F01 Dynamic Driving Systems

Table of Contents
F01 Dynamic Driving Systems
Subject Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Integrated Chassis Management (ICM) . . . . . . . . . . . . . . . . . . . . . . . . . . .5
History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
New Control Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
ICM control unit expansion stages . . . . . . . . . . . . . . . . . . . . . . . . . .8
Expansion stages of VDM control unit . . . . . . . . . . . . . . . . . . . . . . .8
New Evolution Stage in Driving Dynamics Control . . . . . . . . . . . . . . .9
Standard Equipment and Options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
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System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Installation Locations in the Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Bus System Overview for Dynamic Driving Systems . . . . . . . . . . . . . . .14
Integrated Chassis Management System Circuit Diagram . . . . . . . . . .16
Driving Dynamics Control System Circuit Diagram . . . . . . . . . . . . . . . .18
Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Integrated Chassis Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Signal Provision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Driver Assistance Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Signal Provision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Signals from integrated sensor system . . . . . . . . . . . . . . . . . . . . . . . .22
Signals from External Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Processing and distribution of signals . . . . . . . . . . . . . . . . . . . . . .26
Higher-level Driving Dynamics Control . . . . . . . . . . . . . . . . . . . . . . . . . . .28
Observation of the Driving Condition . . . . . . . . . . . . . . . . . . . . . . . . .28
Central Driving Dynamics Control . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
Coordinated Intervention by the Dynamic Driving Systems . . . . . .30
Distributed functions: ICM and actuator control units . . . . . . . . .34
Control and Adjustment of Steering . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Driver Assistance Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
Driving Dynamics Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
Mode of Action of Driving Dynamics Control in F01/F02 . . . . . . . . . .45
Networking of Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Operation and display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Modes and their effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51
Initial Print Date: 01/09 Revision Date:

Subject Page
System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
ICM Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
Design of the Two Control Unit Versions . . . . . . . . . . . . . . . . . . . . . .54
Integrated sensor system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Connector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
Installation Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
Replacement and Start-up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Removing and installing the ICM control unit . . . . . . . . . . . . . . . . . .63
Calibration of the sensors integrated into the ICM . . . . . . . . . . . . . .63
Calibration of the ride-height sensors . . . . . . . . . . . . . . . . . . . . . . . . .64
Initialization of the Integral Active Steering . . . . . . . . . . . . . . . . . . . . .65
Calibration of the steering angle sensor in the steering
column switch cluster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66
Start-up, short range radar sensors . . . . . . . . . . . . . . . . . . . . . . . . . . .66
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Periphery of ICM Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68
Bus Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .68
FlexRay . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Local CAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Wake-up line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
Ride-height Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
Design and principle of operation . . . . . . . . . . . . . . . . . . . . . . . . .70
Versions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .70
Interface with ICM control unit . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
Driving Dynamics Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72
Valves of Steering Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74
Service Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75

What Points must be Observed During Servicing . . . . . . . . . . . . . . . . .75
ICM Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75
Diagnosis in the Event of Signal Faults . . . . . . . . . . . . . . . . . . . . . . . .76
Sensors in the ICM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76
Ride-height Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
Steering Column Switch Cluster with Ssteering Angle Sensor . . .78
Integral Active Steering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78
Displays and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .78
Subject Page
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PAGE
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Dynamic Driving Systems
Model: F01/F02
Production: From Start of Production
After completion of this module you will be able to:
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• Understand Integrated Chassis Management on the new 7-series
• Understand “Higher Level” driving dynamics control
• Understand the interaction between various chassis dynamics systems
4
Introduction
Integrated Chassis Management (ICM)
History
A central, higher-level driving dynamics control system was first introduced in BMW
vehicles several years ago.
The introduction of the longitudinal dynamics management system in the BMW 3 Series
(E9x) was the first step in this direction. The longitudinal dynamics control functions,
Dynamic Cruise Control and Active Cruise Control, were integrated into one control unit,
the LDM control unit. These integrated functions considerably enhanced the harmony
and coordination of drive and brake actuation.
The Vertical Dynamics Management made its debut in the BMW X5 (E70) with the VDM
control unit: the integrated Vertical Dynamics Control (VDC) function controls the
adjustable dampers. In contrast to the earlier system, not only ride-level heights and
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vertical acceleration are used as the input signals. Instead, the higher-level control
strategy of the Vertical Dynamics Control takes all signals relevant to driving dynamics
into account, including, for example, road speed, and longitudinal and lateral acceleration.
The VDM control unit also coordinates the Vertical Dynamic Control and Active Roll
Stabilization (ARS) functions. Overall, this meant that wheel contact with the road
surface was improved and the vertical movement of the body reduced for a wider variety
of road situations.
In addition to the VDM control unit, the BMW X6 (E71) was also equipped with an ICM
control unit that for the first time incorporates both the longitudinal and lateral dynamics
control functions. The longitudinal and lateral motion of the vehicle is evaluated centrally
in the ICM control unit.
Following on from this development, the dynamic driving systems Active Steering and
Dynamic Performance Control are now used and their interaction is of course also
coordinated by the ICM control unit.
Significant at this stage is the definition of the ICM as the main control unit for the
control functions. The actuators on the other hand are activated by control units specially
intended for this purpose.
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Evolution stages of Integrated Chassis Management
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Index Explanation
LDM Control unit, Longitudinal Dynamics Management
DCC Dynamic Cruise Control function (cruise control with braking function)
ACC Active Cruise Control function
VDM Control unit, Vertical Dynamics Management
VDC Vertical Dynamics Control function
ARS Control unit or function, Active Roll Stabilization (Dynamic Drive)
DSC Control unit, Dynamic Stability Control
FDR Driving dynamics control function
ICM Control unit, Integrated Chassis Management
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QMVH Lateral torque distribution at rear axle (Dynamic Performance Control)
AL Active Steering function
DSC-SEN DSC sensor in the ICM control unit
FDC Driving dynamics control switch
IAL Integral Active Steering function
The red triangles denote interaction between the control units and functions. This is not
always purely be an exchange of sensor signals. Control signals and reference values may
be also used (for example) to influence the driving dynamics control in the ICM control
unit or the Active Roll Stabilization in the VDM control unit.
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New Control Units
Two newly developed control units for dynamic driving systems will also be used in the
F01/F02:
• Integrated Chassis Management (ICM) and
• Vertical Dynamics Management (VDM).
Although their names are already familiar from the E70/E71, they differ considerably in
their functional range and design.
A multitude of driving dynamics functions is concentrated in these control units.
In addition to central signal provision, the essential functions of the ICM control unit are
concerned with longitudinal and lateral dynamics. These include the control function for
the new Integral Active Steering, for example.
The vertical dynamics functions on the other hand are incorporated in the VDM control
unit: Vertical Dynamics Control in the 2nd generation and Active Roll Stabilization (also:
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Dynamic Drive).
Although both control units are standard equipment, two expansion stages are available
in each case, depending on the options fitted to the vehicle.
ICM control unit expansion stages

The basic version of the ICM control unit is fitted as standard in the F01/F02. In this case,
the vehicle is provided with the Servotronic steering system and cruise control driver
assistance function with braking function.
The high-performance version of the ICM control unit is used if one or both of the follow-
ing options are ordered by the customer:
• Integral Active Steering
• Active Cruise Control with Stop & Go function
Expansion stages of VDM control unit

The basic version of the VDM control unit contains the Vertical Dynamics Control func-
tion. This is included in the standard equipment of the F01/F02.
The high-performance version of the VDM control unit is fitted if the customer also orders
the option Active Roll Stabilization (ARS). The high-performance version also incorpo-
rates the output stages required for activation of the hydraulic valves in the ARS.
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New Evolution Stage in Driving Dynamics Control
The notion of “Integrated Chassis Management” is significantly developed further in the
F01/F02. The two main objectives were to improve the performance and interaction of
the individual dynamic driving systems. In order to achieve the desired dynamic effect in
each road situation, the most suitable actuator can now be selected and activated. It may
of course be useful to operate several actuators in tandem. Examples of this are activating
the brakes for individual wheels or superimposing a steering angle using Integral Active
Steering.
A further task of the ICM control unit is to make the driving dynamics condition available
throughout the entire vehicle through in the form of signals. This is why the DSC sensor
in the F01/F02, which was previously fitted separately, has now been integrated into the
ICM control unit.
This means that all systems have access to the same information provided by the ICM
control unit. As a consequence, the potential for errors, particularly in networked systems,
is reduced and the system reliability of systems is increased. Further, this simplifies the
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diagnosis of the interconnected system as the fault code memory entries for the driving
dynamics signals are now stored centrally in the ICM control unit and are no longer
distributed between many control units.
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Driving dynamics signals provided by the ICM control unit
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Index Explanation Index Explanation
1 DSC sensor integrated into the ICM control unit DSC Dynamic Stability Control
2 ICM control unit AL Active Steering
v Road speed HSR Rear axle slip angle control
ax Longitudinal acceleration VDM Vertical Dynamics Management
ay Lateral acceleration
The result for the customer is perfect harmony in terms of vehicle handling - irrespective
of the equipment specification and road situation. This uses the possibilities for maximiz-
ing convenience, agility and stability to the full.
The customer’s experience of this harmony in terms of vehicle handling is especially
enhanced by the new Driving Dynamics Control function. This offers several particu-
larly distinctive vehicle characteristics that determine how the vehicle handling as a whole
is perceived by the driver and passengers. The driver can use the driving dynamics
switch to select a characteristic that perfectly matches the specific driving requirement
or section of road.
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Standard Equipment and Options
The following table shows the standard equipment and options available for dynamic
driving systems. A specific model (750i) has been selected in order to compare the
functions and equipment levels of the E65 and F01.
Dynamic Driving System E65/E66 F01/F02

Standard Optional Standard Optional
Higher Level Driving Dynamics Systems

Integrated Chassis Management •
Driving Dynamics Control •
Longitudinal Dynamics
Dynamic Stability Control • •
• •
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Electro-Mechanical Parking Brake (EMF)
Lateral Dynamics
Servotronic • •
Integrated Active Steering (IAL) •
Vertical Dynamics
Electronic Damping Control (continuous) EDC-K •
Vertical Dynamics Control 2 (VDC 2) •
Active Roll Stabilization • •
Electronic Height Control • (E65/66) • (F02)
Driver Assistance
Cruise Control (FGR) •
Cruise Control with braking function (DCC) •
Active Cruise Control (ACC) •
Active Cruise Control with Stop and Go (ACC Stop and Go) •
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System Overview
Installation Locations in the Vehicle
Control units, sensors and actuators of the dynamic driving systems in the F01/F02
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Index Explanation
1 Electronic Damping Control satellite, front left
2 Ride-height sensor, front left
3 Valve for electronic flow rate adjustment of power steering pump (EVV)
4 Servotronic valve
5 Ride-height sensor, front right
6 Electronic Damping Control satellite, front right
7 Junction box electronics and fuse carrier, front
8 Control unit for Vertical Dynamics Management
9 Control unit for Integrated Chassis Management
10 Buttons for electromechanical parking brake and Automatic Hold
11 Driving dynamics switch and DTC button
12 Steering column switch cluster with steering angle sensor
13 Control unit for Active Steering
14 Control unit and hydraulic unit for Dynamic Stability Control
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Control units, sensors and actuators of the dynamic driving systems in the F01/F02 (2)
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Index Explanation
1 Control unit and actuating unit for electromechanical parking brake
2 Ride-height sensor, rear right
3 Electronic Damping Control satellite, rear right
4 Control unit for TPMS
5 Control unit for electronic ride-height control
6 Control unit for rear axle slip angle control
7 Actuating unit for rear axle slip angle control
8 Ride-height sensor, rear left
9 Electronic Damping Control satellite, rear left
Both graphics show the installation locations of the most important control units, sensors
and actuators of the dynamic driving systems in the F01/F02. These have been split into
two graphics to maintain clarity of overview and not for functional reasons.
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14
OBD
5
K-CAN2
K-CAN FlexRay

ZGM
5
PT-CAN
DME EKPS
FRM CAS IHKA CIC KOMBI

OMBI ACSM
FZD FKA RSE Mid EMA FA

F
-CAN2
PT-CAN2
PT-C
JB EMA BF DSC
PDC
CON TOP HiFi SDARS EGS SZL
CID ULF-SBX DVD GWS HSR

High
TPMS HUD TCU NVE AL
EHC HKL FD FD2 F

FAS
KAFAS SWW ICM
TRSVC HiFi
Bus System Overview for Dynamic Driving Systems
F
SM FA SM BF EMF VDM
F
SM FAH SM BFH VSW EDC SVL EDC SVR
5
K-CAN PT-CAN2 Ethernet MOST
K-CAN2 K-Bus D-CAN BSD

(protok oll)
EDC SHL EDC SHR
PT-CAN LIN-Bus FlexRay Local-CAN
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Index Explanation
AL Active Steering
DSC Dynamic Stability Control
EHC Electronic ride-height control
EDC SHL Electronic Damping Control satellite, rear left
EDC SHR Electronic Damping Control satellite, rear right
EDC SVL Electronic Damping Control satellite, front left
EDC SVR Electronic Damping Control satellite, front right
EMF Electromechanical parking brake
ICM Integrated Chassis Management
HSR Rear axle slip angle control
TPMS Tire Pressure Monitoring System
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SZL Steering column switch cluster with steering angle sensor
VDM Vertical Dynamics Management
ZGM Central gateway module
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Integrated Chassis Management System Circuit Diagram
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Index Explanation
1 Ride-height sensor, front left
2 Servotronic valve
3 EVV valve
4 Ride-height sensor, front right
5 Central gateway module
6 Steering column switch cluster with steering angle sensor
7 Footwell module
8 Driving dynamics switch and DTC button
9 Fuse for ICM control unit (fuse carrier at front, junction box electronics)
10 Integrated Chassis Management
11 Local CAN
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12 DSC sensor in the ICM control unit (longitudinal acceleration, lateral acceleration, yaw rate)
13 Redundant DSC sensor in the ICM control unit (lateral acceleration, yaw rate)
14 Ride-height sensor, rear left
15 Ride-height sensor, rear right
The purpose of the local CAN is to connect the ICM control unit to the radar sensors for
the Active Cruise Control with Stop & Go function.
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Driving Dynamics Control System Circuit Diagram
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Index Explanation
1 Footwell module
2 Central Information Display
3 Fuse for ICM control unit (fuse carrier at front, junction box electronics)
4 Central gateway module
5 Instrument cluster
6 Operating unit for center console with locating lamp
7 DTC button
8 Driving dynamics switch
9 Controller
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This system circuit diagram shows the operator control and display elements for the
driving dynamics control function. For clarity of overview, the drive and dynamic driving
systems upon which the driving dynamics control acts have been omitted. These are
described in the Functions section instead.
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Functions
Integrated Chassis Management
Overview
With the E71, the notion of a higher-level driving dynamics control system was imple-
mented for the first time in a standard model. This central function is also referred to as
“Integrated Chassis Management” (“ICM” for short) and is integrated in the control unit
of the same name in the E71.
The previous strategy was to use one control unit to perform the control tasks for each
main movement direction. This approach was not employed in the E71 or the F01/F02.
Control units and main movement directions of vehicle
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1 Longitudinal dynamics ICM Integrated Chassis Management
2 Lateral dynamics VDM Vertical Dynamics Management
3 Vertical dynamics
As is the case in the E71, the new ICM control unit in the F01/F02 essentially performs
the calculations for the control functions that influence the longitudinal and lateral
dynamics. The actuators are activated by separate control units (e.g. AS control unit).
The functional range of the ICM control unit in the F01/F02 has grown considerably
when compared to the E71.
The Vertical Dynamics Management (VDM) is still responsible for controlling the vertical
dynamics. The vertical dynamic control and dynamic drive functions are therefore
accommodated in the VDM control unit. Signals that provide information on the current
driving situation are obviously exchanged between the ICM and VDM.
The main focus of this section is to describe the functions of the ICM control unit.
An introductory overview of these functions is provided in the following illustration and
explanation. The functions are dealt with in more depth in the following chapters.
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Functions in the ICM control unit
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Index Explanation
1 Input signals from external sensors
3 Output signals (target values at actuators and actuator control units)
4 Driver assistance functions
5 "Central driving dynamics and steering control" function
6 "Sensor signal processing and signal provision" function
7 "Driving dynamics control" function
8 DSC sensor in the ICM control unit (longitudinal acceleration, lateral acceleration, yaw rate)
9 Redundant DSC sensor in the ICM control unit (lateral acceleration, yaw rate)
Signal Provision
The ICM control unit reads signals from external and also internal sensors. These sensor
signals are processed and converted into physical signals that describe the driving
dynamics of the vehicle, and are subsequently made available to a large number of sys-
tems in the vehicle. Examples of these signals are road speed and lateral acceleration.
The central driving dynamics control system in the ICM firstly evaluates the current dri-
ving condition and driver's command, also taking the dynamic driving systems installed in
the vehicle into account.
21
On the basis of this information, the system decides whether or not to intervene in the
driving dynamics, and also the extent the intervention. The highly intelligent dynamic
driving systems permit slight and barely noticeable interventions as soon as e.g. a
tendency towards understeering is detected.
A coordinator ensures that the most suitable actuator is activated in each case.
Where several actuators are used simultaneously, a great deal of importance has
been placed on ensuring that these interventions are in perfect harmony.
The driving dynamics control provides the driver with the choice of one of four driving
dynamics settings (Normal, Comfort, Sport and Sport+). By making this choice, the driver
influences the central driving dynamics control system and therefore all dynamic driving
systems and drive train systems. All systems are matched appropriately to every setting
and, most importantly, their interaction with each other within one specific setting is also
perfectly coordinated. The status of the Dynamic Stability Control is also taken into
account thus ensuring that two additional driving dynamics specifications are possible.
The ICM control unit is also responsible for the Servotronic function including valve actu-
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ation. This steering control function is also influenced by the driving dynamics control.
Driver Assistance Functions

The ICM control unit incorporates the “Cruise control with braking” and “Active Cruise
Control with Stop & Go” control functions. In addition, the ICM coordinates activation of
the vibration actuator in the steering wheel for the “Lane Departure Warning” and “Active
Blind Spot Detection” driver assistance functions.
Signal Provision
Signals from integrated sensor system

The sensors that were previously accommodated separately in the DSC sensor are now
installed in the ICM control unit. The following variables can be recorded with these
sensors.
• Longitudinal acceleration and pitch of the road or vehicle in the longitudinal direction
• Lateral acceleration and pitch of road or vehicle in lateral direction
• Rotational speed around vertical axis (yaw rate)
The sensor signals are initially referenced to the sensor housing. However, to be useful to
the dynamic driving systems, these variables must be referenced to the vehicle coordi-
nate system. The ICM control unit performs the necessary conversion. A synchronization
process is carried out when the ICM control unit is started up during which appropriate
correction values are determined and saved.
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Note: Calibration of the sensors integrated into the ICM control unit is
necessary in the following cases:
• the ICM control unit has been replaced or
• if requested by the test schedule in the diagnostic

system due to a fault code memory entry.
The calibration must be performed with the vehicle standing on a level

surface in the longitudinal and lateral direction. Terminal 15 must be
switched on.
Signals from External Sensors

The ICM control unit imports the following signals that are important for dynamic driving
systems from external sources:
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• Wheel speeds, four signals transmitted via FlexRay from DSC.
• Ride-level heights, four signals, wired directly to ICM control unit.
• Steering wheel angle, transmitted via FlexRay from steering column switch cluster.
• Position of actuators for Active Steering and rear axle slip angle control, transmitted
via FlexRay.
The ICM calculates the actual speed at which the vehicle moves along the driving axis
on the road based on the four wheel-speed signals. If dynamic driving systems inter-
vene and affect the wheel speeds, this is taken into account in the calculation. The status
of the ABS control (for example) is also imported in this instance.
The road speed thus determined for the first time in the F01/F02 is now used as the ref-
erence for practically all systems in the vehicle. This means that a multiple calculation no
longer needs to be performed in many other control units.
The ICM control unit also derives the following information from the wheel-speed signals:
• Distance travelled
• Wheel tolerance check: The marginal differences in wheel speeds (e.g. due to
differences in tire diameter) are identified and adjusted by the ICM.
• Snow chain detection: If snow chains are fitted, the driver can enter this informa-
tion manually via the Central Information Display. The wheel speeds are also used
by the HSR control unit to automatically determine whether snow chains are mount-
ed on the rear wheels. The result of this identification is transmitted to the ICM
control unit via the FlexRay.
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Although, from a theoretical standpoint, it may be more appropriate to assign the ride-
height sensors to the Vertical Dynamics Management, the four ride-height sensors are
directly connected to the ICM control unit.
The ICM control unit imports the analog voltage signals of the ride-height sensors. These
are converted into the actual ride-level heights in millimeters. To perform this conversion,
the ICM control unit must be able to map the voltage signals it receives to reference val-
ues as otherwise it will not be able to determine the actual ride-level heights. These ref-
erence values are determined by means of a synchronization procedure.
The harmonized ride-level heights are made available by the ICM control unit as bus sig-
nals. They are imported from:
• the Vertical Dynamics Management system for the Vertical Dynamics Control and
Active Roll Stabilization and also from the
• footwell module for the headlight-range adjustment function.
The ride-level heights are not transmitted as bus signals for the purposes of electronic
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ride-height control (EHC). Instead, an additional direct line connection exists between the
ride-height sensors of the rear axle and the EHC control unit.
The ICM control unit determines the resulting steering lock angle of the front wheels
based on the steering wheel angle and location of the Active Steering actuator motor.
As the rear axle can also be steered, a reliable conclusion regarding the driving dynamics
cannot be obtained purely on the basis of the steering angle of the front wheels. This is
why the ICM control unit also takes the steering angle of the rear wheels into account.
The effective steering angle (of the front and rear wheels) is then determined using
both steering angles.
This is a purely theoretical computing value that indicates the steering lock of the vehi-
cle’s front wheels that would be required to achieve the same vehicle motion if the rear
axle could not be steered. The easiest way for all systems in the vehicle to evaluate the
data on the steering wheel movement is to use this effective steering angle.
24
NOTES
PAGE
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25
Processing and distribution of signals
Signal provision by ICM
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26
1 Ride-height sensors 10 Electronic transmission control unit
Steering column switch cluster

2 with steering angle sensor
11 Dynamic Stability Control
3 Dynamic Stability Control 12 AS control unit
4 Wheel-speed sensors 13 HSR control unit
Driving dynamics functions

5 Integrated Chassis Management 14 in the ICM control unit
DSC sensor in the ICM control unit (longitudinal
6 Footwell module 15 acceleration, lateral acceleration, yaw rate)
Redundant DSC sensor in the ICM control unit
7 KAFAS control unit 16 (lateral acceleration, yaw rate)
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"Signal processing" function
8 Instrument cluster 17 in the ICM control unit
9 Engine control system
The signals from the sensors are processed before being made available in the vehicle
via the FlexRay bus system. Specific examples of this have already been referred to
above. To formulate this in more general terms, the ICM control unit uses all available
sensor signals and several computing models to improve the quality of the signals provid-
ed. This means that they contain fewer errors and therefore allow the signal “users” (e.g.
the dynamic driving systems) to operate with a greater degree of precision.
A new aspect of the F01/F02 is that the signals are not available to just a few systems in
the vehicle.
In the F01/F02, the signals provided by the ICM are not used exclusively by the dynamic
driving systems. The drive control units, driver assistance systems, information systems
and body electrical system share the signals, instead of recording or preparing these sep-
arately.
Note: This has a distinct advantage when it comes to the diagnosis of signal
faults: Faults in all signals described here are stored centrally in the
fault memory of the ICM control unit.
In previous vehicles, it was possible for one signal fault to produce a large number of
branches in the test schedule trees. The ICM architecture in the F01/F02 means that the
test schedule can quickly pinpoint the ICM control unit in the event of a signal fault.
The test schedule then shows the effective repair measure in each case.
27
Higher-level Driving Dynamics Control
Observation of the Driving Condition

The Integrated Chassis Management (ICM) control unit calculates the current driving
situation from the signals listed below. This essentially means the longitudinal and lateral
dynamic driving condition.
• Wheel speed signals from all four wheels
• Longitudinal acceleration
• Lateral acceleration
• Yaw rate
The ICM control unit therefore knows how the vehicle is actually moving at this point.
To be able to optimize the vehicle behavior, the dynamic driving systems require informa-
tion about how the driver wishes the vehicle to move. The driver’s command is deter-
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mined from the following signals:
• Accelerator pedal angle and current engine torque and gear ratio
• Application of the brake pedal and current brake pressure
• Effective steering angle and steering-angle speed.
The driving condition and driver’s command are provided both internally and externally by
the ICM control unit. The central driving dynamics control acts as a receiver internally in
the ICM control unit. The control units of the dynamic driving systems (e.g. DSC) are the
external receivers. They receive the driving condition and the driver’s command from the
ICM control unit via the FlexRay bus system.
Central Driving Dynamics Control

The aim of the interventions by the dynamic driving system is to improve agility and
traction. If required, they can of course also restore the stability of the vehicle. In previous
vehicles, separate systems existed that were designed to do this and although they in fact
communicated with each other, they tended to have a more restricted range of tasks.
The interaction of all systems that ultimately determines the overall driving characteristics
was therefore difficult to coordinate.
The Integrated Chassis Management of the F01/F02 incorporates the central driving
dynamics control. This compares the command given by the driver with the actual move-
ment of the vehicle at that point and therefore determines whether intervention of the
dynamic driving system is required, and also the extent of the intervention.
The yawing force is an output variable of the central driving dynamics control system.
This produces a rotation of the vehicle that is superimposed on the existing movement
of the vehicle.
28
This can be used to “readjust” the driving characteristics if the result identified does not
match the driver’s command. Classic examples of this are understeering or oversteering
driving characteristics.
A new feature of the ICM installed in the F01/ F02, however, is that the dynamic driving
systems are already deliberately activated before a deviation of this nature is identified.
The interventions of the dynamic driving systems therefore take place long before the
driving characteristics become unstable.
This produces a far more harmonious effect in the vehicle than would be possible from a
conventional chassis design. The vehicle reacts neutrally in many more situations and
does not even begin to understeer or oversteer. This new function is possible through the
use of extremely precise computing models and new control strategies that can be used
to evaluate and influence the driving characteristics.
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29
Influencing the driving characteristics using the driving dynamics control system
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Index Explanation
A Correction of unstable driving characteristics
B Intervention at an early stage to achieve neutral driving characteristics
1 Braking intervention at individual wheels in order to correct understeering
2 Braking intervention at individual wheels in order to prevent understeering
3 Course of an understeered vehicle
4 Course of a vehicle with neutral driving characteristics
Yawing force that acts on the vehicle due to braking intervention
M (at individual wheels)
Coordinated Intervention by the Dynamic Driving Systems

The following intervention options for producing the yawing force calculated by the cen-
tral driving dynamics control system have been available up till now (and will of course
remain available) -the corresponding dynamic driving systems are shown in brackets:
• Individual activation of the wheel brake (DSC)
• Adjustment of the current engine torque (ASC+T, DSC, MSR)
• Adjustment of the steering angle of the front wheels, regardless of the driver’s input
(Active Steering).
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Possible driving dynamics interventions during understeering
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Index Explanation
A Prevention of understeering by means of braking at individual wheels
B Prevention of understeering by means of steering intervention at rear axle
1 Braking intervention at individual wheels
2 Steering intervention at the rear axle
3 Course of an understeered vehicle
4 Course of a vehicle with neutral driving characteristics
Yawing force that acts on the vehicle due to braking intervention
M (at individual wheels)
The option of influencing the lateral dynamics of the vehicle - the rear axle slip angle con-
trol (HSR) - was available for the first time in the F01/F02. The customer only receives this
innovative dynamic driving system in combination with the established Active Steering
feature. This option is referred to as “Integral Active Steering”.
A function referred to as “Actuator coordination” follows the central driving dynamics con-
trol. This decides which dynamic driving system should be used to produce the yawing
force in the specific road situation.
For example, if the vehicle has a tendency to sharply understeer this can be counteracted
by means of selective braking intervention at the back wheel on the inside of the curve. If
the vehicle is equipped with Integral Active Steering, the same objective can be achieved
more harmoniously by applying an appropriate steering angle at the rear axle.
31
As both actuating options are limited, it may also be beneficial to apply both at once.
If understeering is avoided the driver becomes aware of this due to the considerable
increase in agility.
The F01/F02 is the first instance where genuine functional networking between the inte-
grated chassis management and Vertical Dynamics Management functions also takes
place. This does not simply mean that the ICM records and processes ride-height infor-
mation and then delivers it to the VDM.
The ICM also actively controls the Active Roll Stabilization as an integral part of central
driving dynamics control in order to influence the self-steering characteristics. As the
conventional chassis design already demonstrates, a more rigid anti-roll bar on one axle
means that the overall achievable cornering stability on the same axle is lower. The effects
of more or less rigid anti-roll bars can be emulated with the aid of the hydraulic motors in
the anti-roll bars of the Dynamic Drive. This means that the central driving dynamics con-
trol of the ICM can selectively influence the degree of available lateral force on one axle
via the active anti-roll bars of Dynamic Drive.
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If the vehicle is currently oversteering, the cornering force at the rear axle is insufficient.
The roll stabilizing torque at the rear axle tends to reduce in this case. This loss of torque
is compensated for by additional cornering stability at the rear axle which helps stabilize
the vehicle.
The activity of the central driving dynamics control in the ICM control unit is summarized
in the input/output graphic on the following page.
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Central driving dynamics control in the ICM
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1 Input signals from external sensors 8 VDM control unit
2 Integrated Chassis Management 9 Active anti-roll bar
3 Dynamic Stability Control 10 "Actuator coordination" function
4 AS control unit 11 "Central driving dynamics control" function
5 AS actuating unit 12 "Sensor signal preparation" function

6 HSR control unit 13 acceleration, lateral acceleration, yaw rate)

7 HSR actuating unit 14 (lateral acceleration, yaw rate)
33
Distributed functions: ICM and actuator control units
A description of the distribution of tasks between the ICM and the other driving dynamics
control units follows using Integral Active Steering as an example.
ICM and actuator control units AS and HSR
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1 Wheel-speed sensors 6 HSR control unit
2 Dynamic Stability Control 7 HSR actuating unit
Steering column switch cluster with steering

3 angle sensor

4 AS control unit 9 acceleration, lateral acceleration, yaw rate)

5 AS actuating unit 10 (lateral acceleration, yaw rate)
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The Integrated Chassis Management (ICM) is the control unit that performs the calcula-
tions for higher-level driving dynamics functions of the Integral Active Steering.
The Integrated Chassis Management uses the current driving situation and the driver’s
directional input to calculate the individual setpoint values for the variable steering-trans-
mission ratio and the Yaw-Rate Control Plus. Once these have been prioritized, the ICM
produces a reference value for the AS and HSR control unit respectively. This is a refer-
ence angle that should be set at the front or rear wheels.
The AS control unit receives this reference value and has the principal task of controlling
the actuating elements in order to achieve the reference value. The AS control unit is
therefore purely an actuator control unit. The same applies for the HSR control unit: this
is also an actuator control unit. As with the AS control unit, this control unit is purely
responsible for implementing the reference steering angle requested by the ICM.
This type of task distribution was implemented for the first time with the introduction of
the ICM in the E71. The expansions in the F01/F02 mean that
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• the ICM now controls all longitudinal and lateral dynamics systems centrally (AS,
HSR and also DSC) and that
• ICM is the master control unit both in the linear range and also in unstable driving
conditions.
35
However, the interface between the Integrated Chassis Management and Dynamic
Stability Control is a special case.
Input/Output: interaction of ICM and DSC
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Steering column switch cluster with steering

1 angle sensor
7 Dynamic Stability Control
"Driving dynamics control" function in DSC con-

2 Wheel-speed sensors 8 trol unit
3 Integrated Chassis Management 9 "Actuator control" function

4 acceleration, lateral acceleration, yaw rate)
10 Wheel brake
"Driving dynamics control" function in the ICM

5 control unit
11 Drive
6 "Actuator coordination" function
36
The Dynamic Stability Control also has its own internal driving dynamics controller that
normally implements the reference value (reference yawing force) sent from the ICM con-
trol unit in the F01/F02. This is achieved through braking intervention at individual wheels
and also by influencing the input torque.
The DSC driving dynamics controller is also able to detect an unstable road situation
itself using corresponding signals on the driving condition provided by the ICM in which
case the stabilizing braking or engine interventions are implemented automatically by
DSC. Corresponding feedback is of course also sent to the ICM. In this case, the inter-
ventions of the driving dynamics control in the ICM are cancelled.
Control and Adjustment of Steering

The Servotronic function in the F01/F02 is included in the basic steering and Integral
Active Steering (option). This speed-dependent power steering assistance function is
implemented by the Servotronic valve at the steering gear.
The Servotronic valve is always activated from the ICM control unit irrespective of the
equipment specification. It follows that the ICM control unit also incorporates the logic of
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the Servotronic function.
Again, regardless of the options fitted, the steering system also contains a proportional
valve that is also controlled by the ICM control unit. The volumetric flow in the steering
hydraulic circuit can be adjusted electronically assisted by this valve which is why it is also
referred to as an “electronic volumetric flow adjustment” valve, or EVV valve for short.
This valve is also controlled by the ICM control unit. The volumetric flow generated by
the power steering pump is distributed between a circuit to the steering valve and a
bypass circuit according to the level of power steering assistance required. This distribu-
tion is infinitely variable. The less power steering assistance is required, the more
hydraulic oil is diverted to the bypass circuit. Because the hydraulic oil in the bypass cir-
cuit has no task to perform, this means that the power steering pump consumes less
power. In this way, the EVV valve contributes to reducing fuel consumption and CO2
emissions.
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Input/Output: control of steering by ICM
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1 Steering column switch cluster 5 Servotronic valve
2 Wheel speed sensor 6 Integrated Chassis Management
3 Dynamic Stability Control 7 "Steering control" function
4 EVV valve
Driver Assistance Functions

Depending on the equipment specification, two driver assistance functions that act on
the longitudinal dynamics of the vehicle can be integrated in the ICM control unit:
• Cruise control with braking function (Dynamic Cruise Control, DCC) and
• Active cruise control with stop & go function (ACC Stop&Go).
38
The Adaptive Brake Assistant function is included in the same equipment package as
ACC Stop&Go.
The ACC Stop&Go function has been integrated into the ICM control unit in the
F01/F02. This dispenses with the need for a separate LDM control unit. The DCC
function that is calculated in the Dynamic Stability Control in the E70, for example, has
been accommodated in the ICM control unit of the F01/F02.
Input/Output, driver assistance systems - longitudinal dynamics
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1 Short range radar sensors (SRR) 7 Integrated Chassis Management
2 Long range radar sensors (LRR) 8 Drive
3 Footwell module 9 Dynamic Stability Control
4 Control panel for driver assistance functions 10 Instrument cluster
5 Steering column switch cluster 11 "DCC" function
Control panel for DCC or ACC Stop & Go "ACC Stop & Go and Adaptive Brake Assistant"
6 on multi-function steering wheel
12 functions
39
The ICM control unit performs an additional important function for the Lane Departure
Warning and Active Blind Spot Detection driver assistance systems. As both sys-
tems warn the driver via a vibration in the steering wheel, a coordinator function is
required. This is integrated in the ICM control unit.
The ICM control unit generates a reference value for the vibration based on the warning
requirements for the lane departure warning (KAFAS control unit) and the lane change
warning (SWW sensor). The amplitude of the vibration varies depending on what
triggered the warning.
The reference value is transmitted to the steering column switching cluster via the
FlexRay bus system then put into effect via the steering wheel module (LRE) or the vibra-
tion actuator in the steering wheel.
The Input/Output graphic below is intended as an overview only.
Input/Output, coordination of steering wheel vibration
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1 Radar sensor, lane change warning 7 Steering column switch cluster
Steering wheel electronics (LRE) and vibration

2 KAFAS control unit 8 actuator in steering wheel
3 Camera for lane departure warning 9 Lane change warning display in door mirror
4 Footwell module 10 Instrument cluster
5 Control panel for driver assistance functions 11 Coordination function for steering wheel vibration
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41
Driving Dynamics Control
History
Control elements are already installed in a number of BMW vehicles that the driver can
use to switch individual systems to a sporting mode. This includes the sports setting of
the automatic selector lever. In this case, only the shift characteristics of the automatic
gearbox are influenced.
The system behaves in a similar manner when the SPORT button for the Electronic
Damping Control or Vertical Dynamics Control (shown below) is used. This only changes
the characteristic (hardness) of the shock absorber.
SPORT button in E70/ E71
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Vertical Dynamics Control with electronically

1 SPORT button 2 adjustable shock absorbers
All other drive and dynamic driving systems therefore be found as it would need to
remain in their basic setting. A suitable harmonize the damping action in both sporting
compromise for this basic setting must mode and standard mode.
A SPORT button that influences several systems was introduced for the first time in the
E85/E86. The corresponding “driving dynamics control” function effects a changeover
between a standard mode and a sporting mode in the steering, automatic gearbox and
accelerator pedal. This meant it was now possible to coordinate these three systems far
more effectively in both modes with the result that the customer now experiences a car
that is uncompromisingly tailored to “Sport” in every sense.
42
SPORT button in E85/ E86
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1 SPORT button 3 Automatic transmission
2 Accelerator pedal 4 Steering
43
The new driving dynamics control in the F01/ F02 contains two groundbreaking new
features when compared to the E85/E86:
1. All drive and dynamic driving systems installed in the vehicle are comprehensively
switched over.
2. Four settings are available. The status of the Dynamic Stability Control is also taken
into account thus ensuring that two additional settings are possible.
The driving dynamics control is operated via a new driving dynamics switch and the DTC
button positioned directly in front of it.
The changeover operations for many drive and driving dynamics functions are therefore
bundled in the driving dynamics control of the F01/F02. The vehicle as a whole then
behaves as the driver would expect in accordance with his/her chosen setting.
This bundling can make the handling characteristics of the vehicle considerably more
distinctive and less compromising.
Conversely, many individual, and also sometimes meaningless, combinations are avoided
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(example: sports steering combined with comfort-oriented damping).
DTC button and driving dynamics switch
1 DTC button 2 Driving dynamics switch
44
Mode of Action of Driving Dynamics Control in F01/F02
Networking of Systems
The systems involved in the “driving dynamics control” function are shown in the follow-
ing Input/Output illustration.
Input/Output, driving dynamics control
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Vertical Dynamics Control with electronically
1 Controller 7 adjustable shock absorbers
2 Driving dynamics switch and DTC button 8 Active anti-roll bar
3 Integrated Chassis Management 9 Dynamic Stability Control
4 Accelerator pedal 10 Instrument cluster
5 Automatic transmission 11 Central information display
6 Steering
45
The driver operates the driving dynamics control using the driving dynamics switch and
the DTC button. The ICM control unit imports the control signals then determines on the
basis of this which new mode the driving dynamics control should adopt. The mode thus
determined is transmitted to the relevant drive and dynamic driving systems for imple-
mentation. These are:
• The engine control system for the accelerator pedal characteristic.
• The electronic gearbox control for driving programs and shift speed.
• The Vertical Dynamics Management system for the Vertical Dynamics Control
and Active Roll Stabilization.
• The Dynamic Stability Control .
• The ICM control unit itself that controls the power steering assistance (Servotronic)
and the steering-transmission ratio (Active Steering).
The ICM control unit also prompts the display of the relevant mode in the instrument
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cluster and also in the Central Information Display. In addition to selecting a mode, the
driver can use the controller to make further settings.
Operation and display

The driver can select the four main modes using the driving dynamics switch. These
main modes are designated as follows:
• Comfort
• Normal
• Sport
• Sport+
After the vehicle is started, the driving dynamics control is always in “Normal” mode.
When the driving dynamics switch is moved to the “Sport” position, the driving dynamics
control initially changes to “Sport” mode and then to “Sport+” mode if this button is
pressed again. If the driver moves the driving dynamics switch to the “Comfort” position,
the mode changes in the opposite direction, i.e. from “Sport” to “Normal” mode.
The DTC button provides the driver with two additional modes:
• Traction
• DSC off
46
The “Traction” mode can be activated by briefly pressing the DTC button. This works
irrespective of which driving dynamics control mode was previously active. “DSC off” is
activated by holding the DTC button pressed for longer. The “Traction” and “DSC off”
modes can be switched off by pressing the DTC button again. The driving dynamics con-
trol subsequently returns to “Normal” mode. If the driver instead presses one of the two
rocker switches at the driving dynamics switch to deactivate the “Traction” or “DSC off”
modes, the driving dynamics control subsequently enters “Sport” or “Comfort” mode
(depending on which rocker switch is pressed).
Each time the driving dynamics switch or DTC button is pressed this immediately
prompts a reaction in the instrument cluster display. The changeover to “Sport” mode
is shown below.
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Display of "Sport" mode directly following operation
47
After some time, unless the driving
dynamics switch is pressed, a more com-
pact version of the display for the driving
dynamics control appears.
"Sport" display mode
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The two modes “Traction” and “DSC off”
"Traction" display mode
present a special case in terms of their dis-
play requirements. In addition to the text
entry, the yellow DSC indicator and
warning lamps must be activated.
”DSC off” display mode
48
Note: New symbols are now used for the yellow DSC indicator and warning
lamp and the DTC button. The new DSC symbols used for the first time
in the F01/F02 replace the symbols previously used.
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DSC and DTC symbolic representation
Two different symbols were formerly used for the two states “DTC mode” and “DSC off”
and were displayed in the instrument cluster. Since the launch of the F01/F02, only one
symbol has been used for both states.
The new symbols are being gradually introduced in all newly developed vehicles. The
reason for this are changes to legislation that require automobile manufacturers to pro-
duce a uniform display format.
This legislation also specifies that the text message “off” must be displayed as soon as
the DSC function is restricted, as is the case in the “Traction” and “Sport+” modes.
49
When the DTC button or the driving dynamics switch is pressed, an assistance window
appears at the same time as the instrument cluster display in the Central Information
Display. The name of the newly selected mode appears there together with an explana-
tory text.
In the “Sport” mode the driver also has the option of configuring this. Assisted by the
controller, the driver can choose whether to apply the “Sport” mode to the drive systems,
or the dynamic driving systems or both.
Chassis and dynamic
Configuration of the "Sport" mode Drive systems driving systems
Drive and chassis (factory setting) Sports Sports
Drive only Sports Normal
Chassis only Normal Sports
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Assistance window, “Sport” mode
Index Explanation
Text description of the area(s) in which "Sport" mode is applied (shown here: chassis only and/or
1 dynamic driving systems)
2 Visual description of the area(s) in which "Sport" mode is applied
3 Menu for configuration of "Sport" mode
50
Modes and their effects
This chapter describes the effects of the individual modes in the drive and dynamic dri-
ving systems. As the individual systems are switched over together in a coordinated man-
ner, this lends coherence to the overall behavior of the vehicle. This of course also means
that meaningless combinations, such as a sports accelerator pedal characteristic com-
bined with a highly comfort-oriented automatic gearbox shift program, are avoided and
meaningful combinations for the mode are integrated instead.
This is why when compared to earlier vehicles, the configuration of individual systems
can to a great extent now be uncompromisingly tailored to one mode. The driver there-
fore not only experiences coherent vehicle response characteristics in all modes, he/she
will also sense the differences between the individual modes far more acutely.
The table below demonstrates this, particularly through the comparison between the
“Normal” and “Sport” modes.
Comfort Normal Sport Sport+
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Drive systems
Accelerator pedal characteristic Normal Normal Sports Sports
Shift program, automatic gearbox Normal Normal Sports Sports
Shift speed, automatic gearbox Normal Normal Sports Sports
Chassis and dynamic driving systems

Power steering assistance Normal Normal Sports Sports
Integral Active Steering Normal Normal Sports Sports
Dynamic Stability Control DSC on DSC on DSC on DTC (sports)
Vertical Dynamics Control Comfortable Normal Sports Sports
Active anti-roll bar Normal Normal Sports Sports
The configuration shown here in “Sport” mode applies for both drive and dynamic driving systems.
If the “Comfort” and “Normal” modes are compared instead, it is evident that the configu-
ration differs in one dynamic driving system only: the Vertical Dynamics Control. This
characteristic of the “Comfort” mode does not happen by chance and takes several
peripheral factors into account:
• Most drive and dynamic driving systems ensure that driving is sufficiently comfort-
able in the “Normal” configuration; this is something that BMW 7 Series customers
would expect. The Servotronic already offers requirement-based power steering
assistance with maximum comfort, for example.
51
• The “Normal” configuration does not necessarily mean adherence to a single,
defined system characteristic. The shift program of the automatic gearbox is only
one example of how the current driving condition and driver’s command are taken
into account in order to bring the behavior of the relevant system into line with these
requirements.
• Most drivers relate a desire for greater comfort with the suspension and damping
characteristics. This requirement is particularly relevant when driving on poor or
uneven roads.
This means that the “Comfort” mode also embraces the philosophy of driving dynamics
control which is to achieve a coherent vehicle response characteristic that meets the
expectations of the driver.
The “Sport” and “Sport+” modes also differ in terms of the coordination of one specific
dynamic driving system: the Dynamic Stability Control. In the “Sport” mode, a decidedly
sports-oriented overall vehicle behavior is available to the driver.
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Although it is assumed that many drivers would like to use this “Sport” mode, the DSC
remains in normal operating mode and stabilizes the vehicle in a timely manner as
required. The familiar intervention thresholds (slip, sideslip angle) that the driver has
become accustomed to in the “Comfort” and “Normal” modes remain unchanged. This
ensures that less proficient drivers are not taken by surprise when the DTC subsequently
intervenes in the sportier DTC mode.
Only once a proficient driver deliberately selects the second sports mode “Sport+” will
gentle drifts also become available due to the higher wheel slip and sideslip angle.
The two additional modes that the driver can select using the DTC button produce the
effects on the drive and dynamic driving systems shown below.
Normal Traction DSC off
Drive systems
Accelerator pedal characteristic Normal Normal Normal
Shift program, automatic gearbox Normal Normal Sports
Shift speed, automatic gearbox Normal Normal Sports
Chassis and dynamic driving systems

Power steering assistance Normal Normal Sports
Integral Active Steering Normal Normal Sports
Dynamic Stability Control DSC on DTC DSC off
Vertical Dynamics Control Normal Normal Sports
Active anti-roll bar Normal Normal Sports
52
The "Traction" mode is similar to the familiar DTC mode of the DSC in former BMW
vehicles. All other drive and dynamic driving systems remain in their normal configuration
which makes its main application clear: the purpose of "Traction" mode is to improve
traction, e.g. when driving off on a loose subsurface. Sports driving takes a background
role instead as the "Sport+" and "Sport" modes are available for this.
The stabilizing DSC interventions are switched off in the "DSC off" mode. Only the brak-
ing interventions that support traction are performed i.e. Electronic Differential Lock
Control.
In this case, most other drive and dynamic driving systems are in the sports configuration.
This means that the aim of "DSC off" mode is to support pure driving; a direct bond
between the driver, vehicle and road.
Although initially it may seem astonishing that the accelerator pedal characteristic remains
in the normal configuration in both "Traction" and "DSC off" modes, this setting is delib-
erate. When driving off on a loose subsurface and also when driving in a highly sports-ori-
ented manner with the DSC switched off, it is especially important that the driver can
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apply engine torque extremely sensitively. This is much easier to do using a normal
rather than a more sports-oriented accelerator pedal characteristic.
The sports-oriented accelerator pedal characteristic translates the accelerator pedal angle
into a higher torque requirement at the engine. This torque requirement is then also put
into effect more quickly by the engine control system.
As a result, the driver perceives the response characteristics of the drive, and therefore
the vehicle, as more sports-oriented. However, the driver cannot use this to apply engine
torque sensitively.
53
System Components
ICM Control Unit
Only the system components that are linked to the new architecture of the dynamic dri-
ving systems in the F01/F02 are described in this Product Information. In essence, this
is the new ICM control unit and the periphery equipment directly connected to this con-
trol unit.
Three other Product Information packages are available in which descriptions of the sys-
tem components for the individual dynamic driving systems are provided:
• Longitudinal dynamics systems
• Lateral dynamics systems
• Vertical dynamics systems
Design of the Two Control Unit Versions
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An ICM control unit is installed in every F01/ F02. Each ICM control unit contains the
following, irrespective of the equipment installed in the vehicle:
• Two microprocessors
• A FlexRay controller
• Output stages for activating valves in the steering system
• Integrated sensor system for driving dynamics variables (previously: DSC sensor)
The essential tasks of one of the microprocessors are the calculation of control func-
tions, communication processing and activation of the output stages. The main task of
the second processor is to monitor safety-relevant functions and bring about a system
shut down in the event of a fault.
The other components of the ICM control unit listed above are described in the follow-
ing chapters.
Two versions of the ICM control unit exist. The version installed in the vehicle depends
on the equipment.
If the vehicle is equipped with one or both of the following options
• Integral Active Steering (IAL, SA 2VH) or
• Active Cruise Control with Stop & Go function,
the high-performance version of the ICM control unit is installed.
If neither of these options are installed in the vehicle, the basic version of the ICM control
unit is used. The two versions of the ICM control unit are differentiated externally by their
part numbers.
54
The internal layout of the high-performance version differs from the internal layout of the
basic version in the following ways:
• Larger microprocessor (required to calculate the Integral Active Steering control and
active speed control)
• Redundant sensor system for lateral acceleration and yaw rate (safety requirement
for Integral Active Steering).
The following graphics make these differences clear.
ICM control unit, basic version
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Index Explanation
1 Acceleration sensor (longitudinal and lateral acceleration)
2 Output stages for Servotronic and EVV valves
3 Controller for FlexRay connection
4 Two microprocessors (basic version)
5 Yaw rate sensor
55
ICM control unit, high-performance version
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Index Explanation
1 Acceleration sensors (1 for longitudinal acceleration, 2 for lateral acceleration)
2 Output stages for Servotronic and EVV valves
3 Controller for FlexRay connection
4 Two microprocessors (high-performance version)
5 Yaw rate sensors (2x)
56
Integrated sensor system
The sensors that were previously accommodated separately in the DSC sensor are now
installed in the ICM control unit.
The ICM control unit uses these sensors to calculate variables that provide key informa-
tion on the vehicle’s dynamic state:
• Longitudinal acceleration and pitch of the vehicle in the longitudinal direction
• Lateral acceleration and pitch of the vehicle in the lateral direction
• Yaw rate.
DSC sensor integrated into the ICM control unit
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Index Explanation
1 Yaw rate sensor
2 Second redundant yaw rate sensor
3 Longitudinal and lateral acceleration sensor
4 Second redundant lateral acceleration sensor
All sensors integrated into the ICM control unit are known as micromechanical sensors.
By applying this principle, the dimensions of these sensors can be reduced to the extent
that they can be accommodated in housings that are similar in size to microprocessor
housings. The sensors are of course designed on the basis of prevailing stresses in the
vehicle (thermal, mechanical). However, when servicing the vehicle, the ICM control unit
must be handled with the same degree of care as the familiar DSC sensor.
Note: The ICM control unit must not be exposed to strong vibrations. The inte-
grated sensor system will be destroyed if the housing is struck by hard
objects, or if the control unit is dropped. The control unit must not be
installed in the vehicle in this case.
57
The longitudinal and lateral acceleration sensors operate according to the capacitive
principle. They consist of two electrodes, that mesh in a comb-like form. One of the elec-
trodes has a unidirectional moving bearing which means that if a force acts on the sensor,
the electrode is displaced. This changes the gap between the two electrodes and in turn
changes the capacitance which is calculated back to the size of the force applied by
means of evaluating circuits.
Instead of recording the acceleration directly, the sensors record it indirectly by measur-
ing the force on the sensor element. The force applied may have several causes and the
sensor cannot differentiate between these:
• Inclination of the vehicle or road (e.g. gradient accelerating force)
• Change in speed (drive or braking force)
• Cornering (centrifugal force).
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Longitudinal forces acting on the vehicle

F1 Motive force θ Inclination of road
F2 Gradient accelerating force
In the graphic two longitudinal forces are shown acting on the vehicle: a motive force and
a gradient accelerating force. These forces are produced due to the inclination of the
road. As a result, a force acts on the vehicle and can be calculated as follows:
Fresulting = F1 - F2
58
Only the resulting force can be measured by the sensor. The measured force is
processed in the control unit. The change in road speed is taken into account.
The actual acceleration of the vehicle and the gradient of the road are the only calculation
results provided.
A similar calculating process is used for the lateral direction. The calculation results
produced in this case are the lateral tilt and lateral acceleration of the vehicle.
The sensor that determines the yaw rate also employs the principle of force measure-
ment, a principle also used by the acceleration sensors. The yaw rate sensor measures
the force that acts on a sensor element oscillating across the direction of rotation.
The sensor signals are initially referenced to the sensor housing. However, in order to be
useful to the dynamic driving systems, these variables must be referenced to the vehicle
coordinate system. The ICM control unit performs the necessary conversion.
A synchronization process is carried out when the ICM control unit is started up during
which corresponding correction values are determined and saved.
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Note: Calibration of the sensors integrated into the ICM control unit is
necessary in the following cases
• if requested by the test schedule in the diagnostic

system due to a fault code memory entry.

surface in the longitudinal and lateral direction. Terminal 15 must also
be switched on.
59
Connector
The control unit has a 54-pin plug via which the power supply, sensors, actuators and
bus systems are connected.
As is the case with the controller housing, the plug does not have a watertight design.
This is The control unit has a 54-pin plug via which not necessary as it is installed on the
inside of the vehicle.
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Installation location of the ICM control unit overview
Installation Location
The ICM control unit is installed in the center console behind the sensor for the crash
safety module. This means that the position of the control unit and its integrated sensor
system in the vehicle, near to its center of gravity, is ideal from the point of view of driving
dynamics. The mounting points on the body are precisely determined and are measured
when the vehicle is manufactured and must not be replaced with any other mounting
points.
The housing of the control unit is connected to the metal body of the transmission tunnel
with four screws and spacer sleeves made of aluminum. The control unit must be mount-
ed on the vehicle body free of play as otherwise vibrations may be induced in the control
unit housing which would severely impair the operation of the integrated sensor system.
A secondary task of this mounting is to conduct heat away from the control unit to the
body.
60
Installation location of the ICM control unit - detail
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1 Upper section of housing 4 Spacer sleeve
2 Mounting bolt 5 Lower section of housing
3 Connector
For the mounting to be able to perform these tasks, the following points must be
observed when mounting and replacing the ICM control unit:
Note: Only screws and spacer sleeves that are in perfect condition may be
used. Deformed or damaged fixing elements must not be used.
The mounting screws in the reamed holes must be tightened first, fol-
lowed by the other two screws. The tightening torque specified in the
repair instructions must be observed without fail.
A check must then be carried out to make sure the control unit is mount-
ed securely and free of play.
To ensure sufficient heat dissipation and to avoid vibrations, the sides

and top of the control unit housing must not come into contact with
other vehicle components. Instead, the spaces provided around the
control unit as part of the engineering design must always remain free of
other components.
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Installation situation of the ICM control unit - detail
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Index Explanation
1 Wiring harness, e.g. for rear display
The compartment on the right next to the ICM

2 control unit must remain unoccupied
3 ICM control unit
The compartment on the left next to the ICM

4 control unit must remain unoccupied
The wiring harness that runs in the center console in particular must never be routed in,
or even pushed into, the spaces on either side of the ICM control unit.
62
Replacement and Start-up
Removing and installing the ICM control unit

The ICM control unit performs tasks that are important for many vehicle functions, e.g.
provision of sensor signals. If the vehicle were operated without the ICM control unit
installed, a large number of vehicle functions would not be available. In the area of dynam-
ic driving systems, for example, the Servotronic and stabilization functions would no
longer be available. In addition, fault code memory entries would inevitably also be gener-
ated in many control units.
Note: If the ICM control unit needs to be replaced, the repair instructions must
be observed without fail.
For example, the vehicle battery must be disconnected before removing

the control unit and reconnected following the installation. This is the
only way to ensure synchronized restarting of the control unit assembly.
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Note: Once the new ICM control unit has been installed, it must be started up
with the assistance of the diagnostic system. To do this, the following
steps must be carried out (depending on the equipment specification):
• Calibration of the sensors integrated into the ICM
• Calibration of the ride-height sensors
• Initialization of the Integral Active Steering.
Calibration of the sensors integrated into the ICM

The signals from the acceleration and yaw rate sensors integrated into the ICM are refer-
enced to their housing. However, in order to be useful to the dynamic driving systems,
these variables must be referenced to the vehicle coordinate system. In order for the ICM
control unit to be able to carry out the necessary conversion, it requires corresponding
correction values. These are determined during the one-off calibration procedure and
stored in the ICM control unit.
Note: The instructions of the diagnostic system must be followed precisely

during calibration of the sensors integrated into the ICM. It is particular-
ly important for the vehicle to be standing on a surface that is level in
both the longitudinal and lateral directions. If this is not the case, incor-
rect correction values will be determined that may cause the dynamic
driving system to malfunction.
63
Calibration of the ride-height sensors
The measurement signals from the ride-height sensors are evaluated by means of volt-
age measurement in the ICM control unit. The ICM control unit cannot calculate the actu-
al ride-level heights in millimeters on the basis of this information alone. To perform this
calculation, the ICM control unit must be able to map the voltage signals it receives to ref-
erence values. This is the only way to establish a relationship between the measurement
signals and the actual ride-level heights at the wheels. These reference values are deter-
mined during a synchronization procedure.
Note: The ride-height signals in the ICM must be synchronized in the following
cases
• following replacement of the ICM control unit,
• following replacement of a ride-height sensor or
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• if prompted to do so by the test schedule of the diagnostic system
(due to a fault code memory entry in the ICM).
The synchronization does not have to be carried out if a wheel has

been changed.
Note: The following points must be observed in order to perform the synchro-
nization using the diagnostic system
• the air suspension control operations must be blocked (remove fuse

for EHC control unit)
• the ride-level heights must be measured using a tape measure and
• the rim size must be determined.
The diagnostic system also refers to the ride-level height reference values (design posi-
tion). These values are used by the diagnostic system and ICM to calculate the reference
values for the conversion that are ultimately saved in the ICM control unit.
The ride-height signals in the EHC control unit (if installed) and the ride-height signals in
the ICM control unit must be synchronized together.
64
Initialization of the Integral Active Steering
The ICM control unit calculates the higher-level control functions for the Integral Active
Steering. The output signals of this control function are the reference steering angles,
that should be set at the front and rear axle.
This is performed by the AS and HSR actuator control units together with the actuators.
The actual angle set at the front and rear axle is sent to the ICM control unit as acknowl-
edgement. The control circuit of the driving dynamics control system closes once this
information has been received.
To determine this information correctly, the Integral Active Steering must be initialized.
During this initialization procedure, the center of the steering gear at the front axle is
determined and the corresponding signal values are stored (for example).
Note: The Integral Active Steering must be initialized under the following cir-
cumstances:
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• the ICM, AS or steering column switch cluster control unit has been
replaced or
• the steering angle sensor in the steering column switch cluster has
been calibrated or
• the steering gear has been replaced or
• if requested by the diagnostic system due to a fault code memory

entry in the test schedule.
During the calibration the diagnostic system issues several prompts to steer from one
limit position to the other. The internal combustion engine should be running and the
vehicle should be standing on the ground of the workshop when calibration is in
progress. These marginal conditions most closely resemble the conditions under which
the customer operates the vehicle and deliver the best initialization results. If the front
wheels are resting on revolving and sliding supports, or are suspended in mid air if the
vehicle is raised, this may lead to unsatisfactory results.
65
Calibration of the steering angle sensor in the steering column switch cluster
In addition to the signals from the motor-position sensors of the Integral Active Steering,
the ICM control unit also imports the signal from the steering angle sensor in the steering
column switch cluster. This is used by the ICM to determine the effective steering angle
(see “Functions” section).
This is why it is important that the ICM receives a correctly mapped value from the steer-
ing angle sensor.
Note: The steering angle sensor must be calibrated if the steering column
switch cluster is replaced or reprogrammed. A calibration must also be
performed if this is requested in the test schedule of the diagnostic sys-
tem as the result of a fault code memory entry.
The steering angle sensor must be calibrated before the ICM can calcu-
late a correct effective steering angle and make this available via the bus
system.
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Note: Once the steering angle sensor has been calibrated, the instructions of
the diagnostic system must be precisely followed.
The vehicle must be standing on even ground during calibration. The

steering wheel must be in the straight-ahead position (visually).
Start-up, short range radar sensors

If the option “Active speed control with stop & go function” is installed in the vehicle, this
will include the necessary radar sensors.
Although short range radar sensors are intelligent sensors that perform the functions of a
control unit they cannot be accessed directly via the diagnostic system. The ICM control
unit acts as a “go-between” between the short range radar sensors and the diagnostic
system which is why the ICM also controls the start-up process for the short range radar
sensors.
Note: The short range radar sensors for ACC Stop & Go must be started up if
one (or both) short range radar sensor(s) is/are replaced. In this instance,
the diagnostic system communicates with the ICM control unit. The ICM
in turn controls the corresponding functions in the short range radar
sensors.
The installation position and, most importantly, the angle at which they are installed rela-
tive to the vehicle’s longitudinal axis, are entered in the newly installed short range radar
sensors during start-up. A measurement does not need to be carried out in this case.
The angle entered is the angle predetermined by the construction and the form of the
bumper support.
66
NOTES
PAGE
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67
Periphery of ICM Control Unit
Bus Systems
ICM control unit with FlexRay, local CAN and wake-up line
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68
FlexRay routing and continuation without termi-

1 Central gateway module 8 nating resistor
2 Dynamic Stability Control 9 Routing of FlexRay with terminating resistor
3 Short range radar sensor (SRR), left 10 Routing of local CAN without terminating resistor
4 Long range radar sensor (LRR) 11 Routing of local CAN with terminating resistor
5 Short range radar sensor (SRR), right W ICM control unit can be woken up
6 DME/DDE control unit WUP Wake-up line
7 ICM control unit
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FlexRay
The ICM control unit is connected to the FlexRay controller via the FlexRay bus system.
The communication with virtually all partner control units is handled by the microproces-
sors in the ICM.
The FlexRay is routed to the ICM control unit (from the central gateway module) and con-
tinues from there (to the DME/DDE). The ICM control unit is related to the FlexRay, i.e.
not an end node. This is why it does not have a terminating resistor for the FlexRay.
Local CAN
A further bus system, a local CAN, is connected to the ICM control unit in addition to the
FlexRay. This serves the ICM exclusively for the purposes of communication with the
active speed control radar sensors. This local CAN therefore performs the same tasks as
the sensor CAN in the E6x LCI that connects the LDM control unit to the radar sensors. It
transmits information on road users that has been recorded by the radar sensors.
The local CAN operates in the same way as the PT-CAN with a data transfer rate of 500
kBit/s. There are two terminating resistors for the local CAN, each with 120 .. One of
these is in the ICM control unit, the second is integrated in the long range radar sensor
(LRR). The close range sensors (SRR) are routed to the local CAN via short lines.
The pins for the local CAN are only connected at the plug of the ICM control unit if it is a
high-performance version.
Wake-up line
The ICM control unit is also connected to the wake-up line. The ICM control unit can be
woken up via the wake-up line.
69
Power Supply
The only external power supply to the ICM control unit is with terminal 30B. This is made
available by the junction box electrical system and the fuse carrier at the front.
The electronics and integrated sensor system are therefore supplied inside the ICM
control unit. Additionally, the ride-height sensors connected to the ICM control unit and
the output stages for activation of the valves for the steering unit are also supplied.
Ride-height Sensors
Index Explanation
1 Connector
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2 Housing
3 Arm (pivoting)
Design and principle of operation

The angle of a pivoting arm is converted to a voltage signal via the ride-height sensors.
The greater the angle (with reference to a defined starting position), the greater the out-
put voltage generated by a Hall sensor element.
Versions
Four ride-height sensors are installed in every F01/F02 as standard equipment.
However, the ride-height sensors installed in the vehicle are available in different versions.
Different ride-height sensors are used on the left and right of the front axle.
Different ride-height sensors are also used on the rear axle. The reasons for this in both
cases are the available installation space and the starting position.
Double or single-type ride-height sensors are used at the rear axle, depending on
whether the vehicle is equipped with electronic ride-height control (EHC). Single-type
ride-height sensors are always used at the front axle.
Type of ride-height sensors at the ... Front axle Rear axle
Without electronic ride-height control single single
With electronic ride-height control single double
70
Interface with ICM control unit
As shown in the system circuit diagram, each ride-height sensor (irrespective of the ver-
sion) is connected to the ICM control unit by three lines. The double-type ride-height
sensors at the rear axle are also connected to the EHC control unit according to the same
principle via three additional lines.
Power is supplied by the ICM control unit to the ride-height sensor via one of the lines.
The sensor uses the second line to deliver its measurement signal (0-5 V DC voltage).
The third line is connected to a common ground inside the ICM control unit.
The measurement signal is evaluated by means of voltage measurement in the ICM con-
trol unit. The ICM control unit cannot calculate the actual ride-level heights in millimeters
on the basis of this information alone. To perform this calculation, the ICM control unit
must be able to map the voltage signals it receives to reference values. This is the only
way to establish a relationship between the measurement signals and the actual ride-level
heights. These reference values are determined during a synchronization procedure.
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cases

The synchronization does not have to be carried out if a wheel has been
changed.
71
Driving Dynamics Switch
The driving dynamics switch and DTC button are integral components of the center
console operator control unit.
Installation location of the driving dynamics switch and DTC button
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Index Explanation
1 DTC button
2 Driving dynamics switch, "SPORT" rocker switch
3 Driving dynamics switch, "COMFORT" rocker switch
72
The new driving dynamics switch consists of two buttons labeled “COMFORT” and
“SPORT”. This is a rocker switch that returns automatically to the center position after it
is pressed. The center position corresponds to the “no button pressed” status.
Both buttons of the driving dynamics driving switch are connected directly to the ICM
control unit via two lines. The ICM control unit applies a voltage at these lines. Both but-
tons are connected to the ground via a resistance network. The ICM control unit can
determine the following by back-scanning the voltage obtained:
• whether a button has been pressed and, if so, which of the two buttons,
• whether breaks in the wiring exist and
• whether a short to ground has occurred.
In previous vehicles, the familiar DTC button is connected electrically, e.g. to the IHKA
control unit (E70/E71). In the F01/F02 on the other hand, the DTC button is connected to
the ICM control unit via an electrical wire. A voltage is applied to this wire by the ICM con-
trol unit. The DTC button connects to the ground. The ICM control unit can determine by
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means of voltage measurement whether the DTC button is operated.
The “Driving dynamics control” function in the ICM control unit evaluates the operation of
the driving dynamics switch and DTC button and uses this as the basis for determining
the corresponding mode (see “Functions” section). The ICM control unit sends signals
via the bus system to inform the driver at the instrument cluster which mode has been
set.
The footwell module supplies power to the center console operator control unit via termi-
nal 58g for the locating lamp.
73
Valves of Steering Unit
The proportional valve that adjusts the electronic flow (EVV valve) and the Servotronic
valve is activated directly from the ICM control unit. The ICM control unit contains the
necessary output stages that are built up using power semiconductors.
Each valve is connected by two lines to the ICM control unit. The ICM control unit calcu-
lates the reference values for the aperture of both valves based on the road speed, steer-
ing angle and steering-angle speed input signals. These reference values are converted
to a pulse-width-modulated signal that is applied at the lines leading to the valves. This
means that the ICM control unit can change the aperture of the valves at any time.
Valves of the steering unit
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Index Explanation
1 Power steering pump
2 Valve for electronic flow rate adjustment (EVV valve)
3 Servotronic valve
4 Housing of control valve for hydraulic power steering
74
Service Information
What Points must be Observed During Servicing
ICM Control Unit

Note: If the ICM control unit needs to be replaced, the repair instructions must
be observed without fail.
For example, the vehicle battery must be disconnected before removing

the control unit and reconnected following the installation. This is the
only way to ensure synchronized restarting of the control unit assembly.
Note: The ICM control unit must not be exposed to strong vibrations. The
integrated sensor system will be destroyed if the housing is struck by
hard objects, or if the control unit is dropped. The control unit must not
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be installed in the vehicle in this case.
Note: Only screws and spacer sleeves that are in perfect condition may be
used to mount the ICM control unit. Deformed or damaged fixing ele-
ments must not be used.
The mounting screws in the reamed holes must be tightened first, fol-
lowed by the other two screws. The tightening torque specified in the
repair instructions must be observed without fail.
A check must then be carried out to make sure the control unit is
mounted securely and free of play.
Note: Once the new ICM control unit has been installed, it must be started up
with the assistance of the diagnostic system. To do this, the following
steps must be carried out (depending on the equipment specification):
• Calibration of the sensors integrated into the ICM
• Calibration of the ride-height sensors
• Initialization of the Integral Active Steering.
75
Diagnosis in the Event of Signal Faults
Note: The ICM control unit itself contains sensors that provide the following
signals:
- longitudinal acceleration
- lateral acceleration
- yaw rate.
The wheel-speed signals are recorded and made available by the DSC
control unit. The steering wheel angle is determined by the steering
angle sensor in the steering column switch cluster.
The ICM control unit processes all the sensor signals and makes these
available in the form of bus signals to other systems in the vehicle.
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If fault code memory entries for these signals exist, the following proce-
dure is recommended when working through the test schedules:
Start with the test schedule for the control unit that is providing the sig-
nals. The most important signal sources for dynamic driving systems are
the ICM, DSC and steering column switch cluster. You will be able to get
to the root of the fault and eliminate it more quickly using this procedure.
Instead, the test schedules for the control units that receive these sig-
nals only contain references to the transmitter control units which
means they do not lead directly to the ultimate cause/solution of the
fault.
Sensors in the ICM

Note: Calibration of the sensors integrated into the ICM control unit is neces-
sary in the following cases
• if requested by the test schedule in the diagnostic system due to a

fault code memory entry.

surface in the longitudinal and lateral direction. Terminal 15 must also be
switched on.
76
Note: The instructions of the diagnostic system must be followed precisely
during calibration of the sensors integrated into the ICM. It is particular-
ly important for the vehicle to be standing on a surface that is level in
both the longitudinal and lateral directions.
If this is not the case, incorrect correction values will be determined that
may cause the dynamic driving system to malfunction.
Ride-height Sensors
cases:
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The synchronization does not have to be carried out if a wheel has been
changed.
Note: The following points must be observed in order to perform the synchro-
nization using the diagnostic system
• the air suspension control operations must be blocked (remove fuse

for EHC control unit)
• the ride-level heights must be measured using a tape measure and
• the rim size must be determined.
The diagnostic system also refers to the ride-level height reference val-
ues (design position).
These values are used by the diagnostic system and ICM to calculate the
reference values for the conversion that are ultimately saved in the ICM
control unit.
The ride-height signals in the EHC control unit (if installed) and the ride-
height signals in the ICM control unit must be synchronized together.
77
Steering Column Switch Cluster with Ssteering Angle Sensor
Note: The steering angle sensor must be calibrated if the steering column
switch cluster is replaced or reprogrammed. A calibration must also be
performed if this is requested in the test schedule of the diagnostic sys-
tem as the result of a fault code memory entry.
The steering angle sensor must be calibrated before the ICM can calcu-
late a correct effective steering angle and make this available via the bus
system.
Note: Once the steering angle sensor has been calibrated, the instructions of
the diagnostic system must be precisely followed. The vehicle must be
standing on even ground during calibration. The steering wheel must be
in the straight-ahead position (visually).
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Integral Active Steering
Note: The Integral Active Steering must be initialized under the following cir-
cumstances
• the ICM, AS or steering column switch cluster control unit has been
replaced or
• the steering angle sensor in the steering 1 column switch cluster

has been calibrated or
• the steering gear has been replaced or
• if requested by the diagnostic system due to a fault code memory

entry in the test schedule.
Displays and Operation

Note: New symbols are now used for the yellow DSC indicator and warning
lamp and the DTC button. The new DSC symbols used for the first time
in the F01/F02 replace the symbols previously used.
78

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Table of Contents

F01 Dynamic Driving Systems

Initial Print Date: 01/09 Revision Date:

Service Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .75

Production: From Start of Production

After completion of this module you will be able to:

• Understand “Higher Level” driving dynamics control

• Understand the interaction between various chassis dynamics systems

LDM Control unit, Longitudinal Dynamics Management

ACC Active Cruise Control function

VDM Control unit, Vertical Dynamics Management

VDC Vertical Dynamics Control function

ARS Control unit or function, Active Roll Stabilization (Dynamic Drive)

DSC Control unit, Dynamic Stability Control

FDR Driving dynamics control function

ICM Control unit, Integrated Chassis Management

AL Active Steering function

DSC-SEN DSC sensor in the ICM control unit

FDC Driving dynamics control switch

IAL Integral Active Steering function

ICM control unit expansion stages

Expansion stages of VDM control unit

2 ICM control unit AL Active Steering

v Road speed HSR Rear axle slip angle control

ax Longitudinal acceleration VDM Vertical Dynamics Management

Dynamic Driving System E65/E66 F01/F02

Higher Level Driving Dynamics Systems

2 Ride-height sensor, front left

5 Ride-height sensor, front right

6 Electronic Damping Control satellite, front right

7 Junction box electronics and fuse carrier, front

8 Control unit for Vertical Dynamics Management

9 Control unit for Integrated Chassis Management

10 Buttons for electromechanical parking brake and Automatic Hold

11 Driving dynamics switch and DTC button

12 Steering column switch cluster with steering angle sensor

13 Control unit for Active Steering

14 Control unit and hydraulic unit for Dynamic Stability Control

1 Control unit and actuating unit for electromechanical parking brake

2 Ride-height sensor, rear right

3 Electronic Damping Control satellite, rear right

4 Control unit for TPMS

5 Control unit for electronic ride-height control

6 Control unit for rear axle slip angle control

7 Actuating unit for rear axle slip angle control

8 Ride-height sensor, rear left

9 Electronic Damping Control satellite, rear left

F01 Dynamic Driving Systems

FRM CAS IHKA CIC KOMBI

FZD FKA RSE Mid EMA FA

CON TOP HiFi SDARS EGS SZL

CID ULF-SBX DVD GWS HSR

TPMS HUD TCU NVE AL

EHC HKL FD FD2 F

K-CAN2 K-Bus D-CAN BSD

DSC Dynamic Stability Control

EHC Electronic ride-height control

EDC SHL Electronic Damping Control satellite, rear left

EDC SHR Electronic Damping Control satellite, rear right

EDC SVL Electronic Damping Control satellite, front left