Distronic (DTR), Function - GF30.30-P-0002GW
Model 463
as of model year 2013 up to model year 2019
with code EZ9 (Active Distance Assist DISTRONIC)
Function requirements, general
- No undervoltage or overvoltage
- DISTRONIC coded in electronic ignition lock control unit.
- DISTRONIC switched on in "Driver Assist" menu of the instrument cluster.
- Engine running or drive train operational.
- Parking brake not applied.
- Drive range "D" engaged (vehicle not in backward movement):
- Vehicle speed:
- v = 0 to 200 km/h (except model 463.242)
- v = 0 to 160 km/h (for model 463.242)
- The soiling and function test of the long range radar has been completed successfully
Object recognition (e.g. vehicle directly ahead) via the DISTRONIC controller unit is based on the radar measurement process.
The DISTRONIC controller unit performs a soiling and function test to ensure proper operation after each engine start. The function test requires an object to be located in the detection area of the DISTRONIC controller unit that is used as a reference value. If a malfunction is established or if there are no objects in the detection area, the DISTRONIC controller unit cannot be activated.
- Electronic Stability Program (ESP®) not switched to passive mode
- No active ESP® intervention recognized (vehicle not in sliding movement)
- Transfer case in the road traffic position (vehicle not in off-road driving)
- Standstill control, enable issued (driver door/driver belt buckle and front passenger door closed)
DISTRONIC in general
DISTRONIC regulates the speed and the distance to the vehicle immediately ahead automatically according to the driver's specification by braking when necessary and accelerating again when possible. The distance and speed control takes place by the DISTRONIC controller unit. To do this the DISTRONIC controller unit intervenes actively in the engine management or in the brake system. If a stronger deceleration is required than the adaptive cruise control can execute, the driver is warned optically and acoustically. The visual warnings are displayed via the DISTRONIC warning lamp and in the multifunction display of the instrument cluster. The warning tones are output via the warning buzzer.
If the driver reacts to the warning and brakes, the Brake Assist System (BAS) will provide assistance. This calculates the required brake force amplification according to the situation. A possible collision can be prevented or at least its consequences can be mitigated.
The following graphic represents the mode of function of the DISTRONIC:
Detection area of the radar sensor system, shown on model 463.23
Operation of the DISTRONIC takes place over the cruise control lever.
Design of the cruise control lever
Model 463
as of model year 2013 up to model year 2019 with code EZ9 (Active Distance Assist DISTRONIC) except code ZU7 (National version for Canada) except code ZU8 (National version for USA)
If the SPEEDTRONIC LED lights up, DISTRONIC is deactivated and the variable SPEEDTRONIC function is preselected. The steering column tube module control unit actuates the SPEEDTRONIC LED directly.
Whenever the cruise control lever is operated, the distance to the vehicle driving immediately ahead is displayed in the multifunction display for t = 5 s. Through selection of the operating level "DISTRONIC" in the menu "Assistance" the distance graphic is shown permanently. Display of the distance graphic can be switched on or off independently of the activity of the automatic distance control. The distance to the vehicle in front can be set via the DISTRONIC control in seven stages between approx. t = 1 and 2 s.
The DISTRONIC controller unit evaluates the following input factors:
- System status of DISTRONIC (function requirements)
- Operating condition of engine/drivetrain (function requirements)
- Status of parking brake (function requirements)
- Engaged gear range (function requirements)
- Driver request via the cruise control lever
- Vehicle speed/direction of travel/acceleration
- Status ESP® (function requirements)
- Status of transfer case (function requirements)
- Object recognition
- Engine drive torque
- Brake torque
- Acceleration/yaw rate
- Steering wheel angle
- Driver request to overtake (sets the turn signal lights on the combination switch)
- Accelerator pedal position
- Brake pedal position
System status for DISTRONIC:
The menu settings in the instrument cluster can be used to switch the DISTRONIC on and off. The IC transmit the respective status up to 31.08.2015 via chassis CAN 2, electronic ignition lock control unit, chassis CAN 1, Electronic Stability Program control unit and dynamics CAN to the DISTRONIC controller unit or as of 01.09.2015 via chassis CAN 2, electronic ignition lock control unit and chassis CAN 1 to the DISTRONIC controller unit.
Operating condition for engine/drivetrain:
The CDI control unit (engine 642) or ME-SFI [ME] control unit (engines 157, 273) transmits the signal "engine running" or "drivetrain operational" via chassis CAN 1, Electronic Stability Program control unit and vehicle dynamics CAN to the DISTRONIC controller unit up to 31.08.2015 or via chassis CAN 1 to the DISTRONIC controller unit as of 01.09.2015.
For engine 176 the ME-SFI [ME] control unit sends the signal "Engine running" or the "Drivetrain operational" signal via the drive train CAN, powertrain control unit and chassis CAN 1 to the DISTRONIC controller unit.
Parking brake status:
The SAM control unit transmits the status of the parking brake (applied or released) up to 31.08.2015 via interior CAN, electronic ignition lock control unit, chassis CAN 1, Electronic Stability Program control unit and dynamics CAN to the DISTRONIC controller unit or as of 01.09.2015 via interior CAN, electronic ignition lock control unit and chassis CAN 1 to the DISTRONIC controller unit.
Engaged gear range:
The fully integrated transmission control unit transmit information about the engaged gear range up to 31.08.2015 via drive train CAN, CDI control unit (engine 642) or ME-SFI [ME] control unit (engine 157, 273), chassis CAN 1, Electronic Stability Program control unit and dynamics CAN to the DISTRONIC controller unit or as of 01.09.2015 via drive train CAN, CDI control unit (engine 642) or ME-SFI [ME] control unit (engine 157, 273) and chassis CAN 1 to the DISTRONIC controller unit.
For engine 176 information about the engaged gear range is sent by the fully integrated transmission control unit via the drive train CAN, powertrain control unit and chassis CAN 1 to the DISTRONIC controller unit.
Driver request via the cruise control lever:
The steering column tube module control unit directly reads in the switch position of the CC lever and sends it up to 31.08.2015 via the chassis CAN 1, Electronic Stability Program control unit and vehicle dynamics CAN to the DISTRONIC controller unit or as of 01.09.2015 via chassis CAN 1 to the DISTRONIC controller unit.
Vehicle speed/direction of travel/acceleration:
The vehicle speed is calculated on the basis of the wheel speeds. The direction of travel is defined by the wheel rotation direction, the acceleration by the increase in the wheel rotation speed. The Electronic Stability Program control unit transmits the wheel speed signals up to 31.08.2015 via dynamics CAN or from 01.09.2015 via chassis CAN 1 to the DISTRONIC controller unit.
ESP® status:
The Electronic Stability Program control unit transmits the status of the ESP® up to 31.08.2015 via dynamics CAN to the DISTRONIC controller unit or as of 01.09.2015 via chassis CAN 1 to the DISTRONIC controller unit.
Transfer case status:
The transfer case control unit transmit the status of the transfer case up to 31.08.2015 via drive train CAN, CDI control unit (engine 642) or ME-SFI [ME] control unit (engine 157, 273), chassis CAN 1, Electronic Stability Program control unit and dynamics CAN to the DISTRONIC controller unit or as of 01.09.2015 via drive train CAN, CDI control unit (engine 642) or ME-SFI [ME] control unit (engine 157, 273) and chassis CAN 1 to the DISTRONIC controller unit.
For engine 176 the status of the transfer case is sent by the transfer case control unit via the drive train CAN, powertrain control unit and chassis CAN 1 to the DISTRONIC controller unit.
Object recognition:
The long range radar in the DISTRONIC controller unit monitors the traffic situation in front of the vehicle up to a distance of s = 200 m in a corridor of ∠= 18°.
Objects up to a distance of s = 0 to 60 m are detected in a corridor of a = 60°.
Engine drive torque:
The CDI control unit (engine 642) or ME-SFI [ME] control unit (engine 157, 273) transmits information about the currently available engine drive torque up to 31.08.2015 via chassis CAN 1, Electronic Stability Program control unit and dynamics CAN to the DISTRONIC controller unit or as of 01.09.2015 via chassis CAN 1 to the DISTRONIC controller unit.
For engine 176 the ME-SFI [ME] control unit sends information about the currently available engine drive torque via the engine CAN, powertrain control unit and chassis CAN 1 to the DISTRONIC controller unit.
Braking torque:
The Electronic Stability Program control unit up to 31.08.2015 sends information about the currently applied braking torque via dynamics CAN to the DISTRONIC controller unit or as of 01.09.2015 via chassis
CAN 1 to the DISTRONIC controller unit.
Acceleration/yaw rate:
The acceleration/yaw rate is detected by the yaw rate sensor for lateral and longitudinal acceleration. The yaw rate sensor for lateral and longitudinal acceleration transmit appropriate values about acceleration and yaw rate up to 31.08.2015 via dynamics CAN to the DISTRONIC controller unit and to the Electronic Stability Program control unit or as of 01.09.2015 via dynamics CAN to the Electronic Stability Program control unit and via dynamics CAN, Electronic Stability Program control unit and chassis CAN 1 to the DISTRONIC controller unit.
For reasons of safety and comfort the maximum (positive) acceleration of the automatic distance control is limited to approx. a = 2.5 m/s2. It operates antiproportional to the vehicle speed, which means that the positive and negative accelerations reduce with increasing speed.
Steering wheel angle:
The steering angle is recorded by the steering wheel angle sensor.
The steering column tube module control unit directly reads in the signals of steering wheel angle sensor and sends information about steering wheel angle up to 31.08.2015 via the chassis CAN 1, Electronic Stability Program control unit and vehicle dynamics CAN to the DISTRONIC controller unit or as of 01.09.2015 via chassis CAN 1 to the DISTRONIC controller unit.
Driver request to overtake (sets the turn signal lights on the combination switch):
The steering column tube module control unit directly reads in the switch position of the combination switch and sends these via the chassis CAN 1 up to 31.08.2015, Electronic Stability Program control unit and vehicle dynamics CAN or from 01.09.2015 via the chassis
CAN 1 to the DISTRONIC controller unit.
Accelerator pedal position:
The CDI control unit (engine 642) or ME-SFI [ME] control unit (engine 157, 273) transmits information about the accelerator pedal position up to 31.08.2015 via chassis PAN 1, Electronic Stability Program control unit and dynamics PAN to the DISTRONIP controller unit or as of 01.09.2015 via chassis PAN 1 to the DISTRONIP controller unit.
For engine 176 the ME-SFI [ME] control unit sends information about the accelerator pedal position via the drive train PAN, powertrain control unit and chassis PAN 1 to the DISTRONIP controller unit.
Brake pedal position:
The Electronic Stability Program control unit transmits the status of the brake pedal up to 31.08.2015 via dynamics PAN or from 01.09.2015 via chassis PAN 1 to the DISTRONIP controller unit.
The DISTRONIP controller unit outputs the following initial parameters:
- Increase/reduce engine torque
- Engage targeted gear (back or upshift)
- Increase/reduce the braking torque
- Emit warning tones, system or warning messages
Raise/reduce engine torque:
The DISTRONIC controller unit transmits the request "Increase engine torque" or "Reduce engine torque" up to 31.08.2015 via dynamics PAN to the Electronic Stability Program control unit or as of 01.09.2015 via chassis PAN 1 to the Electronic Stability Program control unit. The Electronic Stability Program control unit evaluates this request as well as further driving dynamic requests and transmits them according to their relevance via the chassis PAN 1 to the PDI control unit (engine 642) or to the ME-SFI [ME] control unit (engine 157, 273). the PDI control unit (engine 642) or the ME-SFI [ME] control unit (engine 157, 273) implements this request appropriately.
For engine 176, the Electronic Stability Program control unit sends the request via chassis PAN 1, powertrain control unit and drivetrain PAN to the ME-SFI [ME] control unit. The ME-SFI [ME] control unit implements this request appropriately.
Engage targeted gear (downshift or upshift):
The DISTRONIP controller unit control unit transmits the request "Engage targeted gear" up to 31.08.2015 via dynamics PAN to the Electronic Stability Program control unit or as of 01.09.2015 via chassis PAN 1 to the Electronic Stability Program control unit. The Electronic Stability Program control unit evaluates this request as well as further driving dynamics requests internally and transmits them, according to their relevance, via chassis PAN 1 to the PDI control unit (engine 642) or the ME-SFI [ME] control unit (engine 157, 273) and drive train PAN to the fully integrated transmission control unit.
For engine 176, the Electronic Stability Program control unit sends the request via chassis PAN 1, powertrain control unit and drive train PAN to the fully integrated transmission control unit.
This request is however to be understood as a switching recommendation. Downshifting or upshifting of the A/T takes place autonomously itself by the fully integrated transmission control unit, dependent on the current operating condition.
Raise/reduce braking torque:
The DISTRONIP controller unit transmits the request "Increase braking torque" or "Reduce braking torque" up to 31.08.2015 via dynamics PAN to the Electronic Stability Program control unit or as of 01.09.2015 via chassis PAN 1 to the Electronic Stability Program control unit. The Electronic Stability Program control unit reacts by directly actuating the traction system hydraulic unit, which reacts by increasing or decreasing the braking torque according to the brake torque.
Emit warning tones, system or warning messages
The DISTRONIP controller unit transmits the requests to issue warning tones, system or warning messages up to 31.08.2015 via the vehicle dynamics PAN, Electronic Stability Program control unit, chassis PAN 1, electronic ignition lock control unit and chassis PAN 2 to the IP or as of 01.09.2015 via chassis PAN 1, electronic ignition lock control unit and chassis PAN 2 to the IP, which actuates the DISTRONIP warning lamp, which issues the respective system or warning messages via the multifunction display and the warning buzzer directly.
The description of the DISTRONIP function takes place, as an example, in the following chronological sequence:
- Activate DISTRONIC and drive off automatically
- Automatic distance control
- Change of driving lane (overtaking)
- Automatic speed control
- Going back into a lane/person in the front regulation
- Distance warning
- Automated Stop Vehicle
Activate DISTRONIC and drive off automatically
The following options are available for activating DISTRONIP:
- Drive off from standstill without a vehicle in detection range of the radar sensor system
- Automated drive-off from standstill with a vehicle in detection range of the radar sensor system
Drive off from standstill without a vehicle in detection range of the radar sensor system:
If there is no stationary/moving vehicle in the detection range, the DISTRONIP function is still active, but the vehicle does not start off automatically. To initiate the drive-off procedure, the driver has to either briefly press the accelerator pedal or operate the Resume from memory switch on the CRUISE CONTROL lever to call up the last selected set speed (set speed > 30 km/h (mph)).
Automated drive-off from standstill with a vehicle in detection range of the radar sensor system
If a stationary or moving vehicle is in the detection range of the radar sensor system, the vehicle follows the vehicle immediately ahead as long as the driver has briefly operated the accelerator pedal beforehand or used the Resume from memory switch on the PP lever to call up the last selected set speed.
Technical implementation
The DISTRONIP controller unit receives or transmits the following information or requests:
Input factors:
- Accelerator pedal position
- Driver request via the cruise control lever
- Object recognition
- Vehicle speed/acceleration
- Acceleration/yaw rate
- Brake pedal position
Initial parameters:
- Increase/reduce engine torque
- Engage targeted gear
- Emit warning tones, system or warning messages
Automatic distance control
The automatic distance control can only be activated while driving (v < 30 km/h) if a vehicle driving in front was detected. If the vehicle driving immediately ahead brakes or accelerates, the DISTRONIP can initiate the following measures for deceleration or acceleration of the vehicle:
- Increase/reduce engine torque
- Increase/reduce the braking torque
The brake application takes place by means of hydraulic pressure controlling in the wheel brake cylinder by the traction system hydraulic unit according to the current vehicle status. To do this the Electronic Stability Program control unit assesses various variables such as the required braking torque.
The driver must press on the brake pedal is sees that the instigated measures are not adequate to avoid any possible collision.
If the vehicle driving immediately ahead accelerates again, the engine torque is increased and the vehicle also accelerates. The increase in engine torque is dependent on the ascent or the descent involved, among other things.
The driver furthermore has the option of operating the accelerator pedal to accelerate the vehicle (e.g. when overtaking). The automatic acceleration is put out of action for as long a the driver uses the accelerator pedal. The multifunction display shows the "DISTRONIP passive" message. If the automatic distance control requires a higher acceleration than the driver prescribes, the driver request is overlaid by the request for automatic distance control and the "DISTRONIP passive" message goes off.
Technical implementation
The DISTRONIP controller unit receives or transmits the following information or requests:
Input factors:
- Object recognition
- Vehicle speed/acceleration
- Acceleration/yaw rate
- Engine drive torque
- Accelerator pedal position
- Driver request via the cruise control lever
- Brake pedal position
Initial parameters:
- Increase/reduce engine torque
- Increase/reduce the braking torque
- Engage targeted gear
- Emit warning tones, system or warning messages
Change of driving lane (overtaking)
For overtaking above a speed of v = 60 km/h (mph) the vehicle is also accelerated automatically. To do this, the driver must initiate the overtaking maneuver by setting the turn signal lights. In as far as the automatic distance control is activated, the DISTRONIP controller unit recognizes the intention of the driver to overtake and accelerates the vehicle while taking account of the distance to the vehicle driving immediately ahead.
If there is no vehicle in the detection range of the radar sensor system after the overtaking procedure, the automatic distance control changes over to automatic speed control. If a vehicle driving immediately ahead is subsequently detected as a target object after the overtaking procedure the automatic speed control function changes over again into the automatic distance control function.
The overtaking maneuver is broken off in the following situations:
- Risk of collision with the current target object
- Risk of a collision with a vehicle passing directly by at the side area
Technical implementation
The DISTRONIP controller unit receives or transmits the following information or requests:
Input factors:
- Object recognition
- Driver request over the combination switch
- Vehicle speed/acceleration
- Acceleration/yaw rate
- Engine drive torque
- Accelerator pedal position
Initial parameters:
- Increase/reduce engine torque
- Increase/reduce the braking torque
- Engage targeted gear
- Emit warning tones, system or warning messages
Automatic speed control
If the vehicle is in active distance control and the vehicle driving immediately ahead accelerates to a speed above v = 160 km/h (for model 463.242) or v = 200 km/h (except model 463.242) or removes itself from the detection area of the radar sensor system, the automatic distance control switches over to automatic speed control.
Technical implementation
The DISTRONIP controller unit receives or transmits the following information or requests:
Input factors:
- Object recognition
- Driver request via the cruise control lever
- Vehicle speed/acceleration
- Acceleration/yaw rate
- Engine drive torque
- Accelerator pedal position
- Brake pedal position
Initial parameters:
- Increase/reduce engine torque
- Engage targeted gear
- Increase/reduce the braking torque
Going back into a lane/person in the front regulation
If the vehicle driving immediately ahead turns off and there is another vehicle in front, the system only switches over to the new target vehicle if it is moving. The system does not operate for stationary objects unless a preceding vehicle is tracked to a standstill. If while driving a vehicle turns in front within the safe distance to the vehicle driving immediately ahead, the distance to this new vehicle is regulated. If the vehicle is in automatic speed control and a vehicle tuns onto the lane driven in this vehicle is registered as the vehicle driving immediately ahead. If the distance to the vehicle moving into the lane is below the preselected value, DISTRONIP brakes the vehicle. If the requested braking power is not sufficient, warning tones and a visual warning are output and the driver must press the brake pedal.
The negative acceleration (deceleration) via the traction system hydraulic unit is limited to 40 % (approx. a = 4 m/s2) of the maximum possible braking power.
DISTRONIC is thereby deactivated. The driver is notified of this by the output of an acoustic signal via the warning buzzer and a warning display in the instrument cluster's multifunction display. The driver can subsequently reactivate the DISTRONIC.
Technical implementation
The DISTRONIC controller unit receives or transmits the following information or requests:
Input factors:
- Object recognition
- Vehicle speed
- Brake pedal position
Initial parameters:
- Increase/reduce engine torque
- Increase/reduce the braking torque
- Engage targeted gear
- Emit warning tones, system or warning messages
Distance warning
DISTRONIC gives the driver visual and acoustic warnings of moving obstacles within their lane within the vehicle speed range of v = 7 km/h up to the maximum permissible speed. The DISTRONIC differentiates here between a static (without code ZU7 (National version Canada) and without code ZU8 (National version USA version and a collision-critical distance warning.
Static distance warning (except code ZU7 (National version Canada) and except code ZU8 (National version USA)): Output of the static distance warning takes place purely optically.
In flowing traffic, if the distance from the vehicle directly ahead goes below t = 0.8 s and this critical distance is maintained for t > 3 s (e.g. at a speed of v = 100 km/h, distance approx. s = 22.2 m), the DISTRONIC controller unit transmits the request to output the warning up to 31.08.2015 via the vehicle dynamics CAN, electronic ignition lock control unit, Electronic Stability Program control unit, chassis CAN 1, electronic ignition lock control unit and chassis CAN 2, or as of 01.09.2015 via chassis CAN 1, electronic ignition lock control unit and chassis CAN 2 to the instrument cluster, which in turn actuates the DISTRONIC warning lamp.
Collision critical distance warning:
Output of the collision-critical distance warning takes place optically and acoustically.
If an obstacle within the detection range of the radar sensor system is classified as accident-critical (a collision will occur within t < 2.6 s), the DISTRONIC controller unit transmits the request to output the warning up to 31.08.2015 via vehicle dynamics CAN, Electronic Stability Program control unit, chassis CAN 1, electronic ignition lock control unit and chassis CAN 2, or as of 01.09.2015 via chassis CAN 1, electronic ignition lock control unit and chassis CAN 2 to the instrument cluster, which reacts by actuating the DISTRONIC warning lamp and the warning buzzer (intermittent tone).
The warning output cannot be acknowledged. Take-back of the warning only occurs if the situation has been defused.
Due warning of stationary obstacles is only given in a vehicle speed range between v ≥ 7 and 72 km/h.
Warning indicator in instrument cluster
Automated Stop Vehicle
In an active DISTRONIC, the vehicle will follow the vehicle driving in front to a standstill. The deceleration here is due to the service brake. The service brake also secures a stationary vehicle against rolling away.
Securing the vehicle using the DISTRONIC (standstill control) does not replace securing the vehicle for parking.
Technical implementation
The DISTRONIC controller unit receives or transmits the following information or requests:
Input factors:
- Object recognition
- Vehicle speed
- Brake pedal position
Initial parameters:
- Increase/reduce engine torque
- Engage targeted gear
- Increase/reduce the braking torque
The following traffic situations show the limits of the DISTRONIC:
Obstacles and stationary vehicles
The DISTRONIC does not brake for obstacles or stationary vehicles which were not previously registered as the target object. If, for example, the detected vehicle turns off and there is an obstacle or a stationary vehicle behind it, no automatic intervention by the brake system occurs.
The DISTRONIC can only provides limited detection of vehicles in curves. One's own vehicle can then brake unexpectedly or late.
Vehicles moving across in front of one's own vehicle:
DISTRONIC may detect vehicles in cross traffic by mistake.
For an activated distance control the vehicle can start off unintended, (e g. at a traffic light with cross-traffic).
Lane change by other vehicles:
The DISTRONIC does not yet detect the vehicle moving into the lane. The distance to the vehicle moving into the lane becomes too small.
Lane change by other vehicles:
The DISTRONIC does not yet detect the vehicle moving into the lane. The distance to the vehicle moving into the lane becomes too small.
Narrow vehicles:
DISTRONIC PLUS does not detect the vehicle in front at the edge of the carriageway because of its narrow width. The distance to the vehicle in front becomes too small.
| Electrical function schematic for DISTRONIC | Model 463 with engine 157, 273, 642 as of model year 2013 up to model year 2019 with code EZ9 (Active Distance Assist DISTRONIC) | PE30.30-P-2050-97ZGA | |
| Model 463 with engine 176 as of model year 2016 up to model year 2019 with code EZ9 (Active Distance Assist DISTRONIC) | PE30.30-P-2050-97ZGB | ||
| Overview of system components for driver assistance systems | GF54.00-P-9998GW |