Component description for the VGS control unit - GF27.19-P-4016SX
TRANSMISSION 722.9 in MODEL 216, 221 up to Model Year 08 /modification year 07
Location
The fully integrated transmission control (VGS) control unit is integrated into the electric controller unit (VGS).
Input and output signals
Networking of components, shown on model 221.054 with M 272, except code (494) USA version, except code (219)
Task
The fully integrated transmission control (VGS) control unit determines the instantaneous operating condition of the vehicle and actuates all gear change sequences taking ease of shifting and driving situation into consideration.
It receives operating data as internal transmission input signals from the:
- Selection range sensor (VGS)
- Transmission oil temperature sensor (VGS) (Y3/8s2) which is integrated in the fully integrated transmission control unit (VGS)
- Turbine speed sensor (VGS)
- Internal speed sensor (VGS)
- Output speed sensor (VGS)
In addition there exists via the Controller Area Network (data bus/CAN bus) (CAN) a connection to the
- Instrument cluster, via the central-CAN
- Front central operating unit, via the telematics CAN
- Intelligent servo module for DIRECT SELECT, via the drive train CAN
- ME-SFI [ME] control unit, via drive train CAN, on model 221 except OM 642 or OM 629, on model 216
- CDI control unit (N3/9), via drive train CAN, on model 221 with OM 642 or OM 629
- DTR controller unit (A89), on vehicles with code (219) Distronic (DTR), via the vehicle dynamics CAN
- ESP control unit, via the chassis CAN
- EIS [EZS] control unit, via the chassis CAN
- Steering column module, via the chassis CAN
- Central gateway control unit, via the chassis CAN
On model 221 the ME control unit or CDI control unit forms the interface between the drive train CAN and the chassis CAN. On model 216 the ME control unit forms the interface between the drive train CAN and chassis CAN. The central gateway control unit is amongst others the interface between the chassis CAN and central CAN, the COMAND controller unit is the interface to the telematics CAN and the ESP control unit is the interface to the vehicle dynamics CAN.
Depending on the input signals processed the fully integrated transmission control unit (VGS) takes over the actuation of the following control solenoid valves:
- K1 clutch control solenoid valve (VGS)
- K2 clutch control solenoid valve (VGS)
- Control solenoid valve working pressure (VGS), for load-dependent and gear-dependent working pressure control
- K3 clutch control solenoid valve (VGS)
- B1 brake control solenoid valve (VGS)
- Brake control solenoid valve B2 (VGS) which also actuates the multidisk brake BR for reverse gear
- B3 brake control solenoid valve (VGS)
- Torque converter lockup clutch control solenoid valve (VGS)
This involves the processing of the following data from other systems:
Front central operating unit
- Transmission mode selection at transmission modes button (A40/9s8) (model 216)
- Transmission mode selection at transmission modes switch (model 221)
DTR controller unit, on vehicles with code (219) Distronic (DTR)
- Shift line displacement, brake the vehicle, the fully integrated transmission control (VGS) shifts down earlier
- Active downshift, brake the vehicle, the fully integrated transmission control (VGS) shifts down earlier
Intelligent servo module for DIRECT SELECT
- Actual position of range selector lever
ESP control unit
- Signal from BAS release switch (A7/7s1), change of shift strategy, brake the vehicle, the fully integrated transmission control (VGS) shifts down sooner
- Adjusted brake torque, change in shift strategy, brake vehicle, the fully integrated transmission control (VGS) shifts down sooner
- Electronic Stability Program (Electronic-Stability-Program) (ESP) desired shift operation in "N" (neutral), power flow interruption of rear axle gear
- Cruise control regulates, a special shift strategy for cruise control mode is stored in the fully integrated transmission control unit (VGS)
- Vehicle lateral acceleration at center of gravity, adaptation of shift strategy, detection of dynamic driving style
- Wheel speeds and direction of rotation, substitute values in the event of failure of the output speed sensor (VGS)
CDI control unit, on model 221 with OM 642 or OM 629
- Start-off in 1st gear, aids engine warm-up
- Shift curve offset, aids engine warm-up
- Shift curve offset, dependent on load condition of diesel particulate filter (DPF), a heavily loaded DPF results in slightly lower upshift speed for full-load and kick-down upshifts
- Kickdown
- Specified gear, lower and upper limit, aids engine warm-up
- Emergency operation of the common rail diesel injection (CDI), the pedal value is limited to approx. 20 %, the driveability of the vehicle is assured
- Engine coolant temperature, used as substitute value in event of malfunction in transmission oil temperature sensor (VGS)
- Engine oil temperature, shift limitation is canceled
- Pedal value
- ESP requirement torque, torque reduction or torque increase taking into account directional stability and road adhesion
- Request "Torque converter lockup clutch OPEN" to increase the engine speed in the warm-up phase of the engine
- RPM limitation function active, adaptations in the fully integrated transmission control unit (VGS) are switched off
- Engine speed, for slip calculation of the torque converter lockup clutch and for the start of the pressure calculation by the fully integrated transmission control unit (VGS)
- Engine idle specified speed for the actuation of the torque converter lockup clutch
ME-SFI [ME] control unit, on model 221 except OM 642 or OM 629, model 216
- Active downshift for heating up the catalytic converter (TWC)
- Specified gear, and lower/upper limit for heating up the catalytic converter
- Emergency operation of the ME fuel injection and ignition system (motor electronics) (ME), the pedal value is limited to approx. 20 %, the driveability of the vehicle is assured
- Engine coolant temperature is used as a substitute value in the event of failure of the transmission oil temperature sensor (VGS)
- Shift curve offset for heating up the catalytic converter
- Starting off in 1st gear to heat up the catalytic converter
- Engine oil temperature, shift limitation is canceled
- ESP requirement torque, torque reduction or torque increase taking into account directional stability and road adhesion
- Request for torque converter lockup clutch "Open" to increase engine speed in the heating up phase of the catalytic converter
- Engine speed, for slip calculation of the torque converter lockup clutch and for the start of the pressure calculation by the fully integrated transmission control unit (VGS)
- Engine idle specified speed for the actuation of the torque converter lockup clutch
- RPM limitation function active, adaptations in the fully integrated transmission control unit (VGS) are switched off
- Kickdown
- Pedal value
- Engine torque
EIS [EZS] control unit
- Enable of stage 3 drive authorization system (DAS 3)
- Request of Key-P function
- Circuit 50, influencing fault memory
Steering column module
- Signal from steering wheel gear shifter MINUS (S110/1), on model 216.377, model 221.077/177
- Signal from steering wheel gear shifter PLUS (S111/1), on model 216.377, model 221.077/177
- Signal from left steering wheel gear shifter, on model 216.371, model 221 except model 221.077/177
- Signal from right steering wheel gear shifter, on model 216.371, model 221 except model 221.077/177
- Signal from DIRECT SELECT gear selector switch
Central gateway control unit
- Diagnosis
The following information is passed to other systems: Instrument cluster
- Gear selector switch position and selected shift range for the gear indicator (A1p12)
- Transmission mode selection for the transmission mode display (A1p16)
Intelligent servo module for DIRECT SELECT
- Gear selector switch position selected by driver
- Specified position of range selector lever
DTR controller unit, on vehicles with code (219) Distronic (DTR)
- Transmission variant, recognition of basic variants, difference in gear ratios
- Actual gear engaged/target gear, i.e. engaged gear, gear to be shifted, can be shown via STAR DIAGNOSIS
- Wheel torque factor, overall gear ratio
ESP control unit
- Wheel torque factor, overall gear ratio
- Actual gear engaged/target gear, i.e. engaged gear, gear to be shifted, can be shown via STAR DIAGNOSIS
- Transmission variant, recognition of basic variants, difference in gear ratios
CDI control unit, on model 221 with OM 642 or OM 629
- Engine torque requests, engine intervention when shifting
- Limp-home mode of fully integrated transmission control (VGS)
- Starting release in gear selector switch position "P", "N"
- Transmission variant, recognition of basic variants, difference in gear ratios
- Actual gear engaged/target gear, i.e. engaged gear, gear to be shifted, can be shown via STAR DIAGNOSIS
- Status of torque converter lockup clutch
ME-SFI [ME] control unit, on model 221 except OM 642 or OM 629, model 216
- Engine torque requests, engine intervention when shifting
- Limp-home mode of fully integrated transmission control (VGS)
- Starting release in gear selector switch position "P", "N"
- Transmission variant, recognition of basic variants, difference in gear ratios
- Actual gear engaged/target gear, i.e. engaged gear, gear to be shifted, can be shown via STAR DIAGNOSIS
- Status of torque converter lockup clutch
Central gateway control unit
- Diagnosis