General Electrical System - Service Techniques BMW X5 E70

Scheme 253

INTRODUCTION

This glossary contains electrical components from the circuit diagrams found in diagnosis, together with the respective abbreviated designations for the components.

Abbreviated designations are the descriptions of the components found in the circuit diagrams. Example: "A210" for the control unit "door module, rear passenger side".

This glossary contains approx. 2,000 abbreviated designations.

This glossary contains the following information

1. Abbreviated designation (alphanumerically sorted)
2. Component
3. Information: Reference to a component description in an SI Technology bulletin (SBT). If there is not a more detailed description of the component available, a short description of the component will be given in column headed "Information".
4. KoGr.: Main group for the component Each abbreviated designation with component is assigned to a main group. An overview of the main groups can be found in the SI Technology bulletin (SBT) "Abbreviations".
5. Model series: Overview of model series in whose circuit diagrams the abbreviated designation is found.

Note. For up-to-date information, please refer to the BMW diagnosis system.

This glossary contains the abbreviated designations for the following circuit diagrams

1. Circuit diagram...DVD "BMW V 5.0", status 03/2005 (WDS: Wiring Diagram System): This DVD contains the circuit diagrams needed for diagnosis on BMW vehicles.
2. Circuit diagram...DVD "MINI V 3.0", status 03/2005 (WDS: Wiring Diagram System): This DVD contains the circuit diagrams needed for diagnosis on MINI vehicles.

This glossary contains the abbreviated designations used in both these DVDs. Abbreviated designations that are only found in the overviews "Component... and signal information" are not contained in this glossary.

Note. Assignment of abbreviated designation to model series

For technical reasons associated with the system, some model series are listed together, as follows

1. E60 and E61
2. E63 and E64
3. E65 and E66
4. E83 and E85
5. E87 and E90
6. R50, R52 and R53

For this reason, it is possible that an abbreviated designation is assigned to a model series even though the component concerned is not found in that model series.

ALPHANUMERICAL OVERVIEW OF ABBREVIATED DESIGNATIONS

The WDS...DVD (Wiring Diagram System) alphanumerically lists the abbreviated designations from the overview "Component... and signal information".

Abbreviated designations are alphabetically sorted in the following groups

1. A Control units, modules
2. B Sensors, electric converters
3. D Diagnosis interfaces
4. E Lights, electric heating equipment
5. F Fuses
6. G Power supply, gas generators
7. H Acoustic and visual warning systems
8. I Components from BMW suppliers
9. K Relays
10. L Coils
11. M Electric motors, drives
12. N Amplifiers, regulators, control units
13. P Display instruments
14. R Resistors, potentiometers
15. S Switches, buttons
16. T Ignition coils
17. U Radio systems, suppressor filters
18. V Semiconductors, diodes
19. W Aerials, screening
20. X Connectors Connectors are not listed in this glossary.
21. Y Electromechanical components
22. Z Blocking circuits, suppressor filters

Subject to change.

Scheme 254

A digital compass in the interior mirror is offered as an optional extra (option 4NA) for the following BMW vehicles: 3 Series and X3 and X5.

1. > Up to 09/2006

A small LC display at top right in the interior mirror indicates the point of the compass in which the direction of travel is pointing: e.g. SW for South West.

1. > From 09/2006

The display is effected with transmitted light technology. An LC display (window) is no longer needed. The display can be deactivated.

The compass offers an additional benefit especially in the USA. In large cities the streets are frequently arranged according to the points of the compass. The points of the compass are also marked on signposts.

The compass also makes orientation in European cities easier.

Note. Option 4NA only in conjunction with option 430 or 431.

Option 4NA "Interior mirror with digital compass" is offered only in conjunction with the following option

1. Option 430 "Interior mirror and exterior mirrors with automatic antiglare control"
2. Option 431 "Interior mirror with automatic antiglare control"

Option 4NA cannot be combined with option 449 "Interior mirror with toll function for Japan".

Option 4NA cannot be combined with option 802 "Korea version".

Option 4NA cannot be combined with option 5AC "Main-beam assistant".

BRIEF DESCRIPTION OF COMPONENTS

The following components deliver signals for the digital compass

1. Magnetic field sensor > up to 09/2006 The magnetic field sensor is installed in the mirror base. The magnetic field sensor measures the current alignment of the magnetic field. The signal is sent to the control electronics for the compass in the interior mirror. > from 09/2006 The magnetic field sensor is on the PCB in the interior mirror.
2. Control electronics for the compass The interior mirror is electrically connected to the roof control panel (FZD). The control electronics for the compass are integrated into the board for the interior mirror. The signals from the magnetic field sensor are received by the control electronics. The LCD display is activated directly by the control electronics.

The following components are controlled

1. Display in interior mirror > up to 09/2006 The LC display (window) is situated at top right in the interior mirror. The points of the compass are presented digitally on the LCD display (LCD: Liquid Crystal Display). The display is divided into eight compass points. > from 09/2006 The point of the compass is displayed in transparent light technology in the interior mirror as well. The display is likewise situated at top right in the interior mirror. The display is divided into 8 points of the compass.

SYSTEM FUNCTIONS

The following system functions for the digital compass are described

1. Display
2. Brightness control of display
3. Adjustment of magnetic field zones and calibration
4. from 09/2006: Further adjustments
5. up to 09/2006: Fault display

Display

The 8 points of the compass are digitally displayed by abbreviations.

1. > From 09/2006

The display is available in English and German (delivery status: English LHD)

N: North

NE: North East

E: East

SE: South East

S: South

SW: South West

W: West

NW: North West

The changeover between displays is carried out as follows

1. The current vehicle position is the center of a 360° circle.
2. The eight points of the compass divide these 360°into sixteen 22.5°segments.
3. The display changes over if the direction of travel changes by more than 22.5 °.

Brightness control of display

2 photocells in the electrochromic interior mirror record the surrounding brightness (1 photocell for the surrounding brightness coming from the front, 1 photocell for the surrounding brightness coming from the rear).

The photocells deliver the signals for the display brightness control.

The brightness of the display is adjusted by the interior mirror control electronics to suit the surrounding brightness.

Adjustment of magnetic field zones and calibration

The worldwide magnetic field zones are permanently stored in the interior mirror. The magnetic field zones represent the deviations in relation to an ideal magnetic field for earth. The orientation "North" is precisely determined by the magnetic field zones.

The current magnetic field zone may be adjusted according to the geographic location. For example, Germany is located in magnetic field zone "8".

A vehicle has its own magnetic field. This makes it possible for the magnetic field sensor to measure an overlapping of the magnetic field with the earth's magnetic field. This overlapping is "worked out" by calibrating the compass.

A changed magnetic field is normally calibrated "automatically".

The vehicle's magnetic field may change under the following special circumstances

1. Powerful vibration during an accident
2. Very large external magnetic field-e.g. if a vehicle passes under a train when travelling through an underpass

However, a manual calibration may speed up the automatic calibration.

from 09/2006: Further adjustments

Different time-based adjustment menus can be obtained by means of the adjustment button

1. 0 to 3 seconds: Display ON/OFF
2. 3 to 6 seconds: Adjustment of magnetic field zones (0-15)
3. 6 to 9 seconds: Calibration (C)
4. 9 to 12 seconds: Left-hand drive or right-hand drive (L or R)
5. 12 to 15 seconds: English or German (E or O)

Release the adjustment button when the correct menu is obtained. Select values in the menu by pressing briefly. After approx. 5 seconds the value is stored and the menu is automatically exited.

up to 09/2006: Fault display

The LC matrix for the LCD display lights up completely if a system fault develops. A fault is displayed under the following conditions

1. If the vehicle is highly magnetized (2,200-2,500 milligauss), the measuring range of the magnetic field sensor will be exceeded.
2. If a fault develops in the circuitry of the magnetic field sensor.

Note. regarding the physical unit "gauss".

Gauss is the unit of measurement for magnetic flux density.

PRECONDITIONS FOR ACTIVATION

At terminal 15 ON, the display is activated with a test run.

1. > Up to 09/2006

During this process, the LC matrix lights up completely (approx. 3 seconds). The digital compass is then switched on. There is no switch for turning off the LCD display at terminal 15 ON.

Scheme 255

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 256

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 (BMW diagnosis system from DIS CD 36) was developed in order to analyze faults in the communication of MOST control units.

The MOST system analysis has been improved in DIS-CD 38.

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

Scheme 257

Prior to the introduction of the roof control panel, the wiring in the roof was extremely complex. Individual lines were required for the following functions

1. Interior lighting (front and rear)
2. Sliding/tilting sunroof
3. Anti-theft alarm system
4. Lighting for make-up mirrors
5. Electrochromic interior mirror with connection for electrochromic exterior mirrors
6. Rain-light sensor or rain-light solar sensor
7. Condensation sensor

Both basic and High variants of the roof control panel are available.

The High variant of the roof control panel is fitted in conjunction with specific optional equipment: e.g. sliding/tilting sunroof or with option 563 "Lighting kit".

The roof control panel optimizes the wiring in the roof as follows

1. The roof control panel is the interface for the wiring in the roof.
2. The roof control panel also features other components, depending on the equipment fitted and the national version: Sliding/tilting sunroof switch Emergency call button Microphone Indicator lamp for front-passenger airbag deactivation Ultrasonic interior motion sensor (E70 only)

This summary of wires and components in the roof control panel optimizes the previous construction.

1. Basic variant on basic version The basic variant of the roof control panel does not have its own control unit. It comprises the following components: Interior light, front Rear interior light (not E93) These two lights are activated via the footwell module.
2. High variant The High variant of the roof control panel has its own control unit. The FZD control unit (FZD: roof control panel). The High version of the roof control panel contains the following components, depending on the equipment fitted and the national version: Interior light, front Reading light, front (for driver's side and passenger side) Rear interior light Reading light, rear (left and right) Switch for sliding/tilting sunroof Microphone for telephone and emergency call Emergency call button Indicator lamp for front-passenger airbag deactivation Ultrasonic interior motion sensor (E70 only)

The roof control panel is available in several colors to match the headliner. Due to the number of equipment specifications, there are a total of 62 variants of the roof control panel (E70: 68; E93: 4).

The following components send input signals to the FZD control unit in the High variant of the roof control panel

1. 3 interior-light switches The interior light and the reading lights are switched on and off via 3 switches.
2. Light switch Switching Terminal R on and setting the light switch to switch position "A" or "2" also switches on the top-light.
3. Sliding/tilting sunroof switch The sliding/tilting sunroof switch is used to open and close the sliding/tilting sunroof and to tilt it upwards.
4. Hall sensors in the sunroof drive The Hall sensors in the sliding/tilting sunroof drive indicate the position of the sliding/tilting sunroof to the FZD control unit (in the roof control panel). > E70, E91 The E70, E91 have 2 drives, each with 2 Hall sensors: 2 Hall sensors report the position of the glass sliding/tilting sunroof and the glass tilting roof (Panorama glass roof) 2 Hall sensors report the position of the sliding visor and the wind deflector. > E91 with Panorama glass sunroof The E91 with Panorama glass sunroof has its own control unit for the Panorama glass sunroof (SHD: sliding/tilting sunroof). The Hall sensors report to the SHD control unit.
5. Wiper/washer system The position of the windscreen wiper switch is reported to the rain-light sensor or rain-light solar sensor via the FZD control unit. The rain-light sensor or rain-light solar sensor is activated by the "automatic wipe" button.
6. Condensation sensor > Only vehicles with IHKA: integrated automatic heating and air-conditioning system The condensation sensor measures the moisture on the windscreen in the vehicle interior. The condensation sensor is able to detect condensation on the windscreen before it becomes visible. The condensation sensor is only active in the automatic program. The condensation sensor draws its power supply from the roof control panel. The roof control panel evaluates the condensation sensor data. The roof control panel sends appropriate data to the IHKA control unit (via the K-CAN). On receiving this data, the IHKA control unit starts the windscreen demisting program.
7. Electrochromic rear-view mirror If a strong light beam hits the electrochromic interior mirror, the electrochromic interior mirror sends an analogue signal to the FZD control unit. The FZD control unit controls the dimming of the electrochromic interior mirror. The electrochromic mirror glass darkens. In addition, the FZD control unit also converts the analogue signal into a CAN message. The CAN message is sent on the K-CAN, triggering the darkening of the electrochromic exterior mirror (optional equipment). The occupants of the vehicle are not dazzled by reflected light beams.
8. Ultrasonic interior motion sensor The ultrasonic interior motion sensor is a sensor for the anti-theft alarm system (DWA). The ultrasonic interior motion sensor is able to detect movements in the vehicle interior via ultrasonic signals. If the anti-theft alarm system is activated and movement is detected in the vehicle interior, an alarm is triggered. > E70 The ultrasonic interior motion sensor is integrated in the FZD control unit. > E81, E87, E90, E92 and E91 without Panorama glass roof The ultrasonic interior motion sensor is integrated in the rear interior light. > E91 with Panorama glass sunroof The ultrasonic interior motion sensor is installed at the FZD control unit.
9. Selector lever or shift lever in the center console If reverse gear is engaged, the electrochromic mirrors will not be dimmed.
10. Power supply from the distributor in the junction box The roof control panel draws its power supply from the distributor in the junction box. > E81, E87, E90, E91 E92 3 positive cables connect the distributor in the junction box to the roof control panel: Terminal 15 Terminal 30 Terminal 30g, not E91 with option 402 "Panorama glass roof" > E93 2 positive cables connect the distributor in the junction box to the roof control panel: Terminal 15 Terminal 30 > E70 3 positive wires lead from the power distributor in the junction box and from the rear power distributor to the roof control panel: Terminal 15 from rear power distributor Terminal 30g with option 402 "Panorama glass roof" from rear power distributor, without option 402 "Panorama glass roof" from power distributor in the junction box, Terminal 30 from power distributor in the junction box The junction box houses a distributor and a control unit. The control unit is called the junction box electronics. The junction box electronics (JBE control unit) is the data interface for the following data buses: K-CAN (body CAN) PT-CAN (powertrain CAN) Diagnosis wire The signals from the F-CAN (Chassis CAN) are simply looped through the junction box. This means that the signals from the F-CAN are not received and processed by the JBE control unit. The F-CAN cables are simply routed through the junction box housing.

The following control units are associated with the FZD control unit (depending on the equipment)

1. CAS: Car Access System The CAS (Car Access System) control unit supplies the terminal status Terminal R ON. The CAS control unit is connected to the FZD control unit via the K-CAN. The CAS control unit supplies the "convenience closing" or "convenience opening" message for the sliding/tilting sunroof. > E93 The CAS control unit is connected to the DWA control unit via the K-CAN (DWA control unit: siren with tilt alarm sensor and integrated DWA software)
2. CA: Comfort Access The CA (Comfort Access) control unit supplies the "convenience closing" or "convenience opening" message for the sliding/tilting sunroof. The request is sent when the outside door handle is pressed for longer than 2 seconds. Comfort Access is connected to the FZD control unit via the K-CAN.
3. DWA: Anti-theft alarm system For the DWA control unit, the FZD control unit is the interface to the K-CAN. The DWA control unit receives messages about the doors and engine hood as well as the boot lid (e.g. closed, open) via the K-CAN. The DWA control unit evaluates the signals from the ultrasonic interior motion sensor. The messages from the DWA are looped through the roof control panel. This means that the cables for the anti theft alarm system are routed through the roof control panel housing. Messages from the DWA control unit are fed via a direct wire to the DWA LED. The DWA control unit is connected to the siren with tilt alarm sensor via the K-bus. > E93 DWA control unit: siren with tilt alarm sensor and integrated DWA software The software for the DWA is integrated in the siren with tilt alarm sensor. > E70 DWA control unit: FZD control unit with integrated DWA software The DWA LED is actuated directly by the FZD.
4. EGS: Electronic transmission control The EGS control unit supplies the "Reverse gear engaged" message for the electrochromic interior mirror (with automatic transmission). Signal path: EGS (electronic transmission control) -> PT-CAN -> Junction box electronics (JBE) in junction box -> K-CAN -> FZD (roof control panel). If reverse gear is engaged, the electrochromic mirrors will not be dimmed.
5. FRM: Footwell module The footwell module (FRM) controls the interior and exterior lighting but not the reading light. The reading light is controlled by the roof control panel. The FRM control unit is connected to the roof control panel via the K-CAN.
6. IHKA: Integrated automatic heating and air-conditioning system The IHKA control unit receives the signals from the condensation sensor via the FZD control unit. The IHKA control unit is connected to the FZD control unit via the K-CAN.
7. KOMBI: Instrument cluster The instrument cluster control unit in the instrument cluster sends messages to the FZD control unit, e.g. regarding the dimming of the instrument lighting. The FZD control unit dims e.g. the LED in the sliding/tilting sunroof switch. The instrument cluster control unit also receives messages from the FZD control unit: e.g. the FZD control unit will send a message to the instrument cluster control unit when the anti-trap circuit on the sliding/tilting sunroof is triggered. The instrument cluster control unit then converts this message to a Check-Control message in the vehicle's system. The instrument cluster control unit is connected to the FZD control unit via the K-CAN.
8. RLS / RLSS: rain-light sensor / rain-light solar sensor The rain-light sensor or rain-light solar sensor is like the condensation sensor in the base of the electrochromic interior mirror. The RLS or RLSS detects water on the windscreen and the ambient brightness. The solar sensor in the RLSS also records the presence of light or heat sources (e.g. direct sunlight), which could affect the climate in the vehicle interior. The signals from the RLS or RLSS are used to control the wiper function and for automatic driving lights control. With the RLSS, the signals from the solar sensor are also used to control the functions of the air conditioning. The RLS or RLSS is a self-diagnosing control unit. The RLS or RLSS is connected by a LIN bus to the roof control panel (LIN: Local Interconnect Network, i.e. local data bus).
9. SZL: Steering Column Switch The SZL control unit sends signals to the FZD control unit, e.g. from the wiper switch. The SZL control unit is on the F-CAN (Chassis CAN). Data is transmitted to the K-CAN via a number of data buses and control units. Signal path: SZL-> F-CAN -> Junction box (merely looped through) -> F-CAN -> DSC (Dynamic Stability Control) -> PT-CAN -> JBE control unit in junction box -> K-CAN -> FZD -> Rain-light sensor or rain-light solar sensor.

In the High variant of the roof control panel, the following components are controlled by the FZD control unit

1. Interior lighting, front The interior lighting includes the interior lights and the reading lights, left and right. Front interior light The light source for the front interior light is a 6 W xenon lamp. Reading light for driver's side and passenger side There is one reading lamp each on the right and on the left. The light source for the reading lamp is a 6 W xenon lamp. LEDs for top-light The top-light comprises 2 orange LEDs.
2. Lighting for the make-up mirrors The lighting for the make-up mirror comes on automatically whenever the sliding visor for the make-up mirror is opened (regardless of whether or not the interior lighting is switched on). There is a make-up mirror on the driver's side and on the passenger side.
3. Rear interior light The rear interior light is activated by the FZD control unit as follows: On the basic variant of the rear interior light, the rear interior lighting is switched on together with the lighting in the front of the vehicle. The rear interior light in the basic variant does not have its own switch. The rear interior light is switched on by the FZD control unit. On the High variant, the signals from the rear interior lighting buttons are sent to the FZD control unit. The FZD control unit activates the required lights. The top-light is activated by the FZD control unit whenever the exterior lights are switched on. > E81, E87, E90, E91, E92 The following variant-specific versions of the rear-compartment interior light are available: Basic variant rear interior light The basic variant, the rear interior light simply provides interior light. Rear interior light on the basic variant with cover for the ultrasonic interior motion sensor On the basic variant with ultrasonic interior motion sensor, the ultrasonic interior motion sensor is fitted in the rear interior light. High variant rear interior light On the High variant, the rear interior light provides both interior lighting and reading lights on the left and right. High variant rear interior light with cover for ultrasonic interior motion sensor On the High variant with ultrasonic interior motion sensor, the rear-compartment interior light features the ultrasonic interior motion sensor in addition to the interior lighting and reading lights. > E70 and E91 with Panorama glass roof The ultrasonic interior motion sensor is located in the FZD (E70) or on the FZD (E91 with Panorama glass roof). > E70 and E91 with Panorama glass roof The E70, E91 has 2 rear interior lights: on the C-pillar left and right.
4. Sliding/tilting sunroof drive > E87, E90, E92 The FZD control unit actuates the sliding/tilting sunroof drive (dependent on the sliding/tilting sunroof switch or central locking system). > E70 The FZD control unit controls 2 drives. One drive operates the two glass roofs (Panorama glass roof), the other the sliding visor and the wind deflector. > E91 On the E91 with Panorama glass roof there is a separate SHD control unit for the 2 drives.
5. Rain-light sensor / rain-light solar sensor The FZD control unit sends important messages for the operation of the wipers to the rain-light sensor or rain-light solar sensor (via the LIN bus, see below in the " «SYSTEM FUNCTIONS»(/bmw/x5/e70-2006-2010/remont/horns/#general-electrical-system-service-techniques) " section)
6. Condensation sensor The condensation sensor draws its power supply from the roof control panel.
7. Electrochromic interior mirror and electrochromic exterior mirrors The roof control panel controls the dimming of the electrochromic mirrors as follows: the roof function center control unit converts the analogue signal from the electrochromic interior rear-view mirror into a CAN message for the electrochromic door mirrors.
8. Ultrasonic interior motion sensor > E70, E81, E87, E90, E91, E92 The ultrasonic interior motion sensor draws its power supply from the roof control panel. The ultrasonic interior motion sensor is in the DWA control unit. > E70 The DWA control unit and ultrasonic interior motion sensor are integrated in the roof control panel.
9. 4 microwave sensors > E93 The 4 microwave sensors use microwaves to record movement inside the vehicle interior. A movement is detected if the reflection (echo) of the microwaves changes. The range or sensitivity of the microwave sensors is preset (depending on the vehicle model and the equipment fitted). 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.
10. FBD receiver: Remote control receiver > E81, E87, E93 The FBD receiver for the central locking system is installed in the interior mirror (FBD receiver is the receiver for remote control). In the standard equipment version, the FBD receiver draws its power supply from the power distributor in the junction box. If an FZD control unit is fitted (depending on the equipment variant), power is supplied from the power distributor in the junction box to the FBD receiver by the FZD control unit (wire is merely looped through). > E90, E91, E92 The FBD receiver is located in the aerial amplifier in the headlining above the rear window. Power is supplied from the power distributor in the junction box. > E70 The FBD receiver is installed in the aerial amplifier with aerial diversity in the tailgate. Power is supplied from the rear power distributor.
11. DWA LED The DWA LED is located on the underside of the interior mirror. The DWA LED flashes when the anti-theft alarm system is activated. When an alarm is triggered, the DWA LED lights up. The DWA LED draws its power supply from the roof control panel. The signal from the ultrasonic interior motion sensor for the DWA LED is simply looped through the roof control panel (i.e. the cable for the sensor is routed through the roof control panel). > E70 The FZD directly actuates the DWA LED. > E93 The DWA LED draws its power from power distributor in the junction box. The DWA LED is actuated by the DWA control unit (DWA control unit: siren with tilt alarm sensor and integrated DWA software).
12. Garage-door remote controls The 3 buttons for the garage door opener (also known as "integrated universal remote control") are in the interior mirror. The garage door opener draws its power supply from the roof control panel.

In the basic variant , the following lights draw their power supply from the roof control panel

1. Interior light, front
2. Rear interior light
3. > E70 Reading light

These lights are activated via the footwell module (FRM).

In the high variant , the FZD control unit controls the following functions

1. Reading lamp
2. Interior lighting and top-light: Data transmission only from the buttons to the footwell module and from the footwell module to the lights (see below)
3. Sliding/tilting sunroof (except for Panorama glass sunroof E91)
4. Master for rain-light sensor or rain-light solar sensor
5. Self-diagnosis
6. The FZD control unit is the gateway (i.e. the data interface) for the following components and functions: Gateway between K-CAN and LIN bus Gateway for condensation sensor Gateway for Check Control Gateway for the electrochromic interior mirror and for the electrochromic exterior mirrors

The roof control panel can therefore be considered to have 3 functions

1. The roof control panel is an installation location for other components.
2. The FZD control unit controls some functions.
3. For a number of other functions, the FZD control unit acts as a gateway .

All of the above system functions are described in detail below.

1. The roof control panel is simply the installation location for the following components: Indicator lamp for passenger airbag deactivation The installation of an indicator lamp for passenger airbag deactivation depends on the equipment fitted and on the national version. The roof control panel is the installation location of the indicator lamp for passenger airbag deactivation. > E81, E87, E90, E91, E92 The indicator lamp for passenger airbag deactivation is actuated by the MRS control unit (MRS = "multiple restraint system"). > E70, E93 The ACSM safety system is employed on E70, E93 vehicles (ACSM = "Advanced Crash Safety Module", also known as "crash safety module"). The indicator lamp for passenger airbag deactivation is actuated by the crash safety module. Emergency call button Although the emergency call button is installed in the roof control panel, there is no electrical connection between it and the panel. The emergency call button is directly connected to the telephone control unit. Depending on the equipment fitted, the telephone control unit is the TCU or the ULF (TCU: Telematic Control Unit; ULF: universal charger and hands-free system). Microphone If a telephone has been installed, the two microphones for the telephone will also have been installed in the roof control panel. The two microphones are directly connected to the respective telephone control unit. > E93 The microphone is located on the steering column. NOTE: From 09/2006, only 1 microphone is to be fitted. This change will be introduced gradually through the various model series. The installation location of the microphone in the FZD depends on the national version (LHD or RHD). That means: On LHD vehicles, the microphone is installed on the left. On RHD vehicles, the microphone is installed on the right.
2. The FZD control unit in the roof control panel controls the following functions: Controlling the reading lamp The FZD control unit evaluates the buttons for the reading lamp and activates the reading lamp. Control of interior lighting and top-light For the control of the interior lighting and the top-light, the FZD control unit simply transmits data to the footwell module. The interior lighting and top-light are controlled as follows: Interior light When the interior-light button on the roof control panel is pressed, the FZD control unit sends a corresponding message to the footwell module. The footwell module sends a "Switch ON" or "Switch OFF" request to the roof function center control unit. The FZD control unit sends the "Switch ON" or "Switch OFF" request to the interior lights. The interior lighting is subject to the following regulations: Overrun of interior lighting: Depending on the encoding, the interior lights are switched on for a while after terminal R is switched off. The message is sent from the footwell module. Dimming: The interior lighting can be switched on dimmed or immediately at full illumination intensity. The message is sent from the footwell module when the interior-light button is pressed. The dimming settings are controlled by the FZD control unit. Controlling the power supply: The power supply for the interior lights is controlled by the FZD control unit with pulse-width modulation in order to compensate for voltage fluctuations in the vehicle's system. Consumer shutdown: The footwell module switches the entire interior lighting off when the "Consumer shutdown" message is sent on the K-CAN. This message is transmitted when the charge state of the battery is poor to maintain the battery's ability to start the vehicle for as long as possible, or for a defined time after terminal R is switched OFF. Top-light The top-light comes on automatically when Terminal R is switched on, along with the parking lights. Signal path: CAS (Car Access System)-> FRM (footwell module) -> FZD (roof control panel) -> LEDs for top-light The FZD control unit simply transfers data from the FRM control unit to the top-light LED display. Sliding/tilting sunroof control > E70, E81, E87, E90, E92 The FZD control unit is responsible for controlling the sliding/tilting sunroof. The FZD control unit controls the sliding/tilting sunroof as follows: The FZD control unit evaluates the signals from the sliding/tilting sunroof switch. The FZD control unit actuates the sliding/tilting sunroof drive. > E70 The FZD control unit controls 2 drives. The FZD control unit receives the signals from the two Hall sensors regarding the position of the sliding/tilting sunroof. > E70 The FZD control unit also receives the signals from the two Hall sensors via the position of the sliding visor and the wind deflector. The FZD control unit executes the convenience closing request for the sliding/tilting sunroof (e.g. from the comfort access CA). The requests of the comfort access reach the FZD control unit via the K-CAN. > E91 The E91 with Panorama glass sunroof (option 402) has a separate SHD control unit. On these vehicles, the FZD control unit evaluates the sliding/tilting sunroof switch. The FZD control unit sends the "Open", "Close", etc. requests to the FZD control unit. The roof control panel control unit sends appropriate CAN messages to the sliding/tilting sunroof control unit (via the K-CAN). Master for rain-light sensor or rain-light solar sensor The FZD control unit provides the rain-light sensor or rain-light solar sensor a bus connection to the K-CAN. This enables the following messages and requests to be sent: Switch position of the wiper switch or button for intermittent operation, depending on the rain-light sensor or rain-light solar sensor Position of the thumbwheel for setting the sensitivity of the rain-light sensor or rail-light solar sensor (selection of interval stage for rain sensor with wipers in intermittent operation) Status of wipers: The signal from the reset contact in the wiper motor is transmitted via the FZD control unit to the rain-light sensor or rain-light solar sensor. "Switch dipped-beam headlights on" prompt from rain-light sensor or rain-light solar sensor to footwell module: If the rain-light sensor or rain-light solar sensor detects that it is dark, the dipped-beam headlights will come on automatically (if the light switch is in switch position "A" = "Automatic driving lights control").
3. The FZD control unit in the roof control panel (High variant) is the data interface for the following components and functions: Gateway between K-CAN and LIN bus The FZD control unit is the data interface for the rain-light sensor or rain-light solar sensor between the K-CAN and the LIN bus. Gateway for condensation sensor The FZD control unit operates as a data interface for the condensation sensor as follows: The FZD control unit receives the signals from the condensation sensor via the interior mirror connector. The signals from the condensation sensor are pulse-width-modulated. The signals indicate the relative moisture on the inside of the windscreen. The FZD control unit converts the signals from the condensation sensor into digital messages for the K-CAN. The IHKA control unit receives these messages via the K-CAN. The demisting program is started accordingly. Gateway for Check Control The roof control panel issues Check-Control messages providing information about the sliding/tilting sunroof. Anti-trap circuit Loss of normalization following mechanical actuation: If the sliding/tilting sunroof has been moved mechanically using the emergency actuating unit, the tilted end stop must be taught in again (normalization). Gateway for the electrochromic interior mirror and for the electrochromic exterior mirrors The FZD control unit is the data interface between the electrochromic interior mirror, K-CAN and electrochromic exterior mirrors. The electrochromic exterior mirrors are controlled as follows when a request is sent via the electrochromic interior mirror: The electrochromic interior mirror sends a signal to the FZD control unit. The FZD control unit evaluates the signal and converts it into a percentage value (the percentage by which the exterior mirrors are to be dimmed). The FZD control unit sends this percentage value to the footwell module (FRM) via the K-CAN. The footwell module (FRM) sends the "Dim electrochromic exterior mirrors" request to the driver's door switch block. The driver's door switch block forwards the request to the electrochromic exterior mirror electronics. The electrochromic exterior mirrors are dimmed accordingly. For safety reasons, the electrochromic mirrors are not dimmed when reverse gear is engaged. If the vehicle has a manual transmission, the reverse-light switch will send a signal to the footwell module. The message is forwarded to the FZD control unit from the footwell module via the K-CAN. If the vehicle has an automatic transmission, the FZD control unit will receive the message "Reverse gear engaged" from the EGS control unit (via the K-CAN). (EGS: Electronic transmission control; SMG: Sequential manual transmission) The electrochromic mirrors are not dimmed until the reversing maneuver has been completed.

The FZD control unit is active under the following conditions

1. Terminal R ON, or
2. Terminal 15 ON and
3. K-CAN active

If none of these 3 conditions is met, the FZD control unit will switch to sleep mode and can be woken up by pressing the buttons for the interior lighting.

OPERATION

This section describes

1. How to switch the interior lighting on and off
2. How to set the sensitivity of the rain-light sensor or rain-light solar sensor

How to switch the interior lighting on and off

The interior lighting is switched on and off using 3 buttons

1. Interior-light button: The interior-light button switches both the front-compartment interior lights and the rear-compartment interior lights on and off.
2. Button for reading light on driver's side and button for reading light on passenger side: The button only ever switches the reading lamp on that side on and off.

Setting the sensitivity of the rain-light sensor or rain-light solar sensor

The rain-light sensor consists of a driving light sensor and a rain sensor.

The rain-light solar sensor comprises a driving light sensor, a rain sensor and a solar sensor

The driving light sensor measures the surrounding brightness outside the vehicle. Depending on the sensitivity of the driving light sensor, the dipped headlight will come on at dusk or when it goes dark ("Automatic driving lights control" option).

The sensitivity of the driving light sensor can be set as follows

1. On vehicles without CID (Central Information Display) On vehicles without CID (Central Information Display), the sensitivity of the driving light sensor is encoded via the BMW diagnosis system.
2. On vehicles with CID (Central Information Display): The sensitivity of the driving light sensor can be set directly in the vehicle using the controller (in the Central Information Display).

JAPANESE NATIONAL VERSION

The roof control panel creates the earth connection for the interior mirror with electronic toll function.

Scheme 258

In September 2002, the first so-called VRLA batteries, better known as AGM batteries came into use. (VRLA means v alve- r egulated l ead a cid, 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 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 259

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

Rather, 100% of the sulphuric 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.

AGM batteries can be recognized by the black housing and the lack of the so-called "magic eye".

Notes for service staff

When handling AGM batteries, certain special factors must be taken into consideration with regard to battery renewal and installation location.

Scheme 260

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"

This SI Technology bulletin (SBT) contains system overviews of bus structures for the following model series

1. E38 (7-Series, manufacturing period from 1994 to 2001)
2. E39 (5-Series, manufacturing period from 1995 to 2003)
3. E46 (3-Series, manufacturing period from 1997 to 2005)
4. E52 (Z8, manufacturing period from 1999 to 2003)
5. E53 (X5, start of series production 2001)
6. E60, E61, E63, E64 > E60, E61, E63, E64 from 09/2005 > E60, E61, E63, E64 from 03/2005 until 09/2005 > E60, E61, E63, E64 until 03/2005
7. E65, E66 > E65 and E66 from 03/2005 > E65 and E66 from 03/2004 until 03/2005 > E65 and E66 until 03/2004
8. E70 (X5, start of series production 2006)
9. E83 (X3, start of series production 2004)
10. E85, E86 > E85 (Z4), start of series production 2002 until 01/2006 > E85, E86 from 01/2006
11. E87 (1-Series, start of series production 2004)
12. E90, E91, E92, E93 (3-Series, start of series production 2005)
13. R50, R52, R53 (MINI and MINI Convertible, start of series production 2001)
14. R56 (start of series production 2006)

This SI Technology bulletin (SBT) also contains a section with frequently asked questions.

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

1. 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
2. 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)
3. 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
4. CA is added. A control unit for comfort access is added on the K-CAN. CA: Comfort Access
5. KGM is added. As of September 2005, the data interface for the buses is the body-gateway module (KGM). The previous data interface for the buses, the safety and gateway module (SGM) has been dropped. The following functions are integrated in the KGM control unit: Data interface for buses Outside door handle electronics Vehicle center satellite micro-power module
6. 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.
7. FLA is added. A new control unit for the main-beam assistant is added on the K-CAN: FLA: Main-beam assistant
8. 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
9. 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.
10. A new control unit for the night vision assistant is added on the K-CAN: NVE: night vision electronics
11. MPM dropped. No micro-power module (MPM) on the K-CAN. The KGM control unit performs the functions of the MPM.
12. 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

1. > E60, E61, E63, E64 from 09/2005: Buses and control units

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

1. 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.
2. 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.

1. > E60, E61, E63, E64 from 03/2005 until 09/2005: Buses and control units

Note. Original version: Buses and control units on E60, E61 E63, E64 up to 03/2005

To support the workshops, a description of the previous version of the bus structures on the E60 is also provided

1. > E60, E61, E63, E64 up to 03/2005: Buses and control units

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.

1. > E65 and E66 from 03/2005: Buses and control units

Note. Predecessor version: Buses and control units on E65, E66 from 03/2004

To support the workshops, a description of the predecessor version of the bus structures on the E65 and E66 is also provided

The key modification compared to the original version of the bus structures on the E65 and E66 is

SIM and ZGM have been combined to create the SGM. The SGM is the central data interface for all buses and control units.

(SIM: safety and information module)

(ZGM: central gateway module)

(SGM: safety and gateway module)

1. > E65 and E66 from 03/2004 to 03/2005: Buses and control units

Note. Original version: Buses and control units on E65, E66 up to 03/2004

To support the workshops, the original version of the bus structures on the E65 and E66 is also available

In the original version, the E65, E66 had the two control units SIM and ZGM.

1. SIM: safety and information module The SIM was the data interface for the control units on the byteflight data bus.
2. ZGM: Central gateway module The ZGM is the central data interface for all buses and control units.

1. > 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.

1. > E70: Buses and control units

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.

1. > E87: Buses and control units

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).

1. > E90, E91, E92, E93: Buses and control units

Scheme 261

Park Distance Control (PDC) is an item of special equipment. Park Distance Control (i.e.: parking aid) assists the driver when he is parking and maneuvering in tight spaces. This means that even small parking spaces can be used.

At the same time, parking damage is reduced.

PDC uses ultrasonic sensors to measure the distance to objects within the effective range.

1. > E70 (system supplier Valeo)
2. > E87, E90, E91, E92, E93 (system supplier Bosch)
3. > R56 (system supplier Bosch)

PDC is available in the following versions

1. Option 507: Park Distance Control (PDC), rear
2. Option 508: Park Distance Control (PDC), front and rear

The PDC button in the center console switch cluster is only provided with option 508.

Compared to earlier systems, PDC has the following new features

1. Modified ultrasonic sensor with decoupling element on sensor housing
2. Increased range for ultrasonic sensor: 2.5 meters front and rear
3. Good detection of obstacles while remaining insensitive to echo pulses from the ground

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

1. Acoustic warning via (depends on equipment fitted): > E70 Mid-range loudspeakers with Multimedia Platform (CHAMP), Multi-audio system controller (M-ASK) or Car Communication Computer (CCC) > E87, E90, E91, E92, E93 2 acoustic generators (1 front, 1 rear) with radio without audio system Mid-range loudspeaker with BMW "Professional" radio, multi-audio system controller or Car Communication Computer > R56 1 acoustic generators (rear) with Radio Wave Mid-range loudspeaker with Radio Wave CD, Radio Boost CD or Car Communication Computer
2. Visual warning by PDC image with multi-audio system controller and Car Communication Computer

The visual warning function in particular enables PDC to provide assistance for drivers who are hard of hearing or have restricted mobility.

The visual warning has additional benefits if the noise level inside the vehicle is very high (e.g. loud music).

PDC is not a substitute for the driver's personal judgement with respect to obstacles.

The ultrasonic sensors also have a "blind spot". In this blind spot, objects can no longer be detected.

The detection of objects can test the physical limits of ultrasonic measurements if the ultrasonic waves are reflected either poorly or not at all (e.g. due to trailer tow bars or narrow objects).

Objects close to the ground can suddenly "disappear", before a continuous tone sounds (e.g. a high kerbstone).

Loud noises outside and inside the vehicle can drown out the PDC signal tone.

It therefore remains the driver's responsibility to watch for obstacles, even in vehicles with PDC.

PDC consists of the following components

1. Ultrasonic sensors > E70 8 ultrasonic sensors with option 508: Park Distance Control (PDC), front and rear > E87, E90, E91, E92, E93 4 ultrasonic sensors with option 507: Park Distance Control (PDC), rear 8 ultrasonic sensors with option 508: Park Distance Control (PDC), front and rear > R56 4 ultrasonic sensors with option 507: Park Distance Control (PDC), rear There are 4 ultrasonic sensors in each of the front and rear bumpers. The ultrasonic sensors emit ultrasonic pulses. These ultrasonic pulses are reflected by obstacles (echo pulses). The ultrasonic sensors receive and amplify these echo pulses. The amplified echo pulses are then converted into a digital signal. Each ultrasonic sensor has its own electronics, 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 centimeters and a maximum of approx. 250 centimeters. A continuous warning tone sounds when the distance is less than about 25 centimeters.

Dirty sensors, moisture, ice and snow can also cause the continuous warning tone to sound.

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 centimeters.

Note. Make sure the decoupling element on ultrasonic sensor is correctly located.

The respective decoupling element must be correctly located. Otherwise, transmission and reception will be impaired.

1. PDC button > E70, E87, E90, E91, E92, E93 The PDC button is integrated in the center console switch cluster (no control unit). The signal from the PDC button is read by the IHKA (or IHKR/IHR control unit) control unit. In turn, the IHKA control unit sends a signal on the K-CAN. 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 pulses. The PDC control unit also receives the digital signals from the individual ultrasonic sensors. From 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 system

1. RAD2, CHAMP, M-ASK or CCC: BMW "Professional" radio, Multimedia Platform, multi-audio system controller or Car Communication Computer > E70, E87, E90, E91, E92, E93 Depending on the equipment fitted, the audio master emits acoustic PDC warnings via the mid-range loudspeaker.
2. Radio Wave CD, Radio Boost CD or CCC: Radio Wave CD, Radio Boost CD or Car Communication Computer > R56 Depending on the equipment fitted, the audio master emits acoustic PDC warnings via the mid-range loudspeaker.
3. CID: Central Information Display > E70, E87, E90, E91, E92, E93 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.
4. KOMBI: Instrument cluster > E70, E87, E90, E91, E92, E93 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. The PDC control unit is then able to correct the calculated distance with a factor corresponding to the outside temperature.
5. KOMBI and CID: Instrument cluster and Central Information Display > R56 The instrument cluster has two section. The instrument cluster itself is in the middle of the dashboard. The auxiliary instrument is on the steering column. The KOMBI and the CID are both control units. These control units are plugged into one another an installed together in the dashboard. All equipment versions are connected to the auxiliary instrument via a K-bus. The auxiliary instrument is the gateway to the K-CAN. A current Check-Control message is indicated by a symbol in the LCD display in the auxiliary instrument. The instrument cluster provides the exterior temperature and the kilometer reading for the PDC control unit. The PDC control unit is then able to correct the calculated distance with a factor corresponding to the outside temperature.
6. EGS: Electronic transmission control On vehicles with automatic transmission, the electronic transmission control (ESG) supplies the signal that reverse gear is engaged. The PDC control unit activates PDC after a short delay (approx. 1 second). This prevents PDC from being unexpectedly activated on vehicles with automatic transmission, fro example when the selector lever is moved from "P" to "N" via "R".
7. DSC: Dynamic Stability Control The DSC control unit supplies the PDC with information about the road speed and distance travelled.
8. FRM: Footwell module On vehicles with manual transmission, the footwell module (FRM) supplies the signal that reverse gear is engaged.
9. CAS: Car access system The CAS control unit supplies the PDC with the terminal status (e.g. terminal 15).
10. AHM: Trailer module The trailer module (AHM) sends a signal indicating whether the vehicle is towing a trailer or if a rear carrier rack is fitted. If a trailer or rear carrier rack is recognized, the acoustic and visual warnings for the rear bumper are deactivated.

PDC incorporates the following functions

1. Acoustic warnings
2. Visual warning with multi-audio system controller and Car Communication Computer
3. Check Control
4. System limits

Acoustic warnings

The acoustic warnings are emitted by

1. > E70 Mid-range loudspeaker with CHAMP, M-ASK or CCC If an object is detected by 2 ultrasonic sensors, the loudspeaker closest to the object is actuated. The mid-range loudspeakers can be actuated. (depending on the model concerned, the mid-range loudspeakers in the left/right front doors or left/right rear doors are actuated, for example) If an object is detected by the central ultrasonic sensors, the mid-range loudspeakers on the left and right-hand sides are actuated together.
2. > E87, E90, E91, E92, E93 2 acoustic generators (1 front, 1 rear) with radio without audio system The PDC control unit directly actuates the acoustic generators (front/rear in vehicle interior). Within the acoustic generator, the control signal is transformed to approx. 48 volts. This voltage excites a piezo ceramic element that together with the resonator (housing) generates a warning tone. Up to 09/2006, the tone is in the frequency range of approximately 1 kHz. From 09/2006 the tone is in the frequency range of approximately 1.5 kHz (front) or 1.0 kHz (rear). Mid-range loudspeaker with RAD 2, M-ASK or CCC If an object is detected by 2 ultrasonic sensors, the loudspeaker closest to the object is actuated. The mid-range loudspeakers can be actuated. (e.g. the mid-range loudspeakers in the front doors, left/right, in the rear shelf, left/right, in the rear doors, left/right, in the rear shelf, left/right or in the rear side trim, left/right are actuated, depending on the vehicle model.) If an object is detected by the central ultrasonic sensors, the mid-range loudspeakers on the left and right-hand sides are actuated together.
3. > R56 1 acoustic generator (rear) with Radio Wave The PDC control unit directly actuates the acoustic generators (in rear of vehicle interior). Within the acoustic generator, the control signal is transformed to approx. 48 volts. This voltage excites a piezo ceramic element that together with the resonator (housing) generates a warning tone. The tone is in the frequency range of approximately 1 kHz. Mid-range loudspeakers with Radio Wave CD, Radio Boost CD or CCC If an object is detected by 2 ultrasonic sensors, the loudspeaker closest to the object is actuated. The mid-range loudspeaker on the left/right can be actuated. If an object is detected by the central ultrasonic sensors, the mid-range loudspeakers on the left and right-hand sides are actuated together.

The distance to the object determines the tone sequence for the acoustic warning (the smaller the distance, the faster the tone sequence).

A distance of less than approx. 25 centimeters is indicated by a continuous tone. The continuous tone is emitted alternately from the front and the rear.

If the vehicle moves away from the object, the warning tone will be cancelled when the distance increases by more than 10 centimeters.

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

Optical warning with multimedia platform or multi audio system controller or Car Communication Computer

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

The visual warnings are given earlier than the acoustic warnings.

The effective range is approx. 2.5 meters at the front and 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 PDC display on the CID is an overhead view of the vehicle with the effective range of the ultrasonic sensors.

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

1. Distance between 200 (250) and 101 centimeters: green
2. Distance between 100 an 51 centimeters: yellow
3. Distance less than 50 centimeters: Red

The PDC display appears as soon as the PDC is switched on (manually or automatically). The PDC 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 should develop in the PDC, the function LED in the PDC button will flash with a frequency of 2 Hz.

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."

If a fault memory entry is recorded, the kilometer reading and the outside temperature are recorded along with the type of fault.

System limits

PDC is not a substitute for the driver's personal judgement with respect to obstacles.

The ultrasonic sensors also have a "blind spot". In this blind spot, objects can no longer be detected.

The detection of objects can test the physical limits of ultrasonic measurements if the ultrasonic waves are reflected either poorly or not at all (e.g. due to trailer tow bars or narrow objects).

Objects close to the ground can suddenly "disappear", before a continuous tone sounds (e.g. a high kerbstone).

Loud noises outside and inside the vehicle can drown out the PDC signal tone.

It therefore remains the driver's responsibility to watch for obstacles, even in vehicles with PDC.

During operation, the following system functions, which require explanation, can occur due to the limits of the functional range (for the driver)

1. Under the following conditions, it could happen that the PDC gives a warning, even though there is no obstacle within the effective range: Ultrasonic sensor incorrectly located in its bracket Heavy rainfall Ultrasonic sensors covered in snow Exhaust gases Echo pulses caused by ground, e.g. extremely coarse road surface or high grass Very smooth walls in large, enclosed, rectangular spaces, e.g. in underground car parks (interference from previously reflected echo pulses) Protective cap for trailer coupling ball head incorrectly seated or objects being transported protruding into the effective range of the ultrasonic sensors.
2. Under the following conditions, the PDC may not recognize an obstacle that is present: Objects close to the ground (no reflection) Objects with corners and sharp edges (no reflection) If you drive alongside a wall for more than 3 seconds, the acoustic warning will be deactivated. Here, the distance must be greater than the effective range for the continuous tone (approx. 25 centimeters). As soon as the distance drops below 25 centimeters, the continuous tone will sound again. If the vehicle approaches an object too fast Starting up and moving away too quickly while PDC is starting

CONDITIONS FOR SWITCHING ON AND OFF

PDC is switched on under the following conditions

1. PDC button pressed (PDC switched on manually), option 508 only
2. Reverse gear engaged (PDC switched on automatically)

PDC is switched off under the following conditions

1. Reverse gear disengaged, option 507 only
2. PDC button pressed (PDC switched off manually), option 508 only
3. Ignition switched off (PDC switched off automatically
4. After driving approx. 50 meters
5. After exceeding a speed of 30 km/h

When towing a trailer or driving with a rear carrier rack, the acoustic and visual warnings for the rear bumper are deactivated by the trailer module (AHM).

The trailer or rear carrier rack must be electrically connected.

The visual warning (PDC 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"

So long as reverse gear is engaged, an acoustic signal (reversing gong) is given via the acoustic generator or the mid range loudspeaker.

The reversing gong is deactivated immediately if the PDC detects an object in the effective range and emits its own acoustic warning.

Subject to change.

Scheme 262

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 CHART Interior aerials E60 E61 E63 E64 E70 E87 E90 E91 E92 E93 Front center console x x x x x x x x x x Rear center 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.

Almost all functions of the Car and Key Memory are programmed inside the vehicle itself (please refer to the "Personal profile" section of Owner's Handbook: individual settings for a maximum of 3 remote control units via the display in the instrument cluster or via the Central Information Display)

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

OPERATING COMFORT ACCESS CHART

Subject to change.

See also:
• SYSTEM FUNCTIONS