CDI driving mode, function - GF07.16-P-2003GZ

ENGINE 642 in MODEL 164.1 /8, 251.0 /1 

ENGINE 642 in MODEL 463 

One of the basic tasks of Common-Rail Diesel Injection (CDI) in driving mode includes provision of an engine torque, which corresponds to the driver request. At the same time, CDI should provide for ideal smooth running characteristics at the lowest possible fuel consumption and minimal exhaust emissions. For this purpose, the CDI control unit (N3/9) must match the CDI and the air and exhaust system according to the stored performance map data. Other functions controlled by CDI via the CDI control unit in addition to driving mode include:

• Overrun mode
• Boil protection
• Exhaust gas recirculation (EGR)
• Shutting of the refrigerant compressor (A9)

For this purpose, the CDI control unit evaluates the following sensor information:

• The intake air mass and its temperature via the left hot film MAF sensor (B2/6) with the integrated intake air temperature sensor (B2/6b1) and via the right hot film MAF sensor (B2/7) with the integrated intake air temperature sensor (B2/7b1)
• The current rail pressure via the rail pressure sensor (B4/6)
• The current boost pressure via the boost pressure sensor (B5/1)
• Coolant temperature via the coolant temperature sensor (B11/4).
• Charge air temperature via the charge air temperature sensor (B17/8)
• The vacuum in the intake pipe via the pressure sensor downstream of air filter (B28/5) (except for model 463)
• The vacuum in the intake pipe via the pressure sensor downstream of air filter, right cylinder bank (B28/5) (only for model 463)
• The driver request via the accelerator pedal sensor (B37)
• Fuel temperature via the fuel temperature sensor (B50)
• The engine speed via the crankshaft Hall sensor (B70).
• The residual oxygen content in the exhaust gas via the O2 sensor upstream of TWC (G3/2)
• The load status of the diesel particulate filter (DPF) via the differential pressure sensor (DPF) (B28/8) on vehicles with code (474) particulate filter

The CDI control unit is connected to the glow time output stage (N14/3) via the Local Interconnect Network (LIN) and requests the following glow functions as required:

• Afterglowing
• DPF glowing on vehicles with Code (474) particulate filter

Furthermore, the CDI control unit communicates over the Controller Area Network bus Class C (engine compartment) (CAN-C) with the following control units, to receive associated variables (except for model 463):

• With the instrument cluster (A1), winter tire maximum speed, roll test mode Electronic Stability Program (ESP)
• With the control unit for the intelligent servo module for DIRECT SELECT (A80), the selector lever position "P" or "N" via the DIRECT SELECT gear selector switch (S16/13)
• With the ESP control unit (N47-5), e.g. torque request ESP, wheel speeds
• With the EIS control unit (N73), the interface to the Control Area Network bus class B (interior) (CAN-B), e.g. switched status of the AC system
• With the steering column module (N80), signals from the CC [TPM] switch (S40/4), signal from the left steering wheel gear shifter (S110/2) and right steering wheel gear shifter (S111/2)
• With the fully integrated transmission control (Y3/8n4), actual gear engaged

For model 463 the CDI control unit communicates with the following control units via the Control Area Network bus Class C (engine compartment) (CAN-C) to obtain associated variables:

• With the instrument cluster, winter tire maximum speed, roll test mode Electronic Stability Program (ESP)
• With the control unit for the intelligent servo module for DIRECT SELECT, the selector lever position "P" or "N" via the DIRECT SELECT gear selector switch
• With the ESP and BAS control unit (N47-5), e.g. ESP torque request, wheel speeds
• With the EIS control unit, the interface to the Control Area Network bus class B (interior) (CAN-B), e.g. switched status of the AC system
• With the steering column module, signals from the CC [TPM] switch, signal from the left steering wheel gear shifter and right steering wheel gear shifter
• With the fully integrated transmission control (VGS), the actual gear engaged