Description of functions Page 3-1

Y281 S01 271-V10 EDC 15C B271.V10 ZHK01 2.12

3 Fuel metering handler

The fuel metering handler synchronizes the angular indicator of the gate array with the
camshaft signal zhmNW_PHYS and calculates the absolute angle referenced to the gaps of
the toothed wheel for each cylinder from the control angle request and the energizing time
request . The position of the respective TDC for the individual cylinder must be set using
the parameters zhwOT_0 (angular distance between gap and 1st cylinder) and
zhwOTgSOLL (angular distance between cylinders 1 and 2). See also chapter "Parameters
for position and set-up of the toothed wheel“ and "Parameters for adjustment of the
injection“.

3.1 Quick synchronization

With camshaft/crankshaft synchronization of the system, the first recognized gap for
crankshaft speed below the applicable threshold zhwNsync leads to the so-called quick
synchronization. The recognized speed at start of synchronization is output on the OLDA
zhoNsync. This check may be carried out as long as the engine is running.
In order to prevent a faulty synchronization due to starter distortions, the
synchronization is suppressed for the applicable time zhwSTAUSBL by the gate array after
recognizing the first engine speed sensor pulse (first DZI-interrupt). During this time a gap
recognition by the gate array is impossible.
Using the static level1) of the camshaft sensor (NW-sensor) the next injection is into
cylinder 1 or 2 (for 4-cylinder engine) if the state is active. The active state can be set using
the label zhwNWG_Peg. The synchronization state zhmSYNC_ST changes from 1
(initialization) to 2 (preliminary synchronized). If a valid edge of the camshaft signal is
recognized (ON- or OFF-edge, determined by the labels zhwON1, zhwON2, zhwOFF1 and
zhwOFF2), the synchronization state is set to 4 (synchronized). The ON- and OFF-edge is
shown on the OLDA zhoNW_ON and zhoNW_OFF.
If an edge is outside the applicated values, the angle of the cam signal edge is
transmitted on the OLDA zhoNW_ERR.
If a valid edge has not been recognized after 2 complete engine revolutions (e.g. no
camshaft sensor present , static level was a coincidence), the synchronization state 2 is
kept, but injection is shut off.

1
Level 0 for zhwNWG_Peg = 0 or level 1 for zhwNWG_Peg = 1

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after two revolutions

c.) no cam-edge recognized
msyn => injection stopped
GA = gate array 0u
36
e => tiv
e)
t i v ac
in ac ev el
el m-
l conditional
le v ca
m- ND ) release of
ca A =0
A ND g niz
ed
R R.2 quantity
E
ed

o o
ec (zh
niz pr
c og (Ga b le d quickstart
re na
ap OR ne
(G tio

(dyn. inplausibility GA AND zhwSTA_PRE inactive)

ec
inj

only after two revolutions of crankshaft

)
2=0
RR.

OR (stopped afterrun AND n > zhwNSYNC)

(zhoE
led =1)
on e
nab RR.1
cti ( z hoE
nc)

OR (RECOVERY (injectionstop=1))
inje )
y GA ctive hwNSy
lau sibilit E still a < z
. inp _PR Dn
(dyn zhwSTA terrun AN

cam-edge recognized
N D d a f
Quick A pe
stop
synchronisation OR (


(dyn
.
OR inplaus
( sto ib
ppe ility GA
d aft
erru AND zh
nA
ND n wSTA_
< zh PR
wNS E still a
KL 15 on YNC ctive
) )
full release
of quantity

 ZUMZUST.DSF

Figure ZH1: State diagram synchronization

3.1.1 Quick synchronization after dyn. implausibility

During engine start and after disturbance impulses caused by the starter have been
recognized it is desirable to have an injection at the next gap using quick synchronization.
For higher engine speed this may lead to strong surge of the engine in case of defective
toothed wheel (e.g. missing tooth) or defective evaluation circuit.
In order to distinguish these cases a starting counter is put on with the value
zhwSTA_PRE for camshaft/crankshaft synchronization and decremented by 1 for each
successful injection (2 per revolution for 4-cyl. engine), if at the start of synchronization an
engine speed below the applicable threshold zhwNsync was recognized.
Before this counter runs out a quick synchronization is carried out after each dynamic
implausibility (s. chapter dyn. plausibility of the crankshaft signal).

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After the counter has run out Bit 14 is set in the OLDA zhmERR to show this state.
From then on, zhwERR_PRE crankshaft revolutions after each dynamic implausibility
must have passed before injection takes place again. If engine speed is below zhwNsync
injection is carried out using quick synchronization, even if zhwSTA_PRE has run out. The
counter starting value zhwSTA_PRE is not taken into account in case of terminated after-
run, which means that if it has once run out, it remains in this state for the whole operating
cycle.

3.1.2 Synchronization of the segment signal (SeSi)

In order to synchronize the message dzmSEGM (segment number) with cylinder 1 and
to fix the phase position of the SeSi to 12-18 degrees after TDC, the engine speed
measuring has to be synchronized with the chrankshaft sensor wheel . This is automatically
done for synchronization state zhmSYNC_ST = 4 and repeated every 2 revolutions.

3.2 Reasons for shut-off

1. No cam signal: After quick synchronization shut-off occurs immediately and Bit 2+7
are set on the OLDA zhmERR.
2. Both camshaft edges are outside the applicated window. Wrong cam signal before
synchronization: After quick synchronization immediate shut-off occurs and Bit 2+7
are set on the OLDA zhmERR, in addition the wrong camshaft position is transmitted
in OLDA zhoNW_ERR.
3. If self-diagnosis of the processor has not found a gate array or if the gate array is
defective, injections are never activated and Bit 0 is set on OLDA zhmERR.
4. The ON-edge is out side the applied window, wrong or missing cam-signal (out side
the cam-windows zhwON1,2 resp. zhwOFF1,2) after successful synchronization
(failure during operation): no shut-off, but Bit 8 is set on OLDA zhmERR.
If only the ON-edge is outside the window, start is carried out and injection is
continued respectively, Bit 8 of zhmERR is set and the error fbbEIWZ_S is reported.
If only the OFF-edge is outside the window, start is carried out and injection is
continued respectively. No error is reported. The defective edge is transmitted in
zhoNW_ERR.

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3.3 Crankshaft-failure monitoring

A plausibility check between KW- and NW-signal is carried out. For this both a NW-
speed zhoNW_N and a KW-speed zhoKW_N is formed.
The NW-speed is determined by summing up of program loops covering the duration of
(zhwNWGPULSE) NW-edges. If zhwNWG_INV = 0, the rising NW-edges are evaluated, if
zhwNWG_INV = 1 the falling edges are evaluated. That means zhwNWGPULSE
corresponds to the number of theeth on the NW-toothed wheel +1. The KW-speed is
detected from the INKPEDA-register internally existing in the module. One value is
detected per each program loop. After completion of (zhwNWGPULSE) NW-edges the
average value is calculated and the newly calculated engine speeds zhoNW_N and
zhoKW_N are output.
The plausibility check is performed simultaneously as well. For that purpose
permissible crankshaft speeds are calculated from camshaft dependent window curves
zhwKWMINKL resp. zhwKWMAXKL; the averaged camshaft speed has to be within these
limits. If the engine speed is outside of the window, the crankshaft failure is recognized
and zhwIWZAst.0 is set.
If a crankshaft failure was recognized first the double camshaft speed (zhoNW_N) is
checked for plausibility. In doing this the current camshaft speed is compared with the last
valid value. If the camshaft speed is plausible (zhoIWZAst.1=0), an error entry is made
(fbbEIWZ_A). Plausibility check of camshaft speed is carried out only below the engine
speed threshold zhwNW_P_N. Camshaft speed has to be checked because engine speed
jumps, which are typically upon engine stalling, must be suppressed.
For camshaft speeds lower than the double camshaft speed zhwNW_NMIN the check is
switched off (zhwIWZAst.2). As soon as it is recognized that this engine speed threshold is
fallen short of within the NW-revolution just evaluated, zhoNW_N = zhoKW_N = 9,76
1/min is displayed.
In particular at lower engine speeds a failure of the KW-signal (temporarily) can remain
unnoticed, because the averaging using INKPEDA-values prior to the KW-failure
calculates an engine speed, which may be within the range of tolerance.
For this, the label zhwKW_IR_Z is introduced. If no KW-edges are detected during
zhwKW_IR_Z program loops, the KW-engine speed is set to zero at the next plausibility
check. Because the KW period duration is limited to the signed range, the value KW-
engine speed = 0 corresponds to the value zhoKW_N = 9,76 1/min.

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Hints for application: Please mind the fact that high engine speeds cause a measurement
inaccuracy for zhoNW_N. In worst case the determined duration
of (zhwNWGPULSE) NW-edges is longer by one program loop
than the current one, i.e. 10ms or 20ms.
At an engine switching-over or at a bump-start it can happen, that
the NW-sensor delivers a signal while the KW-Iduktivsensor is no
longer able to evaluate this signal because of the low engine
speed. For this reason zhwKW_IR_Z must be longer than the
period of time in which the iduktiv-signal is below the evaluation
threshold and the camshaft is still in rotation.

a
b a>b zholWZAst.0
zhwKWMINKL
zhoKW_N

≥1

zhoNW_N a
b a<b

zhwKWMAXKL

zhoIWZAst.2
a 1 fbbEIWZ_A
zhwNW_NMIN b a>b &

zholWZAst.1

zhwNWPLAUKL
a
b a>b
0 1

a
b a>b

KWAUÜBW2.DSF
zhwNW_P_N

Figure ZH2 : Crankshaft-failure monitoring

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Assignment of zhoIWZAst:
Bit Meaning
0 crankshaft-failure recognized
1 camshaft speed, implausible
2 camshaft speed below zhwNW_NMIN

3.4 Background calculations

3.4.1 Camshaft monitoring
If the camshaft sensor frequency is too high the error fbbEIWZ_N is reported (threshold
zhwNWG_FL).
If the error bits 7 or 8 are set in zhmERR the error fbbEIWZ_S is reported). This entry
is not made for engine speed below zhwNUPLNWU (zhwSTA_PRE not yet run out) or
zhwNUPLNWO (zhwSTA_PRE run out). In addition no entry is made during afterrun.

zhmERR.7
zhmERR.8 >1 error fbbEIWZ_S
debouncing
0
mrmSTATUS.2 (after-run active)
zhmERR.1 ≥1
dzmNmit a

b
a<b
zhwNUPLNWU

zhwNUPLNWO b
a<b ZHNWERRE.DSF

zhmERR.14

Figure ZH3: Release error stage

3.4.2 Dynamic plausibility of the crankshaft signal

Dynamic plausibility is calculated by the gate array using the PLL (frequency
multiplier). The PLL supplies a counter which counts from 0 to 256 after a crankshaft
edge, in exactly the time of the last period duration.

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If the counter has not reached the value 256 before the next edge, the engine has been
accelerated and the PLL will count faster next time. If the counter has reached a value
higher than 256 the engine has been decelerated and the PLL will count more slowly next
time. The limits of the counter can be defined by a data-set. For engine speeds below
zhwN_PLAU the values zhwUn_N_... are valid, above this engine speed the values
zhwOb_N_... are valid.
The value ..._UI represents the smallest value the PLL counter may have at the next
edge, the value ..._OI represent the highest one (..._UI is therefore to be applied as < 256,
..._OI as > 256).
The values ..._UL and ..._OL represent the PLL_counter reading at reachnig the first
edge after a gap (therefore ..._UL < 256*3 and ..._OL > 256*3).
If these limits have been exceeded, dynamic implausibility is recognized and error bit 1
in OLDA zhmERR is set and the error fbbEIWZ_D is reported. After successful
synchronization this error is deleted.
The error is suppressed during starting.
zhmERR:
Bit Meaning
0 no or defective gate array
1 dynamic implausibility
2 injection disabled
3 once no injection (re-synchronization)
4 cut off injection to terminate DFB
7 wrong or missing cam-signal during start
8 wrong or missing cam-signal during operation
14 counter zhwSTA_PRE run out

In order to prevent error entry fbbEIWZ_D even at heavy surge of the vehicle (e.g. at
stalling), a specially filtered engine speed zhoIWZDN is used for checking the speed
threshold.

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dzmNink2 a

a<b
b

zhwIWZDNGF

zhoIWZDN a enable error storing

for fbbEIWZ_D
a<b
b

zhwN_UPL ZHERREN.DSF

Figure ZH4: Release error storage for dyn. plausibility

In order to get an engine speed as current as possible for the error release of fbbEIWZ_D
(e.g. at engine stalling), the engine speed dzmNink2 is calculated by means of the
INKPEDA-register of the GAD.
For this check the engine speed dzmNink2 is PT1-filtered for positive gradient (memory
factor: zhwIWZDNGF), for negative gradient dzmNink2 is taken unfiltered. To prevent
error entry caused by starter bucking, the error fbbEIWZ_D is only entered in the error
memory above the speed threshold zhwN_UPL.

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 3.5 Parameters for position and set-up of the Toothed Wheel

Y281 S01 271-V10

K5/ESM
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Parameters for position and setup of the toothed wheel

zhwSGZLOPL: Number of teeth between gaps (here 58 (60-2))
zhwC720INK: Number of teeth, after which the angular indicator will be reset (here 120)
zhwON1: Smallest angle for rising edge of camshaft signal (here 690° crankshaft)
zhwON2: Largest angle for rising edge of camshaft signal (here 702° crankshaft)
Figure ZH5: Parameters of the toothed wheel

zhwOFF1: Smallest angle for falling edge of camshaft signal (here 18° crankshaft)

Description of functions
zhwOFF2: Largest angle for falling edge of camshaft signal (here 30° crankshaft)

EDC 15C B271.V10

zhwOT_0: Angular indicator at TDC (here 60° crankshaft)
1.12.1999

zhwC720INK (here 120)

zhwSGZLOPL (here 58, falling edges)

zhwOT_0 (here 60° KW)

OT(0)

115 116 117 118 119 0 1 2 3 4 5 6 7 8 9 10 11 12 13 ... 55 56 57 58 59 60 61 62 ... 109 110 111 112 113 114 115 116 117 118 119 0 1 2 3 4 5 6 7 8 9 10

IAT:

CAM
sensor:

Page 3-9
ZHK01 2.12
zhwOFF1 ZHINK.DSF
zhwOFF1 zhwON1
zhwON1
zhwON2 zhwOFF1
zhwON2 zhwOFF2
ZH
 3.6 Parameters for adjustment of the injection

Y281 S01 271-V10

K5/ESM
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Parameters for adjusting the injections:

zhwOTgSOLL: Angle between TDC of an even and an odd cylinder (here 180° crankshaft)
zhwOTuSOLL: Angle between TDC of an odd and an even cylinder (here 180° crankshaft)
zhwBOB_x: Earliest possible pilot injection angle, rounded up to total increments (6° crankshaft), (here 48° BTDC)
Figure ZH6: Parameter of fuel injection

zhwDZG_0: Synchronization value for Segment synchronization signal., zhwBOB_x + segment synchronization signal offset

Description of functions
The seg. synchronization signal will be too close to TDC by (zhwOT_0) MOD(6), because the software only uses
the high byte from zhwOT_0 for calculating BOB(0) and ignores the low byte.

EDC 15C B271.V10

For this reason the formula must be corrected up to 6° crankshaft (e. g. at zhwOT_0=77° crankshaft=OCD5h...D5 is ignored)
zhwDZG_F: Quick synchronization for segment syn.: zhwOT_0+Seg.syn-Offset-6°crankshaft=60+12-6=66
The same correction must be also carried out as with zhwD26_0.
1.12.1999

zhwOT_0: Angular indicator at upper TDC (here 60° crankshaft)

zhwOT_0 [°K] OT(0) OT(1)

(here 60° crank) zhwOTgSOLL [° crank] (here 180° crank)
WUP_FIRST SeSi-Offset here 12° crank

115 116 117 118 119 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45

IAT:

VE HE VE HE
BOB(0) BOB(1)

zhwBOB_x
(here 48° BTDC)

zhwDZG_0 (here 60° crank)

zhwDZG_F (here 66° crank) zhwDZ_SOLL (here 90° crank)

SeSi: ZHEINPAR.DSF
DZG_Interrupt DZG_Interrupt DZG_Interrupt DZG_Interrupt

Page 3-10
ZHK01 2.12
ZH
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3.7 Cylinder and bank selection

The sequence of the entries in the parameters zhwNE_SOLL, zhwBA_SOLL,
zhwZY_SOLL and zhwZR_SOLL is always according to the time-sequence of the cylinders,
this means that for injection sequence 1-3-2-4 the informations for cylinder 1 are at bit
position 0 and 1, for cylinder 3 at bit position 2 and 3 and so on.

3.7.1 Bank selection

In parameter zhwBA_SOLL the corresponding bank is given for each cylinder. Where
bank1 = 00 and bank2 = 01. For 4-cyl. engine:
zhwBA_SOLL:
TDC Value Bank selection
0 00b 1
1 01 2
2 00 1
3 01 2
4-7 00 unimportant
Application hint: one-bank operation: zhwBA_SOLL=0
two-bank operation: zhwBA_SOLL=16452

3.7.2 Cylinder selection

In parameter zhwZY_SOLL the cylinder number of the corresponding bank is given for
each cylinder (corresponding to injector-no. at control unit). Where cyl. number 1 = 00 and
cylinder number 2 = 01. For 4-cyl. engine:
zhwZY_SOLL:
TDC Value Cylinder no. of 4 cyl.
0 00b injector no. 1
1 00 injector no. 1
2 01 injector no. 2
3 01 injector no. 2
4-7 00 unimportant
Application hint: one-bank operation: zhwZY_SOLL=216
two-bank operation: zhwZY_SOLL=80

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3.7.3 Recharge cylinder selection

In parameter zhwZR_SOLL the corresponding cylinder number (corresp. to injector no.
at control unit) of the same bank which may be used for recharging, is given for each
cylinder. Where cylinder number 1 = 00 and cylinder number 2 = 01.
For 4-cyl. engine:
zhwZR_SOLL:
TDC Value Recharge-cyl.
0 01b injector no. 2
1 01 injector no. 2
2 00 injector no.1
3 00 injector no. 1
4-7 00 unimportant
Application hint: one-bank operation: zhwZR_SOLL=141
two-bank operation: zhwZR_SOLL=5

3.7.4 Post injection enabled

In parameter zhwNE_SOLL for each cylinder an enable-bit is available by which post
injection is made possible for the corresponding cylinder. If a post injection demand occurs
for a post injection-blocked cylinder, post injection will only be done for the next cylinder.
For 4-cyl. engine:
zhwNE_SOLL:
NE Value Post injection enabled
0 01b OK
1 01 OK
2 01 OK
3 00 not because of Zero pass
4-7 00 unimportant
Application hint: one-bank operation: zhwNE_SOLL=0
two-bank operation: zhwNE_SOLL=21

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Y281 S01 271-V10 EDC 15C B271.V10 ZHK01 2.12

3.8 Connecting injectors to the control unit

From the injection sequence suggested in the above chapter the following connections
result: (ignition sequence 1-3-2-4)

Cylinder 1 MV11_0

cylinder number 1 (corr. to. injector-no. at SG)

bank 1
Cylinder 3 MV21_0

cylinder number 1 (corr. to. injector-no. at SG)

bank 2
Cylinder 2 MV12_0

cylinder number 2 (corr. to. injector-no. at SG)

bank 1
Cylinder 4 MV22_0

cylinder number 2 (corr. to. injector-no. at SG)

bank 2

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3.9 Injector current profiles

The following figure shows the characteristic current profiles of the injector with
booster, clear, and recharge phases.

Iinj1 Iinj2

IC IAn_h

IHys
IHa_h

IHys
zhmIRCHG

TC
zhmHECUR zhwHELOESC
TASD

UC

ZHINJIU.DSF

Figure ZH7 : Structure of injector current profiles; booster voltage profiles

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 Description of functions Page 3-15
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The labels occurring in the above figure are listed below.

zhwHECUR water temperature dependent response current duration

zhwIRCHG battery voltage/rail pressure dependent recharge current
zhwLOESC time interval after end of injection in which the injector current
must have fallen below Imin

Remark: During initialization the labels zhwHECUR and zhwI_RCHG are used, else
the curve values zhwHECURKL or map values zhwIRCHGKFare used.

Init

zhwI_RCHG
zhmIRCHG

anmUBT

zumP_RAILm

zhwIRCHGKF

Init

zhwHECUR
zhmHECUR

anmWTF

ZHIRCHG.DSF
zhwHECURKL

Figure ZH8: Evaluation of recharge current resp. response current duration

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3.10 Capacitor charge before 1st injection

After switching on the control unit, the booster capacitors are uncharged. To ensure that
already the 1st injection can be performed with completely charged capacitors, both
powerstage banks are post-energized parallel under the following conditions:
• 1. first camshaft signal gap found (transition synch status 1 → 2)
• energizing time for pre, main and post injection = 0

3.11 Capacitor charge in overrun

During overrun the booster capacitors discharge slowly because no injection takes place
which would cause a recharge. In order to prevent this, "injections" with energizing
time = 0 are output continuously. Thus discharge can be compensated constantly.

3.12 Start of injection and energizing time

The begin of injection and the energizing time are calculated in the fuel metering
(engine speed-synchronous) and entered in the GateArray during the BOB-interrupt. The
following messages contain the programmed values:
zhmAB_VE_W begin of pilot injection
zhmAB_HE_W begin of main injection
zhmAB_NE_W begin of post-injection
zhmAD_VE_W energizing time pilot injection
zhmAD_HE_W energizing time main injection
zhmAD_NE_W energizing time for post-injection

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