GF07.10-D-1012HOB Thermal management, function 18.6.

13

ENGINE 642.896 in MODEL

906.111/113/131/133/135/153/155/211/213/231/233/235/253/255/611/613/631/633/635/637/653/655/657/711/713/73
1/733/735
with CODE MP5 (Engine version, Euro V)
without CODE MP6 (Engine version, Euro VI)
ENGINE 642.896 in MODEL
906.111/113/131/133/135/153/155/211/213/231/233/235/253/255/611/613/631/633/635/637/653/655/657/711/713/73
1/733/735
with CODE MP6 (Engine version, Euro VI)
without CODE MP5 (Engine version, Euro V)

Function requirements for thermal management, general points
"Circuit 87M ON" (engine timing "ON")
"Circuit 61 ON" (engine running)
Thermal management, general
The coolant temperature, exhaust temperature and fuel pressure of the
engine are regulated by the thermal management system controlled by
the CDI control unit (N3/30). This has the following advantages:
– optimum operating temperature is reached faster
– reduction of the exhaust emissions
– fuel savings (up to approx. 4%)
- improved heat comfort.
Thermal management is performed dependent on the following
sensors and signals:
– hot film MAF sensor (B2/14), engine load
- intake air temperature sensor (B2/14b1)
– boost pressure sensor (B5/8), engine load
– coolant temperature sensor (B11/19)
– charge air temperature sensor (B17/15)

- temperature sensor upstream of diesel particulate filter (B19/19)
– diesel particulate filter differential pressure sensor (B28/20)
– accelerator pedal sensor (B37/3), accelerator pedal actuation (how
fast and how far driver type calm or sporty)
– fuel temperature sensor (B50/6)
- crankshaft position sensor (B70/1), engine speed
– temperature sensor in CDI control unit
– SAM control unit (N10), outside temperature via the interior
CAN (CAN B), over the electronic ignition lock control unit (EIS) (N73),
via the engine CAN (CAN C)
– A/C control and operating unit (S98), status of the A/C via the interior
CAN, over the electronic ignition lock control unit (EIS), via the engine
CAN (CAN )
– ESP control unit® (N30/4), wheel speed via the engine CAN to the IC
(A1), vehicle speed via the engine CAN
– fully integrated transmission control unit (Y3/8n4) (transmission
722.9) or EGS control unit (N15/3) (transmission 722.6), gear range
via the engine CAN
Function sequence for thermal management
The thermal management system is described in the following steps:
Function sequence for post-start phase
Function sequence for heating the coolant thermostat
Function sequence for maximum heating combustion
Function sequence for fuel preheating system
Function sequence for fuel tank protection
Function sequence for fan control
Function sequence for overheating protection
Function sequence for post-start phase
In the post start phase the coolant circulation is interrupted through
switching off the coolant pump with the aid of a coolant pump
switchover valve (Y1910). The engine is warmed up quicker and this
the exhaust emissions are reduced.
The coolant pump is switched off for a cold start for a maximum of 500
s if the following conditions are fulfilled:
- the limits stored in the CDI control unit for the intake air and coolant
temperature as well as for the injected total fuel quantities are still not
reached.
– no "heating" was requested by the air conditioning control and
operating unit.
- the engine speed or injection quantity has not exceeded its
established limit value.

Function sequence for heating the coolant thermostat - mixed-fuel mode position; 87°C < t < 102°C; the two-disk thermostat
Dependent on the operating conditions (as a function of a opens, the coolant throughflow begins
characteristics map), the CDI control unit actuates the heating element - radiator mode position; t > 102°C; the two-disk thermostat is opened,
in the thermostat (R482) using a ground signal. The power supply is full radiator throughflow
over circuit 87 by the CDI control unit. The heating causes the two-disk The following advantages result from regulating the coolant
thermostat in the coolant thermostat to open which leads to a lowering temperature of the engine:
of the coolant temperature. The orifice area of the two-disk thermostat - operating temperature is reached faster
is determined by the duty cycle of the electrical current. - reduction of emissions and improved heating comfort
The thermostat heating element regulates the coolant temperature
within the range of approx. 87°C to 102°C. The limp-home function
ensures that the two-disk thermostat is completely opened above
around 102°C, irrespective of actuation.
The two-disk thermostat can take the following positions:
- short-circuit mode position; t < 87°C; coolant flow in engine only, flow
through the passenger compartment heater is possible

Schematic diagram

67 Coolant thermostat
A Short-circuit mode position
B Mixed-fuel mode position
C Radiator mode position
K To the radiator
M From the engine
W To the coolant pump
Function sequence for maximum heating combustion
With the maximum heating combustion more heat is introduced into
the coolant by a new combustion strategy on the engine side.
The following function conditions must be met simultaneously:
- accelerator pedal position reported by the accelerator pedal sensor is
below 80% (partial throttle)
- no regeneration operation of diesel particulate filter (DPF)
i The CDI control unit regulates, stabilizes and increases the idle
speed depending on operating conditions and engine loads if the
accelerator pedal is not actuated.
Function sequence for fuel preheating system
Fuel preheating is achieved using the following regulation strategies:
Pressure regulating valve (Y74/6) regulation
2-control concept regulation
Quantity control valve (Y94/4) regulation
Pressure regulating valve regulation
The rail pressure is regulated via the pressure regulating valve during
the starting procedure and for fuel heating. The quantity control valve
is opened in a controlled manner.
Pressure regulating valve regulation takes place under one of the
following conditions:
- up to 30 s after the engine start in idle
- up to a fuel temperature of 20°C
The CDI control unit causes the excess fuel to return to the fuel tank
via the quantity control valve. When the temperature of the fuel
delivered to the high-pressure pump drops below 90°C, the container
protection function is deactivated by the CDI control unit.
Function sequence for fan control
The CDI control unit actuates the fan (A27/2). The nominal fan speed
is specified through a PWM signal by the CDI control unit.
The duty cycle of the PWM signal is 10 to 90%. This means, for
example:
1. 0% fan motor "OFF"
2. 10% fan motor "ON", minimum rotational speed
3. 90% fan motor "ON", maximum rotational speed
A fault in the fan is sent to the CDI control unit via a PWM signal.
i If the engine oil or coolant temperature is too high, a warning
message is shown in the display (A1p1) by the instrument cluster. For
this purpose, the CDI control unit sends the appropriate signal via the
engine CAN to the instrument cluster.
Component description for instrument cluster Except code JK3 (Instrument cluster, high end GF54.30-D-6000HL
with speedometer with a Km scale)
A1
With code JK3 (Instrument cluster, high end GF54.30-D-6000HH
with speedometer with a Km scale)
A1
– at least 90% heat output is requested by the air conditioning control
and operating unit
- outside air temperature under 7°C (renewed cut-in takes place at
4°C) by the SAM control unit
- coolant temperature from coolant temperature sensor is below 82°C
(renewed cut-in takes place at 74°C)
During the maximum heating combustion an increased exhaust
temperature is generated by means of two preinjections through the
cylinder 1 injector (Y76/18), the cylinder 2 injector (Y76/19), the
cylinder 3 injector (Y76/20), the cylinder 4 injector (Y76/21), the
cylinder 5 injector (Y76/22), the cylinder 6 injector (Y76/23) with a
significantly increased fuel quantity and a later main injection. This
process, in combination with exhaust gas recirculation (EGR), causes
more heat to be transferred to the coolant inside the engine, allowing
for more rapid attainment of the optimum operating temperature and
improved warming of the vehicle interior.
i Pressure regulating valve regulation causes the cold fuel to be
heated rapidly by the fuel being forced at high pressure through a
narrow gap in the pressure regulating valve.
2-control concept regulation
The rail pressure is jointly regulated in idle and in deceleration mode
by the pressure regulating valve and quantity control valve.
Quantity control valve regulation
Rail pressure regulation via the quantity control valve takes place from
30 s following engine start and from a fuel temperature of 20°C.
i With the 2-regulator design and with regulation by the quantity
control valve, the fuel is heated less than is the case with pressure
regulating valve regulation.
Function sequence for fuel tank protection
Increasing the fuel pressure via the high-pressure pump from 4.5 bar
up to 1600 bar also increases the temperature of the fuel.
To protect the fuel tank from overheating, the CDI control unit reads in
the fuel temperature sensor and thus monitors the temperature of the
fuel delivered to the high-pressure pump.
If the temperature of the fuel delivered to the high-pressure pump rises
above 90°C, the CDI control unit reduces the injection quantity and the
rail pressure using the pressure regulating valve. This causes less fuel
to be compressed.
In the case of a fault in the signal line (loss of frequency) by the CDI
control unit the fan motor switches itself to the maximum rpm (fan
emergency mode).
The A/C control and operating unit transits the status of the A/C via the
interior CAN, over the electronic ignition lock control unit (EIS), via the
engine CAN (CAN ) to the CDI control unit
Delayed fan switch off
With "ignition OFF", the fan motor runs on for up to 5 min. if the coolant
temperature or engine oil temperature (calculated from the
temperature model) has exceeded the specified maximum values.
The PWM signal duty cycle is 40% maximum while the delayed fan
switch off is active. If the battery voltage drops too much during this
time, delayed fan switch off is stopped.
Function sequence for overheating protection
The overheating protection protects against engine damage if there is
a thermal overload. At a coolant temperature above 106°C the
injection quantity is reduced based on the characteristics maps stored
in the CDI control unit. Reduction occurs depending on the coolant
temperature and oil temperature. To do this the CDI control unit reads
in the coolant temperature sensor, the engine oil level sensor (B40/6),
the engine oil temperature sensor (B40/9) and the temperature sensor
upstream of turbocharger (B16/11) (turbocharger protection).
After evaluating the input signals, the CDI control unit regulates the
fuel pressure in the rails over the quantity control valve and the
pressure regulating valve, and controls the injection timing by actuating
the fuel injectors .
Engine and air conditioning electric suction A27/2 GF20.20-D-1001HO
fan, component description
Hot film mass air flow sensor, component B2/14 GF07.07-D-6000HO
description
Component description for the intake air B2/14b1 GF07.04-D-6072HOA
temperature sensor
Component description for boost pressure B5/8 GF07.04-D-6053HO
sensor
Coolant temperature sensor component B11/19 GF07.04-D-6044HO
description
Temperature sensor upstream of B16/11 GF07.04-D-6031HO
turbocharger, component description
Charge air temperature sensor, component B17/15 GF07.04-D-6049HO
description
Component description for temperature sensor B19/19 GF07.04-D-6113HO
upstream of diesel particulate filter
Component description for the differential B28/20 GF07.04-D-6122HO
pressure sensor (DPF)
Accelerator pedal sensor, component TRANSMISSION 722 GF30.20-D-2010H
description B37/3
Component description of oil level check B40/6 GF18.40-D-4114HO
switch
Component description for oil temperature B40/9 GF18.30-D-2011HO
sensor
Component description for the fuel B50/6 GF47.50-D-2011HO
temperature sensor
Component description for the crankshaft Hall B70/1 GF07.04-D-6221HO
sensor
Component description for CDI control unit With code MP5 (Engine version Euro V) GF07.16-D-6000HOB
N3/30
With code MP6 (Engine version Euro VI) GF07.16-D-6000HOC
N3/30
Component description for front SAM control N10 GF54.21-D-6070H
unit with fuse and relay module
ETC (EGS) control unit, component TRANSMISSION 722.6 GF27.19-D-4018H
description N15/3
Component description for ESP control unit N30/4 GF42.45-D-5118H
Electronic ignition/starter switch control unit N73 GF80.57-D-6000H
(EZS), component description
Component description for the two disc R48/2 GF20.10-D-3161HO
thermostat heater element
Tempmatic (TM) control and operating unit, With code HH9 (Regulated air conditioning GF83.40-D-4015H
component description (Tempmatic))
S98
Component description for fully integrated TRANSMISSION 722.9 GF27.60-D-5165HAG
transmission control unit Y3/8n4
Coolant pump switchover valve, component Y19/10 GF20.10-D-3000HO
description
Pressure regulator valve, component Y74/6 GF07.05-D-6020HO
description
Component description for fuel injectors Y76/18, Y76/19, Y76/20, Y76/21, Y76/22, GF07.03-D-6120HO
Y76/23
Component description for the quantity control Y94/4 GF07.05-D-6010HO
valve