FI 0 Chassis Dynamics BMW Service Edited for the U.S. market by: BMW Group University Technical Training 4 / 1/2010 V_^ General information Symbols used The following symbol / sign is used in this document to facilitate better comprehension and to draw attention to particularly important information: A_ Contains important safety guidance and information that is necessary for proper system functioning and which it is imperative to follow. Information status and national-market versions The BMW Group produces vehicles to meet the very highest standards of safety and quality. Changes in terms of environmental protection, customer benefits and design make it necessary to develop systems and components on a continuous basis. Consequently, this may result in differences between the content of this document and the vehicles available in the training course. As a general principle, this document describes left-hand drive vehicles in the European version. Some controls or components are arranged differently in right-hand drive vehicles than those shown on the graphics in this document. Further discrepancies may arise from market-specific or country-specific equipment specifications. Additional sources of information Further information on the individual topics can be found in the following: • in the Owner's Handbook • in the integrated service technical application Contact: conceptinfo@bmw.de ©2009 BMW AG, Munich, Germany Reprints of this publication or its parts require the written approval of BMW AG, Munich The information in the document is part of the BMW Group technical training course and is intended for its trainers and participants. Refer to the latest relevant BMW Group information systems for any changes/supplements to the technical data. Information status: December 2009 FI 0 Chassis Dynamics Contents 1. Introduction.1 1.1. Driving dynamics and comfort.1 1.2. Bus System Diagram.2 2. Models.6 2.1. Comparison.6 3. Chassis and Suspension.7 3.1. Front axle.7 3.1.1. Technical data.8 3.1.2. Notes for Service.8 3.2. Rear axle.9 3.2.1. Technical data.11 3.2.2. Notes for Service.11 3.3. Wheels.12 3.4. Suspension/damping.12 4. Brakes.14 4.1. Service brake.14 4.2. Electromechanical parking brake EMF.15 4.2.1. System overview.16 4.2.2. System wiring diagram.18 4.2.3. System structure.19 4.2.4. System function.20 5. Steering.32 5.1. Basic steering.32 5.1.1. System wiring diagram.33 5.1.2. System overview.34 5.2. Integral Active Steering.35 5.2.1. System wiring diagram.36 5.2.2. Active steering.37 5.2.3. Rear suspension slip angle control.48 6. Dynamic Driving Systems.49 6.1. Force-transfer directions.49 6.2. Dynamic Stability Control.49 6.3. Electronic Damper Control (EDC/VDC).51 6.4. Dynamic Drive (ARS).52 6.5. Handling Setting Switch.55 6.5.1. Dynamic Driving Programs.57 FI 0 Chassis Dynamics 1. Introduction 1.1. Driving dynamics and comfort F10 Chassis and suspension Index Explanation 1 Suspension/damping 2 Steering 3 Rear axle 4 Wheels 5 Brakes 6 Front axle The chassis and suspension of the FI 0 are based on that of the F01, which set new standards in terms of driving dynamics and comfort. The chassis and suspension have been adapted to the FI 0 requirements resulting in exceptional driving dynamics with a continued very high level of comfort. The familiar technological innovations from the F01 like Integral Active Steering, Integrated Chassis Management ICM, Dynamic Drive and Electronic Damper Control EDC are also installed in the FI 0. 1 FI 0 Chassis Dynamics 1. Introduction 1.2. Bus System Diagram F10 Bus system diagram 2 FI 0 Chassis Dynamics 1. Introduction Index Explanation 1 Wakeable control units 2 Control units authorized to wake up the vehicle 3 Startup node control units, for starting up and synchronizing the FlexRay bus system ACC-SEN Active Cruise Control Sensor ACSM Advanced Crash Safety Module AL Active steering AMPH Amplifier High (high fidelity amplifier) AMPT Amplifier Top (top high fidelity amplifier) BSD Bit-serial data interface BCU Battery Charge Unit (charging unit for auxiliary battery) CAS Car Access System CIC Car Information Computer CIC Basic Car Information Computer Basic CID Central Information Display CON Controller D-CAN Diagnosis on Controller Area Network DDE Digital Diesel Electronics DME Digital Motor Electronics DSC Dynamic Stability Control DVD DVD changer EDCSHL Electronic Damper Control, rear left satellite unit EDCSHR Electronic Damper Control, rear right satellite unit EDC SVL Electronic Damper Control, front left satellite unit EDC SVR Electronic Damper Control, front right satellite unit EGS Electronic transmission control EKPS Electronic fuel pump control EMF Electromechanical parking brake EPS Electronic Power Steering Ethernet Cabled data network technology for local data networks FD Rear display FD2 Rear display 2 FLA High-beam assistant FlexRay FRM Fast, preset and fault-tolerant bus system for use in automotive applications Footwell module 3 FI 0 Chassis Dynamics 1. Introduction Index Explanation FZD Roof function center GWS Gear selector switch HKL Luggage compartment lid lift HSR Rear suspension slip angle control HUD Head-Up Display ICM Integrated Chassis Management IHKA Integrated automatic heating / air conditioning JBE Junction box electronics KAFAS Camera-based driver assistance system K-Bus Body bus K-CAN Body controller area network K-CAN2 Body controller area network 2 (500 kBit/s) KOMBI Instrument cluster LIN-Bus Local Interconnect Network bus Local-CAN Local Controller Area Network MOST Media Oriented System Transport MOST port NVE Media Oriented System Transport port Night Vision electronics PDC Park Distance Control PMA Parking Maneuvering Assistant Control Unit PT-CAN Powertrain CAN PT-CAN2 Powertrain controller area network 2 OBD Diagnosis socket RSE Rear seat entertainment system SDARS Satellite tuner SMBF Front passenger seat module SMFA Seat module, driver SWW Blind Spot Detection SZL Steering column switch cluster TCU Telematics Control Unit TPMS Tire Pressure Monitoring System TRSVC Control unit for reversing camera and side view ULF-SBX Universal charger and hands-free unit, interface box (Bluetooth telephone) 4 FI 0 Chassis Dynamics 1. Introduction Index Explanation VDM Vertical Dynamics Management VM Video Module VSW Video switch ZGM Central Gateway Module 5 FI 0 Chassis Dynamics 2. Models 2.1. Comparison The following table provides an overview of the technical data of the chassis and suspensions of the E60 and F07 compared to the F10. Description E60 BMW 535i F07 BMW 535i Gran Turismo FI 0 BMW 535i Wheelbase 2888 mm 3070 mm 2968 mm Track width, front 1558 mm 1611 mm 1600 mm Track width, rear 1581 mm 1654 mm 1627 mm Basic wheel tires 225/50 R17 94W 245/50 R18 100WAS RSC 245/45 R18 96V RSC Basic wheel rims 7.5J x 17 IS 20 8J x 18 LM 30 8J x 18 LM 30 Front axle Two-joint spring strut front axle Double-wishbone front axle Double-wishbone front axle Suspension/damping, front Steel spring/ conventional or EDC Steel spring/ conventional or EDC Steel spring/ conventional or EDC Stabilizer bar, front Mechanical or hydraulic (Dynamic Drive) Mechanical or hydraulic (Dynamic Drive) Mechanical or hydraulic (Dynamic Drive) Brake, front Brake disc 0 324 mm Brake disc 0 348 mm Brake disc 0 348 mm Steering Hydraulic steering or active steering Hydraulic or Integral Active Steering IAL Electromechanical power steering Rear axle Integral IV rear suspension. Integral V rear axle Integral V rear axle Suspension/damping, rear Steel spring or air spring/ conventional or EDC Air spring/ conventional or EDC Steel spring/ conventional or EDC Stabilizer bar, rear Mechanical or hydraulic (Dynamic Drive) Mechanical or hydraulic (Dynamic Drive) Mechanical or hydraulic (Dynamic Drive) Brake, rear Brake disc 0 320 mm Brake disc 0 345 mm Brake disc 0 345 mm Parking brake Drum brake with parking brake lever and automatic cable adjustment Drum brake with EMF (electromechanical parking brake) Disc brake with EMF (electromechanical parking brake) 6 FI 0 Chassis Dynamics 3. Chassis and Suspension 3.1. Front axle F10 Front axle ® ® ® ® ® o> 1 Index Explanation 1 Spring strut 2 Top wishbone 3 Swivel bearing 4 Stabilizer link 5 Bottom wishbone 6 Wheel hub 7 Track rod 8 Tension strut with hydraulic mount 9 Front axle subframe 10 Anti-roll bar with hydraulic swivel motor (Dynamic Drive) 11 Steering gear 7 FI 0 Chassis Dynamics 3. Chassis and Suspension The double-wishbone front axle introduced with the E70/E71 is used in a refined version in the F01/ F02, F07 and FI 0. The axle is equipped for the use of an all-wheel drive. EDC or conventional shock absorbers can be installed. For service, the steering gear can be lowered all the way. 3.1.1. Technical data Description F10 Caster angle 7° O' Camber -0° 12' ±30' Total toe-in 10'± 12’ Toe angle difference < 12’ Steering axis inclination 9° 57’ Rim offset IS 30 mm for 17" and 18" 33 mm for 19" Kingpin offset 2.77 mm for 17" and 18" 5.77 mm for 19" Track width 1600 mm for 17" and 18" 1594 mm for 19" Maximum wheel steering lock angle, outer 33° O’ Maximum wheel steering lock angle, inner 42° 14' 3.1.2. Notes for Service The following tables show when a wheel alignment at the front axle is necessary. After replacing the following components: Wheel alignment required Front axle subframe YES Steering gear YES Bottom wishbone YES Rubber mount for lower transverse control arm YES Tension strut NO Rubber mount for tension strut NO Top wishbone NO Rubber mount for upper transverse control arm NO Track rod YES Swivel bearing YES Wheel bearing NO 8 FI 0 Chassis Dynamics 3. Chassis and Suspension After replacing the following components: Spring strut Wheel alignment required NO Coil spring NO Mount NO Undoing or loosening the following Wheel alignment required connections: Front axle subframe to body (lowering) NO Steering gear unit to front axle subframe YES Lower transverse control arm to front axle subframe YES Lower transverse control arm to swivel bearing NO Tension strut to front axle subframe NO Tension strut to swivel bearing NO Upper transverse control arm to body NO Upper transverse control arm to swivel bearing NO Track rod to steering gear NO Track rod head to track rod YES Track rod head to swivel bearing NO Spring strut to lower transverse control arm NO Strut mount to body NO Lower steering shaft to steering gear NO Steering column to lower steering shaft NO 3.2. Rear axle The integral V rear axle installed in the FI 0 is an innovative further development of the Integral IV rear axle from the E60/65. The optimized lightweight construction rear axle made of aluminium has been specifically adapted to the new requirements for more power and torque. It integrates the required chassis control systems such as Integral Active Steering for greater driving dynamics and comfort. For the exact operating principle of the integral active steering, refer to the information bulletin entitled "Transverse dynamic systems F01/F02". 9 FI 0 Chassis Dynamics 3. Chassis and Suspension @ ® © © © F10 Integral V rear axle Index Explanation 1 Thrust strut 2 Spring strut 3 Top wishbone 4 Integral link 5 Wheel carrier 6 Wheel bearing 7 A-arm (swinging arm) 10 TF09-1951 FI 0 Chassis Dynamics 3. Chassis and Suspension Index Explanation 8 Track rod 9 Rubber mount for rear axle 10 Rear suspension subframe 11 HSR actuator 3.2.1. Technical data Tires Wheel rims Total toe-in Camber Track width Rim offset IS 225/55 R17 8J x 17 14' ± 12' -1° 50* ±25' 1627 mm 30 mm 245/45 R18 8J x 18 14' ± 12' -1° 50' ± 25' 1627 mm 30 mm 275/40 R18 9J x 18 14' ± 12' -1° 50' ± 25' 1599 mm 44 mm 275/35 R19 9J x 19 14' ± 12' -1° 50' ± 25' 1599 mm 44 mm 3.2.2. Notes for Service The following tables show when a wheel alignment at the rear axle is necessary. After replacing the following components: Wheel alignment required Rear suspension subframe YES Rubber mount for rear axle NO Swinging arm YES Integral link YES Ball joint in swinging arm YES Control arm YES Wishbone YES Wheel carrier YES Wheel bearing NO Spring strut NO Mount NO Undoing or loosening the following connections: Wheel alignment required Rear axle support on body NO Front compression strut on body NO Rear compression strut on body NO Front swinging arm on rear axle support YES 11 FI 0 Chassis Dynamics 3. Chassis and Suspension Undoing or loosening the following connections: Wheel alignment required Rear swinging arm on rear axle support YES Swinging arm on integral link/wheel carrier YES Integral link on wheel carrier NO Control arm on rear axle support YES Control arm on wheel carrier NO Wishbone on rear axle support YES Wishbone on wheel carrier YES Spring strut on wheel carrier/swinging arm NO 3.3. Wheels The FI 0 comes standard equipped with run-flat tires in all the models. The following tables list the available tire sizes. 528i 535i 550i Front tire 225/55 R17 97W 245/45 R18 96V RDC 245/45 R18 96Y RSC Rear tire 225/55 R17 97W 245/45 R18 96V RDC 245/45 R18 96Y RSC Front rim 8J x 17 LM IS30 8J x 18 LM IS30 8J x 18 LM IS30 Rear rim 8J x 17 LM IS30 8J x 18 LM IS30 8J x 18 LM IS30 Optional tire available with sport package 275/40 R18 275/35 R19 275/35 R19 Note: The Tire Pressure Monitoring System (TPMS), which was introduced in 2005, continues to be used on the F10 3.4. Suspension/damping The FI 0 is equipped as standard with conventional shock absorbers and coil springs on the front and rear axle. EDC/VDC is optional and, depending on the model, is also available combined with ARS in the optional equipment Adaptive Drive (option 2VA). Electronic Damping Control, Active Roll Stabilization, and Adaptive Drive are available only in combination with the ZDH Dynamic Handling Package on the 535i and 550i. EDC is offered independently as an option on the 528i. The EDC is the same Vertical Dynamic Control (VDC) introduced with the E70/E71 and later installed on FOx models. 12 FI 0 Chassis Dynamics 3. Chassis and Suspension The EDC/VDC is a sub-function of the Vertical Dynamics Management (VDM). The servomotors and sensors on the shock absorbers, referred to as satellites, are connected to the VDM control unit via FlexRay. The drive dynamic control switch in the center console makes it possible to select the damping characteristics, which are stored in the VDM control unit. Note: The EDC/VDC system is described in the F01/F02 "Vertical Dynamics Systems" training material available on TIS and ICP. 13 FI 0 Chassis Dynamics 4. Brakes © © © © F10 Brakes Index Explanation 1 Brake fluid expansion tank 2 Brake booster 3 Brake pedal 4 Electromechanical parking brake actuator 5 Brake disc 6 Dynamic Stability Control (DSC) 7 Brake caliper 4.1. Service brake The FI 0 has a hydraulic dual-circuit brake system with a "front/rear split". Lightweight brake discs with riveted aluminium hubs are installed on all models. Conventional aluminium floating brake calipers are used on the front axle. Spheroidal graphite (SG iron) cast iron floating brake calipers with integrated EMF actuators (for the electromechanical parking brake) are used on the rear axle. As on all BMW vehicles the brake pad wear monitoring for the Condition Based Service display is used. The brake discs are ventilated at both the front and rear axle. The following tables list the brake dimensions of the various engine versions. 14 FI 0 Chassis Dynamics 4. Brakes Front axle 528i 535i 550i Brake rotor diameter 348 mm 348 mm 374 mm Brake rotor thickness 30 mm 30 mm 36 mm 36 mm Brake piston diameter 60 mm 60 mm 60 mm Type Lightweight construction Lightweight construction Lightweight construction Rear axle 528i 535i 550i Brake rotor diameter 330 mm 330 mm 345 mm Brake rotor thickness 20 mm 20 mm 24 mm Brake piston diameter 44 mm 44 mm 44 mm Type Lightweight construction Lightweight construction Lightweight construction 4.2. Electromechanical parking brake EMF The F10 uses an electromechanical parking brake EMF integrated into the rear brake calipers. The system is similar to the EMF system introduced in the E89 Z4. The use of the EMF offers the following advantages: • Operation via an ergonomic button in the center console • Reliable engaging and releasing of the EMF under all conditions • Automatic protection of the hydraulic holding functions (See FI 0 Automatic Hold Function and Active Cruise Control ACC) • A dynamic emergency braking function is ensured even with a low coefficient of friction via the (ABS) control systems • The discontinuation of the parking brake lever in the center console creates space for new equipment features. 15 FI 0 Chassis Dynamics 4. Brakes 4.2.1. System overview FI 0 System overview for electromechanical parking brake 16 TF09-1959 FI 0 Chassis Dynamics 4. Brakes Index Explanation A DSC unit B Brake caliper, front left C Brake caliper, front right D Brake caliper, rear right E Brake caliper, rear left 1 Parking brake button 2 Wheel speed sensor, front left (not used for the EMF) 3 Wheel speed sensor, front right (not used for the EMF) 4 Wheel-speed sensor, rear right 5 Wheel speed sensor, rear left 6 EMF actuator, rear left 7 EMF actuator, rear right EMF Electromechanical parking brake DSC Dynamic Stability Control JBE Junction box electronics KOMBI Instrument cluster PT-CAN Powertrain CAN 17 FI 0 Chassis Dynamics 4. Brakes 4.2.2. System wiring diagram ~~1 KL 3< P- KI.31 FI 0 System wiring diagram for EMF 18 TF09-1958 FI 0 Chassis Dynamics 4. Brakes Index Explanation 1 Dynamic Stability Control (DSC) 2 Central Gateway Module (ZGM) 3 Footwell module (FRM) 3 Instrument cluster (KOMBI) 4 Car Access System (CAS) 5 Instrument cluster (KOMBI) 6 Parking brake button 7 Front distribution box 8 Rear power distribution box 9 EMF control unit 10 EMF actuator, rear left 11 EMF actuator, rear right 12 Wheel speed sensor, rear left 13 Wheel-speed sensor, rear right PT-CAN Powertrain Controller Area Network DFA_EMF Redundant hard wired speed signal from DSC to EMF Note: The DFA_EMF is a hard wired signal from DSC to EMF which carries a wheel speed information. For safety reasons, it is very important, that the EMF NOT be activated as long as the vehicle is moving. Therefore the EMF uses two input signals to confirm vehicle speed: Bus-Signal and the DFA_EMF hard wired signal. 4.2.3. System structure The EMF control unit receives the driver's command to engage the parking brake through the parking brake button. The vehicle condition is queried/detected via the electrical system connection and the bus systems. The control unit decides whether all conditions for engaging the parking brake are in place. If this is the case, the two EMF actuators on the rear brake calipers are activated. 19 F10 EMF functional principle FI 0 Chassis Dynamics 4. Brakes Index Explanation 1 Instrument cluster 2 Flow of information 3 Parking brake button 4 EMF control unit 5 EMF actuator 4.2.4. System function The self-locking facility in the spindle maintains the tension force even when de-energized, and the vehicle is held securely in place. After the required force is reached, the detected status is indicated by a red indicator light in the instrument panel and an additional red LED in the parking brake button. 20 FI 0 Chassis Dynamics 4. Brakes (5 d) F10 Structure of EM F actuator —© —© © ® o> s CM a EE Index Explanation 1 Push-fit connection 2 Electric motor 3 Drive belt 4 Planetary gearing 5 Casing 6 Connection to spindle The EMF actuator is fastened to the brake caliper and acts directly on the brake piston. An electric motor (2) and a drive belt (3) transmit the force to a two-stage planetary gear train (4). The spindle shown in the following graphic is driven via the connection to the spindle (6). 21 FI 0 Chassis Dynamics 4. Brakes © FI 0 Spindle and spindle nut in the brake piston Index Explanation 1 Groove 2 Spindle nut with anti-twist lock 3 Brake piston 4 Spindle 5 Spindle end stop 6 Connection to the planetary gear train Index Explanation A Current curve B Force curve 1 Engaging the EMF 2 Engaged EMF 3 Disengaging the EMF 22 FI 0 Chassis Dynamics 4. Brakes F10 Overview of EMF actuator with brake caliper Index Explanation 1 Push-fit connection 2 Electric motor 3 Drive belt 4 Planetary gearing 5 Casing 6 Brake piston 7 Spindle with spindle nut 8 Roller bearing 23 FI 0 Chassis Dynamics 4. Brakes © © ® © F10 Parking brake engaged with new brake pads Index Explanation 1 Drive belt 2 Planetary gearing 3 Brake piston 4 Dust boot 5 Sealing ring 6 Worm nut 7 Electric motor 8 Spindle 9 Roller bearing 10 Sealing ring 11 Casing The driver can trigger the process of engaging the vehicle's parking brake by pulling the parking brake button. The operating direction is the same as the operating direction of the previously used mechanical parking brake lever. The signal from the parking brake button is read in by the EMF control unit. The EMF control unit activates the EMF actuators on the rear brake calipers individually. Engaging is possible in every logical terminal status. Engaging at terminal 0 is made possible by integrating terminal 30 into the EMF control unit. If the driver operates the parking brake button at terminal 0, the EMF control unit is woken up. The EMF control unit in turn wakes up the other control units on the vehicle. Only then can the EMF control unit receive the important information relating to vehicle standstill. In addition, the changed status of the parking brake can be displayed after the system has been woken up. 24 FI 0 Chassis Dynamics 4. Brakes The status "parking brake engaged" is indicated by a red indicator light in the instrument panel and an additional red LED in the parking brake button. Once the parking brake is on, pulling the parking brake button again has no effect. F10 Indicator light, parking brake engaged display Rolling monitor with parking brake engaged The rolling monitor function is intended to prevent the vehicle from rolling with the parking brake engaged. Rolling monitor is engaged whenever a state change of the parking brake from "disengaged" to "engaged" takes place and ends following a defined time after this state change. A signal from the DSC is used as the input variable for roll-away detection. As soon as this signal indicates that the vehicle has started to roll away, a retensioning of the EMF actuators is carried out immediately. To do so, the EMF actuators are supplied with full current for 100 ms to increase the tension force. Afterwards, the system waits for 400 ms. If the vehicle rolls again, the retensioning process is repeated (a maximum of three times). If rolling of the vehicle is still detected after the third retensioning, the function ends with an entry in the fault memory. Temperature monitoring The temperature monitoring ensures compensation for the force reduction that takes effect from when hot brake discs cool off. The temperature monitoring is activated if the temperature exceeds a certain value during the state change of the parking brake from "released" to "engaged". The temperature of the brake discs is calculated individually for each wheel by the DSC control unit and transmitted to the EMF control unit. During the state change, the higher of the two brake disc temperatures is used for the temperature monitoring. The corresponding temperature ranges are stored in a characteristic map along with the corresponding retensioning times. Depending on the temperature during the state change, the corresponding retensioning times from the characteristic map are activated. When the first retensioning time is reached, the first retensioning takes place. After the second retensioning time expires, another retensioning takes place; yet another takes place after the third time expires. In the characteristic map, the value 0 can also be stored for one or more specific retensioning times. The respective retensioning operations are then omitted. The function ends when the last retensioning operation is completed. Disengaging the parking brake To disengage the parking brake, the parking brake button is pushed. However, for the parking brake to actually released, terminal 15 must also be ON and at least one of the following conditions must be met: The brake pedal must be depressed The automatic transmission parking lock must be engaged The clutch pedal actuated (vehicles with manual transmission only). 25 FI 0 Chassis Dynamics 4. Brakes This prevents the vehicle rolling if, for example, another occupant of the vehicle (other than the driver) presses in the parking brake button. Once the parking brake is released, the red indicator lamp in the instrument panel and the red LED in the parking brake button go out. Activating the EMF actuator sets the spindle in motion. The spindle rotation moves the spindle nut away from the brake piston by a small defined distance. Dynamic emergency braking The law requires that vehicles have two means of applying the brakes (with the first being the brake pedal). In the FI 0, the second is the parking brake button on the center console. If the parking brake button is pulled while the vehicle is in motion, the dynamic emergency braking procedure is applied by the DSC system. This function is intended for emergency situations in which the driver is unable to apply the brakes by pressing the brake pedal. As a safety measure, other occupants of the vehicle can also use this to bring the vehicle to a stop if, for example, the driver suddenly loses consciousness. Dynamic emergency braking hydraulically applies brake pressure at all four brakes. The DSC functions are fully active and the brake lights are activated. That represents a major advantage over manual parking brakes. The dynamic emergency braking takes place only while the parking brake button is pulled. The deceleration set by the DSC is increased progressively. During the dynamic emergency braking, the EMF indicator light is activated in the instrument panel. In addition, a Check Control message and an audible warning signal are issued to make the driver aware of the critical situation. If the driver uses the brake pedal and pulls the parking brake button at the same time to slow down, the DSC control unit prioritizes. The greater braking requirement is put into effect. If dynamic emergency braking is continued to the point of standstill, the vehicle continues to be held stationary after the parking brake button is released. The EMF indicator light on the instrument cluster remains active. The driver can then release the parking brake once again (see "Releasing the parking brake"). Parking brake fault In the event of a fault of the parking brake, the EMF indicator light is activated and lights up in yellow in the instrument panel. A Check Control message is output. PARK (®) F10 Indicator light, parking brake fault display Emergency release No emergency release of the parking brake is provided for the customer. The parking brake can be unlocked by unscrewing the EMF actuators and manually turning back the spindles. Note: No special tools are required to manually release the EMF at the calipers. 26 FI 0 Chassis Dynamics 4. Brakes Changing the brake pads To change the brake pads, the EMF actuator must be in the completely open position so that the brake piston can be pushed back. The EMF actuators can be activated and moved into the completely open position with the BMW (ISTA) diagnostics system. This position is necessary to change the brake pads. Once the installation position is reached, the installation mode is set automatically. F10 Electromechanical parking brake with spindle nut in working position forexchanging the brake linings A _ Note: For safety reasons, as long as the EMF control unit is in installation mode, the parking brake cannot be activated. If the parking brake button is actuated despite this, the EMF indicator light flashes yellow in the instrument panel. Installation mode can be cancelled in two ways: • By running the "Reset installation mode" service function using ISTA • By driving the car; a programmed minimum speed has to be exceeded. After being changed, the brake pads must be bedded-in. This is necessary to ensure the brake pad and brake disc pairing assumes the specified friction parameters. Only then will the required braking force be reached. A Note: The exact procedure for bedding-in the service brakes is described in the Repair Instructions. The instructions must be followed exactly. 27 FI 0 Chassis Dynamics 4. Brakes Brake test stand detection Based on a plausibility check (wheel speed comparison), the EMF control unit detects the brake test stand and switches to brake test stand mode. Detection takes approximately 6 seconds. By pulling the parking brake button multiple times in succession, the following target positions are approached: • Brake pads applied • Force 1 for the brake test stand • Force 2 for the brake test stand • Target force. Alternatively, the parking brake button can also be pulled for a longer time in brake test stand mode. The individual target positions are then cycled through, spaced 3 seconds apart. When the brake test stand mode is activated and the EMF actuators are released, the EMF indicator lamp flashes slowly. When the brake test stand mode is activated and the EMF actuators are partially engaged, the EMF indicator lamp starts flashing quickly. When the brake test stand mode is activated and the EMF actuators are completely engaged, the EMF indicator lamp is activated continuously. The parking brake can be disengaged on the brake test stand without the brake pedal or clutch pedal being pressed. The brake test stand mode is terminated automatically when the vehicle leaves the brake test stand. The mode is also deactivated when the parking brake button is pressed or a fault is present. 28 FI 0 Chassis Dynamics 4. Brakes Check Control messages Description Check control message Central Information Display Parking brake engaged - - Installation mode - - Brake test stand detected - actuator released - - Brake test stand detected - actuator in intermediate position - - Retensioning due to rollaway monitoring - vehicle with manual transmission Parking brake overloaded! Parking brake Parking brake overloaded. To park, secure the vehicle against rolling away. Retensioning due to rollaway monitoring - vehicle with automatic transmission Parking brake overloaded! Parking brake To park, ensure that selector lever position P is engaged. Disengaging the parking brake Disengaging the parking brake - Additionally press foot brake Additionally press foot brake _ Parking brake indicator light Check Control symbol PARK (®) 29 FI 0 Chassis Dynamics 4. Brakes Description Additionally engage selector lever position P Check control message Additionally engage transmission P! Central Information Display Parking brake To release the parking brake, also engage selector lever position R Additionally Additionally press foot brake press foot or clutch brake or clutch Parking brake button sensor fault Parking brake Check Control indicator light symbol Redundancy loss, speeds Parking brake fault! Parking brake malfunctioning. Please ask your nearest BMW Service Center PARK (®> PARK (©> to check this. Parking brake Redundancy loss, parking brake button Parking brake malfunctioning! Parking brake malfunctioning. Please ask your nearest BMW Service center PARK (©> PARK (©> to check this. Electromechanical mode - vehicle with manual transmission Parking brake malfunctioning! Parking brake No emergency braking function. When vehicle is at a standstill, parking brake can be engaged and released via button. Ask your nearest BMW Service Center to check this. PARK (®) PARK (®) 30 FI 0 Chassis Dynamics 4. Brakes Description immobilization - vehicle with manual transmission Check control message Parking brake defective Central Information Display Parking brake Parking brake defective. To park, secure the vehicle against rolling away. Ask your nearest BMW Service center to check this. Parking brake indicator light PARK (®) Check Control symbol PARK (©) Electromechanical mode - vehicle with automatic transmission Parking brake malfunctioning! No emergency braking function. When vehicle is at a standstill, parking brake can be engaged and released via button. Ask your nearest BMW Service Center to check this. PARK PARK (® ■ (®) immobilization - vehicle with automatic transmission Parking brake defective Parking brake Parking brake defective. To park, engage selector lever position P. Ask your nearest BMW Service Center to check this. PARK (®) PARK (®) 31 FI 0 Chassis Dynamics 5. Steering A vehicle's steering plays a central role in the chassis and suspension. The technological innovations introduced by BMW like active steering and rear axle slip angle control, are also used in the FI 0. Futhermore, the steering is now implemented completely electrically with the use of EPS (Electronic Power Steering). This system is a modified and enhanced version of the E89 Z4 EPS. Index Explanation 1 Active steering lock 2 HSR actuator 3 Steering wheel 4 Steering column 5 Active steering servomotor with motor position angle sensor 6 Electromechanical power steering 5.1. Basic steering The FI 0 is the first BMW mid-range vehicle to be equipped with electromechanical power steering (EPS). The operating principle and structure of the EPS in the FI 0 is identical to that in the E89 and is explained the E89 Complete Vehicle training material under "Electric power steering with axial parallel arrangement (EPS w/APA)". 32 FI 0 Chassis Dynamics 5. Steering 5.1.1. System wiring diagram ® © F10 System wiring diagram for basic steering 33 TE09-2243 FI 0 Chassis Dynamics 5. Steering Index Explanation 1 EPS 2 Digital Motor Electronics (DME) 3 Junction box electronics with front power distribution box 4 Integrated Chassis Management (ICM) 5 Intelligent battery sensor (IBS) 6 Battery 7 Battery power distribution box 8 Steering column switch cluster (SZL) 9 Instrument cluster (KOMBI) 10 Central Gateway Module (ZGM) 5.1.2. System overview The EPS enables average fuel consumption to be reduced by approx. 0.3 1/100 km (0.317 quart/62miles) compared to a conventional hydraulic steering system. This contributes to a reduction of CO 2 emissions. FI 0 EPS 34 FI 0 Chassis Dynamics 5. Steering Index Explanation 1 Speed reducer 2 Steering-torque sensor 3 Track rod 4 EPS control unit 5 Electric motor with motor position sensor The EPS steering replaces the conventional hydraulic steering system. EPS is always equipped with the Servotronic function. Using the drive dynamic control switch, two different adjustments can be achieved: "Normal" and "Sporty". The EPS is less sensitive to disturbance variables such as bumps and steering wheel vibration. It also contributes to the driving safety of the FI 0 with an active roll damping. Because there is no oil in the EPS, it is more environmentally friendly than conventional hydraulic steering systems. The EPS has Active return to center, this delivers optimum drivability. The EPS also makes it possible for the parking assistance to be implemented for the first time in a BMW vehicle. For more information about parking assistance, refer to the "F10 Driver Assistance Systems" section in this training material. 5.2. Integral Active Steering As with the F01 and F07, the optional equipment Integral Active Steering in the FI 0 is made up of two components: the rear axle slip angle control HSR and the active steering AL on the front axle. The EPS on the FI 0 has been especially adapted and modified to work with the active steering on the front axle. The components of Integral Active Steering, active steering and rear axle slip angle control, cannot be ordered separately, but only as the Integral Active Steering package (option 2VH). 35 FI 0 Chassis Dynamics 5. Steering 5.2.1. System wiring diagram F10 System wiring diagram for Integrated Active Steering 36 TE09-2329 FI 0 Chassis Dynamics 5. Steering Index Explanation 1 Active Steering lock 2 Active Steering electric servomotor 3 Active Steering motor angular position sensor 4 Dynamic Stability Control (DSC) 5 Digital Motor Electronics (DME) 6 Central Gateway Module (ZGM) 7 Control unit for Active Steering 8 Car Access System (CAS) 9 Instrument cluster (KOMBI) 10 Steering column switch cluster (SZL) 11 Brake light switch (BLS) 12 Front power distribution box 13 Integrated Chassis Management (ICM) 14 Rear right power distribution box 15 Battery power distribution box 16 Control unit for rear axle slip angle control (HSR) 17 HSR actuator 18 Hall-effect sensor 19 Track-rod position sensor 5.2.2. Active steering With the optional equipment integral active steering, the steering gear is expanded by adding a planetary gearbox with override function, which implements a speed-dependent steering gear ratio that was already introduced with the E60. 37 FI 0 Chassis Dynamics 5. Steering ® © F10 EPS with active steering Index Explanation 1 Speed reducer 2 Active steering lock 3 Steering-torque sensor 4 Active steering servomotor with motor position angle sensor 5 Track rod 6 EPS control unit 7 Electric motor with motor position sensor In the FI 0, electromechanical power steering is combined for the first time with the active steering planetary gearbox with override function (already familiar from the F01). As a result, the steering is implemented completely electrically. Due to the higher weight of some engines and the higher steering forces associated with the greater front axle load, the power of a typical 12V steering system is no longer sufficient. For this reason, a 24V EPS system is installed in the FI 0, with the N63 engine and in conjunction with the optional Integral Active Steering equipment. The following table explains when a 24V EPS is installed. 38 FI 0 Chassis Dynamics 5. Steering Engine EPS voltage supply (only in combination with option 2VH) 528i 12V 535i 12V 550i 24V EPS with 12V Because active steering demands higher forces from the electromechanical steering, to comply with the higher current draw, when active steering is used in a vehicle with 12V EPS, the voltage is supplied by a separate positive battery connection point. 39 FI 0 Chassis Dynamics 5. Steering ® ® © F10 System wiring diagram EPS with 12V and active steering 40 TE09-2234 FI 0 Chassis Dynamics 5. Steering Index Explanation 1 EPS 2 Positive battery connection point 3 Capacitor box 4 Digital Motor Electronics (DME) 5 Junction box electronics with front power distribution box 6 Integrated Chassis Management 7 Intelligent battery sensor (IBS) 8 Battery 9 safety battery terminal (SBK) 10 Steering column switch cluster 11 Instrument cluster (KOMBI) 12 Central Gateway Module (ZGM) EPS with 24V The higher weight of V8 and Diesel engines result in a higher front axle load. This in turn causes the power required for the steering servo to increase. In conjunction with the active steering, an even higher exertion of force is applied, and therefore even higher current is required for the steering servo. These high current made it necessary to increase the voltage supply of the EPS to 24V. This requires an auxiliary battery, a separator and a charging unit for the auxiliary battery. These components are installed in the luggage compartment of the FI 0 550i (V8). vMif F10 550i 24V EPS components 41 FI 0 Chassis Dynamics 5. Steering Index Explanation 1 Battery 2 Separator 3 Auxiliary battery 4 Battery charging unit for auxiliary battery (BCU) The following system wiring diagram shows the integration of the new components into the vehicle electrical system. 42 FI 0 Chassis Dynamics 5. Steering F10 System wiring diagram EPS with 24V and active steering 43 TE09-2216 FI 0 Chassis Dynamics 5. Steering Index Explanation 1 EPS 2 Digital Motor Electronics (DME) 3 Junction box electronics with front power distribution box 4 Integrated Chassis Management (ICM) 5 Separator 6 Battery charging unit for auxiliary battery (BCU) 7 Rear right power distribution box 8 Auxiliary battery 9 Intelligent battery sensor (IBS) 10 Battery 11 Battery power distribution box 12 Steering column switch cluster (SZL) 13 Instrument cluster (KOMBI) 14 Central Gateway Module (ZGM) The BCU (charging unit) takes over the monitoring of the state of charge and the charging of the auxiliary battery with a 150W DC/DC converter. It monitors a cable (isolation) sheathing of the 24V line and it switches the relay in the separator with which the auxiliary battery is integrated into the circuit. The EPS is supplied with 24V only after this relay has been switched on. In the event of a fault, the EPS can also be operated with 12V. If there is no fault, the relay in the separator is switched as of terminal 15. The 24V line is routed on the vehicle floor and is surrounded by a cable sheath which is monitored by the charging unit (BCU). The following system wiring diagram details the various switch situations and the charging of the auxiliary battery. 44 FI 0 Chassis Dynamics 5. Steering TE 11 — © bCu | H |t- — • 4 ii (7) © © r T\ 1 ' -B- F10 24V operation of the EPS s LJ H Index Explanation 1 Battery power distribution box 2 Battery 3 Intelligent battery sensor IBS. 4 Separator (here: 24V operation) 5 Charging unit for auxiliary battery (Battery Charge Unit BCU) 6 Rear right power distribution box 7 Auxiliary battery In 24V operation mode, the battery and the auxiliary battery are connected in series by the relay in the separator. As a result, the EPS is operated with 24V. 45 FI 0 Chassis Dynamics 5. Steering h- F10 12V operation in the event of a fault Index Explanation 1 Battery power distribution box 2 Battery 3 Intelligent battery sensor (IBS) 4 Separator (here: 12V operation) 5 Charging unit for auxiliary battery (Battery Charge Unit BCU) 6 Rear right power distribution box 7 Auxiliary battery In the event of a fault or before terminal 15, the relay is open and the separator is in the 12V position. The auxiliary battery is no longer connected in series and is no longer in the circuit. 46 FI 0 Chassis Dynamics 5. Steering -pa -& 1 n © •i -El © ® © © ® © F10 Charging of the auxiliary battery in 24V operation s LJ I- Index Explanation 1 Battery power distribution box 2 Battery 3 Intelligent battery sensor IBS. 4 Separator (here: 24V operation) 5 Charging unit for auxiliary battery (Battery Charge Unit BCU) 6 Rear right power distribution box 7 Auxiliary battery The auxiliary battery can be charged in 24V operation using the battery charging unit for the auxiliary battery. To do so, the charging unit takes the energy it uses for charging the auxiliary battery from the vehicle electrical system via the rear right power distribution box. 47 FI 0 Chassis Dynamics 5. Steering FI 0 24V components and line routing Index Explanation 1 Battery charging unit for auxiliary battery (BCU) 2 Separator and auxiliary battery 3 Battery 4 EPS with active steering 5.2.3. Rear suspension slip angle control The rear axle is equipped with integral active steering, thus increasing the comfort and driving dynamics. To review the operating principle of the integral active steering, refer to the F01/F02 Chassis and Suspension and Lateral Dynamics System training material available on TIS and ICP. The components of Integral Active Steering include front active steering and rear axle slip angle control. The Integral Active Steering package (option 2VH) cannot be ordered separately on the FI 0, but only as is part of the (ZDH) Dynamic Handling Package. The (ZDH) Dynamic Handling Package also includes: Electronic Damping Control, Active Roll Stabilization and Adaptive Drive. 48 FI 0 Chassis Dynamics 6. Dynamic Driving Systems 6.1. Force-transfer directions The driving stability control systems can be distinguished by their basic force-transfer directions. Driving stability control systems can act both in and around an axis of the vehicle-fixed coordinate system X, Y and Z. Force- transfer direction Longitudinal Pitch Transverse Yaw Vertical Roll DSC • • Integral Active Steering • • VDM • • DCC • ARS • 6.2. Dynamic Stability Control Dynamic Stability Control is standard in all BMW vehicles. The DSC prevents spinning of the drive wheels when starting up and when accelerating. The DSC also identifies unstable driving conditions, such as oversteer or understeer. The DSC helps to keep the vehicle on a safe course by applying brake interventions on the individual wheels (within the physical limits) and by reducing the engine output in order to control wheel spin and maintain traction. A_ It always remains the responsibility of the driver to adapt his or her driving style. Even with the DSC, the laws of physics still apply. Always Drive Safely! The DSC system control unit is attached to a hydraulic valve block and it includes many individual functions that are listed in the following table. 49 FI 0 Chassis Dynamics 6. Dynamic Driving Systems Function Subfunction Description ABS Antilock Brake System EBV Electronic brake force distribution CBC Cornering Brake Control DBC Dynamic Brake Control ASC Automatic Stability Control MMR Engine torque control MSR Engine drag torque control BMR Brake torque control DSC Dynamic Stability Control GMR Yaw moment control SDR Thrust differential control DTC Dynamic Traction Control The DSC can be operated in three modes: • Normal operation • Dynamic Traction Control (DTC) • DSC OFF 50 FI 0 Chassis Dynamics 6. Dynamic Driving Systems 6.3. Electronic Damper Control (EDC/VDC) F10 Components of the VDM Index Explanation 1 VDM control unit 2 Drive dynamic control switch 3 ICM control unit 4 EDC satellite, front left 5 EDC control valve for rebound 6 EDC control valve for pressure stage The F10 uses Vertical Dynamics Management (VDM) with Electronic Damper Control (EDC). Beginning with the F01/F02, the EDC is also called VDC (Vertical Dynamic Control) and is a function of the VDM. The VDM was introduced with the E70/E71, enhanced for the F01/F02 and now further developed for the FI 0. With Vertical Dynamics Control (VDC), independent electronic damper control for each wheel is possible, whereas EDC is only capable of front to rear adjustments. During this process, the servomotors and the sensors on the shock absorbers, known as satellites, are connected to the VDM control unit via FlexRay. The VDC and the Dynamic Drive (ARS for the vehicles BMW 535i, BMW 550i) are available only in combination as Adaptive Drive (option 2VA). EDC can only be ordered individually as optional equipment (option 223) on the BMW 528i. 51 FI 0 Chassis Dynamics 6. Dynamic Driving Systems For more information regarding EDC/VDC, refer to the F01/F02 "Vertical Dynamics Systems" training material available on TIS and ICR 6.4. Dynamic Drive (ARS) Dynamic Drive (ARS) was introduced for the first time in the E65/E66. As with EDC/VDC is mapped as a function in the VDM control unit. Adaptive Drive (option 2VA) is available as and option on the F10 (in the BMW 535i and BMW 550i only) For more information on Dynamic Drive (ARS), refer to the F01/F02 "Vertical dynamics systems" training material available on TIS and ICR 52 FI 0 Chassis Dynamics 6. Dynamic Driving Systems F10 System wiring diagram for Adaptive Drive FI 0 Chassis Dynamics 6. Dynamic Driving Systems Index Explanation 1 Electronic Damper Control satellite, front left 2 Dynamic Stability Control 3 Hydraulic fluid level sensor 4 Intake restrictor valve 5 Electronic Damper Control satellite, front right 6 Digital Motor Electronics/Digital Diesel Electronics 7 Dynamic Drive valve block 8 Front suspension pressure sensor/rear suspension pressure sensor 9 Shift-position sensor 10 Fail-safe valve, direction valve and low pressure control valve 11 Vertical Dynamics Management 12 Front power distribution box 13 Electronic Damper Control satellite, rear right 14 Electronic Damper Control satellite, rear left 15 Integrated Chassis Management 16 Ride-height sensor, rear left 17 Ride-height sensor, front left 18 Ride-height sensor, front right 19 Ride-height sensor, rear right 20 Connection for driving dynamics control switch 21 Steering column switch cluster 22 Instrument cluster 23 Central Gateway Module 54 FI 0 Chassis Dynamics 6. Dynamic Driving Systems 6.5. Handling Setting Switch F10 Center console Index Explanation 1 Driving dynamics control switch 2 Controller 55 FI 0 Chassis Dynamics 6. Dynamic Driving Systems Index Explanation 1 Driving dynamics control switch for equipment without Adaptive Drive 2 Driving dynamics control switch for equipment with Adaptive Drive In the FI 0 (as in F01 and F07) we can also control all drive and stability control systems in combination through the driving dynamics control switch. The operating principle is identical to that in the F01. For vehicles with Adaptive Drive (option 2VA), four different modes are available on the driving dynamics control switch. For vehicles without Adaptive Drive (option 2VA), the "Comfort" stage is omitted and only three different modes can be configured. The driving dynamics control switch is then labelled with "Normal" instead of “Comfort”. Note: Adaptive Drive combines EDC (Electronic Damper Control) with ARS (Active Roll Stabilization). Sport mode can be adapted using the controller. 56 FI 0 Chassis Dynamics 6. Dynamic Driving Systems F10 Sport mode adaptation You can determine whether the sport mode is to apply to the chassis and suspension only, to the drive, or to both simultaneously. 6.5.1. Dynamic Driving Programs For vehicles without Adaptive Drive Normal Sport Sport+ Drive systems Accelerator pedal characteristic Normal Sports Sports Shift program Normal Sports Sports Shift speed Normal Sports Sports Suspension control systems Power steering assistance Normal Sports Sports Integral Active Steering Normal Sports Sports Dynamic Stability Control DSC on DSC on DTC For vehicles with Adaptive Drive Comfort Normal Sport Sport+ Drive systems Accelerator pedal characteristic Normal Normal Sports Sports Shift program Normal Normal Sports Sports 57 FI 0 Chassis Dynamics 6. Dynamic Driving Systems Comfort Normal Sport Sport+ Shift speed Normal Normal Sports Sports Suspension control 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 Electronic damper control (EDC) Comfortable Normal Sports Sports Dynamic Drive Normal Normal Sports Sports (ARS) 58 Bayerische Motorenwerke Aktiengesellschaft Handlerqualifizierung und Training RontgenstraBe 7 85716 UnterschleiBheim, Germany