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Introduction of the Hybrid Drive System ® HYBRID Atego BlueTec
Introduction into Service Manual
Daimler AG, GSP/OI, HPC R 822, D-70546 Stuttgart Order no. 6517 1258 02 – HLI 000 000 02 03 - Printed in Germany – 02/11
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Mercedes-Benz Service
Introduction of the Hybrid Drive System Atego BlueTec® HYBRID
Daimler AG · Technical Information and Workshop Equipment (GSP/OI) · D-70546 Stuttgart, Germany
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Information and copyright
Product Portfolio Comprehensive information about our full Product Portfolio can also be found at our Internet Portal. Link: http://aftersales.mercedes-benz.com Questions and suggestions If you have any questions or suggestions concerning this product, please write to us. Email: customer.support@daimler.com Fax: +49-(0)18 05/0 10-79 78 or alternatively Address: Daimler AG GSP/OIS HPC R822, W002 D-70546 Stuttgart, Germany
© 2011 by Daimler AG This document, including all its parts, is protected by copyright. Any further processing or use requires the previous written consent of Daimler AG, Department GSP/OIS, HPC R822, W002, D-70546 Stuttgart. This applies in particular to reproduction, distribution, alteration, translation, microfilming and storage and/or processing in electronic systems, including databases and online services. Image no. of title image: Order no. of this publication: 02/11 W08.00-1007-00 6517 1258 02 – HLI 000 000 02 03
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Contents
Preface
5
Overview Drive concept
6
Operating modes Starting off Driving mode Deceleration mode Braking mode Shift assistance Idle
10 11 12 13 16 17
Subsystems Hybrid system cooling circuit Display concept
18 19
System components Electric motor Gateway control unit Energy management control unit High-voltage battery module Power inverter High-voltage lines
22 26 28 30 34 37
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Contents
Maintenance Special tools
40
Technical data Vehicle data
42
Annex Abbreviations Index Circuit diagrams
44 45 46
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Preface
Dear Reader, This Introduction into Service Manual presents the hybrid concept in the Atego BlueTec® HYBRID with code (MY5) from Mercedes-Benz. The purpose of this brochure is to acquaint you with the technical highlights of this new vehicle in advance of its market launch. This brochure is intended to provide information for people employed in service or maintenance/repair as well as for aftersales staff. It is assumed here that the reader is already familiar with the Mercedes-Benz model series currently on the market. This Introduction into Service Manual is not intended as an aid for repairs or for the diagnosis of technical problems. For such needs, more extensive information is available in the Workshop Information System (WIS) and Xentry Diagnostics. WIS is updated continuously. Therefore, the information available there reflects the latest technical status of our vehicles. This Introduction into Service Manual presents initial information relating to the hybrid concept in the Atego BlueTec® HYBRID and, as such, is not stored in WIS. The contents of this brochure are not updated and no provision is made for supplements. We will publicize modifications and new features in the relevant WIS documents. The information presented in this Introduction into Service Manual may therefore differ from the more up-to-date information found in WIS. All information relating to technical data, equipment and options is valid as of the copy deadline in January 2011 and may therefore differ from the current production configuration.
Daimler AG Technical Information and Workshop Equipment (GSP/OI)
i Note Information about the vehicles and about operating the vehicle functions can also be found in the interactive owner's manual on the internet at:
www.mercedes-benz.de/betriebsanleitung
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Overview
Drive concept
General
The Atego BlueTec® HYBRID 1222L is based on the standard Atego 1222L and features in addition a parallel hybrid drivetrain. The internal combustion engine and the automated 6-speed manual transmission from Mercedes-Benz are coupled with the Eaton hybrid electrical system. This allows a high degree of energy efficiency and reduces exhaust emissions. The compact, lightweight four-cylinder diesel engine with its displacement of 4801 cm3 develops 160 kW (218 hp) and produces a maximum torque of 810 Nm. The internal combustion engine is supplemented by the hybrid system electric motor (M32) with a maximum output of 44 kW and a maximum torque of 420 Nm. The hybrid system electric motor (M32) is located between the clutch (2) and the automated 6-speed manual transmission (3). The parallel layout makes it possible to propel the vehicle either with the electric motor alone, or with the diesel engine alone, or with both powerplants together. The internal combustion engine (1) (main powerplant) is always running. During purely electric operation, the IC engine (1) runs at idle and is separated from the drivetrain by the clutch (2). The hybrid system electric motor (M32) is supplied with electrical energy by an air-cooled high-voltage battery (lithium-ion rechargeable battery) with a capacity of 1.9 kW/h. The high-voltage battery is located in the high-voltage battery module (A902) and is charged whenever the vehicle is in deceleration mode or is being braked (regenerative braking). During braking the hybrid system electric motor (M32) is operated as a generator. Kinetic energy from the hybrid system electric motor (M32) is transformed into electrical energy. The 3-phase AC voltage produced is transformed into high DC voltage in the power inverter (A903) and it is fed via high-voltage lines (5) to the high-voltage battery where it is stored.
i Note The hybrid system electric motor (M32) and the power inverter (A903) are water-cooled and have their own cooling circuit which is separate from the cooling circuit of the IC engine.
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Overview of drive concept 1 IC engine 2 Clutch 3 Automated 6-speed manual transmission 4 High-voltage line (3-phase AC voltage)
W08.00-1006-00
5 High-voltage line (high DC voltage) 6 Coolant lines (hybrid system cooling circuit) 7 Radiator (hybrid system cooling circuit) 8 Expansion reservoir (hybrid system cooling circuit)
A137 Hybrid system coolant pump A902 High-voltage battery module A903 Power inverter M32 Hybrid system electric motor
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Overview
7
Drive concept
Overview
Drive concept
Networking
In addition to the familiar CAN buses, the hybrid vehicle contains two additional bus systems. • Hybrid CAN 1 (CAN 13) allows the hybrid vehiclespecific control units to communicate with each other. • Hybrid-CAN 2 (CAN 14) allows communication between the hybrid vehicle gateway control unit (A133) and the energy management control unit (A134). The interface between the familiar vehicle CAN (CAN 1) and hybrid CAN 2 (CAN 14) is the hybrid vehicle gateway control unit (A133).
Function requirements
The hybrid drive system is active when the following function requirements are satisfied: • All necessary vehicle systems are initialized. • The IC engine is running. • There are no faults in the hybrid drive system. The hybrid drive system is switched off if: • There is a communication error between the drive control (FR) control unit (A3) and the hybrid system • The 24 V power supply is outside the permissible voltage range • The accelerator pedal (B1) has failed • The teach-in process of the transmission control is active • The brake assistance systems are performing a control intervention function
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Why hybrid?
Future motor vehicles will be increasingly influenced by the following factors: • Finite natural resources • Long-term increases in energy prices • Legal requirements for environmental compatibility and CO2 emissions • Changes in purchasing behavior towards stricter ecological and economic requirements for vehicles
i Note Only specially trained workshop staff (electricians qualified for high-voltage electrical systems in motor vehicles) may work on the high-voltage onboard electrical system.
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Overview
9
Drive concept
Operating modes
Starting off
Function sequence
If the state of charge of the high-voltage battery is sufficient and the torque requested by the driver via the accelerator pedal (B1) is lower than the torque available from the hybrid system electric motor (M32), then the vehicle moves off under electrical power. The clutch remains open and the IC engine, isolated from the drivetrain, runs at idle in order to power the ancillary equipment. The high-voltage battery inside the high-voltage battery module (A902) supplies the power inverter (A903) with high DC voltage via the highvoltage line. In the power inverter (A903) this high DC voltage is transformed into a 3-phase AC voltage which is used to actuate the hybrid system electric motor (M32). The rotational speed, the position and the winding temperature of the hybrid system electric motor (M32) are monitored by the hybrid system electric motor control unit (A903 a136) which integrated in the power inverter (A903). The rpm and position are detected by the hybrid system electric motor position sensor (B197) and the winding temperature is registered by the hybrid system electric motor temperature sensor (B196). As the vehicle starts off, the driver's torque request on operating the accelerator pedal (B1) is reduced (accelerator spread) in order to permit a more sensitive actuation of the hybrid system electric motor (M32). The system leaves the start-off state (the clutch is closed), when: • The requested torque exceeds the torque that can be provided by the hybrid system electric motor (M32) • The transmission is shifted to 4th gear • The vehicle rolls off (with no operation of the accelerator pedal (B1)) and reaches a speed of 6 km/h in 1st gear, 5 km/h in reverse or 10 km/h in the other gears • The vehicle moves off in a forward gear with no further actuation of the accelerator pedal (B1) and continues to accelerate until the speed of the IC engine exceeds 1800 rpm • The vehicle moves off in reverse gear (with or without further actuation of the accelerator pedal (B1)) and continues to accelerate until the speed of the IC engine exceeds 1600 rpm • The engine brake is actuated
i Note The drive control (FR) control unit (A3) requests all the required torques, driving states, mode changes and transmission interventions from the relevant control units over the vehicle CAN (CAN 1). CAN messages to the energy management control unit (A134) are transmitted via the hybrid vehicle gateway control unit (A133).
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Function sequence
Driving mode is the default driving state. In it, the clutch is closed and the IC engine propels the vehicle together with the hybrid system electric motor (M32) with the specified torque. The hybrid system electric motor (M32) converts the electrical energy stored in the high-voltage battery by regenerative braking back into kinetic energy and delivers the torque directly to the powerplant. The torque of the hybrid system electric motor (M32) depends on: • • • • The amount of torque requested The speed and torque of the IC engine The state of charge of the high-voltage battery The performance and temperature of the hybrid system electric motor (M32), the power inverter (A903) and the high-voltage battery
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Operating modes
Driving mode
Operating modes
Deceleration mode
Function sequence
When the accelerator pedal (B1) is released, the clutch remains closed at first. In 5th and 6th gears the clutch is opened after 2 s and the vehicle changes to deceleration mode. The hybrid system electric motor (M32) is operated as a generator and produces a gear-dependent regenerative braking torque. The IC engine continues at idle and the hybrid system electric motor (M32) takes over the full deceleration torque. The hybrid system electric motor (M32) converts the kinetic energy into 3phase AC voltage and feeds it via the high-voltage line to the power inverter (A903). To do this, the kinetic energy (rotation) of the crankshaft is absorbed by the rotor of the hybrid system electric motor (M32). The rotary motion of the rotor induces AC voltage in the three windings of the stator. The electrical energy gained in this way is limited and monitored by the power inverter (A903) as a 3-phase AC voltage, and is transformed into a high DC voltage. The high DC voltage is fed via the high-voltage line to the high-voltage battery module (A902) to charge the high-voltage battery. If the requested torque exceeds the torque available from the hybrid system electric motor (M32), the clutch is closed and the system changes to driving mode. The system leaves deceleration mode (the clutch is closed), when: • • • • • The transmission is shifted to 4th gear The foot brake is actuated The engine brake is actuated The vehicle speed exceeds 94 km/h The transmission input speed exceeds 2100 rpm
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General
In braking mode, depending on the braking torque required, some or all of the braking torque is generated by the hybrid system electric motor (M32) (regenerative braking). The electrical energy generated is used to charge the high-voltage battery in the high-voltage battery module (A902). If the brake assistance systems (anti-lock braking system (ABS), acceleration skid control (ASR)) are performing a control intervention function, the hybrid drive system is shut off and regenerative braking does not take place.
i Note Regenerative braking is the process of energy recovery during deceleration (e.g. braking or deceleration mode) by converting the kinetic energy to be dissipated into electrical energy. The electrical energy produced is fed to the high-voltage battery and stored there.
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Operating modes
Braking mode
Operating modes
Braking mode
Braking mode with the foot brake
Whenever the foot brake is operated, the total braking torque requested by the brake control (BS) is divided into regenerative and pneumatic braking torque components. Depending on the amount of braking torque required, the regenerative braking torque component is supplied through the drivetrain by the hybrid system electric motor (M32) with the assistance, if necessary, of the engine brake. The pneumatic braking torque component is provided by the service brake. The drive control (FR) control unit (A3) also computes a corresponding braking torque from the brake pedal travel. The specification sent to the hybrid system electric motor (M32) is the maximum of the two values. The maximum braking torque to be provided by the hybrid system electric motor (M32) on actuation of the foot brake is defined in relation to the actual gear engaged and the vehicle mass. For reasons of comfort, the regenerative braking torque is reduced relative to the vehicle speed when coming to a stop. Starting at 10 km/h the regenerative braking torque is reduced to zero by 3 km/h. Under braking with the foot brake, the clutch is always closed in 4th, 5th and 6th gears. In 1st, 2nd and 3rd gears the clutch status remains unchanged. The magnitude of the regenerative braking torque depends on: • • • • The brake pedal position The state of charge of the high-voltage battery The engaged gear The vehicle mass
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Braking mode with the engine control/permanent brake operating lever (S2)
When the engine control/permanent brake operating lever (S2) is at position 1, braking is performed by the hybrid system electric motor (M32) alone. In position 2 the engine brake is also used for braking. As during actuation with the foot brake, the braking torque on actuation of the engine control/permanent brake operating lever (S2) is defined in relation to the actual gear engaged and the vehicle mass. The torque to be provided by the hybrid system electric motor (M32) is the same in lever positions 1 and 2. As in braking mode with the foot brake, the braking torque is reduced relative to the vehicle speed when coming to a stop for reasons of comfort. Starting at 10 km/h the regenerative braking torque is reduced to zero by 3 km/h. The hybrid system electric motor (M32) converts the kinetic energy into 3-phase AC voltage and charges the high-voltage battery located in the high-voltage battery module (A902) via the power inverter (A903). Under braking with the engine brake, the clutch is closed and the drag torque of the IC engine produces additional deceleration of the vehicle.
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Operating modes
Braking mode
Operating modes
Shift assistance
Function sequence
During a shift operation the hybrid system electric motor (M32) assists the synchronization process in the transmission. When a gear change is requested, the hybrid system electric motor (M32) is actuated with a defined torque in order to help synchronize the rotational speeds inside the transmission.
i Note In order to ensure smooth transitions between the individual gears without excessive wear, the rotational speeds of the gearshift sleeve and gear wheel of the relevant gear must be synchronized in the transmission.
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Function sequence
When the IC engine is idling and the transmission is in neutral, the hybrid system electric motor (M32) can be operated as a generator in order to charge the highvoltage battery. To do this, the driver must use the engine control/ permanent brake operating lever (S2) to increase the idle speed. Above a speed of 680 rpm the hybrid system electric motor (M32) is loaded with a charging torque. The charging torque is increased in 5 stages in relation to the idle speed. When the high-voltage battery is fully charged, i.e. the state of charge (SOC) has reached 100%, the charging process is terminated. The high-voltage battery is charged again when the state of charge (SOC) drops back below 95%. The high-voltage battery is not charged in the following situations: • The IC engine is off • Clutch kiss point adaptation is active • The clutch is open more than 80%
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Operating modes
Idle
Subsystems
Hybrid system cooling circuit
The hybrid system has its own cooling circuit which is separate from the cooling circuit of the IC engine. The composition of the coolant is identical to that in the cooling circuit of the IC engine.
Hybrid system cooling circuit (schematic) A137 1 Expansion reservoir (hybrid system cooling circuit) 2 Radiator A138 (hybrid system cooling circuit) A138 m1 A903 A903 a136
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Hybrid system coolant pump Hybrid system fan control unit Hybrid system fan Power inverter Hybrid system electric motor control unit
B196 Hybrid system electric motor temperature sensor M32 Hybrid system electric motor Arrow Flow direction
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The hybrid system display (A140) is located on the instrument panel on the right in the driver's field of view.
The hybrid system display (A140) provides the driver with a graphical representation of the current operating state by means of an energy flow display. The active hybrid components are highlighted in the energy flow display.
Energy flow display in hybrid system display (A140) 1 IC engine 2 Energy flow 3 Hybrid system electric motor (M32) 4 High-voltage battery charge level indicator 5 State of charge (SOC)
W54.60-1002-00
6 7 8 9
Fuel saving indicator Hybrid system electric motor (M32) active indicator Torque distribution indicator IC engine active indicator
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Subsystems
Display concept
Subsystems
Display concept
State of charge (SOC) (5)
The state of charge (SOC) of the high-voltage battery is displayed as a percentage and is represented graphically via the high-voltage battery charge level indicator (4).
Torque distribution indicator (8)
The torque distribution indicator displays a bar showing the torque delivered by the currently active powerplant. The active powerplant is highlighted. When the vehicle is being propelled by the IC engine and the electric motor together, the bar shows the ratio of the torque output from each.
Fuel saving indicator (6)
The fuel saving indicator shows the average amount of diesel fuel saved in comparison to a conventional vehicle without hybrid drive system, in liters.
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Indicator lamps
The Instrument (INS) (P2) contains a light bar (status bar) and a red stop lamp which light up in combination with system messages in the event of malfunctions. The light bar is yellow whenever there is a malfunction in the hybrid drive system that does not endanger the operational safety and road safety of the vehicle. The worst that can happen is that the hybrid drive system will be unavailable. The journey may be continued for the time being, but the vehicle should be taken to a Mercedes-Benz Truck hybrid service center. The light bar is red whenever there is a malfunction in the hybrid drive system that does endanger the operational safety and road safety of the vehicle. The red stop lamp lights up too. The journey must not be continued. The vehicle should be parked up where it cannot pose a hazard to other traffic. The Customer Assistance Center (CAC) should be called at the earliest opportunity.
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Subsystems
Display concept
System components
Electric motor
Location
The hybrid system electric motor (M32) is installed between the internal combustion engine and the transmission immediately behind the clutch.
B196 Hybrid system electric motor temperature sensor B197 Hybrid system electric motor position sensor M32 Hybrid system electric motor
W08.10-1005-00
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Task
The hybrid system electric motor (M32) converts electrical energy into mechanical energy and vice versa. The conversion takes place virtually silently, totally smoothly and with a high degree of efficiency.
Design
The hybrid system electric motor (M32) consists of a rotor and a stator. The hybrid system electric motor temperature sensor (B196) and the hybrid system electric motor position sensor (B197) are integrated in the hybrid system electric motor (M32).
1 2
Sensor ring on rotor shaft High-voltage connection to power inverter (A903) (3-phase AC voltage)
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B197 Hybrid system electric motor position sensor M32 Hybrid system electric motor
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System components
Electric motor
System components
Electric motor
The following components are integrated in the hybrid system electric motor (M32):
Hybrid system electric motor temperature sensor (B196)
The hybrid system electric motor temperature sensor (B196) is permanently installed inside the winding of the hybrid system electric motor (M32). The hybrid system electric motor temperature sensor (B196) contains a resistor with a negative temperature coefficient (NTC). The temperature is registered by the hybrid system electric motor control unit (A903 a136) and transmitted via hybrid CAN 1 (CAN 13) to the energy management control unit (A134).
Stator
The stator is the fixed part of the hybrid system electric motor (M32) and consists of the three windings and an iron core for generating the rotating magnetic field.
Rotor
The rotor is the rotating part of the hybrid system electric motor (M32) and consists of two permanent magnets located around the rotor shaft. The sensor ring is also located on the rotor shaft. This sensor ring is scanned by the hybrid system electric motor position sensor (B197) mounted on the stator.
Hybrid system electric motor position sensor (B197)
The hybrid system electric motor position sensor (B197) is a Hall sensor. The hybrid system electric motor control unit (A903 a136) uses the hybrid system electric motor position sensor (B197) to determine the position and rotational speed of the rotor, and transmits these via hybrid CAN 1 (CAN 13) to the energy management control unit (A134).
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Function
The power inverter (A903) controls the changeover between motor or generator mode and regenerative braking mode that is requested by the energy management control unit (A134). The three phase currents of the hybrid system electric motor (M32) are regulated according to the operating mode and the rotor position. In order to reduce fuel consumption while preserving the same levels of performance, the mechanical drive power of the hybrid system electric motor (M32) is used to assist the IC engine in acceleration phases. The phase currents are limited by the power inverter (A903) and generate a rotating magnetic field which, together with the rotor field, produces torque on the rotor. This produces a rotary motion which, depending on the engaged gear, acts directly on the drive motor and thus propels the vehicle by itself or assists the IC engine to do so. For a limited period and with a limited power output the hybrid drive system is capable of propelling the vehicle (moving off) using only the hybrid system electric motor (M32). The IC engine runs on at idle speed with the clutch open. In regenerative braking mode the vehicle's kinetic energy is absorbed from the drivetrain by the rotor and induces an AC voltage in the three windings via the permanent magnetic field of the permanent magnets. The AC voltages induced in the three windings together provide the 3-phase AC voltage (1 phase per winding). During regenerative braking or in generator mode, this 3-phase AC voltage is transformed into high DC voltage by the power inverter (A903) and is fed via the high-voltage line to the high-voltage battery where it is stored. The induction of the AC voltage generates a torque which counteracts the torque of the drivetrain. The torque absorbed in this way decelerates the vehicle or acts as a load on the IC engine when it is idling with the clutch closed.
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System components
Electric motor
System components
Gateway control unit
Location
The hybrid vehicle gateway control unit (A133) is located behind the cover in the instrument panel.
A133 Hybrid vehicle gateway control unit
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Task
The hybrid vehicle gateway control unit (A133) acts as the interface between the following data bus systems: • Vehicle CAN (CAN 1) • Hybrid CAN 2 (CAN 14) The hybrid vehicle gateway control unit (A133) links these two CAN buses for the exchange of data. The signals and messages of the connected control units are exchanged between the CAN data buses by the hybrid vehicle gateway control unit (A133).
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System components
Gateway control unit
System components
Energy management control unit
Location
The energy management control unit (A134) is located behind the cover in the instrument panel.
A134 Energy management control unit
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Task
The energy management control unit (A134) is responsible for implementing the rpm and torque requests within the framework of the operating strategy. It also defines and monitors the safety and performance limits of the hybrid components, provides diagnostic functions and controls the hybrid system cooling circuit. To do this the energy management control unit (A134) communicates directly over hybrid CAN 1 (CAN 13) with the battery management control unit (A902 a135) and the hybrid system electric motor control unit (A903 a136). In addition it communicates via hybrid CAN 2 (CAN 14) and the hybrid vehicle gateway control unit (A133) with other control units in the vehicle on the vehicle CAN (CAN 1). To control the cooling of the hybrid drive system, the energy management control unit (A134) actuates the following relays: • Hybrid system battery fan relay (relay holder A34) (K1-A112) • MR signal overlap/ hybrid system radiator fan relay (relay holder A32) (K6-A37) • Heated windshield/ hybrid system water pump relay (relay holder A34) (K2-A112) • High-voltage relay of the high-voltage battery module (A902) via the battery management control unit (A902 a135)
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System components
Energy management control unit
System components
High-voltage battery module
Location
The high-voltage battery module (A902) is located on the vehicle frame on the left. The battery management control unit (A902 a135) is integrated in the highvoltage battery module (A902).
A902 High-voltage battery module A902 a135 Battery management control unit
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Task
The high-voltage battery module (A902) contains the high-voltage battery, the battery management control unit (A902 a135), the high-voltage relays, the highvoltage battery disconnect switch, an acceleration switch and the sensors and components necessary for cooling the high-voltage battery. The housing provides physical protection for all the components inside and connects them over high-voltage and control unit connectors with the other hybrid components. The high-voltage battery module (A902) is air-cooled and features an air filter to clean the intake air.
Battery management control unit (A902 a135)
The battery management control unit (A902 a135) communicates with the energy management control unit (A134). The battery management control unit (A902 a135) monitors the temperature, voltage and currents of the high-voltage battery and specifies limits for the charge and discharge voltages and currents to the energy management control unit (A134) via hybrid CAN 1 (CAN 13). The battery management control unit (A902 a135) also uses the voltage and currents of the high-voltage battery to calculate the state of charge (SOC) and transmits this to the energy management control unit (A134).
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System components
High-voltage battery module
System components
High-voltage battery module
1 High-voltage connection (high DC voltage) 2 High-voltage battery disconnect switch
3 Electrical connector 4 Air filter cover
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Cooling
The high-voltage battery module (A902) has an aircooling system for cooling the high-voltage battery and the battery management control unit (A902 a135). A fan motor integrated in the highvoltage battery module (A902) draws in outside air via an air filter.
High-voltage relays
The high-voltage relays integrated in the high-voltage battery module (A902) connect or disconnect the high-voltage battery with/from the hybrid drive system depending on how they are actuated.
Interlock High-voltage battery disconnect switch (2)
When actuated, the high-voltage battery disconnect switch interrupts the supply voltage to the highvoltage relays, causing the high-voltage relays to open. The interlock at the high-voltage connection of the high-voltage battery module (A902) is a component of the power supply to the high-voltage relays. When the interlock is opened, it interrupts the supply voltage to the high-voltage relays, causing the high-voltage relays to open.
Acceleration switch
The acceleration switch installed in the high-voltage battery module (A902) opens the high-voltage relays above the defined triggering threshold.
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System components
High-voltage battery module
System components
Power inverter
Location
The power inverter (A903) is located on the left-hand side of the vehicle under the batteries. The hybrid system electric motor control unit (A903 a136) is integrated in the power inverter (A903).
A903 Power inverter A903 a136 Hybrid system electric motor control unit
W08.20-1014-00
34
i Hybrid Drive System - Mercedes-Benz Atego BlueTec® HYBRID
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Task
The power inverter (A903) is responsible for transforming the 3-phase AC voltage generated by the hybrid system electric motor (M32) into high DC voltage for charging the high-voltage battery. In the other direction it transforms the high DC voltage from the high-voltage battery back into 3-phase AC voltage for actuating the hybrid system electric motor (M32).
To implement torque requests the power inverter (A903) actuates the hybrid system electric motor (M32) with a 3-phase AC voltage. The following sensors are connected to the hybrid system electric motor control unit (A903 a136): • Hybrid system electric motor temperature sensor (B196) • Hybrid system electric motor position sensor (B197)
Electric motor control unit (A903 a136)
The electric motor control unit (A903 a136) communicates with the energy management control unit (A134). The hybrid system electric motor control unit (A903 a136) monitors the rotational speed, position and temperature of the hybrid system electric motor (M32) and implements the torque and rpm requests from the energy management control unit (A134). To do this, the hybrid system electric motor control unit (A903 a136) communicates directly via hybrid CAN 1 (CAN 13) with the energy management control unit (A134).
Interlock
The electric motor control unit (A903 a136) generates the interlock signal for the power inverter (A903) and evaluates it. If the interlock circuit is interrupted between the power inverter (A903) and the hybrid system electric motor (M32) (3-phase AC voltage) or at the high-voltage connection of the power inverter (A903) with the high-voltage battery module (A902) (high DC voltage), the high-voltage relays in the highvoltage battery module (A902) are opened.
Hybrid Drive System - Mercedes-Benz Atego BlueTec® HYBRID i
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35
System components
Power inverter
System components
Power inverter
The power inverter (A903) incorporates the highvoltage connections to the hybrid system electric motor (M32) and the high-voltage battery module (A902). Also at the power inverter (A903) are the electrical connection for the hybrid system electric motor control unit (A903 a136) and the connections to the hybrid system cooling circuit.
1 High-voltage connection to high-voltage battery module (A902) (high DC voltage) 2 Interlock contact 3 Electrical connection 4 High-voltage connection to hybrid system electric motor (M32) (3-phase AC voltage) 5 lnterlock contacts 6 Coolant connection (hybrid system cooling circuit)
A903 Power inverter A903 a136 Hybrid system electric motor control unit
W08.20-1013-00
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i Hybrid Drive System - Mercedes-Benz Atego BlueTec® HYBRID
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Location
The high-voltage line (1) connects the power inverter (A903) and the high-voltage battery module (A902) with each other. The high-voltage line (2) connects the power inverter (A903) and the hybrid system electric motor (M32) with each other.
1 High-voltage line (high DC voltage)
2 High-voltage line (3-phase AC voltage)
W08.20-1016-00
Hybrid Drive System - Mercedes-Benz Atego BlueTec® HYBRID i
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37
System components
High-voltage lines
System components
High-voltage lines
Tasks
The tasks of the high-voltage lines are as follows: • Carrying the high voltage • Insulating to prevent electrical contact between each other (short circuit) or the bodywork
Monitoring
The plug connections of the high-voltage line (1) contain an interlock bridge which opens when the connector is unplugged. If the interlock is opened or if an insulation fault is diagnosed inside the high-voltage line or to the vehicle, the high-voltage system is powered down and the yellow light bar (status bar) in the Instrument (INS) (P2) lights up. The high-voltage line (2) is fully monitored in order to permit diagnosis of insulation faults between the three phases and defective or open connectors. For this purpose the interlock signal is carried in the highvoltage line (2). If a fault or defect is diagnosed, the high-voltage system is powered down and the red light bar (status bar) and the red stop lamp in the Instrument (INS) (P2) light up.
i Note In accordance with the directives governing high voltages, the high-voltage lines are colored orange and are insulted from the rest of the vehicle.
i Note The high-voltage line (1) contains one positive and one negative conductor. The high-voltage line (2) contains one conductor per phase (3-phase).
38
i Hybrid Drive System - Mercedes-Benz Atego BlueTec® HYBRID
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Hybrid Drive System - Mercedes-Benz Atego BlueTec® HYBRID i
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39
System components
High-voltage lines
Maintenance
Special tools
Dust cap
Use Dust cap for protecting the service interface on the power inverter (A903).
W58.20-1008-00
MB number W970 589 03 63 00 FG 08
Safety plug
Use Safety plug for protecting the service interface on the power inverter (A903) and/or on the hybrid system electric motor (M32).
W58.20-1009-00
MB number W970 589 03 63 00 FG 08
40
i Hybrid Drive System - Mercedes-Benz Atego BlueTec® HYBRID
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Safety plug
Use Safety plug for protecting the service interface on the high-voltage battery module (A902).
W58.20-1010-00
MB number W970 589 03 63 00 FG 08
Hybrid Drive System - Mercedes-Benz Atego BlueTec® HYBRID i
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41
Maintenance
Special tools
Technical data
Vehicle data
Unit Internal combustion engine Rated output at engine speed kW (hp) at rpm Atego BlueTec® HYBRID 1222L with code (MY5) MB OM 924 LA 160 (218) 2200
Rated torque at engine speed
Nm rpm
810 1200...1600
No. of cylinders Displacement Forced induction Engine brake Emissions classification Power transmission Drive Transmission Shift mechanism
— cm3 — — —
4 4801 Turbocharger with charge air cooling Constant throttle EURO 5
— — —
4x2 G 85-6 (715.068) Automatic gear control (AGS) with code (GE1)
Clutch
—
Single-plate dry clutch, hydraulically actuated
42
i Hybrid Drive System - Mercedes-Benz Atego BlueTec® HYBRID
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Unit Electric motor Type
Atego BlueTec® HYBRID 1222L with code (MY5)
Permanent-magnet, brushless DC synchronous motor, water-cooled
Continuous output Max. output Max. torque High-voltage battery Type
kW (hp) kW (hp) Nm
26 (35) 44 (60) 420
Lithium-ion battery, air-cooled
Rated voltage Capacity Rated energy capacity Peak output (driving) at state of charge (SOC)
V Ah kWh kW %
345 5.5 1.9 47 60
Peak output (regenerative braking) at state of charge (SOC)
kW %
60 50
Vehicle dimensions Permissible gross weight Front axle Rear axle Wheelbase Long Short kg kg kg 11,990 4400 8100
mm mm
5360 4670
Hybrid Drive System - Mercedes-Benz Atego BlueTec® HYBRID i
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43
Technical data
Vehicle data
Annex
Abbreviations
ABS Anti-lock braking system AGS Automatic gear control ASR Acceleration skid control BS Brake control CAC Mercedes-Benz Customer Assistance Center CAN Controller area network NTC Negative temperature coefficient FR Drive control SOC State of charge
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i Hybrid Drive System - Mercedes-Benz Atego BlueTec® HYBRID
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A
Acceleration switch . . . . . . . . . . . . . . . . . . 33
S
Shift assistance . . . . . . . . . . . . . . . . . . . . 16 Starting off . . . . . . . . . . . . . . . . . . . . . . 10 State of charge (SOC) of high-voltage battery (indicator) . . . . . . . . . . . . . . . . . . . . . . . 20
B
Battery management control unit . . . . . . . . . . 31 Braking mode . . . . . . . . . . . . . . . . . . . . . 13
T C
Cooling (high-voltage battery module) . . . . . . . 33 Torque distribution indicator . . . . . . . . . . . . 20
D
Deceleration mode Display concept . . Drive concept . . . Driving mode . . . .
. . . . . . . . . . . . . . . . . . 12 . . . . . . . . . . . . . . . . . . 19 . . . . . . . . . . . . . . . . . . .6 . . . . . . . . . . . . . . . . . . 11
E
Electric motor . . . . . . . . . . . . . . . . . . . . . 22 Electric motor control unit . . . . . . . . . . . . . . 35 Energy management control unit . . . . . . . . . . 28
F
Fuel saving indicator . . . . . . . . . . . . . . . . . 20
G
Gateway control unit . . . . . . . . . . . . . . . . . 26
H
High-voltage battery disconnect switch . . High-voltage battery module . . . . . . . . . High-voltage battery state of charge (SOC) indicator . . . . . . . . . . . . . . . . . . . . High-voltage lines . . . . . . . . . . . . . . . High-voltage relays . . . . . . . . . . . . . . Hybrid system cooling circuit . . . . . . . . Hybrid system display . . . . . . . . . . . .
. . . . 33 . . . . 30 . . . . 20 . . . . 37 . . . . 33 . . . . 18 . . . . 19
I
Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Indicator lamps . . . . . . . . . . . . . . . . . . . . 21 Interlock . . . . . . . . . . . . . . . . . . . . . 33, 35
P
Power inverter . . . . . . . . . . . . . . . . . . . . . 34
Hybrid Drive System - Mercedes-Benz Atego BlueTec® HYBRID i
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45
Annex
Index
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
A
A902
GND GND
A902
CAN H
M
A903
VB 24V VB 24V + 340V + 340V CAN H CAN L - 340V - 340V CAN L GND GND
A903
CAN L
A903
CAN H
A
31
19/12
19/6
19/7
19/14
19/5
19/19
19/15
19/11
19/13
19/9
19/17
19/2
19/1
4/4
4/3
4/2
4/1
4/1
4/2
4/3
4/4
31
B
G1
G2
A902 a135
A902 a135
A903 a136
40/21 40/22 40/23 40/32 40/33 40/31 40/13
A903 a136
40/5
A903 a136
B
-
+
+
-
40/34
40/35
40/6
40/7
40/15
40/25
40/14
40/24
40/10
40/9
40/4
40/3
40/39
40/29
40/19
40/28
40/38
40/18
40/40
40/30
40/20
40/36
40/37
40/26
X1
C
HV
HV
X1
CAN 13
CAN 13
C
1,5 GYBU
0,75 WHGN
40 OG
40 OG
16 BN
0,75 WHBU
0,75 WHBU
0,75 WHGN
0,75 WHGN
0,75 WHBU
0,75 WHYE
0,75 WHBK
0,75 WHVT
0,75 BN
0,75 BUGN
0,75 BKGN
0,75 BKBU
0,75 WHYE
0,75 BN
0,75 YERD
0,75 RDYE
0,75 GN
0,75 BU
0,75 BN
0,75 YE
0,75 YE
0,75 BN
D
D
0,75 WH
0,75 GN
0,75 WH
0,75 GY
0,75 YE
E
0,75 PK
0,75 BN
0,75 BN
E
F
8/8
8/2
8/6
8/5
F
X5.4
G
X5.4
G
H
0,75 YE
H
1,5 GYBU
J
0,75 YE
0,75 BKBU
0,75 WHYE
J
0,75 BN
X2
38/2
X1
38/27 38/28
X1
5 6 2 1 3 4
X1
2 1
K
3
1 BK BU WH
K
PE08.30-W-2100B
L
PE08.30-W-2100B
K1-A112
XR.04.HS XR.03.HS
4 5 6
XR.31.HS XR.02.HS
7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27
XR.02.HS
28
XR.03.HS
29 30
XR.04.HS
31 32
XR.01.HS
33 34 35 36
A134
37 38
XR.31.HS
39 40 41 42
B197
43 44 45 46 47
B196
48 49 50 51 52 53 54 55
A0
PE08.30-W-2100-99A
L
.
1
2
3
56
A134 A902
Energy management control unit High-voltage battery module
37L 5A 11A 5B 11B 25A 34A 45A 25B 34B 45B 48L
XR.02.HS
Hybrid system weld 2
8L 28L 6L 29L 5L 31L 7L 39L 22C 37C
XR.03.HS
Hybrid system weld 3
A902 a135
Battery management control unit
XR.04.HS
Hybrid system weld 4
A903
Inverter
XR.31.HS
Hybrid system tml. 31 weld
A903 a136
Hybrid system electric motor control unit
CAN 13
Hybrid CAN 1
B196
Hybrid system electric motor temperature sensor Hybrid system electric motor position sensor Relay for battery fan on hybrid system (relay holder A34) Cab-chassis connector
B197 K1-A112
43L 3L
ATEGO
Typ: 970
X5.4
2G 35G 33L
Starting hybrid drive system with Code (MY5) Blue Tec Hybrid
PE08.30-W-2100A State 02/2011
XR.01.HS
Hybrid system weld 1
– This printout will not be recorded by the update service. Status: 02 / 2011 –
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
A
A134
A134
A134
CAN L CAN H CAN L
A134
CAN H
A
B
B
38/10
38/11
38/38
38/32
38/4
38/26
38/35
38/37
38/2
38/28
38/27
38/36
38/2
38/3
38/35
X1
C
X2
X1
C
0,75 RDBU
0,75 YEGN
CAN 13
0,75 RDGN 0,75 YEBU 0,75 YE
CAN 14
D
0,75 YERD
D
0,75 BNGY
0,75 WHYE
0,75 PK
0,75 BNWH
0,75 BKBU
1,5 RDWH
E
1,5 GYBU
A34
1,5 GN
3 87
1 87a
4 86
A34
3 87
1 87a
4 86
A32
3 87
1 87a
4 86
0,75 BK
E
F
8/1
8/7
30
85
30
85
30
85
8/8
8/2
8/5
8/6
6/4
F
X5.4
G
K2-A112
5
2
K1-A112
0,75 BNGN
5
2
K6-A37
5
2
X5.4
X2.1
G
1,5 BUYE
1,5 RDGN
1,5 GY
0,75 PKWH
0,5 BN
0,5 BN
1,5 RDWH
1,5 RDWH
1,5 GN
1,5 GN
0,75 VT
H
0,5 BU
0,5 YE
0,75 WHYE
0,75 WHGN
0,75 GYGN
0,75 WHGN
0,75 BKBU
0,75 BKBU
0,75 RDYE
0,75 BU
0,75 YE
0,75 YE
0,75 YE
0,75 YE
F11-A27
J
1,5 BN
1,5 GN
10A 10
F5-A27
10A 9
F6-A27
10A 11
F7-A27
0,75 BN
0,75 BN
10A 13
CAN 14
X10 X5
9/7 15
CAN 1
X1 X2
18/16 CAN H 18/6 CAN L 18/18
CAN 1
X1
18/4 CAN H
3
4
5
7
6
8
1
9
20
2
19
0,75 BN
0,75 RD
0,75 BNGN
22
10
12
14
A140
0,5 BK
H
0,75 BKVT
1,5 GYBU
X11
12/3 30
X1
15/15 CAN L 15/13 CAN H 15/10 CAN H 15/12 CAN L
X10
18/14 3 4 5 12 6 7 17 14 16 13 9 15 18 15
X8
15/13 31 15/12 31
3 7 1 10
4
J
3
K
4
M
2 H
2
4
3
2,5 RD
2,5 RD
2,5 RD
2,5 RD
L
BK
X1
19/12
X1
40/10 40/9 40/4 40/5
18/3
M
YE OG
PE08.30-W-2100A
PE08.30-W-2100A
10A
F3
30
X2
18/16 CAN L 18/18 18/3 15 18/1 30 18/2 31 CAN H
X3
21/21 CAN H 21/19 CAN L
X1
1 10 11
X1
18/11
X2
18/10 18/15
X4
18/9
X1
18/8
F40
CAN L
F16
10A
10A
1 BK BU WH
K
L
A137
XR.31.HS
3 4 5
A138 m1
6 7
A138
8 9 10 11 12 13 14 15 16 17 18 19 20
A7
21
A902 a135
22 23 24
XR.01.HS
25 26 27
A903 a136
28 29 30
XX.31.2
31 32
A7
33 34 35 36
Z3
37 38 39 40 41
A133
42 43 44 45 46 47
Z1
48 49 50 51 52 53
A141
54 55 56 57 58 59 60
A7
61 62 63
S82
64 65
XB.58.1
66 67
A3
68 69 70
A110
71 72
S2
73 74 75 76 77 78 79
A0
PE08.30-W-2100-99B
L
.
1
2
80
A3 A7
Drive control (FR) control unit Base module (GM)
68L 20L 33L 61L 71L 42L 12A 20A 28A 36A 3L 8L 6L 54H 54L 23L 28L 32K 12J
F6-A27
EHZ, tml.15/hybrid system fuse (fuse holder A2) Tml.15/hybrid system additional fuse (fuse holder A2) Tml.15/hybrid system additional fuse (fuse holder A2) Fuse, power take-off, tml. 15 (base module) Fuse, rear axle/all-wheel differential lock, tml. 15 (base module) Relay for battery fan on hybrid system (relay holder A34) Relay for heated windshield /water pump on hybrid system (relay holder A34) Signal overlap relay, engine control /fan, cooler for hybrid system (relay holder A32) Engine control/permanent brake operating lever Engine start/stop switch Cab-chassis connector
15J
X5.4
Cab-chassis connector
2G 22G 66L 25L 4L 31L 47L 37L 46J 48J 28C 35C 37J
F7-A27
18J
XB.58.1 XR.01.HS
Tml. 58 weld Hybrid system weld 1 Hybrid system tml. 31 weld Tml. 31 pin CAN star point cab dash support Additional CAN star point Vehicle CAN
A110 A133 A134
Central Brake Unit (CBU) Gateway control unit for hybrid vehicle Energy management control unit
F11-A27
10J
XR.31.HS XX.31.2
F16-A7 F40-A7
60K 33K
Z1 Z3 CAN 1
A137 A138 A138 m1 A140 A141 A902 a135 A903 a136 F3-A7 F5-A27
Hybrid system coolant pump Hybrid system fan control unit Hybrid system fan Hybrid system display Hybrid system mini-PC Battery management control unit Hybrid system electric motor control unit Fuse, blower, tml. 30 (base module) EHZ, tml.30/hybrid system fuse (fuse holder A2)
K1-A112
15G CAN 13 11G CAN 14 Hybrid CAN 1 Hybrid CAN 2
K2-A112
K6-A37
18G
ATEGO
Typ: 970
S2
73L
Starting hybrid drive system with Code (MY5) Blue Tec Hybrid
PE08.30-W-2100B State 02/2011
S82 X2.1
64L 63F
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