Part 2

11 03 05 (142)
8-cylinder spark-ignition engine N62TU
E60, E61, E63, E64, E65, E66, E70

- Fuel evaporation control valve
The fuel evaporation control valve regenerates the activated carbon filter using scavenging air. The scavenging air which is drawn through the activated carbon filter is then enriched with hydrocarbons and fed to the combustion engine.
In a current-free state, the fuel evaporation control valve is closed. This prevents the ingress of fuel vapor from the activated carbon filter into the inlet pipe when the engine is switched off.
The integrated supply module supplies voltage to the fuel evaporation control valve.
> E70
The rear power distributor supplies power to the fuel evaporation control valve.
- 8 ignition coils with overload-protection relay
The ignition coils are activated by the DME control unit. The ignition coils receive their power supply from the overload-protection relay in the integrated supply module.
> E70
No integrated supply module; the relief relay is fitted separately.
- Mapped thermostat
The opening and closing of the mapped thermostat is controlled by a characteristic map.
The mapped thermostat ensures that within its control range a constant coolant temperature is maintained at the engine inlet.
For driving conditions with low loads, the mapped thermostat sets a high coolant temperature (efficient consumption).
For full loads or higher engine speeds, the coolant temperature is reduced to protect the components.
The integrated supply module supplies voltage to the mapped thermostat.
> E70
The mapped thermostat receives its power supply from the front power distributor in junction box.
- Electric fan
The electric fan is controlled by the DME control unit via a pulse-width-modulated signal (evaluation by electronic circuitry in the fan).
The DME control unit controls the various electric fan speeds by means of a pulse-width-modulated signal (between 10 and 90%).
Cycle ratios which are less than 5% and greater than 95% will not trigger the control device and are used for the purposes of fault recognition.
The speed of the electric fan is dependent on the coolant temperature at the coolant outlet (radiator) and the pressure in the air-conditioning system. When the car's road speed increases, the speed of the electric fan decreases.
- Electronics box fan
Extremely high temperatures are encountered in the electronics box.
These are caused by the heating from the engine compartment and the power loss from the control units in the electronics box. The electronics box fan is installed because control units can only be operated in a certain temperature range.
The maximum permissible operating temperatures must not be exceeded. The expected service life of electronic components increases with decreasing temperature.
- Exhaust flap
> E70
The E70 has no exhaust flap.
A diaphragm canister is fixed onto the right-hand rear silencer exhaust pipe. The diaphragm canister is linked to the exhaust flap via an adjustment mechanism.
The vacuum hose goes from the solenoid valve to the diaphragm can.
The exhaust flap reduces the noise level when the engine is idle and when the engine speed is close to idle.
The exhaust flap is closed at low engine speeds and when the engine is not running. At higher engine speeds, the exhaust flap opens.
The DME controls the solenoid valve for the exhaust flaps. The adjacent partial vacuum opens the exhaust flap. The degree of opening depends on engine load and engine speed.
> E65, E66
When the engine is switched off, the diaphragm can is ventilated via a restrictor. This allows the exhaust flap to execute a damped closing. The cutoff valve is actuated by the power module (PM).

System functions
The following system functions are described:

- Power management
- Electronic immobilizer
- Comfort start
- Air supply: 2-stage differentiated air intake system "DISA"
- Charge monitoring
- "Valvetronic" variable valve gear
- "VANOS" variable camshaft control
- Fuel supply system
- Fuel injection
- Ignition-circuit monitoring
- Alternator actuation
- Oil supply
- Engine cooling
- Knock control
- Tank ventilation
- Lambda control system
- Torque monitoring
- Evaluation of road speed signal
- A/C compressor actuation
- Intelligent alternator regulation
- Active air flap control



Power management
The integrated supply module provides the power supply to the DME control unit.
3 relays in the integrated supply module distribute terminal 87 (power supply) to the various components.
For memory functions, the DME control unit also requires an uninterrupted power supply via terminal 30. Terminal 30 also supplies power to the integrated supply module.
The earth connection for the DME control unit is provided by several pins which are connected inside the control unit.

Power management includes the following functions:
- Closed-circuit current monitoring
- Consumer shutdown
- Control of the alternator
- Battery voltage monitoring
The battery voltage is regularly monitored by the DME control unit. If the battery voltage falls below approx. 6 volts or exceeds 24 volts, a fault is registered.
Diagnosis become active 3 minutes after the engine has started. This ensures that the effects of the starting operation or starting assistance on the battery voltage will not be registered as a fault.
> E60, E61, E63, E64
The intelligent battery sensor (IBS) monitors the battery. The intelligent battery sensor is connected to the bitserial data interface (BSD).
> E70
The fuse box supplies power to the DME control unit via the front power distributor in the junction box (for terminal 30 and terminal 87).
The intelligent battery sensor (IBS) monitors the battery.



Electronic immobilizer
The electronic immobilizer is an anti-theft and start-enabling device.
The CAS control unit controls the electronic immobilizer.
Each remote control unit has a transponder chip. The ignition lock is surrounded by a ring antenna.
Power is supplied from the CAS control unit to the transponder chip via this coil (remote control key does not require a battery).
The power supply and data transfer function is performed according to the transformer principle. For this, the remote control sends identification data to the CAS control unit.
If the identification data are correct, the CAS control unit activates the starter via a relay which is located in the control unit.
At the same time, the CAS control unit sends the DME control unit an encoded release signal (alternating code) to start the engine. The DME control unit only enables the start if a correct release signal has been received from the CAS control unit.
These operations may result in a slight delay in starting (up to half a second).
The following faults are stored in the DME control unit:
- Missing or disturbed release signal from the EWS control unit
- Alternating code from the CAS control unit does not tally with the alternating code computed by the DME control unit.
If a fault is detected, the engine start is blocked.





11 03 05 (142)
8-cylinder spark-ignition engine N62TU
E60, E61, E63, E64, E65, E66, E70

Convenient-start system
The convenient-start system allows the engine to be started in a user-friendly manner as the starter motor automatically remains engaged until the engine is running.
When the START-STOP button is pressed, the CAS control unit first activates terminal 15. The relief relay for the ignition coils is activated.
When the START-STOP button is pressed, the CAS control unit checks that the brake pedal is depressed and the selector lever is in P or N.

The engine start process runs as follows:
- First, the EWS is checked via the EWS data wire.
- If the data is correct, the DME enables the ignition and the fuel injection.
- The CAS control unit switches battery voltage to the DME control unit via terminal 50E. This gives the signal for the required engine start.
- The CAS control unit switches battery voltage to the starter motor via terminal 50L. The starter motor is switched on by the DME via the starter inhibitor relay.
> E65, E66 and E70
The DME switches the starter motor on.
- The starter motor continues to turn until the CAS control unit receives the "engine running" signal from the DME through the data bus. The terminals 50 are then switched off by the CAS control unit.
If the engine does not start, the terminals 50L and 50E will be switched off after a maximum of 20 seconds. The engine start is thus aborted.



Air supply: 2-stage differentiated air intake system "DISA"
The intake strokes of the pistons generate cyclic pressure waves in the inlet pipe.
These pressure waves travel along the inlet pipe and are reflected by the closed inlet valves.
A precise matching of the inlet pipe length with the valve response time produces the following effect:
Shortly before the inlet valve is closed, a pressure maximum of the reflected air wave reaches the inlet valve. This has a supercharging effect which pumps a higher proportion of fresh air into the cylinder.
The differentiated air intake system also makes use of the inherent benefits of both short and long inlet pipes.
- The effect of short inlet pipes or inlet pipes with a large diameter is a high efficiency in the upper engine speed range (and also low torque in the medium engine speed range).
- Long inlet pipes or inlet pipes with a small diameter make high torque in the medium engine speed range possible.
A front intake pipe is installed upstream of each resonating pipe. When the sliding sleeves are closed, the combined effect of the front intake pipe and resonating pipe is similar to that of a long inlet pipe.
The pulsating air column inside it increases torque in the medium engine speed range considerably.
To increase performance in the higher engine speed range, the sliding sleeves are opened. This largely reduces the dynamics in the front intake pipes. The short resonating pipes which are now effective can make high performance figures in the upper engine speed range possible.
The DME control unit adjusts the sliding sleeves via the two DISA servomotors (12 volts) with integrated transmission. Each DISA servomotor has one output stage. The information as to whether a downwards or upwards gearshift was made is saved by the DME control unit.

When the value falls below 4700 rpm, the DME control unit closes the sliding sleeve with the assistance of the DISA servomotors. When the value of 4800 rpm is exceeded, the sliding sleeves are opened again (N62B40TU: 4800 and 4900 rpm). At changeover, these engine speeds are displaced reciprocally (hysteresis) to prevent the sleeves opening and closing in rapid succession.
In the event of system failure, the sliding sleeves remain in their respective positions. The driver will be aware of system failure through a loss of power and reduction in the final speed.
Once the engine has been switched off (terminal 15 OFF), the sliding sleeves are run once to their limit position.
This prevents deposits accumulating and blockage of the sliding sleeve during longer journeys at low engine speeds.




Charge monitoring
The following input variables are used to monitor the charge state of the DME:
- Throttle-valve angle
- Valvetronic lift
- Air intake pressure
- Intake air-mass
From these 4 input variables on the inlet side, the DME calculates the charge state for all operating conditions.



"Valvetronic" variable valve gear
Valvetronic was developed to reduce fuel consumption.
The quantity of air supplied to the engine when Valvetronic is active is adjusted by the variable valve lift on the inlet valve and not the throttle-valve actuator.
An electrically-adjustable eccentric shaft changes the action of the camshaft on the roller cam follower via an intermediate lever. The result of this is variable valve lift.
With Valvetronic, the throttle-valve actuator is activated for the following functions:
- Engine start (warm-up)
- Idle speed control
- Full load operation
- Emergency operation
In all other operating conditions, the throttle valve only remains open far enough to induce a slight low pressure.
This low pressure is required to ventilate the tank, for example.
The DME control unit calculates the associated setting of Valvetronic using the position of the accelerator pedal and other variables.
The DME control unit activates the Valvetronic actuator motor on the cylinder head via the Valvetronic control unit. The Valvetronic actuator uses a worm gear to drive the eccentric shaft in the cylinder head oil chamber.
The eccentric shaft sensor records the current position of the eccentric shaft. The eccentric shaft sensor is equipped with 2 angle sensors.
The Valvetronic control unit adjusts the current position of the eccentric shaft via the Valvetronic actuator until the nominal position is reached.
For safety reasons, 2 angle sensors are used with characteristic curves which have opposing directions. Both signals are digitally transmitted to the DME control unit. The DME control unit supplies 5 volts to both angle sensors.
Both signals from the eccentric shaft sensors are continuously monitored by the DME control unit.
Checks are made as to whether the signals are plausible in their own right and also in relation to one another. The signals may not differ. Where a short circuit or fault develops, the signals lie outside the measuring range.
The DME control unit continuously checks whether the actual position of the eccentric shaft corresponds with its nominal position. This makes it possible to detect any stiff movements in the mechanics.
In the event of a fault, the valves are opened as wide as possible. The air supply is controlled by the throttle valve.
If the actual position of the eccentric shaft cannot be detected, the valves are opened to the maximum extent without regulation (controlled emergency operation).
In order to achieve the correct valve opening, an adaptation must be made to balance all tolerances in the valve gear. During this adaptation process, the mechanical stops on the eccentric shaft are adjusted.
The positions registered are subsequently saved. These positions are used as the basis for calculating the actual valve lift at any point during operation.
The adaptation process is automatic: Each time the engine is restarted, the position of the eccentric shaft is compared with the values registered. If following a repair, for example, a different position of the eccentric shaft is detected, the adaptation process is carried out. In addition, the adaptation can be initiated via the BMW diagnosis system.



"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:
- Faster heating of catalytic converters
- Reduced exhaust emissions following a cold start
- Reduced fuel consumption
A controlled VANOS adjustment unit is mounted at both intake and exhaust camshafts (controlled using oil pressure).
A VANOS solenoid valve is used to control the 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 adjustment unit accordingly.
The control of the intake and exhaust camshaft is variable within their maximum adjustment range.
Once the correct camshaft position has been reached, the VANOS solenoid valves ensure that the oil volume in the servo control cylinders in both chambers remains constant. This keeps the camshafts in this position.
To perform the adjustment, the variable camshaft control requires information on the current position of the camshaft. Camshaft sensors on the intake and exhaust end record the position of the camshafts.
When the engine is started, the inlet camshaft is in the end position ("retarded" position). When the engine is started, the exhaust camshaft is pretensioned by a spring and held in the "advanced" position.



Fuel supply system
> E65, E66
The fuel supply system on the BMW 7-Series is requirement-orientated and thus depends on consumption.
The DME calculates the amount of fuel required on the basis of various operating variables.
In turn, the engine's current fuel requirement is calculated from this value. The DME requests this value as a volumetric flow with the unit "liters per hour".
The DME sends this request on the following path: DME (digital engine electronics -> PT-CAN -> SGM (safety and gateway module) -> byteflight -> SBSR (B-pillar satellite, right) -> EKP (regulated fuel pump).
The B-pillar satellite, right converts the amount of fuel requested into a nominal speed for the fuel pump.
The pump speed is regulated via the cycle ratio of a pulse-width-modulated signal. This rectangular signal gives the effective supply voltage for the fuel pump: The longer the pause between the edges of the rectangular signal, the lower the supply voltage for the fuel pump. The fuel pump delivery volume is correspondingly lower. The fuel pump speed is sent back to the B-pillar satellite, right as an input variable.

This method has the following benefits compared to the conventional way of actuating the fuel pump (fuel-pump relay):
- Lower current draw from fuel pump
- Reduced heating up of fuel
- Longer service life for fuel pump
- No fuel-pump relay needed
The flow of fuel is interrupted in the event of a crash of sufficient impact. This prevents the fuel from escaping or igniting (emergency fuel cutoff).
The fuel pump can be reactivated by switching the ignition off and on again.
If the request signal from the DME or the pulse-width-modulated signal from the SBSR is not received: The fuel pump will operate a maximum delivery capacity. This guarantees sufficient fuel supply for all operating conditions (emergency operation).
> E60, E61, E63, E64 and E70
The DME switches the fuel pump on using the fuel-pump relay.