BMW 7 Series: Turning Lights

The turning light function is available only in connection with the option Adaptive Headlight. In addition to the adaptive headlights, the turning light additionally illuminates the area in front of and beside the vehicle.

The turning light makes it possible to recognize persons or traffic situations earlier in the turn-off area.

Parameters such as the steering angle and vehicle speed are taken into account for the turning light function.

Fig. 61: Fundamental Illumination With Turning Light F01/F02

TURNING LIGHT ILLUMINATION CHART

1. Without turning light
2. With turning light

Condition for Switching the Turning Light on and off

The low beam headlight must be switched on by the automatic driving light control function for the turning light to be activated. The turning light is activated only under the following conditions.

Function matrix for activation of the turning light:

CONDITION FOR SWITCHING TURNING LIGHT ON AND OFF

NOTE: The turning light is no longer switched off if only one signal fails, e.g. due to a defect.

The turning light is equipped with an overheating protection. Therefore the turning light may be briefly deactivated when it is used for a long time.

US Version

In the US version, both turning lights are switched on when reverse gear is engaged. The turning light can be activated up to speed below 40 kph (25mph).

Turning lights at speeds up to 70 kph (43 mph)

In very tight corners with a radius of less than 100 m, the turning light function can now be activated for even better illumination at speeds up to 70 kph (43 mph). This is particularly helpful on switchback roads. The function is activated if the steering wheel is turned to an appropriate angle.

NOTE: The turning light function can be activated below 40 kph (25 mph) by switching on the turn-signal indicator or turning the steering wheel by an appropriate amount.

Input parameters:

• Headlights switched on by automatic headlights function
• Steering angle
• Road speed
• Light switch in automatic driving light control position.

Adaptive Headlight-range Adjustment System

The adaptive headlight-range adjustment system is designed for driving through dips and over crests.

When driving through a dip the headlight beam throw is increased. The headlights are moved up a small amount. The driver can see further and oncoming vehicles are not dazzled. Obstacles on the roadway can therefore be detected earlier than with earlier headlight systems. This allows an early reaction to obstacles and initiation of any evasive action that may be required.

BMW makes an active contribution to safer driving with the adaptive headlight-range adjustment system.

Fig. 62: Driving Through Dip

When driving over a crest the beam pattern produced by the headlights is slightly lowered. Oncoming vehicles are not dazzled as much as with normal headlights. This contributes towards better road safety.

Fig. 63: Driving Over Crest

ADAPTIVE HEADLIGHT-RANGE ADJUSTMENT SYSTEM

1. Vehicle without the adaptive headlight-range adjustment system without raising or lowering the headlights
2. Vehicle with the adaptive headlight-range adjustment system, headlights slightly raised or lowered

The red line shows the eye level of the oncoming traffic. The eye level is the location of the eyes when driving through a dip or over a crest.

NOTE: In the figurative sense, the adaptive regarded as being adaptive headlights rotated headlight-range adjustment system can be by 90º.

Dip and Crest

The graphic illustrates the terms dip and crest as they are used in the road traffic engineering field.

Start of a Crest

When driving over a crest data on the incline angle of the crest are needed. Otherwise the crest can not be detected. Therefore the light is lowered with a short delay at the start of a crest.

Fig. 64: Identifying Dip And Crest

DIP AND CREST REFERENCE CHART

1. Crest
2. Dip

End of a Crest

The cumulative negative change to the incline angle is used to detect that the end of a crest is being approached.

The headlights are lowered for driving over the crest. If the headlights were to remain in this position the light would illuminate the "ground" after a crest. In order to avoid this situation occurring, the footwell module switches the headlights back to the normal beam angle before the end of the crest.

Fig. 65: Vehicle At End Of Crest

CREST END

1. Headlights with normal beam angle at the end of a crest

System Overview

Fig. 66: Overview Of Adaptive Headlight-Range Adjustment System

COMPONENTS DESCRIPTION CHART

1. Dynamic Stability Control intervention
2. ABS system intervention
3. Automatic Stability Control intervention
4. Rain/light/solar/condensation sensor
5. Light Switch in Position "A"
6. Poor route detection system
7. Footwell Module (FRM)
8. Headlight activation adaptive headlight range adjustment system

Functional Principle

The adaptive headlight-range adjustment system only becomes active when the light switch is in position "A" and the driving lights have been switched on by the rain/light/solar/condensation sensor.

Raising or lowering of the headlight beam pattern is based to a great extent upon the calculation of two signals.

The signals are the driving speed as well as the longitudinal acceleration of the vehicle. These signals are used to calculate the incline and respectively the downhill gradient compared with the horizon. The footwell module continuously imports the signals via the K-CAN2 and uses them to calculate the current values for the adaptive headlight-range adjustment system. The values correspond to the incline angles over the time period. The incline angles may be positive, negative or zero. The difference between the individual incline angles is used by the footwell module to calculate whether it is necessary to adjust the headlights.

The signal from the ride-height sensors is incorporated into the calculation. This allows the pitch angle of the vehicle body, due to a vehicle load for instance, to be included in the calculation.

Data from the longitudinal acceleration sensor and the ride-height sensors are output through the integrated chassis management via the FlexRay. Data for the driving speed are provided by the integrated chassis management also via the FlexRay. The central gateway module transfers the data from the FlexRay to the KCAN2.

The footwell module receives the data via the K-CAN2.

NOTE: The integrated chassis management contains the sensors for the longitudinal and lateral acceleration of the vehicle as well as the yawrate sensor.

Signals from the wheel speed sensors are registered by the Dynamic Stability Control for the driving speed signal. The Dynamic Stability Control outputs the data to the FlexRay. The integrated chassis management generates the driving speed signal from the data and makes the signal available to the vehicle electrical and bus systems. 1

Beam throw adjustment is soft to avoid the eyes becoming tired or irritated.

Fig. 67: Identifying Incline Angle Of Adaptive Headlight-Range Adjustment System F01/F02

ADAPTIVE HEADLIGHT-RANGE ADJUSTMENT SYSTEM AXIS CHART

1. Horizontal axis
2. Positive or negative incline (negative incline is the downhill gradient)

Short-term function deactivation

In unfavorable, situations the light emitted by the headlights may be set incorrectly by the adaptive headlight-range adjustment system. One consequence of this could be dazzling of oncoming traffic. Therefore the footwell module interrupts the function for a short time to protect other road users.

The following conditions interrupt the function for a short time:

• Signal from the Dynamic Stability Control
  • Control intervention by the antilock braking system
  • Control intervention by the Automatic Stability Control
  • Control intervention by the Dynamic Stability Control
• Signal from the longitudinal acceleration sensor in the integrated chassis management
  • Very high longitudinal acceleration
• Signal from the footwell module from the dynamic beam throw adjustment system
  • Poor-route detection system signals uneven road.

Remote Light

The Remote Light function is the Vehicle Finder visual signalling. The driving lights are switched on for the signalling.

Switch-on conditions

The Remote Light function can be requested via the telematics service provider. The request is only carried out if the battery has not yet reached the limit for starting. The vehicle must be stationary and the engine switched off.

Switch-off conditions

Remote Light can be switched off by the following conditions:

• Battery has reached the limit for starting
• Interior light button is pressed
• Change in status of a Hall sensor in the door contacts
• Renewed request Start of a new sequence for the Remote Light function
• Remote Light time expired
• Terminal status change, START-STOP button pressed.

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