System Functions
The following system functions for the digital compass are described
- Display
- Brightness control of display
- Adjustment of magnetic field zones and calibration
- from 09/2006: Further adjustments
- up to 09/2006: Fault display
Display
The 8 points of the compass are digitally displayed by abbreviations.
> from 09/2006
The display is available in English and German (delivery status: English LHD)
N: North
NE: North East Nordosten
E: East Osten
SE: South East Sudosten
S: South
SW: South West
W: West
NW: North West
The changeover between displays is carried out as follows
- The current vehicle position is the center of a 360° circle.
- The eight points of the compass divide these 360° into sixteen 22.5° segments.
- The display changes over if the direction of travel changes by more than 22.5°.
Brightness control of display
2 photodiodes in the electrochromic interior mirror record the surrounding brightness (1 photodiode for the surrounding brightness coming from the front, 1 photodiode for the surrounding brightness coming from the rear).
The photodiodes deliver the signals for the display brightness control.
The brightness of the display is adjusted by the interior mirror control electronics to suit the surrounding brightness.
> E88, E93
A darkened interior mirror will become lighter while the soft top or the retractable hardtop is opening and closing.
The overhead control panel (FZD) transmits the signal (roof open or closed) to the control electronics for the interior mirror. The signal is transmitted on the wire that is also used for transmitting the signal for driving in reverse.
Preconditions For Activation
At terminal 15 ON, the display is activated with a test run.
> up to 09/2006
During this process, the LC matrix lights up completely (approx. 3 seconds). The digital compass is then switched on. There is no switch for turning off the LCD display at terminal 15 ON.
Scheme 271
Numerous functions are provided in the junction box electronics (JBE). For example, the junction box electronics unit processes multiple signals, which it makes available to other bus subscribers on the electrical system. It also performs control tasks.
Depending on the model series and equipment, the following functions can be controlled or signals detected by the junction box electronics
- Gateway The junction box electronics unit enables a number of bus systems to communicate with one another. The junction box electronics unit provides the gateway function for the following bus systems: Body CAN Powertrain CAN Diagnosis wire or D-CAN (diagnosis-on CAN) The chassis CAN (F-CAN) is connected to the junction box, but is merely looped through. After waking, the gateway is ready to send messages to the corresponding bus systems within 20 ms.
- Power windows The footwell module (FRM) and the junction box electronics (JBE) control and monitor the power windows. The junction box electronics detects the following signals and makes them available to other bus subscribers: Power window switch, front passenger door Power window switch, rear door on the front-passenger side Power window switch, rear door on the driver's side Hall sensor, rear door on the driver's side Hall sensor, rear door on the front-passenger side The junction box electronics unit controls the following actuators: Power window drive, rear door on the front-passenger side Power window drive, rear door on the driver's side
- Wiper/washer system The junction box electronics unit detects the following signals and makes them available to other bus subscribers: Reset contact, front Reset contact, rear The junction box electronics unit controls the following actuators: Wiper relay for wiper stage 1 and 2 Wiper relay for rear window Windscreen washer pump relay for headlamp wipe/wash unit
- Central locking system The junction box electronics (JBE) is the executing control unit for the central locking system. The junction box electronics assume the task of actuating all central-locking system drives. The following control combinations are possible: Selective unlocking Deadlock release Locking Unlocking and deadlock release Deadlocking The boot lid lock is activated via its own output stage.
- Climate control The junction box electronics (JBE) detect the following signals and makes them available to other bus subscribers: Sensor for automatic air recirculation mode Refrigerant pressure sensor Rear stratification control The junction box electronics unit controls the following actuators: Additional coolant pump Control valve for air-conditioning system or magnetic coupling Water valve (depends on engine equipment)
- Seat heating A seat heating module or the more advanced driver's seat module can be fitted for the seat heating. A seat module is always fitted with seat memory. The junction box electronics unit (JBE) sends a request to check whether a seat module has been fitted. If the junction box electronics unit does not receive a confirmation, the JBE will take over control of the seat heating. The junction box electronics generate a pulse-width-modulated signal. This signal is used to control the seat heating module. If a seat module has been fitted, the seat heating is controlled directly by it.
- Mirror heating and heated washer jets The junction box electronics (JBE) control the following actuators: Basic variant of mirror heating Heated washer jets If a mirror memory has been fitted, the LIN bus takes over control of the footwell module (FRM).
- Bistable relay The bistable relay is used to shut down terminal 30g-f if there is a closed-circuit current fault. Similar to the micro power module (MPM), e.g. for E60 before 09/2005. The relay is built in for certain options only (e.g. CCC, M-ASK, TCU, ULF). If a bistable relay is fitted, an intelligent battery sensor will also be fitted.
- Functions for instrument cluster The junction box electronics unit detects the following signals for the instrument cluster: Fuel level sensor 1 Fuel level sensor 2 Coolant level Parking brake warning switch Washer fluid level
- Lock for second row of seats > E70 The junction box electronics (JBE) monitor the locking of the second row of seats. A total of 5 microswitches are fitted in the second row of seats. The microswitches are used to verify that the second row of seats is correctly locked. The microswitches are wired in parallel directly with the junction box electronics. When the second row of seats is correctly locked, a signal is sent to the junction box electronics. If the signal is not received, the second row of seats is not correctly locked. The junction box electronics sends a message on the body CAN. The instrument cluster emits a Check-Control message.
- DTC button The junction box electronics unit detects signals from the DTC button.
- Parking brake warning switch The junction box electronics unit detects signals from the parking brake warning switch.
- Roller sunblind for rear window The junction box electronics actuates the drive for the roller sunblind.
- Servotronic valve
On vehicles with Servotronic, the junction box electronics actuates the Servotronic valve (only on vehicles without option 217 "Active Steering").
Cable connector
As well as its electronic function, the junction box electronics unit (JBE) also has a connector function. Many of the wires from the 4 connectors that are connected to the junction box electronics are linked via the junction box electronics. The connections optimize the wiring harness. Here, the junction box electronics work as a node.
Junction box electronics relays
The junction box electronics unit (JBE) has internal and external relays. The excitation coils on all relays are permanently supplied with a positive cable. The positive power supply for the external relays is provided via the load circuit which is to be switched through. The positive power supply for the internal relay is provided via the fused junction box electronics supply wire. All relays are controlled via the negative lead. All internal relays and the relay for wiper stage 1 and wiper stage 2 are located downstream of the fuse on the current circuit. All other external relays on the junction box electronics are located upstream of the fuse on the current circuit.
The internal relays are
- Relay for power window drive, rear
- Relay for central-locking drive (except tailgate)
The external relays are
- Relay for drive, rear window wiper
- Relay for drives, wiper stage 1 and wiper stage 2
- Relay for headlight washer system
- Relay for heated rear window
- Bistable relay (deactivation of closed-circuit current fault)
Scheme 272
The following system functions of the power supply system are described
- Power management with engine running: "Basic Power Management" functions with standard equipment and "Advanced Power Management" with High equipment level
- Emergency operation in the event of bitserial data interface failure
- Energy management even when engine is not running: Power supply for control units, consumer cutoff of auxiliary consumers and off-load current monitoring
- Data transfer for power supply
Power management
The power management system is the most important component of the energy management system.
The power management system is a software package in the engine control unit (DME or DDE).
When the engine is running, the power management system regulates the alternator voltage.
Depending on the vehicle's equipment, there are 2 versions of the power management
- Basic Power Management (BPM) > on vehicles with standard equipment and only a few items of special equipment Basic Power Management controls the idle speed. Basic Power Management also specifies the charge voltage according to demand.
- Advanced Power Management (APM)
> on vehicles with High equipment level, e.g. with the following items of special equipment
- CCC: Car Communication Computer
- M-ASK: Multi-audio system controller
- BMW "Professional" radio in US version
- Telephone in US version.
Advanced Power Management is only available with the intelligent battery sensor. Advanced Power Management gives precise consideration to the current battery condition: The intelligent battery sensor reads the corresponding data.
When the engine is running, the power management system regulates the following
- Alternator voltage regulation
When the engine is running, the alternator generates a variable voltage, the alternator voltage.
This variable alternator voltage is regulated by the power management according to the following criteria
- Nominal value for alternator voltage: The respective nominal value for alternator voltage depends on how many electrical consumers are switched on.
- Battery temperature
To prevent the battery from overheating, the optimum charge voltage is regulated.
The alternator voltage is regulated by the engine control unit (DME or DDE).
The alternator should always deliver as much current as the electrical consumers need.
The engine control unit adapts the alternator voltage as follows, depending on the consumers in use
- By increasing engine speed
- By increasing excitation current to alternator coils
The data is exchanged via the bitserial data interface.
- Battery charging regulation On vehicles without intelligent battery sensor, the battery temperature (for example) is calculated. On vehicles with intelligent battery sensor, the battery condition is recorded precisely by the intelligent battery sensor.
- Load-dependent reduction of some consumers
> Only on vehicles with High equipment level and intelligent battery sensor
On vehicles with intelligent battery sensor, consumers may be reduced or even switched off altogether, even if the engine is running.
This consumer cutoff reduces current consumption in critical situations.
This ensures that the battery is not discharged.
The affected consumers are either switched off completely of their power output is reduced.
On vehicles with diesel engine, the power consumption of the electric auxiliary heater is regulated.
Energy management system
The energy management system is software package in several control units, e.g.
- CAS: Car Access System
- JBE: Junction Box Electronics
- Engine control unit: DME or DDE).
The energy management system monitors and regulates the power supply, even when the engine is not running.
- Power supply for control units To ensure that the vehicle retains its starting capability, there are two additional terminals for permanent current (terminal 30): Terminal 30g (active) Terminal 30g-f (cutoff in case of fault, only on vehicles with High equipment level). These new terminals allow consumers to be cut off and off-load current to be monitored when the vehicle is our of use. Auxiliary consumer cutoff Terminal 30g (terminal 30 active): Terminal 30g means "active continuous positive": Components with power supply via terminal 30g are switched off according to time. The Car Access System (CAS) uses terminal 30g as follows to effect a time-controlled cutoff of control units and components with power supply: Approximately 30 minutes after terminal R is switched OFF, the power supply for these components is switched off. This prevents the battery from being subjected to excess load by the electrical consumers for too long when the vehicle is out of use. Control unit cutoff in case of fault Cutoff in case of fault is only available on vehicles with High equipment level (e.g. on vehicles with CCC or MASK). Cutoff in case of fault helps to maintain the vehicle's ability to start. All control units and components on terminal 30g-f are cut off if any of the following faults develop: Control units frequently woken up after terminal R is switched OFF: Some control units do not "go to sleep", but rather remain active. Prolonged undervoltage on bus systems Data buses do not "go to sleep" after terminal R is switched OFF.
Data Transfer For Power Supply
The CAS (Car Access System) forwards the data for the terminal control as follows
- Terminal R ON or OFF
- Terminal 15 ON or OFF
- etc.
The CAS switches the corresponding relays for the following terminals
- Terminal 15
- Terminal 30g
The junction box electronics switch the corresponding relay for the following terminal
- Terminal 30 g-f
The control units on these terminals are supplied with power and "woken up".
The corresponding vehicle systems are activated.
The consumers are primarily supplied via terminal 30g and terminal 30g-f (only on vehicles with High equipment level).
However, certain consumers are also supplied directly from terminal 30.
For example, the anti-theft alarm must also be active when the ignition is switched off.
Scheme 273
The steering column switch cluster (SZL) comprises the following functions
- Monitoring of steering angle and steering-wheel turns
- Monitoring of signals from coil spring cassette
- Reading of signals from wiper/washer switch and cruise-control system steering column stalk and output of signals on the F-CAN
- Reading of signals from turn-signal/main-beam switch and resistance-encoded output of signals to the FRM
- Reading of signals from the BC switch for on-board computer function and from the rocker switch (on turn-signal/mainbeam switch) and resistance-encoded output of signals to the instrument cluster
- Self-diagnosis (fault memory in DSC)
Monitoring of steering angle and steering-wheel turns
The steering column switch cluster (SZL) records the following information for the DSC functions
- Steering angle
- Steering-angle rate
- Steering-wheel turn
The relative steering angle gives the angular position of the steering wheel. A steering angle of ±180° can be measured. The information always remains stored, even when there is no current applied to the steering column switch cluster.
Zero calibration must be performed with the BMW diagnosis system in the following cases
- Replacement of SZL (steering column switch cluster)
- Coil spring cassette replacement
- Replacement of DSC control unit
- Working on the steering
Information about steering-wheel rotations
The signal from the steering-angle sensor is repeated every 360°. These signal repetitions are used to count the number of turns of the steering wheel.
The steering column switch cluster has a permanent power source via terminal 30. This allows steering wheel movements to be detected even when the ignition is OFF.
Following a power interruption, the information about the number of turns of the steering wheel is lost.
When a journey is started, the steering column switch cluster will again measure the number of turns of the steering wheel.
If this process has not been completed when a speed of approximately 25 km/h has been reached, the DSC indicator and warning light will light up (repeat the process by restarting).
During measurement, the steering column switch cluster uses various pieces of information, including data from the wheel-speed sensors on the front wheels.
Not all signals are processed in the steering column switch cluster. Some signals are simply looped through the steering column switch cluster (e.g.: driver's airbag, on-board computer function, horn).
Information is transmitted via the F-CAN (Chassis CAN) or via direct wires to the systems or affected control units.
The steering column switch cluster (SZL) is activated
- From the outside via the wake-up wire (terminal 15 wake-up) with bus activation (e.g. when the driver's door is opened)
- From the inside by steering wheel movements (without bus activation, only for internal evaluation of the steering angle)
- From the inside by movement of the turn-signal/main-beam switch
(without bus activation, SZL is only active as interface to FRM, e.g. when park lights are switched on)
Scheme 274
The following functions are executed by the footwell module
- Gateway between LIN bus and K-CAN
- Activation via various signals
- Storing vehicle order
- Other functions
Gateway between LIN bus and K-CAN
The footwell module (FRM) enables communication to take place between the LIN bus and the K-CAN.
The footwell module transfers the messages to the relevant recipient bus.
Components on the LIN bus
- Special equipment exterior mirrors
- Switch block in driver's door, High variant
- 2 stepper motor controllers for the adaptive headlight stepper motors
- 2 belt feeder controllers (E92 only)
Activation via various signals
The footwell module (FRM) can be woken up via the following signals
- K-CAN active
- Terminal 15 ON
- Hazard warning switch ON
- Change in state of door contacts
- Anti-theft alarm system alarm
Storing vehicle order
The vehicle order is stored in the footwell module (FRM). For the order to be stored, terminal 15 must be ON and the vehicle must be travelling at a road speed of less than 5 km/h.
The vehicle order enables the vehicle to be identified. Besides the type code number, the vehicle order contains all important equipment features on the vehicle.
Other functions
The footwell module (FRM) influences various functions on the vehicle. The following components are controlled by the footwell module
- Exterior mirrors
- Exterior lighting
- Interior lighting
- Central locking system
- Power windows
Door mirrors
There are 2 versions of the switch block in the driver's door
- Switch block in the driver's door, basic variant The switch block sends its signals directly to the footwell module (FRM).
- Switch block in driver's door, High variant
The switch block is connected to the LIN bus. The requests to adjust the mirror are sent via the LIN bus.
The footwell module (FRM) receives and processes the signals via the LIN bus.
The footwell module scans for requests from the driver's door High switch block every 20 milliseconds.
In sleep mode, the power supply is disconnected. The exterior mirrors cannot be actuated.
The mirror heating is controlled by the footwell module. The corresponding signal is fed via the LIN bus to the electronic evaluation unit in the mirror.
If a mirror memory is fitted, the footwell module will store the memory position of the mirrors.
Exterior lighting
The lighting functions are integrated into the footwell module (FRM).
These lighting functions are
- Parking lights
- Main-beam headlights
- Headlight flasher
- Turn signals
- Hazard warning lights
- Brake lights
- Dipped-beam headlights
- Reversing light
- Front foglights
- Rear foglight
- Parking lights
Besides the lighting functions, other exterior lighting functions are also integrated in the footwell module
- Light monitoring
- Headlight beam throw adjustment
- Emergency operating mode if the footwell module should fail
- Lamp replacement (important lighting functions are substituted by other lights being actuated in the event of individual lights failing.)
- Follow-me-home lights
- Visual alarm after anti-theft alarm has been triggered (the visual alarm is given as per encoding with hazard warning lights, turn signals with dipped headlights or turn signals with main-beam headlights.)
- Actuation of bi-xenon headlamps
- Control of the stepper motor controller for the adaptive headlights
- Turning light
The turning lights are coupled to the adaptive headlights.
All lighting functions except the additional brake light are supplied with a pulse-modulated signal by the footwell module (FRM). This PWM signal allows constant brightness of exterior lighting.
Interior lighting
On vehicles without roof control panel (FZD), the footwell module actuates the interior lighting in the roof area directly.
All footwell module outputs for interior lighting are pulse-width modulated. This ensures that the brightness of the interior lighting always remains constant in spite of voltage fluctuations.
With standard equipment, the interior lighting comprises the following components
- Front interior light
- Luggage compartment lighting
- Glove compartment lighting
- Footwell lighting
The following components can also be installed as special equipment for the interior lights
- Rear interior light
- Courtesy lighting
Central locking system
The footwell module evaluates the status of the Hall sensors in the door contacts.
When the vehicle is locked or unlocked with the mechanical key element, the footwell module will recognize this request. The footwell module will send a message through the K-CAN to the CAS (Comfort Access System).
Power windows
The footwell module (FRM) and the junction box electronics (JBE) actuate the power window drives.
The relays for the front power window motors are located in the footwell module. The relays for the rear power window drives are located in the junction box electronics.
Pre-Conditions For Activation
The footwell module (FRM) receives a large number of input signals that switch on the interior lighting. The input signals are directly read into the footwell module or are received via the K-CAN.
The following signals switch the interior lighting ON
- Interior lighting button pressed
- Door opened
- Vehicle unlocked at driver's door lock cylinder
- Vehicle unlocked with remote control
- Terminal R OFF, if terminal 58g was ON no more than 2 minutes earlier
- Crash signal
- Lock button on remote control pressed when central locking system has been in central double-locking for at least 10 seconds
The interior lighting is switched off under the following conditions
- Central locking system set to thief-proof mode, all doors and the tailgate closed
- Interior lighting button pressed for longer than 3 seconds
- Terminal 58 ON and terminal R OFF
- Terminal R ON with doors closed
- The vehicle is unlocked with the remote control and no door is opened with the space of 20 seconds
- Terminal R OFF and a car door left open for longer than 1 minute
- "Power Down" via diagnosis
- 8 minutes after terminal R OFF
When terminal R is switched OFF, the footwell module (FRM) will switch the interior lighting off after 8 minutes. To do this, the footwell module sends the message for consumer shutdown via the K-CAN. The roof control panel (FZD) receives this message and switches off the interior lighting in the roof area. Interior lights that are switched on directly by the footwell module are also switched off.
The footwell module makes terminal 58 g available via K-CAN or via conventional wiring. Terminal 58 g is pulse-width modulated and has two brightness levels.
- Brightness level for locating lights The brightness for the locating lights can be set individually with the rocker switch on the steering-column stalk.
- Brightness level for function lighting
The brightness level for function lighting is not dimmed and is switched on at full intensity.
As soon as the hazard-warning lights switch is pressed, the lighting in the hazard-warning lights switch is switched on at full intensity by the footwell module. If terminal 58 g is activated, the hazard-warning lights switch will no longer be illuminated with full intensity. Brightness depends on the setting for the locating lights.
Scheme 275
Buses and control units in the E60, E61, E63, E64
In the E60, the K-CAN S and K-CAN P from the E65, E66 have been combined to form the K-CAN.
This means the E60 has the following buses: byteflight (until 09/2005), K-CAN, MOST, F-CAN, PT-CAN plus a local CAN (for the engine management system).
The central interface for exchanging data between buses is the safety and gateway module (SGM).
Note. Modifications in the bus structures on the E60, E61, E63, E64 from 03/2007
From March 2007, the bus structures are modified as follows
- The D-CAN is now also integrated: D-CAN (diagnosis-on CAN) supersedes the previous diagnosis interface in all parts of the world.
- The GWS is now also integrated: A new control unit has been integrated on the PT-CAN for selecting the drive position in the automatic transmission. GWS: Gear selector switch With the gear selector switch, the automatic transmission is no longer actuated mechanically, but rather electronically.
- The TLC is now also integrated: A new control unit has been integrated on the PT-CAN for the driver assistance system. TLC: Track lane control Track lane control supports the driver by vibrating the steering wheel to warn him if the vehicle unexpectedly drifts off of the regular course, prompting him to countersteer.
- The LDM and LRR are also integrated: With the introduction of active cruise control with stop & go function, 2 new control unit are integrated for cruise control: LDM: Longitudinal dynamics management LRR: Long range sensor The control unit for longitudinal dynamics management (LDM control unit) is connected to the PT-CAN. The long range sensor is connected to the LDM and the close-range sensors by the new sub-bus. The sub-bus is called the sensor CAN (S-CAN). > E60, E61, E63, E64 from 03/2007: Buses and control units: NOTE: Modifications in the bus structures on the E60, E61, E63, E64 from 09/2005 From September 2005, the bus structures are modified as follows: No byteflight data bus The SZL control unit is connected to the PT-CAN and no longer to the byteflight. As before, the SZL control unit is connected to the F-CAN. Following control units are dropped together with the byteflight: SBSL: B-pillar satellite, left SBSR: B-pillar satellite, right TMBF: Door module, front-passenger TMFA: Door module, driver ACSM is added. The crash safety system is controlled by a new control unit: ACSM: crash safety module The ACSM control unit is on the K-CAN. ("ACSM" = Advanced Crash Safety Module or Management) ALBBF and ALBFA are added. 2 new control units for the active backrest width adjustment are added on the PT-CAN. ALBBF: Active seat back width, front passenger seat ALBFA: Active seat back width, driver's seat CA is added. A control unit for comfort access is added on the K-CAN. CA: Comfort Access KGM is added. As of September 2005, the data interface for the buses is the body-gateway module (KGM). The previous data interface for the buses, the safety and gateway module (SGM) has been dropped. The following functions are integrated in the KGM control unit: Data interface for buses Outside door handle electronics Vehicle center satellite micro-power module IBS: Intelligent battery sensor The IBS is connected via the bit-serial data interface (BSD) to the engine control unit. The IBS has been part of the power supply on the BMW 5-Series since start of series production. FLA is added. A new control unit for the main-beam assistant is added on the K-CAN: FLA: Main-beam assistant For US vehicles: IBOC is added. For US vehicles, a control unit is added to the MOST for analogue and digital radio reception. IBOC: Digital tuner US For Korea vehicles: KNAV is added. A control unit for the navigation system is added for vehicle in Korea. KNAV: Korea navigation system The KNAV control unit is connected to the MOST. A new control unit for the night vision assistant is added on the K-CAN: NVE: night vision electronics MPM dropped. No micro-power module (MPM) on the K-CAN. The KGM control unit performs the functions of the MPM. For US vehicles: RDC is added. For US vehicles, a new control unit added on the K-CAN for monitoring tire pressure has been. RDC: Tyre pressure control > E60, E61, E63, E64 from 09/2005 until 03/2007: Buses and control units: NOTE: Modifications in the bus structures on the E60, E61, E63, E64 from 03/2005 From March 2005, the bus structures are modified as follows: AHL discontinued: From March 2005, the AHL control unit (adaptive headlights) is integrated into the light module. The light module is connected to the K-CAN and the PT-CAN. The VTG is now also integrated: For the E60 and E61, an all-wheel drive vehicle is available. The control unit for the xDrive on the E60 and E61 is known as the VTG: Transfer case. > E60, E61, E63, E64 from 03/2005 until 09/2005: Buses and control units: NOTE: Original version: Buses and control units on E60, E61 E63, E64 up to 03/2005 To support the workshops, the predecessor version of the bus structures on the E60 are also described below
Buses and control units in the E65 and E66
The main buses in the E65 and E66 are called: K-CAN P, K-CAN S, MOST, byteflight, Local CAN, PT-CAN.
Note. Modifications to the bus structures for the E65 and E66 from 03/2005
From March 2005, the AHL control unit (adaptive headlights) is integrated into the light module. The light module is connected to the K-CAN S and the PT-CAN.
> E65 and E66 from 03/2005: Buses and control units
Note. Predecessor version: Buses and control units on E65, E66 from 03/2004
To support the workshops, a description of the predecessor version of the bus structures on the E65 and E66 is also provided
The key modification compared to the original version of the bus structures on the E65 and E66 is
SIM and ZGM have been combined to create the SGM. The SGM is the central data interface for all buses and control units.
(SIM: safety and information module)
(ZGM: central gateway module)
(SGM: safety and gateway module)
> E65 and E66 from 03/2004 to 03/2005: Buses and control units
Note. Original version: Buses and control units on E65, E66 up to 03/2004
To support the workshops, the original version of the bus structures on the E65 and E66 is also available
In the original version, the E65, E66 had the two control units SIM and ZGM.
- SIM: safety and information module The SIM was the data interface for the control units on the byteflight data bus.
- ZGM: Central gateway module
The ZGM is the central data interface for all buses and control units.
Buses and control units in the E70
The important buses in the E70 are called: K-CAN, MOST, PT-CAN, F-CAN, FlexRay.
FlexRay is a new communication system that offers extremely efficient, real time data transfer between the electrical and mechatronic components in the vehicle. FlexRay has a data transfer rate of 10 MBit/s.
FlexRay is used for data exchange between the VDM control unit and the shock absorber satellites.
CHAMP: On the US national version, instead of the multi-audio system controller (M-ASK), the Central Headset And Multimedia Platform (CHAMP) operates as the BMW "Professional" radio. In contrast to M-ASK, CHAMP does not have a navigation system.
Buses and control units in E81, E82, E87
The important buses in the E87 are called: K-CAN, MOST, PT-CAN and F-CAN.
The MOST, the innovation in the bus structure on the E65 and E66, is now also used in the E81, E82, E87.
The central interface for data transmission is the junction box electronics (JBE) in the junction box.
> E81, E82, E87: Buses and control units
Buses and control units on the E90, E91, E92, E93
The most important buses on the E90, E91, E92, E93 are: K-CAN, MOST, PT-CAN, F-CAN.
The new feature is that the footwell module (FRM) is connected to the PT-CAN. This is because
- The adaptive headlights are integrated into the footwell module. The adaptive headlights need the high-speed PT-CAN.
- The longitudinal dynamics management sends the signal for the brake light on the PT-CAN.
Buses and control units on the R50, R52, R53
The most important buses on the R50, R52, R53 are: K-bus, PT-CAN.
The central interface for data transfer is the instrument cluster (KOMBI).
Buses and control units in the R55, R56
The most important buses on the R55, R56 are: K-CAN, MOST, PT-CAN and F-CAN.
The central interface for data transmission is the junction box electronics (JBE) in the junction box.