Charging, function

Function requirements for charging - general

 Circuit 87M (engine management ON)

 Engine runs

Forced induction, general

The cylinder charging efficiency is improved as a result of forced induction. As a result, the engine torque and power output are boosted. For forced induction, the flow energy of the exhaust gases is used to drive both ATLs. Forced induction is performed by two inline engaged ATLs of different size which function together in different ways depending on the operating range.

The ATL suctions in fresh air through the air filter on the compactor inlet and feeds it through the compressor outlet into the charge air pipe upstream of the charge air cooler.

The high rotational speed of the compressor impeller and the resultant high volumetric flow rate compacts the air in the charge air pipe. The compacting heats the charge air, which now flows through the charge air pipe to the charge air cooler. This cools off the charge air and feeds it through the charge air pipe to the charge air distributor.

Charging is regulated by the boost pressure control. The boost pressure is regulated by the CDI control unit (N3/9) depending on the following values and associated components:

 atmospheric pressure sensor, for measuring the atmospheric pressure

 Charge air temperature sensor (B17/8)

 Temperature sensor upstream of charge air cooler (B17/11) (with code 494 (USA version))

 Temperature sensor upstream of ATL (B19/11)

 The injection quantity which is determined via the injection period of fuel injectors (Y76) and the fuel pressure in the rail. The fuel pressure in the rail is detected by the high pressure fuel pressure sensor (B4/6)

 Boost pressure control flap pressure transducer (Y93)

 Boost pressure control pressure transducer (Y31/5)

 Coolant temperature, over the coolant temperature sensor (B11/4)

 atmospheric pressure, via the atmospheric pressure sensor in the CDI control unit

 Intake air pressure, via the pressure sensor downstream of the air filter (B28/5)

 Engine speed, via the crankshaft Hall sensor (B70)

 Boost pressure, via the boost pressure sensor (B5/1)

 Boost pressure, via the low-pressure turbocharger boost pressure sensor (B5/4)

 Exhaust pressure, over the exhaust pressure sensor (B60)

 Intake air mass, via the hot film mass air flow sensor (B2/5)

 Intake air temperature, via the intake air temperature sensor (B2/5b1)

 DPF differential pressure sensor (B28/8) (with code 474 (Particulate filter)), (soot content of diesel particulate filter (DPF))

Function sequence for charging

The function sequence is described in the following steps:

 Function sequence for boost pressure control with wide open throttle operation up to 1200 rpm

 Function sequence for boost pressure control with wide open throttle operation from approx. 1200 rpm to approx. 2800 rpm

 Function sequence for boost pressure control with wide open throttle operation as of about 2800 rpm

Function sequence for boost pressure control with wide open throttle operation up to 1200 rpm

Up to an engine speed of approx. 1200 rpm in wide open throttle operation, both exhaust flaps are closed (boost pressure control flap and wastegate) and the entire flow of exhaust gas flows via the turbine wheel of the high-pressure turbocharger to the turbine wheel of the low-pressure turbocharger and then to the exhaust system.

The largest part of the exhaust gas energy acts on the turbine wheel of the high-pressure turbocharger which thereby generates the main part of the necessary boost pressure.

The remaining exhaust gas energy acts on the turbine wheel of the low-pressure turbocharger which drives the compressor impeller via the supercharger shaft. The low-pressure turbocharger does not therefore act as a hydrodynamic hydrodynamic retarder. The wastegate actuated by the boost pressure control pressure transducer and the check valve are closed.

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Function sequence for boost pressure control with wide open throttle operation from approx. 1200 rpm to approx. 2800 rpm

As of an engine speed of approx. 1200 rpm up to approx. 2800 rpm in wide open throttle operation, the boost pressure control flap is opened depending on the required boost pressure. The larger part of the exhaust flow continues to flow via the turbine wheel of the high-pressure turbocharger to the turbine wheel of the low-pressure turbocharger and then to the exhaust system. The largest part of the generated boost pressure is provided by the high-pressure turbocharger.

The boost pressure control flap actuated by the boost pressure control flap pressure transducer is slowly opened according to prescribed values in the characteristics map (controlled), so that the low-pressure turbocharger is continuously switched-in. The wastegate actuated by the boost pressure control pressure transducer and the check valve continue to be closed.

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Function sequence for boost pressure control with wide open throttle operation as of about 2800 rpm

As of an engine rpm of about 2800 rpm the check valve (opens self regulating) and the wastegate are opened. The charge air generated by the low-pressure turbocharger is mostly led over the air duct housing past the compressor for the high-pressure turbocharger (bypassed) to the charge air cooler. The low-pressure turbocharger thus generates the required boost pressure. As the high-pressure turbocharger cannot be completely bypassed, a part of the exhaust flow continues to drive the high-pressure turbine wheel. The boost pressure generated is regulated by the wastegate actuated by the boost pressure control pressure transducer. The CDI control unit uses the boost pressure sensor to monitor the boost pressure actually generated.

The low-pressure turbocharger boost pressure sensor detects the boost pressure downstream of the low-pressure turbocharger. By comparing the boost pressure actually generated with the boost pressure stored in the characteristics map and the boost pressure downstream of the low-pressure turbocharger, it is possible to detect faults at the high pressure and low-pressure turbocharger.

 The compressor bypass is self-regulating based on the pressure differential, whereby the spring-loaded check valve bypasses the charge air up to a condition of higher loads to the high-pressure turbocharger.

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