Exhaust treatment function - GF14.00-P-3000MMS

ENGINE 157.9 in MODEL 212, 218 as of model year 2014 

ENGINE 278.9 in MODEL 207, 212, 218 as of model year 2014 

Function requirements for exhaust treatment, general points 

• Circuit 87M (engine management ON)
• Engine runs

Exhaust treatment, general 

The task of exhaust treatment is to reduce the exhaust emissions:

• Nitrogen oxides (NOx)
• Hydrocarbon (HC)
• Carbon monoxide (CO)

To do this, amongst other things, the firewall catalytic converter must be rapidly brought up to operating temperature in order to reduce the exhaust emissions for a cold start.

Function sequence for exhaust treatment 

The following subsystems are involved in exhaust treatment:

• Function sequence for firewall catalytic converters 
• Function sequence for upshift delay 
• Function sequence for monitoring the catalytic converter efficiency 

Function sequence for firewall catalytic converters 

The pollutants in the exhaust emitted by the engine are converted chemically by the near-engine mounted firewall catalytic converters (three-way catalytic converters) for λ=1.

Through oxidation, carbon monoxide is converted to carbon dioxide (CO₂ ) and hydrocarbon to water (H₂ O)+ carbon dioxide.

Through reduction the nitrogen oxides are converted into nitrogen (N₂ )+ carbon dioxide.

Additional function requirements for upshift delay 

• Coolant temperature at start < 35°C
• Vehicle speed <40 km/h

Function sequence for upshift delay 

The upshift delay brings the firewall catalytic converter more quickly up to operating temperature after the engine start. The ME-SFI [ME] control unit controls the upshift delay according to the following sensor and signal:

• Coolant temperature sensor (B11/4) (model 207, 212), coolant temperature sensor (B11/4) (model 218)
• Electronic Stability Program control unit (N30/4) (except code 233 (DISTRONIC PLUS) or Electronic Stability Program Premium control unit (N30/7) (for code 233 (DISTRONIC PLUS), wheel speed via chassis CAN 1 (CAN E1)

Upshift delay is active for a maximum of 60 s and is entirely electronic. The ME-SFI [ME] control unit makes the request via the drive train CAN (CAN C) to the fully integrated transmission control controller unit (Y3/8) to move the shift characteristics.

Partial load gear shifts (1-2-1, 2-3-2) thus take place at higher engine speeds or at higher vehicle speeds.

Additional function requirements for monitoring the catalytic converter efficiency 

• Firewall catalytic converters at operating temperature
• Lambda control released

Function sequence for monitoring the catalytic converter efficiency 

Hydrocarbon (HC) emissions must not exceed the limit specified by the legal requirements.

The task of the catalytic converter efficiency monitoring function is to determine the aging of the firewall catalytic converters and thus their HC conversion based on their oxygen storage capability.

The ME-SFI [ME] control unit reads in the following sensors to monitor the catalytic converter efficiency:

• Left and right oxygen sensors upstream of catalytic converter (G3/3, G3/4)
• Left and right oxygen sensors downstream of catalytic converter (G3/5, G3/6)
• Crankshaft Hall sensor (B70), engine rpm

The oxygen stored during the "lean operating phase" is reduced totally or partially during the "rich operating phase". With aging, the oxygen storage capacity of the firewall catalytic converters is reduced, and so therefore is HC conversion.

Changes in the oxygen content downstream of the firewall catalytic converters are almost completely dampened by the high oxygen storage capacity of the firewall catalytic converters. Consequently, the signals from the oxygen sensors downstream of firewall catalytic converters have low amplitude and are virtually constant.

When firewall catalytic converters are at operating temperature and the lambda control is enabled, the signal amplitudes of the oxygen sensor downstream and upstream of the firewall catalytic converters are compared. If the firewall catalytic converters are no longer working effectively, the oxygen sensors signals upstream of catalytic converter have the same amplitude as those downstream.

A number of measurements take place in the lower partial-load range in the specified rpm range. The results are compared with a characteristics map in the ME-SFI [ME] control unit.

For fault detection the engine diagnosis indicator lamp (A1e58) is actuated by the ME-SFI [ME] control unit in IC (A1) via the chassis CAN 1, front SAM control unit with fuse and relay module (N10/1) and chassis CAN 2 (CAN E2).

Any faults detected are stored in the fault memory of the ME-SFI [ME] control unit. These can be read out and deleted with Xentry Diagnostics.