宝马5系E60手册技术资料：mfp-brk-e60-rohhk-basic-update_en

BMW Service( %RG\VKHOO r%DVLF 3DUWLFLSDQW0DQXDONOTEThe information contained in this participant manual is intended for participants of the Aftersales Training.Refer to the relevant "BMW Service" information for any changes/ supplements to the Technical Data.© 2003 BMW AGMünchen, Germany. Reprints of this manual or its partsrequire the written approval of BMW AG, MünchenVS-12/Vs-42 MFP-HGK-BRK-0210_updateContentsPage Introduction1Bodyshell2Joining techniques3- Side panel, front4Weight-reduced aluminium front end GRAV7- Front wheel arch10- Engine support16- Bulkhead20- Welds for EMC24Side frame and roof26Substructure34Rear end38Crash characteristics40IntroductionIn recent years all automobile manufacturers have been increasingly faced with the problem of spiralling weight in today's motor vehicles.In view of constantly increasing engine performance,both the chassis and the body must absorb and transmit ever higher forces.In addition, cars and their interior are generally larger. The reason for this development is that the vehicle size is based on the95%man.The 95% man is derived from the average height of the population. This means only 5% of the population exceed the size of the 95% man. Furthermore,in the past few decades comfort demands have increased continuously resulting in ever more comfort systems either fitted as standard or available as optional equipment.All these factors have lead to an increase in vehicle weight.The objective during the development of the E60 was to stop or even reverse this trend.Consequently, the E60 is the first vehicle to feature a mixed aluminium-steel construction. The front end of the vehicle is made of aluminium with a steel passenger cell and rear end.Thanks to this mixed construction and the use of high strength steels, the body weight was reduced to 255kg (not including doors, bonnet, boot lid and flaps) while weight distribution was substantially improved.BodyshellKT-11776Fig. 1:Bodyshell (yellow = steel, blue = aluminium)Body rigidityJoining techniquesIn E60 series production, the following joining methods are used in the steel section of the body:-MAG welding-MIG braze-welding-Laser welding-Spot-weld bonding-BorderingStatic rigidity, bodyshellValues Framework (carcass)(not including doors, bonnet, rear lid, flaps, front end, front sidepanels)255kg Flexion 1 tunnel6500N/mm Flexion 1 sill7500N/mm Flexion 2 rear centre1900N/mm Flexion 2 rear frame side member1000N/mm T orsion 118500Nm/ºT orsion 217000Nm/ºT ransverse flexion 5500N/mm Dynamic rigidity, overall vehicleValues Flexion 126Hz T orsion 129Hz T orsion 237.5HzPunch-rivetting in connection with bonding processes is mainly used in the aluminium section of the body and for the transition from steel toaluminium.For reasons of electromagnetic compatibility, MIG welds are also used in the aluminium front end. Beading as well as upset joining methods are additionally used for the aluminium outer skin panels.- Side panel, frontThe front side panel is made from aluminium and is produced from2 parts.KT-11786Fig. 2:Front side panelIndex Explanation1Side panel connection2Side panelAn additional screw mounting point is arranged in the upper area of the side panel to the A-pillar. This fastening point is necessary as the side panel extends far upward at this point.Bonnet hinge mountingThe bonnet hinge is uncoupled from the side panel.As a result,no disassembly work needs to be carried out on the bonnet when removing the side panel.KT-11791Fig. 3:Layout in area of bonnet hingeIndex Explanation1Bonnet hinge mountingSide panel fasteningKT-11789Fig. 4:Side panel fasteningIndex Explanation1Special washer for studs2Fastening holes for wheel well shell3C-clipsWeight-reduced aluminium front end GRAV The GRAV is a constituent part of the E60 body. Advantages of the GRAV:-Weight reduction in front end-Optimization of axle load distribution and vehicle handling -Reduced mass increases overall driving comfort-Reduced exhaust emissionsKT-11777Fig. 5:GRAVIndex Explanation1Spring support2Engine support3Bulkhead carrier support 4Outer connection5Bulkhead cross member 6Bulkhead7Inner A-pillar- Front wheel archKT-11822Fig. 6:Exploded view of wheel well (blue = aluminium-magnesium alloy; light-brown = cast aluminium alloy; purple = micro-alloyed steel)Index Explanation Material Elongation limit1Front end support panel Al Mg 3.5 Mn140N/mm2 2Closing plate, front end support panel Al Mg 3.5 Mn140N/mm2 3Closing plate, side panel carrier support Al Mg 3.5 Mn140N/mm2 4Spring support G Al Mg 5 Si 2 Mn5A-pillar extension Al Mg 3.5 Mn140N/mm2 6Extension, side panel carrier support Micro-alloyed steel420N/mm2 7Side carcass connection Micro-alloyed steel420N/mm2 8Extension, side panel carrier support,rearMicro-alloyed steel420N/mm2 9Steel adapter, side panel carrier support Micro-alloyed steel420N/mm2 10Closing plate, side panel carrier support Al Mg 3.5 Mn140N/mm2 11Side panel carrier support, bottom Al Mg 3.5 Mn140N/mm2 12Side panel carrier support Al Mg 3.5 Mn140N/mm2Spring supportKT-11834Fig. 7:Spring supportIndex Explanation1Gate (sprue)Note:Despite the high percentage elongation at fracture in the upper area of the spring support, a maximum 500g hammer should be used whenpunching in the vehicle identification number in order not to damagethe grain structure of the casting.The reason for this is that the top area of the spring support has a higher percentage elongation after fracture.The spring support should be replaced if, after an accident, it can beseen that it was subjected to very high forces. The spring supportshould also be replaced even if no damage is visible.The spring support must be replaced if, for example, after an accident, the outer edge of the spring support has left an impression in the side panel. The forces involved may have caused microcracks to form that are not yet visible with the naked eye.Spring strut towerKT-11820Fig. 8:4-part wheel archIndex Explanation1Rear wheel arch, rear inner half2Spring strut tower3Rear wheel arch, front inner half4Bottom section of spring strut towerInner A-pillarKT-11823Fig. 9:Inner A-pillar (blue = aluminium-magnesium alloy; yellow = TRIP steel;purple = micro-alloyed steel, brown = BH steel)Index Explanation Material Elongation limit1Bulkhead cross member Al Mg 3.5 Mn140N/mm2 2Cross member cover BH steel300N/mm2 3Inner A-pillar TRIP steel500N/mm2 4A-pillar reinforcement, bottom BH steel350N/mm2 5Bottom stiffener plate, A-pillar Micro-alloyed steel500N/mm2 6T op stiffener plate, A-pillar Micro-alloyed steel500N/mm2 7Mounting bracket, front BH steel300N/mm2 8Sill extension Micro-alloyed steel500N/mm2 9Sill extension support BH steel300N/mm2 10Connection reinforcement, outer BH steel300N/mm2 11Outer connection BH steel300N/mm2 12Connection stiffener plate, outer BH steel300N/mm2- Engine supportFig. 10:Exploded view of E60 engine support (green = aluminium-magnesium-silicon alloy;blue=aluminium-magnesium alloy;violet=aluminium crash alloy;light-brown=castaluminium alloy; yellow = TRIP steel; purple = micro-alloyed steel; brown = BH steel)Index Explanation Material Elongation limit1Bush, engine support Al Mg Si 1120N/mm2 2Engine support, outer front Crash alloy160N/mm2 3Front panel support plate Al Mg Si 0.5150N/mm2 4Engine support, inner front Al Mg Si 0.5150N/mm2 5Engine support extension, inner front Crash alloy160N/mm2 6Reinforcement, engine support, rear Micro-alloyed steel500N/mm2 7Engine support, rear Micro-alloyed steel500N/mm2 KT-11824Front/rear engine support connectionKT-12030Fig. 11:Reinforcement of rear engine supportIndex Explanation1Ground point with conductor2Reinforcement of rear engine supportThe transition from the front engine support to the rear engine support is also the transition from aluminium to steel. As all aluminium-steeljoints, the connection is produced by bonding and punch-rivetting. In order to conduct no load currents over the punch-rivets,earthing points are located on the extension of the front inner engine support and the reinforcement of the rear engine support. The two earthing points are connected with an earth cable.Repair section, front engine supportKT-11817Fig. 12:Engine support, front (blue = aluminium; grey = aluminium)Index Explanation1Repair element, top2Repair element, bottomNote:Following the preparatory steps (cleaning, flame coating, priming and applying adhesive),the clamping pieces are fitted in the engine support and spread with the aid of a screw until the outsides of the enginesupport exhibit a slight convex curve.Front panel and thrust panelKT-11832Fig. 13:Stiffening elementsIndex Explanation1Bumper carrier2Thrust panelNote:If the screws that connect the bumper carrier and the thrust panel or the V-struts to the body are not tightened to the specified torque, the rigidity of the front end will be considerably reduced. This can lead to noise and structural damage.- BulkheadThe bulkhead represents the transition from the aluminium to the steel structure.Fig. 14:Exploded view of bulkhead (green = aluminium-magnesium-silicon alloy;blue = aluminium-magnesium alloy; light brown = cast aluminium alloy;purple = micro-alloyed steel; brown = BH steel)KT-11835Index Explanation Material Elongation limit1Bulkhead cross member Al Mg 3.5 Mn140N/mm2 2Bulkhead, lower section Al Mg 3.5 Mn140N/mm2 3Outer bulkhead carrier support Al Mg 3.5 Mn140N/mm2 4Outer connection BH steel300N/mm2 5T unnel adapter Micro-alloyed steel500N/mm2 6Bulkhead carrier support, centre Al Mg 3.5 Mn140N/mm2 7Bracket for spring support strut Al Si 9 Cu 38V-strut Al Mg Si 0.5150N/mm2 9Assembly compartment partition Al Mg 3.5 Mn140N/mm2 10Reinforcement, assembly compartmentpartitionAl Mg 3.5 Mn140N/mm2V-strut with bearing bracketKT-11836Fig. 15:V-strutIndex Explanation1Bracket for spring support strut2V-strutNote:If the V-strut is not tightened to the specified torque, the rigidity of the front end will be considerably reduced. This can lead to noise through to structural damage.- Welds for EMCNote:As can be seen from the following illustration, the engine support and the wheel well are connected to ground via the ground terminal point, the ground lead and the subsequent EMC (electromagetic compati-bility) welds. If an EMC weld is separated, all the components downstream in the current flow marked in yellow will no longer be connected effectively to ground. In this case, together with high frequency magnetic fields (e.g. from the ignition system), these compo-nents act as transmit antennas.The electromagnetic waves emitted in this way can cause interference both in radio reception as well as in the vehicle control units and modules. There is also the risk that high currents flow via the punch-rivet connections,causing the temperature of the rivets to rise and consequently damage the adhesive.Note:Particular care must generally be taken when conducting inert gas shielded arc welding work on the steel parts of the bodyshell to ensure that the ground (earth) connection is not secured to aluminium parts.KT-11828Fig. 16:EMC weldsSide frame and roofFig. 17:Exploded view of E60 side frame and roof (grey = deep-drawn grades;aqua =IF steels; green = isotropic grades; brown = bake-hardening steels;purple = micro-alloyed steels; red = boron steel)KT-11778Index Explanation Material Elongation limit1Roof outer skin panel Deep-drawn grade200N/mm2 2Scuttle, top BH steel300N/mm2 3Roof bow BH steel300N/mm2 4Rear window frame BH steel300N/mm2 5Support, C-pillar reinforcement BH steel500N/mm2 6Rear trim BH steel220N/mm2 7C-pillar tie, rear trim panel BH steel300N/mm2 8C-pillar reinforcement Isotropic steel340N/mm2 9Side carcass IF steel240N/mm2 10T op B-pillar reinforcement Boron steel1300N/mm2 11B-pillar reinforcement, bottom Micro-alloyed steel500N/mm2 12A-pillar reinforcement, top Micro-alloyed steel500N/mm2 13Support, A-pillar reinforcement Micro-alloyed steel500N/mm2 14Sill extension Micro-alloyed steel500N/mm2 15Sid carcass, inner front Micro-alloyed steel500N/mm2 16Inner B-pillar Micro-alloyed steel500N/mm2Door hinges3variants of hinge brace are used:-Hinge brace for top of B-pillar 50mm with through hole-Hinge brace for bottom of B-pillar 60mm with through hole -Hinge brace for A-pillar 60mm with M12 thread(top and bottom of identical design)KT-10957Fig. 18:Door hingesIndex Explanation1Door hinge, front door2Door hinge, rear door3Brace, rear door4Brace, front doorKT-11779Fig. 19:Door hingesIndex Explanation1Door hinge for A-pillar2Door hinge for B-pillarSill extensionThe sill extension is a deformation element specially developed for the E60. The sill extension is a constituent part of the side frame and issecured at the bottom of the A-pillar.In the event of a frontal crash,the sill extension absorbs forces that are transmitted via the front wheel into the side frame in the sill area.KT-11780Fig. 20:Sill extensionIndex Explanation1Sill extensionCar jack supportThe car jack support is locked in position by two lateral retainingfixtures.In service it is therefore necessary to detach the sill trim panel in order to remove the car jack support.KT-11781Fig. 21:Car jack supportIndex Explanation1Car jack supportCavity shielding elementsCavity shielding elements(expanded formed parts)are integrated in the side frame.KT-11784Fig. 22:Cavity shielding elementsIndex Explanation1Expanded formed part, outer A-pillar2Expanded formed part, front outer sill3Expanded formed part, outer B-pillar4Expanded formed part, rear sill5Expanded formed part, bottom outer C-pillar 6Expanded formed part, outer C-pillarSubstructureKT-11787Fig. 23:Exploded view of underbody (grey = deep drawn grades; aqua =IF steels;brown = bake-hardening steels; purple = micro-alloyed steels)A new feature is that there is no partition to the luggage compartment.The partition is integrated in the rear seat.Index ExplanationMaterial Elongation limit 1Mounting bracket, steering column supportBH steel 260N/mm 22Front seat cross member IF steel 280N/mm 23Cross-member , floor pan, rear BH steel 260N/mm 24Floor pan, rearIF steel 280N/mm 25Rear window frame, bottomBH steel 220N/mm 26Luggage compartment partition, top BH steel 260N/mm 27Cross-member , partition, luggage compartment BH steel 350N/mm 28Floor pan, rear left IF steel 240N/mm 29Through-load frame, side BH steel 260N/mm 210Side carcass support, outer BH steel220N/mm 211Frame side member , front Micro-alloyed steel 420N/mm 212Engine support extension, rear BH steel 350N/mm 213Floor pan, frontIF steel 280N/mm 214Upper section of engine support BH steel 350N/mm 215T ransmission tunnel end plate BH steel 220N/mm 216T unnelIF steel280N/mm 2KT-11818Fig. 24:Through-load frameIndex Explanation1Side through-load frame connection with cross member of rear floor panRear floor panKT-11819Fig. 25:Floor pan, rearIndex Designation1Rear floor pan cross member assy, top2Floor pan, rear3Rear floor pan cross member assyRear endKT-11788Fig. 26:Exploded view of rear end structure (grey = deep drawn grades;brown = bake-hardening steels; purple = micro-alloyed steels)Index Explanation Material Elongation limit1Bush, front rear axle support Cq15case-hardenedsteel (cold extrusioncomponent)400N/mm22Bush, rear axle support, rear Cq15case-hardenedsteel (cold extrusioncomponent)400N/mm2 3Cross member, rear axle support, rear BH steel260N/mm24Luggage compartment floor, multifunc-tionalDeep-drawn grade180N/mm2 5Bumper plate Deep-drawn grade195N/mm2 6Cross member, rear end BH steel220N/mm2 7Carrier, rear axle support, side rear Micro-alloyed steel500N/mm2 8Wheel well extension BH steel260N/mm2 9Frame side member, rear BH steel350N/mm2 10Rear wheel arch, rear inner half BH steel260N/mm2 11Spring strut tower BH steel260N/mm2 12Bottom section of spring strut tower BH steel300N/mm2 13Rear wheel arch, front inner half BH steel260N/mm2 14Carrier, rear axle support, side centre BH steel220N/mm2 15T ension strut support BH steel260N/mm2 16Luggage-compartment floor, front Deep-drawn grade180N/mm2Crash characteristicsForce paths during frontal crashThe force involved in a frontal crash is transmitted into the vehicle via the bumper carrier.The crash elements, on which the bumper carrier is secured, route the forces into the engine supports. Defined deformation (crumpling) characteristics are achieved by the interaction of the front axle carrier and the spring support.Even at slight vehicle offset with respect to the obstruction, the forces are distributed over the transverse assembly consisting of the bumper, side crash carrier, front panel and front axle carrier to the left and right side of the vehicle.The load is then distributed simultaneously over the engine supports into the floor assembly, via the engine to the bulkhead reinforcements in the transmission tunnel, via the wheels into the crumple zone of the sill extension in the wheel well and into the reinforced area of theA-pillar and the side carcass.The route via the spring support and the carrier support over the wheel well into the side carcass is also an important load path.The force directed into the A-pillar is limited by the crumple zone in the rear carrier support of the spring support thus relieving the load on the passenger cell in the area of the A-pillar.KT-11662Fig. 27:Force paths during frontal crashKT-11663Fig. 28:Force paths at the underbody during frontal crashForce paths during side crashWhen the driven barrier impacts the vehicle during the side crash test, initially, the force is distributed by the side impact guard and the door locks to the A-,B-and C-pillars.As deformation progresses,the safety hooks of the side impact guard engage in the B-pillar and C-pillar. The inner door panel is additionally supported on the sill,an effect achieved by the overlapping of the structures.The result is a fixed bonding of the complete side panel. This means that already from this stage on the load applied on the passenger cell is supported over the entire side carcass structure.If the intrusion progresses even further,the sill routes the forces via the seat cross member to the tunnel connecting support and the gearbox support as well as to the rear floor pan cross member to the opposite side of the body.At the same time, a force path is also routed via the roof structure. On vehicles without a slide/tilt sunroof, the roof bow assumes the task of transmitting the forces to the other side of the vehicle.On vehicles with a slide/tilt sunroof, the very rigid sunroof cassette assumes the task of distributing the force to the opposite side of the vehicle.If the B-pillar is impacted against the seat, the rigid seat frame routes the forces via the transmission tunnel to the opposite side of the vehicle.KT-11664Fig. 29:Force paths during side crashForce paths during rear crashWhen the barrier impacts the rear end of the vehicle, the force is distributed via the bumper carrier with the deformation elements to both sides of the vehicle.At impact speeds of up to approx. 15km/h, these elements serve as a crumple zone that can be replaced with relatively low repair costs.At higher speeds, the deformation progresses into the side frame members.Via the rear axle carrier and the wheels, the load is supported over the width of the vehicle at the rear floor pan and the sill section.In the upper area, the rear side panel actively contributes to reducing the energy and distributing the force. It routes the forces forward into the C-pillar, the roof structure and a part via the doors.Additional reinforcements are provided in the high-stress areas of the side carcass and at the connection of the rear axle carrier.Further load paths include the propeller shaft, supported at the engine and gearbox as well as the exhaust system and battery. The propeller shaft additionally features special deformation or crumple zones. Aluminium propeller shafts are widened by a conical flange at the centre bearing whereas steel propeller shafts feature a slip tube.With the fuel tank positioned favourably in front of the rear axle, no damage to the fuel system is expected during a rear end crash.KT-11666Fig. 30:Force paths in the side panel during a rear end crash。