Engine | 470.9, 471.9, 473.9 in model 963 |
with code V2B (Actros model generation 5) | |
Engine | 470.9, 471.9, 473.9 in model 963 |
with code V2F (Actros S/M cab, model generation 5) | |
Engine | 470.9, 471.9, 473.9 in model 964 |
with code V2J (Arocs model generation 5) | |
Engine | 470.9, 471.9, 473.9 in model 964 |
with code V3L (Actros BM964 model generation 5) |
W07.16-1059-79
Shown on engine 471.9 with Euro VI standard |
A4 | Engine management control unit (MCM) | B617 | Charge air temperature sensor in charge air distributor | Y610 | Cylinder 3 fuel injector | ||
B600 | Crankshaft position sensor | B621 | Exhaust gas recirculation (AGR) differential pressure sensor | Y611 | Cylinder 4 fuel injector | ||
B601 | Camshaft position sensor | B622 | Rail pressure sensor | Y612 | Cylinder 5 fuel injector | ||
B602 | Fuel temperature sensor | B638 | Fuel filter module pressure sensor | Y613 | Cylinder 6 fuel injector | ||
B606 | Exhaust coolant temperature sensor | CAN 4 | Drive train CAN | Y621 | Exhaust gas recirculation positioner | ||
B608 | Charge air pressure and temperature sensor in charge air pipe | Y608 | Cylinder 1 fuel injector | Y642 | Quantity control valve | ||
B611 | Temperature sensor downstream of air filter (vehicles with Euro VI standard) | Y609 | Cylinder 2 fuel injector |
General
In operating status, the engine management control unit compares the specified engine torque going into the drive control (CPC5) (A3a) control unit with the current actual engine torque. This is derived from the position of the accelerator pedal and provided via the drive train CAN. If the requested specified engine torque is less than the current actual engine torque, the engine management control unit reduces the injection quantity. If the requested engine specified torque is greater than the current engine actual torque, then it increases the injection quantity.
The engine management control unit can limit the specified engine torque sent by the control unit of the drive control for engine protection reasons. The limitation occurs in the following cases:
The coolant temperature exceeds a specific value.
The engine has reached its final or maximum governed rpm.
To comply with the maximum permissible speed.
Because of a control intervention function of the anti-lock braking system (ABS) and anti-slip control (ASR).
Limitation of the required engine torque always leads to limitation of the injection quantity.
The injection quantity is also dependent on the following input parameters:
Engine speed
Air mass
Coolant temperature
Fuel temperature
If the engine speed falls to less than 950 rpm, the engine management control unit increases the fuel pressure via the quantity control valve in the rail and actuates the cylinder fuel injectors.
The exhaust gas recirculation (EGR) is active throughout the whole driving mode to reduce the nitrous oxide emissions.
The smoke emission limitation and the altitude correction can additionally influence the injection quantity (actuation period) and the start of actuation of the fuel injectors.
Smoke limit
The fuel quantity is limited via the smoke limitation characteristics so that virtually no output of smoke occurs.
Smooth running control
The smooth running control compensates for all of the differences in injection quantity in the individual fuel injectors.
Development of torque on the various cylinders can differ due to tolerances and wear on the individual fuel injectors. This leads to rough running of the engine. The turn rate of the crankshaft becomes slightly faster and slower. One particularly feels this when idling. The smooth running control can respond to rough running because it actuates every injection nozzle individually. It balances out the rotational speed fluctuations through slightly different injection quantities for the individual cylinder until all cylinders develop the same torque.
Altitude correction
The altitude correction is primarily designed in such a way that the exhaust gas turbocharger shaft speed, the compressor outlet temperature, and the turbine inlet temperature of the exhaust gas turbocharger as well as the air/fuel ratio λ (lambda) do not undershoot or exceed the specified limits. For this purpose, the exhaust gas recirculation rate (EGC rate), the start of actuation, and the actuation period (injection quantity) of the fuel injectors are adjusted.
Drive control (CPC) control unit, component description | A3a | ||
Engine management (MCM) control unit, component description | A4 | ||
Crankshaft position sensor, component description | B600 | ||
Camshaft position sensor component description | B601 | ||
Fuel temperature sensor component description | For vehicles with engine 470.9, 471.9 as of engine end number 032691, 473.9 | ||
For vehicles with engine 471.9 up to engine end number 032690 | |||
Coolant outlet temperature sensor component description | B606 | ||
Charge air pressure and temperature sensor in charge air pipe, component description | B608 | ||
Temperature sensor downstream of air filter, component description | Vehicles with code M5Z(Engine version Euro VI) | ||
Charge air temperature sensor in charge air housing, component description | B617 | ||
Exhaust gas recirculation differential pressure sensor, component description | B621 | ||
Rail pressure sensor component description | B622 | ||
Fuel filter module pressure sensor, component description | For vehicles with engine 470.9, 471.9 as of engine end number 032691, 473.9 | ||
For vehicles with engine 471.9 up to engine end number 032690 | |||
Component description for fuel injectors | Y608, Y609, Y610, Y611, Y612, Y613 | ||
Component description for exhaust gas recirculation actuator | Y621 | ||
Component description for the quantity control valve | Y642 |