Component Description For Power Electronics Control Unit - GF08.20-P-1001FGH
Model 213.016/216 with engine 654.920
up to model year 2021
Model 213.050 with engine 274.9
up to model year 2021
Model 213.053/153 with engine 274.920
up to model year 2021
Shown on model 213.0
Location
The power electronics control unit is located on the left next to the fuel tank.
Shown: power electronics control unit
Structure
In the power electronics control unit there is the power inverter to actuate the electrical machine.
A DC/DC converter is integrated in the power electronics control unit for supplying the 12 V on-board electrical system.
Interlock circuit
The interlock circuit is used as contact protection to protect people against inadvertent contact with high-voltage components. The interlock is an anticipatory contact which opens a little before the high-voltage connection when opening a high-voltage connection. In this way timely discharging of the high voltage intermediate circuit is achieved by the control units of the high-voltage components.
In order to do this, a 12 V/88 Hz interlock signal is looped through all assembly parts of the high voltage on-board electrical system that can be removed or opened. To do this there is an electrical bridge in each removable high-voltage connection which interrupts the interlock circuit during removal of the high-voltage connection. The interlock circuit is also led switched in a series over the 12 V control units plug connection of the high-voltage components.
Tasks
General
The power electronics control unit actuates the electric machine by request from the CDI control unit (N3/9) (for diesel engines) or from the ME-SFI [ME] control unit (N3/10) (for gasoline engines) using a 3-phase AC voltage. It monitors the temperature and position of the electric machine and provides diagnoses and forecasts regarding available torque to the CDI control unit (for diesel engines) or the ME-SFI [ME] control unit (for gasoline engines).
The DC/DC converter is integrated in the power electronics control unit 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. This allows for the balancing of battery energy between the on-board electrical systems and a starting assistance function given 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 network
The power electronics control unit is connected via the hybrid CAN (CAN L) to the vehicle CAN network and exchanges data with other control units.
Input and output signals
- Direct input/output signals
- Power connections over a high voltage distributor plate
- CAN input/output signals
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 |
|---|---|---|
| Circuit 30c (crash signal from pyrofuse (F63)) | - | - |
| Circuit 30 | - | - |
| Circuit 31 | - | - |
| Circuit 50 (shut down) from CDI control unit (for diesel engines) or from ME-SFI [ME] control unit (for gasoline engines) | - | - |
| Circuit 87f | - | - |
| Engine speed signal (internal combustion engine) | - | TNA |
| Interlock circuit | Interlock circuit | - |
| Electrical machine rotor position sensor (L20) | Power supply for electric machine rotor position sensor (L20) | - |
| Electric machine temperature sensor (A79/1b1) | Electric machine temperature sensor power supply (A79/1b1) | - |
The following component parts are connected to the power electronics control unit via power connections:
| Power connections + | Power connections - | Supplemental information |
|---|---|---|
| High-voltage battery (A100g1) (discharge current) | High-voltage battery (A100g1) (discharge current) | - |
| High-voltage battery (A100g1) (charging current) | High-voltage battery (A100g1) (charging current) | - |
| - | Phase U (actuation for engine operation mode, charging current from alternator operation mode) Electric machine (A79/1) | - |
| - | Phase V (actuation for engine operation mode, charging current from alternator operation mode) Electric machine (A79/1) | - |
| - | Phase W (actuation for engine operation mode, charging current from alternator operation mode) Electric machine (A79/1) | - |
| High-voltage connection for battery management system control unit (N82/2) | High-voltage connection for battery management system control unit (N82/2) | - |
| High-voltage connection for high-voltage positive temperature coefficient heater (N33/5) | High-voltage connection for high-voltage positive temperature coefficient heater (N33/5) | - |
| High-voltage connection for electrical refrigerant compressor (A9/5) | High-voltage connection for electrical refrigerant compressor (A9/5) | - |
Inputs and outputs to/from the following control units are sent/received by the power electronics control unit via CAN:
| Input factors via hybrid CAN (CAN L) | Output factors via hybrid CAN (CAN L) | Supplemental information |
|---|---|---|
| Battery management system control unit (N82/2) | Battery management system control unit (N82/2) | - |
| Charger (N83/5) | Charger (N83/5) | - |
| Powertrain control unit (N127) | Powertrain control unit (N127) | Contained signals of further control units which are connected via the CAN network. |
| Wiring diagram for the power electronics control unit | PE54.10-P-2106-97DBA |