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NOTE
The information contained in this training course manual is intended solely for
participants of the BMW Service Training course.
Refer to the relevant "Technical Service" information for any changes/
supplements to the Technical Data.
© 2001 BMW AG
München, Germany. Reprints of this manual or its parts
require the written approval of BMW AG, München
VS-42 MFP-BRK-E65_0800
Contents
Page
CHAP 1 Introduction 1
- History 1
- Features of the "Basic" automatic
air-conditioning system 2
- Features of the "High" automatic
- Other E65 innovations 4
CHAP 2 System overview 6

Positions of the components in the vehicle 6
Components of the refrigerant system 7
Components of the air ducts 8
Air conditioner of the integrated heating and
Control panel / control unit 11
Functional system overview 12
Other sensors and actuators 13
Microfilter system / air intake 14
CHAP 3 Components in the refrigerating system 15

Refrigerant compressor (KMV) or compressor 15
- Structure of the refrigerant compressor 15
- The refrigerant compressor's method of
operation 16
Condenser with dryer 20
Auxiliary fan (ZL) 21
Pressure sensor 22
Expansion valve 22
Evaporator 22
Evaporator temperature controller and
monitor for refrigerant circuit 23
- Difference between setpoint and actual
value of the evaporator temperature 23
- KMV (refrigerant compressor) 23
- KMV speed 24
- KMV load torque 24
- Torque limitation 24
- Refrigerant pressure limitation 24
- Communication between IHKA and DME 25
- Limitation of KMV actuation by the DME 26
Notes for Service 28
- Initial operation of the IHKA or replacement
of the refrigerant compressor (KMV) 28
CHAP 4 IHKA air conditioner 29
Blower 31
Blower control unit 32
Flaps / flap actuating mechanism 33
- Fresh air flap 33
- Recirculated air flap 33
- Footwell flap 34
- Rear seating area ventilation flap 34
- Defrosting flaps 34
- Warm air / cold-air flap 34
Flap drives / stepper motors 35
- Rapid-action motor (fresh air flap) 35
- MUX motors (all other flaps) 35
CHAP 5 Control panel / control electronics 36

Controls of the High version 36
Controls of the Basic version 37
Functions of other buttons on the control panel 38
- CENTERLOCK 38
- HAZARD WARNING LIGHTS 38
Inputs and outputs of the control electronics 39
- High version 39
- Basic version 40
- Inputs 41
- Outputs 42
Connections at the rear of the control panel 43
Functional circuit diagram, E65 IHKA 44
CHAP 6 Temperature control and

air-flow control 46
Temperature control 46
Passenger-compartment control loop
(master controller) 47
- MAX heating function 47
- MAX cooling function 47
Correction for setpoints 48
- Outside-temperature influence 48
- Interior-temperature sensor 48
Heat exchanger control 49
- Heat-exchanger sensors 49
- Filling station effect 49
- Engine characteristic-map cooling 49
- Auxiliary water pump 50
Virtual ventilation flap 51
Sectional view with warm-air and cold-air flaps 53
- Basic version 53
- High version 54
Ventilation control (stratification) REAR 55
Air-flow control 55
- Automatic blower and flap control 55
- Automatic blower boost 56
- Manual blower adjustment 57
- Dynamic-pressure compensation 58
- Limitation in the cold and warm ranges 58
- Blower control as a function on the
on-board electricity supply 59
- Effect of terminal 50 59
CHAP 7 Air distribution 60

Flap positions 60
- Flap positions for both sides together: 60
- Priorities 61
- Calibrating run 61
- Position run 61
Manual (individual) air distribution 62
- Manual air distribution for Basic version: 62
- Manual air distribution US programs 63
Automatic program 64
- Defrosting flaps 64
- Virtual flap 65
- Footwell flaps 66
Individual settings for the "INDIVIDUAL"
program 67
Prioritized programs 68
Cold-starting interlock 69
MAX-AC function 70
- Table of switch-on criteria 70
- Active settings 71
DEFROST function 72
Effect of the solar sensor 73
Rear window heating 76
- Defrosting phase 76
- Cyclic operation 76
Wiper parked zone heating 77
- Switching conditions for shutdown as of
priority level 5 77
OFF function 78
- OFF function, High version 78
Recirculated air / AUC / Auto recirculated air 79
- Recirculated air mode 79
- Automatic recirculated-air control (AUC) 80
- Auto recirculated air 81
CHAP 8 Stationary functions 82
Residual heat 82
Independent ventilation (SL) and
independent heating (SH) 83
- Activation/deactivation options 83
- IHKA settings for "independent ventilation" 84
- IHKA settings for "independent heating" 85
- Settings when terminal 15 and
terminal R OFF: 85
- Switch-on/switch-off criteria for
"independent heating" 86
- Independent heating in auxiliary heating mode 87
- Actuation, circulation pump 87
- Actuation, changeover valve 87
- Independent heating / refrigerant system 88
- Pseudo auxiliary heating mode 89
Independent A/C 90
Remote control for engine-independent
functions 90
- Independent heating/independent
ventilation, independent A/C 90
- Start independent heating or independent A/C 90
- System initialisation, remote control 91
CHAP 9 "Non-A/C" functions 94

Rear-window roller blind control 94
- Operating concept 94
- Actuation and fault recognition 95
CHAP 10 Coding 96
Key Memory 96
Car Memory 98
- Saving control-panel status 98
- Coding variants for control-panel functions 98
- Custom settings 99
Influence of the power module 100
Sleep/wait/power-down modes 101
- Sleep mode 101
- Wait mode 101
- Power-down mode 101
CHAP 11 Glossary 102

Abbreviations, terminology 102
E65 IHKA
Introduction
- History
On account of technological improvements on the one hand and
new or modified functionalities on the other, the air-conditioning
system of the E65 has virtually no components in common with
other series or with the predecessor series, the E38. This
air-conditioning system, therefore, is almost a completely new
development.
In order to permit each of the car's occupants to select the
thermal comfort they want, the air-conditioning system is
available in two versions, "Basic" and "High".
The design objective for these automated systems was to meet
the high requirements of customers worldwide in terms of
heating and cooling capability, and to steal a lead over our
competitors.
In both systems, the control display is used for indication and
operation. Important primary functions, however, are still
controlled by means of knobs and pushbuttons on the control
panel.
The functions in question include:
- Temperature
- Blower
- Recirculating air
- Defrost
- Max AC (cooling)
- Rear window defogger
- Automatic functions
-1-
E65 IHKA
- Features of the "Basic" automatic air-conditioning

system
(standard equipment)
General information
- Outside-air filter (microfilter without activated charcoal filter)
- Residual heat
- Independent ventilation
- AUC-1 sensor (1-gas sensor for automatic recirculated air

control)
- Refrigerated box in the centre console
- 2 separate servo drives for outside air / recirculated air
- Air outlets in B-pillars
With left/right separation

- Temperature control
Without left/right separation

- Automatic air distribution
- Air-flow control
- Ventilation (centre outlets in the instrument panel)

temperable and adjustable by means of control display
- Rear seat ventilation is temperable
-2-
E65 IHKA
- Features of the "High" automatic air-conditioning

system
(optional extra)
General information
- Outside-air filter with activated charcoal filter
- Recirculating air filter
- Residual heat
- Independent ventilation
- AUC-2 sensor (2-gas sensor for automatic recirculated air

control)
- Refrigerated box in the centre console
- 2 separate servo drives for outside air / recirculated air
- Air outlets in B-pillars
- Solar sensor at front for separate left/right control

(common housing)
- Car and Key Memory for blower and temperature
With left/right separation

- Temperature control
- Automatic air distribution
- Air-flow control
- Ventilation temperable by means of control display
- Rear-seat ventilation temperable by means of knurled knobs
-3-
E65 IHKA
- Other E65 innovations
Refrigerant circuit
- The refrigerant compressor (KMV) has no coupling and is

regulated externally by pulse width modulation (PWM signal)
- The dryer is integrated into the condenser
IHKA air conditioner
- Completely new layout with blower unit asymmetrically

positioned
- Modified functionality of the flap system for air flow control and
stratification for the ventilation outlets in the instrument panel
- Blower with fan impeller on one side
- Blower control unit as clock regulator (with K-bus and

diagnosis capabilities)
- Flap drives (MUX motors) with blockage identification
-4-
E65 IHKA
Control unit / control electronics
- The control unit has controls only for setting the actuators for
the basic functions and the integration of "non-A/C" functions
(button for HAZARD LIGHTS and CENTERLOCK rocker switch)
- Bus connection by K-CAN
- Higher-order functions and individual programs are displayed

on the control display
- Replaceable sensor blower
- Consumer shutdown by the power module
- Programmable by means of diagnosis
Other features
- Filter dryer status recognition
- Window fogging sensor in High version

(planned for PU 2002)
- Refrigerant level sensor (planned)
-5-
E65 IHKA
System overview
Positions of the components in the vehicle
The air-conditioning system spans the entire vehicle.
The illustration below shows the positions of the major compo-
nents in the vehicle. The overview includes the independent
heating and the rear air conditioner (HKA) with cooler box.
KT-7780
Fig. 1: Overview
Index Description
1 Air conditioner
2 Rear air conditioner (not available at start of series production -

E66 only)
3 Independent heating
4 Condenser
Not shown: refrigerant compressor and auxiliary fan
-6-
E65 IHKA
Components of the refrigerant system

The components comprising the refrigerant system include the
following:
- Auxiliary fan
- Condenser with integrated dryer
- Refrigerant compressor
- Pressure sensor in the line
- Filler adapter
- Evaporator
- 2 shut-off valves (for rear air conditioner)
- Expansion valve
- Pressure and suction lines made of aluminium
In a vehicle equipped with a rear air conditioner (HKA) the layout

includes two shutoff valves (one at the front on the IHKA and
one at the rear on the HKA) and the evaporator with expansion
valve in the HKA.
The refrigerant used in this system is R134a.
-7-
E65 IHKA
Components of the air ducts

Air ducts is a generic term used for all components that
distribute the air supplied by the fan and carry it to the outlets.
The ends of the air ducts are fitted with grilles.
KT-8220
Fig. 2: Air ducts
Index Description Index Description
1 Air intake / filter housing 6 Air ducts to the outlets in the

instrument panel
2 Air ducts for defrosting 7 Ventilation for rear seating

windscreen area
3 Ventilation ducts 8 Heating ducts for rear seating

area
4 B-pillar ventilation 9 Air ducts to the side windows
5 Front footwell ducts 10 Air conditioner
-8-
E65 IHKA
Air conditioner of the integrated heating and

air-conditioning system
The air conditioner of the IHKA is secured to the middle of the
fire wall, beneath the instrument panel. Unlike the arrangement
adopted in the E38, this unit is not symmetrical: the blower is
offset toward the passenger's side. This inevitably means that
there are differences between the versions for LHD and RHD
cars.
The air conditioner is the central unit in the air-conditioning

system; the functions it discharges are as follows:
- Create and control the air flow
- Distribute the air
- Mix the air (air stratification)
- Dehumidify the air
- Convert the energy supplied by the coolant system
- Transfer the refrigerating power of the refrigerant system
-9-
E65 IHKA
KT-8011
Fig. 3: Layout of the major components of the air conditioner

(illustration shows the High version for LHD cars)
1 Defroster duct 11 Blower motor
2 Drive, warm air left 12 Blower control unit
3 Ventilation, left 13 Evaporator
4 Heater 14 Condensate drain
5 Drive, defroster 15 Drive, footwell
6 Drive, cold air right 16 Drive, rear-compartment venti-

lation
7 Drive, warm air right 17 Rear seat-area duct, left,

ventilation
8 Drive, recirculated air 18 Footwell / rear seat-area

outlet, left
9 Drive, fresh air 19 Footwell outlet, front left
10 Recirculated-air shutter 20 Drive, cold air left
- 10 -
E65 IHKA
Control panel / control unit

The control panel is an insert set in the dashboard. Self-tapping
screws locate the control panel in the two slots at the top.
The control electronics are integrated into the control panel.
These electronic circuits monitor and control the entire air-
conditioning system.
The control panel carries only the essential controls. Precision
adjustments are carried out using the controller and the Control
Display (on-board monitor).
There are also controls for the "hazard warning lights" and
"central locking" (Centerlock) functions.
The air conditioning system is available in two versions, Basic
and High. The layouts of the two control panels differ accord-
ingly.
KT-8010
Fig. 4: Front view of the control panel for the "Basic" air conditioning system
KT-8009
Fig. 5: Front view of the control panel for the "High" air conditioning system
- 11 -
E65 IHKA
Functional system overview
KT-8202
Fig. 6: Functional system overview
DME Digital motor electronics ECU_IH Control unit of the IHKA

KA
PT-CAN Bus cable LSZ Light switch centre
K-CAN Bus cable M PWR MUX motors and output

stage
ZGM Central gateway module HR Rear-window roller blind
MMI Man Machine Interface I/O's Inputs/Outputs

(Control Display CD)
TM Door module S-Sen Solar sensor
SH_ZH Independent AUCI/II- AUC I and AUC II sensors

heating_auxiliary heating Sen
HKA Rear air conditioner B-Sen Fogging sensors
PM Power module S1 Limit-position switch
CAS Car Access System Poti Adjusting potentiometer
- 12 -
E65 IHKA
Other sensors and actuators

The system can include other components in addition to those
listed above, depending on the equipment specification (Basic
or High):
- Either an AUC-1 sensor or an AUC-2 sensor for automatic
recirculated air control
- One solar sensor for each side

(High version only)
- One potentiometer on each side in the rear-compartment grille

for adjusting air stratification (High version only)
- One limit-position switch on each side in the rear-

compartment grille (High version only)
There are temperature sensors:

- In the air conditioner
• An evaporator-temperature sensor
• Two heat exchanger temperature sensors
- In the control panel
• An interior-temperature sensor with sensor blower
- On the car
• An exterior-temperature sensor (signal carried by
K-CAN bus)
- In the air outlet grille of the dashboard
• High version:
One temperature sensor for each side
• Basic version:
One temperature sensor, left
KT-8039
Fig. 7: Air outlet grille with temperature sensor (1)
- 13 -
E65 IHKA
Microfilter system / air intake

There is a microfilter in each of the two air-intake filter housings.
The microfilters are a combination of particle filter and activated
charcoal filter (High version).
Activated charcoal filter (High version only)

The activated charcoal filter retains unhealthy and noxious
gases.
- 14 -
E65 IHKA
Components in the refrigerating system

Refrigerant compressor (KMV) or compressor
- Structure of the refrigerant compressor
KT-8339
Fig. 8: Refrigerant compressor
Index Description
1 Solenoid valve
2 Hollow piston (Teflon-coated)
3 Swash plate (MoS2-coated)
4 Belt pulley
5 Rubber elements
- 15 -
E65 IHKA
- The refrigerant compressor's method of operation

The KMV compresses the refrigerant gas inducted from the
evaporator and forces it to the condenser. The KMV does not
have a clutch, which means that it always operates when the
engine is running; it is controlled internally but receives its
external control signals from the A/C control unit.
Delivery rate and, consequently, pressure is produced in the
KMV by seven pistons whose travel is influenced by a swash
plate.
The position of the swash plate is controlled by the internal
pressure conditions which, in turn, are controlled by the electric
control valve integrated into the KMV.
The control valve influences the balance of forces at the swash
plate by changing the crank-chamber pressure PC.
The control valve is open when de-energized. In this state the

swash plate is almost vertical and not deflected. Compressor
output is between 0...2%. This power is used to maintain internal
lubrication.
The control valve closes in response to a pulse-width-
modulated (PWM) signal of 12 V, 0.85 A and 400 Hz from the
electronic controller. This causes the pressure in the crank
chamber to diminish. The swash plate is deflected in conse-
quence and compressor output increases. This arrangement
ensures a steplessly variable output between 2...100%.
KT-8379
Fig. 9: The refrigerant compressor's method of operation
- 16 -
E65 IHKA
1 Orifice between crank- 6 Valve tappet

chamber pressure Pc and
intake pressure Ps
2 Crank-chamber pressure Pc 7 High pressure Pd
3 Gas flow 8 Bellows with spring 1
4 Spring 2 9 Intake pressure Ps
5 Coil
- 17 -
E65 IHKA
Clutchless refrigerant-compressor drive

Advantages:
- Compact
- Weigh-saving
- No electric power consumption
Application and function:

- Vibration-damping function
- Torque transmission
- Protective function in the event of a blockage
The illustrations below show the design and method of

operation of the refrigerant-compressor drive with rubber
elements.
They show the refrigerant-compressor drive in the normal
operating configuration (rubber elements meshing) and with the
rubber elements slipping because the compressor is blocked.
- 18 -
E65 IHKA
KT-8338
Fig. 10: Design of the refrigerant-compressor drive
1 Splines in the driver 4 Rubber elements
2 Driver contour 5 Belt pulley
3 Spline hub
KT-8285 KT-8286
Fig. 11: Method of operation of the refrigerant-compressor drive
left = normal operation / right = KMV blocked
A Driver, connected to the shaft C Belt pulley

of the KMV
B Rubber elements
- 19 -
E65 IHKA
Condenser with dryer

Water might be present in the system, and this water is
condensed in the integral dryer. This is necessary in order to
avoid corrosion damage in the refrigerant system.
The dryer insert is replaceable. A filter strainer protects the KMV
against particles of foreign matter in the flow.
KT-8204
Fig. 12: Condenser
Index Description
1 Integrated dryer
- 20 -
E65 IHKA
Auxiliary fan (ZL)

The auxiliary fan measures approximately 420 mm in diameter
and has 5 asymmetrically back-curved blades.
The motor is of the brushless type. Consequently, there is no
brush wear. Fan speed is steplessly variable in the range from
30 to 100% and the fan is driven in 15 stages as a function of
pressure in the refrigerant system.
The requisite fan speed is sent by the air conditioning system to
the DME/DDE system via the CAN bus. The DME/DDE sends a
pulse-width-modulated (PWM) control signal to the fan motor.
The auxiliary fan is shut down at vehicle speeds v > 80 km/h
(fan stage 0 is output).
At higher speeds the condenser is cooled by the headwind
alone. At lower speeds and when the car is at a standstill
(engine idling) cooling must be assisted or maintained by the
auxiliary fan.
The auxiliary fan starts up again when the vehicle's speed drops
below 70 km/h.
The auxiliary fan can also be started if coolant temperature is too
high or if transmission-fluid temperature is too high.
- 21 -
E65 IHKA
Pressure sensor
The pressure sensor is in the pressure pipe between condenser
and evaporator. It sends the electronic controller in the operating
panel an analog signal between 0.4 V and 4.6 V as a function of
system pressure.
Expansion valve
The expansion valve in the E65 functions in the same way as its
counterparts in other series.
Evaporator
The evaporator is of the plate type and is made of aluminium.
The surface consists of 27 plates and the total surface area is
approximately 5 square metres.
- 22 -
E65 IHKA
Evaporator temperature controller and

monitor for refrigerant circuit
Evaporator temperature is controlled by the DDE control unit.
The evaporator temperature is pegged at a constant 2 ºC.
The evaporator temperature controller operates independently
of the other control circuits. The manipulated variable YKMV is
derived from or limited by the following criteria:
- Difference between setpoint and actual value of the evaporator
temperature
- KMV speed
- Coolant temperature
- KMV load torque
- Torque limitation
- Refrigerant pressure limitation
- Kick-down
- Battery voltage
- Difference between setpoint and actual value of

the evaporator temperature
The cold air exiting from the evaporator is reheated to the
desired temperature by the heat exchanger.
- KMV (refrigerant compressor)

The KMV is actuated on demand when all switch-on conditions
are satisfied. It is an internally regulated and externally
controlled compressor.
Only the coldness required at a given time is generated by the
compressor. This reduces load at all times when full cooling
power is not needed.
- 23 -
E65 IHKA
- KMV speed
K-CAN messages provide the IHKA with the information it needs
about engine speed.
- KMV load torque

The physical compressor load torque required is computed by
the IHKA and sent to the engine management system in a
K-CAN message.
- Torque limitation
The IHKA receives a K-CAN message from the DME control unit
containing a maximum specified torque. Under full throttle/kick-
down and at high coolant temperatures, the DME uses this
signal to restrict the maximum possible KMV load torque.
- Refrigerant pressure limitation

Refrigerant pressure is registered by the pressure sensor of the
IHKA. The IHKA limits refrigerating power linearly from 100% to
0% (0% = shutdown) between refrigerant pressures of 22 bar
and 28 bar.
The KMV is shut down if pressure is < 1.8 bar. The KMV is reacti-
vated when pressure is again above 2 bar, provided that all the
other switch-on conditions are satisfied.
- 24 -
E65 IHKA
- Communication between IHKA and DME

The IHKA notifies the DME of its intention to have the KMV
activated in a K-CAN message (Control_A/C_ready).
As a function of manipulated variable Y and the outside temper-
ature, this is accomplished by increasing engine idle speed from
550 rpm to 750 rpm.
There are three different switching criteria:
- 0 = No air conditioning system ON
- 1 = Air conditioning system ON without speed increase
- 2 = Air conditioning system ON with speed increase
The DME provides the IHKA with a torque of 30 Nm, provided

that no deactivation criterion applies (e.g. elevated coolant
temperature or kick-down).
The IHKA can then activate the refrigerant compressor in the
permitted torque range and reports the torque actually applied
to the DME.
- 25 -
E65 IHKA
- Limitation of KMV actuation by the DME

The function logic applied for changing between operation with
and without idle-speed increase is as follows:
Idle-speed increase activated

Toutside ≥ 15 ºC
and
Yl ≤ 10%
or
Yr ≤ 10%
Idle-speed increase deactivated

Toutside ≤ 13 ºC
or
Yl ≥ 20%
and
Yr ≥ 20%
- 26 -
E65 IHKA
KT-8386
Fig. 13: Evaporator temperature control (block diagram)
ON/OFF ON/OFF 8 Refrigerant high pressure
SOLL Setpoint 9 Fan
TVD,SOLL Evaporator temperature 10 Overvoltage / undervoltage

setpoint cutout
1 Fan speed 11 Evaporator controller
2 Refrigerant compressor 12 Current regulator for

torque limitation
3 Refrigerant compressor 13 Externally controllable,

speed internally regulated
clutchless refrigerant
compressor
4 Coolant temperature 14 Condenser
5 Kick-down 15 Evaporator temperature
6 Maximum permissible 16 Evaporator

torque
7 Calculation of refrigerant 17 Expansion valve

compressor torque,
fan speed
- 27 -
E65 IHKA
Notes for Service
- Initial operation of the IHKA or replacement of the

refrigerant compressor (KMV)
It is absolutely essential to run in the KMV in order to ensure
correct operation of the air conditioning system!
When the engine is started the air conditioning system must be
set to "OFF".
With the engine running, do not activate the KMV before step 4
in the test procedure described below.
Procedure:
1. Set all air outlets in the instrument panel to "OPEN".
2. Start the engine and wait until it settles to a constant idle
speed.
3. Set the blower to at least 75% of the maximum blower output.
4. Switch on the air conditioning system and allow it to operate
for at least 2 minutes without interruption.
Note: Make sure that the engine's speed does not

exceed 1200 rpm. If it does, the running-in
procedure is automatically aborted and must be
repeated in its entirety.
Reason: the manufacturer fills the KMV with the
quantity of oil required for operation, and the
running-in phase affords this oil the time it needs
to mix thoroughly and uniformly with the refrig-
erant.
- 28 -
E65 IHKA
IHKA air conditioner

The air conditioner consists of the following components/
functional units:
- Evaporator / evaporator sensor
- Heat exchanger (WT) / WT sensor
- Blower
- Blower control unit
- Flaps / flap actuating mechanism
- Flap drives / stepper motors
KT-8294
Fig. 14: View with flap drives, Basic version
1 Warm air left / right 4 Recirculating air
2 Defrost 5 Footwell left / right
3 Fresh air 6 Cold air left / right
- 29 -
E65 IHKA
KT-8376
Fig. 15: View with flap drives, High version
1 Warm air left 7 Footwell right
2 Defrost 8 Rear seating area right
3 Fresh air 9 Rear seating area left
4 Recirculating air 10 Footwell left
5 Warm air right 11 Cold air left
6 Cold air right
- 30 -
E65 IHKA
Blower
Unlike the E38, the blower is not symmetrical. It is a radial-flow
blower and has a twin-scroll impeller on one side only. It is
mounted along with the blower motor in a sound-proofed
housing offset toward the passenger side of the car.
It can be dropped out of its position on the right inside the
passenger compartment (glove box area) and removed as
described in the Repair Manual. The blower unit can be
separated from the motor.
Depending on the positions of the air-flow control flaps, the
requisite quantity of air is inducted either through the filters and
the fresh-air duct or through the recirculated-air flap (High
version including recirculated-air filter available as of 03/2002).
Intake can be from both directions, depending on operating
status.
KT-8346
Fig. 16: Radial-flow blower with motor (1)
Technical data of the blower motor:

Type Permanent direct current motor
Voltage 12 V
Rated torque MN 60 Ncm
Rated speed 3350 rpm

Rated current consumption 27 A
- 31 -
E65 IHKA
Blower control unit

The blower control unit is mounted directly on the housing of the
blower motor. It has self-diagnosis capability and is addressed
by the control electronics in the control unit by means of the
K bus.
The diagnostic information is transmitted to the control
electronics for processing. If a fault is detected in the regulator
or the blower that would cause an overload and consequent
overheating, current is reduced or the blower is temporarily shut
down.
Pin No. Assignment
1 K bus
2 Positive supply
3 Ground
KT-8208
Fig. 17: Blower control unit on blower (view from below inside open IHKA housing)
Index Description
1 Blower control unit
2 Blower
- 32 -
E65 IHKA
Flaps / flap actuating mechanism

The flaps distribute the air and mix cold air and warm air. The
flap actuating mechanism includes the flaps themselves, the
corresponding shafts and lever assemblies, and the drive
motors.
The flaps in the IHKA are as follows:
- Fresh air flap

This flap regulates the quantity of fresh air inducted by the
blower. This flap is actuated by a rapid-action drive so that it can
close quickly when the system is operating in automatic recircu-
lated air mode (AUC mode). This flap also acts as a dynamic-
pressure compensator.
- Recirculated air flap

This flap is a 3-vane louvre. It regulates the volume of recircu-
lated air inducted into the system. The recirculating air filter is
situated directly above it (High version only, and not until
03/2002).
KT-8347
Fig. 18: Installed position of recirculated-air flap (1)
- 33 -
E65 IHKA
- Footwell flap
(High version has separate flaps for left and right footwells)
These flaps control the flow of air to the front and rear footwells.
(See air routing)
- Rear seating area ventilation flap

(High version only and separate flaps for left and right)
These flaps are used to regulate the volume of air flowing from
the rear ventilation outlets and the temperature (air stratification
in rear seating area).
(See also the illustration captioned "Air routing" in the "System
overview" chapter).
- Defrosting flaps
These two flaps are always coupled together. They regulate the
flow of air directed against the front windscreen. In all
adjustment and control functions, these two flaps are always
controlled from the driver's side only, and always together.
- Warm air / cold-air flap

(High version has separate flaps for left and right)
These flaps control the flow of air to the outlets in the dashboard
and the B-pillars and stratify the temperature distribution.
This system of flaps is special, because each pair of flaps
(warm-air / cold-air flaps) together have to regulate the air flow
and the temperature at the same time. This system takes the
place of the conventional shutoff/mixture control and non-return
flaps, but requires special functions in the electronic control
system. (See the information on temperature and air flow
control, virtual flap position).
- 34 -
E65 IHKA
Flap drives / stepper motors

The High-version IHKA has a total of 11 bipolar stepper motors,
whereas the Basic version has 6 bipolar stepper motors:
- 1 rapid-action motor for the fresh air flap
- 10 (High version) or 5 (Basic version) MUX motors for all other

flaps
- Rapid-action motor (fresh air flap)

The windings of this drive are actuated directly by the electronic
controller at a stepping frequency of up to 500 Hz. It is a feature
of the rapid-action motor that its torque depends only on the
stepping frequency, not on the on-board supply voltage.
- MUX motors (all other flaps)

Each of these motors has an integrated circuit (MUX-4 chip) in
the housing of the plug connection. This IC controls the
windings of the motor and has bus (motor bus) and diagnosis
capability.
All MUX drives are controlled by the electronic controller by
means of a common motor bus. Each drive has a permanent
address stored on its chip by the manufacturer; these addresses
are unique identifiers for the individual motors for the purposes
of bus communication. Consequently, the stepper motors are all
different and are not interchangeable.
Faults (blockages) reported by the drives are logged by the
electronic controller, which responds by discontinuing its control
signals to the motor in question.
- 35 -
E65 IHKA
Control panel / control electronics

As regards the mechanical systems of the control panel, there
are no differences between the versions for RHD and LHD cars.
The major functions are described below, along with their inter-
relationships. This scope includes the controls on the control
panel, which differ depending on which version of the air condi-
tioning system is fitted - Basic or High.
Controls of the High version
KT-8012
Fig. 19: Controls of the High version
1 DEFROST button 8 TEMPERATURE right knob/

(LED: orange) REST button (LED: green)
2 Recirculated air / AUC 9 AUTO right button

button (LED: both green) (LED: green)
3 AUTO left button (LED: green) 10 AC button (LED: green)
4 TEMPERATURE left knob 11 Rear window heating button

MAX AC button (LED: green) (LED: orange)
5 AIR VOLUME left knob 12 HAZARD WARNING LIGHTS

OFF button (LED: orange) button
6 CENTERLOCK rocker switch 13 Independent heating/

independent ventilation
indicator (LED: red)
7 AIR VOLUME right knob
- 36 -
E65 IHKA
Controls of the Basic version

The Basic version is without the following controls featured only
by the High version:
- OFF button
(function of the knob for AIR VOLUME left)
- AIR VOLUME right knob

The left AIR VOLUME knob is used to control the supply of air
to the entire passenger compartment
- AUTO right button

The left AUTO button is used to control automatic air distri-
bution throughout the entire passenger compartment
KT-8299
Fig. 20: Controls of the Basic version
1 DEFROST button 7 TEMPERATURE right knob

(LED: orange) REST button (LED: green)
2 Recirculated air / AUC 8 AC button (LED: green)

button (LED: both green)
3 AUTO button (LED: green) 9 Rear window heating button

(LED: orange)
4 TEMPERATURE left knob 10 HAZARD WARNING LIGHTS

MAX AC button (LED: green) button
5 AIR VOLUME knob 11 Independent heating/

independent ventilation
indicator (LED: red)
6 CENTERLOCK rocker switch
- 37 -
E65 IHKA
Functions of other buttons on the control

panel
- CENTERLOCK
Instead of being interpreted by the IHKA, the status of the
CENTERLOCK button is merely looped through by the hardware
to the appropriate control unit.
- HAZARD WARNING LIGHTS

Instead of being interpreted by the IHKA, the status of the
HAZARD WARNING LIGHTS button is merely looped through by
the hardware to the appropriate control unit.
The LED that indicates activation of the hazard warning lights is
actuated by the lights switching centre.
- 38 -
E65 IHKA
Inputs and outputs of the control electronics
- High version
Heat exchanger Water valve

temperature left/right left/right
Interior temperature Auxiliary water pump
Evaporator temperature Rear-seating potenti-

ometer supply
Ventilation temperature Refrigerant compressor

left/right
Rear-seating potenti- AUC heating

ometer air stratification O AUC supply
left/right
I U
Limit-position switches N T Pressure sensor
for rear-seating venti- P P supply
lation left/right
U U
T T MUX4 bus for motors
and blowers
C C
I I Roller sunblind motor
R R
K-CAN
C C
U U
AUC sensor Wiper parked zone
I I heating
T T
Refrigerant pressure Fogging-sensor
sensor supply
Fogging sensor* Fresh-air motor
Solar sensor left/right Solar-sensor supply
Fig. 21: Inputs and outputs of the control electronics (High version)
* Not implemented for beginning of series production
- 39 -
E65 IHKA
- Basic version
Heat-exchanger temper- Water valve left/right

ature left/right
Interior temperature Auxiliary water pump
Evaporator temperature
Ventilation temperature Refrigerant compressor

driver's side
O AUC heating
I U AUC supply
N T
P P Pressure sensor
supply
U U
T T
MUX4 bus for motors
and blowers
C C
I I Roller sunblind motor
R R
C C
K-CAN
U U
I I
AUC sensor Wiper parked zone
T T heating
Refrigerant pressure Fogging-sensor

sensor supply
Fogging sensor* Fresh-air motor
Fig. 22: Inputs and outputs of the control electronics (Basic version)
* Not implemented for beginning of series production
- 40 -
E65 IHKA
- Inputs
Temperature sensor:
- Heat exchanger left/right Analog signal; temperature-dependent

resistor; referenced to 5 V and sensor ground
- Ventilation left/right (High
version)
- Ventilation left (Basic version)
- Evaporator
AUC sensor Figgaro (Kostal): Analog signal; gas-

dependent resistor; referenced to AUC supply
and ground of AUC I
Paragon: digital input referenced to ground,
AUC II
Potentiometer for rear-seating Analog signal; referenced to rear-seating

stratification left/right* potentiometer supply and ground, rear-seating
potentiometer
Limit-position switch for Analog signal; referenced to ground

rear-seating ventilation left/right*
Refrigerant pressure sensor Analog signal; referenced to pressure sensor

supply and ground, pressure sensor
Fogging sensor* Digital signal; referenced to fogging-sensor

(not implemented at start of supply and ground, fogging sensor
series production)
Solar sensor left/right* Analog signal; referenced to solar-sensor

supply and ground, solar sensor
(Hazard warning lights indicator) Connection through hazard-warning LED with

line resistor to terminal 31
(Ground for CENTERLOCK Connection through CENTERLOCK OPEN

OPEN) button to ground, hazard warning / Centerlock
(Ground for CENTERLOCK Connection through CENTERLOCK CLOSED

CLOSED) button to ground, hazard warning / Centerlock
(Ground for hazard warning lights Connection through hazard warning lights
button) button to ground, hazard warning / Centerlock
* These inputs apply to the High version only
- 41 -
E65 IHKA
- Outputs
Pressure-sensor supply 5 V, 20 mA; with diagnosis
Rear-seating potentiometer 5 V, 8 mA; with diagnosis

supply*
Fogging-sensor supply* 5 V, 8 mA; with diagnosis

(not implemented at start of
series production)
Solar-sensor supply* 6.5 V, 8 mA; with diagnosis
AUC sensor supply 5 V, 0.17 A; voltage regulator output; with

diagnosis
AUC heating Current monitoring
Water valve left/right 1.3 A; high side; with diagnosis; active when
high
Roller sunblind at rear** 2 A; full jumper and diagnosis
Auxiliary water pump 1.5 A; high side; with diagnosis; active when
high
Refrigerant compressor 0.8 A; high side; with diagnosis; active when

high
Wiper-blade parking position 0.2 A; high side; with diagnosis; active when
heater relay high
Fresh-air motor max. 0.7 A per coil
Mux4 bus (motors/blowers) Bus interface
K-CAN CAN
(CENTERLOCK OPEN / CLOSED) Only the switch output has an external

terminal
(Hazard warning lights button) Only the switch output has an external
terminal
* This output applies to the High version only

** This output applies to the version with rear-window roller blind
(HR) only.
- 42 -
E65 IHKA
Connections at the rear of the control panel

The rear of the control panel accommodates:
- All plug-in connections to the vehicle's electricity supply and
to the air conditioner
- Connection to the K-CAN bus
- Replaceable sensor blower for directing air onto the integrated

interior-temperature sensor
KT-7778
Fig. 23: Rear view of the control panel
1 Replaceable 4 Pin receptacle 01, 12-pin,

sensor blower black
2 Pin receptacle 04, 3-pin, 5 Pin receptacle 05, 5-pin, black

black
3 Pin receptacle 03, 12-pin, 6 Pin receptacle 02, 26-pin, blue

blue
- 43 -
E65 IHKA
Functional circuit diagram, E65 IHKA
KT-8521
Fig. 24: Functional circuit diagram, E65 IHKA
- 44 -
E65 IHKA
M1...M8 Flap drives BEL_AB Ventilation for stowage box

(not implemented)
M9...M10 Flap drives (High version WHZG Wiper parked zone heating
only)
M11 Fresh air flap PM Power module
WTFL Heat exchanger temper- KMV Refrigerant compressor

ature sensor, left
WTFR Heat exchanger temper- HSR Rear-window roller blind

ature sensor, right
VDF Evaporator temperature KL.30 Terminal 30

sensor
F2 Fresh-air grille, front GEB Blower
DSEN Pressure sensor CON Controller
AUC Automatic recirculated-air BZM Centre armrest control

control console
WV Water valve CD Control Display
ZWP Auxiliary water pump DME Digital engine electronics
LM Light module ZGM Central gateway module
WB Hazard warning lights SP Blocking circuit

system
CTL Centerlock HHS Rear window defogger
CAS Car Access System AT Antenna tuner
SSEN Solar sensor PT-CAN Powertrain bus
F1 Fresh-air grille, rear seating K-CAN S Body controller area

area network system
BSEN Windscreen fogging sensor
- 45 -
E65 IHKA
Temperature control and

air-flow control
Temperature control
The core of the temperature control system consists of the left
and right master controllers. These are the controllers that
compare the interior temperature actual value with the
occupant's desired temperature setpoints for left and right
(TS,l and TS,r). The control thus obtains a differential signal,
which it uses to generate the manipulated variable Y.
The operating range of the master control is
- 200...+ 311.5 % Y. The normal range, as before, is
- 27.5...+ 100 % Y. A wide variety of functions in the IHKA are
influenced in this way, for example flap and blower automatic
control.
The subordinate systems include the two auxiliary regulating
circuits for the left and right heat exchangers.
They suppress the disturbance variables that would otherwise
become perceptible in the air conditioner as changes in temper-
ature due to fluctuations in air throughput or water flow.
The evaporator temperature is set by a separate control loop
and acts on the system as a disturbance variable.
Two other independent loops control the ventilation temperature
for left and right, thus allowing stratification of the air temper-
ature between the footwell outlets and the ventilation outlets.
- 46 -
E65 IHKA
Passenger-compartment control loop (master

controller)
The passenger-compartment controller is of the proportional
type (linear amplifier).
The temperature range that the car's occupants can select is
from 16 ºC ... 32 ºC (approx. 60 ºF ... 90 ºF).
The step interval is:

temperature in ºC → 0.5 ºC
temperature in ºF → 1.0 ºF
- MAX heating function

If the setpoint is 32 ºC, MAX heating is activated for left and/or
right individually. The interior-temperature controller is
overridden. The temperature of the heat exchanger is brought up
to the maximum of 90 ºC. Manipulated variable Y is set to
maximum heating (true 311.5%).
E x c e p t i o n : independent ventilation
The water valves have to remain closed in independent venti-
lation mode, so the MAX heating function has to be cancelled. It
is overridden by the independent ventilation condition (see
independent ventilation).
- MAX cooling function

If the setpoint is 16 ºC, MAX cooling is activated for left and/or
right individually. The interior-temperature controller is
overridden. The heat-exchanger temperature is reduced to the
minimum of 5 ºC and the water valve is closed. Manipulated
variable Y is set to -200% (maximum cooling).
- 47 -
E65 IHKA
Correction for setpoints
- Outside-temperature influence
The outside temperature is registered by an outside-temperature
sensor at the bumper and this information is sent to the IHKA by
means of the K-CAN bus.
The setpoint is corrected as a function of outside temperature in
order to compensate for the effects of heat radiated off outside
panels and the enclosing surfaces on the car's occupants.
- Interior-temperature sensor
A temperature sensor with sensor blower is mounted in the
control panel, where it measures the temperature inside the
passenger compartment.
- 48 -
E65 IHKA
Heat exchanger control
- Heat-exchanger sensors
The temperature of the heat exchanger is registered by temper-
ature sensors situated in the heater's discharge air flows on left
and right. They measure the discharge temperature directly at
the discharge from the heat exchanger.
Pulse width modulation was selected as the mode for electric
control of the water valves. On the basis of service-life calcula-
tions, the period duration was set to 3.6 seconds.
Given an auxiliary variable YH,l/r between 0...100%, the duration
of opening tV derived in this way is 0...3600 ms.
- Filling station effect

The filling station effect (valve de-energized, allowing the heat
exchanger to fill up) is avoided by maintaining the power supply
to the water valves for 3 minutes (value codable in EEPROM)
after terminal 15 drops out.
- Engine characteristic-map cooling

The petrol-engined cars have characteristic-map cooling. As far
as the automatic air-conditioning system is concerned, this
means very high coolant temperatures (up to 120 ºC). In order to
avoid damage to the air conditioner, the heat-exchanger temper-
ature is limited to a maximum of 90 ºC.
The control system is designed to ensure that the maximum
heat-exchanger temperature can also be pegged at a constant
level.
If a defective water valve causes the temperature in the heat
exchanger to rise too high (> 98 ºC), a K-CAN message is sent
to activate characteristic-map cooling in the DME.
- 49 -
E65 IHKA
- Auxiliary water pump

An electric auxiliary water pump is installed in order to ensure
that the requisite water flow rate is maintained even at low
engine speeds.
ON: Residual-heat function
or
Terminal 15 ON (ignition ON)
and
Engine temperature ≥ 0 ºC
and
No blower zero setting
and
Manipulated variable Ydriver or Ypassenger ≥ 5%
or
DEFROST
or
MAX heating
- 50 -
E65 IHKA
Virtual ventilation flap

In order to achieve the temperature and flow rate of the
aggregate air flow, a virtual flap position is computed taking all
the following variables into account:
- Temperature setting selected by the occupants (manipulated
variable Y)
- Air-stratification setting
- Ventilation temperature (actual value)
- Sunshine (solar sensor, High version only)
- Outside temperature
- Flap characteristics for the footwell
- DEFROST ON/OFF
- Correction factors
- Temperatures of evaporator and heat exchanger
Once this "virtual ventilation flap" has been set to the correct
position, characteristics are applied to correct the positions of
the cold-air and warm-air flaps in such a way that warm and
cold air is mixed so as to achieve the desired flow rate and
temperature at the ventilation outlet. (See block diagram).
The positions of the warm-air and cold-air flows determine the
mass flows of warm air and cold air individually and thus also
affect the aggregate mass flow as well as the ventilation temper-
ature.
This system inevitably affects not only the temperature but also
the air flow rate in the entire system each time the angle of
aperture of a flap is changed, so the computations involved are
complicated and integrate the influencing variables and distur-
bance variables.
- 51 -
E65 IHKA
Note, too, that a distinction has to be drawn between the High

and Basic versions, because the latter has only one ventilation-
temperature sensor and the air-stratification settings can be
adjusted only from the driver's side.
Bus-controlled stepper motors are the actuators for the warm-
air and cold-air flaps.
KT-7792
Fig. 25: Principle of ventilation
Index Description
1 Virtual flap position
2 Air flow to ventilation (ventilation temperature TBEL)
3 Cold-air flap position (αk)
4 Cold-air flow (evaporator temperature TVD)
5 Warm-air flow (heat-exchanger temperature TWT)
6 Warm-air flap position (αw)
- 52 -
E65 IHKA
Sectional view with warm-air and cold-air

flaps
- Basic version
KT-8344
Fig. 26: Sectional view of the Basic version
Index Description
1 Evaporator
2 Heat exchanger
3 Warm-air flap
4 Cold-air flap
- 53 -
E65 IHKA
- High version
KT-8345
Fig. 27: Sectional view of the High version
Index Description
1 Evaporator
2 Heat exchanger
3 Warm-air flap
4 Cold-air flap
5 Flap for rear-seating ventilation (warm air, cold air and shut-off)
- 54 -
E65 IHKA
Ventilation control (stratification) REAR

(High version only)
The air-stratification flaps for the rear of the passenger
compartment (left and right are separate) discharge two
functions:
- They shut off the flow of air to the vents if the shut-off flaps at
the vents are closed by hand.
- They control the discharge temperature in the rear of the car

interior by mixing warm air and cold air.
Air-flow control
- Automatic blower and flap control

When the "AUTO" button (left or right) is pressed or a corre-
sponding request issued by means of the Control Display, the
automatic blower and flap control system for the side in
question is activated and the corresponding "AUTO" LED lights
up.
Automatic blower control is dependent on manipulated variable Y.
When the blower control knob is turned, automatic blower
control for the side in question is deactivated. Automatic flap
control remains active.
Pressing the "AUTO" button again reactivates automatic blower
control for the side in question.
The current blower output is displayed on the Control Display in
manual mode only.
- 55 -
E65 IHKA
- Automatic blower boost

Automatic blower boost is available when the flaps are adjusted
manually and when automatic flap control is active.
In order to expedite cooling or heating in order to counter
extreme temperatures inside the passenger compartment, the
normal range of adjustment (Y) is increased from ( -27.5% < Y <
100%) to -200% < Y < 310%.
Automatic blower control responds only to the driver's side
value for manipulated variable Y.
KT-8737
Fig. 28: Blower boost
Index Description
A Blower component
Y -FA Manipulated variable, driver's side
- 56 -
E65 IHKA
- Manual blower adjustment

Turning the control knob clockwise increases blower output,
turning the knob counter-clockwise reduces output. Blower
output is visualized in the form of a bar indicator in the Control
Display.
In the High version, the blower setting is controlled by two
potentiometers, one for the left side and one for the right (the
Basic version has only one potentiometer for the left side)
without limit stops in stages from 1 - 14. Power is increased or
decreased one level for each click.
Once the maximum or minimum setting is reached, turning the
potentiometer further in the same direction has no additional
effect. Output remains at the MAX or MIN setting, as applicable.
The new blower value is immediately transmitted to the Control
Display.
KT-8736
Fig. 29: Manual blower setting (A)
Index Description
B Blower output
C Potentiometer detent position
D Blower stage
- 57 -
E65 IHKA
- Dynamic-pressure compensation
As vehicle speed increases, the increase in air volume in the air
intake ducts flow rate is out of proportion unless controlled by
dynamic-pressure compensation. The ram effect of high speed
can be compensated by closing the fresh-air flap to restrict the
air intake duct in response to the road-speed signal (K-CAN
signal).
In the road speed range from 80 km/h to 180 km/h the angle of
aperture of the fresh-air flap is reduced from 100% to 30%.
- Limitation in the cold and warm ranges

When the manipulated variable Y > 10%, maximum blower
output is limited as a function of coolant temperature.
KT-8738
Fig. 30: Limitation in the cold and warm ranges (A)
Index Description
B Coolant temperature
C Maximum blower output
- 58 -
E65 IHKA
- Blower control as a function on the on-board

electricity supply
If the power module triggers a consumer shutdown over the
K-CAN bus, the following applies:
Blower output Priority level
OFF 1
50% 4
100% >4
Note, however, that the reduction in blower output or shutdown

for priority level 1 or 4 does not apply to the "DEFROST"
function.
Blower voltage is reduced in the same ratio as the vehicle
voltage from 12.0 V downward. If, for example, the vehicle
voltage drops 10% below 12.0 V, the blower control voltage and
thus the blower voltage are also reduced by 10%.
- Effect of terminal 50
During engine starting, the battery cannot be subjected to the
extra load that would be caused by the blower's current
consumption. As long as "terminal 50 logically on" persists
(starter motor), the blower control voltage is pegged at 0 V
(blower off).
- 59 -
E65 IHKA
Air distribution
There are a number of ways of selecting the air-distribution
mode:
- Automatic program
(selectable by means of the button on the control panel or the
air-conditioning menu on the Control Display).
- Prioritized programs
(selectable by means of the buttons on the control panel).
- Manual air-distribution programs

(selectable by means of the air-conditioning menu on the
Control Display).
- INDIVIDUAL settings
(selectable by means of the DUAL function in the air-condi-
tioning menu on the Control Display: not implemented at this
time).
Flap positions
- Flap positions for both sides together:

- Fresh air
- Recirculating air
- Defrosting
These flaps are positioned in accordance with the applicable set

value of the control on the driver's side (Ydriver). The LHD/RHD
ID is needed for this purpose (coding).
- 60 -
E65 IHKA
- Priorities
The initial position of each flap is defined in accordance with the
following priorities:
- Calibrating run (after connection of the battery)
- Independent heating/ventilation OR utilization of residual heat
- Position run (with terminal 15 dropping out)
- DEFROST program
- MAX-AC program
- OFF mode (= blower zero position)
- Cold-starting interlock
If one of these functions is active, the corresponding nominal

positions of the motors are used.
- Calibrating run
The stepper motors do not have a function for recognizing actual
positions, in other words they always move relative to a
reference point. The reference point is one of the flap's limit
positions (0% or 100%).
The flaps are always moved to a limit position on each occasion
of a "power-on reset" (connect battery), for example if a control
unit is replaced or the voltage supply is interrupted in normal
operation. The limit position is selected such that the subse-
quent nominal position can be reached by the shortest possible
distance.
A calibrating run can also be triggered by the diagnosis tester.
- Position run
When the engine has been switched off and the car parked
(terminal 15 drops out), the fresh-air/recirculated-air flap has to
be moved to the "fresh-air position" in order to ensure the
supply of outside air to the passenger compartment even in the
event of a failure of the IHKA.
- 61 -
E65 IHKA
Manual (individual) air distribution

Manual air distribution is controlled by means of the Control
Display (on-board monitor), which issues the "OPERATION_AIR-
CONDITIONER_AIR" information in the operation_air-
distribution_program signal.
- Manual air distribution for Basic version:
Program Air distri- Air distri- Air distri-

bution, bution, bution,
windscreen middle bottom
TOP OPEN CLOSED CLOSED
MIDDLE CLOSED OPEN CLOSED
BOTTOM CLOSED CLOSED OPEN
TOP_MIDDLE OPEN OPEN CLOSED
TOP_MIDDLE_BOTTOM OPEN OPEN OPEN
TOP_BOTTOM OPEN CLOSED OPEN
MIDDLE_BOTTOM CLOSED OPEN OPEN
The High version permits individual air distribution to be set

separately for the driver's side and passenger's side, the only
exception being TOP.
KT-8342
Fig. 31: Control Display, High control panel, driver menu
- 62 -
E65 IHKA
- Manual air distribution US programs

(Basic version)
Program Air distri- Air distri- Air distri-

bution, bution, bution,
windscreen middle bottom
HEAT (TOP, BOTTOM) OPEN CLOSED OPEN
VENT (ventilation) CLOSED OPEN CLOSED
FLOOR (BOTTOM) CLOSED CLOSED OPEN
BI_LEVEL (MIDDLE, BOTTOM) CLOSED OPEN OPEN
The High version permits individual air distribution to be set

separately for the driver's side and passenger's side.
KT-8343
Fig. 32: Control Display, High control panel, driver menu, US programs
- 63 -
E65 IHKA
Automatic program
KT-8340
Fig. 33: Control Display, High control panel, driver menu, automatic program
- Defrosting flaps
In order to avoid post-start fogging, the defroster flap remains
closed for 12 seconds after the engine is started, before normal
operation returns to normal.
When the DEFROST function is cancelled the defroster flap is
moved to the new flap position after a delay.
When the AUTO button on the driver's side is pressed, the
defroster flaps are opened or closed in accordance with a curve
program. The AUTO button on the passenger's side has no
effect on the position of the defroster flaps.
KT-8741
Fig. 34: Defroster flap
A Manipulated variable Y B Flap aperture
- 64 -
E65 IHKA
- Virtual flap
When the AUTO button on the driver's side or passenger's side
is pressed, the virtual flap for the side in question is opened or
closed in accordance with a curve program.
The flaps are closed when the following criteria are satisfied:
Manipulated variable Y > 90%

and
Heat-exchanger temperature TWT < desired ventilation

setpoint temperature + correction value
The angle of aperture of the virtual flap can be further reduced

by different blower settings on the driver's and passenger's
sides.
The flap at which blower output is less is throttled. The flap at
which blower output is greater remains unaffected.
KT-8742
Fig. 35: Virtual flap aperture
A Manipulated variable Y B Flap angle
- 65 -
E65 IHKA
- Footwell flaps
When the AUTO button on the driver's side or passenger's side
is pressed, the footwell flaps for the side in question are opened
or closed in accordance with a curve program.
KT-8743
Fig. 36: Footwell flap
A Manipulated variable Y B Flap angle
- 66 -
E65 IHKA
Individual settings for the "INDIVIDUAL"

program
KT-8341
Fig. 37: Control Display, High control panel, driver menu, individual settings
The flaps that can be set individually by means of the Control

Display (on-board monitor) are as follows:
Driver's side - Defroster flap

- Virtual flap
- Footwell flap
Passenger's side - Virtual flap

- Footwell flap
When the positions of the flaps on the left side are changed, the
program set for the right side is deleted (Auto, Top, Middle,
Bottom).
The individual settings allow the flaps on the left and right sides
to be opened or closed separately in steps of 10% and the
settings to be saved with the aid of the Control Display.
The correct flap positions are frozen and can be called up with
the INDIVIDUAL program.
- 67 -
E65 IHKA
Prioritized programs
The flap setpoint positions for the prioritized functions are as
follows:
SH/ SL DEF MAX-AC POS OFF KSV

REST
Fresh air 100 100 100 0 *** 100 0 **
Recirculating air 0 0 0 100 0 0 **
Defrosting 100 0 100 0 100 *0 0 ****100 *0
Warm air left 0 0 0 100 0 0 0
Warm air right 0 0 0 100 0 0 0
Cold air left 0 100 0 100 0 0 0
Cold air right 0 100 0 100 0 0 0
Footwell left 100 0 0 0 0 *100 0 ****0 *100
Footwell right 100 0 0 0 0 *100 0 ****0 *100
Rear seating 0 (closed) 0 (closed) 0 (closed) 100 (cold) warm *cold 0 (closed) warm
area left *cold
Rear seating 0 (closed) 0 (closed) 0 (closed) 100 (cold) warm *cold 0 (closed) warm
area right *cold
Key to abbreviations
SH/SL Independent heating/independent ventilation
REST Utilization of residual heat
DEF DEFROST program
Max-AC Maximum cooling
(OFF) IHKA off (air flow in zero position)
KSV Cold-starting interlock
POS Position run
* Applicable for outside temperatures ≥ 0 ºC
** Depends on status of the recirculated-air button or AUC
*** The fresh-air flap is partially opened for 1 minute every
12 minutes (EEPROM value)
**** For a certain length of time (EEPROM) after the engine is
started the defroster flap is closed and the footwell flap
opened 20%, as otherwise the blower would be
operating with all flaps closed.
- 68 -
E65 IHKA
Important: If the
- independent heating
- independent ventilation
- residual heat
programs are selected, the flaps move to the
"normal" position when terminal R is
energized, "normal" being the positions that
are valid in operation without these
programs.
Cold-starting interlock
Cold-starting interlock is activated when the following criteria
apply:
ON: Manipulated variable YDRIVER = 100%

and
AUTO program selected

and
Heat-exchanger temp. driver ≤ 30 ºC
Cold-starting interlock (KSV) is deactivated when any one of the

three conditions is not or no longer satisfied.
The flap positions for cold-starting interlock (KSV) depend on
the outside temperature. (See the "Prioritized programs" table)
If outside temperature is < 0 ºC, the defroster flap is OPEN and
the footwell flaps CLOSED. The opposite applies for outside
temperatures > 0 ºC.
- 69 -
E65 IHKA
MAX-AC function
The MAX-AC function enables the user to select the maximum
cooling power by a single touch of a button on the control panel.
The MAX-AC function has the highest priority after the
DEFROST function.
All functions including DEFROST are deactivated when the
MAX-AC button is pressed. The air-conditioning function is
switched on, if it is not already active. The air-conditioning
function remains active when the MAX-AC function is termi-
nated.
The MAX-AC function is terminated when any button on the
control panel is pressed or a change made to the settings on the
Control Display (on-board monitor). The newly selected function
becomes active and the settings valid before the MAX-AC
function was selected are reactivated (apart from DEFROST).
Pressing the MAX-AC button while the MAX-AC function is
active also terminates the MAX-AC function.
- Table of switch-on criteria
Criterion for switching on/off ON OFF

Terminal 15 ON (ignition ON) and
MAX-AC button pressed (OFF) and
X
Outside temperature > 5 ºC
- 70 -
E65 IHKA
- Active settings
When the MAX-AC button is pressed, the following settings are
adopted with the MAX-AC function active:
- Temperature control is deactivated.

The water valves are closed.
- The manipulated variables for left (Yl) and right (Yr) are set to the minimum setpoint of -200%.
- The IHKA reports "readiness of air conditioner" to the engine management system.
- Evaporator control is activated.
- The flaps move to the following positions:
✸ Fresh air: 0%, then 30% open for one minute every 12 minutes (like AUC)
✸ Recirculated air: 100%
✸ Defrosting: 0%
✸ Warm-air flap, left: 100%
✸ Warm-air flap, right: 100%
✸ Cold-air flap, left: 100%
✸ Cold-air flap, right: 100%
✸ Footwell left: 0%
✸ Footwell right: 0%
✸ Rear-compartment venti- unchanged

lation:
- Rear air conditioner if installed, MAX-AC is activated in both parts of the HKA
- Blower setting maximum for driver and front passenger
- Rear window defogger unchanged
- DEFROST is deactivated
- Temperature reading, driver 16 ºC (60 ºF)
- Temperature reading, 16 ºC (60 ºF)

passenger
- Blower indicator, driver 14 bars
- Blower indicator, passenger 14 bars
- The function lighting is switched as follows:
✸ AC-MAX: ON
✸ All air-distribution buttons: OFF
✸ AC: ON
✸ Recirculated air: ON
✸ DEFROST: OFF
✸ Rear window heating: unchanged
- 71 -
E65 IHKA
DEFROST function
The DEFROST function is a priority function (see the "Prioritized
programs" table) in air distribution and in controller computa-
tions for heating. DEFROST is activated by pressing the DEF
button.
The DEFROST function is the highest priority function after the
OFF function, in other words when the DEFROST function is
activated all the function LEDs go out, with the exception of the
HHS LED (if the rear window heating (HHS) is active).
New: the blower can now be adjusted while the DEFROST
function is active.
This adjustment is applied in accordance with the following

criteria:
1. Uncontrolled DEFROST function:
Outside temperature TA < -5 ºC
- Heat-exchanger temperature is brought up to maximum

value.
2. Controlled DEFROST function:
Outside temperature TA ≥ - 5 ºC
- The heat-exchanger setpoints are increased to at least

30 ºC.
- 72 -
E65 IHKA
Effect of the solar sensor

(High version only)
The solar sensor allows for an external heat source (e.g.
sunlight) that affects the temperature inside the car and thus
influences the comfort of the occupants along with air-condi-
tioning control. The solar sensors, therefore, have a certain
effect on air-conditioning control in the car.
Air-conditioning control without solar sensors is configured for
empirically calculated average figures for sunlight, so a
controller equipped with solar sensors can react even more
accurately to the conditions actually prevailing.
An increase in sunlight produces a shift in the corresponding
direction for the functions described below. The effect is the
opposite at night or when the car enters a tunnel.
The solar sensor consists of two photoresistors, one on the left
and one on the right, which register the varying intensity of the
light rays.
The sensor signals are linearized in the solar-sensor module and
output in the voltage range from 0...5 V.
The solar sensor is mounted on the grille of the central
loudspeaker in the dashboard.
- 73 -
E65 IHKA
Lower Limit Value
Infrared Windscreen
Standard Windscreen
Upper Limit Value
KT-8744
Fig. 38: Solar sensor
A/D A/D converter input A Effect of sunlight
Note: at this time, the infrared windscreen is identical with the

standard windscreen.
The effect of the solar sensor is assigned separately to the
driver's side and passenger's side and influences the air-condi-
tioning components as follows:
1. Blower: blower control curve shift
2. Air stratifi-
cation: stratification temperature shift
3. Flaps: the angle of the virtual flap is corrected
- 74 -
E65 IHKA
The effects on these components are illustrated below:
max. Solar
min. Solar
KT-8745
Fig. 39: Blower control curve shift

A Manipulated variable Y
B Blower change
KT-8746
Fig. 40: Corrected aperture of the virtual flap

B Maximum correction
min. Solar Influence
max. Solar Influence
KT-8747
Fig. 41: Stratification temperature shift

B Solar correction
- 75 -
E65 IHKA
Rear window heating

Pressing the HHS button activates the rear window heating. The
function light comes on to indicate that the function is active.
The system is deactivated by pressing the HHS button for a
second time, or automatically when the heating period (10 or
17 minutes) expires. Pressing the HHS button during cyclic
operation starts the post-heating phase (5 minutes).
The HHS function is independent of the other button-activated
functions of the IHKA (exception: OFF function).
- Defrosting phase
After "terminal 15 ON" (restart after sleep mode), the time period
for the rear window heating is set as follows in order to optimize
defrosting of the rear window:
Outside temperature Heating period (defrosting phase)

≥ -15 ºC 10 minutes
< -15 ºC 17 minutes
The function LED remains on for the duration of the heating

period.
- Cyclic operation
The defrosting phase is followed by cyclic operation with
1/4 power for 30 minutes.
This is cancelled by "terminal 15 OFF".
Cyclic operation: 3 sec. ON / 9 sec. OFF
The function LED remains OFF during cyclic operation.
As of priority level 5 of the K-CAN message, low-voltage cutout

by the power module is possible (see "Effect of the power
module" in the section on coding).
The HHS is controlled by the control unit of the IHKA. The load
current is switched and the circuit protected by the power
module.
- 76 -
E65 IHKA
Wiper parked zone heating

In order to prevent the wiper blades freezing to the glass, the
wiper parked zone heating is activated depending on the
outside temperature.
Toutside < 3 ºC Wiper parked zone heating ON
Toutside > 6 ºC Wiper parked zone heating OFF
- Switching conditions for shutdown as of

priority level 5
As of priority level 5 of the K-CAN message, low-voltage cutout
of the wiper parked zone heating by the power module is
possible.
- 77 -
E65 IHKA
OFF function
- OFF function, High version

(Press the left air-volume control)
In the High version, the functions triggered when the OFF button
is pressed are as follows:
- Current status is saved
- Function LED in OFF button comes on,

all others off
- OFF shown on Control Display (on-board monitor)
- All flaps to 0%
- Blower off
- Auxiliary water pump off
- Temperature control switched off
- Interior-sensor blower continues to run
- Sensor value is frozen
- Water valves receive current (heat exchanger is shut off)
In the "IHKA OFF" condition, the temperature control system

cannot function on account of the lack of air throughput. The
function LED in the temperature control knob goes out to
indicate that the function is not available.
Pressing any button (except REST) cancels "IHKA OFF" and the
selected function is activated.
- 78 -
E65 IHKA
Recirculated air / AUC / Auto recirculated air

The RECIRCULATED AIR/AUC button has two functions.
- Changeover from RECIRCULATED AIR to AUC and vice versa
- Switch off RECIRCULATED AIR / AUC function

(fresh-air mode).
Changeover from fresh-air mode to AUC or RECIRCULATED

AIR:
RECIRCULATED AIR/ Function

AUC button
Press once AUC function is activated (AUC
LED bright and RECIRCU-
LATED AIR LED dark)
Press twice Recirculated-air function is
activated (AUC LED dark and
RECIRCULATED AIR LED bright)
Press three times Return to fresh-air mode (AUC
and RECIRCULATED AIR LEDs
both dark)
- Recirculated air mode

The recirculated-air function can be used to prevent the air
quality inside the car deteriorating in situations in which the
windows and sliding sun roof cannot be opened on account of
poor outside air, for example when the car is stopped at traffic
lights, in congested traffic, or when driving through tunnels, etc.
The recirculated-air function is activated when the RECIRCU-
LATED AIR/AUC button on the control panel is pressed or when
AUC detects a recirculated-air condition. The fresh air flap
closes within a maximum of 1 second; the recirculated-air flap
needs up to approximately 4 seconds to open.
New: In the recirculated air mode the refrigeration

circuit is no longer compulsorily activated.
The recirculated-air function is not saved before the control unit

enters sleep mode, which means that the function is not active
following a reset.
- 79 -
E65 IHKA
- Automatic recirculated-air control (AUC)

The IHKA measures air quality by analysing the signals from two
different sensor systems.
Automatic system recognition is used to ascertain which AUC
sensor is installed.
1. AUC I:
Manufacturer: FIGARO
Type: TGS 822
Function: noxious gases reduce resistance
Sensitivity: organic vapours, 50 ... 5 000 ppm
Heating: heating power at 5 V is approx. 650 mW
Sensor supply: 5 V
Start phase: each time the vehicle starts the fresh-air position
is actuated for 90 seconds (sensor heating). Sleep mode
does not cancel the AUC function.
2. AUC II:
Manufacturer: PARAGON
Type: AQS AUCII
Function: PWM-signal output corresponding to the noxious-
gas content
Sensitivity:
Heating: heating power at 5 V is approx. 500 - 800 mW
Start phase: each time the vehicle starts the fresh-air position
is actuated for 30 seconds (sensor heating). Sleep mode
does not cancel the AUC function.
Time limit:
Broadly speaking, relative humidity inside the car can increase
during a recirculated-air phase, because the proportion of fresh
air is low. This can cause the windows to fog. Consequently, the
recirculating air state in the AUC function is limited, depending
on whether the system is in heating or air-conditioning mode:
In heating mode the recirculating-air period is limited to
4 minutes at outside temperatures > 6 ºC. This is followed by
1 minute of fresh air.
In A/C mode the recirculating-air period is limited to 12 minutes
at outside temperatures > 6 ºC. This is followed by 1 minute of
fresh air.
- 80 -
E65 IHKA
- Auto recirculated air

The purpose of this special function is to cool the interior of the
car rapidly. If the occupant requests extreme cooling power from
the air conditioning, the cool air from inside the car is drawn
back through the evaporator again, with the result that the
temperature level inside the car drops all the more quickly.
The function initially operates for 12 minutes in full recirculated
air mode and then in partial recirculated air mode (fresh air
30% / recirculated air 100%). The values are stored in memory
(EEPROM). If it is cancelled within the initial 12 minutes and
subsequently reactivated, the function operates only in the
partial recirculated air mode.
The "automatic recirculated air" function is switched ON and
OFF in accordance with the following switching criteria:

A/C mode selected and
The relevant manipulated variable Y is X
less than -20%
A/C mode is terminated X
The relevant manipulated variable Y X
becomes greater than -5%
- 81 -
E65 IHKA
Stationary functions
(Residual heat / independent ventilation and independent
heating / independent A/C)
Residual heat
The RESIDUAL HEAT function employs the residual heat of the
stopped engine to heat the passenger compartment.
The auxiliary water pump is activated to circulate the water. The
maximum ON time is 15 minutes.
When the REST button is pressed, the RESIDUAL HEAT function
is activated with terminal 15 de-energized. This function is
deactivated when terminal 15 goes live.
When terminal R is live, the AUTO buttons can also be pressed.
The AUTO function is cancelled as soon as terminal R is de-
energized. Note that RESIDUAL HEAT is available even when
terminal R is de-energized.
Residual heat function active when:
and REST button pressed
and
Outside temperature ≤ 15 ºC
Engine temperature once > 70 ºC
and
Ignition-lock position R
or
and Terminal 15 OFF (ignition OFF)
15 minutes not yet elapsed since terminal 15 OFF
(ignition OFF)
- 82 -
E65 IHKA
Independent ventilation (SL) and independent

heating (SH)
Note: Independent functions have to be registered

with the power module and are subject to
deactivation by the power module.
- Activation/deactivation options
1. Remote control
The functions that can be activated with the hand transmitter are
as follows:
- Independent ventilation ON/OFF
- Independent heating/independent ventilation ON/OFF
- Independent A/C ON/OFF
It is always important to bear the outside-temperature switching

threshold of +15 ºC in mind when activating these functions. The
following applies:
Function: Outside temperature

Independent heating < 15 ºC
Independent ventilation > 15 ºC
2. Control Display (on-board monitor)

The independent heating/independent ventilation functions can
be controlled by means of the on-board monitor, and there are
2 control options:
- Direct operation
- Timer programming
- 83 -
E65 IHKA
- IHKA settings for "independent ventilation"
Terminal 15 OFF - control panel is inactive:
- Temperature control: OFF (valves closed)

- Flap program:
(0% = flap closed / 100% flap open)
- Warm air left and right 100%
- Recirculating air 0%
- Defrosting 0%
- Footwell left and right 0%
- Cold air left and right 100%
- Rear seating area left and right 0%
- Fresh air 100%
- Blower set to 50%
- Function light OFF
The power module continuously monitors the battery's charge

state while the INDEPENDENT VENTILATION function is active.
If the power module issues the shutdown signal for the
independent consumers, the IHKA shuts down independent
ventilation and it is not switched on again.
- 84 -
E65 IHKA
- IHKA settings for "independent heating"

The system must be free of the following faults when the
"independent heating" program is activated:
- Fault, auxiliary water pump status
- Fault, changeover valve
- General fault
- Undervoltage
- Implausible operating mode
- Settings when terminal 15 and terminal R OFF:

(Control panel is inactive)
- Temperature control OFF

(valves open)
- Flap program
(0% = flap closed / 100% flap open)
- Warm air left / right 0%
- Recirculating air 0%
- Defrosting 100%
(fresh-air operation)
- Footwell left and right 100%
- Cold air left and right 0%
- Rear seating area left and right 0%
- Fresh air 100%
- Blower 50%*
- Function lights OFF
* If the driver's side heat-exchanger temperature is < 30 ºC, the blower operates at
minimum power (blower stage 1) for the first three minutes. Once the heat-exchanger
temperature exceeds 30 ºC, the reduction in blower power is cancelled for the
remainder of this independent-heating period.
- 85 -
E65 IHKA
- Switch-on/switch-off criteria for "independent

heating"

Independent heating activated by
on-board monitor
or
by remote control
SH/SL ON
No fault in the and
independent heating
(SH ZWP OFF on account of fault)
and
X
No fault interlock in the
independent heating
(SH ZWP OFF on account of fault interlock)
and
The shutdown conditions for
auxiliary heating were not satisfied
despite "Engine running"
and
Range with amount of fuel in tank
is greater than 50 km
Independent heating deactivated X
by on-board monitor
By remote control X
SH/SL/SK/engine OFF
SH OFF on account of X
undervoltage
SH OFF on account of fault X
SH OFF on account of X
fault interlock
IHKA OFF (off mode) X
IHKA OFF because shutdown
conditions with engine ON in
X
auxiliary heating mode satisfied
- 86 -
E65 IHKA
- Independent heating in auxiliary heating mode

In order to enable true auxiliary heating after the engine is
started, independent heating is not switched off following
"engine ON" until the deactivation conditions for auxiliary
heating are satisfied.
Independent heating is not reactivated before the next "engine
OFF".
The changeover valve is controlled by the SH. A shutdown
condition for the changeover valve is:
Heat exchanger specified temperature ≤ engine temperature.
There are two heat-exchanger temperature sensors, so the
higher of the two values available at any given time is used as
the measured variable.
- Actuation, circulation pump

The circulation pump for the independent heating is always on
when the independent heating is active (switch on auxiliary
water pump).
- Actuation, changeover valve

The purpose of the changeover valve is to separate the large
coolant system (intake from radiator by the auxiliary water pump)
from the small coolant system (intake from heat-exchanger
return). It switches back and forth between the two, but it does
not close. Even when the independent heating is off, the dual
water valve still receives its supply of water from the
independent heating. (See the illustration captioned "Heating
circuit with independent heating").
The changeover valve is controlled autonomously by the
independent-heating control unit.
One shutdown condition for the changeover valve requires the
heat-exchanger setpoint temperature to be less than or equal to
the engine temperature.
- 87 -
E65 IHKA
- Independent heating / refrigerant system
KT-8199
Fig. 42: Heating system for M62 engine with independent heating
1 Return 10 Flow, changeover valve
2 Heat exchanger (heating 11 Bypass, independent heating/

element in the air conditioner) changeover valve
3 Flow 2.1 12 Triple tube, independent

heating
4 Flow 2.2 13 Dual water valve (WV) without

auxiliary water pump
5 Bypass, independent heating 14 Flow, independent heating/

auxiliary heating
6 Outlet, independent heating/ 15 Auxiliary water pump (ZWP)

auxiliary heating
7 Independent heating (SH) 16 Inlet, dual water valve
8 Inlet, independent heating/ 17 Flow

auxiliary heating
9 Changeover valve 18 Radiator
- 88 -
E65 IHKA
- Pseudo auxiliary heating mode

In order to avoid discomfort (sudden chilliness) at the transition
from independent heating (SH mode) to true auxiliary heating
(ZH mode) after the engine starts, the pseudo auxiliary heating
mode is started. This is an auxiliary heating procedure (engine
running) using the small SH heating system. In order to enable
this transitional mode, the independent heating is not deacti-
vated after engine ON until the shutdown conditions for auxiliary
heating have been satisfied.
During this time, the IHKA indicates the pseudo auxiliary heating
mode to the independent heating by means of the "operating
mode = pseudo auxiliary heating" signal.
Switch-on/switch-off criteria for pseudo auxiliary heating:

Engine running and
Terminal 15 ON and
Priority level of consumer shutdown > 1
from power module
X
and
No fault OR fault interlock for
independent heating detected and
Pseudo auxiliary heating coded and
INDEPENDENT HEATING operating
mode
Auxiliary heating is deactivated by the CD X
Blower OFF (IHKA OFF) X
Engine OFF X
Terminal 15 OFF (ignition OFF) X
Priority level of consumer shutdown 1 X
from power module
SH OFF on account of fault/fault interlock X
No "engine running" DME message X
No "terminal status" CAS message X
The SH LED is off in pseudo auxiliary heating mode.
- 89 -
E65 IHKA
Independent A/C
The independent air-conditioning function can also be activated
and deactivated with the remote control for switching the
independent heating and independent ventilation systems on
and off. When the independent A/C function is activated the
engine is started by the CAS, the air conditioning system is
switched on and the AUTO function of the automatic A/C
controller is activated. In this way, the blower lowers the temper-
ature inside the passenger compartment to approximately 22 ºC.
Remote control for engine-independent

functions
- Independent heating/independent ventilation,

independent A/C
The independent heating/independent ventilation and
independent A/C functions are activated by means of the
buttons on the remote control. The functions as such are imple-
mented in the air conditioner.
- Start independent heating or independent A/C

If the "ON" button on the remote control is pressed after button
assignment level 1 has been selected, the telegram is read and
checked and a corresponding K CAN "Operation A/C remote"
system telegram is sent with the start command for the air-
conditioning control unit. (See also the operating manual,
"Remote control for engine-independent functions").
Bay way of acknowledgment, the passenger-compartment
lighting is switched on by the power module, which listens in on
the "Operation A/C remote" telegram.
If the request calls for independent air conditioning with an
engine start, the A/C control unit must send the engine-start
request to the CAS control unit by the K CAN system, otherwise
the engine is not started.
The engine is shut down when a door is opened or a gear
engaged.
- 90 -
E65 IHKA
- System initialisation, remote control

Unlike the remote control key (for central locking system), which
is initialised automatically by means of the transponder
interface, the remote control units for telestart (hand transmitter)
have to be initialised manually. One or two remote controls can
be initialised and used in parallel for each vehicle. Each remote
control can have its own coding.
Three remote controls (hand transmitters) can be coded by
means of the CAS.
1. Version for independent heating and independent ventilation
2. Version for independent A/C only
3. Version for independent heating, independent ventilation and
independent A/C
Pressing the "Mode" button accesses two control levels.
Level 1: for independent A/C functions
Level 2: for independent heating and independent ventilation
functions
There are only two control levels when version 3, which is appli-
cable to all independent functions, is coded by means of the
CAS.
If version 1 or 2 is coded, only one control level is accessible by
pressing the "Mode" button.
- 91 -
E65 IHKA
The initialisation procedure is as follows:

1. Insert remote control key (ignition key) in CAS
Terminal R ON ≤ 5 seconds
Remove remote control key
The CAS remains ready for initialisation for 30 seconds
2. On the Remote control (hand transmitter), press the "OFF" button and hold it down
for a maximum of 15 seconds.
3. During this time, briefly press the "ON" button three times within 10 seconds.
4. Release both buttons. The "Status" LED flashes at 1 Hz for a maximum of
10 seconds. The central locking system locks and immediately unlocks to indicate
that a remote control has been successfully initialised.
5. If this response from the central locking system (lock, unlock) is not issued: repeat
initialisation.
KT-8924
Fig. 43: Remote control
1 LED 1: status indicator 4 Level 1: engine start-up and

Flashes when independent independent A/C ON
A/C or independent heating/ Level 2: independent heating/
independent ventilation is ON independent ventilation ON
2 LED 2: engine start-up and 5 Level 1: engine stop and

independent A/C ON independent A/C OFF
Level 2: independent heating/
independent ventilation OFF
3 LED 3: independent heating/ 6 Button for switching between

independent ventilation ON levels 1 and 2
- 92 -
E65 IHKA
When the first initialisation procedure has been completed a

second remote control (hand transmitter) can be initialised. Start
this second initialisation at step 2 of the procedure as described
above. All the remote controls belonging to the vehicle have to
be initialised in a single session.
Do not, under any circumstances, insert the remote control key
for the ignition lock in the CAS while initialisation is in progress,
as this would terminate the initialising procedure (re-insertion is
an interrupt criterion), which would have to be repeated for all
remote controls (hand transmitters).
It is important to proceed in the correct sequence when initial-
ising 2 remote controls. If this precaution is not observed, there
is a possibility of incorrect control commands being issued (e.g.
independent heating instead of independent A/C).
The remote controls (hand transmitters) currently have a range of
150 metres (500 meters planned as of March 2002).
- 93 -
E65 IHKA
"Non-A/C" functions
Rear-window roller blind control
As a special function, the IHKA controls the roller sun blind for
the rear window and forwards the OPEN/CLOSED information to
the side-window roller sun blinds.
- Operating concept
The rear-window roller blind is controlled by K-CAN messages
sent by one of the door modules. The IHKA distinguishes
between short and long actuation of the button.
Short actuation of the button (t < 750 ms) causes the rear-
window roller blind to be activated. If the button is pressed for
longer, a request is sent to the door modules to move the side-
window roller blinds in the same direction as the rear-window
roller blind.
When the motor of the rear-window roller blind is stopped,
receipt of the signal corresponding to short actuation of the
button causes the motor to move in the opposite direction
(OPEN or CLOSE), depending on the limit position occupied
beforehand by the rear-window roller blind (previously "open",
moves toward "closed" and vice versa).
The motor's direction of rotation is reversed if the button is
pressed while the motor is in operation. The motor continues to
receive the drive signal until it blocks. The first time the button is
pressed after the engine is started (terminal R live), the motor
attempts to move the roller blind down, because the current
position is not known immediately after a restart. If the motor
blocks right away its direction of rotation is immediately
reversed.
In order to protect the motor, the drive signal is always cancelled
after 15 seconds.
- 94 -
E65 IHKA
- Actuation and fault recognition

The illustration shows in simplified form how the motor of the
rear-window roller blind is actuated.
KT-8377
Fig. 44: Actuation of the rear-window roller blind motor
S Switches in doors ECU Electronic Control Unit
TM Door module D Diagnosis output
CAS Car Access System S1...S4 Electronic switch
K-CAN P K bus periphery A Signal for "rear-window

roller blind OPEN"
K-CAN S K bus system B Signal for "rear-window

roller blind CLOSED"
µC Micro-controller
The following switch positions are possible:
S1 S2 S3 S4 Rear-window
roller blind
open closed open closed OPEN
closed open closed open CLOSE
- 95 -
E65 IHKA
Coding
In terms of saving the vehicle-specific data, the following infor-
mation has to be taken into account:
- Vehicle-type variants
- Engine versions
- Specifications for national markets
- Special equipment
- Control-unit variants (independent heating, RHD/LHD cars)

The coding data is uploaded to the memory (EEPROM) of the
control unit, but is not active until the control unit has been
reset.
Key Memory
The custom settings of four different drivers, identified by four
different radio-control keys, can be saved in memory (EEPROM)
after terminal 15 is de-energized. One of these four sets of
settings is reactivated when terminal 15 is re-energized with the
corresponding key.
The last setting is activated either when the engine is started
with the workshop key or if the information for the key number is
incorrect.
The information for the key number is sent in a K-CAN message
for each terminal status change and on request.
Following a reset, the IHKA prompts for the current key in the
initialisation phase by sending a query message to the CAS.
Driver-specific data can be stored in contiguous memory blocks
(EEPROM) for the total of four distinctive radio-control keys.
When one of these radio-control keys is used, the appropriate
memory block is called and the settings it contains are
activated.
A fifth memory block contains default settings (for example in
case a valid key is not recognized).
- 96 -
E65 IHKA
The following data is stored in each of the five memory blocks:

- Temperature, left
- Blower, left
- Air-distribution program, left
- Air stratification, left
- Air distribution, bottom left
- Air distribution, middle left
- Air distribution, top left
- Temperature, right
- Blower, right
- Air-distribution program, right
- Air stratification, right
- Air distribution, bottom right
- Air distribution, middle right
- Air distribution, top right
- (Status, HKA)
- Active function:
- Always saved: AUC, AC, OFF
- Can be activated by coding:
- Start with AUTO
- Start with AC
- Higher/lower blower characteristic
- 97 -
E65 IHKA
Car Memory
- Saving control-panel status

Car Memory includes all actions that are permanently saved in
the IHKA before the control unit enters sleep mode and that are
reactivated after a reset.
- Terminal 15 ON, engine stopped
Every change to the control-panel settings is saved approx.
1 second later in the control unit
- Terminal 15 ON, engine running

Every change to the control-panel settings is saved approx.
10 seconds later in the control unit.
DEFROST, MAX AC, RECIRCULATED AIR and HHS are cleared
when the consumer in question is switched off.
Exception: Hot-climate version (can be coded): the

RECIRCULATED AIR or MAX AC function, if
activated before shutdown, is saved with the
other settings.
- Coding variants for control-panel functions

• Hot-climate version
When this version is coded the recirculated-air function (if
active) is saved to memory (EEPROM) along with the other data
when the control unit enters sleep mode and is immediately
available the next time the engine is switched on.
• Off lock
When this version is coded the OFF function (High control panel
only) is deleted when the control unit enters sleep mode; this
means that the next time the engine is switched on the functions
active before the OFF button was pressed are automatically
reactivated.
• Automatic variants and automatic air stratification
The IHKA offers three variants for handling the AUTO function.
- 98 -
E65 IHKA
- Custom settings
The INDIVIDUAL program (EEPROM) can be used to save a data
set with the following user-configurable flap settings for each
side:
- Air distribution, head
- Air distribution, chest
- Air distribution, feet
The data sets for the INDIVIDUAL program are saved when no
program is active and the memory button is pressed.
The flap-position settings are reactivated as soon as the user
selects the "INDIVIDUAL" setting on the on-board monitor.
- 99 -
E65 IHKA
Influence of the power module

The power module uses the CAN message power management
battery voltage signal "Control peak-reduction priority" to
control consumer shutdown by means of priority levels. The air
conditioning system responds to these priority signals by imple-
menting the following measures:
• Priority 6 measures
- Wiper parked zone heating OFF
- Rear window heating OFF
(applies to normal operation only, not applicable in cyclic
operation)
operation)
- Blower set to max. 50%
operation)
- Blower set to max. 25%
(at this time the blower is shut down)
- Auxiliary heating OFF
• If the "Status of independent consumers" signal is received -

SHUTDOWN
- Independent heating OFF
- Independent ventilation OFF
- Residual heat OFF
The DEFROST function always has 100% blower power

available, because it is a safety-relevant function.
- 100 -
E65 IHKA
Sleep/wait/power-down modes
- Sleep mode
In order to achieve the IHKA control unit's requisite standby-
current consumption of ≤ 100 µA, network management forces it
to enter sleep mode by isolating it from terminal 30.
- Wait mode
Conditions for wait mode:
- The control unit's run-on time must have expired; note that
2 run-on times are possible.
Run-on time of the Terminal 15 Conditions for

control unit residual heat
3 minutes OFF not satisfied
15 minutes OFF satisfied
- The run-on time for the water valves must have expired
(filling-station effect can be coded).
The micro-controller enters a wait routine and is de-energized

when all run-on timers have timed out.
- Power-down mode
The power-down command provides a means of speedily
bringing the vehicle to a condition that it would normally assume
when the run-on time has expired; the reason for forcing this
response is to permit open circuit current measurement without
any loss of time. This is accomplished with the DIS tester.
The run-on time is shortened to a maximum of 5 seconds with
this command.
- 101 -
E65 IHKA
Glossary
Abbreviations, terminology
Index Description
A, mA, µA Ampere, milliampere, microampere (current)
AB Shelf
AC Air Conditioning
AT Antenna
AUC Automatic recirculated air control
BEL Ventilation
BFA Front passenger
BSEN Windscreen fogging sensor
C Celsius
CAS Car Access System
CD Control Display
DDE Digital Diesel Electronics
DEFR Defrost program
DME Digital engine electronics
DSEN Pressure sensor
ECU Electronic Control Unit
EEPROM Programmable memory
F Fahrenheit
FA Driver
FM Fresh-air motor
FR Controlling regulator
GEB Blower
HHS Rear window defogger
HK Heater
HKA Rear air conditioner
HR (HSR) Rear-window roller blind (rear window roller)
Hz Hertz (frequency)
I Current
- 102 -
E65 IHKA
Index Description
IHKA Integrated heating and air conditioning control
K-CAN PERIPHERY Body Controller Area Network periphery
K-CAN SYSTEM Body Controller Area Network system
K Temperature in Kelvin
kg Kilogram
kg/h Kilograms per hour
km/h Kilometers per hour
KMV Refrigerant compressor
Kombi Instrument cluster
Corr. Correction quantity
KSV Cold-starting interlock
kW Kilowatt
LED Light Emitting Diode
l/h Liters per hour
LM Light module
LSZ Light switch centre
M Torque
M Engine
MFL Multifunctional steering wheel
min Minute
MMI Man Machine Interface (Control Display)
ms Milliseconds
MUX Multiplex
µC Microcontroller
µm Micrometer
N Newton
Nm Newton-meter
NTC Negative temperature coefficient
Ω, mΩ Ohm, milliohm (resistance)
P Pressure
PM Power module
POS Position run
- 103 -
E65 IHKA
Index Description
PT-CAN Powertrain Controller Area Network
Poti Potentiometer
PU Production interruption
PWM Pulse width modulation
PWR Power
qm Square meter
R Resistance
REST Utilization of residual heat
S Switch / totaliser
SH Independent heating
SL Independent ventilation
SP Blocking circuit
SSEN Solar sensor
TM Door module
T Temperature
TA Outside temperature
U Voltage
rpm Revolutions per minute
V Volt (voltage)
VD Evaporator
VDF Evaporator sensor
W, kW Watt, kilowatt (power)
WHZG Wiper-blade parking position heater
WT Heat exchanger
WTF (L or R) Heat-exchanger sensor (left or right)
WV Water valve
Y Manipulated variable
ZAS Ignition/starter switch
ZGM Central gateway module
ZH Auxiliary heater
ZL Auxiliary fan
ZWP Auxiliary water pump
- 104 -

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CHAP 2 System overview 6

CHAP 3 Components in the refrigerating system 15

CHAP 5 Control panel / control electronics 36

CHAP 6 Temperature control and

CHAP 7 Air distribution 60

CHAP 9 "Non-A/C" functions 94

CHAP 11 Glossary 102

- Rear window defogger

- Features of the "Basic" automatic air-conditioning

- AUC-1 sensor (1-gas sensor for automatic recirculated air

- Refrigerated box in the centre console

- 2 separate servo drives for outside air / recirculated air

- Air outlets in B-pillars

With left/right separation

Without left/right separation

- Ventilation (centre outlets in the instrument panel)

- Rear seat ventilation is temperable

- Features of the "High" automatic air-conditioning

- Recirculating air filter

- AUC-2 sensor (2-gas sensor for automatic recirculated air

- Refrigerated box in the centre console

- 2 separate servo drives for outside air / recirculated air

- Air outlets in B-pillars

- Solar sensor at front for separate left/right control

- Car and Key Memory for blower and temperature

With left/right separation

- Automatic air distribution

- Ventilation temperable by means of control display

- Rear-seat ventilation temperable by means of knurled knobs

- Other E65 innovations

- The refrigerant compressor (KMV) has no coupling and is

- The dryer is integrated into the condenser

IHKA air conditioner

- Completely new layout with blower unit asymmetrically

- Blower with fan impeller on one side

- Blower control unit as clock regulator (with K-bus and

- Flap drives (MUX motors) with blockage identification

Control unit / control electronics

- Bus connection by K-CAN

- Higher-order functions and individual programs are displayed

- Replaceable sensor blower

- Consumer shutdown by the power module

- Programmable by means of diagnosis

- Filter dryer status recognition

- Window fogging sensor in High version

- Refrigerant level sensor (planned)

2 Rear air conditioner (not available at start of series production -

Not shown: refrigerant compressor and auxiliary fan

Components of the refrigerant system

- Condenser with integrated dryer

- Pressure sensor in the line

- 2 shut-off valves (for rear air conditioner)

- Pressure and suction lines made of aluminium

In a vehicle equipped with a rear air conditioner (HKA) the layout

Components of the air ducts

Fig. 2: Air ducts

Index Description Index Description

1 Air intake / filter housing 6 Air ducts to the outlets in the

2 Air ducts for defrosting 7 Ventilation for rear seating

3 Ventilation ducts 8 Heating ducts for rear seating

4 B-pillar ventilation 9 Air ducts to the side windows

5 Front footwell ducts 10 Air conditioner