air condition MERCEDES-BENZ ML320 1997 Complete Owners Manual

Task
The ETC control module (N15/3) determines the instantaneous operating condition of the vehicle and controls
all gearshift sequences taking into account the ease of shifting and the driving situation. This involves receiving,
converting and transmitting various digital and analog signals. See Fig. 157
.
It receives operating data in the form of input signals from:
Starter Lock-Out Contact (Y3/6S1)
RPM Sensor 2 (Y3/6N2)
RPM Sensor 3 (Y3/6N3)
Transmission Oil Temperature Sensor (Y3/6B1)
In addition there is a connection via the engine compartment bus to the:
Instrument Cluster (A1)
ME-SFI Control Module (N3/10) or CDI Control Module (N3/9)
The solenoid valves for the modulating and shift pressure and for the gear changes are actuated by the ETC
control module (N15/3).
The pressure required is calculated from all input signals, adjusted to the torque to be transferred. The following
information from other systems is then processed:
ME-SFI Control Module (N3/10) or CDI Control Module (N3/9):
Engine Torque
Engine Speed
Accelerator Pedal Position
Gear Shift
Engine Status
Electronic selector lever module control module (N15/5):
Kickdown Switch (S16/6)
Selector Lever Position P/N
Traction system control module (N47):
Transmission Ratio
Speeds
Instrument cluster (A1):

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The ETC control module (N15/3) determines the instantaneous operating condition of the vehicle and controls
all gearshift sequences taking into account the ease of shifting and the driving situation. See Fig. 158
. This
involves receiving , converting and transmitting various digital and analog signals.
Input Signals:
Starter Lock-Out Contact (Y3/6S1)
RPM Sensor 2 (Y3/6N2)
RPM Sensor 3 (Y3/6N3)
Transmission Oil Temperature Sensor (Y3/6B1)
Kickdown Switch (S16/6)
Gear Recognition Switch (S16/10)
Output signals:
Reverse/Parking Lock Valve
Input And Output Signals:
Datalink Connector (X11/4)
In addition there is a connection via the engine compartment bus to the:
ME-SFI Control Module (N3/10) or CDI Control Module (N3/9)
Traction System Control Module (N47)
Transfer Case Control Module (N78)
The solenoid valves for the modulating and shift pressure and for the gear changes are actuated by the ETC
control module (N15/3). The pressure required is calculated from all input signals, adjusted to the torque to be
transferred.
The following information from other systems is then processed:
ME-SFI Control Module (N3/10) or CDI Control Module (N3/9)
Reverse And Parking Lock Solenoids (Y66/1)
Selector Lever Position (P/N) to the Engine Control Module (ME-SFI) (N3/10) (only on detection of the
selector lever position "P" or "N" on the transmission range recognition switch (S16/10) and at the starter
interlock contact (Y3/6s1)).
Traction System Control Module (N47):
Wheel Speeds
Gear Shift
Traction Status

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The aim of using the torque converter lockup clutch is to reduce the fuel consumption and exhaust gas
emissions of the vehicle by reducing torque converter slip. See Fig. 159
. This stands in contradiction to the ride
comfort demands made on the drive train with regard to its vibration behavior. The task of the electronic
transmission control is therefore to close the clutch in all driving situations relevant to fuel consumption, if
possible, and ensure that the engine vibrations are isolated from the drive train.
The characteristic curves shown in the diagram illustrate the different operating states of the torque converter
lockup clutch in relation to the accelerator pedal position and transmission output speed, plotted for one
transmission gear.
In addition to the evaluation of these characteristics, the status of the torque converter lockup clutch is also
determined by other variables.
Variables influencing the states of the torque converter lockup clutch:
Accelerator Pedal Movement
Uphill And Down Hill Gradients
Transmission Shift Functions
ATF Temperature
Durability Requirements
Load Condition
Engine Control Influences
Torque Converter Lockup Clutch Control Pressure, Function

See TORQUE CONVERTER LOCKUP CLUTCH CONTROL PRESSURE, FUNCTION
.
Torque Converter Lockup Clutch Control Pressure, Function
Apart from extreme states of open or closed, it is possible to operate the torque converter lockup clutch with
preset slip speeds. To enable this variable control pressure must be applied to the torque converter lockup clutch
regulating valve.
The torque converter lockup clutch control pressure is adapted to each operating state via the pulse-width
modulated torque converter lockup solenoid valve (Y3/6y6) which is actuated by the ETC control unit (N15/3).
Torque Converter Lockup Clutch PWM Solenoid Valve, Location/Task/Design/Function

See LOCATION/TASK/DESIGN/FUNCTION OF PWM SOLENOID VALVE, TORQUE
CONVERTER LOCKUP CLUTCH.
Torque Converter Lockup Clutch, Location/Task/Design/Function

See TORQUE CONVERTER LOCK
-UP CLUTCH, LOCATION/TASK/DESIGN/FUNCTION.
Torque Converter Lockup Clutch Regulating Valve, Location/Task/Function

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Courtesy of MERCEDES-BENZ OF NORTH AMERICA.
Operation
The driver's wish for maximum acceleration of the vehicle is met with the kick-down function. See Fig. 160.
When the kick-down switch (S16/6) is operated a CAN Signal is passed on from the electronic selector lever
module control module (N15/5) to the ETC control module (N15/3) via the electronic accelerator.
Based on this information the ETC control module (N15/3) actuates the solenoid valves so that the upshifts and
downshifts take place at higher engine speeds in order to achieve maximum performance.
Kick-Down Switch, Location/Task/Design

See KICK
-DOWN SWITCH, LOCATION/TASK/DESIGN.
Hydropneumatic Transmission Control, Function (Without Touch Shift)
Operation
The hydropneumatic transmission control is divided into electronic and hydraulic transmission control.
While the electronic transmission control is responsible for gear selection and for matching the pressures to the
torque to be transmitted, the transmission's power supply control occurs via hydraulic elements in the
electrohydraulic control module. The oil supply to the hydraulic elements, such as the hydrodynamic torque
converter, the shift elements and the hydraulic transmission control, is provided by way of an oil pump
connected with the torque converter.
The electronic transmission control (ETC) allows for the precise adaptation of pressures to the corresponding
operating conditions and to the engine output during the gearshift phase, resulting in a noticeable improvement
in shift quality.
It is possible to reach the engine RPM limit in the individual gears using full throttle and kick-down. The shift
range can be changed in the forward gears while driving, but the electronic transmission control (ETC) employs
a downshift safeguard to prevent over-revving the engine.
The system offers the additional advantage of flexible adaptation to different vehicle and engine variants.
ETC Control Module, Location/Task

See ETC CONTROL UNIT, LOCATION/TASK
.
Electric Control Module, Location/Task/Design/Function

See ELECTRONIC CONTROL MODULE, LOCATION/TASK/DESIGN/FUNCTION
.
Kickdown Switch, Location/Task/Design/Function Model 163 Without Touch Shift


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The aim of using the torque converter lockup clutch is to reduce the fuel consumption and exhaust gas
emissions of the vehicle by reducing torque converter slip. See Fig. 165
. This stands in contradiction to the ride
comfort demands made on the drive train with regard to its vibration behavior. The task of the electronic
transmission control is therefore to close to the clutch in all driving situations relevant to fuel consumption, if
possible, and ensure that the engine vibrations are isolated from the drive train.
The characteristic curves shown in the diagram illustrate the different operating states of the torque converter
lockup clutch in relation to the accelerator pedal position and transmission output speed, plotted for one
transmission gear.
In addition to the evaluation of these characteristics, the status of the torque converter lockup clutch is also
determined by other variables.
Variables influencing the states of the torque converter lockup clutch:
Accelerator Pedal Movement
Uphill And Down Hill Gradients
Transmission Shift Functions
ATF Temperature
Durability Requirements
Load Condition
Engine Control Influences
Torque Converter Lockup Clutch Control Pressure, Function

See TORQUE CONVERTER LOCKUP CLUTCH CONTROL PRESSURE, FUNCTION
.
REMOVE/INSTALL TRANSFER CASE
Remove/Install

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Notes on auto-pilot systemMODEL 129,208.4AH82.61-P-0001-01B
Notes on auto-pilot systemMODEL
202.018/02 /12/13, 208.3,
210.0AH82.61-P-0001-01C
Notes on auto-pilot systemMODEL 203 Navigations
system APS 30AH82.61-P-0001-01P
Notes on positioning GPS
antenna, TrafficStarMODEL 210 with CODE
(581a) Automatic air
conditioning MODEL 140AH82.61-P-0001-02A
Notes on dynamic guidance
for APSMODEL 129, 140, 168,
170, 202, 208, 210 bei APS
der 3. GerategenerationAH82.61-P-0001-04A
Notes on dynamic guidance
for APSMODEL 220 ...AH82.61-P-0001-04B
Notes on dynamic navigation
for APSMODEL 215,220...AH82.61-P-0001-04C
Notes on radio connector pin
assignmentMODEL 163AH82.61-P-0001-05A
Notes on TV antenna in rear
windowMODEL 210.0 as of 1.7.99AH82.62-P-0001-01A
Retrofitting voice control
systemMODEL 210.### 1#AH82.70-P-0001-01A
Notes on D2B ringMODEL 210...AH82.70-P-0001-03A
Notes on D2B ringMODEL 210...AH82.70-P-0001-03B
Notes on D2B ringMODEL 210...AH82.70-P-0001-03C
Notes on D2B ringMODEL 202 ...AH82.70-P-0001-03E
Notes on D2B ringMODEL 202 ...AH82.70-P-0001-03F
Notes on D2B ringMODEL 170...AH82.70-P-0001-03G
Notes on D2B ringMODEL 208 ...AH82.70-P-0001-03H
Notes on D2B ringMODEL 208 ...AH82.70-P-0001-03I
Notes on D2B ringMODEL 215, 220AH82.70-P-0001-
03IA
Notes on D2B ringMODEL 168...AH82.70-P-0001-03J
Notes on telephone
retrofittingMODEL 129, 168, 170,
202, 208, 210 ...AH82.70-P-0001-04A
Notes on retrofitting
telephoneMODEL 129, 168, 170,
202, 208, 210 as of 1.7.00
up to 30.6.01 except CODE
(855) TELE AIDAH82.70-P-0001-04B
Notes on retrofitting
telephoneMODEL 215, 220 as of
1.7.00 up to 30.6.01 except
CODE (855) TELE AIDAH82.70-P-0001-04C
Notes on telephone MODEL 215,220...AH82.70-P-0001-10A

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Fig. 6: Identifying Fiber Optic Cable Components Location
FIBER OPTIC CABLE, FUNCTION - GF82.00-P-4000-04A
The fiber optical cable consists of plastic with a fiber diameter of 1 mm. Each fiber optical cable is protected
against mechanical damage and against admission of outside light with the help of an orange-colored insulation.
The light for the data transfer in the digital data bus (D2B) has a wavelength of 650 nm; by comparison, visible
light lies in the range of blue with 400 nm to red with 800 nm. Optical attenuation of the light signal can occur
in the fiber optic cable. Attenuation of the optical signal in the fiber optical cable is dependent on:
the length of the line between the individual components
the bending radii when routing the fiber optical cable, which must have min. bending radius = 25 mm
the condition of the insulation of the fiber optical cable
A passive connector; this is used when a component is removed from the digital data bus (D2B) due to a
fault.
To ensure the functional availability of the remaining components, the digital data bus (D2B) is closed again
using a passive connector. The fiber optical cable has two different connection ends:
The fiber optical cable input, which is the output to each control unit. This is marked in "white".
The fiber optical cable output, which is the input to each control unit. This is marked in "red".
FIBER OPTIC CABLE, LOCATION/TASK/FUNCTION - GF82.00-P-4000A
MODEL 129 as of 1.6.98, 163, 168 as of 1.9.98, 170, 202 as of 1.6.98, 203, 208.3, 210 as of 1.6.98, 215, 220

2001 Mercedes-Benz ML320
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Fig. 11: Identifying Xenon Headlamp Components Location/Design
AUTOMATIC DRIVING LIGHT ACTUATION, FUNCTION - GF82.10-P-3003GH
MODEL 163 as of 01.09.01
The Automatic Driving Light Actuation automatically switches on the driving lights (side lamps, low beams
and license plate lamps), depending on the exterior lighting conditions (rain, snow, dusk and darkness).
Function prerequisites:
Exterior lamp switch in "AUTO" position
Circuit 15 "ON"
The sun sensor (B32) signals "Darkness" or the rain sensor (B38) signals "Rain"
Basic prerequisites for automatic driving light actuation are:
diminishing daylight intensity at dusk
darkness (tunnel, underground garage, ...)
rain or snowfall and
failure of rain/sun sensor ("Darkness" is signaled continuously)
Xenon headlamps,
function GF82.10-P-2007-
01GHA

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Fog and other lighting influences, e.g., due to oncoming traffic, do not have any effect on the automatic
driving light actuation.
Automatic driving light actuation when starting a journey and during it
Automatic driving light actuation with driving lights is only possible when the engine is running (circuit
61 ON).
When the engine is switched off and the electronic starter switch is in position "2" (circuit 15 ON) only
the side lamps and the license plate lamps are actuated.
Driving light actuation is disabled as soon as one of the basic prerequisites changes, e.g. when changing
from darkness to daylight after driving through a tunnel.
Automatic driving light actuation at the end of a journey or in darkness
After switching off the engine (circuit 61 OFF) and when the electronic starter switch is in position
"2" (circuit 15 ON), only the side lamps and the license plate lamps remain on.
The exterior lighting is switched off as of key position "1" (circuit 15R).
DAYTIME RUNNING LIGHT ACTUATION, FUNCTION - GF82.10-P-3005GH
MODEL 163 as of 01.09.01
With daytime running lamps the low beam, the side lamps and the license plate lamps are switched on if the
engine is running (there are national variants).
Function prerequisites:
Circuit 61 "ON"
In "AUTO" position of the exterior lamp switch daytime running lamps and automatic driving lights are
OR gated, i.e. depending on the prerequisites daytime running lamps or automatic driving lights are switched
on.
For the daytime running lamp conditions, there is no difference between the positions "0" and "AUTO" of
the exterior lamp switch.
Corresponding to the national legislation, the daytime running lamps can be coded in different variants via
Star Diagnosis.
Canada and USA
Table of contents,
function description for
exterior lighting GF82.10-P-0999A

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WIPER MOTOR, FUNCTION - GF82.30-P-4104-01GH
The wiper arm can be driven by the motor with two speeds. The motor runs at high or low speed depending on
brush voltage present.
The cam switch switches circuit 31b from circuit 15 to circuit 31 when the windshield wiper runs through the
park position.
WIPER MOTOR, DESIGN - GF82.30-P-4104-02GH
The windshield wiper is driven by the wiper motor (M6/1) , an electric motor with three brushes and gear. The
cam switch is located on the output shaft.
Fig. 28: Identifying Wiper Motor

WIPER MOTOR, LOCATION/PURPOSE/DESIGN/FUNCTION - GF82.30-P-4104GH
MODEL 163
conditions and this data
is used to control the
vehicle's light system.
Rain Sensor - DesignThe rain sensor (B38)
comprises an IR
transmitter and receiver
unit, light sensorsand an
electronic data analysis
and interface circuit. The
rain sensor (B38) is
connected to the engine
compartment CAN .
Rain Sensor - Function GF82.30-P-4103-02GH

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