was soll denn der Unterschied sein zwischen Kat und nicht Kat im Chip? Das regelt die DME doch. Wenn kein Kat Signal kommt, geht die Motronik halt auf Mittelwerte. In jedem Steuergeraet sind bestimmte Mittelwerte gespeichert, die die Grundwerte darstellen. Das Steuergeraet erhaelt je nach Motorzustand unterschiedliche Eingangswerte. Das lernfaehige System vergleicht die Eingangswerte mit den abgespeicherten Grundwerten und bildet dazugehoerige Stellbefehle. Die Stellbefehle werden an die entsprechenden Stellglieder weitergeleitet. Wird das DME Steuergeraet fuer einen laengeren Zeitraum - ueber eine Stunde- stromlos, dann verliert das lernfaehige System die gespeicherten Werte. Bei Wiederinbetriebnahme eines geloeschten oder bei Einbau eines neuen Steuergeraetes muss sich das lernfaehige System die Eingangswerte des zugehoerigen Motors als neue Grundwerte selbst einlesen und abspeichern. Dieser Vorgang kann nach dem Starten zu unrundem Motorleerlauf und Stoerungen im Schiebebetrieb fuehren. Je nach Motorbeschaffenheit kann es einige Zeit dauern, bis alle Werte mit dem Motorzustand abgeglichen sind. Deshalb folgende Vorgehensweise beachten, bevor der Austausch beziehungsweise Wiedereinbau eines DME/DDE-Steuergeraetes vorgenommen wird: 1. Den Motor, wenn moeglich, vor Austausch des Steuergeraetes auf Betriebstemperatur bringen. 2. Das Steuergeraet ausbauen, das neue Steuergeraet einbauen und das Fahrzeug mit wechselnden Drehzahlen fahren.
Aus der kompletten Beschreibung DME M1.1 und M1.3:
Catalytic Converter and emission control
The Motronic injection system fitted to BMW vehicles equipped with a Catalytic Converter implements a closed loop control system so that exhaust emissions may be reduced. Closed loop systems are equipped with an oxygen sensor which monitors the exhaust gas for oxygen content. A low oxygen level in the exhaust signifies a rich mixture. A high oxygen level in the exhaust signifies a weak mixture. The Oxygen Sensor closed loop voltage is quite low and switches between 100 mVolts (weak) to 1.0 volt (rich).
The signal actually takes the form of a switch and switches from weak to rich at the rate of approximately 1 HZ. A digital voltmeter connected to the signal wire, would display an average voltage of approximately 0.45 volts.
In the event of OS circuit failure, the ECU substitutes a constant voltage of 0.45 volts and this should not be confused with the average voltage of 0.45 which occurs during switching from approximately 1.0 volt to 0.1 volt.
When the engine is operating under closed loop control, the OS signal causes the ECU to modify the injector pulse so that the AFR is maintained close to the stoichiometric ratio. By controlling the injection pulse, during most operating conditions, so that the air/ fuel ratio is always in a small window around the Lambda point (ie Lambda = 0.98 to 1.04), almost perfect combustion is achieved. Thus the Catalyst has less work to do and it will last longer with fewer emissions at the tail pipe. The closed loop control is implemented during engine operation at engine normal operating temperature. When the coolant temperatures is below 70°C, or the engine is at full load or is on the overrun the ECU will operate in open loop. When operating in open loop, the ECU allows a richer or leaner AFR than the stoichiometric ratio. This prevents engine hesitation, for example, during acceleration with a wide open throttle. The OS only produces a signal when the exhaust gas, has reached a minimum temperature of approximately 300°C. In order that the OS will reach optimum operating temperature as quickly as possible after the engine has started, the OS contains a heating element. The OS heater is controlled by the ECU through an OS relay or from the fuel pump relay depending on vehicle. The ECU switches off the OS relay under certain conditions of speed and load.
CFSV
A CFSV and activated carbon canister is employed to aid evaporative emission control. The carbon canister stores fuel vapours until the CFSV is opened by Motronic under certain operating conditions. Once the CFSV is actuated by the EMS, fuel vapours are drawn into the inlet manifold to be burnt by the engine during normal combustion.
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