market launch - daimler ag · the previous written consent of daimler ag. this applies in...

Global Training – The finest automotive learning.

Cars · Market launch · E-Class PLUG-IN HYBRID Model Series 213 - ADVANCED - • AKUBIS® direct special • Final Test · Go Participant Document

T1482E As at 10.06.2016

This document is intended for training purposes only. The exercises performed in the course cannot simply be implemented in practice without regard to various considerations. Country-specific laws, regulations and specifications must always be observed.

The training documents are not subject to the ongoing update service. When working at the vehicle, always use the most up-to-date workshop aids (e.g. EPC net, WIS net, DAS, special tools) provided by the manufacturer for the vehicle in question.

Printed in Germany

© 2016 Copyright Daimler AG

Publisher: Mercedes-Benz Global Training

This document, including all its parts, is protected under the laws of copyright. Any commercial processing or use requires the previous written consent of Daimler AG. This applies in particular to reproduction, distribution, alteration, translation, microfilming, and/or processing in electronic systems, including databases and online services.

Note: The term “employee” always refers to both male and female employees.

1511 4747 - 1. Edition 10.06.2016 36

Table of contents

T1482E <> Participant Document I

Table of contents

1 Orientation ................................................................................................................. 1 1.1 Welcome, review ................................................................................................................... 1

2 E 350 e market launch ............................................................................................... 3

2.1 High-voltage safety measures ............................................................................................... 3

2.2 High-voltage battery ............................................................................................................. 8

2.3 High-voltage components ................................................................................................... 13

2.4 Cooling and climate control ................................................................................................ 17

2.5 Regenerative braking .......................................................................................................... 24

2.6 Networking, PLUG-IN HYBRID ............................................................................................. 29

1 Orientation 1.1 Welcome, review

T1482E <> Participant Document 1

1 Orientation

1.1 Welcome, review

TT_00_00_045805_FA

E 350 e training portfolio

The following training courses are offered by Aftersales Training at the market launch of the E

350 e:

Training code Target group Mandatory prerequisites for partic-ipating in the final test

T1481E - E-Class PLUG-IN HYBRID Model Series 213 Market Launch - Basic - AKUBIS® direct special

Service advisors and system techni-cians

High-voltage awareness

T1482E - E-Class PLUG-IN HYBRID Model Series 213 Market Launch - Advanced - AKUBIS® direct special

System Technician T1481E - E-Class PLUG-IN HYBRID Model Series 213 Market Launch - Basic - AKUBIS® direct special

High-voltage qualification and product training on a PLUG-IN HYBRID vehicle

For the first time, attendance training is not planned for the E 350 e. When the system techni-

cian has successfully passed both final tests and fulfills the mandatory prerequisites, he may

enable the E 350 e based on the diagnosis.

This documentation serves as an accompanying document for the training course T1482E - E-

Class PLUG-IN HYBRID Model Series 213 Market Launch - ADVANCED - AKUBIS® direct spe-

cial as well as for the required final test.

We wish you lots of success in this final test!

1 Orientation 1.1 Welcome, review

2 T1482E <> Participant Document

EVF (Explanation of Vehicle Functions)

TT_00_00_039554_FA

We use this symbol to refer you to specific system information that may be of assistance

during customer contact.

2 E 350 e market launch 2.1 High-voltage safety measures


2 E 350 e market launch

2.1 High-voltage safety measures

The 7 high-voltage safety measures in the vehicle

COLOR CODING AND WARNING NOTICES

Orange high-voltage lines and warnings on high-voltage components for greater aware-ness among workshop personnel

CONTACT PROTECTION FOR LIVE COMPONENTS

Measures for preventing inadvertent contact with live parts (direct/indirect)

GALVANIC SEPARATION (POTENTIAL SEPARATION) HIGH VOLTAGE-LOW VOLTAGE (HV-LV)

High voltage potentials are provided with all-pole insulation from the vehicle ground. In the event of a simple fault, this prevents the risk of an electric shock.

INSULATION RESISTANCE MONITORING

Detection of insulation faults throughout the entire high-voltage on-board electrical sys-tem

Representation of faults in the display concepts taken into consideration

Insulation monitor is in the battery management system control unit

The insulation faults detected by the insulation monitor are divided up into two stages:

YELLOW MESSAGE as a warning at 500-100 Ω/V

RED MESSAGE as an alarm at <100 Ω/V

After ignition OFF, the vehicle no longer starts with a RED MESSAGE!

The contactors can no longer be switched on!

Diagnosis-based disabling of the high-voltage on-board electrical system is no longer possible.

The insulation resistance is evaluated in the battery management system control unit. This is where the value can be read out using the diagnostic tool.

After remedying the fault, the battery management system control unit carries out a test cycle. No driving enable is issued for the duration of the test cycle.

INTERLOCK CIRCUIT (HVIL)

Conducting loop is routed across the access options of the entire high-voltage on-board electrical system.

The access options are electrical connections of the high-voltage components and also covers protected by jumpers. Removal of the electrical connections or the cover inter-rupts the conducting loop of the HVIL.

When the signal transmitted via the conducting loop is interrupted, the contactors in the high-voltage battery open after running through a shut-off strategy. The entire high-voltage on-board electrical system is shut down.

A distinction is made between the following instances:

If a fault occurs in the interlock circuit while driving (contactors closed and ignition “ON”), closing of the contactors during the next ignition cycle is prevented.



In HYBRID vehicles, the high-voltage on-board electrical system is shut off when the se-lector lever is in position "N“ or "P“ for > 3 s and the vehicle speed is < 5 km/h. The high-voltage on-board electrical system is also switched off in selector lever position "D" if the engine hood is opened in plug-In HYBRIDs.

If a fault occurs in the interlock circuit during charging or pre-entry climate control (con-tactors closed), the contactors are opened immediately and the high-voltage on-board electrical system is shut down.

HIGH-VOLTAGE DISCONNECT DEVICE

Following diagnosis-based power disconnect as per the WIS document, the shutoff of the entire high-voltage on-board electrical system is ensured (interlock circuit and circuit 30c open) and the system then secured against being switched back on through "igni-tion ON".

Through the insertion/connection of the high-voltage activation lock, the high-voltage on-board electrical system is additionally secured to prevent reactivation.

SHUTOFF OF THE HIGH-VOLTAGE ON-BOARD ELECTRICAL SYSTEM IN THE EVENT OF A CRASH

Via triggering of the pyrotechnical separators which are actuated by the supplemental restraint system control unit in the event of crash recognition

Power from all power sources and storage units is interrupted by the contactors

Deactivation of generator operation (both the electrical machine and the DC/DC con-verter)

Discharge of the intermediate circuit capacitors below a hazardous voltage range

A distinction is made between two stages:

1. If only the emergency tensioning retractors are deployed, the high-voltage shut-off is reversible. When the ignition is switched off and on again, the high-voltage on-board electrical system is started up again if no insulation fault is present.

2. If the airbags are also deployed, the high-voltage shutoff is irreversible.

SHUT-OFF OF THE HIGH VOLTAGE ON-BOARD ELECTRICAL SYSTEM BY RESCUE SERVICES, STORAGE OF IN-

FORMATION IN THE VEHICLE FOR RESCUE SERVICES

In high voltage vehicles, there is a separating point for shutting off the high-voltage on-board electrical system for emergency services. At this separating point, the interlock circuit and circuit 30c are disconnected.

The rescue card is only present as a non-permanent component of the vehicle if the cus-tomer obtains it and carries it in the vehicle. Furthermore, it is not kept at a standardized position in the vehicle and can therefore be easily lost. That is why all Mercedes-Benz and smart vehicles have a QR code in two locations in the area of the fuel filler flap and the B-pillar on the opposite side since September 2013. The QR code is decoded and the relevant rescue card called up using a smartphone. The rescue card is filed on a server.

If a repair order has been issued for the vehicle that has crashed, the high-voltage battery

must be replaced after an accident involving deployment of the pyrofuse (irreversible

shutoff of the high-voltage on-board electrical system) in accordance with SI54.10-P-

0035A.



High-voltage disconnect device installation position, E 350 e TT_00_00_045807_FA

Pyrofuse installation position, E 350 e TT_91_60_045845_FA

Cutting point of E 350 e for rescue services TT_00_00_046529_FA

Location of QR code, fuel filler flap TT_00_00_046528_FA



High-voltage interlock, E 350 e TT_54_18_046550_FA

1 High-voltage distributor plate; electric machine N129/1 Power electronics control unit

2 12-V plug connection N129/1f752 Electrical fuse 752 (high-voltage PTC heater, electric

refrigerant compressor - replaceable)

3 High-voltage connection S7 High-voltage disconnect device

4 Circuit 30t X58/23 Charger feed-in socket

6 Electrical fuse for high-voltage battery (not replacea-ble)

X999 High voltage power distributor

A9/5 Electric refrigerant compressor A Interlock signal line

A79/1 Electrical machine AL Interlock evaluation logic

A100 High-voltage battery module B Electrical line (high voltage)

A100f750 Electrical fuse 750 (for high-voltage distributor plate on power electronics control unit - replaceable)

C Circuit 30c (signal line)

A100f751 Electrical fuse 751 (charger - replaceable) CG Interlock alternator

A100g1 High-voltage battery CL Circuit 30c evaluation logic

A100n1 Insulation monitoring CS Circuit 30c (contactor power supply)

A100s1 Contactor CP Control pilot

f63 Pyrofuse L Phase L1-L3

N2/10 SRS control unit N Neutral conductor

N33/5 High-voltage PTC heater PE Protective earth conductor

N82/2 Battery management system control unit PP Proximity pilot

N83/5 Charger PPL Proximity pilot evaluation logic



According to ECE R 100, the following voltages are defined as high voltages in the volt-age class:

Direct voltage AC voltage

> 60 V DC > 30 V AC

≤ 1500 V DC ≤ 1,000 V AC

2 E 350 e market launch 2.2 High-voltage battery


2.2 High-voltage battery

The lithium-ion battery consists of the following components:

Cell blocks with lithium-ion cells

Battery management system

Contactors for isolating the high voltage on-board electrical system

Connections for coolant and 12 V power supply

Service cover for electrical fuses in the high-voltage battery

High-voltage battery TT_54_10_037927_FA

Tasks of the high-voltage battery:

Energy storage for the electric motor

Supply of the high-voltage system components with a rated voltage of 290 V direct voltage

Supply of the 12 V battery via the power electronics with integrated DC/DC converter

The integrated battery management system:

monitors the interlock circuit

switches and checks the high voltage contactors

controls charging and discharging

Special considerations regarding the lithium-ion battery

Cell oxidation causes aging of the lithium-ion battery. This effect is influenced by various factors, including temperature and charge level

The normal operating range for a lithium-ion battery is between 20 °C and 50 °C. To keep the high-voltage battery in this temperature window, it is cooled via coolant. While driving, the temperature of the high-voltage battery is approx. 35 °C.

The charging time depends on the charge level (state of charge, SOC), the battery temper-ature, the available power supply and the charge mode.



Electrical fuses in the high-voltage battery

Two fuses are located under a cover of the high-voltage battery for the E 350 e. The following

high-voltage consumers are supplied and fused with these fuses:

On-board charger

DC adapter plate on power electronics control unit

TT_00_00_045970_FA

High-voltage battery fuses TT_54_15_046159_FA

1 Electrical fuse A100f751 (onboard charger) (re-placeable)

2 Electrical fuse A100f750 (for high-voltage dis-tributor plate on power electronics control unit (replaceable)

3 Interlock interrupter contact

A100 High-voltage battery module

Replacing the electrical fuses in the high-voltage battery is described in WIS document

AR54.10-P-1200LVH. Fuse replacement must not be carried out without a prior check and

prompt via XENTRY Diagnostics. The decision to replace a fuse is made using a test procedure

that is supported by the diagnostic system.

The specified work and safety information must be observed during replacement.

Electrical fuse in the DC adapter plate

Two adapter plates are mounted to the power electronics on the E 350 e:

AC adapter plate with connections for the electric machine

DC adapter plate with connection to high-voltage power distributor



Power electronics TT_00_00_045972_FA

Adapter plates TT_00_00_045973_FA

Electrical fuse TT_00_00_045974_FA

WIS document AR54.10-P-1112LVH describes the process of replacing the electrical fuse

(60 A) in the DC adapter plate. Fuse replacement must not be carried out without a prior check

and prompt via XENTRY. The decision to replace a fuse is made using a test procedure that is

supported by the diagnostic system. These symptom-based tests are available in the high-

voltage on-board electrical system menu item in the AAC control and operating unit (N22/1)

only.

The specified work and safety information must always be observed when replacing.

A high-voltage power distributor provides power to the high-voltage PTC heater and the electric

refrigerant compressor downstream of the electrical fuse.



High voltage power distributor TT_00_00_045976_FA

Transport of the lithium-ion battery

The latest documents concerning the handling of the high-voltage battery are stored in WIS,

module 54.10:

Note on the high-voltage battery

Note concerning acute danger caused by high-voltage batteries

Notes on evaluating the housing of high-voltage batteries

Physical checks of the high-voltage battery

Thermal check of the high-voltage battery

Electrical test using XENTRY Diagnostics

Information about transport safety can be found in the actual values in the battery man-agement system control unit.

Further information about storage and handling of the high-voltage batteries can be found at

the following link:

http://gms.aftersales.daimler.com/

Daimler AG guidelines - Safe handling of lithium-ion batteries - Version 3.0

Work instruction for secure containers for high-voltage batteries

smart ebike, guidelines on handling, storage and transportation of Li-Ion batteries Version 1.2, as of 07/2014

Guidelines for the evaluation of potential process-related signs of wear/damage to haz-ardous material packaging of high-voltage batteries

Risk of explosion in case of thermal load (heat, avoid welding; painting work/force drying up to a max. object temperature of 60 °C). In this connection, the activities during a repair of the vehicle following an accident must be coordinated between the workshops and em-ployees involved. The qualification matrix must be observed here.



Diagnosis of removed high-voltage batteries

Since DVD 05/14, a separate, model series independent starting point for diagnosis of the re-

moved high-voltage batteries has been available in XENTRY. The path is:

SELECTION OF THE BRAND → SPECIAL PROCESSES → HIGH-VOLTAGE BATTERY

The diagnosis unit is marketed as an XENTRY accessory and can be ordered with model series-

specific adapter cables.

TT_00_00_033494_FA

2 E 350 e market launch 2.3 High-voltage components


2.3 High-voltage components

The block diagram depicts the high-voltage components with their high-voltage lines.

Signal lines and the 12 V supply are not referenced here.

High-voltage topology TT_00_00_046627_SW

A9/5 Electric refrigerant compressor N129/1 Power electronics

A79/1 Electrical machine X58/23 Charger feed-in socket

A100 High-voltage battery X999 High-voltage power distributor

DC/DC DC/DC converter ADP AC AC adapter plate

N33/5 High-voltage PTC heater ADP DC DC adapter plate

N83/5 Charger

Power electronics

The power electronics include the inverter and the DC/DC converter. Two adapter plates are

mounted. An AC adapter plate includes the three phases for the electric machine, and a DC

adapter plate with the connections for the electric refrigerant compressor and PTC heater

booster.

Power electronics N129/1 TT_00_00_046575_SW

1-3 3 connections for the AC adapter plate 6/7 Coolant connections

4 Connection for the DC adapter plate N129/1 Power electronics

5 Connection for 12 V plug



Inverter

The inverter includes a power inverter and is used to operate the electric machine.

On-board electrical system, DC/DC converter

The DC/DC converter realizes the on-board electrical system support between the high-voltage

and 12 V on-board electrical system. The on-board electrical system support is a support facili-

ty between the high-voltage and 12 V supply: Buck mode

BUCK MODE Parking function:

Ignition OFF and engine OFF

During very long periods of inactivity, the on-board elec-trical system can request the driver SAM control unit to recharge the 12 V battery.

As from model series 213 PIH, the function is only avail-able without incremental unit or time restriction in direct relation to the SOC of the high-voltage battery: SOC > 9 %

Also available without inserted key

Idle period function

Ignition ON and engine OFF

Automatic support as from < 11.4 V in the 12-V-on-board electrical system

Deactivation for SOC < 4 %

Driving function

Ignition ON and engine ON

After the engine is started, buck mode remains active.

The voltage level rises to the normal level for the model se-ries.

WHEN THE TRUNK LID IS OPENED, BUCK MODE IS DEACTIVATED.

Special feature

Boost mode (support from 12 V to high voltage) is NOT available on plug-in hybrids.

Electric machine

An electric machine is used to realize the start (stop/start), alternator mode, boost and regen-

erative braking mode functions. The 3-phase electric machine is designed as a continuously

energized synchronous machine. It includes a rotor position sensor and the temperature sensor

to detect the machine temperature. The electric machine is integrated in the traction head of

the 725.013 transmission.



Sectional view of transmission bell housing TT_27_51_046315_FA

A79/1 Electric machine B Transmission bell housing

L20 Electric machine rotor position sensor C Stator

A Engine disconnection clutch

The torque converter remains as a fully functional starting device. Together with the lockup

clutch, clutch and integrated damper, the torque converter forms a weight-optimized, highly in-

tegrated assembly. The traction head including electric machine, torque converter, engine sep-

arator clutch, torque converter lockup clutch and torque converter housing can be mounted

separately as a modular unit. It is connected via an adapter plate to the base transmission.



Functional advancement of the 725.013 transmission

This powertrain design enables the following main functional advancement:

The engine separator clutch designed as an open clutch reduces powertrain losses in all operating modes in which the combustion engine is decoupled.

By arranging the torque converter with torque converter lockup clutch (KÜB) between the electric machine and transmission input, the combustion engine can be started with the P2 machine via the engine separator clutch, which introduces considerable NVH (Noise Vibration Harshness) advantages.

Creep requirements do not pose a problem thanks to the switch of the starting device from the wet clutch (NAK) to the torque converter

Since the oil supply, also during purely electric driving, is not wholly dependent on the per-formance of the iZÖP (integrated electric auxiliary oil pump), the temperature window in which e-travel is made possible can be extended.

As a result of the increase in performance and capacity of the battery, electric driving per-formance especially the electric driving range and boosting are improved. The en-hanced performance also gives rise to greater flexibility in the driving strategy, which translates to CO2 savings depending on the specific vehicle.

Special features

Clutch in place of wet clutch.

9 gear ranges.

Rotor position sensor can be replaced.

Traction head is replaced as complete unit. A voltage proof test is therefore currently not

carried out.

Onboard charger

The primary objective of the onboard charger is to charge the high-voltage battery of the vehi-

cle using the local power supply system, from a single-phase configuration up to a 240 V outer

conductor voltage. The control pilot signal (PWM) determines the available output and start of

the charging process. The output of the onboard charger is 3.3 kW.

2 E 350 e market launch 2.4 Cooling and climate control


2.4 Cooling and climate control

High-voltage system cooling

The operating temperature of the high-voltage battery must be within a certain range. This en-

sures that the charge capacity, the number of charging cycles and therefore the life expectancy

of the high-voltage battery are optimized.

The high-voltage battery is cooled directly via the coolant of low temperature circuit 2, which

flows through the high-voltage battery module.

The charge air, transmission and power electronics cooling system have a common low tem-

perature circuit 1, which is separated from the cooling circuit of the combustion engine and has

a separate expansion reservoir. It protects the power electronics control unit (N129/1) against

overheating damage among other things.

Low temperature circuit 2

The powertrain control unit (N127) reads in the following signals via the CAN network to control

cooling of the high-voltage battery:

Battery management system control unit (N82/2)

Temperature of the high-voltage battery

Status of the battery management system

Diagram of low-temperature circuit 2 TT_20_00_046083_FA

1 Cooler for low temperature circuit 2 Y73/2 Low-temperature circuit switchover valve 2

2 Heat exchanger Y110 High-voltage battery cooling expansion valve

3 Expansion reservoir for low-temperature circuit 2

Y140 High-voltage battery cooling switchover valve

B11/7 Low-temperature coolant circuit 2 tempera-ture sensor

A Coolant heated

M43/7 Circulation pump 2 for low-temperature circuit

B Coolant cooled

N82/2 Battery management system control unit C Refrigerant (high pressure, liquid)

N83/5 Charger D Refrigerant (low pressure, gaseous)



According to the ambient temperature, the waste heat from the high-voltage battery is led away

over the low-temperature cooler or over the heat exchanger connected to the refrigerant cir-

cuit. Low-temperature circuit 2 is regulated by actuating the high-voltage battery cooling

switchover valve.

The cooler of low-temperature circuit 2 dissipates the waste heat directly to the ambient tem-

perature. The heat exchanger cools the coolant via the refrigerant injected and vaporized in the

heat exchanger. The cooled down coolant is then made available to low-temperature circuit 2.

When the high-voltage battery is charged using the charger feed-in socket at average tempera-

tures, low-temperature circuit switchover valve 2 is switched in the direction of the charger and

the waste heat of the electronics is dissipated via the cooler for low-temperature circuit 2.

At low temperatures of the high-voltage battery, the coolant is routed via the heat exchanger

blocked off from the high-voltage battery cooling expansion valve. In this scenario, the heat ca-

pacity of the high-voltage battery is used to cool the electronics of the charger.

The powertrain control unit compares the request with the energy management specifications

and issues an enable to actuate the electric refrigerant compressor (A9/5). The enable for the

electric refrigerant compressor takes into account the charge level of the high-voltage battery

and the maximum tolerable discharge voltage/currents.

The cooling output is primarily dependent on the level of actuation of the electric refrigerant

compressor. In neutral and during an automatic engine stop, the output of the electric refriger-

ant compressor is limited to a maximum of approx. 2 kW. If the state of charge of the high-

voltage battery is extremely low, the output of the electric refrigerant compressor is controlled

down to 0 kW.

Heat exchanger (chiller) TT_20_00_039109_FA

1 Heat exchanger B Refrigerant connections

A Coolant connections (low-temperature cir-cuit 2)

Y110 High-voltage battery cooling expansion valve



Low-temperature circuit 1

Diagram of low-temperature circuit 1 TT_20_00_046085_FA

1 2-mm restrictor N129/1 Power electronics control unit

10 Transmission oil heat exchanger Y73/1 Low-temperature circuit switchover valve

14 Low-temperature cooler A Coolant heated

15 Expansion reservoir for low-temperature circuit

B Coolant cooled

110/2 Charge air cooler C Temperature medium high

B10/13 Low-temperature circuit temperature sensor D Temperature low

M43/6 Low-temperature circuit circulation pump 1

The power electronics control unit internally assesses the temperature of low-temperature cir-

cuit 1 and requests cooling output via the powertrain control unit if necessary. The powertrain

control unit evaluates the request for the charge air, transmission and power electronics cool-

ing, and then actuates circulation pump 1 and the switchover valve for the low-temperature cir-

cuit accordingly. To support this regulation process, the temperature sensor for the low-

temperature circuit is also evaluated.

Low-temperature circuit circulation pump 1 sucks in the coolant when appropriate actuation

takes place via the drivetrain LIN and pumps it into low-temperature circuit 1 to the power elec-

tronics control unit. The coolant flows through the power electronics control unit and the heat

is delivered to the coolant.

The coolant then flows through the transmission oil heat exchanger and absorbs additional

thermal energy from the transmission oil before it flows on into the low-temperature cooler,

where it is cooled by the airstream and flows back to low-temperature circuit circulation

pump 1.

High-voltage PTC heater

To enable heating up the vehicle interior during electric driving and when the pre-entry climate

control function is active, a high-voltage PTC heater with integrated heating elements is in-



stalled. This heats up the coolant electrically. The circulation pump for the heater circuit pumps

the coolant from the high-voltage PTC heater to the heater heat exchanger or to the combus-

tion engine and the heater heat exchanger (small or large coolant circuit), thereby enabling the

vehicle interior and the combustion engine to be heated. The high-voltage PTC heater switch-

over valve regulates the flow of coolant (small or large coolant circuit). The high-voltage PTC

heater directly actuates the heater circuit circulation pump and the high-voltage PTC heater

switchover valve.

Position of PTC heater TT_83_70_046571_FA

N33/5 High-voltage PTC heater

The heating elements are heated by energizing. The coolant flowing through the high-voltage

PTC heater absorbs the heat of the heating elements whereby it is then heated up.

The high-voltage PTC heater is actuated over the climate control LIN 2 by the climate control

control unit to match the requested heat output. At a coolant temperature > 90 °C, the high-

voltage PTC heater is switched off to protect it from being damaged. The coolant temperature

is recorded over the high-voltage PTC heater temperature sensor.



Climate control

E 350 e refrigerant circuit TT_83_40_046624_FA

E 350 e refrigerant circuit TT_83_40_046483_FA

1 Condenser Y19/3 Front evaporator shutoff valve

2 Fluid reservoir (drier) Y110 High-voltage battery cooling expansion valve

3 Evaporator A High pressure, gaseous

4 Inner heat exchanger B High pressure, liquid

6 Heat exchanger (low-temperature circuit 2) C Low pressure, liquid

A9/5 Electric refrigerant compressor D Low pressure, gaseous



Electric refrigerant compressor

TT_00_00_045965_FA

The electric refrigerant compressor is responsible for intake and compression of the refrigerant.

The climate control control unit actuates the electric refrigerant compressor via climate control

LIN 2.

The electric refrigerant compressor control unit regulates the rotational speed of the electric

motor and the refrigerant quantity. The electric motor drives the scroll compressor. This con-

sists of two intertwined spirals, one of which is permanently connected to the housing while the

second rotates in a circle in the first one. The spirals form several increasingly smaller cham-

bers inside the scrolls. In these chambers, the refrigerant compressed in this manner reaches

the center, where it then exits in a compressed manner.

During electric operation, pre-entry climate control or at a standstill, operation of the electric

refrigerant compressor is audible. This does not represent a reason for complaint.

Refrigerant compressor TT_83_55_038630_FA

1 Scroll compressor A9/5 Electric refrigerant compressor

2 Control unit plug connection A9/5m1 Refrigerant compressor electric motor

3 High-voltage connection A9/5n1 Refrigerant compressor control unit and

power electronics



The refrigerant circuit of the E 350 e is filled with refrigerant R1234yf. The compressor oil is

assigned object number A000 989 06 06 (PAG).

TT_00_00_046527_FA

2 E 350 e market launch 2.5 Regenerative braking


2.5 Regenerative braking

Regenerative and hydraulic braking mode, general

The driver's brake command is detected by the pedal angle sensor and the master brake cylin-

der pressure sensor integrated in the traction system hydraulic unit, and is sent to the ESP®

control unit.

The ESP® control unit continually communicates via the chassis FlexRay with the powertrain

control unit and the power electronics control unit regarding the value of the currently availa-

ble, requested and implemented regenerative braking torque.

The regenerative braking torque is generated exclusively via the drive axle. The level of usable

or applicable braking torque greatly depends on the limits of driving stability, the performance

limits of the electrical machine, the power electronics and the charge level and temperature of

the high-voltage battery. When the driver's brake command is detected, depending on the

brake power required, braking torque is initially applied in a regenerative manner via the rear

axle only. If the driver's brake command exceeds the capacity of the regenerative braking

torque, hydraulic braking torque is additionally applied at both axles as the brake pedal is de-

pressed.

The remaining function sequence is divided into the following steps:

Regenerative braking mode, function sequence

Regenerative and hydraulic braking mode, function sequence

Hydraulic braking mode, function sequence



Hydraulics diagram TT_42_22_046031_SW

1 Brake pedal A7/3y10 Left rear pressure regulating valve (pressure hold)

2 Brake fluid reservoir A7/3y11 Left rear pressure regulating valve (pressure release)

3 Master brake cylinder A7/3y12 Right rear pressure regulating valve (pressure hold)

4 Pressure reservoir A7/3y13 Right rear pressure regulating valve (pressure release)

5 Pressure retention valve A7/3y18 Brake circuit 1 switchover valve

A7/3 Traction system hydraulic unit A7/3y19 Brake circuit 2 switchover valve

A7/3b1 Master brake cylinder pressure sensor A7/3y22 Brake circuit 1 intake ball valve

A7/3b7 Front pressure sensor A7/3y23 Brake circuit 2 intake ball valve

A7/3m1 High pressure and return flow pump A7/7 BAS brake booster

A7/3y6 Left front pressure regulating valve (pressure hold) A Brake circuit 1

A7/3y7 Left front pressure regulating valve (pressure release) B Brake circuit 2

A7/3y8 Right front pressure regulating valve (pressure hold) C Brake circuit 1 pulsation damper

A7/3y9 Right front pressure regulating valve (pressure release) D Brake circuit 2 pulsation damper

Regenerative braking mode, function sequence

The powertrain control unit forecasts the current status of the maximum regenerative braking

torque available that can be induced by the electric machine at the rear axle. This status is sent

to the ESP® control unit.

With the regenerative braking system, during trouble-free operation, the hydraulic connection

between the master brake cylinder and the reservoir chambers of both brake circuits is enabled

by switching of the exhaust valves.

After a short free travel, actuation of the brake pedal causes a shift of the primary piston in the

master brake cylinder and the brake fluid flows into the reservoirs. At the same time, so much



pressure is built up in the two brake circuits that the brake pads are applied to the brake disk

without generating noticeable brake power. The ESP® control unit divides the overall braking

torque requested by the driver into a recuperative part (to be implemented by the drivetrain)

and a hydraulic part (to be implemented by the service brake), depending on the driving condi-

tion. If the total requested braking torque of the drive axle can be generated on an exclusively

regenerative basis, it is no longer divided into an additional hydraulic portion. In this scenario,

deceleration is realized exclusively by the alternator output.

As soon as the speed drops below 10 km/h when the brakes are applied, a changeover from

regenerative braking to hydraulic braking takes place. The 3-phase AC voltage generated by the

electric machine during regenerative braking is converted by the power electronics control unit

into high-voltage DC voltage and sent to the high-voltage battery. Below a speed of 3 km/h, the

vehicle cannot regeneratively brake. The braking torque actually applied is sent by the power

electronics control unit back to the ESP® control unit.

In the case of an ABS, ESP® or BAS control intervention, regenerative braking at the rear axle

is terminated for this brake application and the braking torque is applied purely via the hydrau-

lic service brake at the front and rear axles. Regenerative braking is not possible when the high-

voltage battery is fully charged. In this scenario, only the hydraulic brake is used for braking un-

til the high-voltage battery is partially discharged again through energy withdrawal, at which

point it can store electrical energy.

Regenerative and hydraulic braking mode, function sequence

Should the braking torque requested by the driver further increase (as detected by the pedal

angle sensor when pedal travel increases) and all available regenerative braking torque is fully

utilized, the exhaust valves are closed. Closing of the exhaust valves interrupts the connection

to the reservoir chambers of the brake circuits, at which point additional braking torque build-

up is realized hydraulically at all four wheels.

In the event of increasing driving instability, the regenerative braking torque applied at the rear

axle is reduced and hydraulic braking torque is built up as required. For this purpose, the high-

pressure and return flow pump in the traction system hydraulic unit is actuated to create the

hydraulic pressure required in the brake circuits.

Special features

For design reasons, the brake pedal feel for a regenerative braking system can be per-

ceived differently than with a conventional brake system, depending on the vehicle speed

and extent of the maximum usable regenerative braking torque.

Regenerative braking is deactivated for the driving cycle if:

Certain faults occur in the brake control system.

The regenerative braking torque requested is not provided correctly.

A fault has occurred in the hybrid drive system.



Hydraulic braking mode, function sequence

If no regenerative braking torque can be produced due to overload of the electric ma-

chine/power electronics or a charge level of the high-voltage battery that is too high, a purely

hydraulic braking torque is applied as with a conventional brake system.

Vacuum supply

The ESP® control unit evaluates the signal from the double brake vacuum sensor, which

measures the vacuum pressure in the vacuum chamber of the BAS brake booster. When the

ESP® control unit is activated via the wake-up function and the ignition is switched on, the

vacuum pump mechanical relay (-) (K40/8kI) is switched. The electronic vacuum pump relay (+)

(K40/8kQ) is only switched in electric mode or for the ECO start/stop function and insufficient

vacuum pressure in the BAS brake booster by the ESP® control unit. When the engine is run-

ning, the vacuum required is created by the intake manifold and mechanical vacuum pump at

the camshaft. As soon as the vacuum measured by the brake vacuum sensor and assessed

by the ESP® control unit reaches the cutoff value, the electronic vacuum pump relay (+)

and, thus, the electric vacuum pump, are switched off.

The electronic vacuum pump relay (+) is designed as a semiconductor relay to achieve a

faster response time and a higher switching frequency. The difference to the mechanical

vacuum pump relay (-) is that mechanical parts are no longer used. A feedback line at the

relay output is used by the ESP® control unit to monitor the function of the electronic

vacuum pump relay (+).

Radar-based regenerative braking system

On vehicles with code 258 (Active Brake Assist System)

The Active Brake Assist System controller unit determines the distance and relative speed to the vehicle ahead and sends this information via the periphery CAN to the powertrain control unit. A target deceleration (negative acceleration) is calculated weigh-ing the relative speed and distance to the vehicle ahead. This results in a target force or target torque applied as engine drag torque. Deceleration through an increase in regen-erative torque takes place when catching up to a slower vehicle, approaching a deceler-ating vehicle or trailing downhill. The relative speed and distance are determined by the Active Brake Assist System controller unit and sent to the powertrain control unit. The powertrain control unit calculates the respective target deceleration and sends the re-quest for the regenerative braking torque via the powertrain control unit interface to the power electronics control unit. The power electronics control unit actuates the electric machine accordingly as an alternator .

On vehicles with code 239 (DISTRONIC Distance Pilot)

The DISTRONIC Distance Pilot electric controller unit determines the distance and rela-tive speed to the vehicle ahead and sends this information to the powertrain control unit.

On vehicles with code 23P (Driving assistance package)

The Intelligent Drive control unit determines the distance and relative speed to the vehi-cle ahead and sends this information to the powertrain control unit.



E 350 e with code 258 (Active Brake Assist System)

The radar-based regenerative braking system is selected in the "ECO" transmission mode using the DYNAMIC SELECT switch in the left lower control panel and sent to the Audio/COMAND control panel. The Audio/COMAND control panel sends the signal via the telematics CAN, head unit, user interface CAN, electronic ignition lock control unit and periphery CAN to the Active Brake Assist System controller unit.

E 350 e with code 239 (DISTRONIC Distance Pilot)

The radar-based regenerative braking system is selected in the "ECO" transmission mode using the DYNAMIC SELECT switch in the left lower control panel and sent to the Audio/COMAND control panel. The Audio/COMAND control panel sends the signal via the telematics CAN, head unit, user interface CAN, electronic ignition lock control unit and chassis FlexRay to the DISTRONIC Distance Pilot electric controller unit.

E 350 e with code 23P (Driving assistance package)

The radar-based regenerative braking system is selected in the "ECO" transmission mode using the DYNAMIC SELECT switch in the left lower control panel and sent to the Audio/COMAND control panel. The Audio/COMAND control panel sends the signal via the telematics CAN, head unit, user interface CAN, electronic ignition lock control unit and chassis FlexRay to the Intelligent Drive control unit.

2 E 350 e market launch 2.6 Networking, PLUG-IN HYBRID


2.6 Networking, PLUG-IN HYBRID

TT_00_00_045997_FA

The vehicle electronics is networked by means of the following bus systems:

Control Area Network (CAN)

Media Oriented System Transport (MOST)

Local Interconnect Network (LIN)

FlexRay

Ethernet

Block diagram of networking on the E 350 e - Drivetrain TT_08_00_045998_FA

A1 Instrument cluster N30/4 ESP® control unit

A1p13 Multifunction display N33/5 High-voltage PTC heater

2 E 350 e market launch 2.6 Networking, PLUG-IN HYBRID


A9/5 Electric refrigerant compressor N62/4 Intelligent Drive control unit

A26/17 Head unit N69/1 Left front door control unit

A40/8 Audio/COMAND display N72/4 Left lower control panel

A40/9 Audio/COMAND control panel N72/4s1 DYNAMIC SELECT switch

A79/1 Electrical machine N72/4s6 Operating mode selection button

A79/1b1 Electric machine temperature sensor N73 EZS control unit

A100b1 High-voltage battery coolant inlet temperature sen-sor

N82/2 Battery management system control unit

A100b2 High-voltage battery cell temperature sensors N83/5 Charger control unit

A100g1 High-voltage battery N118 Fuel system control unit

A100s1 Contactor N127 Powertrain control unit

B10/13 Low-temperature circuit temperature sensor N129/1 Power electronics control unit

B11/7 Low-temperature coolant circuit 2 temperature sensor

S7 High-voltage disconnect device

B37 Accelerator pedal sensor X11/4 Diagnostic connector

B37/1 Pedal angle sensor X58/23 Charger feed-in socket

f63 Pyrofuse Y3/8n4 Fully integrated transmission control unit

G1 On-board electrical system battery Y73/1 Low-temperature circuit switchover valve

K40/8kj CPC relay Y73/2 Low-temperature circuit switchover valve 2

L6/1 - L6/4 Rpm sensors Y110 High-voltage battery cooling expansion valve

L20 Electric machine rotor position sensor Y140 High-voltage battery cooling switchover valve

LIN A3 LCP-LIN CAN A Telematics CAN

LIN B8-2 Climate control LIN 2 CAN B Interior CAN

LIN B15 Battery sensor LIN CAN C Engine CAN

LIN C3 Drivetrain LIN CAN C1 Drive train CAN

M42 Electric auxiliary oil pump CAN D Diagnostic CAN

M43/6 Low-temperature circuit circulation pump 1 HMI CAN User interface CAN

M43/7 Circulation pump 2 for low-temperature cooling system

CAN L Hybrid CAN

N2/10 Restraint systems control unit CAN PER Periphery CAN

N3/10 ME-SFI [ME] control unit Flex E Chassis FlexRay

N10/6 Front SAM control unit HSVL High-speed video link

N22/1 Climate control control unit


1511 4747 - 1. Edition 10.06.2016 36

market launch - daimler ag · the previous written consent of daimler ag. this applies in...

Documents