Pi F10 0400 Eng
Pi F10 0400 Eng
Pi F10 0400 Eng
Product�information.
F10�Chassis�and�suspension.
BMW�Service
General�information
Symbols�used
The�following�symbol�/�sign�is�used�in�this�document�to�facilitate�better�comprehension�and�to�draw
attention�to�particularly�important�information:
Contains�important�safety�guidance�and�information�that�is�necessary�for�proper�system�functioning
and�which�it�is�imperative�to�follow.
Information�status�and�national-market�versions
The�BMW�Group�produces�vehicles�to�meet�the�very�highest�standards�of�safety�and�quality.�Changes
in�terms�of�environmental�protection,�customer�benefits�and�design�make�it�necessary�to�develop
systems�and�components�on�a�continuous�basis.�Consequently,�this�may�result�in�differences�between
the�content�of�this�document�and�the�vehicles�available�in�the�training�course.
As�a�general�principle,�this�document�describes�left-hand�drive�vehicles�in�the�European�version.�Some
controls�or�components�are�arranged�differently�in�right-hand�drive�vehicles�than�those�shown�on�the
graphics�in�this�document.�Further�discrepancies�may�arise�from�market‐specific�or�country-specific
equipment�specifications.
Additional�sources�of�information
Further�information�on�the�individual�topics�can�be�found�in�the�following:
• in�the�Owner's�Handbook
• in�the�integrated�service�technical�application
Contact:�[email protected]
©2009�BMW�AG,�Munich,�Germany
Reprints�of�this�publication�or�its�parts�require�the�written�approval�of�BMW�AG,�Munich
The�information�in�the�document�is�part�of�the�BMW�Group�technical�training�course�and�is�intended
for�its�trainers�and�participants.�Refer�to�the�latest�relevant�BMW�Group�information�systems�for�any
changes/supplements�to�the�technical�data.
Information�status:�December�2009
VH-23/International�Technical�Training
F10�Chassis�and�suspension.
Contents.
1. Introduction............................................................................................................................................................................................................................................ 1
1.1. Driving�dynamics�and�comfort.......................................................................................................................................................... 1
1.2. Bus�diagram....................................................................................................................................................................................................................2
2. Models..............................................................................................................................................................................................................................................................5
2.1. Comparison..................................................................................................................................................................................................................... 5
3. Chassis�and�suspension................................................................................................................................................................................................ 6
3.1. Front� axle............................................................................................................................................................................................................................ 6
3.1.1. Technical�data............................................................................................................................................................................ 7
3.1.2. Notes�for�Service.................................................................................................................................................................. 7
3.2. Rear� axle............................................................................................................................................................................................................................... 8
3.2.1. Technical�data........................................................................................................................................................................10
3.2.2. Notes�for�Service............................................................................................................................................................. 10
3.3. Wheels................................................................................................................................................................................................................................ 11
3.3.1. Tyre�Pressure�Monitor�RDC............................................................................................................................ 11
3.4. Suspension/damping................................................................................................................................................................................... 11
4. Brakes...........................................................................................................................................................................................................................................................13
4.1. Service�brake............................................................................................................................................................................................................ 13
4.2. Electromechanical�parking�brake�EMF........................................................................................................................... 15
4.2.1. System�overview............................................................................................................................................................... 16
4.2.2. System�wiring�diagram............................................................................................................................................18
4.2.3. System�structure.............................................................................................................................................................. 19
4.2.4. System�function................................................................................................................................................................. 20
5. Steering..................................................................................................................................................................................................................................................... 31
5.1. Basic�steering.......................................................................................................................................................................................................... 31
5.1.1. System�wiring�diagram............................................................................................................................................32
5.1.2. System�overview............................................................................................................................................................... 33
5.2. Integral�Active�Steering........................................................................................................................................................................... 34
5.2.1. System�wiring�diagram............................................................................................................................................35
5.2.2. Active�steering...................................................................................................................................................................... 36
5.2.3. Rear�suspension�slip�angle�control..................................................................................................... 47
6. Dynamic�driving�systems.........................................................................................................................................................................................48
6.1. Force-transfer�directions....................................................................................................................................................................... 48
6.2. Dynamic�Stability�Control� .................................................................................................................................................................. 48
6.3. Electronic�Damper�Control�EDC............................................................................................................................................... 50
6.4. Dynamic�Drive�ARS....................................................................................................................................................................................... 51
6.5. Handling�setting�switch........................................................................................................................................................................... 54
F10�Chassis�and�suspension.
Contents.
6.5.1. Dynamic�driving�programs.................................................................................................................................56
F10�Chassis�and�suspension.
1.�Introduction.
1.1.�Driving�dynamics�and�comfort
F10�Chassis�and�suspension
Index Explanation
1 Suspension/damping
2 Steering
3 Rear�axle
4 Wheels
5 Brakes
6 Front�axle
The�chassis�and�suspension�of�the�F10�are�based�on�that�of�the�F01,�which�set�new�standards�in
terms�of�driving�dynamics�and�comfort.�The�chassis�and�suspension�of�the�F10�have�been�adapted
to�its�requirements.�Thus�in�the�F10,�exceptional�driving�dynamics�with�a�continued�very�high�level�of
comfort�have�been�attained.
The�familiar�innovations�from�the�F01,�Integral�Active�Steering,�Integrated�Chassis�Management�ICM,
Dynamic�Drive�and�Electronic�Damper�Control�EDC�are�also�used�in�the�F10.
1
F10�Chassis�and�suspension.
1.�Introduction.
1.2.�Bus�diagram
F10�Bus�overview
2
F10�Chassis�and�suspension.
1.�Introduction.
Index Explanation
1 Wakeable�control�units
2 Control�units�authorised�to�wake�up�the�vehicle
3 Startup�node�control�units,�for�starting�up�and�synchronising�the�FlexRay�bus
system
ACSM Advanced�Crash�Safety�Module
AHM Trailer�module
AL Active�steering
AMPH Amplifier�High�(high�fidelity�amplifier)
AMPT Amplifier�Top�(top�high�fidelity�amplifier)
BSD Bit-serial�data�interface
BCU Battery�Charge�Unit�(charging�unit�for�auxiliary�battery)
CAS Car�Access�System
CIC Car�Information�Computer
CIC�Basic Car�Information�Computer�Basic
CID Central�Information�Display
CON Controller
D‐CAN Diagnosis�on�Controller�Area�Network
DDE Digital�Diesel�Electronics
DME Digital�Motor�Electronics
DSC Dynamic�Stability�Control
DVD DVD�changer
EDC�SHL Electronic�Damper�Control,�rear�left�satellite�unit
EDC�SHR Electronic�Damper�Control,�rear�right�satellite�unit
EDC�SVL Electronic�Damper�Control,�front�left�satellite�unit
EDC�SVR Electronic�Damper�Control,�front�right�satellite�unit
EGS Electronic�transmission�control
EKPS Electronic�fuel�pump�control
EMF Electromechanical�parking�brake
Ethernet Cabled�data�network�technology�for�local�data�networks
FD Rear�display
FD2 Rear�display�2
FLA High-beam�assistant
FlexRay Fast,�preset�and�fault-tolerant�bus�system�for�use�in�automotive�applications
FRM Footwell�module
FZD Roof�function�centre
3
F10�Chassis�and�suspension.
1.�Introduction.
Index Explanation
GWS Gear�selector�switch
HKL Luggage�compartment�lid�lift
HSR Rear�suspension�slip�angle�control
HUD Head‐Up�Display
ICM Integrated�Chassis�Management
IHKA Integrated�automatic�heating�/�air�conditioning
JBE Junction�box�electronics
KAFAS Camera-based�driver�assistance�system
K-Bus Body�bus
K-CAN. Body�controller�area�network
K‐CAN2 Body�controller�area�network�2�(500�kBit/s)
KOMBI Instrument�cluster
LIN-Bus Local�Interconnect�Network�bus
Local-CAN Local�Controller�Area�Network
MOST Media�Oriented�System�Transport
MOST�port Media�Oriented�System�Transport�port
NVE Night�Vision�electronics
PDC Park�Distance�Control
PT‐CAN Powertrain�CAN
PT‐CAN2 Powertrain�controller�area�network�2
RDC Tyre-pressure�control
OBD Diagnosis�socket
RSE Rear�seat�entertainment�system
SDARS Satellite�tuner�(US)
SMBF Front�passenger�seat�module
SMFA Seat�module,�driver
SWW Lane�Change�Warning
SZL Steering�column�switch�cluster
TCU Telematics�Control�Unit
TRSVC Control�unit�for�reversing�camera�and�side�view
ULF‐SBX Universal�charger�and�hands-free�unit,�interface�box�(Bluetooth�telephony)
VDM Vertical�Dynamics�Management
VM Video�Module
VSW Video�switch
ZGM Central�Gateway�Module
4
F10�Chassis�and�suspension.
2.�Models.
2.1.�Comparison
The�following�table�provides�an�overview�of�the�technical�data�of�the�chassis�and�suspensions�of�the
E60�and�F07�compared�to�the�F10.
5
F10�Chassis�and�suspension.
3.�Chassis�and�suspension.
3.1.�Front�axle
F10�Front�axle
Index Explanation
1 Spring�strut
2 Top�wishbone
3 Swivel�bearing
4 Stabiliser�link
5 Bottom�wishbone
6 Wheel�hub
7 Track�rod
8 Tension�strut�with�hydraulic�mount
9 Front�axle�subframe
10 Anti-roll�bar�with�hydraulic�swivel�motor�(Dynamic�Drive)
11 Steering�gear
6
F10�Chassis�and�suspension.
3.�Chassis�and�suspension.
The�double-wishbone�front�axle�introduced�with�the�E70/E71�is�used�in�a�refined�version�in�the�F01/
F02,�F07�and�F10.�The�axle�is�equipped�for�the�use�of�an�all-wheel�drive.�EDC�or�conventional�shock
absorbers�can�be�installed.
For�service,�the�steering�box�can�be�lowered�all�the�way.
3.1.1.�Technical�data
Description F10
Caster�angle 7°�0'
Camber -0°�12'�±�30'
Total�toe-in 10'�±�12'
Toe�angle�difference ≤�12'
Steering�axis�inclination 9°�57'
Rim�offset�IS 30�mm�for�17"�and�18"
33�mm�for�19"
Kingpin�offset 2.77�mm�for�17"�and�18"
5.77�mm�for�19"
Track�width 1600�mm�for�17"�and�18"
1594�mm�for�19"
Maximum�wheel�steering�lock�angle,�outer 33°�0'
Maximum�wheel�steering�lock�angle,�inner 42°�14'
3.1.2.�Notes�for�Service
The�following�tables�show�when�a�wheel�alignment�at�the�front�axle�is�necessary.
Replacing�the�component Wheel�alignment�required
Front�axle�subframe YES
Steering�gear YES
Bottom�wishbone YES
Rubber�mount�for�lower�transverse�control�arm YES
Tension�strut NO
Rubber�mount�for�tension�strut NO
Top�wishbone NO
Rubber�mount�for�upper�transverse�control�arm NO
Track�rod YES
Swivel�bearing YES
Wheel�bearing NO
7
F10�Chassis�and�suspension.
3.�Chassis�and�suspension.
Replacing�the�component Wheel�alignment�required
Spring�strut NO
Coil�spring NO
Mount NO
Unscrewing�the�screw�connection Wheel�alignment�required
Front�axle�subframe�to�body�(lowering) NO
Steering�gear�unit�to�front�axle�subframe YES
Lower�transverse�control�arm�to�front�axle YES
subframe
Lower�transverse�control�arm�to�swivel�bearing NO
Tension�strut�to�front�axle�subframe NO
Tension�strut�to�swivel�bearing NO
Upper�transverse�control�arm�to�body NO
Upper�transverse�control�arm�to�swivel�bearing NO
Track�rod�to�steering�gear NO
Track�rod�head�to�track�rod YES
Track�rod�head�to�swivel�bearing NO
Spring�strut�to�lower�transverse�control�arm NO
Strut�mount�to�body NO
Lower�steering�shaft�to�steering�gear NO
Steering�column�to�lower�steering�shaft NO
3.2.�Rear�axle
The�integral�V�rear�axle�installed�in�the�F10�is�an�innovative�further�development�of�the�Integral�IV�rear
axle�from�the�E60/65.�The�optimised�lightweight�construction�rear�axle�made�of�aluminium�has�been
specifically�adapted�to�the�new�requirements�for�more�power�and�torque.�It�integrates�the�required
chassis�control�systems�such�as�Integral�Active�Steering�for�greater�driving�dynamics�and�comfort.
For�the�exact�operating�principle�of�the�integral�active�steering,�refer�to�the�information�bulletin�entitled
"Transverse�dynamic�systems�F01/F02".
8
F10�Chassis�and�suspension.
3.�Chassis�and�suspension.
F10�Integral�V�rear�axle
Index Explanation
1 Thrust�strut
2 Spring�strut
3 Top�wishbone
4 Integral�link
5 Wheel�carrier
6 Wheel�bearing
7 A-arm�(swinging�arm)
9
F10�Chassis�and�suspension.
3.�Chassis�and�suspension.
Index Explanation
8 Track�rod
9 Rubber�mount�for�rear�axle
10 Rear�suspension�subframe
11 HSR�actuator
3.2.1.�Technical�data
3.2.2.�Notes�for�Service
The�following�tables�show�when�a�wheel�alignment�at�the�rear�axle�is�necessary.
Replacing�the�component Wheel�alignment�required
Rear�suspension�subframe YES
Rubber�mount�for�rear�axle NO
Swinging�arm YES
Integral�link YES
Ball�joint�in�swinging�arm YES
Control�arm YES
Wishbone YES
Wheel�carrier YES
Wheel�bearing NO
Spring�strut NO
Mount NO
Unscrewing�the�screw�connection Wheel�alignment�required
Rear�axle�support�on�body NO
Front�compression�strut�on�body NO
Rear�compression�strut�on�body NO
Front�swinging�arm�on�rear�axle�support YES
Rear�swinging�arm�on�rear�axle�support YES
10
F10�Chassis�and�suspension.
3.�Chassis�and�suspension.
Unscrewing�the�screw�connection Wheel�alignment�required
Swinging�arm�on�integral�link/wheel�carrier YES
Integral�link�on�wheel�carrier NO
Control�arm�on�rear�axle�support YES
Control�arm�on�wheel�carrier NO
Wishbone�on�rear�axle�support YES
Wishbone�on�wheel�carrier YES
Spring�strut�on�wheel�carrier/swinging�arm NO
3.3.�Wheels
In�the�F10,�wheels�without�emergency�running�properties�are�installed�as�standard.�An�exception�is�the
BMW�550i,�which�comes�standard�with�run-flat�tyres.�The�following�tables�list�the�sizes�of�the�standard
tyres.
3.3.1.�Tyre�Pressure�Monitor�RDC
For�the�F10�in�the�USA�version,�the�Tyre�Pressure�Monitor�RDC,�which�was�introduced�in�2005,
continues�to�be�used.
3.4.�Suspension/damping
The�F10�is�equipped�as�standard�with�steel�springs�on�the�front�and�rear�axle.�The�damping�action
uses�conventional�shock�absorbers�as�standard.�EDC�is�included�in�the�optional�equipment�Adaptive
Drive�(option�2VA).�The�EDC�is�a�continuation�of�the�Vertical�Dynamics�Management�introduced�with
the�E70/E71�and�F01/F02.
11
F10�Chassis�and�suspension.
3.�Chassis�and�suspension.
The�EDC�is�a�subfunction�of�the�Vertical�Dynamics�Management�VDM.�Here,�the�servomotor�of�the
shock�absorbers�and�the�sensors�on�the�shock�absorber,�called�satellites,�are�connected�to�the�VDM
control�unit�via�FlexRay.�The�drive�dynamic�control�switch�in�the�centre�console�makes�it�possible�to
select�the�damping�characteristics,�which�are�stored�in�the�VDM�control�unit.
The�EDC�(VDM)�system�is�described�in�the�information�bulletin�entitled�"Vertical�dynamics�systems
F01/F02".
12
F10�Chassis�and�suspension.
4.�Brakes.
F10�Brake
Index Explanation
1 Brake�fluid�expansion�tank
2 Brake�servo
3 Brake�pedal
4 Electromechanical�parking�brake�actuator
5 Brake�disc
6 Dynamic�Stability�Control�(DSC)
7 Brake�caliper
4.1.�Service�brake
The�F10�has�a�hydraulic�dual-circuit�brake�system�with�a�"front/rear�split".�For�all�engine�versions�in�the
F10,�lightweight�brake�discs�with�riveted�aluminium�hubs�are�installed.�On�the�front�axle,�aluminium
floating�caliper�brakes�in�a�conventional�and�in�a�frame�structure�are�used.�On�the�rear�axle,�spheroidal
graphite�cast�iron�floating�caliper�brakes�with�integrated�EMF�actuator�for�the�electromechanical
parking�brake�are�used.
As�before,�the�familiar�brake�pad�wear�monitoring�for�the�Condition�Based�Service�display�is�used.
The�brake�discs�are�ventilated�at�both�the�front�and�rear�axle.
The�following�tables�list�the�brake�dimensions�of�the�various�engine�versions.�These�can�differ�in
various�national-market�versions.
13
F10�Chassis�and�suspension.
4.�Brakes.
Front�axle 520d 525d 530d 535d
Brake�disc 330�mm 348�mm 348�mm 348�mm
diameter
Brake�disk 24�mm 30�mm 30�mm 36�mm
thickness
Brake�piston 60 mm 60 mm 60 mm 60 mm
diameter
Type Lightweight Lightweight Lightweight Lightweight
construction construction construction construction
14
F10�Chassis�and�suspension.
4.�Brakes.
4.2.�Electromechanical�parking�brake�EMF
In�the�F10,�an�electromechanical�parking�brake�EMF�integrated�into�the�brake�calipers�of�the�rear�axis
is�installed.
The�use�of�the�EMF�offers�the�following�advantages:
• Operation�via�an�ergonomic�button�in�the�centre�console
• Reliable�engaging�and�releasing�of�the�EMF�under�all�conditions
• Automatic�protection�of�the�hydraulic�holding�functions�(Automatic�Hold�Function,�Active
Cruise�Control�ACC)
• A�dynamic�emergency�braking�function�is�ensured�even�with�a�low�coefficient�of�friction�via�the
control�systems�(ABS)
• The�discontinuation�of�the�parking�brake�lever�in�the�centre�console�creates�space�for�new
equipment�features.
15
F10�Chassis�and�suspension.
4.�Brakes.
4.2.1.�System�overview
F10�System�overview�for�electromechanical�parking�brake
16
F10�Chassis�and�suspension.
4.�Brakes.
Index Explanation
A DSC�unit
B Brake�caliper,�front�left
C Brake�caliper,�front�right
D Brake�caliper,�rear�right
E Brake�caliper,�rear�left
1 Parking�brake�button
2 Wheel�speed�sensor,�front�left�(not�used�for�the�EMF)
3 Wheel�speed�sensor,�front�right�(not�used�for�the�EMF)
4 Wheel-speed�sensor,�rear�right
5 Wheel�speed�sensor,�rear�left
6 EMF�actuator,�rear�left
7 EMF�actuator,�rear�right
EMF Electromechanical�parking�brake
DSC Dynamic�Stability�Control
JBE Junction�box�electronics
KOMBI Instrument�cluster
PT‐CAN Powertrain�CAN
17
F10�Chassis�and�suspension.
4.�Brakes.
4.2.2.�System�wiring�diagram
F10�System�wiring�diagram�for�EMF
18
F10�Chassis�and�suspension.
4.�Brakes.
Index Explanation
1 Dynamic�Stability�Control�(DSC)
2 Central�Gateway�Module,�ZGM
3 Footwell�module�FRM
3 Instrument�cluster�KOMBI
4 Car�Access�System�CAS
5 Instrument�cluster�KOMBI
6 Parking�brake�button
7 Front�distribution�box
8 Rear�power�distribution�box
9 EMF�control�unit
10 EMF�actuator,�rear�left
11 EMF�actuator,�rear�right
12 Wheel�speed�sensor,�rear�left
13 Wheel-speed�sensor,�rear�right
4.2.3.�System�structure
The�EMF�control�unit�receives�the�driver's�choice�to�engage�through�the�parking�brake�button.�The
vehicle�condition�is�queried/detected�via�the�electrical�system�connection�and�the�bus�systems.�The
control�unit�decides�whether�all�conditions�for�engaging�the�parking�brake�are�in�place.�If�this�is�the
case,�the�two�EMF�actuators�on�the�rear�brake�calipers�are�activated.
19
F10�Chassis�and�suspension.
4.�Brakes.
F10�EMF�functional�principle
Index Explanation
1 Instrument�cluster
2 Flow�of�information
3 Parking�brake�button
4 EMF�control�unit
5 EMF�actuator
4.2.4.�System�function
The�self-locking�facility�in�the�spindle�maintains�the�tension�force�even�when�de-energised,�and�the
vehicle�is�held�securely�in�place.�After�the�required�force�is�reached,�the�detected�status�is�indicated�by
a�red�indicator�light�in�the�instrument�panel�and�an�additional�red�LED�in�the�parking�brake�button.
20
F10�Chassis�and�suspension.
4.�Brakes.
F10�Structure�of�EMF�actuator
Index Explanation
1 Push-fit�connection
2 Electric�motor
3 Drive�belt
4 Planetary�gearing
5 Casing
6 Connection�to�spindle
The�EMF�actuator�is�fastened�to�the�brake�caliper�and�acts�directly�on�the�brake�piston.
An�electric�motor�(2)�and�a�drive�belt�(3)�transmit�the�force�to�a�two-stage�planetary�gear�train�(4).�The
spindle�shown�in�the�following�graphic�is�driven�via�the�connection�to�the�spindle�(6).
21
F10�Chassis�and�suspension.
4.�Brakes.
F10�Spindle�and�spindle�nut�in�the�brake�piston
Index Explanation
1 Groove
2 Spindle�nut�with�anti-twist�lock
3 Brake�piston
4 Spindle
5 Spindle�end�stop
6 Connection�to�the�planetary�gear�train
F10�Current-force�curve�EMF
Index Explanation
A Current�curve
B Force�curve
1 Engaging�the�EMF
2 Engaged�EMF
3 Disengaging�the�EMF
22
F10�Chassis�and�suspension.
4.�Brakes.
F10�Overview�of�EMF�actuator�with�brake�caliper
Index Explanation
1 Push-fit�connection
2 Electric�motor
3 Drive�belt
4 Planetary�gearing
5 Casing
6 Brake�piston
7 Spindle�with�spindle�nut
8 Roller�bearing
23
F10�Chassis�and�suspension.
4.�Brakes.
F10�Parking�brake�engaged�with�new�brake�pads
Index Explanation
1 Drive�belt
2 Planetary�gearing
3 Brake�piston
4 Dust�boot
5 Sealing�ring
6 Worm�nut
7 Electric�motor
8 Spindle
9 Roller�bearing
10 Sealing�ring
11 Casing
The�driver�can�trigger�the�process�of�engaging�the�vehicle's�parking�brake�by�pulling�the�parking�brake
button.�The�operating�direction�equals�the�operating�direction�of�the�mechanical�parking�brake�lever.
The�signal�from�the�parking�brake�button�is�read�in�by�the�EMF�control�unit.�The�EMF�control�unit
activates�the�EMF�actuators�on�the�rear�brake�calipers�individually.
Engaging�is�possible�in�every�logical�terminal�status.�Engaging�at�terminal�0�is�made�possible�by
integrating�terminal�30�into�the�EMF�control�unit.�If�the�driver�operates�the�parking�brake�button�at
terminal 0,�the�EMF�control�unit�is�woken�up.�The�EMF�control�unit�in�turn�wakes�up�the�other�control
units�on�the�vehicle.�Only�then�can�the�EMF�control�unit�receive�the�important�information�relating
to�vehicle�standstill.�In�addition,�the�changed�status�of�the�parking�brake�can�be�displayed�after�the
system�has�been�woken�up.
24
F10�Chassis�and�suspension.
4.�Brakes.
The�status�"parking�brake�engaged"�is�indicated�by�a�red�indicator�light�in�the�instrument�panel�and�an
additional�red�LED�in�the�parking�brake�button.�Once�the�parking�brake�is�on,�pulling�the�parking�brake
button�again�has�no�effect.
F10�Indicator�light,�parking�brake�engaged�display
Rollaway�monitoring�with�parking�brake�engaged
The�rollaway�monitoring�function�is�intended�to�prevent�the�vehicle�from�rolling�away�with�the�parking
brake�engaged.�Rollaway�monitoring�is�engaged�whenever�a�state�change�of�the�parking�brake�from
"disengaged"�to�"engaged"�takes�place�and�ends�following�a�defined�time�after�this�state�change.
A�signal�from�the�DSC�is�used�as�the�input�variable�for�rollaway�detection.�As�soon�as�this�signal
indicates�that�the�vehicle�has�started�to�roll�away,�a�retensioning�of�the�EMF�actuators�is�carried�out
immediately.�To�do�so,�the�EMF�actuators�are�supplied�with�full�current�for�100�ms�to�increase�the
tension�force.�Afterwards,�the�system�waits�for�400�ms.�If�the�vehicle�rolls�again,�the�retensioning
process�is�repeated�(a�maximum�of�three�times).�If�rolling�of�the�vehicle�is�still�detected�after�the�third
retensioning,�the�function�ends�with�an�entry�in�the�fault�memory.
Temperature�monitoring
The�temperature�monitoring�ensures�compensation�for�the�force�reduction�that�takes�effect�from
when�hot�brake�discs�cool�off.�The�temperature�monitoring�is�activated�if�the�temperature�exceeds�a
certain�value�during�the�state�change�of�the�parking�brake�from�"released"�to�"engaged".
The�temperature�of�the�brake�discs�is�calculated�individually�for�each�wheel�by�the�DSC�control�unit
and�transmitted�to�the�EMF�control�unit.�During�the�state�change,�the�higher�of�the�two�brake�disc
temperatures�is�used�for�the�temperature�monitoring.�The�corresponding�temperature�ranges�are
stored�in�a�characteristic�map�along�with�the�corresponding�retensioning�times.
Depending�on�the�temperature�during�the�state�change,�the�corresponding�retensioning�times�from
the�characteristic�map�are�activated.�When�the�first�retensioning�time�is�reached,�the�first�retensioning
takes�place.�After�the�second�retensioning�time�expires,�another�retensioning�takes�place;�yet�another
takes�place�after�the�third�time�expires.�In�the�characteristic�map,�the�value�0�can�also�be�stored�for�one
or�more�specific�retensioning�times.�The�respective�retensioning�operations�are�then�omitted.�The
function�ends�when�the�last�retensioning�operation�is�completed.
Disengaging�the�parking�brake
To�disengage�the�parking�brake,�the�parking�brake�button�is�pushed�downwards.�However,�so�that
the�parking�brake�is�actually�released,�terminal�15�must�also�be�ON�and�at�least�one�of�the�following
conditions�must�be�met:
• Brake�pedal�depressed
• Automatic�transmission�parking�lock�engaged
• Clutch�pedal�actuated�(vehicles�with�manual�transmission�only).
25
F10�Chassis�and�suspension.
4.�Brakes.
That�prevents�the�vehicle�rolling�away�if,�for�example,�another�occupant�of�the�vehicle�apart�from�the
driver�presses�in�the�parking�brake�button.�Once�the�parking�brake�is�released,�the�red�indicator�lamp�in
the�instrument�panel�and�the�red�LED�in�the�parking�brake�button�go�out.
Activating�the�EMF�actuator�sets�the�spindle�in�motion.�The�spindle�rotation�moves�the�spindle�nut
away�from�the�brake�piston�by�a�small�defined�distance.
Dynamic�emergency�braking
The�law�requires�that�vehicles�have�two�means�of�applying�the�brakes.�In�the�F10,�the�second�means
(the�brake�pedal�being�the�first)�is�the�parking�brake�button�on�the�centre�console.�If�the�parking
brake�button�is�pulled�out�while�the�vehicle�is�in�motion,�a�dynamic�emergency�braking�defined�in�the
testing�procedure�is�applied�by�the�DSC�system.�That�function�is�intended�for�emergency�situations
in�which�the�driver�is�unable�to�apply�the�brakes�by�pressing�the�brake�pedal.�Other�occupants�of�the
vehicle�can�also�bring�the�vehicle�to�a�standstill�in�that�way�if,�for�example,�the�driver�suddenly�loses
consciousness.
Dynamic�emergency�braking�hydraulically�applies�brake�pressure�at�all�four�brakes.�The�DSC�functions
are�fully�active�and�the�brake�lights�are�activated.�That�represents�a�major�advantage�over�manual
parking�brakes.
The�dynamic�emergency�braking�takes�place�only�while�the�parking�brake�button�is�pulled�out.�The
deceleration�set�by�the�DSC�is�increased�progressively.�During�the�dynamic�emergency�braking,�the
EMF�indicator�light�is�activated�in�the�instrument�panel.�In�addition,�a�Check�Control�message�and�an
audible�warning�signal�are�issued�to�make�the�driver�aware�of�the�critical�situation.
If�the�driver�uses�the�brake�pedal�and�pulls�the�parking�brake�button�at�the�same�time�to�slow�down,�the
DSC�control�unit�prioritises.�The�greater�braking�requirement�is�put�into�effect.�If�dynamic�emergency
braking�is�continued�to�the�point�of�standstill,�the�vehicle�continues�to�be�held�stationary�after�the
parking�brake�button�is�released.�The�EMF�indicator�light�on�the�instrument�cluster�remains�active.�The
driver�can�then�release�the�parking�brake�once�again�(see�"Releasing�the�parking�brake").
Parking�brake�fault
In�the�event�of�a�fault�of�the�parking�brake,�the�EMF�indicator�light�is�activated�and�lights�up�in�yellow�in
the�instrument�panel.�A�Check�Control�message�is�output.
F10�Indicator�light,�parking�brake�fault�display
Emergency�release
No�emergency�release�of�the�parking�brake�for�the�customer�is�provided.
The�parking�brake�can�be�unlocked�by�unscrewing�the�EMF�actuators�and�manually�turning�back�the
spindles.
26
F10�Chassis�and�suspension.
4.�Brakes.
Exchanging�the�brake�linings
To�exchange�the�brake�linings,�the�EMF�actuator�must�be�in�the�completely�open�position�so�that
the�brake�piston�can�be�pushed�back.�Via�the�BMW�diagnostics�system,�the�EMF�actuators�can�be
activated�and�moved�into�the�completely�open�position.�This�position�is�necessary�to�exchange�the
brake�linings.�Once�the�installation�position�is�reached,�the�installation�mode�is�set�automatically.
F10�Electromechanical�parking�brake�with�spindle�nut�in�working�position�for�exchanging�the�brake�linings
As�long�as�the�EMF�control�unit�is�in�installation�mode,�the�parking�brake�cannot�be�activated�for�safety
reasons.�If�the�parking�brake�button�is�actuated�despite�this,�the�EMF�indicator�light�flashes�yellow�in
the�instrument�panel.
Installation�mode�can�be�cancelled�in�two�ways:
• By�running�the�"Reset�installation�mode"�service�function�using�ISTA
• By�driving�the�car;�a�programmed�minimum�speed�has�to�be�exceeded.
The�precise�procedure�for�running-in�the�service�brake�is�described�in�the�repair�instructions.�The
instructions�given�there�must�be�followed�exactly.
Brake�test�stand�detection
Based�on�a�plausibility�check�(wheel�speed�comparison),�the�EMF�control�unit�detects�the�brake�test
stand�and�switches�to�brake�test�stand�mode.�Detection�takes�approximately�6�seconds.
By�pulling�the�parking�brake�button�multiple�times�in�succession,�the�following�target�positions�are
approached:
27
F10�Chassis�and�suspension.
4.�Brakes.
• Brake�linings�applied
• Force�1�for�the�brake�test�stand
• Force�2�for�the�brake�test�stand
• Target�force.
Alternatively,�the�parking�brake�button�can�also�be�pulled�for�a�longer�time�in�brake�test�stand�mode.
The�individual�target�positions�are�then�cycled�through,�spaced�3�seconds�apart.
When�the�brake�test�stand�mode�is�activated�and�the�EMF�actuators�are�released,�the�EMF�indicator
lamp�flashes�slowly.
When�the�brake�test�stand�mode�is�activated�and�the�EMF�actuators�are�partially�engaged,�the�EMF
indicator�lamp�starts�flashing�quickly.
When�the�brake�test�stand�mode�is�activated�and�the�EMF�actuators�are�completely�engaged,�the�EMF
indicator�lamp�is�activated�continuously.
The�parking�brake�can�be�disengaged�on�the�brake�test�stand�without�the�brake�pedal�or�clutch�pedal
being�pressed.�The�brake�test�stand�mode�is�terminated�automatically�when�the�vehicle�leaves�the
brake�test�stand.�The�mode�is�also�deactivated�when�the�parking�brake�button�is�pressed�or�a�fault�is
present.
Check�Control�messages
Description Central
Check�control Parking�brake Check�Control
Information
message indicator�light symbol
Display
Parking�brake
- - -
engaged
Installation�mode - - -
Brake�test
stand�detected
- - -
-�actuator
released
Brake�test
stand�detected
-�actuator�in - - -
intermediate
position
28
F10�Chassis�and�suspension.
4.�Brakes.
Description Central
Check�control Parking�brake Check�Control
Information
message indicator�light symbol
Display
Retensioning Parking�brake
due�to�rollaway Parking�brake
monitoring Parking�brake overloaded.�To
-
-�vehicle overloaded� park,�secure�the
with�manual vehicle�against
transmission rolling�away.
Retensioning
Parking�brake
due�to�rollaway
To�park,�ensure
monitoring�- Parking�brake
that�selector -
vehicle�with overloaded�
lever�position
automatic
P�is�engaged.
transmission
Disengaging�the Disengaging�the
-
parking�brake parking�brake
Additionally Additionally
- -
press�foot�brake press�foot�brake
Parking�brake
To�release�the
Additionally Additionally
parking�brake,
engage�selector engage -
also�engage
lever�position�P transmission�P�
selector�lever
position�P.
Additionally Additionally
press�foot�brake press�foot - -
or�clutch brake�or�clutch
Parking�brake
button�sensor - - -
fault
Parking�brake
Parking�brake
malfunctioning.
Redundancy Parking
Please�ask
loss,�speeds brake�fault�
your�nearest
BMW�Service
to�check�this.
29
F10�Chassis�and�suspension.
4.�Brakes.
Description Central
Check�control Parking�brake Check�Control
Information
message indicator�light symbol
Display
Parking�brake
Parking�brake
Redundancy malfunctioning.
Parking�brake
loss,�parking Please�ask
malfunctioning�
brake�button your�nearest
BMW�Service
to�check�this.
Parking�brake
No�emergency
braking�function.
When�vehicle�is
Electromechanical at�a�standstill,
mode�-�vehicle Parking�brake parking�brake
with�manual malfunctioning� can�be�engaged
transmission and�released
via�button.�Ask
your�nearest
BMW�Service
to�check�this.
No�emergency
braking�function.
When�vehicle�is
at�a�standstill,
Electromechanical
parking�brake
mode�-�vehicle Parking�brake
can�be�engaged
with�automatic malfunctioning�
and�released
transmission
via�button.�Ask
your�nearest
BMW�Service
to�check�this.
Parking�brake
Parking�brake
defective.�To
Immobilisation
park,�secure�the
-�vehicle Parking�brake
vehicle�against
with�manual defective
rolling�away.�Ask
transmission
your�nearest
BMW�Service
to�check�this.
Parking�brake
Parking�brake
defective.�To
Immobilisation
park,�engage
-�vehicle�with Parking�brake
selector�lever
automatic defective
position�P.�Ask
transmission
your�nearest
BMW�Service
to�check�this.
30
F10�Chassis�and�suspension.
5.�Steering.
A�vehicle's�steering�plays�a�central�role�in�the�chassis�and�suspension.�The�innovations�introduced�by
BMW,�active�steering�and�rear�axle�slip�angle�control,�continue�to�be�used.�Moreover,�the�steering�is
now�implemented�completely�electrically.
F10�Steering�components
Index Explanation
1 Active�steering�lock
2 HSR�actuator
3 Steering�wheel
4 Steering�column
5 Active�steering�servomotor�with�motor�position�angle�sensor
6 Electromechanical�power�steering
5.1.�Basic�steering
The�F10�is�the�first�BMW�mid-range�vehicle�to�be�equipped�with�electromechanical�hydraulic�steering
(Electronic�Power�Steering�EPS).�The�operating�principle�and�structure�of�the�EPS�in�the�F10�is
identical�to�that�in�the�E9x�and�is�explained�in�the�information�bulletin�entitled�"Electromechanical
power�steering�with�axial�parallel�arrangement�(EPS-APA)".
31
F10�Chassis�and�suspension.
5.�Steering.
5.1.1.�System�wiring�diagram
F10�System�wiring�diagram�for�basic�steering
32
F10�Chassis�and�suspension.
5.�Steering.
Index Explanation
1 EPS
2 Digital�Motor�Electronics�DME�or�Digital�Diesel�Electronics�DDE
3 Junction�box�electronics�with�front�power�distribution�box
4 Integrated�Chassis�Management,�ICM
5 Intelligent�battery�sensor�IBS.
6 Battery
7 Battery�power�distribution�box
8 Steering�column�switch�cluster�(SZL)
9 Instrument�cluster�KOMBI
10 Central�Gateway�Module,�ZGM
5.1.2.�System�overview
The�EPS�steering�enables�average�fuel�consumption�to�be�reduced�by�approx.�0.3�l/100�km�compared
to�a�conventional�hydraulic�steering�system.�This�contributes�to�a�reduction�of�CO2�emissions.
F10�EPS
33
F10�Chassis�and�suspension.
5.�Steering.
Index Explanation
1 Speed�reducer
2 Steering-torque�sensor
3 Track�rod
4 EPS�control�unit
5 Electric�motor�with�motor�position�sensor
The�EPS�steering�replaces�the�conventional�hydraulic�steering�system.�For�system-related�reasons,
the�EPS�steering�is�always�equipped�with�the�Servotronic�function.�Using�the�drive�dynamic�control
switch,�two�different�adjustments�can�be�retrieved:�"Normal"�and�"Sporty".
The�EPS�is�less�sensitive�to�disturbance�variables�such�as�bumpiness�and�steering�wheel�vibration.�It
also�contributes�to�the�driving�safety�of�the�F10�with�an�active�roll�damping.
Because�there�is�no�oil�in�the�EPS,�it�is�more�environmentally�friendly�than�conventional�hydraulic
steering�systems.
The�reverse�of�the�EPS�can�be�applied�freely.�This�allows�optimum�drivability�to�be�guaranteed.
The�EPS�also�allows�parking�assistance�to�be�implemented�for�the�first�time�in�a�BMW.�For�more
information�about�parking�assistance,�refer�to�the�information�bulletin�entitled�"F10�Assist�systems".
5.2.�Integral�Active�Steering
As�was�the�case�with�the�F01�and�F07,�the�optional�equipment�Integral�Active�Steering�in�the�F10
is�made�up�of�two�components:�the�rear�axle�slip�angle�control�HSR�and�the�active�steering�AL�on
the�front�axle.�Due�to�the�EPS,�which�is�used�for�the�first�time�in�the�F10,�an�innovation�has�been
implemented�here�with�regard�to�the�active�steering�on�the�front�axle.
The�components�of�Integral�Active�Steering,�active�steering�on�the�front�axle�and�rear�axle�slip�angle
control,�cannot�be�ordered�separately,�but�only�as�the�Integral�Active�Steering�package�(option�2VH).
34
F10�Chassis�and�suspension.
5.�Steering.
5.2.1.�System�wiring�diagram
F10�System�wiring�diagram�for�Integrated�Active�Steering
35
F10�Chassis�and�suspension.
5.�Steering.
Index Explanation
1 Active�Steering�lock
2 Active�Steering�electric�servomotor
3 Active�Steering�motor�angular�position�sensor
4 Dynamic�Stability�Control�(DSC)
5 Digital�Motor�Electronics�DME�or�Digital�Diesel�Electronics�DDE
6 Central�Gateway�Module,�ZGM
7 Control�unit�for�Active�Steering
8 Car�Access�System�CAS
9 Instrument�cluster�KOMBI
10 Steering�column�switch�cluster�(SZL)
11 Brake�light�switch�BLS
12 Front�power�distribution�box
13 Integrated�Chassis�Management,�ICM
14 Rear�right�power�distribution�box
15 Battery�power�distribution�box
16 Control�unit�for�rear�axle�slip�angle�control�HSR
17 HSR�actuator
18 Hall-effect�sensor
19 Track-rod�position�sensor
5.2.2.�Active�steering
With�the�optional�equipment�integral�active�steering,�the�steering�train�is�expanded�by�adding�a
planetary�gearbox�with�override�function,�which�implements�a�speed-dependent�steering�gear�ratio
that�was�already�introduced�with�the�E60.
36
F10�Chassis�and�suspension.
5.�Steering.
F10�EPS�with�active�steering
Index Explanation
1 Speed�reducer
2 Active�steering�lock
3 Steering-torque�sensor
4 Active�steering�servomotor�with�motor�position�angle�sensor
5 Track�rod
6 EPS�control�unit
7 Electric�motor�with�motor�position�sensor
In�the�F10,�electromechanical�power�steering�is�combined�for�the�first�time�with�the�active�steering
planetary�gearbox�with�override�function�already�familiar�from�the�F01.�As�a�result,�the�steering�is
implemented�completely�electrically.
Due�to�the�higher�weight�of�some�engines�and�the�higher�steering�forces�associated�with�this�due�to
the�greater�front�axle�load,�the�power�of�a�12V�steering�system�is�no�longer�sufficient.�For�this�reason,
an�EPS�with�24V�is�being�used�for�the�first�time�with�certain�engines�in�the�F10�in�conjunction�with�the
optional�Integral�Active�Steering�equipment.�The�following�table�tells�you�when�a�24V�EPS�is�installed.
Engine EPS�voltage�supply�(only�in�combination
with�option�2VH)
523i 12V
528i 12V
535i 12V
550i 24V
37
F10�Chassis�and�suspension.
5.�Steering.
Engine EPS�voltage�supply�(only�in�combination
with�option�2VH)
520d 12V
525d 24V
530d 24V
EPS�with�12V
Since�the�active�steering�demands�higher�forces�from�the�electromechanical�steering�and�higher
current�along�with�this,�the�voltage�supply�can�no�longer�be�implemented�in�the�old�familiar�way.
If�active�steering�is�used�in�a�vehicle�with�12V�EPS,�the�voltage�is�supplied�by�a�positive�battery
connection�point.
38
F10�Chassis�and�suspension.
5.�Steering.
F10�System�wiring�diagram�EPS�with�12V�and�active�steering
39
F10�Chassis�and�suspension.
5.�Steering.
Index Explanation
1 EPS
2 Positive�battery�connection�point
3 Сapacitor�box
4 Digital�Motor�Electronics�DME�or�Digital�Diesel�Electronics�DDE
5 Junction�box�electronics�with�front�power�distribution�box
6 Integrated�Chassis�Management
7 Battery�power�distribution�box
8 Intelligent�battery�sensor�IBS.
9 Battery
10 SBK�safety�battery�terminal
11 Steering�column�switch�cluster
12 Instrument�cluster�KOMBI
13 Central�Gateway�Module,�ZGM
EPS�with�24V
The�higher�weight�of�the�engines�in�the�BMW�525d,�530d�and�550i�result�in�a�higher�front�axle�load.
This�in�turn�causes�the�power�required�for�the�steering�servo�to�increase.�In�conjunction�with�the�active
steering,�an�even�higher�exertion�of�force,�and�therefore�an�even�higher�current,�are�required�of�the
steering�servo.�These�high�currents�made�it�necessary�to�increase�the�voltage�supply�of�the�EPS�to
24V.
This�requires�an�auxiliary�battery,�a�separator�and�a�charging�unit�for�the�auxiliary�battery.�These
components�are�installed�in�the�luggage�compartment�of�the�F10.
F10�24V�components
40
F10�Chassis�and�suspension.
5.�Steering.
Index Explanation
1 Battery
2 Separator
3 Auxiliary�battery
4 Charging�unit�for�auxiliary�battery�(Battery�Charge�Unit�BCU)
The�following�system�wiring�diagram�shows�the�integration�of�the�new�components�into�the�vehicle
electrical�system.
41
F10�Chassis�and�suspension.
5.�Steering.
F10�System�wiring�diagram�EPS�with�24V�and�active�steering
42
F10�Chassis�and�suspension.
5.�Steering.
Index Explanation
1 EPS
2 Digital�Motor�Electronics�DME�or�Digital�Diesel�Electronics�DDE
3 Junction�box�electronics�with�front�power�distribution�box
4 Integrated�Chassis�Management,�ICM
5 Separator
6 Charging�unit�for�auxiliary�battery�(Battery�Charge�Unit�BCU)
7 Rear�right�power�distribution�box
8 Auxiliary�battery
9 Intelligent�battery�sensor�IBS.
10 Battery
11 Battery�power�distribution�box
12 Steering�column�switch�cluster�(SZL)
13 Instrument�cluster�KOMBI
14 Central�Gateway�Module,�ZGM
The�charging�unit�takes�over�the�monitoring�of�the�state�of�charge�and�the�charging�of�the�auxiliary
battery�with�a�DC/DC�converter.�Aside�from�this,�it�monitors�a�cable�sheath�of�the�24V�line�and
various�other�preconditions�and�switches�the�relay�in�the�separator�with�which�the�auxiliary�battery�is
integrated�into�the�circuit.�The�EPS�is�supplied�with�24V�only�after�this�relay�has�been�switched.�In�the
event�of�a�fault,�the�EPS�can�also�be�operated�with�12V.�If�there�is�no�fault,�the�relay�in�the�separator�is
switched�as�of�terminal�15.
The�24V�line�is�routed�on�the�vehicle�floor.�It�is�surrounded�by�a�cable�sheath�that�is�monitored�by�the
charging�unit.
The�following�system�wiring�diagram�details�show�the�various�switch�situations�and�the�charging�of�the
auxiliary�battery.
43
F10�Chassis�and�suspension.
5.�Steering.
F10�24V�operation�of�the�EPS
Index Explanation
1 Battery�power�distribution�box
2 Battery
3 Intelligent�battery�sensor�IBS.
4 Separator�(here:�24V�operation)
5 Charging�unit�for�auxiliary�battery�(Battery�Charge�Unit�BCU)
6 Rear�right�power�distribution�box
In�24V�operation,�the�battery�and�the�auxiliary�battery�are�switched�in�series�by�the�relay�in�the
separator.�As�a�result,�the�EPS�can�be�operated�with�24V.
44
F10�Chassis�and�suspension.
5.�Steering.
F10�12V�operation�in�the�event�of�a�fault
Index Explanation
1 Battery�power�distribution�box
2 Battery
3 Intelligent�battery�sensor�IBS.
4 Separator�(here:�12V�operation)
5 Charging�unit�for�auxiliary�battery�(Battery�Charge�Unit�BCU)
6 Rear�right�power�distribution�box
In�the�event�of�a�fault�or�before�terminal�15,�the�separator�is�in�the�12V�position.�The�auxiliary�battery�is
no�longer�switched�in�series�and�is�no�longer�in�the�circuit.
45
F10�Chassis�and�suspension.
5.�Steering.
F10�Charging�of�the�auxiliary�battery�in�24V�operation
Index Explanation
1 Battery�power�distribution�box
2 Battery
3 Intelligent�battery�sensor�IBS.
4 Separator�(here:�24V�operation)
5 Charging�unit�for�auxiliary�battery�(Battery�Charge�Unit�BCU)
6 Rear�right�power�distribution�box
The�auxiliary�battery�can�be�charged�in�24V�operation�using�the�charging�unit�for�the�auxiliary�battery.
To�do�so,�the�charging�unit�takes�the�energy�it�uses�for�charging�the�auxiliary�battery�from�the�vehicle
electrical�system�via�the�rear�right�power�distribution�box.
46
F10�Chassis�and�suspension.
5.�Steering.
F10�24V�components�and�line�routing
Index Explanation
1 Charging�unit�for�auxiliary�battery�(Battery�Charge�Unit�BCU)
2 Separator�and�auxiliary�battery
3 Battery
4 EPS�with�active�steering
5.2.3.�Rear�suspension�slip�angle�control
The�rear�axle�is�equipped�with�integral�active�steering,�thus�increasing�the�comfort�and�driving
dynamics.�For�the�exact�operating�principle�of�the�integral�active�steering,�refer�to�the�information
bulletin�entitled�"Transverse�dynamic�systems�F01/F02".�The�components�of�Integral�Active�Steering,
front�active�steering�on�the�front�axle�and�rear�axle�slip�angle�control,�cannot�be�ordered�separately,�but
only�as�the�Integral�Active�Steering�package�(option�2VH).
47
F10�Chassis�and�suspension.
6.�Dynamic�driving�systems.
6.1.�Force-transfer�directions
The�driving�stability�control�systems�can�be�distinguished�by�their�basic�force-transfer�directions.
Driving�stability�control�systems�can�act�both�in�and�around�an�axis�of�the�vehicle-fixed�co-ordinate
system�X,�Y�and�Z.
6.2.�Dynamic�Stability�Control
The�DSC�prevents�spinning�of�the�drive�gears�when�starting�up�and�when�accelerating.
The�DSC�also�identifies�unstable�driving�conditions,�such�as�the�rear�end�breaking�off�or�pushing�via
the�front�wheels.�The�DSC�helps�to�keep�the�vehicle�on�a�safe�course�by�reducing�the�engine�output
and�by�brake�interventions�on�the�individual�wheels�within�the�physical�limits.
It�always�remains�the�responsibility�of�the�driver�to�adapt�his�or�her�driving�style.
Even�with�the�DSC,�the�laws�of�physics�still�apply.
Do�not�impair�the�additional�safety�features�by�driving�dangerously�
The�term�DSC�and�its�control�unit,�which�is�attached�to�the�hydraulic�block,�includes�many�individual
functions�that�are�listed�in�the�following�table.
48
F10�Chassis�and�suspension.
6.�Dynamic�driving�systems.
Function Subfunction Description
ABS Antilock�Brake�System
EBV Electronic�brake�force�distribution
CBC Cornering�Brake�Control
DBC Dynamic�Brake�Control
ASC Automatic�Stability�Control
MMR Engine�torque�control
MSR Engine�drag�torque�control
BMR Brake�torque�control
DSC Dynamic�Stability�Control
GMR Yaw�moment�control
SDR Thrust�differential�control
DTC Dynamic�Traction�Control
The�DSC�can�be�operated�in�three�modes:
• Normal�operation
• Dynamic�Traction�Control�DTC
• DSC�OFF.
49
F10�Chassis�and�suspension.
6.�Dynamic�driving�systems.
6.3.�Electronic�Damper�Control�EDC
F10�Components�of�the�VDM
Index Explanation
1 VDM�control�unit
2 Drive�dynamic�control�switch
3 ICM�control�unit
4 EDC�satellite,�front�left
5 EDC�control�valve�for�rebound
6 EDC�control�valve�for�pressure�stage
The�F10�uses�the�Vertical�Dynamics�Management�VDM�with�the�integrated�function�Electronic
Damper�Control�EDC.�In�the�large�series�beginning�with�the�F01/F02,�the�EDC�is�also�called�the
Vertical�Dynamics�Management�VDM.�The�VDM,�which�was�introduced�with�the�E70/E71,�has
been�consistently�further�developed�for�the�F01/F02�and�now�for�the�F10.�During�this�process,�the
servomotor�of�the�shock�absorber�and�the�sensors�on�the�shock�absorber,�known�as�satellites,�are
connected�to�the�VDM�control�unit�via�FlexRay.
The�EDC�and�the�Dynamic�Drive�ARS�for�the�vehicles�BMW�535i,�BMW�550i�and�BMW�530d�are
available�only�in�combination�as�Adaptive�Drive�(option�2VA).�For�all�other�engine�models,�the�EDC�can
also�be�ordered�individually�as�optional�equipment�(option�223).
For�more�information�about�EDC,�refer�to�the�information�bulletin�entitled�"Vertical�dynamics�systems
F01/F02".
50
F10�Chassis�and�suspension.
6.�Dynamic�driving�systems.
6.4.�Dynamic�Drive�ARS
Dynamic�Drive�has�been�introduced�for�the�first�time�in�the�E65/E66.�In�the�BMW�535i,�BMW�550i�and
BMW�530d,�it�is�available�as�Adaptive�Drive�(option�2VA)�and,�like�the�EDC�(VDM),�is�also�mapped�as�a
function�in�the�VDM�control�unit.
For�more�information�on�Dynamic�Drive,�refer�to�the�information�bulletin�entitled�"Vertical�dynamics
systems�F01/F02".
51
F10�Chassis�and�suspension.
6.�Dynamic�driving�systems.
F10�System�wiring�diagram�for�Adaptive�Drive
52
F10�Chassis�and�suspension.
6.�Dynamic�driving�systems.
Index Explanation
1 Electronic�Damper�Control�satellite,�front�left
2 Dynamic�Stability�Control
3 Hydraulic�fluid�level�sensor
4 Intake�restrictor�valve
5 Electronic�Damper�Control�satellite,�front�right
6 Digital�Motor�Electronics/Digital�Diesel�Electronics
7 Dynamic�Drive�valve�block
8 Front�suspension�pressure�sensor/rear�suspension�pressure�sensor
9 Shift-position�sensor
10 Failsafe�valve,�direction�valve�and�low�pressure�control�valve
11 Vertical�Dynamics�Management
12 Front�power�distribution�box
13 Electronic�Damper�Control�satellite,�rear�right
14 Electronic�Damper�Control�satellite,�rear�left
15 Integrated�Chassis�Management
16 Ride-height�sensor,�rear�left
17 Ride-height�sensor,�front�left
18 Ride-height�sensor,�front�right
19 Ride-height�sensor,�rear�right
20 Connection�for�handling�setting�switch
21 Steering�column�switch�cluster
22 Instrument�cluster
23 Central�Gateway�Module
53
F10�Chassis�and�suspension.
6.�Dynamic�driving�systems.
6.5.�Handling�setting�switch
F10�Centre�console
Index Explanation
1 Handling�setting�switch
2 Controller
54
F10�Chassis�and�suspension.
6.�Dynamic�driving�systems.
F10�Drive�dynamic�control�switch
Index Explanation
1 Drive�dynamic�control�switch�for�equipment�without�Adaptive�Drive
2 Drive�dynamic�control�switch�for�equipment�with�Adaptive�Drive
In�the�F10,�too,�all�drive�and�driving�stability�controls�and�driving�stability�control�systems�are
controlled�in�combination�via�the�drive�dynamic�control�switch.�The�operating�principle�is�identical�to
that�in�the�F01.�For�vehicles�with�Adaptive�Drive�(option�2VA),�four�stages�are�available.�For�vehicles
with�Adaptive�Drive�(option�2VA),�the�"Comfort"�stage�is�omitted�and�three�stages�are�available.�The
drive�dynamic�control�switch�is�then�labelled�with�"Normal"�accordingly.�Additionally,�three�different
modes�of�the�DSC�can�be�configured.
Sport�mode�can�be�adapted�using�the�controller.
F10�Sport�mode�adaptation
You�can�determine�whether�the�sport�mode�is�to�apply�to�the�chassis�and�suspension�only,�to�the�drive,
or�to�both�simultaneously.
55
F10�Chassis�and�suspension.
6.�Dynamic�driving�systems.
6.5.1.�Dynamic�driving�programs
For�vehicles�without�EDC
For�vehicles�with�EDC
56
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