD_mp.bit0 == TRUE AND Fid_CoVehPrflm12OBD_mp.bit0 == TRUE AND
Fid_CoVehPrflm21OBD_mp.bit0 == TRUE AND Fid_CoVehPrflm22OBD_mp.bit0 == TRUE). The reset can
only take place when the engine is in running condition (CoEng_stEng = COENG_STNORMAL(0x04)).
The timer CoVeh_tiPrflmDisblTstr_mp and the counter value CoVeh_ctTstrIntv_mp are subject to
EEPROM storage in ECU afterrun and reloading at ECU start. Thus the disabling of performance limiter can
be carried over to the next driving cycle also.
Figure 44 : KWP access to deactivate the performance limiter.

F id _ C o V e h P r flm 1 1 O B D _ m p .b it0
F id _ C o V e h P r flm 2 1 O B D _ m p .b it0 &
&
s to ra g e
C O E N G _ S T N O R M A L (0 x 0 4 ) C o V e h _ c tT s trIn tv _ m p
in it w ith 0
C o V e h _ c tT s trIn tv M a x _ C
P
C o V e h _ tiP r flm D is b l_ C
P
C o V e h _ tiP r flm D is b lT s tr _ m p
C o V e h _ tiP r flm 1 D is b lT s tr _ m p > 0 :
E n a b le
T e s te r a c c e s s : P e r fo r m a n c e lim ite r d is a b le d fo r
d is a b le p e r fo r m a n c e lim ite r C o V e h _ s tP r flm D is b lT s tr _ m p
th e tim e d is p la y e d ( b o th s ta g e s )
F A L S E
s to ra g e
CoVeh_tiPrflmDislTbstr_mpCoVeh_tiPrfmDl Cosbi Vl_Ceh_stPrflmDsbi lTstr_mpCoVeh_ctTstrIntvMax_CFid_CoVehPrflm1OBDm_pFidCo_VehPrflm12OBD_mpFid_CoVehPflmr 21OBDmp_Fid_CoVehPrfl2mOB_mDpCEnog_stEngCoehV_ctTtrIsntv_mp
Substitute function
Error paths
Dfp-table 1: Dfp_CoVehPrflmAct_mp.Max
Defect The MAX error is set in this dfp if performance limit activation conditions are satisfied, due to either
detection of the stages. The two stages being active or not is shown by CoVeh_stPrflmAct’s bits (bit 0 for
First stage and bit 1 for second stage).
Healing Healing takes place when the performance limiter is deactivated due to no Fid(s) being inhibitted
now.
Substitute
function
Test condition
test frequency
Defect CoVeh_DebPrflmDef_C
detection time
Healing time CoVeh_DebPrflmOk_C
Function Identifiers
Fid-table 2: Fid_CoVehPrflm11OBD_mp first function identifier for activation of performance limiting stage 1.
Substitute When an error condition occurs which can increase the emissions of the engine,
function Fid_CoVehPrflm11OBD_mp is used to impose a limit CoVeh_trqPrflmLimDes on the
available engine torque. Fid_CoVehPrflm11OBD_mp is used to activate the first stage of the
limiter function.
Reference see “Function identifier debouncing for first stage” on page 69
Fid-table 3: Fid_CoVehPrflm12OBD_mp second function identifier for activation of performance limiting stage 1.
available engine torque. Fid_CoVehPrflm12OBD_mp is used to activate the first stage of the
limiter function.
Reference see “Function identifier debouncing for first stage” on page 69
Fid-table 4: Fid_CoVehPrflm21OBD_mp first function identifier for activation of performance limiting stage 2.
available engine torque. Fid_CoVehPrflm21OBD_mp is used to activate the second stage of the
limiter function.
Reference see “Function identifier debouncing for second stage” on page 70
Fid-table 5: Fid_CoVehPrflm22OBD_mp second function identifier for activation of performance limiting stage 2.
available engine torque. Fid_CoVehPrflm22OBD_mp is used to activate the second stage of the
limiter function.
Reference see “Function identifier debouncing for second stage” on page 70
Fid-table 6: Fid_CoVehPrflmSpd_mp
Substitute In the event of errors associated with vehicle speed sensing, the deactivation of the performance
function limiter function under low vehicle speeds is prevented.
Reference see “Limiting torque calculation” on page 71
ECU initialization At ECU power-on, the message CoVeh_stPrflmAct, and the measuring points, CoVeh_tiToPrflm11Act_mp,
CoVeh_tiToPrflm12Act_mp, CoVeh_tiToPrflm21Act_mp, CoVeh_tiToPrflm22Act_mp,
CoVeh_lSumMem11_mp,CoVeh_lSumMem12_mp, CoVeh_lSumMem21_mp, CoVeh_lSumMem22_mp,
CoVeh_tiPrflm11ActvImmd_mp, CoVeh_tiPrflm21ActvImmd_mp, CoVeh_stPrflm11Mem_mp ,
CoVeh_stPrflm21Mem_mp, CoVeh_ctTstrIntv_mp and CoVeh_tiPrflmDisblTstr_mp are updated with the
contents of the corresponding entries from the EEPROM memory.
The messages CoVeh_trqPrflmLimDes, CoVeh_trqEngCfgPrflmPnt1, CoVeh_trqEngCfgPrflmPnt2,
CoVeh_trqEngCfgPrflmPnt3, CoVeh_trqEngCfgPrflmPnt4 and CoVeh_trqEngCfgPrflmPnt5 are
initialized with the value TRQ_MAX.
The message CoVeh_facRmpVehSpdOvrd is initialized to 0.
The initialization of the messages CoVeh_facRmp1 and CoVeh_facRmp2 is dependent on the state of the
performance limiter during the previous driving cycle. If the performance limiter was active during the
previous driving cycle, i.e., CoVeh_stPrflmAct.bit0 == 1 or CoVeh_stPrflmAct.bit1 == 1, CoVeh_facRmp1
and CoVeh_facRmp2 are initialized with the value 1. On the other hand, if performance limiting was not active
during the previous driving cycle, then CoVeh_facRmp1 and CoVeh_facRmp2 are initialized with the value 0.
Output values CoVeh_facRmp1: factor for switching between torque limit values when the first stage of
performance limiting is demanded - <ULONG>
CoVeh_facRmp2: factor for switching between torque limit values when the second stage of
performance limiting is demanded - <ULONG>

CoVeh_facRmpVehSpdOvrd: factor for overriding torque limit values at low vehicle speed -
<ULONG>
CoVeh_stPrflmAct: status of performance limiter function - <UBYTE>
CoVeh_trqEngCfgPrflmPnt1: maximum engine output torque at the virtual engine speed point
1 Nm <SWORD>
CoVeh_trqEngCfgPrflmPnt2: maximum engine output torque at the virtual engine speed point
2 Nm <SWORD>
CoVeh_trqEngCfgPrflmPnt3: Maximum output torque at the virtual engine speed point 3 Nm
<SWORD>
<SWORD>
<SWORD>
CoVeh_trqPrflmLimDes: engine torque limit demanded by the performance limiter Nm <SWORD>
Input values CoEng_stEng: current engine state [-] - <UBYTE>

Eng_nCfgPnt1: virtual engine speed point 1 rpm <SWORD>
LIGov_nSetPointBas: Basic low idle setpoint speed rpm <SWORD>
VehDa_lSum: coverage driven length m <ULONG>
VehDa_tiEngOn: coverage engine on time s <ULONG>
VSSCD_v: vehicle speed (velocity) km/h <SWORD>
Measuring points CoVeh_ctTstrIntv_mp: number of performance limiter disabling tester interventions -

<UBYTE>
CoVeh_lDiff11_mp: distance travelled by vehicle after first Fid for first stage of
performance limiter has been inhibited. m <ULONG>
CoVeh_lDiff12_mp: distance travelled by vehicle after second Fid for first stage of
Preformance limiter has been inhbitted m <ULONG>
CoVeh_lDiff21_mp: distance travelled by vehicle after first Fid for second stage of
CoVeh_lDiff22_mp: distance travelled by vehicle after second Fid for second stage of
CoVeh_lSumMem11_mp: distance travelled by vehicle since first Fid of first stage of the
CoVeh_lSumMem12_mp: distance travelled by vehicle since second Fid of first stage of
CoVeh_lSumMem21_mp: distance travelled by vehicle since first Fid of second stage of
CoVeh_lSumMem22_mp: distance travelled by vehicle since second Fid of second stage m
<ULONG>
CoVeh_stIdleSpd_mp: status of near low idle engine speed detection - <UBYTE>
CoVeh_stPrflm11Des_mp: demand for activation of first performance limiter stage due to -
<UBYTE>
CoVeh_stPrflm12Des_mp: demand for activation of first performance limiter stage due to -
<UBYTE>
CoVeh_stPrflm21Des_mp: demand for activation of second performance limiter stage due -
<UBYTE>
CoVeh_stPrflm22Des_mp: demand for activation of second performance limiter stage due -
<UBYTE>
CoVeh_stPrflm11Mem_mp: state memory for activation of first stage of the performance -
<UBYTE>
CoVeh_stPrflm21Mem_mp: state memory for activation of first stage of the performance -
<UBYTE>
CoVeh_stPrflmDisblTstr_mp: State of performance limiter disabling via tester - <UBYTE>
CoVeh_stPrflmDes_mp: demand for activation of performance limiter function - <UBYTE>
CoVeh_stSwitchOnCond_mp: status of condition for activating the performance limiter -
<UBYTE>
CoVeh_stSwitchOffCond_mp: status of condition for deactivating the performance limiter -
<UBYTE>
CoVeh_tiPrflmDisblTstr_mp: time for which the performance limiter remains disabled due to
s <ULONG>
CoVeh_tiToPrflm11Act_mp: time remaining until first stage of performance limiter is
demanded due to the first Fid. s <ULONG>
CoVeh_tiToPrflm12Act_mp: time remaining until first stage of performance limiter is
demanded due to the second Fid. s <ULONG>
CoVeh_tiToPrflm21Act_mp: time remaining until second stage of performance limiter is
demanded due to the first Fid. s <ULONG>
CoVeh_tiToPrflm22Act_mp: time remaining until second stage of performance limiter is
demanded due to the second Fid. s <ULONG>
CoVeh_tiPrflm11ActvImmd_mp: time remaining within which the first performance limiter
stages retriggered immediately upon inhibiting of it's first Fid s <ULONG>
CoVeh_tiPrflm21ActvImmd_mp: time remaining within which the second performance limiter s
<ULONG>
CoVeh_trqMaxEngRef_mp: torque limit from the performance limiter when it is not active Nm
<SLONG>
CoVeh_trqPrflm1_mp: torque limit imposed during stage 1 of performance limiting Nm <SLONG>
CoVeh_trqPrflm2_mp: torque limit imposed during stage 2 of performance limiting Nm <SLONG>
Dfp_CoVehPrflmAct_mp: Fault path for activation of performance limiter for driver
information. - <UWORD>
Fid_CoVehPrflm11OBD_mp: first function identifier for activation of first performance
limiter - <UBYTE>
Fid_CoVehPrflm12OBD_mp: second function identifier for activation of first performance -
<UBYTE>
Fid_CoVehPrflm21OBD_mp: first function identifier for activation of second performance -
<UBYTE>
Fid_CoVehPrflm22OBD_mp: second function identifier for activation of second performance
- <UBYTE>
Application parameters CoVeh_ctTstrIntvMax_C: maximum number of performance limiter disabling tester

interventions until the fault is repaired<value>
CoVeh_DebPrflmDef_C: defect debounce time for performance limiter activation fault<value>
CoVeh_DebPrflmOk_C: okay debounce time for performance limiter activation fault<value>
CoVeh_drPrflmSpdOvrdOff_C: slope for transition of performance limiter torque from
unlimited value at low vehicle speeds to stage1/stage2 value<value>
CoVeh_drPrflmSpdOvrdOn_C: slope for transition of performance limiter torque from stage1/
stage2 value to unlimited value<value>
CoVeh_drPrflmStg1Off_C: slope for transition of performance limiter torque from stage
1value to unlimited value<value>
CoVeh_drPrflmStg1On_C: slope for transition of performance limiter torque from unlimited
value to stage 1 value<value>
CoVeh_drPrflmStg2Off_C: slope for transition of performance limiter torque from stage 2
value to unlimited value<value>
CoVeh_drPrflmStg2On_C: slope for transition of performance limiter torque from unlimited
value to stage 2 value<value>
CoVeh_lDiffThres11_C: debounce distance for the first Fid for the first performance
limiter stage<value>
CoVeh_lDiffThres12_C: debounce distance for the second Fid for the first
performance<value>
CoVeh_lDiffThres21_C: debounce distance for the first Fid for the second
performance<value>
CoVeh_lDiffThres22_C: debounce distance for the second Fid for the second performance
CoVeh_nIdleSpdMax_C: maximum engine speed for activation/deactivation of performance
limiter intervention<value>
CoVeh_nIdleSpdOffset_C: offset to specify engine speed relative to engine speed setpoint
for activation/deactivation of performance limitation<value>
CoVeh_swtPrflmLoSpd_C: switch to enable override of performance limiter torque limitation
under low vehicle speed conditions<value>
CoVeh_swtPrflmOn_C: switch to enable performance limiter function<value>
CoVeh_swtTransDelOff_C: switch to delay switch-off of performance limiter intervention
until engine speed falls to near low idle speed<value>
CoVeh_swtWaitVelZeroOff_C: switch to delay performance limiter torque intervention until
vehicle speed is zero [amp ] engine speed near idling speed<value>
CoVeh_tiIdleSpd_C: turn on delay for idle speed condition for activation of the
performance limiter.<value>
CoVeh_tiPrflmDisbl_C: disabling time for performance limiter tester intervention.<value>
CoVeh_tiPrflm11ActvImmd_C: debounce time within which first performance limiter stage
is<value>
CoVeh_tiPrflm21ActvImmd_C: debounce time within which first performance limiter stage
is<value>
CoVeh_tiToPrflm11ActvMax_C: debounce time for the first Fid for the first performance
limiter<value>
CoVeh_tiToPrflm12ActvMax_C: debounce time for the second Fid for the first performance
CoVeh_tiToPrflm21ActvMax_C: debounce time for the first Fid for the second performance
CoVeh_tiToPrflm22ActvMax_C: debounce time for the second Fid for the second
performance<value>
CoVeh_trqMaxEngRef_CUR: curve to specify inactive value of performance limiter torque
intervention<curve_individual>
CoVeh_trqPrflm1_CUR: curve to specify the torque limit when performance limiter stage 1
is active<curve_individual>
CoVeh_trqPrflm2_CUR: cuve to specify the torque limitation when performance limiter stage
2 is active<curve_individual>
CoVeh_vIdleSpdMax_C: maximum vehicle speed for idle speed condition.<value>
CoVeh_vPrflmOnMin_C: minimum vehicle speed for override of performance limiter torque
intervention to occur<value>
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Veh-VehMot Vehicle motion DS-CV/EET
3.2 Vehicle motion (VehMot)

CARTRONIC-Strutucre:Veh-VehMot

Vehicle motion The VehMot component determines the requirements of the accessories with regard to torque and engine
speed. In the subcomponents the demands of the system regarding longitudinal motion, steering and chassis
are formed and coordinated.
Structure of the component The VehMot component consists of the following subcomponents:
Figure 45 : VehMot subcomponents
C o V M
P rp B rk
V e h M o t
W h lD a
S trg
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3.2.1 Vehicle motion coordinator (CoVM)

Function group: Propulsion
CARROTNICSt- ructureV:h-VehMot-CVMo

Coordinator Vehicle Motion The component CoVM checks the interventions to vehicle dynamic received via the CAN frame for plausibility
and, for active safety systems, corrects the demands of longitudinal motion to the propulsion torque.
Structure of the component The CoVM component has no subcomponents.
Subfunctions See “Demand coordination (CoVM_DemCord)” on page 80.

See “Propulsion stabilization (CoVM_StabDem)” on page 84.
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Demand coordination (CoVM_DemCord)

CARTRONIC-Strutucre:Veh-VehMot-CoVM
Functional overview The driving stability functions (traction control, engine drag torque control) influence the torque setpoint value
via increasing or decreasing interventions.
The function takes these interventions into account and links them to the propulsion torque demand of the
longitudinal movement to form a torque demand.
The function outputs the negative torque status information after coordinator vehicle motion request over
CAN and also the torque limitation for the Eis ( Engine Interval Speed) governor.
Figure 46 : Demand coordination - overview
C o D T _ tr q M in
C o V M _ s tA c tD e m
C o V M _ trq D e c C o V M _ s tA c tD e m
C o V M _ trq In c C o V M _ s tO rd
D rv T rn _ rT ra n s D T C o V M _ trq G e a rb x M a x
G e a rb x _ trq F rc R e q u ir e m e n t C o V M _ tr q G e a r b x M in
P rp B rk _ trq D e s C o V M _ trq P rp D e s
P rp B rk _ trq L e a d C o V M _ trq P rp L e a d
V e h D a _ s tT rq D e m C o V M _ s tB rk D e s
P rp B rk _ s tB rk D e s C o V M _ tr q E is L im
P r p C tl_ tr q S p d L im
DrvTrn_rTransDToVCM_trqIncCVMo_stctDAmeCoVM_rqDt ecVehD_satTrqeDmPrpBrk_trqLeadPrpBk_tr rqDesGarebx_trqFcCr VMo_stOrdoVCM_trqGarbexMaxCVMo_trqGerbxaMinCoM_VtrqPrpDesCoVM_trPrqLepadCoDTtrq_MinPrpBrk_stBkDr esPrpCl_tqSr CopdLVMim_stBrkesDCoVM_trqEsLim
Overview The intervention signals of the vehicle dynamic CoVM_trqInc (increasing intervention) or CoVM_trqDec
(decreasing intervention) are linked to the driver command PrpBrk_trqDes to form a resulting torque
demand CoVM_trqPrpDes. For active interventions, additional auxiliary signals are formed to provide priority
over transmission interventions (details see below). Active interventions are displayed in CoVM_stActDem.
A coordination is carried out for the lead path as well but is organized differently (details see below).
Some constraints were defined together with the physical order under which the physical order is to be
carried out. The description was chosen in such a way that these constraints are defined independently of
the internal characteristics of the diesel engine. This is the data word CoVM_stOrd which is passed along
parallel to the setpoint value coordinations and, therefore, sometimes changes the component name. Thus,
this status word is called CoVeh_stOrd in the component "CoVeh" and CoDT_stOrd in the component
"CoDT".
Per default all bits of CoVM_stOrd are set to FALSE.
Table 43: Assignment of CoVM_stOrd:
Bit position Description Condition
0 Dynamics required VehDa_stTrqDem = VEHDA_TRQINC (if bit 3 is set to 1)
(for active vehicle dynamics intervention)
1 Maximum dynamics required not used at present
2 Ignore emissions not used at present
3 Ignore component protection not used at present
4 Inhibiting of gear shift required not used at present
5 Ignore comfort not used at present
6 not used not used at present
7 not used not used at present
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Figure 47 : Overview vehicle dynamic interventions
C o V M _ tr q ln c
C o V M _ trq D e c
C o V M _ tr q G e a r b x M in
s ta b ility d e s ir e s
P rp B rk _ trq D e s
G e a rb x _ trq F rc
C o V M _ trq G e a rb x M a x
P rp B rk _ trq L e a d C o V M _ trq P rp L e a d
s ta b ility le a d
V e h D a _ s tT rq D e m
C o V M _ s tO rd
s e t o rd e r s ta te
CoV_tMPrrqDpBrce_tkrqDesGarbex_trqFcPrpBr_trkLeqadCoVM_stActemDCoVM_trqGarexMbinCVMo_trPrqpDesCoVM_trqeaGrbxMaxCoV_MtrqPrpLeadoVCM_stOrVedhDa_stTqDr meDrvrn_TrTnsaDTCVMo_trIncq
Setpoint intervention The longitudinal motion demand PrpBrk_trqDes is coordinated with the stability demands CoVM_trqDec and
CoVM_trqInc by maximum or minimum formation.
CoVM_swtIntvPrio_C prioritizes the vehicle dynamics interventions over gearbox interventions in the case
of a simultaneous intervention by CoVM_trqInc and Gearbx_trqDec or CoVM_trqDec and Gearbx_trqInc.
CoVM_swtIntvPrio_C=0 is used to limit the the decreasing gearbox intervention value of the increasing
vehicle dynamics intervention converted to a clutch torque. (CoVM_trqGearbxMax), or the increasing
gearbox intervention is limited to a value of the decreasing vehicle dynamics intervention converted to a
clutch torque (CoVM_trqGearbxMin). CoVM_trqGearbxMax is calculated from CoVM_trqInc divided by drive
train gain DrvTrn_rTransDT minus gearbox loss Gearbx_trqFrc. CoVM_trqGearbxMin is calculated from
CoVM_trqDec divided by drive train gain minus gearbox loss.
With CoVM_swtIntvPrio_C=1 no gearbox intervention limitation can occur due to the simultaneous vehicle
dynamics interventions.
Vehicle dynamics interventions effective on the setpoint path are provided via CoVM_stActDem (see
“Assignment of CoVM_stActDem” on page 81).
Table 44: Assignment of CoVM_stActDem
Bit Bit Description
position Value
0 Reducing intervention torque traction control (TCS):
0 Reducing intervention is inactive.
1 Reducing intervention active (CoVM_trqPrpDes < PrpBrk_trqDes ).
4 Increasing intervention torque DCS:
0 Increasing intervention is inactive.
1 Increasing intervention active (CoVM_trqPrpDes > PrpBrk_trqDes ).
1-3,5-7 0 vacant
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Figure 48 : Setpoint intervention vehicle dynamic [stability desires]
C o V M _ s tA c tD e m .B it0
C o V M _ s tA c tD e m .B it4
C o V M _ s w tIn tv P r io _ C
T R Q _ M A X
C o V M _ trq D e c
M N
c o v m _ d e m c o rd _ 3 ,d s f
C o V M _ trq D e s In c M a x _ m p
C o V M _ trq In c M X
D rv T rn _ rT ra n s D T T R Q _ M IN
CoVM_stActDmeCoVM_trqGearbMxinCoMV_swIntvPro_Ci CoVM_rqPt rpDsCeVMo_trqDesIncMax_mpCoVM_trqeGarbxMaxoCVM_trqDcePrpBrk_rqDt esCoV_tMrDqInvTrncrT_ransDTeaGrbx_trqFrc
Lead intervention The standard method of forming the lead value of the vehicle motion CoVM_trqPrpLead is by maximum
formation from the lead value of the longitudinal vehicle-motion PrpBrk_trqLeadand of the increasing
driving-dynamics control CoVM_trqInc, since only increasing interventions can enter the lead path. For a
decreasing intervention of long duration (active longer than CoVM_tiTrqRedMax_C) the lead value
CoVM_trqPrpLead is limited to CoVM_trqDec via a ramp with the slope CoVM_dtrqLeadCorDwn_C to avoid
permanent control deviations in the air system. If the decreasing intervention is terminated, the software
switches back to driver command. At that moment, however, both values are identical, so that no ramp is
started.
In order to ensure the high dynamics of the lead path for positive torque demands, CoVM_dtrqLeadCorUp_C
is defined as not applicatable.
Figure 49 : Lead intervention vehicle dynamic [stability lead]
C o V M _ d trq L e a d C o rD w n _ C
P
C o V M _ tiT r q R e d M a x _ C
P
S ta rt
S V
1 / >= 1
IF
T im e r
E d g e R is in g
C o V M _ trq D e c
S w p o s p a ra m
C o V M _ trq In c x a
C o V M _ trq P rp L e a d
y
M X
P rp B rk _ trq L e a d x b
M N
T o is w
C o V M _ trq L e a d In c M a x _ m p
d T
T R Q P R P _ M IN
CoVM_trqDecCoV_MtrqIncPrpBk_tr rqLedCaVo_trMqPrLepadCVMo_trqLedInacMax_mpCoVM_tiTrqRdeMax_CVMo_dtrqLadeCorDwn_C
Negative torque status information The negative torque request from AccPed and VehSpd-Ctrl PrpBrk_stBrkDes is received and copied directly
into the negative torque vehicle motion status CoVM_stBrkDes if no relevant propulsion torque access is
present. If the reducing propulsion torque demand by CoVM_trqDec is lower than the longitudinal motion
demand PrpBrk_trqDes minus CoVM_trqDecOfsBrkDes_C and also lower than minimum available torque
of drive train CoDT_trqMin minus CoVM_trqDecOfsBrkDes_C, the bit CoVM_stBrkDes.12 is set to 1 and all
other bits are cleared. This shows that CoVM_trqDec is the strongest present negative torque request.
Additionally it is checked if the increasing torque intervention of drag control CoVM_trqInc limits the desired
negative torque to set CoVM_stBrkDes.13 additionally. This happens, if CoVM_trqInc is greater than
PrpBrk_trqDes+ CoVM_trqIncOfsBrkDes_C and either, CoVM_trqInc is lower than CoDT_trqMin +
CoVM_trqIncOfsBrkDes_C, or CoVM_trqInc is lower than CoVM_trqDec what shows a J1939-limit. The
lower 12 bits(11...0) stay unchanged to see still the source of a limited or suppressed engine brake request.
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Figure 50 : Negative torque status information
P rp B rk _ s tB rk D e s = 0 0 0 0 0 X X X X X X X X X X X
C o V M _ trq D e c
1 0 0 0 0 0 0 0 0 0 0 0
C o V M _ trq D e c O fs B rk D e s _ C
&
C o V M _ trq D e c
C o D T _ tr q M in
C o V M _ trq D e c O fs B rk D e s _ C
C o V M _ trq In c
C o V M _ trq In c O fs B rk D e s _ C
C o V M _ trq In c &
C o D T _ tr q M in
>= 1
C o V M _ trq In c O fs B rk D e s _ C
C o V M _ trq In c
C o V M _ trq D e c
C o V M _ s tB rk D e s = 0 0 X X 0 X X X X X X X X X X X
c o v m _ d e m c o rd _ 1 0 .d s f
PrpBk_r stBCokDer VMs_trqDecrpPBrk_trqDesCoDT_rqMt inCoVM_trqIncoVCM_stBrkDeCsVMo_trqecDOfsrkBDes_CoVM_tqInr cOfsBrkDesC_
The engine interval speed governor torque should be limited by CoVM_trqDec and its speed shouldn’t
increase beyond the maximum speed limitationPrpCtl_trqSpdLim in some modes, to avoid overriding of the
external torque limitation or the actual vehicle speed limitation by using the engine speed governor. Hence
the minimum of CoVM_trqDec and PrpCtl_trqSpdLim is transferred as the torque limitation
CoVM_trqEisLim for the optional torque limitation of the EisGov.
Figure 51 : Torque limitation for EisGov
C o V M _ trq D e c
C o V M _ tr q E is L im
P r p C tl_ tr q S p d L im M N
c o v m _ d e m c o rd _ 1 1 .d s f
CoV_tMrqEiLimCosVM_trqDecrpPCtl_trqSpdLim
ECU initialization Setpoint value and lead are set to minimum propulsion torque.
The limiting values for gearbox interventions are set to minimum or maximum engine torque.
The constraints are set to 0.
Output values CoVM_stActDem: status bits current TCS,DCS demand - <UBYTE>

CoVM_stBrkDes: Negative torque status information after coordinatior vehicle motion
request - <UWORD>
CoVM_stOrd: boundary conditions for physical order - <UBYTE>
CoVM_trqEisLim: Torque limitation for Eis governor Nm <SWORD>
CoVM_trqGearbxMax: limitation of decrement gearbox demand Nm <SWORD>
CoVM_trqGearbxMin: limitation of increment gearbox demand Nm <SWORD>
CoVM_trqPrpDes: desired torque for propulsion Nm <SWORD>
CoVM_trqPrpLead: lead torque for propulsion Nm <SWORD>
Input values CoDT_trqMin: minimum torque of Drive Train Nm <SWORD>

CoVM_stActDem: status bits current TCS,DCS demand - <UBYTE>
CoVM_trqDec: checked torque demand of ASR Nm <SWORD>
CoVM_trqInc: checked torque demand of MSR Nm <SWORD>
PrpBrk_stBrkDes: torque status information - <SWORD>
PrpBrk_trqDes: x-movement torque demand Nm <SWORD>
PrpBrk_trqLead: lead torque of Propulsion and Brake Nm <SWORD>
PrpCtl_trqSpdLim: limited torque for maximum speed limitation Nm <SWORD>
Measuring points CoVM_trqDesIncMax_mp: The maximum value between PrpBrk_trqDes [amp ] CoVM_trqInc Nm
<SWORD>
CoVM_trqLeadIncMax_mp: The maximum value between PrpBrk_trqLead [amp ] CoVM_trqInc Nm
<SWORD>
Application parameters CoVM_dtrqLeadCorDwn_C: ramp slope to decrease ASR lead<value>

CoVM_dtrqLeadCorUp_C: ramp slope to increase ASR lead<value>
CoVM_swtIntvPrio_C: priority between driving-dynamics control and gearbox intervention
(1: no limitation of gearbox intervention, 0: limitation)<value>
CoVM_tiTrqRedMax_C: time to detect long ASR intervention<value>
CoVM_trqDecOfsBrkDes_C: torque offset for decreasing the torques Nm.<value>
CoVM_trqIncOfsBrkDes_C: torque offset for Increasing the torques Nm.<value>
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Veh-VehMot-CoVM Propulsion stabilization DS-CV/EET
Propulsion stabilization (CoVM_StabDem)

CARTRONIC-Strutucre:Veh-VehMot-CoVM
Functional overview The function determines the torque demands of the vehicle dynamics systems on the setpoint path. This task
is performed separately for TCS (Traction Control System) and DCS (Drag Torque Control System). The
intervention demand and the intervention torque are provided for the function via CAN. The intervention
torque is defined as a torque at gearbox output. A physical plausibility check can be carried out for the torque-
increasing DCS intervention.
Torque intervention of TCS = f(Vehicle dynamics system configuration,
Status TCS demand,
TCS torque demand)
Torque intervention of DCS = f(Vehicle dynamics system configuration,
Status DCS demand,
DCS torque demand,
Physical plausibility)
Figure 52 : Propulsion stabilization - overview
C o V M _ s w tS lip C tl
C o n fig u r a tio n
D fp _ C o V M D C S h _ m p L o g ic
D C S
C o V e h _ s tT S E A V m In c d e m a n d
D e fa u lt v a lu e M in C o V M _ trq In c
D C S
C o V e h _ trq T S E A V m In c O n /O ff
P rp B rk _ trq D e s M o n ito r in g D fp _ C o V M D C S h _ m p
D C S
C o D T _ tr q M in d e m a n d
L o g ic
C o V e h _ s tT S E A V m D e c T C S
d e m a n d
D e fa u lt v a lu e M a x C o V M _ trq D e c
T C S
C o V e h _ trq T S E A V m D e c O n /O ff
c o v m _ s ta b d e m _ 1 0 0 .d s f
CoVM_swtSlipCtloVCM_trqIncCVeoh_trTSqEAVInmcCVeoh_stTSEVAmInDfpc_CoVMDCSh_mpPrpBk_r trqDesCDoT_trqMiConVM_trqDecoVCeh_trqTESAVmDeCocVeh_stTESAVmDec
Functional description CoVM_swtSlipCtl informs the function which vehicle configuration of vehicle dynamics systems is present.
Table 45: Assignment of CoVM_swtSlipCtl
Bit position Description
0 TCS
1 DCS
2-7 vacant
"0" means that the respective system is not available, "1" means that the system is available.
If the TCS is not available, the interface CoVM_trqDec is ineffective. This is made possible through the output
of the maximum torque which can be represented TRQPRP_MAX, as the setpoint value is determined by the
minimum between the intervention and the driver command. In the same way, the minimum torque which can
be represented TRQPRP_MIN ensures ineffectivity when the DCS is not available CoVM_trqInc.
The VDC "vehicle dynamics control" is a combined control of TCS and DCS and is not mentioned separately.
The decreasing torque intervention of the TCS If there is no intervention demand CoVeh_stTSEAVmDec.5=0, the driver command torque is not influenced by
CoVM_trqDec. If an intervention demand is issued, the torque CoVeh_trqTSEAVmDec, made available by CAN
and demanded by the TCS, is switched to the setpoint path via CoVM_trqDec. If the intervention is terminated
by the withdrawal of the demand (CoVeh_stTSEAVmDec.5=0), or if it has to be terminated due to a CAN error
(CoVeh_stTSEAVmDec.4=1) or a CAN message error (CoVeh_stTSEAVmDec.7=1), the intervention torque
CoVM_trqDec is ramped up to the maximum torque that can be represented (TRQPRP_MAX). The ramp
slope is applicatable by CoVM_dtrqRmpSlpUpTCS_C.
CoVM_dtrqRmpSlpDwnTCS_C is not applicatable, as only the out-ramping of a running intervention takes
place.
If the neutral value (CoVeh_stTSEAVmDec.2=1) is received, the intervention currently running is terminated
immediately through the output of the maximum torque that can be represented via CoVM_trqDec.
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Figure 53 : Reducing torque intervention of the TCS

C o V e h _ s tT S E A V m D e c .5
C o V M _ s w tS lip C tl.0
C o V M _ s tD e m C h e c k _ m p .0
&
!
!
!
C o V M _ s w tS lip C tl.0 &
C o V M _ d tr q R m p S lp U p T C S _ C
P
p a ra m T R Q P R P _ M A X
C o V M _ tr q D e c D fl_ m p
T R Q P R P _ M A X R A M P
x y
F U N C T .
T 0 ix
d T
C o V M _ trq D e c C o V M _ trq D e c
C o V e h _ trq T S E A V m D e c
c o v m _ s ta b d e m _ 6 .d s f
CoV_dMtrqRpmSlpUpTCoCS_VMC_swtSlipCtlCoVehtrq_TSEAVmDecCoehV_stTSEAVmDecCoVM_trqDecoVCM_stDemCech_mkpCoVM_trqeDcDfl_mp
Increasing torque intervention of the DCS If there is no intervention demand CoVeh_stTSEAVmInc.5=0, the driver command torque is not influenced by
CoVM_trqInc. If an intervention demand is issued, the engine speed CoVeh_trqTSEAVmInc, made available
by CAN and demanded by the DCS, is switched to the setpoint path via CoVM_trqInc. If the intervention is
terminated by the withdrawal of the demand (CoVeh_stTSEAVmInc.5=0), or if it has to be terminated because
of a CAN error (CoVeh_stTSEAVmInc.4=1) or a CAN message error (CoVeh_stTSEAVmInc.7=1), or through
physical implausibility (Dfp_CoVMDCSh_mp.0=1) the intervention torque CoVM_trqDec is ramped up to the
minimum torque that can be represented (TRQPRP_MIN). The ramp slope is applicatable by
CoVM_dtrqRmpSlpDwnDCS_C.
CoVM_dtrqRmpSlpUpDCS_C is not applicatable, as only the out-ramping of a running intervention takes place.
If the neutral value (CoVeh_stTSEAVmInc.2=1) is received, the intervention currently running is terminated
immediately through the output of the maximum torque that can be represented via CoVM_trqDec.
Figure 54 : Increasing torque intervention of the DCS
C o V e h _ s tT S E A V m In c .5
D fp _ C o V M D C S h _ m p .0
! C o V M _ s tD e m C h e c k _ m p .4
&
!
!
!
C o V M _ s w tS lip C tl.1 &
C o V M _ d tr q R m p S lp D w n D C S _ C
P
p a ra m T R Q P R P _ M IN
C o V M _ tr q In c D fl_ m p
T R Q P R P _ M IN R A M P
x y
F U N C T .
T 0 ix
d T
C o V M _ trq In c C o V M _ trq In c
CoV_dMtrqRpmSlpDwnDC_CoVSM_swtSlipCtlVeo_shtTSEAVmIncCoehV_trTSqEAVInmcCoVM_trqIncfp_DCoVMDCSh_mpCoVM_stDmeCheck_mpCoV_tMrqIncDf_ml p
Monitoring the increasing torque intervention The torque demand of the DCS intervention is monitored by an excess torque integral. Monitoring for physical
implausibility is activated by CoVM_swtPlausChk_C = TRUE providing a DCS system is available
(CoVM_swtSlipCtl.1=1). The intervention is physically implausible, if the intervention torque
(CoVM_amAct_mp) effective on the setpoint path exceeds the threshold CoVM_amMAX_C. If the intervention
demand is issued (CoVeh_stTSEAVmInc.Bit5 = 1) and if the driver command torque is greater than the DCS
intervention torque (PrpBrk_trqDes > CoVeh_trqTSEAVmInc), the integrator is frozen (CoVM_trqInt_mp = 0
Nm). Only when the demand is withdrawn is the integral is integrated down to zero with the drag torque
CoDT_trqMin.
If the threshold CoVM_amMAX_C is exceeded, the error path Dfp_CoVMDCSh_mp is time-debounced via
CoVM_tiDebMaxDef_C and set, leading to the termination of the current intervention. The resetting of the error
path is time-debounced in turn via CoVM_tiDebMaxOk_C. The resetting takes place when the integrator value
is attained (CoVM_amAct_mp) 0 Nms and if CoVeh_stTSEAVmInc.Bit0 =1 received at least once. The lower
limit of the integral is zero and the upper limit is the highest numerical value which can be represented. The
integration coefficient is set to 1Nms/Nms.
Note:
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Veh-VehMot-CoVM Propulsion stabilization DS-CV/EET
If the Monitoring is shutoff that is (CoVM_swtPlausChk_C = FALSE) OR ( CoVM_swtSlipCtl.1 = 0), then

complete functionality (monitoring the increasing torque intervention) is deactivated (all the mesuring points
used under monitoring the increasing torque intervention will not get updated any more) and error path
Dfp_CoVMDCSh_mp will hold the previous value.
Figure 55 : Excess torque integral of the increasing vehicle dynamics intervention
& C o V M _ s w tP la u s C h k _ C &
S E T
C o V e h _ s tT S E A V m In c .5 C o V M _ trq In t_ m p C o V M _ a m A c t_ m p
C o V M _ s tD C S h _ m p
K i = 1
0 N m s 1 6 3 8 3 5 N m s C o V M _ tiD e b M a x D e f_ C
C o D T _ tr q M in p a ra m
R E S E T
x y
x y S E T
T 0
T 0
0
C o V M _ a m M A X _ C
D fp _ C o V M D C S h _ m p
C o V M _ tiD e b M a x O k _ C
0 N m & x y R E S E T
C o V e h _ s tT S E A V m In c .0 T 0
N o te :
1 ) . If C o V M _ s w tP la u s C h k _ C = F A L S E O R C o V M _ s w tS lip C tl.1 = 0 , th e n c o m p le te fu n c tio n a lity is d e a c tiv a te d .
2 ) . T h e s w itc h C o V M _ s w tP la u s C h k _ C d o e s n o t h a v e a n y e ffe c t if c h a n g e d d u r in g r u n tim e .
CoVeh_trqTSEAVInmcCoVeh_stSETAVmIncPrprkB_trqesDCoDT_rqMt inCVMo_swtPlausChk_CoV_aMmMAX_CoVM_tiDbMeaxDef_CVMo_tiDebMaxOk_CoMV_trqInt_pmCoVM_aAmt_mcpDfp_CoVMDShC_mpCoM_VtDsCSh_mpCoVM_wstSlipCtl
Figure 56 : Monitoring DCS intervention
1
0
t
N m C o V M _ trq In t_ m p
0
t
N m s C o V M _ a m A c t_ m p
C o V M _ a m M A X _ C
0
t
1
0
t
C o V M _ s tD C S h _ m p
1
0
t
D fp _ C o V M D C S h _ m p C o V M _ tiD e b M a x O k _ C
1
0
C o V M _ tiD e b M a x D e f_ C t
CoVeh_stTSEAVmIncCoVM_trqIt_mnpCVMo_amAct_mpCoVM_amMAX_CoVCM_stDCSh_mpDfp_CoMVDCSh_pCmoVM_tiebDMaxDef_CVoM_tiDebaxMOk_C
Error paths
Dfp-table 2: Dfp_CoVMDCSh_mp.Max
Defect If the increasing DCS intervention CoVeh_trqTSEAVmInc integrated over time and effective on
detection the setpoint path, exceeds the threshold CoVM_amMAX_C, a Max error is detected.
Healing Healing takes place for an integration value CoVM_amAct_mp equal to 0 Nms and if
CoVeh_stTSEAVmInc.Bit0 =1 received at least once.
Substitute CoVM_trqInc is shut off by return of the value to the minimum torque which can be represented
function (TRQPRP_MIN) via a ramp function.
Test condition Continuously, 20 ms interval
test frequency
Defect CoVM_tiDebMaxDef_C
detection time
Healing time CoVM_tiDebMaxOk_C
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DS-CV/EET Propulsion stabilization Veh-VehMot-CoVM
ECU initialization CoVM_trqDec is initialized with the maximum torque which can be represented (TRQPRP_MAX) .
CoVM_trqInc is initialized with the minimum torque which can be represented (TRQPRP_MIN) . Dependend
on the switch CoVM_swtSlipCtlType_C the message CoVM_swtSlipCtl is initialized with the EEPROM
value or the value from CoVM_swtSlipCtlVal_C. TCS and DCS interventions are deactivated.
Dfp_CoVMDCSh_mp is initialized with "0".
The switch CoVM_swtPlausChk_C does not have any effect if changed during run time. This switch status is
read only during initilization.
Output values CoVM_trqDec: checked torque demand of ASR Nm <SWORD>

CoVM_trqInc: checked torque demand of MSR Nm <SWORD>
CoVM_swtSlipCtl: configuration of traction control (0: ASR off, MSR off; 1: ASR on, MSR
off; 2: ASR off, MSR on; 3: ASR on, MSR on) - <UBYTE>
Input values CoDT_trqMin: minimum torque of Drive Train Nm <SWORD>

CoVeh_stTSEAVmInc: Status of Vm intervention - Increment - <UBYTE>
CoVeh_trqTSEAVmInc: Torque request to vehicle intervention - Increment Nm <SWORD>
CoVeh_stTSEAVmDec: Status of Vm intervention - Decrement - <UBYTE>
CoVeh_trqTSEAVmDec: Torque request to vehicle intervention - Decrement Nm <SWORD>
Measuring points CoVM_trqDecDfl_mp: Switch off torque TCS Nm <SWORD>

CoVM_trqIncDfl_mp: Switch off torque DCS Nm <SWORD>
CoVM_trqInt_mp: Current torque for DCS-Integrator Nm <SWORD>
CoVM_amAct_mp: Current integration value from DCS-Integrator Nm*s <SWORD>
CoVM_stDCSh_mp: undebounced state of increasing torque intervention plausibility check -
<UBYTE>
Dfp_CoVMDCSh_mp: Fault path physical unplausibility of drag-torque control system (DCS)
- <UWORD>
CoVM_stDemCheck_mp: status bits to switch off the torque demand - <UBYTE>
Application parameters CoVM_dtrqRmpSlpDwnDCS_C: Ramp by lowing setpoint for substitiut torquedemand DCS<value>
CoVM_dtrqRmpSlpUpDCS_C: Ramp by raising setpoint for substitiut torquedemand DCS<value>
CoVM_dtrqRmpSlpDwnTCS_C: Ramp by lowing setpoint for substitiut torquedemand TCS<value>
CoVM_dtrqRmpSlpUpTCS_C: Ramp by raising setpoint for substitiut torquedemand TCS<value>
CoVM_swtSlipCtlType_C: Type of SW-switch from CoVM_swtSlipCtlVal_C<value>
CoVM_swtSlipCtlVal_C: configuration of traction control (0: ASR off [amp ] MSR off; 1:
ASR on [amp ] MSR off; 2: ASR off [amp ] MSR on; 3: ASR on [amp ] MSR on)<value>
CoVM_swtPlausChk_C: configuration of DCS torque excess integrator (on/off)<value>
CoVM_tiDebMaxDef_C: Error debounce time for physical unplausibility<value>
CoVM_tiDebMaxOk_C: Healing debounce time for physical unplausibility<value>
CoVM_amMAX_C: Threshold for detection of physical unplausibility ( of DCS torque
intervention)<value>
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Veh-VehMot-PrpBrk Propulsion and brake DS-CV/EET
3.2.2 Propulsion and brake (PrpBrk)

CARTRONIC-Strutucre:Veh-VehMot-PrpBrk
Overview of the component The PrpBrk component determines the consolidated vehicle system propulsion command.
Brake and propulsion information is made available for other functions.
Structure of the component The PrpBrk component consists of the following subcomponents:
Figure 57 : PrpBrk subcomponents
B rk
P rp B rk
P rp
Subfunctions See “Longitudinal motion coordination (PrpBrk_xMoveCord)” on page 89.
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DS-CV/EET Longitudinal motion coordination Veh-VehMot-PrpBrk
Longitudinal motion coordination (PrpBrk_xMoveCord)

CARROTNICSt- ructureV:h-VehMot-PpBrk
Functional overview The function determines the propulsion torque demand and its lead value from the corresponding values of
the function group propulsion (Prp). Furthermore the information which torque demand won the prioritisation
is provided in a status variable.
Propulsion torque demand of = f( Propulsion torque demand,
the longitudinal motion Driver torque value of propulsion,
Status of information about torque and speed
intervention )
Lead torque of the = f( Lead torque of propulsion,
longitudinal motion Driver torque value of propulsion,
intervention )
Functional description The propulsion demand of the propulsion Prp_trqRaw is transferred as a propulsion demand of the
longitudinal motion PrpBrk_trqDes. The procedure for the lead path is analogous.
When the Vehicle Control Mode (VCM) is not activated (PrpBrk_swtVCMActv = 0), there is a copy of the
propulsion torque demand Prp_trqRaw and its lead value Prp_trqLead to PrpBrk_trqDes and
PrpBrk_trqLead.
PrpBrk_trqDes = Prp_trqRaw
PrpBrk_trqLead = Prp_trqLead
When the Vehicle Control Mode (VCM) is activated (PrpBrk_swtVCMActv = 1), the propulsion torque demand
and its lead value are disabled.
PrpBrk_trqDes = CoDT_trqMin
PrpBrk_trqLead = CoDT_trqMin
When VCM is active ( PrpBrk_swtVCMActv = 1) and if there is an external setpoint intervention to the
driveability governor AccPed_DrvNGov (CoVeh_stTSEATrqSpdReq.9 = 1) see “Functional description” on
page 103, then the propulsion demand is set to Prp_trqRaw and Prp_trqLead
PrpBrk_trqDes = Prp_trqRaw
PrpBrk_trqLead = Prp_trqLead
The Vehicle control mode can be activated or deactivated by an applicable switch (PrpBrk_swtVCMActv_C).
The message (PrpBrk_swtVCMActv) contains the value of the application data.
Figure 58 : Normal operation of xMoveCord
G e tB it
9
P rp B rk _ s w tV C M A c tv _ C P rp B rk _ s w tV C M A c tv &
P rp _ trq R a w
C o D T _ tr q M in P rp B rk _ trq D e s
P rp _ trq R a w
P rp _ trq L e a d
C o D T _ tr q M in P rp B rk _ trq L e a d
P rp _ trq L e a d
p rp b rk _ x m o v e c o rd _ 1 .d s f
PrpBk_r PrtrqDp_setrqRawPrprk_BtrqLeadPrp_trqLeaAdcPed_trqDesCVeoh_stTSEATqSr pdRqCeDo_trTMiqnPrpBrk_swtVCAMtvc_CPrpBk_sr wtVCMActv
The information which torque demand won the prioritisation is provided in the status variable
PrpBrk_stBrkDes.
If PrpCtl_trqSpdLim < Prp_trqDesUnLim AND PrpCtl_trqSpdLim < CoDT_trqMin the status variable
PrpBrk_stBrkDes is set to 0x400.
Otherwise it is checked if Prp_trqDesCC < CoDT_trqMin AND Prp_trqDesCC < Prp_trqDesIn AND
Prp_swtCCSel > 0. If this condition is fulfilled PrpBrk_stBrkDes is set to 0x200.
Otherwise it is checked if Prp_trqDesCC < CoDT_trqMin AND Prp_trqDesCC < Prp_trqDesIn AND
Prp_swtCCSel = 0. If this condition is fulfilled PrpBrk_stBrkDes is set to 0x100.
Otherwise PrpBrk_stBrkDes is set to Acc_stBrkDes by default.
ECU initialization All output values are set to '0' or 'FALSE'

PrpBrk_swtVCMActv = PrpBrk_swtVCMActv_C.
Output values PrpBrk_trqDes: x-movement torque demand Nm <SWORD>

PrpBrk_trqLead: lead torque of Propulsion and Brake Nm <SWORD>
PrpBrk_swtVCMActv: Status of vehicle control mode - <UBYTE>
Prp_trqDesIn: Desired Propulsion Torque Nm <SWORD>
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Veh-VehMot-PrpBrk Longitudinal motion coordination DS-CV/EET
Input values Prp_trqRaw: raw value of propulsion torque demand Nm <SWORD>

Prp_trqLead: lead torque of propulsion Nm <SWORD>
Prp_trqDesCC: desired cruise-control or adaptive cruise-control torque Nm <SWORD>
CoDT_trqMin: minimum torque of Drive Train Nm <SWORD>
ACC_trqDes: desired torque of ACC Nm <SWORD>
Prp_swtCCSel: selection switch for implemented type of cruise control - <UBYTE>
AccPed_trqDes: driver torque value of propulsion after step limitation Nm <SWORD>
Application parameters PrpBrk_swtVCMActv_C: Switch to enable/disable Vehicle control mode.<value>
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P_340 Y445 S00 746-V91 Confidential Prp - 91 -
DS-CV/EET Propulsion Veh-VehMot-PrpBrk-Prp
3.2.2.1 Propulsion (Prp)

CARROTNICSt- ructureV:h-VehMot-PpBrk-Prp

Propulsion The Prp component uses the accelerator pedal and cruise control demands to determine the driver command
as propulsion torque. The raw value is filtered. In addition, the component supplies accelerator pedal
information.
Structure of the component The Prp component consists of the following subcomponents:
Figure 59 : Prp subcomponents
Subfunctions See “Demand selection (Prp_DemSel)” on page 92.

See “Virtual accelerator pedal position (Prp_VirtAPP)” on page 95.
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Veh-VehMot-PrpBrk-Prp Demand selection DS-CV/EET
Demand selection (Prp_DemSel)

CARTRONIC-Strutucre:Veh-VehMot-PrpBrk-Prp
Functional overview This function determines the unfiltered torque demand of the propulsion. Therefore it contains a selection of
the cruise control, an engine brake request depending torque selection and the torque limitation from the
vehicle speed limiter.
Functional description The switch Prp_swtCCSelVal_C (mapped to the message Prp_swtCCSel) is used to choose between an
existing cruise control (00h) or an adaptive cruise control (01h).
The switch Prp_swtCCOnVal_C (mapped to the message Prp_swtCCOn) can generally be used to release
(01h) or lock (00h) the cruise control. If it is locked, the desired and lead propulsion torque of the cruise control
Prp_trqDesCC and Prp_trqLeadCC are set to the minimum torque CoDT_trqMin .
The demand torque Prp_trqDesIn_mp is formed from the driver demand AccPed_trqDes and the
minimum torque from coordinator drivetrain CoDT_trqMin. The torque lead Prp_trqLeadIn_mp is formed
from the driver demand lead AccPed_trqLead and CoDT_trqMin.
If the current configuration of the variable engine speed governor prohibits overpressuring by the driver
demand (VESGov_stCfg.5 = 0) and if the variable engine speed governor is active (VESGov_stCurr <>
VESGOV_STOFF), the minimum torque from coordinator drivetrain CoDT_trqMin is output as the demand
torque Prp_trqDesIn_mp and as the torque lead Prp_trqLeadIn_mp. Otherwise the driver demand
AccPed_trqDes is output as the demand torque Prp_trqDesIn_mp and the driver demand lead
AccPed_trqLead is then output as the torque lead Prp_trqLeadIn_mp.
The unlimited desired torque Prp_trqDesUnLim and the lead torque Prp_trqLeadUnLim_mp are computed
depending on the engine brake request AccPed_stBrkDes, AccPed_rChkdVal, AccPed_nDrvSetpoint and
Prp_trqDesIn_mp, as the following table shows.
Table 46: Torque demand and lead torque selection.
Operation mode Conditions Output seleccion
Accelerator Default case • The torque demand Prp_trqDesUnLim_mp
Pedal / Extern • Engine brake not active takes the maximum value from the driver
engine speed (AccPed_stBrkDes=0) and variable engine speed governor torque
request Mode demand Prp_trqDesIn_mp and the cruise
• Accelerator pedal pressed
control torque demand Prp_trqDesCC_mp.
(AccPed_rChkdVal>0).
• The lead torque demand
OR
Prp_trqLeadUnLim_mp takes the maximum
• Driveability activated, with a speed setpoint value from the driver and variable engine
AccPed_nDrvSetpoint higher than the low speed governor lead torque demand
idle engine setpoint LIGov_nSetpointLo or a Prp_trqLeadIn_mp and the cruise control
driveability torque demand lead torque demand Prp_trqLeadCC.
Prp_trqDesIn_mp higher than the threshold
• Prp_swtTrqSel = PRP_ACCPED (0).
Prp_trqDesInThres_mp, given by the
multiplication of the friction torque
CoDT_trqMin and the factor Prp_facTrq_C
(value below 1).
Cruise Control • Engine brake not active • The torque demand Prp_trqDesUnLim_mp
Mode (AccPed_stBrkDes=0) takes the value from cruise control torque
• Accelerator pedal not pressed demand Prp_trqDesCC_mp.
(AccPed_rChkdVal=0). • The lead torque demand
• Value of the driveability engine speed Prp_trqLeadDesUnLim_mp takes the value
setpoint, below low idle setpoint. This from the cruise control lead demand
condition enables braking by cruise control, Prp_trqLeadCC.
even when an engine speed below low idle • Prp_swtTrqSel =
is requested by the accelerator pedal or an PRP_CRUISE_CONTROL (1).
external speed demand
(AccPed_nDrvSetpoint <=
LIGov_nSetpointLo)
• Driver and variable engine speed governor
torque demand Prp_trqDesIn_mp is still
above the threshold
Prp_trqDesInThres_mp, given by the
multiplication of the friction torque
CoDT_trqMin and the adjustment factor
Prp_facTrq_C (<1). This avoids a big torque
jump at the remaining torque step limitation
torque or accelerator pedal filter, when the
accelerator pedal has reached zero.
Engine Brake • Engine brake active (AccPed_stBrkDes>0) • The torque demand Prp_trqDesUnLim_mp
Mode • Driver and variable engine speed governor takes the minimum value from the driver
torque demand Prp_trqDesIn_mp under and variable engine speed governor torque
friction torque value CoDT_trqMin. This demand Prp_trqDesIn_mp and the cruise
avoids torque jumps from Accelerator Pedal control torque demand Prp_trqDesCC_mp.
/ Extern engine speed request Mode, by • The lead torque demand
taking the accelerator pedal filter and the Prp_trqLeadDesUnLim_mp takes the
torque step limitation still into account. minimum value from the driver and variable
engine speed governor lead torque demand
Prp_trqLeadIn_mp cruise control lead
demand Prp_trqLeadCC.
• Prp_swtTrqSel = PRP_ENGINE_BRAKE
(2).
Finally the raw value of the torque demand Prp_trqRaw is determined by generating the minimum from
Prp_trqDesUnLim and the limited torque from the maximum speed limitation PrpCtl_trqSpdLim. and from
the maximum torque released by the intermediate gas Gearbx_trqDCluMax.
The propulsion lead torque Prp_trqLead is determined by generating the minimum from
Prp_trqLeadUnLim_mp and the limited torque from the maximum speed limitation PrpCtl_trqSpdLim and
from themaximum torque released by the intermediate gas Gearbx_trqDCluMax. This unfiltered value is
used for the air system precontrol.
prp_demsel.fm 21.12.2005
P_340 Y445 S00 746-V91 Confidential Prp_DemSel - 93 -
DS-CV/EET Demand selection Veh-VehMot-PrpBrk-Prp
Figure 60 : Lead demand selection

P r p _ s w tC C S e lV a l_ C P rp _ s w tC C S e l
P
P r p _ s w tC C O n V a l_ C P rp _ s w tC C O n
P
A c c e le r a to r p e d a l / E x te r n e n g in e s p e e d r e q u e s t m o d e
V E S G o v _ s tC fg C ru is e C o n tro
o d e l M
A c c P e d _ s tB rk
s = 0 D e &
! A c c P e d _ rC h k
a l = 0 d V &
G e tB it
A c c P e d _ n D rv
tp o in t S e < = L iG o v _ n S e tp o in tL o &
5 & P rp _ trq D e s In
rp _ trq < P D e s In T h re s _ m p
(= C o D T _ tr q M in * P r p _ fa c tT r q _ C )
V E S G o v _ s tC u rr E n g in e B r a k e M o d e
A c c P e d _ s tB rk D e s > 0 &
V E S G O V _ S T O F F (0 x 0 8 ) P rp _ trq D e s In _ m p < C o D T _ tr q M in P rp _ s w tT rq S e l
M X
P r p _ tr q D e s U n L im
P rp _ trq R a w
C r C tl_ tr q D e s P rp _ trq D e s C C M N
A C C _ trq D e s M N
P rp _ trq D e s In
G e a r b x _ tr q D C lu M a x M X
C r C tl_ tr q L e a d P rp _ trq L e a d C C
A C C _ trq L e a d M X
P rp _ trq L e a d
P r p _ tr q L e a d U n L im _ m p M N
A c c P e d _ trq L e a d
P rp _ trq L e a d In _ m p
M N
p r p _ d e m s e l_ 1 .d s f
C o D T _ tr q M in
ECU initialization • The Prp_swtCCSel switch is initialized with the value Prp_swtCCSelVal_C based on the switch type
Prp_swtCCSelType_C. For a more detailed description of switch types, see “Description of the software
switches” on page 30.
Table 47: Description of Prp_swtCCSelVal_C
Prp_swtCCSelVal_C Description
00h Existing cruise control
01h Adaptive cruise control
• The Prp_swtCCOn switch is initialized with the value Prp_swtCCOnVal_C based on the switch type
Prp_swtCCOnType_C. For a more detailed description of switch types, see “Description of the software
switches” on page 30.
Table 48: Description of Prp_swtCCOnVal_C
Prp_swtCCOnVal_C Description
00h Cruise control units are generally locked.
01h Cruise control units are generally released.
Output values Prp_swtCCOn: enable switch for cruise control - <UBYTE>

Prp_swtCCSel: selection switch for implemented type of cruise control - <UBYTE>
Prp_swtTrqSel: Driver demand - Cruise control torque selection switch - <UBYTE>
Prp_trqDesCC: desired cruise-control or adaptive cruise-control torque Nm <SWORD>
Prp_trqLead: lead torque of propulsion Nm <SWORD>
Prp_trqRaw: raw value of propulsion torque demand Nm <SWORD>
Prp_trqDesIn: Desired Propulsion Torque Nm <SWORD>
Prp_trqDesUnLim: Desired torque in front of top speed limitation Nm <SWORD>
Input values ACC_trqDes: desired torque of ACC Nm <SWORD>

ACC_trqLead: lead torque of ACC Nm <SWORD>
AccPed_trqLead: lead torque of accelerator pedal Nm <SWORD>
AccPed_nDrvSetpoint: Driveability engine speed setpoint rpm <SWORD>
CrCtl_trqDes: Cruise Control torque demand Nm <SWORD>
CrCtl_trqLead: lead torque of cruise control Nm <SWORD>
AccPed_rChkdVal: AccPed ratio after security check % <SWORD>
AccPed_stBrkDes: engine brake request - <UBYTE>
Gearbx_trqDCluMax: minimum torque of highest speed limitation Nm <SWORD>
LIGov_nSetpointLo: Lower limit of idle speed interval rpm <SWORD>
Measuring points Prp_trqLeadIn_mp: Lead torque from driver and Variable Engine Speed Governor Nm <SWORD>
Prp_trqLeadUnLim_mp: Lead torque in front of the top speed limitation Nm <SWORD>
21.12.2005 prp_demsel.fm
- 94 - Prp_DemSel Y445 S00 746-V91 Confidential P_340
Veh-VehMot-PrpBrk-Prp Demand selection DS-CV/EET
Application parameters Prp_swtCCOnType_C: type of switch Prp_swtCCOn<value>

Prp_swtCCOnVal_C: value of switch Prp_swtCCOn<value>
Prp_swtCCSelType_C: type of switch Prp_swtCCSel<value>
Prp_swtCCSelVal_C: value of switch Prp_swtCCSel<value>
Prp_trqMin_C: Correction factor to calculate the threshold of the demanded torque Prp_trqDesIn_mp for
switching the output desired torque
prp_demsel.fm 21.12.2005
P_340 Y445 S00 746-V91 Confidential Prp_VirtAPP - 95 -
DS-CV/EET Virtual accelerator pedal position Veh-VehMot-PrpBrk-Prp
Virtual accelerator pedal position (Prp_VirtAPP)

CARROTNICSt- ructureV:h-VehMot-PpBrk-Prp
Functional overview Various external control units require the accelerator pedal position as an input value. Since no accelerator
pedal value is present at certain operating states (eg. driving with cruise control), the value is calculated in
this function and output as a virtual accelerator pedal position1.
In addition, the actual accelerator pedal position, the propulsion torque and the status of the propulsion torque
are output.
Virtual accelerator pedal position = f(Propulsion torque demand
Drive train ratio,
Minimum drive torque,
AccPed position overrun operation,
Threshold between overrun and drive operation
Average engine speed,
Driver command raw value,
Drive train ratio,
AccPed position after monitoring
Correcting variable of the low-idle governor,

Vehicle speed)
Figure 61 : Virtual accelerator pedal position - overview
E n g _ n A v rg
V S S C D _ v
P r p _ r V ir tA P P
P rp _ rA P P
V ir tu a l a c c e le r a to r
A c c P e d _ rC h k d V a l p e d a l p o s itio n
P rp _ trq E n g
P rp _ trq R a w
C o D T _ tr q M in
P r o p u ls io n P rp _ trq P rp
A c c P e d _ rZ e ro
b e h a v io u r
P rp _ s tT rq T y p e P rp
A c c P e d _ rT h re s P rp
A c c P e d _ trq L IL td
AccPde_rChAcdVkcPaled_rThesPr rpAcPed_rZeroAcPed_trqDesAcPd_etrqLILtdCoT_DswtCoTpeyCoD_tTrqMinDrvT_rnranTsDTEn_ngvrgAPrp_rAPp_r rViAPt Pr_sptTrqypTePrPrptr_EnqPrgp_trPrqPrptr_RaqVSwSC_vD
Functional description The function is an inversion of the function “Driver command detection (AccPed_DrvDem)” on page 111.
The coordinated, unfiltered driver command Prp_trqRaw is used as the input value. This value is mapped
unchanged to Prp_trqRawLim. “Propulsion behaviour” on page 96 takes the various driver command
application strategies (in inner torque or engine output torque) into account. If the drag torque CoDT_trqMin
is continuously being output from the overrun curve (driver command in the inner torque, the threshold values
AccPed_rZero are greater than 100% and AccPed_rThresPrp greater 100%), Prp_trqPrp is calculated by
subtracting the drag torque CoDT_trqMin from Prp_trqRawLim. Division by the drive train amplification
DrvTrn_rTransDT produces the propulsion torque Prp_trqEng.
If the torque characteristic from the driveability map is entered in Prp_trqThresEng_CUR (or
Prp_trqThresPrp_CUR for Mastershift) at the point AccPed_rThresPrp, Prp_trqThresPrp_mp defines the
torque threshold under which the overrun curve is active. If the propulsion torque Prp_trqEngPrp_mp is
below Prp_trqThresPrp_mp and Prp_stTrqTypePrp is not set, the accelerator pedal position Prp_rVirtAPP
is determined from the inverse overrun curve in block “Inverse overrun” on page 97. The desired range
between maximum drag torque CoDT_trqMinand 0 Nm is mapped linearly, corrected by AccPed_rZero, onto
the pedal range between 0 % and the torque threshold between drive and overrun AccPed_rThresPrp. This
value is output as a virtual accelerator pedal position Prp_rVirtOvrRun_mp.
For Mastershift, the correcting variable of the low-idle governor converted to gearbox output torque
(AccPed_trqLILtd) is incorporated into the calculation of the switching threshold (Prp_trqThresPrp_mp),
the inverse driveability map and the inverse overrun curve.
Otherwise, the accelerator pedal position Prp_rVirtEngPrp_mp is determined in the block "inverse Drivers
Behaviour" (CoDT_swtCoType), according to the type of drive-train coordination, from an inverse driveability
map Prp_rEng_MAP or Prp_rPrp_MAP respectively.
If the virtual accelerator pedal position is explicitly required, then the message Prp_rVirtAPP is still used. If
only a consolidated accelerator pedal position is to be used, then the validity of the actually checked
accelerator pedal position AccPed_rChkdVal is determined by comparison of the original driver command
AccPed_trqDes with the coordinated command Prp_trqRaw (result in measuring point Prp_stVirtAPP_mp).
Depending on the operating state the calculated virtual accelerator pedal position or the measured one is
made available as the consolidated value Prp_rAPP.
1. The virtual accelerator pedal position is the accelerator pedal position which would request the demand torque present.
21.12.2005 prp_virtapp.fm
- 96 - Prp_VirtAPP Y445 S00 746-V91 Confidential P_340
Veh-VehMot-PrpBrk-Prp Virtual accelerator pedal position DS-CV/EET
Figure 62 : Overview of virtual accelerator pedal position determination
Prp_trqEng
Prp_stTrqTypeP
CoDT_swtCoType
1
Prp_trqEngPrp_mp
Prp_trqThresEng_CUR
Prp_trqThresPrp_mp
Prp_trqThresPrp_CUR
Prp_trqRaw
Prp_stVirtApp_m
AccPed_trqDes
Prp_trqRawLim
SlopeLimitation Prp_rVirtEngPrp_mp
Prp_trqRaw Eng_nAvrg AccPed_rChkdVal
Prp_rAPP
VSSCD_v
Inverse Drivers Behaviour
Propulsion Behaviour
DrvTrn_rTransDT Prp_rVirtAPP
CoDT_trqMin
Inverse OverRun
Prp_rVirtOvrRun_
AccPed_trqLILtd
Prp_trqPrp
AccPed_rChkdVaAcl cPed_trqDeAcscPe_tdrqLItdLCoDT_swtCCoTyoDTpetr_qMinDrvTrn_rTransDTEng_nArgPvrp_rPA_rpPVirtAPPrprV_irtEngPp_mr pPrp_irtVOvrRunm_pPr_stTrqypTePrpPrp_stVirtAP_mpPrp_trqngEPrptrq_EngPrp_mpPrp_trPrqPrptr_qRawPrp_trRaqLwimPrp_trqTreshEng_CRPUrp_trqThresPrpC_RPUrp_trqTrehsPrp_mpVSSCD_v
Figure 63 : Propulsion behaviour
AccPed_rZero
100
Prp_stTrqTypePrp
AccPed_rThresPrp
100
Prp_trqPrp
Prp_trqRawLim
Prp_trqEng
CoDT_trqMin
DrvTrn_rTransDT
Prp_trqRawLimCDTo_trqMinDrvrnT_rTnsaDTPp_r trqEgPnrp_trqPpPr rp_tTrsqTypePrpAcPed_rZeAcocPed_rhrTesPrp
Figure 64 : Inverse driver behaviour
CoDT_swtCoType
1
Eng_nAvrg
Prp_trqEng Prp_rVirtEngPrp_mp
Prp_rEng_MAP
VSSCD_v
Prp_trqCor_mp Prp_rPrp_MAP
Prp_trqPrp
AccPed_trqLILtd
AccPed_trqLILtdoDC_sTwtCTyoeEpng_AvnrgPp_r rEngM_APrp_Prp_MAPrp_rVitEngPrp_mpPr_trpqCor_mpPrp_trqEnPrgp_trqPpVSCSD_v
prp_virtapp.fm 21.12.2005
P_340 Y445 S00 746-V91 Confidential Prp_VirtAPP - 97 -
DS-CV/EET Virtual accelerator pedal position Veh-VehMot-PrpBrk-Prp
Figure 65 : Inverse overrun

P r p _ r V ir tO v r R u n _ m p
M X
C o D T _ s w tC o T y p e 0 .0
1 .0
0 .0
P rp _ trq P rp
C o D T _ tr q M in
Prp_PrrqPt p_r VirOvt rRun_mpCoDT_trqMinAcPedrZe_roAcPed_rThesPr rpCDoT_stCwTyopeAcPed_rqLt ILtd
ECU initialization At initialization, the Prp_rVirtAPP and Prp_rAPP outputs are preset with "0".
Output values Prp_rAPP: summarized accelerator pedal position from APP and virtual APP % <SWORD>
Prp_rVirtAPP: virtual accelerator pedal position at active Cruise Control % <SWORD>
Prp_stTrqTypePrp: indicator showing if loss compensation is deactivated by application -
<UBYTE>
Prp_trqEng: propulsion torque in inner torque Nm <SWORD>
Prp_trqPrp: Propulsion torque Nm <SWORD>
Input values AccPed_rChkdVal: AccPed ratio after security check % <SWORD>

AccPed_rThresPrp: threshold between overrun and propulsion % <SWORD>
AccPed_rZero: ratio of APP, below which fuel quantity should be zero. % <SWORD>
AccPed_trqLILtd: LIGov limited torque from AccPed Nm <SWORD>
CoDT_swtCoType: 0: conventional; 1: mastershift - <UBYTE>
Prp_trqRaw: raw value of propulsion torque demand Nm <SWORD>
Measuring points Prp_rVirtEngPrp_mp: virtual APP ratio from Prp_rPrp_MAP or Prp_rEng_MAP % <SWORD>
Prp_rVirtOvrRun_mp: Over run value for the virtual accelerator pedal position % <SWORD>
Prp_stVirtAPP_mp: virtual APP valid - <UBYTE>
Prp_trqCor_mp: Corrected valve of the propulsion torque due to the LIGov limited torque
from AccPed. Nm <SWORD>
Prp_trqEngPrp_mp: measurement point selection between Prp_trqEng or Prp_trqPrp Nm <SWORD>
Prp_trqThresPrp_mp: torque threshold to differentiate between pull and overrun mode Nm
<SWORD>
Table 49: Prp_stVirtAPP_mp status

Initialization value Bit no. Description
0 0 1: APPCD_rFlt not valid
1-7 not used
Application parameters Prp_rEng_MAP: inverted map of driver's behaviour for conventional powertrain
managment<map_individual>
Prp_rPrp_MAP: inverted map of driver's behaviour for mastershift
applications<map_individual>
Prp_trqThresEng_CUR: torque threshold curve to differentiate between pull and overrun
mode<curve_individual>
Prp_trqThresPrp_CUR: torque threshold curve to differentiate between pull and overrun
21.12.2005 prp_virtapp.fm
- 98 - AccPed Y445 S00 746-V91 Confidential P_340
Veh-VehMot-PrpBrk-Prp-AccPed Accelerator pedal DS-CV/EET
3.2.2.1.1 Accelerator pedal (AccPed)

CARTRONIC-Strutucre:Veh-VehMot-PrpBrk-Prp-AcPed

Accelerator pedal Physical actions (driver responses, for example) expressed in terms of accelerator pedal position are relayed
to the system as propulsion torque demand. Further tasks are:
• Plausibility check with brake
• Converting the accelerator pedal demand into propulsion torque demand, based on a driveability map
The function “Accelerator pedal check (AccPed_APCheck)” on page 99 checks the accelerator pedal position
in conjunction with the brake signal for the presence of a plausibility violation. If necessary, an error status is
set and a substitute value is output for the accelerator pedal position.
The function “Driver command detection (AccPed_DrvDem)” on page 111 determines the setpoint value of
the propulsion torque from the checked accelerator pedal position. An idle speed increase is demanded in
the event of an error.
Structure of the component

APCheck If plausibility is violated (AccPed_stPlaAPPBrk = 1), the accelerator pedal position APPCD_rFlt initialized by
the accelerator pedal component driver is switched to a substitute value AccPed_rErrValPlaus_C over a
ramp.
Driveability Engine speed Governor The driveability engine speed governor offers a second way of determining the driver demand
AccPed_trqDrvNGov from the position of the accelerator pedal with regard to propulsion torque.
DrvDem The checked and, if necessary, reduced accelerator pedal position AccPed_rChkdVal is dynamically
converted by the driveability map and the realizable propulsion drag torque is converted into the propulsion
torque setpoint value AccPed_trqDes. If the driveability engine speed governor is active, then
AccPed_trqDrvNGov is used as the propulsion torque setpoint value. If plausibility is violated or if system
failure occurs, an idle speed increase AccPed_nMin is demanded as error response.
Figure 66 : Functional overview
D r iv e a b ility E n g in e
S p e e d G o v e rn o r
E n g _ n A v rg
D r v C a lc
S e tp o in t A c c P e d _ trq D rv N G o v
D rv N G o v
A P P C D _ r F lt A c c P e d _ rC h k d V a l A c c P e d _ trq D e s
B rk C D _ s tP re s s e d A P C h e c k A c c P e d _ s tP la A P P B r k D rv D e m A c c P e d _ n M in
a c c p e d _ o v e r v ie w _ 1 .d s f
AccPed_nMinAcedP_rChkdValcAPedstP_laAPBrkAcPed_trqDseAPPCD_rFltBkCD_stPresedAcPed_trqrvNDGovEn_ngAvrg
Subfunctions See “Driver command detection (AccPed_DrvDem)” on page 111.

See “Driveability Engine Speed Setpoint Calculation (AccPed_DrvCalcSetpoint)” on page 103.
See “Driveability Engine Speed Governor (AccPed_DrvNGov)” on page 105.
See “Accelerator pedal check (AccPed_APCheck)” on page 99.
accped_overview.fm 21.12.2005
P_340 Y445 S00 746-V91 Confidential AccPed_APCheck - 99 -
DS-CV/EET Accelerator pedal check Veh-VehMot-PrpBrk-Prp-AccPed
Accelerator pedal check (AccPed_APCheck)

CARROTNICSt- ructureV:h-VehMot-PpBrk-Prp-AcPed
Functional overview The function checks the plausibility between accelerator pedal position and brake signal.
Implausibility is detected if accelerator pedal and brake are pressed simultaneously and the accelerator pedal
was pressed before the brake. If implausibility is detected, a substitute value is output for the checked
accelerator pedal position.
Status implausibility accelerator pedal/brake
= f(Raw value of position 1 of the accelerator pedal,
Difference of position 1 of the accelerator pedal,
Vehicle speed,
Status vehicle dynamics interventions,
Message brake actuated)
AccPed position after monitoring
= f(Status implausibility accelerator pedal/brake,
Filtered accelerator pedal sensor signal)
Figure 67 : Accelerator pedal check - overview
E n g _ n A v rg
V S S C D _ v
A c c P e d _ s tP la u s C h e c k R e q d A c c e le r a to r A c c P e d _ s tP la A P P B r k
p e d a l
c h e c k
B rk C D _ s tP re s s e d
A P P C D _ r A P P 1 U n F lt
A P P C D _ d r A P P 1 U n F lt
A P P C D _ r F lt A c c P e d _ rC h k d V a l
P la u s ib ility
in te r v e n tio n
AccPde_rChAcdVkcPaled_stPausl CheckReqdAcPedst_PlaAPBrkAPDCdrA_P1UnltAFPC_DAPr P1UFlntAPCD_rFltBrCDkstP_ressedoVCM_stActDeEmng_nAvgVr SCD_v
Functional description The accelerator pedal position APPCD_rFlt is transferred as a checked value AccPed_rChkdVal. The status
of the plausibility check AccPed_stPlaAPPBrk is FALSE.
Monitoring The main task of the function is to detect implausibility between accelerator pedal position and brake signal
(AccPed_stPlaAPPBrk). This is the case, when the driver actuates the brake in reaction to unwanted
propulsion (e.g.. due to defective accelerator pedal). The "not plausible" bit (bit 3) is set in the error path
Dfp_AccPedPlausBrk (measuring point Dfp_AccPedPlausBrk_mp). The error path is debounced using
AccPed_tiPlausBrkDebPos_C and AccPed_tiPlausBrkDebNeg_C. If no entry in the error memory is to be
made, the error path can also be inhibited by DSM_ClaDfp_AccPedPlausBrk_C = 0.
21.12.2005 accped_apcheck.fm
- 100 - AccPed_APCheck Y445 S00 746-V91 Confidential P_340
Veh-VehMot-PrpBrk-Prp-AccPed Accelerator pedal check DS-CV/EET
Figure 68 : Overview APCheck
F id _ A c c P e d _ B r k _ m p .0 A c c P e d _ tiP la u s B r k D e b P o s _ C
P
E n g _ n A v rg A c c P e d _ tiP la u s B r k D e b N e g _ C
P
A c c P e d _ n L im _ C
P A c c P e d _ s tP la u s B r k R ls _ m p
V S S C D _ v R e le a s e
c h e c k
A c c P e d _ v L im _ C D fp _ A c c P e d P la u s B r k _ m p .3
P
x y
A c c P e d _ s tP la u s C h e c k R e q d
A c c P e d _ s w tV e h D y n R e q d _ C
P
A c c P e d _ s tP la A P P B r k D e t_ m p
A c c P e d _ tiC h k D e b P o s _ C !
P
&
A c c P e d _ d r A P P U n F ltL im _ C
P
D e te c tio n
A P P C D _ r A P P 1 U n F lt U n p la u s ib ility
A c c P e d _ rT h re s S fty _ C
P
A c c P e d _ s tP la A P P B r k
R e s e t A c c P e d _ s tP la A P P B r k R s t_ m p
U n p la u s ib ility
A c c P e d _ d r L im U p _ C
P
A c c P e d _ d r L im D w n _ C
A c c P e d _ s w tR s tC o n _ C P
a c c p e d _ a p c h e c k _ 1 .d s f
P
A c c P e d _ tiC h k D e b N e g _ C
P
A c c P e d _ r E r r V a lP la u s _ C
P A c c P e d _ rC h k d V a l
A P P C D _ r F lt
R A M P
Eng_nAvrgAccPe_ndLim_CAcPde_vLi_CmcAPecd_sPlat usCechRekqdVSC_DvAccPed_tiChkDebegN_CBrkCD_stPrAPsePCedD_rAP1UPnFltAPDC_drAPUn1FltAPD_CrFltAcedP_rErValPaus_CAcPecd_rLimDw_CnAccPed_stPlaPABrkAcPed_rCkdhValFid_AcPedBr__mkpCVMo_stActDmeAcPed_swtVehDyRenqd_CAcPd_edrAPUFlntLim_CAccPde_rThresAcSftycPC_ed_stPausl BrkRls_mpcAPedtiC_hkDbePosCA_cPd_estPlaAPPBkRsr t_mpAcPed_drLiUpm_CAcPed_stPlaAPBkDr et_mpAcPed_wstRsonC_CDfp_cAPedlaPusBAck_r cPmpd_etiPlausBrkebDPos_CAcPed_tiPlausrkDBbeNeg_C
Release Check The release conditions must be fulfilled (AccPed_stPlausBrkRls_mp =TRUE) for the implausibility detection
(AccPed_stPlaAPPBrkDet_mp) to become active.
For this, the error path of the brake must be inactive (Fid_AccPed_Brk_mp)
AND The check must be released (AccPed_stPlausCheckReqd).
AND The engine speed Eng_nAvrg must be above the threshold AccPed_nLim_C.
AND The vehicle speed VSSCD_v must be above or equal AccPed_vLim_C.
AND No vehicle dynamics intervention affecting the engine torque must be active (CoVM_stActDem).
(See block: Release check)
Whether a check for active vehicle dynamics interventions is to be carried out or not can be set by
AccPed_swtVehDynReqd_C.
Table 50: Switch for considering vehicle dynamics interventionsAccPed_swtVehDynReqd_C
Entry Description
0 INACTIVE
Vehicle dynamics interventions are not considered for release
1 ACTIVE
Vehicle dynamics interventions are checked
Table 51: Status bits CoVM_stActDem for description of the active vehicle dynamics interventions
Bit position Bit value Description
0 0 TCS (traction control) intervention inactive
1 TCS (traction control) intervention active
4 0 DCS (engine drag torque control) intervention
inactive
1 DCS (engine drag torque control) intervention active
accped_apcheck.fm 21.12.2005
P_340 Y445 S00 746-V91 Confidential AccPed_APCheck - 101 -
DS-CV/EET Accelerator pedal check Veh-VehMot-PrpBrk-Prp-AccPed
Figure 69 : Release Check

F id _ A c c P e d _ B r k _ m p .0
0 G e tB it
E n g _ n A v rg
A c c P e d _ n L im _ C
P
V S S C D _ v & A c c P e d _ s tP la u s B r k R ls _ m p .0
&
A c c P e d _ v L im _ C
P
A c c P e d _ s tP la u s C h e c k R e q d
0 G e tB it
>= 1 !
a c c p e d _ a p c h e c k _ 2 .d s f
4 G e tB it
T R U E
A c c P e d _ s w tV e h D y n R e q d _ C
P
AccPde_swVeht DynReEnqd__ngCAvrgFid_AcPed_rk_BmpAcPed_nLm_i CAccPed_vimL_CVSD_CvAcPecd_stPlausCechRekqdCoV_sMtActDemAccPe_sdtPlausBkRr s_ml p
Detection Implausibility The criteria for detection of implausibility are fulfilled (AccPed_stPlaAPPBrkDet_mp = TRUE) if the driver
actuates the brake (BrkCD_stPressed) while the accelerator pedal is actuated (APPCD_rAPP1UnFlt >
AccPed_rThresSfty_C and APPCD_drAPP1UnFlt <= AccPed_drAPPUnFltLim_C). Detection is only released
if the accelerator pedal was actuated prior to the brake. The detection is debounced using
AccPed_tiChkDebPos_C.
Figure 70 : Detection Implausibility
A c c P e d _ tiC h k D e b P o s _ C
P
&
A P P C D _ d r A P P 1 U n F lt &
& D E B O U N C E A c c P e d _ s tP la A P P B r k D e t_ m p
G e tB it
0 & !
G e tB it >= 1
1
Reset Implausibility Implausibility is deactivated again if the positive accelerator pedal change APPCD_drAPP1UnFlt exceeds the
threshold AccPed_drAPPUnFltLim_C (driver accelerates) or the accelerator pedal is no longer
actuated (APPCD_rAPP1UnFltbelow or equal AccPed_rThresSfty_C). Whether release of the brake also
deactivates implausibility can be selected by the parameter AccPed_swtRstCon_C. The reset instruction
(AccPed_stPlaAPPBrkRst_mp) is debounced using AccPed_tiChkDebNeg_C.
Figure 71 : Reset Implausibility
A c c P e d _ tiC h k D e b N e g _ C
A c c P e d _ s w tR s tC o n _ C P
>= 1
D E B O U N C E A c c P e d _ s tP la A P P B r k R s t_ m p
G e tB it >= 1
0 & !
G e tB it
1
AccPde_tiCkDhbNeAPeg_PC_rDPA1UnFltAPPD_CdrAP1UAcncPFltd_erThsSefty_ACcPed_APr PUFltnLim_CAcPed_tPslaAPPBkRr t_mspAcPed_wtsRstCnoCB_kCr D_sPret sed
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Veh-VehMot-PrpBrk-Prp-AccPed Accelerator pedal check DS-CV/EET
Error paths
Dfp-table 3: Dfp_AccPedPlausBrk.Npl
Defect When an implausibility between AccPed and brake is detected
detection
Healing When an implausibility between AccPed and brake is reset
Substitute The accelerator pedal value is limited to AccPed_rErrValPlaus_C, transition is carried out via a
function ramp Increase of the low-idle setpoint speed to AccPed_nPlaAPPBrk_C
Test condition Every 20 ms
test frequency
Defect AccPed_tiPlausBrkDebPos_C
detection time
Healing time AccPed_tiPlausBrkDebNeg_C
Substitute function If implausibility (AccPed_stPlaAPPBrk = 1) is detected, the output AccPed_rChkdVal is switched to the
substitute value AccPed_rErrValPlaus_C via a ramp. The ramp slope at occurrence of the error and for
healing is applicatable (AccPed_drLimDwn_C or AccPed_drLimUp_C). If the setpoint APPCD_rFlt is smaller
than the ramp value, hard switchover to the setpoint takes place. In addition, the driver command detection
(see “Idle speed increase in the event of accelerator pedal error” on page 118) is switched to an increased
low-idle speed.
ECU initialization Initialize all outputs with ‘0’ or FALSE. AccPed_stPlausCheckReqd is initialized with
AccPed_swtPlausCheck_C.
Output values AccPed_rChkdVal: AccPed ratio after security check % <SWORD>

AccPed_stPlaAPPBrk: State of plausibility check APP/Brake - <UBYTE>
Input values AccPed_stPlausCheckReqd: status to indicate a required plausibility check between AccPed
and brake - <UBYTE>
APPCD_drAPP1UnFlt: difference of accelerator pedal 1 position unfiltered value %/s <SWORD>
APPCD_rAPP1UnFlt: accelerator pedal 1 position unfiltered value % <SWORD>
APPCD_rFlt: filtered accelerator pedal sensor signal % <SWORD>
BrkCD_stPressed: Brake pressed state - <UBYTE>
CoVM_stActDem: status bits current TCS,DCS demand - <UBYTE>
Measuring points AccPed_stPlausBrkRls_mp: status of the monitoring conditions for the plausibilty check
between AccPed and Brake - <UBYTE>
AccPed_stPlaAPPBrkDet_mp: Detection state of plausibility APP/Brake - <UBYTE>
AccPed_stPlaAPPBrkRst_mp: Reset state of plausibility APP/Brake - <UBYTE>
Dfp_AccPedPlausBrk_mp: fault path for AccPed and Brake Plausibility - <UWORD>
Fid_AccPed_Brk_mp: Inhibitation of release for unplausibility check when brake defect -
<UBYTE>
Application parameters AccPed_drAPPUnFltLim_C: threshold for drAPP/dt to skip plausibility check APP/Brk<value>
AccPed_drLimDwn_C: delta ratio to step down AccPed ratio on unplausibility accped-
brake<value>
AccPed_drLimUp_C: delta ratio to step up AccPed ratio on healing or detection of
unplausibilty accped-brake<value>
AccPed_nLim_C: threshold for engine speed to skip security check<value>
AccPed_rErrValPlaus_C: substitute value for AccPed ratio on security case<value>
AccPed_rThresSfty_C: Threshold for the activation of the plausibility check AccPed -
brake<value>
AccPed_swtPlausCheck_C: 1:unplausibility check released<value>
AccPed_swtRstCon_C: 1: Reset unplausibility on AccPed OR Brake 0: Reset unplausibility on
AccPed only<value>
AccPed_swtVehDynReqd_C: 1: check for vehicle dynamics intervention active, 0: check for
vehicle dynamics intervention inactive<value>
AccPed_tiChkDebNeg_C: debouncing time for quit of unplausibility<value>
AccPed_tiChkDebPos_C: debouncing time for detection of unplausibility<value>
AccPed_tiPlausBrkDebNeg_C: Heal debounce time for non-plausibility between AccPed and
Brake<value>
AccPed_tiPlausBrkDebPos_C: Error debounce time for non-plausibilty between AccPed and
Brake<value>
AccPed_vLim_C: threshold for vehicle speed to skip security check<value>
accped_apcheck.fm 21.12.2005
P_340 Y445 S00 746-V91 Confidential AccPed_DrvCalcSetpoint - 103 -
DS-CV/EET Driveability Engine Speed Setpoint Calculation Veh-VehMot-PrpBrk-Prp-AccPed
Driveability Engine Speed Setpoint Calculation (AccPed_DrvCalcSetpoint)

Functional overview This function calculates the engine speed setpoint for the driveability engine speed governor as a function of
accelerator pedal position. see “Driveability Engine Speed Governor (AccPed_DrvNGov)” on page 105
Driveability engine speed setpoint = f( Accelerator pedal ratio after security check,
Upper low idle governing engine speed setpoint,
I - part torque of the driveability engine
speed governor,
intervention,
Requested external speed,
State of active torque demands,
Feedback factor received via CAN,
Current engine speed )
Figure 72 : Driveability engine speed setpoint calculation - Overview
A c c P e d _ rC h k d V a l
L IG o v _ n S e tp o in tH i
A c c P e d _ trq D rv N G o v I
A c c P e d _ n D r v S e tp o in t
D r iv e a b ility
C o V e h _ n T S E A S p d R e q S e tp o in t C a lc u la tio n A c c P e d _ s w tD rv N G o v A c tv
F rm M n g _ fa c V E S G o v F d b k
E n g _ n A v rg
a c c p e d _ d r v c a lc s e tp o in t_ 1 0 0 .d s f
Functional description This function calculates the engine speed setpoint for the driveability engine speed governor. The function
can be activated or ignored using the switch AccPed_swtDrvNGovActv_C. Since the switch information is also
needed in other functions, a copy of the application data AccPed_swtDrvNGovActv_C is made available in
the message AccPed_swtDrvNGovActv.
If the function is ignored, the setpoint value AccPed_nDrvSetpoint is set to 0 rpm and all measuring points
are set to default values. If the function is activated, then the basic setpoint AccPed_nDrvSetpointBas_mp is
calculated as the output of the curve AccPed_nDrvSetpoint_CUR as a function of the checked accelerator
pedal value, AccPed_rChkdVal. If there is an external speed request (that is CoVeh_stTSEATrqSpdReq.9 =
1), then the requested external speed CoVeh_nTSEASpdReq is used as the basic setpoint.
Hint: The first output value of the curve AccPed_nDrvSetpoint_CUR should be calibrated a little below the low idle
setpoint LIGov_nSetpoint , to achieve a smooth transition from low idle control ( via EISGov ) to engine
speed control with the dirveability governor AccPed_nDrvNGov
Figure 73 : Calculation of driveability engine speed setpoint
A c c P e d _ s w tD rv N G o v A c tv
P
3 G e tB it
>= 1 !
5 G e tB it
A c c P e d _ tiD r v S e tp o in tP T 1 _ C
1 3 G e tB it
L IG o v _ n S e tp o in tH i P
C o V e h _ s tT S E A T rq S p d R e q M N
9 G e tB it
C o V e h _ n T S E A S p d R e q
P T
A c c P e d _ n D r v S e tp o in tB a s _ m p 1
A c c P e d _ rC h k d V a l A c c P e d _ n D rv S e tP n t_ m p
A c c P e d _ n D r v S e tp o in tC o r V a l_ m p
A c c P e d _ n D r v S e tp o in t_ C U R
A c c P e d _ fa c D rv F d b k _ m p
M X
F rm M n g _ fa c V E S G o v F d b k A c c P e d _ fa c D rv F d b k _ C U R
E N G _ N _ Z E R O
a c c p e d _ d r v c a lc s e tp o in t_ 1 .d s f
VehD_astTrAcDeqcPmed_swtDvNr oGvActvCoVeh_sTSEt ATrqSpdReqAcPed_rChkdVlAcacPed_nrvDSetoinpt_CURAccedP_nDrvSetPnAc_mt cPepd_nDrvetSpointBa_mspCoVeh_nSETASpRdqAecPed_acDf vFr bkd_CUARcPd_efacDvFr dbk_mpAcPecd_nrvDSetpinotCoralV_mpcAPed_trqDrvNGovIAcPd_etiDrvSetpontPi T1_CFrMmng_facVESovGFdbkAccPed_nDrvSetpoinLIGt ov_nSetpontHi i
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Veh-VehMot-PrpBrk-Prp-AccPed Driveability Engine Speed Setpoint Calculation DS-CV/EET
Depending on the engine speed setpoint based on AccPed value AccPed_nDrvSetPnt_mp, the feedback
factor AccPed_facDrvFdbk_mp is calculated from the curve AccPed_facDrvFdbk_CUR. If there is an external
speed request (that is CoVeh_stTSEATrqSpdReq.9 = 1), then the feedback factor received via CAN,
FrmMng_facVESGovFdbk is used. The feedback factor is multiplied with the I - part torque of the driveability
engine speed governor, AccPed_trqDrvNGovI to obtain the load dependant setpoint correction value
AccPed_nDrvSetpointCorVal_mp. A maximum selection of the setpoint correction value is done with
ENG_N_ZERO to avoid negative correction values.
The final setpoint is then obtained by subtracting the correction value AccPed_nDrvSetpointCorVal_mp from
the basic setpoint. A minimum selection of the final setpoint and upper low idle governing setpoint speed,
LIGov_nSetpointHi is done and then filtered to obtain the driveability engine speed setpoint,
AccPed_nDrvSetpoint.The calculation of the setpoint is frozen ( AccPed_nDrvSetpoint(k) =
AccPed_nDrvSetpoint(k-1) ), if there is an external torque or speed request
VehDa_stTrqDem.3 = 1
OR VehDa_stTrqDem.5 = 1
Hint: The measuring points AccPed_nDrvSetpointBas_mp , AccPed_facDrvFdbk_mp are not updated, if the is an
external torque or speed request.
Remote control interface
If a tester demand is present, then the driveability setpoint speed, AccPed_nDrvSetpoint and the feedback
factor AccPed_facDrvFdbk_mp are directly set by the diagnostic tester (SigTst_nAccPedDrvSetpoint and
SigTst_facDrvFdbk respectively).
Figure 74 : Overview of remote control interface
D r iv e a b ility T e s te r D e m a n d
S ig T s t_ n A c c P e d D r v S e tp o in t
(fro m T e s te r) S ig T s t_ n A c c P e d D r v S e tp o in t
D r iv e a b ility T e s te r D e m a n d
S ig T s t_ fa c D r v F d b k
(fro m T e s te r) S ig T s t_ fa c D r v F d b k
a c c p e d _ d r v c a lc s e tp o in t_ 2 .d s f
ECU initialization During initialization, AccPed_nDrvSetpoint is set 0 rpm.
Output values AccPed_nDrvSetpoint: Driveability engine speed setpoint rpm <SWORD>

AccPed_swtDrvNGovActv: Status of driveability engine speed governor (Activated / Ignored)
- <UBYTE>

LIGov_nSetpointHi: Upper limit of idle speed interval rpm <SWORD>
AccPed_trqDrvNGovI: I -part torque of the driveability engine speed governor Nm <SWORD>
CoVeh_nTSEASpdReq: Speed request rpm <SWORD>
FrmMng_facVESGovFdbk: Feedback factor rpm/Nm <SWORD>
Measuring points AccPed_nDrvSetpointBas_mp: Basic driveability engine speed setpoint rpm <SWORD>
AccPed_nDrvSetpointCorVal_mp: Correction value of driveability engine speed setpoint rpm
<SWORD>
AccPed_facDrvFdbk_mp: Driveability feedback factor rpm/Nm <SWORD>
AccPed_nDrvSetPnt_mp: Basic driveability NGov setpoint rpm <SWORD>
Application parameters AccPed_swtDrvNGovActv_C: Switch to activate / ignore the driveability engine speed
governor<value>
AccPed_nDrvSetpoint_CUR: Curve for calculation of the basic driveability engine speed
setpoint<curve_individual>
AccPed_facDrvFdbk_CUR: Curve for calculation of the driveability feedback
factor<curve_individual>
AccPed_tiDrvSetpointPT1_C: Time constant for PT1 delay element in driveability engine
speed setpoint<value>
accped_drvcalcsetpoint.fm 21.12.2005
P_340 Y445 S00 746-V91 Confidential AccPed_DrvNGov - 105 -
DS-CV/EET Driveability Engine Speed Governor Veh-VehMot-PrpBrk-Prp-AccPed
Driveability Engine Speed Governor (AccPed_DrvNGov)

Functional overview This function governs the driveability engine speed setpoint calculated by the AccPed_DrvCalcSetpoint
module. The driveability engine speed governor offers a second way to calculate the driver’s torque demand.
see “Desired Torque” on page 112
Driver’s torque demand = f( Status of driveability engine speed governor,
Driveability engine speed setpoint,
Minimum torque of drivetrain,
Minimum of all limitations of propulsion torque,
Desired inner torque value,
Current inner torque value,
Inner torque set value,
Upper limit of le speed interval,
Lower limit of idle speed interval,
Transition ratio of drivetrain,
Status of information about torque and speed intervention,
State of active torque demands,

Accelerator pedal ratio after security check )
Figure 75 : Driveability engine speed governor - Overview
E n g _ n A v rg
C o D T _ tr q M in
C o D T _ tr q C u r r L im
C o E n g _ trq In rD e s
A c c P e d _ trq D rv N G o v
D r iv e a b ility E n g in e
S p e e d G o v e rn o r
C o E n g _ trq In rS e t
E IS G o v _ n S e tp o in tH i
E IS G o v _ n S e tp o in tL o
a c c p e d _ d rv n g o v _ 1 0 0 .d s f
Functional description This function is activated / ignored based on the switch AccPed_swtDrvNGovActv. see “Driveability Engine
Speed Setpoint Calculation (AccPed_DrvCalcSetpoint)” on page 103
The internal structure of the driveability engine speed governor is shown in the following diagram.
Figure 76 : Internal structure of the driveability engine speed governor
P a r a m e te r C a lc u la tio n L im its C a lc u la tio n P I G o v e rn o r
a c c p e d _ d rv n g o v _ 1 .d s f
Parameter Calculation Using the switch AccPed_swtDrvTrqSel_C, it is possible to choose between the feedback torque values
CoEng_trqInrSet, CoEng_trqInrCurr, CoEng_trqInrDes and AccPed_trqDrvNGovI.
Table 52: Selection of feedback torque
AccPed_swtDrvTrqSel_C Selected torque AccPed_trqDrvFdbk_mp
0 Inner torque set value, CoEng_trqInrSet
1 Current inner torque, CoEng_trqInrCurr
2 Desired inner torque value, CoEng_trqInrDes
3 Integrator torque of driveability governor, AccPed_trqDrvNGovI
Using the switch AccPed_swtDrvSpdSel_C, it is possible to choose between the engine speed values
Eng_nAvrg and AccPed_nDrvSetpoint.
Table 53: Selection of engine speed
AccPed_swtDrvSpdSel_C Selected speed AccPed_nDrvSpd_mp
0 Engine Speed, Eng_nAvrg
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Veh-VehMot-PrpBrk-Prp-AccPed Driveability Engine Speed Governor DS-CV/EET
AccPed_swtDrvSpdSel_C Selected speed AccPed_nDrvSpd_mp

1 Drivability engine speed setpoint, AccPed_nDrvSetpoint
Load dependant correction factor for Kp gain, AccPed_facDrvLdKpCor_mp is calculated from the map
AccPed_facDrvLdKpCor_MAP as a function of selected engine speed AccPed_nDrvSpd_mp and the selected
feedback torque AccPed_trqDrvFdbk_mp. Transition ratio dependant correction factor for Kp gain,
AccPed_facDrvGripKpCor_mp is calculated from the curve AccPed_facDrvGripKpCor_CUR as a function of
DrvTrn_rTransDT. AccPed_facDrvLdKpCor_mp is multiplied with AccPed_facDrvGripKpCor_mp to obtain
the final correction factor for Kp gain AccPed_facDrvKpCor_mp. Correction factor for Ki gain,
AccPed_facDrvKiCor_mp is calculated similarly.
Figure 77 : Calculation of correction factors for Kp and Ki gains
A c c P e d _ s w tD r v T r q S e l_ C
P
C o E n g _ trq In rD e s
A c c P e d _ trq D rv F d b k _ m p
C o E n g _ trq In rS e t
P
A c c P e d _ s w tD r v S p d S e l_ C
P
A c c P e d _ fa c D rv L d K p C o r_ m p A c c P e d _ fa c D rv K p C o r_ m p
E n g _ n A v rg
A c c P e d _ n D rv S p d _ m p
A c c P e d _ n D r v S e tp o in t A c c P e d _ fa c D rv L d K p C o r_ M A P
D rv T rn _ rT ra n s D T A c c P e d _ fa c D r v G r ip K p C o r _ m p
A c c P e d _ fa c D r v G r ip K p C o r _ C U R
A c c P e d _ fa c D r v L d K iC o r _ m p A c c P e d _ fa c D r v K iC o r _ m p
A c c P e d _ fa c D r v L d K iC o r _ M A P
A c c P e d _ fa c D r v G r ip K iC o r _ m p
A c c P e d _ fa c D r v G r ip K iC o r _ C U R
AccPed_swtDvTr qSr el_CCoEngtrq_InrStCeEno_trgqInCur rCoEngtrq_InresDAcPed_trqDrvNGovIAcPed_trqDvFr dbk_mpEng_nAvrgDrvrnT_rTransTDAcPedfac_DrvLdKCopr_MAPcAPed_facDrvLdKCpr_mopAcPed_acDf rvGripKpCor_URCAccPed_facDrGrvipKCor_mpAcedP_facDrKpvorCmp_AcedP_facDrvLdKiCr_MoAPAcPedfa_cDrvLdKCpr_ompAcPd_efacrvGDripiCKr_CoRUcAedP_faDrcGrivKipCor_pmAcedP_faDrvcKiCr_opmAccPednD_rvSetAcpocPinted_DrnSpvd_mp
A fixed Kp - parameterset:
• AccPed_DrvPKp_C (Small signal amplification for P - component)
• AccPed_DrvPKpPos_C (Positive large signal amplification for P - component)
• AccPed_DrvPKpNeg_C (Negative large signal amplification for P - component)
is multiplied with the correction factor AccPed_facDrvKpCor_mp to obtain the corrected Kp gains
AccPed_DrvKpCurr_mp, AccPed_DrvKpPosCurr_mp and AccPed_DrvKpNegCurr_mp respectively. The
corrected gains and the windows for the selection of the small / large parameters, AccPed_DrvPWinPos_C
and AccPed_DrvPWinNeg_C are written into the P - component data structure AccPed_DrvKpStruct.
A fixed Ki - parameterset:
• AccPed_DrvIKi_C (Small signal amplification for I - component)
• AccPed_DrvIKiPos_C (Positive large signal amplification for I - component)
• AccPed_DrvIKiNeg_C (Negative large signal amplification for I - component)
is multiplied with the correction factor AccPed_facDrvKiCor_mp to obtain the corrected Ki gains
AccPed_DrvKiCurr_mp, AccPed_DrvKiPosCurr_mp and AccPed_DrvKiNegCurr_mp respectively. The
corrected gains and the windows for the selection of the small / large parameters, AccPed_DrvIWinPos_C
and AccPed_DrvIWinNeg_C are written into the I - component data structure AccPed_DrvKiStruct.
accped_drvngov.fm 21.12.2005
Figure 78 : Parameter Calculation

A c c P e d _ D rv K p S tru c t
A c c P e d _ D rv P K p _ C A c c P e d _ D rv K p C u rr_ m p
P
K p
A c c P e d _ D rv P K p P o s _ C A c c P e d _ D rv K p P o s C u rr_ m p
P K p P o s
A c c P e d _ D rv P K p N e g _ C A c c P e d _ D rv K p N e g C u rr_ m p
P
K p N e g
A c c P e d _ fa c D rv K p C o r_ m p W in P o s
W in N e g
A c c P e d _ D r v P W in P o s _ C
P
A c c P e d _ D r v P W in N e g _ C
P
A c c P e d _ D r v K iS tr u c t
A c c P e d _ D r v IK i_ C A c c P e d _ D r v K iC u r r _ m p
P
K i
A c c P e d _ D r v IK iP o s _ C A c c P e d _ D r v K iP o s C u r r _ m p
P K i P o s
A c c P e d _ D r v IK iN e g _ C A c c P e d _ D r v K iN e g C u r r _ m p
P
K i N e g
A c c P e d _ fa c D r v K iC o r _ m p W in P o s
W in N e g
A c c P e d _ D r v IW in P o s _ C
P
A c c P e d _ D r v IW in N e g _ C
P
AccPde_DrvKP_CAcpPed_DrPKvPops_CAccPed_DvPKr Npeg_CAccPe_fdacDvKr pCo_mr pAccPe_DdvPr inWPos_CAccPde_DrvPWinNAcg_ecPeCd_DrvKCupr_mpAcPed_DrvKpPsCorump_AcPecd_DvKr NepCugr_mpAcPd_eDrviCKur_mpAccPedDrv_KiPsCourmpAc_PedDr_KivNegCurr_mpAccPe_DdvIKr i_CcAedP_DrvIKPosi _CAcPedDr_IKivNeg_CAcPed_facDrvKCoi r_mpAcPd_eDrvIWinPosCA_cPed_DrvWiI nNeg_C
Calculation of the PI - Governor limits Using the switch AccPed_swtDrvNGovPreCtl_C, it is possible to use the PI - Governor with or without
precontrol of the friction torque CoDT_trqMin.
Figure 79 : Calculation of the PI - Governor limits
A c c P e d _ s w tD r v N G o v P r e C tl_ C
P
C o D T _ tr q M in A c c P e d _ trq D rv N G o v M a x _ m p
T R Q _ Z E R O
A c c P e d _ tr q D r v N G o v M in _ m p
AccPde_swDrvt NGovPreCl_CoDt _tTrqMinCoDT_trqurCLimr AccPed_trDrqNGvovMin_pmAcPedtrq_DrvGoNvMax_mp
This means that the torque range of the PI - Governor is [CoDT_trqMin, CoDT_trqCurrLim] if the precontrol
of CoDT_trqMin is active and [0, CoDT_trqCurrLim - CoDT_trqMin] if precontrol is not active.
PI - Governor The internal structure of the PI - Governor is shown in the following diagram. The current engine speed is
subtracted from the driveability engine speed setpoint to obtain the driveability engine speed setpoint
deviation, AccPed_nDrvDiff_mp. This deviation forms the input to the P and I - components. The output of
the I - component is limited between AccPed_trqDrvNGovMin_mp and AccPed_trqDrvNGovMax_mp.
Figure 80 : PI - Governor
A c c P e d _ trq D rv N G o v M a x _ m p
A c c P e d _ tr q D r v N G o v M in _ m p
A c c P e d _ n D r v S e tp o in t A c c P e d _ n D r v D iff_ m p A c c P e d _ trq D rv N G o v P _ m p A c c P e d _ trq D rv N G o v P I_ m p

P A c c P e d _ trq D rv N G o v
E n g _ n A v rg
K
C o D T _ tr q M in
A c c P e d _ s w tD r v N G o v P r e C tl_ C
P
T R Q _ Z E R O
AccPde_swDrvt NGAcovAcPtvd_etrqDrvNGovMax_mpAcPed_trqDrvNovGMin_mpAcPecd_nDrvetpSoinEnt g_nAvrgAccPe_ndDrvif_mpoDC_tTrqMinAcPecd_swtDvNr oGvPretl_CCAcPd_etrqDvNr GovP_mpAcPed_rqDt rvNoGvIAcPecd_tqDr rvNGvoPI_mpAcPd_etrqDvNr ovG
The outputs of the P and I - components, AccPed_trqDrvNGovP_mp and AccPed_trqDrvNGovI are added
and then limited between AccPed_trqDrvNGovMin_mp and AccPed_trqDrvNGovMax_mp to obtain
AccPed_trqDrvNGovPI_mp.
If precontrol of CoDT_trqMin is chosen using the switch AccPed_swtDrvNGovPreCtl_C, then
AccPed_trqDrvNGovPI_mp is driectly output as AccPed_trqDrvNGov. Otherwise CoDT_trqMin is added to
AccPed_trqDrvNGovPI_mp to obtain AccPed_trqDrvNGov.
Transition between driveability engine speed gov- The figure below illustrates the engine speed range where driveability engine speed governor and EISGov
ernor and EISGov at the lower and upper limits of (LIGov / HIGov) are activated.
idle speed interval
Figure 81 : Engine speed range where driveability governor and EISGov (LIGov / HIGov) are active.
U p p e r L im it H y s te r e s is
E n g _ n A v rg
N o r m a l D r iv e a b ility G o v e r n o r o u tp u t
(w ith o u t lim ita tio n s )
L o w e r L im it H y s te r e s is
Eng_nAvrgEISGo_nvSetpointHiEISGv_onSepot intLo
Within the green zone (that is within the window Eng_nAvrg > EISGov_nSetpointLo +
AccPed_nDrvHysWin1_C and Eng_nAvrg < EISGov_nSetpointHi - AccPed_nDrvHysWin1_C) the driveability
governor works without any limitations.
Within the red zone, the lower limit hysteresis is active.This is indicated by AccPed_stDrvNGovLoHys_mp.
The P-part AccPed_trqDrvNGovP_mp is set to 0 Nm,
If Eng_nAvrg < EISGov_nSetpointLo + AccPed_nDrvHysWin2_C
The I-part AccPed_trqDrvNGovI is set to AccPed_trqDrvNGovMin_mp, if the following conditions are valid
Eng_nAvrg < EISGov_nSetpointLo + AccPed_nDrvHysWin2_C
AND AccPed_rChkdVal <= threshold AccPed_rDrvChkdValThres_C
AND NO external setpoint request ( CoVeh_stTSEATrqSpdReq.9 = 0)
These limitations will be active until Eng_nAvrg > EISGov_nSetpointLo + AccPed_nDrvHysWin1_C. This has
been illustrated in the diagram below.
Figure 82 : Lower limit hysteresis
E n g _ n A v rg
E IS G o v _ n S e tp o in tL o + A c c P e d _ n D r v H y s W in 1 _ C
E IS G o v _ n S e tp o in tL o + A c c P e d _ n D r v H y s W in 2 _ C
~ P p a rt = 0 N m
~ If A c c P e d _ r C h k d V a l < = A c c P e d _ r D r v C h k d V a lT h r e s _ C A N D C o V e h _ s tT S E A T rq S p d R e q .9 = 0 ,
th e n I - p a r t = A c c P e d _ tr q D r v N G o v M in _ m p
T im e
Eng_nAvrgEISGo_nvSetpointHiEISGv_onSepot iAcntLPecod_nDrvysHWin_C1cAcPed_nDrvHysWin_C2AcPedrC_hkdValAcPed_rDvChdVkalThresC_oDT_trMiqn
Within the blue zone, the upper limit hysteresis is active. This is indicated by AccPed_stDrvNGovHiHys_mp
see “Bit positions in AccPed_stDrvNGovHiHys_mp” on page 109.
The P - part torque is upper limited to 0 Nm (that is no positive torque values are taken),
If Eng_nAvrg > EISGov_nSetpointHi - AccPed_nDrvHysWin2_C.
The I-part AccPed_trqDrvNGovI is frozen, if the following conditions are valid
Eng_nAvrg > EISGov_nSetpointHi - AccPed_nDrvHysWin2_C
AND debounce time is elapsed ( t >= AccPed_tiDrvFreezeI_C)
The limitation of the P-part and freezing of the I-part will be active until Eng_nAvrg <= EISGov_nSetpointHi
- AccPed_nDrvHysWin1_C. This has been illustrated in the diagram below.
Table 54: Bit positions in AccPed_stDrvNGovHiHys_mp

Bit position Meaning
0 The P-part torque is upper limited to 0 Nm ( AccPed_stDrvNGovHiHys_mp.0
= 1)
1 The I-part torque is frozen ( AccPed_stDrvNGovHiHys_mp.1 = 1)
Figure 83 : Upper limit hysteresis
~ P - p a r t is u p p e r lim ite d to 0 N m
~ I - p a r t is fr o z e n ( if d e b o u n c e tim e is e la p s e d t > = A c c P e d _ tiD r v F r e e z e I_ C )
E IS G o v _ n S e tp o in tH i - A c c P e d _ n D r v H y s W in 2 _ C
E n g _ n A v rg
E IS G o v _ n S e tp o in tH i - A c c P e d _ n D r v H y s W in 1 _ C
T im e
EngnA_rgEvSGI ov_nSetpoEISntHi Goi v_nSetpointLocAPed_nDrvHysWin1_CAcPed_DrnHyvsWi2_nC
Initialization of I - part of driveability governor when When an external intervention becomes active
external torque / speed request is active
VehDa_stTrqDem.3 = 1
the driveability setpoint, AccPed_nDrvSetpoint and I - part torque of driveability governor,
AccPed_trqDrvNGovI are frozen. When the external intervention is no longer active, based on the switch
AccPed_swtDrvNGovIInit_C, the driveability setpoint deviation, AccPed_nDrvSetpointErr_mp is
calculated.
If AccPed_swtDrvNGovIInit_C = 1, then the frozen value of AccPed_nDrvSetpoint,
AccPed_nDrvSetpointFrz_mp is subtracted from the current value of AccPed_nDrvSetpoint to obtain
AccPed_nDrvSetpointErr_mp.
AccPed_nDrvSetpointErr_mp = AccPed_nDrvSetpoint - AccPed_nDrvSetpointFrz_mp
If AccPed_swtDrvNGovIInit_C = 0, then the current engine speed Eng_nAvrg is subtracted from the
current value of AccPed_nDrvSetpoint to obtain AccPed_nDrvSetpointErr_mp.
AccPed_nDrvSetpointErr_mp = AccPed_nDrvSetpoint - Eng_nAvrg
If the absolute value of AccPed_nDrvSetpointErr_mp is less than the threshold,
AccPed_nDrvNGovInitWin_C, then the I - part of the driveability governor is initialized with the previously
frozen value of I - part torque.
If AccPed_nDrvSetpointErr_mp is less than -AccPed_nDrvNGovInitWin_C or if
AccPed_nDrvSetpointErr_mp is greater than AccPed_nDrvNGovInitWin_C, then the I - part of the
driveability governor is initialized with frozen value of I - part torque, to which the P-part calculated with the
setpoint deviation AccPed_nDrvSetpointErr_mp P(AccPed_DrvKpStruct,AccPed_nDrvSetpointErr_mp)
is added.
ECU initialization During initialization, AccPed_trqDrvNGov and AccPed_trqDrvNGovI are set to 0 Nm.
Output values AccPed_trqDrvNGov: Output torque of the driveability engine speed governor Nm <SWORD>
AccPed_trqDrvNGovI: I -part torque of the driveability engine speed governor Nm <SWORD>
Input values AccPed_nDrvSetpoint: Driveability engine speed setpoint rpm <SWORD>

AccPed_rChkdVal: AccPed ratio after security check % <SWORD>
- <UBYTE>
CoDT_trqCurrLim: minimum of all limitations of propulsion torque Nm <SWORD>
CoEng_trqInrCurr: current inner torque Nm <SWORD>
CoEng_trqInrDes: inner torque desired value Nm <SWORD>
CoEng_trqInrSet: inner torque set value Nm <SWORD>
EISGov_nSetpointHi: Upper limit of idle speed interval rpm <SWORD>
EISGov_nSetpointLo: Low limit of idle speed interval rpm <SWORD>
Measuring points AccPed_DrvKiCurr_mp: Driveability current small signal I -gain Nm/(rpm*s) <SLONG>
AccPed_DrvKiNegCurr_mp: Driveability current negative large signal I -gain Nm/(rpm*s)
<SLONG>
AccPed_DrvKiPosCurr_mp: Driveability current positive large signal I -gain Nm/(rpm*s)
<SLONG>
AccPed_DrvKpCurr_mp: Driveability current small signal P -gain Nm/rpm <SLONG>
AccPed_DrvKpNegCurr_mp: Driveability current negative large signal P -gain Nm/rpm <SLONG>
AccPed_DrvKpPosCurr_mp: Driveability current positive large signal P -gain Nm/rpm <SLONG>
AccPed_facDrvGripKiCor_mp: Transition ratio dependant correction factor for driveability
I -gain - <SWORD>
AccPed_facDrvGripKpCor_mp: Transition ratio dependant correction factor for driveability
P -gain - <SWORD>
AccPed_facDrvKiCor_mp: Correction factor for driveability I -gain - <SLONG>
AccPed_facDrvKpCor_mp: Correction factor for driveability P -gain - <SLONG>
AccPed_facDrvLdKiCor_mp: Load dependant correction factor for driveability I -gain -
<SWORD>
AccPed_facDrvLdKpCor_mp: Load dependant correction factor for driveability P -gain -
<SWORD>
AccPed_nDrvDiff_mp: Driveability engine speed setpoint deviation rpm <SWORD>
AccPed_nDrvSetpointErr_mp: Driveability engine speed setpoint deviation after external
intervention rpm <SWORD>
AccPed_nDrvSetpointFrz_mp: Frozen vlaue of driveability engine speed setpoint during
external intervention rpm <SWORD>
AccPed_nDrvSpd_mp: Selected engine speed for the calculation of the load dependant
correction maps rpm <SWORD>
AccPed_stDrvNGovHiHys_mp: Status of upper hysteresis of driveability governor - <UBYTE>
AccPed_stDrvNGovLoHys_mp: Status of lower hysteresis of driveability governor - <UBYTE>
AccPed_trqDrvFdbk_mp: Selected torque for the calculation of the load dependant correction
maps Nm <SWORD>
AccPed_trqDrvNGovMax_mp: Upper torque limit of driveability engine speed governor Nm
<SWORD>
AccPed_trqDrvNGovMin_mp: Lower torque limit of driveability engine speed governor Nm
<SWORD>
AccPed_trqDrvNGovP_mp: P -component torque of the driveability engine speed governor Nm
<SWORD>
AccPed_trqDrvNGovPI_mp: Summation of P and I -component torques of the driveability engine
speed governor Nm <SWORD>
Application parameters AccPed_DrvIKi_C: Small signal amplification for I -component of driveability engine speed
governor<value>
AccPed_DrvIKiNeg_C: Negative large signal amplification for I -component of driveability
engine speed governor<value>
AccPed_DrvIKiPos_C: Positive large signal amplification for I -component of driveability
AccPed_DrvIWinNeg_C: Negative small signal window for I -component of driveability engine
speed governor<value>
AccPed_DrvIWinPos_C: Positive small signal window for I -component of driveability engine
AccPed_DrvPKp_C: Small signal amplification for P -component of driveability engine speed
governor<value>
AccPed_DrvPKpNeg_C: Negative large signal amplification for P -component of driveability
AccPed_DrvPKpPos_C: Positive large signal amplification for P -component of driveability
AccPed_DrvPWinNeg_C: Negative small signal window for P -component of driveability engine
AccPed_DrvPWinPos_C: Positive small signal window for P -component of driveability engine
AccPed_facDrvGripKiCor_CUR: Transition ratio dependant correction factor for I -component
gains<curve_individual>
AccPed_facDrvGripKpCor_CUR: Transition ratio dependant correction factor for P -component
gains<curve_individual>
AccPed_facDrvLdKiCor_MAP: Load dependant correction factor for I -component
gains<map_individual>
AccPed_facDrvLdKpCor_MAP: Load dependant correction factor for P -component
gains<map_individual>
AccPed_nDrvHysWin1_C: Limit for upper / lower hysteresis window<value>
AccPed_nDrvHysWin2_C: Limit for upper / lower hysteresis window<value>
AccPed_nDrvNGovInitWin_C: Driveability setpoint deviation window for initialization of I
-part after external intervention<value>
AccPed_rDrvChkdValThres_C: Threshold value of accelerator pedal ratio<value>
AccPed_swtDrvNGovIInit_C: Switch for selection of driveability setpoint deviation window
for initialization of I -part after external intervention<value>
AccPed_swtDrvNGovPreCtl_C: Switch for driveability engine speed governor with or without
precontrol<value>
AccPed_swtDrvSpdSel_C: Switch for selection of engine speed<value>
AccPed_swtDrvTrqSel_C: Switch for selection of feedback torque<value>
AccPed_tiDrvFreezeI_C: Debounce time for I-part freeze<value>
P_340 Y445 S00 746-V91 Confidential AccPed_DrvDem - 111 -
DS-CV/EET Driver command detection Veh-VehMot-PrpBrk-Prp-AccPed
Driver command detection (AccPed_DrvDem)

Functional overview The driver command detection is the main factor in determining the command of the driver from the position
of the accelerator pedal with regard to propulsion torque. According to the type of gearbox, this value is either
formed via accelerator pedal position and engine speed or accelerator pedal position and vehicle speed. In
addition, it is possible to determine the propulsion torque based on accelerator pedal position only using the
driveability engine speed governor.
On the basis of the unfiltered accelerator pedal position value, a lead value is determined parallel to the
setpoint. This value is also limited.
Propulsion torque setpoint value =f(Accelerator pedal position checked,
Minimum possible drive torque,
Maximum possible drive torque
Drive train ratio,
Vehicle speed,
Function switch drive operation,
Engine brake request via switch,
Engine brake request via CAN,

Service brake,
Limited low-idle governor torque,
Switch status of driveability engine speed governor,
Output torque of driveability engine speed governor)
Lead torque of the accelerator pedal =f(accelerator pedal position unfiltered,
Maximum possible drive torque
Drive train ratio,
Vehicle speed,
Function switch drive operation,
Engine brake request via switch,
Engine brake request via CAN,
Service brake,
Limited low-idle governor torque
Switch status of driveability engine speed governor,
Output torque of driveability engine speed governor)
Figure 84 : Driver command detection - overview
A c c P e d _ rC h k d V a l A c c P e d _ tr q D e s P u ll
E B S w C D _ s tD e b V a l A c c P e d _ trq D e s A c t
E B S w C D _ s tP r e S e lM o d e A c c P e d _ s tB rk D e s
C r C tl_ s tM o d e
C o D T _ tr q M in B r k
C o D T _ tr q M in
D r iv e r c o m m a n d
to r q u e c a lc u la tio n A c c P e d _ trq D e s O v rR u n
A c c P e d _ s tE rro r
C o E n g _ tr q L iL td
C o D T _ trq M a x
E n g _ n A v rg
V S S C D _ v
A c c P e d _ trq L e a d O v rR u n
L e a d to rq u e A c c P e d _ trq L e a d
A c c P e d _ s tP la A P P B r k A c c P e d _ n M in
P la u s ib ility c h e c k
a c c p e d _ d rv d e m _ 1 0 0 .d s f
27.12.2005 accped_drvdem.fm
- 112 - AccPed_DrvDem Y445 S00 746-V91 Confidential P_340
Veh-VehMot-PrpBrk-Prp-AccPed Driver command detection DS-CV/EET
AccPed_nMinAcedP_rChkdValcAPedrTh_resrpPAcedP_rZeroAcPed_tEsroAcPed_stPlaAPrkBAccPed_trqDesActedP_trqDesOvrRunAcPed_trqDesPulAccPed_trqLeadAcPd_etrqLadeOvrRunAcPecd_trqLItdAPD_CrAPP1UFlnCot DT_wtCsTopeyCoD_tTrqMaxCDTotrq_MinoECngtrq_Lit DrdvTrnrT_ransDTEngnA_vrgSVCDvE_BSwDCstD_ebValBkCr _sDtPresedCoTD_trqinMBrkAcPedstB_kDr sAecPed_swtrvDNGoAvtvAccPed_rqDt vNr oGvCrtl_CstMode
Functional description The driver command detection determines from the accelerator pedal position the driver's demand with
regard to propulsion. In the further course of torque coordination, this value is transformed to an engine
torque and corrected for the torque losses and the operating point of the low-idle governor. These corrections
must be taken into account during setpoint formation in the overrun, so that overrun shut-off can be
performed.
The element AccPed_DrvDem includes the processing of engine brake requests of 50% or 100% friction.
The maximum possible engine friction with active engine brake CoDT_trqMinBrk is directly used as desired
value for a 100% request. For a 50% request there is an interpolation between the normal friction
CoDT_trqMin and the friction with engine brake CoDT_trqMinBrk. The engine brake can be requested via
the digital input EBSwCD_stDebVal or by a preselection request EBSwCD_stPreSelMode in combination with
the accelerator pedal or the service brake. The engine brake request by released accelerator pedal
preselection is blocked, when cruise control is active (CrCtl_stMode > 1). If a preselection demand is
received and the accelerator pedal is released or the service brake is pressed, the engine brake is activated
automatically. The negative torque demands caused by the engine brake request are used directly without
filtering for both lead and desired path.
The setpoint for the driver command AccPed_trqDesAct is formed as a propulsion torque demand. For this
purpose, a basic torque value AccPed_trqDesUnLim_mp is determined on the basis of the checked
accelerator pedal position AccPed_rChkdVal. This value is limited to the maximum torque that can be
currently represented CoDT_trqMax, so that no unrealistic demands are made on the system. The limited
value is filtered further by comfort functions (eg. overrun/acceleration transition damping) in order to reduce
load change reactions during transition between overrun and drive operation.
On the basis of the unfiltered accelerator pedal position value APPCD_rAPP1UnFlt, a lead value
AccPed_trqLead is determined parallel to the setpoint. This value is also limited, but its dynamics are not
dampened. Within the subfunctions “Desired Torque” and “Lead Torque”, an identical algorithm is used (see
“Desired Torque” on page 113).
Figure 85 : Overview of setpoint path and lead path for driver command
C o D T _ trq M a x
A c c P e d _ trq D e s A c c _ m p A c c P e d _ trq D e s A c t
M N
A c c P e d _ rC h k d V a l A c c P e d _ tr q D e s U n L im _ m p E B S w C D _ s tD e b V a l
d e s ir e d to r q u e E B S w C D _ s tP r e S e lM o d e
E n g in e B r a k e S e le c tio n
A c c P e d _ s tB rk D e s
A c c P e d _ s tE rro r C o D T _ tr q M in
A c c P e d _ trq L e a d A c c _ m p A c c P e d _ trq L e a d
M N S ig T s t_ A c c P e d
A P P C D _ r A P P 1 u n F lt A c c P e d _ tr q L e a d U n L im _ m p
A c c P e d _ T e s te rD e m a n d
le a d to r q u e
a c c p e d _ d rv d e m _ 1 .d s f
AccPed_trqDsAetAccPed_trqLadeAcedP_trqesDUnLm_i mpAcedP_rCkdhValCoDT_trqMaxAccPe_sdtErroCDTo_trqMaAcxcPed_trqLedUanLim_pAPCD_APr P1UnFlAct Ped_strkBDesEBSwCD_stDebaVlBrkCD_stPesr edCDo_trTqMiConDT_trqMinBkAr cPed_trqDesAcmp_AcPed_trLeqadAc_pm
Desired Torque The setpoint formation consists of an additive superposition of two subfunctions and a subsequent limitation
of the setpoint to a “non-critical” propulsion demand in case the vehicle is in an unmonitorable operating
range. A sharp increase in the setpoint value when leaving this operating range can be damped, if necessary,
by the comfort functions and the subsequent reference filter of the active surge damping. This makes hard
switch-over possible.
The subfunction for drive operation is performed differently depending on the layout of the drive train
coordination. The variant used is selected by the function switch CoDT_swtCoType. The result of this
subfunction is available in the message AccPed_trqDesPull.
The subfunction for overrun operation is the same for all drive train coordinations. The result is available in
the message AccPed_trqDesOvrRun.
If the "Driveability Engine speed Governor" is active (that is if AccPed_swtDrvNGovActv = 1 see “Functional
description” on page 103), then the driveability demand AccPed_trqDrvNGov is selected as the driver’s
demand, AccPed_trqDesDrvDem_mp which is later limited to a "non-critical" propulsion demand in case the
vehicle is in an unmonitorable operating range.
The "Driveability Engine Speed Governor" offers a second way of determining the driver demand from the
position of the accelerator pedal with regard to propulsion torque. The driver demand in this case is a function
of the accelerator pedal value only as compared to the "Conventional" and "Mastershift" driver’s behaviour
where the driver demand is a function of accelerator pedal value and the load (that is the "Driveability Map")
accped_drvdem.fm 27.12.2005
Figure 86 : Desired Torque

E n g _ n A v rg
D r iv e r 's B e h a v io u r
C o n v e n tio n a l
A c c P e d _ tr q D e s P u ll
A c c P e d _ trq D e s D rv D e m _ m p A c c P e d _ tr q D e s U n L im _ m p
V S S C D _ v N o t M o n ito r e d R a n g e
A c c P e d _ rC h k d V a l M a s te r s h ift
A c c P e d _ trq D e s O v rR u n
O v e r r u n B e h a v io u r
D r iv e r 's B e h a v io u r A c c P e d _ trq D rv N G o v
N G o v
a c c p e d _ trq d e m _ 2 .d s f
VSSEnD_Cg_nvvrAAcgcPed_rhkCdValAccPed_trDeqUnsLim_mpCoDT_wtsCoTypeAcedP_trqDePuslAcPecd_trqDesDrDev_mmpAcPed_rqDt seOvrRuncAPed_swDrt NGvovAtvcAcPedtrq_DrvGoNv
The torque zero point of the driver command (transition overrun/drive operation) results from the
superposition of the two subfunctions. If the zero point is to coincide with the threshold of the accelerator
pedal AccPed_rThresPrp_C, this subfunction must supply the value 0 Nm for "drive operation" up to this
accelerator pedal position. If a positive propulsion demand should result even for small accelerator pedal
positions, the torque zero point must be correspondingly earlier in the drive operation function (typical
application to support the driveaway characteristics). On the other hand, the zero point can be shifted to a
higher accelerator pedal position for other operating ranges (typical for high speeds).
The current value of the superimposed driver command is visible in the measuring point
AccPed_trqDesDrvDem_mp.
Figure 87 : Resulting basic value of the driver demand for three operating curves
trq
2 n d P a ra m e te r
A c c P e d _ r...
A c c P e d _ rT h re s P rp _ C
A c c P e d _ rZ e ro _ C
AccPde_rThesr AcPrpcP_Ced_Zer_Co
Driver’s Behaviour Basically, the setpoint default for drive is determined from an applicatable driveability map. Here, one input
parameter is always determined by the accelerator pedal position, the other one varies depending on the type
of gearbox or the drive train control required (see below).
For gearboxes where the driver is to determine the torque characteristic at the gearbox input via the
accelerator pedal (e.g. manual gearbox;CoDT_swtCoType = 0), the torque contribution is determined by a
driveability map AccPed_trqEng_MAP using the engine speed Eng_nAvrg and the accelerator pedal position
AccPed_rChkdVal. The map is applicated as a gearbox input torque. In order to convert it to the standardized
interface “Propulsion Torque”, this value is multiplied by the current torque gain of the drive train
DrvTrn_rTransDT.
Figure 88 : Drive torque formation with conventional drive train coordination
Eng_nAvrg
trqPull
AccPed_rChkdVal AccPed_trqEng_MAP
DrvTrn_rTransDT
AccPde_trqngEDr_MAvTrP_rnranTsDTEng_nAvrAcgPecd_rChkdVal
For all other gearboxes (CoDT_swtCoType = 1) the torque contribution is formed from a driveability map
AccPed_trqPrp_MAP which is applicated directly as propulsion torque (torque at gearbox output) as a
function of the vehicle speed VSSCD_v and the accelerator pedal position value AccPed_rChkdVal.
Figure 89 : Drive torque formation with mastershift design
VSSCD_v
trqPull
AccPed_rChkdVal AccPed_trqPrp_MAP
AccPde_trqrpPVS_MASCP_vDcAPed_rChkdVal
Overrun behaviour The setpoint formation for the negative range of values is completely different from the positive setpoint
default. Two key points must be met in the overrun range:
1. The default should be 0 Nm for accelerator pedal positions above the threshold AccPed_rThresPrp_C.
Thus, from this point on, driver demand is made only through the driveability map.
2. For accelerator pedal position values below the actual overrun threshold AccPed_rZero_C the default
must correspond to the minimum (i.e. most negative) overrun torque CoDT_trqMin available in the
currently engaged gear or in the currently selected gear ratio. This ensures that the following setpoint
coordinations result in a driver quantity setpoint of 0 mg/stroke.
Between these two key points, a linear interpolation is made and the result is output in
AccPed_trqDesOvrRun (or AccPed_trqLeadOvrRun for the lead path). The threshold values
AccPed_rZero_C and AccPed_rThresPrp_C are provided as AccPed_rZero and AccPed_rThresPrp.
Figure 90 : Setpoint torque in overrun via accelerator pedal position (CoDT_swtCoType = 0)
trq
A c c P e d _ r...
C o D T _ tr q M in
AccPed_rThresPp_Cr cAcPed_rZroe_CDTo_trMinq
If the driveability is applicated directly as propulsion torque (torque at gearbox output) (CoDT_swtCoType =
1), the torque, predefined in AccPed_rThresPrp, is reduced to the correcting variable of the low-idle governor
(CoEng_trqLiLtd * DrvTrn_rTransDT) converted to torque at gearbox output. This prevents double
compensation of the torque losses which are already compensated by the low-idle governor torque.
Figure 91 : Setpoint torque in overrun via accelerator pedal position (CoDT_swtCoType = 1)
trq
C o E n g _ t r q L iL t d * D r v T r n _ r T r a n s D T
0
A c c P e d _ r...
C o D T _ tr q M in
AccPed_rThresPp_Cr cAcPed_rZroe_CDTo_trMinqCongE_trqLidDrt vTr_rTnransDT
Figure 92 : Overrun Behaviour
AccPed_trqDesOvrRun
CoDT_trqMin
CoDT_swtCoType
1
TRQPRP_ZER0
TRQPRP_ZER0
0.0
CoEng_trqLiLtd
DrvTrn_rTransDT
AccPed_trqLILtd
CoDT_trqMin
AccPed_rChkdVal
AccPed_rThresPrp_C
AccPed_rThresPrp
AccPed_rZero_C AccPed_rZero
AccPed_rChkdVaAcl cPed_rThrePrspAcPecd_rhreTsPr_CpAcPedrZ_eroAccPed_rZeAcro_cPeCd_trqDesOvrRunAcPed_trqLILtdCoD_TswtCoTypeCoDT_trqMinCoEng_trLiqtdDrvTn_rraTnsDT
Non-monitored operating range Operation is classified as being in the non-monitored range if the engine speed Eng_nAvrg is above a critical
speed AccPed_nLimNMR_C and simultaneously the (checked) accelerator pedal position AccPed_rChkdVal is
below the plausibility limit AccPed_rThPlaus_C. For this range no torque demand for the propulsion is
allowed to be generated above the applicable value AccPed_trqNMRMax_C.
Figure 93 : Function in the non-monitored operating range
Eng_nAvrg
AccPed_nLimNMR_C
AccPed_rChkdVal
AccPed_rThPlaus_C
AccPed_trqDesDrvDem_mp
AccPed_trqDesUnLim_mp
AccPed_trqNMRMax_C
AccPde_trqesDDrvDemAc_mPepcd_rChkdValAcPedrT_hPlaus_CEng_AvnrgAcPed_rqDt sUeLin_mpAcPed_trqNMRaxMC_
Operation in the non-monitored range is not a malfunction but a specially-treated standard situation.
Lead path (lead torque) The lead path is calculated parallel to the setpoint path using the identical algorithms. In relation to the
setpoint path, the checked accelerator pedal position AccPed_rChkdVal is replaced by the raw value of the
accelerator pedal module APPCD_rAPP1UnFlt. The torque contribution at drive operation can be read in the
measuring point AccPed_trqLeadPull_mp, the contribution in overrun operation in AccPed_trqLeadOvrRun
and the superposition in the measuring point AccPed_trqLeadDrvDem_mp.
With the switch AccPed_swtDrvNGovActv, it is possible to select the driver’s demand
AccPed_trqLeadDrvDem_mp between the normal drivebility map (as a function of acclerator pedal and vehicle
speed) and the "Driveability Engine Speed Governor" characteristic AccPed_trqDrvNGov.
Figure 94 : Overview driver command lead path
E n g _ n A v rg
C o n v e n tio n a l
A c c P e d _ tr q L e a d P u ll_ m p
A c c P e d _ trq L e a d D rv D e m _ m p A c c P e d _ tr q L e a d U n L im _ m p
V S S C D _ v N o t M o n ito r e d R a n g e
A P P C D _ r A P P 1 U n F lt M a s te r s h ift
A c c P e d _ trq L e a d O v rR u n
O v e r r u n B e h a v io u r
a c c p e d _ trq d e m _ 1 1 .d s f
VSSAcD_CcPev_tdrqLeadPul_pmEng_nAvrgAPCDrA_P1UnFltAccPe_tdrqLeadUnLm_i mpCDo_swTtCTyopeAcPed_trqLadeDrvDem_mpAccPed_trqDeOsvrRunAcPed_swtDvNr oGvAcvAt cPd_terqDvNr ovG
Engine Brake Selection

Figure 95 : Engine Brake Selection
A c c P e d _ s w tB r k P r io _ C
P
A c c P e d _ s tB rk D e s _ m p
E B S w C D _ s tP r e S e lM o d e E n g in e B r a k e
S e le c tio n
E B S w C D _ s tD e b V a l
E n g in e B r a k e
P r io r itis a tio n A c c P e d _ s tB rk D e s
a n d
L a s t W in s 0 x 0 0 : A c c P e d
L o g ic 0 x 0 1 , 0 x 0 4 , 0 x 4 0 , 0 x 8 0 : 5 0 %
0 x 0 2 , 0 x 0 8 , 0 x 1 0 , 0 x 2 0 : 1 0 0 %
A c c P e d _ trq D e s A c c _ m p
A c c P e d _ trq D e s A c t
A c c P e d _ trq L e a d A c c _ m p
A c c P e d _ trq L e a d
C o D T _ tr q M in B r k A c c P e d _ tr q D ifB r k _ m p
C o D T _ tr q M in A c c P e d _ rB rk 5 0 _ C U R
P
E n g _ n A v rg
A c c P e d _ rB rk 5 0 _ m p
S ig T s t_ A c c P e d
A c c P e d _ T e s te rD e m a n d a c c p e d _ d rv d e m _ 1 4 .d s f
AccPed_swtBkPr io_r CAccPed_rhkCdVaBrl kCDstP_resedsEBSwC_sDtDeVablAcPed_stBrkDesAcedP_trqDescA_mpAcPecd_trqLeadAc_mpCoD_tTrqMinBkCor DT_trqinMEng_nArgvAcPed_trqDifBk_r pmAcPed_rBk50r _mpAccPed_rBk5r 0_CURcAPedtrq_DesActAcPedtrq_LeadCrtl_CtMsode
Engine Brake Selection The engine brake can either be read-in by a digital input switch with the debounced message
EBSwCD_stDebVal = EBSWCD_PRESSED (1) or through a preselection message EBSwCD_stPreSelMode.
The requests are collected in AccPed_stBrkDes_mp.
If the external switch is pressed EBSwCD_stDebVal = EBSWCD_PRESSED (1) and a 50% preselection via
CAN is active (EBSwCD_stPreSelMode = FRMMNG_STEB_50 (1), FRMMNG_STEB_LOWPRESEL50 (5) or
FRMMNG_STEB_SRVBRK50 (6)), AccPed_stBrkDes_mp is set to ACCPED_ENGBRK_50_PRC_1 (1).
If the external switch is pressed and no 50% preselection request is active AccPed_stBrkDes_mp is set to
ACCPED_ENGBRK_100_PRC_1 (2).
If a hard 50% request is received via CAN EBSwCD_stPreSelMode = FRMMNG_STEB_50 (1) and the engine
brake request switch is not pressed EBSwCD_stDebVal = EBSWCD_RELEASED (0), AccPed_stBrkDes_mp
is set to ACCPED_ENGBRK_50_PRC_2 (4).
If a hard 100% request is received via CAN EBSwCD_stPreSelMode = FRMMNG_STEB_FULL (2) and the
engine brake request switch is not pressed EBSwCD_stDebVal = EBSWCD_RELEASED (0),
AccPed_stBrkDes_mp is set to ACCPED_ENGBRK_100_PRC_2 (8).
If cruise control is not active (CrCtl_stMode = 1) and 100% request at released accelerator pedal is
preselected EBSwCD_stPreSelMode = FRMMNG_STEB_LOWPRESELFULL (3), and the checked
accelerator pedal equals zero AccPed_rChkdVal = ACCPED_POSITION_ZERO (0) and the driveability
engine speed setpoint AccPed_nDrvSetpoint is lower than or equal to the low idle engine speed
LIGov_nSetpointLo , AccPed_stBrkDes_mp is set to ACCPED_ENGBRK_100_PRC_3 (10h).
If a 100% request at pressed service brake is preselected EBSwCD_stPreSelMode =

FRMMNG_STEB_SRVBRKFULL (4), and the service brake is pressed BrkCD_stPressed = BRKCD_ST_3
(3), AccPed_stBrkDes_mp is set to ACCPED_ENGBRK_100_PRC_4 (20h).
If cruise control is not active (CrCtl_stMode = 1) and 50% request at released accelerator pedal is
preselected EBSwCD_stPreSelMode = FRMMNG_STEB_LOWPRESEL50 (5), and the checked accelerator
pedal equals zero AccPed_rChkdVal = ACCPED_POSITION_ZERO (0),and the driveability engine speed
setpoint AccPed_nDrvSetpoint is lower than or equal to the low idle engine speed LIGov_nSetpointLo
AccPed_stBrkDes_mp is set to ACCPED_ENGBRK_50_PRC_3 (40h).
If a 50% request at pressed service brake is preselected EBSwCD_stPreSelMode =

FRMMNG_STEB_SRVBRK50 (6), and the service brake is pressed BrkCD_stPressed = BRKCD_ST_3 (3),
AccPed_stBrkDes_mp is set to ACCPED_ENGBRK_50_PRC_4 (80h).
The engine brake demand before the prioritisation with the accelerator pedal is sent as
AccPed_stBrkDes_mp to display the status even if the accelerator pedal wins.
Figure 96 : Status information for AccPed_stBrkDes

E B S w C D _ s tD e b V a l
E B S W C D _ P R E S S E D (1 )
P
F R M M N G _ S T E B _ S R V B R K 5 0 (6 )
P
&
F R M M N G _ S T E B _ L O W P R E S E L 5 0 (5 )
P
E B S w C D _ s tP r e S e lM o d e >= 1
! &
F R M M N G _ S T E B _ 5 0 (1 )
!
P
&
F R M M N G _ S T E B _ F U L L (2 )
P
&
A c c P e d _ rC h k d V a l = = 0
&
A c c P e d _ n D r v S e tp o in t &
L IG o v _ n S e tp o in tL o
F R M M N G _ S T E B _ L O W P R E S E L F U L L (3 )
F R M M N G _ S T E B _ S R V B R K F U L L (4 )
P
&
F R M M N G _ S T E B _ L O W P R E S E L 5 0 (5 ) &
P
B R K C D _ S T _ 3 (3 )
P
&
A c c P e d _ s tB rk D e s _ m p X X X X X X X X
F R M M N G _ S T E B _ S R V B R K 5 0 (6 )
P
! 0 0 0 0 0 0 0 0
A c c P e d _ s w tB r k P r io _ C
P
&
A C C P E D _ P R IO _ A C C P E D (1 )
P
>= 1
1
0
A c c P e d _ s w tB r k P r io _ C A c c P e d _ s tB rk D e s X X X X X X X X
P
A C C P E D _ P R IO _ L A S T _ W IN (2 ) L a s t w in lo g ic
P A c c P e d w in s a c c p e d _ d rv d e m _ 1 7 .d s f
EBSCDwst_ebDValAcPed_rCkdhValBrkCD_stPrsedAecPed_swtBrkPior _CAcPed_tBrsDeks_mpAcPd_estBrkDesAccPe_ndDrvSetpoinLIGt ov_nSetpontLi oCCtlr stM_ode
Engine Brake Prioritisation and Last Wins Logic In case of concurrent requests of accelerator pedal and engine brake there is a selectable prioritisation with
three possibilities. The selection is made by AccPed_swtBrkPrio_C . If the value "ACCPED_PRIO_ENGBRK
(0)" a pressed engine brake switch gains priority against pressed accelerator pedal. If
"ACCPED_PRIO_ACCPED (1)" is selected, a pressed accelerator pedal wins against a pressed engine
brake switch, and if "ACCPED_PRIO_LAST_WIN (2)" or another value is adjusted the "last wins" selection
is made. The final result is stored in AccPed_stBrkDes.
Processing of output torque If there is no engine brake request AccPed_stBrkDes = ACCPED_NO_ENGBRK_REQ (0), the desired
torque AccPed_trqDesAct is copied from AccPed_trqDesAcc_mp . The lead torque AccPed_trqLead is
copied from AccPed_trqLeadAcc_mp .
If there is finally a 100% engine brake request (AccPed_stBrkDes = ACCPED_ENGBRK_100_PRC_1 (2),
ACCPED_ENGBRK_100_PRC_2 (8), ACCPED_ENGBRK_100_PRC_3 (10h),
ACCPED_ENGBRK_100_PRC_4 (20h)), the minimum possible torque CoDT_trqMinBrk which means the
maximum friction is directly used as desired torque within AccPed_trqDesAct and AccPed_trqLead.
If only a 50% engine brake request is present (AccPed_stBrkDes = ACCPED_ENGBRK_50_PRC_1 (1),
ACCPED_ENGBRK_50_PRC_2 (4), ACCPED_ENGBRK_50_PRC_3 (40h),
ACCPED_ENGBRK_50_PRC_4 (80h)), the desired torque must be interpolated between CoDT_trqMin and
CoDT_trqMinBrk. Therefore the percent-value AccPed_rBrk50_mp for the brake torque is calculated from the
engine speed depending curve AccPed_rBrk50_CUR and the driver torque demand is calculated with the
following algorithm:
AccPed_trqDesAct = (AccPed_rBrk50_CUR x ( CoDT_trqMinBrk - CoDT_trqMin ) ) + CoDT_trqMin
AccPed_trqLead is set to the same value as AccPed_trqDesAct in this case.
Remote Control The output variables AccPed_trqDesAct and AccPed_trqLead can be controlled by remote control. Please
refer to see “Remote Control Implementation” on page 2512 for details.
Monitoring The accelerator pedal is checked for system errors in the component driver “Accelerator pedal sensor
(APPCD_Co)” on page 122 (Fid_AccPed_mp).
Substitute function The error paths are entered in Fid_AccPed_mp for which an increase in idle speed in the event of an error
should take place. The idle speed AccPed_nErr_C is demanded if at least one of the entered error paths is
reported as defective. For active implausibility pedal/brake (AccPed_stPlaAPPBrk = 1), the low-idle speed
AccPed_nPlaAPPBrk_C is demanded. If necessary, the setpoint value AccPed_nMin is determined by
maximum selection between these values. If at least one of the two errors occurs, the error flag
AccPed_stError is set for the switchover of the lead value. In this case the raw value of the setpoint value
is adopted as a lead demand (“Overview of setpoint path and lead path for driver command” on page 112).
Figure 97 : Idle speed increase in the event of accelerator pedal error

A c c P e d _ s tP la A P P B r k
0 .0
A c c P e d _ n P la A P P B r k _ C A c c P e d _ s tE rro r
P >= 1
a c c p e d _ d rv d e m _ 8 .d s f
F id _ A c c P e d _ m p .0
!
A c c P e d _ n M in
0 .0 M X
A c c P e d _ n E rr_ C
P
AccPed_stPlaAPBrPkAccPed_nr_ECAcPecd_nlaPAPrkB_CAcPd_enMinAcPed_stErroFid_AcedP_mp
ECU initialization During initialization all outputs are pre-set to "0".
Output values AccPed_nMin: low idle set point on AccPed error rpm <SWORD>
AccPed_rThresPrp: threshold between overrun and propulsion % <SWORD>
AccPed_rZero: ratio of APP, below which fuel quantity should be zero. % <SWORD>
AccPed_stError: active errors in AccPed - <UBYTE>
AccPed_trqDesAct: driver torque raw value of propulsion Nm <SWORD>
AccPed_trqDesOvrRun: driver's demand in overrun mode for desired value Nm <SWORD>
AccPed_trqDesPull: driver's demand in pull mode for desired value Nm <SWORD>
AccPed_trqLead: lead torque of accelerator pedal Nm <SWORD>
AccPed_trqLeadOvrRun: driver's demand in overrun mode for lead value Nm <SWORD>
AccPed_trqLILtd: LIGov limited torque from AccPed Nm <SWORD>
AccPed_stBrkDes: engine brake request - <UBYTE>
Explanation of the status bytes
Table 55: AccPed_stError status
0 0 Error active which leads to an increase in idle speed and the AccPed position
“0”
0 1-7 not used

AccPed_stPlaAPPBrk: State of plausibility check APP/Brake - <UBYTE>
AccPed_nDrvSetpoint: Driveability engine speed setpoint rpm <SWORD>
CoDT_swtCoType: 0: conventional; 1: mastershift - <UBYTE>
CoDT_trqMax: maximum torque of Drive Train Nm <SWORD>
CoEng_trqLiLtd: Limited Li-Gov output Nm <SWORD>
EBSwCD_stPreSelMode: Status of Engine Brake Pre-Selection Mode - <UBYTE>
EBSwCD_stDebVal: Debounced value of Engine Brake switch signal - <UBYTE>
LIGov_nSetpointLo: Lower limit of idle speed interval rpm <SWORD>
CoDT_trqMinBrk: minimum possible drive train drag torque Nm <SWORD>
- <UBYTE>
AccPed_trqDrvNGov: Output torque of the driveability engine speed governor Nm <SWORD>
CrCtl_stMode: Mode of operation as desired by driver - <UBYTE>
Measuring points AccPed_trqDesDrvDem_mp: raw value for driver's demand after overlay of pull and overrun
part Nm <SWORD>
AccPed_trqDesUnLim_mp: driver's demand without limit Nm <SWORD>
AccPed_trqLeadDrvDem_mp: raw value for driver's lead demand after overlay of pull and
overrun part Nm <SWORD>
AccPed_trqLeadPull_mp: driver's demand in pull mode for lead value Nm <SWORD>
AccPed_trqLeadUnLim_mp: driver's demand lead without limit Nm <SWORD>
AccPed_stBrkDes_mp: raw engine brake request before prioritisation - <SWORD>
AccPed_trqDifBrk_mp: completely possible engine brake torque Nm <SWORD>
AccPed_rBrk50_mp: percentage of engine brake torque at act. speed % <SWORD>
AccPed_trqDesAcc_mp: desired AccPed_trq without engine brake Nm <SWORD>
AccPed_trqLeadAcc_mp: lead AccPed_trq without engine brake Nm <SWORD>
Application parameters AccPed_nErr_C: substitute value of low idle set point on AccPed error<value>
AccPed_nLimNMR_C: Engine speed limit in not monitored range<value>
AccPed_nPlaAPPBrk_C: Engine Idle speed setting in case of plausibility fault APP/
Brk<value>
AccPed_rThPlaus_C: Threshold for enabling AccPed plausibility check<value>
AccPed_rThresPrp_C: Threshold between overrun and propulsion<value>
AccPed_rZero_C: ratio of APP, below which the resulting fuel quantity should be
zero<value>
AccPed_trqEng_MAP: driver's behaviour map as engine torque at conventional powertrain
coordination<map_individual>
AccPed_trqNMRMax_C: maximum allowed torque in not monitorable range of APP<value>
AccPed_trqPrp_MAP: driver's behaviour map as propulsion torque at Mastershift powertrain
coordination<map_individual>
AccPed_swtBrkPrio_C: priority 0=brake, 1=AccPed, >1 last wins<value>
AccPed_rBrk50_CUR: eng. speed depending percentage for 50% engine brake
request<curve_individual>
- 120 - AccPed_PrpTrqStpLim Y445 S00 746-V91 Confidential P_340
Veh/VehMot/PrpBrk/Prp/AccPed Propulsion Torque Step Limitation DS-CV/EET
Propulsion Torque Step Limitation ( AccPed_PrpTrqStpLim)

Function group: Prp
AccPed
Functional overview The desired torque or the propulsion torque has to be limited inorder to avoid large torque changes in the
drive train because of the large and sudden changes in the driver’s request. The propulsion torque limitation
has to be done in both the directions that is the limitation is done for an increasing demand and also for a
decreasing demand.
The limiting torque is obtained from a map based on the gear information and the driver desired torque .
Figure 98 :
A c c P e d _ trq D e s A c t
E n g _ d n A v rg A c c P e d _ s tP T S L E n a
E n g _ n A v rg
A c c P e d _ D rv D e m C o D T _ tr q M in
C o n v C D _ s tC lth A c c P e d _ P r p T r q S tp L im
G e a r b x _ tr q D C lu C o E n g M a x
G e a rb x _ s tG e a r A c c P e d _ trq D e s
F id _ A c c P e d _ P T S L _ m p .0
a c c p e d _ p r p tr q s tp lim _ 1 0 0 .d s f
AccPed_trqDsAetEncg_dnArgEvg_nnArgCvnvoDC_stCthl Gearbx_rqt DCluoCEngMaxAcPed_stPTSEnLaAccPe_tdrqDesFd_Ai cPed_PTS_LmpCoD_trTqMin
Functional description The propulsion torque step limitation (PTSL) is activated when the following conditions are met:
1. Clutch is not pressed.
2. Double clutching is not active.
3. None of the relevant errors have occured.
The enable or disable status of PTSL will be output into AccPed_stPTSLEna .
If the PTSL is enabled, the current torque demanded by the driver is limited by one of the two limitation values
depending on falling or rising ramps:
1. When the current demanded torque by the driver AccPed_trqDesAct is smaller than the driver torque raw
value of propulsion AccPed_trqDes, the process is switched to falling ramp mode.
2. When the current demanded torque AccPed_trqDesAct is greater than the raw value of driver propulsion
torque AccPed_trqDes, the process is switched to rising ramp mode.
Figure 99 : Propulsion Torque Step Limitation logic :
P
A c c P e d _ tr q S u m U p L im D e s _ m p
A c c P e d _ d tr q U p L im _ m p
M N
D T
A c c P e d _ trq D e s A c t A c c P e d _ d tr q U p L im _ M A P
E n g _ d n A v rg
M X
A c c P e d _ d n M a x R m p _ C
P
>= 1
E n g _ n A v rg
A c c P e d _ n M a x R m p _ C
P
M N
C o D T _ tr q M in
P
A c c P e d _ d tr q D w n L im _ m p A c c P e d _ tr q S u m D w n L im D e s _ m p
C o n v C D _ s tC lth M N
-1
C O N V C D _ S T C L T H _ O P N _ B P G e tB it A c c P e d _ d tr q D w n L im _ M A P
P
0 D T
G e a r b x _ tr q D C lu C o E n g M a x A c c P e d _ s tP T S L E n a
T R Q _ Z E R O &
P
a c c p e d _ p r p tr q s tp lim _ 1 .d s f
F id _ A c c P e d _ P T S L _ m p .0
AccPed_trqDsAetAccPed_trqDsGeearx_sbtGerAacPd_edtrqUpLm_i mpcAPed_dtrqDwnLim_mpAcPed_dtrDwqnLim_pEng_dnArgvcAPed_dnaxMRmp_CngE_nAvrgcAPed_nMaxRmp_CCoD_trTCoMqnvCi D_stClhGt earb_txrqDCluEogMnaxFid_AcedP_PTSL_mpAccPed_stPTSLnaAcEcPe_dtrqUpLim_MAPAcedP_dtrqDwnLm_i MAP
Proportional torque step limitation for falling ramp The step limitation value AccPed_dtrqDwnLim_mp for falling ramp ( from the map AccPed_dtrqDwnLim_MAP)
is determined by the status of the gear group Gearbx_stGear (-2,-1,0,1,2,3,.....,16) and AccPed_trqDes. This
value is added with the allowed torque quantity AccPed_trqDes. If the average engine speed acceleration
Eng_dnAvrg is above the threshold AccPed_dnMaxRmp_C or if the average engine speed Eng_nAvrg is greater
than the allowed threshold AccPed_nMaxRmp_C, the calculation by the map is not used directly. In this case
minimum of CoDT_trqMin and ( AccPed_dtrqDwnLim_mp*DT + AccPed_trqDes ) is compared with the
current torque AccPed_trqDesAct demanded by the driver and the maximum value is set as the allowed
propulsion torque AccPed_trqDes.
accped_prptrqstplim.fm 21.12.2005
P_340 Y445 S00 746-V91 Confidential AccPed_PrpTrqStpLim - 121 -
DS-CV/EET Propulsion Torque Step Limitation Veh/VehMot/PrpBrk/Prp/AccPed
Proportional torque step limitation for rising ramp The step limitation value for the rising ramp (from the map AccPed_dtrqUpLim_MAP ) is determined by the
status of the gear group Gearbx_stGear(-2,-1,0,1,2,3,.....,16) and AccPed_trqDes . This value is added with
the allowed torque quantity AccPed_trqDes .The minimum of AccPed_trqDesAct and the sum
(AccPed_dtrqUpLim_mp *DT + AccPed_trqDes) is written to AccPed_trqDes.
ECU initialization 1. AccPed_trqDes= CoDT_trqMin

2. AccPed_stPTSLEna= TRUE (1)
Output values AccPed_trqDes: driver torque value of propulsion after step limitation Nm <SWORD>
AccPed_stPTSLEna: Enable status of the propulsion torque step limitation - <UBYTE>
Input values AccPed_trqDesAct: driver torque raw value of propulsion Nm <SWORD>

Eng_dnAvrg: average engine speed acceleration per sec. rpm/s <SWORD>
Gearbx_trqDCluCoEngMax: minimum torque of systemdegratation Nm <SWORD>
ConvCD_stClth: Clutch switch interface - <UBYTE>
Gearbx_stGear: gear information - <SBYTE>
Measuring points AccPed_dtrqUpLim_mp: Torque step limitation value for rising ramp from the map
AccPed_dtrqUpLim_MAP Nm/s <SWORD>

AccPed_dtrqDwnLim_mp: Torque step limitation value for falling ramp from the MAP
AccPed_dtrqDwnLim_MAP Nm/s <SWORD>
Fid_AccPed_PTSL_mp: measuring point for the function identifier Fid_AccPed_PTSL - <UBYTE>
AccPed_trqSumUpLimDes_mp: measuring point for AccPed_trqDes + AccPed_dtrqUpLim_mp*DT Nm
<SWORD>
AccPed_trqSumDwnLimDes_mp: measuring point for AccPed_trqDes + AccPed_dtrqDwnLim_mp*DT Nm
<SWORD>
Application parameters AccPed_dnMaxRmp_C: Maximum allowed threshold for engine speed acceleration<value>
AccPed_nMaxRmp_C: Maximum allowed threshold for engine speed<value>
AccPed_dtrqUpLim_MAP: Torque step limitation for rising ramp<map_individual>
AccPed_dtrqDwnLim_MAP: Torque step limitation for falling ramp<map_individual>
21.12.2005 accped_prptrqstplim.fm
- 122 - APPCD_Co Y445 S00 746-V91 Confidential P_340
Veh-VehMot-PrpBrk-Prp-AccPed-APPCD Accelerator pedal sensor DS-CV/EET
3.2.2.1.1.1 Accelerator pedal sensor (APPCD_Co)

CARTRONIC-Strutucre:Veh-VehMot-PrpBrk-Prp-AcPed-APPCD
Overview of the component The accelerator pedal evaluation is composed of two evaluation strategies. One evaluation is for the dual
analog accelerator pedal, and the other is for the potentiometer/switch accelerator pedal.
Based on the switch APPCD_swtAPPEvalVal_C, the system toggles between the dual analog accelerator
pedal (1) and the potentiometer/switch accelerator pedal (0).
Dual analog accelerator pedal When the dual analog accelerator pedal has been selected, the following sub-functions are calculated:
• Monitoring the signal voltage
• Evaluating the sensor supply voltage see “Monitoring of supply voltage (SSpMon_Co)” on page 386
• Providing the PT1 filtered APP value
• Providing the kickdown from the APP raw voltage value
• Intervention via the diagnostic tester. The intervention should also in the case of a dual analog evaluation.
The raw values of the APP1 and APP2 voltages (APP = Accelerator Pedal Position) are acquired, linearized,
submitted to a Signal Range Check and supplied as filtered and unfiltered accelerator pedal sensor signals
( APP1/APP2 evaluation). The results of APP1/APP2 are checked for plausibility.
In addition, the kickdown command of the driver is detected if an adjustable threshold is exceeded.
Filtered accelerator pedal sensor signal = f(accelerator pedal raw value position 1,
debounced clutch signal,
error status of sensor supply voltage)
Kickdown state of accelerator pedal = f(accelerator pedal raw value position 1,
accelerator pedal raw value position 2)
Figure 100 : Overview of dual analog accelerator pedal evaluation
S ig T s t_ r A P P C D
S S p M o n _ s tS S p E rr A P P C D _ r F lt
A P P C D _ u R a w A P P 1 A P P C D _ rA P P 1
E v a lu a tio n
A P P 1
C o n v C D _ s tC lth A P P C D _ r A P P 1 U n F lt
C a lc u la tin g
P la u s ib ility
c h e c k A P P C D _ r L in A P P 1
A P P C D _ r L in A P P 2
A P P C D _ u R a w A P P 2
E v a lu a tio n
A P P 2
A P P C D _ s tK ic k D o w n
K ic k d o w n
S ig T s t_ s tA P P C D K ic k D o w n d e te c tio n
a p p c d _ c o _ 1 0 0 .d s f
APPC_dDrAPP1UFlntAPPCDrA_P1APDCrA_P1UnFtAl PC_rDltAFPC_DrLinAP1APCD_rLinAP2APPCDs_tKickDonAwPCD_uRaAwP1APDC_uRawAP2ConvC_sDtClthSMpon_stSpEr
Potentiometer/switch accelerator pedal In the case of a potentiometer/switch accelerator pedal, the idle switch is used to check the plausibility of the
sensor.
When the potentiometer/switch has been selected, the following sub-functions are calculated:
• Monitoring the signal voltage
• Evaluating the sensor supply voltage see “Monitoring of supply voltage (SSpMon_Co)” on page 386
• Providing the PT1 filtered APP value
• Providing the debounced idle switch
• Providing the kickdown from the APP raw voltage value
• Limp home operation via idle switch for potentiometer or sensor supply SRC
• Intervention via the diagnostic tester. The intervention should also in the case of a dual analog evaluation.
The raw value of the APP1 voltage (APP = Accelerator Pedal Position) is acquired, linearised, submitted to
a SRC and supplied as filtered and unfiltered accelerator pedal sensor signal. Furthermore, the raw value of
the idle switch is acquired through a digital input, debounced and checked for plausibility using an APP1
value.
In addition, the kickdown demand of the driver is detected if an adjustable threshold is exceeded.
Filtered accelerator pedal sensor signal = f(accelerator pedal raw value position 1,
debounced clutch signal,
error status of sensor supply voltage)
Kickdown state of accelerator pedal = f(accelerator pedal raw value position 1,
accelerator pedal raw value idle switch)
appcd_co.fm 27.12.2005
P_340 Y445 S00 746-V91 Confidential APPCD_Co - 123 -
DS-CV/EET Accelerator pedal sensor Veh-VehMot-PrpBrk-Prp-AccPed-APPCD
Figure 101 : Overview of APPCD for potentiometer/switch evaluation
S S p M o n _ s tS S p E rr A P P C D _ r F lt
A P P C D _ u R a w A P P 1 A P P C D _ rA P P 1
E v a lu a tio n
A P P 1
C o n v C D _ s tC lth C a lc u la tin g A P P C D _ r A P P 1 U n F lt
P la u s ib ility
c h e c k A P P C D _ r L in A P P 1
A P P C D _ s tId lS w tR a w V a l
E v a lu a tio n
Id le s w itc h
A P P C D _ s tK ic k D o w n
K ic k d o w n
S ig T s t_ s tA P P C D K ic k D o w n d e te c tio n
a p p c d _ c o _ 2 0 0 .d s f
BrkC_DstPrSSsepMedon_stSpESrAPCD_uRawAP1CPnovCD_stClthPACD_stIdlSwRat wValAPCP_rFDtAl PCD_rAP1APC_rDAP1UnltFAPCD_drAP1UnFltAPC_DrLinPA1APPC_sDtKicDokwn
Structure of the component The dual analog accelerator pedal is described in the first section of this document, and the potentiometer/
switch accelerator pedal in the second.
Dual analog accelerator pedal
Figure 102 : APPCD overview
A P P C D _ u R a w A P P 1 A P P C D _ r L in A P P 1 A P P C D _ r F lt
A P P 1 C a lc u la tin g A P P C D _ r F lt
A P P C D _ u R a w A P P 2 P la u s ib ility c h e c k
A P P 2
S ig T s t_ s tA P P C D K ic k D o w n A P P C D _ s tK ic k D o w n
K ic k d o w n d e te c tio n
A D C M o n _ s tA D C M o n
T e s t im p u ls e a c tiv e G e tB it
a p p c d _ c o _ 0 3 .d s f
1 5
APPD_CuRaAwP1ACDuR_wAaP2APPCD_rFltACMDon_stADCMonPACDstK_ickowDnAPC_rDinLPA1APPCD_rLinAP2
Providing the accelerator pedal position (APP) The evaluation strategy is selected via the SW switch APPCD_swtAPPEvalVal_C. If the switch is TRUE, dual
analog evaluation is active.
The task of the component driver is to acquire the accelerator pedal position (APP) set by the driver.
For this purpose, both APP1 and APP2 analog voltages undergo an analog-digital conversion and are
available as raw voltage values APPCD_uRawAPP1 and APPCD_uRawAPP2.
The APP is determined from these voltage values by means of linearisation curves APPCD_rLinAPP1_CUR
and APPCD_rLinAPP2_CUR as a percentage of the maximum APP angle under a full load, APPCD_rLinAPP1
and APPCD_rLinAPP2. In addition, the differentiated value of the APP APPCD_drAPP1UnFlt is provided.
Figure 103 : Acquiring APP1
F id _ A P P 1 _ m p
G e tB it
0 fa ls e
a p p c d _ c o _ 5 .d s f
S R C A P P C D _ s tE rr1 _ m p
A P P C D _ u R a w A P P 1 A P P C D _ r L in A P P 1
A P P C D _ r L in A P P 1 _ C U R
Fid_PAAP1_mPCp_DstEr1_mr pAPCD_uRawAPP1PACD_rLinAPP1_URCPAPCD_rLnAi P1
The measuring point APPCD_stErr1_mp is described in figure 120 “Bit assignment of APPCD_stErr1_mp for
dual analog accelerator pedal” on page 138.
27.12.2005 appcd_co.fm

F id _ A P P 2 _ m p .0
a p p c d _ c o _ 6 .d s f
G e tB it
0 fa ls e
A D C M o n _ s tA D C M o n .B it1 5
APPC_uDRawAP2APCMDon_stACDMonPAPCDrL_inAP2_CUARPCD_rinALP2APPCD_stEr1_mpFid_AP2mp_
Calculating the filtered APP value
Figure 105 : Overview of the calculation of APPCD_rFlt
F id _ A P P 1 _ m p .0
G e tB it
0 fa ls e
F id _ A P P 2 _ m p .0
G e tB it
0 fa ls e d e fe c t
D fp _ A P P 1 _ m p >= 1
G e tB it
4 A P P C D _ s w tN o F lt_ C
P
D fp _ A P P 2 _ m p C o n v C D _ s tC lth &
G e tB it G e tB it
4 0
A P P C D _ s tE rr1 _ m p A P P p la u s te m p d e f
G e tB it
1 4
A P P C D _ S R C E rrIn fo _ m p te m p o ra ry fa ls e
d e fe c t
te m p o ra ry d e fe c t
>= 1
S S P M o n _ s tS S p E rr
ra m p e n d
A P P C D _ r L in A P P 1 ra m p s ta rt
c a lc u la tin g
A P P C D _ rA P P 1
c a lc u la tin g (to te s te r)
S ig T s t_ r A P P C D p a ra m e te r s e t
(fro m te s te r)
P T 1
A P P C D _ r F lt
0
(fro m te s te r)
T e s te r d e m a n d a c tiv e
a p p c d _ c o _ 7 .d s f
Fid_AP1_mpFidAP_P2_mpDfpAP_P1_pDmp_f PA2_mpADConMstA_DCoMnSpMon_stSpErrAPCDP_SRCErInfo_mpAPC_DstErr1_pAmPCD_APr P1UnFlAPt PCD_rLnAi P1APDCrFl_tConvCD_stClAPhPCD_swtNoltF_C
Remote control When tester demand active = 1 (TRUE) the values of APPCD_rFlt and APPCD_rAPP1UnFlt are not taken from
the driving software, but are taken from the tester(SigTst_rAPPCD)
When tester demand active = 0 (FALSE), the tester always obtains the current values of APPCD_rAPP1UnFlt,
from the driving software as the return value.
Tip: The tester can change the values of both APPCD_rFlt and APPCD_rAPP1UnFlt, but he can read the value of
APPCD_rAPP1UnFlt only with SigTst_rAPPCD.
Figure 106 : Calculating APPCD_rAPP1

d e fe c t
R a m p s ta rt
A P P C D _ d r H e a lR m p U p _ C A P P C D _ rA P P 1
0
A P P C D _ d r H e a lR m p D w n _ C
P A P P C D _ r A P P 1 U n F lt
0
p a ra m
x R A M P y
0 F U N C T . R a m p e n d
e n d
T 0 ix
a p p c d _ c o _ 1 2 .d s f
APPD_CrAP1UPAPFnPCDlt rL_nAi P1ADCMon_stADMConAPCD_rAPA1PC_dDrHelRapUm_pAPCPCDd_rHealRmpDn_wC
3-phase APP filter The filtering can be optionally switched off by using software switch APPCD_swtNoFlt_C if the clutch is
actuated. Depending on the direction of motion and applicable threshold values for the last filtered APP, the
following filter time constants are set:
Table 56: The following is applicable for a positive slope (unfiltered value > equals last filtered value):
Range Time constant
APPCD_rFlt < APPCD_rThrFltLowPos_C APPCD_tiLowPosPT1_C
APPCD_rFlt < APPCD_rThrFltMidPos_C APPCD_tiMidPosPT1_C
APPCD_rFlt ≥ APPCD_rThrFltMidPos_C APPCD_tiUppPosPT1_C
Table 57: The following is applicable for a negative slope (unfiltered value < equals last filtered value):
Range Time constant
APPCD_rFlt < APPCD_rThrFltLowNeg_C APPCD_tiLowNegPT1_C
APPCD_rFlt < APPCD_rThrFltMidNeg_C APPCD_tiMidNegPT1_C
APPCD_rFlt ≥ APPCD_rThrFltMidNeg_C APPCD_tiUppNegPT1_C
Figure 107 : Defining the parameter set for the PT1 filter
A P P C D _ r F lt
!
&
A P P C D _ r T h r F ltL o w N e g _ C
P
&
A P P C D _ r T h r F ltM id N e g _ C
P
A P P C D _ tiU p p N e g P T 1 _ C
P
A P P C D _ tiM id N e g P T 1 _ C
P
A P P C D _ tiL o w N e g P T 1 _ C
P
&
A P P C D _ r T h r F ltL o w P o s _ C
P
&
A P P C D _ r T h r F ltM id P o s _ C
P
A P P C D _ tiU p p P o s P T 1 _ C
P
A P P C D _ tiM id P o s P T 1 _ C P a ra m e te r s e t
P
A P P C D _ tiL o w P o s P T 1 _ C
P
a p p c d _ c o _ 8 .d s f
APPD_CrAP1UPAPFnPCDlt rF_tAPl PCD_tiUpNegPT_C1PACD_tiUpPsPoT1_CAPPC_rDhrFTltMidPos_CPAPCD_rThrFltLoPows_CAPPCDrT_hrFltMidNe_CgPACDrT_hrFltLoweNg_CPADCtiL_wPoosPT1_CAPC_tDMidPosTP1_CPACDtiL_owNgPeT1_ACPC_tDiMdegNPT1C_
Kickdown detection If the APP1 raw voltage values (APPCD_uRawAPP1) and APP2 (APPCD_uRawAPP2 x 2) exceed the applicable
threshold APPCD_uKickDownHighAPP1_C and APPCD_uKickDownHighAPP2_C, the kickdown demand
APPCD_stKickDown of the driver is recognized. Below the thresholds APPCD_uKickDownLowAPP1_C and
APPCD_uKickDownLowAPP2_C, the kickdown status is reset.
Kickdown detection is not updated during a test pulse and the last valid kickdown value is output.
Kickdown is not detected in the following defects:

• Inhibiting a FID (Fid_APP1_mp or Fid_APP2_mp)
• Permanent defect (SRC or plausibility) of a sensor (Dfp_APP1_mp or Dfp_APP2_mp)
• Temporary defect (plausibility) of a sensor (APPCD_stErr1_mp)
• Temporary defect (SRC) of a sensor (APPCD_SRCErrInfo_mp)
• Sensor supply voltage temporarily defective
(see “Monitoring of supply voltage (SSpMon_Co)” on page 386)
• ADC temporarily defective (ADCMon_stADCMon)
Figure 108 : Overview of kickdown detection
F id _ A P P 1 _ m p .0
G e tB it
0 fa ls e
F id _ A P P 2 _ m p .0
G e tB it
0 fa ls e
D fp _ A P P 1 _ m p
G e tB it
4
G e tB it
4
A P P C D _ s tE rr1 _ m p A P P p la u s te m p d e f >= 1
G e tB it
1 4
A P P C D _ S R C E rrIn fo _ m p
S S p M o n _ s tS S p E rr
A P P C D _ u K ic k D o w n L o w A P P 2 _ C
P
A P P C D _ u K ic k D o w n H ig h A P P 2 _ C
P
T e s te r d e m a n d
2 a c tiv e
P
&
P A P P C D _ s tK ic k D o w n
fa ls e
S ig T s t_ s tA P P C D K ic k D o w n
(to te s te r)
(fro m te s te r)
a p p c d c o 9 .d s f
Fid_AP1_mpFidAP_P2_mpDfpAP_P1_pDmp_f PA2_mpAPC_DtErsr1_pAmPCD_SRCErInfo_mpSpMon_sSt pErrADMoCn_stADMConAPCD_RauwAP2PACD_stKcki DownAPC_uDRawAPP1APD_CuKickDownowLAPP2_CAPPC_uDKickDownHghi PA2_CAPPCDuK_cki DownLowAP1_CAPD_CuKickDownHigAPhP1_C
Remote control When tester demand active = 1 (TRUE) the value from the driving software is not taken, but rather the value
from the tester (SigTst_stAPPCDKickDown).
When tester demand active = 0 (FALSE), the tester always obtains the current value from the driving software
as the return value.
Behaviour during an active idle test pulse In an active idle test pulse in normal operation, the following actions are either carried out or not:
• No ADC acquisition of APP2 ( i.e., no error handling of APP2, and APPCD_rLinAPP2 is frozen)
• Freezing of APPCD_rAPP1UnFlt.
• Inhibiting kickdown detection APPCD_stKickDown. Freezing the last state.
• Plausibility range is not calculated. The last valid value of APPCD_uDiffMax_mp is frozen.
• Error path Dfp_APP2_mp is not updated.
Selection of hardware pins Analog signals can be selected using application parameters APPCD_numAdcAPP1_C and
APPCD_numAdcAPP2_C. This should only be done after consulting a specialist.
Potentiometer/switch accelerator pedal

Figure 109 : APPCD overview
C a lc u la tin g A P P C D _ r F lt
A P P 1 A P P C D _ r F lt
A P P C D _ s tId lS w tD e b V a l
A P P C D _ s tId lS w tR a w V a l P la u s ib ility c h e c k
Id le s w itc h
A P P C D _ s tK ic k d o w n
K ic k d o w n d e te c tio n
G e tB it
T e s t im p u ls e a c tiv e
a p p c d _ c o _ 2 3 .d s f
1 5
BrkC_DstPrAPsePCedD_uRaAPwP1APCD_stIdlSwRat wValADCMon_tADsMConAPD_CrLinAP1APPC_DstIdlSwtDebValPACD_rFltAPCDPst_KickDown
Providing the accelerator pedal position (APP) The evaluation strategy is selected via the SW switch APPCD_swtAPPEvalVal_C. If the switch is FALSE, the
potentiometer/switch is active.
The task of the component driver is to acquire the accelerator pedal position (APP) set by the driver.
For this purpose, the present analog APP1 voltage is converted from analog to digital and is supplied as the
raw voltage value APPCD_uRawAPP1.
The APP is determined from the voltage value by means of the linearisation curve APPCD_rLinAPP1_CUR as
a percentage of the maximum APP angle at full load, APPCD_rLinAPP1. In addition, the difference between
both values last used is provided in APPCD_drAPP1UnFlt.
The raw idle switch signal is debounced using both parameters APPCD_tiDebPosIdlSwt_C
andAPPCD_tiDebNegIdlSwt_C and is supplied as APPCD_stIdlSwtDebVal.
Table 58: Meaning of APPCD_stIdlSwtDebVal
APPCD_stIdlSwtDebVal Status
FALSE Full throttle
TRUE Low idle

F id _ A P P 1 _ m p
G e tB it
0 fa ls e
a p p c d _ c o _ 5 .d s f
Fid_PAAP1_mPCp_DstEr1_mr pAPCD_uRawAPP1PACD_rLinAPP1_URCPAPCD_rLnAi P1
Figure 111 : Idle switch acquisition
A P P C D _ s tId lS w tIn v In _ C
P
a c tiv e
A P P C D _ tiD e b N e g Id lS w t_ C
A P P C D _ tiD e b P o s Id lS w t_ C
A P P C D _ s tId lS w tR a w V a l
A P P C D _ s tId lS w tV a l A P P C D _ s tId lS w tD e b V a l
x y
S ig T s t_ s tA P P C D S ig T s t_ s tA P P C D
a p p c d _ c o _ 2 6 .d s f
(fro m te s te r) (to te s te r)
APPD_CstIdSwl tInvAPIn_PCDs_tIdlSwtRawValAPD_CstIdlSwtValAPDCstI_dlSwtDeVablAPPC_tiDDebegNIdlSwt_CAPPC_tDiDebPosIdlSt_wC
from the tester (SigTst_stAPPCD).
Calculating the filtered APP value When no error is present in the system, APPCD_rFlt is calculated from APPCD_rLinAPP1 through a PT1
filter.
If there is a plausibility error, the last valid value is frozen, i.e., APPCD_rAPP1 = APPCD_rLinAPP1.
If there is a temporary SRC error in the potentiometer, or an SRC error in the sensor power supply, the
minimum of the last four values is frozen (see “Calculating APPCD_rAPP1” on page 125). In this case, the
minimum is formed from the last four values to prevent invalid values (SRC high error).
If one of the above mentioned errors is permanent, the APPCD_rFlt is immediately set to 0%. The ramp is
also switched to active through an RS flip flop for the duration of the error. Default values APPCD_rFlt are
only switched through the ramp in order to avoid setpoint jumps. In the event of an error, the PT1 filter is
bypassed.
When there is only one SRC error in the potentiometer or in the sensor power supply, the emergency function
can be switched to active. APPCD_stSubFctRel_mp = TRUE means that the limp home operation has been
released. FALSE means no limp home operation allowed. Release occurs when the following conditions are
met:
• Brake not securely pressed
• The application parameter APPCD_swtSubFctRel_C = 1 is used to select the limp home operation.
• A potentiometer or sensor supply SRC error is present.
• The idle switch has detected low idle APPCD_stIdlSwtDebVal = TRUE once.
Under the condition, APPCD_stSubFctRel_mp = TRUE and idle switch at full load (APPCD_stIdlSwtDebVal
= FALSE), the default value APPCD_rSubVal_C for APPCD_rFlt can be applied.
The intervention via the low idle test pulse must be applied inactive (a low idle test pulse is not required for
the potentiometer/switch evaluation, as there are separate signal paths, i.e., analog and digital).
The value of APPCD_rFlt can be stipulated directly via a diagnostic tester.
Figure 112 : Overview of the calculation of APPCD_rFlt
F id _ A P P 1 _ m p .0
3 h e x
!
G e tB it
0 fa ls e
A P P C D _ s w tS u b F c tR e l_ C = 1 r e le a s e o f
D fp _ A P P 1 _ m p P
r e d u n d a n t d r iv in g A P P C D _ s tS u b F c tR e l_ m p A P P C D _ s tS u b F c tR e l
o n ly S R C - e r r o r &
G e tB it >= 1
1 tru e Id le s w itc h v a lid a te d
D fp _ A P P 1 _ m p ( r e c o g n itio n o n c e a tim e o f id le
! p o s itio n )
G e tB it
0 tru e
A P P C D _ s tId lS w tD e b V a l = 1 &
F id _ A P P 1 _ m p .0
G e tB it
0 fa ls e
d e fe c t
D fp _ A P P 1 _ m p >= 1
r a m p a c tiv e
G e tB it C o n v C D _ s tC lth
4
>= 1
A P P C D _ s w tN o F lt_ C &
P
G e tB it
1 4
A P P C D _ S R C E rrIn fo _ m p fa ls e
te m p o ra ry
d e fe c t
>= 1
S S P M o n _ s tS S p E rr
te m p o ra ry d e fe c t ra m p e n d
ra m p s ta rt
s e e a ls o
c a lu la tio n o f
c a lc u la tin g
p a ra m e te r s e t (to te s te r)
(fro m te s te r)
P T 1
A P P C D _ d rR m p U p _ C
A P P C D _ d rR m p D w n _ C
P
p a ra m
x R A M P y
F U N C T .
e n d A P P C D _ r F lt
T 0 ix
0
0
r e c o g n itio n o n c e (fro m te s te r)
A P P C D _ r A P P 1 U n F lt= = 0
T e s te r d e m a n d a c tiv e
a p p c d _ c o _ 2 7 .d s f
Fid_AP1_mpDfpAP_P1_mpADCoMn_sADt MConAPC_sDtErr1_mpAPC_DSRCErInfo_mpSpMo_sntSpErPACD_rLnAPi P1APCD_tIdslSwtDeVablAPPCDrA_P1UnltBFrkCD_sPret sedAPPCD_swtSbFuctRel_CConCvD_stClhAPPCDsw_tNoFlt_CAPC_sDtSubFctRel_mpAPPCD_rFltAPC_dDrRmpUp_CPACD_drmpRDwn_C
Remote control When tester demand active = 1 (TRUE) the values of APPCD_rFlt and APPCD_rAPP1UnFlt are not taken from
the driving software, but are taken from the tester(SigTst_rAPPCD)
When tester demand active = 0 (FALSE), the tester always obtains the current values of APPCD_rAPP1UnFlt,
from the driving software as the return value.
Tip: The tester can change the values of both APPCD_rFlt and APPCD_rAPP1UnFlt, but he can read the value of
APPCD_rAPP1UnFlt only with SigTst_rAPPCD.
Figure 113 : Calculating APPCD_rAPP1

d e fe c t
R a m p s ta rt
A P P C D _ s tId lS w tD e b V a l = 0
A P P C D _ d rR m p U p _ C A P P C D _ r A P P 1 U n F lt
A P P C D _ s tS u b F c tR e l_ m p &
A P P C D _ d rR m p D w n _ C
r e le a s e o f r e d u n d a n t d r iv in g P
p a ra m
0 % x R A M P y
F U N C T . R a m p e n d
A P P C D _ r S u b V a l_ C e n d
P
T 0 ix
M N
a p p c d _ c o _ 2 2 .d s f
ADConM_stDCAAPoMPCn_rDinALP1APPCD_stIdlStDwbVealAPCD_rubSVal_CAPC_DdrRpUm_CpPACDP_drRmpDwn_CPAPCD_rAP1PAPCDrA_P1nUFltSSpMon_stSSpErAPC_sDSut bFcRet l_mp
3-phase APP filter The filtering can be optionally switched off by using software switch APPCD_swtNoFlt_C if the clutch is
actuated. Depending on the direction of motion and applicable threshold values for the last filtered APP, the
following filter time constants are set:
Table 59: The following is applicable for a positive slope (unfiltered value > equals last filtered value):
Range Time constant
APPCD_rFlt < APPCD_rThrFltLowPos_C APPCD_tiLowPosPT1_C
APPCD_rFlt < APPCD_rThrFltMidPos_C APPCD_tiMidPosPT1_C
APPCD_rFlt ≥ APPCD_rThrFltMidPos_C APPCD_tiUppPosPT1_C
Table 60: The following is applicable for a negative slope (unfiltered value < equals last filtered value):
Range Time constant
APPCD_rFlt < APPCD_rThrFltLowNeg_C APPCD_tiLowNegPT1_C
APPCD_rFlt < APPCD_rThrFltMidNeg_C APPCD_tiMidNegPT1_C
APPCD_rFlt ≥ APPCD_rThrFltMidNeg_C APPCD_tiUppNegPT1_C
Figure 114 : Defining the parameter set for the PT1 filter
A P P C D _ r F lt
!
&
A P P C D _ r T h r F ltL o w N e g _ C
P
&
A P P C D _ r T h r F ltM id N e g _ C
P
A P P C D _ tiU p p N e g P T 1 _ C
P
A P P C D _ tiM id N e g P T 1 _ C
P
A P P C D _ tiL o w N e g P T 1 _ C
P
&
A P P C D _ r T h r F ltL o w P o s _ C
P
&
A P P C D _ r T h r F ltM id P o s _ C
P
A P P C D _ tiU p p P o s P T 1 _ C
P
A P P C D _ tiM id P o s P T 1 _ C P a ra m e te r s e t
P
A P P C D _ tiL o w P o s P T 1 _ C
P
a p p c d _ c o _ 8 .d s f
APPC_rDAP1UnltAFPCD_rFltPACDtiU_pNgPeT1_ACPC_tDUpi PoPTs1_CAPCD_rThrFltMidosP_CAPD_CrThrFltowLPos_CAPD_CrThrFltMidNeg_CAPCD_rThltLFowNegCA_PCD_tiLowPosPT_C1PAPCD_tiMidPosPT1_CAPC_tDiLowNegPT1_CPACD_tiMidNgPe1_TC
Intervention via a diagnostic tester. When the test request is TRUE, the value APPCD_rFlt is set to the default value SigTst_rAPPCD. If the test
request is FALSE, the normal APP value is calculated.
Kickdown detection If the APP1 raw voltage value (APPCD_uRawAPP1) exceeds the applicable threshold
APPCD_uKickDownHighAPP1_C and if the idle switch APPCD_stIdlSwtDebVal is in the full load position
(FALSE), the driver's kickdown demand APPCD_stKickDown is detected. Below the threshold
APPCD_uKickDownLowAPP1_C, the kickdown status is reset.
Kickdown is not detected in the following defects:
• Inhibiting the via Fid_APP1_mp
• Permanent defect (SRC or plausibility) of a sensor (Dfp_APP1_mp)
• Temporary plausibility defect of a sensor (APPCD_stErr1_mp)
• Temporary defect (SRC) of a sensor (APPCD_SRCErrInfo_mp)
• Sensor supply voltage temporarily defective
(see “Monitoring of supply voltage (SSpMon_Co)” on page 386)
• ADC temporarily defective (ADCMon_stADCMon)
Figure 115 : Overview of kickdown detection

F id _ A P P 1 _ m p .0
G e tB it
0 fa ls e
G e tB it
4
>= 1
G e tB it
1 4
fa ls e a c tiv e
A P P C D _ s tId lS w tD e b V a l
P
&
P A P P C D _ s tK ic k D o w n
fa ls e
a p p c d _ c o _ 2 9 .d s f (to te s te r)
(fro m te s te r)
Fid_PADf1_mp_AP1_mpAPC_sDtEr1_mpAPC_SDRCErI nfo_mpSpMon_stSprEDCAoM_sntADMoCnAPCD_stIdlwtSDebValAPPCD_KuickDwnoLoAPwAPP1_PCD_uicKkDonHwghi PAP1_CAPPCDu_RawPA1APC_sDtKikDcown
from the tester (SigTst_stAPPCDKickDown).
Behaviour during an active idle test pulse
Hint: The idle test pulse should not be performed during the potentiometer/switch accelerator pedal evaluation.
The function should be inactive by application. This occurs by applying labels ADCMon_tiSendTstImp_C,
ADCMon_uTstImpSRCMax_C and ADCMon_DebTstImpDef_C at their maximum possible values.
Selection of hardware pins The analog signal can be selected using application parameter APPCD_numAdcAPP1_C. This should only be
done after consulting a specialist. The idle switch is read in over the applicable digital input
APPCD_numDioInLIS_C.
Monitoring
General
Dual analog accelerator pedal The following monitoring is carried out or taken into consideration:
ADC monitoring This monitoring occurs in ADCMon.
See “ADC monitoring (ADCMon)” on page 1961.
Monitoring the sensor supply voltage: This monitoring occurs in SSpMon. The error status of the sensor supply voltages is taken from
SSpMon_stSSpErr. The error information from the associated sensor supply voltage is selected using
APPCD_SSpMonAPP1_C andAPPCD_SSpMonAPP2_C.
See “Monitoring of supply voltage (SSpMon_Co)” on page 386
Monitoring the sensor signal voltage • Signal range high see “Analog signal evaluation (AdcCD)” on page 2410
• Signal range low see “Analog signal evaluation (AdcCD)” on page 2410
The signal range check high/low is not executed when:
• the monitoring function is not authorised to be executed due to Fid_APP1_mp or Fid_APP2_mp.
Plausibility The APP1 to APP2 signal voltage ratio is 2:1.
If the difference between the APP1 signal voltage and twice the APP2 signal voltage exceeds an applicable
threshold, a plausibility error is detected.
APPCD_uRawDiff_mp = |APPCD_uRawAPP1 - 2x APPCD_uRawAPP2| > maximum admissible window
(APPCD_uDiffMax_mp)
The max. permissible plausibility window is set for 3 ranges depending upon the APP1 and APP2 unfiltered
value. To select the ranges, the linearised APP1 AND the linearised APP2 must satisfy the condition listed
below.
• Lower range
0% <lin. value < APPCD_rPlaWinLowIdleXLow_C
• Middle range:
APPCD_rPlaWinLowIdleXHigh_C < lin. value < APPCD_rPlaWinParLoadXLow_C
• Upper range:
APPCD_rPlaWinParLoadXHigh_C < lin. value < 100%
The maximum admissible plausibility windows can be set as follows:

• Lower range:
APPCD_uPlaWinIdle_C
• Middle range:
APPCD_uPlaWinPar_C
• Upper range:
APPCD_uPlaWinFull_C
The plausibility check is not carried out if:
• the monitoring function is not authorised for execution due to one of the two FIDs Fid_APP1_mp or
Fid_APP2_mp.
• a permanent defect of the sensor signal SRC error is present
• plausibility is not possible since the window is not within the monitoring range.
(See APPCD_u0PrcAPP1_mp and APPCD_u0PrcAPP2_mp in figure 116 “Overview of the plausibility test” on
page 132) .
Hint: In potentiometer technology, accelerator pedal sensor's transition resistance is possible due to carbon de-
posits which are formed during pedal stops at low idle. In order for this not to lead to a plausibility error,
the current raw voltage value at APP = 0% is determined at each reset. If the APP1 and APP2 raw voltage
values are less than the minimum values determined at starting, a plausibility check is not allowed.
Hint: For accelerator pedal sensors in noncontact technology, this monitoring may not be carried out. In order
to guarantee this, the accelerator sensor configuration must be adjusted by the APPCD_stCfgAccPed_C
switch.
Potentiometer technology: APPCD_stCfgAccPed_C = 0
No touch technology: APPCD_stCfgAccPed_C = 1
Figure 116 : Overview of the plausibility test
A P P C D _ u R a w A P P 1 A P P C D _ D e b P la D e f_ C
| x | A P P C D _ u R a w D iff_ m p A P P C D _ D e b P la O k _ C D fp _ A P P 1 _ m p
re p o rt
D fp
A P P C D _ u R a w A P P 2 e rro r
& d e b o u n c in g
2 D fp _ A P P 2 _ m p
A P P C D _ r L in A P P 1 A P P C D _ u D iffM a x _ m p re p o rt
D fp
A P P C D _ r L in A P P 2 P la u s ib ility
ra n g e
A P P C D _ s tC fg A c c P e d _ C
P
A P P C D _ u 0 P rc A P P 1 _ m p
&
A P P C D _ u 0 P rc A P P 2 _ m p
0
F id _ A P P 1 _ m p .0
G e tB it
0 fa ls e
F id _ A P P 2 _ m p .0
G e tB it
0 fa ls e >= 1 !
a p p c d _ c o _ 1 0 .d s f
d e fe c t
APPC_uDRawDif_mf pAPPCDu_awRAPA2CMDon_stACDMonAPDC_rLnAPi P2APPD_CrLinAPAPPC1D_uDiffMax_mpDfp_AP2_mpDfp_AP1_mpAPPCD_u0PrcAP1_mpAPCD_u0PcAr P2_mpFid_APP2_pmFid_AP1_mpAPC_DSRCrEnfoI _mpPAPCDst_CfgcAPedCA_PC_DuRaAPwP1PACDDe_bPlaefD_CAPCD_ebDPlak_OC
Figure 117 : Defining the plausibility range

!
A P P C D _ r P la W in P a r L o a d X L o w _ C
A P P C D _ r P la W in P a r L o a d X H ig h _ C
A P P C D _ r P la W in P a r L o a d X L o w _ C &
A P P C D _ r P la W in P a r L o a d X H ig h _ C &
!
A P P C D _ r P la W in L o w Id le X L o w _ C &
A P P C D _ r P la W in L o w Id le X H ig h _ C
&
A P P C D _ r P la W in L o w Id le X L o w _ C
A P P C D _ r P la W in L o w Id le X H ig h _ C
& !
A P P C D _ u P la W in Id le _ C
P
A P P C D _ u P la W in P a r _ C
A P P C D _ u D iffM a x _ m p
P
A P P C D _ u P la W in F u ll_ C
P
a p p c d _ c o _ 1 1 .d s f
APPD_CrLinAPPAPC2D_rLinPA1APPCD_uDifMaxm_pAPPCD_uPlaWinFul_CAPPC_uDPlaWindleI _CAPCD_uPlaWinParCA_CDMon_stDCAoMnAPPC_rPDlaWinPrLaoadXLo_CwPAPCDrP_laWinParLoadXHig_ChPACDP_rPaWl inLoIdwleXowL_CAPCD_Plar WinowLIdlXHeghi C_
Potentiometer/switch accelerator pedal The following monitoring is carried out or taken into consideration:
ADC monitoring This monitoring occurs in ADCMon.
See “ADC monitoring (ADCMon)” on page 1961.
Monitoring the sensor supply voltage: This monitoring occurs in SSpMon. The error status of the sensor supply voltages is taken from
SSpMon_stSSpErr. The error information from the associated sensor supply voltage is selected using
APPCD_SSpMonAPP1_C.
See “Monitoring of supply voltage (SSpMon_Co)” on page 386
Monitoring the sensor signal voltage • Signal range high see “Analog signal evaluation (AdcCD)” on page 2410
• Signal range low see “Analog signal evaluation (AdcCD)” on page 2410
The signal range check high/low is not executed when:
• the monitoring function is not authorised to be executed due to Fid_APP1_mp.
Plausibility check of idle switch <-> APP1 The plausibility test checks the consistency between the idle switch APPCD_stIdlSwtVal and the raw value
of the accelerator pedal sensor APPCD_uRawAPP1. It can be switched on and off via
APPCD_stActvPlausAPP_C.
When APPCD_uRawAPP1 is below the threshold value APPCD_uLowLimLowIdle_C, the idle switch must be in
the low idle position (APPCD_stIdlSwtVal = TRUE). Above the threshold value APPCD_uHighLimLowIdle_C,
the idle switch must be in the full load position (APPCD_stIdlSwtVal = FALSE).
Application labels APPCD_uLowLimLowIdle_C and APPCD_uHighLimLowIdle_C are transmitted in the
messages bearing the same names, APPCD_uLowLimLowIdle and APPCD_uHighLimLowIdle, during control
unit initialization.
The plausibility check is not carried out if:
• the monitoring function is not authorised to be executed due to FID Fid_APP1_mp,
• a temporary or permanent defect of the sensor signal SRC errors is present, i.e. Dfp_APP1_mp .0 or .1
= TRUE.
• a temporary or permanent ADC error Dfp_ADCMon_mp is present,
• a temporary or permanent sensor supply voltage defect is present
see “Monitoring of supply voltage (SSpMon_Co)” on page 386
• plausibility testing is OFF (APPCD_stActvPlausAPP_C = FALSE).
• there is an ADCMon test pulse, see “ADC monitoring (ADCMon)” on page 1961. The value is frozen.
Figure 118 : Overview of the plausibility test

A D C M o n _ s tA D C M o n .b it1 5
A P P C D _ s tA c tv P la u s A P P _ C
P
A P P C D _ s tId lS w tV a l = T R U E
& &
A P P C D _ u R a w A P P 1 >= 1 D fp _ A P P 1 _ m p .3
& E rro r
A P P C D _ u H ig h L im L o w Id l_ C A P P C D _ u H ig h L im L o w Id l d e te c tio n
P
A P P C D _ s tId lS w tV a l = F A L S E A P P C D _ D e b P la D e f_ C
&
A P P C D _ u L o w L im L o w Id l_ C A P P C D _ u L o w L im L o w Id l
P
F id _ A P P 1 _ m p .0
G e tB it
0 fa ls e
d e fe c t
A D C M o n _ s tA D C M o n >= 1
!
d e fe c t
d e fe c t
a p p c d _ c o _ 3 0 .d s f
ADCMon_stACMDonAPCDstA_tvcPlauAPsP_APCPCDs_tIdlSwtVlAaPC_uDRawAPP1APPCD_HiughLimLwIoAPdle_CP_uDHighLimLoIdwleAPC_uDLowLimLowIdle_CPACD_uLwLoimLowIdleFid_AP_m1pAPCD_RCSErnfoI _mpSpoMn_stSpErPADC_DebPlaDef_Cfp_DAPP1_mp
Error paths
Dfp-table 4: Dfp_APP1.Npl
Defect Synchronism error between APP1 and APP2
detection
Healing When the error condition is omitted
Substitute Limiting the APP value to 0% and increasing the low idle setpoint speed to AccPed_nErr_C
function
test frequency
Defect APPCD_DebPlaDef_C
detection time
Duration of APPCD_DebPlaOk_C
healing time
Dfp-table 5: Dfp_APP1.Min
Defect SRC low for accelerator pedal sensor 1 when APPCD_uRawAPP1 is less than the threshold
detection APPCD_uAPP1_SRCMin_C
function
test frequency
Defect APPCD_DebSRCLowDef_C
detection time
Duration of APPCD_DebSRCLowOk_C
healing time
Dfp-table 6: Dfp_APP1.Max
Defect SRC high for accelerator pedal sensor 1 when APPCD_uRawAPP1 is greater than the threshold
detection APPCD_uAPP1_SRCMax_C
function
test frequency
Defect APPCD_DebSRCHighDef_C
detection time
Duration of APPCD_DebSRCHighOk_C
healing time
Defect Synchronism error between APP1 and APP2
detection
function

test frequency
detection time
healing time
Defect SRC low for accelerator pedal sensor 1 when APPCD_uRawAPP2 is less than the threshold
detection APPCD_uAPP2_SRCMin_C
function
test frequency
detection time
healing time
Defect SRC high for accelerator pedal sensor 2 when APPCD_uRawAPP2 is greater than the threshold
function
test frequency
detection time
healing time

Defect Plausibility error between sensor and idle switch
detection
Healing The accelerator pedal must have detected both full load and idle plausibly at least once.
Substitute Limiting the APP value to 0% and increasing the low idle setpoint speed to AccPed_nErr_C,
function applicable via Fid_AccPed_mp.
test frequency
detection time
healing time

Defect SRC-Low for APP when APPCD_uRawAPP1 is less than the threshold APPCD_uAPP1_SRCMin_C
detection
Substitute Increasing the low idle setpoint speed to AccPed_nErr_C. In addition, the APP1 value is switched
function over to the default value APPCD_rSubVal_C based on the idle switch when the application switch
APPCD_swtSubFctRel_C is set to TRUE.
test frequency
detection time
healing time

Defect SRC-High for APP when APPCD_uRawAPP1 is greater than the threshold
Substitute Increasing the low idle setpoint speed to AccPed_nErr_C. In addition, the APP1 value is switched
function over to the default value APPCD_rSubVal_C via a ramp, based on the idle switch when the
application switch APPCD_swtSubFctRel_C is set to TRUE.
test frequency
detection time
healing time
Substitute function
Function substitution in the event of APP/ADC er- The last valid unfiltered APP1 value is frozen if the following temporary errors are detected:
ror: • APP1 sensor supply voltage temporarily defective
• APP2 sensor supply voltage temporarily defective
see “Monitoring of supply voltage (SSpMon_Co)” on page 386
• APP1 sensor signal voltage temporarily defective (SRC and plausibility)
• APP2 sensor signal voltage temporarily defective (SRC and plausibility)
• ADC temporarily defective - see ADCMon_stADCMon
If the following permanent errors are detected,
• error occurs in Fid_APP1_mp or Fid_APP2_mp
• error occurs in sensor voltage Dfp_APP1_mp or Dfp_APP2_mp
then:
the unfiltered and filtered APP1 value is set to the fixed default = 0 %.
Further substitute functions are controlled through the FID Fid_AccPed_mp (e.g. increase on low idle setpoint
speed).
Error healing If an APP1 or APP2 error is finally healed, i.e. elapsed error healing time, the program switches from default
0 % to the current APP value via a ramp with the following applicable slope:
• positive slope: APPCD_drHealRmpUp_C
• negative slope: APPCD_drHealRmpDwn_C (Label invalid and no applicable!)
See also figure 105 “Overview of the calculation of APPCD_rFlt” on page 124.
Further substitute functions are controlled through the FID Fid_AccPed_mp (e.g. increase on low idle setpoint
speed).
Function substitution in the event of temporary The last valid unfiltered APP1 value is frozen if the following temporary errors are detected:
APP/ADC errors: • APP1 sensor supply voltage temporarily defective
see “Monitoring of supply voltage (SSpMon_Co)” on page 386.
• APP1 sensor signal voltage temporarily defective (SRC or plausibility test)
• ADC temporarily defective - see ADCMon_stADCMon
Further substitute functions are controlled through Fid_AccPed_mp (e.g. increase of low idle setpoint speed).
Function substitution in the event of permanent If a permanent SRC error is detected in Fid_APP1_mp or Dfp_APP1_mp, the APP1 value is set to 0%. The
APP SRC error (sensor and power supply): switch APPCD_swtSubFctRel_C can be used to activate the limp home function via the idle switch. The ramp
is switched to active as soon a permanent error occurs in the accelerator pedal.
The limp home function is released when the following conditions are active:
• Only one SRC error may be present Dfp_APP1_mp, bit 0=TRUE or bit 1 =TRUE, or Fid_APP1_mp bit 0
=FALSE.
• The brake (BrkCD_stPressed must not be actuated. If the brake is actuated, it must be assumed that the
idle switch is defective and the driver can deactivate the substitute function this way.
• APPCD_swtSubFctRel_C = TRUE.
• The idle switch must have detected (validated) low idle APPCD_stIdlSwtDebVal = TRUE once.
• The default value for the limp home operation APPCD_rSubVal_C is applied when the idle switch switches
to full load APPCD_stIdlSwtDebVal = FALSE. The default value is 0% when the idle switch is switched to
TRUE. The default values are always run through the ramps APPCD_drRmpUp_C and APPCD_drRmpDwn_C.
Substitution function in the event of permanent If there is a plausibility error, the limp home operation is not possible. Further substitute functions are
APP plausibility error: controlled through Fid_AccPed_mp (e.g. increase of low idle setpoint speed).
Error healing of the APP plausibility error: The plausibility error is healed when both signals are mutually plausible in low idle and full load.
• The idle switch must be at low idle (APPCD_stIdlSwtVal = TRUE) once and the raw voltage value
APPCD_uRawAPP1 must be less than APPCD_uLowLimLowIdle_C once.
AND in a following step
• the idle switch must be at full load (APPCD_stIdlSwtVal = FALSE) when the raw voltage value is greater
than APPCD_uHighLimLowIdle_C.
In this case, the sequence does not matter. The error is considered to be permanently healed when the
healing time APPCD_DebPlaOk_C has expired. The system then changes from the default value to the current
APP value over the ramp. The ramp has the following applicable slopes:
• positive slope: APPCD_drRmpUp_C
• negative slope: APPCD_drRmpDwn_C
Figure 119 : Overview of the healing of a plausibility error
A P P C D _ u H ig h L im L o w Id le _ C A P P C D _ u H ig h L im L o w Id le
P
A P P C D _ s tId lS w tV a l = F A L S E &
D fp _ A P P 1 _ m p .3 = 1
!
A P P C D _ u R a w A P P 1 D fp _ A P P 1 _ m p .3
& E r r o r h e a lin g
A P P C D _ u L o w L im L o w Id le _ C A P P C D _ u L o w L im L o w Id le
P
A P P C D _ D e b P la O k _ C
A P P C D _ s tId lS w tV a l = T R U E &
D fp _ A P P 1 _ m p .3 = 1
! a p p c d _ c o _ 3 1 .d s f
APPC_uDRawAP1APPCD_uHigLihmLoIdwle_APCPCDu_HighLimLowIdlAPePCD_stIdlSwtValDfp_AP1_mpAPCPD_uLowimLLowIdle_CPACD_uLwLoimLowIleAdPCD_ebDPlaOk_C
Error healing of SRC errors: If an APP1 or supply voltage error is permanently healed, i.e. the error healing time has expired, the system
switches from the default value to the current APP value over the ramp.
See also figure 105 “Overview of the calculation of APPCD_rFlt” on page 124.
Further substitute functions are controlled through Fid_AccPed_mp (e.g. increase of low idle setpoint speed).
ECU initialization
Dual analog accelerator pedal 1. The following values are initialized with a 0.
∗ APPCD_rFlt
∗ APPCD_rAPP1
∗ APPCD_rAPP1UnFlt
∗ APPCD_rLinAPP1
∗ APPCD_rLinAPP2
∗ APPCD_stKickDown
∗ PT1 filter for determining APPCD_rFlt
2. The following values are initialized with 0V.
∗ APPCD_uRawAPP1
∗ APPCD_uRawAPP2
3. The maximum admissible plausibility range APPCD_uDiffMax_mp is initialized with the lower range
APPCD_uPlaWinIdle_C.
4. APPCD_u0PrcAPP1_mp and APPCD_u0PrcAPP2_mp are initialized with the voltage at the first curve co-
ordinate (at 0%).
Potentiometer/switch accelerator pedal 1. The following values are initialized with a 0.
∗ APPCD_rFlt
∗ APPCD_rAPP1
∗ APPCD_rAPP1UnFlt
∗ APPCD_rLinAPP1
∗ APPCD_stKickDown
∗ PT1 filter for determining APPCD_rFlt
∗ Dfp_APP2_mp (is not required for potentiometer/switch evaluation).
2. The following values are initialized with a 1.
∗ APPCD_stIdlSwtVal
∗ APPCD_stIdlSwtDebVal
3. The following values are initialized with 0V.
∗ APPCD_uRawAPP1
Output values APPCD_drAPP1UnFlt: difference of accelerator pedal 1 position unfiltered value %/s <SWORD>
APPCD_rAPP1: unfiltered APP1, during test impulse actual value available % <SWORD>
APPCD_rLinAPP1: linearised APP1 % <SWORD>
APPCD_rLinAPP2: linearised APP2 % <SWORD>
APPCD_stKickDown: kick down state of accelerator pedal - <UBYTE>
APPCD_stIdlSwtDebVal: Status of debounced idle switch value - <UBYTE>
APPCD_uHighLimLowIdle: max value for plausible low-idle switch mV <SWORD>
APPCD_uLowLimLowIdle: min value for plausible low-idle switch mV <SWORD>
APPCD_stSubFctRel: Release of the "drive with idle switch" substitute function - <UBYTE>
Input values APPCD_uRawAPP1: accelerator pedal 1 position raw value mV <SWORD>

APPCD_uRawAPP2: accelerator pedal 2 position raw value mV <SWORD>
SSpMon_stSSpErr: Error state of sensor supply voltages - <UWORD>
ADCMon_stADCMon: State of ADC monitoring - <UWORD>
APPCD_stIdlSwtRawVal: Status of raw idle switch value - <UBYTE>
APPCD_stIdlSwtVal: Low idle switch raw value after inversion switch - <UBYTE>
Measuring points APPCD_SRCErrInfo_mp: State of SRC error for APP1 and APP2 - <UBYTE>
APPCD_stSubFctRel_mp: Measuring point for the release of the "drive with idle switch"
substitute function - <UBYTE>
Dfp_APP1_mp: Measurement point for fault path Dfp_APP1 - <UWORD>
Dfp_APP2_mp: Measurement point for fault path Dfp_APP2 - <UWORD>
Dfp_ADCMon_mp: Measurement point for fault path Dfp_ADCMon - <UWORD>
Fid_APP1_mp: Fid for APP1 error path - <UBYTE>
Fid_APP2_mp: Fid for APP2 error path - <UBYTE>
Fid_AccPed_mp: Function identifier of APP1 sensor,APP2 sensor and ADC in this module -
<UBYTE>
APPCD_SRCErrInfo is defined as follows:
Table 61: APPCD_SRCErrInfo
Bit no. Description
0 SRC low/high APP1/APP2 temporarily defective
1 SRC low/high APP1/APP2 permanently defective
2 SRC low/high APP1/APP2 temporarily healed
3-15 Not used
APPCD_stErr1_mp: Error state APP1/2 Sensor Signal - <UWORD>
APPCD_stErr1_mp is defined as follows:

Figure 120 : Bit assignment of APPCD_stErr1_mp for dual analog accelerator pedal
1 5 1 4 1 3 1 2 1 1 1 0 9 8 7 6 5 4 3 2 1 0
A P P 1 s ig n a l r a n g e h ig h fin a l d e fe c t
A P P 1 s ig n a l r a n g e h ig h te m p h e a le d
A P P 1 s ig n a l r a n g e h ig h te m p d e fe c t
A P P 1 s ig n a l r a n g e lo w fin a l d e fe c t
A P P 1 s ig n a l r a n g e lo w te m p h e a le d
A P P 1 s ig n a l r a n g e lo w te m p d e fe c t
A P P p la u s ib ility fin a l d e fe c t
A P P p la u s ib ility te m p h e a le d
a p p c d _ c o _ 1 .d s f
A P P p la u s ib ility te m p d e fe c t
u n u s e d
Figure 121 : Bit assignment of APPCD_stErr1_mp for potentiometer/switch accelerator pedal
1 5 1 4 1 3 1 2 1 1 1 0 9 8 7 6 5 4 3 2 1 0
u n u s e d
u n u s e d
u n u s e d
u n u s e d
u n u s e d
u n u s e d
A P P p la u s ib ility fin a l d e fe c t
a p p c d _ c o _ 4 2 .d s f
A P P p la u s ib ility te m p h e a le d
A P P p la u s ib ility te m p d e fe c t
u n u s e d
APPCD_u0PrcAPP1_mp: defined voltage at 0% APP1 mV <SWORD>

APPCD_u0PrcAPP2_mp: defined voltage at 0% APP2 mV <SWORD>
APPCD_uDiffMax_mp: maximum difference value of the raw voltages mV <SWORD>
APPCD_uRawDiff_mp: absolute difference value of raw voltages of APP1 and APP2 mV <SWORD>
Application parameters
Ramp parameters for dual analog accelerator ped- APPCD_drHealRmpDwn_C: healing ramp neg. slope<value>
al: APPCD_drHealRmpUp_C: healing ramp pos. slope<value>
Ramp parameters for potentiometer/switch accel- APPCD_drRmpDwn_C: ramp neg. slope by driving by low idle switch<value>
erator pedal: APPCD_drRmpUp_C: ramp pos. slope by driving by low idle switch<value>
APP1 sensor signal voltage signal range check APPCD_DebSRCHighDef_C: Error debounce time for SRC-High error<value>
(SRC) APPCD_DebSRCHighOk_C: Healing debounce time for SRC-High error<value>
APPCD_DebSRCLowDef_C: Error debounce time for SRC-Low error<value>
APPCD_DebSRCLowOk_C: Healing debounce time for SRC-Low error<value>
APPCD_uAPP1_SRCMax_C: max. value of SRC APP 1<value>
APPCD_uAPP1_SRCMin_C: min. value of SRC APP 1<value>
APP2 sensor signal voltage signal range check APPCD_DebSRCHighDef_C: Error debounce time for SRC-High error<value>
(SRC): APPCD_DebSRCHighOk_C: Healing debounce time for SRC-High error<value>
APPCD_DebSRCLowDef_C: Error debounce time for SRC-Low error<value>
APPCD_DebSRCLowOk_C: Healing debounce time for SRC-Low error<value>
APPCD_uAPP2_SRCMax_C: max. value of SRC APP 2<value>
APPCD_uAPP2_SRCMin_C: min. value of SRC APP 2<value>
Selection of AAP1 and APP2 sensor supply voltag- APPCD_SSpMonAPP1_C: selection of sensor supply voltage for APP1<value>
es APPCD_SSpMonAPP2_C: selection of sensor supply voltage for APP2<value>
Table 62: APPCD_SSpMonAPP1_C and APPCD_SSpMonAPP2_C

Value Description (see “Monitoring of supply voltage (SSpMon_Co)” on page 386)
1 Connection to sensor supply 1
See “Monitoring of supply voltage (SSpMon_Co)” on

page 386
APP1-APP2 plausibility check: APPCD_DebPlaDef_C: Error debounce time for plausibility error<value>
APPCD_DebPlaOk_C: Healing debounce time for plausibility error<value>
APPCD_rPlaWinLowIdleXHigh_C: hysteresis-input high for selection plaus. window<value>
APPCD_rPlaWinLowIdleXLow_C: hysteresis-input low for selection plaus. window<value>
APPCD_rPlaWinParLoadXHigh_C: hysteresis-input high for selection plaus. window<value>
APPCD_rPlaWinParLoadXLow_C: hysteresis-input low for selection plaus. window<value>
APPCD_uPlaWinFull_C: plaus. window full load range<value>
APPCD_uPlaWinIdle_C: plaus. window idle load range<value>
APPCD_uPlaWinPar_C: plaus. window partial load range<value>
Potentiometer/switch plausibility check: APPCD_DebPlaDef_C: Error debounce time for plausibility error<value>
APPCD_DebPlaOk_C: Healing debounce time for plausibility error<value>
APPCD_stActvPlausAPP_C: activating plausible-check<value>
APPCD_uHighLimLowIdle_C: max value for plausible low-idle switch<value>
APPCD_uLowLimLowIdle_C: min value for plausible low-idle switch<value>
Low idle speed when there is a plausibility error: AccPed_nErr_C: substitute value of low idle set point on AccPed error<value>
Default value for limp home operation APPCD_rSubVal_C: maximal value by driving by low idle switch<value>
APP linearisation: APPCD_rLinAPP1_CUR: curve for linearisation APP1<curve_individual>
APPCD_rLinAPP2_CUR: curve for linearisation APP2<curve_individual>

Idle switch APPCD_stIdlSwtInvIn_C: Switch for inverting the idle switch input signal<value>
APPCD_tiDebNegIdlSwt_C: Debouncing time for idle switch negative slope<value>
APPCD_tiDebPosIdlSwt_C: Debouncing time for idle switch positive slope<value>
3-phase APP filtering: APPCD_rThrFltLowNeg_C: upper threshold for filter parameter "low_neg"<value>
APPCD_rThrFltLowPos_C: upper threshold for filter parameter "low_pos"<value>
APPCD_rThrFltMidNeg_C: upper threshold for filter parameter "mid_neg"<value>
APPCD_rThrFltMidPos_C: upper threshold for filter parameter "mid_pos."<value>
APPCD_swtNoFlt_C: SW-switch "no filtering during clutch pressed" (0 = filter on during
clutch pressed, 1 = filter off during clutch pressed)<value>
APPCD_tiLowNegPT1_C: APP filter time constant neg. slope low range<value>
APPCD_tiLowPosPT1_C: APP filter time constant pos. slope low range<value>
APPCD_tiMidNegPT1_C: APP filter time constant neg. slope mid. range<value>
APPCD_tiMidPosPT1_C: APP filter time constant pos. slope mid. range<value>
APPCD_tiUppNegPT1_C: APP filter time constant neg. slope upp. range<value>
APPCD_tiUppPosPT1_C: APP filter time constant pos. slope upp. range<value>
Activating the redundant driving mode APPCD_swtSubFctRel_C: Activation of the redundant driving mode<value>
Kickdown detection: APPCD_uKickDownHighAPP1_C: higher hys.-kick-down-voltage-threshold for APP1<value>
APPCD_uKickDownHighAPP2_C: higher hys.-kick-down-voltage-threshold for APP2<value>
APPCD_uKickDownLowAPP1_C: lower hys.-kick-down-voltage-threshold for APP1<value>
APPCD_uKickDownLowAPP2_C: lower hys.-kick-down-voltage-threshold for APP2<value>
Selection of accelerator pedal sensor type APPCD_swtAPPEvalVal_C: value of switchtype dataset for APPCD_swtAPPEval<value>
APPCD_stCfgAccPed_C: APP configuration (Bit 0: 0 = poti, 1 = touchless)<value>
APPCD_numAdcAPP1_C: application parameter for accelerator pedal 1 position sensor<value>
APPCD_numAdcAPP2_C: application parameter for accelerator pedal 2 position sensor<value>
APPCD_numDioInLIS_C: Parameter for selecting the idle switch hardware digital pin<value>
- 140 - CrCtl Y445 S00 746-V91 Confidential P_340
Veh-VehMot-PrpBrk-Prp-CrCtl Cruise control DS-CV/EET
3.2.2.1.2 Cruise control (CrCtl)

CARTRONIC-Strutucre:Veh-VehMot-PrpBrk-Prp-Crtl

Cruise control The cruise control module is composed of three individual functions. The mode selection function
(CrCtl_Mode) converts the driver's request over the control switch to a cruise control mode and checks
whether the requested mode is even admissible in the current state of the cruise control.
The shut-off function (CrCtl_ShOff) checks all conditions relevant to a cruise control shut-off and
distinguishes between different kinds of shut-off conditions and differing types of shut-offs.
The cruise control itself (CrCtl_State) runs the cruise control mode requested by the mode selection or the
shut-off function. It supplies cruise control desired torque and status output values relevant to other modules.
Figure 122 : Overview of cruise control
C rC tl fu n c tio n c a ll s e q u e n c e
C r C tl_ tr q D e s
M F L v _ s tC r C tlM o d e C r C tl_ s tS u s p A c t C r C tl_ s tS u s p A c t
C r C tl_ M o d e C r C tl_ S h O ff C r C tl_ S ta te C r C tl_ tr q L e a d
P r p C tl_ s tM o d ify C r C tl_ s tA c tiv e
C r C tl_ s tM F L M o d e C r C tl_ r V n S u s p
C r C tl_ s tO p F u n c
C r C tl_ s tM o d e C r C tl_ s tM o d e C r C tl_ s tM o d e
C r C tl_ s tM o d e S u b C r C tl_ s tM o d e S u b C r C tl_ s tM o d e S u b
C r C tl_ r V n B e g C r C tl_ r V n B e g C r C tl_ r V n B e g
C r C tl_ v S e tP o in tT r g t C r C tl_ v S e tP o in tT r g t
C r C tl_ s tS h O ff
C r C tl_ s tL c k C r C tl_ s tL c k
c r c tl_ o v e r v ie w _ 1 .d s f
Structure of the component The component has no further sub-components.
Subfunctions See “Selecting the cruise control mode (CrCtl_Mode)” on page 141.
See “Cruise control shut-off conditions (CrCtl_ShOff)” on page 151.
See “Cruise control (CrCtl_State)” on page 159.
crctl_overview.fm 21.12.2005
P_340 Y445 S00 746-V91 Confidential CrCtl_Mode - 141 -
DS-CV/EET Selecting the cruise control mode Veh-VehMot-PrpBrk-Prp-CrCtl
Selecting the cruise control mode (CrCtl_Mode)

CARROTNICSt- ructureV:h-VehMot-PpBrk-Prp-CrCtl
Functional overview The purpose of this function is to activate the cruise control mode requested by the driver over the cruise
control switch. A check is made to determine whether the desired mode is even admissible in the current
state of the cruise control. Also when vehicle speed limit is active or when cruise control suspend is active or
when there is a overlapping between cruise control-and-engine speed governer, the requested MFL(Multi
Function Lever) mode is manipulated in order to consider only the valid requests.
Functional description This function converts the cruise control switch mode MFLv_stCrCtlMode, see “Evaluating the cruise control
unit (MFLv_CrCtlMode)” on page 310, determined by a cruise control switch evaluation, to a cruise control
mode which also takes the current state of the cruise control into account. This function does not respond to
a detected control switch error (MFLv_stCrCtlMode = MFLV_MODEERR (=FFh)) or a shut-off request from
an activated cruise control OFF switch (MFLv_stCrCtlMode = MFLV_SWTOFF (=1h)). That is a task of the
shut-off function, see “Cruise control shut-off conditions (CrCtl_ShOff)” on page 151. But the shutoff request
is copied into CrCtl_stMFLMode. Furthermore, the MFL (Multi Function Lever) request must be manipulated
for curise control if vehicle speed limit adjustment is active (CrCtl_stSuspAct =1 ) or cruise control suspend
is active ( PrpCtl_stModify = 1 ) or if overlapping with vehicle speed governer is selected
(CrCtl_swtVESGov_C=1)
Overview of MFL Request Manipulation For the vehicle speed limit adjustment, the request MFLv_stCrCtlMode is copied into CrCtl_stMFLvLimAdj.
As long as the adjustment of vehicle speed limitation is active (PrpCtl_stModify = 1), the MFL requests
MFLV_ACC(6), MFLV_DECL(4), MFLV_TIPUP(5) and MFLV_TIPDWN(3) has to be ignored for cruise
control.Therefore the values in CrCtl_stMFLvLimAdj is converted to MFLV_NEUTR(0).
If the cruise control suspend function is active (CrCtl_stSuspAct = 1), only the MFLV_SWTOFF(1) request
is valid for cruise control. Any other request during suspend mode is changed to MFLV_NEUTR(0) and stored
in CrCtl_stMFLSusp which is a copy of CrCtl_stMFLvLimAdj. If the suspend mode is not active
(CrCtl_stSuspAct = 0), the request CrCtl_stMFLvLimAdj is directly stored in CrCtl_stMFLSusp. For
information about the suspend function see “Suspend Function” on page 152
For the modification of the MFL request during overlapping with the engine speed governer, the requested
mode CrCtl_stMFLSusp is first copied into CrCtl_stMFLMode. If the overlapping is selected
(CrCtl_swtVESGov_C=1), the cruise control is switched off when vehicle speed (VSSCD_v) is below
CrCtl_vMinAct_C, if any request other than MFLV_NEUTR(0) or permanent decelaration is detected. If
overlapping is not selected (CrCtl_swtVESGov_C=0), when vehicle speed (VSSCD_v) is below
CrCtl_vMinAct_C any request other than MFLV_SWTOFF(1) and permanent decelaration is converted to
MFLV_NEUTR(0). Permanent deceleation means, no request other than MFLV_DECL(4) was present since
vehicle speed (VSSCD_v) dropped below CrCtl_vMinAct_C. This is checked with CrCtl_stDecSave which is
set to MFLV_NEUTR(0), once any request other than MFLV_DECL(4) is detected.
Indepenent of overlapping, the permanent deceleration below CrCtl_vMinAct_C is only possible, as long as
the vehicle speed (VSSCD_v) is above CrCtl_vMinDec_C. The activation of cruise control below
CrCtl_vMinAct_C is not possible. Also above CrCtl_vMinAct_C the activation of the cruise control is
possible only after MFLV_NEUTR(0) is detected.
When VESGov is active ( VESGov_stCurr != VESGOV_STOFFRAMP) and VESGov_stCurr !=
VESGOV_STOFF) and the vehiclel speed (VSSCD_v) is above CrCtl_vMinAct_C the MFL requests
MFLV_ACC(6), MFLV_DECL(4), MFLV_TIPUP(5) and MFLV_TIPDWN(3) must be converted to
MFLV_SET(2) within CrCtl_stMFLMode. But the permanent acceleration which was already present since
from the vehicle speed (VSSCD_v) below CrCtl_vMinAct_C and is still present without a break must still be
converted to MFLV_NEUTR(0).
If the deceleration button is permanently pressed, and the vehicle speed (VSSCD_v) comes above and below
CrCtl_vMinAct_C, the "permanent deceleration" is accepted again as valid request.
Instruction: The value of CrCtl_vMinAct_C should be bigger than CrCtl_vMinDec_C and bigger than
CrCtl_vMinShOff_C. The value of CrCtl_vMinDec_C should be equal or smaller than CrCtl_vMin_C and
bigger than CrCtl_vMinShOff_C.
21.12.2005 crctl_mode.fm
- 142 - CrCtl_Mode Y445 S00 746-V91 Confidential P_340
Veh-VehMot-PrpBrk-Prp-CrCtl Selecting the cruise control mode DS-CV/EET
Figure 123 : Cruise control overlapping with VESGov - Overview
B e tw e e n C r C tl_ v M in D e c _ C a n d C rC tl_ v M in A c t_ C
a n y M F L r e q u e s t o th e r th a n "o ff","n e u tra l" o r p e r m a n e n t
C r C tl_ v M in S h O ff_ C d e c e le r a io n is c o n v e rte d to " n e u tr a l" . B u t if o v e r la p p in g
( S h u t_ o ff L a b e l) is s e le c te d ( C r C tl_ s w tV e s G o v _ C = 1 ) it is c o n v e rte d to "o ff".
C r C tl_ v M in D e c _ C
C r C tl_ v M in A c t_ C
A n y C r C tl r e q u e s t a fte r a n e u tr a l d e te c tio n is v a lid .

C r C tl s w itc h e d o ff p e r m a n e n t C r C tl-
d e c e le r a tio n p o s s ib le . V S S C D _ v
O n ly C r C tl " o ff"
a c c e p te d .
E n g in e s p e e d g o v e r n o r , E n g in e s p e e d g o v e r n o r , E n g in e s p e e d g o v e r n o r o n ly ,
v e h ic le s p e e d r a n g e . o n ly if C r C tl is " o ff" . w ith p e r m a n e n t a c c e le r a te .
c r c tl_ m o d e _ 1 0 .d s f
O v e r la p p in g r a n g e fo r V e s G o v / C r C tl
Figure 124 : MFL request manipulation - overview
M F L v _ s tC r C tlM o d e
T h e M F L r e q u e s ts
P r p C tl_ s tM o d ify = 1 M F L V _ D E C L (4 ) , M F L V _ A C C (6 ) ,
M F L V _ T IP U P (5 ) a n d M F L V _ T IP D W N (3 )
a r e b lo c k e d d u r in g v - M a x a d ju s t.
C r C tl_ s tM F L v L im A d j
C r C tl_ s S u s p A c t = 1 D u r in g c r u is e c o n tr o l s u s p e n d e a c h
M F L re q u e s t e x c e p t M F L V _ O F F (1 )
is c o n v e r te d to M F L V _ N E U T R ( 0 )
C r C tl_ s tM F L S u s p
F o r th e o v e r la p p in g w ith V E S G o v s o m e
C r C tl_ s w tV E S G o v _ C re q u e s ts a re c h a n g e d to M F L V _ N E U T R (0 ) V S S C D _ v
o r M F L V _ O F F (1 )
C r C tl_ s tD e c S a v e C r C tl_ v M in A c t_ C
A n d if V E S G o v is a c tiv e ( V E S G o v _ s tC u rr != 4
a n d V E S G o v _ s tC u rr != 8 )
C r C tl_ s tA c c S a v e w h e n v e h ic le s p e e d ( V S S C D _ v ) is C r C tl_ v M in D e c _ C
a b o v e C r C tl_ v M in A c t_ C th e n , M F L V _ T IP U P (5 ),
V E S G o v _ s tC u rr M F L V _ T IP D W N (3 ), M F L V _ A C C (6 ) a n d
M F L V _ D E C L (4 ) m u s t b e c h a n g e d to
M F L V _ S E T ( 2 ) in C r C tl_ s tM F L M o d e
C r C tl_ s tM F L M o d e
F in a l C r C tl r e q u e s t:
M F L V _ N E U T R (0 ), M F L V _ S W T O F F (1 ),
M F L V _ S E T (2 ), M F L V _ T IP D W N (3 ),
M F L V _ D E C L (4 ), M F L V _ T IP U P (5 ),
M F L V _ A C C (6 ) a n d M F L V _ R E S (7 )
MFLv_stCrCtlModPerpCtl_stModfyCi rCt_stl MFLLivmAdCrj Ctl_stSspuActCrCtl_stMFLCrSusCtlp_swtVESGov_CCrtl_stDecSaveCrCtlstA_cSaveVESGov_stCurVSSCD_vrCtl_vMinct_ACrCtl_vMinDc_CerCl_t stMFLMode
crctl_mode.fm 21.12.2005
Description of Multi Function Lever Request Manip-

ulation
Figure 125 : Multi Function Lever Request Manipulation
C r C tl_ s tS u s p A c t
P r p C tl_ s tM o d ify
M F L V _ D E C L
M F L V _ O F F
M F L V _ A C C
>= 1
M F L V _ T IP U P M F L V _ N E U T R
M F L V _ S W T O F F
M F L V _ T IP D W N
M F L V _ N E U T R
CrCt_stl SusPrAcpCtlp_stModfyMi FLv_stCrtlModeCCtr l_stMFLvLimAdCrj tl_CstMFLSspu
For the vehicle speed limit adjustment, the request MFLv_stCrCtlMode is copied into CrCtl_stMFLvLimAdj.
As long as the adjustment of vehicle speed limitation is active (PrpCtl_stModify = 1) the MFL requests
accleration , deceleartion, tip-up or tip-down (MFLv_stCrCtlMode = MFLV_ACC(6) or MFLv_stCrCtlMode =
MFLV_DECL(4) or MFLv_stCrCtlMode = MFLV_TIPUP(5) or MFLv_stCrCtlMode = MFLV_TIPDWN(3) )
has to be ignored for cruise control. Therefore the values in CrCtl_stMFLvLimAdj is converted to
MFLV_NEUTR(0).
If there is no request for vehicle speed limit adjustment ( PrpCtl_stModify = 0 ) , then the lever requset is
directly stored in CrCtl_stMFLvLimAdj without any manipulations.
If the cruise control suspend function is active (CrCtl_stSuspAct = 1), only the MFLV_SWTOFF(1) request
is valid for cruise control. Any other request during suspend mode is changed to MFLV_NEUTR(0) and stored
in CrCtl_stMFLSusp which is a copy of CrCtl_stMFLvLimAdj. If the suspend mode is not active
(CrCtl_stSuspAct = 0), the request CrCtl_stMFLvLimAdj is directly stored in CrCtl_stMFLSusp without
any manipulations.
Figure 126 : Multi Function Lever Request Manipulation - Contined ...
V S S C D _ v
C r C tl_ v M in A c t_ C
C a s e 1
C a s e 2
VSSCrD_tl_vCMivnAct_CrCl_st tMFLMode
When the vehicle speed (VSSCD_v) is below or equal to CrCtl_vMinAct_C, for the evaluation/manipulation
of the MFL request ( which is now stored in CrCtl_stMFLSusp ) case 1 , that is figure “Multi Function Lever
Request Manipulation - Continued... (At vehicle speed below or equal to CrCtl_vMinAct_C)” on page 144 has
to be considered.
When the vehicle speed (VSSCD_v) is above CrCtl_vMinAct_C, for the evaluation/manipulation of the MFL
request, case 2, that is figure “Multi Function Lever Request Manipulation - Continued.... (At vehicle speed
above CrCtl_vMinAct_C)” on page 145 has to be considered.
Figure 127 : Multi Function Lever Request Manipulation - Continued... (At vehicle speed below or equal to
CrCtl_vMinAct_C)
C a s e 1
C r C tl_ s tA c c S a v e = C r C tl_ s tM F L S u s p
M F L V _ D E C L
C r C tl_ s tD e c S a v e
C r C tl_ s tD e c S a v e
M F L V _ N E U T R
M F L V _ D E C L
&
M F L V _ D E C L
M F L V _ N E U T R
C r C tl_ s w tV E S G o v _ C = 1
1
M F L V _ S W T O F F M F L V _ N E U T R
M F L V _ N E U T R
V S S C D _ v
C r C tl_ v M in D e c _ C
M F L V _ N E U T R
CrCtl_stAcSaverCl_st tMFLSupCsrCtlstD_cSeveaCrl_st wtVESovG_CVSC_DvCrCtl_vMinDec_CrCtl_stMFMoLde
Figure 128 : Multi Function Lever Request Manipulation - Continued.... (At vehicle speed above CrCtl_vMinAct_C)
C a s e 2
C r C tl_ s tD e c S a v e = C r C tl_ s tM F L S u s p
M F L V _ N E U T R
C r C tl_ s tA c c S a v e
C r C tl_ s tA c c S a v e
M F L V _ N E U T R
M F L V _ N E U T R
M F L V _ S W T O F F C r C tl_ s tM F L M o d e
M F L V _ N E U T R
V E S G o v _ s tC u rr
V E S G O V _ S T O F F R A M P
&
V E S G O V _ S T O F F
M F L V _ A C C
M F L V _ D E C L
>= 1
M F L V _ T IP U P C r C tl_ s tM F L S u s p
M F L V _ S E T
M F L V _ T IP D W N
CrCt_stl AcCravStl_eCstMFLSspuCrtl_stDecSaveVSGEov_stCurCrCt_stl MFLMode
By default a copy of CrCtl_stMFLSusp is stored in CrCtl_stMFLMode. Depending on the vehicle speed,

active status of VESGov and based on the selection of CrCtl_swtVESGov_C, CrCtl_stMFLMode will be
manipulated.
Case 2 : Description Cruise contol can be activated only when the vehicle speed (VSSCD_v ) is above CrCtl_vMinAct_C. Also any
request from the MFL for setting the cruise control is considered as valid only after a MFLV_NEUTR(0) is
detected. Once MFLV_NEUTR(0) is detected it will be stored in CrCtl_stAccSave. Otherwise all the
requests from MFL except MFLV_SWTOFF(1) will be converted to MFLV_NEUTR(0)
(CrCtl_stMFLMode=MFLV_NEUTR(0)). Once MFLV_NEUTR(0) is detected any further requests from MFL
are valid. Then, if VESGov is active ( (VESGov_stCurr != VESGOV_STOFFRAMP) and (VESGov_stCurr !=
VESGOV_STOFF), and if the MFL request is any of MFLV_ACC(6), MFLV_DECL(4), MFLV_TIPUP(5), or
MFLV_TIPDWN(3) then, CrCtl_stMFLMode is converted into MFLV_SET(2). If VESGov is not active then,
CrCtl_stMFLMode will not be manipulated and it is considered for cruise control.
Also when the vehicle speed(VSSCD_v) is above CrCtl_vMinAct_Cthe requested mode is stored in
CrCtl_stDecSave( CrCtl_stDecSave = CrCtl_stMFLSusp) for permanent deceleration detection later.
Case 1 : Description When the vehicle speed (VSSCD_v) is below or equal to CrCtl_vMinAct_C only a permanent deceleration
request is valid. If there are any requests other than deceleration(MFLV_DECL(4)) then CrCtl_stDecSave
will be converted to MFLV_NEUTR(0) and the final MFL request (CrCtl_stMFLMode) is decided based on
the selection of CrCtl_swtVESGov_C. If CrCtl_swtVESGov_C=1 any MFL request other then
MFLV_NEUTR(0) or permanent deceleration is converted into MFLV_SWTOFF(1) (which means cruise
control will become switched-off). If CrCtl_swtVESGov_C=0 any MFL request other than MFLV_SWTOFF(1)
is converted into MFLV_NEUTR(0).
The permanent deceleration is valid as long as the vehicle speed (VSSCD_v) is above CrCtl_vMinDec_C.
Below this speed range the permanent decelration request is also converted into neutral. ( CrCtl_stMFLMode
= MFLV_NEUTR(0)).
When the vehicle speed (VSSCD_v) is below CrCtl_vMinAct_C the requsted lever state is stored in
CrCtl_stAccSave (CrCtl_stAccSave = CrCtl_stMFLSusp) for detection of permanent acceleration later.
Cruise Control Mode Evaluation Fundamental conditions for forwarding all control switch modes to the cruise control are:
• Cruise control is not locked due to an irreversible shut-off (CrCtl_stLck = CRCTL_NOTLCK (=0h))
• Cruise control is not in the shut-off state (CrCtl_stMode <> CRCTL_OFF (=2h)).
Besides this, in order to operate the cruise control again after a reversible shut-off, the following conditions
must be met:
• After the shut-off condition has been eliminated, the control switch mode MFLv_stCrCtlMode =
MFLV_NEUTR (=0h) must be active for a duration of at least CrCtl_tiEnaAftShOff_C.
• The vehicle speed VSSCD_v must be greater than a value of CrCtl_vEnaAftShOff_C.
Otherwise, all requests from the driver are ignored.
Figure 129 : Conditions for forwarding the control switch mode to the cruise control
C r C tl_ tiE n a A ftS h O ff_ C
a ( r e v e r s ib le ) s h u t- o ff c o n d itio n w a s a c tiv e
A N D it is n o m o r e a c tiv e
C r C tl_ s tS h O ff
C R C T L _ N O S H O F F C O N A C T V (= 0 h )
M F L v _ s tC r C tlM o d e & T
M F L V _ N E U T R (= 0 h )
V S S C D _ v
c r c tl_ m o d e _ 1 .d s f
&
C r C tl_ v E n a A ftS h O ff_ C
C R C T L _ O F F (= 2 h )
C r C tl_ s tL c k &
C R C T L _ N O T L C K (= 0 h )
C R C T L _ N O T E N A (= 0 h )
C r C tl_ s tE n a _ m p
C R C T L _ E N A (= 1 h )
The current state of the cruise control is described by a main state (CrCtl_stMode) and a sub-state
(CrCtl_stModeSub). Details on the individual states are given in the cruise control section, see “Cruise
control (CrCtl_State)” on page 159.
The following table indicates the starting values for cruise control modes based on the control switch mode
CrCtl_stMFLMode and the conditions for being able to run the requested mode at all. As the operation
continues, the cruise control assumes other states on its own, based on the operating state (also possibly
due to a shut-off request by the shut-off function).
Table 63: Starting values for cruise control modes
CrCtl_stMFLMode Value (h) CrCtl_stMode Value (h) CrCtl_stModeSub Value (h) Condition
MFLV_NEUTR (after 0 CRCTL_DECL 4 CRCTL_SUBRMPEND 4 see “Control switch mode 'MFLV_NEUTR'” on page 147
MFLV_DECL was
previously active)
MFLV_NEUTR 0 CRCTL_ACC 8 CRCTL_SUBRMPEND 4 see “Control switch mode 'MFLV_NEUTR'” on page 147
(after MFLV_ACC was
previously active)
MFLV_SWTOFF 1 not used here not used here Only used for CrCtl_stShOff in the shut off function
MFLV_SET 2 CRCTL_DECL 4 CRCTL_SUBSETEND 7 see “Conditions for control switch mode 'MFLV_SET'”
on page 147
MFLV_TIPDWN 3 CRCTL_TIPDWN 3 CRCTL_SUBCALCSET 6 see “Conditions for control switch mode
'MFLV_TIPDWN'” on page 148
MFLV_DECL 4 CRCTL_DECL 4 CRCTL_SUBSTRTVAL 2 see “Conditions for control switch mode 'MFLV_DECL'”
on page 148
MFLV_TIPUP 5 CRCTL_TIPUP 7 CRCTL_SUBCALCSET 6 see “Conditions for control switch mode 'MFLV_TIPUP'”
on page 148
MFLV_ACC 6 CRCTL_ACC 8 CRCTL_SUBSTRTVAL 2 see “Conditions for control switch mode 'MFLV_ACC'”
on page 149
MFLV_RES 7 CRCTL_ACC 8 CRCTL_SUBWAITRES 9 see “Conditions for control switch mode 'MFLV_RES'”
on page 149
The following illustration shows the main cruise control modes and the state transitions based on the function
requested by the driver over the control switch.
Figure 130 : Cruise control main modes

a c tu a tin g d e v ic e m o d e s :
1 C r C tl_ s tM F L M o d e = M F L V _ N E U T R (= 0 h )
a s a r e s u lt o f 7
2 C r C tl_ s tM F L M o d e = M F L V _ S E T ( = 2 h )
3 C r C tl_ s tM F L M o d e = M F L V _ T IP D W N (= 3 h )
4 C r C tl_ s tM F L M o d e = M F L V _ D E C L ( = 4 h )
C r C tl_ s tM F L M o d e = M F L V _ T IP U P ( = 5 h ) C R C T L _ R E S B L W
5
( C r C tl_ s tM o d e = 6 h )
6 C r C tl_ s tM F L M o d e = M F L V _ A C C (= 6 h )
7 C r C tl_ s tM F L M o d e = M F L V _ R E S ( = 7 h )
C R C T L _ T IP U P
C R C T L _ R E S A B V 5
C R C T L _ H O L D 6
if a s h u t- o ff c o n d itio n o c c u r s , w h ic h is a c tiv a te d b y
c a lib r a tio n ( th e tr a n s itio n to th is s ta te is o n ly d o n e , if C R C T L _ A C C
4 ( C r C tl_ s tM o d e = 8 h )
c r u is e c o n tr o l is a c tiv e w h e n th e s h u t- o ff c o n d itio n
o c c u r s ; if c r u is e c o n tr o l is in a c tiv e ( in m o d e 3
'C R C T L _ N E U T R ') , n o t r a n s it io n is d o n e , b e c a u s e th e
fin a l m o d e is a lr e a d y r e a c h e d ) 1
C r C tl_ s tS h O ff < > C R C T L _ N O S H O F F C O N A C T V (= 0 h )
C R C T L _ T IP D W N
C R C T L _ O F F
C R C T L _ D E C L
7
im m e d ia te s h u t d o w n o r
s h u t d o w n b y r a m p in g d o n e
C R C T L _ N E U T R
( C r C tl_ s tM o d e = 1 h ) 2
in it
Figure 131 : Control switch mode 'MFLV_NEUTR'

C R C T L _ D E C L (= 4 h )
>= 1
C R C T L _ A C C (= 8 h )
C r C tl_ s tM o d e S u b
C R C T L _ S U B R M P (= 3 h )
M F L V _ N E U T R (= 0 h )
&
C R C T L _ E N A (= 1 h )
C R C T L _ S U B R M P E N D (= 4 h )
Figure 132 : Conditions for control switch mode 'MFLV_SET'
C r C tl_ s tA c tiv e
!
M F L V _ S E T (= 2 h )
C r C tl_ s tE n a _ m p &
C R C T L _ E N A (= 1 h )
C R C T L _ D E C L (= 4 h )
C R C T L _ S U B S E T E N D (= 7 h )
C r C tl_ r V n B e g
V e h D a _ rV n
Figure 133 : Conditions for control switch mode 'MFLV_TIPDWN'

C r C tl_ v S e tP o in tT r g t
M F L V _ T IP D W N (= 3 h )
&
C R C T L _ E N A (= 1 h )
C R C T L _ T IP D W N (= 3 h )
C R C T L _ S U B C A L C S E T (= 6 h )
Figure 134 : Conditions for control switch mode 'MFLV_DECL'

M F L V _ D E C L (= 4 h )
&
C R C T L _ E N A (= 1 h )
C R C T L _ D E C L (= 4 h )
&
V e h D a _ rV n
C R C T L _ S U B S T R T V A L (= 2 h )
Figure 135 : Conditions for control switch mode 'MFLV_TIPUP'

M F L V _ T IP U P (= 5 h )
&
C R C T L _ E N A (= 1 h )
C R C T L _ T IP U P (= 7 h )
Figure 136 : Conditions for control switch mode 'MFLV_ACC'

M F L V _ A C C (= 6 h )
&
C R C T L _ E N A (= 1 h )
C R C T L _ A C C (= 8 h )
&
V e h D a _ rV n
Figure 137 : Conditions for control switch mode 'MFLV_RES'
!
M F L V _ R E S (= 7 h )
&
C R C T L _ E N A (= 1 h )
C R C T L _ A C C (= 8 h )
C R C T L _ S U B W A IT R E S (= 9 h )
ECU initialization • Last MFL state above the minimum speed to activate cruise control CrCtl_stDecSave =
MFLV_NEUTR(0).
• Last MFL state below the minimum speed to activate cruise control CrCtl_stAccSave =
MFLV_NEUTR(0)
• MFL status after vehicle speed limit adjustment CrCtl_stMFLvLimAdj = MFLV_NEUTR(0)
• MFL status after Cruise control suspend CrCtl_stMFLSusp = MFLV_NEUTR(0)
• Final MFL request for Cruise control CrCtl_stMFLMode = MFLV_NEUTR(0)
• Vehicle/engine speed ratio when cruise control is activated CrCtl_rVnBeg = 0
• Cruise control mode CrCtl_stMode = CRCTL_NEUTR (=1h)
• Cruise control sub-mode CrCtl_stModeSub = CRCTL_SUBNOSUB (=1h)
• Cruise control setpoint speed CrCtl_vSetPointTrgt = 0.
Output values CrCtl_stMFLMode: Final MFL request for Cruise control - <UBYTE>
CrCtl_stMFLSusp: MFL status after Cruise control suspend - <UBYTE>
CrCtl_stMFLvLimAdj: MFL status after Vehicle speed limit adjustment - <UBYTE>
CrCtl_stAccSave: Last MFL state below the minimum speed to activate cruise control -
<UBYTE>
CrCtl_stDecSave: Last MFL state above the minimum speed to activate cruise control -
<UBYTE>
CrCtl_stModeSub: cruise control submode - <UBYTE>
CrCtl_rVnBeg: ratio vehicle to engine speed at activation of cruise control (km/h)/rpm
<SWORD>
Input values MFLv_stCrCtlMode: cruise control actuating device mode - <UBYTE>

PrpCtl_stModify: Status for changing adjustable vehicle speed limit - <UBYTE>
CrCtl_stSuspAct: governor suspend - <UBYTE>
CrCtl_stActive: flag for an active cruise control - <UBYTE>
CrCtl_stLck: cruise control locked status - <UBYTE>
CrCtl_stShOff: cruise control shut-off requirement - <UBYTE>
CrCtl_vSetPointTrgt: Target setpoint, or the speed objective km/h <SWORD>
VehDa_rVn: ratio of vehicle speed to engine speed (km/h)/rpm <SWORD>
Measuring points CrCtl_stEna_mp: information if a input by actuating device is possible - <UBYTE>
Application parameters CrCtl_tiEnaAftShOff_C: min. time duration for actuating device mode neutral for a
resumption of cruise control after a reversible shut-off<value>
CrCtl_vEnaAftShOff_C: vehicle speed threshold for a resumption of cruise control after a
reversible shut-off<value>
CrCtl_vMinAct_C: Minimum speed needed to activate cruise control<value>
CrCtl_vMinDec_C: Minimum speed for permanent cruise control deceleration<value>
CrCtl_swtVESGov_C: Cruise control-and-engine speed overlapping selection<value>
P_340 Y445 S00 746-V91 Confidential CrCtl_ShOff - 151 -
DS-CV/EET Cruise control shut-off conditions Veh-VehMot-PrpBrk-Prp-CrCtl
Cruise control shut-off conditions (CrCtl_ShOff)

Functional overview There are numerous conditions under which cruise control cannot be operated. The purpose of this function
is to check these shut-off conditions and, if applicable, to shut off the cruise control.
Also if there is a manual gear change during active cruise control, cruise control is suspended for an
applicable time and reactivated automatically after that time has elapsed.
Dividing the shut-off conditions and types of shut- The type of shut-off condition as well as the type of shut-off can be freely applied for each shut-off condition.
off All the respective application parameters have the same structure and are used for masking. A specific bit
position in the application parameters corresponds to each of the shut-off condition, see “Shut-off conditions
and their bit positions” on page 152. To activate a shut-off condition, the type of shut-off condition as well as
the type of shut-off must be indicated. Otherwise, the applicable shut-off condition is inactive.
If the suspend function is active (CrCtl_stSuspAct=1), only the MFLV_OFF(1) request is valid for the cruise
control. Any other request during suspend mode is changed to MFLV_NEUTR(0) in CrCtl_stMFLMode. But
this mode blocking function is included in the crctl_mode function. During suspend mode the gear ratio(v/n)
dependent condition is not valid, but any other shutoff condition is used for cruise control and must also reset
the suspend function by CrCtl_stSuspAct=0.
The three possible types of shut-off conditions are broken down into:
• Irreversible shut-off conditions - cruise control can no longer be operated during the current driving cycle.
• Reversible shut-off conditions with deletion of the setpoint speed CrCtl_vSetPointTrgt -after
eliminating the shut-off condition, cruise control operation may be resumed.
• Reversible shut-off conditions without deleting the setpoint speed CrCtl_vSetPointTrgt -after
eliminating the shut-off condition, the cruise control operation may be resumed by actuating the resume
button of the cruise control switch.
If a shut-off condition should be activated as irreversible, the corresponding bit in CrCtl_stShOffIrvrs_C
must be set.
If a shut-off condition should be activated as reversible with deletion of the setpoint speed, the corresponding
bit in CrCtl_stShOffRvrsDelVel_C must be set.
If a shut-off condition should be activated as reversible without deleting the setpoint speed, the corresponding
bit in CrCtl_stShOffRvrs_C must be set.
The three possible types of shut-off are broken down into:
• Immediate shut-off
• Shut-off by time constant ramp
• Shut-off by slope constant ramp.
If an immediate shut-off should occur for a shut-off condition, the corresponding bit in CrCtl_stShOffCut_C
must be set.
If a shut-off by time constant ramp should occur for a shut-off condition, the corresponding bit in
CrCtl_stShOffRmpOne_C must be set.
If a shut-off with a slope constant ramp should occur for a shut-off condition, the corresponding bit in
CrCtl_stShOffRmpTwo_C must be set. To avoid that no shut off behaviour is adjusted for a selected shut-off
condition, it is usefull to set all bits in CrCtl_stShOffRmpTwo_C by default (=0xFFFFFFFF)
If several shut-off conditions with different types of shut-off are active at the same time, the shut-off type with
the highest priority is output in the message CrCtl_stShOff. Since the shut-off conditions are calculated in
every time slice, CrCtl_stShOff is resetted again during the next check for shut-off conditions and only set
again if there is still a shut-off condition active. Therefore the shut-off conditions are stored in
CrCtl_stShOffConStore_mp (see below) to keep them visible. For further description of the shut-off by
ramp, see “Shut-off mode” on page 159.
Table 64: States of CrCtl_stShOff
State Value (h) Meaning Priority
CRCTL_NOSHOFFCONACTV 0 No shut-off condition active, no shut-off -
CRCTL_CUT 1 Immediate shut-off High
CRCTL_RMPONE 2 Shut-off by time constant ramp Medium
CRCTL_RMPTWO 3 Shut-off by slope constant ramp Low
If a shut-off condition is detected, and if it is activated applicatively, the corresponding bit in the measuring
point CrCtl_stShOffConStore_mp is set in order for these shut-off conditions to be visible. The content of
the measuring point is again erased when the shut-off condition is no longer active and the cruise control is
actively controlling the vehicle speed again, i.e., the cruise control mode CrCtl_stMode is not
'CRCTL_NEUTR' and not 'CRCTL_OFF' (=2h).
If an irreversible shut-off condition is detected, a value of 'CRCTL_LCKACTV' (=1h) is written in the message
CrCtl_stLck. If the immediate shut-off or shut-off by ramp is ended, a value of 'CRCTL_LCK' (=2h) is written
to this message in the cruise control, see “Shut-off mode” on page 159. As a result, all requests by the driver
over the control switch are ignored and the cruise control is locked for the current driving cycle.
Table 65: States of CrCtl_stLck
State Value (h) Meaning
CRCTL_NOTLCK 0 Cruise control not locked
CRCTL_LCKACTV 1 Irreversible shut-off condition detected and shut-off of cruise control in process
CRCTL_LCK 2 Cruise control locked for the current driving cycle (until terminal 15 off)
When terminal 15 is off (T15CD_stDebVal = T15CD_ST_OFF (=0)), the content of the measuring point
CrCtl_stShOffConStore_mp is erased and the message CrCtl_stLck is reset (=CRCTL_NOTLCK (=0h)).
21.12.2005 crctl_shutoff.fm
- 152 - CrCtl_ShOff Y445 S00 746-V91 Confidential P_340
Veh-VehMot-PrpBrk-Prp-CrCtl Cruise control shut-off conditions DS-CV/EET
Suspend Function In the suspend function, the automatic re-activation of the interrupted cruise control after a manual gear
change is handled. This function is started by pressing the clutch(ConvCD_stClth.0 = 1) during active cruise
control(CrCtl_stMode > 2), if the function is allowed by CrCtl_swtSuspEna_C= 1. The running suspend
function is shown by CrCtl_stSuspAct = 1.
Figure 138 : Reactivation of Cruise Control
C r C tl_ tiS u s p C lth P r e s M a x _ C
P
0 G e tB it &
C r C tl_ tiS u s p M a x _ C
P
C r C tl_ tm r S u s p M a x _ m p
C r C tl_ r V n S u s p _ m p
C o n v C D _ s tC lth C r C tl_ r V n S u s p
! 0
0 G e tB it &
C r C tl_ s tS u s p A c t >= 1 F A L S E
& C r C tl_ s tS u s p A c t
C r C tl_ s w tS u s p E n a _ C F A L S E F A L S E
P
0 x 0 2
&
>= 1 C r C tl_ r V n B e g
V e h D a _ rV n
C r C tl_ tiS u s p S y n c _ C
P
V e h D a _ rV n
C r C tl_ r V n S u s p _ m p
| x |
C r C tl_ r V n S u s p S y n c _ C
P
c r c tl_ s h u to ff_ 8 .d s f
CrCtl_tiSuspMaxC_nvoCD_stCthCl rCt_stl SusAcptCrl_st tModeCrCt_swl tSuspECrna_Ctl_tiSuspynSc_CVeha_DrVnCrl_rt VnSuspSyn_CcCrtl_rnSVusp_mpCrCtl_rVnusSpVehDarV_nCrCtl_rVnBegCrl_tmrSuspMaxmp_
If the suspend function is active, the last present CrCtl torque is frozen in CrCtl_state function, and the output
torque is ramped down. During suspend the shut-off condition for v/n change is not active
(CrCtl_stShOffConStore_mp.12 and CrCtl_stShOffConStore_mp.13), but all other shut off conditions can
switch off the cruise control and shut off the suspend function CrCtl_stSuspAct = 0. When the clutch is
released, the actual v/n ratio VehDa_rVn is stored into CrCtl_rVnSusp to check if a valid gear is still active.
The maximum suspend time is limited by two times to avoid unjustified reactivation of cruise control when the
clutch has been pressed for very long, or the detection of the new v/n ratio at released clutch was not
successful for a long time. The maximum suspend time for pressed clutch is CrCtl_tiSuspClthPresMax_C.
If the clutch is kept pressed longer, the suspend function is finished by setting CrCtl_stSuspAct = FALSE.
A further timer for the maximum suspend time CrCtl_tiSuspMax_C is started if the clutch is released. If the
clutch is pressed again, the maximum suspend timer is initialised but runs only at released clutch. Also a
timer for the suspend gear detection time CrCtl_tiSuspSync_C is started at pressed clutch, but runs only at
released clutch. There are no other conditions existing for blocking the suspend function.
If the suspend function is active and the clutch is released, the v/n change is monitored to detect a valid gear
and activate the cruise control automatically again. For this monitoring of the v/n change,the actual v/n ratio
VehDa_rVnis stored into CrCtl_rVnSusp as long as the clutch is pressed and suspend function is active
(CrCtl_stSuspAct = 1). The cruise control is automatically activated again only if the unsigned v/n difference
|VehDa_rVn - CrCtl_rVnSusp| is less than CrCtl_rVnSuspSync_C for the time interval
CrCtl_tiSuspSync_C, before the maximum suspend time CrCtl_tiSuspMax_C is over.
If the unsigned difference between VehDa_rVn and CrCtl_rVnSusp becomes larger than
CrCtl_rVnSuspSync_C within the syncronisation time , the actual VehDa_rVnis stored again in
CrCtl_rVnSuspand the syncronisation timer is started again to check for a valid gear with the new v/n ratio.
If the maximum suspend syncronisation time after releasing the clutch is over, before a valid gear is detected
by monitoring the v/n change, the suspend function is finished CrCtl_stSuspAct = 0 and the stored v/n
ratioCrCtl_rVnSusp is set to zero. This unsuccessful finish of the suspend function is used together
withCrCtl_rVnSusp to generate a shut-off condition at the clutch shut-off path
CrCtl_stShOffConStore_mp.15 = 1. If the suspend mode is finished successfully , then the actual v/n ratio
VehDa_rVn is stored in CrCtl_rVnBeg for normal CrCtl shut-off monitoring
Shut-off conditions The possible shut-off conditions are described in the following table, see “Shut-off conditions and their bit
positions” on page 152, and in the subsequent illustrations. The bit positions for the respective shut-off
conditions are identical in application parameters CrCtl_stShOffIrvrs_C, CrCtl_stShOffRvrsDelVel_C,
CrCtl_stShOffRvrs_C, CrCtl_stShOffCut_C, CrCtl_stShOffRmpOne_C and CrCtl_stShOffRmpTwo_C, as
well as the measuring point CrCtl_stShOffConStore_mp respectively.
Table 66: Shut-off conditions and their bit positions
Shut-off condition Bit position Illustration
Cruise control shut off 0 see “Shut-off conditions (1)” on page 153
Engine does not run in 'COENG_STNORMAL' mode. 1
Control switch errors 2
Brake defective 3
Accelerator pedal defective 4
crctl_shutoff.fm 21.12.2005
Shut-off condition Bit position Illustration

Clutch defective 5
Engine speed detection defective 6
Vehicle speed detection defective 7
Boost pressure defective 8
Rail pressure defective 9
Deceleration too high for an applicable time (redundant brake detection) 10 see “Shut-off conditions (2)” on page 154
Acceleration too high for an applicable time 11
Vehicle/engine speed ratio too high and suspend mode not active 12
Vehicle/engine speed ratio too low 13
Brake actuated and CtCtl torque not below CoDT_trqMin 14
Clutch actuated without suspend mode or suspend mode unsuccessfully finished 15
Inadmissible gear (reverse, neutral or first gear) 16 see “Shut-off conditions (3)” on page 155
Vehicle speed is outside the admissible range 17
Engine speed too high or too low, or low idle requested by the driver 18
Engine brake requested by driver and not by cruise control 19
Cruise control violated for an applicable time 20
Governor deviation (actual setpoint) too high for an applicable time 21 see “Shut-off conditions (4) in hold mode” on
page 155
Negative governor deviation is greater than the applicable value 22
Positive governor deviation is greater than the applicable value 23
Relative governor deviation is greater than the applicable value 24
Gear shifting active 25 see “Shut-off conditions (5)” on page 156
Shut-Off request by maximum speed limitation 26
Shut-off request by the variable engine speed governor 27
Hand brake activated 28
Engine brake preselection, ’engine brake on’ at released accelerator pedal 29
External speed or torque access increases cruise control torque longer than allowed 30 see “Shut-off conditions(6)” on page 156
External speed or torque access/limit reduces cruise control torque longer than allowed 31
Figure 139 : Shut-off conditions (1)

C r C tl_ s tS h O ffC o n S to r e _ m p .0 = 1
M F L V _ S W T O F F (= 1 h )
C O E N G _ S T N O R M A L (= 4 h )
M F lv _ s tC r C tlM o d e
M F L V _ M O D E E R R (= F F h )
F id _ C r C tlB r k _ m p .0 = 0 if a c tiv a te d C r C tl_ s tS h O ffC o n S to r e _ m p .3 = 1

b y c a lib r a tio n
F id _ C r C tlA c c P e d _ m p .0 = 0 C r C tl_ s tS h O ffC o n S to r e _ m p .4 = 1
F id _ C r C tlC lth _ m p .0 = 0 C r C tl_ s tS h O ffC o n S to r e _ m p .5 = 1
F id _ C r C tlE n g S p d S e n s _ m p .0 = 0 C r C tl_ s tS h O ffC o n S to r e _ m p .6 = 1
F id _ C r C tlV e h S p d S e n s _ m p .0 = 0 C r C tl_ s tS h O ffC o n S to r e _ m p .7 = 1
F id _ C r C tlB s tP r e s _ m p .0 = 0 C r C tl_ s tS h O ffC o n S to r e _ m p .8 = 1
F id _ C r C tlR a ilP r e s _ m p .0 = 0 C r C tl_ s tS h O ffC o n S to r e _ m p .9 = 1
CrCt_stl MFLCooMEndeg_stEnMFgLv_stCrCtlModeFi_CdCtlr Brk_mpFidCr_lAt cPed_pFmid_CrlEnt gSpSedns_mpFid_CrlVet hSpdSensmp_Fid_CrtlBtPsres_mpid_FCrtlRalPri s_empCCtr l_sthOSfCnSotorem_p

C R C T L _ N E U T R (= 1 h )
&
C R C T L _ O F F (= 2 h )
C r C tl_ tiD e c lS h O ff_ C
V S S C D _ a
C r C tl_ a D e c lS h O ff_ C T C r C tl_ s tS h O ffC o n S to r e _ m p .1 0 = 1

&
&
C r C tl_ tiA c c S h O ff_ C
V S S C D _ a
C r C tl_ a A c c S h O ff_ C T C r C tl_ s tS h O ffC o n S to r e _ m p .1 1 = 1

&
&
C r C tl_ s tS h O ffC o n S to r e _ m p .1 2 = 1
V e h D a _ rV n
| x | if a c tiv a te d
& b y c a lib r a tio n
C r C tl_ r V n D v tS h O ff_ C
C r C tl_ r V n D v tA b s S h O ff_ C &
c rc tl s h u to ff 2 .d s f
B R K C D _ S T _ 1 (= 0 h )
&
C o D T _ tr q M in C r C tl_ s tS h O ffC o n S to r e _ m p .1 5 = 1
0
G e tB it
&
0
>= 1
C r C tl_ r V n S u s p
0
&
0 x 0 2
CrCtl_stModeCrl_tiDeclShOf_VSCSC_aDCrl_at DecShl Of_CCtl_r tiAcShOff_CrCtl_aAcShOf_CCrtl_sSut spActVhDe_rVanCCtlr rVn_BegCrl_t rVnDvtAsSbhOf_CrCtl_rVnDtSvhOff_CBrkC_DtPrsCrseCtled_trqesDCoD_tTrqMinCnvoCD_stCthCl Ctr _stl SuspActCrl_rt nSVusp

C r C tl_ G e a r M in _ C
P
C r C tl_ s tS u s p A c t &
V S S C D _ v
C r C tl_ v M a x S h O ff_ C
P
>= 1
C r C tl_ v M in S h O ff_ C
P
C o E n g _ s tE n g S to p
lo w id le ( 1 )
E n g _ n A v rg G e tB it
if a c tiv a te d C r C tl_ s tS h O ffC o n S to r e _ m p .1 8 = 1
>= 1
C r C tl_ n M a x S h O ff_ C b y c a lib r a tio n
P
C r C tl_ n M in S h O ff_ C
A c c P e d _ s tB rk D e s
0 C r C tl_ s tS h O ffC o n S to r e _ m p .1 9 = 1
&
C o D T _ tr q M in
C r C tl_ tiO v e r r id e S h O ff_ C
P
C R C T L _ O V E R R ID E (= 2 h ) T
&
Geabx_r stGarVeSVSCD_SCv_aDCrtl_vMaxShOf_Crtl_CvMinShOf_ECng_nAvrgCCtlr _nMaxSOfhf_CrCtl_nMinShOf_CcAPed_stBrkesDCrl_trqDeCosDT_trqinMCrtl_i veOrideShf_OCCtlr _stOpFuncrCl_Gt arMein_CCtlr stS_uspctA
Figure 142 : Shut-off conditions (4) in hold mode

C R C T L _ H O L D (= 9 h )
&
C R C T L _ A C T V (= 1 h )
( c r u is e c o n tr o l n o t o v e r r id d e n b y d r iv e r )
C r C tl_ tiD v tS h O ff_ C
V S S C D _ v
C r C tl_ v S e tP o in tT r g t T
C r C tl_ v D v tS h O ff_ C &
&
&
C r C tl_ v D v tP o s S h O ff_ C if a c tiv a te d

b y c a lib r a tio n C r C tl_ s tS h O ffC o n S to r e _ m p .2 3 = 1
&
C r C tl_ v D v tN e g S h O ff_ C
C r C tl_ fa c D v tR e lS h O ff_ C C r C tl_ s tS h O ffC o n S to r e _ m p .2 4 = 1

&
CrCt_stl OpFncCrul_st tModeCCtr l_tiDvtShOf_CSVDCvC_rCtl_vSetPontTi rgtCrtl_vvtSDhOf_CrCl_vt vtDPosShOf_CrCl_t vDtNegShf_OCr tl_CfacvtRDlSehOf_C
F rm M n g _ s tE T C 1 S h fA c tv
C R C T L _ E T C 1 S H F A C T V (= 1 h )
P r p C tl_ s tC r C tlS h O ff
P R P C T L S H O F F _ O N (= 1 h )
V E S G o v _ s tC r C tlS h u tO ff
V E S G o v _ C R C T L S H O F F (= 1 h ) if a c tiv a te d
B rk C D _ s tP a rk B rk
0
E B S w C D _ s tP r e S e lM o d e
3 h
5 h
FrmMng_stETC1SfAhtvcPrpCtl_tCrsCtlSOhfVEGSov_tCrsCtlShutfOEBSwCD_stPreSelMBrodkeCDstP_arkBrk
Figure 144 : Shut-off conditions(6)

V E H D A _ T R Q IN C (= 3 )
G e tB it >= 1
V E H D A _ G E A R B X IN C (= 5 )
G e tB it
C o V e h _ s tT S E A T rq s p d R e q
1 1 G e tB it
& >= 1
E IS G o v _ trq
C r C tl_ tr q E IS G o v M a x _ C
0 x A 0 0 0 B it
A n d
& T C r C tl_ s tS h O ffC o n S to r e _ m p .3 0 = 1

C r C tl_ tiS h O ffE x tT r q In c _ C
&
C R C T L _ O F F (= 2 ) if a c tiv a te d
C r C tl_ tiS h O ffE x tT r q D e c _ C C r C tl_ s tS h O ffC o n S to r e _ m p .3 1 = 1

& T
&
V E H D A _ T R Q D E C (= 4 )
G e tB it >= 1
V E H D A _ G E A R B X D E C (= 6 ) G e tB it
C o V e h _ s tT S E A T rq s p d R e q
1 0 G e tB it >= 1
1 1
G e tB it & >= 1
E IS G o v _ trq
C r C tl_ tr q E IS G o v M in _ C
B it
0 x 5 0 0 0 A n d
VehDa_stTrqDmeCoVeh_stTSEArqTSpdeqREISovG_trCoqEng_stIrDnesBkCr Ctlr _tiShOffExtTrqDecC_rCtl_stModeCrCtl_iSht OfExtTrqDc_eCVehDast_TrqDemCrtl_rqESGoI vMax_Crtl_CtrqEISGovMin_C
ECU initialization • Cruise control locked status CrCtl_stLck = CRCTL_NOTLCK (=0h)

• Cruise control shut-off request CrCtl_stShOff = CRCTL_NOSHOFFCONACTV (=0h).
• Cruise control suspend status CrCtl_stSuspAct = 0h.
• Cruise control v/n ratio for suspend gear detection CrCtl_rVnSusp = 0h).
Output values CrCtl_rVnSusp: v/n ratio for suspend gear detection (km/h)/rpm <SWORD>
Input values BrkCD_stParkBrk: Status park breake - <UBYTE>

CoEng_stEng: current engine state [-] - <UBYTE>
CoEng_stEngStop: Bit coded output message from engine stop function for low idle, egine
shut off and crank control - <UBYTE>
CoEng_stInrDesBrk: Status of negative torque request - <SWORD>
CrCtl_rVnBeg: ratio vehicle to engine speed at activation of cruise control (km/h)/rpm
<SWORD>
CrCtl_stMFLMode: Final MFL request for Cruise control - <UBYTE>

CrCtl_stOpFunc: state of cruise control operation functionality - <UBYTE>
EISGov_trq: Set value of EISGov Nm <SWORD>
FrmMng_stETC1ShfActv: Status ETC1 shift active - <UBYTE>
PrpCtl_stCrCtlShOff: shutoff request for cruise control - <UBYTE>
T15CD_stDebVal: debounced value of terminal 15 - <UBYTE>
VehDa_rVn: ratio of vehicle speed to engine speed (km/h)/rpm <SWORD>
VESGov_stCrCtlShutOff: Shut off of the cruise control - <UBYTE>
VSSCD_a: vehicle acceleration m/s^2 <SWORD>
Measuring points CrCtl_rVnSusp_mp: Measuring point for current gear ratio for the pressed clutch during
active Suspend mode. (km/h)/rpm <SWORD>
CrCtl_stShOffConStore_mp: instrument for cruise control shut-off conditions - <ULONG>
CrCtl_tmrSuspMax_mp: Measuring point to indicate time elapsed since the release of Clutch
during active Suspend mode. ms <ULONG>
Fid_CrCtlAccPed_mp: measurement point for function identifier Fid_CrCtlAccPed - <UBYTE>
Fid_CrCtlAccPed_mp: measurement point for function identifier Fid_CrCtlAccPed - <UBYTE>
Fid_CrCtlBrk_mp: measurement point for function identifier Fid_CrCtlBrk - <UBYTE>
Fid_CrCtlBstPres_mp: measurement point for function identifier Fid_CrCtlBstPres - <UBYTE>
Fid_CrCtlClth_mp: measurement point for function identifier Fid_CrCtlClth - <UBYTE>
Fid_CrCtlRailPres_mp: measurement point for function identifier Fid_CrCtlRailPres -
<UBYTE>
Fid_CrCtlVehSpdSens_mp: measurement point for function identifier Fid_CrCtlVehSpdSens -
<UBYTE>
Application parameters CrCtl_aAccShOff_C: max. acceleration for shut-off of cruise control<value>

CrCtl_aDeclShOff_C: max. deceleration for shut-off of cruise control<value>
CrCtl_facDvtRelShOff_C: relative system deviation for shut-off of cruise control<value>
CrCtl_nMaxShOff_C: max. engine speed for shut-off of cruise control<value>
CrCtl_nMinShOff_C: min. engine speed for shut-off of cruise control<value>
CrCtl_rVnDvtAbsShOff_C: absolute deviation of vehicle speed-/engine speed-ratio for shut-
off of cruise control<value>
CrCtl_rVnDvtShOff_C: deviation of vehicle speed-/engine speed-ratio for shut-off of cruise
control<value>
CrCtl_stShOffCut_C: cruise control shut-off conditions with immediate shut down<value>
CrCtl_stShOffIrvrs_C: irreversible cruise control shut-off conditions<value>
CrCtl_stShOffRmpOne_C: cruise control shut-off conditions with shut down by time constant
ramp<value>
CrCtl_stShOffRmpTwo_C: cruise control shut-off conditions with shut down by slope constant
ramp<value>
CrCtl_stShOffRvrs_C: reversible cruise control shut-off conditions without deleting
setpoint speed<value>
CrCtl_stShOffRvrsDelVel_C: reversible cruise control shut-off conditions with deleting
setpoint speed<value>
CrCtl_swtSuspEna_C: Enable switch for cruise control suspend function allowed<value>
CrCtl_tiAccShOff_C: max. time duration for too large acceleration for shut-off of cruise
control<value>
CrCtl_tiDeclShOff_C: max. time duration for too large deceleration for shut-off of cruise
control<value>
CrCtl_tiDvtShOff_C: max. time duration for too large deviation of vehicle speed for shut-
off of cruise control<value>
CrCtl_tiOverrideShOff_C: max. time duration for override for shut-off of cruise
control<value>
CrCtl_tiSuspMax_C: Maximum suspend time after clutch release<value>
CrCtl_tiSuspClthPresMax_C: Maximum suspend time with pressed clutch<value>
CrCtl_tiSuspSync_C: Maximum suspend gear detection time<value>
CrCtl_trqEISGovMax_C: Allowed EISGov torque without CrCtl Override shutoff<value>
CrCtl_trqEISGovMin_C: Allowed negative EISGov torque without CrCtl Override
shutoff<value>
CrCtl_vDvtNegShOff_C: negative system deviation for shut-off of cruise control<value>
CrCtl_vDvtPosShOff_C: positive system deviation for shut-off of cruise control<value>
CrCtl_vDvtShOff_C: vehicle speed deviation for shut-off of cruise control<value>
CrCtl_vMaxShOff_C: upper vehicle speed threshold for shut-off of cruise control<value>
CrCtl_vMaxShOff_C: upper vehicle speed threshold for shut-off of cruise control<value>
CrCtl_GearMin_C: The minimum gear allowed in cruise control<value>
P_340 Y445 S00 746-V91 Confidential CrCtl_State - 159 -
DS-CV/EET Cruise control Veh-VehMot-PrpBrk-Prp-CrCtl
Cruise control (CrCtl_State)

Functional overview This function represents the actual cruise control. It runs the cruise control mode requested by the mode
selection or the shut-off function.This includes the setpoint calculation and the governing of the vehicle speed
to the actual vehicle setpoint speed.
Introduction The individual cruise control modes CrCtl_stMode and sub-modes CrCtl_stModeSub and their transitions
are described below. For an overview, see “Cruise control main modes” on page 147.
Table 67: Cruise control modes CrCtl_stMode
State Value (h) Description
CRCTL_NEUTR 1 Neutral mode
CRCTL_OFF 2 Shut-off mode
CRCTL_TIPDWN 3 Tip-down mode
CRCTL_DECL 4 Deceleration mode
CRCTL_RESABV 5 Resume from above mode
CRCTL_RESBLW 6 Resume from below mode
CRCTL_TIPUP 7 Tip-up mode

CRCTL_ACC 8 Acceleration mode
CRCTL_HOLD 9 Hold mode
Table 68: Cruise control sub-modes CrCtl_stModeSub

CRCTL_SUBNOSUB 1 No sub-state
CRCTL_SUBSTRTVAL 2 Determining an initial value
CRCTL_SUBRMP 3 Processing the setpoint ramp
CRCTL_SUBRMPEND 4 Setpoint ramp has been processed
CRCTL_SUBPREPHOLD 5 Preparation for transition to the hold state
CRCTL_SUBCALCSET 6 Preparation of a change in setpoint without ramp
CRCTL_SUBSETEND 7 Setting the current speed as setpoint
CRCTL_SUBGVNR 8 Controlling the predefined setpoint speed
CRCTL_SUBWAITRES 9 Preparation for resumption of a stored setpoint
Table 69: Modes CrCtl_stMode with associated sub-modes CrCtl_stModeSub

Main state Associated sub-states
CRCTL_NEUTR - (CRCTL_SUBNOSUB)
CRCTL_OFF CRCTL_SUBSTRTVAL
CRCTL_SUBRMP
CRCTL_TIPDWN CRCTL_SUBCALCSET
CRCTL_DECL CRCTL_SUBSTRTVAL
CRCTL_SUBRMP
CRCTL_SUBRMPEND
CRCTL_SUBPREPHOLD
CRCTL_SUBSETEND
CRCTL_RESABV CRCTL_SUBSTRTVAL
CRCTL_SUBRMP
CRCTL_RESBLW CRCTL_SUBSTRTVAL
CRCTL_SUBRMP
CRCTL_SUBPREPHOLD
CRCTL_TIPUP CRCTL_SUBCALCSET
CRCTL_ACC CRCTL_SUBSTRTVAL
CRCTL_SUBRMP
CRCTL_SUBRMPEND
CRCTL_SUBPREPHOLD
CRCTL_SUBWAITRES
CRCTL_HOLD CRCTL_SUBSTRTVAL
CRCTL_SUBGVNR
The cruise control lead torque CrCtl_trqLead is provided in this version only as a dummy. Since it is
required by other modules as an input value, the value of the desired torque CrCtl_trqDes is used to
describe the lead torque.
Neutral mode (CrCtl_stMode = CRCTL_NEUTR (=1h))
Cruise control is not active, i.e., there is no intervention in the engine torque. This mode has no sub-mode
and is always attempted when cruise control is shut off. Furthermore, this is the initialization state when
switching the control unit on. The output torque of cruise control CrCtl_trqDesis set to the value of the
neutral gearbox output torque CoDT_trqMin.
Shut-off mode (CrCtl_stMode = CRCTL_OFF (=2h))
Shut-Off Types Shut off can occur in any of the following types.
Immediate Shut-Off If this is requested, the cruise control switches immediately to the 'neutral' mode (CrCtl_stMode =
CRCTL_NEUTR (=1h)). If shut-off takes place due to an irreversible shut-off condition (CrCtl_stLck =
CRCTL_LCKACTV (=1h)), the cruise control is locked for the current driving cycle by writing a value of
CRCTL_LCK (=2h) in the message CrCtl_stLck when changing from the 'shut-off' mode (CrCtl_stMode =
CRCTL_OFF (=2h)) to the 'neutral' mode (CrCtl_stMode = CRCTL_NEUTR (=1h)).
21.12.2005 crctl_state.fm
- 160 - CrCtl_State Y445 S00 746-V91 Confidential P_340
Shut-off via a Setpoint Ramp Here the setpoint for the Ramp is initialised. (CrCtl_stModeSub = CRCTL_SUBSTRTVAL (=2h))
Cruise Control shut off depends on the actual range of the cruise control output torque, i.e. whether
CrCtl_trqDes is larger or smaller than CoDT_trqMin
• CrCtl_trqDes > CoDT_trqMin: The demanded torque CrCtl_trqDes is first reduced by the difference
between the current demanded torque CrCtl_trqDes and the minimum gearbox output torque
CoDT_trqMin multiplied by the CrCtl_facTrqRedRmpOne_C factor. Next, the demand torque
CrCtl_trqDes is ramped down to the value of the neutral gearbox output torque CoDT_trqMin within the
CrCtl_tiShDwnRmpOne_C time
• CrCtl_trqDes < CoDT_trqMin: The demanded torque CrCtl_trqDes is first increased by the difference
between the the neutral gearbox output torque CoDT_trqMin and the current demanded torque
CrCtl_trqDes multiplied by the CrCtl_facTrqIncrRmpOne_C factor. Next, the demand torque
CrCtl_trqDes is increased to the value of the neutral gearbox output torque CoDT_trqMin within the
CrCtl_tiShDwnRmpOne_C time
• CrCtl_trqDes > CoDT_trqMin: The demanded torque CrCtl_trqDes is first reduced by the difference
between the current demanded torque CrCtl_trqDes and and the neutral gearbox output torque
CoDT_trqMin multiplied by the CrCtl_facTrqRedRmpTwo_C factor. Next, the demanded torque
CrCtl_trqDes is ramped down to the value of the neutral gearbox output torque CoDT_trqMin with the
ramp slope CrCtl_facSlpRmpTwoDwn_C
• CrCtl_trqDes < CoDT_trqMin: The demanded torque CrCtl_trqDes is first increased by the difference
between the the neutral gearbox output torque CoDT_trqMin and the current demanded torque
CrCtl_trqDes multiplied by the CrCtl_facTrqIncrRmpTwo_C factor. Next, the demand torque
CrCtl_trqDes is increased to the value of the neutral gearbox output torque CoDT_trqMin with a ramp
slope of CrCtl_facSlpRmpTwoUp_C.
Process setpoint ramp (CrCtl_stModeSub = CRCTL_SUBRMP (=3h))
The computed ramp is processed. If the demand torque CrCtl_trqDes has reached a value of CoDT_trqMin,
a change is made to the 'neutral' mode (CrCtl_stMode = CRCTL_NEUTR (=1h) and CrCtl_stModeSub =
CRCTL_SUBNOSUB (=1h)).
Figure 145 : Cruise control shut-off via time constant and slope constant ramps
C r C tl_ s tS h O ff C r C tl_ s tS h O ff
C R C T L _ R M P T W O (= 3 h ) C R C T L _ R M P T W O (= 3 h )
C R C T L _ R M P O N E (= 2 h ) C R C T L _ R M P O N E (= 2 h )
C R C T L _ C U T (= 1 h ) C R C T L _ C U T (= 1 h )
C R C T L _ N O S H O F F (= 0 h ) C R C T L _ N O S H O F F (= 0 h )
t t
C r C tl_ s tM o d e C r C tl_ s tM o d e
i.e . C R C T L _ H O L D ( = 9 h ) i.e . C R C T L _ H O L D ( = 9 h )
C R C T L _ O F F (= 2 h ) C R C T L _ O F F (= 2 h )
C R C T L _ N E U T R (= 1 h ) C R C T L _ N E U T R (= 1 h )
t t
C r C tl_ tr q D e s C r C tl_ tr q D e s
e x a m p le 1 to r q u e r e d u c tio n = e x a m p le 1
a ) C r C tl_ fa c T r q R e d R m p O n e _ C x ( C r C tl_ tr q D e s - C o D T _ tr q M in )
to r q u e r e d u c tio n =
C r C tl_ fa c T r q R e d R m p T w o _ C x ( C r C tl_ tr q D e s - C o D T _ tr q M in )
e x a m p le 2 e x a m p le 2
r a m p s lo p e C r C tl_ fa c S lp R m p T w o D w n _ C
C o D T _ tr q M in C o D T _ tr q M in
C r C tl_ tiS h D w n R m p O n e _ C t t
c r c tl_ s ta te _ 1 .d s f
C o D T _ tr q M in C o D T _ tr q M in
b )
r a m p s lo p e C r C tl_ fa c S lp R m p T w o U p _ C
e x a m p le 2 e x a m p le 2
to r q u e in c r e a s e = to r q u e in c r e a s e =
e x a m p le 1 C r C tl_ fa c T r q In c r R m p O n e _ C x ( C o D T _ tr q M in - C r C tl_ tr q D e s ) e x a m p le 1 C r C tl_ fa c T r q In c r R m p T w o _ C x ( C o D T _ tr q M in - C r C tl_ tr q D e s )
C o D T _ tr q M in B r k C o D T _ tr q M in B r k
C r C tl_ tiS h D w n R m p O n e _ C t t
CrCtl_facTrqRdRepmOne_CrCl_fat cTrIncqrRmpOne_CrCtl_tiShwDnRmpOne_Cr Ctl_facTrqRedRpmTwo_CrCtl_facTrIncqrRmpTwo_CrCtl_faclpRSmpTwUpo_CrCt_fal cSlpRmpTwoDwn_Cr Ctl_stSOfhCrtl_rqDsCeoDT_trqMinCoD_tTrqMinBkr
If another shut-off condition with a higher priority becomes active while the cruise control is being shut off by
a ramp, the shut-off is further executed using this shut-off type. In other words, shut-off by a ramp can be
interrupted by an immediate shut-off. Also, shut off by a slope constant ramp can be interrupted by a time
constant ramp type shut off.
Interaction with Suspend request: Shut off has a higher priority than suspend. If during an active suspend request ( CrCtl_stSuspAct = 1) a
shut off becomes active, the shut off ramp is initialized with the torque value that is calculated in suspend
mode. The further behaviour is completely controlled by the shutoff mode.
Tip-down mode (CrCtl_stMode = CRCTL_TIPDWN (=3h))
Preparing a change in setpoint value (CrCtl_stModeSub = CRCTL_SUBCALCSET (=6h))
crctl_state.fm 21.12.2005
If the current vehicle speed VSSCD_v is in a window around the setpoint vehicle speed
(CrCtl_vSetPointTrgt - CrCtl_vTipDwnLoLim_C <= VSSCD_v <= CrCtl_vSetPointTrgt +
CrCtl_vTipDwnUpLim_C) and if the demanded torque CrCtl_trqDes is greater than the value of the
minimum cruise control output torque CrCtl_trqMin_mp or the torque limitation is disabled with
CrCtl_swtOffTipDwnTrqLim_C = TRUE, and the cruise control target setpoint speed
CrCtl_vSetPointTrgt minus the tip step CrCtl_vTipStp_C is greater than the minimum cruise control
setpoint speed CrCtl_vMin_C, the new target setpoint vehicle speed CrCtl_vSetPointTrgt is produced
from the current target speed setpoint CrCtl_vSetPointTrgt minus CrCtl_vTipStp_C. After this, the
software changes to the 'resume from above' mode (CrCtl_stMode = CRCTL_RESABV (=5h) and
CrCtl_stModeSub = CRCTL_SUBSTRTVAL (=2h)).
If any of the above mentioned conditions are not met, tip-down is not carried out. Except for ´target setpoint
too low´ (!(VSSCD_v <= CrCtl_vSetPointTrgt + CrCtl_vTipDwnUpLim_C)), the software changes to ´hold´
mode then (CrCtl_stMode = CRCTL_HOLD (=9h) and CrCtl_stModeSub = CRCTL_SUBSTRTVAL (=2h)).
In case the target setpoint is too low (!(VSSCD_v <= CrCtl_vSetPointTrgt + CrCtl_vTipDwnUpLim_C)), the
software changes to ´resume from above´ mode (CrCtl_stMode = CRCTL_RESABV (=5h) and
Figure 146 : Tip-down mode
ta r g e t s e tp o in t to o lo w
V S S C D _ v r e la tiv e to v e h ic le s p e e d
( tip s te p is n o t c a r r ie d o u t)
C r C tl_ v S e tP o in tT r g t !
C r C tl_ v T ip D w n U p L im _ C
v e h ic le s p e e d
w ith in w in d o w
&
C r C tl_ v T ip D w n L o L im _ C
C r C tl_ v T ip S tp _ C
C r C tl_ v M in _ C
d o w n w a rd s te p o f ta rg e t
C r C tl_ tr q D e s s e tp o in t is c a r r ie d o u t
&
C r C tl_ tr q M in _ m p
>= 1
C r C tl_ s w tO ffT ip D w n T r q L im _ C
F A L S E : to r q u e lim it e n a b le d
T R U E : to r q u e lim it d is a b le d C r C tl_ v S e tP o in tT r g t
>= 1
C R C T L _ H O L D (= 9 h )
C R C T L _ R E S A B V (= 5 h )
C R C T L _ S U B S T R T V A L (= 2 h ) C r C tl_ s tM o d e S u b
CrCt_swl tOfTipDwnTrqLim_Cr l_vt TipStp_Cr tl_CMivn_CCrtl_vTipwnDUpLim_CCtlr _vTipDwLnoLim_CCrtl_r qMin_mpCCtlr _vSetPontTi rgtCrtl_r DeqsVSSC_vDCrtl_sMot deCCtlr stM_odSueb
Deceleration mode (CrCtl_stMode = CRCTL_DECL (=4h)

Initialize setpoint ramp (CrCtl_stModeSub = CRCTL_SUBSTRTVAL (=2h))
The current demanded longitudinal movement torque PrpBrk_trqDes is taken as the initial value for
CrCtl_trqDes.
As long as a deceleration desire by the driver is active, the target setpoint vehicle speed
CrCtl_vSetPointTrgt and the actual vehicle speed setpoint CrCtl_vSetPointAct_mp are lowered based
on a ramp (CrCtl_vSetPointTrgt = CrCtl_vSetPointAct_mp). The initial value of the ramp is the current
vehicle speed VSSCD_v and the ramp slope is given by CrCtl_facRmpSlpDecl_C. If the vehicle target setpoint
speed is lower than the vehicle speed minus the maximum deviation for acceleration/decleration mode
(CrCtl_vSetPointTrgt < VSSCD_v - CrCtl_vDvtMaxAccDecl_C), the ramp is stopped until that condition
has ceased. The value of the setpoint ramp is limited by the minimum cruise control setpoint value
CrCtl_vMin_C
A PI-governor is used to regulate the vehicle speed VSSCD_v to the actual setpoint speed
CrCtl_vSetPointAct_mp. If the value of the demand torque CrCtl_trqDes is equal to the minimum cruise
control output torque CrCtl_trqMin_mp, the setpoint is not lowered any further.
Figure 147 : Current Limiting torque
In jC tl_ q L im
F M T C _ e ta C u rr
C o E n g _ tr q In r L im M N
C r C tl_ s ta te _ 4 .d s f
C o E n g _ tr q L iL td
C r C tl_ tr q L im A c t_ m p
C o V e h _ tr q P r p L im E r r M N
InjCl_qt LimFMT_eCtaCurCEog_ntrqInrLimCoEng_trLiqtdCoEng_trqMinCoVeh_trqAcGesarbx_trFrcqDrvrnT_rTransDTCrCtl_trqLimAcCot_mVehptrq_PrpLimEr
Ending the setpoint ramp (CrCtl_stModeSub = CRCTL_SUBRMPEND (=4h))

If no further deceleration is desired, the current vehicle speed VSSCD_v is assumed as the setpoint speed
CrCtl_vSetPointAct_mp and CrCtl_vSetPointTrgt. These setpoint values are limited by the minimum
cruise control setpoint speed CrCtl_vMin_Cand the maximum cruise control speed CrCtl_vMax_C. If the
acceleration of the vehicle is negative, the demanded cruise control torque CrCtl_trqDes is increased by
adding VSSCD_a multiplied with the factor CrCtl_trqCorDecl_C.
Figure 148 : Torque increase upon ending the deceleration setpoint ramp
V S S C D _ a -1 ( in c r e a s e to r q u e fo r
V S S C D _ a < 0 o n ly )
C r C tl_ s ta te _ 3 8 .d s f
M IN
0 ,0
C r C tl_ tr q C o r D e c l_ C
CrCtl_trqCorDcleC_Ctr l_trqDesSVSCDa_
If the acceleration of the vehicle VSSCD_a (deceleration: negative value) is greater than or equal to
CrCtl_aDeclThres_C the software switches directly to the 'hold' mode (CrCtl_stMode = CRCTL_HOLD
(=9h) and CrCtl_stModeSub = CRCTL_SUBSTRTVAL (=8h)).
If the acceleration of the vehicle VSSCD_a (deceleration: negative value) is smaller than CrCtl_aDeclThres_C
(that means high deceleration), a switch is made to the "waiting for transition to hold" submode
(CrCtl_stModeSub = CRCTL_SUBPREPHOLD (=5h)).
Waiting for transition to hold (CrCtl_stModeSub = CRCTL_SUBPREPHOLD (=5h))
The new demand torque CrCtl_trqDes is increased by the ramp with the CrCtl_facRmpSlpHiDecl_C slope.
If the current vehicle speed VSSCD_v is less than the setpoint speed CrCtl_vSetPointTrgt minus
CrCtl_vMaxDvtDecl_C, the ramp slope is doubled.
If the vehicle deceleration VSSCD_a has fallen below the CrCtl_aDeclThres_C value, and if the current
vehicle speed VSSCD_v is greater than the setpoint vehicle speed CrCtl_vSetPointTrgt reduced by the
maximum accepted governor deviation for switching to the hold mode CrCtl_vMaxDvtDecl_C, the software
changes to the 'hold' state (CrCtl_stMode = CRCTL_HOLD (=9h) and CrCtl_stModeSub =
CRCTL_SUBSTRTVAL (=2h)). The demand torque CrCtl_trqDes is assumed by the PI-governor
integrator. This ends the deceleration process.
Setting (CrCtl_stModeSub = CRCTL_SUBSETEND (=7h))
This mode is only activated after the driver has set a vehicle speed as the setpoint speed (CrCtl_stMFLMode
= MFLV_SET (=2h)) see “Conditions for control switch mode 'MFLV_SET'” on page 147 . Here, the current
vehicle speed VSSCD_v is assumed as the target setpoint speed CrCtl_vSetPointTrgt and the actual
setpoint vehicle speed CrCtl_vSetPointAct_mp. Next, the software changes to the 'hold' mode
(CrCtl_stMode = CRCTL_HOLD (=9h) and CrCtl_stModeSub = SUBSTRTVAL (=2h)).
If the variable engine speed governor VESGov is active (VESGov_stCurr <> VESGOV_STOFF (0x8h)), the
demanded cruise control torque CrCtl_trqDes is initialised with CoDT_trq.
If the variable engine speed governor VESGov is not active (VESGov_stCurr = VESGOV_STOFF (0x8h)),
the demanded cruise control torque CrCtl_trqDes is not initialised in this submode.
Figure 149 : Deceleration mode
M F L V _ D E C L (= 4 h )
M F L V _ N E U T R (= 0 h )
t
i.e . C R C T L _ H O L D ( = 9 h )
C R C T L _ D E C L (= 4 h )
t
i.e . C R C T L _ S U B G V N R (= 8 h )
if d e c e le r a tio n is h ig h
(V S S C D _ a < C rC tl_ a D e c lT h r e s _ C )
if n o t, th e s u b m o d e tu r n s im m e d ia te ly
C R C T L _ S U B P R E P H O L D (= 5 h ) to C R C T L _ S U B S T R T V A L
C R C T L _ S U B R M P (= 3 h )
n o r e g u la tio n : o n ly to r q u e r a m p
in th a t s u b m o d e
t
P I- r e g u la tio n P I- r e g u la tio n
C r C tl_ tr q D e s ( p a r a m e te r s C r C tl_ D e c lP ..._ C ) ( p a r a m e te r s C r C tl_ H o ld P ..._ C , C r C tl_ H o ld I..._ C )
to r q u e in c r e a s e :
C r C tl_ tr q D e s = C r C tl_ tr q D e s + ( - 1 ) x V S S C D _ a x C r C tl_ tr q C o r D e c l_ C , fo r V S S C D _ a < 0
r a m p s lo p e : 2 x C r C tl_ fa c R m p S lp H iD e c l_ C
r a m p s lo p e : C r C tl_ fa c R m p S lp H iD e c l_ C
a n d C r C tl_ v S e tP o in tA c t_ m p ( V S S C D _ a > = C r C tl_ a D e c lT h r e s _ C ) A N D
V S S C D _ v ( V S S C D _ v > ( C r C tl_ v S e tP o in tT r g t - C r C tl_ v M a x D v tD e c l_ C ) )
t
C r C tl_ v _ s e tP o in tT r g t - C r C tl_ v M a x D v tD e c l_ C
CrCt_aDl clehrTs_CreCtl_DecPKl 1_pCr Ctl_DeclPK2_pCr Ctl_DeclPK3_pCr tl_CDecPKl Nepg1_Crtl_CecDlPKpNeg2_CCtlr _DeclPKNpg3e_CCtlr _DelPWcinPos_C1rCtl_DclPeWinPo2_sCr tl_CDeclPWinPs3o_CCtlr _DelPcWinegN2_CrCtl_DclePWiNeng3_Cr Ctl_ecDlIKi_C2rCtl_DeclIKi1_CCtlr De_clIKi3_CrCl_t DeclIKiPs1o_CCrtl_DclIeKiPos2_CCtlr _DeclIKPosi _C3rCl_t DecIKiNl g1e_CrCl_Dt eclIKiNg2_eCCtlr _DeclIKNei g3_CrCl_t ecDlIWinPos1_Crtl_CDeclIWinPos2_CCtl_r eDclIWinPos3C_Ctlr _DeclIWinNg1e_CCtr _Del clIWinNge_C2Crl_Dt eclIinWNeg3_CrCl_Dt clePWinNe1_gCr Ctl_facmpRSlpHiDecl_CCtlr _facRmpSlDecl_CCrl_vt MaxDvtDec_Cl Crl_Dt clPeKpPos1_CrCtl_DeclPKposP2_CrCtl_DclePKpPos3_C
Resume from above mode (CrCtl_stMode = CRCTL_RESABV (=5h))

If the variable engine speed governor VESGov is not active (VESGov_stCurr =VESGOV_STOFF (0x08h)),
the demanded torque CrCtl_trqDes is derived from the current demanded longitudinal motion torque
PrpBrk_trqDes minus a vehicle speed dependent correction, which is calculated from VSSCD_v and the
curve CrCtl_trqVCorResAbv_CUR, minus the offset CrCtl_trqOfsResAbv_C.
If the variable engine speed governor VESGov is active (VESGov_stCurr <>VESGOV_STOFF (0x08h)), the
demanded cruise control torque CrCtl_trqDes is initialized with CoDT_trq.
Figure 150 : Starting value for the demand torque CrCtl_trqDes in the 'resume from above' mode
C r C tl_ tr q V C o r R e s A b v _ C U R
P
V S S C D _ v
C r C tl_ tr q O fs R e s A b v _ C
C o D T _ trq
T R U E : V E S G o v is a c tiv e
V E S G O V _ S T O F F (0 x 0 8 h )
CrCt_trl OfqRessAbv_Cr l_tqVCr rRoesAbv_CUCoRTD_trqVSCD_vCCtlr _trqDesVESoGv_stCurPrpBrktrq_Des
The vehicle speed VSSCD_v is lowered in the following sub-mode, by lowering the actual vehicle setpoint
speed CrCtl_vSetPointAct_mp based on a ramp. The starting value of the ramp is the maximum of the
current vehicle speed VSSCD_v and the target setpoint speed CrCtl_vSetPointTrgt, at the moment this sub-
mode is activated. If the vehicle speed is above the maximum cruise control setpoint speed CrCtl_vMax_C,
the start value of the ramp is given by CrCtl_vMax_C.
PI-governors are used to regulate the vehicle speed VSSCD_v to the actual vehicle speed setpoint
CrCtl_vSetPointAct_mp, which is given by the actual value of the processed ramp. The ramp speed is
lowered by the ramp slope CrCtl_facRmpSlpRes_C. If the current vehicle speed VSSCD_v is less than the
sum from the setpoint speed CrCtl_vSetPointTrgt and the maximum governor deviation
CrCtl_vMaxDvtResAbv_C, the ramp slope is halved.
If the current driving speed VSSCD_v is less than or equal to the setpoint speed CrCtl_vSetPointTrgt, a
transition is made to the hold state, in which case the demand torque CrCtl_trqDes is assumed by the PI-
governor integrator (CrCtl_stMode = CRCTL_HOLD (=9h) and CrCtl_stModeSub = CRCTL_SUBSTRTVAL
(=2h)).
Figure 151 : Resume from above mode

i.e . M F L V _ R E S ( = 7 h )
M F L V _ N E U T R (= 0 h )
t
C R C T L _ H O L D (= 9 h )
C R C T L _ A C C (= 8 h )
C R C T L _ R E S A B V (= 5 h )
C R C T L _ N E U T R (= 1 h )
C r C tl_ s tM o d e S u b t
C R C T L _ S U B W A IT R E S (= 9 h )
if ( V S S C D _ v < = C r C tl_ v S e tP o in tT r g t)
C R C T L _ S U B G V N R (= 8 h )
C R C T L _ S U B R M P (= 3 h )
C R C T L _ S U B N O S U B (= 1 h )
t
C r C tl_ tr q D e s ( p a r a m e te r s C r C tl_ R e s P ..._ C ) ( p a r a m e te r s C r C tl_ H o ld P ..._ C , C r C tl_ H o ld I..._ C )
to r q u e s ta r t v a lu e : to r q u e r e d u c tio n o f d e s ir e d c r u is e c o n tr o l to r q u e
C r C tl_ tr q D e s = P r p B r k _ tr q D e s - f( V S S C D _ v ) - C r C tl_ tr q O fs R e s A b v _ C
t
C r C tl_ v S e tP o in tA c t_ m p
V S S C D _ v
r a m p s lo p e C r C tl_ fa c R m p S lp R e s _ C
if V S S C D _ v < ( C r C tl_ v S e tP o in tT r g t + C r C tl_ v M a x D v tR e s A b v _ C ) ,
th e h a lf r a m p s lo p e is u s e d
t
CrCtl_trqVCorReAbsv_CURCCtr _vMl axDtRvsAev_bCCtlr _ResIKi_C1Crl_Rt sIeKi2_CrCtl_ResIKi_C3Crtl_RsIKeiPos1_CCtl_r ResIKiosP2_CCrl_Rt esIKiPo3_sCrCtl_eRsIKiNeg_C1rCtl_ResIKiNeg2_CCtlr _ResIKiegN3_CrCl_Rt esIinWPos1_CrCl_Rt sIeWinPos2_CrCl_Rt sIWeinPos_C3rCl_Rt sIWeinNge1_CCrl_Rt sIWeinNge_C2rCl_Rt sIWeinNeg3_CrCl_Rt sPeKp1C_Ctr _Rl sPep2K_CCtr l_RePKs3_pCrCtlRe_sPKPops1_Cr tl_CResPKPop2_sCr Ctl_ResPKpoPs3_CCrCtl_ResPKpegN1_CCrl_t esRPKpegN2_CrCtl_RsPeKpNeg_C3rCtl_RsPeinWoPs1_CCrl_t esRPWinPo2_sCr tl_CResWPinPs3o_CrCtl_RePWsinNg1eC_CrCtl_RsPeWinNeg2_Cr l_Rt sPeWinNeg3_CCrtl_CrqOt fsRsAebv_C
Resume from below mode (CrCtl_stMode = CRCTL_RESBLW (=6h))

Initialize setpoint ramp (CrCtl_stModeSub = SUBSTRTVAL (=2h))
An initial value for the demanded torque CrCtl_trqDes is calculated.
If the variable engine speed governor VESGov is not active (VESGov_stCurr =VESGOV_STOFF (0x08h)),
the demanded torque CrCtl_trqDes is derived from the demanded longitudinal motion torque
PrpBrk_trqDes plus a vehicle speed dependent correction, which is calculated from VSSCD_v and the curve
CrCtl_trqVCorResBlw_CUR, plus the offset CrCtl_trqOfsResBlw_C.
If the variable engine speed governor VESGov is active (VESGov_stCurr <>VESGOV_STOFF (0x08h)), the
demanded cruise control torque CrCtl_trqDes is initialized with CoDT_trq.
Figure 152 : Starting value for the demand torque CrCtl_trqDes in the 'resume from below' mode
C r C tl_ tr q V C o r R e s B lw _ C U R
P
V S S C D _ v
C r C tl_ tr q O fs R e s B lw _ C
C o D T _ trq
T R U E : V E S G o v is a c tiv e
V E S G O V _ S T O F F (0 x 0 8 h )
CrCtl_trqOfsRsBew_l CrCtl_trqCoVrReBlws_CRUCoDVST_trSCq_vDCrl_trqDesVESGov_stCurPpBr rk_trqDse
The actual vehicle setpoint speed CrCtl_vSetPointAct_mp is raised in the following sub-mode, based on a
ramp. The starting value of the ramp is the minimum of the current vehicle speed VSSCD_v and of the target
setpoint speed CrCtl_vSetPointTrgt, at the moment this sub-mode is activated. The start value of the ramp
is limited on the lower side to the minimum cruise control setpoint speed CrCtl_vMin_C.
PI-governors are used to regulate the vehicle speed VSSCD_v to the actual vehicle speed setpoint
CrCtl_vSetPointAct_mp, which is given by the actual position of the processed ramp. The actual vehicle
setpoint speed CrCtl_vSetPointAct_mp is raised by the ramp slope CrCtl_facRmpSlpRes_C. If the actual
vehicle speed setpoint CrCtl_vSetPointAct_mp is greater than the setpoint speed CrCtl_vSetPointTrgt
minus the maximum governor deviation CrCtl_vMaxDvtResBlw_C, the ramp slope is reduced by half. If the
demanded torque CrCtl_trqDes is greater than or equal to the limiting torque CrCtl_trqLimAct_mp, the
ramp speed is not raised any further.
As soon as the actual vehicle speed setpoint CrCtl_vSetPointAct_mp or the vehicle speed VSSCD_v has
exceeded the setpoint speed CrCtl_vSetPointTrgt, the software switches to the next sub-mode
(CrCtl_stModeSub = CRCTL_SUBPREPHOLD (=5h)).
Waiting for transition after holding (CrCtl_stModeSub = CRCTL_SUBPREPHOLD (=5h))
A PI-governor (with own parameter set) is used to adjust the vehicle speed VSSCD_v to the actual vehicle
setpoint speed CrCtl_vSetPointAct_mp (which matches CrCtl_vSetPointTrgt here). As soon as the
current vehicle speed is greater than or equal to the target setpoint speed, the software switches to the 'hold'
mode (CrCtl_stMode= CRCTL_HOLD (=9h) and CrCtl_stModeSub = CRCTL_SUBSTRTVAL (=2h)). There
the demanded torque CrCtl_trqDes is assumed by the PI-governor with "hold" parameters.
Figure 153 : Resume from below mode
i.e . M F L V _ T IP U P ( = 5 h )
M F L V _ N E U T R (= 0 h )
t
C R C T L _ H O L D (= 9 h )
C R C T L _ T IP U P (= 7 h )
C R C T L _ R E S B L W (= 6 h )
t
if ( V S S C D _ v > = C r C tl_ v S e tP o in tT r g t)
C R C T L _ S U B G V N R (= 8 h )
if ( C r C tl_ v R m p _ m p > = C r C tl_ v S e tP o in tT r g t) O R

( V S S C D _ v > = C r C tl_ v S e tP o in tT r g t)
C R C T L _ S U B P R E P H O L D (= 5 h )
C R C T L _ S U B R M P (= 3 h )
C R C T L _ S U B S T R T V A L (= 2 h ) t
P I- r e g u la tin g ( p a r a m e te r s C r C tl_ H o ld P ..._ C , C r C tl_ H o ld I..._ C )
P I- r e g u la tin g P I- r e g u la tin g
( p a r a m e te r s C r C tl_ R e s P ..._ C ) ( p a r a m e te r s C r C tl_ R e s H o ld P ..._ C , C r C tl_ R e s H o ld I..._ C )
to r q u e s ta r t v a lu e : to r q u e in c r e a s e o f d e s ir e d c r u is e c o n tr o l to r q u e
C r C tl_ tr q D e s C r C tl_ tr q D e s = P r p B r k _ tr q D e s + f( V S S C D ) + C r C tl_ tr q O fs R e s B lw _ C
C r C tl_ v S e tP o in tA c t_ m p t
if C r C tl_ v S e tP o in tA c t_ m p > ( C r C tl_ v S e tP o in tT r g t - C r C tl_ v M a x D v tR e s B lw _ C ) ,
V S S C D _ v u s e h a lf r a m p s lo p e
r a m p s lo p e C r C tl_ fa c R m p S lp R e s _ C
t
a c tu a l v e h ic le s p e e d s e tp o in t C r C tl_ v S e tP o in tA c t_ m p
CrCt_trl VCqrRosBelw_CURr l_vt MaxDvtResBlw_CrCl_Rt esHoldIKi1C_Ctlr _ResHodIKl 2_i Cr tl_CResolHdIKi3_CCrl_Rt sHeldoIKiPos1C_Ctr l_ResHldIoKiPos2_CCtlr _ReHosldIKPoi 3_sCr tl_CResHoldPK1_pCr tl_CResoHldPK2_pCCtlr _ReHosldPK3p_CCtlr _ReHosldPpPKos1_CrCtl_RsHeldPopKPos2_CrCl_Rt sHeoldKpPPos3_CCrl_Rt sHeoldPKpeNg1_Cr tl_CesRHoldPKNep2_gCrCtl_ResoHldPKpNg3eC_Ctlr _ResHodPl WinPos1_CrCl_Rt esHoldWPinPos2_CCtlr _ResHoldPWinPos3_CCrl_Rt sHeldoIWinosP1_CrCl_Rt seHoldIWinPo2_sCr tl_CResolHdIWinPos3_CCtlr _ResHodPl WinNeg1_CrCl_Rt sHeoldWPinNeg2_CCtlr _ResHoldPWinNeg3_CrCl_Rt esHldoWinI Neg1_CCrl_t ResHoldIWinNeg2_CrCtl_esRHoldIWinNg3e_CrCtl_ReHosldIKiNeg1_CrCtl_ResHodIKl Nei g2_CrCCtl_ResHolIKidNeg3_CCrl_Rt esHldoIWinoP1_CsCrCtl_esRHoldIWinNeg1_CrCtl_ResPK1_pCr Ctl_esRPKpPos1_CrCtl_CResPKpNeg_C1rCl_t ResPKpNeg_C2Crl_Rt esPpKNeg3_CCrl_Rt sIeKiNeg1_CCtlr _ResIKiNeg2_CrCl_Rt sIeKiNg3e_CrCtl_RePWsinPos1_CCrCtl_RsPeWinosP2_Cr tl_ResPWinosP3_CrCtl_esRPWinNe1_gCr tl_CResPWinNg2eC_Ctlr _ResPWinNg3e_C
Tip-up mode (CrCtl_stMode = CRCTL_TIPUP (=7h))

Preparing a change in setpoint value If the current vehicle speed VSSCD_v is in a window around the setpoint speed (CrCtl_vSetPointTrgt-
CrCtl_vTipUpLoLim_C <= VSSCD_v <= CrCtl_vSetPointTrgt +CrCtl_vTipUpUpLim_C), and if the value of
the demanded torque CrCtl_trqDes is less than the value of the limiting torque CrCtl_trqLimAct_mp or the
torque limitation is disabled with CrCtl_swtOffTipUpTrqLim_C = TRUE and if the sum of the vehicle target
speed setpoint CrCtl_vSetPointTrgt and the speed increment CrCtl_vTipStp_C is less than the
maximum speed CrCtl_vMax_C, the new setpoint speed CrCtl_vSetPointTrgt is derived from the current
target vehicle setpoint speed CrCtl_vSetPointTrgt increased by CrCtl_vTipStp_C. After this, the software
changes to the 'resume from below' mode (CrCtl_stMode = CRCTL_RESBLW (=6h) and CrCtl_stModeSub
= CRCTL_SUBSTRTVAL (=2h)).
If any of the above mentioned conditions is not fulfilled, tip-up is not carried out. Except for ´target setpoint
too high´ ( !(VSSCD_v >= CrCtl_vSetPointTrgt - CrCtl_vTipUpLoLim_C)), the software changes to ´hold´
mode then ( CrCtl_stMode = CRCTL_HOLD (=9h) and CrCtl_stModeSub = CRCTL_SUBSTRTVAL (=2h)).
In case the target setpoint is too high ( !(VSSCD_v >= CrCtl_vSetPointTrgt - CrCtl_vTipUpLoLim_C)), the
software changes to ´resume from below´ mode (CrCtl_stMode = CRCTL_RESBLW (=6h) and
Figure 154 : Tip-up mode
V S S C D _ v
C r C tl_ v T ip U p U p L im _ C
v e h ic le s p e e d
w ith in w in d o w
&
ta r g e t s e tp o in t to o h ig h
r e la tiv e to v e h ic le s p e e d
C r C tl_ v T ip U p L o L im _ C ( tip s te p is n o t c a r r ie d o u t)
!
C r C tl_ v T ip S tp _ C
C r C tl_ v M a x _ C
s te p o f ta rg e t
s e tp o in t is
C r C tl_ tr q D e s c a r r ie d o u t
&
>= 1
C r C tl_ s w tO ffT ip U p T r q L im _ C
F A L S E : to r q u e lim it e n a b le d
T R U E : to r q u e lim it d is a b le d
>= 1
C R C T L _ H O L D (= 9 h )
c r c tl_ s ta te _ 1 0 .d s f
C R C T L _ R E S B L W (= 6 h )
C R C T L _ S U B S T R T V A L (= 2 h ) C r C tl_ s tM o d e S u b
CrCtl_swtOfTipUTrpqLim_CrCl_vt TipSp_t CCtl_r vMax_Cr Ctl_TipvUppLUim_Cr Ctl_vTipUpLom_i Cr Ctl_rqLt imAct_pmCrCl_vSt tPeointCrTgl_t trqDesVSCD_vCrtl_CstModeCrl_st tModeSub
Acceleration mode (CrCtl_stMode = CRCTL_ACC (=8h))

An initial value is determined for the demand torque CrCtl_trqDes.
Figure 155 : Starting value for the demand torque CrCtl_trqDes in the accelerate mode
V E S G O V _ S T O F F (0 x 0 8 h )
C o D T _ trq
P rp B rk _ trq D e s M X C r C tl_ tr q D e s
V S S C D _ v
C r C tl_ fa c T r q S tr tA c c _ C
C r C tl_ tr q S tr tA c c O fs _ C c r c tl_ s ta te _ 1 1 .d s f
CrCtl_facTrqStrAc_CrCtl_trqtrSAcfs_OCAcPed_rqDt esPrpBk_r trqDsVeSCD_vCrCtl_trqDesVSGEov_stCru

As long as the acceleration demand from the driver is active and the value of the demanded torque
CrCtl_trqDes is less than the value of the limiting torque CrCtl_trqLimAct_mp, and the setpoint speed
CrCtl_vSetPointTrgt is less than the maximum speed CrCtl_vMax_C, the actual setpoint speed
CrCtl_vSetPointAct_mp and the target setpoint speed CrCtl_vSetPointTrgt are increased based on a
ramp (CrCtl_vSetPointTrgt = CrCtl_vSetPointAct_mp at any time). The initial value of the ramp is the
current vehicle speed VSSCD_v.
The ramp slope is given by CrCtl_facRmpSlpAcc_C. If the vehicle target setpoint speed is larger than the
vehicle speed plus the maximum deviation for acceleration/decleration mode (CrCtl_vSetPointTrgt >
VSSCD_v + CrCtl_vDvtMaxAccDecl_C), the ramp is stopped until that condition has ceased.
A PI-governor is used to regulate the vehicle speed VSSCD_v to the actual setpoint speed
CrCtl_vSetPointAct_mp . The demanded torque CrCtl_trqDes is limited by the minimum cruise control
output torque CrCtl_trqMin_mp and the cruise control limiting torque CrCtl_trqLimAct_mp.
Ending the setpoint ramp (CrCtl_stModeSub = CRCTL_SUBRMPEND (=4h))
If no further acceleration is desired, the current vehicle speed VSSCD_v is assumed as the setpoint speed
CrCtl_vSetPointAct_mp and CrCtl_vSetPointTrgt. These setpoint values are limited by the minimum
cruise control setpoint speed CrCtl_vMin_C and the maximum cruise control setpoint speed CrCtl_vMax_C.
If the acceleration VSSCD_a of the vehicle is positive, the demanded cruise control torque is decreased by
VSSCD_a multiplied by the factor CrCtl_trqCorAcc_C.
Figure 156 : Torque reduction in acceleration mode
V S S C D _ a ( to r q u e r e d u c tio n
fo r V S S C D _ a > 0 o n ly )
M X
0 ,0
c r c tl_ s ta te _ 4 3 d s f
C r C tl_ tr q C o r A c c _ C
CrCtl_trqCorAc_CCtlr _trqDesSVCDa_
If the vehicle acceleration VSSCD_a is less than or equal to CrCtl_aAccThres_C, the software switches
directly to the 'hold' mode, where the current demanded torque CrCtl_trqDes is assumed by the PI-governor
integrator (CrCtl_stMode = CRCTL_HOLD (=9h) and CrCtl_stModeSub = CRCTL_SUBSTRTVAL (=2h)).
If the vehicle acceleration VSSCD_a is greater than CrCtl_aAccThres_C, the software switches to the 'waiting
for transition to hold' sub-mode.
Waiting for transition after holding (CrCtl_stModeSub = CRCTL_SUBPREPHOLD (=5h))
A ramp is used to reduce the demanded torque CrCtl_trqDes. The ramp slope is
CrCtl_facRmpSlpHiAcc_C. If the current vehicle speed VSSCD_v is greater than the setpoint speed
CrCtl_vSetPointTrgt plus CrCtl_vMaxDvtAcc_C, the ramp slope is doubled (negative value: steeper
falling slope).
If the vehicle acceleration VSSCD_a has decreased to or below the value CrCtl_aAccThres_C, and if the
current vehicle speed VSSCD_v is less than or equal to the setpoint speed CrCtl_vSetPointTrgt plus a
maximum governor deviation CrCtl_vMaxDvtAcc_C, the software changes to the 'hold' mode, where the
demanded torque CrCtl_trqDes is assumed by the PI-governor integrator with the "hold" parameters
(CrCtl_stMode = CRCTL_HOLD (=9h) and CrCtl_stModeSub = CRCTL_SUBSTRTVAL (=8h)).
Figure 157 : Acceleration mode
M F L V _ A C C (= 6 h )
M F L V _ N E U T R (= 0 h )
t
i.e . C R C T L _ H O L D ( = 9 h )
C R C T L _ A C C (= 8 h )
t
if a c c e le r a tio n is h ig h
i.e . C R C T L _ S U B G V N R (= 8 h ) (V S S C D _ a > C rC tl_ a A c c T h r e s _ C )
if n o t, th e s u b m o d e tu r n s im m e d ia te ly to
C R C T L _ S U B S T R T V A L
C R C T L _ S U B P R E P H O L D (= 5 h )
C R C T L _ S U B R M P (= 3 h )
t
( p a r a m e te r s C r C tl_ A c c P ..._ C ) ( p a r a m e te r s C r C tl_ H o ld P ..._ C , C r C tl_ H o ld I..._ C )
to rq u e in c re a s e :
C r C tl_ trq D e s = M a x (P rp B rk _ trq D e s + to rq u e d e c re a s e :
V S S C D _ v x C r C tl_ fa c T r q S tr tA c c _ C C r C tl_ tr q D e s = C r C tl_ tr q D e s - V S S C D _ a x C r C tl_ tr q C o r A c c _ C , fo r a > 0
+ C rC tl_ tr q S trtA c c O fs _ C , A c c P e d _ trq D e s )
r a m p s lo p e : C r C tl_ fa c R m p S lp H iA c c _ C
r a m p s lo p e : 2 x C r C tl_ fa c R m p S lp H iA c c _ C
t
C r C tl_ v S e tP o in tT r g t a n d
C r C tl_ v S e tP o in tA c t_ m p C r C tl_ v S e tP o in tT r g t + C r C tl_ v M a x D v tA c c _ C
V S S C D _ v
( V S S C D _ a < = C r C tl_ a A c c T h r e s _ C ) A N D
( V S S C D _ v < = ( C r C tl_ v S e tP o in tT r g t + C r C tl_ v M a x D v tA c c _ C ) )
c r c tl_ s ta te _ 1 3 .d s f
t
CrCt_aAl cTrehs_Cr tl_AcIi1_KCrCtl_AccIKi2_CrCl_At cI Ki3_CCtl_r AccIKiPos_C1rCl_At cIKPoi 2_sCrCtl_AccIKiosP3_CCrl_At cIKNei g1_CCtlr _AccIKiegN2_CCrl_At cIKiNg3_eCCtlr _AccIWinPo1_sCCtlr _AcIWcinPo2_sCCtlr _AcIWcinPo3_sCr tl_CAcWiI nNe1_gCr Ctl_AcIWinNeg2_Crtl_CAcIWiNeng3_Cr tl_CAcPKp1_Crtl_CAcPKp_C2Crl_t AcKpP3_CrCl_At cPKpPos1_CrCtl_AcPKpPs2o_CrCl_At cPKpPos3_CCtr l_AccPKpNg1e_CrCtl_AcPKcpNeg2_CCtlr _AccPKpNg3_eCCtlr Ac_cPWinPos1_CCtr l_AccPWinosP2_CrCl_At cPWinPos3_CrCl_At cPWiNeng1_Cr tl_CcAPWinNe2_gCCtlr _AcPWcinNeg3_CCtr l_facRmpSpHil Ac_CCtr _fal cRmpSlpHicA_CrCtl_facrqTStrAc_CCtr l_aAcTrehs_CrCtl_vMaxDvtAc_CCtr l_trqStrAct Ofsc_C
Preparing to resume (CrCtl_stModeSub = CRCTL_SUBSETEND (=7h))

This sub-state only becomes active as a result of a resumption demand. This determines the following mode,
in the subsequent manner:
• If the vehicle speed VSSCD_v is greater than the setpoint speed CrCtl_vSetPointTrgt, the 'resume from
above mode' follows (CrCtl_stMode = CRCTL_RESABV (=5h) and CrCtl_stModeSub =
CRCTL_SUBSTRTVAL (=2h))
• If the vehicle speed VSSCD_v is less than or equal to the setpoint speed CrCtl_vSetPointTrgt, the
'resume from below mode' follows (CrCtl_stMode = CRCTL_RESBLW (=6h) and CrCtl_stModeSub =
CRCTL_SUBSTRTVAL (=2h)))
Hold mode (CrCtl_stMode = CRCTL_HOLD (=9h))
Determining the integrator starting value (CrCtl_stModeSub = CRCTL_SUBSTRTVAL (=2h))
An initial value is determined for the PI-governor integrator. This value is the current lonitudinal movement
torque PrpBrk_trqDes limited by the lower limiting torque CrCtl_trqMin_mp as the minimum and the limiting
torque CrCtl_trqLimAct_mp as the maximum.
Regulating the predefined setpoint speed (CrCtl_stModeSub = CRCTL_SUBGVNR (=8h))
The cruise control PI-governor is used to regulate the vehicle speed VSSCD_v to the actual setpoint speed
CrCtl_vSetPointAct_mp (which is fixed in that cruise control mode). As in all other modes, the demanded
torque as well as the integrator value are limited from above by the limiting torque CrCtl_trqLimAct_mp and
from below by the minimum cruise control output torque CrCtl_trqMin_mp. The governor parameter in hold
mode are applicable with the following constants:
For parameter set 1 CrCtl_HoldIKi1_C, CrCtl_HoldIKiNeg1_C, CrCtl_HoldIKiPos1_C,

CrCtl_HoldIWinNeg1_C, CrCtl_HoldIWinPos1_C, CrCtl_HoldPKp1_C,
CrCtl_HoldPKpNeg1_C, CrCtl_HoldPKpPos1_C, CrCtl_HoldPWinNeg1_C,
CrCtl_HoldPWinPos1_C
Cruise control governor The cruise control governor consists of a PI-governor, with large and small signal parameters. There are
different parameters sets for 3 gear ranges. In addition there are different parameter sets applicable for
different cruise control modes und submodes. The lower limit of the working range of the governor is
applicable to be shifted between CoDT_trqMin and CoDT_trqMinBrk.
Working range of the cruise control governor:
The range of the demanded cruise control output torque CrCtl_trqDes is generally limited between
CrCtl_trqMin_mp as lower limit and CrCtl_trqLimAct_mp as upper limit. The lower limit CrCtl_trqMin_mp
can be changed by application. For CrCtl_swtBrkMode_C =0 the lower limiting torque CrCtl_trqMin_mp is
given by CoDT_trqMin, what means, that the engine brake cannot be switched on via cruise control. For
CrCtl_swtBrkMode_C =1, the lower limiting torque CrCtl_trqMin_mp is given by CoDT_trqMinBrk, what
means, that the engine brake can be switched on via cruise control torque demand. For
CrCtl_swtBrkMode_C =2, the lower limiting torque can be switched by the engine brake preselection switch.
For EBSwCD_stPreSelMode =4 (preselection of 100% engine brake with service brake) or
EBSwCD_stPreSelMode =6 (preselection of 50% engine brake with service brake), the lower limiting torque
CrCtl_trqMin_mp is CoDT_trqMinBrk. In all other cases the lower limiting torque CrCtl_trqMin_mp is
CoDT_trqMin .
Figure 158 : Switch over of the minimum cruise control output torque CrCtl_trqMin_mp between CoDT_trqMin and
CoDT_trqMinBrk
C r C tl_ s w tB r k M o d e _ C
(0 : C o D T _ tr q M in
1 : C o D T _ trq M in B rk
2 : C o D T _ trq M in o r C o D T _ tr q M in B r k )
C o D T _ tr q M in
C o D T _ tr q M in B r k C r C tl_ tr q M in _ m p
E B S w C D _ s tP r e S e lM o d e
(s ta tu s E n g in e b r a k e p r e s e le c tio n )
e n g in e b r a k e p r e s e le c te d
4
( P r e s e le c tio n o f 1 0 0 % E n g in e B r a k e w ith s e r v ic e b r a k e
>= 1
w ith s e r v ic e b r a k e )
6
( P r e s e le c tio n o f 5 0 % E n g in e B r a k e
w ith s e r v ic e b r a k e )
CrCtl_swtBrkMod_CerCtl_rqMin_mpCDTo_trMinqCoT_DtrqMinBkEr BSwDCst_PreSelMode
Governor parameter selection by actual gear:

There are 3 different parameter sets for the governor, which are selected by the actual gear range. If
Gearbx_stGear < CrCtl_stParSelThres1_C , parameter set 1 is selected (lower gear range). If
CrCtl_stParSelThres1_C <= Gearbx_stGear < CrCtl_stParSelThres2_C , parameter set 2 is selected
(mid gear range) and if Gearbx_stGear > CrCtl_stParSelThres2_C , parameter set 3 is selected (high gear
range). Parameter set means here all governor parameters associated to any cruise control mode or
submode.
Figure 159 : Cruise control governor parameter selection by actual gear range
C r C tl_ s tP a r S e lT h r e s 1 _ C
4 0 .d s f
C rC tl s ta te
C r C tl_ s tP a r S e lT h r e s 2 _ C
P a r a m e te r s e t 3 fo r c r u is e c o n tr o l g o v e r n o r (P , I p a r a m e te r s )
S e le c te d p a r a m e te r s e t fo r c r u is e c o n tr o l g o v e r n o r
P a r a m e te r s e t 2 fo r c r u is e c o n tr o l g o v e r n o r (P , I p a r a m e te r s ) (P , I p a ra m e te rs )
P a r a m e te r s e t 1 fo r c r u is e c o n tr o l g o v e r n o r (P , I p a r a m e te r s )
CrCtl_stParSelThes1r _CCrl_st Part SelTrehs2_GeCarb_sxtGear
Cruise control Governor:
The cruise control governor is a PI-governor with small and large signal parameters and an anti reset windup
measure.. The governor deviation, to which the governor responds, is built by the difference of the actual
cruise control setpoint CrCtl_vSetPointAct_mp and the vehicle speed VSSCD_v. The output of the governor
and the output of the I-part are both limited by CrCtl_trqMin_mp as minimum value and
CrCtl_trqLimAct_mp as maximum value. Interventions to the governor output torque (e.g. suspend request)
are generally also limited by these values.
Figure 160 : Cruise control governor
P a ra m e te r s e t fo r P -g o v e rn o r C r C tl_ tr q L im A c t_ m p
C r C tl_ v S e tP o in tA c t_ m p C r C tl_ tr q P G v n r _ m p C r C tl_ tr q D e s

to r q u e in te r v e n tio n s ,
P e .g . s u s p e n d m o d e
V S S C D _ v
C r C tl_ tr q IG v n r _ m p
I
in it I- p a r t u p o n e n d o f to r q u e in te r v e n tio n s
P a r a m e te r s e t fo r I-g o v e r n o r
CrCt_trl MiqCr_mntl_pCtrqMin_pmCrtl_r qLimAct_mpVSSCD_vCrtl_r DeqsCrtl_CtrqGvPnr_mpCCtr l_trqGvI nr_mp
Suspend mode:
The governor output is suspended in case a suspend request is active ( CrCtl_stSuspAct =1). If the
suspend status becomes active, the actual demanded cruise control torque CrCtl_trqDes is first saved and
then the cruise control output torque is ramped to CoDT_trqMin via a ramp. When the suspend request is
erased ( CrCtl_stSuspAct =0), the cruise control output torque ramps back to the previous saved value. The
previous saved torque value can be seen by the measuring point CrCtl_trqOldVal_mp. The behaviour
depends if the demanded cruise control CrCtl_trqDes is larger than CoDT_trqMin or not.
1) CrCtl_trqDes >= CoDT_trqMin:
suspend status becomes active, the actual demanded cruise control torque CrCtl_trqDes is first saved. If
CrCtl_swtSusRmpStp_C = 0, the cruise control output torque CrCtl_trqDes is lowered by a ramp with the
slope CrCtl_facSlpRmp1Sus_C until it reaches CoDT_trqMin. If the suspend request ends by switching
CrCtl_stSuspAct to 0, the demanded cruise control torque CrCtl_trqDes is ramped to the previously saved
value. The ramp slope is CrCtl_facSlpRmp2Sus_C. The start value of the ramp depends on the application
switch CrCtl_swtSusRmpInit_C.
a) CrCtl_swtSusRmpInit_C = 0:
The ramp for withdrawing suspend starts from the maximum of CoDT_trqMin and CrCtl_trqDes (hint: in
case the suspend ramp was not finished yet before suspend is withdrawn, the actual value of the falling ramp
marks the start of the rising ramp). The ramp ends at the demanded cruise control torque value, which has
been saved at beginning of suspend.
b) CrCtl_swtSusRmpInit_C = 1:
The ramp for withdrawing suspend starts from the maximum of CoDT_trqMin and CrCtl_trqDes and of the
drivers torque request by the accelerator pedal AccPed_trqDes, limited by the maximum cruise control
torque CrCtl_trqLimAct_mp. If saved value for CrCtl_trqDes (CrCtl_trqOldVal_mp) is greater than
AccPed_trqDes, the ramp slope is CrCtl_facSlpRmp2Sus_C as mentioned above. The ramp ends at the
demanded cruise control torque value, which has been saved at beginning of suspend. If
CrCtl_trqOldVal_mp is smaller than AccPed_trqDes, no ramp is processed. In that case the output torque
of the PI-governor is initialized with AccPed_trqDes.
2) CrCtl_trqDes < CoDT_trqMin:
suspend status becomes active, the actual demanded cruise control torque CrCtl_trqDes is first saved. If
CrCtl_swtSusRmpStp_C = 0, the cruise control output torque CrCtl_trqDes is increased by a ramp with the
slope (-1) x CrCtl_facSlpRmp1Sus_C until it reaches CoDT_trqMin. If the suspend request ends by switching
CrCtl_stSuspAct to 0, the demanded cruise control torque CrCtl_trqDes is ramped to the previously saved
value. The ramp slope is (-1) x CrCtl_facSlpRmp2Sus_C. The ramp for withdrawing suspend starts from the
maximum of CoDT_trqMin and CrCtl_trqDes (independent of CrCtl_swtSusRmpInit_C). The ramp ends
at the demanded cruise control torque value, which has been saved at beginning of suspend.
For both cases, 1) and 2):
By ending the ramp, the cruise control governor regains its control over the output torque (except in override
condition). To prevent jumps in the output torque, the governor output is initialized to match the last value of
the ramp.
In case a suspend request is active and during the suspending ramp a shut off request becomes active, the
shut off ramp is initialized with the current value of the ramp. The further behaviour is completely controlled
by the shut off mode.
If CrCtl_swtSusRmpStp_C = 1, the demanded cruise control torque is suspended with one step
(CrCtl_trqDes = CoDT_trqMin), irrespective if the demanded cruise control torque CrCtl_trqDes was
larger or smaller than CoDT_trqMin. No ramp is processed then. For CrCtl_swtSusRmpStp_C = 1
withdrawing of suspend is also performed in a single step to the previously saved value of CrCtl_trqDes
before suspend became active. That means, that the governor is directly initialized with that saved value.
The measuring point CrCtl_stSuspRamp_mp shows the state of the suspend ramp.
Table 70: Meaning of CrCtl_stSuspRamp_mp
state of suspend ramp Meaning
CRCTL_SUSPENDNOTACTIVE (0x0) Suspend mode not active
CRCTL_SUSPENDSTARTRAMP (0x1) Suspend mode is active and the ramp is running to the end value
CRCTL_SUSPENDRAMPDONE (0x2) Suspend mode is active and ramp has reached the end value
CRCTL_SUSPENDENDRAMP (0x3) Suspend mode is not active and ramp is running to the previous
saved value
Figure 161 : governor suspend

1
s u s p e n d a c tiv e
0
s u s p e n d n o t a c tiv e
t
trq
1 ) C r C tl_ tr q D e s > C o D T _ tr q M in fa llin g s lo p e

C r C tl_ tr q D e s C r C tl_ fa c S lp R m p 1 S u s _ C
a ) C r C tl_ s w tS u s R m p In it_ C = 0
r is in g s lo p e
C r C tl_ fa c S lp R m p 2 S u s _ C
s a v e th is v a lu e in it I- P a r t, th a t C r C tl_ tr q D e s m a tc h e s th e s a v e d v a lu e
C o D T _ tr q M in
t
trq
fa llin g s lo p e
C r C tl_ tr q D e s C r C tl_ fa c S lp R m p 1 S u s _ C
b ) C r C tl_ s w tS u s R m p In it_ C = 1 r is in g s lo p e in it I- P a r t, th a t C r C tl_ tr q D e s m a tc h e s th e s a v e d v a lu e

C r C tl_ fa c S lp R m p 2 S u s _ C
s a v e th is v a lu e
r e q u e s te d to r q u e b y a c c e le r a to r p e d a l
C o D T _ tr q M in
trq
r e q u e s te d to r q u e b y a c c e le r a to r p e d a l
2 ) C r C tl_ tr q D e s < C o D T _ tr q M in ( n e v e r m in d fo r C r C tl_ tr q D e s < C o D T _ tr q M in )
C o D T _ tr q M in
a ) C r C tl_ s w tS u s R m p In it_ C = 0
a n d
s a v e th is v a lu e in it I- P a r t, th a t C r C tl_ tr q D e s m a tc h e s th e s a v e d v a lu e
b ) C r C tl_ s w tS u s R m p In it_ C = 1 fa llin g s lo p e
C r C tl_ tr q D e s ( - 1 ) x C r C tl_ fa c S lp R m p 2 S u s _ C
r is in g s lo p e
( - 1 ) x C r C tl_ fa c S lp R m p 1 S u s _ C
CrCtl_swtSusRmpInit_CCrCl_fat cSlpmRp1SCrs_uCtl fac_SlpRmpSu2s_CrCl_t trqDesCrCtl_stSusAcptCoDT_rqMt in
Interaction with vehicle speed limit:

In case cruise control is active and an active vehicle speed limit is switched off (the 2nd speed limit:
PrpCCD_st2ndSpdLimSwtDebVal = 0, last value = 1 OR the adjustable speed limit
PrpCCD_stAdjSpdLimBtnVal = 0, last value = 1), it must be prevented that the cruise control output torque,
that regains its full influence then, produces a jump in the output torque. Therefore, the demanded cruise
control torque CrCtl_trqDes is initialized in that case by the minimum of the last value of the limiting torque
PrpCtl_trqSpdLim and the current demanded cruise control torque CrCtl_trqDes.
Cruise control override:
If the torque requested by the driver via the accelerator pedal AccPed_trqDes is greater than the cruise
control demand torque CrCtl_trqDesand AccPed_rChkdVal is greater than zero, the value of
CRCTL_OVERRIDE (=2h) is written in the CrCtl_stOpFunc message. Via CrCtl_swtOvrRdeFrzInteg_C it
is applicable if the integrator is frozen in override condition (CrCtl_swtOvrRdeFrzInteg_C = 1) or not
(CrCtl_swtOvrRdeFrzInteg_C = 0). Cruise control regains its influence only when the torque requested via
the accelerator pedal AccPed_trqDes is less than or equal to the demand torque CrCtl_trqDes and the
current vehicle speed VSSCD_v is less than the sum of the setpoint speed CrCtl_vSetPointTrgt and the
maximum speed differential for resuming CrCtl_vCnclOverride_C.
Cruise control status The current cruise control status is output by the CrCtl_stActive message. If cruise control is active, i.e., it
is not in the 'neutral' mode (CrCtl_stMode = CRCTL_NEUTR (=1h)), the message CrCtl_stActive (=1) is
set.
The message CrCtl_stOpFunc contains the information on the operating state of the cruise control set forth
in the following table.
Table 71: Message CrCtl_stOpFunc
CRCTL_NOTACTV 0 Cruise control inactive

CRCTL_ACTV 1 Cruise control active
CRCTL_OVERRIDE 2 Cruise control violation AccPed_trqDes > CrCtl_trqDes and AccPed_rChkdVal > 0%
ECU initialization • Status of cruise control CrCtl_stActive = FALSE (=0)

• Cruise control operating state CrCtl_stOpFunc = CRCTL_NOTACTV (=0h)
• Cruise control demand torque CrCtl_trqDes = TRQPRP_MIN (= -40000 Nm)
• Cruise control lead torque CrCtl_trqLead = TRQPRP_MIN (= -40000 Nm).
Output values CrCtl_stActive: flag for an active cruise control - <UBYTE>

CrCtl_stOpFunc: state of cruise control operation functionality - <UBYTE>
CrCtl_trqLead: lead torque of cruise control Nm <SWORD>

CoDT_trq: torque of Drive Train Nm <SWORD>

CoEng_trqInrLim: limitation torque (inner engine torque) Nm <SWORD>
CoEng_trqLiLtd: Limited Li-Gov output Nm <SWORD>
CoVeh_trqPrpLimErr: limitation torque for propulsion at system error Nm <SWORD>
CrCtl_stMFLMode: Final MFL request for Cruise control - <UBYTE>
FMTC_etaCurr: current efficiency (corrected) Nm/(mg/cyc) <SWORD>
InjCtl_qLim: limitation fuel mass mg/cyc <SWORD>
PrpCCD_st2ndSpdLimSwtDebVal: 2nd speed limit switch debounced logical value - <UBYTE>
PrpCCD_stAdjSpdLimBtnVal: value of adjustable speed limit button - <UBYTE>
VESGov_stCurr: Status of the Intermediate Speed Control - <UBYTE>
VSSCD_a: vehicle acceleration m/s^2 <SWORD>
Measuring points CrCtl_stSuspRamp_mp: Suspend ramp status - <UBYTE>

CrCtl_trqIGvnr_mp: I-part of cruise control governor Nm <SLONG>
CrCtl_trqLimAct_mp: cruise control limitation torque Nm <SWORD>
CrCtl_trqMin_mp: Cruise control desired torque when cruise control is inactive Nm <SWORD>
CrCtl_trqOldVal_mp: Previous torque value stored when suspend is active Nm <SWORD>
CrCtl_trqPGvnr_mp: P-part of cruise control governor Nm <SWORD>
CrCtl_vSetPointAct_mp: Actual setpoint speed km/h <SWORD>
Shut-off mode CrCtl_facSlpRmpTwoDwn_C: Slope of slope constant ramp for cruise control shut-off for
CrCtl_trqDes>CoDT_trqMin<value>
CrCtl_facSlpRmpTwoUp_C: Slope of slope constant ramp for cruise control shut-off for
CrCtl_trqDes>CoDT_trqMin<value>
CrCtl_facTrqIncrRmpOne_C: Factor for increasing the torque at the beginning of shut-off
by time constant ramp for CrCtl_trqDes[lt ] CoDT_trqMin<value>
CrCtl_facTrqIncrRmpTwo_C: Factor for reducing the torque at the beginning of shut-off by
slope constant ramp for CrCtl_trqDes[lt ]CODT_trqMin<value>
CrCtl_facTrqRedRmpOne_C: factor for torque decrease at begin of shut down by time constant
ramp<value>
CrCtl_facTrqRedRmpTwo_C: factor for torque decrease at begin of shut down by slope
constant ramp<value>
CrCtl_tiShDwnRmpOne_C: time duration for shut down of cruise control by time constant
ramp<value>
Tip-up/tip-down modes CrCtl_swtOffTipDwnTrqLim_C: Switch to enable (0) or disable (1) torque limit for
TipDwn<value>
CrCtl_swtOffTipUpTrqLim_C: Switch to enable (0) or disable (1) torque limit for
TipUp<value>
CrCtl_vTipDwnLoLim_C: Lower limit for speed deviation for acceptance of tip down<value>
CrCtl_vTipDwnUpLim_C: Upper limit for speed deviation for acceptance of tip down<value>
CrCtl_vTipStp_C: max. speed increment/decrement for tip up/tip down<value>
CrCtl_vTipUpLoLim_C: Lower limit for speed deviation for acceptance of tip up<value>
CrCtl_vTipUpUpLim_C: Upper limit for speed deviation for acceptance of tip up<value>
Deceleration mode CrCtl_aDeclThres_C: max. deceleration for a transition from mode decelerate to mode
hold<value>
CrCtl_DeclIKi1_C: I-governor amplification for small signal range for lower gear
range<value>
CrCtl_DeclIKi2_C: I-governor amplification for small signal range for mid gear
range<value>
CrCtl_DeclIKi3_C: I-governor amplification for small signal range for upper gear
range<value>
CrCtl_DeclIKiNeg1_C: I-governor amplification for large negative deviation for lower gear
range<value>
CrCtl_DeclIKiNeg2_C: I-governor amplification for large negative deviation for mid gear
range<value>
CrCtl_DeclIKiNeg3_C: I-governor amplification for large negative deviation for upper gear
range<value>
CrCtl_DeclIKiPos1_C: I-governor amplification for large positive deviation for lower gear
range<value>
CrCtl_DeclIKiPos2_C: I-governor amplification for large positive deviation for mid gear
range<value>
CrCtl_DeclIKiPos3_C: I-governor amplification for large positive deviation for upper gear
range<value>
CrCtl_DeclIWinNeg1_C: I-governor border for large negative signal range for lower gear
range<value>
CrCtl_DeclIWinNeg2_C: I-governor border for large negative signal range for mid gear
range<value>
CrCtl_DeclIWinNeg3_C: I-governor border for large negative signal range for upper gear
range<value>
CrCtl_DeclIWinPos1_C: I-governor border for large positive signal range for lower gear
range<value>
CrCtl_DeclIWinPos2_C: I-governor border for large positive signal range for mid gear
range<value>
CrCtl_DeclIWinPos3_C: I-governor border for large positive signal range for upper gear
range<value>
CrCtl_DeclPKp1_C: P-governor amplification for small signal range for lower gear
range<value>
CrCtl_DeclPKp2_C: P-governor amplification for small signal range for mid gear
range<value>
CrCtl_DeclPKp3_C: P-governor amplification for small signal range for uppergear
range<value>
CrCtl_DeclPKpNeg1_C: P-governor amplification for large negative deviation for lower gear
range<value>
CrCtl_DeclPKpNeg2_C: P-governor amplification for large negative deviation for mid gear
range<value>
CrCtl_DeclPKpNeg3_C: P-governor amplification for large negative deviation for upper gear
range<value>
CrCtl_DeclPKpPos1_C: P-governor amplification for large positive deviation for lower gear
range<value>
CrCtl_DeclPKpPos2_C: P-governor amplification for large positive deviation for mid gear
range<value>
CrCtl_DeclPKpPos3_C: P-governor amplification for large positive deviation for upper gear
range<value>
CrCtl_DeclPWinNeg1_C: P-governor border for large negative signal range for lower gear
range<value>
CrCtl_DeclPWinNeg2_C: P-governor border for large negative signal range for mid gear
range<value>
CrCtl_DeclPWinNeg3_C: P-governor border for large negative signal range for upper gear
range<value>
CrCtl_DeclPWinPos1_C: P-governor border for large positive signal range for lower gear
range<value>
CrCtl_DeclPWinPos2_C: P-governor border for large positive signal range for mid gear
ranget<value>
CrCtl_DeclPWinPos3_C: P-governor border for large positive signal range for upper gear
range<value>
CrCtl_facRmpSlpDecl_C: Ramp slope for vehicle speed setpoint in deceleration mode<value>
CrCtl_facRmpSlpHiDecl_C: slope of torque ramp in case of a high deceleration<value>
CrCtl_trqCorDecl_C: Factor for torque correction (increase) for deceleration mode for
switching to submode CRCTL_SUBPREPHOLD<value>
CrCtl_vDvtMaxAccDecl_C: Maximum speed deviation for deceleration or acceleration mode to
proceed with the setpoint ramp<value>
CrCtl_vMaxDvtDecl_C: max. system deviation for a transition from mode decelerate to mode
hold<value>
(General) resume mode CrCtl_facRmpSlpRes_C: ramp slope for increasing or decreasing ramp speed during
resumption<value>
CrCtl_ResIKi1_C: I-governor amplification for small signal range for lower gear
range<value>
CrCtl_ResIKi2_C: I-governor amplification for small signal range for mid gear range<value>
CrCtl_ResIKi3_C: I-governor amplification for small signal range for upper gear
range<value>
CrCtl_ResIKiNeg1_C: I-governor amplification for large negative deviation for lower gear
range<value>
CrCtl_ResIKiNeg2_C: I-governor amplification for large negative deviation for mid gear
range<value>
CrCtl_ResIKiNeg3_C: I-governor amplification for large negative deviation for upper gear
range<value>
CrCtl_ResIKiPos1_C: I-governor amplification for large positive deviation for lower gear
range<value>
CrCtl_ResIKiPos2_C: I-governor amplification for large positive deviation for mid gear
range<value>
CrCtl_ResIKiPos3_C: I-governor amplification for large positive deviation for upper gear
range<value>
CrCtl_ResIWinNeg1_C: I-governor border for large negative signal range, for lower gear
range<value>
CrCtl_ResIWinNeg2_C: I-governor border for large negative signal range, for mid gear
range<value>
CrCtl_ResIWinNeg3_C: I-governor border for large negative signal range, for upper gear
range<value>
CrCtl_ResIWinPos1_C: I-governor border for large positive signal range for lower gear
range<value>
CrCtl_ResIWinPos2_C: I-governor border for large positive signal range for mid gear
range<value>
CrCtl_ResIWinPos3_C: I-governor border for large positive signal range for upper gear
range<value>
CrCtl_ResPKp1_C: P-governor amplification for small signal range for lower gear
range<value>
CrCtl_ResPKp2_C: P-governor amplification for small signal range for mid gear range<value>
CrCtl_ResPKp3_C: P-governor amplification for small signal range for upper gear
range<value>
CrCtl_ResPKpNeg1_C: P-governor amplification for large negative deviation for lower gear
range<value>
CrCtl_ResPKpNeg2_C: P-governor amplification for large negative deviation for mid gear
range<value>
CrCtl_ResPKpNeg3_C: P-governor amplification for large negative deviation for upper gear
range<value>
CrCtl_ResPKpPos1_C: P-governor amplification for large positive deviation for lower gear
range<value>
CrCtl_ResPKpPos2_C: P-governor amplification for large positive deviation for mid gear
range<value>
CrCtl_ResPKpPos3_C: P-governor amplification for large positive deviation for upper gear
range<value>
CrCtl_ResPWinNeg1_C: P-governor border for large negative signal range for lower gear
range<value>
CrCtl_ResPWinNeg2_C: P-governor border for large negative signal range for mid gear
range<value>
CrCtl_ResPWinNeg3_C: P-governor border for large negative signal range, for upper gear
range<value>
CrCtl_ResPWinPos1_C: P-governor border for large positive signal range for lower gear
range<value>
CrCtl_ResPWinPos2_C: P-governor border for large positive signal range for mid gear
range<value>
CrCtl_ResPWinPos3_C: P-governor border for large positive signal range for upper gear
range<value>
Resume from above mode CrCtl_trqOfsResAbv_C: Offset for the initialisation of cruise control output torque in
resume from above mode<value>
CrCtl_trqVCorResAbv_CUR: Curve for calculation of a vehicle speed dependent torque
reduction upon entering resume from above mode<curve_individual>
CrCtl_vMaxDvtResAbv_C: max. system deviation for halfing ramp slope in mode resume from
above<value>
Resume from below mode CrCtl_ResHoldIKi1_C: I-governor amplification for small signal range for lower gear
range<value>
CrCtl_ResHoldIKi2_C: I-governor amplification for small signal range for mid gear
range<value>
CrCtl_ResHoldIKi3_C: I-governor amplification for small signal range for upper gear
range<value>
CrCtl_ResHoldIKiNeg1_C: I-governor amplification for large negative deviation for lower
gear range<value>
CrCtl_ResHoldIKiNeg2_C: I-governor amplification for large negative deviation for mid gear
range<value>
CrCtl_ResHoldIKiNeg3_C: I-governor amplification for large negative deviation for upper
gear range<value>
CrCtl_ResHoldIKiPos1_C: I-governor amplification for large positive deviationfor lower
gear range<value>
CrCtl_ResHoldIKiPos2_C: I-governor amplification for large positive deviationfor mid gear
range<value>
CrCtl_ResHoldIKiPos3_C: I-governor amplification for large positive deviationfor upper
gear range<value>
CrCtl_ResHoldIWinNeg1_C: I-governor border for large negative signal range for lower gear
range<value>
CrCtl_ResHoldIWinNeg2_C: I-governor border for large negative signal range for mid gear
range<value>
CrCtl_ResHoldIWinNeg3_C: I-governor border for large negative signal range for upper gear
range<value>
CrCtl_ResHoldIWinPos1_C: I-governor border for large negative signal range for lower gear
ranget<value>
CrCtl_ResHoldIWinPos2_C: I-governor border for large negative signal range for mid gear
ranget<value>
CrCtl_ResHoldIWinPos3_C: I-governor border for large negative signal range for upper gear
ranget<value>
CrCtl_ResHoldPKp1_C: P-governor amplification for small signal range for lower gear
range<value>
CrCtl_ResHoldPKp2_C: P-governor amplification for small signal range for mid gear
range<value>
CrCtl_ResHoldPKp3_C: P-governor amplification for small signal range for upper gear
range<value>
CrCtl_ResHoldPKpNeg1_C: P-governor amplification for large negative deviation for lower
gear range<value>
CrCtl_ResHoldPKpNeg2_C: P-governor amplification for large negative deviation for mid gear
range<value>
CrCtl_ResHoldPKpNeg3_C: P-governor amplification for large negative deviation for upper
gear range<value>
CrCtl_ResHoldPKpPos1_C: P-governor amplification for large positive deviation for lower
gear range<value>
CrCtl_ResHoldPKpPos2_C: P-governor amplification for large positive deviation for mid gear
range<value>
CrCtl_ResHoldPKpPos3_C: P-governor amplification for large positive deviation for upper
gear range<value>
CrCtl_ResHoldPWinNeg1_C: P-governor border for large negative signal range for lower gear
range<value>
CrCtl_ResHoldPWinNeg2_C: P-governor border for large negative signal range for mid gear
range<value>
CrCtl_ResHoldPWinNeg3_C: P-governor border for large negative signal range for upper gear
range<value>
CrCtl_ResHoldPWinPos1_C: P-governor border for large positive signal range for lower gear
range<value>
CrCtl_ResHoldPWinPos2_C: P-governor border for large positive signal range for mid gear
range<value>
CrCtl_ResHoldPWinPos3_C: P-governor border for large positive signal range for upper gear
range<value>
CrCtl_trqOfsResBlw_C: Offset for the initialisation of cruise control output torque in
resume from below mode<value>
CrCtl_trqVCorResBlw_CUR: Curve for calculation of a vehicle speed dependent torque
reduction upon entering resume from below mode<curve_individual>
CrCtl_vMaxDvtResBlw_C: max. system deviation for halfing ramp slope in mode resume from
below<value>
Acceleration mode CrCtl_aAccThres_C: max. acceleration for selection of torque reduction factor<value>
CrCtl_AccIKi1_C: I-governor amplification for small signal range for lower gear
range<value>
CrCtl_AccIKi2_C: I-governor amplification for small signal range for mid gear range<value>
CrCtl_AccIKi3_C: I-governor amplification for small signal range for upper gear
range<value>
CrCtl_AccIKiNeg1_C: I-governor amplification for large negative deviation for lower gear
range<value>
CrCtl_AccIKiNeg2_C: I-governor amplification for large negative deviation for mid gear
range<value>
CrCtl_AccIKiNeg3_C: I-governor amplification for large negative deviation for upper gear
range<value>
CrCtl_AccIKiPos1_C: I-governor amplification for large positive deviation for lower gear
range<value>
CrCtl_AccIKiPos2_C: I-governor amplification for large positive deviation for mid gear
range<value>
CrCtl_AccIKiPos3_C: I-governor amplification for large positive deviation for upper gear
range<value>
CrCtl_AccIWinNeg1_C: I-governor border for large negative signal range for lower gear
range<value>
CrCtl_AccIWinNeg2_C: I-governor border for large negative signal range for mid gear
range<value>
CrCtl_AccIWinNeg3_C: I-governor border for large negative signal range for upper gear
range<value>
CrCtl_AccIWinPos1_C: I-governor border for large positive signal range for lower gear
range<value>
CrCtl_AccIWinPos2_C: I-governor border for large positive signal range for mid gear
range<value>
CrCtl_AccIWinPos3_C: I-governor border for large positive signal range for upper gear
range<value>
CrCtl_AccPKp1_C: P-governor amplification for large positive deviation for lower gear
range<value>
CrCtl_AccPKp2_C: P-governor amplification for large positive deviation for mid gear
range<value>
CrCtl_AccPKp3_C: P-governor amplification for large positive deviation for upper gear
range<value>
CrCtl_AccPKpNeg1_C: P-governor amplification for large negative deviation fo lower gear
range<value>
CrCtl_AccPKpNeg2_C: P-governor amplification for large negative deviation fo mid gear
range<value>
CrCtl_AccPKpNeg3_C: P-governor amplification for large negative deviation fo upper gear
range<value>
CrCtl_AccPKpPos1_C: P-governor amplification for large positive deviation for lower gear
range<value>
CrCtl_AccPKpPos2_C: P-governor amplification for large positive deviation for mid gear
range<value>
CrCtl_AccPKpPos3_C: P-governor amplification for large positive deviation for upper gear
range<value>
CrCtl_AccPWinNeg1_C: P-governor border for large negative signal range for lower gear
range<value>
CrCtl_AccPWinNeg2_C: P-governor border for large negative signal range for mid gear
range<value>
CrCtl_AccPWinNeg3_C: P-governor border for large negative signal range for upper gear
range<value>
CrCtl_AccPWinPos1_C: P-governor border for large positive signal range for lower gear
range<value>
CrCtl_AccPWinPos2_C: P-governor border for large positive signal range for mid gear
range<value>
CrCtl_AccPWinPos3_C: P-governor border for large positive signal range for upper gear
range<value>
CrCtl_facRmpSlpAcc_C: Ramp slope for setpoint ramp upon entering acceleration mode<value>
CrCtl_facRmpSlpHiAcc_C: slope of torque ramp in case of high vehicle acceleration<value>
CrCtl_facTrqStrtAcc_C: Factor for torque increase upon entering acceleration mode<value>
CrCtl_trqCorAcc_C: Torque correction factor after ending the setpoint ramp in acceleration
mode<value>
CrCtl_trqStrtAccOfs_C: Offset for torque increase upon entering acceleration mode<value>
CrCtl_vMaxDvtAcc_C: max. system deviation for a transition from mode accelerate to mode
hold<value>
Hold Mode CrCtl_HoldIKi1_C: I-governor amplification for small signal range for lower gear
range<value>
CrCtl_HoldIKi2_C: I-governor amplification for small signal range for mid gear
range<value>
CrCtl_HoldIKi3_C: I-governor amplification for small signal range for upper gear
range<value>
CrCtl_HoldIKiNeg1_C: I-governor amplification for large negative deviation for lower gear
range<value>
CrCtl_HoldIKiNeg2_C: I-governor amplification for large negative deviation for mid gear
range<value>
CrCtl_HoldIKiNeg3_C: I-governor amplification for large negative deviation for upper gear
range<value>
CrCtl_HoldIKiPos1_C: I-governor amplification for large positive deviation for lower gear
range<value>
CrCtl_HoldIKiPos2_C: I-governor amplification for large positive deviation for mid gear
range<value>
CrCtl_HoldIKiPos3_C: I-governor amplification for large positive deviation for upper gear
range<value>
CrCtl_HoldIWinNeg1_C: I-governor border for large negative signal range for lower gear
range<value>
CrCtl_HoldIWinNeg2_C: I-governor border for large negative signal range for mid gear
range<value>
CrCtl_HoldIWinNeg3_C: I-governor border for large negative signal range for upper gear
range<value>
CrCtl_HoldIWinPos1_C: I-governor border for large positive signal range for lower gear
range<value>
CrCtl_HoldIWinPos2_C: I-governor border for large positive signal range for mid gear
range<value>
CrCtl_HoldIWinPos3_C: I-governor border for large positive signal range for upper gear
range<value>
CrCtl_HoldPKp1_C: P-governor amplification for small signal range for lower gear
range<value>
CrCtl_HoldPKp2_C: P-governor amplification for small signal range for mid gear
range<value>
CrCtl_HoldPKp3_C: P-governor amplification for small signal range for upper gear
range<value>
CrCtl_HoldPKpNeg1_C: P-governor amplification for large negative deviation for lower gear
range<value>
CrCtl_HoldPKpNeg2_C: P-governor amplification for large negative deviation for mid gear
range<value>
CrCtl_HoldPKpNeg3_C: P-governor amplification for large negative deviation for upper gear
range<value>
CrCtl_HoldPKpPos1_C: P-governor amplification for large positive deviation for lower gear
range<value>
CrCtl_HoldPKpPos2_C: P-governor amplification for large positive deviation for mid gear
range<value>
CrCtl_HoldPKpPos3_C: P-governor amplification for large positive deviation for upper gear
range<value>
CrCtl_HoldPWinNeg1_C: P-governor border for large negative signal range for lower gear
range<value>
CrCtl_HoldPWinNeg2_C: P-governor border for large negative signal range for mid gear
range<value>
CrCtl_HoldPWinNeg3_C: P-governor border for large negative signal range for upper gear
range<value>
CrCtl_HoldPWinPos1_C: P-governor border for large positive signal range for lower gear
range<value>
CrCtl_HoldPWinPos2_C: P-governor border for large positive signal range for mid gear
range<value>
CrCtl_HoldPWinPos3_C: P-governor border for large positive signal range for upper gear
range<value>
General CrCtl_facSlpRmp1Sus_C: Ramp slope forsuspending governor output torque (suspend
mode)<value>
CrCtl_facSlpRmp2Sus_C: Ramp slope for resuming governor output torque from suspend
mode<value>
CrCtl_stParSelThres1_C: Lower threshold for selecting gear range<value>
CrCtl_stParSelThres2_C: Upper threshold for selecting gear range<value>
CrCtl_swtBrkMode_C: Switch over of negative cruise control governor range<value>
CrCtl_swtOvrRdeFrzInteg_C: Switch if integrator is freezed in override condition<value>
CrCtl_swtSusRmpInit_C: Switch over of starting torque initialisation for the torque ramp
upon ending suspend<value>
CrCtl_swtSusRmpStp_C: Switch over of suspend behaviour: ramp or single step<value>
CrCtl_vCnclOverride_C: speed difference for resumption of regulation after cruise control
was overriden by driver<value>
CrCtl_vMax_C: max. vehicle speed for cruise control<value>
CrCtl_vMin_C: minimum threshold for zero vehicle speed detection<value>
P_340 Y445 S00 746-V91 Confidential PrpCtl - 177 -
DS-CV/EET Propulsion control Veh-VehMot-PrpBrk-Prp-PrpCtl
3.2.2.1.3 Propulsion control (PrpCtl)

CARROTNICSt- ructureV:h-VehMot-PpBrk-Prp-PrpCtl
Structure of the component The PrpCtl component consists of the following sub-components:
Figure 162 : PrpCtl sub-components
P rp C tl P rp C C D
Subfunctions See “Maximum speed limitation (PrpCtl_MaxSpdLim)” on page 178.

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- 178 - PrpCtl_MaxSpdLim Y445 S00 746-V91 Confidential P_340
Veh-VehMot-PrpBrk-Prp-PrpCtl Maximum speed limitation DS-CV/EET
Maximum speed limitation (PrpCtl_MaxSpdLim)

CARTRONIC-Strutucre:Veh-VehMot-PrpBrk-Prp-PrpCtl
Functional overview The function calculates a limiting torque PrpCtl_trqSpdLim which is used to prevent the set maximum speed
limitation from being exceeded. In the propulsion module see “Demand selection (Prp_DemSel)” on page 92,
this torque is linked to the torque demands from the accelerator pedal and the cruise control by forming a
minimum. The PrpCtl_swtSpdLim switch can be used to enable or disable the maximum speed limitation.
Functional description The function is composed of four sub-functions:

• see “Parameter selection” on page 178
• see “Calculating the setpoint” on page 179
• see “Setpoint tracking” on page 182
• see “Governor and ramp” on page 183
Figure 163 : Structure of the air maximum speed limitation function
P r p C C D _ s t2 n d S p d L im S w tD e b V a l
P r p C C D _ s tA d jS p d L im B tn V a l
S e tp o in t C a lc u la tio n
P r p C tl_ v S p d L im M a x
P r p C tl_ s tS P T r a c k _ m p
V S S C D _ v G o v e rn o r P r p C tl_ tr q S p d L im
S e tp o in t A d a p tio n +
R a m p
P r p C tl_ v C u r r T r a c k
P a r a m e te r s e le c tio n
C o D T _ tr q M in
C o D T _ trq M a x
p r p c tl_ m a x s p d lim _ 1 .d s f
Parameter selection Based on the gear engaged Gearbx_stGear, the governor and the setpoint tracking work with three different
parameter sets. The applicable thresholds PrpCtl_stParSetSelThres1_C and
PrpCtl_stParSetSelThres2_C are used to determine the valid gear range for each parameter set.
Figure 164 : Selecting the parameter sets
P r p C tl_ s tP a r S e tS e lT h r e s 1 _ C
P r p C tl_ s tP a r S e tS e lT h r e s 2 _ C
P a ra m e te r S e t 3 fo r G o v e rn o r
P a ra m e te r S e t 2 fo r G o v e rn o r P a ra m e te r S e t fo r G o v e rn o r
P a ra m e te r S e t 1 fo r G o v e rn o r
P a r a m e te r S e t 3 fo r S e tp o in t A d a p tio n
P a r a m e te r S e t 2 fo r S e tp o in t A d a p tio n P a r a m e te r S e t fo r S e tp o in t A d a p tio n
P a r a m e te r S e t 1 fo r S e tp o in t A d a p tio n
The individual application parameters for the governor are explained in table 72.
prpctl_maxspdlim.fm 21.12.2005
P_340 Y445 S00 746-V91 Confidential PrpCtl_MaxSpdLim - 179 -
DS-CV/EET Maximum speed limitation Veh-VehMot-PrpBrk-Prp-PrpCtl
Table 72: Application parameters of the governor parameter sets for the individual gear ranges
Parameter set 1 (lower gear range Parameter set 1 (middle gear range Parameter set 3 (upper gear range
Gearbx_stGear < Gearbx_stGear >= Gearbx_stGear >
PrpCtl_stParSetSelThres1_C) PrpCtl_stParSetSelThres1_C and PrpCtl_stParSetSelThres2_C)
Gearbx_stGear <=
PrpCtl_stParSetSelThres2_C)
P component for small signals PrpCtl_SpdLimPar1PKp_C PrpCtl_SpdLimPar2PKp_C PrpCtl_SpdLimPar3PKp_C
P component for positive large signals PrpCtl_SpdLimPar1PKpPos_C PrpCtl_SpdLimPar2PKpPos_C PrpCtl_SpdLimPar3PKpPos_C
P component for negative large signals PrpCtl_SpdLimPar1PKpNeg_C PrpCtl_SpdLimPar2PKpNeg_C PrpCtl_SpdLimPar3PKpNeg_C
Upper window limit for P component of PrpCtl_vSpdLimPar1PWinPos_C PrpCtl_vSpdLimPar2PWinPos_C PrpCtl_vSpdLimPar3PWinPos_C
small signals
Lower window limit for P component of PrpCtl_vSpdLimPar1PWinNeg_C PrpCtl_vSpdLimPar2PWinNeg_C PrpCtl_vSpdLimPar3PWinNeg_C
small signals
I component for small signals PrpCtl_SpdLimPar1IKi_C PrpCtl_SpdLimPar2IKi_C PrpCtl_SpdLimPar3IKi_C
I component for positive large signals PrpCtl_SpdLimPar1IKiPos_C PrpCtl_SpdLimPar2IKiPos_C PrpCtl_SpdLimPar3IKiPos_C
I component for negative large signals PrpCtl_SpdLimPar1IKiNeg_C PrpCtl_SpdLimPar2IKiNeg_C PrpCtl_SpdLimPar3IKiNeg_C
Upper window limit for I component of PrpCtl_vSpdLimPar1IWinPos_C PrpCtl_vSpdLimPar2IWinPos_C PrpCtl_vSpdLimPar3IWinPos_C
small signals
Lower window limit for I component of PrpCtl_vSpdLimPar1IWinNeg_C PrpCtl_vSpdLimPar2IWinNeg_C PrpCtl_vSpdLimPar3IWinNeg_C
small signals
PT1 element time constant PrpCtl_tiGvnrPar1PT1_C PrpCtl_tiGvnrPar2PT1_C PrpCtl_tiGvnrPar3PT1_C
Amplification factor on PT1 element PrpCtl_facGvnrPar1PT1_C PrpCtl_facGvnrPar2PT1_C PrpCtl_facGvnrPar3PT1_C
table 73 explains the individual application parameters of the parameter sets for the setpoint tracking.
Table 73: Application parameters of the setpoint tracking parameter sets for the individual gear ranges
Parameter set 1 (lower gear range Parameter set 1 (middle gear range Parameter set 3 (upper gear range
Gearbx_stGear < Gearbx_stGear >= Gearbx_stGear >
PrpCtl_stParSetSelThres1_C) PrpCtl_stParSetSelThres1_C and PrpCtl_stParSetSelThres2_C)
Gearbx_stGear <=
PrpCtl_stParSetSelThres2_C)
Switch on setpoint tracking threshold PrpCtl_vSpdLimThres1On_C PrpCtl_vSpdLimThres2On_C PrpCtl_vSpdLimThres3On_C
value
Switch off setpoint tracking threshold PrpCtl_vSpdLimThres1Off_C PrpCtl_vSpdLimThres2Off_C PrpCtl_vSpdLimThres3Off_C
value
Setpoint value of setpoint tracking, free PrpCtl_vSpdLimThres1Free_C PrpCtl_vSpdLimThres2Free_C PrpCtl_vSpdLimThres3Free_C
running
PT1 element time constant PrpCtl_tiSetPntAdapt1PT1_C PrpCtl_tiSetPntAdapt2PT1_C PrpCtl_tiSetPntAdapt3PT1_C
Calculating the setpoint There are three possible maximum speed limitations. Two of them are applicable, the third is variable. If the
message FrmMng_stSpdLimPlaus obtained from byte 3 of the CAN message BC2EDC1 is plausible (set to
1) , then the CAN value FrmMng_vSpdLim is used along with the applicable maximum speed limitation
PrpCtl_vSpdLimMax_C for minimum selection and the minimum of which will be written into the measuring
point PrpCtl_vSpdLimVal_mp. If the value of FrmMng_stSpdLimPlaus is set to 0 (not plausible), the value
obtained from PrpCtl_vSpdLimMax2_C is used along with the applicable maximum speed limitation
PrpCtl_vSpdLimMax_C for minimum selection and the minimum of which will be written into the measuring
point PrpCtl_vSpdLimVal_mp. This value given by PrpCtl_vSpdLimVal_mp has to be selected in case the
second maximum speed limitation button is set to TRUE and the speed signal detection is intact
(Fid_PrpCtlVSS_mp.0 == 1) (see “Switch for the second maximum speed limitation
(PrpCCD_2ndSpdLimSwt)” on page 188). The PrpCCD_st2ndSpdLimSwtDebVal switch is used to toggle
between the applicable maximum speed limitation PrpCtl_vSpdLimMax_C and the setpoint obtained in
PrpCtl_vSpdLimVal_mp and the resultant value is stored in the measuring point given by
PrpCtl_vSpdMinSel_mp.
Table 74: States for FrmMng_stSpdLimPlaus
0 values above 0xFA until 0xFF
1 values from 0 until 0xFA
If the button status PrpCCD_stAdjSpdLimBtnVal (see “Button for the adjustable maximum speed limitation
(PrpCCD_AdjSpdLimBtn)” on page 189) changes from FALSE to TRUE, the current vehicle speed is
accepted as the variable maximum speed limitation PrpCtl_vAdjSpdLim_mp. As long as the button status is
TRUE, the maximum speed limitation PrpCtl_vSpdLimMax_mp is calculated from the minimum between the
variable limit PrpCtl_vAdjSpdLim_mp and the final speed limit obtained in PrpCtl_vSpdMinSel_mp.
Otherwise the variable limitation is set to the value of the maximum vehicle speed VEL_MAX (300 km/h) and
only the applied minimum speed limitations are taken into account. The value of the maximum speed
limitation is updated in the message PrpCtl_vSpdLimMax .
If software switch PrpCtl_swtCrCtlShOff_C is not set to TRUE ,the cruise control is switched off by setting
the shut-off request PrpCtl_stCrCtlShOff to TRUE if the switch for second speed limitation
PrpCCD_st2ndSpdLimSwtDebVal is TRUE.If software switch PrpCtl_swtCrCtlShOff_C is set, the cruise
control is switched off by setting the shut-off request PrpCtl_stCrCtlShOff to TRUE if software switch
PrpCCD_st2ndSpdLimSwtDebVal switches from FALSE to TRUE.This shut-off request is reset when the
switch for the second maximum speed limitation is inactive, or the cruise control setpoint
CrCtl_vSetPointTrgt is below the initial setpoint obtained in paragraph above.
21.12.2005 prpctl_maxspdlim.fm
Figure 165 : Calculating the setpoint

P r p C tl_ s w tC r C tlS h O ff_ C
P
! >= 1
T e s te r D e m a n d fo r V e h ic le S p e e d S e tp o in t L im it
F id _ P r p C tlV S S _ m p .0 = 1 &
P r p C tl_ v S p d M in S e l_ m p
P r p C tl_ v S p d L im M a x _ C S ig T s t_ v P r p C tlS p d L im
P
F r m M n g _ s tS p d L im P la u s
P r p C tl_ v S p d L im M a x 2 _ C
P
M N P r p C tl_ v S p d L im M a x
F r m M n g _ v S p d L im
M N
P r p C tl_ v S p d L im V a l_ m p
V E L _ M A X
P r p C tl_ v A d jS p d L im _ m p
P r p C tl_ v A d jS p d L im R a w _ m p
A d ju s ta b le
V S S C D _ v s p e e d lim ite r
in te r v e n tio n
lo g ic P r p C tl_ s tM o d ify
M F lv _ s tC r C tlM o d e
PrpCtl_swtCrCtlSOfhf_CCrl_vt etPSoinTrgt tPrCpD_s2nt dSpdLimSwtDeVablFid_PrpCtlVS_mpPrCtpl_vSpdLmMi ax_CFmMr ng_stSpdLmPi lausPrptl_CvSpdLiMmax2_CFmMr ng_vSpLdimVSCD_vPrpCDs_tAdjSpdLimBtnValMFLv_stCrlMt odePrpCl_t stCrtlSChOfPrpCtl_vSdLpimMaxPrpCl_st tModifyrpPCtl_vAdjSpdLiRamw_mpPrpCl_vt AdjSpdimL_mp
Figure 166 : Adjustable speed limiter intervention logic

P r p C tl_ tiM o d ify _ m p
P r p C tl_ tiM o d ify _ C
P
1
M F L V _ A C C (0 x 0 6 )
& 0
M F L V _ D E C L (0 x 0 4 )
&
! >= 1
M F L V _ T IP U P (0 x 0 5 )
&
M F L V _ T IP D W N (0 x 0 3 )
&
p r p c tl_ m a x s p d lim _ 1 0 .d s f
PrpC_sDtAdjSpLimdBtnValMFv_sLtCrtlMCodPrpeCtlstM_odifyPpCtr l_tiModify_C
Tester Demand for maximum vehicle speed set- The maximum vehicle speed setpoint limit PrpCtl_vSpdLimMax can be adjusted through the tester demand
point limt from either RemCtl or via KWP2000. For this see “Calculating the setpoint” on page 180
The Cruise Control intervention logic : On detection of a rising edge of PrpCCD_stAdjSpdLimBtnVal, a timer will be started with the predetermined
applicable time PrpCtl_tiModify_C and PrpCtl_vAdjSpdLim_mpwill be filled with the actual value of
VSSCD_v.
The time elapsed can be read from the measuring point given by PrpCtl_tiModify_mp. A change of the
setpoint of the vehicle speed limit with the cruise control buttons is possible only if the time given by
PrpCtl_tiModify_C has not elapsed.If the time has elapsed, then the adjustable vehicle speed limit cannot
be changed.
The above timer will be reset under the following conditions:
PrpCCD_stAdjSpdLimBtnVal= FALSE;
PrpCCD_stAdjSpdLimBtnVal= TRUE and MFLv_stCrCtlMode = MFLV_TIPDWN;
PrpCCD_stAdjSpdLimBtnVal= TRUE and MFLv_stCrCtlMode= MFLV_TIPUP;
PrpCCD_stAdjSpdLimBtnVal= TRUE and MFLv_stCrCtlMode= MFLV_DECL;
PrpCCD_stAdjSpdLimBtnVal= TRUE and MFLv_stCrCtlMode= MFLV_ACC;
Table 75: States of PrpCtl_stModify
PrpCCD_stAdjSpdLimBtnVal timer with the predetermined time PrpCtl_stModify
PrpCtl_tiModify_C
FALSE not elapsed FALSE
FALSE elapsed FALSE
PrpCCD_stAdjSpdLimBtnVal timer with the predetermined time PrpCtl_stModify

PrpCtl_tiModify_C
TRUE not elapsed TRUE
TRUE elapsed FALSE
Figure 167 : Determination of adjustable speed limiter setpoint

P r p C tl_ d v S p d L im S lp U p _ C
P
p a ra m
x R A M P y
F U N C T .
e n d
T 0 ix
0 0 x 0 3
0 x 0 4
P r p C tl_ d v S p d L im S lp D w n _ C
0 x 0 5
(A C C ) 0 x 0 6
P
p a ra m
P r p C tl_ v S p d L im M in _ C
x R A M P y (D E C L )
P
F U N C T .
e n d
T 0 ix
P r p C tl_ v A d jS p d L im _ m p 0
P r p C tl_ v A d jS p d L im _ m p (T IP U P )
P r p C tl_ v S p d L im In c S tp _ C
P
P r p C tl_ v S p d L im M in _ C
P
P r p C tl_ v A d jS p d L im _ m p (T IP D W N )
P r p C tl_ v S p d L im D e c S tp _ C p r p c tl_ m a x s p d lim _ 9 .d s f

P
MFL_svtCrlMt odePrpCtl_vAdSpj dLim_mpPrpCtl_stodMifyPrpCtl_i Modfy_i CPrpCtl_vSdpLimMinCP_rpCl_dt vSpdLimSlpDw_CnrpPCtl_dvSdLpimSlpUp_CrpPCtl_vSpLdimIncSt_CprpPCtl_SpvdLimDecStp_C
If the label PrpCtl_stModify = TRUE the actual adjustable vehicle speed limit can be changed via the cruise
control buttons. There are four possibilities :
1) Accelerate:The adjustable vehicle speed limit PrpCtl_vAdjSpdLim_mp is increased using a ramp with the
slopePrpCtl_dvSpdLimSlpUp_C until the maximum value. This maximum value is realized through a
minimum
selection between PrpCtl_vSpdLimMax_C, PrpCtl_vSpdLimMax2_C (if active) and FrmMng_vSpdLim(if
active).
2) Decelerate:The adjustable vehicle speed limit PrpCtl_vAdjSpdLim_mp is decreased using a ramp with the
slopePrpCtl_dvSpdLimSlpDwn_C until the minimum value PrpCtl_vSpdLimMin_C.
3) TipUp:The adjustable vehicle speed limit PrpCtl_vAdjSpdLim_mp is increased by the amount
ofPrpCtl_vSpdLimIncStp_C until the maximum value. This maximum value is realized through a minimum
selection between PrpCtl_vSpdLimMax_C, PrpCtl_vSpdLimMax2_C (if active) and FrmMng_vSpdLim(if
active).
4) TipDown:The adjustable vehicle speed limit PrpCtl_vAdjSpdLim_mp is decreased by the amount
ofPrpCtl_vSpdLimDecStp_C until the minimum value PrpCtl_vSpdLimMin_C.
Hint: In all the four cases above,pressing the button beyond the maximum or minimum value does not have any
influence
Table 76: Influence on the Cruise Control Logic
Cruise Control 2nd speed limiter Adjustable vehicle Cruise Control
button speed limiter
switched ON switched ON not applicable Switched OFF if cruise control target setpoint >
adjustable vehicle speed limit
switched ON switched ON not applicable Stays ON if cruise control target setpoint < adjustable
vehicle speed limit
switched OFF switched ON not applicable Switched OFF
switched OFF switched OFF not applicable Stays ON
not applicable not applicable switched ON Stays ON because cruise control target setpoint =
adjustable vehicle speed limit.Cruise Control setpoint
will be frozen
Instruction: The value of PrpCtl_vAdjSpdLim_mp should be modified to the new value obtained during an increment,dec-
rement or use of ramp if time PrpCtl_tiModify_C has not elapsed.If the applicable time has elapsed no
changes are possible to the adjustable vehicle speed set point until the button PrpCCD_stAdjSpdLimBtnVal
changes again from FALSE to TRUE
Setpoint tracking The vehicle speed value for the maximum speed limitation PrpCtl_vSpdLimMax_mp is not output directly to
the governor as the setpoint, but rather is manipulated through the "setpoint tracking." The task of this
function is to avoid undershooting or overshooting the vehicle speed relating to the fixed vehicle speed
setpoint after descending gradients or mountain driving. The setpoint tracking links the setpoint for the
governor through a PT1 element from the current vehicle speed to the target value. Based on the current
gear, the software switches between three different parameter sets (see “Parameter selection” on page 178).
The following text describes the transitions between the individual setpoint tracking states as examples for
the first parameter set in the lower gear range.
Setpoint tracking can accept three states ( PrpCtl_stSPTrack_mp ):
- Setpoint tracking free running ( 1 ->Free Running)
Setpoint tracking is enabled when the difference between setpoint and vehicle speed is greater than an
applicative threshold (PrpCtl_vCurrTrack - VSSCD_v > PrpCtl_vSpdLimThres1Free_C ).
The torque PrpCtl_trqSpdLimis set to the upper limiting value CoDT_trqMax.
- Setpoint tracking ON ( 2 ->On)
Setpoint tracking is switched on when the difference between setpoint and vehicle speed becomes less than
an applicative threshold (PrpCtl_vCurrTrack - VSSCD_v <= PrpCtl_vSpdLimThres1On_C ).
Starting with the current vehicle speed VSSCD_v, the tracked setpoint PrpCtl_vCurrTrack is linked through
a PT1 element using time constant PrpCtl_tiSetPntAdapt1PT1_C to the predefined maximum vehicle
speed PrpCtl_vSpdLimMax_mp.
- Setpoint tracking OFF ( 3 ->Off )
Setpoint tracking is switched off when the difference between the predefined maximum vehicle speed and
the tracked setpoint becomes less than an applicative threshold (PrpCtl_vSpdLimMax_mp -
PrpCtl_vCurrTrack <= PrpCtl_vSpdLimThres1Off_C ). The tracked setpoint PrpCtl_vCurrTrack is set to
the predefined maximum vehicle speed PrpCtl_vSpdLimMax_mp.
Figure 168 : Setpoint tracking states (PrpCtl_stSPTrack_mp)
X = 1 ..3 In itia liz a tio n
F r e e R u n n in g
P r p C tl_ s tS P T r a c k _ m p =
S P T R A C K _ F R E E (1 )
P r p C tl_ v C u r r T r a c k - V S S C D _ v > P r p C tl_ v C u r r T r a c k - V S S C D _ v < =

P r p C tl_ v S p d L im T h r e s X F r e e _ C P r p C tl_ v S p d L im T h r e s X O n _ C
O ff O n
P r p C tl_ s tS P T r a c k _ m p = P r p C tl_ s tS P T r a c k _ m p =
S P T R A C K _ O F F (3 ) P r p C tl_ v S p d L im M a x - P r p C tl_ v C u r r T r a c k < = S P T R A C K _ O N (2 )
P r p C tl_ v S p d L im T h r e s X O ff_ C
Figure 169 : Principle of setpoint tracking function
P r p C tl_ v S p d L im T h r e s X O ff_ C
P r p C tl_ v C u r r T r a c k
P r p C tl_ v S p d L im T h r e s X O n _ C
V S S C D _ v
P r p C tl_ v S p d L im T h r e s X F r e e _ C
X = 1 ..3
t
O ff
s ta tu s
s e tp o in t s le w in g : O n
F r e e R u n n in g F r e e R u n n in g
Governor and ramp When using the PrpCCD_st2ndSpdLimSwtDebVal switch to switch the maximum speed limitation to another
applicable value, the output torque of the governor can undergo erratic changes. In order to avoid these
jumps in the limiting torque for the maximum speed limitation PrpCtl_trqSpdLim, the limiting torque in this
instance is calculated via a ramp in which case the output torque PrpCtl_trqSpdLimGvnr_mp from the
governor is used as the input value of the ramp. Calculation of the ramp is started only when the ramp has
not yet been calculated and one of the following conditions applies:
• The switch for the second maximum speed limitation PrpCCD_st2ndSpdLimSwtDebVal changes from
FALSE to TRUE and the current vehicle speed VSSCD_v is greater than the current maximum speed
limitation PrpCtl_vSpdLimMax_mp.
• The switch for the second maximum speed limitation PrpCCD_st2ndSpdLimSwtDebVal changes from
TRUE to FALSE and the unlimited desired torque Prp_trqDesUnLim is greater than the limiting torque
PrpCtl_trqSpdLim of the maximum speed limitation.
• The error status of the vehicle speed signal detection (Fid_PrpCtlVSS_mp) changes and the switch for
the second maximum speed limitation PrpCCD_st2ndSpdLimSwtDebVal is TRUE without the switch
setting changing from FALSE to TRUE at this moment.
The starting torque of the ramp is the minimum from the unlimited desired torque Prp_trqDesUnLim and the
limiting torque PrpCtl_trqSpdLim of the maximum speed limitation. The direction of the ramp
PrpCtl_stRmpDir_mp is -1 when it decreases and the slope is adjusted via PrpCtl_dtrqSpdLimDwn_C. If it
increases, PrpCtl_stRmpDir_mp is = 1 and the slope is adjusted with PrpCtl_dtrqSpdLimUp_C. After the
ramp has reached its target value PrpCtl_trqSpdLimGvnr_mp, it is ended (PrpCtl_stRmpDir_mp = 0) and
no longer calculated. The torque is then only limited by the governor. Three different parameter sets are used
for the governor based on the current gear (see “Parameter selection” on page 178). The P component, the
I component and the PT1 component of the governor are represented in measuring points PrpCtl_trqP_mp
, PrpCtl_trqI_mp and PrpCtl_trqPT1_mp.
Hint: Based on the resolution of the limiting torque PrpCtl_trqSpdLim and the time slice in which the maximum
speed limitation is calculated, the actual resolution for the ramp slopes is 10Nm/s.
If the maximum speed limitation is not enabled (PrpCtl_swtSpdLim = SWT_DISABLED (0)) or the setpoint
tracking is in the "setpoint tracking free running" state (PrpCtl_stSPTrack_mp = SPTRACK_FREE (1)), the
limited torque PrpCtl_trqSpdLim is set to the maximum possible drive torque CoDT_trqMax.
Figure 170 : Governing and ramp structure
P r p C tl_ s w tS p d L im = S W T _ D IS A B L E D (0 )
P r p C tl_ s tS P T r a c k _ m p = S P T R A C K _ F R E E ( 1 )
>= 1
P rp B rk _ s w tV C M A c tv
C o D T _ trq M a x
C o D T _ tr q M in
P a ra m e te r S e t fo r G o v e rn o r
P r p C tl_ tr q S p d L im R m p _ C S T R
p a ra m
P r p C tl_ v C u r r T r a c k P r p C tl_ v S p d L im G v n r D v t_ m p P r p C tl_ tr q S p d L im G v n r _ m p x R A M P y

g o v e rn o r F U N C T .
e n d
T 0 ix
d T
P r p _ tr q D e s U n L im M N
V S S C D _ v
P r p C tl_ v S p d L im M a x r a m p lo g ic
&
F id _ P r p C tlV S S _ m p .0
Figure 171 : Governor

C o D T _ trq M a x
C o D T _ tr q M in
I-P a ra m e te r
P -P a ra m e te r
P a ra m e te r S e t fo r G o v e rn o r
p p a r ip a r lim P r p C tl_ tr q P _ m p
P r p C tl_ v S p d L im G v n r D v t_ m p P r p C tl_ tr q S p d L im G v n r _ m p
x y
P r p C tl_ tr q I_ m p
P r p C tl_ tiG v n r P a r X P T 1 _ C
P r p C tl_ fa c G v n r P a r X P T 1 _ C
T
P r p C tl_ tr q P T 1 _ m p
P T 1
X = 1 ..3 p r p c tl_ m a x s p d lim _ 8 .d s f
Figure 172 : Ramp logic

V S S C D _ v
P r p C C D _ s t2 n d S p d L im S w tD e b V a l &
& >= 1
F id _ P r p C tlV S S _ m p .0
&
ECU initialization • The state of the setpoint ( PrpCtl_stSPTrack_mp ) is set to free running (SPTRACK_FREE = 1).
• The tracked setpoint PrpCtl_vCurrTrack is initialized with the first applicative maximum vehicle speed
PrpCtl_vSpdLimMax_C.
• The adjustable vehicle speed setpoint PrpCtl_vSpdLimMax is initialized with the first applicative
maximum vehicle speed PrpCtl_vSpdLimMax_C.
• The limiting torque PrpCtl_trqSpdLim is set to the maximum possible drive torque CoDT_trqMax.
• The shut-off request PrpCtl_stCrCtlShOff to the cruise control is initialized with FALSE.
• The PrpCtl_swtSpdLim switch is initialized with the value PrpCtl_swtSpdLimVal_C based on the switch
type PrpCtl_swtSpdLimType_C. For a more detailed description of switch types, see “Description of the
software switches” on page 30.
Table 77: Description PrpCtl_swtSpdLimVal_C
PrpCtl_swtSpdLimVal_C Description
0 (SWT_DISABLED) Maximum speed limitation is disabled
1 (SWT_ENABLED) Maximum speed limitation is enabled
Output values PrpCtl_stCrCtlShOff: shutoff request for cruise control - <UBYTE>

PrpCtl_swtSpdLim: Switch for enabling (1) or disabling (0) the speed limitation - <UBYTE>
PrpCtl_vCurrTrack: current tracked speed setpoint km/h <SWORD>
PrpCtl_vSpdLimMax: Maximum vehicle speed limit setpoint km/h <SWORD>
Input values CoDT_trqMax: maximum torque of Drive Train Nm <SWORD>

Prp_trqDesUnLim: Desired torque in front of top speed limitation Nm <SWORD>
PrpCCD_st2ndSpdLimSwtDebVal: 2nd speed limit switch debounced logical value - <UBYTE>
FrmMng_vSpdLim: Vehicle speed limit over CAN km/h <SWORD>
FrmMng_stSpdLimPlaus: Status of vehicle speed limit plausibility over CAN - <UBYTE>
MFLv_stCrCtlMode: cruise control actuating device mode - <UBYTE>
Measuring points Fid_PrpCtlVSS_mp: Measurement point for Function Identifier Fid_PrpCtlVSS - <UBYTE>
PrpCtl_stRmpDir_mp: direction of ramp - <SBYTE>
PrpCtl_stSPTrack_mp: state of set point tracking - <UBYTE>
PrpCtl_trqPT1_mp: PT1-part ov governor Nm <SWORD>
PrpCtl_trqI_mp: state of I governor Nm <SLONG>
PrpCtl_trqP_mp: state of P governor Nm <SWORD>
PrpCtl_trqSpdLimGvnr_mp: maximum torque of governor Nm <SWORD>
PrpCtl_vAdjSpdLim_mp: adjustable maximum vehicle speed km/h <SWORD>

PrpCtl_vSpdLimGvnrDvt_mp: governor deviation km/h <SWORD>
PrpCtl_vSpdLimMax_mp: maximum vehicle speed km/h <SWORD>
PrpCtl_vAdjSpdLimRaw_mp: Measures vehicle speed given by VSSCD_v km/h <SWORD>
PrpCtl_vSpdMinSel_mp: Measures the minimum applicable limit for adjustable speed limit
km/h <SWORD>
PrpCtl_vSpdLimVal_mp: Selected minimum value for adjustable speed limit setpoint when
FrmMng_stSpdLimPlaus is set or reset km/h <SWORD>
PrpCtl_tiModify_mp: Time elapsed since rising edge detected or no change in MFLv buttons
after rising edge has been detected s <ULONG>
Application parameters PrpCtl_dtrqSpdLimDwn_C: negative slope of ramp<value>

PrpCtl_dtrqSpdLimUp_C: positive slope of ramp<value>
PrpCtl_facGvnrPar1PT1_C: factor for PT1 element of governor (low gear range)<value>
PrpCtl_facGvnrPar2PT1_C: factor for PT1 element of governor (middle gear range)<value>
PrpCtl_facGvnrPar3PT1_C: factor for PT1 element of governor (high gear range)<value>
PrpCtl_SpdLimPar1IKi_C: governor I-part of small signal range (low gear range)<value>
PrpCtl_SpdLimPar1IKiNeg_C: governor I-part of negative large signal range (low gear
range)<value>
PrpCtl_SpdLimPar1IKiPos_C: governor I-part of positive large signal range (low gear
range)<value>
PrpCtl_SpdLimPar1PKp_C: governor P-part of small signal range (low gear range)<value>
PrpCtl_SpdLimPar1PKpNeg_C: governor P-part of negative large signal range (low gear
range)<value>
PrpCtl_SpdLimPar1PKpPos_C: governor P-part of positive large signal range (low gear
range)<value>
PrpCtl_SpdLimPar2IKi_C: governor I-part of small signal range (middle gear range)<value>
PrpCtl_SpdLimPar2IKiNeg_C: governor I-part of negative large signal range (middle gear
range)<value>
PrpCtl_SpdLimPar2IKiPos_C: governor I-part of positive large signal range (middle gear
range)<value>
PrpCtl_SpdLimPar2PKp_C: governor P-part of small signal range (middle gear range)<value>
PrpCtl_SpdLimPar2PKpNeg_C: governor P-part of negative large signal range (middle gear
range)<value>
PrpCtl_SpdLimPar2PKpPos_C: governor P-part of positive large signal range (middle gear
range)<value>
PrpCtl_SpdLimPar3IKi_C: governor I-part of small signal range (high gear range)<value>
PrpCtl_SpdLimPar3IKiNeg_C: governor I-part of negative large signal range (high gear
range)<value>
PrpCtl_SpdLimPar3IKiPos_C: governor I-part of positive large signal range (high gear
range)<value>
PrpCtl_SpdLimPar3PKp_C: governor P-part of small signal range (high gear range)<value>
PrpCtl_SpdLimPar3PKpNeg_C: governor P-part of negative large signal range (high gear
range)<value>
PrpCtl_SpdLimPar3PKpPos_C: governor P-part of positive large signal range (high gear
range)<value>
PrpCtl_stParSetSelThres1_C: threshold between low and middle gear range<value>
PrpCtl_stParSetSelThres2_C: threshold between middle and high gear range<value>
PrpCtl_swtSpdLimType_C: Selector for PrpCtl_swtSpdLim source at ini.: E2PROM(1) or
PrpCtl_swtSpdLimVal_C(2)<value>
PrpCtl_swtSpdLimVal_C: dataset value for PrpCtl_swtSpdLim for enabling (1) or disabling
(0) the speed limitation<value>
PrpCtl_tiGvnrPar1PT1_C: time delay for PT1 element of governor (low gear range)<value>
PrpCtl_tiGvnrPar2PT1_C: time delay for PT1 element of governor (middle gear range)<value>
PrpCtl_tiGvnrPar3PT1_C: time delay for PT1 element of governor (high gear range)<value>
PrpCtl_tiSetPntAdapt1PT1_C: time delay for tracking speed setpoint (low gear range)<value>
PrpCtl_tiSetPntAdapt2PT1_C: time delay for tracking speed setpoint (middle gear
range)<value>
PrpCtl_tiSetPntAdapt3PT1_C: time delay for tracking speed setpoint (high gear
range)<value>
PrpCtl_vSpdLimMax_C: maximum speed of vehicle<value>
PrpCtl_vSpdLimMax2_C: second maximum speed limitation<value>
PrpCtl_vSpdLimPar1IWinNeg_C: negative small signal range border for I-part of governor
(low gear range)<value>
PrpCtl_vSpdLimPar1IWinPos_C: positive small signal range border for I-part of governor
PrpCtl_vSpdLimPar1PWinNeg_C: negative small signal range border for P-part of governor
PrpCtl_vSpdLimPar1PWinPos_C: negative small signal range border for P-part of governor
(middle gear range)<value>
(high gear range)<value>
PrpCtl_vSpdLimThres1Free_C: threshold free running set point tracking (low gear
range)<value>
PrpCtl_vSpdLimThres1Off_C: threshold switching off set point tracking (low gear
range)<value>
PrpCtl_vSpdLimThres1On_C: threshold switching on set point tracking and governing (low
gear range)<value>
PrpCtl_vSpdLimThres2Free_C: threshold free running set point tracking (middle gear
range)<value>
PrpCtl_vSpdLimThres2Off_C: threshold switching off set point tracking (middle gear
range)<value>
PrpCtl_vSpdLimThres2On_C: threshold switching on set point tracking and governing (middle
gear range)<value>
PrpCtl_vSpdLimThres3Free_C: threshold free running set point tracking (high gear
range)<value>
PrpCtl_vSpdLimThres3Off_C: threshold switching off set point tracking (high gear
range)<value>
PrpCtl_vSpdLimThres3On_C: threshold switching on set point tracking and governing (high
gear range)<value>
PrpCtl_tiModify_C: Time upto which the adjustable speed limit can be changed (in
seconds)<value>
PrpCtl_vSpdLimMin_C: Limit below which the vehicle speed limit should not go when tip down
or decelerate button is pressed<value>
PrpCtl_vSpdLimDecStp_C: Decrement the value given by this label when button for tip down
is pressed<value>
PrpCtl_vSpdLimIncStp_C: Increment the value given by this label when button for tip up is
pressed<value>
PrpCtl_dvSpdLimSlpDwn_C: Rate at which the vehicle speed is decreased when decelerate
button of multifunction lever is pressed<value>
PrpCtl_dvSpdLimSlpUp_C: Rate at which the vehicle speed is increased when accelerate
button of multifunction lever is pressed<value>
PrpCtl_swtCrCtlShOff_C: Selection switch for cruise control shutoff<value>
P_340 Y445 S00 746-V91 Confidential PrpCCD - 187 -
DS-CV/EET Propulsion control component driver Veh-VehMot-PrpBrk-Prp-PrpCtl-PrpCCD
3.2.2.1.3.1 Propulsion control component driver (PrpCCD)

CARROTNICSt- ructureV:h-VehMot-PpBrk-Prp-PrpCtl-PrpCD
Overview of the component This component evaluates the switch for the second maximum speed limitation and the button for the variable
maximum speed limitation.
Structure of the component The PrpCCD component has no sub-components.
Subfunctions See “Switch for the second maximum speed limitation (PrpCCD_2ndSpdLimSwt)” on page 188.
See “Button for the adjustable maximum speed limitation (PrpCCD_AdjSpdLimBtn)” on page 189.
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- 188 - PrpCCD_2ndSpdLimSwt Y445 S00 746-V91 Confidential P_340
Veh-VehMot-PrpBrk-Prp-PrpCtl-PrpCCD Switch for the second maximum speed limitation DS-CV/EET
Switch for the second maximum speed limitation (PrpCCD_2ndSpdLimSwt)

CARTRONIC-Strutucre:Veh-VehMot-PrpBrk-Prp-PrpCtl-PpCr CD
Functional overview
Figure 173 : Overview
P r p C C D _ n u m D io In 2 n d S p d L im _ C P r p C C D _ s t2 n d S p d L im S w tD e b V a l
P
2 n d S p e e d
F r m M n g _ s t2 n d S p d L im lim ite r s w itc h P r p C C D _ s t2 n d S p d L im S w tR a w V a l
p r p c c d _ 2 n d s p d lim s w t_ 1 0 0 .d s f
PrpC_sDt2ndSpLidmSwtRawVlFramMng_st2nSpddLiPrmpC_Dt2nsdSpLidmSwtDebValPrpCD_umnDioIn2SpddLim_C
This function evaluates the switch for the second maximum speed limitation and debounces the digital input
signal.
Hardware Input Processing The raw input signal of the switch for the second maximum speed limitation PrpCCD_st2ndSpdLimSwtRawVal
is time debounced and made available to the overall system as PrpCCD_st2ndSpdLimSwtDebVal. The
debouncing time constant can be set separately for positive slope changes PrpCCD_ti2ndSpdLimDebPos_C
and negative slope changes PrpCCD_ti2ndSpdLimDebNeg_C. PrpCCD_st2ndSpdLimInvIn_C can be used to
invert the raw input signal.
Figure 174 : 2nd Speed Limit Button Processing
2 n d S p e e d L im ite r T e s te r D e m a n d
P r p C C D _ s w tS ig 2 n d S p d L im _ C
P
F r m M n g _ s t2 n d S p d L im
P r p C C D _ ti2 n d S p d L im D e b N e g _ C
P
P r p C C D _ ti2 n d S p d L im D e b P o s _ C
P
P r p C C D _ s t2 n d S p d L im In v In _ C
P
P r p C C D _ n u m D io In 2 n d S p d L im _ C P r p C C D _ s t2 n d S p d L im S w tR a w V a l
P D ig ita l S e n s in g P r p C C D _ s t2 n d S p d L im S w tD e b V a l
x y
! S ig T s t_ 2 N D S P E E D L IM S ig T s t_ 2 N D S P E E D L IM
(fro m T e s te r) (to T e s te r)
P r p C C D _ s t2 n d S p d L im S w tR a w V a l
p r p c c d _ 2 n d s p d lim s w t_ 1 .d s f
PrpC_sDwtSig2dSnpdLim_CFrMmng_t2nsdSpLidmPpCr D_ti2nSpddLiDembNeg_CPrpCD_ti2ndpdSLimDeboPs_CPrpCDCst_2ndSpdimLInvn_CrpPCD_nuDmioIn2ndpdSLim_CPpCr DC_st2ndSpdLimStRwwaValPrpCCDst2_ndSpdLmSi wtDebVal
CAN Interface Depending on the software switch PrpCCD_swtSig2ndSpdLim_C the activation information for the switch will
be taken either from the 2nd Speed Limiter Switch or from the CAN. If PrpCCD_swtSig2ndSpdLim_C= TRUE
the state of 2nd Speed Limiter is received over CAN, FrmMng_st2ndSpdLim.
Remote-Control Interface The switch value for the second maximum speed limiter from the switch or the CAN can be replaced by
SigTst_2NDSPEEDLIM when there is a tester demand.
ECU initialization The raw input signal of the switch for the second maximum speed limitation PrpCCD_st2ndSpdLimSwtRawVal
and the debounced input signal PrpCCD_st2ndSpdLimSwtDebVal are initialized to FALSE.
Output values PrpCCD_st2ndSpdLimSwtDebVal: 2nd speed limit switch debounced logical value - <UBYTE>
PrpCCD_st2ndSpdLimSwtRawVal: 2nd speed limit switch raw value - <UBYTE>
Input values FrmMng_st2ndSpdLim: Second speed limit switch information from CAN - <UBYTE>
PrpCCD_st2ndSpdLimSwtRawVal: 2nd speed limit switch raw value - <UBYTE>
Application parameters PrpCCD_numDioIn2ndSpdLim_C: hardware pin for 2nd speed limit switch<value>
PrpCCD_st2ndSpdLimInvIn_C: 2nd speed limit switch invert information<value>
PrpCCD_ti2ndSpdLimDebNeg_C: debounce time for negative edge of 2nd speed limit
switch<value>
PrpCCD_ti2ndSpdLimDebPos_C: debounce time for positive edge of 2nd speed limit
switch<value>
PrpCCD_swtSig2ndSpdLim_C: Input signal switch for the second speed limit switch
button<value>
prpccd_2ndspdlimswt.fm 21.12.2005
P_340 Y445 S00 746-V91 Confidential PrpCCD_AdjSpdLimBtn - 189 -
DS-CV/EET Button for the adjustable maximum speed limitation Veh-VehMot-PrpBrk-Prp-PrpCtl-PrpCCD
Button for the adjustable maximum speed limitation (PrpCCD_AdjSpdLimBtn)

CARROTNICSt- ructureV:h-VehMot-PpBrk-Prp-PrpCtl-PrpCD
Functional overview
P r p C C D _ n u m D io In A d jS p d L im _ C P r p C C D _ s tA d jS p d L im B tn V a l
P
A d j S p e e d
F r m M n g _ s tA d jS p d L im lim ite r s w itc h P r p C C D _ s tA d jS p d L im B tn R a w V a l
A c c o r d in g to B o s c h s ta n d a r d :p r p c c d _ a d js p d lim b tn _ 1 0 0 .d s f
PrpCDCstA_jSdpdLimBnRt FrwVamMalng_stAdjSpdLmPi rpCCD_stAdjSdLpimBnVt alPrCp_nDumDioInAdSpj dLim_C
This function evaluates the button for the variable maximum speed limitation.
Hardware input processing The raw input signal of the button for the adjustable maximum speed limitation
PrpCCD_stAdjSpdLimBtnRawVal is read. The inversion of the raw input signal is done by
PrpCCD_stAdjSpdLimInvIn_C to generate the logical input signal. The status of the button is made available
to the overall system as PrpCCD_stAdjSpdLimBtnVal.
Figure 176 : Evaluation of the button for the variable maximum speed limitation
P r p C C D _ s tA d jS p d L im B tn L o g V a l_ m p
D t D t D t D t D t
D t = P r p C C D _ tiA d jS p d L im D e b _ C p r p c c d _ a d js p d lim b tn _ 1 .d s f
Figure 177 : Function during normal operation

S p e e d L im ite r T e s te r D e m a n d
P r p C C D _ tiA d jS p d L im D e b _ C
P
V S S C D _ v
L o g ic fo r r e le a s e th e
P r p C C D _ v B lo c k A d jS p d L im B tn _ C a d ju s ta b le v e h ic le
P
F id _ P r p C C D A d jS p d L im B tn _ m p s p e e d b u tto n
P r p C C D _ tiA d jS p d L im D e b _ C
P
P r p C C D _ s w tS ig A d jS p d L im _ C
P
F r m M n g _ s tA d jS p d L im
P r p C C D _ s tA d jS p d L im In v In _ C
P
P r p C C D _ s tA d jS p d L im B tn R a w V a l
L o g ic fo r
s ta te d e te c tio n
!
S ig T s t_ S P E E D L IM
0
S ig T s t_ S P E E D L IM (to T e s te r)
(fro m T e s te r)
P r p C C D _ s tA d jS p d L im B tn R a w V a l
p r p c c d _ a d js p d lim b tn _ 2 .d s f
PrpCDCstA_jSdpdLimBnRt FrwVamMalng_stAdjSpdLmVi SCD_vPrpC_vDBlockAdjSpLidmBn_Ct rpPC_sDwtSigAdjSpdLi_CmrpPC_tiDdjSApdLimDebCF_id_PrpCDCdjASpdimLBtnBlk_pmPrpCD_stAdjSpdimLInvC_PrpCDCstA_jSdpdLmBi tnVla
The button status PrpCCD_stAdjSpdLimBtnVal changes only when the logical input signal has remained
TRUE for the debouncing time PrpCCD_tiAdjSpdLimDeb_C and was FALSE for atleast the same debouncing
time since the last change of status. If the vehicle speed VSSCD_v is below a threshold
PrpCCD_vBlockAdjSpdLimBtn_C the status of the adjustable speed limit button
PrpCCD_stAdjSpdLimBtnVal cannot be set to TRUE. For this purpose, the logic for state detection is
blocked when the vehicle speed is below the threshold. If the button is pressed while exceeding the speed
limit, the button has to be released atleast for the debounce time PrpCCD_tiAdjSpdLimDeb_C before
PrpCCD_stAdjSpdLimBtnValcan be set to TRUE.
CAN Interface Depending on the software switch PrpCCD_swtSigAdjSpdLim_C the activation information for the button will
be taken either from the Adjustable Speed Limiter Switch or from the CAN. If PrpCCD_swtSigAdjSpdLim_C=
TRUE the state of Adjustable Speed Limiter is received over CAN, FrmMng_stAdjSpdLim.
Remote-Control Interface The switch value for the adjustable maximum speed limiter from the switch or the CAN can be replaced by
SigTst_SPEEDLIM when there is a tester demand.
Substitute function If the Fid_PrpCCDAdjSpdLimBtnBlk_mp is blocked due to a defective detection of the vehicle speed signal
(Fid_PrpCCDAdjSpdLimBtnBlk_mp.0 = 0), the status of the button PrpCCD_stAdjSpdLimBtnVal is set to
FALSE.
ECU initialization The raw input signal of the button for the variable maximum speed limitation
PrpCCD_stAdjSpdLimBtnRawVal and the status of the button PrpCCD_stAdjSpdLimBtnVal are initialized to
FALSE.
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- 190 - PrpCCD_AdjSpdLimBtn Y445 S00 746-V91 Confidential P_340
Veh-VehMot-PrpBrk-Prp-PrpCtl-PrpCCD Button for the adjustable maximum speed limitation DS-CV/EET
Output values PrpCCD_stAdjSpdLimBtnRawVal: adjustable speed limit button raw value - <UBYTE>
Input values VSSCD_v: vehicle speed (velocity) km/h <SWORD>

FrmMng_stAdjSpdLim: Adjustable speed limit switch information from CAN - <UBYTE>
PrpCCD_stAdjSpdLimBtnRawVal: adjustable speed limit button raw value - <UBYTE>
Measuring points Fid_PrpCCDAdjSpdLimBtnBlk_mp: Fid for blocking the adjustable speed limit button - <UBYTE>
PrpCCD_stAdjSpdLimBtnLogVal_mp: adjustable speed limit button logical value - <UBYTE>
Application parameters PrpCCD_numDioInAdjSpdLim_C: hardware pin for adjustable speed limit button<value>
PrpCCD_stAdjSpdLimInvIn_C: adjustable speed limit button invert information<value>
PrpCCD_tiAdjSpdLimDeb_C: debounce time for evaluation of adjustable speed limit
button<value>
PrpCCD_vBlockAdjSpdLimBtn_C: vehicle speed threshold to block adjustable speed limiter
button<value>
PrpCCD_swtSigAdjSpdLim_C: Input signal switch for the adjustable speed l imit switch
button<value>
prpccd_adjspdlimbtn.fm 21.12.2005
P_340 Y445 S00 746-V91 Confidential ACC_Dem - 191 -
DS-CV/EET ACC torque demand Veh-VehMot-PrpBrk-ACC
3.2.2.2 ACC torque demand (ACC_Dem)

CARROTNICSt- ructureV:h-VehMot-PpBrk-ACC
Overview of the component The function supplies the setpoint torque demanded by the adaptive cruise control and the demanded lead
torque. This function is present as an interface for project-specific extensions.
Structure of the component The minimum torque which can be represented is output in ACC_trqDes and ACC_trqLead.
ECU initialization The intervention torque ACC_trqDes and ACC_trqLead is initialized with the minimum torque which can be
represented TRQPRP_MIN.
Output values ACC_trqDes: desired torque of ACC Nm <SWORD>

ACC_trqLead: lead torque of ACC Nm <SWORD>
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- 192 - Brk Y445 S00 746-V91 Confidential P_340
Veh-VehMot-PrpBrk-Brk Brake DS-CV/EET
3.2.2.3 Brake (Brk)

Function group:
CARTRONIC-Strutucre:Veh-VehMot-PrpBrk-Brk

Brake The Brk component manages all information relevant to the brake system.
Structure of the component The Brk component consists of the following subcomponents:
Figure 178 : Brk subcomponents
B rk B rk C D
brk_overview.fm 21.12.2005
P_340 Y445 S00 746-V91 Confidential BrkCD_Co - 193 -
DS-CV/EET Brake signal Veh-VehMot-PrpBrk-Brk-BrkCD
3.2.2.3.1 Brake signal (BrkCD_Co)

Function group: Signal input/output
CARROTNICSt- ructureV:h-VehMot-PpBrk-Brk-BrkCD
Overview of the component This function acquires and processes the information via the brake contact and the redundant brake contact.
The information is available as undebounced hardware signals or as CAN signals. They are individually and
mutually checked for plausibility. The status message "brake actuated" and the debounced digital signals of
the two brake contacts are output.
Message "brake actuated" = f(Raw value of the brake contact,
Raw value of the redundant brake contact,
Switch signal source,
Current engine state,
Brake switch information via CAN
Figure 179 : Brake signal - overview
B rk C D _ s tR e d S w tP re s e n t
B rk C D _ s tM n S w tR a w V a l
B rk C D _ s tR e d S w tR a w V a l
B rk C D _ s tM n S w tD e b V a l
B r k C D _ s w tS ig B r a k e s ig n a l
B rk C D _ s tR e d S w tD e b V a l
F rm M n g _ s tB rk
P la u s ib ility
c h e c k
BrkC_DstMnwStDeBrkbVaCD_l tMsnSwtRawValBkCDr st_PresedBrkCDstR_dSewtDebalBVkCr _sDRet dSwRat wValBrkCDsw_Sit gCoEng_stEgnFrmMng_strkB
Structure of the component The brake signal raw value is debounced. The result is the value BrkCD_stMnSwtDebVal. The debouncing
times for positive edge BrkCD_tiMnSwtDebPos_C and for the negative edge BrkCD_tiMnSwtDebNeg_C of the
signal vary in application.
CAN Interface Depending on the value of the software switch BrkCD_swtSig information on the brake switch and on the
redundant brake switch is acquired either via the digital input or via the CAN message.
Table 78: The software switch BrkCD_swtSig can take on the following values .
BrkCD_swtSigVal_C Meaning
BRKCD_TYPE_HW = 00 The status of the brake switch or of the redundant brake switch is read
in via the hardware.
BRKCD_TYPE_CAN_BRK = 01 The status of the brake switch is read in via the CAN-message
FrmMng_stBrk .Bit1.
The status of the redundant brake switch is read in via the hardware.
BRKCD_TYPE_CAN_RED = 02 The status of the redundant brake switch is read in via the hardware.
The status of the redundant brake switch is read in via the CAN-message
FrmMng_stBrk .Bit3.
BRKCD_TYPE_CAN_REDBRK = 03 The status of the brake switch or of the redundant brake switch is read
in via the CAN message FrmMng_stBrk.Bit1 or FrmMng_stBrk.Bit3.
1. The brake information from the CAN message is only read in, if
FrmMng_stBrk.Bit0 and BrkCD_swtSig.Bit0 are set.
Then, BrkCD_stMnSwtDebVal = FrmMng_stBrk.Bit1 is valid.
2. The redundant brake information from the CAN message is only read in, if
FrmMng_stBrk.Bit2 and BrkCD_swtSig.Bit1 are set.
Then, BrkCD_stRedSwtDebVal = FrmMng_stBrk.Bit3 is valid.
3. The following is valid if the software switch value BrkCD_swtSig.Bit0 is not equal to the CAN message
value FrmMng_stBrk.Bit0: BrkCD_stMnSwtDebVal = BrkCD_stDflVal_C.Bit0.
4. The following is valid if the software switch value BrkCD_swtSig.Bit1 is not equal to the CAN message
value FrmMng_stBrk.Bit2: BrkCD_stRedSwtDebVal = BrkCD_stDflVal_C.Bit1.
In all other cases, the information on brake switch and redundant brake switch is read in directly through the
digital inputs.
Table 79: To bypass CAN message evaluation, BrkCD_swtSig can take on the following values .
BrkCD_swtSigVal_C.Bits 3210 Meaning
x1x0 Main brake is selected via hardware and no plausibility check with CAN
message
1x0x Redundant brake is selected via hardware and no plausibility check with
CAN message
The Sig error is set in the error path Dfp_BrkCD_mp after error debouncing if FrmMng_stBrk has the value "0"
and BrkCD_swtSig is unequal to "0". See “Error path measuring points” on page 2295.
Selection of hardware pins The digital inputs can be selected using the application parameters BrkCD_numDioInMn_C and
BrkCD_numDioInRed_C. This should only be done after consultation of a developer.
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- 194 - BrkCD_Co Y445 S00 746-V91 Confidential P_340
Veh-VehMot-PrpBrk-Brk-BrkCD Brake signal DS-CV/EET
Remote Control Interface

Figure 180 : Overview for the Remote control interface through Actuator Test.
B rk C D T e s te r D e m a n d
S ig T s t_ s tB r k C D
(fro m T e s te r) S ig T s t_ s tB r k C D
b rk c d _ 3 .d s f
BrkCDst_Pressed
If there is a remote control via actuator test interface is present, the message value BrkCD_stPressed is
directly set from the diagnostic tester (SigTst_stBrkCD).If the tester is inactive then the tester always receives
the current status of the brake.
Monitoring The debounced digital signal of the brake contact (BrkCD_stMnSwtDebVal) is tested for plausibility with the
debounced digital signal of the redundant brake contact (BrkCD_stRedSwtDebVal). The check is not carried
out if Terminal 15 is inactive, since one or both contacts could be connected to UBatt via terminal 15. The
check is also omitted if no redundant brake contact is used (BrkCD_swtRedSwtPresent_C =0). The
plausibility of the brake contact takes on different states depending on various conditions currently present.
Implausibility is detected if the brake contact has no logical connection to the redundant brake contact.
Possible combinations of brake contact and redundant brake contact are shown diagrammatically below.
Figure 181 : Possible switch combinations
1 ( M a in b r a k e s ig n a l)
1 ( R e d u n d a n t b r a k e s ig n a l)
0
N e u tra l s ta te
D e fe c t le v e l
T e m p ra ry d e fe c t
r e g io n
In ta c t le v e l
T im e
1 (B rk C D _ s tF re e z e _ m p )
b rk c d _ 1 .d s f
0
BrkCDst_Freze_pm
The message BrkCD_stPressed indicates whether the brake is "definitely actuated" or "possibly actuated".
The message BrkCD_stFreeze_mp = 1 indicates that the state machine is in the neutral state 5* and that the
time of the debouncing timer BrkCD_DebPlaDef_C which has elapsed so far is frozen (see “Plausibility brake”
on page 194).
Table 80: Plausibility brake
State State brake actuated (BrkCD_stPressed) Debouncing timer (used by DSM)
Definite Possible BrkCD_DebPlaDef_C BrkCD_DebPlaOk_C
1. Finally healed BrkCD_stMnSwtDebVal BrkCD_stMnSwtDebVal Stop Stop
2. Preliminary defective FALSE TRUE Start -
3. Finally defective FALSE TRUE Stop Stop
4. Preliminary healed TRUE TRUE - Start
5. Neutral FALSE FALSE Freeze -
6. Initialized FALSE TRUE - -
brkcd.fm 27.12.2005
P_340 Y445 S00 746-V91 Confidential BrkCD_Co - 195 -
DS-CV/EET Brake signal Veh-VehMot-PrpBrk-Brk-BrkCD
Figure 182 : State machine
S ta te m a c h in e r e p r e s e n ta tio n o f th e B r a k e P la u s ib ility
In itia lis a tio n

(E C U R e s e t) (B rk C D _ s tM n S w tD e b V a l !=
B r k C D _ s tR e d D e b V a l) & &
B rk C D _ s tM n S w tD e b V a l = D e b o u n c e T im e r < B r k C D _ D e b P la D e f_ C
B rk C D _ s tR e d S w tD e b V a l = 0
B rk C D _ s tM n S w tD e b V a l !=
1 (B rk C D _ s tM n S w tD e b V a l = 2
B rk C D _ s tR e d S w tD e b V a l = 1 ) ||
C o E n g _ s tE n g = = C O E N G _ S T A F T E R R U N
B rk C D _ s tM n S w tD e b V a l =
B rk C D _ s tM n S w tD e b V a l = B rk C D _ s tR e d S w tD e b V a l = 0
(B rk C D _ s tM n S w tD e b V a l = =
B rk C D _ s tR e d D e b V a l = 1
B rk C D _ s tR e d S w tD e b V a l = 1 ) ||
C o E n g _ s tE n g = = C O E N G _ S T A F T E R R U N B rk C D _ s tM n S w tD e b V a l !=
(B rk C D _ s tM n S w tD e b V a l = 5 *
B rk C D _ s tR e d S w tD e b V a l = 1 ) & & (B rk C D _ s tM n S w tD e b V a l !=
D e b o u n c e T im e r > = B r k C D _ D e b P la O k _ C B rk C D _ s tR e d D e b V a l = ) & &
D e b o u n c e T im e r > = B r k C D _ D e b P la D e f_ C
4 B rk C D _ s tR e d S w tD e b V a l = 1 3
B rk C D _ s tM n S w tD e b V a l = 0 ||
B rk C D _ s tR e d S w tD e b V a l = 0 ||
C o E n g _ s tE n g = = C O E N G _ S T A F T E R R U N B rk C D _ s tM n S w tD e b V a l = 0 ||
(B rk C D _ s tM n S w tD e b V a l =
C o E n g _ s tE n g = = C O E N G _ S T A F T E R R U N
B rk C D _ s tR e d S w tD e b V a l = 1 ) & &
b rk c d _ 2 .d s f
D e b o u n c e T im e r < B r k C D _ D e b P la O k _ C
T R U E = = > 1
F A L S E = = > 0
BrkC_DDeblaDPBrf_ekCDD_bPelaOk_CBrkC_DtMsnSwtDebBrkVaCD_l tRsdSewtDebVlBakCr _sDRet dSwDet bValCoEng_stEgn
Table 81: States of the state machine

State Meaning BrkCD_stPressed BrkCD_stFreeze_mp BrkCD_stDeb_mp
1 DSM_DFP_TYP_OK Finally healed 0x00 if 0x00 0x00
BrkCD_stMnSwtDebVal = 0
0x03 if 0x00
BrkCD_stMnSwtDebVal = 1
2 DSM_DFP_PROV_DEF Preliminary 0x01 0x00 0x01
defective
3 DSM_DFP_TYP_DEF Finally defective 0x01 0x00 0x02
4 DSM_DFP_TYP_PROV_OK Preliminary 0x03 0x00 0x04
healed
5 neutral state * Freeze 0x00 0x01 0x01
No state in C source code
- Imagined only
Error paths
Dfp-table 13: Dfp_BrkCD_mp.SIG
Defect detection If the brake signal received via CAN is defective (i.e. FrmMng_stBrk has the value 0x00)
Healing No defect detection
Substitute none
function
Test condition, Continuously according to the time interval set and only if the brake signal or the redundant brake
test frequency signal is received via CAN.
Label defect Time to defect BrkCD_DebSigDef_C
detection.
Label healing Time to Ok BrkCD_DebSigOk_C
Dfp-table 14: Dfp_BrkCD_mp.NPL

Defect detection If the main brake contact BrkCD_stMnSwtDebVal and the redundant brake contact
BrkCD_stRedSwtDebVal are not in the same state.
Substitute During error debouncing and also if a final defect has been detected, the brake status
function BrkCD_stPressed is set to 0x01 (“brake definitely actuated” = FALSE and “brake possibly
actuated” = TRUE). If error healing is active, the status "brake actuated" BrkCD_stPressed is
set to 0x03 (“brake definitely actuated” = TRUE and “brake possibly actuated” = TRUE).
Test condition, Continuously according to the time interval set, only if the redundant brake contact is used AND
test frequency the engine state CoEng_stEng is either START or NORMAL (i.e. T15 is on!).
Label defect Time to defect BrkCD_DebPlaDef_C
detection.
Label healing Time to Ok BrkCD_DebPlaOk_C
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Veh-VehMot-PrpBrk-Brk-BrkCD Brake signal DS-CV/EET
ECU initialization There is one brake contact and one redundant brake contact.
• The raw value of the brake contact BrkCD_stMnSwtRawVal is initialized with the substitute value
BrkCD_stDflVal_C.
• The raw value of the redundant brake contact BrkCD_stRedSwtRawVal is initialized with the replacement
value BrkCD_stDflVal_C.
• Digital signal brake contact debounced is OFF (BrkCD_stMnSwtDebVal = FALSE)
• Digital signal redundant brake contact debounced is OFF (BrkCD_stRedSwtDebVal = FALSE)
• Starting value BrkCD_stPressed is “possibly actuated”
• The value of the software switch BrkCD_swtSigVal_C is initialized with BrkCD_swtSig (BrkCD_swtSig =
BrkCD_swtSigVal_C).
Output values BrkCD_stPressed: Brake pressed state - <UBYTE>

The message can assume the following values: • 0x00 “brake definitely actuated” = FALSE and “brake possibly actuated” = FALSE
• 0x01 “brake definitely actuated” = FALSE and “brake possibly actuated” = TRUE
• 0x03 “brake definitely actuated” =TRUE and “brake possibly actuated” =TRUE
BrkCD_stMnSwtDebVal: Brake main switch debounced logical value - <UBYTE>
BrkCD_stMnSwtLastDebVal: Last debounced logical value of Brake main switch - <UBYTE>
BrkCD_stRedSwtDebVal: Brake redundant switch debounced logical value - <UBYTE>
BrkCD_stRedSwtLastDebVal: Last debounced logical value of Brake redundant switch - <UBYTE>
Input values BrkCD_stMnSwtRawVal: Brake main switch undebounced raw value - <UBYTE>
BrkCD_stRedSwtRawVal: Brake redundant switch undebounced raw value - <UBYTE>
BrkCD_stRedSwtPresent: Redundant brake switch present information - <UBYTE>
BrkCD_swtSig: Brake signal source switch DIO/CAN - <UBYTE>
FrmMng_stBrk: brake switch status from CAN - <UBYTE>
Measuring points BrkCD_stDeb_mp: State of error debounce for brake plausibility between main and redundant
brake switches - <UBYTE>
BrkCD_stMnSwtLogVal_mp: Brake main switch undebounced logical value - <UBYTE>
BrkCD_stRedSwtLogVal_mp: Brake redundant switch undebounced logical value - <UBYTE>
The message can assume the following values: • BrkCD_stDeb_mp = 0x00 finally healed
• BrkCD_stDeb_mp = 0x01 preliminarily defective
• BrkCD_stDeb_mp = 0x02 finally defective
• BrkCD_stDeb_mp = 0x04 preliminarily healed
Dfp_BrkCD_mp: Measurement point for fault path Dfp_BrkCD - <UWORD>
Error debouncing BrkCD_DebPlaDef_C: Defect debounce time for plaus error<value>
BrkCD_DebPlaOk_C: Healing debounce time for plaus error<value>
BrkCD_DebSigDef_C: Defect debounce time for CAN Msg. error<value>
BrkCD_DebSigOk_C: Intact debounce time for CAN Msg. error<value>
Signal debouncing BrkCD_stDflVal_C: Default brake value in case of error<value>
BrkCD_stMnSwtInvIn_C: Main brake switch invert information --> 1: inverted 0: Not
inverted<value>
BrkCD_stRedSwtInvIn_C: Redundant brake switch invert information --> 1: inverted 0: Not
inverted<value>
BrkCD_swtRedSwtPresent_C: Redundant brake switch information (1 = existing, 0 = not
existing)<value>
BrkCD_swtSigVal_C: Signal source switch value DIO/CAN : bit pos. 0 -> Brake : bit pos. 1
-> redundant brake<value>
BrkCD_tiMnSwtDebNeg_C: debounce time for negative edge of main brake switch<value>
BrkCD_tiMnSwtDebPos_C: debounce time for positive edge of main brake switch<value>
BrkCD_tiRedSwtDebNeg_C: debounce time for negative edge of redundant brake switch<value>
BrkCD_tiRedSwtDebPos_C: debounce time for positive edge of redundant brake switch<value>
Default value status of the brake switch or of the re- • 0x00 : redundant = 0 brake = 0
dundant brake switch • 0x01 : redundant = 0 brake = 1
• 0x02 : redundant = 1 brake = 0
• 0x03 : redundant = 1 brake = 1
BrkCD_numDioInMn_C: application parameter for main brake switch<value>
BrkCD_numDioInRed_C: application parameter for redundant brake signal<value>
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P_340 Y445 S00 746-V91 Confidential BrkCD_ParkBrk - 197 -
DS-CV/EET Hand brake signal Veh-VehMot-PrpBrk-Brk-BrkCD
Hand brake signal (BrkCD_ParkBrk)

Function group: Brk
BrkCD
Functional overview Registering the signal from the hand brake. The hand brake or parking brake signal BrkCD_stParkBrk is
provided either by the hardware digital pin or by the body computer via CAN interface
FrmMng_stBrkParkSwt.
Figure 183 : Parking brake overview
B rk C D _ s tP a rk B rk R a w V a l
F rm M n g _ s tB rk P a rk S w t B rk C D _ s tP a rk B rk
C a lc u la tio n
S ig T s t_ s tB r k C D P a r k
b rk c d _ p a rk b rk _ 1 0 0 .d s f
FrmMng_stBkPr arkSwtBrkCD_tPsarkBrkRawValBkCr _sDtParkBrk
Selection of the input Depending from the software switch BrkCD_swtParkBrkSigSel_C, the hand brake signal status
BrkCD_stParkBrkis determined either by the hardware digital input BrkCD_stParkBrkRawVal or the CAN-
message FrmMng_stBrkParkSwt.
Table 82: Selection mode of the input data for the hand brake
BrkCD_swtParkBrkSigSel_C Mode
0 Acquisition via hardware pin
1 Acquisition via CAN
Figure 184 : Parking brake signal overview
b rk c d _ p a rk b rk _ 1 .d s f
B r k C D _ s w tP a r k B r k S ig S e l_ C
P
B r k C D _ s tP a r k B r k D ig In v In _ C
P
B r k C D _ tiP a r k B r k D e b N e g _ C T e s te r d e m a n d
B r k C D _ tiP a r k B r k D e b P o s _ C a c tiv e
B rk C D _ s tP a rk B rk R a w V a l
x y
B rk C D _ s tP a rk B rk
!
F rm M n g _ s tB rk P a rk S w t
S ig T s t_ s tB r k C D P a r k S ig T s t_ s tB r k C D P a r k
BrkC_DswtPrkaBrkSigFrel_MCmng_stBrkParkSwtBkCr _sDtParkBrkDiInvgIn_CrkBCDstP_arkBrkawRValrkBCD_tiParkBkDr bPeos_CBrCDktiP_arkBrkDebegN_CBkCr _sDtParkBkr
Input via Pin The input pin can be selected by the application parameter BrkCD_numParkBrkDioIn_C. The signal from the
hardware BrkCD_stParkBrkRawVal can be inverted if required by BrkCD_stParkBrkDigInvIn_C. The
parameters BrkCD_tiParkBrkDebPos_C and BrkCD_tiParkBrkDebNeg_C are used to debounce the positive
and negative edges of the input signal.
Input via CAN The message FrmMng_stBrkParkSwt contains the status of the parking brake BrkCD_stParkBrk.
Table 83: Parking brake status
BrkCD_stParkBrk Mode
0 Parking brake is OFF (inactive)
1 Parking brake is ON (active)
Remote control If a request for remote control is present, the normal request BrkCD_stParkBrk is directly set the diagnostic
tester (SigTst_stBrkCDPark)
If a request for remote control is not present, the diagnostic tester can query the currently set value.
ECU initialization The message BrkCD_stParkBrk is initialized with 0.
Output values BrkCD_stParkBrk: Status park breake - <UBYTE>
Input values FrmMng_stBrkParkSwt: parking brake switch over CAN - <UBYTE>

BrkCD_stParkBrkRawVal: Status of the raw value parking brake - <UBYTE>
Physical value BrkCD_tiParkBrkDebPos_C: debounce time rising egde for parking brake switch<value>
BrkCD_tiParkBrkDebNeg_C: debounce time falling egde for parking brake switch<value>
Logical value BrkCD_numParkBrkDioIn_C: application parameter to select the hardware input praking
brake<value>
BrkCD_stParkBrkDigInvIn_C: parameter to invert the signal<value>
BrkCD_swtParkBrkSigSel_C: signal switch BrkCD parking brake (1=CAN, 0=HW)<value>
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Veh-VehMot-Strg Steering DS-CV/EET
3.2.3 Steering (Strg)

Function group: VehMot
CARTRONIC-Strutucre:Veh-VehMot-Strg

Steering The Strg component relays the servo pump torque requirement and represents the steering.
Structure of the component The Strg component consists of the following partial components:
Figure 185 : Strg partial components
S trg S rv P m p
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DS-CV/EET Power steering pump Veh-VehMot-Strg-SrvPmp
3.2.3.1 Power steering pump (SrvPmp)

CARROTNICSt- ructureV:h-VehMot-Srg-St vPr mp

Servo pump The SrvPmp component describes the power steering pump control and provides information about it.
Structure of the component The component has no subcomponents.
Subfunctions See “Determining the torque requirement of the servo pump (SrvPmp_DetSrvPmpPwr)” on page 200.
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Veh-VehMot-Strg-SrvPmp Determining the torque requirement of the servo pump DS-CV/EET
Determining the torque requirement of the servo pump (SrvPmp_DetSrvPmpPwr)

Function group: VehMot - Strg
CARTRONIC-Strutucre:Veh-VehMot-Strg-SrvPmp
Functional overview The function provides the current torque requirement and the torque lead for the servo pump. Both variables
are calculated by multiplying a static torque requirement with an adjustment value. The influence of the
adjustment value is limited. Torque requirement and adjustment value are determined as application
parameters.
Torque requirement servo pump = f(application value, torque requirement, adjustment value)
Torque lead servo pump = f(application value, torque requirement, adjustment value)
Figure 186 : Torque requirement of the servo pump - overview
A p p lic a tio n v a lu e S rv P m p _ trq D e s

to rq u e
r e q u ir e m e n t
S rv P m p _ trq L e a d
A d ju s tm e n t v a lu e
SrvPmp_trqDsSevPr mp_trqLead
Acquisition of the power steering pump torque re- Since no steering angle and resultant torque requirement data is available, the requirement is applicated via
quirement a constant SrvPmp_trqDes_C (i.e. static estimate). The calculated value is then multiplied with an adjustment
value SrvPmp_rTrqAdj_mp. The adjustment value can be adapted with a service diagnostic tool and is limited
to the values SrvPmp_rAdjValMin_C and SrvPmp_rAdjValMax_C.
Figure 187 : Acquisition of the power steering pump torque requirement
S rv P m p _ trq D e s _ C S rv P m p _ trq D e s
P
S rv P m p _ trq L e a d
S r v P m p _ r A d jV a lM a x _ C
P
S r v P m p _ r A d jV a lM in _ C
P
S r v P m p _ r T r q A d j_ m p
E E P R O M _ A d jV a l
L im ite r
SrvPmp_trqDsSevPr mp_trqLeadrvSPmp_trqDe_CsSrvmpP_rAjVdlMain_CrvSPmp_rAdjValMax_CSrPmvp_rTrqdj_Amp
Substitute function In case of an EEPROM reading error the default value SrvPmp_rAdjValDef_C is used for the adjustment
value SrvPmp_rTrqAdj_mp.
ECU initialization Output values = 0
Output values SrvPmp_trqDes: desired torque of servopump Nm <SWORD>

SrvPmp_trqLead: lead torque of servopump Nm <SWORD>
Measuring points SrvPmp_rTrqAdj_mp: adjustment value for calculation of servopump torque demand - <SWORD>
Application parameters SrvPmp_trqDes_C: static desired torque of servepump<value>

SrvPmp_rAdjValDef_C: default value power adjustment servopump (steering)<value>
SrvPmp_rAdjValMax_C: maximum value power adjustment servopump (steering)<value>
SrvPmp_rAdjValMin_C: minimum value power adjustment servopump (steering)<value>
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P_340 Y445 S00 746-V91 Confidential DrvTrn - 201 -
DS-CV/EET Drive train Veh-DrvTrn
3.3 Drive train (DrvTrn)

Function group: Drive train
CARROTNICSt- ructureV:h-DrvTrn

DriveTrain The DrvTrn component forwards the requirements and orders to its partial components and determines the
ratio for the entire drive train.
Structure of the component The DrvTrn component consists of the following subcomponents:
Figure 188 : DrvTrn subcomponent
C o n v
C o D T
D rv T rn
E n g
G e a rb x
Subfunctions See “Drive train ratio calculation (DrvTrn_CalcRTransDT)” on page 202.
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Veh-DrvTrn Drive train ratio calculation DS-CV/EET
Drive train ratio calculation (DrvTrn_CalcRTransDT)

CARTRONIC-Strutucre:Veh-DrvTnr
Functional overview The torque transmission ratio of the drive train is calculated from the current gear ratio and the converter gain
or clutch transmission rate. Where there is no grip (eg. in low-idle), the last valid value is frozen.
Torque transmission ratio =f(Transmission ratio torque converter,
Gear ratio,
Grip,
Vehicle speed)
Figure 189 : Drive train ratio calculation - overview
C o n v _ rT ra n s
T o rq u e D rv T rn _ rT ra n s D T
G e a rb x _ rT ra n s D T tr a n s m is s io n
r a tio c a lc u la tio n
C o D T _ G r ip
F re e z e -
V S S C D _ v lo g ic
CoDTGri_pConv_TransDrvTrn_TransDGTearb_rxTranDTsVSSCDv_
Functional description The torque transmission ratio of the drive train DrvTrn_rTransDT is calculated from the product of the current
gear ratio Gearbx_rTransDT and the converter gain or clutch transmission rateConv_rTrans. In the absence
of grip (CoDT_Grip = FALSE), the drive train ratio is frozen to the last valid value. This also guarantees the
accelerator pedal access to the engine at idle speed. If, in addition, a stationary vehicle is detected (VSSCD_v
=0), the ratio is reset to the value DrvTrn_rTransDTInit_C.
Figure 190 : Determination of the drive train ratio
DrvTrn_rTransDTInit_C
CoDT_Grip
Reset
VSSCD_v
0.0
Conv_rTrans
rTrans DrvTrn_rTransDT
CoDT_swtCoType
Gearbx_rTransDT
0
DrvTrn_rTransDTMax
Gearbx_rTransMax
CoDTGri_pGearb_rTxransDTDrvrnT_rTnsaDTvTr rn_TransDInTt_Ci Con_rvTransVSSCD_v
ECU initialization DrvTrn_rTransDT is defined with the initial value DrvTrn_rTransDTInit_C. All other values are initialized
with ‘0’ or ‘FALSE’.
Output values DrvTrn_rTransDT: drivetrain transmission (wheel torque per engine torque) - <SWORD>
Input values CoDT_Grip: power grip within drive train - <UBYTE>

Conv_rTrans: transmission ratio of converter respectively clutch - <SWORD>
Gearbx_rTransDT: Detected gear ratio - <SWORD>
Application parameters DrvTrn_rTransDTInit_C: default value of drivetrain transmission (wheel torque per engine
torque)<value>
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P_340 Y445 S00 746-V91 Confidential CoDT - 203 -
DS-CV/EET Drive train coordinator Veh-DrvTrn-CoDT
3.3.1 Drive train coordinator (CoDT)

CARROTNICSt- ructureV:h-DrvTrn-CoDT

Coordinator drive train The drive train coordinator manages the interplay between engine and gearbox in order to ensure optimal
efficiency. Basic functions are the damping of demand jumps and prioritization of the various demands
related to the engine output torque.
Additional tasks include:
• Drive train coordination
• Drive torque calculation
• Drive torque interval calculation
• Grip detection
Structure of the component The CoDT component has no subcomponents.
Subfunctions See “Drive train coordination (CoDT_DrvTrnCord)” on page 204.

See “Drive torque calculation (CoDT_PrpTrqCurrCalc)” on page 211.
See “Provision of torque interval (CoDT_PrpTrqRngCalc)” on page 212.
See “Grip detection in the drive train (CoDT_CheckGrip)” on page 209.
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Veh-DrvTrn-CoDT Drive train coordination DS-CV/EET
Drive train coordination (CoDT_DrvTrnCord)

CARTRONIC-Strutucre:Veh-DrvTn-Cr oDT
Functional overview The torque demand of the propulsion as well as its lead value must be converted into corresponding values
for the drive train (engine).
The conversion of the torque demand on the gearbox input side takes place with the drive train ratio and the
gearbox losses (gearbox conversion) in accordance with the physical conditions. This torque is limited via a
minimum selection in order to protect the gearbox. Taking interventions of the gearbox control unit into
account, the torque order for the engine and its lead value are formed. Further output values are the lower
and upper engine speed limit for the drive train.
Torque order/ torque lead to engine = f(Maximum gearbox input torque,
Propulsion torque,
Gearbox intervention torque,
Drive train-ratio)
The function also outputs the negative torque status information after drive train coordination by external
CAN clutch torque and also the torque limitation for the Eis (Engine Interval Speed) governor.
Figure 191 : Drive train coordination - overview
C o V M _ s tB rk D e s
C o D T _ tr q E is L im
C o V e h _ n M a x
C o D T _ s tB rk D e s
C o V e h _ n M in
C o D T _ trq C u rr
C o D T _ trq D T In C u rr
C o D T _ trq D T In D e s
C o V e h _ s tO rd
C o D T _ n M a x
C o D T _ n M in
C o V e h _ trq P rp D e s D r iv e tr a in
C o D T _ s tO rd
C o V e h _ trq P rp L e a d
C o D T _ trq D e s
G e a r b o x
C o D T _ trq G e a rb x D e s
p r o te c tio n
G e a r b o x
c o n v e r s io n
C o D T _ trq L e a d
C o D T _ trq D T In L e a d
C o D T _ trq G b x L td D e s
c o d t_ d rv trn c o rd _ 1 0 0 .d s f
CoDTnM_axCDTonM_inCoD_stTrdOCoD_tTrqCrCuoD_trTqDesCoTD_trqTInDCurCoDTtrq_DTInDeCosDT_trqDInTLeadCoT_DtrqGbxLtdesDCoDT_tqGr earbxDeCosDT_trqeaLdCoVehnM_axCoVeh_ConMiehVn_stOrdCoVeh_trqACosDcVes_thrqAcsLeadCoVh_etrqPrpDesCVeo_thrqPrpLeadDrvTn_r rTaGensDarbT_txrqDcGeearbx_tqFrGecarb_trxInqGecarbxtrq_InMaxCVoM_stBrkesDCoDT_tBrskDesCoDTtrq_EisLmi CoD_trTGeqarbLexad
Functional description The propulsion torque demand CoVeh_trqPrpDes is converted to the gearbox input side using the current
drive train ratio DrvTrn_rTransDT, and corrected for gearbox losses Gearbx_trqFrc. This value is the
setpoint value for the gearbox input torque CoDT_trqGearbxDes. In order to protect the gearbox,
CoDT_trqGearbxDes is restricted via Gearbx_trqInMax and made available as CoDT_trqGbxLtdDes .
For active intervention in the gearbox control, a coordination via maximum or minimum selection occurs,
depending on the type of intervention required (increasing or decreasing). A switchable minimum selection
is made between Gearbx_trqInc and Gearbx_trqInMax with the help of CoDT_swtGbxLimit_C.This
selection is done to prevent the PTO and other mechanical devices being damaged.The torque on the clutch
input side is output by CoDT_trqDTInDes. The demands of the engine accessories CoVeh_trqAcsDes are
then added. The result is the torque demand to the engine CoDT_trqDes.
Two separate lead paths are formed which can be applicated independent of each other. The lead demand
CoDT_trqCurr is formed in one lead path and the lead demand CoDT_trqLead in the other.
In doing so, practically the same process is employed as for the formation of the setpoint torque
CoDT_trqDes. A decreasing intervention through the gearbox control is all that takes place after an
applicatable delay time CoDT_tiTrqRedMaxCurr_C or CoDT_tiTrqRedMaxLead_C via a ramp with the slope
CoDT_dtrqLimDwnCurr_C or CoDT_dtrqLimDwnLead_C. It may be necessary to account for the decreasing
gearbox interventions in the lead paths so that permanent control deviations are avoided. If the decreasing
intervention is terminated, the software switches back to driver command. At that moment, however, both
values are identical, so that no ramp is started.
The lead path is split into the Raw and the Des path in CoEng.
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DS-CV/EET Drive train coordination Veh-DrvTrn-CoDT
Figure 192 : Drive train coordination for demand path
C o D T _ trq D T In D e s
C o D T _ trq D e s
M N
C o D T _ s w tG b x L im it_ C
M N
C o D T _ tr q G b x L im _ m p
G e a rb x _ trq In c C o V e h _ trq A c s D e s
M X
M N
C o V e h _ trq P rp D e s C o D T _ trq G e a rb x D e s
D rv T rn _ rT ra n s D T c o d t_ d rv trn c o rd _ 1 .d s f
CoD_trTCoDeqTDs_swtGbxLimit_CoDT_trqGbxLim_mpCoDT_trqDTInesDCoD_tTrqGxLbtdDsCeDTo_trqeaGrbxDesCoVeh_rqt AcsDesCoVh_etrqPrpDesDvTr rn_rTasDnGeTarb_trxFrqGecrbax_trDeqcGearbx_trIncqGerbxa_trqnMI ax
Figure 193 : Drive train coordination for Curr path
C o D T _ d tr q L im U p C u r r _ C
C o D T _ d T r q L im D w n C u r r _ C
C o D T _ tiT r q R e d M a x C u r r _ C
IF !
T R U E
>= 1
C o D T _ trq D T In C u rr
s w p o s p a ra m
G e a rb x _ trq D e c x a
y
x b
M N C o D T _ trq C u rr
C o D T _ s w tG b x L im it_ C C o D T _ trq D T In D e c L e a d _ m p T 0
R a m p S w itc h
C o D T _ trq D T In In c L e a d _ m p d T
M N
C o D T _ tr q G b x L im L e a d _ m p
M X
M N
C o D T _ trq G e a rb x L e a d c o d t_ d rv trn c o rd _ 4 .d s f
CoD_dTtrqLmUi CpCour_DTCsw_tGbxLimit_CoDT_rqGt bxLimLead_mpCoDT_dtrqLimDwnCr_uCoDTtiT_rqRedMaxCr_uCDTo_trqDTICunrCDTo_trqTIDnDecLed_ampCoD_trTDTqInLecad_pmCoD_tTrqCurCVeo_thrqAsLecadCoVh_etrqPpLr eadDrvTn_r rTansDTGarbex_tqFr rcGearbx_trqDecGearb_txrqIncGearb_trxInMqaxoDC_tTrqGearbLexad
Figure 194 : Drive train coordination for Lead path (Raw and Des)
C o D T _ d tr q L im U p L e a d _ C
C o D T _ d T r q L im D w n L e a d _ C
C o D T _ tiT r q R e d M a x L e a d _ C
IF !
T R U E
>= 1
C o D T _ trq D T In L e a d
s w p o s p a ra m
G e a rb x _ trq D e c x a
y
x b
M N C o D T _ trq L e a d
C o D T _ s w tG b x L im it_ C C o D T _ trq D T In D e c L e a d _ m p T 0
R a m p S w itc h
C o D T _ trq D T In In c L e a d _ m p d T
M N
C o D T _ tr q G b x L im L e a d _ m p
M X
M N
C o D T _ trq G e a rb x L e a d c o d t_ d rv trn c o rd _ 5 .d s f
CoD_dTtrqLmDi nwLead_CoD_sTwtGbxLimt_CCoD_trTqGbLixmLed_ampCoD_dTtrqLmUi Lpade_CDTo_tiTrqRedMaxLeadC_oDCT_tqDTr InLeadoDCT_trqDInDTcLeeadm_pCoT_DtrqTInDInceaLd_mpCoDTtrq_LeaCodDT_trqGeabxLr eadCoVeh_trqAcseaLdCoVeh_trqPrpLeaDrdTrnvrT_ranDTsGeabxr _trqFrcGearbx_rqt DecGeabx_r trqIncGearx_btrqInMax
The order constraints of the order CoDT_stOrd are adopted unchanged from CoVeh_stOrd.
The permissible engine speed interval of the vehicle coordinator (CoVeh_nMin / CoVeh_nMax) is adopted
unchanged and transmitted as a demand CoDT_nMin and CoDT_nMax as an order constraint/ order to the
engine.
27.12.2005 codt_drvtrncord.fm
Figure 195 : Order constraints and engine speed interval
CoVeh_stOrd CoDT_stOrd
CoVeh_nMin CoDT_nMin
CoVeh_nMax CoDT_nMax
CoDTnM_axCDTonM_inCoD_stTrdOCoVh_enMaxCoVe_nhMinCoVh_estOdr
Negative Torque Status information The negative torque status information after coordinator vehicle motion request CoVM_stBrkDes is received
and copied into the negative torque status information after the drive train coordination CoDT_stBrkDes . The
negative torque status information CoDT_stBrkDes.0..11 can be controlled by EDC or Body Computer ECU.
Whenever Vehicle Control Mode is Active i.e PrpBrk_swtVCMActv = 1 , using the calibration variable
CoDT_swtSrcEB_C (see “Conversion Table for negative torque status information selection switch ,
CoDT_swtSrcEB_C” on page 208) the negative torque information can be sourced from EDC calculation
CoDT_stBrkDes_mp.0..11 or from Body Computer ECU FrmMng_stEngBrkDes.0..11 .
Whereas bits 12 to 15 of CoDT_stBrkDes are calculated by EDC only.
When the reducing torque demand from the gearbox Gearbx_trqDec is lower than the driver desired
gearbox drivetrain torque CoDT_trqGearbxDes minus offset CoDT_trqDecOfsBrkDes_C and also lower than
the minimum input torque of the gearbox CoDT_trqGbxMinminus CoDT_trqDecOfsBrkDes_C the bit
CoDT_stBrkDes.14 is set to 1 and all other bits of CoDT_stBrkDes are cleared. This shows that the
decreasing torque demand from the gearbox Gearbx_trqDec is the biggest negative torque.
Then it is checked if the increasing torque Gearbx_trqInc limits the desired negative torque or increases the
lower torque limit by an external limit and not by a control. This case is checked by Gearbx_trqInc if
it is bigger than CoDT_trqGearbxDes + CoDT_trqIncOfsBrkDes_C and in addition, either Gearbx_trqInc is
smaller than CoDT_trqGbxMin+ CoDT_trqIncOfsBrkDes_C or Gearbx_trqInc is smaller than
Gearbx_trqDec (J1939 limit). If these conditions are fullfilled, CoDT_stBrkDes.15 is set in addition. Bit.0 to
Bit.14 stay unchanged, to see in any case what was the reason for the negative torque request.
Additionally is a status included that shows, an active external body computer cruise control
(FrmMng_stCCActv = 1 and PrpBrk_swtVCMActv =1) by setting of CoDT_stBrkDes.8. This is only a
information that the engine brake is requested by cruise control when either bit.12 or bit.14 of
CoDT_stBrkDes is set in addition. If only bit.8 is set in CoDT_stBrkDes, the external VCM cruise control is
active, but did not request negative torque.
Figure 196 : Status information for Negative torque coordinator
C o V M _ s tB rk D e s = 0 0 X X 0 X X X X X X X X X X X
C o D T _ trq D e c O fs B rk D e s _ C 0 0 0 0 0 0 0 0 0 0 0 0 0
1
&
C o D T _ tr q G b x M in
C o D T _ trq D e c O fs B rk D e s _ C
&
C o D T _ trq In c O fs B rk D e s _ C
C o D T _ trq In c O fs B rk D e s _ C
>= 1
1
F rm M n g _ s tC C A c tv = 1
P rp B rk _ s w tV C M A c tv = 1 &
C o D T _ s tB rk D e s _ m p = X X X X 0 X X X X X X X X X X X
c o d t_ d rv trn c o rd _ 1 0 .d s f
CoVM_stBrkDsGearebx_trqDcGearebx_rqIt ncCDTo_trqeGarbxDesoDCT_rqGt bxMinCoDT_stBrkDesmp_FrmMn_sgtCActPrpvBrk_swtVCAMctvCoDT_trqDeOfcsBrkDe_CoDsT_trqIncOfBrskDes_C
Figure 197 : Source selection for Negative Torque status information

P rp B rk _ s w tV C M A c tv c o d t_ d rv trn c o rd _ 7 .d s f
C o D T _ s w tS rc E B _ C &
P
C o D T _ s tB rk D e s _ m p .0 ...1 1
C o D T _ s tB rk D e s .0 ...1 1
F rm M n g _ s tE n g B rk D e s .0 ...1 1
C o D T _ s tB rk D e s _ m p .1 2 ...1 5 C o D T _ s tB rk D e s .1 2 ...1 5
PrpBrk_swtVCMAtvcCoDT_swtScEr B_CoDC_TtBrskDe_mspFrmMng_stEgBnkDr esCoDT_stBrkDes
P_340 Y445 S00 746-V91 Confidential CoDT_DrvTrnCord - 207 -
DS-CV/EET Drive train coordination Veh-DrvTrn-CoDT
Also, the external CAN- torque limitation should be able to limit the engine interval speed governor to the
allowed clutch torque byGearbx_trqDec in some modes. For this CoVM_trqEisLim is received and
converted to clutch torque by dividing it with the drive train ratio DrvTrn_rTransDT and subtracting the current
torque loss of gearbox due to friction Gearbx_trqFrc. The minimum of this value and Gearbx_trqDec is then
transferred as the optional torque limit CoDT_trqEisLimfor the EisGov
Figure 198 : Torque limitation for EisGov
C o V M _ tr q E is L im
C o D T _ tr q E is L im
G e a rb x _ trq F rc M N
c o d t_ d rv trn c o rd _ 1 1 .d s f
Geabx_r trqDcCeVoM_trqEsLimDrTrnv_rTransDTGeabxr _trqFrcCoDT_trEiqsLim
ECU initialization CoDT_nMax = ENG_N_MAX, all other values are set to 0
Output values CoDT_nMax: maximum Engine Speed Demand of Drive Train rpm <SWORD>
CoDT_nMin: Low Idle Speed Demand of Drive Train rpm <SWORD>
CoDT_stOrd: boundary conditions for physical order - <UBYTE>
CoDT_trqCurr: drive train torque for lead path (curr) Nm <SWORD>
CoDT_trqDes: desired torque order of Drive Train Nm <SWORD>
CoDT_trqGbxLtdDes: Gearbox input limited desired torque Nm <SWORD>

CoDT_trqDTInCurr: torque leadpath drive train (input vor clutch) (curr) Nm <SWORD>
CoDT_trqDTInDes: desired value for drivetrain input (clutch) Nm <SWORD>
CoDT_trqDTInLead: lead value for drivetrain input (clutch) Nm <SWORD>
CoDT_trqGearbxDes: desired gearbox input torque (from driver) Nm <SWORD>
CoDT_trqGearbxLead: lead torque demand at Gearbox Nm <SWORD>
CoDT_trqLead: torque lead order of Drive Train Nm <SWORD>
CoDT_stBrkDes: Negative torque status information after drive train coordination - <UWORD>
CoDT_trqEisLim: Torque limitation for Eis governor Nm <SWORD>
Input values CoVeh_nMax: maximum allowed engine speed rpm <SWORD>

CoVeh_nMin: minimum requsted engine speed rpm <SWORD>
CoVeh_stOrd: boundary conditions for physical order - <UBYTE>
CoVeh_trqAcsLead: accessories lead torque demand Nm <SWORD>
CoVeh_trqPrpDes: desired torque for propulsion Nm <SWORD>
CoVeh_trqPrpLead: lead torque for propulsion Nm <SWORD>
Gearbx_trqDec: gearbox decrement torque demand Nm <SWORD>
Gearbx_trqInc: gearbox increase torque demand Nm <SWORD>
Gearbx_trqInMax: maximum input torque of gearbox Nm <SWORD>
CoVM_stBrkDes: Negative torque status information after coordinatior vehicle motion
request - <UWORD>
CoDT_trqGbxMin: minimum torque at gearbox input Nm <SWORD>
CoVM_trqEisLim: Torque limitation for Eis governor Nm <SWORD>
PrpBrk_swtVCMActv: Status of vehicle control mode - <UBYTE>
FrmMng_stCCActv: Cruise Control Active Status coming over CAN - <UBYTE>
FrmMng_stEngBrkDes: Status of engine brake request - <UWORD>
Measuring points CoDT_trqDTInDecLead_mp: desired drive train torque with reducing gearbox interventions Nm
<SWORD>
CoDT_trqDTInIncLead_mp: desired drive train torque with incremental gearbox interventions
Nm <SWORD>
CoDT_trqGbxLim_mp: Minimum selection value between Gearbx_Inc and Gearbx_trqInMax
depeneding on status of CoDT_swtGbxLimit_C [Nm]. Nm <SWORD>
CoDT_trqGbxLimLead_mp: Minimum selection value between Gearbx_Inc and Gearbx_trqInMax
depending on status of CoDT_swtGbxLimit_C for the lead path [Nm] Nm <SWORD>
CoDT_stBrkDes_mp: Negative Torque Status Information calculated by EDC. - <UWORD>
Application parameters CoDT_dtrqLimDwnCurr_C: negative slope for ramp switch in curr path<value>
CoDT_dtrqLimDwnLead_C: negative slope for ramp switch in lead path<value>
CoDT_dtrqLimUpCurr_C: positive slope for ramp switch in curr path<value>
CoDT_dtrqLimUpLead_C: positive slope for ramp switch in lead path<value>
CoDT_swtCoTypeType_C: CoDT_swtCoType 0: Configuration only; 1: form E2PROM; 2: from
Dataset<value>
CoDT_swtCoTypeVal_C: desired torque in thrust (0: conventional; 1: mastershift)<value>
CoDT_tiTrqRedMaxCurr_C: time edge for "long" gearbox intervention in curr path<value>
CoDT_tiTrqRedMaxLead_C: time edge for "long" gearbox intervention in lead path<value>
CoDT_swtCoTypeType_C: CoDT_swtCoType 0: Configuration only; 1: form E2PROM; 2: from
Dataset<value>
CoDT_swtCoTypeVal_C: desired torque in thrust (0: conventional; 1: mastershift)<value>
CoDT_trqDecOfsBrkDes_C: torque offset for decreasing the torques Nm.<value>
CoDT_trqIncOfsBrkDes_C: torque offset for Increasing the torques Nm.<value>
CoDT_swtGbxLimit_C: Switch to activate minimum selection between Gearbx_trqInc and
Gearbx_trqInMax<value>
CoDT_swtSrcEB_C: Switch to change state of negative torque status info (When = 1 :
CoDT_stBrkDes.0..11 = FrmMng_stEngBrkDes at VCM Application)<value>
27.12.2005 codt_drvtrncord.fm
Table 84: Conversion Table for negative torque status information selection switch , CoDT_swtSrcEB_C
Value Source of CoDT_stBrkDes.0..11 when PrpBrk_swtVCMActv = 1
0 CoDT_stBrkDes_mp.0..11
1 FrmMng_stEngBrkDes.0..11
P_340 Y445 S00 746-V91 Confidential CoDT_CheckGrip - 209 -
DS-CV/EET Grip detection in the drive train Veh-DrvTrn-CoDT
Grip detection in the drive train (CoDT_CheckGrip)

Functional overview A series of functions requires the information on whether grip between engine and gearbox is present.
This function detects grip within the drive train if a gear is engaged and the clutch is not actuated. It outputs
a corresponding status. The signal is debounced and checked for plausibility using the vehicle speed. A
switching logic determines whether the actual grip detection information is dependent on the hardware or
the external signal recieved over CAN.
Status grip detection = f(Grip source selector, Vehicle speed,
Clutch signal,
Gear information, Driveline engaged information)
Figure 199 : Grip detection - overview
V S S C D _ v
C o n v C D _ s tC lth C o D T _ G r ip
S w itc h in g
P la u s ib ility
G e a rb x _ s tG e a r G r ip d e te c tio n L o g ic
c h e c k
F rm M n g _ s tD rv E n g d
c o d t_ c h e c k g r ip _ 1 0 0 .d s f
CoDCo_GTnripCDvstC_lthGeabx_r stGearVSCDvFr_Mmng_stDrvEngd
Grip detection Grip within the drive train is detected if a gear is engaged and the clutch is not actuated, when the application
parameter CoDT_swtGripSigSrc_C is zero. The value of the gear message Gearbx_stGear must be unequal
to zero (GEARBX_GEAR_IDL), i.e. no neutral gear is detected and the clutch is engaged
(ConvCD_stClth.0=0).. The grip state is stored in CoDT_Grip, where zero (FALSE) indicates no grip, and
values other than zero indicate grip. When the application parameter CoDT_swtGripSigSrc_C is non-zero,
the value of CoDT_Grip is equated to the message FrmMng_stDrvEngd coming over CAN.
Table 85: Description of CoDT_swtGripSigSrc_C
CoDT_swtGripSigSrc_C Source of CoDT_Grip
0 Hardware
1 FrmMng_stDrvEngd
Figure 200 : Grip detection

C o D T _ s w tG r ip S ig S r c _ C
P
V S S C D _ v C o D T _ s tG r ip D e b
D e b o u n c e
c o d t_ c h e c k g r ip _ 1 .d s f
F id _ C o D T _ G r ip D e b _ m p .0
C o n v C D _ s tC lth .0
! 0
& C o D T _ G r ip
F rm M n g _ s tD rv E n g d
CoDCo_GTDrip_sTtGripDebCovCn_sDtClthFid_CDToGr_pDi eb_mpGearx_bstGearVSD_CvCoDT_wstGriSigpSrc_CFrmMngstD_vEr ngd
Debouncing of grip Since gear detection (from the v/n relation) is not completely reliable, especially directly after shifting gear, a
debouncing is performed for the grip. The debouncing state can be read from CoDT_stGripDeb. If
CoDT_stGripDeb has the value of GRIPDET_NOGRIP=0, no grip is detected, CoDT_Grip is assigned 0
(FALSE). Grip is detected for CoDT_stGripDeb =GRIPDET_GRIP=1, CoDT_Grip becomes equal to 1
(TRUE). Debouncing is not reactivated in the event of brief “gear slippage” where the clutch is not depressed.
The transition from GRIPDET_NOGRIP to GRIPDET_GRIP takes place if the vehicle speed VSSCD_v is
above CoDT_vGrip_C for the debouncing time CoDT_tiGripDeb_C, the clutch is not actuated
(ConvCD_stClth.0 = 0), and the gear variable Gearbx_stGear does not report neutral gear. The inverse state
transition occurs if the clutch is actuated or the vehicle speed becomes smaller or equal to CoDT_vGrip_C.
If it is intended to determine the grip detection independent of the vehicle speed, eg. for automatic gearboxes,
then CoDT_vGrip_C must be applicated with a negative vehicle speed.
21.12.2005 codt_checkgrip.fm
- 210 - CoDT_CheckGrip Y445 S00 746-V91 Confidential P_340
Veh-DrvTrn-CoDT Grip detection in the drive train DS-CV/EET
Figure 201 : State machine of grip debouncing
C o D T _ s tG r ip D e b = 0
C o D T _ G r ip = 0
V S S C D _ v < = C o D T _ v G r ip _ C
s to p tim e r || ( C o n v C D _ s tC lth .0 = 1 )
V S S C D _ v > C o D T _ v G r ip _ C
& & (G e a rb x _ s tG e a r != 0 )
& & ( C o n v C D _ s tC lth .0 = 0 )
V S S C D _ v < = C o D T _ v G r ip _ C
II (G e a rb x _ s tG e a r= 0 )
II ( C o n C D _ s tC lth .0 = 1 )
C o D T _ G r ip = 1
( if G e a r b x _ s tG e a r != 0
o th e r w is e C o D t_ G r ip = 0 )
s ta r t tim e r
c o d t_ c h e c k g r ip _ 2 .d s f
C o D T _ G r ip = 0 tim e r v a lu e > = C o D T _ tiG r ip D e b _ C
CoDTGri_pCoDT_tGsripDebConCDv_stlthCGeabxr _stGareCoD_tTGripDe_CbSVCD_vCoDT_vGripCV_SCD_v
Substitute function If the clutch signal ConvCD_stClth is reported as defective, the grip output value CoDT_Grip depends on the
substitute value of the clutch signal (see “Acquisition of the clutch signal (ConvCD_Co)” on page 217). If this
value is set to “clutch disengaged”, no grip is constantly reported. If the substitute value is set to “clutch
engaged”, grip is reported when a gear is detected (Gearbx_stGear).
Grip debouncing can be inhibited via Fid_CoDT_GripDeb_mp. In this case, the currently detected grip is
immediately output.
ECU initialization The grip CoDT_Grip is initialized with 0 (no grip), as is the state of the grip debouncing CoDT_stGripDeb.
The source for detection CoDT_Grip, i.e either hardware or message coming over CAN , can be changed
using the application parameter CoDT_swtGripSigSrc_C only during ECU initialization. Changing the value
of CoDT_swtGripSigSrc_C after initialization does not have any effect.
Output values CoDT_Grip: power grip within drive train - <UBYTE>
Input values ConvCD_stClth: Clutch switch interface - <UBYTE>

FrmMng_stDrvEngd: Driveline engaged status received over CAN - <UBYTE>
Measuring points Fid_CoDT_GripDeb_mp: Fid for power grip debouncing - <UBYTE>
Application parameters CoDT_tiGripDeb_C: debounce time for power grip detection within drive train<value>
CoDT_vGrip_C: vehicle speed threshold for power grip detection within drive train<value>
CoDT_swtGripSigSrc_C: Switch to select the source of grip detection<value>
codt_checkgrip.fm 21.12.2005
P_340 Y445 S00 746-V91 Confidential CoDT_PrpTrqCurrCalc - 211 -
DS-CV/EET Drive torque calculation Veh-DrvTrn-CoDT
Drive torque calculation (CoDT_PrpTrqCurrCalc)

Functional overview The function calculates the current torque at gearbox output (total wheel torque). For this, the loads due to
accessories and gearbox loss are subtracted from the engine output torque and multiplied by the gear ratio.
Apart from the current torque at gearbox output, the minimum of all limitation torques in the gearbox output
torque is calculated as is the gearbox input torque and made available to other functions.
Drive train torque at the drive train output =f(Current engine output torque,
Torque requirement for permanent accessories,
Torque requirement for temporary accessories,
Current torque loss at gearbox,
Drive train-ratio)
Figure 202 : Drive torque calculation - overview
C o E n g _ trq
C o D T _ trq G b x
c u rre n t to rq u e C o D T _ trq
C o E n g _ tr q C u r r L im
C o D T _ tr q A c s M in lim itin g to r q u e
CoDCo_trTDTqtrq_AcsMinCoD_tTrqCurLimCoDT_trGbqxCoEng_trqCongE_trqCurrLimCoVeh_trqcsADrvrnT_rTansDTvTr n_r rFlatTransDGeTarx_tbrqFcr
Functional description The loads due to the vehicle accessories CoVeh_trqAcs are subtracted from the engine output torque
CoEng_trq. The resulting gearbox input torque CoDT_trqGbx is then corrected by the losses of the gearbox
Gearbx_trqFrc (negative!) and afterwards multiplied by the drive train amplificationDrvTrn_rTransDT or flat
drive train ratio DrvTrn_rFlatTransDT. The result is stored in CoDT_trq.
Figure 203 : Calculation of current drive torque
C o D T _ trq G b x
C o E n g _ trq C o D T _ trq
CoECog_nVetrq_thrqAcsCDTotrq_DrvTrn_rTansDTvTr rn_rFlatTransDGeTarbx_trqFcCor DT_trqbxG
The minimum of all limiting torques of the torque at gearbox output CoDT_trqCurrLim is calculated as the
product of the drive train gain DrvTrn_rTransDTor the flat drivetrain ratioDrvTrn_rFlatTransDTand the
signed sum of the minimum of all limiting torques of the engine output torque CoEng_trqCurrLim, the torque
demand of the accessories CoDT_trqAcsMin and the current torque loss of the gearbox friction
Gearbx_trqFrc.
Figure 204 : Minimum of all limitations of the torque at gearbox output
C o E n g _ tr q C u r r L im C o D T _ tr q C u r r L im
C o D T _ tr q A c s M in
CoEg_ntrqCruimGeaLrbx_trqrcDFvTr rn_rTansDDrTTrv_rFnlatTransDTCoDT_trqCurimLCoD_tTqAr sMcin
Output values CoDT_trq: torque of Drive Train Nm <SWORD>

CoDT_trqCurrLim: minimum of all limitations of propulsion torque Nm <SWORD>
CoDT_trqGbx: current input torque of gearbox Nm <SWORD>
Input values CoDT_trqAcsMin: minimum torque demand of accessories Nm <SWORD>

CoEng_trq: actual torque of the engine Nm <SWORD>
CoEng_trqCurrLim: minimum of all limitations as current engine torque Nm <SWORD>
DrvTrn_rFlatTransDT: Drive train ratio (Flat torque structure)[-]
21.12.2005 codt_prptrqcurrcalc.fm
- 212 - CoDT_PrpTrqRngCalc Y445 S00 746-V91 Confidential P_340
Veh-DrvTrn-CoDT Provision of torque interval DS-CV/EET
Provision of torque interval (CoDT_PrpTrqRngCalc)

CARTRONIC-Strutucre:Veh-DrvTn-Cr oDT
Functional overview The function determines the currently available torque range for propulsion. The torque ranges and the
torque requirement are converted to the available torque range and output.
In addition to the torque range for the propulsion, the range of the gearbox input torque and the minimum
torque requirement of the accessories are output.
Maximum possible drive torque =f(Drive train-ratio,
Gearbox loss torque,
Maximum of torque interval,
Torque requirement for permanent accessories)
Minimum possible drive torque =f(Drive train-ratio,
Torque interval minimum,
Torque requirement for temporary accessories)
Minimum possible drive torque with engine brake =f(Drive train-ratio,
Torque interval minimum,
Torque requirement for temporary accessories,
Maximum possible negative brake torque)
Figure 205 : Provision of torque interval - overview
C o E n g _ tr q M in B r k
C o E n g _ trq M a x
C o D T _ tr q A c s M in
T o rq u e C o D T _ trq G b x M a x
in te r v a ll
O v e rru n p r o v id in g C o D T _ tr q G b x M in
C o V e h _ trq A c s T e m p b e h a v io u r
C o D T _ trq M a x
C o D T _ tr q M in
C o m p e n s a tio n C o D T _ tr q M in B r k
C r C tl_ s tA c tiv e o f a c c e s s o r ie s
C o D T _ tr q G b x M in B r k
c o d t_ p r p tr q r n g c a lc _ 1 0 0 .d s f
CoDTstP_rpOvrRn_umpCoD_tiTFltPCo1_TDTCtrq_Acsmp_CoT_DrqAt csMax_mpCoDT_trqAcsMinCDTo_trqGbMaxxCoDT_rqt GbxMinCoD_tTrqGbxMinBrkCoDTtrq_MaxCoT_DtrqMinCDTo_trqMinBrkCoEngtrq_MaxCoEngtrq_MinCoEng_trqMinBrkCoVeh_trqAsCcoVeh_trqAcsPemr CoVeh_trqAsTcempDrTrnv_rTransDTGeabx_r trqFrc
Functional description The engine torque band CoEng_trqMax is reduced by the accessory requirement CoDT_trqAcsMax_mp.
The engine torque banc CoEng_trqMinis reduced by the accessory requirement CoDT_trqAcsMin.
Only the requirement of the non-software-controlled vehicle accessories CoVeh_trqAcsPerm is subtracted
from the maximum value so that the energy management system can detect a possible power shortage. The
compensation-dependent required value of all accessories CoDT_trqAcs_mp is subtracted from the minimum
value (see below).
The accessory values are PT1-filtered to prevent jumps in accelerator pedal mapping. To avoid a negative
fuel quantity demand, the minimum value is not filtered in case the vehicle is in overrun.
The clutch torque band CoDT_trqGbxMin or CoDT_trqGbxMax is corrected by the losses of the gearbox
Gearbx_trqFrc and then converted to the transmission output torque band CoDT_trqMin or CoDT_trqMax
using the drive train amplification DrvTrn_rTransDT.
The additional lower torque limit CoEng_trqMinBrk shows the possible negative torque and includes the
engine brake if the activation is possible.
For the calculation of the possible clutch torque the unfiltered complete acessory torque CoVeh_trqAcs is
used.
For getting the minimum possible drive train torque CoDT_trqMinBrk the gearbox friction Gearbx_trqFrc is
subtracted and the the drive train ratio DrvTrn_rTransDT is multiplied with the result.
CoDT_trqMinBrk is used for the engine brake request torque calculation and as the lower limit for negative
torque demands from cruise control and external sources. CoDT_trqMinBrk is not used for the driving
behaviour.
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DS-CV/EET Provision of torque interval Veh-DrvTrn-CoDT
Figure 206 : Interval transformation
D rv T rn _ rT ra n s D T C o D T _ tr q M in
C o D T _ tiF ltP T 1 _ C
P
C o D T _ s tP rp O v rR u n _ m p
F ilte r C o D T _ tr q A c s M in
O v e rru n a n d
C o V e h _ trq A c s T e m p B e h a v io r B y p a s s
C o D T _ trq A c s _ m p
C o D T _ trq M a x
C o D T _ trq G b x M a x
C o E n g _ trq M a x
C o D T _ tiF ltP T 1 _ C
P
C o D T _ trq A c s M a x _ m p
F ilte r
C o D T _ tr q G b x M in B r k
C o E n g _ tr q M in B r k
c o d t_ p r p tr q r n g c a lc _ 1 .d s f
CoD_sTtPrpvrOunRCo_mDT_piFlt tPT1_CCoDT_trqAc_mspCoDT_trqAcMasx_mpCoDTtrq_AcsMinoDC_tTqGr bxMaxCoD_trTGbqxMinCoDTtrq_GbxMinBrkoDC_tTrqMaxCDTo_trqinMCoDT_rqMt inBkCr oEng_trqMaxCEno_trgqMinCoEngtr_qMiBrknCoehV_trqcsACoVh_etrqcsAPermCoVeh_trqAcsTempDvTr n_rraTnsDGeTrbax_trqFrc
Compensation: In the same way, in normal driving mode, only that portion of the vehicle accessories which is not affected by
software CoVeh_trqAcsPerm is subtracted. Since the complete torque demands of the accessories are
added at setpoint value formation (see “Drive train coordination (CoDT_DrvTrnCord)” on page 204), a
continued compensation of the influenceable accessories (in particular A/C compressor) in the torque
balance during transition to overrun is the result. This compensation is reduced over an applicatable ramp.
The time interval CoDT_tiCompUp_C is applicated, after which the compensation is no longer performed. The
torque balance is therefore zero. Redundant overrun monitoring can be activated when the interval has
elapsed. Application of the maximum value at CoDT_tiCompUp_C, neither cancels the compensation nor
calculates the ramp. For active CrCtl (CrCtl_stActive=1) it is possible to determine by application whether
compensation deactivation is to take place (CoDT_swtCrCtlNoComp_C = 0) or not (CoDT_swtCrCtlNoComp_C
! = 0). If the compensation is to be deactivated instantly (CoDT_tiCompUp_C = 0), the ramp is not calculated,
either.
When exiting overrun mode, the full compensation is re-activated for the time CoDT_tiCompDwn_C.
Overrun is detected if no torque demand from the driver, from the cruise control and from the low-idle
governor is present at least for a time CoDT_tiOvrRunDebNeg_C (without interruption). (i.e
VehDa_stTrqDem.bit 0, 1 and 7 are FALSE). At the end of overrun, debouncing is carried out with
CoDT_tiOvrRunDebPos_C. The result is displayed in CoDT_stPrpOvrRun_mp (overrun:
CoDT_stPrpOvrRun_mp = 1; no overrun: CoDT_stPrpOvrRun_mp = 0).
Table 86: Bit assignment VehDa_stTrqDem
Bit no. Meaning Measured value
0 Torque demand driver present (TRUE) / not present (FALSE) AccPed_trqDes
1 Torque demand cruise control present (TRUE) / not present (FALSE) Prp_trqDesCC
7 Torque demand low-idle governor present (TRUE) / not present (FALSE) LIGov_trq
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Figure 207 : Vehicle accessory compensation in overrun [overrun behaviour]

C o D T _ tiC o m U p _ C
P
C o D T _ tiC o m p U p _ C
C o D T _ tiC o m p D w n _ C P
P
M A X U IN T 1 6
P a ra m e te r S e t C o D T _ s w tC r C tlN o C o m p _ C
P
C r C tl_ s tA c tiv e & C o D T _ tiC o m p U p _ C

P
0 .0
C o V e h _ trq A c s s w p o s p a ra m
x a
y
x b p o s C o D T _ trq A c s _ m p
a c tiv e
T 0 is w
d T R a m p S w itc h
C o D T _ tiO v r R u n D e b P o s _ C
P
C o D T _ tiO v r R u n D e b N e g _ C
P
C o D T _ s tP rp O v rR u n _ m p
D e b o u n c in g
c o d t_ p r p tr q r n g c a lc _ 2 .d s f
CoDTtrq_Acs_mpoCVeh_trqAcserPmCoehV_trAcqsTepCmoD_tiTomCpDn_wCoDT_tiCompUp_CDTo_stPrpvrROun_mpoDC_TtiOvrRuDenbNeg_CoCDT_tiOvRur nDebPo_CsVehDastT_rqDemCoD_tiTomCpUp_CoDT_wtCsrCtlNoComp_CrCCtl_stActiveCoT_DtiCompUp_C
ECU initialization CoDT_trqMin = CoDT_trqMinInit_C

CoDT_trqMinBrk = CoDT_trqMinInit_C
All other values are set to 0.
Output values CoDT_trqAcsMin: minimum torque demand of accessories Nm <SWORD>

CoDT_trqGbxMax: maximum torque at gearbox input Nm <SWORD>
CoDT_trqGbxMin: minimum torque at gearbox input Nm <SWORD>
CoDT_trqGbxMinBrk: minimum possible clutch drag torque Nm <SWORD>
CoDT_trqMax: maximum torque of Drive Train Nm <SWORD>
Input values CoEng_trqMax: engine torque range: max value Nm <SWORD>

CoEng_trqMinBrk: Minimum possible drag torque Nm <SWORD>
CoVeh_trqAcsPerm: torque of permanent active accessories Nm <SWORD>
CoVeh_trqAcsTemp: torque of temporary active accessories Nm <SWORD>
CrCtl_stActive: flag for an active cruise control - <UBYTE>
Measuring points CoDT_stPrpOvrRun_mp: overrun state of propulsion (0: no overrun) - <UWORD>

CoDT_trqAcs_mp: raw value of actual accessories torque Nm <SWORD>
CoDT_trqAcsMax_mp: maximum accessories torque Nm <SWORD>
CoDT_trqAcsRaw_mp: target value of actual accessories torque Nm <SWORD>
Application parameters CoDT_swtCrCtlNoComp_C: switch to deactivate decompensation on active Cruise Control (0 =

decomp. active, 1 = decomp. not active)<value>
CoDT_tiCompDwn_C: time to activate compensation after overrun<value>
CoDT_tiCompUp_C: time to deactivate compensation at overrun<value>
CoDT_tiFltPT1_C: torque range jump filter parameter<value>
CoDT_tiOvrRunDebNeg_C: debounce time of state "vehicle pushes"<value>
CoDT_tiOvrRunDebPos_C: debounce time of state "vehicle pushes"<value>
CoDT_trqMinInit_C: inital value for minimum drivetrain torque<value>
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DS-CV/EET Torque converter Veh-DrvTrn-Conv
3.3.2 Torque converter (Conv)

CARROTNICSt- ructureV:h-DrvTrn-Conv

Converter The component provides requirements and information on the clutch or torque converter.
Structure of the component The component consists of the following partial components:
Figure 208 : Partial components Conv
C o n v C o n v C D
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Converter amplification (Conv_grip)

CARTRONIC-Strutucre:Veh-DrvTn-Cr onv-ConvCD
Functional overview The function provides the converter amplification or clutch transmission rate for the calculation of the torque
amplification of the drive train. This function is a dummy for project-specific extensions.
Functional description At present, no model exists for this function.

At present, the value Conv_rTrans is set to 1.
ECU initialization During initialization Conv_rTrans is set to 1.
Output values Conv_rTrans: transmission ratio of converter respectively clutch - <SWORD>
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DS-CV/EET Acquisition of the clutch signal Veh-DrvTrn-Conv-ConvCD
3.3.2.1 Acquisition of the clutch signal (ConvCD_Co)

CARROTNICSt- ructureV:h-DrvTrn-Conv-CnvoCD
Overview of the component The clutch signal can either be acquired directly as a hardware signal or via the CAN interface. Alternatively,
the park/neutral state can be used.
The signal is checked for plausibility using the gear information. In addition to the debounced clutch signal,
a series of status signals of the plausibility monitoring are output.
Debounced clutch signal =f(Clutch signal from CAN,
Clutch signal from the switch,
Application data for signal source,
Clutch status raw value,
Further input signals,
Gear information)
Figure 209 : Acquisition of the clutch signal overview
C o n v C D _ s w tS ig
V S S C D _ v
M o n ito r in g
C o n v C D _ s tR a w V a l
S ig n a l d e b o u n c in g
te s te r d e m a n d
F r m M n g _ s tC lth a c tiv e
S ig n a l m a p p in g 0
1 C o n v C D _ s tC lth
G e a rC D _ s tP N 2
S ig n a l m a p p in g
S ig T s t_ s tC o n v C D S ig T s t_ s tC o n v C D
c o n v c d _ c o _ 1 0 0 .d s f
ConCDvstC_thConl vCD_stRawalVConvCD_swtSigFrMnmg_stClthGearC_sDtPNSVCDv_
Structure of the component Depending on the value of the software switch ConvCD_swtSig, the clutch signal is determined either by the
digital hardware input ConvCD_stRawVal, the CAN message FrmMng_stClth or the park/neutral position
GearCD_stPN that has already been processed.
Table 87: Software switch ConvCD_swtSig for selecting the clutch signal source
Valu Symbolic name Meaning
e
0 SWT_SIG_HW Acquisition via digital hardware digital ConvCD_stRawVal
1 SWT_SIG_CAN Acquisition via CAN message FrmMng_stClth
2 CONVCD_SWT_PN Acquisition via park/neutral position GearCD_stPN
Irrespective of whether the acquisition is via digital input or CAN message , after initialization the function
assumes the state “not calculable” and a default value ConvCD_stDflVal_C is assigned to ConvCD_stClth.
Default value is output untill a signal change is detected in ConvCD_stIntVal.bit0 .
Clutch signal from the digital hardware input In case of acquisition of clutch signal status via digital input , the raw vaue of clutch signal ConvCD_stRawVal
is debounced . The debounced signal is output as ConvCD_stIntVal. The debouncing time for the rising
edge is ConvCD_tiDebPos_C and for the falling edge is ConvCD_tiDebNeg_C .
Then the output clutch signal ConvCD_stClth is formed according to the following figure 210.
Figure 210 : Clutch signal via the digital hardware input ConvCD_stRawVal
D fp _ C o n v C D _ m p .3 (N P L )
C o n v C D _ tiD e b P o s _ C
P T im e L o w H ig h
C o n v C D _ tiD e b N e g _ C
P T im e H ig h L o w 0 x 0 0 C o n v C D _ s tIn tV a l
S e tB it C o n v C D _ s tD flV a l_ C
0 P
C o n v C D _ s tR a w V a l
x y
c o n v c d _ c o _ 1 .d s f
ConCDvstC_thConl vCD_stDflVl_aConvCD_tiDebNe_CgonCvCD_tiDebosP_CnvoCDstIn_tValCovCn_sDRat wValDfp_CnvoD_Cmp
The debounced hardware clutch signal is mapped to bit 0 of ConvCD_stClth if the clutch signal does not have
any plausibility defect ( Dfp_ConvCD_mp.3 = 0 ).
Table 88: Structure of the clutch signal ConvCD_stClth and the default value ConvCD_stDflVal_C if Clutch status is
acquired via digital hardware
Bit Symbolic name Meaning for bit .
0 CONVCD_STCLTH_OPN_BP Clutch open (TRUE) / closed (FALSE)
1…7 — not used
Table 89: Meaning of ConvCD_stClth received via hardware.

Value of Meaning
ConvCD_stClth.0
0 Clutch disengaged or Clutch not pressed or Clutch is Closed
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Value of Meaning
ConvCD_stClth.0
1 Clutch engaged or Clutch pressed or Clutch is Open
A switchover to the substitute value ConvCD_stDflVal_C occurs only in the event of an error (see “Error
monitoring of the clutch signal from the digital hardware input and the CAN message” on page 219
Selection of the hardware pin The digital input can be selected using the application parameter ConvCD_numDioIn_C.
Clutch signal from the CAN message In case of acquisition of clutch signal status via CAN , the CAN message FrmMng_stClth carries the clutch
signal status information along with other information as follows.
Table 90: Structure of the CAN message FrmMng_stClth
Bit Symbolic name Meaning for bit = 1 set.
0 FRMMNG_STCLTH_OPN_BP Clutch is open
1 FRMMNG_STCLTH_SLIPOPN_BP Clutch is slipping open
2 FRMMNG_STCLTH_SLIP_BP Clutch is slipping
3 FRMMNG_STCLTH_SLIPCLSD_BP Clutch is slipping closed
4 FRMMNG_STCLTH_CLSD_BP Clutch is closed
5 — not used
6 FRMMNG_STCLTH_CANERR_BP CAN error (Clutch CAN message is debounced missing )
7 FRMMNG_STCLTH_DEF_BP Clutch is defect
Table 91: Structure of the clutch signal ConvCD_stClth and the default value ConvCD_stDflVal_C
Bit Symbolic name Meaning for bit = 1 set.
0 CONVCD_STCLTH_OPN_BP Clutch is Open
1 CONVCD_STCLTH_SLIP_BP Clutch with slip
2 CONVCD_STCLTH_SLIPOPN_BP Clutch is open with slip
3 CONVCD_STCLTH_SLIPCLSD_BP Clutch is closed with slip
4…6 — not used
7 CONVCD_STCLTH_ERR_BP Clutch error or clutch signal invalid (see note below)
Hint: For reasons of structure, the default value ConvCD_stDflVal_C has the same bit by bit construction as the
debounced clutch signal ConvCD_stClth, which is shown in the above table .
The information in bit ’4’ and bit ’0’ of FrmMng_stClth is given in bit ’0’ of ConvCD_stClth and
ConvCD_stDflVal_C ( TRUE = Clutch Open, FALSE = Clutch closed).
In order to display the clutch error or an invalid clutch signal, ConvCD_stDflVal_C .7 = 1 must be set in the
default value.
The output clutch signal ConvCD_stClth is formed according to the following figure 211.
Figure 211 : Clutch signal via CAN message FrmMng_stClth
D fp _ C o n v C D _ m p .2 (S IG )
D fp _ C o n v C D _ m p .3 (N P L )
>= 1
F r m M n g _ s tC lth .6
0 x 0 0
S e tB it
F r m M n g _ s tC lth 0
B it
C o n v C D _ s tO p n _ C
P
A N D
0 x 0 0
S e tB it
1
B it B it C o n v C D _ s tIn tV a l
C o n v C D _ s tS lip _ C C o n v C D _ s tC lth
P
A N D O R
C o n v C D _ s tD flV a l_ C
P
0 x 0 0
S e tB it
2
B it
C o n v C D _ s tS lip O p n _ C
P
A N D
0 x 0 0
S e tB it
3
B it
C o n v C D _ s tS lip C ls d _ C
P
A N D
c o n v c d _ c o _ 2 .d s f
ConvC_DstClthCnvoCD_stDlVaf _Cl ConvCDstI_nCotVvClnaD_stOp_CnCovCn_sDtSlip_CConvCD_sSlipt Clsd_ConCvCD_sSlipt Opn_CfpDCo_nvCD_mpFrmMng_tCslth
Using the application parameter ConvCD_stOpn_C, the main information from the clutch signal (see “Structure
of the clutch signal ConvCD_stClth and the default value ConvCD_stDflVal_C” on page 218) is mapped to
the bit ConvCD_stClth.0 from the CAN message FrmMng_stClth. The value ConvCD_stClth.0 = 1 means
"Clutch disengaged", the value ConvCD_stClth.0 = 0 means "Clutch engaged".
The additional information from the clutch signal is mapped to the bits ConvCD_stClth.1 … 3 using the
following application parameters: ConvCD_stSlip_C for "Clutch with slip", ConvCD_stSlipOpn_C for "Clutch
disengaged with slip" and ConvCD_stSlipClsd_C for "Clutch engaged with slip". If the bits 1 to 3 of
ConvCD_stClth are set to 0, it means that the "Clutch without slip".
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DS-CV/EET Acquisition of the clutch signal Veh-DrvTrn-Conv-ConvCD
A switchover to the substitute value ConvCD_stDflVal_C occurs only in the event of a CAN message failure
(FrmMng_stClth.6 = 1), or in the event of an error (see “Error monitoring of the clutch signal from the digital
hardware input and the CAN message” on page 219 and see “Additional error monitoring of the clutch signal
from the CAN message” on page 219).
Clutch signal from the park/neutral position The output, debounced clutch signal ConvCD_stClth is formed according to the following figure 212.
Figure 212 : Clutch signal via park/neutral position GearCD_stPN
0 x 0 0 C o n v C D _ s tC lth
S e tB it
0
G e a rC D _ s tP N
c o n v c d _ c o _ 3 .d s f
ConCDvstC_thGeal rCD_stPN
The park/neutral signal is mapped to bit 0 of ConvCD_stClth. The value ConvCD_stClth.0 = 1 means "Clutch
disengaged", the value ConvCD_stClth.0 = 0 means "Clutch engaged".
GearCD_stPN = 1 means: gearbox is in park or neutral position, i.e. power transmission has been interrupted.
GearCD_stPN = 0 means: gearbox is not in park or neutral position, i.e. power transmission is possible.
Remote control If a request for remote control is present, the normal request ConvCD_stClth is directly set the diagnostic
tester (SigTst_stConvCD).
If a request for remote control is not present, the diagnostic tester can query the currently set value.
Monitoring
Error monitoring of the clutch signal from the digi- To drive away from standstill (VSSCD_v= 0 km/h), a clutch signal change is needed. If the vehicle speed
tal hardware input and the CAN message VSSCD_v is equal to 0 , the output of the hysteresis is FALSE and if it is over a limit ConvCD_vThres_C, the
hysteresis output is TRUE. There exist a defect counter, which is incremented whenever hysteresis output
changes from FALSE to TRUE condition and decremented whenever there is a transition in the clutch state
ConvCD_stClth.
The error monitoring uses the event debouncing technique. The error is detected whenever the defect
counter reaches the maximum value of ConvCD_DebPlaDef_C. The increment step width of the defect
counter can be applicated via ConvCD_numStepDef_C as 1,2,4 or 8.
The error is healed whenever defect counter decrements down to the value of ConvCD_DebPlaOk_C (value
is always limited to ZERO).The decrement step width can be applicated via ConvCD_numStepOK_C as 1,2,4
or 8.
The clutch state is monitored for its transition and the Dfp_ConvCD_mp.5 is set once the transition count goes
above the applicable value ConvCD_DebPlaDef_C. This is the ok test for the error path to be OBD conform.
Hint: ConvCD_DebPlaDef_C should be greater than 1.

Figure 213 : Error monitoring of the clutch signal from the digital hardware input
C o n v C D _ D e b P la D e f_ C
P D e b D e f
C o n v C D _ D e b P la O k _ C
P D e b O k
C o n v C D _ n u m S te p D e f_ C
P S te p D e f
C o n v C D _ n u m S te p O K _ C
P S te p O k
O k D fp _ C o n v C D _ m p .3 (N P L )
C o n v C D _ v T h re s _ C E rro r
L o g ic
D e f
P
0
P
V S S C D _ v
0
P
D fp _ C o n v C D _ m p .5
C o n v C D _ D e b P la D e f_ C
P
c o n v c d _ c o _ 4 .d s f
ConCDvDe_PlbaDef_ConvCDDe_bPlaOk_CDfp_ConCDvm_pVSSCD_vonCvCDst_ClthonCvC_vDhreTs_CoCnvCD_numStepefD_ConvCDnu_mStepOK_CoCnvC_DbPelaDef_C
Additional error monitoring of the clutch signal If a clutch defect is received continuously via CAN (FrmMng_stClth.7 = 1), via the debouncing time
from the CAN message ConvCD_DebSigDef_C, it is shown by setting the SIG error bit in the error path Dfp_ConvCD_mp. The error is
healed if, for the duration of the debouncing time ConvCD_DebSigOk_C, no clutch defects are reported via
CAN (FrmMng_stClth.7 = 0).
Figure 214 : Additional error monitoring of the clutch signal from the CAN message FrmMng_stClth
C o n v C D _ D e b S ig D e f_ C
P D e b D e f
C o n v C D _ D e b S ig O k _ C
P D e b O k
F r m M n g _ s tC lth .7 E rro r
D fp _ C o n v C D _ m p .2 (S IG )
L o g ic
c o n v c d _ c o _ 5 .d s f
ConCDvDe_SibgDef_ConvCDDe_bSigOk_CDfp_onCvCFrD_mmMpng_tCsthl
Error monitoring of the clutch signal from the park/ The correctness of the clutch signal from the park/neutral position is guaranteed already by the error
neutral position monitoring of the signal GearCD_stPN (see “Determination of the P/N position (GearCD_PN)” on page 244).
Error paths
Dfp-table 15: Dfp_ConvCD_mp.SIG
Defect detection If the clutch signal received by CAN reports a clutch defect ( FrmMng_stClth.7 = 1).
Healing If the clutch signal received by CAN does not report a clutch defect ( FrmMng_stClth.7 = 0).
Substitute If a final error is detected or if error healing is active, the value of the output signal
function ConvCD_stClth is equal to the default value ConvCD_stDflVal_C.
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Test condition, Continuously according to the time interval set and only if the clutch signal is received via CAN
test frequency (ConvCD_swtSig = 0x01)
Label defect Time to defect ConvCD_DebSigDef_C
detection
Label healing Time to OK ConvCD_DebSigOk_C
Dfp-table 16: Dfp_ConvCD_mp.NPL

Defect detection If the defect counter reaches the value applicated in ConvCD_DebPlaDef_C , then the error is
set (see “Error monitoring of the clutch signal from the digital hardware input” on page
219).
Healing If the defect counter reaches down the value applicated in ConvCD_DebPlaOk_C (see “Error
monitoring of the clutch signal from the digital hardware input” on page 219).
Substitute If a final error is detected and also if error healing is active, the value of the output signal
function ConvCD_stClth is equal to the default value ConvCD_stDflVal_C.
Test condition, Monitoring starts whenever the vehicle starts from standstill.
test frequency
Label defect Event debouncing in steps of 1,2,4 or 8 determined in ConvCD_numStepDef_C, upto number
detection of events determined by ConvCD_DebPlaDef_C.
Label healing Event debouncing in the steps of 1,2,4 or 8, determined in ConvCD_numStepOK_C, upto number
of events determined by ConvCD_DebPlaOk_C.
Substitute function
Hint: As a switchover to the default value ConvCD_stDflVal_C occurs for all substitute reactions, the default value
ConvCD_stDflVal_C should correspond to the state "Clutch disengaged" (see “Structure of the clutch signal
ConvCD_stClth and the default value ConvCD_stDflVal_C” on page 218), so that in this case, cruise control
cannot be activated.
Substitute reactions for clutch signals from the di- The following substitute reaction is defined if the clutch signal is determined by the digital hardware input
gital hardware input and the CAN message ConvCD_stRawVal or the CAN message FrmMng_stClth:
• As long as no signal change occurs, the default value ConvCD_stDflVal_C is reported to the system.
• If a plausibility defect is detected in the clutch signal Dfp_ConvCD_mp.3 (NPL) (see figure 213 on page
219), the default value ConvCD_stDflVal_C is output until the defect is finally healed. At the same time,
the error path bit Dfp_ConvCD_mp.6 = 1 is set (see “Error path measuring point per error path” on page
2296).
Additional substitute reactions for the clutch signal At the determination of the clutch signal by the CAN message FrmMng_stClth the following substitute
from the CAN message reactions are defined.
• In the event of a CAN message failure (FrmMng_stClth.6 = 1), the default value ConvCD_stDflVal_C is
reported to the system.
• The output of the default value ConvCD_stDflVal_C is also triggered by the report of a clutch defect via
CAN Dfp_ConvCD_mp.2 (SIG) (see table 214 on page 219), until the defect is healed again. At the same
time, the error path bit Dfp_ConvCD_mp.6 = 1 is set (see “Error path measuring point per error path” on
page 2296).
ECU initialization 1. The software switch ConvCD_swtSig for selecting the clutch signal source is set to the value
ConvCD_swtSigVal_C during the initialization phase.
2. The clutch state is initialised to the default value (ConvCD_stClth = ConvCD_stDflVal_C).
3. The clutch status raw value is initialised to the default value (ConvCD_stRawVal = ConvCD_stDflVal_C).
4. Internal clutch state for internal use is initialised to 0 value (ConvCD_stIntVal = 0x00).
Output values ConvCD_stClth: Clutch switch interface - <UBYTE>

ConvCD_stIntVal: internal value of the clutch status - <UBYTE>
ConvCD_stRawVal: Raw value of clutch signal - <UBYTE>
Input values ConvCD_swtSig: Switch value for clutch signal source (CAN/DIO). - <UBYTE>
FrmMng_stClth: conversion/clutch status from CAN - <UBYTE>
GearCD_stPN: state gear in P/N-position - <UBYTE>
Measuring points Dfp_ConvCD_mp: Measurement point for fault path Dfp_ConvCD - <UWORD>
Application parameters ConvCD_DebPlaDef_C: Counter value for Defect debouncing (PLA)<value>

ConvCD_DebPlaOk_C: Counter value for heal debouncing (PLA)<value>
ConvCD_numStepDef_C: Step value for debounce to defect recognition<value>
ConvCD_numStepOK_C: Step value for debounce to healed recognition<value>
ConvCD_DebSigDef_C: Defect debounce time for CAN Msg. error.<value>
ConvCD_DebSigOk_C: Intact debounce time for CAN Msg. error.<value>
ConvCD_numDioIn_C: application parameter for clutch signal<value>
ConvCD_stDflVal_C: default value for clutch signal<value>
ConvCD_stOpn_C: Bit mask to determine the open status of the clutch<value>
ConvCD_stSlip_C: bit mask for the clutch with slip<value>
ConvCD_stSlipClsd_C: bit mask for clutch with slip closed<value>
ConvCD_stSlipOpn_C: bit mask to indicate clutch with slip opening<value>
ConvCD_swtInv_C: switch to invert clutch signal (0=not inverted,1=inverted), influence to
digital input and CAN<value>
ConvCD_swtSigVal_C: Signal source switch value (0=HW-Input, 1=CAN).<value>
ConvCD_tiDebNeg_C: Debounce time for neg edge of the clutch switch.<value>
ConvCD_tiDebPos_C: Debounce time for pos edge of clutch switch.<value>
ConvCD_vThres_C: Vehicle speed threshold to detect an error in clutch<value>
convcd_co.fm 27.12.2005
P_340 Y445 S00 746-V91 Confidential Gearbx - 221 -
DS-CV/EET Gearbox Veh-DrvTrn-Gearbx
3.3.3 Gearbox (Gearbx)

CARROTNICSt- ructureV:h-DrvTrn-Gearbx

Gearbox The Gearbx component provides demands and information (gearbox versions, gear detection, gearbox
protection, EGS intervention via CAN) for the gearbox.
Structure of the component This component contains the subcomponent GearCD.
Subfunctions See “Gearbox information (Gearbx_Data)” on page 240.

See “Gear detection (Gearbx_Geardet)” on page 222.
See “Gearbox limitations (Gearbx_TrqLim)” on page 226.
See “Gearbox torque loss (Gearbx_TrqFrc)” on page 231.
See “Gearbox intervention to torque (Gearbx_TrqIntv)” on page 232.
See “Determination of the P/N position (GearCD_PN)” on page 244.
See “Starter release (Gearbx_StrtMotRls)” on page 241.
See “Intermediate gas detection (Gearbx_DClu)” on page 242.
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Veh-DrvTrn-Gearbx Gear detection DS-CV/EET
Gear detection (Gearbx_Geardet)

CARTRONIC-Strutucre:Veh-DrvTn-Gr earbx
Functional overview This functions outputs the gear information calculated by hardware or recieved over CAN depending upon
a global switch. When gear information is taken from CAN the internal calculation is bypassed. When the
gear is calculated and not taken from CAN, this function detects the gear by using cardan shaft speed and
engine speed ratio (n/n) which is then compared with the look up table data that holds the gearbox
transmission ratio together with the valid gear number. . The ratio of cardan shaft speed to engine speed (n/
n) has to be used instead of (v/n) , as the application for the gear detection should be a constant value and
should not depend on the different wheels and axle transmission ratio. This is not the case when vehicle
speed is used for the ratio calculation, as the vehicle speed will change based on the type of wheels.
Depending on the detected gear, the corresponding gear information and the gear ratio is output.
Gear information = f( Ratio of vehicle speed multiplied by a factor or
Cardan shaft speed from hwe or cardan shaft speed from CAN to engine speed ,
or Information recieved over CAN ,
)
Figure 215 : Gear detection - overview
V e h D a _ rn n G b x
G e a r d e te c tio n
G e a rb x _ rT ra n s D T
S w itc h G e a rb x _ n u m G e a rF a s t
A p p lic a tio n
L o g ic
d a ta
F rm M n g _ n u m G e a r
G e a rb x _ n u m G e a rD e s
F r m M n g _ n u m S e lG e a r
C A N
F rm M n g _ rT ra n s
g e a rb x _ g e a rd e t_ 1 0 0 .d s f
Gearbx_numGeaDesr Gearbx_nuGmearFstaGeabxr _rTnsaDTGearx_bstGarVeehDa_rnGbxFrmMng_numGearFrmMng_nuSmFrelGmMarng_rTans
Functional description During Initialization the switch Gearbx_swtSrc_C determines whether the gear detection messages will hold
EDC calculated values or gear detection values received over CAN. When gear and ratio is calculated from
hardware and not taken from CAN, the function Gear detection depends on the ratio of cardan shaft speed
from hwe or cardan shaft speed from CAN or vehicle speed multiplied by factor to engine speed.
Figure 216 : Gear detection
G e a rb x _ s w tS rc _ C
P
D e te c te d e n g a g e d g e a r s ta tu s
c a lc u la te d b y E D C
F rm M n g _ n u m G e a r
G e a rb x _ n u m G e a rD e s
D e te c te d fa s t g e a r
G e a rb x _ n u m G e a rF a s t
F r m M n g _ n u m S e lG e a r
D e te c te d g e a r r a tio
G e a rb x _ rT ra n s D T
F rm M n g _ rT ra n s
g e a rb x g e a rd e t 1 7 .d s f
Gearbx_swtSrc_CeGarbx_stGeaFrmMn_ngumGearGerbxa_numGareDeseaGrbx_numGearFastFrmMng_nuSmGeelGar x_bnumGearFatGsearbx_rraTnsDTFrmMng_rTrasn
Table 92: Description of Gearbx_swtSrc_C

Value Source of Gear detection messages
0 EDC calculated values
1 Values recieved over CAN
Gear detection via n/n ratio When a gear is engaged and the clutch is not actuated a fixed coupling is achieved between engine speed
Eng_nAvrg and vehicle speed VSSCD_v multiplied by VehDa_rnFacCrd_C or Cardan shaft speed
VSSCD_nCrdSh which is mirrored in the discrete values of the ratio VehDa_rnnGbx.
The calculated gearbox ratio is then compared with the data available in the look up table
Gearbx_rTransTable_CA. The look up table length ( number of gears ) is set by the application constant
Gearbx_SumGear_C. The look up table holds the gearbox ratio Gearbx_rTransDT and valid gear number
Gearbx_stGear as applicated by the vehicle manufacturer. Based on the bandwidth for the gears
Gearbx_GearWide_C (%) the lower and higher threshold ratios ( acceptance band ) for the respective gears
are calculated , which internally determines the valid gear number and gearbox ratio. The message
Gearbx_numGearDes holds the actual gear information without any time debouncing.
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DS-CV/EET Gear detection Veh-DrvTrn-Gearbx
Calculation of Acceptance Band : The acceptance band is calculated from the band width for gears
Gearbx_GearWide_C. A band width of 100% signifies that the acceptance band for the respective gear ends
exactly half way to the neighbouring gears on both sides. For overlapping gear ranges band width can have
the value upto 200%. This means that the actual gear ends exactly at the (rnn) ratio of the lower and higher
gear.
The upper and lower threshold values of the current gear ratio is indicated by Gearbx_rnnHiLim_mp and
Gearbx_rnnLoLim_mp respectively.
For overlapping gear ranges the band width can have the value upto 200%. This means that the actual gear
ends exactly at the (rnn) ratio of the lower gear and at (rnn) ratio of the higher gear.
As a special case for the first and last gear the half width is calculated at one side and copied onto the other
side.
Detection of non-overlapping gears without debounce time : As shown in “Detection of non-overlapping

gears without debounce time(if gear is calculated, and not taken from CAN)” on page 223 when the rnn ratio
lies within the calculated acceptance band the actual gear Gearbx_stGear holds the corresponding gear
number . When the rnn ratio leaves that band the actual gear Gearbx_stGear holds 0 value till the rnn ration
enters the next adjacent band. The recognized fast gear Gearbx_numGearFast represents the actual gear
number even when the rnn ratio leaves the acceptance band of the respective gear till it enters the next band
. This is applicable for both increasing and decreasing rnn ratio.

Figure 217 : Detection of non-overlapping gears without debounce time(if gear is calculated, and not taken from CAN)
9
8
7
6
G e a rb x _ n u m G e a rF a st
la rg e S m a ll
g e a r b x _ g e a r d e t_ 2 .d s f
rn n v a lu e rn n v a lu e
(V e h D a _ rn n G b x )
0 6 7 8 9 rn n v a lu e
Geabx_r numGeGearFarstx_btGsearVehDa_rnGbx
Detection of non-overlapping gears with debounce time : As shown in the “Detecttion of non-overlapping
gears with debounce time(if gear is calculated, and not taken from CAN)” on page 223 the actual gear
Gearbx_stGear is debounced with a timing factor Gearbx_tiGearDeb_C. The Gearbx_stGear is set to zero,
when the rnn ratio is increasing and leaves the range of the acceptance band of the actual gear. The
debouncing always starts when the fast gear Gearbx_numGearFast changes. The fast gear only changes
when the rnn ratio enters the acceptance band of the adjacent gear.
Figure 218 : Detecttion of non-overlapping gears with debounce time(if gear is calculated, and not taken from CAN)
6
G e a rb x _ s tG e a r 5
4
3
ti ti ti
6
G e a rb x _ n u m G e a rF a st 5
4
3
4
rn n v a lu e
(in c re a s in g ) 5
ti = G e a rb x _ tiG e a rd e b _ C
Geabx_r numGeGearFarstx_btGsearGearbx_tiGearDb_eC
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Detection of overlapping gears without debounce time : As shown in “Detection of overlapping gears
without debounce time(if gear is calculated, and not taken from CAN)” on page 224 the overlapping of gear
ranges occur when Gearbx_GearWide_C > 100%. When overlapping occurs the actual gear Gearbx_stGear
follows the fast gear Gearbx_numGearFast when debouncing is not used for the actual gear. The fast gear
changes value only when the rnn ratio leaves the acceptance band of the current gear. Therefore fast gear
always holds a valid gear even when rnn ratio lies in the overlapping area of the adjacent gear. The behaviour
is same for increasing as well as decreasing rnn ratio.
Figure 219 : Detection of overlapping gears without debounce time(if gear is calculated, and not taken from CAN)
G e a rb x _ n u m G e a rF a st
rn n v a lu e
rn n v a lu e
6 7 8 9
Gearbx_numGeaFasr tGearbx_steaGr
Detection of overlapping gears with Debounce time : As shown in “Detection of overlapping gears with
debounce time(if gear is calculated, and not taken from CAN)” on page 224 deboucing is used for
determining the actual gear Gearbx_stGear. The fast gear Gearbx_numGearFast changes whenever rnn
ratio leaves the acceptance band for current gear . The actual gear Gearbx_stGear changes after the
debouncing time Gearbx_tiGearDeb_C is elapsed. The debouncing always starts whenever the fast gear
Gearbx_numGearFast changes.
Figure 220 : Detection of overlapping gears with debounce time(if gear is calculated, and not taken from CAN)
6
5
G e a rb x _ s tG e a r 4
3
ti
ti
ti
0 t
6
5
G e a rb x _ n u m G e a rF a st 4 g e a r b x _ g e a r d e t_ 5 .d s f
3
3
rn n v a lu e
(in c re a s in g ) 4
5
6
ti = G e a rb x _ tiG e a rD e b _ C
Gearbx_numGeaFasr tGearbx_steaGrGerbax_tieaGrDe_Cb
When rnn ratio is zero or vehicle speed is zero or engine speed is zero : When rnn ratio is zero then
Gearbx_stGear = 0 , Gearbx_numGearDes = 0 , Gearbx_rTransDT is the highest ratio from the table ,
Gearbx_numGearFast is the gear corresponding to the highest ratio Gearbx_rTransDT.
When calculated rnn ratio is greater than the highest ratio in the table : When the calculated rnn ratio (
VehDa_rnnGbx ) is greater than the upper threshold ( Gearbx_rnnHiLim_mp ) of the highest ratio in the table
, then Gearbx_rTransDT is fixed at the highest ratio in the table. The fast gear Gearbx_numGearFast holds
the value corresponding to Gearbx_rTransDT from Gearbx_rTransTable_CA. The slow gear
Gearbx_stGear = 0 .
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DS-CV/EET Gear detection Veh-DrvTrn-Gearbx
When calculated rnn ratio is less than the lowest ratio in the table : When the calculated rnn ratio (
VehDa_rnnGbx ) is less than the lower threshold ( Gearbx_rnnLoLim_mp ) of the lowest ratio in the table , then
Gearbx_rTransDT is fixed at the lowest ratio in the table. The fast gear Gearbx_numGearFast holds the value
corresponding to Gearbx_rTransDT from the table. The slow gear Gearbx_stGear = 0 .
Gear ratio The internal calculation for gear detection is based on the look up table Gearbx_rTransTable_CA ( maximum
length = 32 ) that holds the gearbox transmission ratio together with the valid gear number . The gearbox
transmission ratio associated with each gear is written to Gearbx_rTransDT based on the
Gearbx_numGearFast value. The acceptance band of the neighbouring gears is calculated using the
application parameter Gearbx_GearWide_C. The number of gears (look up table length) is set using the
application constant Gearbx_SumGear_C.
Table 93: Look Up Table Gearbx_rTransTable_CA for gearbox ratio and valid gear number
Gearbox ratio Gear number
16 1
14 -1
13 2
12 -2
10 3
8.0 4
6.2 5
4.8 6
4.0 7
3.5 8
3.1 9
2.7 10
2.3 11
1.9 12
1.6 13
1.4 14
1.2 15
1 16
Monitoring none
Substitute function
Gear detection via n/n ratio If gear detection by Fid_Gearbx_GearDet_mp is inhibited, the substitute value Gearbx_numGearDfl1_C is
assigned for the gear message Gearbx_stGear and the substitute value Gearbx_numGearDfl2_C for the
"fast" gear message Gearbx_numGearFast. The gear ratio Gearbx_rTransDT is set according to
Gearbx_numGearFast.
ECU initialization The source for gear detection messages i.e either EDC calculated value or the messages coming over CAN,
can be changed using the application parameter Gearbx_swtSrc_C only during the ECU initialization.
Changing the above application parameter after initialization has no effect.
After initialization, the value 0 is assigned to the gear messages Gearbx_stGear and Gearbx_numGearDes.
The highest gear ratio from the table Gearbx_rTransTable_CA is assigned to Gearbx_rTransDT. The fast
gear Gearbx_numGearFast will be assigned the value corresponding to the highest ratio Gearbx_rTransDT
from the table.
Output values Gearbx_numGearDes: recognized desired gear - <SBYTE>

Gearbx_numGearFast: recognized fast gear - <SBYTE>
Gearbx_rTransDT: Detected gear ratio - <SWORD>
Input values VehDa_rnnGbx: Cardan shaft speed to engine speed ratio - <SWORD>
FrmMng_numGear: Current Gear received over CAN - <SBYTE>
FrmMng_numSelGear: Seleceted gear number received over CAN - <SBYTE>
FrmMng_rTrans: Gear ratio received via CAN - <SWORD>
Measuring points Fid_Gearbx_GearDet_mp: Fid for gear detection - <UBYTE>

Gearbx_rnnHiLim_mp: upper rnn-window-range of actual fast gear : Gearbx_numGearFast -
<SWORD>
Gearbx_rnnLoLim_mp: lower rnn-window-range of actual fast gear: Gearbx_numGearFast -
<SWORD>
Application parameters Gearbx_GearWide_C: Actual fast gear rnn-window, 200 - 101 % = overlaping , [lt ] 100 % =
gap between gears.<value>
Gearbx_numGearDfl1_C: Fast Gear selection for rnn calculation by Gearbx_rTransTable_C
during error<value>
Gearbx_numGearDfl2_C: Gearbx_stGear selection during error . ( Fid_Gearbx_Geardet_mp
)<value>
Gearbx_rTransTable_CA: Look Up table that holds the gearbox ratio and the valid gear
number.<curve_individual>
Gearbx_SumGear_C: Position of highest used gear-rnn ( lowest gear ) in
Gearbx_rTransTable_C<value>
Gearbx_swtSrc_C: Source for gear and ratio (1= CAN , 0 = n-engine/ n-cardan)<value>
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Veh-DrvTrn-Gearbx Gearbox limitations DS-CV/EET
Gearbox limitations (Gearbx_TrqLim)

Functional overview The maximum admissible gearbox input torque is calculated based on the gear engaged through different
limiting curves. Other torque limitations are produced from the mode of the active variable engine speed
governor and from the torque limiting curves which are selected by the multiple state switch.
Maximum gearbox input torque = f(average engine speed,
gear information,
mode of the variable engine speed governor,
state of the multiple state switch)
Maximum permissible gearbox input torque based
on the gear engaged
Figure 221 : Calculating the maximum permissible gearbox input torque
G e a rb x _ s tG e a rG rp
E n g _ n A v rg
P G e a rb x _ trq M a x G e a rG rp 1 _ C U R
G e a rb x _ trq M a x G e a rG rp 2 _ C U R P
P
G e a rb x _ trq M a x G e a rG rp 3 _ C U R
G e a rb x _ trq M a x C u r_ m p
G e a rb x _ trq M a x G e a rG rp 4 _ C U R P
P G e a rb x _ trq M a x G e a rG rp 5 _ C U R
g e a r b x _ tr q lim _ 1 .d s f
G e a rb x _ trq M a x G e a rG rp 6 _ C U R
The maximum permissible gearbox input torque is taken from the curve assigned to the gear group, given by
Gearbx_stGearGrp ( which is determined based on the engaged gear Gearbx_stGear). The calculated
torque is then assigned to the measured variable Gearbx_trqMaxCur_mp.
Grouping of gears The detected gear Gearbx_stGear is assigned to a "gear group" (1 to 6) based on the thresholds
Gearbx_stGearGrpThres1_C, Gearbx_stGearGrpThres2_C, ..... Gearbx_stGearGrpThres5_C. This
information is then assigned to Gearbx_stGearGrp.
Table 94: Gearbx_stGearGrp
Value Meaningf
0x00 Geargroup1
(Gearbx_stGear < Gearbx_stGearGrpThres1_C)
0x01 Geargroup2
(Gearbx_stGear >= Gearbx_stGearGrpThres1_C) AND
0x02 Geargroup3
(Gearbx_stGear >= Gearbx_stGearGrpThres2_C)
0x03 Geargroup4
0x04 Geargroup5
0x05 Geargroup6
Hint: The thresholds should be applicated such that, Gearbx_stGearGrpThres1_C <

Gearbx_stGearGrpThres2_C, ....... Gearbx_stGearGrpThres4_C < Gearbx_stGearGrpThres5_C
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Figure 222 : Grouping of gears
G e a rb x _ s tG e a rG rp T h re s 1 _ C
P
0 G e a rb x _ s tG e a rG rp
P
P
P
3
P
4 g e a r b x _ tr q lim _ 1 6 .d s f
5
Maximum permissible gearbox input torque based
on MSS and VESGov
Figure 223 : Calculating the maximum permissible gearbox input torque based on the multiple state switch and the vari-
able engine speed governor and calculating the overall maximum permissible gearbox input torque
M S S C D _ s tS w t
G e a rb x _ trq In M a x _ C
P
G e a r b x _ s w tM S S L im 1 K D _ C
P
A P P C D _ s tK ic k D o w n &
P
E n g _ n A v rg
G e a r b x _ tr q M S S L im 1 _ C U R
P
G e a r b x _ tr q M S S L im R a w _ m p
P
G e a r b x _ tr q L im R a w _ m p
V E S G O V _ S T O F F [0 x 0 8 ]
V E S G o v _ s tM o d e [0 ..3 ]
G e a rb x _ trq M S S In M a x _ m p
G e a r b x _ tr q V E S G o v L im 0 _ C R a m p
F u n c tio n G e a rb x _ trq In M a x
P
G e a r b x _ tr q V E S G o v L im 1 _ C M N
G e a r b x _ tr q V E S G o v L im R a w _ m p M N
P
G e a r b x _ tr q V E S G o v L im 2 _ C
P
G e a r b x _ tr q V E S G o v L im 3 _ C G e a rb x _ trq M a x C u r_ m p
P
The state of the multiple state switch MSSCD_stSwt is used to select three different engine torque limiting
curves based on the engine speed Gearbx_trqMSSLim1_CUR, Gearbx_trqMSSLim2_CUR or
Gearbx_trqMSSLim3_CUR and to assign them to the measured value Gearbx_trqMSSLimRaw_mp. If none of
the torque curves is selected, the neutral value Gearbx_trqInMax_C is used.
Only in mode 1 there is a possibility to override the Gearbx_trqMSSLim1_CUR during kickdown(
APPCD_stKickDown = 1). This overriding can be allowed by setting Gearbx_swtMSSLim1KD_C to 1. But even
when the override is active, the limit for the engine configuration is still used.
Since the limiting curves are also used to calculate the virtual torques of the engine configuration (see
“Engine Configuration (Eng_Cfg)” on page 431), the Gearbx_swtTrqMSSLim_C switch can be used to select
which input value the operating point of the curves should represent on the application tool (see “Multiple
state switch limiting part and display on the application tool” on page 434). If the switch is on value 6, the
engine speed Eng_nAvrg is used on the application tool as the input Gearbx_nTrqMSSLim_mp for the curves.
21.12.2005 gearbx_trqlim.fm
When the variable engine speed governor is active VESGov_stCurr <> VESGOV_STOFF (0x08), the torque
limitation can be lowered further. Based on the working mode of the variable engine speed governor
VESGov_stMode [0;3] one of the limiting characteristics Gearbx_trqVESGovLim0_C,
Gearbx_trqVESGovLim1_C, Gearbx_trqVESGovLim2_C or Gearbx_trqVESGovLim3_C is selected
(Gearbx_trqVESGovLimRaw) and the minimum is formed using the value Gearbx_trqMSSLimRaw_mp
resulting from the curves Gearbx_trqMSSLim1_CUR, Gearbx_trqMSSLim2_CUR, or Gearbx_trqMSSLim3_CUR.
This minimum is Gearbx_trqLimRaw_mp.
Hint: The limitations Gearbx_trqVESGovLim0_C , Gearbx_trqVESGovLim1_C, Gearbx_trqVESGovLim2_C and

Gearbx_trqVESGovLim3_C must be calibrated as clutch torque. Since the exact tapping point of the power
take-off is unknown, the power take-off limitation value must be converted to a clutch torque.
Ramp functionality in case of switch changes Gearbx_trqLimRaw_mp is the input of a ramp functionality. A ramp is carried out after a switch change.
Figure 224 : Detection of a switch change
M S S C D _ s tS w t
V E S G o v _ s tM o d e
G e a r b x _ s tT r q L im S w tC h a n g e _ m p
& >= 1
V E S G O V _ S T O F F (0 x 0 8 )
A switch change means that at least one of the switches in figure 223 which have an effect on the torque
limitation changed. So the switch change information Gearbx_stTrqLimSwtChange_mp is set to 1 if either the
MSS changed its state MSSCD_stSwt or the VESGov is switched on/off or the VESGov changed its mode
VESGov_stMode while the VESGov is active (VESGov_stCurr <> VESGOV_STOFF (0x08)).
Figure 225 : Ramp functionality which is executed after a switch change
G e a r b x _ tr q L im R a w _ m p
G e a rb x _ d trq M S S U p _ C
G e a rb x _ d trq M S S D w n _ C
G e a r b x _ s tT r q L im S w tC h a n g e _ m p
s ta rt p a ra m G e a rb x _ trq M S S In M a x _ m p
x R A M P y
F U N C T .
e n d G e a r b x _ s tT r q L im R m p E n d _ m p
T 0 ix
D T
C o D T _ trq G e a rb x L e a d
M N
C o D T _ trq G e a rb x D e s M X
M N
A differentiation is made among the following cases when a switch change is detected, see figure 226:
Cases 1 and 2: old torque limitation > new torque limitation Gearbx_trqLimRaw_mp and driver demand
(maximum from CoDT_trqGearbxLead and CoDT_trqGearbxDes) <= new torque limitation
Gearbx_trqLimRaw_mp
- direct jump to the new torque limitation Gearbx_trqLimRaw_mp
Case 3: old torque limitation > driver demand (maximum from CoDT_trqGearbxLead and
CoDT_trqGearbxDes) > new torque limitation Gearbx_trqLimRaw_mp
- ramp from driver demand to the new torque limiting Gearbx_trqLimRaw_mp
Cases 4 and 5: old torque limitation > new torque limitation Gearbx_trqLimRaw_mp and driver demand
(maximum from CoDT_trqGearbxLead and CoDT_trqGearbxDes) >= old torque limitation curve
- ramp to the new torque limitation Gearbx_trqLimRaw_mp with old torque limitation as ramp starting value
Cases 6 and 7: new torque limitation Gearbx_trqLimRaw_mp > old torque limitation and driver demand
(maximum from CoDT_trqGearbxLead and CoDT_trqGearbxDes) <= old torque limitation curve
- direct jump to the new torque limitation Gearbx_trqLimRaw_mp
Case 8: new torque limitation Gearbx_trqLimRaw_mp > driver demand (maximum from
CoDT_trqGearbxLead and CoDT_trqGearbxDes ) > old torque limitation
- ramp from the old torque limitation to the new torque limitation Gearbx_trqLimRaw_mp
Cases 9 and 10: new torque limitation Gearbx_trqLimRaw_mp > old torque limitation and driver demand
(maximum from CoDT_trqGearbxLead and CoDT_trqGearbxDes ) >= new torque limitation
Gearbx_trqLimRaw_mp
- ramp from the old torque limitation to the new torque limitation Gearbx_trqLimRaw_mp .
The ramp is deactivated when the final value Gearbx_trqLimRaw_mp is reached. This avoids an oscillation
at the end value for slow ramps. However, the ramp may not yet be ended if the ramp is restarted due to a
switch change (Gearbx_stTrqLimSwtChange_mp = 1). When the ramp is active,
Gearbx_stTrqLimRmpEnd_mp is 0 otherwise it is 1. The ramp slopes can be calibrated by
Gearbx_dtrqMSSUp_C and Gearbx_dtrqMSSDwn_C.
P_340 Y445 S00 746-V91 Confidential Gearbx_TrqLim - 229 -
DS-CV/EET Gearbox limitations Veh-DrvTrn-Gearbx
Figure 226 : Torque limitation based on the current and previous limitation and the drivers gearbox torque demand
o ld lim ita tio n D
>
D
n e w lim ita tio n D
D
c a s e 1 c a s e 2 c a s e 3 c a s e 4 c a s e 5
D
n e w lim ita tio n D
> D
o ld lim ita tio n D

D
c a s e 6 c a s e 7 c a s e 8 c a s e 9 c a s e 1 0
D d r iv e r d e m a n d = m a x im u m o f C o D T _ trq G e a rb x L e a d a n d C o D T _ trq G e a rb x D e s
d ir e c t ju m p to th e n e w lim ita tio n
r a m p fu n c tio n to th e n e w lim ita tio n
Maximum permissible gearbox input torque The minimum from the multiple state switch and VESGov limitation Gearbx_trqMSSInMax_mp and the
limitation based on the gear engaged Gearbx_trqMaxCur_mp produces the maximum permissible gearbox
input torque Gearbx_trqInMax, see figure 223.
ECU initialization Gearbx_stTrqLimRmpEnd_mp = 1

Gearbx_trqInMax = Gearbx_trqInMax_C
Output values Gearbx_trqInMax: maximum input torque of gearbox Nm <SWORD>

Gearbx_trqVESGovLimRaw: Torque limitation from VESGov, based on its working mode Nm
<SWORD>
Gearbx_stGearGrp: Status of Gear according to gear groups - <UBYTE>
Input values CoDT_trqGearbxDes: desired gearbox input torque (from driver) Nm <SWORD>
CoDT_trqGearbxLead: lead torque demand at Gearbox Nm <SWORD>
MSSCD_stSwt: State of multiple state switch - <UBYTE>
VESGov_stCurr: Status of the Intermediate Speed Control - <UBYTE>
VESGov_stMode: Operating mode of the variable engine speed governor - <UBYTE>
APPCD_stKickDown: kick down state of accelerator pedal - <UBYTE>
Measuring points Gearbx_nTrqMSSLim_mp: x-input for multiple state switch dependent limitation curves rpm
<SWORD>
Gearbx_trqMaxCur_mp: maximum input torque out of Curves Nm <SWORD>
Gearbx_trqMSSInMax_mp: gearbox input torque value after ramp in dependency on multiple
state switch Nm <SWORD>
Gearbx_trqMSSLimRaw_mp: gearbox input torque raw value in dependency on multiple state
switch Nm <SWORD>
Gearbx_trqLimRaw_mp: Current MSS and VESGov torque limitation before ramp Nm <SWORD>
Gearbx_stTrqLimSwtChange_mp: State of switch change detection - <UBYTE>
Gearbx_stTrqLimRmpEnd_mp: Flag which is set when the ramp reaches its end value - <UBYTE>
Application parameters Gearbx_dtrqMSSDwn_C: slope ramp down (gearbox torque limition in dependency on multiple
state switch)<value>
Gearbx_dtrqMSSUp_C: slope ramp up (gearbox torque limition in dependency on multiple state
switch)<value>
Gearbx_swtTrqMSSLim_C: switch to select x-input for multiple state switch dependent
limitation curves<value>
Gearbx_trqInMax_C: maximum input torque of gearbox<value>
Gearbx_trqMaxGearGrp1_CUR: Limiting torque for first gear group<curve_individual>
Gearbx_trqMaxGearGrp2_CUR: Limiting torque for second gear group<curve_individual>
Gearbx_trqMaxGearGrp3_CUR: Limiting torque for third gear group<curve_individual>
Gearbx_trqMaxGearGrp4_CUR: Limiting torque for fourth gear group<curve_individual>
Gearbx_trqMaxGearGrp5_CUR: Limiting Torque for 5th Gear Group<curve_individual>
Gearbx_trqMaxGearGrp6_CUR: Limiting Torque for 6th Gear Group<curve_individual>
Gearbx_trqMSSLim1_CUR: curve 1 for gearbox input torque raw value in dependency on
multiple state switch<curve_individual>
21.12.2005 gearbx_trqlim.fm

Gearbx_trqVESGovLim0_C: torque limitation at VESGovernor mode 0<value>
Gearbx_swtMSSLim1KD_C: Switch to allow the kickdown override of
Gearbx_trqMSSLim1_CUR<value>
Gearbx_stGearGrpThres1_C: Threshold value for the first gear group<value>
Gearbx_stGearGrpThres2_C: Threshold value for the second gear group<value>
Gearbx_stGearGrpThres3_C: Threshold value for the third gear group<value>
Gearbx_stGearGrpThres4_C: Threshold value for the fourth gear group<value>
Gearbx_stGearGrpThres5_C: Threshold value for the fifth gear group<value>
P_340 Y445 S00 746-V91 Confidential Gearbx_TrqFrc - 231 -
DS-CV/EET Gearbox torque loss Veh-DrvTrn-Gearbx
Gearbox torque loss (Gearbx_TrqFrc)

Functional overview The function provides the current loss torque of the gearbox. This function is a dummy for project-specific
extensions.
Functional description The current torque loss of the gearbox Gearbx_trqFrc is provided as interface. The value is set to 0 Nm.
ECU initialization During initialization Gearbx_trqFrc is set to 0 Nm.
Output values Gearbx_trqFrc: current frictional torque of gearbox Nm <SWORD>

21.12.2005 gearbx_trqfrc.fm
- 232 - Gearbx_TrqIntv Y445 S00 746-V91 Confidential P_340
Veh-DrvTrn-Gearbx Gearbox intervention to torque DS-CV/EET
Gearbox intervention to torque (Gearbx_TrqIntv)

Gearbx
Functional overview The gearbox control can request an increasing or decreasing torque demand via the CAN interface.
Depending on the status message, the function releases the torque demand of the gearbox control unit as
torque setpoint value.
Increasing torque intervention = f(Lower torque limitation,
Status of increasing gearbox intervention,
Demanded increasing clutch torque,
Debounced status of the excess torque integral)
Decreasing torque intervention = f(Upper torque limitation,
Status of the decreasing gearbox intervention,
Demanded decreasing clutch torque,
Average engine speed)
Figure 227 : Gearbox intervention to torque - overview
In c r e a s in g G e a rb x _ trq In c
C o V e h _ trq T S E A G b x In c to rq u e
in te r v e n tio n
T o rq u e d e m a n d
G e a r b x _ s tD e m U n p la u s c h e c k
C o V e h _ s tT S E A G b x D e c
T o rq u e d e m a n d
c h e c k
C o V e h _ trq T S E A G b x D e c
D e c r e a s in g G e a rb x _ trq D e c
C o V M _ trq G e a rb x M a x to rq u e
in te r v e n tio n
CoVM_trqGearbxaxMCoVM_trqGarebxMinCVeo_shtTSAGEbxDceCoVh_estTSEAGbxIncCoVeh_rqTt SEAGbCoDexVehc_trqSETAGbxIncGarbex_stDeUmnplausGarebx_trqDcGeearbx_rqIt nc
Functional description The gearbox input torque is transmitted by the Frame Manager as decreasing CoVeh_trqTSEAGbxDec or
increasing CoVeh_trqTSEAGbxInc torque demand. The torque interventions are released by the Frame
Manager status messages CoVeh_stTSEAGbxDec and CoVeh_stTSEAGbxInc.
The demand torque is checked by the Frame Manager and declared invalid if necessary. When switching to
the substitute torque Gearbx_trqDecRaw_mp or Gearbx_trqIncRaw_mp the demand torque is decreased to
the neutral value TRQ_MIN or increased to TRQ_MAX using ramps. Gearbx_stIntv_mp displays the state
of the respective ramp.
Table 95: Ramp status Gearbx_stIntv_mp of the torque interventions
0 0 Set if decreasing gearbox intervention is faulty or shut off.
0 1 Set if the ramp output value is smaller than the intervention value.
0 2 Set if the ramp is switched off for the decreasing intervention
0 3 Set if increasing gearbox intervention is faulty or shut off.
0 4 Set if the ramp output value is bigger than the intervention value.
0 5 Set if the ramp is switched off for the increasing intervention
0 7-6 not used
An end of the torque demand (CoVeh_stTSEAGbxDec.5 = 0 and CoVeh_stTSEAGbxInc.5 = 0) can occur

without a ramp if the bit CoVeh_stTSEAGbxDec.2 = 1 or CoVeh_stTSEAGbxInc.2 = 1 is set.
Decreasing torque intervention For a decreasing torque demand (CoVeh_stTSEAGbxDec.5 = 1) the torque CoVeh_trqTSEAGbxDec is
transferred to Gearbx_trqDec. The torque intervention is shut off under the following frame manager
conditions (Gearbx_stIntv_mp.0 = 1).
1. In addition to the decreasing torque demand (CoVeh_stTSEAGbxDec.5 = 1) also a not permitted
(CoVeh_stTSEAGbxDec.1 = 0) increasing torque demand (CoVeh_stTSEAGbxInc.5 = 1) is set.
2. The decreasing torque demand is shut-off (CoVeh_stTSEAGbxDec.5 = 0).
3. The CAN message has failed (CoVeh_stTSEAGbxDec.4 = 1).
4. The Frame Manager has reported the CAN message to be faulty (CoVeh_stTSEAGbxDec.7 = 1).
gearbx_trqintv.fm 21.12.2005
P_340 Y445 S00 746-V91 Confidential Gearbx_TrqIntv - 233 -
DS-CV/EET Gearbox intervention to torque Veh-DrvTrn-Gearbx
Figure 228 : Decreasing torque intervention

P
M X
E n g _ n A v rg
G e a r b x _ d tr q R m p S lp U p G b x _ C
G e a r b x _ d tr q R m p S lp D w n G b x _ C G e a r b x _ tr q G b x L im p _ C U R
p a ra m
C o V e h _ trq T S E A G b x D e c
R A M P G e a rb x _ trq D e c R a w _ m p
T R Q _ M A X x y
P
F U N C T .
T 0 ix
G e a rb x _ s tIn tv _ m p .1
s ta te m a c h in e
G e a rb x _ s tIn tv _ m p .0 r e d u c in g
C o V e h _ s tT S E A G b x D e c .7 to r q u e in te r v e n tio n
C o V e h _ s tT S E A G b x D e c .5
!
C o V e h _ s tT S E A G b x In c .5
>= 1
C o V e h _ s tT S E A G b x D e c .1 &
!
C o V e h _ s tT S E A G b x In c .3 >= 1
g e a r b x _ tr q in tv _ 1 .d s f
CoD_trTGbqLtxCodDeVMs_trqeaGrbxMaxEng_nArgvoVCeh_stTSEAGbDexcCoVeh_stTESAGbxInCocVehtrq_TSEAGbxDcGearex_bdtrqRmpSlDwnGbx_CeGarbx_dtqRr pSmlpUGbpx_CeGrbxa_stntvI _mpGearbxtrq_DeceGarbxtrq_DeRacw_mpGearb_txrqGxLbimpCU_R
The torque demand must not drop below the torque CoVM_trqGearbxMax of the demand coordination.
The following state machine can be set up for the course of the ramp. The ramp is shut-off in the states 1 and
3 (Gearbx_stIntv_mp.2 = 1) and is activated in the states 2 and 4 (Gearbx_stIntv_mp.2 = 0). The ramp is
used during switching on and off of the torque demand if CoVeh_stTSEAGbxDec.2 = 0.
At the state change from state 1 to state 2, the ramp is initialized with the current torque of the setpoint path
CoDT_trqGbxLtdDes.
Figure 229 : State machine for the ramp of the decreasing torque intervention
G e a rb x _ s tIn tv _ m p .0 = 0
A N D
G e a rb x _ s tIn tv _ m p .0 = 1 C o V e h _ s tT S E A G b x D e c .2 = 0
A N D
C o V e h _ s tT S E A G b x D e c .2 = 0
In it S ta te 1 : In it R a m p S ta te 2 :
O ff C o D T _ trq G b x L td D e s R a m p o n
0
=
((G e a rb x _ s tIn tv _ m p .1 = 1 ) (G e a rb x _ s tIn tv _ m p .0 = 0 ))

((G e a rb x _ s tIn tv _ m p .1 = 0 ) (G e a rb x _ s tIn tv _ m p .0 = 1 ))
=
p.
.2
S E A N tv _ m
ec
G
D
In
bx
ea
A G D
st
C
oV
rb
x_
x_
eh
rb
st A N D G b
ea
_s
tT
In
tT
_s
G
tv
S E
_m
eh
A
oV
p.
0
C
=
xD
1
ec
.2
A N D
A N D
O R
O R
G
ea
C
oV
rb
x_
eh
st A N D G b
_s
In
tT
tv
1
S E
_m
=
p.
0
=
p.
0
.2
=
S E A N tv _ m
xD
ec
0
ec
D
In
bx
A G D
.2
st
x_
=
1
rb
ea
tT
_s
G
eh
oV
C
S ta te 4 : S ta te 3 :
R a m p O n G e a rb x _ s tIn tv _ m p .0 = 1 R a m p O ff
A N D
G e a rb x _ s tIn tv _ m p .0 = 1 G e a rb x _ s tIn tv _ m p .0 = 0
A N D g e a r b x _ tr q in tv _ 2 .d s f
Geabx_r stInCov_t DmpT_trGbqLtxdDesCoVeh_stTSEGbAxDec
Table 96: Possible transitions of the decreasing torque intervention

Transition conditions Transition step width Description
CoVeh_stTSEAGbxDec.3 = 1 The curve The gearbox is presently in limp home
Gearbx_trqGbxLimp_CUR is mode.
used.
Gearbx_stIntv_mp.0 = 1 and Jump to TRQ_MAX Shut off torque intervention without ramp.
CoVeh_stTSEAGbxDec.2 = 1
Gearbx_stIntv_mp.0 = 0 and Jump to CoVeh_trqTSEAGbxDec Activate torque intervention without ramp.
CoVeh_stTSEAGbxDec.2 = 1
Gearbx_stIntv_mp.0 = 1 and Ramp with the step width Shut off torque intervention with ramp.
CoVeh_stTSEAGbxDec.2 = 0 Gearbx_dtrqRmpSlpUpGbx_C to
TRQ_MAX
21.12.2005 gearbx_trqintv.fm

Gearbx_stIntv_mp.0 = 0 and Ramp with the step width Activate torque intervention with ramp.
CoVeh_stTSEAGbxDec.2 = 0 Gearbx_dtrqRmpSlpDwnGbx_C to
CoVeh_trqTSEAGbxDec
Table 97: Status CoVeh_stTSEAGbxDec of the decreasing torque intervention

0 0 not used
0 1 Set if increasing and decreasing intervention are permitted together.
0 2 Set if intervention without ramp is terminated or activated.
0 3 Set if gearbox is in limp home mode.
0 4 Set if the decreasing message has failed.
0 5 Set if a decreasing intervention is to be carried out.
0 6 not used
0 7 Set if the decreasing message is implausible.
0 8-15 not used
It is a special case when the Frame Manager reports "EGS in limp home mode" (CoVeh_stTSEAGbxDec.3 =
1). Then the decreasing torque intervention is operated via a curve Gearbx_trqGbxLimp_CUR depending on
the engine speed Eng_nAvrg.
Increasing torque intervention For an increasing torque demand (CoVeh_stTSEAGbxInc.5 = 1) the torque CoVeh_trqTSEAGbxInc is
transferred to Gearbx_trqInc. For the following conditions of the Frame Manager the torque intervention is
shut off (Gearbx_stIntv_mp.3 = 1).
1. In addition to the increasing intervention (CoVeh_stTSEAGbxInc.5 = 1) also a not permitted
(CoVeh_stTSEAGbxInc.1 = 0) decreasing torque demand (CoVeh_stTSEAGbxDec.5 = 1) is set.
2. The increasing torque demand is shut-off (CoVeh_stTSEAGbxInc.5 = 0).
3. The CAN message has failed (CoVeh_stTSEAGbxInc.4 = 1).
4. The Frame Manager has reported the CAN message to be faulty (CoVeh_stTSEAGbxInc.7 = 1).
5. The increasing intervention is physically implausible (Gearbx_stDemUnplaus. 0 = 1).
Figure 230 : Increasing torque intervention
G e a r b x _ d tr q R m p S lp U p G b x _ C
G e a r b x _ d tr q R m p S lp D w n G b x _ C
T R Q _ M IN M N
P
p a ra m
G e a rb x _ trq In c R a w _ m p
x R A M P y
F U N C T .
T 0 ix
s ta te m a c h in e
in c r e a s in g
G e a r b x _ s tD e m U n p la u s .0 to r q u e in te r v e n tio n
! >= 1
C o V e h _ s tT S E A G b x In c .1 &
!
C o V e h _ s tT S E A G b x D e c .3 >= 1
g e a r b x _ tr q in tv _ 3 .d s f
CoDTtrq_GbxLtdesDCoVM_trqGarbexMinCVeo_shtTSEGAbxDcCeVeoh_sTSt EAGbxIncCoVeh_trqTEASGbxInceaGrbx_dtrRmqpSlpDwnGx_bCGearb_dxtrqRmplpSUpGbx_GCearbx_sDet mUnplausGearx_btInstv_mpGearb_txrqIncGearbx_trIncqRaw_mp
The torque demand must not exceed the torque CoVM_trqGearbxMin of the demand coordination.
P_340 Y445 S00 746-V91 Confidential Gearbx_TrqIntv - 235 -
DS-CV/EET Gearbox intervention to torque Veh-DrvTrn-Gearbx
Figure 231 : State machine for the ramp of the increasing torque intervention
A N D
G e a rb x _ s tIn tv _ m p .3 = 1 C o V e h _ s tT S E A G b x In c .2 = 0
A N D
C o V e h _ s tT S E A G b x In c .2 = 0
In it S ta te 1 : In it R a m p S ta te 2 :
O ff C o D T _ trq G b x L td D e s R a m p o n
0
=
0
3
p.
(G e a rb x _ s tIn tv _ m p .3 = 0 ))
(G e a rb x s tIn tv _ m p .3 = 1 ))
2
c.
D _m
In
tT A N n tv
G
bx
I
ea
st
C
A G
rb
oV
x_
x_
S E
rb
eh
st A N D G b
ea
_s
In
_s
G
tT
tv
A G b x In c .2 = 1
A G b x In c .2 = 1
eh
_m
S E
oV
p.
A
C
=
xI
1
nc
.2
=
D
D
R
R
G
((G e a rb x _ s tIn tv _ m p .4 = 0 )
A N
A N
((G e a rb x _ s tIn tv _ m p .4 = 1 )
C o V e h _ s tT S E
C o V e h _ s tT S E
ea
O
O
rb
oV
x_
eh
st
_s
In
tT
tv
A N
1
_m
S E
=
D
0
p.
3
A G
p.
=
3
2
bx
c.
=
D _m
In
0
In
tT A N n tv
c.
bx
I
st
2
A G
=
x_
1
S E
rb
ea
_s
G
eh
oV
C
S ta te 4 : S ta te 3 :
R a m p O n G e a rb x _ s tIn tv _ m p .3 = 1 R a m p O ff
A N D
G e a rb x _ s tIn tv _ m p .3 = 1 G e a rb x _ s tIn tv _ m p .3 = 0
A N D g e a r b x _ tr q in tv _ 4 .d s f
CoVh_estTSAEGebxGaIncrbx_tInstv_mpCoDT_trGbqLtxdDes
The following state machine can be set up for the course of the ramp. The ramp is shut-off in the states 1 and
3 (Gearbx_stIntv_mp.5 = 1) and is activated in the states 2 and 4 (Gearbx_stIntv_mp.5 = 0). The ramp is
used during switching on and off of the torque demand if CoVeh_stTSEAGbxInc.2 = 0.
At the state change from state 1 to state 2, the ramp is initialized with the current torque of the setpoint path
CoDT_trqGbxLtdDes.
Table 98: Possible transitions of the increasing torque intervention
CoVeh_stTSEAGbxInc.3 = 1 Jump to TRQ_MIN The gearbox is presently in limp home
mode.
Gearbx_stIntv_mp.3 = 1 and Jump to TRQ_MIN Shut off torque intervention without ramp.
CoVeh_stTSEAGbxInc.2 = 1
Gearbx_stIntv_mp.3 = 0 and Jump to CoVeh_trqTSEAGbxInc Activate torque intervention without ramp.
CoVeh_stTSEAGbxInc.2 = 1
Gearbx_stIntv_mp.3 = 1 and Ramp with the step width Shut off torque intervention with ramp.
CoVeh_stTSEAGbxInc.2 = 0 Gearbx_dtrqRmpSlpDwnGbx_C to
TRQ_MIN
Gearbx_stIntv_mp.3 = 0 and Ramp with the step width Activate torque intervention with ramp.
CoVeh_stTSEAGbxInc.2 = 0 Gearbx_dtrqRmpSlpUpGbx_C to
CoVeh_trqTSEAGbxInc
Table 99: Status CoVeh_stTSEAGbxInc of the increasing torque intervention

0 0 not used
0 1 Set if increasing and decreasing intervention are permitted together.
0 2 Set if intervention without ramp is terminated or activated.
0 3 Set if gearbox is in limp home mode.
0 4 Set if the increasing message has failed.
0 5 Set if an increasing intervention is to be carried out.
0 6 not used
0 7 Set if the increasing message is implausible.
0 8-15 not used
Output values Gearbx_trqDec: gearbox decrement torque demand Nm <SWORD>

Gearbx_trqInc: gearbox increase torque demand Nm <SWORD>
Input values CoDT_trqGbxLtdDes: Gearbox input limited desired torque Nm <SWORD>

CoVeh_stTSEAGbxDec: Status of gearbox intervention - Decrement - <UBYTE>
CoVeh_trqTSEAGbxDec: Torque request to gearbox intervention - Decrement Nm <SWORD>
CoVM_trqGearbxMax: limitation of decrement gearbox demand Nm <SWORD>
CoVM_trqGearbxMin: limitation of increment gearbox demand Nm <SWORD>
Gearbx_stDemUnplaus: Debounced state of monitoring torque integrator - <UBYTE>
21.12.2005 gearbx_trqintv.fm
Measuring points Gearbx_stIntv_mp: State of the gearbox torque demand defect- and intactramp - <UBYTE>
Gearbx_trqDecRaw_mp: Replacement value of the gearbox decrement torque demand Nm <SWORD>
Gearbx_trqIncRaw_mp: Replacement value of the gearbox increment torque demand Nm <SWORD>
Application parameters Gearbx_dtrqRmpSlpDwnGbx_C: Ramp by lowing setpoint of substitute torque demand of

gearbox<value>
Gearbx_dtrqRmpSlpUpGbx_C: Ramp by raising setpoint of substitute torque demand of
gearbox<value>
Gearbx_trqGbxLimp_CUR: Gearbox torque demand for the limp-home operating
P_340 Y445 S00 746-V91 Confidential Gearbx_intvPlausChk - 237 -
DS-CV/EET Gearbox intervention monitoring Veh-DrvTrn-Gearbx
Gearbox intervention monitoring (Gearbx_intvPlausChk)

Functional overview The function gearbox intervention monitoring checks the increasing gearbox intervention for physical
plausibility. Implausibility is detected as soon as the clutch torque integrated over time exceeds an
applicatable threshold.
Status gearbox intervention =f(Clutch torque,
Status of the gearbox intervention demand,
Gearbox input torque,
Minimum gearbox input torque)
Figure 232 : Gearbox intervention monitoring - overview
G e a rb o x G e a r b x _ s tD e m U n p la u s
C o D T _ trq G e a rb x D e s in te r v e n tio n
m o n ito r in g
CoD_trTGbqCoMxDTin_trqGeabxr DesCoVeh_stTSEAbxGIncCoVeh_trqTESAGbxIncGerbxa_stDemUnplaus
Functional description Monitoring of the increasing gearbox intervention is carried out by an excess torque integral. The excess
torque integral is calculated through integration of the clutch torque (Gearbx_trqInt_mp =
CoVeh_trqTSEAGbxInc). The calculation is done if a intervention request is present
(CoVeh_stTSEAGbxInc.Bit5) and the torque intervention demanded by the TSC (transmission shift control)
is higher than the clutch setpoint torque (CoVeh_trqTSEAGbxInc > CoDT_trqGearbxDes). If the clutch
setpoint torque exceeds the TSC intervention torque, the integration value is frozen. If no intervention request
is present, the integral is integrated down to zero using the minimum gearbox input torque, i.e. the drag
torque (Gearbx_trqInt_mp = CoDT_trqGbxMin).
Equation 7: Excess torque integral to determine Gearbx_amAct_mp
Gearbx_amAct_mp = ∫ Gearbx_trqInt_mp dt
The increasing gearbox intervention is recognized to be implausible if Gearbx_amAct_mp exceeds the

threshold Gearbx_amMax_C (Gearbx_stDemUnplaus.Bit0=1). When exceeding the threshold value, the
corresponding error path Dfp_GearbxIncMax_mp is reported as defective. The integration is continued as
long as an intervention demand (CoVeh_stTSEAGbxInc.Bit5 = 1) is present.
The lower limit of the integral is zero and the upper limit is the highest numerical value which can be
represented. The integration coefficient is set to1Nms/Nms.
The error Dfp_GearbxIncMax_mp is healed only after the integration value Gearbx_amAct_mp equals zero
and CoVeh_stTSEAGbxInc.Bit0 become equal to 1 at least once. A gearbox intervention inhibited due to
Dfp_GearbxIncMax_mp is released again through Gearbx_stDemUnplaus.Bit0 = 0.
The error debouncing time of Dfp_GearbxIncMax_mp is selected via the application data
Gearbx_tiDebMaxOk_C and Gearbx_tiDebMaxDef_C.
If masking of the monitoring is set (CoVeh_stTSEAGbxInc.Bit6 = 1) no error entry into the error memory is
made. An intervention shut-off occurs then via Gearbx_stDemUnplaus.Bit0 with the same error debouncing
times. The measuring point Gearbx_stGbxIncMax_mp displays the undebounced physical implausibility. If no
masking is active (CoVeh_stTSEAGbxInc.Bit6 = 0), Gearbx_stDemUnplaus.Bit0 equals the error path
Dfp_GearbxIncMax_mp.
Monitoring of the excess torque signal is switched on with Gearbx_swtUnplausChk_C = 1 and switched off
with 0.
Note:
If the monitoring is shut off that is Gearbx_swtUnplausChk_C = 0 then the complete functionality (monitoring
the increasing gear box intervention) is deactivated (all the measuring points used under monitoring the
increasing gearbox intervention will not get updated anymore) and the error path Dfp_GearbxIncMax_mp
will hold the previous value and Gearbx_stDemUnplaus.Bit0 will be reset.
21.12.2005 gearbx_intvplauschk.fm
- 238 - Gearbx_intvPlausChk Y445 S00 746-V91 Confidential P_340
Veh-DrvTrn-Gearbx Gearbox intervention monitoring DS-CV/EET
Figure 233 : Excess torque integral of increasing gearbox intervention
C o V e h _ trq T S E A G b x In c G e a r b x _ s w tU n p la u s C h k _ C
&
C o V e h _ s tT S E A G b x In c .B it6
G e a r b x _ tiD e b M a x O k _ C P a ra m e te r S e t
G e a r b x _ tiD e b M a x D e f_ C
g e a r b x _ in tv p la u s c h k _ 2 .d s f
G e a rb x _ trq In t_ m p G e a rb x _ a m A c t_ m p G e a rb x _ s tG b x In c M a x _ m p
K i = 1
0
0 N m s 3 2 7 6 7 N m s
p a ra m
x y
S E T
C o V e h _ trq T S E A G b x In c T 0 D fp _ G e a rb x In c M a x _ m p
0 p a ra m
x y
G e a rb x _ a m M a x _ C
0 G e a r b x _ s tD e m U n p la u s .B it0
T 0
0 N m & R E S E T
N o te :
1 ) If G e a rb x _ s w tU n p la u s C h k _ C = F A L S E , th e n th e c o m p le te fu n c tio n a lity is d e a c tiv a te d .
2 ) T h e s w itc h G e a rb x _ s w tU n p la u s C h k _ C d o e s n o t h a v e a n y e ffe c t if c h a n g e d d u rin g ru n tim e .
CoVeh_trqTSEAGxIbncCoDT_trqeGarbxesDCoehV_stTEASGbxIncoCDT_rqGt bxMinGearbx_trqInt_mpGearbx_aAmct_mpGarebx_amMaxCG_earbx_sGbt xIncMa_mxpGearb_txiDebMaOkx_CGearbx_tiDebMaDxf_CeGearbxstD_emUnplausDf_GpearbxIncMax_mpGearbx_swtUplnusaChk_C
Table 100: Assignment of Gearbx_swtUnplausChk_C

Value Description
(dec.)
0 Monitoring with excess torque integral inactive
1 Monitoring with excess torque integral active
Table 101: Assignment of CoVeh_stTSEAGbxInc

Bit no. Description
0 reset integrator Dfp’s
1 not used
2 Set if intervention without ramp is terminated or activated (neutral value).
3 not used
4 not used
5 Set if an increasing intervention is to be carried out.
6 Set if monitoring is masked out.
7-15 not used
Table 102: Assignment of Gearbx_stDemUnplaus

Bit no. Initialization value Description
0 0 Set if the increasing gearbox intervention is physically implausible.
1-7 0 not used
Table 103: Assignment of Gearbx_stGbxIncMax_mp

Bit no. Initialization value Description
0 0 Set if the integration value is above the threshold value (physically implausible).
Reset if the integration value = 0 and neutral value is received once.
1-7 0 not used
gearbx_intvplauschk.fm 21.12.2005
P_340 Y445 S00 746-V91 Confidential Gearbx_intvPlausChk - 239 -
DS-CV/EET Gearbox intervention monitoring Veh-DrvTrn-Gearbx
Figure 234 : Monitoring increasing gearbox intervention
1
0
t
N m G e a rb x _ trq In t_ m p
0
t
N m s G e a rb x _ a m A c t_ m p
G e a rb x _ a m M a x _ C
0
t
1
0
t
G e a rb x _ s tG b x In c M a x _ m p
1
0
t
D fp _ G e a rb x In c M a x _ m p
G e a r b x _ tiD e b M a x O k _ C
1
g e a r b x _ in tv p la u s c h k _ 1 .d s f
0
G e a r b x _ tiD e b M a x D e f_ C t
G e a r b x _ s tD e m U n p la u s .B it0
1
0
t
Geabx_r trqIGet_mnarpbx_amAt_cmpGearbx_amMaxC_Veoh_stTSEAGxIbncGearbx_tGbsxIncMa_mxpDp_Gf earbxIncMax_pGmearbx_tiDeMbaxDf_CeGerbxa_tiDbMeaxOk_CGerbax_stDemUnplasu
Monitoring
Error paths
Dfp-table 17: Dfp_GearbxIncMax_mp
Defect The increasing gearbox intervention is recognized to be implausible if Gearbx_amAct_mp
detection exceeds the threshold Gearbx_amMax_C.
Healing The error is healed if the integration value Gearbx_amAct_mp equals zero and
CoVeh_stTSEAGbxInc.Bit0 becomes equal to 1 at least once
Substitute Gearbx_trqInc becomes ineffective by output of TRQ_MIN.
function
Test condition Continuously in the 20 ms interval.
test frequency
Defect Gearbx_tiDebMaxDef_C
detection time
Healing time Gearbx_tiDebMaxOk_C
ECU initialization Gearbx_trqInt_mp and Gearbx_amAct_mp are initialized with 0.

The switch Gearbx_swtUnplausChk_C does not have any effect if changed during run time .The switch status
is read only during initialization .
Output values Gearbx_stDemUnplaus: Debounced state of monitoring torque integrator - <UBYTE>
Input values CoDT_trqGbxMin: minimum torque at gearbox input Nm <SWORD>

Measuring points Dfp_GearbxIncMax_mp: Fault path physical unplausibility of increasing torque intervention
- <UWORD>
Gearbx_amAct_mp: Current integration value from monitoring integrator Nm*s <SWORD>
Gearbx_stGbxIncMax_mp: State of monitoring torque integrator - <UBYTE>
Gearbx_trqInt_mp: Current torque for monitoring integrator Nm <SWORD>
Application parameters Gearbx_amMax_C: Maximum angular momentum<value>

Gearbx_swtUnplausChk_C: Switch for Monitoring-Integrator (1...on, 0...off).<value>
Gearbx_tiDebMaxDef_C: Error debounce time for physical unplausibility<value>
Gearbx_tiDebMaxOk_C: Healing debounce time for physical unplausibility<value>
21.12.2005 gearbx_intvplauschk.fm
- 240 - Gearbx_Data Y445 S00 746-V91 Confidential P_340
Veh-DrvTrn-Gearbx Gearbox information DS-CV/EET
Gearbox information (Gearbx_Data)

Functional overview This function makes the gearbox information (eg. gearbox type) available for other functions. The information
is either read out of the EEPROM or assigned a fixed value.
Geabox information =f(Data set value,
Selector switch from EEPROM)
Figure 235 : Gearbox information - overview
G e a rb x _ s w tT y p e
D a ta s e t
Gearbx_swtType
Type of gearbox Gearbx_swtType informs the system about the installed gearbox type. Gearbx_swtType can take on the
following values:
Table 104: Gearbx_swtType, possible assignments
Symbolic name Value Description
(decim
al)
GEARBX_TYPE_MT 0 Manual transmission
GEARBX_TYPE_AT 1 Automatic transmission/stepped automatic transmission
GEARBX_TYPE_AST 2 Automatic shift transmission
GEARBX_TYPE_CVT 3 CVT gearbox
ECU initialization Depending on Gearbx_swtTypeType_C, the type of gearbox information Gearbx_swtType is read from the
E2PROM or assigned with Gearbx_swtTypeVal_C during initialization.
Output values Gearbx_swtType: gearbox type(0: manual(MT); 1: automatic(AT); 2: automatic shift(AST); 3:

ContinuouslyVaryingTransmission(CVT); 4: Z-Car) - <UBYTE>
Application parameters Gearbx_swtTypeType_C: kind of storage of gearbox type<value>

Gearbx_swtTypeVal_C: gearbox type (0:manual; 1:automatic; 2: automatic shift; 3: continous
variable; 4:automatic manual/only z-car)<value>
gearbx_data.fm 21.12.2005
P_340 Y445 S00 746-V91 Confidential Gearbx_StrtMotRls - 241 -
DS-CV/EET Starter release Veh-DrvTrn-Gearbx
Starter release (Gearbx_StrtMotRls)

Function group: Gearbox
Functional overview This function evaluates the gearbox signal and sets the status for release of the starter. The function is only
relevant for vehicles with automatic gearboxes.
Figure 236 : Starter release - overview
G e a r b x _ s tS tr tM o tR ls
S ta rte r
r e le a s e
g e a r b x _ s tr tm o tr ls _ 1 0 0 .d s f
Geabx_r stSrtMotRls
ECU initialization Gearbx_stStrtMotRls is initialized with "0".
Output values Gearbx_stStrtMotRls: release state of starter motor by gearbox - <UBYTE>

Input values
21.12.2005 gearbx_strtmotrls.fm
- 242 - Gearbx_DClu Y445 S00 746-V91 Confidential P_340
Veh-DrvTrn-Gearbx Intermediate gas detection DS-CV/EET
Intermediate gas detection (Gearbx_DClu)

Functional overview The intermediate gas function enables the driver to backshift when the manual gearbox is unsynchronised,
even when an active maximum speed limitation no longer allows for a driver torque demand or an active
system degradation level would no longer release sufficient torque for the engine to accelerate to a higher
speed required.
Figure 237 : Intermediate gas activation conditions and calculation
G e a r b x _ tiD C lu A c t_ C
G e a r b x _ tiD C lu C h k _ C
G e a r b x _ tiD C lu A c t_ m p
D T
T IM E _ M S _ Z E R O
G e a r b x _ tiD C lu C h k _ m p
g e a r b x _ d c lu _ 1 .d s f
D T
G e a rb x _ s tG e a r T IM E _ M S _ Z E R O
&
>= 1
G e a r b x _ tr q D C lu P r p _ m p
G e a r b x _ tr q D C lu M a x
E n g _ n A v rg
G e a r b x _ tr q D C lu D fl_ C
V S S C D _ v P
G e a r b x _ n D C lu M a x _ C
G e a r b x _ tr q D C lu _ m p
>= 1 E n g _ n A v rg
G e a r b x _ tr q D C lu _ M A P G e a r b x _ tr q D C lu C o E n g _ m p
G e a r b x _ r D C lu A c c P e d M a x _ C G e a r b x _ tr q D C lu C o E n g M a x
T R Q _ Z E R O
When the driver demand for a higher engine speed has been accepted by the intermediate gas function, an
engine speed and vehicle speed based map Gearbx_trqDClu_MAP overwrites the torque for the maximum
speed limitation PrpCtl_trqSpdLim and the internal engine torque CoEng_trqInrLim for the duration of the
activation time Gearbx_tiDCluAct_C. Each newly detected intermediate gas condition starts the activation
time Gearbx_tiDCluAct_C again. In the v/n based map Gearbx_trqDClu_MAP, the clutch torque is recorded.
It is converted for the internal torque of the system degradation and for the vehicle propulsion torque
according to the maximum speed limitation, thus limiting the maximum speed limitation and system
degradation downwards.
Overpressuring of the maximum speed limitation and system degradation is normally started by a change in
the clutch pedal ConvCD_stClth. This also occurs from "clutch actuated" to "clutch not actuated," if the driver
has disengaged the clutch for a longer period of time. If the driver disengages the gear without actuating the
clutch, or if the clutch switch is faulty, the function is also activated when there is a change in the v/n based
gear. This takes place after leaving the v/n window of the previous gear, as in this case, the gear information
Gearbx_stGear is set to neutral. This means that the intermediate gas torque is again released for the
Gearbx_tiDCluAct_C time whenever there is a change in the clutch ConvCD_stClth or in the gear
Gearbx_stGear when either the engine speed Eng_nAvrg falls below its threshold Gearbx_nDCluMax_C or
the accelerator pedal APPCD_rLinAPP1 falls below its threshold Gearbx_rDCluAccPedMax_C within the test
period Gearbx_tiDCluChk_C. The engine speed threshold Gearbx_nDCluMax_C should be set to the engine
speed that the engine would have in the highest gear just below the applicable maximum speed. This will
ensure that the function can be released by means other than touching the clutch switch when the maximum
speed limitation is active. At engine speeds above this engine speed threshold, the driver must bring the
accelerator pedal APPCD_rLinAPP1 below the value Gearbx_rDCluAccPedMax_C for a release within the test
period Gearbx_tiDCluChk_C in order to activate the function. Consequently, the driver must release the
accelerator pedal completely for each activation, which is intended to prevent the abuse of the intermediate
gas function. However, if the driver needs the intermediate gas function without releasing the accelerator
pedal, the active maximum speed limitation causes the engine speed to decrease after disengaging the
clutch, thus releasing the function through the engine speed condition. A new release time is again started
even when the release is already active. There are no lock-out times for the release conditions.
The value Gearbx_trqDClu_mp calculated from the map Gearbx_trqDClu_MAP, increased by the
accessories desired torque CoVeh_trqAcsDes and reduced by the drag torque CoEng_trqMin, forms the
minimum torque for the system degradation Gearbx_trqDCluCoEngMax. The minimum torque of the
maximum speed limitation Gearbx_trqDCluMax is calculated from the Gearbx_trqDClu_mp value calculated
from the map Gearbx_trqDClu_MAP added to the gearbox friction Gearbx_trqFrc and multiplied by the drive
train transmission DrvTrn_rTransDT.
Hint: When the vehicle speed sensor is faulty, the intermediate gas function can only be released by the clutch
switch because a v/n can no longer be calculated. Because the maximum speed limitation is then inactive,
the system degradation can only be overpressured with the value from the map when v = 0 km/h. In the ap-
plication, consideration must be given to the fact that when v=0 km/h, the system degradation can also be
overpressured while the vehicle is standing and the vehicle speed sensor is intact.
Substitute function If the activation time Gearbx_tiDCluAct_C has expired, the minimum torque assumes the substitute value
Gearbx_trqDCluDfl_C for the maximum speed limitation Gearbx_trqDCluMax. The minimum torque for the
system degradation Gearbx_trqDCluCoEngMax is set to TRQ_ZERO.
ECU initialization The minimum torque for the maximum speed limitation Gearbx_trqDCluMax is set to the substitute value
Gearbx_trqDCluDfl_C. The minimum torque for the system degradation Gearbx_trqDCluCoEngMax is set
to TRQ_ZERO.
gearbx_dclu.fm 21.12.2005
P_340 Y445 S00 746-V91 Confidential Gearbx_DClu - 243 -
DS-CV/EET Intermediate gas detection Veh-DrvTrn-Gearbx
Output values Gearbx_trqDCluCoEngMax: minimum torque of systemdegratation Nm <SWORD>

Gearbx_trqDCluMax: minimum torque of highest speed limitation Nm <SWORD>
Input values APPCD_rLinAPP1: linearised APP1 % <SWORD>

Measuring points Gearbx_tiDCluAct_mp: rest of activation time for double clutch function ms <UWORD>
Gearbx_tiDCluChk_mp: rest of ckeck time for double clutch function ms <UWORD>
Gearbx_trqDClu_mp: measurepoint for minimum torque of highest speed limitation Nm <SWORD>
Gearbx_trqDCluCoEng_mp: measurepoint for minimum torque of systemdegratation Nm <SWORD>
Gearbx_trqDCluPrp_mp: measurepoint for minimum torque of highest speed limitation Nm
<SWORD>
Application parameters Gearbx_nDCluMax_C: speed threshold for double clutch function<value>

Gearbx_rDCluAccPedMax_C: accelerator pedal threshold for double clutch function<value>
Gearbx_tiDCluAct_C: activation time for double clutch function<value>
Gearbx_tiDCluChk_C: ckeck time for double clutch function<value>
Gearbx_trqDClu_MAP: clutch torque for highest speed limitation and system
degradation<map_individual>
Gearbx_trqDCluDfl_C: default value for minimum torque of highest speed limitation<value>
21.12.2005 gearbx_dclu.fm
- 244 - GearCD_PN Y445 S00 746-V91 Confidential P_340
Veh-DrvTrn-Gearbx-GearCD Determination of the P/N position DS-CV/EET
3.3.3.1 Determination of the P/N position (GearCD_PN)

Function group: Gearbox
CARTRONIC-Strutucre:Veh-DrvTn-Gr earbx-GearCD
Overview of the component This function determines whether the automatic transmission is in either the gear position P (Park) or N
(Neutral) or not. The information can be acquired using a HW signal or a CAN message.
Status gearbox in P/N position = f(Switch for clutch signal source,
Actual gear information from CAN,
Switch position P/N signal from CAN or HW,
Raw value PN_Signal)
Figure 238 : Determination of the P/N position - overview
S w itc h
G e a r C D _ s w tP N S ig c o n d itio n
F rm M n g _ s tG e a r
A c q u is itio n
C A N -s ig n a l
G e a rC D _ s tP N
G e a rC D _ s tP N R a w V a l A c q u is itio n
H W -s ig n a l
ConvC_DswtSigFmMr ng_stGeareaGrCDst_PNGareCD_tPsNRawVlGeaarC_sDwtPNSig
Structure of the component Using the conditions "clutch signal via park and neutral position" (ConvCD_swtSig= CONVCD_SWT_PN (2))
and "P/N signal via HW signal" (GearCD_swtPNSig = GearCD_swtPNSigVal_C (0)), switchover to transfer of
the gear-shift position by hardware signal takes place.
Table 105: GearCD_swtPNSigVal_C
Valu Description
e
0 HW-pin
1 CAN
In case of CAN configuration, the message FrmMng_stGear is evaluated. In this message, the neutral
position is displayed by 0x0000 and the park position by 0x0080. The message is invalid if the values 0xFFFF
or 0x00FF were received, in which case the applicatable default value GearCD_stPNDflVal_C is output.
For hardware signal evaluation, the raw value of the P/N pin (GearCD_stPNRawVal) is first read in and
debounced. The debounced value can be read from bit 3 of the measurement point GearCD_stPNCon_mp and
is transmitted through the output GearCD_stPN.
The debouncing times for rising (GearCD_tiDebPos_C) and falling edge (GearCD_tiDebNeg_C) and for the
inversion of the input signal (GearCD_stPNInv_C ) can be applicated.
Selection of hardware pins
The digital inputs can be selected using the application parameter GearCD_numDioIn_C. This should only be
carried out after consultation of a developer.
gearcd_pn.fm 21.12.2005
P_340 Y445 S00 746-V91 Confidential GearCD_PN - 245 -
DS-CV/EET Determination of the P/N position Veh-DrvTrn-Gearbx-GearCD
Figure 239 : Query of the transmission P/N position
2
g e a rc d _ p n .d s f
G e a rC D _ s tP N C o n _ m p .0
C O N V C D _ S W T _ P N (0 x 0 2 )
&
G e a r C D _ s w tP N S ig
0 G e a rC D _ s tP N C o n _ m p .1
S W T _ S IG _ H W (0 x 0 0 )
F R M M N G _ S T G E A R _ D E F
(0 x F F F F o d e r 0 x 0 0 F F )
F rm M n g _ s tG e a r
F R M M N G _ S T G E A R _ N (0 x 0 0 0 0 )
>= 1
F R M M N G _ S T G E A R _ P (0 x 0 0 8 0 )
G e a rC D _ s tP N
P
G e a r C D _ s tP N D flV a l_ C
P
G e a r C D _ tiD e b P o s _ C
P
G e a r C D _ tiD e b N e g _ C
p a ra m
x y
G e a rC D _ s tP N R a w V a l
T 0 ix
d T
ConCDvsw_SigFrmt Mng_stGerGaearCD_stPNGearCDs_tPNCon_mpGeaCDr st_PNDflVl_CaeaGrCDst_PNRwaValGearCD_swPNt igGSearD_CiDt bNeg_eCGerCa_tDiDeboPs_C
Explanation of the status bytes

Table 106: GearCD_stPNCon_mp (Status register P/N detection)
0 0 Signal source clutch 0 = ConvCD_Co | 1 = GearCD_Co
0 1 Signal source P/N position 1 = HW pin | 0 = CAN
0 2 P/N position via CAN
0 3 P/N position via hardware pin
ECU initialization The function output GearCD_stPN is initialized using GearCD_stPNDflVal_C and the switch for selection of
the signal source is initialized GearCD_swtPNSig using GearCD_swtPNSigVal_C.
Output values GearCD_stPN: state gear in P/N-position - <UBYTE>

GearCD_swtPNSig: state switchposn P/N signal from CAN or HW - <UBYTE>
Input values ConvCD_swtSig: Switch value for clutch signal source (CAN/DIO). - <UBYTE>
FrmMng_stGear: Gear information as given by Transmission Controller - <UWORD>
GearCD_stPNRawVal: rawvalue of P/N-signal - <UBYTE>
Measuring points GearCD_stPNCon_mp: state conditions of P/N recognition - <UBYTE>
Application parameters GearCD_numDioIn_C: application parameter for PN gearstate detection<value>

GearCD_stPNDflVal_C: defaultvalue P/N-posn<value>
GearCD_stPNInv_C: invertervalue inputsignal PNRawVal<value>
GearCD_swtPNSigVal_C: Switch for PN-signal source<value>
GearCD_tiDebNeg_C: debounce time falling edge<value>
GearCD_tiDebPos_C: debounce time rising edge<value>
21.12.2005 gearcd_pn.fm
- 246 - GearCD_N Y445 S00 746-V91 Confidential P_340
Veh-DrvTrn-Gearbx-GearCD Gear Neutral Signal DS-CV/EET
Gear Neutral Signal (GearCD_N)

CARTRONIC-Strutucre:Veh-DrvTn-Gr earbx-GearCD
Functional overview The function calculates the debounced value of neutral switch.
F rm M n g _ s tN e u trS w t G e a rC D _ s tN
C a lc u la tio n
H a rd w a re G e a rC D _ s tN C D
g e a rc d _ n _ 1 0 0 .d s f
Figure 241 : Logic
G e a r C D _ s w tN S ig S e l_ C G e a rC D _ s tN C D
P
G e a r C D _ tiN D e b P o s _ C
G e a r C D _ s tN R a w V a l_ m p
H / w
x y T e s te r d e m a n d
a c tiv e
G e a r C D _ tiN D e b N e g _ C S ig T s t_ s tG e a r C D _ N
G e a rC D _ s tN
F rm M n g _ s tN e u trS w t
S ig T s t_ s tG e a r C D _ N ( T o T e s te r )
G e a r C D _ s tN R e p lV a l_ C
P
g e a r c d _ n _ 1 .d s f
Disabling the component driver The application parameter GearCD_swtNSigSel_C decides whether the component driver can be disabled or
not. If GearCD_swtNSigSel_C has a value 0x02 then the component driver can be completely disabled. In
this case GearCD_stNCD is set to 2 and the debounced value GearCD_stN is set to the replacement value
GearCD_stNReplVal_C .
Table 107: GearCD_stNCD
Value Meaning
GEARCD_HW(0) Input from hardware pin was used.
GEARCD_CAN(1) Input via CAN was used.
GEARCD_CD_NOT_AVL(2) Component driver not available.
Signal test interface If a request for actuator test is present the status of neutral switch is directly set by the diagnostic tester
(SigTst_stGearCD_N).
If a request for actuator test is not present the diagnostic tester can query the currently set value.
Selection of Input The input can come either from CAN or directly from a digital input pin. The application parameter
GearCD_swtNSigSel_C decides whether the pin or CAN is used. If GearCD_swtNSigSel_C is set to 0 then the
input via pin is used, if it is set to 1 then input via CAN is used and if it is set to 2 then the component driver
can be completely disabled.
Table 108: GearCD_swtNSigSel_C
Value Meaning
0 Input from hardware pin has to be used.
1 Input via CAN has to be used.
2 Component driver has to be disabled
Input via CAN The message FrmMng_stNeutrSwt contains the status of neutral switch over CAN.If the status is available
over CAN, then the output message GearCD_stN is equated to FrmMng_stNeutrSwt . In this case
GearCD_stNCD is set to 1(input via CAN).
Input via hardware pin The input pin can be selected by the application parameter GearCD_numNDioIn_C. The signal from the
hardware can be inverted if required by GearCD_stNInv_C. GearCD_stNRawVal_mp contains the raw value
from the hardware pin. The parameters GearCD_tiDebPos_C and GearCD_tiDebNeg_C are used to debounce
the positive and negative edges of the input signal. In this case GearCD_stNCD is set to 0.
ECU initialization The status of the component driver GearCD_stNCD is initialized with the value in the application parameter
GearCD_swtNSigSel_C. The debounced neutral switch status GearCD_stN is initialized to GEARCD_OFF(0).
Output values GearCD_stN: Neutral switch,debounce value - <UBYTE>

GearCD_stNCD: Status of the neutral switch component driver. - <UBYTE>
Input values FrmMng_stNeutrSwt: Neutral switch from CAN - <UBYTE>
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DS-CV/EET Gear Neutral Signal Veh-DrvTrn-Gearbx-GearCD
Measuring points GearCD_stNRawVal_mp: Raw value of neutral switch from the hardware - <UBYTE>
Application parameters GearCD_swtNSigSel_C: Parameter for selection between the CAN and the hardware.<value>
GearCD_stNReplVal_C: Replacement value when the component driver is disabled.<value>
GearCD_tiNDebPos_C: Debounce time for pos. edge of neutral signal<value>
GearCD_tiNDebNeg_C: Debounce time for neg. edge of neutral signal<value>
GearCD_stNInv_C: inversion of Neutral-signal value<value>
GearCD_numNDioIn_C: Parameter for selecting hardware digital input pin for Neutral
switch<value>
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Veh-DrvTrn-Eng Engine DS-CV/EET
3.3.4 Engine (Eng)

Function group:
CARTRONIC-Strutucre:Veh-DrvTn-Er ng
Overview of the component A description of the component engine with all subcomponents and subfunctions can be found in chapter 4.
See “Engine (Eng)” on page 425.
Structure of the component
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DS-CV/EET Body and interior Veh-BdInt
3.4 Body and interior (BdInt)

Function group: Miscellaneous
CARROTNICSt- ructureV:h-BdInt

Body and interior The BdInt component consolidates the requirements of all partial objects and distributes the requests
accordingly. In the current function range the AC partial object requirements are converted to the correct
interface.
Structure of the component The BdInt component consists of the following partial components:
Figure 242 : BdInt partial components
A C
D s p l
B d In t
M F D C D
M F L v C D
P rs P rt
S w tP n l
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Veh-BdInt-AC Air conditioning DS-CV/EET
3.4.1 Air conditioning (AC)

CARTRONIC-Strutucre:Veh-BdInt-AC

Air conditioning The AC component contains all tasks derived from the air conditioning unit requests. This includes the torque
demand formulation, and, if necessary, the idle speed and AC compressor self-protection boost.
Structure of the component The AC component consists of the following subcomponents:

Figure 243 : AC subcomponents:
A C C tl
A C
A C C D
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DS-CV/EET AC compressor control logic Veh-BdInt-AC-ACCtl
3.4.1.1 AC compressor control logic (ACCtl)

CARROTNICSt- ructureV:h-BdInt-AC-AClt

Air conditioning control The A/C compressor is switched on and off depending on various vehicle or control unit states. In the event
of an instantaneously high torque requirement (drive-away, acceleration, quick accelerator pedal release) the
AC compressor control logic can be used for switching off the AC compressor and hence for supplying a
sufficiently high excess torque.
Figure 244 : ACCtl structure
A C C D _ s tM n S w tD e b V a l
E n g _ n A v rg
V S S C D _ v
A C C tl_ s tL o g ic O u t
A P P C D _ d r A P P 1 u n F lt
A C A C
c o m p re s s o r c o m p re s s o r A C C tl_ n M in
C T S C D _ tC ln t s h u t o ff-c o n d itio n c o n tro l
(A C C tl_ S h u tO ff) (A C C tl_ L o g ic ) A C C tl_ tiS w tO n L o c k

A P P C D _ r F lt
A C C D _ p
ACC_pACDDCstM_nSwtDbVelACatlC_nMinACt l_stogLicOutACCtl_tiStOwnLockAPD_CdrAP1nFUltAPCD_rFltCoEng_sEnt gCTSC_tCDntl Eng_nAvrgeaGrbx_stGareSVCD_v
Structure of the component The ACCtl component consists of the following subcomponents:
Figure 245 : ACCtl subcomponents
A C C tl A C T rq C
Subfunctions See “A/C compressor state control (ACCtl_Logic)” on page 252.

See “A/C compressor shut-off conditions (ACCtl_ShutOff)” on page 255.
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Veh-BdInt-AC-ACCtl A/C compressor state control DS-CV/EET
A/C compressor state control (ACCtl_Logic)

CARTRONIC-Strutucre:Veh-BdInt-AC-ACCtl
Functional overview The function switches the AC compressor on or off and determines the low-idle speed demand.
The AC compressor is controlled depending on various vehicle states. In the event of an temporarily high
torque requirement (driveaway, acceleration, quick accelerator pedal release) the AC compressor control
logic can be used to switch the AC compressor off. Thus, a sufficiently high excess torque is provided for
these operation states.
Output AC compressor control = f(AC main switch,
Air conditioning compressor control,
Regeneration request of the Exhaust gas treatment)
Low-idle speed demand of the AC compressor = f(AC main switch
Air conditioning compressor control)
Figure 246 : AC compressor state control - Overview
A C C D _ s tM n S w tD e b V a l A C C tl_ s tL o g ic O u t
A C C tl_ s tH y s A C A C C tl_ n M in
c o m p re s s o r
c o n tro l
E G T _ s t A C C tl_ tiS w tO n L o c k
a c c tl_ lo g ic _ 1 0 0 .d s f
ACCDstM_nSwtDbVealACt l_nMinACl_st tHysCACtl_tLosgicOutCAtl_Swi tOnLockEGT_st
Functional description The disturbance variable feed-forward consists of an idle speed and a torque specification (ACTrqC_trqDes).
State transitions depend on A/C compressor inputs and results of the A/C compressor logic. The respective
A/C compressor state (ACCtl_swState_mp) and the corresponding contents are described below:
“Shut off” state (ACCtl_swState_mp = 0x01) In the “shut-off“ state, the A/C compressor output is OFF andACCtl_nMin is 0. If an A/C request is present at
the A/C compressor input and the A/C compressor is released, the A/C compressor state is set to “Waiting
for switch-on”. If the A/C compressor is disabled by the A/C compressor logic, the A/C compressor state is
“Switch-off lock“. At initialization, the A/C compressor state is “Shut off”. If the state “locked” is present during
the “START procedure”, the A/C compressor state becomes ”START switch-off lock”.
“Waiting for Switch-on” state (ACCtl_swState_mp In the “Waiting for switch-on” state, the A/C compressor output is OFF and the low-idle speed is set to the
= 0x02) setpoint value ACCtl_nMin_C. After elapsing of the time ACCtl_tiSwtOnLock, the A/C compressor output is
switched to ON and the A/C compressor state is “Switch-on disable”.
“Switch-on disable” state (ACCtl_swState_mp = In the “Switch-on disable” state, the A/C compressor output is ON and the low-idle speed is set to the setpoint
0x06) ACCtl_nMin_C. After elapsing of the time ACCtl_tiSwtOnDisabledLock_C, the A/C compressor state
becomes “switched on”.
“Switched on” state (ACCtl_swState_mp = 0x05) In the “switched on” state, the A/C compressor output is ON and the low-idle speed is set to the setpoint value
ACCtl_nMin_C. If a switch-off signal is present at the A/C compressor input or if the AC compressor is
inhibited by AC compressor logic (shut-off condition fulfilled), the AC compressor output is switched to OFF
and the low-idle setpoint speed is set to 0. The A/C compressor state becomes “switch-off lock”.
“Switch-off lock” state (ACCtl_swState_mp = 0x03) In the “Switch-off lock” state, the A/C compressor output is OFF and the low-idle setpoint speed is set to 0.
If the A/C compressor logic triggered the state “Switch-off lock” as a result of driveaway / acceleration - DA/
ACC, the disabling time is started and the A/C compressor state becomes “DA/ACC switch-off lock”. If shut-
off was carried out for another reason, the program waits until the A/C compressor is switched back on. As
soon as the A/C compressor is released, the disabling time recommences and the A/C compressor state
becomes “Waiting for switch-off lock”.
“Waiting for switch-off lock” state In the “Waiting for switch-off lock” state, the A/C compressor output is OFF and ACCtl_nMin is 0. As soon as
(ACCtl_swState_mp = 0x03) the disabling time ACCtl_tiLockOut_C has elapsed, the state is switched to “shut off”.
DA/ACC “Switch-off lock” state In the “DA/ACC switch-off lock” state, the A/C compressor output is OFF and ACCtl_nMin is 0. As soon as
(ACCtl_swState_mp = 0x03) the disabling time ACCtl_tiLockOut_C has elapsed, the state is switched to “Waiting for shut-off”.
“Waiting for shut-off” state (ACCtl_swState_mp = In the “Waiting for shut-off ” state, the A/C compressor output is OFF and ACCtl_nMin iis 0. As soon as the
0x04) disabling time ACCtl_tiLockOut_C has elapsed, the state is switched to “shut off”.
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DS-CV/EET A/C compressor state control Veh-BdInt-AC-ACCtl
Figure 247 : A/C compressor states
In itia liz a tio n
a c c tl_ lo g ic _ 1 .d s f
A C C tl_ s tL o g ic O u t = O F F
A C C tl_ n M in = 0
A C c o m p re s s o r
A C C D _ s tM n S w tD e b V a l S h u t O ff e n a b le d
0 1 W a it fo r
S h u t O ff
A C C tl_ n M in = A C C tl_ n M in _ C c o n d itio n
T im e r T 1 s ta r te d 0 4
lo c k o u t tim e r
T 3 e x p ir e d
lo c k o u t
tim e r T 3 e x p ir e d
W a it fo r
s w itc h O N
0 2
A C W a it fo r
c o m p re s s o r S w itc h e d
d is a b le d S w itc h e d
S w itc h O N tim e r O ff lo c k e d O ff lo c k e d
T im e r T 1 s ta r te d D //A
e x p ir e d
A C C tl_ s tL o g ic O u t = O ff T im e r T 3 s ta r te d
A C C tl_ s tL o g ic O u t = O N
T im e r T 2 s ta r te d A C C tl_ n M In = 0
T im e r T 3 s ta r te d
d is a b le d th r o u g h
A C C D _ s tM n S w tD e b V a l = 0
o th e r c o n d itio n s A C c o m p re s s o r
d is a b le d th ro u g h
S w itc h e d a c c e le r a tio n o r
S w itc h e d d r iv e a w a y
O n d is a b le d O ff
lo c k e d
0 6 0 3
A C C tl_ s tL o g ic O u t = O ff
lo c k o u t tim e A C C tl_ n M in = 0
T im e r T 2
e x p ir e d S w itc h e d
O N A C c o m p re s s o r
0 5 d is a b le d X X = A C C tl_ s w S ta te _ m p
ACCl_st tLoACicOgCuttl_nMinACCtl_nACinM_C_sDtMnwtSDebalVACl_st wSate_mp
Table 109: Value of ACCtl_stShutOff_mp (corresponds to ACCtl_stHys, switch-off cause A/C compressor)
Value Description
0x8001 Drive-away state
0x8002 Acceleration
0x8004 Coolant temperature
0x8008 Quick accelerator pedal release
0x8010 Start-up procedure
0x8020 System error
0x8080 A/C compressor switch OFF
Table 110: Value of ACCtl_swState_mp (state A/C compressor)

Value Description
0x01 State "Shut off"
0x02 State "Waiting for switch-on"
0x03 State "Switch-off lock"
0x04 State "Waiting for shut-off condition"
0x05 State "Switched on"
0x06 State "Switch-on disable"
A/C Compressor Behaviour during Low idle Rege- When Regeneration is not active (ACCtl_stEGT_mp = 0) , (see “Function EGT_CmpSt” on page 1164) the
neration state machine control output ACCtl_stLogic_mp is directly output as the AC comressor control output
ACCtl_stLogicOut.
During the Regeneration (ACCtl_stEGT_mp = 1) , (see “Function EGT_CmpSt” on page 1164) the AC
compressor control ouput ACCtl_stLogicOut is switched to 1.This is done to switch the power consumer ,
in this case AC Compressor so as to increase the temperature in exhaust side which is required during the
low idle regeneration.
Figure 248 : AC compressor control output during regeneration
A C A C C tl_ s tL o g ic _ m p
c o m p re s s o r
c o n tro l
s ta te m a c h in e 1
E G T _ s t
s ta tu s w o rd
A C C tl_ s tR g n M s k _ C p a s s e d
m a s k A C C tl_ s tE G T _ m p
E G T _ C m p S t
P
a c c tl_ lo g ic _ 1 2 .d s f
ACCl_st tLoACicOgCuttl_sLogc_mi pACtl_stEGT_mpACtlC_stRgnMskCE_GT_st
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Veh-BdInt-AC-ACCtl A/C compressor state control DS-CV/EET
Output values ACCtl_nMin: low idle speed demand for AC compressor rpm <SWORD>
ACCtl_stLogicOut: AC compressor control output - <UBYTE>
ACCtl_tiSwtOnLock: Delay time for switch on lock ms <UWORD>
Input values ACCD_stMnSwtDebVal: debounced air conditioning main switch - <UBYTE>

ACCtl_stHys: shut off state information for compressor control - <UWORD>
EGT_st: Regeneration request of exhaust gas treatment (engine speed synchronous) - <ULONG>
Measuring points ACCtl_stShutOff_mp: AC compressor last time shut off state - <UWORD>
ACCtl_swState_mp: switch status of ACCtl - <UBYTE>
ACCtl_stEGT_mp: Regeneration status for the AC control - <UBYTE>
ACCtl_stLogic_mp: state of AC compressor control - <UBYTE>
Application parameters ACCtl_nMin_C: Compressor Low Idle value for ACCtl_nMin Message<value>
ACCtl_tiLockOut_C: Time delay required to reach Switch OFF state<value>
ACCtl_tiSwtOnDisabledLock_C: Time delay required to reach Switch ON State<value>
ACCtl_tiSwtOnLock_C: time delay for AC compressor switch-on<value>
ACCtl_stRgnMsk_C: Regeneration mask for AC control<value>
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DS-CV/EET A/C compressor shut-off conditions Veh-BdInt-AC-ACCtl
A/C compressor shut-off conditions (ACCtl_ShutOff)

CARROTNICSt- ructureV:h-BdInt-AC-AClt
Functional overview The function checks whether the conditions for shutting off or disabling the AC compressor are met.
At certain operating conditions (eg. driveaway state, quick accelerator pedal release, start-up procedure,
acceleration and coolant temperature) the AC compressor is switched off in order to decrease the torque
demanded by the engine.
AC compressor control = f(Gear information,
AC pressure,
Vehicle speed,
Accelerator pedal position difference,
Coolant temperature,
Accelerator pedal sensor signal,
Engine state)
Figure 249 : AC compressor shut-off conditions - Overview
E n g _ n A v rg
V S S C D _ v
A P P C D _ d r A P P 1 U n F lt A ir -c o n d itio n e r c o m p r e s s o r A C C tl_ s tH y s
s h u t o ff-c o n d itio n
C T S C D _ tC ln t
A P P C D _ r F lt
ACCl_st APtHyCDPsdr_AP1UFltnAPCD_rFltCoEngstE_ngCTSCD_EnClt g_nt AvrgGerbax_stGeaVSr SC_vD
Functional description A/C compressor switch-on is disabled under the following conditions. If such a condition is detected, the shut-
off code is entered into ACCtl_stHys. Note, that the state of the message must remain intact until it is
overwritten by a different state. In addition, the system detects whether the A/C compressor switch-on is
disabled as a result of one of the following conditions or because the A/C switch is shut off.
Driveaway state (ACCtl_stHys = 0x8001): (Vehicle speed VSSCD_v within the limits ACCtl_vDAVehXLow_C / ACCtl_vDAVehXHigh_C
OR Gear information Gearbx_stGear within the limits ACCtl_stDAGearXLow_C /
ACCtl_stDAGearXHigh_C)
AND Accelerator pedal APPCD_rFlt out of the limits ACCtl_rDAAccPedXLow_C /
ACCtl_rDAAccPedXHigh_C
AND Engine speed Eng_nAvrg within the limits ACCtl_nDAEngXLow_C / ACCtl_nDAEngXHigh_C
Acceleration (ACCtl_stHys = 0x8002): Accelerator pedal change APPCD_drAPP1UnFlt out of the limits
ACCtl_drACAccPedXLow_C / ACCtl_drACAccPedXHigh_C
AND Vehicle speed VSSCD_v within the limits ACCtl_vACVehXLow_C / ACCtl_vACVehXHigh_C
AND Engine speed Eng_nAvrg within the limits ACCtl_nACEngXLow_C / ACCtl_nACEngXHigh_C
Coolant temperature range (ACCtl_stHys = Coolant temperature CTSCD_tClnt out of the limits ACCtl_tClntXLow_C / ACCtl_tClntXHigh_C
0x8004):
Quick accelerator pedal release (ACCtl_stHys = Engine speed Eng_nAvrg within the limits ACCtl_nQuickPedXLow_C / ACCtl_nQuickPedXHigh_C
0x8008):
Start-up procedure (ACCtl_stHys = 0x8010) CoEng_stEng == COENG_STSTART (0x02)
System error (ACCtl_stHys = 0x8020) Shut-off because of Fid_ACCtl_mp
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Veh-BdInt-AC-ACCtl A/C compressor shut-off conditions DS-CV/EET
Figure 250 : Shut-off conditions (bit 0)
A C C tl_ r D A A c c P e d X H ig h _ C d r iv e a w a y
P
A C C tl_ r D A A c c P e d X L o w _ C
P A C C tl_ s tH y s
L R
A P P C D _ r F lt A C C tl_ s tB itS tr u c tu r e _ m p .0
A C C tl_ s tD A G e a r X H ig h _ C
P
A C C tl_ s tD A G e a r X L o w _ C
P
L R
G e a rb x _ s tG e a r A C C tl_ s tB itS tr u c tu r e _ m p .1
A C C tl_ v D A V e h X H ig h _ C
P
A C C tl_ v D A V e h X L o w _ C >= 1 & B it 0

P
L R
V S S C D _ v A C C tl_ s tB itS tr u c tu r e _ m p .2
A C C tl_ n D A E n g X H ig h _ C
P
A C C tl_ n D A E n g X L o w _ C
A C C tl_ s h u tO ff_ 1 .d s f
P
L R
E n g _ n A v rg A C C tl_ s tB itS tr u c tu r e _ m p .3
ACCtl_rDAccPeXHdghi _CACl_rDt AcPedXowL_CAPPCD_FltACr tl_tDAseGarXHigh_CACCl_st tDAGearXLGeow_arbCx_sGet arACtl_vDAVehXHigh_CACtl_vDAVehXLow_CVSSCDvA_Cl_nt DAEngXHig_ChACCtl_nDAEnXLgow_CEng_nvArgACtl_stHsyACl_st tBitruSctue_mr p
Figure 251 : Shut-off conditions (bit 1, 2 and 3)
A C C tl_ d r A C A c c P e d X H ig h _ C a c c e le r a tio n
P
A C C tl_ d r A C A c c P e d X L o w _ C A C C tl_ s tH y s
P
L R
A P P C D _ d r A P P 1 u n F lt A C C tl_ s tB itS tr u c tu r e _ m p .4
A C C tl_ v A C V e h X H ig h _ C
P
A C C tl_ tiA c c M in _ C
A C C tl_ v A C V e h X L o w _ C 0
P
L R
V S S C D _ v A C C tl_ s tB itS tr u c tu r e _ m p .5
&
A C C tl_ n A C E n g X H ig h _ C 1 B it 1
P
A C C tl_ n A C E n g X L o w _ C
P
L R
A C C tl_ tC ln tX H ig h _ C
P
A C C tl_ tC ln tX L o w _ C
P
L R
C T S C D _ tC ln t A C C tl_ s tB itS tr u c tu r e _ m p .7
B it 2
A C C tl_ n Q u ic k P e d X H ig h _ C
P
A C C tl_ n Q u ic k P e d X L o w _ C
P
L R
B it 3
ACCtl_drACAcPdXeHigh_CCAl_t drACcAcPeXLdow_ACPC_dDAPr P1UFnltACCtl_vACVehXHighCA_Ctl_vAVCehXLowC_SVCD_vACtl_nACEgXnHigh_CCAtl_nACngEXLow_CnEg_nAvrgACCtl_stHsAyCtl_stBitSruct tur_mepACCtltCl_ntXHigh_CCAl_tClntXLow_CTCCDStC_lntACl_nt QuickPdXeHigh_CACtl_nuQickPedXLowC_CAl_tAci cMin_C
Figure 252 : Shut-off conditions (bit 4, 5 and 15)
A C C tl_ s tH y s
C O E N G _ S T S T A R T (0 x 0 2 )
C o E n g _ s tE n g B it 4
F id _ A C C tl_ m p .0
B it 5
A C C tl_ s tH y s .0
>
A C C tl_ s tH y s .3 = 1 B it 1 5
CoEng_stEngFidAC_tl_CmpACl_st tHys
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DS-CV/EET A/C compressor shut-off conditions Veh-BdInt-AC-ACCtl
Monitoring
Description of ACCtl_stBitStructure_mp
Table 111: ACCtl_stBitStructure_mp status
Bit no. Description
0 Output value of the hysteresis for APPCD_rFlt
1 Output value of the hysteresis for Gearbx_stGear
2 Output value of the hysteresis for VSSCD_v
3 Output value of the hysteresis for Eng_nAvrg
4 Output value of the hysteresis for APPCD_drAPP1UnFlt
5 Output value of the hysteresis for VSSCD_v
7 Output value of the hysteresis for CTSCD_tClnt
Table 112: Value of ACCtl_stHys (switch-off cause A/C compressor)

Value Description
0x8001 Drive-away state
0x8002 Acceleration
0x8004 Coolant temperature
0x8008 Quick accelerator pedal release
0x8010 Start-up procedure
0x8020 System error
Output values ACCtl_stHys: shut off state information for compressor control - <UWORD>
Input values APPCD_drAPP1UnFlt: difference of accelerator pedal 1 position unfiltered value %/s <SWORD>
CTSCD_tClnt: Coolant temperature deg C <SWORD>
Measuring points ACCtl_stBitStructure_mp: AC compressor switch off condtion due to various limits - <UWORD>
Application parameters ACCtl_drACAccPedXHigh_C: High limit of "change in accelerator" to check the accelerator
condition.<value>
ACCtl_drACAccPedXLow_C: Low limit for "change in Accelerator" for Accelerator
condition.<value>
ACCtl_nACEngXHigh_C: High Limit for "Engine Speed" for Acceleration Condition.<value>
ACCtl_nACEngXLow_C: Low Limit for "Engine Speed" for Acceleration Condition.<value>
ACCtl_nDAEngXHigh_C: High Limit for "Engine Speed" for drive Away Condition<value>
ACCtl_nDAEngXLow_C: Low limit for "Engine Speed" for drive Away Condition<value>
ACCtl_nQuickPedXHigh_C: upper engine speed limit for Quick gas pedal press<value>
ACCtl_nQuickPedXLow_C: lower engine speed limit for Quick gas pedal press<value>
ACCtl_rDAAccPedXHigh_C: Accelerator pedal value "HIGH" for drive away condition<value>
ACCtl_rDAAccPedXLow_C: Accelerator pedal value "LOW" for drive away condition<value>
ACCtl_tClntXHigh_C: Coolant temperature "HIGH"<value>
ACCtl_tClntXLow_C: Coolant temperature "LOW"<value>
ACCtl_tiAccMin_C: Time Delay required to normal state after acceleration condition<value>
ACCtl_vACVehXHigh_C: Vehicle velocity "HIGH"for Acceleration condition<value>
ACCtl_vACVehXLow_C: Vehicle velocity "LOW"for Acceleration condition<value>
ACCtl_vDAVehXHigh_C: Vehicle velocity "HIGH" for Drive Away Condition<value>
ACCtl_vDAVehXLow_C: Vehicle velocity "LOW" for Drive Away Condition<value>
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Veh-BdInt-AC-ACCtl-ACTrqC Air-conditioning compressor compensation DS-CV/EET
3.4.1.1.1 Air-conditioning compressor compensation (ACTrqC)

CARTRONIC-Strutucre:Veh-BdInt-AC-ACCtlACT- rqC

Air condition torque control The ACTrqC component determines the torque requirement of the A/C compressor and controls the A/C
output. The component requires a minimum engine speed and supplies the demand torque for the air
conditioning unit.
Structure of the component To date, the ACTrqC component has not been further structured.
Subfunctions See “A/C compressor precontrol and torque correction (ACTrqC_ACTrqCorr)” on page 259.
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DS-CV/EET A/C compressor precontrol and torque correction Veh-BdInt-AC-ACCtl-ACTrqC
A/C compressor precontrol and torque correction (ACTrqC_ACTrqCorr)

CARROTNICSt- ructureV:h-BdInt-AC-ACl-At CTrqC
Functional overview Switching on the A/C compressor leads to an additional torque demand to the engine.
The function determines this torque requirement, its lead value and the time-based behaviour after switching-
on of the A/C compressor.
Torque requirement A/C compressor = f(Status A/C main switch,
Delay time for switch-on locking,
Low-idle speed demand for A/C compressor)
Torque lead A/C compressor = f(Status A/C main switch,
Delay time for switch-on locking,
Low-idle speed demand for A/C compressor)
Figure 253 : A/C compressor torque correction - Overview
A C C tl_ tiS w tO n L o c k p re c o n tro l
a n d A C T rq C _ trq L e a d
A C C tl_ n M in to rq u e c o n tro l
ACC_sDtMnwStDebValACl_tSwi tOnLockACCtl_nMinACrqTC_trqDesATrCC_qtrqLead
Functional description If there is a valid activation of the A/C compressor by the driver (ACCD_stMnSwtDebVal=1, no error
(Fid_ACTrqC_mp.0=1) switch-on not disabled (ACCtl_nMin>ENG_N_ZERO)), only the torque lead
ACTrqC_trqLead is transmitted to the engine control for the time ACTrqC_tiDelTrq_mp
(=ACCtl_tiSwtOnLock_C+ACTrqC_tiDelQOn_C). This prepares the air system, for example, for the coming
torque jump.
After elapsing of this time, the actual torque setpoint ACTrqC_trqDes is switched in; the lead value now
coincides with the setpoint value. If the demand is no longer present, setpoint value and lead value are re-
set to 0 with the delay ACTrqC_tiDelQOff_C.
Figure 254 : A/C compressor torque correction
F id _ A C T r q C _ m p .0 A C T rq C _ s tO rd _ m p
&
&
!
A C C tl_ n M in
E N G _ N _ Z E R O
P A C T rq C _ trq L e a d
A C C tl_ tiS w tO n L o c k A C T r q C _ tiD e lT r q _ m p
A C T r q C _ tiD e lQ O n _ C A C T r q C _ tiD e lQ O ff_ C

P P
d e b o u n c e s w itc h
A C T rq C _ trq A C S ta t_ C
P A C T rq C _ trq D e s
A C T r q C _ r A d jV a lM a x _ C
P
A C T r q C _ r A d jV a lM in _ C
P
E E P R O M _ A d jV a l A C T r q C _ r A d jV a l_ m p
P
ACC_sDtMnwStDebValACl_tSwi tOnLockACTrqC_sOrt _mdpACTrqC_tDeli QOf_CACTqCr tiD_lQen_OCATrCqC_tiDelTrq_mpACrqTC_trqDsAeCtl_nMinATrCC_qtrqeadLACTrq_rACjVdalMax_CArqTC_rdjAValMin_CATrqCC_Adr jValmp_FidAC_Trq_mCpATrqCC_trqACStt_Ca
Internal setpoint value formation The current static torque requirement of the compressor is defined via a fixed value ACTrqC_trqACStat_C.
The torque requirement and torque lead value are then multiplied with an adjustment value
ACTrqC_rAdjVal_mp. The adjustment value can be externally adapted by a service diagnostic tool. It is
limited by ACTrqC_rAdjValMin_C and ACTrqC_rAdjValMax_C, to be on the safe side.
Timing Mechanical switch-on of the compressor is delayed for the time ACCtl_tiSwtOnLock. The delay of the torque
feedforward is corrected for the time ACTrqC_tiDelQOn_C. Depending on the sluggishness of the compressor
clutch and of the engine torque build-up, this correction time can also be negative. This means it can be
activated prior to the A/C compressor input. To ensure switch-on of the compressor without jerking, the
overall time interval must at least span the air system sluggishness (lead demand).
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Veh-BdInt-AC-ACCtl-ACTrqC A/C compressor precontrol and torque correction DS-CV/EET
Figure 255 : Time chart - activation of A/C compressor
A C C tl_ tiS w tO n L o c k
A C T rq C _ trq L e a d
a c trq c _ a c trq c o rr_ 2 .d s f

A C T r q C _ tiD e lQ O n _ C A C T r q C _ tiD e lQ O ff_ C
ACCDstM_nSwtDbVealACt l_tiStOwnLokcACTrqCtiD_elQACOf_rqCTC_tiDelQOn_CACTrqC_trqDesACTrqC_trqLead
Monitoring Feedforward of the torque demand is disabled if an error path of the component driver ACCD is active
(Fid_ACTrqC_mp) or if the switch-on of the compressor is disabled (indicated by ACCtl_nMin = 0).
Substitute function In case of an EEPROM reading error the default value ACTrqC_rAdjValDef_C is used for the adjustment
value ACTrqC_rAdjVal_mp.
ECU initialization Set all values to '0'
Output values ACTrqC_trqDes: desired torque of AC Nm <SWORD>

ACTrqC_trqLead: lead torque of AC Nm <SWORD>
Input values ACCD_stMnSwtDebVal: debounced air conditioning main switch - <UBYTE>

ACCtl_nMin: low idle speed demand for AC compressor rpm <SWORD>
ACCtl_tiSwtOnLock: Delay time for switch on lock ms <UWORD>
Measuring points ACTrqC_stOrd_mp: switch on correction for ACTrqc_trqDes - True if no error in ACCD and AC
not locked and ACCD_stDigOutl = True - <UBYTE>
ACTrqC_tiDelTrq_mp: delay of torque demand after main switch switched on ms <UWORD>
ACTrqC_rAdjVal_mp: adjustment value for calculation of AC torque demand - <SWORD>
Fid_ACTrqC_mp: FID for validation of activated AC for AC torque correction - <UBYTE>
Application parameters ACTrqC_tiDelQOff_C: delay for vanishing torque desire of the air conditioner
compressor<value>
ACTrqC_tiDelQOn_C: time correction of the time delay of desired momentum of the air
conditioner compressor<value>
ACTrqC_trqACStat_C: static torque of air conditioner compressor<value>
ACTrqC_rAdjValMax_C: maximum adjustment value for demand of AC<value>
ACTrqC_rAdjValMin_C: minimum adjustment value for demand of AC<value>
ACTrqC_rAdjValDef_C: default adjustment value for demand of AC<value>
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DS-CV/EET Interface to A/C compressor Veh-BdInt-AC-ACCD
3.4.1.2 Interface to A/C compressor (ACCD)

CARROTNICSt- ructureV:h-BdInt-AC-ACD
Overview of the component A/C component driver

The component contains:
• A/C main switch
• A/C compressor control
Structure of the component The component has no further subcomponents.
Subfunctions See “Air conditioning main switch (ACCD_MNSwt)” on page 262.

See “Air conditioning compressor control (ACCD_Cmpr)” on page 264.
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Veh-BdInt-AC-ACCD Air conditioning main switch DS-CV/EET
Air conditioning main switch (ACCD_MNSwt)

CARTRONIC-Strutucre:Veh-BdInt-AC-ACCD
Functional overview The function acquires and debounces the raw value of the A/C compressor main switch and determines
whether air conditioning is installed in the vehicle.
Status A/C main switch = f(Raw value of the A/C compressor main switch,
A/C state via CAN,
Switch signal source)
Figure 256 : A/C compressor switch - overview
A C C D _ s tM n S w tR a w V a l
F rm M n g _ s tA C A C C D _ s tM n S w tD e b V a l
A ir c o n d itio n in g
A C C D _ s w tS ig M n S w t m a in s w itc h A C C D _ s tA C P re s e n t
S ig T s t_ s tA C C D M n S w t
a c c d _ 1 0 0 .d s f
ACCDstA_CPrestAnCD_stMnwtSDebalVACCD_stMnSwtRawACaVCD_l swtSigMnSwtFrmMng_stAC
Functional description The raw value of the A/C compressor main switch input signal ACCD_stMnSwtRawVal is time-debounced and
made available for the overall system as ACCD_stMnSwtDebVal. The debouncing time constant can be set
separately for positive edge change ACCD_tiMnSwtDebPos_C and negative edge change
ACCD_tiMnSwtDebNeg_C.
CAN Interface: Depending on the software switch ACCD_swtSigMnSwt, information from the A/C switch is processed either
via CAN or via the hardware digital input.
If ACCD_swtSigMnSwt = SWT_SIG_CAN, the state of the A/C main switch is received by CAN message
FrmMng_stAC.
Table 113: FrmMng_stAC bit coding:
FrmMng_stAC Description Result if set
Bit 0 A/C main switch (1==switch on) ACCD_stMnSwtDebVal = FrmMng_stAC:0
Bit 1 Information is not plausible DSM error debouncing of the NPL type is carried
out. Error path: Dfp_ACCDSwtin
Bit 2 Message downtime DSM error debouncing of the SIG type is carried
out. Error path: Dfp_ACCDSwtin
Message ACCD_stACPresent = TRUE if ACCD_stMnSwtDebVal ==TRUE .AND. (No error bit set in
Dfp_ACCDSwtin_mp). Otherwise ACCD_stACPresent = ACCD_stDflVal_C
If ACCD_stACPresent = ACCD_stDflVal_C, normal operation is carried out using digital inputs. In doing so,
the message in the table above is changed.
Provision of the information „air condition present If within a driving cycle (ECU off -> on -> off) the program detects that the A/C compressor main switch has
in vehicle (Y/N)” been activated (main switch off -> on), the „air condition present in the vehicle” data ACCD_stACPresent is
provided for the overall system. This data is regenerated during each driving cycle and is available until the
main relay is released. This data is used for masking out functions and monitoring processes which must not
be carried out in vehicles without air conditioning.
Examples: A/C compressor output stage monitoring, signal range monitoring, A/C compressor pressure
sensor, A/C compressor disturbance compensation.
Selection of hardware pins The digital inputs can be selected using the application parameter ACCD_numDioIn_C. This should only be
done after consultation of a developer.
Remote control If a request for remote control is present (tester demand active = 1), the normal request
ACCD_stMnSwtDebVal is directly set by the diagnostic tester (SigTst_stACCDMnSwt).
If a request for remote control is not present (tester demand active = 0), the diagnostic tester can query the
currently set value.
Monitoring
Error paths
Dfp-table 18: Dfp_ACCDSwtin_mp.SIG
Defect detection If the A/C signal is not received via CAN before the timeout, i.e. if bit no.2
(FRMMNG_STAC_TIMEOUT_BP) is set in the CAN message FrmMng_stAC.
Substitute ACCD_stACPresent Is set to the default value ACCD_stDflVal_C
function
Test condition, Continuously corresponding to the time interval set. Monitoring is only carried out if the signal is
test frequency expected via CAN (ACCD_swtSigMnSwtVal_C = 1).
Label defect Time to defect ACCD_DebSigDef_C
detection
Label healing Time to OK ACCD_DebSigOk_C
Dfp-table 19: Dfp_ACCDSwtin_mp.NPL

Defect detection If the A/C signal received via CAN is not plausible until occurring of the timeout, i.e. if bit no.1
(FRMMNG_STAC_NPL_BP) is set in the CAN message FrmMng_stAC.
Substitute ACCD_stACPresent Is set to the default value ACCD_stDflVal_C
function
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DS-CV/EET Air conditioning main switch Veh-BdInt-AC-ACCD
Test condition, Continuously corresponding to the time interval set. Monitoring is only carried out if the signal is
test frequency expected via CAN (ACCD_swtSigMnSwtVal_C = 1).
Label defect Time to defect ACCD_DebNplDef_C
detection.
Label healing Time to OK ACCD_DebNplOK_C
ECU initialization • Debounced A/C main switch „shut off” (ACCD_stMnSwtDebVal == 0)

• Raw value of A/C compressor main switch ACCD_stMnSwtRawVal is initialized with the substitute value
ACCD_stDflVal_C.
• No air condition present in vehicle (ACCD_stACPresent == 0)
• At initialization, the software switch value message becomes ACCD_swtSigMnSwt =
ACCD_swtSigMnSwtVal_C.
Output values ACCD_stMnSwtDebVal: debounced air conditioning main switch - <UBYTE>

ACCD_stACPresent: AC is present in the vehicle - <UBYTE>
Input values ACCD_stMnSwtRawVal: raw value of status from air conditioning compressor main switch -
<UBYTE>
FrmMng_stAC: AC state via CAN - <UWORD>
ACCD_swtSigMnSwt: Switch for signal source DIO/CAN - <UBYTE>
Measuring points ACCD_stMnSwtLogVal_mp: AC main switch undebounced value - <UBYTE>
Application parameters ACCD_tiMnSwtDebPos_C: debounce time for positive edge of main AC switch<value>
ACCD_tiMnSwtDebNeg_C: debounce time for negative edge of main AC switch<value>
ACCD_stMnSwtInvIn_C: Main AC switch invert information<value>
ACCD_DebSigDef_C: debounce time (error) for CAN signal defect<value>
ACCD_DebSigOk_C: debounce time (healing) for CAN singal defect<value>
ACCD_DebNplDef_C: Defect debounce time for Non-Plausible CAN Msg. error.<value>
ACCD_DebNplOK_C: Intact debounce time for CAN Msg. Non-Plausible error.<value>
ACCD_swtSigMnSwtVal_C: Signal A/C main switch via digital input (0) or CAN (1)<value>
ACCD_stDflVal_C: Default value for AC present, in case of DSM errors.<value>
ACCD_numDioIn_C: application parameter for AC main switch<value>
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Veh-BdInt-AC-ACCD Air conditioning compressor control DS-CV/EET
Air conditioning compressor control (ACCD_Cmpr)

CARTRONIC-Strutucre:Veh-BdInt-AC-ACCD
Functional overview The A/C compressor control routes the A/C compressor control signal to the digital power stage output. The
power stage is monitored. An error such as short-circuit, open circuit or excess temperature, occurring at the
power stage output is reported.
Hardware signal of the power stage = f(Shut-off conditions of the A/C compressor,
Control unit status)
Figure 257 : A/C compressor control - overview
A C P o w e r s ta g e h a r d w a r e s ig n a l
C o E n g _ s tP w rS tg E n a C o n d p o w e rs ta g e
c o n tro l
ACCtl_stLogicOuCot Eng_stPwrtgESnaCnod
Functional description The function routes the control signal for the A/C compressor (ACCtl_stLogicOut) to the power stage.
The errors short circuit to UBatt and excess temperature are only detected if the power stage is energized.
However, the errors short-circuit to ground and open circuit are only detected if the power stage is not
energized (see “Air conditioning compressor control (ACCD_Cmpr)” on page 264).
The same applies to healing. The error path Dfp_ACCDCmpr_mp is set if an error is present.
Figure 258 : Flowchart AC Compressor
A C C D _ s tP w rS tg A c tv _ C
P
B it
A n d
A C C D _ s tP w r S tg D ia _ C B it
A n d
P
A C C o m p re s s o r T e s te r D e m a n d
e r r o r h a n d lin g
S ig T s t_ A C
te s t im p u ls e A C C D _ s tD ig O u t_ m p
(fro m T e s te r)
0 .0
S ig T s t_ A C
(to T e s te r)
a c c d _ c m p r_ 2 .d s f
ACCDstP_wrStgAtvc_CAC_sDDigt Outmp_CongE_stPrSwtgEnaCndoACtl_CstLogicOutACD_stPwStr gDia_C
Function shut-off response of the power stage/power stage diagnostics

The shut-off response of the power stage error diagnosis can be defined by the characteristic value
ACCD_stPwrStgDia_C. The shut-off response of the power stage is defined by the characteristic value
ACCD_stPwrStgActv_C. Both characteristic values contain information on whether the power stage (power
stage diagnosis) is to be shut-off for certain vehicle states. The assignment between vehicle state and flag is
described in see “Power stage coordinator (CoEng_PwrStgStateCalc)” on page 493.
Selection of hardware pins Two power stages connected in parallel are used for the AC compressor control. The digital outputs and their
diagnostics can be selected using the application parameters ACCD_numDioOut_C and ACCD_numDia_C &
ACCD_numDia2_C respectively. This should only be done after consultation of a developer.
Actuator test If a request for an actuator test is present (AC Compressor Tester Demand == TRUE), the value for actuator
control of the AC compressor is directly set by the diagnostic tester SigTst_AC. This value is transmitted
(identical to the normal value) to the actuator via error handling.
If the actuator test is inactive, the diagnostic tester can query the current actuator value from the program
software.
Monitoring The diagnosis is performed for the 4 possible error types:

1. Short-circuit to UBatt (KSUB)
2. Short-circuit to ground (KSM)
3. Open circuit (LA):
4. Excess temperature (UT short-circuit to UBatt)
Error paths
Dfp-table 20: Dfp_ACCDCmpr_mp.MAX
Defect detection The power stage hardware reports the error "short circuit to battery".
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Healing The powerstage is automatically switched off in case of short circuit to battery. In order to detect
the healing, the powerstage needs to be switched on again.
SPI controllable powerstages (CJ940/5, TLE6232): If SPI controllable powerstage is used for
the ACCD ( indicated by ACCD_stSPICtl_C = 1), test impulses are sent every
ACCD_tiBtwTst_C to switch on the powerstage. The number of such test impulses can be
restricted to a maximum of ACCD_ctPwrStgOnMax_C per driving cycle. Once this maximum
number of test impulses have elapsed, no healing is possible in the current driving cycle.
Note1 : If no restriction is needed for the number of test impulses, then
ACCD_ctPwrStgOnMax_C has to be applicated to 0xFFFF.
Note2 : The first instance of no error will be detected in software after a minimum time of 0 ms to
a maximum time of ACCD_tiBtwTst_C ms. It should be noted that after error detection, the error
condition is checked only every ACCD_tiBtwTst_C.
Non SPI powerstages (CY310, CY315, CJ12X etc): If non SPI powerstage is used for the ACCD
( indicated by ACCD_stSPICtl_C = 0), the powerstage is swiched on through input for
ACCD_tiPwrStgOn_C ms every ACCD_tiBtwTst_C ms. The number of such switch on can be
restricted to a maximum of ACCD_ctPwrStgOnMax_C per driving cycle. Once this maximum
number of switch on have elapsed, no healing is possible in the current driving cycle.
Note1 : If no restriction is needed for the number of switch on, then ACCD_ctPwrStgOnMax_C
has to be applicated to 0xFFFF.
Note2 : A no error will be detected in software after a minimum time of 0 ms to a maximum time
of ACCD_tiBtwTst_C ms. It should be noted that after error detection, the error condition is
checked only every ACCD_tiBtwTst_C.
Monitoring is shut-off if one of the common bits is set in the message CoEng_stPwrStgEnaCond
as well as in the application label for deactivation of the power stage diagnosis
ACCD_stPwrStgDia_C.
Substitute None.
function
Test condition, Continuously corresponding to the time interval set. This error can only be detected if the power
test frequency stage is energized. Monitoring is shut-off if one of the common bits is set in the message
CoEng_stPwrStgEnaCond as well as in the application label for deactivation of the power stage
diagnosis ACCD_stPwrStgDia_C.
Label defect Time to defect ACCD_DebShortCircBatDef_C
detection
Label healing Time to OK ACCD_DebShortCircBatOk_C
Dfp-table 21: Dfp_ACCDCmpr_mp.MIN

Defect detection The power stage hardware reports the error "short circuit to ground".
Substitute None
function
Test condition, Continuously as in the scheduled time interval This error can only be detected if the power stage
test frequency is not actuated. Monitoring is shut-off if one of the common bits is set in the message
Label defect Time to defect ACCD_DebShortCircGndDef_C
detection
Label healing Time to OK ACCD_DebShortCircGndOk_C
Dfp-table 22: Dfp_ACCDCmpr_mp.SIG

Defect The power stage hardware reports the error "no load".
detection
Substitute None
function
Test condition, Continuously as in the scheduled time interval This error can only be detected if the power stage is
test frequency not actuated. Monitoring is shut-off if one of the common bits is set in the message
Label defect Time to defect ACCD_DebNoLoadDef_C
detection
Label healing Time to OK ACCD_DebNoLoadOk_C
Dfp-table 23: Dfp_ACCDCmpr_mp.NPL

Defect The power stage hardware reports the error "excess temperature".
detection
Substitute None
function
Test condition, Continuously as in the scheduled time interval This error can only be detected if the power stage is
test frequency energized. Monitoring is shut-off if one of the common bits is set in the message
Label defect Time to defect ACCD_DebExcTempDef_C
detection
Label healing Time to OK ACCD_DebExcTempOk_C
Substitute function This is described in “Standard digital output (DioOutCD)” on page 2414.
ECU initialization This is described in “Standard digital output (DioOutCD)” on page 2414.
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Output values
Input values ACCtl_stLogicOut: AC compressor control output - <UBYTE>

CoEng_stPwrStgEnaCond: control unit status relevant to power stage deactivation/error
diagnosis - <UBYTE>
Measuring points Dfp_ACCDCmpr_mp: Measurement point for fault path Dfp_ACCDCmpr - <UWORD>
ACCD_stDigOut_mp: AC control signal - <UBYTE>
Application parameters ACCD_DebShortCircBatDef_C: Defect time for SHORT_CIRC_BAT error<value>

ACCD_DebShortCircBatOk_C: Healing time for SHORT_CIRC_BAT error<value>
ACCD_DebShortCircGndDef_C: Defect time for SHORT_CIRC_GND error<value>
ACCD_DebShortCircGndOk_C: Healing time for SHORT_CIRC_GND error<value>
ACCD_DebNoLoadDef_C: Defect time for NO_LOAD error<value>
ACCD_DebNoLoadOk_C: Healing time for NO_LOAD error<value>
ACCD_DebExcTempDef_C: Defect time for EXC_TEMP error<value>
ACCD_DebExcTempOk_C: Healing time for EXC_TEMP error<value>
ACCD_stDigInvOut_C: AC digital output invert information<value>
ACCD_stPwrStgActv_C: specification of deactivation behaviour of the power stage<value>
ACCD_stPwrStgDia_C: specification of diagnostics deactivation behaviour of the power
stage<value>
ACCD_numDioOut_C: application parameter for AC compressor signal<value>
ACCD_numDia_C: application parameter for AC compressor diagnostic signal<value>
ACCD_numDia2_C: Parameter for pin selection of hardware diagnosis for power stage 2<value>
ACCD_stDigInvOut_C: AC digital output invert information<value>
ACCD_stPwrStgActv_C: specification of deactivation behaviour of the power stage<value>
ACCD_stPwrStgDia_C: specification of diagnostics deactivation behaviour of the power
stage<value>
ACCD_stSPICtl_C: Parameter to indicate the type of powerstage used ( 1 = SPI controllable
powerstage, 0 = Non SPI powerstage )<value>
ACCD_tiBtwTst_C: time period of test in the case of an error<value>
ACCD_tiPwrStgOn_C: Time for which the powerstage is switched on in case of non SPI
powerstage<value>
ACCD_ctPwrStgOnMax_C: Maximum number of powerstage switch on per driving cycle in case of
SCB or excess temperature<value>
Application instructions • ACCD_stSPICtl_C indicates whether SPI controllable or non SPI powerstage is used to drive the actuator.
The value should be applicated as 1 if SPI powerstage is used and 0 if non SPI powerstage is used.
• ACCD_ctPwrStgOnMax_C indicates the number of times the powerstage can be switched on per driving
cycle in case of short circuit to battery and excess temperature errors. For SPI controllable powerstages
this corresponds to the number of testimpulses that can be sent per driving cycle and for non SPI
powerstages, it corresponds to the number of times the powerstage can be switched on. It should be
noted that no healing of short circuit to battery and excess temperature errors is possible after the counter
has elapsed. This value is common for both short circit to battery and excess temperature. If no restriction
is needed, then it has to be applicated as 0xFFFF. With this value the error can be healed any time.
• ACCD_tiBtwTst_C indicates the time interval between the switch on of powerstage in case of short circuit
to battery and excess temperature errors. In case of SPI controllable powerstages this corresponds to the
interval in which test impulses are sent. Sending testimpulses very frequently can load the SPI bus. In
case of non SPI powerstages this corresponds to switch on frequency. Switching on of powerstages very
frequently can reduce the life of the powerstage.
• ACCD_tiPwrStgOn_C indicates the time for which the powerstage will be on in case of non SPI
powerstages. It should be noted that the minimum possible time is the scheduling time of the process.
Recommended value is 20ms.
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DS-CV/EET Add-on heater Veh-BdInt-AC-AOHt
3.4.1.3 Add-on heater (AOHt)

CARROTNICSt- ructureV:h-BdInt-AC-AOHt
Structure of the component The AOHt component consists of the following partial components:
Figure 259 : Partial components
A O H t A O H tC D
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Veh-BdInt-AC-AOHt Add-on heater logic DS-CV/EET
Add-on heater logic (AOHt_Logic)

CARTRONIC-Strutucre:Veh-BdInt-AC-AOHt
Functional overview This function is only a dummy for project-specific extensions. It makes the values available to the add-on
heater logic. The output values are temporarily initialized with zero.
Functional description No functioning.
ECU initialization Setting the output values to zero.
Output values AOHt_stHt1Out: output heater 1 - <UBYTE>

AOHt_stHt2Out: output heater 2 - <UBYTE>
AOHt_nMin: minimum setpoint idle speed by add on heater rpm <SWORD>
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DS-CV/EET Display Veh-BdInt-Dspl
3.4.2 Display (Dspl)

Function group: Hardware signal display
CARROTNICSt- ructureV:h-BdInt-Dspl

Display The Dspl component provides all information relevant to the status of the display instruments such as board
computer, telltales, tachometer, etc. and provides the interface for instrument actuation.
Structure of the component The component consists of the following sub-components:

Figure 260 : Dspl sub-components
C S L p C D
D s p l E rL p C D
C o D s p l
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3.4.2.1 Display co-ordinator (CoDspl)

CARTRONIC-Strutucre:Veh-BdInt-Dspl-CoDpls
Overview of the component Co-ordinating the indicator lamps
Structure of the component The component has no further sub-components.
Subfunctions See “Diagnostic blink code output over the error lamp (CoDspl_ErrLmpBlkDia)” on page 271.
See “Error Lamp Co-ordinator (CoDspl_CoErLp)” on page 274.
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Diagnostic blink code output over the error lamp (CoDspl_ErrLmpBlkDia)

CARROTNICSt- ructureV:h-BdInt-Dspl-CoDspl
Functional overview When requested by the diagnostic button, the blink codes of the error paths entered in the error memory are
output over the error lamp.
Functional description To diagnose current or saved errors without a special test procedure, these errors can be output over the
diagnostic lamp as sequential blink codes on demand. The output data can not distinguish whether the error
displayed is current or only stored in the memory. This information is only available over the diagnostic
interface.
Error output is started as soon as the diagnostic button is released. If the diagnostic button is pressed during
the blink code output, output of the current error code is interrupted and displayed after the next error code
is released. Each time the diagnostic button is pressed and released, an error code is output. Errors are
output in the sequence in which they have been entered in the error memory. After outputting the last error
entered, the system starts again with the first error.
Blink code output is possible in every engine or vehicle operation state.
The blink code
Table 114: Software switch CoDspl_swtBlkCodeOutHex_C
Value Meaning
0 Decimal blink code output
1 Hexadecimal blink code output
For output over the diagnostic lamp, a blink code of 2 or 3 numbers (n=0..2 positions ), which is applicable
to each error path, is used (DSM_BlkDfp_xxxxx_C), see “Application parameters per error path” on page
2285. The software switch CoDspl_swtBlkCodeOutHex_C decides whether the numbers can accept values
between 1 and 9 or 1 and 15 (0xF). The decision to issue a 2 or 3-digit blink code is made directly by the
number of blinks applied. For a decimal blink code output, blinking is done in 2 digits between 11 (decimals)
and 99 (decimals). Between 111 (decimals) and 999 (decimals), the blink code is output in 3 digits. For a
hexadecimal blink code output, blinking is done in 2 digits between 0x11 (hexadecimal) and 0xFF
(hexadecimal). Between 0x111 (hexadecimals) and 0xFFF (hexadecimals), the blink code is output in 3
digits.
Figure 261 : 3-digit blink code
D ia g n o s is
c o d s p l_ e r r lm p b lk d ia _ 1 .d s f
la m p
o n
o ff
P u ls e P u ls e tim e
fir s t p o s itio n la s t p o s itio n
C o D s p l_ tiE r r L m p B lk D ia E n d _ C
C o D s p l_ tiE r r L m p B lk D ia O ff_ C [0 ] C o D s p l_ tiE r r L m p B lk D ia O ff_ C [2 ]

C o D s p l_ tiE r r L m p B lk D ia O n _ C [0 ] C o D s p l_ tiE r r L m p B lk D ia O n _ C [2 ]
C o D s p l_ tiE r r L m p B lk D ia P s e _ C [0 ] C o D s p l_ tiE r r L m p B lk D ia P s e _ C [2 ]
R e le a s e th e d ia g n o s is r e q u e s t s w itc h
The position order for the blink code currently to be transmitted is loaded from the data set and is written in
CoDspl_BlkCode_mp. The admissible range for the second and third digits is between 1 and 9 for a decimal
blink code output or between 0x1 and 0xF for a hexadecimal blink code. The admissible range for the first
digit is between 0 and 9 for a decimal blink code output or between 0x0 and 0xF for a hexadecimal blink code.
If the blink code has a 0 in the second or third digit, in each case a 1 will be blinked.
For each position in the blink code, the ON times CoDspl_tiErrLmpBlkDiaOn_C, the OFF times
CoDspl_tiErrLmpBlkDiaOff_C and the pause times CoDspl_tiErrLmpBlkDiaPse_C can be applied
separately.
The digits of the blink code are converted to blink pulses, i.e., the lamp is switched on during the
CoDspl_tiErrLmpBlkDiaOn_C time and switched off during the CoDspl_tiErrLmpBlkDiaOff_C time as
often as the respective digit is displayed. The counters for the respective blink code position
(CoDspl_ctErrLmpBlkPos_mp) and the current blink code pulse (CoDspl_ctErrLmpBlkPls_mp) are
incremented according to the output of the blink code.
After a digit of the blink code has been output, the lamp remains off during the
CoDspl_tiErrLmpBlkDiaPse_C time. After the last digit of a blink code has been output, the lamp remains
off during the CoDspl_tiErrLmpBlkDiaEnd_C time.
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Figure 262 : Diagnostic lamp state machine during blink code output (CoDspl_stErrLmpDia)
C O D S P L _ E R R L M P D IA _ B T N P R E S S E D C O D S P L _ E R R L M P D IA _ N O R E Q
(5 ) 1 (0 ) 0
c o d s p l_ e r r lm p b lk d ia _ 2 .d s f
e r r o r la m p O N
w h ile b u tto n n o e r r o r la m p
p re s s e d 2 in te r v e n tio n
3 1 3
1 2
4
C O D S P L _ E R R L M P D IA _ P A U S E C O D S P L _ E R R L M P D IA _ E N D
(1 0 ) (4 0 )
e r r o r la m p O F F 6
e r r o r la m p O F F
d u r in g b lin k a fte r b lin k in g
p a u s e 1 0
5 1 1
(2 0 ) 8 (3 0 )
e r r o r la m p O N e r r o r la m p O F F
d u r in g b lin k in g d u r in g b lin k in g
7
C O D S P L _ E R R L M P D IA _ O N C O D S P L _ E R R L M P D IA _ O F F
Table 115: Description of the states (CoDspl_stErrLmpDia)

State Definition Description
0 CODSPL_ERRLMPDIA_NOREQ No lamp request
This state is adopted after initialization. No access to the error lamp
occurs (CoDspl_stErrLmpIntv_mp = FALSE).
This state is active if no blink code is output and the diagnostic button
is not pressed.
5 CODSPL_ERRLMPDIA_BTNPRESSED Lamp ON when diagnostic button pressed
This state is adopted when the diagnostic button is pressed.
Access to the error lamp occurs (CoDspl_stErrLmpIntv_mp =
TRUE). The lamp is on ( CoDspl_stErrLmpOut_mp = TRUE).
10 CODSPL_ERRLMPDIA_PAUSE Pause
This state is adopted before each output of a position.
TRUE). The lamp is out (CoDspl_stErrLmpOut_mp = FALSE).
20 CODSPL_ERRLMPDIA_ON Lamp on during pulse output
This state is adopted for each output of a pulse.
TRUE). The lamp is on (CoDspl_stErrLmpOut_mp = TRUE).
30 CODSPL_ERRLMPDIA_OFF Lamp off after pulse output
This state is adopted after each output of a pulse.
40 CODSPL_ERRLMPDIA_END End of blink code
This state is adopted after output of the last position.
Table 116: Description of the state transitions

Number of Conditions Actions
the state
transition
0 During initialization
1 Diagnostic button pressed (DReqCD_stDebVal =
TRUE).
2 No entry in the error memory with blink code <> 0 was
confirmed when the diagnostic button
(DReqCD_stDebVal = TRUE) was pressed. State
transition when diagnostic button is released.
3 At least one entry in the error memory with blink code The position counter
<> 0 was confirmed when the diagnostic button (CoDspl_ctErrLmpBlkPos_mp) is
(DReqCD_stDebVal = TRUE) was pressed. State initialized with 1 for a blink code of <100
transition when diagnostic button is released. (decimal) or <0x100 (hexadecimal),
otherwise with 0.
TRUE).
5 The pause time CoDspl_tiErrLmpBlkDiaPse_C Initialization of the pulse counter
for the respective position has expired. (CoDspl_ctErrLmpBlkPls_mp = 1)
TRUE).
7 The ON time CoDspl_tiErrLmpBlkDiaOn_C for
the respective pulse of the respective position has
expired.
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Number of Conditions Actions

the state
transition
8 The OFF time CoDspl_tiErrLmpBlkDiaOff_C for Incrementation of the pulse counter
the respective pulse of the respective position has (CoDspl_ctErrLmpBlkPls_mp
expired and the pulse counter
CoDspl_ctErrLmpBlkPls_mp has not yet reached
the pulse number of the respective position.
9 The OFF time CoDspl_tiErrLmpBlkDiaOff_C for Incrementation of the position counter
the respective pulse of the respective position has CoDspl_ctErrLmpBlkPos_mp
CoDspl_ctErrLmpBlkPls_mp has reached the
pulse number of the respective position and the
position counter CoDspl_ctErrLmpBlkPos_mp has
not yet reached 2.
TRUE).
11 The OFF time CoDspl_tiErrLmpBlkDiaOff_C for
the respective pulse of the respective position has
CoDspl_ctErrLmpBlkPls_mp has reached the
pulse number of the third position and the position
counter CoDspl_ctErrLmpBlkPos_mp has reached

2.
TRUE).
13 The end time CoDspl_tiErrLmpBlkDiaEnd_C has
expired (DReqCD_stDebVal = TRUE).
The Error lamp status (ON/OFF) CoDspl_stErrLmpOut_mp and Intervention status (TRUE/FALSE)
CoDspl_stErrLmpIntv_mp are assembled in the output message CoDspl_stDiaBlkIntv and sent to the
Error lamp co-ordinator (CoErLp), which prioitises the DBC request along with the Immobilizer’s request.
Finally the CoErLp accesses the Error lamp component driver with the Error lamp status and Intervention
status of the active request (Either IMMO or DBC)
ECU initialization The state variable of the state machine CoDspl_stErrLmpDia is initialized with
CODSPL_ERRLMPDIA_NOREQ (0).
Output values CoDspl_stErrLmpDia: Actual state of error lamp in state machine - <UBYTE>
CoDspl_stDiaBlkIntv: Error lamp request from DBC to CoErLp (Error lamp co-ordinator) -
<UBYTE>
Input values DReqCD_stDebVal: diagnosis request button, debounced value - <UBYTE>
Measuring points CoDspl_BlkCode_mp: Actual flashing code - <UWORD>

CoDspl_ctErrLmpBlkPls_mp: Pulse counter - <UBYTE>
CoDspl_ctErrLmpBlkPos_mp: Position counter - <UBYTE>
CoDspl_stErrLmpIntv_mp: Intervention into the lamp state is active - <UBYTE>
CoDspl_stErrLmpOut_mp: Error lamp on/off - <SWORD>
Application parameters CoDspl_swtBlkCodeOutHex_C: Switch, decimal or hexadecimal blink code output<value>

CoDspl_tiErrLmpBlkDiaEnd_C: Duration of error lamp being switched off after output of the
last position<value>
CoDspl_tiErrLmpBlkDiaOff_C: Durations of error lamp being switched off after output of a
pulse of the respective position<value_block>
CoDspl_tiErrLmpBlkDiaOn_C: Durations of error lamp being switched on during output of a
pulse of the respective position<value_block>
CoDspl_tiErrLmpBlkDiaPse_C: Durations of error lamp being switched off before output of
the respective position<value_block>
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Error Lamp Co-ordinator (CoDspl_CoErLp)

Functional overview The error lamp co-ordinator is an interface module which receives requests from the DBC (Diagnostic Blink
Code) and Immobilizer for accessing the diagnostic lamp. The error lamp co-ordinator prioritises these two
requests and converts them into a function call to signals accessing the Error lamp component driver.
Figure 263 : Overview of Error lamp co-ordinator
C o D s p l_ s tD ia B lk In tv
C o D s p l_ s tC o E r L p
P r io r itiz a tio n
Im m C tl_ s tE r r L m p R e q
CoDspl_stDiaBlkntvI ImCtl_stErLmpRqCeDsol_pstCorLEp
Functional description The error lamp co-ordinator receives error lamp request from Immobilizer in the form of message
ImmCtl_stErrLmpReq and from the Diagnostic blink code in the form of message CoDspl_stDiaBlkIntv.
These two messages are 8 bit bit-coded as explained below
Input from DBC
Table 117: Description of bits in the message CoDspl_stDiaBlkIntv
Bit position (1-8) Value Description
7 0 (Reserved for future extension)
4 0/1 Error lamp intervention request from DBC
0: No intervention request
1: Intervention request
0 0/1 Error lamp ON / OFF status as requested by DBC
0: Error lamp OFF
1: Error lamp ON
Input from Immobilizer

Table 118: Description of bits in the message ImmCtl_stErrLmpReq
4 0/1 Error lamp intervention request from Immo
0: No intervention request
1: Intervention request
0 0/1 Error lamp ON / OFF status as requested by Immo
0: Error lamp OFF
1: Error lamp ON
Prioritization of requests The error lamp co-ordinator checks the intervention bit of both the messages to determine whether there are
any requests from the Immobilizer or DBC. Depending on the source of request, it makes a function call to
the Error lamp component driver with the intervention status and the error lamp status of the corresponding
source (Immo/DBC). If there are concurrent requests (Intervention bit set in both the messages) from both
Immobilizer and DBC, the error lamp co-ordinator gives higher priority to the Immobilizer and the DBC
request is turned down. This is because at this stage Immobilizer is more critical and the primary intention is
to release fuel to start the vehicle. Immo request is serviced by the co-ordinator through the Error lamp
component driver.
Depending on the control (Immo or DBC) the error lamp co-ordinator sends the message CoDspl_stCoErLp
whose contents are as follows
Output from CoErLp
Table 119: Description of bits in the message CoDspl_stCoErLp
7 0/1 Set in case of errors like power stage failure (future extension)
0: No error
1: Error
6 0/1 Set during lamp test (future extension)
0: Lamp test inactive
1: Lamp test active
1 0/1 Set if IMMO has control
0 0/1 Set if DBC has control
The CoDspl_stCoErLp will have the value 0x02 if Immo has control and 0x01 if DBC has control
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Depending on the control the error lamp intervention status and error lamp status is conveyed to the Error
lamp component driver using the function signals_SetTstVal
Hint: In order for the error code/Immo request to be output any time, SigTst_SYSLAMPEn_C = 0 must be applied.
ECU initialization The error lamp co-ordinator status CoDspl_stCoErLp is initialized with CODSPL_COERLP_NOREQ (0h).
Output values CoDspl_stCoErLp: State of the error lamp coordinator - <UBYTE>
Input values CoDspl_stDiaBlkIntv: Error lamp request from DBC to CoErLp (Error lamp co-ordinator) -
<UBYTE>
ImmCtl_stErrLmpReq: Request to error lamp coordinator - <UBYTE>
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OBD monitoring shut off (CoDspl_OBDMonCond)

Functional overview This function is used to shut off the OBD (On Board Diagnostic) monitoring when the conditions mentioned
below are fulfilled.
The function handles the recognized shut off conditions, displayed in CoDspl_stOBDMonCond. For the output
message CoDspl_stOBDMon these conditions are selected via a logic and used for the OBD monitoring shut
off.
For shutting off the OBD monitoring, the message CoDspl_stOBDMon is read by the DSM. There, the
processing of the entry debouncing (this is also referred to as "MIL-debouncing") is inhibitted. In the DSM
software, this entry debouncing is carried out by the so called FLC counter (one per fault entry). Specialized
triggers are provided (in the DSM) that can block the FLC counter (no decrement is carried out then) by the
bits set in CoDspl_stOBDMon. So it can be prevented that the MIL is switched on unintendedly in cases where
the monitoring functions might have problems (for example at high altitude).
Figure 264 : Recognition of monitoring shut off conditions

F id _ C o D s p l_ L im p H o m e _ m p .0
F r m M n g _ r D a s h D s p lF lL v l
T R U E b it p o s itio n
E G T _ s t
F A L S E
E IS G o v _ C u rrF u 0
E IS G O V _ N R F U _ V E S G O V C o D s p l_ r F lL v lL o _ C
P
1
E IS G o v _ C u rrF u
E IS G O V _ N R F U _ E X T IN T V 2
B it
F rm M n g _ s tP T O C o D s p l_ s tE G T M s k _ C A n d
P
0 0 3
>= 1 4
3 &
& 0
(n o t u s e d ) 5
4 &
0
(n o t u s e d )
6
1 3
F rm M n g _ s tP T O E n g a g e d = = 1 0 7
(n o t u s e d )
V S S C D _ v
C o D s p l_ v M a x P T O _ C
P
F id _ C o D s p l_ V e h S p d _ m p .0 C o D s p l_ s tO B D M o n C o n d
C T S C D _ tC ln t
C o D s p l_ tC ln tL o _ C
P
>= 1
C o D s p l_ tC ln tH i_ C
P
In d S y s _ tF ld >= 1 >= 1
C o D s p l_ tA ir _ m p
C o D s p l_ n u m T e m p A ir _ C
P
C o D s p l_ tA ir L o _ C
P c o d s p l_ o b d m o n c o n d _ 1 .d s f
C o D s p l_ tA ir H i_ C
P
A P S C D _ p V a l
C o D s p l_ p A P S L o _ C
P
The recognition of the conditions, which allows a shut off of the OBD monitoring, is displayed in the status
byte CoDspl_stOBDMonCond. The bits in CoDspl_stOBDMonCond are marking the individual conditions.
Limp Home active Limp home active means, that the vehicle is running in an emergency mode due to a severe system error.
That is a backup mode with the idea to bring the vehicle home instead of shutting it down completely. What
really happens in a
limp home mode is a matter of application. Usually that means a system degradation, that goes along with
pronounced restrictions concerning the high idle speed setpoint, the maximum torque limitation and of the
rail pressure (CRS systems only). To be independent of these restrictions, the Fid_CoDspl_LimpHome_mp is
used to control bit 0 of the message CoDspl_stOBDMonCond_mpCoDspl_stOBDMonCond. Here, all relevant
system failures for which the application foresees a system degradation that matches a limp home mode, can
be applicated to inhibit that Fid. (Bit 0 = 1: No fault, Bit 0 = 0 Fid is inhibited by a Dfp.
Fuel level low When the fuel level ratio FrmMng_rDashDsplFlLvl is lower than the threshold CoDspl_rFlLvlLo_C, then bit1
of CoDspl_stOBDMonCond CoDspl_stOBDMonCond_mpis set, indicating a low fuel level.
Regeneration of exhaust gas treatment active The status word EGT_st, which indicates the regeneration requests for exhaust gas after treatment devices,
is masked (via BIT-AND) by the bitmask CoDspl_stEGTMsk_C. If the result holds a value not equal to
0x00000000, bit 2 of CoDspl_stOBDMonCond_mpCoDspl_stOBDMonCond is set.
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Power Take Off (PTO) active An activation of a PTO can be requested from the ECU or from external devices via CAN in form of a constant
engine speed request. When the controlling state of the engine interval speed governor (EISGov),
EISGov_CurrFu is equal to EISGOV_NRFU_VESGOV (= 2 ), it indicates, that the ECU requests a constant
engine speed, which is controlled by the variable engine speed governor (VESGov). When the EISGov
controlling state EISGov_CurrFu is equal to EISGOV_NRFU_EXTINTV (= 3), it indicates, that an external
device is currently controlling the EISGov. In this condition, if the PTO is Engaged (
FrmMng_stPTOEngaged==1) and the mode of PTO does not indicate off (= 0), standby (= 3), remote standby
(= 4) and the current active mode is a valid PTO mode (<=13), then bit 3 of CoDspl_stOBDMonCond is set to
indicate a valid PTO request.
As an OBD shut off condition, PTO active is only possible, when the vehicle is not driving. So if any of the
two conditions above is fulfilled and at the same time, the vehicle speed VSSCD_v is below or equal
CoDspl_vMaxPTO_C (vehicle is considered as slow enough for "not driving") and the vehicle speed sensor is
not defective, what is displayed in Fid_CoDspl_VehSpd_mp.0, bit 3 of
CoDspl_stOBDMonCondCoDspl_stOBDMonCond_mp is set.
Vehicle operation outside normal conditions If any of the conditions, mentioned below is fulfilled, the vehicle is operated outside the normal operating
conditions. Bit 4 of CoDspl_stOBDMonCondCoDspl_stOBDMonCond_mp is set then.
• Coolant temperature CTSCD_tClnt < CoDspl_tClntLo_C OR CTSCD_tClnt > CoDspl_tClntHi_C
• Environmental temperature CoDspl_tAir_mp which is obtained from Induction temperature field
IndSys_tFld via calibration parameter CoDspl_numTempAir_C is less than CoDspl_tAirLo_C OR
Environmental temperature CoDspl_tAir_mp is greater than CoDspl_tAirHi_C. This ensures

environmental temperature CoDspl_tAir_mp not being within the prescribed limits.
• Atmospheric pressure APSCD_pVal < CoDspl_pAPSLo_C (indicates high altitude)
Conditions selection logic The OBD monitoring shut off is based on single bits that are set in CoDspl_stOBDMon. As that is a 1 byte
message, there are 8 shut off cases that can be independently considered. For each bit position in
CoDspl_stOBDMon, it can be individually calibrated which conditions, stated in CoDspl_stOBDMonCond, are
used for suppressing the OBD monitoring. This is done by calibrating the bit masks
CoDspl_stCondMskBitx_C , where x (x=0...7) stands for the bit position in CoDspl_stOBDMon that is adressed
(see figure 2). For example the mask CoDspl_stCondMskBit0_C selects which bits from
CoDspl_stOBDMonCond are setting bit0 in CoDspl_stOBDMon.
Figure 265 : OBD monitoring shut off, condition selection logic
C o D s p l_ s tO B D M o n C o n d
C o D s p l_ s tC o n d M s k B it0 _ C B it
A n d
S e tB it0
P
0 x 0 0
b it p o s itio n
S e tB it1
P
A n d
0
0 x 0 0
S e tB it2
1
A n d
P
0 x 0 0
2
A n d
S e tB it3
3
P
0 x 0 0
S e tB it4
P
A n d
4
0 x 0 0
S e tB it5
5
A n d
P
0 x 0 0
6
A n d
S e tB it6
P
0 x 0 0
7
S e tB it7 C o D s p l_ s tO B D M o n
A n d
P
0 x 0 0
c o d s p l_ o b d m o n c o n d _ 2 .d s f
New triggers for counter handling within FCM For disabling OBD monitoring under special conditions, 8 "driving cycle" based triggers, 8 "time quantum"
based triggers and 8 triggers based on the "FLC time based driving cycle" trigger are implemented. The
triggers are part of the DSM and can be used for the fault memory entry debouncing (calibration via
DSM_Class10TFlc_C...). They are described here in order to explain the interaction of this module with the
fault memory. The new triggers are clones of the respective trigger types but for the difference, that the
processing of each of the 8 clones can be suppressed by a different single bit in the message
CoDspl_stOBDMon. Bit x in CoDspl_stOBDMon (x= 0...7) inhibits the trigger with the index y = x+1 (y = 1...8).
Otherwise there is no difference to the types the triggers are derived from.
For shutting off the OBD monitoring, the processing of the entry debouncing (FLC counter) is inhibitted. With
the triggers described here, that FLC counter can be blocked by a bit set in CoDspl_stOBDMon.
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Hint: please note that it only makes sense to use the triggers described here for the FLC counter (calibration
via DSM_Class10TFlc_C...)
• Driving Cycle based triggers: stDCyOBDShOffy (y stands for the trigger number, y=1....8) specifies 8
triggers derived from type "driving cycle" that include the OBD monitoring suppression. The message
CoDspl_stOBDMon is used for inhibiting the trigger clones. The trigger with the index y responds to the
inhibit bit y - 1 from CoDspl_stOBDMon. For example the trigger stDCyOBDShOff1 is inhibitted when
CoDspl_stOBDMon.bit0 is TRUE.
When the corresponding bit in CoDspl_stOBDMon is FALSE, the triggers are handled in the same way as
the "driving cycle" trigger ( enabling is related to DSM_stCycles.bit2, see DSM documentation).
• Time Quantum based triggers: stTQOBDShOffy (y stands for the trigger number, y=1....8) specifies 8
triggers derived from type "time quantum" that include the OBD monitoring suppression. The message
CoDspl_stOBDMon is used for inhibiting the trigger clones. The trigger with the index y responds to the
inhibit bit y - 1 from CoDspl_stOBDMon. For example the trigger stTQOBDShOff1 is inhibitted when
CoDspl_stOBDMon.bit0 is TRUE
the "time quantum" trigger. That means the trigger is carried out contiuously after the time
DSM_ctFcmTrig_C * 200ms.
Indenpendantly of the inhibit condition, the FLC counter is immediately reset to its start value when the
corresponding fault heals.
• Triggers based on the "FLC time based driving cycle" trigger: stTQDCOBDShOffy (y stands for the trigger
number, y=1....8) specifies 8 triggers derived from type "FLC time based driving cycle" that include the
OBD monitoring suppression. The message CoDspl_stOBDMon is used for inhibiting the trigger clones.
The trigger with the index y responds to the inhibit bit y - 1 from CoDspl_stOBDMon. For example the trigger
stTQDCOBDShOff1 is inhibitted when CoDspl_stOBDMon.bit0 is TRUE.
the "FLC time based driving cycle" trigger.
Short description for the "FLC time based driving cycle" trigger: every time intervall DSM_ctFLCDCTrig_C
* 200ms, a new time based driving cycle is defined (for this trigger type only, no global definition). The
FLC counter can be triggered once (due to a fault) every time based driving cycle.
ECU initialization At initialization the state of monitoring shut off and the measurement point of the state of monitoring are set
to zero (CoDspl_stOBDMon= 0, CoDspl_stOBDMonCond = 0).
Output values CoDspl_stOBDMon: OBD monitoring shut off state - <UBYTE>

CoDspl_stOBDMonCond: state of OBD monitoring shutoff conditions - <UBYTE>
Input values VSSCD_v: vehicle speed (velocity) km/h <SWORD>

APSCD_pVal: atmospheric pressure hPa <SWORD>
FrmMng_rDashDsplFlLvl: Fuel level precantage value % <SWORD>
EISGov_CurrFu: Identifier of active function of highest priority <SWORD>
EGT_st: Regeneration request of exhaust gas treatment (engine speed synchronous) - <ULONG>
FrmMng_stPTO: PTO status over CAN - <UBYTE>
FrmMng_stPTOEngaged: PTO Engaged status over CAN - <UBYTE>
IndSys_tFld: Temperature field induction system deg C <SWORD>
Measuring points Fid_CoDspl_LimpHome_mp: Function identifier for limp home mode - <UBYTE>
Fid_CoDspl_VehSpd_mp: Function identifier for vehicle speed - <UBYTE>
CoDspl_tAir_mp: Environmental temperature selected from induction temperature field deg
C <SWORD>
Application parameters CoDspl_rFlLvlLo_C: lowest normal tank fuel<value>

CoDspl_vMaxPTO_C: Max. vehicle speed for PTO as OBD shut off condition<value>
CoDspl_tClntLo_C: Lowest normal coolant temperature<value>
CoDspl_tClntHi_C: Highest normal coolant temeperature<value>
CoDspl_tAirLo_C: Lowest normal air temperature<value>
CoDspl_tAirHi_C: Highest normal air temperature<value>
CoDspl_pAPSLo_C: Lowest normal atmospheric pressure<value>
CoDspl_stEGTMsk_C: Selection regenerations of EGT as OBD shutoff conditions<value>
CoDspl_stCondMskBit0_C: Application mask for setting CoDspl_stOBDMon.bit0<value>
CoDspl_numTempAir_C: Index for selecting air temperature from induction temperature
field.<value>
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DS-CV/EET Cold Start Lamp Veh-BdInt-Dspl-CSLpCD
3.4.2.2 Cold Start Lamp (CSLpCD_Co)

CARROTNICSt- ructureV:h-BdInt-Dspl-CSpCLD
Overview of the component Component driver for Cold Start Lamp. The cold start lamp informs the driver that the heater is still in the
preheating phase.
Figure 266 : Overview - cold start lamp component driver
C S L p C D _ s tO u t
A ir H t_ s tL m p S ig n a l S e le c tio n
D fp _ C S L p C D _ m p
M o n ito r in g
c s lp c d _ c o _ 1 0 0 .d s f
CoEg_nstPwStr gEnaCondArHi _stCSLmLpCD_stOuDfpt _CSLpCD_mp
Structure of the component The function controls the power stages for digital output of the cold start lamp depending on the control signal
AirHt_stLmp. The state of the output stage is given by CSLpCD_stOut
Figure 267 : Actuator test

C S L p C D _ s tP w rS tg A c tv _ C
P
b itw is e A N D
C S L p C D _ s tP w r S tg D ia _ C b itw is e A N D
P
C S L p C D T e s te r D e m a n d
A ir H t_ s tL m p
S ig T s t_ C S L p C D
te s t im p u ls e C S L p C D _ s tO u t
(fro m T e s te r)
0 .0
S ig T s t_ C S L p C D
(to T e s te r)
c s lp c d _ c o _ 1 .d s f
CSLCDpst_wrPtgASCoctvE_Cg_nstPwrStgEnaCondCLSpCD_stPwrStgDa_i CAirHt_stLpCmLSpCDst_Out
Function actuator test If a request for an actuator test is present, the output state of the cold start lamp is directly set by the
diagnostic tester(SigTst_CSLpCD).
If the tester demand is inactive, the diagnostic tester can query the currently set state (SigTst_CSLpCD).
Function shut-off response of the power stage/ The shut-off response of the output stage or the power stage diagnostics can be done by calibration for
power stage diagnostics certain vehicle conditions using the characteristic values CSLpCD_stPwrStgActv_C and
CSLpCD_stPwrStgDia_C .
Selection of hardware pins The output of power stage can be selected by CSLpCD_numDioOut_C. CSLpCD_numDia_C is used for selecting
the hardware diagnostic pin. The inversion of the output is achieved by CSLpCD_stLampInvOut_C.
Monitoring The power stages are monitored for short circuit to battery (SCB), short circuit to ground (SCG), open load
(OL) and over temperature(OT). An error code is transmitted via the SPI-bus to the ECU. The error detected
is displayed via the corresponding error path Dfp_CSLpCD_mp .
Table 120: Status of the fault path Dfp_CSLpCD_mp
Bit Position Meaning
Bit 0 SCB or overload
Bit 1 SCG
Bit 2 OL
Bit 3 OT
Dfp-table 24: Dfp_CSLpCD_mp.MAX

Defect detection The power stage hardware reports a "short circuit to battery" error.
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the MIL lamp actuator ( indicated by CSLpCD_stSPICtl_C = 1), test impulses are sent every
CSLpCD_tiBtwTst_C to switch on the powerstage. The number of such test impulses can be
restricted to a maximum of CSLpCD_ctPwrStgOnMax_C per driving cycle. Once this maximum
CSLpCD_ctPwrStgOnMax_C has to be applicated to 0xFFFF.
a maximum time of CSLpCD_tiBtwTst_C ms. It should be noted that after error detection, the
error condition is checked only every CSLpCD_tiBtwTst_C.
Non SPI powerstages (CY310, CY315, CJ12X etc): If non SPI powerstage is used for the MIL
lamp actuator ( indicated by CSLpCD_stSPICtl_C = 0), the powerstage is swiched on through
input for CSLpCD_tiPwrStgOn_C ms every CSLpCD_tiBtwTst_C ms. The number of such
switch on can be restricted to a maximum of CSLpCD_ctPwrStgOnMax_C per driving cycle.
Once this maximum number of switch on have elapsed, no healing is possible in the current
driving cycle.
Note1 : If no restriction is needed for the number of switch on, then CSLpCD_ctPwrStgOnMax_C
of CSLpCD_tiBtwTst_C ms. It should be noted that after error detection, the error condition is
checked only every CSLpCD_tiBtwTst_C.
CSLpCD_stPwrStgDia_C.
Substitute If a permanent error is present, the output value is set to the switch off value. This may be 0 or
function 1 depending on (i) whether the output is inverted and (ii) whether inverting / non-inverting
powerstage is used.
Test condition, For error detection, the test frequency is continuous which corresponds to the time interval. For
test frequency error healing, the test frequency corresponds to CSLpCD_tiBtwTst_C . This error can only be
detected if the power stage is actuated. Monitoring is shut-off if one of the common bits is set in
the message CoEng_stPwrStgEnaCond as well as in the application label for deactivation of
the power stage diagnosis CSLpCD_stPwrStgDia_C.
Label defect Time to defect: CSLpCD_DebShortCircBatDef_C
detection.
Label healing Time to Ok: CSLpCD_DebShortCircBatOk_C
Dfp-table 25: Dfp_CSLpCD_mp.MIN

Defect detection The power stage hardware reports a "short circuit to ground" error.
Substitute If a permanent error is present, the output value is set to the switch off value. This may be 0 or 1
function depending on (i) whether the output is inverted and (ii) whether inverting / non- inverting
powerstage is used.
test frequency stage is not actuated. Monitoring is shut-off if one of the common bits is set in the message
diagnosis CSLpCD_stPwrStgDia_C.
Label defect Time to defect: CSLpCD_DebShortCircGndDef_C
detection.
Label healing Time to Ok: CSLpCD_DebShortCircGndOk_C
Dfp-table 26: Dfp_CSLpCD_mp.SIG

Defect detection The power stage hardware reports a "no load" error.
Substitute Similar strategy as "Short circuit to ground"
function
diagnosis CSLpCD_stPwrStgDia_C.
Label defect Time to defect: CSLpCD_DebNoLoadDef_C
detection.
Label healing Time to Ok: CSLpCD_DebNoLoadOk_C
Dfp-table 27: Dfp_CSLpCD_mp.NPL

Defect detection The power stage hardware reports an "excess temperature" error.
Healing Similar strategy as "Short circuit to battery"
Substitute Similar strategy as "Short circuit to battery"
function
Test condition, Similar strategy as "Short circuit to battery"
test frequency
Label defect Time to defect: CSLpCD_DebExcTempDef_C
detection.
Label healing Time to Ok: CSLpCD_DebExcTempOk_C
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DS-CV/EET Cold Start Lamp Veh-BdInt-Dspl-CSLpCD
Figure 268 : Error handling for the power stages
C S L p C D _ D e b S h o r tC ir c B a tD e f_ C
C S L p C D _ D e b S h o r tC ir c B a tO k _ C
P
S h o r t c ir c u it D fp _ C S L p C D _ m p .0
to B a tt d e te c tio n / x y
o v e r lo a d
C S L p C D _ D e b S h o r tC ir c G n d D e f_ C
C S L p C D _ D e b S h o r tC ir c G n d O k _ C
P
H W D fp _ C S L p C D _ m p .1
S h o r t c ir c u it x y
to G r o u n d d e te c tio n
C S L p C D _ D e b N o L o a d D e f_ C
C S L p C D _ D e b N o L o a d O k _ C
P
D fp _ C S L p C D _ m p .2
N o L o a d x y
d e te c tio n
C S L p C D _ D e b E x c T e m p D e f_ C
C S L p C D _ D e b E x c T e m p O k _ C
P
E x c e s s D fp _ C S L p C D _ m p .3
x y
te m p e ra tu re
c s lp c d _ c o _ 2 .d s f
CSLCDpDe_ShbortCircBatCSef_DLpCCD_DebShortCrcBi tOak_CCSLpC_DbSehortCirGncdDf_CeSCLpC_DebShortCirGncOdk_CCSLpCDD_bNeLoadDf_eCSLpC_DDebNoLadoOk_CLpSCD_ebDExcTempDf_CeSCpCLD_beExcemTpOk_CDfp_SCLpC_mDp
All error paths can be read out by the KWP2000 protocol.
Output values CSLpCD_stOut: Cold start lamp output status - <UBYTE>
Input values CoEng_stPwrStgEnaCond: control unit status relevant to power stage deactivation/error
diagnosis - <UBYTE>
AirHt_stLmp: Status of Cold Start Lamp - <UBYTE>
Measuring points Dfp_CSLpCD_mp: Measurement point for faultpath of Cold Start Lamp - <UWORD>
Application parameters CSLpCD_DebShortCircBatDef_C: Error debounce time of cold start lamp in case of short
circuit to battery<value>
CSLpCD_DebShortCircBatOk_C: Recovery debounce time of cold start lamp in case of short
CSLpCD_DebShortCircGndDef_C: Error Debounce time of cold start lamp in case of short
circuit to ground<value>
CSLpCD_DebShortCircGndOk_C: Recovery Debounce time of cold start lamp in case of short
CSLpCD_DebNoLoadDef_C: Error debounce time of cold start lamp in case of Open Load<value>
CSLpCD_DebNoLoadOk_C: Recovery debounce time of cold start lamp in case of Open
Load<value>
CSLpCD_DebExcTempDef_C: Error debounce time of cold start lamp in case of excess
temperature<value>
CSLpCD_DebExcTempOk_C: Recovery debounce time of cold start lamp in case of excess
temperature<value>
CSLpCD_stPwrStgActv_C: Activation for shut off conditions of cold start lamp power
stage<value>
CSLpCD_stPwrStgDia_C: Activation for shut off conditions of cold start lamp power stage
diagnosis<value>
CSLpCD_numDioOut_C: Output pin selection for cold start lamp power stage<value>
CSLpCD_numDia_C: Parameter for selection of cold start lamp power stage diagnosis<value>
CSLpCD_stLampInvOut_C: Inversion parameter of cold start lamp power stage<value>
CSLpCD_stSPICtl_C: Parameter to indicate the type of powerstage used ( 1 = SPI controllable
powerstage, 0 = Non SPI powerstage)<value>
CSLpCD_tiBtwTst_C: Time interval between powerstage switch on to test the error
condition<value>
CSLpCD_ctPwrStgOnMax_C: Maximum number of powerstage switch on per driving cycle in case
of SCB or excess temperature<value>
CSLpCD_tiPwrStgOn_C: Time for which the powerstage is switched on in case of non SPI
powerstage<value>
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Application instructions • CSLpCD_stSPICtl_C indicates whether SPI capable or non SPI powerstage is used to drive the actuator.
• CSLpCD_ctPwrStgOnMax_C indicates the number of times the powerstage can be switched on per driving
cycle in case of short circuit to battery and excess temperature errors. For SPI powerstages this
corresponds to the number of testimpulses that can be sent per driving cycle and for non SPI
• CSLpCD_tiBtwTst_C indicates the time interval between the switch on of powerstage in case of short
circuit to battery and excess temperature errors. In case of SPI powerstages this corresponds to the
• CSLpCD_tiPwrStgOn_C indicates the time for which the powerstage will be on in case of non SPI
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DS-CV/EET Error lamps component driver Veh-BdInt-Dspl-ErLpCD
3.4.2.3 Error lamps component driver (ErLpCD)

CARROTNICSt- ructureV:h-BdInt-Dspl-ErLpCD
Overview of the component The Error lamp component driver controls the lamps which are used to display error conditions within the ecu.
Which lamp is permanently switched on and which lamp is blinking is transmitted to the error lamps MIL and
SysLamp either by the Diagnostic System Management or via external demands
The function routes the demands from the subsystems to the lamp power stages. An according priorization
takes place if more than one demand is present. For certain operating states, the lamps can be switched off
via application data. The lamp power stages are monitored for short-circuit, low-idle and excess temperature.
Error lamp (MIL, System Lamp) = f(Status of external request for MIL illumination,
DSM MIL demand status,
DSM SysLamp demand status,
Readiness messages generated by DSM,
Status of external request for Sys Lamp illumination,
Control unit status)
Figure 269 : Component driver error lamps - Overview
E r L p C D _ s tM ilR e q
D S M _ s tM IL
D S M _ s tR d y A B E r L p C D _ s tM il
D S M _ s tR d y C D M IL la m p
C o E n g _ s tE n g E r L p C D _ O r d G lw L m p
E n g _ n A v rg
S y s la m p
D S M _ s tS y s L a m p E rL p C D _ s tS y s L m p
E rL p C D _ s tS y s L m p R e q
DSM_stMILDMS_stSysDSLam_pMstRdyABDSM_stRdCyErLDpCD_stSysmLpReqCoEn_stgPwrtgSnaEConErdLpCD_OrdGlwmpLErLpCDst_ilEMrLpCD_stSsLympErLpDC_stMCoilREnqe_sgtEnEngg_nAvrg
Structure of the component The lamps can be controlled via DSM or via external request (eg. CAN or MIL request input). External
requests are linked to the requests from DSM by logical OR. The blinking status request has priority over the
permanent control.
The MIL can be used to indicate readiness status in a optional way.

Function shut-off reaction of the diagnosis/system The shut-off reaction of the System lamp power stage output is determined by the characteristic value
lamp power stage/power stage diagnosis ErLpCD_stPwrStgActvLmp_C. The shut-off reaction of the Sytem lamp power stage diagnosis is determined
by the characteristic value ErLpCD_stPwrStgDiaLmp_C. Both characteristic values contain information on
whether the power stage output (power stage diagnosis) is to be shut-off for certain vehicle states. The
assignment between vehicle state and flag is described in see “Power stage coordinator
(CoEng_PwrStgStateCalc)” on page 493.
Function shut-off reaction of the MIL/Error lamp The shut-off reaction of the MIL lamp power stage output is determined by the characteristic value
power stage/power stage diagnosis ErLpCD_stPwrStgActvMil_C. The shut-off reaction of the MIL lamp power stage diagnosis is determined by
the characteristic value ErLpCD_stPwrStgDiaMil_C. Both characteristic values contain information on
whether the power stage output (power stage diagnosis) is to be shut-off for certain vehicle states. The
assignment between vehicle state and flag is described in see “Power stage coordinator
(CoEng_PwrStgStateCalc)” on page 493.
Selection of hardware pins The digital output of the error lamp and system lamp can be selected by using ErLpCD_numDioOutErrLmp_C
and ErLpCD_numDioOutSysLmp_C , which selects digital output pin of MPC5xx (MIOS pins, TPU pins ,QADC
pins etc) which in turn is connected to digial driver IC’s (CJ94x, CY310 etc). And the diagnostic information
is accessed via SPI from the corresponding power stage by using the application parameters
ErLpCD_numDiaErrLmp_C and ErLpCD_numDiaSysLmp_C. ,which gives the correct configuration of SPI
corresponding to the powerstage. The configuration should be done only after consultation with a
developer.
Monitoring In addition, the error lamp component driver performs a visual lamp test (driver can visually detect whether
the lamp is on) for both error lamps following initialization. During the visual lamp test, the lamps are actuated
following ignition on until either a speed threshold or a time limit is exceeded.
The lamps continue to be actuated for an additional applicatable time interval. This procedure enables a
power stage test to be performed even when the engine speed at start is already above the threshold and no
error has actuated the lamp.
Then the lamp is switched off for an applicatable time interval. This procedure enables the power interruption
test to be performed even when the DSM actuates the lamps from the outset. Then the lamp driver switches
to normal operation. The state requested by DSM is output.
The power stages are monitored for short-circuit to battery, short-circuit to ground, interruption and excess
temperature. Detected errors are displayed via the corresponding error paths.
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Figure 270 : Time chart for maximum time interval case

la m p o n /o ff
o n
tiM a x x x x _ C
tix x x T s t_ C d e p e n d in g o n
tiD e lx x x _ C e r r o r c o n d itio n
e r lp c d _ 3 .d s f
o ff
tim e
ig n itio n
o n
Figure 271 : Time chart for exceeded speed threshold case
la m p o n /o ff
o n
tiM a x x x x _ C
tix x x T s t_ C
d e p e n d in g o n
tiD e lx x x _ C
e r r o r c o n d itio n
o ff
tim e
ig n itio n
e n g in e s p e e d th r e s h o ld E r lp C D _ n T h r e s x x x _ C
o n
e x c e e d e d
Readiness visualisation via MIL (optional)

The MIL can be used to indicate readiness status in the key on and engine off position, in a optional way
(selected by ErLpCD_stRdy_C = TRUE ) .
The MIL lamp will show the readiness status of the ECU. If the engine speed has not reached the threshold
and if the readiness has not reached, then after elapsing ErLpCD_tiMilTst_C the MIL shall blink for an
applicable time with an applicable frequency
The recognition of the readiness is handled by the DSM via the messages DSM_stRdyAB and DSM_stRdyCD.
If the 12th to 14th bits of DSM_stRdyAB and 8th to 15th bits of DSM_stRdyCD are zero then it means that the
readiness has reached.
If the readiness is reached, for all monitored components or systems, the MIL shall remain continuously
illuminated in the key on and engine off position. If the readiness status for one or more of the monitored
components or systems is not complete after ErLpCD_tiMaxMil_C + ErLpCD_tiMilTst_C or by the time
engine speed reaching ErLpCD_nThresMil_C + ErLpCD_tiMilTst_C, then the MIL shall blink for
ErLpCD_tiRdy_C with a particular frequency (lamp on for ErLpCD_tiBlkOn_C and off for
ErLpCD_tiBlkOff_C).
Figure 272 : Time chart for the blinking phase in MIL with conditions not ready and no engine speed
la m p o n /o ff
tiR d y _ C
o n
tiM a x M il_ C
tiB lk O n _ C
tiM ilT s t_ C d e p e n d in g o n
tiD e lM il_ C e r r o r c o n d itio n
tiB lk O ff_ C
o ff
ig n itio n tim e
o n
erlpcd.fm 27.12.2005
Figure 273 : Time chart for the blinking phase in MIL with conditions not ready and engine speed during display of readi-
ness
la m p o n /o ff
tiR d y _ C
o n
tiM a x M il_ C tiB lk O n _ C
tiM ilT s t_ C
d e p e n d in g o n
tiD e lM il_ C
e r r o r c o n d itio n
tiB lk O ff_ C
o ff
tim e
ig n itio n
o n
e n g in e s p e e d th r e s h o ld E r lp C D _ n T h r e s M il_ C
e x c e e d e d
Figure 274 : Flowchart of the visual lamp test
in itia lis a tio n
tim e r s ta r t, la m p o n
N o N o
n > = m in . v a lu e tim e r > m a x
C o m m o n fo r b o th
M IL & S y s L a m p
Y e s Y e s
tim e r s ta r t, la m p o n
tim e r > te s t tim e N o
Y e s
If M IL L a m p is
N o s e le c te d & If
re a d in e s s
fu n c tio n a lity p re s e n t
Y e s
Y e s n > = m in v a lu e
o r
r e a d in e s s r e a c h e d
N o
S ta r t tim e r fo r B lin k in g p h a s e
O n ly fo r M IL L a m p
Y e s n > = m in v a lu e
o r
T im e r > m a x
N o
S ta r t tim e r fo r L a m p o n
N o
T im e r > M a x L a m p O n
Y e s
S ta r t tim e r fo r la m p o ff
N o
T im e r > M a x L a m p O ff
tim e r s ta r t, la m p o ff
N o
tim e r > d e la y C o m m o n fo r b o th
M IL & S y s L m p
Y e s
o u tp u t D S M -re q u e s t
Error paths
Dfp-table 28: Dfp_MIL_mp.MAX
the MIL lamp actuator ( indicated by ErLpCD_stMilSPICtl_C = 1), test impulses are sent
every ErLpCD_tiBtwTstMil_C to switch on the powerstage. The number of such test impulses
can be restricted to a maximum of ErLpCD_ctMilPwrStgOnMax_C per driving cycle. Once this
maximum number of test impulses have elapsed, no healing is possible in the current driving
cycle.
ErLpCD_ctMilPwrStgOnMax_C has to be applicated to 0xFFFF.
a maximum time of ErLpCD_tiBtwTstMil_C ms. It should be noted that after error detection,
the error condition is checked only every ErLpCD_tiBtwTstMil_C.
lamp actuator ( indicated by ErLpCD_stMilSPICtl_C = 0), the powerstage is swiched on
through input for ErLpCD_tiMilPwrStgOn_C ms every ErLpCD_tiBtwTstMil_C ms. The
number of such switch on can be restricted to a maximum of ErLpCD_ctMilPwrStgOnMax_C
per driving cycle. Once this maximum number of switch on have elapsed, no healing is possible
in the current driving cycle.
Note1 : If no restriction is needed for the number of switch on, then
ErLpCD_ctMilPwrStgOnMax_C has to be applicated to 0xFFFF.
of ErLpCD_tiBtwTstMil_C ms. It should be noted that after error detection, the error condition
is checked only every ErLpCD_tiBtwTstMil_C.
ErLpCD_stPwrStgDiaMil_C.
powerstage is used.
test frequency error healing, the test frequency corresponds to ErLpCD_tiBtwTstMil_C . This error can only
be detected if the power stage is actuated. Monitoring is shut-off if one of the common bits is set
in the message CoEng_stPwrStgEnaCond as well as in the application label for deactivation of
the power stage diagnosis ErLpCD_stPwrStgDiaMil_C.
Label defect Time to defect: ErLpCD_tiDefMil_C
detection.
Label healing Time to Ok: ErLpCD_tiOkMil_C
Dfp-table 29: Dfp_MIL_mp.MIN

powerstage is used.
diagnosis ErLpCD_stPwrStgDiaMil_C.
detection.
Dfp-table 30: Dfp_MIL_mp.SIG

function
diagnosis ErLpCD_stPwrStgDiaMil_C.
detection.
Dfp-table 31: Dfp_MIL_mp.NPL

function
test frequency
detection.
Dfp-table 32: Dfp_SysLamp_mp.MAX

the system lamp actuator ( indicated by ErLpCD_stSysLmpSPICtl_C = 1), test impulses are
sent every ErLpCD_tiBtwTstSysLmp_C to switch on the powerstage. The number of such test
impulses can be restricted to a maximum of ErLpCD_ctSysLmpPwrStgOnMax_C per driving
cycle. Once this maximum number of test impulses have elapsed, no healing is possible in the
current driving cycle.
ErLpCD_ctSysLmpPwrStgOnMax_C has to be applicated to 0xFFFF.
a maximum time of ErLpCD_tiBtwTstSysLmp_C ms. It should be noted that after error
detection, the error condition is checked only every ErLpCD_tiBtwTstSysLmp_C.
Non SPI powerstages (CY310, CY315, CJ12X etc): If non SPI powerstage is used for the
system lamp actuator ( indicated by ErLpCD_stSysLmpSPICtl_C = 0), the powerstage is
swiched on through input for ErLpCD_tiSysLmpPwrStgOn_C ms every
ErLpCD_tiBtwTstSysLmp_C ms. The number of such switch on can be restricted to a
maximum of ErLpCD_ctSysLmpPwrStgOnMax_C per driving cycle. Once this maximum
number of switch on have elapsed, no healing is possible in the current driving cycle.
Note1 : If no restriction is needed for the number of switch on, then
ErLpCD_ctSysLmpPwrStgOnMax_C has to be applicated to 0xFFFF.
of ErLpCD_tiBtwTstSysLmp_C ms. It should be noted that after error detection, the error
condition is checked only every ErLpCD_tiBtwTstSysLmp_C.

ErLpCD_stPwrStgDiaLmp_C.
powerstage is used.
test frequency error healing, the test frequency corresponds to ErLpCD_tiBtwTstSysLmp_C .This error can
only be detected if the power stage is actuated. Monitoring is shut-off if one of the common bits
is set in the message CoEng_stPwrStgEnaCond as well as in the application label for
deactivation of the power stage diagnosis ErLpCD_stPwrStgDiaLmp_C or is set not equal to 0
ErLpCD_swtSysEqGlwLmp_C.
Label defect Time to defect: ErLpCD_tiDefSysLmp_C
detection.
Label healing Time to Ok: ErLpCD_tiOkSysLmp_C
Dfp-table 33: Dfp_SysLamp_mp.MIN

Defect detection The power stage hardware reports a "short circuit to ground" or "No load" error
powerstage is used.
diagnosis ErLpCD_stPwrStgDiaLmp_C or is set not equal to 0 ErLpCD_swtSysEqGlwLmp_C.
detection.
Dfp-table 34: Dfp_SysLamp_mp.NPL

function
test frequency
detection.
Dfp_SysLamp_mp.SIG is not handled since No load and SCG can’t be distinguished. Hence
Dfp_SysLamp_mp.MIN will be set hen No load error appears.
Output values ErLpCD_OrdGlwLmp: message from error lamp handler to glow control, illuminates the glow
lamp for system lamp faults - <UBYTE>
ErLpCD_stMil: Gloabal status of the MIL and status of activation sources - <UBYTE>
ErLpCD_stSysLmp: Gloabal status of the System Lamp and status of activation sources -
<UBYTE>
Bit assignment for lamp state message
Table 121: Bit assignment for ErLpCD_stXXX, (the bits are reset every 100 ms and are set again by the request. A con-
tinuous change of the bit state thus does not constitute an error!)
Bit number Assigned function
Bit 0 DSM requests permanent illumination
Bit 1 DSM requests blinking
Bit 2 External request for permanent illumination
Bit 3 External request for blinking
Bit 4 Lamp actuated by lamp test
Bit 5 not used

Bit 6 Current lamp status (incl. DSM request, external request, lamp test), set for
permanent illumination or blinking.
Bit 7 Lamp status blinking (including DSM request, external request, lamp test)
diagnosis - <UBYTE>
DSM_stMIL: status of DSM MIL request (1 = continous, 2 = blinking) - <UBYTE>
DSM_stSysLamp: status of System Lamp MIL request (1 = continous) - <UBYTE>
ErLpCD_stMilReq: status of external request for MIL illumination (attention: toggels
during activation) - <UBYTE>
ErLpCD_stSysLmpReq: status of external request for System Lamp illumination (attention:
toggels during activation) - <UBYTE>
DSM_stRdyAB: Readiness status for Diagnostic interface SAE J1979 PID1 Byte A+B - <UWORD>
DSM_stRdyCD: Readiness status for Diagnostic interface SAE J1979 PID1 Byte C + D - <UWORD>
Bit assignment for external requests
Table 122: Bit assignment for ErLpCD_stXXXReq
Bit 0 Permanent illumination requested
Bit 1 Blinking requested
Bit 2 not used
Bit 3 not used
Bit 4 not used
Bit 5 not used
Bit 6 not used
Bit 7 not used
Measuring points
Lamp status without external request but with all ErLpCD_stTstMIL_mp: Teststatus and fault code memory demand for MIL - <UBYTE>
lamp test phases ErLpCD_stTstSysLmp_mp: Teststatus and fault code memory demand for System Lamp - <UBYTE>
Dfp_MIL_mp: Measurement point for fault path Dfp_MIL - <UWORD>
Dfp_SysLamp_mp: Measurement point for fault path Dfp_SysLamp - <UWORD>
Bit assignment
Table 123: Bit assignment for ErLpCD_stTstXXX_mp
Bit 0 DSM requests permanent illumination
Bit 1 DSM requests blinking
Bit 2 Waiting for engine speed or maximum test time (max)
Bit 3 Waiting for the second test time (Tst) to be over
Bit 4 Waiting for the switch-on delay to be over
Bit 5 Normal operation, output of the DSM request
Bit 6 Actual lamp status, set at permanent illumination or blinking
Bit 7 not used
For MIL: ErLpCD_nThresMil_C: MIL Test Engine speed limit<value>
ErLpCD_stPwrStgActvMil_C: specification for MIL power stage deactivation behaviour<value>
ErLpCD_stPwrStgDiaMil_C: specification for MIL power stage diagnostics deactivation
behaviour<value>
ErLpCD_swtMilEna_C: MIL Enable Switch (0 = disable; 1 = enable)<value>
ErLpCD_numDiaErrLmp_C: application parameter for error lamp diagnostic signal<value>
ErLpCD_numDioOutErrLmp_C: application parameter for error lamp<value>
ErLpCD_tiBlkMil_C: half time of MIL Blink Periode<value>
ErLpCD_tiDefMil_C: time for MIL defect recognition (power stage monitoring)<value>
ErLpCD_tiDelMil_C: Delay Time for MIL activation after MIL Test<value>
ErLpCD_tiMaxMil_C: MIL Test time limit<value>
ErLpCD_tiMilTst_C: additional MIL Test time after reaching speed limit<value>
ErLpCD_tiOkMil_C: time for MIL ok recognition (power stage monitoring)<value>
ErLpCD_stRdy_C: Status of the readiness functionality<value>
ErLpCD_tiRdy_C: Maximum time given for the checking of readiness status via MIL<value>
ErLpCD_tiBlkOn_C: Blink on period during the blinking phase<value>
ErLpCD_tiBlkOff_C: Blink off period during the blinking phase<value>
ErLpCD_tiBtwTstMil_C: Time interval between powerstage switch on to test the error
condition<value>
ErLpCD_stMilSPICtl_C: Parameter to indicate the type of powerstage used ( 1 = SPI
controllable powerstage 0 = Non SPI powerstage )<value>
ErLpCD_ctMilPwrStgOnMax_C: Maximum number of powerstage switch on per driving cycle in
case of SCB or excess temperature<value>
For the system lamp: ErLpCD_nThresSysLmp_C: SysLamp Test Engine speed limit<value>
ErLpCD_numDiaSysLmp_C: application parameter for system lamp diagnostic signal<value>
ErLpCD_numDioOutSysLmp_C: application parameter for system lamp<value>
ErLpCD_stPwrStgActvLmp_C: specification for Lamp power stage deactivation
behaviour<value>
ErLpCD_stPwrStgDiaLmp_C: specification for Lamp power stage diagnostics deactivation
behaviour<value>
ErLpCD_swtSysEqGlwLmp_C: Sys Lamp is equal to Glow lamp (signal redirection) (0 = disable;
1 = enable)<value>
ErLpCD_swtSysLmpEna_C: SysLamp Enable Switch (0 = disable; 1 = enable)<value>
ErLpCD_tiBlkSysLmp_C: half time of SysLamp Blink Periode<value>
ErLpCD_tiDefSysLmp_C: time for SysLamp defect recognition (power stage monitoring)<value>
ErLpCD_tiDelSysLmp_C: Delay Time for SysLamp activation after SysLamp Test<value>
ErLpCD_tiMaxSysLmp_C: SysLamp Test time limit<value>
ErLpCD_tiOkSysLmp_C: time for SysLamp ok recognition (power stage monitoring)<value>
ErLpCD_tiTstSysLmp_C: additional SysLamp Test time after reaching speed limit<value>
ErLpCD_tiSysLmpPwrStgOn_C: Time for which the powerstage is switched on in case of non
SPI powerstage<value>
ErLpCD_tiBtwTstSysLmp_C: Time interval between powerstage switch on to test the error
condition<value>
ErLpCD_stSysLmpSPICtl_C: Parameter to indicate the type of powerstage used ( 1 = SPI
controllable powerstage, 0 = non SPI controllable powerstage)<value>
ErLpCD_ctSysLmpPwrStgOnMax_C: Maximum number of powerstage switch on per driving cycle in
case of SCB or excess temperature<value>
Application instructions By applying ErLpCD_nThresSysLmp_C, ErLpCD_tiMaxSysLmp_C and ErLpCD_tiTstSysLmp_C as 0, the

visual test can be disabled for the system lamp.
By applying ErLpCD_nThresMil_C, ErLpCD_tiMaxMil_C and ErLpCD_tiMilTst_C as 0, the visual test can
be disabled for the Mil lamp.

• ErLpCD_stMilSPICtl_C and ErLpCD_stSysLmpSPICtl_C indicate whether SPI controllable or non SPI
powerstage is used to drive the actuator. The value should be applicated as 1 if SPI powerstage is used
and 0 if non SPI powerstage is used.
• ErLpCD_ctMilPwrStgOnMax_C and ErLpCD_ctSysLmpPwrStgOnMax_C indicate the number of times the
powerstage can be switched on per driving cycle in case of short circuit to battery and excess temperature
errors. For SPI controllable powerstages this corresponds to the number of testimpulses that can be sent
per driving cycle and for non SPI powerstages, it corresponds to the number of times the powerstage can
be switched on. It should be noted that no healing of short circuit to battery and excess temperature errors
is possible after the counter has elapsed. This value is common for both short circit to battery and excess
temperature. If no restriction is needed, then it has to be applicated as 0xFFFF. With this value the error
can be healed any time.
• ErLpCD_tiBtwTstMil_C and ErLpCD_tiBtwTstSysLmp_C indicate the time interval between the switch
on of powerstage in case of short circuit to battery and excess temperature errors. In case of SPI
controllable powerstages this corresponds to the interval in which test impulses are sent. Sending
testimpulses very frequently can load the SPI bus. In case of non SPI powerstages this corresponds to
switch on frequency. Switching on of powerstages very frequently can reduce the life of the powerstage.
• ErLpCD_tiMilPwrStgOn_C and ErLpCD_tiSysLmpPwrStgOn_C indicates the time for which the
powerstage will be on in case of non SPI powerstages. It should be noted that the minimum possible time
is the scheduling time of the process. Recommended value is 20ms.
- 290 - ASLLCD Y445 S00 746-V91 Confidential P_340
Veh-BdInt-Dspl-ASLLCD Adjustable Speed Limit Lamp Component Driver DS-CV/EET
3.4.2.4 Adjustable Speed Limit Lamp Component Driver (ASLLCD)

CARTRONIC-Strutucre:Veh-BdInt-Dspl-ASLCD
Overview of the component Adjustable Speed Limit Lamp component driver:

The component contains the adjustable speed Limit Lamp indicator and driver logic.
Structure of the component The component has no further subcomponents.
Subfunctions See “Adjustable Speed Limit Lamp (ASLLCD)” on page 291.
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DS-CV/EET Adjustable Speed Limit Lamp Veh-BdInt-Dspl-ASLLCD
Adjustable Speed Limit Lamp (ASLLCD)

CARROTNICSt- ructureV:h-BdInt-Dspl-ASLCD
Functional overview The adjustable speed limit lamp informs the driver about the current state of the adjustable vehicle speed
limit setpoint setting. The lamp will blink when the driver is currently adjusting maximum vehicle speed
setpoint.
Figure 275 : Overview - adjustable speed limit lamp component driver
P r p C tl_ s tM o d ify A S L L C D _ s tO u t_ m p
S ig n a l S e le c tio n
D fp _ A S L L C D _ m p
M o n ito r in g
a s llc d _ 1 0 0 .d s f
CoEg_nstPwStr gEnaCondPpCr l_st tModifyPrpC_sDAdt jSpdLimBtnValASLCDL_stutO_mpDfAS_LC_Dmp
Functional description The function switches OFF or ON or BLINKs depending on the status of PrpCtl_stModify and
PrpCCD_stAdjSpdLimBtnVal. The following table illustate the status of the lamp depending on the status of
above labels. The ON & OFF times for blinking is controlled through the application labels ASLLCD_tiON_C
and ASLLCD_tiOFF_C.
Table 124: Status of the adjustable speed limit lamp
Status of Status of Lamp Status
PrpCCD_stAdjSpdLimBtnVal PrpCtl_stModify
FALSE FALSE Switched OFF
TRUE FALSE Switched ON
TRUE TRUE Blinking
Hint: The condition PrpCCD_stAdjSpdLimBtnVal = FALSE and PrpCtl_stModify = TRUE cannot occur.
Figure 276 : Lamp Logic
0
0 A S L L C D _ s tO u t_ m p
1
A S L L C D _ tiO N _ C `
P
A S L L C D _ tiO F F _ C B lin k in g L o g ic
P
a s llc d _ 1 .d s f
PrpCDCstA_jSdpdLimBPrnVt pClal_stModifyASLCDLtiO_ASN_CLD_iOFt F_CSALC_sDtOut_mp
WhenPrpCCD_stAdjSpdLimBtnVal and PrpCtl_stModifyare TRUE, a timer is started and

ASLLCD_stOut_mp is set to 1, which switches ON the lamp till the timer expires after ASLLCD_tiON_C. The
timer is restarted and ASLLCD_stOut_mp is set to 0 which switches OFF the lamp for the period
ASLLCD_tiOFF_C.
The function controls the power stage for the adjustable speed limit lamp depending on the status of
ASLLCD_stOut_mp.
Figure 277 : Lamp Driver
A S L L C D _ s tP w rS tg A c tv _ C
P
b itw is e A N D
A S L L C D _ s tP w r S tg D ia _ C b itw is e A N D
P
A S L L C D T e s te r D e m a n d
A S L L C D _ s tO u t_ m p
S ig T s t_ s tA S L L C D
te s t im p u ls e A S L L C D _ s tO u t_ m p
(fro m T e s te r)
0 .0
S ig T s t_ s tA S L L C D
(to T e s te r)
ASLCDLst_wrPtgASCoctvE_Cg_nstPwrStgEnaCondALSLCD_stPwrStgDa_i CAirHt_stLpAmLSLCDst_Out_pm
Function actuator test If a request for an actuator test is present, the output state of the Adjustable speed limit lamp is directly set
by the diagnostic tester(SigTst_stASLLCD).
If the tester demand is inactive, the diagnostic tester can query the currently set state
(SigTst_stASLLCD).This will be used by Remote Control interface.
power stage diagnostics certain vehicle conditions using the characteristic values ASLLCD_stPwrStgActv_C and
ASLLCD_stPwrStgDia_C .
Selection of hardware pins The output of power stage can be selected by ASLLCD_numDioOut_C. ASLLCD_numDia_C is used for selecting
the hardware diagnostic pin. The inversion of the output is achieved by ASLLCD_stLampInvOut_C.
21.12.2005 asllcd.fm
Veh-BdInt-Dspl-ASLLCD Adjustable Speed Limit Lamp DS-CV/EET
Monitoring The power stages are monitored for short circuit to battery (SCB) , overtemperature (OT), short circuit to
ground (SCG) and open load (OL) . An error code is transmitted via the SPI-bus to the controller. The error
detected is displayed via the corresponding error path Dfp_ASLLCD_mp .
If the power stage of Adjustable speed limit lamp is a low side driver then set ASLLCD_stLampInvOut_C = 1,
otherwise if the power stage is a high-side driver then set ASLLCD_stLampInvOut_C = 0.
The errors short-circuit to UBatt (SCB) and excess temperature are detected only if the powerstage is
actuated (ASLLCD_stOut_mp = 1) and the errors short-circuit to ground(SCG) and open load(OL) are detected
only if the power stage is not actuated (ASLLCD_stOut_mp =0).
If a debounced error occurs, the power stage is de-energised and an error entry is made in the error memory.
Table 125: Dfp_ASLLCD_mp.MAX
the MIL lamp actuator ( indicated by ASLLCD_stSPICtl_C = 1), test impulses are sent every
ASLLCD_tiBtwTst_C to switch on the powerstage. The number of such test impulses can be
restricted to a maximum of ASLLCD_ctPwrStgOnMax_C per driving cycle. Once this maximum
ASLLCD_ctPwrStgOnMax_C has to be applicated to 0xFFFF.
a maximum time of ASLLCD_tiBtwTst_C ms. It should be noted that after error detection, the
error condition is checked only every ASLLCD_tiBtwTst_C .
lamp actuator ( indicated by ASLLCD_stSPICtl_C = 0), the powerstage is swiched on through
input for ASLLCD_tiPwrStgOn_C ms every ASLLCD_tiBtwTst_C ms. The number of such
switch on can be restricted to a maximum of ASLLCD_ctPwrStgOnMax_C per driving cycle.
Once this maximum number of switch on have elapsed, no healing is possible in the current
driving cycle.
Note1 : If no restriction is needed for the number of switch on, then ASLLCD_ctPwrStgOnMax_C
of ASLLCD_tiBtwTst_C ms. It should be noted that after error detection, the error condition is
checked only every ASLLCD_tiBtwTst_C.
ASLLCD_stPwrStgDia_C.
powerstage is used.
test frequency error healing, the test frequency corresponds to ASLLCD_tiBtwTst_C . This error can only be
the power stage diagnosis ASLLCD_stPwrStgDia_C.
Label defect Time to defect: ASLLCD_DebShortCircBatDef_C
detection.
Label healing Time to Ok: ASLLCD_DebShortCircBatOk_C
Table 126: Dfp_ASLLCD_mp.MIN

powerstage is used.
diagnosis ASLLCD_stPwrStgDia_C.
Label defect Time to defect: ASLLCD_DebShortCircGndDef_C
detection.
Label healing Time to Ok: ASLLCD_DebShortCircGndOk_C
Table 127: Dfp_ASLLCD_mp.SIG

function
diagnosis ASLLCD_stPwrStgDia_C.
Label defect Time to defect: ASLLCD_DebNoLoadDef_C
detection.
Label healing Time to Ok: ASLLCD_DebNoLoadOk_C
Table 128: Dfp_ASLLCD_mp.NPL

function
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P_340 Y445 S00 746-V91 Confidential ASLLCD - 293 -
DS-CV/EET Adjustable Speed Limit Lamp Veh-BdInt-Dspl-ASLLCD

test frequency
Label defect Time to defect: ASLLCD_DebExcTempDef_C
detection.
Label healing Time to Ok: ASLLCD_DebExcTempOk_C
Figure 278 : Error Handling for the power stages
A S L L C D _ D e b S h o r tC ir c B a tD e f_ C
A S L L C D _ D e b S h o r tC ir c B a tO k _ C
P
S h o r t c ir c u it D fp _ A S L L C D _ m p .0
o v e r lo a d /O T
A S L L C D _ D e b S h o r tC ir c G n d D e f_ C
A S L L C D _ D e b S h o r tC ir c G n d O k _ C
P
H W D fp _ A S L L C D _ m p .1
A S L L C D _ D e b N o L o a d D e f_ C
A S L L C D _ D e b N o L o a d O k _ C
P
D fp _ A S L L C D _ m p .2
N o L o a d x y
d e te c tio n
A S L L C D _ D e b E x e c T e m p D e f_ C
A S L L C D _ D e b E x e c T e m p O k _ C
P
E x c e s s D fp _ A S L L C D _ m p .3
T e m p e ra tu re x y
D e te c tio n
ASLCDLDe_ShbortCircBatASef_DLCCD_DebShortCrcBi tOak_CASLC_DbSehortCirGncdDf_CeSALC_DebShortCirGncOdk_CASLLCDD_bNeLoadDf_eCASLC_DDebNoLadoOk_CDp_Af LSCDL_mpASLC_DbEecTxempDef_CSLALCDD_ebEcTxempk_OC
diagnosis - <UBYTE>
Measuring points ASLLCD_stOut_mp: State of adjustable speed limit lamp - <UBYTE>

Dfp_ASLLCD_mp: Fault path of adjustable speed limit lamp output stage - <UWORD>
Application parameters ASLLCD_DebShortCircBatDef_C: Error debounce time of adjustable speed lamp in case of short
ASLLCD_DebShortCircBatOk_C: Recovery debounce time of adjustable speed lamp in case of
short circuit to battery<value>
ASLLCD_DebShortCircGndDef_C: Error debounce time of grid adjustable speed lamp in case of
short circuit to ground<value>
ASLLCD_DebShortCircGndOk_C: Recovery debounce time of adjustable speed lamp in case of
short circuit to ground<value>
ASLLCD_DebNoLoadDef_C: Error debounce time of adjustable speed lamp in case of Open
Load<value>
ASLLCD_DebNoLoadOk_C: Recovery debounce time of adjustable speed lamp in case of Open
Load<value>
ASLLCD_DebExcTempDef_C: Recovery debounce time of adjustable speed lamp in case of excess
temperature<value>
ASLLCD_DebExcTempOk_C: Recovery debounce time of adjustable speed lamp in case of excess
temperature<value>
ASLLCD_stPwrStgActv_C: Activation for shut off conditions of adjustable speed lamp power
stage.<value>
ASLLCD_stPwrStgDia_C: Activation for shut off conditions of the adjustable speed lamp
power stage diagnosis.<value>
ASLLCD_numDioOut_C: Output pin selection for adjustable speed lamp power stage.<value>
ASLLCD_numDia_C: Parameter for selection of adjustable speed lamp stage diagnosis.<value>
ASLLCD_stLampInvOut_C: Inversion parameter of the adjustable speed lamp power stage
.<value>
ASLLCD_tiON_C: ON time for the lamp.<value>
ASLLCD_tiOFF_C: OFF time for the lamp.<value>
ASLLCD_stSPICtl_C: Parameter to indicate the type of power stage used<value>
ASLLCD_tiBtwTst_C: Time interval between powerstage switch on to test the error
condition<value>
ASLLCD_tiPwrStgOn_C: Time for which power stage is switched on in case of non SPI
powerstage<value>
ASLLCD_ctPwrStgOnMax_C: Maximum number of powerstage switch on per driving cycle in case
21.12.2005 asllcd.fm
Veh-BdInt-Dspl-ASLLCD Adjustable Speed Limit Lamp DS-CV/EET
Application instructions • ASLLCD_stSPICtl_C indicates whether SPI capable or non SPI powerstage is used to drive the actuator.
• ASLLCD_ctPwrStgOnMax_C indicates the number of times the powerstage can be switched on per driving
• ASLLCD_tiBtwTst_C indicates the time interval between the switch on of powerstage in case of short
• ASLLCD_tiPwrStgOn_C indicates the time for which the powerstage will be on in case of non SPI
asllcd.fm 21.12.2005
P_340 Y445 S00 746-V91 Confidential PFLpCD - 295 -
DS-CV/EET Particulate Filter Lamp Veh-BdInt-Dspl-PFLpCD
3.4.2.5 Particulate Filter Lamp (PFLpCD)

CARROTNICSt- ructureV:h-BdInt-Dspl-PFLpCD
Overview of the component The Particulate Filter Lamp is used to inform the driver that the particulate filter regeneration has been
unsuccessful.
Figure 279 : Overview - Particulate filter lamp component driver
P F lt_ s tO v r L o n U n S u c R g n D e m
P F L p C D _ s tO u t_ m p
D fp _ P F L p C D _ m p
M o n ito r in g
p flp c d _ 1 0 0 .d s f
PFltstO_vrLnUoSuncRPFnDgLpmeCD_stOut_mpDfpPF_LpCD_mp
Structure of the component This function controls the power stage for digital output of the particulate filter lamp depending on the status
of PFlt_stOvrLonUnSucRgnDem. The status of the lamp is given by PFLpCD_stOut_mp.
P F L p C D _ s tE n a _ C
P
P F L p C D _ s tP w rS tg A c tv _ C
P
B itw is e A N D
P F L p C D _ s tP w r S tg D ia _ C B itw is e A N D
P
D fp _ P F L p C D _ m p
P F lt_ s tO v r L o n U n S u c R g n D e m
E r r o r H a n d lin g 0 D fp _ P F L p C D _ m p
0
0 P F L p C D _ s tO u t_ m p
0
PFLCDpstP_rwtgASPFctvLp_CDCstP_wrStgDia_CongE_stPwrStgEnaCnodPFLpCD_sOut t_mpPFt_sl tOvLor nUSucRgnDem
Function shut-off response of the power stage/ The shut-off response of the power stage or the power stage diagnostics can be done by calibration for
power stage diagnostics certain vehicle conditions using the characteristic values PFLpCD_stPwrStgActv_C and
PFLpCD_stPwrStgDia_C.
Selection of hardware pins The output of the power stage can be selected by PFLpCD_numDioOut_C. PFLpCD_numDia_C is used for
selecting the hardware diagnostic pin. The inversion of the output is achieved by PFLpCD_stInvOut_C.
Hint: The component driver is enabled only if the switch PFLpCD_stEna_C is TRUE. If the switch is set to FALSE,
the monitoring is disabled, the fault paths in the Dfp is cleared and the cycle flag is set. Also the lamp will be
switched OFF.
Monitoring The power stage is monitored for short circuit to battery (SCB), short circuit to ground (SCG), open load (OL)
and over temperature (OT). An error code is transmitted via the SPI bus to the ECU. The error detected is
displayed via the corresponding error path Dfp_PFLpCD_mp.
Table 129: Status of the fault path Dfp_PFLpCD_mp
Bit Position Meaning
Bit 0 SCB
Bit 1 SCG
Bit 2 OL
Bit 3 OT
Dfp-table 35: Dfp_PFLpCD_mp.MAX

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Veh-BdInt-Dspl-PFLpCD Particulate Filter Lamp DS-CV/EET
the lamp actuator ( indicated by PFLpCD_stSPICtl_C = 1), test impulses are sent every
PFLpCD_tiBtwTst_C to switch on the powerstage. The number of such test impulses can be
restricted to a maximum of PFLpCD_ctPwrStgOnMax_C per driving cycle. Once this maximum
PFLpCD_ctPwrStgOnMax_C has to be applicated to 0xFFFF.
a maximum time of PFLpCD_tiBtwTst_C ms. It should be noted that after error detection, the
error condition is checked only every PFLpCD_tiBtwTst_C.
Non SPI powerstages (CY310, CY315, CJ12X etc): If non SPI powerstage is used for the lamp
actuator ( indicated by PFLpCD_stSPICtl_C = 0), the powerstage is swiched on through input
for PFLpCD_tiPwrStgOn_C ms every PFLpCD_tiBtwTst_C ms. The number of such switch
on can be restricted to a maximum of PFLpCD_ctPwrStgOnMax_C per driving cycle. Once this
maximum number of switch on have elapsed, no healing is possible in the current driving cycle.
Note1 : If no restriction is needed for the number of switch on, then PFLpCD_ctPwrStgOnMax_C
of PFLpCD_tiBtwTst_C ms. It should be noted that after error detection, the error condition is
checked only every PFLpCD_tiBtwTst_C.
PFLpCD_stPwrStgDia_C.
function depending on (i) whether the output is inverted and (ii) whether inverting / non-inverting
powerstage is used.
test frequency error healing, the test frequency corresponds to PFLpCD_tiBtwTst_C . This error can only be
the power stage diagnosis PFLpCD_stPwrStgDia_C.
Label defect Time to defect: PFLpCD_DebShortCircBatDef_C
detection.
Label healing Time to Ok: PFLpCD_DebShortCircBatOk_C
Dfp-table 36: Dfp_PFLpCD_mp.MIN

powerstage is used.
diagnosis PFLpCD_stPwrStgDia_C.
Label defect Time to defect: PFLpCD_DebShortCircGndDef_C
detection.
Label healing Time to Ok: PFLpCD_DebShortCircGndOk_C
Dfp-table 37: Dfp_PFLpCD_mp.SIG

function
diagnosis PFLpCD_stPwrStgDia_C.
Label defect Time to defect: PFLpCD_DebNoLoadDef_C
detection.
Label healing Time to Ok: PFLpCD_DebNoLoadOk_C
Dfp-table 38: Dfp_PFLpCD_mp.NPL

function
test frequency
Label defect Time to defect: PFLpCD_DebExcTempDef_C
detection.
Label healing Time to Ok: PFLpCD_DebExcTempOk_C
pflpcd.fm 21.12.2005
P_340 Y445 S00 746-V91 Confidential PFLpCD - 297 -
DS-CV/EET Particulate Filter Lamp Veh-BdInt-Dspl-PFLpCD
Figure 281 : Error handling for the power stages

P F L p C D _ D e b S h o r tC ir c B a tD e f_ C
P F L p C D _ D e b S h o r tC ir c B a tO k _ C
P
S h o r t c ir c u it D fp _ P F L p C D _ m p .0
o v e r lo a d
P F L p C D _ D e b S h o r tC ir c G n d D e f_ C
P F L p C D _ D e b S h o r tC ir c G n d O k _ C
P
H W D fp _ P F L p C D _ m p .1
P F L p C D _ D e b N o L o a d D e f_ C
P F L p C D _ D e b N o L o a d O k _ C
P
D fp _ P F L p C D _ m p .2
N o L o a d x y
d e te c tio n
P F L p C D _ D e b E x c T e m p D e f_ C
P F L p C D _ D e b E x c T e m p O k _ C
P
E x c e s s D fp _ P F L p C D _ m p .3
x y
te m p e ra tu re
p flp c d _ 2 .d s f
Input values PFlt_stOvrLonUnSucRgnDem: Status lamp for regeneration unsuccessful - <UBYTE>
Measuring points PFLpCD_stOut_mp: Output status of particulate filter lamp - <UBYTE>

Dfp_PFLpCD_mp: Measurement point for fault path Dfp_PFLpCD - <UWORD>
Application parameters PFLpCD_DebShortCircBatDef_C: debounce duration for short circuit to battery error
detection<value>
PFLpCD_DebShortCircBatOk_C: debounce duration for short circuit to battery error
healing<value>
PFLpCD_DebShortCircGndDef_C: debounce duration for short circuit to ground error
detection<value>
PFLpCD_DebShortCircGndOk_C: debounce duration for short circuit to ground error
healing<value>
PFLpCD_DebNoLoadDef_C: debounce duration for no load error detection<value>
PFLpCD_DebNoLoadOk_C: debounce duration for no load error healing<value>
PFLpCD_DebExcTempDef_C: debounce duration for excess temperature error detection<value>
PFLpCD_DebExcTempOk_C: debounce duration for excess temperature error healing<value>
PFLpCD_stPwrStgActv_C: status word for deactivation of the powerstage<value>
PFLpCD_stPwrStgDia_C: status word for deactivation of the powerstage diagnostic<value>
PFLpCD_numDioOut_C: Output pin selection for particulate filter lamp power stage.<value>
PFLpCD_numDia_C: Parameter for selection of particulate filter lamp diagnosis.<value>
PFLpCD_stInvOut_C: Inversion parameter for particulate filter lamp power stage.<value>
PFLpCD_stSPICtl_C: Parameter to indicate SPI / non-SPI Powerstage<value>
PFLpCD_tiBtwTst_C: Time after which the IC is switched on in case of Short Circuit to Batt
and Excess Temperature errors<value>
PFLpCD_ctPwrStgOnMax_C: Maximum number of Powerstage switch-on's in case of error<value>
PFLpCD_tiPwrStgOn_C: Time for which the Powerstage is switched on for non-SPI
Powerstages<value>
PFLpCD_stEna_C: Global switch for enabling the particulate filter lamp component
driver.<value>
Application instructions • PFLpCD_stSPICtl_C indicates whether SPI capable or non SPI powerstage is used to drive the actuator.
• PFLpCD_ctPwrStgOnMax_C indicates the number of times the powerstage can be switched on per driving
corresponds to the number of test impulses that can be sent per driving cycle and for non SPI
has elapsed. This value is common for both short circuit to battery and excess temperature. If no
restriction is needed, then it has to be applicated to 0xFFFF. With this value the error can be healed any
time.
• PFLpCD_tiBtwTst_C indicates the time interval between the switch on of powerstage in case of short
interval in which test impulses are sent. Sending test impulses very frequently can load the SPI bus. In
• PFLpCD_tiPwrStgOn_C indicates the time for which the powerstage will be on in case of non SPI
• PFLpCD_stEna_C indicates whether the component driver is enabled or not. If PFLpCD_stEna_C = TRUE,
the component driver is enabled. If it is set to FALSE, the component driver is disabled, monitoring is shut-
off, the Dfp is cleared and its cycle flag is set.
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Veh-BdInt-Dspl-CTLpCD Coolant Temperature Lamp DS-CV/EET
3.4.2.6 Coolant Temperature Lamp (CTLpCD)

CARTRONIC-Strutucre:Veh-BdInt-Dspl-CTLpCD
Overview of the component The coolant lamp warns the driver when ever the temperature of the coolant exceeds a threshold temperature
or when ever there are any defects detected in the coolant circuit.
Figure 282 : Overview - Coolant temperature lamp component driver
C T L p C D _ s tO u t_ m p
C T S C D _ tC ln t S ig n a l S e le c tio n
D fp _ C T L p C D _ m p
M o n ito r in g
c tlp c d _ 1 0 0 .d s f
CoEng_stPwrStgnaECondCTLpC_DstOt_mupDp_Cf TLCDp_mpCTCDS_tCntl
Structure of the component This function controls the lamp by checking the status of Fid_CTLpCD_CTS_mp.0 and the temperature of the
coolant CTSCD_tClnt. The coolant temperature lamp glows on either of the two contions, which are as follows
:
1. The temperature of the coolant is subjected to hysteresis check. When ever the temperature of the coolant
CTSCD_tClntexceeds the upper hysteresis threshold CTLpCD_tClntThresHi_C, The output of the hysteresis
check is debounced and CTLpCD_stOut_mp is set to 1.
2. When ever the status of Fid_CTLpCD_CTS_mp.0 is set to 0, CTLpCD_stOut_mp is set to 1.
When ever CTLpCD_stOut_mpis set to 1, an indication is given to the driver by turning the coolant lamp ON.
C T L p C D _ tC ln tT h r e s H i_ C
P
C T L p C D _ tC ln tT h r e s L o _ C
P
C T L p C D _ tiD e b H i_ c
C T L p C D _ tiD e b L o _ c
C T S C D _ tC ln t
x y
H y s te r e s is _ L S P _ R S P
>= 1
F id _ C T L p C D _ C T S _ m p .0
c tlp c d _ 1 .d s f
Fid_CLpTCD_CTSm_pCTLpC_DtOust_mpCSCT_tDClnCTLt pC_tCDntl ThreHis_CTLpCD_tClntThreso_LCTLpD_CtiDebH_Ci LpTCDtiD_bLeo_C
The function controls the power stage for the coolant temperature lamp depending on the status of
CTLpCD_stOut_mp.
C T L p C D _ s tP w rS tg A c tv _ C
P
b itw is e A N D
C T L p C D _ s tP w r S tg D ia _ C b itw is e A N D
P
C T L p C D T e s te r D e m a n d
S ig T s t_ s tC T L p C D
te s t im p u ls e C T L p C D _ s tO u t_ m p
(fro m T e s te r)
0 .0
S ig T s t_ s tC T L p C D
(to T e s te r)
CTLpC_DstPwrStAcgtv_CoEngst_PwrtgESnaonCdCTpCLD_stPwStr gDi_CaTLCpCD_stOut_mp
Function actuator test If a request for an actuator test is present, the output state of the coolant temperature lamp is directly set by
the diagnostic tester(SigTst_stCTLpCD).
If the tester demand is inactive, the diagnostic tester can query the currently set state (SigTst_stCTLpCD).
power stage diagnostics certain vehicle conditions using the characteristic values CTLpCD_stPwrStgActv_C and
CTLpCD_stPwrStgDia_C .
Selection of hardware pins The output of power stage can be selected by CTLpCD_numDioOut_C. CTLpCD_numDia_C is used for selecting
the hardware diagnostic pin. The inversion of the output is achieved by CTLpCD_stLampInvOut_C.
detected is displayed via the corresponding error path Dfp_CTLpCD_mp .
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P_340 Y445 S00 746-V91 Confidential CTLpCD - 299 -
DS-CV/EET Coolant Temperature Lamp Veh-BdInt-Dspl-CTLpCD
If the power stage of coolant temperature lamp is a low side driver then set CTLpCD_stLampInvOut_C = 1,
otherwise if the power stage is a high-side driver then set CTLpCD_stLampInvOut_C = 0.
In case of low stage power stage, the errors short-circuit to UBatt (SCB) and excess temperature are
detected only if the powerstage is actuated (CTLpCD_stOut_mp = 1) and the errors short-circuit to
ground(SCG) and open load(OL) are detected only if the power stage is not actuated (CTLpCD_stOut_mp =0).
If a debounced error occurs, the power stage is de-energised and an error entry is made in the error memory.
Table 130: Dfp_CTLpCD_mp.MAX
the coolant temperature lamp actuator ( indicated by CTLpCD_stSPICtl_C = 1), test impulses
are sent every CTLpCD_tiBtwTst_C to switch on the powerstage. The number of such test
impulses can be restricted to a maximum of CTLpCD_ctPwrStgOnMax_C per driving cycle.
Once this maximum number of test impulses have elapsed, no healing is possible in the current
driving cycle.
CTLpCD_ctPwrStgOnMax_C has to be applicated to 0xFFFF.
a maximum time of CTLpCD_tiBtwTst_C ms. It should be noted that after error detection, the
error condition is checked only every CTLpCD_tiBtwTst_C .

Non SPI powerstages (CY310, CY315, CJ12X etc): If non SPI powerstage is used for the
coolant temperature lamp actuator ( indicated by CTLpCD_stSPICtl_C = 0), the powerstage is
swiched on through input for CTLpCD_tiPwrStgOn_C ms every CTLpCD_tiBtwTst_C ms.
The number of such switch on can be restricted to a maximum of CTLpCD_ctPwrStgOnMax_C
per driving cycle. Once this maximum number of switch on have elapsed, no healing is possible
in the current driving cycle.
Note1 : If no restriction is needed for the number of switch on, then CTLpCD_ctPwrStgOnMax_C
of CTLpCD_tiBtwTst_C ms. It should be noted that after error detection, the error condition is
checked only every CTLpCD_tiBtwTst_C.
CTLpCD_stPwrStgDia_C.
powerstage is used.
test frequency error healing, the test frequency corresponds to CTLpCD_tiBtwTst_C . This error can only be
the power stage diagnosis CTLpCD_stPwrStgDia_C.
Label defect Time to defect: CTLpCD_DebShortCircBatDef_C
detection.
Label healing Time to Ok: CTLpCD_DebShortCircBatOk_C
Table 131: Dfp_CTLpCD_mp.MIN

powerstage is used.
diagnosis CTLpCD_stPwrStgDia_C.
Label defect Time to defect: CTLpCD_DebShortCircGndDef_C
detection.
Label healing Time to Ok: CTLpCD_DebShortCircGndOk_C
Table 132: Dfp_CTLpCD_mp.SIG

function
diagnosis CTLpCD_stPwrStgDia_C.
Label defect Time to defect: CTLpCD_DebNoLoadDef_C
detection.
Label healing Time to Ok: CTLpCD_DebNoLoadOk_C
Table 133: Dfp_CTLpCD_mp.NPL

function
test frequency
Label defect Time to defect: CTLpCD_DebExcTempDef_C
detection.
21.12.2005 ctlpcd.fm
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Veh-BdInt-Dspl-CTLpCD Coolant Temperature Lamp DS-CV/EET
Label healing Time to Ok: CTLpCD_DebExcTempOk_C
Figure 285 : Error Handling for the power stages

C T L p C D _ D e b S h o r tC ir c B a tD e f_ C
C T L p C D _ D e b S h o r tC ir c B a tO k _ C
P
S h o r t c ir c u it D fp _ C T L p C D _ m p .0
o v e r lo a d /O T
C T L p C D _ D e b S h o r tC ir c G n d D e f_ C
C T L p C D _ D e b S h o r tC ir c G n d O k _ C
P
H W S h o r t c ir c u it D fp _ C T L p C D _ m p .1
to G r o u n d d e te c tio n x y
C T L p C D _ D e b N o L o a d D e f_ C
C T L p C D _ D e b N o L o a d O k _ C
P
D fp _ C T L p C D _ m p .2
N o L o a d x y
d e te c tio n
C T L p C D _ D e b E x c T e m p D e f_ C
C T L p C D _ D e b E x c T e m p O k _ C
P
E x c e s s D fp _ C T L p C D _ m p .3
T e m p e ra tu re x y
D e te c tio n
CTLpC_DDebShotCr rcBi atDf_CeTLCpC_DbSeorhtCirBactOk_CLpTCDDe_bShortCircGndDef_CLpTCD_DebhSortCircGdnOk_CTLpC_DDebNoLadoDef_CLpTCD_DeNobLoadOkC_Dfp_CTLpCCT_mDLpCD_DebExcemTpDf_CeTCLpC_DebExcTempOkC_
diagnosis - <UBYTE>
Measuring points CTLpCD_stOut_mp: State of coolant temperature lamp. - <UBYTE>

Dfp_CTLpCD_mp: Fault path for Warning Temperature Lamp - <UWORD>
Fid_CTLpCD_CTS_mp: Coolant temperature lamp will golw in case of inhibit. - <UBYTE>
Application parameters CTLpCD_tClntThresHi_C: Upper hysteresis threshold for coolant temperature.<value>

CTLpCD_tClntThresLo_C: Lower hysteresis threshold for coolant temperature.<value>
CTLpCD_tiDebHi_C: Debounce time for the coolant temperature high hysteresis output.<value>
CTLpCD_tiDebLo_C: Debounce time for the coolant temperature low hysteresis output.<value>
CTLpCD_DebShortCircBatDef_C: Error debounce time of Warning Temperature Lamp for short
CTLpCD_DebShortCircBatOk_C: Recovery debounce time of Warning Temperature Lamp for short
CTLpCD_DebShortCircGndDef_C: Error debounce time of Warning Temperature Lamp for short
CTLpCD_DebShortCircGndOk_C: Recovery debounce time of Warning Temperature Lamp for short
CTLpCD_DebNoLoadDef_C: Error debounce time of Warning Temperature Lamp for open
load<value>
CTLpCD_DebNoLoadOk_C: Recovery debounce time of Warning Temperature Lamp for open
load<value>
CTLpCD_DebExcTempDef_C: Debounce time of coolant tempertaure lamp in case of excess
temperature<value>
CTLpCD_DebExcTempOk_C: Recovery debounce time of coolant temperature lamp in case of
normal temperature<value>
CTLpCD_stPwrStgActv_C: Activation for shut off conditions of the Warning Temperature Lamp
power stage<value>
CTLpCD_stPwrStgDia_C: Activation for shut off conditions of the Warning Temperature Lamp
power stage diagnosis<value>
CTLpCD_numDioOut_C: Output pin selection for Warning Temperature Lamp power stage<value>
CTLpCD_numDia_C: Parameter for Warning Temperature Lamp power stage diagnosis <value>
CTLpCD_stLampInvOut_C: Inversion parameter of the coolant temperature lamp power
stage.<value>
CTLpCD_stSPICtl_C: Parameter to indicate the type of powerstage used (1= SPI controllable
powerstage, 0 = Non SPI powerstage)<value>
CTLpCD_tiBtwTst_C: Time interval between powerstage switch on to test the error
condition<value>
CTLpCD_tiPwrStgOn_C: Time for which the power stage is switched on in case of non SPI
powerstage<value>
CTLpCD_ctPwrStgOnMax_C: Maximum number of powerstage switch on per driving cycle in case
ctlpcd.fm 21.12.2005
P_340 Y445 S00 746-V91 Confidential CTLpCD - 301 -
DS-CV/EET Coolant Temperature Lamp Veh-BdInt-Dspl-CTLpCD
Application instructions • CTLpCD_stSPICtl_C indicates whether SPI capable or non SPI powerstage is used to drive the actuator.
• CTLpCD_ctPwrStgOnMax_C indicates the number of times the powerstage can be switched on per driving
• CTLpCD_tiBtwTst_C indicates the time interval between the switch on of powerstage in case of short
• CTLpCD_tiPwrStgOn_C indicates the time for which the powerstage will be on in case of non SPI
21.12.2005 ctlpcd.fm
- 302 - OPLpCD Y445 S00 746-V91 Confidential P_340
Veh-BdInt-Dspl-OPLpCD Oil Pressure Lamp DS-CV/EET
3.4.2.7 Oil Pressure Lamp (OPLpCD)

CARTRONIC-Strutucre:Veh-BdInt-Dspl-OPLpCD
Overview of the component The oil pressure lamp informs the driver about the current state of the oil pressure sensor. The lamp is turned
ON when there is oil pressure too low plausibility error.
Figure 286 : Overview -Oil pressure lamp component driver
O P L p C D _ s tO u t_ m p
O P S C D _ s tE rr
D fp _ O P L p C D _ m p
M o n ito r in g
o p lp c d _ 1 0 0 .d s f
CoEng_stPwrStgnaECondOPSC_sDtErPLOpC_sDtOu_mt pDf_OLpPCD_pm
Structure of the component The function switches oil pressure lamp ON or OFF depending on the value of OPSCD_stErr.5.
O P S C D _ s tE rr
B it
O P S C D _ P R E S S U R E _ T O O _ L O W A n d
O P S C D _ P R E S S U R E _ T O O _ L O W
o p lp c d _ 1 . d s f
OPSC_sDtErOPLCp_sDtOut_mp
O P L p C D _ s tP w rS tg A c tv _ C
P
b itw is e A N D
O P L p C D _ s tP w r S tg D ia _ C b itw is e A N D
P
O P L p C D T e s te r D e m a n d
S ig T s t_ s tO P L p C D
te s t im p u ls e O P L p C D _ s tO u t_ m p
(fro m T e s te r)
0 .0
S ig T s t_ s tO P L p C D
(to T e s te r)
o p lp c d _ 2 . d s f
OPLpCD_stPwrSgAct tv_CoEngst_PwrtgSEnaonCdOPpLCD_stPrSwtgDi_CaPLOpCD_stOut_mp
Function actuator test If a request for an actuator test is present, the output state of the oil pressure lamp is directly set by the
diagnostic tester(SigTst_stOPLpCD).
If the tester demand is inactive, the diagnostic tester can query the currently set state SigTst_stOPLpCD.
power stage diagnostics certain vehicle conditions using the characteristic values OPLpCD_stPwrStgActv_C and
OPLpCD_stPwrStgDia_C .
Selection of hardware pins The output of power stage can be selected by OPLpCD_numDioOut_C. OPLpCD_numDia_C is used for selecting
the hardware diagnostic pin. The inversion of the output is achieved by OPLpCD_stLampInvOut_C.
detected is displayed via the corresponding error path Dfp_OPLpCD_mp .
Table 134: Dfp_OPLpCD_mp.MAX
oplpcd.fm 21.12.2005
P_340 Y445 S00 746-V91 Confidential OPLpCD - 303 -

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Software Documentation EDC7UC31-CRS

1.7.1.1 Block diagrams ...................................................................................................................... 33

Chapter 2 Dataflow-orientated functional description (Intro_Functions).............. 35

3.2.2.1.2 Cruise control (CrCtl) .......................................................................................................... 140

3.4.5.4 Interface to Engine Compartment Start/Stop Buttons (ECBtCD)................................... 343

3.5.4 Monitoring of Sensor Supply Voltage (SSpMon) ................................................ 385

Chapter 4 Engine (Eng) ............................................................................................ 425

4.5 High idle governor (HIGov) ......................................................................................... 608

Regeneration values for the main injection (InjCrv_MIRgn) .................................................. 852

4.13.3 Intake duct (IndSys) ............................................................................................. 1004

4.13.5.4 Exhaust pressure controller (EPCtl) ................................................................................ 1351

Exhaust valve actuator (EVCD) ........................................................................................... 1403

4.14.4.1.2 Fan actuator (FanCD) ........................................................................................................ 1627

Chapter 5 Injection system (InjUn) ........................................................................ 1738

(Rail_SetPointEnvCorRgn) .................................................................................................. 1781

5.3 Injector (InjVlv) ........................................................................................................... 1845

Chapter 6 Monitoring at system level (ECU_Mon)............................................... 1902

6.3 Overrun monitoring (OvRMon) ................................................................................. 1905

7.2 Frame manager (FrmMng)......................................................................................... 1979

Send Message Fuel Consumption (FrmMng_FlConsum) ................................................... 2098

Chapter 8 DSM application parameters and their function

Chapter 9 Diagnostic interface (EOBD) ................................................................ 2392

Chapter 10 Diagnostic platform (Com_DiaP) ......................................................... 2403

Chapter 14 Keyword Protocol 2000 (KW2000) ...................................................... 2428

stopRoutineByLocalId (SID 32h) (K2SPRBLI)..................................................................... 2489

Chapter 15 Remote Control (RemCtl) ..................................................................... 2511

Appendix B EDC16/7 service library (LibService)................................................... 2522

Appendix C Table with assignment of the recovery numbers (Recovery Coordinator)

fu n c tio n a p p lic a tio n

1.4 Naming conventions for application labels

< c o m p o n e n t> _ < ty p e > < id e n tifie r > _ < e x p a n s io n >

c o m p o n e n t: B a ttC D = c o m p o n e n t d r iv e r b a tte r y v o lta g e

Abbreviation (Engl.) Designation (Engl.) Designation (German)

Abbreviation (Engl.) Designation (Engl.) Designation (German)

Designation defined for <type> field

am angular momentum Drehimpuls Nm s

Table 3: Logical variables

Designation defined for <identifier> field

ActVal actual Value Istwert

Abbreviation Designation (Engl.) Designation (German)

AirPress air pressure Luftdruck

Designation defined for <extension> field

1.5 Abbreviations used

Table 6: List of abbreviations

ADC Analog digital converter Analog-Digital-Converter

Abbreviation Designation (English) Designation (German)

Abbreviation Designation (English) Designation (German)

Diff difference Unterschied/Differenz

Abbreviation Designation (English) Designation (German)

Abbreviation Designation (English) Designation (German)

KW2000 Keyword 2000 (Diagnostic-Protocol) Keyword 2000 (Diagnose-Protokoll)

Abbreviation Designation (English) Designation (German)

Abbreviation Designation (English) Designation (German)

RA Governor deviation Regelabweichung

Abbreviation Designation (English) Designation (German)

Abbreviation Designation (English) Designation (German)

Wait wait warten

1.6 Description of the software switches