Location
The ME-SFI [ME] control unit is located at the center on the charge air distributor.
View of engine from the front |
N3/10 | ME-SFI [ME] control unit |
P07.70-2211-76
Task
The ME-SFI [ME] control unit creates in an electrical combination with the sensors and actuators of engine 157 and 278 DE (Direct Injection) the engine management.
The following systems and functions are controlled and coordinated by the ME-SFI [ME] control unit according to input signals:
Ignition system
Fuel supply
Injection control
Electronic accelerator
Diagnosis and fault storage
ECO start/stop function (with CODE B03 (ECO start-stop function))
Drive authorization system and immobilizer
Regulated camshaft adjustment
Boost pressure control
Thermal management
Torque interface
Alternator interface
Exhaust treatment
Input and output signals
The following input signals are evaluated by the engine management, which also issues the corresponding output signals:
Direct input signals
Direct output signals
LIN signals
CAN input signals
CAN output signals
Direct input signals
Terminal 15
Circuit 30 (fused)
Circuit 31
Circuit 87M4
Front knock sensor (left side of engine) (A291)
Rear knock sensor (left side of engine) (A292)
Front knock sensor (right side of engine) (A301)
Rear knock sensor (right side of engine) (A302)
Tank pressure sensor (B4/3) (for code 494 (USA version))
Fuel pressure and temperature sensor (B4/25)
Left intake camshaft Hall sensor (B6/4)
Right intake camshaft Hall sensor (B6/5)
Left exhaust camshaft Hall sensor (B6/6)
Right exhaust camshaft Hall sensor (B6/7)
Coolant temperature sensor (B11/4)
Intake air temperature sensor (B17)
Pressure sensor downstream of air filter, left cylinder bank (B28/4)
Pressure sensor downstream of air filter, right cylinder bank (B28/5)
Pressure sensor upstream of throttle valve (B28/6)
Pressure sensor downstream of throttle valve actuator (B28/7)
Accelerator pedal sensor (B37) - potentiometer 1
Accelerator pedal sensor - potentiometer 2
Crankshaft Hall sensor (B70)
O2 left sensor upstream of CAT(G3/3)
O2 right sensor upstream of CAT (G3/4)
O2 left sensor downstream of CAT (G3/5)
O2 right sensor downstream of CAT (G3/6)
Throttle valve - actual value potentiometer 1 (M16/6r1)
Throttle valve - actual value potentiometer 2 (M16/6r2)
Circuit relay 15 (2) / spare 1 / (changeover contact) (N101/kD)
Crash signal from the restraint systems control unit (N2/7)
Oil level check switch(S43) (for engine 278)
Direct output signals
Sensor voltages 1 and 2 (5 V) - engine side
Sensor voltages 1 and 2 (5 V) - vehicle side
Ground connection 1 and 2 - engine side
Ground connection 1 - vehicle side
Accelerator pedal sensor - reference ground of potentiometers 1 and 2
Left O2 sensor, upstream of CAT - oxygen sensor heater
Right O2 sensor, upstream of CAT - oxygen sensor heater
Left O2 sensor, downstream of CAT - oxygen sensor heater
Right O2 sensor, downstream of CAT - oxygen sensor heater
Engine and air conditioning electric suction fan with integrated control (M4/7) - target fan speed
Throttle valve - actuator motor (M16/6m1) (plus)
Throttle valve - actuator motor (M16/6m1) (minus)
Starter circuit 50 relay, starter (N10/1kH)
Circuit 87 relay, engine (N10/1kC)
Vacuum pump relay (N10/2kQ)
Fuel system control unit (N118) - ground signal "Fuel pump ON"
Two-disk thermostat heating element (R48)
Cylinder 1 ignition coil (T1/1)
Cylinder 2 ignition coil (T1/2)
Cylinder 3 ignition coil (T1/3)
Cylinder 4 ignition coil (T1/4)
Cylinder 5 ignition coil (T1/5)
Cylinder 6 ignition coil (T1/6)
Cylinder 7 ignition coil (T1/7)
Cylinder 8 ignition coil (T1/8)
Left intake camshaft solenoid (Y49/4)
Right intake camshaft solenoid (Y49/5)
Left exhaust camshaft solenoid (Y49/6)
Right exhaust camshaft solenoid (Y49/7)
Purging switchover valve (Y58/1)
Activated charcoal canister shutoff valve (Y58/4) (for code 494 (USA version))
Injection nozzle on cylinder 1 (Y76y1)
Injection nozzle on . cylinder 2 (Y76y2)
Injection nozzle on cylinder 3 (Y76y3)
Injection nozzle on cylinder 4 (Y76y4)
Injection nozzle on cylinder 5 (Y76y5)
Injection nozzle on cylinder 6 (Y76y6)
Injection nozzle on cylinder 7 (Y76y7)
Injection nozzle on cylinder 8 (Y76y8)
Boost pressure positioner (Y77/1)
Exhaust flap switchover valve (Y93) (for model 221 with engine 278)
Left quantity control valve (Y94/1)
Right quantity control valve (Y94/2)
Engine oil pump valve (Y130)
LIN signals
Alternator interface via drive LIN (LIN C1)
Oil sensor (oil level, temperature and quality) (B40) via the drive LIN (for engine 157)
CAN input signals
Instrument cluster (A1)
Fuel reserve signal
Restraint systems control unit (N2/7)
Crash signal
Driver seat belt applied
Rear SAM control unit with fuse and relay module (N10/2)
Engine hood closed (for code 551 (Anti-theft alarm system (ATA))
AAC control unit (N22/1)
Specified fan speed request
Air conditioning, status
Engine torque request
Engine start request
Engine stop prohibition
ESP control unit (N47-5)
Vehicle speed
Wheel speed signal
Brake recognition
Cruise control, request
Engine torque request (increase)
Engine torque request (reduction)
Engine start request
Engine stop prohibition
Engine stop release
AIRmatic with ADS control unit (N51) (for code 489 (AIRmatic))
Engine start request
Engine stop prohibition
Video and radar sensor system control unit (N62/2) (for code 233 (DISTRONIC PLUS), code 237 (Active Blind Spot Assist) and code 238 (Active Lane Keeping Assist))
Engine torque request (increase)
Engine torque request (reduction)
Left door control unit (N69/1) (for model 216) or left front door control unit (N69/1) (for model 221)
Driver door closed
Upper control panel control unit (N72/1)
ECO start/stop function status button
EZS control unit (N73)
Start enable (drive authorization system)
Steering column tube module (N80)
Steering angle
Steering angle rate of change
Fuel system control unit (N118)
Fuel pressure
Self-diagnosis data
Requested diagnostic data
Electric controller unit (VGS) (Y3/8)
Gear range
Transmission mode
Current gear, target gear
Engine torque request (reduction)
Starter enable in selector lever position "P" or "N"
Target engine speed in idle
Status of the torque converter lockup clutch (for engine 278)
Status of the start-up clutch (for engine 157)
Transmission control limp-home mode
Transmission oil temperature
CAN output signals
Instrument cluster
Engine oil level too low
Circuit 61 signal (generated by ME-SFI [ME] control unit)
Fuel consumption (the trip computer is informed about the current fuel consumption by means of square-wave pulse packages (1 pulse = 0.2 l/h))
EZS control unit
Start enable request (drive authorization system)
Fuel system control unit
Fuel pump ON
Fuel specified pressure
Diagnosis request
Electric controller unit (VGS)
Requests for catalytic converter heating
Shift request
Engine torque
Engine coolant temperature
Engine oil temperature
Engine speed
Engine load
Kickdown
Rpm limitation ACTIVE
Limp-home mode engine management
Structure
The ME-SFI [ME] control unit housing is made out of diecast aluminum and the cover is made out corrosion-protected sheet steel. The ME-SFI [ME] control unit is water and dust protected.
The inside contains the 32-bit measuring and control electronics for the engine management.
Power supply
The ME-SFI [ME] control unit is supplied with a power from "circuit 30 secured" and also for ignition ON from "circuit 87 M4".
In the control voltage range, it has both short-circuit protection and reversed polarity protection.
Power is supplied through several engaged parallel pins connected in parallel to relieve the electrical connections.
Ground connection
The "circuit 31" ground connection occurs over several ground lines from the electronic ground (left footwell)(W341).
Computer power-down
When the ME-SFI [ME] control unit receives the "circuit 15 OFF" signal, a processor run-on of approx. 4 s is started.
However, it may also last for several minutes due to various functions (for example, European on-board diagnosis (EOBD), drive authorization system (DAs), thermal management).
Assembly operations
Ensure before unplugging the plug on the ME-SFI [ME] control unit that the ignition is switched off and computer run-on has ended. This is to prevent damage to the ME-SFI [ME] control unit and save errors in the control units linked to the CAN.
Variants
The variants of the engine management, for example country and exhaust variants, are activated with XENTRY Diagnostics over the variant coding.
Exchange of the ME-SFI [ME] control unit is not necessary.