E60 M5              Complete vehicle              Click to Return              to Index or use              Browser Back  ...
The information contained in this Participants Manual is intended solely for participants of theBMW Aftersales Training co...
Participants ManualE60 M5 - Complete vehicleS85B50 engineDigital motor electronics (DME) S85B50Sequential M gearbox (SMG 3...
ContentsE60 S85 - The New M5System overview        1Foreword               1
9System overviewE60 S85 - The New M5ForewordThe new BMW M5 will be launched in                 characteristic side gills u...
9    Technical data and competitors                                       BMW             Mercedes        Audi            ...
ContentsS85B50 EngineObjectives           1Introduction         3System overview      5System components   17
6ObjectivesS85B50 EnginePurpose of this Participants ManualThe Participants Manual is a document         This Participants...
62
7IntroductionS85B50 EngineIntroductionThe S85B50 is the first 10-cylinder engine         The valve train especially the bo...
74
8System overviewS85B50 EngineS85B50Engine block with bedplate 1 - Crankcase with bedplate (grey = aluminium, dark grey = c...
8    Bedplate screw connection     2 - Bedplate screw connection    The bedplate is secured to the upper section    of the...
8Bedplate sealing                                                   Primer is used to harden the liquid sealant at        ...
8    Cylinder head                                                                                  The one-piece design o...
8VANOS                                                The oil pressure of 115 bar is produced by a                        ...
8     10 - Hydraulic diagram of VANOS actuator S85     Index        Explanation                        Index   Explanation...
8Belt drive11 - Belt drive over complete side                                                13 - Secondary belt drive    ...
8     Cooling circuit     14 - Cooling circuit     Coolant flows both through the cylinder head        The split cooler ma...
8Oil circuit lubrication15 - S85 Oil circuitThe S85 is equipped with a quasi-dry sump.           The electric oil pumps st...
8     Intake air manifold     16 - Intake air manifolds S85     The S85 is equipped with a separate intake air     manifol...
8Secondary air system                                                   The secondary air is injected into the exhaust    ...
816
9System componentsS85B50 EngineBasic engine and add-on partsUpper section of crankcaseThe upper section of the crankcase i...
9     Crankshaft/main bearings                                                                            The crankshaft i...
9                                                  The specified tightening operation for the                             ...
9     Box-type tappets     Compared to bucket tappets, box-type                therefore an additional weight of approx. 2...
9                                                    7 - High pressure radial piston pump with fixed stator 1 and moving r...
9     VANOS Actuators      9 - Adjustment unit     Index        Explanation     1            Adjustment direction, advance...
9                                                     adjustment pistons. The retraction movement                         ...
9                                                         The gear units are mounted in their base                        ...
916 - Direction of rotation when sliding on the adjustment unitThe exhaust camshaft is driven by the intakecamshaft in con...
9     VANOS Pressure accumulator     The pressure accumulator is preloaded with        pressure accumulator which is immed...
922 - Minimum delivery23 - Maximum delivery                        27
9     Electric oil pumps     When cornering at high speeds, the                 sump. The electric oil pumps are activated...
9Intake air manifoldThe S85 features a separate intake air              Cyclone separators are installed in the intakemani...
9     Radiator     The radiator of the S85 is divided into an upper    responsible for cooling the cylinder side 6 - 10.  ...
ContentsDME S85B50Objectives                                   1Introduction                                 3System overv...
4ObjectivesDME S85B50Purpose of this Participants ManualThe Participants Manual is a document         This Participants ma...
42
5IntroductionDME S85B50IntroductionThe S85B50 engine can develop a power                The use of the MS_S65 with its exp...
54
6System overviewDME S85B50The MS_S65 is a further development of the        • Two-stage selectivity of the maximumMS_S54 (...
66
7FunctionsDME S85B50Functional Principle of the Digital Motor ElectronicsEngine torque controlThe EDR satellite serves the...
7    1 - System circuit diagram EDR8
7Index        Explanation                                  Index    Explanation1            Dynamic stability control (DSC...
7     Activation of the fuel pumps                                                                                  3 - Bl...
7Ionic current measurementFor optimized engine management in terms of      The ignition spark is triggered by the engineex...
7     Ionic current representation     The ionic current progression (curve) is     directly dependent on the cylinder pre...
7Comparison of ionic current curves                                                           7 - Normal and knocking     ...
7     Selectivity of maximum engine power output     The POWER button is a ground switch that is   The P500 Sport mode whi...
8System componentsDME S85B50Digital Motor Electronics (DME)DME control unit Siemens MS_S65                                ...
8     Fuel pressure sensor                                                      The fuel pressure sensor is located in the...
8EKP moduleAs on the E60 Series (8-cylinder and diesel),     stage of this control unit has been adapted tothe EKP module ...
8     Oil pressure switch     The signal from this switch is transferred to    sends a corresponding message to the CID   ...
8Idle speed actuator (LLS) 7 - Idle speed actuator                       8 - Idle speed actuator (sectional view)The two i...
8     Throttle valve actuator motor     One actuator motor (EDR) moves five            module. The communication with the ...
8Throttle valve sensor (DKG)Two potentiometers are activated per cylinder      sensors detect the position (angle) of theb...
8     Mini HFM for secondary air system                                                       A mini HFM measures the seco...
9Service informationDME S85B50Electric throttle valve actuators (EDR)The two EDRs can be used individually.             fo...
924
ContentsSequential M gearboxSMG 3Objectives              1Introduction            3System overview         5Functions     ...
4ObjectivesSequential M gearbox SMG 3Purpose of this Participants ManualThe Participants Manual is a document         This...
42
5IntroductionSequential M gearbox SMG 3New 7-speed SMGA new 7-speed sequential M gearbox (SMG)             cones in the sy...
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6System overviewSequential M gearbox SMG 3The new SMG 31 - Selector lever and head-up display in the E60 M5               ...
6    2 - Schematic circuit diagram SMG6
6Index   Explanation1       Light module2       Car access system (CAS)3       SMG control unit4       Sequential M transm...
6    3 - Hydraulic circuit diagram SMG 38
6Index   Explanation1       Hall sensors, selector rod R/1 (redundant)2       Working piston3       Shift range valve4    ...
6     4 - SMG 3     Index       Explanation     1           Gearbox breather     2           Proportional valves     3    ...
65 - SMG 3Index       Explanation1           Clutch slave cylinder2           Return line3           High-pressure line4  ...
6     6 - Two-disc clutch     Index        Explanation     1            Drive plate     2            Intermediate plate   ...
7FunctionsSequential M gearbox SMG 3Special functionsTow-startThe following procedure must be                  • Tow-start...
7     Clutch overload protection (KÜS)     The clutch overload protection function (KÜS)      The anti-jolt function is ac...
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
E60 m5 complete vehicle
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Transcript of "E60 m5 complete vehicle "

  1. 1. E60 M5 Complete vehicle Click to Return to Index or use Browser Back ButtonBMW Service Aftersales Training
  2. 2. The information contained in this Participants Manual is intended solely for participants of theBMW Aftersales Training course.Refer to the latest relevant "BMW Service" information for any changes/supplements to theTechnical Data.Information status: October 2004conceptinfo@bmw.de© 2004 BMW GroupMünchen, Germany. Reprints of this manual or its parts require the written approvalof theBMW Group, München.VS-12 Aftersales Training
  3. 3. Participants ManualE60 M5 - Complete vehicleS85B50 engineDigital motor electronics (DME) S85B50Sequential M gearbox (SMG 3)Dynamic stability control (DSC)Displays, indicators and controls
  4. 4. ContentsE60 S85 - The New M5System overview 1Foreword 1
  5. 5. 9System overviewE60 S85 - The New M5ForewordThe new BMW M5 will be launched in characteristic side gills unmistakably identifyOctober 2004. It will be the most powerful M5 the M5 at first glance - even from the side. Identification badge: The M sideof all time and the first to exhibit this power gills The highlight of the new M5 is, of course, thepotential at first glance. V10 engine derived from BMW-WilliamsThe basic concept, however, remains Formula 1. With the governed limit atunchanged: The E60 M5 too combines - 8,250 rpm, it not only provides Formula 1without compromise - the qualities of a luxury performance but also develops that typicalclass Saloon with the power potential of a Formula 1 sound.sports car. Its visual appearance, however, is Despite these features, the M5 still remains anintentionally somewhat less discreet as its understatement-product. Its exterior conveyspredecessor. The front and rear aprons are a powerful yet still reserved appearance. At nonow slightly more prominent and, together point has its everyday suitability gained fromwith the rear spoiler, 4-pipe exhaust system the E60 series been lost.and 19" wheels, the in the meantime M5-The most important features in brief10-cylinder Formula 1 engine Body and suspension Prominent front and rear aprons, paired with side sills and a powerful rear spoiler clearly distinguish the M5 from the E60 Series. A rear diffuser - also a Formula 1 offshoot - provides an additional power boost on the rear axle. With the push of a button, the new DSC on the M5 provides substantially greater lateral force for fans of the controlled drift. The rear axleThe V10 all-aluminium naturally-aspirated lock is not fixed at 25% but rather providesengine with 5 l displacement develops variable control.400 bhp output. This output can be increasedto over 500 bhp by pressing the power button Control and individualizationon the centre console.As in the Formula 1, the bedplate structureensures low-vibration stability with matchingrigidity. The engine is controlled by theSiemens MS_S65 engine management whilethe knock control is based on ionic currenttechnology.The 2-disc dry clutch also stems fromFormula 1, while the gears are shifted with a 7- The buttons on the shift lever can be used tospeed SMG 3 gearbox specifically adapted to vary the performance control systems. Thethe high speed concept. accelerator pedal characteristic, EDC andDespite these impressive performance data, Servotronic can be individually configured andthe E60 M5 conforms to the exhaust emission selected by means of M-buttons on thestandard EU4. steering wheel. The head-up display is specifically adapted to the M5 environment. 1
  6. 6. 9 Technical data and competitors BMW Mercedes Audi M5 (E60) E55 AMG RS6 plus Length (mm) 4855 4818 4858 Width (mm) 1846 1822 1850 Height (mm) 1469 1412 1425 Wheelbase (mm) 2889 2854 2759 Toe, front (mm) 1580 1583 1578 Toe, rear (mm) 1566 1551 1587 Unladen weight (kg) 1830 1835 1880 Payload (kg) 545 525 540 Luggage compartment capacity (l) 500 530 455 Engine / Valves per cylinder V10 / 4 V8 / 3 V8 / 5 Displacement (ccm) 4999 5439 4172 Compressor Bi- supercharging turbocharging Engine output (bhp) 507 476 480 At engine speed (rpm) 7750 6100 6000 - 6400 Nominal torque (Nm) 520 700 560 At engine speed (rpm) 6100 2650 - 4000 1950 - 6000 Governed engine speed (rpm) 8.250 6.250 6.600 Transmission 7-speed 5-speed 5-speed SMG gearbox automatic automatic gearbox gearbox Fuel consumption (l/100 km EU) 14,8 12.9 14.6 Fuel tank capacity/range (l/km) 70/473 80/620 82/561 Wheels and tyres Front: Front: Front and 255/40 R19 245/40 R18 rear: on 8.5 J x 19 on 8 J x 18 255/35 R19 Rear: Rear: on 9 J x 19 285/35 R19 265/35 R18 on 9.5 J x 19 on 9 J x 18 0 - 100 km/h (s) 4.6 4.7 4.6 V max (km/h) 250 250 280 (governed) (governed) (governed) Purchase price (Euro) 86,200.00 90,422.00 101,050.002
  7. 7. ContentsS85B50 EngineObjectives 1Introduction 3System overview 5System components 17
  8. 8. 6ObjectivesS85B50 EnginePurpose of this Participants ManualThe Participants Manual is a document This Participants Manual describes newdesigned to accompany a seminar while at the features and further developments of thesame time serving as a source of reference. S85B50 engine. 1
  9. 9. 62
  10. 10. 7IntroductionS85B50 EngineIntroductionThe S85B50 is the first 10-cylinder engine The valve train especially the box-type tappetsfrom BMW for series production vehicles. The with hydraulic lash adjusters (HVA) have beenhigh speed layout of the S85 is a guarantee for optimized with regard to weight and friction.a high degree of spontaneity in engine The high dynamics and spontaneity of theresponse and uniform power development. engine render necessary extremely fastDue to the, for an in-line engine, very high top adjustment of the VANOS. This is achieved byengine speed of 8,250 rpm, an extremely rigid an oil pressure of 115 bar as well as newengine block is necessary in order to proportional valves and VANOS gearwithstand the vibrations and to satisfy the mechanisms.acoustic requirements. The rapid engine response also necessitatesFor this reason, a bedplate structure was the use of individual throttle valves that arechosen for the engine block. The cylinder operated side-specific.head is also designed as a one-piece unit inorder to achieve the greatest possible rigidity The S85 is equipped with a double-disc clutchand to reduce sealing surfaces. and dual-mass flywheel (ZMS) in order to transmit the high power to the transmission.Technical dataEngine designation S85B50Engine type V10, 90°Displacement 4,999 cm3Bore 92 mmStroke 75.2 mmPower output 373 kW/507 bhp at 7,750 rpmTorque 520 Nm at 6,100 rpmEngine speed 8,250 rpmWeight 240 kg 1 - S85B50 Power output diagram 3
  11. 11. 74
  12. 12. 8System overviewS85B50 EngineS85B50Engine block with bedplate 1 - Crankcase with bedplate (grey = aluminium, dark grey = cast iron, blue = water area, yellow = oil area)The lower bearings of the crankshaft in Featuresconventional crankcases are designed as • The crankcase is additionally stiffenedindividual bearing bridges. towards the oil pan by the completeIn order to reliably take up the piston forces, bedplate. Consequently, the entire enginethese "main bearing bridges" are made of cast is on the whole more rigid and moreiron. resistant to torsion.The bearing bridges are cast and aremachined together with the crankcase • The additional rigidity of the crankcase alsofollowing initial assembly. improves the engine acoustics.In the case of the bedplate-type crankcase, • The bedplate makes it possible tothe crankcase is split at the level of the accommodate additional assemblies in thecrankshaft into the upper section of the lower section of the engine.crankcase and lower section of the crankcase,i.e. the bedplate. • The bedplate facilitates simple and fastIn the split crankcase with bedplate, the assembly of the crankshaft main bearings.crankshaft bearings are an integral part of aseparate, stable frame, i.e. the bedplate.The bedplate is machined together with thecrankcase and, after assembling thecrankshaft, mounted to the upper section ofthe crankcase. 5
  13. 13. 8 Bedplate screw connection 2 - Bedplate screw connection The bedplate is secured to the upper section of the crankcase with the main bearing bolts. The positions are fixed with fitted sleeves (NG4) or screws with adapter sleeves (S85). The engine serial number is punched on the bedplate (see arrow). To ensure trouble-free operation of the crankshaft, it is essential that the specified sequence of the bedplate screw connections 3 - Injection opening in crankcase for liquid sealant is adhered to. Any deviations from this sequence can result in engine damage and After completely bolting the bedplate to the leaks in the bedplate/crankcase. crankcase, the liquid sealant is injected via injection nozzles into the groove. The bedplate facilitates simple and fast assembly of the crankshaft main bearings. The bedplate must be sealed from the crankcase. Since the crankshaft bore is produced together with the bolted bedplate, a flat gasket cannot be used otherwise the crankshaft bore would be enlarged. For this reason, bedplate-type engines are sealed with a liquid sealing compound in a groove.6
  14. 14. 8Bedplate sealing Primer is used to harden the liquid sealant at the outlet points. 4 - Sealant outletCrankshaft drive The forged crankshaft has a crank pin sequence of 72°. The sprocket for the primary timing gear is produced as one part together with the crankshaft. Both the pistons as well as the steel cracked connecting rods are asymmetric. 5 - Crankshaft with connecting rods and pistons 7
  15. 15. 8 Cylinder head The one-piece design of the cylinder head offers advantages with regard to rigidity and a reduction in sealing surfaces. Both the idle air port as well as the secondary air channel are integrated in the cylinder head. 6 - Cross section of cylinder head (red = cut edge, orange = secondary air channel, blue = water area, aqua = idle air port) Timing gear 8 - Valve train 7 - Timing gear S85 For weight and friction reasons, the shape of A timing chain with separate chain tensioner the hydraulic tappets in the S85 is based on drives each intake camshaft (primary timing the box-type tappet as known from motor gear). A toothed drive belt provides the drive racing engines. Since the tappets must not from the intake camshaft to the exhaust rotate in the cylinder head, anti-torsion camshaft (secondary timing gear). needles which run in grooves milled into the cylinder head are fitted in the tappets.8
  16. 16. 8VANOS The oil pressure of 115 bar is produced by a high pressure pump installed in the oil pan. The high pressure pump is driven through a gearwheel directly from the crankshaft. The pressurized engine oil is routed via two delivery lines to the two VANOS control units and to the pressure accumulator. The adjustment units feature two proportional valves that ensure infinitely variable control of the oil pressure. Compared to the directional control valves used formerly, proportional valves ensure shorter control times and greater operational reliability. 9 - VANOS control unitAs known from the S62, the VANOS system isused on the S85 to adjust both the intakecamshaft as well as the exhaust camshaft. Theintake camshafts have an adjustment range of60° crankshaft angle and the exhaustcamshafts 37° crankshaft angle. 9
  17. 17. 8 10 - Hydraulic diagram of VANOS actuator S85 Index Explanation Index Explanation A Exhaust 4 Filter 50 µm B Intake 5 Check valve (optional) C Advance 6 Solenoid valve (3/2-way) D Retard 7 Adjustment piston, pressure accumulator 1 Engine oil pump (1-5 bar) 8 Pressure accumulator shut-off valve 2 Filter 80 µm 9 Pressure accumulator 3 High pressure pump 115 bar (HDP) 10 Pressure relief valve HDP VANOS hydraulic units (actuators) The displacement range of the pistons in the by an infinitely variable gear mechanism VANOS control unit is converted into rotary integrated in the sprockets. motion10
  18. 18. 8Belt drive11 - Belt drive over complete side 13 - Secondary belt drive The secondary belt drive comprises the power steering pump and A/C compressor. The drive is provided by the pulley on the crankshaft.12 - Main belt driveThe water pump and alternator are driven bythe main belt drive. The drive is provided bythe pulley on the crankshaft. 11
  19. 19. 8 Cooling circuit 14 - Cooling circuit Coolant flows both through the cylinder head The split cooler makes it necessary to provide as well as the engine block in the familiar three bleeder openings and two bleeder lines cross-flow manner. A new feature, however, is to ensure effective self-bleeding of the that each cylinder head has its own radiator system. feed and the thermostat is located in the The tap-off point for the heating system heat return flow line. The radiator is divided into an exchanger is located at the rear of the cylinder upper and lower water tank. Coolant that heads. The heating return line and the line to emerges from the cylinder head 1 - 5 flows the expansion tank merge together at a T- through the upper water tank. The coolant piece ahead of the water pump. from cylinder head 6 - 10 flows through the lower water tank.12
  20. 20. 8Oil circuit lubrication15 - S85 Oil circuitThe S85 is equipped with a quasi-dry sump. The electric oil pumps start up at a transverseFor this reason, a suction pump is used to acceleration of 0.8 G and pump the oil frompump the oil out of the oil pan in the area the cylinder heads which, under theseahead of the rack and pinion power steering centrifugal force conditions, would otherwisegear into the rear oil sump. From here, a no longer flow back into the oil pan.controllable slide valve pump conveys the oil The crankcase is ventilated by a cycloneat a max. pressure of 5 bar into the oil filter. A separator in the intake air manifold 6 - 10. Thethermostat that enables the path to the engine return flow line from the oil separator and thecooler is additionally located in the oil filter condensation return flow lines from the intakehead. The oil is then routed from the oil filter air manifolds are routed along the 6 - 10 sideinto the engine. Here it is divided over three of the crankcase into the oil sump.lines to the two cylinder heads and to thecrankcase. A special feature of this system arethe two electrically driven oil pumps that arelocated on the left and right of the oil pan. 13
  21. 21. 8 Intake air manifold 16 - Intake air manifolds S85 The S85 is equipped with a separate intake air manifold for each cylinder bank. The intake air manifolds are connected via hoses to the throttle valve assemblies. 17 - S85 Throttle valves 10 individual throttle valves control the air supply for the S85. The individual throttle The throttle valves are set with respect to each valves of each cylinder bank are operated other (as on S54). There are no facilities for the separately by an actuator unit and operating synchronization of the cylinder banks with shaft. The actuator motors operate respect to each other as well as for setting the independently. full load stop. The necessary corrections are undertaken by the engine management (see section entitled Engine Management MS_S65). Idle control system The idle speed is controlled by two idle speed actuators that route the intake air from the intake air manifolds directly into the idle air port of the respective cylinder head. Each cylinder bank is controlled individually. 18 - Idle control system14
  22. 22. 8Secondary air system The secondary air is injected into the exhaust ports via vacuum-controlled diaphragm valves on the cylinder heads. The vacuum necessary for activation of the secondary air valves is taken from the cylinder head 6 - 10 and switched by an electric changeover valve. A check valve prevents the return into the cylinder head. The vacuum lines from the electric changeover valve to the secondary air valves are routed in the wiring harness duct.19 - Secondary air systemIndex Explanation1 Diaphragm valve2 Secondary air actuator (US version only)3 Secondary air pumpAfter the engine has been started, the electricsecondary air pump mixes fresh air with theexhaust gas to bring about oxidation of theuncombusted hydrocarbons in the exhaustgas. As a result, the HC component in theexhaust gas is reduced and the light-offtemperature of the near-engine main catalyticconverters is reached at a faster rate. Toconform to the stringent exhaust emissionregulations in the USA, it is necessary tocontrol the secondary air. This is achieved byan idle speed actuator in the secondary air lineon the US version of the S85. 15
  23. 23. 816
  24. 24. 9System componentsS85B50 EngineBasic engine and add-on partsUpper section of crankcaseThe upper section of the crankcase is made cylinders are machined in accordance with thefrom an aluminium alloy (GK Al- Alusil process.Si17Cu4Mg T5). The contact surfaces of theBedplateThe bedplate consists of an aluminium frame relief annealing for 8 hours at a temperature of(G AlSi7Mg0.3 T6) in which the grey cast iron 525 °C, it is then quenched in water at 70 °Cbearing bridges (GGG 60) are cast. After and aged for 5 hours at a temperature ofcasting, the component is subject to stress- 165 °C.CrankcaseThe crankcase comprises the bedplate and 2. Provisionally fasten the bedplate with theupper section of the crankcase. As already ten M8x94 screws.used on the N42, the seal is provided by a 3. Tighten the M11x115 bolts to settingliquid sealant in a groove that is milled into the torqueupper section of the crankcase. 4. Tighten the M11x115 bolts to specifiedIt is important that the assembly sequence is rotary anglefollowed precisely in order to avoid stress inthe crankcase when assembling the upper 5. Tighten the M8x94 bolts to setting torquesection and base plate: 6. Tighten the M8x94 bolts to specified 1. Position the bedplate diagonally on the torque bearing blocks 1 and 6 by means of two 7. Tighten the M8x60, M8x35 and M8x25 M8x94 screws. bolts to the specified torqueCylinder headThe cylinder head is made from an aluminiumalloy (GK AlSiMgCu0.5 wa). 17
  25. 25. 9 Crankshaft/main bearings The crankshaft is forged from a high-strength steel 42CrMo4 and weighs 21.63 kg. After grinding the bearing points, the shaft is nitrocarburized. The colour codes of the main bearing shells are stamped on the crank web of the first main bearing. 1 - Main bearing classification (G = green; Y = yellow; V = violet) Connecting rods The forged connecting rods of the S65 are made from the material 70MnVS4 BY. As on the S65, the large connecting rod eye of the connecting rods used on the S85 is cracked, thus achieving an unmistakable parting joint with outstanding fit accuracy. As on the NG engines, the small connecting rod eye is trapezoidal, enabling it to support the force over a large area. The connecting rods weigh 582 g and are produced to a tolerance of ± 2 g. No classification is necessary in view of this very close tolerance range. When assembling the connecting rods and pistons it is important to bear in mind that the connecting rod is asymmetrical and, in the same way as the piston, must be specifically installed with respect to forward direction. 2 - Asymmetry of connecting The one-sided reduction of the thrust collar by rod 1.5 mm per connecting rod serves the purpose of shortening the lateral offset by a total of 3 mm and therefore reducing the total length of the engine by 3 mm. The installation direction is indicated by two elevations on the connecting rod.18
  26. 26. 9 The specified tightening operation for the connecting rod bolts must be adhered to precisely. Tightening the bolts three times to the same tightening angle gives rise to a certain training effect (work hardening) in the connecting rod bolts, resulting in increased pretensioning force and simultaneously in pretensioning force spread. Disregard of or a mix-up in the bolt tightening instructions can lead to 100 % engine damage by connecting rod bolts working loose. 3 - Installation direction of connecting rodPistonsThe piston is cast from aluminium with a galvanic ferrous layer (Ferrostan) at a(Al Si12CuNiMg). Since an aluminium piston layer thickness of approx. 10 µm. An additionalis an unfavourable friction partner for an approx. 2 µm tin layer serves as a running-inaluminium cylinder, the piston skirt is coated layer.CamshaftThe camshaft mounted in nine bearings is a is integrated in the camshafts for the centralhollow chill casting (GGG 60). For the first screw connection of the VANOS geartime, the wheel for the camshaft sensor is cast mechanism.on the camshaft on the S85. An M12x1 threadValve springsConical valve springs are used on the S85.The same springs are used for the intake andexhaust.Valve cottersThe valve cotters are designed as single-row In addition, the force of the valve spring is notclamping-type cone cotters. In contrast to the transmitted positively but rather non-positivelythree-row valve cotters, these clamping-type via the grooves in the valve stem. At a stemcone cotters prevent the valve turning during diameter of 5 mm, this arrangement protectsoperation as neither a cleaning effect nor the material more effectively.running-in is necessary thanks to the cleanand efficient combustion and the very closeproduction tolerances. An advantage of theclamping-type cone cotters is their low weight(approx. 50 % lighter than the three-row valvecotters). 19
  27. 27. 9 Box-type tappets Compared to bucket tappets, box-type therefore an additional weight of approx. 20 g tappets permit a substantially greater crown per tappet. The valve timing gear of the S54 is curvature, resulting in decreased migration of still unsurpassed with regard to the moved the cam and tappet contact point. An masses, however, the box-type tappet of the alternative is concave grinding of the cams. S85 represents an optimum solution in terms This, however, involves higher production of conflicting objectives such as ease of expenditure and produces a bucket tappet servicing, production engineering and moved with a considerably larger diameter and masses. Valves Both the exhaust valve as well as the intake To improve the cylinder charge, the standard valve are designed as solid stem valves with a cylindrical runout is not formed on the exhaust stem diameter of 5 mm. The intake valves are valve in the area of the valve seat but rather the made from the valve steel X45CrSi9-3. The 70° bevel has a pointed runout. For this exhaust valve stem is also made from reason, the intake valve should be handled X45CrSi9-3 and is friction-welded to the valve with great care as any "knock" could inevitably head made from NiCr20TiAl. cause damage to the edges. VANOS High pressure pump 4 - VANOS High pressure pump The high pressure pump is designed as a radial piston pump with five pump plungers. It is driven via a gear mechanism directly by the crankshaft. To avoid gearing noise, when 5 - Coated segment of high pressure pump gearwheel mounting the sprocket of the high pressure The high pressure pump receives it oil supply pump, the coated part must face towards the from the bedplate. An 80 µm fine filter is crankshaft without any clearance. The correct installed in the transition hole from the gear clearance is then established bedplate to the high pressure pump. This filter automatically by the coating scraping off. has the sole purpose of holding back any impurities that may accumulate during series production and is not replaced during vehicle operation. A feed valve in the high pressure pump ensures a constant supply of oil over the entire pressurized engine oil range.20
  28. 28. 9 7 - High pressure radial piston pump with fixed stator 1 and moving rotor 2 Index Explanation 1 Rotor 6 - Feed valve in high pressure pump 2 StatorIndex Explanation 3 Pump housing1 Engine oil 4 Engine oil is supplied by the stator and taken up by the pistons2 Oil feed, high pressure pump 5 Engine oil is compressed andThe high pressure pump consists of the fixed returned to the stator at 100 barstator about which the rotor rotates. Fivemoving plungers are mounted in the rotor. The The pressure relief valve integrated in the highstator and rotor are installed off-centre in the pressure pump opens in response to pressurepump housing. The plungers are guided peaks in the high pressure system and opensradially as the rotor rotates thus producing the up a bypass to the oil pan.pump stroke motion. The oil pressurized at 115 bar is routed via three delivery lines to the two VANOS control units and to the pressure accumulator. VANOS High pressure system 8 - High pressure line 21
  29. 29. 9 VANOS Actuators 9 - Adjustment unit Index Explanation 1 Adjustment direction, advance 2 Intake 3 Plug contacts 10 - Stroke of adjustment piston 4 Exhaust 5 Adjustment direction, retard Index Explanation 1 Stroke Separate adjustment units are provided for each cylinder bank for the purpose of The stroke range on the exhaust side of adjusting the VANOS gear mechanism. These maximum 14.25 mm corresponds to adjustment units are known as the actuators. 18.5° camshaft angle = 37° crankshaft angle. The VANOS high pressure pump supplies The stroke on the intake side of maximum them with oil under high pressure. 25.25 mm corresponds to 30° camshaft angle = 60° crankshaft angle. Since, due to the gearwheel connection the intake camshaft and exhaust camshaft rotate When extended into the two piston chambers, in opposing directions, the intake is adjusted the adjustment pistons are subject to a towards advance and the exhaust towards system pressure of 100 bar. They therefore retard when the plunger extends. extend only due to the different piston surface areas. The oil from the small piston chamber is The adjustment pistons are designed as transferred into the high pressure circuit. The double-acting cylinders and differ with regard proportional valve must be fully actuated in to the adjustment range for the intake and order to extend the adjustment piston. exhaust camshafts.22
  30. 30. 9 adjustment pistons. The retraction movement of the adjustment pistons is supported by the camshafts as they push back the spline shafts in the hydraulic units due to the helical gearing in the VANOS gear mechanism.11 - Adjustment piston extendingThe holding function and piston retraction areachieved by reducing the oil feed on the sidewith the largest piston surface area by partlyactuating the proportional valve. The reducedoil feed decreases the oil pressure, thus 12 - Adjustment piston retractinginitiating a change in the forces exerted on theVANOS gear mechanism Index Explanation 1 Exhaust 2 Intake The gear mechanism is driven by the drive gearwheel that interacts with the helical gearing on the inner sleeve. The threaded connections for the gearing connects the inner sleeve to the outer sleeve. With (wide) helical gearing, the inner sleeve acts on the bearing assembly for the drive gearwheel that is firmly secured to the camshaft with the central bolt.13 - VANOS gear mechanismThe VANOS gear mechanism connects thecrankshaft with the intake camshafts as well asthe exhaust camshafts. The gear mechanismalso permits "torsion" of the camshafts. Thegear mechanisms for the intake and exhaustsides differ in terms of the exterior structure ofthe gear and chain drive while the adjustmentmechanism on the inner side is identical. 23
  31. 31. 9 The gear units are mounted in their base position, i.e. pulled apart. The camshafts are adjusted when the gear units are pushed together. The drive gearwheel and bearing for the drive gearwheel are connected by a torsion spring to assist the return movement. 14 - Design of intake gear mechanism Index Explanation 1 Drive gearwheel assembly 2 Inner sleeve 3 Outer sleeve 4 Bearing for drive gearwheel 15 - Intake gear mechanism adjusted The actuator (adjustment unit) is connected to The mounting screws for the gear mechanism the outer and inner sleeve by the screw are tightened only lightly when assembling the connection of the gear mechanism. During actuators. As a result, no force is transmitted adjustment, the inner sleeve and outer sleeve from the outer sleeve to the inner sleeve when are pulled out of and pushed into the gear sliding the actuators onto the cylinder head (to mechanism. facilitate the sliding movement of the gear unit). Due to the "fixed" drive gearwheel, the The inner sleeve is turned by the helical outer sleeve turns in the direction of engine gearing on the "fixed" drive gearwheel (timing rotation. At the same time the "fixed" bearing chain drive). Due to the non-positive screw for the drive gearwheel turns the inner sleeve connection of the outer sleeve, this sleeve also opposite the direction of engine rotation. turns. In connection with a further helical gear, the outer sleeve now turns the bearing for the drive gearwheel and in turn the camshaft connected with the central bolt.24
  32. 32. 916 - Direction of rotation when sliding on the adjustment unitThe exhaust camshaft is driven by the intakecamshaft in connection with a gear drivemechanism. The drive gearwheel is split in twoin order to avoid gearing noises caused by achange in the driving tooth profile inconnection with a change in load. A disc springturns the two halves of the gearwheel inopposing directions (functional principlesimilar to dual-mass flywheel) so that bothtooth profiles of the exhaust gearwheel alwaysrest on the intake gearwheel under all loadconditions. 17 - Exhaust-side sprocket with disc spring Index Explanation 1 Annular spring 2 Torsion spring 3 Lock screw 25
  33. 33. 9 VANOS Pressure accumulator The pressure accumulator is preloaded with pressure accumulator which is immediately nitrogen. A piston separates the oil chamber made available the next time the engine is from the gas chamber. started. The VANOS operating pressure is 115 bar. 3 The repair instructions must be observed The shut-off valve on the pressure when performing any work on the pressure accumulator is closed when the engine is accumulator! 1 turned off. A pressure of 80 bar remains in the Oil pumps The oil pump is driven by the VANOS high pressure pump in connection with a chain. 20 - Duocentric pump 18 - Drive of oil pump The oil pump housing accommodates two oil pumps. The one is a duocentric pump that pumps the oil from the front oil sump to the rear oil sump. The other is a slide-valve type pump which takes the oil from the rear sump and conveys it to the oil filter at a variable pressure of up to 5 bar. 21 - Slide-valve type pump The pump outlet is determined by the eccentricity of the pendulum-type slide valve. No oil is delivered when the pump runs centrally with respect to the rotor as all pump chambers are the same size. The slide valve is displaced by an inclined piston. This piston is in equilibrium between the piston spring and the engine oil pressure. 19 - Oil pan with oil pump The greater the engine oil pressure, the more the piston is pressed against the spring and the more the slide valve turns in the direction of 0 delivery.26
  34. 34. 922 - Minimum delivery23 - Maximum delivery 27
  35. 35. 9 Electric oil pumps When cornering at high speeds, the sump. The electric oil pumps are activated by centrifugal force forces the engine oil into the the engine control unit that determines the outer cylinder head so that it can no longer cornering speed with a yaw rate sensor. flow back into the oil pan of its own accord. The electric oil pumps are protected by heat It must therefore be pumped off by the shields from the heat radiated from the respective oil pump and returned to the oil exhaust manifolds. Oil spray nozzles Double-hook oil spray nozzles are used on the The oil spray nozzle is equipped with an S85 for the purpose of cooling the piston integrated pressure control valve. crown. Opening pressure: 1.8 to 2.2 bar Closing pressure: 1.3 to 1.9 bar Oil filter housing A thermostat that opens the path to the engine oil cooler is mounted in the head of the oil filter housing. Exhaust manifold The S 85 is equipped with a 5-in-1 exhaust manifold with near-engine catalytic converter for each cylinder bank. The pipes or runners of the manifold are made from stainless steel (X 15 Cr Ni Si 20-12) and have a wall thickness of 0.8 mm. 24 - Exhaust manifold28
  36. 36. 9Intake air manifoldThe S85 features a separate intake air Cyclone separators are installed in the intakemanifold for each cylinder bank that is air manifolds in the area of the fifth and tenthmounted with hose clips on the throttle valve cylinder. The oil from the oil separators andassemblies. the condensate from the manifolds merge in two channels in the crankcase behind the tenth cylinder and routed into the oil sump. The design of the intake air manifold is similar to that mounted on the S54. The shells are also made from PA66 on the S85 but they are joined together by a butt-welding process.25 - Cyclone separator (1) in intake air manifoldIntake silencersThe air to the intake silencers is drawn in via The S85 requires four air ducts in order totwo routes. One from the area behind the achieve maximum output. A large crosskidney grille and the other from the large air section could not be realized for packageinlets in the bumper. space reasons. In addition, the upper intake ducts define the fording capability of the M5. In the US version, the air cleaner element is additionally equipped with an activated carbon filter. This filter serves the purpose of ensuring no vapours containing hydrocarbons can escape from the intake area into the environment when the vehicle is stationary.26 - Intake silencers with air ducting 29
  37. 37. 9 Radiator The radiator of the S85 is divided into an upper responsible for cooling the cylinder side 6 - 10. and a lower water tank. The lower water tank Due to this split design, it has been possible to serves the purpose of cooling the coolant from reduce the pressure drop in the radiator from the cylinder side 1 - 5 while the upper tank is approx. 3 bar to approx. 1.4 bar. Thermostat Due to the two-section cooling concept, the The coolant from the cylinder heads enters thermostat on the S85 has been relocated in the connection piece for the radiator feed and the return line. It is designed as a conventional from here it is routed both via the double O- thermostat that opens at a temperature of ring carrier into the thermostat as well as into 79 °C. the coolant supply hoses. 27 - Sectional view of thermostat housing30
  38. 38. ContentsDME S85B50Objectives 1Introduction 3System overview 5Functions 7Functional Principle of the Digital MotorElectronics 7System components 15Digital Motor Electronics (DME) 15Service information 23
  39. 39. 4ObjectivesDME S85B50Purpose of this Participants ManualThe Participants Manual is a document This Participants manual describes newdesigned to accompany a seminar while at the features and further developments of thesame time serving as a source of reference. digital motor electronics (DME) for the S85B50 engine. 1
  40. 40. 42
  41. 41. 5IntroductionDME S85B50IntroductionThe S85B50 engine can develop a power The use of the MS_S65 with its expandedoutput of 373 kW (507 bhp) and a maximum functions made it possible to precisely controltorque of 520 Nm. the engine based on the high speed concept.To ensure the available power is fully utilized at The S85B50 complies with the exhausta maximum engine speed of 8,250 rpm while emission regulationscomplying with legally stipulated exhaust • Europe: EU4emission regulations, the engine managementMS_S65 further developed by Siemens on • USA: US-LEV 2the basis of the MS_S54 was used for the first • Japan: Japan LEV 2000.time. 3
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  43. 43. 6System overviewDME S85B50The MS_S65 is a further development of the • Two-stage selectivity of the maximumMS_S54 (MS_S54 HP, M3 CSL) that was engine power outputused to control the S54 in the E46 M3. • Transverse force-dependent control of theAdditional functions used for the first time at electric oil pumpsBMW were implemented to facilitate the use • Requirement-controlled fuel delivery withof the S65 engine management on the variable fuel pressureS85B50: • Knocking and misfiring detected by ionic current technology. 5
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  45. 45. 7FunctionsDME S85B50Functional Principle of the Digital Motor ElectronicsEngine torque controlThe EDR satellite serves the purpose of Communication with the actuator motorscontrolling the engine torque. The main takes place via the CAN busses. The two EDRcontrol variable is the quantity of fresh air (air/ are addressed via a separate CAN-bus and thefuel mixture) supplied to the engine that can two LLS via a common LLS-SMG CAN-bus.be varied by the position of the ten individual In order to set the engine power outputthrottle valves and the two idle speed throttle corresponding to the input variables, the DMEvalves. specifies for the actuators a target valueFor the control system, the V 10 engine is relating to the throttle valve angle which thedivided into two identical blocks (cylinder actuators then assume.banks) each with five cylinders. Each cylinder One of the two Hall sensors of the throttlebank has an idle speed throttle valve and five valve sensor 1 (DKG 1) is made available to theindividual throttle valves. electric throttle valve actuator 1 (EDR 1) forThe five individual throttle valves are the purpose of controlling the individualmechanically coupled with each other per throttle valves.cylinder bank. The second Hall sensor of DKG 1 is poweredThe position of the idle throttle valve and the and read directly by the DME and only servesposition of the five individual throttle valves are the purpose of monitoring the control of thecontrolled by two actuators per cylinder bank EDR 1. (the same applies to actuator 2an idle speed actuator (LLS) and an electric (EDR 2)).throttle valve actuator (EDR). The two idle actuators feature an internalThe entire intake air control system therefore incremental angle transducer for controllingconsists of four actuator motors for the throttle the throttle valve angle of the idle speedvalves. throttle valves. The sensor value is sent back to the DME via the CAN-bus.For safety reasons, each throttle valve isequipped with a return spring that closes the The DME determines the current actual loadthrottle valves in the event of the respective signal from the directly read throttle valveactuator failing. sensors and the feedback signals of the LLS in order to check the setting of the throttleAll four actuator motors are controlled by the valves. The plausibility of this load signal iscentral engine management (DME). checked against the signals of the two hot-filmThe DME calculates the target load signal for air mass meters (HFM) that measure theboth cylinder banks from the input variables intake air masses per cylinder bank.such as drivers load choice via the pedal value If the deviations between the target and actualsensor, coolant temperature and from load signal are too great, the plausibility isinterventions of other control units (DSC, additionally checked against the signal fromACC, ...). The DME then determines a set the oxygen sensor. The DME responds with aposition for the throttle valves (set angle) from corresponding fault reaction.this target load signal. Initially, the potential ofthe idle throttle valves is exhausted before theindividual throttle valves are opened to allow asubstantially greater volume of air to be drawnin. 7
  46. 46. 7 1 - System circuit diagram EDR8
  47. 47. 7Index Explanation Index Explanation1 Dynamic stability control (DSC) 12 Throttle valve sensor (DKG)2 Active cruise control (ACC) 13 Inverted throttle valve sensor (DKG)3 Safety and gateway module (SGM) 14 Hot-film air mass meter (HFM)4 Steering wheel 15 Idle speed actuator (LLS)5 Sequential M gearbox (SMG) 16 Electric throttle valve actuator (EDR)6 Pedal position sensor (PWG) 17 Electric throttle valve actuator (EDR)7 Pedal position sensor (PWG) 18 Idle speed actuator (LLS)8 Digital Motor Electronics (DME) 19 Inverted throttle valve sensor (DKG)9 Brake light switch 20 Throttle valve sensor (DKG)10 Clutch switch 21 Hot-film air mass meter (HFM)11 Transmission switch, idle speedRequirement-oriented fuel delivery with variable pressure Index Explanation 1 Engine 2 Pressure sensor 3 Digital Motor Electronics (DME) 4 EKP module 5 Electric fuel pump (EKP 1) 6 Electric fuel pump (EKP 2) 7 Pressure regulator in fuel tank In order to be able to make fuel at variable pressure available to the engine corresponding to the load status, the DME activates the fuel pumps by means of the EKP module such that the required target pressure is set irrespective of the quantity of fuel currently used. The target pressure varies between 3 and 6 bar and can be checked with a test module based on the target curve. Manual measurement is no longer necessary. The fuel control circuit consists of the following components: • Electric fuel pumps (EKP) • EKP module • Fuel tank with components and line system2 - System circuit diagram of pressure control circuit • Fuel pressure sensor • Digital motor electronics (DME) with the control logic. 9
  48. 48. 7 Activation of the fuel pumps 3 - Block diagram of EKP module Index Explanation Index Explanation 1 Activation 4 Control logic EKP 2 2 Power supply 5 Output stage EKP 1 3 Control logic EKP 1 6 Output stage EKP 2 The DME controls the EKP 1 corresponding The task of the EKP module is to clock the to requirements via the electric fuel pump electric fuel pump (EKP) via the output stage EKP. with precisely this pulse duty factor. The deviation of the pulse duty factor between the The EKP 2 cuts in non-regulated in the high input and output PWM signal must not be load range. The pressure regulator in the tank greater than 3 %. is activated in a variable mode in order to set the fuel pressure to the target value with the This tolerance applies over the entire service activated second pump. life of the EKP module. The second electric fuel pump EKP additionally cuts in on reaching The PWM interface is a single-wire interface, a pulse duty factor of 100 %. via which the DME activates the EKP module and therefore varies the delivery capacity of the electric fuel pump EKP.10
  49. 49. 7Ionic current measurementFor optimized engine management in terms of The ignition spark is triggered by the engineexhaust emission and fuel consumption, it is control unit.necessary to establish as accurately as A low voltage is applied between thepossible the composition of the combustion electrodes of the spark plug immediately aftermixture under all engine operating conditions. the end of the ignition spark and the resultingA method for achieving this aim is the so- current (ionic current) is measured.called ionic current measurement. Ionic The ionic current is measured and evaluatedcurrent measurement can be used for knock by the ionic current control unit.combustion control and detecting irregularidle speed (misfiring detection). 4 - Ignition 5 - Ionic current measurementIndex Explanation1 Spark plugs2 Engine control unit3 Ionic current control unitThe combustion progression in the cylinder pressure curve.combustion chamber can be represented bythe combustion chamber or 11
  50. 50. 7 Ionic current representation The ionic current progression (curve) is directly dependent on the cylinder pressure and the ions in the cylinder. Index Explanation 1 Ionic current maximum by induction of ignition coil 2 Ionic current maximum due to ignition (flame front directly in area of spark plugs) 3 The ionic current progression is a function of the pressure curve Generally applicable: Poor combustion => low cylinder pressure Good combustion => high cylinder pressure Free ions additionally split off or separate due to pressure peaks that occur in the combustion chamber during knocking combustion. This results in a change in the ionic current progression (curve). The ionic current is measured and evaluated in the ionic current control unit. The resulting corrections to the engine control are executed in the engine control unit. 6 - Pressure curve (top) and ionic current (bottom)12
  51. 51. 7Comparison of ionic current curves 7 - Normal and knocking combustionIndex Explanation Index Explanation1 Firing point 5 No knocking2 End of ignition 6 Time3 Ionic current 7 Knocking4 Flame front signal 13
  52. 52. 7 Selectivity of maximum engine power output The POWER button is a ground switch that is The P500 Sport mode which also selects a pressed once to enable the maximum engine progressive accelerator pedal characteristic power output. can be configured only in the "M-Drive" menu and selected via the "M" button on the The modes that can be selected with the multifunction steering wheel. button are P400 and P500. The P400 setting is assumed automatically when the vehicle is restarted. 8 - POWER button 9 - M-Drive menu14
  53. 53. 8System componentsDME S85B50Digital Motor Electronics (DME)DME control unit Siemens MS_S65 The MS_S65 is equipped with 6 plug-in modules (combined in two compact connectors) that are grouped according to functions. The ignition output stage as well as the knocking combustion and misfiring detection stage have been relocated to the ionic current control unit. The transverse acceleration signal is 1 - MS_S65 evaluated by the DSC for the purpose of drawing off oil.As on the E60 production vehicle, togetherwith the intelligent battery sensor IBS and the Date interfaces:alternator, the engine management in the E60 1. PT-CANM5 is responsible for the energy managementand the requirement-oriented service BOS). 2. Idle air actuator/SMG-CANOne engine control units controls both 3. Throttle valves CAN (DK-CAN)cylinder banks. 4. BSD-BUS (alternator and IBS)The firing order is: 5. Interface to CAS.1-6-5-10-2-7-3-8-4-9.Hot-film air mass meter (HFM)A hot-film air mass meter supplied by Bosch, The hot-film air mass meter HFM is designedHFM 5.0 with CL bypass, is used for each as a plug-in module and is located in the intakecylinder bank for the purpose of determining silencer.the intake air mass and its temperature. 2 - HFM 5.0 with CL bypass 15
  54. 54. 8 Fuel pressure sensor The fuel pressure sensor is located in the front left wheel arch. This sensor measures the current fuel pressure and transfers the value to the engine management. 3 - Fuel pressure sensor Electric fuel pump (EKP) The fuel tank contains two fuel pumps that are The fuel filter and the pressure regulator are designed as vane pumps. positioned in the left half of the fuel tank. Both pumps are integrated in the right-hand half of the fuel tank. 4 - Fuel tank with components Index Explanation Index Explanation 1 Pressure regulator 3 EKP 1 and 2 2 Fuel filter16
  55. 55. 8EKP moduleAs on the E60 Series (8-cylinder and diesel), stage of this control unit has been adapted tothe EKP module is located on the rear right in the additional pump and the modified controlthe luggage compartment. The power output logic.Ionic current control unitThe two ionic current control units supplied by front of the cylinder head covers of thethe manufacturer Helbako are mounted on the respective cylinder bank. 5 - Ionic current control unitCrankshaft sensorThe crankshaft sensor registers the engine The incremental wheel on the ring gear has aspeed at the incremental wheel of the ring pitch of 60 - 2 teeth.gear. The position of the crankshaft is The sensor is designed as an inductivedetermined by a tooth gap. sensor.Camshaft sensorEach camshaft is monitored by an individual The sensor wheel is cast onto the camshafts.Hall sensor.Oil condition sensor (QLT)The oil condition sensor has been adaptedfrom the N62 and the softwarecorrespondingly adapted. 17
  56. 56. 8 Oil pressure switch The signal from this switch is transferred to sends a corresponding message to the CID the DME where it is evaluated. In the event of which in turn displays an associated check a deviation from the specified value, the DME control message. Oil extraction pump Two independent return pumps are installed The pumps extract the engine oil that remains on the S85B50. in the cylinder head and conveys it to the oil sump. Different from the predecessor model, these pumps are activated as from a centrifugal The DSC informs the DME of the current force of 0.8 G. transverse force via the PT-CAN. 6 - Oil extraction pump18
  57. 57. 8Idle speed actuator (LLS) 7 - Idle speed actuator 8 - Idle speed actuator (sectional view)The two idle speed actuators LLS are Index Explanationdesigned as throttle valve actuators and arelocated in the V-area. 1 Throttle valveThe idle speed actuators communicate withthe DME via the LLS/SMG-CAN.The idle speed actuators are initializedautomatically when the engine is stationaryand the ignition is ON. 19
  58. 58. 8 Throttle valve actuator motor One actuator motor (EDR) moves five module. The communication with the DME via mechanically coupled throttle valves on each CAN, the control and activation of the actuator cylinder bank. motor and the internal diagnosis functions are controlled by the electronic control module. Each EDR consists of an actuator motor with gear mechanism and electronic control 9 - Electric throttle valve actuator (EDR)20
  59. 59. 8Throttle valve sensor (DKG)Two potentiometers are activated per cylinder sensors detect the position (angle) of thebank: throttle valves of cylinder bank 1 and 2.• One potentiometer for the position control. The two Hall sensors integrated in one It is powered and read by the EDR satellite. housing feature an inverted characteristic The read value is transferred via the CAN to curve (one raising, one falling). the DME. In the event of failure, the affected The EDR uses the sensor with the raising unit is switched off. characteristic for position control purposes.• A further potentiometer is responsible for The DME uses the redundant sensor with monitoring. It is powered and read by the falling characteristic to monitor the throttle DME. valve control.Both throttle valve sensors 1 and 2 aredesigned as double Hall sensors. These four 10 - Throttle valve sensor (1)Secondary air pumpThe electric secondary air pump is The pump is activated by the DME. Themaintenance-free. The integrated filter does delivery capacity is always at 100 % and is notnot need to be changed. controlled. 21
  60. 60. 8 Mini HFM for secondary air system A mini HFM measures the secondary air mass in the intake pipe of the secondary air pump. This monitoring facility has proven necessary in view of the ever lower exhaust emission values. 11 - Mini HFM Primary oxygen sensor (control sensor) The familiar oxygen sensors LSU 4.9 with They are installed in the intake funnel of the continuous characteristic are used as the near-engine catalytic converters. primary oxygen sensors (control sensors). Secondary oxygen sensor (monitor sensor) The secondary oxygen sensors (monitor sensors) are the already familiar discontinuous characteristic sensors LSH 25. Exhaust gas temperature sensor The exhaust temperature sensors are This sensor is mainly used to protect the designed as NTC measuring elements. catalytic converters. The sensor can detect temperatures of up to approx. 1,200 °C. Pressure accumulator shut-off valve (VANOS) The shut-off valve ensures that the high The valve is therefore closed when no power pressure engine oil remains in the pressure is applied and is opened on request by the accumulator after turning off the engine. DME (no proportional opening).22
  61. 61. 9Service informationDME S85B50Electric throttle valve actuators (EDR)The two EDRs can be used individually. for at least 1 minute without starting the engine.Following replacement, the limit stops mustbe initialized by actively switching terminal 15 The DME controls the synchronization with respect to each other.Individual throttle valveThe individual throttle valves can be adjustedindividually with respect to each otherDME programmingThe control unit can be reprogrammed up to63 times.VANOS Pressure accumulatorThe repair instructions must be followedprecisely when working on the VANOSsystem!Ionic current technologyThe information provided in the repair the spark plugs are an integral part of the ionicinstructions must be followed precisely when current measuring circuit.replacing the spark plugs as 23
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  63. 63. ContentsSequential M gearboxSMG 3Objectives 1Introduction 3System overview 5Functions 13System components 15Service information 21
  64. 64. 4ObjectivesSequential M gearbox SMG 3Purpose of this Participants ManualThe Participants Manual is a document This Participants Manual describes the newdesigned to accompany a seminar while at the features and further developments of thesame time serving as a source of reference. sequential M gearbox (SMG 3). 1
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  66. 66. 5IntroductionSequential M gearbox SMG 3New 7-speed SMGA new 7-speed sequential M gearbox (SMG) cones in the synchronizer rings that facilitatehas been developed for the E60 M5. The shorter synchronization times through theirSMG 3 is designated SMG Getrag 247. higher load bearing capacity.In addition to the special functions such as Initialization procedures designed to ensurelaunch control, hill ascent assistant, drive logic the system functions precisely may also beand tyre teach-in function, the SMG 3 is the necessary after performing work on thefirst sequential M gearbox that has been vehicle that is not directly related to thespecifically developed for automated gearbox.operation. The central gearshift shaft has beenreplaced by individual selector rods. 3 It is essential that the information provided in the repair instructions is complied with forThe hydraulic gearshift unit is a part of the this purpose. 1gearbox casing and is no longer designed as The power is transmitted from the engine toan add-on part. Compared to the SMG 2 the the gearbox by a dual-mass flywheel suppliedgearshift times have been shortened by 20 %. by LUK and a two-disc dry clutch supplied byEssentially, these shorter gearshift times have Fichtel und Sachs.been achieved by individual selector rodoperation and the use of carbon fibre friction 3
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  68. 68. 6System overviewSequential M gearbox SMG 3The new SMG 31 - Selector lever and head-up display in the E60 M5 5
  69. 69. 6 2 - Schematic circuit diagram SMG6
  70. 70. 6Index Explanation1 Light module2 Car access system (CAS)3 SMG control unit4 Sequential M transmission5 Pump relay6 Multifunction steering wheel (MFL)7 Longitudinal acceleration sensor8 Bonnet contact switch9 Bonnet contact switch10 Selector lever indicator11 Door contact switch12 Drivelogic switch13 Brake-light switch14 DME control unit15 Accelerator pedal module16 DSC control unit17 Safety and gateway module (SGM)18 Trailer module19 Rain/driving light sensor (RLS)20 Instrument cluster21 Head-up display 7
  71. 71. 6 3 - Hydraulic circuit diagram SMG 38
  72. 72. 6Index Explanation1 Hall sensors, selector rod R/1 (redundant)2 Working piston3 Shift range valve4 Hall sensors, selector rod 5/35 Working piston6 Shift range valve7 Hall sensors, selector rod 2/48 Working piston9 Shift range valve10 Hall sensors, selector rod 6/711 Working piston12 Shift range valve13 Proportional valve14 Proportional valve15 Proportional valve16 Shift range valve17 Edge-type filter18 Electric motor with hydraulic pump19 Temperature sensor20 Pressure sensor21 Pressure accumulator22 Clutch slave cylinder23 PLCD sensor 9
  73. 73. 6 4 - SMG 3 Index Explanation 1 Gearbox breather 2 Proportional valves 3 Sensor strip 4 Shift range valves 5 Crankshaft sensor 6 Speed sensor, countershaft 7 Connection to sensor strip 8 Connection for valves and electric motor 9 Oil level plug 10 Connection - clutch slave cylinder, temperature/pressure sensor 11 Gearbox oil cooler 12 Oil filter 13 Oil pump10
  74. 74. 65 - SMG 3Index Explanation1 Clutch slave cylinder2 Return line3 High-pressure line4 Oil level/filler plug5 Reservoir6 Pressure sensor7 Temperature sensor8 Hydraulic block with oil pump9 Proportional valve10 Electric motor11 Pressure accumulator 11
  75. 75. 6 6 - Two-disc clutch Index Explanation 1 Drive plate 2 Intermediate plate 3 Drive plate 4 Contact plate 5 Formed spring 6 Pressure plate12
  76. 76. 7FunctionsSequential M gearbox SMG 3Special functionsTow-startThe following procedure must be • Tow-start/pus-start the vehicleimplemented to activate this function: • Shift selector lever to "S+" and hold in this• With the brake pedal depressed, turn the position. ignition key to terminal 15 The transmission control engages the gear• Select position "N" corresponding to the speed and activates the clutch.Hill ascent assistantCompared to the SMG 2, the hill ascent The hill ascent assistant in the SMG 3 is nowassistant function has now been automated. an active system that makes use of the DSC toThis means the hill ascent assistant no longer control the vehicle via the wheel brakes onneeds to be selected manually with the minus uphill/downhill gradients (clutch loadshift paddle on the steering wheel and the reduction).brake depressed as was the case with theSMG 2 but it is now activated automatically 3 Further information on the hill ascent assistant can be found in the Participantswhen the transmission system recognizes any Manual "DSC MK60E5". 1other position than "N".Launch controlThe following procedure must be The engine speed is controlled at 4,000 rpmimplemented to activate the launch control in this function. After releasing the selectorfunction: lever, the clutch is applied with defined slip in order to achieve the best acceleration values.• Vehicle stationary/engine running The SMG uses the front wheel speeds to• DSC in "OFF" position calculate and release the slip of the rear• SMG in "S6" position wheels.• Hold selector lever in "Minus" position If the clutch monitoring logic detects clutch overheating, the clutch is fully engaged (100• Fully depress accelerator pedal and hold in %) in order to protect the components. this position• Release selector lever.Teaching in the axle differenceThe teach-in function for the axle difference This function is initiated manually as follows:must be initiated manually after a change in • Vehicle speed between 30 andthe dynamic rolling circumference (tyre 150 km/hchange, snow chains, etc.) of one or severalwheels on the vehicle to ensure correct • Transmission in position "N"operation of the transmission control system. • Brakes not appliedThese differences are also adapted • Pull both shift paddles on steering wheel forautomatically but with a considerable time 2 seconds.delay. 13
  77. 77. 7 Clutch overload protection (KÜS) The clutch overload protection function (KÜS) The anti-jolt function is activated as a further protects the clutch from thermal overload. protection measure. As a result, the thermal input at the clutch discs is reduced and the The clutch overload protection function drivers attention is drawn to the overload makes use of an arithmetic logic in the SMG situation. control unit that can calculate the thermal load of the clutch based on the slip and contact If the temperature continues to increase, a force. warning is triggered in order to repeatedly draw the drivers attention to the overload In the first stage, the clutch overload situation. Start-off in 2nd gear is automatically protection function reduces the slip at the inhibited when the gearbox warning is clutch. The customer would refer to this as a triggered in order to minimise the clutch slip. "harsh gearshift".14

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