GF07.10-P-1012MM Thermal Management, Function
GF07.10-P-1012MM Thermal Management, Function
ENGINES 276.9 in MODEL 204.0 /2 /3 /9, 207.3 /4, 212.0 /2, 218
Function requirements for thermal management, general points
^ Circuit 87M ON (engine control ON)
^ Engine running
Thermal management, general
The coolant temperature of the engine is regulated by the controlled thermal management from ME-SFI [ME] control unit (N3/10). This has the following advantages:
- The optimum operating temperature is reached faster
- Reduction of the exhaust emissions
- Fuel savings (up to around 4%)
- Improved heating comfort
Thermal management is performed based on the following sensors and signals:
- Hot film MAF sensor (B2/5), engine load (for an engine with stratified operation)
- Intake air temperature sensor (B2/5b1) (model 204, 207, 212), intake air temperature sensor (B2/5b1) (model 218) (for an engine with stratified operation)
- Coolant temperature sensor (B11/4) (model 204, 207, 212), coolant temperature sensor (B11/4) (model 218)
- Intake air temperature sensor (B17) (model 204, 207, 212), intake air temperature sensor (B17) (model 218) (for an engine without stratified operation)
- Intake manifold intake air temperature sensor (B17/1)
- Pressure sensor downstream of throttle valve (B28/7), engine load
- Accelerator pedal sensor (B37), accelerator pedal operation (how fast and how far driver Model calm or sporty)
- Crankshaft Hall sensor (B70), engine speed
- Temperature sensor in the ME-SFI [ME] control unit
- Front SAM control unit with fuse and relay module (N10/1), outside air temperature via the chassis CAN (CAN E)
- Automatic air conditioning control and operating unit (N22/7), air conditioning system status over interior CAN (CAN B) and chassis CAN
- Instrument cluster (A1), vehicle speed via chassis CAN
- Electrically stability program control unit (N30/4) (except code (233) DISTRONIC PLUS) or Premium electrically stability program control unit (N30/7) (with code (233) DISTRONIC PLUS), wheel speed via chassis CAN
- Fully integrated transmission controller unit (Y3/8), status of transmission oil temperature via drive CAN (CAN C)
The Electronic Stability Program control unit (N30/4) will be introduced into 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, basis variant (except code (233) DISTRONIC PLUS)
- Electronic Stability Program control unit, Premium variant (except code (233) DISTRONIC PLUS)
From 1.6.2011 only the basic variant of the Electronic Stability Program control unit will be used in model 204.9.
Function sequence for thermal management
The thermal management system is described in the following steps:
^ Function sequence for two-disk thermostat heating
^ Function sequence for fan control
^ Function sequence for radiator shutters
^ Function sequence for overheating protection
Function sequence for two-disk thermostat heating
The coolant temperature can be varied by the two-disk heated thermostat. For this purpose, the two-disk thermostat contains the coolant thermostat heating element (R48), which the ME-SFI control unit actuates with a ground signal as required.
The two-disk thermostat can be set to three positions:
^ Bypass mode
^ Mixed mode
^ Cooler mode
Two-disk thermostat positions
A Short-circuit mode position
B Mixed mode position
C Radiator mode position
a Coolant from engine
b Coolant to radiator
c Coolant back to engine
Short-circuit operation position
Heating element deenergized Coolant temperature less than 100°C
Heating element energized Coolant temperature less than 65°C
To optimize in-engine friction and thus save fuel, the coolant temperature can be raised to about 105°C in the partial-load range (heating element is deenergized).
The friction power is reduced by the higher engine oil temperature and mixture formation is improved by reducing the fuel condensation in the cylinder barrels.
Mixed fuel operation position
Heating element deenergized Coolant temperature 100 to 115°C
Heating element energized Coolant temperature 65 to 100°C
Radiator operation position
Heating element deenergized Coolant temperature greater than 115°C
Heating element energized Coolant temperature greater than 100°C
Heating the two-disk thermostat (heating element energized) causes it to open and the coolant passes through the engine radiator.
At full load, the two-disk thermostat can be opened very quickly. The coolant temperature can be lowered in the process to about 80 °C whereby the best possible engine cooling and knock-free combustion is achieved.
When coolant temperature is over about 115°C, the two-disk thermostat is always fully open (limp-home function), whether the heating element is energized or not.
Function sequence for fan control
The ME-SFI [ME] control unit actuates the combustion engine fan motor and air conditioning system with integrated control (M4/7).
The specified fan speed is set by the ME-SFI [ME] control unit with 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"
20% Fan motor "ON", minimum rpm
90% Fan motor "ON", maximum rpm
If actuation is faulty, the air fan rotates at the maximum rotational speed (fan emergency mode).
The automatic air conditioning control and operating unit sends the air conditioning status via the interior and chassis CAN to the ME-SFI [ME] control unit.
Delayed fan switch off
After "ignition OFF", the fan motor continues to run for up to 6 min. if the coolant temperature or engine oil temperature is above the specified maximum value.
The PWM signal duty cycle is 40% maximum while the delayed fan switch-off is active.
If the on-board electrical system voltage drops too much during this time, delayed fan switch-off is stopped.
Function sequence for radiator shutters
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 and a dampening of engine noise emissions to the outside.
The radiator shutters actuator (Y84) is actuated by the ME-SFI [ME] control unit after the 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 98°C.
Function sequence for overheating protection
In case of thermal overload, the overheating protection protects against engine damage and overheating damage to the catalytic converter.
If the coolant or intake 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), depending on engine speed and load. The ME-SFI [ME] control unit shortens the injection time of the fuel injectors (Y76).
The ME-SFI [ME] control unit also actuates the coolant thermostat heating element so that the two-disk thermostat is fully open and all the coolant is cooled by the engine radiator.
If engine oil or coolant temperature is too high, a warning message is shown in the multifunction display (A1p13) on the instrument cluster. For this purpose, the ME-SFI [ME] control unit sends the appropriate signal over the chassis CAN to the instrument cluster.
