BMW X5 2002 E53 DSC System Workshop Manual

TABLE OF CONTENTS
Subject Page
Dynamic Stability Control (DSC III) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
Corner Braking Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Electronic Brake Proportioning (EBV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Dynamic Braking System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
DSC New Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
DSC New Feature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
Control Module Hydraulic Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Rotation Rate/Transverse Acceleration Sensor . . . . . . . . . . . . . . . . . . . . . . . .19
Brake Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
DSC III Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Steering Angle Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Brake Fluid Level Warning Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24

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DYNAMIC STABILITY CONTROL (DSC III)
DSC FOR THE X5
INTRODUCTION
The X5 is equipped with DSC III for its stability control system. The components are the
same as the DSC III system (version 5.7) currently installed in the E38/E39 vehicles.
However the software and programming are changed to allow for new functions associat-
ed with all wheel drive and off-road use.
New/changed functions of the DSC III include:
• New Hill Decent Control (HDC) function
• New Differential Brake Control (ABD) function
• Changed traction control function
• Changed ABS function
DSC - X5 OVERVIEW
The DSC system for the X5 provides all of the functions and features of the DSC III system
currently in the E38/E39 vehicles. these functions/features include:
• Maintaining traction under all driving conditions
• Maintaining the directional Control (Longitudinal Stability)
• Providing Lateral Stability (Correction for oversteer/understeer)
• Providing Corner Braking Control (CBC)
• Providing Dynamic Braking System features of - Dynamic Braking Control and
Maximum Braking Control (DBC and MBC)
• Providing Electronic Brake Proportioning (EBV)

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TRACTION CONTROL SYSTEM OVERVIEW (ASC)
THEORY OF TRACTION CONTROL
Traction Control Systems are referred to as Automatic Stability Control (ASC), Automatic
Stability + Traction Control (ASC+T), Dynamic Stability Control (DSC) or All Season Traction
(marketing term). The traction control system has gone through several changes since its
introduction in Model Year 1988. While each new version offered new innovations, the prin-
ciple of traction control remains the same for any of these versions.
The link between the vehicle and its driving environment is established by the frictional con-
tact between the tires and the road surface. The ability to control the vehicle while driving,
is lost as a result of excessive wheel spin or slip if either rear tire exceeds its ability to:
• Maintain traction
• Accept side forces to maintain directional control (lateral locating forces)
The primary function of the traction control system is to maintain traction and stability of the
vehicle regardless of the road surface condition. This is achieved by reducing the drive
torque applied to the rear wheels or pulsing the rear wheel brakes to eliminate wheel slip
depending on the version of traction control installed.
The electronics for traction control operation are incorporated in the ABS control module
and share many of the same components and sensors. The module determines the speed
of the vehicle through a calculated average of the four wheel speed sensor inputs. Wheel
slip/spin is then recognized by comparing the speed of the driven wheels to the front
wheels.
A critical slip ratio of greater than 5% between the wheels will cause the traction control regu-
lation to begin. This slip ratio is established when the control module detects a wheel speed
difference of 2 MPH or higher.

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THEORY OF ELECTRONIC CONTROL
An electronic control system is used because of its ability to react quicker and more pre-
cisely than the driver. It backs up the driver’s decisions and contributes to active safety,
even under extreme driving conditions.
Advantages:
• optimum traction at all speeds
• increased stability by retaining lateral (side to side) locating forces.
NOTE: The system is limited to the extent that no system can overcome the laws
of physics.

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6
DYNAMIC STABILITY CONTROL (DSC II)
Dynamic Stability Control II (DSC II) is a further development to the ABS/ASC+T5 traction
control system. DSC I was introduced in other markets on the E32 and E31 vehicles with
the M70 engine.
The DSC system is designed to improve the lateral stability of the vehicle in all driving situ-
ations. Whereby ASC+T is primarily designed for longitudinal stability and providing the
optimum traction for driving off, DSC adds lateral stability control to the already proven sys-
tem.
For any given turning angle and speed of the vehicle, there is a set difference between the
rotational speeds of the front wheels. If the rotational speeds of the front wheels vary from
this set difference, it means the vehicle is understeering or oversteering through the turn.
This could lead to an unstable condition and possible loss of control.
The DSC system is designed to monitor this rotational difference and react to any changes
or deviations that might possibly occur. The DSC provides ASC control for the vehicle while
driving through corners or any time the vehicle is not moving straight ahead.
In essence, the ASC+T5 becomes a Dynamic Stability Control System with this added fea-
ture.

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DYNAMIC STABILITY CONTROL (DSC III)
All of the familiar braking and straight line traction control features and system communi-
cation carry over from DSC II. Based on select high/select low logic, the DSC III control
module selects a vehicle stabilizing strategy based on the specific input signal values it is
monitoring at the moment. For all DSC strategies this begins with engine intervention to
reduce torque:
•For the 750iL this is handled via CAN communication, DSC III to EML to minimize the
throttle angle of the DK motors (750iL). For the 740i/iL and 540iA this is handled by
direct DSC III activation of the ADS II throttle housing.
• If additional torque reduction is necessary, DSC III informs DME over CAN to:
• Retard ignition timing
• Shut down the fuel injection to individual cylinders
DSC III monitors under/oversteer conditions through the following components:
• The driver’s desired steering angle - steering angle signal over CAN bus.
• Vehicle speed and speed differential at front wheels - wheel speed sensors
• Dynamic forces of lateral acceleration and yaw placed on the vehicle. This is possible
with two new components which are discussed further on. The results are as follows:

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The expanded hydraulic control of individual wheel circuits is apparent when stabilizing a
vehicle exhibiting an oversteer condition as follows:
Transmission system intervention also occurs during any ASC/DSC regulating phase.
Through CAN bus communication the AGS control module is informed to delay any gear
changes during regulation. This prevents any unwanted driveline dynamic changes during
DSC regulation.
Though DSC III provides state of the art, electronic correction of undesirable vehicle han-
dling characteristics, it is important to remember vehicle stability is always subject to the
physical laws of centrifugal force and extreme road conditions. Good judgement and
common sense on the part of the driver are still required.

CORNER BRAKING CONTROL (CBC)
Corner Braking Control (CBC) was an additional feature first added to the ASC/5 system of
the E39 at introduction. CBC improves stability control while braking through curves.
As the vehicle enters a curve, the weight of the car shifts to the outside of the curve. With
non CBC equipped vehicles if the driver brakes while driving through a curve an equal
hydraulic force is applied to each wheel. Though the pressure is equal, the braking effort
is unequal at the tire footprint due to the increased weight of the vehicle on the outside
curve.
With a CBC equipped sys-
tem, the feature regulates
the apply pressure to the
wheels based on the turn-
ing angle (curve recogni-
tion). When the driver
brakes in the same situa-
tion, an unequal hydraulic
pressure is applied to each
side of the vehicle.
Though the apply pressure
is unequal, the dynamic of
the vehicle’s weigh transfer
compensates for the
unequal apply pressure, as
a result braking effort is
equal at the tire footprint.
The ASC control module
monitors the speed signals
from all four wheels to
determine when this regu-
lation is required.
This is a feature found on
vehicles equipped with the
Dynamic Stability Control
System (DSC), however
this ASC/5 system does
not incorporate full DSC
control.
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10
ELECTRONIC BRAKE PROPORTIONING (EBV)
Electronic brake proportioning allows the DSC system to adjust the braking force to the rear
wheels based on the vehicle’s loading to maximize the braking force at all wheels.
The DSC control module monitors the wheel speed sensors inputs when the brakes are
applied, for activation of this feature. The control module compares the speed at which the
front and rear axles are slowing down to determine vehicle loading.
If the rear axle is slowing at a similar rate to the front, it indicates that the vehicle is loaded
and more braking force can be applied to the rear calipers to slow and stop the vehicle.
If the decel rate of the rear axle is much less than the front, the vehicle is lightly loaded and
less force can be applied to the rear. If the same force were applied, then the vehicle could
become unstable.
OPERATION
The values for the decel rate are programmed in the DSC control module. Equal force will
be applied to the front and rear axles until the threshold values are exceeded. At this point,
the DSC control module will cycle the inlet valves at the rear calipers to reduce the braking
force on the rear axle.