Table of Contents E6x 9/05 Model Updates Subject Page Introduction .5 System Overview .7 Gateway.7 Servotronic .8 ECO Valve .8 Modifications to the System Network .8 Functions .11 PowerSupply.11 Rear Power Distribution Box with RADSOK Contact.12 High Current Fuses .12 Relays in the Power Distribution Box .13 EnergyManagement .14 Energy Data M emory.15 Sleep Mode Preventers.15 Bus Wake-Up .16 Recording Data Records.16 Identification of Bus Wake-Ups .18 Micro-Power Module Integrated in KGM .18 Switch-On Conditions.19 Switch-Off Conditions.19 New M PM Functionality.20 Switch-Off ofTerminal 30g_f Relay .20 Time Controlled Terminal Shutdown .21 Control Units Connected to Terminal 30.22 Car Access System 2.23 ComfortAccess.26 Control Unit.26 Outer Door Handle .26 Capacitive Sensor 1.28 Capacitive Sensor 2.28 Antenna.29 Electric Steering Column Lock (ELV) .30 Initial Print Date: 09/05 Revision Date: Subject Page Unlocking Steering Column with Comfort Access .31 Examples of Unlocking the Steering: .31 Locking Steering Column with Comfort Access .31 Examples of Locking the Steering:.31 Replacement of the Steering Column .31 START/STOP Button .32 Slot.32 Car Access System 2 (CAS 2) .32 Central Locking.36 Body Gateway M odule (KGM).36 Relays for Central Locking .37 Body Basic M odule (KBM) .37 Interior Lighting .40 Doors .40 Door Exit Light.40 Courtesy Light .40 Sill Lighting E63.40 Driver's Door Switch Cluster.40 Backlighting (terminal 58g) .40 Power Windows.41 Front Windows.41 Body Gateway M odule (KGM) .41 Body Basic M odule (KBM).41 Convertible Top M odule (CVM) E64.41 Lowering the Side Window E63 .42 Outside Mirrors.43 Mirror Control.43 M irror Heating .44 M irror Folding Function.44 Electrochromic M irrors .44 Mirror Memory .44 Automatic Parking (curb viewer) Function.44 Safety Gateway Module .45 Functional Integration.45 Properties .48 Location.48 Subject Page Steering Column Switch Cluster.49 Component Overview.52 Electronic Steering Column Switch Cluster Module.53 F-CAN Link .53 PT-CAN Link.53 SZL PowerSupply.53 Steering Angle Sensor .54 Steering Column Switches.54 Coil Spring Assembly .54 Locking.54 Functions .55 Detecting Steering Angle .55 Relative Steering Angle.56 Absolute Steering Angle.57 Steering Wheel Rotation Information .57 Detecting the Controls of the M FL.57 Model Updates Model: E60/61/63/64 Production: from 9/2005 IBIICTIWIS After completion of this module you will be able to: • Familiarize yourself with the changes in production as of 9/2005 productio 4 E6x 9/05 Model Updates Introduction Several modifications will be implemented in the system network on the BM W5 Series and BMW 6 Series as part of the model yearchange in September2005.The following models are affected by the modifications: • E60, 5 Series Saloon • E61, 5 Series Touring • E63, 6 Series Coupe • E64, 6 Series Convertible Overview of model year measures implemented on the BM W5 Series and BMW 6 Series models System Remark System Network Modifications No byteflight New body-gateway module KGM Door module functions transferred to the KGM Energy management No micro-power module, function integrated in the KGM Comfort Access New key-less access system Car Access System 2 Start/Stop button, slot, electric steering column lock Expanded Diagnostic Functions M onitoring of control units that wake the bus unauthorized Sleep mode preventer, control units that prevent the bus assuming sleep mode Steering Column Switch Cluster New connection to PT-CAN Passive Safety Changeoverto advanced crash and safety management Audio Systems MP3 function in CCC 5 E6x 9/05 Model Updates All control units belonging to the safety system have been replaced due to the fact that the Advanced Safety Electronics (ASE) and the optical bus system byteflight are no longer installed. The previous functions have been adopted by new control units. A central control unit, i.e. the Advanced Crash and Safety M anagement (ACSM) module has been integrated in the K-CAN forfunctions of the passive safety system. The safety and gateway module SGM has been replaced by the body-gateway module KGM .The body-gateway module incorporates not only parts of the SGM but also the door modules and the micro-power module M PM. The installation location in the units carrier behind the glove compartment is the same. Functions that have been adopted from the SGM in the KGM and have no changes are briefly described in the following. New or expanded functions are described in the "Functions" section. 6 E6x 9/05 Model Updates System Overview Gateway The KGM contains the gateway function and provides the interface between following busses: • D-bus, diagnostic bus • PT-CAN, powertrain CAN • K-CAN, bodyCAN • LIN-bus, local interconnect network The task ofthe gateway is to interconnect the various bus systems. The bus systems differ in terms of their data transmission rate or data telegram structure. The data telegrams are buffered in the gateway and forwarded corresponding to their priority. In connection with the diagnostic bus, the KGM forms the interface to the BM W diag¬ nostic units and forthe purpose of diagnosing or programming all control units connect¬ ed to the bus system. The KGM additionally features a link to the LIN-bus forthe purpose of reading informa¬ tion from the driver's door switch cluster. Control Unit Location (E64 shown) Index Explanation 1 Comfort Access 2 Panoramic S unroof (M DS) 3 Body Basic Module (KBM) 4 Body Gateway Module (KGM) 5 CD Changer 7 E6x 9/05 Model Updates Servotronic The Servotronic controls the steering forces as a function of the driving speed. More steering assistance is provided when the vehicle is stationary or when parking than when driving at high speed on the motorway. The Servotronic control function as well as the output stage for activating the Servotronic valve is integrated in the KGM if the vehicle is not equipped with AFS. If the vehicle is equipped with AFS, the functional control is performed by the AFS control unit. ECO Valve An ECO valve (electrically controlled orifice) is installed in the hydraulic pump on vehicles equipped with active steering. The KGM controls ECO valve operation in the hydraulic pump forthe power steering. The ECO valve controls the volumetric flow of the hydraulic pump corresponding to the power steering requirement, thus reducing fuel consumption. Modifications to the System Network Fundamental changes to the system network will be introduced on the BMW 5 Series and BMW 6 Series as from model year 2006. Changing the passive safety system ASE to the advanced crash and safety management (AC S M) and the fact that the optical bus system byteflight is no longer installed result in several changes to the bus overview. Following control units have been replaced: • Safety and gateway module (SGM) • B-pillar satellite, left • B-pillar satellite, right • Driver's door module (TM FA) • Passenger's doormoduleTMBF) • Vehicle Center Satellite (SFZ) • Micro-Power Module MPM) The previous control unit functions have been integrated in new control units. The steering column switch clusterthat was previously connected to the system network via the byteflight is now connected to the PT-C AN. The steering column switch cluster features extensive modifications and is therefore a new component. 8 E6x 9/05 Model Updates New systems and control units will also be introduced with the model year measures. New control units: • Body-gateway module • Advanced crash and safety management • Comfort access • High beam assistant • IBOC (terrestrial digital radio - 10/2005 E63/4 only) The newly added or modified control units are highlighted in the following bus overview. SINE DWA RLS AHM SMFA EHC CON CAS2 H VM SDARS* XLWS SMG ALBVFA — i TCU TOP-HIFI - ACC _1 ULF ALBVBF — 1 ARS WUP SMBF ZH (M)«|9| D-Bui — bylcfhgtrt K-Bus K-CAN MOST UN Bus ■xl 0 F-CAN IHKA LoCAN Bus Overview E60 up to 08/2005 9 E6x 9/05 Model Updates Newly added or modified control units are circled in the following bus overview: SMC SMC SVFA SINE (Ml e«(*D LM HKL SH CID KBM SZM Kombi SVBF I PDC SHD EHC & CVM DWA 1 ' ' A CON OC3 ] DSC DSC SEN DXC VGSG CE>> 2.LWS RLS ( ^ROC^ VM (^ JBOC^ QLT TONS EWP GSC IBS r c ;;i | DME DDE TCU TOP-HIFI AFS EKP WT1 ALBVFA ALBVBF © AHM ( CAS2 ) ULF ARS: H - ACC I “ ZH IHKA I") (^TAgO WUP EGS | SMFA SMBF ( ^ELV ^ SMG Bus Overview of New Control Units Index Explanation KGM Body Gateway Module ACSM Advanced Crash and Safety Management CA Comfort Access CAS2 Car Access System 2 CCC CarCommunication Computer ROC Rollover Protection Controller SZL Steering Column Switch Cluster ELV Electric Steering Lock TAGE Electronic Outer Door Handle Module IBOC In-Band On-Channel (digital radio) 10 E6x 9/05 Model Updates Functions Power Supply There are a few modifications to the power supply system, i.e. battery, alternator, starter, power distribution box, ignition lock. The previous ignition lock with key-operated switch has been dropped and replaced by a Start-Stop button with terminal control.The Start-Stop button is described in detail in the section "Comfort access". There are no changes to the battery, alternator and the starter. The following changes have been made to the rear power distribution box: • The mounting forthe battery cable supplying powerto the front power distribution box has been changed to a RADSOK contact. • The high-current fuses are locked in the housing and cannot be replaced separately. No changes have been made to the power distribution box at the front. New Rear Power Distribution Box with Integrated Main Current Fuses and Relays. Index Explanation 1 Connection for Battery Cable 2 Notfor US 3 Connection for common rail/Valvetronic 4 Connection for Front Power Distribution box (RADSOK) 11 E6x 9/05 Model Updates The advantages of RADSOK contacts are in their design. The contact surface of the connector is equipped with spring elements. The connection itself is not rigid but rather flexible. The high currents and resulting increase in tempera¬ ture caused by the spring elements and the move¬ ment of the connector produce a self-cleaning effect of the contact surface. This ensures very good and RADSOKConnectorwith uniform powertransmission in connection with low spring Elements contact resistance. Rear Power Distribution Box with RADSOKContact The rear power distribution box is equipped with a RADSOK contact for connecting the battery cable leading to the front power distribution box. RADSOK contacts are known and have already been used on the E65 power module. High Current Fuses The high-current fuses are located on the underside of the power distribution box. The high-current fuses areforthe: • Front power distribution box • Common rail orValvetronic • PTC auxiliary heater The high-current fuses are connected directly to the battery. On the connector side, the high-current fuses are crimped to the power distribution box and cannot be replaced indi¬ vidually. The complete power distribution box must be replaced in the event of a defective fuse. Index Explanation 1 200 A for front power distribution box 2 100 A for common rail orValvetronic 3 Not for US Rear of Power Distribution Box with High C urrent Fuses 12 E6x 9/05 Model Updates Relays in the Power Distribution Box Three soldered relays are mounted on the pc-board of the rear power distribution box. The terminal 30g relay is plugged in. & 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 444 4 44444444444 i t H '4.4 4 4'4' 4-4.4. 4 4 4 4 14 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 4 l 4 4 4 4 PC-Board of Rear Power Distribution Box Index Explanation 1 Plug-in contacts for terminal 30g relay 2 Relay for headlight washer system 3 Relay for rear window heater 4 Relay for terminal 15 13 E6x 9/05 Model Updates Energy Management Comprehensive measures have been introduced with the aim of further increasing cus¬ tomer satisfaction and to solve the problem of flat batteries. A flat battery is an annoying event for the customer. There are various causes. Possible examples include: • Unfavorable driving profile - Predominantly short-distance driving with insufficient battery charging (especially in winter) • Increased closed-circuit current (> 80 mA) - Control unit is awake internally, the battery discharges afterthe vehicle has been parked several days. • Sleep mode preventer (approximately 10 A) - A control unit does not sign off and the entire bus system remain awake. The bat¬ tery is discharged after a few hours. • Bus wake-up event - The bus system assumes sleep mode but is repeatedly woken by a control unit. The battery is generally discharged within one day. Extensive measures have been implemented in the area of the energy management in orderto counteract these problems. The measures concern following changes: • Time-controlled terminal shut-down (terminal 30g) - All control units that need not necessarily be connected to terminal 30 are discon¬ nected from the battery after a maximum of 60 minutes. • Terminal shut-down in response to fault (terminal 30g_f) - Electric loads must switch off on request. If they do not switch off they will be dis¬ connected from the battery. • Sleep mode preventers - Control units that have not signed off and the sleep indicator bit is not set. • Bus wake-up - Control units that wake up the bus system unauthorized. The micro-power module and the energy data memory have been integrated in the body gateway module to facilitate these measures. 14 E6x 9/05 Model Updates Energy Data Memory The energy data memory is the expansion of the previous history memory as was used in the SGM. An indicator as to what bus system woke the vehicle was stored in the history memory. The expanded function of the energy data memory determines: • Which control unit prevents the bus system from assuming sleep mode • How often a control unit wakes the bus system and therefore the entire vehicle • Which control unit has woken the bus system and therefore the entire vehicle The energy data memory is subdivided into three areas containing following information: • Sleep mode preventer • Numberof bus wake-ups • ID of bus wake-ups A further processor, the co-processor, is necessary for this purpose. Since the body gate¬ way module (KGM) itself assumes sleep mode and the main processor is therefore switched off, it would not at all notice a short bus wakeup event. It is therefore necessary to permanently monitorthe bus sleep phase with a further processor. The identifier is stored in response to a bus telegram. Besides the ID of the CAN telegram, the km reading and the relative time are also stored. Conclusions with regard to the driving profile and the stationary periods can be drawn with the aid of these data. This facilitates more simple and accurate diagnosis of the con¬ trol unit causing the problem. Furthermore, the system is able to determine which control unit prevents the bus system assuming sleep mode. Sleep Mode Preventers After terminal R OFF, control units must sign off from their network master (KGM, CCC, MASK) and signal their readiness to assume sleep mode. All control units that signal that they are ready to assume sleep mode by setting the sleep indicator bit 20 minutes afterterminal R OFF are classified as sleep preventers. The diagnostic address of the respective control unit is used forthe purpose of identify¬ ing the cause. The same procedure applies aftera bus wakeup without terminal R ON. Monitoring by the body-gateway module takes place at 5,10,15, 20 minutes aftertermi- nal R OFF. All control units found 3 times not to have assumed sleep mode are entered as sleep mode preventers in the data memory. As part of its gateway function, the KGM is generally the last control unit to set the sleep indicator bit. It is entered as a sleep mode preventer only when it is the only control unit that has not yet signalled its readiness to assume sleep mode. 15 E6x 9/05 Model Updates Bus Wake-Up Control units that wake the bus system without authorization and cause a high closed cir¬ cuit current are referred to as bus wake-ups. The identity of each control unit that sends a bus telegram is stored in the telegram iden¬ tifier. Therefore, every telegram can be assigned to a control unit. Data records are creat¬ ed for monitoring and recording purposes. Recording Data Records The recording procedure forthe relative time from the instrument cluster is started when battery voltage is applied. The relative time is a consecutive counterthat is started when the battery voltage is applied forthe first time at the factory. A new data record is started with every battery reset. A data record is recorded over 1 week (168 h). Afterthe 168 hours have elapsed, the data record is stored and recording of the second data record begins. All statuses between two terminal R switch-on operations are recorded. The recording takes into account whetherthe terminal 30g relay was ON orOFF. A maximum of 254 entries can be stored. The counter stops at 254 when the maximum number of 254 entries is exceeded. The same also applies to the number of recorded trips. msm Bus wake-up Bus on mnnirinmijunrinn 1 week Schematic Representation of a Data Record Index Explanation KI.R on Terminal R is switched on/normal activity on the bus KI.R off Terminal R is switched off, the bus is at rest up to next terminal R on Bus wake-up Unauthorized bus wake-up during bus restand terminal R OFF Bus on Normal bus activity Bus off Bus at rest, normally no activity on the bus 1.7 Days of recording 1 week Duration of a data record 16 E6x 9/05 Model Updates A total of 6 data records are recorded in the ring memory, facilitating subsequent diagno¬ sis overthis period in orderto obtain a more accurate overall picture of the driving profile. The following information is stored in a data record: • Start of recording (relative time) • Total distance covered in km up to the next recording • N umber of trips of 0 - 5 km • Numberoftrips of 5 - 20 km • Number oftrips of 20 - 100 km • Number oftrips of > 100 km • Numberof bus wake-ups 6 i 7 j Principle Design ofthe Ring Memory Index Explanation 1 Data record ofthe first week without bus wake-up events 2 Data record ofthe second week without bus wake-up events 3 Data record ofthe third week without bus wake-up events 4 Data record ofthe fourth week with bus wake-up recording 5 Data record ofthe fifth week with bus wake-up recording 6 Data record ofthe current week with bus wake-up recording 7 Current recording status 17 E6x 9/05 Model Updates Identification of Bus Wake-Ups When entering the bus wake-up in the data record, the identifier of the bus telegram that has woken the bus as well as the relative time and the current km-reading are stored in a separate area of the energy data memory. This enables distinct identification of the con¬ trol unit that has woken the bus. Micro-Power Module Integrated in KGM There is no micro-power module as a separate control unit. The entire function, including the bistable relay terminal 30g_f has been integrated in the body-gateway module. The relay terminal 30g_f is soldered on the pc board. The ON/OFF statuses of the relay are stored in the KGM. ® 0 0 © 0 Inside of KGM with Relays Index Explanation 1 Output stage for outside mirror on left 2 Output stage for outside mirror on right 3 Relay for passenger's powerwindow 4 Double relay for central locking, central arrest/lock 5 Double relay for central locking, unlock/lock 6 Terminal 30g_f relay 7 Relay for driver's powerwindow 18 E6x 9/05 Model Updates The following loads are connected to the terminal 30g_f relay: • Instrument cluster • Comfort access CA • Car communication computer/multi-audio system controller CCC/M ASK • CD changerCDC • Telematics control unit (TCU) Switch-On Conditions The relay is always activated and switched to ON when one of the following conditions applies: • When the battery is connected forthe first time • Vehicle unlocked • Change in status of door contacts or boot lid • Terminal R ON Switch-Off Conditions The intelligent battery sensor IBS permanently monitors the closed-circuit current. The electric loads are requested to switch themselves off if the closed-circuit current is too high and the start capability limit of the battery is reached. An after running time of 2min- utes is coded forthis purpose. A reset is implemented if the closed-circuit current is still too high after 2 minutes or one of the following conditions applies. CCC —— 1 Kombi MASK CDC ASP Bf TCU CA fy.l Overview of Control Units Connected to Terminal 30g_f Relay ALBVBP 19 E6x 9/05 Model Updates New MPM Functionality A 10 second relay is performed before the KGM finally switches off the terminal 30g_f relay.This is intended to eliminate any malfunctions in the control unit. Reset conditions • Closed-circuit current of electric loads too high • Bus active for 60 minutes even though no switch-on condition applies • Bus is woken 30 times even though no switch-on condition applies The terminal 30g_f relay is switched off for 10 seconds and then switched on again as part of the reset procedure. The system is monitored again afterthe reset. Switch-Off ofTerminal 30g_f Relay Terminal 30g_f relay is opened (OFF) if one of the following conditions applies during the monitoring phase. • Start capability limit reached • 5 bus wake-up events with no switch-on condition • 10 min. bus activity The switch-off or reset is stored in the info memory of the KGM .The following informa¬ tion is also stored: • Current kilometer reading • Relative time • Status of relay (ON/OFF) • Counterthat indicates how often the relay is switched on 20 E6x 9/05 Model Updates Time Controlled Terminal Shutdown In orderto improve the energy balance, the Car Access control unit 2 (CAS 2) switches off via the terminal 30g relay all control units that need not necessarily be connected to terminal 30 after 30 minutes or after 60 minutes if a telephone is installed. HKL CIO SH SZM PDC SHO EHC CVM RLS ' CON IHKA HUD SOARS VM IBOC TCU TOP-HIFI ULF Overview of Control Units Connected to Terminal 30g DSC DXC VGSG ILWS AFS EKP ALBVFA AIBVBF ARS ACC EGS SMG 21 E6x 9/05 Model Updates Control Units Connected to Terminal 30 A few control units cannot be switched off due to theirfunctionality. KGM LM KBM DWA AHM CAS2 SMFA SMBF Overview of Control Units Connected to Terminal 30 (continuous positive) Reasons for staying connected to terminal 30: Control Unit Reason KGM Due to the masterfunctionality LM Due to the legally required hazard warning function KBM Due to the Flail sensors for window monitoring DWA Due to the interior monitoring function AHM Due to the legally required hazard warning function CAS Due to the vehicle unlocking function SMFA Due to the high current consumption of the seat heating SMBF Due to the high current consumption of the seat heating SZL Due to the steering angle sensor whose data are held only in a volatile memory DME Due to the power management 22 E6x 9/05 Model Updates Car Access System 2 The previous turn-key concept will be replaced as from September 05 (steering column lock and start engine). Instead, the BMW 5 Series and BMW 6 Series will be equipped with an electric steering column lock as well as the operating concept with the Start- Stop button from the E90. The car access system 2 is adopted from the E90. T his means various functions and components from the E90 are now also available on the BMW 5 Series and BMW 6 Series. The functions and components are: • S lot for remote control or identification transmitter • Electric steering column lock ELV • START/STOP button • Comfort access The car access system still features masterfunctions such as: Remote control services Power windows Electric steering column lock (ELV) Sunroof/panoramic glass roof Vehicle data storage • Central locking • Comfort Access • Powerwindows • Electric vehicle immobilizer • Terminal control Start-Stop Button and Slot Index Explanation 1 START/STOP Button 2 2 Slot 23 E6x 9/05 Model Updates CAS 2 System Circuit Diagram pj§f | u (4-lL J1 M J - ♦ - J m — _ 1 9 FT r KBM ■ 12 ) 1 13 L CA TJ fBO 16 j TAGE KI.30 24 E6x 9/05 Model Updates Legend forCAS 2 System Circuit Diagram Index Explanation Index Explanation 1 Bonnet contact switch 23 Boot lid button, interior 2 Car access system 2 (CAS 2) 24 Starter 3 Brake light switch (BLS) 25 Center-lock button 4 Clutch switch 26 Hotel switch 5 Digital motor electronics (DME) Kl. R Terminal R 6 Intelligent battery sensor (IBS) Kl. 15 Terminal 15 7 Wheel speed sensor KL 15 WUP Terminal 15 wake-up 8 Body-gateway module (KGM) KL 15 ESV Terminal 15, fuel injectors 9 Dynamic stability control (DSC) KL 30 Terminal 30 10 Terminal 30g relay KL 30g Terminal 30 switched 11 Terminal 15, unloader relay KL 30L Terminal 30, load 12 Basic body module (KBM) KL50L Terminal 50, load 13 Identification transmitter CAS-Bus CAS-bus 14 Comfort access (CA) K-CAN BodyCAN 15 Remote control receiver PT-CAN Powertrain CAN 16 Remote control services - antenna signal EWS Electronic vehicle immobilizer 17 Electronic outer door handle module (TAGE) START-DME Start, digital motor electronics (DME) 18 Electric steering lock (ELV) 30 ELV Positive supply ELV 19 Telematics control unit (TCU) 31 ELV Ground supply ELV 20 Relay, fuel injectors FBD Remote control services 21 Slot FBDON Remote control services ON 22 START/STOP button FBD OUT Remote control services OUT On the E60, E61 and E63, the antenna forthe remote control services is installed inte¬ grated in the rear window. The antenna forthe remote control services on the E64 is located in the interior rear-view mirror. The terminal 30g relay is located in the power distribution box in the luggage compartment. The terminal 30g_f relay is installed in the body-gateway module (KGM). 25 E6x 9/05 Model Updates Comfort Access As from 09/2005 the E60, E61, E63 and E64 can be equipped with the comfort access system (can be ordered as an option). These models therefore also feature "keyless" access. These models will also be equipped with following components: • START/STOP button • S lot for identification transmitter • Electric steering column lock • Car access system 2 (adopted from E90) Note: Comfort access is based on the comfort access system from the E90 and E91 On vehicles equipped with comfort access, the CAS 2 has the master function for comfort access. Control Unit The comfort access control unit is installed in the units carrier behind the glove compart¬ ment. The electronic module forthe comfort access system is accommodated in a hard¬ shell housing. The connector socket has 26 pins. The fuses forthe comfort access sys¬ tem are located in the power distribution box behind the glove compartment. With the exception of the antennas forthe outer door handles which are activated direct¬ ly by the respective electronic outer door handle module, all antennas are connected directly to the comfort access control unit. The comfort access control unit, electronic outer door handle modules and the car access system 2 are interconnected by the CAS-bus. The CAS-bus is a bus system based on the K-bus. Faults in the electronic outer door handle modules are stored in the fault code memory of the comfort access system. Comfort access therefore also serves as the diagnostic interface forthe electronic outer door handle modules. Outer Door Handle The previous exterior door handle is retained in full. For comfort access, an electronics box is mounted on the inside of the outer door handle. The complete outer door handle electronics, the inductive antenna and the capacitive sensor 1 are housed in the elec¬ tronics box. The sensitive area on the outer door handles represents the capacitive sensor2. 26 E6x9/05 Model Updates The sensitive area is located directly next to the lock barrel on the driver's door or on the fixed part on the outer door handles on the other doors. The Hall sensorfor identifying when the outer door handle is pulled is located next to the electronics box. The status of the Hall sensor changes when the outer door handle is pulled. This change in status is detected by the electronics of the outer door handle. The vehicle is unlocked by pulling the outer door handle twice within a short space of time. The electronic outer door handle modules are connected via the CAS-bus to comfort access, car access 2 and the electric steering lock. Depending on the type of vehicle, two to four electronic outer door handle modules can be installed forthe comfort access system. See following table: Electronic OuterDoor Handle Module E60 E61 E63 E64 Driver's door ✓ ✓ Front Passenger's door ✓ ✓ ✓ Rear Driver's side door Rear Passenger's side door ✓ ✓ Total 4 4 2 2 Note: A defective electronic outer door handle module ora short to ground can disturb communication via the CAS-bus. As a result, thefaultcode " E LV defective" can be entered in the fault code memory forthe electric steering lock. 27 E6x 9/05 Model Updates Capacitive Sensor 1 The functional principle of the capacitive sensor is already known from the E87/E90/E91. The capacitor plate from the outer door handle, however, has been repositioned behind the handle plate. The capacitor plate is located in an electronics boxthatis mounted directly on the handle plate. An electric field is generated in the area of the doorhandle plate of the outer door handles. T he electric field is changed by grasping into the recessed plate of the outer doorhandle. O _ Index Explanation 1 Electric Field Electric Field of Capacitive Sensor 1 This in turn generates a pulse which is evaluated by the electronic module in the outer doorhandle forthe purpose of transferring the unlock request to the comfort access system. Capacitive Sensor 2 The capacitive sensor 2 is responsible forthe vehicle locking operation.The lock is trig¬ gered by touching the sensitive area. The sensitive area is shown in the following graphic. Sensitive Area of Capacitor 2 Index Explanation Index Explanation 1 RearView 2 Center of Rotation 28 E6x 9/05 Model Updates Antenna Three orfive antennas forthe exterior and four antennas forthe vehicle interior are used pervehicle. The antennas forthe vehicle interior and in the bumper are of the same design as the antennas used on the E90. The antennas in the luggage compartment of the E63 and E64 are integrated in the foam material padding. Antenna o to UJ H to UJ m to Ul to Ul Centre Console, front ✓ Centre Console, rear •/ ✓ Rear Window Shelf 0 ■c 1 Luggage Compartment, centre s •/ Luggage Compartment, left Luggage Compartment, right ✓ Luggage Compartment, load sill S L. 0 ■C On Left of Rear Bumper V S V 1 UJ Outer Door Handle 4 4 2 2 Antenna Locations by Vehicle 29 E6x 9/05 Model Updates Electric Steering Column Lock (ELV) The BMW 5 Series and BMW 6 Series can be equipped with the option SA 245 Electric steering column adjustment. This option effects the installation location of the electric steering column lock. In connection with a mechanically adjustable steering column, the electric steering col¬ umn lock is secured from below on the steering column. If an electrically adjustable steering column is installed, the electric steering column lock is mounted with two screws on the side ofthe steering column. Electrically Adjustable Steering Column Index Explanation 1 Car Access System 2 (CAS 2) 2 Electric Steering Column Lock 3 START/STOP Button 4 Slot 30 E6x 9/05 Model Updates Unlocking Steering Column with Comfort Access The steering is unlocked undervarious conditions. A fundamental condition required for unlocking the vehicle is the detection of a valid identification transmitter in the interior. The steering unlocking operation is triggered with the status "terminal R ON". Examples of Unlocking the Steering: Unlock Steering • Driver's door unlocked and opened: The steering is unlocked when a valid identification transmitter is detected in the vehicle interior 3 seconds after opening the door. • Driver's door unlocked and opened: If more than 3 seconds has elapsed after opening the driver's door, the search for a valid identification transmitter in the vehicle interior is started when the last door of the vehicle is closed. The steering is unlocked if the search in the vehicle interioris successful. • Driver's door unlocked and opened: M ore than 3 seconds has elapsed after opening the driver's door and the driver's door remains open. Terminal R ON can be selected with the START/STOP button and the steering is unlocked. • A locked steering can be unlocked by inserting the identification transmitter in its slot. Locking Steering Column with Comfort Access The steering can be locked only under certain conditions. A fundamental condition is that the vehicle is stationary and the engine is turned off. The steering locking operation is triggered with the status "terminal R OFF". Examples of Locking the Steering: Locking Steering • Terminal 15 OFF with the START/STOP button followed by the central arrest command of the central locking system. The central arrest can be triggered with the remote control in the identification transmitter or via the "lock" capacitive sensor at the outer door handle. • The steering can be locked by removing the identification transmitter from its slot. Replacement of the Steering Column If defective, the electric steering column lock can be replaced on the electrically adjustable steering column. The electric steering column lock is included in the scope of delivery of a new steering column. 31 E6x 9/05 Model Updates START/STOP Button The START/STOP button has been adopted from the E90 and adapted to the vehicle design. The START/STOP button features two Hall sensors. With the aid of the Hall sen¬ sors, the car access system 2 registers when the START/STOP button is pressed. Button operation can still be detected if one of the Hall sensors fails. The lighting of the START/STOP button is powered bythe car access system 2. Slot The slot forthe identification transmitter has been adopted from the E90 but is now installed on the steering column switch cluster.The slotfeatures two Hall sensors. One Hall sensor detects when the identification transmitter is inserted and locked in position. The other registers when the identification transmitter is ejected/removed. The electric lock of the inserted identification transmitter is also located in the slot. The car access system 2 evaluates the Hall sensors of the slot. Car Access System 2 (CAS 2) The car access system 2 is the master control unit for comfort access. The car access system 2 checks the requests triggered bythe comfort access system. For example, the car access system 2 enables activation of the central locking or of the electric steering column lock. The car access system 2 is also responsible forthe engine start enable. The CAS-bus is used forthe communication between car access system 2 and comfort access. The CAS-bus is a bus system based on the K-bus. 32 E6x 9/05 Model Updates 33 E6x 9/05 Model Updates Car Access System Circuit Diagram K-CAN 30 •— © KBM L , Q S \!y -HH4 1 M , & HH4 1 =.T 8 ) Ifl <3 TAGE —r o Cl 2 r ! - •KIM In 34 E6x 9/05 Model Updates Legend forCar Access System Circuit Diagram Index Explanation Index Explanation D Driver's door lock barrel 21 Hall sensor, identification transmitter in slot 2 Body-gateway module KGM 22 Identification transmitter locked in slot 3 Car access system 2 CAS 2 23 Identification transmitter holder D Basic body module KBM 24 Electric steering lock ELV 5 Hall sensor "pull" TAGE passenger's side 25 Remote control antenna 6 TAGE capacitive sensor, front passenger's side 26 Remote control receiver 7 TAGE capacitive sensor, front passenger's side 27 Identification transmitter 8 TAGE antenna, front passenger's side 28 LED START/STOP button 9 Comfort access CA 29 Hall sensor, START/STOP button 10 Exterior antenna 30 Hall sensor, START/STOP button 11 Luggage compartment antenna 31 START/STOP button 12 Interior antenna, rear CAS- CAS-bus (K-bus protocol) Bus 13 Interior antenna, front Kl. 30 K-CAN Body CAN 14 TAGE antenna, driver's side KL 30 Terminal 30 15 TAGE capacitive sensor, driver's side KL 30 ELV Terminal 30 ELV (bus powersupply) 16 TAGE capacitive sensor, driver's side Kl. 31 KL 31 ELVER Terminal 30 ELV unlock (ground connection) 17 Hall sensor "pull" TAGE driver's side KL 31 ELV VR Terminal 30 E LV lock (ground E LV VR connec¬ tion) 18 Door contact FBD Remote control services 19 Transponder coil FBD ON Remote control services ON 20 Hall sensor, identification transmitter in slot FBD OUT Remote control services OUT 35 E6x 9/05 Model Updates Central Locking The central locking system is described in the following based on the example of the E60.The description briefly outlines the changes to the central locking system in the models E61, E63 and E64. The central locking system is a distributed function. The control units that make up the system are the: • CAS 2 • KGM • KBM The car access system 2 CAS 2 is the masterforthe central locking system. On vehi¬ cles with comfort access CA, this control unit is also involved in the central locking sys¬ tem. Communication between CAS 2, KBM, KGM and CA takes place via the K-CAN. Body Gateway Module (KGM) With the aid of two double relays, the KGM controls the central locking of the front doors. The double relays are integrated in the KGM. The KGM registers the status of the central locking drive units and makes this status available via the K-CAN. The statuses are: • Central locking unlocked ER • Central locking locked VR • Central locking arrested (double locked) The KGM evaluates the status of the door contacts (Hall sensors) in the front doors. The KGM makes available, via the K-CAN, the status of the door contacts to other users in the system network. The status of the Hall sensors in the lock barrel of the driver's door is also evaluated by the KGM and sent via the K-CAN. 36 E6x9/05 Model Updates Relays for Central Locking Because the KGm replace the individual front door modules in the E60/61, the relays for door lock actuation are located inside. Relays in KGM Index Explanation 1 Output stage, outside mirror heating, driver's door 2 Output stage, outside mirror heating, passenger's door 3 Double relay for power window, passenger's door 4 Double relay for central arrest/locking, driver's door 5 Double relay for unlock/lock, passenger's door 6 Relay for terminal 30g_f 7 Double relay for power window, driver's door Body Basic Module (KBM) The basic body module KBM controls the central locking in the rear doors, fuel fillerflap and boot lid/rear hatch. On the E61 Touring, the KBM additionally controls the central locking forthe rear window and load area cover. The basic body module controls the central locking forthe storage compartment in the center console of the E63 and E64. 37 E6x 9/05 Model Updates Central Locking Circuit Diagram 38 E6x 9/05 Model Updates Legend forCentral Locking Circuit Diagram Index Explanation Index Explanation D Driver's door lock barrel 15 Rear window antenna 2 Body-gateway module KGM 16 Remote control receiver 3 Doorcontact, passenger's door 17 Central locking, driver's door D Central locking, passenger's door 18 Doorcontact, driver's door 5 Doorcontact, rear passenger's side 19 Center-lock button 6 Central locking, rear passenger's side 20 Car access system 2 CAS 2 7 Central locking, fuel fillerflap 21 Interior button for boot lid 8 Body basic module 22 Comfort access CA 9 Button, boot lid, exterior K-CAN Body CAN 10 Central locking, boot lid KL 30 Terminal 30 11 Connection, luggage compartment lights CAS bus Car access system bus 12 Central locking, rear driver's side FBD Remote control services 13 Doorcontact, rear driver's side FBD ON Remote control services ON 14 Identification transmitter FBD OUT Remote control services OUT 39 E6x 9/05 Model Updates Interior Lighting Doors Together with the interior lighting master, the KGM controls the light functions in the front doors. The masterforthe interior lighting is the basic body module. The KGM therefore receives the request to switch the door light functions on or off via the K-CAN. The KGM is responsible forthe following lighting systems: • Door exit light • Courtesy lighting • Sill lighting on the E63 • Driver's door switch cluster Door Exit Light Depending on the coding of the KGM, the door exit lights can be switched on either via the Soft ON/Soft OFF function ordirectly.To avoid fluctuations in the brightness, the door exit lights are activated pulse-width modulated by means of driver output stages. The KGM monitors the door exit lights for shorts to ground. A temperature protection facility is included in the driver output stages. A fault code is entered in the KGM as soon as the triggering temperature is reached. Courtesy Light The courtesy lighting in the outside mirror is controlled by the KGM via the LIN bus. The lighting can be switched on or off either via the Soft ON/Soft OFF function or directly. The courtesy lighting is not activated at terminal 15 ON. Sill Lighting E63 The sill lighting is connected in parallel to the output forthe door exit light. Driver's Door Switch Cluster The buttons in the driver's door switch cluster are eliminated by means of locator light¬ ing, terminal 58g orthe function indicator. The function lighting is based on the brightness value of the photosensor in the instru¬ ment cluster. The instrument cluster makes available the brightness value via the K-CAN. In connec¬ tion with the LIN-bus, the KGM controls the function lighting of a pressed button (e.g. child safety lock, "All windows" button E64). Backlighting (terminal 58g) Various lights in the front doors are operated directly by the lights module in connection with terminal 58g. These lighting functions are: • Handle plate light • Storage compartment light • Driver's door switch cluster • Passenger's power window switch 40 E6x9/05 Model Updates PowerWindows Front Windows The control of the powerwindows is distributed over 3 control units. These control units are the CAS 2, KGM, and KBM. The car access system CAS is the master control unitforthe powerwindow function. Communication between CAS 2, KBM, and KGM takes place via the K-CAN. The Convertible top module CVM makes further information available via the K-CAN for operation of the powerwindows on the E64. Body Gateway Module (KGM) The body-gateway module KGM evaluates the front powerwindow switch on the pas¬ senger's side and the driver's door switch cluster. The following power window functions are integrated in the KGM: • Control and monitoring of the direction of rotation of the powerwindow motors in OPEN orCLOSED direction. • Toll function • Convenient opening and convenient closing • Anti-trapping function • Disabling powerwindow operation at terminal 50. Body Basic Module (KBM) The basic body module KBM controls the powerwindows in the rear doors. Convertible Top Module (CVM) E64 The KGM receives additional requests from the driver's door switch cluster, concerning the Convertible top system. These requests are: All windows and rearwindow OPEN orCLOSED (only E64 Convertible top module CVM) • Rear window OPEN orCLOSED The requests, e.g. OPEN orCLOSE rearwindow, are sent via the K-CAN to the CVM. The CVM controls the movement of the rearwindow. When opening orclosing the convertible top, the KGM receives, via the K-CAN, the request to lowerthe windows from the CVM .The KGM completely lowers the front win¬ dows. 41 E6x 9/05 Model Updates A closed side window reliably prevents draughts from the vehicle exterior. The window of the respective door is lowered when opening the driver's or passenger's door, thus allow¬ ing the doors to be opened. The window is also closed after closing the doorto again provide reliable protection against draughts. Lowering the S ide Window E63 As on the E64, the window is lowered slightly when the driver's or passenger's door is opened. The window is also closed after closing the door The "easy entry" function can be set in the personal profile. After activating this function, the windows are opened by as much as 75% after unlocking twice within 2 seconds and after opening the door. 42 E6x 9/05 Model Updates Outside Mirrors Mirror Control The mirrors are connected via the LIN-bus.The electronic mirror module controls the mirrors. The signal progression for the driver's outside mirror is as follows: • From the KGM via the LIN-bus to the driver's door switch cluster • From the driver's doorswitch clustervia the LIN-bus to the electronic mirror module • The electronic mirror module controls the mirror adjustment motors. The signal progression for the passenger's outside mirror is as follows: • From the KGM via the LIN-bus to the electronic mirror module • The electronic mirror module controls the mirror adjustment motors. 3 ffl • O 1 Index Explanation 1 Outside mirror 2 Base Gateway Module 3 Motorfor outside mirror adjustment 4 Electrochromic outside mirrors 5 Potentiometer, outside mirror memory 6 Outside mirrorfolding motor 7 Courtesy lighting 8 M irror heating 43 E6x 9/05 Model Updates Mirror Heating The KGM controls the mirror heating via the LIN-bus. Mirror Folding Function The KGM evaluates the mirrorfold-in request and activates the fold-in motors via the LIN Bus. The mirrorfolding function can be triggered manually using the convenient closing/open¬ ing function. 3 The convenient closing function can be coded. 1 Electrochromic Mirrors The KGM receives the signal for the EC mirror function directly from the interior rear-view mirror. The KGM evaluates the signal from the interior rear-view mirror and forwards the request via the LIN-bus to the outside mirrors. The electronic mirror module carries out the request. MirrorMemory The KGM evaluates the signals from the electronic mirror module and stores the value in the KGM. Automatic Parking (curb viewer) Function The passenger's side mirror is turned downward when reverse gear is engaged, thus pro¬ viding a better view of the curb. The automatic parking function (curb viewer) is available together with the mirror memory. 44 E6x 9/05 Model Updates Safety Gateway Module The body-gateway module will be installed in the BMW 5 Series and BMW 6 Series as from 09/2005. It is connected via two 51-pin connectors to the system network and is installed in the units carrier behind the glove compartment. The body-gateway module replaces the safety and gateway module, the door modules and the micro-power module. Functional Integration Due to the functional integration, the KGM is involved in various functions. These func¬ tions are listed in the following table: Function/component Replaced New Central locking • Activation in front doors byteflight, TMFA/ • Activation of central locking in • Evaluation of front door TMBF and SGM front doors by KGM contacts • Evaluation of Hall sensors In driver's door lock barrel • Evaluation of front door contacts • Evaluation of Hall sensors in driver's door lock barrel by KGM Interior lighting, front • Activation in front doors byteflight TMFA/ • Activation of interior lighting in • Evaluation of front door TMBF and SGM front doors by KGM contacts • Evaluation of front door contacts by KGM Roller sun blind • Activation byteflight between • Activation of roller sun blind door module and SGM by KGM • Link of driver's door switch cluster via LIN-bus to KGM Automatic climate control • Gateway SGM • Gateway in KGM Telephone • Link of steering column byteflight between • Link of steering column switch cluster SZL and SZL and SGM switch cluster and multifunction steering wheel multifunction steering wheel via PT-CAN to KGM Head-up display * Gateway SGM • Gateway in KGM Instrument cluster • Gateway SGM • Gateway in KGM 45 E6x 9/05 Model Updates Function/component Replaced New Exterior lighting • Signalling of requests from steering column switch for direction indicator, low beam and high beam byteflight between steering column switch cluster and SGM • PT-CAN between steering column switch cluster and KGM Adaptive headlight • Signalling of data from steering angle sensor in SZL bytef light between steering column switch cluster and SGM • PT-CAN between steering column switch cluster and KGM • PT-CAN to lights module Seats • Memory function bytef light between steering column switch cluster and SGM • PT-CAN between steering column switch cluster and KGM • Memory position of outside mirrors in KGM Active backrest width adjustment • Gateway SGM • Gateway in KGM Steering column • Steering column adjustment byteflight between steering column switch cluster and SGM • PT-CAN between steering column switch cluster and KGM Steering column switch cluster • Link to SZL byteflight between steering column switch cluster and SGM • Link of steering column switch cluster via PT-CAN to KGM 46 E6x 9/05 Model Updates Function/component Replaced New Front power windows • Power windows control byteflight, TMFA/ • Activation of power • Evaluation of front door contacts • Evaluation of driver's door switch cluster • Evaluation of power window switch on passenger's side TMBF and SGM windows in front doors by KGM • Evaluation of front door contacts by KGM • Evaluation of driver's door switch cluster by KGM • Evaluation of power window switch on passenger's side by KGM Slide/tilt sunroof • Gateway SGM • Gateway in KGM Panoramic glass roof • Vehicle speed signal SGM • Gateway in KGM Anti-theft alarm system • Evaluation of front door contacts Door modules • Evaluation of front door contacts by KGM Wipe/wash system • Signalling of requests from byteflight between • PT-CAN between steering steering column switch for steering column switch column switch cluster and wipe-wash system cluster and SGM KGM 47 E6x 9/05 Model Updates Properties The table below shows a selection of the specific properties of the KGM. General control unit data Voltage range The body-gateway module operates in the voltage range between 9 V and 16 V Closed-circuit current In sleep mode, the control unit has a current consumption of approx. 1 mA Short-circuit-proof The body-gateway module is short-circuit-proof with respect to terminal 30 and terminal 31 Polarity reversal protection The body-gateway module is protected against polarity reversal. Temperature range The body-gateway module operates in a temperature range from - 40 °C to +80 °C Location Control Unit Location Index Explanation Index Explanation 1 Comfort Access 4 Body Gateway M odule (KGM) 2 Panoramic Sunroof (MDS) 5 CD Changer 3 Body Basic Module (KBM) 48 E6x 9/05 Model Updates Steering Column Switch Cluster A new steering column switch cluster will be installed in the models E60/E61/E63 and E64 as from 09/2005. This steering column switch cluster represents a combination of technologies that are already familiar from various predecessor models: • As on the E87/E90, the steering angle is acquired by optical means. • As on the E60/E65 models, the steering column stalks are equipped with electric buttons. The two control units previously responsible forthis system (electronic steering wheel module LRE and electronic steering column module LSE) have been combined in one control unit (steering column switch cluster). MFL MFL SZL WF SZL E6x Versions Before 9/2005 E6x Versions After9/2005 (with ACSM) As on the E65/E60 models, the switch positions of the steering column stalks forwipers, direction indicators and cruise control are registered electrically and forwarded to the SZL control unit. The information from the switches and steering angle sensor are processed in the SZL control unit and transferred to other systems via the F-CAN or PT- CAN.The driver's airbag is connected to the ACSM control unit. 49 E6x 9/05 Model Updates SZL System Circuit Schematic 50 E6x 9/05 Model Updates SZL System Circuit Schematic Legend Index Explanation Index Explanation i — 1 Steering column switch, direction indicator lights 15 Steering wheel heating 2 Steering column switch cluster with steering angle sensor 16 Switch for steering column adjustment 3 Steering column switch, wipers 17 Switch for steering wheel heating 4 Bus connections F-CAN and PT-CAN 18 Steering column stalk, cruise control 5 Horn 2xactivation 19 Temperature sensor, steering wheel heating 6 Advanced safety and crash management KL 30 Battery positive, load 7 Coil spring assembly KL 30 Battery positive, electronics 8 Multifunction steering wheel KL 31 Battery negative, load 9 2-stage driver airbag KL 31 Battery negative, electronics 10 SMG button KL 58g Dimming information 11 M ultifunction buttons FAS redundancy Redundant information, direction indicators 12 SMG button SMG paddle + Shift status, sequential manual gearbox, plus (only for M-Sport) 13 Horn button SMG paddle 4- Shift status, sequential manual gearbox, minus (onlyforM-Sport) 14 Temperature sensor, steering wheel heating Note: The stalkswitches used in the E6x updates are notoptical sensors.They are conventional switched ground switches. 51 E6x 9/05 Model Updates C omponent Overview The steering column switch cluster consists of the following components: • SZL control unit • Steering angle sensor • Steering column stalk, cruise control (FRA/ACC) • Steering column switch, direction indicator stalk • Steering column switch, wipers • Coil spring assembly The following components can be replaced separately: • Steering column switch, cruise control • Steering column switch, direction indicators • Steering column switch, wipers • Coil spring assembly • SZL control unit with steering angle sensor Index Explanation Index Explanation 1 Steering column switch, direction indicator stalk 3 Coil spring assembly 2 Steering column switch, wipers 4 Steering column switch, cruise control 52 E6x 9/05 Model Updates Electronic Steering Column Switch Cluster Module The electronic steering column switch cluster module contains a processor, the power supply and following interfaces: • F-CAN • PT-CAN • Electrical switches • Horn • SMG (M-Sport) • Redundant lines for direction indicators The optical sensorfor measuring the steering angle is integrated in the pc-board of the control unit. F-CAN Link The SZL is connected via the F-CAN to the control units DSC and active steering AL. All necessary information relating to the running gear is made available via the F-CAN. PT-CAN Link In addition to the link to the F-CAN, the SZL also features an interface to the PT-CAN. Using this interface, the SZL control unit can send switch information (direction indicators, wipers, cruise control, multifunction steering wheel) to the corresponding control units. The steering angle is also sent via the PT-CAN (e.g. direction indicator reset). All diagno¬ sis and programming functions are performed via this data link. SZL PowerSupply The SZL is connected to terminal 30. Only the steering angle sensor, the direction indi¬ cator steering column stalk and the switch for steering column adjustment are monitored every 300 ms in sleep mode. The closed circuit current is approx. 1 mA. Index Explanation 1 Plug-in connection for steering column stalk, cruise control 2 Optical sensorforsteering angle 3 Plug-in connection for steering column stalk, direction indicator 4 Control unit for steering column switch cluster 5 Wiper steering column stalk, plug-in connection is located opposite side 6 Code disc Control Unit for Steering Column Switch Cluster 53 E6x 9/05 Model Updates Steering Angle Sensor The steering angle sensor is designed as a contactless, optical angle measuring system. The system consists of a code disc and an optical sensor. The code disc is connected via a drive element directly to the steering wheel. The code disc turns within the optical sensor when the steering wheel is moved. Steering Column Switches As on the E65/E60, the steering column switches are designed as electrical switches, which include switching mats and microswitches. Differing from the predecessor models, the connectors to the SZL control unit have been modified. Coil Spring Assembly The coil spring assembly can be replaced only as a com¬ plete unit.The task ofthe coil spring is to transmit the fol¬ lowing electrical signals from and to the multifunction steering wheel: • Activation of driver airbag • SM G control buttons • M ultifunction buttons • Horn and steering wheel heating Locking To avoid damaging the coil spring assembly, it must be set to the correct position when dismantling the steering wheel and coil spring assembly. The front wheels and steering wheel must be setto the straight-ahead position as the prerequisite for disassembly. During disassembly ofthe steering wheel, the load on the lock pin ofthe coil spring assembly is relieved and the pin can lock in the straight ahead position. When the steering wheel is reinstalled, this arrangement ensures that the coil spring is not damaged when the steering wheel is turned to full left and right lock. 54 E6x 9/05 Model Updates Functions The functions of the steering column switch cluster are: • Detecting steering angle and steering speed • Detecting the controls in the multifunction steering wheel (volume, mDrive, etc.) • Detecting switching signals from the steering column switches • Sending and receiving information to/from the interlinked control units • Activating steering wheel heating • Reading switch for steering column adjustment • Reading buttons, SMG paddles • Reading horn button and activating horns. Detecting Steering Angle The steering column switch cluster must detect the steering angle and steering speed information as the basis for calculating various functions in the DSC. Further information such as the absolute steering angle orthe steering wheel rotation information is calculated. A steering angle of - 1807+180° is detected. An LED and fibre optics unit illuminate the code disc from above. Due to the pattern on the code disc, the light from above reaches the bottom only in certain areas where the light beams hit the line camera. This process is similarto scanning barcodes on pack- ages/goods purchased. The line camera converts the line signals into electrical signals and transfers them to the SZL. 55 E6x 9/05 Model Updates Section of Code Disc The code disc rotates dependent on the steering wheel angle setting.The pattern on the code disc changes in steps of 2°. Optical Sensor The light beams hit the line camera. The light pulses are converted to electrical pulses in the line sensor. The pattern on the code disc changes as the The position of the light beams is displaced. The line disc continues to turn. The light passes through camera detects the light beams in other areas and the code disc into other areas. transfers the information to the SZL. Relative Steering Angle The relative steering angle indicates the angle position of the steering wheel. The infor¬ mation relating to the relative steering angle is always retained even when powerto the control unit is disconnected. Renewed zero adjustment is necessary only afterthe steer¬ ing column switch cluster SZL has been replaced. 56 E6x 9/05 Model Updates Absolute Steering Angle The absolute steering angle is a calculation based on the relative steering angle and steering wheel rotation information.The absolute and relative steering angles are defined during the SZL initialization procedure. The SZL detects each position of the steering wheel overthe entire steering lock range. The precondition forthe initialization procedure is that the wheels and steering wheel are set in the straight-ahead position. Steering Wheel Rotation Information The steering wheel rotation information indicates the turn position of the steering wheel. The steering wheel rotation information is determined automatically by a virtual calcula¬ tion model. If lost, e.g. if powerto the SZL is disconnected, this information must be taught-in again. The steering column switch cluster SZL uses data from the speed sensors of the front wheels forthe calculation. The SZL assumes the vehicle is driving straight ahead at con¬ stant speeds and therefore detects its zero position. The minimum speed necessary for this purpose is 20 km/h. This process need not be initialized via the BMW diagnosis system. The SZL automati¬ cally determines the steering wheel rotation information as soon as the vehicle exceeds the minimum speed. Problems may occur in calculating the steering wheel rotation information under Unfavorable road conditions (icy road surfaces).The DSC sends a corresponding CC message in this case. Detecting the Controls ofthe MFL The voltage signals ofthe buttons on the multifunction steering wheel are routed via the coil spring to the steering column switch cluster SZL. The SZL evaluates the voltage sig¬ nals and sends the information to the corresponding control units. The connections ofthe driver's airbag are wired via the coil spring directly to the corre¬ sponding control units. This information is therefore not evaluated in the SZL. 57 E6x 9/05 Model Updates