Description of Functions EDC 15C B271.V10 - 9

Description of functions Page 9-1
Y281 S01 271-V10 EDC 15C B271.V10 MRUEBK01 2.6
9 Monitoring and after ignition off operation

Monitoring and after ignition off operation are used to check different hardware
functions. For „ignition on“ (dimK15= 1) the condition „monitoring“ is valid and for
„ignition off“ (dimK15= 0) the condition „after ignition off operation“ is valid. The
condition „after ignition off operation“ normally ends with shutoff of the main relay1.
If with driver demand „ignition off“ (dimK15= 0) the error „Terminal 15 evaluation
circuit defective“ (fbbEK15_P) occurs, the main relay is switched off immediately and no
afterrun occurs.
9.1 Evaluation of the Terminal 15 signal

Evaluation of the non-debounced Terminal 15 signal takes place during initialization of
the control unit. The non-debounced Terminal 15 signal is read with the message
dimK15roh. If its contents is Zero (dimK15roh=0), the error „Terminal 15 evaluation
circuit defective“ is recognized. This defect is reported after debouncing by fbbEK15_P
The ignition lock itself is not monitored.
Initialization
dimK15roh = 0
& error
debouncing
fbbEK15_P
MRNACK15.DSF
Figure MRNAC1: Terminal 15 evaluation
1
See also chapter „terminated after ignition off operation“
©Robert Bosch GmbH reserves all rights even in the event of industrial property. We reserve all rights of disponal such as copying and passing on third parties.
K5/ESM 1.12.1999 MRNAC

9.2 Main relay control

Ignition = on
fbbEK15_P
after-run finished
³1 ON
ON
OFF main relay
NLHRLAUS.DSF
Figure MRNAC2 : Main relay control
After ignition off (dimK15=0) the main relay is shut off immediately at implausibility of
terminal 15 after initialization (fbbEK15_P) and the after ignition off operation is
terminated. If no terminal 15 plausibility error occurs the main relay is shut off by the after
ignition off operation.
9.3 Monitoring of the microcontroller
mrmSTATUS.3
test operation recognition
mrmSTART_B
mrmPWGfi = 0 fbbERUC_S
mrmM_EFGR = 0
mrmM_EXT.0 = 0 & & error mrmTST_AUS.0
mrmM_EXT.2 = 0 debouncing
mrmM_EXT.4 = 0
dzmNmit a
a<b
b MRNACUEB.DSF
mrwSCHU_KL
zuoAD_HE
Figure MRNAC3: Monitoring of the µC in overrun

During normal operation the microcontroller is monitored if the following test

conditions are fulfilled, i.e. there is overrun :
• no start present (mrmSTART_B = 0)
• accelerator pedal not actuated (mrmPWGfi = 0)
• cruise control not active (mrmM_EFGR = 0)
• no external fuel quantity command for increasing is active
mrmM_EXT:
Bit Meaning
0 increase by ART/FGR
1 decrease by ART/FGR
2 increase by EGS
3 decrease by EGS
4 increase by ESP/MSR
5 decrease by ESP/ASR
If the test conditions are met, the allowed maximum energizing time of the main
injection is determined from the curve mrwSCHU_KL and compared with the energizing
time zumAD_HE calculated by fuel metering. If zumAD_HE exceeds the maximum time
the error fbbERUC_S is reported and debounced.
If the error is finally defective, the energizing time for the injectors is set to Zero (by
setting mrmTST_AUS.0) and the program is re-started (recovery).

The message mrmTST_AUS is used for communication between software modules. A

set bit corresponds to the following action requests.
mrmTST_AUS :
Bit Value Meaning
0 0 energizing time controlled by software
1 energizing time injectors = 0
1* 0 EKP passed through
1 switch off EKP
2* 0 EAB passed through
1 switch off EAB
3 0 Bank 1 controlled by SW
1 switch off „OFF1“ Bank 1
4 0 Bank 2 controlled by SW
1 switch off „OFF2“ Bank 2
5 0 supervisor communication controlled by SW
1 supervisor communication shut-off
6 0 not used
1
7 0 not used
1
8* 0 rail pressure controlled by SW
1 rail pressure at minimum value
9 0 3. pump element controlled by SW
1 switch off 3. pump element
10 0 fan control for temperature monitoring not active
1 fan control for temperature monitoring active
11- 0 not used
15 1
*) see Figure MRNAC "State machine"

If the engine is shut off by the message mrmTST_AUS, the following possible causes
can be determined by the OLDA mroNL_OFF :
mroNL_OFF:
Value Meaning
0 initialization value
1 after ignition off operation: DRV test indicated an error
2 after ignition off operation: EKP/EAB test indicated an error
3 after ignition off operation: power stage test indicated an error
4 after ignition off operation: monitoring module test indicated an error
5 after ignition off operation: Zero quantity test indicated an error
6 -
7 -
8 after ignition off operation: main relay test indicated an error
9 -
10 vehicle operation: fboERUC_S error
11 vehicle operation: fboERUC_U error
12 vehicle operation: fboSKDP error
13 vehicle operation: fboSDZG error
14 vehicle operation: dzmUEBER overspeed
15 afterrun test
16 EAB test in overrun
17 engine stop by terminal15 without afterrun test
18 engine stop after successful afterrun test
19 dzmNmit < mrwSTNMIN1 (status EAB_IN_Toff, EAB_FB_Toff )
20 error in program
21 driving operation: Airbag
22 vehicle operation: fboSKDF error (only CP3)
23 vehicle operation: fboSKDR error (only CP3)
24 vehicle operation: fboSIDV error (only CP3)

Various states like „overrun active“ or „afterrun active“ can be observed with the
message mrmSTATUS. A set bit corresponds with the definitions listed below.
mrmSTATUS :
Bit Value Meaning
0 0 start bit not set
1 start bit set
1 0 cruise control not active
1 cruise control active
2 0 after ignition off operation not active
1 after ignition off operation active
3 0 condition for EAB overrun test and microcontroller test not fulfilled
1 condition for EAB overrun test and microcontroller test fulfilled
4 0 substitute reaction not active (not implemented)
1 substitute reaction active (not implemented)
5 0 air-condition shut-off not active
1 air-condition shut-off active
6 0 EGR not active
1 EGR active
7 0 LDR not active
1 LDR active
8 0 water temperature monitoring active
1 water temperature monitoring not active
9 0 fuel quantity blocked by supervisor
1 fuel quantity not blocked by supervisor
10-15 0 not used
1

9.4 Test of the EAB valve during operation

The CR system has optionally an electrical shut-off device which cuts the fuel supply
(EAB). The shut-off device has to be checked for correct function during vehicle
operation. This can be done in two ways. Either in overrun mode, or at engine stop via
terminal15. In both cases the rail pressure course is the crucial criterion whether the shutoff
device functions correctly. The selection if the test is to be carried out during overrun or
during afterrun is done by mrwZKL_EAB (= 0 → test in overrun, ≠ 0 →test frequency
during after ignition off operation).
If a CP3 high pressure pump is used (cowVAR_CP=1) no EAB-test is executed.
Test routine:
1. Test conditions
During normal operation the test is carried out once for each driving cycle. Additionally
the following side conditions have to be fulfilled:
• engine in overrun (mrmSTATUS.3 = 1)
• mrwEAB_N1 < dzmNmit < mrwEAB_N2
• fgmFGAKT > mrwEAB_V1
• anmWTF > mrwEAB_T1
• fboSWTF = 0
• KDF OK(fboSKDF= 0)
• FGG OK(fboSFGG= 0)
• rail pressure control in state CONTROL (zumRP_ZUST = CONTROL)
• CP1 pump used (cowVAR_CP = 0)
If these conditions are fulfilled over the time mrwEAB_dt1, the test is started.
2. Fuel pressure increase

P_Soll is the pressure setpoint value at the moment the test conditions are fulfilled. The
pressure setpoint value is increased to the value zumP_TEST = zumPQsoll +
mrwEAB_dP1.
When the rail pressure zumP_RAILm reaches the value zumP_TEST + mrwEAB_dP2
item three is carried out.

3. Shut off device active; this means the rail pressure should decrease for intact
shutoff device.
The shut off device is actuated.
4. Test conditions
If the current rail pressure is below the threshold zumP_TEST + mrwEAB_dP2 -
mrwEAB_dP3 within the time mrwEAB_dt2, the shutoff device is considered as tested OK,
else the error fbbEEAB_P is reported.
5. End of test
The test ends after the shutoff device has been tested OK or defective or after passing of
the time mrwEAB_dt2.
If one of the test conditions is violated, the test is terminated prematurely and the
shutoff device is considered as „not yet tested“. That means the test will be repeated at next
overrun.

The test routine in principle:
all test conditions fulfilled ( see 1.)
0
EAB mrwEAB_dt1 t
zumPQsoll zumP_Railm
zumP_TEST=P_Soll + mrwEAB_dP1
P_Soll + mrwEAB_dP2
P_Soll + mrwEAB_dP2
- mrwEAB_dP3
P_Soll
0
t
shut off device mrwEAB_dt2
activated
1
t
MRNEABIO.DSF
Figure MRNAC4: EAB-test in overrun ok

all test conditions mrwEAB_dt1

fulfilled
1
0 t
EAB
zumPQsoll zumPRailm
P_Soll + mrwEAB_dP1
P_Soll + mrwEAB_dP2
P_Soll + mrwEAB_dP2
- mrwEAB_dP3
P_Soll
0 t
shut off device
activated
t
mrwEAB_dt2
MRNEABER.DSF
Figure MRNAC5: EAB-test in overrun defective
Data for the test: (examplary for better comprehension of the test, they have to be
adapted to every application!)
mrwEAB_N1 = approx. 1600 1/min

mrwEAB_N2 = approx. 2600 1/min
mrwEAB_dP1 = approx. 100.000 hPa
mrwEAB_dP2 = approx. 80.000 hPa
mrwEAB_dP3 = approx. 50 000 hPa
mrwEAB_dt1 = 200 ms
mrwEAB_dt2 = approx. 1s

The EAB test during normal operation can be monitored with OLDA mrmEAB_SHU.
The following states are possible for mrmEAB_SHU:
mrmEAB_SHU:
Valuehex Meaning
0 wait for test condition for EAB/EKP in overrun
1 wait for the time mrwEAB_dt1 after fulfilling the test condition
2 shut off EAB/EKP
3 pressure increase (zumPQsoll + mrwEAB_dP1)
4 EAB/EKP tested
The indicator for EAB defective or not defective is not debounced in the message
mrmEAB_SHU, but it is debounced in fbbEEAB_P. EAB control is carried out by the
message ehmFEAB (electrical shut-off)
9.5 Reactions to overspeed and system error

If one of the following errors/events occurs:
• error in monitoring the microcontroller (fbbERUC_S) or
• error in monitoring module (fbbERUC_U) or
• error in fuel plausibility (fbbEKDRF1) or
• error in engine speed sensor (fboSDZG) or
• overspeed recognition (dzmUEBER ≠ 0) or
• leakage of a cylinder (mrmAMM_MOT.0 = 1) or
• missing fuel pressure sensor (fboSKDF) and (cowVAR_CP=1)
The energizing time = 0 is output by the message mrmTST_AUS, EAB/EKP is shut off,
the power stage banks are shut off, the DRV valve is opened and the third pump element is
shut off.
In addition following errors are monitored if a CP3 high-pressure pump is used.
• error in fuel pressure sensor fboSKDF or
• error in KDR power stage fboSKDR or
• error in KDR current aquisition fboSIDV or
• error in fuel pressure plausibility fboSKDR.0...7

fbbERUC_S
fbbERUC_U
fbbEKDRF1
fboSDZG
dzmUEBER
mrmAMM_MOT.0 fuel quantity = 0 &
EAB/EKP shut-off &
fboSKDF
DRV valve open &
injector shut-off &
³1
3. pump element shut-off
fboSKDR
fboSIDV
fboSKDP MRNSYSER.DSF
fbbEKDPF1
cowVAR_CP
Figure MRNAC6: System error
If one of the errors fbbEKDPF2, fbbEKDPF3, fbbEKDPF4, fbbEKDPF5, fbbEKDPF6,

fbbEKDPF7 occurs, the energizing time is set to Zero by the message mrmTST_AUS,
EAB/EKP and the injector power stages are shut off and the DRV valve is opened.
fbbEKDPF2 energizing time = 0 &

fbbEKDPF3 EAB/EKP shut-off &
fbbEKDPF4 DRV valve open &
fbbEKDPF5 ³1 injector shut-off
fbbEKDPF6
fbbEKDPF7
MRNKDPER.DSF
cowVAR_CP
Figure MRNAC7: System error KDP

9.6 EKP/EAB/DRV control

EKP, EAB and DRV are to be treated similarly for control purposes. For EAB a
differentiation between 0-active EAB (energized = engine running) and a 1-active EAB
(energized = engine is shut off). This is set by the label cowVAR_EAB, the setting cannot
be changed by application.
The three component groups have in common that they can be energized only for a
certain time, which can be specified in the label (mrwT_EKP+gsmGS_t_VG). This
prevents thermal destruction due to insufficient cooling (EAB, DRV) for stopped engine or
senseless pumping (EKP) to a non-pumping high pressure pump.
After switching on the three elements EKP, DRV and 0-active EAB are enabled for the
time (mrwT_EKP+gsmGS_t_VG), after shutoff a 1-active EAB is energized only for the
time (mrwT_EKP+gsmGS_t_VG) after reaching the engine speed = 0:
terminal15 on n > mrwSTNMIN1 terminal15 off n=0
energized
DRV,
EKP,
EAB (0-act)
not energized
!
energized
EAB (1-act)
not energized
!
t
mrwT_EKP mrwT_EKP
+ gsmGS_t_VG
EABFORM1.DSF
Figure MRNAC8: EAB at delayed start

Upon exceeding the minimum engine speed mrwSTNMIN1 the DRV/EKP/EAB is

enabled immediately. This behaviour is needed only if a time longer than
(mrwT_EKP+gsmGS_t_VG) expires after ignition on. If the minimum engine speed
mrwSTNMIN1 is attained before expiration of the time (mrwT_EKP+gsmGS_t_VG), the
following illustration is valid:
terminal15 on terminal15 off

n > mrwSTNMIN1 n=0
energized
DRV,
EKP,
EAB (0-act)
not energized
!
energized
EAB (1-act)
not energized
!
> t
mrwT_EKP
mrwT_EKP
+ gsmGS_t_VG
EABFORM0.DSF
Figure MRNAC9 : EAB at immediate start
The following state diagram shows the programming for the above behaviour.
Vertically the normal procedure is shown, deviations can be found on the right-hand side.
The individual test cases present a special situation. They are carried out either during
driving or after ignition off in after ignition off operation. The return conditions from these
tests in to normal operation are set in correspondence: if the message mrmTST_AUS = 0,
driving is continued as normal; if after this shutoff occurs, a transition to the status
EAB_FB_off takes place. The reentries EAB_FB_n0 and EAB_FB_Toff into normal
operation are designed for a terminated after ignition off operation, i.e. the driver starts the
engine again before shut-off of the main relay.

EAB_IN_WAIT
fboS
K
DRV: enabled (t sin DP or (dim
ce K K15
(t sin L1
Kl15 off -> on EKP: enabled ce K 5on > m = 0) or
L15o r
EAB(0-act): energized n > wT_EKP
(mrw MX
EAB(1-act): not energized + gsm T_EKP ) or
GS_
(0) t_VG DRV: shut-off
))
) EKP: shut-off
fboSKDP = 0 and KP
n >= mrwSTNMIN1 rw T_E 0) EAB(0-act): not energized
= 0 > m imK15 = EAB(1-act): not energized
s in ce n P or (d
( t D (2)
oSK
or fb NMI
N1
S T
mrw =0 EAB_IN_Toff
DRV: enabled n >= boSKPD 1
EKP: enabled f =
and imK15
d
EAB(0-act): energized and
EAB(1-act): not energized
(1)
EAB_IN_nAbw
mrmSTART_B = 0
EAB_TST_DRV
EAB_FB_ok DRV: enabled DRV: shut-off

mrmTST_AUS=0
EKP: enabled EKP: enabled
EAB(0-act): energized mrmTST_AUS=256 EAB(0-act): energized
EAB(1-act): not energized EAB(1-act): not energized
(3) mrm (8)
mrm TST
TS _AU
T_A S=0
mrmTST_AUS = US
mrmTST_AUS = 0 =2
shut-off or 4
DRV: enabled
EKP: shut-off
DRV: shut-off
EKP: shut-off mrmTST_AUS=shut off EAB(0-act): not energized
EAB(1-act): energized
EAB(1-act): energized (7)
n=0
(5) EAB_TST_EAB
n>
=m
EAB_FB_off
n=0
rw
mrmTST_AUS=shut-off
ST
NM
IN1
DRV: shut-off
EKP: shut-off
n>
EAB(1-act): energized
=m
(4)
rw
ST
EAB_FB_n0
NM
t since n = 0 > mrwT_EKP

IN1
DRV: shut-off EAB_ZUST.DSF

EKP: shut-off
(6)
EAB_FB_Toff
( ) ... state visible via mroEABZSTD
Figure MRNAC10: State machine EKP/EAB/DRV control

Y281 S01 271-V10 EDC 15C B271.V10 MRNACK01 2.20
9.7 After ignition off operation

from all conditions when dimK15 = 1
start-up
operation
Kl.15 = 0 & fboSK15.7 normal

operation
Kl.15 = 0 & fboSK15.7
select shut-
off path
test test test test

test
pressure EAB/EKP injector zero
supervisor
regulator shut-off quantity
valve
HFM
Offset-test
save error
memory
monitor coolant
temperature
test
main relay
main relay MRNACZST.DSF

off
Figure MRNAC11: States during afterrun operation

During afterrun tests of paths are carried out which cannot be tested without reaction on
the engine operation mode. Additionally after finishing the afterrun tests (after finishing
error memory) it is checked if one of the two fans is running, i.e. if the water temperature
exceeds a threshold value. If not the main relay test is started. If a fan is running, stopping
of the fan or expiration of the time lswLFTmax is waited for.
Monitoring in after ignition off operation

Monitoring in afterrun is initiated by Terminal 15-transition 1→ 0. Because each test
directly leads to engine shutoff, only one shutoff per driving cycle is carried out.
A new driving cycle starts after each hardware re-set, but not after terminated after
ignition off operation. Using an afterrun counter the shutoff path to be used in the current
driving cycle is selected. This counter is incremented and stored after each finished test
which leads to engine shutoff. If an error is detected during an afterrun test, the counter
remains unchanged. This means that an afterrun test is repeated until it is recovered again,
i.e. no new test is selected.
The following afterrun tests should directly lead to engine shutoff:
• check pressure regulator valve (DRV)
• check electro-magnetic shutoff valve (EAB/EKP)
• output of energizing time = 0 (zero fuel quantity)
• redundant shutoff of injector power stage
• check monitoring module
• check high voltage recognition of voltage regulator
• check low voltage recognition of voltage regulator
The main relay is checked independently in every after ignition off operation.
A test frequency must be assigned to every afterrun test (not main relay test), which
should correspond to the failure probability of the test object. The frequency is a power of
two. It starts with two and must continue in sequence in multiples of two (2,4,8,...). The
same frequency may not be assigned to two different tests.

Example:
Label frequency Test object
mrwZKL_DBE 2 DRV-valve
mrwZKL_EAB 4 EAB-valve
mrwZKL_UM 8 monitoring module
mrwZKL_NUL 16 energizing time = 0
mrwZKL_INJ 32 injector power stage
mrwZKL_STO 64 high voltage recognition of voltage regulator
mrwZKL_STU 128 low voltage recognition of voltage regulator
In this example the DRV-valve is tested every second time, the EAB-valve every fourth
time and so on.
If the EAB-valve is tested in normal operation and therefore not in afterrun (condition:
mrwZKL_EAB = 0), the example is as follows:
Label frequency Test object

mrwZKL_DBE 2 DRV-valve
mrwZKL_EAB 0 EAB-valve
mrwZKL_UM 4 monitoring module
mrwZKL_NUL 8 energizing time = 0 (zero fuel quantity)
mrwZKL_INJ 16 injector power stage
mrwZKL_STO 32 high voltage recognition of voltage regulator
mrwZKL_STU 64 low voltage recognition of voltage regulator
Prerequisites for an afterrun test:

• ignition off (KL15=0) and no KL15-error (fboSK15 = 0)
• engine speed dzmNmit below speed threshold mrwNL_NS
and above speed threshold mrwNL_N_OK (mrwNL_N_OK < dzmNmit <
mrwNL_NS)
• current vehicle speed fgmFGAKT below vehicle speed threshold mrwNL_VS
• fboSKDF = 0
• fboSFGG = 0

If these prerequisites are not fulfilled, the energizing time = 0 is immediately set by the
message mrmTST_AUS, the EAB-valve is energized, shutoff of both power stage banks
(OFF1, OFF2) is actuated, the third pump element is shut off and the DRV-valve is
controlled with minimum duty-cycle. The same is done if during a test the engine speed
threshold mrwNL_N_OB is exceeded. If the engine speed increases by mrwNL_dN during a
test, a transition to emergency brake status is made and the main relay is shut off
immediately. No rail monitoring occurs during afterrun tests.
Test procedure:
1. DRV-valve test
The pressure regulating valve (DRV) is opened. Within the time mrwNL_DTS the
engine speed dzmNmit must decrease to the value mrwNL_N_OK . If it does not the
DRV-valve is defective. The test result is reported and debounced by the error
fbbEKDR_P.
2. Test of the EAB valve / EKP

Test conditions:
For an EAB/EKP-test in afterrun the test frequency mrwZKL_EAB must be nonzero.
Additionally the following afterrun test conditions must be fulfilled:
• mrwNL_N_OK < dzmNmit < mrwNL_NS
• fgmFGAKT < mrwNL_VS
The test is terminated by the same conditions as the other afterrun tests. During the test
the fuel pressure is not monitored.
Test sequence:
If the conditions are fulfilled with Terminal 15=0,
• shut-off (EAB/EKP) is activated,
• the duty cycle ehmFKDR of the rail pressure governor is increased by the applicable
value zuwNLEABT1,
• after KL15=0 and expiration of the time mrwNLEABt1 the energizing time of the
injectors is set to Zero (mrmTST_AUS.0=1).
Because of that the engine speed and with it the fuel delivery of the high pressure pump
is maintained for a certain time. This is necessary to attain sufficient selectivity between
EAB intact and EAB defective. The duty cycle ehmFKDR of the rail pressure governor
is increased by the applicable value zuwNLEABT2.
Then the measured fuel pressure is checked.

If the pressure exceeds the applicable differential pressure mrwNLEABdP related to the
rail pressure at „K15 OFF“ within the time mrwNLEABt2 after „K15 OFF“, the shutoff
device is considered as defective. If after expiration of the time mrwNLEABt2 the
pressure threshold has not been exceeded, the shutoff device is considered as tested OK.
If the test is ended (by exceeding the pressure or time threshold) the same reaction as
with the other afterrun tests follows.
The test result is reported and debounced by the error fbbEEAB_P.

Terminal 15
(KL15)
1
0 t
EAB
1
0 t
mrmTSTAUS.0
0 t
mrwNLEABt1
ehmFKDR
zuwNLEABT2
ehmFKDR(old)
+zuwNLEABT1
zuwTV_AUS
0 t
mrwNLEABt2
zumP_Railm
P_Rail1 +
mrwNLEABdP
mrwNLEABdP
P_Rail1
0 t
Terms : EAB: activation of the shut-off device, EAB=1 means:

EAB is activated (fuel delivery is shut off)
P_Rail1: Rail pressure at the moment KL15 changes 1 -> 0 MRNEABOK.DSF
ehmFKDR: Duty cycle of pressure regulator valve
Figure MRNAC12: Afterrun test EAB intact

Terminal 15
(KL15)
1
0 t
EA B
0 t
m rmT STAU S.0
0 t
mrwNLEABt1
ehm FKDR
zuwNLEABT2
ehmFKDR(old)
+zuwNLEABT1
zuwTV_AUS
0 t
zumP_Railm
P_Rail1 +
mrwNLEABdP
mrwNLEABdP
P_Rail1
0 t
Terms : EAB: activation of the shut-off device, EAB=1 means:

EAB is activated (fuel delivery is shut off)
P_Rail1: Rail pressure at the moment KL15 changes 1 -> 0 MRNEABFE.DSF
ehmFKDR: Duty cycle of pressure regulator valve
Figure MRNAC13 : Afterrun test EAB defective

3. Output of energizing time = 0

Energizing time = 0 is output. Within the time mrwNL_NTS the engine speed dzmNmit
must decrease to the value mrwNL_N_OK. If it does not, the output of energizing time =
0 is defective. The test result is reported and debounced by the error fbbENLT_N.
4. Redundant shut-off of the injector power stage

Shut-off of the power stage banks is enabled, while normal fuel quantity calculation and
fuel metering continue. Within the time mrwNL_ITS the engine speed dzmNmit must
decrease to the value mrwNL_N_OK. If it does not shutoff of the injector power stage is
defective. The test result is reported and debounced by the error fbbENLT_O.
5. Monitoring module test

Communication between processor and monitoring module is shut off, which causes the
monitoring module to switch off the injector power stage. Within the time mrwNL_UTS
the engine speed dzmNmit must decrease to the value mrwNL_N_OK. If it does not the
monitoring module is defective. The test result is reported and debounced by the error
fbbERUC_W.
After each test energizing time = 0 is pre-set independent from the test result, the EAB-
valve is energized, the third pump element is shut off, shut-off of the power stage banks
is activated and the rail pressure governor valve is controlled with minimum duty cycle.
This leads to final engine stop.
6. Monitoring the voltage regulator

Checking the voltage monitoring is divided into high and low voltage recognition.
Therefore the switches the voltage monitoring module (CJ911) to a test mode while fuel
metering continues. In test mode the voltage monitoring module recognizes high resp.
low voltage even upon normal supply voltage according to the test. In this case the
power stages are reset. If the engine speed dzmNmit decreases to the value
mrwNL_N_OK within the time mrwNL_STS the test is considered as tested OK. The test
result is reported and debounced by the errors fboSSTB.1 (high voltage) resp. fboSSTB.0
(low voltage).
After each test and independent of the test result the following is done:energizing time =
0 is output, the electrical fuel pump is stopped, the 3rd plunger and barrel assembly is
switched off, the injector power stages are switched off and the DRV is controlled with
minimum duty cycle.

In case of terminated afterrun every test is stopped, the start bit is reset and it is
switched to normal operation.
Note: All afterrun errors have to be event controlled and their defect and intact
recognition time must be Zero.
The OLDA mroAKT_TES shows which test is to be carried out in the current driving
cycle. It is initialized only once per driving cycle during initialization of the control unit.
mroAKT_TES:
Bit Meaning
0 DRV test
1 EAB test
2 injector shutoff test
3 monitoring module test
4 output of energizing time = 0
5 voltage regulator test of high voltage recognition
6 voltage regulator test of low voltage recognition
The OLDA mroLTZ_TES shows which afterrun test was carried out in the last driving
cycle. If no test was carried out in the last driving cycle, the OLDA mroLTZ_TES shows,
which test should have been carried out.
mroLTZ_TES:
Bit Meaning
0 DRV test
1 EAB test
2 injector shutoff test
3 monitoring module test
4 output of energizing time = 0
5 voltage regulator test of high voltage recognition
6 voltage regulator test of low voltage recognition

The OLDA mroLTZ_ERG shows the result of the afterrun test carried out in the last
driving cycle. Bit 15 shows that the test was carried out. The other bits show if the test was
finished with an error after debouncing.
mroLTZ_ERG:
Bit Meaning
0 DRV error
1 EAB error
2 injector shutoff error
3 monitoring module error
4 output of energizing time = 0 error
5 error at test of high voltage recognition
6 error at test of low voltage recognition
15 requested afterrun test carried out in last driving cycle
If mroLTZ_ERG = 0 no afterrun test has been carried out during the last driving cycle
and no error has been detected during the last performed afterrun test.

9.7.1 HFM Offset-Test

After the afterrun test a HFM offset test is executed. To recognize an offset error of the
HFM, the HFM voltage value is checked at no air mass flow. Therefore the raw value in
the afterrun is measured and averaged at an engine speed =0. Before measuring and
averaging the HFM value, the waiting time anwLMM_Otw has to be elapsed. By this no
remaining air flow is measured with engine speeds >0.
The HFM raw value anmU_LMM is averaged within the time anwLMM_Ot (visible in
mroU_LMOmt) then frozen and validated with a discriminator. If the average value
anoU_LMOm exceeds the limits anwLMOmin or anwLMOmax the error fbbELMM_O is
reported. If an error of the sensor voltage or a SRC error of the air mass flow sensor or
increment sensor (IAT) error or engine speed error occurs this test is not executed.
fbbELM5_L
fbbELM5_H
fbbELM5_V
& error fbbELMM_O
fboSDZG &
debouncing
fboSIWZ
anoU_LMOm a
anwLMOmin b a<b
>1 ANHFMPO.DSF
anwLMOmax b a>b
Figure MRNAC14: HFM Offset test
Remark: Because this test is executed only once the debounce value of fbbELMM_O has
to be set to zero, otherwise no error can be detected.
9.7.2 Reaction to a defective shut-off device

In case of „defective shut off device“ the diagnosis and/or a fuel quantity limiting can
be activated. If the error is recognized in after ignition off operation, the error reaction is
carried out in the next driving cycle until the error is no longer present.
9.7.3 Main relay test

The main relay test monitors for too early or too late shutoff (also in case of save
shutoff) of supply voltage.

Monitoring the main relay for too late shut-off (fbbEHRL_S):

If a signal change of terminal 15 occurrs (dimK15=0) and the functions of the afterrun
test with complete error storage and coolant temperature monitoring have been finished,
the main relay is shut off.
If the main relay is shut off before expiration of the time mrwNL_THRT, the main relay
is intact.
If not, the error fbbEHRL_S is reported by the error debouncing.
This test is only carried out if none of the following errors has occurred:
Error Meaning
fboSEAB EAB defective
fboSARS exhaust gas recirculation defective
fboSLDS boost pressure/throttle valve positioner defective
fboSEKA intake manifold shut off defective
fboSKDR DRV defective
fboSGAZ glow indicator
fboSNLT injector shutoff error
fboSLF1 fan control 1 defective
fboSLF2 fan control 2 defective
fboSKLI air-condition control defective
fboSDIA diagnosis lamp defective
fboSTWL water temperature indicator defective
fboSGZS glow control defective

Monitoring the main relay for too early shut-off (fbbEHRL_Z):

If no signal change occurred from Terminal 15 (dimK15=1) and the main relay has been
shut off or signal change from Terminal 15 occurred (dimK15=0) and the main relay has
been shut off before the µC has given the shutoff command (afterrun not completely
finished), a control unit error is present. By the status counter in the EEPROM, the main
relay error counter edoHRLFZ and the error debouncing the error „main relay shuts off too
early“ (fbbEHRL_Z) is reported with the next control unit initialization. The status counter
in the EEPROM becomes three possible states. It can be seen in the High nibble of the
lower byte of the message edmFSP_S.
In the EEPROM there is the main relay error counter edoHRLFZ..This counter is
incremented with every defect recognition (re-set of the control unit after starting cutout).
For intact recognition it is set to Zero again. If the error fbbHRL_Z could not be tested, the
counter remains unaltered. The error fbbHRL_Z is recognized as defective if the counter
exceeds the value edwHRL_FZM.
9.7.4 Error storage

Error storage is started with the message error storage status edmFSP_S = coeFSP_SRT.
When all errors are completely stored in the EEPROM (edmFSP_S = coeEE_OK), the
water temperature is monitored and then the main relay test is carried out.
9.7.5 Coolant temperature monitoring

It is checked if one of the fans is running (lsmFAN_AR = 1). If this is true it is waited
for a maximum time of lswLFTmax before switching over to the status main relay test.
9.7.6 Terminated after ignition off operation

If Terminal 15 is switched on again during after ignition off operation, this is called a
terminated after ignition off operation. In this case an eventually running test is terminated,
the start-bit is re-set and it is changed into the status normal operation.
mrmSTART_B
Value Meaning
0 no start
1 start active
16 start off *
*) terminated afterrun

Y281 S01 271-V10 EDC 15C B271.V10 MRNA2K01 1.1
9.7.7 Total sequence example of the after-run

from all conditions MRNACTAL.DSF
if terminal KL15 = 1
0 start-up operation (KL15 = 0) &
(fboSK15.7 = 1)
(KL15 = 0) &
0 normal operation (fboSK15.7 = 0) &
(mrwNL_N_OK < dzmNmit) &
(dzmNmit < mrwNL_NS) &
(fgmFGAKT < mrwNL_VS)&
(fboSKDF = 0) &
(KL15 = 0) &
(fboSFGG = 0)
(fboSK15.7 = 0) &
(mrwNL_N_OK < dzmNmit) or 1
(dzmNmit < mrwNL_NS) or
(fgmFGAKT < mrwNL_VS) or Test
(fboSKDF) or
(fboSFGG)
dzmNmit <
mrwNL_N_OK (dzmNmit > mrwNL_N_OB) or
(NL_Test_Time > mrwNL_DTS)
wait for speed = 0 2 test object defective 3
dzmNmit = 0 dzmNmit = 0 main relay off
7
HFM
13
Offset-Test
Waittime anwLMM_Otw + average time anwLMM_Ot
finished
start error
storage 5
wait during
error storage 6 test okay
(error storage ended) or

(FSP_Save_Time > mrwNL_T_wa)
11 fan control
fan control ended
test main 10 idle

7 relay
test not okay
value = mroAKT_NL start error waiting during

8 9
storage error storage
Figure MRNAC15: Test procedure

Y281 S01 271-V10 EDC 15C B271.V10 MRNA2K01 1.1
The figure shows the test procedure for the DRV-valve as an example. The procedure
for the other afterrun tests is similar apart from the label mrwNL_DTS, for which the one
corresponding to the test has to set.
The status in afterrun can be queried by the OLDA mroAKT_NL. The following
assignment is valid:
mroAKT_NL:
Value Status
0 normal operation
1 afterrun test
2 wait for engine speed = 0
3 afterrun test defective
4 not used
5 store error memory in EEPROM
6 wait during error storage
7 main relay test
8 begin error storage upon incorrect main relay shut off
9 wait during error storage upon not correctly shut off main relay
10 idle mode
11 fan control
13 HFM Offset-Test

Y281 S01 271-V10 EDC 15C B271.V10 MRNAC115 2.1
9.7.8 Engine shut-off caused by airbag information

The engine can be shut off by means of the crash message mrmAirbAus. Shut off is
executed by writing the message mrmTST_AUS. The following components are used:
Component Description
mreNL_AD energizing time = 0
mreNL_EKP fuel pump off
mreNL_EAB shut off valve activated
mreNL_OF1 shut off bank 1
mreNL_OF2 shut off bank 2
mreNL_DBE reduce rail pressure
mreNL_KHP shut off 3rd pump element
Shut off by mrmAirbAus is active only if the corresponding shut off path mrwAirbAus is
enabled. This moment the following shut off reasons are defined.
Reason Value Meaning

mreAirbFcr 1 frontal crash
mreAirbSei 2 side crash
mreAirbHek 3 rear-end crash
mreAirbUeb 4 roll over protection active
Application hint:
The standard setting is mrwAirbAus = 0, that means engine shut off by airbag is
disabled. If mrwAirbAus = 1 is set a shut off caused by frontal crash is possible.

Y281 S01 271-V10 EDC 15C B271.V10 MRAUSK01 2.6
9.8 Misfire recognition

9.8.1 General
The misfire recognition (OBDII requirement) is used to recognize and report
periodically occurring misfires in a cylinder resulting from large compression losses or
missing fuel injection. Periodically occuring misfires are entered into the error memory as
OBD relevant errors.
The subtask contains the following functions:
• checking of the monitoring conditions
• delayed start of sampling / premature end of sampling
• misfire detection
• result reporting
9.8.2 Monitoring conditions

Misfire monitoring only occurs under the following operating conditions:
engine speed dzmNmit < max. engine speed for monitoring mrwAUS_Nmx &
engine speed dzmNmit > min. engine speed for monitoring mrwAUS_Nmi &
current quantity mrmM_EAKT < max. quantity for monitoring mrwAUS_Mmx &
current quantity mrmM_EAKT > min. quantity for monitoring mrwAUS_Mmi &
current vehicle speed fgmFGAKT
≤ max. vehicle speed for monitoring mrwAUS_Vmx &
water temperature anmWTF > min. water temp. for monitoring mrwAUS_WT &
time since last change of status in dimKUP
≥ clutch actuation fade out time mrwAUS_KUt &
time since engine start (mrmSTART_B) ≥ start fade out time mrwAUS_Stt &
(clutch dimKUP = 1 & monitoring with actuated clutch mrwAUS_KUP
clutch dimKUP = 0 & monitoring with clutch not actuated mrwAUS_nKU)
K5/ESM 1.12.1999 MRAUS

dzmNmit < mrwAUS_Nmx

dzmNmit > mrwAUS_Nmi
mrmM_EAKT < mrwAUS_Mmx
mrmM_EAKT > mrwAUS_Mmi
fgmFGAKT <= mrwAUS_Vmx
anmWTF > mrwAUS_WT
t(KUP) >= mrwAUS_KUt count down mroAUSZsta to 0,
&
t(Start) >= mrwAUS_Stt afterwards activate monitoring
dimKUP=1
mrwAUS_KUP=1
&
>1
dimKUP=0
mrwAUS_nKU=1
& MRAUSZUW.DSF
Figure MRAUS1: Misfire monitoring conditions
An incomplete test is continued after re-entering the monitoring range
9.8.2.1 Delayed start of sampling / premature end of sampling

This function is used to fade out the transient engine operating conditions such as those
expected when leaving or entering the monitoring range.
mroAUSZsta=0 mrwAUS_max
monitoring active
fboSAUZ. ...
buffer 1 result reporting
misfire buffer 2 mroAUSZSZ. error
dzmNakt mroAUSZZ.
detection mroAUSZUM2 mroAUSZUpM debouncing
mroAUSZUM1
report error
mroAUSZUM1=mrwAUS_blk
mroAUSZUpM > mrwAUS_max MRAUSVRZ.DSF
Figure MRAUS2: Delayed start of sampling / premature end of sampling

After fulfilling the monitoring conditions, sampling is delayed by mrwAUS_blk engine

revolutions. Sampling starts when the OLDA mroAUSZsta has attained the value 0.
By entering the evaluated engine revolutions (mroAUSZUM1) into Buffer1 and re-
saving after mrwAUS_blk engine revolutions into an intermediate memory (Buffer2,
mroAUSZUM2) causes the actual test result to be reported delayed by 2 x mrwAUS_blk
engine revolutions. If meanwhile the monitoring conditions are no longer met, then both
buffers are deleted and thus the last engine revolutions are not considered in the results. To
continue the test the OLDA mroAUSZsta is initialized with mrwAUS_blk .
9.8.3 Misfire detection

For every two engine revolutions the required minimum engine speed increase
mroAUSZ_dN is formed once, which is calculated from the percentual component
mrwAUS_dN of the average engine speed increase.
k = z −1 k = z −1
∑ n [2∗ k ] − ∑ n [2∗ k + 1] mrwAUS _ dN

mroAUSZ _ dN = k =0 k =0
∗
z 100%
dzmNakt
mroAUSZ_dN * .=1-8
mroAUSZ_dN
mroAUSZZ.*
to increase
n(k) - n(k - 1) < mroAUSZ_dN
MRAUSDET.DSF
Figure MRAUS3: Misfire detection
The misfire detection checks whether the engine speed increase after each successful
injection is above the minimum amount mroAUSZ_dN. Insufficient engine speed increase
increments the error counter (mroAUSZZ.) for the corresponding cylinder in Buffer 1.

9.8.4 Test results

The error status for the misfire recognition does not occur upon the discovery of a single
misfire, instead it takes into account its frequency.
The error message misfire in a cylinder fbbEAUZ_. (. = 1 .. z) is reported if within one
testframe consisting of mrwAUS_anz * mrwAUS_blk engine revolutions, more than
mrwAUS_max misfires have been recognized for this cylinder. The sum of recognized
misfires in the test frame is stored in mroAUSZSZ..
Afterwards, the test is re-started.
Monitoring
condition
T1 ... is the time which passes until mrwAUS_blk revolutions have been made
0 t
Number of evaluated
revolutions (mroAUSZUpM)
Testframe Error entry when more

than mrwAUS_anz
mrwAUS_anz * ignition misfires have
mrwAUS_blk been recognized
Sampling
0 t
MRAUSZA.DSF
Figure MRAUS4: Time sequence
Note: As the length of the testframe of mrwAUS_anz * mrwAUS_blk is calculated only

during initialization the control unit should be restarted after every change of a
label. mrwAUS_max should be not longer than the length of the testframe
(mrwAUS_anz * mrwAUS_blk).Otherwise, an error will never be detected because
the misfire is detected in the testframe max. (mrwAUS_anz * mrwAUS_blk) times.


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Description of functions Page 9-1

Y281 S01 271-V10 EDC 15C B271.V10 MRUEBK01 2.6

9 Monitoring and after ignition off operation

9.1 Evaluation of the Terminal 15 signal

Figure MRNAC1: Terminal 15 evaluation

K5/ESM 1.12.1999 MRNAC

9.2 Main relay control

OFF main relay

Figure MRNAC2 : Main relay control

9.3 Monitoring of the microcontroller

Figure MRNAC3: Monitoring of the µC in overrun

K5/ESM 1.12.1999 MRNAC

During normal operation the microcontroller is monitored if the following test

K5/ESM 1.12.1999 MRNAC

The message mrmTST_AUS is used for communication between software modules. A

K5/ESM 1.12.1999 MRNAC

K5/ESM 1.12.1999 MRNAC

K5/ESM 1.12.1999 MRNAC

9.4 Test of the EAB valve during operation

2. Fuel pressure increase

K5/ESM 1.12.1999 MRNAC

K5/ESM 1.12.1999 MRNAC

The test routine in principle:

all test conditions fulfilled ( see 1.)

Figure MRNAC4: EAB-test in overrun ok

K5/ESM 1.12.1999 MRNAC

all test conditions mrwEAB_dt1

Figure MRNAC5: EAB-test in overrun defective

mrwEAB_N1 = approx. 1600 1/min

K5/ESM 1.12.1999 MRNAC

9.5 Reactions to overspeed and system error

K5/ESM 1.12.1999 MRNAC

Figure MRNAC6: System error

If one of the errors fbbEKDPF2, fbbEKDPF3, fbbEKDPF4, fbbEKDPF5, fbbEKDPF6,

fbbEKDPF2 energizing time = 0 &

Figure MRNAC7: System error KDP

K5/ESM 1.12.1999 MRNAC

9.6 EKP/EAB/DRV control

terminal15 on n > mrwSTNMIN1 terminal15 off n=0

Figure MRNAC8: EAB at delayed start

K5/ESM 1.12.1999 MRNAC

Upon exceeding the minimum engine speed mrwSTNMIN1 the DRV/EKP/EAB is

terminal15 on terminal15 off

Figure MRNAC9 : EAB at immediate start

K5/ESM 1.12.1999 MRNAC

EAB_FB_ok DRV: enabled DRV: shut-off

t since n = 0 > mrwT_EKP

DRV: shut-off EAB_ZUST.DSF

Figure MRNAC10: State machine EKP/EAB/DRV control

K5/ESM 1.12.1999 MRNAC

9.7 After ignition off operation

Kl.15 = 0 & fboSK15.7 normal

Kl.15 = 0 & fboSK15.7

test test test test

main relay MRNACZST.DSF

Figure MRNAC11: States during afterrun operation

K5/ESM 1.12.1999 MRNAC

Monitoring in after ignition off operation