Technical documentation

M57TU Engine

Technical status:
September 2002

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Background Material

Contents Chapter 1-9

Page

CHAP 1 Introduction 1
- Changes 2
- Advantages 2
- Technical data 3
- Full load diagram 4
- Reference to existing documents 5

CHAP 2 Engine block and crankshaft drive 1

- Changes 1
- Engine block 2
- Crankshaft 3
- Connecting rods 5
- Pistons 5

CHAP 3 Cylinder head 1

- Changes 1
- Chain drive 2

CHAP 4 Lubrication system 1

- Oil filter 1
- Oil pump 1
- Oil pan 1

CHAP 5 Ancillary components and belt drive 1

- New features 1
- Changes 1
System overview 2
- Mechanical system 2
- Vibration damper 3

CHAP 6 Cooling system 1

- Changes 1
- Charge air cooling 3
- Transmission oil cooling system 4

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CHAP 7 Exhaust system 1

- Changes 1
System overview 2
- Exhaust manifold 3
- Turbocharger 5
- Catalytic converter 6
- Central silencer 6
- Rear silencer 6

CHAP 8 Fuel system 1

- Changes 1
System overview 2
System function 4
Two-actuator concept 4
- High pressure pump 6
- High pressure fuel rail 8
- Rail pressure sensor 8
- Pressure control valve 9
- Fuel injectors 10
- Fuel filter with electric filter heater 13
- Fuel temperature sensor 14
- Electric fuel pump with volume control 15

CHAP 9 Digital Diesel Electronics (DDE) 1

- Changes 2
System overview 3
- Inputs/outputs 3
- System circuit diagram 5
Components 13
- Hot-film air mass meter (HFM 6.4) 15
- Air flap control 17
- Fuel temperature sensor 18
- Preheating system 19
- Automatic start 33
- DDE main relay 39

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Background Material Chapter 1 P.1

Introduction

The M57D30TU engine (technical update) is a further development of

Drive the M57D30 EU3 engine.

This publication describes all changes and new features of the

M57D30TU compared to the previous M57D30 EU3 engine.

KT-11122

Fig. 1: Sectional view M57TU

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- Changes
The engine was optimized in the following areas:
Drive
- 2nd generation 1600 bar common rail (as on the M47TU).
- Digital diesel electronics DDE506/508.
- Preheating system (as on the M47TU).
- Displacement increased from 2903 cm3 to 2993 cm3.
- Re-engineered combustion chamber geometry.
- Weight-optimized crankcase.
- Air gap insulated exhaust manifold.
- Turbocharger with improved efficiency.
- Optimized oil filter system.

- Advantages
The new features and modifications offer the following advantages:

- Increased dynamics in the form of higher power output and torque.

- Longer maintenance intervals thanks to improved oil filter system and
lower soiling susceptibility due to optimized combustion.
- Reduced fuel consumption.
- Weight reduction from 222 kg to 213 kg.
- Improved noise and vibration comfort through optimized combustion.
- Increased operating convenience provided by optimized preheating
system, automatic start function and graduated cruise control.
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- Technical data

Technical data M57D30 M57D30TU

Drive Configuration/V-angle 6-cylinder in-line engine 6-cylinder in-line engine

Displacement (cm3) 2903 2993

Stroke/bore (mm) 88.0/84.0 90.0/84.0

Output (kW/bhp) 142/184 160/218

at engine speed (rpm) 4000 4000

Torque (Nm) 410 500

at engine speed (rpm) 1750 2000

Cut-off speed (rpm) From 4000 to 4800 From 4000 to 4800

Compression ratio 1 : 18 1 : 17

Valves/cylinders 4 4

Digital motor electronics DDE4 DDE5

Complies with exhaust emission EU3 EU3 (from 03/04 EU4)

regulation - Germany
Rest of world EU3 EU3 (from 03/04 EU4)

Exhaust gas treatment Oxidation catalytic Oxidation catalytic

converter converter

Engine weight (kg) 222 213

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- Full load diagram

Nm
Drive

KT-10836 rpm
Fig. 2: Full load diagram M57 and M57TU

Index Explanation

Dashed lines M57

Continuous lines M57TU

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- Reference to existing documents

The components and functions used to date are described in the

Drive
following technical vehicle documentation:

M57 EU3 seminar working material, M57/M67 Common Rail

M47D20TU, Engine mechanical systems

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Background Material Chapter 2 P.1

Engine block and crankshaft drive

The engine block was re-engineered to accommodate the increase in

Drive power output and torque.

- Changes
The Design of the engine block was optimized while simultaneously
achieving a reduction in weight.

The dimensions of the pistons, connecting rods and crankshaft were

changed in line with the increase in displacement and load.

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- Engine block

Design
Drive

KT-10826

Fig. 3: Engine block

Index Explanation

1 Injection pump flange

2 Engine block

3 Gearbox flange

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The structural shape of the engine block was optimized (material: grey
cast iron GG25+), thus increasing the strength at the thrust bearing and
reducing the weight by 5.5 kg (10%).
Drive
The crankshaft bearing cap bolts have a higher strength rating in line
with the increased engine output.

The gearbox flange was adapted to the automatic gearbox 6HP26.

The size of the bolts for securing the engine mounting bracket was
changed to M10 (M57 = M8).

The geometry of the injection pump flange was changed in order to

accept the new common rail pump.

- Crankshaft
The crankshaft stroke was extended from 88 mm (M57) to 90 mm
(M57TU).

Crankshaft sensor (KWG)

The crankshaft sensor CSWS (Common Seal With Sensor) is located at

the rear end cover of the crankshaft and was adopted from the M47TU.

The crankshaft seal is also located in the rear end cover of the crank-
shaft.

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Drive

KT-10961

Fig. 4: Position of crankshaft sensor

Index Explanation

1 Crankshaft sensor (KWG)

2 Core plug

3 Sensor wheel

4 Gearbox cover

5 Rear end cover

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- Connecting rods
The gauge of the connecting rods was lengthened from 135 mm (M57)
to 136 mm (M57TU). The stem is thicker due to the increased ignition
Drive
pressure.

- Pistons
The pistons feature a modified bowl geometry (common part with
M47TU). The geometry of the piston crown bowl was designed to suit
the changed injection pressure.

KT-10835

Fig. 5: Piston crown bowl

Index Explanation

A M57

B M57TU

.
The bearings for the piston pins feature press-fitted brass sleeves to
increase the load bearing capacity.
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Background Material Chapter 3 P.1

Cylinder head

- Changes
Drive
The geometry of the two intake ports (swirl port/tangential port) was
optimized for the purpose of achieving improved mixture control and
combustion.

The exhaust camshaft is driven by a spur gear train (as on the

M47TU).

The geometry of the timing case was changed due to the modified trans-
mission ratio of the chain drive (new common rail pump). This change
also made it necessary to correspondingly adapt the shape of the
cylinder head cover.

A high-power vacuum pump is used (Pierburg single-vane pump,

principle same as N42).

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- Chain drive

Drive

KT-10959

Fig. 6: Chain drive

Index Explanation Index Explanation

1 Secondary chain 8 Sprocket, crankshaft

. 2 Sprocket, intake camshaft 9 Primary tensioning rail

3 Secondary guide rail 10 Hydraulic chain tensioner

4 Sprocket, high pressure pump 11 Secondary tensioning rail

5 Primary chain 12 Spur gear, exhaust camshaft

6 Oil spray nozzle 13 Dog coupling

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7 Primary guide rail 14 Spur gear, intake camshaft

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Design

The design of the chain drive corresponds to that of the M47D20TU

(common part). The exhaust camshaft is driven via a spur gear (14) by
Drive the intake camshaft.

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Background Material Chapter 4 P.1

Lubrication system

- Oil filter
Drive
The geometry of the oil filter housing was optimized.

The oil filter now has a larger volume and increased filter surface area
This consequently increases the service life of the filter (30000 to
38000 km).

- Oil pump
The M57TU features a more powerful oil pump to reliably secure the oil
supply. This oil pump is retrocompatible and also used in the M57.

- Oil pan
For package space reasons, the oil pan was modified for use on the
M57TU in the E60 and E65. The oil sump was repositioned from the end
face of the engine to the gearbox side (A).

The intake pipe with integrated oil screen is made of plastic.

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Drive

KT-10823

Fig. 7: Oil pan

Index Explanation

1 Intake pipe with oil screen

A Oil pan M57TU

B Oil pan M57

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Background Material Chapter 5 P.1

Ancillary components and belt drive

- New features
Drive
A new crankshaft vibration damper is used.

- Changes
The belt drive for the ancillary components has been extended from 5 to
6 ribs to accommodate the hydraulic pump for the DynamicDrive
system.

Because it has not been possible to increase the overall length of the
engine by extending the main belt drive, the A/C compressor belt drive
has been reduced from 5 to 4 ribs.

The alternator support pulley is no longer necessary due to the wider

ribbed V-belt drive.

The basic alternator is the air-cooled 170 A alternator.

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System overview
- Mechanical system
Drive

KT-10963

Fig. 8: Belt drive

Index Explanation Index Explanation

1 Coolant pump 6 Deflection pulley

2 Tensioning pulley, main drive 7 Vibration damper

3 Ribbed V-belt, main drive 8 Ribbed V-belt, A/C drive

4 Power steering pump 9 Tensioning pulley, A/C drive

5 Alternator 10 A/C compressor

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Background Material Chapter 5 P.3

- Vibration damper
The vibration damper of the M57TU is new.
Drive
Design

The housing of the vibration damper consists of two sheet steel

sections. The centrifugal mass floats in viscous oil in the inner chamber
of the housing and is additionally guided by friction bearings.

The pulley for the ancillary component is mounted on the vibration

damper and isolated from the crankshaft by means of a rubber track.

This arrangement dampens the crankshaft vibrations ensuring they are

not transmitted to the belt drive.

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Drive

KT-10953

Fig. 9: Viscous damper

Index Explanation

1 Rubber mount (decoupling of belt pulley)

2 Belt pulley

. 3 Viscous oil

4 Centrifugal mass

5 Slide rails
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Background Material Chapter 6 P.1

Cooling system

- Changes
Drive
Water cooling

The radiator is made completely of aluminium. To date, the radiator

tanks were made of plastic. The use of only one material greatly
simplifies recycling of the radiators/coolers.

The belt pulley for the coolant pump was adapted to the new 6-rib
V-belt. Two different water pumps are used for the E60 and E65:

A new coolant pump with a plastic pulley and modified impeller diameter
is fitted in the E60 (with no viscous fan). The coolant pump of the M47TU
(automatic transmission) was adopted for the E65 (with viscous fan).

The thermostat housing was adopted from the M47TU (common part) for
both coolant pumps.

The coolant hoses are equipped with the quick-release couplings

already known from the M47TU.

A suction-action viscous fan and a pressing-action electric fan (600 W)

are used for the E65. Only suction-action electric fans (400 W for manual
gearbox, 600 W for automatic gearbox) are fitted in the E46 and E60.

Air flap control is used for the E60 (the air flap control system and
cooling module are described in the documentation E60, M54 Cooling
system).

The coolant on the E60 no longer need replacement (lifetime coolant).

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Charge air cooling

The connections for the charge air duct/charge air cooling are equipped
with quick-release couplings.
Drive
The intercooler is made completely of aluminium. Plastic parts are no
longer fitted.

Transmission oil cooling system

The transmission oil cooler with integrated thermostat is located on the

oil pan of the engine.

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- Charge air cooling

Drive

KT-11077

Fig. 10: Quick-release couplings of the charge air duct on the intercooler

Index Explanation

1 Clip

2 Charge air duct with quick-release coupling

3 Charge air outlet at intercooler

The connections for the charge air duct are equipped with quick-release
couplings that ensure reliable mounting of the charge air duct.

To mount the duct, the quick-release couplings are fitted on the connec-
tions such that a clip engages in the recess in the connections. The clips
must be removed to detach the duct. The charge air duct can then be
. detached from the connection.
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- Transmission oil cooling system

Drive

KT-11099

Fig. 11: Oil pan and transmission oil cooler

Index Explanation

1 Coolant connection at thermostat

2 Transmission oil cooler

3 Coolant connection at transmission oil cooler

4 Transmission oil lines to automatic gearbox

The transmission oil cooler is located on the oil pan of the engine.

A thermostat is integrated in the transmission oil cooler. A transmission

oil-flooded wax element is located in the thermostat. The wax element
is flooded by the transmission oil.

. The thermostat controls the amount of water flowing through the oil
cooler as a function of the oil temperature.
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Background Material Chapter 7 P.1

Exhaust system

The exhaust system is made of stainless steel. Together with the inter-
Drive mediate pipes, the central and rear silencers form one component.

- Changes
The exhaust manifold and the turbocharger were re-engineered.

In line with the scope of changes made to the engine (2nd generation
common rail), only one catalytic converter is used for treating the
exhaust gas.

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System overview

Drive

KT-10949

Fig. 12: Exhaust system E60

KT-10969

. Fig. 13: Exhaust system E65

Index Explanation Index Explanation

1 Catalytic converter 3 Central silencer

2 Vibration decoupling element 4 Rear silencer

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- Exhaust manifold
The exhaust manifold is designed as an air gap-insulated sheet metal
exhaust manifold. Compared to a cast manifold the advantages are:
Drive
- Weight reduction of approx. 1.7 kg
- Higher exhaust gas temperature at the catalytic converter
- Improved response characteristics of the turbocharger

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Design

The individual parts of the exhaust manifold are made of sheet steel and
are welded to form one component.
Drive
In addition to their low weight, sheet metal exhaust manifolds have a
distinctly lower thermal capacity than cast manifolds. External heat loss
is additionally minimized by the air gap insulation. Consequently, the
sheet metal exhaust gas manifold heats up faster than a cast manifold,
thus ensuring the catalytic converter is heated as fast as possible for
effective conversion after a cold start.

KT-10952

Fig. 14: Exhaust manifold (exploded drawing)

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- Turbocharger
The efficiency of the turbocharger was improved by changing the blade
geometry of the turbocharger compressor and turbine. The turbine
Drive
housing was adapted to the modified blade geometry.

Design

The connection of the charge air line at the turbocharger (compressor

outlet) was equipped with a flange coupling (as on the M47TU). The
vacuum unit was positioned higher up.

KT-10825

Fig. 15: Turbocharger

Index Explanation

1 Air gap insulated exhaust manifold

.
2 Exhaust gas outlet at turbine housing

3 Compressor outlet

4 Vacuum unit
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- Catalytic converter
The catalytic converter is designed as an oxidation catalytic converter
with a volume of 2.26 litres.
Drive

- Central silencer
The central silencer is based on the absorption principle with a volume
of 5.4 litres (E60) and 5.8 litres (E65).

- Rear silencer
The rear silencer is based on the reflection principle and has a volume
of 23 litres (E60) and 32 litres (E65).

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Background Material Chapter 8 P.1

Fuel system

The M57TU engine is equipped with the common rail system

Drive (2nd generation Bosch, 1600 bar nominal pressure) familiar from the
M47TU.

- Changes
The common rail system of the M47TU was adapted to the 6-cylinder
M57TU engine in the following areas:

- High pressure pump with increased delivery capacity.

- The electric fuel pump is equipped with volume control and a separate
control unit.
- No auxiliary electric pump.
- The fuel filter is equipped with an electric heater.
- A temperature sensor is used for monitoring the fuel temperature
in the feed line.

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System overview

Drive

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KT-10827

Fig. 16: Fuel system M57TU

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Index Explanation Index Explanation

1 Electric fuel pump 14 Crankshaft incremental sensor

2 Return restrictor 15 Coolant temperature sensor

Drive
3 Suction jet pump 16 Camshaft sensor

4 Heated fuel filter 17 Boost pressure sensor

5 Fuel temperature sensor 18 Hot-film air mass meter (HFM)

6 High pressure pump CP3.2+ 19 Turbocharger (VNT)

7 Volume control valve 20 Vacuum unit and solenoid valve for

EGR

8 High pressure accumulator (rail) 21 Vacuum distributor

9 Rail pressure sensor 22 Vacuum reservoir

10 Pressure control valve 23 Vacuum unit and solenoid valve for

VNT

11 Fuel injector 24 Control unit:

Digital diesel electronics (DDE)

12 Return from pressure control 25 Control unit:

valve Electric fuel pump

13 Pedal position sensor 26 Charge air temperature sensor

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System function
In the first generation common rail system, the rail pressure is
controlled by a pressure control valve on the high pressure pump. The
Drive
high pressure pump delivers the maximum fuel volume irrespective of
the various operating statuses. The fuel is heated by the high pressure
produced by the pump running continuously at its maximum delivery
rate. In connection with a heat exchanger (fuel cooler) located in the
fuel return, the fuel gives off energy in the form of heat.

Two-actuator concept
The two-actuator concept comprises fuel volume control before the
high pressure pump followed by pressure control at the rail.
Pressure in the rail is controlled by the pressure control valve only
during starting and when the coolant temperature is below 19 ºC. Fuel
volume control does not take place thus ensuring the fuel heats up at a
rapid rate. The pressure control valve is still briefly actuated while
coasting by way of rapid pressure reduction.
The volume control valve on the high pressure pump controls the fuel
volume in all other operating modes. Pressure control by the pressure
control valve is not active.
The volume control valve on the intake side of the high pressure pump
is actuated by the DDE control unit. The volume control valve controls
the pump delivery volume such that the high pressure pump only
delivers the amount of fuel that is actually required. This results in a
lower surplus quantity of fuel and therefore in distinctly lower heating of
the fuel.

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Advantages

Volume control reduces the power demand of the high pressure pump
in the engine part-load range. This results in reduced fuel consumption
Drive of up to 6% depending on the engine operating point.
The associated lower heating of the fuel in connection with pressure
generation renders the fuel cooler in the engine compartment unnec-
essary.

Multiple injection

The introduction of the second generation common rail facilitates finer

distribution of the fuel injection per power stroke.

Instead of injecting the fuel in two stages per power stroke (pre-
injection for minimizing noise and main injection for developing power)
as was previously the case, the fuel is now injected in up to 3 stages.
As a result, the engines run even more quietly and produce less
nitrogen oxides and soot particles.

Operating range M47TU M57TU M67 (E65)

Near idle speed 1 pre-injection 2 pre-injections 1 pre-injection

1 main injection 1 main injection 1 main injection

Partial load 1 pre-injection 1 pre-injection 1 pre-injection

1 main injection 1 main injection 1 main injection
1 post-injection

Full load 1 pre-injection 1 pre-injection 1 pre-injection

1 main injection 1 main injection 1 main injection

Maximum output 1 main injection 1 main injection 1 main injection

The following factors enable triple injection:

. - Increased processor capacity of the DDE

- Higher efficiency of the coils in the fuel injectors
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Background Material Chapter 8 P.6

- High pressure pump

The volume-controlled high pressure pump CP3.2+ (Bosch) is used on
the M57TU. At 866 mm3, it now has a greater delivery volume per
Drive
revolution than the CP3.2 (677 mm3) used on the M47TU.

High pressure pumps CP3.2/CP3.2+ are no longer fitted with an

integrated pre-supply pump (gear pump). Volume control has rendered
such a pre-supply pump unnecessary.

The design and functional principle correspond to the high pressure

pump CP3.2 known from the M47TU.

Functional principle

KT-11317

Fig. 17: Functional principle of the high pressure pump

Index Explanation Index Explanation

. 1 Feed 6 Line for lubricating the drive

cam and leakage oil return

2 Volume control valve 7 Drive cam

3 Overflow valve 8 Zero delivery restrictor

4 High pressure connection to rail 9 Throttle for drive cam lubri-

cation
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5 Return
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Background Material Chapter 8 P.7

The electric fuel pump supplies fuel to the high pressure pump via the
feed line (1).

The high pressure pump accommodates three pistons that are raised
Drive
by a common triple cam (7). Springs press the pistons against the drive
cam.

Each cylinder of the high pressure pump features ball valves for fuel
inlet and outlet.

The volume of fuel calculated by the DDE flows via the volume control
valve (2) into the cylinders of the high pressure pump.

During the downward stroke of the pistons, the fuel flows from the
volume control valve into the cylinders of the high pressure pump.

Due to the downward movement of the pistons, the fuel is delivered at

high pressure into the rail (4).

The drive cam is lubricated by the diesel fuel. For lubrication purposes,
a quantity of the fuel flows from the feed (1) via throttle (9) and line (6) to
the drive cam and from here into the return (5) of the high pressure
pump.

An overflow valve (3) is integrated in the high pressure pump. The fuel
now released for delivery by the volume control valve flows via the
overflow valve into the return of the high pressure pump.

A small quantity of fuel can leak out of the closed volume control valve.
To ensure this leakage fuel does not reach the main fuel delivery, it is
routed via the zero delivery restrictor (8) into the return flow (5).

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Background Material Chapter 8 P.8

- High pressure fuel rail

The high pressure fuel rail is mounted on the cylinder head. The rail
sensor and the pressure control valve are secured on the rail. The rail is
Drive
adapted to the increased pressure requirements (1600 bar).

- Rail pressure sensor

The rail pressure sensor is located on the front of the rail.
It measures the current pressure in the rail and sends a voltage signal,
corresponding to the applied pressure, to the DDE.

KT-7507

Fig. 18: Rail pressure sensor

The rail pressure sensor and the pressure control valve are adapted to
the pressure ranges of the 2nd generation common rail system.

.
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 M57TU Engine
Background Material Chapter 8 P.9

- Pressure control valve

The pressure control valve is located at the rear of the rail.
Drive

KT-7503

Fig. 19: Pressure control valve

The purpose of the pressure control valve is to control the pressure in

the rail while starting the engine and when the coolant temperature is
below 19 ºC. It is actuated by the DDE control unit.

.
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 M57TU Engine
Background Material Chapter 8 P.10

- Fuel injectors
The fuel injectors have been designed to comply with the more
demanding requirements of the 2nd generation common rail system.
Drive
Their operating principle remains unchanged.

KT-10960

Fig. 20: Fuel injector

Index Explanation Index Explanation

1 Nozzle needle 6 Electrical connection

2 Valve control spool 7 Fuel return

3 Housing 8 Fuel supply

4 Valve control chamber 9 Valve ball

5 Actuator unit (2/2-way solenoid 10 Supply channel to nozzle

valve)
.
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 M57TU Engine
Background Material Chapter 8 P.11

Technical data

Armature opening and closing time: 200-250 µs

Drive Pickup current: 20 A max. 450 µs
Holding current: 12 A max. 4000 µs
Shortest actuation interval: 0.8 ms (previously: 1.8 ms)

Pressure range: 250 to 1600 bar (start from 120 bar)

Holes: 6

Maximum flow: 450 cm3

.
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 M57TU Engine
Background Material Chapter 8 P.12

Micro-blind hole nozzle

Drive

KT-11096

Fig. 21: Comparison of mini and micro-blind hole nozzle

Index Explanation Index Explanation

1 Mini-blind hole nozzle 3 Blind hole

2 Micro-blind hole nozzle

Using micro-blind hole nozzles instead of mini-blind hole nozzles

reduces the hydrocarbon content of the exhaust gas by approximately
30%. The volume (3) of the blind hole in the micro-blind hole nozzle has
been reduced thus decreasing the volume of fuel in the blind hole.
With the nozzle needle closed, correspondingly less residual fuel can
flow from the blind hole into the combustion chamber.

.
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 M57TU Engine
Background Material Chapter 8 P.13

- Fuel filter with electric filter heater

Drive

KT-10824

Fig. 22: Fuel filter

Index Explanation

1 Electrical connection

2 Line connection from electric fuel pump

3 Retaining clip

4 Fuel filter

5 Line connection to high pressure pump

The electric filter heater prevents paraffin separation in the diesel fuel in
winter.

. The fuel filter with electric heater is secured crash-safe on the left of the
underbody.

The filter heater is inserted in the fuel filter housing and secured with a
clip to prevent it falling out. Simple replacement of the fuel filter is
therefore possible.
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 M57TU Engine
Background Material Chapter 8 P.14

Functional principle

The fuel flows through the electric filter heater (380 W) into the filter
element.
Drive
The electric filter heater features an electronic control circuit with a
pressure switch and a temperature sensor. The pressure switch and
temperature sensor are positioned at the inlet to the fuel filter.

The electric fuel heater switches on under the following conditions

depending on the fuel pressure and fuel temperature:

- On exceeding a certain fuel pressure (in filter inlet) by cold, viscous

fuel.
- On exceeding a certain temperature value (below 2 ºC) of the diesel
fuel.
The electric heating element is powered via terminals 30. The heating
element is activated (terminal 31) on the ground side directly by the
integrated electronic control circuit. Voltage is supplied to the electronic
control via terminal 15.

The filter heater is normally not switched on during operation with

winter diesel.

- Fuel temperature sensor

Installation location

The fuel temperature sensor is located in the feed line between the fuel
filter and high pressure pump (see Chapter DDE5.0 for functional
description).

.
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 M57TU Engine
Background Material Chapter 8 P.15

- Electric fuel pump with volume control

The in-tank pump delivers fuel from the fuel tank to the high pressure
pump.
Drive
The fuel is delivered load-dependent by a control system based on the
engine requirements. This system provides the following advantages:

- The charge status of the alternator and battery is improved by the low
power requirements of the fuel pump.
- The low power intake also reduces the amount of heat given off by the
fuel pump, resulting in reduced fuel heating in the fuel tank.
- Extended service life of the fuel pump.
- No fuel pump relay.

Installation location

The electric fuel pump is located in the fuel tank. The control unit for the
electric fuel pump in the E60 is located in the luggage compartment on
the rear right wheel arch. In the E65 electric fuel pump control is
integrated in the right B-pillar satellite (SBSR).

Design

The fuel pump is designed as a two-stage internal gear pump.

The first stage is the presupply stage. It supplies bubble-free fuel to the
pair of internal gears designed as the second delivery stage. Both
stages are driven by a common electric motor.

.
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 M57TU Engine
Background Material Chapter 8 P.16

Control matching engine requirements (E60)

The DDE sends the fuel requirement via the PT-CAN to the control unit
of the electric fuel pump.
Drive
The control unit for the electric fuel pump uses a pulse width-
modulated signal corresponding to the amount of fuel required by the
engine to drive the electric fuel pump.
In the electric fuel pump control unit, the current pump speed is deter-
mined from the power intake of the fuel pump and the delivered fuel
volume derived from this value.
Following correction based on the relevant pump speed (PWM control
voltage), the required delivery volume is then set via the delivery
characteristic curve coded in the fuel pump control unit.

KT-10956

Fig. 23: Activation of electric fuel pump in E60

Index Explanation

1 Electric fuel pump

2 Digital diesel electronics (DDE)

. 3 Electric fuel pump control unit

4 Rear power distribution box

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 M57TU Engine
Background Material Chapter 8 P.17

Control matching engine requirements (E65)

Electric fuel pump control and fuel cut-out in the event of a crash are an
integral part of the ISIS (Intelligent Safety Integration System).
Drive
The DME transmits the fuel requirement via PT-CAN and byteflight to the
right-hand B-pillar satellite (SBSR).
Electric fuel pump control is integrated in the SBSR. (The SBSR
controls the front right seat belt force limiter and the fuel pump.)
The SBSR uses a pulse width-modulated signal corresponding to the
amount of fuel required by the engine to drive the electric fuel pump.
In the SBSR, the current pump speed is determined from the power
intake of the fuel pump and the delivered fuel volume derived from this
value.
Following correction based on the relevant pump speed (PWM control
voltage), the required delivery volume is then set via the delivery
characteristic curve coded in the SBSR.

.
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 M57TU Engine
Background Material Chapter 8 P.18

Drive
KT-7872

Fig. 24: Fuel request signal progression

Index Explanation

DME Digital Motor Electronics

PT-CAN Powertrain CAN

ZGM Central Gateway Module

byteflight byteflight

SIM Safety and Information Module

SBSR B-pillar satellite, right

EKP Electric fuel pump

KL.15 Terminal 15

KL.30 Terminal 30

KL.31 Terminal 31

Possible faults/effects

In the event of the fuel volume requirements signals from the DDE and
the pump speed signal in the electric fuel pump control unit failing, the
fuel pump continues to operate at maximum delivery rate with
terminal 15 activated.
This ensures fuel supply is maintained even if the control signals fail.

.
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 M57TU Engine
Background Material Chapter 9 P.1

Digital Diesel Electronics (DDE)

The following engine management systems are used for the M57TU
Drive engine:

Control unit designation Model series/engine

DDE506 E65/M57TU
E46/M57TU

DDE508 E60/M57TU

The engine management systems DDE506/508 are based on the

engine management DDE5.0 already known from the M47D20TU.

The engine management systems DDE506 and DDE508 differ with

regard to their programming and vehicle-specific functions (e.g. air flap
control in DDE508 only).

All changes to the DDE506/508 in the M57TU compared to DDE5.0 in

the M47D20TU are described in this chapter.

.
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 M57TU Engine
Background Material Chapter 9 P.2

- Changes
New hot-film air mass meter HFM 6.4.
Drive
Use of the preheating system known from the M47TU (see M57TU,
Preheating system).

For the purpose of using the M57TU in the E60 the air flap control is
activated by the DDE508 (for EU cars only).

Evaluation of the fuel temperature by a temperature sensor in the feed

line to the common rail high pressure pump.

The use of the 2nd generation common rail system renders the electric
fuel pump relay and the auxiliary electric fuel pump unnecessary.

The energy management software (vehicle electrical system) is

integrated in the DDE (see E60, Energy management).

Automatic start function for vehicles with SMG and automatic trans-
mission.

Activation of the DDE main relay.

.
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 M57TU Engine
Background Material Chapter 9 P.3

System overview
- Inputs/outputs
Drive

.
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Digital Diesel Electronics (DDE)

KT-10837

Fig. 25: System overview DDE506/508

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 M57TU Engine
Background Material Chapter 9 P.4

Index Explanation Index Explanation

1 DDE control unit 16 Car access system (CAS)

2 Brake pedal switch (and clutch 17 DDE main relay

Drive
pedal switch)

3 Accelerator pedal module (FPM) 18 E-box fan

4 Thermal oil level sensor (TÖNS) 19 Auxiliary heater

5 Hot-film air mass meter (HFM) 20 Starter relay (E65 only)

6 Camshaft sensor (NWG) 21 Starter

7 Crankshaft sensor (KWG) 22 Fan activation

8 Oil pressure switch 23 Air flap control (E60 only)

9 Coolant temperature sensor 24 Exhaust gas recirculation valve

(EGR)

10 Boost pressure sensor 25 Valve for engine mount control

11 Rail pressure sensor 26 Valve for swirl flaps

12 Charge air temperature sensor 27 Valve for turbocharger (VNT)

13 Fuel temperature sensor 28 Volume control valve

14 Alternator 29 Rail pressure valve

15 Preheating control unit (GSG) 30 Fuel injectors, cylinders 1-6

.
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 M57TU Engine
Background Material Chapter 9 P.5

- System circuit diagram

Drive

KT-10838

Fig. 26: System circuit diagram DDE506/508, Part 1

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 M57TU Engine
Background Material Chapter 9 P.6

Drive

KT-10839

Fig. 27: System circuit diagram DDE506/508, Part 2

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 M57TU Engine
Background Material Chapter 9 P.7

Index Explanation Index Explanation

1 DDE5 control unit 20 Coolant temperature sensor

2 Ground connection 21 Charge air temperature sensor

Drive
3 Brake pedal switch (and clutch 22 Fuel temperature sensor
pedal switch)

4 Car access system (CAS) 23 Output, terminal 15 for other

control units

5 Alternator 24 Camshaft sensor (NWG)

6 Accelerator pedal module (FPM) 25 Hot-film air mass meter (HFM)

7 Thermal oil level sensor (TÖNS) 26 Valve for engine mount control

8 DDE main relay 27 Exhaust gas recirculation valve

(EGR)

9 Terminal 15 28 Valve for turbocharger (VNT)

10 E-box fan 29 Valve for swirl flaps

11 Starter relay (E65 only) 30 Rail pressure valve

12 Auxiliary heater 31 Volume control valve

13 Fan control unit 32 Rail pressure sensor

14 Fan motor 33 Fuel injector, cylinder 1

15 Air flap control (E60 only) 34 Fuel injector, cylinder 2

16 Preheating control unit (GSG) 35 Fuel injector, cylinder 3

17 Oil pressure switch 36 Fuel injector, cylinder 4

18 Crankshaft sensor (KWG) 37 Fuel injector, cylinder 5

19 Boost pressure sensor 38 Fuel injector, cylinder 6

.
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 M57TU Engine
Background Material Chapter 9 P.8

Pin assignments of DDE5 M57D30TU

Pin No. Assignment Abbreviation Explanation

Drive
1-01 Used I4 Injector 4

1-02 Used I6 Injector 6

1-03 Used I5 Injector 5

1-04 Not used --- ---

1-05 Not used --- ---

1-06 Used NTC Charge air temperature sensor

1-07 Used NTC Coolant temperature sensor

1-08 Not used --- ---

1-09 Not used --- ---

1-10 Used MÖ Oil pressure switch

1-11 Used Fuel temperature sensor

1-12 Not used --- ---

1-13 Not used --- ---

1-14 Used NWG Camshaft sensor "ground"

1-15 Used KWG Crankshaft sensor "ground"

1-16 Not used --- ---

1-17 Not used --- ---

1-18 Used A1 Switch terminal 15 "input"

1-19 Not used --- ---

1-20 Not used --- ---

1-21 Not used --- ---

1-22 Used TXD2 Diagnosis jumper, "automatic transmission"

1-23 Not used --- ---

. 1-24 Used Engine mount control

1-25 Used I4 Injector 4

1-26 Used Injector 6

1-27 Used I5 Injector 5

1-28 Not used --- ---

HGK-E60_M57TU_0321_UPDATE.frb,

1-29 Not used --- ---

Digital Diesel Electronics (DDE)

1-30 Used RDS Rail pressure sensor Usupply

1-31 Not used --- ---

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 M57TU Engine
Background Material Chapter 9 P.9

Pin No. Assignment Abbreviation Explanation

1-32 Used LD Boost pressure sensor Usupply

1-33 Not used --- ---

Drive
1-34 Not used --- ---

1-35 Not used --- ---

1-36 Not used --- ---

1-37 Not used --- ---

1-38 Used TÖNS Thermal oil level sensor

1-39 Used KWG Crankshaft sensor

1-40 Not used --- ---

1-41 Not used --- ---

1-42 Not used --- ---

1-43 Not used --- ---

1-44 Used K1 Main relay "ground"

1-45 Used HFM Hot-film air mass meter (HFM6)

1-46 Used HFM Hot-film air mass meter (HFM6)

1-47 Used HFM Hot-film air mass meter (HFM6)

1-48 Not used --- ---

1-49 Used I1 Injector 1

1-50 Used I3 Injector 3

1-51 Used I2 Injector 2

1-52 Not used --- ---

1-53 Not used --- ---

1-54 Used LD Boost pressure sensor

1-55 Used HFM Hot-film air mass meter

1-56 Used RDS Rail pressure sensor

. 1-57 Used Fuel temperature sensor

1-58 Not used --- ---

1-59 Not used --- ---

1-60 Not used --- ---

1-61 Not used --- ---

HGK-E60_M57TU_0321_UPDATE.frb,

1-62 Used NWG Camshaft sensor

Digital Diesel Electronics (DDE)

1-63 Not used --- ---

1-64 Used I4 Injector 4

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Background Material Chapter 9 P.10

Pin No. Assignment Abbreviation Explanation

1-65 Not used --- ---

1-66 Not used --- ---

Drive
1-67 Used PT-CAN PT CAN, low

1-68 Used GSG Control unit interface to preheating control unit

1-69 Used BSD Bit-serial data interface (alternator)

1-70 Used GSG Preheating control unit "ground"

1-71 Used MRV Volume control valve (CP3+)

1-72 Used DRV Pressure control valve, rail

1-73 Used I1 Injector 1

1-74 Used I3 Injector 3

1-75 Used I2 Injector 2

1-76 Not used --- ---

1-77 Not used --- ---

1-78 Used RDS Rail pressure sensor

1-79 Not used --- ---

1-80 Used LD Boost pressure sensor "ground"

1-81 Not used --- ---

1-82 Used NTC Coolant temperature sensor

1-83 Used NTC Charge air temperature sensor

1-84 Not used --- ---

1-85 Not used --- ---

1-86 Used TÖNS Oil level sensor

1-87 Used KWG Crankshaft sensor

1-88 Not used --- ---

1-89 Not used --- ---

. 1-90 Not used --- ---

1-91 Used PT-CAN Powertrain CAN high

1-92 Not used --- ---

1-93 Used VNT Variable nozzle turbine actuator

1-94 Used AGR Exhaust gas recirculation

HGK-E60_M57TU_0321_UPDATE.frb,

1-95 Used DKS Swirl control flap actuator

Digital Diesel Electronics (DDE)

1-96 Not used --- ---

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Background Material Chapter 9 P.11

Pin No. Assignment Abbreviation Explanation

2-01 Used Battery positive via main relay

Drive
2-02 Used Battery negative

2-03 Used Battery positive via main relay

2-04 Used Battery negative

2-05 Used Battery positive via main relay

2-06 Used Battery negative

2-07 Used A1 Switch terminal 15 / "input"

2-08 Used TXD 2 Diagnosis

2-09 Used Terminal 15

2-10 Used CAS Car access system

2-11 Not used --- ---

2-12 Used IHR/IHKA Request for auxiliary heating

2-13 Not used --- ---

2-14 Used Bi-directional alternator interface (E60 only)

2-15 Not used --- ---

2-16 Not used --- ---

2-17 Not used --- ---

2-18 Not used --- ---

2-19 Used E-box fan

2-20 Not used --- ---

2-21 Not used --- ---

2-22 Not used --- ---

2-23 Used S2 Brake light test switch

2-24 Not used --- ---

2-25 Not used --- ---

.
2-26 Not used --- ---

2-27 Not used --- ---

2-28 Not used --- ---

2-29 Used FPM Accelerator pedal module

HGK-E60_M57TU_0321_UPDATE.frb,

2-30 Used FPM Accelerator pedal module

Digital Diesel Electronics (DDE)

2-31 Used LKS Air flap control (E60 only)

2-32 Not used --- ---

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 M57TU Engine
Background Material Chapter 9 P.12

Pin No. Assignment Abbreviation Explanation

2-33 Used PT-CAN Powertrain CAN low

2-34 Used Starter relay, automatic start

Drive
2-35 Not used --- ---

2-36 Used S2 Brake light switch

2-37 Not used --- ---

2-38 Not used --- ---

2-39 Used FPM Accelerator pedal module

2-40 Used L Engine fan control

2-41 Not used --- ---

2-42 Not used --- ---

2-43 Used FPM Accelerator pedal module

2-44 Used EDH Auxiliary heater activation (E60 only)

2-45 Not used --- ---

2-46 Used PT-CAN Powertrain CAN high

2-47 Not used --- ---

2-48 Not used --- ---

2-49 Not used --- ---

2-50 Used S1 Clutch switch

2-51 Not used --- ---

2-52 Used FPM Accelerator pedal module

2-53 Used Engine speed signal

2-54 Not used --- ---

2-55 Not used --- ---

2-56 Used FPM Accelerator pedal module

2-57 Not used --- ---

. 2-58 Not used --- ---

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 M57TU Engine
Background Material Chapter 9 P.13

Components
Sensors
Drive
- Accelerator pedal module (FPM)
- Hot-film air mass meter (HFM)
- Boost pressure sensor
- Coolant temperature sensor
- Fuel temperature sensor
- Rail pressure sensor
- Charge air temperature sensor
- Camshaft sensor (NWG)
- Thermal oil level sensor (TÖNS)
- Crankshaft sensor (KWG)

Actuators

- Fuel injectors 1-6

- Volume control valve
- Pressure control valve
- Solenoid valve for turbocharger (VNT)
- Solenoid valve for exhaust gas recirculation (EGR)
- Solenoid valve for swirl flaps
- Solenoid valve for engine mounts
- Electric magnet for air flap control (E60 only)
.
- E-box fan
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Background Material Chapter 9 P.14

Switches

- Brake light switch/brake light test switch

Drive - Oil pressure switch
- Clutch switch

Relays

- Main relay
- Starter relay (E65 only)

Interfaces

- BSD interface (generator, preheating control unit)

- PT CAN

.
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Background Material Chapter 9 P.15

- Hot-film air mass meter (HFM 6.4)

The hot-film air mass meter HFM 6.4 is used together with DDE506/508
(M57TU). The HFM 6.4 is designed for an air throughput rate of up to
Drive
640 kg air/h.

The HFM 6.4 measures the air mass intake within very close tolerances
so as to permit precise control of the exhaust gas recirculation as well
as optimum configuration of the smoke limit. This is important for
complying with current and future emission limits.

Functional principle

The principle design of the HFM 6.4 corresponds to that of the HFM 5
previously used. The hot-film air mass meter HFM 6.4 is powered with
system voltage.

A new feature is that the sensor signal is digitized already in the

HFM 6.4. The digitized signal is transferred frequency-modulated to the
DDE.

In order to be able to compensate for the temperature influences, the

air mass signal is referred to the changing temperature signal.

KT-11097

Fig. 28: Signal progression HFM 6.4

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Background Material Chapter 9 P.16

Position Explanation

A Air mass signal

B Air mass
Drive
C Temperature signal

1 Air mass signal (A) referred to air mass (B) and temperature signal (C).

2 The period duration of the air mass signal (A) is shortened at increased air
mass (B).

3 The period duration of the air mass signal (A) is extended at decreased air
mass (B).

4 The period duration of the air mass signal (A) is extended in connection with
temperature increase (C) and constant air mass (B) in order to compensate for
temperature influences.

5 At increased air mass (B), the period duration of the air mass signal is shortened
while taking the temperature signal (C) into consideration.

The HFM 6.4 features a 4-pin connector. The input and output signals
are listed in the following table.

Pin Explanation

1 Input for supply voltage/system voltage

2 Output for air mass signal (period duration)

3 Output for air temperature signal (pulse duty factor) and

reference frequency (period duration)

4 Ground connection HFM 6.4 (signal and power ground)

.
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 M57TU Engine
Background Material Chapter 9 P.17

- Air flap control

The electric magnet for the air flaps (for controlling the fresh air supply
to the cooling module) is actuated by the DDE.
Drive

Functional principle

The electric magnet is activated by the DDE on the ground side. The
voltage is supplied via terminal 87.

The air flaps are held closed when the electric magnet is energized.

The flaps are no longer held closed when the electric magnet is deacti-
vated by the DDE. The flaps can now be opened by the air-stream or by
the air flow of the sucking electric fan.

The electric magnet is de-energized by the DDE when one of the

following values is reached.

Index Value

Engine speed < 192 1/min

Road speed 0

Radiator outlet temperature 90º

Transmission fluid temperature (automatic 110º

transmission)

Electric fan request by IHKA Stage 5 (of 16)

Intake air temperature (from HFM) 60º

Engine oil temperature 130º

Engine load 100% (curve 98.83%)

.
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Background Material Chapter 9 P.18

- Fuel temperature sensor

Installation location
Drive
The fuel temperature sensor is located in the feed line between the fuel
filter and high pressure pump.

Functional principle

The high pressure pump produces pressure waves while delivering fuel
to the fuel rail. These pressure waves have an effect on the injection
volume and must therefore be taken into consideration when calculating
the injection time.

The pressure wave period from the rail to the fuel injectors is dependent
on the fuel temperature. A fuel temperature sensor is used to facilitate
inclusion of the pressure wave period in the calculation of the injection
time.
The fuel temperature sensor receives its 5 Volt voltage supply from the
DDE.

.
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 M57TU Engine
Background Material Chapter 9 P.19

- Preheating system
The preheating system for the M57TU has been fundamentally re-
engineered in order to meet the more stringent legal requirements and
Drive
customer expectations. The emission behaviour of the noise quality and
starting performance have been improved.
The preheating system was essentially adopted from the M47TU and
adapted to the M57TU (number of cylinders).

Changes

The M57 preheating system was changed in the following areas to suit
the M57TU:

- Preheating control unit with bi-directional interface with digital diesel

electronics (DDE).
- The preheating control unit is mounted on the engine.
- Performance-optimized sheathed-element glow plugs with increased
preheating temperature.

Advantages

The short preheating time makes it possible for the driver to start the
engine "free of preheating."

Spontaneous starting is possible at temperatures of up to -5 ºC. At

-20 ºC a time of only 2 seconds is required before starting the engine.
With regard to the starting characteristics, there is no noticeable
difference compared to the petrol engine.

Thanks to the new preheating system, the automatic start function can
be used for the first time on a diesel engine vehicle.
.
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 M57TU Engine
Background Material Chapter 9 P.20

System overview

Drive

KT-10964

Fig. 29: Block diagram of preheating system

Index Explanation Index Explanation

1 DDE506/508 control unit 5 Glow plug 3

2 Preheating control unit 6 Glow plug 4

3 Glow plug 1 7 Glow plug 5

4 Glow plug 2 8 Glow plug 6

.
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 M57TU Engine
Background Material Chapter 9 P.21

System function

In the preheating systems used to date, the load current of the glow
plug is switched on and off via the preheating relay.
Drive
The glow plugs of the M57TU are actuated by a pulse width-modulated
(PWM) signal. Each glow plug is switched on and off individually by its
own output stage.
Due to the pulse width modulation, the effective voltage at the glow
plugs can be varied such that a constant temperature of approx.
1000 ºC is established over the entire operating range. An additional
advantage is that each glow-plug circuit can be diagnosed individually.

KT-10965

Fig. 30: PWM activation of the glow plugs

Index Explanation

1 PWM signal

2 Effective voltage
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 M57TU Engine
Background Material Chapter 9 P.22

The preheating system consists of the DDE control unit, an electronic

glow plug control unit and power-optimized quick-start glow plugs.
There is no preheating relay. In contrast with the standard glow plugs
Drive used in other engines, these quick-start glow plugs are designed for a
voltage range from 5.3 to 7.8 Volts.
Vehicle system voltage can even be applied for a brief period during
prestart heating. The quick-start glow plugs need approximately 60%
less energy to reach a temperature of approximately 1000 ºC. By the
same token, power consumption during heating is down by 60% and
this in turn significantly reduces the load on the vehicle's electrical
system.
Important features distinguishing this system from conventional
preheating systems include:
- When the engine is running, the glow plugs are actuated in pulse-
width-modulated mode in a voltage range from 5.3 to 7.8 Volts
- Output stages in the preheating control unit assume the function of
the preheating relay
- An emergency heating function is implemented
- The system uses quick-start glow plugs
- Each of the six preheating circuits can be diagnosed individually

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 M57TU Engine
Background Material Chapter 9 P.23

Components

Preheating control unit

Drive
The preheating control unit with diagnostic capabilities mounted on the
engine communicates with the DDE control unit via the bi-directional
data interface.
All electrical connections are carried by a two-part connector system
integrated into the housing.

KT-10966

Fig. 31: Connector of the preheating control unit

Index Explanation

1 High current connection (terminal 30)

2 Connection for voltage supply, control signals and glow plugs

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 M57TU Engine
Background Material Chapter 9 P.24

Drive

KT-10970

Fig. 32: Location of preheating control unit on engine block

Index Explanation

1 Glow plugs

2 Preheating control unit

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 M57TU Engine
Background Material Chapter 9 P.25

With regard to its mechanical and electrical layout, the preheating

control unit is designed so as to facilitate direct mounting on the
engine.
Drive Advantage:
- Shorter high current connection between the preheating control unit
and quick-start glow plugs.
The heating power is determined by the DDE as a function of defined
operating statuses, e.g. temperature, engine speed and load status, and
transferred via the bi-directional interface to the preheating control unit.
The preheating control unit implements the request and sends
diagnosis and status information back to the DDE on request.

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 M57TU Engine
Background Material Chapter 9 P.26

Glow plug activation

The preheating control unit receives the preheating requests (activation

profile) for the various preheating functions such as start, operational or
Drive diagnosis preheating from the DDE. The illustration below shows a
typical activation profile and the corresponding temperature
progression of the glow plugs.

KT-10967

Fig. 33: Activation profile and temperature progression of glow plugs

Index Explanation Index Explanation

1 Temperature 4 Voltage (V)

2 Temperature progression 5 Time (s)

3 Current (A) 6 Current (A); voltage (V)

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 M57TU Engine
Background Material Chapter 9 P.27

In clocked operation, not all the glow plugs are activated and deacti-
vated simultaneously but rather in succession. This prevents faults in
the vehicle electrical system caused by the periodic activation and
deactivation of very high currents (up to 120 A).
Drive
Switching loads on and off can produce fluctuations in the system
voltage.
In the case of conventional glow plug systems, this can result in the
glow plugs failing to achieve the required operating temperature.
In the new preheating system, the voltage at the glow plugs is kept
constant on the account of pulse-width-modulated activation. Voltage
fluctuations in the vehicle electrical system thus have no effect on the
glow plugs and their temperature.

Precondition:
The system voltage must be higher than the rated voltage of the glow
plugs.

Quick-start glow plugs

The power-optimized quick-start glow plugs are characterized by low

power requirements together with shortened response times.
The reduction in power requirements and associated operation in the
low voltage range are achieved by the fact that only the tip of the glow
tube protruding into the combustion chamber burns.
To ensure that only the tip glows, these quick-start glow plugs have
much shorter heating and control coils than conventional glow plugs
(see following illustration).

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 M57TU Engine
Background Material Chapter 9 P.28

Drive

KT-10968

Fig. 34: Comparison of M57TU and M57 glow plugs

Index Explanation Index Explanation

A Quick-start glow plug B Glow plug (standard)

a Tip of glow plug tube b Glow tube (standard)

1 Shorter control coil 2 Control coil (standard)

3 Heating coil 4 Heating coil (standard)

5 Identification groove

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 M57TU Engine
Background Material Chapter 9 P.29

The quick-start glow plugs differ in appearance from the glow plugs of
the M57 by their identification groove in the housing and their silver-
coloured surface (see previous illustration).
Drive Other advantages include:
- Longer service life
- Good load bearing characteristics
- Higher oxidation resistance

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 M57TU Engine
Background Material Chapter 9 P.30

System statuses

Defective output stages in the preheating control unit

Drive
A corresponding fault code is entered in the DDE fault code memory if
an output stage in the preheating control unit is permanently defective.
If an output stage is permanently conductive, its glow plug acts like a
fuse and blows after a few seconds. This prevents the battery from
running flat.

Open load circuit

The power consumption of the glow plugs is monitored in the

preheating control unit. If actuation is correct and the monitored current
drops below a defined threshold, the glow plug circuit in question is
flagged as "open."

Short-circuited load circuit

In the event of a short-circuit to ground, the load circuit is deactivated

by the output stage (Mosfet) of the corresponding circuit. The fault
condition is detected by the system. After a brief pause, pulse-width-
modulated current is again applied to the load circuit. If the same fault
condition persists, the load circuit is shut down completely. This
precaution ensures reliable diagnosis of a short-circuit by suppressing
reactions to sporadic faults. The entry in the fault code memory is
deleted when the DDE control unit has been read.

Housing temperature exceeded

The temperature of the preheating control unit is constantly monitored

by means of a temperature sensor mounted on the circuit carrier.If the
temperature exceeds the permissible value of approx. 120 ºC, the load
. circuits are deactivated and the "overtemperature" information is stored
in the fault code memory.
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 M57TU Engine
Background Material Chapter 9 P.31

Overvoltage protection

In the event of a supply voltage that is above the maximum operating

voltage even after several measurements, the output stages are no
Drive longer switched until the voltage at terminal 30 of the preheating
control unit has again reached the specified supply voltage level.

No supply voltage

The supply voltage at terminal 30 is constantly monitored by the

preheating control unit. If the preheating control unit detects voltage
too low or no voltage "open circuit" is entered in the fault code memory
of the DDE control unit.

No communication with DDE

- While starting:
The emergency preheating function is started automatically if the
preheating control unit detects no activity on the communication line
within one second after activation by terminal 15.
- During operation:
Preheating is terminated automatically if the preheating control unit
receives no feedback (4 synchronization signals) from the DDE within
33 seconds during normal operation.

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 M57TU Engine
Background Material Chapter 9 P.32

Heating functions

Start heating
Drive
In order to start the engine, system voltage is briefly applied to the glow
plugs (approx. 1 - 2 seconds) at a current of 10.5 amps. This is long
enough to bring the glow plugs up to a temperature of approximately
1000 ºC. Subsequently, the effective voltage at the glow plugs is
reduced to approximately 5.3 Volts by pulse width modulation. This
voltage is sufficient to maintain the glow plug tips at an operating
temperature of 1000 ºC.

Diagnosis heating

In "diagnosis heating" mode, all the glow plugs are operated at reduced
heating power. The "diagnosis" command from the DDE control unit
starts a continuous power supply to the glow plugs.

Emergency heating

The emergency heating function makes it possible to start the engine

relatively quickly if communication fails, e.g. a line break (open circuit)
between the preheating control unit and the DDE. The emergency
heating function is started when terminal 15 is active and there is no
control signal from the DDE. Under these conditions the glow plugs are
actuated regardless of the engine's operating state.

Diagnosis

Diagnosis is handled by the DDE. Each glow plug circuit can be

diagnosed individually.

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Background Material Chapter 9 P.33

- Automatic start
For the first time on diesel engines, the digital diesel electronics (DDE)
system now features the automatic start function. The automatic start
Drive
function will be fitted on all diesel engines in connection with SMG and
automatic transmission.

With the automatic start function, the start relay is activated by the DDE
until the engine reaches a defined speed (temperature-dependent).

The DDE requires the start enable (terminal 50) from the car access
system (CAS) to start the engine. The electronic vehicle immobilizer
(EWS) is also integrated in the CAS.

The start relay is activated by the DDE, taking the engine speed and
temperature into consideration. On the E60, the start relay is integrated
in the CAS (see CAS system overview). Activation of the start relay,
however, is the same on both vehicles.

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 M57TU Engine
Background Material Chapter 9 P.34

Drive

KT-11114

Fig. 35: System overview, automatic start E65M67/M57TU

Index Explanation Index Explanation

1 Car access system (CAS) 5 Starter (solenoid switch)

2 Digital diesel electronics (DDE) 6 Starter relay

3 Coolant temperature sensor START Activation of starter relay by DDE

(engine temperature)

4 Crankshaft sensor EWS Electronic vehicle immobilizer

(engine speed)

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 M57TU Engine
Background Material Chapter 9 P.35

Drive

KT-11113

Fig. 36: System overview, automatic start E60M57TU

Index Explanation Index Explanation

1 Car access system (CAS) 5 Starter (solenoid switch)

2 Digital diesel electronics (DDE) START Activation of starter relay by DDE

3 Coolant temperature sensor EWS Electronic vehicle immobilizer

(engine temperature)

4 Crankshaft sensor
(engine speed)

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 M57TU Engine
Background Material Chapter 9 P.36

CAS functions

Terminal 50 activation: engine start

Drive
Terminal 50 is used to start the engine. Terminal 50 is activated by
pressing the start/stop button (E65) or turning the ignition key (E60).

- The start procedure is subject to following preconditions:

- Remote control is valid and locked in position (transponder
authorization).
- Brake operation: When active, the brake is detected either via the
direct line of the brake light switch or redundantly via the CAN signal
from the dynamic stability control (DSC). An incorrect brake signal
from a defective or disconnected brake light switch is interpreted as
a "plausibility fault" as soon as the brake pressure is greater than
10 bar.
A check control message is output if one of the two signals fails.
Engine start is enabled by pressing the start/stop button again.
- Selector lever of automatic transmission in position P and N (park and
neutral): The selector lever position is detected by the direct P-signal
or via a CAN signal.
The engine can be started when at least one of these signals is
applied.
- No start repeat lock (start repeat lock cuts in at an engine speed
higher than 1000 rpm).
The start lock is activated if these preconditions are not fulfilled. The
engine cannot be started.

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Background Material Chapter 9 P.37

Terminal 50 activation: start termination

The start termination function serves the purpose of protecting the

starter: The starter does not turn in or with the engine when already
Drive running.
Start termination is activated when the starter solenoid switch is deacti-
vated.

The following terminal 50 termination criteria apply for CAS:

- No "brake operated" message: Engine start is terminated if no "brake

operated" message is received within max. 200 milliseconds after
pressing the start/stop button. The engine can be started if only one
of the two redundant brake operating signals is applied (see above
"Terminal 50 activation").
- No continuous "brake operated" message: The engine start is
terminated if the brake is not operated continuously during the start
procedure.
- Timeout elapsed: The maximum starter running time of 21 seconds
has elapsed.
- Selector lever in invalid position: not in P or N.
- The start/stop button is pressed repeatedly:
The engine starts the first time the start/stop button is pressed. The
start procedure is terminated the second time the start/stop button is
pressed.
- The engine speed is higher than 1000 rpm.
- DDE signals "engine running" status.
- Starter short-circuit/overload detected by CAS.

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 M57TU Engine
Background Material Chapter 9 P.38

Terminal 50 activation times

The monitored activation times of terminal 50 protect the starter from

overload. The activation times of terminal 50 are:
Drive
- Max. 21 seconds. A repeated attempt is immediately possible.
- The activation time is reduced by 2 seconds after each repeated
attempt until a minimum activation time of 3 seconds is reached.
- The activation time is increased again by 2 seconds (up to maximum
21 seconds) if the start/stop button is pressed for longer than the
previous activation time.

Terminal 50 E activation: transfer of start request to DDE

Terminal 50 E is activated in order to transfer the start request to the

DDE.
The signal of terminal 50 E is logically identical to the signal of
terminal 50.

Terminal 50 L activation: starter solenoid switch

Terminal 50 L is activated in order to switch on the starter solenoid

switch. The signal of terminal 50 L is logically identical to the signal of
terminal 50 (except for an afterrunning function when switching off to
allow for disengagement for the pinion).

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 M57TU Engine
Background Material Chapter 9 P.39

Start repeat lock

The start repeat interlock prevents the starter motor engaging in the
engine while already running. Supplementary to the start lock, the start
Drive repeat interlock is effective at terminal 15 status "on" under following
circumstances:

- Terminal 50 start position was activated once.

- Engine speed is higher than 1000 rpm.
- The start repeat interlock is cancelled by:
- Engine speed lower than 1000 rpm.
- Return to terminal R status "on" (by turning off the engine).

- DDE main relay

The DDE main relay in the E60 is supplied with power by the DDE
throughout the bus activity. Voltage is thus applied at all the actuators
which are supplied with power via terminal 87 throughout the bus
activity.

This activation of terminal 87 is necessary for the function of the bit-

serial data interface (BSD). The BSD is supplied with power by the DDE
via terminal 87 and a pull-up resistor.

The following components communicate with the DDE via the bit-serial
data interface:

- Alternator
- Intelligent battery sensor (IBS)

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