Elektrik: Welche Funktion hat der Lock Sensor

[Rottaler2]

Zitat von Johan735

Reinhard, ich glaube dir!

Gruss, Johan

Danke Johan
Gruß Reinhard

[Erich]

das mit dem Lock Sensor hat mir keine Ruhe gelassen. Die E32 haben wie die meisten anderen den Kompressor 10PA17C, aber nur der 750 hat diesen Lock Sensor, deshalb ist man da etwas limitiert, wenn man Ersatz haben will, oder halt viel mehr bezahlen.

Nun hab ich mal meinen E32 Elektrik Fuzzi in Kanada gefragt, wie man den Lock Sensor einfach eliminieren kann und somit einfach einen normalen Kompressor einsetzen kann. Nachteil ist dann, dass er nicht die Kupplung raushaut bei einem Lagerschaden des Kompressors, aber das Risiko koennte man eingehen, hab ich bisher in 22 Jahren nicht gehabt.

Hier die Antwort von ihm bei Einbau eines Kompressors OHNE lock sensor Drehzahlsignal:

Details are on pg 6450-22 & 23 at  http://www.e38.org/e32/e32_88_etm.pdf

I would open the A26 Lock Sensor Control Unit and solder a jumper wire across the Normally Open relay contacts. This will short X80 pin 3 to X77 pin 1 (shorting SW/RT/GE to SW/GR).

If there are no pulses from the reed relay in the compressor (because the new compressor has no reed relay) then A26 will de-energize its relay, but we won't care because the contacts are now shorted.

This will allow the compressor to run whenever K19 is energized and the pressure switches B7 and B8 are closed (just as in 735iL)

In later years, A26 was modified. The connector became X9968 which is not documented in the connector Views 8500. See 6450-22 at  http://www.e38.org/e32/e32_92_etm.pdf

I do not see any outputs from A26 that will bother EML, so I would not expect any problems from shorting the A26 relay. The SW/GR wire to EML is just the compressor run signal to inform EML that there is a compressor load.


Anschlussbelegung EML M70 Bj. '92 (others before should be same)
pinout EML M70


Der Anschlussstecker EML hat die Bezeichnung X6004.
The connector is called X6004

Steckerbelegung/pinout

Pin 1 EML Pedalwertgeber/EML throttle poti
Pin 2 EML Pedalwertgeber/EML throttle poti
Pin 3 frei/ free
Pin 4 ABS/ASC/ASC+T Steuergerät/control unit
Pin 5 DME Steuergerät 1 / Motronic cylinder row 1
Pin 6 EML Pedalwertgeber / DME Steuergerät 1
Pin 7 EML Pedalwertgeber/pedal poti
Pin 8 Instrumentenkombi/instrument cluster
Pin 9 EML Pedalwertgeber/pedal poti
Pin 10 EML Stellmotor 2/EML adjusting motor 2
Pin 11 EML Stellmotor 2
Pin 12 EML Stellmotor 1
Pin 13 RXD Datenleitung / data line
Pin 14 Masse
Pin 15 EML Leuchte Instrumentenkombi/ EML light instrument cluster
Pin 16 EML Stellmotor 2
Pin 17 EML Stellmotor 1
Pin 18 Hauptrelais 2/ main relay 1
Pin 19 Masse / ground
Pin 20 EGS Steuergerät / transmission control module
Pin 21 frei / free
Pin 22 Steuergerät ABS/ASC/ASC+T control module
Pin 23 Steuergerät ABS/ASC/ASC+T control module
Pin 24 frei / free
Pin 25 frei / free
Pin 26 EML Stellmotor 1
Pin 27 EML Stellmotor 1
Pin 28 EML Stellmotor 2
Pin 29 frei / free
Pin 30 Masse / ground
Pin 31 Kühlwassertemperaturfühler/ coolant water temperature
Pin 32 EML Pedalwertgeber/DME Steuergerät 2
Pin 33 DME Steuergerät 2
Pin 34 EML Stellmotor 2
Pin 35 EML Stellmotor 1
Pin 36 Hauptrelais 2 main relay 2
Pin 37 Hauptrelais 2 main relay 2
Pin 38 EML Stellmotor 1
Pin 39 frei / free
Pin 40 EML Stellmotor 2
Pin 41 Klimaanlagenrelais / climate control relay
Pin 42 Getriebewählschalter/transmission selector switch
Pin 43 Schalter Geschwindigkeitsregelung/switch speed regulation
Pin 44 Steuergerät Lock Sensor
Pin 45 Kühlwassertemperaturfühler / coolant water temperature feeler
Pin 46 EML Pedalwertgeber
Pin 47 DME Steuergerät 1
Pin 48 frei / free
Pin 49 DME Steuergerät 1
Pin 50 DME Steuergerät 2
Pin 51 frei
Pin 52 EGS Steuergerät / control module
Pin 53 ABS/ASC/ASC+T Steuergerät
Pin 54 frei / free
Pin 55 TXD Datenleitung/ data line

[Erich]

This diagram shows where the Jumper needs to be soldered. If you remove the module cover and plug it into the sockets, you can trace the BLK/RED/YEL and BLK/GRY wires and see that they lead to the relay contacts.
 BMWJUMPER.jpg picture by E32FAN - Photobucket

[Erich]

Der Lock Sensor wurde mal wieder abgeschafft:

Group 64 Heating and Air Conditioning B 64 11 92 (3569)
Woodcliff Lake, NJ Product Engineering June 1992

SUBJECT: Air Conditioning Compressor Shutdown MODEL: E31, E32 75OiL

Situation: Air conditioning shuts down during heavy rain, or when driving through deep standing water. The customer complaint is loss of cooling. The condition disappears if the vehicle is stopped and restarted.

Cause:The air conditioning compressor clutch is disengaged by the slip monitoring function of the Air Conditioning Lock Sensor Control Module. This module continuously monitors engine speed and compares this to the air conditioning compressor speed. The magnetic clutch of the compressor is automatically disengaged by the lock sensor module if the amount of "slip" exceeds 30%. The intent of this system is to prevent broken V-belt or reduced engine cooling if the air conditioning compressor locks up.

If the vehicle is driven in heavy rain, or if standing water is splashed up into the engine compartment belt area, the V-belt and pulleys may get wet enough to cause slippage in excess of 30%. The lock sensor control module perceives this as possible air conditioning compressor lockup, and opens the clutch circuit to prevent damage. The control module will remain in this state, with the compressor clutch deactivated, until the ignition is turned off and back on, clearing the condition.

Note: In addition to slip monitoring, an engine coolant temperature check has been incorporated into the lock sensor control module on E32 vehicles produced since 9/89, and E31 vehicles since the start of production. If engine coolant temperature rises above 240 degrees F, the air conditioning compressor clutch is pulsed off at regular intervals to reduce engine load. If the coolant temperature rises above 250 degrees F, the clutch is switched off completely.

As of 9/92 production, the slip monitoring function of the Air Conditioning Lock Sensor Control Module will be dropped on both E31 and E32 models.
Solution:
If a customer complaint of A/C cooling loss is received, the following items should be checked before proceeding with this repair:

A/C compressor belt tension adjusted to specifications

No oil leaks have contaminated the A/C compressor belt, causing slip

A/C system pressure is within specification, not overloading compressor and belt.

If the above checks do not isolate the source of the slippage, proceed with the following repair. The remedy for this situation varies with the model and production date of the vehicle. Refer to the appropriate ETM for diagrams showing connector, pin, and control module locations.

#1 75OiL vehicles from start of production through 8/89:

Remove the Lock Sensor Control Module from the left hand side of the driver's footwell. The unit has two connectors (4 pin and 5 pin) and is located in the recess behind the kick panel.

Unplug the connectors X77 and X80 from the Lock Sensor Control Module body.

Remove Pin 1 of connector X77, and Pin 3 of connector X80 using a terminal removal tool.

Cut off the terminals and connect the loose wires with an insulated crimp connector. Shrink tubing may also be necessary to provide proper insulation.

Tape or tie-wrap the loose wires to the other harness wires.

Plug the connectors back into the control module, reinstall the control module, and reinstall the kick panel trim.

#2 75OiL vehicles produced from 9/89 through 8/91:

Remove the Lock Sensor Control Module from the left hand side of the driver's footwell. The unit has two connectors (4 pin and 5 pin) and is located in the recess behind the kick panel.

Replace the Lock Sensor Control Module with P/N 61 35 2 233 107. This replacement module does not contain the slip monitoring function.

Reconnect the electrical connectors and install the control module. Reinstall the kick panel trim.

#3 E31 vehicles from start of production through 8/92:
E32 75OiL vehicles produced from 9/91 through 8/92:

Remove the Lock Sensor Control Module from the left hand side of the driver's footwell. The unit has one connector (10 pin) and is located in the recess behind the kick panel.

Replace the Lock Sensor Control Module with P/N 61 35 8 360 039. This replacement module does not contain the slip monitoring function.

Reconnect the electrical connector and install the control module. Reinstall the kick panel trim.

Parts Information :

Lock Sensor Module 61 35 8 360 039

(10 Pin type: E31 from start through 8/92,
E32 from 9/91 through 8/92)
Lock Sensor Module 61 35 2 233 107

(9 Pin type: E32 from 9/89 through 8/91)

[Erich]

Zitat von Erich

This diagram shows where the Jumper needs to be soldered. If you remove the module cover and plug it into the sockets, you can trace the BLK/RED/YEL and BLK/GRY wires and see that they lead to the relay contacts.  BMWJUMPER.jpg picture by E32FAN - Photobucket

das alte Bild geht nicht mehr, hier noch einmal zum runterladen
 https://s1011.photobucket.com/user/E...tml?sort=3&o=0

dann noch weitere Infos zu dem Thema von Johan:
750 lock sensor 3 pins compressor vs 1 pins compressor - my research
Author: Johan750 Posted on: 2013-01-17
As the pump in my 750 seems to leak uv dye around the compressor seal I got myself a new one. Later I saw the new one has only 1 connection in the electrical plug and thus missing the speed signal. And of course no where to mount it so I can't transplant is. So I did some schematics checking and came up with the following:

There are two types of lock sensors. The first one was used with the R12 upto 09/91. The second after that with R134a. As these have different plugs they don't "officially" interchange.
The part numbers of the old/R12 one in order they apeared:
61351382833
61351388718
61351390899
The part numbers of the new/R134a one in order they appeared:
61351392410
61358360039

The pin-out of the first type (two connectors):
x80-1 -- BL - to compressor rpm sensor
x80-2 -- BL/BR - to compressor rpm sensor
x80-3 -- SW/RT/GE - 12v from compressor relay

x77-1 -- SW/GR - To compressor clutch
x77-2 -- GN/BL/GE - 12v in Run/Start Fuse 29
x77-3 -- BR/SW - ground
x77-4 -- SW - to DME, EML,..etc. engine rpm

The pin-out of the second type (one connector):
x9988-2 -- BR/SW - Ground
x9988-3 -- SW/RT/GE - 12v from compressor relay
x9988-4 -- GN/BL/GE - 12v Run/Start Fuse 29
x9988-5 -- SW/GR - to compressor clutch
x9988-7 -- BR/GE - tap on cluster (x16-24) engine temp sensor
x9988-9 -- BR/VI - tap on cluster (x16-26) engine temp sensor
x9988-10 - SW - DME, EML, cluster,..etc. engine rpm

According to the ETK I need a new lock sensor 61358360039 and an adapter wiring set 64528391881. My guess is that the adapter wiring set goes between the car and the new lock sensor. But as the compressor cost enought and I recently had the chance to pick some parts off a 93 750i I am now the proud owner of a 61351392410 lock sensor with loose some wires.
So my plan is to splice the new plug into the wiring of the car, leave the temperature wires alone thus enabling me to use the newer lock sensor which doesnt need the compressor speed signal. If this doesn't work I'll tap into the cluster temp sensor and then it's 100% identical to the 92 upwards model years ans must work.
It seems to me in theory there are two other ways to bypass the old lock sensor:
1) Wire the input 12v from the compressor relay to the output to the compressor clutch thus bypassing the sensor
2) Also cut the x77-4 black wire so the lock sensor reads the compressor speed as 0 (as there is no speed sensor) and the rpm as zero (engine not running). This could fool the unit as it matches to two signals and disengages when the speed difference is 30% or more.
-->Both methods disable functioning of the sensor completely so use at own risk!
I found some postings on the net from Shogun and Hitmax which pointed me in the right direction. But as I collected all the part numbers and pinouts I though I'd share it just the same. -Johan-
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