S07.10-0024-79
Shown without code FX9 (KEYLESS-GO), code MJ8 (ECO start/stop function), and code MT2 (emissions class Euro 6d-TEMP N1 GR.III/N2) |
A1/1 | Instrument cluster (KI) control unit | M16/45 | Throttle valve actuator | |
B2/8 | Hot film mass air flow sensor | N3/33 | CDI control unit | |
B4/14 | Rail pressure sensor | N50 | Fuse and relay module control unit (SRM) | |
B6/23 | Camshaft Hall sensor | N93 | Central gateway (CGW) | |
B11/17 | Coolant temperature sensor | S2 | Ignition lock switch | |
B17 | Charge air temperature sensor upstream of throttle valve | Y76 | Fuel injectors | |
B19/11 | Temperature sensor upstream of turbocharger | Y94/3 | Quantity control valve | |
B19/17 | Temperature sensor upstream of diesel particulate filter | CAN HMI | User interface CAN | |
B28/12 | Diesel particulate filter differential pressure sensor | CAN V | Vehicle CAN | |
B37/4 | Accelerator pedal module | A | Mercedes-Benz | |
B50/5 | Fuel temperature sensor | B | Nissan | |
B70/2 | Crankshaft Hall sensor | C | Default | |
G3/2 | Oxygen sensor upstream of catalytic converter | D | Optional |
S07.10-0025-79
Shown with codeFX9 (KEYLESS-GO) and with code MJ8 (ECO start/stop function), without code MT2 (emissions class Euro 6d-TEMP N1 GR.III/N2) |
A1/1 | Instrument cluster (KI) control unit | N3/33 | CDI control unit | |
B2/8 | Hot film mass air flow sensor | N10/1 | Signal acquisition and actuation module (SAM) control unit | |
B4/14 | Rail pressure sensor | N50 | Fuse and relay module control unit (SRM) | |
B6/23 | Camshaft Hall sensor | N93 | Central gateway (CGW) | |
B11/17 | Coolant temperature sensor | S2/3 | KEYLESS GO start/stop button | |
B17 | Charge air temperature sensor upstream of throttle valve | Y76 | Fuel injectors | |
B19/11 | Temperature sensor upstream of turbocharger | Y94/3 | Quantity control valve | |
B19/17 | Temperature sensor upstream of diesel particulate filter | CAN HMI | User interface CAN | |
B28/12 | Diesel particulate filter differential pressure sensor | CAN V | Vehicle CAN | |
B37/4 | Accelerator pedal module | A | Mercedes-Benz | |
B50/5 | Fuel temperature sensor | B | Nissan | |
B70/2 | Crankshaft Hall sensor | C | Default | |
G3/2 | Oxygen sensor upstream of catalytic converter | D | Optional | |
M16/45 | Throttle valve actuator |
S07.10-A037-79
Shown with code FX9 (KEYLESS-GO), with code MJ8 (ECO start/stop function), and with code MT2 (emissions class Euro 6d-TEMP N1 GR.III/N2) |
A1/1 | Instrument cluster (KI) control unit | N10/1 | Signal acquisition and actuation module (SAM) control unit | |
B2/8 | Hot film mass air flow sensor | N50 | Fuse and relay module control unit (SRM) | |
B4/14 | Rail pressure sensor | N93 | Central gateway (CGW) | |
B6/23 | Camshaft Hall sensor | S2/3 | KEYLESS GO start/stop button | |
B11/17 | Coolant temperature sensor | Y76 | Fuel injectors | |
B16/19 | Temperature sensor upstream of oxidation catalytic converter | Y94/3 | Quantity control valve | |
B28/12 | Diesel particulate filter differential pressure sensor | CAN HMI | User interface CAN | |
B37/4 | Accelerator pedal module | CAN V | Vehicle CAN | |
B50/5 | Fuel temperature sensor | A | Mercedes-Benz | |
B70/2 | Crankshaft Hall sensor | B | Nissan | |
B175 | Temperature sensors sensor unit | C | Default | |
M16/45 | Throttle valve actuator | D | Optional | |
N3/33 | CDI control unit |
Function requirements for injection regulation, general points
Circuit 87 ON (engine management ON)
Engine running.
Injection regulation, general points
The CDI control unit (N3/33) allocates the required fuel quantity in each case to the engine.
The CDI control unit (N3/33) calculates the fuel quantity and the characteristic map dependent injection period and fuel pressure on the basis of the following signals:
Hot film mass air flow sensor (B2/8) for the intake air mass
Rail pressure sensor (B4/14)
Charge air temperature sensor upstream of the throttle valve (B17) (without CODE MT2 (emissions class Euro 6d-TEMP N1 GR.III/N2))
Camshaft Hall sensor (B6/23)
Coolant temperature sensor (B11/17)
Temperature sensor upstream of exhaust gas turbocharger (B19/11) (without code MT2 (emissions class Euro 6d-TEMP N1 GR.III/N2))
Accelerator pedal module (B37/4), engine load request from driver
Accelerator pedal module (B37/4), accelerator pedal operation fast or slow (when accelerating)
Fuel temperature sensor (B50/5)
Lambda sensor upstream of catalytic converter (G3/2) (without code MT2 (emissions class Euro 6d-TEMP N1 GR.III/N2))
NOx sensor 1 upstream of the SCR catalytic converter (B29) (with code MT2 (emissions class Euro 6d-TEMP N1 GR.III/N2))
Crankshaft Hall sensor (B70/2)
Temperature sensor upstream of the diesel particulate filter (B19/17) (without code MT2 (emissions class Euro 6d-TEMP N1 GR.III/N2))
Temperature sensor upstream of the oxidation catalytic converter (B16/19) (with code MT2 (emissions class Euro 6d-TEMP N1 GR.III/N2))
DPF differential pressure sensor (B28/12), load condition of the diesel particulate filter
Atmospheric pressure sensor (integrated into CDI control unit (N3/33)), atmospheric pressure for altitude adaptation
Function sequence for injection regulation
The injection control is described in the following steps:
Function sequence for rail pressure regulation
Function sequence for preinjection
Function sequence for main injection
Function sequence for post injection
Function sequence for injection quantity correction
Function sequence for rail pressure regulation
The CDI control unit (N3/33) regulates the fuel pressure by means of the quantity control valve (Y943).
After stopping the engine a residual pressure is present in the high-pressure control circuit. The fuel high-pressure circuit may only be opened on safety grounds after the pressure has been reduced by the CDI control unit (N3/33).
Function sequence for preinjection
The objective of preinjection is to reduce combustion noise and exhaust gas emissions. Before the actual main injection, a preinjection is performed – as a result, smoother combustion is achieved.
The start of actuation of the fuel injectors (Y76) for preinjection is calculated by the CDI control unit (N3/33) load-dependent.
The preinjection is suppressed by the CDI control unit (N3/33) if one of the following conditions exists:
Preinjection timing point is exceeded.
Detected engine speed is too high.
The requested load is outside the characteristics map for the preinjection
The engine is switched off.
Function sequence for main injection
The main injection is performed following preinjection and generates power and torque. Main injection is controlled by the start of actuation (injection timing point) and the actuation duration (injection period).
The main injection is suppressed by the CDI control unit (N3/33) if one of the following conditions exists:
Wide open throttle injection quantity limitation is active.
The fuel temperature limit is exceeded.
The fuel pressure is too low.
Engine is in overrun mode.
External intervention in the quantity control exists.
The engine is switched off.
Function sequence for post injection
Post injection serves to increase the exhaust temperature as well as to support conversion of the exhaust gas components in the oxidation catalytic converter and to support diesel particulate filter regeneration. To do this, the load condition of the diesel particulate filter is detected with the aid of the diesel particulate filter differential pressure sensor (B28/12). By increasing the engine load the amount of post injection is increased adequately in order to increase the exhaust temperature and to trigger the regeneration process of the diesel particulate filter. The soot particles in the exhaust gas are then burnt subsequently.
The post injection is suppressed by the CDI control unit (N3/33) if one of the following conditions exists:
Detected engine speed is too high.
The calculated post-injection quantity is too low.
Main injection quantity is too low.
Fuel pressure in rail is too low
The engine is switched off.
Information about the partial function "Regeneration of the diesel particulate filter" is documented in the function description "Exhaust treatment function".
Function sequence for injection quantity correction
Injection quantity correction is subdivided into 2 subareas:
Zero quantity calibration
Main injection quantity correction
Zero quantity calibration
The possible friction caused when the fuel injectors (Y76) are opened and closed results in a change in the injection quantity over the run time. This change in injection quantity can be corrected by adaptation of the actuation duration (zero quantity calibration).
During normal engine operation or in overrun mode, a pilot injection quantity is calibrated at defined intervals selectively for each cylinder. This actuation duration corresponds to a defined injection quantity. The difference between the new and nominal actuation duration is used for injection quantity correction.
Main injection quantity correction (without code MT2 (emissions class Euro 6d-TEMP N1 GR.III/N2))
With this function, the main injection quantity is corrected with the aid of the oxygen sensor upstream of the catalytic converter (G3/2). Here the injection quantity is adjusted until the specified lambda value stored in the CDI control unit (N3/33) is reached.
In order to ensure that the emission levels are not deteriorated by tolerances on the hot film MAF sensor (B2/8) and fuel injectors (Y76), the CDI control unit (N3/33) alters the exhaust gas recirculation rate. The residual oxygen content is monitored by the oxygen sensor upstream of catalytic converter (G3/2).
Main injection quantity correction (with code MT2 (emissions class Euro 6d-TEMP N1 GR.III/N2))
With this function, the main injection quantity is corrected with the aid of NOx sensor 1 upstream of the SCR catalytic converter (B29). Here the injection quantity is adjusted until the specified lambda value stored in the CDI control unit (N3/33) is reached.
In order to ensure that the emission levels are not deteriorated by tolerances on the hot film MAF sensor (B2/8) and fuel injectors (Y76), the CDI control unit (N3/33) alters the exhaust gas recirculation rate. The residual oxygen content is monitored via NOx sensor 1 upstream of the SCR catalytic converter (B29).