Lights - Service Information BMW M5 E60/E61

FUNCTIONS CHANGED AFTER VEHICLE PROGRAMMING E60, E61, E63, E64, E65, E66, E87, E90, E91

Note. Refer to FUNCTIONS CHANGED AFTER VEHICLE PROGRAMMING E60, E61, E63, E64, E65, E66, E87, E90, E91 .

FUNCTIONS CHANGED AFTER VEHICLE PROGRAMMING E60, E61, E63, E64

Note. Refer to FUNCTIONS CHANGED AFTER VEHICLE PROGRAMMING E60, E61, E63, E64 .

INTRODUCTION

The main-beam assistant assists the driver to operate the main-beam headlights. The main-beam assistant automatically switches the main-beam headlights on and off as the traffic situation changes.

The main-beam assistant detects vehicles travelling ahead of the car and oncoming traffic, and it also detects lighted stretches of roadway. By automatically switching off the main-beam headlights in good time, the main-beam assistant ensures that the occupants of oncoming vehicles, for example, are not dazzled by the headlights.

Advantages: Drivers do not have to concern themselves with the job of operating the main-beam headlights. This enhances the level of convenience for drivers. The main-beam headlights are switched on more frequently by the main-beam assistant than is the case with manually operated main-beam headlights. The driver's field of vision is optimally illuminated. Driving in the dark, therefore, is rendered safer.

Option 5AC "Main-beam assistant" is available for the BMW 5-Series, 6-Series and 7-Series.

Note. Option 5AC only in combination with option 522. Option 5AC "Main-beam assistant" is available only in combination with option 522 "Bi-xenon for low-beam/main-beam headlights".

Note. Option 5AC only in combination with option 430. Option 5AC "Main-beam assistant" is available only in combination with option 430 "Interior and exterior rear-view mirrors, automatic anti-dazzle".

Note. Only the main beam of the bi-xenon headlights are switched on. If a main-beam assistant is fitted, only the main beam of the bi-xenon headlights are switched on. The halogen headlights are switched on only when the headlight flasher is actuated. In countries in which daytime driving lights are required by law, the halogen headlights are used for the daytime driving lights.

Scheme 1

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Scheme 4

BRIEF DESCRIPTION OF COMPONENTS

The following components and control units provide input signals for the main-beam assistant

Light Switch

The main-beam assistant can be activated only when the light switch is in position "A".

"A" stands for "automatic headlight control".

For more information, please refer to SI Technology (SBT) 63 02 03 007.

Direction Indicator/Main-Beam Switch

The main-beam assistant is activated and deactivated by means of the direction indicator/main-beam switch.

See the section entitled OPERATION below.

For more information, please refer to SI Technology (SBT) 63 02 03 007.

Rain-Light Sensor

The rain-light sensor measures the brightness of the ambient light. The light module switches the low-beam headlights on when daylight fails.

The main-beam assistant can be activated only when the low-beam headlights are on. The precondition is that the light switch must be in the "A" position.

For more information, please refer to SI Technology (SBT) 63 02 03 007

Wheel-Speed Sensors

Each of the wheel speed sensors measures the circumferential speed of an individual wheel. The DSC control unit (DSC: Dynamic Stability Control) uses these input signals to calculate the car's road speed.

The main-beam headlights are switched on when the car's road speed is above 50 km/h.

The main-beam headlights are switched off when the car's road speed is below 38 km/h.

For more information, please refer to SI Technology (SBT) 34 01 05 126.

DSC Sensor

The DSC sensor registers lateral acceleration and calculates the yaw rate.

("Yaw" is the movement of the vehicle about the vertical axis, e.g. when the car is cornering).

The main-beam assistant uses the yaw rate to improve evaluation when the car corners. The DSC sensor is underneath the driver's seat. For safety reasons, cars with active front steering have a second DSC sensor underneath the front passenger's seat.

For more information, please refer to SI Technology (SBT) 34 02 03 042.

Image Sensor

The image sensor is a special camera for detecting light sources.

The image sensor transmits images to the control unit for the main-beam assistant.

The images are carried by an LVDS data line (LVDS: Low Voltage Differential Signalling).

The control unit for the main-beam assistant analyses the images.

The image sensor and the control unit are installed in a common housing and can only be supplied as a unit.

Image Sensor For The Main-Beam Assistant: E60, E61, E63, E64, E65, E66

The image sensor is a special camera for detecting light sources. The image sensor transmits images to the FLA control unit. The FLA control unit analyses the images. The image sensor and the control unit can only be supplied as a unit.

Installation Location

The image sensor is installed in the mirror base of the inside mirror. The image sensor is connected to the FLA control unit by an LVDS data line (LVDS: Low Voltage Differential Signalling).

Scheme 5

Construction

The graphics illustrating the structure of the image sensor are as follows

1. Components of the image sensor
2. Various shapes of the connectors for the image sensor

Scheme 6

The graphic shows the structure of the image sensor of the E63/E64. The only difference between this sensor and that used in the E60, E61, E65, E66 series is the 3-pin connector (see the graphics below).

Scheme 7

The graphic shows the 3-pin connector that connects the main-beam assistant to the K-CAN. The main-beam assistant is permanently connected to the windscreen by the mirror base. The rake angle of the windscreen varies from series to series. Consequently, different retainers have to be used for the mirror base. The 3-pin connector comes in different shapes in order to ensure that the correct retainer is used for each series.

How It Works

The graphics illustrating how the image sensor works are as follows

1. Detection Cone Of The Image Sensor To The Front And To Left And Right
2. Detection Cone Of The Image Sensor Above And Below The Horizontal
3. Field Of Vision Of The Image Sensor On The Windscreen
4. Obstructed Field Of Vision
5. Automatic Alignment Of The Image Sensor

Scheme 8

The detection cone of the image sensor toward the front has a range of about 1000 m. The light cone of the main-beam headlights has a range of about 400 m. This ensures that the image sensor detects oncoming vehicles before their drivers can be dazzled by the light cone of the main-beam headlights.

The image sensor's detection cone extends 15° to left and right of the centreline.

Scheme 9

The graphic shows the detection cone of the image sensor above and below the horizontal. The image sensor's detection cone extends 5° above and below the horizontal.

Scheme 10

The graphic shows the image sensor's field of vision (light area) on the windscreen.

The image sensor looks forward through the windscreen below the screen-printed border (black zone at the top of the windscreen). The image sensor's detection cone and the angle of the windscreen produce a field of vision on the windscreen, a window that must remain clear at all times. Obstructions in this field of vision will cause function limitations affecting the main-beam assistant.

Scheme 11

The graphic shows an obstructed field of vision. The image sensor's field of vision could be obstructed by snow, for example, or by dirt or stickers applied to the windscreen.

A Check-Control symbol appears in the instrument cluster if the system detects an obstructed field of vision.

Note. Obstructed field of vision without error message from the main-beam assistant The image sensor recognises only obstructions over its entire field of vision. The image sensor is unable to detect an obstruction over only the top of its field of vision. The result is a function limitation of the main-beam assistant without Check-Control symbol. Light sources cannot be detected with complete efficiency. This can result in unsuitable switch-on and switch-off recommendations.

Scheme 12

The graphic shows automatic alignment of the image sensor.

The image sensor must be aligned parallel with the vehicle's centreline. If this condition is not satisfied the image sensor's detection cone is not in optimum alignment with the car's forward direction of travel.

When the car is driven at night, the main-beam assistant can automatically correct alignment up to 3° to the left or 3° to the right. This correction can compensate for minor deviations from the centreline.

Reverse Gear Switch

The main-beam headlights are not switched on if reverse gear is engaged. In a manual-shift car, the reverse gear switch supplies the "reverse gear engaged" information.

The reverse gear switch sends this information to the light module.

Selector Lever Position Switch

The main-beam headlights are not switched on if reverse gear is engaged. In a car fitted with electronic transmission control (EGS), the selector lever position switch supplies the "reverse gear engaged" information. The selector lever position switch sends this information to the EGS control unit. The EGS control unit sends the information to the light module.

Selector Angle Sensor And Shift Travel Sensor

The main-beam headlights are not switched on if reverse gear is engaged. In a car fitted with sequential manual transmission (SMG), the selector angle sensor and the shift travel sensor supply the "reverse gear engaged" information. The selector angle sensor and the shift travel sensor send the information to the SMG control unit. The SMG control unit sends the information to the light module.

FLA: Main-Beam Assistant

Note. The following control units are involved in the main-beam assistant system

The FLA control unit analyses the images from the image sensor. The FLA control unit receives information on road speed and yaw rate from the DSC control unit.

The FLA control unit sends a switch-on recommendation or a switch-off recommendation for the main-beam headlights to the light module. The recommendation depends on the traffic situation, the ambient light, and the car's road speed.

The FLA control unit is connected to the K-CAN.

FLA Control Unit For The Main-Beam Assistant: E60, E61, E63, E64, E65, E66

The control unit for the main-beam assistant sends a switch-on recommendation or a switch-off recommendation for the main-beam headlights to the light module. The recommendation depends on the traffic situation, the ambient light, and the car's road speed.

The FLA control unit is installed in the inside mirror. The FLA control unit is connected to the image sensor by an LVDS data line (LVDS: Low Voltage Differential Signalling).

Scheme 13

Scheme 14

3-Pin Connector

The graphic shows the 3-pin connector that connects the main-beam assistant to the K-CAN. (Scheme 7)

The main-beam assistant is permanently connected to the windscreen by the mirror base. The rake angle of the windscreen varies from series to series. Consequently, different retainers have to be used for the mirror base. The 3-pin connector comes in different shapes in order to ensure that the correct retainer is used for each series.

Pin Assignment Of The FLA Control Unit For The Main-Beam Assistant

PIN ASSIGNMENT FOR FLA CONTROL UNIT CONNECTOR X18246, 10-PIN

PIN ASSIGNMENT FOR FLA CONTROL UNIT 3-PIN CONNECTOR

The pin assignment is the same for all 3-pin connectors, irrespective of connector shape.

LM: Light Module

The light module receives various input variables for the main-beam headlights

1. Switch-on or switch-off recommendation from the FLA control unit
2. Switch position of the light switch
3. Switch position of the direction indicator/mean-beam switch
4. Information from the reverse gear switch or the selector lever position switch or the selection angle and shift travel sensor
5. Information from the rain-light sensor, as to whether the low-beam headlights have to be switched on

On the basis of the input variables, the light module decides whether the main-beam headlights should be switched on or off.

1. The light module actuates the bi-xenon headlights
2. The light module actuates the FLA indicator light in the instrument cluster. A Check-Control symbol appears if the main-beam assistant fails.

The light module is connected to the K-CAN.

1. Light module, E60, E61, E63, E64, for more information, please refer to SI Technology (SBT) 63 02 03 007.
2. Light module, E65, E66, for more information, please refer to SI Technology (SBT) 63 02 03 007.

DSC: Dynamic Stability Control

The DSC control unit calculates the car's road speed using the signals from the wheel-speed sensors. The DSC control unit sends the information on road speed to the main-beam assistant.

The DSC control unit also sends the information from the rotational speed sensor in the DSC sensor to the main-beam assistant.

1. Signal path, E60, E61, E63, E64 DSC -> PT-CAN -> KGM -> K-CAN -> FLA DSC control unit -> PT-CAN -> body gateway module -> K-CAN -> FLA control unit
2. Signal path, E65, E66 DSC -> PT-CAN -> SGM -> K-CAN -> FLA DSC control unit -> PT-CAN -> safety and gateway module -> K-CAN -> FLA control unit

DSC 8: [for more information, please refer to SI Technology (SBT) 34 02 03 042]

DSC 8Plus: [for more information, please refer to SI Technology (SBT) 34 01 05 126]

EGS or SMG: Electronic Gearbox Control Or Sequential Manual Transmission

The EGS control unit receives the "Reverse gear engaged" information from the selector lever position switch. The EGS control unit is connected to the PT-CAN. For more information, please refer to SI Technology (SBT) 24 01 03 040.

The SMG control unit receives the "Reverse gear engaged" information from the selector angle sensor and the shift travel sensor. The SMG control unit is connected to the PT-CAN. For more information, please refer to SI Technology (SBT) 23 03 03 044.

SZL: Steering Column Switch Cluster

The SZL control unit transmits the position of the turn-signal/main-beam switch to the light module.

1. Signal path on E60, E61, E63, E64 SZL -> PT-CAN -> KGM -> K-CAN -> LM Steering column switch cluster -> PT-CAN -> Body gateway module -> K-CAN -> Light module
2. Signal path on E65, E66 SZL -> PT-CAN -> SGM -> K-CAN -> LM Steering column switch cluster -> PT-CAN -> Safety and gateway module -> K-CAN -> Light module

For more information, please refer to SI Technology (SBT) 63 02 03 007.

Bi-Xenon Headlights

Note. The following components are controlled

The bi-xenon headlights are actuated by the light module. [for more information, please refer to SI Technology (SBT) 63 02 03 007]

Note. Only the main beam of the bi-xenon headlights are switched on. If a main-beam assistant is fitted, only the main beam of the bi-xenon headlights are switched on. The halogen headlights are switched on only when the headlight flasher is actuated. In countries in which daytime driving lights are required by law, the halogen headlights are used for the daytime driving lights.

Instrument Cluster

The indicators in the instrument cluster are as follows

1. Main-beam indicator lamp (legally stipulated, blue)
2. FLA indicator light: Orange on BMW 5-Series and 6-Series Blue on BMW 7-Series
3. Check-Control symbol for failure of the main-beam assistant (yellow)

See the section entitled SYSTEM FUNCTIONS below.

PM: Power Module

Note. The following components provide the power supply for the main-beam assistant

In the BMW 7-Series, the power module supplies power to the main-beam assistant. The power module is connected to the K-CAN.

Rear Power Distributor

In the BMW 5-Series and 6-Series, the rear power distributor supplies power to the main-beam assistant. The rear power distributor is connected to the K-CAN.

SYSTEM FUNCTIONS

In accordance with the traffic situation, the FLA control unit sends a switch-on recommendation or a switch-off recommendation for the main-beam headlights to the light module. On the basis of this recommendation and various other the input variables, the light module decides whether the main-beam headlights should be switched on or off.

The following system functions of the main-beam assistant are described

1. Automatic main-beam headlight switch-off when oncoming traffic is detected
2. Automatic main-beam headlight switch-off when vehicle detected ahead of the car
3. Automatic main-beam headlight switch-off when adequate ambient lighting is detected
4. Automatic main-beam headlight switch-on
5. Indicators in the instrument cluster
6. Function limitations of the main-beam assistant
7. Automatic alignment of the main-beam assistant

Automatic Main-Beam Headlight Switch-Off When Oncoming Traffic Is Detected

The light cone of the main-beam headlights has a range of about 400 m. The image sensor can detect other light sources within a range of about 1000 m. This ensures that the image sensor detects oncoming vehicles before their drivers can be dazzled by the light cone of the main-beam headlights. When the image sensor detects an oncoming vehicle, the FLA control unit sends a switch-off recommendation to the light module. The light module switches off the main-beam headlights.

Automatic Main-Beam Headlight Switch-Off When Vehicle Detected Ahead Of The Car

When the image sensor detects a vehicle travelling ahead of the car, the FLA control unit sends a switch-off recommendation to the light module. The light module switches off the main-beam headlights.

Automatic Main-Beam Headlight Switch-Off When Adequate Ambient Lighting Is Detected

When the image sensor detects an environment in which ambient lighting is adequate, the FLA control unit sends a switch-off recommendation to the light module. The light module switches off the main-beam headlights.

Adequate ambient lighting means

1. Daylight
2. Twilight
3. Street lighting (e. g. in illuminated towns)

Automatic Main-Beam Headlight Switch-On

If there is no reason for the lights to be dipped, the light module switches on the main-beam headlights. The bi-xenon headlights are switched to full beam.

Displays In The Instrument Cluster

The FLA indicator light lights up in the instrument cluster as soon as the main-beam assistant is activated (blue on the BMW 7-Series, orange on the BMW 5-Series and BMW 6-Series).

The main-beam indicator light also lights up (blue) in the usual way as soon as the main-beam headlights are switched on.

A Check-Control symbol appears (yellow) if the FLA control unit detects a system failure.

Indicators For The Main-Beam Assistant And The Main-Beam Headlights: E60, E61, E63, E64, E65, E66

The main-beam assistant and the main-beam headlights have the following indicators in the instrument cluster

1. Main-beam indicator light: blue The main-beam indicator light is required by law.
2. FLA indicator light for "main-beam assistant activated" Orange on BMW 5-Series and 6-Series Blue on BMW 7-Series
3. Check-Control symbol for a failure of the main-beam assistant: Yellow

Scheme 15

The illustration shows the main-beam indicator light. The blue main-beam indicator light is required by law.

Consequently, there is always a blue main-beam indicator light set in the instrument cluster (centred between the speedometer and the rev. counter).

The blue main-beam indicator light comes on when the main-beam headlights are switched on.

The main-beam indicator light comes on irrespective of whether the main-beam headlights are switched on by the main-beam assistant or manually.

Scheme 16

The illustration shows the FLA indicator light for "main-beam assistant activated" on the BMW 5-Series and BMW 6-Series (E60, E61, E63, E64).

The orange FLA indicator light is located in the middle between the speedometer and the rev counter. The orange FLA indicator light comes on when the main-beam assistant is active.

Note, however, that the orange FLA indicator light does not mean that the main-beam headlights are switched on. This is because: When the main-beam headlights are switched on, both the FLA indicator light and the legally stipulated blue main-beam indicator light are on.

Scheme 17

The illustration shows the FLA indicator light for "main-beam assistant activated" on the BMW 7-Series (E65, E66).

The FLA indicator light is at the bottom right beside the rev counter.

Scheme 18

The illustration shows the Check-Control symbol that indicates a failure of the main-beam assistant.

The Check-Control symbol is located in the middle between the speedometer and the rev counter.

BMW 5-Series and BMW 6-Series (E60, E61, E63, E64): If necessary, the Check-Control symbol overrides the following displays

1. Time Display
2. Date
3. Ambient Temperature

Note. The main-beam headlights remain functional despite a failure of the main-beam assistant. If the main-beam assistant develops a fault, the main-beam headlights can still be switched on and off manually.

Function Limitations Of The Main-Beam Assistant

The main-beam assistant can be subject to function limitations under the following circumstances

1. Inclement weather conditions (e.g. fog)
2. Poorly lighted road users (e.g. cyclists, pedestrians)
3. Certain road signs (e.g. the warning sign for a tight bend): Reflections from traffic signs may be incorrectly interpreted by the main-beam assistant as a vehicle driving ahead or as oncoming traffic. In the case of a the danger sign for a tight bend. On account of the reflections, the image sensor is unable to interpret this road sign correctly: The image sensor interprets the reflections from the white surfaces as the lights of an oncoming vehicle. The image sensor interprets the reflections from the red surfaces as the lights of a vehicle travelling ahead. In both cases the headlights are dipped to low beam. The headlights are automatically switched back to main beam when the road sign passes outside the image sensor's cone of detection (after the bend).
4. Driving over crests and through dips. Crests and dips can impose function limitations on the main-beam assistant as follows: The headlights are not dipped until the headlights of the oncoming vehicle enter the image sensor's cone of detection. As the car approaches a crest, therefore, the headlights are not dipped until the headlights of the oncoming vehicle are visible. The beam of light that the oncoming vehicle's headlights throw over the crest is not detected by the image sensor.
5. Certain traffic situations (e.g. tight bends, vehicles approaching from the side).
6. Image sensor's field of view obstructed (e.g. by snow).

Automatic Alignment Of The Main-Beam Assistant

In order to operate correctly, the image sensor must be aligned parallel with the vehicle's centreline. When the car is driven at night, the main-beam assistant can automatically correct alignment up to 3° to the left or 3° to the right. This correction compensates for minor deviations from the centreline.

Driving conditions for automatic directional orientation of the main-beam assistant are

1. Straight ahead for a distance of approx. 50 km: A relatively straight stretch accelerates the directional orientation.
2. Road marking must be clearly visible.

For more information, refer to IMAGE SENSOR .

OPERATION

Operation of the main-beam assistant is described in a separate section. The following controls of the main-beam assistant are described

1. Switching On Automatic Headlight Control
2. Activating The Main-Beam Assistant
3. Deactivating The Main-Beam Assistant
4. Reactivating The Main-Beam Assistant
5. Switching On The Headlight Flasher

Switching On Automatic Headlight Control

Note. Main-beam assistant active only when light switch is in position "A". The main-beam assistant can be activated only when the light switch is in position "A".

If the light switch is in the "dipped-beam" position, the main-beam headlights have to be switched on and off manually, in the usual way.

1. Turn the light switch to position "A" This switches on automatic headlight control.
2. In twilight and in the dark the low-beam headlights are automatically switched on. The green indicator light in the light switch comes on. The low-beam headlights are switched on as follows: The bi-xenon headlights are switched on dipped.

Note. Arrows in illustrations In the illustration, each broken-line arrows indicates an action (e.g. "turn the light switch to position "A").

The narrow arrows indicate the results of these actions in terms of system response.

Scheme 19

Scheme 20

1. Turn the light switch to position "A" This switches on automatic headlight control.
2. Push the direction indicator/main-beam switch forward. This activates the main-beam assistant.
3. The FLA indicator light comes on, indicating that the main-beam assistant is active.
4. In twilight, only the low-beam headlights are switched on. The green indicator light in the light switch comes on.
5. In the dark, the main-beam headlights are switched on as soon as the conditions required for switch-on for the main-beam assistant are satisfied. The blue main-beam indicator light comes on. The FLA indicator light comes on. The conditions required for switch-on are as follows: Road speed greater than 50 km/h. Reverse gear must not be engaged. Image sensor does not detect an oncoming vehicle or a vehicle ahead. Image sensor does not detect an environment with adequately bright illumination.

Deactivating The Main-Beam Assistant

Precondition: Main-beam assistant active.

Irrespective of whether the main-beam headlights or the low-beam headlights are switched on, the procedure for deactivating the main-beam assistant is as follows

1. Turn the light switch to the "low-beam headlights" position. The main-beam headlights now have to be switched on and off manually, just as in a car not fitted with a main-beam assistant.
2. Push the direction indicator/main-beam switch forward. The main-beam assistant is deactivated. The FLA indicator light in the instrument cluster goes out. The main-beam headlights remain on.

The procedure for deactivating the main-beam assistant differs, depending on whether the main-beam headlights or the low-beam headlights are switched on

1. If both the main-beam assistant and main-beam headlights are switched on: Pull the direction indicator/main-beam switch back. The main-beam headlights are switched off. The blue main-beam indicator light goes out. The main-beam assistant is deactivated. The FLA indicator light goes out. The dipped headlights remain on.
2. If both the main-beam assistant and low-beam headlights are switched on: Push the direction indicator/main-beam forward once and then pull it back once. The main-beam headlights are switched on briefly then immediately switched off. The main-beam assistant is deactivated. The FLA indicator light goes out. The dipped headlights remain on.

Reactivating The Main-Beam Assistant

Precondition: Main-beam assistant deactivated.

If the main-beam assistant was deactivated beforehand by means of the direction indicator/main-beam switch, the procedure for reactivating the main-beam assistant is as follows

Push the direction indicator/main-beam switch forward. The main-beam assistant is activated. The FLA indicator light comes on, indicating that the main-beam assistant is active.

Switching On The Headlight Flasher

Note. Headlight flasher only when the car is being driven on dipped lights. When the main-beam assistant is active, the headlight flasher can be switched on only while the car is being driven on dipped lights. In other words, the main-beam headlights must be off. The headlight flasher cannot be switched on if the main-beam headlights are on.

Scheme 21

1. Turn the light switch to position "A" This switches on automatic headlight control. If it is dark enough, the low-beam headlights are switched on. The green indicator light in the light switch comes on.
2. Push the direction indicator/main-beam switch forward. The main-beam assistant is activated.
3. The FLA indicator light comes on, indicating that the main-beam assistant is active. The main-beam headlights are off at this time.
4. Pull the direction indicator/main-beam switch back.
5. The main-beam indicator light comes on briefly.
6. The headlight flasher is switched on. The main-beam assistant remains active.

PRECONDITIONS FOR ACTIVATION

For technical reasons, distinctions are drawn between the following conditions required for switch-on

1. Conditions required for switch-on for the FLA control unit
2. Conditions required for switch-on for the main-beam assistant
3. Conditions required for switch-on for the main-beam headlights

Conditions Required For Switch-On For The FLA Control Unit

The FLA control unit is active as of terminal 15 ON.

Conditions Required For Switch-On For The Main-Beam Assistant

1. Light switch set to position "A"
2. Low-beam headlights switched on. When the switch is in position "A", the low-beam headlights are switched on by the automatic headlight control.
3. Direction indicator/main-beam switch pressed forward (in forward direction of travel).

Conditions Required For Switch-On For The Main-Beam Headlights

1. Road speed greater than 50 km/h
2. Reverse gear must not be engaged
3. Image sensor does not detect an oncoming vehicle or a vehicle ahead
4. Image sensor detects adequate darkness

NOTES FOR SERVICE STAFF

The following information is available for service staff

1. General note: refer to «MAIN-BEAM ASSISTANT, GENERAL INFORMATION FOR SERVICE STAFF: E60, E61, E63, E64, E65, E66»(/bmw/m5/e60e61-2004-2010/remont/exterior-lights/#lights-service-information__main-beam-assistant-general-information-for-service) .
2. Diagnosis: «MAIN-BEAM ASSISTANT DIAGNOSIS: E60, E61, E63, E64, E65, E66»(/bmw/m5/e60e61-2004-2010/remont/exterior-lights/#lights-service-information__main-beam-assistant-diagnosis-e60-e61-e63) .
3. Encoding/programming: N/A
4. Subject to change.

Main-Beam Assistant, General Information For Service Staff: E60, E61, E63, E64, E65, E66

When servicing the main-beam assistant, it is important that you are familiar with possible customer complaints and their causes.

Possible Customer Complaints

Note. Before undertaking diagnosis or repair, always clarify the situation by asking the customer for specifics. Before undertaking diagnosis or repair of the main-beam assistant, always clarify the situation by asking the customer for specific details of the problem.

You might find it necessary to explain to individuals just how the main-beam assistant works.

The following are possible questions or complaints that could be voiced by customers

1. Customer Complaint "The main-beam assistant does not dip the headlights when I drive through a town." Possible cause: The lighting on the public streets is poor. The main-beam headlights remain on.
2. Customer Complaint "The headlights are not dipped soon enough when I'm driving on mountain passes." Possible cause: In tight bends the main-beam assistant might be unable to detect other road users in good time, if at all.
3. Customer Complaint "The headlights are not dipped when an oncoming scooter approaches." Possible cause: The main-beam assistant is unable to detect vehicles with bad lights. Note that the main-beam assistant is unable to detect pedestrians or animals on the road.
4. Customer Complaint "The headlights are not dipped soon enough when an oncoming vehicle approaches over a crest." Possible cause: The main-beam assistant cannot detect illumination of the horizon. The main-beam assistant does not react by sending the "switch off main-beam headlights" recommendation until the headlights of the oncoming vehicle are visible.
5. Customer Complaint "The headlights are not dipped when a vehicle approaches from a side street." Possible cause: The main-beam assistant is unable to detect vehicles approaching at right angles to the direction of travel.
6. Customer Complaint The main-beam headlights are not switched on when I'm driving slowly." Possible cause: The main-beam assistant does not send the "switch on main-beam headlights" recommendation to the light module unless the car is travelling at a speed of approximately 50 km/h at least.
7. Customer Complaint "The main-beam headlights are switched off when I corner." Possible cause: In tight bends, the roadspeed drops below 38 km/h. This means that a speed threshold for the main-beam assistant is exceeded. The main-beam assistant sends a switch-off recommendation to the light module. Certain road signs are highly reflective. The main-beam assistant interprets the reflections as the lights of an oncoming vehicle. Consequently, the main-beam assistant sends a switch-off recommendation to the light module.
8. Customer Complaint "The halogen lights for the main-beam headlights are not working." Cause: If a car is fitted with a main-beam assistant, the halogen headlights are switched on only for the headlight flasher. In countries in which daytime driving lights are required by law, the halogen headlights are used for the daytime driving lights. If a main-beam assistant is fitted, the main beam of the bi-xenon headlights are used exclusively for the main beams.

Main-Beam Assistant Diagnosis: E60, E61, E63, E64, E65, E66

The following general information about the main-beam assistant is provided for diagnosis

1. Visual inspection of main-beam assistant
2. Quick function check for the main-beam assistant
3. Test procedure (test module) in BMW diagnosis system for main-beam assistant with the following steps: Checking main-beam assistant in diagnosis mode Resetting main-beam assistant to basic setting Adjusting the main-beam assistant

Visual Inspection Of Main-Beam Assistant

Note. In case of a malfunction in the main-beam assistant, first perform a visual inspection.

If a fault should develop in the main-beam assistant, first conduct a visual inspection of the main-beam assistant.

This is because: The base of the interior mirror can be twisted by applying mechanical force (e.g. if the windscreen is cleaned incorrectly, etc.). This will affect the operation of the main-beam assistant.

The illustration shows an interior mirror base twisted on the windscreen.

1. Screen-printed border on windscreen
2. Mirror base twisted on windscreen
3. The mirror base has been mechanically twisted in this direction.

The top right-hand edge of the mirror base protrudes beyond the screen-printed border.

Note. Aligning mirror base The base of the interior mirror can be twisted by applying mechanical force. If the mirror base is not centred in the screen-printed border, recentralise the mirror base.

Quick Function Check For The Main-Beam Assistant

Communication between the main-beam assistant and the light module is checked as follows

1. Place the vehicle in a darkened room.
2. Switch on the ignition.
3. Use a black cloth to cover up the rain-light sensor.
4. Turn the light switch to position "A". The green indicator light in the light switch comes on. The automatic headlight control switches on the low-beam headlights.
5. Push the direction indicator/main-beam switch forward. If the FLA indicator light comes on in the instrument cluster, communications between the control units are working correctly: Data transmission between the main-beam assistant and light module is working correctly. Data transmission between the light module and the instrument cluster is working correctly. Test Procedure For The Main-Beam Assistant The main-beam assistant is checked and adjusted as necessary with the test procedure (test module) in the BMW diagnosis system. The test procedure for the main-beam assistant comprises 3 sections: Checking main-beam assistant in diagnosis mode Resetting main-beam assistant to basic setting Adjusting main-beam assistant (only needed in exceptional circumstances) Checking Main-Beam Assistant In Diagnosis Mode The main-beam assistant can be subjected to an in-depth function test using the corresponding diagnosis mode set up in the BMW diagnosis system. Call up the test procedure "Check FLA". The items required for the test are as follows: Clean, black cloth or other suitable item for covering the rain-light sensor Lamp for simulating oncoming traffic The procedure for testing the main-beam assistant is as follows: Place the vehicle in a darkened room. Make sure that there are no light sources or reflective objects in front of the vehicle. Switch on the ignition. Use a black cloth to cover up the rain-light sensor. Turn the light switch to position "A". The green indicator light in the light switch comes on. The automatic headlight control switches on the low-beam headlights. Push the direction indicator/main-beam switch forward. The FLA indicator light in the instrument cluster comes on. Main-beam assistant test mode is started (in BMW diagnosis system test procedure). The following situations are possible: The room is dark enough: If the room is dark enough, the main-beam headlights will come on. The bi-xenon headlights are switched to full beam. The additional driving lights with the halogen bulbs are not switched on. If the room is not dark enough: Hold your hand over the image sensor of the main-beam assistant. The main-beam headlights should come on automatically after a few seconds.
6. Increase the level of brightness in the room or use a lamp held in front of the car to direct a beam of light toward the main-beam assistant. The main-beam headlights should switch off when the beam of light is in the field of vision of the main-beam assistant or when the room is bright enough.
7. Remove the beam of light from the field of vision of the main-beam assistant. If necessary, use your hand to exclude light from the main-beam assistant. The main-beam headlights must come on again: The bi-xenon headlights are switched to full beam. The additional driving lights with the halogen bulbs are not switched on.
8. If the main-beam headlights are not switched on, the test procedure can send a switch-on recommendation to the light module (via the main-beam assistant). The vehicle has to be prepared as described above, in order to ensure that the light module accepts the switch-on recommendation and switches on the main-beam headlights: Switch on the ignition. Use a black cloth to cover up the rain-light sensor. Turn the light switch to position "A". The automatic headlight control switches on the low-beam headlights. The green indicator light in the light switch comes on. Push the direction indicator/main-beam switch forward. The FLA indicator light in the instrument cluster must come on. The main beam of the bi-xenon headlights are switched on when a switch-on recommendation is sent by means of a diagnosis command.

Resetting Main-Beam Assistant To Basic Setting

Under the following conditions, it may be necessary to reset the main-beam assistant to basic setting

1. Windscreen or interior mirror has been exchanged, and windscreen and interior mirror are in correct installation position, see «VISUAL INSPECTION OF MAIN-BEAM ASSISTANT»(/bmw/m5/e60e61-2004-2010/remont/exterior-lights/#lights-service-information__visual-inspection-of-main-beam-assistant) .
2. Despite a lengthy journey at night of a straight section with easily recognisable road markings (drive straight for a distance of approx. 50 km: a relatively straight stretch accelerates the directional orientation). The functional quality of the main-beam assistant is outside the system tolerance, even after the journey at night. System tolerances are: Inclement weather conditions (e.g. fog) Poorly lighted road users (e.g. cyclists, pedestrians) Incorrectly interpreted road signs (e.g. the warning sign for a tight curve): Reflections from traffic signs may be incorrectly interpreted by the main-beam assistant as a vehicle driving ahead or as oncoming traffic. Driving over crests and/or through dips

Adjusting The Main-Beam Assistant

The main-beam assistant can require adjustment only in the following situations

1. Windscreen or interior mirror has been exchanged, and windscreen and interior mirror are in correct installation position, see «VISUAL INSPECTION OF MAIN-BEAM ASSISTANT»(/bmw/m5/e60e61-2004-2010/remont/exterior-lights/#lights-service-information__visual-inspection-of-main-beam-assistant) .
2. The main-beam assistant is unable to self-adjust despite lengthy journey at night of a straight road with easily recognisable road markings (straight ahead for a distance of approx. 50 km: a relatively straight stretch accelerates the directional orientation).
3. Resetting the main-beam assistant to basic setting has not improved its function.
4. All system tolerances are considered (see above).

Only if these conditions are satisfied may the main-beam assistant be reset with the special tool.

The illustration shows the setting of the main-beam assistant using alignment cords and lamp. See procedure below for a detailed description.

Scheme 22

The procedure for adjusting the main-beam assistant is as follows

1. Place the vehicle in a darkened room. Make sure that there are no light sources or reflective objects in front of the vehicle.
2. Switch on the ignition.
3. Attach one of the alignment cords to each door mirror.
4. Bring the ends of the cords to the front of the car.
5. Bring the two cords together. There is a mark on each of the alignment cords. The point at which the two marks come together coincides with the centreline of the car.
6. Place a lamp (e.g. BMW hand-held lamp) in the notch at the end of the alignment cords. Holding the lamp above the point at which the two marks come together, direct the beam of light toward the image sensor.
7. Perform test procedure (test module) "Check FLA" as described in the instructions.

Under these conditions, the main-beam assistant is recalibrated. That means: The new values are stored in the main-beam assistant.

Scheme 23

Note. Option 524 is only available in conjunction with option 522. "Adaptive headlights" option 524 is only delivered in conjunction with "Bi-xenon main-beam and dipped headlights" option 522.

Note. EU approval for option 522 only in conjunction with option 502. Option 522 "Bi-xenon main-beam and dipped headlights" is only delivered in conjunction with "Headlight cleaning system" option 502 (in countries with EU approval).

Note. ALC => AHL The development code for the adaptive headlights was "ALC". ALC stood for "Adaptive Light Control". The marketing and sales designation for option 524 in English-language markets is "adaptive headlights", abbreviated to "AHL". Diagnosis and technical vehicle documentation therefore use the abbreviation "AHL". However, "ALC" is still used on some control units and in the EPC (Electronic Parts Catalogue).

The adaptive headlights system turns the bi-xenon headlights towards the inside of a bend when cornering. This improves illumination of the curve of the road. Visibility is improved.

When cornering, the driver is not looking into a "black hole" - instead, the adaptive headlights allow the driver to see the curve of the road.

This SI Technology bulletin (SBT) describes the adaptive headlights for the following model series

1. E60, E61, E63, E64 up to 03/2005: refer to «SYSTEM OVERVIEW OF ADAPTIVE HEADLIGHTS (E60, E61, E63, E64, E65, E66 UP TO 03/2005)»(/bmw/m5/e60e61-2004-2010/remont/exterior-lights/#lights-service-information__system-overview-of-adaptive-headlights-e60) . The system overview applies accordingly for the E65 and E66 up to 03/2005.
2. E60, E61, E63, E64 from 03/2005: refer to «SYSTEM OVERVIEW OF ADAPTIVE HEADLIGHTS (E60, E61, E63, E64, E65, E66 FROM 03/2005)»(/bmw/m5/e60e61-2004-2010/remont/exterior-lights/#lights-service-information__system-overview-of-adaptive-headlights-e60) . The system overview applies accordingly for the E65 and E66 from 03/2005.
3. E90: refer to «E90 - SYSTEM OVERVIEW OF ADAPTIVE HEADLIGHTS»(/bmw/m5/e60e61-2004-2010/remont/exterior-lights/#lights-service-information__e90-system-overview-of-adaptive) .

Note. AHL components on E46, E83 and E53 There is a separate system description for the adaptive headlights on the E46. [for more information, please refer to SI Technology (SBT) 63 03 03 047] The adaptive headlights on the E83 and E53 work in the same way as the adaptive headlights on the E46.

Note. AHL components on the E53 Similarities with the E46: The E53 has the same vehicle electrical system as the E46. On the E53, the light module acts as control unit for exterior lighting. Similarities with 5-Series: The E53 has a position sensor instead of a zero-position sensor (E46: zero-position sensor; 5-Series: position sensor).

Note. AHL components on the E63, E64 Similarities with the E46: The E63, E64 has a zero-position sensor (as does the E46). [for more information, please refer to SI Technology (SBT) 63 03 03 047] Otherwise, the E63 and E64 are the same as the other 5-Series models.

Note. AHL components on the E90 On the E90, the adaptive headlights largely correspond to the s on the E60, E61, E63, E64, E65, E66: The E90 has a zero-position sensor (as does the E46, E83). On the E90, the FRM (footwell module) acts as control unit for exterior lighting. The footwell module contains the functions of the light module, AHL control unit and the general module (or body general module). [for more information, please refer to SI Technology (SBT) 61 04 04 094]

System Overview Of Adaptive Headlights (E60, E61, E63, E64, E65, E66 Up To 03/2005)

This system overview contains the following overviews of the adaptive headlights for the E60, E61, E63, E64, E65, E66 up to 03/2005

1. Inputs/Outputs
2. System circuit diagram
3. Overview of signal paths for adaptive headlights

Note. AHL control unit discontinued from 03/2005. From 03/2005, the AHL control unit software is integrated into the light module on the E60, E61, E63, E64, E65 and E66. The AHL control unit is discontinued from 03/2005. There is a separate system overview for the adaptive headlights on the E60, E61, E63, E64, E65 and E66 from 03/2005.

Scheme 24

Scheme 25

Scheme 26

Scheme 27

Overview Of Signal Paths For Adaptive Headlights On E60, E61, E64

The signal paths between the individual control units can be seen on the following illustration

Scheme 28

The safety and gateway module (SGM) is the data interface between the data buses K-CAN, PT-CAN and byteflight. On the 5-Series, the signal paths from the light module to the adaptive headlights always lead through the safety and gateway module (SGM).

Signal Path For "Dipped Headlights On" On E60, E61, E63, E64, E65, E66

Dipped headlights are switched on when terminal 15 is ON and the switch is in position 2; Signal path: CAS -> K-CAN -> LM and SZL -> byteflight -> SGM -> K-CAN -> LM and AHM.

Signal Path For "Activate Adaptive Headlights" On E60, E61, E63, E64, E65, E66

The control unit for adaptive headlights is in standby under the following conditions: Terminal 15 ON and light switch in position "A". Signal path: CAS -> K-CAN -> LM and LM -> K-CAN -> SGM -> PT-CAN -> AHL.

Signal Path For "Move Headlights" For Adaptive Headlights On E60, E61, E63, E64, E65, E66

1. Switch-on condition "Light switch in position A" present. Signal path: LM -> K-CAN -> SGM -> PT-CAN -> AHL
2. Switch-on condition "terminal 15 ON" present. Signal path: CAS -> K-CAN -> LM -> SGM -> PT-CAN -> AHL
3. Switch-on condition "dark" present. Signal path: RLS -> K-CAN -> SGM -> PT-CAN -> AHL
4. Switch-on condition "cornering" present. Signal path: Steering-angle sensor in SZL -> byteflight -> SGM -> AHL or: Yaw rate sensor in DSC sensor -> Chassis CAN -> DSC -> PT-CAN -> AHL
5. Switch-on condition "reverse gear not engaged" present. Signal path: EGS -> PT-CAN -> AHL

Signal Path For Adaptive Headlights Calibration Sequence On E60, E61, E63, E64, E65, E66

The calibration sequence is always performed when terminal 15 is switched on, (light switch in position "0" or "2" (dipped headlights) or in position "A", for example).

Signal path: CAS-> K-CAN -> LM -> SGM -> PT-CAN -> AHL -> LIN -> SMC

Note. The calibration sequence is performed only after terminal 15 has been switched OFF for at least 15 seconds. If terminal 15 is switched on and off repeatedly (for example, for demonstration reasons), the headlights are not calibrated each time terminal 15 is switched on. Terminal 15 must have been switched off for at least 15 seconds before it is switched on. Only then is a calibration sequence performed when terminal 15 is switched on.

For reasons of safety, there are 2 additional direct wire connections to the bus

1. From the SZL to the LM (light module).
2. From the SZL to the AL control unit: If option 217 "Active steering" is fitted, the 2nd direct wire goes from the SZL to the AL (active steering) control unit: This makes sure that the signal from the steering-angle sensor also reaches the AL control unit in the event of a bus error.

Note. AHL = ALC The development designation for adaptive headlights was "ALC", which stood for "Adaptive Light Control". The marketing and sales designation for option 524 in English-speaking countries is "adaptive headlights", abbreviated to "AHL". However, some control units are still marked "ALC".

System Overview Of Adaptive Headlights (E60, E61, E63, E64, E65, E66 From 03/2005)

This system overview includes the following overviews of the adaptive headlights for the E60, E61, E63, E64, E65, E66 from 03/2005

1. Inputs/Outputs
2. System Circuit Diagram
3. Overview Of Signal Paths For Adaptive Headlights

Note. AHL control unit discontinued from 03/2005. From 03/2005, the AHL control unit is integrated into the light module on the E60, E61, E63, E64, E65 and E66. The separate AHL control unit is discontinued from 03/2005. There is a separate system overview for the adaptive headlights on the E60, E61, E63, E64, E65 and E66 up to 03/2005.

Scheme 29

Scheme 30

Scheme 31

Scheme 32

Signal Paths For Adaptive Headlights (E60, E61, E63, E64 E65, E66 From 03/2005)

The signal paths between the individual control units can be seen on the following illustration

Scheme 33

The safety and gateway module (SGM) is the data interface between the data buses K-CAN, PT-CAN and byteflight.

Signal Path For "Dipped Headlights On" (E60, E61, E63, E64, E65, E66 From 03/2005)

When terminal 15 is switched ON (signal from CAS via K-CAN to the light module), dipped headlights are switched on when the switch is in position 2; signal path

SZL -> byteflight -> SGM -> K-CAN -> LM (steering column switch cluster -> byteflight -> safety and gateway module -> K-CAN -> light module -> trailer module)

Signal Path For "Activate Adaptive Headlights" (60, E61, E63, E64, E65, E66 From March 2005)

The control unit for adaptive headlights is in standby under the following conditions: Terminal 15 ON and light switch in position "A".

Signal path: CAS -> Wake-up wire -> LM

Signal Path For "Turn Headlights" For Adaptive Headlights On The Following Model Series: (60, E61, E63, E64, E65, E66 From 03/2005)

1. Switch-on condition: Light switch in position 'A'
2. Switch-on condition "terminal 15 ON" present. Signal path: CAS -> K-CAN -> LM
3. Switch-on condition "dark" present. Signal path: RLS -> K-CAN -> LM
4. Switch-on condition "cornering" present. Signal path: Steering-angle sensor in SZL -> byteflight -> SGM -> LM or Yaw rate sensor in DSC sensor -> Chassis CAN -> DSC -> PT-CAN -> LM
5. Switch-on condition "reverse gear not engaged" present. Signal path: EGS -> PT-CAN -> LM

Signal Path For Adaptive Headlights Calibration Sequence On The Following Model Series: (E60, E61, E63, E64, E65, E66 From 03/2005)

The calibration sequence is always performed when terminal 15 is switched on.

Light switch in position "0" or "2" (dipped headlights) or in position "A", for example.

Signal path: CAS-> K-CAN -> LM

Note. The calibration sequence is performed only after terminal 15 has been switched OFF for at least 15 seconds. If terminal 15 is switched on and off repeatedly (for example, for demonstration reasons), the headlights are not calibrated each time terminal 15 is switched on. Terminal 15 must have been switched off for at least 15 seconds before it is switched on. Only then is a calibration sequence performed when terminal 15 is switched on.

For reasons of safety, there are 2 additional direct wire connections to the bus

1. From the SZL to the LM (light module)
2. From the SZL to the AL control unit: If option 217 "Active steering" is fitted, the 2nd direct wire goes from the SZL to the AL (active steering) control unit: This makes sure that the signal from the steering-angle sensor also reaches the AL control unit in the event of a bus error.

Note. AHL = ALC The development designation for adaptive headlights was "ALC", which stood for "Adaptive Light Control". The marketing and sales designation for option 524 in English-speaking countries is "adaptive headlights", abbreviated to "AHL". However, some control units are still marked "ALC".

E90 - System Overview Of Adaptive Headlights

This system overview includes the following overviews of the adaptive headlights for the E90

1. Inputs/Outputs
2. System Circuit Diagram
3. Overview Of Signal Paths For Adaptive Headlights

Scheme 34

Scheme 35

Scheme 36

Scheme 37

Overview Of Signal Paths For Adaptive Headlights On E90

The signal paths between the individual control units can be seen on the following illustration

Scheme 38

Signal Path For "Switch On Dipped Headlights" On The E90

Dipped headlights are switched on when terminal 15 is ON and the switch is in position 2

1. Signal path: CAS -> PT-CAN -> FRM
2. Light switch -> Direct wire -> FRM

Signal Path For "Activate Adaptive Headlights" On The E90

The control unit for adaptive headlights is in standby under the following conditions

1. Terminal 15 ON and light switch in position "A".

Signal Path For "Turn Headlights" For Adaptive Headlights On The E90

1. Switch-on condition "Light switch in position A" present. Signal path: Light switch -> Direct wire -> FRM
2. Switch-on condition "terminal 15 ON" present. Signal path: CAS -> PT-CAN -> FRM
3. Switch-on condition "dark" present. Signal path: RLS -> LIN-Bus -> FZD -> K-CAN -> FRM
4. Switch-on condition "cornering" present. Signal path: Steering angle sensor in SZL -> F-CAN -> DSC -> PT-CAN -> FRM or: Yaw rate sensor in DSC sensor -> F-CAN -> DSC -> PT-CAN -> FRM
5. Switch-on condition "reverse gear not engaged" present. Signal path: EGS -> PT-CAN -> FRM

Signal Path For Adaptive Headlights Calibration Sequence On The E90

The calibration sequence is always performed when terminal 15 is switched on. Light switch in position "0" or "2" (dipped headlights) or in position "A", for example.

Signal path: CAS-> PT-CAN -> FRM -> LIN-Bus -> SMC

Note. The calibration sequence is performed only after terminal 15 has been switched OFF for at least 15 seconds. If terminal 15 is switched on and off repeatedly (for example, for demonstration reasons), the headlights are not calibrated each time terminal 15 is switched on. Terminal 15 must have been switched off for at least 15 seconds before it is switched on. Only then is a calibration sequence performed when terminal 15 is switched on.

For reasons of safety, there is a direct wire from the SZL to the FRM (footwell module) in addition to the bus connection: for turn signals and main-beam headlights.

Note. AHL = ALC The development designation for adaptive headlights was "ALC", which stood for "Adaptive Light Control". The marketing and sales designation for option 524 in English-speaking countries is "Adaptive Headlights", abbreviated to "AHL". However, some control units are still marked "ALC".

The following components and control units provide signals for the adaptive headlight system

CAS: Car Access System

The Car Access System supplies signals for the terminal management (e.g. terminal 15 ON).

The adaptive headlights control unit is activated when terminal 15 is switched ON.

The rotary switch for the side lights and dipped headlights differs depending on the vehicle equipment level (adaptive headlights, automatic driving lights control, automatic or manual headlight-range adjustment). For the adaptive headlights function to operate, the light switch must be set to position "A" ("A" = "automatic driving lights control" and "adaptive headlights").

Light Switch (E60, E61, E63, E64, E65, E66, E90)

Note. This enclosure describes the light switch on the E60, E61, E63, E64. The contents also apply to the light switch on the E65, E66 and E90.

The switch for side lights and dipped headlights differs according to equipment level (adaptive headlights, automatic driving lights control or manual headlight-range adjustment).

Light switch for vehicles with halogen headlights and manual headlight-range adjustment. (The illustration shows the light switch on the E60.)

Scheme 39

Light switch for vehicles with bi-xenon headlights, automatic headlight-range adjustment and adaptive headlights. (The illustration shows the light switch on the E60.)

Scheme 40

Rotary switch for side lights and dipped headlights (the illustration shown the light switch on the E60)

Scheme 41

The light switch is located on the extreme left of the dashboard.

The rotary switch switches on the following

1. Side lights (switch position 1)
2. Dipped headlights (switch position 2)
3. "A" for the special equipment "Automatic driving lights control" and for the special equipment "Adaptive headlights"

The following variations are possible depending on the vehicle equipment level and the national version

1. Green indicator light and switch position "A" on rotary switch for side lights and dipped headlights: The rotary switch has an additional "A" position and a green indicator lamp (LED) for the automatic driving lights control and the adaptive headlights.
2. Light switch without thumbwheel: vehicles with bi-xenon headlights and automatic headlight-range adjustment do not need a thumbwheel for the headlight-range adjustment.
3. Light switch with thumbwheel: vehicles with halogen headlights and manual headlight-range adjustment have a thumbwheel for manual headlight-range adjustment.

The switch is fed a supply voltage of 5 volts.

If the power supply is faulty, the dipped headlights will always remain on at all times when terminal 15 is ON. The dipped headlights will be switched on as soon as terminal 15 is switched on.

The dipped headlights are automatically switched on if the wiring to and from the light switch develops the following faults

1. Open Circuit
2. Short Circuit To Earth
3. Short Circuit To Positive

For reasons of safety, the light switch can only be switched off if a voltage of 5 volts is applied to the two switch outputs to the light module (footwell module on the E90).

The dipped headlights cannot be switched off in the event of a short circuit causing a voltage of 5 volts at one of the switch outputs and 12 volts at the other. Dipped headlights and automatic driving lights control and adaptive headlights remain on until terminal 15 is switched off.

Turn-Signal/Main-Beam Switch

The main-beam headlights are switched on and off with the turn-signal/main-beam switch (by pressing or pulling the switch). The adaptive headlights function operates with both dipped and main-beam headlights.

Turn-Signal/Main-Beam Switch (E60, E61, E63, E64, E65, E66, E90)

Note. This enclosure describes the turn-signal/main-beam switch on the E60, E61, E63, E64 . The contents apply accordingly for the turn-signal/main-beam switch on the E65, E66 and E90. Differences are described in the relevant section.

The turn-signal/main-beam switch is on the left of the steering wheel (the upper steering-column stalk).

Scheme 42

The turn-signal/main-beam switch comprises a steering-column stalk with 2 axial one-touch buttons for the on-board computer and Check-Control messages.

The signal paths on the E60, E61, E63, E64 are different from those on the E90 as follows

E60, E61, E63, E64

1. Dual transmission of turn signal. The turn signal is transmitted autonomously (twice): A message is transmitted through the data buses to the light module. Signal path: Steering column switch cluster -> byteflight data bus -> Safety and gateway module -> K-CAN data bus -> Light module A direct wire from the steering-column stalk to the light module (E90: footwell module) transmits the turn signal a second time.
2. Function limitations in the event of a failure of one or both data buses: Main-beam headlights and the headlight flasher only work if the steering-column stalk is held. The direction indicator only works if the steering-column stalk is held. No hazard warning lights in the event of an accident or when the anti-theft alarm system is primed.

E90

1. Direct wire from light switch and steering column switch cluster to the footwell module.
2. The light switch and the turn-signal/main-beam switch have a direct wire to the footwell module (FRM). The position of the turn-signal/main-beam switch is optically transmitted to the steering column switch cluster (SZL). The signal is transmitted by a direct wire from the steering column switch cluster to the footwell module (FRM).

Please refer to SI Technology (SBT) 61 07 04 (103) "Steering column switch cluster"

Moving the steering-column stalk to the front (in direction of travel) or to the rear switches the main-beam headlights on and off.

The steering-column stalk no longer engages in the switch positions. Moving the steering-column stalk has the following functions

1. Turn signals: The turn signals work as follows when terminal R is ON: To signal briefly, move the steering-column stalk briefly up for a right signal or down for a left signal. For a continuous signal, press the steering-column stalk beyond the pressure point.
2. Main-beam headlights and headlight flasher or dipped headlights: Move the switch to the front or to the rear.
3. Parking lights, left or right: When terminal R is OFF, move the steering-column stalk beyond the pressure point as for a continuous turn signal (up for right and down for left).

The SZL control unit forwards the signals from the turn-signal/main-beam switch to the adaptive headlights control unit.

> E60, E61, E63, E64

1. The steering column switch cluster forwards the signals for the turn-signal/main-beam switch to the light module (LM). NOTE: The steering column switch cluster on the E90 has its own SI Technology bulletin (SBT). This enclosure describes the steering column switch cluster (SZL) on the 5-Series. The contents are valid accordingly for the E65 and E66. The steering column switch cluster on the E90 has its own SI Technology bulletin: SI Technology (SBT) 61 07 04 (103) "E90 - Steering Column Switch Cluster" The SZL (steering column switch cluster) processes all data from the multi-function steering wheel. The SZL transmits the data (via the byteflight data bus) to the safety and gateway module (SGM). The safety and gateway module (SGM) connects the multi-function steering wheel with other systems in the vehicle. The SGM transmits the data from the multi-function steering wheel, e.g. to the following control units: wiper module, rain-light sensor, EGS, DME, KOMBI and LM. For reasons of safety, there are 2 additional direct wire connections to the bus: from the SZL to the LM (light module) from the SZL to the AL control unit: If option 217 "Active steering" is fitted, the 2nd direct wire goes from the SZL to the AL (active steering) control unit: This makes sure that the signal from the steering-angle sensor also reaches the AL control unit in the event of a bus error. Installation Location The SZL is located on the steering column. How it works The steering column switch cluster has the following range of functions: SZL as control unit for the passive safety system (ASE - Advanced Safety Electronics) with connection to the byteflight data bus. SZL as switch cluster for steering wheel and steering column: Multi-function buttons in the multi-function steering wheel. Steering wheel heating via button on left-hand side of steering column. Fully electric steering wheel adjustment via button on left-hand side of steering column. SZL as switch cluster for the 3 steering-column stalks. Wipers Turn signals Cruise control system SZL with steering angle sensor Signal path on E60, E61, E63, E64, E65, E66 up to 03/2005 SZL -> byteflight -> SGM -> K-CAN -> LM -> AHL (steering column switch cluster -> byteflight -> safety and gateway module -> K-CAN -> light module -> AHL control unit) > Signal path on E60, E61, E63, E64, E65, E66 from 03/2005 SZL -> byteflight -> SGM -> K-CAN -> LM (steering column switch cluster -> byteflight -> safety and gateway module -> K-CAN -> light module)

> E90

1. The steering column switch cluster forwards the signals from the turn-signal/main-beam switch to the footwell module (FRM).

For more information, please refer to SI Technology (SBT) s61 07 04 103 "Steering Column Switch Cluster".

Ride-Height Sensors

The ride-height sensors supply the signals for the headlight-range adjustment. One ride-height sensor is located on the right-hand side of the front axle. A ride-height sensor is fitted on the right on the rear axle.

The automatic headlight-range adjustment adjusts the headlights according to the vehicle inclination: The headlights are moved up or down: e.g. according to load, when braking and accelerating in dynamic driving situations.

If the special equipment "Adaptive headlights" is fitted, the adaptive headlights control unit evaluates the signals from the ride-height sensors. This is because: the adaptive headlights control unit also controls the automatic headlight-range adjustment.

E60, E61, E63, E64, E65, E66, E90 - Ride-Height Sensors

Note. This enclosure describes the ride-height sensors on the E60, E61, E63, E64, E65, E66. The contents are valid accordingly for the ride-height sensors on the E90. Differences are described in the relevant section.

The ride-height sensors on the front and rear axles supply the signals for the automatic headlight-range adjustment. The automatic headlight-range adjustment adjusts the vertical setting of the headlights in order to compensate for variations in the vehicle tilt angle, e.g. due to payload, braking or acceleration in dynamic driving situations). The illustration shows the ride-height sensors on the E60, E61, E65, E66 up to 03/2005. (Scheme 44)

Scheme 43

The AHL control unit controls the automatic headlight-range adjustment as follows

The AHL control unit evaluates the signals from the ride-height sensors. The ride-height sensors are connected by a direct wire to the AHL control unit. The signals from the ride-height sensors are not sent via the K-CAN data bus.

The AHL control unit transmits the nominal values for the stepper motors to the stepper motor controllers (SMC) via the LIN bus. The stepper motor controllers actuate the stepper motors for the automatic headlight-range adjustment.

Scheme 44

The illustration shows the ride-height sensors on the E60, E61, E63, E64, E65, E66 from 03/2005. (Scheme 45)

The ride-height sensors are directly connected to the light module (LM).

The LM actuates the stepper motor controllers (SMC) via the LIN bus.

The light module is connected to the K-CAN and the PT-CAN.

Scheme 45

The illustration shows the ride-height sensors on the E90. (Scheme 46)

The ride-height sensors are directly connected to the footwell module (FRM).

The footwell module actuates the stepper motor controllers (SMC) via the LIN bus.

The footwell module is connected to the K-CAN and the PT-CAN.

The ride-height sensors are installed on the front and rear axles as follows

1. Front axle: 1 ride-height sensor on the transverse link, front right
2. Rear axle: 1 ride-height sensor on the pendulum support, rear right

The ride-height sensors for the headlight-range adjustment are always built into one side of the vehicle (for example, front right and rear right). If the ride-height sensors were installed diagonally (e.g. front right and rear left), transverse movements of the vehicle would have an effect on the headlight range.

Vehicles with electronic height control (EHC) have 3 ride-height sensors

1. Front Right
2. Rear Right
3. Rear Left

The rear right ride-height sensor is a double sensor (only on vehicles with electronic height control).

The ride-height sensors are Hall-type sensors.

On vehicles with electronic height control (EHC), a double sensor is installed on the right of the rear axle. The double sensor comprises the following components

1. 1 ring magnet
2. 2 Hall sensors
3. 2 independent electronic evaluation units

The signals from one electronic evaluation unit are evaluated by the control unit for adaptive headlights. The signals from the other electronic evaluation unit is evaluated by the EHC control unit.

The ride-height sensors for automatic headlight-range adjustment send voltage signals to the control unit for adaptive headlights as follows: As the springs are compressed, the output voltage of the ride-height sensors changes linearly.

Example: Voltage change on E60 up to 03/2005

1. Front axle: As the springs are compressed, the output voltage of the ride-height sensor drops. As the springs extend, the output voltage of the ride-height sensor increases.
2. Rear axle: As the springs are compressed, the output voltage of the ride-height sensor increases. As the springs extend, the output voltage of the ride-height sensor drops.

On vehicles with electronic height control (EHC), the signal of the double sensor at the rear right is evaluated for the automatic headlight-range adjustment.

Note. Analogue sensors cannot be evaluated by several control units.

For this reason, a double sensor has to be installed at the rear right on vehicles with EHC.

Reason: Hall sensors transmit an analogue voltage signal. This voltage signal is measured against a resistance in the control unit.

If 2 control units were to receive the voltage signal, the resistance would form a parallel circuit (voltage divider). This would change the measured values. The earth offset between the front and rear ends (the front and rear have different earths) will also affect the measured value if the control units are installed far apart from one another. An unambiguous evaluation of the signal would then no longer be possible.

For this reason, sensors whose signals are important for several control units (e.g. the steering angle sensor) are digital sensors with CAN connection.

Brake Light Switch

If the special equipment "Adaptive Headlights" is fitted, the signals from the brake light switch are read by the adaptive headlights control unit.

In addition, the brake light switch signal is also a signal for automatic headlight-range adjustment, see RIDE-HEIGHT SENSORS .

Position Sensor

Note. This enclosure describes the position sensor on the E60, E61. The contents are valid accordingly for the position sensor on the E65 and E66. The E63 and E64 have a zero-position sensor like the E46 and E83. The zero-position sensor is described in a separate enclosure.

The position of the positioner modules for the adaptive headlights is detected by the following sensors depending on the vehicle model

1. Position sensor (Hella headlights) on E60, E61, E65, E66
2. Zero-position sensor (Automotive Light, previously Bosch, headlights) on E46, E63, E64 and E83

The position sensor in the positioner module for the bi-xenon headlights supplies a signal for the horizontal movement of the headlights.

Scheme 46

The position sensor is located on the axis of rotation of the positioner module.

The position sensor is an inductive sensor (an analogue sensor).

The position sensor is made up of 2 parts. The illustration shows one of the two parts of the position sensor, magnified approx. 3 fold. The two parts are installed as follows

1. The first part (see illustration) is fixed to the frame in the headlight housing.
2. The other part is connected to the positioner module and moves with the positioner module: The moving part of the position sensor is thus turned relative to the fixed part.

The pulse width of the PWM signal is derived from the turning movement.

The position sensor records the mechanical angle on the rotor of the positioner module. This angle is converted to a pulse-modulated signal.

The (Hella) position sensor output signal is a pulse-modulated signal. In the straight-ahead position, the cycle ratio is 50:50.

The position sensor is highly accurate: The resolution of the position sensor at reference point 50:50 is smaller than 0.2°.

Scheme 47

The position sensor works as follows

1. Power Supply From The Stepper Motor Controller (SMC) 5 volts (+/- 10 %).
2. Overvoltage Protection The overvoltage protection of the position sensor is in the stepper motor controller.
3. Calibration The position sensor is calibrated for the respective positioner module by a test at the end of the assembly line (performed by the headlight manufacturer). The adaptation parameters for the positioner module are programmed in the position sensor.
4. Defined Position For Straight-Ahead Position The position sensor has a defined position in relation to the headlights' straight-ahead position. This defined position is stored in the encoding data. The position may vary, depending on the type of headlight.
5. Measuring Range The measuring range of the position sensor is from -17° to + 17°. This measuring range is not used to the full by the positioner modules.
6. Position Sensor Map The position sensor map is a pulse-width-modulated signal.
7. Measuring Accuracy The cycle ratio is registered in the range 5 % to 95 %.
8. Default Value For The Position Sensor If the position sensor should fail, the headlights will be reset using a mechanical reference point (tolerance +/- 1°).

Zero-Position Sensor

1. > E63, E64, E90 Headlights manufactured by Automotive Lighting, previously Bosch, have a zero-position sensor (also on the E46 and E83).

The zero-position sensor registers the horizontal movement of the headlight.

The position of the positioner modules for the adaptive headlights is detected by the following sensors depending on the model concerned

1. Position sensor (headlights manufactured by Hella) on E60, E61, E65, E66, E53
2. Zero-position sensor (headlights manufactured by Automotive Lighting, previously Bosch) in the E46, E63, E64, E83, E90

The zero-position sensor records the zero position of the positioner module for the adaptive headlights as follows: If the positioner module drives past the zero-position sensor, the zero-position sensor signals a level change (between high and low).

The zero-position sensor is crucial for the operation of the positioner modules

1. When the vehicle is parked, the headlights drive to parked position (for terminal 15 OFF).
2. Before the vehicle is driven, the headlights always perform a calibration sequence. During the calibration sequence, the headlights are moved from the parked position past the zero-position sensor and into the straight-ahead position.
3. If the zero-position sensor fails, the position of the headlights is determined via a mechanical reference point as follows: The positioner module moves as far as the permitted mechanical end stop and then into the straight-ahead position. The adaptive headlights function is then deactivated. The indicator lamp on the light switch (light switch cluster on the E46) flashes.

The zero-position sensor is installed on the positioner module of the AHL headlight.

The zero-position sensor works as follows

1. Power supply from the SMC (stepper motor controller): 5 volts (+/- 10 %).
2. Overvoltage protection: The overvoltage protection of the zero-position sensor is located in the SMC.
3. Adaptation to the positioner module: The zero-position sensor is reset manually to adapt to the positioner module (end-of-production-line test by the manufacturer).
4. Replacement value for the zero-position sensor: if the zero-position sensor fails, the headlights are aligned with a mechanical reference point (with a tolerance of up to +/- 1°).

Level Curve Of The Zero-Position Sensor: Level Change Between High And Low

The level curve of the output signal corresponds to the degree of overlap of the Hall sensor and the sensor plate. The output signal is either a high level signal or a low level signal. The level curve is illustrated in the following graphic

Scheme 48

EGS Control Unit Or Reversing Light Switch

When reverse gear is engaged, the headlights are moved to the straight-ahead position.

1. On vehicles with automatic transmission, the EGS control unit provides the "Reverse gear engaged" signal. (EGS: electronic transmission control).
2. On vehicles with manual transmission, the signal is supplied by the reversing light switch.

Rain-Light Sensor For Automatic Driving Lights Control

The rain-light sensor measures the ambient light conditions outside the vehicle.

1. In twilight conditions, the rain-light sensor transmits the message "Twilight" so that the automatic headlight-range adjustment can activate dipped headlights. The headlights are tilted up and down as required, but they are not yet moved towards the bend in the road.
2. In darkness, the rain-light sensor sends the message "Darkness". The adaptive headlights are then activated when the vehicle is cornering. The headlights are moved to the left or right

Note. This enclosure describes the rain-light sensor on the E60, E61, E63, E64. The contents apply accordingly for the rain-light sensor on the E65, E66 and E90. Differences are described in the relevant section.

The rain-light sensor detects water on the windscreen and the ambient brightness. The signals of the rain-light sensor control the wiper function, the automatic driving lights control and the adaptive headlights control unit. Rain-light sensor is mounted in base of interior rearview mirror.

The rain-light sensor is located on the windscreen in the base of the interior rear-view mirror.

The rain-light sensor is an optical system consisting of the rain sensor, the driving lights sensor and an electronic evaluation unit.

The rain sensor comprises

1. Optical element: The optical element is affixed to the windscreen.
2. Electronic component: Besides the electronic evaluation unit, 4 optical transmitter and 4 receiver diodes are integrated in the electronic component.
3. Heating: An integrated heating system prevents the optical element and the diodes from misting over.

The driving light sensor consists of 2 photodiodes and an electronic evaluation unit.

How the rain sensor and the driving light sensor work are described separately below

Rain Sensor

The rain sensor is activated as follows on the E60, E61, E63, E64

1. Terminal R ON (remote control engaged in insert compartment)
2. Wiper lever set to intermittent
3. Briefly rotate the thumbwheel (on the wiper lever) or clean the windscreen. To clean the windscreen: Pull the wiper lever.

When the rain sensor is activated, the green LED on the wiper lever lights up.

The rain sensor works as follows on the E60, E61, E63, E64

1. As soon as the rain sensor is activated, a wipe cycle is executed as an optical status check.
2. The transmitter diodes emit an infrared light. The infrared light is carried to the windscreen by the optical element.
3. When the windscreen is completely dry and clean, the infrared light will be completely reflected to the receiver diodes.
4. If the part of the windscreen near the optical element is wet or covered (water, snow, dirt), the infrared beam can no longer be fully reflected. Only a certain fraction of the beam will be able to penetrate the windscreen. Only a portion of the light then reaches the receiver diodes.
5. The electronic evaluation unit then detects the degree of moisture on the windscreen based on the fraction of beam received. The electronic evaluation unit transmits a signal through the K-CAN data bus to the body general module. The body general module actuates a wipe cycle.
6. An optical signal is transmitted by the wiper lever to the steering column switch cluster (SZL).
7. From the SZL, the signal is sent through the K-CAN to the junction-box electronics in the junction box.
8. From the junction box, there is a direct wire to the wiper motor.

The junction box is connected to the roof function centre (FZD) by the K-CAN. The rain-light sensor sends its signals to the FZD. The FZD transmits these signals through the K-CAN to the junction box. More information on these subjects will be given in later SI Technology bulletins (SBT)

Note. Detailed information on the FZD, FRM, junction box and SZL is already available. SI Technology (SBT) 61 02 04 (091) "Roof function centre" SI Technology (SBT) 61 02 04 (094) "Footwell module" SI Technology (SBT) 61 02 04 (095) "Junction box" SI Technology (SBT) 61 07 04 (103) "Steering column switch cluster"

The sensitivity of the rain sensor can be adjusted to one of 4 sensitivity settings using the thumbwheel on the wiper lever.

To increase the sensitivity of the rain sensor: Turn the thumbwheel up.

When the thumbwheel is turned up, one wipe cycle will be executed. When the vehicle is stationary, the sensitivity is automatically reduced: The wiper usually works in intermittent mode. Only in very heavy rain will intermittent wipe go into continuous wipe.

If the rain sensor should fail, the windscreen wiper will continue with a fixed wipe interval.

For reasons of safety, the rain sensor is deactivated if terminal R is switched off.

1. No smears on the windscreen
2. Wiper blades not damaged
3. Windscreen free of faults in area of rain sensor
4. Optical element is affixed to the windscreen free of bubbles.

Driving Light Sensor

The driving light sensor works as follows

1. The two photodiodes record ambient light as follows: Front light: Light at front of vehicle Surrounding brightness: Light from above The photodiodes work when terminal R is ON, regardless of whether or not the automatic driving lights control is switched on.
2. If the ambient light changes, the driving-light sensor will send a signal to the light module (footwell module on the E90). The signal is transmitted through the K-CAN.
3. The light module (footwell module on the E90) will switch the driving lights on or off. To do this, the automatic driving lights control must be activated (light switch in switch position "A").
4. The adaptive headlights are also activated when the rain-light sensor detects darkness. The headlights are turned in bends. The threshold values from which the rain-light sensor detects "darkness" are stored in the rain-light sensor. The sensitivity of the driving light sensor can be set to one of 2 settings with the Car & Key Memory. On the E90, the sensitivity of the driving-light sensor can be changed by the customer in his/her personal profile.

Steering Angle Sensor And DSC Sensor

The steering angle sensor and DSC sensor (DSC = Dynamic Stability Control) supply signals for the adaptive headlights to the adaptive headlights control unit. These signals are evaluated as follows, depending on the vehicle's speed

1. Vehicle speeds up to 30 km/h: The adaptive headlights function is controlled using the information from the steering angle sensor (in the steering column switch cluster).
2. Vehicle speeds between 30 km/h and 50 km/h: In the 30 to 50 km/h speed range, there is a continuous transition in signal evaluation: from the evaluation of signals sent by the steering angle sensor to evaluation of the signals sent by the yaw rate sensor (in the DSC sensor).
3. In extremely dynamic driving situations , e.g. if the vehicle starts to skid or fishtail, even at speeds less than 50 km/h, the signals from the yaw-rate-sensor are considered. If the vehicle starts to skid or fishtail, the headlights will move to the straight-ahead position. The headlights are not moved until the vehicle has stabilised.
4. Vehicle speeds over 50 km/h

At speeds upwards of 50 km/h, the signals from the yaw rate sensor (in the DSC sensor) form the primary basis for control of the adaptive headlights function.

Reason: For a constant cornering radius, the steering angle required increases disproportionately with speed. In addition, the steering angle required also depends on the coefficient of friction of the road surface.

Yaw rate is directly proportional to speed. For this reason, the yaw rate is always the most suitable measure for controlling the adaptive headlights at high speeds.

Even at high speeds, however, the steering angle sensor signal is used to detect (predict) the driver's commands in advance. This prediction is important: The yaw rate signal is not supplied until the vehicle has responded to the steering wheel movement.

The steering-angle sensor signal is disabled so that rapid, momentary steering adjustments do not affect the adaptive headlights function.

AHL: Adaptive Headlights

Note. A number of control units are involved in the adaptive headlights system (see above: CAS, EGS, SZL). Depending on the series and model concerned, the adaptive headlights are actuated by the following control units

> E60, E61, E63, E64, E65, E66 up to 03/2005

The AHL control unit actuates the adaptive headlights.

For safety reasons, the AHL control unit is also responsible for the automatic headlight-range adjustment. This is because: Oncoming traffic must not be dazzled by the adaptive headlights. If a headlight sticks in an unfavourable position, the AHL control unit will attempt to move this headlight down (using the stepper motors in the automatic headlight-range adjustment).

The AHL control unit is connected to the PT-CAN.

Note. There is a separate SI Technology bulletin (SBT) for the footwell module. On the E90, the adaptive headlights are controlled by the footwell module (FRM). For further information, please refer to SI Technology (SBT) 61 02 04 (091) "Footwell module".

The AHL control unit is the identical component on all vehicle models with option 524: The AHL control unit is encoded for the model concerned at end of the assembly line.

The AHL control unit is the master control unit for moving the headlights (for automatic headlight-range adjustment and adaptive headlights). The AHL control unit sends the position and the speed of movement to the stepper motor controllers (in the headlight housing). The stepper motor controllers then control the stepper motors for the headlights accordingly.

The AHL control unit is installed in the carrier behind the glove compartment.

The illustration shows the AHL control unit with the conventional components for the adaptive headlights system.

Adaptive Headlights Block Diagram

The block diagram shows the following relationships for the E60, E61, E64

1. Headlight components that are actuated by the light module and by the AHL control unit
2. Components supplying the necessary signals
3. Data buses and direct wire connections

Scheme 49

Pin Assignment

PIN ASSIGNMENT FOR AHL CONNECTOR X150513, 18-PIN

E60, E61, E63, E64 Up To 03/2005

The light module (LM) controls and monitors all vehicle lights. Information is transmitted and received via the K-CAN data bus.

The light module actuates the indicator light for the adaptive headlights (on the light switch).

The light module is installed in the dashboard, directly behind the light switch.

Light Module And Lighting

Scheme 50

Scheme 51

Pin Assignment

Scheme 52

Scheme 53

Scheme 54

The range of functions of the light module includes the following tasks

1. Actuation of headlights and exterior lighting on vehicle
2. Cold monitoring and hot monitoring
3. Actuation and monitoring of the turn signals and hazard warning lights function
4. Dimmer for the instrument and locating lighting (terminal 58g) and the function and locating lighting for the hazard-warning lights switch
5. Evaluation of messages from the rain-light sensor for the automatic driving lights control and for the adaptive headlights
6. Communication with the trailer module, if fitted
7. Actuation of the green indicator lamp for the adaptive headlights (on light switch)
8. Data exchange via K-CAN (see below)
9. With option 522 "Bi-xenon dipped/main-beam headlights", the light module evaluates faults in the bi-xenon headlights.
10. Emergency-running characteristic (see below)

Actuation Of Headlights And Exterior Lighting On Vehicle All lighting loads are actuated by the light module

1. Output limitation: If the on-board supply voltage exceeds an encoded value, the lights are dimmed to increase the service life of the bulbs. Each bulb (rear light, brake light etc.) has its own encoded value. The values are encoded during production at the end of the assembly line.
2. Reduced ON current: The light module switches on the individual lights one at a time to prevent the vehicle electrical system from being overloaded unnecessarily by voltage peaks and high currents produced when the lights are switched on.
3. Prevents light intensity fluctuations: Systems with a high current draw and short load peaks can cause voltage dips in the vehicle electrical system. These voltage dips can cause fluctuations in the intensity of the vehicle lighting. Corresponding parameters are stored in the light module to prevent visible light intensity fluctuations.

Cold Monitoring And Hot Monitoring The lighting loads are individually diagnosed via the light module as follows.

1. Cold monitoring: For cold monitoring, the lights are switched on briefly without the bulbs glowing (thermal inertia of bulb elements). Exception: LEDs and bulbs for the bi-xenon headlights are not cold monitored. This is because: LEDs respond too quickly. The bulbs for the bi-xenon headlights must not be actuated with voltage pulses on principle. Cold monitoring starts when terminal 15 is switched ON. This pre-drive-check indicates the condition of the lights before the start of a journey (car symbol in Check-Control display). Cold monitoring detects either "light available" or "open circuit". The cold current is a multiple of the rated current.
2. Hot monitoring: The rated current of bulb when it is switched on is monitored via the status output of the lamp driver. A defective bulb can be detected within 2 seconds. Frequency counters count how often a defect occurs. The defect will be reported when a certain frequency is exceeded. When the ignition is switched off, all frequency counters are reset to zero to prevent a bulb that has already been replaced from being indicated as still defective.

Data Exchange Via The K-CAN The light module receives the following messages via the K-CAN

1. Terminal R On: Signals From Car Access System (CAS Or Ignition-Starter Switch)
2. 2-Stage Brake Light
3. Side Lights
4. Dipped Headlights
5. Front Foglights
6. Rear Foglight
7. Ride-Height Sensors

If option 524 "Adaptive headlights" is fitted, the signals from the ride-height sensors are fed directly to the control unit for adaptive headlights.

Emergency-Running Characteristics The light module has the following emergency-running characteristics

1. Power Supply Failure: The light module has two terminal 30 power supplies. If a terminal 30 fails, the following lights will be actuated: Front lighting: Dipped headlights and side lights (one side of vehicle each) Rear lighting: The side lights and outer brake lights are actuated on one side (parking lights). The inner rear lights are actuated on the other side of the vehicle. The vehicle thus remains lit on both sides. It is thus impossible to confuse the vehicle with a single-track vehicle (motorbike). - Brake lights: The brake lights are actuated with normal brightness on one side of the vehicle (encoding-relevant "European version"). This allows "single-track braking", as if, for example, a single brake light had failed.
2. Processor Failure: If the processor fails, the system will switch to emergency operating mode. Emergency operating mode is a hardware feature and thus completely independent of the light module. Emergency-Running Characteristics If The Processor Fails: Vehicle lighting: The following are switched on when terminal 15 is switched ON: At the front the dipped headlights, and at the rear the position lights and the left and right outer brake lights (side lights). The position lights and the left and right outer brake lights are not dimmed to 10% brightness, as is usually the case, but rather operated at full power. Vehicle lighting is thus assured, regardless of the position of the light switch. Brake lights: When terminal 15 is switched ON, the left and right brake lights are switched on when the brake pedal is pressed (via a direct wire from the brake-light switch to the lamp drivers). Malfunctions In The Event Of Processor Failure: No Turn Signal, No Hazard Warning Lights No Main Beam, No Headlight Flasher No Front Foglights, No Rear Foglights No Additional Centre Brake Light No Communication Via The K-CAN No Communication With The Trailer Module

E60, E61, E63, E64 from 03/2005

From March 2005, the AHL control unit is integrated in the light module.

The light module is installed in the dashboard, directly behind the light switch.

Block Diagram Of Light Module With Adaptive Headlights The block diagram shows the following relationships for the E60, E61, E63,E64, from March 2005

1. Components in headlight that are actuated by the light module with adaptive headlights
2. Components supplying the necessary signals
3. Data buses and direct wire connections

Scheme 55

Overview Of Light Module And Lighting

Scheme 56

Scheme 57

Pin Assignment

Scheme 58

Scheme 59

Scheme 60

Besides actuating the adaptive headlights, the LM also has the following functions

1. Actuation of headlights and exterior lighting on vehicle
2. Cold monitoring and hot monitoring
3. Actuation and monitoring of the turn signals and hazard warning lights function
4. Dimmer for the instrument and locating lighting (terminal 58g) and the function and locating lighting for the hazard-warning lights switch
5. Evaluation of messages from the rain-light sensor for the automatic driving lights control and for the adaptive headlights
6. Communication with the trailer module, if fitted
7. Actuation of the green indicator lamp for the adaptive headlights (on light switch)
8. Data exchange via K-CAN (see below)
9. With option 522 "Bi-xenon dipped/main-beam headlights", the light module evaluates faults in the bi-xenon headlights.
10. Emergency-running characteristic (see below)

Actuation Of Headlights And Exterior Lighting On Vehicle All lighting loads are actuated by the light module

1. Output limitation: If the on-board supply voltage exceeds an encoded value, the lights are dimmed to increase the service life of the bulbs. Each bulb (rear light, brake light etc.) has its own encoded value. The values are encoded during production at the end of the assembly line.
2. Reduced ON current: The light module switches on the individual lights one at a time to prevent the vehicle electrical system from being overloaded unnecessarily by voltage peaks and high currents produced when the lights are switched on.
3. Prevents light intensity fluctuations: Systems with a high current draw and short load peaks can cause voltage dips in the vehicle electrical system. These voltage dips can cause fluctuations in the intensity of the vehicle lighting. Corresponding parameters are stored in the light module to prevent visible light intensity fluctuations.

Cold Monitoring And Hot Monitoring The lighting loads are individually diagnosed via the light module as follows.

1. Cold monitoring: For cold monitoring, the lights are switched on briefly without the bulbs glowing (thermal inertia of bulb elements). Exception: LEDs and bulbs for the bi-xenon headlights are not cold monitored. This is because: LEDs respond too quickly. The bulbs for the bi-xenon headlights must not be actuated with voltage pulses on principle. Cold monitoring starts when terminal 15 is switched ON. This pre-drive-check indicates the condition of the lights before the start of a journey (car symbol in Check-Control display). Cold monitoring detects either "light available" or "open circuit". The cold current is a multiple of the rated current.
2. Hot monitoring: The rated current of bulb when it is switched on is monitored via the status output of the lamp driver. A defective bulb can be detected within 2 seconds. Frequency counters count how often a defect occurs. The defect will be reported when a certain frequency is exceeded. When the ignition is switched off, all frequency counters are reset to zero to prevent a bulb that has already been replaced from being indicated as still defective.

Data Exchange Via The K-CAN The light module receives the following messages via the K-CAN

1. Terminal R On: Signals From Car Access System (CAS) Or Ignition-Starter Switch
2. 2-Stage Brake Light
3. Side Lights
4. Dipped Headlights
5. Front Foglights
6. Rear Foglight
7. Ride-Height Sensors

If option 524 "Adaptive headlights" is fitted, the signals from the ride-height sensors are fed directly to the control unit for adaptive headlights.

Emergency-Running Characteristics The light module has the following emergency-running characteristics

1. Power Supply Failure: The light module has two terminal 30 power supplies. If a terminal 30 fails, the following lights will be actuated: Front lighting: Dipped headlights and side lights (one side of vehicle each) Rear lighting: The side lights and outer brake lights are actuated on one side (parking lights). The inner rear lights are actuated on the other side of the vehicle. The vehicle thus remains lit on both sides. It is thus impossible to confuse the vehicle with a single-track vehicle (motorbike). - Brake lights: The brake lights are actuated with normal brightness on one side of the vehicle (encoding-relevant "European version"). This allows "single-track braking", as if, for example, a single brake light had failed.
2. Processor Failure: If the processor fails, the system will switch to emergency operating mode. Emergency operating mode is a hardware feature and thus completely independent of the light module. Emergency-Running Characteristics If The Processor Fails: Vehicle lighting: The following are switched on when terminal 15 is switched ON: At the front the dipped headlights, and at the rear the position lights and the left and right outer brake lights (side lights). The position lights and the left and right outer brake lights are not dimmed to 10% brightness, as is usually the case, but rather operated at full power. Vehicle lighting is thus assured, regardless of the position of the light switch. Brake lights: When terminal 15 is switched ON, the left and right brake lights are switched on when the brake pedal is pressed (via a direct wire from the brake-light switch to the lamp drivers). Malfunctions In The Event Of Processor Failure: No Turn Signal, No Hazard Warning Lights No Main Beam, No Headlight Flasher No Front Foglights, No Rear Foglights No Additional Centre Brake Light No Communication Via The K-CAN No Communication With The Trailer Module

E65, E66 Up To 03/2005

On the E65 and E66, the light module is also the original master control unit for the AHL control unit.

The light module is installed in the dashboard, directly behind the light switch.

Scheme 61

Scheme 62

1. Actuation of headlights and exterior lighting on vehicle
2. Cold monitoring and hot monitoring
3. Actuation and monitoring of the turn signals and hazard warning lights function
4. Dimmer for the instrument and locating lighting (terminal 58g) and the function and locating lighting for the hazard-warning lights switch
5. Evaluation of messages from the rain-light sensor for the automatic driving lights control and for the adaptive headlights
6. Communication with the trailer module, if fitted
7. Actuation of the green indicator lamp for the adaptive headlights (on light switch)
8. Data exchange via the K-CAN (see below for detailed description)
9. With option 522 "Bi-xenon dipped/main-beam headlights", the light module evaluates faults in the bi-xenon headlights.
10. Emergency-running characteristics (see below for detailed description)

Actuation Of Headlights And Exterior Lighting On Vehicle All lighting loads are actuated by the light module.

1. Output limitation: If the on-board supply voltage exceeds an encoded value, the lights are dimmed to increase the service life of the bulbs. Each bulb (rear light, brake light etc.) has its own encoded value. The values are encoded during production at the end of the assembly line.
2. Reduced ON current: The light module switches on the individual lights one at a time to prevent the vehicle electrical system from being overloaded unnecessarily by voltage peaks and high currents produced when the lights are switched on.
3. Prevents light intensity fluctuations: Systems with a high current draw and short load peaks can cause voltage dips in the vehicle electrical system. These voltage dips can cause fluctuations in the intensity of the vehicle lighting. Corresponding parameters are stored in the light module to prevent visible light intensity fluctuations.

Cold Monitoring And Hot Monitoring The lighting loads are individually diagnosed via the light module as follows.

1. Cold monitoring: For cold monitoring, the lights are switched on briefly without the bulbs glowing (thermal inertia of bulb elements). Exception: LEDs and D2-S bulbs (= xenon light) are not cold monitored. This is because: LEDs respond too quickly. D2-S lamps must not be actuated with voltage pulses on principle. Cold monitoring starts when terminal 15 is switched ON. This pre-drive-check indicates the condition of the lights before the start of a journey (car symbol in Check-Control display). Cold monitoring detects either "light available" or "open circuit". The cold current is a multiple of the rated current.
2. Hot monitoring: The rated current of bulb when it is switched on is monitored via the status output of the lamp driver. A defective bulb can be detected within 2 seconds. Frequency counters count how often a recognised defect occurs. The fault is reported once a certain number has been reached. When the ignition is switched off, all frequency counters are reset to zero to prevent a bulb that has already been replaced from being indicated as still defective.

Data Exchange Via The K-CAN The light module receives the following messages via the K-CAN

1. Terminal R ON: Signals from Car Access System (CAS or ignition-starter switch)
2. 2-stage brake light
3. Side lights
4. Dipped headlights
5. Front foglights
6. Rear foglight
7. Ride-height sensors

If option 524 "Adaptive headlights" is fitted, the signals from the ride-height sensors are fed directly to the control unit for adaptive headlights.

Emergency-Running Characteristics The light module has the following emergency-running characteristics

1. Power Supply Failure: The light module has two terminal 30 power supplies. If a terminal 30 fails, the following lights will be actuated: Front lighting: Dipped headlights and parking lights (one side each) Rear lighting: The position lights and outer brake lights are actuated on one side (parking lights). On the other side, the inner rear lights are actuated. The vehicle thus remains lit on both sides. It is thus impossible to confuse the vehicle with a single-track vehicle (motorbike). Brake lights: The brake lights on one side are actuated with normal output (encoding variant for European models). This allows "single-track braking", as if, for example, a single brake light had failed.
2. Processor Failure: If the processor fails, the system will switch to emergency operating mode. Emergency operating mode is a hardware feature and thus completely independent of the light module. Emergency-Running Characteristics If The Processor Fails: Vehicle lighting: The following are switched on when terminal 15 is switched ON: At the front the dipped headlights, and at the rear the position lights and the left and right outer brake lights (side lights). The position lights and the left and right outer brake lights are not dimmed to 10% brightness, as is usually the case, but rather operated at full power. Vehicle lighting is thus assured, regardless of the position of the light switch. Brake lights: When terminal 15 is switched ON, the left and right brake lights are switched on when the brake pedal is pressed (via a direct wire from the brake-light switch to the lamp drivers). Malfunctions In The Event Of Processor Failure: No turn signal, no hazard warning lights No main beam, no headlight flasher No front or rear foglights No additional centre brake light No communication via the K-CAN No communication with the trailer module

E65, E66 (From 03/2005)

From 03/2005, the AHL control unit is also integrated into the light module on the E65 and E66.

The light module is installed in the dashboard, directly behind the light switch.

Scheme 63

Scheme 64

The block diagram shows the following relationships for the E65, E66 from 03/2005

1. Components in headlight that are actuated by the light module with adaptive headlights
2. Components supplying the input signals necessary for this
3. Data buses and direct wire connections

Scheme 65

1. Actuation of headlights and exterior lighting on vehicle
2. Cold monitoring and hot monitoring
3. Actuation and monitoring of the turn signals and hazard warning lights function
4. Dimmer for the instrument and locating lighting (terminal 58g) and the function and locating lighting for the hazard-warning lights switch
5. Evaluation of messages from the rain-light sensor for the automatic driving lights control and for the adaptive headlights
6. Communication with the trailer module, if fitted
7. Actuation of the green indicator lamp for the adaptive headlights (on light switch)
8. Data exchange via the K-CAN (see below for detailed description)
9. With option 522 "Bi-xenon dipped/main-beam headlights", the light module evaluates faults in the bi-xenon headlights.
10. Emergency-running characteristics (see below for detailed description)

Actuation Of Headlights And Exterior Lighting On Vehicle All lighting loads are actuated by the light module.

1. Output limitation: If the on-board supply voltage exceeds an encoded value, the lights are dimmed to increase the service life of the bulbs. Each bulb (rear light, brake light etc.) has its own encoded value. The values are encoded during production at the end of the assembly line.
2. Reduced ON current: The light module switches on the individual lights one at a time to prevent the vehicle electrical system from being overloaded unnecessarily by voltage peaks and high currents produced when the lights are switched on.
3. Prevents light intensity fluctuations: Systems with a high current draw and short load peaks can cause voltage dips in the vehicle electrical system. These voltage dips can cause fluctuations in the intensity of the vehicle lighting. Corresponding parameters are stored in the light module to prevent visible light intensity fluctuations.

Cold Monitoring And Hot Monitoring The lighting loads are individually diagnosed via the light module as follows.

1. Cold monitoring: For cold monitoring, the lights are switched on briefly without the bulbs glowing (thermal inertia of bulb elements). Exception: LEDs and D2-S bulbs (= xenon light) are not cold monitored. This is because: LEDs respond too quickly. D2-S lamps must not be actuated with voltage pulses on principle. Cold monitoring starts when terminal 15 is switched ON. This pre-drive-check indicates the condition of the lights before the start of a journey (car symbol in Check-Control display). Cold monitoring detects either "light available" or "open circuit". The cold current is a multiple of the rated current.
2. Hot monitoring: The rated current of bulb when it is switched on is monitored via the status output of the lamp driver. A defective bulb can be detected within 2 seconds. Frequency counters count how often a recognised defect occurs. The fault is reported once a certain number has been reached. When the ignition is switched off, all frequency counters are reset to zero to prevent a bulb that has already been replaced from being indicated as still defective.

Data Exchange Via The K-CAN The light module receives the following messages via the K-CAN

1. Terminal R ON: Signals from Car Access System (CAS or ignition-starter switch)
2. 2-stage brake light
3. Side lights
4. Dipped headlights
5. Front foglights
6. Rear foglight
7. Ride-height sensors

If option 524 "Adaptive headlights" is fitted, the signals from the ride-height sensors are fed directly to the control unit for adaptive headlights.

Emergency-Running Characteristics The light module has the following emergency-running characteristics

1. Power Supply Failure: The light module has two terminal 30 power supplies. If a terminal 30 fails, the following lights will be actuated: Front lighting: Dipped headlights and parking lights (one side each) Rear lighting: The position lights and outer brake lights are actuated on one side (parking lights). On the other side, the inner rear lights are actuated. The vehicle thus remains lit on both sides. It is thus impossible to confuse the vehicle with a single-track vehicle (motorbike). Brake lights: The brake lights on one side are actuated with normal output (encoding variant for European models). This allows "single-track braking", as if, for example, a single brake light had failed.
2. Processor Failure: If the processor fails, the system will switch to emergency operating mode. Emergency operating mode is a hardware feature and thus completely independent of the light module. Emergency-Running Characteristics If The Processor Fails: Vehicle lighting: The following are switched on when terminal 15 is switched ON: At the front the dipped headlights, and at the rear the position lights and the left and right outer brake lights (side lights). The position lights and the left and right outer brake lights are not dimmed to 10% brightness, as is usually the case, but rather operated at full power. Vehicle lighting is thus assured, regardless of the position of the light switch. Brake lights: When terminal 15 is switched ON, the left and right brake lights are switched on when the brake pedal is pressed (via a direct wire from the brake-light switch to the lamp drivers). Malfunctions In The Event Of Processor Failure: No turn signal, no hazard warning lights No main beam, no headlight flasher No front or rear foglights No additional centre brake light No communication via the K-CAN No communication with the trailer module

FRM: Footwell Module

E90

On the E90, the footwell module controls the exterior lighting and the adaptive headlights.

The footwell module thus takes the place of the light module and the AHL control unit on the E90.

The footwell module is connected to the PT-CAN and K-CAN.

The PT-CAN sends the footwell module various signals, e.g. from the yaw-rate sensor (in the DSC sensor).

On the E90, the adaptive headlights are integrated into the footwell module.

The footwell module has its own system description.

For more information, please refer to SI Technology (SBT) 61 04 04 094 "Footwell Module".

The footwell module is located on the outer side, under the instrument panel on the driver's side.

1. Adaptive headlights block diagram The block diagram shows the footwell module with the other components for the adaptive headlights system: The block diagram shows the following relationships for the E90: Components in headlight that are actuated by the footwell module with adaptive headlights Components supplying the necessary signals Data buses and direct wire connections
2. Overview of footwell module and lighting
3. Pin assignments

Scheme 66

Scheme 67

Scheme 68

Scheme 69

Scheme 70

Scheme 71

Scheme 72

Scheme 73

Scheme 74

Scheme 75

Scheme 76

Besides actuating the adaptive headlights, the footwell module also has the following functions for the exterior lighting

1. Actuation of headlights and exterior lighting on vehicle
2. Cold monitoring and hot monitoring
3. Actuation and monitoring of the turn signals and hazard warning lights function
4. Dimmer for the instrument and locating lighting (terminal 58g) and the function and locating lighting for the hazard-warning lights switch
5. Evaluation of messages from the rain-light sensor for the automatic driving lights control and for the adaptive headlights
6. Communication with the trailer module, if fitted
7. Actuation of the green indicator lamp for the adaptive headlights (on light switch)
8. Data exchange via K-CAN (see below)
9. With option 522 "Bi-xenon dipped/main-beam headlights", the footwell module monitors the bi-xenon headlights.
10. Emergency-running characteristic (see below)

Actuation Of Headlights And Exterior Lighting On Vehicle

All lighting loads are actuated by the footwell module.

1. Output limitation: If the on-board supply voltage exceeds an encoded value, the lights are dimmed to increase the service life of the bulbs. Each bulb (rear light, brake light etc.) has its own encoded value. The values are encoded during production at the end of the assembly line.
2. Reduced ON current: The footwell module switches on the individual lights one at a time to prevent the vehicle electrical system from being overloaded unnecessarily by voltage peaks and high currents produced when the lights are switched on.
3. Prevents light intensity fluctuations: Systems with a high current draw and short load peaks can cause voltage dips in the vehicle electrical system. These voltage dips can cause fluctuations in the intensity of the vehicle lighting. Corresponding parameters are stored in the footwell module to prevent visible light intensity fluctuations.

Cold Monitoring And Hot Monitoring

The lighting loads are individually diagnosed via the footwell module as follows.

1. Cold monitoring: For cold monitoring, the lights are switched on briefly without the bulbs glowing (thermal inertia of bulb elements). Exception: LEDs and bulbs for the bi-xenon headlights are not cold monitored. This is because: LEDs respond too quickly. The bulbs for the bi-xenon headlights must not be actuated with voltage pulses on principle. Cold monitoring starts when terminal 15 is switched ON. This pre-drive-check indicates the condition of the lights before the start of a journey (car symbol in Check-Control display). Cold monitoring detects either "light available" or "open circuit". The cold current is a multiple of the rated current.
2. Hot monitoring: The rated current of bulb when it is switched on is monitored via the status output of the lamp driver. A defective bulb can be detected within 2 seconds. Frequency counters count how often a recognised defect occurs. The fault is reported once a certain number has been reached. When the ignition is switched off, all frequency counters are reset to zero to prevent a bulb that has already been replaced from being indicated as still defective.

Data Exchange Via The K-CAN

The footwell module receives the following messages via the K-CAN

1. Terminal R ON: Signals from Car Access System (CAS or ignition-starter switch)
2. 2-stage brake light
3. Side lights
4. Dipped headlights
5. Front foglights
6. Rear foglight
7. Ride-height sensors

If option 524 "Adaptive headlights" is fitted, the signals from the ride-height sensors are fed directly to the control unit for adaptive headlights.

Emergency-Running Characteristics

The footwell module has the following emergency-running characteristics

1. Power Supply Failure: The footwell module has two terminal 30 power supplies. If a terminal 30 fails, the following lights will be actuated: Front lighting: Dipped headlights and parking lights (one side of vehicle each) Rear lighting: The side lights and outer brake lights are actuated on one side (parking lights). The inner rear lights are actuated on the other side of the vehicle. The vehicle thus remains lit on both sides. It is thus impossible to confuse the vehicle with a single-track vehicle (motorbike). Brake lights: The brake lights are actuated with normal brightness on one side of the vehicle (encoding-relevant "European version"). This allows "single-track braking", as if, for example, a single brake light had failed.
2. Processor Failure: If the processor fails, the system will switch to emergency operating mode. Emergency operating mode is a hardware feature and thus completely independent of the footwell module. Emergency-Running Characteristics If The Processor Fails: Vehicle lighting: The following are switched on when terminal 15 is switched ON: At the front the dipped headlights, and at the rear the position lights and the left and right outer brake lights (side lights). The position lights and the left and right outer brake lights are not dimmed to 10% brightness, as is usually the case, but rather operated at full power. Vehicle lighting is thus assured, regardless of the position of the light switch. Brake lights: When terminal 15 is ON, the brake lights (left and right) are switched on when the brake pedal is depressed. A direct wire connects the brake light switch to the footwell module. Malfunctions In The Event Of Processor Failure: No turn signal, no hazard warning lights No main beam, no headlight flasher No front foglights, no rear foglights No additional centre brake light No communication via the K-CAN No communication with the trailer module

SMC: Stepper Motor Controllers

Note. The following additional control units are involved in the adaptive headlights

The stepper motor controllers control the stepper motors in the headlights (for the automatic headlight-range adjustment and for the adaptive headlights). The stepper motor controllers are not capable of self-diagnosis. The stepper motor controllers are diagnosed and encoded via the control unit for adaptive headlights.

Note. This enclosure describes the stepper motor controllers on the E60, E61, E63, E64. The contents apply accordingly for the stepper motor controllers on the E65, E66 and E90. Differences are described in the relevant section.

The stepper motor controllers (SMC) control the movement of the positioner modules in the bi-xenon headlights as follows

1. Up and down for automatic headlight-range adjustment (stepper motor for automatic headlight-range adjustment)
2. Right and left for adaptive headlights (stepper motor for adaptive headlights)

The stepper motor controllers are affixed to the headlight housing.

The left-hand stepper motor controller is identical to the right-hand stepper motor controller.

To differentiate between the two headlights (left and right), pin 12 of the stepper motor controller for the left-hand headlight must be connected to earth. The SMC must be encoded accordingly (either by the headlight manufacturer at the end of the production line or in the workshop after replacement).

The following block diagrams show the stepper motor controller with its connections.

1. E60, E61, E63, E64, E65, E66 up to 03/2005
2. E60, E61, E63, E64, E65, E66 from 03/2005
3. E90

Pin assignment of the stepper motor controllers as per block diagrams.

Scheme 77

Scheme 78

Scheme 79

The pin assignment is the same on the E60, E61, E63, E64, E65, E66 and on the E90.

PIN ASSIGNMENT FOR STEPPER MOTOR CONTROLLER

The stepper motor controllers are only able to work properly under the following conditions

1. Pin assignment correct: To differentiate between the installation locations, pin 12 of the stepper motor controller (SMC) for the left-hand headlight must be connected to earth (plausibility check when calibrating).
2. Correct encoding: The headlight-specific data for the adaptive headlights must be encoded in the stepper motor controllers (via control unit for adaptive headlights with CIP: encoding, individualisation, programming).

The stepper motor controller calculates the movement of the headlights for the adaptive headlights based on defined positions as follows

1. Nominal value: The control unit for adaptive headlights transmits a nominal value for the position of the headlight to the stepper motor controller.
2. Actual value: The stepper motor controller recognises the current position of "its" headlight.
3. The stepper motor controller calculates the distance that the headlight must be moved (in steps). The stepper motor controller allows the stepper motor to turn as many steps as required until the headlights are in the correct position.

The position sensor recognises each position of the positioner module.

Straight-Ahead Position

The headlights are aligned to the vehicle longitudinal axis and shine straight ahead.

This position is assigned to the 0° angle.

Straight-ahead position is recognised in 2 ways

1. The position sensor records the straight-ahead position. The position sensor recognises each position of the positioner module. The straight-ahead position is recognised with a high degree of precision at 50:50 %. On each movement, the respective position of the positioner module is recognised and corrected as necessary.
2. In addition, the straight-ahead position is defined as an angle to a mechanical reference point. If the position sensor fails, the headlight is moved to the straight-ahead position from the mechanical stop (using encoded replacement values).

When terminal 15 is switched ON, the headlights always move to the straight-ahead position during the calibration sequence.

Parked Position

The parked position is also defined as an angle to the straight-ahead position.

The parked position is important for the headlights' next calibration sequence

From the parked position, the headlights are run through a calibration sequence.

Here, the control unit fur adaptive headlights "learns" the straight-ahead position of the headlights.

The calibration sequence is executed in the pre-drive check when terminal 15 is switched ON.

Ranges Of Movement

The positioner motors are controlled in a forwards and reverse direction from the straight-ahead position as follows

For example, the right-hand headlight has the following range of movement (on a LHD vehicle)

1. To the right as far as the encoded end stop of the range of movement: Deflection angle 15° (based on straight-ahead position)
2. To the left as far as the encoded end stop of the range of movement: 8° (based on straight-ahead position)

The stepper motor controller (SMC) sends the encoded end stop of the range of movement to the control unit for adaptive headlights.

The control unit for adaptive headlights only outputs values that correspond to the encoded end stop of the range of movement.

SGM: Safety And Gateway Module

> E60, E61, E63, E64, E65, E66

The safety and gateway module (SGM) is the interface between the two data buses K-CAN and PT-CAN. Thus, all information exchanged between the light module and the AHL control unit passes through the SGM. Information from the yaw rate sensor (in the DSC sensor) is also fed through the SGM to the AHL control unit.

JBE: Junction Box Electronics In The Junction Box

> E90

The junction box contains the power supply for the footwell module.

For more information, please refer to SI Technology (SBT) 61 05 04 095 "Junction Box".

Xenon-Headlight Control Unit

The xenon-headlight control unit actuates the bulb in the bi-xenon headlights.

The xenon-headlight control unit is not capable of self-diagnosis. The xenon-headlight control unit is monitored by the light module (E90: footwell module).

E60, E61, E63, E64, E65, E66, E90 - Bi-Xenon Headlights

The bi-xenon headlights are a further development of the xenon headlights. With bi-xenon headlights, the xenon light can be directed up for the main-beam headlights.

The bi-xenon headlights include the following components

1. The xenon-headlight control unit with
2. Ignition device and bulb for bi-xenon headlights
3. Mechanical screen in front of the bulb for redirecting the dipped headlights when main beam is switched on (with lifting solenoid).
4. Return spring for mechanical screen

The illustration shows the bi-xenon headlights on the E60 as an example

Scheme 80

The following bulb designations are available for bi-xenon headlights

1. D2-S bulb: bulb and ignitor are two components
2. D2-R bulb (for MINI and Rover L30): bulb and ignitor are two components
3. D1-S bulb: bulb and ignitor form a single component: from E87 and E90, on E60 and E65 from model upgrading 03/2005.
4. D1-R bulb: not used at present

When the dipped headlights are switched on, the mechanical screen is positioned vertically in front of the bulb (see illustration). The beam of the xenon headlight is thus dipped.

When main beam is switched on, the mechanical screen in front of the bulb is folded forward (viewed in the direction of travel). The screen is then horizontal. This redirects the beam of the xenon headlight to main-beam headlights. The rays of lights are able to shine uninterrupted to the front and to make use of the complete area of the reflector and the lens.

The mechanical screen in front of the bulb is actuated as follows: The solenoid is actuated as soon as main-beam headlights are switched on. The solenoid moves the screen to the horizontal. If the solenoid for the mechanical screen cannot be actuated, the screen will be pulled back to the vertical position by the return spring. The beam will thus be as per dipped headlights.

Stepper Motors For The Adaptive Headlights

Note. The following components are controlled

Headlight Units

In the headlight units.

Note. This enclosure describes the headlights on the E60, E61, E63, E64. The contents apply accordingly for the headlights on the E65, E66 and E90. Differences are described in the relevant section.

For the dipped headlights, both halogen bulbs and bulbs for bi-xenon headlights (with option 522 "Bi-xenon dipped/main-beam headlights") are available. Bulbs for bi-xenon headlights are either D2-S or D1-S bulbs.

1. D2-S bulbs: ignitor and bulb are two components.
2. D1-S bulb: ignitor and bulb are a single component.

Construction The basic version consists of double circular headlights with halogen bulbs.

Scheme 81

The double circular headlights with halogen bulbs are constructed as follows

1. Above the double circular headlights is a trim.
2. The light lens for the turn signal lights is extended into the side panel. The light lens for the turn signal lights is extended into the side panel.
3. Each headlight includes 2 side light bulbs whose light is emitted forwards both via the reflectors and through the lighting ring.

Note. No manual headlight-range adjustment in USA Automatic headlight-range adjustment is a legal requirement in the USA.

The following options are available

1. European version: Bi-xenon headlights with automatic headlight-range adjustment.
2. In Europe and in the USA: Bi-xenon headlights with adaptive headlights (including automatic headlight-range adjustment).

The headlights of option 522 "Bi-xenon dipped/main-beam headlights" are constructed as follows

1. Side light ring
2. Double circular headlights: Bi-xenon dipped headlights and halogen main-beam headlights
3. Above the double circular headlight is the side marker light with 5 individual LEDs and a continuous light strip. The side marker lights are a legal stipulation in the USA.

How It Works

Side Lights

1. Double circular headlights with halogen bulbs: Each of the two reflectors is illuminated with light from one of the bulbs. Light is fed through the side light rings by small reflectors (improved contrast).
2. Option 522 "Bi-xenon dipped/main-beam headlights": A central light source feeds the side light rings via 2 flexible optical conductors The side light rings are visible on the bi-xenon headlights.

Dipped Headlights

1. Double circular headlights with halogen bulbs: The free-form reflector is fed by a bright H7 bulb. The free-form reflector ensures even distribution of light onto the road even in the case of headlights with halogen bulbs. A free-form reflector consists of individual, non-symmetrical surfaces in free-form design. This means that the beam is reflected onto the road as efficiently as possible. The driver's field of vision is illuminated in the best possible way. Reflectors used to be parabolic in shape.
2. Option 522 "Bi-xenon dipped/main-beam headlights": An ellipsoid reflector, a 70mm lens and a state-of-the-art xenon bulb generate light of the customary intensity.

Main-Beam Headlights

1. Double circular headlights with halogen bulbs: the H7 bulb and the reflector in the main-beam headlight are matched to the dipped beam. This makes for efficient distribution of the entire beam onto the road and maximises the headlight range.
2. Option 522 "Bi-xenon dipped/main-beam headlights": The bulb for bi-xenon headlights is used for both dipped and main-beam headlights. For the main beam, a screen in the ellipsoid reflector in front of the bulb for bi-xenon headlights is folded back. This increases the intensity of light from the bi-xenon headlight. In addition to this main beam from the bi-xenon headlight, the H7 bulb in the main-beam headlight is also switched on.

US National Version - US models have the following features

1. Side marker lights, and
2. Main-beam headlights by redirecting the bi-xenon headlights

Side Marker Lights On US Models The additional light lens for the turn signal lights is replaced by a side marker light. The light for side-on detection is generated by 5 yellow LEDs. A further LED feeds a light strip. The light strip feeds the light into the front part of the headlight. This identifying feature provides additional safety.

Main Beam By Redirecting The Bi-Xenon Headlights In the USA, main beam is realised by redirecting the bi-xenon headlights. On US models, halogen bulbs are only used for the headlight flasher.

Positioner Modules

The stepper motors move the headlights as follows

1. Up and down for the automatic headlight-range adjustment
2. Left and right for the adaptive headlights.

The positioner modules execute the movement.

The positioner modules from option 524 "Adaptive headlights" move the dipped and main-beam headlights. On the E60, E61, E65, E66 and E53, the positioner modules are manufactured by Hella. On the E63, E64, E90 and E83, the positioner modules are manufactured by Automotive Lighting.

The positioner modules are installed in the headlights. The positioner modules do not distinguish between right and left. The positioner modules can therefore be installed in both the left and right-hand headlights.

Installation locations of components associated with the positioner modules

1. Stepper motor controller (SMC): on the outside headlight housing
2. Stepper motor for adaptive headlights: on positioner module
3. Stepper motor for headlight-range adjustment: next to the stepper motor for adaptive headlights, but on headlight housing
4. Xenon headlight control unit: on headlight housing

The positioner modules in the left and right-hand headlights are identical in design.

Scheme 82

The positioner modules move the headlights around the axis of movement as follows

1. The range of movement of the headlight on the inside of the bend is less than or equal to 15 degrees. On a right-hand bend, the right-hand headlight is on the inside of the bend. On a left-hand bend, the left-hand headlight is on the inside of the bend.
2. Speed: The rate of movement is approx. 25 degrees per second. That means: The headlights can be moved over the entire range of movement in approximately 1 second.

Indicator Light On The Light Switch

The indicator light (green LED) next to the "A" (= "automatic driving lights control" and "adaptive headlights") has two display functions

1. The indicator light lights up permanently when the automatic driving lights control or adaptive headlights function is switched on (= light switch in position "A").
2. The indicator light flashes if a fault develops in the adaptive headlight system. The indicator light thus supports diagnosis of the adaptive headlights.

The indicator light is actuated by the control unit for adaptive headlights.

E61, E63, E64, E65, E66, E90 - Adaptive Headlights Diagnosis

Please note the following when performing diagnosis on the adaptive headlights

1. Switch-on conditions for the indicator lamp
2. Customer complaint: "Large sweep and then nothing".
3. Customer complaint: "No adaptive headlights at (e.g.) 80 km/h"
4. Control unit for adaptive headlights in diagnosis mode
5. List of malfunctions for adaptive headlights
6. Diagnosis on bi-xenon lights

Indicator Lamp Flashes

The indicator lamp (green LED) on the left of the light switch always flashes if a fault is detected in the system.

The indicator lamp also flashes if the bi-xenon headlights are defective and the adaptive headlights are deactivated for this reason.

The control unit for adaptive headlights receives the message "dipped headlights on". The message "dipped headlights on" is given individually for each headlight. If a xenon lamp fails, the adaptive headlight function is deactivated for headlight concerned.

Customer Complaint: "Large Sweep And Then Nothing"

If terminal 15 is switched ON and the headlights move through a large sweep and then remain in the straight-ahead position, the signal from the position sensor is not being received.

If the position sensor fails, the position of the headlights can be measured via a mechanical reference point as follows: The positioner module moves as far as the permitted mechanical end stop (= "large sweep") and then into the straight-ahead position. The adaptive headlight function is then deactivated for the headlight concerned (= "and then nothing else").

Customer Complaint: "No Adaptive Headlights At (xx Km/H)"

If the adaptive headlights fail at speeds over 50 km/h, the signal from the yaw rate sensor is not being received. A fault memory entry must be present in the DSC control unit. The indicator lamp must not be flashing.

The indicator light only flashes if faults in the adaptive headlight system are present; the yaw rate sensor "belongs" to the DSC. This means that the indicator lamp will not indicate a fault in the yaw rate sensor.

Control Unit For Adaptive Headlights In Diagnosis Mode

The control unit for adaptive headlights must be in diagnosis mode for the following diagnosis orders

1. Reading off bus signals at a standstill shows whether or not the following signals are present: Road Speed Yaw Rate Steering Angle
2. Check whether messages are being received by the control unit for adaptive headlights: Check Control Unit Inputs Check Whether The Control Unit Is Receiving Any Valid Signals Via The K-CAN
3. Check whether switch-on conditions for the adaptive headlights are satisfied: Rain-Light Sensor Status Light Switch Status

Faults are stored as follows

1. Faults on the stepper motors, etc. are forwarded by the stepper motor controllers (SMC) to the control unit for adaptive headlights (fault memory entry).
2. The control unit for adaptive headlights reports these faults in response to the status request (e.g. "communication with left-hand headlight failed").
3. Missing bus signals and missing signals from components are stored in the control unit for adaptive headlights.

LIST OF MALFUNCTIONS FOR ADAPTIVE HEADLIGHTS

Diagnosis On Bi-Xenon Headlights

The light module (LM, footwell module on the E90) checks whether or not current flows to the xenon bulb of the bi-xenon headlights when the dipped headlights are switched on. If no current flows, the light module will recognise a fault (fault memory entry).

The adaptive headlights system moves headlights horizontal (i.e. from left to right) in order to illuminate the inside of a bend when cornering.

The following functions of the adaptive headlights system are described below

1. System activation and calibration sequence
2. Activation of stepper motor controllers
3. Speed-dependent analysis of signals
4. Adjustment of headlight horizontal aim
5. Deactivation of adaptive headlights function under extreme handling conditions
6. Deactivation of adaptive headlights function in response to system faults
7. Setting headlights to parked position
8. Automatic headlight-range adjustment
9. Adaptive headlights for automatic driving lights control

Note. Different control units for adaptive headlights. > E60, E61, E63, E64, E65, E66 up to 03/2005: The adaptive headlights are actuated by the AHL control unit. > E60, E61, E63, E64, E65, E66 from 03/2005: The adaptive headlights are actuated by the light module. > On the E90, the adaptive headlights are actuated by the footwell module. The footwell module has its own system description. For more information, please refer to SI Technology (SBT) 61 04 04 094. For this reason, the following text refers to the general "control unit for adaptive headlights".

System Activation And Calibration Sequence

When terminal 15 is switched ON, the headlights always perform a calibration sequence, even if the dipped headlights are not switched on. The control unit for adaptive headlights sends the "perform calibration sequence" request to the stepper motor controllers (SMCs, control units for the headlight stepper motors). The stepper motor controllers actuate the stepper motors in the headlights. The calibration sequence is performed. In the calibration sequence, the headlights move as follows

1. The headlights move to the right and left (= calibration sequence for adaptive headlights).
2. The headlights move up and down (= calibration sequence for automatic headlight-range adjustment).
3. At the end of the calibration sequence, the headlights are in the straight-ahead position.

Following the calibration sequence, the system is ready for operation.

When reverse gear is engaged, the headlights are moved to the straight-ahead position.

Note. The calibration sequence is performed only after terminal 15 has been switched OFF for at least 15 seconds.

If terminal 15 is switched on and off repeatedly (for example, for demonstration reasons), the headlights are not calibrated each time terminal 15 is switched on.

Terminal 15 must have been switched off for at least 15 seconds before it is switched on. Only then is a calibration sequence performed when terminal 15 is switched on.

Activation Of Stepper Motor Controllers

The control unit for adaptive headlights sends the stepper motor controllers (SMC) the nominal values for the positioner modules (position of positioner modules and speed of movement). The control unit for adaptive headlights calculates the nominal values using the following signals

1. Road speed
2. Steering angle (at speeds up to 50 km/h, depending on programming)
3. Yaw rate (50 km/h upwards, see «STEERING ANGLE SENSOR AND DSC SENSOR»(/bmw/m5/e60e61-2004-2010/remont/exterior-lights/#lights-service-information__steering-angle-sensor-and-dsc-sensor) .

Speed-Dependent Analysis Of Signals

Depending on the road speed, the adaptive headlights are controlled using the following signals: Signals from the steering angle sensor and signals from yaw-rate sensor (in the DSC sensor).

The encoding (at the end of the production line) determines the priority assigned to sensor signals above which speed threshold.

Adjustment Of Headlight Horizontal Aim

The stepper motor controllers move the headlights to the right or left when the vehicle corners.

Horizontal range of movement of headlights

1. Inwards, i.e. towards centre of vehicle: up to max. 8° > E60, E61, E65, E66: 8° > E46, E63, E64, E83, E90: 7°)
2. Outwards: up to max. 15°

Example: Right-hand bend

The right-hand headlight turns by up to 15° (the right-hand headlight is the "inside" headlight on a right-hand bend).

Viewed from the vehicle, the right-hand headlight moves "outwards".

The left-hand headlight moves up to 8° (the left-hand headlight moves towards the vehicle centre, i.e. "inwards" as viewed from the vehicle).

The headlight on the outside of the bend reaches its end position at the same time as the headlight on the inside of the bend to ensure that the illumination of the road is smooth and even.

On a right-hand bend, the left-hand headlight is on the outside of the bend. The right-hand headlight is on the inside of the bend.

Deactivation Of Adaptive Headlights Function Under Extreme Handling Conditions

If the vehicle drifts, skids and loses sideways grip, the adaptive headlights function is deactivated as follows

1. The headlights are returned to the straight-ahead position. The headlights are no longer turned.
2. The dipped headlights remain on.

Deactivation Of Adaptive Headlights Function In Response To System Faults

In the event of a system error, the indicator light on the light switch will flash.

Dazzling of oncoming traffic must be prevented in the event of a system fault.

For this reason, the adaptive headlights function is deactivated as follows

1. If the stepper motors are still functional, the headlights are returned to the straight-ahead position. The headlights are no longer moved towards bends in the road.
2. If it is no longer possible for a headlight to be moved back to the straight-ahead position, the headlight is tilted downwards (by the stepped motors for automatic headlight-range adjustment). This prevents dazzling of oncoming traffic.
3. If the headlight cannot be tilted downwards, the bi-xenon bulb in this headlight is disabled as follows

When the vehicle is parked up, the control unit registers sleep mode for the adaptive headlights, as follows: Vehicle standstill and terminal R OFF for several minutes.

The next time the vehicle is restarted, the bi-xenon light of the defective headlight is not switched on.

The front foglights are switched on in order to ensure a minimum level of illumination.

The dipped headlights are not switched off while the vehicle is in motion.

Setting Headlights To Parked Position

When terminal R is switched off, the headlights move to the parked position. The parked position is important for the headlights' next calibration sequence: From the parked position, the headlights are run through a calibration sequence in the pre-drive-check. During each calibration sequence, the control unit for adaptive headlights relearns the straight-ahead position for the headlights.

When the headlights have reached the parked position, the stepper motor controllers SMCs inform the control unit for adaptive headlights ("verification").

The control unit for adaptive headlights deactivates the stepper motor controllers.

The run-down period lasts approx. 10 seconds.

Automatic Headlight-Range Adjustment

If the special equipment "Adaptive headlights" is fitted, the control unit for adaptive headlights also controls the automatic headlight-range adjustment.

The automatic headlight-range adjustment adapts the headlight range for different operating conditions. Variations in the vehicle tilt angle are produced by vehicle loads and braking or acceleration in extreme driving situations. The automatic headlight-range adjustment moves the headlights up and down as required.

The control unit for adaptive headlights also controls the automatic headlight-range adjustment as follows.

1. The ride-height sensors and the brake light switch supply the signals for the automatic headlight-range adjustment.
2. The control unit for adaptive headlights computes the vehicle inclination (longitudinally to the roadway) from the signals.
3. The stepper motors for the automatic headlight-range adjustment automatically and dynamically control the headlight range. The headlight range is adjusted so that the actual headlight range conforms to the legally required headlight range as follows: If vehicle rear is lower than front: The actual headlight range will be longer than the legally stipulated range. The headlight beam is lowered to reduce the headlight range to match the legal requirement. If the vehicle is horizontal: The actual headlight range will be the same as the legally stipulated range. If vehicle front is lower than rear: The actual headlight range will be shorter than the legally stipulated range. The headlight beam is raised to increase the headlight range to match the legal requirement.

Adaptive Headlights For Automatic Driving Lights Control

The automatic driving lights control feature (option in conjunction with the rain-light sensor) automatically switches the side lights and dipped headlights on or off.

Switch-on conditions

1. The automatic driving lights control must be encoded (in the light module on the E60, E61, E63, E64, E65, E66, in the footwell module on the E90).
2. The light switch must be in position "A" ("A" for automatic driving lights control and adaptive headlights).
3. The rain-light sensor must be installed and operational. The rain-light sensor detects the brightness of the ambient light. The rain-light sensor sends the following requests to the light module (footwell module on the E90): Surrounding brightness low: In twilight, darkness, in an underground garage or tunnel. "Switch on dipped headlights" request Surrounding brightness sufficient. "Switch off dipped headlights" request

If only the side lights are to be switched on, the light switch must be set to side lights (switch position 1).

When the light switch is set to position "A", the control unit for adaptive headlights is also activated

1. When the automatic driving lights control function switches on the dipped headlights (e.g. at dawn/dusk), the adaptive headlights function is notified at the same time. The control unit for adaptive headlights thus assumes control of the automatic headlight-range adjustment.
2. In addition, signals from the rain-light sensor are evaluated (by the light module on the E60, E61, E63, E64, E65, E66; by the footwell module on the E90).

The headlights are not turned when the vehicle is cornering until total darkness sets in.

The message "dipped headlights on" is given individually for each headlight.

If a headlight fails, the adaptive headlights are switched off.

The front foglights are switched on in order to ensure a minimum level of illumination.

Switch-On Conditions

The control unit for adaptive headlights is "awake" from terminal 15 ON.

The movement of the lights is subject to the following conditions

1. Reverse gear must not be engaged.
2. No system faults must be present. The indicator light must not be flashing.
3. The bulbs for the bi-xenon lights are OK in both headlights.
4. The vehicle must not be skidding or fishtailing.
5. The rain-light sensor must detect darkness.
6. Additional precondition for activation: Automatic driving lights control is active (light switch in position "A", see above).

Whenever inspecting or working on the headlights, always observe the safety precautions and accident prevention rules. The headlight system has dangerously high voltage.

1. General information: refer to «E60, E61, E63, E64, E65, E66, E90 - ADAPTIVE HEADLIGHTS, GENERAL INFORMATION FOR SERVICE STAFF»(/bmw/m5/e60e61-2004-2010/remont/exterior-lights/#lights-service-information__e60-e61-e63-e64-e65-e66) .
2. Diagnosis: refer to «E60, E61, E63, E64, E65, E66, E90 - ADAPTIVE HEADLIGHTS DIAGNOSIS»(/bmw/m5/e60e61-2004-2010/remont/exterior-lights/#lights-service-information__e60-e61-e63-e64-e65-e66) .
3. Encoding/programming: refer to «E60, E61, E63, E64, E65, E66, E90 - ENCODING/PROGRAMMING ADAPTIVE HEADLIGHTS»(/bmw/m5/e60e61-2004-2010/remont/exterior-lights/#lights-service-information) .
4. Car & Key Memory: > E60, E61, E63, E64, E65, E66 The sensitivity of the driving light sensor can be set to one of 2 settings with the Car & Key Memory. > E90 All Car & Key Memory functions are programmed inside the vehicle itself. (Please refer to the "Personal profile" section of the Owner's Handbook: Individual settings for a maximum of 3 remote control units via the display in the instrument cluster or via the Central Information Display).

E60, E61, E63, E64, E65, E66, E90 - Adaptive Headlights, General Information For Service Staff

The following general information is provided for servicing the lighting

1. Initialising the rain-light sensor
2. Distinction between left/right stepper motor controllers
3. Repairing the adaptive headlights
4. Exchanging the control unit for adaptive headlights
5. Replacing the stepper motor controllers (SMC)
6. Replacing the bi-xenon headlights
7. Retrofitting adaptive headlights on E60 and E90
8. Retrofitting adaptive headlights on vehicles with halogen headlights
9. Retrofitting adaptive headlights on vehicles with option 522 "Bi-xenon dipped/main-beam headlights"
10. Retrofitting adaptive headlights on vehicles with electronic height control (EHC)
11. Final operations for all vehicles

Initialising The Rain-Light Sensor

The rain sensor must be adapted to the windscreen to ensure that the optical process works correctly. On initialisation, the rain sensor is calibrated to the windscreen. The rain-light sensor must be initialised if the following components are replaced

1. Windscreen Replaced
2. Rain-Light Sensor Replaced (Also: Used Rain-Light Sensor)

The rain-light sensor is initialised with the service function "Initialise rain sensor" in the BMW diagnosis system. The adaptation values stored in the rain sensor are deleted in this service function. The sensor is then calibrated to the windscreen using the following process

1. Switch off the rain-light sensor.
2. Switch off terminal 15 and terminal R.
3. Switch on terminal R and terminal 15 and wait 10 seconds.

In the 10 seconds waiting period, the new adaptation values are determined and stored.

Distinction Between Left/Right Stepper Motor Controllers

The stepper motor controllers (SMC) can be used in both the left and right headlights. In production, the two stepper motor controllers (SMC) are "primed" at the end of the production line. "Priming" means

1. The pin type connected is stored in each stepper motor controller. The type pin provides information as to which headlight is installed.
2. Whether or not pin 12 is connected to earth is stored in the stepper motor controllers. On the positioner module installed on the left-hand side, pin 12 (encoding pin) must be connected to earth.

The SMC now "knows" whether it is installed on the left or the right. If the stepper motor controllers are interchanged in the workshop, they will "recognise" that they are installed in a different headlight.

These stepper motor controllers must be recoded. The adaptive headlights will not work if the stepper motor controllers are not recoded.

Repairing The Adaptive Headlights

Repairs could result in components with different status being installed. The following cases are possible

1. New components are added to an existing system.
2. Used parts are fitted in the existing system.

Encoding is necessary after the following repairs to the adaptive headlights

1. If the control unit for adaptive headlights has been exchanged, the control unit must be recoded.
2. If the stepper motor controllers have been exchanged, the stepper motor controllers must be recoded (via the control unit for adaptive headlights).
3. If the headlights have been exchanged, the stepper motor controllers must be recoded (via the control unit for adaptive headlights)

Exchanging The Control Unit For Adaptive Headlights

If the control unit for adaptive headlights has been exchanged, the following adaptations must be performed.

1. Store the vehicle identification number in the control unit for adaptive headlights (with the BMW diagnosis system).
2. Encode the control unit for adaptive headlights as per vehicle data

Replacing The Stepper Motor Controllers

The stepper motor controllers must be encoded if a stepper motor controller has been replaced

The stepper motor controllers are encoded via the control unit for adaptive headlights to be calibrated to the headlight (with CIP: encoding, individualisation, programming).

Replacing The Bi-Xenon Headlights

After exchanging a bi-xenon headlight, the stepper motor controller (SMC) must be recoded to match the headlamp (via the control unit for adaptive headlights). This is because: the range of movement of the headlight and the installation location of the position sensor may vary from vehicle to vehicle. The new bi-xenon headlight may have a different hardware number to that of the old one.

The headlight type pin must correspond to the stepper motor controller encoding. This calibration is performed during encoding. The adaptive headlights will not work correctly if the stepper motor controller is not recoded.

Retrofitting Adaptive Headlights On E60 And E90

If adaptive headlights are retrofitted, it is paramount that the control unit for adaptive headlights is retrofitted as follows

1. E60 up to 03/2005: AHL control unit
2. E60 from 03/2005: LM control unit with adaptive headlights The light module must be replaced with a light module with adaptive headlights.
3. E90 - FRM control unit with adaptive headlights The FRM (footwell module) is available in several versions, depending on equipment variant. The version "footwell module with adaptive headlights" must be retrofitted.

The control unit must be retrofitted with the matching wiring harness.

Retrofitting Adaptive Headlights On Vehicles With Halogen Headlights

The adaptive headlights system only works with AHL headlights (with bi-xenon headlights). Vehicles with halogen headlights must be "upgraded" to AHL headlights.

When retrofitting adaptive headlights on vehicles with halogen headlights, the following components must be replaced or installed

1. Light switch with position "A" for "adaptive headlights"
2. Control unit for adaptive headlights
3. AHL headlights with xenon bulb and integrated stepper motor controller (SMC)
4. Rain-light sensor
5. Ride-height sensors on front and rear axles; With EHC: replace ride-height sensor on rear axle (see below)
6. Adapt the wiring harness for adaptive headlights as follows: Ride-height sensors, rain-light sensor, light module (footwell module on E90) and light switch
7. Headlight cleaning system

Retrofitting Adaptive Headlights On Vehicles With Option 522 "Bi-Xenon Dipped/Main-Beam Headlights"

The following components must be replaced or installed

1. Control unit for adaptive headlights
2. AHL headlights with xenon bulb and integrated stepper motor controller (SMC)
3. Rain-light sensor
4. Connect the ride-height sensors to the control unit for adaptive headlights
5. Wiring harness conversion (see above)

Retrofitting Adaptive Headlights On Vehicles With Electronic Height Control

On vehicles with electronic height control (EHC), adaptive headlights are retrofitted as follows

Different measures are necessary depending on which condition are present. Are bi-xenon lights already fitted? Or are halogen dipped headlights fitted?

Precondition: Bi-xenon lights already fitted.

Retrofitting AHL On Basis Of Halogen Headlights And EHC

Ride-height sensors must be retrofitted at the front and rear.

1. One ride-height sensor must be retrofitted on the front axle. To do this, the bolt connection of the transverse link to the front axle carrier must be unscrewed. For this reason, the wheels should be aligned after the ride-height sensor has been installed.
2. On the rear axle, a double sensor must be installed in place of the EHC ride-height sensor. The double sensor supplies signals for both the control unit for adaptive headlights and the EHC control unit.

Retrofitting AHL On The Basis Of Bi-Xenon Headlights And EHC

1. A ride-height sensor (for the automatic headlight-range adjustment) is already fitted on the front axle (bi-xenon headlights are only available with automatic headlight-range adjustment).
2. On the rear axle, a double sensor must be installed in place of the EHC ride-height sensor. The double sensor supplies signals for both the control unit for adaptive headlights and the EHC control unit.

Final Operations For All Vehicles

E60, E61, E63, E64, E65, E66, E90 - Adaptive Headlights Diagnosis

Note. Refer to E61, E63, E64, E65, E66, E90 - ADAPTIVE HEADLIGHTS DIAGNOSIS .

Encoding

The control unit for adaptive headlights must be encoded with the vehicle-specific data. Vehicle-specific data includes, for example

1. Wheelbase
2. Height of headlights
3. Maps for headlight-range adjustment

Data specific to the headlights is encoded in the stepper motor controller (SMC).

The following information is needed for encoding the adaptive headlights

1. "Right-hand drive" encoding variant: Headlights turn to the right only when the vehicle is stationary (see below for detailed description)
2. "European models" encoding variant: Dipped headlights switched off if adaptive headlights fail (see below for detailed description)
3. Encoding US models
4. No transport mode for adaptive headlights

"Right-Hand Drive" Encoding Variant: Headlights Turn To The Right Only When The Vehicle Is Stationary

Depending on the national version, the adaptive headlights are encoded at the end of the assembly line for right-hand traffic or left-hand traffic. For right-hand traffic, this encoding means: When the vehicle is stationary, the headlights only turn to the right (not to the left) when the steering wheel is turned. On vehicles for left-hand traffic, the headlights only turn to the left (not to the right) when the vehicle is stationary.

"European Models" Encoding Variant: Switch Off Dipped Headlights If Adaptive Headlights Fail

Oncoming traffic may be dazzled if the adaptive headlights do not work properly. The headlights remain in a position that could cause dazzle to oncoming traffic.

Vehicle occupants must be informed of the malfunction: The indicator lamp for the adaptive headlights (on the light switch) flashes

The control unit for adaptive headlights attempts to move the headlight concerned down to prevent this headlight from dazzling oncoming traffic. The headlight is automatically moved down by the actuator motors of the automatic headlight-range adjustment.

If the headlight cannot be moved down, the bi-xenon light of that headlight is switched off. Condition for switching off: The vehicle must be parked (vehicle must be shut down, and terminal R OFF for several minutes).

The headlight concerned must not be switched off so long as the journey is continued. For this reason, the following conditions must be satisfied before the headlight is switched off

1. Terminal 15 OFF
2. Terminal R OFF
3. Speed = 0 km/h
4. Sleep mode (idle status) for at least approximately 2 minutes

If the second headlight should fail, the dazzling headlight is switched on again to ensure that the vehicle still has at least one dipped headlight.

This fail safe feature is only automatically activated on vehicles with the "European model" encoding variant.

Fault messages and their effects

1. Fault code 0001: Adaptive headlights not OK (= "adaptive headlights not OK": minor fault, no dazzling): The headlights can be switched on. Adaptive headlights are not set to standby mode. The indicator lamp for adaptive headlights (on the light switch) flashes.
2. Fault code 0010 or 0011: Possible dazzle from left or right headlight: The left or right-hand headlight is no longer switched on after the vehicle has been parked. The indicator lamp for the adaptive headlights flashes. The light module (footwell module on E90) sends a message to the instrument cluster. The headlight concerned is indicated as being defective (car symbol in Check-Control display). Both front foglights are switched on. If the headlights that are still on should fail, the headlights that are switched off will be switched back on again as a substitute.
3. Fault code 0100: Possible dazzle from both headlights: After the vehicle has been parked, both headlights are no longer switched on. The indicator light for the adaptive headlights flashes. Both headlights are indicated as being defective (Check-Control symbol). In addition, a Check-Control message is emitted. Both foglights are switched on. Fault memory entry in control unit for exterior lighting.
4. Fault code 1111: No live signal from control unit for adaptive headlights: The headlights can be switched on. The indicator light for the adaptive headlights flashes.

Encoding US Models

Whenever a fault occurs, the adaptive headlights indicator light will flash (as on the Europe version). However, both dipped headlights remain on (no fail-safe feature). There is no fail-safe feature installed (see above: "European models encoding variant" ).

No Transport Mode

The adaptive headlights are not currently set to "transport mode" at the factory. The adaptive headlights remain enabled even during transport.

NATIONAL VERSIONS

The "Daytime driving lights" and "Manual headlight-range adjustment" equipment are available in certain countries.

Vehicles with manual headlight-range adjustment do not have adaptive headlights. This is because vehicles with manual headlight-range adjustment have halogen dipped headlights. Adaptive headlights are only available with special equipment bi-xenon lights.

Activating Adaptive Headlights In Conjunction With Daytime Driving Lights

The special equipment "Daytime driving lights" (Northern Europe and Canada) means that the dipped headlights and the side lights are always on.

1. Light switch in position "2"
2. Terminal 15 ON

The automatic headlight-range adjustment is active (actuated by the control unit for adaptive headlights).

If terminal 15 is switched off, the dipped headlights and the side lights are automatically switched off as well.

The light switch must also be set to position "A" with the "Daytime driving lights" option. The control unit for adaptive headlights is then in standby.

System functions for "Daytime driving lights" option when the light switch is set to position "A"

1. If the vehicle is encoded with the "Daytime driving lights" option (end of production line), the light switch can remain in position "A" at all times. When terminal R is switched on, the side lights, parking lights and licence plate lighting are switched on. As soon as terminal 15 is switched on, the dipped headlights are also switched on.
2. When the dipped headlights are switched on, the control unit for adaptive headlights is activated (for automatic headlight-range adjustment).
3. The indicator lamp on the light switch lights up and indicates that the system is functional.
4. The adaptive headlights turn when the vehicle is stationary if the steering wheel is turned (to the right only).
5. The headlights are moved when the vehicle corners if the rain-light sensor registers darkness. The switch-on conditions for the adaptive headlights in conjunction with special equipment "Daytime driving lights" are as follows
6. The vehicle must be encoded with the "Daytime driving lights" option (end of production line)
7. Light switch in must be set to position "A"
8. Terminal 15 must be switched on and reverse gear must not be engaged
9. The rain-light sensor must detect darkness

Subject to change.

See also:
• OPERATION
• SYSTEM FUNCTIONS
• IMAGE SENSOR
• MAIN-BEAM ASSISTANT, GENERAL INFORMATION FOR SERVICE STAFF: E60, E61, E63, E64, E65, E66
• MAIN-BEAM ASSISTANT DIAGNOSIS: E60, E61, E63, E64, E65, E66
• VISUAL INSPECTION OF MAIN-BEAM ASSISTANT
• SYSTEM OVERVIEW OF ADAPTIVE HEADLIGHTS (E60, E61, E63, E64, E65, E66 UP TO 03/2005)
• E90 - SYSTEM OVERVIEW OF ADAPTIVE HEADLIGHTS
• RIDE-HEIGHT SENSORS
• STEERING ANGLE SENSOR AND DSC SENSOR
• E60, E61, E63, E64, E65, E66, E90 - ADAPTIVE HEADLIGHTS, GENERAL INFORMATION FOR SERVICE STAFF
• E60, E61, E63, E64, E65, E66, E90 - ENCODING/PROGRAMMING ADAPTIVE HEADLIGHTS
• E61, E63, E64, E65, E66, E90 - ADAPTIVE HEADLIGHTS DIAGNOSIS