General Electrical System - Service Techniques BMW M6 E63/E64

Scheme 266

Introduction

The E63 and E64 will feature electrically adjustable driver's and passenger's seats as standard.

Electrically adjustable sports seats will be optionally available. The sports seats additionally feature a manual seat depth adjustment facility, more pronounced formed seat upholstery and a lumbar support.

The electrical control is identical for both the basic seat and sport seat.

In both seat versions, the driver's seats are additionally equipped with a seat memory.

The body bus (K -bus) connects the driver's seat module (SMFA) to the centre console switch cluster (SZM). In the E64, the passenger's seat module (SMBF) is also connected to this K -bus.

the centre console switch cluster represents the interface between the K-bus of the seats and the body controller area network (K-CAN). The K-CAN and centre console switch cluster (SZM) therefore connect the seat control units to the control units of the body electronic systems.

Brief description of components

The system features the following switches and sensors

1. Seat adjustment buttons The seat adjustment buttons are located on the outer sides of the seat cushions. They vary in terms of number and function. The E64 seat is additionally equipped with an option for electrically adjusting the head restraints (headrests).
2. Lumbar support button A rocker switch is provided on the seat to adjust the lumbar support.
3. Seat memory button Only the driver's seat features additional buttons for the seat memory.
4. Seat heating switch The buttons for controlling the seat heating are included in the centre console switch cluster.
5. Hall sensors Hall sensors are installed for the purpose of detecting the position of the seats. The sensors are integrated in the seat drive units.
6. Temperature sensor for seat heating A temperature sensor is installed in each of the seat cushions for the seat heating.

The seats are controlled by the following control units

1. Centre console switch cluster
2. In addition to the switches, the electronic circuits for the heating control and monitoring functions are integrated in the centre console switch cluster (SZM). The SZM is also responsible for the electronic control of the steering column adjustment function.
3. E63/E64 Driver's seat module The control unit of the driver's seat module (SMFA) communicates via the K -bus with the centre console switch cluster (SZM).
4. Passenger's seat module, E64 only The control unit of the passenger's seat module (SMBF) communicates via the K -bus with the centre console switch cluster (SZM). In the E63 the drive units are controlled directly by a load circuit.

The following actuators are driven to perform the seat functions

1. Seat heating The seat cushion heating and backrest heating are installed such that they cover the entire area. Even the side sections and thigh supports are heated
2. Seat adjustment drive units The following drive units are installed in the E63 and E64 seat: Drive unit for seat forward/backward adjustment with 2 adjustment speeds Drive unit for seat height adjustment Drive unit for seat cushion tilt adjustment Drive unit for backrest angle adjustment Additionally installed in the E64: Drive unit for head restraint height adjustment
3. Head restraint angle adjustment The head restraint angle adjustment as well as the seat depth adjustment on the sports seat are always manual.
4. Lumbar support The lumbar support in the seat backrest consists of 2 lumbar cushions as well as an electric air pump with electrically operated valves.

The following displays provide seat status information

1. Central Information Display A corresponding check control message is shown on the central information display (CID) when, for example, a backrest is not locked in correctly (E64 only).
2. Head-up display A corresponding check control message and an information text are shown in the head -up display (HUD) when the backrest is not locked in correctly (E64 only).
3. Seat heating LEDs 3 light emitting diodes (LEDs) in the centre console switch cluster indicate the switched status of the seat heating system.

Seat communication features the following bus systems

1. Body controller area network The body controller area network (K -CAN) is a two-wire bus for communication between all control units connected to the K-CAN.
2. Body bus The body bus (K -bus) is a single-wire connection. The centre console switch cluster and the seat modules communicate with each other via the K-bus.

System functions

The system functions of the electrically operated seats include

1. Seat adjustment
2. Rear easy-entry facility
3. Seat heating

Seat adjustment

The installed seats feature the following seat adjustment options

1. Seat forward/backward adjustment (with electric drive unit, 2 speed stages)
2. Seat height adjustment (with electric drive unit)
3. Seat depth adjustment (manual only, sports seat only)
4. Backrest angle adjustment (with electric drive unit)
5. Head restraint height adjustment (E63: manual; E64: with electric drive unit)
6. Head restraint angle adjustment (manual only)
7. Lumbar support height adjustment (electropneumatic)
8. Lumbar support depth adjustment (electropneumatic)

The standard seat forward/backward adjustment, seat height adjustment, seat cushion tilt adjustment and backrest angle adjustment facilities are each operated with separate electric drive units in all seats. The head restraint height adjustment is driven by an electric drive unit only on the E64.

All these functions are controlled via the control panel on the outer sides of the seat cushions. Signals from the respective button trigger seat adjustment in the required directions.

A separate rocker switch is used to operate the lumbar support. An electric pump supplies the lumbar support cushion with compressed air. The individual air chambers are filled or emptied via several valves to vary the height and thickness of the lumbar support.

The limit stop is calculated for each drive unit in order to reduce the load of the electric drive units to a minimum. Automatic recognition of the limit stops is integrated in each of the electric drive units. Hall sensors integrated in the drive units register the adjustment distances which are processed in the seat module. In the event of the drive unit blocking, the detected position value is interpreted as the limit stop. All subsequent adjustments are interrupted just before this point.

Once the obstruction has been removed, adjustment can again extend beyond the newly detected limit stop when the seat adjustment button is pressed again.

Rear easy-entry facility

The rear easy-entry facility is controlled by a push -button on the seat backrest. The rear easy -entry facility can be activated only under the following conditions

1. The vehicle must be stationary with no wheels turning
2. The door must be opened

Rapid adjustment is achieved with the second speed stage of the drive unit for seat forward/backward adjustment.

The seat moves for as long as the button is pressed. At the same time, the backrest can be released manually and folded forward.

The seat moves back to its initial position when the seat adjustment button is pressed back.

Seat heating

The seat heating system heats the seat cushion and backrest including the side sections. Separate seat heating switches (push-buttons) in the centre console switch cluster (SZM) control the driver's seat and passenger's seat.

The centre console switch cluster controls the seat heating electronically. The system is monitored by a temperature sensor. The seat heating is operational as from terminal 15 "ON".

3 LEDs located above the seat heating switches indicate the heating stage currently active in the seat heating system.

Note. The seat heating is not actuated while the steering column is adjusted. The current at the centre console switch cluster would be too high if the seat heating and steering column adjustment were operated simultaneously. The seat heating is interrupted in order to protect the centre console switch cluster (SZM).

Scheme 267

In the vehicles of today, components and control units are networked by means of data buses. Data buses are capable of transmitting messages with signals.

The connected control units only read off those messages and signals that are of relevance to their operation.

Most buses are CAN buses (CAN: Controller Area Network). There are several CAN buses with different data transmission rates in each car.

For example, the PT-CAN has a fast data transmission rate, the K-CAN a slower data transmission rate.

A fibre-optic cable is used for navigation and entertainment: the MOST bus (MOST = "Media Oriented System Transport")

There is a separate data wire for diagnosis: the diagnosis wire, also known as the "K -wire".

The following options are available for locating faults in data buses and in control units

1. Test module for CAN bus diagnosis in the BMW diagnosis system: "Bus system analysis" The test module is called up in the DIS (Diagnosis and Information System) as follows: "Function selection" button -> Complete vehicle -> Body -> Bus functions -> Bus analysis -> System analysis
2. Checking the terminating resistances: Checking the terminating resistances can also be important for bus diagnosis.
3. Test module for diagnosis on the MOST buses: "MOST system analysis" The test module is called up in the DIS (Diagnosis and Information System) as follows: "Function selection" button - > Complete vehicle -> Body -> Bus functions -> MOST functions -> MOST system analysis.

These two test modules and the installation points of the terminating resistances are described in detail below.

Bus system analysis

The bus system analysis narrows down the cause of intermittently occurring faults in the area of the data buses and control units.

The test results of bus system analysis state the following possible causes of fault

1. Data bus XY defective
2. Gateway XY defective (= interface for data exchange)
3. Control unit XY defective

Note. Diagnosis of intermittent faults and permanent faults. All cases where a data bus or control unit only fails temporarily (i.e. intermittently) are difficult for diagnosis. In such cases, the entries in the control units' fault memories do not point unambiguously to an intermittent failure of a particular data bus or control unit. Intermittent failure of a particular data bus or control unit causes many different fault memory entries in several control units. If a data bus fails completely and permanently , the affected control units are no longer available for diagnosis. The fault is thus easy to locate.

Note. Path details for the "bus system analysis" test module The test module is called up in the DIS (Diagnosis and Information System) as follows: "Function selection" button -> Complete vehicle -> Body -> Bus functions -> Bus analysis -> System analysis

In order to determine the cause of a system fault in the bus system the following prerequisites have been established

1. If a communication fault occurs in the control units of the bus system, then this communication fault is not shown in the fault memory of the control unit concerned. This also means that no "x" appears before this control unit in the short test.
2. The quick-test list contains "real" installed control units and a "virtual" control unit with following names: "CAN/ byteflight system analysis" on the E65, E66 and on the E60, E61, E63, E64 up to 09/2005 "CAN system analysis" on the E70, E81, E87, E90, E91, E92, E93 and R56 and on the E60, E61, E63, E64 from 09/2005 In this case, "virtual" means that this is not a real control unit but a wild card for all control units on the CAN bus or byteflight.
3. The short test for this "virtual" control unit reads the communication fault from all control units.
4. An "x" in front of this "virtual" control unit indicates that the short test has analyzed one of the following faults: Breaks in the wiring in a bus Intermittent fault in control unit or gateway

Functions of bus system analysis

Bus system analysis is a test module that automatically executes the following steps

Step 1: Identification of engine type

Identifying the engine type is a prerequisite for bus system analysis, since: different engines generate different fault code memory entries for the same cause of fault.

Step 2: Read fault memories of all control units

Step 3: Check fault memory entries for undervoltage

If the vehicle has suffered an undervoltage, the undervoltage is the most likely cause of the bus failure. Bus system analysis checks whether a fault memory entry indicating undervoltage is present in at least 2 control units.

If no undervoltage can be detected, continue with step 4.

Step 4: Check how many fault memory entries were found

If at least 1 fault memory entry is present, continue with step 5.

Step 5: Evaluation of fault memory entries and creation of a list of most probable fault causes

Bus system analysis computes the 3 most probable fault causes.

The 3 most probable fault causes are given in a list.

The most probable fault cause is at the top of the list.

Scheme 268

Note. The number of stars denotes priority. The stars in front of a cause of fault indicate how probable the cause of fault is. 5 stars denote the most likely cause of fault. 1 star is allocated to a cause of fault that has very low probability.

Step 6: Selection of the test module

The BMW diagnosis system proposes a separate test plan for each of the 3 most probable fault causes.

Terminating resistors

The installation locations are listed below for the purposes of measuring the terminating resistor values.

1. > R56 F CAN Vehicles with Dynamic Stability Control (DSC) 1 resistor is in the DSC control unit 1 resistor is in the DSC sensor (under the front -passenger seat) PT-CAN 1 resistor is in the SZL control unit in the version with steering angle sensor (SZL: steering column switch cluster) 1 resistor is in the EPS control unit (EPS: electro-mechanical power steering)
2. > E60, E61, E63, E64 F CAN Vehicles with AS (Active Steering) 1 resistor is in the cumulative steering-angle sensor in the steering box. 1 resistor is in the DSC sensor (under the front passenger seat). Vehicles without AS (Active Steering) 1 resistor is in the DSC control unit (DSC: Dynamic Stability Control 1 resistor is in the DSC sensor 2 (under the front -passenger seat; DSC sensor 1 is under the driver's seat). PT-CAN 1 resistor is in the DSC control unit (DSC: dynamic stability control) 1 resistor is in the SGM control unit (safety and gateway module) From 09/2005, this resistor is in the KGM control unit (body -gateway module)
3. > E65, E66 PT-CAN 1 resistor is in the wiring harness at the front on the right spring strut dome. This resistor can be disconnected from the PT -CAN. 1 resistor is in the wiring harness under the back seat. This resistor cannot be disconnected.
4. > E70 F CAN 1 resistor is in the SZL control unit (SZL: steering column switch cluster) 1 resistor is in the DSC control unit (DSC: Dynamic Stability Control) FlexRay If the vehicle is equipped with option 2VA "Adaptive Drive", the 4 damper satellites are connected to the VDM control unit via the FlexRay data bus. This option (special equipment) comprises 2 systems: Vertical dynamics management (VDM) and active roll stabilization (ARS: sales designation "Dynamic Drive"). A damper satellite is fitted to each shock absorber. Vehicles with "Adaptive Drive" 1 resistor in each damper satellite of the vertical dynamic management system (VDM) PT-CAN 1 resistor is in the DSC control unit (DSC: Dynamic Stability Control) 1 resistor is in the EMF control unit (EMF: electromagnetic parking brake)
5. > E81, E87, E90, E91, E92, E93 F CAN Different terminating resistors are used depending on the motorization: Vehicles with engine N4... (basic variant and High equipment) 1 resistor is in the SZL control unit (SZL: steering column switch cluster) Vehicles with engine M47, M57, N5... (basic variant and High equipment) 1 resistor is in the DSC control unit (DSC: Dynamic Stability Control) 1 resistor is in the SZL control unit (SZL: steering column switch cluster) PT-CAN Different terminating resistors are used depending on the motorization: Vehicles with engine N4... (basic variant and High equipment) 1 resistor is in the DSC control unit (DSC: Dynamic Stability Control) 1 resistor is in the JBE control unit (JBE: junction box electronics) Vehicles with engine M47, M57, N5... (basic variant and High equipment) 1 resistor is in the DSC control unit (DSC: Dynamic Stability Control) 1 resistor is in the EKP control unit (EKP: controlled fuel pump)

MOST system analysis

The MOST bus has a ring structure. This means that a fault in one control unit can have an effect on the entire system. The cause of a system fault (= communication fault) in the MOST network is not readily apparent.

The "MOST system analysis" test module was developed in order to analyze faults in the communication of MOST control units.

Note. Path details for the "MOST system analysis" test module The test module is called up in the DIS (Diagnosis and Information System) as follows: "Function selection" button -> Complete vehicle -> Body -> Bus functions -> MOST functions -> MOST system analysis

In order to determine the cause of a system fault in the MOST network, the following prerequisites have been established

1. If a communication fault occurs in MOST control units, then this communication fault is not shown in the fault memory of the control unit concerned. This also means that no "x" appears before this control unit in the short test.
2. In addition to the list of "really" fitted control units in the short test, a "virtual" control unit appears called "MOST system analysis". In this case, "virtual" means that this is not a real control unit, but a wild card for all MOST control units.
3. The short test for the "MOST system analysis" "virtual" control unit reads the communication faults of all the MOST control units.
4. An "x" in front of this "MOST system analysis" "virtual" control unit indicates that the short test has analyzed one of the following faults: No communication with the following control units: > R56 CCC: Car Communication Computer RAD2: radio 2 (Radio Boost) > E60, E61, E63, E64 CCC or M-ASK or CHAMP: Car Communication Computer or multi-audio system controller or Central Head unit And Multimedia Platform > E65, E66 CD: Control display > E70 CCC or M-ASK or CHAMP: Car Communication Computer or multi-audio system controller or Central Head unit And Multimedia Platform > E81, E87, E90, E91, E92, E93 CCC or M-ASK: car communication computer or multi -audio system controller RAD2: radio 2 (BMW radio "Professional") MOST ring break Fault in a MOST control unit

Functions of MOST system analysis

The "MOST system analysis" test module follows the following sequence

Step 1: Read fault code memories of MPM, KGM, PM or JBE

1. It first checks whether the communication with the following control units is in order: > R56 JBE: Junction box electronics > E60, E61, E63, E64 up to 09/2005 MPM: micro-power module > E60, E61, E63, E64 from 09/2005 KGM: body gateway module > E65, E66 PM: power module > E70 JBE: Junction box electronics > E81, E87, E90, E91, E92, E93 JBE: Junction box electronics
2. Then the fault memories are read. The following fault code memory entries are read: > R56 JBE: Junction box electronics Have the auxiliary consumer units been switched off? > E60, E61, E63, E64 up to 09/2005 MPM: micro-power module Have the auxiliary consumer units been switched off? > E60, E61, E63, E64 from 09/2005 KGM: body gateway module Have the auxiliary consumer units been switched off? > E65, E66 PM: power module Is there a break in the connection from the control units to the battery? Is the battery fully discharged? > E70 JBE: Junction box electronics Have the auxiliary consumer units been switched off? > E81, E87, E90, E91, E92, E93 JBE: Junction box electronics Have the auxiliary consumer units been switched off?

Step 2: Check communication with CD or CCC or CHAMP or M -ASK or RAD2

A check is performed as to whether the communication with the following control units is OK

1. > R56 CCC or RAD2: Car Communication Computer or radio 2 (Radio Boost)
2. > E65, E66 CD: Control display
3. > E60, E61, E63, E64 CCC or M-ASK or CHAMP: Car Communication Computer or multi-audio system controller or Central Head unit And Multimedia Platform
4. > E70 CCC or M-ASK or CHAMP: Car Communication Computer or multi-audio system controller or Central Head unit And Multimedia Platform
5. > E81, E87, E90, E91, E92, E93 RAD2: radio 2 (BMW radio "Professional")

If there is a problem with the communication, the appropriate fault is displayed.

The test module is ended.

If communications with the headset are OK, continue with step 3.

(Headset: In the field of automobiles, the headset is the user interface for systems that are not essential for driving, for example navigation, mobile telephone or radio. Headset is a collective term for various control units, for example CCC, CHAMP, M-ASK, e.g in MOST system analysis).

Step 3: Check MOST ring

Is the MOST ring closed?

If the MOST ring has been interrupted a fault message is displayed. The test module is ended and reference given to the ring interruption diagnosis.

If the MOST ring is closed, continue with step 4.

Step 4: Check MOST configuration

This step checks whether the fault "MOST -Ring: desired/actual configuration do not coincide" is stored. Depending on the model series concerned, the fault is stored in the following control units

1. > R56 CCC: Car Communication Computer RAD2: radio 2 (Radio Boost)
2. > E60, E61, E63, E64 CCC or M-ASK or CHAMP: Car Communication Computer or multi-audio system controller or Central Head unit And Multimedia Platform
3. > E70 CCC or M-ASK or CHAMP: Car Communication Computer or multi-audio system controller or Central Head unit And Multimedia Platform
4. > E81, E87, E90, E91, E92, E93 CCC or M-ASK: car communication computer or multi -audio system controller RAD2: radio 2 (BMW radio "Professional")

The test compares the desired configuration of the MOST bus with the actual configuration.

If the actual configuration differs from the desired configuration then the desired configuration for the control units is stored again in the MOST network.

If the desired configuration is stored, continue with the 5th step.

Step 5: Analyze fault memory of the MOST control units

The fault memory entries in all MOST control units are evaluated with regard to communication faults. The evaluation of the fault memory entries present will give the most probable cause of the fault.

At most the 2 most probable causes of the fault (control units) will be given as a result, e.g.

1. CDC CD changer
2. TEL Telephone

Evaluation of quality of results

(*) stands for poor quality

The number of stars varies between one star and five stars.

The necessary procedure is described.

Scheme 269

In September 2002, the first so -called VRLA batteries, better known as AGM batteries came into use.

(VRLA means valve-regulated lead acid, i.e. lead acid battery with pressure relief valve; AGM stands for a bsorbent g lass m at, i.e. absorbent glass -fibre fleece)

AGM batteries are installed in models with electrical consumers that have high energy requirements.

Depending on the equipment fitted on the vehicle, AGM batteries (90 Ah) are currently installed in the following development model series

1. E39
2. E46
3. E53
4. E60, E61, E63, E64
5. E65, E66
6. E70
7. E81, E87, E90, E91, E92, E93
8. R56

AGM batteries will be fitted as standard as part of CO 2 measures (e.g. intelligent alternator regulation or automatic engine start/stop system).

The continuously increasing energy requirements of modern vehicle electrical systems demands ever more efficient battery solutions. A modern luxury -class vehicle has some 100 actuator motors that have to be fed with electrical current.

Then there are the safety, environmental and convenience elements, which are increasingly becoming standard, for example

1. Anti -lock brake system (ABS)
2. Dynamic Stability Control (DSC)
3. Electro-mechanical power steering (EPS)
4. Heated catalytic converter
5. Electronic chassis control
6. Air conditioning system
7. Navigation system

Current consumption is considerable even when the vehicle is not in use.

The slightly higher price and greater weight for the same size battery are fully compensated for by the following benefits

1. greatly longer service life
2. improved starting reliability at low temperatures
3. reliable starting of engines with high starting current requirements, e.g. high -performance diesel engines
4. 100% maintenance-free
5. low risk in the event of an accident (reduced environmental risk)

Scheme 270

In contrast to conventional lead -calcium batteries, the sulfuric acid in a battery with fleece technology is not held freely in the battery housing.

Rather, 100% of the sulfuric acid is bound into the mats of the glass -fibre fleece (separators). For this reason, no acid can escape if the battery housing is damaged. In addition, the AGM battery is sealed to be airtight. This is possible because the gases are converted back into water by the permeability of the separators.

Scheme 271

In the vehicles of today, components and control units are networked by means of data buses. Data buses are capable of transmitting messages and signals.

The connected control units only read off those messages and signals that are of relevance to their operation.

Most buses are CAN buses (CAN: Controller Area Network).

A fibre-optic cable is used for navigation and entertainment: The MOST bus (MOST = "Media Oriented System Transport").

It has its own data wire for diagnosis: the diagnostics cable, also known as the "K -line"

Note. Abbreviations for control unit names In the overviews of bus structures, all diagnosis and programming control units are indicated by abbreviations.

The following control units are numbered

1. Control units that cannot be programmed and cannot be encoded and which do not appear in the quick test. These control units do not have an abbreviation, just a number.
2. Control units with control unit designation from the time before electrical system 2000: Besides the abbreviation, these control units have a number for entering in the table. On the history of control unit designations: Since the start of series production of the E65 (electrical system 2000), the control unit designations have been harmonized. Earlier model series have varying control unit designations. For technical reasons associated with the system, these control units have not been renamed. This is because these control unit designations appear in the quick test on the BMW diagnosis system.

Buses and control units in the E60, E61, E63, E64

In the E60, the K-CAN S and K-CAN P from the E65, E66 have been combined to form the K -CAN.

This means the E60 has the following buses: byteflight , K-CAN, MOST, F-CAN, PT -CAN plus a local CAN (for the engine control system).

The central interface for exchanging data between buses is the safety and gateway module (SGM).

Note. Modifications to the bus structures for the E60 as from 09/2005 From September 2005, the bus structures of the E60 are modified as follows: No byteflight data bus The SZL control unit is connected to the PT-CAN and no longer to the byteflight. As before, the SZL control unit is connected to the F -CAN. Following control units are dropped together with the byteflight: SBSL: B -pillar satellite, left SBSR: B-pillar satellite, right TMBF: Door module, front-passenger TMFA: Door module, driver ACSM is added. The crash safety system is controlled by a new control unit: ACSM: crash safety module The ACSM control unit is on the K-CAN. ("ACSM" = Advanced Crash Safety Module or Management) ALBBF and ALBFA are added. 2 new control units for the active backrest width adjustment are added on the PT -CAN. ALBBF: Active seat back width, front passenger seat ALBFA: Active seat back width, driver's seat CA is added. A control unit for comfort access is added on the K-CAN. CA: Comfort Access KGM is added. As of September 2005, the data interface for the buses is the body -gateway module (KGM). The previous data interface for the buses, the safety and gateway module (SGM) has been dropped. The following functions are integrated in the KGM control unit: Data interface for buses Outside door handle electronics Vehicle centre satellite micro-power module IBS: Intelligent battery sensor The IBS is connected via the bit-serial data interface (BSD) to the engine control unit. The IBS has been part of the power supply on the BMW 5-Series since start of series production. FLA is added. A new control unit for the main -beam assistant is added on the K -CAN: FLA: Main-beam assistant For US vehicles: IBOC is added. For US vehicles, a control unit is added to the MOST for analogue and digital radio reception. IBOC: Digital tuner US For Korea vehicles: KNAV is added. A control unit for the navigation system is added for vehicle in Korea. KNAV: Korea navigation system The KNAV control unit is connected to the MOST. A new control unit for the night vision assistant is added on the K-CAN: NVE: night vision electronics MPM dropped. No micro-power module (MPM) on the K -CAN. The KGM control unit performs the functions of the MPM. For US vehicles: RDC is added. For US vehicles, a new control unit added on the K -CAN for monitoring tire pressure has been. RDC: Tyre pressure control

Note. Modifications to the bus structures for the E60 as from 03/2005 From March 2005, the bus structures of the E60 are modified as follows: AHL discontinued: From March 2005, the AHL control unit (adaptive headlights) is integrated into the light module. The light module is connected to the K-CAN and the PT -CAN. The VTG is now also integrated: For the E60 and E61, an all-wheel drive vehicle is available. The control unit for the xDrive on the E60 and E61 is known as the VTG: Transfer case.

Note. Original version: Buses and control units on E60, E61 E63, E64 up to 03/2005 To support the workshops, a description of the previous version of the bus structures on the E60 is also provided

Buses and control units in the E65 and E66

The main buses in the E65 and E66 are called: K -CAN P, K-CAN S, MOST, byteflight , Local CAN, PT-CAN.

Note. Modifications to the bus structures for the E65 and E66 from 03/2005 From March 2005, the AHL control unit (adaptive headlights) is integrated into the light module. The light module is connected to the K-CAN S and the PT-CAN.

Note. Predecessor version: Buses and control units on E65, E66 from 03/2004 To support the workshops, a description of the predecessor version of the bus structures on the E65 and E66 is also provided: SIM and ZGM have been combined to create the SGM. The SGM is the central data interface for all buses and control units. (SIM: safety and information module) (ZGM: central gateway module) (SGM: safety and gateway module)

Note. Original version: Buses and control units on E65, E66 up to 03/2004 To support the workshops, the original version of the bus structures on the E65 and E66 is also available: In the original version, the E65, E66 had the two control units SIM and ZGM. SIM: safety and information module The SIM was the data interface for the control units on the byteflight data bus. ZGM: Central gateway module The ZGM is the central data interface for all buses and control units. > E65 and E66 up to 03/2004: Buses and control units

Buses and control units in the E70

The important buses in the E70 are called: K-CAN, MOST, PT-CAN, F-CAN, FlexRay.

FlexRay is a new communication system that offers extremely efficient, real time data transfer between the electrical and mechatronic components in the vehicle. FlexRay has a data transfer rate of 10 MBit/s.

FlexRay is used for data exchange between the VDM control unit and the shock absorber satellites.

CHAMP: On the US national version, instead of the multi-audio system controller (M-ASK), the Central Headset And Multimedia Platform (CHAMP) operates as the BMW "Professional" radio. In contrast to M -ASK, CHAMP does not have a navigation system.

Buses and control units in the E87

The important buses in the E87 are called: K-CAN, MOST, PT-CAN and F-CAN.

The MOST, the innovation in the bus structure on the E65 and E66, is now also used in the E87.

The central interface for data transmission is the junction box electronics (JBE) in the junction box.

Buses and control units on the E90, E91, E92, E93

The most important buses on the E90 are: K -CAN, MOST, PT-CAN, F-CAN.

The new feature is that the footwell module (FRM) is connected to the PT -CAN. This is because

1. The adaptive headlights are integrated into the footwell module. The adaptive headlights need the high -speed PT-CAN.
2. The longitudinal dynamics management sends the signal for the brake light on the PT -CAN.

Compared with the E87, some new control units are connected to the F -CAN, e.g. LDM and ACC (LDM: longitudinal dynamic management; ACC: active cruise control).

Scheme 272

The power supply on the BMW 5 - and 6-Series is similar to that on the E65. However, the 5- and 6-Series do not have the power module from the E65. A network of hardware and software assumes the role of energy management. The energy management system monitors and controls the vehicle's energy requirements, both during a journey and when stationary.

The energy management system comprises the functions of the electric energy management system and the power management functions contained therein.

From 09/2005, the vehicle electrical system has been modified. No byteflight data bus

This modification means that some control units are discontinued and that some control unit functions are integrated into new control units.

The new body gateway module (KGM) supersedes the safety and gateway module (SGM) previously fitted, the door modules and the micro-power module.

The most important components and functions of the electric energy management system are

1. The intelligent battery sensor (IBS) for continuous measurement of the battery's values.
2. The software of the power management system in the digital engine electronics (DME) or digital diesel electronics and the intelligent battery sensor.
3. The terminal 30g relay, which is actuated by the Car Access System (CAS).
4. The micro-power module (MPM), which is located between the front and rear power distributors. As from 09/2005, MPM function is integrated into the body-gateway module (KGM)

Advantages for the power supply are

1. Precise identification of the battery charge state (SoC: "State of Charge") and battery condition (SoH: "State of Health") by the power management.
2. IBS designed for use with different assembly groups.
3. Reduced off-load current: the consumers on terminal 30g are switched off in a defined manner by the terminal 30g relay.
4. A defined connection between the aluminum front end and the steel bodywork with the GRAV earth point in the engine compartment. The GRAV earth point improves the vehicle's electromagnetic compatibility (EMC).
5. Greater headroom in the rear seat area. The routing of the battery cables in the outer area allows the seats and carpets in the rear of the vehicle to be installed with reduced height.

1. IBS: Intelligent battery sensor The IBS is a mechatronic, intelligent battery sensor with its own microcontroller. The IBS continuously monitors the battery's: terminal voltage charge current discharge current Acid temperature
2. MPM: Micro-power module As from 09/2005, MPM function is integrated into the body -gateway module (KGM) When the vehicle is at rest, the MPM switches individual consumers off, if: off -load current is high when the charge state is critical undervoltage occurs too many "wake -up" circuits are activated in the K-CAN the vehicle fails to go into sleep mode the micro-power module is connected to the K-CAN.
3. Rear power distributor with terminal 30g relay The rear power distributor is installed on the right -hand side of the luggage compartment. The rear power distributor is connected to the positive terminal of the battery, the front power distributor and the external -start support point. The micro-power module (MPM) is supplied with power from the rear power distributor.
4. Terminal 30g relay The terminal 30g relay is actuated by the Car Access System (CAS) and prevents increased off -load current by switching off individual consumers.
5. Power distributor, front The front power distributor is connected to the rear power distributor. The CAS, the starter motor and the KGM are connected to the front power distributor. The body gateway module (KGM) is supplied with power from the front power distributor.
6. Battery cables in outer floor area The battery cable must be monitored on vehicles where the battery cable is installed on the underbody parallel to the fuel line. Depending on the type of vehicle, the battery cable is made from copper or aluminum and insulated with plastic. The insulation is mantled with low -impedance metal braiding. The metal braiding is the monitoring wire. The battery cable is then covered with a second insulation layer made from plastic. This is the external insulation layer. A connection line is provided at both ends of the monitoring line. > up to 09/2005: The battery cables are monitored by the passive safety system ASE (advanced safety electronics) via satellites in the B -pillars. The end of the monitoring wire leads to the left -hand B -pillar satellite. The other end of the monitoring wire leads to the right -hand B -pillar satellite. > from 09/2005: The ASE is superseded by the ACSM ("Advanced Crash Safety Module", usually referred to as the "crash safety module"). The battery cable is monitored by the crash safety module. Both ends of the monitoring wire are connected to the crash safety module.
7. Battery The battery is installed on the right -hand side of the luggage compartment. The battery condition is continuously monitored by the IBS.
8. Starting-aid terminal The starting-aid terminal in the engine compartment is extension of the positive terminal of the battery to an easily accessible point.
9. Ignition starter switch / START/STOP button > Up to 09/2005: The ignition starter switch is located on the right -hand side of the steering column. The ignition starter switch is directly connected to the Car Access System. > from 09/2005: The ignition starter switch is superseded by the START/STOP button and the insert compartment for the remote control.
10. CAS: Car access system The CAS includes the following functions: Terminal control Electronic vehicle immobilizer (EWS) Evaluation of radio signals from remote control The CAS is directly connected to ignition starter switch or insert compartment by wires. The DME / DDE and the starter motor are connected to the CAS. The CAS is part of the K -CAN bus network.
11. DME or DDE: Digital engine electronics or digital diesel electronics The DME/DDE is the engine control unit. The DME/DDE contains the electronic immobilizer (EWS). The DME/DDE is also used as a secondary (backup) data store. The DME/DDE is connected to the powertrain CAN (PT -CAN) data bus to allow it to communicate with other control units in the vehicle.
12. Starter relay The starter relay switches the battery voltage to the starter motor, when > up to 09/2005: The ignition starter switch is in switch position 2, > from 09/2005: The appropriate terminal is activated with the START/STOP button The CAS receives the correct information and transmits this to the DME / DDE via the K -CAN The electronic immobilizer (EWS) actuates the starter relay
13. Starter motor > up to 09/2005: Battery voltage is fed to the starter motor via the starter relay to start the engine when the ignition starter switch is turned to position 2. > from 09/2005 The START/STOP button can be used to switch the terminals in sequence (0, R, 15, R, 0).
14. Alternator When the engine is running, the alternator generates a variable charge voltage for battery charging. The power management system influences the variable charge voltage, depending on temperature and current, by causing the DME or DDE to increase the engine speed.
15. Earth point on lightweight aluminum front end The earth point on the lightweight aluminum front end (GRAV) is the place where steel body has its earth connection.

The power supply system comprises the following functions

1. Electric energy management
2. Power management
3. Variable charge voltage
4. Idle -speed increase
5. Reduction of load peaks
6. Consumer shutdown
7. Off -load current monitoring
8. Terminal 30g relay

Electric energy management

The electric energy management monitors and controls the vehicle's energy requirements. The monitoring and control functions are performed by the interconnection of various components. The energy management links functions, signals and maps for generating and outputting control signals.

1. Components of the energy management system: Battery Intelligent battery sensor (IBS) Bit-serial data interface (BSD) DME or DDE Engine Power management (microcontroller) Micro -power module (MPM) From 09/2005, MPM function is integrated into the body -gateway module (KGM) Alternator Terminal 30g relay Consumers on terminal 30/terminal 30g
2. Function/systems involved in energy management: Power management Car Access System (CAS)
3. Signals/characteristic curves in energy management system: Current flow to consumers Increased idling speed Battery charge current Nominal value for charge voltage Reduced fuel consumption Terminal 15 wake-up wire

Power management

The power management is on the one hand part of the electrical energy management system. Power management is software stored in the DME or DDE and in the intelligent battery sensor that is used for controlling the vehicle's energy requirements.

Power management comprises the functions controlled by the software in the DME / DDE and in the IBS

1. Variable charge voltage for the battery by adapting the charge voltage from the alternator to that required by the battery
2. Increased idling speed to boost the alternator's output
3. Reduction of load peaks through power reduction when the vehicle's electrical system is unable to provide the energy needed (vehicle electrical system deficiency)
4. Auxiliary consumers switched off via CAN messages when engine has reached its limit of starting capability
5. Off -load current monitoring

Power management links the input signals with the characteristic curves stored in an EPROM (Erasable Programmable Read-Only Memory) and generates the output signals to control energy requirements.

1. Power management components: DME or DDE EPROM Microcontroller
2. Power management input signals: Battery voltage (U) Current (I ±) Temperature (T)
3. Characteristic curves Battery voltage (U) Current (I ±) Temperature (T)
4. Output signals Idle -speed control Nominal value for charging voltage Auxiliary consumer shutdown Load peak reduction

Power management registers the battery charge state and the battery condition.

1. Battery charge balance The charge balance of the battery is determined by the charge quantity flowing into and out of the battery. Two counters are provided in the power management to give a running balance of the battery's charge state. One of the counters counts the charge quantity taken up by the battery. Another counter counts the charge quantity discharged from the battery. At the factory, the counters are calibrated for the battery fitted. The IBS transmits the data to power management in the DME / DDE. Data is transmitted via the bitserial data interface (BSD). The difference between the two charge levels is the battery charge state (SoC: "State of Charge"). Following an engine shutdown, the power management computes the current battery charge state for the next engine start.
2. Battery condition The battery condition (SoH: "State of Health") is derived from the drop in battery voltage and the current drawn during engine start. These data are measured by the IBS during the starting procedure. The average value of the starting current in the start phase and the value of the voltage dip are transmitted to the DME / DDE via the bit - serial data interface (BSD). The starting procedure is indicated to the IBS by currents greater than 200 amperes (A). The "engine running" signal is output by the DME / DDE as soon as the engine starts. The power management system calculates the battery's internal resistance from the average value of the starting current and the value of the voltage dip. Conclusions about the battery's condition can be drawn from its internal resistance.

Variable charging voltage

The variable charging voltage for the battery ensures that an optimal battery charge state is maintained, even in unfavorable driving situations. Unfavorable driving situations are, e.g. city traffic and driving in congested traffic.

The charging voltage varies, depending on

1. Battery temperature and
2. Consumer current.

Battery temperature

The temperature-dependent adjustment of the battery charging voltage prevents an undesirable increase of the battery temperature during recharging.

Moreover, the battery temperature remains lower, even at higher ambient temperatures. This reduces the amount of gas generated during charging and the amount of distilled water consumed.

Consumer current

The level of consumer current is measured by the IBS and transmitted to the power management via the bit -serial data interface (BSD). From this, the power management derives the charging voltage level to be generated by the alternator. This charging voltage nominal value, as derived by the power management, determines the level of the charging voltage generated by the alternator. This determines the battery charge current, which in turn influences the battery charging process, and ultimately the vehicle's consumer current.

Idling speed increase

The idling speed of the engine is raised by the DME / DDE to 750 RPM if the specified battery charging voltage level is not achieved.

The idling speed is raised when

1. the alternator is at full capacity and
2. the battery charge state is too low.

Load peak reduction

If the charge state of the battery does not improve, even after the idling speed has been increased, the peak load in the vehicle electrical system is reduced. The peak load reduction is achieved by the following actions

1. Pulsing the load with pulse width modulation (PWM) signals In this process, consumers (e.g. the electric auxiliary heater) are switched on and off for defined times. To pulse the electric auxiliary heater, the power management outputs a PWM signal in the DME / DDE, depending on the energy available. The PWM signal contains the information for the maximum switch -on power available for the electric auxiliary heater. The frequency of the PWM signal is fixed at 160 Hertz (Hz).
2. Power draw reduced to a certain percentage.
3. Individual consumers are switched off in extreme situations when the power reduction achieved through pulsing and reduced consumption is insufficient.

The load on the vehicle electrical system is reduced according to the table

POWER REDUCTION REFERENCE

Consumer shutoff

Consumers are switched off according to different criteria and are split into the following categories

1. Convenience consumers Heated rear window Seat heating Steering wheel heating The convenience consumers are automatically switched off when the engine is switched off. The convenience consumers can only be switched on again after the engine has been restarted.
2. Legally prescribed auxiliary consumers Parking lights Hazard warning lights Legally prescribed auxiliary consumers must still be operational when the engine has been switched off, as long as this is possible. These auxiliary consumers are not deactivated, even if the battery's limit of starting capability has been reached.
3. Auxiliary consumers independent heating Independent ventilation Communications components Displays Terminal 30g Telematic services The auxiliary consumers listed can still be switched on after the engine has been switched off. The auxiliary consumers are automatically switched off when the battery reaches its limit of starting capability. A CAN message from the DME / DDE prompts the shutdown.
4. System-related run-on Electric radiator fan System-related run-on components can remain operational for a certain time after the engine has been switched off.

Off-load current monitoring

If the vehicle is out of use (from 68 minutes after terminal R OFF) and the battery current exceeds 80 milliamperes (mA) (default setting), a fault memory entry is stored in the DME / DDE.

Terminal 30g relay

The terminal 30g relay prevents a higher off-load current, e.g. one caused by a defective consumer, with a predefined consumer shutoff. The terminal 30g relay is actuated by the CAS. The "g" indicates that terminal 30g is an active terminal.

The connections that are switched on and off through the terminal 30g relay are shown on the system circuit diagram.

Scheme 273

The Car Access System (CAS) controls access to the vehicle.

The CAS control unit is the master control unit, e.g. for the following systems

1. Electronic immobilizer
2. Central locking system
3. Comfort Access
4. Electronic steering lock
5. Power windows

The CAS is constructed differently in the various model series.

E60, E61, E63, E64 until 09/2005

The CAS and the ignition starter switch are 2 separate components.

On the E87, E90, E91, there is no longer an ignition starter switch or conventional ignition key. The insert compartment and START/STOP button, similar to those on the E65, are new features.

The CAS consists of the following components

1. CAS control unit The CAS control unit is the master control unit for a number of systems. The CAS control unit is connected directly to the K -CAN (Body CAN).
2. Ignition starter switch > E60, E61, E63, E64 up to 09/2005 The ignition starter switch switches the individual terminals of the ignition lock. Four Hall sensors are installed in the ignition starter switch. The Hall sensors read out the terminal status. The signals are forwarded to the CAS control unit.
3. START/STOP button and insert compartment The ignition switch has been replaced by the START/STOP button and the insert compartment for the remote control.
4. Electronic steering lock The electronic steering lock replaces the conventional mechanical steering lock. The electronic steering lock replaces the conventional mechanical steering lock. The electronic steering lock is located directly on the steering column. The electronic steering lock consists of a drive with gearing and locking pin. Electromechanical unlocking and locking is controlled by the CAS.

The CAS comprises the following functions

1. Terminal control
2. Comfort start
3. Control of the electronic steering lock
4. Remote control for central locking system
5. Centralized control of the central locking system
6. Centralized control of the power windows
7. Central control for CA (Comfort Access)
8. Waking of the MOST via the K CAN for a telematics service
9. Centralized data source for the vehicle order and redundant data storage for vehicle data

Terminal control

The CAS controls the following terminals via the ignition lock or START/STOP button and insert compartment as follows

1. Terminal R To maintain the starting capability of the vehicle, the CAS shuts down terminal R automatically. if the driver's door is opened and closed and no seat occupancy is detected, terminal R will be switched off after 16 minutes.
2. Terminal 15 The CAS controls terminal 15 (= active positive) for all electrical systems.
3. Terminal 15 wake-up wire When terminal 15 is switched on, the control unit on the PT-CAN are activated by the wake-up wire.
4. Terminal 50L and 50L_RS During the starting operation, terminal 50L is connected to the starter. Terminal 50R_LS is connected to the SMG control unit for clutch control.
5. Switched terminal 30g Some consumers (e.g. SZM, CVM) are now on terminal 30g rather than directly on terminal 30. Terminal 30g is switched by the CAS. Shutting down the consumers on terminal 30g reduces the off -load current.

Convenient-start system

1. > E60, E61, E63, E64 up to 09/2005

The starter is only activated until the engine is running.

If the engine does not start, the starting procedure is aborted after approximately 30 seconds. When the engine is already running, the starter motor is prevented from starting up again (if the ignition key is turned again).

The CAS holds the rolling code for the electronic immobilizer (EWS). This rolling code is transferred between the CAS and the DME or DDE control unit. The DME control unit or DDE control unit does not enable the ignition or fuel injection until a valid rolling code (authorized ignition key) is detected.

1. > E87, E90, E91 and E60, E61, E63, E64 from 09/2005

The starting procedure begins when the START/STOP button is pressed. The starter is only activated until the engine is running. If the engine does not start, the starting procedure is aborted after approximately 60 seconds. Only the driver's commands are picked up by the START/STOP button. The starting procedure is controlled by the CAS control unit.

The CAS will only carry out an engine start if all start conditions have been met. If a condition ceases to be met during the starting procedure, the starting procedure will be aborted.

Control of the electronic steering lock

1. > E87, E90, E91 and E60, E61, E63, E64 from 09/2005

After authentication by the CAS, current is applied to the electronic steering lock. Only at this point can the lock be unlocked or locked.

The engine may only be started if the electronic steering lock has been unlocked and secured.

The electronic steering lock can only be locked when the vehicle is stationary and the engine has been stopped. If no unlocking procedure or locking procedure is carried out, the electronic steering lock is rendered free of current and deadlocked.

Remote control for central locking system

The remote control is used to operate the central locking and various additional functions.

The radio signals from the remote control are received by the remote control receiver and transferred to the CAS control unit.

Radio transmission of the remote control commands is encoded using a rolling code. This encoding rules out any possibility of manipulation.

The CAS manages the rolling codes of up to 10 remote controls.

During the vehicle unlocking procedure, the rolling code stored in the remote control is sent to the CAS. The CAS assigns a personal ID code to every remote control.

The CAS can assign up to 4 personal ID codes. If there are more than 4 remote controls, personal ID codes are assigned more than once. Which personal ID code is assigned to which remote control can be chosen at will.

The personalization number controls the defaults encoded in the key memory. The CAS transfers the personalization number to the control units on the data buses. The settings for the key memory are stored in the relevant control units.

Centralized control of the central locking system

The CAS control unit is the master control unit for the central locking system.

Depending on the control request, the CAS decides whether the central locking should be unlocked, locked or deadlocked.

1. > E60, E61, E63, E64 up to 09/2005

The central locking system for the front doors is controlled by the door modules (driver's side door module and passenger's side door module). TMFA stands for driver's door module. TMBF stands for front -passenger door module.

The central locking of the rear doors, the tailgate, the rear window (E61 only) and the fuel filler cap is actuated by the body basic module (KBM). The appropriate commands are delivered on the data buses.

1. > E60, E61, E63, E64 from 09/2005

The central locking of the front doors is controlled by the body gateway module (KGM). The door modules and the byteflight are discontinued.

The central locking of the rear doors, the tailgate, the rear window (E61 only) and the fuel filler cap is actuated by the body basic module (KBM). The appropriate commands are delivered on the data buses.

1. > E87, E90, E91

The central locking of the doors, the tailgate, the rear window (E91 only) and the fuel filler flap is actuated by the junction box electronics (JBE) and by the footwell module (FRM).

Centralized control of the power windows

The CAS is the master control unit for the power windows.

Because of the various national versions, the functions of the power windows are heavily dependent on the encoding.

1. > E60, E61, E63, E64 up to 09/2005

The power windows in the front doors are actuated by the door modules (TMFA and TMBF).

The window lifters for the rear doors are actuated by the body basic module (KBM). The appropriate commands are delivered on the data buses.

1. > E60, E61, E63, E64 from 09/2005

The power windows in the front doors are controlled by the body gateway module (KGM). The door modules and the byteflight are discontinued.

The window lifters for the rear doors are actuated by the body basic module (KBM). The appropriate commands are delivered on the data buses.

1. > E87, E90, E91

The power windows in the doors are actuated by the junction box electronics (JBE) and by the footwell module (FRM).

Central control for CA (Comfort Access)

With Comfort Access, an ID transmitter is needed instead of the usual remote control.

The ID transmitter also performs standard remote control functions.

Comfort Access can be used to carry out the following functions

1. Passive Entry Opening the vehicle or luggage compartment without actively using the ID transmitter
2. Passive Go Engine start without actively using the ID transmitter
3. Passive Exit Closing the vehicle without actively using the ID transmitter

The CAS control unit is the master control unit for all functions carried out via Comfort Access. Vehicles with Comfort Access are fitted with a CA control unit.

Waking of the MOST via the K CAN for a telematics service

The telephone control unit wakes up cyclically in order to check for receipt of a new request from the telematics (e.g. an SMS text message to switch on the auxiliary heating).

The MOST network is a closed ring only. For it to work, all bus participants in the MOST network must be "awake".

As a control unit in the MOST network, the telephone control unit is not able to wake the MOST.

The CAS sends the trigger signal from the telephone control unit via the K -CAN to wake the multi-audio system controller (M-ASK). The M-ASK then wakes the MOST. Only now can the telephone control unit check whether a telematics service needs to be executed.

Centralized data source for the vehicle order and redundant data storage for vehicle data

The vehicle order is stored in the CAS. The vehicle order describes the vehicle model, the national version and the items of optional equipment.

The following data is stored in the CAS redundantly with the instrument cluster

1. Vehicle identification number
2. Odometer reading
3. Data for Condition Based Service (CBS)

The vehicle identification number and odometer are used to prevent manipulation. CBS data are important for regular servicing. CBS data must not be lost.

CBS data are updated in the ignition key or remote control within a driving cycle.

A driving cycle is defined by

1. First updating carried out if: Terminal 15 ON and speed above 50 km/h at least once and from 09/2005: once over 41 km/h and speed drops back to below 30 km/h from 09/2005: below 39 km/h
2. The data is updated again if: Distance driven exceeds 10 km and speed above 50 km/h at least once and from 09/2005: once over 41 km/h and speed drops back to below 30 km/h from 09/2005: below 39 km/h

In addition, a concealed service function can be used to update the CBS data on the ignition key or remote control

1. Insert remote control -> Press and hold down central locking button -> Switch terminal 15 on

Scheme 274

The system network of the E60, E61, E63, E64 will change as from 09/2005.

As a result of the change, some control units will no longer be installed and some control unit functions will be integrated in new control units.

The new body-gateway module (KGM) replaces the safety and gateway module (SGM), the door modules and the micro-power module installed to date.

The body-gateway module (KGM) combined many functions in one control unit.

Control functions for following systems are integrated in the body-gateway module

1. Exterior mirrors
2. Entrance light, front
3. Power windows, front
4. Micro-power module
5. Servotronic
6. Central locking, front

Depending on the equipment configuration, the body -gateway module can control the following functions or register signals (in alphabetical order)

1. Door mirrors The body-gateway module (KGM) controls the functions of the outside mirrors in the basic version and with optional additions. Basic version of outside mirror (only mirror heating and mirror adjustment) The body-gateway module directly activates the motors for horizontal and vertical mirror adjustment. The body-gateway module directly actuates the mirror heating. Outside mirror with optional equipment (mirror memory, automatic curb viewer, electrochromatic outside mirror, mirror folding function, courtesy lighting) The body-gateway module controls the control electronics in the outside mirror via the LIN -bus if the outside mirror is equipped with one of these items.
2. Bistable relay The bistable relay and micro-power module have been integrated in the body-gateway module. In the event of closed-circuit current transgressions, the body -gateway module disconnects the electric loads from terminal 30g -f via the bistable relay (closed -circuit current transgression: when the vehicle does not assume the rest status). The following electric loads are connected to terminal 30g -f (power supply, front, fuses F34 to F41): CA: Comfort Access CDC: CD changer JNAV or KNAV: Navigation system Japan or navigation system Korea COMBI: Instrument cluster M-ASK / CCC: Multi-audio system controller / Car Communication Computer SZL: Steering column switch cluster TCU or ULF: Telematics Control Unit or universal charging and hands -free device Switch-on conditions: The bistable relay is activated (contact closed) under one of the following conditions: Connecting the battery Unlocking the vehicle Change in status of door contacts or boot lid Terminal R ON Conditions required for switch-off: A CAN message requests the loads to switch off if the closed -circuit current is too high and the starting capability limit of the battery is reached (afterrunning time approx. 2 minutes). If the closed -circuit current is still too high after the afterrunning time has elapsed, a reset is performed for approx. 10 seconds prior to final shut -down. This reset is performed to eliminate any malfunctions in the control units connected to the bistable relay. The closed-circuit current is monitored again after the reset. The bistable relay is no longer activated (contact opened) if there is still a closed -circuit current transgression. Shut-down or reset is entered in the info memory of the body -gateway module.
3. CAS: Car Access System The CAS controls the access options to the vehicle. The CAS control unit is, amongst other things, the master for the central locking system, the electronic immobilizer and the electrical steering lock. The CAS is connected via the K-CAN to the body-gateway module (KGM).
4. Door entry lighting Control of the door entry lighting at the front is distributed over two control units (KGM, KBM). The basic body module (KBM) is the master control unit for the door entry lighting. The KBM sends a CAN message to the body - gateway module (KGM). In turn, the KGM activates the door entry lights at the front (driver's and passenger's side). The door entry light is located in the bottom area of the front door. The door entry lighting illuminates the ground outside the vehicle in the area of the front door. The door entry lighting switches on or off when the front door is opened or closed.
5. Electrochromic rear-view mirror The electrochromatic rear-view mirror has 2 sensors that measure incident light from the front and the rear. A voltage signal is output (the strength of which depends on the difference in intensity between the light from the front and the rear) if the light from the rear is more intense. The greater the voltage signal the more the interior rear -view mirror and the outside mirrors are darkened. The body -gateway module (KGM) receives the voltage signals. The electrochromatic outside mirrors are controlled by the KGM via the LIN bus. Signal path: Electrochromic interior rear -view mirror -> direct cable -> KGM -> LIN-bus -> Electrochromic outside mirror
6. Energy history memory The energy history memory is important for energy diagnosis. The energy history memory records vehicle operating cycles, e.g. every time control units are woken or wake up, sleep mode is prevented etc. The vehicle operating cycles are stored together with the kilometer reading, time and cause, making it possible to identify the defective control unit in the case of closed -circuit current transgressions.
7. Front power windows All the power windows can be operated via the switch cluster in the driver's door. The body -gateway module (KGM) controls only the front power windows. The rear power windows are controlled by the basic body module (KBM). The car access system (CAS) is the master control unit for the power window function. The KGM is connected to the CAS via the K-CAN. The KGM evaluates the signals from the front power window switches and the signals from the switch cluster in the driver's door. The KGM controls and monitors the front power windows. The KGM receives signals from following components: Power window switches in the switch cluster in the driver's door (via LIN -bus) Power window switch in the front passenger door The power window switch is connected directly to the KGM. Hall sensors in the power -window motors 2 Hall sensors are integrated in each of the power window motors at the front. The direction of rotation, speed and position can be determined through these. Remote control (auto-remote opening and auto-remote closing) The windows and slide/tilt sunroof can be opened and closed with the remote control. The radio signals from the remote control are received by the remote control receiver and transferred to the CAS control unit. The CAS is connected to the KGM via the K-CAN. The KGM controls following actuators: Power window motor in the driver's door Power window motor in the front passenger's door
8. Gateway (= date interface) The KGM is the data interface for following bus systems: Body CAN Powertrain CAN LIN -bus The diagnostic cable is connected to the KGM.
9. Driver's door switch cluster The driver's door switch cluster is connected to the KGM via the LIN -bus (LIN-bus stands for "Local Interconnect Network Bus"; KGM stands for "Body -gateway module"). All the power windows as well as the outside mirrors can be operated via the switch cluster in the driver's door. Child safety lock switch The child safety lock is activated/deactivated by the child safety lock switch in the switch cluster. The child safety lock inhibits operation of the rear power windows via the rear power window switches. The child safety lock of the power windows is controlled by the CAS. The KGM only reads in the status of the child safety lock switch and activates the LED in the child safety lock switch (LED ON = child safety lock activated).
10. Servotronic valve The body-gateway module (KGM) control the Servotronic valve. The Servotronic controls the degree of assistance provided by the hydraulic steering as a function of the vehicle's speed. The flow of hydraulic fluid is restricted to a greater or lesser extent depending on how the Servotronic valve is actuated. Restriction of the flow depends on the current actuating the Servotronic valve. The Servotronic valve is activated only when the engine is running. NOTE: On vehicles with active steering. In connection with the option SA 217 "Active steering", the control unit for the active steering activates the Servotronic valve.
11. Door contacts (Hall sensors) The KGM receives signals from the door contact of the driver's door and from the door contact of the passenger's door. The KGM makes available the signals to other bus users in the system network. The antitheft alarm system (DWA), for instance, requires the signals for the purpose of monitoring the doors.
12. Courtesy lighting The courtesy lighting is integrated in the outside mirror. The request to switch the courtesy lighting on and off is sent in the form of a CAN message from the basic body module (KBM) to the KGM. The body -gateway module (KGM) actuates the courtesy lighting via the LIN -bus. The courtesy lighting switches on when the door is unlocked via the remote control. The courtesy lighting also switches on every time the door is opened. After closing the door, the courtesy lighting switches off via an automatic timing function. The courtesy lighting is no longer activated as from terminal R ON.
13. Central locking, front Control of the central locking is distributed over three control units (CAS, KGM, KBM). The car access system (CAS) is the master control unit for the central locking. The body -gateway module (KGM) controls the central locking of the front doors. The body basic module (KBM) controls the remaining central locking functions. The KGM receives signals from following components: Central locking button The central locking button allows the vehicle to be locked/unlocked from the passenger compartment. The fuel filler flap is not locked. The central locking button is located in the centre console between the central air vents. Signal path: Central locking button -> Direct cable -> CAS -> K-CAN -> KGM Remote control The remote control can be used to unlock and lock/deadlock the vehicle via an interface. The radio signals from the remote control are received by the remote control receiver and transferred to the CAS control unit. Signal path: Remote control -> Remote control receiver -> Direct cable -> CAS -> K-CAN -> KGM Driver's door lock barrel The driver's door lock barrel allows manual locking/deadlocking and unlocking of the vehicle. If the vehicle's electrical system fails, the driver's door can be unlocked manually using the key integrated in the remote control. The KGM controls activation of all central locking drive units at the front. Two motors for the central locking drive units are integrated in each door lock (high -speed motors with connected gear unit). The locking mechanism can be brought into the following position by the motors: Lock: The door can still be opened from the inside Deadlock: The door cannot be opened from the inside or from the outside Unlock: The door can be opened from the inside and outside

Scheme 275

Electric exterior mirrors are fitted as standard to the driver's and front -passenger door.

The exterior mirrors are adjusted centrally at the switch block in the driver's door. The switch block is connected to the LIN bus.

The following optional extras are available

1. Electrochromic interior mirror and electrochromatic exterior mirrors (option 430)
2. Driver's mirror memory in conjunction with seat memory (option 459)
3. Lights package with courtesy lighting in the exterior mirrors (option 563)

The driver's mirror memory is controlled by the driver's seat module (SMFA).

1. > Up to 09/2005

The exterior mirrors are actuated by the driver's door module (TMFA) and by the front -passenger door module (TMBF).

The door modules communicate with each other on the byteflight.

1. > From 09/2005

The door modules and the byteflight are discontinued. The body gateway module (KGM) actuates the exterior mirrors.

In the basic equipment specification, the exterior mirrors are electrically adjusted and heated.

With the special equipment listed above, the exterior mirrors are connected to the body gateway module (KGM) via the LIN bus.

The electrochromatic interior mirror is likewise connected to the KGM.

The following components deliver an input signal for the electrical adjustment of the exterior mirrors

1. Driver's door switch block The two exterior mirrors are operated from the driver's door switch block. The switch block is connected via a LIN bus on the driver's door module (TMFA) (LIN = Local Interconnect Network). > from 09/2005 The driver's door switch block is connected to the body gateway module (KGM) via the LIN bus (LIN = Local Interconnect Network).
2. Position potentiometer in exterior mirror The mirror glass is adjusted horizontally and vertically by separate motors. The position of the motors is detected by potentiometers. > up to 09/2005 The position is sent to the relevant door module. > from 09/2005 Information about the position is sent to the body gateway module.

The following control units are involved in the operation of the exterior mirrors

1. TMFA and TMBF: Driver's door module and front passenger door module > up to 09/2005 The door modules control the exterior mirrors. The driver's door module (TMFA) receives the operation request for the exterior mirrors from the switch block in the driver's door. > from 09/2005 The body gateway module actuates the exterior mirrors: The door modules and byteflight are discontinued.
2. SGM: Safety and gateway module > up to 09/2005 The safety and gateway module (SGM) forms the gateway between K -CAN and byteflight.
3. Body gateway module > from 09/2005 The body gateway module (KGM) is the central gateway in the bus system. The KGM actuates the exterior mirrors.
4. SMFA: Seat module, driver The driver's seat module (SMFA) activates the seat memory and the driver's mirror memory. The message is sent to the door modules on the K-CAN.
5. SH: Independent heating The independent heating control unit uses the K -CAN to report independent heater operation. Exterior mirror heating is activated during independent heater operation.

The following information is also required

1. EGS or LM: Electronic transmission control (with automatic transmission) or light module (with manual transmission) The reverse -gear signal is delivered by the transmission control (PT -CAN) or the light module (K-CAN). The reverse-gear signal is required for the automatic parking function.
2. AHM: Trailer module The trailer module (AHM) sends a signal indicating whether or not the vehicle is towing a trailer. The automatic parking function is deactivated if a trailer is detected.

The following motors are controlled to provide the exterior mirror functions

1. Motors for adjusting the mirror glass horizontally and vertically One motor adjusts the mirror glass horizontally, another adjusts the mirror glass vertically. The mirror is adjusted by reversing the motor's direction of rotation.
2. Motor for folding in the mirrors The exterior mirror consists of a mirror base and mirror body. The motor for folding the mirror body in and out is fitted in the mirror base. The mirror is folded in and out by reversing the motor's direction of rotation.
3. Mirror heating The mirror heating defrosts the mirror glass in the exterior mirrors.

The exterior mirrors have the following functions

1. Horizontal and vertical adjustment
2. Folding in and out
3. Mirror heating
4. Automatic parking aid
5. Mirror memory, driver
6. Safety functions
7. Electrochromic exterior mirrors

Horizontal and vertical adjustment of the exterior mirrors

It is possible to adjust the exterior mirrors from terminal R ON. Other conditions are: Door module or body gateway module active (not in Sleep mode), consumer cutoff not active.

The exterior mirrors can be adjusted in the horizontal and the vertical from a button pad (4 arrows = 4 directions). The button pad is located in the switch block in the driver's door. A slide switch switches between the driver's side and the front-passenger side.

It is only possible to adjust the mirror in either the horizontal or the vertical at any one time. Diagonal adjustment is not possible.

Adjustment is not possible with the exterior mirrors folded in.

The exterior mirror is moved as far as the mechanical stop while the button pad is pressed down in a certain direction.

The adjustment time is limited to a maximum of 10 seconds to protect the motors and the mechanisms. Once the maximum adjustment time has elapsed, it is not possible to adjust the exterior mirrors for another 10 seconds.

Folding in and out

The mirror bodies are folded in to the side window and pivoted upwards to reduce the width of the vehicle.

It is possible to fold the exterior mirrors when terminal R ON. Other conditions are: Door module or body gateway module active (not in Sleep mode), consumer cutoff not active.

It is not possible to fold the mirrors at speeds above 20 km/h.

Mirror folding is initiated by pressing a button in the driver's door switch block (for driver and front -passenger side). Pressing the button again after the mirror has folded in or out folds it back again in the opposite direction. An anti - repeat circuit has been integrated to prevent frequent folding of the mirrors (see " SAFETY FUNCTIONS ").

If the mirror body has been disengaged from the mirror base by an external force, the next time the button is pressed, each mirror body is moved in the "fold in" direction. The motor of the disengaged mirror body is controlled by lock detection until the mirror body engages in the mirror base. It is then necessary to press the button once or twice for synchronization purposes (position of the mirror body and position of the mirror folding motor). The exterior mirrors are folded out again the next time the button is pressed.

Mirror heating

The heat output (percentage switch-on time) is controlled automatically. The heat output depends on ambient temperature and wiper intensity. If the wipers are operating, the heat output is increased to ensure reliable defrosting of the mirror glass.

Mirror heating is operational from terminal 15 ON.

Mirror heating is deactivated under the following conditions

1. Terminal 50 ON (load cut -off)
2. Supply voltage below 10.8 V (switch-on at 11.6 V)
3. Activation of an exterior mirror memory position

With the independent heating option

The exterior mirrors are also heated when the independent heating is switched on even if terminal 15 is off.

Signal path up to 09/2005

Independent heating control unit -> K-CAN -> Safety and gateway module (SGM) -> byteflight -> Door modules -> Exterior mirrors.

Signal path from 09/2005

Control unit independent heating -> K-CAN -> Body gateway module (SGM) -> Exterior mirrors.

Automatic parking function

The automatic parking function is only available in conjunction with the "Driver's mirror memory" option.

To improve the view of the curb, the mirror glass of the exterior mirror on the front -passenger side is folded downwards.

This function can only be performed under the following conditions

1. Slide switch for controlling the exterior mirrors set to the "driver's door" position
2. No trailer coupled to the vehicle

The automatic parking function is activated

1. If terminal 15 ON
2. 1 second after reverse gear is engaged

The automatic parking function is deactivated (mirror glass reverts to original position)

1. If terminal 15 OFF
2. If the slide switch for controlling the exterior mirrors is set to the "front -passenger door" position
3. When reverse gear is disengaged

Manual control of the exterior mirrors is inhibited when the automatic parking aid is activated. The automatic parking function works regardless of whether the driver's door is open or closed.

Mirror memory, driver

The driver's mirror memory is an option and is part of the seat memory/steering column memory system.

The current positions of the exterior mirror on the driver's side and the front -passenger side are stored by

1. Memory buttons on the driver's seat control panel
2. Remote control with Key Memory

Each time the vehicle is locked, the current mirror position is stored in the memory of the remote control that is currently being used. This means that the mirrors are always adjusted to the last position when the vehicle is unlocked (depending on the remote control used).

Pressing a memory button interrupts an adjustment activated by Key Memory.

Manual setting using the button pad in the driver's door switch block interrupts any adjustment initiated by a memory function.

The mirror memory function is independent of the terminal status.

Safety functions

1. Obstruction detection for mirror fold -in function: The door modules or the body gateway module (from 09/2005) have an obstruction detection circuit as protection against overloading. If the drive is blocked, the current flow in the engine increases. The control units compare the starting current in normal operating mode with the current in the obstructed drive. An obstruction is detected by any difference in the current. The motor is no longer driven.
2. Anti -repeat circuit: To provide overheating protection for the motor the mirror folding function is locked after it has been working for a total of 45 seconds. If the anti-repeat circuit is active, the exterior mirrors can be unfolded once more.
3. Undervoltage shutdown: > up to 09/2005 The power supply to the exterior mirrors is monitored in the door module. All exterior mirror functions are locked if the voltage drops below 8.5 V. The functions are available again when the voltage rises above 9 V. > from 09/2005 The exterior mirrors and the driver's door switch block have a direct power supply.

Electrochromic exterior mirrors

Electrochromic exterior mirrors automatically dim the mirror glass if a source of light from the rear is detected.

The electrochromatic interior mirror has 2 sensors that measure incident light from the front and the rear. A voltage signal is output (the strength of which depends on the difference in intensity between the light from the front and the rear) if the light from the rear is more intense. The greater the voltage signal, the more the mirror glass is dimmed.

1. > up to 09/2005

The electrochromatic exterior mirrors are directly controlled by the electrochromatic interior mirror.

1. > from 09/2005

The electrochromatic interior mirror is connected to the body gateway module (KGM). The KGM actuates the electrochromatic interior mirror via the LIN bus.

Scheme 276

The power windows for raising and lowering the side windows are designed as a cable lift drive.

Up to 09/2005, the power windows for the front doors are actuated by the door modules (driver's door module TMFA and front-passenger door module TMBF). The power windows in the rear doors are actuated by the body basic module (KBM).

1. > From 09/2005

The door modules are discontinued. The power windows on the front doors are actuated by the body gateway module (KGM).

The E63 has no power windows at the rear.

On the E64 the rear power windows have no anti -trap circuit. The rear power windows can also not be operated from the rear seat area.

The Car Access System (CAS) controls the enabling and locking of the power window actuation depending on

1. Terminal status
2. Status of door contacts
3. Country-specific encoding

In addition, the convenience operation of the power windows (convenience opening/closing) is controlled by the CAS control unit.

The following components supply an input signal for the power windows function

1. Switch block in driver's door > up to 09/2005 All the power windows can be operated via the switch block in the driver's door. The switch block is connected via a LIN bus on the driver's door module TMFA (LIN = Local Interconnect Network). > from 09/2005 The switch block is also connected to the body gateway module (KGM) via the LIN bus.
2. Power window switch in front -passenger door, power window switch in rear doors The passenger door and the rear doors (not on the E63, E64) are each equipped with their own power window switch.
3. Door contacts of all doors The door contacts are analyzed to detect the status of the doors (OPEN or CLOSED). In the event of a faulty door contact, a closed door is assumed.
4. Hall sensors in power window motors Two Hall sensors are integrated in the power window motor (not E63 or E64). The direction of rotation, speed and position can be determined through these.

The following control units are involved in the operation of the power windows

1. CAS: Car Access System The CAS control unit is the master control unit for the functioning of the power windows. The commands are transmitted via the K-CAN.
2. SGM: Safety and gateway module > up to 09/2005 The safety and gateway module (SGM) forms the gateway between K -CAN and byteflight.
3. TMFA and TMBF: Driver's door module and front -passenger door module > up to 09/2005 The door modules are a component of the passive safety system ASE (= Advanced Safety Electronics). The door modules (TMFA and TMBF) actuate the power windows in the front doors.
4. KGM: Body gateway module > from 09/2005 The door modules and byteflight have been discontinued. The body gateway module (KGM) actuates the power windows in the front doors. Moreover, the KGM is the central gateway in the bus system.
5. KBM: Body basic module The body basic module (KBM) controls the power windows in the rear doors (not on the E63). The body basic module is linked to the safety and gateway module (SGM) and to the CAS control unit by means of the K -CAN.

The following actuators are controlled for the operation of the power windows

1. Power window motors There is a DC motor in each door which drives the power windows. The power window motors for the front doors are controlled by the door modules. The power window motors for the rear doors are controlled by the body basic module (KBM) (not on the E64).

The power windows comprise the following functions (described as for the E60)

1. Opening and closing
2. Convenience opening and closing
3. Emergency closing and panic mode
4. Childproof locks
5. Repeat lock
6. Anti -trap circuit (not on the rear power windows on the E64)
7. Load cut -off

Opening and closing

The power windows may be operated from terminal R ON. When terminal R is OFF the power windows can still be operated for a further minute (encoded in the CAS for deactivation of off -load current violation).

The power windows cannot be operated if one of the front doors is open (dependent on coding).

The side windows can be opened and closed using the following control units

1. Switch block in the driver's door
2. Power window switch in the front -passenger door or in the rear doors
3. Remote control
4. Driver's door lock cylinder

All the power window switches have two switch levels in either operating direction.

At the first switch level, the side window is opened or closed all the while the switch is pressed.

At the second switch level, the side window is opened or closed fully even after the switch has been released (one-touch opening and closing).

The power window drive runs at higher speed during one-touch opening or closing.

One-touch opening/closing is only possible with the anti-trap function activated.

To ensure that the side windows are securely closed, the power window motors are briefly moved to the locked position (mechanical final stop) end in the upper stop.

Convenience opening and closing

This convenience function is controlled by the CAS control unit via the door modules or the body basic module (KBM).

Convenience opening and can be triggered using the remote control or the driver's door lock cylinder.

Convenience closing is activated when

1. The remote control button remains pressed and held after locking/deadlocking
2. The mechanical key is kept in the "Lock" door lock position.

Convenience opening is similarly activated via the unlocking button on the remote control or using the mechanical key in the "Unlock" door lock position.

The sequence for convenience opening is as follows

1. Both front power windows
2. Both rear power windows after a delay
3. Sliding/tilting sunroof after a time delay

Convenience closing is performed in the following order

1. Both rear power windows
2. Both front power windows after a delay
3. Sliding/tilting sunroof after a delay

The convenience function is stopped if the command is interrupted.

Emergency closing and panic mode

Emergency closing

Emergency closing is for intentional closing of the side windows with the anti -trap function. To do this, the power window switch must be pressed and held. It may be necessary to use this function in the event of an attack from outside or if the side windows are frozen.

Emergency closing can be activated up to a speed of 16 km/h.

If something becomes trapped in the window, the selected side window opens just a few millimeters (unlike the normal procedure when something is trapped in the window).

Panic mode

The panic mode can only be triggered after emergency closing has been performed.

If the user releases and then presses and holds the power window switch within 4 seconds, the side window is closed without the anti -trap function. The side window is then closed with maximum force and speed. If something becomes trapped, the power window motor runs until the overheating protection cuts in.

It is always possible to open the side windows irrespective of overheating protection.

Releasing the held power window switch interrupts the emergency closing or panic mode function.

When the childproof locks are applied, emergency closing for the rear side doors can only be triggered via the switch block in the driver's door.

If emergency closing is triggered for any side window via the switch block in the driver's door: the closing operation can be stopped by the other power window switches unless the childproof locks have been applied.

Childproof locks

The childproof locks inhibit the function of the rear power window switch. The childproof locks are enabled/disabled through a switch on the switch block in the driver's door.

When the childproof locks are enabled, the function LED in the button is switched on.

No opening or closing is triggered when the childproof locks are enabled. Any opening or closing function that is currently in progress (e.g. one -touch closing) is interrupted.

The childproof locks are deactivated in crash mode.

Safety functions with the childproof locks enabled and automatic closing function of the rear power windows in progress

1. The closing operation can be stopped by the relevant local power window switch.
2. The childproof locks can only be disabled if the key is engaged in the ignition lock.

Anti -repeat circuit

An anti-repeat circuit is provided for each motor to prevent the power window motors from overheating. The running time for the power window motor is limited. The motor is switched off for a defined time.

The anti-repeat circuit permits at least five complete window movements (OPEN/CLOSE).

The last possible movement is always a closing process.

If something becomes trapped, the anti -repeat circuit will not prevent opening.

The anti-trap circuit always reverses the movement of the side window.

The anti-repeat circuit is integrated in the door modules or in the body basic module.

Anti -trap circuit (not on the rear power windows on the E64)

The anti-trap function is active during the entire window movement in the closing direction. The indirect anti -trap function does not prevent all trapping, but limits the maximum permissible trapping force (closing force limit to maximum of 100 Newtons).

The anti-trap function is only enabled once the power windows have been successfully initialised and automatic closing (one-touch closing) is possible.

Initialization of front power windows

During the first operation, only the upper stop on the side window has to be learned during initialization. To do this, the side window must be moved to the upper stop. No characteristic curve is learned for the front power windows. The window does not need to move to the lower stop.

Initialization of rear power windows

During first operation, the characteristic curve must be standardized and learn during initialization. During standardization, the zero position of the window movement is determined at the upper and lower stops. In addition, during initialization the development of the closing force is measured over the entire closing movement and permanently stored (= learning the characteristic curve).

The mechanical forces for the closing procedure vary according to the ambient temperature and ageing.

Consequently, the closing force is relearned each time the sunroof closes, so that the anti -trap function can adjust accordingly.

In each subsequent closure, the closing force currently needed is calculated and compared with the stored value. If the difference between the two force values is over the predefined trigger threshold, the side window opens immediately. The opening procedure can be coded so that it is country -specific.

The anti-trap function can be disabled in the panic mode.

If the anti-trap function fails (e.g. faulty Hall sensors), automatic closing is not possible (one-touch closing).

Load cutoff

To protect the battery, the power windows will not operate while the engine is being started (terminal 50). Any current power window operation (e.g. one -touch opening) is stopped.

If the battery voltage falls below 9 volts, the power window motors are switched off.

Scheme 277

The Car Access System (CAS) monitors all the processes in the central locking system. The CAS control unit is the master control unit for the central locking.

Up to 09/2005, the central locking system on the front doors is actuated by the door modules (driver's door module and front passenger door module).

1. > From 09/2005

The door modules are discontinued. The central locking system on the front doors is actuated by the body gateway module (KGM).

The following central locking drives are actuated by the body basic module (KBM).

1. Rear doors (E60, E61 only)
2. Rear lid
3. Fuel filler flap
4. Rear window (E61 only)

The CAS control unit uses the requests from various operating points (e.g. lock cylinder, remote control) to decide what needs to be done

1. Locking/deadlocking the central locking system
2. Unlocking the central locking system

The following components supply an input signal for the central locking system

1. Driver's door lock cylinder The driver's door lock cylinder allows manual locking/deadlocking and unlocking of the vehicle. If the vehicle's electrical system fails, the driver's door can be unlocked manually using the ignition key.
2. Interior boot lid push-button in the driver's footwell The interior boot lid push-button allows the boot lid to be opened while the vehicle is stationary (terminal R OFF).
3. Central locking button The central locking button allows the vehicle to be locked/unlocked from the passenger compartment. The fuel filler flap is not locked.
4. Remote control The remote control allows the vehicle to be locked/deadlocked via radio (aerial interface). The radio signals from the remote control are received by the FBD receiver (receiver for remote control) and transferred to the CAS control unit.
5. Lock cylinder on the boot lid The boot lid lock cylinder allows the boot lid to be opened manually (E60, E63, E64 only). On the E60 the hotel position is also applied via the lock cylinder. On the E63/E64 the hotel position is applied in the rear stowage compartment in the centre console (hotel position switch). This means that, in addition to the boot lid, the front stowage compartment can also be uncoupled from the central locking system.
6. External boot lid push-button The external boot lid push-button allows the boot lid to be opened while the vehicle is unlocked and stationary (hotel position not applied). Via the BMW badge on the E63/E64.
7. Rear window switch (E61 only) The rear window switch allows the rear window to be opened while the vehicle is unlocked and stationary (hotel position not applied). The rear window switch is integrated in the rear window wiper.
8. Door contacts The signals from the door contacts are analyzed by different systems. For example, the anti -theft alarm DWA requires the signals to monitor the doors.

The following control units are involved in the central locking system

1. CAS: Car Access System All the rules for controlling the central locking are integrated in the Car Access System. The commands are transferred by the CAS control unit via the K-CAN.-->
2. SGM: Safety and gateway module >up to 09/2005 The safety and gateway module (SGM) forms the bus interface between K-CAN and byteflight .
3. TMFA and TMBF: Driver's door module and front passenger door module >up to 09/2005 The door modules are a component of the passive safety system ASE (= Advanced Safety Electronics). The door modules control the central locking system for the front doors.
4. KGM: Body gateway module >from 09/2005 The door modules and the byteflight are discontinued. The body gateway module (KGM) actuates the central locking in the front doors. Moreover, the KGM is the central gateway to the bus system.
5. Body basic module The body basic module (KBM) controls the central locking system on the rear doors (not on the E63, E64). It also controls the central locking drives on the fuel filler flap, the boot lid and the rear window (E61).

The following actuators are controlled by the central locking system

1. Motors in the door locks There are 2 motors in each door lock. The locking mechanism can be brought into the following position by the motors: Lock: Door can still be opened from the inside Deadlock: Door cannot be opened from the inside or from the outside Unlock: Door can be opened from the inside and outside
2. Motor for the fuel filler flap The motor locks/unlocks the fuel filler flap.
3. Motor for the boot lid lock The motor locks/unlocks the boot lid. It is not possible to operate the central locking system via the boot lid lock. The boot lid can only be unlocked manually via the boot lid lock. On the E61 the boot lid lock is supported by an automatic soft-close mechanism.
4. Motor for the rear window (E61 only) The motor locks/unlocks the rear window. At the same time, the body basic module controls the locking/unlocking of the luggage compartment cover blind (1 motor each on the left and right D -pillar).

The central locking system incorporates the following functions

1. Locking
2. Deadlocking
3. Unlocking
4. Hotel position
5. Crash unlocking
6. Forced deadlock release
7. Lock-out protection
8. Repeat lock
9. Automatic rollicking
10. Voltage monitoring
11. Mechanical asynchronously

Locking

A locked door cannot be opened from the outside. However, the door can still be opened from the inside. To do this, the door handle must be pulled twice.

Locking is performed in the following ways

1. Operation of the central locking button (condition: front doors must be closed)
2. Operation via the driver's door lock cylinder or the remote control, where the conditions for deadlocking are not fulfilled (see " «DEADLOCKING»(/bmw/m6/e63e64-2005-2010/remont/horns/#general-electrical-system-service-techniques__deadlocking) ").

Deadlocking

A deadlocked door cannot be opened from the inside or outside.

A door is deadlocked if the vehicle is locked via the driver's door lock cylinder or the remote control.

Conditions

1. Terminal R OFF
2. Driver's door or front -passenger door was opened
3. Driver's door closed

When the vehicle is deadlocked, the anti -theft alarm DWA is also primed.

Unlocking

An unlocked door can be opened from the inside and the outside.

When the vehicle is unlocked, the anti-theft alarm DWA is also deactivated.

Hotel position

The hotel position is applied via the lock cylinder in the boot lid (E60).

On the E63/E64 the hotel position switch is in the rear stowage compartment of the centre console.

When the hotel position is applied, the boot lid also stays locked after the vehicle is unlocked.

On the E63/E64 the front stowage compartment of the centre console also stays locked.

The boot lid pushbutton in the interior footwell and the outside boot lid pushbutton are deactivated. Application of the hotel position is detected from the position of the boot lid lock cylinder or by the hotel position switch.

Crash unlocking

A crash is detected by the passive safety system ASE (= Advanced Safety Electronics). The crash signal is reported by the safety and gateway module (SGM) to the CAS control unit. The message is sent on the K -CAN.

The CAS control unit unlocks the vehicle.

All operating points are disabled when there is a crash signal. This prevents unintentional actions of the central locking system from occurring due to short circuits caused by the accident.

The central locking system can only be reactivated after a crash once terminal R has been switched off for at least 3 seconds.

Forced unlocking

If the CAS detects that a key is engaged in the ignition starter switch, the central locking system is released. The central locking system assumes the "Lock" position.

The anti-theft alarm system is also deactivated during forced release.

Lock-out protection

To protect the driver against unintentionally locking himself out, all operating points are locked when the driver's door is open. This makes any additional mechanical lock -out protection in the door locks unnecessary.

To protect the central locking drives (doors, boot lid, fuel filler flap and rear window) against overloading, the CAS monitors repeated operation.

If there are more than 15 attempts at activation within one minute, the drives are not unlocked for a certain time.

Automatic relocking (with activated Car Memory)

Automatic relocking (deadlocking) takes place

If the central locking system has been unlocked via the remote control and if neither a door nor the boot lid has been opened within two minutes.

Voltage monitoring

The function range for the central locking system is specified as being from 7 to 16 volts. Outside this range, the drives will not be actuated.

If the power supply is interrupted, the status of the central locking system will not change (anti -theft protection).

National versions

The following functions are possible for the US version (and some can be set using Car and Key Memory)

1. Single release using the central locking button Persons who are accidentally locked in the vehicle can free themselves using the following safety function: When the central locking button is pressed, the central locking system shifts the central locking once from deadlocking to locking. Then the door can be opened by pulling the inside door handle twice. This does not deactivate the anti -theft alarm. The alarm is triggered when the door is opened.
2. Speed-dependent locking The central locking system is automatically locked from a speed of 16 km/h.
3. Fuel filler flap only locked when vehicle is deadlocked The fuel filler flap is only locked when the central locking system is set to deadlock.
4. Selective unlocking The first time there is an unlocking command, only the driver's door is unlocked. The central locking system changes all the other doors from deadlocked to locked: The DWA is deactivated, the doors remain locked. The other doors are unlocked on the second unlocking command.

Subject to change.

Scheme 278

The wash/wipe functions are available once Terminal R status is ON.

The windscreen wipers are driven by an electric motor with a reducer gear.

The wiper blades have a new method of attachment to the windscreen -wiper arm.

The wash/wipe system no longer has ball -and-socket type washer jets. Instead, fan -type jets are used (fluidic jets).

The wash/wipe system is controlled by the body basic module (KBM). The washer -jet heater system is an exception, however, as it is controlled by the automatic heating and air -conditioning module (IHKA).

The BMW 5 Series and BMW 6 Series are equipped with a rain -light sensor as standard. This makes automatic mode for the windscreen wiper generally possible.

A headlight cleaning system is offered as an option (option 502).

Option 502 is obligatory for: Option 522 Bi -xenon dipped/main -beam headlights in countries subject to an approval for Europe.

The Touring has a rear window wiper with a separate rear window washer pump as standard.

The following components supply input signals required for operation of the wash/wipe system

1. Wiper switch The wiper switch is operated by a brief press (as for the E65). The wiper switch does not lock into place. The signal from the wiper switch is passed on by the steering -column switch cluster (SZL) to the Safety and gateway module (SGM). The SGM transmits the signal to the body basic module (KBM). The axial switch on the end of the wiper switch is used to activate automatic mode (automatic control of wipers by rain/light sensor). When automatic mode is not active, intermittent wiper mode is controlled according to vehicle speed.
2. Rain/light sensor The rain/light sensor is integrated in the rear-view mirror pedestal attached to the windscreen. The rain/light sensor is a combined rain sensor and ambient -light sensor. It detects the amount of rain falling on the windscreen in order to control the windscreen wipers, and the level of ambient light in order to control the headlights. The rain sensor sends the "Switch on wipers" request to the body basic module (KBM) via the body CAN bus (K - CAN).

The following control units are involved in wash/wipe system functions

1. Body, basic module The body basic module (KBM) controls the wash/wipe system (on the Touring this also includes the wash/wipe system for the rear window). The body basic module is connected via the K -CAN, for instance, with the: Safety and gateway module (SGM) Rain-light sensor (RLS) Integrated automatic heating and air -conditioning system (IHKA)
2. Steering column switch cluster The steering-column switch cluster (SZL) forms the interface between the wiper switch and the Safety and gateway module (SGM). The signals are transmitted via the byteflight data bus.
3. Safety and gateway module The Safety and gateway module (SGM) forms the gateway between K -CAN and byteflight.
4. Integrated automatic heating and air -conditioning system The integrated automatic heating and air -conditioning module (IHKA) controls the washer -jet heating system.

The following actuators are operated in order to perform wash/wipe system functions

1. Wiper motor The wiper system is a twin -arm synchronous system with reciprocating action (four -bar linkage). The wiper motor is a rotary motor without an electronic module. The wiper motor is controlled by the body basic module (KBM) via a double relay. The wiper motor's end position (off position) is detected by a reset contact integrated in the wiper motor. The crank is permanently connected to the wiper motor. Touring (E61): The rear window wiper motor is mounted on the rear window. The rear window wiper motor is controlled by the body basic module (KBM) via a relay. The rear window wiper motor's end position (off position) is detected by a reset contact integrated in the wiper motor.
2. Windscreen and rear window washer pump (on the Touring) Both washer pumps are attached to the washer fluid reservoir. The washer pumps are controlled by the body basic module (KBM). The washer jets are not adjustable. The new-design washer jets (fluidic jets) produce a pulsating, fan -shaped jet of fluid.
3. Headlamp -washer pump The headlamp washer system is an optional extra (option 502). For the option 502 the washer fluid reservoir holds 5 litres instead of 3 litres (basic version; the Touring reservoir always holds 5 litres). The headlamp-washer pump is mounted on the washer-fluid reservoir. The washer pump is controlled by the body basic module (KBM) via a relay.
4. Heated washer jets The washer-jet heater system prevents the washer jets freezing in cold weather. The washer-jet heater system is controlled by the IHKA module on the basis of outside temperature (< 3 °C). The washer-jet heating system consists of heating resistors.

The wash/wipe system incorporates the following functions

1. Wiper functions
2. Windscreen and rear window wash function (on the Touring)
3. Headlight washer function
4. Safety function

Wiper functions

The windscreen-wiper functions are available as soon as Terminal R status is ON.

The following wiper functions are provided

1. Flick wipe
2. Intermittent wipe
3. Wiper speed 1
4. wiper speed 2
5. Automatic wipe controlled by rain -light sensor

For the Touring (E61)

The rear window is wiped intermittently (the customer can program the duration of the intervals, see Owner's Handbook).

No wiper operation is allowed when the rear window is open (via rear window contact switch).

When reverse gear is engaged intermittent operation switches to constant wiping.

Windscreen and rear window wash function (on the Touring)

The windscreen-washer functions are available as soon as Terminal R status is ON.

To operate the windscreen washer, the wiper switch is pulled backwards (towards driver).

Touring: To wash the rear window, the wiper switch must be pushed forwards (away from the driver) (speed 2).

The washer pump continues running as long as the switch is held in that position. If the wiper switch is operated only momentarily (< 300 ms), only the washer pump switches on. If the switch is held in position for longer, the wipers come into action after a short delay. After the washer pump has switched off, the wipers complete three more wipes to dry the windscreen.

Headlamp washer system (option 502)

When the dipped headlights are switched on, the headlamps are washed every 10th time the windscreen washer is operated.

After ignition ON and dipped beam headlights ON

The headlamps are cleaned at the same time as the first wash movement for the windscreen.

Wash-cycle sequence

1. 0.7 seconds ON
2. 1.3 seconds OFF
3. 0.7 seconds ON

After the headlamps have been washed, they cannot be washed again for another 10 minutes (repeat lock).

The repeat lock is reset by Terminal R status OFF.

Safety function

The signal from the reset contact on the wiper motor (also the rear window wiper on the E61) is used as an anti - jamming function for the wiper motor. If the signal from the resetting switch is not present when the wiper motor is switched on, the wiper motor is switched off again.

The wiper motor can then only be switched on one more time.

After that, the wiper motor can only be switched on subject to the following conditions

1. 3 minutes have elapsed
2. Terminal R OFF followed by Terminal R ON

The wiper motor can only be switched on by operating the wiper switch (not automatically due to risk of injury).

Once the anti-jamming function has been activated, the windscreen -washer and headlamp-washer pumps can be operated 3 more times.

This document lists the functions of the body electrical/electronics system.

Overview of functions

The electrical/electronics system comprises the following functions

Car Access System

The Car Access System (CAS) controls access to the vehicle.

The CAS control unit is the master control unit for the central locking system, power windows and sliding/tilt sunroof (remote control and convenience features).

Scheme 279

Central locking system

The front door central locking system is controlled by the driver's door modules (TMFA) or front passenger door modules (TMBF).

The central locking system for the rear doors, fuel filler flap and the boot-lid unlocking are controlled by the body basic module (KBM).

In the E61 the rear window is also monitored by the central locking system.

The automatic luggage compartment lid actuation (tailgate lift) has an automatic soft-close mechanism.

Scheme 280

In the E63/E64 the storage compartment in the centre console is also monitored by the central locking system.

Power windows

The power windows in the front doors are controlled by the driver's door module (TMFA) and the front-passenger door module (TMBF). The window lifters for the rear doors are actuated by the body basic module (KBM).

In the E63 there are no power windows for the rear doors.

In the E64 the rear power windows do not have an anti-trap circuit.

Scheme 281

Sliding/tilting sunroof

The sliding/tilt sunroof is controlled by the control unit for the sliding/tilt sunroof (SHD control unit).

The SHD control unit is attached directly to the motor for the sliding/tilt sunroof.

The E61 can be fitted with a panorama glass sunroof.

The E63 can be fitted with a glass tilt sunroof.

Scheme 282

Wash/wipe system

The wash/wipe system is controlled by the body basic module KBM. The rain-light sensor is standard equipment.

The E61 has a wash/wipe system for the rear window.

Scheme 283

Door mirrors

The door mirrors are controlled by the driver's door module (TMFA) and the front -passenger door module (TMBF). The door modules communicate via Byteflight.

Scheme 284

DWA anti-theft alarm system

The anti-theft alarm system detects and reports attempts at intrusion and tampering with the vehicle.

The E60/E61 is monitored by an ultrasound interior movement detector.

The E63/E64 are monitored by microwaves.

Scheme 285

There are no significant new features in the interior lighting and the roller sunblind

1. Interior lighting The interior lighting is controlled automatically by several input signals. The driver's door modules (TMFA) and front passenger's door modules (TMBF) control: frontlighting for the handle recess and the storage compartment in the front doors door entry lighting, front courtesy lighting (light conductor in the door mirror) The body basic module (KBM) controls: interior lights including reading lamps (model-specific) lighting for the make-up mirror glove-compartment light footwell lamps, front door entry lighting, rear (E60/E61 only) lighting for the handle recess and the storage compartment in the rear doors (E60/E61 only) boot light (model-specific)
2. Roller sunblind There is an electrically powered roller sunblind for the rear window (E60 only). The control is integrated in the switch block in the driver's door. The output stage for controlling the roller sunblind is located in the centre console switching centre (SZM).

Subject to change.

Scheme 286

iDrive was introduced with the E65.

Due to the position of the screen and the controller as well as the operations logic, iDrive is the leading control system in vehicles.

iDrive was consistently developed for the E60 and the ranges which follow

Due to the increased number of functions in the vehicle, improvements were also made to the ergonomics. The menu structure contains 5 menus in contrast to the E65 which contains 8 menus.

iDrive is characterized by

1. clear differentiation and optimum layout of the driving area for driving and convenience
2. Calmer atmosphere inside the vehicle due to a reduced number of switches
3. straightforward, logical controls
4. ergonomic positioning and design of display and control elements
5. integrational approach: the front passenger has access to all convenience functions

iDrive is also employed on the new BMW 1-Series and 3-Series.

In conjunction with the Multi -audio system controller (M -ASK) or Car Communication Computer (CCC), there is a display for the iDrive.

On the BMW 1-Series the folding Central Information Display (CID) is located in the middle of the dashboard.

On the BMW 3-Series, the Central Information Display is fixed and integrated into the dashboard.

iDrive consists primarily of the following components

1. Central Information Display (CID) The CID is the central graphic display unit. A number of displays are available depending on the equipment fitted: CENTRAL INFORMATION DISPLAY NUMBER REFERENCE E60, E61, E63, E64, E90, E91, E92 CID colour 6.5 inch, fully integrated [more ...] (combined with option 606 "Business navigation system" with arrow display) in conjunction with M -ASK CID colour 8.8 inch, fully integrated (combined with option 609 "Professional navigation system" with map view) in conjunction with CCC E87 CID colour 6.5 inch, folding [more ...] (with option 606 "Business navigation system" with arrow display in conjunction with M -ASK) (with option 609 "Professional navigation system" with map view in conjunction with CCC) no Assistance window and therefore no split-screen display The Central Information Display is connected via a LVDS data line (Low Voltage Differential Signalling) to the M - ASK or CCC.
2. Controller with menu button The controller is the central control element for the Central Information Display or iDrive. The controller is located in the centre console behind the gear lever or, in the case of automatic transmission, the selector lever. The menu button is located behind the Controller (with CCC, two -part option: menu button and Push -to-talk button for voice recognition system). The controller is connected via the K-CAN to the M-ASK/CCC. The controller is operated in the same way as on the 7 Series by slide or turn and then press. The Controller always returns to its home position when released. The basic variant of the Controller, however, only has 4 sliding directions: forward, back, to the right and to the left. In the High version, the controller has 8 directions of movement for the following function: destination input using crosshairs.
3. Loudspeakers The loudspeakers output the audio signals from the M-ASK or the CCC, as applicable.

The control unit that manages the functions of iDrive depends on the vehicle equipment

1. M-ASK: Multi-audio system controller The M-ASK combines a number of functions in a single control unit, as follows: Audio system controller (ASK) Control unit for the Central Information Display Navigation system with DVD drive Aerial tuner
2. CCC: Car Communication Computer The CCC incorporates further functions at the top end of the range in the form of a control unit (e.g. voice recognition system).

The M-ASK or the CCC generates the LVDS data (Low Voltage Differential Signaling) for graphical presentation on the Central Information Display.

The further development of the iDrive for the 5 Series, 6 Series and 1 Series comprises

1. revised menus
2. hierarchical structure of the menus
3. Additional orientation guides

Revised menus

The start menu consists of 4 menus.

The 4 menus on the Central Information Display are situated on intersecting axes in the same way as the 4 points of the compass (as viewed in the clockwise direction) as follows

1. Communication Slide the Controller forward (= "north"): e.g. functions such as telephone, short text message or BMW Assist
2. Navigation Slide the Controller to the right (= "east"): e.g. functions such as route, on -board information or address book
3. Entertainment Slide the Controller back (= "south"): e.g. functions such as radio, CD or TV
4. Climate Slide the Controller to the left (= "west"): e.g. functions such as air distribution or heat distribution for seats

There is also an additional fifth menu for selecting the individual user presets.

1. Settings (i= Information) Press Controller in the start menu: e.g. functions such as "Settings for entertainment", "Settings for display" and "Settings for vehicle"

The start menu will always appear when the menu button behind the controller is pressed.

Exceptions to this are the submenus in menu 5: When the Controller is pressed, menu 5 "Settings" is initially called up. If the controller is pressed once more, the start menu is called up.

Hierarchical structure of the menus (operating logic)

The operating logic has a strictly hierarchical menu structure.

1. Displaying the menu path The current position in the menu structure can be seen by displaying the menu path (list of menu items selected to date in the individual menu lines, reading from top to bottom).
2. Navigating through the menus Slide the Controller to switch from one menu to another. Sliding the Controller forward means: Go one level higher in the menu hierarchy. Sliding the Controller to the rear means: Go one level lower in he menu hierarchy. In split-screen mode, sliding the Controller to the right selects the assistance window. Slide the Controller to the left to exit the assistance window (assistance window displays additional information).
3. Changing the settings If you want to change settings or view them in the submenus, turn the controller and press it down.

Additional orientation guides

The following features provide visual orientation in the menus

1. Orientation by special background colours Each menu has a background colour of its own. Communication = blue Navigation = green Entertainment = orange Climate = red Settings = grey The associated submenus also have the same background colour. This makes assignment of the submenus straightforward.
2. Orientation by position indicator A small, coloured symbol for each of the 4 menus appears in the top menu line: A diamond. The 4 corners of the diamond correspond to the 4 directions of the menus. A small square indicates the corner corresponding to the currently selected menu.
3. Status line for information at a glance The status line contains the most important information on the various functions, such as settings of the air conditioning system or the radio station currently selected.

The start menu always appears when the menu button behind the controller is pressed.

Scheme 287

The anti-theft alarm system (DWA) detects and reports attempts at intrusion and tampering with the vehicle.

New features for anti -theft alarm on E63 and E64 vehicles

1. For the first time, not only the tilt alarm sensor, but also the software for the anti -theft alarm is integrated in the emergency power siren (SINE = siren and tilt alarm sensor). The DWA control unit used to date is no longer installed.
2. The vehicle interior is monitored by microwave sensors.

Advantage

The microwave sensors can be installed in hidden locations.

The interior monitoring function works, for example, even when the side windows are open.

1. The DWA control unit in the emergency power siren is connected to the microwave sensors by a sub -bus.
2. When the boot-lid lock is mechanically unlocked with the key, the DWA alarm is triggered.

If an attempt is made to break into the vehicle and to enter the interior, the DWA alarm is triggered. The tilt alarm sensor (integrated in the emergency power siren) monitors the vehicle's tilt. The tilt alarm sensor detects if the vehicle is raised or towed away.

The DWA alarm gives both acoustic and visual warnings

1. Acoustic alarm via the emergency power siren (interval tone for 30 seconds)
2. Visual alarm via lighting system (hazard warning lights)

The alarm can be encoded according to the country concerned.

The anti-theft alarm system receives input signals from the following components

1. 4 microwave sensors The microwave sensors monitor the vehicle interior. Movement is detected if the reflection (echo) of the microwaves changes. The sensitivity of the microwave sensors is adapted for different conditions (e.g. vehicle model, installation location of microwave sensors).
2. Tilt alarm sensor The tilt alarm sensor monitors the vehicle's horizontal position (inclination in longitudinal and lateral directions). The signal from the tilt alarm sensor is evaluated by the DWA control unit. The tilt alarm sensor detects when the vehicle is raised or towed away and triggers a DWA alarm.

The following control units are involved in the anti -theft alarm system

1. DWA control unit The software for the DWA is integrated in the emergency power siren. The DWA control unit in the emergency power siren controls the anti -theft alarm. The microwave sensors are connected to the alarm system control unit by a single -wire bus (K bus). The DWA control unit is connected to the K-CAN.
2. Car Access System (CAS) The CAS monitors the central locking system. The bonnet contact switch is connected to the CAS. The bonnet is thus monitored (open or closed). The CAS feeds the signal to the DWA control unit in the emergency power siren via the K -CAN. The CAS supplies the following signals: Boot-lid unlocking via remote control Key in ignition starter switch or terminal 15 ON Status of convenience opening/closing Authentication by CAS as protection against manipulation
3. Driver's door module (TMFA) and front -passenger door module (TMBF) The door modules provide information about the position of the door contacts. The signal is fed to the DWA control unit in the emergency power siren via the K -CAN. The driver's door module also provides the signal from the lock cylinder.
4. Body basic module (KBM) The body basic module monitors the boot lid (open or closed). The signal is fed to the DWA control unit in the emergency power siren via the K-CAN. When the boot-lid lock is mechanically unlocked with the key, the DWA alarm is triggered.
5. Light module (LM) The light module actuates the lighting system for the visual DWA alarm. The DWA control unit feeds the triggering signal to the light module via the K-CAN.

The following actuators are actuated for the anti-theft alarm system

1. Emergency power siren with integrated tilt alarm sensor (SINE) The emergency power siren emits the acoustic DWA alarm. In addition to the DWA alarm, the emergency power siren can also emit an acoustic confirmation signal when the system is activated or deactivated (can be set on the Central Information Display (CID) and controller).
2. DWA LED

The DWA LED is on the bottom of the inside rearview mirror.

The DWA LED gives a visual indication of the status of the anti -theft alarm.

The DWA LED is directly actuated by the DWA control unit in the emergency power siren via a wire.

The following indications are possible

1. DWA LED off: DWA is deactivated.
2. DWA LED flashes (frequency = 0.5 Hz): DWA is activated.
3. DWA LED flashes with a frequency of 2 Hz for 10 seconds and then continues with a frequency of 0.5 Hz: DWA is activated but a door or hatch is not closed or a microwave sensor is defective.
4. DWA LED flashes with a frequency of 2 Hz for 5 minutes and then continues with a frequency of 0.5 Hz: Alarm.
5. DWA LED lights up for 2 seconds and then flashes with a frequency of 0.5 Hz: The microwave sensors and the tilt alarm sensor are deactivated.

The anti-theft alarm system incorporates the following functions

1. Activating and deactivating
2. DWA alarm triggering (alarm -trigger signal)
3. Undervoltage recognition, overvoltage recognition, car battery monitoring (positive and negative cables)
4. Monitoring of sub-bus
5. Deactivating interior motion sensor and tilt monitoring
6. Emergency function for acoustic DWA alarm
7. Combined operation with lock cylinder and remote control

Activating and deactivating

The anti-theft alarm system is activated when the central locking is locked/secured. Locking/securing requires

1. Drivers door to be opened and closed after terminal 15 is switched OFF.
2. The emergency power siren is then immediately activated.
3. 3 seconds after activation, the door and hatch contacts are monitored. This is conditional on the contacts being in their rest position (doors and hatches closed).
4. The DWA LED starts to flash as a visual acknowledgment. The hazard warning lights flash once.
5. Depending on the national version, a short acoustic warning tone may also sound from the emergency power siren.
6. After the DWA has been activated, and after all doors and flaps have been closed, the microwave sensors start to monitor the interior. The interior can be monitored after approx. 20 seconds.
7. The monitoring of the interior is interrupted if the side windows and/or the sliding/tilting sunroof are closed using the convenience closing function.

Like the interior monitoring, the tilt monitoring does not start until the doors and hatches are closed. When it is activated, the tilt alarm sensor first conducts a 30 second long reference run. Tilt monitoring does not start until the reference run has been completed.

If the luggage compartment is opened during the reference run, the reference run is interrupted. The reference run is then restarted when the luggage compartment is closed again. The monitoring function of the microwave sensors and the tilt alarm sensor have priority. If a faulty door or hatch contact is detected, this will automatically be assumed to be closed.

The anti-theft alarm system is deactivated when the central-locking system is unlocked. The DWA LED stops flashing and the hazard warning lights flash twice as a visual confirmation. Depending on the national version, a short acoustic warning tone (dual tone) may also sound from the emergency power siren.

The boot lid can also be unlocked and opened with the remote control without the alarm being triggered, even if the alarm system is activated. When the boot lid is opened, the interior and tilt monitoring functions are deactivated. The interior monitoring and tilt monitoring are reactivated as soon as the boot lid is closed again.

DWA alarm triggering (alarm -trigger signal)

The DWA alarm is triggered if an alarm status is detected while the alarm system is activated. The following will trigger the DWA alarm

1. Forced opening of a door: Bus signal from door module (door contact)
2. Forced opening of boot lid: Bus signal from body basic module (boot -lid-contact switch)
3. Forced opening of bonnet: Bus signal from Car Access System (CAS) (bonnet -contact switch)
4. Movement in interior: signal from microwave sensors
5. Vehicle in inclined position: signal from tilt alarm sensor
6. Open circuit in sub -bus (between the alarm system control unit in the emergency power siren and the microwave sensors)
7. Undervoltage, overvoltage, car battery monitoring (positive and negative cables)

When a DWA alarm is triggered, the DWA control unit activates the emergency power siren loudspeaker. At the same time, the DWA control unit transmits an alarm signal through the K -CAN. The light module activates the visual alarm via the lighting system.

The emergency power siren may also trigger an acoustic alarm if the anti -theft alarm is active and the emergency power siren is separated from the vehicle electrical system by manipulation (inbuilt power supply from batteries).

The DWA alarm is interrupted immediately under the following conditions

1. Anti -theft alarm is deactivated
2. Message "Key in ignition lock" (from CAS) and terminal 15 ON

Undervoltage recognition, overvoltage recognition, car battery monitoring

When the anti-theft alarm is active, the DWA control unit monitors the on -board supply voltage in the range between 6.5 and 17 volts.

The DWA control unit recognizes the following deviations

1. Undervoltage On-board supply voltage less than 6.5 volts
2. Overvoltage On -board supply voltage greater than 17 volts
3. On-board supply voltage drops from 7.5 to 6.5 volts within 40 minutes
4. Battery positive or negative cable cut through

The voltage thresholds for overvoltage and undervoltage must be recognized for at least 250 milliseconds.

Monitoring of sub-bus for anti-theft alarm

The sub-bus between the alarm system control unit in the emergency power siren and the microwave sensors is monitored for open circuits.

Deactivating interior motion sensor and tilt monitoring

It may be advisable to deactivate the tilt monitoring and interior motion sensor under the following conditions

1. When the vehicle is being transported (e.g. rail, ferry)
2. When the vehicle is parked in a two -level garage
3. When persons or animals remain in the vehicle

The tilt monitoring and interior motion sensor are deactivated when the command "lock/secure" is executed twice within the space of 3 seconds (e.g. with the remote control).

The DWA LED indicates the deactivation by lighting up for 2 seconds.

The microwave sensors and the tilt alarm sensor can also be permanently deactivated (see ).

Emergency function for acoustic DWA alarm

If the emergency power siren fails during an alarm, or if the sub -bus to the microwave sensors is interrupted, the acoustic alarm will be emitted through the fanfare horn. To do this, the DWA control unit transmits a message to the steering column switch cluster (SZL).

Combined operation with lock cylinder and remote control

The alarm system can be activated and deactivated by either the door lock or the remote control (= combined operation). In some countries, insurance requirements prohibit such combined operation.

In the event of the combined operation failing, the alarm system can still be activated at the door lock, but cannot be deactivated at the door lock. Deactivation is only possible with the remote control. The combined operation function can be encoded in the Car Access System (CAS).

Operation

The visual and acoustic confirmation for activation and deactivation is not a function of the Car and Key Memory. The customer is able to set the type of confirmation using the Central Information Display and the controller (menu "Settings" under "Vehicle settings").

National versions

DWA alarm output on different national versions

Differing registration requirements and other individual settings made with the Car and Key Memory can mean different alarms

FUNCTION AND NATIONAL VERSIONS REFERENCE

Panic mode with national versions US and Japan

Panic mode enables attention to be attracted in the event of a threat from the outside or an accident (DWA alarm). Panic mode must be encoded.

In the national versions US and Japan, panic mode can be encoded instead of boot -lid unlocking. The button for boot - lid unlocking then works as a button for panic mode.

The button has to be pressed for 3 seconds.

Panic mode can be triggered regardless of DWA status (activated/deactivated). Panic mode is ended when any button on the remote control is pressed. If the emergency power siren fails during panic mode, the acoustic alarm is emitted from the fanfare horn (emergency function).

The duration of the alarm in panic mode is unlimited (until the vehicle battery is flat).

Subject to change.

Scheme 288

The BMW 1-Series, 3-Series and X5 can be equipped with option 322 "Comfort Access".

This comfort system has been derived from the BMW 7 -Series.

From 09/2005, Comfort Access will also be introduced to the BMW 5 -Series and BMW 6-Series. The system has been taken from the BMW 3 -Series, albeit with a few modifications.

With Comfort Access, an ID transmitter is needed instead of the usual remote control. The ID transmitter also performs standard remote control functions.

Comfort Access can be used to carry out the following functions

1. Passive Entry Opening the vehicle or luggage compartment without actively using the ID transmitter
2. Passive Go Engine start without actively using the ID transmitter
3. Passive Exit Closing the vehicle without actively using the ID transmitter

Comfort Access prevents an ID transmitter being disabled accidentally.

The CAS control unit is the master control unit for all functions carried out via Comfort Access. Vehicles with Comfort Access are fitted with a CA control unit.

New or modified for the E90/E91/E92 compared to E87

1. The detection range of the interior aerials has been modified as a consequence of the different vehicle design.
2. The remote control (FBD) receiver is integrated into the aerial amplifier. (> E87, E93: FBD receiver integrated in interior mirror)

New or modified for the E60, E61, E63, E64

1. The outside door handle electronics is on the reverse of the door handle mounting bracket.
2. The CA control unit is installed in the carrier behind the glove compartment.

The following components are described for Comfort Access

1. Interior and exterior aerials Different aerials are required for communication with the ID transmitter: Interior and exterior aerials The number of aerials depends on the model concerned: INTERIOR AND EXTERIOR AERIALS REFERENCE Interior aerials E60 E61 E63 E64 E70 E87 E90 E91 E92 E93 Front centre console x x x x x x x x x x Rear centre console x x x x x x x x x x Rear window shelf (parcel shelf) x - x - - - - - - - Back of rear seat - x - - - - - - - - Luggage compartment, middle x - x x - x x x x x Luggage compartment, right - - x x x - - - - - Luggage compartment, left - - - - x - - - - - Luggage compartment, load edge - x - - - - - - - - Exterior aerials E60 E61 E63 E64 E70 E87 E90 E91 E92 E93 Rear bumper, left x - x x - - - - - - Rear bumper, middle - x - - x x x x x x Outside door handle electronics 4 4 2 2 4 2 2 2 2 2 The aerials emit 125 kHz radio signals which are evaluated by the ID transmitter.
2. Outside door handle electronics The number of outside door handle electronic units depends on the model concerned (see table above). The 3 sensors in the outside door handle electronics send the following signals to the CAS control unit and the CA control unit: Unlock: When a hand reaches into the handle recess via capacitive sensor 1 Unlock: When a hand pulls on the outside door handle via tension sensor (redundant to capacitive sensor 1) Locking and deadlocking: On contact with the sensitive area of the door handle via capacitive sensor 2 A built -in aerial also sends radio signals in order to check for an ID transmitter located on the outside of the driver's door or front-passenger door. > E70, E87, E90, E91, E92, E93 The outside door handle electronics are installed in the outside door handle. > E60, E61, E63, E64 The outside door handle electronics are behind the grip recess plate.
3. ID transmitter The ID transmitter evaluates the signals from the aerials. It also sends high -frequency radio signals to the FBD receiver. Inserting the ID transmitter into the insert compartment deactivates all Comfort Access functions.
4. Remote control receiver for remote control services > E64, E87, E93 The remote control receiver is integrated in the interior mirror. > E60, E61, E63, E70, E90, E91, E92 The remote control receiver is integrated into the aerial amplifier. The remote control (FBD) receiver picks up radio signals from the ID transmitter and forwards them to the CAS control unit. The Comfort Access control unit (CA control unit) activates the FBD receiver.
5. CAS control unit The CAS control unit (CAS: Car Access System) is the master control unit for all Comfort Access functions. The CAS control unit is the interface to the START/STOP button and to the insert compartment for the ID transmitter. The electronic steering lock is also activated by the CAS control unit. The CAS control unit is connected with the following components via the K -bus (sub-bus): Outside door handle electronics (number depends on model concerned) Comfort Access control unit (CA control unit) Electronic steering lock When the vehicle is idle, communication may take place on the K -bus without waking up the vehicle.
6. START/STOP button The START/STOP button can be used to switch the terminals in sequence (0, R, 15, R, 0). The engine can be started by depressing the clutch or the brake (manual transmission/automatic transmission) and pressing the START-STOP button.
7. Insert compartment for the ID transmitter/remote control On vehicles without Comfort Access: In order to start the engine, the remote control must be latched in place in the insert compartment. On vehicles with Comfort Access: The remote control must be inserted into the insert compartment if the battery in the ID transmitter is discharged. The engine can then be started up. Inserting the ID transmitter into the insert compartment deactivates Comfort Access.
8. JBE: Junction box electronics > E70, E87, E90, E91, E92, E93 The junction box electronics activates the central locking system. If the CAS control unit approves the unlocking of the vehicle, for example, the doors will be unlocked.
9. KGM and KBM: Body gateway module and body basic module > E60, E61, E63, E64 The body gateway module actuates the central locking in the front doors. The body basic module controls the central locking in the rear doors. If the CAS control unit approves the unlocking of the vehicle, for example, the doors will be unlocked.
10. Comfort Access control unit The Comfort Access control unit (CA control unit) actuates the internal and exterior aerials. An ID transmitter scan is carried out. At the same time, the FBD receiver is activated for any ID transmitters which may respond.

Comfort Access is used to implement the following functions

1. Passive Entry via driver's door or front passenger door
2. Passive Entry via boot lid
3. Passive Go
4. Passive Exit
5. Disabling an ID transmitter located inside the vehicle
6. Disabling an opposing command
7. Tamper -proof lock

Passive Entry via doors

The vehicle is unlocked when the outside door handle is gripped or pulled. Condition: The ID transmitter must be located no further than 1.5 m from the aerial in the outside door handle.

Ideally, the user should carry the ID transmitter in a pocket.

First, the user is authenticated (= authenticity check).

The data transferred during the authenticity check is of course encrypted.

If the ID transmitter authenticity check is successful, the user will be granted access to the vehicle. The central locking is unlocked. The door can be opened.

The same principle is applied for the authenticity check for Passive Entry and Passive Go.

Authenticity check using the example of Passive Entry

1. Trigger signal at outside door handle electronics via capacitive sensor 1.
2. Request sent to outside door handle electronics to locate an ID transmitter via the aerials in the outside door handle. All ID transmitters associated with the vehicle and located outside of it are included in the search (low - frequency radio signal at 125 kHz). The search determines whether an ID transmitter associated with the vehicle is located in the operating range of the aerials in the outside door handle.
3. At the same time, the outside door handle electronics send a message to the CAS control unit via the sub bus (K-bus).
4. All ID transmitters located register with the CAS control unit by sending a radio signal via the FBD receiver (high -frequency radio signal, country -specific, e.g. 868 MHz).
5. The CAS control unit decides which of the registered ID transmitters will be used for the subsequent authenticity check.
6. This selection is sent to the outside door handle electronics in a message via the K -bus. At the same time, a request is sent to the outside door handle electronics to carry out a selective scan of the ID transmitter concerned.
7. All ID transmitters not picked up in this scan end reception readiness for the communication operation currently in progress.
8. The ID transmitter picked up via the selective scan responds by sending a radio signal to the CAS control unit via the FBD receiver (high -frequency radio signal at 868 MHz).
9. The CAS control unit evaluates the response signal and, if confirmation is valid, authorizes Passive Entry. The vehicle is unlocked. In order that the vehicle can be opened quickly, the door lock is mechanically pretensioned with a spring. The spring ensures that the door unlocks whenever the user pulls the outside door handle to its full extent.
10. The tension sensor is set up with redundancy to the capacitive sensor (e.g. capacitive sensor 1 deactivated due to long-term lack of use). When the tension sensor detects the "Outside door handle pulled" signal, the door is unlocked. The door can be opened by pulling on the outside door handle again.

Passive Entry via the tailgate or front rear window

Comfort Access can be used to open the tailgate without actively using the ID transmitter. Condition: The ID transmitter must be located no further than 1.5 m from the aerial. Ideally, the user should carry the ID transmitter in a pocket.

To open the tailgate, it is necessary to press and hold the boot lid button for approximately 500 ms (top half of BMW logo on the E87, grip on all other vehicles). If an ID transmitter is located in the vicinity of the luggage compartment, the tailgate will open.

If an ID transmitter is located inside the luggage compartment when the boot lid is closed (and there are no authorized ID sensors outside the vehicle), the boot lid will open up again.

The user's attention is drawn to the anti -theft alarm as follows

1. Visual signal via turn signal lights
2. Acoustic signal via siren, US version only

1. > E61, 91: rear window

To open the rear window, the rear window button must be pressed for approx. 500 ms (under the rear window wiper arm).

If an ID transmitter is located in the vicinity of the rear of the vehicle, the rear window will open.

If an ID transmitter is located inside the luggage compartment when the rear window is closed (and there are no authorized ID sensors outside the vehicle), the rear window will open again.

The user's attention is drawn to this as follows: Visual signal via indicators and acoustic signal via sirens (on anti - theft alarm system).

Passive Go

In order to switch the terminal and/or start up the engine, the ID transmitter must simply be located inside the vehicle ( not necessarily in the insert compartment).

On the following models, the luggage compartment counts as part of the interior: E61, E70, E87, E91.

On all other models, it is not possible to start the engine if an ID transmitter is detected in the luggage compartment.

In principle, the authenticity check required is the same as that for Passive Entry (except that it is run via the interior aerials).

If there are no ID transmitters inside the vehicle when the START -STOP button is pressed: Check -Control message on instrument cluster.

Press the START/STOP button to switch the terminals. The terminal switching sequence is as follows: 0 -> terminal R -> terminal 15 -> terminal R -> 0.

The START/STOP button must be pressed for approximately 500 ms in order to start up the engine. The clutch pedal or brake pedal (manual transmission or automatic transmission respectively) must be depressed at the same time.

The engine may be started up in any terminal position.

Once the engine has been switched off, it may be restarted within 5 seconds even if no ID transmitter is detected inside the vehicle (i.e. no valid drive authorization). This safety measure is required for possible emergencies.

Passive Exit

The sensitive area on the outside door handle must be touched (depends on model concerned) for the vehicle to be locked and then secured. Your hand must touch the middle of the sensitive area for at least 1 second. If the locking area is touched for approx. 3 seconds, auto-remote closing will start. The side windows and sliding/tilting sunroof or Panorama glass sunroof on the E61/E91 then close. On the E64, the convertible top closes. If applicable, the exterior mirrors are folded in.

Auto-remote opening via the outside door handle is not possible.

Terminal R is deactivated when the outside door handle is locked.

Terminal 15 is not deactivated when the vehicle is locked. A Check-Control message appears as a warning when the driver's door is opened with terminal 15 ON.

Special feature: Comfort Access allows the vehicle to be locked while the engine is running.

1. > E93

Note. No convenience closing of the hardtop via the exterior door handle electronics. It is not possible to close the hardtop via the exterior door handle electronics. Convenience closing is performed at the lock cylinder.

Disabling an ID transmitter located inside the vehicle

When the vehicle is closed via the outside door handle, any ID transmitter inside the vehicle will be detected.

This ID transmitter is disabled for all Comfort Access functions. However, it is still possible to access the luggage compartment. The ID transmitter is reactivated when the vehicle is unlocked again.

Disabling an opposing command

When the vehicle is unlocked via the outside door handle, it cannot be locked again for approx. 2 seconds.

Similarly, when the vehicle is locked via the outside door handle, it cannot be unlocked again for approximately 2 seconds.

This allows the user to pull on the outside door handle to check that the vehicle is actually locked.

Tamper-proof lock

The vehicle may only be locked and unlocked consecutively a maximum of 8 times. After this, the tamper -proof lock is activated.

Operation is disabled for 10 seconds. The tamper-proof lock is deactivated completely after 5 minutes. Once again, the vehicle may then only be locked and unlocked consecutively a maximum of 8 times.

National versions

The following details are available with regard to national versions

1. > E93

Convenience functions performed using the remote control or ID transmitter depend on the national version concerned.

Conditions for operating Comfort Access (option 322) with the remote control or ID transmitter

CONDITIONS FOR OPERATING COMFORT ACCESS (OPTION 322) WITH REMOTE CONTROL OR ID TRANSMITTER

Subject to change.

Scheme 289

BMW Night Vision is not able to replace the personal appraisal of visual conditions or the traffic situation. Objects outside the camera's field of vision cannot be detected. Objects already indicated may no longer be in the camera's field of vision. Decisions must always be made on the basis of personal appraisal - anything else constitutes a safety risk.

BMW Night Vision shows a frozen image for a short time at given intervals. The frozen image is marked with a small square on the left-hand edge of the screen. During this time, it is not possible to display the current image. For this reason, decisions must always be made on the basis of the personal view to the front - anything else constitutes a safety risk.

Option 611 "BMW Night Vision" is available for the first time in the BMW 7 -Series from 10/2005.

BMW Night Vision is a driver support system providing assistance in night vision.

BMW Night Vision aims to enhance active safety in darkness. In this way it augments the main -beam assistant and the adaptive headlights. BMW Night Vision makes it possible to look further ahead at night and in twilight conditions.

With a range of up to 300 meters, objects are detected very early. The system's range depends on weather conditions.

BMW Night Vision works using "long-range infrared". In contrast, other automobile manufacturers use "short -range infrared".

Studies have shown that "long -range infrared" best satisfies the following requirement: Early detection of persons and objects on the display in darkness.

BMW Night Vision is a passive system without active infrared lighting. This means that no additional headlights are needed.

The night-vision camera generates an abstract but clearly more symbolical black -and-white image. The selection of a passive system was a strategic decision by BMW.

Additional functions such as zoom and panning increase comfort.

Vehicles with rear entertainment system: No provision is made for BMW Night Vision on the rear display.

BMW Night Vision offers the following customer benefits

1. Improved vision in twilight and darkness
2. Display not dazzled by the headlights of oncoming vehicles
3. Pronounced highlighting of persons, animals and warm objects
4. Greater overview of driving situation due to display of course of road beyond that illuminated by headlights
5. Magnified image of distant objects when driving fast through zoom function
6. Improved recognition of objects on bends in the road through horizontally adjustable image section
7. Enhanced personal safety on dark driveways and garage entrances through display of living creatures

The following BMW Night Vision components are described

1. Night-vision camera The night-vision camera is located at the front left in the bumper. The night-vision camera is a "heat detector camera". An image sensor in the night-vision camera picks up infrared radiation emitted by objects. Software processes the signals in into a visible image on the Control Display or Central Information Display. The night -vision camera transmits analogue video signals to the night-vision electronics through 2 wires. The night-vision camera is connected to the night-vision electronics by a LIN bus.
2. Night-vision electronics The night-vision electronics form the actual control unit for the system. The night-vision electronics convert the image signals from the night-vision camera into an FBAS signal (Composite Video Burst Synchronization). > E60, E61, E63, E64 - Depending on the equipment fitted, the FBAS wire is connected to the Car Communication Computer or the video module. > E65, E66: Depending on the equipment fitted, the FBAS wire is connected to the navigation system or the video module. The night-vision electronics activate the power supply for the night-vision camera.
3. Button for BMW Night Vision The button for BMW Night Vision is used to switch the system on and off. The button is located next to the light switch. > E60, E61, E63, E64 On vehicles with iDrive, the system can also be switched on and off with one of the programmable buttons on the steering wheel. BMW Night Vision can also be activated using the voice recognition system (SVS).

The following control units are involved in BMW Night Vision

1. Display > E60, E61, E63, E64: Central Information Display (CID) The image recorded by the night -vision camera appears on the Central Information Display (black-and-white image). > E65, E66: Control display (CD) The image recorded by the night -vision camera appears on the Control Display (black -and-white image). The scale of the display is computed by the Control Display: split screen display <-> full screen display. A menu for BMW Night Vision can be called up on the Display. Personal settings can be made in this menu.
2. CCC: Car Communication Computer > E60, E61, E63, E64 The scale of the image on the Central Information Display is calculated by the Car Communication Computer: split screen display <-> full screen display.
3. NAV: Navigation system > E60, E61, E63, E64 If no video module is fitted, the FBAS wire from the Night-Vision electronics is connected to the Car Communication Computer. The Car Communication Computer then transmits the image signals to the Central Information Display via an LVDS data wire. > E65, E66 If the vehicle does not have a video module, or does have a rear entertainment system, the FBAS wire from the night -vision electronics will be connected to the navigation system. In such cases, the navigation system will transmit the image signals to the Control Display via an RGB wire.
4. VM: Video module On vehicles with television, the FBAS wire from the night -vision electronics is connected to the video module. > E60, E61, E63, E64 (EURO version) The video module transmits the image signals to the Car Communication Computer (CCC) via an FBAS wire. > E60, E61, E63, E64 (Japan version) The video module transmits the image signals to the Car Communication Computer (CCC) via an RGB wire. > E65, E66 The video module transmits the image signals to the Control Display (CD) via an RGB wire. > E65, E66 (US version) The video switch supersedes the video module.
5. DSC: Dynamic Stability Control The DSC control unit transmits the following signals through the PT -CAN: Vehicle road speed Steering angle Yaw rate The night-vision electronics needs these signals, for example for the zoom function and to pan an image section.
6. LM: Light module > E60, E61, E63, E64 The light module transmits a message through the K -CAN as to whether or not the driving lights are switched on. > E65, E66 The light module transmits a message through the K -CAN SYSTEM as to whether or not the driving lights are switched on. On vehicles with Night Vision, the load status is also transmitted to the night -vision electronics. The light module calculates the load status from the ride-height sensor signals.
7. RLS: Rain -light sensor The rain -light sensor detects the brightness of the ambient light and precipitation. > E60, E61, E63, E64 The rain -light sensor transmits its signals to the night-vision electronics via the K-CAN. > E65, E66 The rain -light sensor transmits its signals to the night-vision electronics via the K-CAN SYSTEM.

The following BMW Night Vision system functions are described

1. Power supply and earth
2. Heating for protective glass on the night -vision camera
3. Cleaning the protective glass on the night -vision camera
4. Zoom function
5. Panning image section
6. Function limitations

Power supply and earth

1. > E60, E61, E63, E64 The rear power distributor supplies the night-vision electronics with terminal 30g.
2. > E65, E66 The front power distributor supplies the night-vision electronics with terminal 30.

The night-vision camera, including the heating, receives its power from the night -vision electronics.

The night-vision electronics and the night -vision camera share a common earth point. This reduces the system's susceptibility to malfunctions.

Heating for protective glass on the night-vision camera

To prevent the protective glass from misting or freezing over, a heating element is installed in the housing of the night -vision camera. The heating is switched on under the following conditions

1. Ambient temperature between 5 °C and -15 °C

Cleaning the protective glass on the night -vision camera

The night-vision camera is equipped with a cleaning system.

The washer jet is bolted to the night-vision camera with a bracket. The washer jet is connected to the headlamp cleaning system. The cleaning of the protective glass is actuated together with the headlamp cleaning system.

Zoom function

The zoom function can be selected as needed. To do this, select "Zoom" in the BMW Night Vision menu.

The zoom is calculated by the night -vision camera. The zoom function can only be selected when the "Full image" display is not selected.

When zoom is active, the display is automatically enlarged 1.5-fold at speeds of 70 km/h upwards. Here, the viewing angle of the night -vision camera is reduced from 36 ° to 24°.

Zoom is automatically deactivated when the vehicle's speed drops below 60 km/h. The viewing angle of the night - vision camera is restored to 36°.

(zoom IN over 70 km/h and zoom OUT under 60 km/h: currently only encoded for Europe version)

Panning image section

The image section can be panned when "Cornering mode" is selected in the BMW Night Vision menu. "Cornering mode" is only executed when zoom is activated.

The image section then follows the vehicle's path through a bend (signals: steering angle, yaw rate).

The night-vision camera calculates the panning angle needed for the image section.

"Cornering mode" can only be selected when the "Full screen" display is not selected.

Function limitations

On vehicles with rear entertainment system (rear display)

It is not possible to run the following simultaneously

1. BMW Night Vision in the front
2. and navigation or BMW Assist in the rear

If navigation or BMW Assist is selected on the rear display: BMW Night Vision is switched off on the Control Display in the front.

When BMW Night Vision is switched back on again, an appropriate message appears on the rear display.

Note. Note system limitations. In certain situations, e.g. precipitation, steep crowns or hollows in road, the system works with limitations. Please note the instructions in the Owner's Handbook.

Preconditions for activation

BMW Night Vision is operational from terminal R.

Press the BMW Night Vision button.

BMW Night Vision will switch on in the following conditions

1. The rain -light sensor detects sufficient ambient light. Driving lights are off: BMW Night Vision is operational 2 seconds after the button is pressed. At the earliest 30 seconds after the vehicle is activated (navigation system booted). During these 2 seconds, a warning appears on the Control Display or Central Information Display.
2. The rain -light sensor detects insufficient ambient light. Driving lights are on: BMW Night Vision is operational immediately after the button is pressed.
3. The rain -light sensor detects insufficient ambient light. Driving lights are off. Road speed is less than 5 km/h (e.g. in dark driveways or garage entrances): BMW Night Vision is operational immediately after the button is pressed.

BMW Night Vision is not switched on in the following conditions

1. The rain -light sensor detects insufficient ambient light. Driving lights are off. Road speed greater than 5 km/h at the same time. A corresponding warning appears on the Control Display or Central Information Display.

Scheme 290

Park Distance Control (PDC) is an item of special equipment (option 508). Park Distance Control (i.e.: parking -aid) supports the driver in maneuvering in tight spaces.

For the BMW 5-Series (E60, E61) and the BMW 6-Series (E63, E64), the PDC was taken from the E65.

On the E60 PDC has the following new features

1. The PDC button is in the centre console switch cluster. The signal from the PDC button is transferred to the PDC control unit through the K-CAN.
2. The signal from the reverse -light switch (reverse gear engaged) on vehicles with manual transmission is transferred from the light module to the PDC control unit via the K -CAN.
3. Display form of the optical warnings on the Central Information Display (display image).

The PDC measures the distance to objects within its range with ultrasonic sensors.

The driver is warned of an object that could cause a collision as follows

1. Acoustic warning (via multi -audio system controller, M -ASK, and mid-range loudspeaker)
2. Visual warning (via Central Information Display)

The PDC uses these two 2 warning functions to offer a degree of comfort for drivers who are hard of hearing or physically impaired.

A fault in the PDC is indicated by a Check-Control message.

PDC is unable to take the place of the driver's personal assessment of obstacles.

The ultrasonic sensors have a blind spot. Objects in this blind spot cannot be detected.

The ability to detect objects can stretch the physical limits of ultrasonic measurements (no or poor reflection of ultrasonic impulses, e.g. trailer tow bars or narrow objects).

Low objects that have already been indicated can "disappear", before a continuous tone sounds (e.g. a high curbstone).

The evaluation of obstacles is thus the responsibility of the driver, even with PDC.

PDC consists of the following components

1. 8 ultrasonic sensors There are 4 ultrasonic sensors in each of the front and rear bumpers. The ultrasonic sensors emit ultrasonic impulses. These ultrasonic impulses are reflected by obstacles (echo impulses). The ultrasonic sensors receive and amplify these echo impulses. The amplified echo impulses are then converted into a digital signal. Each ultrasonic sensor has its own microprocessor, its own power supply and its own data connection to the PDC control unit.

The measuring range of the ultrasonic sensors is between approx. 25 centimetres and a maximum of approx. 200 centimetres. If the minimum distance that can be detected rises to an impermissible level, a fault message is entered in the fault memory.

Dirt contamination, moisture, ice and snow can cause an impermissible rise in the minimum distance that can be detected.

Note. Cleaning the ultrasonic sensors To make sure the system remains fully operational, keep the ultrasonic sensors clean and free from ice. Do not clean by spraying high -pressure washers directly at the ultrasonic sensors. When cleaning, always maintain a minimum distance of at least 10 centimetres.

1. PDC button The PDC button is in the centre console switch cluster. The signal from the PDC button is transferred through the K-CAN to the PDC control unit. The PDC button is used to manually switch the Park Distance Control system on and off. When the PDC is switched on, the function LED in the PDC button lights up. If a fault develops in the PDC, the function LED in the PDC button flashes.
2. PDC control unit The PDC control unit controls the ultrasonic sensors for transmitting ultrasonic impulses. The PDC control unit also receives the digital signals from the individual ultrasonic sensors. By comparing the individual digital signals, the PDC control unit calculates the minimum distance between the ultrasonic sensor and the object. When an object is detected, an acoustic warning and a visual warning are given.

The PDC control unit is connected to various other control units via the bus systems

1. Multi-audio system controller / Car Communication Computer The multi-audio system controller (M-ASK) or Car Communication Computer (CCC) emits the PDC acoustic warning through the mid -range loudspeakers.
2. Central Information Display The visual PDC warnings are given in the Central Information Display (CID). In addition, information regarding a Check -Control message that may be present is shown.
3. Instrument cluster A current Check -Control message is indicated by a symbol in the LCD display in the instrument cluster. Moreover, the instrument cluster also provides the exterior temperature and the kilometer reading for the PDC control unit. Ice and frost can cause an unexpected response from the ultrasonic sensors. The response characteristics of the ultrasonic sensors changes depending on the exterior temperature. If a fault is stored in the fault memory, the kilometer reading and the exterior temperature are also stored.
4. DSC control unit The DSC control unit supplies the PDC with information about the roadspeed and distance travelled.
5. Electronic transmission control On vehicles with automatic transmission, the electronic transmission control (ESG) supplies the signal that reverse gear is engaged.
6. Light module On vehicles with manual transmission, the light module (LM) supplies the signal that reverse gear is engaged.
7. Car Access System The CAS control unit supplies the PDC with the terminal status (e.g.. terminal 15). For vehicles from 03/2004, power is supplied to the PDC control unit through terminal 30g (active) instead of terminal 15.
8. Trailer module (AHM) The trailer module sends a signal indicating whether or not the vehicle is towing a trailer. If a trailer is recognized, the acoustic and visual warnings for the rear bumper are deactivated.

PDC incorporates the following functions

1. Acoustic warnings
2. Visual warnings
3. Check Control

Acoustic warnings

The acoustic warnings are emitted by the M -ASK via the mid-range loudspeaker.

If an object is detected by 2 ultrasonic sensors, the loudspeaker closest to the object is actuated. The mid -range loudspeaker in the left/right -hand front doors or the mid -range loudspeaker on the left/right-hand sides of the rear shelf can be actuated.

If an object is detected by 3 ultrasonic sensors, the mid -range loudspeakers on the left and right -hand sides are actuated together.

The smaller the distance to the object, the faster the sequence of acoustic warning tones.

A distance of less than approx. 25 centimeters is indicated by a continuous tone.

The warning tone switches off as soon as the vehicle moves away from the object.

If the vehicle is moving directly towards a wall, the acoustic warning tone will be switched off after approx.

3 seconds so that it does not distract the driver. If the vehicle continues to approach the wall, the warning will be reactivated.

Effective range for acoustic warnings

1. approx. 60 centimeters for the ultrasonic sensors at the two corners of the front bumper
2. approx. 70 centimeters for the two middle ultrasonic sensors in the front bumper
3. approx. 60 centimeters for the ultrasonic sensors at the two corners of the rear bumper
4. approx. 150 centimeters for the two middle ultrasonic sensors in the rear bumper

Visual warnings

The visual PDC warnings are given in the Central Information Display (CID). This is subject to the display in the CID being active.

The visual warnings are given earlier than the acoustic warnings.

The effective range is approx. 2 meters at the front and approx. 2.5 meters at the rear.

The graphic display is shown on the CID. The PDC control unit supplies the distance between the ultrasonic sensor and the object detected via the K-CAN.

The display on the CID is an overhead view of the vehicle with the effective ranges of the ultrasonic sensors.

The distance to objects detected is shown in the colours of traffic lights

1. Distance down to 100 centimeters: green
2. Distance between 100 an 50 centimeters: yellow
3. Distance less than 50 centimetres: red

The display appears as soon as the PDC is switched on (manually or automatically). The display overrides other displays in the CID. When the PDC is switched off again, the previous display automatically appears again in the Central Information Display.

Check Control

If a fault develops in the PDC, the function LED in the PDC button flashes.

In this situation, PDC cannot be switched on.

At the same time, a Check -Control message is displayed in the following form

1. Symbol in the LCD display in the instrument cluster
2. The following text appears in the status line of the Central Information Display: "PDC failure!" In the menu "BMW Service", the following text can be called up in the submenu "Check -Control messages": "Park Distance Control No acoustic warning available for Park Distance Control (PDC). Have the problem checked by BMW Service as soon as possible".

Conditions for switching on and off

PDC is switched on under the following conditions

1. PDC button pressed (PDC switched on manually)
2. Reverse gear engaged (PDC switched on automatically)

PDC is switched off under the following conditions

1. PDC button pressed (PDC switched off manually)
2. Ignition switched off (PDC switched off automatically
3. After driving approx. 50 meters
4. After exceeding a speed of 30 km/h

When a trailer is being towed, the acoustic and visual warnings for the rear bumper are deactivated. For this to happen, the trailer must be electrically connected to the vehicle.

Problematic conditions for switching on and off

In borderline situations, PDC may give a warning even though there is no object within the effective range (reflection from the ground, e.g. on coarse gravel).

In borderline situations, it could happen that objects that are present are not detected (no or insufficient reflection due to geometric form).

Under the following conditions, it could happen that the PDC gives a warning, even though there is no object within the effective range

1. Ultrasonic sensor incorrectly located in its bracket
2. Heavy rain
3. Severe dirt contamination or icing of the ultrasonic sensors
4. Ultrasonic sensors covered in snow
5. Echo pulses caused by ground, e.g. extremely coarse road surface or high grass
6. Very smooth walls in large, enclosed, rectangular spaces, e.g. in underground car parks (interference from earlier, reflected echo impulses)

Under the following conditions, the PDC may not recognize an obstacle that is present

1. Low objects or objects with corners and sharp edges (no reflection)
2. If you drive alongside a wall while you are parking, the acoustic warning will be deactivated so long as you are moving parallel to the wall.

The visual warning (display) is switched on in the Central Information Display (CID) as follows

1. "Settings (i)" menu
2. "Vehicle settings" menu
3. "PDC" menu
4. Activate "Display on"

See also:
• SAFETY FUNCTIONS
• DEADLOCKING