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Thermal Management, Function - GF07.10-P-1012MMY

ENGINE 157.9, 278.9 in MODEL 166 as of model year 2016 

ENGINE 157.9, 278.9 in MODEL 292 

Function requirements for thermal management, general points 

Thermal management, general 

The coolant temperature of the engine is regulated with the thermal management controlled by the ME-SFI [ME] control unit (N3/10). The following advantages arise from this:

IMPORTANT Function sequence for charge air cooling

The function sequence for charge air cooling is described in more detail in the document Charging function. 

Thermal management controlling is dependent on the following sensors and signals:

Function sequence for thermal management 

The thermal management is described in the following points:

Function sequence for heating the two-disk thermostat 

The temperature of the coolant can be controlled variably by the heatable two-disk thermostat. There is a coolant thermostat heating element (R48) in the two-disk thermostat which is actuated a required by the ME-SFI [ME] control unit using a ground signal.

The two-disk thermostat can take four positions:

G11975481

Full throttling 

Bypass mode 

According to the meaning of optimal in-engine friction and therefore fuel saving the coolant temperature can be increased to about 105°C in partial-load range (heating element deenergized).

Therefore the friction power can be improved due to a higher engine oil temperature and the mixture formation improved due to less fuel condensation on the cylinder barrels.

Mixed mode 

Radiator operation 

Through heating the two-disk thermostat (heating element energized) opens this and the coolant is led through the engine radiator.

For wide open throttle the two-disk thermostat is very quickly opened.

The coolant temperature can be lowered to about 80°C whereby best possible engine cooling and knock-free combustion are achieved.

IMPORTANT Above an about 115°C coolant temperature the two-disk thermostat is always fully open independent of the flowrate through the heating element (limp-home function).

Function sequence for fan control 

The ME-SFI [ME] control unit actuates the fan motor (M4/7). Here the target fan speed is prescribed over a pulse width modulated signal by the ME-SFI [ME] control unit.

The duty cycle of the pulse width modulated signal is 10 to 90%.

Here for example the following mean.:

For faulty actuation the fan motor rotates at its maximum rotational speed (fan emergency mode).

Its status is transmitted to the fan motor as a ground signal over the actuation line.

The automatic air conditioning control and operating unit transmits the air conditioning status via the interior and chassis CAN 1 to the ME-SFI [ME] control unit.

Delayed fan switch off 

The fan motor runs on for "ignition OFF" for up to 6 minutes if the coolant temperature or the engine oil temperature has exceeded the prescribed maximum values.

The duty cycle of the pulse width modulated signal for delayed fan switch off is a maximum of 40%.

If the on-board electrical system voltage drops down a lot, the delayed fan switch off is suppressed.

Function sequence for overheating protection 

In a case of thermal overload the overheating protection protects the catalytic converters against engine damage and overheating damage.

If the coolant or charge air temperature is too high, the ME-SFI [ME] control unit no longer fully opens the throttle valve on the throttle valve actuator (M16/6), dependent on engine speed and load. The ME-SFI [ME] control unit shortens the injection period of the fuel injectors (Y76) according to the lower air mass.

Furthermore the heating element in the coolant thermostat is actuated by the ME-SFI [ME] control unit so that the two-disk thermostat is fully opened and the whole coolant is cooled over the engine radiator.

IMPORTANT If engine oil or coolant temperature is too high, a warning message is shown in the multifunction display (A1p13) on the instrument cluster. To do this the ME-SFI [ME] control unit sends an appropriate signal via the chassis CAN 1 and the chassis CAN 2 to the IC.

Function sequence for after-cooling overheating protection 

After an engine performance which was requested strongly over a long period of time, heat buildup occurs after switching off the vehicle through standstill of the engine cooling circuit. This occurs through the high thermal input of the water-cooled ATL.

In this condition the ME-SFI control unit actuates the switchover valve for the high temperature/low-temperature circuit (Y137) and connects the low temperature with the engine cooling circuit. In this way heat dissipation is enabled over the power-down.

  Electrical function schematic for heat management   PE07.10-P-2712-97NBB
  Overview of system components for gasoline injection and ignition system with direct injection   GF07.70-P-9998MNG 
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