instrument cluster BMW X5 2001 E53 M62TU Engine Workshop Manual

18
PWG SIGNAL MONITORING & PWG FAILSAFE OPERATION:
• As a redundant safety feature the PWG provides two separate signals from two integral
potentiometers (Pot 1 and Pot 2) representing the driver’s request for throttle activation.
• If the monitored PWG potentiometer signals are not plausible, ME 7.2 will only use the
lower of the two signals as the driver’s pedal request input providing failsafe operation.
Throttle response will be slower and maximum throttle position will be reduced.
• When in PWG failsafe operation, ME 7.2 sets the EDK throttle plate and injection time
to idle (LL) whenever the brake pedal is depressed.
• When the system is in PWG failsafe operation, the instrument cluster matrix display will
post “Engine Emergency Program” and PWG specific fault(s) will be stored in memory.
EDK FEEDBACK SIGNAL MONITORING & EDK FAILSAFE OPERATION:
• The EDK provides two separate signals from two integral potentiometers (Pot 1 and Pot
2) representing the exact position of the throttle plate.
• EDK Pot 1 provides the primary throttle plate position feedback. As a redundant safe-
ty feature, Pot 2 is continuously cross checked with Pot 1 for signal plausibility.
• If plausibility errors are detected between Pot 1 and Pot 2, ME 7.2 will calculate the
inducted engine air mass (from HFM signal) and only utilize the potentiometer signal that
closely matches the detected intake air mass.
- The ME 7.2 uses the air mass signalling as a “virtual potentiometer” (pot 3) for a
comparative source to provide failsafe operation.
- If ME 7.2 cannot calculate a plausible conclusion from the monitored pots (1 or 2
and virtual 3) the EDK motor is switched off and fuel injection cut out is activated
(no failsafe operation possible).
• The EDK is continuously monitored during all phases of engine operation. It is also
briefly activated when KL 15 is initially switched on as a “pre-flight check” to verify it’s
mechanical integrity (no binding, appropriate return spring tension, etc). This is accom-
plished by monitoring both the motor control amperage and the reaction speed of the
EDK feedback potentiometers. If faults are detected the EDK motor is switched off and
fuel injection cut off is activated (no failsafe operation possible). The engine does how-
ever continue to run extremely rough at idle speed.
• When a replacement EDK is installed, the ME 7.2 adapts to the new component
(required amperage draw for motor control, feedback pot tolerance differences, etc).
This occurs immediately after the next cycle of KL 15 for approximately 30 seconds.
During this period of adaptation, the maximum opening of the throttle plate is 25%.

23
ACCELERATOR PEDAL SENSOR (PWG)
The driver's application of the accelerator pedal is monitored by a PWG sensor in the dri-
ver's footwell as with previous non-bowden cable EML systems.
The PWG provides two separate variable voltage signals to the ME 7.2 control module for
determining the request for operating the Electric Throttle Valve (EDK) as well as providing
a kickdown request with automatic transmission vehicles.
The ME 7.2 monitors the changing signal
ranges of both circuits as the pedal is pressed
from LL to VL.
• In vehicles equipped with an automatic transmission (A5S 440Z), the ME 7.2 recognizes
the max pedal value (4.5V) as a kickdown request and signals the AGS via CAN bus.
PWG SIGNAL MONITORING & PWG FAILSAFE OPERATION:
• If the monitored PWG potentiometer signals are not plausible, ME 7.2 will only use the
lower of the two signals as the driver’s pedal request input providing failsafe operation.
Throttle response will be slower and maximum throttle position will be reduced.
• When in PWG failsafe operation, ME 7.2 sets the EDK throttle plate and injection time
to idle (LL) whenever the brake pedal is depressed.
• When the system is in PWG failsafe operation, the instrument cluster matrix display will
post “Engine Emergency Program” and PWG specific fault(s) will be stored in memory.

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AUXILIARY FAN CONTROL
The Auxiliary Fan motor incorporates an out-
put final stage that activates the fan motor at
variable speeds.
The auxiliary fan is controlled by ME 7.2. The
motor output stage receives power and
ground and activates the motor based on a
PWM signal (10 - 100 Hz) received from the
ME 7.2.
Similar to the aux fan in the E46 with MS 42.0
control, the fan is activated based on the fol-
lowing factors:
• Radiator outlet temperature sensor input exceeds a preset temperature.
• IHKA signalling via the K and CAN bus based on calculated refrigerant pressures.
• Vehicle speed
• Battery voltage level
When the over temperature light in the instrument cluster is on (120
OC) the fan is run in the
overrun function. This signal is provided to the DME via the CAN bus. When this occurs
the fan is run at a frequency of 10 Hz.
FAN MOTOR MODULE
POWER, GROUND & SIGNAL WIRES