4/29/12

Bit-serial Data Interface (BSD)

Bit-serial data interface (BSD)

Bit-serial data interface (BSD) in the S54
The bit-serial data interface is a single-wire data bus with a data transfer rate of 1.2 kBd. The following components in the S54 engine are connected across the bit-serial data interface with the DME/DDE control module: Alternator Oil condition sensor (depending on variant)

Function:
The following data is interchanged between the DME and the connected components: Function commands from the DME to the components Identification data of the components to the DME Operating values of the components and their functions to the DME Fault messages of the components to the DME

Diagnosis:
The connected components have their own diagnosis functionality and monitor the following: The DME monitors the communication across the bit-serial data interface to the connected components. This means that wire faults are also detected. The executed functions are monitored for faults (e.g. defective preheating circuit for the combustion preheating control module) Internal faults in the components If a component detects a fault, it reports the fault across the bit-serial data interface to the DME. The DME then enters the fault in the fault memory.

BSD interface to the alternator

The alternator with BSD interface can actively communicate with the engine control module. The alternator is not linked to the charge indicator lamp, only to the engine control module. The alternator can detect a variety of faults.

Function
The following functions have been implemented in the engine control module for the alternator with BSD interface: -Activating/deactivating the alternator on the basis of appliable parameters -Specification of the maximum permitted degree of utilization of the alternator -Control of the alternator's load response -Calculation of the alternator moment degree of utilization -Diagnosis of the data line between the alternator and the engine control -Filing of alternator faults in the fault memory Activating the load control lamp in instrument cluster via CAN In comparison to alternators used so far, the display strategy of the load control lamp does not change when the alternator with BSD interface. The basic function of the alternator is also ensured if the communication between the alternator and the engine control is interrupted.

Possible faults
The following possible faults can be distinguished from fault entries: High temperature control: The alternator is overloaded; to be safe, the alternator voltage is reduced until the alternator has cooled down again. The charge indicator lamp does not light up. -Mechanical fault: The alternator is mechanically blocked or the belt drive has failed. -Electrical fault: Exciter diode defect, excite interruption, overvoltage due to controller defect. -Communication failure: Line defect between the engine control and alternator. The following cannot be detected: Coil interruption or short-circuit

Battery charge indicator lamp

The signal for the charge indicator lamp to light up is transferred across CAN to the instrument cluster. The charge indicator lamp lights up if there is mechanical and electrical fault (see above).

Detection
The above-mentioned calculation of the alternator moment and the rate of utilization of the alternator are heavily dependent on the type (performance) and manufacturer. This is why the alternator provides the engine control with this data. The engine control adapts its calculation and set values to the exact type.

Aim
The precise calculation of the alternator moment and control of the load response function enables good idling of the engine. Control of the alternator voltage based on nominal values from the engine control enables a good charge balance of the battery.

A/C-compressor activation, S54 engine

The A/C compressor is controlled as follows:
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4/29/12

Bit-serial Data Interface (BSD)

Operation of the air conditioning button Passing on the request via the instrument cluster to the engine management system Setting the operating state Air conditioning system on by the engine management system if sufficient resources are available Passing on the status of the engine management system to the instrument cluster via the K bus Passing on the request from the instrument cluster via the K bus to the air conditioning system control module The air-conditioning compressor is activated via the hard-wired cable S_KOREL between the heater/air conditioning system and the engine management system (see connection scheme).

Diagnosis
The diagnosis of the A/C-compressor activation consists of electrical monitoring of the activation line. In the event of faults, only fault 2F12 is stored. This means that in the event of a fault the entire signal path must be checked. Here, it makes sense also to use the diagnosis in the integrated automatic heating and air conditioning system.

Speed signal, S54 engine

The engine management system MSS70 depends on a valid and plausible speed signal for a large number of its own functions. The signal is transferred across the CAN bus. However, the speed signal is picked up by sensors of the control module for dynamic stability control. In the event of a fault, the test routines and test modules for that control module must be r

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