M57_en.pdf

Diesel Engines M57/M67 Common Rail

Course contents/Background material

Information status: 09/98

BMW Service

DI Diesel Engines M57/M67 - Common Rail

Sec. 1-10 Course contents/Background material

Contents Page Sec. 1

Introduction Concepts Engine views Technical features DDE control unit Technical data Exhaust emission legislation Notes on exhaust emission standards/ test cycles

10

Sec. 2

Engine components System structure Component description Engine block Cylinder head gasket Cylinder head Cylinder head cover Valve gear Crankshaft Flywheel Connecting rods with bearings Pistons with rings and pins Chain drive Oil pan Timing case cover (M57) Rear end cover (M67)

1 1 2 2 5 6 8 10 12 14 15 17 18 20 22 22

Sec. 3

Ancillary components and belt drive Brief description Requirements and Objectives System structure Component description Torsional vibration damper Starter motor Alternator A/C compressor Belts Tensioning pulley or idler pulley

© BMW AG, Service Training

1 3 4 6 7 7 9

1 1 1 2 4 4 5 6 6 6 7



Sec. 4

Engine mounts Brief description Requirements and Objectives System structure Component description Hydraulic mount Functional description DDE parameters Vacuum supply

1 1 1 2 3 3 5 5 6

Sec. 5

Lubrication system Brief description Requirements and Objectives System structure Component description Oil pump Oil filter with integrated oil-to-water heat exchanger Oil spray nozzles

1 1 1 2 4 4 6 7

Cooling system Brief description Requirements and Objectives System structure Component description Water pump Thermostat Radiator Exhaust hood/shutter Fan Auxiliary heater

1 1 1 2 4 4 4 5 7 7 7

Sec. 6




Sec. 7

Fuel system Brief description of function Requirements and objectives System structure Component description Fuel tank Advance delivery pump Auxiliary delivery pump Fuel filter Inlet pressure sensor Pressure relief valve (LP system) High pressure pump Pressure control valve High pressure fuel accumulator (Rail) Rail pressure sensor Injector Fuel heating/cooling (air heat exchanger) Distributor unit with throttle Overview of injection systems Distributor injection (radial piston principle) Pump nozzle Common rail Conventional injection characteristics Common rail injection characteristics Summary of common rail system

1 1 2 3 6 6 6 7 9 10 11 12 18 20 23 26 32 34 35 36 37 38 39 40 43

Sec. 8

Air intake and exhaust systems Brief description Requirements and objectives System structure Component description Unfiltered air intake Intake silencer Exhaust turbocharger Intercooler Intake manifold (intake plenum) Exhaust manifold Exhaust gas recirculation (EGR) Exhaust system

1 1 1 2 3 3 4 6 8 9 10 11 13




Sec. 9

Digital Diesel Electronics 1 Review of DDE control units 2 System structure 3 Signal description 4 Analog inputs 4 Digital inputs 10 Frequency inputs 15 Power output stages 17 Switching outputs 19 Signal output stages, bi-directional interfaces 28 Supply 32 Functional description 35 Signal preprocessing 36 Injection-rate control 38 High pressure control 42 Exhaust gas recirculation (EGR) 45 Boost-pressure control 47 Additional functions 49 Monitoring of the DDE control unit 54 Programming 55 Diagnosis 56

Sec. 10

Service information Diagnosis Recommendations to repair instructions M57 fuel system - engine start High pressure system - fuel injectors Valve timing M57 Camshafts M57 Repair instructions Service information M57/M67 Special tools M57/M67

1 1 2 2 3 4 4 5 6 7

Appendix

1

Pin assignments (DDE 4.0/4.1) Abbreviations

1 5



Sec. 1 P.1 Course contents/Background material

Introduction BMW is successively developing a new family of diesel engines with direct injection (DI) that will include 4-cylinder, 6-cylinder and 8-cylinder engines. Following the successful introduction of the M47D20 4-cylinder engine, a new 6-cylinder engine will soon be phased into series production. This engine features all the design characteristics of the second generation of direct injection diesel engines and represents the currently most advanced diesel technology available in passenger vehicles. Thanks to its outstanding performance and high comfort properties in conjunction with excellent exhaust quality and integral fuel economy, this engine enjoys a leading position in the competitive environment. spec. output 6-cyl

max. output

4-cyl

Displacement KT-3692

Fig. 1: Competitive situation M47/M57

Initially, the new M57 engine will be installed in the form of a topof-the-range diesel engine in the 5 and 7 Series. The M67 will enhance the top end of the diesel engine range in the 7 Series. Parallel to this, the well-proven indirect injection engines (IDI) will still remain in the product range.




Objectives The layout and design particularly of the six-cylinder engine is based on the following primary objectives: • The creation of a top-of-the-range diesel engine for all BMW model series • Maintaining the leading competitive position with regard to output power and torque development as well as comfort in the entire diesel vehicle segment • Securing marketability by the use of future-oriented technical concepts incorporating further development capabilities




Concepts The concept features of the new engines correspond to those of second generation DI diesel engines. The advantages in fuel consumption offered by the first seriesproduced DI diesel engines were offset by a series of disadvantages regarding acoustic comfort, performance, emission, passenger compartment heating and costs compared to modern IDI diesel engines. In contrast to this, with second generation DI diesel engines it has been possible to improve all customer-relevant features, with the exception of costs, by incorporating new or furtherdeveloped technical concepts. In-line design

Direct injection

4-valve technology

2nd generation

VNT

DDE

Common rail

Further development

KT-3893

Fig. 2: Technical concepts

The superiority of these engines is the result of non-compromising basic engine design (modular system) in conjunction with progressive technical concepts.




Engine views

Fig. 3: M57 engine - General view

KT-3748

KT-3754

Fig. 4: M57 engine - Sectional view




Dummy-Graphik Graphic currently not available.

KT-1463

Fig. 5: M67 engine - General view

Dummy-Graphik Graphic currently not available.

KT-1463

Fig. 6: M67 engine - Sectional views




Technical features Common features • • • • • • • • • •

• • • •

Light-alloy cylinder head 4-valve technology with centrally arranged injection nozzle Valves and springs identical to M47 Exhaust turbocharger with variable nozzle turbine (VNT) Compression ratio 18:1, compression 20 - 25 bar (operating temperature) Common rail injection system Air mixture 1.15 ≤ λ ≤ 4 Cooling duct pistons with central crown bowl Electronically controlled exhaust gas recirculation Exhaust re-treatment by means of diesel-specific oxidation catalytic converter and engine-close primary catalytic converter Switchable hydraulic engine mounts 7-blade fan wheel with viscous clutch drive Average inspection intervals 20 000 up to max. 25 000 km limited to 2 years The engine begins to cut out at 4000 rpm. The injected volume is reduced continuously. The cutout limit is reached at approx. 4800 rpm

M57-specific features • • • •

In-line 6-cylinder engine with cast-iron crankcase High-pressure fuel pump (CP1) Plastic cylinder head cover Plastic manifold based on two-shell weld technology

M67-specific features • • • • • •

Cast iron 90º V8 cylinder engine with cracked bearing caps High pressure fuel pump (CP3) Aluminium cylinder head cover Thin-walled cast air intake plenum Two-piece oil pan Bi-VNT with electrical guide vane adjustment




DDE control unit Different control units are used depending on the type of engine: • M57 - DDE 4 (different characteristic maps for E38/E39) • M67 - DDE 4.1

Technical data The data of the new M57 and M67 engines are as follows: M57

M67

Engine type/valves

R6/4

V90-8/4

-

Displacement (eff.)

2926

3901

ccm

Stroke/bore

88.0/84.0

88.0/84.0

mm

Compression ratio

18 : 1

18 : 1

-

Engine weight

210

277

kg

Power to weight ratio

1.56

1.58

kg/kW

Production phase-in of each engine:

Production phase-in

530d

730d

740d

09/98

09/98

03/99

The engine values below apply to specific vehicles:

M57

M67

530d

730d

135 kW/4000 rpm

135 kW/4000 rpm

390 Nm /

410 Nm /

1750 - 3200 rpm

2000 - 3000 rpm

740d

175 kW/4000 rpm 560 Nm/2000 rpm




Typprüfwerte M57 / E39 500

140

Md=390 Md=390Mn Mn beiat1750 U/min 1750 rpm

450

120

400

P=135 P=135KW KW 4000 rpm beiat 4000 U/min

Torque (Nm) Drehmoment

300 80 250 60 200

150

Leistung (KW) Output (KW)

100

350

40

100 20 50

0

0 0

500

1000

1500

2000

2500

3000

3500

4000

4500

5000

Engine speed rpm Drehzahl (U/min) KT-3744

Fig. 7: Type test curve M57/E39

Typprüfwerte M57 / E38 500

140 Md=410 Md=410Mn Mn at2000 2000U/min rpm bei

450

120 400 P=135 P=135KW KW 4000 rpm beiat4000 U/min

Torque (Nm) Drehmoment

300 80 250 60 200

150

Leistung (KW) (KW) Output

100

350

40

100 20 50

0

0 0

500

1000

1500

2000

2500

3000

3500

4000

4500

5000

Engine speed rpm Drehzahl (U/min) KT-3745

Fig. 8: Type test curve M57/E38 180

Md=560 Md=560Mn Mn 1750U/min rpm beiat1750

600

160

P=175 P=175KW KW 4000 rpm beiat4000 U/min

140

120 400

Leistung Output(KW) (KW)

Drehmoment Torque (Nm)

500

100

300

80

60 200 40 100 20

0

0 0

500

1000

1500

2000

2500

Engine speed(U/min) rpm Drehzahl

Fig. 9: Type test curve M67 E38


3000

3500

4000

4500

5000

KT-3746



Exhaust emission legislation Pollutant limits have been further reduced in exhaust emission guidelines. These limits for EU-3 will come into force as from 01.01.2000 for new type approvals. Pollutant

EU-2

EU-3

EU-3 D

Since 1996

As from approx. 2000

Since 01.07.97

CO

1.00

0.64

0.60

g/km

(NOx + HC)

0.70 (0.90)*

0.56

0.56

g/km

PM

0.08 (0.10)*

0.05

0.05

g/km

PM: Particle mass *) Different limits applied in part to direct injection diesel engines

Tab. 1: Exhaust emission limits for diesel engines

The DI engines fulfil the more stringent requirements specified in the exhaust emission guidelines by means of the following measures: • • • •

Internal engine measures Controlled exhaust gas recirculation (EGR) → (refer to Sec. 8) Catalytic converter → (refer to Sec. 8) Common rail (adaptation of injection characteristics)




Notes on exhaust emission standards/test cycles EU-3 D • Since 01.07.97 in Germany only (for tax reasons) • Testing at room temperature 20 - 30 ºC • Cold run (40 sec. idling speed without measurement, conditioning) • 2 test cycles (urban/extra-urban) • Total duration: 11 km in 20 min. Average speed: 32 km/h Max. speed: 120 km/h

EU-3 • As from approx. 2000 • Tendency to more stringent values • 40 sec. idle speed run dropped The values of the EU-3 D standard and EU-3 standard are not comparable due to different test cycles.

EU-4 • As from approx. 2005




Engine components System structure The engine consists of the following main components: • • • • • • • • • • • •

Engine block Cylinder head gasket Cylinder head Cylinder head cover Valve gear Crankshaft Flywheel Connecting rods with bearings Pistons with rings and pins Chain drive Oil pan Timing case cover

KT-3749

Fig. 10: Engine components and add-on parts - M57

Differences between the components for the M57 and M67 engines are listed separately.




Component description Engine block The engine block represents the central component of the power plant. It houses the crankshaft, connecting rods and pistons. The following features apply both to the M57 and M67: • Crankshaft position/rpm sensor mounted on crankcase for radial sensing at inner incremental wheel (last crankshaft web) • Oil supply gallery for oil spray nozzles with central pressure control valve

M57-specific features • Material: Grey cast iron • Support spar concept as on the M47 (i.e. interconnected horizontal and vertical box profiles) • Cast flange for mounting common rail high pressure pump • Reinforcement shell with integrated oil deflector function, split design in area of cylinder 1 to 2 (oil pump) • Oil spray nozzles (common part M47)

Forward direction

Fig. 11: Engine block - section M57


KT-3690



M67-specific features • Cast starter flange on both sides, cast timing case • Integrated water flow control to water pump • Oil supply gallery for oil spray nozzles with central pressure control valve • Piston spray nozzles each with two spray openings 4

3

5

Forward direction 3

2

1

6

1 2 3 4 5 6

-

Oil return Coolant ducts Timing case cover (cast) Coolant return, integrated collection duct Space for oil-to-water heat exchanger directly in water pump feed Starter flange (LHD or RHD) KT-3713

Fig. 12: Engine block - view M67




Forward direction

1 1 - Cracked bearing cap KT-3714

Fig. 13: Engine block - view M67 (from below)

• Cracked bearing caps • V-engine-compliant threaded connection of main bearing caps with additional support brackets

Technical data: M57

M67

Cylinder spacing

91

98

mm

Crankcase height

2251, 2852

245.0

mm

84.0

Bore Bank offset

1.) 225.0 from centre of crankshaft to sealing surface of cylinder head 2.) 285.0 overall height


mm 18.0

mm



Cylinder head gasket The cylinder head gasket seals off the transition points between the engine block and cylinder head. • Multi-layer steel gasket • Water flow cross-sections adapted (cylinder-specific) to requirements facilitating uniform coolant flow • 3 different gasket thicknesses, selected according to determined piston clearance

Measurement position

Engine longitudinal axis

36

KT-2589

Fig. 14: Determining thickness of cylinder head gasket

Piston clearance x 1-hole gasket

x ≤ 0.92 mm

2-hole gasket

0.92 mm < x ≤ 1.03 mm

3-hole gasket

1.03 mm < x




Cylinder head The cylinder head represents the upper limit of the combustion chamber. It accommodates the necessary valve timing elements (valves, injectors, camshafts). The following features apply both to the M57 and M67: • Cast aluminium, cast timing case • Coolant flow from exhaust to inlet side • Central, vertical upright arrangement of common rail fuel injector • 4-valve arrangement (as on M47) • Exhaust ports combined in cylinder head (as on M47) • Cylinder head bolts not accessible with camshafts mounted in position • Glow plugs (heater plugs) arranged on inlet side • Leak-proof arrangement of oil galleries/holes (e.g. for hydraulic valve lash adjusters)

M57-specific features • Coolant outlet arranged in centre between cylinders 3 and 4 • Inlet port configuration (1 swirl/1 tangential port) adapted to common rail injection system

1 2 3 4 5

-

Exhaust ports Fuel injector Swirl port (inlet) Tangential port (inlet) Glow (heater) plug

Fig. 15: Inlet port configuration - view M57


KT-2435



M67-specific features • Inlet port configuration (1 swirl/1 tangential port), twin-port arrangement

2

1

4 3 1 2 3 4

-

Exhaust ports Swirl port (inlet) Tangential port (inlet) Glow (heater) plug

KT-3715

Fig. 16: Inlet port configuration - view M67 with twin port

Technical data: M57 V-angle

Inlet valves Exhaust valves


M67 3.75

degrees

3.0

degrees



Cylinder head cover The cylinder head cover combines the oil separator and intake silencer in the intake module system. The following feature applies both to the M57 and M67: • Mounting on cylinder head by means of decoupling elements

M57-specific features • Plastic housing • Integrated oil separator, preliminary separation with cyclone, fine separation with threaded winding downstream 3

4

5

6

2

7 1

Forward direction

1 2 3 4 5 6 7

-

Cylinder head cover Air cleaner Oil filler neck Preliminary separator (cyclone) Fine separator (threaded winding) Pressure control valve Intake system

Fig. 17: Intake module - M57


KT-3682



M67-specific features • Aluminium casing • Integrated oil separator, preliminary separation by means of cyclone separator, fine separation with threaded winding downstream 4

1

5

6

6

2

3

Forward direction 1 2 3 4 5 6

-

Cylinder head cover Preliminary separator (cyclone) Fine separator (threaded winding) Pressure control valve Oil filler neck To clean air line KT-3706

Fig. 18: Intake module - M67




Valve gear The valve gear consists of the camshafts, rocker arms as well as the valves and springs. The following features apply both to the M57 and M67: Camshaft • Chilled cast iron • New inlet and exhaust camshafts • Negative cam radius ≥ 67 mm Rocker arm • Roller-type rocker arm with one hydraulic valve lash per valve (common part with M47) • Mounted on valve lash adjuster with oil supply Valves and springs • Common part with M47 • Inlet and exhaust valves identical • Bottom valve plate with integrated valve stem seal

KT-2617

Fig. 19: Valve gear - M47/M57/M67




M57-specific features • Vacuum pump driven by front of exhaust camshaft M67-specific features • Vacuum pump driven by front of inlet camshafts 1 - 4

Technical data: M57 Valve diameter Valve seat angle Valve stem diameter


M67 25.9 45 6

mm Degrees mm



Crankshaft The crankshaft converts the linear stroke motion of the pistons into rotary motion. The following features apply both to the M57 and M67: • Threaded connection on front end of crankshaft designed as 4-hole mounting (replaces central bolt) • Thrust bearing designed as constructed bearing

M57-specific features • Material C38 mod. • Bearing surfaces and radii inductively hardened Main bearings (as on M47) • Thrust bearing arranged between cylinders 5 and 6 • RPM signal taken from last crankshaft web, incremental wheel screwed on crankshaft web

1

2

3

Forward direction

1 - Cylinder 1 2 - Cylinder 6 3 - Incremental wheel KT-3678

Fig. 20: Crankshaft drive - view M57





Material 42 CrMo 4, nitrocarburized Shaft cranked at two levels (similar to M62) Main bearing, common part with M62 Thrust bearing with integrated bearing, arranged on flywheel end of main bearing

2

1

4 3

Forward direction 5

1 2 3 4 5

-

Cylinder 1 Cylinder 4 Cylinder 5 Cylinder 8 Connection for torsional vibration damper

Fig. 21: Crankshaft drive - view M67


KT-3680



Flywheel The flywheel is located between the engine and gearbox. The task of the flywheel is to increase the rotating mass so as to enable more uniform rotary motion. Various types of flywheel are used depending on the type of gearbox installed.

M57-specific features • Manual gearbox: Dual-mass flywheel • Automatic gearbox: Sheet-metal flywheel based on sandwich design

M67-specific features • Automatic transmission (5HP30): Sheet metal flywheel with integrated incremental wheel, TDC allocation adapted to control unit

Technical data: M57 V-angle

Inlet valves Exhaust valves


M67 3.75

degrees

3.0

degrees



Connecting rods with bearings The connecting rod connects the piston to the crankshaft. Each connecting rod is mounted such that it can rotate. The following features applies both to the M57 and M67: • Big-end bearing half on connecting rod end designed as sputter bearing

M57-specific features • Connecting rod : Common part with M47 • Material C40 mod. • Cracked version

M67-specific features • Material C70 • For assembly reasons, obliquely split trapezoidal connecting rod, cracked

M57

M67 KT-3677

Fig. 22: Piston with connecting rod


KT-3679



Technical data:

Distance between hole centres

M57

M67

135

155 30.0

Piston pin (gudgeon pin) diameter

mm

Crankshaft diameter Cracked connecting rods


mm

mm 48

57.6

mm



Pistons with rings and pins The piston forms the moving bottom wall of the combustion chamber. Its specially designed shape contributes to ensuring optimum combustion. The piston rings seal off the gap to the cylinder wall so as to ensure high compression and as little gas as possible enters the crankcase. The following features apply both to the M57 and M67: • Cooling duct piston with rotationally symmetrical piston crown bowl specific to DI common rail • The lobe in the piston crown bowl is higher than on the M47

KT-3688

Fig. 23: Sectional view of combustion chamber

M67-specific features • The pistons of cylinder bank 1 (1 - 4) and cylinder bank 2 (5 - 8) differ as the valve arrangement is not symmetrical (different valve pockets on piston); the pistons are identified accordingly




Chain drive The rotary motion of the crankshaft is transferred to the camshaft via the chain drive. In this way it defines the interaction between the stroke motion of the piston and the movements of the valves. The following features apply both to the M57 and M67: • 2-piece chain drive • Tensioning rail made from aluminium die casting with plastic slide lining • Bushed roller chains M57-specific features • Chain drive 1: From crankshaft to common rail high pressure pump • Chain drive 2: From common rail high pressure pump to camshafts • Double-acting chain tensioner E

I

1

2 6 3

4 5

7 1 2 3 4 5 6 7

-

Camshaft Chain tensioner Tensioning rail Common rail high pressure pump Crankshaft Guide rail Oil pump

Fig. 24: Chain drive - M57: © BMW AG, Service Training

KT-3681



M67-specific features • Chain drive 1: From crankshaft to inlet camshaft, bank 1 (cyls. 1 - 4) • Chain drive 2: From crankshaft to inlet camshaft, bank 2 (cyls. 5 - 8) • Drive of camshafts with respect to each other by means of spur-toothed gearwheels • Common rail high pressure pump driven by gearwheels for engine speed adaptation of inlet camshaft, bank 2 • Two chain tensioners mounted in cylinder head from outside

E1

1

1A

E2

2A

2 3

4

6 5

1 2 3 4 5 6

-

Camshaft Chain tensioner Tensioning rail Common rail high pressure pump Crankshaft Oil pump

Fig. 25: Chain drive - M67:


KT-3712



Oil pan The oil pan represents the bottom end of the engine and serves as an oil collection reservoir. The position of the oil pan (sump) depends on the design of the front axle.

M57-specific features • Aluminium die cast with integrated thermal oil level sensor • Oil pan gasket designed as metal-backed gasket (same as on M47, common part E38 and E39) • Return flow pipe (E38) so that oil from the oil separator can return to the oil sump below the oil level (blow-by gases)

O-ring Oil return pipe from oil separator

Forward direction

KT-3710

Fig. 26: Oil pan - M57 in E38




Forward direction KT-3709


M67-specific features • Two-piece casing • Upper section made of pressure die cast aluminium with integrated thermal oil level sensor, sheet metal bottom section (common part with M62) • Oil pan gasket designed as sheet metal backed gasket, gasket of bottom section of oil pan common part with M62

Forward direction KT-3711





Timing case cover (M57) On the M57 the timing case cover covers the chain drive in the area of the crankcase. On the M67 this cover is integrated in the crankcase. • Aluminium die casting • Sealed off from crankcase by means of sheet metal beaded gasket (replace gasket after disassembly) • Unit and belt tensioner connection on cover

Rear end cover (M67) The rear end cover houses the rotary shaft seal and seals off the rotating crankshaft from the outside. • Aluminium die casting • Sealed off from crankcase by means of sheet metal beaded gasket (replace gasket after disassembly)




Ancillary components and belt drive Brief description Various ancillary components are driven by the crankshaft of the engine with the aid of one or two drive belts. The belt is routed over deflection pulleys in order to ensure sufficient hold (adhesion) about the drive wheels. Tensioning rollers subject the belt to the necessary preload.

The ancillary components fulfil various tasks only when the engine is running.

Requirements and Objectives The following requirements and objectives apply to the ancillary components and belt drive. • Requirements - Slip-free drive of ancillary components - Maintenance-free - Optimum power output of ancillary components • Objectives - Improvement of noise characteristics - Increase in charge levels in the lower speed range




System structure The belt drive consists of following components: • • • • • •

Torsional vibration damper Starter motor Alternator A/C compressor Belts Tensioning pulleys or one idler pulley

2

4

5

6

7

3 1 2 3 4

-

Torsional vibration damper Tensioning pulley A/C compressor Water pump

2

1 5 - Power steering pump 6 - Alternator 7 - Idler pulley KT-3705

Fig. 29: Belt drive M57 E38/E39




5

2

6

4

3

2

1 - Torsional vibration damper 2 - Tensioning pulley 3 - Power steering pump

1 4 - A/C compressor 5 - Water pump 6 - Alternator (water-cooled) KT-3693

Fig. 30: Belt drive M67 E38




Component description Torsional vibration damper The M57 and M67 both feature an adaptive (engine-specific) vibration damper with decoupled belt pulley.

Torsional vibration damper M57 E38/E39 • Dual damper adapted specifically to type of engine • 3 variants of vibration dampers (integrated pulley for ancillary component drive) • Mounting with 4 central bolts (tightening torque 45 Nm)

KT-4316

Fig. 31: Torsional vibration damper M57

Vehicle

Part number

E39 manual gearbox (S5D 390Z)

2 247 886.1

E39 automatic gearbox (GM-5)

2 247 890.9

E38 automatic gearbox (5HP-24)

2 248 520.9




Torsional vibration damper M67 E38 • Trosional vibration damper with decoupled pulley • Mounting with 4 central bolts (tightening torque 45 Nm)

Starter motor Starter M57 E38/E39 • Starter secured to gearbox casing • Weight-optimised version Starter M67 E38 • Starter mounted on engine block on cylinder bank 2 side • Common part with M51 • Starter cable (separate power supply line for E-box)

Technical data: M57

M67

Rated output

2.2

kW

Rated voltage

12

V

13 ± 0.26 V

V

Test voltage




Alternator

(also refer to TLF TA3 M51 TÜ)

Alternator M57 E38/E39 (as on M51) • Basic compact alternator 95 A with start load response • Special version 140 A alternator with load response

Alternator M67 E38 • Liquid-cooled compact alternator (as on M62)

A/C compressor • Output-controlled A/C compressor • Maintenance-free drive

Belts Poly-V-belt drive M57 E38/E39 • Maintenance-free • Automatic retensioning (concept based on M47) • Two belt levels Rear: Water pump, power steering pump, Alternator Front: A/C compressor

Poly-V-belt drive M67 • Maintenance-free • Self-retensioning • Two belt levels Rear: Front:


A/C compressor, power steering pump Alternator, water pump



Tensioning pulley or idler pulley The tensioning pulley is designed as a spring-loaded element, thus rendering the hydraulic connection (M47) unnecessary. The idler pulley arranged on the alternator ensures the belt drive runs more smoothly.




Engine mounts Brief description The engine mount principle used on the M57 and M67 engines is basically the same as from the M51TÜ. The damping characteristics of the hydraulic mount are set softer or harder by means of a vacuum. In this way, the vibration transmitted from the engine to the body can be influenced specifically.

Requirements and Objectives The following requirements and objectives apply to the engine mounts: • Requirements - Various damping characteristics of the mounts - Simple design - Rapid response characteristics

• Objectives - Comfort at idle speed - Isolation of engine vibration - Specific reduction in natural resonance of engine caused by uneven road surfaces and shut-down judder.




System structure The system consists of: • • • •

Two hydraulic mounts with controlled damping characteristics One electric changeover valve The control unit (DDE) Various electrical and pneumatic lines

KT-172

Fig. 32: System layout




Component description Hydraulic mount The damping-controlled hydraulic mount consists of: • One conventional hydraulic mount • One control unit The hydraulic mount with controlled damping characteristics operates by way of vacuum. In the basic setting, no vacuum is applied to the hydraulic mount. Bypass (14) is closed. This is achieved by means of spring (10) pressing a rubber diaphragm against the sealing surface of the nozzle plate. The hydraulic fluid can only flow back and forth via an annular duct (5) between the upper (17) and lower (15) chamber. The mount acts as a conventional hydraulic mount. The damping characteristics are hard.

KT-173

Fig. 33: Damping-controlled engine mount




The force exerted by the spring is reduced by applying vacuum to the control unit of the mount (12) so that a bypass now opens permanently. The hydraulic fluid can now flow back and forth via a larger cross section between the two chambers. The damping characteristics of the mount are now softer.

The damping-controlled engine mount is designed to suit specific types of engine: M57:

Pin/pin mount The left and right mounts differ due to the asymmetrical arrangement of the engine mounts. (Spring rate: left 180 N/mm / right 220 N/mm)

M67:

Pin/flange mount The left and right mounts are inversely symmetrical due to the symmetrical arrangement of the engine mounts. (Spring rate: 350 N/mm) The left mount features a stop bowl in order to restrict engine movement when taking up torque.




Functional description The vacuum necessary to activate the mounts is taken from a distributor in the vacuum line between the vacuum pump and brake booster. Vacuum is applied simultaneously to both mounts when idling and in the speed range close to idling. As a result, it is possible to change over between hard or soft damping characteristics.

DDE parameters Activation of the damping-controlled hydraulic mounts by the DDE is based on the following parameters: Switching value

Remarks

Engine speed

900 rpm

Hysteresis (+ 50 rpm)

Vehicle speed

60 km/h

Hysteresis (+ 5 km/h)

Power supply (DDE)

n > 950

Engine speed n

n < 900

Vehicle speed v

v > 65

v < 60

Engine mount soft (idle speed)

Engine mount hard KT-210

Fig. 34: Sequence diagram/activation, damping-controlled hydraulic mount




Vacuum supply The necessary volumetric flow is taken from the vacuum line between the vacuum pump and brake booster. For this purpose, the vacuum line of the damping-controlled hydraulic mount is connected to the long outlet of the distributor. The connection for the damping-controlled hydraulic mount is calibrated larger (Ø 0.8) than the connections for the VNT and EGR (Ø 0.5).

Thottle orifice

KT-174

Fig. 35: Distributor

The vacuum is within the pressure range from 0.5 to 0.9 bar. It is switched by means of an electric changeover valve. The vacuum hose between the vacuum line and the electric valve is arranged such that the possibility of rodent damage etc. is excluded with a high degree of probability.




Lubrication system Brief description The lubrication system of the M57 corresponds to that of the M47. Geometric adaptations and optimisation measures have been implemented.

Requirements and Objectives The lubrication system must meet the following requirements and objectives: • Requirements - To lubricate sliding surfaces in the engine - To dissipate heat - To absorb combustion residue of the fuel - To seal off gap between cylinder and piston

• Objectives - To lower oil consumption - To increase engine performance - To minimise engine wear




System structure The lubrication system consists of following components: • • • •

Oil Oil Oil Oil

pan with dipstick (see engine components) pump filter with integrated oil-to-water heat exchanger spray nozzles 15

13

14 12

8 11

6 10 9 5

7

4

3

1

2

1 2 3 4 5 6 7 8

-

Oil pump Oil intake pipe Unfiltered oil duct before filter Oil filter with oil cooler Precision oil gallery after filter (main oil gallery) Crankshaft main bearing Pressure supply to exhaust turbocharger Piston spray nozzle (hook-type nozzle)

9 - Pressure supply to chain tensioner 10 - Riser to cylinder head 11 - Pressure supply to vacuum pump 12 - Pressure supply for upper chain lubrication 13 - Camshaft bearing 14 - Hydraulic valve lash adjuster gallery (HVA) 15 - Runout stop, HVA gallery KT-3847

Fig. 36: Lubrication system overview M57 E38/E39




14

15

7

9

5

4 17

12 6

16 7

10 13 8

3 2

11 1

1 2 3 4 5 6 7 8 9

-

Oil pump Oil intake pipe Unfiltered oil duct before filter Oil filter with oil cooler Fine oil gallery after filter (main oil gallery) Crankshaft main bearing Delivery to exhaust turbocharger Delivery for chain lubrication Pressure control valve, piston spray nozzle

10 - Piston spray nozzle 11 - Oil pressure control valve 12 - Delivery to chain tensioner 13 - Riser gallery into cylinder head 14 - Delivery to vacuum pump 15 - Camshaft bearing 16 - Hydraulic valve lash adjuster gallery (HVA) 17 - Leak protection HVA gallery KT-3848

Fig. 37: Lubrication system overview M67 E38




Component description Oil pump Oil pump M57 E38/E39 • Oil pump arranged in oil pan • Chain drive

KT-3847

Fig. 38: Oil pump M57




Oil pump M67 E38 • • • •

Duocentric pump Arranged at bottom of engine block Chain drive Intake snorkel in oil pan

KT-3848

Fig. 39: Oil pump M67

Technical data M57 Delivery capacity Opening pressure of cutout valve


M67 85 4.2 ± 0.2

l/min bar



Oil filter with integrated oil-to-water heat exchanger The oil-to-water heat exchanger is connected to both the oil circuit as well as the water circuit of the engine. This arrangement ensures the engine oil is heated faster by the coolant when the engine is cold and is effectively cooled by the coolant when the engine is at operating temperature. Shortening the warm-up phase greatly contributes to reducing fuel consumption.

Oil filter with oil-to-water heat exchanger M57 E38/E39 • Mounted directly on the engine block • The water for the oil-to-water heat exchanger is supplied directly from the engine block (crankcase) • In the same way as on the M47, the water outlet is located on the oil-to-water heat exchanger

1

3

2

1 - Oil filter housing with filter element 2 - Oil pressure sensor 3 - Oil-to-water heat exchanger KT-3675

Fig. 40: Oil module M57 E38/E39 (with oil-to-water heat exchanger)




Oil filter with oil-to-water heat exchanger M67 E38 • Mounted directly in V-area of cylinder block • Oil-to-water heat exchanger located in water bath of V-area

2

1 3

1 - Oil filter housing with filter element 2 - Oil pressure sensor 3 - Oil-to-water heat exchanger KT-3676

Fig. 41: Oil module M67 E38 (with oil-to-water heat exchanger)

Oil spray nozzles The oil spray nozzles for cooling the piston crown are mounted in the engine block. They are designed as hook-type nozzles.

KT-3847

Fig. 42: Oil spray nozzles




Cooling system Brief description The coolant circuit is designed to provide long-term protection against frost and corrosion. The design of the M57 is identical to that of the M51 and in the M67 to that of the M62. The cooling system has been adapted to the new requirements concerning the cooling capacity and the modified environment (common rail, injection system).

Requirements and Objectives The following requirements and objectives apply to the cooling system: • Requirements - Adaptation to injection system (common rail) - Simple design (same concept as M51 and M62) - All connection points for water-carrying hoses designed as plug-in connections as on the M47 - Further reduction of emissions and fuel consumption • Objectives - Provision of optimum cooling capacity under all operating conditions - Easy-to-service layout




System structure The cooling system consists of following components:

ÖWWT

Heating heat exchanger

Water pump Thermostat Radiator Fan/shroud Auxiliary heater Independent park heating option

Radiator

• • • • • •

KT-3867

ÖWWT


Radiator

Fig. 43: M57 - Coolant circuit with auxiliary heater

KT-3868

Fig. 44: M57 - Coolant circuit with independent park heating option




ÖWWT

EGR cooler


Radiator

EGR cooler

KT-3869

Fig. 45: M67 - Coolant circuit with auxiliary heater

ÖWWT

EGR cooler


Radiator

EGR cooler

KT-3870

Fig. 46: M67 - Coolant circuit with independent park heating option

The various coolant circuits can be subdivided into several part circuits: • • • • • •

Engine Heating Expansion tank Engine oil cooler (M57 only) Alternator (M67 only) EGR cooler (M67 only)




Component description Water pump The water pumps for the M57 and M67 are arranged on the end face of the crankcase. • Thermostat integrated in water pump housing • Leakage is directed through drainage tubes into the pulley

KT-3880

Fig. 47: Water pump - M57

Thermostat The following features apply both to the M57 and M67: • Thermostat integrated in water pump housing • Opening temperature 88 ºC • No characteristic map cooling, i.e. no characteristic map thermostat The thermostat is correspondingly adapted to the M57 and M67. The thermostat on the M67 is a common part with the M62.




Radiator The cooling concept of the M47 has been adapted and further developed for this engine. The gear oil cooler is integrated in the cooling assembly. The capacity of the intercooler has been adapted to the increased volume and is integrated in the centre of the cooling assembly. The coolant change interval is every 4 years. When changing, the different filling capacities should be borne in mind: • M57 E38/E39 • M67 E38

approx. 9.2 litre approx. 16.0 litre

Power steering cooling loop Gear oil cooler

Assembly frame

A/Ccondenser

Intercooler

KT-3865

Fig. 48: Arrangement of cooling assembly - rear view M57 E39/E38




M57-specific features • The AUC sensor is located below the centre of the fan shroud. • The expansion tank is mounted behind the headlights Vehicle-specific fan shrouds with different apertures are installed in the E39 and E38. This is necessary due to the fan displacement by approx. 20 mm. The fan will be damaged if interchanged. For differentiation purposes, an identification code is cast in the top inside of the fan shroud: • E39M57 • E38M57

Identification code "A" Identification code "B"

Radiator

Fan shroud

Viscous fan

Intercooler KT-3864

Fig. 49: Arrangement of cooling assembly - rear view M57


Expansion tank integrated in fan shroud 5 back-up flaps integrated in fan shroud The AUC sensor located above the centre of the fan shroud. Brush seal installed in cutout of fan shroud to improve uphill driving cooling properties

In the E38, the water level (level switch) for the expansion tank is indicated as standard in the instrument cluster.




Exhaust hood/shutter No radiator shutters are currently installed in the M57 and M67.

Fan The M57 and M67 feature a 7-blade plastic fan driven by a viscous clutch. Compared to an electric fan, the viscous fan provides better cooling capacity. In addition to the viscous fan, an electric fan that is activated by the DDE is arranged in front of the radiator assembly.

Auxiliary heater An auxiliary heater with connection to the heating circuit is installed as standard in the M57 E38/E39 and in the M67 E38 (as on the M47). It is installed instead of the independent park heating in the vehicle. The separate auxiliary heater is dropped if the independent park heating option is installed. The independent park heating then assumes the function of the auxiliary heater.




Fuel system Brief description of function The M57 is the very first BMW diesel engine to be equipped with a high pressure accumulator fuel injection system (common rail). With this new fuel injection process, a high pressure pump delivers a uniform level of pressure to the shared fuel line - the common rail - which serves all the fuel injection valves. Pressure develops to the optimum level for smooth operation. This means that each injector nozzle is capable of delivering fuel at spray pressures of up to 1350 bar. The common rail system disconnects fuel injection and pressure generation functions. Fuel injection pressure is generated independently of engine speed and fuel injection volume and is available in the "Rail" (high pressure fuel accumulator) for injection to the cylinders. The fuel injection timing and volume are calculated in the DDE and delivered to each engine cylinder by the injectors, each of which is actuated by energizing the appropriate solenoid valve.




Requirements and objectives Demanding requirements and challenging objectives were set for the fuel system. Here are the most important ones: • Fuel injection pressure • Adjustment of fuel injection timing • and formation of fuel injection characteristics.

❑ High maximum fuel injection pressure - reduction of droplet size - short injection period

❑ Fuel injection timing adjustable within broad limits - > 20º crankshaft angle - load and engine speed-dependent - temperature-dependent

❑ Fuel injection characteristics can be formed - initially low fuel injection rate - steep drop at end of fuel injection period - possibility of preliminary fuel injection

Maximum fuel injection pressure should be kept as high as possible to reflect the desired emission and performance characteristics. High fuel injection pressures reduce the size of fuel droplets and shorten the fuel injection period. It must be possible, within broad limits, to make the injection timing dependent on load, engine speed and temperature (> 20º crankshaft angle). Ideally, the fuel injection process should start slowly and end abruptly without any slowing in delivery speed. Preliminary fuel injection with a small volume of fuel (1 - 2 % of full throttle volume) helps to reduce combustion noise.




System structure The fuel system is sub-divided into 2 sub-systems: • Low pressure system • High pressure system

The low pressure system features the following components: • • • • • •

Fuel tank Advance delivery pump Outlet protection valves Auxiliary delivery pump Fuel filter with inlet pressure sensor Pressure relief valve (LP system) and in the fuel return line

• Fuel heating (bimetal valve) • Fuel cooler • Distributor unit with throttle

The high pressure system features the following components: • • • • •

High pressure pump (HPP) High pressure fuel accumulator (Rail) Pressure control valve Rail pressure sensor Injector

The system pressure is approx. • in the LP system - inlet end - return end

1.5 bar < p < 5 bar (relative) p < 0.6 bar (relative)

• in the HP system

200 bar < p < 1350 bar

The following section describes the components in the direction of fuel flow.


Fig. 50: Schematic diagram of the M57

© BMW AG, Service Training DDE 4.0

MK-12 / M. Schmitz - Mit freundlicher Unterstützung durch Robert Bosch GmbH

- Raildrucksensor 4 - Rail4 pressure sensor

3 -pressure Hochdruckspeicher 3 - High accumulator(Rail) (Rail)

4

14

15

16

5

17

21

23

18

19

M57

20

22

Stand: 08/98

9 - Kraftstoffilter 13 - Tank mit 17 - NW-Geber AGR 9 - Fuel filter 13EKP - Tank with EFP 17 - Camshaft sensor21 - EPDW für 21 - EPDW for EGR 10 - Zusatzförderpumpe 14 - Pedalwertgeber 18 - Ladedrucksensor - UD-Speicher 10 - Auxiliary delivery pump 14 - Accelerator pedal sensor 18 - Charge pressure22 sensor 22 -und Vacuum accumulator and 7 - Bimetall-Ventil 11 - Kraftstoffkühler 15 - KW-Inkrementengeber - HFM EPDW für VNT EPDW for VNT 7 - Bimetal valve 11 - Fuel cooler 15 - Crankshaft incremental 19 sensor 19 - HFM (hot film) 8 - Vorförderdrucksensor 16 - Kühlmittel-Temperatursensor 20 - Turbolader (VNT) 23 - UD-Verteiler 8 - Advance delivery pressure sensor12 - Drossel 12 - Throttle 16 - Coolant temperature sensor 20 - Turbocharger (VNT) 23 - Vacuum distributor

12

11

6 - Differenzdruckventil 6 - Differential pressure valve

13

10

5 - Injektor 5 - Injector

9

7

2 - Druckregelventil 2 - Pressure control valve

8

6

2

1 -pressure Hochdruckpumpe (CP 1) 1 - High pump (CP1)

1

3

DI Diesel Engines M57/M67 - Common Rail Sec. 7 P.4


KT-3857

Fig. 51: Schematic diagram of the M67

KT-3858


-

9

13

High pump (CP3.3) 1 -pressure Hochdruckpumpe (CP 3.3) Pressure control valve 2 - Druckregelventil High pressure accumulator (rail) 3 - Hochdruckspeicher (Rail) Rail4 pressure sensor - Raildrucksensor

8

10

11

3

7

DDE 4.1

5 6 7 8

-

14

15

16

5

17

21

18

23

19

3

20

M67

22

Stand: 08/98

Injector 9 - Fuel filter - Tank with EFP 16 - Coolant temperature 20 - Turbocharger (VNT) 5 - Injektor 9 - Kraftstoffilter 13 - Tank mit 13 EKP 16 - Kühlmittel-Temperatursensor 20 -sensor Turbolader VNT Distributor block 10 - Auxiliary delivery14 pump 14 - Accelerator pedal sensor - 2x EPDW for EGR 6 - Verteilerblock 10 - Zusatzförderpumpe - Pedalwertgeber 17 - NW-Geber 17 - Camshaft sensor 21 - 2x EPDW für21 AGR Bimetal valve 11 Fuel cooler 15 Crankshaft incremental sensor 18 Charge pressure sensor - Activation of VNT 7 - Bimetall-Ventil 11 - Kraftstoffkühler 15 - KW-Inkrementengeber 18 - Ladedrucksensor 22 - Ansteuerung22 VNT Advance delivery pressure sensor 12 - Throttle with breather valve 19 - HFM (hot film) 8 - Vorförderdrucksensor 12 - Drossel mit Entlüftungsventil 19 - HFM 23 - UD-Verteiler23 - Vacuum distributor

12

2

MK-12 / M. Schmitz - Mit freundlicher Unterstützung durch Robert Bosch GmbH

1 2 3 4

1

6

4

DI Diesel Engines M57/M67 - Common Rail Sec. 7 P.5




Component description Fuel tank The fuel tank in the E39 (M57) and E38 (M57, M67) has been adopted from the relevant M51TÜ version. Two outlet protection valves in the tank prevent fuel from escaping in the event of a crash (e.g. vehicle rolling over).

Advance delivery pump The electrical fuel pump (EFP) is located inside the fuel tank in the right side of the tank. 3

1

1 2 3 4 5

-

Intake side Rotor Roller Base plate Delivery side

4

5

UMK0120Y

2

KT-3732

Fig. 52: EFP (roller cell pump) - E39/E38

The EFP transports fuel from the fuel baffle towards the "engine" and operates the sucking jet pumps in the left and right sides of the tank. Both sucking jet pumps deliver fuel to the fuel baffle in the right side of the tank. The pump is activated by the control unit via the EFP relay (see DDE).




Auxiliary delivery pump The auxiliary delivery pump has the task of providing the high pressure pump (HPP) with an adequate amount of fuel: • In every operating condition • At the required pressure • Over the entire service life In the M57 and M67, different auxiliary delivery pumps are employed.

M57 The auxiliary delivery pump in the M57 E39/E38 is an "in-line" electrical fuel pump (EFP) because it is arranged in the inlet line to the high pressure pump. It is located under the vehicle and is designed as a screw spindle pump (high displacement).

4

3

1

1 2 3 4

-

Auxiliary delivery pump ("In-line" pump) Fuel pump heater or park heating H-piece (with throttle) Exhaust system for park heating

2

KT-3882

Fig. 53: Auxiliary fuel pump - M57 (E38)

The pump is activated parallel to the electric fuel pump by the control unit via the EFP relay (see DDE).




M67 The M67 auxiliary delivery pump in the E38 is a gear pump. It is flange-mounted on the high pressure pump (CP3). The gear pump replaces the "in-line" EFP fitted to the M57 engine.

2 3

UMK 1 569 Y

1

1 - Suction chamber 2 - Drive gear 3 - Compression chamber

Fig. 54: Auxiliary delivery pump (gear pump) M67

Effect in the case of fault: • Warning display via DDE lamp • Power reduction in engine speed range > 2000 rpm (i.e. driving up an incline is possible at < 2000 rpm, at > 2000 rpm the engine would stall)


KT-3733



Fuel filter The fuel filter is located over the left wheel arch in the engine compartment.

KT-3883

Fig. 55: Fuel filter - location in E38 M57

The fuel filter cleans fuel before the high pressure pump and prevents premature wear to delicate components. Insufficient filtration can cause damage to pump components, pressure valves and fuel injection nozzles. It does not feature any electrical fuel heating and does not have a water separator. The filter is identical to the one use in the M51TÜ. Electrical connection is made to the inlet pressure sensor. To prevent paraffin residue from clogging up the filter at low temperatures, there is a bimetal valve in the return line. This valve prevents heated fuel residue from mixing with cool fuel from the tank.




Inlet pressure sensor The inlet pressure sensor is arranged in the fuel filter housing behind the filter element. This is a BMW-specific component.

KT-3883

Fig. 56: Fuel filter with inlet pressure sensor - location in E38M57

It has the task of recording inlet pressure to the high pressure pump (HPP) in the fuel line. This enables the DDE to reduce the fuel injection quantity at excessively low inlet pressures to the point where engine speed and rail pressure are reduced accordingly. The volume required inlet by the high pressure pump is reduced. This makes it possible for the inlet pressure to the HPP to rise back to the required level. At an inlet pressure of < 1.5 bar, HPP damage is possible as a consequence of inadequate fill. The engine can stall suddenly if a differential pressure of ≤ 0.5 bar develops between the inlet and the return lines (pump protection).




Pressure relief valve (LP system) The pressure relief valve is located between the fuel filter and the high pressure pump. It is located in the connecting line between the inlet line before the HPP and the return line after the HPP.

Tasks: The pressure relief valve performs the same task as a pressure limiting valve. It limits the inlet pressure to the high pressure pump from 2.0 to between 2.0 and 3.0 bar. This relieves excess pressure by diverting fuel into the return line. It protects the high pressure pump and the auxiliary delivery pump from overloads.

Effect in the case of fault: • Excessive pressure reduces the service life of the auxiliary delivery pump • The hydrodynamic noises in the HPP and the auxiliary delivery pump rise • This could force the shaft seal out of the HPP




High pressure pump The high pressure pump (HPP) is located at the front left side of the engine (comparable to the distributor-type fuel injection pump).

KT-3751

Fig. 57: High pressure pump (CP1 - M57)

Different HPPs are used for different models of engine: • HPP with flange-mounted pressure control valve (M57 - CP1, common rail pump) • HPP with element cutout option (M67 - CP3, common rail pump)




Differences between CP1 (M57) and CP3 (M67) CP1 (M57) Delivery principle Max. delivery pressure Min. inlet pressure /differential pressure Max. engine speed /rated pressure Ratio relationship (crankshaft)

CP3 (M67)

3 piston radial pump with eccentric shaft 1350 bar 1.9 bar / 0.5 bar

1600 bar 2

0 bar

1

3

3300 rpm / 1350 bar

4000 rpm / 1350 bar

4:3

6:5

1.

Not used at present in the M67. Will instead be used in future CR systems in which pressure control is provided by a system of suction-end volume control.

2.

Element filling

3.

The CP3 is suitable for operation with restricted suction. However, the M67 version does not utilize this special feature of the gear pump to the fullest extent possible.

In addition to the CP1, the CP3 is also being equipped with the following components: • Gear pump fitted as a fuel delivery pump • Solenoid valve for suction end flow rate control (in the M67 currently only available in conjunction with the "ELAB" function. In future CR systems, pressure control will be handled by a solenoid valve, used to control flow rates at the suction end)

Task The high pressure pump is the interface between the low pressure and the high pressure sections. It has the task of ensuring that there is always enough fuel delivered at a sufficient pressure in every operating mode over the entire service life of the vehicle. This includes the delivery of spare fuel, required for a rapid start and pressure increase in the rail.




Structure

6

7

5 8 4 9

3 2

1

11 1

2 1

15

1 2 3 4 5 6 7 8 9

-

14

5 1 4 1 Drive shaft Eccentric cam Pump element with pump piston Element chamber Suction valve Element cutout valve (not in BMW) Exhaust valve Sealing unit High pressure connection to rail

10 0 1

13 3 1

10 11 12 13 14 15

-

Pressure control valve Ball valve Fuel return (outlet) Fuel supply (inlet) Safety valve with throttle bore Low pressure duct to pump element

Y 572 1 UMK

12

KT-3735

Fig. 58: High pressure pump - longitudinal section (CP1)

4

5

3

2 1 6

1 - Drive shaft 2 - Eccentric cam 3 - Pump element with pump piston

4 - Element chamber 5 - Exhaust valve 6 - Inlet KT-3856

Fig. 59: High pressure pump - cross section




Function

(also refer to animation on trainer CD)

Fuel is delivered via the filter to the HPP intake (13) and the safety valve (14) situated behind it. It is forced through the throttle bore into the low pressure duct (15). This duct is connected to the lubrication and coolant circuit of the high pressure pump. It is therefore not connected to an oil circuit. The drive shaft (1) is driven via the chain drive at more than half of the engine speed (max. 3300 rpm). It moves the three pump pistons (3) up and down with its eccentric cam (2), depending on the cam shape. If the pressure in the low-pressure duct exceeds the opening pressure of the suction valve (5) (0.5 -1.5 bar), the advance delivery pump can force fuel into the element chamber where the pump piston moves downwards (suction stroke). If the dead centre point of the pump piston is exceeded, then the intake valve closes. The fuel in the element chamber (4) can no longer escape. It is then compressed in the intake line by the delivery pressure. The accumulating pressure opens the exhaust valve (7) as soon as the pressure in the rail is achieved. The compressed fuel enters the high pressure system. The pump piston delivers fuel until the upper dead centre point is reached (delivery stroke). The pressure then falls again, which closes the outlet valve. The remaining fuel is no longer subject to pressure. The pump piston moves downwards. If the pressure in the element chamber falls below the pressure in the low pressure duct, then the intake valve opens again. The whole process is repeated from the beginning. The high pressure pump constantly generates the system pressure for the high pressure accumulator (rail). The pressure in the rail is determined by the pressure control valve. The high pressure is generated by means of three pump pistons arranged radially within the high pressure pump. Three delivery strokes per revolution ensure low injection torque and uniform load over the pump drive. At 16 Nm, the average torque is only approx. 1/9 of the drive torque required for a comparable distributor pump.




The power required for the pump drive increases proportionally • to the set pressure in the rail and • to the pump speed (delivery volume). On a 2 litre engine (rated speed, rail pressure 1350 bar), the high pressure pump (at approx. 90 % mechanical efficiency) has a power intake of 3.8 kW (compared to a distributor-type injection pump: 2.5 kW at the rated output point). The higher power requirement is attributed to the leakage and control volumes in the fuel injector and the fuel return via the pressure control valve. Since the high pressure pump is designed for large delivery quantities, there is an excess of compressed fuel when the vehicle is idling or only subject to partial load. Since the compressed fuel is no longer subject to pressure once the excess fuel flows away, the energy generated by compression is lost and/or heats the fuel. This excess delivered fuel is returned to the fuel tank via the pressure control valve and the fuel cooler.




Element cutout This version is not used by BMW!

In order to reduce power loss as the result of the excess delivered volume and thus to improve overall efficiency, the delivery capacity could be adapted to the fuel requirements of the relevant engine by implementing the following measures: • Different number of fuel-delivering pump elements (3 or 4 elements) • Different gear ratio of pump to engine • Pump element cutout The number of pump elements as well as the gear ratio are defined in the overall design. The amount of fuel that is delivered to the high pressure accumulator is reduced by disabling one of the pump elements (3). As a result, the intake valve (5) is held constantly open above a speed of approx. 1500 rpm and below a certain injection volume (1/3 full load) so that the fuel drawn in during the delivery stroke cannot be compressed. The fuel then flows back into the low pressure channel. As the result of disabling a pump element in conjunction with reduced power requirements, the high pressure pump no longer delivers fuel at a constant rate but rather with a delivery pause which leads to higher pressure pulsation in the rail and greater pressure fluctuations in the fuel injector. This results in fluctuations in the injected volume that are unacceptable for BMW.




Pressure control valve In the M57, the pressure control valve is located at the high pressure pump and, in the M67, in the distributor block (see Fig. high pressure accumulator).

KT-3698

Fig. 60: Pressure control valve

Task The pressure control valve has the task of setting and maintaining the rail pressure according to the load status of the engine. • If the rail pressure is too high, the pressure control valve opens, which enables some of the fuel to pass from the rail to the fuel tank via a collector line. • If the rail pressure is too low, the pressure control valve closes and seals the high pressure side from the low pressure side.

Structure The DDE control unit controls an armature via a coil. The armature presses a ball into the seal, which seals the high pressure side from the low pressure side. When the system is not activated, the ball is controlled by a spring. The entire armature is coated with fuel from the flanged-on component for lubrication and heat dissipation.




Function The pressure control valve has two control circuits: • One electrical control circuit for setting a variable pressure value in the rail and • One mechanical control circuit for equalising high frequency pressure fluctuations. Since the time factor plays an important role in controlling the pressure, the electric control circuit compensates for slow pressure fluctuations and changes and the mechanical control circuit compensates for the quick ones.

Non-activated pressure control valve The high pressure present in the rail or in the high pressure pump output is exerted on the high pressure intake of the pressure control valve. Since the deenergized electric magnet is not in effect, the force of the high pressure is greater than the force of the spring, which opens the pressure control valve. The spring's design creates a pressure of max. 100 bar.

Pressure control valve activated If the pressure in the high pressure circuit is to be raised, the magnetic force and spring force must be increased. The pressure control valve is activated and closed until there is a balance between the high pressure force on the one side and the magnetic and spring forces on the other. The magnetic force exerted by the electromagnet is in direct proportion to the activation current. Variation in the activation current is achieved by PWM. The PWM frequency is 1 kHz i.e. high enough to prevent disturbance from armature movements and/or fluctuation in pressure.




High pressure fuel accumulator (Rail) The fuel high pressure accumulator (rail) is located beside the cylinder head cover underneath the engine bonnet.

1

6 2

5 3 4

1 - Injectors 2 - High pressure accumulator (rail) 3 - Pressure control valve

4 - High pressure pump (CP1) 5 - Rubber element 6 - Rail pressure sensor

KT-3700

Fig. 61: Fuel high pressure accumulator (rail) - M57 3 1 4

6

2

5

1 - High pressure accumulator (rail), bank 1 2 - High pressure accumulator (rail), bank 2 3 - Distributor block

4 - Pressure control valve 5 - High pressure pump (CP3) 6 - Rail pressure sensor KT-3701

Fig. 62: Fuel-high pressure accumulator (rail) - M67




Task In the rail, the fuel is subjected to high pressure and delivered (accumulated) for injection. This accumulator which is used by all cylinders (where the name common rail comes from) maintains its internal pressure at a near constant value, even when handling larger quantities of fuel. This ensures that the injection pressure remains at a near constant when the injector is opened. Fluctuations in pressure resulting from the pump delivery and injection are dampened by the accumulator volume.

Structure The rail is essentially a thick-walled pipe with connections for lines or sensors. In the M57, the rail pressure sensor is located at one end of the rail. In the M67, there are 2 rails which are connected to one another by a ring conduit. The rail pressure sensor in this rail system is screwed from bottom to top in the distributor block. The pressure control valve is also mounted on the distributor block instead of on the HPP. There is no throughput limiter in the M57 and M67 (unlike other common rail systems). Because of the different conditions for engine installation, the rail can take on a variety of forms. The smaller the rail volume and/or the bore diameter with the same outer contour, the higher the demands that can be placed on the system. A small rail volume also keeps the demands on the high pressure pump's delivery capacity to a minimum when the vehicle is started up and when the nominal value of the pressure is altered. On the other hand, the rail volume must, however, be sufficiently high to prevent drops in pressure during injection. The internal diameter of the longitudinal bore in the rail is approx. 9 mm. The rail is continuously supplied with fuel from the high pressure pump. The fuel is delivered from this intermediate accumulator to the injectors via the injector connection lines. The rail pressure is set via the pressure control valve.




Function The volume present in the rail is constantly filled with the pressurized fuel. The spring action of the fuel brought about by the high pressure is used to create an accumulator effect. If fuel is removed from the rail for the purposes of injection, the pressure in the high pressure accumulator remains at a near constant. Fluctuations in pressure created by the cycled supply of the high pressure pump are dampened and/or compensated.




Rail pressure sensor On the M57, the rail pressure sensor is screwed onto the end of the rail and on the M67 it is screwed in the distributor block from the bottom to the top.

1

KT-3700

1 - Rail pressure sensor

Fig. 63: common rail system - rail pressure sensor, M57 1

2

1 - Distributor block 2 - Rail pressure sensor KT-3701

Fig. 64: common rail system - rail pressure sensor, M67




Task The rail pressure sensor must measure the current pressure in the rail • with sufficient accuracy and • in correspondingly short time and supply a voltage signal corresponding to the pressure applied at the control unit.

Structure 1

2

3 4

576 1 UMK Y

5

1 2 3 4 5

-

Electrical connections Evaluator circuit Diaphragm with sensor element High pressure connection Retaining thread

KT-3734

Fig. 65: Rail pressure sensor - cross-section diagram

The rail pressure sensor consists of the following components: • An integrated sensor element • A printed board with an electrical evaluation switch • A sensor housing with an electrical plug connection The fuel reaches a sensor diaphragm through the high pressure connection. There is a sensor element located on this diaphragm (semiconductor component) to convert the changes in shape caused by pressure into an electrical signal. The signal generated is sent to an evaluation switch via connecting lines, which relays the prepared measuring signal to the control unit via the connections. © BMW AG, Service Training



Function The rail pressure sensor operates according to the following principle: The diaphragm's electrical resistance varies when its shape changes. This change in shape (approx. 1 mm per 500 bar) created by the accumulation of system pressure alters the electrical resistance and changes the voltage of the resistance bridge which has a supply of 5 volts. This voltage is in the 0 - 70 mV range (depending on the pressure) and is increased by the evaluation switch to a range of 0.5 - 4.5 volts. The exact measurement of the rail pressure is essential if the system is to function correctly. For this reason, the permissible tolerance ranges for the pressure sensor are also kept to a minimum when the pressure is measured. In the main operating range, the measuring precision is at 30 bar, i.e. at approx. ± 2 from the final value. If the rail pressure sensor malfunctions, the pressure control valve is activated by the control unit's emergency function.




Injector The injectors are arranged in the central area above the combustion chambers in the cylinder head.

1 2 3 4 5

-

Exhaust ports Fuel injector Swirl port (inlet) Tangential port (inlet) Glow (heater) plug

KT-2435

Fig. 66: Injector arrangement in combustion chamber - view of M57

As is also the case in existing nozzle holders in diesel engines with direct fuel injection, the injectors are held in the cylinder head with what are known as clamping shoes. The common rail injectors are therefore suited for installation into existing DI diesel engines without any major alterations being required. The injectors therefore replace the nozzle holder combinations (nozzle and nozzle holder) used in conventional diesel injection units.

Task The injector's task is to set the injection start and injection quantity precisely. The injector needle has a single guide so that the risk of needle friction can be prevented at design level.




A highly developed lodgment geometry is also in service with the designation ZHI (cylindrical attachment, undercut, inverse lodgment angle difference). It is designed as what is known as a lodgment aperture nozzle. See following figure. The pressure compensation at the undercut creates symmetrical spraying. In addition, this lodgment geometry does not allow for any tendencies for increased quantities (quantity drift) as a result of wear to the unit. original solution

improved solution

KT-3683

Fig. 67: Fuel injector with further developed seat geometry (ZHI = Cylindrical shoulder, undercut, inverse seat angle difference)

Structure The injector can be divided into a variety of function blocks: • • • •

Hole nozzle with injector needle Hydraulic servo system Solenoid valve Connections and fuel channels




a

)

)

1

b

2

3 4

4

5 6

7 8

9

UMK1580Y

Robert Bosch GmbH

10

11

a) Injector closed (at rest) b) Injector opened (injection) 1 2 3 4 5 6

-

Fuel return (outlet) Electrical connection Activation unit (2/2 solenoid valve) Fuel supply (inlet), high pressure from rail Valve ball Outlet throttle

Fig. 68: Injector, cross-section


7 - Inlet throttle 8 - Valve control chamber 9 - Valve control piston 10 - Supply channel to nozzle 11 - Nozzle needle KT-3718



The high pressure connection (4) guides the fuel through a channel (10) to the nozzle and also through the supply throttle (7) in the control chamber (5). The control chamber is connected to the fuel return line (1) by the outlet throttle (8), which is opened by a solenoid valve. When the outlet throttle is closed, hydraulic force on the valve piston (9) exceeds that on the pressure stage of the injector needle (11). Consequently, the injector needle is pressed into its seat and seals the high pressure channel off from the engine compartment. Fuel cannot enter the combustion chamber, although it is constantly pressurized at the high pressure connection. When the injector activation unit is actuated (2/2 solenoid valve), the outlet throttle is opened. This reduces the pressure in the control chamber, and therefore the hydraulic force on the valve piston. As soon as the hydraulic force drops below that on the pressure stage of the injector needle, the injector needle opens, which allows the fuel to enter the combustion chamber through the spray apertures. This indirect activation of the injector needle via a hydraulic force increasing system is used because the force required to open the injector needle using the solenoid valve cannot be produced directly. The control quantity required in addition to the fuel quantity injected enters the fuel return line via the control chamber throttle. In addition to the pilot control volume, fuel is also lost (leakage quantity) at the nozzle needle and valve piston guides. The control and leakage quantities can be up to 50 mm3 per stroke. They are guided back to the fuel tank via the fuel return line with a manifold, to which the overflow valve, high pressure pump and pressure control valve are connected.




Function The function of the injector can be subdivided into four operating statuses when the engine is running and the high pressure pump is delivering fuel: • • • •

Injector Injector Injector Injector

closed (under high pressure) opens (start of injection) fully open closes (end of injection)

These operating statuses are applied according to the distribution of force amongst the components of the injectors. If the engine is not running and there is an absence of pressure in the rail, the nozzle spring closes the injector.

Injector closed (at rest) When at rest, the 2/2-solenoid valve is not activated and is therefore closed (refer to Fig. cross-section of injector, a) Because the outlet throttle is closed, the armature ball is pressed into the lodgment at the drain throttle by the valve spring. The rail high pressure accumulates in the valve control chamber. The same pressure is also exerted in the chamber volume of the nozzle. The forces applied by the pressure to the surfaces of the control piston and the force of the nozzle spring keeps the injector needle closed against the opening force attacking its pressure stage.

Injector opens (start of injection) The injector is at rest. The 2/2-solenoid valve is activated by the starting current (I = 20 amps), which enables the 2/2 solenoid valve to be opened quickly (Fig. b). The force of the activated electromagnet exceeds that of the valve spring and the armature opens the final throttle. After a maximum of 450 ms, the increased starting current (I = 20 amps) is reduced to a lower retaining current of the electromagnet (I= 12 amps). This is possible because the air gap of the magnetic circuit is now smaller. Opening the drain throttle allows fuel to flow out of the valve control chamber into the cavity above, and then to the fuel tank via the fuel return line. The inlet throttle prevents complete compensation from taking place and the pressure in the valve




control chamber drops. As a consequence, the pressure in the valve control chamber is lower than the pressure in the chamber volume of the nozzle which still has the same level of pressure as the rail. The reduced pressure in the valve control chamber leads to less pressure being exerted on the control piston and to the injector needle being opened. Injection commences. The speed at which the injector needle opens is determined by the difference in throughput in the inlet and outlet throttle. After a stroke of approx. 200 mm, the control piston reaches its upper limit point and stays there, supported by a cushion of fuel. The cushion is created by the flow of fuel between the inlet and outlet throttle. The injector nozzle is now completely open and the fuel is injected into the combustion chamber at a pressure approaching that of the pressure in the rail.

Injector closes (end of injection) If the 2/2 solenoid valve is no longer activated, then the armature is forced downwards by the force of the valve spring. The ball then closes the outlet throttle. To prevent excessive wear from the contact between the ball and the valve seat, lodgment, the armature consists of two parts. Although the armature plate is guided downwards by a cam, it can also oscillate downwards by means of the reset spring, thereby preventing the armature and ball from being subject to any downward forces. As in the rail, closing the outlet throttle causes pressure to accumulate in the control compartment through the inlet of the inlet throttle. This increased pressure exerts greater force on the surface at the head end of the control piston. This force from the valve control chamber and the spring force exceed the force from the chamber volume, the injector needle closes. The speed at which the injector needle closes is determined by the throughput of the inlet throttle. Injection stops once the nozzle needle reaches its lower limit point.




Fuel heating/cooling (air heat exchanger)

KT-3881

Fig. 69: Bimetal valve

The bimetal valve is built on the outside i.e. it is no longer directly situated on the filter. When heating mode is activated, the hot fuel flows back to the distributor unit and, from there, on to the fuel filter.

Function Fuel heating is controlled by a thermocouple (bimetal valve clicking like expansion steel plate). The function mode is similar to that of the M47.

Differing features compared to M47 (switching points) At a fuel return temperature ≥ 73 ºC (± 3 ºC), 100 % of the fuel return flows back into the tank via the fuel cooler. At a fuel return temperature ≤ 63 ºC (± 3 ºC), 60 % to 80 % of the fuel return flows directly to the filter and the rest flows into the tank via the fuel cooler.




Fuel cooling function If the bimetal valve allows the fuel to return to the tank, the fuel flows through a cooler. Cool external air enters the cooler through its own air guide, thereby removing some of the heat from the fuel.

Fuel cooler Kraftstoffkühler

Luftführung, oben Air guide, top

Air guide, centre Luftführung, mitte

Luftführung, vorne Air guide, front

KT-3674

Fig. 70: Air guide for cooling fuel (air/heat exchanger) - E38M57




Distributor unit with throttle The distributor unit is located underneath the vehicle floor to the left hand side behind the auxiliary delivery pump. 4

3

1

1 2 3 4

-

2

Auxiliary delivery pump ("In-line" pump) Fuel pump heater or park heating Distributor unit (with throttle) Exhaust system for park heating KT-3882

Fig. 71: Distributor unit - E38M57

Depending on the engine, 2 different distributor units are fitted. • 5-fold distributor unit with throttle (M57) • H-piece with throttle (M67)

Task The 5-fold distributor unit with throttle has the task of making fuel from the return line available if the pressure before the in-line EFP is too low. Here, the return line with the supply side are short circuited. A part of the return fuel can be mixed with the delivery quantity for the HPP.




Overview of injection systems The three injection systems competing with one another technically (distributor pump, pump nozzle and common rail) have specific advantages in different disciplines. A system which is superior in all aspects does not exist at the time of writing. Injection system

Radial piston distributor-type injection pump

Pump nozzle

Common Rail

1800 bar

< 2000 bar

1350 bar

20º KW (4 cyl) 15º KW (6 cyl)

< 20º KW

any

Step cams Pre-injection

Pre-injection

Multiple injection

low

high

low

Criteria Fuel injection pressure Start of injection adjustment range Fuel injection process Impact on engine design Tab.: Available injection systems




Distributor injection (radial piston principle) • Central piston pump connected to the fuel injection nozzle by a fuel line • Administrating quantities using a solenoid valve (for individual cylinders) • Crankshaft drive (synchronous angle to engine) by chain or toothed belt • Direct needle activation

KT-3886

Fig. 72: Radial piston principle

Because of the higher possible injection pressure and the direct control of the injector needle, the distributor pump injection system and pump nozzle are of particular benefit during opening and closing. High specific performance is therefore possible with high emission quality. The advantage of high specific performance makes high absolute performance values possible with four-cylinder engines with small cubic capacities.




Pump nozzle • Decentralized piston pump with injection valve in one design unit • Administering quantities via leading edge or solenoid valve • Drive using camshaft on engine side • Direct needle activation

KT-3885

Fig. 73: Pump nozzle




Common rail Common rail systems (with indirect activation of injector needle) offer high levels of flexibility for the adjustment at the start of fuel injection and the form of the injection characteristics. • Central piston pump connected to a fuel injection value by an accumulator • Administering quantities using valves which can be activated electronically at the nozzle itself • Drive of high pressure delivery pump (not at a synchronous angle to engine) • Indirect needle activation

Pressure accumulator

CR

KT-3887

Fig. 74: Common rail.

Six and eight-cylinder engines with high cubic capacities do not, however, require such a high specific performance. On the other hand, the high requirement for adjustment areas at injection start due to the length of the lines can only be covered partially, if at all. In addition, greater importance is now being placed on the form of injection characteristics because of growing demands for comfort.




Conventional injection characteristics In conventional injection systems, such as the use of distributor and sequential injection pumps, only a principal injection takes place. An exception to this is the VP44, which is a solenoid valve activated distributor-type fuel injection pump. In conventional systems, pressure generation is coupled to injection volume preparation. This has the following consequences for the injection characteristics: • The injection pressure rises as the engine speed and injection quantities increase • The injection pressure increases during injection As a result: • Small injection quantities are injected at low pressures • The peak pressure is more than twice as high as the average fuel injection pressure Peak pressure determines the load which can be applied to the components of an injector pump and its drive unit. The average injection pressure is, however, important for the quality of the fuel/air mixture in the combustion chamber. p

Eins ritzdruck p Injection pressure p

s

Start of delivery Förderbeginn Spritzbeginn Start of injection

p

m

Time Zeit t

t

Ps = Peak pressure Pm = Mean injection pressure KT-3731

Fig. 75: Conventional fuel injection process




Common rail injection characteristics Compared to conventional fuel injection characteristics, ideal fuel injection characteristics should fulfil the following requirements: • It should be possible to independently determine the injection pressure and injection volume for every operating point of the engine (additional degree of freedom for ideal mixture preparation) • After restart of combustion, the injection pressure should be freely selectable during the entire fuel injection procedure. • The injection quantity and pressure should be as low as possible at the start of injection (during the spark delay between injection start and combustion start) These requirements have been fulfilled in the common rail accumulator injection system with preliminary and main injection.

Einspritzdruck Injection pressurep p

Pre-injection Voreinspritzung Main injection Haupteinspritzung

p

R

(p ) m

Zeitt Time

t

PR = Rail pressure Pm = Mean injection pressure KT-3731

Fig. 76: Fuel injection process with common rail

The noise and vibration characteristics are also decisively influenced by the degree of combustion severity. Therefore, a carefully planned adaptation of fuel injection has taken on an important role. Preferably, influencing engine combustion takes place by means of a preliminary injection in the common rail system. This makes disturbance-free combustion at low noise levels possible (refer to Fig.).




Fuel injection rate

Main injection

Pre-injection

Time

T.D.C

Fig. 77: Preliminary and main injection progression with common rail

KT-3684

In addition, active and passive acoustic measures contribute to the sonic performance being considerably enhanced, even over high-performance IDI-engines, e.g. offsetting the pin axle from the centre of the piston to the counter pressure side (see Fig.).

Noise level

Cross section of modern IDI passenger car engines

Engine speed [rpm] KT-3691

Fig. 78: Air emission due to engine speed




The common rail system has a modular design. The following components are mainly responsible for the injection characteristics: • Solenoid valve-controlled injectors which are screwed into the cylinder head • Pressure accumulator (rail) • High pressure pump

To a lesser extent, the following components are also important: • Electronic control unit (DDE) • Crankshaft speed sensor • Camshaft speed sensor




Summary of common rail system • Injection pressure and injection timing selectable within wide limits and independent of engine operating point • Reduced black smoke formation due to high injection pressures of up to 1350 bar • Reduced noise and emissions due to preliminary injection • High pressure generated by radial piston pump • Pressure control by pressure control valve • Continuous measurement of pressure by sensor in distributor strip, closed control circuit • Injector with electromagnetic 2/2 solenoid valve

Low pressure delivery The advance delivery pump supplies the high pressure pump with fuel via the in-line EFP and the fuel filter.

High pressure delivery The high pressure pump compresses the fuel to system pressures of up to 1350 bar. The compressed fuel is then routed into a pipe-like fuel high pressure accumulator (rail) via a pressure control valve and a high pressure line. Injector

Pressure sensor Electric fuel pump

Rail

High-pressure pump

Fuel filter

Fuel tank with electric fuel pump Fuel cooler

Preheater valve KT-3687

Fig. 79: Schematic diagram of the fuel system (CR)




Air intake and exhaust systems Brief description The desire to achieve the lowest possible burden on the environment renders necessary a high degree of intricate design and tuning work. This always represents a compromise between high engine output and low exhaust emissions such as nitrogen oxide emissions. The entire air intake and exhaust system has been revised for the M57/M67 in order to comply with the more stringent requirements with regard to pollutant concentrations in exhaust gas.

Requirements and objectives The following requirements and objectives apply to the air intake and exhaust system: • Requirements - Compliance with EU exhaust emission legislation - Optimum torque and power utilisation - Reduction in fuel consumption

• Objectives - Improvement in noise comfort - Traction capacity in lower engine speed range




System structure The air intake and exhaust system consists of the following components: • • • • • • • •

Unfiltered air intake Intake silencer Exhaust turbocharger Intercooler Intake manifold (intake plenum) Exhaust manifold Exhaust gas recirculation (EGR) Exhaust system 3

6 7

5

2 8

4

9

1

10

1 2 3 4 5

-

Fresh air duct Unfiltered air snorkel Intake silencer (incl. filter) Filtered air duct Hot-film air mass meter (HFM)

6 - Intake manifold 7 - EGR valve 8 - Cylinder head cover 9 - Exhaust turbocharger 10 - Intercooler KT-3872

Fig. 80: Air intake system - M57 E39

3 4

ATL

1

2

1 - Fresh air duct connection 2 - Intake silencer (incl. air cleaner)

ATL

1

3 - Hot-film air mass meter (HFM) 4 - Filtered air duct KT-3873

Fig. 81: Air intake system (section) - M67 E38




Component description Unfiltered air intake M57 E38/E39 The air is drawn in below the kidney grille in front of the radiator. The position is selected such that no warm air from the engine compartment is drawn in. The unfiltered air snorkel consists of two components: • Fresh air duct • Unfiltered air snorkel (connection from body-mounted duct to engine-mounted intake silencer)

2

1 1 - Fresh air duct 2 - Unfiltered air snorkel KT-3872

Fig. 82: Unfiltered air intake - M57 E39

M67 E38 Each cylinder bank is served by a separate air intake system. Each unfiltered air snorkel consists of two components: • Fresh air duct • Unfiltered air snorkel (connection from body-mounted duct to engine-mounted intake silencer)




Intake silencer M57 E38/E39 • The intake silencer is integrated in the intake module • Air cleaner change interval: approx. 100,000 km (under normal conditions)

Intake module of M57 The intake module consists of three main components, i.e. the cylinder head cover, intake manifold as well as the intake silencer together with the air cleaner. The cylinder head cover and the intake manifold are made from glassfibre-reinforced polyamide (plastic) and mounted acoustically isolated by means of rubber elements on the cylinder head. The intake module fulfills the following tasks: • • • • •

Cover for camshaft chamber Damping of intake noise Filtering of intake air Engine ventilation and oil separating Air guide/distribution to the inlet ports (tangential and swirl ports)

KT-3682

Fig. 83: Intake module - M57 E38/E39




M67 E38 • Two vehicle-specific intake air silencers • Air cleaner change interval: approx. 100,000 km (under normal conditions) • Intake points same as on the M73 • Hot-film air mass meter (HFM), flange-mounted 3 4

ATL

1

2

1 - Fresh air duct connection 2 - Intake silencer (incl. air cleaner)

ATL

1

3 - Hot-film air mass meter (HFM) 4 - Filtered air duct KT-3873

Fig. 84: Intake air silencer with filtered air duct - M67 E38




Exhaust turbocharger M57 E38/E39 • Exhaust turbocharger with variable nozzle turbine (VNT) same as on the M47, thermodynamics adapted to power output • Boost pressure activated pressure cell • Turbine vanes controlled by electropneumatic pressure converter • Control integrated in DDE control unit

KT-3750

Fig. 85: Exhaust turbocharger with VNT - Sectional view

KT-3755

Fig. 86: Exhaust turbocharger with VNT - pressure cell activation




1

2

4

5

3

7

6

8

2

4 1 2 3 4 5

-

Control cell Control rod Turbine wheel Compressor housing Bearing housing

9

6

5

7 6 7 8 9

-

3

8

Adjustment ring Guide vanes Turbine housing Compressor wheel KT-2754

Fig. 87: Exhaust turbocharger with variable nozzle turbine




Intercooler M57 E38/E39 • Compared to M51 size of intercooler adapted to increased volume • Supported by engine fan/electric fan • Integrated in cooling assembly

Power steering cooling loop

Gear oil cooler

Assembly frame

A/Ccondenser

Intercooler

KT-3865

Fig. 88: Arrangement of cooling assembly - rear view M57 E39/E38

M67 E38 • Compared to M57, size of intercooler adapted to increased volume • Two-fluted contraflow configuration • Integrated in cooling assembly • Supported by engine fan/electric fan




Intake manifold (intake plenum) M57 E38/E39 • Plastic manifold based on two-shell weld technology • Air guide to swirl or filler port separated from intake volume • Refer to intake silencer (intake module)

KT-3682

Fig. 89: Intake module - M57 E38/E39

M67 E38 • Thin-wall cast aluminium • Air intake with one chamber, i.e. no flap control




Exhaust manifold M57 E38/E39 • Single-fluted version • Seal to cylinder head and exhaust turbocharger designed as sheet metal beaded gasket

KT-3755

Fig. 90: Exhaust manifold with EGR connection

M67 E38 • Single-fluted version, different right and left manifolds • Seal to cylinder head and exhaust turbocharger designed as sheet metal beaded gasket




Exhaust gas recirculation (EGR) M57 E38/E39 • EGR pipe designed with corrugated pipe (compensator) • EGR valve mounted at inlet to air manifold • EGR valve housing made of aluminium

KT-3671

Fig. 91: Exhaust gas recirculation EU-2 - M57 E38/E39

EGR cooling will be subsequently added to ensure the M57 will also comply with the later exhaust emission standard EU-3. This cooling system will cool the recirculated gas by approx. 100 ºC.

KT-3672

Fig. 92: Exhaust gas recirculation EU-3 - M57 E38/E39




M67 E38 • • • • • •

EGR pipe designed with corrugated pipe (compensator) Two EGR valves at inlet to air manifold EGR valve housing made of aluminium EGR cooling, thermostat-controlled EGR cooler installed in V-area under air manifold Cooled by approx. 100 ºC by EGR cooling system

E39 EU3

E38 EU3

09/99

03/00

03/00

04/99

M57D30

M57D20

M57D

M67D

-

-

H

E

(X)

X

H

E

E

E

Planning status EGR cooling Primary catalytic converter 70g

simplex

duplex

Main catalytic converter

X

X

X

X

X

X

X

X

X

1 ceramic

2 ceramic 6 ceramic 2 metal carrier

Fig. 93: EU3 planning status - initial series


X

X

X X



Exhaust system M57 E38/E39 • Exhaust backpressure distinctly reduced (< 200 mbar) • Modified heat shields • E38 1x primary catalytic converter 2x main catalytic converter

Primary catalytic converter

Volume =1.7 litres Volumetotal = 2.66 litres

Main catalytic converter KT-3861

Fig. 94: Exhaust system - M57 E38

• E39 2x primary catalytic converter 2x main catalytic converter

Volumetotal = 2.17 litres Volumetotal = 2.66 litres

KT-3860





M67 E38 • • • •

Close-to-engine catalytic converters Two-flute arrangement with two rear silencers Acoustically decoupled by means of corrugated tube Body connection similar to M62

• E38 2x primary catalytic converter 2x main catalytic converter

Volumetotal = 3.22 litres Volumetotal = 5.77 litres

KT-3863





Digital Diesel Electronics The Digital Diesel Electronics (DDE) have been revised for the M57/M67. The DDE versions used are 4.0 and 4.1 respectively. The DDE control unit features the familiar modular pin-socket system (5 pin sockets) and the printed-circuit board is of the multi-layer sandwich type.

KT-1467

Fig. 97: DDE 4.0/4.1 - View of pin sockets

The innovations introduced with the DDE 4.0 as used in the M57 are as follows: • Advance delivery pressure control • Rail-pressure control • Activation of the injectors The DDE 4.1 as implemented in the M67 has the following, additional new features: • 2 control units because of the number of cylinders and the increased scope of function • DDE control unit I controls the fuel injectors for cylinders 2, 3, 5 and 8 • DDE control unit II controls the fuel injectors for cylinders 1, 4, 6 and 7 • Separate CAN bus for communication between control units • Redundant components for EGR and charge-air pressure control

KT-3753

Fig. 98: DDE 4.0/4.1 - View of internals © BMW AG, Service Training



Review of DDE control units Engine

Vehicle

Control unit period

DDE 1

M21D24 Turbo

E28 E30 E30 E34

09/86 - 12/87 09/87 - 12/90 03/88 - 04/93 01/88 - 09/91

DDE 2

M21D24 Naturally aspirated

E30 d/4

12/88 - 12/90

M51D25 Turbo

E34 E34 E34 E34 E36

tds tds/2 td td/2 td/4

09/91 09/91 03/93 03/93 09/91

M51D25 Turbo

E36 E36 E36 E34 E34 E34 E34

tds/4 tds/3 td/4 tds tds/2 td td/2

06/93 - 12/95 10/95 - 12/95 01/95 - 12/95 01/95 - 09/95 01/95 - 09/95 01/95 - 09/95 01/95 - 09/95

M41D17 Turbo (HG only)

E36 tds/4 E36 tds/5 E36 tds/3

09/94 - 04/98 06/95 04/95 -

M51D25 Turbo (EU-2)

E36 tds/4 E36 tds/3 E36 td/4

12/95 - 04/98 12/95 12/95 - 04/98

DDE 2.2

M51D25 Turbo (EU-2)

E38 E39 E39 E39 E39 E39

03/96 12/95 09/96 11/96 03/97 03/97 -

DDE 3.0

M47D20 Turbo (EU-3)

E46 d/4

04/98 -

DDE 4.0

M57D30 Turbo (EU-2)*

E39 d E38 d

10/98 10/98 -

DDE 4.1

M67D40 Turbo (EU-2)*

E38 d

04/99 -

DDE 2.1

td td/4 td/5 td

tds tds Biodiesel tds/2 td (HG only) td/2 (-"-)

*) EU-3 planned as of 09/99


-

01/95 01/95 01/95 01/95 01/95



System structure In addition to the control unit, the Digital Diesel Electronics system consists of diverse sensors and actuators. The sensors supply information, the actuators receive variables from the control unit. The sensors and actuators communicate with the DDE control unit through a variety of interfaces: • • • • • • •

Analog inputs Digital inputs Frequency inputs Power output stages Switching outputs Signal output stages, bi-directional interfaces Supply

The signals and their associated components corresponding to these interfaces are described below. See the section on pin assignments in the Annex for a list of signal abbreviations and their meanings.




Signal description Analog inputs Pedal position sensors (1 and 2)

(ATW1/2)

General characteristics -

Signal is proportional to accelerator pedal position Signal has its own ground (not vehicle ground)

Sensor -

Accelerator pedal sensor

KT-1243

-

Double sensor (redundant signal)

Electrical data -

Value of the wiper path resistor: Angle of the wiper path (operating range): Linearity of the characteristic curve: Supply pin: 4.09 / 4.14 Connection pin: 4.08 / 4.13 Reference pin: 4.07 / 4.12

1 kΩ +40 %/-20 % 0 - 78 degrees 2% UFW1/UFW2 AFW1/AFW2 MFW1/MFW2

Diagnosis -

Monitors signal range overshoot (DDE software), i.e. also open circuit and short circuit




Mass air flow sensor

(A_HFM)


Signal non-linear dependent on air mass Signal has its own ground

Sensor -

Hot-film air mass flow sensor (HFM 5)

KT-2177

-

Hot-film sensor element in "S"-shaped plastic labyrinth Integrated air temperature sensor

Electrical data -

Battery power supply Typical characteristic curve

8.0 - 17.0 V

5 4,5 4 3,5

UA [ V ]

3 2,5 2 1,5 1 0,5

630

600

570

540

510

480

450

420

390

360

330

300

270

240

210

180

150

90

120

60

0

30

0

Luftmassenstrom Air mass flow [ kp/h ]

KT-4106

-

Supply pin: Connection pin:

-

Reference pin:

3.01 3.02 3.29 3.03

U_HFM A_HFM A_TANS M_HFM

Diagnosis -





Boost pressure sensor signal

(A_LDF)


Signal non-linear dependent on absolute pressure in the intake manifold Signal has its own ground

Sensor -

Boost pressure sensor At rear of intake system

KT-3982

Electrical data -

Voltage supply (Vcc): Output resistance: Supply current: Supply pin: Connection pin: Reference pin:

5.0 V ± 0.25 V < 10 Ω < 20 mA 3.14 3.15 3.16

U_LDF A_LDF M_LDF

Diagnosis -

Monitors signal range overshoot (DDE software) Monitors plausibility at idle speed with internal atmospheric-pressure sensor




Presupply pressure sensor

(EA_KND)


Pressure sensor for registering the delivery pressure between fuel filter and the high pressure fuel delivery pump Signal proportional to absolute pressure before the high pressure fuel delivery pump Signal has its own ground

Sensor -

Advance delivery pressure sensor In the fuel filter

KT-3883

Electrical data -

Voltage supply: Supply pin: Connection pin: Reference pin:

5.0 V ± 0.2 V 2.09 2.17 2.10

U_KND EA_KND M_KND

Diagnosis -





Coolant temperature sensor signal

(A_TMOT)


Signal non-linear dependent on coolant temperature

Sensor -

Coolant temperature sensor (double temperature sensor) On the cylinder head at the rear, above the starter

KT-3983

Electrical data 2.252 Ω ± 7.1 %

Rated resistance: Typical characteristic curve 80

5,000

Us Rpu Rdown Rserie

70

R NTC [ kOhm ]

60

= 5 V = 681 Ohm = 2,15 kOhm = 10,00 kOhm

4,500 4,000 3,500

50

3,000

40

2,500

30 20

R-NTC

2,000

Uin

1,500

Uin [ V ]

-

1,000

140

130

120

110

90

100

80

70

60

50

40

30

20

10

0

-10

-20

0,000 -30

0,500

0 -40

10

T [ ˚C ]

KT-4107

-

Connection pin: Reference pin:

3.28 3.32

A_TMOT M_TMOT

Diagnosis -





Rail pressure sensor

(A_KDF)


Signal proportional to absolute pressure in the high pressure fuel rail

Sensor -

Rail pressure sensor On the high pressure fuel rail or distributor block

KT-3984

Electrical data -

Supply pin: Connection pin: Reference pin:

2.35 3.33 3.20

U_KDF A_KDF M_KDF

Diagnosis -


Reserve inputs The following inputs are reserves for future expansions: • Exhaust temperature sensor before catalytic converter • Exhaust temperature sensor after catalytic converter • Oil-temperature sensor • Position feedback VNT • Fuel temperature sensor • Analog input


(A_TVK, 2.18/2.11) (A_TNK, 2.24/2.22) (A_TOEL, 3.27/3.34) (A_SVNT, 3.21/3.22) (A_TKS, 3.11/3.18) (A_, 3.37/3.34)



Digital inputs Vehicle speed signal

(DFAHR)


Input stage for digital road-speed signal Digital input signal with battery-voltage-dependent high level Signal with vehicle ground

Signal source -

Switch output of ABS/ASC control unit (rear right wheel sensor) Signal shape is square-wave (sampling ratio 50 %) 48 pulses per wheel revolution

Electrical data -


4.22 1.04

DFAHR M_31L

Diagnosis -

Monitoring by plausibility check (DDE software)




Brake light test switch

(BLTS)


Input stage for switching signal, brake light test switch Digital input signal with battery-voltage-dependent high level Signal switches in phase with the brake-light switch

Signal source -

Brake light test switch

-

Electronic switch to battery voltage (UB) Logical values

KT-3985

Switch to UB Closed Open

Level High Low

Meaning Brake pedal depressed Brake pedal not depressed

4.28 1.04

BLTS M_31L

Electrical data -


Diagnosis -

Monitoring by plausibility with brake-light switch (DDE software)




Brake light switch

(BLS)


Input stage for switching signal, brake-light switch Digital input signal with battery-voltage-dependent high level Signal switches in phase with the brake light test switch

Signal source -

Brake light switch

-

Electronic switch to ground Logical values

KT-3985

Switch to ground Open Closed

Level High Low

Meaning Brake pedal depressed Brake pedal not depressed

4.24 1.04

BLS M_31L

Electrical data -


Diagnosis -

Monitoring by plausibility with brake-light test switch (DDE software)




Status heater plug relay

(S_GRS)


Digital input for fault signal from heater-plug relay Digital input signal with battery-voltage-dependent high level Signal switches out of phase with other signals

Signal source -

Heater-plug relay in the electronics box

-

No distinction between type of fault, fault location Fault status dependent on control signal

KT-3986

Control signal

Fault signal

Meaning

High High

Low High

No fault Possible faults: - relay welded - terminal 30 interrupted - terminal 31 interrupted - terminal 15 interrupted - diagnosis interrupted

Low Low

High Low

No fault Possible faults: -

-

relay fails to switch heater plug interrupted no control voltage fuse defective

(energisation of heaterplug relay: see rear)

Electrical data -


3.52 1.04

S_GRS M_31L

Diagnosis -

Fault detection and status reporting by heater-plug relay




Clutch switch

(S_KUP)


Input stage for switching signal, clutch Digital input signal with battery-voltage-dependent high level Signal switches out of phase with other signals

Signal source -

Clutch switch Mechanical switch to ground Logical values Switch to ground

Level

Meaning

Open Closed

High Low

Clutch pedal depressed Clutch pedal not depressed

4.23 1.04

S_KUP M_31L

Electrical data -


Diagnosis -

Monitoring by software (plausibility with speed)

Reserve inputs The following inputs are reserves for future expansions: • • • • •

Auxiliary heater Input stage for switching Input stage for switching Input stage for switching Input stage for switching


(D_ZHA, 4.31/1.04)

signal signal signal signal

(S_, 2.12/1.04) (S_, 4.34/1.04) (S_, 4.39/1.04) (S_, 4.25/1.04)



Frequency inputs Crankshaft position sensor

(P_KWG)


Sine-wave signal with speed-dependent amplitude Differential inputs for evaluation of signals from inductive sensors Frequency is proportional to engine speed Synchronised with P_KWGA (3.42) and F_TD (4.17)

Signal source -

Inductive speed sensor, crankshaft At rear of engine block

KT-3992

-

Typical signal trace

KT-4104

Electrical data -

Resistance: Inductance: Connection pin: Connection pin: Shield:

Diagnosis -

Monitoring by software


1270 Ω ± 10 % 860 mH ± 15 % 3.06 3.31 3.19

P_KWG M_KWG S_KWG



Camshaft position/rpm sensor

(P_NWDG)


Digital input for phase sensor

Signal source -

Speed sensor, camshaft (phase sensor) At front of cylinder head cover

-

Typical signal trace

KT-3988

KT-4105

Electrical data -


Diagnosis -

Monitoring by software


3.04 3.17

P_NWG M_NWG



Power output stages CR solenoid valve output stage fuel injector - "High side" cylinder bank 1

(U_MV1)

and cylinder bank 2

(U_MV2)


Digital power output for inductive load with current control Switching transistor to battery voltage (Ub)

Load at output -

Injectors, bank 1 (M57: cylinders 1 - 3, M67: cylinders 1 + 6 and 4 + 7) Injectors, bank 2 (M57: cylinders 4 - 6, M67: cylinders 3 + 5 and 2 + 8)

KT-3702

Electrical data -

See common rail component description Connection pin (bank 1): 5.02 Connection pin (bank 1): 5.04 Connection pin (bank 2): 5.01 Reference pin: 1.04

for more details U_MV1 U_MV1 U_MV2 M_31L

Diagnosis -

Monitors the output stage for short circuit to ground and load drop (conductive output stage)

On the M57, the 6 cylinders are divided into 2 "banks". Bank 1 consists of cylinders 1 to 3 and bank 2 consists of cylinders 4 to 6. Each pair of cylinders in the M67 cylinder groups form a bank. Consequently, there are 2 banks per control unit.




CR solenoid valve output stage fuel injector - "Low side" cylinder bank 1, cyl. 1

(S_MV11),

cyl. 2

(S_MV12),

cyl. 3

(S_MV13)

CR solenoid valve output stage fuel injector - "Low side" cylinder bank 2, cyl. 5

(S_MV21),

cyl. 6

(S_MV22),

cyl. 4

(S_MV23)


Digital power output for inductive load with current control Switching transistor to ground

Load at output -

In each case 1 injector bank 1 In each case 1 injector bank 2

Electrical data -

See common rail component description for more details

-

Bank 1: Connection pin (cylinder 1): Connection pin (cylinder 3): Connection pin (cylinder 2):

5.05 5.07 5.08

S__MV11 S__MV12 S__MV13 (M57 only)

-

Bank 2: Connection pin (cylinder 5): Connection pin (cylinder 6): Connection pin (cylinder 4):

5.09 5.03 5.06

S__MV21 S__MV22 S__MV23 (M57 only)

-

Reference pin:

1.04

M_31L

Diagnosis -

Monitors the output stage for short circuit to ground and load drop (conductive output stage) Monitoring the voltage transient of the output stages (capacitors)

Reference is made to the "high side" and "low side" of fuel injection control. The fuel injectors receive the voltage supply via the "high side" control. The fuel injectors are activated by the output stage via the "low side" control and fuel is injected into the combustion chamber.




Switching outputs LDS boost pressure actuator

(T_LDS) (M57)

Exhaust gas recirculation actuator

(T_AGR)


Digital power output for inductive load with current control Switching transistor to ground No synchronisation with other inputs and outputs

Load at output -

Electropneumatic pressure converter (EPDW) for VNT activation Electropneumatic pressure converter (EPDW) for controlled EGR

Ambient air

Controlled partial vacuum Partial vacuum KT-216

Electrical data 15.4 ± 0.7 Ω 43 ± 8 mH at 100 Hz typically 300 Hz 30 - 95 %

-

Resistance at 20 ºC: Inductance: Frequency of the control voltage: Sampling ratio:

-

VNT activation: Connection pin: Connection pin: Reference pin:

2.20 3.23 1.04

T_LDS T_LDS M_31L

-

EGR: Connection pin: Connection pin: Reference pin:

3.10 4.18 1.04

T_AGR T_AGR M_31L

Diagnosis -

Monitoring the output stage for short-circuit to Ub (conductive output stage) and for idle and short circuit to ground (output stage blocking) Output can be activated for actuator test




LDS - Boost pressure actuator

(T_LDS) (M67)



Load at output -

Electric actuator for VNT activation

KT-4109

Electrical data -

Resistance at 20 ºC: Inductance: Frequency of the control voltage: Pulse duty factor: Connection pin: 2.20 Connection pin: 3.23 Reference pin: 1.04

15.4 ± 0.7 Ω 43 ± 8 mH at 100 Hz typically 300 Hz 30 - 95 % T_LDS T_LDS M_31L

Diagnosis -





DSHL - Damping controlled engine mount

(S_DSL)


Digital power output for inductive load without current control Switching transistor to ground No synchronisation with other inputs and outputs

Load at output -

Electrical changeover valve (EUV) for activation of engine mount

Partial vacuum KT-172

-

Logical values State of DDE output Off (de-energised) On

State of engine mount Hard Soft

Electrical data -

Resistance of coil: Permissible changeover frequency: Inductance: de-energised energised Connection pin: 2.08 S_DSL Reference pin: 1.04 M_31L

31.5 ± 1.5 Ω ≤ 20 Hz 130 mH at 100 Hz 170 mH at 100 Hz

Diagnosis -





Heater plug relay activation

(S_GRA)


Digital power output for inductive load Switching transistor to ground No synchronisation with other inputs and outputs

Load at output -

Heater-plug relay as switch for 6 or 4 heater plugs Situated in the electronics box DDE control signal and meaning for heater-plug relay Control signal

Meaning

High Low

Heater plugs off Heater plugs on

Electrical data -


3.12 1.04

S_GRA M_31L

Diagnosis -





Rail pressure control valve

(T_KDR)



Load at output -


KT-3698

Electrical data -


3.38 1.04

T_KDR M_31L

Diagnosis -

Monitoring the output stage for short-circuit to Ub (conductive output stage) and for idle and short circuit to ground (output stage blocking)




Electric shut off valve

(S_KHP) (only M67 with CP3)


Digital power output for inductive load without current control Switching transistor to ground No synchronisation with other inputs and outputs

Load at output -

Electric shut off valve for CP3 high pressure fuel pump

Electrical data -


3.39 1.04

S_KHP M_31L

Diagnosis -





Electric fan activation

(T_ELUE)


Digital power output for ohmic load Switching transistor to ground No synchronisation with other inputs and outputs

Load at output -

High-frequency clock regulator (HTR) for electric fan The DDE sends the fan speed to the HTR in the form of a pulse width modulated (PWM) signal. Output-stage diagnosis monitors the control line and the HTR.

Electrical data -

Pull-up resistance: Low level: High level: Connection pin: Connection pin: Reference pin:

typically 1.2 kΩ < 1.8 V > 0.7 • Ub 4.04 4.38 1.04

T_ELUE T_ELUE M_31L

Diagnosis -





Relay, presupply pump

(S_EKP)


Digital output stage for relay, pre-supply pump Switching transistor to ground

Load at output -

Relay, pre-supply pump (field winding of a relay with normally open (NO) contact) Situated on right in luggage compartment

KT-3990

Electrical data -

Resistance of field winding: Resistance parallel to field winding: Connection pin: 4.10 Reference pin: 1.04

115 Ω 560 Ω ± 5 % S_EKP M_31L

Diagnosis -





Output, A/C compressor

(S_KOREL)


Digital output to electronic control unit for heater/air-conditioning system Switching transistor to ground The output signal lags behind the input signal (CAN compressor request); switch off is not delayed

Load at output -

Electronic control unit, heater/air-conditioning system

KT-986

Electrical data -

Resistance of field winding: Resistance parallel to field winding: Connection pin: 4.29 Connection pin: 4.30 Reference pin: 1.04

115 Ω 560 Ω ± 5 % S_KOREL S_KOREL M_31L

Diagnosis -

Monitoring the output stage for short-circuit to Ub (conductive output stage) and for idle and short circuit to ground (output stage blocking)

Reserve outputs The following outputs are reserves for future expansions: • • • • • •

Relay activation for automatic start Electric viscous fan Radiator shutter adjuster NOx catalytic converter Particle filter regeneration Auxiliary heater


(S_STR, 4.40/1.04) (S_EVL, 2.01/1.04) (S_JAL, 2.02/1.04) (T_NOX, 2.14/1.04) (T_RFG, 2.19/1.04) (T_ZH, 3.09/1.04)



Signal output stages, bi-directional interfaces Diagnosis interface

(D_TXD2)


DS2 diagnosis interface with bi-directional data line

Signal source -

Tester

KT-2586

Electrical data -

Baud rate: Connection pin: Reference pin:

9600 baud 1.03/2.06/4.32 1.04

Diagnosis -

No diagnosis capability


D_TXD2 M_31L



CAN bus

(D_CAN-H/D_CAN-L)


CAN interface with bi-directional data lines

System network -

CAN system

DDE4.0 DDE4.1

EGS

Kombi

ABS/ ASC

CAN KT-3850

Electrical data -

Connection pin D_CAN-H: Connection pin D_CAN-L:

2.04/3.46/4.36 2.03/3.47/4.37

Diagnosis -

Diagnosis capability with tester

CAN bus

(D_CANP-H/D_CANP-L)


Only in the V8 cylinder system with 2 DDE control units Additional CAN interface with bi-directional data lines

System network -

CANP network (DDE4.1 master slave)

DDE4.1

DDE4.1

Master

Slave

CANP KT-3851

Electrical data -

Connection pin D_CANP-H: Connection pin D_CANP-L:

Diagnosis -

Diagnosis capability with tester


3.45 3.44



Engine speed signal

(A_F_TD)


Digital output signal with battery-voltage-dependent high level Switch to ground with pull-up resistance to Ub Frequency is proportional to engine speed Pulses are generated at the rate of 3 (6-cylinder engines) and 4 (8-cylinder engines) per crankshaft revolution The information content is defined by the period between consecutive positive signal edges The signal is tapped from the crankshaft sensor wheel (60 - 2 teeth/revolution) and processed

Signal receivers -

Other electronic control units

Electrical data -


4.17 1.04

A_F_TD M_31L

Diagnosis -

No diagnosis capability with electronic control unit

Engine speed signal

(A_P_INK/E_P_INK)


Digital input/output for V8 master

Electrical data -

Connection pin: Connection pin: Reference pin:

Diagnosis -

No diagnosis capability


3.07 3.42 1.04

E_P_INK A_P_INK M_31L



EWS - Electronic vehicle immobilization

(D_EWS)


Digital input/output for V8 master

Electrical data -


4.33 1.04

D_EWS M_31L

Diagnosis -

Diagnosis capability with EWS

Cruise control system

(D_FGRD)


See system description of multifunction steering wheel (MFL)

Signal source -

Multifunction steering wheel (MFL)

KT-3646

Electrical data -


4.33 1.04

D_FGRD M_31L

Diagnosis -

Diagnosis capability with MFL electronic control unit

Reserve output stages The following output stages are reserves for future expansions: • Particle filter regeneration • Alternator cutout


(S_RFG, 2.23/1.04) (S_GAB, 3.08/4.20/1.04)



Supply Voltage supply

(30ES)


Heat loss of control unit, typically 25 W

Electrical data -

Connection pin:

1.01/1.02/1.08

Ground (BAT-) Electrical data -

Connection pin:

1.04/1.05/1.06

Ground (M_GND) Electrical data PIN

I/O_

Designation

2.05 2.10 2.11 2.22 3.03 3.16 3.17 3.18 3.19 3.20 3.22 3.26 3.32 3.34 3.48 3.49 4.07 4.12 4.15 4.35

W_CAN M_KND M_TVK M_TNK M_HFM M_LDF M_R_NWG M_KTF M_KWG M_KDS M_VNT M_SEN M_TMOT M_TMOEL M_CAN M_SEN M_PWG1 M_PWG2 M_SEN W_CAN

(CAN bus shield) (Pre-supply pressure sensor ground) (Exhaust temperature sensor ground) (Exhaust temperature sensor ground) Mass air flow sensor ground Boost-pressure sensor ground Hall sensor, camshafts ground Ground Crankshaft speed sensor shield Rail pressure sensor ground (Position feedback VNT ground) Analog ground Coolant temperature sensor ground (Oil-temperature sensor ground) (CAN bus shield) Analog ground Pedal position sensor 1 ground Pedal position sensor 2 ground Digital ground (CAN bus shield)




Control input ignition lock

(U_15)


Input stage for switching pulses from the ignition lock (terminal 15) (activation of main relay)

Electrical data -

Connection pin: Connection pin: Reference pin:

4.26 1.07 1.04

U_15 U_15 M_31L

Main relay (A_S_HRL) General characteristics -

Digital output stage for activation of main relay Switching transistor to ground

Load at output -

Main relay (field winding of a relay with NO contact) in electronics box

Electrical data -

Resistance of field winding: Resistance parallel to field winding: Connection pin: 1.09 Reference pin: 1.04

115 Ω 560 Ω ± 5 % S_HRL M_31L

Diagnosis -

Short-circuit detection, automatic pull-up after short-circuit




5V sensor supply General characteristics -

Input stage for switching pulses from the ignition lock (terminal 15) (activation of main relay)

Electrical data PIN

I/O_

Designation

2.09 3.01 3.14 3.35 3.36 4.09 4.14

U_KND U_HFM U_LDF U_RDS U_VNT U_PWG1 U_PWG2

(Pre-supply pressure sensor voltage supply) Mass air flow sensor voltage supply Boost-pressure sensor voltage supply Rail pressure sensor voltage supply (Position feedback VNT voltage supply) Pedal position sensor 2 voltage supply Pedal position sensor 2 voltage supply

Jumpers Refer to pin assignments




Functional description The functions of the DDE 4.0 and 4.1 consist of several specific subsections: • • • • • • •

Signal pre-processing Injection-rate control High pressure control Exhaust gas recirculation Boost-pressure control Additional functions Monitoring concept

In the following, these subsections are detailed to a greater or lesser extent in order to provide an insight into the operating principle of the control unit and its functions.

For present purposes, the following two groups of DDE functions are ignored from the control unit's point of view. • CAN functions • External communication (diagnosis)




Signal preprocessing Signal preprocessing consists of signal detection and conditioning. These control unit functions also synchronize events. Signal detection can be periodic (every 20 or 100 ms) or speed-synchronised. The raw values are buffered for subsequent processing. The following points are considered in more detail below: • • • •

Road-speed measurement Speed measurement Camshaft-synchronous event control Crankshaft/camshaft synchronisation

Road-speed measurement The vehicle-speed signal is transmitted along a direct line from the ABS/ASC control unit. Road speed is calculated on the basis of pulses per unit of time. Acceleration is calculated from the difference between the two most recently computed road-speed values. This acceleration value is limited to a maximum value. An error is reported if a maximum speed limit is exceeded.

Speed measurement The engine speed is registered by the crankshaft speed sensor. This inductive sensor supplies a sine-wave signal with speeddependent amplitude and frequency. In order to discharge speed-synchronous functions, the DDE control unit uses this signal to generate a number of pulses proportional to the cylinders (e.g. for advance/main injection). The speed-monitoring facility can also detect engine overspeed. Overspeed is counteracted by the gradual fadeout of the speed-synchronous functions.




Camshaft-synchronous event control The speed of the camshaft is registered by the camshaft speed sensor. This phase sensor supplies a digital signal (square-wave signal). The DDE control unit can use this signal to synchronise the crankshaft and camshafts. The result of a defective rpm sensor is that the engine can no longer be started (see crankshaft/camshaft synchronisation).

Crankshaft/camshaft synchronisation Synchronisation of the crankshaft and camshaft is necessary in order to ensure the engine start procedure functions correctly. The crankshaft sensor registers the crankshaft position. The control unit's internal parameters correlate this information with the various top dead centre positions. The level of the signal from the camshaft sensor distinguishes between gas-expulsion TDC and injection TDC. By comparing these two signals the control unit can actuate the correct injector to inject fuel into the cylinder. Injection is then repeated in the sequence corresponding to the engine's firing order, namely cylinders 1-5-3-6-2-4 (M57). The M67 sequence for fuel injection is 1-5-4-8-6-3-7-2. Fuel injection ceases if no valid edge change is detected in the signal from the camshaft sensor after two complete engine revolutions (for example because no camshaft sensor installed, static level was coincidental).




Injection-rate control Injection-rate control consists of the subfunctions • Injection-rate calculation • Injection-rate metering Injection-rate calculation computes the quantity of fuel to be injected on the basis of the current operating point of engine and car. A distinction is drawn between injection-rate calculation with the car on the move and injection-rate calculation during the start phase. The computed injection-rate signals are sent to injection-rate metering. Injection-rate metering converts the information into start of activation and activation duration for the advance, main and post-injection phases of the process.

Injection-rate calculation The result of injection-rate calculation when the car is on the move is the total quantity of fuel to be injected into each individual cylinder. The required quantity is basically determined by the maximum from the driver's request and the cruise control. Under certain circumstances, engine-speed-dependent injection-rate limitation can take effect at this stage. As regards external intervention in the injection-rate control process, signals influencing the injection rate and carried by the CAN bus can limit or increase the optimum injection quantity. The idle-actuator injection rate is included in the calculation and the smooth-run controller adds a cylinder-specific correction to compensate for tolerances and ensure smooth engine operation.

Allowance for injection-rate drift (DIS service functions, DDE) The tester can be used to compensate for the drift in injection rate caused by wear and tear on the injection components over their service life. A certain quantity is either added to or subtracted from the drift characteristic, as applicable. Note, however, that the values in the electronic control unit must not be changed except in accordance with instructions issued through the hotline service or in Service Information. © BMW AG, Service Training



Overrun fuel cut-off If a certain time expires without registration of a load request (requested fuel injection = 0), the injection quantity is ramped down to zero. The manipulated variable output for the injection quantity is zero until coasting ceases.

Start phase Start-quantity calculation supplies the calculated injection quantity for the engine starting procedure. This quantity makes no provision for driver's commands or cylinder-specific corrections and its sole purpose is to ensure optimum cold starting. The engine start phase ends when engine speed exceeds a cranking speed which depends on the coolant temperature.

Pre-supply pressure monitoring The fuel pressure in the line leading to the high pressure pump is registered by the pre-supply pressure sensor. The supply pressure setpoint for the unaffected low pressure system is determined as a function of the average engine speed. A differential pressure value is then obtained by subtracting the current pre-supply pressure. This differential pressure is plotted against speed in a characteristic map to obtain a limitation for the injection quantity. This limitation is not applied unless the pre-supply pressure is below the setpoint. By way of compensating insufficient pre-supply pressure, more fuel has to be made available at the high pressure pump. This increase is achieved by reducing the injection quantity. The result of reducing the injection quantity would be an increase in rail pressure at constant speed. The pressure control valve, however, opens the fuel return to a greater extent and more fuel flows back in the direction of the tank. More fuel is now available at the distributor and can be drawn off by the booster pump. As a result, the presupply pressure also increases and the pressure difference changes.




Injection-rate metering Injection-rate metering consists of the advance- main- and post-injection phases (known respectively as VE, HE and NE). The injection quantities for each individual injection process are computed as functions of total quantity setpoint, engine speed and other variables and are then used to calculate the start of activation and the activation duration. Advance injection (VE) Advance injection helps cushion the combustion transient and thus smoothes engine operation. The start of VE activation relative to the main-injection phase (HE) is calculated as a function of the operating point. This timing is corrected to allow for coolant temperature and air temperature. VE is disabled as a function of the operating point if: • • • • • •

VE is too far in advance of HE VE quantity is too small Residual HE quantity is inadequate Air mass is inadequate for the operating point Maximum speed is exceeded Engine is shut down

The result of advance-injection calculation is reported to the quantity calculation for the main-injection phase (HE).

Main injection (HE) The majority of fuel is injected via the main injection into the combustion chamber. The start of injection is calculated relative to TDC. The start of activation is a function of the operating point. If HE is preceded by VE, the characteristic map used for HE injection time is not the same as that used for injection without VE. The basic value depends on: • Coolant and air temperatures • Air pressure • Speed-dependent boost-pressure fluctuation © BMW AG, Service Training



Post-injection phase and catalytic-converter monitoring The post-injection phase (NE) provides a supply of diesel-fuel HC to the catalytic converter. This reduces the NO and NO2 (NOx) content of the exhaust gas. A second temperature sensor installed downstream from the catalytic converter provides a second signal so that the temperature differential can be calculated and used to monitor the efficiency of the catalytic converter.

Rail breather The injectors have to be activated briefly so that the fuel rail can be vented for initial start and after repairs. When the injectors are activated the air can escape through the 2/2-way control vales of the injectors. This venting process takes place automatically when the engine is started.




High pressure control There are three subfunctions which make up high pressure control: • Setpoint generation • Rail-pressure control • Rail-pressure monitoring

Setpoint generation The setpoint is generated as a function of the engine's operating point. On the basis of the operating point, the setpoint is corrected by a value which depends on the following parameters: • Air pressure • Water temperature • Air temperature The setpoint is then pegged in order to prevent spurious response on the part of the pressure monitoring sensor. If the rail pressure sensor is defective a narrower range is imposed for limitation of the possible setpoints.

Rail pressure control The sampling ratio for the pressure control valve (DRV) is subject to open-loop or closed-loop control, depending on the operating conditions. The rail pressure set in this way is in the range 200 - 1350 bar. If for any reason (e.g. system fault, overspeed) the pressure control valve is held to minimum pressure, it is immediately controlled with the min. pulse duty factor. Pressure control includes provision for testing electric shutoff (EAB) and the electric fuel pumps (EKP).




Rail-pressure monitoring Rail-pressure monitoring is for detecting leaks and other faults in the high pressure system. Two conditions must be satisfied for rail-pressure monitoring: • Engine speed above a minimum value • Rail pressure monitoring in normal control mode

The following are monitored: • Rail pressure sensor • System pressure The system registers an impermissibly high rail pressure if rail pressure overshoots the maximum value. • Rail minimum pressure A fault signal is transmitted if the rail pressure is too low compared to an engine speed-dependent value from a comparison characteristic curve. • Control deviations in the rail-pressure control loop

Elevated system pressure can be due to a sticky or stiff pressure control valve. Reduced pressure or a volume imbalance in the rail can occur in certain instances such as those listed below: • • • • •

"Internal" and "external" leakage "Empty fuel tank" Fault in the low pressure system Injector leak-off excessive Injector control quantity too high




The following are reactions to a fault in the high pressure control system: • • • •

Pressure control valve is de-energized Electric fuel shut-off (EAB) is activated (closes) Activation duration (pressure control valve) = 0 ms Bank 1/2 shut down

These measures shut down the engine.




Exhaust gas recirculation (EGR) Exhaust-gas recirculation consists of three functions: • Setpoint calculation • Air-mass calculation • Open-loop or closed-loop control and monitoring Setpoint calculation provides the setpoint and air mass calculation provides the actual value for open-loop/closed-loop control.

Setpoint calculation The EGR setpoint is a function of: • • • • •

Engine speed Injection quantity Air temperature Water temperature Atmospheric pressure

Various characteristic maps are used to compute a setpoint from these values.

Air-mass calculation The hot-film air-mass flow sensor (HFM) supplies the DDE with a signal which is proportional to the mass air flow rate. The HFM incorporates an air temperature sensor. The calculated air mass is checked against the engine speed for plausibility. If an error is detected, the system uses a substitute air mass value derived from the averaged speed on the basis of a characteristic map. An air mass value corrected on the basis of boost pressure, atmospheric pressure and air temperature is made available for further computations.




Open-loop or closed-loop control and monitoring The EGR rate is controlled by specifying the air mass. The controller's output signal is used for pulse-width-modulated activation of the electropneumatic pressure converter (EPDW). The EGR valve is monitored for occurrence of the following error states: • Short circuit to battery voltage (Ub) • Short circuit to ground or breaks in wiring Injected-quantity limitation is implemented as a substitute function (see section on injection-rate control). If two or more errors occur the state with the priority code is stored in memory and the measures appropriate to this state are implemented. In the final analysis this can result in shutdown of the exhaust-gas recirculation system. Shutdown of the EGR system is always triggered if: • • • • • • • • • •

EGR controller is defective (deviation out of range) Engine idles for a prolonged period of time Hot-film air-mass sensor is defective EGR electropneumatic pressure converter is defective (deviation out of range) Boost pressure sensor is defective Engine speed is below idle speed During engine start Cold/hot shutdown Engine speed is above upper setpoint Car coasting (cutoff or engine drag moment reduction)




Boost-pressure control Boost pressure control has the task of controlling the turbocharger with variable turbine geometry (VNT). Boost pressure control comprises: • Driving-style classification • Setpoint calculation • Boost-pressure control

Driving-style classification This is the function which allows the control characteristic map and the boost-pressure setpoint characteristic map to be selected on the basis of the style of driving. A distinction is drawn between two styles of driving: • Sporty driving style • Economical and ecological driving style The style of driving is graded on the basis of: • Accelerator pedal position • Changes in accelerator pedal position • Engine speed The higher the result obtained from these three factors, the more sporty is the style of driving. Constant switchover between the 2 characteristic maps is avoided by a dependent time constant and a hysteresis. Coasting at high engine speed is not wrongly classified as sporty driving style because in this mode the driving style is frozen in the style most recently learned. The same applies to cruise control mode, idling and clutch disengaged. An economically and ecologically acceptable driving style is set in cruise control mode.




Setpoint calculation The absolute and relative setpoint boost pressures are derived from a setpoint characteristic map as a function of: • Engine speed • Injection quantity

The setpoint characteristic map is selected on the basis of driving style: • Sporty driving style • Economical and ecological driving style

The value, moreover, is corrected to allow for atmospheric pressure (sensor inside the electronic control unit), injection quantity and engine speed.

Boost-pressure control Boost pressure is controlled by activation of the variable-geometry turbine (VNT) by means of an electropneumatic pressure transducer (M57) or the actuation unit (M67) in accordance with the setpoint. The boost-pressure sensor provides the feedback signal which notifies the DDE control unit of the actual boost pressure. Control is a function of: • Control deviation • Engine speed • Gear selected by driver Boost pressure control is not always active. It is not activated before the quantity exceeds a speed-dependent threshold. This function, too, is regulated with the aid of on/off hysteresis.




Additional functions The following additional functions are integrated into the DDE control unit: • • • • •

Engine preheat period control Engine mount control Electric engine fan control Electric fuel pump/pressure control valve (EKP/DRV) activation A/C compressor activation

Engine preheat period control The DDE control unit has integrated engine preheat period control which takes battery voltage into account. The engine heater plugs are energised via the heater plug relay. Preheating and pre-start heating can be initiated when the engine is stopped and the coolant temperature renders these measures practical. Preheating: The preheating duration depends on the engine coolant temperature. Preheating enhances the engine's starting characteristics. The preheating duration is extended if temperature is low and the battery is not fully charged. 10

Time (s)

Vorglühzeit [s]

8

6

4

2

0 -20

-10

0

10

20

30

40

50

Kühlmitteltemperatur [˚C] (°C) Coolant temperature KT-4112

Fig. 99: Preheating time control




The driver is informed of the preheating procedure by the message "preheating" and should not start the engine before the visual indicator (basic instrument cluster - indicator lamp, IKE - test message) goes out. Note: The indicator lamp for the preheat time has a second function. If the indicator lights up while the engine is in operation it does not mean that the preheating relay has pulled up. Instead, it acts as a warning lamp in the DDE system (instrument cluster electronics - text message). In this case it provides information relating to a fault in the "electronic fuel injection system (DDE)". The driver must proceed to the nearest authorised workshop.

Post-heating: The post-heating phase commences when the engine starts. The purpose of this phase is to reduce engine noise, improve idling quality and reduce hydrocarbon emissions as soon after the start as possible by promoting efficient combustion. The post-heating duration depends on the coolant temperature. 250

Time (s)

Nachglühzeit [s]

200

150

100

50

0 -20

-10

0

10

20

30

40

50

Kühlmitteltemperatur [˚C](°C) Coolant temperature KT-4112

Fig. 100: Post-heating time control

If the coolant temperature sensor is defective the intake-air temperature is used as the substitute input variable.




Engine mount control Engine mount control actuates the electric changeover valve (EUV) for the variable-damping engine mounts. The electric changeover valve is switched to "soft" during engine start. After completion of the start phase, the engine mount changeover takes place as a function of operating point and with an engine-speed-related hysteresis and a road speed-related hysteresis. Activation of the damping-controlled hydraulic mounts by the DDE is based on the following parameters: Switching value

Remarks

Engine speed

900 rpm

Hysteresis (+ 50 rpm)

Vehicle speed

60 km/h

Hysteresis (+ 5 km/h)

Power supply (DDE)

n > 950

Engine speed n

n < 900

v > 65

Vehicle speed v

v < 60

Engine mount soft (idle speed)

Engine mount hard KT-210

Fig. 101: Sequence diagram/activation, damping-controlled hydraulic mount

The engine mounts are switched to "hard" in the event of a defective road speed sensor or water temperature sensor.




Electric engine fan control Electric engine fan control calculates the setpoint speed for the electric fan. The engine-fan setpoint speed is derived from a characteristic curve as a function of: • Water temperature • Current road speed The fan output stage requested by the air-conditioning control unit via the CAN bus is also taken into account as a variable. Fan run-on after engine shutdown is limited by either the coolant temperature or a maximum run-on time. A dummy value is used if the coolant temperature sensor is defective.

Electric fuel pump/pressure control valve (EKP/DRV) activation The electric fuel pump (EKP) and the rail pressure control valve (DRV) are similar in terms of activation. Both can be energised for only a certain period of time (depends on coolant temperature: characteristic curve) in order to avoid thermal damage due to deficient cooling or useless pumping (EKP) against an inactive high pressure pump with the engine stopped. Power is applied to the electric fuel pump for a period of 60 seconds when terminal 15 is switched on. The rail pressure control valve is activated at 1 kHz. On exceeding the minimum speed of 50 rpm, both components are permanently activated until terminal 15 is switched off again. In the event of a crash, the control unit of the Multiple Restraint System (MRS) generates a signal which is carried by the instrument cluster and CAN telegram to the DDE. This signal results in shutdown of the electric fuel pumps. The pumps cannot be reactivated until the terminal 15 changes state from OFF to ON.




A/C compressor activation Activation and deactivation of the air-conditioning compressor depends on a number of vehicle and control-unit states. When high torque is needed for brief period (pulling away from rest, accelerating) the air-conditioning compressor control logic shuts down the air-conditioning compressor to ensure that sufficient engine torque is available. Activation comprises two subfunctions: • Air-conditioning compressor logic • A/C compressor activation

Air-conditioning compressor logic The logic checks all conditions which prevent activation of the air-conditioning compressor: • Pulling away from rest (vehicle speed, accelerator pedal, engine speed) • Acceleration (change in accelerator pedal position, vehicle speed, engine speed) • Oil temperature • Coolant temperature • Engine starting procedure • System fault (defect in road-speed sensor or accelerator pedal faulty) • A dummy value is used if the oil temperature sensor or the coolant temperature sensor is faulty

A/C compressor activation Activation drives the output as a function of: • Air conditioning request via CAN and • A/C compressor logic Idle-speed increase is not implemented.




Monitoring of the DDE control unit The DDE control unit automatically performs several self-tests to ensure reliable operation. In addition to the self-test at terminal 15 "ON" and constant background checks, safety-relevant functions are also monitored. Monitoring includes: • • • • • •

Main-relay activation Evaluation of the terminal 15 signal Monitoring of the microcontroller in coasting mode Test of the EAB function in operation Monitoring of the road-speed sensor Reactions to overspeed and system faults

Defect detection A defect report causes the component in question to be provisionally tagged as defective. Defect classification is final once a waiting period has elapsed without an intact message being sent in the meantime and a substitute function defined for this fault is activated.

Intact detection Intact detection is analogous to defect detection. However, after the waiting time has elapsed, the fault is classified as "cured during operation" (= intact).

Fault code memory A fault memory entry is generated as soon as the fault in question is tagged as confirmed. The fault entry in memory always includes the current mileage and the environmental conditions: The fault memory is saved in the EEPROM of the control unit. The corresponding indicator lights in the instrument cluster light up to notify the driver of engine-relevant faults. Exhaust-relevant faults are indicated only with catalytic converter monitoring.




Programming Their programming prepares the DDE control units 4.0 and 4.1 for operation in the engines of different vehicles. It is this programming which produces the different torque and power curves. To ensure a DDE control unit is not programmed with an incorrect data set, the programming procedure includes a check of the model version/control unit hardware and software allocation.




Diagnosis General The control unit electronics run a self-test commencing as soon as terminal 15 is activated; thereafter, system monitoring is continuous. Errors are stored in the non-volatile error memory. The operating parameters and the fault memory contents are read by the tester via the diagnosis interface. Furthermore, in this way, it is possible to check the activation of actuators. Special functions such as matching are available under the "service functions" menu. The following points are discussed in greater detail in this chapter: - Diagnosis of injectors - DDE 4.0 M57 - Diagnosis of rail pressure control valve - DDE 4.0 M57 - Diagnosis of rail pressure sensor - DDE 4.0 M57 - Diagnosis of pre-supply pressure sensor - DDE 4.0 M57 - Diagnosis of Hall sensor for camshaft - DDE 4.0 M57 - Monitoring of pre-supply pressure - DDE 4.0 M57 - Monitoring of rail pressure - DDE 4.0 M57 - Service functions - DDE 4.0 M57 - Checking and adjusting injectors - Measuring engine smoothness




Injector diagnosis

(DDE 4.0 M57)

The injectors are under the pressure of the fuel in the rail at all times. It is only when the injectors are electrically actuated by the DDE control unit that they open to inject fuel into the combustion chambers. Fault monitoring The electrical lines leading to the fuel injectors and the coils in the injectors are monitored for shorts and breaks. Monitoring also includes the current in the control unit. If a defect occurs an error is registered in memory for the injector in question, in accordance with the following list: - 0200: cylinder No. 1 injector - 0201: cylinder No. 2 injector - 0202: cylinder No. 3 injector - 0203: cylinder No. 4 injector - 0204: cylinder No. 5 injector - 0205: cylinder No. 6 injector The voltage transient in the injector output stages is monitored in the electronic control unit; if a defect occurs a fault is registered in memory as follows: - 1E45: capacitor voltage 1 for cylinders 1, 2, 3 - 1E50: capacitor voltage 2 for cylinders 4, 5, 6 Caution: If an injector fault occurs with the fault type "current on high side too high" or "current on low side too high", although the fault is assigned to a fuel injector, the cause of the fault may be due to the combined lines (U_MV1 and U_MV2 for one bank) in any of the leads of the three cylinders of the bank concerned. Reactions to faults If a fuel injector fault occurs with the fault type "current on high side too high" or "current on low side too high", the engine shuts down, with fault type "load drop" (line break) the engine continues to operate if no more than one injector is affected. A fault in the output stages results in engine shutdown.




Rail pressure control valve diagnosis

(DDE 4.0 M57)

The rail pressure control valve is an electrically actuated solenoid valve mounted on the high pressure pump. The DDE actuates the rail pressure control valve with a computed sampling ratio in order to ensure that the pressure of the fuel in the rail settles to the setpoint calculated by the DDE. Depending on the activation, the rail pressure control valve allows more or less fuel to flow from the high pressure side into the depressurized return valve thus controlling the required pressure on the high pressure side. Fault monitoring The electric wires to the rail pressure control valve are monitored for short-circuit and open-circuit, as is the valve's coil. If a fault occurs at these points, fault code 1195 "rail pressure control valve" is stored. Reactions to faults If the rail pressure control valve is faulty it is activated with the minimum pulse-duty factor and the injection quantity is limited.

Rail pressure sensor diagnosis

(DDE 4.0 M57)

The rail pressure sensor registers the fuel pressure in the rail; it acts as measured-value transducer, generating the signal for injection-rate metering and rail-pressure control. The rail pressure sensor is mounted at the rear end of the rail. The DDE control unit supplies the sensor's ground (M_KDF) and a 5 V supply voltage (U_KDF). The sensor registers the pressure and sends the corresponding voltage signal (A_KDF) to the DDE control unit. Fault monitoring The electrical lines to the rail pressure sensor as well as the supply voltage in the control unit are monitored for shorts and breaks. If a fault occurs, fault code 0190 "rail pressure sensor" is stored. Reactions to faults If a fault occurs at the rail pressure sensor, a substitute value is output and the injection volume limited.




Diagnosis of pre supply sensor

(DDE 4.0 M57)

The pre-supply pressure sensor registers the absolute pressure (sum of pre-supply pressure and atmospheric pressure) in the fuel delivery line after the fuel filter; its purpose is to monitor the fuel supply. The pre-supply pressure sensor is integrated into the fuel filter housing. The DDE control unit supplies the ground (M_KND) and a 5 V supply voltage (U_KND) for the sensor; the sensor returns a voltage signal (EA_KND) to the DDE control unit. Fault monitoring The electrical lines to the prepressure sensor as well as the supply voltage in the control unit are monitored for shorts and breaks. If a fault occurs, fault code 1255 "pre supply sensor" is stored. Reactions to faults If the pre-supply pressure sensor is faulty a dummy value is output by the DDE.




Diagnosis of camshaft Hall-effect sensor

(DDE 4.0 M57)

The Hall sensor for the camshaft is mounted at the front end of the cylinder head. The camshaft has a rectangular protrusion at the front; this protrusion passes the Hall sensor as the camshaft rotates. The DDE control unit evaluates the resulting voltage signal (one square-wave signal per camshaft revolution). This signal is used for synchronisation: With the aid of the camshaft signal, when the engine is started, the DDE control unit recognises whether there is an injection or gas change TDC and can thus activate the correct injector for fuel injection. It is not possible to start the engine without synchronisation! Fault monitoring Fault code 1E25 "rpm sensor monitoring" is stored if a faulty signal is recognised. A faulty camshaft signal can be due to two types of fault: - Camshaft signal frequency too high - Failure of camshaft signal Caution: There are two other modes for this fault code and both are indicative of a faulty crankshaft signal: - Failure of crankshaft signal - Crankshaft signal dynamically implausible Reactions to faults Failure while engine is running: No effect, except that boost pressure control is deactivated and once switched off, the engine will refuse to restart if the fault persists.




Monitoring pre supply pressure

(DDE 4.0 M57)

During the engine start phase, the pre-supply pressure is monitored by the pre-supply pressure sensor integrated in the fuel filter housing; while the engine is running this pressure is monitored by a nominal/actual-value comparison (see flowchart below). Note: The engine remains operational if the in-tank pump fails, but not if the in-line pump fails. Yes

Commence start attempt

pre-supply pressure adequate for starting engine?

Yes Engine running

Pre-supply pressure = setpoint?

No

No

Start not possible

Quantity reduction from characteristic map

Fig.: Schematic representation of pre-supply pressure monitoring Fault monitoring If the DDE determines an impermissible deviation in the pre-supply pressure from the setpoint, fault code 1260 "pre-supply pressure monitoring" is stored. Note: Alongside the pre-supply pressure, the pressure in the fuel return line is of vital importance as regards correct fuel injection. The pressure in the fuel return line must not exceed 1.5 bar (absolute), as otherwise the supply/return pressure differential across the high pressure pump as required for correct priming of the fuel rail is imbalanced. The DDE does not register the pressure in the fuel return line. Reactions to faults Depending on the extent of the deviation, the injection quantity is reduced or the engine is shut down or engine start is disabled. © BMW AG, Service Training



Rail pressure monitoring

(DDE 4.0 M57)

The actual value for rail pressure monitoring is supplied by the rail pressure sensor; the setpoint is calculated by the DDE as a function of the operating status. Fault monitoring Requirements for monitoring: - Engine speed > 550 rpm - Rail pressure control in operation - No fault registered for the rail pressure sensor The following rail pressure control variables are monitored by the DDE: - Rail pressure inside minimum and maximum limits - Manipulated variable at rail pressure control valve inside minimum and maximum limits - Plausibility of rail pressure and manipulated variable If the DDE determines an impermissible deviation, fault code 1190 "rail pressure plausibility" is stored. Reactions to faults Fault 1190 results in engine shutdown. Possible causes of the fault: - Fuel tank empty - Faults in pre-supply system - Internal or external leaks in the high pressure system - Efficiency of the high pressure pump inadequate - Injector leak-off rate excessive - Control quantity for injectors too high - Rail pressure control valve sticking




Service functions

(DDE 4.0 M57)

The service functions provided for DDE 4.0 by diagnosis are as follows: - Comparison/adjustment of idle speed - Comparison/adjustment of exhaust-gas recirculation - Comparison/adjustment of limitation quantity - Comparison/adjustment of starting fuel delivery - Comparison/adjustment the injectors - Comparison/adjustment of DDE-EWSIII - Measuring engine smoothness The new functions not implemented for DDE 3.0 are calibration of injectors and measurement of engine smoothness.

Matching fuel injectors By way of compensating for tolerances in the fuel injection system, a characteristic map with engine-specific compensation values is programmed into the electronic control unit at the end of the assembly line. If one or more injectors are replaced (and only then), the calibration values must be set to 0 as part of the matching procedure. Calibration can be used only for this purpose, in other words for setting these values to 0. Comparing/adjusting of injectors: implementation Calibration can be included in the test plan by means of: - Service functions - Digital Diesel Electronics - Calibrating the injectors Once calibration is started, the procedure for setting the compensation values to 0 is as follows: 1. select 1 "reset calibration values to 0" 2. "end with programming".




Engine smooth running control Engine smooth running control procedure The signal from the crankshaft position/rpm sensor is used to evaluate the rotation of the crankshaft on completion of each combustion cycle. Smooth running control corrects the speed differences of the individual cylinders caused by differences in the injection quantities and the cylinder efficiency. This is accomplished by rapid addition of controlled correction injection quantities for each cylinder. The correction quantities per cylinder are within a maximum range of 10 mm3 stroke/cylinder. Smooth running control is only active in operating range close to idle speed. Measuring engine smooth running control Engine smooth running measurement can be used to read out the correction injection quantities for all cylinders. Engine smoothness measurement can be included in the test plan by means of: - Service functions - Digital Diesel Electronics - Measuring engine smoothness or by selecting the following functions: - Drive - DDE 4.0 - Measuring engine smoothness

Engine smoothness measurement: evaluation Always begin by checking all fault-memory entries with the appropriate test modules. Always start troubleshooting at the cylinder with the highest correction quantity, because defective cylinders have a detrimental effect on the smooth running of the next cylinders in the firing sequence. Quantities up to approx. 5 mm3 stroke/cylinder are considered to be non-critical. Higher correction values could be due to causes such as poor compression or a defective injector.




Service information Diagnosis The system wiring diagram is displayed if there are still no diagnosis steps available for a particular test module. The components and lines can be checked with the aid of this circuit diagram.

As from DIS-CD V16.0, diagnosis of the DDE 4.0 is available covering a wide range. The "symptoms" test module is a new feature; this function sets up a separate test plan when there are no fault code entries in the fault code memory although fault symptoms have been observed.




Recommendations to repair instructions M57 fuel system - engine start Starting engine after driving fuel tank empty After refuelling a fuel tank that has been driven completely empty it is recommended to switch the ignition to position "ON" for approx. 1 minute in order to keep the engine start time as low as possible. • Background - Start time without 1 minute "ignition ON" < 10 seconds - Start time after 1 minute "ignition ON" < 3 seconds • Non-compliance - Charge level of battery deteriorates

Starting engine after component replacement in fuel system After replacing components in the fuel system it is recommended to switch the ignition to position "ON" for approx. 1 minute in order to ensure sufficient ventilation. • Background - Permanent power supply to the electric fuel pump in the fuel tank for a duration of 60 seconds is defined in the DDE software at "ignition ON". • Non-compliance - Engine start difficulties




High pressure system - fuel injectors Installing injector When installing injectors, particular care must be taken to ensure that the mounting claw is in the correct position, i.e. the flat side of the claw must face upwards. • Background - Injector cannot be fixed correctly in position • Non-compliance - Seal at bottom of injector not effective - Injector loose in cylinder head

Releasing leakage oil line The securing clips must be pressed in (not pulled out) in order to release the leakage oil lines at the injection nozzles.




Valve timing M57 Setting ignition TDC at cylinder No. 1 We recommend the following procedure in order to check the valve timing in assembled status, i.e. with the cylinder head mounted in position: • • • •

Remove camshaft sensor Turn camshaft until sensor cam approximately faces upward The crankshaft is now located just before the blocking position Continue to crank engine in direction of rotation until blocking pin locks into flywheel • Sensor cam on camshaft has drifted out of the centre position in the direction of the high pressure pump

Camshafts M57 Releasing chain tensioner • Unscrew left-hand end cover • Release M6 screw at chain tensioner in order to reduce the oil pressure in the chain tensioner • Turn the engine a little in counterclockwise direction in order to tension the chain • Alternatively, tension the chain with the aid of the camshaft • Fix chain tensioner in position with lock pin (M41, No. 1 13340)




Repair instructions Refer to TIS for the current repair instructions. Here you will also find the necessary technical data.

No repair instructions are currently available. This page will be replaced at a later point in time by an overview of the available repair instructions.




Service information M57/M67 M57 Service information 1 13 98 (340), Disassembling fuel injection nozzles M57 diesel engine 13 5 250 13 5 254

Extractor Clamping claw

Please subsequently add to file.

M67 Refer to Service Information x xx 9x (---), ... Please subsequently add to file.




Special tools M57/M67 M57 Refer to Service Information 1 11 98 (338), New special tools for M57 E39 diesel engine 11 6 460 11 6 470 11 6 480 11 6 490 11 1 212 13 5 192 11 6 408

Holding fixture Slip bush Connection Installer Thrust piece Centring ring End plate


Common parts with M47: Refer to Service Information 1 10 98 (337), New special tools for M47 E46 diesel engine 11 0 236 11 0 222 13 5 290 13 5 272 13 3 063

Test probe Adapter Line adapter Connector plug Hose


M67 Refer to Service Information x xx 9x (---), New special tools for M67 E38 diesel engine Please subsequently add to file.



Annex P.1 Course contents/Background material

Appendix

Pin assignments (DDE 4.0/4.1)

KT-1467

Fig. 102: DDE 4.0/4.1 - View of pin sockets

Pin socket 1 PIN PIN PIN PIN PIN PIN PIN PIN PIN

01... 02... 03... 04... 05... 06... 07... 08... 09...

U-HR................ U-HR................ D-TXD2............ M-31L.............. M-31L.............. M-31L.............. U_15............. U-HR................ A-5-HRL...........

Battery voltage Battery voltage Diagnostic interface Battery ground Battery ground Battery ground Terminal 15 Battery voltage Control unit main relay

Pin socket 2 PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN

01... 02... 03... 04... 05... 06... 07... 08... 09... 10... 11... 12... 13... 14... 15... 16... 17... 18... 19... 20... 21... 22... 23... 24...


A_T_VLKR........ A_S_JAL.......... D_CAN-L......... D_CAN-H......... W_CAN........... D_TXD2........... M_R_KS1......... A_S_DSL......... U_KND............. M_KND............ M_TVK............. E_S_GRS2....... A_T_AGR......... A_T_NOX......... E_A_KS1.......... E_S_RFL.......... E_A_KND......... E_A_TVK.......... A_T_RFG......... A_T_LDR.......... A_S_ZHR......... M_TNK............ A_S_RFG......... E_A_TNK.........

(Viscous fan clutch) (Radiator shutter adjuster) CAN-bus Low CAN-bus High (CAN-bus shield) Diagnostic interface (Knock sensor 1 ground) (Engine mount activation) (Fuel low pressure sensor supply) (Fuel low pressure sensor ground) (Exhaust temperature sensor BEFORE CAT ground) (Fault status glow plug relay 2) (Exhaust gas recirculation adjuster) (NOX catalytic converter) (Knock sensor 1 signal) Jumper to 4.19 (Fuel low pressure sensor signal) (Exhaust temperature sensor BEFORE CAT signal) (Particle filter regeneration) (Boost pressure adjuster) jumper to 3.23 (Auxiliary heating) (Temperature sensor AFTER CAT) (Particle filter regeneration) (Exhaust temperature sensor AFTER CAT signal)



Pin socket 3 PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN

01... 02... 03... 04... 05... 06... 07... 08... 09... 10... 11... 12... 13... 14... 15... 16... 17... 18... 19... 20... 21... 22... 23... 24... 25... 26... 27... 28... 29... 30... 31... 32... 33... 34... 35... 36... 37... 38... 39... 40... 41... 42... 43... 44... 45... 46... 47... 48... 49... 50... 51... 52...


U_5VHFM........ E_A_HFM......... M_HFM............ E_P_NWDG...... E_A_KS2.......... E_P_KWGA...... E_P_INK.......... A_T_GAB......... A_S_ZHR......... A_T_AGR......... E_A_TKS.......... A_S_GRA......... A_T_LDR.......... U_LDF.............. E_A_LDF........... M_LDF.............. M_NWDG......... M_TKS............. M_C_KWDG.... M_RDS............ E_A_VNT.......... M_R_VNT......... A_T_LDR.......... A_S_VAS2........ A_T_KFT.......... M_R_TANS...... E_A_TOEL....... E_A_TMOT....... E_A_TANS....... E_A_SVNT........ M_KWGB......... M_TMOT.......... E_A_RDS......... M_TMOEL....... U_RDS............. U_VNT............. Not used A_P_RDR......... A_S_CP3b....... B_F_OLN......... B_S_OLD......... A_S_INK........... M_R_KS2......... D_CANP-L....... D_CANP-H....... D_CAN-H......... D_CAN-L......... W_CAN............ M_SEN............ B_S_61............ B_S_30H......... E-S-GRS(1).....

Mass air flow sensor supply Mass air flow sensor signal Mass air flow sensor ground Phase sensor signal (Knock sensor signal) Crankshaft position/rpm sensor signal Crankshaft position/rpm signal digital input (Alternator cutout) (Auxiliary heating) Exhaust gas recirculation adjuster (Fuel temperature sensor signal) Glow plug relay activation Exhaust air flap control Boost pressure sensor supply Boost pressure sensor signal Boost pressure sensor ground Segment rpm sensor ground Fuel temperature sensor ground (Reference shield DZG) Rail pressure sensor ground (Position feedback VNT signal) (Position feedback VNT ground) (Boost pressure adjuster) jumper to 2.20 (Engine - valve cutout 1/2) (Characteristic map thermostat) jumper to 4.03 (Air temperature sensor ground) (Oil temperature sensor signal) Coolant temperature sensor signal (Air temperature sensor signal) Position feedback VNT signal Crankshaft position/rpm sensor B Coolant temperature sensor ground Rail pressure sensor signal Oil temperature sensor ground Rail pressure sensor supply (Position feedback VNT supply) Rail pressure control valve (Element cutout CP3b) Oil level sensor, jumper to 4.21 Oil pressure sensor, jumper to 4.11 Incremental output to master DDE4.1 (Knock sensor 2 ground) CAN-bus Low (DDE4.1) CAN-bus High (DDE4.1) CAN-bus Low CAN-bus High (CAN-bus shield) Analog reference ground Charge control D+, jumper to 4.01 Engine start signal feedback, jumper to 4.02 Fault status glow plug relay



Pin socket 4 PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN PIN

01... 02... 03... 04... 05... 06... 07... 08... 09... 10... 11... 12... 13... 14... 15... 16... 17... 18... 19... 20... 21... 22... 23... 24... 25... 26... 27... 28... 29... 30... 31... 32... 33... 34... 35... 36... 37... 38... 39... 40...

B_S_61............ B_S_30H......... A_T_KFT.......... A_T_ELUE....... Not used Not used M_PWG........... E_A_PWG........ U_PWG............ A_S_EKP.......... B_S_OLD......... M_PWG2......... E_PWG2.......... U_PWG2.......... M_FGRD.......... E_S_LGS.......... A_F_TD............ A_T_AGR......... A_S_RFL.......... D_GAB............. B_F_OLN.......... E_F_DFHR....... E_S_KUP.......... E_S_BLS.......... E_S.................. U_15............. E_D_FGRD....... E_S_BLTS......... A_S_KOREL..... A_S_KOREL..... E_S.................. D_TXD2........... D_EWS............. E_S.................. W_CAN........... D_CAN-H......... D_CAN-L......... A_T_ELUE....... E_S.................. A_S_STR..........

Charge control D+, jumper to 3.50 Engine start signal feedback, jumper to 3.50 (Characteristic map thermostat) jumper to 3.25 Fan control

Pedal position sensor ground Pedal position sensor signal Pedal position sensor supply Fuel pre-supply pump Oil pressure sensor, jumper to 3.41 Drive position sensor 2 ground Drive position sensor 2 signal Drive position sensor 2 supply Multifunction steering wheel ground Idle switch signal TD-signal Exhaust recirculation adjuster, jumper to 3.10 Jumper to 2.16 Alternator cutout, jumper to 3.08 Oil level sensor, jumper to 3.40 Cruise control signal Clutch switch Brake light switch (Digital input) Terminal 15 Cruise control/multifunction steering wheel Brake light test switch A/C compressor relay A/C compressor relay (Digital input) Diagnostic interface Electronic vehicle immobilisation (Digital input) (CAN-bus shield) CAN-bus High (ABS/ASC) CAN-bus Low (ABS/ASC) Fan control (Digital input) Automatic start relay

Pin socket 5 PIN PIN PIN PIN PIN PIN PIN PIN PIN

01... 02... 03... 04... 05... 06... 07... 08... 09...


A_P_MVH2....... A_P_MVH1....... A_P_MV22....... A_P_MVH1....... A_P_MV11........ A_P_MV23....... A_P_MV12....... A_P_MV13....... A_P_MV21........

Common rail injector Jumper to 5.04 Common rail injector Common rail injector Common rail injector Common rail injector Common rail injector Common rail injector Common rail injector

“High” bank 2 2 bank 2 (cyl. 6) “High” bank 1 1 bank 1 (cyl. 1) 3 bank 2 (cyl. 4) 2 bank 1 (cyl. 3) 3 bank 1 (cyl. 2) 1 bank 2 (cyl. 5)



Note: Pin designations with components not fitted on the M57 and M67 (e.g. radiator shutter adjuster etc.) are optional inputs and outputs that are already defined for later applications.

Key (PIN assignments):

First letter: M=

Ground

E=

Input

B=

Jumper

D=

Data

U=

Voltage

A=

Output

W=

Shield

Second letter: A=

Analog

P=

Crankshaft - synchronous

S=

Switch

F=

Frequency-dependent

T=

Pulse width modulated signal

Example: PIN ... PIN 18 .... A-S-LA .............Diagnostic lamp DDE PIN ... Second letter: First letter:




Abbreviations Abbreviation

Description

A AGD

Intake silencer

EGR

Exhaust gas recirculation

AO

Arrangement

ARD

Active judder damping

ATL

Exhaust turbocharger

B

C CAN

Controlled area network (data exchange)

CP

see HDP

CR

Common rail

D D-bus DS2

Diagnostic bus (data exchange), 2nd generation

DI

Direct fuel injection

DRV

Pressure control valve

DSC

Dynamic stability control

DSHL

Damping-controlled hydraulic mount

E EKP

Electric fuel pump

EPDW

Electropneumatic pressure converter

EUV

Electric changeover valve

EWS

Electronic vehicle immobilisation

F

G GGV

Grey cast iron with vermicular graphite

GR

Cruise control

H HD

High pressure

HDP

High pressure pump

HFM

Hot-film air mass meter

HTR

High frequency clock generator (e.g. motor blower)

HVA

Hydraulic valve lash adjuster

I IDI


Indirect fuel injection



Abbreviation

Description

K Kl.

Terminal

kW

Kilowatt (unit of power)

L LDS

Boost pressure adjuster

LL

LHD vehicle

LLK

Intercooler

M MFL

Multifunction steering wheel

N n

Engine speed

ND

Low pressure

O E-OBD

On-board diagnosis (Europe)

ÖWWT

Oil-to-water heat exchanger

P

R RL

RHD vehicle

RDR


S

T t

Time

U Ub

Vehicle battery voltage

UD

Vacuum

V v

Vehicle speed

VNT

Variable nozzle turbine

W

Z ZCS

Central encoding code

ZHI

Cylindrical projection, undercut, inverse seat angle difference

ZH

Auxiliary heater

ZP

Gear pump


M57_en.pdf

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