This page is a compilation of information I have found regarding the operations of single variable vanos using two solenoids as used by BMW in the S50B30 engine as well as the most comprehensive single file I have found regarding Vanos found online.
V3 recommendations
To control both intake and exhaust cam with the BMW Vanos mode (not the suzuki-PWM mode) 2 solenoids for each (4 outputs total), 1.1.93 fw required, see [VT help]
- since 6 inj + 6 ign might be used up on a BMW I6, the following seems reasonable:
- 2 injector outputs for intake cam
- see "outputs" below
- 2 ign outputs for exhaust cam
- see "outputs" below
- 2 stepper outputs for BMW double-iac
- 1 stepper output for fuel pump relay
- 1 stepper output for boost solenoid
A further question on variable vanos. Is there a possibility for a multiplexer that could have more outputs and possibly control quad vanos? This will then have covered the V8, V10 and V12 engines and just leaves pattern recognition to be done to operate those engines
2+2 outputs for the double Vanos
- the resistance of output solenoid is 3.7 Ohm (appr. 4A drive current)
- with internal flyback diode arranged for shared- (not shared+ as usual!)
- some installers remove the flyback diode (molded into the connector, not easy to remove)
- alternatively shared- application: the flyback diodes can stay inside the hydraulic solenoid connector. Than 4 PFET-s (like IRF 5055 DPAK) can be used for "high-side driver" with Rgs=10k, Us=+12V, Ud=output. The gate can be activated by p259 output (which could not directly drive the solenoid because of current limit).
- as improvisation the 4-channel "low-Z extension" board was used (it has 4 PFETS just as needed, and 4 inputs) but the Ud was connected of all 4 channels, had to be separated with tracecut.
Firmware request
Single variable vanos S50B30
- primary trigger : 60-2
- secondary trigger : fixed non adjustable single cam pulse per cycle
- 3d trigger:
- can be connected to [exhaust cam]
- 8 pulses equally spaced used for measurement of the cam movement.
- equally spaced every 90 degrees ? Is that for certain ? Is it not designed properly like the suzuki and subaru where it's also suitable as camsync, and also for camshaft position measurement ?
- if so, than it must be connected to "exhaust cam" input and the "exhaust cam" control must be used (even if it actually controls the intake cam in reality). And exhaust cam output must be set to drive the solenoids.
- Some values like solenoid frequency must be set for the intake cam control, even if the intake output is not connected
This would be the only way currently to monitor this engine without modifying the hardware of the engine.
Triggerlog is needed so we can implement (and test!) it.
- enable secondary trigger
- for BMW double-vanos has 3 VR sensors (VEMS has support for 5 trigger inputs: prim,sectrig,exhaust + 2xwheelspeed as of 1.1.95)
- enable (motorsport / camshaft angle control / ) third trigger input also
- burn
- reboot
- note: Marcell had to disable passwd protection for the v3 (in VemsTune 2011-07-20)
- that should not be needed in future VemsTune versions
- capture triggerlog
- publish it:
- [double-Vanos triggerlog uploaded with sharing], download the zip and see the "other" directory. All 3 triggers are visible: Crank, intake and exhast cam.
Here is a very comprehensive pdf file I found on some
chinese document website. It contains information on all of the vanos systems bmw offers.
http://rapidshare.com/files/454023393/bmw_mfp-pi_vanos_en.pdf
[another insight] into Vanos.
Some pics in german of the operations of the vanos system and the amount of travel on the inlet cam.
I don´t understand german so somebody else will have to make sense of these images and the information.
Some old info: MembersPage/JasonVoytilla/BMW/Vanos
Added link to original bin file from the vanos controller
http://www.vems.hu/files/vanosinfo/BMW%20e36%20M3%203.0%20VANOS%20controller.txt
This is a bin file, map is located at 0x2800
and is 16*16, axis at 0x2810 and 0x2820 However if somebody wants to spend time decompiling this then everything about the control should be optainable.
Code is only about 8k out of the 32kb chip.
It seems that the tooth gears have equally spaced 8 teeth.
which means each tooth and gap make up 45degrees out of 360.
The alteration is max 42degrees of crank angle, while each tooth and gap is therefor 90degrees crank angle.
I´d imagine the rising edge of one gear(exhaust) to be leading against the adjustable gear (intake). So difference between both cams can be monitored 8times a cycle. I.e measuring the rising edge on the exhaust and note the crank angle, then wait for the intake cam rising edge and note the crank angle.
It seems the solenoids work in simple fashion,
Open Solenoid 1 and the intake advances, Open the other and it retards.
The cam can´t move when both solenoids are closed so it stays in a fixed position.
The engine has 4 sensors
Crank sensor 60-2
Cam sensor TDC , one point (this is then not on the S50B32)
Intake cam sensor ,
Exhaust cam sensor ,
I´ll measure the solenoids resistance and report.
Fero measured 4 Ohm.