2024年3月3日发(作者：一汽大众迈腾汽车)
Mercedes>Benz ServiceIntroduction of engine OM 471 andexhaust aftertreatment
Technical status
01.09.2011Daimler AG
. Technical Information and Workshop Equipment(GSP/OI)D$70546 Stuttgart– This printout will not be recorded by the update service. Status: 09 / 2011 –
PrefaceSN00.00>W>0001>01HDPreface
The intention behind this brochure is to introduce you to the new6>cylinder inline diesel engine OM 471 along with the newexhaust aftertreatment system (EATS).This brochure is intended for the technical personnel entrustedwith the maintenance and repair of Mercedes>Benz content of this brochure is split up into:???as>built configuration descriptionsfunction descriptionscomponent descriptionsAll the data listed in this brochure correspond with the technicalstatus as per September changes or supplements hereto will be published in theWorkshop Information System (WIS) onal documents for the OM 471 engine and the EATS, suchas maintenance and repair instructions or wiring diagrams arealso available in the Workshop Information System (WIS).Mercedes>BenzW‘rth plant, GSP/TTMSeptember 2011i
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ContentsSN00.00>W>0110HAENGINES 471.9Overview of as>built configuration and function descriptions2.8.11Overview of new featuresEngine OM!471Technical data of diesel engine OM 471Page 10Page 11As>built configurationdescriptionsCylinder head cover, as>built configurationCylinder head, as>built configurationCylinder head gasket, as>built configurationCrankcase as>built configurationConnecting rod, as>built configurationPiston, as>built configurationCrankshaft, as>built configurationValve control; as>built configurationGear drive, as>built configurationCamshaft, as>built configurationBelt drive, as>built configurationPage 12Page 13Page 18Page 19Page 21Page 22Page 23Page 24Page 29Page 31Page 32Function descriptionsCrankcase ventilation system functionPage 34Charging, functionPage 35Engine management, functionEngine management, overall networkEngine management, behavior in the eventof malfunctionsStart procedure, functionIdle speed control, functionWorking speed control, functionDriving, functionEngine shutoff procedure, functionDetermination of the engine speed andcrankshaft angle, functionDetermination of the compression stroke atcylinder 1, functionPage 37Page 39Page 40Page 42Page 44Page 46Page 48Page 50Page 53Page 542– This printout will not be recorded by the update service. Status: 09 / 2011 –
ContentsDetermination of coolant temperature,functionDetermination of air mass, functionDetermination of the fuel temperature,functionFunction of the specified engine torquecalculationPage 55Page 56Page 57Page 58Engine brake, functionPage 60Exhaust gas recirculation, functionPage 66Exhaust aftertreatment, functionVehicles with code (M5R) Engine versionEEV and vehicles with code (M5Y) Engineversion Euro VVehicles with code (M5Z) Engine versionEuro VIPage 68Page 73Page 79Exhaust aftertreatment, overall networkEngine oil circuit, functionEngine oil circuit, diagramPage 80Page 82Coolant circuit, functionCoolant circuit, diagramPage 83Page 86Engine cooling thermal management,functionEngine cooling thermal management,overall networki Only in vehicles with code (M7T)Page 87Page 90Coolant pump, supply, functionFuel low pressure circuit functionVehicles with code (M5R) Engine versionEEV and vehicles with code (M5Y) Engineversion Euro VVehicles with code (M5Z) Engine versionEuro VIFuel high pressure circuit functionPage 91Page 93Page 96Page 100Component descriptionsCentral gateway control unit (CGW),component descriptionA2Page 101i
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ContentsComponent description drive control (CPC)control unitComponent description for enginemanagement (MCM) control unitElectronic Brake Control control unit (EBS),component descriptionParameterizable special module (PSM)control unit component descriptionBattery disconnect switch control unit,component descriptioni Only in vehicles with one of theA33A22A10b, A10cA4A3Page 102Page 103Page 105Page 106Page 107following codes:?Code (E5T) ADR model class EX/II,including AT?Code (E5U) ADR model class EX/III,including EX/II and AT?Code (E5V) ADR model class FL,including EX/II, EX/III and AT???Code (E5X) ADR model class ATCode (E5Z) Accessories, ADRCode (E9D) Preinstallation, for bipolarbattery disconnect switch?Code (E9E) ADR preinstallation, withoutchassis shieldingRadiator shutters, component descriptionA54, A55Page 109i Only in vehicles with code (M7K)Radiator output NOx sensor, componentdescriptionVehicles with code (M5R) Engine versionEEV and vehicles with code (M5Y) Engineversion Euro VVehicles with code (M5Z) Engine versionEuro VIPump module, component descriptionExhaust aftertreatment (ACM) control unit,component descriptionVehicles with code (M5R) Engine versionEEV and vehicles with code (M5Y) Engineversion Euro VVehicles with code (M5Z) Engine versionEuro VIAdBlue metering device, componentdescriptionEATU input NOx sensor, componentdescriptionVehicles with code (M5R) Engine versionEEV and vehicles with code (M5Y) Engineversion Euro VA70, A70 b1A67A58, M25A60A57, A57 b1Page 110Page 112Page 115Page 117Page 119Page 121Page 1234– This printout will not be recorded by the update service. Status: 09 / 2011 –
ContentsVehicles with code (M5Z) Engine versionEuro VIAuxiliary heater heating unit, componentdescriptioni Only in vehicles with code (D6M)A901Page 125Page 128Auxiliary water heater, cab or code (D6N)Auxiliary water heater, cab and ary heater coolant circulation pump,component descriptioni Only in vehicles with code (D6M)A901 M2Page 130Auxiliary water heater, cab or code (D6N)Auxiliary water heater, cab and and speed sensor, componentdescriptionExhaust pressure sensor upstream of dieseloxidation catalytic converter, componentdescriptioni Only for vehicles with code (M5Z)B37B18Page 131Page 132Engine version Euro t pressure sensor downstream ofdiesel particulate filter, componentdescriptioni Only for vehicles with code (M5Z)B38Page 133Engine version Euro ent description for acceleratorpedal sensorExhaust temperature sensor upstream ofdiesel oxidation catalytic converter,component descriptioni Only for vehicles with code (M5Z)B67B44Page 134Page 135Engine version Euro t temperature sensor downstream ofdiesel oxidation catalytic converter, top,component descriptioni Only for vehicles with code (M5Z)B68Page 136Engine version Euro t temperature sensor downstream ofdiesel oxidation catalytic converter, bottom,component descriptioni Only for vehicles with code (M5Z)B69Page 137Engine version Euro t temperature sensor downstream ofdiesel particulate filter, componentdescriptioni Only for vehicles with code (M5Z)B70Page 138Engine version Euro t temperature sensor upstream ofSCR catalytic converter, componentdescriptioni Only in vehicles with code (M5R) EngineB72Page 139version EEV and in vehicles with code(M5Y) Engine version Euro t temperature sensor downstream ofSCR catalytic converter, componentdescriptionVehicles with code (M5R) Engine versionEEV and vehicles with code (M5Y) Engineversion Euro VB73Page 140i
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ContentsVehicles with code (M5Z) Engine versionEuro VIAdBlue fill level sensor/temperature sensor,component descriptionCoolant pressure control sensor, componentdescriptioni Only in vehicles with code (B3H)B87B74Page 141Page 142Page 144Secondary water ent description for crankshaftposition sensorComponent description for camshaftposition sensorComponent description for fueltemperature sensorOil pressure sensor, description ofcomponentsComponent description for engine oil filllevel sensorComponent description for exhaust coolanttemperature sensorComponent description for intake coolanttemperature sensorCharge air pressure and temperature sensorin charge air pipe, component descriptionTurbine wheel rpm sensor, componentdescriptioni Only for vehicles with code (M5Z)B610B608B607B606B605B604B602B601B600Page 145Page 146Page 147Page 148Page 149Page 150Page 151Page 152Page 153Engine version Euro ent description for temperaturesensor downstream of air filteri Only for vehicles with code (M5Z)B611Page 154Engine version Euro air temperature sensor in charge airhousing, component descriptionExhaust gas recirculation differentialpressure sensor, component descriptionComponent description for rail pressuresensorDiesel fuel metering device, componentdescriptioni Only for vehicles with code (M5Z)B625, B626, Y628, Y629B622B621B617Page 155Page 156Page 157Page 158Engine version Euro filter module pressure sensor,component descriptionB638Page 1596– This printout will not be recorded by the update service. Status: 09 / 2011 –
ContentsComponent description for coolant pumpB640, Y631Page 160i Only in vehicles with code (M7T)Coolant pump, component description was created forvehicles with a rigid coolant al heat pump, component descriptionM20Page 162i Only in vehicles with code (D6I)Residual heat raph (TCO) component descriptionElectronic ignition lock (EIS), componentdescriptionEMERGENCY OFF switch, componentdescriptioni Only in vehicles with one of theS30P1S1Page 163Page 164Page 165following codes:?Code (E5T) ADR model class EX/II,including AT?Code (E5U) ADR model class EX/III,including EX/II and AT?Code (E5V) ADR model class FL,including EX/II, EX/III and AT???Code (E5X) ADR model class ATCode (E5Z) Accessories, ADRCode (E9D) Preinstallation, for bipolarbattery disconnect switch?Code (E9E) ADR preinstallation, withoutchassis shieldingEMERGENCY OFF switch frame, componentdescriptioni Only in vehicles with one of theS31Page 166following codes:?Code (E5T) ADR model class EX/II,including AT?Code (E5U) ADR model class EX/III,including EX/II and AT?Code (E5V) ADR model class FL,including EX/II, EX/III and AT???Code (E5X) ADR model class ATCode (E5Z) Accessories, ADRCode (E9D) Preinstallation, for bipolarbattery disconnect switch?Code (E9E) ADR preinstallation, withoutchassis shieldingEngine start and engine stop button,component descriptionHeating shutoff valve, componentdescriptionCoolant pressure control solenoid valve,component descriptioni Only in vehicles with code (B3H)Y53Y49S600Page 167Page 168Page 169Secondary water retarder.i
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ContentsComponent description for fuel injectorsComponent description for theelectromagnetic viscous couplingComponent description for exhaust gasrecirculation controllerComponent description for engine brakesolenoid valveAdBlue“ heater coolant solenoid valve,component descriptionComponent description for boost pressureregulatorComponent description for quantity controlvalveOil separator component descriptionComponent description for fuel system highpressure pumpPressure limiting valve, componentdescriptionComponent description for turbochargerComponent description for exhaust gasrecirculation coolerComponent description for AdBlue tankComponent description for oil pumpOil/coolant module, component descriptionOil thermostat, component descriptionComponent description for oil/water heatexchangerComponent description for coolantthermostatRetarder, component descriptioni Only in vehicles with code (B3H)Y642Y636Y627Y624, Y625Y621Y608. to Y613Y616, Y616 b1Page 170Page 174Page 176Page 178Page 180Page 181Page 182Page 183Page 184Page 185Page 186Page 187Page 188Page 189Page 191Page 193Page 194Page 195Page 197Page 203Page 204Page 205Secondary water ent description for fuel pumpComponent description for fuel coolerComponent description for fuel filtermoduleDiesel oxidation catalytic converter,component descriptionComponent description for SCR catalyticconverteri Only for vehicles with code (M5Z)Page 208Page 209Engine version Euro es with code (M5R) Engine versionEEV and vehicles with code (M5Y) Engineversion Euro VVehicles with code (M5Z) Engine versionEuro VIPage 211Page 213Exhaust aftertreatment unit, componentdescriptionVehicles with code (M5R) Engine versionEEV and vehicles with code (M5Y) Engineversion Euro V8– This printout will not be recorded by the update service. Status: 09 / 2011 –
ContentsVehicles with code (M5Z) Engine versionEuro VIDiesel particulate filter of exhaustaftertreatment unit, component descriptionNozzle unit for DPF regeneration,component descriptionHeating system heat exchanger, componentdescriptioni Only for vehicles with code (M5Z)Page 215Page 218Page 220Page 221Engine version Euro VI.i Only for vehicles with code (M5Z)Engine version Euro VI.i
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EngineSN00.00>W>0002>04HEngine OM!471W01.10>1090>091Amplified Pressure Common>RailSystem (APCRS)4567Fuel filter moduleCompressorPower steering pumpOil separator for crankcaseventilation system9Cooled and regulated exhaust gasrecirculation (AGR)2Diesel fuel>metering device (forregeneration of diesel particulatefilter (DPF))G2Generator3Oil/coolant module8TurbochargerThe engine OM 471 is the first 6>cylinder inline engine with twooverhead camshafts to be used in a Mercedes>Benz camshafts are driven by a gear drive which is located at theoutput side of the engine. The position of this drive gear makes amajor contribution to reducing noise OM 471 engine is available in four output stages between 310and 375 ages of new 6>cylinder inline engine:??Lower fuel consumption in relation to high outputSmooth running characteristics, whereby only fourcounterweights are required on the crankshaft?Excellent application capability for the various emissionsstandards?Implementation of particularly high combustion pressures ofup to 230 bar >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>The extremely compact design of the engine is based on theoptimized cylinder liner concept in which the overhead seat islocated at the bottom in the crankcase > this design measureallows the gap between the cylinders to be reduced considerably. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>The positive properties of the new engine have been madepossible by a variety of new technical developments:?The new injection system, the amplified pressure commonrail system (APCRS) (1), is the first common rail system to beused in Mercedes>Benz commercial vehicles that minimizesthe quantity of fuel required for combustion. The advantageof this system lies in the fact that the rail and high>pressurelines have a relatively low pressure of 900 bar, and the fuelpressure required for injecting into the injector is generated,which has a particularly positive effect on material loads andtherefore on component longevity. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>i With each maintenance and repair work to the engine as well???The completely redesigned engine brake system has an evenhigher braking cooled and regulated exhaust gas recirculation (EGR) (9)and the diesel particulate filter (DPF) as well as the modifiedoil separator of the crankcase ventilation system (7) ensurethat tomorrow\'s emissions regulations can also be regulated coolant pump installed in the oil/coolantmodule (3), which has already been installed in Actrosvehicles, also contributes to fuel economy. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>To avoid any damage, when conducting repair work not only thespecified special tools must be used along with observance of theWIS repair instructions, but in addition to this special care must begiven to cleanliness at the onal information is available in the documentAH00.00>N>5000> to the ancillary assemblies and detachable parts comes thedanger of property damage caused by soiling and foreign high pressure diesel injection system, the intake system andthe oil circuit, in particular, are at risk here.10– This printout will not be recorded by the update service. Status: 09 / 2011 –
Technical dataSN00.00>W>0002>05HTechnical data of diesel engine OM 471General informationOM 471Displacement (l)No. of cylindersValve controlValve number for each cylinder(intake/exhaust)Idle speed (rpm)Compression ratio (f)Stroke (mm)Stroke:bore ratioWeight (kg)Power categoriesOM 471 withcode M3AOutput (kW)Output (horsepower)Torque (Nm)PistonOM 471Diameter (mm)Overall height (mm)Compression height (mm)Shank lengthPiston pinOM 471Inside diameter (mm)Outside diameter (mm)Length (mm)Fuel systemOM 471Rail pressure, max. (bar)Crankshaft bearingOM 471Diameter (mm)Width (mm)Connecting rodOM 471Length (mm)Connecting rod bearingOM 471Diameter (mm)Width (mm)Crankcase, cylinder liner (wet)OM 471Cylinder diameter (mm)Cylinder distance (mm)1321659536,42681143690023.558881321137571,653104212100OM 471 withcode M3B3304492200OM 471 withcode M3C3504762300OM 471 withcode M3D37551,31561,18approx. 120012,86 (in line)DOHC2/2i
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As>built configurationsGF01.20>W>0801HENGINES1234Cylinder head cover, as>built configuration1.7.11 471.9Cylinder head coverPrefilterElastomer elementElastomer sealxDirection of travelW01.20>1046>76The cylinder head cover (1) consists of plastic and, on the onehand, prevents ingress of water and foreign objects into the valveassembly. On the other hand it seals the camshaft case to theoutside using an elastomer seal (4) and prevents escape of theengine oil used to lubricate the valve assembly.A prefilter (2) is integrated in the cylinder head cover (1). Theprefilter (2) ensures that the engine oil which is swirled by thevalve assembly and mixes with the blow>by gases is roughlyseparated before the blow>by gases are passed on to the oilseparator for the crankcase ventilation acoustic decoupling of the cylinder head cover (1) anelastomer element (3) is inserted in all through holes which serveto attach the cylinder head cover (1) to the camshaft case. Theelastomer elements (3) reduce noise emissions and possibledamage which can occur due to vibrations.12– This printout will not be recorded by the update service. Status: 09 / 2011 –
As>built configurationsGF01.30>W>0800HENGINES 471.9Cylinder head, as>built configuration1.7.11The engine OM 471 has a one>piece cylinder are two intake valves and two exhaust valves for eachcylinder in the cylinder head. The narrow engine design meansthat overall a symmetrical location of the valves can ensue. Thissymmetrical valve pattern is optimum for the combustion.W01.30>1105>78Tightening procedure for cylinder headbolts1 > 38Cylinder head bolt (M15?2)39Bolt (M10)40Bolt (M10)Cylinder head boltsIn order to ensure that the correct bolts are used when installingthe cylinder head, on each bolt head there is an embossing whichprovides information on the thread strength of the respectivecylinder head cylinder head bolts have the M15 2 thread and therefore havethe embossing \"15\".All the cylinder head bolts must be tightened in four stages as pera set tightening pattern. The tightening torques and thetightening angle can be obtained from the repair instructions.i The cylinder head bolts are no longer assembled when theAs the cylinder head bolts elongate due to assembly, the shanklength for each bolt which has already been used once must bemeasured before it is relevant bolt must be replaced when the permissible shanklength is assembly is mounted. The valve assembly must be removedbefore dismantling the cylinder head.i
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As>built configurations4142Intake portsThreaded holes for the charge airmanifold attachmentxDirection of travelW01.30>1122>764344Exhaust ductsThreaded holes for the charge airmanifold attachmentxDirection of travelW01.30>1123>7614– This printout will not be recorded by the update service. Status: 09 / 2011 –
As>built configurations45Connectors for coolant collector blockxDirection of travelW01.30>1124>76464748Inlet valvesExhaust valvesBores for the fuel injectorsxDirection of travelW01.30>1125>76i
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As>built configurations49OiI overflow holes from cylindercrankcase to cylinder head50Oil return flow openings or oil returnflow holes from cylinder head tocylinder crankcasexDirection of travelW01.30>1126>7651Coolant short>circuit channel fromcylinder head to cylinder crankcase52Coolant overflow holes from cylindercrankcase to cylinder headxDirection of travelW01.30>1127>7616– This printout will not be recorded by the update service. Status: 09 / 2011 –
As>built configurationsCooling levers5354Lower cooling levelUpper cooling levelW01.30>1128>76CoolingThe cylinder head has a divided coolant jacket. This means thatthe coolant, after it has flushed around the cylinders, flows intothe cylinder head on the inlet side and on the exhaust side. Theadvantage is that the coolant first flushes around the fuelinjectors and valve seat rings in the lower cooling level (53) of thecylinder this the coolant flows into the upper cooling level (54) of thecylinder head and cools the valve guides. The coolant is collectedthere and directed outwards.i
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As>built configurationsGF01.30>W>0801HENGINES 471.9Cylinder head gasket, as>built configuration1.7.11Upper side of the cylinder head sealODORWRWZKGEngine oil feed openingsEngine oil return openingCoolant bypass duct openingCoolant feed openingOpening for the blow>by duct to thecrankcase ventilation systemxDirection of travelW01.30>1120>06The cylinder head gasket consists of a number of layers of cylinder head gasket at the engine oil feed openings (OD) andat the coolant feed opening (WZ) is fitted with raised elastomerelements through which the seal between the cylinder head andthe cylinder crankcase is improved.18– This printout will not be recorded by the update service. Status: 09 / 2011 –
As>built configurationsGF01.40>W>0802HENGINES 471.9Crankcase as>built configuration1.7.11Crankcase from above, shown with coolantducts12345Coolant bypass ductRecess for oil>water heat exchangerCoolant connection for fuel coolerCoolant connection for compressorCoolant connection for exhaust gasrecirculation positioner6Coolant overflow holes to the cylinderhead7Coolant return from the cylinder headxDirection of travelW01.40>1144>76Crankcase from above, shown with oilducts8910Oil hole closed longitudinallyConnection for the oil pressure sensorOil return duct from oil filter (forchanging the oil filter)11Oil feed from oil/coolant module(from oil filter) to crankcase12Oil feed from crankcase (from the oilpump) tooil/coolant module1314Oil hole closed off laterallyBores for oil supply to the gear driveW01.40>1145>7615Connection for oil supply of thecentrifuge on the oil separator to thecrankcase ventilation system1718Oil return duct from turbochargerConnection for oil supply to theturbocharger20OiI overflow holes to the cylinderhead21Oil return ducts from cylinder head16Oil return duct from oil separator forcrankcase ventilation system19Oil hole closed off laterallyxDirection of traveli
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As>built configurationsCrankcase from below, shown with oilducts2223Oil return duct to oil/coolant moduleOil return ducts to oil panxDirection of travelW01.40>1146>76Crankcase from below, shown with oilducts24Bores for oil supply to the oil spraynozzles25Bores for oil supply to the mainbearing, crankshaft and connectingrod bearingxDirection of travelW01.40>1147>76The crankcase consists of cast iron and is characterized by thefollowing features:fa high rigidity and low noise emissions due to the verticaland horizontal reinforcements, as well as due to the designform of the oil return ductsfa compact design due to the low distance from the cylinderThe following major assemblies and components are located onthe crankcase:Right>hand sidefffTurbochargerStarterOil separator for crankcase ventilation systemThe crankcase also has 1.5 mm recesses at the sealing surface tothe cylinder head for all coolant overflow holes to the cylinderhead (6) and for all oil overflow holes to the cylinder head (20).These serve to receive the respective elastomer elements in thecylinder head >hand sidefffffOil/coolant moduleEngine management (MCM) control unitFuel filter moduleFuel high pressure pumpCompressor, power steering pump20– This printout will not be recorded by the update service. Status: 09 / 2011 –
As>built configurationsGF03.10>W>0800HENGINES12345678Connecting rod, as>built configuration1.7.11 471.9Connecting rodConnecting rod small end (small)Connecting rod bushingConnecting>rod shankConnecting rod big endConnecting rod bearing shellsConnecting rod bearing capStretch boltW03.10>1119>76The connecting rods are forged in steel and are characterized bytheir high connecting point between the connecting rod (1) and theconnecting rod bearing cap (7) is cracked. This has the advantages,amongst other things, that one has no offset after screwingtogether both parts and the connecting rod bearing cap (7)cannot slip.A connecting rod bushing (3) is pressed into a small connectingrod small end (2).i
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As>built configurationsGF03.10>W>0801HENGINE 471.9111213PistonCombustion recessPiston crownTop landPiston ring zone1st piston ring2nd piston ringOil scraper ringBolt eyePiston skirtPiston bolt circlipPiston pinCooling ductPiston, as>built configuration2.8.11W03.10>1124>76FeatureOM 471VersionMaterialWeight (with spring steel sheet)Piston diameterBolt diameterSurfaceTwo pieceSteel3,339 KG132 mm58 mmfriction optimizedPiston (1)The piston (1) consists of a forged upper section and a forgedlower section, which are connected to each other by means of afriction ring zone (5)The 1st piston ring (6), the 2nd piston ring (7) and the oil scraperring (8) are located in the piston ring zone (5).The 1st piston ring (6), the 2nd piston ring (7) take on the task offine sealing to the crown (3)The piston crown (3) is fitted with a combustion recess (2).Through the combustion recess (2) the clearance volume ispartially transferred into the piston (1).The oil scraper ring (8) wipes off excess oil on the cylinder wall andleads the oil back into the oil skirt (10)The piston skirt (10) serves to guide the piston (1) into the cylinderTop land (4)The top land (4) protects the 1st piston ring (6) against excessivelyheating during the combustion process.>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>liner. It transfers the lateral forces to the cylinder d in the piston skirt (10) is the bolt eye (9) which supportsthe piston pin (12).>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>22– This printout will not be recorded by the update service. Status: 09 / 2011 –
As>built configurationsCoolingThe piston (1) is cooled via an oil spray nozzle for each cylinderlocated in the crankcase.
The oil spray nozzle continuously sprays engine oil into aninjection opening in the cooling duct (13). Due to the coaxial spraydirection of the oil spray nozzle the greatest possible throughputof engine oil is achieved in the cooling duct (13) and thus coolingof the piston is improved further opening which is located on the opposite side servesas a ting the contact surfacesIn order to protect the contact surfaces the friction, above all inthe startup phase of the engine, is reduced by the appliedprotective coatings. This allows a longer working life and enginedamage is avoided by the emergency running characteristicswhich result from the coating if the lubrication is onal bores in the cooling duct (13) serve to achieve betterlubrication of the piston pin (12) and the connecting rod 03.20>W>0800HENGINE 471.9123Crankshaft, as>built configuration2.8.11Crankshaft bearing journalsConnecting rod bearing journalsCounterweightArrows Oil holesW03.20>1216>06The crankshaft is mounted in the crankcase with 7 crankshaftbearing journals (1).Counterweights (3) are forged onto the webs to avoid crankshaft bearing journals (1) and the connecting rodjournals (2) are inductively hardened and ground in the are oil holes (arrows) on the crankshaft bearing journals (1)and on the connecting rod journal (2) over which the crankshaftbearing and connecting rod bearing are lubricated.i
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As>built configurationsGF05.00>W>0800HENGINES 471.9Valve control; as>built configuration1.7.11Valve control overall12Exhaust rocker armExhaust rocker arm withhydroelement34567891011121314Brake rocker armExhaust rocker arm spindleDrive gear for exhaust camshaftExhaust camshaftOutlet valveValve springIntake rocker armIntake rocker arm spindleDrive gear for intake camshaftIntake camshaftInlet valveCamshaft frameW05.00>1033>06The gas exchange system in the combustion chambers iscontrolled via the valve ents of the valve control include:?Two upper recumbent camshafts > the intake camshaft (12)and the exhaust camshaft (6), which are driven by the geardrive via the pinion gear drive for the intake camshaft (11) orvia the pinion gear drive for the exhaust camshaft (5)?Two rocker arm spindles > the intake rocker arm spindle (10)and the exhaust rocker arm spindle (4) on which the intakerocker arm (9) or exhaust rocker arm (1), the exhaust rockerarm with hydroelement (2) as well as the brake rocker arm(3) are mounted?Two exhaust valves (7) and two intake valves (13) percylinder which are located symmetrically and pressed ontotheir seat via the valve springs (8) if they are not actuated bythe corresponding rocker arm.24– This printout will not be recorded by the update service. Status: 09 / 2011 –
As>built configurationsValve control on the exhaust sideExhaust rocker armExhaust rocker arm with hydroelementBrake rocker armExhaust rocker arm spindleExhaust camshaftExhaust valvesValve springsAdjusting elements for adjusting the valve clearanceAdjusting element for engine brakeW05.00>1034>82Design of the exhaust rocker arm spindle(4)4151617Exhaust rocker arm spindleLubricating oil ductOil duct for cylinders 1 and 3Oil duct for cylinders 4 and 6W05.00>1035>75i
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As>built configurationsW05.00>1036>01W05.00>1037>01W05.00>1038>01Design of the rocker arm11819Exhaust rocker armRocker arm rollerAdjusting element for adjusting thevalve clearance20Oil inlet hole202118192Exhaust rocker arm withhydroelementRocker arm rollerAdjusting element for adjusting thevalve clearanceOil inlet holePistonThe exhaust rocker arm (1) and exhaust rocker arm withhydroelement (2) are each equipped with an adjusting elementfor adjusting the valve clearance (19). The clearance between thebrake rocker arm (3) and exhaust rocker arm with hydroelement(2) is set using the adjusting element for the engine brake (23).The exhaust rocker arm (1), exhaust rocker arm withhydroelement (2) and brake rocker arm (3) are mounted rotatableon the exhaust rocker arm spindle (4).The exhaust rocker arm spindle (4) is made out of solid materialdue to the higher loads in the engine brake system and is fittedwith oil ducts > a lubricating oil duct (15) and two oil ducts foroperation of the engine t valve control for a deactivated engine brake234672122Exhaust rocker arm with hydroelementBrake rocker armExhaust rocker arm spindleExhaust camshaftOutlet valvePistonCheck valve31823Brake rocker armRocker arm rollerAdjusting element for engine brakeThe valve control of the exhaust side is characterized by the factthat every cylinder has three rocker arms > one exhaust rocker arm(1), one exhaust rocker arm with hydroelement (2) and one brakerocker arm (3).All rocker arms are fitted with a rocker arm roller (18). Use ofrocker arm rollers (18) means that wear between the respectiveactuation cams of the exhaust camshaft (6) and the correspondingrocker arm is reduced. The noise emission of the valve assembly isalso onal movement of the camshaft is converted into linear travel by the exhaust cam onthe exhaust camshaft (6) and transferred to the associated exhaust rocker arm on theexhaust rocker arm spindle (4). The exhaust rocker arms steer the linear travel in turn ontothe respective exhaust valves (7) which are opened and then closed again by the e the pistons (21) are pressed by a spring to their lower limit stop when the enginebrake is deactivated, no contact takes place between the brake rocker arms (3) and theexhaust rocker arms with hydroelement (2) and the brake rocker arms (3) run in idle. Thisserves to prevent any unnecessary piston (21) motion and therefore any unnecessary wear.W05.00>1024>7326– This printout will not be recorded by the update service. Status: 09 / 2011 –
As>built configurationsExhaust valve control for an activated engine brake234672122Exhaust rocker arm with hydroelementBrake rocker armExhaust rocker arm spindleExhaust camshaftOutlet valvePistonCheck valveWhen in engine brake operation up to six exhaust valves (7), one per cylinder are opened asfollows, according to the engine brake stage, by the brake cam of the exhaust camshaft (6):The corresponding exhaust rocker arms with hydroelement (2) have oil pressure applied tothem in engine brake operation via the oil inlet hole (20). If the corresponding brake rockerarm (3) now presses on the piston (21), the check valve (22) is closed by the increased oilpressure. Depressurization is prevented and the downward movement of the respectivebrake rocker arm (3) is transmitted by the piston (21) onto the associated exhaust rocker armwith hydroelement (2) which opens the respective exhaust valve (7).W05.00>1025>73Valve control on the inlet side8910121319Valve springsIntake rocker armIntake rocker arm spindleIntake camshaftInlet valvesAdjusting elements for adjusting the valve clearanceW05.00>1039>82i
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As>built configurationsDesign of the intake rocker arm spindle (10)1015Intake rocker arm spindleLubricating oil ductW05.00>1040>75Design of the intake rocker arm (9)91819Intake rocker armRocker arm rollerAdjusting elements for adjusting the valve clearanceEvery cylinder is assigned to an intake rocker arm (9) for valve timing for the inlet side overwhich the two intake valves (13) are actuated intake rocker arm (9) are fitted with a rocker arm roller (18). Use of rocker arm rollers (18)means that wear between the respective actuation cams of the intake camshaft (12) and thecorresponding intake rocker arm (9) is reduced. The noise emission of the valve assembly isalso intake rocker arms (9) are mounted rotatable on the intake rocker arm spindle (10).The intake rocker arm spindle (10) is made out of pipe material for weight reduction and isfitted with a lubrication oil duct (15).Each intake rocker arm (9) is fitted with two adjusters for adjusting the valve clearance (19).W05.00>1041>01Exhaust valve control8910121319Valve springsIntake rocker armIntake rocker arm spindleIntake camshaftInlet valvesAdjusting elements for adjusting the valve clearanceRotational movement of the camshaft is converted into lineartravel over the cam on the intake camshaft (12) and on theassociated exhaust rocker arm (9) on the exhaust rocker armspindle (10). The intake rocker arms (9) in turn steer the lineartravel onto the respective intake valves (13) which are opened andthen closed again by the valve springs (8).W05.00>1039>8228– This printout will not be recorded by the update service. Status: 09 / 2011 –
As>built configurationsGF05.10>W>0801HENGINES11Gear drive, as>built configuration1.7.11 471.9 in MODEL 963CrankshaftOil pumpDouble intermediate wheelCompressorIntermediate gearPower steering pumpFuel high pressure pumpDouble intermediate wheelIntermediate gearExhaust camshaftIntake camshaftABCLevel 1Level 2Level 3xDirection of travelW01.40>1132>7611CrankshaftOil pumpDouble intermediate wheelCompressorIntermediate gearPower steering pumpFuel high pressure pumpDouble intermediate wheelIntermediate gearExhaust camshaftIntake camshaftABCLevel 1Level 2Level 3xDirection of travelW01.40>1133>76i
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As>built configurationsGeneralThe gear drive is located on the output side of the engine. Thisdesign allows the majority of major assemblies to be placed on theengine following components and major assemblies are driven by thecrankshaft (1) via the gear drive:ffffffffffOil pump (2)Double intermediate gear (3)Compressor (4)Intermediate gear (5)Power steering pump (6)Fuel high pressure pump (7)Double intermediate gear (8)Intermediate gear (9)Exhaust camshaft (10)Intake camshaft (11)Level 3 (C)Level 3 (C) includes the intermediate gear (9), the drive gear forthe exhaust camshaft (10) and the drive gear for the intakecamshaft (11).The gears for level 3 (A) are straight 2 (B)Level 2 (B) includes the intermediate gear (5), the doubleintermediate gear (8) as well as the drive gear for the fuel high>pressure pump (7) and the compressor (4).The gears for level 2 (A) are straight 1 (A)Level 1 (C) includes the drive gear for the crankshaft (1), the drivegear for the oil pump (2) and the double intermediate wheel (3).The gears for level 1 (A) are helically driving power for the individual major assemblies andcomponents is spatially transferred to the following levels:ffLevel 1 (A)Level 2 (B)>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>fLevel 3 (C)>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>Torque curveThe drive for the gear drive takes place over the crankshaft (1):The drive gear for the crankshaft (1) drives the gears of Level 1 (A),that is the drive gear for the oil pump (2) and the doubleintermediate wheel (3).The gears forLevel 2 (B), that is the drive gear for the compressor (4) and theintermediate gear (5) are driven over the double intermediategear (3), and the double intermediate gear (8) and the drive gearfor the fuel high>pressure pump (7) are driven over theintermediate gear (5).The double intermediate gear (8) drives the gears for level 3 (C),that is the intermediate gear (9), and via the intermediate gear(9), the drive gear of the exhaust camshaft (10) and the drive gearof the intake camshafts (11).The power steering pump (6) is driven over a driver by the fuelhigh>pressure pump (7).i The gear drive can be adjusted using a suitable special tool.30– This printout will not be recorded by the update service. Status: 09 / 2011 –
As>built configurationsGF05.20>W>0800HENGINES1234567Camshaft, as>built configuration1.7.11 471.9Exhaust camshaftIntake camshaftDrive gear for exhaust camshaftDrive gear for intake camshaftExhaust camsBrake camIntake camsW05.20>1039>06The engine OM 471 is the first 6>cylinder inline engine with twooverhead camshafts to be used in a Mercedes>Benz exhaust camshaft (1) and the intake camshaft (2) are driven bythe gear drive for the exhaust camshaft (3) and the gear drive forthe intake camshaft (4) via the pinion gear are two exhaust cams (5) and a brake cam (6) on the exhaustcamshaft (1) per corresponding exhaust valves are opened via the exhaustcams (5) and the associated exhaust rocker arms on the exhaustrocker arm an activated engine brake, an exhaust valve is opened percylinder via the brake cam (6), shortly after beginning and beforeThere is an intake cam (7) on the intake camshaft (2) for eachcylinder. The corresponding intake valves are opened via theintake cams (7) and the associated intake rocker arms on theintake rocker arm end of the respective compression cycle.i
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As>built configurationsGF13.21>W>0800HENGINESBelt drive, as>built configuration2.8.11 471.9 in MODEL 963, 964General informationThere are two different belt variants for belt drive of engine OM471:ffEngine 471.9 with 2>belt drive (fan raised)Engine 471.9 with 3>belt drive (fan on the crankshaft)There is a double>clamping device for both variants, the so>calledtandem clamping device, used over which the basic belt drivepoly>V belt and the poly>V belt is tensioned by the fan version as a 2 or 3 belt drive variant is dependent on a numberof factors including the size of the radiator unit, the positioningheight and the installed fan variants.2>belt drive (fan raised)12Belt pulley (on vibration damper)Tensioner pulley for poly>V belt (A)(on the tandem clamping device)3456789Belt pulley (alternator)Belt pulley (A/C compressor)*PulleyBelt pulley (coolant pump)PulleyPulleyGuide pulley (on the tandem clampingdevice)10Tensioner pulley for poly>V belt (B) (onthe tandem clamping device)W13.21>1015>76131516Belt pulley (fan drive)Fan clutchTandem clamping deviceABPoly>V belt (basic belt drive)Poly>V belt (fan drive)* if no A/C compressor is installed: backupbelt pulleyFor a 2>belt drive the fan clutch is located on the guide pulley (8)which is in turn located on a bracket above the crankshaft axis. Inthis case one speaks about a raised poly>V belt (B) serves as the drive for the fan. For a rigid fanclutch the gear ratio of the crankcase speed and fan speed i = poly>V belt (A) drives the A/C compressor, the coolant pumpand the alternator.32– This printout will not be recorded by the update service. Status: 09 / 2011 –
As>built configurations3>belt drive (fan on crankshaft)12Belt pulley (on vibration damper)Tensioner pulley for poly>V belt (A)(on the tandem clamping device)3456789Belt pulley (alternator)Belt pulley (A/C compressor)*PulleyBelt pulley (coolant pump)PulleyPulleyGuide pulley (on the tandem clampingdevice)10Tensioner pulley for poly>V belt (B) (onthe tandem clamping device)1112Drive plate (fan drive)Tensioning device for fan drive C (fandrive)13Belt pulley (fan drive)W13.21>1016>76141516Drive plate (fan drive)Fan clutchTandem clamping deviceABCPoly>V belt (basic belt drive)Poly>V belt (fan drive)Poly>V belt (fan drive)* if no A/C compressor is installed: backupbelt pulleyFor a 3>belt drive the fan clutch (15) is mounted on a drive plate(14) which is mounted rotatable on the belt pulley (1). The fan istherefore located on the crankshaft poly>V belt (B) drives the guide pulley (8) which sits on an axlewith the drive plate (11). The poly>V belt (C) is driven over thedrive plate (11) which in turn drives the drive plate (14) lying onthe crankshaft poly>V belt (A) drives the A/C compressor, the coolant pumpand the poly>V belt (B) and (C) together drive the a rigid fan clutch the gear ratio of the crankcase speed and fanspeed i, also here = 1.2.i
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FunctionsGF01.20>W>0001HENGINESCrankcase ventilation system function1.7.11 471.9 in MODEL 963The crankcase ventilation system is responsible for relieving thepressure in the crankcase. To do this the gases are not led out ofthe crankcase (blow>by gases) but are led into the air intake the blow>by gases contain engine oil it is led into an oilseparator so that oil does not get into the air intake ce of the blow>by gases and theengine oil12Oil separator (disk separator)Vent line (from crankcase to oilseparator)3Vent line (from oil separator to airintake pipe)ABCDSeparated out engine oilEngine oil (to drive the centrifuge)Blow>by>gas (with engine oil)Blow>by>gas (clean)W01.20>1047>76The blow>by gas (C) generated by internal leakage at the pistonrings, valve stem seals, turbocharger and compressor passes overthe vent line (2) into the oil separator (1).The engine oil separator (1). contained in the blow>by gas (C) isseparated off with the aid of a separated engine oil (A) runs downward along the inner wallof the oil separator (1) and returns to the oil pan via the engine cleaned blow>by>gas (D) flows over the vent line (3) into theair intake pipe.A pressure regulating valve in the oil separator (1) regulates thepressure in the crankcase.i The crankcase ventilation system is maintenance ent description for oil separatorPage 18334– This printout will not be recorded by the update service. Status: 09 / 2011 –
FunctionsGF09.00>W>2000HENGINESForced induction, function20.7.11 471.9 in MODEL 963W09.40>1213>79Shown code (M5Z) Engine version Euro VI123456TurbochargerCharge air manifoldTurbine wheelVacuum cellCompressor impellerShaftB610Rpm sensor for turbine wheel(only for code (M5Z) Engine versionEuro VI)78ValveBypass openingABCDIntake air from air filterCharge air to charge air coolerCharge air from charge air coolerExhaustY636Charge pressure positionerGeneralCharging to the engines of model series OM 471 takes placethrough a turbocharger (1).Through compression of the suctioned in air in the turbocharger(1) a larger air mass is brought into the combustion following advantages result through this:??An increase in the engine power and the torqueReduction of fuel consumption in comparison to notsupercharged diesel engines of the same power output?Reduction of the pollutant emissionFunctionThe turbocharger (1) consists of a turbine and a compressor whichare fitted to a joint shaft (6).In the charge air cooler the compacted air is cooled whereby theair density of the fresh gas filling and thus the output of theengine is exhaust (D) flows over the turbine wheel (3) and causes this torotate. This rotational movement is transferred to the compressorimpeller (5) over the shaft (6).Through the compressor impeller (5) the intake air is compactedby the air filter (A) and passes over a charge air pipe to the chargeair charge air then passes from the charge air cooler (C) via thecharge air manifold (2) into the individual cylinders.i
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FunctionsBoost pressure control and turbochargerprotection function, shown code (M5Z)Engine version Euro VIA4Engine management control unit(MCM)B608Charge air pressure andtemperature sensor in charge airpipeB610Rpm sensor for turbine wheel(only for code (M5Z) Engine versionEuro VI)B611Temperature sensor downstream ofair filter (only for code (M5Z) Engineversion Euro VI)Y636Charge pressure positionerW09.40>1228>76Boost pressure control (via wastegate)The engine management (MCM) control unit (A4) determines thecurrent boost pressure via the charge air pressure andtemperature sensor in the charge air pipe (B608).If the engine management (MCM) control unit (A4) recognizesthat the current boost pressure is too high, it limits the boostpressure in that it actuates the boost pressure regulator (Y636)with an appropriate pulse width modulated signal. The enginemanagement (MCM) control unit (A4) can use the duty cycle ofthis signal to influence the pressure (up to 2.8 bar) which shouldbe applied to the vacuum cell (4). The valve (7) is opened over alinkage according to this pressure, so that more or less exhaust (D)is passed over the bypass opening (8) on the turbine wheel (3)depending on how far it is only part of the exhaust (D) hits the turbine wheel (3) theacceleration is not so strong anymore and the boost harger protection functionFor vehicles with code (M5Z) Engine version Euro VI the rotorspeed of the turbocharger (1) as well as the temperature of theintake air are monitored by the air filter (A) on the compressorinlet to protect the occurs with the aid of the turbine wheel rpm sensor (B610)and the temperature sensor downstream of air filter (B611).Since these sensors for vehicles with code (M5R) Engine versionEEV and vehicles with code (M5Y) Engine version Euro VI are notinstalled, the engine management (MCM) control unit (A4)orients itself on the ambient temperature and on the altitude thevehicle is at. The latter is determined using the installedatmospheric pressure ent on the determined values and values stored in thecharacteristics maps for the turbocharger protection function theengine management (MCM) control unit (A4) adapts the injectionwhich leads to a lowering of the combustion indirect effect of actuation of the boost pressure regulator(Y636) can be reduction of the rotor speed of the ent description for enginemanagement (MCM) control unitCharge air pressure and temperaturesensor in charge air pipe, componentdescriptionTurbine wheel rpm sensor, componentdescriptionA4Page 103Page 152B608B610Page 153i Only for vehicles with code (M5Z)Engine version Euro ent description for temperaturesensor downstream of air filteri Only for vehicles with code (M5Z)B611Page 154Engine version Euro ent description for boost pressureregulatorComponent description for turbochargerY636Page 181Page 18636– This printout will not be recorded by the update service. Status: 09 / 2011 –
FunctionsGF07.16>W>0003HEngine management, function2.8.11ENGINE 471.9 in MODEL 963The central control and regulator unit for engine management,which together with the EATS ensures that the engine runs underall operating conditions in as economical a manner as possible,with low pollutant and low>noise, is the engine management(MCM) control unit (A4).It calculates the optimal beginning of injection as well as theinjection quantity required for combustion according to theoperating condition of the engine and the torque specification ofthe drive control (CPC) control unit (A3).The engine management (MCM) control unit (A4) also ensuresthat the fuel is injected at exactly the right point in time and inthe correct amount into the cylinders through exact, electricalactuation of fuel injectors for cylinder 1 to 6 (Y608 to Y613).W07.16>1056>79Input signals, shown with code (M5Z) EuroVI engine versionA4Engine management control unit(MCM)B600B601B602B604B606Crankshaft position sensorCamshaft position sensorFuel temperature sensorOil pressure sensorExhaust coolant temperature sensorB607B608Intake coolant temperature sensorCharge air pressure andtemperature sensor in charge airpipeB621Exhaust gas recirculation (AGR)differential pressure sensorB622B638CAN 4S600Rail pressure sensorFuel filter module pressure sensorDrive train CANEngine start and engine stopbuttonB611Temperature sensor downstream ofair filter (only for code (M5Z)Engine version Euro VI)B617Charge air temperature sensor incharge air housingY621Exhaust gas recirculation positionerThe operating condition of the engine is determined based oninput values from the following sensors:??????Crankshaft position sensor (B600)Camshaft position sensor (B601)Fuel temperature sensor (B602)Exhaust coolant temperature sensor (B606)Intake coolant temperature sensor (B607)Charge air pressure and temperature sensor in charge airpipe (B608)?Temperature sensor downstream of air filter (B611)(only with code (M5Z) Euro VI engine version)??Charge air temperature sensor in charge air housing (B617)Exhaust gas recirculation (AGR) differential pressure sensor(B621)??Rail pressure sensor (B622)Fuel filter module pressure sensor (B638)The specified torque, which is calculated by the drive control (CPC)control unit (A3) from (among other things) the position of theaccelerator pedal, is routed over the drive train CAN (CAN 4) tothe engine management (MCM) control unit (A4), which in turnsends the current engine torque and the maximum torquepossible to the drive control (CPC) control unit (A3).The drive train CAN (CAN 4) and the drive control (CPC) controlunit (A3) can also be used to exchange information with otherelectronic systems or control units.i
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FunctionsW07.16>1115>79Output signals, shown with code (M5Z)Euro VI engine versionA4Engine management control unit(MCM)CAN 4Y608Y609Drive train CANCylinder 1 fuel injectorCylinder 2 fuel injectorY610Y611Y612Y613Cylinder 3 fuel injectorCylinder 4 fuel injectorCylinder 5 fuel injectorCylinder 6 fuel injectorY621Y624Y625Y642Exhaust gas recirculation positionerEngine brake solenoid valve, stage 1Engine brake solenoid valve, stage 2Quantity control valveAfter evaluation of the input signals the engine management(MCM) control unit (A4) actuates the following actuatorsdepending on the engine operating conditions and the torquespecification from the drive control (CPC) control unit (A3):????????Cylinder 1 fuel injector (Y608)Cylinder 2 fuel injector (Y609)Cylinder 3 fuel injector (Y610)Cylinder 4 fuel injector (Y611)Cylinder 5 fuel injector (Y612)Cylinder 6 fuel injector (Y613)Exhaust gas recirculation positioner (Y621)Quantity control valve (Y642)If a fault occurs on the drive train CAN (CAN 4) or on a systemcomponent for the engine management, the enginemanagement (MCM) control unit (A4) proceeds according to aclearly defined pattern depending on the severity of the it will fall back on replacement values for less severe faultssuch as the failure of a sensor while it will go into emergencymode for severe faults such as failure of the drive train CAN (CAN4).The driver is able to at least drive to the nearest workshop if thereis a fault in the system.i The engine management (MCM) control unit (A4) is part ofthe DAS, to which also the electronic ignition lock (EIS) (S1) andthe transmission control unit (TCM) (A5) belong. If one of thesecontrol units or the electronic ignition lock (EIS) (S1) is replaced,then it must undergo teach>in using the Star Diagnosis in the management, overall networkEngine management behavior formalfunctionsStart procedure, functionIdle speed control, functionWorking speed control, functionDriving, functionEngine shutoff procedure, functionPage 39Page 40Page 42Page 44Page 46Page 48Page 5038– This printout will not be recorded by the update service. Status: 09 / 2011 –
FunctionsGF07.16>W>0003>01HEngine management, overall networkW07.16>1108>79A1A2A3A4Instrument cluster (ICUC) control unitCentral gateway control unit (CGW)Drive control (CPC) control unitEngine management control unit(MCM)A43Modular switch panel (MSF)control unitS1S23S110Electronic ignition lock (EIS)Right multifunction control leverLeft multifunction steering wheelbutton groupA53Driver assistance system (VRDU)control unitA57EATU output NOx sensor controlunitS111Right multifunction steeringwheel button groupA5Transmission control (TCM) controlunitA58A60SCR control unitExhaust aftertreatment (ACM)control unitX100.16X102.15X167.12Diagnostic socketTrailer socket , 15>pinElectrical connector (telematicsplatform (TP))A7Cab signal acquisition and actuationmodule control unit (SCA)A8Frame signal acquisition and actuationmodule control unit (SCH)A70EATU input NOx sensor controlunitX910Electrical connector for bodymanufacturersA10Antilock brake system (ABS) controlunit, 4>channelCAN 1CAN 2CAN 3CAN 4CAN 6dCAN 7CAN 8CAN 9CAN 10CAN 12CAN 13LIN 3Exterior>CANInterior CANFrame CANDrive train CANESP“ brakes CANTrailer CAN (PSM)Body manufacturer CAN (PSM)Telematics CANDiagnostic CANRadar CANNOx>CANRight multifunction control lever>LINASICZ3Z4Z1XR>E1HXR>E1LXR>E1MCAN>H exterior cable weld point 1CAN>L exterior cable weld point 1CAN>ground exterior cable weldpoint 1Cab instrument panel CAN bus starpointFrame CAN bus star pointDrive CAN bus star pointA10bElectronic Brake Control (EBS) controlunit (Wabco)A10cElectronic Brake Control (EBS) controlunit (Knorr)A11A15A18Retarder control (RCM) control unitFront radar sensor (RDF) control unitElectronic Air Processing Unit (EAPU)control unitA22Parameterizable special module (PSM)control unitASIC data bus (Application SystemIntegrated Circuit)A25Electronic Stability Program (ESP“)control unit (Wabco)LIN 6LIN 7LIN 10LIN SCA/SCH redundancyButton group LINEAPU>LINA25aElectronic Stability Program (ESP“)control unit (Knorr)A30A33FleetBoard control unitBattery disconnect switch control unit(BESO)i
Introduction of engine OM 471 and exhaust aftertreatment > 09/2011 >39– This printout will not be recorded by the update service. Status: 09 / 2011 –
FunctionsGF07.16>W>0003>02HEngine management behavior formalfunctionsi If the engine management (MCM) control unit (A4) detects amalfunction or a fault in the system or on a system component, itproceeds in accordance with a precisely specified methoddepending on the severity of the actual fault.1Response in the event of drive train CAN (CAN 4)malfunctionA failure of the drive train CAN (CAN 4) is detected by the enginemanagement (MCM) control unit (A4), and it switches to limp>home mode. If the engine speed at this stage is below the limp>home mode speed, the engine speed is then maintained. In allother cases, including after restarting the engine, the enginemanagement (MCM) control unit (A4) adjusts the limp>homemode speed, irrespective of the is thus possible for the driver to at least bring the vehicle to thenearest order to achieve the greatest possible security againstbreakdowns, the signal line of the drive train CAN (CAN 4) is adouble line. The individual lines are designated as CAN Low andCAN High and are fed with reverse poled signals. Thus faultswhich effect both lines simultaneously cancel each other which only occur on one CAN line also do not createconfusion for data transmission since the message can bereconstructed on the basis of the signal of the undisturbed the drive train CAN (CAN 4) is capable of operating over drive train CAN (CAN 4) only fails when both lines areinterrupted or there is a short>circuit with the battery voltage orto ground.>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>i The limp>home mode is notified to the other systems anddisplayed in the instrument cluster control unit (ICUC) (A1).There is also entry of the condition in the fault memory.>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>2Response when camshaft position sensor (B601) fails3Response when crankshaft position sensor (B600) failsIf the camshaft position sensor (B601) fails when driving, then theengine continues to run. Nevertheless, the maximum torque ofthe engine will be limited to protect the engine from engine management (MCM) control unit (A4) can alsoregulate the limp>home the camshaft position sensor (B601) fails to return any pulsesduring the startup phase, then in each case a portion of thedouble firing, with which the engine is started, is cutoff, until thedip in speed, which then occurs, when a piston is not in ignitionTDC, enables ignition TDC to be recognized. Once ignition TDC isrecognized, the engine continues to run in unchanged heless, the maximum torque of the engine will be limitedto protect the engine from damage. The engine management(MCM) control unit (A4) can also regulate the limp>home speed.>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>If the crankshaft position sensor (B600) fails, then the enginemanagement (MCM) control unit (A4) still receives the rpm signalsfrom the crankshaft position sensor (B601).Its pulses do not come so closely together as those from thecrankshaft position sensor (B600) but they are still adequate forcalculating control time of the respective fuel injector. The timedetermination will be somewhat less exact so optimum fuelconsumption or pollutant emission levels will not be rmore, for engine protection reasons, the maximum torqueof the engine is limited to about a half. The engine management(MCM) control unit (A4) can also regulate the limp>home speed.>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>40– This printout will not be recorded by the update service. Status: 09 / 2011 –
Functions4Response when a temperature sensor fails5Response when an exhaust gas recirculation (EGR)component failsIf the values of the charge air pressure and temperature sensor inthe charge air pipe (B608), the charge air temperature sensor inthe charge air housing (B617), the exhaust gas recirculation (EGR)differential pressure sensor (B621) or the exhaust gas recirculationpositioner (Y621) are implausible, or if one of them suffers anopen circuit or a short circuit, the engine management (MCM)control unit (A4) adjusts the limp>home mode speed and theengine\'s maximum torque is the values from a temperature sensor are implausible, or if atemperature sensor has an open circuit or a short circuit, theengine management (MCM) control unit (A4) continues tooperate with substitute replacement values are stored for each temperature sensorsince the measurement values of the individual temperaturesensors can deviate from each other. It is not feasible for these tobe suitable for all operating conditions, however, which is why amild reduction in the maximum possible torque available takesplace.i The fact that the limp>home strategy is alterable by themanufacturer means that it is possible that the engine speedremains unchanged and only the maximum torque of the engine>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>is limited.>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>6Response when atmospheric pressure sensor in enginemanagement (MCM) control unit (A4) failsIf the atmospheric pressure sensor in the engine management(MCM) control unit (A4) has a malfunction or a fault, then >depending on the particular situation > it uses substitute values:?If the pressure sensor in the charge air pressure andtemperature sensor in the charge air pipe (B608) is intact,the engine management (MCM) control unit (A4) uses theair pressure in the charge air housing during the startprocedure and the values stored in a substitute characteristicwhen the engine is reason why the engine management (MCM) control unit(A4) falls back on values in a substitute characteristic whilethe engine is running is because the charge pressure in thecharge air housing can differ according to the engineloading and cannot therefore be used as the atmosphericpressure.>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>?If the pressure sensor in the charge air pressure andtemperature sensor in the charge air pipe (B608) is alsodefective, the engine management (MCM) control unit (A4)then uses the values of the previously>mentioned substitutecharacteristic for all operating conditions.7Response when engine management (MCM) control unit(A4) failsThe engine management (MCM) control unit (A4) has only onehost CPU, and no limp>home mode the host CPU fails the engine stops and cannot be drive control (CPC) control unit (A3) however is capable ofdiagnosing the failure of the engine management (MCM) controlunit (A4) by reading out the fault memory, so that diagnosis is addition to information about the type of fault and possiblyalso a measurement value, the engine control (MR) also storesinformation about whether the fault is current or just transient oroccurs sporadically. The fault memory can also be automaticallydeleted again, of course, for less serious faults if the stored faultdoes not occur again within the next 50 hours. In order to avoidcoming to wrong conclusions when troubleshooting, pleaseobserve that certain operating conditions can lead to limitation ofthe maximum torque of the engine.i While the engine management (MCM) control unit (A4)e. example, a radiator contaminated with dirt and dust will have areduced cooling output. The engine management (MCM) controlunit (A4) determines an increase in coolant temperature andlimits the engine\'s maximum torque so that the coolanttemperature limit is not es to the limp>home mode when a severe fault occurs or if aless serious fault occurs it operates using substitute values, it savesevery fault that occurs and notifies the driver of them by means ofan appropriate display in the instrument cluster (ICUC) controlunit (A1).i
Introduction of engine OM 471 and exhaust aftertreatment > 09/2011 >41– This printout will not be recorded by the update service. Status: 09 / 2011 –
FunctionsGF07.00>W>2001HStart procedure, function2.8.11ENGINE 471.9 in MODEL 963W07.16>1058>79Shown code (M5Z) Engine version Euro VIA4Engine management control unit(MCM)B600B601B602B606Crankshaft position sensorCamshaft position sensorFuel temperature sensorExhaust coolant temperaturesensorB608Charge air pressure andtemperature sensor in charge airpipeB622B638B621B617B611Temperature sensor downstreamof air filter (only for code (M5Z)Engine version Euro VI)Charge air temperature sensor incharge air housingExhaust gas recirculation (EGR)differential pressure sensorRail pressure sensorFuel filter module pressure sensorY608Y609Y610Y611Y612Y613Y642CAN 4M1S600Drive train CANStarter\'Engine start and engine stopbuttonCylinder 1 fuel injectorCylinder 2 fuel injectorCylinder 3 fuel injectorCylinder 4 fuel injectorCylinder 5 fuel injectorCylinder 6 fuel injectorQuantity control valveGeneral informationThe engine start procedure is initiated when a corresponding startrequest through the drive train CAN (CAN 4) is present, e.g. whenstarting the engine using the electronic ignition lock (EIS) (S1) orthrough the parameterizable special module (PSM) control unit(A22), or through corresponding operation of the engine startand engine stop button (S600).Requirements?Voltage supply (terminal 30 and terminal 15) on the enginemanagement (MCM) control unit (A4) (ignition switched on)?Electronic immobilizer deactivated by DAS and start enableissued by electronic ignition lock (EIS) (S1), i.e. the insertedtransmitter key is authorized?Starter lockout canceled, i.e.:>Transmission in neutral (only for start request usingengine start and engine stop button (S600))>Power take>off, where present, switched off>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>Engine stopped or engine speed is <50 rpm>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>42– This printout will not be recorded by the update service. Status: 09 / 2011 –
FunctionsFunctionIf all requirements are met and if the engine start and engine stopbutton (S600) is pressed or a corresponding message with the startrequest is received over the drive train CAN (CAN 4), e.g. when thestart>stop button on the electronic ignition lock (EIS) (S1) ispushed to the start position (Stage 2) and held there or theparameterizable special module (PSM) control unit (A22) sends acorresponding message with the start request, the enginemanagement (MCM) control unit (A4) actuates the starter\'sstarter solenoid (M1) through a series starter (M1) sets the engine in motion and the enginemanagement (MCM) control unit (A4) checks whether the starter(M1) is turning the engine at the specified minimum also waits until it can recognize from crankshaft position sensorsignals (B600) when cylinders 1 and 6 are at top dead center (TDC).>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>Only then can the actuation begin for the fuel injectors forcylinder 1 and 6 (Y608 and Y613), calculated while taking accountof the current operating condition of the the same time, the engine management (MCM) control unit(A4) calculates the required injection quantity for combustion andinitiates the injection of this at the correct point in time into thecombustion chambers of cylinders 1 and 6 through appropriateactuation of the quantity control valves (Y642) and fuel injectorsfor cylinder 1 and 6 (Y608 and Y613).This so>called double ignition serves to accelerate the startingprocedure. It is continued (afterwards follow cylinders 5 and 2, 3and 4, then further with 1 and 6, etc.), until the ignition TDC ofcylinder 1 is recognized with the aid of the camshaft positionsensor (B601).>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>i If the camshaft position sensor (B601) fails to return anyThe injection quantity selected for the starting procedure isprimarily geared to the coolant temperature, which is determinedby the engine management (MCM) control unit (A4) via theexhaust coolant temperature sensor (B606).Further influencing factors for the injection quantity during thestarting procedure are the current engine speed as well as thegeographical altitude at which the vehicle or engine is , then in each case a portion of the double firing is cutoff,until the dip in speed, which then occurs, when a piston is not inignition TDC, enables ignition TDC to be recognized. Onceignition TDC is recognized, the engine continues to run inunchanged state. Nevertheless, the maximum torque of theengine will be limited to protect the engine from damage. Theengine management (MCM) control unit (A4) can also regulatethe limp>home speed.i There is an atmospheric pressure sensor in the enginemanagement (MCM) control unit (A4) over which the air pressureDetermining the injection quantity:Determination of the injection volume independently of theaccelerator pedal position in order to achieve a secure enginestart with the lowest possible emission of pollutants. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>of the ambient air is determined for determination of the altitudeand the current altitude of the vehicle or engine can be engine starts with this initial, primarily temperature>dependent, start injection the engine does not start with the start injection amount, thenthe injection quantity will be continuously increased until theengine starts or the limit value for the max. start injectionquantity is reached. This is then maintained until the starter (M1)actuation is interrupted either by itself or after a specific time bythe engine management (MCM) control unit (A4), to protect thestarter (M1) against mechanical or thermal overload (start timelimit).If the engine starts, while the start>stop button on the electronicignition lock (EIS) (S1) or the engine start and engine stop button(S600) are still being pressed, and if it reaches a specific speed thenthe actuation of the starter (M1) is interrupted (starter dumpspeed).The pinion is pulled back out of the ring gear on the flywheel,while start actuation of the injection quantity changes over to theidle speed control. This changeover is known as starterdisengagement which exclusively results in a change of thecalculation method. Because the cold start ability of diesel enginesat low outside temperatures is restricted by the engine\'sincreasing resistance to rotation, lower combustion chambertemperatures and unfavorable fuel atomization conditions, undercertain conditions a pilot injection is contributes significantly to shorter starting times, to fastersmooth engine operation, to improved throttle response, to lowerwhite smoke emission, to less pollutant emissions and lower ination of the engine speed andcrankshaft angle, functionDetermination of the compression strokeat cylinder 1, functionDetermination of coolant temperature,functionDetermination of air mass, functionDetermination of the fuel temperature,functionFuel supply, functionPage 53Page 54Page 55Page 56Page 57Page 91i
Introduction of engine OM 471 and exhaust aftertreatment > 09/2011 >43– This printout will not be recorded by the update service. Status: 09 / 2011 –
FunctionsGF07.16>W>2021HIdle speed control, function2.8.11ENGINE 471.9 in MODEL 963W07.16>1059>79Shown code (M5Z) Engine version Euro VIA4Engine management control unit(MCM)B600B601B602B606Crankshaft position sensorCamshaft position sensorFuel temperature sensorExhaust coolant temperaturesensorB608Charge air pressure andtemperature sensor in charge airpipeB622B638B621B617B611Temperature sensor downstreamof air filter (only for code (M5Z)Engine version Euro VI)Charge air temperature sensor incharge air housingExhaust gas recirculation (AGR)differential pressure sensorRail pressure sensorFuel filter module pressure sensorY642CAN 4Y608Y609Y610Y611Y612Y613Y621Drive train CANCylinder 1 fuel injectorCylinder 2 fuel injectorCylinder 3 fuel injectorCylinder 4 fuel injectorCylinder 5 fuel injectorCylinder 6 fuel injectorExhaust gas recirculationpositionerQuantity control valvei The idle speed is parameterized in the engine managementThe idle speed is regulated immediately after the startingprocedure or if the drive control (CPC) control unit (A3) recognizesthat the accelerator pedal is not being taking account of the idle speed specification from thedrive control (CPC) control unit (A3) and the current operatingcondition of the engine, the engine management (MCM) controlunit (A4) calculates the optimal start of actuation for the fuelinjectors as well as the optimum actuation period (injectionquantity) while also ensuring that the fuel is injected at thecorrect point in time, and in the correct quantities into therespective combustion chamber through appropriate actuation ofthe quantity control valve (Y642) and the fuel injectors for(MCM) control unit (A4). The drive control (CPC) control unit (A3)can, however, send its own request via the drive train CAN (CAN4), for example if the idle speed should be higher in order tooperate ancillary assemblies at their working higher rotational speed is basically always regulated. In otherwords, if the idle speed required by the drive control (CPC) controlunit (A3) is higher than the idle speed parameterized in theengine management (MCM) control unit (A4), then the speedrequired by the drive control (CPC) control unit (A3) is regulatedand vice versa.>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>cylinder 1 to 6 (Y608 to Y613).>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>44– This printout will not be recorded by the update service. Status: 09 / 2011 –
FunctionsThe injection quantity is constantly adjusted to the operatingcondition of the engine during the whole idling operation > e.g. ifthe load condition of the engine changes or a higher fuelrequirement exists (due to a low outside temperature).To calculate the injection quantity, the engine management(MCM) control unit (A4) mainly takes account of the followinginput factors:ffffEngine speedCoolant temperatureFuel temperatureLoad request (specified torque)Development of torque on the various cylinders can differ due totolerances and wear on the individual fuel injectors. This leads toirregular running of the engine, that is the rotational speed of thecrankshaft is slightly faster and slower. One particularly feels thisSmoke limitation, smooth running control and altitude correctionin the engine management (MCM) control unit (A4) can alsoinfluence the injection quantity (period of actuation) as well asthe start of actuation for the fuel injectors.>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>when idling. The smooth running control can respond to roughrunning because it actuates every injection nozzle individually. Itbalances out the rotational speed fluctuations through slightlydifferent injection quantities for the individual cylinder until allcylinders develop the same torque.>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>Smooth running controlThe smooth running control evens out injection amountdifferences of the individual fuel limitationThe fuel quantity is limited via the smoke limitation characteristicsso that virtually no output of smoke de correctionAltitude correction is primarily designed in such a way that therotor speed, the compressor outlet temperature and the turbineinlet temperature of the turbocharger, as well as the air/fuel ration (lambda), does not exceed or drop below established limits. Todo this, the exhaust gas recirculation rate (AGR rate), theactuation begin as well as the actuation period (injectionquantity) for fuel injectors for cylinder 1 to 6 (Y608 to Y613) order to reduce nitrous oxide emissions, the exhaust gasrecirculation (AGR) is active for a certain period of time duringidling mode (the AGR is switched off for longer periods in idlingmode so that the exhaust gas recirculation cooler is not sootedup).In the case of the exhaust gas recirculation (AGR), the suctionedout or supercharged fresh air is mixed with exhaust gas. This leadsto the situation where the oxygen content of the suctioned out orsupercharged air drops and its specific heat can therefore achieve a lower combustion temperature andthus reduced output of nitrogen oxides (NOx), whose proportionincreases with increasing combustion temperatures. The amountof exhaust gases produced is also ination of the engine speed andcrankshaft angle, functionDetermination of the compression strokeat cylinder 1, functionDetermination of coolant temperature,functionDetermination of air mass, functionDetermination of the fuel temperature,functionFunction of the specified engine torquecalculationFuel supply, functionExhaust gas recirculation, functionExhaust aftertreatment, functionVehicles with code (M5R) EEV engineversion and vehicles with code (M5Y) EuroV engine versionVehicles with code (M5Z) Euro VI engineversionPage 53Page 54Page 55Page 56Page 57Page 58Page 91Page 66Page 68Page 73i
Introduction of engine OM 471 and exhaust aftertreatment > 09/2011 >45– This printout will not be recorded by the update service. Status: 09 / 2011 –
FunctionsGF07.16>W>2022HENGINESWorking speed control, function2.8.11 471.9 in MODEL 963W07.16>1059>79Shown code (M5Z) Engine version Euro VIA4Engine management control unit(MCM)B600B601B602B606Crankshaft position sensorCamshaft position sensorFuel temperature sensorExhaust coolant temperaturesensorB608Charge air pressure andtemperature sensor in charge airpipeB622B638B621B617B611Temperature sensor downstreamof air filter (only for code (M5Z)Engine version Euro VI)Charge temperature sensor incharge air housingExhaust gas recirculation (AGR)differential pressure sensorRail pressure sensorFuel filter module pressure sensorY642CAN 4Y608Y609Y610Y611Y612Y613Y621Drive train CANCylinder 1 fuel injectorCylinder 2 fuel injectorCylinder 3 fuel injectorCylinder 4 fuel injectorCylinder 5 fuel injectorCylinder 6 fuel injectorExhaust gas recirculationpositionerQuantity control valveGeneral informationThe electronic working speed control takes place as soon as apower take>off is switched in. To do this up to three power take>offs can be parameterized differently according to the vehicleequipment. This means that for every power take>off differencecontrol specifications can be established according to the area ofuse of the vehicle and according to how the parameters for thepower take>off functions are set in the SCA (SCA) control unit (A7)or in the parameterizable special module (PSM) control unit (A22).Along with a range of other parameters it is possible, for example,to set the entry requirements such as \"parking brake tightened\"or \"transmission in neutral\", or the engine speed range ( speed, max. engine speed) as well as a torque is furthermore possible to set the working speed duringoperation of a power take>off over the accelerator pedal or thekeys on the multifunction steering wheel individually to arotational speed between 550 rpm and 750 rpm or to raise it overthe idle speed switch (S900) to a parameterizable value.>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>Regulation of the working speedUpon switching on of a power take>off its parameters for workingspeed control are transmitted by the SCA (SCA) control unit (A7)and the parameterizable special module (PSM) control unit (A22)via the CAN data bus system to the drive control (CPC) control unit(A3).The drive control (CPC) control unit (A3) passes on the parametervia the drive train CAN (CAN 4) to the engine management (MCM)control unit (A4) whereby it initially takes account of theparameters set in the parameterizable special module (PSM)control unit (A22) since these are super>imposed over theparameters set in the SCA (SCA) control unit (A7).This means: for vehicles with code (E3Y) PSM, body and trailerCAN ISO 11992 and for vehicles with code (E3Z) PSM, body CANISO 11898 instead of 11992 only the parameters in theparameterizable special module (PSM) control unit (A22) aretaken into account, independently of which parameters are set inthe SCA (SCA) control unit (A7).>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>46– This printout will not be recorded by the update service. Status: 09 / 2011 –
FunctionsUpon receipt of the appropriate information and while takingaccount of the current operating condition of the engine, theparameterizable special module (PSM) control unit (A4) computesthe now required actuation begin of the fuel injectors as well asthe necessary period of actuation (injection quantity) and ensuresthat the fuel is injected at the correct point in time and in thecorrect quantities into the respective combustion chamberthrough appropriate actuation of the quantity control valve(Y642) and the fuel injectors forcylinders 1 to 6 (Y608 to Y613).Changing the working speedIt is possible, dependent on the vehicle equipment andparameterization of the power take>off functions, to set theworking speed during operation of a power take>off over theaccelerator pedal or the keys on the multifunction steering wheelindividually to a rotational speed between 550 rpm and 750 rpmor to raise it over the idle speed switch (S900) to aparameterizable value in as far as the max. working speed is notexceeded and the min. working speed is always reached.i The working speed is only regulated if the appropriate power>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>f Changing the working speed over the multifunction steeringwheelThe working speed can be altered step by step in steps of 20 withthe aid of keys on the multifunction steering wheel. The keys onthe multifunction steering wheel are connected via a LIN data buswith the modular switch panel (MSF) control unit (A43) whichtransmits the entries via the interior CAN (CAN 2) to the centralgateway (CGW) control unit (A2) which, in turn, passes this on viathe frame>CAN (CAN 3) to the drive control (CPC) control unit(A3). The drive control (CPC) control unit (A3) compares thedesired working speed with the current one, the max. permissibleas well as the min. permissible working speed (if these wereparameterized), adapts the control specification and transmitsthis to the engine management (MCM) control unit (A4).The engine management (MCM) control unit (A4) alters theworking speed through appropriate actuation of the injectiontake>off is fully engaged.>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>f Changing the working speed with theaccelerator pedalIf the accelerator pedal is actuated and thus the position of theaccelerator pedal sensor (B44) alters then the drive control (CPC)control unit (A3) alters the control specification for the workingspeed and transmits this via the drive train CAN (CAN 4) to theengine management (MCM) control unit (A4). It takes account atthe same time of the parameters prescribed by the SCA (SCA)control unit (A7) or by the parameterizable special module (PSM)control unit (A22), according to the vehicle equipment as well asthe current actual rotational engine management (MCM) control unit (A4) increases theworking speed through appropriate actuation of the injectionquantity to the desired value and holds this constant.>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>f Changing the working speed using the idle speed switch (S900)One special task for regulation of the working speed is taken onby the idle speed switch (S900).This allows one to switch in the constant engine speed facilitywhich means that the engine management (MCM) control unit(A4) sets a single engine speed which has been parameterized andmaintains this constant, quite independently of the ty to the desired value and holds this constant.>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>Determination of the engine speed andcrankshaft angle, functionDetermination of the compression strokeat cylinder 1, functionDetermination of the coolant temperature,functionDetermination of air mass, functionDetermination of the fuel temperature,functionFuel supply, functionExhaust gas recirculation, functionExhaust aftertreatment, functionVehicles with code (M5R) Engine versionEEV and vehicles with code (M5Y) Engineversion Euro VVehicles with code (M5Z) Engine versionEuro VIPage 53Page 54Page 55Page 56Page 57Page 91Page 66Page 68Page 73i
Introduction of engine OM 471 and exhaust aftertreatment > 09/2011 >47– This printout will not be recorded by the update service. Status: 09 / 2011 –
FunctionsGF07.16>W>2023HENGINESDriving, function2.8.11 471.9 in MODEL 963W07.16>1060>79Shown code (M5Z) Engine version Euro VIA4Engine management control unit(MCM)B600B601B602B606Crankshaft position sensorCamshaft position sensorFuel temperature sensorExhaust coolant temperaturesensorB608Charge air pressure andtemperature sensor in charge airpipeB611Temperature sensor downstream ofair filter (only for code (M5Z)Engine version Euro VI)If the drive control (CPC) control unit (A3) does not demand anyidle or working speed control then this is normal driving mode. Indriving mode the injection quantity is primarily adjustedaccording to requests from the driver. This means that the torquespecification of the engine is primarily dependent on the positionof the accelerator pedal. It is only in certain situations that it canhappen that the engine speed is adapted independently of theaccelerator pedal position or of the specified torque request, forexample for downshifting for rotational speed comparisonbetween the main shaft and the countershaft.i The engine management (MCM) control unit (A4) can limit theIf the required engine torque is less than the current actual enginetorque, the engine management (MCM) control unit (A4) reducesthe injection quantity, and if the required engine torque isgreater than the current actual engine torque then it increasesthe injection quantity.B622B638CAN 4Y608Y609Y610B621B617Charge temperature sensor incharge air housingExhaust gas recirculation (AGR)differential pressure sensorRail pressure sensorFuel filter module pressure sensorDrive train CANCylinder 1 fuel injectorCylinder 2 fuel injectorCylinder 3 fuel injectorY642Y625Y624Y611Y612Y613Y621Cylinder 4 fuel injectorCylinder 5 fuel injectorCylinder 6 fuel injectorExhaust gas recirculationpositionerEngine brake solenoid valve, stage1Engine brake solenoid valve, stage2Quantity control valverequired engine torque sent by the drive control (CPC) controlunit (A3) for engine protection reasons, e.g. if the coolanttemperature exceeds a certain value or the engine has reached itsfinal or maximum governed rpm, to observe the legally prescribedIn normal driving mode the engine management (MCM) controlunit (A4) therefore first compares the engine specified torquecoming in from the drive control (CPC) control unit (A3), which isderived from the position of the accelerator pedal and madeavailable via the drive train CAN (CAN 4), with the current actualengine torque which represents the real operating conditions ofthe engine.>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>maximum speed or to limit it due to a control interventionfunction of the ABS (ABS) or the acceleration skid control (ASR).Limitation of the required engine torque always leads tolimitation of the injection quantity.>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>48– This printout will not be recorded by the update service. Status: 09 / 2011 –
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