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Introduction of the New Generation of V-Engines 8-cylinder M 157 AMG
Introduction into Service Manual
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Mercedes-Benz Service
Introduction of the New Generation of V-Engines 8-cylinder M 157 AMG
Daimler AG · Technical Information and Workshop Equipment (GSP/OI) · D-70546 Stuttgart
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Information and copyright
Ordering workshop information All printed workshop information from GSP/OI, such as Introduction into Service Manuals, System Descriptions, Function Descriptions, Technology Guides, Technical Data Manuals and adhesive labels, can be ordered as follows: In Germany Through our GSP/OI Shop on the internet Link: http://gsp-ti-shop.de or alternatively Email: customer.support@daimler.com Phone: +49-(0)18 05/0 10-79 79 Fax: +49-(0)18 05/0 10-79 78 Outside Germany Please get in touch with the contact person responsible for your market. 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
© 2010 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:
P00.01-4031-00 6516 1380 02
08/10
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Contents
Preface
5
Overview Highlights Engine data comparison M156 - M157 CO2 measures
6 8 10
Mechanical components Crankcase Oil pan Crank assembly Cylinder head Belt drive Chain drive and camshaft adjustment
11 13 14 15 16 17
Combustion Forced induction Injection system Fuel system Exhaust system
21 26 29 37
Cooling and lubrication Engine cooling Engine lubrication
40 46
Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG b
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3
Contents
Electrical and electronic systems Engine control Ignition system On-board diagnosis Controlled Efficiency start/stop function
49 53 54 56
Special tools Mechanical components Fuel system Ignition system Air supply
59 61 63 64
Annex Abbreviations Index
65 66
4
b Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG
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Preface
Dear reader, This Introduction into Service Manual presents the new 8-cylinder V-engine M 157 from Mercedes-AMG in combination with the vehicle model series 216/ 221. The purpose of this brochure is to acquaint you with the technical highlights of this new engine 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 that the reader is already familiar with the engines in the various Mercedes-Benz and MercedesAMG models 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 in 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 new engine and, as such, is not stored in WIS. The contents of this brochure are not updated. 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. While this brochure's technical content is valid as of our publication date in August 2010, actual production vehicles may incorporate revisions and design changes based on differing technical specifications.
Daimler AG Technical Information and Workshop Equipment (GSP/OI)
Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG b
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5
Overview
Highlights
From autumn 2010 onwards Mercedes-AMG will be gradually introducing the new generation of Vengines starting with the S-Class (model 221) and the CL-Class (model 216). This new engine with the model designation M 157 is uncompromisingly based on modularization and technological development. It replaces the successful engine model M 156 in the S-Class and CL-Class. The new AMG 5.5-liter biturbo engine combines performance with efficiency. This is made possible by the combination of high-tech systems such as gasoline direct injection, biturbocharging with air/water charge air cooler and the Controlled Efficiency stop/start system in conjunction with the alternator management system and the AMG MCT 7-speed sport transmission at close intervals. The new direct injection system combines an extremely fast and accurate piezo injector with a new, jet-guided combustion system. The short switching times of the piezo injector allow multiple injections with short pauses during a single combustion cycle. Supplementing the technology portfolio is a coolant thermal management system to regulate the coolant circuit during the warm-up phase. The regulated vane-type oil pump with map-controlled twostage control pressure allows the lubrication and cooling points in the engine to be supplied with a significantly lower operating energy input than would be possible with an unregulated pump. The prominent features of the AMG V8 biturbo engine M157 at a glance: • Gasoline direct injection with piezo injectors and jet-guided combustion • Fully variable injection pressure from 100 to 200 bar • Biturbocharging with air/water charge air cooling • Turbocharger with wastegate valve • Reduced-vibration belt drive with dual-chamber viscous damper • Motor electronics with Controlled Efficiency stop/start function and alternator management • Full aluminum crankcase with pulsation bores • Three-piece chain drive • Forged crankshaft made of high-quality alloy steel • Innovative cast pistons • Continuous camshaft adjustment on the intake and exhaust sides • Two exhaust valves and two intake valves per cylinder • Roller cam followers • Hollow stem exhaust valves with sodium filling • On-demand control of the oil and cooling circuits
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b Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG
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P01.00-3260-00
AMG V8 biturbo engine M 157 1 Jet-guided gasoline direct injection with piezo injectors 2 Biturbocharging with air/water charge air cooling 3 High-performance motor electronics with stop/start function and alternator management 4 Continuous camshaft adjustment on the intake and exhaust sides 5 Wet start-up clutch 6 AMG SPEEDSHIFT MCT 7-speed sport transmission 7 Full aluminum crankcase with ventilation bores to reduce friction
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Overview
7
Highlights
Overview
Engine data comparison M156 - M157
M 156 M 157
Cylinder configuration/angle Rated output at engine speed Rated torque at engine speed Displacement Bore Stroke Cylinder spacing Compression ratio ε Connecting rod length Piston compression height mm mm kW rpm Nm rpm cm3 mm mm mm
V8/90° 386 6800 630 5200 6208 102.2 94.6 109 11.3 145.6 29.5
V8/90° 400/4201) 5500 800/9001) 2500-3750 5461 98 90.5 106 10.0 146.5 30.1
Forced induction Turbocharger control Boost pressure (absolute) Oil change quantity (with filter) Fuel type Engine weight DIN 70020 GZ Emissions regulation ECE/USA
1)
— — bar l — 9.0
2 turbochargers Wastegate 1.0/1.31) 8.5
Super Plus 98 RON kg 223 220
Euro 4/LEV 2
Euro 5/ULEV II
Performance Package
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b Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG
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P01.00-3259-00
Torque and power curve, M 156 and M 157
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Overview
9
Engine data comparison M156 - M157
Overview
CO2 measures
The principal measures aimed at reducing CO2 emissions are the turbocharging, which enables a significant power and torque increase with a reduced displacement, the piezo direct injection system and the stop/start function coupled with the second-generation Controlled Efficiency system including alternator management. The components of the systems are described in detail in subsequent chapters. Measures have also been implemented for thermal management and on-demand oil pressure regulation by means of a controllable oil pressure pump.
P09.40-2395-00
Turbocharging 1 2 3 4 5 Exhaust manifold Turbocharger Wastegate Air/water charge air cooler Exhaust pipe
P07.70-2248-00
Piezo direct injection 1 2 3 4 Fuel rail Fuel injector Spark plug Piston
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M 157
A die-cast aluminum crankcase with Silitec cylinder liners is used in the new AMG engine. In comparison with the M 156 the bore has been changed from 102.2 to 98.0 mm and the cylinder spacing shortened from 109 to 106 mm. The compression ratio ε is 10.0. A variety of media-carrying ducts and lines (pressurized oil, coolant, air, oil return) is integrated in the crankcase and the timing case. The crankcase is a long-skirt design, with individually mountable main bearing caps made of cast steel. i Note The engine number is stamped on the bottom of the torque converter housing on the left side.
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1 Crankcase 2 Timing case cover 3 Oil filter housing with oil filter
4 Oil-water heat exchanger 5 Oil suction pipe with oil deflector
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Mechanical components
Crankcase
Mechanical components
Crankcase
Engine ventilation, M 157
The ventilation and venting systems of engine M 157 consist of two oil separators, an impactor on the left cylinder head cover at the front and a centrifuge at the rear of the right cylinder head. The impactor is a development of the volume separator of engine M 273. The centrifuge is unchanged. In partial-load operation the engine is vented starting at the centrifuge via the pressure regulating valve and the check valve, as well as via the partialload branch to the charge air distributor. The crankcase is ventilated via the line between the left air filter and the impactor. In full-load operation the engine is vented starting at the centrifuge via the pressure regulating valve and the check valve to the right air filter upstream of the turbocharger. In addition, venting occurs via the line between the left air filter and the oil separator to the left air filter upstream of the turbocharger.
P01.40-2266-00
1 2 3 4 5 6 7 8 9
Crankcase Right cylinder head Left cylinder head Right air filter Left air filter Centrifuge Pressure regulating valve Check valve Charge air distributor
10 11 12 13 A B C
Charge air cooler Right turbocharger Left turbocharger Oil separator Ventilation Venting Partial-load vent line branch
M16/6 Throttle valve actuator
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b Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG
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The oil pan is designed as a front or rear sump, depending on the model series. The top and bottom sections of the oil pan are made of die-cast aluminum. Oil sensor A new-generation oil sensor is used, which is installed in the oil pan bottom section. The oil sensor senses the oil level (capacitive) and the oil temperature (by means of a temperature sensor). The measured values are digitally conditioned and transmitted to the engine control unit.
In the internal electronics the measured values are conditioned and are then forwarded via a serial digital LIN interface to the engine control unit. The transmitted values can be used by the engine control directly. The advantages of the sensor are: • Oil level and oil temperature are registered • On-demand oil change intervals (optional) • Detection of gradual and rapid oil loss
P01.45-2353-00
Oil pan 1 2 3 4 Oil pan top section Oil pan bottom section Oil dipstick guide tube Oil pump B40 Oil sensor
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Mechanical components
Oil pan
Mechanical components
Crank assembly
Engine M 157 features a new piston designed to withstand extremely high loads. Its special feature is that, despite the very high lateral forces acting on the pistons (resulting from the peak pressure and optimum combustion center of gravity), the stem area is extremely narrow, which provides an additional weight benefit. This is achieved through the use of closely arranged, oblique box walls. The advantage of this design is that it reduces friction losses. The piston rings have also been adapted to cope with the high loads. The 1st ring features a DLC coating (DLC= diamondlike carbon) as is used in motor racing. The 2nd ring is a high-grade casting with an additional thin chrome plating. The oil scraper ring is a two-piece casting with chrome-plated lands and convex lapping. The rings selected guarantee optimum wear behavior and significant reductions in friction. The piston rings have been optimized to keep the blow-by gases and oil consumption at low levels at high peak and mean pressures.
P03.00-2041-00
Crank assembly with vibration damper
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The cylinder head houses the double overhead camshafts (DOHC). The camshafts are constructed, i.e. they consist of an IHPF-formed steel tube with joined cams, and are extremely light (IHPF = internal high-pressure forming). Each cylinder has four valves. The valves are controlled by roller cam followers with hydraulic valve clearance compensation. Due to the extreme thermal parameters of the combustion chamber, the heat transfer at the roof of the chamber has been optimized. The flow was optimized by designing the water jacket in two parts and a cooling slot has been added between the cylinders in the cylinder head.
P01.30-2373-00
Left cylinder head 1 Cylinder head 2 Cooling slot
i Note In the M 157 aluminum bolts are used at three locations: • On the front left of the cylinder head cover • On the front right of the cylinder head cover • On the oil dipstick guide tube New aluminum bolts must be used when installing the cylinder head and the oil dipstick guide tube! The tightening torque of the aluminum bolts is listed in the relevant AR document in the Workshop Information System (WIS).
P01.30-2374-00
Cylinder heads 3 Roller cam follower
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Mechanical components
Cylinder head
Mechanical components
Belt drive
The belt drive system drives the ancillary assemblies of coolant pump, alternator, ABC pump and refrigerant compressor. Because of the high dynamic requirements of the AMG MCT 7-speed sport transmission with its very short shift times, the belt pulley of the alternator is equipped with a freewheel. The use of the dual-chamber viscous damper as a torsional vibration damper has made it possible to reduce the combustion-induced torsional vibrations towards the transmission input end to a minimum.
Overview of belt drive 1 2 3 4 Guide pulley Belt tensioner Belt pulley, ABC pump Belt pulley, refrigerant compressor 5 Belt pulley, crankshaft with vibration damper 6 Belt pulley, alternator with freewheel 7 Belt pulley, coolant pump
P13.20-2079-00
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b Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG
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Chain drive
The M 157 features an entirely new two-stage chain drive system with three gear chains. The design of the chain drive therefore fulfills the goals of good acoustics, low chain friction and a long service life coupled with very compact construction. The chain drive is a two-stage system with primary and secondary drives. Primary drive: Crankshaft intermediate gear Gear ratio: 1:1.33 Secondary drive: Camshaft intermediate gear Gear ratio: 1:1.5 The chain slide and tensioning rails are lightweight aluminum structures optimally designed for the available installation space. Each of the three gear chains is tensioned by a hydraulic chain tensioner. Low tensioning forces and chain dynamics ensure stable engine timing and outstanding acoustic properties while minimizing friction power.
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Mechanical components
Chain drive and camshaft adjustment
Mechanical components
Chain drive and camshaft adjustment
P05.00-2090-00
Chain drive 1 2 3 4 5 6 7 8 Right secondary drive chain Left secondary drive chain Right guide rail Left guide rail Upper guide rail Lower guide rail Chain drive intermediate gear Primary drive chain 9 10 11 12 13 14 15 Right tensioning rail Left tensioning rail Right secondary drive chain tensioner Left secondary drive chain tensioner Primary drive chain tensioner Oil pump chain Crankshaft
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b Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG
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Camshaft adjustment
A major consideration in terms of space requirements and also of weight optimization is the use of the hydraulic vane-cell camshaft adjuster. Part of this compact design is the integrated control valve, which guarantees rapid and stepless setting of the optimum engine timing. The most important features are: • Very fast adjustment rate • Ready to operate at minimal oil pressure • Optimized in terms of weight and package A steel design was selected in order to keep wear and leakage behavior at the best possible levels. The camshaft adjuster is capable of adjusting all four camshafts steplessly by up to 40° CKA (crank angle). In this way the valve overlap in the gas cycle can be varied within broad limits. The camshaft adjustment therefore meets the demands of combustion control to achieve an optimum engine torque curve and the required exhaust characteristics. Adjustment range Exhaust closes at 25° CKA before TDC (top dead center) to 15° CKA after TDC Intake opens at 4° CKA before TDC to 36° CKA after TDC Start position Exhaust closes at 25° CKA before TDC Intake opens at 36° CKA after TDC For engine start, the camshafts are locked in a fixed position by means of a catch bolt. This start position is unlocked hydraulically the first time the intake camshaft and exhaust camshaft solenoids are actuated. To adjust the camshafts, the engine control unit reads the values of the following sensors: • Intake camshaft Hall sensors, left and right, intake camshaft positions • Exhaust camshaft Hall sensors, left and right, exhaust camshaft positions • Coolant temperature sensor • Pressure sensor downstream of throttle valve actuator, engine load • Crankshaft Hall sensor, engine rpm
Camshaft adjustment is enabled by the engine control unit depending on the engine speed and the engine oil temperature. In addition to the measurement provided by the oil sensor, the engine oil temperature is redundantly calculated by the engine control unit from various operating data (e.g. coolant temperature, time, engine load) and a stored temperature model. Adjustment of the exhaust camshafts is enabled at a higher engine speed than for the intake camshafts. This ensures that the lock position is still reached on the exhaust stroke against the retarded reaction moments of the camshaft even when the oil pressure is low.
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Mechanical components
Chain drive and camshaft adjustment
Mechanical components
Chain drive and camshaft adjustment
P07.10-2014-00
Function schematic of camshaft adjustment B6/4 B6/5 B6/6 B6/7 B11/4 B28/7 B40 Intake camshaft Hall sensor, left Intake camshaft Hall sensor, right Exhaust camshaft Hall sensor, left Exhaust camshaft Hall sensor, right Coolant temperature sensor Pressure sensor downstream of throttle valve actuator Oil sensor B70 N3/10 Y49/4 Y49/5 Y49/6 Y49/7 Crankshaft Hall sensor ME-SFI [ME] control unit Intake camshaft solenoid, left Intake camshaft solenoid, right Exhaust camshaft solenoid, left Exhaust camshaft solenoid, right
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b Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG
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Turbocharging
Engine M 157 is turbocharged. Each of the two exhaust manifolds is fitted with a turbocharger, which is driven by the thermal and kinetic energy contained in the exhaust gas from the associated cylinder bank. A compact charge air cooler ensures optimum cooling of the charge air and a high thermodynamic efficiency. Short flow paths ensure low flow resistances and contribute towards the high efficiency of the engine. The exhaust gas is carried in an air gap-insulated, welded exhaust manifold and an exhaust pipe downstream of the turbocharger. The low thermal losses guarantee the rapid response of the catalytic converters. The two turbochargers are protected by means of pressure limiting at the compressor. The two pressure sensors upstream of the compressor also serve to monitor the fouling of the air filter. Boost pressure control The wastegate in engine M 157 is controlled by vacuum from the mechanical vacuum pump mounted on the engine. This means that the wastegate can also be opened in the partial-load range, which reduces fuel consumption. To build up the boost pressure, the wastegate is closed by a vacuum from the vacuum unit. In the wide open throttle range the maximum boost pressure is built up. To reduce the boost pressure, the exhaust streams for driving the turbocharger turbines are diverted via different bypasses directly into the exhaust pipe by opening the wastegates. The boost pressure is controlled electropneumatically by the boost pressure actuator (boost pressure control pressure transducer). To control the boost pressure, the boost pressure actuator is actuated by the engine control unit according to a performance map and according to load. To do this, the engine control unit evaluates the signals of the following sensors and functions of the engine control: • Intake air temperature sensor • Pressure sensor downstream of air filter, left cylinder bank • Pressure sensor downstream of air filter, right cylinder bank • Pressure sensor upstream of throttle valve actuator, boost pressure • Pressure sensor downstream of throttle valve actuator, charge air distributor pressure • Accelerator pedal sensor, load request from driver • Crankshaft Hall sensor, engine rpm • Knock control, transmission overload protection, overheating protection In contrast to the pressurized systems frequently used, it is not possible to build up the boost pressure if there is a leak in the line between the vacuum pump and the vacuum units.
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Combustion
Forced induction
Combustion
Forced induction
In this way the boost pressure of max. 1.0 bar (1.3 bar in engines with Performance Package) relative to the environment can be matched to the current load requirement of the engine. To monitor the current boost pressure, the pressure sensor upstream of the throttle valve actuator transmits an appropriate voltage signal to the engine control unit. The pressure sensors downstream of the air filter are used by the engine control unit to monitor the forced induction. The charge air temperature is registered in the charge air distributor by the intake air temperature sensor and sent to the engine control unit in the form of a voltage signal.
P09.41-2597-00
Charge air cooler and charge air distributor B17 Intake air temperature sensor B28/6 Pressure sensor upstream of throttle valve actuator M16/6 Throttle valve actuator 1 Charge air distributor 2 Charge air cooler
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P09.40-2394-00
Flow pattern of intake air/charge air 1 2 3 4 5 6 7 Charge air distributor Charge air cooler Air intake hose Air filter (damper filter) Clean air line Turbocharger Charge air manifold A Intake air B Heated charge air C Cooled charge air
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Combustion
Forced induction
Combustion
Forced induction
P09.00-2109-00
Function schematic of forced induction B17 Intake air temperature sensor B28/4 Pressure sensor downstream of air filter, left cylinder bank B28/5 Pressure sensor downstream of air filter, right cylinder bank B28/6 Pressure sensor upstream of throttle valve actuator B28/7 Pressure sensor downstream of throttle valve actuator B37 Accelerator pedal sensor B70 Crankshaft Hall sensor M44 N3/10 N10/2kQ Y77/1 Charge air cooler circulation pump ME-SFI [ME] control unit Circulation pump relay Boost pressure actuator
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Charge air cooling The charge air cooling system keeps the charge air temperature at <70 °C. The air cooled in the charge air coolers has a higher density. This increases the cylinder charge and thus the engine power. The tendency to knock is decreased. In addition, the lower exhaust temperatures reduce the formation of nitrogen oxides (NOx). The two cylinder banks have a common water/charge air cooler. The water/charge air cooler is connected to the low-temperature cooling circuit with low-temperature cooler and charge air cooler circulation pump. If the charge air temperature is > 45 °C, the charge air cooler circulation pump is actuated by the engine control unit via the circulation pump relay. When the charge air temperature drops below 40 °C, the charge air cooler circulation pump is switched off again. The charge air temperature is registered in the charge air distributor by the intake air temperature sensor and sent to the engine control unit via a voltage signal.
P09.41-2590-00
Coolant circuit of charge air cooler 1 2 3 4 Charge air cooler Low-temperature cooler Expansion reservoir Vent line M44 Charge air cooler circulation pump A B Coolant feed Coolant return
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Combustion
Forced induction
Combustion
Injection system
Direct injection
Engine M 157 features the third generation of direct injection (jet-guided). The system is now a non-return high-pressure supply with two separate rails. The high pressure is supplied by two high-pressure pumps. The highpressure pumps are located at the rear end of the right intake camshaft and are actuated by four cams. The supply pressure can be regulated according to the operating mode and lies between 100 and 200 bar. The newly developed high-pressure injectors with piezo actuators are capable of delivering up to five highly accurate injections per working cycle per cylinder.
P07.00-2151-00
Injection system 1 2 3 4 5 Right rail Left rail Right high-pressure pump Left high-pressure pump Pressure gauge connection with service valve B4/25 Y76y1 Y76y2 Y76y3 Y76y4 Y76y5 Y76y6 Y76y7 Y76y8 Y94/1 Y94/2 Fuel pressure and temperature sensor Fuel injector, cylinder 1 Fuel injector, cylinder 2 Fuel injector, cylinder 3 Fuel injector, cylinder 4 Fuel injector, cylinder 5 Fuel injector, cylinder 6 Fuel injector, cylinder 7 Fuel injector, cylinder 8 Left quantity control valve Right quantity control valve
A Fuel low pressure B Fuel high pressure
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b Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG
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Fuel injectors
The fuel injectors spray a calculated quantity of finely atomized fuel into the combustion chamber of the associated cylinder at a certain point in time. A coupler module inside the fuel injector ensures that the nozzle module and the piezo actuator module have zero clearance in the longitudinal direction. The fuel injectors and are designed without a fuel return. The fuel feed is sealed on the high-pressure side with an O-ring at the rail. Another O-ring at the fuel injector seals the leak line. The seal between the fuel injector and the cylinder head is provided by a teflon ring. The fuel injectors operate extremely rapidly and can inject even the smallest fuel quantities. Even under high fuel pressure, the outwardly opening nozzle forms a hollow cone jet that is stable under all operating conditions. The engine control unit generates the operating voltage of 125 to 160 V for the fuel injectors and actuates the fuel injectors with a ground signal. The lift of the nozzle needle is approx. 35 μm. The piezo actuator module acts as a capacitive load for the engine control unit. When opening, a current of approx. 8 A flows for a few microseconds. To open and close, the engine control unit reverses the polarity.
i Note on diagnosis A 220 kΩ discharge resistor is connected in parallel with the piezo actuator module. This value is measurable at the electrical connections of the fuel injectors. From each injector, two lines lead directly to the engine control unit. Current and voltage measurements on these lines should only be performed using clamp-on probes (potential-free).
a Warning
If the polarity of the lines from the injector to the engine control unit is reversed, the injector will be damaged! If the lines have a short circuit to ground, the engine control unit will be damaged! Whenever an injector is removed, both ends must be fitted with clean protective caps, as any contact of the injector tip installed in the combustion chamber with other components can lead to damage.
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Combustion
Injection system
Combustion
Injection system
P07.03-2282-00
Design of fuel injector (sectional view) 1 2 3 4 Teflon ring Valve group Piezo actuator module Coupler 5 O-ring (leak line) 6 Fuel feed (high pressure) 7 Electrical connection
i Note Whenever the injectors are removed, all the seals on the injector and in the rail, and the holddown springs must be renewed before reinstalling. The appropriate special tool (W278 589 00 33 00) must be used to install and remove the fuel injectors. Do not use a slide hammer puller, as the rail on the M 157 is soldered!
i Note on cleanliness The area around the fuel line to be opened must be cleaned thoroughly. Do not allow any dirt to enter the injection system, as this will lead to failure.
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Fuel supply
The fuel supply system provides the injection system with a sufficient quantity of fuel at a sufficient pressure in all operating conditions of the engine. Fuel low-pressure system The fuel pump is switched on when the signal "Fuel pump ON" is received by the fuel system control unit. This signal is transmitted redundantly by the engine control unit as a CAN signal over the drive train CAN and as a ground signal. The fuel system control unit registers the current fuel pressure by means of a voltage signal from the fuel pressure sensor. In addition, the fuel system control unit receives the CAN signal "Specified fuel pressure" from the engine control unit. After comparing the current fuel pressure with the specified fuel pressure, the fuel pump is actuated with a pulse width modulated signal (PWM signal) until the actual value matches the specified value. Depending on the fuel requirement, the fuel pressure is thus varied from approx. 4.5 to 6.7 bar. When actuated, the fuel pump draws the fuel from the fuel feed module and pumps it through the fuel filter to the two high-pressure pumps. The overflow valve in the fuel filter opens at a fuel pressure of 7 to 9 bar. Before the filter, fuel is removed via a T-piece to drive the suction jet pump at 20 to 40 l/h. This suction jet pump conveys the fuel from the left tank chamber to the right. From here the fuel is pumped to the rails by the fuel pump. In the filter feed line there is a check valve which prevents the fuel pressure from dissipating when the fuel pump is shut off. Fuel high-pressure system In the fuel high-pressure system the high fuel pressure necessary for the spray-guided direct injection is generated, regulated and held in the rails. To regulate the fuel high pressure, the control unit scans the signals of the fuel pressure and temperature sensor. The fuel from the fuel tank flows from the low-pressure fuel distributor to the high-pressure pump. This increases the fuel pressure to up to 200 bar (depending on the operating state) and directs it through the high-pressure line and the rails to the fuel injectors. The fuel injectors in each cylinder bank are supplied with fuel directly from the corresponding rail. There are no return lines on the rails.
Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG b
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Combustion
Fuel system
Combustion
Fuel system
P07.70-2240-00
Hydraulic diagram of fuel low-pressure system 4 5 6 55 55a 55/2a 55/2b 55/2c 75 75a Left high-pressure pump Right high-pressure pump Pressure gauge connection with service valve Fuel feed module Right suction jet pump Fuel filter Overflow valve Check valve Fuel tank Left suction jet pump B4/7 M3 A B C Fuel pressure sensor Fuel pump Fuel feed to fuel filter Fuel return from overflow valve Fuel to high-pressure pump
The service valve dissipates the fuel pressure in the low-pressure line when the rail is removed. To do this, a pressure hose (special tool W119 589 04 63 00) is connected to the service valve.
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b Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG
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P07.02-2134-00
High-pressure pump (general and sectional views) 1 2 3 4 5 6 Quantity control valve Solenoid Valve needle Piston High-pressure outlet valve High-pressure connection fitting 7 8 9 10 Pressure limiting valve Low-pressure pulsation damper O-ring Low-pressure connection fitting
A Area with high pressure B Area with low pressure
Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG b
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31
Combustion
Fuel system
Combustion
Fuel system
Each high-pressure pump has a quantity control valve which regulates the fuel quantity supplied to the pump element according to the specified fuel pressure. The fuel pressure and temperature sensor registers the current fuel high pressure (rail pressure) and the fuel temperature in the right rail. The operating pressure varies according to load and engine speed between 100 and 200 bar. When the vehicle is stationary and the selector lever is at position "N" or "P", the pressure is lowered to 100 bar in order to reduce the noise emissions of the high-pressure pumps. If the vehicle is parked with the engine hot, the fuel pressure can rise to up to 250 bar in the high-pressure circuit. When this threshold is reached, a valve in the high-pressure pump opens and the pressure is dissipated. The minimum fuel pressure at idle is 100 bar. It rises as the engine load increases up to the maximum fuel pressure. The maximum fuel pressure is 200 bar. It is achieved between the medium load range and the wide open throttle range. The rail pressure is regulated by the engine control unit actuating the quantity control valve with a PWM signal until the specified pressure is obtained in the rail. Control of the fuel high-pressure system breaks down into the following operating states: • • • • Startup Normal mode Low-pressure limp-home mode Shutoff Startup The quantity control valve is energized and closed, guaranteeing full delivery by the high-pressure pump and rapid pressure buildup. The fuel pump pressure is 4.5 to 6.7 bar. Normal mode The quantity control valve regulates the fuel pressure in the rail via its on/off ratio. The fuel pump pressure is regulated between approx. 4.5 and 6.7 bar (absolute) depending on the engine speed and the fuel temperature. Low-pressure limp-home mode (fuel high pressure is not reached) • Quantity control valve is deenergized and therefore open • Fuel pump pressure approx. 4.5 to 6.7 bar, fuel flows via the open quantity control valve into the rails • Actuation of fuel injectors extended • Power reduction, max. speed approx. 70 km/h. Shutoff The quantity control valve is deenergized and open, and the fuel pump is not actuated.
i Note The stainless steel high-pressure fuel lines can be reused. A relevant test specification can be found in WIS.
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b Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG
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Safety fuel shutoff A safety fuel shutoff function guarantees road safety and the safety of the occupants. The engine control unit controls the safety fuel shutoff on the basis of the following sensors and signals: • Crankshaft Hall sensor, engine rpm • Throttle valve actuator, throttle valve position • Restraint systems control unit, direct crash signal • Restraint systems control unit, indirect crash signal via chassis CAN The safety fuel shutoff is activated by the engine control unit in the event of mechanical faults in the throttle valve actuator, on the absence of the engine speed signal or after receipt of a crash signal.
Mechanical faults in the throttle valve actuator If by evaluating the throttle valve position the engine control unit detects a mechanical fault in the throttle valve actuator, the fuel injectors are shut off in order to restrict the engine speed to approx. 1400 rpm at idle and to approx. 1800 rpm while moving. Absence of the engine speed signal If the engine speed signal generated by the crankshaft Hall sensor is absent, the fuel pump is shut off by the fuel system control unit. Crash signal If the engine control unit receives a crash signal either indirectly via the chassis CAN or directly from the restraint systems control unit, it shuts off the fuel pump and the quantity control valves indirectly via the fuel system control unit in order to depressurize the fuel system.
Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG b
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33
Combustion
Fuel system
Combustion
Fuel system
Purging
Fuel vapors must not be allowed to escape into the atmosphere when the fuel tank is vented. The fuel vapors are stored in the activated charcoal canister and later burned in the engine. When the engine is running, the fuel vapors stored in the activated charcoal canister are drawn off via the purge switchover valve and burned in the engine. To regulate the purge quantity, the switchover valve is actuated by the engine control unit at the ground end by means of a PWM signal with a frequency of 10 Hz to 30 Hz. The constant opening and closing of the purge switchover valve with on/off cycles of varying lengths determine the purge quantity. i Note The idle speed control prevents the purging process from causing changes to the engine speed at idle. The fuel/air mixture is leaned out accordingly depending on the amount of fuel vapor in the activated charcoal canister.
34
b Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG
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P47.30-2224-00
Function schematic of purging B11/4 Coolant temperature sensor B17 Intake air temperature sensor B28/7 Pressure sensor downstream of throttle valve actuator B70 Crankshaft Hall sensor G3/3 G3/4 N3/10 Y58/1 Left O2 sensor upstream of catalytic converter Right O2 sensor upstream of catalytic converter ME-SFI [ME] control unit Purge switchover valve
Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG b
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35
Combustion
Fuel system
Combustion
Fuel system
Purging (with (code 494) USA version)
Activated charcoal canister shutoff valve The activated charcoal canister shutoff valve is actuated by the engine control unit to close the ventilation connections of the activated charcoal filter. This is necessary in order to perform the leak test of the purging system that is required by law. When the activated charcoal canister shutoff valve is closed, the mechanical safety valve is responsible for ventilating the activated charcoal filter. OBD pressure sensor The OBD pressure sensor registers the internal pressure in the fuel tank for the leak test. The OBD pressure sensor is located on the purge line below the filler neck.
P47.30-2225-00
Function schematic of purging with leak test A1 A1e4 A1e58 A1p13 N3/10 N93 Y58/1 Y58/4 Instrument cluster Fuel reserve warning lamp Engine diagnosis indicator lamp Multifunction display ME-SFI [ME] control unit Central gateway control unit Purge switchover valve Activated charcoal canister shutoff valve A OBD pressure sensor
CAN E Chassis CAN CAN F Central CAN 1 2 3 Engine diagnosis indicator lamp, actuation Instrument cluster, message Fuel reserve warning lamp, actuation
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b Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG
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Exhaust treatment
The task of the exhaust treatment system is to reduce exhaust emissions: • Nitrogen oxides (NOx) • Hydrocarbon (HC) • Carbon monoxide (CO) The near-engine location of the firewall catalytic converters ensures that operating temperature necessary for optimum emissions reduction is reached as quickly as possible. The following components and subsystems are involved in exhaust treatment: • Near-engine mounted catalytic converter with two "monoliths" • System designed as tandem catalytic converter box • O2 sensors upstream and downstream of first "monolith"
P49.10-2929-00
Exhaust system 1 2 3 4 5 6 7 8 Exhaust manifold Turbocharger Firewall catalytic converter Intake monolith Exhaust monolith Switchover valve Center muffler Rear muffler G3/3 G3/4 G3/5 G3/6 Left O2 sensor upstream of catalytic converter Right O2 sensor upstream of catalytic converter Left O2 sensor downstream of catalytic converter Right O2 sensor downstream of catalytic converter
Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG b
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37
Combustion
Exhaust system
Combustion
Exhaust system
P14.00-2116-00
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b Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG
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Function schematic of exhaust treatment
A1 A1e58 B11/4 B70 G3/3
CAN C Drive train CAN CAN E Chassis CAN CAN F Central CAN
1 2 3
Engine diagnosis indicator lamp, actuation Switch point, increase request Vehicle speed, signal
G3/4
G3/5
G3/6
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Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG b
N3/10 N47-5 N93 Y3/8
Instrument cluster Engine diagnosis indicator lamp Coolant temperature sensor Crankshaft Hall sensor Left O2 sensor upstream of catalytic converter Right O2 sensor upstream of catalytic converter Left O2 sensor downstream of catalytic converter Right O2 sensor downstream of catalytic converter ME-SFI [ME] control unit ESP control unit Central gateway control unit Electric controller unit (VGS)
Exhaust system
39
Combustion
Cooling and lubrication
Engine cooling
Cooling circuit, M 157
Optimum cooling of the engine and turbocharger is necessary to ensure maximum engine performance. It has been possible to minimize the operating energy input of the coolant pump by specifically reducing the hydraulic pressure losses and making other minor improvements to the cooling system. At the same time, its variability has been optimized. Low component weights have resulted from the consistent replacement of aluminum and steel with plastic parts, e.g. in the thermostat, belt pulley, rotor, heater valve and hydraulic lines.
P20.10-2277-00
Coolant pump 1 2 3 Housing Rotor Belt pulley
Thermal management
The thermal management function controlled by the engine control unit regulates the coolant temperature in the engine. It allows the operating temperature to be reached more quickly, which reduces exhaust emissions, improves heating comfort and lowers fuel consumption by 4%. The thermal management function is controlled in relation to the following sensors and signals: • • • • • • • • • Intake air temperature sensor Fuel pressure and temperature sensor Coolant temperature sensor Intake manifold intake air temperature sensor Pressure sensor downstream of throttle valve actuator, engine load Accelerator pedal sensor, accelerator pedal position Crankshaft Hall sensor, engine rpm Temperature sensor in engine control unit AAC control unit, status of air conditioning and outside air temperature via interior CAN and chassis CAN ESP control unit, vehicle speed via chassis CAN
R48 Two-disk thermostat heating element
Function of thermal management
The thermal management is described in the sections on warm-up phase, shutoff of the heating system, heating of the two-disk thermostat, fan control, delayed fan switch-off and overheating protection. Warm-up phase During the warm-up phase the coolant circuit is regulated in three stages: In the "standing water" phase in the engine the delivery of the coolant pump is suppressed entirely by a closed thermostat and a closed heating system shutoff valve. In the "engine circuit without radiator" phase the cooling circuit is operated on a shortened circuit. The coolant circulates inside the engine only. The feed and return lines to the radiator are closed.
•
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b Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG
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In the "radiator circuit" phase a coolant temperature of up to 105 °C (default) is permitted initially in order to encourage rapid warm-up. When the threshold values of several input factors are exceeded (e.g. engine rpm, torque), the temperature is reduced to 90 °C or 80 °C in the outlet. The actuator for this is a heated thermostat cartridge. Shutoff of the heating system In order to ensure that the optimum engine operating temperature is reached as quickly as possible, the engine control unit shuts off the coolant circuit of the heating system by means of the heating system shutoff valve. Heating of the two-disk thermostat The temperature of the coolant in the engine can be varied by the heated two-disk thermostat. An integrated heating element adjusts the positions of the thermostat disks according to requirements. To do this, it is actuated by a ground signal from the engine control unit. Fan control The engine control unit actuates the engine and air conditioning electric suction fan with integrated control. The target fan speed is specified by the engine control unit by means of a pulse width modulated signal (PWM signal). The on/off ratio of the PWM signal is between 10 and 90 %. For example: 10 % fan motor "OFF" 20 % fan motor "ON", minimum speed 90 % fan motor "ON", maximum speed If the actuation is faulty, the fan motor turns at the maximum speed (fan limp-home mode). The AAC control unit transmits the status of the air conditioning over the interior CAN and the chassis CAN to the engine control unit.
Delayed fan switch-off After "ignition OFF" the fan motor runs on for up to 5 min if the coolant temperature or the engine oil temperature have exceeded the specified maximum values. The on/off ratio of the PWM signal during run-on is max. 40 %. If the battery voltage drops too much during this time, the delayed fan switch-off is suppressed. Overheating protection The overheating protection function provides protection against engine damage in the event of thermal overload and prevents overheating damage to the firewall catalytic converters. If the coolant or intake air temperature is too high, the engine control unit no longer closes the wastegate completely, depending on the engine speed and load. Also, the throttle valve actuator may no longer be fully opened. The injection time of the fuel injectors is shortened by the engine control unit according to the reduced air mass. In addition, the engine control unit actuates the heating element in the two-disk thermostat to fully open the thermostat so that all the coolant is cooled via the radiator.
Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG b
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41
Cooling and lubrication
Engine cooling
Cooling and lubrication
Engine cooling
P07.10-2013-00
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b Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG
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Function schematic of thermal management (shown on model 221)
A1 B4/25 B11/4 B17 B28/7 1 2 3 4 5 Vehicle speed, signal Instrument cluster, message Fan motor, specified rpm request Air conditioning, status Outside temperature, signal
CAN B Interior CAN CAN E Chassis CAN CAN F Central CAN
B37 B70 M4/7
Y16/2 Y76y1 Y76y2 Y76y3 Y76y4 Y76y5 Y76y6 Y76y7 Y76y8
Heating system shutoff valve Fuel injector, cylinder 1 Fuel injector, cylinder 2 Fuel injector, cylinder 3 Fuel injector, cylinder 4 Fuel injector, cylinder 5 Fuel injector, cylinder 6 Fuel injector, cylinder 7 Fuel injector, cylinder 8
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Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG b
M16/6 N3/10 N22/1 N47-5 N93 R48
Instrument cluster Fuel pressure and temperature sensor Coolant temperature sensor Intake air temperature sensor Pressure sensor downstream of throttle valve actuator Accelerator pedal sensor Crankshaft Hall sensor Engine and air conditioning electric suction fan with integrated control Throttle valve actuator ME-SFI [ME] control unit AAC [KLA] control unit ESP control unit Central gateway control unit Two-disk thermostat heating element
Engine cooling
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Cooling and lubrication
Cooling and lubrication
Engine cooling
P18.00-2298-00
Coolant circuit 1 2 3 4 5 6 7 8 9 Radiator Low-temperature cooler Coolant pump Expansion reservoir Right cylinder bank Left cylinder bank Charge air cooler Right turbocharger Left turbocharger B11/4 M4/7 M44 R48 S41 Y16/2 a b c d e Coolant temperature sensor Engine and air conditioning electric suction fan with integrated control Charge air cooler circulation pump Two-disk thermostat heating element Coolant level indicator switch Heating system shutoff valve Charge air cooler coolant feed Charge air cooler coolant return Engine and turbocharger coolant feed Engine and turbocharger coolant return Vent
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b Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG
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P20.20-2391-00
P20.20-2394-00
Coolant distribution A View from front B View from left
Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG b
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Cooling and lubrication
Engine cooling
Cooling and lubrication
Engine lubrication
Regulated engine oil pump
Engine M 157 features a newly developed vanetype oil pump with on-demand quantity control and two map-controlled, switched pressure levels. With this control concept the lubrication and cooling points in the engine can, depending on the engine load and absolute engine speed, and especially in the partial-load range, be supplied with a significantly lower operating energy input than would be possible with an unregulated pump. The engine oil pump operates with two pressure levels according to a characteristics map. At the high pressure level, the lubrication and cooling points in the engine are supplied with the maximum quantity of oil at 4 bar, while at the low level the flow rate is reduced to 2 bar. At the same time the oil spray nozzles for cooling the piston undersides are shut off. Special features are the anodized aluminum oil pump housing and the aluminum intermediate flange for lasting wear resistance and low leakage clearances. In the M 157 an external gear pump is responsible for the oil return from the turbochargers. This is intended to prevent oil from being forced into the intake or exhaust tract. The external gear pump is located on the rear of the engine oil pump. The oil sensor is located on the bottom section of the oil pan. It senses the oil level and the oil temperature. The engine oil pump valve is an electromagnetic valve with three hydraulic connections and two operating positions (open and closed). The valve is actuated by a ground signal direct from the engine control unit depending on a characteristics map. It switches between the 2 bar and 4 bar pressure levels according to requirements. The pump is generally controlled in relation to the following signals and sensors: • Temperature • Engine speed • Engine load
P18.30-2142-00
Engine oil pump, front view 1 2 3 4 5 6 7 Drive gear Oil pump cover Rotor with vane Set collar Oil pump housing Cold start protection valve Control plunger
Y130 Engine oil pump valve
P18.30-2143-00
Engine oil pump with external gear pump, rear view 8 9 10 11 12 Engine oil pump housing Right turbocharger oil return line Left turbocharger oil return line Drive shaft gear Oil pump gear
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b Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG
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P18.30-2144-00
Engine oil cooling 1 2 3 4 Oil filter Oil-water heat exchanger Oil pump Engine oil cooler
Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG b
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Cooling and lubrication
Engine lubrication
Cooling and lubrication
Engine lubrication
P18.00-2299-00
Oil circuit diagram, M 157 1 2 3 4 5 6 7 8 9 10 11 12 13 Oil pan Timing case Crankcase Right cylinder head Left cylinder head High-pressure pump (bearing lubrication) Vacuum pump (bearing lubrication) Chain drive intermediate gear Control pressure return Left turbocharger Right turbocharger Oil filter with integrated oil thermostat Engine oil cooler A B C D E F G H Oil filter Oil-water heat exchanger Oil pump Chain tensioner Hydraulic valve clearance compensator Oil spray nozzle Plain bearing Camshaft adjuster
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b Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG
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ME (motor electronics) control unit
The MED 17.7.1 engine control builds on experiences with the MED 9 of previous engines. The following features have been implemented in this new engine control MED 17.7.1 in an identical modular housing: • Modular design as a standardized control unit for all new V8 engines with direct injection • In contrast to the predecessor unit, no separate water cooling of the injector power amplifiers but air convection via cooling fins instead • No additional component carriers in the control unit for the injector power amplifiers • Single-processor concept with 150 MHz clock frequency instead of dual-core concept with 66 MHz each • Significantly increased flash and RAM memory capacities • Weight reduction by 0.2 kg
P54.21-3171-00
Engine M 157 N3/10 ME-SFI [ME] control unit
Task
The engine control unit combines with the sensors and actuators of engine M 157 to form the engine control system. The following systems and functions are controlled and coordinated by the engine control unit according to the input signals: • • • • • • • • • • • • • • • Ignition system Fuel supply Injection control Electronic accelerator Diagnosis and fault storage Engine start/stop function Drive authorization system and immobilizer Controlled camshaft adjustment Thermal management Torque interface Alternator interface Oil pressure control Lambda control Tank diagnosis Purging
Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG b
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Electrical and electronic systems
Engine control
Electrical and electronic systems
Engine control
P07.70-2239-00
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b Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG
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Block diagram of engine M 157 (shown on model 221)
A1 A1e4 A1e54 A1e58 A1p13 A29/1 A29/2 A30/1 A30/2 B4/1 M16/6 M44 N2/7 N3/10 N10/1 N10/1kC N10/1kD N10/1kH N10/2 N10/2kQ N22/1 N47-5 N51/2
Instrument cluster Fuel reserve warning lamp Coolant temperature warning lamp Engine diagnosis indicator lamp Multifunction display Front knock sensor (left side of engine) Rear knock sensor (left side of engine) Front knock sensor (right side of engine) Rear knock sensor (right side of engine) Fuel level indicator sensor, left tank half B4/2 Fuel level indicator sensor, right tank half B4/3 Tank pressure sensor (with code (494) USA version) B4/7 Fuel pressure sensor B4/25 Fuel pressure and temperature sensor B6/4 Intake camshaft Hall sensor, left B6/5 Intake camshaft Hall sensor, right B6/6 Exhaust camshaft Hall sensor, left B6/7 Exhaust camshaft Hall sensor, right
B11/4 Coolant temperature sensor B17 Intake air temperature sensor B28/4 Pressure sensor downstream of air filter, left cylinder bank B28/5 Pressure sensor downstream of air filter, right cylinder bank B28/6 Pressure sensor upstream of throttle valve actuator B28/7 Pressure sensor downstream of throttle valve actuator B37 Accelerator pedal sensor B40 Oil sensor (oil level, temperature and quality) B64/1 Brake vacuum sensor B70 Crankshaft Hall sensor G1 On-board electrical system battery G2 Alternator G3/3 Left O2 sensor upstream of catalytic converter G3/4 Right O2 sensor upstream of catalytic converter G3/5 Left O2 sensor downstream of catalytic converter G3/6 Right O2 sensor downstream of catalytic converter
L6/1 L6/2 L6/3 L6/4 M1 M3 M4/7
Left front rpm sensor Right front rpm sensor Left rear rpm sensor Right rear rpm sensor Starter Fuel pump Engine and air conditioning electric suction fan with integrated control Throttle valve actuator Charge air cooler circulation pump Restraint systems control unit ME-SFI [ME] control unit Front SAM control unit with fuse and relay module Circuit 87 relay, engine Circuit 15 relay Circuit 50 relay, starter Rear SAM control unit with fuse and relay module Circulation pump relay AAC [KLA] control unit ESP control unit ABC control unit
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Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG b
Engine control
51
Electrical and electronic systems
Electrical and electronic systems
52
Y3/8 Y16/2 Y49/4 Y49/5 Y49/6 Y49/7 Y58/1 Y58/4 Y76y1 Y76y2 Y76y3 Y76y4 Y76y5 Y76y6 Y76y7 Y76y8 Y77/1 Y94/1 Y94/2 Y130 Electric controller unit (VGS) Heating system shutoff valve Intake camshaft solenoid, left Intake camshaft solenoid, right Exhaust camshaft solenoid, left Exhaust camshaft solenoid, right Purge switchover valve Activated charcoal canister shutoff valve (with code (494) USA version) Fuel injector, cylinder 1 Fuel injector, cylinder 2 Fuel injector, cylinder 3 Fuel injector, cylinder 4 Fuel injector, cylinder 5 Fuel injector, cylinder 6 Fuel injector, cylinder 7 Fuel injector, cylinder 8 Boost pressure actuator Left quantity control valve Right quantity control valve Engine oil pump valve CAN B CAN C CAN D CAN E CAN F LIN C1 Interior CAN Drive train CAN Diagnostic CAN Chassis CAN Central CAN Drive train LIN
Engine control
N62/1 Radar sensors control unit (SGR) (with code (233) DISTRONIC PLUS) N69/1 Left front door control unit N72/1 Upper control panel control unit N73 EZS control unit N80 Steering column tube module N93 Central gateway control unit N118 Fuel system control unit R48 Two-disk thermostat heating element S9/1 Brake light switch S40/4 Cruise control switch S62 Engine hood ATA switch (with code (551) Anti-theft alarm system (ATA)) T1/1 Cylinder 1 ignition coil T1/2 Cylinder 2 ignition coil T1/3 Cylinder 3 ignition coil T1/4 Cylinder 4 ignition coil T1/5 Cylinder 5 ignition coil T1/6 Cylinder 6 ignition coil T1/7 Cylinder 7 ignition coil T1/8 Cylinder 8 ignition coil X11/4 Data link connector
b Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG
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The engine control unit transmits the signal for the dwell time of the relevant operating point to the ignition coil via the actuation line (circuit 4). The relevant ignition coil interrupts the primary circuit by means of an integrated magneto when the dwell time has elapsed. From the ignition coil the ignition voltage reaches the spark plug and causes arcing in the gap between the center electrode and the ground electrode. The ignition angles are determined by the engine control unit according to a characteristics map on the basis of the input signals.
i Note The ignition angles can only be checked using Xentry Diagnostics.
P07.10-2006-00
Function schematic of ignition system A29/1 A29/2 A30/1 A30/2 B6/4 B6/5 B6/6 B6/7 B11/4 Front knock sensor (left side of engine) Rear knock sensor (left side of engine) Front knock sensor (right side of engine) Rear knock sensor (right side of engine) Intake camshaft Hall sensor, left Intake camshaft Hall sensor, right Exhaust camshaft Hall sensor, left Exhaust camshaft Hall sensor, right Coolant temperature sensor B17 Intake air temperature sensor B28/7 Pressure sensor downstream of throttle valve actuator B70 Crankshaft Hall sensor N3/10 ME-SFI [ME] control unit R4 Spark plugs T1/1 Cylinder 1 ignition coil T1/2 Cylinder 2 ignition coil T1/3 Cylinder 3 ignition coil T1/4 Cylinder 4 ignition coil T1/5 Cylinder 5 ignition coil T1/6 Cylinder 6 ignition coil T1/7 Cylinder 7 ignition coil T1/8 Cylinder 8 ignition coil
Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG b
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Electrical and electronic systems
Ignition system
Electrical and electronic systems
On-board diagnosis
The new engine M 157 features a second-generation on-board diagnosis system (OBD II). In Europe the OBD II system is referred to as European OnBoard Diagnosis (EOBD) with appropriate modifications for the European market. The OBD system is integrated in the engine control unit and constantly monitors all the emissions-relevant components and systems in the vehicle. The tasks of the OBD are as follows: • Monitoring emissions-relevant components and systems while driving • Detecting and storing malfunctions • Displaying malfunctions by means of the engine diagnosis indicator lamp • Transmitting detected faults over a standard interface (diagnostic connector) to a diagnostic unit (e.g. Xentry Diagnostics) The aim of OBD is to guarantee consistently low exhaust emissions and to protect components at risk (such as catalytic converters) against backfires. The following components and systems are monitored: • O2 sensors • Efficiency of catalytic converters (catalyst function) • Catalytic converter heating • Purging • Smooth running analysis (detection of combustion misfiring) • Other emissions-relevant components or components the failure of which would prevent diagnosis of another component
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b Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG
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P07.10-2008-00
Function schematic of on-board diagnosis (OBD) A1 A1e58 N3/10 N93 X11/4 Instrument cluster Engine diagnosis indicator lamp ME-SFI [ME] control unit Central gateway control unit Data link connector CAN D Diagnostic CAN CAN E Chassis CAN CAN F Central CAN 1 2 Engine control diagnosis, communication Engine diagnosis indicator lamp, actuation
Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG b
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55
Electrical and electronic systems
On-board diagnosis
Electrical and electronic systems
Controlled Efficiency start/stop function
The new engine M 157 is equipped with a starterassisted in-engine direct start function. This function combines with the engine stop function to form a start/stop function. The direct start function makes use of the fact that, with the selected piezo fuel injector coupled with the correct injection timing, the very first compression stroke of a cylinder can be utilized for a controlled combustion. To be able to drive off immediately after a direct start of the engine, the oil supply to the transmission hydraulics must be guaranteed while the engine is off and while it is being restarted in order to avoid losing time between the start-off command and the start-off time due to a delayed oil supply. For this reason, the additional electric transmission oil pump supplies oil to the transmission control system when the internal transmission pump is off. On engine M 157 the start/stop function is always combined with the AMG SPEEDSHIFT MCT 7-speed sport transmission. The availability of the start/stop function is indicated to the driver be means of a green ECO symbol in the instrument cluster. When the vehicle is stationary, the start/stop function automatically switches the engine off and restarts it as soon as the driver is ready to move off. Switching off the engine while the vehicle is at a standstill improves fuel economy and therefore reduces exhaust emissions. It is still possible to switch off and start the engine conventionally using the transmitter key or the KEYLESS-GO start/stop button (in vehicles with code (889) Keyless-Go). A 12 Ah additional battery cushions the voltage drop during engine start. The additional battery supplies power to all active consumers while the on-board electrical system battery is decoupled from the on-board electrical system and is made available solely to the starter. Directly after the engine is cold started, the engine control unit performs a system diagnosis and evaluates the operational capability of the start/stop function.
i Note The start/stop function is only active in transmission mode "C". In the transmission modes "S" and "M" the function cannot be activated, and it is automatically deactivated when changing from "C" to "S" or "M".
P54.32-8897-00
1 Start/stop function indicator lamp
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b Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG
– This printout will not be recorded by the update service. Status: 08 / 2010 –
Function schematic of start/stop function
Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG b
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Electrical and electronic systems
Controlled Efficiency start/stop function
P07.10-2007-00
Electrical and electronic systems
58
S9/1 S62 Y3/8 CAN B CAN C CAN E CAN F Interior CAN Drive train CAN Chassis CAN Central CAN Brake light switch ATA engine hood switch (with code (882) Interior protection) Electric controller unit (VGS) 16 17 18 19 20 21 22 23 24 25 26 28 29 30 31 Engine stop inhibit, request Steering angle sensor, signal Door rotary tumbler switch, status Gear range, request Gear range, status Fuel pump, actuation Engine speed, signal Coolant temperature sensor, signal Accelerator pedal sensor, signal Brake light switch, signal Vacuum sensor, signal Seat belt buckle switch, status ATA engine hood switch, status Stop inhibit, start request Electric transmission oil pump, actuation
A1 A1p13 B11/4 B37 B64/1 B70 L6/1 L6/2 L6/3 L6/4 M1 M3 M42 N2/7 N3/10 N10/1kH N10/2 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Air conditioning, status Instrument cluster, message Fuel pump, specified pressure request Fuel pressure, status Starter circuit 50 relay, actuation Starter, actuation Brake light switch, status Wheel speed, signal Vehicle speed, signal Engine start, request Engine stop enable, status Crash, signal Engine torque, increase request Engine torque, reduction request
Controlled Efficiency start/stop function
N22/1 N47-5 N51/2 N62/1
b Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG
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N69/1 N80 N93 N118
Instrument cluster Multifunction display Coolant temperature sensor Accelerator pedal sensor Brake vacuum sensor Crankshaft Hall sensor Left front rpm sensor Right front rpm sensor Left rear rpm sensor Right rear rpm sensor Starter Fuel pump Electric transmission oil pump Restraint systems control unit ME-SFI [ME] control unit Circuit 50 relay, starter Rear SAM control unit with fuse and relay module AAC [KLA] control unit ESP control unit ABC control unit Radar sensors control unit (SGR) (with code (233) DISTRONIC PLUS) Left front door control unit Steering column tube module Central gateway control unit Fuel system control unit
Hold-down device
Use For holding down the camshafts when working on the engine.
P58.20-2295-00
MB number W276 589 00 40 00 FG 05 Set B Category Passenger Car Special Operation
Lifting eye
Use For lifting the engine.
P58.20-2294-00
MB number W278 589 00 40 00 FG 01 Set B Category Passenger Car Basic Operation Mandatory – without exception ruling
Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG b
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Special tools
Mechanical components
Special tools
Mechanical components
Assembly insert
Use D15 and F14 assembly inserts for riveting the timing chain.
P58.20-2301-00
MB number W278 589 01 63 00 FG 05 Set C Category Passenger Car Special Operation
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b Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG
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Connection line
Use For high-pressure and leak testing of the fuel system.
P58.20-2298-00
MB number W276 589 01 91 00 FG 07 Set B Category Passenger Car Basic Operation Mandatory – without exception ruling
Plug
Use For plugging the high-pressure system.
P58.20-2299-00
MB number W276 589 02 91 00 FG 07 Set B Category Passenger Car Basic Operation Mandatory – without exception ruling
Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG b
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Special tools
Fuel system
Special tools
Fuel system
Drift
Use For pressing in the seal assembly of the rail.
P58.20-2292-00
MB number W278 589 00 15 00 FG 07 Set B Category Passenger Car Basic Operation Mandatory – without exception ruling
Extractor
Use For extracting the individual injectors.
P58.20-2293-00
MB number W278 589 00 33 00 FG 07 Set B Category Passenger Car Basic Operation Mandatory – without exception ruling Note Use only in combination with impact extractor/ W602 589 00 33 00.
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b Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG
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4-pin adapter cable
Use For checking the ignition coil module.
P58.20-2296-00
MB number W276 589 00 63 00 FG 07 Set B Category Passenger Car Basic Operation Mandatory – without exception ruling
Spark plug wrench
Use For installing and removing bihex size 14 spark plugs.
P58.20-2291-00
MB number W278 589 00 09 00 FG 15 Set B Category Passenger Car Basic Operation Mandatory – without exception ruling
Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG b
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Special tools
Ignition system
Special tools
Air supply
Adapter
Use For leak testing of the intake air system.
P58.20-2300-00
MB number W278 589 00 91 00 FG 09 Set B Category Passenger Car Basic Operation Mandatory — approved for cooperation Note Use only in combination with leak tester/ W611 589 02 21 00.
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b Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG
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ABC Active Body Control CAN Controller Area Network CO Carbon monoxide CO2 Carbon dioxide DLC Diamond-like-carbon DOHC Double overhead camshaft EDW Anti-theft alarm system (ATA) EOBD European On-Board-Diagnosis ESP Electronic Stability Program EZS Electronic ignition lock HC Hydrocarbon IHU Internal high-pressure forming (IHPF) KLA Automatic air conditioning (AAC) LEV Low Emission Vehicle
LIN Local interconnect network MCT Multi-Clutch Technology ME Motor electronics (ME-SFI) NOx Nitrogen oxide OBD On-board diagnosis PWM Pulse width modulated RAM Random access memory ROZ Research octane number (RON) SAM Signal acquisition and actuation module SGR Radar sensors control unit TPM Cruise control (CC) ULEV Ultra Low Emission Vehicle VGS Fully integrated transmission control WIS Workshop Information System
Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG b
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Annex
Abbreviations
Annex
Index
A
Activated charcoal canister shutoff valve . . . . . .36 Additional battery . . . . . . . . . . . . . . . . . . .56 Oil pump . . . . . . . . . . . . . . . . . . . . . . . . 13 Oil sensor . . . . . . . . . . . . . . . . . . . . . 13, 46 Oil-water heat exchanger . . . . . . . . . . . . . . 47
B
Boost pressure control . . . . . . . . . . . . . . . .21
P
Piezo direct injection . . . . . . . . . . . . . . . . . 10 Purging . . . . . . . . . . . . . . . . . . . . . . . . . 34
C
Charge air cooler . . Charge air distributor Coolant circuit . . . . Coolant distribution . Coolant pump . . . . Cooling circuit . . . . Crankcase . . . . . .
. . . . . . . . . . . . 22, 23, 25 . . . . . . . . . . . . . . 22, 23 . . . . . . . . . . . . . . . . .44 . . . . . . . . . . . . . . . . .45 . . . . . . . . . . . . . . . . .40 . . . . . . . . . . . . . . . . .40
R
Roller cam follower . . . . . . . . . . . . . . . . . . 15
S
Special tools
4-pin adapter cable Adapter . . . . . . Assembly insert . . Connection line . . Drift . . . . . . . . Extractor . . . . . Hold-down device . Lifting eye . . . . . Plug . . . . . . . . Spark plug wrench Start/stop function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 . . . 64 . . . 60 . . . 61 . . . 62 . . . 62 . . . 59 . . . 59 . . . 61 . . . 63 . 49, 56
. . . . . . . . . . . . . . . . .11 Ventilation . . . . . . . . . . . . . . . . . . . . . .12
D
Direct injection . . . . . . . . . . . . . . . . 26, 29, 49
E
Engine number . . . Engine oil cooler . . Engine oil pump . . Exhaust treatment . External gear pump
. . . . . . . . . . . . . . . . . .11 . . . . . . . . . . . . . . . . . .47 . . . . . . . . . . . . . . . . . .46 . . . . . . . . . . . . . . . 37, 38 . . . . . . . . . . . . . . . . . .46
T
Thermal management . . . . . . . . . . . . . . 40, 42 Turbocharging . . . . . . . . . . . . . . . . . . . 10, 21
F
Fuel high-pressure system . . . . . . . . . . . . . .29 Fuel injector . . . . . . . . . . . . . . . . . . . 27, 28 Fuel low-pressure system . . . . . . . . . . . . 29, 30
V
Vibration damper . . . . . . . . . . . . . . . . . 14, 16
W
Wastegate . . . . . . . . . . . . . . . . . . . . . . . 21
H
High-pressure pump . . . . . . . . . . . . . . . . . .31
I
Ignition system . . . . . . . . . . . . . . . . . . . . .53
M
ME-SFI control unit . . . . . . . . . . . . . . . . . .49
O
OBD pressure sensor Oil circuit diagram . . Oil filter . . . . . . . . Oil pan . . . . . . . .
. . . . . . . . . . . . . . . . .36 . . . . . . . . . . . . . . . . .48 . . . . . . . . . . . . . . . . .47 . . . . . . . . . . . . . . . . .13
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b Introduction of the New Generation of V-Engines, 8-cylinder M 157 AMG
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Daimler AG, GSP/OI, HPC R 822, D-70546 Stuttgart Order No. 6516 1380 02 – Printed in Germany – 08/10
– This printout will not be recorded by the update service. Status: 08 / 2010 –