Thermal management, function - GF07.10-P-1012OM

ENGINE 651.9 in MODEL 204 

ENGINE 651.9 in MODEL 207, 212 (except 212.098/298) up to model year 2014 

ENGINE 651.9 in MODEL 218 up to model year 2014 

Function requirements for thermal management, general points 

• Circuit 87M ON (engine timing 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 (N3/9). 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 based on the following sensors and signals:

• Hot film MAF sensor (B2/5), engine load
• Intake air temperature sensor (B2/5b1) (model 204, 207, 212), intake air temperature sensor (B2/5b1) (model 218)
• Boost pressure sensor (B5/1)
• Boost pressure sensor for low-pressure turbocharger (B5/4) (except engine 651.913/925)
• Coolant temperature sensor (B11/4) (model 204, 207, 212), coolant temperature sensor (B11/4) (model 218)
• Charge air temperature sensor (B17/8)
• Temperature sensor upstream of diesel particulate filter (B19/9) (with code (474) Particulate filter)
• DPF differential pressure sensor (B28/8) (with code (474) Particulate filter)
• Accelerator pedal sensor (B37), accelerator pedal operation (how fast and how far → driver type calm or sporty)
• Front SAM control unit with fuse and relay module (N10/1), outside temperature via the chassis CAN (CAN E)
• Crankshaft position sensor (L5) (except code (B03) ECO start/stop function) or crankshaft Hall sensor (B70) (with code (B03) ECO start/stop function), engine rpm
• Fuel temperature sensor (B50)
• Temperature sensor in CDI control unit
• Electronic transmission control unit (N15/3) (with code (423) 5-speed (NAT) A/T), gear range via the drive train CAN (CAN C)
• Automatic air conditioning control and operating unit (N22/7), air conditioning system status via the interior CAN (CAN B) to front SAM control unit with fuse and relay module and via chassis CAN
• Electronic Stability Program control unit (N30/4) (except code (233) DISTRONIC PLUS) or Electronic Stability Program Premium control unit (N30/7) (with code (233) DISTRONIC PLUS) (except model 204), vehicle speed signal via the chassis CAN
• Fully integrated transmission control controller unit (Y3/8) (with code (427) 7-speed A/T), gear range via drive train CAN
• Fully integrated transmission control controller unit (with code (427) 7-speed automatic transmission), request from transmission cooling via the drive train CAN
• Heat exchanger shutoff valve (Y58/13) (as of 03/11 with code (427) 7-speed automatic transmission) (except model 204.9 as of 1.6.12)

The Electronic Stability Program control unit will be used in service as of 1.3.2011 (model 204.0/2.) or as of 1.6.2011 (model 204.3) in 2 variants:

• Electronic Stability Program control unit, standard variant (except code (233) DISTRONIC PLUS)
• Electronic Stability Program Premium control unit, standard variant (with code (233) DISTRONIC PLUS)

Until 28.2.2011 (model 204.0/2.) or 31.05.2011 (model 204.9) and as of 1.6.2011 (model 204.9) only the basic variant of the Electronic Stability Program control unit will be used.

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 tank protection 
• Function sequence for fan control 
• Function sequence for radiator shutters (except model 204.0 with 4MATIC, except model 212 with 4MATIC) 
• Function sequence for overheating protection 
• Function sequence for transmission cooling (as of 03/11 with code (427) 7-speed automatic transmission) 

Function sequence for post-start phase 

In the post-start phase, the following measures are employed to warm up the engine rapidly, thereby reducing exhaust emissions:

• Interruption of coolant circulation by switching off the coolant pump using the coolant pump switchover valve (Y133)
• Interruption of piston cooling by cutting off the engine oil supply to the oil spray nozzles by means of the oil spray nozzle shutoff valve (Y131) The coolant pump switchover valve is actuated in the process by an output stage switching to ground in the CDI control unit and controlled a bypass in the coolant pump using vacuum. The engine is warmed up quicker in the process and 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.
• The engine speed or injection quantity has not exceeded its established limit value.
• No "heating" was requested by the automatic air conditioning control and operating unit.

If the conditions for shutoff of the coolant pump are no longer fulfilled the maximum switching time of 500 s is reached and the CDI control unit ends actuation of the coolant pump switchover valve.

The switchover valve is ventilated over the ventilation connection and the bypass in the coolant pump is closed again. Therefore the coolant pump is switched on and the coolant circulation is re-established.

At high engine oil temperatures, activation of the oil spray nozzles can be interrupted depending on the engine speed.

The oil spray nozzles are switched off in the post-start phase if one of the following conditions is met:

• Engine oil temperature > -10°C
• The max. shutoff time (depending on the engine performance, intake air and engine oil temperature) is not yet reached
• The established limit value for the engine rpm or injection quantity has not been reached yet

Function sequence for heating the coolant thermostat 

The CDI control unit actuates the coolant thermostat heating element (R48) dependent on the characteristics map using a ground signal.

The power is supplied through "circuit 87" by the CDI control unit. The heating causes the two-disk thermostat in the coolant thermostat to open which leads to a lowering of the coolant temperature. The orifice area of the two-disk thermostat is determined by the duty cycle of the electrical current.

The coolant thermostat heating element regulates the coolant temperature within the range from approx. 55°C to 106°C.

The limp-home function ensures that the two-disk thermostat is completely opened above around 106°C, irrespective of actuation.

The two-disk thermostat can take the following positions:

• Short-circuit mode position; t < 55°C; coolant flow in engine only, flow through the passenger compartment heater is possible
• Mixed-fuel mode position; 55°C < t < 106°C; the coolant thermostat opens, radiator throughflow begins
• Radiator operation position; t > 106°C; the coolant thermostat is opened, full radiator throughflow

The following advantages result from regulating the coolant temperature of the engine:

• Operating temperature is reached faster
• Emissions reduced
• Improved heating comfort

Schematic diagram 

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 mode for the diesel particulate filter (DPF) (with code (474) Particulate filter)
• At least 90% heat output is requested by the automatic air conditioning control and operating unit
• Outside air temperature below 7°C (renewed cut-in takes place at 4°C via the front SAM control unit with fuse and relay module)
• Coolant temperature from coolant temperature sensor (model 204, 207, 212) or coolant temperature sensor (model 218) is below 82°C (new cut-in is not performed at 74°C)

During maximum heating combustion, a higher exhaust temperature is generated by means of two preinjections by the fuel injectors (Y76) for which a significantly greater fuel quantity is used, followed by 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.

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) regulation 
• 2-control concept regulation 
• Quantity control valve (Y94) 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

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.

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 tank protection 

Increasing the fuel pressure via the high-pressure pump from 4.5 bar up to 1800 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 compacted.

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 tank protection function is deactivated by the CDI control unit.

Function sequence for fan control 

The CDI control unit actuates the internal combustion engine and air conditioning fan motor with integrated control (M4/7). The specified fan speed is set by the CDI control unit by means of a pulse width modulated signal (PWM signal).

The duty cycle of the PWM signal is 10 to 90%.

This means, for example:

10% fan motor off "OFF"

20% fan motor "ON", minimum rpm

90% fan motor "ON", maximum rpm

A fault in the internal combustion engine and air conditioning fan motor with integrated control is transmitted to the CDI control unit by means of a PWM signal.

If there is a malfunction in the signal line (loss of frequency) from the CDI control unit, the internal combustion engine and air conditioning fan motor with integrated control switches automatically to the maximum rotational speed (fan emergency mode).

The automatic air conditioning control and operating unit transfers the status of the air conditioning via the interior and chassis 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 radiator shutters (except model 204.0 with 4MATIC, except model 212 with 4MATIC, except model 204.9) 

The radiator shutters are closed in order to lower the fuel consumption (by producing a lower aerodynamic drag). This also causes reduced engine compartment cooling down and a dampening of external noise of the engine.

The radiator shutters actuator (Y84) is actuated by the CDI control unit after engine start by means of a ground signal. In this way the vacuum in the vacuum unit is built up and the radiator shutters closed by means of a linkage.

The radiator shutters are opened when the coolant temperature reaches 106°C and closed again at 94°C.

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. For this purpose, the CDI control unit reads in the coolant temperature sensor (model 204, 207, 212) or coolant temperature sensor (model 218), oil temperature sensor (B1) and temperature sensor upstream of turbocharger (B19/11) (turbocharger protection).

After evaluating the input signals, the CDI control unit regulates the fuel pressure in the rail via the quantity control valve and the pressure regulating valve, and controls the injection timing by actuating the fuel injectors.

If engine oil or coolant temperature is too high, a warning message is shown in the multifunction display (A1p13) on the instrument cluster (A1). For this purpose, the CDI control unit sends the appropriate signal over the chassis CAN to the instrument cluster.

Function sequence for transmission cooling (as of 03/11 with code (427) 7-speed automatic transmission) 

To lower the transmission oil temperature, the transmission oil is routed through the heat exchanger which is designed as a stacked plate cooler and integrated into the coolant circuit.

The design of the plates seals them circumferentially from one plate to the next; this applies to the oil side as well as the coolant side. The CDI control unit actuates the heat exchanger shutoff valve (Y58/13) to reduce the cooling output of the heat exchanger by allowing the coolant to bypass the heat exchanger as required.

In addition to limiting the maximum temperature, feeding warm coolant into the heat exchanger quickly heats up the transmission oil to operating temperature, therefore minimizing friction losses.

	Electrical function schematic for heat management	MODEL 204	PE07.10-P-2712-97FAE
	Electrical function schematic for heat management	MODEL 207	PE07.10-P-2712-97EAE
	Electrical function schematic for heat management	MODEL 212	PE07.10-P-2712-97DAE
	Electrical function schematic for heat management	MODEL 218	PE07.10-P-2712-97XAD
	Overview of system components for common rail diesel injection (CDI)		GF07.16-P-9997OM