F01 Workbook - Module 4

Table of Contents
F01 Workbook - Module 4

Subject
Page
HUD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Projection Distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Switch-on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Cover Glass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
Mirrors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
LED Array . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
PCB . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
Eyebox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
Driver Assistance System Control Panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Instrument-lighting Dimming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Adjusting the Brightness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Adjusting the Height of the Horizon on the HUD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Vertical Rotation of the HUD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Test Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Calling/quitting Test Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Night Vision 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Principle of Pedestrian Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Various Forms of Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Availability Indicator in CID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Initial Print Date: 01/09
Revision Date: 11/09
Table of Contents
Subject
Page
Symbols in HUD (Head-up Display) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22

Warning in Vehicles without HUD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Operation by iDrive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Visibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Night Vision 2 Camera . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Night Vision 2 Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
Connection of Control Units and Camera . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
PT-CAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
Adjusting Camera Pivot Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
Replacing Protective Window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
Replacing Camera Washer Jet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
Displays Indicating Defective System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
Programming and Coding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Initializing Software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
ACSM 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
Evaluating the Sensor Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
Crash and Rollover Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
Detecting a crash and determining the triggering times and the order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
Triggering the output stages of the firing circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36
Output of Crash Telegram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Crash Documentation Entries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Crash Safety Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Sensors and Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Table of Contents
Subject
Page
Central Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40

Rollover Detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
Digital data transmission by means of current interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .41
Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
Adaptive driver airbag with active vent valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
Vent Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43
Adaptive front passenger airbag with active vent valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Knee Airbags . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Curtain/Head Airbag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Seat-integrated Side Airbag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Active Head Restraint . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Triggering in the event of a rear-end collision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Automatic seat belt tensioner with adaptive force limiter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Safety Battery Terminal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Airbag Warning Lamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Passenger Airbag OFF Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Electric Motor Driven Reel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
EMA Circuit Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Design and function of the electric motor driven reel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
Electric motor driven reel, not working . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
Electric motor driven reel, in operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Active Blind Spot Detection (SWW) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56

System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
Switching the System On and Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
Informing and Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
No Necessity for a Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
Table of Contents
Subject
Page
Information Stage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .64

Warning Stage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .65
Warning - Blind Spot Area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .66
Radar Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .69
Special features of the SWW2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
Special features of the master (SWW) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
Bus Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72
Voltage Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .72
Warning light in the driver's door mirror . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74
Vibration actuator in the steering wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .74
Coordinating the activation of the vibration actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76
Instrument Cluster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .76
The Calibration Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
KAFAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79
Circuit Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .82
Lane Departure Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .84
KAFAS Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .85
Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86
High Beam Assistant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .86
Evaluation of Image Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
Control of the Main-beam Headlights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
System Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
Service Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88
Lane Departure Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88
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Subject
Page
High Beam Assistant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88

Low-sensitivity Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88
Check Control Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .88
PDC-TRSVC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91
Park Distance Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91
Rear View Camera Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .91
Side View Camera . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .92
Rear View Camera . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93
Diagnostics Master . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101

Time Master . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .101
Centralized Fault Memory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .102
Specification of the Fault Memory Status (pseudo fault reduction) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .104
Vehicle Status Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105

Start up and shut down of the onboard communication network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106
Cascading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106
Wake-up and Sleep Memory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106
Wake-up of the Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .107
Calculation of the Vehicle Status and Control of Vehicle Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110
Control of Operating Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .110
Ethernet Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111

What is Ethernet? . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .111
Ethernet Port . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112
Activation of the Ethernet Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113
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Subject
Page
Vehicle Connection to the BMW Shop Network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114

Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .115
Authentication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .115
Authentification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .115
Digital Signature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .115
Vehicle Configuration Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116

Data Storage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .116
Equipment Installation Table (SVT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .117
Vehicle Order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .118
Vehicle Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .118
Integration Levels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119
I-level Designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119
I-levels Container (IC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119
Initialization of the Vehicle Configuration Management System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120
Reading and Writing of Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120
Example of Vehicle Configuration Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120
SWEEPING Technologies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .121

Activation by Means of Activation Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .121
Introduction of SWT Hardware Activation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .121
Introduction of SWT Software Activation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .122
Activation of the Voice Recognition System in the CCC: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .122
SWEEPING Technologies in the F01/F02 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .123
Update of map data for the navigation system and input of the activation code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .123
Delivery Process of the Activation Codes Over ASAP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .124
Input of the Activation Code into the BMW Programming System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .124
Planned Expansion Stages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .125
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Subject
Page
Vehicle Security . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126

History and Fundamentals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126
Threat Potential . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126
Vehicle Security Measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126
Benefits for Customers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .126
Benefits of the Vehicle Security System for the BMW Group and the BMW Brand . . . . . . . . . . . . . . . . . . . . . . . . . . . .127
Architecture of the Vehicle Security System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127
Vehicle Security Operating Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .128
Preservation of Function in the Vehicle Security System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .128
Integrated Service Technical Application - Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .129

Reasons for introduction of the new programming system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .129
New features when compared with Progman . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .129
Release Phases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130
Phase 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130
Future Phases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130
Transforming an SSS into an ISSS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131
Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131
Programming of Control Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134
Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134
Coding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134
Customizing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134
Personal Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .134
Programming Process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .135
Starting Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .136
Opening an Existing Programming Session . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .136
Starting a New Programming Session . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137
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Page
Selecting Vehicle Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .138

Vehicle Access for MOST Bus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .139
Vehicle Access for I-bus/K-bus Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .139
Vehicle Access from the F01/F02 on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .139
Identifying the vehicle and obtaining a read-out of control unit data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .140
Producing and Configuring the Measures Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .141
Preparing for Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .144
Carrying out Repair Tasks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .144
Updating the Measures Plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .144
Carrying Out Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .145
Completing Programming Session . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .146
Workbook - Module 4
Model: F01/F02
Production: From Start of Production
After completion of this module you will be able to:

Understand the new driver assistance systems implemented into the F01/F02.
Describe the function of the different driver assistance systems in the F01/F02.
Identify the components of the different driver assistance systems.
Describe the changes to the ACSM 3 system compared to the E65/66 Passive Safety system.
Describe what the Ethernet connection is utilized for on the F01/F02.
Understand Sweeping Technologies.
Understand the ISTA (Integrated Service Technical Application) and ISTA-P Programming tools.
10
HUD
The head-up display in the new BMW 7 Series incorporates various functions aimed at enhancing road safety and driver convenience.
Principle of the head-up display
That includes display of:
Information from the DCC cruise control system

Information from the navigation system
Check Control messages
Road speed.
Having the displays in the drivers direct field of view increases

safety, as the eyes are always on the traffic.
The HUD can be compared to a projection device. A light source

is required to project the HUD information. The LED array acts as
this light source. The image content is created by the TFT projection display. The TFT projection display can be compared to a filter which admits or blocks light.
An optical imaging element determines the shape and size of the

HUD images.
The image is projected onto the windshield and appears freely
suspended over the road surface.
Note: The HUD system used in the F01/F02 has been

based on the previous head-up display system. Both
systems share many components and operating
principals.
Index
Explanation
Index
Explanation
LED array, red
Windshield
LED array, green
Transparent mirror
2
4
5
TFT projection display

Plane mirror
6
8
9
Curved mirror
Observer's point of vision

Projected image
Projection Distance
Controls
The projected HUD image content appears at a distance of approximately 2.7 m from the observers eye.
The following controls are used in the operation of the HUD:

ON/OFF button on the BEFAS
Dimmer wheel in the light switch cluster

Controller.
Switch-on
The HUD receives the terminal 30 ON status via the K-CAN.
The HUD is partially ready for operation from terminal R ON.
That means that:
The HUD can communicate with the other electrical-system

devices via the K-CAN
The TFT projection display is initialized and blanked
The LEDs are off.
The HUD receives the terminal 15 ON status via the K-CAN. The
HUD is ready for operation from terminal 15 ON. This permits the
following actions:
Switching on of the backlighting by the button on the BEFAS
HUD height adjustment
Adjustment of HUD brightness
Display of information via the HUD.
When the vehicle is started, the vehicle is set to terminal 50 status.

In terminal 50, i.e. Lights Off, the HUD goes into a hold status. This
hold status is maintained until shortly after the end of the terminal
50 status.
Projection distance
Index
1
2
Explanation
Index
Windshield
Head-up display
Explanation
Projected Image
Projected distance
11
12
Head-up Display System Schematic Circuit Diagram
4
1
JB
K-CAN
ZGM
CID
2
HUD
K-CAN
FRM
K-CAN
LIN-Bus
10
7
CIC
KOMBI
8
BE_FAS
6
CON
Index
Explanation
Index
Explanation
Central Gateway Module, ZGM
Car Information Computer, CIC
Head-up display HUD
Instrument cluster KOMBI
Central Information Display CID
Junction box, JB
10
Front power distribution box
K-CAN
Controller
LINBus
Driver assistance system control

panel (BEFAS)
Footwell module FRM
Body controller area network

Local Interconnect Network bus
K-CAN signals to HUD control unit

In/out
Information
In
Road speed
Instrument cluster
Display in the HUD
Check control message
Instrument cluster
Display in the HUD
In
Dimming/ brightness
In
Height adjustment
In
In
Source/sink
Function
Rain and driving light sensor (RLS) via roof function

Center (FZD)
Brightness adjustment
CIC
Height adjustment
Brightness offset
CIC
Brightness adjustment
In
DCC
EHB3
Display in the HUD
Function selection
CIC
In
On/Off switch
BEFAS
Navigation
CIC
In
In
13
What is displayed in the

HUD
Switching the HUD
On/Off
Display in the HUD
14
System Components
The head-up display is fitted above the steering column, immediately behind the instrument cluster. It is fastened to the bulkhead
supporting structure by three hexagon-head bolts.
Location of head-up display (HUD) in F01/F02
The head-up display comprizes the following components:

Cover glass
Mirrors
2 LED arrays
TFT projection display

PCB
Housing.
The following components are required in addition to the

components listed above:
Windshield
Light module and BEFAS

Rain/light sensor
Roof function Center and junction box

HUD trim.
The following elements are needed to operate the HUD:

Index
Explanation
Head-up display HUD
Carrier bracket
Index
3
Explanation
Hexagon bolt
On/Off button on BEFAS
Light switch in the light switch cluster

Instrument-lighting dimmer and
Controller.
Cover Glass
The cover glass is made from scratch-resistant, coated polycarbonate (PC) and forms the top cover of the HUD. The cover glass protects the interior of the HUD against dust and objects accidentally
placed on it.
LED Array
There are two LED arrays. The LED array is an arrangement of
LEDs in one plane and acts as the back lighting for the TFT projection display. The LED array generates the light required for the HUD
brightness. The LED arrays consist of red and green LEDs. The
LEDs generate the brightness of the
HUD content as controlled by the
master PCB.
The glass combined with the HUD

trim are curved so that any incident
light is not reflected back to the driver.
PCB
The following components among
others are incorporated on the PCB:
It also guarantees unobstructed projection of the display information onto

the windshield without interference
from stray light effects, for instance.
K-CAN interface
Processor (CPU)
LVDS controller
Glass Cover
Mirrors
Two mirrors are fitted in the head-up display. They reflect the information in the display onto the windshield.
LED Array
EEPROM memory
Power supply.
The video signals are passed on to

the display by the instrument cluster
via an LVDS lead.
The concave mirror (1) is responsible for compensating for the curvature of the windshield and for the size and distance of the image.
The flat mirror (2) is a deflecting mirror to keep the beam in the space
provided.
PCB
Eyebox
The eyebox is the movement space in which the driver can move
without his view of the image in the HUD being impaired.
The convex mirror is made of plastic

while the flat mirror is made of glass.
The freedom of movement within the eyebox is roughly:
70 mm vertically plus 30 mm range of adjustment
130 mm horizontally.
Mirrors
The HUD image is not clearly visible outside the eyebox limits.
15
16
Driver Assistance System Control Panel

The HUD On/Off button is located on the BEFAS. The button is
resistance-coded and routed directly to the HUD. The HUD can
identify the button signals or a button fault using the resistance
coding.
Adjusting the Brightness
The brightness of the HUD can be individually adjusted through

the controller and iDrive in the Settings menu.
The brightness is set as follows:
Call up the main menu by pressing the menu button
Press the Controller and select the menu option Settings
Turn the Controller until Head-up display is selected on the

menu bar and then press the Controller to confirm selection
ON/OFF button on the BEFAS
Instrument-lighting Dimming
The dimmer setting is also used for the HUD with active headlights. The dimmer signal is emitted by the light module.
Controller
Instrument-lighting dimming
The HUD brightness and height settings are adjusted with the
Controller via the CID. Brightness setting is also termed brightness
offset. Functions such as e.g. navigation can also be set with the
Controller in the Function selection menu. Therefore these settings
have an indirect effect on the HUD display.
Turn the Controller until Brightness is selected and then

confirm
Set the desired brightness by turning the Controller and confirm by pressing.
Adjusting the brightness
Adjusting the Height of the Horizon on the HUD
The height adjustment is in the scope of the PIA. The setting is

stored in the EEPROM for each key. If the signal Radio remote
key status is received when Terminal 30 is on, the mirror moves
to the position set for the current key.
On the BMW 7 Series F01/F02, the driver can adjust the location
of the image and the eyebox to suit his/her particular requirements
using the iDrive controller.
The mirror remains in that position as long as the HUD is

switched on.
The eyebox can be shifted up to a maximum of 30 mm upwards

or downwards.
Vertical Rotation of the HUD
The height setting is adjusted as follows:
The HUD is supplied as standard with a defined basic setting. The

HUD image can be rotated in the horizontal by a service technician
using vertical rotation, after a change of windshield, for instance.
Call up the main menu by pressing the menu button
Press the Controller and select the menu option Settings
Turn the Controller until Head-up display is selected and

then press the Controller to confirm selection
The display is adjustable within a range of - to +3 by means of

a motor.
Turn the Controller until Height setting is selected and then

press to confirm
Detailed information may be found in the TIS and ISIS.
Test Functions
Set the desired height by turning the Controller and confirm by

pressing
Calling/quitting Test Functions

Certain test functions may be also invoked directly on the HUD
without using a BMW diagnostic system, as follows:
Press and hold the button on the BEFAS for approximately

20 seconds and then release.
Call up further test functions by pressing the button again
To exit this function, press and hold the button on the BEFAS
for more than 20
seconds.
Adjusting the Height
Note: The height can only be adjusted when the HUD

is active.
17
18
Classroom Exercise - Head Up Display

1.
What information can be displayed in the HUD?
2.
Which display settings can be changed via iDrive?
3.
Which display settings can be changed via the BMW

Diagnosis System?
4.
How are the adjustments carried out by the HUD unit?
5.
How much freedom of movement does the driver have with

in the eyebox.
Night Vision 2
The BMW Night Vision 2 system provides the driver with a blackand-white image of the driving environment ahead of the vehicle
in the control display CD or central information display CID.
In comparison with the previous system, Night Vision 2 employs

algorithms in the control unit that makes it possible to automatically detect people in the image. Following an evaluation of distance
and direction of movement, a symbol on the central information
display CID and in the head-up display HUD warns the driver of
any persons at risk.
BMW Night Vision 2 is a passive system. Objects situated ahead

of the vehicle are shown in varying degrees of brightness depending on the temperature of these objects. This enables the driver to
detect in good time heat-emitting objects such as, for example,
persons, animals and other vehicles.
The BMW system is distinguished from infrared systems by its

robust resistance to dazzling, its long range and its clearly structured image.
This thermal image is recorded with a Far Infrared camera (FIR) via
a special imaging sensor which detects the infrared radiation in a
specific wavelength range.
The system offers the customer the following advantages:
Highlighting of non-illuminated, heat emitting objects such

as pedestrians, cyclists, vehicles and animals
Better overview of the driving situation thanks to the depiction of the route of the road beyond the headlight cone
Improved vision in twilight (dawn/dusk) and darkness
Symbol warning of persons at risk in the area ahead of the

vehicle
No dazzle in the screen image caused by the headlights of

oncoming vehicles
Display of dark courtyard and garage entrances.
Night Vision 2 is designed as a supporting system, which, with a

modified driving style, affords the driver a better overview of the
road conditions ahead of the vehicle.
Note: The driving speed must be adapted to the relevant
visibility conditions.
19
20
Principle of Pedestrian Detection
The Night Vision 2 control unit is equipped with three processors

containing software, which, in addition to image processing for display, execute an automatic person detection function. The software
searches the image for objects with human shape and classifies
these objects as persons.
Their position, speed and distance to the vehicle are then determined. The risk level is analysed based on these parameters as
well as on the speed and yaw rate of the vehicle and a warning is
triggered.
In order not to unnecessarily distract the driver not all persons identified in the image are signalled by a symbol. Only persons who are
in a certain area directly in front of the vehicle are indicated by a
symbol.
The system also warns of pedestrians located in an extended area
to the left and right of the vehicle and are moving towards the central area (threat of collision).
The warning for the driver, indicating persons at risk, is given in the
form a corresponding symbol in the central information display CID
or head-up display HUD.
These ranges change with increasing vehicle speed and follow the
direction of the vehicle as a function of the current steering angle
(yaw rate).
People who are within the central zone are always indicated.
Persons in the extended area are only indicated if they are moving
in the direction of the central area.
Under optimum conditions, the automatic pedestrian detection

function operates at a distance of up to 100m/109yd. At a driving
speed in excess of 100 km/h/62 mph, the time between signalling
and passing the person and therefore the reaction time for braking
and evasive maneuvers is reduced.
Symbols in CID
Various Forms of Indication
The following table shows the different forms of indication in the

two display instruments CID and HUD.
Situation
Indication in CID
No pedestrians in the danger zone.
There is a person at a great distance

from the vehicle.
There is a person at a closer distance from the vehicle.
A person is crossing the road

from right to left.
A person is crossing the road

from left to right.
21
Indication in HUD
22
Availability Indicator in CID
The availability of the Night Vision 2 system can be restricted by

environmental conditions such as heavy rain, extreme +/- temperatures or fluctuations in light conditions.
Symbols in HUD (Head-up Display)
If a person is detected at a great distance inside the warning range

of the system the pedestrian figure will be shown distinctly above
the road symbol. This is refered to as long-distance warning.
Long-distance warning
Availability indicator in CID
The possible situations for the availability indicator in the CID are
listed in the following table.
Situation
The driver has activated the person detection
function and the system is available
The driver has activated the person detection
function but the system is not available, the Night
Vision 2 image is still shown
The driver has deactivated the person detection
function, the Night Vision 2 image is still shown
Symbol
If a person is detected in close range, inside the warning zone of

the system, the pedestrian figure will be shown distinctly on the
road symbol. This is refered to as short distance warning.
Display
Short-distance warning
Warning in Vehicles without HUD

The warning symbol is shown on the CID in vehicles without HUD
or with HUD deactivated. In addition, the CID initially flashes yellow
3 times when the warning comes on in order to catch the driver's
attention.
The warning is shown as soon as a person enters the warning
zone directly ahead of the vehicle or a person crosses the road
from the left or from the right.
Operation by iDrive
Night Vision 2 will detect heat-emitting objects in the image up to a

distance of about 300m/328yd, regardless of the amount of reflection their clothing gives off.
The individual functions and settings can be selected and activated

through the iDrive.
Automatic pedestrian detection has a maximum range of

100m/109yd. This specified distance is dependent on weather factors.
The following settings can be selected on the F01/F02:

Brightness
The range of vision is also reduced in the Night Vision 2 image in

the case of thick fog or heavy rain. Night Vision 2 is designed as a
supporting system, which provides the driver a better overview of
the road conditions ahead of the vehicle.
Contrast
Pedestrian detection.
Visibility
The illumination range in front of the vehicle with low beam is less
than 50m/54yd.
Normal driving light illumination by fitted halogen headlights is

100m/109yd.
Night Vision 2 range of vision with different headlights
The high beam illumination range provided by xenon headlights is

150m/164yd. However, people can only be detected in this range if
they are wearing reflective clothing.
23
24
System Components
The BMW Night Vision 2 system consists of the camera, control

unit, camera washer jet, button and the sensor system.
The BMW Night Vision 2 system consists of the following components:

Night Vision 2 camera
Camera washer jet
Night Vision 2 Camera

The Night Vision 2 camera is mounted with a bracket directly
behind the left kidney grille. The camera is equipped with a sensor
which detects heat-emitting objects in the far infrared range (wavelengths from 8 m to 14 m).
The infrared image camera consists of:
a heated optical element
an infrared image sensor.
Night Vision 2 control unit
The camera features:
Button in BEFAS
Resolution of 324 x 256

pixels
Sensor system
Maximum angle of view 24

Ambient temperature range
is -40C/-40F to
+80C/176F
The image can be replaced
up to 30 times per second.
BMW Night Vision 2 camera
The camera to be calibrated approximately every 120 to 180

seconds to ensure consistent image quality. This calibration
can take up to 0.3 seconds. The image may freeze briefly in
the display while calibration takes place.
The washer jet is screwed to the camera bracket and is situated

directly below the protective window. It is directly connected to the
headlight washer system.
Index
1
2
3
Explanation
Night Vision 2 control unit
Button in control panel of driver assist systems (BEFAS)
A heater element is incorporated on the inside of the protective

window to prevent it from misting over or freezing up.
The heater is located at the edge of the protective window outside

the camera's field of vision.
The raw image data from the camera are transmitted through a
LVDS cable to the control unit.
Night Vision 2 Control Unit

The control unit is installed behind the compartment in the area of
the A-pillar directly under the light switch cluster.
The image output by the control

unit is made available in the head
unit in the form of a dCVBS signal.
The camera-housing cover features

a 6-pin plug connection.
6-pin plug connection
The button for switching

BMW Night Vision 2 on and
off is integrated in the BEFAS.
BMW Night Vision 2 control unit
The Night Vision control is used:
to increase the raw pixels from 324 x 256 pixels (camera) to

720 x 480 pixels
to transmit the diagnostics, programming and coding data to

the camera
Button in the BEFAS BMW 7 Series
to supply power to the camera and the heated optical element
to convert the image data from the camera into a dCVBS signal
Note: The pedestrian detection function is deactivated at

speeds below 10 km/h/6mph. For more information
regarding this feature refer to the Vehicle Owners
Manual.
Automatic pedestrian detection is executed in the control unit.
The diagnosis, programming and coding data are also transmitted

to the camera through the control unit.
The camera and the protective window heater are powered via the
control unit.
25
26
System circuit diagram F01/F02

1
NVE
10
D-Bus
Kl. 31L
JB
PT-CAN
K-CAN
K-CAN
ZGM
LVDS
7
K-CAN
PT-CAN
LIN-Bus
FRM
K-CAN
CID
CIC
4
NVE
Kl. 31L
BE_FAS
KOMBI
PT-CAN
CON
PT-CAN
12
EMF
VSW
Kl. 15N
13
TE08-0385
11
Index
Explanation
Index
Central gateway module (ZGM)
12
Electromagnetic parking brake (EMF)
Night Vision 2 control unit (NVE)
PT-CAN
Powertrain controller area network
Instrument cluster (KOMBI)
LIN-Bus
Local Interconnect Network bus
Car Information Computer (CIC)
Kl.31L
Terminal 31, ground
1
3
Footwell module (FRM)
Control panel, driver assist systems (BEFAS)
Central information display (CID)
Controller (CON)
6
8
10
11
13
K-CAN
D-Bus
Kl.15N
Junction box electronics (JB)
Connection of Control Units and Camera
Explanation
Video switch (VSW)
Power distribution box, rear right

Body controller area network
Diagnosis bus
Terminal 15, after running (voltage)
The camera is powered under the following conditions:
The Night Vision 2 control unit and the night vision camera are
connected through the following cables:
BMW Night Vision 2 switched on by pressing button in control

panel of driver assist systems (BEFAS)
Private CAN-bus; Diagnosis, programming and camera control
Rain-driving lights sensor detects twilight or darkness.
LVDS-Video; Video signal from the camera
The BMW Night Vision 2 control unit is powered by the rear distribution box via terminal 15N.
CAM_POW; Power supply from control unit to camera, heating

of camera lens
PT-CAN
The PT-CAN connection of the Night Vision 2 control unit serves to
transmit the diagnosis and programming data and to read out the
information from the RLS (brightness), the JB (driving lights status,
wiper speed) and ICM (road speed and yaw rate). In addition, the
terminal status and the vehicle identification number (VIN) are
transferred to the control unit via the PT-CAN.
Ground; Common ground of camera and control unit for suppressing interference.
The video signal is sent via a shielded LVDS cable between the
camera and control unit. In the control unit the signal is converted
into an dCVBS (d = differential) video signal and, depending on the
equipment specification, transmitted to the CIC or the video switch.
27
28
Adjusting Camera Pivot Position
Camera alignment
The pivot position of the camera can be adjusted by means of an

adjusting screw at the bracket.
The following steps must be taken to adjust the camera on the

F01/F02:
Open hood(1)
Remove sealing lip (2) on front panel
Open headlight cover (3)
Position headlight adjustment unit with spirit level in front of

vehicle
Insert Allen key (4) through the opening in the front panel and
set the camera to the required position; the line in the image
must be parallel to the spirit level
Reassemble all parts that have been removed in reverse order.
Replacing Protective Window
Follow The procedure below to replace the washer jet:

Remove bumper panel
In the event of damage the camera protective window can be

replaced.
Remove left-side kidney grille
Undo two recessed cross head screws (1)
Release the hose clip on the connecting hose to the headlight

washer system and remove the washer jet towards the front
Reinstall all parts that have been removed in reverse order.
Note: Camera alignment is only possible with a BMW diagnosis system. For detailed information on how to
service the Night Vision 2 camera, lens or washer jet
please refer to the Repair Instructions available in TIS
or ISTA diagnostic equipment.
Replacing front lens
Replacing Camera Washer Jet
Displays Indicating Defective System
A washer jet with a direct connection to the headlight washer system for cleaning the protective window is mounted on the camera.
In the event of a system defect, the following warnings are shown

in the F01/F02:
Check Control message in
the instrument cluster
The same Check Control

message in HUD if installed.
Display indicating defective system
Camera washer jet

29
30
Programming and Coding

Initializing Software
When replacing the camera, it is always necessary to initialize the
software by entering an enable code (FSC).
Note: The vehicle identification number (VIN) must always

be quoted when ordering a new camera or a new control unit.
The camera is programmed and diagnosed through the control

unit. The control unit receives the programming data for the camera
through PT-CAN and forwards this data to the camera through the
"private CAN-bus".
Workshop Exercise - Night Vision 2
Using an instructor assigned F01/F02 vehicle, the ISTA diagnostic equipment, perform the following tasks.
Task 1: Perform the Night Vision 2 Camera Calibration.
Task 2: List the tools necessary to perform the camera calibration below.
31
32
Workshop Exercise - Night Vision 2 - Review Questions

1.
What must be done after the Night Vision camera is adjusted to finalize the procedure?
2.
What must be communicated to the customer after the Night Vision camera adjustment has been performed on the vehicle?
3.
Which components of the Night Vision 2 camera are replaceable?
4.
What bus signal pathway is used to program and diagnose the Night Vision 2 camera?
Classroom Exercise - Review Questions
1.
Under what conditions does the Night Vision 2 control unit provide the power supply for the Night Vision 2 camera?
2.
To which vehicle bus system is the Night Vision 2 control unit directly connected?
3.
What is this connection used for?
4.
What conditions affect the maximum visibility range of the BMW Night Vision 2 system?
5.
How far does the maximum visibility range of the BMW Night Vision 2 system extend?
33
34
ACSM 3
A version of the ACSM system has been installed in many

previous BMW vehicles, starting with the 5 Series as of 9/2005 to
the E71 from 4/2008.
The E65/E66 air bag control units are interconnected via an

ultrafast optical bus system, called the byteflight. On the F01/F02,
the third generation of ACSM is used as the central airbag control
unit for the passive safety system. It differs from the previous
ACSM crash safety modules in that it has no internal sensors.
The function of the ACSM is to constantly evaluate all sensor

signals in order to detect a collision situation. As a result of the
sensor signals and their evaluation, the Crash Safety Module
identifies the direction of the crash and the severity of the impact.
Also included is information on the occupants and whether they
have their seat belts fastened or not. From this information,
measures are taken to selectively trigger the necessary restraint
systems.
The crash safety module monitors the system itself and indicates
that the system is ready for operation when the airbag warning
lamp (AWL) goes out.
If a crash situation is detected, this is communicated to the other

users in the bus-system network by way of a bus signal. The relevant control units respond to this signal by executing their own
activities according to the severity of the crash.
The activities include:
Opening the central-locking system
Activating the hazard warning flashers
Switching on the interior lighting

Deactivating the fuel pump
Automatic emergency call.
A function of ACSM is the seat belt reminder function, which uses

optical and acoustic signals to remind the driver and front passenger to fasten their seat belts.
The functions of the ACSM are divided into:

Crash-relevant functions
System monitoring functions
Additional comfort functions.
Functions
The Crash Safety Module must fulfil the following crash-relevant

functions:
Evaluating the sensor signals
Crash and rollover detection
Determining the triggering times and order
Triggering the output stages of the firing circuits
Output of a crash telegram for other users in the

bus system network
Crash documentation
Emergency call functions.
Evaluating the Sensor Signals
Together with the transverse acceleration sensor in the central sensor, the transverse acceleration sensors serve to detect side-on
crashes. Pressure sensors are also used in the front doors to
detect side-on crashes.
Crash and Rollover Detection

In addition to the longitudinal acceleration sensor and lateral acceleration sensor the central sensor also incorporates rollover detection. Rollover detection consists of a rate of yaw sensor and two
low-g sensors. One low-g sensor measures in the Y direction, the
second sensor in the Z direction.
Together with the longitudinal-acceleration sensor in the central

sensor, the longitudinal-acceleration sensors serve to detect frontand rear-end crashes.
Additional airbag sensors are mounted in the B-pillars. These each

consist of a longitudinal acceleration sensor and a transverse acceleration sensor.
There are two airbag up-front sensors for front-end crash detection. They are located on the front area of the engine side members.
35
36
Detecting a crash and determining the triggering

times and the order
The Crash Safety Module uses the values transmitted by the sensors to determine the direction and severity of the crash. The
threshold values of two independent sensors must be exceeded in
order to detect a crash. In the case of a front-end crash, for example, the relevant high acceleration values from the B-pillar satellite
and from the longitudinal acceleration sensor must be detected in
the crash safety module. Triggering the output stages of the firing
circuits
Based on the acceleration values and crash severity and direction,
an algorithm determines the triggering (firing) points and the order
of the restraint systems to be activated.
A possible imminent rollover is also detected and the appropriate
protection systems are activated.
Triggering the output stages of the firing circuits

The firing-circuit output stages are only triggered if the airbag algorithm detects that the threshold has been exceeded via different
sensors, e.g. the airbag sensor in the B-pillar and the central sensor.
The crash safety module is powered by the Car Access System4

CAS4 using terminal 30b. At terminal 30b the crash safety module
is in energy-saving mode, which means it is active at the bus and
can also transmit the belt status to the EMA controller. Airbag functionality is blocked and only ready for operation at terminal 15 on
completion of the system self-test.
The firing capacitors, which also serve as an energy reserve, are

charged up by a switching controller. These capacitors make the
firing energy available in the event of a crash. If the voltage supply is
interrupted during a crash, the firing capacitors serve briefly as an
energy reserve.
The output stages of the firing circuits consist of a high-side and a
low-side power circuit-breaker. The high-side power circuit-breaker
controls the firing voltage, while the low-side power circuit-breaker
switches to ground. The output stages of the firing circuits are controlled by the microprocessor.
The high-side and low-side power circuit-breakers also serve the
purpose of checking the firing circuits during the system self-test.
The electronic control unit remains capable of firing even after

three crash entries.
Output of Crash Telegram

In the event of a collision involving triggering of the restraint systems, the Crash Safety Module sends a crash telegram to the
users in the bus-system network. Parallel to this, the TCU is
informed via a direct single-wire line to transmit an emergency call.
The crash entries cannot be erased and serve the purpose of subsequent device diagnosis.
A maximum of three crash entries can be stored. The control unit
must then be replaced.
As a result, the respective control units perform the following functions depending on the crash severity:
Function
Control Unit
Switch off electric fuel pump
Digital Motor Electronics (DME)
Switch off the auxiliary heating
Integrated automatic heating and air conditioning system (IHKA) - Not for US
Release central locking
Junction box electronics (JBE)
Switch on hazard warning lights
Switch on interior lights
Transmit emergency call (only

when airbag triggered)
Telematics Control Unit (TCU)
Crash Documentation Entries

In the event of a collision where one or more actuators are triggered, a crash entry is stored in a non-erasable memory. After
three crash entries, a non-erasable fault entry is stored in the fault
memory with the instruction to replace the crash safety module.
Note: The three crash entries could also be stored during
the course of an accident. Each crash entry is
assigned a system time.
37
38
System Components
Index
1
2
3
Explanation
Central gateway module

Up-Front sensor, left
Instrument cluster
Crash safety module
Car Access System
5
Door pressure sensor, left
7
Coil spring for airbag
8
Front airbag, driver
Knee airbag, driver
Knee airbag, passenger
10
Up-Front sensor, right
9
Passenger Airbag OFF light
11
12
Front airbag, passenger
Door pressure sensor, right

Head airbag, left
13
14
15
Adaptive belt force limiter, driver
Belt contact, driver
Side airbag, driver's side
18
B-pillar sensor, left
17
Seat belt pretensioner, driver
20
Central sensor with rollover detection
23
Belt contact, passenger
OC3 mat
Side airbag, passenger side
39
16
19
22
Seat belt pretensioner, front passenger
25
Active head restraint, driver
24
Active head restraint, passenger
21
26
27
Head airbag, right
B-pillar sensor, right
28
29
Safety battery terminal
Adaptive belt force limiter, passenger
Telematics Control Unit for emergency call
30
31
32
40
Crash Safety Module

The crash safety module in US vehicles is identical to vehicles for
the rest of the world and is adapted to the law and country-specific
requirements by programming and coding.
There are no sensors located in the crash safety module.
With ACSM 3, the Crash Safety Module is now integrated into the
PT-CAN.
Sensors and Switches

All of the following sensors and switches were used on the previous ACSM systems with the exception of the Central Sensor, its
functions where integrated inside the crash safety module.
Central sensor
Up-Front sensor
OC3 mat
B-pillar sensor
Door pressure sensor
Seat belt buckle switches
Emergency call button

Central Sensor
The crash safety module has a new installation location for the
F01/F02 is behind the glove compartment.
The central sensor is located centrally in the vehicle on the transmission tunnel.
In addition to the longitudinal acceleration sensor and lateral acceleration sensor, the central sensor has also been extended to incorporate rollover detection.
The longitudinal and lateral acceleration sensors detect positive and negative vehicle acceleration in a measuring range of 0-100 g. The longitudinal
and lateral acceleration sensors detect
acceleration in the event of a head-on,
side or rear-end collision.
Central sensor
The sensor cluster is connected via a four-wire lead. A current

interface which transfers a special report is used for the five sensors, this saves on six leads. This interface is also used for the
other airbag sensors, so that, here too, savings can be made on
leads and thereby weight.
Rollover Detection
Rollover detection is provided by a rate of yaw sensor and two additional low-g sensors. The low-g sensors act in Y and Z directions.
There are different factors which can cause a car to overturn or roll
over. Although the most common causes are:
Digital data transmission by means of current interface
The car hits a ramp (e.g. a crash barrier) on one side or the
vehicle tilts due to the terrain. The car rotates about its longitudinal axis as a result of the high angular velocity.
The recorded acceleration values of the micro-mechanical acceleration sensors are converted in an ASIC (Application Specific
Integrated Circuit) into digital signals. With the aid of a data
telegram, the digital signals are transmitted unidirectionally to the
Crash Safety Module.
The car skids sideways off the road surface and its wheels
become buried in soft soil. The kinetic energy could be sufficient to upend and overturn the car.
The signals are transmitted via a current interface, which supplies

the electronic circuitry with voltage.
The car skids sideways off the road into the curb and is
upended.
The electronic circuitry receives a voltage level of approximately

5-10 mA via the current interface. The level rises at a step of 20
mA when a data telegram is transmitted so that only two lines per
measurement channel are required.
The crucial factors which determine whether the car overturns are
not just the angle of rotation but also the angular velocity or angular
acceleration at which the car is set into the roll. All these vehicle
movements can also occur after a front-end, side-on or rear-end
crash.
The transmitted data is evaluated in the crash safety module.
The two Low-g sensors have a small measuring range of 0-2 g and
can therefore detect small accelerations and decelerations with
great accuracy.
For example, when the vehicle skids sideways off the road surface
and buries itself with its wheels in soft ground.
The sensors provide a voltage as measured variable. This voltage is

a measure for the acceleration and is converted directly into digital
signals in the sensor. The digital values are sent to the crash safety
module for evaluation. The crash safety module evaluates the signals from the two Low-g sensors and the rate of yaw sensor. The
results are compared with the stored algorithm. If the processor
detects that a rollover situation is imminent, the seat belt pretensioners and the head airbags are triggered.
41
42
Actuators
The crash safety module is used in to control the following actuators:
Adaptive driver airbag with active vent valve
Adaptive driver airbag
Adaptive front passenger airbag
Driver/front-passenger side knee airbag
Index
Curtain/Head airbags, left and right
Side airbag, integrated in the left and right front seats

Front seat belt pre-tensioner, front left and right
Explanation
Gas generator with exhaust vents

Actuator for vent valve
Automatic seat belt tensioner with adaptive force limiter

Active head restraint, front left and right
The following warning lamps are additionally activated:
Driver airbag without airbag
Airbag warning lamp AWL

Seat belt mannikin
Passenger Airbag OFF light (POL)

Index
1
2
3
Explanation
Connection of the squib for

the active vent valve
Connection of the squib
for the first stage
Connection of the squib for

the second stage
Driver airbag, rear, without retaining plate
The vent valve is an exhaust vent incorporated into the airbag,

which is closed by an arrester band.
Vent Valve
The F01/F02 uses airbags with pyrotechnically activated vent

valves.
The arrester band ends in a cylinder, in which there is a blade. In

the event of triggering, the blade is pushed in the cylinder by the
pyrotechnical actuator and the arrester band is cut through.
This measure serves to adapt the hardness of the airbag in possible accident scenarios with smaller people or persons sitting close
to the steering wheel.
Due to the airbag inner pressure, the exhaust vent opens outward
and the airbag pressure is controlled by the venting gas.
On the basis of the crash severity, belt status and seat position
information, the crash safety module decides whether the vent
valve is activated or not.
The active vent valve is normally activated for smaller, lighter occupants.
If the system detects a heavy occupant, due to the seat position, a

reduction of the airbag pressure is not desirable.
In this case, the active vent valve remains closed and is activated at
a later stage for disposal firing, when the occupant is no longer in
contact with the airbag.
Vent valve remains closed
Index
A
Explanation
Vent valve is closed by

arrester band
Squib triggered, blade is deployed
Retaining strap
C
2
Blade cuts through retaining

strap and vent valve opens
Housing
Index
3
Explanation
Cylinder
Piston with blade
Squib connection
Vent valve is opened
Heavy occupant
Squib
43
Smaller, lighter occupant
44
Adaptive front passenger airbag with active vent valve
The knee airbags are designed as a single-stage airbag with inflator assembly.
The airbag volume is approximately 20 liters/ 5.2 Gallons.
The gas generator is triggered in the event of a crash of sufficient

severity and the resulting gas fills the airbag.
When the knees make contact with the airbag, the load is distributed over the area of the airbag, thus supporting the occupant.
The knee support results in a controlled forward displacement of
the upper body that is taken up by the driver or passenger airbag.
Front passenger airbag, two-stage with vent valve

Index
1
2
3
Explanation
Index
First stage squib
Cover for airbag

Airbag housing
Explanation
Actuator for active vent valve
Second stage squib
The knee airbag on the drivers side is located below the steering
column in the footwell trim while the knee airbag on the passenger
side is located in the footwell trim.
F01/F02 driver's side knee airbag
Inflator assembly
Knee Airbags
A knee airbag on the driver and front passenger side are standard equipment for
the F01/F02.
In the event of a collision in which the

driver or front passenger are not wearing
seat belts, the knee airbag provides support to protect the knees. This initiates a
controlled forward displacement of the
upper body, which is cushioned by the
deployment on the corresponding airbag. Knee airbag in operation
Note: The driver and front passenger knee airbags are also
triggered by occupants wearing seat belts, though at
a higher crash severity than if the seat belts are not
fastened.
In the event of a side impact or rollover, the inflator assembly is triggered and a valve to the pressure tank is opened. The stored gas
flows through the gas lance into the curtain.
Curtain/Head Airbag
On the F01/F02, the curtain airbag for the driver and front passenger side is used as head airbag.
The head airbag is set in the correct position by its mounting on

the A-pillar and on the C-pillar. In addition, the curtain deploys
between the side windows, pillar trim panels and the occupants.
The head airbag extends from the A-pillar to the C-pillar and covers
the entire side section at the level of the side windows.
It deploys between the occupants, windows and pillar trim panels.
The structural strength and stability is preserved for several seconds by the closed system.
System features:
Extended coverage for front and rear windows
In connection with the side airbag in the front seat, it provides optimum protection for the occupants in the event of side impact.
Reduction of the risk of glass splinters and objects entering

the vehicle
The head airbag reduces the movement of the head and other
occupant extremities towards the outside during a side impact.
This results in lower neck shear forces as well as bending
moments in the cervical vertebrae. It additionally prevents direct
contact with the side structure or the obstacle thus reducing the
risk of head injuries.
Optimized coverage even for different sizes of occupant.
The curtain airbag is housed folded up in the roof frame. It consists

of the inflator assembly and the curtain.
Installation location of the curtain/head airbags on the F01/F02

45
46
Seat-integrated Side Airbag
The seat-integrated side airbags are mounted on the F01/F02 for

the purpose of achieving optimum interior functionality, an appealing design while satisfying high safety requirements.
The side airbags are folded, together with the inflator assembly
(gas generator) in a plastic housing. The airbag module is secured
into the backrest and concealed by the rear panel.
The side airbag is triggered in response to a sufficiently strong
impact from the side. The side airbag emerges between the seat
backrest and the rear panel and inflates between the door and
occupant.
The air cushion between the door and occupant provides controlled impact damping and therefore reduces the load on the
occupant.
Active Head Restraint
Used on previous BMW vehicles since 09/2007, the Active head

restraints are now installed on the F01/F02.
This Active Head Restraints incorporate a pyrotechnical actuator

and spring elements for adjustment.
In the event of a rear-end collision, the active head restraint reduces

the distance between the head and the head restraint before the
occupant moves backwards. This reduces the risk of injury to the
cervical vertebrae, even in the event of a small accident.
Triggering in the event of a rear-end collision
The crash safety module detects via sensors whether a rear-end

collision has occurred. If there is an appropriately severe crash, the
active head restraints are triggered. This can even occur in the case
of a slight rear-end collision.
If the crash safety module detects a massive rear-end collision,
other safety components, such as e.g. the belt tensioner and the
safety battery terminal are also activated.
The crash safety module deploys the active head restraint, by

igniting the head restraint actuator squib.
The actuator releases the head restraint spring force by activating

the release plate. This enables the front section of the head
restraint to be moved towards the front by means of a spring.
The head restraint drive springs are only locked again once the
pyro-actuator has been replaced.
Side airbag (1) integrated in the seat
Note: If the active head restraints have been triggered, the

pyro-actuators must be replaced. Please refer to the
repair instructions available in ISTA or TIS for more
information.
Airbag Warning Lamp
The airbag warning lamp (AWL) is located in the instrument cluster.

ACSM system operability is indicated by the AWL lighting up and
then going out in during the predrive check. The AWL is controlled
by means of a signal from the
ACSM to the instrument cluster
on the PT-CAN. The instrument
cluster receives a signal on a
cyclical basis. If the signal fails to
materialize, the AWL is activated.
The active head restraint on the left, normal position,

The active head restraint on the right, after triggering
Index
1
2
Explanation
Head restraint support
Front section of the head restraint
Index
3
Airbag warning lamp
Explanation
Passenger Airbag OFF Light
Head restraint drive
In the F01/F02, the passenger airbag OFF lamp is located at the

front of the roof function center FZD next to the interior lights.
The Passenger Airbag OFF light is continuously illuminated until

the OC3 mat detects an object or passenger of adequate mass
and weight distribution.
Automatic seat belt tensioner with adaptive force limiter
The belt force limiter on the F01/F02 works according to the same
principle as on the one used on the E65/E66.
The brightness of the Passenger Airbag OFF light is regulated by

the automatic display lighting.
Safety Battery Terminal
The safety battery terminal is triggered at

different thresholds when the Crash Safety
Module detects a front-end, side-on or
rear-end crash of sufficient severity. The
connection between battery and starter/
alternator cable is then separated with the
use of pyrotechnics. The safety battery terminal is located directly at the positive terminal of the battery.
Roof function center with passenger airbag OFF light
47
48
Electric Motor Driven Reel
Debuting in the F01/F02, an electric motor driven reel (EMA) is

used for the front seat belts. The electric motor driven reel is paired
with the multifunction seat.
Seat belt with electric motor driven reel
The electric motor driven reel reduces seat belt slack when fastening the seat belt using low retracting force as soon as the doors are
closed. Removing the belt slack ensures that the seat belt fits the
driver or front passenger. Thus better restraining action can be provided in the event of a crash.
Another advantage of the electric motor driven reel is the pretensioning to the occupants before a possible accident with increased
retracting force, thus also reducing the incidence of slipping out of
the belt and the risk of submarining.
The dynamic driving control sensors in the ICM (Integrated Chassis

Management) record data such as longitudinal acceleration and
lateral acceleration, yaw rate, etc. The ICM passes on the data via
the PT-CAN to the two EMA control units. The DSC also delivers
information such as speed and brake pressure. The ACSM sends a
message about the status of the belt contact to the two EMA control units.
From this data, the EMA control units calculate whether there is a
critical driving situation, e.g. vehicle oversteer and as a result activates the electric motor, which pretensions the seat belt.
If there is now an accident with corresponding severity, the belt

tensioner is also triggered and the seat belt fastened securely to
the occupants.
The pretensioning of the seat belt can reduce the force on the
occupants in the event of an accident.
Index
Explanation
EMA control unit
Automatic reel
2
4
Electric motor
EMA drive unit
NOTES
PAGE
49
50
EMA Circuit Diagram
Index
Explanation
Dynamic stability control (DSC)
Crash safety module (ACSM)
Car Access System (CAS)
Junction Box Electronics (JB)
Control unit, electric motor driven reel, left
Integrated Chassis Management
Electric motor driven reel, left
Control unit, electric motor driven reel, right
11
Luggage compartment junction box
10
Electric motor driven reel, right
Bus Signals
in/out
Information
Source/sink
Function
In
Terminal control
CAS > EMA LE/ EMA RI
Status terminal 30b
In
Braking torque
DSC > EMA LE/ EMA RI
Emergency braking detection
In
Steering angle effective at

the front axle
ICM > EMA LE/ EMA RI
Steering effort
In
Lateral acceleration
In
In
In
Vehicle speed
Yaw speed
Longitudinal acceleration
In
Accelerator pedal angle
In
Door contact
In
Belt contact status
DSC > EMA LE/ EMA RI

Vehicle speed
Detection of skidding tilt

Acceleration
Lateral acceleration
DME > EMA LI/ EMA RE
Driver power request
FRM > EMA LE/ EMA RI
Information whether the doors are closed
ACSM > EMA LE/ EMA RI Information whether the seat belt is fastened.
51
52
Design and function of the electric motor driven reel

The electric motor driven reel is an extension of the functions of
the existing automatic reel.
The automatic reel is combined with the (pyrotechnic) adaptive
belt force limiter as on E65/E66.
The electric motor driven reel essentially consists of an electric

motor, a drive unit and a coupling, which establishes the connection to the automatic reel.
Electric motor driven reel, not working
The following image shows the design of the drive unit in detail.
Image (A) shows the locking pawls are retracted.
Image (B) shows the drive unit with ring gear.

The ring gear and the belt shaft can rotate freely and the seat belt
can be pulled out or rolled up.
Drive unit with separate components (A) and freely rotatable ring gear (B)
Components of the electric motor driven reel
Index
Explanation
Index
Explanation
Index
Drive unit
Automatic reel
1
3
Electric motor
Belt shaft
Ring gear
Explanation
Index
Explanation
Drive gear for the drive shaft
Drive wheel with coupling
Drive gear for the electric motor
Worm gear
Electric motor driven reel, in operation
When the driver or front passenger fastens their seat belt or there is
a critical driving situation in terms of driving dynamics, the electric
motor is activated, this moves the drive shaft using the worm gear.
The worm gear turns the drive wheel with the coupling.
The locking pawls move out and engage in the ring gear (C).
The ring gear, which is located on the belt shaft, drives the belt
shaft (D).
The seat belt is rolled up on the belt shaft and thereby shortened.
This tensions the seat belt to the occupants.
Locking pawls move out (C) and the ring gear turns the belt shaft (D)
53
54
Workshop Exercise - ACSM 3
Using an instructor assigned F01/F02 vehicle and the ISTA diagnostic equipment, answer the following questions.
1) What is the purpose for the device shown in the illustration below?
4) What functions does the EMA motorized seat belt system perform in the F01/F02?
5) Where is the ACSM control unit and why was it relocated?
2) How many airbag sensors are located in the Central Sensor

used in the ACSM 3 system?
Circle the best possible answer.

Five
Seven
Three
3) List all the sensors located in the Central Sensor below
6) Where are the side airbags located in the F01/F02?
Circle the best possible answer.

Front Seats
Front Door
7) Which airbags use the active vent valve system on the

F01/F02?
1.
What is the main difference between the ACSM on the E70 and the ACSM 3 of the F01/F02?
2.
Which control unit gives the signal to activate the EMA motors in a hazardous situation?
3.
How many pyrotechnic actuators are fitted on the F01/F02 ACSM 3 system?
4.
When is the active vent valve opened?
5.
What is the volume of the knee airbags used on the F01/F02?
55
56
Active Blind Spot Detection (SWW)
Active Blind Spot Detection is a new BMW system and It is being

introduced for the first time in the F01/F02 7 Series . The system
is designed to assist the driver in making lane change maneuvers
by monitoring traffic at the rear and sides of the vehicle.
These kinds of situations are difficult for the driver to judge, especially after dark. The radar sensors work completely independently of the light conditions.
The active blind spot detection system can detect traffic situations that could be dangerous if your vehicle changes lanes.
The radar sensors of the active blind spot detection system detect
other vehicles in the neighboring lanes right up to about the middle of your own vehicle.
Using two radar sensors it detects vehicles traveling in the rear

and along side our vehicle and warns the driver of the position of
any unseen vehicles around him traveling in his Blind Spot.
The driver is informed and warned in two stages.
These kinds of traffic scenarios arise, for example, when distant

vehicles rapidly approach from behind. They are then in the "lane
change zone" shown in the graphic.
Index
1
Explanation
Vehicle approaching on the left-hand neighboring lane
Vehicle in the left-hand neighboring lane travelling at your same speed
Blind spot area (left/right)
3
5
6
Your own vehicle, with the intention of changing lanes to the left
Vehicle in the right-hand neighboring lane travelling at a faster speed

"Lane change zone"
A second danger can arise if other vehicles are in the blind spot
area. The driver can only be aware of them if he is particularly
careful and cautious. However, If he has a lapse of attention, he
may not see vehicles in this area.
The first stage of detection is called "information" and it is provided as soon as the system is switched on and a hazardous lane
change situation is present. The information is provided by activating warning lights in the door mirrors.
If the driver intends to make a lane change in this scenario and

uses the turn signal stalk to indicate this, a second, more intense
stage will then be issued, the "warning". The corresponding
warning light then flashes with high intensity and the steering
wheel starts to vibrate. The driver must cancel the lane change
and if necessary steer back into his own lane to avoid a dangerous
situation.
Note: The US marketing term for Lane Change Warning
System (SWW) is Active Blind Spot Detection.
These two systems are one and the same and are
not to be confused with Lane Departure Warning
System Overview
Blind Spot detection system input/output

Index
Explanation
1
2
3
4
SWW2 Radar sensor (Secondary controller)
6
7
Index
Explanation
Steering wheel module and vibration actuator
Steering column switch cluster
8
9
10
11
Operating unit for driver assistance systems
13
"Steering wheel vibration coordination" function
SWW Radar sensor (Master)

Not for US
Footwell module
12
57
Driver's door mirror
Front passenger door mirror

Instrument cluster
"Active Blind Spot Detection

control unit function"
58
OBD
Bus system overview of the lane change warning system in the F01/F02
5
K-CAN2
ASP_BF
K-CAN
ZGM
ASP_FA
5
PT-CAN
PT-C
T-CAN
DME
EKPS
BE_FAS
CAS
FZD
IHKA
CIC
FKA
RSE Mid
USB
ACSM
K
KOMBI
EMA LI
JB
PDC
EMA RE
TPMS
CON
TOP HiFi
CID
ULF-SBX
High
USB
LRE
DSC
SDARS
EGS
SZL
DVD
GWS
HSR
NVE
AL
TCU
HUD
PT-CAN2
PT-C
T AN2
FRM
EHC
HKL
FD
FD2
F
FAS
KAFAS
SM FA
F
SM BF
TRSVC
HiFi
EMF
SM FAH
F
SM BFH
VSW
5
K-CAN
PT-CAN2
Ethernet
K-CAN2
K-Bus
(protokoll)
D-CAN
BSD
PT-CAN
LIN-Bus
FlexRay
Local-CAN
SWW2
SWW
ICM
VDM
EDC SVL
EDC SVR
EDC SHL
EDC SHR
MOST
Index
Explanation
ASP_BF
BE_FAS
ICM
SWW
SWW radar sensor for the Active Blind Spot Detection system
ASP_FA
FRM
LRE

Footwell module
Steering wheel module
SWW2
SWW2 radar sensor for the Active Blind Spot Detection system
ZGM
SZL
59
60
System circuit diagram for the lane

change warning system in the F01/F02
Index
Explanation
2
4
Vibration actuator
Fuse for the driver/front passenger door mirrors (front fuse carrier, junction box electronics)
Footwell module
6
8
Warning light in the driver's door mirror
Warning light in the front passenger door mirror
11
(Not for US)
10
12
13
14
Fuse for the radar sensors in the Active Blind Spot Detection system
(rear fuse carrier in the luggage compartment)
SWW2 radar sensor for the Active Blind Spot Detection system
Master radar sensor for the Active Blind Spot Detection system
61
62
Switching the System On and Off

How the Active Blind Spot Detection system behaves with regard
to the driver is ultimately controlled by the Integrated Chassis
Management.
This includes:
Switching it on and off
Checking the operating conditions

Checking for faults
Distinguishing between information and a warning.
A button on the operating unit for the driver assistance systems is

used to switch it on and off. The ICM control unit receives the signal by keystroke from the footwell module.
The ICM control unit permits it to be switched on only if no fault is
present in the interconnected system and all operating conditions
are satisfied.
If the ICM control unit carries out the driver's request to switch it
on, the function illumination on the button is switched on as visual
confirmation. This is also controlled by the Integrated Chassis
Management and is executed by the FRM.
If the request to switch it on cannot be carried out, the function

illumination remains off. The status (switched on or off) remains
key specific regardless of power cycles. If the Active Blind Spot
Detection system is on in the current driving cycle, it will be on in
the next driving cycle from the start.
If, after switching on the Active Blind Spot Detection, one of the
operating conditions is infringed or a fault occurs, it is automatically
deactivated. In such a case, the driver would not be able to tell if
only the function illumination had switched off. Therefore, a Check
Control message is issued.
Informing and Warning

The information is issued to the driver in all cases where all of the
following conditions have been satisfied:
The Active Blind Spot Detection system is switched on
The road speed is above 50km/h/ 31mph
The master radar sensor has detected a necessity for a warning.
The second stage, the warning, should, in comparison, be significantly more prominent than the information. It should reach the
driver quickly and directly, if he is still intending to make a lane
change despite an impending dangerous situation.
The warning is issued, if the following conditions have been satisfied:

The conditions for information have been satisfied:
The turn signal is switched on the side of the vehicle where

the master radar sensor detected a necessity for a warning.
The steering column switch cluster issues the signal about the status of the turn signal via the FlexRay to the ICM control unit.
The only difference in the criteria for information and a warning is
thus the status of the turn signal. The rear traffic situation or your
own driving conditions do not influence it.
The visual aspect of the warning is generated by the respective
warning light flashing with a high light intensity. In addition, the
steering wheel begins to vibrate and this produces a very direct
warning signal to the driver.
No Necessity for a Warning
Although another vehicle in the left-hand lane is approaching your

own vehicle, neither information or a warning is generated. Even if
at this moment the driver were to carry out a lane change, this
would not result in a dangerous situation. The time it would take
for the other vehicle to reach your own vehicle is considerable.
A sufficient distance will be maintained by accelerating your own

vehicle slightly or by a slight deceleration of the other vehicle.
There is no necessity at all for the driver to be informed by the
Active Blind Spot Detection system.
Traffic scenario without the a need for a warning
Index
A
Explanation
Your own vehicle with blind spot detection ON
Faster vehicle in the left-side neighboring lane outside of the lane change zone
Blind spot area
1
2
3
4
Lane change zone

Turn signal OFF
Warning light in the driver's door mirror OFF
Warning light in the front passenger door mirror OFF

Steering wheel not vibrating
63
64
Information Stage
The vehicle (B) in the neighboring left-hand lane is already in the

lane change zone. Because it is still approaching your own vehicle
(A) at a high speed, the time the driver would have to cancel a lane
change maneuver is very short. The blind spot detection system
recognizes the necessity for a warning. Because the driver does
not show any specific intention of making a lane change (turn signal off), only the information and not the warning is issued.
The vehicle (C) in the right-side neighboring lane is at a some what

shorter distance from your own vehicle than the vehicle in the left
side neighboring lane. Because it is travelling at the same speed as
your own vehicle and the distance to your own vehicle is therefore
not decreasing, there is no need to issue a warning on the right
side.
In this case only the warning light in the driver's door mirror lights
up and it does this with low intensity to just inform the driver.
Traffic scenario with information from the blind spot detection system
Index
A
Explanation
Fast approaching vehicle in the left-side neighboring lane within the lane change zone
Equally fast vehicle as your own traveling in the right-side neighboring lane, within the lane change zone
Blind spot area
Lane change zone

Turn signal OFF
Warning light in the driver's door mirror lights up with low intensity
Steering wheel not vibrating
Warning light in the front passenger door mirror OFF
This means the warning light in the driver's door mirror flashes
brightly and in addition the steering wheel vibrates.
Warning Stage
The vehicle (B) in the left-hand neighboring lane is in the lane

change zone and is approaching your own vehicle (A). There is a
necessity for a warning therefore on the left-hand side.
The vehicle (C) in the right-side neighboring lane is also approaching your own vehicle at this point. Therefore, the necessity for a
warning also exists on the right-hand side. However, because the
driver has not switched on the right turn signal, just the information
stage is issued to this side, but no warning.
Because the driver intends to make a lane change to the left, he

has switched on the left turn signal. A lane change maneuver is
therefore imminent. In order to attract the attention of the driver
quickly and directly, a left-side warning is produced.
Traffic scenario with a warning from the blind spot detection system
Index
A
Explanation
Fast approaching vehicle in the left-side neighboring lane, within the lane change zone
Equally fast vehicle as vehicle (B) in the right-side neighboring lane also within the lane change zone
Blind spot area
1
2
3
4
Lane change zone
Left turn signal ON
Warning light in the driver's door mirror flashes with high intensity (Warning Stage)
Warning light in the front passenger door mirror lights up with low intensity (Information Stage)
Steering wheel is vibrating
65
66
Warning - Blind Spot Area
Both, the vehicle (B) on the left side and the vehicle (C) in the rightside neighboring lanes are in your cars blind spot area. Therefore,
the necessity for a warning exists on both sides, independently of
how quickly they are travelling.
The driver (A) intends to make a lane change to the right and therefore switches on the right turn signal. This causes the right-side
warning to be produced. The warning light in the front passenger
door mirror flashes brightly and the steering wheel vibrates.
In this case the Information stage is displayed on the left side
mirror, but no warning issued.
Traffic scenario with vehicles in the blind spot
Index
A
Explanation
Vehicle in the left-side neighboring lane in the blind spot area
Vehicle in the right-side neighboring lane in the blind spot area
Blind spot area
1
2
3
4
Lane change zone
Right turn signal ON
Warning light in the driver's door mirror lights up with low intensity (Information Stage)
Warning light in the front passenger door mirror flashes with high intensity (Warning Stage)
Steering wheel vibrates
System Components
Index
1
2
3
4
5
6
7
8
9
Explanation
Steering wheel with steering wheel module and vibration actuator

Junction box electronics and front fuse carrier
Integrated Chassis Management control unit

Footwell module
Note: The US marketing term for Lane Change

Warning System (SWW) is Active Blind Spot
Detection. These two systems are one and
the same and are not to be confused with
Lane Departure Warning.
Components of the Active Blind Spot Detection system in the F01/F02
67
68
Components of the Active Blind Spot Detection system in the F01/F02 (rear half of the vehicle)
Index
1
2
Explanation
Integrated Chassis Management control unit
Rear fuse carrier in the luggage compartment
Bracket for shielding the right-hand radar sensor
Rear bumper deformation elements
4
6
7
8
Right-hand master radar sensor (SWW)

Center guide
Bracket for shielding the left-hand radar sensor

Left-hand SWW2 radar sensor
Radar Sensors
Two radar sensors are fitted in the vehicle for the Active Blind Spot
Detection system.
Overview and installation location of the radar sensors
The two parts are different, although visually they look the same.
There is a main radar sensor (SWW) that is always fitted in the rear
of the vehicle on the right side, as well as the SWW2 radar sensor
that is fitted in the rear left-hand side.
The sensors of the Active Blind Spot Detection system work
according to the RADAR principle (radio detection and ranging).
They have some features in common with the short-range radar
sensors for the ACC Stop & Go function. Although the radar sensors for Active Blind Spot Detection (SWW) and the short range
radar sensors for ACC Stop & Go use the same frequency of
24GHz, the bandwidth is different for both systems. SWW uses
a bandwidth of 100MHz and ACC Stop & Go uses >1GHz.
The RADAR principle offers basic advantages with regard to the

detection reliability of road users in poor weather conditions. Only
when it is exposed to extreme conditions, for example heavy rain or
snow, can a reduction in its range occur. If the sensors detect a
particularly extreme situation, this status is signalled so that the
function can be switched off and the driver informed.
Index
Both sensors have the functionality of control units. This means

that they are compatible with diagnostics and can be programmed
and coded.
Symmetrical axis of the master
Horizontal angular width of beam
Center guide
69
SWW2
Detection zone of the SWW2 radar
Note: For more information, see the F01 Active Blind Spot
Detection training reference material available on
ICP or TIS.
Index
1
2
The sensors are fitted in the rear of the vehicle above the bumper
bracket. They are fitted to a large plastic component that is referred
to as the "center guide". From the outside, the sensors are not visible because they are hidden by the bumper trim.
Explanation
Master (SWW)
Detection zone of the master radar
6
8
Explanation
Symmetrical axis of SWW2

Vehicle longitudinal axis
70
As you can see from the graphic, the detection zones of the two
sensors overlap. The data on road users that have been detected
can therefore not be evaluated separately from each other (for the
left and right side of the vehicle). Instead the data is first collected
from both sensors and evaluated. Then a decision is made
whether the driver must be warned or not.
The fixtures for the sensors do not permit any mechanical adjustment. Instead of the sensors being mechanically adjusted (as is
the case with the long-range area sensor in the ACC), they are
calibrated using software. When this is done, the actual installation
position and above all the alignment of the center axes of the
sensors are determined and stored in the sensors. For details
please see the section entitled "Calibrating the radar sensors".
Two brackets are fitted to the deformation element of the rear
bumper that act as a shield for the radar sensors. This prevents
malfunctions when processing radar signals that could be caused,
for example, by reflections from the road surface. The material
used for the bracket was specially selected for this intended use.
Therefore, in the event of damage to the brackets, they must be
replaced with the correct new part.
Emergency repair using a different plastic part is not permitted.

Both radar sensors have a similar structure. The connector and the
electronics board are located on the lower section of housing. It is
used both for electrical shielding and for dissipating heat.
The board always has a signal processor. This evaluates the radar
signals and uses them to generate a list of the objects detected by
the sensor. The list contains the distance to each object in a longitudinal and lateral direction and the relative speed. In addition,
information is supplied about whether the object is in the blind
spot area.
The radar front-end (radome) is used to generate and send radar

waves. A receive circuit is also integrated in the sensor. Sending
and receiving is carried out via a planar antenna. The radar waves
are transformed into the required shape using the so-called
radome.
The plastic radome therefore determines exactly the extent of the
detection zone of the sensors.
The bumper trim also influences the shape of the detection zone.
Calibration must therefore always be done with the bumper trim
mounted. If done without the bumper trim, different values are
assigned to the measured distances. The measuring result would
be distorted and the warning for the driver inappropriate.
The radome and the lower section of housing are cemented
together. Repairs to the inside of the sensor are not intended. If
the test plan of the diagnostic system requests it, then the sensor
must be replaced.
The mounting holes of the lower housing sections on the main and
are located in different positions. The fixtures for the mounting
bolts on the "Center guide" are appropriately positioned. This
ensures that the master is mounted only on the right and the secondary unit (SWW2) on the left. Only after installation is complete
is it recommended to connect the wiring harness to the sensors.
You can also differentiate between the sensors by using the part
number and by the labelling on the lower section of the housing.
state of motion of your own vehicle. If such a situation is detected,

the master sends a corresponding signal via FlexRay to the ICM
control unit. In addition, the master uses the same path to send
signals about the status of both sensors, for example to determine
whether they are functioning correctly or there is a fault.
Special features of the SWW2
The SWW2 radar sensor only provides information about the road
users in its detection zone. This is why it contains only one signal
processor for controlling the radar and for evaluating the radar signals. A CAN controller is used to send the data to the master
(SWW).
The master executes self-diagnostics in the same way as the

SWW2. If, in the process, it detects a fault within itself or a fault is
registered by the SWW2, an entry is made in the fault code memory of the master. This makes it possible to read faults with the
SWW2 during servicing, even though the diagnostic system is only
communicating with the master and as a result is only accessing its
fault code memory. In addition to the signal processor the master
contains a microprocessor for this purpose. This also carries out
communication via the FlexRay controller with partner control units,
and with the ICM control unit in particular.
The signal processor is also capable of executing the self-diagnostics of the sensor. If SWW2 faults are detected, they are stored in
its own EEPROM. They are also transferred to the master and
stored there in its fault code memory.
Special features of the master (SWW)
The master radar sensor performs the same basic tasks as the
SWW2 with regard to recording and evaluating data from road
users. In addition, the master calculates whether a traffic scenario
exists that could be dangerous in the event of a lane change. This
calculation is based on data about the road users detected and the
Index
Explanation
Index
Explanation
Outside view of the SWW2
Lower section of housing, master
C
D
1
2
71
Outside view of the master

Inside view of the SWW2
Inside view of the master
Radome
Lower section of housing, SWW2
4
5
6
7
Connector
Pressure-compensating
element, SWW2
Mounting eye for the SWW2

Mounting eye, master
Pressure-compensating
element, master
72
Bus Connections
The sensors for Active Blind Spot Detection are connected with
two bus systems:
The SWW is connected to the FlexRay and to the local CAN.

The SWW2 is only connected with the local CAN.
The SWW2 uses the local CAN to transmit the data of all of the
road users it has detected to the master. The sensors also utilise
the local CAN to exchange internal system status and control signals.
The local CAN is physically set up like the PT-CAN and therefore
works at a bit rate of 500 kBit/s.
The SWW and SWW2 each have one of the two terminal resistors,
each with 120 .
The FlexRay represents the interface between the sensors and the
whole vehicle. In this way, the sensors, or to be exact, the master
sensor, receives the data about the state of motion of the vehicle
(e.g. the road speed and yaw rate).
The master uses this interface to send information about whether

the necessity for a warning exists to the ICM control unit.
The FlexRay is routed to the master and is fitted there with a terminating resistor. The master is therefore a terminal node in the
FlexRay network.
A detailed description of new features in the FlexRay network can
be found in the F01/ F02 bus systems training material in ICP and
TIS.
Voltage Supply
The SWW sensors is supplied with power via a common fuse with
terminal 15. The fuse is located in the rear fuse carrier (in the luggage compartment). The voltage supply is routed to the master and
from there to the SWW2.
The wake-up line is therefore not required on the SWW sensors.
During the overrun of terminal 15 the SWW sensors save important

data in the integrated EEPROM. This includes, for example, fault
code memory entries and values calculated during calibration.
Only after this is this data permanently stored and available again
for the next driving cycle. It is therefore important to wait for the
overrun from terminal 15 when work is carried out on the SWW
sensors, before disconnecting the voltage supply (connector,
battery).
Bus systems and voltage supply to the radar sensors of the blind spot detection system
Index
Explanation
Index
SWW2 radar sensor
Master radar sensor
3
4
Feed line and continuation of the

voltage supply (terminal15 and ground)
Local CAN feed line with a

terminating resistor
Explanation
FlexRay feed line with a

terminating resistor
Fuse for SWW sensors (rear fuse carrier

in the luggage compartment
73
Voltage supply feed line

(terminal 15 and ground)
74
Warning light in the driver's door mirror

There is a triangular-shaped warning light in the left and right door
mirror. This lights up two-dimensionally and can be activated in different intensities.
The ICM sends a request together
with the requested intensity to the
footwell module.
Using the LIN bus, the request is passed on to the electrical

system of the respective door mirrors. Amplitude-modulated
control is used to light up the LEDs in the door mirror.
Vibration actuator in the steering wheel

The vibration actuator is housed in the six o'clock spoke of the
steering wheel. It causes the steering wheel to vibrate as a warning in order to alert the driver of dangerous situations.
The Lane Departure Warning and Active Blind Spot Detection
systems use the same vibrating device.
The steering wheel module that controls the vibration actuator is

also housed in the interior of the steering wheel. This produces an
alternating voltage that causes the vibration actuator to oscillate.
The frequency of the alternating voltage is not changed during
operation.
The amplitude of the alternating voltage can be changed using the

steering wheel module. Therefore, you have the option of different
systems with varying oscillating amplitudes available to you for the
warning.
The E6x LCI is already equipped with the driver assistance system
called lane departure warning which uses steering wheel vibration
to warn the driver in a similar way. Here a vibration motor is used
as the vibration actuator. An unbalance mass is located on the shaft.
If the vibration motor is activated, the unbalance mass rotates and

thus produces the vibrations.
The vibration actuator in the F01/F02 has undergone a significant

advancement in comparison with the vibration motor. Instead of the
unbalance motor, a structural element is used that only oscillates in
a longitudinal direction. For this reason, it is known as a "longitudinal oscillator". This active principle has the advantage that the
vibrations are only induced in this one direction.
The vibration actuator is built into the steering wheel so that the
direction of its oscillations correspond with the direction of rotation
of the steering wheel. This provides an ideal expression of the
warning and the driver is made immediately aware that he must use
the steering wheel to avert the dangerous situation. In addition,
this principle to a large extent avoids unwanted side-effects such
as noises or oscillations that could be transferred in other directions
to the body.
The two brackets connect the vibration actuator with the steering
wheel. However, the brackets on the vibration actuator are not
screwed to the case, but to the coil carrier.
This means the coil carrier is fixed in place. The permanent

magnet can move instead. It is set into an oscillating motion in the
direction shown, when alternating voltage is applied to the coil.
The longitudinal movement of the permanent magnet is transferred

to both case sections due to its length. This is why the case sections also have a long slot in the electrical connection area to the
coil.
The springs ensure that the case sections do not hit against their
end positions and therefore prevent noises.
Steering wheel with vibration actuator
Exploded view of the Vibration actuator
Index
Explanation
Steering wheel module (LRE)
Vibration actuator
Index
Explanation
Index
Explanation
Left case section
Electrical connection
Right case section
Left bracket
Permanent magnet
Coil carrier
Spring
75
6
8
10
Coil
Spring
Right bracket
76
Coordinating the activation of the vibration actuator
Like the blind spot detection, the lane departure warning (KAFAS
control unit) also uses the vibration actuator to produce a warning
signal for the driver. For this, the systems use different amplitudes
of vibration.
This is why these must be a coordinator function for controlling the

vibration actuator. This is integrated into the ICM control unit.
Instrument Cluster
There are no function displays for the Active Blind Spot Detection
system in the instrument cluster (different to the lane departure
warning). Instead Check Control messages are displayed in the
instrument cluster, when the Active Blind Spot Detection system is
not available. A distinction is made between two possible causes:
The request to activate the vibration actuator is sent from the

Integrated Chassis Management over the FlexRay to the steering
column switch cluster (SZL). The SZL guides this request via LIN
bus further to the steering wheel module (LRE).
LIN bus subscribers at the steering column switch cluster
Index
LRE
SZL
Explanation
Active Blind Spot Detection deactivated

(due to functional peripheral factors such
as, blindness)
Active Blind Spot Detection failure

(due to real faults or defects with
components)
Note: The term Blindness is used to describe a situation

where the radar sensors are unable to detect any road
users in there range.
NOTES
PAGE
77
78
1.
Which two BMW systems use the vibration actuator?
2.
How does the design of the vibration actuator used on F01/F02 differ from the previous version?
3.
Where is the fuse for the active blind spot detection radars located?
4.
What is the signal bus path of the warning to the mirrors?
5.
What is the signal bus path of the warning to the vibration actuator?
KAFAS
Depending on the combination of the available options installed,
the functions in the F01/F02 are implemented as camera-based
systems, all sharing the same camera and the one control unit,
the KAFAS control unit.
FLA (high beam assistant) is part of the ZDA Driver Assistance

Package option and will not be available separately on the
F01/F02
The ZDA Driver Assistance Package option includes the following:
KAFAS is the camera-based Driver Assistance System.
High Beam Assistant
The high-beam assistant option shares the KAFAS camera and

the KAFAS control unit when the vehicle is equipped with the lane
departure warning.
Lane Departure Warning
Active Blind Spot Detection
Options/Technical
specification
KAFAS
Lane departure
warning
High-beam
assistant
79
1 camera
1 control unit
2 functions
X
X
80
System Components
Index
Explanation
Index
Explanation
Lane departure warning/High Beam Assistant

forward-pointing video camera
10
Instrument cluster
Function display
KAFAS control unit

for evaluation of image data
11
Head-up display HUD

Function display
Driver assistance systems operating unit

Lane Departure Warning on/off button
12
Controller
Footwell module FRM

Main-beam headlights on/off
13
Car Information Computer CIC

navigation system, navigation system data
14
Light switch
High-Beam Assistant function in
position A or position II
High-beam assistant on/off button on the turn

signal stalk on the steering column
15
Junction box electronics
Steering column switch cluster SZL with turn

16
Front distribution box
Integrated Chassis Management ICM

Road-speed signal
17
Car Access System CAS
Central gateway module ZGM
81
82
Circuit Diagram
Index
Explanation
Index
Explanation
Lane departure warning/High Beam Assistant

forward-pointing video camera
10
Instrument cluster
Function display
KAFAS control unit

for evaluation of image data
11
Head-up display HUD

Function display
Driver assistance systems operating unit

Lane Departure Warning on/off button
12
Controller
Footwell module FRM

Main-beam headlights on/off
13
Car Information Computer CIC

navigation system, navigation system data
14
Light switch
High-Beam Assistant function in
position A or position II
High-beam assistant on/off button on the turn

15
Junction box electronics
Steering column switch cluster SZL with turn signal stalk on the steering column
16
Integrated Chassis Management ICM

Road-speed signal
17
Car Access System CAS
83
84

In the F01/F02, a video camera for the lane departure warning and
the corresponding button in the BEFAS control panel for activating
the lane departure warning system mean that the vehicle is
equipped with the lane departure warning.
Video camera for lane departure warning and high beam assistant
The image data recorded by the video camera are transmitted to

the KAFAS control unit along an LVDS data line.
Although the video camera and the KAFAS control unit are the
components that are fundamental to the lane departure warnings
range of functions, they are also used for the headlight assistant
KAFAS control unit and video camera in the F01/F02
Index
Explanation
KAFAS control unit with
PT-CAN
Index
Explanation
Video camera for lane departure
warning and high-beam assistant.
The image data sent from the video

camera to the KAFAS control unit
along the LVDS data line
The system is designed to assist the driver on highways, major

roads and well maintained country roads. Warnings are given,
therefore, only at speeds of over 44 mph.
KAFAS Control Unit
Index
1
2
Explanation
KAFAS control unit Driver's footwell
F01/F02 Lane departure warning
The driver activates the system using the lane departure warning
button in the driver assistance control panel.
The KAFAS control module is located in the left footwell area,

bolted to the ZGM.
The lane departure warning causes the steering wheel to vibrate to

warn the driver that the vehicle is threatening to leave the current
lane without driver intending it to do so. The prerequisite for this
function to work is the presence of road or lane markings that can
be recognized by the control unit based on an evaluation of the
images recorded by the forward-pointing video camera.
Driver assistance systems control panel in the F01/ F02
The system is therefore intended to assist the driver in case of a

lapse of attention. Nevertheless, the driver continues to bear full
responsibility for the vehicle.
Lane departure warning

switched on
85
Lane departure
warning ready
86
Warning
The system uses the same vibrating actuator as in Active Blind

Spot Detection to issue the lane departure warning.
The active system is ready whenever the prerequisites for a lane

departure warning have been fulfilled: Lane detected and
V > 40 mph.
If the vehicle threatens to drive over the lane marking, the system
warns the driver by causing the steering wheel to vibrate.
Based on the detection of one or two lanes, the system first calculates the position of the vehicle in relation to these lanes.
Using the vehicles steering angle and road speed, the system calculates the time (t) remaining before the vehicle would cross the
lane marking.
High Beam Assistant

The high-beam assistant (FLA) assists the customer in the use of
the high-beam headlights. Depending on the traffic situation, the
prevailing ambient light conditions and which lights on the vehicle
have been switched on, the FLA switches on the high-beam headlights automatically and thereby relieves the customer of having to
switch the high-beam headlights on manually.
High beam can still be switched on and off manually as usual. The
driver always has the capability, and indeed the obligation, to override the system whenever the situation requires it.
High-beam assistant display and button
The warning is output in time before the vehicle crosses the

marking.
Index
1
Explanation
Steering wheel electronics
Index
2
Explanation
Vibration actuator for the lane

departure warning
Index
1
Explanation
Steering column stalk
Index
High-beam assistant button
Explanation
Display when high-beam

assistant activated
Display when high-beam
headlights on
Evaluation of Image Data
Control of the Main-beam Headlights
The various dots, colors and intensities of light captured by the

camera are evaluated by the control unit and, based on the control
units assessment, a switch-on or switch-off recommendation is
sent from the KAFAS control unit to the footwell module.
At the request of the KAFAS control unit, the actual switching on

and off of the high-beam headlights is always carried out by the
footwell module, which is responsible for all of the exterior lighting.
The decision of the FRM to activate the dipped-beam headlights in

A mode is made in the FRM independently of the FLA function.
The FRM receives the light signal from the RLSS.
In addition to the switch-on/switch-off recommendation, road

speed is also taken into account.
At speeds below 24mph, the FLA is switched off; at speeds higher

than 31mph, it may be switched on, depending on all other parameters.
System Limitations
In various situations, and under specific environmental conditions,

the limitations of a camera-based system begin to impact on
functionality.
If the vehicle is in an environment with adequate light, the highbeam headlights do not switch on. The KAFAS control unit sends
a switch-off recommendation to the footwell module.
These limitations may be reached in the following situations.
Extremely bad weather conditions (e.g. fog or heavy snowfall)
These conditions could be:
Poorly illuminated road users (e.g. riders on small motorcycles,

cyclists, pedestrians)
Daylight
Twilight
Individual driving situations (e.g. sharp bends, steep hills,

traffic coming at right angles from left or right)
Road lighting
Differentiation between different light sources, reflective traffic

signs, etc.
Illuminated places.
The system is designed to switch off the high-beam headlights

automatically in response to the following conditions.
No recognition of oncoming traffic is possible if only the cone

of light is within the video cameras field of view.
Oncoming traffic
Recognition is only possible if the light source itself is within

the field of view of the video camera.
Preceding traffic
Detection of background brightness

(twilight, street lamps, illuminated places, etc.)
The driver is able to intervene at any time and override the assistance system by switching the high-beam headlights on and off
manually.
Driving speed too low.
The driver always bears sole responsibility for the vehicle and the
control of the vehicles lighting.
87
88
Service Information

The lane departure warning has been available:
Since 03/07 in the
E60
E61 and
Since 09/07 in the

E63
E64
In the event of a replacement of components, the instructions for

the necessary coding and calibration routines stored in the diagnostics and programming system must be observed.
You will also find information on the lane departure warning in the
E60/E61 Lane departure warning training material available on
TIS and ICP.
High Beam Assistant

The high beam assistant was introduced for the first time in the
E60, E61, E63 LCI, E64 LCI BMW models from 2007 Model Year.
The high-beam assistant is not available separately for the F01/F02

and is part of the ZDA Driver Assistance Package option.
Low-sensitivity Mode
A low-sensitivity mode has been implemented in order to comply

with the US requirements. In this mode, the sensors are less sensitive.
To activate this mode, the driver must press the turn signal stalk on
the steering column forwards for 10 s with the vehicle stationary,
the lights switched off and terminal 15 ON.
As soon as the high-beam assistant is activated, the driver receives

a Check Control message indicating that low-sensitivity mode is
active.
The high-beam assistant reverts to its basic state following a power

cycle.
Check Control Indicator
The Check Control may display messages under the conditions

described below.
Cause
Hardware/software defect
Sensor field covered
Check Control
message
Condition
"Internal fault"
Sending unit
FLA detects covered

windshield
FLA or footwell module

FLA
Condition
Information in Central
Information Display
High-beam assistant
not active
High-beam assistant High beam

assistant not active.
Sensor field covered.
Manual activation
and deactivation of high-beam
High-beam assistant
defective
Sensitivity adjusted
High-beam assistant high beam

assistant defective.
Have the system checked by
the nearest BMW Service
High-beam assistant Sensitivity adjusted for
automatic high-beam headlights.
Possible risk of dazzling oncoming vehicles
NOTES
PAGE
89
90
1.
Where is the FLA module located in the F01/F02?
2.
Where is the KAFAS control unit located?
3.
What is included in the in the ZDA Driver assistance Package Option?
4.
What input does the ICM supply to the KAFAS control unit?
5.
Which control module controls the headlights, in the FLA system?
PDC-TRSVC
In the F01, the PDC control unit
function has been integrated into
the junction box electronics for the
first time.
Park Distance Control (PDC) is standard equipment on the

F01/F02 with the ZCE Camera Package available as an option.
The Camera Package includes the Rear-view camera (3AG) and
the Side View Camera (5DK)
Park Distance Control
Index
The Park Distance Control of the F01/F02 is identifiable by the

five ultrasonic sensors on the front bumper. The fifth sensor
enables a high level of reliability in obstacle recognition to be
achieved despite the large front end of the F01.
1
2
Explanation
Junction box electronics with

integrated PDC control unit
Rear View Camera Location
In the F01, the optional rear view camera requires the vehicle to
have been equipped with the PDC option. The rear view camera is
located at the right of the recessed handle on the luggage compartment lid.
F01 front bumper with five Park Distance Control ultrasonic sensors
Note: During installation of the license plates, caution

must be taken not to cover the center sensor on
the bumper.
Rear view camera location

91
92
Side View Camera
The F01/F02 is the first of BMWs vehicles to feature the new Side
View Camera.
The function is realized by two digital cameras, one on the front

right wheel housing and one on the front left wheel housing. They
make it easier for the driver to pull into roads and junctions in which
the drivers view to the side is obstructed.
Index
1
2
1
2
Like the rear view camera, the two Side View cameras send their
signals to the TRSVC control unit along LVDS data lines.
The signals are forwarded along CVBS lines to the video switch
VSW and CIC. The CIC sends image data to the CID along LVDS
data lines.
The CID is where the image data are displayed.
Explanation
Bumper, front wheel housing

Side View camera, left
The driver can activate the Side View cameras using a button in
the control panel next to the gear selector lever.
Index
The camera images are shown in the CID in split screen view up to
a road speed of 30 km/h/19mph.
Explanation
PDC and rear view camera on/off button

Side View button
Index
Explanation
Split screen images from the

Side View cameras
Split screen images from the

Side View camera on the left-side
Split screen images from the Side

View camera on the right-side
Index
Explanation
Projected front of vehicle,

view to left
Projected front of vehicle,

view to right
Rear View Camera
With the PDC and rear view camera equipment combination, the
controller and the operating menu can be used to toggle between
the basic PDC display and the rear view camera image with PDC.
Distance warning PDC display and option to select rear view camera image with PDC
Index
1
Explanation
Distance warning PDC display with option to

select rear view camera image
Index
2
93
Explanation
Rear view camera image and

distance warning PDC
94
PDC system circuit diagram
Index
Junction box electronics with

integrated PDC control unit
Four ultrasonic sensors in the rear bumper
Five ultrasonic sensors in the front bumper
Explanation
11
10
Index
Loudspeaker, rear left Audible

distance warning (PDC)
Loudspeaker, front right Audible

Loudspeaker, front left Audible

Explanation
Controller control unit with PDC on/ off button
14
13
Footwell module

(ICM) road-speed signal
Loudspeaker, rear right Audible

5
Central Information Display (CID) for PDC displays
15
Junction box electronics, front distribution box
12
6
Car Information Computer (CIC) data
preparation for displays in the CID
16
PDC on/off button
7
Audio amplifier (HiFi) Audible
95
96
System circuit diagram for rear view and side view camera
Index
Rear view camera
Side View cameras, left/right
Explanation
Index
Video switch (VSW)
Car Information Computer (CIC),

data preparation for displays in the CID
Explanation
Integrated Chassis Management (ICM),

road-speed signal
10
PDC on/off button and Side View on/off button
11
Distribution box, luggage compartment
4
Controller - Control unit for PDC/rear view camera
on/off button and side view on/off button
12
TRSVC control unit
5
Central Information Display (CID), for displays
of PDC/rear view camera/side view
97
98
Workshop Exercise - System Components
16
15
14
13
12
11
10
Index
17
Explanation
18
Explanation
99
Index
100
1.
What must be kept in mind while mounting license plates in a F01/F02?
2.
How many PDC sensors in total are installed on the F01/F02?
3.
What is the road speed that the side view camera stop working?
4.
Where are the side view camera located?
5.
Where is the PDC control unit located?
Diagnostics Master
Time Master
The Diagnostics Master function is a function distributed throughout the vehicle. It is divided into the following subfunctions:
The Time Master is located in the instrument panel and cyclically transmits the
system time to all other control units in
the vehicle every second.
Time Master
Includes the centralized specification of a system time for
all control units in the vehicle, and the application as a time
stamp for fault messages from control units.
This system time is set to zero only once

in the life cycle of the vehicle while in the
factory at the end of the production process. The system time expresses the
time in seconds that have passed since
initialization in the factory.
Centralized fault memory

Includes the saving of fault and Check Control messages
with centralized ambient conditions.
Specification of the fault memory status

Includes the centralized specification a fault memory block
for network fault memory entries in specific situations as
well as the evaluation/application of the block in the client
control units.
One task is often divided over multiple computers in a computer

network (this also includes control units with bus connections). It
is important to specify the computer (or control unit) that has the
main function. This control unit is then described as the main control unit or "master". All other computers (control units) are called
peripherals or "secondary controllers".
Each subfunction of the diagnostics master includes a master

portion and a secondary portion. The master portion is always
implemented in a single control unit, but the secondary controller
portion in all participating control units.
Subfunction
Master
Centralized storage of fault messages
ZGM
Time master
Specification of the fault memory status
KOMBI
The counter for the system time is not reset when the battery is
disconnected or when the power to the instrument panel is
switched off.
When the battery is disconnected the time value is actually initially

lost, but it is updated when the power supply is again available.
This is achieved by reading the last value stored in the non-volatile
memory (EEPROM), increasing it by one time unit, and applying it
in the Time Master as a new system time. The counter for the system time can map a time of approximately 136 years.
The system time is received by all control units, and used it as a
time stamp when fault messages are stored.
To allow retention of the system time even after replacement of

the instrument panel, it is stored redundantly in the CAS similar
to the mileage reading.
Junction Box
101
102
Centralized Fault Memory
This subfunction has the task of centralized storage of

fault and Check Control messages in addition to the local
fault memories for each of the control units and the storage of CC messages in the instrument panel. The central
gateway module (ZGM) is the master for this function and
it is also called the Diagnostics Master.
Storage of faults in the F01/F02
Whenever faults occur, all control units locally save the

fault along with at least the two mandatory environmental
conditions of kilometer reading and system time. A new
function is that the control units additionally signal the
fault code and the system time at which the fault occurred
(time stamp) to the Diagnostics Master (ZGM).
The fault memory concept and fault memory process of
the control units have not been changed by the additional
reporting to the Diagnostics Master. This means a control
unit "very normally" makes a self-defined fault memory
entry. The local fault memory entry remains untouched in
the local fault memory of the secondary control unit.
The Diagnostics Master then additionally centrally stores

the fault code and a fixed set of 26 ambient conditions at Index
the same time that it indicated in the time stamp.
1
2
3
4
5
6
Explanation
Index
Fault 1 and 2 local ambient conditions are

stored in the fault memory of the control unit
Fault message 2 (FM2)
Fault message 1 (FM1)
Fault message 2 (FM2) and the "time

stamp" are sent to the Diagnostics Master
Two local ambient conditions for fault 1
Fault message 1 (FM1) and the "time

stamp" are sent to the Diagnostics Master
Central ambient conditions at the
time when fault 1 occurred
Ambient conditions at the time
when fault 2 occurred
Diagnostics Master in the ZGM
Explanation
10
Fault 2 and 2 local ambient conditions are

stored in the fault memory of the control unit
11
Two local ambient conditions for fault
The ambient conditions stored on the fault message by the

Diagnostics Master include different information on the global status of the vehicle such as the:
Standard time (year, month, day, hour, minute and second)
Terminal status
Advantages:
Previously (without Diagnostics Master), only the kilometer reading

and system time (mandatory environmental conditions) and possibly a few additional ambient conditions could be found in the local
fault memories.
The ZGM stores 26 additional ambient data items for each fault
memory entry from each of the control units.
Vehicle system voltage

Kilometer reading
Additionally, up to 10 time instances at which the fault occurred are

recorded in the ZGM for a fault code.
Outside temperature
Vehicle driving speed.
The central fault memory in the ZGM has a size of 18 kB. Between
250 and 1000 fault events and Check Control messages can be
stored centrally in the ZGM dependent upon how many faults
occur simultaneously. When the fault memory is full no new faults
or Check Control messages are stored. The fault and Check
Control messages in the central fault memory can then only be
deleted via the BMW diagnostic system.
Each fault code and each Check Control message is accepted up

to 10 times. Without this limit, a constantly occurring fault would
very quickly fill the entire central fault memory.
These ten entries are sufficient for analysis of the fault.
All central fault memory entries are lost when the ZGM is replaced.
Note: Primary fault analysis continues to be performed by

using the fault memory entries in each of the control
units. The data from the central fault memory of the
Diagnostics Master serve to supplement and allow a
more precise diagnosis. Functions for using this data
are integrated in the new workshop system.
The time stamp with second-precision permits a statement upon

the time sequence of fault events, which was previously not possible based solely upon the kilometer reading. For the first time it is
possible to the name the cause and effect with greater clarity for
distributed functions, e.g. the control unit that firstly entered a fault,
the control unit that in consequence only entered a fault as a reaction, etc.
The Check Control messages at the time of the fault are also
stored in the Diagnostics Master and are also provided with the 26
ambient conditions. "Customer complaints" can be assigned better
to a vehicle situation because of the Check Control messages and
above all also corresponding fault memory entries.
These measures have made a more precise diagnosis possible.
Note: Up to 55 fault codes (also without time stamp or

ambient conditions as is currently the case) can still
be stored In the CAS and in the identification sensor
of the F01/F02.
103
104
Specification of the Fault Memory Status

(pseudo fault reduction)
Saving of faults is prevented under certain circumstances
In certain vehicle operating situations invalid fault

memory entries (pseudo faults) are made as the control units do not behave synchronously in these situations. The critical operating situations occur during:
Wake-up of the vehicle
Start of the combustion engine

Under/Overvoltage.
To prevent pseudo faults in these operating situations, a centrally communicated signal forbids specific
faults from being entered in the local fault memories
of the control units.
These will simultaneously actively prevent these faults

being signalled to the master of the "storage system
context" function and from being entered in the central fault memory.
The fault memory block is not only effective for network fault memory entries, however not for control
units-fault memory entries.
The fault memory entries for control units relevant for

exhaust gas and safety are not affected by this function and they will always be written.
Index
1
2
3
4
5
6
Explanation
Under/Overvoltage
block condition: 10.5 V < U < 16 V
Unblock condition: U > 11 V or U < 15.5 V
Junction Box (master for the subfunction specification of fault memory status)
Bus message "status - block fault memory"
All control units
Wake-up of the vehicle

Block condition: wake-up signal
Unblock condition: three seconds after wake-up signal tw > 3 s
Engine start (Terminal 50) block condition: Terminal 50 active
Vehicle Status Management

Vehicle status management is a system function with the task of
implementing standardized system behavior in different operating
conditions for all future BMW vehicles.
For instance, the different switch-on behavior of the radio. To
switch on the radio in the E65, the START-STOP button must be
pressed (Terminal R is switched on). In the E90, on the other
hand, the radio can also be switched on without inserting the
key's remote control into the insertion slot.
The vehicle status management system calculates a single vehicle

status from the terminal status, vehicle movement, battery condition and status of the combustion engine. This status is then used
to define when a customer function or a group of customer functions (e.g. all entertainment functions) has to be available.
F01 on the production line
Furthermore, the vehicle status management system controls the

operating mode the vehicle or specific modules are in. Those
functions that are to be available in a mode are controlled.
example: No radio operation while in the transportation mode.
Distinction is drawn between the following operating states:

Standby
Basic control mode

Ready to drive
Engine start
Driving.
A further vehicle status management task is the simultaneous start

up and shut down of the on-board communication network.
105
106
Start up and shut down of the onboard

communication network
The vehicle status management system describes the start up

and shut down of the onboard communication network. In addition
to general requirements, that are binding for all control units, the
cascading, wake-up and sleep memories are defined.
Cascading
The cascading function ensures that all buses in the vehicle
electrical and bus systems startup in coordination and shut down
or "sleep" simultaneously. This function is made possible by a
master function of the central gateway module (ZGM) that specifies
whether the vehicle electrical and bus systems may sleep. This
master function controls the secondary control units, each of which
is responsible for the start-up and sleep for one bus. Secondary
controllers are located in the following control units:
ZGM (for K-CAN, K-CAN2, PTCAN, FlexRay and MOST)
DME (for the PT-CAN2)
Wake-up and Sleep Memory

In the event that the vehicle should not correctly wake-up or sleep,
this often results in an increased power requirement for the complete vehicle, which may cause an empty battery and therefore a
broken-down vehicle.
With the wake-up and sleep memory, the vehicle status management makes functions available for detection of faulty wake-up and
sleep processes and initiation of countermeasures. For this purpose, the vehicle status management system has firstly recorded
all possible reasons that could allow a control unit to wake-up the
vehicle. When such a reason exists, the waking control unit must
signal this reason to the wake-up and sleep memory that is contained in the ZGM.
Should a faulty wake-up exist, it is logged in the ZGM (fault memory entry that includes also the waking control unit and the wake-up
reason as ambient conditions). The time and current kilometer
reading are always saved as further ambient conditions. In this
instance, the ZGM initiates countermeasures by transmitting the
diagnostic command "powerdown". Should faulty wake-up events
continue to occur after this, a reset of terminal 30F and then a permanent switch-off of terminal 30F is required. Just as with wakeup, faults may also occur for sleep. For such a fault, the wake-up
and sleep memory creates a fault memory entry and initiates the
same measures as for faulty wake-up.
All control units that may wake-up the vehicle are defined and
assigned an identification number (hexadecimal number). Two seconds after each control unit has completed the wake-up process it
transmits the bus message "wake-up registration FZM" to the
ZGM and notifies the reason for the wake-up.
Example:
Wake-up by opening the

driver's door FRM transmits
the following message two
seconds after the wake-up:
Message ID: 0x5F2 (identification number for FRM)
Byte 0: 0x27 (bus message "wake-up registration FZM")
Byte 1: 0x72 (identification number FRM)
Byte 2: 0x10 (Wake-up cause "door contact, front left")
Wake-up of the Vehicle

The bus overview of the F01/F02 with wake-authorized and wakecapable control units is shown below.
Wake-authorized control units may wake-up the vehicle electrical
and bus systems.
The wake-authorized control units are shown on the bus
diagram on the following page by a rising-edge symbol.
The wake-authorized control units include:

K-CAN2: FRM, FZD, JB,
K-CAN: IHKA
MOST: RSE High, ULF-SBX High, ULFSBX and TCU
Wake-capable control units are woken up via a wake-up line.
The wake-capable control units are identified with a "W".

These control units are woken up via a wake-up line.
These include:
ZGM
PT-CAN: DME, ACSM, EMA LI, EMA RE, EGS
FlexRay: DSC and ICM
Additionally, there is a group of control units that are wake-authorized as well as wake capable:
K-CAN2: CAS
MOST: Kombi
PT-CAN: GWS and EMF

FlexRay: SZL
The remaining control units are then woken up via the bus systems
or via switching on the power supply.
107
108
Bus overview F01/F02 with wake-authorized/capable control units
Index
Explanation
Index
Explanation
Index
Explanation
Index
Explanation
ACSM
Advanced Crash Safety Module
EKPS
Electric Fuel Pump
ICM
Integrated Chassis
Management
SMFA
Seat module, driver
AL
Active Steering
EMA LI
Electrically motorized reel, left
IHKA
Integrated Heating and Air

Conditioning, automatic
SMFAH
Seat module, driver side rear
CAS
Car Access System (CAS 4)
EMA RE
Electrically motorized reel, right
JB
Junction Box Electronics
SWW
CIC
Car Information Computer
EMF
Electromechanical Parking
Brake
KAFAS
Camera-assisted Driver
Assistance Systems
Lane Change Warning

(Active Blind Spot Detection)
SZL
CID
Central Information Display
FD
Rear Display, left
KOMBI
Instrument Cluster
TCU
Telematics Control Unit
CON
Controller
FD2
Rear Display 2, right
NVE
Night Vision Electronics
TOP-HIFI
TOP-HiFi Amplifier
DME
Digital Motor Electronics
FKA
Rear compartment,
heating/air conditioning
PDC
Park Distance Control
TPMS
DSC
Dynamic Stability Control
FLA
High Beam Assistant
OBD
On Board Diagnostic
Connector
Tire Pressure Monitoring

System
TRSVC
DVD
Digital Video Disc
FRM
Footwell Module
RSE
Rear Seat Entertainment

(Mid)
ULF-SBX
High
FZD
Roof Functions Center
SDARS
Satellite Radio
VDM
Vertical Dynamics
Management
GWS
Gear Selector Lever
SMBF
Seat module, passenger
VSW
Video Switch
HiFi
HiFi Amplifier
SMBFH
Seat module, passenger rear
ZGM
Central Gateway Module
EDC SHL
EDC SHR
EDC SVL
Electronic Damping Control

(Satellite rear left)

(Satellite rear right)

(Satellite front left)
EDC SVR

(Satellite front right)
HKL
Trunk Lid lift
EGS
Electronic Transmission Control
HSR
Rear axle drift angle control

(Rear Steering Control Module)
EHC
Electronic Height Control
HUD
Head-up Display
109
Top Rear Side View Camera

Module for rear/side view cam
Interface Box, high version
110
Calculation of the Vehicle Status and

Control of Vehicle Functions
The vehicle status management system calculates a single vehicle

status from the terminal status, vehicle movement, battery condition and status of the combustion engine. This status is then used
to describe when a customer function or a group of customer
functions (e.g. all entertainment functions) has to be available.
For instance, all functions for geometric adaptation are to be available in the basic control mode/stationary operation statuses. The
operating states defined through vehicle status management are
summarized in the following table:
Operating State Identifying Feature
Function
Engine start
Radio mute
Driving
Engine running
Ready to drive
Engine OFF, driver present,

ignition switched ON
Starter motor running
Basic control mode Engine OFF, driver present,

ignition switched OFF
Standby
Active steering
This is where those functions are
activated that are required for the
driving mode, e.g. Park Distance
Control, air-conditioning system,
passive safety systems
Radio, seat adjustment
Driver's absence identified by: Functions that have to exist when

the driver is absent, e.g. DWA,
Secure vehicle, or
CAS (read-in remote control)
Non-initiation of driver
interaction for 30 minutes.
Control of Operating Modes
Those functions that are to be available in an operating mode are

defined (e.g. no radio operation in transportation mode) via the
vehicle status management system. There are three operating
modes: manufacture, transportation, flash, which are abbreviated
in German as FeTraFla mode.
FeTraFla mode replaces the former manufacture, transportation,
workshop or FeTraWe mode. Workshop mode has rarely been
used to date and has been replaced by flash mode.
Flash mode offers the advantage that communication between
the control units is reduced to a minimum during programming,
and therefore higher data transfer rates are achieved from the
BMW Programming system into the vehicle. Additionally, the
control units are notified that programming is taking place.
This prevents the control units from going into emergency operation (e.g. the windscreen wiper does not start).
Flash mode is activated via a diagnostic command. The control

units permanently save this mode. This has the advantage that the
control units still know that they are in flash mode after a reset. In
earlier vehicles a reset often had the consequence that a control
unit had interrupted communication and this had consequently
caused a flash termination.
It is also possible to use the "extended operating modes" to
further subdivide a mode in order, for instance, to suppress or
activate functions only at specific conveyor belt sections during
manufacture.
Ethernet Access
The increasing number and complexity of functions in the vehicle
cause a constantly increasing rise in the number of control units
and consequently the data volume in the vehicle. When these data
are to be updated the vehicles must be programmed over the
BMW programming system. The number of BMW vehicles that
can be programmed has constantly increased since the introduction of the E65 in 2001.
What is Ethernet?
In order to accelerate the programming procedure in the workshop, an Ethernet access has been integrated in the diagnostic
socket of the F01/F02 in addition to the OBD access (D-CAN).
Ethernet was invented over 30 years ago. A protocol was used as

a transmission protocol that was in use at that time for radio-based
networks.
This standardized interface provides a centralized, standardized

access in the vehicle. This access permits IP-based communication with the vehicle.
In an Ethernet network, the users in the common cable network

transmit messages via high-frequency signals.
The challenge facing the Service Department is the programming

of ever increasing data in increasing numbers of vehicles.
Today the Ethernet technology uses fiber glass or radio to also

connect devices over long distances.
Consequently the name Ether, that had been assumed historically

to be the medium for propagation of radio waves.
It is Fast Ethernet compliant with IEE802.3 2005 100 base TX.
The vehicle is therefore uniquely identifiable as a communication

partner in an IP-based network, and BMW diagnosis and programming systems can be used in the workshop for the data exchange
with the vehicle.
Note: The previously used MOST
direct access is not installed
in the F01/F02.
Ethernet is a cabled data network technology for local area networks (LANs). It facilitates the data exchange in the form of data
frames between all devices (computers, printers, ...) connected in
a local network (LAN). Earlier the LAN only extended over one
building.
Each network user has a unique 48-bit key that is called the MAC
address. This ensures that all systems in an Ethernet have different addresses.
MAC is an acronym for Media Access Control.
The MAC address is required because a commonly used medium

(network) can not be used simultaneously by multiple computers
without data collisions, and therefore communication faults or data
losses occur in the short or long term.
111
112
Different data transfer speeds were defined during development of

Ethernet. Since 1995 the 100 Mbits/s standard has been used and
it is called Fast Ethernet.
In the F01/F02, Fast Ethernet compliant with standard IEEE 802.3

2005 100 base TX with 100 Mbits/s data transfer rate is used.
100 Mbit/s Ethernet is also used today as the LAN connection for
PCs.
Ethernet connection for a PC
In addition to a higher data rate, the 100 Mbits/s Ethernet offers the
following advantages:
All BMW dealers have an Ethernet infrastructure
Ethernet is future-proof
Standard IT technologies can be used inside and outside of

the vehicle
Ethernet allows a cable length of 100 m (cable length today in

the workshop = 10 m).
Ethernet Port
As there were enough free pins in the diagnostic socket it was

possible to integrate the Ethernet port in this socket.
This installation location is the optimal solution for the vehicle

access. The further advantage lies in that D-CAN as well as
Ethernet can be connected to BMW diagnostic and programming
systems via one connection (ICOM A).
Activation of the Ethernet Access
Five pins are used for the Ethernet port in the diagnostic socket.
The Ethernet access is switched off in normal operation. It must be

activated prior to every usage and then deactivated after it has
been used.
Diagnostic socket
Upon connection of the ICOM A, the activation line (Pin 8) is connected to terminal 30B (Pin 16) and this activates the Ethernet
access.
Index
Explanation
Index
Explanation
Not assigned
10
Not assigned
Terminal 31
12
Ethernet Tx+
14
D-CAN Low
1
3
4
5
6
7
8
Not assigned
Ethernet Rx+
Terminal 31
D-CAN High
Not assigned
Ethernet activation
11
13
15
16
The Ethernet module in the ZGM receives the signal (voltage level
of terminal 30B) via the activation line. When the ICOM A is disconnected from the diagnostic socket the Ethernet access is deactivated. When the customer is in driving mode the Ethernet access
is always deactivated.
Engine speed
Each user in an Ethernet is assigned an identification number that

is unique throughout the world, the MAC address (Media Access
Control). A user in a network is uniquely identifiable via the MAC
address. The MAC address of the vehicle is located in the ZGM
and can not be changed.
Ethernet RxEthernet Tx-
Not assigned
The VIN (Vehicle Identification Number) identifies the vehicle to the

BMW programming system. Before communication with the vehicle can take place, just the same as for a computer network in the
office it is necessary for each device in an IP-based network to
have received a logical identification, called the IP address. The IP
address is only unique in the respective network segment (subnetwork) and it can be assigned dynamically or statically.
Terminal 30F
Ethernet connection between the diagnostic socket and ZGM
These five lines are routed from the diagnostic socket to the central
gateway module (ZGM).
One of the five lines transmits the activation signal. The remaining
four lines are twisted pair and are used for data transmission.
After activation of the Ethernet connection and establishment of

the physical connection the central gateway module is assigned
the IP address from the ICOM A. Through a special process, the
so-called "vehicle identification", the IP address, VIN and MAC are
exchanged between the BMW diagnosis or programming systems
and the ZGM. This allows unique identification of the vehicle in the
workshop network and therefore a communication connection can
also be established.
113
114
The function of an IP address in a network corresponds to a phone

number in the telephone network. Assignment of this IP address is
performed per DHCP (Dynamic Host Configuration Protocol). This
is a process for automatic allocation of IP addresses to new end
devices in a network. Merely the automatic reference to IP address
must be set on the end device.
Vehicle Connection to the BMW Shop Network
The vehicle should adapt to the network and not the network to the
vehicle. After disconnection of the ICOM A the assigned IP address
is released upon expiry of the time set in the DHCP server.
Authentication must be completed, and a signature is necessary

for writing (programming) data into the vehicle. As opposed to this,
it is possible to read (diagnosis) data immediately after a data line
has been connected to the vehicle. The authentication and signature prevent third parties from changing data records and memory
values.
It must be possible to assign the IP address dynamically (DHCP

server) for operation in a changing workshop network infrastructure.
Data enters into the vehicle and is distributed in the vehicle via the
Ethernet access over the central gateway module.
The Ethernet connection does not have any effect upon the operation and time response of the D-CAN connection.
Note: Simultaneous operation of the D-CAN and Ethernet

access must be prevented, as this makes collisions
of diagnostics commands within the vehicle probable and therefore communication via both accesses
can become faulty.
An example of connection of the F01/F02 to the BMW workshop

network is shown in the diagram below.
An IP address is automatically assigned to the vehicle after connection of the ICOM A. This allows unique identification of the
vehicle (the ZGM) in the BMW workshop network, and a communication connection is established.
Programming is carried out using the Software Service Station and

ISTA-P.
The ICOM A must always be connected to the workshop network
over LAN cable to allow programming to be carried out.
Programming is always performed over the Ethernet access. Only

the diagnosis and no programming is performed over D-CAN.
The connection to the vehicle must be retained until programming

has been fully completed. The ZGM assumes the gateway function
and distributes data over the buses to the other control units.
Definitions
Authentication
Authentic from the Greek work "authentikos" = valid, real, credible.

Authentication = confirmation of authenticity
To authenticate = to make valid, make credible.
Nowadays the conformation of authenticity is often stated in connection with rights of use e.g. for PCs or access to buildings.
Authentification
The process of proving the identity (authenticity) upon request.

For instance, check of the user password by the PC system.
To avoid confusing authentification, authentication and authorization, the following example:

A user wants to log on to his PC. He authenticates himself.
The PC system wants to check whether the user is entitled to log

on to the system: It authentifies.
After it has completed the check, the PC grants access: It authorizes the user.
Index
Explanation
Integrated Service Information

Server ISIS1
Printer
Gigabit switch
Index
Digital Signature
= Digital acceptance
Explanation
Integrated Service Information

Display ISID
LAN cable
Battery charger
Integrated Software
Service Station ISSS
10
Integrated Measurement
Interface Box IMIB
Workshop PC
12
Integrated Communication
Optical Module ICOM A
BMW Group server
11
Workshop trolley
From the Latin "Signum" the sign.
A digital signature in an encryption procedure with the purpose of

ensuring the trustworthiness of a person.
In this case, the authorship and affiliation of data to a specific person is checked.
Simultaneously the completeness, genuineness and intactness of

the signed electronic data are checked.
115
116
Vehicle Configuration Management
The vehicle configuration management system (VCM) is a system

function and has the primary task of centralized storage of data
structures in the vehicle. The VCM integrated in the central gateway module ZGM as a system function.
The vehicle order and the I-levels in addition to the security are
stored in the CAS. This ensures that the information can be
restored after the ZGM has been replaced. The information stored
in the vehicle configuration management system can be called by
diagnostic commands upon request from the diagnosis system or
internal vehicle system functions.
This means that the current vehicle configuration is saved centrally at precisely one place and a consistent information status is
assured. This configuration knowledge only needs to be maintained at only one place. As this information is stored in the vehicle it is available at all times to all systems outside of the vehicle
(diagnosis, programming) and the systems inside of the vehicle
(system functions).
A further primary task of the vehicle configuration management
system is the query, cyclic or upon request, of the configuration of
the currently installed control units, and to use this to generate an
equipment installation table that represents the current status,
SVT-current. A comparison between SVT-nominal and SVT-current then takes place in order to determine whether the configuration installed in the vehicle is the same as the configuration that
the vehicle should have. A fault memory entry is saved in the VCM
if this reveals any discrepancies.
Additionally, upon request the vehicle configuration management
system generates lists of control units that have specific characteristics.
Finally, the vehicle configuration management system has the task
of determining those control units that have different serial numbers since a reference time (writing of SVT nominal).
The Service Department can use this to determine those control

units that have been replaced since this time.
After replacement or changes to hardware or software, for
instance, it is much easier to reestablish a consistent and working
status for the vehicle electrical and bus systems.
Furthermore, the required configuration must not be maintained
by each system function itself. This produces savings in component development as well as in system integration and logistics as
compared to previous systems. Additionally, faults due to inconsistent configuration information are prevented.
Deviations from the specified configuration (SVT-nominal) and the
current configuration (SVT-current) queried by the control units are
identified.
Data Storage
The vehicle configuration management system provides detailed

information on the hardware and software installation status of the
vehicle. To the outside, the VCM makes available that, and only
that, which is relevant for its users. Direct access to internal structures is prohibited and is instead achieved via defined interfaces.
The vehicle configuration management system administers the
following data for all electrical components in the vehicle:
Specified equipment installation table (SVT-nominal)
Vehicle order (FA)
Vehicle profile (FP) and
I-levels.
Equipment Installation Table (SVT)

The equipment installation table (SVT) contains all equipment
installation identification lists (SVK) of all users installed in the vehicle electrical and bus systems.
Storage of data by the vehicle configuration management system
The equipment installation identification list (SVK) is a list of all

components (software and hardware). The component is not to
be confused with the control unit as a control unit may be made
up of several units. For instance, a CCC comprizes several software
units such as: user interface (BO), antennas (ANT), audio system
controller (ASK), gateway (GW) as well as the hardware unit.
The vehicle configuration management system checks the current
configuration 10 seconds after the engine start. This creates the
current-equipment installation table. The nominal configuration
(SVT nominal) is also saved in the vehicle configuration management system. If discrepancies are determined between SVT current and SVT-nominal a fault memory entry is saved in the ZGM.
Index
Explanation
Equipment installation identification list 1 (SVK1)
New nominal values are written into the VCM during vehicle
programming and coding.
Control unit 1
Data structure in the vehicle configuration management system
Equipment installation table (SVT)
Vehicle profile (FP)
4
6
8
9
I-levels
Vehicle order (FA)
Equipment installation identification list 2 (SVK2)

Control unit 2
117
118
Vehicle Order
The vehicle order contains all the important equipment features of
the vehicle in addition to the type code.
The assembly numbers of the drive control units are stored in the
vehicle during assembly and can no longer be changed. It is therefore possible at any time to identify which part numbers of the control units were allocated to the vehicle during production.
Vehicle Profile
The vehicle profile contains additional data that precisely describe
the vehicle. In addition to the development model series and
design they include, for instance, the gearbox type, engine, version
etc.
Vehicle order data
Vehicle order data
Index
Explanation
Index
Explanation
Development model series
Performance class
Design, e.g. Saloon
11
Number of cylinders
13
Version
Index
Explanation
Index
Explanation
Production location
Upholstery code
Type code
10
Assembly number DME-1
Model series
12
Vehicle identification number
Production time
2
4
5
6
Build date
7
9
11
Paint code
Options (SA)
Assembly number DME-2
Assembly number 7654321
Vehicle profile
Battery class
10
National-market version
12
Optional extra (SA)
Steering side
14
Fuel
Gearbox type
Cubic capacity
Integration Levels
In order to keep the testing controllable for the theoretically
extremely high possibility of combinations for the installed states of
the control unit versions (hardware state, program and data status),
so-called integration levels (Ilevels) are defined during the development process of the vehicle electrical and bus systems and during
model upgrading.
Extensive tests assure the perfect interplay of all states for the
hardware, program data and data of the control unit versions in an
integration level.
An integration level (I-level) is a defined vehicle configuration from

the electrical standpoint (hardware, software, data, documentation
and configuration knowledge) that is fully present at a defined time
and which is integrated and accepted compliant with the system
acceptance process.
The I-level is therefore a basis, i.e. a reference configuration, for

subsequent processes. The most important planned I-levels are
defined in development and are scheduled and finalized over the
I-level planning for each model series.
For the Service Department, an I-level represents the combination

of electronic components for a vehicle in all of its authorized versions with the authorized old states of electronic components. This
avoids an unnecessary replacement of control units during programming.
I-level Designation
The I-level designation consists of the system reference,
SOP date (SOP = Start of Production) and the I-level.
Example: "F001-08-09-500"
F001: System reference
08: Year of series introduction
09: Month of series introduction
500: I-level of the system reference for the series introduction.
I-levels Container (IC)

An I-levels container contains, for instance, the entire software for
the control units that is valid in an I-level.
The state of knowledge for each model series is stored in the CIS
database.
CIS = Configuration Information System
The CIS database replaces the former KMM database and is used
for determination of the vehicle ideal equipment installation status.
The vehicle configuration management system administers three

I-level states:
I-level ex works
Current I-level, and
Last I-level.
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120
Initialization of the Vehicle Configuration

Management System
Initialization of the VCM means the first writing of data. All data
(SVT-nominal, vehicle order, vehicle profile and the I-levels) is written into the central gateway module through the initialization.
Initialization takes place in the factory and must always be performed when the ZGM is replaced.
Initialization is automatically performed by the programming system. Data from the vehicle order (FA) and I-levels on security are
always stored in the CAS. The programming system firstly collects
these data from the CAS and then writes them into the ZGM.
Further system functions that revert to information from the VCM

are, for instance:
Personal profile (needs information on changes to the vehicle

configuration)
Diagnostics Master (needs list of the actively signalling control

units).
Query to VCM on installed control units
Reading and Writing of Data

The SVT-current, SVT-nominal, vehicle order, vehicle profile and
the I-levels can be read out from the VCM via diagnosis. These
data are written in the VCM during vehicle programming and coding. SVT nominal, FA, FP and I-levels can be written independently
of each other.
For data security reasons, signatures are used in the data exchange
between the diagnosis or programming systems and the VCM.
Example of Vehicle Configuration Management
Upon request by other system functions (e.g. integrated Owner's

Handbook), the VCM extracts a control units list, e.g. a list of all
installed control units, from the SVT-current.
All the contents of the integrated Owner's Handbook are stored in

the CIC, but only the vehicle-specific contents are shown. For
instance, the CIC queries whether the high beam assistant is
installed. If it is, the contents on the high-beam assistant are shown
(graphic illustration on the next page).
Index
1
Explanation
Integrated Owner's Handbook is called up
CIC (queries the VCM on installed control units

and makes vehicle-specific contents available)
VCMin the ZGM gives information on installed control units
3
5
6
Query to the VCM on installed control units

e.g. high-beam assistant or KAFAS
The high-beam assistant or KAFAS is installed in this vehicle

The appropriate notes on this topic are shown in the CID
SWEEPING Technologies
Activation by Means of Activation Code
SWEEPING technologies allows protection against copying,

usage and manipulation of IT components and their software.
Introduction of SWT Hardware Activation

The first activation code for a BMW vehicle was used in March
2006 for activation of the night vision camera following a replacement.
The abbreviation SWEEPING stands for Software Enabled

Electronics Platform for Innovative Next Generation Technologies.
The hardware component was activated and therefore made

operable.
A legal requirement was the background for this. Strict conditions

applied for the night vision camera that was developed especially
for military purposes.
SWT logo
SWT is based upon an encryption process that uses a key specific to a vehicle and control unit, the activation code as it is called,
to activate a software function or application for a control unit.
The activation code (Freischaltcodes - FSC) is input in the Service

Department or by the customer.
This occurs either by an input in the controller or through the
import from CD/DVD or USB stick as an import medium for the
BMW programming system.
The activation code is then subsequently input in the respective

vehicle via the BMW programming system.
The required software is operable only after input of the activation

code.
They could only be installed in registered vehicles. This allowed

the vehicles with SA 611 (night vision) to be recorded and
accounted for in strict conformity with license conditions.
Furthermore, usage of a FSC allowed clear allocation of the hardware component (night vision camera) to the vehicle in which it
was installed.
An activation code for the night vision camera following a replacement was enclosed in the form of a CD. This so-called "subpart"
had to be ordered by the parts technician over the EPC by giving
the vehicle identification number.
The activation code located on the CD was requested by the

BMW programming system during the programming. It was then
transferred into the BMW programming system and imported into
the vehicle.
If a FSC was not entered during programming or coding, it was
not possible to activate BMW Night Vision. This was displayed
after programming/coding by a Check Control message in the
instrument panel.
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122
Introduction of SWT Software Activation

In March 2007 the activation of single software components was
commenced at BMW. This laid the foundation stone for the business model "software as a product".
It allowed functions already installed in the vehicle to be made

usable for the customer and to activate them by means of an activation code.
This in turn created the opportunity to invoice software licenses

individually with the supplier and only after its activation. In addition,
copy protection was hugely improved by activation code activation,
an asynchronous encryption method.
On vehicles with a production date from March 2007 (I-level 0703-5XX or higher) the activation code was contained in the CCC.
In the event of a hardware replacement for the CCC however, it is

not possible to import the code from the SWT disc. The data does
not exist on the CD.
The necessary code has to be ordered together with the replacement module via EPC and will be delivered via the ASAP portal
(see page 124).
Activation of the Voice Recognition System in the CCC:

An activation code for the voice recognition system (SA 620) in
connection with CCC (SA 609) became necessary when programming a vehicle from Progman V25.0, as the voice recognition system could no longer be used without this.
This applied for the retrofit of software for the voice recognition system as well as for replacement of the CCC.
Savings in license costs was the background, as invoicing could
now be carried out with the software manufacturer separately for
each vehicle instead of a general license.
When programming of the CCC (SA 609) was carried out on vehicles up to March 2007 fitted with the voice recognition system (SA
620) or voice recognition system preparation (SA 6UB), the BMW
Programming system requested an activation code.
This activation code was located on a separate DVD or in the

ASAP portal (only available in the ASAP portal after prior completion of an order).
SWT CD for input of the activation codes

* only for vehicle produced before 3/2007
Note: Vehicles produced from 3/2007 require an activation

code acquired from the ASAP portal.
SWEEPING Technologies in the F01/F02

From the F01/F02 the activation of software applications and function has been increasingly expanded.
Update of map data for the navigation system and input of

the activation code
Since 09/2008 with introduction of the Car Information Computer,
the navigation system map data is stored on a hard disk in the CIC.
It is now possible to activate the following applications or software

functions via FSC:
Input of the map data is currently possible from the DVD drive and
in later production vehicles over the programming system.
Software for voice recognition (SA 620)
Navigation system application software (SA 609)
Navigation system map data (activation code required from the

second half of 2009).
The activation code for the software applications and software

functions named above is loaded over the BMW programming system into the vehicle in nearly all cases. The CD is still necessary for
activation of the camera for the night vision camera following a
replacement.
The activation code can also be entered over the programming

system or via the controller of the iDrive system. An input aid
(speller) is available in the iDrive display for this purpose.
This activation code along with the current navigation software

(Navigation DVD) is handed to the customer when the customer
purchases the map update.
When the order is placed for the activation code, the parts technician states the vehicle identification number of the vehicle for which
the navigation map is to be updated.
A special activation code is consequently created in the BMW AG
headquarters, in which the vehicle identification number becomes
an element of the FSC.
This means the issued FSC and navigation DVD can only be used
for the vehicle requested.
Navigation system map data
The initial filling of the hard disk integrated in the CIC with map
data can, if this manufacturer has not already filled it, only be carried
out over the BMW programming system.
For the update of map data, only the cash sale variant with activation code input via the speller is subsequently available.
123
124
Delivery Process of the Activation Codes Over ASAP

The majority of software functions and applications are not activated by customers, rather by BMW Service employees over the
BMW programming system.
A special process was created for BMW employees to request the

activation code from the BMW AG headquarters, to download it to
the workshop PC and then to import it into the corresponding vehicle over the BMW programming system.
The part number for the activation code is available after input of
the vehicle identification number in the EPC (Electronic Parts
Catalogue).
Upon request from the BMW Service employee, the parts technician orders the activation code over the appropriate Dealer
Management System.
The activation code is now created in the BMW AG headquarters.

It is normally available to the Service employee in the ASAP portal
within a very short time.
Note: The delivery time for the activation code may be

delayed for up to one workday due to country-specific circumstances and the world-wide time difference.
The activation code is now ready for download as a ZIP folder

(content = 3 files) in the ASAP portal and is shown after input
of the corresponding vehicle identification number.
This ZIP folder must be saved in a temporary directory for subsequent extraction of the contents.
These "unzipped" contents are now to be saved in on a CD/DVD

or via the use of a USB stick as long as it has been formatted as a
removable disc.
Note: No external USB hard drives will be supported. Not
all USB devices are compatible with the sytem.
Note: Cancellation of the activation code is only possible

before the start of the download. Therefore, a check
should be made before the download of whether the
vehicle identification number of the customer's vehicle is correct. The activation code is invoiced when
the download starts even though it has not been
installed in the customer's vehicle.
Cancellation after the download is therefore no
longer possible.
Input of the Activation Code into the BMW Programming

System
The medium containing the three unzipped files is inserted into the
ISSS so that the BMW programming system can access these
FSC data.
After the import button has been pressed, follow the on screen
instructions to complete the import process.
ISSS
Import of the activation code

into the BMW programming
system
Planned Expansion Stages

In the expansion stage of the BMW programming system planned
for the future, the data import of the activation code is to happen
automatically.
This would mean that after the request by the parts technician, the
activation code, would be directly available to the BMW programming system after a short waiting time.
This process, called "SWT-Online", plays an important role particularly for repairs. Because after replacement of a Car Information
Computer, for instance, work can be carried out on a repair without
an activation code having to be ordered. It is made directly available
to the BMW programming system by "SWT-Online".
However, it is still necessary to place an order over the parts technician and the Dealer Management System for software that has to
be paid for, such as the voice input system.
"SWT-Online" or the ASAP portal can be selected afterwards as

the delivery channel.
Cancellation of the activation code is however only possible over

the ASAP portal.
The channel over the ASAP portal, with download onto the workshop PC and subsequent import into the BMW programming system, should therefore continue to be used as the backup-solution.
Should problems occur during the download or data import into the
vehicle, technical support of the respective market should be contacted or a PuMA instance created.
125
126
Vehicle Security
History and Fundamentals
Vehicle security protects the vehicle electrical and bus systems

against unauthorized manipulative external access.
The topic of vehicle security experienced its beginnings with the

introduction of the E28.
On this 5 Series, an instrument panel with encoding connector
(coding plug) was installed from 1980.
When a new instrument panel was installed, the encoding connector of the old one had to be used. If this was not done a
manipulation dot lit up to indicate that the kilometer reading had
been manipulated.
The kilometer reading was only reset to the correct reading with
the old encoding connector. The manipulation dot was no longer
displayed.
A new era in manipulation protection begins with introduction of
the master security module (MSM) as a module in the central
gateway module in the F01/F02 and the client security module
(CSM) in some selected control units.
The basis for the requirement for the vehicle security system is
formed by the growing amount of electronics and the interlinked
networking installed in the vehicle.
Mention must also be made of the increase in driver-based
services.
Threat Potential
As electronics increase in vehicles, the possibilities also increase
of disrupting and infiltrating this sensitive system through manipulation, imitation of hardware and software, and tuning measures
(blackbox tuning).
Data storage in the vehicle (e.g.

Contacts menu) also means that
adequate data protection must be
provided.
Vehicle Security Measures

The measures below are carried out to be able to ensure vehicle
security in the F01/F02:
Periodic check of software signatures
(signature = digital, electronic signature used for checking the completeness, genuineness and intactness
of data)
Individual stamping of control units
on the vehicle in which they have
been installed
Cryptographic protection of the
teleservice access
Encryption of personal data
Periodic checking of memory ranges.
Benefits for Customers

The vehicle security system actively protects the personal data of
the customer and actively guards the vehicle electrical and bus
systems against attempted manipulation from outside.
Secondly, the vehicle security system comprizes the client security

modules located in the control units below that are monitored by
the master security module:
CIC - Car Information Computer
KOMBI - Instrument Cluster
Furthermore, vehicle security has the purpose of preventing vehicles damaged by manipulation giving a bad public image to the
BMW brand and therefore damage to our reputation.
Architecture of the Vehicle Security System
The vehicle security system is comprized primarily of the master

security module.
HUD - Head-up Display

CON - Controller
Overview of the MSM and the individual client security modules

S
OBD
Benefits of the Vehicle Security System for the BMW Group

and the BMW Brand
For the BMW Group, the vehicle security system contributes
towards unjustified liability and to warranty costs not being accrued
for manipulation.
K-CAN2
This master security module (abbreviated as MSM) is located in

the central gateway module of the F01/F02.
FlexRay
K-CAN
ZGM
5
MSM
Master security module in the ZGM of the F01/F02
PT-CAN
IHKA
CIC
KOMBI
FKA
RSE Mid
CON
TOP HiFi
SDARS
CID
ULF-SBX
High
DVD
TCU
HUD
FD
FD2
TRSVC
HiFi
1
2
VSW
Index
1
2
127
Explanation
Master security module in the central gateway module

Client security module in the individual control units
128
Vehicle Security Operating Principle

The master security module periodically transmits queries to the
individual client security modules.
Any faults and discrepancies are documented and notified to the

BMW AG headquarters during transmission of the FASTA data via
Jetstream during a service visit.
It is not possible for Service Department employees to use BMW

diagnosis systems for accessing the information regarding manipulation stored in the control unit.
Possible faults and discrepancies in the vehicle security system are:

A control unit was replaced without authority
A control unit was manipulated through a change of software

or data status
Communication to the MSM was interrupted or manipulated
for a control unit with a CSM.
Preservation of Function in the Vehicle Security System

Any manipulation found in the vehicle security system must not
have a negative impact of functions relevant for security within the
vehicle electrical and bus systems.
Data transmission via JETstream
Integrated Service Technical Application - Programming

Reasons for introduction of the new
programming system
New features when compared with Progman
Reduction and combination of input demands.
Due to the constantly growing complexity and ongoing development of functions over the life of vehicles, adaptation of the software on the control units is unavoidable.
Configurable measures plan viewable as a graphical chart

or a table.
Detailed display of control unit status.
The launch of the F01 brings with it a new generation of vehicles

which have not only new functions but also a new control unit
architecture and a new electrical system configuration.
Automatic repetition of programming in the event of control

unit programming or coding errors within the programming
process.
In order to ensure that those technologies can be supported by

the dealer organization today and in the future, a new workshop
system is being introduced alongside them.
Importing of enabling codes/vehicle order from any location in

the workshop provided there is access to the workshop system/ISTA/P.
The new workshop system incorporates an extensive workshop

network with a central server for data storage and provision of the
applications. It also introduces new hardware components for
diagnosis and programming.
Measures plan can be subsequently extended and adapted.
Programming takes place first followed by automatic coding

of all control units.
The existing programming system, Progman, is being replaced by

the Integrated Service Technical Application for Programming,
ISTA/P.
Proactive saving of customization and CBS data and reimporting into control units from F01 on.
ISTA/P contains the present vehicle field programming functions

plus new functions and is thus designed for the future content and
requirements of vehicle programming in the field.
The introduction of ISTA/P will result in the following new features

as compared with Progman:
Saving of personal profile settings such as phone book or

navigation destinations, depending on control units fitted.
Generation of a control unit order list if hardware needs to be

replaced.
Session can be saved if parts are not immediately available.
Display of the Progman or ISTA/P version that was last used

to program the vehicle.
Timely/faster updates.
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130
Release Phases
The new programming system ISTA/P is to be introduced in several phases.

Phase 1
Phase 1 requires the transformation of the Software Service
Station, SSS, into the Integrated Software Service Station, ISSS.
This Phase 1, allows the ISSS to be integrated in the ISIS
network.
The actual data/software (ISTA/P application) needed to program

the vehicles is installed in the will be on the ISSS. Updates will be
applied to the ISIS via Jetstream or from DVD and then passed on
to the ISSS during the maintenance cycles (off-business hours).
Illustration of Phase 1
ISTA/P is capable of programming and coding all models.
Initially, the interface and control for programming can only take
place by using keyboard and mouse on the ISSS. Soon after,
programming control can take place via each individual ISID in
the workshop.
The ICOM A and the ICOM B will be used as vehicle interface for
programming. The ICOM B will be used exclusively for programming MOST control units.
From the introduction of the ethernet connection in the OBD2
interface, ICOM B will not be used. (example: F01/F02)
Future Phases
It is planned to integrate the programming system ISTA/P entirely
in the ISIS workshop server. A precise timetable for integration of
ISTA/P in ISIS has not yet been finalized.
Illustration of development planning
Transforming an SSS into an ISSS
The technical requirements for conversion demand that the SSS is

at least the 2nd generation (release 2). The 1st generation SSS can
not be converted.
Programming
As a fundamental rule, a vehicle may only be programmed in the

following circumstances:
If a diagnosis system test module instructs that programming

is to be carried out
A starter pack containing the following items will be needed:

ISSS - basic DVD (1 disc)
As part of a technical campaign
In the course of conversions or retrofits
ISIS - ISTA/P client (1 disc)
ISIS ISTA/P data/software (2 disc)
First, the basic DVD is placed in the DVD drive on the SSS and the
operating system installed on the SSS. In the process, the previous
application, Progman, is completely deleted. From this point on,
future, updates and installation of the ISTA/P application on the
ISSS will take place exclusively via the ISIS.
The ISTA/P client and then application software are installed on the
ISIS. The ISSS is updated/supplied with the application software by
the ISIS via the network during the maintenance cycle.
Transformation of SSS into ISSS
If the BMW Group technical support (e.g. via PuMA) specifically instructs that a vehicle is to be programmed.
Similar to An important factor for error-free programming is proper

preparation of the vehicle and observance of the instructions during
programming. There are special requirements that may apply to
individual vehicle models. The actions that are required for all models are described in the following pages.
Note: Programming must always be preceded by carrying

out a diagnosis on the vehicle and making sure that
there are no faults on the vehicle. Programming must
not be started before faults in the vehicle electrical
system are ruled out. Always refer to the latest bulletins and information on currently known issues
involving software releases.
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132
Preparatory Measures
Engine
Turn off engine, ignition key turned to terminal 0
Manual gearbox/SMG/DKG
- Transmission in neutral
- Parking brake applied
Automatic transmission
- Transmission in position P
- System temperature below 80 C

Parking brake
On vehicles with electromechanical parking brake, apply the parking brake by means
of the parking brake button, otherwise use the handbrake.
Electric loads
All electric loads, lights and turn indicator switched off.
Wiper/washer system switched off. Make sure that the wipers can move freely.
The wipers may be activated during programming. On no account block the wipers.
Battery and Battery charger
The battery should be sufficiently charged at the start of the programming procedure (>13 V).
Connect a BMW-specified and approved battery charger and set to external power supply mode
(FSV mode). Do not connect or disconnect the charger during programming. The electrical system
voltage must not drop below 13 volts during the programming procedure.
Diagnosis
Carry out a vehicle test on the ISTA workshop system.
Using the ISTA diagnosis system, rectify any problems before programming and delete stored fault codes.
Interfaces
Programming is performed exclusively via the ICOM devices.
Any vehicle equipped with a MOST bus manufactured before the F01/F02, will require the use of an
ICOM A and an ICOM B.
Programming
CKM data is automatically saved by ISTA/P and written back to the control unit after programming.
The data status of the ISSS must always be up to date.
133
134
Programming of Control Units
The programming system ISTA/P ensures updating of the data

statuses on all vehicles by automatically generating a measures
plan that should be implemented on vehicles that are bound to an
i-level status.
In this context, a distinction is made between three different

options. Each of these options represents a change or adaptation
to the software and functions. A distinction is made between three
measures:
Programming
Coding
Coding involves adapting the control units to the specific vehicle.
That means that functions and data maps already in the control
modules are enabled or activated in accordance with the vehicle
order for the vehicle.
Customizing
On older vehicles, the car and key memory (CKM) option located
under the Vehicle option is used to enter the customer-specific
settings for the car and key memory functions on certain electrical
systems.
Coding
Customizing.
Programming
Programming (also known as flash programming) loads a new program or data in the control unit. A distinction can be made between
control units with:
Program status and
Program and data status.
The program status of the control unit corresponds to the operating system and controls the computer program in the control unit.
The data status involves the characteristic maps and characteristic
curves specific to the vehicle, engine and transmission. The ISTA/P
programming application automatically takes that into account
when programming the control unit concerned.
With ISTA/P, the control unit has been programmed, any necessary
coding procedures are performed automatically.
Personal Profile
On vehicles with the Personal Profile function, the customization
settings are entered directly by the customer. For such vehicles,
there is no Customize button on the Vehicle menu.
Programming Process
The programming process consists of various procedures, some
of which require manual intervention although most are automatic.
The individual procedures are illustrated here and described in
detail below.
Programming process sequence

Index
Explanation
Identify vehicle and obtain read-out of control unit data
Prepare for programming, export CBS/CKM data
2
4
Produce and configure measures plan
Carry out repairs and replace control units where necessary
Re-check vehicle identification after repairs. Update measures plan.
Carry out programming follow-up, import CBS/CKM data
6
8
Carry out programming
Programming successfully completed.
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136
Starting Programming
Essentially, ISTA/P is an independent external application that will

run on the ISSS in Phase 1.
Although in a latter stage ISTA/P can be started from the ISID, it is

entirely independent of the ISTA diagnosis application. That means
that before programming can be started, diagnosis must be ended
or interrupted.
Starting and management of a new programming session can only
be carried out by means of ISTA/P.
When ISTA/P is started, the user has a choice of three different

actions:
Cancel and exit ISTA/P
Open an existing programming session
Start a new programming session.
Start screen for ISID (not enabled initially)
Opening an Existing Programming Session
If the user decides to open an existing programming session, all the

programming sessions currently in progress are listed and the user
can select the session required.
On the toolbar there are various buttons for opening more menus.
On the options bar, you can select the session or the vehicle that
is to be programmed or the Integrated Software Service Station
(ISSS) that is to be used for programming. Depending on the
vehicles models connected, each ISSS can carry out up to five
programming sessions at the same time.
On the function bar is the button for selecting the vehicle access
method.
The information panel shows the details of the sessions or available ICOMs.
Start screen on the ISSS Integrated Software Service Station
The control buttons are used to navigate through the programming

process, e.g. the "Next" button takes you to the next screen.
Starting a New Programming Session
When a new programming session is to be started, the programming server on which the vehicle is to be programmed must first be
selected.
The ISSS used for the session can be selected manually or automatically. Because the ISSS can only program one F01 at a time
or 5 other vehicles at a time, it is recommended that the automatic
ISSS selection is carried out.
List of current sessions

Index
Explanation
Options bar
1
3
4
5
Toolbar
Selecting ISSS to be used for session
Function bar
Information pane
Control buttons
Selecting ISSS to be used for session
137
138
The connection manager on the ISIS establishes all the ICOMs

that are available and displays the details. The user can select the
desired ICOM or vehicle from the list displayed. ISTA/P then establishes the vehicle data. If that is not possible for any reason, the
vehicle must be selected manually.
For CAN-bus vehicles the ICOM A

is used. MOST control units are programmed directly using the ICOM B.
The ICOM B is connected to the
ICOM A and the workshop network
by a USB cable.
For older I-bus/K-bus vehicles with the

round diagnosis connector, the ICOM C
(C) is used in conjunction with the
ICOM A.
Selecting ICOM
The user then has the opportunity to give the session any individual name, but the system automatically enters the model of the
vehicle along with the chassis number as an identifier (example:
E60_EE12345).
Selecting Vehicle Interface
The same vehicle interfaces are used for programming with the
new workshop system as for diagnosis.
From the F01 on, all control units can be programmed using only
the ICOM A. Even though the F01/F02 is equipped with a MOST
bus, ICOM B is not necessary due to the ethernet connection via
the OBD2 connector.
Vehicle interfaces
Vehicle Access for MOST Bus

When programming vehicles with MOST bus from E65 to E9X,
vehicle access is established as shown in the photograph below.
Vehicle access for programming MOST-bus vehicles
Vehicle Access for I-bus/K-bus Vehicles

On older vehicles without OBD II connection, programming is carried out via the round diagnosis connector in the engine compartment. That requires connecting the ICOM C to the ICOM A and
to the workshop network.
Vehicle access for I-bus/K-bus vehicles
Vehicle Access from the F01/F02 on

All control units will be programmed exclusively using the ICOM A.
Vehicle access from F01/F02 on (only ICOM A needed)
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140
Identifying the vehicle and obtaining a read-out

of control unit data
ISTA/P checks the vehicle electrical system, the central gateway
and the vehicle-order control units (FRM/CAS/light module). The
vehicle order is read and a consistency check carried out between
the actual status and the required status.
Establishing vehicle details
If the central gateway does not respond, a software routine for

restoring it to working order is attempted before the service technician is instructed to replace the ZGW.
First of all, the basic details of the vehicle are established such as
VIN number, model, type code, etc.
Then, all control units fitted and the current I-level of the vehicle
is determined. In addition, the programming system establishes,
if possible, the software version last used to carry out servicing
operations on the vehicle.
That makes it possible to avoid unnecessary programming if the
vehicle already has the latest software version.
Afterwards, the details of the ex-works equipment options for the

vehicle stored on the BMW programming system are retrieved.
Next, the control units identified and the equipment options fitted
are compared (comparison of required vs. actual status).
For example, it is established whether the list of control units

obtained actually matches those fitted on the vehicle and whether
the Ilevel matches the current required status.
That ensures that all control units on the vehicle communicate

properly with one another within the network. An I-level is a combination of networked control units validated and approved by BMW
Development.
Index
Explanation
I-level with which the vehicle left the factory
System and version last used to program the vehicle
1
3
5
Vehicle data
Current I-level of the vehicle
List of all optional equipment fitted on the vehicle
Producing and Configuring the Measures Plan
Before programming can be carried out, the measures plan is produced and can also be configured by the user. For example, it is
now possible to program refits or conversions at the same time as
the software update. The configuration for that is done now so that
no further manual input is required later on during the programming
sequence and it can then run automatically.
After the identification process, the user is asked if any control units
have been replaced on the vehicle. If the answer is YES, ISTA/P
checks whether an enabling code is required for the replaced control unit and, if so, requests it from the user if it has not already
been entered on the system.
The necessary actions, such as "Update control unit software", are

established and added to the list of actions.
Then for the first time ISTA/P produces an measures plan based on
the tasks in the list of actions at that point.
The user has the option of editing the measures plan. The user can
add further actions to the measures plan but not remove them. The
following actions can be added to the measures plan:
Carry out conversion
Prepare control unit replacement

Program control unit
Code control unit
Set CKM data
Enter enabling code
Import vehicle order.
Control unit replacement check
Associated customization data such as settings for the air conditioning are backed up and the action "Follow up control unit
replacement" added to the list of actions.
In general it is advisable to manually back up the customer's individual settings. If the control unit is defective, they can not be read
and, therefore, can not be written back to the control unit after programming either.
Note: Required service functions such as initializations

and clearing of fault codes are only indicated; they
must be carried out on the ISTA diagnosis system.
141
142
Display of action plan as graphical chart
The measures plan can now be confirmed, rejected or cancelled.
The measures plan indicates which control units do not require any
action - they are marked green.
The other control units, on which action is required, are marked
yellow or red. The actions that are required are indicated by the letter(s) shown on the control unit. The letters stand for the following:
P = Program
C = Code
I = Initialize
R = Replace
M = Mount (i.e. fit/install)
U = Unmount (i.e. remove).
Measures plan shown as a table
The measures plan can be viewed as a graphical chart by pressing

the button "Control unit tree" or as a table by pressing the button
"Edit control units".
Action list
The Action list contains all information relating to the control unit
concerned and which via channel (D-CAN/MOST) it is programmed.
Guidance notes
Furthermore, additional guidance notes can be shown, e.g. on noting the remaining life of DME or conversion instructions for replacing control units.
Note: The guidance notes must be acknowledged by ticking the checkboxes and confirmed by clicking OK.
143
144
Preparing for Programming
After confirming the measures plan, the flash programmability of

the control units is first checked and a notification message displayed if there is a problem. Then the customization data and the
CBS data is read and backed up for rewriting later on.
If a control unit requires replacing, ISTA/P displays a message to
the user indicating that the control unit should now be replaced.
After replacement is confirmed, the action "Follow up control unit

replacement" is flagged for attention later on in the process.
ISTA/P then shows all required notifications, which must be
acknowledged by the user before the actual programming starts.
That simultaneously starts the automatic programming process
which requires no further interaction on the part of the user.
Note: As always, please keep in mind that the CAS is
programmed first with the key removed. After
successfully programmed, the ignition has to
be switched on again.
Carrying out Repair Tasks

If it was established in the process of identifying the vehicle that
repair tasks are required, e.g. due to updating hardware or replacing
a control unit, they are now carried out before the actual programming/coding process.
If the spare part is not available or the wrong part has been ordered,
the session can be saved and ended at this point. As soon as the
right part is available, the session can be retrieved and continued.
ISTA/P establishes from the measures plan which repair tasks are
required and displays them. After successful completion of a repair
task, the vehicle must be re-identified and any necessary software
updates added to the measures plan.
In that way the possibility of inconsistencies on the vehicle after a

repair is avoided. If a repair task fails, the programming process is
cancelled.
Updating the Measures Plan

After a repair task has been carried out, ISTA/P performs the vehicle identification process again. If it identifies irregularities, e.g. that
a control unit with an older I-level status has been fitted, appropriate actions are automatically set on the system or indicated to the
user.
If there are irregularities, ISTA/P establishes which software
updates are required based on compatibility management and
adds them to the action plan. The measures plan is then updated
and programming automatically started.
To prevent vehicles with inconsistencies being created, the user
has no means of stopping the programming sequence.
Carrying Out Programming
This stage of the process involves the programming and subsequent coding of the control units.
In the process of programming or coding a particular control unit,

the system checks in each case whether the operation has succeeded before continuing with the programming of further control
units. A particular version of ISTA/P distributes only one I-level.
Programming of the vehicle as a whole (meaning all control units
on the vehicle) is always performed to the latest I-level (target Ilevel).
The next step is to write the enabling codes to the relevant control
units if required and modifying the vehicle order if conversions have
been carried out. The programming of control units can also be
performed simultaneously if they are on different bus systems, e.g.
MOST and CAN.
The progress of the programming process is indicated
by a progress bar.
View after completion of programming
If programming/coding/initialization has been completed successfully, there is a green tick by every control unit on which an action
has been performed.
If an action has failed or not been completed, the
control unit concerned is marked with a red X.
By clicking the control unit concerned, you can

obtain information as to why programming failed.
Carrying out programming

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146
Completing Programming Session
The last stage of the programming process is importing the customization, CBS and CKM data. The data is written back to the
control units and checked. Afterwards, the automated initialization
sequences are performed where required (electric windows/slide/tilt sunroof).
The automatic programming process is them complete. The initialization sequences that require user interaction are then carried out.
Notes on follow-up
After completion of the initialization sequences, ISTA/P establishes

from the measures plan what service functions are required, e.g.
setting steering angle. They are shown to the user. They have to be
carried out as part of the diagnosis after programming. That is carried out by way of the vehicle test on the ISTA workshop system
and afterwards all fault memories must be cleared.
Finally, the actual status is checked once again and the final report
produced. ISTA/P provides the user with the final report.
The user can print out the final report or else it is stored for a certain period on the ISIS.
The entire programming log is sent to BMW AG as part of the

FASTA data. This allows BMW to retrace how the vehicle programming was carried out from the user actions, either for accounting
purposes or if there is a subsequent fault.
Furthermore, that data is automatically analysed so that software

errors can be detected at an early stage and suitable measures initiated. As a result, BMW is able to continuously monitor and
improve software quality.
Final Report
Index
Explanation
Current programming data: data, time, ISTA/P version
I-levels: factory, last, current
1
3
5
Vehicle data: mileage and VIN number

SA numbers
Programming actions indicating success or failure over MOST
Coding actions indicating success or failure
7
9
10
11
147
Final report
Programming actions indicating success or failure over I/K bus

Data saving actions indicating success or failure
Additional actions, e.g. whether updating of I-levels was successful or failed.

End notes
148
NOTES
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