Product information.
Air Intake and Exhaust System -
Diesel.
BMW Service
The information contained in the Product Information and the Workbook form an integral part of
the training literature of BMW Aftersales Training.
Refer to the latest relevant BMW Service information for any changes/supplements to the
technical data.
Contact: conceptinfo@bmw.de
© 2007 BMW AG
München, Germany
Reprints of this publication or its parts require the written approval of
BMW AG, München
VS-12 Aftersales Training
Product Information
Air Intake and Exhaust System -
Diesel.
Peak performance with optimized fresh air
supply
Minimum pollutants
Perfect sound
Notes on this Product Information
Symbols used
The following symbols are used in this Product Information to improve
understanding and to highlight important information:
Introduction 3
General requirements 3
System overview 9
Overview 9
System overviews of current engines 15
System components 27
Unfiltered air duct 27
Intake silencer 28
Exhaust turbocharger 29
Intercooler 35
Sensors - air intake system 38
Throttle valve 41
Intake air manifold 42
Exhaust manifold 44
Exhaust gas recirculation 45
Exhaust turbocharger 53
Sensors - exhaust system 61
Oxidation catalytic converter 70
Diesel particulate filter 74
Particulate trap catalytic converter 79
Silencer 81
Vacuum system 89
Summary 103
Points to remember 103
Test questions 109
Questions 109
Answers to questions 113
3
Objectives.
Air Intake and Exhaust System - Diesel.
1
3
2
4
Introduction.
Air Intake and Exhaust System - Diesel.
General requirements
The air intake system supports the charge Formerly, the counterflow cylinder head still
cycle process. The higher the delivery rate, the had the advantage of effective mixture
more effective the charge cycle. The term preheating for cold start by the exhaust
delivery rate refers to the ratio between the manifold arranged below it. However, this
actual and theoretically possible cylinder advantage proved to be a disadvantage once
charge. A large volume of air additionally the engine reached operating temperature.
means a higher oxygen content in the cylinder For this reason, intake air preheating
charge. The oxygen content is also higher in (subsequently also thermostatically It is necessary to implement
air that has been compressed to some extent controlled) has become less and less appropriate design measures on the
air intake and exhaust system in
thus shortening the combustion paths. prevalent. The only remaining disadvantage of order to be able to meet the
the cross-flow cylinder head is the division of emission limits specified throughout
The introduction of the transverse flow the world. The design of the air
the engine into a warm exhaust side and a cold intake and exhaust system differs for
cylinder head was key in achieving an different types of engine.
intake side. Design measures and
improved cylinder charge. In this cylinder
corresponding material selection are required
head, the intake and exhaust are not arranged
to compensate for this disadvantage.
on one side (counterflow cylinder head) but
rather on different sides of the displacement Ever greater significance is being attached to
engine. The incoming fresh gasses are able to the typical sound a specific model makes. In
exit the combustion chamber in virtually the recent years, the significance of the sound
same direction with no flow-back. This design made by the different models can be
layout also made possible the use of multi- measured by the attention paid to this topic in
valve technology with optimum cross sections the motor press.
for the valves and ideal central arrangement of
the injection nozzles.
3
4
4
4
5
4
6
4
4 - Exhaust emission limits, comparison of EURO specification, US specification and Japan specification
7
4
Preconditions
Intake system Exhaust system
The task of the intake system is to supply the The task of the exhaust system is to provide
engine with as much cool fresh air as possible. the necessary noise damping, low exhaust
The lower the flow losses, the higher the backpressure and the necessary exhaust gas
output yield and torque. treatment.
The intake system consists of the following The exhaust system consists of the following
individual components: components:
• Unfiltered air duct • Exhaust manifold
• Intake silencer • Exhaust gas recirculation
• Hot-film air mass meter – Exhaust gas recirculation valve
• Filtered air duct – Exhaust gas recirculation cooler
• Blow-by gas connection – Exhaust gas recirculation bypass
actuator
• Exhaust turbocharger
• Exhaust turbocharger
• Intercooler
• Sensors
• Charge air temperature sensor
– Exhaust temperature sensor
• Throttle valve
– Oxygen sensor
• Inlet for exhaust gas recirculation
– Exhaust backpressure sensor
• Intake air manifold
• Oxidation catalytic converter
• Boost pressure sensor
• Diesel particulate filter
• Swirl flaps
• Primary silencer
• Swirl flap actuator
• Intermediate silencer
In the meantime, the intake system is made
from aluminium or plastic. The plastic material • Rear silencer
is heat resistant up to a temperature of 140 °C
– Tail pipe
and, compared to aluminium, provides a
further weight saving of up to one third. On the – Exhaust flap
inside, the intake system should exhibit
smooth surfaces and no steps. The first
section of the air system and the transition to
the air cleaner also require particular
meticulous design.
The average flow rate in the intake pipe is
approx. 50-200 m/s.
8
5
System overview.
Air Intake and Exhaust System - Diesel.
Overview
9
5
N47D20T0 Engine
10
5
The unfiltered air (A) that is drawn in reaches From the intercooler, the now cooled charge
intake silencer (2) through the intake snorkel air (D) flows via charge air pipe (9) past charge
(not shown) and unfiltered air pipe (1). In the air temperature sensor (10) to throttle valve
intake silencer, the unfiltered air is filtered to (11). Depending on the position of the throttle
become filtered air (B). The filtered air flows via valve more or less cooled charge air (D) flows
hot-film air mass meter (3) and filtered air pipe into intake manifold (14). The inlet for the
(4) to exhaust turbocharger (6). At the same recirculated exhaust gas (12) also joins the
time, blow-by gases are fed into the filtered air intake manifold.
pipe through blow-by gas connection (5). In
the exhaust turbocharger, the filtered air is
3 If the filtered air pipe downstream of the
blow-by gas connection is heavily oiled, this
compressed and thereby heated. The
could imply increased blow-by gas levels. The
compressed, heated charge air (C) is
cause of this is usually a leak in the engine (e.g.
conveyed in charge air pipe (7) to intercooler
crankshaft seal) or surplus air taken in through
(8).
the vacuum lines. A consequential symptom
would then be an oily exhaust turbocharger,
which does not mean that there is a fault with
the exhaust turbocharger itself. 1
11
5
M57D30T2 Engine
12
5
Exhaust system
13
5
The task of the exhaust system is to direct The notion that an engine with reduced noise
combustion gasses into the atmosphere with damping has a greater power output is
as little noise and as environmentally incorrect and proven by the previous
acceptable as possible. In order to fulfil these information. The design layout of the exhaust
requirements, while also producing a defined system positively influences the flow of
sound, the individual components such as exhaust gasses. The pressure reduction at the
silencer, catalytic converter, diesel particulate point of valve intersection is specifically used
filter, exhaust turbocharger, exhaust manifold for the purpose of initiating the induction
and various sensors are mutually matched. stroke and increasing power output.
3 The exhaust system is designed such that The power output can be influenced by the
the vibrations corresponding to the engine pipe length and position of the silencers
timing (intake and pressure waves) optimize (catalytic converter/diesel particulate filter).
the charge cycle and therefore the engine
Current exhaust systems are equipped with
output. Consequently, in the event of a defect
one catalytic converter, one diesel particulate
in the exhaust system, the vibration-
filter and two silencers.
coordinated charge cycle is influenced
negatively, thus consequently reducing
engine output while increasing fuel
consumption. 1
14
5
15
5
N47D20O0 Engine
16
5
17
5
N47D20T0 Engine
18
5
19
5
M57D30O2 Engine
20
5
21
5
M57D30T1/M57D30T2 Engine
22
5
23
5
M67D44O1 Engine
24
5
25
5
26
6
System components.
Air Intake and Exhaust System - Diesel.
Index Explanation
1 Coarse-mesh screen
2 Unfiltered air snorkel
3 Unfiltered air pipe
4 Unfiltered air area of intake silencer
5 Filter element
6 Filtered air area of intake silencer
27
6
Intake silencer
The intake silencer houses the filter element requirement. The housing of the intake
and is designed such that the filter element silencer is also designed to deform in the
has as long a service life as possible. The event of impact from above (pedestrian
larger the filter element, the longer the service collision). This means that it compresses by
life and also the greater the space several centimetres.
Index Explanation
1 Filter element
2 Housing cover
3 Bottom section of housing
28
6
Exhaust turbocharger
Exhaust turbocharger
In 1925 Alfred Büchi produced the first Design
exhaust turbocharging system with a 40 %
An exhaust turbocharger consists of a turbine
increase in power output. This development
and a compressor that are connected by a
heralded the step-by-step introduction of
common shaft. Driven by the exhaust gasses,
exhaust turbocharging.
the turbine provides the drive energy for the The exhaust turbocharger uses a
part of the exhaust energy to
In exhaust turbocharging a part of the exhaust compressor. compress the intake air, thus
energy is used to drive a turbine. The exhaust increasing the efficiency of the
The compressors used in BMW engines are engine. A swirl element is used to
energy would simply be wasted without optimize the effect on the fresh air
radial-flow compressors. A compressor side.
exhaust turbocharging.
consists of the impeller and the turbine
Mounted on the turbine shaft, an impeller housing. The speed of the turbine and
(pump wheel) draws in the air and directs it therefore of the impeller draws in air axially
compressed to the engine. which is accelerated to high speeds in the
impeller. The air leaves the impeller in radial
Compared to a naturally aspirated engine of
direction. The speed of the air is reduced
the same size, the engine supercharged with
virtually without loss in the diffuser, resulting in
an exhaust turbocharger has lower fuel
an increase in pressure and air temperature.
consumption as a part of the exhaust energy
The diffuser consists of the sealing plate and a
that would otherwise not be utilized is used to
part of the compressor housing. The air is
increase the engine output.
collected in the compressor housing and the
The torque progression of an engine charged speed is further reduced up to the outlet to the
with an exhaust turbocharger can be laid out intercooler.
more favourably. Due to the sharp rise in
Operation of the exhaust turbocharger is
torque at low engine speed, almost the full
documented under <Exhaust components>.
power output is made available below the
rated engine speed (speed at which the
engine reaches its maximum power output).
This means it is not necessary to shift so often
when driving uphill.
Compared to naturally aspirated engines, the
turbocharged engine looses virtually no power
even at great altitude.
The turbocharged engine can be operated
with a larger air surplus. This is the basis for
low consumption operation of current diesel
engines.
The exhaust turbocharger compresses the
intake air. In this way, significantly more
oxygen can be delivered to the combustion
chamber.
The operation of the exhaust turbocharger is
described in the Exhaust system section.
29
6
4 - Exhaust turbocharger
30
6
31
6
7 - Choke line
6 - Surge line
Index Explanation
Index Explanation 1 Impeller
1 Impeller 2 Volumetric flow
2 Air flow 3 Flow at the speed of sound
3 Flow stall
32
6
Swirler The graphic shows that the air flow (2) hits the
compressor blade (1) at angle of incidence (3).
The swirler improves the flow at the
Flow stall (4) can occur under certain
compressor blades. The swirler shifts the
conditions.
surge line thus improving pressure build-up.
The following graphic shows the effect of the
The angle at which the air flow hits the impeller
swirler under the same operating conditions.
is changed so that the flow adapts more
effectively to the compressor blades. This The swirler changes the angle of incidence (3)
means flow stall (surge line) occurs later. causing the flow (5) to pass close against the
turbine blade.
33
6
34
6
Intercooler
Overview
The temperature of the air increases as the air density of the compressed air, i.e. so too the
is compressed in the exhaust turbocharger. oxygen content per volume. The intercooler is responsible for
reduced intake air temperatures
This causes the air to expand. This effect compared to a vehicle with no
As a result, a larger volume of fuel-air mixture
undermines the benefits of the exhaust intercooler. This means the power
can be combusted and converted into output can be additionally increased
turbocharger because less oxygen can be as a larger mass of air can be
mechanical energy. conveyed into the combustion
delivered to the combustion chamber. The chamber.
intercooler cools the compressed air, the air's
density increases and thus more oxygen can
be delivered to the combustion chamber.
On BMW diesel engines, charge air is cooled
exclusively by fresh air with an air-to-air heat
exchanger. The charge air cooling rate greatly
depends on the vehicle speed, temperature of
the incoming fresh air and the design of the
intercooler.
The main purpose of turbocharging in a diesel
engine is to boost output. Since more air is
delivered to the combustion chamber as a
consequence of "forced aspiration", it is also
possible to have more fuel injected, which
leads to high output yields. 12 - Intercooler
35
6
Operating point Mass cooling air Charge air volume Cooling capacity
flow
Driving uphill 4 kg/m2s 300 kg/h approx. 5.8 kW
Vmax 8 kg/m2s 700 kg/h approx. 11.9 kW
The intercooler is located in the cooling turbocharging process is directed through the
module underneath the coolant radiator. intercooler.
Compressed air flows parallel through the
The intercooler transfers the thermal energy
intercooler in several plates, around which
of the charge air to the ambient air thus
cooling air is circulated.
cooling the charge air.
Intercooler, N47D20O0 engine
The entire volume of fresh air that is delivered
to the engine and heated as part of the
Index Explanation Index Explanation
A Unfiltered air 6 Boost pressure sensor
B Filtered air 7 Throttle valve
C Heated charge air 8 Charge air temperature sensor
D Cooled charge air 9 EGR in-feed line
1 Intake silencer 10 Charge-air pipe
2 Blow-by gas connection 11 Intercooler
3 Exhaust turbocharger 12 Charge-air pipe
4 Swirl flap actuator 13 Unfiltered air pipe
5 Intake air manifold
36
6
37
6
A labyrinth (6) makes sure that only the actual the more energy is required to keep the
air mass is recorded. Thanks to the labyrinth, temperature of the measuring cell constant.
backflow and pulsation are not registered. In
this way, the HFM determines the actual air
mass irrespective of the air pressure and
backflow.
An electrically heated sensor measuring cell
(7) protrudes into the air flow (4). The sensor
measuring cell is always kept at a constant
temperature. The air flow absorbs air from the
measuring cell. The greater the mass air flow,
38
6
The evaluator electronics (3) digitizes the temperature influences, the air mass signal is
sensor signals. This digitized sensor signal is referred to the variable temperature signal.
then transferred frequency-modulated to the
The HFM is supplied with on-board voltage
DDE. In order to be able to compensate for
and connected to earth by the DDE.
Index Explanation
A Air mass signal
B Air mass
C Temperature signal
1 Air mass signal (A) as a function of air mass (B) and temperature signal (C)
2 The period duration of the air mass signal (A) decreases as the air mass (B)
increases
3 The period duration of the air mass signal (A) is extended as the air mass (B)
reduces
4 When the temperature increases (C) and air mass (B) remains constant, the period
duration of the air mass signal (A) is extended in order to compensate for
temperature influences
5 When air mass (B) increases, the period duration of the air mass signal decreases
while taking the temperature signal (C) into account
39
6
40
6
Throttle valve
Overview
A throttle valve is required in all diesel engines When no power is applied to the drive unit, the
equipped with a diesel particulate filter. By throttle valve is set, spring-loaded, to an The throttle valve is required for
regenerating the diesel particulate
throttling the intake air, the throttle valve emergency operation position. filter in order to increase the exhaust
ensures that the elevated exhaust gas temperature by intervening in the
air-fuel mixture. In addition, the
temperatures required for diesel particulate throttle valve is closed when the
engine is shut down in order to
filter regeneration are achieved. reduce shut-down judder.
The throttle valve also effectively
The throttle valve is closed when the engine is prevents overrevving of the engine.
shut down to avoid engine judder. After the
engine has stopped, the throttle valve is
reopened.
The throttle valves also serves the additional
function of effectively preventing overrevving
of the engine. If the DDE detects overrevving
without an increase in the injection volume,
the throttle valve will close in order to limit the
engine speed. This situation can occur as the
result of combustible substances entering the
combustion chamber. Substances may be
19 - Throttle valve, M57TU2 engine
engine oil from an exhaust turbocharger with
bearing damage. This function can effectively
prevent major damage to the engine. Index Explanation
1 Housing
The throttle valve is located directly upstream
of the intake manifold. 2 Vacuum unit
The DDE calculates the position of the throttle 3 Electric motor with electronics
valve from the position of the accelerator pedal 4 Intake air
and from the torque requirement of other
5 Connection from intercooler
control units. The DDE controls actuation of
the throttle valve by means of a PWM signal 6 EGR connection
with a pulse duty factor of 5 to 95 %.
To achieve optimum control of the throttle
valve, its exact position must be recorded on a
continual basis. The throttle valve position is
monitored contactlessly in the throttle valve
actuator by 2 Hall sensors. The sensor is
supplied with a 5 V voltage and connected to
earth by the DDE. Two data lines guarantee
redundant feedback of the throttle valve
position to the DDE. The second signal is
output as the inverse of the first. The DDE
evaluates the plausibility of the signal through
subtraction.
The actuator motor for operating the throttle
valve is designed as a DC motor. It is driven by
the DDE on demand. An H-bridge is used for
activation which makes it possible to drive the
motor in the opposite direction. The H-bridge
in the DDE is monitored by the diagnostics
system.
41
6
Design
In most cases, the intake manifold is made of ensures optimum cylinder charge, which is
The intake manifold distributes the plastic. Inside it, the air is branched off the why the tangential port is also referred to as a
filtered air coming from the intake
silencer to the individual cylinders. individual cylinders. In addition, the ports to charge port. The swirl flaps are located in the
The filtered air per cylinder is
additionally divided in a swirl and
each individual cylinder branch off further into tangential ports.
tangential port in order to more swirl ports and tangential ports. In the N47
effectively mix the injected fuel with The swirl port is identifiable by its almost
engines, both ports are routed along the side
the fresh air located in the rectangular cross section, while the tangential
combustion chamber. Additional of the cylinder head.
swirl flaps are fitted in each port is round.
tangential port for this purpose.
The swirl port ensures reliable swirl in the
combustion chamber, and the tangential port
42
6
Swirl flaps
The DDE activates the electric motor by
means of a pulse width modulated signal.
Pulse width modulation enables infinitely
variable adjustment of the swirl flaps. The
position of the swirl flaps is defined by a
characteristic map. The position is based on
the driver's load choice, engine speed and the
coolant temperature.
Index Explanation
1 Exhaust port
2 Swirl port
3 Tangential port
4 Swirl flap
43
6
Exhaust manifold
The exhaust manifold conjoins the exhaust manifold has an influence on the output yield.
openings in the cylinder head into one or Current exhaust manifolds are made of cast
On current diesel engines, the
exhaust manifold is made from several ports and transfers the exhaust iron and sheet steel.
spherical graphite cast iron. An air
gap insulated exhaust manifold is
gasses. The design layout of the exhaust
used on the M57TU engines.
44
6
Overview
The diesel engine normally operates without • A reduction in the maximum combustion
throttling the intake air. The load is controlled temperature of up to 500 °C. This effect is
by the injected quantity of fuel. Only a slight increased still further if the recirculated
fuel surplus is available at full load, ensuring exhaust gases are cooled.
relatively "clean" combustion. There is an
oxygen surplus when the full power output is M57TU2 Engines
not required. Nitrogen oxides (NOx) are Exhaust gas recirculation is used to
produced in the combustion process at an reduce NOx emissions. The oxygen
content in the cylinder is reduced by
increased rate in connection with a surplus of mixing exhaust gas with the intake
air. Adding exhaust gas means there
oxygen. Exhaust gas recirculation is used to is less oxygen available for
reduce these nitrogen oxides. combustion thus reducing the
combustion temperature.
The average combustion temperature is
reduced by adding exhaust gas to the intake
air and therefore to the combustion chamber.
This has a positive effect on pollutant
emissions.
The following pollutant emissions increase as
the result of air deficiency in connection with a
large volume of recirculated exhaust gas:
• Soot
• Carbon monoxide
• Hydrocarbon
To substantially reduce the nitrogen oxide
emissions by means of exhaust gas
recirculation, exact adaptation of the fuel
quantity to the available air mass is required
also in the partial load range. The recirculated
quantity of exhaust gas must be limited such
that a sufficient quantity of oxygen is available
to ensure effective combustion of the injected
fuel.
25 - EGR system, M57D30O2 engine
Nitrogen oxides are produced in large
amounts if combustion takes place with an air Index Explanation
surplus and at very high temperatures. Oxygen 1 Exhaust manifold
combines with the nitrogen in the combustion
air to form nitrogen monoxide (NO) and 2 EGR cooler
nitrogen dioxide (NO2). 3 EGR valve
The exhaust gas recirculation is occasionally
required at idling speed but always in the
partial load range because this is where the
engine works with a particularly high air
surplus.
The recirculated exhaust gas, which is mixed
with the fresh air and acts as an inert gas,
serves to achieve the following:
• A lower oxygen and nitrogen content in the
cylinder,
45
6
M67D44O1 Engine
46
6
N47D20O0 engine and N47D20T0 EGR valve, which controls the volume of
engine recirculated exhaust gas.
On the N47 engines, the exhaust gas Located downstream of the EGR valve is the
recirculation system begins at the exhaust EGR cooler. Its design differs depending on
manifold. There is a connection at the front the power class and equipment. The EGR
end for this purpose. Connected here is the valve and the EGR cooler are contained in the
EGR module.
47
6
EGR valve
The required quantity of exhaust gas is valve head into the intake port. The exhaust
directed via the EGR valve to the intake gas now mixes with the intake air from throttle
system. The EGR valve is operated either valve (2) and is directed in the form of a fresh
pneumatically or electrically. air-exhaust gas-air mixture (6) to the engine.
The blade-type sleeve has the advantage that,
M57 Engines when the EGR valve is closed, any deposits
formed on the sleeve are removed by the
The EGR valve opens by applying vacuum at
blade shape, ensuring the EGR valve always
vacuum connection (9). The vacuum presses
closes reliably. In this way, a coking ring is
diaphragm (1) against spring (10) and the EGR
prevented from forming on the surface of the
valve head is lifted from blade-type sleeve (4).
valve seat.
Exhaust gas (5) can now flow past the EGR
48
6
Index Explanation
1 Roller
2 Cam disc
3 Cooling channel
4 Plain bearing
5 Exhaust port
30 - EGR valve, M67TU engine
6 Valve seat
Index Explanation 7 Valve
1 Socket 8 Stem
2 Cooling channel 9 Plug connection
3 Stem 10 Electric motor shaft
4 Ball
49
6
50
6
51
6
M57D30O2 in X3
The X3 has an exhaust valve (flap) upstream of
the EGR cooler. This flap is closed when the
engine is cold to avoid particles clogging the
EGR cooler.
52
6
Exhaust turbocharger
The turbocharger is driven by the engine's The speeds of the turbine are between
exhaust gases. The hot, pressurized exhaust 100,000 rpm and 200,000 rpm. The exhaust
gases are directed through the turbine of the inlet temperature may be up to approx. 900
exhaust turbocharger, thus producing the °C.
drive force for the compressor.
The performance of a turbocharged engine
The intake air is precompressed so that a can reach the levels achieved by a naturally
higher air mass enters the combustion aspirated engine with significantly more The exhaust turbocharger consists
chamber in the engine. In this way, it is capacity. However, the boost effect can also of a turbine and compressor
mounted on a common shaft. It
possible to inject and combust a greater be used in a small engine to achieve a certain develops speeds of up to 200,000
quantity of fuel, which increases the engine's output with comparatively reduced rpm and operates at exhaust
temperatures of approx. 900 °C. Up
power output and torque. consumption. to 3 different basic designs of
exhaust turbocharger are used.
These are the exhaust turbocharger
with wastegate, exhaust
Exhaust turbocharger with wastegate turbocharger with VNT and twin
turbocharging with two
turbochargers connected in series.
Wastegate
The simplest form of controlling the boost
pressure is the bypass on the turbine side
which is also known as the wastegate.
The turbine is selected small enough to meet
the requirements in terms of torque at low
engine speeds. Smooth engine operation is
the prerequisite for this system. In this set-up,
more exhaust gas than is required for
developing the boost pressure is fed to the
turbine just before reaching the maximum
torque.
The wastegate allows exhaust gas to flow past
the exhaust turbocharger thus limiting the
boost pressure.
The wastegate is operated by a diaphragm
unit. On the first exhaust turbochargers, this
diaphragm unit was connected to the intake
manifold. The wastegate was opened on
exceeding the boost pressure set at the
control rod and the boost air was
correspondingly limited.
53
6
54
6
VNT
Variable nozzle turbine
(VNT)
In contrast to boost pressure control with the
wastegate where the exhaust gas bypasses
the turbine, with the variable nozzle turbine
system, the entire flow of exhaust gas is
always directed through the turbine.
This is made possible by the variable
geometry of the nozzle turbine, which allows
the flow cross section to be adapted to the
turbine depending on the engine operating
point. This variable configuration enables
effective utilization of the entire exhaust
energy, thus improving the efficiency of the
exhaust turbocharger and therefore of the
engine compared to the wastegate control
system.
The position of the guide vanes is varied by
the boost pressure actuator (diaphragm unit or
electric actuator). The adjustment of the vanes
reduces the flow cross section ("s", see 37 - VNT vane mechanism, "closed"
following graphic). The flow rate of the exhaust
gas and thus the exhaust gas pressure acting
on the turbine wheel increases. The exhaust
gas now additionally acts on the end of the
turbine blades thus additionally boosting the
efficiency by increasing the leverage.
The transfer of power (efficiency
improvement) to the turbine wheel and
compressor is therefore increased, particularly
at low engine speeds. The boost pressure
increases and a higher injection rate can be
authorized by the DDE.
As the engine speed increases, the vanes are
gradually opened so that the power transfer
always remains in equilibrium at the desired
charger speed and required boost pressure
level.
38 - Vane adjustment mechanism
The boost pressure actuator is controlled by
the DDE by means of a pulse width modulated Index Explanation
signal.
1 Control rod
Control rod (1) turns shaft (2) and therefore
displacement ring (3) which in turn moves 2 Shaft
guide vanes (4). The position of the vanes 3 Displacement ring
affects the size of the flow cross section to the 4 Guide vane
turbine wheel.
55
6
56
6
Twin turbocharging
Due to the operating principle as previously
mentioned, the design of a turbocharger
always involves a conflict of objectives.
A small exhaust turbocharger responds
quickly and provides ample torque at low
engine speeds. However, its power output is
limited as it quickly reaches the surge and
choke line. Although it can generate high
pressures, the volumetric flow is limited due to
its size. 41 - Advantages of two-stage exhaust turbocharging
57
8
Design in 3D animation
To aid understanding, the design and the flap The buttons underneath the graphic can be
position are replicated by means of the used to control the flap position as a function
following animation. of the engine speed range.
The animation is started by clicking on the The animation is supported by Adobe Reader
graphic with your mouse. version 7.08 or more recent versions.
58
6
59
6
60
6
61
6
Index Explanation
1 Exhaust backpressure connection
2 Oxygen sensor
3 Exhaust temperature sensor
4 Exhaust temperature sensor
5 Oxidation catalytic converter
6 Diesel particulate filter
62
6
Exhaust system with one exhaust upstream of the diesel particulate filter is
temperature sensor (EURO4) replaced by a characteristic map in the DDE.
Currently, however, a second exhaust
In line with the introduction of the oxidation
temperature sensor is again used upstream of
catalytic converter and the diesel particulate
the diesel particulate filter as the characteristic
filter in one housing, only one exhaust
map cannot provide the required degree of
temperature sensor upstream of the oxidation
accuracy.
catalytic converter was used. The sensor
Oxygen sensor
More stringent exhaust emission limits have injection volume by correspondingly adjusting
rendered necessary more accurate control of the EGR valve, thus establishing the correct
the exhaust gasses. The mean quantity fuel-air ratio.
adaptation (MMA) makes it possible to comply
The MMA is not an "instantaneous" regulation
with the specified limits with a corresponding
but an adaptive learning process. In other
safety margin. This is necessary as the
words, the injection volume error is taught into
emission limits must still be maintained
an adaptive characteristic map that is
despite component tolerances and operating
permanently stored in the control unit.
influences.
With mean quantity value adaptation the fuel-
3 The MMA characteristic map must be
reset with the aid of the BMW diagnosis
air ration (lambda) is adjusted by
system after replacing one of the following
corresponding adaptation of the exhaust gas
components:
recirculation. This feature compensates for
any inaccuracies relating to manufacturing • Hot-film air mass meter
tolerances of the hot-film air mass meter or of
• Fuel injector(s)
the fuel injectors. This function was used for
the first time on the E83 with the M57TU • Rail-pressure sensor 1
engine.
For optimum combustion, a diesel engine is
An injection volume averaged across all operated with a fuel-air ratio of λ > 1, i.e. rich in
cylinders is calculated from the fuel-air ration oxygen. λ = 1 signifies a mixture of 1 kg fuel
measured by the oxygen sensor and the air with 14.5 kg air.
mass measured by the HFM. This value is
The oxygen sensor is located at the inlet to the
compared with the injection volume specified
shared housing of the diesel particulate filter
by the DDE. If a discrepancy is detected, the
(DPF) and oxidation catalytic converter.
fresh air mass is adapted to match the actual
63
6
Control sensor with rising characteristic The oxygen pump cell (items 7, 11 and 12)
and the Nernst concentration cell (items 4, 5
and 6) are arranged such that there is a
diffusion gap (8) of about 10 to 50 µm
between them. The diffusion gap is
connected via an exhaust inlet hole (9) to the
exhaust gas. On the one side, the Nernst
concentration cell is connected via a reference
air channel (3) and opening to the surrounding
atmosphere. On the other side, it is exposed to
the exhaust gas over a diffusion gap (8).
The exhaust gas passes through the gas inlet
hole and enters the diffusion gap of the Nernst
49 - Control sensor with rising characteristic
concentration cell. Initially, the same oxygen
concentration as in the exhaust gas is
The control sensor with rising characteristic is established in the diffusion gap. In order to
a type LSU 4.9 broadband oxygen sensor achieve λ = 1 in the diffusion gap, the Nernst
supplied by Bosch. This broadband oxygen concentration cell compares the exhaust gas
sensor is installed upstream of the catalytic in the diffusion gap with the ambient air in the
converter close to the engine. reference air channel.
The oxygen concentration in the exhaust gas 3 It is extremely important to ensure that the
can be determined over a large range with the cable connection to the oxygen sensor is free
broadband oxygen sensor. This makes it of soiling so that the ambient air can enter the
possible to determine the fuel-air ratio in the reference air channel. It is therefore necessary
combustion chamber. to protect the plug connection from soiling,
washing agents, preservatives etc. 1
The broadband oxygen sensor is capable of
providing accurate measurements not only at
λ = 1 but also at λ < 1 (rich) and λ > 1 (lean).
The broadband oxygen sensor supplies a
distinct, steady-state electrical signal from λ =
0.7 to λ = ∞ (λ ∞ = air).
The oxygen sensor is connected by 5 lines to
the connector housing. The following
connections lead into the housing:
• Pump current, positive
• Pump current and Nernst voltage, negative
• Heating, negative
• Heating, positive
• Nernst voltage, positive
3 A compensating resistor that
compensates for production tolerances is
integrated in the oxygen sensor connector.
This resistor is connected to a free contact.
1
The measuring cell of the broadband oxygen
sensor is a zirconium dioxide ceramic material
ZrO2. It is designed as the combination of a
Nernst concentration cell (sensor cell with the
function of an oxygen sensor with erratic
characteristic) and an oxygen pump cell that
transports oxygen ions.
64
6
50 - Design of broadband
oxygen sensor
65
6
66
6
67
6
68
6
Index Explanation
A Characteristic curve
1 Fuel-air ratio λ
2 Pump current
69
6
56 - Ceramic substrate
Index Explanation
1 Exhaust backpressure connection
2 Oxygen sensor
3 Exhaust temperature sensor
4 Exhaust temperature sensor
5 Oxidation catalytic converter
6 Diesel particulate filter
70
6
Exhaust composition
57 - Metal substrate
Index Explanation
1 Ceramic substrate or metal
substrate
2 Intermediate layer
3 Noble metal layer
71
6
Function
Exhaust constituents before the oxidation Exhaust constituents after the oxidation
catalytic converter catalytic converter
Index Explanation
O2 Oxygen 62 - Exhaust constituents before the oxidation catalytic converter
72
6
The high propensity of the oxidation catalytic • (2SO2 + O2 => 2SO3) depending on the
converter to convert gaseous substances sulphur content in the fuel!
results in the formation of SO3 from SO2 and
Soot particles flow through the oxidation
therefore in a substantial increase in the total
catalytic converter unimpeded. Due to the
particulate mass depending on the
high oxygen content of the exhaust gas, the
composition of the fuel. In addition, the
oxidation catalytic converter starts to work at
oxidation catalytic converter converts NO to an
approximately 170 °C. Above around 350 °C,
increasing extent to NO2. NO2 is required for
the particle emissions begin to increase again.
the downstream diesel particulate filter or
Sulphates form due to the sulphur content of
particulate trap catalytic converter.
the fuel (sulphur-oxygen compounds).
The near engine oxidation catalytic converter Lowering the sulphur content in the fuel
ensures the conversion of the following contributes to reducing particle formation and
exhaust gas constituents across the entire therefore to reducing the particle mass.
operating range:
• 2NO + O2 => 2NO2
• 2CO + O2 => 2CO2
• CxHy + (x+y/4)O2 => xCO2 + y/2 H2O Application examples
Catalytic converter coating on EU4 vehicles:
Palladium (Pd)
Transmission
Filter volume
Platinum (Pt)
weight in g
weight in g
Coating
Engine
Model
in l
73
6
74
6
Soot particles have a relatively high ignition It is necessary to periodically change the filter
temperature. These temperatures are as the deposited ash gradually blocks the
achievable during permanent full load pores thus increasing the backpressure. The
operation. It complements the natural higher backpressure results in shorter
regeneration supported by the upstream regeneration intervals. The DDE calculates the
oxidation catalytic converter through the remaining time from the fuel consumption and
formation of NO2. the measured exhaust backpressure.
The exhaust temperature required is not 3 If the sulphur content in the diesel fuel is
usually achieved if a diesel engine runs > 50 - 100 ppm, there is a possibility of heavy
permanently in the partial load range. The white smoke development and a sulphur
particles retained in the diesel particulate filter odour from the exhaust tailpipe. 1
increase the exhaust backpressure.
A pressure sensor records the increase in
pressure upstream of the diesel particulate
filter, a regeneration can be initiated.
To this end, the intake air is throttled by the
throttle valve so that less cool air flows into the
cylinder, which would otherwise draw heat
away from the exhaust gas. A delayed injection
start and a secondary injection also increase
the exhaust temperature.
The conversion of nitrogen monoxide to
nitrogen dioxide in the oxidation catalytic
converter brings about a reduction in the
ignition temperature of the soot particles,
thereby promoting the regeneration of soot
particles in the diesel particulate filter.
3 The diesel particulate filter retains all
particles. These include non-regenerative
particles, such as oil ash, swarf and additive
residues. The non-regenerative particles
gradually lead to a blockage of the diesel
particulate filter over time. Over a distance of
1000 km, approx. 0.6 grams of powder ash are
deposited in the rear third of the diesel
particulate filter.
The diesel particulate filter is therefore subject
to a replacement interval. The replacement
interval can be anywhere between 160,000
km and 220,000 km. 1
75
6
76
6
Exhaust constituents before the diesel Exhaust constituents after the oxidation
particulate filter: catalytic converter
Index Explanation
O2 Oxygen
SO2 Sulphur dioxide
H2O Water
C Carbon
CO2 Carbon dioxide
SO3 Sulphur trioxide
NO2 Nitrogen dioxide
NO Nitrogen monoxide
77
6
The DDE determines the soot accumulation in sensor and the exhaust temperature
the diesel particulate filter based on the engine sensor(s). Cyclic regeneration takes place in
operating point. Regeneration can take place the same way as continuous regeneration
continuously or cyclically. without any noticeable effects on vehicle
handling.
• Continuous regeneration:
Depending on the load point, this
In a slow oxidation process, the soot
regeneration procedure is carried out by
particles are converted directly to carbon
specifically throttling the intake air
monoxide (CO) carbon dioxide
combined with 1 or 2 post-injection cycles.
(CO<subscript>2</subscript>) in operating
The energy made available by the fuel is
ranges where the exhaust temperature is
converted into heat, raising the exhaust
above the ignition temperature of the soot
temperature to approx. 620 °C. The soot is
(> 350 °C). The nitrogen oxide (NO2) in the
now burned off by the residual oxygen (O2)
exhaust gas is used as the oxidizing agent.
contained in the exhaust gas. The
If the exhaust temperature is not sufficiently regeneration process can take up to several
high for this process, the soot particles are minutes. The regeneration intervals greatly
initially collected in the diesel particulate depend on the load collective of the vehicle
filter and then burnt off the next time the in the last 500 km.
exhaust temperature is elevated.
Depending on the driving profile, a filter
• Cyclic regeneration: regeneration cycle is additionally initiated
every 700 - 2500 kilometres. The diesel
Targeted regeneration is initiated if
particulate filter is regenerated every 500
operating conditions do not allow for
km in the event of the pressure sensor or
continuous regeneration of the diesel
temperature sensors failing.
particulate filter (e.g. prolonged partial load
operation in urban traffic at low exhaust
Application examples
temperatures).
Diesel particulate filter coating on EURO4
This procedure is initiated based on the
vehicles:
signals from the exhaust backpressure
Zone 1 : Zone 2
in g/dm3 (g/ft3)
Palladium (Pd)
Transmission
Platinum (Pt)
weight in g
weight in g
Coating
Engine
Model
E60/E61 M57D30O2 Manual 3.94 3.18 (90) : 0.71 (20) 5.31 2.65 2:1
E60/E61 M57D30O2 Automatic 3.94 2.47 (70) : 0.71 (20) 3.98 1.99 2:1
E90/E91 M57D30O2 Manual 3.94 3.18 (90) : 0.71 (20) 5.31 2.65 2:1
E90/E91 M57D30O2 Automatic 3.94 2.47 (70) : 0.71 (20) 3.98 1.99 2:1
E70 M57D30O2 Automatic 3.94 2.47 (70) : 0.71 (20) 3.98 1.99 2:1
78
6
Index Explanation
1 Particulate trap catalytic converter
2 Oxidation catalytic converter
3 Particle separator
79
6
80
6
Silencer
Silencing
Various silencing options are available. Using the E90 rear silencer as an example, the
Silencing can be achieved by absorption, following describes the function of different
reflection or interference. types of silencing systems.
The design layout of the silencer is adapted to The silencer system contributes to
the respective model and package space. optimum vehicle performance. A
further task is to accommodate the
corresponding systems for reducing
pollutant and noise emissions.
81
6
Absorption Reflection
The higher (particularly annoying) frequencies Targeted design layout cancels out noise
are absorbed by sound-insulating materials energy by way of echo effects.
(basalt fibres, steel wool) or the sound energy
is converted into frictional heat.
72 - Absorption
Index Explanation
A Sound-insulating material
73 - Reflection
B Outlet pipe
C Inlet pipe Index Explanation
1 Incoming sound A Silencer chamber
2 Noise reduction B Inlet pipe
3 Outgoing sound C Outlet pipe
1 Incoming sound
The incoming sound (1) that occurs at a
certain frequency and amplitude is directed 2 Echo
through the sound insulation material (A). The 3 Result
noise level (2) is reduced in the sound
4 Higher frequency sound
insulation material. The outgoing sound (3)
exits the silencer via the outlet pipe. 5 Lower frequency sound
82
6
74 - Interference
83
6
Examples
E87 with M47D20O2 engine
84
6
85
6
86
6
Index Explanation
1 Braided sleeve
2 Gaiter
3 Inner sleeve
79 - Exhaust flap
Tailpipe
The shape and length of the tailpipe are Index Explanation
adapted to the exhaust system. The length of 1 Vacuum unit
the tailpipe also contributes to noise
reduction.
Exhaust flap
A low frequency noise emission prevails at low
engine speeds and in coasting mode.
Approximately two thirds of the low frequency
noise emission is swallowed up when a
tailpipe is closed off at low engine speeds.
87
6
Activation of the exhaust flap depends on the graphic shows the positions of the exhaust
respective operating conditions. The following flap as a function of the operating conditions.
88
6
Vacuum system
System overview
N47D20T0 Engine
89
6
M57D30T1 Engine
90
6
M57D30T2 Engine
91
6
Component Colour
Wastegate Blue
Compressor bypass valve Red
Turbine control valve Black
EGR valve Blue
Engine mount Black
Swirl flaps White
92
6
93
6
Vacuum pump
Vacuum pump on engine Index Explanation
3 Rotor
4 Housing cover
5 Vacuum connection
6 Housing
7 Non-return valve
The vacuum pump is driven by the exhaust
camshaft that is connected to rotor (3) by
means of a jaw clutch. While the engine is
running, sliding blocks (1) run against housing
cover (4). The engine oil lubrication system
provides a seal to the two different chambers
on both sides of slide valve (2). The air is drawn
in via vacuum connection (5) on the right-hand
side and delivered to the engine via non-return
valve (7) on the left-hand side.
The vacuum pump has a volume of 0.15 litres.
85 - Vacuum pump, M57TU2 TOP engine Evacuation of the vacuum system to a vacuum
(negative pressure) of 500 mbar (absolute)
Index Explanation (depending on type of engine) takes place in
1 Sliding block less than 5 seconds at an engine speed of
approx. 720 rpm. The volume to be evacuated
2 Slide valve amounts to approx. 4.2 litres.
94
6
Vacuum pump in oil pan together with the oil pump and the
reinforcement shell.
The vacuum pump of the N47 engines is fitted
inside the sump and forms a single unit
The reason for the unusual installation location The vacuum pump evacuates down to a
is to reduce the engine height dimension. It negative pressure of 500 mbar (absolute) in
was designed in this manner with passive fewer than 5 s.
pedestrian safety in mind.
The negative pressure duct passes through
The pump is a vane-type pump with the oil pump housing and the crankcase. At
aluminium housing (AlSi9Cu3) with a steel the outlet of the crankcases, the main negative
rotor and a plastic vane. It is chain-driven pressure line is connected to the brake force
together with the oil pump by the crankshaft. amplifier and the other loads. A non-return
valve is located at this connection.
95
6
Non-return valve
Non-return valve, vacuum pump Non-return valve, brake booster
The non-return valve is mounted directly on The non-return valve prevents vacuum
the vacuum pump or at the vacuum escaping from the brake booster when the
connection on the crankcase on N47 engines. engine is not running.
The non-return valve prevents vacuum From the vacuum connection to vacuum
escaping via the vacuum pump when the pump (2), the air is drawn out of the brake
engine is not running. booster via valve plate (1) above the brake
booster vacuum connection. To prevent
incorrect installation, direction arrows (3)
indicate the direction of flow (4).
Index Explanation
88 - Non-return valve, brake booster
1 Retaining ring
2 Opening Index Explanation
3 Hole 1 Valve plate
4 Housing 2 Vacuum connection to vacuum
5 Seal pump
6 Spring 3 Direction arrow
4 Direction of flow
Retaining ring (1) supports spring (6). The
5 Vacuum connection, brake booster
other end of the spring presses seal (5) against
hole (3). The vacuum built up in the hole and in
the vacuum system firmly sucks the seal onto
the hole, ensuring no vacuum can escape via
the vacuum pump. The seal is forced against
the spring while the vacuum pump is in
operation thus releasing the hole. Air can now
be drawn in via the hole and openings (2) in the
seal.
96
6
Vacuum distributor
The task of the vacuum distributor is to M57D30T2 Engine
distribute the vacuum via lines to various
A distributor with five connections is used on
system. Different sized throttles are built into
the M57D30T2 engine.
the connections of the vacuum distributor.
This makes sure that the majority of the Connection Throttle
vacuum is always available for power assisted
braking. Unused connections are closed off Wastegate ∅ 0.8 mm
with a rubber cap. Compressor bypass valve ∅ 0.8 mm
Turbine control valve
EGR valve ∅ 0.8 mm
Engine mount ∅ 0.5 mm
Swirl flaps ∅ 0.5 mm
N47D20T0 Engine
A distributor with four connections is used on
the N47D20T0 engine.
Connection Throttle
Turbine control valve ∅ 0.8 mm
Compressor bypass valve
Wastegate ∅ 0.8 mm
EGR bypass valve ∅ 0.8 mm
EGR valve
Not used ∅ 0.5 mm
97
6
98
6
Index Explanation
1 Vacuum connection
2 Vacuum outlet
3 Electric plug connection
Circuit symbol
93 - Circuit symbol
Electric changeover valve
Vacuum reservoir
The vacuum reservoir retains a defined maximum. However, the capacity of such a
vacuum for the purpose of making available pump would be fully utilized only very rarely. A
vacuum to meet temporary increases in vacuum reservoir therefore represents the
vacuum requirements. For instance, on twin most efficient option of covering maximum
turbo engines this makes it possible to still vacuum requirements.
control the turbine control valve and the
compressor bypass valve in the event of the
vacuum failing in the system. If this would not
be possible, an immediate drop in engine
output would be noticeable.
A situation in which such a failure in the
vacuum system may occur is when the brake
booster requires large quantities of vacuum.
For this purpose, the vacuum reservoir is
equipped with a non-return valve that prevents
the vacuum escaping in the direction of the
brake booster.
If it were not for this vacuum reservoir, the
vacuum pump would have to be built much
larger so as to make available sufficient
vacuum to control the turbocharger assembly
while the brake booster is operating at
99
6
100
7
Service Information.
Air Intake and Exhaust System - Diesel.
System overview
Overview
Air intake system Exhaust system
3 If the filtered air pipe downstream of the 3 The exhaust system is designed such that
blow-by gas connection is heavily oiled, this the vibrations corresponding to the engine You will find this service information
could imply increased blow-by gas levels. The timing (intake and pressure waves) optimize under System Overview.
cause of this is usually a leak in the engine (e.g. the charge cycle and therefore the engine
crankshaft seal) or surplus air taken in through output. Consequently, in the event of a defect
the vacuum lines. A consequential symptom in the exhaust system, the vibration-
would then be an oily exhaust turbocharger, coordinated charge cycle is influenced
which does not mean that there is a fault with negatively, thus consequently reducing
the exhaust turbocharger itself. 1 engine output while increasing fuel
consumption. 1
101
7
System components
Exhaust turbocharger
Exhaust turbocharger with wastegate changes in operation. If this range is exceeded
3 Theoretically, varying the control rod in
as the result of manual intervention, a fault will
be detected as the result of evaluating the
"wastegate opens later" direction would
You will find this service information received sensor signals in the DDE. This
under System Components. increase the boost pressure. However, since
status is indicated by the emission warning
the boost pressure is monitored by the DDE
lamp in the instrument cluster. This will result
with the aid of a boost pressure sensor, this
in a reduction in the boost pressure and
change is detected. A characteristic map
therefore in the engine output. 1
stored in the DDE permits deviations in a
defined range in order to compensate for
Sensors
Exhaust temperature sensor 3 A compensating resistor that
3 The electrical supply line must not be
compensates for production tolerances is
integrated in the oxygen sensor connector.
subjected to a pulling force of more than >80
This resistor is connected to a free contact.
N. Sensors that have been dropped must not
1
be used again. 1
3 It is extremely important to ensure that the
Oxygen sensor cable connection to the oxygen sensor is free
3 The MMA characteristic map must be
of soiling so that the ambient air can enter the
reference air channel. It is therefore necessary
reset with the aid of the BMW diagnosis
to protect the plug connection from soiling,
system after replacing one of the following
washing agents, preservatives etc. 1
components:
• Hot-film air mass meter Exhaust backpressure sensor
• Fuel injector(s) 3 If the sensor fails, the DDE initiates filter
regeneration every 500 km and a fault code
• Rail-pressure sensor 1
entry is stored in the DDE. 1
102
8
Summary
Air Intake and Exhaust System - Diesel.
Points to remember
The table below summarizes the most This list outlines the main points in concise
important information on the subject of air form and provides the opportunity of
intake and exhaust system, diesel rechecking the most important facts provided
in this Product Information.
Introduction
limits specified throughout the world. The design of the air intake and
exhaust system differs for different types of engine.
Overview
The intake system can be divided into two sections. The intake
snorkel, intercooler and, with exceptions, the intake silencer are
specifically assigned to the vehicle and differ even in connection with
the same type of engine due to the different characteristics of the
vehicle models. The exhaust turbocharger and the intake system with
swirl flaps, throttle valve and various sensors are assigned to the
engine. Apart from the exhaust turbocharger and exhaust manifold, the
exhaust system is designed vehicle-specific and differs depending on
the type of vehicle and specification.
103
8
The air intake and exhaust systems differ depending on the type of
engine and exhaust emission legislation. The system overviews
provide an initial insight into the complexity and differences of the
individual engine series.
The unfiltered fresh air is directed via the unfiltered air duct into the
intake system of the respective engine.
Intake silencer
The intake silencer reduces the intake noise and houses the filter
element.
104
8
Exhaust turbocharger
Intercooler
Various sensors are used in the air intake system. These include the
hot-film air mass meter, charge air temperature sensor and the boost
pressure sensor. These sensors are required for the purpose of
calculating the EGR rate, fuel volume apportioning and for controlling
the boost pressure.
105
8
Throttle valve
Intake manifold
The intake manifold distributes the filtered air coming from the intake
silencer to the individual cylinders. The filtered air per cylinder is
additionally divided in a swirl and tangential port in order to more
effectively mix the injected fuel with the fresh air located in the
combustion chamber. Additional swirl flaps are fitted in each tangential
port for this purpose.
Exhaust manifold
106
8
Exhaust turbocharger
Sensors
107
8
The diesel particulate filter filters the carbon substances out of the
exhaust gas, buffers them and initiates conversion from carbon to
CO2. Other solid particles contained in the exhaust gas are
permanently stored. It also supplements the oxidation catalytic
converter while converting CO to CO2.
Exhaust silencer
Vacuum system
108
9
Test questions.
Air Intake and Exhaust System - Diesel.
Questions
In this section you have the opportunity to test exhaust system - diesel described in this
the knowledge you have acquired. Product Information.
It contains questions about the air intake and
4 H2O
4 CO2
4 Cl
4 S
3. Does the engine power output increase if the silencing system is defective
(loud)?
4 Yes
4 No
109
9
7. What are the functions of the charge air temperature sensor and of the boost
pressure sensor?
4 The charge air temperature sensor is used to drive the electric fan.
4 The charge air temperature sensor is used for calculating a substitute value for air mass.
4 The boost pressure sensor is used for calculating the injection volume.
4 The boost pressure sensor is required for boost pressure control.
10. Which exhaust manifolds for diesel engines are you familiar with?
4 Cast exhaust manifold
4 Air gap insulated exhaust manifold
4 Aluminium exhaust manifold
110
9
12. What is the special feature of the exhaust gas recirculation system for the N47
engines?
4 The exhaust gas recirculation valve is equipped with an angle sensor.
4 A bypass valve is used for manual transmission or upper performance stage vehicles.
4 An exhaust gas recirculation valve with an electric motor is used on the N47D20O0 engine.
13. Which basic types of exhaust turbocharger are used on diesel engines?
4 Turbocharger with wastegate
4 VNT
4 Twin turbocharger
4 Twin scroll turbocharger
111
9
18. Which component ensures the vacuum in the vacuum system does not drop
while the engine is not in operation?
_________.
112
9
Answers to questions
1. Which exhaust constituents in a diesel engine can be found directly after
combustion?
5 N2
5 H2O
5 CO2 Check it!
4 Cl
4 S
3. Does the engine power output increase if the silencing system is defective
(loud)?
4 Yes
5 No
113
9
7. What are the functions of the charge air temperature sensor and of the boost
pressure sensor?
4 The charge air temperature sensor is used to drive the electric fan.
5 The charge air temperature sensor is used for calculating a substitute value for air mass.
4 The boost pressure sensor is used for calculating the injection volume.
5 The boost pressure sensor is required for boost pressure control.
10. Which exhaust manifolds for diesel engines are you familiar with?
5 Cast exhaust manifold
5 Air gap insulated exhaust manifold
4 Aluminium exhaust manifold
114
9
12. What is the special feature of the exhaust gas recirculation system for the N47
engines?
5 The exhaust gas recirculation valve is equipped with an angle sensor.
5 A bypass valve is used for manual transmission or upper performance stage vehicles.
4 An exhaust gas recirculation valve with an electric motor is used on the N47D20O0 engine.
13. Which basic types of exhaust turbocharger are used on diesel engines?
5 Turbocharger with wastegate
5 VNT
5 Twin turbocharger
4 Twin scroll turbocharger
115
9
18. Which component ensures the vacuum in the vacuum system does not drop
while the engine is not in operation?
_____8____.
116
Switch points Lower engine speed range Medium engine speed range Upper engine speed range Nominal engine speed range
The valves are controlled by the DDE for jittery, back and forth switching at the switch (up to 1,500 rpm) (1,500 to 3,000 rpm) (3,000 to 4,000 rpm) (above 4,000 rpm)
optimum turbocharging over the engine's points. Valve position • Turbine control valve closed • The turbine control valve opens continuously • Turbine control valve open • Turbine control valve open
entire operating range. The switch points are with increasing engine speed.
The (highly simplified) illustrations on this fold- • Compressor bypass valve closed • Compressor bypass valve open • Compressor bypass valve open
stored in a characteristic map, which mainly
out page demonstrate the different switching • Compressor bypass valve closed
covers engine speed and engine load. There is • Wastegate valve closed. • Wastegate valve closed. • Wastegate valve opens with increasing engine
positions for two-stage turbocharging under
a gradual transition between switch points. In • Wastegate valve closed. speed.
full load.
addition, a hysteresis behaviour prevents
Description of The exhaust flow is directed via the turbine More and more exhaust gas bypasses the high- Most of the exhaust gas bypasses the high- Most of the exhaust gas bypasses the high-
turbocharging wheels in both the high-pressure and low- pressure stage with increasing engine speed. pressure stage. pressure stage. Some of the exhaust gas also
pressure stage. bypasses the low-pressure stage.
Index Explanation Index Explanation In this engine speed range, both stages The charge air bypasses the compressor of the
1 Turbine control valve 4 High-pressure stage At this low engine speed, the high-pressure turbocharge the engine. The higher the engine high-pressure stage. The charge air still bypasses the compressor of
stage is predominant; it turbocharges the engine. speed, the more exhaust gas is delivered to the the high-pressure stage.
2 Wastegate valve 5 Compressor bypass valve The engine is turbocharged by the low-pressure
The low-pressure stage idles. low-pressure stage.
stage only. The engine is turbocharged by the low-pressure
3 Low-pressure stage stage only. The turbine speed and thus the boost
pressure are limited.
Emergency operation This corresponds to the position for the
medium engine speed range (1,500 to Operating characteristics The high-pressure stage is operating in its The high-pressure stage reaches the pumping The high-pressure stage has reached the choke In this range, the low-pressure stage also reaches
If the negative pressure system fails, the of the turbochargers optimum operating range. limit in this range. The turbine control valve acts line; air is therefore diverted past it. If this were not its pumping limit. Surplus exhaust gas is
3,000 rpm), i.e. the range in which a diesel
turbocharger assembly is brought into the like a wastegate for the high-pressure stage. to happen, the possible flow rate of the charge air therefore diverted through the wastegate valve.
engine is operated during normal driving.
following position by spring force: However, the exhaust gas that is diverted does would be limited.
While this contradicts the BMW strategy of not go unused: it is channelled into the normal
• Turbine control valve open The low-pressure stage is operating in its
creating the conditions for maximum output exhaust gas upstream of the low-pressure stage.
• Compressor bypass valve closed during emergency operation, it does make optimum operating range.
more sense in this case because the vehicle
• Wastegate valve closed.
remains significantly better to drive. Graphical illustration
AKS-PI_N47_TOP_0300_02
Dieser Text muss hier stehen, damit die Seite vom API-
Dieser
Client nichtText ist notwendig,
gelöscht wird. damit die Seite nicht quergestellt wird.!
Bayerische Motorenwerke Aktiengesellschaft
BMW Group Trainingsakademie
Aftersales Training
Röntgenstraße 7
85716 Unterschleißheim
Germany
: