Engine OM 471 PDF

Introduction of engine OM 471 and
exhaust aftertreatment
Introduction into Service Manual
Introduction of engine OM 471 and exhaust aftertreatment
Daimler AG, GSP/OI, HPC R 822, D-70546 Stuttgart

Bestell-Nr. 6517 1260 02 - HLI 000 000 02 82 – Printed in Germany – 09/11
– This printout will not be recorded by the update service. Status: 09 / 2011 –
Mercedes>Benz Service

Technical status 01.09.2011
Daimler AG . Technical Information and Workshop Equipment(GSP/OI)

D$70546 Stuttgart
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©2011 by Daimler AG
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Any further processing or use requires the previous written consent of
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Image no. of title image: W00.01>1015>00
Order no. of this publication: 6517 1260 02 > HLI 000 000 02 82
09/11
Preface
SN00.00>W>0001>01HD Preface
The intention behind this brochure is to introduce you to the new

6>cylinder inline diesel engine OM 471 along with the new
exhaust aftertreatment system (EATS).
This brochure is intended for the technical personnel entrusted
with the maintenance and repair of Mercedes>Benz trucks.
The content of this brochure is split up into:

• as>built configuration descriptions
• function descriptions
• component descriptions
All the data listed in this brochure correspond with the technical
status as per September 2011.
Any changes or supplements hereto will be published in the
Workshop Information System (WIS) only.
Additional documents for the OM 471 engine and the EATS, such
as maintenance and repair instructions or wiring diagrams are
also available in the Workshop Information System (WIS).
Mercedes>Benz
W‘rth plant, GSP/TTM
September 2011
i Introduction of engine OM 471 and exhaust aftertreatment > 09/2011 > 1
Contents
SN00.00>W>0110HA Overview of as>built configuration and function descriptions 2.8.11
ENGINES 471.9
Overview of new features

Engine OM!471 Page 10
Technical data of diesel engine OM 471 Page 11
As>built configuration
descriptions
Cylinder head cover, as>built configuration Page 12
Cylinder head, as>built configuration Page 13
Cylinder head gasket, as>built configuration Page 18
Crankcase as>built configuration Page 19
Connecting rod, as>built configuration Page 21
Piston, as>built configuration Page 22
Crankshaft, as>built configuration Page 23
Valve control; as>built configuration Page 24
Gear drive, as>built configuration Page 29
Camshaft, as>built configuration Page 31
Belt drive, as>built configuration Page 32
Function descriptions
Crankcase ventilation system function Page 34
Charging, function Page 35
Engine management, function Page 37

Engine management, overall network Page 39
Engine management, behavior in the event Page 40
of malfunctions
Start procedure, function Page 42

Idle speed control, function Page 44
Working speed control, function Page 46
Driving, function Page 48
Engine shutoff procedure, function Page 50
Determination of the engine speed and Page 53
crankshaft angle, function
Determination of the compression stroke at Page 54

cylinder 1, function
Contents
Determination of coolant temperature, Page 55

function
Determination of air mass, function Page 56

Determination of the fuel temperature, Page 57
function
Function of the specified engine torque Page 58

calculation
Engine brake, function Page 60
Exhaust gas recirculation, function Page 66
Exhaust aftertreatment, function Vehicles with code (M5R) Engine version Page 68
EEV and vehicles with code (M5Y) Engine
version Euro V
Vehicles with code (M5Z) Engine version Page 73

Euro VI
Exhaust aftertreatment, overall network Page 79
Engine oil circuit, function Page 80

Engine oil circuit, diagram Page 82
Coolant circuit, function Page 83

Coolant circuit, diagram Page 86
Engine cooling thermal management, i Only in vehicles with code (M7T) Page 87
function Coolant pump, controlled.
Engine cooling thermal management, Page 90

overall network
Fuel supply, function Page 91

Fuel low pressure circuit function Vehicles with code (M5R) Engine version Page 93
version Euro V

Euro VI
Fuel high pressure circuit function Page 100
Component descriptions
Central gateway control unit (CGW), A2 Page 101

component description
Contents
Component description drive control (CPC) A3 Page 102

control unit
Component description for engine A4 Page 103

management (MCM) control unit
Electronic Brake Control control unit (EBS), A10b, A10c Page 105
Parameterizable special module (PSM) A22 Page 106

control unit component description
Battery disconnect switch control unit, A33 Page 107

i Only in vehicles with one of the
following 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 AT
• Code (E5Z) Accessories, ADR
• Code (E9D) Preinstallation, for bipolar
battery disconnect switch
• Code (E9E) ADR preinstallation, without
chassis shielding
Radiator shutters, component description A54, A55 Page 109
i Only in vehicles with code (M7K)

Radiator shutters.
EATU output NOx sensor, component A57, A57 b1 Page 110

description
Vehicles with code (M5R) Engine version
version Euro V

Euro VI
Pump module, component description A58, M25 Page 115

Exhaust aftertreatment (ACM) control unit, A60 Page 117
version Euro V

Euro VI
AdBlue metering device, component A67 Page 121

description
EATU input NOx sensor, component A70, A70 b1 Page 123

description
version Euro V
Contents

Euro VI
Auxiliary heater heating unit, component A901 Page 128

description
i Only in vehicles with code (D6M)
Auxiliary water heater, cab or code (D6N)
Auxiliary water heater, cab and electric
motor.
Auxiliary heater coolant circulation pump, A901 M2 Page 130

i Only in vehicles with code (D6M)
Auxiliary water heater, cab or code (D6N)
Auxiliary water heater, cab and electric
motor.
Travel and speed sensor, component B18 Page 131

description
Exhaust pressure sensor upstream of diesel B37 Page 132

oxidation catalytic converter, component
description i Only for vehicles with code (M5Z)
Engine version Euro VI.
Exhaust pressure sensor downstream of B38 Page 133

diesel particulate filter, component
Component description for accelerator B44 Page 134

pedal sensor
Exhaust temperature sensor upstream of B67 Page 135

diesel oxidation catalytic converter,
component description i Only for vehicles with code (M5Z)
Exhaust temperature sensor downstream of B68 Page 136

diesel oxidation catalytic converter, top,

diesel oxidation catalytic converter, bottom,


SCR catalytic converter, component
description i Only in vehicles with code (M5R) Engine
version EEV and in vehicles with code
(M5Y) Engine version Euro V.

SCR catalytic converter, component
description Vehicles with code (M5R) Engine version
version Euro V
Contents

Euro VI
AdBlue fill level sensor/temperature sensor, B74 Page 142

Coolant pressure control sensor, component B87 Page 144

description
i Only in vehicles with code (B3H)
Secondary water retarder.
Component description for crankshaft B600 Page 145

position sensor
Component description for camshaft B601 Page 146

position sensor
Component description for fuel B602 Page 147

temperature sensor
Oil pressure sensor, description of B604 Page 148

components
Component description for engine oil fill B605 Page 149

level sensor
Component description for exhaust coolant B606 Page 150

temperature sensor
Component description for intake coolant B607 Page 151

temperature sensor
Charge air pressure and temperature sensor B608 Page 152

in charge air pipe, component description
Turbine wheel rpm sensor, component B610 Page 153

description
i Only for vehicles with code (M5Z)
Component description for temperature B611 Page 154

sensor downstream of air filter
Charge air temperature sensor in charge air B617 Page 155

housing, component description
Exhaust gas recirculation differential B621 Page 156

pressure sensor, component description
Component description for rail pressure B622 Page 157

sensor
Diesel fuel metering device, component B625, B626, Y628, Y629 Page 158
description
Fuel filter module pressure sensor, B638 Page 159

Contents
Component description for coolant pump B640, Y631 Page 160
i Only in vehicles with code (M7T)

Coolant pump, controlled.
No component description was created for
vehicles with a rigid coolant pump.
Residual heat pump, component description M20 Page 162
i Only in vehicles with code (D6I)

Residual heat utilization.
Tachograph (TCO) component description P1 Page 163

Electronic ignition lock (EIS), component S1 Page 164
description
EMERGENCY OFF switch, component S30 Page 165

description
following codes:
including AT
chassis shielding
EMERGENCY OFF switch frame, component S31 Page 166

description
following codes:
including AT
chassis shielding
Engine start and engine stop button, S600 Page 167

Heating shutoff valve, component Y49 Page 168

description
Coolant pressure control solenoid valve, Y53 Page 169

Contents
Component description for fuel injectors Y608. to Y613 Page 170

Component description for the Y616, Y616 b1 Page 174
electromagnetic viscous coupling
Component description for exhaust gas Y621 Page 176

recirculation controller
Component description for engine brake Y624, Y625 Page 178

solenoid valve
AdBlue“ heater coolant solenoid valve, Y627 Page 180

Component description for boost pressure Y636 Page 181

regulator
Component description for quantity control Y642 Page 182

valve
Oil separator component description Page 183

Component description for fuel system high Page 184
pressure pump
Pressure limiting valve, component Page 185

description
Component description for turbocharger Page 186

Component description for exhaust gas Page 187
recirculation cooler
Component description for AdBlue tank Page 188

Component description for oil pump Page 189
Oil/coolant module, component description Page 191
Oil thermostat, component description Page 193
Component description for oil/water heat Page 194
exchanger
Component description for coolant Page 195

thermostat
Retarder, component description i Only in vehicles with code (B3H) Page 197
Component description for fuel pump Page 203

Component description for fuel cooler Page 204
Component description for fuel filter Page 205
module
Diesel oxidation catalytic converter, i Only for vehicles with code (M5Z) Page 208
component description Engine version Euro VI.
Component description for SCR catalytic Vehicles with code (M5R) Engine version Page 209
converter EEV and vehicles with code (M5Y) Engine
version Euro V

Euro VI
Exhaust aftertreatment unit, component Vehicles with code (M5R) Engine version Page 213
description EEV and vehicles with code (M5Y) Engine
version Euro V
Contents

Euro VI
Diesel particulate filter of exhaust i Only for vehicles with code (M5Z) Page 218
aftertreatment unit, component description Engine version Euro VI.
Nozzle unit for DPF regeneration, i Only for vehicles with code (M5Z) Page 220
component description Engine version Euro VI.
Heating system heat exchanger, component Page 221

description
Engine
SN00.00>W>0002>04H Engine OM!471
W01.10>1090>09
1 Amplified Pressure Common>Rail 4 Fuel filter module 9 Cooled and regulated exhaust gas
System (APCRS) 5 Compressor recirculation (AGR)
2 Diesel fuel>metering device (for 6 Power steering pump
regeneration of diesel particulate 7 Oil separator for crankcase G2 Generator
filter (DPF)) ventilation system
3 Oil/coolant module 8 Turbocharger
The engine OM 471 is the first 6>cylinder inline engine with two The OM 471 engine is available in four output stages between 310
overhead camshafts to be used in a Mercedes>Benz commercial and 375 kW.
vehicle. Advantages of new 6>cylinder inline engine:
Both camshafts are driven by a gear drive which is located at the • Lower fuel consumption in relation to high output
output side of the engine. The position of this drive gear makes a • Smooth running characteristics, whereby only four
major contribution to reducing noise emission. counterweights are required on the crankshaft
• Excellent application capability for the various emissions
The extremely compact design of the engine is based on the standards
optimized cylinder liner concept in which the overhead seat is • Implementation of particularly high combustion pressures of
located at the bottom in the crankcase > this design measure up to 230 bar
allows the gap between the cylinders to be reduced considerably.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
The positive properties of the new engine have been made

possible by a variety of new technical developments:
• The new injection system, the amplified pressure common • The completely redesigned engine brake system has an even
rail system (APCRS) (1), is the first common rail system to be higher braking power.
used in Mercedes>Benz commercial vehicles that minimizes • The cooled and regulated exhaust gas recirculation (EGR) (9)
the quantity of fuel required for combustion. The advantage and the diesel particulate filter (DPF) as well as the modified
of this system lies in the fact that the rail and high>pressure oil separator of the crankcase ventilation system (7) ensure
lines have a relatively low pressure of 900 bar, and the fuel that tomorrow's emissions regulations can also be met.
pressure required for injecting into the injector is generated, • The regulated coolant pump installed in the oil/coolant
which has a particularly positive effect on material loads and module (3), which has already been installed in Actros
therefore on component longevity. vehicles, also contributes to fuel economy.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
i With each maintenance and repair work to the engine as well To avoid any damage, when conducting repair work not only the
as to the ancillary assemblies and detachable parts comes the specified special tools must be used along with observance of the
danger of property damage caused by soiling and foreign bodies. WIS repair instructions, but in addition to this special care must be
The high pressure diesel injection system, the intake system and given to cleanliness at the workbay.
the oil circuit, in particular, are at risk here. Additional information is available in the document
AH00.00>N>5000>01H.
10
Technical data
SN00.00>W>0002>05H Technical data of diesel engine OM 471
General information
OM 471
Displacement (l) 12,8
No. of cylinders 6 (in line)
Valve control DOHC
Valve number for each cylinder 2/2
(intake/exhaust)
Idle speed (rpm) 560
Compression ratio (f) 17,3
Stroke (mm) 156
Stroke:bore ratio 1,18
Weight (kg) approx. 1200
Power categories
OM 471 with OM 471 with OM 471 with OM 471 with
code M3A code M3B code M3C code M3D
Output (kW) 310 330 350 375
Output (horsepower) 421 449 476 510
Torque (Nm) 2100 2200 2300 2500
Piston
OM 471
Diameter (mm) 132
Overall height (mm) 113
Compression height (mm) 75
Shank length 71,65
Piston pin
OM 471
Inside diameter (mm) 23.5
Outside diameter (mm) 58
Length (mm) 88
Fuel system
OM 471
Rail pressure, max. (bar) 900
Crankshaft bearing
OM 471
Diameter (mm) 114
Width (mm) 36
Connecting rod
OM 471
Length (mm) 268
Connecting rod bearing

OM 471
Diameter (mm) 95
Width (mm) 36,4
Crankcase, cylinder liner (wet)

OM 471
Cylinder diameter (mm) 132
Cylinder distance (mm) 165
As>built configurations
GF01.20>W>0801H Cylinder head cover, as>built configuration 1.7.11
ENGINES 471.9
1 Cylinder head cover

2 Prefilter
3 Elastomer element
4 Elastomer seal
x Direction of travel
W01.20>1046>76
The cylinder head cover (1) consists of plastic and, on the one For acoustic decoupling of the cylinder head cover (1) an
hand, prevents ingress of water and foreign objects into the valve elastomer element (3) is inserted in all through holes which serve
assembly. On the other hand it seals the camshaft case to the to attach the cylinder head cover (1) to the camshaft case. The
outside using an elastomer seal (4) and prevents escape of the elastomer elements (3) reduce noise emissions and possible
engine oil used to lubricate the valve assembly. damage which can occur due to vibrations.
A prefilter (2) is integrated in the cylinder head cover (1). The
prefilter (2) ensures that the engine oil which is swirled by the
valve assembly and mixes with the blow>by gases is roughly
separated before the blow>by gases are passed on to the oil
separator for the crankcase ventilation system.
12
GF01.30>W>0800H Cylinder head, as>built configuration 1.7.11
ENGINES 471.9
The engine OM 471 has a one>piece cylinder head.

There are two intake valves and two exhaust valves for each
cylinder in the cylinder head. The narrow engine design means
that overall a symmetrical location of the valves can ensue. This
symmetrical valve pattern is optimum for the combustion.
W01.30>1105>78
Tightening procedure for cylinder head

bolts
1 > 38 Cylinder head bolt (M15¥2) 39 Bolt (M10) 40 Bolt (M10)
Cylinder head bolts

In order to ensure that the correct bolts are used when installing As the cylinder head bolts elongate due to assembly, the shank
the cylinder head, on each bolt head there is an embossing which length for each bolt which has already been used once must be
provides information on the thread strength of the respective measured before it is reassembled.
cylinder head bolt. The relevant bolt must be replaced when the permissible shank
The cylinder head bolts have the M15 2 thread and therefore have length is exceeded.
the embossing "15".
All the cylinder head bolts must be tightened in four stages as per i The cylinder head bolts are no longer assembled when the
a set tightening pattern. The tightening torques and the valve assembly is mounted. The valve assembly must be removed
tightening angle can be obtained from the repair instructions. before dismantling the cylinder head.
41 Intake ports
42 Threaded holes for the charge air
manifold attachment
W01.30>1122>76
43 Exhaust ducts
44 Threaded holes for the charge air
manifold attachment
W01.30>1123>76
14
45 Connectors for coolant collector block
W01.30>1124>76
46 Inlet valves
47 Exhaust valves
48 Bores for the fuel injectors
W01.30>1125>76
49 OiI overflow holes from cylinder
crankcase to cylinder head
50 Oil return flow openings or oil return
flow holes from cylinder head to
cylinder crankcase
W01.30>1126>76
51 Coolant short>circuit channel from
cylinder head to cylinder crankcase
52 Coolant overflow holes from cylinder
crankcase to cylinder head
W01.30>1127>76
16
Cooling levers
53 Lower cooling level
54 Upper cooling level
W01.30>1128>76
Cooling
The cylinder head has a divided coolant jacket. This means that After this the coolant flows into the upper cooling level (54) of the
the coolant, after it has flushed around the cylinders, flows into cylinder head and cools the valve guides. The coolant is collected
the cylinder head on the inlet side and on the exhaust side. The there and directed outwards.
advantage is that the coolant first flushes around the fuel
injectors and valve seat rings in the lower cooling level (53) of the
cylinder head.
GF01.30>W>0801H Cylinder head gasket, as>built configuration 1.7.11
ENGINES 471.9
Upper side of the cylinder head seal

OD Engine oil feed openings
OR Engine oil return opening
WR Coolant bypass duct opening
WZ Coolant feed opening
KG Opening for the blow>by duct to the
crankcase ventilation system
W01.30>1120>06
The cylinder head gasket consists of a number of layers of stainless
steel.
The cylinder head gasket at the engine oil feed openings (OD) and
at the coolant feed opening (WZ) is fitted with raised elastomer
elements through which the seal between the cylinder head and
the cylinder crankcase is improved.
18
GF01.40>W>0802H Crankcase as>built configuration 1.7.11
ENGINES 471.9
Crankcase from above, shown with coolant

ducts
1 Coolant bypass duct
2 Recess for oil>water heat exchanger
3 Coolant connection for fuel cooler
4 Coolant connection for compressor
5 Coolant connection for exhaust gas
recirculation positioner
6 Coolant overflow holes to the cylinder
head
7 Coolant return from the cylinder head
W01.40>1144>76
Crankcase from above, shown with oil
ducts
8 Oil hole closed longitudinally
9 Connection for the oil pressure sensor
10 Oil return duct from oil filter (for
changing the oil filter)
11 Oil feed from oil/coolant module
(from oil filter) to crankcase
12 Oil feed from crankcase (from the oil
pump) to
oil/coolant module
13 Oil hole closed off laterally
14 Bores for oil supply to the gear drive
W01.40>1145>76
15 Connection for oil supply of the 17 Oil return duct from turbocharger 20 OiI overflow holes to the cylinder
centrifuge on the oil separator to the 18 Connection for oil supply to the head
crankcase ventilation system turbocharger 21 Oil return ducts from cylinder head
16 Oil return duct from oil separator for 19 Oil hole closed off laterally
crankcase ventilation system x Direction of travel
Crankcase from below, shown with oil
ducts
22 Oil return duct to oil/coolant module
23 Oil return ducts to oil pan
W01.40>1146>76
Crankcase from below, shown with oil
ducts
24 Bores for oil supply to the oil spray
nozzles
25 Bores for oil supply to the main
bearing, crankshaft and connecting
rod bearing
W01.40>1147>76
The crankcase consists of cast iron and is characterized by the The following major assemblies and components are located on
following features: the crankcase:
f a high rigidity and low noise emissions due to the vertical
and horizontal reinforcements, as well as due to the design Right>hand side
form of the oil return ducts f Turbocharger
f a compact design due to the low distance from the cylinder f Starter
f Oil separator for crankcase ventilation system
The crankcase also has 1.5 mm recesses at the sealing surface to
the cylinder head for all coolant overflow holes to the cylinder Left>hand side
head (6) and for all oil overflow holes to the cylinder head (20). f Oil/coolant module
These serve to receive the respective elastomer elements in the f Engine management (MCM) control unit
cylinder head gasket. f Fuel filter module
f Fuel high pressure pump
f Compressor, power steering pump
20
GF03.10>W>0800H Connecting rod, as>built configuration 1.7.11
ENGINES 471.9
1 Connecting rod
2 Connecting rod small end (small)
3 Connecting rod bushing
4 Connecting>rod shank
5 Connecting rod big end
6 Connecting rod bearing shells
7 Connecting rod bearing cap
8 Stretch bolt
W03.10>1119>76
The connecting rods are forged in steel and are characterized by
their high strength.
The connecting point between the connecting rod (1) and the
connecting rod bearing cap (7) is cracked. This has the advantages,
amongst other things, that one has no offset after screwing
together both parts and the connecting rod bearing cap (7)
cannot slip.
A connecting rod bushing (3) is pressed into a small connecting

rod small end (2).
GF03.10>W>0801H Piston, as>built configuration 2.8.11
ENGINE 471.9
1 Piston
2 Combustion recess
3 Piston crown
4 Top land
5 Piston ring zone
6 1st piston ring
7 2nd piston ring
8 Oil scraper ring
9 Bolt eye
10 Piston skirt
11 Piston bolt circlip
12 Piston pin
13 Cooling duct
W03.10>1124>76
Feature
OM 471
Version Two piece
Material Steel
Weight (with spring steel sheet) 3,339 KG
Piston diameter 132 mm
Bolt diameter 58 mm
Surface friction optimized
Piston (1) Piston ring zone (5)

The piston (1) consists of a forged upper section and a forged The 1st piston ring (6), the 2nd piston ring (7) and the oil scraper
lower section, which are connected to each other by means of a ring (8) are located in the piston ring zone (5).
friction weld. The 1st piston ring (6), the 2nd piston ring (7) take on the task of
fine sealing to the crankcase.
Piston crown (3) The oil scraper ring (8) wipes off excess oil on the cylinder wall and
The piston crown (3) is fitted with a combustion recess (2). leads the oil back into the oil pan.
Through the combustion recess (2) the clearance volume is
partially transferred into the piston (1). Piston skirt (10)
The piston skirt (10) serves to guide the piston (1) into the cylinder
Top land (4) liner. It transfers the lateral forces to the cylinder wall.
The top land (4) protects the 1st piston ring (6) against excessively Located in the piston skirt (10) is the bolt eye (9) which supports
heating during the combustion process. the piston pin (12).
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
22
Cooling Protecting the contact surfaces
The piston (1) is cooled via an oil spray nozzle for each cylinder In order to protect the contact surfaces the friction, above all in
located in the crankcase. the startup phase of the engine, is reduced by the applied
The oil spray nozzle continuously sprays engine oil into an protective coatings. This allows a longer working life and engine
injection opening in the cooling duct (13). Due to the coaxial spray damage is avoided by the emergency running characteristics
direction of the oil spray nozzle the greatest possible throughput which result from the coating if the lubrication is faulty.
of engine oil is achieved in the cooling duct (13) and thus cooling
of the piston is improved significantly.
One further opening which is located on the opposite side serves
as a drain.
Additional bores in the cooling duct (13) serve to achieve better

lubrication of the piston pin (12) and the connecting rod bearing
bushing.
GF03.20>W>0800H Crankshaft, as>built configuration 2.8.11
ENGINE 471.9
1 Crankshaft bearing journals

2 Connecting rod bearing journals
3 Counterweight
Arrows Oil holes
W03.20>1216>06
The crankshaft is mounted in the crankcase with 7 crankshaft There are oil holes (arrows) on the crankshaft bearing journals (1)
bearing journals (1). and on the connecting rod journal (2) over which the crankshaft
Counterweights (3) are forged onto the webs to avoid vibrations bearing and connecting rod bearing are lubricated.
arising.
The crankshaft bearing journals (1) and the connecting rod
journals (2) are inductively hardened and ground in the surface
layer.
GF05.00>W>0800H Valve control; as>built configuration 1.7.11
ENGINES 471.9
Valve control overall

1 Exhaust rocker arm
2 Exhaust rocker arm with
hydroelement
3 Brake rocker arm
4 Exhaust rocker arm spindle
5 Drive gear for exhaust camshaft
6 Exhaust camshaft
7 Outlet valve
8 Valve spring
9 Intake rocker arm
10 Intake rocker arm spindle
11 Drive gear for intake camshaft
12 Intake camshaft
13 Inlet valve
14 Camshaft frame
W05.00>1033>06
The gas exchange system in the combustion chambers is
controlled via the valve control.
Components of the valve control include:

• Two upper recumbent camshafts > the intake camshaft (12)
and the exhaust camshaft (6), which are driven by the gear
drive via the pinion gear drive for the intake camshaft (11) or
via 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 intake
rocker arm (9) or exhaust rocker arm (1), the exhaust rocker
arm with hydroelement (2) as well as the brake rocker arm
(3) are mounted
• Two exhaust valves (7) and two intake valves (13) per
cylinder which are located symmetrically and pressed onto
their seat via the valve springs (8) if they are not actuated by
the corresponding rocker arm.
24
Valve control on the exhaust side
1 Exhaust rocker arm
2 Exhaust rocker arm with hydroelement
3 Brake rocker arm
6 Exhaust camshaft
7 Exhaust valves
8 Valve springs
19 Adjusting elements for adjusting the valve clearance
23 Adjusting element for engine brake
W05.00>1034>82
Design of the exhaust rocker arm spindle
(4)
15 Lubricating oil duct
16 Oil duct for cylinders 1 and 3
17 Oil duct for cylinders 4 and 6
W05.00>1035>75
W05.00>1036>01 W05.00>1037>01 W05.00>1038>01
Design of the rocker arm

1 Exhaust rocker arm 2 Exhaust rocker arm with 3 Brake rocker arm
18 Rocker arm roller hydroelement 18 Rocker arm roller
19 Adjusting element for adjusting the 18 Rocker arm roller 23 Adjusting element for engine brake
valve clearance 19 Adjusting element for adjusting the
20 Oil inlet hole valve clearance
20 Oil inlet hole
21 Piston
The valve control of the exhaust side is characterized by the fact The exhaust rocker arm (1) and exhaust rocker arm with
that every cylinder has three rocker arms > one exhaust rocker arm hydroelement (2) are each equipped with an adjusting element
(1), one exhaust rocker arm with hydroelement (2) and one brake for adjusting the valve clearance (19). The clearance between the
rocker arm (3). brake rocker arm (3) and exhaust rocker arm with hydroelement
All rocker arms are fitted with a rocker arm roller (18). Use of (2) is set using the adjusting element for the engine brake (23).
rocker arm rollers (18) means that wear between the respective The exhaust rocker arm (1), exhaust rocker arm with
actuation cams of the exhaust camshaft (6) and the corresponding hydroelement (2) and brake rocker arm (3) are mounted rotatable
rocker arm is reduced. The noise emission of the valve assembly is on the exhaust rocker arm spindle (4).
also reduced. The exhaust rocker arm spindle (4) is made out of solid material
due to the higher loads in the engine brake system and is fitted
with oil ducts > a lubricating oil duct (15) and two oil ducts for
operation of the engine brake.
Exhaust valve control for a deactivated engine brake

3 Brake rocker arm
6 Exhaust camshaft
7 Outlet valve
21 Piston
22 Check valve
Rotational movement of the camshaft is converted into linear travel by the exhaust cam on
the exhaust camshaft (6) and transferred to the associated exhaust rocker arm on the
exhaust rocker arm spindle (4). The exhaust rocker arms steer the linear travel in turn onto
the respective exhaust valves (7) which are opened and then closed again by the valve
springs.
Because the pistons (21) are pressed by a spring to their lower limit stop when the engine
brake is deactivated, no contact takes place between the brake rocker arms (3) and the
exhaust rocker arms with hydroelement (2) and the brake rocker arms (3) run in idle. This
serves to prevent any unnecessary piston (21) motion and therefore any unnecessary wear.
W05.00>1024>73
26
Exhaust valve control for an activated engine brake
3 Brake rocker arm
6 Exhaust camshaft
7 Outlet valve
21 Piston
22 Check valve
When in engine brake operation up to six exhaust valves (7), one per cylinder are opened as
follows, 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 to
them in engine brake operation via the oil inlet hole (20). If the corresponding brake rocker
arm (3) now presses on the piston (21), the check valve (22) is closed by the increased oil
pressure. Depressurization is prevented and the downward movement of the respective
brake rocker arm (3) is transmitted by the piston (21) onto the associated exhaust rocker arm
with hydroelement (2) which opens the respective exhaust valve (7).
W05.00>1025>73
Valve control on the inlet side

8 Valve springs
9 Intake rocker arm
12 Intake camshaft
13 Inlet valves
W05.00>1039>82
Design of the intake rocker arm spindle (10)
15 Lubricating oil duct
W05.00>1040>75
Design of the intake rocker arm (9)

9 Intake rocker arm
18 Rocker arm roller
Every cylinder is assigned to an intake rocker arm (9) for valve timing for the inlet side over
which the two intake valves (13) are actuated respectively.
All 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 the
corresponding intake rocker arm (9) is reduced. The noise emission of the valve assembly is
also reduced. W05.00>1041>01
The 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 is
fitted with a lubrication oil duct (15).
Each intake rocker arm (9) is fitted with two adjusters for adjusting the valve clearance (19).
Exhaust valve control

8 Valve springs
9 Intake rocker arm
12 Intake camshaft
13 Inlet valves
Rotational movement of the camshaft is converted into linear

travel over the cam on the intake camshaft (12) and on the
associated exhaust rocker arm (9) on the exhaust rocker arm
spindle (10). The intake rocker arms (9) in turn steer the linear
travel onto the respective intake valves (13) which are opened and
then closed again by the valve springs (8).
W05.00>1039>82
28
GF05.10>W>0801H Gear drive, as>built configuration 1.7.11
ENGINES 471.9 in MODEL 963
1 Crankshaft
2 Oil pump
3 Double intermediate wheel
4 Compressor
5 Intermediate gear
6 Power steering pump
7 Fuel high pressure pump
9 Intermediate gear
10 Exhaust camshaft
11 Intake camshaft
A Level 1
B Level 2
C Level 3
W01.40>1132>76
1 Crankshaft
2 Oil pump
4 Compressor
5 Intermediate gear
6 Power steering pump
7 Fuel high pressure pump
9 Intermediate gear
10 Exhaust camshaft
11 Intake camshaft
A Level 1
B Level 2
C Level 3
W01.40>1133>76
General Level 1 (A)
The gear drive is located on the output side of the engine. This Level 1 (C) includes the drive gear for the crankshaft (1), the drive
design allows the majority of major assemblies to be placed on the gear for the oil pump (2) and the double intermediate wheel (3).
engine side. The gears for level 1 (A) are helically geared.
The following components and major assemblies are driven by the
crankshaft (1) via the gear drive: Level 2 (B)
f Oil pump (2) Level 2 (B) includes the intermediate gear (5), the double
f Double intermediate gear (3) intermediate gear (8) as well as the drive gear for the fuel high>
f Compressor (4) pressure pump (7) and the compressor (4).
f Intermediate gear (5) The gears for level 2 (A) are straight geared.
f Power steering pump (6)
f Fuel high pressure pump (7) Level 3 (C)
f Double intermediate gear (8) Level 3 (C) includes the intermediate gear (9), the drive gear for
f Intermediate gear (9) the exhaust camshaft (10) and the drive gear for the intake
f Exhaust camshaft (10) camshaft (11).
f Intake camshaft (11) The gears for level 3 (A) are straight geared.
The driving power for the individual major assemblies and

components is spatially transferred to the following levels:
f Level 1 (A)
f Level 2 (B)
f Level 3 (C)
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Torque curve
The drive for the gear drive takes place over the crankshaft (1): The double intermediate gear (8) drives the gears for level 3 (C),
The drive gear for the crankshaft (1) drives the gears of Level 1 (A), that is the intermediate gear (9), and via the intermediate gear
that is the drive gear for the oil pump (2) and the double (9), the drive gear of the exhaust camshaft (10) and the drive gear
intermediate wheel (3). of the intake camshafts (11).
The gears for
Level 2 (B), that is the drive gear for the compressor (4) and the The power steering pump (6) is driven over a driver by the fuel
intermediate gear (5) are driven over the double intermediate high>pressure pump (7).
gear (3), and the double intermediate gear (8) and the drive gear
for the fuel high>pressure pump (7) are driven over the i The gear drive can be adjusted using a suitable special tool.
intermediate gear (5).
30
GF05.20>W>0800H Camshaft, as>built configuration 1.7.11
ENGINES 471.9
1 Exhaust camshaft
2 Intake camshaft
3 Drive gear for exhaust camshaft
4 Drive gear for intake camshaft
5 Exhaust cams
6 Brake cam
7 Intake cams
W05.20>1039>06
The engine OM 471 is the first 6>cylinder inline engine with two There are two exhaust cams (5) and a brake cam (6) on the exhaust
overhead camshafts to be used in a Mercedes>Benz commercial camshaft (1) per cylinder.
vehicle. The corresponding exhaust valves are opened via the exhaust
The exhaust camshaft (1) and the intake camshaft (2) are driven by cams (5) and the associated exhaust rocker arms on the exhaust
the gear drive for the exhaust camshaft (3) and the gear drive for rocker arm spindle.
the intake camshaft (4) via the pinion gear drive. For an activated engine brake, an exhaust valve is opened per
cylinder via the brake cam (6), shortly after beginning and before
There is an intake cam (7) on the intake camshaft (2) for each the end of the respective compression cycle.
cylinder. The corresponding intake valves are opened via the
intake cams (7) and the associated intake rocker arms on the
intake rocker arm spindle.
GF13.21>W>0800H Belt drive, as>built configuration 2.8.11
ENGINES 471.9 in MODEL 963, 964
General information
There are two different belt variants for belt drive of engine OM There is a double>clamping device for both variants, the so>called
471: tandem clamping device, used over which the basic belt drive
f Engine 471.9 with 2>belt drive (fan raised) poly>V belt and the poly>V belt is tensioned by the fan drive.
f Engine 471.9 with 3>belt drive (fan on the crankshaft)
The version as a 2 or 3 belt drive variant is dependent on a number

of factors including the size of the radiator unit, the positioning
height and the installed fan variants.
2>belt drive (fan raised)

1 Belt pulley (on vibration damper)
2 Tensioner pulley for poly>V belt (A)
(on the tandem clamping device)
3 Belt pulley (alternator)
4 Belt pulley (A/C compressor)*
5 Pulley
6 Belt pulley (coolant pump)
7 Pulley
8 Pulley
9 Guide pulley (on the tandem clamping
device)
10 Tensioner pulley for poly>V belt (B) (on
the tandem clamping device)
W13.21>1015>76
13 Belt pulley (fan drive) A Poly>V belt (basic belt drive) * if no A/C compressor is installed: backup
15 Fan clutch B Poly>V belt (fan drive) belt pulley
16 Tandem clamping device
For a 2>belt drive the fan clutch is located on the guide pulley (8) The poly>V belt (B) serves as the drive for the fan. For a rigid fan
which is in turn located on a bracket above the crankshaft axis. In clutch the gear ratio of the crankcase speed and fan speed i = 1.2.
this case one speaks about a raised fan.
The poly>V belt (A) drives the A/C compressor, the coolant pump
and the alternator.
32
3>belt drive (fan on crankshaft)
1 Belt pulley (on vibration damper)
2 Tensioner pulley for poly>V belt (A)
(on the tandem clamping device)
3 Belt pulley (alternator)
4 Belt pulley (A/C compressor)*
5 Pulley
6 Belt pulley (coolant pump)
7 Pulley
8 Pulley
9 Guide pulley (on the tandem clamping
device)
10 Tensioner pulley for poly>V belt (B) (on
the tandem clamping device)
11 Drive plate (fan drive)
12 Tensioning device for fan drive C (fan
drive)
13 Belt pulley (fan drive)
W13.21>1016>76
14 Drive plate (fan drive) A Poly>V belt (basic belt drive) * if no A/C compressor is installed: backup
15 Fan clutch B Poly>V belt (fan drive) belt pulley
16 Tandem clamping device C Poly>V belt (fan drive)
For a 3>belt drive the fan clutch (15) is mounted on a drive plate The poly>V belt (B) drives the guide pulley (8) which sits on an axle
(14) which is mounted rotatable on the belt pulley (1). The fan is with the drive plate (11). The poly>V belt (C) is driven over the
therefore located on the crankshaft axis. drive plate (11) which in turn drives the drive plate (14) lying on
the crankshaft axis.
The poly>V belt (A) drives the A/C compressor, the coolant pump For a rigid fan clutch the gear ratio of the crankcase speed and fan
and the alternator. speed i, also here = 1.2.
The poly>V belt (B) and (C) together drive the fan.
Functions
GF01.20>W>0001H Crankcase ventilation system function 1.7.11
The crankcase ventilation system is responsible for relieving the

pressure in the crankcase. To do this the gases are not led out of
the crankcase (blow>by gases) but are led into the air intake pipe
instead.
Since the blow>by gases contain engine oil it is led into an oil
separator so that oil does not get into the air intake pipe.
Sequence of the blow>by gases and the

engine oil
1 Oil separator (disk separator)
2 Vent line (from crankcase to oil
separator)
3 Vent line (from oil separator to air
intake pipe)
A Separated out engine oil

B Engine oil (to drive the centrifuge)
C Blow>by>gas (with engine oil)
D Blow>by>gas (clean)
W01.20>1047>76
The blow>by gas (C) generated by internal leakage at the piston The cleaned blow>by>gas (D) flows over the vent line (3) into the
rings, valve stem seals, turbocharger and compressor passes over air intake pipe.
the vent line (2) into the oil separator (1). A pressure regulating valve in the oil separator (1) regulates the
The engine oil separator (1). contained in the blow>by gas (C) is pressure in the crankcase.
separated off with the aid of a centrifuge.
The separated engine oil (A) runs downward along the inner wall i The crankcase ventilation system is maintenance free.
of the oil separator (1) and returns to the oil pan via the engine oil
drain.
Component description for oil separator Page 183
34
Functions
GF09.00>W>2000H Forced induction, function 20.7.11
W09.40>1213>79
Shown code (M5Z) Engine version Euro VI
1 Turbocharger
2 Charge air manifold 7 Valve Y636 Charge pressure positioner
3 Turbine wheel 8 Bypass opening
4 Vacuum cell A Intake air from air filter
5 Compressor impeller B610 Rpm sensor for turbine wheel B Charge air to charge air cooler
6 Shaft (only for code (M5Z) Engine version C Charge air from charge air cooler
Euro VI) D Exhaust
General
Charging to the engines of model series OM 471 takes place
through a turbocharger (1).
Through compression of the suctioned in air in the turbocharger
(1) a larger air mass is brought into the combustion chamber.
The following advantages result through this:

• An increase in the engine power and the torque
• Reduction of fuel consumption in comparison to not
supercharged diesel engines of the same power output
• Reduction of the pollutant emission
Function
The turbocharger (1) consists of a turbine and a compressor which In the charge air cooler the compacted air is cooled whereby the
are fitted to a joint shaft (6). air density of the fresh gas filling and thus the output of the
engine is increased.
The exhaust (D) flows over the turbine wheel (3) and causes this to
rotate. This rotational movement is transferred to the compressor The charge air then passes from the charge air cooler (C) via the
impeller (5) over the shaft (6). charge air manifold (2) into the individual cylinders.
Through the compressor impeller (5) the intake air is compacted
by the air filter (A) and passes over a charge air pipe to the charge
air cooler.
Functions
Boost pressure control and turbocharger
protection function, shown code (M5Z)
Engine version Euro VI
A4 Engine management control unit
(MCM)
B608 Charge air pressure and
temperature sensor in charge air
pipe
B610 Rpm sensor for turbine wheel
(only for code (M5Z) Engine version
Euro VI)
B611 Temperature sensor downstream of
air filter (only for code (M5Z) Engine
version Euro VI)
Y636 Charge pressure positioner
W09.40>1228>76
Boost pressure control (via wastegate) Turbocharger protection function
The engine management (MCM) control unit (A4) determines the For vehicles with code (M5Z) Engine version Euro VI the rotor
current boost pressure via the charge air pressure and speed of the turbocharger (1) as well as the temperature of the
temperature sensor in the charge air pipe (B608). intake air are monitored by the air filter (A) on the compressor
If the engine management (MCM) control unit (A4) recognizes inlet to protect the turbocharger.
that the current boost pressure is too high, it limits the boost This occurs with the aid of the turbine wheel rpm sensor (B610)
pressure in that it actuates the boost pressure regulator (Y636) and the temperature sensor downstream of air filter (B611).
with an appropriate pulse width modulated signal. The engine Since these sensors for vehicles with code (M5R) Engine version
management (MCM) control unit (A4) can use the duty cycle of EEV and vehicles with code (M5Y) Engine version Euro VI are not
this signal to influence the pressure (up to 2.8 bar) which should installed, the engine management (MCM) control unit (A4)
be applied to the vacuum cell (4). The valve (7) is opened over a orients itself on the ambient temperature and on the altitude the
linkage according to this pressure, so that more or less exhaust (D) vehicle is at. The latter is determined using the installed
is passed over the bypass opening (8) on the turbine wheel (3) atmospheric pressure sensor.
depending on how far it is opened. Dependent on the determined values and values stored in the
Since only part of the exhaust (D) hits the turbine wheel (3) the characteristics maps for the turbocharger protection function the
acceleration is not so strong anymore and the boost pressure engine management (MCM) control unit (A4) adapts the injection
drops. which leads to a lowering of the combustion temperature.
One indirect effect of actuation of the boost pressure regulator
(Y636) can be reduction of the rotor speed of the turbocharger.

Charge air pressure and temperature B608 Page 152

sensor in charge air pipe, component
description
Turbine wheel rpm sensor, component B610 Page 153

description

Component description for boost pressure Y636 Page 181

regulator
36
Functions
GF07.16>W>0003H Engine management, function 2.8.11
ENGINE 471.9 in MODEL 963
The central control and regulator unit for engine management, The engine management (MCM) control unit (A4) also ensures
which together with the EATS ensures that the engine runs under that the fuel is injected at exactly the right point in time and in
all operating conditions in as economical a manner as possible, the correct amount into the cylinders through exact, electrical
with low pollutant and low>noise, is the engine management actuation of fuel injectors for cylinder 1 to 6 (Y608 to Y613).
(MCM) control unit (A4).
It calculates the optimal beginning of injection as well as the
injection quantity required for combustion according to the
operating condition of the engine and the torque specification of
the drive control (CPC) control unit (A3).
W07.16>1056>79
Input signals, shown with code (M5Z) Euro B607 Intake coolant temperature sensor B621 Exhaust gas recirculation (AGR)
VI engine version B608 Charge air pressure and differential pressure sensor
A4 Engine management control unit temperature sensor in charge air B622 Rail pressure sensor
(MCM) pipe B638 Fuel filter module pressure sensor
B600 Crankshaft position sensor B611 Temperature sensor downstream of CAN 4 Drive train CAN
B601 Camshaft position sensor air filter (only for code (M5Z) S600 Engine start and engine stop
B602 Fuel temperature sensor Engine version Euro VI) button
B604 Oil pressure sensor B617 Charge air temperature sensor in Y621 Exhaust gas recirculation positioner
B606 Exhaust coolant temperature sensor charge air housing
The operating condition of the engine is determined based on The specified torque, which is calculated by the drive control (CPC)
input values from the following sensors: control unit (A3) from (among other things) the position of the
• Crankshaft position sensor (B600) accelerator pedal, is routed over the drive train CAN (CAN 4) to
• Camshaft position sensor (B601) the engine management (MCM) control unit (A4), which in turn
• Fuel temperature sensor (B602) sends the current engine torque and the maximum torque
• Exhaust coolant temperature sensor (B606) possible to the drive control (CPC) control unit (A3).
• Intake coolant temperature sensor (B607) The drive train CAN (CAN 4) and the drive control (CPC) control
• Charge air pressure and temperature sensor in charge air unit (A3) can also be used to exchange information with other
pipe (B608) electronic systems or control units.
• 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)
Functions
W07.16>1115>79
Output signals, shown with code (M5Z)
Euro VI engine version
A4 Engine management control unit Y610 Cylinder 3 fuel injector Y621 Exhaust gas recirculation positioner
(MCM) Y611 Cylinder 4 fuel injector Y624 Engine brake solenoid valve, stage 1
CAN 4 Drive train CAN Y612 Cylinder 5 fuel injector Y625 Engine brake solenoid valve, stage 2
Y608 Cylinder 1 fuel injector Y613 Cylinder 6 fuel injector Y642 Quantity control valve
Y609 Cylinder 2 fuel injector
After evaluation of the input signals the engine management If a fault occurs on the drive train CAN (CAN 4) or on a system
(MCM) control unit (A4) actuates the following actuators component for the engine management, the engine
depending on the engine operating conditions and the torque management (MCM) control unit (A4) proceeds according to a
specification from the drive control (CPC) control unit (A3): clearly defined pattern depending on the severity of the fault.
• Cylinder 1 fuel injector (Y608) Thus it will fall back on replacement values for less severe faults
• Cylinder 2 fuel injector (Y609) such as the failure of a sensor while it will go into emergency
• Cylinder 3 fuel injector (Y610) mode for severe faults such as failure of the drive train CAN (CAN
• Cylinder 4 fuel injector (Y611) 4).
• Cylinder 5 fuel injector (Y612) The driver is able to at least drive to the nearest workshop if there
• Cylinder 6 fuel injector (Y613) is a fault in the system.
• Exhaust gas recirculation positioner (Y621)
• Quantity control valve (Y642) i The engine management (MCM) control unit (A4) is part of
the DAS, to which also the electronic ignition lock (EIS) (S1) and
the transmission control unit (TCM) (A5) belong. If one of these
control units or the electronic ignition lock (EIS) (S1) is replaced,
then it must undergo teach>in using the Star Diagnosis in the DAS.
Engine management, overall network Page 39

Engine management behavior for Page 40
malfunctions
Start procedure, function Page 42

Idle speed control, function Page 44
Working speed control, function Page 46
Driving, function Page 48
Engine shutoff procedure, function Page 50
38
Functions
GF07.16>W>0003>01H Engine management, overall network
W07.16>1108>79
A1 Instrument cluster (ICUC) control unit A43 Modular switch panel (MSF) S1 Electronic ignition lock (EIS)
A2 Central gateway control unit (CGW) control unit S23 Right multifunction control lever
A3 Drive control (CPC) control unit A53 Driver assistance system (VRDU) S110 Left multifunction steering wheel
A4 Engine management control unit control unit button group
(MCM) A57 EATU output NOx sensor control S111 Right multifunction steering
A5 Transmission control (TCM) control unit wheel button group
unit A58 SCR control unit X100.16 Diagnostic socket
A7 Cab signal acquisition and actuation A60 Exhaust aftertreatment (ACM) X102.15 Trailer socket , 15>pin
module control unit (SCA) control unit X167.12 Electrical connector (telematics
A8 Frame signal acquisition and actuation A70 EATU input NOx sensor control platform (TP))
module control unit (SCH) unit X910 Electrical connector for body
A10 Antilock brake system (ABS) control CAN 1 Exterior>CAN manufacturers
unit, 4>channel CAN 2 Interior CAN XR>E1H CAN>H exterior cable weld point 1
A10b Electronic Brake Control (EBS) control CAN 3 Frame CAN XR>E1L CAN>L exterior cable weld point 1
unit (Wabco) CAN 4 Drive train CAN XR>E1M CAN>ground exterior cable weld
A10c Electronic Brake Control (EBS) control CAN 6d ESP“ brakes CAN point 1
unit (Knorr) CAN 7 Trailer CAN (PSM) Z1 Cab instrument panel CAN bus star
A11 Retarder control (RCM) control unit CAN 8 Body manufacturer CAN (PSM) point
A15 Front radar sensor (RDF) control unit CAN 9 Telematics CAN Z3 Frame CAN bus star point
A18 Electronic Air Processing Unit (EAPU) CAN 10 Diagnostic CAN Z4 Drive CAN bus star point
control unit CAN 12 Radar CAN
A22 Parameterizable special module (PSM) CAN 13 NOx>CAN
control unit LIN 3 Right multifunction control lever> ASIC ASIC data bus (Application System
A25 Electronic Stability Program (ESP“) LIN Integrated Circuit)
control unit (Wabco) LIN 6 LIN SCA/SCH redundancy
A25a Electronic Stability Program (ESP“) LIN 7 Button group LIN
control unit (Knorr) LIN 10 EAPU>LIN
A30 FleetBoard control unit
A33 Battery disconnect switch control unit
(BESO)
Functions
GF07.16>W>0003>02H Engine management behavior for
malfunctions
i If the engine management (MCM) control unit (A4) detects a

malfunction or a fault in the system or on a system component, it
proceeds in accordance with a precisely specified method
depending on the severity of the actual fault.
1 Response in the event of drive train CAN (CAN 4)

malfunction A failure of the drive train CAN (CAN 4) is detected by the engine
In order to achieve the greatest possible security against management (MCM) control unit (A4), and it switches to limp>
breakdowns, the signal line of the drive train CAN (CAN 4) is a home mode. If the engine speed at this stage is below the limp>
double line. The individual lines are designated as CAN Low and home mode speed, the engine speed is then maintained. In all
CAN High and are fed with reverse poled signals. Thus faults other cases, including after restarting the engine, the engine
which effect both lines simultaneously cancel each other out. management (MCM) control unit (A4) adjusts the limp>home
Faults which only occur on one CAN line also do not create mode speed, irrespective of the load.
confusion for data transmission since the message can be It is thus possible for the driver to at least bring the vehicle to the
reconstructed on the basis of the signal of the undisturbed line, nearest workshop.
i.e. the drive train CAN (CAN 4) is capable of operating over one
wire. i The limp>home mode is notified to the other systems and
The drive train CAN (CAN 4) only fails when both lines are displayed in the instrument cluster control unit (ICUC) (A1).
interrupted or there is a short>circuit with the battery voltage or There is also entry of the condition in the fault memory.
to ground.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
2 Response when camshaft position sensor (B601) fails 3 Response when crankshaft position sensor (B600) fails
If the camshaft position sensor (B601) fails when driving, then the If the crankshaft position sensor (B600) fails, then the engine
engine continues to run. Nevertheless, the maximum torque of management (MCM) control unit (A4) still receives the rpm signals
the engine will be limited to protect the engine from damage. from the crankshaft position sensor (B601).
The engine management (MCM) control unit (A4) can also Its pulses do not come so closely together as those from the
regulate the limp>home speed. crankshaft position sensor (B600) but they are still adequate for
If the camshaft position sensor (B601) fails to return any pulses calculating control time of the respective fuel injector. The time
during the startup phase, then in each case a portion of the determination will be somewhat less exact so optimum fuel
double firing, with which the engine is started, is cutoff, until the consumption or pollutant emission levels will not be achievable.
dip in speed, which then occurs, when a piston is not in ignition Furthermore, for engine protection reasons, the maximum torque
TDC, enables ignition TDC to be recognized. Once ignition TDC is of the engine is limited to about a half. The engine management
recognized, the engine continues to run in unchanged state. (MCM) control unit (A4) can also regulate the limp>home speed.
Nevertheless, the maximum torque of the engine will be limited
to protect the engine from damage. The engine management
(MCM) control unit (A4) can also regulate the limp>home speed.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
40
Functions
4 Response when a temperature sensor fails 5 Response when an exhaust gas recirculation (EGR)
If the values from a temperature sensor are implausible, or if a component fails
temperature sensor has an open circuit or a short circuit, the If the values of the charge air pressure and temperature sensor in
engine management (MCM) control unit (A4) continues to the charge air pipe (B608), the charge air temperature sensor in
operate with substitute values. the charge air housing (B617), the exhaust gas recirculation (EGR)
Own replacement values are stored for each temperature sensor differential pressure sensor (B621) or the exhaust gas recirculation
since the measurement values of the individual temperature positioner (Y621) are implausible, or if one of them suffers an
sensors can deviate from each other. It is not feasible for these to open circuit or a short circuit, the engine management (MCM)
be suitable for all operating conditions, however, which is why a control unit (A4) adjusts the limp>home mode speed and the
mild reduction in the maximum possible torque available takes engine's maximum torque is limited.
place.
i The fact that the limp>home strategy is alterable by the
manufacturer means that it is possible that the engine speed
remains unchanged and only the maximum torque of the engine
is limited.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
6 Response when atmospheric pressure sensor in engine

management (MCM) control unit (A4) fails
If 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 and • If the pressure sensor in the charge air pressure and
temperature sensor in the charge air pipe (B608) is intact, temperature sensor in the charge air pipe (B608) is also
the engine management (MCM) control unit (A4) uses the defective, the engine management (MCM) control unit (A4)
air pressure in the charge air housing during the start then uses the values of the previously>mentioned substitute
procedure and the values stored in a substitute characteristic characteristic for all operating conditions.
when the engine is running.
The reason why the engine management (MCM) control unit
(A4) falls back on values in a substitute characteristic while
the engine is running is because the charge pressure in the
charge air housing can differ according to the engine
loading and cannot therefore be used as the atmospheric
pressure.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
7 Response when engine management (MCM) control unit

(A4) fails
The engine management (MCM) control unit (A4) has only one In addition to information about the type of fault and possibly
host CPU, and no limp>home mode CPU. also a measurement value, the engine control (MR) also stores
If the host CPU fails the engine stops and cannot be started information about whether the fault is current or just transient or
anymore. occurs sporadically. The fault memory can also be automatically
The drive control (CPC) control unit (A3) however is capable of deleted again, of course, for less serious faults if the stored fault
diagnosing the failure of the engine management (MCM) control does not occur again within the next 50 hours. In order to avoid
unit (A4) by reading out the fault memory, so that diagnosis is still coming to wrong conclusions when troubleshooting, please
possible. observe that certain operating conditions can lead to limitation of
the 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 a
switches to the limp>home mode when a severe fault occurs or if a reduced cooling output. The engine management (MCM) control
less serious fault occurs it operates using substitute values, it saves unit (A4) determines an increase in coolant temperature and
every fault that occurs and notifies the driver of them by means of limits the engine's maximum torque so that the coolant
an appropriate display in the instrument cluster (ICUC) control temperature limit is not exceeded.
unit (A1).
Functions
GF07.00>W>2001H Start procedure, function 2.8.11
W07.16>1058>79
A4 Engine management control unit B611 Temperature sensor downstream CAN 4 Drive train CAN
(MCM) of air filter (only for code (M5Z) M1 Starter
B600 Crankshaft position sensor Engine version Euro VI) S600 'Engine start and engine stop
B601 Camshaft position sensor B617 Charge air temperature sensor in button
B602 Fuel temperature sensor charge air housing Y608 Cylinder 1 fuel injector
B606 Exhaust coolant temperature B621 Exhaust gas recirculation (EGR) Y609 Cylinder 2 fuel injector
sensor differential pressure sensor Y610 Cylinder 3 fuel injector
B608 Charge air pressure and B622 Rail pressure sensor Y611 Cylinder 4 fuel injector
temperature sensor in charge air B638 Fuel filter module pressure sensor Y612 Cylinder 5 fuel injector
pipe Y613 Cylinder 6 fuel injector
Y642 Quantity control valve
General information Requirements

The engine start procedure is initiated when a corresponding start • Voltage supply (terminal 30 and terminal 15) on the engine
request through the drive train CAN (CAN 4) is present, e.g. when management (MCM) control unit (A4) (ignition switched on)
starting the engine using the electronic ignition lock (EIS) (S1) or • Electronic immobilizer deactivated by DAS and start enable
through the parameterizable special module (PSM) control unit issued by electronic ignition lock (EIS) (S1), i.e. the inserted
(A22), or through corresponding operation of the engine start transmitter key is authorized
and engine stop button (S600). • Starter lockout canceled, i.e.:
> Transmission in neutral (only for start request using
engine start and engine stop button (S600))
> Power take>off, where present, switched off
> Engine stopped or engine speed is <50 rpm
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
42
Functions
Function
If all requirements are met and if the engine start and engine stop Only then can the actuation begin for the fuel injectors for
button (S600) is pressed or a corresponding message with the start cylinder 1 and 6 (Y608 and Y613), calculated while taking account
request is received over the drive train CAN (CAN 4), e.g. when the of the current operating condition of the engine.
start>stop button on the electronic ignition lock (EIS) (S1) is At the same time, the engine management (MCM) control unit
pushed to the start position (Stage 2) and held there or the (A4) calculates the required injection quantity for combustion and
parameterizable special module (PSM) control unit (A22) sends a initiates the injection of this at the correct point in time into the
corresponding message with the start request, the engine combustion chambers of cylinders 1 and 6 through appropriate
management (MCM) control unit (A4) actuates the starter's actuation of the quantity control valves (Y642) and fuel injectors
starter solenoid (M1) through a series relay. for cylinder 1 and 6 (Y608 and Y613).
The starter (M1) sets the engine in motion and the engine This so>called double ignition serves to accelerate the starting
management (MCM) control unit (A4) checks whether the starter procedure. It is continued (afterwards follow cylinders 5 and 2, 3
(M1) is turning the engine at the specified minimum speed. and 4, then further with 1 and 6, etc.), until the ignition TDC of
It also waits until it can recognize from crankshaft position sensor cylinder 1 is recognized with the aid of the camshaft position
signals (B600) when cylinders 1 and 6 are at top dead center (TDC). sensor (B601).
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
i If the camshaft position sensor (B601) fails to return any The injection quantity selected for the starting procedure is
pulses, then in each case a portion of the double firing is cutoff, primarily geared to the coolant temperature, which is determined
until the dip in speed, which then occurs, when a piston is not in by the engine management (MCM) control unit (A4) via the
ignition TDC, enables ignition TDC to be recognized. Once exhaust coolant temperature sensor (B606).
ignition TDC is recognized, the engine continues to run in Further influencing factors for the injection quantity during the
unchanged state. Nevertheless, the maximum torque of the starting procedure are the current engine speed as well as the
engine will be limited to protect the engine from damage. The geographical altitude at which the vehicle or engine is located.
engine management (MCM) control unit (A4) can also regulate
the limp>home speed. i There is an atmospheric pressure sensor in the engine
management (MCM) control unit (A4) over which the air pressure
Determining the injection quantity: of the ambient air is determined for determination of the altitude
Determination of the injection volume independently of the and the current altitude of the vehicle or engine can be deduced.
accelerator pedal position in order to achieve a secure engine
start with the lowest possible emission of pollutants.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
The engine starts with this initial, primarily temperature> The pinion is pulled back out of the ring gear on the flywheel,
dependent, start injection quantity. while start actuation of the injection quantity changes over to the
If the engine does not start with the start injection amount, then idle speed control. This changeover is known as starter
the injection quantity will be continuously increased until the disengagement which exclusively results in a change of the
engine starts or the limit value for the max. start injection calculation method. Because the cold start ability of diesel engines
quantity is reached. This is then maintained until the starter (M1) at low outside temperatures is restricted by the engine's
actuation is interrupted either by itself or after a specific time by increasing resistance to rotation, lower combustion chamber
the engine management (MCM) control unit (A4), to protect the temperatures and unfavorable fuel atomization conditions, under
starter (M1) against mechanical or thermal overload (start time certain conditions a pilot injection is conducted.
limit). This contributes significantly to shorter starting times, to faster
If the engine starts, while the start>stop button on the electronic smooth engine operation, to improved throttle response, to lower
ignition lock (EIS) (S1) or the engine start and engine stop button white smoke emission, to less pollutant emissions and lower noise
(S600) are still being pressed, and if it reaches a specific speed then emissions.
the actuation of the starter (M1) is interrupted (starter dump
speed).

Determination of the compression stroke Page 54

at cylinder 1, function

function

function
Functions
GF07.16>W>2021H Idle speed control, function 2.8.11
W07.16>1059>79
(MCM) of air filter (only for code (M5Z) Y608 Cylinder 1 fuel injector
B600 Crankshaft position sensor Engine version Euro VI) Y609 Cylinder 2 fuel injector
B601 Camshaft position sensor B617 Charge air temperature sensor in Y610 Cylinder 3 fuel injector
B606 Exhaust coolant temperature B621 Exhaust gas recirculation (AGR) Y612 Cylinder 5 fuel injector
B608 Charge air pressure and B622 Rail pressure sensor Y621 Exhaust gas recirculation
temperature sensor in charge air B638 Fuel filter module pressure sensor positioner
pipe Y642 Quantity control valve
i The idle speed is parameterized in the engine management The idle speed is regulated immediately after the starting
(MCM) control unit (A4). The drive control (CPC) control unit (A3) procedure or if the drive control (CPC) control unit (A3) recognizes
can, however, send its own request via the drive train CAN (CAN that the accelerator pedal is not being actuated.
4), for example if the idle speed should be higher in order to While taking account of the idle speed specification from the
operate ancillary assemblies at their working speed. drive control (CPC) control unit (A3) and the current operating
The higher rotational speed is basically always regulated. In other condition of the engine, the engine management (MCM) control
words, if the idle speed required by the drive control (CPC) control unit (A4) calculates the optimal start of actuation for the fuel
unit (A3) is higher than the idle speed parameterized in the injectors as well as the optimum actuation period (injection
engine management (MCM) control unit (A4), then the speed quantity) while also ensuring that the fuel is injected at the
required by the drive control (CPC) control unit (A3) is regulated correct point in time, and in the correct quantities into the
and vice versa. respective combustion chamber through appropriate actuation of
the quantity control valve (Y642) and the fuel injectors for
cylinder 1 to 6 (Y608 to Y613).
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
44
Functions
The injection quantity is constantly adjusted to the operating Smoke limitation
condition of the engine during the whole idling operation > e.g. if The fuel quantity is limited via the smoke limitation characteristics
the load condition of the engine changes or a higher fuel so that virtually no output of smoke occurs.
requirement exists (due to a low outside temperature).
To calculate the injection quantity, the engine management Smooth running control
(MCM) control unit (A4) mainly takes account of the following The smooth running control evens out injection amount
input factors: differences of the individual fuel injectors.
f Engine speed
f Coolant temperature Development of torque on the various cylinders can differ due to
f Fuel temperature tolerances and wear on the individual fuel injectors. This leads to
f Load request (specified torque) irregular running of the engine, that is the rotational speed of the
crankshaft is slightly faster and slower. One particularly feels this
Smoke limitation, smooth running control and altitude correction when idling. The smooth running control can respond to rough
in the engine management (MCM) control unit (A4) can also running because it actuates every injection nozzle individually. It
influence the injection quantity (period of actuation) as well as balances out the rotational speed fluctuations through slightly
the start of actuation for the fuel injectors. different injection quantities for the individual cylinder until all
cylinders develop the same torque.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Altitude correction
Altitude correction is primarily designed in such a way that the In the case of the exhaust gas recirculation (AGR), the suctioned
rotor speed, the compressor outlet temperature and the turbine out or supercharged fresh air is mixed with exhaust gas. This leads
inlet temperature of the turbocharger, as well as the air/fuel ratio to the situation where the oxygen content of the suctioned out or
n (lambda), does not exceed or drop below established limits. To supercharged air drops and its specific heat increases.
do this, the exhaust gas recirculation rate (AGR rate), the One can therefore achieve a lower combustion temperature and
actuation begin as well as the actuation period (injection thus reduced output of nitrogen oxides (NOx), whose proportion
quantity) for fuel injectors for cylinder 1 to 6 (Y608 to Y613) are increases with increasing combustion temperatures. The amount
adapted. of exhaust gases produced is also reduced.
In order to reduce nitrous oxide emissions, the exhaust gas
recirculation (AGR) is active for a certain period of time during
idling mode (the AGR is switched off for longer periods in idling
mode so that the exhaust gas recirculation cooler is not sooted
up).



function

function

calculation

Exhaust aftertreatment, function Vehicles with code (M5R) EEV engine Page 68
version and vehicles with code (M5Y) Euro
V engine version
Vehicles with code (M5Z) Euro VI engine Page 73

version
Functions
GF07.16>W>2022H Working speed control, function 2.8.11
W07.16>1059>79
(MCM) of air filter (only for code (M5Z) Y608 Cylinder 1 fuel injector
B600 Crankshaft position sensor Engine version Euro VI) Y609 Cylinder 2 fuel injector
B601 Camshaft position sensor B617 Charge temperature sensor in Y610 Cylinder 3 fuel injector
B606 Exhaust coolant temperature B621 Exhaust gas recirculation (AGR) Y612 Cylinder 5 fuel injector
B608 Charge air pressure and B622 Rail pressure sensor Y621 Exhaust gas recirculation
temperature sensor in charge air B638 Fuel filter module pressure sensor positioner
pipe Y642 Quantity control valve
General information Regulation of the working speed

The electronic working speed control takes place as soon as a Upon switching on of a power take>off its parameters for working
power take>off is switched in. To do this up to three power take> speed control are transmitted by the SCA (SCA) control unit (A7)
offs can be parameterized differently according to the vehicle and the parameterizable special module (PSM) control unit (A22)
equipment. This means that for every power take>off difference via the CAN data bus system to the drive control (CPC) control unit
control specifications can be established according to the area of (A3).
use of the vehicle and according to how the parameters for the The drive control (CPC) control unit (A3) passes on the parameter
power take>off functions are set in the SCA (SCA) control unit (A7) via the drive train CAN (CAN 4) to the engine management (MCM)
or in the parameterizable special module (PSM) control unit (A22). control unit (A4) whereby it initially takes account of the
Along with a range of other parameters it is possible, for example, parameters set in the parameterizable special module (PSM)
to set the entry requirements such as "parking brake tightened" control unit (A22) since these are super>imposed over the
or "transmission in neutral", or the engine speed range (min. parameters set in the SCA (SCA) control unit (A7).
engine speed, max. engine speed) as well as a torque limitation. This means: for vehicles with code (E3Y) PSM, body and trailer
It is furthermore possible to set the working speed during CAN ISO 11992 and for vehicles with code (E3Z) PSM, body CAN
operation of a power take>off over the accelerator pedal or the ISO 11898 instead of 11992 only the parameters in the
keys on the multifunction steering wheel individually to a parameterizable special module (PSM) control unit (A22) are
rotational speed between 550 rpm and 750 rpm or to raise it over taken into account, independently of which parameters are set in
the idle speed switch (S900) to a parameterizable value. the SCA (SCA) control unit (A7).
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
46
Functions
Upon receipt of the appropriate information and while taking Changing the working speed
account of the current operating condition of the engine, the It is possible, dependent on the vehicle equipment and
parameterizable special module (PSM) control unit (A4) computes parameterization of the power take>off functions, to set the
the now required actuation begin of the fuel injectors as well as working speed during operation of a power take>off over the
the necessary period of actuation (injection quantity) and ensures accelerator pedal or the keys on the multifunction steering wheel
that the fuel is injected at the correct point in time and in the individually to a rotational speed between 550 rpm and 750 rpm
correct quantities into the respective combustion chamber or to raise it over the idle speed switch (S900) to a
through appropriate actuation of the quantity control valve parameterizable value in as far as the max. working speed is not
(Y642) and the fuel injectors for exceeded and the min. working speed is always reached.
cylinders 1 to 6 (Y608 to Y613).
i The working speed is only regulated if the appropriate power

take>off is fully engaged.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
f Changing the working speed with the f Changing the working speed over the multifunction steering
accelerator pedal wheel
If the accelerator pedal is actuated and thus the position of the The working speed can be altered step by step in steps of 20 with
accelerator pedal sensor (B44) alters then the drive control (CPC) the aid of keys on the multifunction steering wheel. The keys on
control unit (A3) alters the control specification for the working the multifunction steering wheel are connected via a LIN data bus
speed and transmits this via the drive train CAN (CAN 4) to the with the modular switch panel (MSF) control unit (A43) which
engine management (MCM) control unit (A4). It takes account at transmits the entries via the interior CAN (CAN 2) to the central
the same time of the parameters prescribed by the SCA (SCA) gateway (CGW) control unit (A2) which, in turn, passes this on via
control unit (A7) or by the parameterizable special module (PSM) the frame>CAN (CAN 3) to the drive control (CPC) control unit
control unit (A22), according to the vehicle equipment as well as (A3). The drive control (CPC) control unit (A3) compares the
the current actual rotational speed. desired working speed with the current one, the max. permissible
The engine management (MCM) control unit (A4) increases the as well as the min. permissible working speed (if these were
working speed through appropriate actuation of the injection parameterized), adapts the control specification and transmits
quantity to the desired value and holds this constant. this to the engine management (MCM) control unit (A4).
The engine management (MCM) control unit (A4) alters the
working speed through appropriate actuation of the injection
quantity 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 on
by the idle speed switch (S900).
This allows one to switch in the constant engine speed facility
which means that the engine management (MCM) control unit
(A4) sets a single engine speed which has been parameterized and
maintains this constant, quite independently of the loading
conditions.


Determination of the coolant temperature, Page 55

function

function

version Euro V

Euro VI
Functions
GF07.16>W>2023H Driving, function 2.8.11
W07.16>1060>79
A4 Engine management control unit B617 Charge temperature sensor in Y611 Cylinder 4 fuel injector
(MCM) charge air housing Y612 Cylinder 5 fuel injector
B600 Crankshaft position sensor B621 Exhaust gas recirculation (AGR) Y613 Cylinder 6 fuel injector
B601 Camshaft position sensor differential pressure sensor Y621 Exhaust gas recirculation
B602 Fuel temperature sensor B622 Rail pressure sensor positioner
B606 Exhaust coolant temperature B638 Fuel filter module pressure sensor Y624 Engine brake solenoid valve, stage
sensor CAN 4 Drive train CAN 1
B608 Charge air pressure and Y608 Cylinder 1 fuel injector Y625 Engine brake solenoid valve, stage
temperature sensor in charge air Y609 Cylinder 2 fuel injector 2
pipe Y610 Cylinder 3 fuel injector Y642 Quantity control valve
air filter (only for code (M5Z)
Engine version Euro VI)
If the drive control (CPC) control unit (A3) does not demand any If the required engine torque is less than the current actual engine
idle or working speed control then this is normal driving mode. In torque, the engine management (MCM) control unit (A4) reduces
driving mode the injection quantity is primarily adjusted the injection quantity, and if the required engine torque is
according to requests from the driver. This means that the torque greater than the current actual engine torque then it increases
specification of the engine is primarily dependent on the position the injection quantity.
of the accelerator pedal. It is only in certain situations that it can
happen that the engine speed is adapted independently of the i The engine management (MCM) control unit (A4) can limit the
accelerator pedal position or of the specified torque request, for required engine torque sent by the drive control (CPC) control
example for downshifting for rotational speed comparison unit (A3) for engine protection reasons, e.g. if the coolant
between the main shaft and the countershaft. temperature exceeds a certain value or the engine has reached its
final or maximum governed rpm, to observe the legally prescribed
In normal driving mode the engine management (MCM) control maximum speed or to limit it due to a control intervention
unit (A4) therefore first compares the engine specified torque function of the ABS (ABS) or the acceleration skid control (ASR).
coming in from the drive control (CPC) control unit (A3), which is
derived from the position of the accelerator pedal and made Limitation of the required engine torque always leads to
available via the drive train CAN (CAN 4), with the current actual limitation of the injection quantity.
engine torque which represents the real operating conditions of
the engine.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
48
Functions
The injection quantity is also dependent on the following input Altitude correction
parameters: The altitude correction is primarily designed in such a way that the
f Engine speed turbine speed, the compressor outlet temperature and the
f Air mass turbine inlet temperature of the turbocharger, as well as the
f Coolant temperature air/fuel ratio n (Lambda) does not exceed or drop below
f Fuel temperature established limits. To do this, the exhaust gas recirculation rate
(AGR rate), the actuation begin as well as the actuation period
The altitude correction and smoke emission limitation can also (injection quantity) for fuel injectors for cylinder 1 to 6 (Y608 to
influence the injection quantity (actuation period) as well as the Y613) are adapted.
start of actuation of the fuel injectors.
Smoke limitation
The fuel quantity is limited via the smoke limitation characteristics
so that virtually no output of smoke occurs.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
If the specified engine torque is negative, e.g. in deceleration The exhaust gas recirculation (AGR) is active throughout the
mode, and if the motor speed lies above 950 rpm, the engine whole driving mode to reduce the nitrous oxide emissions.
management (MCM) control unit (A4) interrupts actuation of the
fuel injectors for cylinders 1 to 6 ( Y608 to Y613) and lowers the In the case of the exhaust gas recirculation (AGR), the suctioned
fuel pressure in the rail via the rail quantity control valve (Y642). out or supercharged fresh air is mixed with exhaust gas. This leads
In this way the braking effect of the engine is used and the fuel to the situation where the oxygen content of the suctioned out or
consumption lowered. supercharged air drops and its specific heat increases.
The engine brake can be activated to reinforce the braking effect. One can therefore achieve a lower combustion temperature and
The driver can select between 3 brake stages. thus reduced output of nitrogen oxides (NOx), whose proportion
increases with increasing combustion temperatures. The amount
If the motor speed drops below 950 rpm, the engine management of exhaust gases produced is also reduced.
(MCM) control unit (A4) increases the fuel pressure in the rail over
the rail quantity control valve (Y642) and actuates the fuel
injectors for cylinders 1 to 6 (Y608 to Y613).


Determination of the coolant temperature, Page 55

function

function

calculation

Forced induction, function Page 35
Engine brake, function Page 60
version Euro V

Euro VI
Functions
GF07.00>W>2002H Engine shutoff procedure, function 2.8.11
W07.16>1116>79
A2 Central gateway control unit CAN 2 Interior CAN * (Only for vehicles with
(CGW) CAN 3 Frame CAN code (E5T) ADR model class EX/II,
A3 Drive control (CPC) control unit CAN 4 Drive train CAN including AT,
A4 Engine management control unit S30 EMERGENCY STOP switch* code (E5U) ADR model class EX/III,
(MCM) S31 Chassis EMERGENCY OFF switch* including EX/II and AT,
A22 Parameterizable special module Z1 Cab instrument panel CAN bus star code (E5V) ADR model class FL,
(PSM) control unit point including EX/II, EX/III and AT,
A33 Battery disconnect switch control Z3 Frame CAN bus star point code (E5X) ADR model class AT,
unit (BESO)* Z4 Drive CAN bus star point code (E5Z) accessories, ADR,
CAN 1 Exterior>CAN code (E9D) preinstallation, bipolar
battery circuit breaker,
code (E9E) ADR preinstallation,
without chassis cover)
50
Functions
Code (M5Z) Euro VI engine version shown
(MCM)
CAN 4 Drive train CAN
S600 Engine start and engine stop
button
W07.16>1073>76
General Function
The engine's shutdown is initiated, when a corresponding As soon as the engine management (MCM) control unit (A4)
shutdown message over the drive train CAN receives a corresponding shutdown request over the drive train
(CAN 4) is pending, e.g. when switching off the engine through CAN
the electronic ignition lock (EIS) (S1), through the battery (CAN 4) or if the engine start and engine stop button (S600) is
disconnect switch (BESO) control unit (A33) or through the operated with the engine running, it interrupts actuation of the
parameterizable special module (PSM) control unit (A22), or fuel injectors for cylinder 1 to 6 (Y608 to Y613). The fact that no
through a corresponding operation of the engine start and further injection occurs means that the engine comes to a
engine stop button (S600). standstill and stops.
At engine oil temperatures of less than 70 ∞C the engine brake is
also activated to ensure that the engine can "coast down" when
shutting down. At engine oil temperatures higher than 70 ∞C it
can therefore happen that the engine "vibrates" when shutting
down.
Central gateway control unit (CGW), A2 Page 101

Component description drive control (CPC) A3 Page 102

control unit

Parameterizable special module (PSM) A22 Page 106

control unit component description
Functions
Battery disconnect switch control unit, A33 Page 107

following codes:
including AT
battery circuit breaker
chassis shielding
Electronic ignition lock (EIS), component S1 Page 164

description
EMERGENCY OFF switch, component S30 Page 165

description
following codes:
including AT
chassis shielding
Chassis EMERGENCY OFF switch, S31 Page 166

following codes:
including AT
chassis shielding
Engine start and engine stop button, S600 Page 167

52
Functions
GF07.00>W>3001H Determination of the engine speed and crankshaft angle, function 2.8.11
1 Flywheel
2 Groove
A4 Engine management control unit (MCM)

B600 Crankshaft position sensor
W07.16>1065>82
The engine speed and the crankshaft angle are taken at the Each groove (2) triggers an impulse in the crankshaft position
flywheel (1). To do this there are 58 grooves (2) around the sensor (B600). As soon as the engine management (MCM) control
circumference of the flywheel (1) located 6∞ apart around the unit (A4) receives an impulse from the crankshaft position sensor
circumference, except for a gap of 18∞. (B600) its starts an internal counter (trigger). Calculations yield the
crankshaft position and the engine speed.
i With the aid of the 18∞ gap which is located between the
groove 63∞ before top dead center (TDC) and the groove 45∞ Calculation of intermediate values makes it possible for the
before top dead center (TDC) for cylinders 1 and 6, the top dead engine management (MCM) control unit (A4) to accurately
center of cylinders 1 and 6 or the angular position of the determine the start of injection and the period of injection to
crankshaft can be recognized. within a fraction of a degree.


position sensor
Functions
GF07.00>W>3002H Determination of the compression stroke at cylinder 1, function 2.8.11
1 Flywheel
2 Camshaft sprocket
3 Groove (to detect the crankshaft angle for failure of the
crankshaft position sensor)
4 Additional groove (for detecting the compression cycle at
cylinder 1)

B601 Camshaft position sensor
W07.16>1064>82
General information Function
Detection of the compression cycle at cylinder 1 takes place as The camshaft sprocket (2) on the intake camshaft has 12 grooves
soon as the engine has started. Because the position of the (3) which are respectively distributed at a distance of 30∞ from
crankshaft alone is not enough, the engine management (MCM) each other over the whole circumference of the camshaft sprocket
control unit (A4) also uses the signals from the camshaft position (2), as well as an additional groove (4) before top dead center
sensor (B601). (TDC) of cylinder 1.
If the compression cycle at cylinder 1 is, however, just known the As soon as the intake camshaft turns, the grooves in the camshaft
one time then all further compression cycles are just calculated position sensor (B601) generate changes in the magnetic field
based on signals from the crankshaft position sensor (B600). which are converted by an electronic analysis system into
Signals from the camshaft position sensor (B601) are exclusively switching signals and passed on to the engine management
used to determine the rotational speed or the compression cycle (MCM) control unit (A4).
at cylinder 1 if the crankshaft position sensor (B600) fails. If the engine is then started, the engine management (MR)
The reason for this is that the crankshaft position sensor (B600) control unit uses the additional groove (4) (A4) to check when
delivers more precise values about the position of the crankshaft cylinder 1 is in its compression cycle.
than does the camshaft position sensor (B601); thus start of The fact that the engine management (MCM) control unit (A4)
actuation of the fuel injectors can be determined that more determines the position of the crankshaft at the same time via the
exactly. crankshaft position sensor (B600) means that it can compare the
position of the additional groove (4) to the position of the gap on
the flywheel, so that signals from the crankshaft position sensor
(B600) are sufficient to determine the compression cycle of
cylinder 1 and thus actuation begin of the fuel injectors.


position sensor
Component description for camshaft B601 Page 146

position sensor
54
Functions
GF07.16>W>4012H Determination of the coolant temperature, function 2.8.11

B606 Exhaust coolant temperature sensor
B607 Intake coolant temperature sensor
W07.16-1061-81
General Function
The coolant temperature which is required for a number of Both sensors, the intake coolant temperature sensor (B607) and
factors, including fan regulation or computation of the actuation the exhaust temperature sensor in the charge air temperature and
begin of fuel injectors, is determined by the engine management boost pressure combination sensor (B606), are fitted with a
(MCM) control unit (A4). temperature>dependent resistance with a negative temperature
coefficient (NTC) > that is an electrical resistance which reduces as
For fan regulation the engine management (MCM) control unit the temperature increases.
(A4) uses measurements made by the coolant intake temperature The voltage applied to the engine management (MCM) control
sensor (B607) and the coolant outlet temperature sensor (B606). unit changes (A4) according to the temperature of the coolant at
In order to determine the actuation begin as well as the actuation the inlet coolant temperature sensor (B607) or outlet sensor
period (=injection quantity) of the fuel injectors, the engine (B606) the inlet or outlet coolant temperature can be determined
management (MCM) control unit (A4) exclusively uses based on its level.
measurements from the coolant outlet temperature sensor If one of the sensors fails the engine management (MCM) control
(B606). unit (A4) continues to operate with substitute values.
This allows the engine to be started even under unfavorable
conditions and for the vehicle to continue to be driven.
i The engine management (MCM) control unit (A4) will limit the
specified engine torque to protect the engine from overheating if
the coolant temperature reaches an impermissibly high value.

Component description for exhaust B606 Page 150

coolant temperature sensor

temperature sensor
Functions
GF07.07>W>3001H Determination of air mass, function 2.8.11
Input signals,
shown with code (M5Z) Euro VI engine version
B608 Charge air pressure and temperature sensor in charge air
pipe
B611 Temperature sensor downstream of air filter (only for
code (M5Z) Engine version Euro VI)
B617 Charge air temperature sensor in charge air housing
B621 Exhaust gas recirculation (AGR) differential pressure
sensor
W07.16>1062>81

The air mass, along with the coolant temperature, engine speed Determination of the air mass occurs over the engine
or fuel temperature, is one of the most important factors required management (MCM) control unit (A4). This uses the following
by the engine management to regulate the injection quantity. information, which is determined by the charge air pressure and
The injection quantity can only be exactly calculated with the aid temperature sensor in charge air pipe (B608), the temperature
of the air mass. sensor downstream of the air filter (B611) > only with code (M5Z)
Euro VI engine version, the exhaust gas recirculation (EGR)
differential pressure sensor (B621) and the charge air temperature
sensor in the charge air housing (B617):
f Mass of the actual suctioned in or supercharged fresh air
f Mass of the actual returned exhaust gases
The engine management (MCM) control unit (A4) can derive the
air mass which is routed to the engine for combustion from these
values.

Charge air pressure and temperature B608 Page 152

sensor in charge air pipe, component
description

Charge air temperature sensor in charge air B617 Page 155

housing, component description
EGR differential pressure sensor, B621 Page 156

56
Functions
GF07.04>W>3001H Determination of the fuel temperature, function 2.8.11

B602 Fuel temperature sensor
W07.16-1063-81
General Function
The properties of the fuel (volume, viscosity) change significantly The fuel temperature is determined by the engine management
with increases or decreases in temperature so it is essential to (MCM) control unit (A4) using measurement values provided by
determine the fuel temperature, particularly for calculating the the fuel temperature sensor (B602).
injection period. There is a temperature>dependent resistance with a negative
temperature coefficient (NTC) in the fuel temperature sensor
(B602), an electrical resistance which reduces as the temperature
increases. The voltage applied to the engine management (MCM)
control unit (A4) changes according to the temperature of the
fuel; the level of this voltage is what determines the fuel
temperature.
i If the fuel temperature sensor (B602) malfunctions, the engine

management continues to operate with substitute values.


temperature sensor
Functions
GF30.35>W>3002H Function of the specified engine torque calculation 20.7.11
MODEL 963
W30.35>1235>79
1 Anti>lock braking system (ABS), status A3 Drive control (CPC) control unit A60 Exhaust aftertreatment (ACM)
2 Acceleration Skid Control (ASR), A4 Engine management control unit control unit
status (MCM) B18 Travel and speed sensor
3 Electronic Stability Program (ESP“), A10 Antilock brake system (ABS) control B44 Accelerator pedal sensor
status unit, 4>channel CAN 3 Frame CAN
4 Transmission output speed, signal A10b Electronic brake control control CAN 4 Drive train CAN
5 Vehicle speed, signal unit (EBS) (Wabco) P1 Tachograph (TCO)
6 Accelerator pedal sensor, signal A10c Electronic brake control control Z3 Frame CAN bus star point
7 Exhaust aftertreatment, status unit (EBS) (Knorr) Z4 Drive CAN bus star point
8 Maximum available engine torque,
status
9 Engine target torque, request
58
Functions
The target engine torque is a value that is calculated by the drive The drive control control unit (CPC) (A3) determines the current
control control unit (CPC) (A3). position of the accelerator pedal from the PWM (Pulse Width
This value represents the driver request (e.g. accelerate) taking Modulated) signal of the accelerator pedal sensor (B44). As well as
the current driving status into consideration. the accelerator pedal position, the drive control control unit (CPC)
The drive control control unit (CPC) (A3) provides the engine (A3) evaluates additional information, which can limit the target
management control unit (MCM) (A4) with the current target engine torque depending on the situation:
engine torque for calculating the relevant variables for the engine f Anti>lock braking system (ABS)
timing. (braking torque) status
f Acceleration skid control (ASR)
(engine torque) status
f Electronic Stability Program (ESP“) (braking torque) status
f Vehicle speed
f Status of driver assist systems (e.g. Proximity Control Assist,
with code (S1l) Proximity Control Assist)
f Exhaust aftertreatment status
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
The maximum available engine torque is evaluated in addition to The drive control control unit (CPC) (A3) uses the sum total of the
this information. The information concerning the maximum listed information to calculate the relevant target engine torque.
available engine torque is provided by the engine management The drive control control unit (CPC) (A3) transmits this request to
control unit (MCM) (A4). the engine management control unit (MCM) (A4), which then
The engine management control unit (MCM) (A4) evaluates the calculates the variables for the injection quantity.
current coolant temperature, the fuel temperature and the
engine rpm to do this. i The calculated target engine torque is output as a positive
The engine management control unit (MCM) (A4) then sends the value. If the accelerator pedal is not operated, the target engine
maximum available engine torque to the drive control control torque is specified as "0", and in deceleration mode the target
unit (CPC) (A3). engine torque is shown as a negative value.
Drive control (CPC) control unit, A3 Page 102

Engine management control unit (MCM), A4 Page 103

Electronic Brake Control control unit (EBS), A10b, A10c Page 105

version Euro V

Euro VI
Travel and speed sensor, component B18 Page 131

description
Accelerator pedal sensor, component B44 Page 134

description
Tachograph (TCO) component description P1 Page 163
Functions
GF14.15>W>0002H Engine brake, function 2.8.11
ENGINES 471.9 in MODEL 963, 964 with CODE () Engine brake, standard system
ENGINES 471.9 in MODEL 963, 964 with CODE () Engine brake, high performance system
General information The exhaust valve opens for a brief period shortly before the end
The engine brake system used is a so>called decompression brake of the compression stroke. Now part of the compression pressure
system. is reduced. As a result the piston is less rapidly accelerated in the
The braking effect is generated in the process according to the direction of the BDC in its next operating cycle.
following principle:
Shortly after the beginning of the compression stroke, as the Operating conditions
piston moves upwards in the direction of TDC, one of the two The engine braking system can be activated under the following
exhaust valves is opened for a short time on the respective conditions:
cylinder. Therefore exhaust flows out of the exhaust manifold f Vehicle in deceleration mode, that is the driving and clutch
back into the cylinder due to the head pressure. The compression pedal are not actuated
pressure is increased as a result and the upward moving piston in f Engine speed >!1000 rpm
braked in its compression stroke. f Antilock brake system (ABS) not in closed>loop operation.
W14.15>1132>79
Overview of components of valve timing,
shown on deactivated engine brake
1 Exhaust rocker arm 6 Brake cam 11 Exhaust camshaft
2 Exhaust rocker arm with 7 Outlet valve 12 Intake rocker arm spindle
hydroelement 8 Piston 13 Intake camshaft
3 Brake rocker arm 9 Spring
4 Exhaust cams 10 Exhaust rocker shaft Y624 Engine brake solenoid valve, stage 1
5 Exhaust cams Y625 Engine brake solenoid valve, stage 2
Brake cam contour

6 Brake cam
17 1st peak
18 2nd peak
The brake cams (6) have two peaks with which the brake rocker arm (3) are actuated and by
which the exhaust valves (7) can be opened.
f 1st peak (17) opens the exhaust valve (7) for a short time shortly before beginning the
compression stroke.
f 2nd peak (18) opens the exhaust valve (7) for a short time shortly before ending the
compression stroke.
W14.15>1136>71
60
Functions
Engine brake solenoid valve, shown on engine brake solenoid
valve, stage 1
10 Exhaust rocker shaft
14 Cylinder 1...3 oil duct
19 Coil
20 Valve body
Y624 Engine brake solenoid valve, stage 1
W14.15>1140>81
W14.15>1133>79
Engine brake deactivated
1 Exhaust rocker arm 6 Brake cam 15 Cylinder 4...6 oil duct
2 Exhaust rocker arm with 7 Outlet valve 16 Check valve
hydroelement 8 Piston
3 Brake rocker arm 9 Spring Y624 Engine brake solenoid valve, stage 1
4 Exhaust cams 14 Cylinder 1...3 oil duct Y625 Engine brake solenoid valve, stage 2
5 Exhaust cams
In normal driving mode, if the engine brake is not activated, the The respective brake rocker arm (3) does shift on the respective
engine brake solenoid valve, stage 1 (Y624) and the engine brake brake cams (6) but comes to nothing due to the missing frictional
solenoid valve, stage 2 (Y625) are not actuated. connection to piston (8).
In this way no oil pressure can find its way out of the engine oil Both exhaust valves (7) are therefore opened or closed as normal
circuit over the oil ducts for the exhaust rocker shaft (10) to the according to the cycles of the working cycle.
exhaust rocker arms with hydroelement (2). The oil pressure
present causes the piston (8) contained therein to be pressed by
the spring (9) onto its downstop.
Functions
W14.15>1134>79
Brake stage I
5 Exhaust cams
In brake stage I the brake power is achieved by cylinders 1...3. In this way a frictional connection is made between the brake
The engine management (MCM) control unit (A4) actuates the rocker arm (3) and the piston (8). The respective exhaust valve (7)
engine brake solenoid valve, stage 1 (Y624) just as soon as the is now opened through the downward movement of the
driver activates brake stage 1 over the engine brake switch. respective brake rocker arm (3).
Oil is now pushed out of the engine oil circuit over the oil duct for
cylinders 1...3 (14) of the exhaust rocker shaft (10) into the exhaust If brake stage I is deactivated, the solenoid valve, stage 1 (Y624) is
rocker arm with hydrolement (2) of cylinders 1...3. no longer actuated > the applied oil pressure in the exhaust rocker
arms with hydrolement (2) and the exhaust rocker shaft (10)
In the exhaust rocker arms with hydroelement (2), oil first flows reduce.
through the check valve (16) in flow direction and thus the space The pistons (8) are pushed back to the downstop by spring force.
under the piston (8) is filled. If there is no gap anymore between The missing frictional connection between the brake rocker arm
the piston (8) and brake rocker arm (3) then the check valve (16) is (3) and the exhaust rocker arm with hydroelement (2) means that
closed by the now accumulating back pressure. the downward movement of the brake rocker arm (3) is no longer
transferred to the exhaust valve (7).
62
Functions
W14.15>1135>79
Brake stage II
5 Exhaust cams
In brake stage II the brake power is provided by all cylinders. In this way a frictional connection is made between the brake
As soon as the driver activates brake stage 2 over the engine brake rocker arm (3) and the piston (8). The respective exhaust valve is
switch the engine management (MCM) control unit (A4) not only now opened through the downward movement of the respective
actuates the engine brake solenoid valve, stage 1 (Y624), but also brake rocker arm (3).
the engine brake solenoid valve, stage 2 (Y625). If the brake stage 2 is deactivated the engine brake solenoid
Oil is now pushed out of the engine oil circuit over the oil duct for valve, stage 1 (Y624) and the engine brake solenoid valve, stage 2
cylinders 1...3 (14) and oil duct for cylinders 4...6 (15) of the (Y625) are no longer actuated > the oil pressure applied in the
exhaust rocker shaft (10) into all exhaust rocker arms with exhaust rocker arms with hydrolement (2) and the exhaust rocker
hydrolement (2). shaft (10) drops.
In the exhaust rocker arms with hydroelement (2) oil first flows The pistons (8) are pushed back to the downstop by spring force.
through the check valve (16) in flow direction and thus the space The missing frictional connection between the brake rocker arm
under the piston (8) is filled. If there is no gap anymore between (3) and the exhaust rocker arm with hydroelement (2) means that
the piston (8) and brake rocker arm (3) then the check valve (16) is the downward movement of the brake rocker arm (3) is no longer
closed by the now accumulating back pressure. transferred to the exhaust valve (7).
Functions
W14.15>1137>79
Brake stage III
14 Cylinder 1...3 oil duct 17 Turbocharger Y624 Engine brake solenoid valve, stage 1
15 Cylinder 4...6 oil duct Y621 Exhaust gas recirculation positioner Y625 Engine brake solenoid valve, stage 2
In brake stage III the brake power is reached by all cylinders and In this way a situation is achieved whereby the internal pressure of
through an additional increase in the internal pressure of the the cylinder is increased during the compression stroke > which
cylinder. results in a higher braking torque.
The engine management (MCM) control unit (A4) uses the boost
As soon as the brake stage III is activated by the driver over the pressure and the turborcharger speed as controlled variables.
engine brake switch the initial reaction is for the same processes
as for brake stage II to be triggered. In addition to the now fully
switched>in decompression brake also the wastegate valve on the
turbocharger (17) as well as the exhaust gas recirculation
positioner (Y621) are actuated.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Additional functions of the engine brake system
Providing support during shift operations Supporting stopping the engine

The engine brake is automatically activated for all normal shift If the ignition is switched off and the injected fuel quantity = 0,
operations without the driver having to do anything. Activation the engine brake is automatically activated without any action on
of the engine brake significantly lowers the rotational speed the part of the driver. The compression is strongly reduced
between the individual shift operations whereby more rapid through opening the exhaust valve so the engine can "slowly
synchronization is achieved, which in turn leads to a more rapid come to a halt" and not be shifted between two ignition TDCs by
acceleration of the vehicle. the compression.
The engine management (MCM) control unit (A4) uses the This function is only effective for oil temperatures below about
following parameters as a controlled variable: 70∞C. In the case of a warm engine it is, therefore, possible that
f Oil temperature the engine tangibly "shakes" when stopping.
f Differential speed
f Boost pressure
The brake stages I...III are activated based on these.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
64
Functions
Performance feature of a standard and high performance system
The engine brake system is offered in two different power The high performance system functions according to the same
categories. The hardware of the two systems is identical. mechanical/thermodynamic principle as the standard system.
The differences lie in the software > both systems are fitted with a There are, however, parameters in the engine management
different code>controlled data record. (MCM) control unit (A4) which ensure that the internal pressure is
increased in all cylinders in all engine brake stages over actuation
Code (M5U) Engine brake, standard system of the wastegate on the turbocharger.
f 100 kW at 1300 rpm
f 300 kW at 2300 rpm The exhaust gas recirculation positioner (Y621) is also actuated if
necessary whereby the fill level of the cylinder is increased again.
Code (M5V) Engine brake, high performance system The result of this is: the piston must do more work to compress
f 150 kW at 1300 rpm the air > the braking torque increases.
f 400 kW at 2300 rpm

Component description for engine brake Y624, Y625 Page 178

solenoid valve
Functions
GF14.20>W>3000H Exhaust gas recirculation, function 2.8.11
General information The ratio of the recycled quantity of exhaust and suctioned in or
The exhaust recycling (AGR) primarily serves to reduce the amount supercharged fresh air must be exactly regulated at all points in
of nitrogen oxides to comply with the emission limits even before time since the EGR (EGR) is active over the whole range of
aftertreatment of the exhaust. rotational speeds. For a combustion mixture with an excessively
The suctioned in or supercharged fresh air is mixed with exhaust high proportion of exhaust deteriorates the combustion and the
so that the concentration of oxygen in the combustion mixture emission of soot particles, carbon monoxide (CO) and
reduces. hydrocarbon (HC) increases. On the other hand the emission of
If the concentration of oxygen reduces the combustion nitrogen oxides (NOx) increases if the ratio of fresh or
temperature drops which leads to reduced output of nitrogen supercharged air is too high.
oxides (NOx).
System components
1 Exhaust gas recirculation cooler
2 Turbocharger
3 Exhaust manifold center part
4 Control lever
5 Throttle valve
6 EGR line (cold)
7 Charge air pipe (mixer housing)
8 Charge air housing
9 EGR line (hot)
10 Exhaust pipe
Y621 Exhaust gas recirculation positioner
A Intake air from air filter

B Charge air to charge air cooler (hot)
C Charge air to charge air cooler (cold)
W14.20>1028>76
Networking of the electrical components
A4 Engine management (MCM) control unit
pipe
B617 Charge temperature sensor in charge air housing
B621 Exhaust gas recirculation (AGR) differential pressure sensor
W14.20>1027>81
66
Functions
Function
The EGR rate describes the relationship of recycled quantity of The AGR rate can be increased by the cooling since the density
exhaust to the quantity of fresh air. It is determined over the and therefore the mass of the recycled exhaust is increased.
engine management (MCM) control unit (A4) that the mass of Furthermore the added quantity of cooled exhaust causes a
actually suctioned in or supercharged fresh air and the mass of reduction in the NOx emissions by the lowering of the combustion
actually recycled exhaust are correlated with one another. temperature.
Regulation of the EGR rate takes place over the exhaust gas Once the exhaust has passed through the exhaust gas
recirculation positioner (Y621) which opens or closes the throttle recirculation cooler (1), it passes through the EGR line (6) into the
valve (5) in the EGR line (6) over the adjustment lever (4) and charge air pipe (7). It is mixed here with the fresh air coming out
therefore regulates which quantity of exhaust is added. of the charge air cooler and then led to the individual cylinders for
combustion.
The branched off exhaust initially flows through the exhaust gas
recirculation cooler (1) attached to the coolant circuit. Here
cooling takes place from a temperature of about 650∞C down to
about 170∞C.

Component description for charge air B608 Page 152

pressure and temperature sensor in charge
air pipe
Component description for charge B617 Page 155

temperature sensor in charge air housing
Component description for EGR B621 Page 156

differential pressure sensor


Functions
GF14.40>W>0002HA Exhaust aftertreatment, function 2.8.11
ENGINES 471.9 in MODEL 963 with CODE (M5Y) Engine version Euro V
ENGINES 471.9 in MODEL 963 with CODE (M5R) Engine version EEV
General information
The EATS to comply with the emissions standards Euro V or EEV The emissions standards Euro V and EEV for commercial vehicles
based on new engine technology in combination with a range of establish very strict limits for output of carbon monoxide (CO),
measures to reduce the emissions in exhaust. nitrogen oxide (NOx), hydrocarbons (HC) and particles (PM).
The emissions standard Euro V, EEV As a vehicle manufacturer Mercedes>Benz must guarantee
Emissions standard are legal guidelines which serve to subdivide compliance with these limits for an established time period and
vehicles into certain emissions classes. These emissions classes are mileage. Therefore the EATS is a component of engine/vehicle
assigned to certain emission>code>numbers homologation subject to compulsory certification.
which serve, amongst other things, to compute the vehicle tax
and classification in emission groups for environmental zones.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
EATS for Euro V, EEV
New diesel engine generation Exhaust aftertreatment by means of:

The new engine generation is fitted with a common rail diesel f Selective Catalytic Reduction (SCR) with an ammonia locking
injection system, EGR and boost pressure control. The engines CAT
themselves are set to maximum efficiency and low particulate
emissions.
Networking of control units

A3 Drive control (CPC) control unit
(MCM)
A57 NOx sensor control unit outlet of
EATU
A58 SCR control unit (in pump module)
A60 Exhaust aftertreatment (ACM)
control unit
A70 NOx sensor control unit inlet of EATU
W14.40>1589>76
68
Functions
W14.40>1590>79
1 Pump module A57 b1 NOx sensor outlet of EATU B72 Exhaust temperature sensor
2 Exhaust aftertreatment unit A58 SCR control unit upstream of SCR catalytic converter
3 Ammonia locking CAT A60 Exhaust aftertreatment (ACM) B73 Exhaust temperature sensor
4 SCR catalytic converter control unit downstream of SCR catalytic
5 AdBlue“ tank A67 AdBlue“ metering device converter
A70 NOx sensor control unit inlet of B74 AdBlue“ fill level
A4 Engine management control unit EATU sensor/temperature sensor
(MCM) A70 b1 NOx sensor inlet of EATU M25 SCR delivery pump
A57 NOx sensor control unit outlet of Y627 AdBlue“ heater coolant solenoid
EATU valve
Functions
W14.40>1598>79
A4 Engine management control unit A67 AdBlue“ metering device B73 Exhaust temperature sensor
(MCM) A70 b1 NOx sensor control unit inlet of downstream of SCR catalytic
A57 NOx sensor control unit outlet of EATU converter
EATU A70 NOx sensor inlet of EATU B74 AdBlue“ fill level
A57 b1 NOx sensor outlet of EATU B72 Exhaust temperature sensor sensor/temperature sensor
A58 SCR control unit upstream of SCR catalytic CAN 4 Drive train CAN
A60 Exhaust aftertreatment (ACM) converter CAN 13 NOx>CAN
control unit M25 SCR delivery pump
Function of the EATS (overall system)

The basic functionalities of the whole EATS are monitored and Since the AdBlue“ injection does take place continuously in the
regulated over the engine management (MCM) control unit (A4) exhaust flow the AdBlue“ flows back again over the AdBlue“
and the exhaust aftertreatment (ACM) control unit (A60). return line into the AdBlue“ container. This circulation
After an engine start the engine management (MCM) control unit continuously takes place independently of whether AdBlue“ is
(A4) starts an automatic test routine automatically in the injected or not. So recirculation cooling is achieved which protects
background which checks the operational readiness of the EATS. the AdBlue“ metering device (A67) directly attached to the EATU
The SCR control unit (A58) integrated in the pump module (1) is (2) against damage due to overheating.
actuated after successful release of the system. This switches on
the SCR delivery pump (M25) contained in the pump module (1)
which now suctions up AdBlue“ out of the AdBlue“ container (5)
and delivers it over the AdBlue“ feed line to the AdBlue“
metering device (A67).
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Reduction of NOx in the SCR catalytic converter

The AdBlue“ injection into the exhaust flow is calculated by the The AdBlue“ mixes here with the already precleaned exhaust and
engine management (MCM) control unit (A4). If AdBlue“ should breaks down in a first process step into ammonia (NH3). Along
be injected this first of all sends a signal to the exhaust with the nitrogen oxide molecules (NOx) generated during
aftertreatment (ACM) control unit (A60) which processes the data combustion the ammonia (NH3) so created flows on in the exhaust
and afterwards actuates the SCR control unit (A58) integrated on flow to the SCR catalytic converter (4). Its honeycomb structure
the pump module. has a special coating which allows conversion of NH3 and NOx into
The injection timing point and the injection quantity are now harmless nitrogen (N2) and water vapor (H2O).
calculated there and the AdBlue“ metering device (A67) is
appropriately actuated.
The following occurs if AdBlue“ is injected:
the AdBlue“ metering device (A67) injects AdBlue“ into the so>
called hydrolysis segment in the EATU (2) directly into the exhaust
flow.
70
Functions
W14.40>1592>79
AdBlue“/coolant line system
1 Pump module A67 AdBlue“ metering device R7 AdBlue“ intake duct heating
6 Coolant feed line B74 AdBlue“ fill level element
7 Coolant return line sensor/temperature sensor R8 AdBlue“ pressure line heating
R6 AdBlue“ return line heating element element
Y627 AdBlue“ heater coolant solenoid
valve
AdBlue“ line system Function of AdBlue“ heating by coolant

The AdBlue“ line system lies between the AdBlue“ container (5), The AdBlue“ heater consists of the AdBlue“ coolant solenoid
pump module (1) and AdBlue“ metering device (A67). valve heater (Y627) which is located on the rear side of the engine
The fact that the AdBlue“ metering device (A67) is directly and a coolant line system. The AdBlue“ coolant solenoid valve
attached to the EATU and is therefore subjected to high heater (Y627) is actuated by the engine management (MCM)
temperatures, AdBlue“ is circulated continuously from engine control unit (A4). Over the AdBlue“ fill level sensor/temperature
start and in a certain run>on time after engine stop for sensor (B74) integrated in the AdBlue“ container (5), it detects
recirculation cooling. when the temperature of the tank contents is approaching the
defined limit value of approx. 8∞C. If this is the case and if the
AdBlue“ heater coolant temperature has already reached a temperature of 65∞C,
AdBlue“ freezes below a temperature of about >13∞C. The the AdBlue“ heater coolant solenoid valve (Y627) is opened so the
AdBlue“ heater ensures that any AdBlue“ that has frozen during coolant flows through the line system.
periods of non>operation is heated and reliquified and prevents
AdBlue from freezing while driving in cold outside temperatures. Function of AdBlue“ heating by an electrical heater
The AdBlue“ lines from the AdBlue“ container (5) to the pump The heating coil of the heating elements integrated in the
module (1) are bundled with the coolant lines and routed AdBlue“ lines is switched on and off by the exhaust
insulated. aftertreatment (ACM) control unit (A60). Very pertinent here are
The AdBlue“ lines between the pump module (1) and the AdBlue“ also the values which are delivered by the AdBlue“ fill level
metering device (A67) are not heated by coolant but instead over sensor/temperature sensor (B74).
in electrically heated heating elements integrated in the line
sections.
Functions
Overall network for exhaust Page 79

aftertreatment

Component description for NOx sensor A57, A57 b1 Page 110

outlet of EATU
Component description for pump module A58, M25 Page 115

Component description for exhaust A60 Page 117
aftertreatment (ACM) control unit
Component description for AdBlue A67 Page 121

metering device
Component description for NOx sensor A70, A70 b1 Page 123

control unit inlet of EATU

temperature sensor upstream of SCR
catalytic converter

temperature sensor downstream of SCR
catalytic converter
Component description for AdBlue“ fill B74 Page 142

level sensor/temperature sensor
Component description for AdBlue“ heater Y627 Page 180

coolant solenoid valve

Component description for SCR catalytic Page 209
converter
Component description for EATU Page 213
72
Functions
GF14.40>W>0002H Exhaust aftertreatment, function 20.7.11
ENGINE 471.9 in MODEL 963 with CODE (M5Z) Engine version Euro VI
General information
The EATS for fulfilling the Euro VI emissions standard is based on
new engine technology in combination with a series of measures
aimed at reducing exhaust emissions.
Euro VI emissions standard

Emissions standards are statutory directives used to classify
vehicles in specific pollutant classes. These pollutant classes are
assigned specific emission code numbers,
that are also used to calculate the automobile tax and the
categorization into pollutant classes for environmental zones.
The Euro VI emissions standard for commercial vehicles defines

strict limits for the emission of carbon monoxide (CO), nitrogen
oxides (NOx), hydrocarbons (HC) and particles (PM).
As the vehicle manufacturer Mercedes>Benz must guarantee

compliance with these limits for a determined period of time and
mileage. For this reason, the exhaust aftertreatment system
(EATS) is a part of the engine/vehicle homologation process that
requires certification.
Brief information on EATS for Euro VI
New diesel engine generation

The new engine generation is equipped with a common rail diesel
injection system, EGR and boost pressure control. The engines are
configured for maximum efficiency and low particulate emissions.
Exhaust aftertreatment through:

f Selective catalytic reduction (SCR) with ammonia blocking
CAT
f Diesel oxidation catalytic converter (DOC)
f Diesel particulate filter (DPF)
Functions
W14.40>1557>79
System overview
1 Nozzle unit for DPF regeneration A58 SCR control unit B69 Exhaust temperature sensor
2 Pump module A60 Exhaust aftertreatment (ACM) downstream of lower diesel
3 AdBlue“ tank control unit oxidation catalytic converter
4 Exhaust aftertreatment unit A67 AdBlue“ metering device B70 Exhaust temperature sensor
5 Ammonia blocking CAT A70 NOx sensor control unit input for downstream of diesel particulate
6 SCR catalytic converter exhaust aftertreatment unit filter
7 Diesel oxidation catalytic A70 b1 NOx sensor input for exhaust B73 Exhaust temperature sensor
converter (DOC) aftertreatment unit downstream of SCR catalytic
8 Diesel particulate filter (DPF) B37 Exhaust pressure sensor upstream converter
9 Diesel fuel metering device (for of diesel oxidation catalytic B74 AdBlue“ fill level
DPF regeneration) converter sensor/temperature sensor
B38 Exhaust pressure sensor B625 Fuel pressure sensor (inlet)
A4 Engine management control unit downstream of diesel particulate B626 Fuel pressure sensor (outlet)
(MCM) filter M25 SCR delivery pump
A57 NOx sensor control unit output for B67 Exhaust temperature sensor Y627 AdBlue“ heater coolant solenoid
exhaust aftertreatment unit upstream of diesel oxidation valve
A57 b1 NOx sensor output for exhaust catalytic converter Y628 Fuel metering valve
aftertreatment unit B68 Exhaust temperature sensor Y629 Fuel shutoff valve
downstream of upper diesel
oxidation catalytic converter
74
Functions
W14.40>1599>79
Electronic networking
A4 Engine management control unit B37 Exhaust pressure sensor upstream B73 Exhaust temperature sensor
(MCM) of diesel oxidation catalytic downstream of SCR catalytic
A57 NOx sensor control unit output for converter converter
exhaust aftertreatment unit B38 Exhaust pressure sensor B74 AdBlue“ fill level sensor/
A57 b1 NOx sensor output for exhaust downstream of diesel particulate temperature sensor
aftertreatment unit filter CAN 4 Drive train CAN
A58 SCR control unit B67 Exhaust temperature sensor CAN 13 NOx>CAN
A60 Exhaust aftertreatment (ACM) upstream of diesel oxidation B625 Fuel pressure sensor (inlet)
control unit catalytic converter B626 Fuel pressure sensor (outlet)
A67 AdBlue“ metering device B68 Exhaust temperature sensor M25 SCR delivery pump
A70 NOx sensor control unit input for downstream of upper diesel Y628 Fuel metering valve
exhaust aftertreatment unit oxidation catalytic converter Y629 Fuel shutoff valve
A70 b1 NOx sensor input for exhaust B69 Exhaust temperature sensor
aftertreatment unit downstream of lower diesel
B70 Exhaust temperature sensor
downstream of diesel particulate
filter
Functions
Networking of control units
(MCM)
A57 NOx sensor control unit output for
exhaust aftertreatment unit
A58 SCR control unit (in pump module)
control unit
A70 NOx sensor control unit input for
exhaust aftertreatment unit
W14.40>1589>76
Function of exhaust aftertreatment system (overall system)
The basic functionalities of the overall EATS are monitored and Because the AdBlue“ injection into the exhaust flow is not
controlled by the engine management (MCM) control unit (A4) continuous, the AdBlue“ flows over the AdBlue“ return line back
and the exhaust aftertreatment (ACM) control unit (A60). into the AdBlue“ container (3). This circulation is continuous, and
After the engine is started, the engine management (MCM) irrespective of whether AdBlue“ is injected or not. This enables
control unit (A4) automatically starts an automatic test routine in recirculation cooling to be achieved, which prevents the AdBlue“
the background, which checks the operational readiness of the metering device (A67), which is installed on the EATU (4) itself
EATS. Once the system has been enabled, the SCR control unit against damage due to overheating.
(A58) integrated into the pump module (2) is actuated. This
switches on the SCR delivery pump (M25) in the pump module (2),
which then sucks in AdBlue“ from the AdBlue“ container (3) and
pumps it over the AdBlue“ feed line to the AdBlue“ metering
device (A67).
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Phase 1: Conversion of CO and HC in the diesel oxidation catalytic The injection timing point and the injection quantity are now
converter calculated here and the AdBlue“ metering device (A67) actuated
The exhaust gas coming from the exhaust manifold initially flows accordingly.
through the EATU (4) into the diesel oxidation catalytic converter If AdBlue“ is injected, the following happens:
(7). In it, the given hydrocarbons (HC) and the carbon monoxide The AdBlue“ metering device (A67) located in the exhaust path
(CO) are converted to carbon dioxide (CO2) and water (H2O). downstream of the diesel oxidation catalytic converter (7) and
Apart from this, a part of the nitric oxide (NO) is oxidized to form diesel particulate filter (8) injects AdBlue“ straight into the
nitrogen dioxide (NO2). exhaust flow.
The AdBlue“ is mixed here with the previously precleaned exhaust
Phase 2: Reduction of particulate mass in the diesel particulate and decomposes in an initial process step to form ammonia (NH3).
filter Along with the nitrogen oxide molecules generated during
The diesel particulate filter (8) is connected in series after the combustion (NOx), the resulting ammonia (NH3) flows through
diesel oxidation catalytic converter (7). In its porous filter structure the exhaust flow towards the SCR catalytic converter (6). Its
the particles are separated through adhesion and then collected. honeycomb core has a special coating, which enables a conversion
of NH3 and NOx into harmless nitrogen (N2) and water vapor
Phase 3: Reduction of NOx in SCR catalytic converter (H2O).
The AdBlue“ injection into the exhaust flow is calculated by the
engine management (MCM) control unit (A4). If AdBlue“ is to be
injected, then this initially sends a signal to the exhaust
aftertreatment (ACM) control unit (A60), which processes the data
and then actuates the SCR control unit (A58) integrated into the
pump module.
76
Functions
W14.40>1561>79
AdBlue“/coolant line system
2 Pump module A67 AdBlue“ metering device R7 AdBlue“ intake duct heating
11 Coolant feed line B74 AdBlue“ fill level element
12 Coolant return line sensor/temperature sensor R8 AdBlue“ pressure line heating
R6 AdBlue“ return line heating element element
valve
AdBlue“ line system Function of AdBlue“ heating through coolant

The AdBlue“ line system extends from the AdBlue“ container (3), The AdBlue“ heater consists of the AdBlue“ heater coolant
the pump module (2) and the AdBlue“ metering device (A67). solenoid valve (Y627), which is located on the rear end of the
Because the AdBlue“ metering device (A67) is installed onto the engine and a coolant line system. The AdBlue“ heater coolant
EATU itself, and therefore exposed to high temperatures, solenoid valve (Y627) is actuated by the engine management
AdBlue“ is constantly circulated when the engine starts and in a (MCM) control unit (A4). The AdBlue“ fill
specific run>on time after the engine is stopped for recirculation level sensor/temperature sensor (B74) integrated in the AdBlue“
cooling. container (3) enables it to detect when the temperature of the
container's contents is approaching the limit of approx. 8 ∞C. If this
AdBlue“ heater is the case and if the coolant temperature has already reached
AdBlue“ freezes from a temperature of approx. >13 ∞C. The +65 ∞C, the AdBlue“ heater coolant solenoid valve (Y627) is
AdBlue “ heater ensures that any AdBlue“ that has frozen during opened is that the coolant can flow through the line system.
periods of non>operation is heated and reliquified and prevents it
from freezing while driving in cold outside temperatures. Function of AdBlue“ heating through electrical heater
The AdBlue“ lines from the AdBlue“ container (3) to the pump The heating coils of the heater elements integrated into the
module (2) are routed and insulated together with coolant lines. AdBlue“ lines are switched on and off by the exhaust
The AdBlue“ lines between the pump module (2) and AdBlue“ aftertreatment (ACM) control unit (A60). Decisive here are the
metering device (A67) are not electrically heated by the coolant, values supplied by the AdBlue“ fill level sensor/temperature
but by the heating elements integrated into the line sections. sensor (B74).
Exhaust aftertreatment overall network Page 79

NOx sensor output for exhaust A57, A57 b1 Page 112
aftertreatment unit, component
description
Pump module, component description A58, M25 Page 115

Functions
AdBlue metering device, component A67 Page 121

description
NOx sensor input for exhaust A70, A70 b1 Page 125

aftertreatment unit, component
description
Exhaust pressure sensor upstream of diesel B37 Page 132

oxidation catalytic converter, component
description
Exhaust pressure sensor downstream of B38 Page 133

description

diesel oxidation catalytic converter,
Exhaust temperature sensor downstream B68 Page 136

of upper diesel oxidation catalytic
converter, component description

of lower diesel oxidation catalytic

of diesel particulate filter, component
description

of SCR catalytic converter, component
description
AdBlue“ fill level sensor/temperature B74 Page 142

sensor, component description
description


Diesel oxidation catalytic converter, Page 208
Component description for SCR catalytic Page 211

converter
EATU, component description Page 215

Diesel particulate filter of EATU, Page 218
Nozzle unit for DPF regeneration, Page 220

78
Functions
GF14.40>W>0003>03H Exhaust aftertreatment overall network
W14.40>1558>79
A3 Drive control (CPC) control unit A58 SCR control unit CAN 4 Drive train CAN
A4 Engine management control unit A60 Exhaust aftertreatment (ACM) CAN 13 NOx>CAN
(MCM) control unit Z4 Drive CAN bus star point
A57 NOx sensor control unit output for A70 NOx sensor control unit input for
exhaust aftertreatment unit exhaust aftertreatment unit
Functions
GF18.00>W>0001H Engine oil circuit, function 20.7.11
1 Oil pump
2 Oil intake manifold
2.1 Oil strainer
3 Oil/coolant module
3.1 Oil thermostat
3.2 Oil/water heat exchanger
3.3 Oil filter
4 Oil spray nozzle
5 Crankshaft bearing lubrication point
6 Turbocharger
7 Crankcase ventilation system oil
separator
8 Power take>off lubrication point
10 Intake camshaft
12 Intake camshaft bearing lubrication
point
W18.00>1064>76
13 Intake rocker arm 17 Exhaust rocker arm Y624 Engine brake solenoid valve, stage 1
14 Exhaust camshaft 18 Exhaust rocker arm with
15 Exhaust rocker arm spindle hydroelement Y625 Engine brake solenoid valve, stage 2
16 Exhaust camshaft bearing lubrication 19 Brake rocker arm
point
All moving components on the engine, which are lubricated or The oil>water heat exchanger (3.2) is used to cool the engine oil
cooled by engine oil, are supplied with engine oil via the engine after the engine's warm>up phase.
oil circuit.
The lubrication reduces friction and mechanical wear on moving In the oil filter (3.3) the engine oil flows from the outside inwards
components. Impacts are also absorbed by the oil buffer in the through the oil filter element, where it is cleaned.
bearings. Finally the engine oil enters the main oil ducts as well as the front
and rear oil cross ducts in the crankcase.
The engine oil circuit is supplied with engine oil via the oil pump
(1). The oil pump (1) is designed as a gear pump and is driven by The main oil ducts mainly lubricate the crankshaft bearings, the
the pinion gear drive. connecting rod bearings and the oil spray nozzles (4) with engine
If the engine is started, the oil pump (1) sucks in engine oil in the oil.
oil pan through the oil intake manifold (2) and the oil strainer The following oil ducts or oil pressure lines branch off from the
(2.1) fastened to it and pumps it to the oil/coolant module (3). main oil ducts:
• The oil duct to the pressure regulating valve in the oil pump
At an engine temperature of less than 115 ∞C the engine oil is (1)
routed through the open oil thermostat (3.1) over a bypass • The oil ducts to the cylinder head
straight into the oil filter (3.3). At 115 ∞C the oil thermostat (3.1) • The oil ducts to the gearwheel drive
closes the bypass and the engine oil flows first to the oil>water • The oil pressure line to the turbocharger (6)
heat exchanger (3.2) before reaching the oil filter (3.3).
The oil spray nozzles (4) spray engine oil continuously below the
piston crowns to ensure that they are cooled.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
80
Functions
The lubricating oil duct for the exhaust rocker arm spindle (15), The oil ducts for operation of the engine brake are used solely to
lubricating oil duct for the intake rocker arm spindle (11) and oil supply engine oil to the exhaust rocker arm with hydro element
ducts for operation of the engine brake all branch off from the oil (18). Both oil ducts are separated by two solenoid valves from oil
ducts to the cylinder head. ducts to the cylinder head and are only filled with oil under
pressure for an activated engine brake.
Engine oil is supplied through the lubricating oil duct for the
exhaust rocker arm spindle (15) to the exhaust rocker arm's rocker The oil ducts to the gearwheel drive supply engine oil to the
arm bearings (17), the exhaust rocker arm with hydro element (18) individual bearings of the gearwheels on the gearwheel drive as
and the brake rocker arm (19) as well as the bearings and cams of well as the engine>mounted power take>off, insofar as one is
the exhaust camshaft (14). The rocker arm bearings for the intake installed.
rocker arms (13) and the bearings and cams on the intake The turbocharger (6) is supplied with engine oil through the
camshaft (10) are supplied with engine oil via the lubricating oil external oil pressure line.
duct for the intake rocker arm spindle (11).
The engine oil is returned by way of return ducts and return holes
in the camshaft housing, cylinder head and in the crankcase.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
i The engine oil fill level sensor (B605) is used for monitoring Where there is insufficient engine oil pressure, the oil level is too
the engine oil level and engine oil temperature in the oil pan. low or the engine oil temperature too high, a corresponding
The engine oil pressure is recorded through the oil pressure sensor warning is shown in the instrument cluster control unit (A1).
(B604). If the engine oil pressure is too low the engine power is reduced.
The engine oil fill level sensor (B605) and the oil pressure sensor
(B604) are connected to the engine management (MCM) control
unit (A4).

Oil pressure sensor, description of B604 Page 148

components
Component description for engine oil fill B605 Page 149

level sensor
Oil separator component description Page 183

Engine oil circuit schematic Page 82
Component description for oil pump Page 189
Oil/coolant module, component Page 191
description
Oil thermostat, component description Page 193

exchanger
Functions
GF18.00>W>0001>01H Engine oil circuit schematic
1 Oil pump
1.1 Pressure control valve
1.2 Safety valve
2.1 Oil strainer
3.1 Oil thermostat
3.2 Oil/water heat exchanger
3.3 Oil filter
3.4 Check valve
4 Oil spray nozzle
5 Crankshaft bearing lubrication point
6 Turbocharger
7 Crankcase ventilation system oil
separator
8 Power take>off lubrication point
9 Compressor lubrication point
10 Intake camshaft
W18.00>1066>76
12 Intake camshaft bearing lubrication 21 Double idler gear lubrication point B604 Oil pressure sensor
point (to next gear level) Y624 Engine brake solenoid valve, stage
13 Intake rocker arm 22 Intermediate gear lubrication point 1
14 Exhaust camshaft (for power take>off) Y625 Engine brake solenoid valve, stage
15 Exhaust rocker arm spindle 23 Intermediate gear lubrication point 2
16 Exhaust camshaft bearing lubrication (for fuel system high pressure pump)
point 24 Double idler gear lubrication point A Camshaft housing
17 Exhaust rocker arm (for compressor and next gear level) B Cylinder head
18 Exhaust rocker arm with 25 Crankcase return C Crankcase
hydroelement 26 Cylinder head return D Oil pan
19 Brake rocker arm 27 Camshaft housing return E Gearwheel drive
20 Intermediate gear lubrication point F Engine oil
(to camshafts)
82
Functions
GF20.00>W>0001H Coolant circuit, function 20.7.11
Shown with code (M5Z) Euro VI engine

version
1.1 Coolant thermostat
1.2 Coolant pump
2 Cylinder liner
3 Cylinder head
4 Coolant manifold
5 Injection nozzle for regeneration of
diesel particulate filter
(only with code (M5Z) Euro VI engine
version)
8 Fuel cooler
9 Compressor
12 Fan
14 Coolant feed to AdBlue“ heater
W20.00>1073>76
KA Coolant outlet to cooler KE Coolant inlet from cooler
General Because the coolant thermostat (1.1) is closed when the engine is
The engines in model series OM 471 have a closed cooling system cold, the coolant flows over the coolant bypass duct into the
(pressurized system). This means that coolant in the cooling oil/coolant module (1) and is routed there past the closed coolant
system, which is circulated by the coolant pump (1.2), absorbs the thermostat (1.1) through the coolant pump (1.2) to the oil>water
heat from the hot engine components and > once the engine has heat exchanger.
reached its operating temperature > it dissipates this through a The oil>water heat exchanger cools the engine oil if its
cooler to the outside air. temperature is more than 115 ∞C (opening temperature of oil
thermostat), so that a temperature of 120 ∞C is not exceeded. The
Engine cooling circuit oil>water heat exchanger is fastened to the oil/coolant module
The coolant pump (1.2) is belt driven. If the engine is running, and (1), and it protrudes into the crankcase.
if it has not yet reached its operating temperature, then the The coolant is routed in this way into the crankcase and therefore
coolant pump (1.2) circulates the coolant inside the engine. In to the cylinder liners (2). At the same time a portion of the coolant
vehicles with code (M7T) Coolant pump, control of the speed of is routed to the fuel cooler (8) and the compressor (9), as well as
the coolant pump (1.2) is permanently monitored by the engine over separate feed lines to the exhaust gas recirculation cooler (6)
management (MCM) control unit (A4) with the aid of the coolant and the exhaust gas recirculation positioner (Y621).
pump rpm sensor (B640), and adapted as needed through
activation of the coolant pump solenoid valve (Y631).
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Functions
The coolant then flows from the fuel cooler (8) and the When the engine operating temperature is reached, the cooler
compressor (9) straight back to the coolant pump (1.2). circuit is activated when the coolant thermostat (1.1) is opened.
The coolant pumped to the cylinder liners (2) then flows back to Depending on the position of the coolant thermostat (1.1), more
the cylinder head (3). or less coolant flows through the vehicle cooler or directly over
The cylinder head (3) contains a partitioned coolant jacket. This the coolant bypass line to the coolant pump (1.2). The
means that once the coolant has flushed the cylinders, both on temperature of the coolant in the coolant circuit is regulated in
the inlet and the outlet sides, it then flows to the cylinder head this way.
(3). In the cylinder head (3) the coolant flows first to the lower The fan (12) is used to increase the vehicle cooler's cooling output.
cooling level where it flushes the fuel injectors and the valve seat The coolant temperature is continuously monitored by the
rings. coolant outlet temperature sensor (B606) and coolant inlet
Finally, the coolant flows to the upper cooling level and cools the temperature sensor (B607), both of which are connected to the
valve guides located there. engine management (MCM) control unit (A4).
After this the coolant is routed outwards into the coolant The various pressures in the cooling system, which are created by
manifold (4), into which the coolant from the exhaust gas the temperature fluctuations, are compensated for through the
recirculation cooler (6) and the coolant from the exhaust gas coolant expansion reservoir, which > depending on the vehicle
recirculation positioner (Y621) is routed. equipment > is located either at the front behind the maintenance
The coolant flows from the coolant manifold (4) back over the flap or at the rear on the cab mounting crossmember.
coolant bypass duct and the still closed coolant thermostat (1.1)
into the oil/coolant module (1) and to the coolant pump (1.2),
until the engine's operating temperature is reached.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Heating circuit
The coolant for the heater circuit is taken from the coolant The auxiliary heater installed in vehicles with code (D6M) Cab
manifold (4). auxiliary water heater or with code (D6N) Cab and engine
A shutoff valve is installed in front of the heater heat exchanger, auxiliary water heater, is integrated with an additional bypass line
through which the coolant flow through the heater circuit or the into the heater circuit in such a way that the coolant is circulated
heater heat exchanger can be regulated. through the auxiliary circulation pump in the heater circuit only
In vehicles with code (D6I) Residual heat utilization, the additional and therefore does not have to be routed through the entire
residual heat pump (M20) upstream of the heater shutoff valve engine.
(Y49) ensures that the coolant is circulated in the heater circuit
when the engine is switched off. This in turn means that the
engine's residual heat can be used for up to two hours.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Connection of secondary water retarder > in vehicles with code Cooling of injection nozzle for regeneration of diesel particulate
(B3H) Secondary water retarder filter (DPF) > for vehicles with code (M5Z) Euro VI engine version
The coolant for the secondary water retarder is also taken from The coolant used for cooling the injection nozzle is taken from the
the coolant manifold (4). Due to the fact that when the secondary exhaust gas recirculation cooler (6), routed through the nozzle
water retarder is activated, a large volume of coolant is taken unit for diesel particulate filter regeneration, in which the
from the coolant circuit thereby causing the pressure in the injection nozzle is located, and routed back to the coolant
cooling system to be greatly reduced, this is regulated by targeted manifold (4).
injection of compressed air from the consumer circuit.
To do so, the drive control (CPC) control unit (A3) uses the coolant AdBlue“ heater
pressure control sensor (B87) to permanently monitor the pressure The coolant for the AdBlue“ heater is also taken from the coolant
in the coolant expansion reservoir. Under a certain pressure and manifold (4). When the AdBlue“ heater coolant solenoid valve
depending on the coolant temperature, it actuates the coolant (Y627) is actuated, the coolant is routed through the hose
pressure solenoid valve control (Y53), which accordingly allows package to the AdBlue“ container and from there back to the
compressed air to pass through the consumer circuit in the coolant oil/coolant module (1).
expansion reservoir.
Coolant circuit schematic Page 86

Auxiliary heating heater, component A901 Page 128

description
i Only in vehicles with code (D6M) Cab
auxiliary water heater or code (D6N) Cab
and engine auxiliary water heater.
84
Functions
Auxiliary heater coolant circulation pump, A901 M2 Page 130

i Only in vehicles with code (D6M) Cab
auxiliary water heater or code (D6N) Cab
and engine auxiliary water heater.
Coolant pressure control sensor, B87 Page 144


coolant temperature sensor

temperature sensor
Residual heat pump, component M20 Page 162

description
i Only in vehicles with code (D6I)
Residual heat utilization .
Heating shutoff valve, component Y49 Page 168

description
Coolant pressure control solenoid valve, Y53 Page 169




Oil/coolant module, component Page 191

description
Component description for coolant pump i Only in vehicles with code (M7T) Page 160
Coolant pump, controlled.
A component description was not created
for vehicles with a rigid coolant pump.

exchanger
Component description for coolant Page 195

thermostat
Retarder, component description i Only in vehicles with code (B3H) Page 197
Nozzle unit for DPF regeneration, i Only in vehicles with code (M5Z) Euro Page 220
component description VI engine version.
Heating system heat exchanger, Page 221

Functions
GF20.00>W>0001>01H Coolant circuit schematic
W20.00>1068>79
1 Oil/coolant module 6 Exhaust gas recirculation 16 Coolant feed to retarder (only
1.1 Coolant thermostat cooler with code (B3H) Secondary>
1.2 Coolant pump 7 Throttle water retarder)
1.3 Oil/water heat exchanger 8 Fuel cooler 17 Coolant return from retarder
2 Cylinder liners 9 Compressor (only with code (B3H)
3.1 Lower coolant level 10 Coolant expansion reservoir Secondary>water retarder)
3.2 Upper coolant level 11 Radiator 18 Coolant return to retarder
4 Coolant manifold 12 Fan ventilation (only with code
5 Nozzle unit for regeneration of 13 Heating system heat exchanger (B3H) Secondary>water
diesel particulate filter (only 14 Coolant feed to AdBlue“ retarder)
with code (M5Z) Euro VI engine heater
version) 15 Coolant return from AdBlue“
heater
A901 Heater for auxiliary water B87 Sensor for coolant pressure Y53 Solenoid valve for coolant
heater (only with code (D6M) regulation (only with code pressure regulation (only with
Cab auxiliary water heater or (B3H) Secondary water code (B3H) Secondary water
code (D6N) Cab and engine retarder) retarder)
auxiliary water heater) B606 Exhaust coolant temperature Y621 Exhaust gas recirculation
A901 M2 Circulation pump (only with sensor positioner
code (D6M) Cab auxiliary water B607 Intake coolant temperature Y627 AdBlue“ heater coolant
heater or code (D6N) Cab and sensor solenoid valve
engine auxiliary water heater) B640 Coolant pump rpm sensor (only Y631 Solenoid valve for coolant
B47 Coolant level switch with code (M7T) Coolant pump (only with code (M7T)
pump, controlled) Coolant pump, controlled)
M20 Residual heat pump (only with
code (D6I) Residual>heat B Cylinder head
utilization) C Crankcase
Y49 Heater shutoff valve NV Compressed air supply
electrical accessory
86
Functions
GF20.00>W>0003H Engine cooling thermal management, function 20.7.11
MODEL 963 with CODE (M7T) Coolant pump, controlled

(MCM)
A54 Lower radiator shutters controller
unit
A55 Upper radiator shutters controller
unit
B640 Coolant pump rpm sensor
LIN 5 Radiator shutters LIN
Y616 Fan clutch solenoid valve
Y616b1 Fan rpm sensor
Y631 Coolant pump solenoid valve
Z4 Drive CAN bus star point
W20.00>1072>76
a Coolant pump rpm, signal h Lower radiator shutters controller k Upper radiator shutters controller
b Coolant pump, actuation unit (A54), actuation * unit (A55), status *
c Fan clutch rpm, signal i Upper radiator shutters controller l Secondary water retarder, status
d Fan clutch, actuation unit (A55), actuation *
e Coolant temperature, signal j Lower radiator shutters controller
f Charge air temperature, signal unit (A54), status * * With code (M7K) Radiator shutters
g Engine speed, signal
General information Electromagnetic coolant pump control

The engine cooling thermal management optimizes the engine's The electromagnetic coolant pump delivery rate can be
efficiency while also reducing fuel consumption. This is achieved continuously varied through the integrated electromagnetic
by the targeted and demand>controlled actuation of the viscous coupling. The electromagnetic viscous coupling is actuated
following components: by the engine management (MCM) control unit (A4) through a
f Circulation pump pulse width modulated signal (PWM signal). The engine
f Fan clutch management (MCM) control unit (A4) evaluates the following
information for this:
Regulation of the coolant pump enables the coolant flow rate f Coolant temperature
through the engine to be reduced to the amount required for f Engine speed
each operating condition. The engine radiator's cooling air flow f Engine load status
rate is also regulated by the fan clutch as a function of the f Compressor operating condition (active/idle)
operating condition. Apart from this, the engine cooling thermal f Secondary water retarder operating condition
management in vehicles with code (M7K) Radiator shutters has a (with code (B3H) Secondary water retarder)
cooling air control, which governs the vehicle's aerodynamics
depending on the coolant temperature. Depending on the listed information, the engine management
The cooling air control is implemented by actuating the following (MCM) control unit (A4) calculates the corresponding set value for
components: actuation of the viscous coupling.
f Lower radiator shutters controller unit (A54)
f Upper radiator shutters controller unit (A55)
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Functions
i In vehicles with code (B3H) Secondary water retarder, during The engine management (MCM) control unit (A4) evaluates the
the secondary water retarder's braking operation, the coolant following information for this:
pump is actuated at full power to achieve a maximum braking f Coolant temperature
effect of the secondary water retarder. f Engine oil temperature
f Boost air temperature
Electromagnetic fan clutch control, function f Engine speed
The electromagnetic fan clutch delivery rate can be continuously f Fan speed
varied through the integrated electromagnetic viscous coupling. f Secondary water retarder operating condition
The electromagnetic fan clutch is actuated by the engine (with code (B3H) Secondary water retarder)
management (MCM) control unit (A4) using a PWM signal. Depending on the listed information, the engine management
(MCM) control unit (A4) calculates the set value for actuation of
the electromagnetic fan clutch.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Cooling air control, function (with code (M7K) Radiator shutters)

The lower radiator shutters control unit (A54) and the upper Depending on the listed information, the drive control (CPC)
radiator shutters control unit (A55) is actuated steplessly by the control unit (A3) uses a characteristics map to calculate the set
drive control (CPC) control unit (A3) over the radiator shutters LIN values for actuation of the radiator shutters.
(LIN 5). The radiator shutters are opened and closed as a function
of the following factors: i To prevent any repeated radiator shutter switching, there is a
f Secondary water retarder operating condition hysteresis between the opening and closing points.
(with code (B3H) Secondary water retarder) This means that the opening time of the radiator shutters is
f Engine brake operating condition 30 s, even when the vehicle's operating condition would result in
f A/C operating condition the corresponding radiator shutters being closed.
f Heat output requirement
f Vehicle speed The lower radiator shutters control unit (A54) and the upper
f Outside air temperature radiator shutters control unit (A55) closes or opens the slats as
f Coolant temperature described in the following table:
f Boost air temperature
f Engine speed
Vehicle operating condition Upper radiator shutters Lower radiator shutters
Ignition OFF, Open Closed (step protection)

Parking brake closed
Engine running, Open Open

Parking brake open
Vehicle accelerates, Open Open

Vehicle speed 55 km/h
Speed 55 km/h, Closed Closed

No cooling request pending
Speed drops below 55 km/h, Is opened and remains open Is opened and remains open
Cooling request pending
Vehicle speed 20 km/h Open Open
Air conditioning switched on Open Open
Secondary water retarder in braking Opens 5 s after braking of secondary water Opens 5 s after braking of secondary water
operation retarder starts retarder starts
(With code (B3H) Secondary water retarder);
Coolant temperature < 94 ∞C and brake
power < 150 kW
Secondary water retarder in braking Opens immediately Opens immediately

operation
(With code (B3H) Secondary water retarder);
Coolant temperature < 94 ∞C and brake
power > 150 kW
88
Functions
Vehicle operating condition Upper radiator shutters Lower radiator shutters
Coolant temperature > 97∞C OPENS Opens immediately
Coolant temperature > 98∞C Open Open
Charge air temperature > 8 ∞C over ambient OPENS OPENS

temperature
Charge air temperature > 10 ∞C over ambient Open Open

temperature
Engine cooling thermal management Page 90

overall network
Drive control (CPC) control unit, A3 Page 102


Radiator shutters, component description A54, A55 Page 109
i Only in vehicles with code (M7K)

Radiator shutters.
Component description for coolant pump B640, Y631 Page 160

Component description for the Y616, Y616 b1 Page 174
electromagnetic viscous coupling
Functions
GF20.00>W>0003>01H Engine cooling thermal management
overall network
W20.00>1070>79
A3 Drive control (CPC) control unit A54 Lower radiator shutters controller LIN 5 Radiator shutters LIN
A4 Engine management control unit unit Z4 Drive CAN bus star point
(MCM) A55 Upper radiator shutters controller
unit
90
Functions
GF47.00>W>0002H Fuel supply, function 20.7.11
Code (M5Z) Engine version Euro VI shown

1 Water separator
2 Fuel prefilter
3 Fuel filter
4 Fuel system high pressure pump
5 Fuel high>pressure lines from fuel
system high pressure pump to rail
6 Rail
7 Fuel high>pressure line from rail to
respective fuel injector
8 Pressure limiting valve
9 Fuel return lines of fuel injectors
10 Fuel return line from pressure limiting
valve
W07.16>1066>76
B602 Fuel temperature sensor Y610 Cylinder 3 fuel injector A Fuel feed lines, intake side
B622 Rail pressure sensor Y611 Cylinder 4 fuel injector B Fuel feed lines, thrust side
B625 Fuel pressure sensor (input) (only Y612 Cylinder 5 fuel injector C Fuel high>pressure lines
with code (M5Z) Engine version Y613 Cylinder 6 fuel injector D Fuel return lines
Euro VI) Y628 Fuel metering valve
B626 Fuel pressure sensor (output) (only (only with code (M5Z) Engine
with code (M5Z) Engine version version Euro VI)
Euro VI) Y629 Fuel shutoff valve
B638 Fuel filter module pressure sensor (only with code (M5Z) Engine
Y608 Cylinder 1 fuel injector version Euro VI)
Y609 Cylinder 2 fuel injector Y642 Quantity control valve
General information
The emission regulations, which are becoming increasingly strict, On the one hand, this is taken care of by a fuel low>pressure
and increasing customer demand with regard to fuel circuit, which ensures that the fuel is cleaned and available to the
consumption, overall profitability, and also environmental fuel high>pressure circuit of the APCRS in sufficient quantities, and
protection, require a completely new injection system. on the other hand the fuel high>pressure circuit, via which the fuel
The "Amplified Pressure Common Rail System (APCRS)", is the first supplied by the fuel low>pressure circuit is injected into the
common rail system to be used in a Mercedes>Benz commercial cylinder at the right time, with the required pressure and in
vehicle that minimizes the quantity of fuel required for sufficient quantities.
combustion.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Functions
Fuel low pressure circuit
The fuel low>pressure circuit essentially consists of the following With code (M5Z) Engine version Euro VI, the following
components: components are also present:
• Fuel tank • Fuel pressure sensor (inlet) (B625)
• Fuel filter module with water separator (1), fuel prefilter (2) • Fuel pressure sensor (outlet) (B626)
and fuel filter (3), in which the fuel is cleaned in several • Fuel metering valve (Y628)
stages • Fuel shutoff valve (Y629)
• Fuel pump which is located at the fuel high pressure pump
(4)
• Fuel feed lines, intake side (A)
• Fuel feed lines, thrust side (B)
• Fuel return lines (D), via which the diverted quantity of the
solenoid valves at the nozzle needles and the diverted
quantity of the solenoid valves at the pressure boosters is
returned to the fuel low>pressure circuit
• Fuel temperature sensor (B602)
• Fuel filter module pressure sensor (B638)
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Fuel high>pressure circuit

The fuel high>pressure circuit of the APCRS consists of the
following components:
• Fuel system high pressure pump (4), which delivers the fuel
into the rail (6) and compresses it to about 900 bar
• Rail (6)
• Pressure limiting valve (8), which is closed during normal
operation and only opens if the maximum rail pressure of
1100 bar is exceeded (limp home mode)
• Rail pressure sensor (B622)
• Cylinder 1 fuel injector (Y608)
• Quantity control valve (Y642)
• Fuel high>pressure lines (C)
Fuel low pressure circuit function Vehicles with code (M5R) Engine version Page 93
version Euro V

Euro VI
Fuel high pressure circuit function Page 100
92
Functions
GF47.00>W>3011HA Fuel low pressure circuit function 20.7.11
ENGINES 471.9 in MODEL 963 with CODE (M5R) Engine version EEV
ENGINES 471.9 in MODEL 963 with CODE (M5Y) Engine version Euro V
W47.00>1043>79
1 Fuel tank 19 2>stage valve B602 Fuel temperature sensor
2 Fuel filter module 20 Pressure limiting valve B622 Rail pressure sensor
3 Fuel pump 22 Filling valve B638 Fuel filter module pressure sensor
3.1 Pressure limiting valve 23 Pressure preparation flange for the Y608 Cylinder 1 fuel injector
3.2 Bypass valve fuel supply of the diesel fuel metering Y609 Cylinder 2 fuel injector
5 Fuel system high pressure pump device Y610 Cylinder 3 fuel injector
6 Rail (for engine version Euro VI) Y611 Cylinder 4 fuel injector
7 Fuel prefilter 30 Fuel return line from fuel cooler to Y612 Cylinder 5 fuel injector
7.1 Wastegate fuel filter module Y613 Cylinder 6 fuel injector
8 Water separator 31 Fuel feed line from fuel filter module Y642 Quantity control valve
9 Fuel filter to fuel pump
10 Fuel cooler 32 Fuel feed line from fuel pump to fuel
11 Throttle filter module A Fuel feed/suction side
12 Check valve 33 Fuel feed line from fuel filter module B Fuel feed (thrust side)
13 Fuel accumulator to fuel system high pressure pump C Fuel high pressure
14 Hand>operated delivery pump 35 Fuel return line from 2>stage valve D Fuel return
15 Shutoff valve in the fuel feed (locked 36 Fuel return line of pressure booster E Bleeding
in open position) 37 Fuel return line of nozzle needle
16 Shutoff valve in the fuel return valves
(locked in open position) 38 Fuel return line from pressure limiting
17 Shutoff valve (in the form of an valve
elastomer ball, which prevents 39 Vent line (from water separator)
draining of the intake duct for 40 Vent line (from fuel filter)
standstill of the engine) 41 Fuel return line from pressure
18 Evaporation volume of the diesel fuel preparation flange for fuel supply of
metering device (for regeneration of diesel fuel metering device
the diesel particulate filter (DPF) > for (with engine version Euro VI)
engine version Euro VI) 42 Fuel return bypass
Functions
The fuel pump (3), which has been designed as a gear pump, i If the fuel prefilter (7) is contaminated and the flow of fuel is
supplies fuel to the fuel low pressure circuit. therefore inhibited, the fuel is drawn in via the bypass valve (7.1).
When the engine is started, the fuel pump (3) draws in the fuel in The fuel which has been cleaned by the fuel prefilter (7) is led out
the fuel tank (1) and delivers it into the fuel filter module (2) via of the fuel filter module (2) and enters the fuel pump (3) which
the shutoff valve in the fuel feed (15). delivers it back into the fuel filter module (2) and into the water
The shutoff valve in the fuel feed (15) prevents fuel from escaping separator (8) that it contains.
when the fuel line between the fuel tank (1) and the fuel filter
module (2) is disconnected. i The system pressure in the fuel feed thrust side (B) which can
The fuel in the fuel filter module (2) first passes into the fuel already be achieved at idle speed is determined by the opening
prefilter (7), in which large dirt particles (> 100 om) are filtered pressure of the pressure limiting valve (3.1).
out of the fuel that is flowing through it. The bypass valve (3.2) is installed for the case of external filling of
A shutoff valve (17) which is located at the fuel inlet of the fuel the fuel system.
prefilter (7) prevents the suction line in the fuel tank (1) from
emptying during long vehicle stop times. The water inside the fuel is separated out in the water separator
(8) and led to the water accumulator. Small dirt particles are also
filtered out due to the construction.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
The water from the water collector can be drained by means of a The fuel is compressed in the fuel system high pressure pump (5)
mechanical drain valve. and then led to the rail (6).
After leaving the water separator (8), the fuel flows through the When this occurs, the quantity control valve (Y642) restricts the
fuel filter (9). amount of fuel to be delivered by the fuel system high pressure
Extremely small contamination (> 2 om) is filtered out in the fuel pump (5) to exactly the right quantity.
filter (9), similarly to the water separator (8). The remaining fuel is led away via the 2>stage valve (19). The first
If air has gathered in the water separator (8) housing or the fuel stage of the 2>stage valve (19) opens at around 2 bar and provides
filter (9) due to replacement of a filter insert, for example, this is the lubrication of the camshaft plain bearings in the fuel system
led into the fuel collection chamber (13) via one ventilation bore high pressure pump (5).
each with vent lines (39, 40). The air is then dissipated from there The second stage opens at around 4.5 bar and regulates the
into the fuel tank (1). system pressure in the thrust side fuel feed (B) to a range between
The fuel system must be bled occasionally after changing an air 4.5 and 6.5 bar by leading excess fuel from the 2>stage valve (35)
filter element with the aid of the hand>operated delivery pump to the fuel collection chamber (13) via the fuel return line.
(14). In the case of extensive repair work one can also use the If the maximum rail pressure is exceeded, the pressure limiting
filling valve (22). valve (20) opens and the excess fuel is led from the pressure
Once the contamination has been filtered out by the fuel filter (9), limiting valve (38) to the fuel collection chamber (13) via the fuel
the fuel is pumped out of the fuel filter module (2) to the fuel return line.
system high pressure pump (5).
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
94
Functions
The fuel that is required for hydraulic pressure boosting is Part of the returned fuel is taken from the fuel collection chamber
collected in a bore in the cylinder head and led to the fuel cooler (13) and returned to the fuel low pressure circuit via the fuel
(10) via the fuel return line of the pressure booster (36), from return bypass (42), just upstream of the fuel prefilter (7).
where it is led back to the fuel pump (3). The fuel quantity is determined by the throttle (11) and the check
The fuel cooler (10) serves to cool down the fuel, which is at a valve (12) in the fuel return bypass (42), which reduces the fuel
temperature of about pump (3) suction load.
120 ∞C. The remaining fuel from the fuel collection chamber (13) is led
The excess fuel from the injector needle valves is also collected in a back to the fuel tank (1).
bore in the cylinder head and led into the fuel collection chamber The shutoff valve in the fuel return line (16) prevents fuel leaking
(13) via the fuel return of the nozzle needle valves (37) and the out when the fuel line between the fuel tank (1) and the fuel filter
check valve (12). module (2) is disconnected.
The check valve (12) in the fuel return of the nozzle needle valves
(37) has the task of achieving the required back pressure of about
2 bar while the engine is running, therefore ensuring that the fuel
injectors work perfectly.

temperature sensor

Component description for quantity Y642 Page 182

control valve

description

module
Functions
GF47.00>W>3011HB Fuel low pressure circuit function 20.7.11
ENGINES 471.9 in MODEL 963 with CODE (M5Z) Engine version Euro VI
W47.00>1038>79
1 Fuel tank 19 2>stage valve 42 Fuel return bypass
2 Fuel filter module 20 Pressure limiting valve 43 Fuel feed line from diesel fuel
3 Fuel pump 21 Injection nozzle (for regeneration metering device to injection nozzle
3.1 Pressure limiting valve of the diesel particulate filter (DPF)) in the nozzle unit for DPF
3.2 Bypass valve 22 Filling valve regeneration
4 Diesel fuel metering device (for 23 Pressure preparation flange for the
regeneration of diesel particulate fuel supply of the diesel fuel metering
filter (DPF)) device B602 Fuel temperature sensor
5 Fuel system high pressure pump 30 Fuel return line from fuel cooler to B622 Rail pressure sensor
6 Rail fuel filter module B625 Fuel pressure sensor (inlet)
7 Fuel prefilter 31 Fuel feed line from fuel filter module B626 Fuel pressure sensor (outlet)
7.1 Wastegate to fuel pump B638 Fuel filter module pressure sensor
8 Water separator 32 Fuel feed line from fuel pump to fuel Y608 Cylinder 1 fuel injector
9 Fuel filter filter module Y609 Cylinder 2 fuel injector
10 Fuel cooler 33 Fuel feed line from fuel filter module Y610 Cylinder 3 fuel injector
11 Throttle to fuel system high pressure pump Y611 Cylinder 4 fuel injector
12 Check valve 34 Fuel feed line from fuel system high Y612 Cylinder 5 fuel injector
13 Fuel accumulator pressure pump to diesel fuel metering Y613 Cylinder 6 fuel injector
14 Hand>operated delivery pump device Y628 Fuel metering valve
15 Shutoff valve in the fuel feed (locked 35 Fuel return line from 2>stage valve Y629 Fuel shutoff valve
in open position) 36 Fuel return line of pressure booster Y642 Quantity control valve
16 Shutoff valve in the fuel return 37 Fuel return line of nozzle needle
(locked in open position) valves
17 Shutoff valve (in the form of an 38 Fuel return line from pressure limiting A Fuel feed/suction side
elastomer ball, which prevents valve B Fuel feed (thrust side)
draining of the intake duct for 39 Vent line (from water separator) C Fuel high pressure
standstill of the engine) 40 Vent line (from fuel filter) D Fuel return
18 Evaporation volume of diesel fuel 41 Fuel return line from pressure E Bleeding
metering device (for regeneration of preparation flange for the fuel supply
the diesel particulate filter (DPF)) of the diesel fuel metering device
96
Functions
3 Fuel pump
4 Diesel fuel metering device (for
regeneration of diesel particulate
filter (DPF))
6 Rail
7 Fuel prefilter
8 Water separator
9 Fuel filter
14 Hand>operated delivery pump
15 Shutoff valve in the fuel feed (locked
in open position)
16 Shutoff valve in the fuel return (locked
in open position)
21 Injection nozzle (for regeneration of
the diesel particulate filter (DPF))
22 Filling valve
30 Fuel return line from fuel cooler to
fuel filter module
31 Fuel feed line from fuel filter module
to fuel pump
32 Fuel feed line from fuel pump to fuel
filter module W47.00>1039>76
33 Fuel feed line from fuel filter module
to fuel system high pressure pump
34 Fuel feed line from fuel system high
pressure pump to diesel fuel metering
device
35 Fuel return line from 2>stage valve
36 Fuel return line of pressure booster
37 Fuel return line of nozzle needle
38 Fuel return line from pressure limiting B622 Rail pressure sensor Y613 Cylinder 6 fuel injector
valve B625 Fuel pressure sensor (inlet) Y628 Fuel metering valve
41 Fuel return line from pressure B626 Fuel pressure sensor (outlet) Y629 Fuel shutoff valve
preparation flange for the fuel supply Y608 Cylinder 1 fuel injector
of the diesel fuel metering device Y609 Cylinder 2 fuel injector A Fuel feed/suction side
43 Fuel feed line from diesel fuel Y610 Cylinder 3 fuel injector B Fuel feed (thrust side)
metering device to injection nozzle in Y611 Cylinder 4 fuel injector C Fuel high pressure
the nozzle unit for DPF regeneration Y612 Cylinder 5 fuel injector D Fuel return
Functions
The fuel pump (3), which has been designed as a gear pump, i If the fuel prefilter (7) is contaminated and the fuel flow rate is
supplies fuel to the fuel low pressure circuit. therefore being inhibited, the fuel is drawn in via the bypass valve
When the engine is started, the fuel pump (3) draws in the fuel in (7.1).
the fuel tank (1) and delivers it into the fuel filter module (2) via
the shutoff valve in the fuel feed (15). The fuel which has been cleaned by the fuel prefilter (7) is led out
The shutoff valve in the fuel feed (15) prevents fuel escaping of the fuel filter module (2) and enters the fuel pump (3), which
when the fuel line between the fuel tank (1) and the fuel filter delivers it back into the fuel filter module (2) and into the water
module (2) is disconnected. separator (8) that it contains.
The fuel in the fuel filter module (2) first passes into the fuel
prefilter (7), in which large dirt particles (> 100 om) are filtered i The system pressure in the fuel feed thrust side (B) which can
out of the fuel flowing through it. already be achieved at idle speed is determined by the opening
A shutoff valve (17) which is located at the fuel inlet of the fuel pressure of the pressure limiting valve (3.1).
prefilter (7) prevents the suction line in the fuel tank (1) from The bypass valve (3.2) is installed for the case of external filling of
being emptied during long vehicle stop times. the fuel system.
The water inside the fuel is separated out in the water separator
(8) and led to the water accumulator. Small dirt particles are also
filtered out due to the construction.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
The water from the water collector can be drained by means of a Part of the fuel is compressed in the fuel system high pressure
mechanical drain valve. pump (5) and then led to the rail (6).
After leaving the water separator (8) the fuel flows through the When this occurs, the quantity control valve (Y642) restricts the
fuel filter (9). amount of fuel to be delivered by the fuel system high pressure
Extremely fine contamination (> 2 om) is filtered out in the fuel pump (5) to exactly the right quantity.
filter (9), as it is in the water separator (8). Part of the fuel is prepared for supplying the diesel fuel metering
If air has gathered in the water separator (8) housing or the fuel device (23) with fuel upstream of the quantity control valve (Y642)
filter (9) due to replacement of a filter insert, for example, this is in the pressure preparation flange, and then led out of the fuel
led into the fuel collection chamber (13) via one ventilation bore system high pressure pump (5) to the diesel fuel metering device
each with vent lines (39, 40). The air is then dissipated from there (4).
into the fuel tank (1). The diesel fuel metering device (4) ensures that the metered
The fuel system must be bled occasionally after changing an air quantity of fuel is led via a line to the injection nozzle (21) in the
filter element with the aid of the hand>operated delivery pump nozzle unit for DPF regeneration, which is at the exhaust pipe
(14). In the case of extensive repair work one can also use the upstream of the diesel particulate filter (DPF).
filling valve (22). The fuel is then injected in a targeted manner into the hot
Once the contamination has been filtered out by the fuel filter (9) exhaust flow from the injection nozzle (21), whereby the exhaust
the fuel is pumped out of the fuel filter module (2) to the fuel temperature increases and the diesel particulate filter (DPF) is
system high pressure pump (5). regenerated.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
98
Functions
The remaining fuel is led away via the 2>stage valve (19). The first The excess fuel from the nozzle needle valves is also gathered in a
stage of the 2>stage valve (19) opens at around 2 bar and provides bore in the cylinder head and led into the fuel collection chamber
the lubrication of the camshaft plain bearings in the fuel system (13) via the fuel return for the nozzle needle valves (37) and the
high pressure pump (5). check valve (12).
The second stage opens at around 4.5 bar and regulates the The check valve (12) in the fuel return of the nozzle needle valves
system pressure in the thrust side fuel feed (B) to a range between (37) has the task of achieving the required back pressure of about
4.5 and 6.5 bar by leading excess fuel from the 2>stage valve (35) 2 bar while the engine is running and therefore ensuring that the
to the fuel collection chamber (13) via the fuel return line. fuel injectors work perfectly.
If the maximum rail pressure is exceeded, the pressure limiting Part of the returned fuel is taken from the fuel collection chamber
valve (20) opens and the excess fuel is led from the pressure (13) and led back into the fuel low pressure circuit via the fuel
limiting valve (38) to the fuel collection chamber (13) via the fuel return bypass (42) just upstream of the fuel prefilter (7).
return line. The fuel quantity is determined by the throttle (11) and the check
The fuel that is required for hydraulic pressure boosting is valve (12) in the fuel return bypass (42), which reduces the suction
collected in a bore in the cylinder head and led to the fuel cooler load on the fuel pump (3). The remaining fuel from the fuel
(10) via the fuel return line of the pressure booster (36), from collection chamber (13) is led back to the fuel tank (1).
where it is delivered to the fuel pump (3). The shutoff valve in the fuel return line (16) prevents fuel from
The fuel cooler (10) serves to cool down the fuel, which is at a escaping when the fuel line between the fuel tank (1) and the fuel
temperature of about filter module (2) is disconnected.
120 ∞C.

temperature sensor
description


control valve

description

module
Nozzle unit for DPF regeneration, Page 220

Functions
GF47.00>W>3013H Fuel high pressure circuit function 20.7.11
Code (M5Z) Engine version Euro VI shown

2 Fuel high>pressure lines
(from fuel system high pressure
pump to rail)
3 Rail
4 Fuel high>pressure lines
(from rail to respective fuel injector)
6 Fuel return lines of fuel injectors
7 Fuel return line from pressure
limiting valve

(MCM)
B622 Rail pressure sensor
W07.16>1067>76
C Fuel high pressure lines
D Fuel return lines
The fuel delivered by the fuel pump and cleaned by the fuel filter The highly compressed fuel passes from the rail (3) to the fuel
module flows via the quantity control valve (Y642) to the fuel injectors for cylinder 1 to 6 (Y608 to Y613) via the fuel high
high pressure pump (1). pressure lines (4).
Depending on the operating status of the engine, the engine From fuel injectors for cylinders 1 to 6 (Y608 to Y613) the fuel is
management control unit (MCM) (A4) uses the quantity control injected, according to the injection variant, with or without
valve (Y642) to determine the amount of fuel that is led into the additional pressure amplification into the respective cylinder. The
fuel system high pressure pump (1). injection pressure can be up to 2100 bar.
The fuel is compressed by the fuel high pressure pump (1) and The injection quantity, the injection timing point and the relevant
delivered to the rail via the two fuel high pressure lines (2). The injection variants are determined by the engine management
fuel pressure of about 900 bar that is generated in this way is (MCM) control unit (A4) depending on the operating condition of
detected via the rail pressure sensor (B622) and passed on to the the engine.
engine management (MCM) control unit (A4). The diverted quantity of the solenoid valves at the nozzle needles
If the maximum permissible rail pressure has been exceeded, the and the diverted quantity of the solenoid valves at the pressure
mechanical pressure limiting valve (5) opens and the excess fuel boosters pass via the two fuel return lines of the fuel injectors (6)
flows back from the pressure limiting valve (7) to the fuel filter back to the fuel filter module and therefore back into the low>
module in the low>pressure fuel circuit via the fuel return line. pressure fuel circuit.

Component description for rail pressure B622 Page 157

sensor

control valve
Component description for fuel system Page 184

high pressure pump

description
100
System components
GF54.21>W>0009H Central gateway control unit (CGW), component description 29.6.11
MODEL 963, 964
Location
A2 Central gateway control unit (CGW)
The central gateway control unit (CGW) (A2) is located

in the electronics compartment on the passenger side.
W54.21>1422>11
Task
The central gateway control unit (CGW) (A2) forms the central Control unit monitoring
interface of the vehicle networking and is directly connected to The central gateway control unit (CGW) (A2) monitors all control
the following 5 high>speed bus systems: units for failure except itself and the components of the Electronic
• Vehicle CAN (CAN 1) Brake Control control unit (EBS).
• Interior CAN (CAN 2) In the process, it checks whether a control unit actively
• Frame CAN (CAN 3) participates in the bus traffic. If a control unit does not send a
• Telematics CAN (CAN 9) message after a long period, it assumes failure and issues a
• Diagnostic CAN (CAN 10) corresponding fault code. In addition, the failure is displayed on
the instrument cluster control unit (ICUC) (A1).
Routing data
The main task of the central gateway control unit (CGW) (A2) is to Network management
route individual CAN messages between the connected CAN data The central gateway control unit (CGW) (A2) is responsible for
bus systems. In other words, e.g. it issues messages from the selectively waking up and putting asleep the connected control
interior CAN (CAN 2) to the frame CAN (CAN 3). units. All control units are awakened if a message is sent to a bus
system.
The central gateway control unit (CGW) (A2) only knows which Sleep is initiated only when all control units have signaled sleep
messages are being routed to which CAN system, and not which readiness. As a result, synchronization occurs at sleep time.
control unit must receive the individual messages.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Bus termination resistors Virtual control units

Bus termination resistors are used to avoid reflections that would Virtual control units are not equipped with their own housing.
lead to the falsification of actual information. The characteristic They are integrated into the hardware and software of other
impedance of the electrical line is important for the bus control units. However, they do appear as individual control units
termination resistor. in the Star Diagnosis.
Bus termination resistors are installed for the following data bus
systems in the central gateway control unit (CGW) (A2): The following control units are realized as virtual control units in
• Frame CAN (CAN 3) the central gateway control unit (CGW) (A2):
• Telematics CAN (CAN 9) • The central data memory (CDS) (A2 a1)
• Diagnostic CAN (CAN 10) • The communications interface control unit (COM) (A2 a2)
• The maintenance system control unit (MS) (A2 a3)
System components
GF30.35>W>4105H Component description drive control (CPC) control unit 1.7.11
MODEL 963, 964
Location
The drive control (CPC) control unit (A3) is located on the

passenger>side in the electronics compartment.
W30.35>1237>11
Task According to the tasks performed the drive control (CPC) control
unit (A3) is positioned in the Control Area Network (CAN) as the
The drive control (CPC) control unit (A3) calculates various control central interface (Gateway) between the frame CAN (CAN 3) and
factors relevant for the driving cycle for the following functions the drive train CAN (CAN 4).
dependent on the current transmission mode:
f Cruise control The drive control (CPC) control unit communicates via CAN with
f Limiter the following control units:
f Proximity Control Assist f IC control unit (ICUC) (A1)
(for code (S1l) Proximity Control Assist) f Central gateway (CGW) control unit (A2)
f Engine brake (computation of braking torque) f Engine management (MCM) control unit (A4)
f Coolant temperature management f Transmission (TCM) control unit (A5)
f Automatic gear detection f Cab signal acquisition and actuation module (SCA) control
f Monitoring of the coolant level unit (A7)
f Monitoring of the charging current f Antilock brake system (ABS) control unit, 4>channel (A10)
f Monitoring of the air filter f Electronic Brake Control (EBS) control unit (A10b)
f Legal vehicle speed limit (Wabco)
f Diesel particulate filter (DPF) regeneration f Electronic Brake Control (EBS) control unit (A10c)
f Computation/correction of the engine specified torque (Knorr)
f Retarder control f Retarder control (RCM) control unit (A11)
(for code (B3H) Secondary water retarder) f Parameterizable special module (PSM) control unit (A22)
f Exhaust aftertreatment (ACM) control unit (A60)
f Tachograph (P1)
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Function Electrical actuation of components

f Coolant pressure regulation solenoid (Y53)
To record and evaluate electric sensor signals and switch signals (for code (B3H) Secondary water retarder)
f Accelerator pedal sensor (B44) f Controller unit for lower radiator shutters (A54)
f Coolant level switch (B47) (for code (M7K) Radiator shutters)
f Air filter sensor (B48) f Controller unit for upper radiator shutters (A55)
f Coolant pressure regulation sensor (B87) (for code (M7K) Radiator shutters)
(for code (B3H) Secondary water retarder)
f Alternator (G2) Records, evaluates and transmits CAN messages
(determination of status of circuit 50 and charge current CAN messages are made available via frame CAN (CAN 3) and
monitoring) drive train CAN (CAN 4) which are relevant for the respective
f Right multifunction control lever (S23) functions from other control unit and are also vise versa sent to
these.
102
System components
GF07.08>W>4110H Component description for engine management (MCM) control unit 2.8.11
Location
The engine management (MCM) control unit (A4) is located on the left side of crankcase.
W07.08>1006>03
Task
The engine management (MCM) control unit (A4) services On the one hand it takes on the controlling and regulating
primarily as an interface between the electrical or electronic processes, e.g. for systems such as the engine management or the
components located on the engine side and drive control (CPC) exhaust gas recirculation (AGR) while, on the other hand, it serves
control unit (A3) on the vehicle side. in turn just to pass on information such as the oil level in the
Both control units are networked together via the drive train CAN engine.
(CAN 4) and the CAN bus drive neutral point (Z4).
The engine management (MCM) control unit (A4) takes on a The following is an overview of the tasks of the engine
number of tasks. management (MCM) control unit (A4):
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
System components
Engine management for the Amplified Pressure Common Rail Exhaust gas recirculation (EGR)
System (APCRS) The fact that exhaust gas recirculation is active over the whole
The main task of the engine management (MCM) control unit (A4) rotational speed range means that the ratio between recycled
is to regulate injection of the Amplified Pressure Common Rail exhaust gas masses and suctioned in or supercharged fresh air
System (APCRS). mass must be matched exactly and thus exactly regulated.
All required data such as the output, diverse performance maps or This relationship, the so>called exhaust gas recirculation rate, is
data which serves to protect the engine is stored in the engine regulated by the engine management (MCM) control unit (A4)
management (MCM) control unit (A4). through appropriate actuation of the exhaust gas recirculation
In order to regulate the injection which takes place through positioner (Y621).
appropriate actuation of the fuel injectors for cylinder 1 to 6 The EGR rate value here is determined by the information from
(Y608 to Y613) and the quantity control valve (Y642), the engine the charge air pressure and temperature sensor in the charge air
management (MCM) control unit (A4) reads in signals from pipe (B608), by the exhaust gas recirculation (EGR) differential
virtually all sensors connected to it. This means: all information pressure sensor (B621) and by the charge air temperature sensor
except that from the engine oil fill level sensor (B605) is used in in the charge air housing (B617), taking the data stored in a
the computations. corresponding characteristics map into account.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Diesel particulate filter (DPF) > only for code (M5Z) Engine version IC control unit (ICUC) (A1)
Euro VI To display this in the instrument cluster control unit (ICUC) (A1)
During the regeneration phase of the diesel particulate filter the engine management (MCM) control unit (A4) records the
(DPF) the engine management (MCM) control unit (A4) actuates engine oil level, the engine oil temperature, the engine oil
the fuel shutoff valve (Y629) and (in intervals) the fuel metering pressure, the coolant temperature and the engine rpm.
valve (Y628).
The fuel shutoff valve (Y629) and the fuel metering valve (Y628) It also uses values from the following sensors:
are located together with the fuel pressure sensor (inlet) (B625) f Engine oil fill level sensor (B605)
and the fuel pressure sensor (outlet) (B626), in one metering f Oil pressure sensor (B604)
device. This ensures that diesel fuel is metered over a line to the f Intake coolant temperature sensor (B607) or exhaust (B606)
injection nozzle in the nozzle unit for DPF regeneration which is f Crankshaft position sensor (B600)
located on the exhaust pipe upstream of the diesel particulate
filter (DPF). Fan control
The injection nozzle injects specific fuel amounts into the hot For fan regulation purposes the engine management (MCM)
exhaust flow. During the resulting reaction in the exhaust control unit (A4) uses information from the coolant inlet
aftertreatment unit, a great deal of heat is generated, in which temperature sensor (B607) and the coolant outlet temperature
the soot deposited in the diesel particulate filter (DPF) is burnt to sensor (B606).
form ash.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Engine brake Tasks covering a number of systems

According to a request from the drive control (CPC) control unit These tasks include engine or system diagnosis, since almost all
(A3), the engine management (MCM) control unit (A4) actuates electrical or electronic components which are attached to the
the engine brake solenoid valve, stage 1 (Y624), the engine brake engine management (MCM) control unit (A4) can be diagnosed.
solenoid valve, stage 2 (Y625) or both solenoid valves together.
Actuation of solenoid valves causes the engine oil to be fed to the
respective rocker arms with hydroelement. This means that the
respective brake rocker arms operate via the respective rocker arm
with hydroelement on an exhaust valve, whereby the engine
brake is active.
104
System components
GF42.25>W>3135H Electronic Brake Control control unit (EBS), component description 20.7.11
MODEL 963
Location
Shown on model 963.4, Knorr version

A10c Electronic brake system (EBS) control unit
The Electronic Brake Control control unit (EBS) (A10c) is installed in

the electronics compartment on the front passenger side.
W42.25>1270>81
Task
The Electronic Brake Control control unit (EBS) (A10b or A10c) is f Evaluate the feedback from the brake components during
the central component of the electronic brake system (EBS) and the entire brake application and readjust the brake pressure
has the following tasks: if necessary.
f Record the driver's brake command via the electrical signals f Control the ABS or ASR interventions.
of the brake value sensor (B17 or B17a). f Communication with other systems/control units in the
f Calculate the specified brake pressures of the individual vehicle via the frame CAN (CAN 3).
axles or the semi>trailer/trailer depending on the sensor data f Actuation of electronically braked trailers via the ISO 11992
and taking into account the brake force distribution and interface (X103.7).
wear harmonization. f Actuation of the air admission 3/2>way valve (Y5) or the ASR
f Actuation of the front axle axle modulator (A20 or A20a), solenoid valve 2 (Y5a) for ASR suppression on the leading
the rear axle axle modulator (A21 or A21a), the ABS solenoid axle/trailing axle on vehicles with 3 axles.
valves (Y1, Y2) and the trailer control valve (Y6 or Y6a) with f Control the function of the hill holder.
the corresponding electrical signals to apply the specified f Performing system diagnosis.
brake pressures. f Storage of system errors for diagnosis.
f Report major faults via the display field in the instrument
cluster control unit (ICUC) (A1).
System components
GF54.21>W>5005H Parameterizable special module (PSM) control unit, component description 29.6.11
MODEL 963, 964
Location
A22 Parameterizable special module (PSM) control unit
The parameterizable special module (PSM) (A22) control unit is

located on the passenger side in the electronics compartment.
W54.21>1432>11
Task
The parameterizable special module control unit (PSM) (A22) is Full access to data from the entire vehicle CAN enables multiple
integrated in the overall network on the vehicle side via the frame applications to be carried out with a minimum of additional
CAN (CAN 3). The trailer CAN (PSM) (CAN 7) and the body CAN hardware components. Several functions are performed entirely
(PSM) (CAN 8) serve as external interfaces. without additional parts. They only need to be parameterized.
The parameterizable special module control unit (PSM) (A22) 42 equations are available at the factory as preinstalled
allows for the implementation of complex controls and functions. applications. These can be individually adapted
(parameterization) to their respective use in the vehicle.
106
System components
GF54.25>W>6000H Battery disconnect switch control unit, component description 2.8.11
MODEL 963 with CODE (E5T) ADR model class EX/II, including AT
MODEL 963 with CODE (E5U) ADR model class EX/III, including EX/II and AT
MODEL 963 with CODE (E5V) ADR model class FL including EX/II, EX/III and AT
MODEL 963 with CODE (E5X) ADR model class AT
MODEL 963 with CODE (E5Z) Accessories, ADR
MODEL 963 with CODE (E9D) Preinstallation, double>pole battery disconnect switch
MODEL 963 with CODE (E9E)
Location
In vehicles without code (C7T) Integral rear end

A33 Battery disconnect switch control unit (BESO)
In vehicles with standard rear end, the battery disconnect switch (BESO) control unit (A33) is
installed below the vehicle battery in the direction of travel in front of the compressed air
reservoirs of the brake system.
W54.21>1431>03
In vehicles with code (C7T) Integral rear end
A33 Battery disconnect switch control
unit (BESO)
In vehicles with integral rear end, the

battery disconnect switch (BESO) control
unit (A33) is installed on the inside of the
left longitudinal frame member above the
rear axle.
W54.21>1430>04
System components
Tasks When the EMERGENCY OFF switch (S30) or the frame
EMERGENCY OFF switch (S31) are pressed, the battery disconnect
f Evaluating the positions of the EMERGENCY OFF switch (S30) switch (BESO) control unit (A33) disconnects the on>board
and the frame EMERGENCY OFF frame (S31) electrical system from the battery. Even before the on>board
f Disconnecting the on>board electrical system from the electrical system is disconnected from the battery, it sends a
battery, when the EMERGENCY OFF switch (S30) or the message to the exterior CAN (CAN 1) for further processing,
frame EMERGENCY OFF switch (S31) is pressed announcing that the on>board electrical system will be
disconnected from the battery. Among other things, the engine
Design management (MCM) control unit (A4) initiates the switching>off
of the engine due to this message. The on>board electrical system
f Control electronics is disconnected by a bistable relay integrated into the battery
f Bistable relay for disconnecting the on>board electrical disconnect switch (BESO) control unit (A33). The bistable relay is
system from the battery actuated 800 ms after the battery disconnect switch (BESO)
control unit (A33) has recognized that the EMERGENCY OFF
Function switch (S30) or the frame EMERGENCY OFF switch (S31) was
pressed. The tachograph (TCO) (P1) continues to be supplied with
The battery disconnect switch (BESO) control unit (A33) evaluates voltage by the battery disconnect switch (BESO) control unit (A33)
the positions of the EMERGENCY OFF switch (S30) and the frame via a separate pin.
EMERGENCY OFF switch (S31) via the input signal.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
i As a redundant message on the exterior CAN (CAN 1), the

battery disconnect switch (BESO) control unit (A33) also transmits
a pulse width modulated signal (PWM signal) via a direct line to
the sensor and actuator module, cab (SCA) control unit (A7). If the
battery disconnect switch (BESO) control unit (A33) recognizes
that the EMERGENCY OFF switch (S30) or the frame EMERGENCY
OFF switch (S31) was pressed, it changes the duty cycle of the
PWM signal from 50% to 75%, whereupon the sensor and
actuator module, cab (SCA) control unit (A7) recognizes that the
on>board electrical system starts being disconnected.
108
System components
GF20.40>W>5010H Radiator shutters, component description 20.7.11
MODEL 963, 964 with CODE (M7K) Radiator shutters
W20.00>1062>79
Shown on model 963 with code (S1l) A54 m1 Lower radiator shutters actuator A55 m1 Upper radiator shutters actuator
Proximity Control Assist motor motor
1 Slats A54 t1 Voltage converter 24 V/14 V A55 t1 Voltage converter 24 V/14 V
A55 Upper radiator shutters controller
A54 Lower radiator shutters controller unit unit
Location Function
The radiator shutters, consisting of the lower radiator shutters The lower radiator shutters controller unit (A54) and the upper
controller unit (A54) and the upper radiator shutters controller radiator shutters controller unit (A55) are actuated by the drive
unit (A55) are located behind the respective radiator grille. control control unit (CPC) (A3) using digital switching signals via
the radiator shutters LIN (LIN 5). The digital switching signals are
Task forwarded by the voltage converter 24 V/ 14 V (A54 t1) and the
voltage converter 24 V/ 14 V (A55 t1) in the form of direction of
The lower radiator shutters controller unit (A54) and the upper rotation commands (voltage reversal) to the lower radiator
radiator shutters controller unit (A55) control the throughflow of shutters actuator motor (A54 m1) and the upper radiator shutters
air in the engine compartment via the position of the slats (1). The actuator motor (A55 m1). The slats (1) of the lower radiator
drag coefficient of the vehicle is optimized by controlled slat (1) shutters controller unit (A54) and the slats (1) of the upper
opening and closing, since the air flow is led around the vehicle. radiator shutters controller unit (A55) are opened or closed in
The warm>up phase of the engine can also be influenced via the accordance with the request from the drive control control unit
position of the slats (1). (CPC) (A3).
i The operating voltage of the lower radiator shutters actuator
Design motor (A54 m1) and the upper radiator shutters actuator motor
(A55 m1) is designed to be U = 12 V. The on>board electrical
The lower radiator shutters controller unit (A54) consists of the system voltage (U = 24 V) is reduced accordingly by the voltage
following components: converter 24 V/ 14 V (A54 t1) and the voltage converter 24 V/ 14 V
f Lower radiator shutters actuator motor (A54 m1) (A55 t1).
f Voltage converter 24 V/ 14 V (A54 t1)
Variants
The upper radiator shutters controller unit (A55) consists of the The design of the lower radiator shutters controller unit (A54) and
following components: the upper radiator shutters controller unit (A55) varies according
f Upper radiator shutters controller unit (A55 m1) to the model and the equipment:
f Voltage converter 24 V/ 14 V (A55 t1) f Vehicles with ground clearance of 600
f Vehicles with ground clearance of 765
f Vehicles with Proximity Control Assist
(with code (S1l) Proximity Control Assist)
System components
GF49.20>W>3009HA EATU output NOx sensor, component description 2.8.11
ENGINES 471.9 in MODEL 963, 964 with CODE (M5Y) Engine version Euro V
ENGINES 471.9 in MODEL 963, 964 with CODE (M5R) Engine version EEV
Location
1 Exhaust aftertreatment unit
A57 EATU output NOx sensor control

unit
A57 b1 EATU output NOx sensor
The EATU output NOx sensor (A57 b1) is

screwed into the inlet tube of the exhaust
aftertreatment unit (1) from the outside
and forms one unit together with the EATU
output NOx sensor control unit (A57).
Task
The EATU output NOx sensor (A57 b1)

represents the actual measurement sensor,
whereas the EATU output NOx sensor
electronic control unit (A57) is used to
compute the NOx raw concentration in the
exhaust before exhaust aftertreatment by
the SCR catalytic converter and ammonia W14.40>1595>76
slip catalytic converter.
Design
2 Electrical connection
A57 EATU output NOx sensor control unit

The EATU output NOx sensor control unit (A57) and the EATU
output NOx sensor (A57 b1) are connected to each other via a non>
separable electrical line and form one unit.
The EATU output NOx sensor (A57 b1) is similar in design to a

wide>band oxygen sensor. It is fitted with its basic elements such as
the so>called Nernst cell and the oxygen pump cell.
Its front part in the measuring probe which projects out into the
exhaust consists of a metal housing with openings and a gas>
permeable ceramic body inside made out of zirconium dioxide.
The surfaces of the ceramic body are fitted on both sides with
electrodes made out of a thin platinum layer. The measuring
probe is in contact with outside air via a reference air duct.
The metal housing protects the ceramic body inside against
mechanical stress and sudden increases in temperature.
W14.40>1586>12
The EATU output NOx sensor (A57 b1) is fitted with an integral
heating element which serves to rapidly achieve the required
operating temperature of about 800 ∞C for the chemical processes
taking place therein.
The electrical line between the EATU output NOx sensor (A57 b1)
and the EATU output NOx sensor control unit (A57) has a defined
length of approx. 60 mm.
110
System components
Function
3 Measuring probe (ceramic body)

5 Chamber
6 Heating element
7 Reference air duct
8 Chamber
Ip0 Pump current (main pump electrode)

Ip1 Pump current (auxiliary pump
electrode)
Ip2 Pump current (measuring electrode)
W14.40>1350>76
The EATU output NOx sensor (A57 b1) functions according to the The O2 concentration is also regulated to close to zero at the same
principle of the so>called oxygen ions line according to which the time with the aid of a further electrode. The nitrous oxide
wide>band oxygen sensor also functions. concentration is deduced from the size of the pump current (Ip2)
Part of the exhaust flowing past the measuring probe (3) passes required.
through a diffusion barrier into the first chamber (8). The EATU output NOx sensor control unit (A57) is used to
In this case, the O2 concentration is regulated at a defined value compute the required pump voltages, to regulate the complex
by means of the so>called pump voltage applied to an electrode system and to compute the NOx raw values. It receives the analog
until the oxygen content differs on either side of the ceramic signals from the EATU output NOx sensor (A57 b1) and digitizes
body. them. It then forwards them as digital CAN messages to the
The special properties of the ceramic body create the signal exhaust aftertreatment (ACM) control unit (A60) at a defined
voltage (Nernst voltage) at its friction planes. This is the measure transfer rate, which then evaluates them.
for the residual oxygen content in the exhaust.
The traces of HC, CO and H2 in the exhaust oxygenate at the
electrode made out of platinum. The gas then passes over a
further diffusion barrier and arrives in the second chamber (5)
where it is broken down with the aid of a second NOx electrode
into NO and O2.
System components
GF49.20>W>3009H Exhaust aftertreatment unit outlet NOx sensor, component description 20.7.11
ENGINES 471.9 in MODEL 963, 964 with CODE (M5Z) Engine version Euro VI
Location
1 Exhaust aftertreatment unit:
A57 Exhaust aftertreatment unit outlet

NOx sensor control unit
A57 b1 Exhaust aftertreatment unit outlet
NOx sensor
The exhaust aftertreatment unit outlet NOx

sensor (A57 b1) is screwed in from the
outside in the deflection chamber upstream
of the diesel oxidation catalytic converter
(DOC).
The exhaust aftertreatment unit outlet NOx
sensor (A57) is attached to a bracket at the
exhaust aftertreatment unit (1). Both
components form a single unit.
W14.40>1585>76
Task
The exhaust aftertreatment unit outlet NOx sensor (A57 b1)

represents the actual measuring probe, whereas the exhaust
aftertreatment unit outlet NOx sensor electronic control unit
(A57) is used to calculate the raw NOx concentration in the
exhaust upstream of the exhaust aftertreatment by the diesel
oxidation catalytic converter (DOC), the diesel particulate filter
(DPF) and the SCR catalytic converter.
112
System components
Design
A57 Exhaust aftertreatment unit outlet NOx sensor control

unit
A57 b1 Exhaust aftertreatment unit outlet NOx sensor
The exhaust aftertreatment unit outlet NOx sensor control unit

(A57) and the exhaust aftertreatment unit outlet NOx sensor (A57
b1) are interconnected via an electrical line that cannot be
disconnected, and form a single unit.
The exhaust aftertreatment unit outlet NOx sensor

(A57 b1) has a similar design to a wide>band oxygen sensor. It is
fitted with its basic elements such as the so>called Nernst cell and
the oxygen pump cell.
W14.40>1586>12
The surfaces of the ceramic body are fitted on both sides with The exhaust aftertreatment unit outlet NOx sensor (A57 b1) is
electrodes made out of a thin platinum layer. The measuring fitted with an integral heating element which serves to rapidly
probe is in contact with outside air via a reference air duct. achieve the operating temperature of about 800 ∞C that is
The metal housing protects the ceramic body inside against required for the chemical processes taking place therein.
mechanical stress and sudden increases in temperature. The electrical line between the exhaust aftertreatment unit outlet
NOx sensor (A57 b1) and the exhaust aftertreatment unit outlet
NOx sensor control unit (A57) has a defined length of approx.
60 mm.
System components
Function

5 Chamber
6 Heating element
8 Chamber

electrode)
W14.40>1350>76
The exhaust aftertreatment unit outlet NOx sensor (A57 b1) The gas then passes over a further diffusion barrier and arrives in
functions according to the principle of the so>called oxygen ions the second chamber (5) where it is broken down with the aid of a
line, according to which the wideband oxygen sensor also second NOx electrode into NO and O2. The O2 concentration is
functions. also regulated to close to zero at the same time with the aid of a
Part of the exhaust flowing past the measuring probe (3) passes further electrode. The nitrous oxide concentration is deduced
through a diffusion barrier into the first chamber (8). from the size of the pump current (Ip2) required.
In this case the O2 concentration is regulated at a defined value by The exhaust aftertreatment unit outlet NOx sensor (A57) serves to
means of the so>called pump voltage applied to an electrode until compute the required pump voltages, to regulate the complex
the oxygen content differs at both sides of the ceramic body. system and to compute the NOx raw values.It receives the analog
The special properties of the ceramic body create the signal signal from the exhaust aftertreatment unit outlet NOx sensor
voltage (Nernst voltage) at its boundary surfaces. This is the (A57 b1) and digitalizes it. It forwards these as digital CAN signals
measure for the residual oxygen content in the exhaust. at a defined transfer rate to the exhaust aftertreatment control
The traces of HC, CO and H2 in the exhaust oxygenate at the unit (ACM) (A60), which then evaluates them.
electrode made out of platinum.
114
System components
GF14.40>W>3003H Pump module, component description 20.7.11
ENGINE 471.9 in MODEL 963, 964
Location
Shown on model 963 with code (M5Z)

1 Pump module
2 EATU
16 AdBlue“ tank
The pump module (1) which contains the

SCR control unit (A58) and SCR delivery
pump (M25) is fastened to a bracket on the
inside of the right longitudinal frame
member behind the EATU (2).
W14.40>1562>76
Task
The pump module (1) sucks in AdBlue“ from the AdBlue“

container (16), filters it and pumps it to the AdBlue“ metering
device (A67). The SCR control unit (A58) calculates the injection
period and the injection quantity.
Design
3 Electronics housing
4 Connecting body
5 Filter housing
(communication to AdBlue“
metering device)
(communication to exhaust
aftertreatment (ACM) control unit)
8 AdBlue“ inlet
9 Intake filter
(mesh size 190 om)
10 AdBlue outlet
11 Vent valves
12 Coolant inlet
13 Coolant outlet
15 Main filter
(mesh size 20 to 30 om)
A58 SCR control unit

M25 SCR delivery pump W14.40>1570>76
System components
Function
8 AdBlue“ inlet
9 Intake filter
10 AdBlue“ outlet
12 Coolant inlet
13 Coolant outlet
15 Main filter
M25 SCR delivery pump
W14.40>1560>03
After the engine starts, the exhaust aftertreatment (ACM) control Heating
unit (A60) actuates the pump module (1) or more accurately, the A duct inside the connecting body (4) enables the pump module
SCR control unit (A58) integrated into it. This switches the SCR (1) to have engine coolant flow through it for heating or
delivery pump (M25), so that AdBlue“ is sucked in from the defrosting. The coolant inflow is regulated by an engine mounted
AdBlue“ container and pumped at an operating pressure of solenoid valve as a function of the temperature by the engine
approx. 10 bar towards the AdBlue“ metering device (A67). management (MCM) control unit (A60).
Because the AdBlue“ metering device (A67) is cooled be Delayed>off running

circulation through circulating AdBlue“, AdBlue“ is pumped To avoid any damage through overheating on the AdBlue“
continuously, irrespective of whether injection is necessary or not. metering device (A67), the pump module (1) continues to pump
The AdBlue“ that is not required or not injected flows back AdBlue“ for some time after the engine stops so that the cooling
through the return line to the AdBlue“ container. can be maintained for a longer period.
116
System components
GF14.40>W>3020HA Exhaust aftertreatment (ACM) control unit, component description 20.7.11
ENGINE 471.9 in MODEL 963, 964 with CODE (M5Y) Engine version Euro V
ENGINE 471.9 in MODEL 963, 964 with CODE (M5R) Engine version EEV
Location

control unit
The exhaust aftertreatment (ACM) control

unit (A60) is fastened to a bracket on the
inside of the EATU (1).
W14.40>1568>76
W14.40>1598>79
A4 Engine management control unit A60 Exhaust aftertreatment (ACM) B73 Exhaust temperature sensor
(MCM) control unit downstream of SCR catalytic
A57 NOx sensor control unit output for A67 AdBlue“ metering device converter
exhaust aftertreatment unit A70 NOx sensor control unit input for B74 AdBlue“ fill level sensor/
A57 b1 NOx sensor output for exhaust exhaust aftertreatment unit temperature sensor
aftertreatment unit A70 b1 NOx sensor input for exhaust CAN 4 Drive train CAN
A58 SCR control unit (in pump module) aftertreatment unit CAN 13 NOx>CAN
B72 Exhaust temperature sensor M25 SCR delivery pump (in pump
upstream of SCR catalytic converter module)
System components
Task
The exhaust aftertreatment (ACM) control unit (A60) regulates AdBlue“ injection
and controls practically all the exhaust aftertreatment system It uses the data supplied by the SCR control unit (A58) and the
functions. engine management (MCM) control unit (A4) to calculate the
The exhaust aftertreatment (ACM) control unit (A60) receives the required AdBlue“ quantity, which is then sent over the SCR
analog signals from the directly connected sensors. It receives the control unit (A58) to the AdBlue“ metering device (A67).
NOx sensor signals over CAN connections and communicates with
the SCR control unit (A58) and the engine management (MCM)
control unit (A4).
118
System components
GF14.40>W>3020H Exhaust aftertreatment (ACM) control unit, component description 20.7.11
ENGINE 471.9 in MODEL 963 with CODE (M5Z) Engine version Euro VI
Location

control unit

unit (A60) is fastened to a bracket on the
inside of the EATU (1).
W14.40>1568>76
Task
The exhaust aftertreatment (ACM) control unit (A60) regulates

and controls practically all the exhaust aftertreatment system
functions.
It also processes the incoming digital and analog signals of the

connected sensor system and communicates over CAN
connections with the connected control units.
System components
W14.40>1597>79
A4 Engine management control unit A70 b1 NOx sensor input for exhaust B70 Exhaust temperature sensor
(MCM) aftertreatment unit downstream of diesel particulate
A57 NOx sensor control unit output for B37 Exhaust pressure sensor upstream filter
exhaust aftertreatment unit of diesel oxidation catalytic B73 Exhaust temperature sensor
A57 b1 NOx sensor output for exhaust converter downstream of SCR catalytic
aftertreatment unit B38 Exhaust pressure sensor converter
A58 SCR control unit downstream of diesel particulate B74 AdBlue“ fill level
A60 Exhaust aftertreatment unit filter sensor/temperature sensor
(ACM) control unit B67 Exhaust temperature sensor CAN 4 Drive train CAN
A67 AdBlue“ metering device upstream of diesel oxidation CAN 13 NOx>CAN
A70 NOx sensor control unit input for catalytic converter M25 SCR delivery pump
exhaust aftertreatment unit B68 Exhaust temperature sensor
downstream of lower diesel
The exhaust aftertreatment (ACM) control unit (A60) receives the

analog signals from the directly connected sensors. It receives the
NOx sensor signals over CAN connections and communicates with
the SCR control unit (A58) and the engine management (MCM)
control unit (A4).
AdBlue“ injection
It uses the data supplied by the SCR control unit (A58) and the
engine management (MCM) control unit (A4) to calculate the
required AdBlue“ quantity, which is then forwarded over the SCR
control unit (A58) to the AdBlue“ metering device (A67).
Diesel particulate filter regeneration

The diesel particulate filter load status is monitored by the
temperature and pressure sensors. If active regeneration is
required, it is requested by the engine management (MCM)
control unit (A4).
120
System components
GF14.40>W>3013H AdBlue metering device, component description 20.7.11
Location

16 AdBlue“ return line
17 AdBlue“ pressure line
18 Electrical line
A67 AdBlue“ metering device
The AdBlue“ metering device (A67) is

directly screwed onto the EATU at the right
front in the direction of travel. The injection
nozzle of the AdBlue“ metering device
(A67) protrudes here into the hydrolysis
segment of the EATU (1).
W14.40>1565>76
Task
The AdBlue“ metering device (A67) injects the AdBlue“ quantity,

as calculated by the control units, for the corresponding period
into the exhaust flow.
Design
3 Housing (plastic)
4 Basic body (stainless steel)
5 AdBlue“ inlet
6 AdBlue“ outlet (return)
7 Injection nozzle
8 Gasket
9 Vent valve
W14.40>1566>76
System components
Function
5 AdBlue“ inlet
7 Injection nozzle
11 Temperature sensor
12 Pressure sensor
13 Heating element
14 Injector
15 Filter
W14.40>1567>10
When the engine is started and at an operating pressure of The AdBlue“ that is not required or not injected flows back
approx. 10 bar, the AdBlue“ metering device (A67) has AdBlue“ through the return line to the AdBlue“ container. This cooling is
pumped constantly through it by the pump module. absolutely necessary, and it continues for a specific period in a
This happens irrespective of whether AdBlue“ is injected or not, run>on phase, even when the engine is switched off.
because the AdBlue“ metering device (A67) is protected against
overheating at the installation location on the EATU (1) and the
prevailing high temperatures by this recirculation cooling.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Injection
The AdBlue“ metering device (A67) receives the signals from the The injection valve (14) opens in pulsed intervals and injects > due
SCR control unit (A58) for the currently delivered AdBlue“ to the atomized effect produced by the injection nozzle (7) >
quantity. The pressure sensor (12) and temperature sensor (11) AdBlue“ as a superfine spray straight into the exhaust flow, or put
integrated into the AdBlue“ metering device (A67) supply the more accurately into the hydrolysis path of the EATU (1)
values for the basis on which the opening duration and opening
period of the injection valve (14) are calculated. Heating
The AdBlue“ metering device (A67) is actuated by the SCR control At low ambient temperatures the AdBlue“ metering device (A67)
unit (A58) > the computation however takes place in the exhaust is heated by the integrated heating element (13).
aftertreatment (ACM) control unit (A60).
122
System components
GF49.20>W>3008HA EATU input NOx sensor, component description 2.8.11
Location
A70 EATU input NOx sensor control unit

A70 b1 EATU input NOx sensor
The EATU input NOx sensor (A70 b1) is

screwed into the chamber downstream of
the SCR catalytic converter and ammonia
slip catalytic converter from the outside and
forms one unit together with the EATU
input NOx sensor control unit (A70).
W14.40>1596>76
Task
The EATU input NOx sensor (A70 b1) represents the actual
measurement sensor, whereas the EATU input NOx sensor
electronic control unit (A70) is used to compute the NOx
concentration in the exhaust after exhaust aftertreatment by the
SCR catalytic converter and ammonia slip catalytic converter.
Design

The EATU input NOx sensor control unit (A70) and the EATU input
NOx sensor (A70 b1) are connected to each other via a non>
separable electrical line and form one unit.
The EATU input NOx sensor (A70 b1) is similar in design to a wide>
band oxygen sensor. It is fitted with its basic elements such as the
so>called Nernst cell and the oxygen pump cell.
W14.40>1587>12
System components
The surfaces of the ceramic body are fitted on both sides with The EATU input NOx sensor (A70 b1) is fitted with an integral
electrodes made out of a thin platinum layer. The measuring heating element which serves to rapidly achieve the required
probe is in contact with outside air via a reference air duct. operating temperature of about 800 ∞C for the chemical processes
The metal housing protects the ceramic body inside against taking place therein.
mechanical stress and sudden increases in temperature. The electrical line between the EATU input NOx sensor (A70 b1)
and the EATU input NOx sensor control unit (A70) has a defined
length of approx. 60 mm.
Function

5 Chamber
6 Heating element
8 Chamber

electrode)
W14.40>1350>76
The EATU input NOx sensor (A70 b1) functions according to the The gas then passes over a further diffusion barrier and arrives in
principle of the so>called oxygen ions line according to which the the second chamber (5) where it is broken down with the aid of a
wide>band oxygen sensor also functions. second NOx electrode into NO and O2. The O2 concentration is
Part of the exhaust flowing past the measuring probe (3) passes also regulated to close to zero at the same time with the aid of a
through a diffusion barrier into the first chamber (8). further electrode. The nitrous oxide concentration is deduced
In this case, the O2 concentration is regulated at a defined value from the size of the pump current (Ip2) required. The EATU input
by means of the so>called pump voltage applied to an electrode NOx sensor control unit (A70) is used to compute the required
until the oxygen content differs on either side of the ceramic pump voltages, to regulate the complex system and to compute
body. the NOx raw values. It receives the analog signals from the EATU
The special properties of the ceramic body create the signal input NOx sensor (A70 b1) and digitizes them. It then forwards
voltage (Nernst voltage) at its friction planes. This is the measure them as digital CAN signals to the exhaust aftertreatment (ACM)
for the residual oxygen content in the exhaust. control unit (A60) at a defined transfer rate, which then evaluates
The traces of HC, CO and H2 in the exhaust oxygenate at the them.
124
System components
GF49.20>W>3008H Exhaust aftertreatment unit inlet NOx sensor, component description 20.7.11
Location
A70 Exhaust aftertreatment unit inlet

A70 b1 Exhaust aftertreatment unit inlet
NOx sensor
The exhaust aftertreatment unit inlet NOx

sensor (A70 b1) is screwed in from the
outside in the chamber downstream of the
SCR catalytic converter and the ammonia
blocking catalytic converter.
The exhaust aftertreatment unit inlet NOx
sensor (A70) is attached to a bracket at the
exhaust aftertreatment unit (1). Both
components form a single unit.
W14.40>1582>76
Task
The exhaust aftertreatment unit inlet NOx sensor (A70 b1)

represents the actual measuring probe, whereas the exhaust
aftertreatment unit inlet NOx sensor control unit (A70) is used to
calculate the NOx concentration in the exhaust downstream of
the exhaust aftertreatment by the diesel oxidation catalytic
converter (DOC), the diesel particulate filter (DPF) and the SCR
catalytic converter.
System components
Design
A70 Exhaust aftertreatment unit inlet NOx sensor control unit

A70 b1 Exhaust aftertreatment unit inlet NOx sensor
The exhaust aftertreatment unit inlet NOx sensor control unit

(A70) and the exhaust aftertreatment unit inlet NOx sensor (A70
b1) are interconnected via an electrical line that cannot be
disconnected, and form a single unit.
The exhaust aftertreatment unit inlet NOx sensor

(A70 b1) has a similar design to a wide>band oxygen sensor. It is
fitted with its basic elements such as the so>called Nernst cell and
the oxygen pump cell.
W14.40>1587>12
Its front part in the measuring probe which projects out into the The exhaust aftertreatment unit inlet NOx sensor (A70 b1) is fitted
exhaust consists of a metal housing with openings and a gas> with an integral heating element which serves to rapidly achieve
permeable ceramic body inside made out of zirconium dioxide. the operating temperature of about 800 ∞C that is required for the
The surfaces of the ceramic body are fitted on both sides with chemical processes taking place therein.
electrodes made out of a thin platinum layer. The measuring The electrical line between the exhaust aftertreatment unit inlet
probe is in contact with outside air via a reference air duct. NOx sensor (A70 b1) and the exhaust aftertreatment unit inlet
The metal housing protects the ceramic body inside against NOx sensor control unit (A70) has a defined length of approx.
mechanical stress and sudden increases in temperature. 60 mm.
126
System components
Function

5 Chamber
6 Heating element
8 Chamber

electrode)
W14.40>1350>76
The exhaust aftertreatment unit inlet NOx sensor (A70 b1) The gas then passes over a further diffusion barrier and arrives in
functions according to the principle of the so>called oxygen ions the second chamber (5) where it is broken down with the aid of a
line according to which the wideband oxygen sensor also second NOx electrode into NO and O2. The O2 concentration is
functions. also regulated to close to zero at the same time with the aid of a
Part of the exhaust flowing past the measuring probe (3) passes further electrode. The nitrous oxide concentration is deduced
through a diffusion barrier into the first chamber (8). from the size of the pump current (Ip2) required.
In this case the O2 concentration is regulated at a defined value by The exhaust aftertreatment unit inlet NOx sensor control unit
means of the so>called pump voltage applied to an electrode until (A70) serves to compute the required pump voltages, to regulate
the oxygen content differs at both sides of the ceramic body. the complex system and to compute the NOx raw values.It receives
The special properties of the ceramic body create the signal the analogue sensor signals and digitizes them. It forwards these
voltage (Nernst voltage) at its boundary surfaces. This is the as digital CAN signals at a defined transfer rate to the exhaust
measure for the residual oxygen content in the exhaust. aftertreatment control unit (ACM) (A60), which then evaluates
The traces of HC, CO and H2 in the exhaust oxygenate at the them.
System components
GF83.70>W>4039H Auxiliary heater unit, component description 20.7.11
MODEL 963, 964 with CODE (D6M) Cab hot water auxiliary heater
MODEL 963, 964 with CODE (D6N) Cab and engine hot water auxiliary heater
Location
Shown on auxiliary heater, code (D6N) Cab

and engine hot water auxiliary heater
A901 Auxiliary water heater unit
The heater (A901) is bolted on behind the

left entrance on the cab floor.
Task
The auxiliary water heater unit (A901) is

used for
f preheating,
f continuous heating,
f stationary heating and
f heat boosting.
W83.70>1434>06
Auxiliary heater, code (D6M) Cab hot water

auxiliary heater
1 Burner insert
2 Burner tube
3 Heat exchanger
A13 Truck auxiliary heater (ITH)

control unit
A901 B1 Auxiliary heater exhaust
temperature sensor
A901 B2 Temperature sensor
A901 B3 Overheating protection
A901 E Glow plug
A901 M1 Combustion air blower
A Exhaust outlet
K Fuel inlet
KA Coolant outlet
KE Coolant inlet
V Combustion air inlet
W83.70>1457>06
128
System components
Auxiliary heater, code (D6N) Cab and
engine hot water auxiliary heater
3 Heat exchanger
A13 Truck auxiliary heater (ITH)

control unit
temperature sensor
A901 B2 Temperature sensor
A901 B3 Overheating protection
A Exhaust outlet
K Fuel inlet
KA Coolant outlet
KE Coolant inlet
V Combustion air inlet
W83.70>1458>06
Auxiliary heater, code (D6N) Cab and

engine hot water auxiliary heater
1 Burner insert
2 Burner tube
3 Heat exchanger

temperature sensor
A901 E Glow plug
W83.70>1459>05
System components
GF83.70>W>4032H Auxiliary heater coolant circulation pump, component description 20.7.11
MODEL 963, 964 with CODE (D6M) Cab hot water auxiliary heater
MODEL 963, 964 with CODE (D6N) Cab and engine hot water auxiliary heater
Location
A901 M2 Circulation pump
KA Coolant outlet
KE Coolant inlet
The circulation pump (A901 M2) is connected on the outside to the

heater.
W83.70>1436>11
Task Design
The circulation pump (A901 M2) pumps coolant out of the Located in the circulation pump (A901 M2) is a DC motor, which
engine's cooling circuit, through the heater unit's heat exchanger drives an impeller in an external housing. Located on the front
to the heater heat exchanger. side of the circulation pump (A901 M2) is the coolant inlet (KE).
130
System components
GF26.19>W>3002H Travel and speed sensor, component description 20.7.11
TRANSMISSION 715 in MODEL 963 with CODE (G5G) Mercedes PowerShift 3

TRANSMISSION 715 in MODEL 964 with CODE (G5G) Mercedes PowerShift 3
Location
B18 Travel and speed sensor
The travel and speed sensor (B18) is screwed into the upper area of
the rear transmission cover.
W26.19>1127>81
Task at initialization Tasks while driving
f Saves the serial number and the master code. f Registers the rotational speed of the transmission output
shaft as an analog voltage signal.
i When first put into service, the travel and speed sensor f Transforms the analog voltage signal into a digital realtime
(B18) and the tachograph (TCO) (P1) are harmonized, i.e. a signal.
common working code is defined. f Checks the realtime signal for irregularities.
f Transfers real>time signal to tachograph (TCO) (P1).
f Receives data and command signals from the tachograph
(TCO) (P1) and provides an "I/O" data signal containing
cumulated encrypted information.
System components
GF49.20>W>3001H Exhaust pressure sensor upstream of diesel oxidation catalytic converter, 20.7.11
Location

2 Pressure line
B37 Exhaust pressure sensor, upstream of

diesel oxidation catalytic converter
The exhaust pressure sensor upstream of

the diesel oxidation catalytic converter
(B37) is screwed into the deflection
chamber from the outside, upstream of the
diesel oxidation catalytic converter (DOC).
Task
The exhaust pressure sensor upstream of

the diesel oxidation catalytic converter
(B37) records the pressure at the defined
measuring point in the deflection chamber.
W14.40>1577>76
Design Function
Inside the stainless steel sensor housing there is a basic unit to The exhaust flowing past the probe deforms the membrane
which two electrodes are attached. because of its pressure. The deformation changes the distance
The inner electrode is the measuring electrode, and the outer between the capacitor plates and therefore the capacity of the
electrode is the reference electrode. Above this, exposed to the capacitor. The integrated circuit converts the capacity change
exhaust pressure, there is a pressure>sensitive ceramic membrane > signal into a defined voltage, from which the exhaust
the shared counter>electrode. aftertreatment control unit (ACM) (A60) calculates the exhaust
Together, this configuration constitutes a plate capacitor. Since pressure level.
the measuring principle is based on the capacity change, which is
extremely small, the sensor has processing electronics that are
extremely sensitive.
132
System components
GF49.20>W>3002H Exhaust pressure sensor downstream of diesel particulate filter, component 20.7.11
description
Location

2 Pressure line
B38 Exhaust pressure sensor

filter
The exhaust pressure sensor downstream of

the diesel particulate filter (B38) is screwed
into the deflection chamber from the
outside, downstream of the diesel
particulate filter (DPF).
Task
The exhaust aftertreatment control unit

(ACM) (A60) records the pressure at the
defined measuring point in the deflection
chamber via the exhaust pressure sensor
downstream of the diesel particulate filter
(B38).
W14.40>1578>76
Design Function
Inside the stainless steel sensor housing there is a basic unit to The exhaust flowing past the probe deforms the membrane
which two electrodes are attached. because of its pressure. The deformation changes the distance
The inner electrode is the measuring electrode, and the outer between the capacitor plates and therefore the capacity of the
electrode is the reference electrode. Above this, exposed to the capacitor. The integrated circuit converts the capacity change
exhaust pressure, there is a pressure>sensitive ceramic membrane, signal into a defined voltage, from which the exhaust
the shared counter>electrode. aftertreatment control unit (ACM) (A60) calculates the exhaust
Together, this configuration constitutes a plate capacitor. Since pressure level.
the measuring principle is based on the capacity change, which is
extremely small, the sensor has processing electronics that are
extremely sensitive.
System components
GF30.20>W>2012H Component description for accelerator pedal sensor 1.7.11
MODEL 963, 964
Location
B44 Accelerator pedal sensor
The accelerator pedal sensor (B44) is located

on the accelerator pedal in the driver
footwell at the front right.
W30.20>1005>06
Task Function
The accelerator pedal sensor (B44) detects the accelerator pedal The Hall sensors integrated in the accelerator pedal sensor (B44)
position. transmit a respectively anticyclical signal. In this way perfect
position recognition of the accelerator pedal is achieved at any
Design time. This information is read in and appropriately processed by
the drive control (CPC) control unit (A3) by means of direct lines as
The accelerator pedal sensor (B44) consists of two Hall sensors. a pulse width modulation signal.
134
System components
GF49.20>W>3003H Exhaust temperature sensor upstream of diesel oxidation catalytic converter, 20.7.11
Location

upstream of diesel oxidation
catalytic converter
Task
Via the exhaust temperature sensor

upstream of the diesel oxidation catalytic
converter (B67), the exhaust aftertreatment
control unit (ACM) (A60) records the
temperature of the exhaust flow in the
deflection chamber upstream of the diesel
oxidation catalytic converter (DOC).
W14.40>1579>76
Design Function
The sensor consists of a stainless steel housing. The housing Depending on its temperature, the gas flowing past the probe
contains a measuring element, a PTC resistor.PTC stands for influences the measuring element inside, and makes its electrical
"Positive Temperature Coefficient" and means that the electrical resistance change.
resistance increases as the temperature increases. Since the sensor has a constant measuring current flowing
through it, the resistance change causes a voltage drop, via which
the exhaust aftertreatment control unit (ACM) (A60) can work out
the associated temperature value.
System components
GF49.20>W>3004H Exhaust temperature sensor downstream of upper diesel oxidation catalytic 20.7.11
Location

Task

(ACM) (A60) records the temperature of the
exhaust flow downstream of the upper
diesel oxidation catalytic converter (DOC)
via the exhaust temperature sensor
upstream of the upper diesel oxidation
catalytic converter (B68).
W14.40>1580>76
Design Function
136
System components
GF49.20>W>3005H Exhaust temperature sensor downstream of lower diesel oxidation catalytic 20.7.11
Location

Task

exhaust flow downstream of the lower
diesel oxidation catalytic converter (DOC)
via the exhaust temperature sensor
upstream of the lower diesel oxidation
catalytic converter (B69).
W14.40>1581>76
Design Function
System components
GF49.20>W>3006H Exhaust temperature sensor downstream of diesel particulate filter, component 20.7.11
description
Location

filter
Task

exhaust flow downstream in the deflection
chamber downstream of the diesel
particulate filter (DPF) via the exhaust
temperature sensor downstream of the
diesel particulate filter (B70).
W14.40>1583>76
Design Function
138
System components
GF49.20>W>3013HA Exhaust temperature sensor upstream of SCR catalytic converter, component 2.8.11
description
Location

upstream of SCR catalytic converter
Task

unit (A60) registers the temperature of the
exhaust flow in the inlet tube of the
exhaust aftertreatment unit (1) via the
temperature sensor exhaust upstream of
the SCR catalytic converter (B72).
W14.40>1593>76
Design Function
The exhaust temperature sensor upstream of SCR catalytic The exhaust blowing by the sensor influences the measuring
converter (B72) consists of a stainless steel housing. The inside element on the inside depending on its temperature and leads to
contains a measuring element, a PTC resistor. PTC stands for a change in its electric resistance.
"Positive Temperature Coefficient" and means that the electrical Since a constant measurement current flows through the exhaust
resistance increases as the temperature increases. temperature sensor upstream of SCR catalytic converter (B72),
there is a voltage drop due to the change in resistance, which the
exhaust aftertreatment (ACM) control unit (A60) can use to derive
System components
GF49.20>W>3007HA Exhaust temperature sensor downstream of SCR catalytic converter, component 2.8.11
description
Location

downstream of SCR catalytic
converter
Task

unit (A60) registers the temperature of the
exhaust flow in the chamber downstream
of the SCR catalytic converter via the
exhaust temperature sensor downstream of
SCR catalytic converter (B73).
W14.40>1594>76
Design Function
The exhaust temperature sensor downstream of SCR catalytic The exhaust blowing by the sensor influences the measuring
converter (B73) consists of a stainless steel housing. The inside element on the inside depending on its temperature and leads to
contains a measuring element, a PTC resistor. PTC stands for a change in its electric resistance.
"Positive Temperature Coefficient" and means that the electrical Since a constant measurement current flows through the exhaust
resistance increases as the temperature increases. temperature sensor downstream of SCR catalytic converter (B73),
there is a voltage drop due to the change in resistance, which the
exhaust aftertreatment (ACM) control unit (A60) can use to derive
140
System components
GF49.20>W>3007H Exhaust temperature sensor downstream of SCR catalytic converter, component 20.7.11
description
Location

converter
Task

exhaust flow in the chamber downstream
of the SCR catalytic converter via the
exhaust temperature sensor downstream of
the SCR catalytic converter (B73).
W14.40>1584>76
Design Function
System components
GF14.40>W>3026H AdBlue“ fill level sensor/temperature sensor, component description 20.7.11
Location

1 AdBlue“ tank
B74 AdBlue“ fill level

sensor/temperature sensor
The AdBlue“ fill level sensor/temperature

sensor (B74 ) is screwed in from the outside
into the AdBlue“ container (1). This is
generally located on the left longitudinal
frame member.
W14.40>1563>76
Task
The AdBlue“ fill level sensor/temperature sensor (B74 ) records

the fluid level and the temperature of the AdBlue“ supply in the
AdBlue“ container (1).
Design
2 AdBlue“ inlet (return from AdBlue“ metering device)

3 AdBlue“ outlet (feed line to pump module)
4 Coolant outlet (to pump module)
5 Coolant inlet (from engine)
7 Float
8 Bayonet ring
9 Immersion tube
10 AdBlue“ filter
11 Coolant duct
B74 AdBlue“ fill level sensor/temperature sensor
The AdBlue“ fill level sensor/temperature sensor (B74) contains

separate components for determining the fill level and the
temperature.
W14.40>1571>81
Fill level sensor Temperature sensor

The fill level is determined with the aid of the immersion tube (9) For the temperature measurement a measuring element based on
with integrated resistance measuring chain made of so>called the NTC resistance (Negative Temperature Coefficient) is located
reed contacts and a float (7), which contains permanent magnets. at the lower end of the immersion tube (9).
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
142
System components
Function
Determination of the fill level Determination of temperature

The sensor to determine the fill level functions according to the The AdBlue surrounding the AdBlue“ fill level sensor/temperature
float principle with magnetic transfer. A ring magnet fitted in the sensor (B74) influences the inside of the measuring element
float (7) actuates tiny reed contacts via its magnetic field through according to its temperature and therefore the size of the
the wall of the immersion tube (9). These reed contacts pick up an electrical resistance.
uninterrupted measured voltage at a resistor data channel The values of the electrical resistance that changes are
(voltage divider principle), which is proportional to the height of transmitted in defined intervals as an analog signal over the
the fill level. exhaust aftertreatment (ACM) control unit (A60) to the engine
The values of the electrical resistance that changes along with the management (MCM) control unit (A4). Based on the resistance
position of the float (7) are transmitted in defined intervals as an value, the MR control unit calculates the associated temperature.
analog signal over the exhaust aftertreatment (ACM) control unit
(A60) to the engine management (MCM) control unit (A4). Using
the resistance value, this calculates the associated fill level.
System components
GF20.30>W>1002H Coolant pressure control sensor, component description 20.7.11
MODEL 963, 964 with CODE (B3H) Secondary water retarder
Location
Shown on model 963, front coolant

expansion reservoir
B87 Coolant pressure control sensor
The coolant pressure control sensor (B87) is

located on the coolant expansion reservoir.
W20.30>1027>76
Task
The coolant pressure control sensor (B87) monitors the pressure in

the coolant circuit. The signals from the coolant pressure control
sensor (B87) are read in directly by the drive control (CPC) control
unit (A3). The drive control (CPC) control unit (A3) uses them to
calculate the set values for the coolant pressure control solenoid
valve (Y57).
144
System components
GF03.20>W>4100H Component description for crankshaft position sensor 20.7.11
Location
The crankshaft position sensor (B600) is located on the left on the

timing case.
Task
The crankshaft position sensor (B600) makes electrical voltage

signals available to the engine management (MCM) control unit
(A4) for a rotating engine from which the rotational speed as well
as the position of the crankshaft can be determined.
W07.04>1073>12
Design Function
The crankshaft position sensor (B600) is an inductive sensor and is The permanent magnet on the camshaft position sensor (B600)
fitted with a sensor coil as well as a permanent magnet. generates a magnetic field. Once the flywheel is rotated,
magnetic field fluctuations occur due to grooves in the flywheel
which are located, up to a gap of 18∞, 6∞ apart around the flywheel
circumference. Inductive voltage signals are generated in this way
in the crankshaft position sensor coil (B600) with the aid of which
the engine management (MCM) control unit (A4) can determine
the engine speed and, by using the gap of 18∞, the angular
position of the crankshaft.
System components
GF05.20>W>4105H Component description for camshaft position sensor 20.7.11
Location
B601 Camshaft position sensor
The camshaft position sensor (B601) is

located on the camshaft frame at the height
of cylinder 6 next to the rail.
W05.20>1035>06
Task Function
The camshaft position sensor (B601) makes a switching signal The permanent magnet on the camshaft position sensor (B601)
available to the engine management (MCM) control unit (A4) for generates a magnetic field. When the camshaft rotates,
rotating engine from which the compression cycle of cylinder 1 fluctuations in the magnetic field occur due to the grooves in the
and, as required (in limp>home mode, in case of failure of the camshaft sprocket. These changes in the magnetic field are
crankshaft position sensor), the engine speed or crankshaft converted by the electronic analysis system in the camshaft
position can be determined. position sensor (B601) into shift signals and passed on to the
engine management (MCM) control unit (A4).
Design
The camshaft position sensor (B601) is a Hall sensor and is fitted

with a permanent magnet as well as an electronic analysis system.
146
System components
GF47.50>W>4100H Component description for fuel temperature sensor 20.7.11
Location
The fuel temperature sensor (B602) is on the left>hand side of the

crankcase, next to the fuel filter module.
W47.50>1010>12
Task Function
The engine management control unit (MCM) (A4) records the fuel The fuel at the fuel temperature sensor (B602) influences the
temperature via the fuel temperature sensor (B602). temperature measuring element inside the sensor depending on
its temperature and thus the size of the electrical resistance. The
engine management control unit (MCM) (A4) derives the
Design associated temperature from the electrical resistance.
There is an NTC resistor inside the fuel temperature sensor (B602).

NTC stands for "Negative Temperature Coefficient", which means
that electrical resistance falls as temperature rises.
System components
GF18.40>W>2010H Oil pressure sensor, description of components 20.7.11
Location
B604 Oil pressure sensor
The oil pressure sensor (B604) is screwed on

below the coolant pump into the crankcase.
Task
The oil pressure sensor (B604) enables the

engine management (MCM) control unit
(A4) to determine the current engine oil
pressure.
W18.40>1034>06
Design
1 Sensor element
2 Sensor membrane
3 Hybrid element
B604 Oil pressure sensor
W18.40>1029>01
Function
The engine oil pressure operates on the sensor element (1) of the Contraction and elongation changes the electrical resistance of
hybrid element (3) and distorts the sensor membrane (2). the resistors which in turn has effects upon the measurement
There are four pressure>dependent resistances (strain measuring voltage, which is being applied to the electronic analysis system.
resistors) on the sensor membrane (2). Its bridge circuit is supplied The electronic analysis system amplifies the measurement voltage,
with voltage by an electronic analysis system which also serves for compensating for possible temperature fluctuations or balancing
signal amplification and signal correction. The electronic analysis out possible manufacturing tolerances on the resistances and
system is powered by the engine management (MCM) control unit passes on the cleared out measurement voltage to the engine
(A4) with 5 V direct voltage. management (MCM) control unit (A4) which uses it to derive the
The resistors in the sensor membrane (2) are arranged in such a current engine oil pressure.
way that on deforming the sensor membrane (2) two resistors are
clinched and two resistors elongated.
148
System components
GF18.40>W>4117H Component description for engine oil fill level sensor 20.7.11
Location
B605 Engine oil fill level sensor
The engine oil fill level sensor (B605) is located onto the right side
of the engine and screwed into the oil pan from above.
Task
The engine oil fill level sensor (B605) enables the engine
management (MCM) control unit (A4) to determine the
instantaneous fill level as well as the engine oil temperature in the
oil pan.
W18.40>1033>12
Design
Located inside the engine oil fill level sensor (B605) is a series The resistance wire is located in the measuring probe.
resistor and resistance wire, which are connected in parallel to The engine oil fill level sensor (B605) is installed in such a way that
each other, as well as an NTC resistor, which is connected before the measuring probe dips fully into the engine oil when the
them in series. NTC stands for "Negative Temperature engine oil level is correct.
Coefficient", which means that electrical resistance falls as The NTC resistor is located at the tip of the sensor.
temperature rises.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Function
Determine engine oil level Measurement of engine oil temperature

Engine oil passes via a feed hole into the measuring probe of the The engine oil at the engine oil fill level sensor (B605) influences
engine oil fill level sensor (B605) and thus directly to the resistance the temperature measuring element inside the sensor depending
wire. on its temperature and therefore the electrical resistance value.
Depending on how far the resistance wire dips into the engine oil The engine management (MCM) control unit (A4) deduces the
the overall resistance at the engine oil fill level sensor (B605) associated temperature from the electrical resistance.
changes and drops with a reducing engine oil level.
After switching on of the ignition, the engine management

(MCM) control unit (A4) applies a measurement voltage every 6 s
to the engine oil fill level sensor (B605). It checks the electrical
overall resistance of the engine oil fill level sensor (B605) and uses
it to deduce the current engine oil level in the oil pan.
System components
GF20.00>W>4100H Component description for exhaust coolant temperature sensor 20.7.11
Location
B606 Exhaust coolant temperature

sensor
The exhaust coolant temperature sensor

(B606) is located on the front side of the
coolant manifold which is on the right side
of engine between the cylinder head and
the exhaust gas recirculation cooler.
W07.04>1078>06
Task Function
The coolant outlet temperature sensor (B606) enables the engine The coolant at the exhaust coolant temperature sensor (B606)
management (MCM) control unit (A4) to determine the current influences the temperature measuring element inside the sensor
coolant temperature at the engine outlet. depending on its temperature and thus the size of the electrical
resistance. The engine management (MCM) control unit (A4)
deduces the associated temperature from the electrical resistance.
Design
There is an NTC resistor inside the exhaust coolant temperature

sensor (B606). NTC stands for "Negative Temperature
Coefficient", which means that electrical resistance falls as
temperature rises.
150
System components
GF20.00>W>4110H Component description for intake coolant temperature sensor 20.7.11
Location
Shown with code (M5Z) Euro VI engine

version
B607 Intake coolant temperature sensor
The intake coolant temperature sensor

(B607) is located under the coolant pump
on the oil/coolant module.
W20.00>1052>06
Task Function
The coolant inlet temperature sensor (B607) enables the engine The coolant at the intake coolant temperature sensor (B607)
management (MCM) control unit (A4) to determine the current influences the temperature measuring element inside the sensor
coolant temperature downstream of the coolant pump. depending on its temperature and thus the size of the electrical
resistance. The engine management (MCM) control unit (A4)
deduces the associated temperature from the electrical resistance.
Design
There is an NTC resistor inside the intake coolant temperature

sensor (B607). NTC stands for "Negative Temperature
Coefficient", which means that electrical resistance falls as
temperature rises.
System components
GF09.41>W>4130H Charge air pressure and temperature sensor in charge air pipe, component 20.7.11
description
Location

pipe
The charge air pressure and temperature sensor in the charge air
pipe (B608) is located on the charge air pipe on the left side of the
engine.
Task
The charge air pressure and temperature sensor in the charge air
pipe (B608) enables the engine management (MCM) control unit
(A4) to determine the air pressure and the air temperature of the
aspirated or supercharged combustion air.
These two values and the values of the differential pressure sensor
exhaust gas recirculation (EGR) (B621), the charge air temperature
sensor in the charge air housing (B617), as well as the values of the
temperature sensor downstream of the air filter (B611) with code
(M5Z) Euro VI engine version, are used to deduce the air mass that
is routed to the engine for combustion.
W07.04>1072>12
Design Function
The charge air pressure and temperature sensor (B608) consists of Determining the boost pressure
two electrically separate components for measuring the boost The intake air or supercharged combustion air in the charge air
pressure and the charge air temperature. housing passes over a bore in the silicon diaphragm with the four
pressure>dependent resistors and distorts it.
Pressure sensor for determining the charge air temperature The resistors in the silicon membrane are arranged in such a way
The pressure sensor is a so>called semiconductor pressure sensor that, on deformation of the membrane, the transverse stress of
which detects the air pressure in the charge air pipe by means of the resistance bridge is altered.
the piezoelectric principle. This consists of four pressure> The electronic analysis system amplifies this transverse stress and
dependent resistors (strain measuring resistors) which are compensates in this way for possible temperature fluctuations or
arranged in a silicon membrane as well as an electronic analysis compensates for any manufacturing tolerances of the resistors. It
system which is supplied with a 5 V DC voltage via the engine subsequently routes the filtered measurement voltage to the
management (MCM) control unit (A4). engine management (MCM) control unit (A4) which then deduces
the air pressure in the charge air housing.
Temperature sensor for measurement of the charge air
temperature Measuring the charge air temperature
There is an NTC resistor at the cone point of the charge air Depending on its temperature, the air flowing by influences the
pressure and temperature sensor in the charge air pipe (B608). temperature of the measuring element on the tip of the sensor
NTC stands for "Negative Temperature Coefficient", which means and therefore the electrical resistance value. The engine
that electrical resistance falls as temperature rises. management (MCM) control unit (A4) deduces the associated
temperature from the electrical resistance.
152
System components
GF09.40>W>4050H Component description for turbine wheel rpm sensor 1.7.11
Location
B610 Turbine wheel rpm sensor
The turbine wheel rpm sensor (B610) is

located in the center of the turbocharger.
W09.40>1229>06
Task Function
The engine management (MCM) control unit (A4) detects the The permanent magnet on the turbine wheel rpm sensor (B610)
rotor speed of the turbocharger over the turbine wheel rpm generates a magnetic field. Magnetic field changes occur due to a
sensor (B610). groove in the turbocharger shaft when the shaft turns. A voltage
The rotor speed is used to protect the turbocharger from running is induced in the coil of the turbine wheel rpm sensor (B610) or
at excessively high rotational speeds. inductive voltage signals are generated. With the aid of these
signals the engine management (MCM) control unit (A4) can
determine the rotor speed.
Design
The turbine wheel rpm sensor (B610) is an inductive sensor and

possesses a permanent magnet as well as a sensor coil.
System components
GF09.20>W>4010H Component description for temperature sensor downstream of air filter 1.7.11
Location

air filter
The temperature sensor downstream of air

filter (B611) is located in the intake air hose
between the air filter and turbocharger.
W09.20>1004>06
Task Function
The engine management (MCM) control unit (A4) detects the The intake air blowing by at the temperature sensor downstream
temperature of the intake air at the compressor inlet of the of air filter (B611) influences the temperature of the measuring
turbocharger over the temperature sensor downstream of air elements inside the sensor according to their temperature and
filter (B611). therefore the magnitude of the electrical resistance. The engine
In combination with the current rotor speed and the load management (MCM) control unit (A4) deduces the associated
condition of the engine the engine management (MCM) control temperature from the electrical resistance.
unit (A4) recognizes amongst other things whether the boost
pressure regulator (Y636) is actuated and whether the injection
must be adapted in order to protect the turbocharger against an
excessively high thermal load.
Design
There is an NTC resistor inside the temperature sensor

downstream of air filter (B611). NTC stands for "Negative
Temperature Coefficient", which means that electrical resistance
falls as temperature rises.
154
System components
GF09.41>W>4125H Component description for charge temperature sensor in charge air housing 2.8.11
Location
B617 Charge temperature sensor in

charge air housing
The charge air temperature sensor in the

charge air housing (B617) is located on the
charge air housing.
W09.41>1059>06
Task Function
Over the charge air temperature sensor downstream in the charge The charge air prevailing at the charge air temperature sensor in
air housing (B617), the engine management (MCM) control unit the charge air housing (B617), depending on its temperature,
(A4) detects the temperature of the charge air shortly before it influences the temperature of the measuring element inside the
enters the combustion chamber. sensor and thus the magnitude of the electrical resistance. The
The engine management (MCM) control unit (A4) determines the engine management (MCM) control unit (A4) deduces the
effective recycled exhaust mass using the charge air temperature associated temperature from the electrical resistance.
and values from the exhaust recirculation (AGR) differential
pressure sensor (B621) which plays a significant role in calculating
the exhaust recirculation rate.
Design
There is an NTC resistor located inside the charge air temperature

sensor in the charge air housing (B617). NTC stands for "Negative
Temperature Coefficient", which means that electrical resistance
falls as temperature rises.
System components
GF14.20>W>1004H Component description for EGR differential pressure sensor 2.8.11
Location

2 Exhaust gas recirculation pipe
B621 Exhaust gas recirculation (AGR)

differential pressure sensor
The EGR (AGR) differential pressure sensor

(B621) is located on the front side of the
engine, where it is screwed in from the
outside into the exhaust gas recirculation
pipe (2).
Task
The EGR (AGR) differential pressure sensor

(B621) supplies the engine management
(MCM) control unit (A4) with information in
order to calculate the EGR volumetric flow
rate.
W14.20>1023>76
Design
4 High pressure connection
5 Low>pressure connection
6 Seals
7 Bolts
The EGR (AGR) differential pressure sensor (B621) consists of a

plastic housing which it fitted inside with two chambers which is
separated from a thin membrane which functions as a mechanical
intermediate stage. Four strain gauge resistances (DMS) are
located on the membrane in the bridge circuit.
The membrane is exposed on one side to the exhaust and thus the
pressure.
The EGR (AGR) differential pressure sensor (B621) is fitted with an
electronic analysis system and for signal transmission to the engine
management (MCM) control unit (A4) and a power supply due to W14.20>1024>81
the bridge circuit it contains
Function
If the exhaust recycling pipe (2) has exhaust flowing through it Since the EGR (AGR) differential pressure sensor (B621) has a
there is a respective pressure applied at the part of the membrane constant measuring current flowing through it there is a voltage
in the EGR (AGR) differential pressure sensor (B621) exposed to drop due to the change in resistance over which the engine
the exhaust. This is therefore distorted and the strain gauge management (MCM) control unit (A4) can deduce the associated
resistances (DMS) are elongated or squashed. The strain gauge pressure value.
resistances (DMS) reacts to the change in length with a change in
its ohmic resistance. These values are prepared by the electronic
analysis system and transmitted as analog signals to the engine
management (MCM) control unit (A4).
156
System components
GF07.04>W>6253H Component description for rail pressure sensor 20.7.11
Location
The rail pressure sensor (B622) is located at

the front on the rail.
Task
The engine management (MCM) control

unit (A4) determines the current rail
pressure via the rail pressure sensor (B622).
W07.04>1080>05
Design
1 Sensor element
2 Sensor membrane
3 Hybrid element
W07.04>1071>01
Function
The rail pressure operates on the sensor element (1) of the hybrid Contraction and elongation changes the electrical resistance of
element (3) and distorts the sensor membrane (2). the resistors which in turn has effects upon the measurement
There are four pressure>dependent resistances (strain measuring voltage, which is being applied to the electronic analysis system.
resistors) on the sensor membrane (2). Its bridge circuit is supplied The electronic analysis system amplifies the measurement voltage,
with voltage by an electronic analysis system which also serves for compensating for possible temperature fluctuations or balancing
signal amplification and signal correction. The electronics analysis out possible manufacturing tolerances on the resistances and
system itself is provided with a 5 V DC voltage by the engine passes on the cleared out measurement voltage to the engine
management (MCM) control unit (A4). management (MCM) control unit (A4) which uses it to derive the
The resistors in the sensor membrane (2) are arranged in such a current rail pressure.
way that on deforming the sensor membrane (2) two resistors are
clinched and two resistors elongated.
System components
GF49.20>W>3011H Diesel fuel metering device, component description 20.7.11
Location
1 Diesel fuel metering device

2 Nozzle unit for DPF regeneration
3 Fuel line
4 Exhaust pipe
5 Coolant line
6 Coolant line
7 Leakage line
The diesel fuel metering device (1) is on the

left>hand side of the engine behind the fuel
system high pressure pump.
Task
The diesel fuel metering device (1) is used to

provide the required quantity of diesel fuel
for injecting into the exhaust pipe (4)
during active diesel particulate filter (DPF)
regeneration.
W49.20>1017>76
Design
1 Diesel fuel metering device

3 Fuel line
4 Exhaust pipe
5 Coolant line
B625 Fuel pressure sensor (inlet)

B626 Fuel pressure sensor (outlet)
Y628 Fuel metering valve
Y629 Fuel shutoff valve
The diesel fuel metering device (1) is a

component that is permeated with fuel
channels and has an aluminum body. The
sensors that are placed on it have their
measuring probes inserted into the fuel
channels.
It is connected to the nozzle unit (2) via the
fuel line (3).
W49.20>1018>76
Function
When the exhaust aftertreatment control unit (ACM) (A60) The fuel metering valve (Y628) is also opened at defined intervals.
decides that active regeneration of the diesel particulate filter The calculated quantity of diesel fuel therefore flows into the
(DPF) is required on the basis of the values provided by the sensor feed line to the nozzle unit for DPF regeneration (2).
system, it sends a request to the engine management control unit The two pressure sensors deliver values that are used in the valve
(MCM) (A4). This actuates the fuel shutoff valve (Y629), so that opening time calculation.
diesel fuel from the low>pressure circuit enters the component.
158
System components
GF47.50>W>4110H Fuel filter module pressure sensor, component description 20.7.11
Location
B638 Fuel filter module pressure sensor
The fuel filter module pressure sensor

(B638) is on the left>hand side of the
crankcase at the fuel filter module.
W47.50>1009>06
Task Function
With the aid of the fuel filter module pressure sensor (B638) the The fuel pressure acts upon the silicon membrane with the four
engine management control unit (MCM) (A4) can detect whether pressure>dependent resistors and deforms it. The resistors in the
the fuel filter element needs to be changed. The fuel filter module silicon membrane are arranged in such a way that 2 resistors are
pressure sensor (B638) is also used for diagnostic purposes. contracted and 2 resistors are elongated when the sensor
membrane is deformed.
Contraction and elongation changes the electrical resistance of
Design the resistors which in turn has effects upon the measurement
voltage, which is being applied to the electronic analysis system.
The fuel filter module pressure sensor (B638) is a so>called The electronic analysis system amplifies the measuring voltage,
semiconductor pressure sensor which detects the fuel pressure in compensating for possible temperature fluctuations and
the fuel filter module using the piezo>electric principle. This manufacturing tolerances in the resistors. The measuring voltage
consists of 4 pressure>dependent resistors (strain measuring which has been "cleaned" in this way is forwarded to the engine
resistors) which are arranged in a silicon membrane, and an management control unit (MCM) (A4), which uses it to derive the
electronic analysis system which is supplied with a 5 V DC voltage current fuel pressure in the fuel filter module and the load
via the engine management control unit (MCM). condition of the fuel filter element.
System components
GF20.00>W>4000H Component description for coolant pump 20.7.11
MODEL 963, 964 with CODE (M7T) Coolant pump, controlled
Location
1 Coolant pump
The coolant pump (1) is located at the left

front on the engine.
W20.10>1071>05
Task
The coolant pump (1) is used to recirculate the coolant in the This means that the delivery rate is reduced, in particular, in the
engine's cooling circuit. The coolant is recirculated in a demand> partial load range. The reduced delivery rate cuts the required
oriented manner as a function of the operating condition. In drive energy, whereupon the fuel consumption is reduced
other words, the engine management (MCM) control unit (A4) accordingly.
continuously regulates the coolant pump's (1) delivery rate
through an electromagnetic viscous coupling.
Design
Sectional view
2 Base body
3 Cover
4 Working chamber (filled with silicone oil)
5 Viscous disk
6 Intermediate disk
7 Armature (with valve lever)
8 O>ring (sealing ring)
9 Belt pulley
10 Two>collar bearing (with drive shaft)
11 Slide ring seal
12 Seal (to engine)
13 Pump impeller
14 Signal ring for coolant pump rpm sensor (B640)
15 Pump housing
16 Solenoid
B640 Coolant pump rpm sensor

Y631 Coolant pump solenoid valve
W20.10>1072>73
160
System components
Function
The frictional connection between the belt pulley (9) and the The step>up ratio through the poly>V belt is also taken into
drive shaft is made by an electromagnetic viscous coupling, which consideration.
is actuated by the engine management (MCM) control unit (A4). This information is filed in the engine management (MCM)
control unit (A4).
i The power is transmitted between the belt pulley (9) and the The speed of the coupling output shaft is recorded by the coolant
drive shaft through the silicone oil shearing in the working pump rpm sensor (B640) and evaluated by the engine
chamber (4). Shearing is understood to mean the displacement of management (MCM) control unit (A4).
silicone oil between the basic body's (2) drive slats and the drive This information is used by the engine management (MCM)
slats of the viscous coupling (5). control unit (A4) to determine the current speed and therefore
the coolant pump's delivery rate (1).
The engine management (MCM) control unit (A4) requires the For design reasons the coolant pump (1) always supplies the full
speed of the coupling drive (rotational speed of pump impeller delivery rate when it is not actuated. In other words, the belt
(13)) and the drive speed of the belt pulley (9) to regulate the pulley (9) and the pump impeller (13) are 95% nonpositive. If the
electromagnetic viscous coupling. coolant pump (1) delivery rate is to be reduced, the engine
The belt pulley (9) drive speed is determined using the engine rpm management (MCM) control unit (A4) actuates the coolant pump
and the diameter of the belt pulley (9). solenoid valve (Y631) through a pulse width modulated signal
(PWM signal).
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
The armature (7) is closed through actuating the coolant pump i The coolant pump (1) is configured as a fail>safe component.
solenoid valve (Y631). The silicone oil is then pumped by the This means that the working chamber (4) of the electromagnetic
centrifugal force out of the working chamber (4) between the lid viscous coupling is filled with silicone oil when in an idle condition.
(3) and viscous disk (5), thereby reducing the pump impeller's (13) If the electronic actuation of the electromagnetic viscous coupling
mechanical power. is missing because of a defect, then 100 % of the cooling output
The constant balancing between drive and output speed enables available is always used. This means however, that the working
the engine management (MCM) control unit (A4) to detect the principle of the viscous coupling may be extremely restricted at
current delivery rate at any given time. The engine management very low temperatures or when the engine is cold started. The
(MCM) control unit (A4) raises or lowers the delivery rate of the extremely sluggish and cold silicone oil (particularly at low speeds)
coolant pump (1) depending on the respective cooling cannot be pumped out of the working chamber (4) and therefore it
requirement. results in full activation of the coolant pump (1).
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
The coolant pump (1) is equipped with the following emergency

running characteristics:
f In the event of electrical faults (e.g. cable breakage, sensor f A mechanical defect in the coolant pump (1) with
system malfunction) the coolant pump (1) automatically simultaneous failure of the coolant pump rpm sensor (B640)
supplies the maximum delivery rate for design reasons. can be detected through the coolant temperature trend,
f Mechanical defects (e.g. rpm drop because of an oil loss at and it also results in an engine output limitation.
the viscous coupling or a cracked poly>V belt) are detected
by the coolant pump rpm sensor (B640) and they result in i In the event of a fault, the driver is notified by means of a
engine output limitation. corresponding warning message shown on the multifunction
display (A1 p1).
System components
GF83.75>W>0002H Residual heat pump, component description 6.7.11
MODEL 963, 964 with CODE (D6I) Residual heat utilization
Location
M20 Residual heat pump
The residual heat pump (M20) is located at

the left under the cab.
W83.20>1102>05
Task
The residual heat pump (M20) ensures coolant circulation with the
engine switched off. The heater core is thus constantly supplied
with coolant still warm from the operation of the engine.
162
System components
GF54.61>W>4105H Tachograph (TCO) component description 1.7.11
MODEL 963, 964
Location
P1 Tachograph (TCO)
The tachograph (TCO) (P1) is installed in the

headliner.
W54.61>1089>06
Task
The tachograph (TCO) (P1):

f Records the real>time signal of the travel and speed sensor f Serves for registration, storage, display, printout and output
(B18). of driver and vehicle>specific data. Storage on the digital
f Sends data and command signals to the travel and speed tachograph is in the device memory, as well as on the
sensor (B18). inserted tachograph cards or > for the modular tachograph >
f Calculates the vehicle speed, route and trip mileage covered. on the tachograph disk.
f Transmits the calculated data over the frame>CAN (CAN 3) to
the instrument cluster control unit (ICUC) (A1).
System components
GF80.57>W>6004H Electronic ignition lock (EIS), component description 1.7.11
MODEL 963, 964
Location
S1 Electronic ignition lock (EIS)
The electronic ignition lock (EIS) (S1) is located at the right next to
the steering column in the instrument panel.
General information
The electronic ignition lock (EIS) (S1) in combination with the

transmitter key (S953) is the central controller unit for the DAS.
The electronic ignition lock (EIS) (S1) > when the transmitter key
(S953) is not inserted > also serves as a communications interface
between the transmitter key (S953) and the vehicle network.
W80.57>1020>11
Design
1 Start>stop button
S1 Electronic ignition lock (EIS)

S1 X1 Connector
S1 X2 Connector
S953 Transmitter key
W80.57>1009>12
Task Function
The electronic ignition lock (EIS) (S1) is responsible for the Sending and receiving infrared signals with the transmitter key
following tasks: (S953) inserted
f Reading in input factors Data exchange between the electronic ignition lock (EIS) (S1) and
Input factors are red in over the interior CAN (CAN 2). the transmitter key (S953) with regard to the DAS over an infrared
f Output of signals interface.
Signal output is over the interior CAN (CAN 2) and over a direct
line to the sensor and actuator module, cab (SCA) control unit Sending and receiving high>frequency signals when the
(A7). transmitter key (S953) is not inserted
f Transmitter key voltage supply (S953) Depending on the transmitter key (S953) version, the electronic
When the transmitter key (S953) is inserted into the electronic ignition lock (EIS) (S1) reads in the high frequency signals of the
ignition lock (EIS) (S1) this activates the inductive power transmitter key (S953) or it sends them to it.
transmission for the transmitter key (S953) power supply.
164
System components
GF54.25>W>4130H EMERGENCY OFF switch, component description 2.8.11
Location
Shown on left>hand drive vehicle

S30 EMERGENCY STOP switch
The EMERGENCY OFF switch (S30) is located in the instrument

panel to the right next to the steering wheel in instrument panel
switch module 3 (A46).
W54.25>1190>11
Task Design
The switching positions of the EMERGENCY OFF switch (S30) are Double>throw contact switch with protective cap designed as a
evaluated by the battery disconnect switch (BESO) control unit flap in order to rule out inadvertent actuation.
(A33). When the EMERGENCY OFF switch (S30) is pressed, the
battery disconnect switch (BESO) control unit (A33) ensures that
the engine is switched off and all electrical consumers are
disconnected from the on>board electrical system.
System components
GF54.25>W>4131H Frame EMERGENCY OFF switch, component description 2.8.11
Location
Shown on left>hand drive vehicle

S31 Frame EMERGENCY OFF switch
The frame EMERGENCY OFF switch (S31) is located on the driver

side behind the cab at the level of the wheel arch.
W54.25>1189>11
Task Design
The switching positions of the frame EMERGENCY OFF switch Double>throw contact switch with protective cap designed as a
(S31) are evaluated by the battery disconnect switch (BESO) flap in order to rule out inadvertent actuation.
control unit (A33). When the frame EMERGENCY OFF switch (S31)
is pressed, the battery disconnect switch (BESO) control unit (A33)
ensures that the engine is switched off and all electrical
consumers are disconnected from the on>board electrical system.
166
System components
GF07.00>W>4010H Engine start and engine stop button, component description 2.8.11
Location
Code (M5Z) Euro VI engine version shown

S600 Engine start and engine stop button
The engine start and engine stop button (S600) is located in the
left direction of travel position, next to the fuel filter on the
charge air housing.
W07.16>1070>82
Task
The engine start and engine stop button (S600) has different • If the engine has stopped and actuation of the fuel injectors
tasks, depending on whether the engine is at a standstill or has been switched off, then pressing the engine start and
running, and if the actuation of the fuel injectors via Star engine stop button (S600) rotates the engine until the
Diagnosis was switched off or not: button is released again.
• If the engine is at a standstill and actuation of the fuel • If the engine start and engine stop button (S600) is pressed
injectors is not switched off, a brief press of the engine start with the engine running, the engine management (MCM)
and engine stop button (S600) can start the engine again. control unit (A4) interrupts actuation of the fuel injectors
The engine continues to run at idle speed after releasing the and the engine is switched off.
button.
• If the engine start and engine stop button (S600) is pressed i A safety function in the software for the engine management
and held with the engine at a standstill, the engine rpm (MCM) control unit (A4) and the drive control (CPC) control unit
starts increasing after 3 s until the engine reaches the (A3) prevents the engine from starting when a gear is engaged
maximum governed rpm or until the engine start and engine (starter lockout), or it prevents starter actuation when the engine
stop button (S600) is released again. After releasing the is already running (start>quantity locking device).
engine start and engine stop button (S600) the engine will
continue to run at the rpm it had reached before the button
was released.
System components
GF83.20>W>3126H Heating shutoff valve, component description 20.7.11
MODEL 963, 964
Location
Y49 Heater shutoff valve
The heater shutoff valve (Y49) is located on

the left next to the fresh air intake on the
heater blower unit.
Task
The heater shutoff valve (Y49) blocks the

coolant supply to the heater heat
exchanger if heat output is not required
(temperature control flaps set to cold).
W83.20>1104>05
Function in vehicles with code (D6M) Hot water auxiliary heater,

cab or code (D6N) Hot water auxiliary heater, cab and engine
The auxiliary heater only heats the coolant in the cooling circuit of
the heater heat exchanger when the heating shutoff valve is
closed (Y49). To avoid frequent switching on and off of the
auxiliary heater, the heater shutoff valve (Y49) is intermittently
opened so that coolant continues to flow from the engine cooling
circuit.
168
System components
GF20.30>W>1001H Coolant pressure control solenoid valve, component description 20.7.11
Location
Shown on model 963, front coolant

expansion reservoir
Y57 Coolant pressure control solenoid
valve
The coolant pressure control solenoid valve

(Y57) is located on the coolant expansion
reservoir.
Task
The coolant pressure control solenoid valve

(Y57) enables the pressure in the cooling
system to be raised or lowered.
W20.30>1026>76
Design This regulation is necessary to ensure that a high pressure level is
achieved at all operating conditions. A higher pressure level is
The coolant pressure control solenoid valve (Y57) consists of the required, in particular, when activating the secondary water
following components: retarder.
f Intake valve (reservoir pressure)
f Exhaust valve (atmosphere) i Coolant is taken from the cooling circuit when the secondary
water retarder is activated. This in turn results in a drop in
pressure in the cooling system.
Function
The increased pressure serves to prevent pressure dropping below
The coolant pressure control solenoid valve (Y57) is actuated by a critical threshold. This helps to avoid any cavitation damage in
the drive control (CPC) control unit (A3). The pressure level is the cooling circuit, while also preventing the coolant in the
taken from a characteristic filed in the drive control (CPC) control exhaust gas recirculation cooler from boiling.
unit (A3). The characteristic, and therefore the pressure level,
increases along with the coolant temperature. If the pressure i Cavitation damage is caused by blistering (hollow spaces) in
drops below the stored value, the compressed air is routed out of the cooling circuit. If, for example, a turbine wheel moves in such
the consumer circuit into the expansion reservoir until the a hollow space and impacts then with the coolant flow, extremely
required pressure level is reached. If the pressure increases beyond high mechanical forces will be generated on the surface of the
the stored value, the pressure is released from the expansion turbine wheel. In the long term these will destroy the turbine
reservoir. When in an operating temperature condition, a wheel.
pressure of between p = 480 mbar and max. 1480 mbar is
regulated, depending on the coolant temperature level.
System components
GF07.03>W>6120H Component description for fuel injectors 3.8.11
Location

The fuel injectors for cylinder 1 to 6 (Y608 to Y613) are fastened by

means of clamping pieces at the cylinder head and positioned
centrally between the valves of the respective cylinder.
Task
The purpose of the fuel injectors is to inject fuel at high pressure

into the respective cylinders.
The injection timing point, injection period and the injection
variants (e.g. with or without pressure boosting) are established by
the engine management (MCM) control unit (A4).
W07.03>1056>12
Design
Shown on cylinder 1 fuel injector (Y608)

2 Coil
3 High pressure feed
4 Pressure booster
5 Coil
6 Spring
7 Nozzle needle
8 Check valve
9 Return spring

Y608 y1 Cylinder 1 pressure booster
solenoid valve
Y608 y2 Cylinder 1 nozzle needle
solenoid valve
W07.03>1057>76
170
System components
Location of the injector quantity compensation code, shown on
injection nozzle for cylinder 6 (Y613)
Arrow Injector quantity compensation code
All fuel injectors have a 6>digit code, the so>called injector quantity
compensation code (arrow) which is applied above the high
pressure feed point.
The code describes the quantity characteristics of the respective
fuel injector. If a fuel injector is replaced this must be reported to
the engine management (MCM) control unit (A4) over Star
Diagnosis.
W07.03>1062>11
Function
The fuel injectors are fitted with a pressure booster (4). This gives Therefore each injection nozzle is fitted with a second solenoid
rise to 2 injection variants: valve. Taking the example of the cylinder 1 fuel injector (Y608),
f Injection without a pressure booster (4) this would be the solenoid valve for the pressure booster for
f Injection with a pressure booster (4) cylinder 1 (Y608 y1), over that for the pressure booster (4),
depending on the operating condition of the engine, which can
In the case of injection without pressure booster (4) the injection be actuated by the engine management (MCM) control unit (A4),
pressure is determined by the rail pressure (about 900 bar). independently of actuation of the cylinder 1 nozzle needle
In the case of injection with pressure booster (4) the injection solenoid valve (Y608 y2).
pressure of up to 2100 bar is generated in the fuel injector.
Use of the pressure booster (4) offers the following advantages:

f The leak oil losses in the high pressure area are reduced.
f The pressure load of the high pressure pump, the rail, the
high pressure lines as well as components in the fuel
injectors are countersunk since only few components have
the highest pressure applied to them.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Injection without a pressure booster (4)
i The following description of the function of injection without

a pressure booster (4) is described using the cylinder 1 fuel injector
(Y608) as an example and can be applied to all other fuel injectors.
Schematic diagram of injection without a pressure booster (4),

shown on cylinder 1 fuel injector (Y608)
4 Pressure booster
6 Spring
7 Nozzle needle
8 Check valve
9 Return spring
10 Fuel return for pressure booster
11 Fuel return for nozzle needle

Y608 y1 Cylinder 1 pressure booster solenoid valve
Y608 y2 Cylinder 1 nozzle needle solenoid valve
W07.03>1058>72
System components
The cylinder 1 pressure booster solenoid valve (Y608 y1) is not The nozzle needle (7) is lifted with the aid of the adjacent rail
actuated. pressure. The fuel is injected at the specified rail pressure into
The fuel lies at rail pressure above and below the pressure booster cylinder 1.
(4). The compressed fuel passes out of the rail to the nozzle needle
(7) via the check valve (8) in the pressure booster (4). If the engine management (MCM) control unit (A4) interrupts
actuation of the cylinder 1 nozzle needle solenoid valve
If the engine management (MCM) control unit (A4) actuates the (Y608 y1) the pressure in the control space above the nozzle
cylinder 1 nozzle needle solenoid valve (Y608 y2) then the fuel needle (7) builds up again. The nozzle needle (7) is pressed onto
pressure in the control space is built up above the nozzle needle its seat again with the aid of the spring (6) and the injection
(7) via the fuel return nozzle needle (11). process stops.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Injection with a pressure booster (4)
i The following descriptions of the variants for injection with a

pressure booster (4) is described using the cylinder 1 fuel injector
(Y608) as an example and can be applied to all other fuel injectors.
Schematic diagram of injection with a pressure booster (4),

shown on cylinder 1 fuel injector (Y608)
4 Pressure booster
6 Spring
7 Nozzle needle
8 Check valve
9 Return spring
10 Fuel return for pressure booster
11 Fuel return for nozzle needle

Y608 y1 Cylinder 1 pressure booster solenoid valve
Y608 y2 Cylinder 1 nozzle needle solenoid valve
W07.03>1059>72
Graphic presentation of the injection process

A Actuation of the solenoid valve for the pressure booster before actuation of the nozzle
needle solenoid valve
B Actuation of the solenoid valve for the pressure booster parallel to actuation of the
nozzle needle solenoid valve
C Actuation of the solenoid valve for the pressure booster after actuation of the nozzle
needle solenoid valve
p Injection pressure
t Time
W07.16>1009>01
During injection with a pressure booster (4), the injection process

is determined by temporally offset or simultaneous actuation of
the nozzle needle solenoid valve and the solenoid valve for the
pressure booster for the injection process. The following options
for the injection process are possible:
f Actuation of the solenoid valve for the pressure booster
before actuation of the nozzle needle solenoid valve (A)
parallel to actuation of the nozzle needle solenoid valve (B)
after actuation of the nozzle needle solenoid valve (C)
172
System components
Actuation of the solenoid valve for the pressure booster before
actuation of the nozzle needle solenoid valve (A)
The cylinder 1 pressure intensifier solenoid valve (Y608 y1) is The level of the fuel pressure is dependent on the point in time of
actuated before the cylinder 1 nozzle needle solenoid valve (Y608 the initial actuation of the cylinder 1 pressure booster solenoid
y2) by the engine management (MCM) control unit (A4). The rail valve (Y608 y1).
pressure applied below the pressure booster (4) is reduced via the If the engine management (MCM) control unit (A4) interrupts
fuel return pressure booster (10). actuation of the cylinder 1 pressure booster solenoid valve
The pre>compressed fuel from the rail which is also pressing (Y608 y1), the pressure below the pressure booster (4) builds up
against the nozzle needle (7) is compressed by the pressure again. The pressure booster (4) goes back into its starting position.
booster (4) up to a high fuel pressure level (red).
If the engine management (MCM) control unit (A4) actuates the If the engine management (MCM) control unit (A4) interrupts
cylinder 1 nozzle needle solenoid valve (Y608 y2) then the fuel actuation of the cylinder 1 nozzle needle solenoid valve
pressure in the control space is built up above the nozzle needle (Y608 y2) the pressure in the control space above the nozzle
(7) via the fuel return nozzle needle (11). The nozzle needle (7) is needle (7) builds up again. The nozzle needle (7) is pressed onto
lifted with the aid of the fuel pressure. its seat again with the aid of the spring (6) and the injection
The fuel is injected with a fuel pressure increased by the pressure process stops.
booster (4) into cylinder 1.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Actuation of the solenoid valve for the pressure booster parallel

to actuation of the nozzle needle solenoid valve (B)
The cylinder 1 pressure intensifier solenoid valve (Y608 y1) and the If the engine management (MCM) control unit (A4) interrupts
cylinder 1 nozzle needle solenoid valve (Y608 y2) are actuated actuation of the cylinder 1 pressure booster solenoid valve
simultaneously by the engine management (MCM) control unit (Y608 y1), the pressure below the pressure booster (4) builds up
(A4). again. The pressure booster (4) goes back into its starting position.
The rail pressure applied below the pressure booster (4) is reduced
via the fuel return pressure booster (10). If the engine management (MCM) control unit (A4) interrupts
The fuel pressure in the control space above the injector needle actuation of the cylinder 1 nozzle needle solenoid valve
(7) is reduced via the fuel return injector needle (11). (Y608 y1) the pressure in the control space above the nozzle
The nozzle needle (7) is lifted at first with the aid of the adjacent needle (7) builds up again. The nozzle needle (7) is pressed onto
rail pressure. its seat again with the aid of the spring (6) and the injection
During injection the pre>compressed fuel from the rail is process stops.
compressed by the pressure booster (4) to a high fuel pressure
level (red).
The fuel pressure increases during injection.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Actuation of the solenoid valve for the pressure booster after

actuation of the nozzle needle solenoid valve (C)
The fuel pressure in the control compartment above the nozzle If the engine management (MCM) control unit (A4) interrupts
needle (7) is initially reduced. This occurs in that the engine actuation of the cylinder 1 pressure booster solenoid valve
management (MCM) control unit (A4) actuates the cylinder 1 (Y608 y1), the pressure below the pressure booster (4) builds up
nozzle needle solenoid valve (Y608 y2). The nozzle needle (7) is again. The pressure booster (4) goes back into its starting position.
lifted with the aid of the adjacent rail pressure. The fuel is injected
at the prescribed rail pressure. If the engine management (MCM) control unit (A4) interrupts
After beginning the injection the cylinder 1 pressure booster actuation of the cylinder 1 nozzle needle solenoid valve
solenoid valve (Y608 y1) is actuated and the rail pressure applied (Y608 y1) the pressure in the control space above the nozzle
under the pressure booster (4) reduces over the fuel return needle (7) builds up again. The nozzle needle (7) is pressed onto
pressure booster (10). its seat again with the aid of the spring (6) and the injection
On then is the pre>compressed fuel from the rail compressed by process stops.
the pressure booster (4) to a high fuel pressure level (red).
This means that the fuel pressure only increases some time after
beginning injection.
System components
GF20.40>W>2002H Component description for the electromagnetic viscous coupling 20.7.11
MODEL 963, 964
Location
1 Fan wheel
2 Electromagnetic viscous coupling
The electromagnetic viscous coupling (2) is

located between the fan wheel (1) and the
engine.
W20.40>1154>06
Task
The electromagnetic viscous coupling (2) regulates the fan wheel

(1) speed on a need basis when requested to do so by the engine
management (MCM) control unit (A4). The actuation that is
dependent on the engine operating condition, as well as external
factors such as, e.g. the charge air temperature, reduces fuel
consumption.
Design
Sectional view
3 Return hole
4 Valve lever
5 Storage room
6 Cover
7 Clutch plate
8 Gasket
9 Oil feed bore
10 Housing
11 Sensor ring
12 Flange shaft
13 Bearing
14 Main bearing
15 Electrical line (with hose as a torque support)
Y616 Fan clutch solenoid valve

Y616b1 Fan rpm sensor W20.40>1155>81
174
System components
i The fan clutch solenoid valve (Y616) is swivel mounted along On vehicles equipped with a high>speed fan drive, the rotational
with the fan rpm sensor (Y616 b1) on the stub shaft (12). The hose speed of the primary side is higher by the respective step>up ratio.
fitted to the electrical line (15) is used as a torque support. This
prevents the assembly from also turning. i Information on the respective step>up ratio for the belt drive is
stored in the engine management (MCM) control unit (A4).
Function The secondary side is connected to the fan wheel (1). The main
bearing (14) separates it from the primary side.
Power is transmitted between the primary side (clutch plate (7)) The rotational speed of the secondary side is sensed by the engine
and the secondary side, consisting of the lid (6) and the housing management (MCM) control unit (A4) through the fan rpm sensor
(10), through silicone oil shearing in the working chamber. (Y616 b1).
The rotation of the primary side generates a centrifugal pressure.
i Shearing is understood to refer to the displacement of silicone The centrifugal force induces the silicone oil to flow from the
oil between the drive slats of the clutch plate (7) and the power reservoir chamber (5) through the oil feed bore (9) and into the
take>off slats of the housing (10) and the lid (6). working chamber. The inflow of silicone oil is regulated by the
valve lever (4). It opens and closes the oil feed bore (9).
The rotational speed of the primary side on vehicles without a The valve lever (4) is actuated by the engine management (MCM)
high>speed fan drive matches the current engine speed. control unit (A4) through the fan clutch solenoid valve (Y616).
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
If the fan clutch solenoid valve (Y616) is not actuated, the oil feed This then increases the volume of silicone oil that flows in. The fan
bore (9) is open and the clutch plate (7) is flushed with the rotational speed and the cooling output are increased. Due to this
maximum possible volume of silicone oil. operating principle, the electromagnetic viscous coupling (2)
In other words, the fan wheel (1) rotates at the current engine operates in fail>safe mode. In other words, in the event of an
speed or the rotational speed that matches the belt drive's step> electronic defect, e.g. line break, the electromagnetic viscous
up ratio. coupling (2) is activated at full output (max. cooling output).
The engine management (MCM) control unit (A4) energizes the
fan clutch solenoid valve (Y616) using a pulse width modulated Thermal protection function
signal (PWM signal) corresponding to the current cooling To prevent any thermal overloading of the silicone oil in the
requirement. A magnetic field is generated at the valve lever (4) electromagnetic viscous coupling (2), from an engine speed of
which then closes the valve lever (4). n = approx. 2200 rpm (vehicles without high>speed fan drive) or
The silicone oil then flows partly or completely through the return n = 1850 rpm (vehicles with high>speed fan drive), a limited
hole (3) back into the working chamber, which then results in the activation of the viscous coupling is then necessary. Depending on
fan speed being reduced. If the rotational speed of the fan wheel the engine's operating condition, the electromagnetic viscous
(1) is to be increased, the PWM signal for actuating the fan clutch coupling (2) is either fully activated or not at all. This is necessary
solenoid valve (Y616) is changed accordingly. The magnetic field is to prevent any critical temperature in the electromagnetic viscous
then reduced and the valve lever (4) opens the inflow into the coupling (2). Cooling output remains available.
working chamber.
System components
GF14.20>W>4007H Component description for exhaust gas recirculation controller 20.7.11
Location

2 Exhaust manifold center section
3 Exhaust gas recirculation pipe
4 Throttle valve
Task
The exhaust gas recirculation positioner

(Y621) regulates the volume of recirculated
exhaust gas through deflection of the
throttle valve (4).
W14.20>1025>76
Design

4 Throttle valve
5 Coolant line
6 Coolant line
7 Actuator rod
8 Lever
9 Electrical line
10 Control lever
The exhaust gas recirculation positioner

(Y621) consists of a housing, which has a coil
inside and a mechanism for moving the
adjusting lever (10) for the throttle valve
(4).
The component is supplied with coolant
from the engine's coolant circuit through a
duct.
W14.20>1026>76
176
System components
Function
Exhaust gas recirculation rate control Influence on the engine braking system
The exhaust gas recirculation positioner (Y621) is actuated by a The exhaust gas recirculation positioner (Y621) is actuated in
PWM signal from the engine management (MCM) control unit certain circumstances by the engine management (MCM) control
(A4). unit (A4) to support the engine braking system. In interplay with
During actuation a magnetic field is generated inside the coil the waste gate valve of the turbocharger, this should help to
through which the mechanism is then actuated to deflect the achieve an increase in the cylinder's internal pressure, which in
adjusting lever (10). turn means that the upstroke piston is braked more powerfully,
The adjusting lever (10) is connected to the throttle valve (4) in the and therefore the braking torque is increased.
exhaust gas recirculation pipe (3) and it gradually rotates this
depending on the control signal from the engine management
(MCM) control unit (A4) so that more or less exhaust is branched
off towards the exhaust gas recirculation cooler.
System components
GF14.15>W>3000H Component description for engine brake solenoid valve 2.8.11
ENGINES 471.9 in MODEL 963, 964 with CODE () Engine brake, standard system
ENGINES 471.9 in MODEL 963, 964 with CODE () Engine brake, high performance system
W14.15>1138>79
Location

The engine brake solenoid valve, stage 1 (Y624) is installed in the

front rocker arm bracket, the Engine brake solenoid valve, stage 2
(Y625) in the rear rocker arm bracket in the camshaft case.
Task
The task of the engine brake solenoid valve, stage 1 (Y624) is to

supply oil pressure to the hydroelements in the exhaust rocker
arms of cylinders 1 and 3.
The engine brake solenoid valve, stage 2 (Y625) on the other hand
applies oil pressure to cylinders 4...6 for actuation.
178
System components
Design
Shown on engine brake valve, stage 1 (Y624)

1 Coil
2 Valve body
3 Outlet rocker shaft
4 Oil ducts for cylinders 1...3
W14.15>1139>81
Function
For a stopped engine the valve body (2) lies under the force of If the engine is started oil pressure is applied to the valve body (2)
gravity on its downstop. The control oil passage to the exhaust and pushes this against the upper stop. In this way the control oil
rocker arm spindle (3) is open. Since there is no oil pressure passage to the exhaust rocker arm spindle (3) is closed off.
applied at this point in time, no control oil flows in the direction
of the outlet rocker shaft (3).
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Activation of the engine brake Deactivation of the engine brake

The engine management (MCM) control unit (A4) actuates the If the driver sets the engine brake switch back into position 0 or
engine brake solenoid valve, stage 1 (Y624) just as soon as the the engine brake is deactivated, the coil (1) is no longer energized
driver activates the engine brake over the engine brake switch. > the valve body (2) is pushed upwards. No more oil flows over the
The energization of the coil (1) the valve body (2) is presses into control oil passage in the outlet rocker shaft (3). The oil remaining
the downstop. in the outlet rocker shaft (3) escapes in the ventilation.
The pressure oil now flows through the again opened pressure oil
passage over the oil duct for cylinders 1...3 (4) contained in the i For brake stages 2 and 3 engine brake valve, stage 2 is
outlet rocker shaft (3) to the exhaust rocker arms with actuated.
hydroelement. The engine brake is activated in this way.
System components
GF14.40>W>3025H AdBlue“ heater coolant solenoid valve, component description 20.7.11
Location
Shown on engine 471.9 with code (M5Z)

valve
The AdBlue“ heater coolant solenoid valve

(Y627) is located at the right rear on the
engine's crankcase.
Task
The AdBlue“ heater coolant solenoid valve

(Y627) branches off coolant from the
engine's coolant circuit to heat the AdBlue“
line circuit, the AdBlue“ container and the
pump module.
W14.40>1600>76
Design
1 Electrical connector
2 Coolant inlet
3 Coolant outlet
Y627 AdBlue“ heater coolant solenoid valve
The AdBlue“ heater coolant solenoid valve (Y627) is A 2/2 directional control valve.
Inside the valve, the valve body is designed as a solenoid armature.
W14.40>1573>71
Function
The AdBlue“ heater coolant solenoid valve (Y627)) is actuated by This valve body keeps the passage between the coolant supply
the engine management (MCM) control unit (A4). The AdBlue“ fill line and the coolant working line closed via the force of a push
level sensor/temperature sensor (B74) enables the engine spring.
management (MCM) control unit (A4) to recognize whether the When current is applied the valve body slides and opens the
temperature of the AdBlue“ is approaching the limit of 8 ∞C. passage so that coolant can flow through.
If the coolant has reached a temperature of f 65 ∞C, and the When the current is interrupted, the spring pushes it back into its
temperature of the AdBlue has reached the limit value, then the starting position. Thus means that the passage is blocked off
AdBlue“ heater solenoid valve (Y627) is actuated by the engine again.
management (MCM) control unit (A4). The valve then opens and
coolant is branched off from the engine's coolant circuit.
If the AdBlue“ heater coolant solenoid valve (Y627) is open, the
coolant is available at the closed valve body inside the
component.
180
System components
GF09.40>W>4020H Component description for boost pressure regulator 1.7.11
Location

1 Turbocharger
2 Vacuum cell
Y636 Charge pressure positioner
The boost pressure regulator (Y636) is

located on the right side of the engine next
to the turbocharger (1).
W09.40>1212>06
Task
The vacuum cell (2) on the turbocharger (1) has compressed air A valve is opened on the bypass opening over a linkage according
applied to it over the boost pressure regulator (Y636). to this pressure which allows more or less exhaust to be led past
If the engine management (MCM) control unit (A4) recognizes the turbine wheel dependent on how wide it is opened.
that the current boost pressure or the rotor speed is too high it Since only part of the exhaust (D) hits the turbine wheel the
limits the boost pressure or the rotor speed in that it actuates the acceleration is not so strong anymore and the boost pressure or
boost pressure regulator (Y636) with an appropriate pulse width the rotor speed drop.
modulated signal. The engine management (MCM) control unit
(A4) can use the duty cycle of this signal to influence the pressure
(up to 2.8 bar) which should be applied to the vacuum cell (2).
System components
GF07.05>W>6010H Component description for quantity control valve 20.7.11
Location
The quantity control valve (Y642) is located on the fuel high

pressure pump.
W07.16>1068>11
Task
The quantity control valve (Y642) has the following tasks to fulfill:
f Regulation of the fuel feed to the pump elements of the
high>pressure pump
f Regulation of the rail pressure
f Discontinuity of fuel supply to pump elements of the fuel
high pressure pump for "Engine stop"
Design
1 Fuel high pressure pump housing

2 Coil
3 Float needle
4 Valve spring
W07.05>1003>81
Function
The engine management (MCM) control unit (A4) actuates the

coil (2) of the quantity control valve (Y642) using a pulse width
modulated signal. The magnetic field of the coil (2) produced in
this way influences the position of the float needle (3) and thus
the flow cross>section in the quantity control valve (Y642) and
flow rate of the fuel.
At "Engine stop" the float needle (3) is pushed back by the valve
spring (4) and the fuel flow is interrupted.
182
System components
GF01.20>W>2010H Component description for oil separator 1.7.11
Location
1 Oil separator
The oil separator (1) is located on the right side of the engine
below the turbocharger.
Task
The engine oil separator (1).contained in the blow>by gas (C) is

separated off with the aid of a centrifuge and passed back into the
oil pan.
W01.20>1048>11
Design
1 Oil separator
2 Input fitting (blow>by gas with engine oil)
3 Centrifuge
4 Centrifuge drive wheel
5 Engine oil drain
6 Oil pressure duct
7 Outlet fitting (blow>by gas, cleaned)
8 Pressure control valve
A Separated out engine oil

B Engine oil (to drive the centrifuge)
C Blow>by>gas (with engine oil)
D Blow>by>gas (clean)
W01.20>1050>82
Function
The blow>by gas (C) generated by internal leakage at the piston The engine oil (A) separated in this way runs downward along the
rings, valve stem seals, turbocharger and compressor passes over inner wall and returns to the oil pan via the engine oil drain (5).
the input fitting (2) into the oil separator (1).
In the oil separator (1) the blow>by gas (C) is led to the centrifuge The cleaned blow>by gas (D) is taken out of the oil separator (1)
(3). The centrifuge (3) is caused to turn driven by the centrifuge over the outlet fitting (7) and subsequently over a hose into the
drive wheel (4) which is driven by the engine oil (B) delivered over air intake pipe upstream of the turbocharger.
the oil pressure duct (6), whereby the rotational speeds can reach The pressure regulating valve (8) regulates the pressure in the
up to 8000 rpm. crankcase.
The centrifugal force so generated throws the engine oil droplets
contained in the i The oil separator (1) is maintenance free.
blow>by gas (C) onto the disc walls where the gather into larger
drops and thrown onto the inner wall of the oil separator (1).
System components
GF07.02>W>3012H Component description for fuel system high pressure pump 20.7.11
Location
B Fuel feed (thrust side)

C Fuel high pressure
D Fuel return
The fuel high pressure pump (1) is located at

the rear on the left side of the crankcase
and is driven via the pinion gear drive.
Task
The fuel high>pressure pump (1) supplies

the fuel high>pressure circuit with fuel and
ensures that the fuel required for
combustion is available in sufficient
quantity and at the required pressure at the
fuel injectors, under all operating
conditions.
W47.20>1084>76
Design

2 Fuel high pressure pump housing
3 Suction valves
4 High pressure piston
5 Compression springs
6 Roller tappet
7 Camshaft
8 High pressure valve
9 High pressure connection
W07.20>1000>81
Function
The camshaft (7) for the fuel high pressure pump (1) is driven by If the high pressure piston (4) now changes to an upward
the pinion gear drive. movement, the corresponding intake valve (3) is closed by the
The fuel is compressed by two high>pressure pistons (4) and led via compression pressure arising and the fuel in compressed until the
the respective high>pressure connection (9) and corresponding high pressure valve (8) opens a transfer duct between the high
high>pressure lines to the rail. pressure compartment and the corresponding high pressure
Both roller tappets (6) on the double cams of the camshaft (7) are connection (9). The highly compressed fuel can now flow into the
pressed together by the two push springs (5) which are offset by rail.
90∞. Thus two power strokes occur for one camshaft revolution per If the high pressure piston (4) again changes to a downward
high>pressure piston (4). movement, the transfer duct is closed by the spring>loaded high
If the high pressure piston (4) is in a downward movement, the pressure valve (8) and new fuel can flow through the now opened
fuel can flow over the corresponding intake valve (3) into the intake valve (3) into the clearance volume.
clearance volume via the high pressure piston (4).
184
System components
GF07.05>W>6011H Component description for pressure limiting valve 20.7.11
Location
The pressure limiting valve (1) is located at the rear end of the rail.
Task
The pressure limiting valve (1) is a safety element which limits the
maximum rail pressure in the injection system to about 1100 bar. If
the engine management (MCM) control unit (A4) recognizes that
the pressure limiting valve (1) is open it activates the limp>home
mode.
W07.16>1069>11
Design
2 Compression spring
3 Cutoff bore
4 Pressure plate
5 Cutoff throttle
W07.04>1052>01
Function
If the current rail pressure exceeds the maximum rail pressure of

about 1100 bar, the push spring (2) is pressed together by the
pressure plate (4). A connection is opened at the same time to the
cutoff bore (3) and the excess fuel flows into the return.
System components
GF09.40>W>4010H Component description for turbocharger 20.7.11
Location

1 Turbocharger
The turbocharger (1) is located on the right

side of the engine below the exhaust gas
recirculation cooler.
Task
The turbocharger (1) converts the thermal

energy of the exhaust flow into mechanical
energy and compacts the suctioned air.
W09.40>1214>06
Body

1 Turbocharger
2 Turbine wheel
3 Vacuum cell
4 Shaft
5 Compressor impeller
6 Compressor housing
7 Oil supply connection
8 Turbine housing
9 Valve
B610 Rpm sensor for turbine wheel

(only for code (M5Z) Engine version
Euro VI)
W09.40>1230>76
i Engine oil passes to the bearings on the shaft (4) via the oil
supply connection (7) which is lubricated and cooled in this way.
Via a return line, the engine oil flows back again into the
crankcase and from there into the oil pan.
186
System components
GF14.20>W>2020H Component description for exhaust gas recirculation cooler 20.7.11
Location
1 Charge air housing

2 Charge air pipe (mixer housing)
The exhaust gas recirculation cooler (3) is

located on the right side of the engine over
the exhaust manifold and the turbocharger.
Task
The exhaust gas recirculation cooler (3)

cools the branched off exhaust from a
temperature of approx. 650 ∞C to a
temperature of approx. 170 ∞C.
W14.20>1021>76
Design

4 Exhaust chamber
5 Coolant strip
6 Coolant output (feed line to nozzle unit
for diesel particulate filter
regeneration)
7 Coolant line (return line from nozzle
unit for diesel particulate filter
regeneration)
8 Coolant outlet
9 Exhaust outlet (to charge air pipe)
10 Coolant output (to coolant pump)
11 Exhaust inlet (from exhaust manifold)
12 Front end cover
13 Rear end cover
14 Coolant outlet
The exhaust gas recirculation cooler (3)

consists of an oblong box>shaped housing,
with two disconnected chambers > the
exhaust chamber (4) and the coolant strip (5).
W14.20>1022>76
Function
The branched off exhaust flows through the exhaust inlet (11) Coolant from the engine's coolant circuit permanently flows
into the exhaust chamber (4) and flows through it and on to the through the coolant strip (5) of the exhaust gas recirculation
exhaust outlet (9) towards the charge air pipe (2), where it is then cooler.
fed together with the fresh air or the charged air to the The exhaust gas that flows in the exhaust chamber (4) is cooled by
combustion process. the heat transfer.
System components
GF14.40>W>3001H Component description for AdBlue tank 20.7.11
Location
1 AdBlue“ tank
B74 AdBlue“ fill level sensor/temperature

sensor
W14.40>1563>76
Design
1 AdBlue“ tank
2 AdBlue“ filter
3 Coolant duct
4 Filler neck
5 Bleeding
6 Coolant inlet (from engine)
7 Coolant outlet (to pump module)
8 AdBlue“ inlet (return from AdBlue“ metering device)
9 AdBlue“ outlet (feed line to pump module)
B74 AdBlue“ fill level sensor/temperature sensor
W14.40>1564>81
Function
AdBlue“ refueling AdBlue“ heating

The filler neck (4) with its special diameter and integrated The coolant coming from the engine or the AdBlue“ heater
magnetic adapter should prevent incorrect fueling, e.g. with coolant solenoid valve flows through the coolant inlet (6) into the
diesel fuel. coolant duct (3), flows through this and then through the coolant
outlet (7) and on to the pump module.
During refueling, the magnetic field of the magnetic adapter The heat transfer of the coolant duct (3) means that any frozen
actuates a solenoid switch located in the outlet pipe of the nozzle, AdBlue“ is defrosted and it also prevents liquid AdBlue“ from
thereby enabling the tank to be refueled. freezing at low temperatures.
This system also prevents incorrect fueling of the diesel fuel tank
with AdBlue“, as its filler neck is not fitted with a magnetic
adapter and the solenoid switch in the nozzle only permits
refueling when a defined magnetic field is present.
188
System components
GF18.10>W>4000H Component description for oil pump 20.7.11
Location
1 Oil pump
2 Oil pan
3 Oil strainer
4 Oil drain screw
6 Suction pipe
7 Return flow check valve
8 Pressure line
B605 Engine oil fill level sensor
The oil pump (1) is located in the oil pan (2) at the output side of
the engine.
W18.10>1044>11
Task
The oil pump (1) supplies the oil circuit of the engine with engine
oil. It ensures that engine oil is available under all operating
conditions in adequate quantities and at the required pressure at
the respective locations.
Body
Rear
1 Oil pump
9 Drive gear
10 Pressure control valve
11 Oil inlet
12 Safety valve
13 Oil outlet
14 Oil duct > to pressure regulator valve (10)
W18.10>1045>11
System components
Front side, without drive gear (9)
1 Oil pump
3 Oil strainer
6 Suction pipe
8 Pressure line
12 Safety valve
14 Oil duct (to pressure regulator valve
(10))
15 Impeller
W18.10>1046>75
Function
The drive gear (9) for the oil pump (1) which is driven by the Regulation of the engine oil pressure takes place via the pressure
crankshaft gear drives the two impellers (15). regulator valve (10).
The rotational movement of the impellers (15) and the design of The pressure regulator valve (10) has the oil pressure applied to it
the pump chamber cause the engine oil to be suctioned up and via the engine oil in the oil duct (14) which is connected with the
delivered to the oil outlet (13) along the inner wall of the pump. main oil duct. A certain amount of engine oil is fed via the
When sucked in, the engine oil in the oil pan (2) flows first to the pressure regulator valve (10) on the suction line according to the
oil strainer (3) and the suction line (6), before passing through the oil pressure in the oil duct (14). This regulates the engine oil
oil inlet (11) into the oil pump (1). pressure on the one hand and reduces the operating energy input
of the oil pump (1) on the other.
The engine oil flows first through the oil outlet (13) into the
pressure line (8) before then flowing through the return flow Impermissibly high pressures in the oil circuit are avoided via the
check valve (7) and the main oil duct's feed line into the engine oil safety valve (12) which can occur in the cold start phase of the
circuit. engine if the engine oil is not yet viscous.
The safety valve (12) opens at a pressure >10 bar and routes some
of the engine oil back into oil pan (2).
190
System components
GF18.20>W>4100H Oil/coolant module, component description 20.7.11
Location
The oil/coolant module (1) is located on the

left side of the engine.
Task
The oil/coolant module (1) is used to:

• Filter the engine oil
• Regulate the engine oil temperature
• Regulate the coolant temperature
• Support the coolant pump
W18.20>1032>06
Body
2 Oil thermostat
3 Oil filter
4 Oil filter cover
5 Oil/water heat exchanger
6 Coolant pump
7 Coolant thermostat
W18.20>1037>82
System components
Function
3 Oil filter
6 Coolant pump
8 Initial filling valve
9 Engine oil inlet (from oil pump)
10 Engine oil outlet (to main oil ducts in
crankcase)
11 Engine oil drain from oil filter (for oil
filter change)
12 Coolant outlet (to crankcase)
13 Coolant inlet (from coolant bypass
duct)
14 Coolant outlet (to exhaust gas
recirculation cooler)
W18.20>1038>75
15 Coolant inlet (from coolant expansion 16 Coolant inlet (from coolant expansion 17 Coolant inlet (return from compressor
reservoir, when the coolant reservoir, when the coolant and fuel cooler)
expansion reservoir is at the front or expansion reservoir is at the rear or 18 Coolant inlet (from cooler)
the heater return, when the coolant the heater return, when the coolant
expansion reservoir is at the rear) expansion reservoir is at the front) A Coolant
B Engine oil
Filter the engine oil Regulate the engine oil temperature

The engine oil flows, depending on the position of the oil To regulate the engine oil temperature an oil thermostat (2) is
thermostat (2), either straight into the oil filter housing (3) or located immediately downstream of the engine oil inlet.
after it has passed through the oil>water heat exchanger (5). At an engine temperature of less than 115 ∞C the engine oil is
routed through the open oil thermostat (2) over a bypass straight
In the oil filter housing the engine oil flows from the outside into the oil filter (3). At 115 ∞C the oil thermostat (2) closes the
inwards through the oil filter (3) and on to the support dome, bypass and the engine oil flows first to the oil>water heat
where it is filtered The worm>shaped characteristic of the support exchanger (5) before reaching the oil filter (3).
dome routes the filtered engine oil upwards to the tip of the
support dome, where it flows in through several holes in the
support dome. Within the support dome the engine oil is initially
routed downwards and then to the rear of the oil/coolant module
(1), where the engine oil outlet (10) is located. The filtered engine
oil then flows through the engine oil outlet (10) into the
crankcase and the main oil ducts located there, and therefore
back into the oil circuit.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Regulating the coolant temperature

The coolant temperature is regulated through the coolant The coolant from the cooler flows over the coolant inlet (18) and
thermostat (7). When the engine is cold, the coolant pump (6) the open coolant thermostat (7) into the oil/coolant module (1).
makes the coolant circulate inside the engine. The coolant from Depending on the position of the coolant thermostat (7), more or
the coolant short>circuit duct flows over the coolant inlet (13) into less coolant flows through the cooler or directly over the coolant
the oil/coolant module (1) where it is routed at the closed coolant bypass line to the coolant pump (6). The temperature of the
thermostat (7) past the coolant pump (6) to the coolant outlet coolant in the coolant circuit is regulated in this way.
(12). When the engine operating temperature is reached, the
cooler circuit is activated when the coolant thermostat (7) is
opened.
192
System components
GF18.30>W>2020H Oil thermostat, component description 20.7.11
Location
2 Oil thermostat
3 O>ring
4 Cover
The oil thermostat (2) is built into the

oil/coolant module (1), which is located on
the left side of the engine.
Task
The oil thermostat (2) is used to regulate

the engine oil temperature.
W18.30>1015>06
Design
2.1 Housing
2.2 Sliding ring valve
2.3 Spring
2.4 Operating piston
2.5 Expansion element
3 O>ring
A Oil thermostat open

B Oil thermostat closed
W18.30>1016>74
Function
2 Oil thermostat
A Oil thermostat open

B Oil thermostat closed
W18.30>1017>74
At an engine temperature of less than 115 ∞C the engine oil is

routed through the open oil thermostat (2) over a bypass straight
into the oil filter. At 115 ∞C the oil thermostat (2) closes the bypass
and the engine oil flows first to the oil>water heat exchanger (5)
before reaching the oil filter.
System components
GF20.00>W>4003H Component description for oil/water heat exchanger 20.7.11
Location
The oil>water heat exchanger (2) is located

on the left side of the engine in the
oil/coolant module (1).
Task
The oil>water heat exchanger (2) is used to

cool the engine oil.
W20.00>1044>06
Design
P Plates
The oil/water heat exchanger (2) consists of a number of plates (P)

in which engine oil circulates.
Function
From an engine oil temperature of 115 ∞C, when the oil thermostat
closes the bypass to the oil filter, the engine oil is routed through
the oil>water heat exchanger (2). The oil>water heat exchanger (2)
has coolant flowing around it and as a consequence it cools the
engine oil.
W20.00>1045>11
194
System components
GF20.10>W>3162H Component description for coolant thermostat 20.7.11
Location
The coolant thermostat (2) is located on the

left side of the engine on the oil/coolant
module (1).
Task
The coolant thermostat (2) regulates the

coolant inlet temperature in the engine in a
range between roughly 87 ∞C to 95 ∞C.
W20.10>1066>06
Design
The coolant thermostat (2) consists of a housing with integral

sliding ring valve thermostat.
Function
The coolant thermostat (2) regulates the flow of coolant through

the engine radiator and thereby the temperature of the coolant
in the coolant circuit.
The following benefits result from regulating the coolant inlet
temperature in the engine:
f Operating temperature is reached faster
f Emissions reduced
The 3 following different operating conditions can arise

depending on the coolant inlet temperature:
f Bypass mode
f Mixed mode
f Cooler mode
System components
Bypass mode
3 Coolant pump
KA Coolant outlet (to engine)

KE1 Coolant inlet (from bypass line)
KE2 Coolant inlet (from cooler)
The coolant thermostat (2) is closed for a coolant inlet

temperature < 87∞C. The coolant only circulates in the engine.
The vehicle heating heat exchanger can, however, be flowed
through.
W20.10>1073>81
Mixed mode
3 Coolant pump

For a coolant inlet temperature > 87∞C and < 95∞C the coolant
thermostat (2) opens partially and the coolant flows at the same
time through the engine radiator and the short circuit line to the
coolant thermostat (2).
W20.10>1074>81
Cooler mode
3 Coolant pump

The coolant thermostat (2) is completely open for a coolant inlet

temperature > 95∞C. The coolant is fully fed to the engine
radiator.
W20.10>1075>81
196
System components
GF43.30>W>3300H Retarder, component description 20.7.11
Location
Illustrated on model 963

1 Secondary water retarder
The secondary water retarder (1) is located

on the left in the direction of travel next to
the transmission output flange.
Task
The task of the secondary water retarder (1)

is to convert the flow energy of the engine
coolant into mechanical braking energy
when requested by the driver or a driving
assistance system.
W43.30>1320>06
Design
The secondary water retarder (1) is

designed on the principle of hydrodynamic
torque conversion.
External view of secondary water retarder

2 Coolant manifold, feed
3 Coolant manifold, return
4 Relief valve
A11 Retarder control (RCM) control unit

B933 Coolant temperature sensor
W43.30>1298>05
System components
Sectional view of secondary water retarder
in idle mode
5 Valve block
6 Actuator
7 Switching valve
8 Switching valve compression spring
9 Control valve compression spring
10 Control valve
11 Side channel pump
12 Compression spring for sliding rotor
13 Twisted teeth
14 Slide ring seal
15 Retarder shaft
17 Rotor
18 Stator
20 Shutoff pressure line, return
A11 Retarder control (RCM) control unit
W43.30>1296>76
Function
i The individual components shown under Design perform the

functions described below.
Relief valve (4)

The relief valve (4) actuates the side channel pump (11) when
requested by the retarder control unit (RCM) (A11).
W43.30>1322>11
Valve block (5)

The valve block (5) consists of an actuator (6), a switching valve (7),
a control valve (10), the switching valve compression spring (8) and
the control valve compression spring (9).
If a braking torque is requested, the switching valve (7) directs the
engine coolant into the working chamber. If no braking torque is
requested, the switching valve (7) separates the working chamber
from the coolant circuit. Depending on the pneumatic pressure
applied, the control valve (10) controls the coolant feed into the
working chamber and thus the intensity of the braking effect. In
idle mode, the control valve (10) acts as a check valve and seals the
bypass to the working chamber.
W43.30>1324>11
198
System components
Actuator (6)
The actuator (6) controls the switching valve (7) and the control
valve (10) via a piston rod. For this purpose, the actuator (6) is
pneumatically actuated by the retarder control unit (RCM) (A11)
and the actuator (6) converts the pneumatic pressure into
mechanical movement.
W43.30>1323>11
Side channel pump (11)

When the retarder function is shut off, the side channel pump (11)
pumps the engine coolant in the working chamber back into the
coolant circuit. The side channel pump (11) is connected directly to
the retarder shaft (15) and is actuated via the relief valve (4).
W43.30>1325>11
Twisted teeth (13)

The twisted teeth (13), in combination with the compression
spring for rotor sliding (12), allows the rotor to be moved, thus
regulating the distance between rotor (17) and stator (18).
W43.30>1326>11
System components
Slide ring seal (14)
The slide ring seal (14) seals the working chamber at the
transmission end. The slide ring seal (14) consists of two sealing
surfaces which engine coolant flows through. The flowing engine
coolant causes pressure compensation between the seal and the
working chamber and thus a blocking effect. At the same time, the
engine coolant reduces the frictional heat produced between the
sealing surfaces.
W43.30>1332>11
Evaporation tray (21)
i The slide ring seal (14) must be continuously coated with

engine coolant on its sealing surfaces in order to minimize the
frictional heat. Accordingly, the possibility of small quantities of
engine coolant escaping to the outside via the sealing surfaces
cannot be ruled out.
The evaporation tray (21) attached to the housing of the

secondary water retarder (1) collects the small quantities of engine
coolant which escape and allows them to evaporate.
W43.30>1333>11
Retarder shaft (15)

The retarder shaft (15) mechanically connects the rotor (17) to the
transmission of the vehicle via the twisted teeth (13). The retarder
shaft (15) is driven by the transmission output shaft of the vehicle
transmission via a gear pair.
W43.30>1327>11
200
System components
Shutoff pressure line, feed (16)
The shutoff pressure line, feed (16) continuously supplies the slide
ring seal (14) with engine coolant. The engine coolant is fed back
to the cooling circuit of the engine via the connection to the
shutoff pressure line, return (20).
W43.30>1331>11
Rotor (17)
The rotor (17) is driven by the retarder shaft (15) via the twisted
teeth (13) and feeds the engine coolant to the stator (18) through
the rotational movement of its blades.
W43.30>1328>11
Stator (18)
The stator (18), which is fixed to the retarder housing, takes in the
rotating engine coolant with its blades through the filling slot (19)
and directs it back to the rotor (17). The resulting frictional forces
brake the rotor (17).
W43.30>1329>11
System components
Coolant temperature sensor (B933)
The coolant temperature sensor (B933) records the coolant
temperature of the coolant which is fed back to the cooling circuit
of the engine. The signals from the coolant temperature sensor
(B933) are read in directly by the retarder control unit (RCM) (A11).
W43.30>1330>11
202
System components
GF47.20>W>2000H Component description for fuel pump 20.7.11
Location
1 Fuel pump
A Fuel feed/suction side

The fuel pump (1) is located at the fuel high

pressure pump.
Task
The fuel pump (1) draws the fuel out of the

fuel tank via the fuel filter module, and
supplies the fuel system high pressure pump
with the required quantity in all engine
operating conditions.
W47.20>1083>76
Design
2 Fuel inlet
3 Bypass valve
4 Fuel outlet

W47.20>1061>81
Function
The fuel pump (1) is designed as a gear pump and is driven via the The max. permissible system pressure that can already be reached
fuel high pressure pump. As soon as the engine starts and runs, at idle speed is determined by the opening pressure of the
the right gearwheel in the fuel pump (1) is driven via a drive plate pressure limiting valve (5).
on the camshaft of the fuel high pressure pump. Since the teeth If the system and/or the opening pressure is reached and
on the right gearwheel engages in the teeth on the left therefore the pressure limiting valve (5), that is designed as an
gearwheel, it turns simultaneously in the opposite direction. The overflow valve, is opened, thrust side fuel feed (B) is connected to
rotating movement of both gearwheels and the design of the the suction side fuel feed (A) via a duct to prevent a further build>
pump chamber cause the fuel to be drawn in via the fuel inlet (2) up of pressure.
and delivered to the fuel outlet (4) along the inner wall of the If the fuel system is being filled externally, the bypass valve (3) is
pump. During this operation fuel is compressed until the fuel installed through which fuel can flow past the stationary
pressure or system pressure required is reached. gearwheels to the thrust side fuel feed (B).
System components
GF47.20>W>2103H Component description for fuel cooler 20.7.11
Location
1 Fuel filter module

2 Fuel cooler
3 Coolant outlet for fuel filter module
4 Coolant inlet
B Coolant
The fuel cooler (2) is located behind the fuel filter module (1).
Task
The fuel cooler (2) cools the warmed fuel which is led from the fuel
injector pressure boosters into the fuel filter module (1) via a
return line.
W47.00>1037>82
Body
2 Fuel cooler
4 Coolant inlet
5 Coolant outlet
6 Fuel inlet
7 Fuel outlet
8 Fuel cooling ducts
9 Coolant duct
A Fuel
B Coolant W47.00>1027>71
The fuel cooler (2) is designed as a shell cooler.
Function
The warmed fuel from the fuel injector pressure boosters flows The fuel cooler (2) is supplied with coolant from the crankcase via
through the fuel cooling ducts (8) to the fuel outlet (7) via the fuel the coolant inlet (4).The coolant flowing through the coolant duct
inlet (6). From there, the cooled fuel then runs through the fuel (9) cools the fuel, it passes via the coolant outlet (5) to the fuel
feed line of the fuel filter module to the fuel pump via a line. filter module (1) and flows via the fuel filter module coolant
outlet (3) directly to the coolant pump.
204
System components
GF47.20>W>4200H Component description for fuel filter module 20.7.11
Location
The fuel filter module (1) is located on the left side of the
crankcase.
Task
The water in the fuel is separated in the fuel filter module (1), and
dirt particles are filtered out in two stages.
W47.20>1082>12
Design

2 Fuel prefilter
3 Water separator
4 Fuel filter
5 Fuel accumulator
6 Hand>operated delivery pump
7 Filling valve
8 Mechanical drain valve
9 Shutoff valves
10 Fuel connection to fuel pump
11 Fuel connection from fuel pump
12 Fuel connection to the fuel system high pressure pump
13 Return connection from the fuel system high pressure
pump
14 Connections for pressure limiting valve return and fuel
injectors

B638 Fuel filter module pressure sensor

B Fuel feed (thrust side) W47.20>1085>82
C Fuel return
System components
The fuel filter module (1) consists of the following components:
f Fuel prefilter (2) through which large dirt particles are f The hand>operated delivery pump (6) with the aid of which
removed from the fuel. the fuel system can be vented, for example after replacing a
f Water separator (3) with water collector through which the fuel filter insert.
water in the fuel is separated. f The filling valve (7) with the aid of which the fuel system can
f Fuel filter (4) through which small dirt particles are removed also be vented, for example after replacing a fuel filter
from the fuel. insert.
f The fuel collection chamber (5) via which the fuel is collected f Shutoff valves (9) which prevent fuel escaping when
from all fuel return lines and led into either the fuel prefilter disassembling the fuel lines between the fuel tank and the
(2) via a bypass or directly into the fuel tank. fuel filter module (1).
Function
Fuel prefilter
2 Fuel prefilter
16 Fuel inlet
17 Filter element
18 Elastomer ball
19 Wastegate
20 Fuel outlet
D Not cleaned fuel

E Precleaned fuel
W47.20>1078>72
Not cleaned fuel (D) passes over the fuel inlet (16) into the fuel If the fuel prefilter (2) is fouled and the fuel flow rate is blocked in
prefilter (2). the process then the fuel is suctioned over the wastegate (19).
The suctioned up fuel presses the elastomer ball (18) off its seat
and flows through the filter insert (17) from inside to out. The When removing the filter insert clipped on the cover (17) a drain
larger dirt particles remain in the filter insert (17) and the bore to the fuel collector (5) is released so the fuel can flow out of
precleaned fuel (E) flows via the fuel outlet (20) to the fuel pump. the fuel prefilter housing.
The elastomer ball (18) has the task of preventing the intake duct
from running dry with the fuel prefilter (2) open.
206
System components
Water separator and
fuel filter
3 Water separator
4 Fuel filter
8 Mechanical drain valve
21 Water separator insert
22 Water collector
23 Ventilation bore
24 Fine filter insert
25 Inner dome
E Precleaned fuel
F Cleaned fuel
W47.20>1081>81
Water separator (3)

The water separator insert (21) in the water separator (3) consists The ventilation bore (23) above the water separator insert (21)
of many layers and has the task of separating out the water diverts the air that is trapped in the water separator (3) when the
contained in the fuel. water separator insert (21) is changed, for example, into the fuel
The water separator insert (21) has fuel flowing from inside collection chamber (5), from where it can be returned to the fuel
outwards. The special construction ensures that small water tank via the fuel return line.
droplets either remain in the water separator insert (21) or bind The ventilation bore (23) also guarantees full use of area in the
themselves to already retained water droplets. Small dirt particles water separator insert (21).
are also filtered out due to the construction.
In order to ensure that the water droplets can sink downwards When removing the water separator insert (21) clipped on the
into the water collector (22), it is essential that the flow rate of the cover a drain bore to the fuel collector (5) is released so that fuel
fuel is reduced. can flow out of the water separator housing.
This is achieved using the special forming of the housing.
The flow rate of the fuel is increased again by the shape of the
housing and the fuel passes into the fine filter insert (24).
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Fuel filter (4)

The fine filter insert (24) of the fuel filter (4) also consists of many The cleaned fuel (F) is led to the fuel high pressure pump through
layers but has fuel flowing from outside inwards. an overflow bore in the inner dome (25).
The smallest dirt particles are filtered out at a very high separation The high position of the overflow bore in the inner dome (25)
rate by the fine filter insert (24). ensures that no uncleaned fuel can reach the fuel high pressure
Also the fuel filter (4) has a ventilation bore (23). Just as for the pump, even if the fuel does not run out of the fuel filter housing.
water separator insert (21), full use of area in the water separator The engine management control unit (MCM) (A4) determines the
insert (24) is achieved and venting of the fuel filter housing current fuel temperature via the fuel temperature sensor
guaranteed. (B602).With the aid of the fuel filter module pressure sensor
When removing the fine filter insert clipped on the cover (24) a (B638) the engine management control unit (MCM) (A4) can
drain bore to the fuel collector (5) is released so the fuel can flow detect whether the fuel filter element needs to be changed. The
out of the fuel filter housing. fuel filter module pressure sensor (B638) is also used for diagnostic
purposes.
System components
GF49.10>W>3006H Diesel oxidation catalytic converter, component description 20.7.11
Location
4 Diesel oxidation catalytic converter

(DOC)
5 Diesel particulate filter (DPF)

NOx sensor
B37 Exhaust pressure sensor upstream
of diesel oxidation catalytic
converter
filter
catalytic converter
W14.40>1576>76
B68 Exhaust temperature sensor B69 Exhaust temperature sensor B70 Exhaust temperature sensor
downstream of upper diesel downstream of lower diesel downstream of diesel particulate
oxidation catalytic converter oxidation catalytic converter filter
The diesel oxidation catalytic converter (DOC) (4) is integrated in Design

the exhaust aftertreatment unit. It is the first location upstream of
the diesel particulate filter (DPF) (5) to be reached by the exhaust The diesel oxidation catalytic converter (DOC) (4) consists of two
downstream of the engine. cylindrical inserts with a metal sleeve. Inside this is the actual
catalytic converter element, which consists of a porous monolithic
block made from a special ceramic material.
Task In order to make it possible for the required chemical reactions to
take place and assist with passive regeneration of the diesel
The diesel oxidation catalytic converter (DOC) (4) is used to particulate filter (DPF) (5), the catalytic converter element is
convert the carbon monoxide (CO) and hydrocarbon (HC) in the covered with a series of rare metals > the so>called oxidization
exhaust into less harmful carbon dioxide (CO2) and water (H2O). layer (wash coat).
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Function
The exhaust coming from the engine flows through the diesel Since a significant amount of pollutant conversion only occurs
oxidation catalytic converter (DOC) (4). Part of the nitrous oxides from a temperature of about 250 ∞C, the exhaust aftertreatment
(NOx) that is present is reduced by the chemical reaction with the unit with the diesel oxidation catalytic converter (DOC) (4) is
rare metals in the coating, meaning that oxygen is released. The located as close to the engine as possible on the right>hand side of
released oxygen then allows the CH and CO parts of the exhaust the vehicle.
to oxidize, resulting in CO2 and water.
208
System components
GF49.10>W>3008HA Component description for SCR catalytic converter 2.8.11
Location
2 Ammonia slip catalytic converter

3 SCR catalytic converter

unit
converter
The SCR catalytic converter (3) is located in

the exhaust aftertreatment unit and forms
one unit together with the ammonia slip
catalytic converter (2).
W14.40>1602>76
Task Design
The poisonous nitrogen oxides (NOx) generated during The SCR catalytic converter (3) and the ammonia slip catalytic
combustion are reduced into non>toxic nitrogen (N2) and water converter (2) consist of two cylindrical catalytic converter
(H2O) in the SCR catalytic converter (3). The ammonia slip catalytic elements connected in series in a sheet metal envelope. To permit
converter (2) is primarily used to the convert ammonia particles the chemical reaction, this ceramics block is fitted with a special
(NH3) that have not reacted, which would otherwise be easy to coating made from a series of rare metals such as titanium,
detect in the vehicle environment due to the low odor threshold tungsten, platinum and vanadium.
of ammonia.
System components
Function

A Exhaust (from electric motor)

B Hydrolysis segment
C AdBlue“
D Exhaust gas (end product)
The exhaust (A) flows through the inlet

tube of the exhaust aftertreatment unit
into the mixing tube, the so>called
hydrolysis segment (B).
Here, the amount of AdBlue“ computed by
the exhaust aftertreatment (ACM) control
unit (A60) based on the sensor information
is injected.
W14.40>1588>05
The AdBlue“ is converted here in a first process step into ammonia The exhaust that has already been cleaned from NOx by the SCR
(NH3) and then continues to flow in the direction of the SCR catalytic converter (3) for the most part also flows through the
catalytic converter (3). ammonia slip catalytic converter (2) before it is emitted into the
In the honeycomb bodies contained in it, the second stage of the environment.
reduction process takes place: The nitrogen oxide molecules meet Here, the NH3 molecules that have not been used up are oxidized
the ammonia molecules (NH3) - energy in the form of heat is by the platinum on the surface of the ammonia slip catalytic
released. Only nitrogen (N2) and water vapor (H2O) are left over converter (2) together with the O2 molecules.
as products of this chemical reaction, which are not harmful to the Some of the few NOx molecules that haven not been reduced
environment during the previous processing step are also reduced to NO and
For this procedure, which is known as selective catalytic reduction, H2O.
a certain operating temperature is necessary for the SCR catalytic
converter (3). This is 250 ∞C for this purpose.
210
System components
GF49.10>W>3008H Component description for SCR catalytic converter 20.7.11
Location
2 Ammonia blocking catalytic

converter

NOx sensor
filter
filter
converter
W14.40>1575>76
The SCR catalytic converter (3) is in the exhaust aftertreatment

unit, and forms a single unit together with the ammonia blocking
catalytic converter (2).
Task Design
The SCR catalytic converter (6) reduces the toxic nitrous oxides The SCR catalytic converter (3) and the ammonia blocking catalytic
(NOx) generated by fuel combustion into non>toxic nitrogen (N2) converter (2) consist of two cylindrical catalytic converter
and water (H2O).The ammonia blocking catalytic converter (2) is elements in a metal sleeve that are connected in series. In order to
primarily used to convert non>reactive ammonia particles (NH3), make the chemical reactions take place, this ceramic block has a
which would otherwise be easily perceptible in the vehicle special coating made from a series of rare metals such as titanium,
environment because of the low odor threshold of ammonia. tungsten, platinum and vanadium.
System components
Function
2 Ammonia blocking catalytic converter

A Exhaust (from DPF)

B Hydrolysis segment
C AdBlue“
D Exhaust gas (end product)
W14.40>1588>05
The exhaust (A), which has been pre>cleaned by the diesel The SCR catalytic converter (3) must be at a certain operating
oxidation catalytic converter (DOC) and the diesel particulate temperature for this process to take place (known as selective
filter (DPF), continues flowing through the mixing tube, the so> catalytic reduction). This is 250 ∞C for this purpose.
called hydrolysis segment (B). This is where the quantity of
AdBlue“ that has been calculated by the exhaust aftertreatment The exhaust, which has had most of the NOx removed by the SCR
control unit (ACM) (A60) on the basis of the sensor information is catalytic converter (3) passes the ammonia blocking catalytic
injected in. converter (2) before it enters the atmosphere.
The AdBlue“ first converts itself into ammonia (NH3) here, and Here, the platinum on the surface of the ammonia blocking
then continues flowing in the direction of the SCR catalytic catalytic converter makes the unused NH3 molecules oxidize with
converter (3). the O2 molecules.
The second stage of the reduction process takes place in the Some of the few NOx molecules that were not reduced in the
honeycomb structure that it contains. The nitrous oxide molecules previous stage of the process are also reduced to NO and H2O.
collide with the ammonia molecules (NH3), and energy is released
in the form of heat. Only nitrogen (N2) and water vapor (H2O) are
left over as products of this chemical reaction, which are not
harmful to the environment
212
System components
GF49.10>W>3010HA Exhaust aftertreatment unit, component description 2.8.11
Location
The exhaust aftertreatment unit (1) is

mounted on the side on the frame.
Task
The exhaust aftertreatment unit (1) is the

major component in the vehicle for limiting
emissions. Furthermore, it also keeps noise
emission as low as possible in its function as
a muffler.
W49.20>1027>76
Design


unit
converter
W14.40>1602>76
System components
Location of sensors
4 Mixing tube (hydrolysis segment)

converter
A Exhaust from the engine

B Exhaust cleaned (to atmosphere)
W49.20>1023>75
W49.20>1024>79
Function
1 Exhaust aftertreatment unit 5 Inlet pipe b Exhaust in SCR catalytic converter and
2 Ammonia slip catalytic converter 6 Outlet pipe ammonia slip catalytic converter
3 SCR catalytic converter c Exhaust cleaned (to atmosphere)
4 Mixing tube (hydrolysis segment) a Exhaust from the engine
F Direction of travel
The exhaust from the engine (a) flows through the inlet tube (5) The exhaust is redirected again at the front side of the exhaust
into the mixing tube (4). In the mixing tube (4), the so>called aftertreatment unit (1) and passes the muffler housing. The
hydrolysis segment, AdBlue“ is injected via the AdBlue“ metering cleaned exhaust is finally emitted into the environment via the
device (A67). The exhaust is redirected in the rear section of the outlet tube (6).
exhaust aftertreatment unit (1), so that it flows through the SCR
catalytic converter (3) and the ammonia slip catalytic converter (2)
from the rear.
214
System components
GF49.10>W>3010H Exhaust aftertreatment unit, component description 20.7.11
Location
The exhaust aftertreatment unit (1) is

attached to the frame on the right>hand
side.
Task
The exhaust aftertreatment unit (1) is the

main component that restricts emissions in
the vehicle. It also keeps noise emissions to
a minimum because of its function as a
muffler.
W14.40>1574>76
Design

converter

NOx sensor
filter
filter
B73 Temperature sensor downstream
of SCR catalytic converter
W14.40>1575>76
System components
(DOC)

NOx sensor
downstream of diesel oxidation
catalytic converter
filter
catalytic converter
B70 Exhaust temperature sensor W14.40>1576>76
filter
Location of sensors
converter
(DOC)

NOx sensor
downstream of diesel oxidation
catalytic converter
W49.20>1022>75
B38 Exhaust pressure sensor B68 Exhaust temperature sensor B70 Exhaust temperature sensor
downstream of diesel particulate downstream of upper diesel downstream of diesel particulate
filter oxidation catalytic converter filter
B67 Exhaust temperature sensor B69 Exhaust temperature sensor B73 Temperature sensor downstream
upstream of diesel oxidation downstream of lower diesel of SCR catalytic converter
catalytic converter oxidation catalytic converter
216
System components
W49.20>1021>79
Function
2 Ammonia blocking catalytic converter 10 Outlet pipe c Exhaust downstream of diesel

3 SCR catalytic converter oxidation catalytic converter, diesel
4 Diesel oxidation catalytic converter a Exhaust from engine particulate filter, SCR catalytic
5 Diesel particulate filter b Exhaust downstream of diesel converter and ammonia blocking
6 Inlet pipe oxidation catalytic converter and catalytic converter
7 Mixing tube (hydrolysis segment) diesel particulate filter
F Direction of travel
The exhaust from the engine (a) first flows through the exhaust In the mixing tube (7), the so>called hydrolysis segment, AdBlue“
aftertreatment unit (1) via a pipe. Then it is deflected and flows is injected by the AdBlue“ metering device (A67). In the rear part
through the diesel oxidation catalytic converter (4) from the rear, of the exhaust aftertreatment unit (1) the exhaust is deflected so
and then flows through the diesel particulate filter (5). that it flows through the SCR catalytic converter (3) and the
At the front of the exhaust aftertreatment unit (1) the exhaust is ammonia blocking catalytic converter (2) from the rear. The
then deflected again and flows back to the rear part of the cleaned exhaust is given off into the atmosphere via the outlet
exhaust aftertreatment unit (1) via the mixing tube (7). pipe (10).
System components
GF49.20>W>3010H Diesel particulate filter of the exhaust aftertreatment unit, component 20.7.11
description
Location

(DOC)
B37 Pressure sensor, exhaust upstream

of oxidation catalytic converter
filter
catalytic converter
filter
W14.40>1601>76
The diesel particulate filter (DPF) (5) is integrated in the exhaust Design
aftertreatment unit. It is the second location downstream of the
diesel oxidation catalytic converter (DOC) (4) to be reached by the The diesel particulate filter (DPF) (4) consists of two cylindrical
exhaust downstream of the engine. inserts with a metal sleeve. Inside the filter is the actual filter
element, which consists of a porous monolithic block made from
silicon carbide (SiC).
Task In order to assist with passive regeneration and counteract rapid
filter clogging, the filter element is covered with a series of rare
The diesel particulate filter (DPF) (5) is used for filtering and metals > the so>called oxidization layer (wash coat).
storing the soot particles in the exhaust, which occur during the
combustion process in the engine.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
218
System components
Function Regeneration
The diesel particulate filter (DPF) (5) regenerates itself more or less
The exhaust, which has been pre>cleaned by the diesel oxidation independently. This is achieved using a passive self>cleaning
catalytic converter (DOC) (4), flows through the filter element in mechanism. This passive regeneration is based on CRT technology
the diesel particulate filter (DPF) (5). The soot particles are (Continuously Regenerating Trap).
retained in its porous honeycomb structure. If a certain condition is reached in which passive regeneration is
The effectiveness of the diesel particulate filter (DPF) (5) is so high not longer sufficient, active regeneration is initiated.
that about 90 % of the particulate mass and approx. 95 % of the
number of particles can be retained. Passive regeneration
The exhaust aftertreatment control unit (ACM) (A60) can calculate Passive regeneration takes place imperceptibly to the driver while
the current load condition of the diesel particulate filter (DPF) (5) the vehicle is being driven. Because of the diesel oxidation
via the signal evaluations of the pressure and temperature sensors catalytic converter (DOC) (4) upstream of the diesel particulate
attached to the inlet and the outlet of the exhaust aftertreatment filter (DPF) (5) the exhaust contains carbon dioxide (CO2) instead
unit, and initiate regeneration measures via the engine of carbon monoxide (CO). This reacts with the soot particles on
management control unit (MCM (A4). the oxidization layer of the filter element. This exothermic
In spite of passive and active regeneration, the diesel particulate reaction releases heat, meaning that some of the deposited soot
filter (DPF) (5) does not have an unlimited service life and particles combust when a temperature of approx. 250 ∞C is
therefore requires regular maintenance. reached.
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
Active regeneration
For active regeneration, diesel fuel is added to the exhaust flow Basically, the regeneration duration is variable and is calculated
via the diesel fuel metering device. Extremely high temperatures on the basis of sensor signals, recorded values, the distance driven
occur in the exhaust aftertreatment unit during the ensuing since the previous regeneration and the different operating
reaction.The deposited soot is burned and turns into ash. ranges of the engine.
Whereas passive regeneration takes place unnoticed in the
background, when active regeneration occurs an indication is When the diesel particulate filter (DPF) (5) has reached its filling
given, and in some cases the driver is requested to initiate active limit and active regeneration is no longer possible, it must be
regeneration at the next opportunity. Regeneration can be cleaned or replaced by a specialist workshop.
interrupted, but this must be avoided if possible.
System components
GF49.20>W>3012H Nozzle unit for DPF regeneration, component description 20.7.11
Location
1 Metering device for DPF regeneration

3 Fuel line
4 Exhaust pipe
5 Coolant line
6 Coolant line
7 Leakage line
The nozzle unit for DPF regeneration (2) is

on the right>hand side of the engine next to
the exhaust pipe (4) downstream of the
turbocharger.
Task
The nozzle unit for DPF regeneration (2) is

used for injecting the correct quantity of
diesel fuel provided by the metering device
for DPF regeneration (1) into the exhaust
flow during active diesel particulate filter
(DPF) regeneration. W49.20>1017>76
Design
8 Cooling adapter
9 Housing lower section
10 Sealing ring
11 Injection nozzle
12 Shielding pot
13 Gasket
W49.20>1019>11
Function
The nozzle unit for DPF regeneration (2) injects the diesel fuel
that is present at the injection nozzle into the exhaust flow in a
fine spray (atomized). Backflow is prevented by the integrated
check valve.
Because of the temperature present at the exhaust pipe, it is
cooled using the coolant from the engine's coolant circuit.
220
System components
GF83.20>W>3123H Heating system heat exchanger, component description 20.7.11
MODEL 963, 964
Location
1 Heater blower unit

2 Heating system heat exchanger
The heater heat exchanger (2) is in the

heater blower unit (1).
Task
The heater heat exchanger (2) gives off the

heat of the coolant into the air that flows
through it.
The temperature of the vehicle interior is
therefore controlled
W83.20>1103>05
Introduction into Service Manual
Introduction of engine OM 471 and exhaust aftertreatment
Daimler AG, GSP/OI, HPC R 822, D-70546 Stuttgart

Bestell-Nr. 6517 1260 02 - HLI 000 000 02 82 – Printed in Germany – 09/11

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Introduction of engine OM 471 and

Daimler AG, GSP/OI, HPC R 822, D-70546 Stuttgart

Introduction of engine OM 471 and

Technical status 01.09.2011

Daimler AG . Technical Information and Workshop Equipment(GSP/OI)

Questions and suggestions

This document, including all its parts, is protected by copyright.

Image no. of title image: W00.01>1015>00

The intention behind this brochure is to introduce you to the new

The content of this brochure is split up into:

i Introduction of engine OM 471 and exhaust aftertreatment > 09/2011 > 1

Overview of new features

Crankcase ventilation system function Page 34

Charging, function Page 35

Engine management, function Page 37

Start procedure, function Page 42

Determination of the compression stroke at Page 54

Determination of coolant temperature, Page 55

Determination of air mass, function Page 56

Function of the specified engine torque Page 58

Engine brake, function Page 60

Exhaust gas recirculation, function Page 66

Vehicles with code (M5Z) Engine version Page 73

Exhaust aftertreatment, overall network Page 79

Engine oil circuit, function Page 80

Coolant circuit, function Page 83

Engine cooling thermal management, Page 90

Fuel supply, function Page 91

Vehicles with code (M5Z) Engine version Page 96

Fuel high pressure circuit function Page 100

Central gateway control unit (CGW), A2 Page 101

i Introduction of engine OM 471 and exhaust aftertreatment > 09/2011 > 3

Component description drive control (CPC) A3 Page 102

Component description for engine A4 Page 103

Parameterizable special module (PSM) A22 Page 106

Battery disconnect switch control unit, A33 Page 107

Radiator shutters, component description A54, A55 Page 109

i Only in vehicles with code (M7K)

EATU output NOx sensor, component A57, A57 b1 Page 110

Vehicles with code (M5Z) Engine version Page 112

Pump module, component description A58, M25 Page 115

Vehicles with code (M5Z) Engine version Page 119

AdBlue metering device, component A67 Page 121

EATU input NOx sensor, component A70, A70 b1 Page 123

Vehicles with code (M5Z) Engine version Page 125

Auxiliary heater heating unit, component A901 Page 128

Auxiliary heater coolant circulation pump, A901 M2 Page 130

Travel and speed sensor, component B18 Page 131

Exhaust pressure sensor upstream of diesel B37 Page 132

Exhaust pressure sensor downstream of B38 Page 133

Component description for accelerator B44 Page 134

Exhaust temperature sensor upstream of B67 Page 135

Exhaust temperature sensor downstream of B68 Page 136

Exhaust temperature sensor downstream of B69 Page 137

Exhaust temperature sensor downstream of B70 Page 138

Exhaust temperature sensor upstream of B72 Page 139

Exhaust temperature sensor downstream of B73 Page 140

i Introduction of engine OM 471 and exhaust aftertreatment > 09/2011 > 5

Vehicles with code (M5Z) Engine version Page 141