System Description of S-Class

Plug-In Hybrid

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Mercedes-Benz Service

System Description of S-Class

Plug-In Hybrid

Daimler AG · Retail Operations (GSP/OR) · D-70546 Stuttgart

System Description | S-Class Plug-In Hybrid 1

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Information and copyright

Product Portfolio
You can also find comprehensive information about our com-
plete product portfolio on our Internet portal:
Link: http://aftersales.mercedes-benz.com

Questions and Suggestions

If you have any questions or suggestions concerning this pro-
duct, please write to us.
E-mail: customer.support@daimler.com
Telephone: +49 (0) 69-95 30 73 76

© 2014 by Daimler AG
This document, including all its parts, is protected by copyright. Any further processing or use requires the previous written consent
of Daimler AG, Department GSP/OR, D-70546 Stuttgart. This applies in particular to reproduction, distribution, alteration, translation, microfilming and storage and/or
processing in electronic systems, including databases and online services.
Image no. of title image: P08.30-2098-00
Image no. of poster: P08.30-2097-00
Order number of this publication: HLI 000 000 15 96

2 System Description | S-Class Plug-In Hybrid

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 Preface6

Overview
Introduction7
Technical data 9
Block diagram 12
Display concept 14

Components
Combustion engine 17
Automatic transmission 18
Electric machine 20
DC/DC converter 22
Power electronics control unit 23
High-voltage battery 24
Electrical fuses in high-voltage battery 25
Charger26
Charging cable 27
Charger feed socket 28
Display concept of LEDs on charger feed socket 29
Charging30
Charging times 31
Immobilizer32
Emergency release of charge socket 33
Wiring harnesses of high-voltage on-board electrical system 34
Low-temperature circuit 1 35
Low-temperature circuit 2 36
Refrigerant circuit 38
Heat exchanger 40
Electric refrigerant compressor 41
High-voltage PTC heater 42
Regenerative braking system 43
Electric vacuum pump 45
Haptic accelerator pedal 46

System Description | S-Class Plug-In Hybrid 3

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 Operating strategy
Overview48
Driving conditions 49
Torque coordination 53
Automatic engine stop 54
Automatic engine start 55
Operating modes 57
Route-based operating strategy 62
High-voltage energy management 63

Comfort
Preconditioning65

Networking
Location of control units 67
High-voltage on-board electrical system/interlock circuit 69
Interlock70

Audio and communications

Communications services 72
Mercedes Connect Me 73

High-voltage safety
Disconnecting the power 74
QR code for rescue services 77

Maintenance
Information on maintenance 78

Service information
Diagnosis79
Working on the vehicle 80
Requirements and qualifications of service personnel 81

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 Diagnosis accessories
Diagnosis accessories 82

Special tools
High-voltage battery 83
Transmission85

Workshop equipment
Voltage proof test 88

Questions and answers

Annex
Abbreviations90
Index91

System Description | S-Class Plug-In Hybrid 5

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Preface
Dear Reader,
This system description presents the hybrid concept of the S
500 Plug-In Hybrid (model designation 222.163). In terms of
the contents, the emphasis in this system description is on
presenting new and modified components and systems.
The purpose of this manual is to inform you of the techni-
cal highlights of this new concept in advance of its market
launch. This brochure is intended to provide information for
people employed in service, maintenance and repair as well
as for aftersales staff. It is assumed here that the reader is al-
ready familiar with the Mercedes-Benz model series currently
on the market.
This system description is not intended as an aid for repairs
or for the diagnosis of technical problems. For such needs,
more extensive information is available in the Workshop Infor-
mation System (WIS) and XENTRY Diagnostics.
bbNote
Wherever possible, the images in this brochure have
been designed to be language-neutral. If this was not
possible, German or English texts appear in exceptio-
nal cases.
bbNote
The printed documents are now available in WIS via
WIS Service Media. Further information on WIS Ser-
vice Media can be found in the following document:
SI00.01-Z-0012A
6 System Description | S-Class Plug-In Hybrid
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WIS is updated continuously. Therefore, the information
available there reflects the latest technical status of our
vehicles.
The system description provides initial information about the
new S 500 Plug-In Hybrid. The contents of this brochure are
not updated. No provision is made for supplements.
We will publicize modifications and new features in the re-
levant WIS documents. The information presented in this
system description may therefore differ from the more up-to-
date information found in the WIS. All information relating to
specifications, equipment and options is valid as of the copy
deadline in May 2014 and may therefore differ from the cur-
rent production configuration.
Daimler AG
Retail Operations (GSP/OR)
bbNote
Information about the vehicles and about operating
the vehicle functions can also be found in the interac-
tive operator's manual on the Internet at:
www.mercedes-benz.de/betriebsanleitung

Vehicle concept
In September 2014, the new plug-in hybrid system is being
introduced in the S 500 Plug-In Hybrid of model series 222.
The third hybrid model of the new S-Class sets new stan-
dards in efficiency, drive comfort and climate comfort.
The new plug-in hybrid system is based on a modified version
of the previous hybrid system and allows the lithium-ion high-
voltage battery to be charged at a power outlet for the first
time.
As self-sustaining hybrid vehicles, the high-voltage batteries
of the S 400 HYBRID and S 300 BlueTEC HYBRID are char-
ged by the electric machine during braking, in deceleration
mode or via the combustion engine. In contrast, the new
high-voltage battery (with ten times greater capacity) of the S
500 Plug-In Hybrid is able to be charged externally via a char-
ging socket. Due to the greater capacity of the high-voltage
battery, the S 500 Plug-In Hybrid can be driven via the elec-
tric machine for roughly 30 kilometers in electric mode.
System Description | S-Class Plug-In Hybrid
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Introduction
Overview
We have been able to develop an innovative hybrid drive
through modularization of the hybrid drive and intensive work
on details. The concept not only meets the standards requi-
red of a Mercedes-Benz vehicle in terms of comfort, safety
and technology, but it also sets new benchmarks in the area
of consumption and emissions. Climate control comfort and
steering comfort are also provided at all times by means of
an electric refrigerant compressor, electric preconditioning
function and electric power steering (ES), which means that
these systems can also be operated when the combustion
engine is off.
Efficiency
Based on the current certification regulations, the plug-in hy-
brid version of the S-Class produces 69 g CO2 per kilometer.
The S-Class achieves these excellent values without any im-
pairment of performance, passenger comfort and range, while
its preconditioning functions ensure a high level of climate
control comfort.
7
 Introduction
Overview

P54.33-3697-00
Overview of drive concept
1 Wet clutch (NAK) N33/5 High-voltage PTC heater
2 Regenerative braking system (RBS) N68 Electric power steering control unit
724.2 Automatic transmission N82/2 Battery management system control unit
A9/5 Electric refrigerant compressor N83/1 DC/DC converter control unit
A79/1 Electric machine N83/5 Charger
A100g1 High-voltage battery N129/1 Power electronics control unit
G1 On-board electrical system battery X58/23 Charger feed socket
M1 Starter
M276.8 Combustion engine
M42 Electric auxiliary oil pump (integrated in transmission)
M56 Vacuum pump (electric)

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 Technical data

Overview
Technical data of vehicle Unit

Vehicle length mm 5246

Vehicle width with mm 2130

outside mirrors folded out

Vehicle width with mm 1930

outside mirrors folded in

Vehicle height mm 1491

Wheelbase mm 3165

Front overhang mm 888

Rear overhang mm 1193

Front track width mm 1624

Rear track width mm 1637

Curb weight (DIN) kg 2140

Permissible gross vehicle weight kg 2825

Max. payload (DIN) kg 685

Max. seating capacity 5

Trunk capacity l 395

Turning circle m 12.30

Tank capacity l 70

Coefficient of drag cw 0.26

Maximum speed km/h 250

System Description | S-Class Plug-In Hybrid 9

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 Technical data
Overview

Combustion engine Unit

Engine model designation 276.824

Engine designation M276 E30DEH LA G

Cylinder configuration and number V6

Displacement cm3 2996

Bore mm 88.0

Stroke mm 82.10

Output kW 245

Torque Nm 480

Compression ratio ε 10.5 : 1

Fuel Premium 95 RON

Exhaust emission regulation EURO 6

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 Technical data

Overview
Hybrid components Unit

System

System output kW 325

System torque1 Nm 650

Lithium-ion high-voltage battery

Capacity kWh 8.7

Weight kg 114

Rated voltage V 396

Maximum voltage V 432

Cell capacity Ah 22

Power electronics

Weight kg 8.5

DC/DC converter

Weight kg 4.8

Charger

Output kW 3.6

Weight kg 5.0

Electric machine

Output kW 85

Torque Nm 340

Weight kg 37.6

1 Electronically governed

System Description | S-Class Plug-In Hybrid 11

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 Block diagram
Overview

P08.00-2071-00

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 Block diagram
A1 Instrument cluster
A9/5 Electric refrigerant compressor
A40/3 COMAND controller unit
A79/1 Electric machine
A79/1b1 Electric machine temperature sensor
A100g1 High-voltage battery
A100b1 High-voltage battery coolant inlet temperature sensor
A100b2 High-voltage battery cell temperature sensors
A100s1 Contactor
B10/13 Low-temperature circuit temperature sensor
System Description | S-Class Plug-In Hybrid
B37 Accelerator pedal sensor
B37/1 Pedal angle sensor
B94/8 Refrigerant compressor temperature sensor
F33 Rear prefuse box
G1 On-board electrical system battery
K40/8kJ HYBRID relay
L6/1 Left front axle rpm sensor
L6/2 Right front axle rpm sensor
L6/3 Left rear axle rpm sensor
L6/4 Right rear axle rpm sensor
L20 Electric machine rotor position sensor
M42 Electric auxiliary oil pump
M43/6 Low-temperature circuit circulation pump 1
M43/7 Low-temperature circuit circulation pump 2
N2/10 Supplemental restraint system control unit
N3/10 ME-SFI [ME] control unit
N22/1 Climate control control unit
N10/6 Front SAM control unit
N10/8 Rear SAM control unit
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13
N33/5 High-voltage PTC heater
N30/4 Electronic Stability Program control unit
N51/3 AIRMATIC control unit
N62/1 Radar sensors control unit
N69/1 Left front door control unit
N73 Electronic ignition lock control unit
N82/2 Battery management system control unit
N83/1 DC/DC converter control unit
N83/5 Charger
N118 Fuel system control unit
N127 Drivetrain control unit
N129/1 Power electronics control unit
S7 High-voltage disconnect device
Y3/8n4 Fully integrated transmission control unit
X11/4 Diagnostic connector
Y73/1 Low-temperature circuit switchover valve
Y73/2 Low-temperature circuit switchover valve 2
Y110 High-voltage battery cooling system expansion valve
Y140 High-voltage battery cooling system switchover valve
CAN B Interior CAN
CAN C Engine CAN
CAN C1 Drivetrain CAN
CAN D Diagnostic CAN
CAN HMI User interface CAN
CAN L Hybrid CAN
Flex E Chassis FlexRay
LIN B8-2 A/C control LIN 2
LIN B15 Battery sensor LIN
LIN C3 Drivetrain LIN
Block diagram
Overview
 Display concept
Overview

Instrument cluster
Start screen

P54.33-3703-00
Start screen

Acceleration mode (boost mode) (combustion engine on,

electric machine operates as a motor)
The power flows from the combustion engine and electric
machine to the rear wheels. The high-voltage battery supplies
the electric machine with electrical energy. To do so, the
power electronics control unit converts the DC voltage (high
voltage) into 3-phase AC voltage. The electric machines then
generates a torque which acts in support of the torque from
the combustion engine.

P54.33-3699-00
Acceleration mode (boost mode)

Generator mode (combustion engine on, electric machine

operates as a generator)
The combustion engine runs and drives the electric machine
as a generator. The generated 3-phase AC voltage is conver-
ted by the power electronics control unit
into DC voltage (high voltage) and stored in the high-voltage
battery.

P54.33-3700-00
Generator mode

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 Display concept

Overview
Regenerative braking (combustion engine on, electric
machine operates as a generator)
The power flows from the rear wheels to the electric ma-
chine. The kinetic energy of the vehicle is converted into
electrical energy (3-phase AC voltage) by the electric ma-
chine. This AC voltage is converted into DC voltage (high
voltage) by the power electronics control unit and used to
charge the high-voltage battery.

P54.33-3705-00
Regenerative braking

Electric mode (combustion engine off, electric machine

operates as a motor)
The power flows from the electric machine to the rear
wheels. The high-voltage battery supplies the electric ma-
chine with electrical energy. To do so, the power electronics
control unit converts the DC voltage (high voltage) into
3-phase AC voltage. The electric machine then generates a
torque which acts on the rear wheels.

P54.33-3704-00
Electric mode

Driving mode with combustion engine only

The power flows from the combustion engine to the rear
wheels.

P54.33-3701-00
Driving mode with combustion engine only

System Description | S-Class Plug-In Hybrid 15

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 Display concept
Overview

Driving mode with combustion engine (electric machine

operates as a generator)
The power flows from the combustion engine to the rear
wheels. The combustion engine also drives the electric ma-
chine as a generator. The generated 3-phase AC voltage is
converted by the power electronics control unit into DC vol-
tage (high voltage) and stored in the high-voltage battery.

P54.33-3698-00
Driving mode with combustion engine

Display of fuel consumption and energy quantity fed

back into high-voltage battery over last 15 minutes

P54.33-3702-00
Consumption statistics
1 Fuel consumption in last 15 minutes
2 Energy quantity fed back into high-voltage battery in last 15 minutes

bbNote
The energy flows are displayed in color depending on
the intensity or type of drive:
• White energy flow (drive energy from combustion
engine)
• Green energy flow (regenerative braking energy or
drive energy from electric machine or combined
with combustion engine)
• Red energy flow (maximum drive energy from elec-
tric machine combined with maximum drive energy
from combustion engine)

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 Combustion engine

Components
Gasoline engine M276.8 of plug-in hybrid
6-cylinder gasoline engine M276.8 with turbocharging is used bbNote
as the combustion engine for the hybrid drive concept in the More information on engine 276.8 can be found in
S 500 Plug-In Hybrid. The output of engine 276.8 has been WIS in document SN00.00-P-0095A "Overview of
increased to 245 kW and the torque to 480 Nm by means of New Features - Launch of New V-Engine M276 with
turbocharging. Turbocharging".

P01.00-3521-00
M276.8 Plug-In Hybrid
1 High-voltage distributor plate with integrated fuses M56 Vacuum pump (electric)
A9/5 Electric refrigerant compressor N3/10 ME-SFI [ME] control unit

System Description | S-Class Plug-In Hybrid 17

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 Automatic transmission
Components

The S 500 Plug-In Hybrid is equipped with the 7G-TRONIC, • Oil cooling system for optimized rapid heat dissipation
which has been modified to the plug-in hybrid drive concept. • Transmission housing with the mechanical transmission
components (planetary gear sets, parking lock mecha-
The transmission can be subdivided into the following nism, multidisk clutches and multidisk brakes)
assemblies: • Electric controller unit (with integrated electrohydraulic
• Wet clutch with torsional damper park pawl actuation)
• Oil pump for generating the necessary oil pressure and • Electric machine
for reliable lubrication of the shift elements and bearing
points
• Electric auxiliary oil pump for generating the necessary oil
pressure and for reliable lubrication of the shift elements
and bearing points with the engine at a standstill, in hyb-
rid mode and electric mode

bbNote
To perform repairs on the transmission, the stator
must be pulled off with a puller as part of assembly
and disassembly of the electric machine.

Please also see the description in WIS document

AR08.10-P-0012EH.

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 Automatic transmission

Components
P27.00-2420-00
Automatic transmission 724.2
1 Oil pump (primary pump) 16 Park pawl gear
2 Wet clutch clutch plates 17 Pulse ring for rpm acquisition
3 Internal plate carrier 18 Oil pan
4 Drive unit 19 Electrohydraulic park pawl actuation
5 Torsional damper 20 Ring magnet for rpm acquisition
6 Multidisk brake B1 21 Ring magnet for rpm acquisition
7 Multidisk clutch K1 22 Oil thermostat
8 Ravigneaux gear set 23 Oil impeller wheel
9 Multidisk brake B3 24 Stator
10 Front single planetary gear set 25 Rotor
11 Multidisk clutch K2 26 Wet clutch drive shaft
12 Rear single planetary gear set A79/1 Electric machine
13 Multidisk brake BR M42 Electric auxiliary oil pump
14 Multidisk clutch K3 Y3/8 Fully integrated transmission controller unit
15 Multidisk brake B2

System Description | S-Class Plug-In Hybrid 19

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 Electric machine
Components

The electric machine, a synchronous machine with perma-
nent magnet excitation, is installed in the transmission bell
housing between the automatic transmission and combustion
engine. The rotor of the electric machine has a positive con-
nection to the output of the wet clutch/the automatic trans-
mission input via the rotor carrier.
The electric machine thus has a permanent connection to the
automatic transmission.
Electric actuation of the electric machine is performed by the
power electronics control unit.

P08.10-2094-00
Electric machine
A79/1 Electric machine C Stator
A Wet clutch D Rotor
B Transmission bell housing

20 System Description | S-Class Plug-In Hybrid

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 Electric machine

Components
Transmission repairs
After a transmission repair is carried out successfully, an in- bbNote
sulation test must be performed with a voltage proof tester in Further information about voltage proof testing can be
a marked, cordoned-off and non-stationary testing area. found in the WIS documentation.

bbNote
Voltage proof testing/insulation testing may only be
carried out and documented by an "expert" qualified
to work on intrinsically safe high-voltage production
vehicles, who has passed the additional high-voltage
training course on "Manual power disconnect of high-
voltage on-board electrical systems (training title:
T1192F for Cars)".

A detailed description of the qualification can be found

in WIS document AH54.00-P-0010-01A.

bbNote
The seals of the bell housing must always be replaced
if the stator of the electric machine is disassembled.

System Description | S-Class Plug-In Hybrid 21

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 DC/DC converter
Components

The DC/DC converter is located in the trunk under the load In other words, the DC/DC converter could also be called an
compartment cover. electrical generator which performs the tasks of a conventio-
nal mechanically powered alternator.
The DC/DC converter is a DC voltage converter which pro-
duces a 12V direct voltage. The DC/DC converter enables
energy exchange between the high-voltage on-board electri-
cal system and the 12V on-board electrical system by trans-
forming the high DC voltage (primary voltage) into 12V DC
voltage (secondary voltage).

P08.30-2070-00
DC/DC converter
1 Control unit plug connection 5 Coolant return
2 Circuit 30 (B+) 6 Ground connection
3 High-voltage connection (from high-voltage battery) N83/1 DC/DC converter control unit
4 Coolant feed

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 Power electronics control unit

The power electronics control unit is located on the right
front of the engine compartment. The inverter for actuating
the electric machine is integrated in the power electronics
control unit. In contrast to predecessor models, the power
electronics control unit is solely designed as an inverter and
the DC/DC converter takes the form of a separate compo-
nent in the trunk.
Components
The power electronics control unit actuates the electric ma-
chine with 3-phase AC voltage when requested by the ME-SFI
[ME] control unit. It monitors the temperature and position
of the rotor of the electric machine as well as performing di-
agnosis and providing forecasts of the available torque to the
ME-SFI [ME] control unit.
The power electronics control unit is connected to the wiring
harness of the high-voltage on-board electrical system via the
high-voltage distributor plate.

P08.30-2069-00

Power electronics
1 Control unit plug connection 5 High-voltage connection of high-voltage distributor plate (high-voltage
2 High-voltage connection of high-voltage distributor plate (to electric battery)
machine (terminal U)) 6 Coolant return
3 High-voltage connection of high-voltage distributor plate (to electric 7 Coolant feed
machine (terminal V)) N129/1 Power electronics control unit
4 High-voltage connection of high-voltage distributor plate (to electric
machine (terminal W))

System Description | S-Class Plug-In Hybrid 23

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 High-voltage battery
Components

The high-voltage battery is integrated in the high-voltage

battery module. The high-voltage battery module is located bbNote
in the trunk under the load compartment cover. The high- In contrast to previous hybrid systems, the high-vol-
voltage battery stores electrical energy and supplies all high- tage battery is liquid-cooled by a coolant.
voltage components with max. 432 V (rated voltage 396 V).

The high-voltage battery consists of 120 (LiFePO4) VDA indi-

vidual cells (22 Ah) connected in series.

P54.10-3999-00
High-voltage battery
1 Control unit plug connection 7 High-voltage connection (power electronics control unit)
2 Coolant feed A100 High-voltage battery module
3 Coolant return A100g1 High-voltage battery
4 Degassing pipe A100s1 Contactor
5 High-voltage connection (charger) N82/2 Battery management system control unit
6 High-voltage connection (DC/DC converter)

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 Electrical fuses in high-voltage battery

Components
There are 3 replaceable electrical fuses in the high-voltage
battery. These are located under a removable cover (with bbNote
interlock contact) and are part of the electric circuit behind The high-voltage battery can also be tested with XEN-
the contactor. TRY Diagnostics in the removed state using the test
box and vehicle-specific adapter cable.
Accordingly, these electrical fuses are not energized if the
power disconnect process is performed correctly.

P54.10-4012-00
Fuses
F3 Electrical fuse (charger)
F4 Electrical fuse (DC/DC converter)
F5 Electrical fuse (high-voltage distributor plate on power electronics control
unit)

System Description | S-Class Plug-In Hybrid 25

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 Charger
Components
The charger is located in the trunk under the load com-
partment cover. It transforms the AC voltage of an external
voltage source (e.g. a charging station) into direct voltage for
charging the high-voltage battery. The high direct voltage is
used to charge the high-voltage battery. As soon as an ex-
ternal power source is connected with a charging cable, the
charger communicates with the control box in the charging
cable or charging station over a direct control line (control
pilot) .
Charger
1 12 V plug connection (from charger feed socket)
2 Control unit plug connection
3 High-voltage connection (from charger feed socket)
4 High-voltage connection (to high-voltage battery)
26
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The power data of the charging infrastructure is transmitted
in the process and the power consumption of the charger is
adjusted accordingly. Only then does the charger initiate the
charging process with a maximum charging capacity (input
side) of 3.6 kW and a maximum charging current (input side)
of 16 A.
After the protective earth conductor is removed (this is ne-
cessary for removal/installation of the charger), an insulation
test and protective earth conductor test must be performed.
Please observe the description in WIS for this purpose.
P54.10-4000-00
5 Coolant feed
6 Coolant return
7 Protective earth conductor
N83/5 Charger
System Description | S-Class Plug-In Hybrid
 Charging cable

Components
Charging cable for charging via domestic power outlets
(mode 2)
The single-phase charging cable, which is available in two
length variants, is designed to specific national standards and
is stowed in a pouch in the trunk.

The charging cable incorporates an "In-Cable Control and

Protecting Device" (IC-CPD). It features a ground fault circuit
breaker and communication equipment for power adjustment
(PWM module) in order to comply with the safety require-
ments of IEC61851. The IC-CPD integrated permanently in
P54.10-4011-00
the charging cable switches the power contacts between Charging cable, mode 2
the vehicle plug connection and charging infrastructure and
transmits the upper charging current limit to the vehicle. In
the event of a fault or power failure, the charging process
is immediately interrupted to protect users and the electric
vehicle. The charging cable switches the power contacts bet-
ween the vehicle plug connection and grounding contact plug
only when voltage is requested by the vehicle. The plugs are
thus deenergized when they are not plugged in.

Charging cable for public charging stations (mode 3)

The single-phase charging cable is designed for national
standards and is available in two lengths variants as special
equipment. The mode 3 charging cable establishes a connec-
tion between the vehicle and charging infrastructure stan-
dardized to IEC61851, known as "Electrical Vehicle Supply
Equipment" (EVSE). Fault and overload protection, a shutoff
function and a specific charge socket are integrated in the
EVSE. The charging cable contains resistance coding for the
maximum current capacity of the cable and the standardized
plug contacts at the vehicle end and infrastructure end. The
charging station only switches the power contacts when po-
wer is requested by the vehicle. The vehicle/charging station P54.10-4043-00
Charging cable, mode 3
plug connections are thus deenergized when they are not
connected.

System Description | S-Class Plug-In Hybrid 27

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 Charger feed socket
Components

The charger feed socket is located on the right in the trim of
the rear bumper behind a flap.
After the protective earth conductor is disassembled, an
insulation and voltage proof test must be performed. Please
observe the description in WIS for this purpose.
If the charging cable cannot be unplugged from the charger
feed socket after a charging process (in the event of a fault),
the actuator motor of the electric release function can be re-
leased with an emergency release cable. Further information
on this topic can be found in the chapter "Emergency release
of charge socket".

P54.10-4002-00
Charger feed socket
1 Left indicator LED (locking LED) 2 Right indicator LED (charge monitoring LED)

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 Display concept of LEDs on charger feed socket

Components
Status Causes

Indication of locking/unlocking LED (1)

White (continuously on) with "open lock" Unlocked - Display indicates unlocked status of charging cable plug
symbol - Vehicle unlocked (ready for charging cable plug to be
plugged in)
- If charging cable plug plugged in, vehicle unlocked (ready
to remove)
- If the charging cable plug is not removed within 10 s, the
system locks it automatically

White (continuously on) with "open lock sym- Unlocked - With charging cable plug plugged in, additional display of
bol" in combination with indicator LED (green, current charge status after unlocking
orange, red) - See indicator LED table rows for possible statuses

No indicator Locked - Charging cable plug is locked

- 10 s have passed since charging cable plug was plugged
in

White (high-frequency flashing) with "open Malfunc- - 90 s flashing (indicator then goes out)
lock" symbol tion - Lock not locked correctly
- Charging cable plug not plugged in correctly

Green, orange or red indicator LED on (2)

Off No
activity

Orange (flashing) Establishing connection

Orange (continuously on) Connection established

Green (flashing) High-voltage battery charging

Green (continuously on) High-voltage battery fully charged

Red (high-frequency flashing) Malfunction

System Description | S-Class Plug-In Hybrid 29

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 Charging
Components
All of the components involved in the charging process (e.g.
charger, charge socket, charging cable) have been standar-
dized according to international standards (e.g. IEC62196-2)
to make them compatible with future changes. This allows for
simple charging on a wide range of power grids and charging
infrastructures.
Charging options:
The driver has the option of defining the departure time and
the maximum charging current via the instrument cluster.
There are two charging options available:
• Immediate charging
• Charging with departure time
Immediate charging:
The high-voltage battery is charged immediately with the
available energy from the power network.
Charging with departure time:
The high-voltage battery is also charged with the available
energy from the power network. The departure time setting
is relevant to the use of the stationary air conditioner and re-
presents the end of the optimized charging process.
30
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Charging process:
The entire charging process is monitored. The charger and
power source (e.g. charging station) communicate in the pro-
cess by means of a data line in the charging cable (Control
Pilot (CP)).
When charging at a household power outlet, the charging cur-
rent may have to be limited in order to avoid overloading the
local power network. The maximum permissible charging cur-
rent can therefore be set via the control box on the charging
cable or alternatively via the instrument cluster in the vehicle.
The last selected value is retained on the instrument cluster
until the next change is made.
Please consult the current operator's manual for details of
the exact charging process.
System Description | S-Class Plug-In Hybrid
 Charging times

Components
P54.10-4010-00
Charging times
1 Charging cable, mode 2, 1.8 kW A Domestic charging facility
2 Charging cable, mode 2, 3 kW B Public charging facility
3 Charging cable, mode 2, 3.6 kW (in combination with CEE plug) C Charging time in minutes
4 Charging cable, mode 3, 3.6 kW

bbNote
The graphic shown above demonstrates that the spe-
cified charging time (field C) depends on the charging
facility used (field A and B) in combination with the
charging cable used (1 - 4).

System Description | S-Class Plug-In Hybrid 31

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 Immobilizer
Components

In order to prevent the vehicle from accidentally driving off
during a charging process or with the charging cable plugged
in, the immobilizer is activated when an inserted charging
cable plug is detected (Proximity=ON/SNA) and a correspon-
ding warning message is output via the instrument cluster.
The immobilizer function can take 2 forms depending on the
vehicle speed:
Inserted charging cable plug is detected with vehicle at
standstill (v < 5 km/h).
If an inserted charging cable plug (Proximity=ON) is detected
in gear range "P" or at v < 5 km/h, the immobilizer is acti-
vated immediately. If the charger is defective, the substitute
value (Proximity=SNA) is formed. In this case, the immobilizer
is only activated once gear range "P" is engaged.

Inserted charging cable plug is detected while driving

(v > 5 km/h).
If an inserted charging cable plug (Proximity=ON) is detec-
ted while driving (v > 5km/h) or, in the case of a detective
charger, the substitute value (Proximity=SNA) is detected, the
immobilizer is only activated once gear range "P" is engaged.

bbNote
The proximity contact (PP, Plug Present) has the fol-
lowing tasks:
• Detect whether the vehicle/charging post plug
connection is plugged in.
• Code the maximum current capacity of the char-
ging cable using resistance.

P54.10-4009-00
Charging cable plug connection
1 Resistor for current capacity coding

32 System Description | S-Class Plug-In Hybrid

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 Emergency release of charge socket

If the charging cable cannot be unplugged from the charge
socket after a charging process (in the event of a fault), the
actuator motor of the electric release function can be re-
leased with an emergency release cable.
Components
Pulling the emergency release cable of the mechanical emer-
gency release turns the rotary disk of the mechanical emer-
gency release and unlocks the charging cable plug.

The emergency release cable is located on the right side of

the trunk sill. To access the emergency release cable, it is
first necessary to remove the cover of the weld stud which
the emergency release cable is hooked into.

<Bild-ID>

P54.10-4003-00
Charger feed socket
1 Rotary disk of mechanical emergency release X58/23 Charger feed socket
2 Actuator motor for electrical unlocking
3 Emergency release cable of mechanical emergency release
4 Hook eyelet of mechanical emergency release (hooked into stud under
cover between right taillamp and trunk seal)

System Description | S-Class Plug-In Hybrid 33

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 Wiring harnesses of high-voltage on-board electrical system
Components

Wiring harnesses of high-voltage on-board electrical

system
All electrical wiring harnesses of the high-voltage on-board
electrical system installed in the vehicle are orange.

Wiring harnesses of high-voltage on-board electrical system
1 Wiring harness between charger feed socket and charger (individually
replaceable)
2 Wiring harness between DC/DC converter and high-voltage battery
3 Wiring harness between charger and high-voltage battery
4 Wiring harness between high-voltage battery and high-voltage distributor
plate on power electronics control unit (individually replaceable)
5 Wiring harness between high-voltage distributor plate on power electronics
control unit and high-voltage PTC heater (individually replaceable)
P54.18-5283-00
6 Wiring harness between high-voltage distributor plate on power electronics
control unit and electric machine (only replaceable together with wiring
harness 7)
7 Wiring harness between high-voltage distributor plate on power electronics
control unit and electric refrigerant compressor (only replaceable together
with wiring harness 6)

34 System Description | S-Class Plug-In Hybrid

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 Low-temperature circuit 1

The drivetrain control unit evaluates the request for charge
air, transmission and power electronics cooling and actuates
circulation pump 1 and the low-temperature circuit switcho-
ver valve accordingly via the drive train LIN.
The low-temperature circuit temperature sensor is evaluated
at the same time to support this control function.
Components
bbNote
Coolant always flows through the power electro-
nics at a minimum coolant flow rate (depending on
the coolant temperature) even at very low outside
temperatures.
Low-temperature circuit 1 is separated from the
engine cooling circuit and has a separate expansion
reservoir in the engine compartment.

P09.41-2750-00
Schematic illustration of low-temperature circuit 1
1 2 mm restrictor M43/6 Low-temperature circuit circulation pump 1
10 Transmission heat exchanger N129/1 Power electronics control unit
14 Low-temperature cooler Y73/1 Low-temperature circuit switchover valve
15 Low-temperature circuit expansion reservoir A Heated coolant
110/2 Charge air cooler B Cooled coolant
B10/13 Low-temperature circuit temperature sensor

System Description | S-Class Plug-In Hybrid 35

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 Low-temperature circuit 2
Components
The operating temperature of the high-voltage battery must
be within a certain range to ensure that its life expectancy is
optimized in terms of capacity and charging cycles.
Depending on the ambient temperature, the waste heat from
the high-voltage battery is dissipated via the low-temperature
cooler or the heat exchanger connected to the refrigerant
circuit. Low-temperature circuit 2 is controlled through actu-
ation of the high-voltage battery cooling switchover valve.
36
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The cooler of the high-voltage battery cooling circuit dissipa-
tes the waste heat directly to the environment.
The heat exchanger cools the coolant by means of the re-
frigerant which is injected into and evaporates in the heat
exchanger. The cooled coolant is then available to the low-
temperature circuit.
When the high-voltage battery is charged via the charger feed
socket, the switchover valve in low-temperature circuit 2 is
switched towards the DC/DC converter and charger at mo-
derate temperatures and the waste heat from the electronics
is dissipated via the low-temperature circuit 2 cooler.
The fan can be gradually switched in for this purpose, depen-
ding on the coolant temperature. At low high-voltage battery
temperatures, the coolant passes through the heat exchanger
which is blocked by the high-voltage battery cooling expan-
sion valve. In this case, the heat capacity of the high-voltage
battery is used to cool the electronics of the DC/DC conver-
ter and charger.
System Description | S-Class Plug-In Hybrid
 Low-temperature circuit 2

Schematic illustration of low-temperature circuit 2
1 Low-temperature circuit 2 cooler
2 Heat exchanger
3 Low-temperature circuit 2 expansion reservoir
M43/7 Low-temperature circuit circulation pump 2
N82/2 Battery management system control unit
N83/1 DC/DC converter control unit
N83/5 Charger
Components
P20.00-2509-00
Y73/2 Low-temperature circuit switchover valve 2
Y110 High-voltage battery cooling system expansion valve
Y140 High-voltage battery cooling system switchover valve
A Heated coolant
B Cooled coolant
C Refrigerant (high pressure, liquid)
D Refrigerant (low pressure, gaseous)

System Description | S-Class Plug-In Hybrid 37

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 Refrigerant circuit
Components

The electric refrigerant compressor draws in the cold gase- The cleaned refrigerant then flows to the high-voltage battery
ous refrigerant from the evaporator, compresses it, whereby cooling system expansion valve. There, the highly pressurized
it is heated, and delivers it to the condenser. The compressed liquid refrigerant is injected into the heat exchanger of the
hot refrigerant is cooled in the condenser by the outside air high-voltage battery cooling system where it evaporates.
which is flowing past/drawn in by the fan motor. When the
refrigerant pressure-dependent dew point is reached, the ref-
rigerant condenses and changes its physical state from gase-
ous to liquid. The refrigerant then flows into the accumulator
(drier). While it is flowing through the accumulator, moisture
is removed from the refrigerant, vapor bubbles are removed
and any physical impurities are filtered out in order to protect
the subsequent components.

bbNote
When the high-voltage battery cooling system expan-
sion valve is actuated, the refrigerant circuit is expan-
ded by the cooling circuit of the high-voltage battery.
This allows the coolant from low-temperature circuit
2, which is flowing through the heat exchanger, to be
cooled by the refrigerant.

38 System Description | S-Class Plug-In Hybrid

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 Refrigerant circuit

Components
P20.20-2495-00
Refrigerant circuit
1 Condenser Y19/3 Front evaporator shutoff valve
2 Accumulator (drier) Y19/9 Rear air conditioning evaporator shutoff valve
3 Evaporator Y110 High-voltage battery cooling system expansion valve
4 Rear air conditioning evaporator A High pressure, gaseous
5 Inner heat exchanger B High pressure, liquid
6 Heat exchanger (low-temperature circuit 2) C Low pressure, liquid
A9/5 Electric refrigerant compressor D Low pressure, gaseous

System Description | S-Class Plug-In Hybrid 39

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 Heat exchanger
Components

If the cooling output of the cooler of low-temperature circuit

2 is not sufficient, the coolant in low-temperature circuit 2 is bbNote
diverted by the high-voltage battery cooling system switcho- To prevent the evaporator from icing up, the climate
ver valve to the heat exchanger connected to the refrigerant control control unit actuates the shutoff valves accor-
circuit. dingly if a certain evaporator temperature is dropped
below.
The high-voltage battery cooling system switchover valve is
switched via the drivetrain control unit. At the same time, the
high-voltage battery cooling system expansion valve installed
on the heat exchanger is actuated and opened.

The highly pressurized liquid refrigerant is injected into the

heat exchanger of the high-voltage battery cooling system
via the high-voltage battery cooling system expansion valve
where it evaporates.

The change in the physical state of the refrigerant from the

liquid to the gaseous state removes thermal energy from
the coolant of low-temperature circuit 2. The gaseous refri-
gerant is then drawn in and compressed by the refrigerant
compressor.

P20.00-2522-00
Heat exchanger
1 Heat exchanger
A Coolant connections (low-temperature circuit 2)
B Refrigerant connections
Y110 High-voltage battery cooling system expansion valve

40 System Description | S-Class Plug-In Hybrid

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 Electric refrigerant compressor

Components
Electric refrigerant compressor
The electric refrigerant compressor is responsible for intake bbNote
and compression of the refrigerant. Depending on the eva- During electric driving, preconditioning or with the
porator temperature, the electric refrigerant compressor is vehicle at a standstill, the sound of the electric refri-
steplessly rpm-controlled from 800 to 9000 rpm. gerant compressor is noticeable. This is not cause for
complaint.
The electric refrigerant compressor is shut off depending on
the outside temperature and in the event of an accident. If
the outside temperature is T < 2 °C, the electric refrigerant
compressor is always shut off. The climate control control
unit actuates the electric refrigerant compressor via climate
control LIN 2.

P20.00-2510-00
Electric refrigerant compressor
1 Scroll compressor A9/5 Electric refrigerant compressor
2 Control unit plug connection A9/5m1 Refrigerant compressor electric motor
3 High-voltage connection A9/5n1 Refrigerant compressor control unit and power electronics

System Description | S-Class Plug-In Hybrid 41

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 High-voltage PTC heater
Components

To enable heating of the interior compartment during electric

driving and for the preconditioning function, a high-voltage
PTC heater is installed in the vehicle whose task is to electri-
cally heat the coolant. Their heater circuit circulation pump
pumps the coolant from the high-voltage PTC heater to the
heater core or to the combustion engine and heater core
(small or large coolant circuit), thus allowing the vehicle in-
terior and combustion engine to be heated. The high-voltage
PTC heater switchover valve regulates the coolant flow (small
or large coolant circuit). The high-voltage PTC heater actua-
tes the heater circuit circulation pump and high-voltage PTC
heater switchover valve directly.
bbNote
The high-voltage PTC heater is actuated by the cli-
mate control control unit via climate control LIN 2,
depending on the requested heat output. At a coolant
temperature of > 90 °C, the high-voltage PTC heater
is shut off to protect it from damage. The coolant tem-
perature is recorded by the high-voltage PTC heater
temperature sensor.

Energy is applied to the heating elements to heat them up.

The coolant flowing through the high-voltage PTC heater ab-
sorbs the heat from the heating elements and is thus heated
up.

P83.00-2392-00
High-voltage PTC heater
1 High-voltage connection
2 Control unit plug connection
3 Ground connection
A Coolant feed
B Coolant return

42 System Description | S-Class Plug-In Hybrid

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The regenerative braking system (RBS) is a brake and vehicle
dynamics control system of modular design (in the case of
malfunctions only affected functions are switched off).
The braking request of the driver is recorded by the pedal
angle sensor and a brake pressure sensor integrated into the
traction system hydraulic unit, from where it is transmitted
to the Electronic Stability Program control unit. This com-
municates continuously over the chassis-FlexRay, drivetrain
control unit and engine CAN with the ME-SFI [ME] control
unit about the value of regenerative braking torque currently
available. The value of regenerative braking torque currently
available is dependent, among other factors, on the charge
level of the high-voltage battery. The charge level of the
high-voltage battery is evaluated by the battery management
system control unit and transmitted over the hybrid CAN, dri-
vetrain control unit and engine CAN to the ME-SFI [ME] con-
trol unit. Depending on the driving conditions, the Electronic
Stability Program control unit requests a certain proportion
of regenerative braking torque from the ME-SFI [ME] control
unit.
P42.00-2186-00
Premium ESP system
1 Intake hose
System Description | S-Class Plug-In Hybrid
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Regenerative braking system
Components
The level of usable/generated regenerative braking torque is
transmitted by the ME-SFI [ME] control unit over the engine
CAN and chassis-FlexRay to the Electronic Stability Program
control unit via the drivetrain control unit interface. The re-
quested braking torque is generated by the electric machine
and acts only on the rear axle. The 3-phase AC voltage gene-
rated by the electric machine during regenerative braking is
converted by the power electronics control unit into high DC
voltage and fed to the high-voltage battery. Depending on the
driving condition, the Electronic Stability Program control unit
divides the total braking torque requested by the driver into a
regenerative part (implemented by the drivetrain) and a hyd-
raulic part (implemented by the brakes).
bbNote
In the event of emergency braking or a fault message
(drivetrain fault or faults that initiate a deactivation of
the antilock brake system (ABS)), the braking torque is
then generated solely by hydraulic means.
bbNote
When the hydraulic unit or master brake cylinder are
replaced, the intake hose must be bled using XENTRY
Diagnostics.
43
 Regenerative braking system
Components
In hybrid vehicles, the Premium ESP® system has been mo-
dified so that, when the regenerative braking system is ope-
rating properly, the hydraulic connection between the master
brake cylinder and the rear axle brake circuit is closed via a
separation valve integrated in the ESP® system.
Hydraulic diagram
1 Brake pedal
3 Brake fluid expansion reservoir
4 Master brake cylinder
5 Rear axle brake circuit return line
6 Pressure reservoir
A7/3 Traction system hydraulic unit
A7/3b1 Front axle brake pressure sensor
A7/3b7 Front pressure sensor
A7/3b8 Rear pressure sensor
A7/3m1 High-pressure and return flow pump
A7/3y6 Left front pressure regulating valve (pressure hold)
A7/3y7 Left front pressure regulating valve (pressure release)
A7/3y8 Right front pressure regulating valve (pressure hold)
A7/3y9 Right front pressure regulating valve (pressure release)
A7/3y10 Left rear pressure regulating valve (pressure hold)
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This means that the rear axle can be braked either via the
electric machine or via the hydraulic unit. The additional
intake hose shown in yellow supplies brake fluid for autono-
mous pressure buildup by the ESP® system at the rear axle.
P08.30-2079-00
A7/3y11 Left rear pressure regulating valve (pressure release)
A7/3y12 Right rear pressure regulating valve (pressure hold)
A7/3y13 Right rear pressure regulating valve (pressure release)
A7/3y18 Front axle switchover valve
A7/3y19 Rear axle switchover valve (separation valve)
A7/3y22 Front axle intake ball valve
A7/3y23 Rear axle intake ball valve (pressure limiting valve)
A7/7 BAS brake booster
B37/1 Pedal angle sensor
A Rear axle brake circuit (secondary circuit)
B Front axle brake circuit (primary circuit)
VL Left front axle wheel brake
VR Right front axle wheel brake
HL Left rear axle wheel brake
HR Right rear axle wheel brake
System Description | S-Class Plug-In Hybrid
 Electric vacuum pump

Components
Electric vacuum pump
The electric vacuum pump is actuated according to demand bbNote
by the Electronic Stability Program control unit. Its tasks are When the combustion engine is running, vacuum is
to provide vacuum in the BAS brake booster and maintain the supplied by the mechanical vacuum pump.
vacuum supply during electric mode.

The vacuum pump generates a vacuum which is routed to the

BAS brake booster via the corresponding vacuum lines.

P42.22-2062-00
Electric vacuum pump
1 Electrical plug connection M56 Vacuum pump
2 Vacuum connection

System Description | S-Class Plug-In Hybrid 45

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 Haptic accelerator pedal
Components
Haptic accelerator pedal
The haptic accelerator pedal helps the driver to reduce the
fuel consumption and exhaust emissions of the vehicle.
It features two different functions:
• An additional actuation point in E-MODE
• A double pulse in transmission mode "E+"
Additional actuation point in haptic accelerator pedal
A noticeable actuation point in the haptic accelerator pedal
indicates the maximum available electric driving power. The
additional actuation point is available in E-MODE.
If the haptic accelerator pedal is depressed past the actua-
tion point, the combustion engine switches on. If the additi-
onal power of the combustion engine is no longer required,
it switches off independently and the vehicle automatically
continues to operate in E-MODE.
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Double pulse in haptic accelerator pedal
The haptic accelerator pedal noticeably pulses twice to re-
commend that the driver releases the accelerator pedal.
This allows the combustion engine to be shut off and decou-
pled from the drivetrain (deceleration mode) in all operating
modes.
The double pulse is only available in transmission mode "E+".
The double pulse is triggered depending on the speed of the
vehicle and the distance and relative speed to the vehicle in
front (radar-controlled).
Once the accelerator pedal is released, the coasting behavior
of the vehicle is adjusted suitably depending on the traffic.
The driver may have to brake independently to prevent the
distance from the vehicle in front from becoming too short.
bbNote
The position of the accelerator pedal module linear
actuator motor is recorded by the accelerator pedal
module linear sensor and read in and evaluated by the
accelerator pedal module control unit.
System Description | S-Class Plug-In Hybrid
 Haptic accelerator pedal

Components
P07.00-2159-00
Accelerator pedal module
1 Plug connection (accelerator pedal sensor) B37b1 Accelerator pedal module sensor (linear)
2 Control unit plug connection (accelerator pedal module) B37m1 Accelerator pedal module actuator motor (linear)
B37 Accelerator pedal sensor B37n1 Accelerator pedal module control unit

System Description | S-Class Plug-In Hybrid 47

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 Overview
Operating strategy

P08.00-2072-00
Actuation of hybrid system
1 Power N127 Drivetrain control unit
2 Information N129/1 Power electronics control unit
724.2 Transmission A Energy management
A79/1 Electric machine B Torque coordination
M276.8 Combustion engine C Powerplant
N3/10 ME-SFI [ME] control unit D Vehicle
N82/2 Battery management system control unit
N83/1 DC/DC converter control unit
N83/5 Charger

bbNote
The operating strategy provides an overview of the
possible driving conditions and the coordination of the
torque generators and energy management system
required for them.

48 System Description | S-Class Plug-In Hybrid

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A distinction is made between the following operating
conditions:
• Hybrid mode
• Electric mode
• Regenerative braking
• Boost mode
• Charging the high-voltage battery at an external power
source
The vehicle can be driven using purely electric means de-
pending on the power requirement, the charge level of the
high-voltage battery and the selected operating mode. If the
power requirement is high enough, the combustion engine
is started using a procedure developed especially for hybrid
drive vehicles with direct-injection gasoline engines. It is then
engaged quickly and conveniently through actuation of the
wet clutch (NAK) in accordance with the driving conditions.
The Mercedes-Benz starting procedure uses a combination of
suitable actuation of the starter and the "direct starting" pro-
cess for direct-injection gasoline engines, whereby the start
is optimized through selective injection and ignitions.
This, combined with simultaneous engagement of the wet
clutch and the subsequent additional accelerative effect on
the starting combustion engine, gives the hybrid vehicle an
extremely quick starting procedure compared to conventional
starting. This optimized starting procedure ensures quick en-
gagement of the powerplant from electric mode.
System Description | S-Class Plug-In Hybrid
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Driving conditions
Operating strategy
The individual operating conditions are described below:
Hybrid mode
In hybrid mode, the combustion engine serves as the main
source of drive and the electric machine is used in generator
mode to supply the on-board power consumers such as the
air conditioning and DC/DC converter or for discharging/re-
charging the high-voltage battery. The electric machine only
supports the combustion engine in "boost mode" under heavy
acceleration, thus providing maximum power and torque at
the level of an 8-cylinder engine.
The combustion engine is shut off to return to electric mode
depending on the power requirement of the powerplant and
on-board consumers as well as the charge level of the high-
voltage battery.
bbNote
When the combustion engine is off (e.g. automatic
engine stop), oil is supplied to the automatic transmis-
sion via the electric auxiliary oil pump.
49
 Driving conditions
Operating strategy
Electric mode
This operating condition is adopted whenever the transmis-
sion mode/operating mode allows electric operation, the
charge level of the high-voltage battery is high enough, the
torque request from the driver can be fulfilled solely by elec-
tric means and electric operation is not being prevented by
diagnosis or system faults. To do so, the wet clutch is opened
and the combustion engine is shut off by the ME-SFI [ME]
control unit if certain prerequisites are met.
As a minimum, all of the following prerequisites must be met
and the corresponding enable signals issued:
• Vehicle speed max. 130 km/h
• Transmission fluid temperature > 0 °C
• Gear range plausible
• Sufficient vacuum in brake booster
• Electronic Stability Program has issued enable signal
• Engine hood closed
• No crash event
• 12V on-board electrical system status OK and enable
signal issued
• Sufficient charge level of high-voltage battery
• Automatic transmission oil supply OK
• Driver door closed
• Driver seat belt buckled
• Interior temperature can be set with current coolant tem-
perature of combustion engine
• Climate control control unit has issued enable signal
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In order to disconnect the combustion engine from the po-
werplant, the ME-SFI [ME] control unit requests actuation of
the wet clutch from the fully integrated transmission control
unit via the CAN network. After corresponding feedback
about opening of the wet clutch, the ME-SFI [ME] control
unit shuts off the combustion engine. If an enable signal is
withdrawn or a prerequisite is no longer fulfilled during an au-
tomatic engine stop, the combustion engine is automatically
started without any specific action by the driver.
In order to fulfill the torque request of the driver, the ME-SFI
[ME] control unit requests the required torque directly from
the electric machine via the power electronics control unit,
depending on the load requirement. The power electronics
control unit then actuates the electric machine accordingly
based on the signals for tolerable discharge voltage and
tolerable discharge current (supplied by the ME-SFI [ME]
control unit). The previously calculated electromotive torque
is requested by the ME-SFI [ME] control unit from the electric
machine via the power electronics control unit. The electric
machine is supplied with energy from the high-voltage battery
by the power electronics control unit, which acts on the po-
werplant. The high-voltage battery supplies the power elect-
ronics control unit with direct voltage for this purpose, which
is converted into 3-phase AC voltage. In order to disconnect
the combustion engine from the powerplant, the ME-SFI [ME]
control unit requests corresponding actuation of the wet
clutch via the CAN network.
System Description | S-Class Plug-In Hybrid

Start-off function sequence
Initially, the vehicle starts off purely by electric means accor-
ding to the torque request from the driver, which is read in
by the ME-SFI [ME] control unit. If the power request is high
enough, the combustion engine is also started by means of
a 12 V starter, its rpm is synchronized and it is then engaged
with the traction drive. The electric machine supports the
combustion engine under heavy acceleration, particularly
when accelerating from low rpms. If the vehicle starts off
from an operating condition with combustion engine, the wet
clutch is used as the starting device.
Boost mode
In boost mode, the electric machine supports the combus-
tion engine in order to reach the requested specified torque
as quickly as possible or to further boost the drive torque
when the combustion engine has reached its maximum
torque. The duration and intensity of boost mode depend on
the charge level of the high-voltage battery and the position
of the accelerator pedal. In the case of boost mode during
start-off, the rotational speeds of the combustion engine and
electric machine are equalized through appropriate actuation
of the wet clutch.
System Description | S-Class Plug-In Hybrid
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Driving conditions
Operating strategy
The ME-SFI [ME] control unit requests actuation of the wet
clutch via the CAN network for this purpose. In boost mode
at higher vehicle speeds, the wet clutch is actuated so as to
achieve merely a controlled zero-slip state. In order to fulfill
the torque request of the driver, the ME-SFI [ME] control
unit requests torque from the electric machine via the power
electronics control unit in the same way as for electric mode.
The electric machine then acts on the powerplant together
with the combustion engine.
Crawling
When the brake pedal and accelerator pedal are not de-
pressed, the crawl typical of an automatic transmission is si-
mulated by the electric machine or by the combustion engine
and the slip of the wet clutch. For crawling in electric mode,
the electric machine is supplied with a low current and thus
acts directly on the drivetrain with the torque generated. If,
for example, the charge level of the high-voltage battery is
low, the crawl function is implemented via the combustion
engine and the slip of the wet clutch.
51
 Driving conditions
Operating strategy
Sailing mode
If the brake pedal and accelerator pedal are not depressed
when the vehicle is coasting, the combustion engine is dis-
connected from the powerplant and shut off by opening the
wet clutch at a vehicle speed of up to 180 km/h in Economy
(E) transmission mode. If the charge level of the high-voltage
battery is high enough and the accelerator pedal is de-
pressed lightly, the electric machine supports the powerplant
to counteract a reduction in the vehicle speed.
To do so, the ME-SFI [ME] control unit requests electromotive
torque from the power electronics control unit via the CAN
network. This actuates the electric machine accordingly after
the request.
Generator mode
In generator mode, the electric machine is powered by the
combustion engine and used as a generator to generate
electrical energy. To achieve this, the rotational energy of the
crankshaft is absorbed by the rotor of the electric machine.
The rotary motion of the rotor induces AC voltage in the three
windings of the stator. This generates electrical energy in
the form of 3-phase AC current, which is limited, monitored
and converted into high DC voltage by the power electronics
control unit. The power electronics control unit supplies the
high-voltage on-board electrical system, the electric refrige-
rant compressor, the 12 V on-board electrical system and its
components with the electrical energy generated.
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Load point offset
The effectiveness of feeding energy from regenerative bra-
king into the high-voltage battery decreases as the high-vol-
tage battery deviates further from its optimal state of charge
(SOC operating point).
In other words, if the high-voltage battery is charged or di-
scharged at a low or very high state of charge (SOC), the
amount of energy lost in the form of heat increases. To re-
duce this effect and make space for any regenerative braking
energy which may be collected, the high-voltage battery is
discharged by the electric machine with support from the
combustion engine when a defined SOC value is exceeded.
Accordingly, the load point of the combustion engine is off-
set. This means that the torque produced by the combustion
engine is reduced by the ME-SFI [ME] control unit. The aim is
to offset the load point to within the load point range where
the efficiency level is high wherever possible. The load point
offset function is also used to place the combustion engine
under higher load. This allows the catalytic converters to be
brought up to operating temperature more quickly.
System Description | S-Class Plug-In Hybrid

Torque coordination
The ME-SFI [ME] control unit collects and prioritizes torque
requests and coordinates how the required torque will be
generated. To do this, it monitors the state of the combus-
tion engine and electric machine along with the charge level
of the high-voltage battery and the status of the automatic
transmission. The regenerative braking system (RBS), Elec-
tronic Stability Program (ESP®), Electronic Traction System
(ETS), cruise control (TPM), DISTRONIC (DTR) and the driver
request torques and transmit these requests to the ME-SFI
[ME] control unit over the CAN network. The ME-SFI [ME]
control unit prioritizes these torque requests and uses them
to calculate the required drive torque. The system requests
are prioritized in the following order:
• Electronic Stability Program (ESP®)
• Fully integrated transmission control unit
• Engine load requests from driver and regenerative braking
system (RBS)
• DISTRONIC or cruise control
System Description | S-Class Plug-In Hybrid
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Torque coordination
Operating strategy
Dynamic torque interventions are not implemented solely
using the torque reserves of the combustion engine. Initially,
the ME-SFI [ME] control unit implements torque interventions
affecting the current drive torque via the electric machine. To
do so, it requests actuation of the wet clutch from the fully
integrated transmission control unit via the CAN network
and requests electromotive torque from the electric machine
through the power electronics control unit via the CAN net-
work in order to increase the torque.
Reductions in torque are achieved by requesting generating
torque. The power electronics control unit implements these
requests and then reports the generated torque back to the
ME-SFI [ME] control unit via the CAN network. If the torque
interventions of the electric motor are not adequate, the
torque from the combustion engine is additionally reduced or
raised (torque reserve).
53
 Automatic engine stop
Operating strategy
Automatic engine stop
An automatic engine stop is initiated if this makes sense
with respect to system optimization and the requested drive
torque can be generated solely by electrical means. With an
automatic engine stop, the combustion engine is stopped by
the ME-SFI [ME] control unit without circuit 15 being swit-
ched off.
The received signals listed below refer solely to the automatic
engine stop enable signals from external systems e.g.:
• High-voltage on-board electrical system
• 12V on-board electrical system
• Vehicle climate control
• Regenerative braking system
The ME-SFI [ME] control unit continuously performs system
diagnosis and evaluates the function requirements for auto-
matic engine stop. Before an automatic engine stop is trig-
gered, the status of the electric auxiliary oil pump is checked
and it is then actuated by the fully integrated transmission
control unit either immediately or while the automatic engine
stop is being triggered. The electric auxiliary oil pump provi-
des the oil supply to the hydraulic system of the automatic
transmission when the combustion engine is switched off.
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The combustion engine is shut off by the ME-SFI [ME] control
unit if certain internal prerequisites of the combustion engine
are met and all of the following prerequisites and enable sig-
nals are issued:
• Vehicle speed < 160 km/h
• Transmission fluid temperature > 0 °C
• Gear range plausible
• Sufficient vacuum in brake booster
• Enable signal from Electronic Stability Program
• Engine hood closed
• No crash event
• 12V on-board electrical system status OK and enable
signal issued
• Sufficient charge level of high-voltage battery
• Automatic transmission oil supply OK
• Driver door closed
• Driver seat belt buckled
• Interior temperature can be set with current coolant tem-
perature of combustion engine or via high-voltage PTC
heater
• Enable signal from climate control control unit
In order to disconnect the combustion engine from the po-
werplant, the ME-SFI [ME] control unit requests actuation of
the wet clutch from the fully integrated transmission control
unit via the CAN network. After corresponding feedback
about opening of the wet clutch, the ME-SFI [ME] control unit
shuts off the combustion engine.
If an enable signal is withdrawn or a prerequisite is no longer
fulfilled during an automatic engine stop, the combustion
engine is automatically started without any specific action by
the driver.
System Description | S-Class Plug-In Hybrid
 Automatic engine start

Operating strategy
Automatic engine start
An automatic engine start is initiated if the vehicle requires The combustion engine can only be started solely using the
drive energy which cannot be provided solely by electrical electric machine if the vehicle is stationary and the charge
means or if changes in the system conditions necessitate a level of the high-voltage battery is sufficiently high.
start of the combustion engine. Starting of the combustion
engine is requested by the ME-SFI [ME] control unit. During electric mode with the wet clutch open, starting
is always initially carried out using the starter up to a cer-
The combustion engine is started using the following compo- tain combustion engine speed. Once this starting speed is
nents depending on the specifications made by the major as- reached, the combustion engine is then brought up to idle
sembly coordinator interface in the ME-SFI [ME] control unit: speed by the powerplant through engagement of the wet
• The starter (e.g. in electric mode) clutch.
• The electric machine (with vehicle at standstill), reques-
ted by power electronics control unit via CAN network
• The starter and the electric machine together (in electric
mode), requested by power electronics control unit via
CAN network

System Description | S-Class Plug-In Hybrid 55

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 Automatic engine start
Operating strategy

The ME-SFI [ME] control unit continuously performs system After the corresponding feedback about the engaged wet
diagnosis and evaluates whether the function requirements clutch is received, the ME-SFI [ME] control unit requests
for electric mode and thus for shutting off the combustion actuation of the electric machine from the power electro-
engine are still fulfilled. nics control unit via the CAN network in order to start the
combustion engine. The end of the starting procedure is
If one of the enable signals listed below is withdrawn or if a recognized based on the engine speed or - in the case of
prerequisite is no longer fulfilled, the combustion engine is torque-guided start - by comparing the difference in torque
started. between the electromotive torque from the electric machine
and the torque from the combustion engine.
Starting of the combustion engine is initiated under the fol-
lowing conditions:
• Vehicle speed > 190 km/h
• Transmission fluid temperature < -3 °C
• Vacuum in brake booster not sufficient
• Electronic Stability Program has withdrawn enable signal
• 12 V energy management system has withdrawn enable
signal
• Charge level of high-voltage battery below limit value
• Oil supply to automatic transmission via electric auxiliary
oil pump not OK
• Interior temperature cannot be set with current coolant
temperature of combustion engine or via high-voltage PTC
heater

For an automatic engine start with the vehicle at a standstill,

the electromotive torque required from the electric machine
is calculated by the ME-SFI [ME] control unit. In order to
prevent an automatic engine start after an automatic engine
stop and with the engine hood open, the signal about the sta-
tus of the engine hood is also read in by the ME-SFI [ME] via
the CAN network. In order to connect the combustion engine
to the automatic transmission, the ME-SFI [ME] control unit
requests actuation of the wet clutch from the fully integrated
transmission control unit via the CAN network.

bbNote
An automatic engine start can be carried out with
any gear range engaged. If the vehicle is brought to
a standstill after electric mode and the driver door is
opened, the driver is reminded that the vehicle is still
ready to drive. If gear range "P" or "N" is engaged, a
corresponding message is shown on the instrument
cluster and an acoustic warning is output as a remin-
der. If gear range "D" or "R" is engaged, gear range "P"
is automatically engaged.

56 System Description | S-Class Plug-In Hybrid

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Operating modes and transmission modes
The plug-in hybrid offers the following advantages of a purely
electric vehicle:
• Emission-free electric driving in electric mode
• The possibility of recharging with low-cost, environmen-
tally friendly power at a charging station or domestic
power socket
The plug-in hybrid also offers the following advantages of a
hybrid drive:
• Low fuel consumption
• High range
• Refined vehicle dynamics and outstanding comfort
through the combination of electric motor and combus-
tion engine
To allow the vehicle to be used optimally according to the
needs of the driver and the driving profile, four operating mo-
des and three transmission modes are available for manual
selection by the driver.
The following three transmission modes can be selected by
pressing the transmission mode button:
• Transmission mode "E"
• Transmission mode "S"
• Transmission mode "E+"
System Description | S-Class Plug-In Hybrid
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Operating modes
Operating strategy
The three transmission modes of "E", "S" and "E+" are based
on the standard mode "E", which perfectly combines the
responsiveness of the plug-in hybrid vehicle with the refined
comfort of a luxury sedan.
When transmission mode "S" is selected, the sporty charac-
teristics of the drivetrain are brought to the forefront. The
transmission mode tends towards the use of lower gears and
thus provides more free-revving drive characteristics. Fur-
thermore, electric mode is no longer used and the available
electrical energy is used for the electrically assisted boost
mode to the maximum extent possible.
Transmission mode "S" is permanently combined with hyb-
rid mode. In contrast, transmission mode "E+" brings about
further consumption savings in combination with the ECO
assistance systems described in the following section.
P08.30-2083-00
Transmission mode button
A40/9s8 Transmission mode button
57
 Operating modes
Operating strategy

ECO assistance systems

In transmission mode "E+", deceleration torque is reduced As soon as the pedal is released and if electric mode is
to a minimum in electric mode to allow for maximum use of available, the combustion engine is shut off, uncoupled from
sailing mode. This means that the vehicle can coast further the drivetrain via the wet clutch and the vehicle switches to
once the accelerator pedal is released. sailing mode.

Heavy braking after extended use of sailing mode or a
premature start of sailing mode followed by resumption of
assistance from the combustion engine have negative con-
sequences. For this reason, Mercedes-Benz uses a haptic
accelerator pedal for the ECO assistance system.
If the vehicle in front reduces its speed or if the distance re-
duces due to other effects, radar-based deceleration torque
control is activated. The distance to the vehicle in front is
adjusted according to the driving situation by altering the de-
celeration torque of the electric machine.

The distance and vehicle speed relative to the vehicle in front

are determined using the radar sensor system installed in the
vehicle. The ECO assistant intervenes whenever releasing the
accelerator pedal would cause the vehicle speed to adjust
to that of the vehicle in front in a manner which optimizes
consumption. The haptic accelerator pedal noticeably pulses
twice to recommend that the driver releases the accelerator
pedal.

Operating Operating energy input E+ E S

modes

HYBRID Combustion engine + electric Selectable Selectable Selectable

machine

E-MODE Electric machine Selectable Selectable Not selectable, combustion engine

running

E-SAVE Combustion engine Selectable Selectable Not selectable, combustion engine

running

CHARGE Combustion engine Selectable Selectable Not selectable, combustion engine

running

58 System Description | S-Class Plug-In Hybrid

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 Operating modes

Operating strategy
Operating mode selection button
The following four operating modes can be selected by pres- Whereas the transmission modes mainly allow the driving
sing the operating mode selection button: characteristics to be adjusted, the operating modes allow the
• HYBRID: Combined driving mode driver to directly influence the use of electrical energy and
• E-MODE: Purely electric driving thus the charge level of the high-voltage battery.
• E-SAVE: High-voltage battery is kept fully charged to allow
purely electric driving later
• CHARGE: High-voltage battery is charged during driving
operation.

P08.30-2090-00 P08.30-2082-00
Operating mode button Hybrid operating modes on instrument cluster
A40/9s16 Operating mode selection button

System Description | S-Class Plug-In Hybrid 59

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 Operating modes
Operating strategy

HYBRID
This operating mode is the standard mode. In transmission
modes "E" and "E+", it provides hybrid operation whereby the
share of electric driving is dependent on the charge level. It
also offers maximum comfort for combined operation of the
drive systems by maintaining an appropriate power reserve
for the electric machine.
Transmission mode "S" offers maximum responsiveness with
changes to the gear selection of the transmission and the
configuration of the accelerator pedal characteristic. It also
prevents any solely electric driving and increases the boost
performance.
E-MODE
This operating mode stands for maximum electric operation.
To allow the driver to remain conveniently in electric mode,
the haptic accelerator pedal with actuation point is activated.
In this case, the accelerator pedal indicates that a combus-
tion engine start request is about to be issued by pulsing at
the actuation point. The additional drive system is only star-
ted once the pedal is pressed past the actuation point.

P08.30-2075-00 P08.30-2076-00
HYBRID E-MODE
1 Charge level critically low 1 Charge level critically low
2 Charge level low 2 Charge level low
3 Operating range 3 Operating range
4 Charge level high 4 Charge level high
5 Charge level critically high 5 Charge level critically high
km Driving distance in km A Automatic change to HYBRID operating mode
SOC State of charge of high-voltage battery km Driving distance in km
SOC State of charge of high-voltage battery

60 System Description | S-Class Plug-In Hybrid

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 Operating modes

E-SAVE
In E-SAVE operating mode, the system maintains the charge
level of the high voltage battery which was saved when the
operating mode was activated. Some electric operation is
still permitted. The system still shuts off the engine in idle
phases or deceleration phases to avoid fuel consumption
when idling. However, the system only uses energy from the
high-voltage battery if the charge level will not fall below the
set value as a result.
Operating strategy
CHARGE
In this fourth operating mode, the high-voltage battery is
charged at a moderate rate during driving operation by in-
creasing the operating rate of the combustion engine. To
ensure continuous charging, the system does allow any solely
electric driving or boost mode. As soon as the high-voltage
battery is fully charged, the system automatically switches to
E-SAVE operating mode.

P08.30-2077-00 P08.30-2078-00
E-SAVE CHARGE
1 Charge level critically low 1 Charge level critically low
2 Charge level low 2 Charge level low
3 Charge level normal 3 Charge level high
4 Operating range 4 Operating range
5 Charge level very high 5 Charge level critically high
6 Charge level critically high km Driving distance in km
km Driving distance in km SOC State of charge of high-voltage battery
SOC State of charge of high-voltage battery

System Description | S-Class Plug-In Hybrid 61

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 Route-based operating strategy
Operating strategy

The various manually selectable operating modes are used Outside of urban areas, the route-based operating strategy
by the driver because he or she knows the route and knows can use less electrical energy as appropriate and also adjust
when they want to drive electrically and when the high-vol- the charge level to the remaining route sections in a targeted
tage battery should be discharged. manner by means of load point offset.

The route-based operating strategy takes these two aims into The following basic requirements are needed to perform an
account and adds the convenience of taking over the deci- energy assessment of the route and thus control charging
sion on the optimal sequence of operating modes from the and power use:
driver for the particular route. • COMAND Online
• Current vehicle weight
In this case, the operating mode is not selected solely based • Driving characteristics (vehicle speed, braking
on events but also takes the following factors into account: characteristics)
• The use of electrical energy has varying consumption- • Auxiliary consumer load
reducing effects depending on the route. • Turning probability
• The use of electrical energy for electric operation in urban
areas provides a high amount of emotional added value
for the driver.

P08.30-2073-00
Actuation of hybrid system
1 Raising of charge level of high-voltage battery compared to manual B Urban driving
operating strategy C Highway driving
2 Solely electric driving in city D Arrival at destination
3 Automatic change of operating strategy SOC State of charge of high-voltage battery
A Highway driving

62 System Description | S-Class Plug-In Hybrid

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High-voltage energy management (HV-EMM)
The high-voltage energy management system activates and
deactivates the high-voltage on-board electrical system by
controlling the contactors in the high-voltage battery and all
other voltage sources in the high-voltage on-board electrical
system. In the process, all protective mechanisms which
prevent hazards from electric shock (e.g. insulation measu-
rement, monitoring of interlock circuit, crash sensors), are
monitored and taken into account.
Hybrid mode
The high-voltage energy management module in the drive-
train control unit coordinates the energy flows of the hybrid
system, using the interface between the battery management
system, DC/DC converter, power electronics and charger
control units together with the air conditioning, on the one
hand, and the electric refrigerant compressor and high-vol-
tage PTC heater on the other.
To do so, it exchanges information with all relevant control
units over the CAN bus and influences the coordination of
energy use and recovery in the ME-SFI [ME] control unit.
System Description | S-Class Plug-In Hybrid
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High-voltage energy management
Operating strategy
In order to perform these tasks, the high-voltage energy
management module is closely networked with the battery
management system control unit. The battery management
system control unit continuously monitors the status of the
high-voltage battery in terms of performance and charge level
in order to ensure an optimal service life of the high-voltage
battery. It transmits this information and the safety limits to
the high-voltage energy management module.
Based on this information and information received from
other high-voltage components, the high-voltage energy ma-
nagement module produces an individual permitted power
output level for every component in the high-voltage on-board
electrical system. The aim of these permitted power output
levels is to ensure that the power is distributed optimally
within the hybrid system to fulfill the driver's requests and
minimize fuel consumption.
In addition to permitted power output levels, the high-voltage
energy management module also provides the power electro-
nics control unit with variable current and voltage limits.
Precise monitoring of these limits in the drivetrain and power
electronics control units ensures that the high-voltage battery
limits transmitted by the battery management system are
strictly complied with. This is carried out with the twin aim
of exploiting maximum performance while achieving a long
service life.
63
 High-voltage energy management
Operating strategy
Functions with vehicle at standstill
In contrast to the previous hybrid models of Mercedes-Benz,
the S 500 Plug-In Hybrid can perform a wide range of vehicle
functions with the vehicle at a standstill.
For example, the vehicle can be charged via the integrated
charger and the interior compartment can be fully climate-
controlled with the vehicle at a standstill using energy from
the high-voltage battery or power outlet.
If the vehicle is idle for a very long period of time, the on-
board electrical system battery can also be supported by the
high-voltage battery in an emergency so that the engine can
be started even after an extended period of downtime.
If charging of the high-voltage battery is requested by the
integrated battery charger, the high-voltage energy manage-
ment system requests the correct operating mode from all
components involved.
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The high-voltage energy management module also conti-
nuously monitors all relevant limits and the charge level of
the high-voltage battery based on the information provided by
the battery management system control unit to ensure that
the battery charging process is optimized in terms of char-
ging duration, charging efficiency and battery service life. The
high-voltage energy management module also calculates dis-
play values for the forecast charging duration and the charge
level achievable by the departure time and visualizes the
status of the charging process by means of the status LED on
the charge socket:
• Orange (flashing): Initialization
• Green (flashing): Charging process
• Green (on continuously): Battery full
• Orange (on continuously): Charging pause
• Red (high-frequency flashing): Fault
If the driver requests climate control of the interior compart-
ment, the high-voltage energy management module exchan-
ges information with the climate control control unit. This
provides the high-voltage energy management module with a
forecast climate control duration depending on the specified
interior temperature, the current outside temperature and
incoming sunlight. This information exchange is repeated
several times within the time window before the desired de-
parture time to ensure economical utilization of the available
energy and to ensure that the temperature requested by the
driver is set accurately.
System Description | S-Class Plug-In Hybrid
 Preconditioning

Preconditioning
Depending on the occupants' needs, the vehicle interior can
be temporarily preheated or pre-ventilated when they enter
the vehicle. The vehicle can also be preheated or pre-cooled
to a previously specified temperature automatically based on
a pre-programmed departure time or manually using the pre-
conditioning button.
The preconditioning function features 4 modes:
• Preconditioning mode 1, preconditioning starts once the
vehicle is unlocked for up to max. 5 min
• Preconditioning mode 2, preconditioning for up to max.
55 min. before departure time (with charging cable plug
not plugged in)
• Preconditioning mode 3, preconditioning for up to max.
55 min. before departure time (with charging cable plug
plugged in)
• Preconditioning mode 4, preconditioning for up to max.
50 min. via preconditioning button
Preconditioning via vehicle unlocking (mode 1)
The aim of preconditioning when the vehicle is unlocked
is to temporarily pre-heat or pre-ventilate the cockpit area
when the occupants enter the vehicle and to pre-cool the air
coming out of the air vents. The vehicle interior is cooled or
heated depending on the interior temperature and the speci-
fied temperature set on the automatic climate control control
unit. Preconditioning is always activated irrespective of the
temperature deviation. In this case, the automatic air condi-
tioning always operates in control mode. The seat heaters,
panel heaters and steering wheel heater are, however, only
activated if the outside temperature is lower than 12 °C and
the temperature deviation in the vehicle interior is greater
than 5 °C.
Comfort
If the vehicle is connected to a power supply, charging of
the high-voltage battery to the defined minimum charge level
takes priority. Only afterwards is preconditioning activated
based on the departure time.
Preconditioning with departure time (mode 2 and mode
3)
If the vehicle isn't connected to a power supply and the
high-voltage battery is not fully charged, the operating period
of the preconditioning function may be reduced. Precondi-
tioning is terminated once the vehicle is started or if the set
departure time is exceeded by 5 min.
Setting the departure time:
The departure time can be set, selected and activated via the
menu structure on the instrument cluster. The instrument
cluster transmits the activated departure time via the user in-
terface CAN, electronic ignition lock control unit and interior
CAN to the drivetrain control unit and climate control control
unit. The climate control control unit calculates the required
climate control duration and transmits this via interior CAN,
the electronic ignition lock control unit and the chassis-Flex-
Ray to the drivetrain control unit. Once the starting time has
been reached, the drivetrain control unit transmits the pre-
conditioning request via the chassis CAN, electronic ignition
lock control unit and interior CAN to the automatic climate
control control unit.

If the lowest possible specified temperature "Lo" is set on the

automatic climate control control unit, the cooling function is
always activated. If the highest possible specified tempera-
ture "Hi" is set on the automatic climate control control unit,
the heating function is always activated.

Availability of the following information is a prerequisite of the

climate control control unit for operating preconditioning:
• Interior temperature at head height
• Specified temperature on climate control control unit
• Ambient temperature
• Incoming sunlight

System Description | S-Class Plug-In Hybrid 65

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 Preconditioning
Comfort

The vehicle interior is then cooled or heated until the desired
temperature is reached in time for the set departure time.
The stationary air conditioning function is activated a maxi-
mum of 55 minutes beforehand. If the departure is delayed,
the vehicle climate control still operates for another 5 minu-
tes. When a departure time is activated on the instrument
cluster and preconditioning is selected in the COMAND
controller unit, the indicator lamp in the preconditioning but-
ton lights up yellow. The request to switch on the indicator
lamp is transmitted by the drivetrain control unit to the front
climate control operating unit via the chassis-FlexRay, elect-
ronic ignition lock control unit, interior CAN, climate control
control unit and climate control LIN2. The front climate
control operating unit actuates the LED in the stationary air
conditioning button directly.
The current operating condition of the stationary air conditio-
ning is indicated by the indicator lamps in the stationary air
conditioning button:
• Indicator lamp lights up red: Heating function is switched
on
• Indicator lamp lights up blue: Cooling function is switched
on
• Indicator lamp lights up yellow: Departure time is
preselected

Preconditioning via the preconditioning button (mode 4)

Preconditioning can also be switched on if the desired in-
terior temperature has already been reached. In this case,
the vehicle interior continues to be air-conditioned and the
interior temperature is kept constant for up to 50 minutes
(e.g. during a break in driving). The preconditioning function
is switched on and off using the preconditioning button in the
front climate control operating unit. The front climate control
operating unit transmits the status of the preconditioning
button to the climate control control unit via climate control
LIN 2.

bbNote bbNote
Preconditioning is shut off if the engine hood is In the case of preconditioning for a departure time,
opened. the seat heaters, steering wheel heater, armrest hea-
ters and outside mirror heaters are actuated max.
10 minutes and the rear window heater max. 13 minu-
tes before the departure time is reached.

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 Location of control units

Networking
P08.00-2073-00

System Description | S-Class Plug-In Hybrid 67

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68
Location of control units
A1 Instrument cluster
A40/3 COMAND controller unit
N2/10 Supplemental restraint system control unit
N3/10 ME-SFI [ME] control unit
N10/6 Front SAM control unit
N10/8 Rear SAM control unit
N22/1 Climate control control unit
N30/4 Electronic Stability Program control unit
N51/3 AIRMATIC control unit
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System Description | S-Class Plug-In Hybrid
Networking
N62/1 Radar sensors control unit
N69/1 Left front door control unit
N73 Electronic ignition lock control unit
N82/2 Battery management system control unit
N83/1 DC/DC converter control unit
N83/5 Charger
N118 Fuel system control unit
N127 Drivetrain control unit
N129/1 Power electronics control unit
Y3/8n4 Fully integrated transmission control unit
Location of control units
 High-voltage on-board electrical system/interlock circuit

Networking
P54.18-5284-00
High-voltage on-board electrical system/interlock circuit
1 High-voltage distributor N83/1 DC/DC converter control unit
2 Control unit plug connections N83/5 Charger
3 High-voltage connections N129/1 Power electronics control unit
4 Circuit 30 S7 High-voltage disconnect device
A100 High-voltage battery module X58/23 Charger feed socket
A100g1 High-voltage battery AL Interlock analysis logic
A100s1 Contactor A Interlock signal
A79/1 Electric machine B High-voltage lines
A9/5 Electric refrigerant compressor C Circuit 30c
F1 High-voltage PTC heater electrical fuse (not replaceable) CG Interlock generator
F2 Electric refrigerant compressor electrical fuse (not replaceable) CL Circuit 30c analysis logic
F3 Electrical fuse (charger) (replaceable) CS Circuit 30c (contactor power supply)
F4 Electrical fuse (DC/DC converter) (replaceable) CP Control Pilot
F5 Electrical fuse (to high-voltage distributor plate on power electronics PP Proximity Pilot
control unit) (replaceable) PPL Proximity Pilot analysis logic
F6 High-voltage battery electrical fuse (not replaceable) PE Protective earth conductor
F33 Rear prefuse box L Phase L1 - L3
N2/10 Supplemental restraint system control unit N Neutral conductor
N33/5 High-voltage PTC heater
N82/2 Battery management system control unit

System Description | S-Class Plug-In Hybrid 69

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 Interlock
Networking
The interlock circuit is used as contact protection to protect
people against inadvertent contact with high-voltage com-
ponents. For this purpose, a 12 V/88 Hz signal from the
interlock circuit is looped through all high-voltage on-board
electrical system components that can be dismantled or
opened. A jumper is thus installed on every removable high-
voltage connection or cover, which protects access to the
high-voltage-carrying contacts. The jumper interrupts the
interlock circuit when the high-voltage connection or cover is
removed.
In addition, the interlock circuit is routed in series via the 12
V control unit plug connections of the high-voltage compo-
nents. When a control unit plug connection is unplugged, the
interlock circuit is broken via the interlock input and output
contacts.
An interlock circuit ensures that the high-voltage on-board
electrical system is shut down or cannot be activated in or-
der to prevent any accidental contact with the high-voltage
components.
70
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Any interruption in the interlock circuit while driving does not
cause the high-voltage on-board electrical system to shut off.
The high-voltage on-board electrical system is only shut off
once selector lever position "N" or "P" is engaged for more
than 3 seconds and the vehicle speed drops below 5 km/h.
The high-voltage on-board electrical system is also shut off in
selector lever position "D" when the engine hood is opened.
Once the ignition is switched off, the vehicle cannot be re-
started if there is a fault in the interlock circuit. If there is a
fault in the interlock circuit, the vehicle standstill functions
(ignition "OFF") are aborted and the high-voltage on-board
electrical system is deactivated.
This means that whenever the high-voltage on-board electri-
cal system is accessed, the interlock circuit is interrupted,
which causes deactivation of the high-voltage on-board
electrical system under the aforementioned conditions and
prevents activation of the high-voltage on-board electrical
system.
bbNote
The battery management system control unit, power
electronics control unit, DC/DC converter control unit
and charger feature analysis logic for the interlock
signal.
System Description | S-Class Plug-In Hybrid
 Interlock

Networking
The interlock generator is located in the battery management
system control unit. Interlock analysis logic is integrated into
every active high-voltage component (e.g. high-voltage bat-
tery and charger), which performs its own analysis.

Faulty conditions can be detected through analysis of the

signals of the interlock circuit in the active high-voltage com-
ponents (e.g. open circuit, short circuit). The interlock circuit
is looped through the other components (electric refrigerant
compressor, high-voltage PTC heater).

The signal of the interlock circuit is generated in the battery

management system control unit and passes in series via the
following components:
• Power electronics
• High-voltage distributor plate
• Electric machine
• Electric refrigerant compressor
• High-voltage battery
• High-voltage PTC heater
• DC/DC converter
• Charger
• Rescue separation point
• High-voltage disconnect device

bbNote
In the rear prefuse box, circuit 30 becomes circuit
30c. This is used by the battery management system
control unit and power electronics control unit as
a signal line for detecting a crash event and by the
contactor as a power supply. If the supplemental
restraint system control unit triggers the fuse in the
rear prefuse box in the event of a crash or the high-
voltage disconnect device is opened, the circuit 30c
signal line is interrupted and the contactor in the high-
voltage battery interrupts the connection of the high-
voltage battery to the high-voltage on-board electrical
system.

System Description | S-Class Plug-In Hybrid 71

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 Communications services
Audio and communications

Telematics services Communication between vehicle and "Vehicle

The driver is able to access vehicle data and adjust settings Homepage" via service provider
via the Internet using a vehicle-specific website - the "Vehicle Once the user has successfully brought up the "Vehicle
Homepage". This is particularly useful for remote control and Homepage", he/she can exchange data with the vehicle via
monitoring of charging processes. a secure mobile network connection provided by the service
provider (e.g. query information and change settings).
The "Vehicle Homepage" is made available by the service
provider. It is possible to access the following content via the
"Vehicle Homepage" e.g.:
• High-voltage battery charge level
• High-voltage battery charging time
• Program departure time (for charging and
preconditioning)
• Activate function "Preconditioning via key"
• Set/activate function "Preconditioning by departure time"
• Electric range and total range
• ECO scores (driving profiles) of last trip
• Graphical range forecast
• Charging station finder
• Notifications (e.g. via e-mail)

Furthermore, infrastructure supporting "Smart Charge Com-

munication" is used to allow convenient and secure payment
for charging processes.

bbNote
There are plans to gradually extend the functionality.

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The telematics services of the emergency call system are
implemented by means of a mobile network connection to
the service center. The telematics services communications
module transmits and receives the mobile radio signals via
the left emergency call system antenna (or via the right emer-
gency call system antenna).
The following services are possible in addition to emergency
calls:
• Towing service ("Accident Management")
• Breakdown assistance ("Breakdown Management")
• Service and maintenance ("Maintenance and Teleguard")
• App services ("Online and Remote")
Vehicle data are transferred to the service center for all
services. The driver can use the towing service, breakdown
assistance and some service and maintenance functions by
selecting the "MB Contact" phonebook entry using the audio
equipment.
System Description | S-Class Plug-In Hybrid
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Mercedes Connect Me
Audio and communications
In the case of the Service and Maintenance function when
the customer does not have a contract for service and
maintenance, a pop-up window is displayed on the Audio/
COMAND display of the vehicle 5 days before the calculated
service due time/mileage. This asks the driver whether they
want to be connected to the service center. If the driver
selects "Call now", a voice connection is established to the
service center. If the driver selects "Call later", the pop-up
window is displayed again at a later time. If the driver selects
"No thank you", no more pop-up windows are shown regar-
ding the upcoming service which is due.
bbNote
App services include e.g. communicating the vehicle
location ("Vehicle Finder"), communicating the vehicle
location as soon as the vehicle reaches or leaves a
certain area ("Vehicle Tracker/Geofencing"), remote
door unlocking and locking ("Remote Lock/Unlock"),
displaying the vehicle status ("Remote Status"). A de-
tailed description of these functions can be found in
the WIS documentation.
73
 Disconnecting the power
High-voltage safety

High-voltage disconnect device

The vehicle is equipped with a high-voltage disconnect de-
vice. If the power is disconnected using a diagnostic system,
circuit 30c and the interlock circuit are physically disconnec-
ted via the high voltage disconnect device.

In this case, a corresponding fault code is stored in the fault

memory. This fault code is erased when the high-voltage on-
board electrical system is put into operation.

bbNote
Important: Before performing a manual power discon-
nect process, diagnosis-based power disconnect must
always be performed first.
bbNote
Manual power disconnect with personal protective
equipment, the subsequent recommissioning of the
system, the insulation testing of the high-voltage on-
board electrical system and the voltage proof test may
only be performed and documented by an "expert"
qualified to work on intrinsically safe high-voltage pro-
duction vehicles, who has passed the additional high-
voltage training course on "Manual power disconnect
of high-voltage on-board electrical systems".

A detailed description can be found in the WIS docu-

mentation under: AH54.00-P-0010-01A

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 Disconnecting the power

High-voltage safety
bbNote
When the power has been removed from the high-
voltage on-board electrical system, only the repair
and maintenance work which necessitated the power
disconnect may be performed.

All repair and maintenance operations relevant to

the high-voltage system must be performed as inde-
pendent processes. This prevents any interference
in the recommissioning of the high-voltage on-board
electrical system that might potentially be caused by
"duplicate work".

bbNote
All operations which necessitate a power disconnec-
tion are described in the WIS documentation.

P54.10-3822-00
High-voltage disconnect device
S7 High-voltage disconnect device

System Description | S-Class Plug-In Hybrid 75

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 Disconnecting the power
High-voltage safety

To allow repair and service operations to be performed wi-
thout any risk of electric shock, the high-voltage on-board
electrical system must be de-energized and secured to pre-
vent reactivation.
The power disconnect process and recommissioning process
must be documented in a high-voltage on-board electrical
system power disable event log and high-voltage on-board
electrical system commissioning event log. The logs must be
filed with the vehicle repair documents.
Pulling out the high-voltage disconnect device physically
interrupts the actuation of the contactor of the high-voltage
battery.
The eyelet which becomes visible when the high-voltage dis-
connect device is pulled out is protected with a padlock to
prevent reinsertion.

The power disconnect process of the high-voltage on-board

electrical system is carried out under guidance from the ve-
hicle diagnostic system.

P08.00-2078-00
Opening the high-voltage disconnect device
S7 High-voltage disconnect device B Open high-voltage disconnect device
A Release lock C Secure eyelet with padlock

76 System Description | S-Class Plug-In Hybrid

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 QR code for rescue services

High-voltage safety
Vehicle specific rescue card via QR code
Mercedes-Benz is the first automotive manufacturer to offer
digital access to a vehicle-specific rescue card by means of a
QR code.

Relevant vehicle information can be accessed worldwide both

easily and quickly in the event of an accident. Only a smart-
phone/tablet with camera (platform-independent) and a QR
code reader app (available free of charge) are required.

The ability to access a digital rescue card via the QR code sti-
cker provides significant safety improvements/time savings,
particularly in countries where the rescue services do not
have a rescue service information system (e.g. the "license
plate query" system used in D/NL). The QR code sticker is
installed in 2 positions:
• Inside of tank cap
• Driver-side B-pillar

P08.00-2080-00
QR code in fuel filler flap
1 QR code 

P08.00-2081-00
QR code on driver-side B-pillar
2 QR code

System Description | S-Class Plug-In Hybrid 77

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 Information on maintenance
Maintenance

Maintenance strategy New technical features

The current Mercedes-Benz maintenance strategy also The automatic transmission fluid and filter change interval of
applies to the S 500 Plug-In Hybrid. It is thus completely "every 100,000 km/5 years" for hybrid transmission 724.2
integrated into the ASSYST PLUS maintenance system of the (NAT2 P2) ensures the maximum component utilization over
extended maintenance strategy. the expected service life of engine 276.8 with plug-in hybrid.

Accordingly, there is a fixed maintenance interval of "every
25,000 km/12 months" (ECE), with the exception of any po-
tential country-specific kilometer intervals that vary. Further-
more, the A and B Services continue to apply alternately and
there is also a "PLUS Package" that the driver can choose at
any time.
Predictable costs and reliable planning: Mercedes-Benz
service contracts
Which contract suits me best? The vehicle-specific Mer-
cedes-Benz service contracts enable the car customer to
choose individual protection while also allowing him/her to
select the most suitable of the different product variants
which are available.
The purchase of an extended warranty as an introductory
product is aimed at security-oriented, price-sensitive custo-
mers. These customers are protected against unexpected
repair costs in the long-term even after the manufacturer
warranty expires.
Furthermore, the charging cable and vehicle socket are che-
cked for mechanical damage at every Service A and B.
The other maintenance intervals remain the same as for the
base model vehicle.
The full service contract, as a premium product, combines
the aforementioned maintenance and repair work with all
wear-related operations. With this all-in-one protection pa-
ckage, the customer can be sure that their Mercedes-Benz
will stay in top form for a long time.
The availability and product names of the Mercedes-Benz
service contracts are defined on a country-specific basis.
Talk to your colleagues in sales or your contact person for the
market.

With a maintenance contract, the focus is on cost transpa-

rency and reliable planning. In this case, all maintenance
costs are covered for the agreed term. The services include
all maintenance operations as per the service booklet in-
cluding additional operations that are "subject to separate
invoice".

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Diagnosis of the S 500 Plug-In Hybrid is performed as usual
with XENTRY Diagnostics. This enables the vehicle to be
identified with all its equipment features and allows accu-
rate fault evaluation and rectification and the analysis of
vehicle-specific values and parameters. Special qualifications
are required for staff who carry out diagnostic activities on
high-voltage vehicles and their high-voltage components (see
AH54.00-P-0010-01A).
The architecture of the drivetrain always necessitates com-
plete reprogramming with new software. As usual, the control
unit programming function can be found under the "Adapta-
tions" tab in the ME-SFI [ME] control unit.
System Description | S-Class Plug-In Hybrid
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Diagnosis
Service information
bbNote regarding control units: Power
electronics, battery management system, ME-SFI
[ME], DC/DC converter and charger
It should be noted that all entries in the fault memory
are always displayed as "current and stored". The dis-
played status does not allow conclusions to be drawn
about the actual presence of the fault. Proceed in ac-
cordance with the instructions in XENTRY Diagnostics.
bbNote
In order to be able to test the capacity of the high-
voltage battery, it must have been completely dischar-
ged and fully recharged at least once during its period
of use.
bbNote
Only trained workshop personnel ("Expert" on intrin-
sically safe high-voltage production vehicles, model
series S-Class Plug-In Hybrid) may perform diagnosis-
based power disconnect and work on the high-voltage
on-board electrical system.
79
 Working on the vehicle
Service information

Shutting off the high-voltage on-board electrical system Designed safety features
in the event of accident and short circuit Contact protection:
The shutoff of the high-voltage on-board electrical system • Housing
in the event of an accident is initiated by the tripping of the • Covers
pyrotechnical separator. The separator is actuated by the • Insulation
supplemental restraint system control unit when a crash is • Connectors
detected. This results in the all-pole separation of the energy
sources, the deactivation of generator mode of the electric Potential equalization is carried out via a conductive connec-
machine and the discharge of the intermediate circuit capaci- tion to the chassis (vehicle ground).
tors to a value below the hazardous voltage range. The high-
voltage electrical system is shutoff in stages in the event of Specific component requirements:
short circuit via software and electrical fuses. • Potential separation
• Insulation resistance
Safety measures • Dielectric strength
Numerous safety measures have been implemented to
provide protection against contact with the high voltage on- Specific system requirements
board electrical system. Contact protection for the entire • Total resistance
system is provided by means of housings, insulation and co- • Packaging specifications
vers. The components of the high-voltage on-board electrical
system are connected by high-voltage electrical lines. Neither
the positive, nor the negative terminal of the high-voltage on-
board electrical system is connected to the vehicle ground.

bbNote
For more information on the topic of "Handling high-
voltage batteries after an accident with airbag and/or
pyrofuse triggering", refer to the WIS documentation
under the number: SI54.10-P-0035A.
P08.00-2076-00
Warning label

80 System Description | S-Class Plug-In Hybrid

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 Activities HV-specific sa- HV aware- HV qualifica- HV qualifica- HV manual power disconnect training
fety induction ness (basics) tion without tion with pro-
product trai- duct training
ning (1st (2nd level)
level)

"Simple" activities outside of Qualified Qualified Qualified Qualified Qualified

System Description | S-Class Plug-In Hybrid

the high-voltage on-board elec-
trical system: e.g. operate ve-
hicle, check operating fluids,
jump starting

General repairs on high-vol- Not qualified Qualified Qualified Qualified Qualified

tage vehicle, operations on de-
energized high-voltage
on-board electrical system: (di-
agnosis-based/manual)

No activity: Intermediate stage Not qualified Not qualified Qualified Qualified Qualified
- Prerequisite for product
training

Diagnosis-based power disable Not qualified Not qualified Not qualified Qualified Qualified
of high-voltage vehicle (If product training for specific vehicle is available. An attempt at dia-
gnosis-based power disable must always be performed before ma-
nual power disable)

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Manual power disable, insula- Not qualified Not qualified Not qualified Not qualified Qualified
tion resistance testing, voltage (Manual power disable permitted for vehicle models (as per WIS
proof testing specification))

81
Requirements and qualifications of service personnel

Service information
 Diagnosis accessories
Diagnosis accessories

High-voltage battery diagnostic unit

Use For diagnosing removed high-voltage batteries wit XEN-

TRY Diagnostics (applies to all model series)

MB number W000 586 00 99 00

FG 54

Set C
P58.20-2471-00

Category None

Validity Applies to all model series

82 System Description | S-Class Plug-In Hybrid

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 High-voltage battery

Special tools
Lifting device

Use For removing the high-voltage battery in the trunk, which

weighs approx. 110 kg (can be used for various model
series)

MB number W222 589 00 62 00

FG 54

Set B

Category Mercedes-Benz Cars Special Operations P58.20-2456-00

Validity T 222 163 P

Test adapter

Use Manual power disable process of BR 222: Checking vol-

tage-free state of high-voltage battery (plug connection of
wiring harness of high-voltage distributor plate)

MB number W222 589 02 63 00

FG 54

Set B

Category Mercedes-Benz Cars Special Operations P58.20-2457-00

Validity T 222 163 P

Adapter cable

Use Vehicle-specific adapter cable for diagnosing removed

high-voltage batteries with XENTRY Diagnostics (only in
combination with high-voltage battery diagnostic unit
W000 586 00 99 00)

MB number W222 589 04 63 00

FG 54 P58.20-2470-00

Set C

Category Mercedes-Benz Cars Special Operations

Validity T 222 163 P

System Description | S-Class Plug-In Hybrid 83

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 High-voltage battery
Special tools

Test adapter

Use Manual power disable process of BR 222: Checking vol-

tage-free state of high-voltage battery (plug connection of
wiring harness to charger or DC/DC converter)

MB number W222 589 05 63 00

FG 54

Set B

Category Mercedes-Benz Cars Special Operations P58.20-2473-00

Validity T 222 163 P

84 System Description | S-Class Plug-In Hybrid

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 Transmission

Special tools
Test adapter

Use For checking the lines of the interlock circuit for short cir-
cuit and for measuring insulation resistance values

MB number W724 589 04 63 00

FG 54

Set C

Category Mercedes-Benz Cars Special Operations

P58.20-2472-00
Validity G724 2_P

Adapter

Use Adapter for oil level checking

MB number W724 589 00 21 00

FG 27

Set B

Category Mercedes-Benz Cars Basic Operations/Mandatory - No P58.20-2477-00

exemptions

Validity G724 2_P

Drift

Use Drift for mounting radial shaft sealing ring in intermediate

housing of drive shaft

MB number W724 589 02 15 00

FG 27

Set C
P 58.20-2478-00

Category Mercedes-Benz Cars Special Operations

Validity G724 2_P

System Description | S-Class Plug-In Hybrid 85

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 Transmission
Special tools

Lifting device

Use For lifting and transporting the transmission

MB number W724 589 02 63 00

FG 27

Set B

Category Mercedes-Benz Cars Basic Operations - Recommenda- P58.20-2479-00

tion/Alternative

Validity G724 2_P

Assembly tool

Use For installing and removing the rotor of the electric

machine

MB number W724 589 03 31 00

FG 27

Set C
P58.20-2480-00

Category Mercedes-Benz Cars Special Operations

Validity G724 2_P

Assembly device

Use For holding the transmission for assembly operations

MB number W724 589 04 40 00

FG 27

Set C

Category Mercedes-Benz Cars Special Operations P58.20-2483-00

Validity G724 2_P

86 System Description | S-Class Plug-In Hybrid

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 Transmission

Special tools
Removal and installation tool

Use For installing and removing the stator of the electric

machine

MB number W724 589 03 63 00

FG 27

Set C
P58.20-2481-00

Category Mercedes-Benz Cars Special Operations

Validity G724 2_P

Guide pin

Use For installing the intermediate housing on the clutch

housing

MB number W724 589 04 15 00

FG 27

Set C P58.20-2482-00

Category Mercedes-Benz Cars Special Operations

Validity G724 2_P

System Description | S-Class Plug-In Hybrid 87

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 Voltage proof test
Workshop equipment

The following supplementary workshop equipment is available

for the S 500 Plug-In Hybrid:

Voltage proof tester

Use For voltage proof testing of high-voltage components

Supplier Schleich GmbH

An der Schleuse 11
58675 Hemer
Germany

Article no. 4018704

Insulating mat

Use For insulating test items during voltage proof testing

Supplier Mail order

Article no. -

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Questions and answers

Question Answer/possible causes

Why doesn't the electric range actually achieved match the range initially specified?

Additional consumers operated while driving reduce the actual range, e.g.
the heating (4 kW), the air conditioning (4 kW), the lights (0.15 kW), the seat
heaters etc.

The range is reduced by rapid acceleration and by extended driving at full

throttle.

If the high-voltage battery has been exposed to low temperatures for an ex-
tended period of time, the purely electric range is reduced when the vehicle
is put back into operation.

The battery capacity drops over time due to the chemical processes occur-
ring inside the high-voltage battery.

Why is the purely electric acceleration/maximum speed lower than specified or lower than it used to be?

While driving, additional electrical consumers reduce the acceleration.

As the state of charge drops, the acceleration and the achievable maximum
speed are reduced. The combustion engine is started automatically if
required.

The possible cause is the same as described under the topics of range/am-
bient temperature (see above).

Why doesn't the charging time match the specified time or why is it longer than it used to be?

Colder ambient temperatures mean longer charging times.

Charging stations often have different charging capacities, resulting in diffe-

rent charging times. Also, there are different charging options available, e.g.
regular charging at 1.4 kW or charging from a charging station or wallbox.
The best charging times are achieved with a Mode 3 charging cable or a
Mode 2 charging cable with CEE plug at a wallbox or charging station (min.
approx. 2 h).

Why is the high-voltage battery flat although the vehicle has not been used?

The self-discharge rate can increase at high temperatures. In the first

24 hours after a full charge, no more than 5 % of the charge should be lost
at 20° C – and no more than a further 2 % per month.

If the "Preconditioning" function is activated, the high-voltage battery may

not be fully charged at the start of a trip even though the vehicle is connec-
ted for charging.

The power consumption of the heater or climate control (max. 4 kW) may be
higher than the charging capacity (max. 3.3 kW).

System Description | S-Class Plug-In Hybrid 89

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 Abbreviations
Annex

BAS IEC
Brake Assist System International Electrotechnical Commission

CAN LiFePO4
Controller Area Network Lithium-iron-phosphate

CEE LIN
Central and Eastern Europe Local Interconnect Network

CO2 NAT P2
Carbon dioxide New Automatic Transmission of hybrid generation 2

CP NAK
Control Pilot Wet clutch

DC PP
Direct Current (direct voltage) Plug Present

DTR PTC
DISTRONIC Positive Temperature Coefficient

EMM PWM
Energy management Pulse Width Modulation

ES QR-Code
Electric power steering Quick Response Code

ESP® RBS
Electronic Stability Program Regenerative Braking System

ETS SOC
Electronic Traction System State of Charge

EURO 6 TPM
Euro 6 emissions standard Cruise control

EVSE U, V, W
Electrical Vehicle Supply Equipment Terminal designations (3-phase AC voltage)

HV VDA
High Voltage German Association of the Automotive Industry

IC-CPD WIS
In­Cable Control and Protecting Device Workshop Information System

90 System Description | S-Class Plug-In Hybrid

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 Index

Annex
Symbols I
12V on-board electrical system 22, 52, 54 Immobilizer 32
Interlock circuit 69, 70, 71
A
Automatic transmission 8, 18, 19, 20, 50, 51, 54, 56, 78, L
90 Load point offset 52, 62
Low-temperature circuit 13, 35, 36, 37, 39, 40
B
Boost mode 14, 49, 51, 57, 61 O
Operating modes 46, 57, 58, 59, 62
C
Charge socket 27, 28, 30, 33, 64 P
Charger 8, 11, 13, 24, 25, 26, 28, 30, 33, 34, 36, 37, 48, Preconditioning 41, 42, 65, 66, 72, 89
63, 68, 69, 70, 71, 79, 84 Proximity 32, 69
Charging cable 26, 27, 28, 30, 31, 32, 33, 78, 89
Charging station 26, 27, 30, 57, 89 Q
Charging time 31, 72, 89 QR code 77, 90
Circuit 30c 69, 71, 74 Qualification 81
Control Pilot 26, 30, 90
Crawl 51 R
Regenerative braking 15, 43, 49
E Rescue card 77
ECO assistance systems 58 Route-based operating strategy 62
Electric mode 15, 18, 45, 49, 50, 51, 55, 56, 57, 58, 60,
61, 62 S
Exhaust emission regulation 10 Sailing mode 52, 58
Service personnel 
F SOC operating point 52
Full service contract 78 SOC 52, 60, 61, 62, 90
Start-off 51
G
Generator mode 14 T
Torque coordination 53
H Transmission modes 57, 59
Heat exchanger 35, 36, 37, 38, 39, 40
High-voltage battery cooling 13, 36, 37, 38, 39, 40 V
High-voltage disconnect device 13, 69, 71, 74, 75, 76 Vehicle Homepage 72
High-voltage distributor plate 17, 71 Voltage proof test 21, 74, 81, 88
High-voltage energy management 63, 64
High-voltage on-board electrical system 22, 52, 54, 63, 69, W
70, 71, 75, 76, 79, 81 Wet clutch 8, 18, 19, 20, 49, 50, 51, 52, 53, 54, 55, 56,
High-voltage PTC heater 8, 13, 34, 42, 54, 56, 63, 69, 71 58, 90
Hybrid mode 18, 49, 57, 60, 63
Hydraulic schematic 44

System Description | S-Class Plug-In Hybrid 91

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92 System Description | S-Class Plug-In Hybrid

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System Description | S-Class Plug-In Hybrid 93

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94 System Description | S-Class Plug-In Hybrid

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System Description | S-Class Plug-In Hybrid 95

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Daimler AG, GSP/OR, D-70546 Stuttgart
Order No. HLI 000 000 15 96, Printed in Germany

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