ST811 - F01 Complete Vehicle Workbook

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Table of Contents
F01 Workbook - Module 1

Subject The New 7 Series for 2009 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 Introduction of the F01/F02 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 Comparison of F01 to F02 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10 Dimensional Comparison . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11 Page
Powertrain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18 Changes to Powertrain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18 Engine Electrical System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19 Engine Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19 System Bleeding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19 Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20 Charge Air Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21 Coolant Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21 Fuel System F01/F02 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24 Fuel Supply System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24 Pressure Limiting Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25 Fuel Tank Breather System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26 Automatic Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30 Gear Selector Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30 Emergency Release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30 Rear Axle Differential . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30 Driveshaft and Axles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31 Axle Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
Initial Print Date: 01/09
Revision Date: 08/09
Table of Contents
Subject
Page
Bus Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34 Overview of the Bus Systems in the F01/F02 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38 Bus Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38 Structure in Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38 Overall Network of the F01/F02 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38 Overview of Bus Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39 Main Bus Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39 Changes to Main Bus Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .39 Diagnosis Can (D-CAN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40 Location of D-CAN Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40 K-CAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41 K-CAN 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41 PT-CAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42 PT-CAN 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42 Ethernet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43 Application in the F01/F02 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43 Security . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43 FlexRay - Application in the F01/F02 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44 FlexRay Bus Topology on the F01 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44 Bus Termination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45 Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46 Measurements on the FlexRay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46 Wake-up and Sleep Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46 MOST Bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 The MOST Control Units and Light Direction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 Light Direction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47 Fiber Optic Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Table of Contents
Subject
Page
Voltage Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60 Overview of System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60 Vehicle Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60 Distribution Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60 Fuse Carriers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61 Front Fuse Carrier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62 Installation Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62 Front Fuse Carrier and Junction Box Electronics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62 Relays in the Front Fuse Carrier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62 Connected relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62 Soldered Relay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63 Rear Fuse Carrier in the Luggage Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63 Power Distribution Box in Engine Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64 Battery Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64 Intelligent Battery Sensor (IBS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64 Voltage Supply Circuit Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
Sub-bus Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48 BSD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48 K-bus Protocol . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48 Local CAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48 LIN bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48 LIN V2.0 (or V2.1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .49 LIN Bus Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Table of Contents
Subject
Page
Car Access System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80 CAS 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80 Functional Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .80 ID transmitter search in passenger compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81 Input/Output CAS 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82 Electronic Immobilizer 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83 Design of the EWS 4 System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83 Start enable through the electronic vehicle immobilizer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .83 Data Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84 Secret Key . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84 Gearbox Enable . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
Energy Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66 Bus Overview and Terminal Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67 Terminal 15N . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67 Terminal 30B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .67 Terminal 30F . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68 Terminal Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70 General Measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70 Intelligent Battery Sensor (IBS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71 Wake-up Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71 Commissioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72 Junction Box Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72 Engine Management (power management) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72 Transport Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .73 Closed-circuit Current . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74 Electrical System and Battery Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
Table of Contents
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Electronic Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90 Comfort Access System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .90 Component Location Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91 Location of Antennas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91 Central Locking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92 Input/Output Central Locking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92 Operation of Central Locking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93 K-CAN 2 signals at CAS 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93 Power Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94 Activation Example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94 Input/Output Power Windows . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .94 Power Window Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95 Examples of the Signal Path . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95
Start Value Matching . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84 Components of the Car Access System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85 CAS 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85 START-STOP Button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85 Emergency Start Coil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85 Remote Control Receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86 Input Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86 Vehicle Data Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86 Updating Service Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87 Updating Service Key Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87 Automatic Updating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87 Manual Updating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88 Control Unit Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88
Table of Contents
Subject
Page
Driver's door switch cluster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95 Power window switch, front passenger's door . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95 Power window switch, rear doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95 Sliding/Tilting Sunroof . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96 Slide/tilt Sunroof Operating Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96 Input/Output Sliding/tilting Sunroof . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .96 System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .97 K-CAN 2 Signals at FZD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .97 Alarm System (DWA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .98 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .98 Alarm System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .98 Activating the Anti-theft Alarm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .99 Deactivating tilt sensor and ultrasonic interior sensor (USIS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100 Deactivating the anti-theft alarm system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100 Unlocking the trunk . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100 No crosswise operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100 Alarm System Feedback . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100 Feedback via DWA LED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .100 Confirmation from turn signal indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101 Confirmation via the emergency power siren . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101 Comfort Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101 Windshield Wiping/Washing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .102 Automatic Wipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .102 Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103 Steering column switch cluster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103 Junction box electronics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103 Dynamic stability control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103
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Subject
Page
Rain/lights/solar/condensation sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103 System Circuit Diagram for Wiper/washer System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104 Outside Rear View Mirrors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106 Schematic, Outside Rear View Mirrors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107 Steering Column Switch Cluster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .108 Steering Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .108 Schematic, SZL and Steering Wheel Electronics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .109 Exterior Lighting System with Adaptive Headlights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110 Schematic, Exterior Lighting Front . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111 Schematic, Exterior Lighting Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112 Adaptive Headlight-range Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113 Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114 Passenger-assist Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114 Rear Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114 Rear Comfort Seat, Drivers Side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .115 Massage function in Rear-compartment Comfort Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116 Massage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117 Mobilization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117 Active Seat Ventilation for the Rear Comfort Seat . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .118 Air-conditioning Pad . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119
www.bmwcoders.com - your ultimate BMW information- Module 1 F01 Workbook source!!!
Model: F01/F02
Workbook - Module 1
Production: From Start of Production
After completion of this module you will be able to:

Locate and identify components of the F01/F02 Understand the powertrain systems on the F01/F02 Understand the changes to the bus network on the F01/F02 Understand the voltage supply and energy management systems on the F01/F02 Understand basic systems and functions on the F01/F02
The New 7 Series for 2009

Introduction of the F01/F02
In the late fall of 2008, the F01 will be in production in the Dingolfing plant. At the same time, the F02 (long-wheelbase version) will start coming off the assembly line. For the US market, the 750i and 750Li will be offered with the already known N63 engine. The F01/F02 is lower in height than the E65/E66 and it has an improved rear passenger compartment area (space for head/knees). The overall wheelbase has been increased as well. The headroom and luggage-compartment capacity are more or less the same as in the E65.
F02
F01
The F01 represents the 5th generation of the BMW 7 Series flagship sedan. In addition to being the pinnacle of luxury, the new 7 series also combines the new engine and chassis systems to deliver class leading performance. With the already proven N63 engine, the F01 is more than capable of delivering on the promise of Efficient Dynamics which encompasses performance as well as the best possible fuel efficiency. As in the past, the 7 Series is packed with the latest innovations in driver information and assistance systems. Some of these optional innovations include ACC Stop and Go, Night Vision 2, Lane Departure Warning, Active Blind Spot Detection as well as rear view and side view camera systems. To complement the many new developments on the 7 Series, there is also a new rear wheel steering system which is part of the new Integral Active Steering System. This is the first time such a system has been installed on a BMW sedan. This system as well as many other innovations and developments will be covered during the progression of this training course.
For more detailed information, please refer to the reference material (course code - ST811) which can be found on ICP or TIS.
9
www.bmwcoders.com - your ultimate BMW information- Module 1 F01 Workbook source!!! Comparison of F01 to F02
Wheelbase longer by 140 mm As the graphic indicates, in comparison with the F01 from the B-pillar back, the rear-seat passengers of the F02 have 140 mm more length and 10 mm more height at their disposal.
10
The suspension damping is variable, with 3-stage adjustment. The steering is an Integral Active Steering configuration with steerable rear axle.
F02 has more rear-passenger orientation and a multifunction seat with improved comfort
F02 rear axle with pneumatic springs and self-leveling suspension (EHC) as standard
Driver assistance systems and a cockpit arrangement with driver orientation and a centrally located gear selector lever are distinct from the E65. New options available for the F01/F02 as compared to the E65: Head-Up Display Massage function for comfort seats in the rear 4-zone air conditioning Sideview and rear view cameras
Index 1 2 3
Explanation
Flatter Lower
Index 4 5 6
Longer (wheelbase) Longer Longer
Explanation
Instrument panel finished in leather Lane Departure Warning
Ceramic secondary controls (optional)
Shorter
Active Blind Spot Detection (a.k.a. Lane Change Warning) Integral Active Steering
Night Vision with person recognition (Pedestrian Detection)
Due to the intelligent mix of materials and the use of high strength steels, the torsional rigidity of the F01 has been improved as compared to the E65: F01 = 37,500 Nm per degree E65 = 31,200 Nm per degree
ACC with Stop & Go function.

Dimensional Comparison As the graphic indicates, in comparison with the F01 from the B-pillar back the rear-seat passengers of the F02 have 140 mm more length and 10 mm more height at their disposal.
Index 1
Explanation
E65 facelift
Index 2
Explanation
F01
Index 1 F01
Explanation
F01
Index 2 E66
Explanation
F02
Overall length Overhang, front Overhang, rear Vehicle Width Wheelbase
Explanation
5039 mm 2990 mm 1135 mm 1902 mm 1578 mm 1596 mm 914 mm
E65
5072 mm 3070 mm 1138 mm 1612 mm 1902 mm 864 mm
5179 mm 3130 mm 1135 mm 1902 mm 1578 mm 1596 mm 914 mm
5212 mm 3210 mm 1138 mm 1612 mm 1902 mm 864 mm
F02
Front track width (basic wheel) Rear track width (basic wheel)
1646 mm
1646 mm
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www.bmwcoders.com - your ultimate BMW information- Module 1 F01 Workbook source!!! Workshop Exercise - Vehicle Walkaround
12
While performing the vehicle walk around, note the following items on the checklist and answer the pertinent questions. Tires and wheels Exterior sensors and cameras
List the cameras and sensors for: The front area -
Standard size Optional size
Is there a spare and/or a jack?
What type of tires are used?
PDC system (front and rear)
What is different about the PDC system?
The rear area -
Emergency release for transmission and EMF

What is different about the emergency release tool?
Note headlight bulb access: Note E-Box location and DME (relocation) Note coolant fill locations for engine and charge air cooling
Mirrors, exterior rear view
What is different about the exterior (side view) mirrors?
Sunroof
How does the sunroof differ from the previous 7 Series?
www.bmwcoders.com - your ultimate BMW information source!!! Workshop Exercise - Vehicle Walkaround
With instructor assistance, perform a walkaround of the F01 and note the body construction. Complete the following exercise and answer the associated questions.
Item Materials
Fill in the materials used on the F01 using the color codes as a guide:
Hood
Front doors Rear doors Trunk lid Roof
Fenders
Rear quarter
What is different about the roof construction on the F01?
Does the F01 use GRAV construction on the front end chassis components?
13
www.bmwcoders.com - your ultimate BMW information- Module 1 F01 Workbook source!!! Workshop Exercise - Exterior Lighting
14
Fill in the information regarding the exterior lighting in the spaces provided:
Index 1 2 3 4 5 6 7
Explanation
Index 1 2 3 4 5 6 7
Explanation
www.bmwcoders.com - your ultimate BMW information source!!! Workshop Exercise - Exterior Lighting
Fill in the information regarding the exterior lighting in the spaces provided and answers :
What is used for the illumination of the reverse light?
What is common between all of the turn signals on the F01?
What module is considered the master control module for the exterior lighting?
Index 1 2 3 4 5 6 7
Explanation
What is the headlight driver module?
15
www.bmwcoders.com - your ultimate BMW information- Module 1 F01 Workbook source!!! Workshop Exercise - Door Handles and Rear View Mirror
16
Remove the plastic cover on the inner door jamb area. Locate the Torx head screw. Remove the door handle and unplug the connectors.
Using the instructor assigned vehicle, remove the outer door handle and re-install using proper procedures. Complete exercise by answering the questions below.
What size is the Torx driver needed?
Using a suitable torx driver (must be more than XXX long), loosen the screw (counter clockwise) until it stops.
Use the picture below for reference. This photo shows the internal view of the door handle attachment mechanism.
Reverse procedure to re-install door handle. Re-tighten the screw only hand tight (do not overtighten).
What is different about the screw?
Using ISTA, locate the repair instructions for this procedure:
Are there any special tools required for this procedure?
Define the following terms in ISTA:

Index FTD REP Explanation
Index FUB ABL PIB
Explanation
TED
AZD
SSP
www.bmwcoders.com - your ultimate BMW information source!!! Workshop Exercise - Door panel R&I
Remove interior trim to access exterior (side view) mirror . Remove 3 bolts, unplug connector and remove mirror.
Remove the exterior rear (side) view mirror. Then proceed with the removal of the indicated door panel using proper procedures. Use ISTA to look up repair instructions. Using the BMW (wedge kit) remove the door panel trim carefully.
Is it necessary to remove the door panel trim to access and remove the side view mirror?
Remove trim trip on door panel as indicated. Be sure to remove plastic pin before trim strip removal. (pin will fall into trim strip)
Re-install door trim panel and side view mirror.
Note the mounting of the window regulator (i.e. clips)
Remove the door panel trim and set aside.
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18
Powertrain
Changes to Powertrain
For the US market, the F01/02 will be introduced with the familiar N63 engine. For the most part, the engine is identical to the version introduced on the E71. Mechanically, there are no changes to the engine. The primary differences exist in the form of ancillary components which are vehicle specific such as the exhaust, air intake ducting, cooling system, oil sump and engine electrical system. The engine management (DME) is now connected to the FlexRay bus in addition to the PT-CAN.
The overview of the F01 powertrain includes the following:
The ECM (DME) is now water cooled via the cooling circuit for the charge air coolers.
The GA6HP26TU automatic transmission is carried over from the E70/71 with the dual damper torque converter.
The low pressure fuel supply method is now a pressure controlled design which eliminates the pressure regulator in the fuel tank.
The fuel tank has been modified with additional breather valves as well as additional measures to reduce evaporative emissions.
The rear differential is now made from aluminum for weight reduction. It has been optimized for low-friction operation.
Power output (hp) Exhaust emission standard Rear axle differential Final drive ratio Transmission Torque (Nm)
Engine
Index
N63B44O0 400 600
F01/F02
The rear axle shaft now have a push-fit connection at both ends. The F01 uses a solid axle shaft.
The driveshaft now uses the push-fit connection from the E70. For the first time, this is now a flexible connection.
GA6HP26TU 225AL 3.462
ULEV II
www.bmwcoders.com - your ultimate BMW information source!!! Engine Electrical System

Engine Control Unit In the F01/F02, the N63 engine is controlled by the MSD85 as is the case in the E71. This control unit has been modified to make it compatible with the FlexRay used in the F01/F02. The ECM (DME) is located to the front of the right-side spring strut dome. The ECM is now water cooled via a circuit which is adapted from the charge air cooling circuit.
The lower section of the electronics box is open to the outside. The upper section, which contains the connections, has a water-tight seal. System Bleeding When servicing the ECM or any cooling system components within the charge air cooling circuit, the system must be bled of any trapped air.
In order to do this, the system is bled much the same way as vehicles with the N54 engine. See the Workshop Exercise Cooling System in this workbook.
Index 1 2 3 4
Explanation
Sealing frame E-box cover
Index 5 6 7
Explanation
Engine Control Module (ECM) Electronics box Coolant line
Coolant supply
Coolant return
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In principle, the complex cooling system of the N63 engine is a carry-over from the E71. no separate auxiliary coolant radiator
20
Cooling System
Index 1 2 3 4 5 6 7 8 10 11 9
Explanation
Radiator Radiator for transmission cooling Coolant temperature sensor, radiator outlet Electric fan
Index 12 13 14 15 16 B A
Explanation
Coolant temperature sensor, engine outlet Expansion tank Bleed line Bleed line
Nevertheless, there are a few differences:
The cooling system comprizes two separate cooling circuits as it did before. One cools the engine, one cools the charge air.
water-cooled engine control unit.
an additional engine oil radiator to the front of the right side wheel housing
engine oil radiator to the front of the left side wheel housing
Electric auxiliary coolant pump for turbocharger cooling Coolant pump, belt driven Exhaust turbocharger Heat exchanger for heating system Electric auxiliary coolant pump for vehicle heating (IHKA) Duo-valve (water valves)
Characteristic map thermostat
Transmission fluid-to-coolant heat exchanger Electric coolant pump for charge-air cooling Bleed line Charge-air cooler Digital Motor Electronics Expansion tank for charge-air cooling
C D E F
The only obvious difference is that no auxiliary coolant radiator is used in the F01/F02. This is made possible by the use of highperformance coolant radiators. These also have a more compact height, which is essential when it comes to pedestrian safety. Thanks to the on-demand control of the electric fan, the characteristic map thermostat and the electric auxiliary coolant pump, the thermal management system yields benefits in terms of fuel economy, comfort and power output. The entire cooling module and the engine oil radiator and its lines are decoupled from the body in order to optimize sound characteristics in the passenger compartment. As usual, the coolant radiator has an integrated low-temperature section for transmission cooling.
Radiator for charge-air cooling

Charge Air Cooling As it did in the E71, the turbocharged N63 engine operates with an indirect form of charge air cooling. Heat from the charge air is transferred to the coolant, then the hot coolant radiates heat into the ambient air. There is a dedicated coolant circuit for this function. In the F01/F02, the cooling for the DME is also integrated into this coolant circuit. For the first time at BMW, the engine control unit is liquid-cooled. The coolant pump for the charge air cooling system is connected to the ECM (DME) via the LIN bus.
Coolant Pump
DME
ZWP
Index B A
Electric coolant pump for charge air cooling Bleed line Charge air cooler
Explanation
Index D E F
Digital Motor Electronics Expansion tank for charge-air cooling Radiator for charge-air cooling
Explanation
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www.bmwcoders.com - your ultimate BMW information- Module 1 F01 Workbook source!!! Workshop Exercise - Engine Control Module R&I
22
Unclip cover and remove
With ignition off (KL0), remove cover from DME housing (4 Torx screws).
Using the instructor specied vehicle, remove the ECM (DME) from the E-box following the instructors guidelines and proper procedures. Then, re-install the ECM and bleed cooling system. Unclip and remove white plastic sealing retainer from DME housing.
Disconnect wiring harness (5 plugs), unclip plastic retainer and remove grommets.
Remove DME from housing.
Remove harnesses from DME housing and secure harness and connectors from coming into contact with coolant. (use bungee cord or suitable tie straps). Unclip DME housing from metal bracket. Lift up housing slightly to disconnect coolant lines. (a small amount of coolant will drain out, make sure there is a pan under the vehicle to catch the coolant.)
www.bmwcoders.com - your ultimate BMW information source!!! Workshop Exercise - Engine Control Module R & I
Re-install DME into housing, Re-connect coolant lines and reinstall DME housing into vehicle. Follow the reverse steps of the removal procedure.
Using the instructor specied vehicle, remove the ECM (DME) from the E-box following the instructors guidelines and proper procedures. Then, re-install the ECM and bleed cooling system.
What part of the DME housing is water-proof?
Once the installation is complete, add the coolant from the drain pan and following the bleeding procedures as follows:
Close expansion tank. Switch on ignition. Fill system with coolant via the expansion tank (AGB). Top up coolant level to lower edge of expansion tank.
What portion of the cooling system is used to cool the DME?
Press accelerator pedal module to floor for at least 10 seconds. The engine must NOT be started.
Set heating to maximum (temperature), switch on blower to lowest stage.
Are there any cooling fans in the DME housing?
Bleeding via EWP takes approximately 12 minutes. Then check coolant level in expansion tank, top up to MAX marking if necessary. Check cooling circuit for leaks. If the procedure needs to be repeated several times, allow DME to completely de-energize (remove ignition key for approximately 3 minutes) and then repeat procedure as from item 3.
Why was it necessary to relocate the DME to this position in the engine compartment?
Note: Connect battery charger if battery charge level is low.

23

The fuel system on the F01/02 has gone under some design changes as compared to previous models. The familiar fuel tank with divided chambers is still in use. The familiar configuration which features the fuel pump on the right (passenger) side is also retained. Fuel Supply System In order to comply with the regulations regarding evaporative emissions, there have been several changes to internal fuel tank components as well as the fuel tank itself. The fuel supply system has also been modified to eliminate the fuel pressure regulator. The following text summarizes the changes to the fuel supply system: the fuel supply system is now pressure controlled. the fuel pressure regulator has been replaced by the pressure limiting valve (8).
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Fuel System F01/F02
the EKPS will control the fuel pump in order to deliver only the amount of fuel required based on information from the fuel pressure sensor (low pressure).
the pressure in the fuel supply system is limited to a maximum of 5.8 bar by the pressure limiting valve (8).
Index 1 2 3 4 5 6 Explanation
Intake mesh filter Fuel pump Fuel filter Initial fill valve
Index 7 8 10 11 9
Explanation
Pressure limiting valve Suction jet pump Suction jet pump Feed line Anti-leak valve
Suction jet pump
Non-return valve

The pressure limiting valve is connected to ground by the plug-in contacts on the service cover. This prevents electrostatic charge on the valve. This prevents excess pressures from building up in the feed line. Excess pressures would otherwise occur if the fuel filter were to become blocked, which would place the feed section of the fuel system under unnecessarily heavy loads.
Pressure Limiting Valve
The pressure limiting valve keeps fuel pressures in the feed section lower than approximately 5.8 bar in the N63 engines
Location of pressure limiting valve
Index 1 2 3
Connection from electric fuel pump Connection to fuel filter Anti-leak valve
Explanation
Index 4 5
Explanation
Pressure limiting valve Housing
25

Fuel Tank Breather System The increased demands on the evaporative emission systems require continuous development and improvements. The F01/F02 is no different. One of the first things to notice on the fuel tank is that there is only one service port. Also, the tank is made from two pieces and joined by a plastic welding process.
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The only items which are serviceable at this time are the fuel pump, fuel filter and pressure limiting valve. There are several breather valves installed to help the fuel tank breathe during refueling and during operation.
These valves are therefore divided into filler valves and service breather valves. The service breather valves have a smaller opening, which means that, during refueling, they alone would not be able to let air escape from the fuel tank fast enough.
Consequently, fuel would enter the activated charcoal filter and ultimately flow back out of the opening. To prevent this, the highest service breather valve is equipped with over fueling protection like the one on the left-hand side of the vehicle (as a safeguard if the vehicle were parked up on one side). Fuel that is carried along with the release of air is collected in a fuel trap and pumped back into the surge chamber.
To enable the release of air to continue, there is a service breather valve located at the highest point. However, the presence of the valve in this location means that the fuel tank could be overfilled in the event of persistent refueling.
The filler breather valve is located at a high position. If the fuel level rises to this height during refueling, the valve closes. Air can no longer escape from the fuel tank fast enough, which causes fuel to rise up the filler pipe and switch off the fuel nozzle.
There are service breather valves with and without over fueling protection. The service breather valves are arranged in such a way that air can still be released even if the vehicle is parked up on one side.
Index B A
Explanation
Pressure relief valve Fuel cap
Index K M O Q R P N L J
Service breather valve without over fueling protection Maximum fill level Non-return valve Carbon canister Fuel tank vent (purge) valve TEV Purge air line Fuel trap Roll-over valve Opening
Explanation
C D E F
Non-return flap with pressure relief valve Surge chamber Service cover Fuel tank
G H I
Service breather valve with over fueling protection Filler breather valve
Lever-type sensor
NOTES PAGE
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www.bmwcoders.com - your ultimate BMW information- Module 1 F01 Workbook source!!! Workshop Exercise - F01 Fuel Systems
28
With the provided posters, use the magnets to complete the missing functions for the F01 fuel supply system. Complete the exercise by drawing a line from the index # to the correct purpose/function - refer to example shown.
Index
1 2 3 4 5 6 7 8 9 10 11
Purpose/function
Prevents excessive pressure in fuel supply system Prevents return flow of fuel from right half of fuel tank into the left half Provides low pressure area to remove fuel from fuel trap Protects inlet of low pressure pump from contamination Provides pathway to high pressure pump Maintains residual pressure in fuel supply system Protects high pressure pump and fuel injectors from dirt and contamination Provides low pressure area to draw fuel into surge chamber Enables fuel to enter the surge chamber during refueling Generates the needed fuel supply pressure Provides low pressure area to keep the right side of the fuel tank at the proper level
www.bmwcoders.com - your ultimate BMW information source!!! Workshop Exercise - F01 Fuel Tank Breather System
Using the supplied posters and training aids (fuel tank), place the letter of the correct component next to the graphics on the right in the spaces provided and match to the actual components.
Component:
Component:
Component:
Component:
29

The F01/F02 is available exclusively with an automatic transmission. The transmission is the GA6HP26TU that was introduced with the E70 and was subsequently fitted in many model series since.
30
Automatic Transmission
As you would expect, the F01/F02 has an emergency release for the automatic transmission. This functions in much the same way as that of the E70.
Emergency Release
The F01/F02 features the already familiar electronic gearshift carried over from the E7X and E6X vehicles. The GWS is mounted on the center console which differs from the previous column mounted shifter on the E65.
The emergency release is located under the ashtray to the front of the gear selector switch.
Gear Selector Switch The gear selector switch on the F01/F02 has been carried over from the E6x and E7x. In both automatic and manual mode, operation of the switch is monostable. In other words, the selector lever always returns to its original position.
Rear Axle Differential The key aim in the development of the final drive in the F01/F02 was to make considerable savings on weight at the same time as increasing the maximum transmission capacity. The new aluminum differential offers a weight reduction of approximately 15 % compared with previous differentials. In addition, efficiency was further improved by efforts to achieve optimum spline geometries. The result is a new generation of final drives, which are also notable for their aluminum casing.
Through the use of efficient bearings, optimum spline geometries in the oil circuit and an optimum oil volume in the differential, it was possible to reduce friction losses and churning losses and to thereby increase efficiency even further. Together with better heat dissipation, this has contributed to lower oil temperatures. The differential for the F01/02 (750i/iL) is as follows: Differential type = 225AL Ratio = 3.462 Weight (in kg) = 29.7
The gear selector switch also contains the control unit (GWS), which is connected to the electric gearshift controller by the PT-CAN like it was before. The second, redundant connection, is no longer connected by the LIN bus as used to be the case, but by the new PT-CAN2.
These differentials are recognizable by the letters "AL" in their designation (A = aluminum casing, L = low-friction).

Driveshaft and Axles The driveshaft on the F01 is made from steel and designed to meet the torque requirements of the N63 engine. The connection to the automatic transmission is a screw-fitted one. At the rear axle differential end, it is push-fitted as it is on the E70. However, this is the first time that a push-fit connection with flexible coupling has been used. The center connection is a slide piece connection with universal joint.
In addition to torque transfer, key aims in the designing of the driveshaft for the F01/F02 were to satisfy demands for comfort in terms of noise and vibration.
The driveshaft absorbs some of the impact energy in the event of a head-on collision. Improvements have been made to the properties of this crash function, which is integrated into the forward driveshaft shaft tube. The compression force under which the forward driveshaft shaft tube is meant to deform has been further reduced with no effect on torque transfer capability. Despite increased demands in terms of torque and comfort, it was possible to reduce weight by comparison with the predecessor model.
Axle Shafts
The F01/F02 has axle shafts that are push-fit at each end, i.e. wheel end and differential end. The axles shafts on the N63 engine have solid shafts.
Index 1 2 3
Flexible coupling on the automatic transmission Center connection Slide piece connection
Explanation
Index 4 5 6
Explanation
Flexible coupling on rear axle differential Push-fit connection Universal joint
Due to the position of the rear axle differential, the drive shafts on the left and right have a different overall length.
On the F01/F02, the driveshaft is connected to the automatic transmission and rear axle differential exclusively by flexible couplings. This minimizes high-frequency gear tooth noise at the rear axle differential.
The joints, shaft junctions and shaft diameters were designed in such a way that no disturbance noise or vibrations at the connecting points are transmitted through the body.
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www.bmwcoders.com - your ultimate BMW information- Module 1 F01 Workbook source!!! Classroom Exercise - Review Questions
1. From what material is the roof panel on the F01 made and how is it attached? (Circle one statement) B. The roof is made from carbon ber and attached with rivets 4. What is the maximum low side fuel pressure on the F01 (N63 engine)?
32
A. The roof panel is made from steel and attached with rivets C. The roof is made from aluminum and attached with rivets D. The roof is made from aluminum and attached with adhesives
5.
Which of the following components is NOT found in the fuel tank on the F01 (N63)? (circle the correct answer) Fuel lter Fuel pump Siphon jet Fuel pressure regulator Service breather valve
2.
Strut towers Engine support 3.
Doors, front Doors, rear
Hood
Circle the body panels which are made from aluminum: Fenders Rear quarter panels Trunk lid Roof panel
6.
FUB 7.
When using ISTA for diagnosis, Technical Data can be found under the abbreviation: (circle one) TED STA FTD FEB SIT
How does the ECM (DME) communicate to the water pump for the charge-air cooling? via the BSD connection via the LIN bus connection
How is the ECM (DME) cooled? (circle the correct statement) A. via a fan in the E-box B. via liquid cooling from the charge-air cooling circuit
D. via air ow from the IHKA (blower motor)
C. via liquid cooling via the main engine cooling system
via the Lo-CAN bus
via a hardwire
NOTES PAGE
33
34
Bus Systems
Note: FlexRay shown in simplified form on this bus chart.

Index
ACSM AL CAS CIC CID CON DME DSC DVD EDC SHL EDC SHR EDC SVL EDC SVR EGS EHC
Explanation
Advanced Crash Safety Module Active Steering Car Access System (CAS 4) Car Information Computer Central Information Display Controller Digital Motor Electronics Dynamic Stability Control Digital Video Disc Electronic Damping Control Electronic Damping Control (Satellite rear right) (Satellite rear left)
Index
EKPS EMA LI EMA RE EMF FD FD2 FKA FLA FRM FZD GWS HiFi HKL HSR HUD
Explanation
Electric Fuel Pump Electrically motorized reel, left Electrically motorized reel, right Electromechanical Parking Brake Rear Display, left Rear Display 2, right Rear compartment, heating/air conditioning High Beam Assistant Footwell Module Roof Functions Center Gear Selector Lever HiFi Amplifier Trunk Lid lift Rear axle drift angle control (Rear Steering Control Module) Head-up Display
Index
ICM IHKA JB KAFAS KOMBI NVE PDC OBD RSE SDARS SMBF SMBFH
Explanation
Integrated Chassis Management
Index
SMFA SMFAH SWW SZL TCU TOP-HIFI TPMS TRSVC ULF-SBX High VDM VSW ZGM
Explanation
Seat module, driver Seat module, driver side rear Lane Change Warning (Active Blind Spot Detection) Steering column switch cluster Telematics Control Unit TOP-HiFi Amplifier Tire Pressure Monitoring System
Integrated Heating and Air Conditioning, automatic Junction Box Electronics Camera-assisted Driver Assistance Systems Instrument Cluster Night Vision Electronics Park Distance Control On Board Diagnostic Connector
Rear Seat Entertainment (Mid) Satellite Radio Seat module, passenger Seat module, passenger rear
Top Rear Side View Camera Module for rear/side view cam Interface Box, high version Vertical Dynamics Management Video Switch Central Gateway Module
Electronic Damping Control (Satellite front right)
Electronic Damping Control (Satellite front left)
Electronic Transmission Control Electronic Height Control
35
www.bmwcoders.com - your ultimate BMW information- Module 1 F01 Workbook source!!! Workshop Exercise - F01/02 Bus Network
36
List the modules on the F01 bus network which seem new:
Using the supplied classroom posters, compare previous bus networks to the F01/02. To complete the exercise, answer the following questions and record your observations in the spaces provided.
List the changes observed to the PT-CAN bus system:
List the changes that are observed to the FlexRay bus system:
List the changes observed to the MOST bus system:
List the changes observed to the K-CAN bus system:
List any new bus systems and any bus systems which appear to have been eliminated:
www.bmwcoders.com - your ultimate BMW information source!!! Workshop Exercise - F01/02 Bus Network
What control module is the gateway for all bus systems?
Using the supplied classroom posters, compare previous bus networks to the F01/02. To complete the exercise, record your observations in the spaces provided. With instructor assistance, complete the exercise by answering the indicated questions:
Which bus system assumes the functions of the deleted Chassis CAN (F-CAN)?
What control modules contains the functions of PDC?
Why are the sub-bus systems not shown on the main bus chart?
What control module contains the functions of Comfort Access? What does the s indicate on some of the modules?
What is the purpose of the Ethernet connection?
Which control module is the MOST bus master?
What does the star indicate on the ZGM?
Which control modules have redundant PT-CAN connections (to PT-CAN 2)?
37

This information contained within this workbook deals with the bus systems of the F01/F02. In addition to the following overview of bus systems, you will find a further overview of the bus systems on the fold-out pages contained within this workbook.
38
Overview of the Bus Systems in the F01/F02
The fold-out page provides you with an immediate reference to the bus overview while working with the workbook.
The vehicle diagnosis communicates across the D-CAN. The vehicle is programmed/encoded via the Ethernet access point. The sub-bus system LIN has other links. CAN - Ethernet - FlexRay - LIN - An exact description of these bus systems can be found in this workbook and the ST811 Reference Information. The overall network in the F01/F02 consists of various bus systems that enable communication between the individual control units. In view of the increasing interconnection of the control units, it is possible to use the sensors of one system throughout the network. The sensors are connected to the control unit that initially requires the information logic-based and virtually in real time. This information, however, can also be made available to other control units.
The MOST is the information carrier for the majority of control units in the area of information and communication technologies.
The control units of the general vehicle electrics are connected across the K-CAN and K-CAN 2.
Structure in Vehicle With deployment of the central gateway module, the F01/F02 has a newly linked bus structure. The engine management and chassis control systems are linked across the PT-CAN (or PT-CAN 2) and the FlexRay bus system to the central gateway module (ZGM).
Overall Network of the F01/F02
K-CAN 2
Bus Systems The following innovations have been implemented in the bus systems in the new BMW F01/F02: K-CAN with additional K-CAN 2 (500 kBits/s) PT-CAN with additional PT-CAN 2 (500 kBit/s)
LIN bus system with extended functions.
Ethernet (fast programming access)
FlexRay has been expanded and has replaced the F-CAN from previous models.
Using the example of the vertical dynamics management (VDM), initially, the VDM control unit picks up the ride-height levels of the wheels using height-level sensors. The automatic headlight vertical aim control can also use this information for the purpose of adapting the beam throw of the headlights.

The VDM makes available the information via the corresponding bus systems (VDM - FlexRay - ZGM - K-CAN 2 - FRM) to the footwell module. Main Bus Systems
D-CAN
Overview of Bus Systems In principle, a distinction is made between two groups of bus systems: Main bus systems: Ethernet, FlexRay, KCAN, K-CAN 2, MOST, PT-CAN and PTCAN 2
This workbook contains a detailed description of the Ethernet system, of the FlexRay bus and of the LIN bus sub-bus system.
Apart from the Ethernet, all bus systems in the F01/F02 are already known from other BMW models. This section provides an overview of all bus systems of the F01/F02.
Main Bus System

Ethernet FlexRay K-CAN K-CAN 2 MOST PT-CAN (chassis) PT-CAN 2 (powertrain)
500 kBits/sec 100 Mbits/second 10 Mbits/second 100 kBits/second 500 kBits/second 22.5 Mbits/second 500 kBits/second 500 kBits/second
Data rate
Bus topology
Linear, 2 wire Linear Mixed topology, 2 wire Linear, 2 wire, single wire mode possible for emergency operation Linear, 2 wire Ring, fiber optic Linear, 2 wire Linear, 2 wire
Main-bus systems are responsible for the data exchange between the ECUs throughout the vehicle system. This includes system functions such as diagnosis, programming and encoding. For example, the data of the rain-light-solar-condensation sensor are read in by the junction box electronics, processed and forwarded to the wiper module. Sub-bus systems exchange data within one function group.
Sub-bus systems: BSD, D-CAN (diagnosis on CAN), LIN, Local-CAN.
The main bus systems are responsible for cross-system data exchange. The most important changes to the changes systems in the F01/F02 are: Powering up certain bus systems also possible without wake-up line (now KCAN 2). Ethernet - fast vehicle programming access
Changes to Main Bus Systems
The connection between the control units of the rain-light-solarcondensation sensor and junction box electronics is a sub-bus and designed as a LIN bus.
The central gateway module interlinks all the main bus systems.
39

Diagnosis Can (D-CAN) The F01/F02 will continue will the D-CAN for diagnostic communication. In order for the F01 to communicate with the latest BMW diagnostic equipment, the ICOM A must be used. The diagnosis socket is located under the dashboard on the driver's side. The ICOM A is used as the interface to the BMW diagnosis system. On board access (OBD) in the vehicle will remain unchanged. The pin assignments are as follows: 16 = Terminal 30 5 = Terminal 31
40
14 + 6 = Communication connections 3, 11, 12, 13 = Ethernet connections. 8 = activation of Ethernet.
Location of D-CAN Connection
In addition, the D-CAN on the F01 uses a pair of terminal resistors on the D-CAN circuit. One is located in the ZGM, the other is located in the wiring harness between the diagnostic connector (OBD II) and ZGM.
Pin 6 D-CAN H
ZGM
D-CAN L
OBD2
Pin 14
Diagnostic access, F01/F02

K-CAN The bus systems used to date are also used in the F01/F02. The K-CAN is responsible for communication of the components with a low data transfer rate. The K-CAN is also connected to the other bus systems via the central gateway module. K-CAN 2 The K-CAN 2 is responsible for communication of the control units with a high data transfer rate. The K-CAN 2 is also connected to the other bus systems via the central gateway module (ZGM). A LIN-Bus as a sub-bus is connected to all control units in the K-CAN 2. The K-CAN 2 can be wakened via any of these sub busses, without an additional (hardwire) wake-up line. This is represented by the wake authorized symbol next to all of the control units of K-CAN 2 on the Bus Overview. (See bus chart below). To provide a rapid start enable, the CAS has an additional redundant bus connection to the DME. On this CAS bus, the data are transferred per K bus protocol.
The K-CAN has the possibility to be operated as a single-wire bus in the event of a fault. The K-CAN control unit is wakened via the bus, without an additional wake-up line.
The K-CAN is set up as line topology. Some control units in the K-CAN have a LIN bus as sub-bus. The K-CAN has a data transfer rate of 100 kBit/s and is designed as a twisted pair of wires.
S
K-CAN2
There are 2 terminal resistors on K-CAN 2 are located in the ZGM and JB electronics.
S
The K-CAN 2 has a data transfer rate of 500 kBit/s and is designed as a twisted pair of wires.
OBD 5
OBD 5
K-CAN
K-CAN2
ZGM
K-CAN
ZGM
FRM
CAS
IHKA
FRM CAS
W
IHKA
FZD
FKA
FZD FKA
JB PDC
JB PDC
CON
CON
CID
CID
TPMS
HUD
TPMS HUD
EHC
HKL
FD
FD2
EHC
HKL
FD
FD2
SM FA
SM BF
TRSVC
HiFi
SM FA
SM BF
TRSVC
HiFi
SM FAH
SM BFH
VSW
SM FAH
SM BFH
VSW
41

PT-CAN The PT-CAN connects the engine management system to the gearbox control, but now also interconnects systems in the area of safety and driver assistance systems. PT-CAN 2 The PT-CAN 2 forms a redundancy for the PT-CAN in the area of the engine management system and also transfers signals to the fuel pump control.
42
DME ZGM KAFAS EMA RE
NVE
EMA LI
EGS
KOMBI
ACSM
EMF
GWS
It is line-based with tap lines to the individual systems. The PT-CAN has a data transfer rate of 500 kBit/s and is designed as a twisted pair of wires. Control units with a power supply via terminal 30 have an additional wake-up line (see illustration). The terminal resistors in the PT-CAN are located in the following control units: Electromechanical parking brake (EMF) Instrument cluster (Kombi)
The PT-CAN 2 has a data transfer rate of 500 kBit/s and is designed as a twisted pair of wires with an additional wake-up line. The terminal resistors in the PT-CAN 2 are located in the following control units: Digital Motor Electronics (DME) Control unit for electric fuel pump (EKPS).

Ethernet is a manufacturer-neutral, cable bound network technology. Most computer networks nowadays are based on this data transfer technology.
Ethernet
Ethernet
Application in the F01/F02 The Ethernet in the diagnosis socket is only enabled when the BMW programming system (ICOM A) is connected. There is an activation bridge in the programming connector, between pins 8 and 16. This switches the power supply for the Ethernet controller in the central gateway module. This means that Ethernet access to the central gateway module is disabled while the vehicle is being driven by the customer.
The so-called Ethernet was developed more than 30 years ago. Since then, the data transfer rates have multiplied. The Ethernet is the F01 has a data transfer rate of 100 MBit/s.
ZGM
OBD2
CIC
Features of Ethernet
Security Each participant in an Ethernet has an individually assigned ID number, a MAC address (Media Access Control). This address and the VIN (Vehicle Identification Number) identifies the vehicle to the BMW programming system on connection setup. This prevents changes to the data records and stored values by third parties. In the same way as in a computer network in the office, each device in a network must receive unique identification. This is why the central gateway module is assigned a so-called IP address by the programming system after connection setup.
Functions of Ethernet
System access only via BMW programming systems.
System start time with connection setup and address assignment under three seconds, sleeping under one second
Very high data rate of 100 MBit/s
The function of an IP address in a network corresponds to that of a telephone number in the telephone network. This IP address is assigned per DHCP (Dynamic Host Configuration Protocol). This is a method of automatic allocation for IP addresses to user devices in a network.
The wiring between the diagnosis socket and ZGM is with two pairs of wires without additional shielding. There is also an activating line that supplies the Ethernet controllers in the control units with voltage.
Transmission of media data between ZGM and CIC
Faster programming of the vehicle in Service
43

In the F01/F02, the FlexRay bus system is being used for the first time across systems to network dynamic driving control systems and the engine management system in a series vehicle.
44
FlexRay - Application in the F01/F02
FlexRay Bus Topology on the F01 The FlexRay is shown in a simplified form in the overview of the bus systems. The actual topology is shown in the illustration.
The central gateway module sets up the link between the various bus systems and the FlexRay.
DME ZGM
DSC
SZL
The FlexRay is shown in a simplified form in this bus overview
HSR
AL
SWW
ICM
VDM
EDC SVL
EDC SVR
EDC SHL
EDC SHR

The ZGM contains two so-called star couplers, each with four bus drivers. The bus drivers forward the data of the control units via the communication controller to the central gateway module (ZGM). Depending on the type of termination the FlexRay control units have, they are connected to these bus drivers in two different ways. Bus Termination In the same way as most bus systems, resistors for termination (as bus termination) are also used at both ends of the data lines on the FlexRay to prevent reflections on the lines.
If only one control unit is connected to a bus driver (e.g. SZL to the bus driver BD0), the connections on the bus driver and on the control unit are fitted with a terminal resistor. This type of connection at the central gateway module is called "end node termination".
The value of these terminal resistors is determined from the data transfer rate and cable lengths. The terminal resistors are located in the control units.
If the connection at the control unit is not the physical finish node (e.g. DSC, ICM and DME at the bus driver BD2), it is referred to as a FlexRay transmission and forwarding line. In this case, both of the components must be terminated at the ends of each bus path with terminal resistors.
This connection option exists for the central gateway module and a number of control units. However, the control unit with a transmission and forwarding line has a 'non end node termination' for data pickup. This type of termination cannot be tested using measurement systems at the control unit connector due to its resistor / capacitor circuit. To measure the (current-free) FlexRay bus to determine the line or terminating resistance, please be sure to use the vehicle wiring diagram.
45

The wiring of the FlexRay bus in the F01/F02 is executed as a sheathed, two-wire, twisted cable. The sheathing protects the wires from mechanical damage.
Wiring
46
The sections of line to the user devices can be checked relatively easily by means of a resistance measuring instrument (ohmmeter, multimeter). The resistance should be measured from the central gateway module. Pin assignment, see 'BMW diagnostic system'. The terminal resistors in the FlexRay are located in the control units: Digital Motor Electronics (DME) Electronic Damper Control satellites. (EDC_All) Dynamic Stability Control (DSC) Rear-axle drift angle control (HSR) Central gateway module (ZGM)
Some of the terminal resistors are located in the central gateway module and in the user devices. Since the surge impedance (impedance of high frequency lines) of the lines depends on external influencing factors, the terminating resistors are precisely matched to the required resistance.
It is possible to repair the FlexRay bus. If damaged, the cables can be connected using conventional cable connectors. Special requirements, however, must be observed when reinstalling the system. The wiring of the FlexRay system consists of twisted lines. Where possible, this twisting should not be altered during repairs. Repaired areas with stripped insulation must be sealed again with shrink-fit tubing. Moisture can affect the surge resistance and therefore the efficiency of the bus system.
Wake-up and Sleep Characteristics
In dynamic mode, however, electrical influences can cause increased surge resistance, resulting in data transmission problems.
Measurements on the FlexRay For resistance measurement in the FlexRay, be sure to observe the vehicle wiring diagram! The various termination options mean that misinterpretations of the measurement results can occur.
Lane change warning (SWW).
Steering column switch cluster (SZL)
The signal curve corresponds to the signal curve of the PT-CAN. The active steering and the VDM are not wakened via the wake-up cable, rather per bus signal. The four damper satellites are then activated directly by the VDM by switching the power supply.
Although the FlexRay control units can be wakened per bus signal, most FlexRay control units are activated across an additional wakeup line by the CAS. The wake-up line has the same function as the previous wake-up line (15WUP) in the PT-CAN.
Measuring the resistance of the FlexRay lines cannot provide a 100% deduction in terms of the system wiring. In the case of damage such as pinching or connector corrosion, the resistance value may be within the tolerance when the system is static.

On the F01/F02, the MOST bus is, for the most part, identical to previous models with regard to operation and function. There are some changes unique to these models which are outlined below. The MOST Control Units and Light Direction In the F01/F02, the MOST bus is used for the components in information/communication systems. The CIC is used as the master control unit. Other bus users may be: DVD changer Instrument cluster Satellite tuner SDARS (only US version) Top-HiFi amplifier
MOST Bus
The following overview shows one of the possible equipment configurations.

Scematic view of control modules on the MOST Bus
KOMBI
DVDC
CIC SDARS
ZGM
RSE
TCU
ULF SBX
TOP HIFI
= Fiber Optic Connector
The MOST programming access used in models to date is no longer required for the F01/F02. The programming now takes place on these vehicles via the Ethernet access point. Data are always sent in one direction on the MOST bus. Each control unit can send data on the MOST bus.
Light Direction
ULF-SBX high
Rear Seat Entertainment
Telephone.
The use of the fiber optic connector provides the advantage of being able to easily retrofit control units in the area of the luggage compartment.
Fiber Optic Connector
The fiber optic cable connector is located in the luggage compartment of the F01/F02, to the left behind the side wall trim. The fiber optic cable connector is arranged in the MOST bus system between the front area of the vehicle (head unit, DVD changer) and the rear area of the vehicle (TCU,SBX etc.).
The physical light direction runs from the master control unit (Car Information Computer) to the DVD changer, to the instrument cluster, to the ZGM (Central Gateway Module) and from there to the fiber optic cable distributor/connector. All the control units fitted in the rear end are connected at the fiber optic cable distributor. From the last control unit, the light returns to the master control unit. 47
Two fiber optic connectors are installed in the F01. One is responsible for the factory installed control units. The other is used for the preparations for options.

Sub-bus systems exchange data within the system. These systems are used to exchange relatively small quantities of data in specific systems.
Sub-bus BSD LIN LoCAN Explanation
9.6 kBits/s 9.6/19.2/20.0 kBits 500 kBits/s
48
Sub-bus Systems
Local CAN The Local-CAN serves to transfer the high data volumes of the following sensors to the ICM. The Local-CAN has a data transfer rate of 500 kBit/s and is designed as a twisted pair of wires. Short-range and long range radar sensors to the ICM.
Index
Linear, single wire Linear, single wire Linear, two wire
The terminal resistors in the Local-CAN are located in the ICM and the long range radar sensor:
BSD The bit-serial data interface BSD is also used on the F01/F02 (due to lack of available interfaces). It makes the following connections from the engine management to the corresponding sub systems: Alternator regulator Oil condition sensor LIN bus The LIN bus has been used as early as the E60 and was also used to control the outside mirrors on the E46. Mainly, the versions V2.0 or higher are used in the F01/F02. For the F01/F02, various connections per LIN bus are implemented: Connection from footwell module to the outside mirrors E.g.: Footwell module to driver's door switch cluster
K-bus Protocol The term "K-bus (protocol)" is used for a series of sub-bus systems in the bus overview. These sub-bus systems are used for various purposes. The K-bus protocol used here is a common component already used in predecessor models. The protocol is used, e.g. on the following systems: Comfort Access CAS bus Connection between ACSM and TCU
Activation of the 16 IHKA actuator motors per "daisy chain" assignment (series connection of the signal lines).
Connection from roof functions center to rain-light-solar-condensation sensor

Due to the lower data rate on the LIN bus, terminal resistors are not used. Belt hand-over However, all V2.0 secondary control units also require a V2.x master controller.
In the F01/F02, the following control units still correspond to the V1.x specification: Outside mirror
A number of the connected components are only diagnosis-capable to a limited degree, for example the rain-light-solar-condensation sensor. In this case, the master control unit serves as the gateway to the remaining bus system. The diagnosis requests from the ZGM or BMW diagnosis system are inserted in the sporadic section of a LIN frame.
Blower output stages
LIN V2.0 (or V2.1) LIN components that correspond to the specification of data protocol LIN V2.0 or higher have extended functions. The LIN components for V2.x are delivered with a device ID and a base configuration. The final (dynamic) configuration and the allocation of the ID number take place on commissioning by the master control unit.
Intelligent Battery Sensor
A special feature in the F01/F02 is that the data communication between the Comfort Access and diversity antenna is implemented with 20.0 kBit/s due to the large number of small data packages. The slightly higher transfer rate means that the time slots in the data protocol can be better exploited. The master control unit sends the "sleep command" to place the LIN in the idle state.
The master control units can send so-called multiple requests to secondary control unit groups. To reduce the bus load, the contacted secondary control units only respond in the case of changed values (e.g. door contact). All master control units of the LIN V2.x specification are downwardly compatible to (secondary control units) components of previous specifications.
The data protocol has become more variable, permitting, if required, periodic alongside sporadic messages as of specification V2.0. These "sporadic frames" are only sent if the master control unit requires data from the secondary control units or outputs data. Without such a request, the time slots in the messages remain empty.
If one of these components is replaced, this operation must be initiated manually by means of the BMW diagnosis system.
The "sleep command" can also be sent with terminal R "On", e.g. for mirror adjustment. The "wake-up command" can also be sent by a secondary control unit. The LIN messages in the data protocol are divided into four sections: Synchronization Identifier Data
Checksum
49

LIN Bus Overview
50
SBTFA SBSTFA SBSTFAH ASPFA ASPBF BEFAS BEL SBSTBF SBSTBFH

K-CAN2
ZGM
K-CAN PT-CAN
DME
IBS
ZWP
16x
ACSM
TMSL TMSL TMSR
FRM
CAS
FBD
IHKA
OC-3
SINE
FZD
MFL SORO LRE
SZL
WM RLBSS ISP GDO AUC SSH

4x
SBTFAH
JB PDC
SRTFAH
SBTBFH SRTBFH
Triggers
4x
TPMS
SBSFA
Antenna
SM FA
SM BF
SBSBF
SBSFAH
SM FAH
SM BFH
SBSBFH

Index
ASPBF ASPFA BEFAS CAS FBD FZD IBS ISP JB BEL AUC ACSM
Advanced Crash Safety Module Outside mirror, passenger Outside mirror, driver
Explanation
SBSFAH SBSTBFH SBSTFAH SBTBFH SBTFAH SMBF SMFA SINE SBTFA SBSTFA SBSTBF
Index
Switch block for seat adjustment, drivers side rear Switch block for seat memory, passengers side rear Switch block for seat memory, drivers side rear Switch block for windows, driver Alarm Siren Switch block for seat memory, driver Switch block for seat memory, passenger
Explanation
Driver assistance systems operating unit Car Access System Light operating unit
Automatic recirculated air control
Switch block for windows, passengers side rear Switch block for windows, drivers side rear Seat Module, passenger Seat Module, driver Roller sunblind
DME FRM GDO IHKA
Remote Control Services Roof Functions Center Intelligent Battery Sensor Interior Mirror Garage door opener Footwell Module
Digital Motor Electronics
SMBFH SMFAH SRTBFH SRTFAH SSH SZL SORO
Seat Module, passengers side rear Seat Module, drivers side rear Roller sunblind switch, passengers side rear Roller sunblind switch, drivers side rear Steering column switch cluster Headlight module, right Wiper Motor/module Headlight module, left Seat heating switch
Integrated Heating and Air Conditioning, automatic Junction Box Electronics
OC-3 RLSBS PDC
MFL
LRE
Seat Occupancy Detection, front passenger Rain-light-solar-condensation sensor Park Distance Control
Multi-function Steering Wheel
Steering Wheel Electronics
TMSR TPMS ZGM ZWP WM
TMSL
SBSBFH SBSFA
SBSBF
Switch block for seat adjustment, passengers side rear Switch block for seat adjustment, driver
Switch block for seat adjustment, passenger
Tire Pressure Monitoring System Central Gateway Module Auxiliary water pump
51
www.bmwcoders.com - your ultimate BMW information- Module 1 F01 Workbook source!!! Workshop Exercise - F01 Bus Systems and Terminal Resistors (PT-CAN 2)
52
Using the illustration below, circle the control modules which contain the terminal resistors for PT-CAN 2:
Resistance value: Ohms Resistance value:
Using an instructor designated vehicle and training aids, locate the terminal resistors for PT-CAN 2. Use ISTA to locate the connections. Complete the exercise by lling in the requested information and answering the pertinent questions:
Record the PT-CAN 2 connections to the following components for future reference:
Module EKPS GWS EGS DME Wake Capable (KL15 wake-up) Connector #
Ohms
Place a W next to those modules which are wake capable:
Resistance value:
Ohms
Resistance value:
pin: pin: pin: pin:
PT-CAN 2 PT-CAN 2 (high) (low) pin: pin: pin: pin:
Ohms
What should be the result, when checking the total parallel resistance of the PT-CAN 2 circuit?
Using the appropriate test cables, measure the individual resistance values of the individual components and write into the spaces provided above:
Which modules on PT-CAN 2 are also wake authorized?
What are the part numbers of the test cable used?
What is your actual result when testing the total parallel resistance of the PT-CAN 2 circuit?
www.bmwcoders.com - your ultimate BMW information source!!! Workshop Exercise - F01 Bus Systems and Terminal Resistors (PT-CAN)
Using the illustration below, circle the control modules which contain the terminal resistors for PT-CAN:
Using an instructor designated vehicle and training aids, locate the terminal resistors for PT-CAN. Use ISTA to locate the connections. Complete the exercise by lling in the requested information and answering the pertinent questions:
Record the PT-CAN connections to the following components for future reference: Place a W next to those modules which are wake capable:
Module DME GWS NVE EGS Wake Capable (KL15 wake-up) Connector # pin: pin: pin: pin: pin: pin: pin: pin: PT-CAN (high) pin: pin: pin: pin: pin: pin: pin: pin: PT-CAN (low)
KOMBI ZGM
What should be the result, when checking the total parallel resistance of the PT-CAN circuit?
Using the appropriate test cables, measure the individual resistance values of the individual components and write into the spaces provided:
EMA RE EMA LI ACSM EMF
KAFAS
pin: pin: pin:
pin:
pin:
What is your actual result when testing the total parallel resistance of the PT-CAN circuit?
Which modules on PT-CAN are also wake authorized? What are the part numbers of the test cable used?
pin:
53
www.bmwcoders.com - your ultimate BMW information- Module 1 F01 Workbook source!!! Workshop Exercise - F01 Bus Systems and Terminal Resistors
54
Using the illustration below as a guide, locate the values for the the terminal resistors on the FlexRay bus system:
Using an instructor designated vehicle and training aids, locate the terminal resistors for FlexRay. Use ISTA to locate the connections. Complete the exercise by lling in the requested information and answering the pertinent questions:
Module ZGM SZL
Terminal Resistor Value
Connector #
pin: pin:
FlexRay (BP)
pin: pin:
FlexRay (BM)
What should be the result, when checking the total parallel resistance of the FlexRay circuit between ZGM and SZL? What is your actual result when testing the total parallel resistance of the FlexRay circuit between ZGM and SZL?
DSC to ZGM ZGM to DSC ZGM to ICM ICM to ZGM ICM to DME DME to ICM
Module
Connector #
FlexRay (BP) pin: pin: pin: pin: pin: pin:
FlexRay (BM) pin: pin: pin: pin: pin: pin:
AL to ZGM AL to HSR HSR to AL
ZGM to AL
Module
Connector #
pin: pin: pin: pin:
FlexRay (BP)
pin: pin: pin: pin:
FlexRay (BM)
What should be the result, when checking the total parallel resistance of the FlexRay circuit between DSC and DME?
What should be the result, when checking the total parallel resistance of the FlexRay circuit between ZGM and HSR?
What is your actual result when testing the total parallel resistance of the FlexRay circuit between DSC and DME? What is the measured resistance of the FlexRay connections through the ICM and ZGM?
What is your actual result when testing the total parallel resistance of the FlexRay circuit between ZGM and HSR? What is the measured resistance of the FlexRay connections through the active steering (Al) control module?
Note: If the vehicle is not equipped with IAL, there is a terminating resistor installed in the place of the AL control module.
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www.bmwcoders.com - your ultimate BMW information- Module 1 F01 Workbook source!!! Workshop Exercise - F01 Bus Systems and Terminal Resistors
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Using an instructor designated vehicle and training aids, locate the terminal resistors for FlexRay. Use ISTA to locate the connections. Complete the exercise by lling in the requested information and answering the pertinent questions:
EDC SVL
R
EDC SVR
R
VDM ZGM BD5

R
ZGM BD4
R
EDC SHL
EDC SHR
EDC_SVL to ZGM ZGM to EDC_SHL ZGM to EDC_SVL
Module
Terminal FlexRay Resistor Value Connector # (BP) pin: pin: pin: pin: pin: pin: pin: pin: pin: pin:
pin: pin: pin: pin: pin: pin: pin: pin: pin: pin:
FlexRay (BM)
Module SWW ZGM
Connector #
pin: pin:
FlexRay (BP)
pin: pin:
FlexRay (BM)
EDC_SHR to ZGM ZGM to EDC_SHR VDM to ZGM ZGM to VDM
EDC_SHL to ZGM
What should be the result, when checking the total parallel resistance of the FlexRay circuit between ZGM and SWW? What is your actual result when testing the total parallel resistance of the FlexRay circuit between ZGM and SWW?
VDM to EDC_SVR EDC_SVR to VDM
What is your actual result when testing the total parallel resistance of the Left side and right side (respectively) FlexRay circuit between the EDC satellites?
www.bmwcoders.com - your ultimate BMW information source!!! Workshop Exercise - F01 Bus Systems and Terminal Resistors (K-CAN 2)
Using the illustration below, circle the control modules which contain the terminal resistors for K-CAN 2:
Using an instructor designated vehicle and training aids, locate the terminal resistors for K-CAN 2. Use ISTA to locate the connections. Complete the exercise by lling in the requested information and answering the pertinent questions:
Record the K-CAN 2 connections to the following components for future reference: Place a W next to those modules which are wake capable:
Module ZGM FRM FZD JB Wake Capable (KL15 wake-up) Connector # pin: pin: pin: pin: pin: K-CAN 2 (high) pin: pin: pin: pin: pin: K-CAN 2 (low)
OBD 5
K-CAN2
FRM
CAS
ZGM
FZD
What should be the result, when checking the total parallel resistance of the K-CAN 2 circuit?
JB PDC
Which modules on K-CAN 2 are also wake authorized?
CAS 4
What are the part numbers of the test cable used?
What is your actual result when testing the total parallel resistance of the K-CAN 2 circuit?
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Using the illustration below, locate the connector and pins for the D-CAN terminal resistor:
Using an instructor designated vehicle and training aids, locate the terminal resistors for D-CAN. Use ISTA to locate the connections. Complete the exercise by lling in the requested information and answering the pertinent questions: Using the schematics in ISTA, define the pins for the diagnostic connector:
Workshop Exercise - F01 Bus Systems and Terminal Resistors (D-CAN and Ethernet)
Pin 6 D-CAN H
ZGM
D-CAN L
OBD2
Pin 14
What should be the result, when checking the total parallel resistance of the D-CAN circuit?
Index 1 2 3 4 5 6 7 8
Explanation
Index 10 11 12 13 14 15 16 9
Explanation
What is your actual result when testing the total parallel resistance of the D-CAN circuit?
Where are the terminal resistors located?
Classroom Exercise - Review Questions

1. Including PT-CAN, PT-CAN 2 and FlexRay, how many terminal resistors are located inside the ECM (DME)? (circle the correct answer) 1 2. 2 3 4 6. 5 7. On the F01/F02, what is the communication speed on the K-CAN 2? A. 100 Kbits/second C. 10 Mbits/second D. 22.5 Mbits/second B. 500 Kbits/second
On the F01, the resistance value for the terminal resistors located at each of the EDC satellites is approximately: A. 75 ohms D. 120 ohms B. 95 ohms E. 135 ohms C. 100 ohms
The D-CAN circuit on the F01 has two terminal resistors which are located in: A. the KOMBI and the ZGM B. the KOMBI and OBD2 connector wiring D. the ZGM and the DME
3.
On the F01, there are two terminal resistors on PT-CAN 2. When checking the total resistance (in parallel) between the high and low lines, what value should be obtained in a normally functioning (complete) circuit? A. 60 D. 135 B. 90 E. 240 C. 120
C. the ZGM and OBD2 connector wiring
4.
How is diagnostic data transferred to the diagnostic equipment on the F01? via D-CAN via Ethernet
5.
When connecting the I-COM A to the F01 using ISTA/P , the programming data is sent to the ZGM via: D-CAN Ethernet
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Voltage Supply
60
The voltage supply in the F01/F02 consists of the following components: Distribution box on the battery Vehicle battery
Overview of System Components
Front fuse carrier, behind the glove compartment Rear fuse carrier on the right-hand side of the luggage compartment Intelligent battery sensor IBS SBK safety battery terminal Battery cables Junction box electronics
Index 1 2 3 4
Battery cable, to starter and alternator Cable to rear fuse carrier Cable to front fuse carrier Intelligent Battery Sensor (IBS)
Explanation
Index 5 6 7 8
Power distribution box in engine compartment Electronics box in engine compartment Positive battery terminal Alternator.
Cable to power distribution in engine compartment Distribution box on battery Cable to E-box in engine compartment
Negative battery cable
Explanation
Vehicle Battery The vehicle battery is an 90 Ah AGM type fitted in the center at the rear of the luggage compartment floor. The main advantage of the AGM battery is its higher cycle strength. Distribution Box In the F01/F02, the distribution box is located in the luggage compartment directly on top of the vehicle battery. The distribution box on the battery is secured on the vehicle battery by means of a metal tab.
The distribution box on the battery is equipped with fuses for the following electric loads: Front fuse carrier (250 A) Rear fuse carrier (100 A) electric fan
Engine compartment distribution box (100 A) Electric coolant pump (100 A) Intelligent battery sensor IBS.
The fuses differ in terms of their power rating. The distribution box additionally contains the power supply for the intelligent battery sensor IBS. The connectors are color-coded and mechanically coded to avoid confusion. These are high power connections, therefore always ensure correct contacting! Note: When replacing or working on the distribution box, always make sure the plug connections and, above all, the screw connections are secured properly. Connection between battery terminal and distribution box 15 Nm.
The distribution box on the battery must always be replaced as a complete unit. The fuses are integrated as a complete unit in the housing of the distribution box on the battery.
Due to the steady increase of electrically operated comfort functions, communication and safety in BMW vehicles, the voltage supply is becoming ever more important.
Fuse Carriers
In the F01/F02, there are two separate fuse carriers. The front fuse carrier is located near to the glove compartment and the rear fuse carrier is located on the right-hand side of the luggage compartment.
Index 1 Index 1 2 Explanation Index 3 4 Explanation

Retaining clip
Explanation
Positive battery terminal (B+ Junction) Power distribution box, engine compartment Electronics box, engine compartment Alternator
Index 5 6 7 8
2 3 4
Front fuse carrier (behind glove compartment) Rear fuse carrier, luggage compartment, right side Battery Starter
Explanation
Connection to battery terminal
Connection to the battery cable to front fuse carrier
High current consumer connections
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Front Fuse Carrier This section describes the front fuse carrier. The junction box electronics are described in a later section. In the right-hand part of the front fuse carrier, there is an opening through which the junction box electronics are connected to the front fuse carrier. The installation location of the front fuse carrier is underneath the dashboard on the right-hand side. In order for a fuse to be replaced, the glove compartment must be opened.
Installation Location
Relays in the Front Fuse Carrier There are a few relays in the front fuse carrier. One of these is plugged in, the others are soldered to the circuit board.
Connected relay
Front Fuse Carrier and Junction Box Electronics The connection between the front fuse carrier and the junction box electronics is established through the opening in the right-hand area of the fuse carrier. An internal plug connection provides the electrical connection between the two components. When assembled, the two components form a single unit (junction box) consisting of the junction box electronics and the front fuse carrier.
Index 1
Explanation
Relay, KL30 B
Various relays are soldered to the circuit board in the front fuse carrier. In the event of a fault, the fuse carrier must be replaced as a complete unit.
Internal view of front fuse carrier, F01/F02
Soldered Relay
Rear Fuse Carrier in the Luggage Compartment Due to the large number of consumers and control units in the F01/F02, an additional fuse carrier has been fitted in the luggage compartment.
As well as the fuses, a few relays are plugged in here or soldered to the circuit board.
If one of the soldered relays is faulty, the rear distribution box must be replaced as a whole unit. The connection port of the battery cable is located on the rear of the fuse carrier.
Rear fuse carrier, F01/F02
Index 1 2 3 4
Relay for headlight cleaning system (soldered) Relay, terminal 15N (soldered) Horn relay (soldered)
Relay, KL30 F (bistable) (soldered)
Explanation
Index 1 2
Relay, KL30B, plugged in Relay, KL30F (soldered)
Explanation
Index 3 4
Relay for rear defogger heating element (soldered)
Relay, KL15N (soldered)
Explanation
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Power Distribution Box in Engine Compartment There are no fuses in the engine compartment distribution box.
This line is safeguarded by the high-current fuse (100 A) in the distribution box at the battery. Depending on the model of vehicle, different line cross sections are used.
In addition, a battery cable is routed to the front fuse carrier through the vehicle interior. The transfer points for the main power cables are located in the luggage compartment. The main power lines on the underbody are laid in a protected area to prevent damage.
Index 1 2 Explanation Index 3 4 Explanation
(Not for US)
Intelligent Battery Sensor (IBS)
Battery Cables In the F01/F02, three main power lines on the underbody run from the distribution box at the battery to the engine compartment. One of the main power lines runs via the positive battery terminal to the starter motor and to the alternator. The second line powers the engine electronics (Electric coolant pump etc). The third line runs to the distribution box in the engine compartment. This distribution box supplies the electric fan with power.
Cable from distribution box to battery
Power distribution box
Cable to electric fan
The intelligent battery sensor (IBS) is a mechatronic component for monitoring the battery status. The following physical measurements are recorded for the battery: Current Voltage
The term "intelligent" means that there is a microprocessor integrated in the IBS. This microprocessor calculates and analyzes time critical measured variables. The results are then forwarded to the higher-level control units (i.e. DME) via the LIN bus.
Terminal temperature
Voltage Supply Circuit Diagram
Index 1 2 3 4 5 6 7
Kl.30
Explanation
Alternator Power distribution box, engine compartment Electronics box, engine compartment Positive battery terminal (B+ junction) Digital Motor Electronics (DME) Junction box electronics Starter
2 5
4 3
DME
18
ACSM
FlexRay
16
17
CAS
K-CAN2 FlexRay
Kl.15 N
ZGM
Kl.30 B
8 10 9
Front fuse carrier (behind glove compartment) Rear fuse carrier, luggage compartment, right side Transfer point on luggage compartment floor Intelligent Battery Sensor (IBS) Battery
Kl.30 F
JB
11 12 13 14 15 16 17 KL30 18
8
ICM
15
LIN-Bus
SBK Safety Battery Terminal (SBT) Integrated Chassis Management (ICM) Central Gateway Module (ZGM) Car Access System (CAS) Distribution box, on battery
Kl.30
Kl.30 F
14
Kl.15 N
Advanced Crash Safety Module 3 (ACSM 3) Terminal 30 (Continuous Positive) Terminal 30B (basic operation) Terminal 30F (fault switched) Terminal 15N (Overrun)
Kl.30 B
Kl.30
13
SBK IBS
KL30B KL15N
12
11
10
KL30F
65
Energy Management
K-CAN2
66
OBD 5
K-CAN
ZGM 5
PT-CAN
DME
EKPS
FRM
CAS
IHKA
CIC
KOMBI
ACSM
PT-CAN2
FZD
FKA
RSE Mid
EMA LI
JB PDC TOP HiFi SDARS
EMA RE
DSC
CON
EGS
SZL
CID
ULF-SBX High
DVD
GWS
HSR
TPMS
HUD
TCU
NVE
AL
EHC
HKL
FD
FD2
KAFAS
SWW
ICM
SMFA
SMBF
TRSVC
HiFi
EMF
VDM
SMFAH
SMBFH
VSW
Klemme 30 Klemme 30B Klemme 30F Klemme 15N
EDC SVL
EDC SVR
EDC SHL
EDC SHR
The F01/F02 introduces new designations for some of the terminals. A distinction is also made between logical terminals and power supply terminals. The logical terminals do not serve as power supply terminals; instead, they represent a status. They are activated/deactivated by pressing the START-STOP button. The logical terminals are: Terminal R Terminal 15
Bus Overview and Terminal Status
The letter N stands for "Nachlauf", meaning "overrun". The power supply Terminal 15N is switched on and off by means of the logical Terminal 15. The overrun time after Terminal 15N is switched off is 5 seconds. That time is required so that the control units have enough time to save their data. While Terminal 15N is active, Terminal 30B and Terminal 30F are also active. Terminal 30B Terminal 30B supplies power to control units and electrical components that are required when the driver is present. Terminal 30B is activated by: The letter B stands for "Basic mode".
Terminal 15N Terminal 15N is used to supply power to control units and components that are only intended to be active when the vehicle is being driven, e.g. PDC.
The power supply terminals on the F01 has been changed, the following table reflects the changes:
Previous terminal designations
KL30g KL30 KL15 KL 15N KL 30B KL 30F KL30
Terminal 50.
New terminal designations
Pressing the buttons on the radio remote control Unlocking/locking/double-locking the vehicle
KL30g_f
Pressing the START-STOP button Bus message.
For clearer illustration of terminal shut-down, the control units are identified by a colored triangle. Identification and allocation to the individual terminals are shown in the diagram below.
Change of door switch status, change of trunk switch status, change of side window position
Regular deactivation by:
Vehicle double-locked and trunk closed (one minute overrun)
Vehicle not double-locked or trunk open (30 minutes overrun).
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Other possible deactivation triggers:
"Powerdown": diagnosis command for purposes of measuring closed-circuit (10 seconds overrun) While Terminal 30B is active, Terminal 30F is also active. Transport mode (one minute overrun).
Upper starting capacity limit reached (one minute overrun)
Terminal 30F is not reset or switched off if at least one of the following conditions is met: Terminal 30B active Parking lights switched on Side lights switched on Hazard warning lights switched on
Terminal 30F is activated by:
The letter F stands for "Fault".
All control units that are not supplied by Terminal 15N or Terminal 30B, are not responsible for vehicle access and do not have to meet a legal requirement for permanent operation.
Terminal 30F Terminal 30F supplies power to control units and electrical devices that are also required when the driver is not present but which can be switched off in the event of a fault.
If an extended overrun time for Terminals 30B and 30F is demanded by a service message from any of a number of control units.
Pressing the buttons on the radio remote control Unlocking/locking/double-locking the vehicle Pressing the START-STOP button
In the event of a fault (closed-circuit current too high, bus wake-up, sleep-mode inhibitor, start capacity limit reached) Terminal 30F is reset for 10 seconds.
Bus message.
Change of door switch status, change of trunk switch status, change of side window position
Terminal 30F is switched off if Terminal 30B is off and at least one of the following conditions is met: Starting capacity limit reached Another 10 bus wake-ups have occurred after Terminal 30F reset Unexplained bus activity after Terminal 30F reset Violation of closed-circuit current limit detected after Terminal 30F reset.
"Sticking relay" detected.
Example: when the engine is warm, it can be necessary for the electric fan to run on for up to 11 minutes after the vehicle is parked and locked. In order for the electric fan to be operated, the engine management module must be supplied with power. Since the overrun time in that case is only three minutes (that is currently the short overrun time for Terminal 30B, not one minute), the DME requests the appropriate extension by way of a bus message when the engine is switched off.
When pressing the START/STOP button once (engine off), without depressing the brake, what terminals can be switched on and off?
Using the supplied poster and the instructor designated vehicle, solve the exercise as outlined by your instructor. Complete by answering the following questions.
Workshop Exercise - Logical Terminal Control
How long will the vehicle stay in KL15 after shutting the engine off (in Neutral)?
How is Terminal R achieved?
What, if anything, will extend the time in KL15 in the above situation?
When in Terminal R, what happens when the START/STOP button is pressed? without depressing the brake
What happens if there is an attempt to lock the vehicle with the remote while the vehicle is in neutral (in KL15).
when depressing the brake How long will the vehicle stay in KLR? (without changing any status i.e. doors or remote control operation)
Why would it be necessary to shut off the engine with the transmission in Neutral?
When the engine is running, what happens when the START/STOP button is pressed while the transmission is in Neutral?
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Terminal Relays The F01/F02 has various relays for switching off the power supply to most control units. The Junction box module controls the bistable relays for Terminal 30F but receives the request from the central gateway module (ZGM) or IBS. ZGM: If sleep mode inhibited or on occurrence of unauthorized wake-up. ZGM monitors the vehicle status and registers inhibited sleep mode or unauthorized wake-up after Terminal 30B is switched off. If closed-circuit current limit violated or starting capacity limit reached.
The ECM (DME) continuously reads and assesses the battery data. The relay is also switched off when the starting capability limit of the vehicle battery is reached. The Terminal 30F relay is a bistable relay and is always in the ON state under normal conditions. It switches off the connected electric loads only in the case of fault. Once the Terminal 30F relay has been switched off, one of the switch-on conditions must be met before it can be switched on again.
General Measures
IBS:
The computation for activating the Terminal 30F relay takes place on two control units. The ZGM monitors the following activities: Invalid wake-up procedures within the bus systems Sleep blockers (control units that constantly keep the bus systems active).
Location Front fuse box Front fuse box Front fuse box Rear fuse box Rear fuse box Rear fuse box Relay
KL 15N KL 30B KL 30F (bistable) KL 15N KL 30B (bistable) KL 30F
The terminals "load shut-down" and the terminal "interior lighting" are switched off as a general measure when the vehicle is in stationary mode. This occurs only when the vehicle is not locked and secured. These loads are shut down immediately when the vehicle is locked and secured. This measure affects the following electric loads:
Electrical loads
Interior lighting (front and rear) Load shut-down after 8 minutes (immediately if doublelocked) Load shut-down after 8 minutes (immediately if doublelocked) Load shut-down after 8 minutes (immediately if doublelocked) Load shut-down after 8 minutes (immediately if doublelocked)
Terminal
Connection Soldered Plugged in Soldered Soldered Plugged in Soldered
Controlled by
CAS CAS ZGM/DME CAS CAS ZGM/DME
Footwell lighting (front and rear) Reading light (front and rear)
Vanity mirror light
Intelligent Battery Sensor (IBS)
The intelligent battery sensor has a similar range of functions to the intelligent battery sensor on previous models. A new feature is data transmission between the IBS and the ECM (DME) via LIN bus and the wake-up function of the IBS.
The time required to take the readings is approximately 50 milliseconds. The measured data is stored on the IBS in the memory for recording the closed-circuit current.
The wake-up function applies only when the vehicle is in idle mode. If the IBS detects a wake-up trigger, the Junction box module is woken up by a PWM signal. The IBS is directly connected to the Junction box module via a separate lead. The pulse duty factor indicates the reason for the wake-up:
Duty factor 20% 40% 60% Reason for wake-up
Starting capacity limit 1 Starting capacity limit 2
Raised closed-circuit current
A wake-up due to raised closed-circuit current can take place up to three times. Depending on the vehicle status and reason for the wake-up, the Junction box module performs one of the following actions:
Index 1 2 3 4 Explanation Index 5 6 7 Explanation
ECM (DME)
Power supply for IBS Wake-up line IBS
Battery positive lead
Junction box module Battery negative lead
Wakes up the vehicle so that the DME can send shut-down commands to electrical devices that are operating while the vehicle is in parked mode Switches off Terminal 30F (without waking up the vehicle). Resets Terminal 30F (without waking up the vehicle)
A fault memory entry is registered in each case.
When the vehicle is in idle mode, the IBS continuously records the data relevant to the battery indicators. The IBS is programmed to wake up every 14 seconds in order to update the measured data by taking new readings.
Wake-up Function
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Commissioning The IBS is fully functional as soon as it is completely connected, i.e. it can immediately detect the basic variables, current, voltage and temperature. However, the variables derived from those readings for the purposes of power management, i.e. battery condition, starting capacity, etc., must first be recalculated and, therefore, there is a time lag before they are available.
When the engine is restarted, the DME reads off the closed-circuit current progression. If it diverges from the defined closed-circuit current progression, a fault is registered in the DME fault memory. In the period between "Engine OFF" and when the DME main relay is switched off, the IBS is informed by the DME as to the maximum charge that can be drawn from the battery on the basis of ensuring that the engine can be reliably restarted. After the DME main relay is switched off, the IBS continually checks the battery charge level (SOC) and the closed-circuit current.
Junction Box Module
The (power management) software for controlling the energy balance is located in the engine management (DME). On the basis of that control algorithm, various electrical devices in the vehicle's electrical system are switched off by the CAS control unit via the Terminal 30B relay or by the Central Gateway Module and engine management module via the Terminal 30F relay. The power management is additionally responsible for evaluating and storing the IBS data.
Engine Management (power management)
As part of vehicle diagnostics, these data can be used to evaluate faults and to analyze the vehicle battery.
The Junction box module is responsible for switching the Terminal 30F relay and for storing information (history data and fault memory entries) related to energy management.
Transport Mode The batteries in vehicles coming off the production line are adequately charged so that SOC > 80 % (SOC = "State of charge").
However, since several days or weeks can pass between the time the vehicle comes off the production line and when it is delivered to the customer, the battery will have discharged to a greater or lesser degree. Therefore, every battery must be charged according to the recharging calendar.
Note: If the SOC has dropped to less than 35 %, the indication continues to be displayed on the instrument cluster until the battery is replaced and a change of battery is registered. Note: When transport mode is reset, there is no indication on the instrument cluster of the battery charge level. Note: If the vehicle is delivered with the red Check Control message Battery charge level very low active, it is essential that the low battery charge is recorded as transport damage on the delivery note. In such cases, the test module Energy diagnosis must be carried out to establish the cause.
The F01/F02 is the first model on which it is possible to display the charge level of the battery when the new car is being transported.
Battery condition Battery condition OK (SOC 60% to 100%) Display (Cluster) Audible signal Action
No sound
No action necessary
Replace the battery before handing over the vehicle to the customer and register the change of battery using the service function. Note: If a vehicle is delivered with the yellow Check Control message "Charge battery", this should also be recorded on the delivery note. The battery must then be charged once and an energy diagnosis carried out.
Battery is discharged (SOC 35% to 60%) Battery charge level is very low (SOC less than 35%)
No sound
Charge battery
Double gong
Replace battery
When production or transport mode is activated, a Check Control message is generated that provides a quick indication of the battery condition.
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Closed-circuit Current
The graphs below shows the typical closed-circuit current progression on the F01/F02 associated with the various electrical system statuses. The actual current values change depending on the vehicle equipment configuration.
Upwards of a closed-circuit current level of 80 mA, a Check Control message is generated (raised battery discharge rate when parked).
Typical closed-circuit current progression for unlocked vehicle on F01/F02 Index 1 2 Typical closed-circuit current progression for double-locked vehicle on F01/F02 3 4 5 6 Explanation
KL15N Off KL R Off
Typical closed circuit current on the F01/F02 is between 9 and 21 mA.
Load shut-down switches off immediately when the vehicle is secured. In all other terminal statuses, the load shut-down terminal is switched off after an overrun period of 8 minutes. It is activated by the footwell module.
The terminal "load shut-down" (e.g. reading light and vanity mirror light) is switched off corresponding to the terminal status.
Terminal 30B Off (30 minutes without phone or 60 minutes with)
Electrical load shutdown after 8 minutes
Start of bus rest phase
Vehicle is secured
The aim of the diagnostic procedures is to show the causes of a discharged battery as unambiguously as possible. In view of the complexity, especially in the area of energy management, the specific cause of a fault can be shown only partially depending on its nature.
Electrical System and Battery Diagnosis Over the past few years, the energy management of all BMW models has been continuously improved and standardized across the various model series. In terms of energy diagnosis, this also means standardization of testing schedules and displays in the BMW diagnostic system.
More information on the subject of energy management on the F01/F02 can be found in the BMW Diagnosis System.
The originator and reason for wake-up (unauthorized wake-up) are stored as additional information in the ZGM fault memory. The driving profile for the last 5 weeks is stored in the JBE energy history memory. The energy history memory is referred to for energy diagnosis purposes.
The acquired energy diagnosis data are shown if the fault cannot be clearly assigned based on the acquired data. Power management is retained in full while the expanded diagnostic options are now resident in the history memory.
ZGM monitors the vehicle status, registers inhibited sleep mode or unauthorized wakeup after Terminal 30B is switched off and requests a reset or shut-down of Terminal 30F by a bus message to the JBE.
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NOTES PAGE
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NOTES PAGE
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NOTES PAGE
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NOTES PAGE
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Car Access System

CAS 4
80
The Car Access System introduced on the F01 is now the 4th generation. There are several changes as compared to past vehicles which include: Integration of the Comfort Access functions into CAS 4 Elimination of slot for ID transmitter (key) Passive Go is now standard equipment (1st time for BMW)
The ID transmitter is fitted with a battery which has a life of approximately four years. Up to eight ID transmitters can be used for a particular vehicle. Four of the eight ID transmitters can be used for personal profiles. Functional Overview The Car Access System 4 provides, among other things, the central control unit for vehicle access and vehicle locking. Consequently, the CAS 4 has complete control over central locking.
Comfort Access remains an option, but Passive go is standard. Therefore, the ID transmitter only needs to be somewhere inside the passenger compartment for the engine to be started.
The Car Access System 4 incorporates the following master functions on the F01/F02: Central locking Comfort Access
The CAS 4 has sole knowledge of the system and decides whether, for instance, to allow access to the vehicle or not. In other words, whether to unlock the vehicle or not. That function is referred to as a master function.
Power windows
Sliding/tilting sunroof Terminal control Electronic immobilizer 4 Vehicle data storage
Index 1 2 3 4 5
ID transmitter, top view Unlock vehicle button Unlock trunk button Panic mode (US) Lock vehicle button
Explanation
Index 6 7 8 10 9
Location of emergency start coil Release button for mechanical key Mechanical key Battery compartment
ID transmitter, rear view
Explanation
Other functions of the CAS 4 include: Data transmission for Condition Based Service (CBS). Checking plausibility of remote control signals.
The Car Access System 4 enables or disables the execution of a number of functions. However, other control units may be involved in the execution of the function. A selection of them is listed in the table below.
JBE Selection of function-executing control modules
Power windows Central locking
ID transmitter search in passenger compartment When the START-STOP button is pressed, it triggers the search for an ID transmitter in the passenger compartment. The passenger compartment search is required for the Passive Go function in order that starting can be enabled. There are two antennas provided for the passenger compartment search. One antenna covers the front of the passenger compartment and the other the rear. The antennas are connected to the CAS 4. The CAS 4 sends out a signal with a frequency of 125 KHz through the antennas. That signal triggers the ID transmitter to register with the vehicle. The ID transmitter responds with an encrypted radio signal. The remote control receiver in the diversity module passes the radio signal information to the CAS 4 via the LIN bus. When performing the passenger compartment search, the CAS 4 issues a request for an ID transmitter to register with the vehicle.
FRM FZD
For the purposes of communication with other electrical-system devices, the CAS 4 is connected to the K-CAN2, CAS bus and LIN bus. The Car Access System 4 analyzes the status of the hood switch and broadcasts this information for use by the alarm system. Center Lock button, locking/unlocking central locking The Car Access System 4 also analyzes the status of the following buttons and initiates the central locking function: Central double-locking button, locking and double-locking vehicle doors using button on underside of open trunk The Car Access System 4 provides the power supply for the brake light switch and also analyzes its status. The sections that follow describe some of the functions of the Car Access System. Those functions are: Terminal control Gearbox enable Electronic immobilizer Vehicle data storage. 81 Hotel setting switch, preventing trunk unlocking function. Interior trunk release button on A-pillar, unlocking trunk
Sliding/tilting sunroof
The CAS checks whether the ID transmitter belongs to the vehicle. Subsequent communication takes place on the ID transmitter's transmission frequency, e.g. 315 MHz
The CAS 4 checks whether the ID transmitter matches the vehicle. If the check is positive, the CAS 4 enables terminal control. The individual terminals can then be selected. Note: If communication with the ID transmitter can not be established, a Check Control message is displayed on the instrument cluster. The driver is notified that no ID transmitter could be located inside the passenger compartment.
The ID transmitter can be held in the position marked on the steering column. There is an emergency start coil under the steering column trim. Communication between the CAS 4 and the ID transmitter can be established via the emergency start coil.
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The Car Access System 4 (2) is responsible for terminal control. For instance "Terminal 15 ON" is made available to the intelligent battery sensor (4). The terminal statuses, e.g. "Terminal 15 ON/Terminal 0", can be selected by means of the START-STOP button (11). In conjunction with the digital motor electronics (3), the Car Access System 4 issues the start enabling signal for the starter motor (5).
Input/Output CAS 4
Index 1 2 3 4 5 6 7 8
Explanation
Hood switch CAS 4 DME IBS
Index 10 11 12 13 14 15 16 9
Door handle module (TAGE) START-STOP button Brake light switch (BLS) Central, double lock button DSC Central-lock button TCU
Explanation
Starter Identification transmitter (key) KL 15 JBE
Interior trunk release button
The EWS 4 was first introduced with the Car Access System 3 on the E92 and the latest version is a derivation of that design.
Electronic Immobilizer 4
Design of the EWS 4 System The vehicle immobilizer consists of the identification transmitter which identifies itself to the vehicle and therefore to the CAS 4. The CAS 4 system exchanges data via the CAS bus with the digital motor electronics in order to cancel the immobilizer function.
As soon as an attempt is made to start the engine, a check (authentication) has to be carried out. That check establishes whether a matching ID transmitter is located in the passenger compartment. The vehicle can be started if the check is successful. Authentication starts with the status "Terminal 15 ON". Note: The ID transmitter also has to identify itself to the vehicle and, therefore, to the Car Access System 4.
Note: The time taken to search for an ID transmitter in the passenger compartment may result in a delay before engine starting is enabled. That delay may occur in a time span of up to half a second. Start enable through the electronic vehicle immobilizer The start procedure is enabled by means of a special request and response procedure known as challenge-response.
Index 1 2 3
Explanation
CAS 4 Central Gateway Module Digital Motor Electronics
Index 4 5 6
Explanation
Electronic Transmission Control START-STOP button Transponder coil
On the basis of that random number and its secret key, the CAS 4 calculates a response and sends it to the digital motor electronics. In the meantime, the digital motor electronics calculates the expected response from the random number and its secret key.
As of "Terminal 15 ON", the digital motor electronics sends an encrypted random number to the CAS 4. The digital motor electronics uses a random number generator to generate the random number.
Enabling of ignition and fuel injection is the responsibility of the digital motor electronics. Before the electronic immobilizer issues the enabling signal for starting, the ID transmitter must be identified as matching the vehicle.
The software for the electronic immobilizer and for enabling engine starting is incorporated in the Car Access System 4.
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The CAS 4 and the digital motor electronics use the same secret key and algorithm for the calculations. If the figure that the CAS 4 sends to the digital motor electronics matches the figure calculated by the motor electronics, the electronic immobilizer is deactivated. The engine can now be started. Note: As from "Terminal 15 ON", a cyclic query (challengeresponse) is performed as long as the engine is not yet running.
Once the secret key has been entered, the control unit is locked. From this point on, the control unit is permanently tied to this secret key and the vehicle. The CAS 4 and the digital motor electronics form a control unit pairing.
Data Transmission Data transmission is redundant via the bus systems.
Note: Since the control units are assigned to the specific vehicle, replacement with a unit from another vehicle is not possible. When replacing a control unit, the new control unit must be ordered from BMW. Matching of the control units to each other is no longer necessary.
The signal from the digital motor electronics, for instance, reaches the CAS via both the K-CAN2 and the CAS bus. The digital motor electronics, however, is connected to the PT-CAN. For that reason, the signal is transferred from PT-CAN to the K-CAN 2 by the central gateway module. The time taken by the signals via the different bus systems is of no consequence as the signal that reaches the digital motor electronics first used for the electronic immobilizer. The authentication is repeated in response to following events: Transmission problems Transmission and response time exceeded
The enable is based on a procedure similar to that used for the electronic vehicle immobilizer 3.
Gearbox Enable
As of "Terminal 15 ON", the CAS 4 sends encrypted individual codes to the transmission control unit. The signal is applied to the PT-CAN 2 by the digital motor electronics. The electronic transmission control deciphers and checks these individual codes. If the check is successful, the gearbox control unit will enable the gearbox functions. The electronic gearbox control unit forms a pair of control units together with the CAS 4.
Start Value Matching
Secret Key The control units are assigned a secret key on the assembly line. This secret key is generated from a random number. The secret key is valid for a pair of control units and linked to the specific vehicle. This means that one pair of control units receives the same secret key.
Response with the secret security code incorrect (e.g. incorrect secret key due to control unit from another vehicle).
A start value matching procedure between the CAS 4 and the electronic transmission control is performed on the assembly line. That involves the CAS 4 transferring an encrypted individual code to the transmission control unit. Consequently, the electronic transmission control knows the individual code and can check whether the gearbox functions can be enabled.
Components of the Car Access System

CAS 4 Due to the integration of the Passive Go function, the START-STOP button is now connected to the Car Access System 4 via the instrument panel wiring harness. The CAS has a separate connector socket for the Comfort Access system. The CAS 4 has three connector sockets in all.
Index 1 2 3
Cockpit connector, 26-pin
Emergency Start Coil In unfavorable situations, the system may not be able to find the ID transmitter in the passenger compartment. For that reason, the Car Access System initiates display of a message on the instrument cluster. The message notifies the driver that no ID transmitter could be located inside the passenger compartment.
Explanation
Comfort access connector 26-pin Vehicle wiring harness connector 41-pin
Since the F01/F02 does not have a slot for the ID transmitter, there is an emergency start coil (1) on the steering column.
Note: The instrument panel is pre-assembled so that it is fitted in the car as a complete unit on the assembly line. For that reason, the Car Access System 4 has only one connector for the main wiring harness. All other connectors are connected up during preassembly of the instrument panel.
The emergency start coil can be used to communicate with the ID transmitter so that the engine can still be started and the vehicle driven. The emergency start coil is equivalent to the function of the transponder coil. By communicating via the transponder coil, the Car Access System 4 is able to identify a valid ID transmitter. In the following situations, for example, the system may not be able to find the ID transmitter: Interference with radio transmission to ID transmitter Discharged battery in ID transmitter. ID transmitter defective
Thus the Car Access System 4 is able to issue the start enabling signal following successful identification.
START-STOP Button The START-STOP button is integrated in the instrument panel. In contrast with the previous connection, the ribbon cable has been eliminated.
On vehicles without Comfort Access, the Car Access System does not have the Comfort Access connector socket (2).
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Remote Control Receiver The remote control receiver now has a transmitter and receiver unit and is integrated in the diversity module. As a result, bi-directional communication can be established between the ID transmitter and the remote-control receiver. The remote control receiver now also has a LIN bus connection. The remote control receiver uses that LIN bus connection to wake up the Car Access System 4.
Vehicle Data Storage
The Car Access System 4 stores the following vehicle data:
Personal Profile, the Car Access System 4 stores data for the Personal Profile Redundant data storage for instrument cluster Data for condition-based service CBS
Vehicle order, the vehicle order is stored in the footwell module
In that case, the Car Access System 4 asks the remote control receiver if there is a message waiting. That message may contain a request to unlock the vehicle. The Car Access System checks, for instance, whether the ID transmitter belongs to the vehicle.
If the check is positive, the Car Access System 4 initiates unlocking of the vehicle. Note: As a LIN-bus device, the remote control receiver is an input capable of waking up the Car Access System.
Service key data (e.g. data for Condition Based Service, fault memory entries, Check Control messages, etc.) Authentication for diagnostic access to the CAS 4
The Car Access System's temporary memory permanently stores data such as the Condition Based Service version, the vehicle identification number (VIN), software version, etc. The Car Access System receives current data from the electrical system, such as outside temperature, engine temperature, date, time and odometer reading, via the K-CAN2.
The buttons concerned are: Center-lock button
Input Components The Car Access System 4 analyzes buttons for the central locking functions. All buttons connect to ground. That means that the Car Access System 4 receives a low signal when the button is pressed.
The Car Access System collects that information. Under certain conditions, the data is transferred to the ID transmitter. In that way, the service key data is kept up to date for readout when the vehicle is taken in for servicing.
Interior trunk release button on A- pillar Hotel setting switch
Central double-locking button on underside of trunk Hood switch (alarm system).
Updating Service Data The service data records and fault memory entries are collected in a temporary memory by the CAS. The service data is thus available from a central point.
Index 1 2 3 4 5 6 C Explanation
Car Access System Current data on electrical system that CAS receives via K-CAN 2. Diagnosis data via K-CAN2 or direct from Car Access System Permanently stored data provided by Car Access System Manual data transfer (emergency start coil, low frequency) Automatic updating of data (transmission frequency of ID transmitter, high frequency) Accumulated data in Car Access System's temporary memory
Updating Service Key Data The service key data is stored in the Car Access System and transferred to the ID transmitter. Transfer is initiated automatically by specific conditions or manually. The data can be read out using the BMW Key Reader when the vehicle is serviced.
Index 1 2 3
Explanation
Updating service data Symbol Key symbol
If one of the conditions set out below results in transfer of the service key data, the service key data on the ID transmitter is updated. Updating can be performed both by way of the emergency start coil's low frequency signal (5) and by means of the transmission frequency used by the ID transmitter (6).
The service key data is updated every time the vehicle is driven. That data compromises: Condition Based Service data Check Control messages Fault memory entries.
Automatic Updating
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The conditions for updating are:
The data is updated once a distance of 5 miles has been covered and the speed is below 25 mph.
"Terminal 15 ON", speed above 25 mph followed by speed below 25 mph.
The procedure for transferring current service key data to the ID transmitter in the course of servicing is as follows:
Manual Updating
A data read-out can then be obtained from the ID transmitter.
The remote control receiver transfers the data to the ID transmitter when the engine is switched off. Data continues to be written to the ID transmitter even after it is taken out of the vehicle.
A defective control unit can be ordered through spare part channels. However, it is important to bear in mind that the digital motor electronics and the Car Access System 4 are supplied readycoded for the vehicle. This has the advantage that only the control unit is replaced and the matching procedure with the electronic vehicle immobilizer is not necessary. There is no point in ordering a control unit to be kept in stock as the secret key is assigned to the control unit and the vehicle.
Control Unit Replacement A defect in the control units belonging to the EWS represents a challenge for the Service technician. Since a defective control module cannot be replaced by control modules from other vehicles particular care is necessary when performing the diagnostic procedure.
Press and hold the Center-Lock button and use the STARTSTOP button to select "Terminal 15 ON", then release both buttons. Within 10 seconds, hold the ID transmitter against the right-hand side of the steering column trim in the position marked by the key symbol.
A matching procedure is necessary for the electronic transmission control after replacement. As part of this procedure, the Car Access System 4 transfers the individual code to the electronic transmission control. The matching procedure can take several minutes.
As soon as the updating process is complete, the Check Control message disappears and a gong sounds. Data can then be obtained from the ID transmitter.
The key symbol is printed on the steering column trim. Wait until the Check Control message appears on the instrument cluster. The instrument cluster display shows the message "Updating service data".
The manual updating process transfers Condition Based Service data, Check Control messages and fault memory entries.
NOTES PAGE
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Electronic Systems
Comfort Access System
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The F01/F02 will have Comfort Access as an option from the start of series production. It is part of the Convenience Package. The Comfort Access in the F01/F02 is based on preceding systems and is adapted to the F01/F02. The following points should be noted:
The entire function of Comfort Access is now located in the CAS 4. There is no separate control unit for Comfort Access in the F01/F02, in contrast to previous systems. Passive Go is standard equipment as there is no slot for the ID transmitter.
Comfort Access includes the following functions:
The ID transmitter must be located in the vehicle interior in order for the engine to be started. The engine can now be started by pressing the START-STOP button and the vehicle is ready to be driven.
Index 1 2 3 4 5 6 7 Explanation
CAS 4 FRM
Passive Exit, makes it possible to lock the vehicle without actively using the ID transmitter.
Passive Go, the Passive Go function allows the vehicle to be started when a valid ID transmitter is located in the passenger compartment. (This is a standard feature in F01/F02)
Passive Entry, enables access to the vehicle without active use of the ID transmitter.
Index 8 9
Junction box electronics Central locking button Diversity module ID Transmitter Emergency start coil
10 11 CA 12
Outside door handle electronics Drivers door lock cylinder Comfort Access Lock with door contact
Antenna for comfort access
START-STOP button
Explanation
An ID transmitter comprizes, among other things: A battery Remote control function Mechanical key Receiver unit.
Index 1 2 3 4
CAS 4 (with Comfort Access) Remote control receiver with diversity module Footwell Module Junction Box Electronics
Explanation
Index 5 6 7 8
Transponder coil for emergency start function
Outside door handle electronics Antennas for Comfort Access (in yellow) Central locking components in the trunk
Central Gateway Module
Explanation
Component Location Overview The Car Access System is located above the steering column on the right-hand side. For the Comfort Access function, the Car Access System controls the transmitting antennas for the vehicle exterior and interior. The outside door handle electronics are also read by the Car Access System.
The driver's door can also be unlocked and opened or closed and locked with the wallet key.
Location of Antennas For Comfort Access, 5 antennas are installed for the vehicle interior and 3 antennas are installed for the vehicle exterior. The antennas for the exterior are installed in the door sills on each side of the vehicle. The antenna for the rear of the vehicle is located in the bumper. The exterior antennas are designed to give a coverage area of 1.5 meters (about 5 feet). The outside door handle electronics provide the Car Access System with the signal from the capacitive sensor and the piezo sensor.
As far as the 5 interior antennas are concerned, there are 2 in the luggage compartment and 1 in the parcel shelf. One is located in the front of the center console and one in the rear of the console. The transmission frequency for the antennas is 125 kHz. All messages sent are encrypted.
Note: For more information on Comfort Access, refer to the available reference material on ICP under course code ST811.
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Central Locking
The Central Locking system on the F01/F02 is carried over from precious systems such as the E90 and E70. The following points should be noted: The CAS 4 has overall control of central locking The Comfort Access features are integrated into the CAS Soft Close Automatic (SCA) is part of the optional convenience package The JB executes the commands for central locking
Input/Output Central Locking
Various central locking functions can be operated via the following components: ID transmitter Driver's-door lock cylinder Trunk lock cylinder
The soft close feature for the trunk is standard equipment
Center-lock button (in dash panel by hazard flasher switch) Exterior trunk release button
Interior trunk release button in the A-pillar
Central locking button in the trunk (w/comfort access)
Outside door handle (outside door handle electronics/Car Access System)
Index 1 2 3 4 5 6 7
Explanation
Central locking button ( in trunk) Trunk release button (A-pillar) Center-lock button CAS 4 ID transmitter
Index 8 9
10 11 12 13
SCA drive unit for trunk lid Trunk lock actuator Lock actuator (4x) Footwell module
Junction box electronics
Explanation
Exterior trunk release button
Central locking actuator, fuel filler flap
Drivers door lock cylinder
The radio signal from the ID transmitter is received by the rear window antenna. The remote control receiver integrated in the diversity module (19) forwards the signal to the CAS (2).
The footwell module (10) evaluates the movement (status of Hall sensors) of the lock cylinder and the status of the door contacts.
The lock cylinder (12) in the driver's door is used for mechanically unlocking or locking the door.
Operation of Central Locking The Car Access System (4) evaluates the signal from the ID transmitter (1) and requests the unlocking or locking of the vehicle. The junction-box electronics module (8) executes the requests.
With this information, the CAS knows the status of the door lock in the driver's door. This is important if a request is issued to unlock or lock the vehicle using the ID transmitter, for example. The central locking button is integrated in the underside of the trunk lid and is part of the Comfort Access option.
K-CAN 2 signals at CAS 4
Information
Crash signal Driving speed Hall sensor status, drivers door lock cylinder Hall sensor status, drivers door lock cylinder
In/Out In In Out Out
Source/ Crash sensor>ACSM Wheel speed sensor>ICM
Function
Unlock central locking in the event of a crash Lock central locking at a defined driving speed Comfort opening of the vehicle Comfort closing of the vehicle
After the signal has been successfully checked, the CAS issues a request for control of the central locking system. The CAS is the master control unit for the central locking system.
The junction-box electronics module is also responsible for controlling the fuel filler flap (10). The footwell module evaluates the signals from the Hall sensors for the lock cylinder (16) and makes this information available on the K-CAN2. 93
Depending on the status, the JB electronics module activates central locking. The junction-box electronics modules is also responsible for registering the status and activating central locking in the trunk.
This means, for example, that the CAS is able to prevent locking when the driver's door is open. The status of the center-lock button (3) is evaluated by the CAS and communicated over the K-CAN 2.
The footwell module (1) evaluates the status of all door contacts (6, 8, 14 and 16). It communicates the current status on the K-CAN 2.
The junction-box electronics module (4) executes the unlocking or locking of the vehicle.
Drivers door lock cylinder>FRM Drivers door lock cylinder>FRM
Note: For more information on Central Locking, access the available reference material on ICP under course code ST811.
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The F01/F02 is fitted with electric power windows. The electric power windows have the following functions: One-touch opening and closing Toll opening and closing
Power Windows
Input/Output Power Windows
The CAS 4 is the central control function for electric opening and closing of the windows. The footwell module and the junction box electronics monitor the motor speed of the respective power window motors. In this arrangement, the FRM or JB electronics can respond to overheating or possible blocking of the power window motors in the event of an object being trapped in the windows.
Auto-remote opening and closing.
The FRM and JB electronics are responsible for the execution and activation of the power window motors.
The signal from the power window switch can pass through different bus systems until the desired window is opened or closed. Activation Example The driver's door switch block is connected via the LIN bus to the FRM. The signal is routed via the LIN bus to the FRM when the power window switch for the window in the passenger's door is operated. The FRM drives the power window motor. The same applies for the window in the driver's door.
Index 1 2 3 4 5 6
Explanation
Power window motor, front doors Power window motor, rear doors Junction box electronics FRM
Index 7 8 10 11 9
Explanation
ID transmitter CAS 4
The signal is routed from the driver's door switch cluster via the LIN bus to the FRM when the power window switches for the windows in the rear doors are operated. The FRM sends the signal via the K-CAN to the JB electronics. The JB electronics receives the signal and activates the corresponding power window motor.
Power window switch, passengers front and rear (L and R) Outside door handle (Comfort Access)
Lock actuator w/door contact Lock cylinder, drivers door
Drivers door switch cluster
Power Window Operation The Car Access System (2) issues the enable to actuate the power window motors (5, 7, 12 and 14). If a power window switch is then activated, the FRM (1) (front power window motor) or the JB electronics (3) (rear power window motor) executes the request.
By way of example, the opening and closing procedure for one of the rear windows is illustrated by the signal path in the following graphic. The opening or closing function is initiated from the driver's door switch cluster.
Examples of the Signal Path The following examples of a signal path show the path taken by the signal before the power window motor opens or closes the window. The CAS 4 has issued the enable to operate the power windows. When the power window switch for the window in the driver's door or front passenger 's door is operated, the signal is routed via the LIN bus to the FRM. The FRM drives the corresponding power window motor.
Driver's door switch cluster
The signal is routed from the driver's door switch cluster via the LIN bus to the FRM when the power window switches for the windows in the rear doors are operated.
Index 1 2 3 4 5
The FRM sends the signal via the K-CAN 2 to the JB electronics. The JB electronics receives the signal and activates the corresponding power window motor.
Power window switch, front passenger's door
Power window switch, drivers door (SBFA) Car Access System 4 (CAS 4) Junction Box electronics (JB) Power window motor Footwell Module (FRM)
Explanation
The signal is routed to the JB electronics when the power window switch in the front passenger's door is operated.
The JB electronics sends the signal via the K-CAN2 to the footwell module. The FRM drives the power window motor.
Power window switch, rear doors
When the power window switches in the rear doors are operated, the signal is routed to the junction box electronics. The junction box electronics drives the power window motor. 95
Note: For more information on Power Windows, access the available reference material on ICP under course code ST811.
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Sliding/Tilting Sunroof
The slide/tilt sunroof is standard on the F01/F02. Several control units are involved in the operation of the slide/tilt sunroof. The following points should be noted: The sunroof utilizes 2 motors, one for the glass and one for the shade
Input/Output Sliding/tilting Sunroof
The FZD controls and monitors both motors for the sunroof The FRM supplies the signal from the door contacts.
The CAS communicates with the FZD for sunroof operation via the central locking system
Slide/tilt Sunroof Operating Concept The button for operating the slide/tilt sunroof has three directions of movement. In addition to the manual and overpress functions, the button has a double-click function in the three movement directions:
The DSC acquires the signals from the wheel speed sensors while the ICM makes available the speed signal to the vehicle electrical system for the operation of the wind deflector.
The Junction Box electronics provide the power supply for the motors via terminal 30.
Overpress function, means opening or closing using the onetouch control function
Manual, means opening or closing until the button is released. Double-click function, means that the button is pressed twice within a short time into the overpress position or into the tilt position. This enables the slide/tilt sunroof to be opened and closed automatically from any position.
Index 1 2 3 4 5 6
Footwell module (FRM) Lock cylinder, drivers door Wheel speed sensor Dynamic Stability Control Junction Box Electronics Door contacts (4x)
Explanation
Index 7 8 10 11 9
Roof Functions Center (FZD) Outer door handles, driver and passenger CAS 4 ID transmitter
Slide/tilt sunroof motors
Explanation
While moving, the slide/tilt sunroof can be stopped by pressing the button in the opposite direction.
System Diagram
Index 1 2 3 4
Car Access System 4 (CAS 4) Slide/tilt sunroof motor
Footwell module (FRM)
Hall sensors, drivers door lock cylinder
Explanation
Index 5 6 7 8
Roof Functions Center (FZD), with sunroof button Remote control receiver in diversity module Slide/tilt sunroof motor
Front power distribution box
Explanation
K-CAN 2 Signals at FZD In/Out In In In In In In In In Out

Information
Vehicle speed Outside temp
Wheel speed sensor> DSC >ICM Outside temp sensor>cluster CAS 4> FZD CAS 4> FZD ID transmitter> CAS 4
Source
Function
Release wind deflector Info used in determination of overheating protection for the window motors Enable for slide/tilt sunroof operation
Slide/tilt enable KL 50 Status Auto-remote opening Auto-remote opening Auto-remote closing Auto-remote closing Anti-trap function deactivated
Interruption in sunroof operation during cranking Slide/tilt sunroof auto-remote opening Slide/tilt sunroof auto-remote opening Slide/tilt sunroof auto-remote closing Slide/tilt sunroof auto-remote closing Anti-trapping function indicator deactivated
Drivers door lock cylinder> FRM Drivers door lock cylinder> FRM
Outer door handle> comfort access FZD> Kombi
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Alarm System (DWA)
The DWA system is standard equipment in the F01 and F02 and is functionally the same as previous models. There are a few points to note: The ultrasonic interior sensor is entirely integrated in the roof function center (FZD).
Alarm System Schematic
Overview The anti-theft alarm system is a standard feature. The task of the anti-theft alarm system is to indicate unauthorized access to the vehicle by emitting an alarm.
It is not possible to activate the alarm system when the Terminal R or Terminal 15 signal is present.
The emergency power siren and combined tilt sensor is located near the rear wheel arch.
The alarm system's ultrasonic interior movement detector is entirely integrated in the roof function center (FZD). The ultrasonic signal passes into the inside of vehicle through apertures in the grille of the roof function center. The emergency power siren and combined tilt sensor is located near the rear wheel arch.
The alarm also signals an attempt to tamper with the vehicle, e.g. cutting of the supply line to the emergency power siren.
In addition the alarm system monitors the engine compartment and the vehicle's rest position. In order that nothing can be stolen from the trunk, the alarm system monitors opening of the trunk lid.
The alarm can be triggered both audibly and visually. To do this, however, the alarm system must be activated. When activated, the alarm monitors the whole of the vehicle interior.
Legend for Alarm System Schematic Index 1 2 3 4 5 6 7 8 Explanation

Hood switch Car Access System 4 DWA LED Junction box electronics Front power distribution box Door contact, passenger door
Index 10 11 12 13 14 9
Explanation
Siren with integrated tilt sensor Trunk lock with trunk lid switch Door contact, rear drivers side door Door contact, drivers door Footwell Module (FRM) FZD with integrated USIS Terminal 30
Activating the Anti-theft Alarm The anti-theft alarm system is activated when the vehicle is centrally locked. Activation can be triggered by the following components: Driver's door lock barrel ID transmitter
Door contact, rear passenger door KL 30 Rear power distribution box
After the vehicle has been centrally locked, the emergency power siren is first activated together with the tilt alarm sensor. Then, the signals from all door switches, the hood switch and the trunk-lid switch are checked for plausibility.
Outside door handle with Comfort Access (sensitive surface).
The hood switch (1) is monitored by the CAS 4 (2). If the status changes, an alarm is triggered in the same way. Opening of the trunk lid is monitored by the JB electronics (4). If the status of the trunk-lid switch (10) changes, it triggers an alarm.
The door switches (6, 7, 11, 12, Hall-effect sensors) are monitored by the FRM (13). As soon as the status of a Hall-effect sensor changes, the ultrasonic interior movement detector (14) receives that information via the K-CAN2. If the DWA system is activated, an alarm is triggered.
The alarm system on the F01/F02 uses an ultrasonic interior movement detector (USIS) for monitoring the vehicle interior. The USIS is fully integrated in the FZD.
The tilt sensor and the ultrasonic interior movement detector must be adjusted to the vehicle's situation each time the vehicle is centrally double-locked. This is called initializing.
Once the contacts are set, they are then linked to the vehicle monitoring system by the anti-theft alarm system.
The tilt alarm sensor delivers information on the vehicle's rest position. If this value is plausible, the tilt alarm sensor is included in the vehicle monitoring process.
The alarm system's ultrasonic interior movement detector monitors the passenger compartment. It therefore takes a little time before the ultrasonic interior movement detector can actively be used for the anti-theft alarm system. The ultrasonic interior movement detector is switched to 'activated' approximately 30 seconds after the contacts have been linked to the alarm system.
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It is advisable to deactivate the tilt sensor and USIS in the following situations: Vehicle on ship transport Vehicle parked on slanted surface
Deactivating tilt sensor and ultrasonic interior sensor (USIS)
Vehicle on car transporter
Deactivation is performed by centrally double-locking or autoremote closing the vehicle a second time within 10 seconds of doing so the first time. To acknowledge, the alarm system LED is lit for 2 seconds. The anti-theft alarm system is deactivated by the "unlock" or "selective unlock" central locking functions. An audible and/or visual signal can be output in connection with deactivating corresponding to the country specific version.
Deactivating the anti-theft alarm system
Persons or animals in vehicle.
This only applies to activating with the ID transmitter and deactivating via the driver's door lock. The footwell module detects that the vehicle has been unlocked via the driver's door lock and broadcasts that information via the K-CAN 2. The CAS detects that the driver's door lock has been unlocked but does not unlock the vehicle. The anti-theft alarm system remains activated and triggers the alarm when the driver's door is opened. This function is coded on the Car Access System. Alarm System Feedback When the alarm is activated, the system does not signal confirmation until all doors, the hood and the trunk have been closed. That confirmation may be in the form of a visual or audible signal. If confirmation is by a visual signal, the alarm LED or the hazard warning lights may flash. If the confirmation signal is audible, it is produced by sounding the emergency power siren.
Feedback via DWA LED
If crosswise operation is not implemented, an alarm is triggered when the anti-theft alarm system is deactivated.
No crosswise operation
If an alarm was triggered during the time when the anti-theft alarm system was activated, the alarm system LED flashes for 5 minutes. If a terminal status changes, e.g. if the central locking is unlocked, while the LED is flashing then the LED stops flashing. If the alarm is deactivated while the alarm is active, the deactivate instruction is not acknowledged and the alarm signal is completed. The tilt alarm sensor and USIS are blanked out if the luggage compartment is unlocked and opened on an armed vehicle. Loading the vehicle might result in a new vehicle resting position. Initialization of the USIS and the tilt sensor starts 6 seconds after the trunk is closed again. When the trunk is closed, the visual confirmation signal is repeated to indicate to the driver that the trunk properly closed.
Unlocking the trunk
The DWA LED serves as an indicator showing the status of the DWA system. The FZD supplies the DWA LED with signals from the USIS. When blinking, the DWA LED is driven at a frequency of 0.5 Hz. The switch-on time is 60 milliseconds. When the DWA LED flashes, it is activated at a frequency of 2 Hz.
DWA Status Deactivated Activated Armed, but not all contacts closed Ultrasonic interior motion/tilt sensor OFF Alarm triggered Deactivating Deactivating after alarm
DWA LED
OFF ON
There is an audible confirmation signal to the vehicle user when activating and deactivating the alarm.
DWA Status Activation Signal from siren
Signal tone sounds once Signal tone sounds twice
Confirmation via the emergency power siren
Flashes for 5 minutes, then continues ashing in bursts Goes out Flashes for 5 minutes or stops if a terminal status changes (central locking unlocked)
Lights up for 2 seconds and then remains on
Blinks for 10 seconds, then continues ashing
Visual confirmation by the turn signal indicators of alarm system activation and deactivation serves as an indication for the vehicle user.
DWA Status Activation Deactivation Signal of hazard warning lights
Hazard warning lights ash once Hazard warning lights ash twice Hazard warning lights ash once after trunk is closed
Confirmation from turn signal indicators
If the vehicle is locked but the trunk is open, it is possible for the ID transmitter to be inadvertently left in the luggage compartment. If the trunk lid is closed in such circumstances, it is automatically opened again to prevent the ID transmitter from being locked in. In addition to automatically opening the trunk lid, the alarm system emits an audible warning. The warning consists of the emergency power siren sounding a two-tone signal three times. The FRM also activates the visual signal by the hazard warning lights.
Comfort Access
Activation with doors open or trunk lid open
Deactivation
No signal tone, sounds only after closing last door or trunk lid
Activation after Easy Access to trunk Deactivating after alarm
Hazard warning lights ash four times at double frequency
Note: For more information on the DWA system, access the available reference material on ICP under course code ST811. 101
102
Windshield Wiping/Washing
The wiper/washer system for the F01 operates much the same as previous models. The functions of the windshield wiping includes the following functions: Intermittent wipe in stages Continuous wipe, stage 1 Automatic wipe using the rain/light/solar/condensation sensor
The following systems are also included: Headlight washer system SA 502 Water jet heater
Flick wipe.
Continuous wipe, stage 2
The wiper motor for the wiper/washer system is connected via a LIN bus.
Automatic Wipe The automatic wipe function is activated by pressing the axial button at status "terminal R ON". The LED on the wiper switch indicates that the function is active. A single wipe cycle is additionally started.
The rain/lights/solar/condensation sensor initiates wipe requests according to the heaviness of the rain. The junction box control unit requests the status of the rain/lights/solar/condensation sensor via the LIN bus. The junction box electronics monitor the function of the wiper motor via the LIN bus.
Index 1 2 3 4 5 6
Wiper motor with wiper linkage Outside temperature sensor Heated washer jets (3x) Headlight washer system motor Washer fluid pump motor Washer fluid level sensor
Explanation
Index 7 8 10 9
Wiper switch on steering column stalk Rain/lights/solar/condensation sensor Light switch Dynamic stability control Junction box electronics
Explanation
JB
Components The following components are involved in the wiper/washer system: Control units Central gateway module Instrument cluster Steering column switch cluster Junction box electronics Dynamic stability control
The Dynamic Stability Control provides the road speed signal. The rain/lights/solar/condensation sensor is the same as the rain/driving lights/solar sensor, but has been enhanced with the condensation sensor function. The driving lights sensor supplies the on and off signal for the automatic driving lights control function.
Rain/lights/solar/condensation sensor
Dynamic stability control
The functionality of the rain sensor, the driving lights sensor and the solar sensor have been retained in full. The solar sensor makes sure the automatic climate control system provides optimum air conditioning distribution in the vehicle.
Rain/lights/solar/condensation sensor Relay for headlight washer system Wiper motor Pump for the front washer fluid
Wiper switch on the steering column stalk
The steering column switch cluster evaluates the status of the wiper switch on the steering column stalk. The respective status is issued by the steering column switch cluster on the FlexRay. The junction box electronics is the central control unit for all wipe and wash functions. The junction box electronics communicate the current wipe requirement via the LIN bus. A separate relay is fitted in the front distribution box for the headlight washer system.
Junction box electronics
Steering column switch cluster
Heated washer jets.
Pump for headlight washer system
The condensation sensor allows the integrated automatic heating/air-conditioning system to detect when condensation is forming on the windscreen in good time, even before the driver is aware of it.
Index 1 2 3
Rain, lights, solar sensor Condensation sensor Sensor for HUD
Explanation
This request is received by the electronics in the wiper motor and the relevant wiper stage is initiated.
103
104
System Circuit Diagram for Wiper/washer System

Index 1 2 3 4 5 6 7 8 9 Explanation
Wiper motor ZGM
Index 10 11 12 13 14 15 KL30 16
Heated washer jet, drivers side Heated washer jet, passenger side Outside temperature sensor Washer fluid pump motor Motor, headlight washer Washer fluid level sensor Heated washer jet, center
Junction box electronics Wiper switch SZL
Front distribution box
Explanation
Rain/lights/solar/condensation sensor Terminal 30 FZD
Instrument cluster
KL30B Terminal 30 B (basic operation)
Note: For more information on the wiper system, access the available reference material on ICP under course code ST811.
NOTES PAGE
105
106
Outside Rear View Mirrors
For the F01/F02, there is one version for the outside mirrors. The outside mirrors feature a LIN bus connection with the following additional functions: Outside mirror fold-in Electrochromic outside mirrors
Instrument cluster (1) records the outside temperature and makes this information available to the vehicle electrical system.
In the F01, the footwell module (2) receives the outside temperature from the instrument cluster. The outside mirrors are connected via the LIN-bus. The footwell therefore requests the mirror heating function via the LIN-bus.
Memory function of outside mirror settings
In combination with the Lane Change Warning, the outside mirror also contains the LED for the Lane Change Warning display.
Index 1 2 3 4
Outside temperature sensor Junction box electronics
Instrument cluster
Explanation
Index 5 6 7
Outside mirror, drivers side Outside mirror, passengers side Drivers door switch block
Explanation
Schematic, Outside Rear View Mirrors
Index 1 2 3 4 5 6 7 8 10 11 12 13 9
Central Gateway Module (ZGM) Car Access System 4 (CAS 4) Outside temperature sensor Junction box electronics (JB)
Explanation
Index 14 15 16 17
The instrument cluster (19) receives the value corresponding to the outside temperature from the outside temperature sensor (3) and makes it available via the PT-CAN. The mirror adjustment motors (9 and 13) are driven by the electronic mirror module. The electronic mirror module receives the request to adjust the outside mirrors via the LIN-bus.
Outside mirror heating, 18 passenger's side Motor for folding mirror function, 19 passenger's side Memory, outside mirror poten20 tiometer, passenger's side Electrochromic outside mirror, LINpassenger's side Bus Actuator motor for passenger's Kl. side outside mirror 30B Driver's door switch cluster (SBFA) Kl. with mirror selector switch 58g Driver's door switch cluster (SBFA) Kwith mirror adjustment switch CAN2 Driver's door switch cluster (SBFA) PTwith mirror folding switch CAN Actuator motor for driver's outside mirror
Electrochromic outside mirror, driver's side Memory, outside mirror potentiometer, driver's side Motor for folding mirror function, driver's side Outside mirror heating, driver's side Footwell Module (FRM) Instrument cluster Front distribution box Local Interconnect Network bus Terminal 30 basic operation Terminal 58g Body CAN2 Powertrain CAN
Explanation
The footwell module (18) evaluates the K-CAN2 signal and initiates activation of the outside mirror heating (5 and 17).
The outside mirrors are connected via the LIN-bus. All information such as the memory position or mirror functions, e.g. dip outside mirrors, is transferred via the LIN-bus.
107
108
Steering Column Switch Cluster
The steering column switch cluster is a "mechanical and electrical interface" from the steering wheel to the vehicle and is connected rigidly and mechanically to the steering column. On top of this purely mechanical connection, the steering column switch cluster is connected electrically via bus systems or directly to components.
Steering Wheel The steering column switch cluster receives the button signals from the steering wheel either directly or on the LIN bus. These signals are forwarded by the steering column switch cluster. This button block is located on the left-hand side of the steering wheel. The steering column switch cluster broadcasts signals such as those from the radio volume control buttons on the PT-CAN.
The steering wheel contains a button block for the Dynamic Cruise Control DCC and Active Cruise Control ACC Stop & Go functions.
The left-hand steering column stalk is for activating/deactivating the exterior lights (high beam/low beam) and for operating the on-board computer functions.
The steering column switch cluster has a steering column stalk on each side. The right hand steering column stalk is for activating/ deactivating the wiper/washer-system functions.
The steering column switch cluster receives signals on the FlexRay, e.g. the signal for controlling the vibration actuator.
Index 1 2 3 4
Connection to the igniter pellets of the airbag Steering column switch cluster locking pin Steering wheel driver
Turn signal/main-beam steering column stalk
Explanation
Index 5 6 7
Connection to horn button, LIN bus multifunction buttons and steering wheel electronics Wiper switch on the steering column stalk Vibration actuator power supply connection
Explanation
Index 1 2 3
Steering wheel heating Cruise control button block Airbag unit
Explanation
Index 4 5 6
Steering wheel electronics Radio/telephone button block
Lane departure warning imbalance motor
Explanation
Schematic, SZL and Steering Wheel Electronics

Index 1 2 3 4 5 6 7 8 10 11 12 13 14 15 9 Explanation
Central Gateway Module (ZGM) Footwell Module (FRM) Dynamic Stability Control (DSC) Car Access System 4 (CAS 4) Crash Safety Module (ACSM) Junction box electronics (JB) Front distribution box Fanfare-horn button Instrument cluster (KOMBI)
Index 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
Button combination steering wheel heating adjustment/electrical steering column adjustment Electrical steering column adjustment button Steering wheel heating button High-beam assistant button On-board computer button
Steering column switch cluster (SZL)
Explanation
Steering wheel heating button LED
Steering column stalk wiper switch Automatic wiping LED Wiper switch
Steering column stalk for turn-indicator / high-beam switch Driver's airbag priming caps Steering wheel electronics Vibration actuator
Turn-indicator / high-beam switch
Knurled wheel for intensity of the rain-light-solar-condensation sensor Automatic wiping button Steering column switch cluster coil spring
Steering wheel heating Button block for cruise control system in the multifunction steering wheel
Button block for radio/telephone etc. in the multifunction steering wheel
109
110
The adaptive headlight AHL (with bi-xenon lights) is standard on the F01/F02. The adaptive headlights include the functions of the exterior lighting system. However it allows panning of the bi-xenon low-beam and high-beam headlights when cornering while driving.
Exterior Lighting System with Adaptive Headlights
Reversing light Parking lights Welcome light Delayed switch-off home lights Daytime driving light.
Panning of the bi-xenon low-beam and high beam headlights is adapted continuously during cornering. Illumination during cornering therefore improves the driver's vision. Illumination during cornering results in: Safer cornering with faster identification of obstacles
The headlight lighting functions are powered via a headlight driver module or the footwell module. The footwell module controls a constant brightness level for each headlight. This is achieved with a pulse-width regulated voltage supply. Voltage fluctuations in the vehicle electrical and bus systems are compensated for by the pulse width. The LEDs, e.g. in the additional brake light, tail light or bi-xenon headlight are not controlled but rather activated at 100%pulse width. Dynamic beam throw adjustment system Lamp monitoring Cold monitoring with lights "OFF" Hot monitoring with lights "ON"
Overview The functions of the exterior lighting are integrated in the footwell module. These lighting functions are: Side lights (parking lights) Low beam headlight Fog light Headlight flasher High-beam headlight Direction indicator light Brake force display
The electronics of the adaptive headlight allow fast reaction to the current driving conditions. The system is controlled by the electronics and is less susceptible to malfunctions than purely mechanical systems.
Prevention of accidents.
Better perception of the environment
In addition to the standard light functions, further functions for the exterior lighting are integrated in the footwell module:
Visual alarm/feedback
Special case at "Terminal 15 OFF" Emergency operating mode Adaptive headlight with Turning lights
Central locking system, Antitheft alarm system, Crash signal
Tail light/license plate light
Hazard warning light
Adaptive headlight-range adjustment system.
Schematic, Exterior Lighting Front
Index 1 2 3 4 5 6 7 8 10 11 9
Main headlight, left Front fog light, left Front fog light, right Main headlight, right Direction indicator repeater, right Power distribution box, luggage compartment Ride-height sensor, rear Central gateway module (ZGM) Direction indicator repeater, left Integrated Chassis Management (ICM) Power distribution box, front
Explanation
Index 12 13 14 15 16 K-CAN2 LIN-Bus KL. 30F FlexRay 17
Ride-height sensor, front Car Access System 4 (CAS 4) Hazard warning lights switch Control panel, light switch Steering column switch cluster (SZL) Body CAN2 FlexRay Local interconnect network bus Terminal 30, fault switched Footwell module (FRM)
Explanation
111
112
Schematic, Exterior Lighting Rear

Index 1 2 3 4 5 6 7 8 10 11 12 13 9 Explanation Index 14 15 16 17 18 19 PT-CAN FlexRay Kl. 30F 20 Explanation
Central Gateway Module (ZGM) Electronic transmission control (EGS) Rain/drivinglights/condensation/ solar sensor* Junction box electronics (JB) Power distribution box, front Power distribution box, luggage compartment Not for U.S. Car Access System 4 (CAS 4)
Filter with trap circuit Additional brake light Footwell module (FRM) Steering column switch cluster (SZL) Hazard warning switch Brake light switch Powertrain CAN Body CAN2 FlexRay Local interconnect network bus Terminal 30, fault switched Control panel, light switch
Outer rear light cluster, right Inner rear light cluster, right License plate light Inner rear light cluster, left Outer rear light cluster, left
K-CAN2 LIN-Bus
Adaptive Headlight-range Adjustment The adaptive headlight-range adjustment function is used when the vehicle is driven through dips and over crests. Through dips, the headlight range is increased without dazzling oncoming vehicles.
The red line represents the eye line of drivers in oncoming traffic. The eye line is the imaginary line along which a driver's eyes move while the vehicle is driven through a dip or over a crest.
Over crests, the throw of the headlight beam is lowered slightly. An oncoming vehicle is not dazzled as much it would have been by standard headlights.
The adaptive headlight-range adjustment can be considered similar to an adaptive cornering headlight, albeit turned through 90.
Index 1 2 Index 1 Explanation

Vehicle without adaptive headlight range adjustment, headlight without increase or decrease in vertical aim
Dynamic Stability Control control intervention Automatic Stability Control control intervention Antilock braking system control intervention
Explanation
Index 5 6 7 8
Explanation
Light switch in position "A" Poor-route detection system ICM
Index 2
Explanation
Vehicle with adaptive headlight range adjustment, vertical aim of the headlight increased or decreased
3 4
Rain/light/solar/condensation sensor
Headlight activation adaptive headlight-range adjustment system
113
114
Seats
As far as the seating is concerned, the standard front seats on the F01/F02 are the Multifunction seat (comfort seat). The seats can be adjusted from KL 30B ON. The seat-adjustment switch simply has to be pressed in the desired direction. The seats can have up to eight adjustable positions. There is an optional luxury seating package which consists of the Active seat option in addition to the ventilated seats.
The passenger-assist function is available for the memory seat and the multifunction seat.
The seat module sends the request via the K-CAN to the function indicator for the activated passenger-assist function button in order to switch on the LED in the button.
A new feature is the passenger-assist function. This is a new function which enables the driver to adjust the front-passenger seat. The passenger assist function is also referred to as the Gentleman Function. Passenger-assist Function The passenger-assist function is available from terminal 30B ON. The seat module on the driver's side alone is responsible for the passenger-assist Function.
Index 1 2 3 Explanation Index 4 5 6 Explanation
Passenger-assist button Central Gateway module (ZGM) Footwell module (FRM)
The button status is read in by the footwell module via the LIN bus and sent via the K-CAN2. The central gateway module transfers the signal to the relevant bus system. As soon as the driver's seat module SMFA detects an operation request from the passenger-assist function button, it prepares the front-passenger seat module for an adjustment request via the K-CAN. When the seat adjustment switch on the driver's side is now activated, the seat module on the passenger's side executes the request.
Button, seat functions, drivers seat
Passenger seat module (SMBF)
Drivers seat module (SMFA)
Rear Seats
The rear seats on the F01 are available with a rear luxury seating package which consists of rear seat ventilation and comfort seats. An additional stand alone option is for the rear seat massage function which must be ordered in conjunction with the rear seat luxury package.
The K-CAN is used for communication between the seat modules. This allows all seat adjustment functions for the front-passenger seat and the memory function to be operated from the driver's seat.
Rear Comfort Seat, Drivers Side

Index 1 2 3 4 5 6 7 8 10 11 12 13 14 9
Footwell module (FRM) Central gateway module (ZGM) Junction box electronics (JB) Motor, longitudinal seat adjustment (SLV) Motor, seat-inclination adjustment (SNV) Motor, upper backrest adjustment (LKV)
Explanation
Index 15 16 17 18 19 20 21 22 K-CAN2 LIN-Bus Kl. 30B K-CAN 23
Seat-heating pad, backrest surface Seat-heating pad, seat surface Button block in the armrest, driver's side Integrated automatic heating and air conditioning (IHKA) Seatbelt-buckle switch Buttons, seat functions, driver's seat Seat module, driver's side, rear (SMFAH)
Explanation
Motor, backrest-inclination adjustment (LNV) Motor, head-restraint height adjustment (KHV)
Crash Safety Module (ACSM) Luggage compartment power distribution box Body CAN2 Body CAN Local interconnect network bus Terminal 30 basic operation
Pump, lumbar support/massage function Pressure distribution module, massage/lumbar support Pump for lumbar support* Solenoid valves for lumbar support
Fan, active seat ventilation, backrest surface Fan, active seat ventilation, seat surface
115
116
Massage function in Rear-compartment Comfort Seat The F01/F02 is the first BMW vehicle to have the rear-compartment massage option.
An electropneumatic system is used to implement the massage function. The massage function can be activated from terminal 30B ON. The seat module is integrated into the backrest of the seat concerned and is responsible for the massage function.
In order to indicate that the massage function has been activated, the seat module sends the request to switch on the LEDs in the button.
If the button is pressed for longer than 1.2 seconds during the massage function, the massage function will be switched off.
Pressing the button again switches it to a lower massage intensity level. Pressing the button once again switches the massage function off.
In the backrest of the comfort seat, there is a massage pad for the massage function. Pressing the button starts the massage function at the maximum massage intensity.
The signal terminal 58g ON is made available through the footwell module. The junction box electronics pass on terminal 58g ON to the button. The button then switches the back lighting on.
Index 1 2 3 4 Explanation
M button Button 1 Button 2
Massage function button
The buttons for the massage function are connected via the LIN bus to the junction box electronics. The junction box electronics evaluate the status of the massage button and send the status via the K-CAN2. The central gateway module transfers the signal to the K-CAN. This allows the seat module to receive the current status of the buttons. The seat module evaluates the status, activates the massage function, and monitors it.
The massage function is divided into massage cycles. A massage cycle consists of the massage and includes back mobilization and lasts approximately 64 seconds. After this, a new massage cycle begins. There are twelve massage cushions that help to relieve tension in the back muscles through a wave-like motion along the backrest from top to bottom. The wave-type motion is created by inflating and deflating the massage cushions. The pressure distribution module activates the massage cushions in pairs simultaneously.
Massage
The massage is followed by a mobilization therapy for the back. The mobilization cushions are simultaneously inflated and deflated periodically and sectionally. For example, the mobilization cushions in the right shoulder and right lumbar as well as the mobilization cushions in the left thorax are pumped up and deflated. Following that, the opposite side is inflated and deflated.
Mobilization
Index 1 2 3
Massage cushion pair 1 Massage cushion pair 2 Massage cushion pair 3
Explanation
Index 4 5 6
Massage cushion pair 4 Massage cushion pair 5 Massage cushion pair 6
Explanation
Index 1
Mobilization cushions, right shoulder, left thorax, right lumbar
Explanation
Index 2
Mobilization cushions, left shoulder, right thorax, left lumbar
Explanation
117
118
The integrated automatic heating and air conditioning system provides the vehicle with climate-controlled air. This means there is sufficient fresh and climate-controlled air in the footwell in front of the rear seats. The fans draw some air from the footwell. The drawn-in air is routed via each air-conditioning pad to the seat and the backrest.
Active Seat Ventilation for the Rear Comfort Seat In the F01/F02, a new concept has been introduced for the active seat ventilation. This concept requires only two fans for each seat.
The air intensity of the active seat ventilation is coupled to the fan setting of the automatic rear-compartment air conditioning. This makes it possible to harmonize the fan noises in the rear compartment. The active seat ventilation therefore reaches its maximum value, when the automatic rear-compartment air conditioning is set to the maximum fan setting.
A/C Stage 3 2 1 0 Fans seat
High High OFF Low
The active seat ventilation relies on the 4-zone automatic air conditioning. The buttons for the active seat ventilation are in the control panel of the automatic rear-compartment air conditioning.
Fans, backrest
High Low Low
If the automatic rear-compartment air conditioning is not switched on, then the fans are activated based on a characteristic map that is stored in each seat module.
OFF
Index 1
Button, active seat ventilation, rear drivers side
Explanation
Index 2
Button, active seat ventilation, rear passengers side
Explanation
The seat module in the seat concerned has sole responsibility for the active seat ventilation function. Stage 3 is engaged when the button is pressed for the first time. This sets a high fan stage for seat and backrest. The next fan setting or OFF is selected on further pressing of the button.
Special covers are required for active seat ventilation. The covers have very small air outlets. The air drawn in by the fans can flow through the air outlets. This cools the seat cover and ensures that the temperature of the seat cover remains pleasant.
Air-conditioning Pad The air-conditioning pad has openings in the area of the seat and backrest surfaces. Air can be drawn in through the openings in order to control the temperature of the seat cover.
Index 1 2 3
Air conditioning pad, backrest surface Fans, seat ventilation Air conditioning pad, seat surface
Explanation
Index 4 5 6
Explanation
Noise dampener for noise reduction Fans, backrest ventilation Adapters for air conditioning pad, backrest surface
119
NOTES PAGE
120

ST811 - F01 Complete Vehicle Workbook

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ST811 - F01 Complete Vehicle Workbook

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What are some of the major changes to the powertrain?

What are some of the major changes to the powertrain?

How does the new seat ventilation system work?

How does the new seat ventilation system work?

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F01 Workbook - Module 1

Initial Print Date: 01/09

Revision Date: 08/09

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www.bmwcoders.com - your ultimate BMW information source!!!

www.bmwcoders.com - your ultimate BMW information source!!!

www.bmwcoders.com - your ultimate BMW information source!!!

www.bmwcoders.com - your ultimate BMW information source!!!

www.bmwcoders.com - your ultimate BMW information- Module 1 F01 Workbook source!!!

After completion of this module you will be able to:

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The New 7 Series for 2009

Longer (wheelbase) Longer Longer

Instrument panel finished in leather Lane Departure Warning

Ceramic secondary controls (optional)

Night Vision with person recognition (Pedestrian Detection)

ACC with Stop & Go function.

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Overall length Overhang, front Overhang, rear Vehicle Width Wheelbase

5039 mm 2990 mm 1135 mm 1902 mm 1578 mm 1596 mm 914 mm

5072 mm 3070 mm 1138 mm 1612 mm 1902 mm 864 mm

5179 mm 3130 mm 1135 mm 1902 mm 1578 mm 1596 mm 914 mm

5212 mm 3210 mm 1138 mm 1612 mm 1902 mm 864 mm

F01 Workbook - Module 1

Standard size Optional size

Is there a spare and/or a jack?

What type of tires are used?

PDC system (front and rear)

What is different about the PDC system?

The rear area -

Emergency release for transmission and EMF

Mirrors, exterior rear view

What is different about the exterior (side view) mirrors?

How does the sunroof differ from the previous 7 Series?

Front doors Rear doors Trunk lid Roof

What is different about the roof construction on the F01?

F01 Workbook - Module 1

What is common between all of the turn signals on the F01?

What is the headlight driver module?

What is different about the screw?

Using ISTA, locate the repair instructions for this procedure:

Are there any special tools required for this procedure?

Define the following terms in ISTA:

Index FUB ABL PIB

Re-install door trim panel and side view mirror.

Note the mounting of the window regulator (i.e. clips)

Remove the door panel trim and set aside.

F01 Workbook - Module 1

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The overview of the F01 powertrain includes the following:

N63B44O0 400 600

GA6HP26TU 225AL 3.462

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