5 Series E60 M5 (S85) SAL
The misfire detection can determine whether misfiring is caused by a missing ignition spark or is due to failed
combustion.
Torque feedback control operation
The air volume is the most important variable in the torque feedback control operation. 2 throttle valve
positioners for the 10 individual throttle butterflies and 2 idle speed actuators modify the air volume. All 4
actuators are activated by the Digital Motor Electronics (DME).
The DME is connected by a local CAN bus to each throttle valve positioner and idle actuator.
The DME evaluates the nominal value for the load using input variables such as:
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Driver's desired load via accelerator-pedal module
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Coolant temperature
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Intervention by other control units such as SMG or DSC
The DME uses this nominal value to determine a nominal position for the throttle valves.
At idle speed and low engine loads, the throttle valves in the idle actuators are activated first. The individual
throttle butterflies are opened if a larger air volume is required.
To adjust the engine output, the actuators are provided with the nominal throttle valve angle value by the DME.
2 Hall sensors are incorporated into each throttle valve sensor. Hall sensor 1 reports the throttle valve position
back to the throttle valve positioner. The throttle valve positioner forwards the signal via the Local-CAN to the
DME.
Hall sensor 2 is supplied and read out directly by the DME. This Hall sensor only serves to monitor the control
operation.
If the throttle valve positioner fails, a return spring closes each individual throttle butterfly.
Both idle actuators are equipped with an angle sensor to facilitate adjustment of the throttle valve angle. The
angle sensor value is reported back to the DME via the local CAN bus.
The DME determines the actual value of the load signal in order to check the setting of the throttle valves. The
load signal is determined using the signals from the throttle valve sensors and the idle actuators.
The plausibility of the load signal is also checked using the signals from both mass air flow sensors. If the
deviations between the nominal value and actual value are too great, a plausibility check is carried out using the
signal from the oxygen sensor.
Double VANOS variable camshaft control
The variable camshaft control improves torque in the low and medium engine speed range.
Due to a larger valve overlap, the volume of residual fumes at idle speed is reduced. A recirculation of internal
exhaust gas in the part-load range reduces the volume of nitrogen oxide.
The following is also achieved:
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Faster heating of catalytic converters
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Reduced exhaust emissions following a cold start
•
Reduced fuel consumption
A controlled VANOS adjustment unit is mounted at both intake and exhaust camshafts.
2 VANOS solenoid valves activate each VANOS adjustment unit. The required position of the intake and
exhaust camshaft is calculated using the engine speed and load signal (dependent on intake temperature and
engine temperature). The DME control unit activates the VANOS solenoid valves accordingly.
To perform the adjustment, the variable camshaft control requires an information signal on the current position of
the camshaft. Camshaft sensors on the intake and exhaust end record the position of the camshafts.
Further information about the double VANOS can be found in a separate enclosure. [more ...]
SBT S85B50 engine E60, E61 M5 E63, E64 M6
BMW AG - TIS
23.02.2013 19:32
Issue status (12/2007) Valid only until next DVD is issued
Copyright
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