Component description for power electronics control unit - GF08.20-P-1001FLH
ENGINE 276.952 in MODEL 212.095 up to model year 2014
ENGINE 651.924 in MODEL 212.098/298 up to model year 2014
Location
The power electronics control unit () is integrated in the power electronics module and located on the right below turbocharger. Shielding occurs by means of a heat shield to protect against thermal radiation. Furthermore the waste heat arising is dissipated over the low-temperature circuit.
View of engine from front right (for diesel engine)
Interlock circuit
The interlock circuit is used as protection to protect people against inadvertent contact with contacts of the high-voltage components of the high voltage on-board electrical system which are carrying a high voltage.
The interlock is an anticipatory contact which opens a little before the high voltage contacts when opening a high voltage plug connection. In this way timely discharging of the high voltage intermediate circuit is achieved by the control units of the high-voltage components.
A 12 V/88Hz interlock signal is looped here through all high voltage on-board electrical system components that are to be dismantled or opened. To do this there is a contact bridge in each removable high voltage plug connection which interrupt the interlock circuit during removal of the high voltage plug connection. The interlock circuit is also led switched in a series over the 12 V control units plug connection of the high-voltage components.
Task
General
The power electronics control unit actuates the electrical machine (A79/1) on request from the CDI control unit (N3/9) (for a diesel engine) or the ME-SFI [ME] control unit (N3/10) (for a gasoline engine) using a three phase alternating voltage. It monitors the temperature and position of the electrical machine and provides diagnoses and forecasts regarding the available torque to the CDI control unit or the ME-SFI [ME] control unit.
The DC/DC converter is integrated in the power electronics module. The DC/DC converter is a bidirectional DC voltage converter which produces a high-voltage direct voltage and a 12 V direct voltage.
The DC/DC converter enables energy exchange between the high voltage on-board electrical system and the 12 V on-board electrical system when it transforms high voltage direct voltage (primary voltage) into 12 V direct voltage (secondary voltage) and vice versa. As a result equalization of battery energies between the on-board electrical systems and a starting assistance function is made possible at an external voltage of 14 V.
Coding
The power electronics control unit is flashable which means that the complete software in the control unit can be updated.
CAN data bus
The power electronics control unit is connected over the hybrid CAN (CAN L) to the vehicle's CAN network and exchanges data with the other control units.
Evaluation of input factors
The input factors that have been read in are evaluated by the integrated microprocessor and the affected components are then actuated.
Output of signals and actuation of components
Initial parameter are output over the following connections:
- Direct line
- Hybrid CAN (CAN L)
The front SAM control unit with fuse and relay module (N10/1) is the central interface (Gateway) for exchange of function-relevant data for control units which are connected to the various Control Area Network (CAN) bus systems.
Input factors and initial parameters for the following components are read in or output over direct lines by the power electronics control unit and are needed by the engine timing:
| Input factors over a direct line | Initial parameters over a direct line | Supplemental information |
|---|---|---|
| Terminal 15 | - | - |
| Circuit 30 (fused) | - | - |
| Circuit 30c | - | (crash signal from pyrotechnical separator (K88)) |
| Terminal 87 | - | - |
| Circuit 31 | - | - |
| Circuit 50 | - | Switching off path (Shut Down) from the CDI control unit (N3/9) (for a diesel engine) or the ME-SFI [ME] control unit (N3/10) (for a gasoline engine) |
| Engine speed signal (internal combustion engine) | - | - |
| Electrical machine rotor position sensor (L20) | Electrical machine rotor position sensor (L20) | Signal Supply voltage |
| Electrical machine temperature sensor (A79/1b1) | Electrical machine temperature sensor (A79/1b1) | Signal Supply voltage |
| Interlock from battery management system control unit (N82/2) | Interlock to electrical machine (A79/1) | - |
| Interlock from the distributor plate | Interlock to the distributor plate | - |
| Power electronics circulation pump 1 (M13/8) | - | Actuation |
| Power electronics circulation pump 2 (M13/9) | - | Actuation |
| Terminal 30 | Terminal 30 | Screw connection |
| Circuit 31 | Circuit 31 | Housing |
| High voltage + high-voltage battery (A100g1) (charging current) | High voltage + high-voltage battery (A100g1) (discharge current) | Distributor plate |
| High voltage + high-voltage battery (A100g1) (charging current) | High voltage + high-voltage battery (A100g1) (discharge current) | Distributor plate |
| - | High voltage + electrical A/C compressor (A9/5) | Distributor plate |
| - | High voltage + electrical A/C compressor (A9/5) | Distributor plate |
| - | Phase U (actuation for engine operation mode, charging current from alternator operation mode) | Distributor plate |
| - | Phase V (actuation for engine operation mode, charging current from alternator operation mode) | Distributor plate |
| - | Phase W (actuation for engine operation mode, charging current from alternator operation mode) | Distributor plate |
Input factors and initial parameters for the following components and control units are sent or received by the power electronics control unit via the CAN:
| Input factors via hybrid CAN (CAN L) | Initial parameters via hybrid CAN (CAN L) | Supplemental information |
|---|---|---|
| CDI control unit (N3/9) (with diesel engine) or ME-SFI [ME] control unit (N3/10) (with gasoline engine) | CDI control unit (N3/9) (with diesel engine) or ME-SFI [ME] control unit (N3/10) (with gasoline engine) | - |
| Battery management system control unit (N82/2) | Battery management system control unit (N82/2) | - |
| Power electronics control unit (N129/1) | Power electronics control unit (N129/1) | - |
| Diagnostic connector (X11/4) | Diagnostic connector (X11/4) | via the diagnostic CAN (CAN D), the front SAM control unit with fuse relay module (N101), the CDI control unit (N3/9) (for a diesel engine) or ME-SFI [ME] control unit (N3/10) (for a gasoline engine) and the hybrid CAN (CAN L) |
Body
The power electronics control unit, the power inverter for actuating the electrical machine and a DC/DC converter for supplying the 12-V on-board electrical system are integrated in the power electronics module.
Shown: power electronics module
| Designation | Unit | Values | Tolerance range | Remarks |
|---|---|---|---|---|
| Power electronics control unit (N129/1) | ||||
| Input voltage (12 V) | V | 6 - 16 | ||
| V | 14 | Nominal | ||
| Input voltage (high voltage) | V | 65 - 150 | High-voltage battery | |
| V | 120 | Nominal | ||
| Output voltage (high voltage) | V | 80 - 150 | Electrical machine (A79/1) | |
| V | 120 | Nominal | ||
| Output power (high voltage) | ||||
| Electrical machine (A79/1) | kW | 34.5 | Maximum (220 A) period Maximum (340 A) short-term (<2 s) |
|
| Electric refrigerant compressor | kW | 4.8 | Maximum | |
| Environmental temperature range (operation) | °C | -40 - 125°C | +140°C short-term | |
| Special features | Fault detection | |||
| Protection class IP67 and 6K9K (IP68 (fording capability due to the external cable duct) | ||||
| Codability/flash programmability | Yes/yes | |||
| DC/DC converter | ||||
| Output performance (12 V) buck mode | W | 2100 | Maximum (210 A for 14 V) period | |
| W | 2500 | Maximum (240 A for 14 V) short-term | ||
| Output performance (high voltage) boost mode | W | 700 | Max. (5 A at 140 V) |
| Wiring diagram for the power electronics control unit | PE54.10-P-2106-97DAA |