Camshaft adjustment, function - GF07.61-P-4021MIS

ENGINE 272.9 (except 272.974) in MODEL 221.0 /1 (except 221.095 /195) as of model year 2009/AEJ 08 

ENGINE 273.9 in MODEL 216.3, 221.0 /1 as of model year 2009/ AEJ 08 

Function requirements of camshaft adjustment, general points 

• Circuit 87M ON (engine control ON)
• Engine running

Camshaft adjustment, general points 

The camshaft adjustment allows all four camshafts to be adjusted continuously by up to 40° CKA (Crank Angle). This means the valve overlap in the event of a load change can be varied within wide limits.

This optimizes engine torque characteristics and improves the exhaust characteristics.

Valve overlap

The intake valves open before the exhaust valves close.

For camshaft adjustment, the ME-SFI (N3/10) control unit reads the following sensors:

• Hot film MAF sensor (B2/5), engine load
• LH and RH intake camshaft Hall sensors (B6/4, B6/5), intake camshaft positions
• LH and RH exhaust camshaft Hall sensors (B6/6, B6/7), exhaust camshaft positions
• Coolant temperature sensor ()B11/4
• Crankshaft Hall sensor (B70), engine speed

Function sequence for camshaft adjustment 

The function sequence is described in the following steps:

• Function sequence for camshaft adjustment enable 
• Function sequence for adjustment 
• Function sequence for adjustment range 
• Function sequence for start position 
• Function sequence for valve overlap 
• Function sequence for camshaft positions monitoring 
• Function sequence for diagnosis 

Function sequence for camshaft adjustment enable 

Camshaft adjustment is enabled by the ME-SFI [ME] control unit depending on engine speed and engine oil temperature.

The engine oil temperature is determined by the ME-SFI [ME] control unit using various operating data (e.g. coolant temperature, time, engine load) and a stored temperature model determined.

Engine oil temperature is important, even when the oil is hot, to ensure that there is sufficient oil pressure (>1.5 bar) for adjusting the camshafts.

If the oil pressure is inadequate, first of all adjustment of the exhaust camshafts is not guaranteed, as these must be adjusted when the engine speed is dropping (low oil pressure) opposite to the direction of rotation of the engine.

A return spring is located in each exhaust-side vane-type adjuster for support.

If all four camshafts are adjusted, adjustment of the exhaust camshafts takes place after a delay (later). Oil supply problems are prevented and secure functioning of the locking mechanism achieved.

Release of the camshaft adjustment occurs dependent on load:

• For an 80°C engine oil temperature from about 600 RPM
• For a 120°C engine oil temperature (inlet side) from about 800 RPM
• For a 120°C engine oil temperature (exhaust side) from about 1050 RPM

Function sequence for adjustment 

The LH and RH intake camshaft solenoids (Y49/4, Y49/5) and the LH and RH exhaust camshaft solenoids (Y49/6, Y49/7) are actuated by the ME-SFI [ME] control unit with a PWM (pulse width modulated) signal.

The control plungers are adjusted via the performance map-dependent duty cycle. The oil quantities (pressure oil) for the vane-cell adjusters are controlled according to their position. The vane plungers in the vane-cell adjusters which are firmly connected to the camshafts are turned by the pressure oil.

Function sequence for adjustment range 

Intake camshafts: 4° CKA before TDC (Top Dead Center) to 36° CKA after TDC

Exhaust camshafts: 20° CKA before TDC to 20° CKA after TDC

Start position function sequence 

Intake camshafts: A 36° CKA after TDC

Exhaust camshafts: 20° CKA before TDC

The camshafts are locked in a fixed position for starting by catch bolts (locked). This start position is unlocked hydraulically at the first actuation of the intake and exhaust camshaft solenoids.

Shown is oil flows in the intake camshaft vane-cell adjuster 

The upper half of the illustration shows: 

Filling oil galleries (A), oil galleries (B) open.

The lower half the illustration shows: 

Filling oil galleries (B), oil galleries (A) open.

Valve overlap function sequence 

At low engine speed and load, the ME-SFI [ME] control unit sets a large valve overlap in order to produce internal exhaust gas recirculation. Less fresh air is admitted, as exhaust gases with low oxygen content are still present in the cylinders. This lowers the combustion temperature and reduces the formation of nitrogen oxides (NOX).

The intake air mass is reduced by the amount of exhaust gases present. The ME-SFI [ME] control unit shortens the injection time accordingly.

The smallest valve overlap for gas exchange occurs if the exhaust camshaft is adjusted to the maximum BTDC (advanced) and the intake camshaft to the maximum after TDC (retarded). The resulting increased fresh air content produces more engine torque and engine power.

Function sequence for camshaft positions monitoring 

The camshafts positions are detected by the intake camshaft Hall sensors and the exhaust camshaft Hall sensors, and sent to the ME-SFI [ME] control unit. Detection of the positions takes place through detection of the positions of pulse wheels which are located at the front on the camshafts.

Function sequence for diagnosis 

During diagnosis of the camshaft adjustment, the ME-SFI [ME] control unit checks whether the camshafts are in start position at engine start and whether the required adjustment has been reached after the engine has been running for a short time. Output stage errors (in the ME-SFI [ME] control unit) of the camshaft solenoids and camshaft Hall sensor faults are also detected.

Shown: intake camshaft adjustment 

Shown: The intake camshaft vane-cell adjuster 

	Electrical function diagram for camshaft adjustment ME	Model 216		PE07.61-P-2773-97CAB
	Component description for ME-SFI [ME] control unit	N3/10	Engine 273	GF07.61-P-6000MLS