Engine 120.

980 30

Throttle control, electronic accelerator, cruise control/

idle speed control

Component locations

P30-5017-57
M16/3 Right electronic accelerator actuator N4/1 Electronic accelerator control unit
(located on left side of engine) N16/1 Base module
M16/4 Left electronic accelerator actuator N30/1 ABS/ASR control unit
(located on right side of engine) N59 Diagnostic module
N3/2 Left LH control unit V2 Diode matrix, engine rpm increase (right footwell)
N3/3 Right LH control unit X11/4 Test connection for diagnosis
(impulse readout, 38-pole)
Engine 120.980 30

P30-5007-57
A1p8 Electronic speedometer S40 Cruise control switch
S9/1 Stop lamp switch V Decelerate/set
S16/3 Starter lock-out/backup lamp switch, selector lever B Accelerate/set
position recognition SP Resume
S29/3 Idle speed contact switch A Off
Engine 120.980 30

Block diagram, electronic accelerator

Engine 120.980 30

Electronic accelerator function

The following functions are integrated in the electronic accelerator control unit (N4/1):
• Idle speed control,
• Cruise control,
• Electronic engine control (electronic accelerator pedal).
The electronic and mechanical components perform all control operations as well as the mechanical
control movements. The electronic components receive unfused voltage from the base module (N16/1)
via circuit 87. The following components supply input signals for the electronic accelerator control unit:
• Base module (N16/1),
• ABS/ASR control unit (N30/1),
• LH control units (N3/2 and N3/3),
• EZL/AKR ignition control units (N1/4 and N1/5),
• Idle speed contact switch (S29/3),
• Electronic accelerator actuators (M16/3 and M16/4),
• Stop lamp switch (S9/1),
• Starter lock-out/backup lamp switch (S16/3),
• Cruise control switch (S40),
• A/C compressor engagement signal,
• Data exchange via controller area network (CAN) between the ABS/ASR control unit, electronic
accelerator control unit, LH con- trol units and the EZL/AKR ignition control units,
• Wheel speed sensors (L6/1- L6/4),
• Diode matrix, engine rpm increase (V2, e.g., A/C compressor engagement signal, heated
seats, etc.).
The electronic accelerator control unit monitors and processes the input signals. The following
components are activated with the output signals:
• Electronic accelerator actuators (M16/3 and M16/4),
• ABS/ASR control unit,
• LH control units (N3/2 and N3/3),
• EZL/AKR ignition control units (N1/4 and N1/5),
• Impulse readout (malfunction memory) via test connection for diagnosis (X11/4, 38-pole),
• Data exchange via controller area network (CAN) between the ABS/ASR control unit, electronic
accelerator control unit, LH control units, diagnostic module and the EZL/AKR ignition control units.
With the ignition turned ON, the electronic accelerator system with integrated idle speed control is in
operation. The electronic accelerator control unit (N4/1) recognizes the position of the accelerator pedal
via the nominal value potentiometer in the electronic accelerator actuator (M16/3, location left). The
actual value potentiometer in the electronic accelerator actuator (M16/3) signals the position of the
throttle valve to the control unit. At the same time, the actual value potentiometer in the electronic
accelerator actuator (M16/4, location right) signals the position of the throttle valve to the control unit.
The electronic control unit compares the signals and determines the position of the throttle valves on the
left and right cylinder bank via the output signal.
Before starting the engine and with the accelerator pedal not depressed, the position of the throttle valve
is specified depending on the coolant temperature (signal from the LH control unit via the controller area
network).
Within the total adjustment range of the throttle valves (idle speed stop to full load stop) the opening
angle of the throttle valves for the idle speed control is limited by the electronic accelerator control unit.
For the electronic accelerator system, the position of the accelerator pedal (nominal value) is reported to
the electronic accelerator control unit (N4/1) from the nominal value potentiometer in the electronic
accelerator actuator (M16/3).
According to this nominal value, the control unit assigns an output signal to control the electron- ic
accelerator actuators. The actuators and therefore the throttle valves move to a position corresponding
to the nominal value. The regulating linkage is connected to the input lever of the electronic accelerator
actuator (M16/3) and via the internal spring capsule which allows rotational free movement to the throttle
valve. The electronic accelerator actuator (M16/4) has no connection to the regulating linkage. The
adjustment of the throttle valve is accomplished only by the electronic input signals.
Engine 120.980 30

The opening angle of the throttle valve corresponds to the given nominal value, by means of which the
engine transmits a specific torque to the drive wheels. If the given nominal value (movement of
accelerator pedal) is greater than the torque that can be transmitted to the road, the drive wheels will
slip. The ABS/ASR control unit recognizes this slip and sends a signal (reduction of throttle valve angle)
via the controller area network (CAN) to the electronic accelerator control unit. In order to obtain an
immediate reduction of torque, the signal from the controller area network is recognized also by the
EZL/AKR ignition control unit which adjusts the ignition timing in direction retard. If the accelerator pedal
is depressed too far, the drive torque is reduced until the slip at the drive wheel falls below a specified
threshold.
Overall, the electronic accelerator system allows adjustment of the throttle valve between idle and full
load, or closing the throttle valve towards idle speed position during ASR operation.
If the drive torque at the drive wheels is too high, the spiral spring in the spring capsule allows
movement of the throttle valve against the position of the accelerator pedal.
The free movement in the electronic accelerator actuator (between spring capsule and input lever) is a
"limp-home" design to allow driveability at reduced engine power if the electronic system fails.
Features:
• Movement of the throttle valve always occurs through the electronic system.
• The electronic accelerator control unit includes the cruise control system.
• The idle speed control is incorporated in the electronic accelerator control unit.
• Driving is still possible with reduced engine power if the electronic system fails.
Idle speed control

The idle speed control function takes place in the electronic accelerator control unit. For this purpose,
the following information is processed:
• Engine speed (TNA),
• Coolant temperature,
• Vehicle speed signal,
• Selector lever position,
• Engagement signal of additional power consumers (diode matrix, engine rpm increase).
Depending on the listed input signals, the logic component section gives an output signal to the nominal
value selection processor. There, the idle speed signal is evaluated together with the other available
signals. The output signals are transmitted to the position regulator and the controller area network
(CAN). The signals are checked by the monitoring circuit and transmitted via the release/shutoff
components to the output driver thereby determining the position of the throttle valve.
A data exchange takes place between the electronic accelerator control unit, the LH control unit and the
EZL/AKR ignition control unit, via the controller area network. The nominal engine speed is specified by
the electronic accelerator control unit.
If a deviation in the control function exists, the control unit will support the idle speed control by changing
the ignition timing. For this function, the ignition timing can be retarded up to approx. 20°.
Additionally, this signal is supplied to the LH control unit via the controller area network. The LH control
unit determines from it the required injection duration.
The idle speed is continuously controlled depending on the coolant temperature (see table for reference
values).
Coolant temperature Transmission in P/N Transmission in gear
°C rpm rpm
<0 800-950 700-900
> 0 40 750-900 650-800
>40 600-750 500-650

The idle speeds are different with the transmission in neutral (P/N) or in gear. The idle speed is
determined by the electronic accelerator control unit depending on the selector lever position.
Engine 120.980 30

Warmup rpm
The warmup rpm phase is effective in all temperature ranges. Between +20 °C and +30 °C, after each
start for approx. 25 seconds (accelerator pedal at idle position and selector lever in any position). The
engine speed is 850+100/-50 rpm.

This chart applies at a coolant temperature of 20 °C (simulated) and selector lever in position "P" or "N".

Diode matrix, engine rpm increase

When additional consumers are turned on (e.g.,
A/C compressor, heated seats, rear window
defroster), the engagement signal is also
transmitted to the diode matrix, engine rpm
increase. This signal is then passed on to the
electronic accelerator control unit (N4/1, pin 32).
The signal is evaluated in the logic component
for the idle speed control.

P54-2845-13

This signal is effective for the engine rpm increase only if an idle speed recognition signal is not present
from the nominal value potentiometer, and a specified nominal engine speed was exceeded. The next
time the vehicle is stopped, the idle speed will be slightly higher. The engine rpm increase is canceled
only, if the input signal from the diode matrix is no longer available, and an idle speed recognition signal
is not present. The engine rpm increase is not activated with the selector lever in position "P`or "N`.
Engine 120.980 30

Notes for towing, test and repair jobsNotes for towing, test and repair jobs

• Before operating a vehicle with ABS/ASR on a dynamometer or speedometer test stand, the
following must be observed:
– Ignition OFF
– Bridge sockets 6 and 1 on test connection for diagnosis (X11/4). This switches the ABS/ASR
control unit to the diagnostic mode.
– Ignition ON, perform diagnostic work. As long as the diagnostic mode is activated the ABS and
ASR warning lamps are on.
– Ignition OFF, disconnect bridge.

• The electrical connector of the electronic accelerator actuator is waterproof. It must be opened only
when specified in the test step of the diagnostic program.

• Cleaning solutions or contact spray must not be used on the electrical connector of the electronic
accelerator actuator.

• The electronic accelerator control unit is not fused.

• During welding jobs with an electric arc welder, observe the following points:
– Disconnect the battery negative terminal.
– Connect the ground circuit of the arc welder directlyto the part to be welded.

• During diagnostic and adjustment procedures which require an increase of the engine speed, the
engine speed must be raised from the accelerator pedal and not with the accelerator linkage on the
engine. If the engine speed is increased with the accelerator linkage on the engine, the fixed
operating mode (limp-home) is activated and a malfunction is stored in the malfunction memory.

The microcomputer in the control unit programs the specific throttle valve angle (idle speed position)
of the engine with the ignition ON, engine off and vehicle stationary. The correction factors are
calculated and newly stored. The installa-tion on a trial basis of a control unit from another vehicle is
not possible.

The ignition switch must be turned OFF if a new replacement electronic accelerator control unit
(N4/1) is installed. After control unit installation, the ignition switch must be turned ON for 90
seconds (without starting the engine). During this time period synchronization of control unit (N4/1)
and electronic accelerator actuators (M16/3, M16/4) takes place.