Table of Contents Advanced Vehicle Diagnosis Subject Page Understanding Diagnostics.9 Diagnostic Plan.9 Verify the Customer Complaint: Experience the symptom! .9 Symptom .9 Steps to Verify the Complaint .10 Analyze the Problem .10 Steps in Analyzing the Problem .11 Isolate the Problem .11 Steps in Isolating the Problem.11 Repair the Problem .12 Steps to Repairing the Problem .12 Verify the Repair.12 Non-Electrical Diagnosis.13 General Information.13 Repair Work with NED.14 ISTA / ISTA Client .14 ISTA (ISID) Only.14 Available Test Plans for Non-electrical Diagnosis .15 Powertrain .15 Chassis and Suspension.18 Body .20 Information on Playing Videos .30 Connecting Headphones .31 Settings for ISTA Client .32 Interference Noise Service Consultation .33 Checklist for the visual inspection of VIN:.33 Customer survey regarding interference noise on VIN: .36 The I.P.O. Principle.39 Initial Print Date: 03/12 Revision Date: 07/13 Subject Page Diagnosis with ISTA.40 Introduction.40 Diagnostic Procedure.40 Diagnosis Sequence.41 1. Starting diagnosis .41 2. Troubleshooting with a test schedule and hit list.41 2.1 Test schedule for stored faults:.41 2.2 Test schedule for stored faults and known fault patterns: . .41 2.3 Information search:.41 2.4 Functional structure - [!] Current fault patterns:.41 2.5 Procedures (ABL’s):.41 2.6 NED non-electrical diagnosis procedures :.42 2.7 Hit list:.42 3. Carrying out procedures.42 4. Dealing with stored faults.43 5. Taking current technical information into account .44 6. Implementing programming or encoding measures.44 7. Using control unit functions.44 8. Delete fault memory .44 9. Feedback of faults in the diagnostic programs .44 Component Repair without Diagnosis .45 Test Schedule and Priority .46 Retrofitting or converting .46 Displaying and logging diagnosis codes .46 Fault memory list with filter function .46 General instructions for line check.48 Control Unit Functions in ISTA.50 Identification .50 Diagnosis Query.50 Component Activation.50 Restrictions .51 Fault Memory List in ISTA.52 Structure of the Fault Memory List .52 Code.52 Description.52 Kilometer reading.52 Category.52 Display Fault Code.53 Description.53 Details.53 System context.53 Filter Fault Memory.53 Kilometer axis .53 Category.54 Calculate Test Schedule.54 Subject Page Bus Systems Overview.56 Bus Structures: Frequently asked questions.56 1. Why are there so many buses? .57 2. What is a CAN? .58 3. What do “High-speed” and “Low-speed” or “High” and “Low” mean in connection with CAN buses? .59 4. What are the meanings of “ring”, “star” and “bus” in connection with data buses?.60 5. What do “sub-bus”, “master” and “secondary” mean?.61 6. What does “synchronous and asynchronous” mean in connection with bus communication?.61 7. What is a wake-up / activation wire? .62 8. Why does the PT-CAN have an activation wire on some model series but not on others? .62 9. What is the purpose of the terminating resistors? .62 10. What is the correct procedure to measure the terminating resistors in a CAN bus?.63 11. What do ”K-wire”, ”TxD1” and ”TxD2” mean?.63 12. What is “D-CAN”: Diagnosis-on CAN?.64 13. What does “BSD” mean: bit-serial data interface?.65 14. Main characteristics of single wire buses i.e. CAS-Bus, LIN, K-Busprotocol, CA-Bus, BSD, etc.66 Example of message for single wire buses (secondary control units)structure on LIN-bus.66 15. What is “FlexRay”: FlexRay bus system?.67 Main Bus Systems Overview .68 Body CAN, K-CAN.68 Body CAN2, K-CAN2, K-CAN3 .69 Powertrain CAN, PT-CAN .69 Powertrain CAN2, PT-CAN2.69 Ethernet.69 MOST Bus System .69 ICM-CAN.70 FlexRay.70 Possible Faults in Bus Systems .70 Bus Diagnosis .72 Introduction .72 Bus System Analysis.73 Terminating Resistors.74 Bus Wire Colors .78 Subject Page CAN Bus Diagnosis .80 What is a Master Control Module?.80 What is a Secondary Control Module? .80 What is a Multimaster System?.80 Testing Instructions.81 CAN-bus not Operative .81 K-CAN, PT-CAN and F-CAN Oscilloscope Measurement.82 Terminating Resistor Testing .83 K-CAN terminating resistor .83 PT-CAN, F-CAN terminating resistor .84 Inspection procedure for resistance test (Fast CAN i.e. 500 Kbps).85 FlexRay Diagnosis.86 What are the advantages of FlexRay? .86 How is FlexRay connected?.87 Wake-up and Sleep Characteristics .88 Synchronization .88 Fault Handling.88 Wiring .88 Measurements on the FlexRay.89 Wiring Diagrams.90 Introduction.90 General Guidelines .90 Boxes, lines, splices and connectors .92 Wiring Diagram Symbols.97 Wire Color Abbreviations.100 Wiring Diagrams in Color.101 Component Descriptions from F01 .102 Digital Voltage-Ohm Meter.103 Choosing a DVOM .103 The Functions.105 Function Selector Rotary Switch .105 Push Button Functions.107 Input Terminals.109 Display .110 Infinity Display.114 Subject Page Using the DVOM .115 Voltage Testing.115 Amperage Testing .116 Resistance Testing.117 Continuity Testing .118 Voltage Drop Testing.119 Integrated Measurement Interface Box.121 Measuring Devices .126 Multimeter .128 Display Range.129 Range.129 Source (measurement source) .129 Mode .130 Range.130 Using the Multimeter.131 Oscilloscope.132 Display Area .132 Graph Display.133 Measured Value Display.134 Range.134 Cursor and Display Settings .135 Channel .139 Trigger.140 Record Mode .142 Action Line .143 Signals .144 Using the Oscilloscope.146 Workshop Trolley .147 Subject Page Basic Measurements .148 Wire Test .148 Closed Circuit Current Monitoring.150 Recording and Analyzing Measurements .152 Alternator Test.153 Secondary Ignition Test.154 Checking Injector Signal .155 Checking the BSD Line.156 Checking K-CAN .157 Checking PT-CAN .158 Checking FlexRay.159 DME Signals.160 Activation Thrust Air Control Signal (Bypass Blow-off Valve) .160 BSD.161 Camshaft Signal .162 Crankshaft Signal .163 DK Motor (Drosselklappe Motor - Throttle Valve Motor).164 EPDW - Turbocharged Engines .166 Ignition Primary Signal .168 Ion Current Combustion Monitoring (BMW M).170 Injection Signal (High Impedance Coil) - Solenoid Type .172 Injection Signal (Low Impedance Coil) - Solenoid Type.174 Injection Signal (Low Impedance Coil) - HDEV Solenoid Type _175 Injection Signal - HPI Outward-opening Piezo-injectors.180 Oil Volume Control Valve (N18).181 PT-CAN Low.182 PT-CAN High.183 PT-CAN Shorted .184 PWG Signal .185 VANOS Signal.186 VALVETRONIC (Single Phase Motor) .187 VALVETRONIC (3 Phase Motor).188 Subject Page Body Signals .190 Power Windows .190 Motor Hall Sensor (F25).190 Window Motor End Travel.192 Automatic Tailgate Actuation - HKL.194 HKL Hall sensor.194 HKL Motor.196 HKL “Good” Shielded Ground .198 Single Wire Bus.200 LIN Bus .200 KL_30F (BN2020) .202 Blank Oscilloscope Screens.207 Glossary of 3G Technology Acronyms .214 ISTA/P BN2020 Terminology .214 ISTA/P BN2020 Acronyms* .214 ISTA/P BN2010 Acronyms**.215 Current Draw Diagnosis.216 Why do we use a voltage drop measurement across a fuse to determine the current draw on the circuit that the fuse feeds? _216 Who figured this out? .216 What advantage does it have? .216 How to use the chart to diagnose a Parasitic Current Draw?_217 Current Draw Matrix.220 Advanced Vehicle Diagnosis Model: All Production: All After completion of this module you will be able to: • Develop practical diagnosis hands-on practice utilizing the latest BMW Equipment via simulated faults on specific systems. • Document the availability of Non-Electrical Diagnosis tools in ISTA. • Apply skills to properly diagnose simulated bugged vehicles. • Discuss the utilized diagnosis plans to determine the most efficient way to repair faults. • Underline the importance of proper procedure while diagnosing vehicle faults. • Compile the necessary technical documentation preceding every vehicle diagnosis. • Recognize the added value of adequate research prior to engaging any diagnosis process. 8 Advanced Vehicle Diagnosis Understanding Diagnostics Trial and error creates inconvenience for the Customer and the Service Department when misdiagnosis or longer waits occur as the technician tries different repair attempts. This is against BMW’s promise to the customer to “Fix it right the first time, on time, every time”. If the vehicle is not repaired efficiently the productivity of the technician suffers. Taking some time at the beginning to plan a diagnostic course of action can help give structure to what may appear in the beginning to be a chaotic situation. As future systems increase in complexity so does their dependency on the Diagnosis Program as the principle tool for troubleshooting. However, the importance of under¬ standing the calculated steps of a basic troubleshooting plan is just as important as before. There will always be instances where the Test Modules provided by ISTA need to be supplemented by a thoughtful diagnostic plan that is created by the skilled technician. A parallel diagnostic plan that includes proper recording of test data along with the Diagnosis Program is a good habit to follow every time that troubleshooting is reguired. A successful diagnostic plan will: • Save repair time. • Satisfy the customer by reducing vehicle down time. • Increase Center profitability. • Increase technician pride and earnings. Diagnostic Plan The Diagnostic Plan consists of 5 steps: 1. Verify the Customer Complaint -“Experience the Symptom!” 2. Analyze the Problem. 3. Isolate the Problem. 4. Repair the Problem. 5. Verify the Repair. Verify the Customer Complaint: Experience the symptom! Most troubleshooting starts the moment you receive a written description of the cus¬ tomer complaint. The complaint is the customer’s description of a symptom that they are experiencing with the vehicle. Symptom A symptom is any circumstance, event or condition that accompanies something and indicates its existence or occurrence. 9 Advanced Vehicle Diagnosis There may be multiple symptoms that are created with one problem. An example is a defective thermostat: If the thermostat is stuck open the heater output will be insufficient, also, if the engine can never reach operating temperature then fuel mileage and performance will suffer. Which one of these complaints (symptoms) would lead you to the problem faster? What is important to remember is that the customer may only complain about one symptom. It is the job of the technician to be a detective and carefully observe. There may be another symptom not complained of that directly points to the root cause of the problem. Steps to Verify the Complaint • Before getting in the vehicle, review the R.O., confirm this is the correct vehicle. • Is any additional information needed about the complaint? Certain questions to the customer can help narrow this step. • Is the problem intermittent? What are the conditions (roads, temp., speed, etc.)? What is the frequency of the occurrence? • Test drive if drivability related or the conditions require, duplicate conditions as stated by customer. • Was the complaint reproduced? • Is knowledge of system or vehicle sufficient? • Review reference training material and owner’s handbook for a description of feature operation. • Research complaint in SIB’s. • Research past repair history on vehicle. Analyze the Problem After verification of the complaint, analyze the problem. Use all resource available to aid in system diagnostics: • Vehicle Fault Memory • ETM, Repair Manual, SIB, etc. • Vehicle Repair History • Training Handouts • Round Table Information • Hotline • Known Good Vehicle Analyzing the problem allows for the development of a repair plan. 10 Advanced Vehicle Diagnosis Steps in Analyzing the Problem • Perform a Short Test. • Does an SIB pertain to this vehicle? • Refer to the Function Description for additional system information. • Is a test plan available for this system? • Use fault symptom selection. • Perform Diagnosis Request. Isolate the Problem To isolate the problem is “to place apart from others”. The object here is to zoom in on the problem area. It is easy to be overwhelmed by a problem, just reaching for an ETM can add to the confusion. ISTA provides automatic tests in test modules to aid in the determination of the exact area or cause of the problem. The elimination of components from the diagnostic trail, shortens the path. The first question asked should be: • Is the problem Hydraulic, Mechanical or Electrical? Save time by NOT testing components that could not create the problem. Steps in Isolating the Problem • Use Test Modules. • Perform electrical tests with the IMIB or a DVOM. • Consult fault charts in Repair or Diagnostic Procedures Manuals. • Control Module Self Diagnosis. • Use appropriate special tools (e.g. battery draw tester, tank leakage adapters, breakout boxes, etc.). • Substitute a known good part. Workshop Hint If a TEST PLAN is not available: • Think about the system in its entirety. • Be sure the normal operation is understood. • Develop a PLAN. • Use all available resources. fg • Don’t try to diagnose the entire system at once, break it into manageable chunks. • Check the easy things first. It would waste time to install the breakout boxes to find a bad bulb. 1-—- If a TEST PLAN js available: • Do not skip steps. • Never assume results without doing a step. • Recheck your work. 11 Advanced Vehicle Diagnosis Repair the Problem Repair the problem using approved repair techniques and parts. Having verified, isolated and analyzed the problem the last step is to repair or replace the component. Before installing that shiny new part, take one last step back from the vehicle to ask a final set of questions. • Could another component have caused this part to fail? • Were all the instructions in the Test Plan or Diagnostic Procedures followed? • Is there anything that might have been overlooked? Confident that the proper diagnosis has been made, complete the repairs. Steps to Repairing the Problem • Follow the instructions in the repair manual. • Refer to Construction Groups in the microfiche if necessary. • Follow specific guidelines for wire harness repair or replacement. • Make proper adjustments after installing the part. • Perform Coding or Programming if required. • Make sure another problem is not created in performing this repair. Verify the Repair Always recheck for the complaint under the same conditions used to verify. The object is to prove the problem does not resurface. • Clear the fault codes. • Test drive the car. • Check for re-occurring fault codes. • Clear adaptations if necessary. • Recheck the part installation for missing bolts or tie wraps. Workshop Hints • Follow repair or replacement procedures as detailed in TIS. • Use only genuine parts. 12 Advanced Vehicle Diagnosis Non-Electrical Diagnosis General Information Non-electrical diagnosis (NED) Test Plans (ABL’s) are available in the BMW Diagnostic System ISTA and ISTA PC Client. They include ABL’s that focus on non-electrical issues such as (but not limited to): • Interference noises • Malfunctions • Leaks of operating fluids • Water ingress • Optical complaints • Odors As of ISTA Version 2.27, the "Non-electrical diagnosis - NED" gets its own function node in the Function Structure tab. The new function node is located on the same level as: Powertrain, Chassis and Suspension, Body, Driver Assistance Systems, etc. All Test Plans from the Non-electrical diagnosis are under the "05 Non-electrical diag¬ nosis - NED" function node from ISTA version 2.27 onwards. “The Available Test Plans for NED” section (page 9) contains a summary of the test modules that can be called up with the Workshop PC and ISID. 13 Advanced Vehicle Diagnosis Repair Work with NED ISTA/ISTA Client Diagnosis for test modules that can be run with both the ISID (ISTA) and the Workshop PC (ISTA Client): • Enter the vehicle identification number of the problem vehicle via "Identification" and "Vehicle Identification Number". • Select "Activities" > "Information Search" > "Function Structure". ® Non-electrical diagnosis procedures are listed under "05 Non-electrical diagnosis -NED". ISTA (ISID) Only Some Test Plans (ABL’s) are only available through the use of the ISID. In order to get to an NED Test Plan please perform the following: 1. Connect ISID with the vehicle and perform the vehicle test. 2. Select "Activities" > "Information Search" > "Function Structure". ® Non-electrical diagnosis procedures are listed under "05 Non-electrical diagnosis -NED". 14 Advanced Vehicle Diagnosis Available Test Plans for Non-electrical Diagnosis The following information is intended only as a guide since its contents are constantly being updated in the BMW Diagnosis System (ISTA/ISID). For an updated list of the available NED ABL’s please utilize ISTA. The following tables show a summary of the available NED ABL’s in ISTA. The entries shown in Bold specify what is New or Revised for ISTA version 2.33. Test Plans that can be run without vehicle communication (Offline) are marked with an “X” in the “PC” column. Powertrain Test Plan subject Model Series / Engine / Gearbox TM ID PC Strongly recommended use Engine, interference noise R55, R56, R57, R60 - N12, N14, N16, N18 AM1101_00063 X — Engine, interference noise E81, E82, E83, E84, E87, E88, E90, E91, E92,E93-N47 AM1101_00090 X — Engine, interference noise E60, E61, F10, F11, F25-N47 AM1101.00091 X — Transfer box, oper¬ ating fluid leak E70,E71, F25 AM2704_00156 X Before replacing the transfer box Transfer box, oper¬ ating fluid leak E70,E71, F25 AM2704_00157 X Before replacing the transfer box Transfer box, oper¬ ating fluid leak E84, F01, F02, F07, F10, F11 AM2704_00158 X Before replacing the transfer box Rear axle final drive, leaks of operating flu¬ ids E84, F01, F02, F03, F04, F07, F10, F11, FI 3, F20, F25, F30, F31 AM3304_00149 X Before replacing the rear axle final drive Rear axle final drive, failure (leaks on the rear axle final drive) E60, E61, E63, E64, E70, E71, E72, E81, E82, E87, E88, E89, E90, E91, E92, E93, RR4 B3310_HAGMECH1 X Before replacing the rear axle final drive Rear axle final drive, interference noise E60, E61, E63, E64, E70, E71, E72, E81, E82, E87, E88, E89,E90, E91, E92, E93, RR4 B3310_HAGMECH2 X Before replacing the rear axle final drive 15 Advanced Vehicle Diagnosis Powertrain continued... Test Plan subject Model Series / Engine / Gearbox TM ID Gearbox and clutch, interference noise R55, R56, R57 AM2301_00033 Gearbox, malfunctions R55, R56, R57 B2300_R56MECH2 Gearbox 6HP (ZF), malfunction E60, E61, E63, E64, E65, E66, E68, E81, E82, E83, E85, E86, E87, E88, E89, E90, E91, E92, E93, E70, E71, F01, F02, RR4, RR1, RR2 W2460_TSG001 Fuel system, malfunction E82, E88 AMI 602_00047 Fuel system, odors E70 AMI 607.00134 Clutch, malfunction E81, E82, E84, E87, E88, E90, E91, E92, E93 AM2302_00114 Clutch, malfunction E60, E61, F10, F11 AM2302_00115 Clutch, smell R55, R56, R57, R58, R59, R60, R61 AM2307_00116 Engine, interference noise E60, E61, E63, E64, E65, E66, E70, E71, F07, F01, F02, FI 0, F11, FI 2, FI 3, FI 8, F25 - N51, N52, N52K, N53, N54, N55 AM1101 _00113 Engine, interference noise E81, E82, E83, E85, E86, E87, E88, E90, E91, E92, E93 - N51, N52, N52K, N53, N55 AM1101_00112 Engine, interference noise E84, E89, F20 - N20 AM1101_00069 Engine, interference noise E81, E82, E83, E84, E87, E88, E90, E91, E92, E93 - N47 AM1101_00090 PC Strongly recommended use Before replacing the manual gearbox Before replacing the manual gearbox 16 Advanced Vehicle Diagnosis Powertrain continued... Test Plan subject Model Series / Engine / Gearbox TM ID Engine, interference noise FI 0, F11, F18 - N20 AM1101.00070 Engine, interference noise F20- N13 AM1101.00068 Engine, interference noise R55, R56, R57, R60-N47 AM1101.00092 Engine, leaking fluids and lubricants E81, E82, E83, E84, E85, E87, E88, E89, E90, E91, E92, E93 - N43, N45, N46 AM1104.00071 Engine, leaking fluids and lubricants E60, E61 - N43,N46 AM1104.00072 Engine, operating fluid leaks E60, E61 - N47 AM1104.00110 Engine, operating fluid leaks E81, E82, E83, E87, E88, E90, E91, E92, E93, F25 -N47 AM1104.00109 T ransfer box, interference noise E83 AM2701.00058 Transfer box, interference noise E84, F01, F02, F07, F10, F11, FI 2, FI 3 AM2701.00132 Transfer box, interference noise E70, E71, F25 AM2701.00133 Transfer box, operating fluid leak E84, F01, F02, F07, F10, F11, FI 2, FI 3, F20, F21, F30, F31 AM2704.00130 Front axle final drive, leaking fluids and lubricants E84, E90, E91, E83 AM3104.00117 Front axle final drive, leaking fluids and lubricants E70, E71, F02, F07, F10, F11, FI 2, FI 3, F25 AM3104.00118 PC Strongly recommended use Before replacing the transfer box Before replacing the transfer box Before replacing the transfer box Before replacing the transfer box 17 Advanced Vehicle Diagnosis Chassis and Suspension Test Plan subject Model Series / Engine / Gearbox Steering, interference noise F01,F02, F07 Steering, interference noise F25 Steering, F10, F11, F12 , F13, interference noise FI 8 Self-leveling suspension, RR4 malfunction E60, E61, E63, E64, E65, E66, E67, E68, E70, E71, Brakes, E72, E81, E82, E83, E84, interference noise E85, E85, E86, E87, E88, E89, E90, E91, E92, E93, FI 0, F11, FI 2, FI 3, F18 Brakes, interference noise F01, F02 Brakes, interference noise F10, F11 Brakes, interference noise F25 E67, E46, E52, E53, E60, E61, E63, E64, E65, E66, E68, E70, E71, E72, E81, Chassis and E82, E83, E85, E86, E87, suspension, E88, E89, E90, E91, E92, wheel alignment E93, F01, F02, F04, F07, R50, R52, R53, R55, R56, R57, RR1, RR2, RR3, RR4 Directional stability, E70 E71 E72 general complaint Directional stability, F01, F02, F04, F07, F10, general complaint F11, F18 AM3201 AM3201 00037 AM3201 00104 AM3702 00172 AM3401 00021 AM3401 00007 AM3401 00140 AM3401 00050 AT3200 Fahrwerk AM3009 00108 AM3102 00046 Strongly recommended use Before replacing the steering box Before replacing the steering box Before replacing the steering box 18 Advanced Vehicle Diagnosis Chassis and Suspension continued... Test Plan subject Model Series / Engine / Gearbox TM ID PC Strongly recommended use Rear axle, interference noise F01, F02, F04, F07, F10, F11, FI 2, F13, F18 AM3301_00141 — — Rear axle, interference noise R55, R56, R57 AM3301_00020 X — Hydraulic system (ARS), leak operating fluid E70, E71 AM3204_00056 — — Hydraulic system (ARS), leak operating fluid F01, F02, F07 AM3204_00059 — — Steering, interference noise E81, E82, E87, E88, E90, E91, E92, E93 AM3201_00009 X Before replacing the steering box Steering, interference noise E60, E61, E63, E64, E65 AM3201_00014 X Before replacing the steering box Steering, interference noise E70, E71 AT3200_L4Mech — Before replacing the steering box Steering, interference noise F20 AM3201_00084 X Before replacing the steering box Steering, interference noise F30 AM3201_00105 X Before replacing the steering box Steering-column switch cluster, interference noise E70, E71, E72, E81, E82, E87, E88, E89, E90, E91, E92, E93 B3235_SZLMECH1 — Before replacing the steering column switch cluster Front axle (with ARS), interference noise E70, E71 B3110_E70MECH2 — — Front axle (without ARS), interference noise E70, E71 B3110_E70MECH1 — — Front axle, interference noise E81, E82, E84, E87, E88, E90, E91, E92, E93 AM3101_00008 — — 19 Advanced Vehicle Diagnosis Chassis and Suspension continued... Test Plan subject Model Series / Engine / Gearbox TM ID PC Strongly recommended use Front axle, interference noise F01, F02, F07 AM3101_00005 X — Front axle, interference noise F10, F11 AM3101 _00107 X — Front axle, interference noise F20 AM3101.00085 X — Front axle, interference noise F25 AM3101.00038 X — Front axle, interference noise F30 AM3201.00106 X — Front axle, interference noise R55, R56, R57 AM3101.00080 X — Body Test Plan subject Model Series / Engine / Gearbox TM ID PC Strongly recommended use Glove box, malfunction F20 AM5102.00159 X — Rear end, interference noise F20, F21 CM 00 o o o 1 o lO < — — Rear end, interference noise F30 AM5101.00143 — — Heater/air condi¬ tioning system, interference noise F20, F30 AM6401.00102 — — Dashboard, interference noise F20, F21 AM5101.00094 — Before removing the dashboard Panorama glass sunroof, interference noise F31 AM5401.00161 — Before replacing the slide/tilt sunroof unit 20 Advanced Vehicle Diagnosis Body continued... Test Plan subject Model Series / Engine / Gearbox TM ID PC Strongly recommended use Panorama glass roof, water ingress F31 AM5401_00162 X Before replacing the slide/tilt sunroof unit Slide/tilt sunroof, interference noise F20, F30 AM5401 _00087 X — Front seats, interference noise E70, E71, E72 AM5201_00012 X Before replacing the seat cover Front seats, interference noise F01,F02, F03, F04, F07, F10, F11, FI 8 AM5201_00011 — Before replacing the seat cover Door lock failure, (closure system failure) E60, E61, E63, E64, E70, E71, E72, E81, E82, E84, E87, E88, E89, E90, E91, E92, E93, F01, F02, F03, F04, F07, F10, F11, FI 8, F25, F30, F31, R60 AM5102_00035 — Before replacing the door lock Retractable hard¬ top, interference noise E93 AM5401_00001 — Before replacing the hardtop Wind noise, complete vehicle F10, F11 AM5008_00146 X — Dashboard, interference noise E70, E71, E72 B5116_E70MECH1 — Before removing the dashboard Dashboard, interference noise F25 AM5101_00083 — Before removing the dashboard Dashboard, interference noise R55, R56, R57, R58, R59 AM5101_00096 — Before removing the dashboard Panorama glass roof, malfunction F25 AM5402_00061 X Before replacing the slide/tilt sunroof unit Slide/tilt sunroof, interference noise E60, E65, E66, E68, E71, E72 AM5401_00125 X — 21 Advanced Vehicle Diagnosis Body continued... Test Plan subject Model Series / Engine / Gearbox TM ID Slide/tilt sunroof, water ingress E60, E65, E66, E68, E71, E72 AM5403_00124 Doors, interference noise F06 AM5101_00144 Outside mirror, interference noise E81, E82, E84, E87, E88, E89, E90, E91, E92, E93 AM5101_00036 Exterior mirror, malfunction F20, F30 AM5102_00052 Exterior mirror, malfunction E70, E71, E72, E81, E82, E83, E85, E86, E87, E88, E90, E91, E92, E93, E70, E71, E72, F01, F02, F07 AM5102_00010 Roller cover, interference noise E60, E61 B5147_E61 MECH1 Roller cover, interference noise E90, E91, E92, E93 B5147_E91 MECH1 Club door, split door, interference noise R55 B415CLR55MECH1 Club door split door, malfunction R55 B4150_R55MECH3 Club door split door, water ingress R55 B4150_R55MECH2 Headlining, interference noise E70, E71, E72 B5144_E70MECH1 Headlining, interference noise F01, F02 AM5401_00053 Power window regulator, interference noise R55, R56, R57, R58, R59 AM5101 _00135 PC Strongly recommended use Before replacing the exterior mirror Before replacing the roofliner Before replacing the roofliner 22 Advanced Vehicle Diagnosis Body continued... Test Plan subject Model Series / Engine / Gearbox TM ID Front lights, visual complaint (headlight dewfall) E60, E61, E63, E64, E65, E66, E67, E68, E81, E82, E83, E84, E85, E86, E87, E88, E89, E90, E91, E92, E93, E53, E70, E71, E72, F01, F02, F03, F04, F07, FI 0, F11, FI 2, F13, F14, FI 8, F25, F30, R53, R55, R56, R57, R58, R59, R60 AT6312_MECH Front lights, appearance issues F20 AM6305_00039 Pedal assembly and accelerator pedal, interference noise F25 AM5101 _00126 Belt handover, malfunction (belt handover) E92 B6716_92001 Seat-belt extender, malfunction E92 AM7202_00025 Luggage compart¬ ment trim, interference noise (noises from luggage compartment) E91 B5147_E91MECH2 Rear end, interference noise (noises in the rear end) E91 AT5100_E91MECH Rear end, interference noise E70 B5100_HECKMECH1 Rear end, interference noise F01, F02, F03, F04 AM5101_00054 Rear end, interference noise F11 AM5101_00073 Rear end, interference noise F25 AM5101_00074 PC Strongly recommended use Before replacing the seatbelt extender Before replacing the seatbelt extender 23 Advanced Vehicle Diagnosis Body continued... Test Plan subject Model Series / Engine / Gearbox TM ID PC Strongly recommended use Luggage compart¬ ment lid, interference noise E70, E71 B4162_E70MECH1 X — Tailgate, malfunction E60, E61, E63, E70, E71, E72, E81, E82, E87, E88, E89, E90, E91, E92, E93, R55, R56, R57 B4162_HKLMECH1 X — Tailgate, malfunction E70, E71, E72 B5124_PL4001 — — Heater/air condition¬ ing system, smell F20, F30 AM6407_00103 X — Dashboard, interference noise E81, E82, E87, E88 B5116_E87MECH1 X Before removing the dashboard Dashboard, interference noise E84 AM5101_00030 X Before removing the dashboard Dashboard, interference noise E89 AM5101_00031 X Before removing the dashboard Dashboard, interference noise / malfunction E60, E90, E91, E92 B5116_E90MECH1 X Before removing the dashboard Dashboard, interference noise FI 0, F11, F18 AM5101_00057 X Before removing the dashboard Dashboard, interference noise FI 2, F13 AM5101_00064 X Before removing the dashboard Dashboard, interference noise R55, R56, R57, R58, R59 AM5101_00096 — Before removing the dashboard Dashboard, interference noise F01, F02, F03, F04 AM5101_00045 — Before removing the dashboard Dashboard, interference noise F30 AM5101_00095 X Before removing the dashboard 24 Advanced Vehicle Diagnosis Body continued... Test Plan subject Model Series / Engine / Gearbox TM ID PC Strongly recommended use Dashboard, interference noise R55, R56, R57, R58, R59 AM5101_00096 X Before removing the dashboard Dashboard, interference noise R60 AM5101_00044 — Before removing the dashboard Dashboard, malfunction E70, E71, E72 AT5116_E70MECH X Before removing the dashboard Panorama glass sunroof, interference noise E61 B5410_E61 MECH1 — Before replacing the slide/tilt sunroof unit Panorama glass sunroof, interference noise E70, E71 B5410_E70MECH1 — Before replacing the slide/tilt sunroof unit Panorama glass sunroof, interference noise E83 B5410_E83MECH1 — Before replacing the slide/tilt sunroof unit Panorama glass sunroof, interference noise E84 AM5410_84PADA_G — Before replacing the slide/tilt sunroof unit Panorama glass sunroof, interference noise E91 B5410_E91 MECH1 — Before replacing the slide/tilt sunroof unit Panorama glass sunroof, interference noise F07 AM5401_00016 — Before replacing the slide/tilt sunroof unit Panorama glass sunroof, interference noise F11 AM5401_00067 X Before replacing the slide/tilt sunroof unit Panorama glass sunroof, interference noise F25 AM5401_00060 X Before replacing the slide/tilt sunroof unit Panorama glass sunroof, interference noise R55, R56 B541CLR56MECH1 — Before replacing the slide/tilt sunroof unit 25 Advanced Vehicle Diagnosis Body continued... Test Plan subject Model Series / Engine / Gearbox TM ID PC Strongly recommended use Panorama glass sunroof, interference noise R60 AM5401_00076 — Before replacing the slide/tilt sunroof unit Panorama glass roof, water ingress E61 B5410_E61 MECH2 — Before replacing the slide/tilt sunroof unit Panorama glass roof, water ingress E70, E71 B5410_E70MECH2 — Before replacing the slide/tilt sunroof unit Panorama glass roof, water ingress E83 B5410_E83MECH2 — Before replacing the slide/tilt sunroof unit Panorama glass roof, water ingress E84 AM5410_84PADA_W — Before replacing the slide/tilt sunroof unit Panorama glass roof, water ingress E91 B5410_E91 MECH2 — Before replacing the slide/tilt sunroof unit Panorama glass roof, water ingress F25 AM5403.00062 — Before replacing the slide/tilt sunroof unit Panorama glass roof, water ingress R55, R56 B5410_R56MECH2 — Before replacing the slide/tilt sunroof unit Panorama glass roof, water ingress R60 AM5403_00078 — Before replacing the slide/tilt sunroof unit Panorama glass roof, malfunction E61 B5410_5E61SHD — Before replacing the slide/tilt sunroof unit Panorama glass roof, malfunction E70, E71 B5410_70SHDME — Before replacing the slide/tilt sunroof unit Panorama glass roof, malfunction E91 B5410_91 SHDME — Before replacing the slide/tilt sunroof unit Panorama glass roof, malfunction E83 B5410_83SHDME — Before replacing the slide/tilt sunroof unit 26 Advanced Vehicle Diagnosis Body continued... Test Plan subject Model Series / Engine / Gearbox TM ID PC Strongly recommended use Panorama glass roof, malfunction E84 AM5410_84PADA_F X Before replacing the slide/tilt sunroof unit Panorama glass roof, malfunction R56 B5410_SHDR56 — Before replacing the slide/tilt sunroof unit Slide/tilt sunroof, interference noise E71, E72, E65, E66, E68, E60 AM5401_00125 X — Slide/tilt sunroof, water ingress E71, E72, E65, E66, E68, E60 AM5403_00124 X — Slide/tilt sunroof, water ingress F20, F30 AM5403_00088 X — Locking system, interference noise E60, E61, E63, E64 B5120_E60MECH3 — Before replacing the door lock Locking system, water entry (E60 doors watertightness) E60, E61, E63, E64 B5120_E60MECH2 — — Rear seats, interference noise F01, F02, F03, F04 AM5201_00055 X Before replacing the seat bench or the seat cover Rear seats, interference noise F25 AM5201_00098 X — Rear seats, interference noise (noises 2 and 3 row of seats) E70, E71 B5200_E70MECH1 X Before replacing the seat or the seat cover Rear seats, interference noise R55, R56 AT5220_R55MECH X — Front seats, interference noise E60, E61 AM5201_00013 X Before replacing the seat cover Front seats, interference noise E81, E82, E87, E88, E89, E90, E91, E92 B5210_L2SIMECH1 X Before replacing the seat cover Front seats, interference noise E93 AM5210_E93MECH X Before replacing the seat cover 27 Advanced Vehicle Diagnosis Body continued... Test Plan subject Model Series / Engine / Gearbox TM ID PC Strongly recommended use Front seats, interference noise F20, F30 AM5201_00086 X Before replacing the seat cover E81, E82, E83, E84, E85, E86, E87, E88, E89, E90, Leather front seats, E91, E92, E93, E70, E71, E72, E60, E61, E63, E64, AM5205_00034 X Before replacing the seat visual complaint E65, E66, E67, E68, F01, F02, F03, F04, F07, F10, F11, FI 2, F13, F14, F18, cover F20, F25, F30, F31 Doors, interference noise F01, F02, F03, F04 AM5101_00051 X — Doors, interference noise F10, F11 AM5101_000119 — — Doors, interference noise F20 AM5101.00093 X — Doors, interference noise F25 AM5201_00097 — — Doors, interference noise R55, R56, R57 B4150_R56MECH2 X — Doors, malfunction R55, R56, R57 B4150_R56MECH1 X — Door frame, interference noise E87, E90, E91 B4150_E87MECH1 X — Door trim panel, interference noise E70, E71 B5140_E70MECH1 X — Convertible top, interference noise FI 2 AM5401_00022 X Before replacing the soft top Convertible top, interference noise R59 AM5401.00099 X Before replacing the soft top Soft top, malfunction E88 AM5402_00024 X Before replacing the soft top Soft top, malfunction FI 2 AM5402.00043 X Before replacing the soft top 28 Advanced Vehicle Diagnosis Body continued... Test Plan subject Model Series / Engine / Gearbox TM ID PC Strongly recommended use Soft top, malfunction R57 AT5434_R57MECH_F X Before replacing the soft top Soft top, malfunction R59 AM5402_00100 X Before replacing the soft top Soft top, water ingress E88 B5434_E88MECH1 X Before replacing the soft top Soft top, water ingress FI 2 AM5403_00023 X Before replacing the soft top Soft top, water ingress R57 AM5403_00002 X Before replacing the soft top Soft top, water ingress R59 AM5403_00101 X Before replacing the soft top Soft top, appearance issues FI 2 AM5405_00081 — Before replacing the soft top Soft top, appearance issues R57 AM5405_00017 X Before replacing the soft top Soft top, appearance issues E88 AM5405_00042 X Before replacing the soft top Retractable hardtop, interference noise E89 AT5437_E89MECH X Before replacing the hardtop Retractable hardtop, malfunction E93 B5437.E93MECH4 — Before replacing the hardtop Retractable hardtop, water ingress E93 B5437.E93MECH1 — Before replacing the hardtop Wind noise, interference noise F07 AM5008.00122 X — Wind noise, interference noise F01, F02, F04 AM5008_00121 X — 29 Advanced Vehicle Diagnosis Information on Playing Videos The graphic below illustrates the different pictograms used in the ABL videos. Index Explanation Index Explanation 1 Speed reading 8 AC OFF 2 Revolution counter 9 Rough road surface 3 Clock 10 Depress clutch pedal 4 Activate starter button 11 Vehicle twisting 5 Engine temperature warm 12 Vehicle raised 6 Engine temperature cold 13 Vehicle raised 7 AC ON — — 30 Advanced Vehicle Diagnosis Connecting Headphones In order to be able to use headphones for playing interference noise videos on the ISID, they must be connected as shown in the graphic below. Index Explanation 1 ISID 2 Headphones 31 Advanced Vehicle Diagnosis Settings for ISTA Client In order to be able to play videos the setting for the Adobe Reader must be adjusted. For this you must open Adobe Reader and select "Preferences" in the "Edit" menu. Then select the category "Multimedia Trust" and change the following settings under "Options" [1]: • Select "Other documents" [2] • Activate "Enable multimedia processes" [3] • Select "Player only" [4] and set each authorization to "Always" [5] • Confirm the modified settings with "OK". [6] The graphic below shows a schematic for Adobe Reader 9.x: nil idCcgoriH L F BOO 1-1002 l»USl \.vtk/lS Ptplay [t* tOi T £_j fiMwt r, . 1 , VMviwi on l * > m : C jAfcw tn irt ? i-rvl rh * f bdfyiQ-ijtaYbsth vit*hvt iITtf. v.i -M I ■'! i'l l m rrrri ■ I nv V i.ia-51 ywj W. UuAMd | C V r ■- k — n _J 32 Advanced Vehicle Diagnosis Interference Noise Service Consultation Checklist for the visual inspection of VIN: Body, exterior O Damage o Gap dimensions o Add-ons o Series deviations o Foreign particles o Miscellaneous Wheels / Tires O Damage o Series / non-series o Summer / winter o Worn tire tread o Balancing weights o Miscellaneous Check applicable and/or underline or add entries as necessary. 33 Advanced Vehicle Diagnosis Checklist for the visual inspection continued... Engine compartment O Aperture to the engine compartment O Loose engine cover o Steering collar o Air conditioning lines o Miscellaneous o Miscellaneous Vehicle underbody O Damage O Lose objects, foreign objects o Exhaust system / driveshaft o Missing seal / plug o Miscellaneous o Miscellaneous Check applicable and/or underline or add entries as necessary. 34 Advanced Vehicle Diagnosis Checklist for the visual inspection continued... Luggage compartment O Loose objects, spare wheel, toolkit O Miscellaneous o Miscellaneous o Miscellaneous o Miscellaneous o Miscellaneous Interior O Glove box, loose objects o Door trim panels, loose objects o Seats, inside, below, seat rail o Miscellaneous o Miscellaneous o Miscellaneous Check applicable and/or underline or add entries as necessary. 35 Advanced Vehicle Diagnosis Customer survey regarding interference noise on VIN: What type of noise O Rattling noise, tapping noise, ticktack noise, banging noise, clattering noise, thumping noise, knocking noise. O Groaning noise, creaking noise, crackling noise. o Squeaking noise, whistling noise, wailing noise o Humming noise, droning noise, whirring noise, grinding noise, scraping noise o Hissing noise, fizzing noise, wind noise o Continuous o Temporarily o Rarely o Occurred for the first time o 1 day ago 1 week ago o 1 month ago o Miscellaneous Where - area O Front passenger compartment: Cockpit, pedals, windscreen, steering, doors, roof, seats o Behind the driver’s seat: Rear seat, soft top, luggage compartment o Exterior: Wind noise, wiper, braking, engine, exhaust system o Miscellaneous Check applicable and/or underline or add entries as necessary. 36 Advanced Vehicle Diagnosis Customer survey regarding interference noise continued... When - drive dependant O Vehicle is parked, engine is off: when operating pedals, cockpit parts, steering wheel, electrical add-ons O Vehicle is parked, engine is running: Speed-dependent, depending on electrical additional loads o Vehicle moving: When accelerating, braking, steering, only at high speeds o Miscellaneous How - marginal conditions O Uneven roadway: Rough surface, pot holes, cobbled pavement, curb O Rain o Ambient temperature: very cold, cold, warm, hot o Miscellaneous Miscellaneous O Interference noise currently present O Audio recording for the interference noise is available o Repair history o Miscellaneous Check applicable and/or underline or add entries as necessary. 37 Advanced Vehicle Diagnosis For more information on NED and Noise Analysis please reference ISTA and ST1217 Noise Analysis Training Manual available on ICP. 38 Advanced Vehicle Diagnosis The I.P.O. Principle Control modules receive information from sensors advising them of certain operating conditions. This information is identified as Input to the control modules. The Input con¬ tinually informs the control modules of conditions that may be changing. The control module then process the Input information comparing it to programmed responses or commands based on every possible operating condition. The control module decides based on the programming and the Input conditions which output signal to operate. The control module, based on the processing that has occurred, then sends a signal to a component changing the status of that component. The components respond to the output signal of the control module. Any device controlled by a processor requires input to the alert the operating program of a condition. The program processes the input information and logically activates an output of a component. All BMW control systems are explained by the IPO principle. It is the key to understand¬ ing all BMW control system technologies. 39 Advanced Vehicle Diagnosis Diagnosis with I8TA Introduction The programs and documents of the ISTA workshop system contain information on troubleshooting vehicles built by the BMW Group. The technical content is coordinated within the BMW Group and with the supplier companies. The proper vehicle repair will only be guaranteed if this information is followed and the scope of repair is carried out in accordance with the displayed instructions. A poorly or inadequately carried-out diagnosis may result in the testing or repair expen¬ diture you are claiming for within the framework of a warranty or goodwill claim not being accepted or not being fully accepted. Diagnostic Procedure Diagnostic procedures/test plans (ABL’s) are available for all electrical and electro¬ mechanical vehicle systems. Diagnostic ABL’s are also available for selected mechanical systems or fault patterns (Non-electric Diagnosis). Troubleshooting using the ISTA workshop system will then always be necessary: a. If the fault falls within the functional range of electrical components and the faulty component or fault source is not clearly and demonstrably identifiable. b. If the fault causes an indicator light to come on. c. If the fault falls within the area of the mechanical system clearly and demonstrably identifiable. d. If the fault falls within the area of the mechanical system repair is too costly. e. If a TeileClearing is active for the faulty component. y Please observe! / I \ { » > _ Detailed information on which electrical or electromechanical scopes require no diagnosis can be found in "Component repair without diagnosis" elsewhere in this training manual. Detailed information on which mechanical scopes absolutely require a diagnosis (non-electrical diagnosis) before repair can be found in the ISTA document "Contents of non-electrical diagnosis (NED)". and the fault cause is not and troubleshooting or 40 Advanced Vehicle Diagnosis Diagnosis Sequence 1. Starting diagnosis The current software version including the current program and data updates must be installed on the workshop system before the start of diagnosis. 2. Troubleshooting with a test schedule and hit list It is not technically possible for all fault states of a system to be contained in the fault memory. For this reason, the following procedure must be followed for the full trou¬ bleshooting of a system: 2.1 Test schedule for stored faults: If a is calculated after the , only the procedures (ABL’s) that are displayed are needed for working through the stored faults. It is therefore possible by selecting to additionally select the vehicle subsystems which demon¬ strate a malfunction. 2.2 Test schedule for stored faults and known fault patterns: If a vehicle subsystem was selected in the selection, the procedures for stored faults are displayed in the addition¬ al procedures must be selected via the information search>. The search for procedures must take place via the (e.g. 03 Body > Heating and air conditioning functions), the level <[!] Current fault patterns> is selected first. This level contains an overview of known fault patterns for which separate procedures are available. Note that all software dependent scopes are determined on the basis ! \ of the integration level of the connected vehicle. Therefore this list is specific to the vehicle. 2.5 Procedures (ABL’s): All other known malfunctions and the entire scope of functional checks are contained in the procedures that are associated with the vehicle functions in the . By working through the relevant procedures, you ensure that the current trou¬ bleshooting information is displayed. 3. Carrying out procedures In the case of the procedures mentioned in the and , it is first necessary to check which procedures are connected with the customer complaint or the identified malfunction. These procedures must be called up as a matter of priority and worked through. Procedures, once they have been started, must be worked through in their entirety. Processing is finished when, after the message "Procedure ended Continue in test schedule" is output, the user clicks on the button to return to the or the . Only then will all the diagnostic codes displayed in the procedure be stored in the diagnosis report. Aborting a procedure early will only then be permitted if one of the following factors exists: a. Procedure selected by mistake b. Program fault reguires cancelling Also, not all the procedures take the form of guided test sequences. In many of the pro¬ cedures the diagnosis user has the opportunity to decide for him-/herself which tests are to be conducted. These procedures end with a prompt to report back (feedback dia¬ logue) the established test result. Here the user must select the test result which, on the basis of the available information and test results, has led to the decision to implement a repair measure. Procedures which are obviously not connected with the customer complaint, the identi¬ fied malfunction or an indicator light coming on can be ignored. 42 Advanced Vehicle Diagnosis Please observe! If, in the case of sporadically occurring malfunctions, no fault can be identified in the course of a procedure, the diagnosis user can decide for hirrWherself which repair mea¬ sure is to be implemented. The following information must be taken into consideration: - Fault description by the customer - Fault memory and fault memory details - Fault code descriptions - Documents and notes displayed in the procedure - Current information from Technical Support (Service Information Bulletins, PuMA measures, Training manuals, etc.). - Findings from previous troubleshooting and repair measures In the case of procedures with feedback dialogue, the repair measure that has been car¬ ried out must be selected. Furthermore, in those cases where the fault cause could not be clearly identified using a procedure, the user must enter a technical reason for the repair in the comment field for the warranty or goodwill claim. 4. Dealing with stored faults The situation may arise where a control unit stores a fault even though no malfunction is perceived. In addition, it is possible for faults, whose causes have already been eliminated, to be stored in the vehicle. It is therefore not unusual - above all in vehicles with high mileage - for faults to be stored which are not connected with a customer complaint or an identified fault pattern. It is therefore necessary when performing diagno¬ sis to use the fault memory details to check which fault entries can be ignored. The following fault memory details is particularly important in this context: - Current fault status (permanent fault/non-permanent fault) - Kilometer reading/mileage when the fault last occurred - Fault frequency Replacing a component on the basis of the fault entry will only then be justified if it is clear from the fault memory details that the stored fault is connected with the customer complaint or the fault pattern. Please observe! In the procedures the faults are generally not read out of the vehicle again. The ABL always uses the fault memory scope that was determined during the . Therefore, if additional faults occur or if a fault status was eliminated by a repair, this does not automatically change the fault list stored in ISTA. 43 Advanced Vehicle Diagnosis Please observe! (cont.) The fault memory list stored in ISTA is only updated if a new brief test is carried out or if a is performed via the for an individual control unit. The current status of a stored fault can be read out in the or via the by selecting . 5. Taking current technical information into account In addition to the diagnostic programs information on current technical problems, there is also useful information published through special media and systems (e.g. Training Manuals, Service Round Tables, Service Information Bulletins or PuMA measures). This information must also be taken into account in the course of troubleshooting. If the repair measure recommended in the procedure differs from the current informa¬ tion, this must be entered in the comment field for the warranty or goodwill claim. 6. Implementing programming or encoding measures Programming, encoding, enabling and replacement of control units are carried out with the ISTA/P programming system. The currently valid user documentation and the addi¬ tional information on ISTA/P must be read and observed. When performing control unit replacement actions it is necessary above all to follow the procedure "Replacement with/without session interruption" described in the user documentation. As of now it is no longer necessary to transfer "Warranty code" displayed in the proce¬ dure to the warranty or goodwill claim. In the future the "Warranty code" will no longer be output in the procedure. 7. Using control unit functions The offer the opportunity to access known diagnostic functions quickly. However, using the Control unit functions does not replace carrying out the pro¬ cedures, as: a. No additional notes and instructions are provided in the control unit functions. b. No setpoint values are displayed in the control unit functions. 8. Delete fault memory When the vehicle has been repaired, all the stored faults must be deleted using the function. 9. Feedback of faults in the diagnostic programs If faults/errors are found in the diagnostic programs or documents in the course of a diagnosis, they should be reported via the feedback function integrated in ISTA. 44 Advanced Vehicle Diagnosis Component Repair without Diagnosis Essentially, in the case of electrical or electromechanical components, it is always neces¬ sary to perform troubleshooting using the ISTA workshop system. However there are faults which are clearly and obviously identifiable. For the following cases it is not absolutely necessary to use the ISTA workshop system for troubleshooting; Replacement of: • faulty bulbs (with the exception of xenon bulbs and light sources for LED headlights) • operating elements with identifiable visual deficiencies • electrical components whose retaining elements are broken • electrical components which are faulty as a result of water ingress or a thermal event (excluding control units) • mechanical engine components which demonstrate clear leaks or mechanical damage • display elements with identifiable visual or mechanical faults • faulty fanfare horns, cigarette lighters or power sockets. Components for which a TeileClearing is active are excluded from this! The specifications in the document "Contents of Non-electrical Diagnosis" found on ISTA, must also be observed! As a rule, there are no special tests in the test modules or sometimes no test modules for the mentioned cases. It must be noted that faulty electrical components which are connected to control units usually result in fault entries. Replacing the component can also result in fault entries. Following repair the fault memories of the control units must therefore be deleted. The repair must be made in accordance with the directions in the repair instructions (REP). 45 Advanced Vehicle Diagnosis Test Schedule and Priority The result of the calculated test schedule is displayed on the Test schedule tab. The importance of the suspected objects is listed in the 'Priority' column. The Service employee uses this as a guide to sequence which test schedule procedures should be carried out. The test schedule is calculated and a certain processing sequence defined based on specific technical algorithms. However, the algorithm cannot reflect the valuable experi¬ ences of BMW Service employees or specific customer statements. Consequently the fault cause in the vehicle does not always match the sequence (priority) in the test schedule. For example, if a problem with the vehicle has already been described in some detail by a customer statement, compare the test schedule against the customer state¬ ment. Start working as appropriate, even if the test procedure you start with is not the first procedure in the test schedule. Retrofitting or converting For retrofitting or conversion work using ISTA/P, a new process must be created in ISTA otherwise the new control unit will not be recognized. Displaying and logging diagnosis codes The diagnosis codes and repair instructions shown on the display screen are saved in the diagnosis report only after exiting the screen mask by pressing "Continue". When the testing procedure is discontinued at this point, it is not logged. Moreover it is necessary to point out that repair instructions can still be displayed even after output of an instruction in the testing procedure. For this reason a testing proce¬ dure should always be performed until the message "Testing procedure concluded" appears. Fault memory list with filter function The fault memory list can be filtered using the KM axis and by filtering fault classes (e.g. undervoltage, overvoltage, information). The fault codes are entered on the vertical axis of the "KM Axis" mask and kilometer readings are entered on the horizontal axis. All fault classes that appear on the fault list are listed in the "Class" mask. Because all prepared fault memories are always displayed first on the fault list, the individual classes are preselected by default. The service employee can uncheck the check boxes to hide the individual classes including assigned fault memories in the fault memory list, but the fault memories will remain in the vehicle. If a fault memory could not be assigned to a class in the fault list, the "Class" tab will be disabled in the workshop system. 46 Advanced Vehicle Diagnosis If the "Information" class is assigned to a specific fault memory, then this is not a fault to which a specific fault cause must be assigned. Rather, this fault memory serves as infor¬ mation indicating that a specific function is justifiably limited or it has been switched off (e.g. due to excess temperature). Detailed information about this fault memory is avail¬ able via "Display fault code". If the service employee filters by kilometer axis and by classes, the fault memory list will be reduced by both filter criteria. The test schedule calculation that is subsequently per¬ formed in the workshop system relates to the filtered fault memory list in addition to the fault patterns that were entered. The service employee can cancel the filter and recalcu¬ late the test schedule at any time. Notice!!! The service employee can cancel the filter and recalculate the test schedule at any time. 47 Advanced Vehicle Diagnosis General instructions for line check Instruction Scope of checks / measurements The following instructions can be shown on the diagnosis system Check lines and plug connections Check line between the following components Check lines with the following signal name Check voltage supply Check fuse Check ground connection Check lines for short circuit to B+ Check lines for short circuit to ground Check relay The following checks/measurements must be performed depending on the shown instruction. Visual inspection of the lines: • Line damaged, crushed or disconnected Check the plug connections and cable connectors: • Correct engagement/connection • Connector housing damaged • Damage through corrosion • Crimping of the cable • Pushed back or bent pins Electrical line check: • Open circuit • Line short-circuited to ground or B+ Check whether component is supplied with voltage. Points to be checked in the event of a fault: • Fuse • Load-shedding relay • Cable and ground connection for visible and electrical damage Check or replacement of a fuse Check ground connection for visible and electrical damage. Check ground connection to body for corrosion or poor connection. Check the cable only for short circuit to B+. Visual and electrical check. Check the cable only for short circuit to ground. Visual and electrical check. Check that relay is correctly mounted in the relay base. Check by ear or electrical check to ascertain whether relay switches. 48 Advanced Vehicle Diagnosis 49 Advanced Vehicle Diagnosis Control Unit Functions in ISTA The control unit functions offer the opportunity to access known diagnostic functions quickly. The control unit functions are opened in the Control unit tree or Control unit list mask. After a control unit is selected, the selected control unit is opened via the "Open CU functions" button. The control unit functions are distributed on the following tabs: Identification Display of the control unit name and the identification data of the control unit. By select¬ ing the "CU test" button, the identification data and the fault memory of the control unit are read in anew (single control unit test). In the faulty memory list and generally in the procedures (ABL’s), the only fault codes that are evaluated are those that were read out dur¬ ing the "Brief test" or the "CU test". There is no running update of the fault memory. Therefore, a "CU test" always needs to be per¬ formed if the fault memory of a control unit is read in anew during a diagnosis session. After the CU test is performed, the "Fault memory list" in the "Guided troubleshooting" menu is updated automatically. Diagnosis Query Display of the current states of a control unit (status display). The status displays (control unit functions) are subdivided into functional groups. Multiple control unit functions can be selected within a functional group. By selecting the "Query status" button, the selected control unit functions are transferred to the right side of the screen and the current values are read out of the vehicle. The displays are updat¬ ed continually. The query is ended when the "Query status" button is pressed again. Component Activation Activation of control unit outputs and control unit inputs. The activations (control unit functions) are subdivided into functional groups. Only one control unit function can be selected within a function group. The activation is executed when the "Activate component" is pressed. The details of the activation (dura¬ tion or type of activation) are displayed in the "Status" line. Depending on the type and duration of the activation, an active activation can be ended or repeated via the "Activate component" button (the button is optically pressed during the activation). The component activation also contains the "Delete fault memory" con¬ trol functions. This control unit function can delete the fault memory of the selected con¬ trol unit. After a fault memory is deleted, the "CU test" function must be executed on the "Identification" tab. Then the fault memory of the control unit is read in again and the fault memory list in the "Guided troubleshooting" menu is updated. 50 Advanced Vehicle Diagnosis Restrictions The control unit functions do not contain setpoint values or additional text instructions. In addition, not all diagnosis and test options for functions and components are available in the control unit functions. Troubleshooting in the vehicle must therefore primarily be performed with the procedures. 51 Advanced Vehicle Diagnosis Fault Memory List in ISTA In the "fault memory" mask, the fault memories that are displayed are the ones that have been read out of the vehicle during the brief test or "control unit test" (individual control unit test). Furthermore, so-called service fault codes are also displayed (e.g. S 0001 No communi¬ cation possible with: instrument panel). Service fault codes are generated during the brief test (e.g. if no communication is possible with an installed control unit). However, they are not stored in the vehicle. Structure of the Fault Memory List The fault memory list is divided into 4 table columns: Code Display of the internal control unit fault code Description Brief description of the fault Kilometer reading Kilometer reading/ kilometer when the fault last occurred in the vehicle. The kilometer reading is recorded by all control units from series E65. If no kilometer reading is displayed for a fault, the control unit was unable to record a valid kilometer reading when the fault occurred. Category Starting with FOx, a fault can be allocated to a special fault category. The fault categories that are currently available are as follows: • Battery voltage < 9 V: At the time the fault occurred, the battery voltage was less than 9 volts. • Battery voltage > 16 V: At the time the fault occurred, the battery voltage was greater than 16 volts. • Information: The control unit has detected a functional limitation that can be traced back to an operating error, a function-related safety cutout (excess temperature, repeat interlock etc.) or a fault in a different control unit. The fault memory list can be sorted differently by tapping the column heading (e.g. kilo¬ meter reading). How the fault memory list is sorted does not affect the calculation of the test schedule. 52 Advanced Vehicle Diagnosis Display Fault Code Further information on the fault memory can be displayed for a selected fault code entry (select fault memory in the table) via the "Display fault code" button. Description Fault code description on stored fault. The document contains basic information on when the fault is detected by the control unit and which fault causes lead to a fault code entry. Fault code descriptions are available for all fault memories starting F01. Details Display of the fault details of the fault memory stored in the control unit. By selecting the "Update" button, the fault details are re-read from the control unit. System context In the case of vehicles from the F series (starting F01), additional vehicle information (ambient conditions) are stored in a central fault memory (diagnosis master) if a fault occurs. In contrast to the fault details, the same ambient conditions are detected for all fault memories in a system context. This makes it possible to identify links between faults e.g. occurrence of secondary faults. Filter Fault Memory The filter function can reduce the size of the list of displayed faults without deleting faults from the control units. In the calculation of the test schedule, only the faults that corre¬ spond to the filter criteria and are therefore visible in the fault memory list will be taken into consideration. The fault memory list can be filtered via the kilometer axis and via fault category. Kilometer axis The fault codes (vertical axis) and the corresponding kilometer readings (horizontal axis) are displayed in the screen. Selecting the "Cursor" button activates the "Arrow buttons", which can be used to reduce the display to a certain kilometer range. In the case of vehi¬ cles from the Fx series, the kilometer readings from the diagnosis master are displayed. In the case of sporadic faults, a kilometer reading is given if the fault changes from "non¬ permanent fault" to "permanent fault". For all series from E65, the kilometer readings for the first and last occurrence of the sporadic fault are displayed. 53 Advanced Vehicle Diagnosis Category All fault classes that appear on the fault memory list are listed in the Category mask. By deselecting the selection fields, the faults from a certain fault category (e.g. information) can be hidden from the fault memory list. If no fault memory in the fault memory list is assigned to a category, the "Category" tab is inactive. For troubleshooting on the vehicle, it is recommended to only use the fault memories that are not assigned to a category for the initial test schedule calculation. The filter settings of both masks are activated by selecting the "Apply" button. Calculate Test Schedule Selecting the "Calculate test schedule" button calculates a test schedule and calls up the "test schedule" mask. The test schedule only contains the fault memories that are displayed in the fault memory list. 54 Advanced Vehicle Diagnosis 55 Advanced Vehicle Diagnosis Bus Systems Overview Bus Structures: Frequently asked questions This text is only intended as a quick overview of the FAQ on bus structures. 1. Why are there so many buses? 2. What is a CAN? 3. What do “High-speed” and “Low-speed” or “High” and ’’Low” mean in connection with CAN buses? 4. What are the meanings of “ring”, “star” and “bus” in connection with data buses? 5. What do “sub-bus”, “master” and “secondary” mean? 6. What does “synchronous and asynchronous” mean in connection with bus communication? 7. What is a wake-up / activation wire? 8. Why does the PT-CAN have a wake-up wire on some model series but not on others? 9. What is the purpose of the terminating resistors? 10. What is the correct procedure to measure the terminating resistors in a CAN bus? 11. What do “K-wire”, “TxDI” and “TxD2” mean? 12. What is “D-CAN”, diagnosis-on CAN? 13. What does “BSD” mean: Bit-Serial Data interface? 14. Main characteristics of single wire buses i.e. CAS Bus, LIN, K-Bus protocol, CA bus, BSD, etc. 15. What is “FlexRay”: FlexRay bus system? 56 Advanced Vehicle Diagnosis 1. Why are there so many buses? In principle there are three answers to this question: 1. In fact there are not so many buses, as: all CAN buses are derived from the original PT-CAN and K-CAN buses. - All PT-CAN’s, as well as K-CAN2 and K-CAN3 have a high data transmission rate. - K-CAN has a low data transmission rate. - Many CAN buses in systems (sub-buses) are named according to these systems. This results in a large number of bus names. - The K-bus is similar: technically speaking the P-bus and l-bus are identical to the K-bus. 2. The buses have been developed for different data transmission rates. - Buses with very high data transmission rates: byteflight, MOST bus, FlexRay and USB - Buses with medium data transmission rates: all the CAN buses such as PTCAN, K-CAN and the related buses - Buses with low data transmission rates: e.g. the LIN bus, BSD, etc. 3. Viewed historically, the buses were either developed by various manufacturers or by BMW themselves: - Bus standards developed by various manufacturers are: CAN, LIN bus, MOST and FlexRay. - BMW's own standards are: byteflight, K-bus and K-CAN. 57 Advanced Vehicle Diagnosis 2. What is a CAN? CAN (Controller Area Network) is a bus standard. CAN was developed in the 1980’s by Robert Bosch GmbH (together with universities). The aim was to network control units for the drive and suspension. In order for the control units to be able to communicate with one another a bus standard had to be defined. The bus standard determines how and which messages are transmit¬ ted between the control units. Components of a CAN message are: SOF, CRC, ID, DEL, ACK, KBT, EOF, IFS • SOF stands for ’’Start of Frame” • CRC means ’’Cyclic Redundancy Check” (i.e. check sum comparison) • ID stands for ’’Identification Feature” • DEL means ’’Delimiter” • ACK stands for ’’Acknowledge” (the message is free of errors). • KBT stands for ’’Control Bits” • EOF stands for ’’End of Frame” • IFS means ’’Inter Frame Space” CAN is currently the most common bus standard at BMW. CAN is a two-wire bus. There are several CAN buses with different data transmission rates in each car. CAN buses with different data transmission rates are connected with one another via gateways (i.e. data interfaces, e.g. JBE or ZGM). 58 Advanced Vehicle Diagnosis 3. What do “High-speed” and “Low-speed” or “High” and “Low” mean in connection with CAN buses? “High-speed” and “Low-speed” indicate the data transmission rates of the CAN buses. At BMW there are two different data transmission rates for CAN buses: • 100 Kbps i.e. K-CAN • 500 Kbps e.g. PT-CAN, F-CAN, ICM-CAN, etc. “High” and “Low” are statements about the two wires of a two-wire bus. For example: • “PT-CAN-High”: Wire for the signal with the higher voltage value @ Binary 1 (for this bus ~3.5V). • “PT-CAN-Low”: Wire for the signal with the lower voltage value @ Binary 1 (for this bus ~1.5V). Data transmission on two wires is secure, “immune” from interference, and supports the electromagnetic compatibility. Although CAN bus communication can use standard cabling without shielding or twisted pair wiring, BMW utilizes the later to reduce EMI (Electro Magnetic Interference). CAN Low-speed e.g. K-CAN CBL 4.0V CBL 3.5V CBL 2.5V CBL 1.75V CBL 1 .0V ‘ 0 ’ CAN_H CAN_L . \ CAN_L CAN_H 1 LZJ . CAN_H CAN_L ‘ 0 ’ CAN High-speed e.g. PT-CAN “ 0 ” U JJ “ 0 ” The figures shows the two levels of data transmission in both the High-speed and Low-speed CAN’S. The PT-CAN is the ’’original” CAN (as developed by Robert Bosch GmbH). The F-CAN is just a faster CAN bus in the area of the suspension (also used as a sub-bus of the PTCAN). a The K-CAN can continue to work as a single wire bus in the event of failure. If a wire fails in the K-CAN, the data is still transmitted via the second data line. For this reason K-CAN is a very reliable data trans¬ mission bus. 59 Advanced Vehicle Diagnosis 4. What are the meanings of “ring”, “star” and “bus” in connection with data buses? The individual control units can be arranged differently on a data bus: • If the control units are positioned one after another on the bus, this is called: “linear bus topology”. • If the control units radiate outwards from a central control unit, this is called: “star bus topology”. • If the control units are arranged in a circle, this is called: “ring bus topology”. Examples: Linear bus topology CAN buses employ the linear bus topology. • Benefits: Easy wiring and expansion of the bus structures through additional control units. • Drawbacks: If too many control units are transmit¬ ting on this bus there are problems. The bus struc¬ ture may only be loaded to ~30 %. For this reason “sub-buses” are often added. MOST bus utilizes the ring bus topology. • Benefits: Predecessors and successors are defined. • Drawbacks: Fuse protection required in case a control unit fails. Ring bus topology ISIS (ISIS: intelligent safety and integration system) on the former E65/E66 utilized the star bus topology. In the first E65 and E66, the SIM (safety and information module) was the central control module in the star. • Benefits: High data transmission rates. High security: if one control unit fails it does not affect the others. • Drawbacks: Complicated wiring. Star bus topology 60 Advanced Vehicle Diagnosis 5. What do “sub-bus”, “master” and “secondary” mean? “Sub-buses”, as the name implies, are subordinate buses. Sub-buses are often present in CAN buses so that there is not too much data being transmitted via the CAN bus. If several control units or components belong to one system, a separate bus is branched off for this system. The control unit on the data interface to other data busses is often called the “master control unit”. The control units within the sub-bus are referred to as “secondary”. The amounts of data transmitted between master and secondary control units only load the sub-bus, which means that the master/primary bus is not loaded. There are several designations for sub-buses such as “Local CAN” or “Private CAN”. The names themselves typically indicate that they are subordinate buses. There is also a ’’master” and “secondary” on the MOST bus where there is a master control unit that manages all the functions and the “secondary” control units only carry out functions. Also, the BMW diagnosis system functions as the “master”. During the diagnosis proce¬ dure all control units in the vehicle are “secondary”: The control units send data to the BMW diagnosis system. The BMW diagnosis system is the “Master” during diagnosis. 6. What does “synchronous and asynchronous” mean in connection with bus communication? Some communication busses such as byteflight and MOST, combine synchronous and asynchronous data transmission so that amounts of data critical for safety can be safely transmitted at any time: - Synchronous data transmission: the individual control units transmit cyclic (regular) messages. - Asynchronous data transmission: in addition to synchronous data transmission, event-driven messages are also transmitted. The advantage of this combination of data transmission is that all control units transmit data regularly without overloading the bus (overloading is the possible drawback of just having synchronous data transmission). Also, urgent messages can always be sent as high priority. 61 Advanced Vehicle Diagnosis 7. What is a wake-up / activation wire? The PT-CAN needs an activation wire. Without an activation wire the PT-CAN cannot function. The activation wire (terminal KL_15 wake-up - WUP) is partly integrated in the ribbon cable for the PT-CAN (3-core ribbon cable). In the E90 the activation wire is also partly guided separately and not in the ribbon cable of the PT-CANs. 8. Why does the PT-CAN have an activation wire on some model series but not on others? Most vehicles with electrical system BN2000 have an activation wire for PT-CAN control units. On these vehicles, the CAS (Car Access System) activates the other control units on the PT-CAN with a wake-up signal as soon as terminal KL_15 is switched on. Earlier model series had a PT-CAN without activation wire. This is because on earlier model series (e.g. E85), each control unit had its own input for terminal KL_15. This meant that each control unit was activated via the terminal KL_15 input as soon as terminal KL_15 was switched on. A separate activation wire was not necessary. On vehicles with electrical system BN2020 an activation wire is still used but not shown in the Bus Overview charts. Not all bus circuits utilize WUP lines. Please refer to the latest SSP. DO NOT rely on the Bus Chart Overview handed in ST401 - BEII as that chart does not contain all the detail found in SSP’s. 9. What is the purpose of the terminating resistors? Buses need terminating resistors to prevent reflections from messages. Without termi¬ nating resistors, messages and signals are reflected on the data bus. The result is inter¬ ference in the transmission of data on the bus with a faulty terminating resistor. The ter¬ minating resistors are arranged to suit the data buses. For example: CAN buses employ two 120 Q resistors connected in parallel thus yielding a total value of 60 Q. Depending on the fitted equipment, the terminating resistors may be in different control units. Simpified diagram of a CAN network ©, CAN_H f \ ( \CAN_H rl © ; * C an_l x x x x x x canl 120 0 [] (Oj CAN GND \ J CANJ3ND t i Index Explanation 1 Bus Resistance Measurement 2 Bus Voltage/Signal Measurement 3 Bus Voltage/Signal Measurement 62 Advanced Vehicle Diagnosis 10. What is the correct procedure to measure the terminating resistors in a CAN bus? First, it is of paramount importance to turn off all power supplies of the attached CAN nodes and make sure all bus activity has stopped. An easy way to do this is to look at the CAS push button light. If it is not lit, there is no bus activity and you can measure resistance with all of the modules hooked up as they would normally be. If the CAS light is lit and won't go out, you most likely have issues that are keeping the bus awake, but if you need to measure resistance, you must then disconnect the battery “B-” cable and have the charger disconnected as well. Any voltage on the bus while attempting a resistance test will result in an incorrect measurement and misdiagnosis! Also remember that any activity with doors, locking, latches, etc., will reawaken the bus and cause an inaccurate resistance measurement. Second, measure the DC resistance between CAN_H and CAN_L at the middle and ends of the network “1” (see figure on previous page). The nominal value is 60 Q but measured values are typically between 50 and 70 Q. The measured values should be nearly the same at each point of the bus network. If the value is below 50 Q, please check the following: • there is no short circuit between CAN_H and CAN_L • there are no more than two terminating resistors (each 120 Q) • the nodes do not have faulty transceivers. If the value is higher than 70 Q, please check the following: • there are no open circuits in CAN_H or CAN_L • the bus system has two terminating resistors (one at each end) and that they are 120 Q each. An easy way to know if the CAN bus is “out” is to reference if the CAS light is extinguished. If unsure of bus activity, you can discon¬ nect the “B-” from the Battery and disconnect the battery charger. All “participants” need to be hooked-up. Please refer to the Terminal Resistor table found elsewhere in this book. 11. What do ”K-wire”, ”TxD1” and ”TxD2” mean? These 3 designations stand for the following different diagnosis wires: K-wire is the official, internationally applicable description for the diagnosis wire. Vehicles with electrical system BN2000 have a central gateway and 1 diagnosis wire. The diagnosis wire is on the gateway at pin 7 of the diagnosis socket. The diagnosis wire connects all control units with the BMW diagnosis system (via the central gateway). 63 Advanced Vehicle Diagnosis A new diagnosis protocol was developed for the electrical system BN2000: BMW Fast Protocol - Fast Access for Service and Testing. The OBD protocol addresses all control units relevant to emissions. All control units that influence the maintaining of exhaust emissions regulations, are emissions-relevant. The gateway recognizes scan tools from the OBD protocol. When a scan tool is con¬ nected to the diagnosis socket, the gateway transmits the OBD protocol on the PT-CAN. Only emissions-relevant control units respond. TxDI and TxD2 are data wires for diagnosis on model series without a central gateway (data interface). • TxDI is the diagnosis wire for all control units on the powertrain that are not relevant to emissions. • TxD2 is the diagnosis wire for all emissions-relevant control units on the powertrain. TxD2 transmits all officially prescribed data to the tester's scan tool with the OBD protocol. All other control units are diagnosed via the gateway control unit (e.g. instrument cluster). Technical background of the two TxD wires was that only the emissions-relevant control units are read off via the diagnosis socket. This eliminated the risk of interference on other control units. These two wires were bridged in the diagnosis socket on the BMW diagnosis system. This allowed the BMW diagnosis system to read off and evaluate both TxD wires at the same time. 12. What is “D-CAN”: Diagnosis-on CAN? D-CAN (Diagnosis-on CAN) supersedes the previous diagnosis interface in all parts of the world. The change was done from the previous protocol because of a new legal requirement in the USA that stipulates that all vehicles from Model Year 2008 (MY2008) must be equipped with D-CAN. D-CAN has a data transmission rate of 500 Kbps and comprises a two (2)-wire cable. The terminating resistors for the D-CAN are fitted in the DME/DDE and in the wiring harness close to he diagnosis socket. Thus from date of production 03/2007 there are no more terminating resistors in the diagnosis socket cap. All single wire buses, e.g. LIN/BSD/K-Bus/PA Bus, etc., should be treated the same way while diagnosing. Please refer to the laminated Bus Specification Overview Table for specs on single wire buses. 64 Advanced Vehicle Diagnosis 13. What does “BSD” mean: bit-serial data interface? BSD refers to “Bit-Serial Data interface” because the bits are not transmitted and received in parallel but rather in series. Some examples of BSD usage include DME communication with the following components.: • Alternator voltage regulation (varies according to version, e.g. E90) • Intelligent Battery Sensor (depending on model series, e.g. E90) • Electrical coolant pump (depending on variant, e.g. E90 w/N52) The following data is interchanged between the DME/DDE and the connected components: • Functional requirements from the DME/DDE to the components • Identification data of the components to the DME/DDE • Operating values of the components and their functions to the DME/DDE • Fault messages of the components to the DME/DDE les Bit-serial data interface example. Index Explanation 1 Alternator 2 Bit-Serial Data interface (BSD) 3 Digital Motor Electronics 4 Intelligent Battery Sensor (IBS) 65 Advanced Vehicle Diagnosis 14. Main characteristics of single wire buses i.e. CAS-Bus, LIN, K-Bus protocol, CA-Bus, BSD, etc. All of our vehicle’s single wire buses should be treated the same way with regards to diagnosis in the workshop. Even though the buses may have some design differences, the process for diagnosis will remain the same and this will make for less confusion. Single wire buses (Secondary buses) are designed with a Master controller (Master modules) that supports the bus voltage. Master modules are located on Primary buses (you can identify them in the short test on ISTA) and you can communicate with them via diagnosis request, i.e. K-CAN I and II, PT CAN etc. The remaining control modules that subscribe to the bus are considered secondary modules and are directed and diagnosed through the Master. The secondary modules will not support any bus communication without the Master. Like the Primary buses, the voltages used on the Single Wire buses are binary in design and have to meet a voltage value to express either Binary 1 or 0. Voltage above the 9 volt level equals binary 0 (generally we see the voltage around 12.6 volts). When the module communication wants to change to binary 1, then the voltage will pull low to around 900 mV-1100 mV (0.9 volts - 1.1.volts). Voltages that do not meet these values are not compliant. Do not use a multi-meter to diagnose the bus authenticity since the meter displays average voltages, instead use an approved Oscilloscope. Example of message for single wire buses (secondary control units) structure on LIN-bus The identifier byte contains the following information: • Address of the secondary control unit • Message length • Two bits for data safeguarding The identifier determines whether the master sends data to the secondary control unit or whether it expects an answer from the slave. The main body contains the message for the secondary control unit. The checksum is located at the end of the message. The checksum ensures effective data safeguarding during transmission. The checksum is created by the master via the data bytes and is attached at the end of the message.The current messages are transmitted cyclically by the LIN-bus master. The LIN-bus secondaries wait for commands from the LIN-bus master and communicate with it only on request. 66 Advanced Vehicle Diagnosis Example of message structure on LIN bus. Index Explanation Index Explanation 1 Synchronization pause 6 Data field 2 Synchronization range 7 Checksum 3 Identifier 8 Message header 4 Start 9 Message body 5 Stop 15. What is “FlexRay”: FlexRay bus system? FlexRay is a new communication system designed to meet the heightened demands of the future networking of current and future functions in the vehicle. Growing technical demands on a communication system for networking control units in the vehicle and recognition of the fact that an open solution that can be standardized is desirable for infrastructure systems - these were the motives for developing FlexRay. The FlexRay consortium was founded to develop FlexRay. This included nearly all major automobile manufacturers and suppliers worldwide, plus semiconductor manufacturers and systems experts for the field of communications technology. FlexRay offers an extremely efficient, real time data transfer between the electrical an mechatronic components of the vehicle. With a data transfer rate of 10 Mbps, FlexRay is significantly faster than the data buses employed in the areas of body and powertrain/suspension on today’s vehicles. 67 Advanced Vehicle Diagnosis Main Bus Systems Overview The electronic control units in the vehicle are connected to one another via a network. In this system network, the central gateway module plays a decisive role. The central gateway module is responsible for ensuring that information is transferred from one bus system to another bus system. In BN2020 vehicles, the engine control system and chassis control system are linked via the PT-CAN (or PT-CAN2) and the FlexRay bus system to the ZGM. The control units of the general vehicle electrical system are connected via the K-CAN and the K-CAN2. For most control units in the area of information and communication technology, the MOST is available as an information carrier. The vehicle diagnosis communicates across the D-CAN. The vehicle is programmed / encoded via the Ethernet access. The overall network consists of various bus systems that ensure communication between the individual control units. In principle, two groups of bus systems are distinguished: Index Explanation Main bus systems Ethernet, FlexRay, K-CAN, K-CAN2, ICM-CAN, MOST, PT-CAN and PT-CAN2 Sub-bus systems BSD, D-CAN (diagnosis CAN), LIN, Local-CAN Body CAN, K-CAN The K-CAN is responsible for communication of the components with low data transfer rates. The K-CAN is also linked to the other bus systems across the central gateway module. A number of control units in the K-CAN have a LIN bus as sub-bus. The K-CAN has a data transfer rate of 100 Kbps and consists of two twisted wires. The K-CAN has the possibility to be operated as a single-wire bus in the event of errors. K-CAN on F30 68 Advanced Vehicle Diagnosis Body CAN2, K-CAN2, K-CAN3 The K-CAN2 is responsible for communication of the control units with high data transfer rates. The K-CAN2 is also linked to the other bus systems across the central gateway module. A LIN bus is connected as a sub-bus on all control units in the K-CAN2. K-CAN3 is currently used for controlling headlight functions on some BN2020 vehicles. E REM PD C, ■ iU ZGM FEM PMA | [ FLA PDC a s t K-CAN2 and K-CAN3 have a data transfer rate of 500 Kbps and consist of two twisted wires. K-CAN2 on F30 Powertrain CAN, PT-CAN The PT-CAN connects the engine control system with the transmission control unit, but also interconnects systems in the area of safety and driver assistance systems. It is line-based with tap lines to the individual systems. The PT-CAN has a data transfer rate of 500 Kbps and consists of two twisted wires. Powertrain CAN2, PT-CAN2 The PT-CAN2 forms a redundancy for the PT-CAN in the area of the engine control system and also transfers signals to the fuel pump control. The PT-CAN2 has a data transfer rate of 500 Kbps and consists of two twisted wires with an additional wake-up line. * Mi-lAM ZGM A T FEM E DIME ftCSM S ij KAFAS E*P5 eg; PT-CAN & PT-CAN2 on F30 Ethernet Ethernet is a manufacturer-neutral, cable-bound network tech¬ nology. The protocols TCP/IP (Transmission Control Protocol/ Internet Protocol) and UDP (User Datagram Protocol) are used as transfer protocols. This bus has a data transfer rate of 100 Mbps. ZC1M $ FEM MOST Bus System MOST (Media Oriented System Transport) is a data bus technology for multimedia applications. The MOST bus uses light impulses for data interchange and has a ring structure. Data transfer on the ring bus takes place in one direction only. Only the central gateway module can implement data exchange between the MOST bus and other bus systems. The Car Information Computer functions as master control unit; the gate¬ way to the remaining bus system is the central gateway module. HEADUN IT; CIC Korm COMBQX vtKT DVDC AMPT Ethernet & MOST on F30 69 Advanced Vehicle Diagnosis I CM ICM-CAN Despite the fact that the PT-CAN and F-CAN work at a high bit rate of 500 Kbps, they would have been overloaded by the signals from the ICM and QMVH control units. For this reason, the ICM-CAN was introduced. The ICM coordinates longitudinal and lateral dynamic control functions, which include the familiar Active Steering and the Dynamic Performance Control [with QMVH], currently available in the E71 and E70M/E71M QMVH ICM-CAN on F30 The ICM-CAN is a two-wire bus on which data is transmitted at 500 Kbps. The two terminating resistors, each with 120 Q, are located in the ICM and QMVH control units. FlexRay With a maximum data transfer rate of 10 Mbps per channel, FlexRay is significantly faster than the data buses employed so far in the areas of body and powertrain/sus¬ pension in motor vehicles. The central gateway module sets up the link between the various bus systems and the FlexRay. Depending on the fitted equipment in the vehi¬ cle, the ZGM has one or two so-called star couplers, each with four bus drivers. ZGM A 1 - FEW Hw.=lo FlexRay on F30 The bus drivers forward the data of the control units across the communication con¬ troller to the central gateway module (ZGM). The deterministic data interchange ensures that each message is transferred in the time-controlled section in real time. Real time means that the transmission takes place in a specified time. Possible Faults in Bus Systems If faults occur in the communication framework, fault entries are created in the control units involved. Here, a distinction can normally be made between line faults and logical faults such as missing messages. The following fault causes can lead to bus faults: • Short circuit of a bus line • Interruption of a bus line (open circuit) • Fault in a gateway • Fault in the transmitter or receiver of a control unit 70 Advanced Vehicle Diagnosis This procedure evaluates the fault entries as a whole. The evaluation of the combination of existing fault entries provides the most probable fault cause. If there has been an undervoltage situation in the vehicle, bus faults can also (erroneous¬ ly) be entered. Check whether an undervoltage fault is stored in more than one control unit. If this is the case, there is no further evaluation of the bus faults; the fault cause can be found in the area of the voltage supply. It should be borne in mind that a fault cause generally causes a number of fault entries in different control units. 71 Advanced Vehicle Diagnosis Bus Diagnosis Introduction In the vehicles of today, components and control units are networked by means of data buses. Data buses are capable of transmitting messages with sig¬ nals where the connected control units only read off those messages and signals that are of relevance to their operation. The data bus that is used the most is the CAN data bus (CAN: Controller Area Network). There are several CAN buses with different data transfer rates in each vehicle. For exam¬ ple, the PT-CAN has a fast data transfer rate, the K-CAN a slower data transfer rate. A fiber-optic cable bus is used for navigation and entertainment: the MOST bus (“Media Oriented System Transport”). The following options are available for locating faults in data buses and in control units: • Test module for diagnosing CAN buses in the diagnostic system: Bus system analysis. The procedure for opening the diagnostic module in the ISTA (Integrated Service Technical Application) diagnosis system is as follows: Activities > Function structure > 03 Body > System analyses > CAN functions > System analysis. The test module is automatically entered in the test schedule if at least one mes¬ sage error (message missing) has been recorded. • Checking the terminating resistors: Checking the terminating resistors can also be useful for bus diagnosis. • Procedure for diagnosis on the MOST buses: MOST system analysis. The proce¬ dure for opening the test module in the ISTA diagnosis system is as follows: Activities > Function structure > 03 Body > Audio, video, telephone, navigation (MOST ring) > MOST functions > MOST system analysis. 72 Advanced Vehicle Diagnosis Bus System Analysis The bus system analysis narrows down the cause of intermittently occurring faults in the area of the data buses and control units. m All cases where a data bus or control unit only fails temporarily (i.e. /|\ intermittently) are difficult for diagnosis. In such cases, the entries in v * ) the control units' fault memories do not point unambiguously to an intermittent failure of a particular data bus or control unit. Intermittent failure of a particular data bus or control unit causes many different fault memory entries in several control units. The system analysis routine processes all of these DTC fault code entries (message missing) for all control units, in this process it employs a probability calculation to localize the fault cause within a specific sector. If a data bus fails completely and permanently, the affected control units are no longer available for diagnosis. The fault is thus “easy” to locate. 73 Advanced Vehicle Diagnosis Terminating Resistors The following list contains the installation location for the Terminating Resistors. Vehicle Data Bus Terminating resistor location Notes R5x and R6x F-CAN 1 Resistor is in the DSC 1 Resistor is in the DSC sensor (under the front passenger seat) Vehicles with Dynamic Stability Control (DSC) PT-CAN 1 Resistor is in the SZL 1 Resistor is in the EPS Vehicles with steer¬ ing angle sensor E60, E61, E63, E64 F-CAN 1 Resistor is in the cumulative steering-angle sensor in the steering box 1 resistor is in the DSC sensor (under the front passenger seat). Vehicles with A3 (Active Steering) 1 Resistor is in the DSC 1 Resistor is in the DSC “sensor 2” ( under the front passenger seat; DSC “sensor 1” is under the driver’s seat) Vehicles without A3 (Active Steering) PT-CAN 1 resistor is in the DSC 1 resistor is in the SGM From 09/2005, the resistor in the SGM is now in the KGM (Body Gateway Module) E65, E66 PT-CAN 1 Resistor is in the front wiring harness at the right spring strut dome. This resistor can be disconnected from the PT CAN. 1 Resistor is in the wiring harness under the back seat. This resistor cannot be disconnected. Just one Resistor can be disconnected (front wiring harness). E7x F-CAN 1 Resistor is in the SZL 1 Resistor is in the DSC — PT-CAN 1 Resistor is in the DSC 1 Resistor is in the EMF — ICM-CAN 1 Resistor is in the ICM 1 Resistor is in the QMVH — FlexRay* 1 Resistor on each damper satellite of the VDM FOx Vehicles differ from this arrangement. 74 Advanced Vehicle Diagnosis Vehicle Data Bus Terminating resistor location Notes E8x and E9x F-CAN 1 Resistor is in the DSC 1 Resistor is in the SZL — PT-CAN 1 Resistor is in the DSC 1 Resistor is in the EKP — F01/F02 PT-CAN 1 Resistor is in KOMBI 1 Resistor is in EMF — PT-CAN2 1 Resistor is in DME 1 Resistor is located in component R3 — K-CAN2 1 Resistor in ZGM 1 Resistor in JBE — FlexRay* For further information regarding the FlexRay refer to ST401 Body Electronics II Training Manual available on TIS and ICP. — F06 PT-CAN 1 Resistor is in KOMBI 1 Resistor is in EMF — PT-CAN2 1 Resistor in DME 1 Resistor in EKP — K-CAN2 1 Resistor in ZGM 1 Resistor in JBE — FlexRay* For further information regarding the FlexRay refer to ST401 Body Electronics II Training Manual available on TIS and ICP. — 75 Advanced Vehicle Diagnosis Vehicle Data Bus Terminating resistor location Notes PT-CAN 1 Resistor is in KOMBI 1 Resistor is in EMF — F07 PT-CAN2 1 Resistor is in DME 1 Resistor is in EKPS — K-CAN2 1 Resistor in ZGM 1 Resistor in JBE — FlexRay* For further information regarding the FlexRay refer to ST401 Body Electronics II Training Manual available on TIS and ICP. It depends on the equipment of the vehicle. PT-CAN 1 Resistor in KOMBI 1 Resistor in EMF — FI 0/F12/FI 3 PT-CAN2 1 Resistor is in DME 1 Resistor is in EKPS — K-CAN2 1 Resistor in ZGM 1 Resistor in JBE — FlexRay* For further information regarding the FlexRay refer to ST401 Body Electronics II Training Manual available on TIS and ICP. It depends on the equipment of the vehicle. 76 Advanced Vehicle Diagnosis Vehicle Data Bus Terminating resistor location Notes F25 PT-CAN 1 Resistor is in KOMBI 1 Resistor is in EMF — PT-CAN2 1 Resistor is in DME 1 Resistor is in EKP — K-CAN2 1 Resistor in ZGM 1 Resistor in JBE — FlexRay* For further information regarding the FlexRay refer to ST401 Body Electronics II Training Manual available on TIS and ICP. It depends on the equipment of the vehicle. F30 PT-CAN 1 Resistor is in FEM 1 Resistor is in KOMBI — PT-CAN2 1 Resistor is in DME 1 Resistor is in GSW — K-CAN2 1 Resistor in FEM 1 Resistor in REM — FlexRay* For further information regarding the FlexRay refer to ST401 Body Electronics II Training Manual available on TIS and ICP. It depends on the equipment of the vehicle. FlexRay* = In the same way as most bus systems, resistors for termination (as bus termination) are also used at both ends of the data lines on the FlexRay to prevent reflections on the lines. If only one control unit is connected to a bus driver (e.g. SZL to the bus driver BDO), the connections on the bus driver and on the control unit are fitted with a terminal resistor. This type of connection at the central gateway module is called "end node termination". If the connection at the control unit is not the physical finish node (e.g. DSC, ICM and DME at the bus driver BD2), it is referred to as a FlexRay transmission and forwarding line. In this case, both components must be terminated at the ends of each bus path. For further information regarding the FlexRay refer to ST401 Body Electronics II training information avail¬ able on TIS and ICP. 77 Advanced Vehicle Diagnosis Bus Wire Colors The following Bus Wire Color table is intended as a guideline only. Please reference the appropriate wiring diagram (SSP) for more information. Vehicles E8x - E9x E7x E65 / E66 E6x MINI R5x - R6x PT-CAN High: BL/RT or SW High: BL/RT or SW High: BL/RT or SW High: BL/RT or SW High: GE/SW Low: RT or GE Low: RT or GE Low: RT or GE Low: RT or GE Low: GE/BR F-CAN High: WS/GE High: WS/GE NA NA High: WS/GE Low: WS/BL Low: WS/BL NA NA Low: WS/BL ICM-CAN NA High: BL/BR NA NA NA NA Low: BL/SW NA NA NA FlexRay_0 NA BP: RS NA NA NA NA BM: GN NA NA NA BP = Bus Plus BM = Bus Minus 78 Advanced Vehicle Diagnosis Vehicles F25 F30 F10 F07 F06 F01 / F02 PT-CAN H: BL/RT or SW H: BL/RT or SW H: BL/RT or SW H: BL/RT or SW/BL H: BL/RT or SW/BL H: BL/RT or SW/BL L: RT or GE L: RT or GE L: RT or GE L: RT or GE L: RT or GE L: RT or GE PT-CAN2 H: WS/GE or SW H: WS/GE or SW/WS H: WS/GE or SW H: WS/GEor SW/WS H: WS/GE or SW /WS H: WS/GE or SW/WS L: WS/BL or GE L: WS/BL or GE L: WS/BL or GN L: WS/BL or GE L: WS/BL or GE L: WS/BL or GE K-CAN2 H: GE/RT H: GE/RT H: GE/RT H: GE/RT H: GE/RT H: GE/RT L: GE/BR L: GE/BR L: GE/BR L: GE/BR L: GE/BR L: GE/BR FlexRay_0 BP: RS BP: RS/SW or GN BP: RS BP: RS BP: RS BP: RS BM: GN BM: GN or RS/BL BM: GN BM: GN BM: GN BM: GN FlexRay_1 BP: RS/WS or RS/BL BP: RS/RT or RS BP: RS/BL BP: RS/WS or RS/BL BP: RS/BL NA BM: GN/WS or GN/BL BM: GN BM: GN/BL BM: GN/WS or GN/BL BM: GN/BL NA FlexRay_2 BP: RS/BL or RS/RT BP: RS or RS/BL BP: RS/BL or RS/WS or RS BP: RS/BL or RS/WS or RS BP: RS/BL or RS/WS or RS BP: RS /BL or RS/WS or RS BM: GN/BL or GN/RT BM: GN or GN/BL BM: GN/BL or WS or GN BM: GN/BL or GN/WS or GN BM: GN/BL or GN/WS or GN BM: GN/BL or GN/WS or GN FlexRay_3 BP: RS/BL or SW BP: RS/WS or RS BP: RS/WS or RS/RT BP: RS/WS or RS/RT or RS BP: RS/WS or RS/RT or RS BP: RS/WS or RS/RT or RS BM: GN/SW or GE BM: GN or GN/WS BM: GN/WS or GN/RT BM: GN/WS or GN/RT or GN BM: GN/WS or GN/RT or GN BM: GN/WS or GN/RT or GN FlexRay_4 NA NA NA NA NA BP: RS NA NA NA NA NA BM: GN/RT FlexRay_5 NA NA BP: RS/RT or RS/SW BP: RS/RT or RS/SW BP: RS/RT or RS/SW BP: RS/RT or RS/WS NA NA BM: GN/BL or GN/SW BM: GN/BL or GN/SW BM: GN/BL or GN/SW BM: GN/BL or GN/SW FlexRay_6 NA NA BP: RS or RS/SW BP: RS or RS/SW BP: RS or RS/SW BP: RS or RS/SW NA NA BM: GN/WS or GN BM: GN/WS or GN BM: GN/WS or GN BM: GN/WS or GN FlexRay_7 NA NA BP: RS BP: RS BP: RS BP: RS NA NA BM: GN BM: GN BM: GN BM: GN 79 Advanced Vehicle Diagnosis CAN Bus Diagnosis In order to more easily diagnose the CAN bus it is important to understand some key elements of its principles of operation. The CAN (Controller Area Network) bus system is a linear bus system that is characterized by the following features: • Signals are broadcast in both directions. • All bus users receive a message. Each bus user decides whether to process the message or not. • Additional bus users can be added by connecting them in parallel. • The bus system constitutes a multimaster system which means that each bus user can be a Master or a Secondary Control Module depending on whether it is connected as a transmitter or receiver. • The transmission medium is a two-wire twisted connection. The cores are designated CAN Low and CAN High. In principle, each bus user can use the bus to communicate with all other bus users. An access mechanism controls data exchange on the bus. The main differences between the K-CAN (Body CAN) bus, the PT-CAN (Powertrain CAN) bus and the F-CAN (Chassis CAN) bus are detailed below: Data Bus T ransfer rate [Kbps] Note K-CAN 100 Single-wire operation possible. PT-CAN 500 Single-wire operation NOT possible. F-CAN 500 Single-wire operation NOT possible. What is a Master Control Module? A master control module is the active communicating node, i.e. the one that initiates communication. The master control module is in control of the bus and manages com¬ munication. The master can send messages to the passive bus users (secondary control modules) in the bus system and can receive messages from them on reguest. What is a Secondary Control Module? A secondary control module is a passive communicating node. This type of control module is instructed to receive and send data. What is a Multimaster System? A multimaster system is one in which all communication nodes can take on the role of master or secondary control module at a particular time, this is, all nodes connected to a CAN network are able to “talk” and “listen” to each other. 80 Advanced Vehicle Diagnosis Testing Instructions There are two main procedures in order to test a CAN network. They are: • Voltage test (oscilloscope). For this test it is paramount that the battery is connected and the ignition is switched on i.e. KL_15 on. • Resistance measurement. Prior to the resistance measurement, the test compo¬ nent must be de-energized. The battery must be disconnected to ensure this con¬ dition. Please wait around 3 minutes until all system condensers have discharged. Even though a simple voltage test with a DVOM could be done, such / | \ test would not suffice as the DVOM only indicates the average volt- \ * ') age in the bus line. In other words, this is not a conclusive measure¬ ment to determine if the bus is communicating correctly or not! CAN-bus not Operative If the K-CAN or PT-CAN data bus is not working, there may be a short circuit or open circuit on the CAN_L / CAN_H line. Alternatively, a control module might be faulty. The following procedure is recommended to localize the cause of the fault: 1. Disconnect the bus users from the CAN bus one after the other until the cause of the fault (control module “X”) is found. 2. Check the lines of control module “X” for a short/open circuit. 3. If possible, check control module “X” itself. 4. However, this procedure only leads to success if a tap line from a control module to the CAN bus has a short circuit. If a line in the CAN bus itself has a short circuit, the wiring harness must be checked. 81 Advanced Vehicle Diagnosis K-CAN, PT-CAN and F-CAN Oscilloscope Measurement In order to obtain a clear idea of whether the CAN bus is functioning correctly, you must be able to observe activity on the bus. This does not mean that you need to analyze the individual bits or learn how to decode the binary CAN protocol; you simply need to observe whether or not the CAN bus is working/communicating. This is why we utilize the oscilloscope test as it can help us determine whether the bus is operating without faults. When you measure the voltage between the CAN Low line (or CAN High line) and the circuit ground, you should receive a rectangle-like signal in the following voltage ranges: K-CAN These values are approximate values and can vary by a few hundred milli-volts [mV] depending on the bus load. Oscilloscope set¬ tings for the measurement of the K-CAN: 5 — A — i — i i o— PT-CAN These values are approximate values and can vary by a few hundred milli-volts [mV] depending on the bus load. Oscilloscope set¬ tings for the measurement of the PT-CAN (or any fast CAN, i.e. 500 Kbps): Data Bus Voltage K-CAN_L to Ground Binary 0 = -5V Binary 1 = -1V K-CAN_H to Ground Binary 0 = -0V Binary 1 = -4V Data Bus Voltage PT-CAN_L to Ground Binary 0 = -2.5V Binary 1 = 1,5V PT-CAN_H to Ground Binary 0 = -2.5V Binary 1 = -3.5V Channel Voltage/d iv [V/div] Time [|js/div] Channel 1 1 V/div 10 Channel 2 1 V/div Channel Voltage/d iv [V/div] Time [ps/div] Channel 1 1 V/div 50-100 Channel 2 1 V/div 82 Advanced Vehicle Diagnosis Terminating Resistor Testing From an electrical point of view, a current carrying conductor always has an ohmic, inductive and capacitive resistance. When transmitting data from point "A" to point "B", the total sum of these resistances has an effect on data transmission. The higher the transmission frequency, the more effective the inductive and capacitive resistance. Ultimately, it is possible that a signal, which is no longer identifiable, is received at the end of the transmission line. For this reason, the line is "adapted" by terminating resis¬ tors, ensuring the original signal is retained. Inductive resistance occurs, for example, as the result of the coil effect in the line. Capacitive resistance occurs, for example, by installing the line parallel to the vehicle body. The terminating resistors used in a bus system vary. They generally depend on the following parameters: • Frequency of data transmission on the bus system. • Inductive or capacitive load on the transmission path. • Cable length for data transmission. The longer the line, the greater the inductive component of the line. The control units are divided into basic control units and other control units. The resistance value deter¬ mines this division. Terminating resistors are used to ensure exact signal progression in the bus systems. These terminating resistors are located in the control units of the bus systems. K-CAN terminating resistor No defined resistance test can be carried out on the K-CAN data bus as the resistance varies depending on the internal switching logic of the control modules. The Values of the terminating resistors on the KCAN varies from 800-12,0000, so this test is of little value for diagnosis. Kl. 30 N* V \ $) Index Description 1 Control module 2 Microprocessor 3 Terminating resistor 4 Transmit and receive unit 5 MOSFET Terminating resistor schematic of K-CAN 83 Advanced Vehicle Diagnosis PT-CAN, F-CAN terminating resistor In order to prevent signal reflection, two (2) terminal resistors (120 Q each) are incorpo¬ rated into two (2) CAN bus communicating nodes, at the farthest ends of any fast CAN network, i.e. 500 Kbps. The two terminal resistors are connected in parallel and form an equivalent resistance of 60 Q. When the supply voltage is switched off, this equivalent resistance can be measured between the data lines (CAN_L and CAN_H). In addition, the individual resistors can be tested independently. For this procedure the communicating node must be disconnected from the network. Then measure the resistance on the connector between the CAN Low and CAN High lines. Control Module “A” Control Module “Z” Terminating resistor schematic of K-CAN Index Description 1 Control module 2 Microprocessor 3 Terminating resistor 4 Transmits and receive unit 5 MOS-FEt 84 Advanced Vehicle Diagnosis Inspection procedure for resistance test (Fast CAN i.e. 500 Kbps) 1. The CAN bus must be de-energized. 2. No other testing equipment must be in use (connected in parallel). 3. The measurement is taken between the CAN Low and CAN High lines. 4. The actual values may differ from the setpoint values by a few ohms. The nominal value for the equivalent resistance is 60 Q but measured values are typically between 50 and 70 Q. The measured values should be nearly the same at each point of the bus network. If the value is below 50 Q, please check the following: • there is no short circuit between CAN_H and CAN_L • there are no more than two terminating resistors (each 120 Q) • the nodes do not have faulty transceivers If the value is higher than 70 Q, please check the following: • there are no open circuits in CAN_H or CAN_L • the bus system has two terminating resistors (one at each end) and that they are 120 Q each Not all vehicles have a terminating resistor on the CAN bus. Use the wiring diagram to check whether the connected vehicle has a termi¬ nating resistor. There is also a table with the terminating resistors contained elsewhere in this training manual. You can reference the Oscilloscope Library at the end of this Training Manual. 85 Advanced Vehicle Diagnosis FlexRay Diagnosis FlexRay is a relatively new communication system which aims at providing reliable and efficient data transmission with real-time capabilities between the electrical and mecha- tronic components for the purpose of interconnecting innovative functions in motor vehicles, both today and in the future. FlexRay provides an efficient protocol for real-time data transmission in distributed systems as used in motor vehicles. With a data transmission rate of 10 Mbits/s, the FlexRay is distinctly faster than the data buses used in the area of the chassis, drive train and suspension of today's motor vehicles. FlexRay supports not only the higher bandwidth but also deterministic data interchange; its configuration is error-tolerant. This means that even after failure of individual compo¬ nents, reliable continued operation of the remaining communication systems is enabled. The central gateway module (ZGM) sets up the link between the various bus systems and the FlexRay. What are the advantages of FlexRay? • High bandwidth (10 Mbits/s compared to 0.5 Mbits/s of the CAN) • Deterministic (= real-time capabilities) data transmission • Reliable data communication • Supports system integration • Standard in automotive industry 86 Advanced Vehicle Diagnosis How is FlexRay connected? Depending on the vehicle equipment, the central gateway module (ZGM) is equipped with two (2) star couplers each with four (4) bus drivers. The bus drivers forward the data of the control modules via the communication controller to the central gateway module (ZGM). Depending on the type of termination, the FlexRay control modules are connected to these bus drivers in two different ways. Terminal resistors are used on both ends of the data lines on the FlexRay to prevent reflections. If only one control module is con¬ nected to a bus driver (e.g. SZL on partial bus system 0, see wiring diagram), the con¬ nections at the bus driver and at the control module are each fitted with a terminal resis¬ tor. If the connection to the control module is not the physical end-node (e.g. DSC, ICM and DME on the 2nd partial bus system): The two components must be terminated at the ends of the respective paths with terminating resistors. Example: FOx Maximum Equipment '■ H—I- - OMEL'DE'E LF5 Fle-jiHa* FlfllS H < . k: *■ r r. M CR) 1. Qt J”h FlUCmSi!? 87 Advanced Vehicle Diagnosis Wake-up and Sleep Characteristics The control units on the FlexRay can be woken by a bus signal. Despite this, the activa¬ tion of most control units occurs on the FlexRay via an additional wake-up line from the Car Access System (CAS). The wakeup line has the same function as the wake-up line (terminal 15 WUP) used to date in the PT-CAN. The signal path corresponds to the sig¬ nal path of the PT-CAN. Synchronization To implement synchronous execution of individual functions in networked control mod¬ ules, a common time base is necessary. As all the control modules work internally with their own clock generator, time synchronization must take place via the bus. When start¬ ing up the Central Gateway Module, the control modules (ZGM, DSC, ICM and DME/DDE) operate as synchronization nodes. For fault-free synchronization of the FlexRay bus system, communication from ZGM to at least two (2) of the control modules is reguired. If e.g. the DSC has failed, the control modules ICM and DME/DDE are used as synchronization nodes. If the FlexRay is faulty, the bus lines of the control modules ZGM, ICM, DSC and DME/DDE must be checked. Fault Handling For faults on the bus system (e.g. short circuit to B+ or short circuit to ground) or at the control modules on the FlexRay itself, individual control modules or entire paths from the bus communication can be excluded. Not included in this is the path with the four (4) authorized control modules to perform wake up function on the FlexRay: • ZGM • DME/DDE • DSC • ICM No engine start is possible if an interruption of the communication between the control modules occurs. Wiring The wiring of the FlexRay bus system is designed as two-wire, twisted cable (partially clad). Some of the terminal resistors are located in the central gateway module and in the user devices. 88 Advanced Vehicle Diagnosis Measurements on the FlexRay The various termination options mean that misinterpretations of the measurement results can occur. Measuring the resistance of the FlexRay lines cannot provide a 100% deduction in terms of the system wiring. In the case of damage such as pinching or con¬ nector corrosion, the resistance value may be within the tolerance when the system is static. In dynamic mode, however, electrical influences can cause increased surge resistance, resulting in data transmission problems. It is possible to repair the FlexRay bus. If damaged, the cables can be connected using conventional cable connectors. Special requirements, however, must be observed when reinstalling the system. The wiring of the FlexRay system consists of twisted lines. Where possible, this twisting should not be altered during repairs. Repaired areas with stripped insulation must be sealed again with shrink-fit tubing. Moisture can affect the surge resistance and there fore the efficiency of the bus system. For resistance measurement in the FlexRay, be sure to observe the vehicle wiring diagram! For more information on Data Buses please refer to ST401 - Body Electronics II Training Manual. You can reference the Oscilloscope Library at the end of this Training Manual. 89 Advanced Vehicle Diagnosis Wiring Diagrams Introduction The Wiring Diagrams (SSP) divide the vehicle electrical system into individual circuits. Components which interact with that circuit are shown on the same schematic. In order to provide a standard for the way in which a wiring diagram is written and read, there are general rules that apply. Components are drawn in such a way that their gen¬ eral layout and function are self-explanatory. They are arranged on the page so that the current path can be followed from positive (top) to negative (bottom). General Guidelines Wiring Diagram “SSP-SP0000020123 LH Rear Seatback Adjustment” will be used as an example. To obtain more information on a component or signal select any blue hotbox on the wiring diagram (additional information should appear to the right of the SSP, such as EBO, STA, PIB, etc.). It is also helpful to press the Document button, on the lower left of the naviga¬ tion bar on ISTA, after select¬ ing a component’s blue hot¬ box. This will show you all rele¬ vant SSP regarding the com¬ ponent you just selected. Index Explanation 1 Switches and relays are always shown in their rest position, (e.g. K135) 2 A component drawn in a dotted line indicates that only part of the component is shown, (e.g. A3) 3 A component drawn as a solid line indicates that all of that component is shown, (e.g SI 0494) 4 The dotted line between connectors indicate that all the pins belong to that connector 5 Terminal operation is usually noted within a component box 6 Component designation is shown to the right of the box. (e.g. A3, K135, etc.) 7 Component name is shown under component designation, (e.g. Light module; Relay, rear compartment backrest) 8 Splice points are shown between components, noted by a connector number, (e.g. XI0664, XI019, etc.) 9 Signal name, wire cross section and color are noted as a list to the right of the wire. Of note, the wire cross section is given in square millimeters (mm 2 ) 90 Advanced Vehicle Diagnosis SSP-SP0000020123 LH Rear Seatback Adjustment 91 Advanced Vehicle Diagnosis Boxes, lines, splices and connectors L I Index Explanation 1 Entire component 2 Part of a component 3 Plug connector connected to the component 4 Component with screw clamps 5 Component housing directly connected to vehicle ground 6 Plug connector connected to the component connecting line 92 Advanced Vehicle Diagnosis Index Explanation 1 This fuse also supplies further components. 2 There may be other cable connectors on the clotted line. 93 Advanced Vehicle Diagnosis u \i) Junction Index Explanation 1 Component in the Junction Box (Z1): A34 2 Component in the Junction Box: Fuse F51 3 Junction box consisting of power distribution box and control unit Junction Box Electronics (JBE) 94 Advanced Vehicle Diagnosis SFFA 1^ 0.35 1) m □a CR.-SW ■V iU *■ V 1 L _— / /l t I X256 X172 Index Explanation 1 Red = voltage supply 2 Brown = ground 3 Pin number 4 4 SFFA signal 5 Line cross-section 0.35 mm 2 6 Wire color grey and black (GR/SW) 7 Plug connector component code X256 8 Ground component code XI72 9 2 pins in the same plug connector Broken line indicates connecting points of this plug connector. 95 Advanced Vehicle Diagnosis 1 i /\ -1 t (yj ( AjB7 Run^ni^h^a R ib&ra I 1 J\ M91i€. T fi FSASf o^s RT 1?8 A | A1S7 VB W9110 ? W911Q.2 ■ K .ar* 2 I FBAS 0,J$ MS ' *. f ! W110,? ?7 1 Index Explanation 1 Shielded line 2 Shielding 96 Advanced Vehicle Diagnosis Wiring Diagram Symbols Battery Antenna Heating Element —difin— Aux-ln Connector Ignition Coil Inflator Assembly c USB Connector LED -N—— Microphone Relay r - - - p d f . Y ■ ■VIVWI Switch Wiring Diagram Symbols (cont.) Permanent Magnet Motor Brake Pad Sensor 0 2 Sensor (before CAT) Wheel Speed Sensor Solenoid Permanent Magnet Motor i Hall Sensor i , 1 1 -c t * T- { c Knock Sensor Terminal Point ft g Safety Battery Terminal r J r t l L__ _' Solenoid Control Valve Solenoid Magnetic Clutch '{■X 4^ 98 Advanced Vehicle Diagnosis Wiring Diagram Symbols (cont.) Control Unit 1 Transistor (NPN) i ■ Var Resistor (temp sensor) Variable Resistor Wire Color | | RS | | WS RS RT | | TR | | GN SW | | BL | | GR Abbreviation English German TR Transparent Transparent WS White WeiB VI Purple Violett BL Blue Blau BR Brown Braun GR Gray Grau OR Orange Orange RT Red Rot SW Black Schwarz 100 Advanced Vehicle Diagnosis Wiring Diagrams in Color As of ISTA version 2.25 the wiring diagrams are color coded starting with FOx vehicles. The following color characteristics was selected: Red = Wiring for voltage supply Brown = Wiring for ground SSP-SP0000051703_Central Information Display (F10/N63) FI ■*' 31L HR Z1C12B 101 Advanced Vehicle Diagnosis All other wiring have a color label in a rectangle next to the wiring color. The distribution of color labels in the rectangular represent the actual color of the wiring. The wiring dia¬ grams for further series will be displayed in color as well. Two new symbols are optionally available on the top left of the wiring diagram: i I Hotspot for the wiring diagram legend explaining the symbols and wiring colors. <•*> I Hotspot for colored Functional Wiring Diagrams that show the complete system: SSP-BTS-T6108032_lnstrument Panel (F10/N63) Si Q * * /=\ Click on the Eye symbol and a message appears stating that no / v \ continuing documents can be displayed on the right. Click OK to acknowledge this message. Then click the Documents button. Matching overviews of functions are then displayed. Component Descriptions from F01 On the basis of electrical component codes (e.g. B11: ride height sensor, rear left) the system started to create standardized “Brief component descriptions” (FUB, FTD). When the user selects the hotspot for a component on the wiring diagram, the Brief component description will be shown with its own tab. Information search with text search! Beginning with version ISTA 2.23, procedures and service functions can no longer be found via the text search. The search for procedures therefore needs to be performed via the function network. Service functions can only be searched for via the service functions selection feature. 102 Advanced Vehicle Diagnosis The ability to measure voltage, current flow, and resistance is important in the diagnosing of electrical problems. Without the results of these measurements troubleshooting in an electrical system is a futile process. The instrument most commonly used to make electrical measurements is called the Digital Voltage-Ohm Meter (DVOM). Basic DVOM’s are capable of measuring: • AC Voltage • DC Voltage • Millivolts • Resistance • Conductance • Capacitance • Continuity • Diode Test • Amps/Milliamps • Microamps Advanced DVOM’s add: • Frequency • RPM • Duty Cycle • Pulse Width Temperature The DVOM provides for a method of accurate measurements. Even though accurate measurements are the key to electrical diagnosis, the following four factors determine the effectiveness of the measurements: • Accuracy of the measuring instrument. • Correct installation in the circuit of the measuring instrument. • Ability of the Technician to read the instrument. • Skill of the Technician in interpreting the results. As it is clearly seen, only one of the factors depends on the DVOM (e.g. accuracy), the rest will always depend on the ability of the Technician to read and interpret the results, Choosing a DVOM A good choice of a DVOM is the IMIB, as the measuring system of each contains a highly accurate DVOM. Choosing a handheld DVOM from a reputable manufacturer, however, leaves the shop IMIB free to perform other tasks that a DVOM can not do (e.g. Retrieval of fault codes, Oscilloscope, etc.). 103 Advanced Vehicle Diagnosis In choosing a DVOM several factors need to be considered, one of which is Impedance. Impedance is the combined resistance to current created by the resistance, capacitance and inductance of the meter. Impedance is measured in ‘Ohms per Volt’. Meters with the highest ‘Ohms per Volt’ impedance are the most accurate. More importantly using a meter with high impedance will not cause damage to sensitive electronic circuitry. When a Meter is connected across a circuit to measure voltage, it must be connected in parallel. This adds parallel resistance. The total resistance in a parallel circuit is less than the lowest resistance in that circuit (Ohms Law). Using a Meter with low impedance will reduce the total resistance of the circuit and allow more current to flow. A meter with low impedance can draw enough current to cause inaccurate measure¬ ment, voltage drops or damage sensitive electronic circuit boards. A high impedance meter will draw little current and insure accurate readings. Using older type meters with low impedance values (20,000 to 30,000 ohms-per-volt) can damage modern electronic circuits and components or give inaccurate readings. Test lights should be avoided for the same reason. They lower the total resistance of the circuit and cause increased current flow. Other factors in choosing the proper DVOM are: • Cost • Features Basic DVOM’s are available reasonably priced. These basic models may be more than sufficient for use in BMW Centers, given the availability of the IMIB for advanced mea¬ surement and scope functions. Advanced features and price go hand in hand. The more features added the higher the cost. Some of those features may be worth the increase in cost (e.g. frequency, duty cycle and pulse width). Other features may not (e.g. oscilloscope, graphing). Choose a DVOM wisely based on personal preference and cost. Like many other tools it is valuable in the diagnosis and repair of BMW’s. Experience has shown if the technician is not comfortable with the DVOM or confident in the results of the measurements, the DVOM will not be used. Considering the technology in BMW automobiles, diagnosing with a quality DVOM cer¬ tainly makes repairing the problem correctly and expediently a more manageable task. 104 Advanced Vehicle Diagnosis The Functions Function Selector Rotary Switch (FLUKE 87 used as an example) Power to the meter is turned off. Volts AC Measures AC Voltage Ranges: 600.0 mV, 6.000 V, 60.00 V, 600.0 V, and 1000 V Volts DC, RPM mV /Temperature Measures DC Voltage Ranges: 600.0 mV 6.000 V, 60.00 V, 600.0 V, and 1000 V Measures DC Millivolts Range: 600.0 mV; -328.0 °F to 1994.0 °F 105 Advanced Vehicle Diagnosis i Function Selector Rotary Switch (Cont.) Continuity / Ohms / Capacitance Measures Continuity and Ohms. Ranges: 600.0 ft, 6.000 kft, 60.00 kft, 600.0 kft, 6.000 Mft, and 50.00MQ; 10.00 nF, 100.0 nF,1.000 pF, 10.00 pF, 100.0 |jF, and 9999 |jF Milliamp or Amps AC / DC Measures DC Milliamps or amps. Ranges: 60.00 mA, 400.0 mA, 6000 mA, and 10 A mV m V * JF , ' mA A M v pA — MH m- 1 • * . OFF ... '"’■----I- . -— w-* Diode Test Test diode operation. Range: 3.000V Microamps or Amps AC / DC Measures AC Milliamp or amps Ranges: 600.0 pA, 6000 pA, and 10 A 106 Advanced Vehicle Diagnosis Push Button Functions °C/°F MIN MAX RANGE AutoHOLD -'o'- * i Hi Res 1 Second PEAK MIN MAX ) REL A Hz % Button Switch Position 'HD n + Selects capacitance Function Selects temperature Selects AC low pass filter function Switches between DC and AC current Switches between DC and AC current Power-up Disables automatic power-off feature (Meter normally powers off in 30 minutes). The Meter reads "PoFF" until the “yellow” button is released. MIN MAX Any switch position Power-up Any switch position RANGE mV Power-up Starts recording of minimum and maximum values. Steps the display through MAX, MIN, AVG (average), and present readings. Cancels MIN MAX (hold for 1 second) Enables the Meter’s calibration mode and prompts for a password. The Meter reads "CHL" and enters calibration mode. Switches between the ranges available for the selected function. To return to autoranging, hold the button down for 1 second. Switches between °C and °F. Enables the Meter’s smoothing feature. The Meter reads "5_" until the range button is released. 107 Advanced Vehicle Diagnosis Button Switch Position Function Any switch position MIN MAX recording Frequency counter AutoHOLD (formerly TouchHold) captures the present reading on the display. When a new, stable reading is detected, the Meter beeps and displays the new reading. Stops and starts recording without erasing recorded values. Stops and starts the frequency counter. Power-up Turns on all LCD segments. Any switch position Turns the backlight on, makes it brighter, and turns it off. Hold down for one second to enter the Hi-Res digit mode, 4-1/2 digit mode. The “Hi-Res” icon appears on the display. To return to the 3-1/2 digit mode, hold down for one second. Hi-Res = 19,999 counts. Continuity Turns the continuity beeper on and off MIN MAX recording Hz, Duty Cycle Switches between Peak (250 ps) and Normal (100 ms) response times. Toggles the meter to trigger on positive or negative slope. Power-up Disables the beeper for all functions. The Meter reads "bEEP" until the button is released. REL A Any switch position Power-up Stores the present reading as a reference for subse¬ quent readings. The display is zeroed, and the stored reading is subtracted from all subsequent readings. Enables zoom mode for the bar graph. The Meter reads "2rEL" until the relative button is released. Hz % Any switch position except diode test Power-up Press for frequency measurements. Starts the frequency counter. Press again to enter duty cycle mode. Enables the Meter’s high impedance mode when the mV DC function is used. The Meter reads "Hi2" until the button is released. 108 Advanced Vehicle Diagnosis Input Terminals 109 Advanced Vehicle Diagnosis Display Index Feature Indication 1 + Polarity indicator for the analog bar graph. Trig Positive or negative slope indicator for Hz/duty cycle triggering. 2 '»)) The continuity beeper is on. 110 Advanced Vehicle Diagnosis Index Feature Indication 3 A Relative (REL) mode is active. 4 Smoothing is active. 5 - Indicates negative readings. In relative mode, this sign indicates that the present input is less than the stored reference. 6 H Indicates the presence of a high voltage input. Appears if the input voltage is 30 V or greater (ac or dc). Also appears in low pass filter mode. Also appears in cal, Hz, and duty cycle modes. 7 AutoHOLD is active. 8 Display Hold is active. 9 Indicates the Meter is in Peak Min Max mode and the response time is 250 ps mrnrnm Indicators for minimum-maximum recording mode. 10 MAX MIN AVG 11 Low pass filter mode. The battery is low. 12 / ! Warning: To avoid false readings, which could lead to possible electric shock or personal injury, replace the battery as soon as the battery indicator appears! Ill Advanced Vehicle Diagnosis Index Feature Indication A, [iA , mA Amperes (amps), Microamp, Milliamp V, mV Volts, Millivolts jj.F, nF Microfarad, Nanofarad nS Nanosiemens 13 % Percent. Used for duty cycle measurements. n, mo, kn Ohm, Megaohm, Kilohm Hz, kHz Hertz, Kilohertz AC DC Alternating current, direct current 14 OQ Op Degrees Celsius, Degrees Fahrenheit 15 610000 mV Displays selected range 16 Hi Res The Meter is in high resolution (Hi-Res) mode. Hi-Res= 19,999 17 Auto The Meter is in autorange mode and automatically selects the range with the best resolution Manual The Meter is in manual range mode. 112 Advanced Vehicle Diagnosis Index Feature Indication 18 C 0 The number of segments is relative to the full-scale value of the selected range. In normal operation 0 (zero) is on the left. The polarity indicator at the left of the graph indicates the polarity of the input. The graph does not operate with the capacitance, frequency counter functions, temperature, or peak min max. For more infor¬ mation, see “Bar Graph”. The bar graph also has a zoom function, as described under "Zoom Mode". — OL Overload condition is detected. Error Messages bAtt Replace the battery immediately. diSC In the capacitance function, too much electrical charge is present on the capacitor being tested. EEPr Err Invalid EEPROM data. Have Meter serviced. CAL Invalid calibration data. Calibrate Meter. Err ItRd 1 Test lead alert. Displayed when the test leads are in the A or mA/|jA terminal and the selected rotary switch position does not correspond to the terminal being used. 113 Advanced Vehicle Diagnosis Infinity Display While most displays of DVOM’s are standard (i.e. mV means millivolt, mA means mil- liamp) the display or symbol for infinity or open circuit can be confusing. A display of OQ indicates no or little resistance. It means the circuit or portion of the circuit being mea¬ sured has continuity or is complete. A reading of OL means the circuit is open or not complete, the resistance is said to be “INFINITY”. Some meters may use the symbol B for Infinity. Be aware of which reading the meter being used will give for infinity or open circuit. Display on Fluke 87 V 114 Advanced Vehicle Diagnosis Using the DVOM Voltage Testing The voltmeter (DVOM) must be connected in parallel with the load or circuit. The DVOM has a high resistance and taps off a small amount of current. A voltmeter must be used with the current on and with the correct polarity. The red lead should be connected to the B+ side of the circuit and the black lead to the B- side of the circuit. If the leads are reversed the reading will be a negative number. • Select proper function and range of DVOM. • Connect (-) lead of meter to battery B- or known good ground. • Connect (+) lead of meter to test circuit. DVOM will indicate supply or available voltage at that point. Measure at different points checking for change or interruption in the voltage supply. 115 Advanced Vehicle Diagnosis Amperage Testing To measure amperage the meter must be installed in series in the circuit. The current flow of the circuit must flow through the meter itself. Current must be flowing in the circuit. Installing the meter in parallel with the circuit may cause damage to the meter, because of the increased current flow in the circuit, due to the low resistance in the meter. Caution: Most ampere meters or DVOM’s are rated for no more than 10 amps. Current flow above 10 amps will damage the internal fuse of the DVOM and render it unable to measure amperage. • Select proper function of DVOM and move leads to proper position. • Connect meter in series with (+) lead on the B+ side of the circuit. • Connect (-) lead of meter to complete circuit. DVOM will indicate current flow (Amps) through circuit. Typical Application of Amperage Testing • Proper Component Operation (Correct Current Draw). • Parasitic Draw Testing. Ensure meter is capable of handling current flow. 116 Advanced Vehicle Diagnosis Resistance Testing When set for resistance testing (Ohms) the DVOM must never be connected in a live circuit. The component or portion of a circuit being measured, must be isolated from the power source. Most modern day DVOM’s are self ranging when set to measure resistance, so the meter can not be damaged by out of range measurements. The test leads may be used without regard for polarity, unless the circuit contains a diode. The DVOM functions by placing a very small amount of current on the circuit being tested, the red lead must be placed on the anode side of the diode. • Select correct function and range (Most meters are self ranging in this function), • Disconnect power to circuit. • Disconnect any circuit wired in parallel with circuit being tested. • Connect test leads. DVOM will indicate resistance (Ohms) of component or circuit being tested. Typical Application of Resistance Testing Locating a Short to Ground (As Shown). Determining Resistance of Components (e.g. Temp Sensors and Injectors). An Ohmmeter uses its internal power to test a circuit or component. *5 r. / 117 Advanced Vehicle Diagnosis Continuity Testing The DVOM uses its own internal power supply to test the continuity of the circuit. The DVOM must never be connected in a live circuit. Any circuits wired in parallel with the circuit being tested must also be disconnected. Continuity testing verifies that circuit connections are intact. The continuity mode is extremely fast and is used to detect either shorts or opens that last as little as 1 ms. When a change is detected the beeper tone is stretched to last at least 1/4 second so both shorts and opens can be audibly detected. This is a valuable troubleshooting aid when diagnosing intermittent faults associated with wiring, connections, switches and other components of the circuit. • Select correct function and range of DVOM. • Disconnect power to the circuit. • Disconnect any circuits wired in parallel. • Connect DVOM leads to the circuit to be tested. DVOM display will indicate continuity of circuit. Typical Application of Continuity Testing • Circuit Continuity. • Intermittent Wiring Harness Faults. There must be NO current available to the circuit during the continuity test. 118 Advanced Vehicle Diagnosis Voltage Drop Testing Voltage Drop Tests determine the resistance of an active circuit, a circuit with current flowing. Voltage drop tests are preferred over simple resistance measurements because the power source is not removed from the circuit. By measuring the voltage on both sides of a load, the amount of voltage consumed by the load is measured. The voltage drops of each part of a series circuit added together must equal the power supply for that circuit while it is active. • Select proper function and range of DVOM. • Connect (+) lead to the “B+” side of the circuit or component being tested. • Connect (-) lead to the “B-” side of the circuit or component. DVOM display will indicate the voltage drop in the circuit tested between the DVOM leads. Typical Application of Voltage Drop Testing • Determine proper component operation. • Active circuit continuity • Active circuit resistance. As a “Dynamic” test with the circuit opera¬ tional, a voltage drop in any non-resistive part of the circuit indicates a fault in the circuit. 119 Advanced Vehicle Diagnosis 120 Advanced Vehicle Diagnosis Integrated Measurement Interface Box The Integrated Measurement Interface Box (IMIB) gives access to the measuring technology in the new workshop system. The compact shape of the Integrated Measurement Interface Box makes it a versatile tool for testing signal transmitters, data lines and electronic components of vehicles. The Integrated Measurement Interface Box offers the following functions: • Voltage measurement • Current measurement with current clips up to 1,800 A • Resistance measurement • Pressure measurement: - Low-pressure measurement down to 2 bar onboard - Up to 100 bar with external sensor • Temperature measurement with external sensor • Use of: - RZV cable (static ignition voltage distribution) - kV clip (kilovolt clip) - Trigger clip • Two-channel oscilloscope • Stimuli function ® For more information regarding IMIB, please refer to DealerNet and select: Menu>BMW>Aftersales Portal>Service>Workshop Technology and access the ISTA User Manual file. You can also type Workshop Technology in the search engine and that will prompt you to the correct web page. 121 Advanced Vehicle Diagnosis Integrated Measurement Interface Box (IMIB) 122 Advanced Vehicle Diagnosis Index Explanation Index Explanation 1 Button 11 USB Connection 2 ON / OFF Button 12 2.5 bar pressure sensor 3 3.5 inch LCD Display 13 Power Connection 4 Voltage measurement ground (-) 14 Trigger clip or temperature sensor connection 5 Voltage measurement connection 15 Connection of old Sensors: 25 bar pressure sensor, kV clip, RZV cable 6 2A current measurement connection 16 Connection of new sensors: e.g. 100 A current clip, 1,800 A current clip, 100 bar pressure sensor, temperature sensor 7 Voltage, current and resistance measurement ground (-) 17 Indicator for power supply source: external or battery 8 Connection for voltage, current, and resistance measurement 18 Indicator for battery charge and temperature warning 9 Stimuli connection 19 Indicator for WLAN mode 10 Workshop Network LAN connection 123 Advanced Vehicle Diagnosis The measuring cables and sensors used with the Measurement Interface Box (MIB) to date, can for the most part, continue to be used. For oscilloscope measurements, standard measuring cables are used. These cables can also be used for voltage measurements. If a measurement is carried out during a diagnostic procedure, the result determined by the Integrated Measurement Interface Box is automatically evaluated in the diagnostics program and therefore influences the next diagnostics stage. In addition to its use in diagnostic procedures, the Integrated Measurement Interface Box can also double as a stand-alone and portable digital multimeter. The measured values are shown on the display screen. It is possible to measure voltage, current, pressure and resistance. Temperature and frequency, however, can only be measured as part of diagnostics, i.e. in the procedures of the Integrated Service Technical Application. Measured values are not displayed on the display screen if the Integrated Measurement Interface Box is being controlled by the Integrated Service Technical Application. The results are displayed in the Integrated Service Technical Application under "Measuring equipment". Registration and configuration (e.g. of the display language) is carried out using the Workshop System Management. Software updates are similarly managed using the Workshop System Management and are implemented automatically when necessary. Other important features include: • Hard drive capacity: 20 GB • RAM: 512 MB • Rechargeable battery life: Up to 3 hours • Connection to workshop network by: - Cable - Wireless 124 Advanced Vehicle Diagnosis The Integrated Measurement Interface Box also has a USB interface, which will be used for vehicle diagnostics in the future. Using the Integrated Measurement Interface Box inside a vehicle Index Explanation 1 ICOM A 2 V adapter cable 3 Measurement box 4 Integrated Measurement Interface Box 125 Advanced Vehicle Diagnosis Measuring Devices The measuring devices (Multimeter, Oscilloscope, Signals) are component parts of the ISTA workshop system. The corresponding measuring devices hardware, as well as the periodic measurement data logging, preparation of information, and provision of the results, are all performed by the IMIB connected via LAN. How to start the measuring devices: • Call up the measuring devices via the "Activities" -> "Measuring devices" selection in the navigation area. • Choose the "Measuring devices" tab. The "Connection manager" mask appears. • Select the desired IMIB and click the "Set up connection" button. The "Measuring devices" tab will then appear with the preset "Multimeter" preset tab. Integrate? S eries ' -t.il' flexile itic r VINi VA2Q3QE VV- d* J7E90ISftLi , 3ZC^M*TrT2rAUT^EJ^UL. , 2SC4ri1 Vd iic:t bfrsE _ ftfilltflLlfci Service y if WnraaEian G Jirlz-d S'BTViCE -lunictligiri W&r^c-hoDi Mi □s-urir.g "Measuring devices" tab 126 Advanced Vehicle Diagnosis liiLe H' tiEed Stititt 7 c--:" n ca / Ap p Mean dh S M HL x VIN' VflJJlIDH vjh=ib- l-*9t,'Sfli n3n*w*>:*J»LT«juftuDCo«fl- CqIM*«C|*Ii rr.ihtSir "Connection manager" mask Switching to Another Tab When switching between the measuring devices tabs, the most recently made setting will be retained. 127 Advanced Vehicle Diagnosis Multimeter The "Multimeter" tab contains display and control elements for two multimeters that are separately displayed in the content range, separated into two boxes. Besides individual measurements, the device also supports parallel measurement via Probe 1 and Probe 2 for resistance, direct/alternating voltage, direct/alternating current, as well as the diode test. Furthermore, parallel measurements with Probe 1 or 2, as well as a sensor (kV clip/RZV cable [resting voltage cable], clip-on ammeter, pressure sensor, or temperature sensor), are possible. Each multimeter consists of a display area (left) and a settings area (right). With the "Quit measuring devices" button in the action line, you can return to the "Measuring devices" tab. A 4 ppl 1 ► / H US r*T* s if- -d Lssj] X tatSirriSe* Ts rfinl id a [ cjli u i'i M^Esgtrit* »|fi / WAX F^hn »ug 3* nTSC J LIMI33Qi i H&7J OUR LI rZEfiS m T rn>l '4| FI i ■ if ? I'lll.^l li:;i 11 Tie m p e r.i i u m skd ms r K¥'Cffsi f R7Y 1 K jifattl Sir nin r.nF!jiH UU V At A |M,A ,v|. min t wax Suiwill il I T arsi^ili: la 1 T.+m ;|m ■ y l Tsiifltwraiu«8#ie*r K^Clr.u /KV-Kb^hI SlrWTIj'flB'iJH Msde: n - flLV DCV sea 50 A Mes-sgeraw b^andari "Multimeter" mask 128 Advanced Vehicle Diagnosis Display Range The display area shows the measured value with its physical unit of measurement highlighted in color. The measured values of Multimeter 1 (connected with Probe 1 by default) are displayed in green; Multimeter 2 (connected with probe 2 by default) displays measured values in red. Under the display area, there are two buttons with the following functions: 0 MIN/MAX: If you click this button, the two limit values are shown at the bottom left of the display window. "MIN" corresponds to the lowest value in the peri¬ od of measurement, e.g. "Imin = 6 A". "MAX" shows the highest value, e.g. "Imax = 7 A". 0 Freeze-frame: This function "freezes" the measurement; the last measurement is thus retained. You can also trigger the freeze-frame function at the probe and then read the value at the tester. If you click the button a second time, the measured values continue to be displayed. Range The setting range is located at the bottom right of the mask, divided into an area for Multimeter 1 (top) and Multimeter 2 (bottom). At the top, there are six buttons for select¬ ing a measurement source (probes and sensors). Under these are the "Mode" zones for setting the measurement type and "Range" for setting the measurement range. Source (measurement source) The following measurement sources are used: • Probe 1: for resistors, direct/alternating voltage, direct/alternating current, diode tests. • Probe 2: for resistors, direct/alternating voltage, direct/alternating current, diode tests. • kV clip/RZV cable: for high voltage measurements in ignition systems. • Clip-on ammeter: for direct and alternating current. • Pressure sensor: for pressure measurements, e.g. cylinder 1 compression. • Temperature sensor: for temperature measurements in liguids, e.g. oil temperature. After the source has been selected, the button will be displayed in the color of the mask. 129 Advanced Vehicle Diagnosis Mode The possible settings change according to the selected source. After selection of a mode, e.g. "DC V", it is highlighted in the color of the mask. The abbreviations are defined below: • Q : Resistor measurement • AC V: Alternating voltage measurement • DC V: Direct voltage measurement • AC A: Alternating current measurement • DC A: Direct current measurement • -to- : Diode test Range The range changes according to the source. The measuring device will automatically be set to the highest measurement range by default; however, you can manually adjust it if required. ® lf the displayed measurement value lies outside the manually selected range, the display changes to "++++" or "- 130 Advanced Vehicle Diagnosis Using the Multimeter How to perform a resistor measurement with Multimeter 1: • Select the source "Probe 1 • Select the "Q" mode. • Connect the DSO cable 1 to the IMIB. • Connect the probes in parallel with the load/resistance while isolating that part of the circuit. • Perform the measurement. How to perform measurements on two signals simultaneously, so that you can measure battery voltage and current, for example: • Select the source "Clip-on ammeter" on Multimeter 2. • Select the "DC A" mode on Multimeter 2. • Select the range matching the selected clip-on ammeter on Multimeter 2. • Select the source "Probe 1" on Multimeter 1. • Select the "DC V" mode at Multimeter 1. • Connect the clip-on ammeter to the IMIB. • Connect the clip-on ammeter lead around the vehicle’s negative cable in the direction of current flow. • Connect the DSO cable 1 to the IMIB. • Connect the probes to the battery poles. • Click the button on the probe to freeze the measurement. • Evaluate the measurement. 131 Advanced Vehicle Diagnosis Oscilloscope Two time-dependent variables are measured with the dual channel oscilloscope. The screen displays measured and processed curves and results in the left (display) area. The IMIB settings can be adjusted in the right (setting) area. 7* *rh'iitiL. AppUfiiflan F'git-Wp 1 DAMT23 M tb i. jjtl JL-z Ittultimeur A ■is rr* L'£! II X Fnhrviifl 3erJ(S0JLIH/33iJi^l«a^lrUE LU200MQG 1 1 jj OuiliHicip StBTMili C wrest R-tftrem n z OH CII2 Cvup IhJ Display L r.g Hc*ani btiuptme 4 ' * • ’ ► 4 ► : lFt> siilcim i MU ► nwflDh; < ► CH3 $ U HI H Offqtt s.n Coupl fig | Ca^piing CHU AL ■c GHD AL Source Uni cI&cplim Offset VJDitf TJ fiDIJI>’ii blJ U n - L -d lH|i- IB Lml 70^ SiSap; jlftf Nfl-im* Id Bntbaluiig sp^khorn Elncbelung laden r li> *Gh»n "Oscilloscope" tab Display Area The display area is divided into the following: • Graph display: for graphical plots of curves. • Measured value display: for numerical display of voltage and time values. 132 Advanced Vehicle Diagnosis Graph Display With linear scaling, the graph display is divided into a 10 x 8 grid. With logarithmic scaling, the y-axis is divided into 4 groups of 10; the x-axis remains unchanged. 2nd Gridline' Progress 8th Gridline Reference cursor Trigger mark y Differential cursor x-axis Graph display Depending on the application, a trigger mark, two cursors and a progress bar on the top edge will appear in the graph plot. So that you can distinguish between curves and correctly assign their settings, the curve from Channel 1 (CHI) is green and the curve from Channel 2 (CH2) is red. Cursors, trig¬ ger marks and progress bars are white. The frequency of graph updates depends on the sampling rate set on the oscilloscope. The following presets apply for individual areas: • Sampling rate < 100 s: Time interval 10 ms. • 100 s < sampling rate < 1 s: Time interval 300 ms. • Sampling rate > 1 s: Record mode (Record). The curve progresses in linear steps of approx. 4 pixels from right to left and is recorded at the same time. 133 Advanced Vehicle Diagnosis Measured Value Display Below the graph display, there is a display consisting of 3 columns for numerical values and status messages. Ref. Cur 0.176 V t 4.99 ms Trigger: Auto Diff Cur D.332 V 1/t 200 47 Hz A Cur 0.156 V t/T 86.60 % Statu s: At 0.52 ms Measured value display The meaning of the displays is described in the following chapter. Range The controls for setting the oscilloscope are located on the right-hand side of the mask. The controls are arranged in five settings: • Cursor (exclusively arrow keys for reference and difference) • Display • Time Range • Channel (channels CHI and CH2) • Trigger Ref. Diff. < ► 4 ► Time Pn sit inn 4 D 1 Ik. p TifniVDiv 4 2 ms ► CH 1 1 CH 2 CtiufileU Display Log Re c oid C om press Cursor rinurcE Offset CH 2 MnurcR Hroftc f Offset + 2 Tt Hold Trirjgt;i Probe 2 A -53 V/Div WDiv sv IV Coupling GND AC Coupling GND AC Source Prone 1 * T I I’nsthtin | 4&U % ▼ Level 1-34 %| ▼ Slope "eg Mode Atlle Nutiti Single 134 Advanced Vehicle Diagnosis Cursor and Display Settings The "Cursor" settings group contains the following buttons: 0 CHI, CH2: When clicking and locking a button, the two cursors will appear in the sec¬ ond and eighth grid line of the graph display for the respective curve (reference and dif¬ ference). The cursors can only be displayed for one channel respectively: For example, if you lock the "CH2" button, then the "CHI" button will be simultaneously unlocked. If you click the same button once more, the measuring cursors will be faded out again. You can move the reference cursor along the x-axis with the two reference arrow keys and the differential cursor by using the differential arrow keys. The cursors move pixel by pixel; their speed increases the longer you hold the arrow key down. As soon as a cursor reaches the edge of a measurement curve, the respective arrow key can no longer be operated. 0 Coupled: is activated only if one of the "CHI" or "CH2" buttons, is active. If the "Coupled" button is locked, then the differential cursor moves when the differential cur¬ sor is displaced, maintaining constant spacing. With the differential arrow keys, you can continue to displace the differential cursor separately. If you hide the cursor for one channel and later show it again (cursor key locked), the "Coupled" button adopts the most recently displayed state. Cursor Ref niff CH 1 CQilpIsjuJ 4 Dir pH ay Log Record Compress I urn r ? Hold Po&rlioo TmfiefDiv 4 2 ms ► Trigger CH 1 F>ULir Lfcf Pig be 1 1 Offset +2 -ft WDiv 5V CH 2 Suurcfc: Probe 2 Offset -«3 % WDiv IV (Coupling Coupling GND AC DC GND AC SeJUT CE3 Probe 1 Pusilibn + 60 ^ Level + 34 Kiope pus Mode r| id rq Norm Single Qufc measuring devices 135 Advanced Vehicle Diagnosis The following applications are linked with the cursor function: • Measuring curves: The oscilloscope determines the following points and shows the values in the measured value display: • Intersection of reference cursor with the curve ("Ref.Cur") • Interface of differential cursor with the curve ("Diff.Cur") • Voltage difference between the reference and differential cursor ("Cur") • Output of Set values: When you select the "CHI" or "CH2" button in the cursor settings group The following counter values are entered into the measured value display: • Period ("t") • Frequency ("1/t") • Sample ratio of selected channel ("t/T") • Time lag between reference and differential cursor ("t"). • Zooming compresses the curves. In compressed mode, you can select and zoom in on a curve section. 136 Advanced Vehicle Diagnosis The "Display" settings group contains the following buttons: 0 Log: logarithmic scaling on/off, as default y-values are presented in linear fashion. When clicking and locking the "Log" button , the y-axis switches to logarithmic scaling in value ranges up to 4 groups of 10. Negative measurements are zeroed in the logarithmic display. Clicking the button a second time switches back to linear scaling. 0 Record: record mode on/off. When clicking and locking the "Record" button, the record mode will be started. The process can be interrupted by once again clicking on the "Record" button. The record mode is automatically stopped in the "Single" trigger mode if a trigger event occurs (trigger level, ramp). All settings for the "Channel", "Time" and "Trigger" groups are locked. The record mode is only accessible if the "Compress" button is not locked. 0 Compress: scales the x-axis over the entire curve. When clicking and locking the "Compress" button, the x-axis is scaled so that the entire and most recently recorded curve can be shown in the measured graph display. The "Record" button and those for the trigger mode (Auto, Normal, Single) are deactivated. The "Compress" button can only be clicked after a curve has been recorded. Mark a section of the compressed curve (either Channel 1 or 2) with the reference and differential cursor. Click the "Compress" button. The oscilloscope zooms in on the marked curve section to the normal scaling of the x-axis. Cur sue OH 1 cm 2 Coupled Display Log Record Compress CH 1 Lauren Probe i * Offset * +2 ▼ WDiv ^ ' 6V - Coupling AC CH Z Rtaf Dill T imu Hold Pn si linn 4 Tirm?/Div 0 ► 2 ms TriLjLjgf Source Probe 2 Offset A. -63 % ▼ WDiv F IV ▼ Coupling GND BB AC 1 g Source Probe 1 * Position * + 60 ▼ Level * + 3* % ▼ S laps Mode No r m SinglR Quit measuring devices 137 Advanced Vehicle Diagnosis By increasing the sampling rate with the "