宝马5系E60手册技术资料：mfp-brk-e60-rohhk-basic-update_en
BMW Service
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NOTE
The 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 AG
München, Germany. Reprints of this manual or its parts
require the written approval of BMW AG, München
VS-12/Vs-42 MFP-HGK-BRK-0210_update
Contents
Page Introduction1
Bodyshell2
Joining techniques3
- Side panel, front4
Weight-reduced aluminium front end GRAV7
- Front wheel arch10
- Engine support16
- Bulkhead20
- Welds for EMC24
Side frame and roof26
Substructure34
Rear end38
Crash characteristics40
Introduction
In 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.
Bodyshell
KT-11776
Fig. 1:Bodyshell (yellow = steel, blue = aluminium)
Body rigidity
Joining techniques
In 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
-Bordering
Static rigidity, bodyshell
Values Framework (carcass)
(not including doors, bonnet, rear lid, flaps, front end, front side
panels)
255kg Flexion 1 tunnel
6500N/mm Flexion 1 sill
7500N/mm Flexion 2 rear centre
1900N/mm Flexion 2 rear frame side member
1000N/mm T orsion 1
18500Nm/oT orsion 2
17000Nm/oT ransverse flexion 5500N/mm Dynamic rigidity, overall vehicle
Values Flexion 1
26Hz T orsion 1
29Hz T orsion 237.5Hz
Punch-rivetting in connection with bonding processes is mainly used in the aluminium section of the body and for the transition from steel to
aluminium.
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, front
The front side panel is made from aluminium and is produced from
2 parts.
KT-11786
Fig. 2:Front side panel
Index Explanation
1Side panel connection
2Side panel
An 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 mounting
The 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-11791
Fig. 3:Layout in area of bonnet hinge
Index Explanation
1Bonnet hinge mounting
Side panel fastening
KT-11789
Fig. 4:Side panel fastening
Index Explanation
1Special washer for studs
2Fastening holes for wheel well shell
3C-clips
Weight-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 emissions
KT-11777
Fig. 5:GRAV
Index Explanation
1Spring support
2Engine support
3Bulkhead carrier support 4Outer connection
5Bulkhead cross member 6Bulkhead
7Inner A-pillar
- Front wheel arch
KT-11822
Fig. 6:Exploded view of wheel well (blue = aluminium-magnesium alloy; light-brown = cast aluminium alloy; purple = micro-alloyed steel)
Index Explanation Material Elongation limit
1Front 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 Mn
5A-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,
rear
Micro-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/mm2
Spring support
KT-11834
Fig. 7:Spring support
Index Explanation
1Gate (sprue)
Note:
Despite the high percentage elongation at fracture in the upper area of the spring support, a maximum 500g hammer should be used when
punching in the vehicle identification number in order not to damage
the 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 be
seen that it was subjected to very high forces. The spring support
should 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 tower
KT-11820
Fig. 8:4-part wheel arch
Index Explanation
1Rear wheel arch, rear inner half
2Spring strut tower
3Rear wheel arch, front inner half
4Bottom section of spring strut tower
Inner A-pillar
KT-11823
Fig. 9:Inner A-pillar (blue = aluminium-magnesium alloy; yellow = TRIP steel;
purple = micro-alloyed steel, brown = BH steel)
Index Explanation Material Elongation limit
1Bulkhead 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 support
Fig. 10:Exploded view of E60 engine support (green = aluminium-magnesium-silicon alloy;
blue=aluminium-magnesium alloy;violet=aluminium crash alloy;light-brown=cast
aluminium alloy; yellow = TRIP steel; purple = micro-alloyed steel; brown = BH steel)
Index Explanation Material Elongation limit
1Bush, 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-11824