Alternator Interface Function - GF07.10-P-1009OLF

ENGINE 651.9 in MODEL 166 as of model year 2016 

Function requirements for the alternator interface, general points 

• Circuit 87M (engine management ON)
• Engine runs

Alternator interface, general points 

Using the alternator interface, messages are exchanged over the drive train LIN (LIN C1) between the alternator (G2) and the CDI control unit (N3/9) and the control response of the alternator is controlled. To do this, the CDI control unit reads in information from the following signals:

• Crankshaft Hall sensor (B70), engine rpm
• On-board electrical system battery voltage (G1) over "circuit 30"
• Alternator, status

Function sequence for alternator interface 

The CDI control unit regulates the alternator control response, for example in order to reduce the charging voltage when the on-board electrical system battery is sufficiently charged.

This reduces the engine load, thus also reducing fuel consumption and improving exhaust emissions.

The CDI control unit controls the following functions:

• Switching on of the alternator depending on the condition of the on-board electrical system and the requirements from the engine
• Regulation of the alternator based on characteristics maps stored in the CDI control unit. To do this, the charging voltage is preset by the CDI control unit
• Protecting the alternator against overheating.
• In the event of major alternator load changes when idling, adapt the charging voltage with a delay in order to stabilize the idle speed
• Report recognized faults to the instrument cluster (A1) for actuation of the corresponding warning lamps and display messages via chassis CAN 1 (CAN E1), electronic ignition lock control unit (N73) and chassis CAN 2 (CAN 2).
• Keeps on-board electrical system voltage at a low value and charges the on-board electrical system battery more strongly in the deceleration phases (fuel saving)
• Generation of a "circuit 61 signal" (alternator in operation).

The alternator constantly performs a self-diagnosis and sends the results when requested to the CDI control unit. The control unit compares the results with other signals (for example, engine rpm, on-board electrical system battery voltage, time since engine start) and thus detects any alternator faults.

The following faults are identified:

• Line for the alternator interface (drivetrain LINE) has an open circuit or the interface driver in the CDI control unit is defective (the alternator regulates in this case at 14.3 V).
• Electrical fault on alternator
• Possible causes: alternator regulator or diodes defective, stator defective or excitation circuit open
• Possible consequences: charging voltage or charging current not adequate or too high
• Mechanical fault on the alternator
• Possible causes: a cracked or loose poly-V belt
• Possible consequences: no or poor charging of the battery, no or poor on-board electrical system supply

Diagnosis

A battery tester must be used to place a load on the on-board electrical system battery in order to check the charging voltage, since the charging voltage can be significantly reduced when the on-board electrical system battery is fully charged and under no load.

Circuit 61 signal

For alternators with alternator interface is the line "circuit 61" is not needed. Using information received by the CDI control unit over the alternator interface, the "circuit 61 signal" is simulated in the CDI control unit and issued over the CAN network (e.g. for the IC).

	Electrical function schematic for alternator interface		PE07.10-P-2709-97NBF
	Overview of system components for common rail diesel injection (CDI)		GF07.16-P-9997OLF