TRANSMISSIONS   722.6 in MODEL 221

N15/3 EGS control unit Location The ETC [EGS] control unit is installed under the step plate in the front passenger footwell
		P27.19-2291-04

N15/3 EGS control unit X11/4 Data link connector Y3/6b1 Transmission oil temperature sensor Y3/6n2 RPM sensor 2 Y3/6n3 RPM sensor 3 Y3/6s1 Starter lockout contact Y3/6y1 Modulating pressure control solenoid valve Y3/6y2 Shift pressure control solenoid valve Y3/6y3 1-2 and 4-5 shift solenoid valve Y3/6y4 3-4 shift solenoid valve Y3/6y5 2-3 shift solenoid valve Y3/6y6 Torque converter lockup PWM solenoid valve
		P27.19-2144-06

P27.19-2301-09

Networking of components, shown on model 221 except code (494) USA version, except code (219) Distronic (DTR) A1 Instrument cluster A40/3 COMAND control unit A40/9 Front central operating unit A80 Intelligent servo module for DIRECT SELECT N3/10 ME control unit N15/3 EGS control unit N47-5 ESP control unit

N73 EIS [EZS] control unit N80 Steering column module N93 Central gateway control unit S16/5 Transmission mode switch S16/13 Gear selector switch DIRECT SELECT S110/2 Left steering wheel gear shifter S111/2 Right steering wheel gear shifter X11/4 Data link connector

A Telematics CAN C Drive train CAN D Diagnostic CAN E Chassis CAN F Central CAN E1 Steering LIN

The ETC [EGS] control unit determines the instantaneous operating condition of the vehicle and controls all the gear change sequences taking into account shift comfort and driving situation. It receives operating data as transmission-internal input signals from the: Starter lockout contact Transmission oil temperature sensor RPM sensor 2 RPM sensor 3 The ETC [EGS] control unit takes over the actuation of solenoid valves for modulating and shift pressure and the shifting gears The required pressure, matched to the torque to be transmitted, is calculated from all input signals. 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 the drive train CAN DTR control 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 The ME-SFI [ME] control unit is the interface between the drive train CAN and the chassis CAN, the central gateway control unit is amongst others the interface between the chassis CAN and the central CAN, the COMAND control unit is the interface to the Telematics CAN and the ESP control unit is the interface to the vehicle dynamics CAN.

This involves the processing of the following data from other systems: Front central operating unit Transmission mode selection at the transmission mode switch Intelligent servo module for DIRECT SELECT Actual position of range selector lever DTR control unit, on vehicles with code (219) Distronic DTR Shift line displacement, brake the vehicle, the electronic transmission control (EGS) shifts down sooner Active downshift, brake the vehicle the electronic transmission control shifts down sooner ESP control unit Cruise control regulates, a special shift strategy is stored in the ETC [EGS] control unit ESP request shift into "N" (neutral), power flow interruption, transmission/rear axle

Adjusted braking torque, change in shift strategy, brake the vehicle, die electronic transmission control (EGS) shifts down sooner 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 RPM sensor 3 Signal from BAS release switch (A7/7s1), change in shift strategy, brake the vehicle, the electronic (EGS)transmission control shifts down sooner ME-SFI control unit 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 Shift line displacement for heating up the catalytic converter

Engine coolant temperature is used as a substitute value in the event of failure of transmission oil temperature sensor Starting off in 1st gear to heat up the catalytic converter Engine oil temperature, shift limitation is canceled Requirement torque for Electronic Stability Program (ESP), 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 idle specified speed for the actuation of the torque converter lockup clutch Rotational speed limitation function active, adaptations in the ETC [EGS] control unit switched off Engine speed, for slip calculation of torque converter lockup clutch and for the start of pressure calculation by the ETC [EGS] control unit Kickdown

Pedal value Engine torque EIS [EZS] control unit Release of drive authorization system stage 3 (FBS 3) Request of Key-P function Circuit 50, influencing fault memory Steering column module Signal from left steering wheel gear shifter Signal from right steering wheel gear shifter 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 Driver's selected gear selector switch position Specified position of range selector lever DTR control 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 ME-SFI control unit Engine torque requests, engine intervention when shifting Limp-home mode of electronic transmission control Start enable 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