316i DSC 02r

[maciej e46]

witam jak całkowicie wyłączyć DSC ??? bo jak raz nacisnę przycisk DSC to chyba nie jest całkowicie wyłączone.. pozdrawiam:)

[sfinks311]

A jak dłuzej przytrzymasz??

[sampras]

Przytrzyaj przycisk dluzej (ponad 3 sec) az zapali sie zolta kontrolka recznego

[maciej e46]

no i malina dsc wyłączone dzięki :)

[ziomekthx]

U mnie nie zapala sie dodatkowa żółta kontrolka recznego a przycisk DSC musze przytrzymać 20s żeby wyłaczyć całkowicie system. Zeby go ponownie wł musze ponownie uruchomic auto

[Grindhouse]

Nie trzeba trzymać aż 20 sekund i nie trzeba ponownie uruchamiać auta.

[maciej e46]

no u każdego widocznie troszkę inaczej:)a włącza się po ponownym uruchomieniu auta..

[maciej e46]

a kiedyś miałem taką sytuację byłem w lesie jechałem po piasku miałem włączone DSC auto kilka razy przemieliło spadło z obrotów i samoczynnie DSC się wyłączyło i żółta kontrolka od ręcznego też się świeciła a DSC nie dało się wyłączyć,a następnego dnia wszystko wróciło do normy:)

[Grindhouse]

Nie trzeba ponownie uruchamiać auta żeby włączyć DSC, temat już był kiedyś poruszany tutaj, na forum :P

[maciej e46]

czemu Grindhouse mówisz ze nie trzeba ponownie uruchamiać auta??? to jak spowrotem włączyć DSC???

[maniek21112]

Ponownie wcisnąć przycisk i chyba trochę przytrzymać aż zgasną, albo od razu nie pamiętam dokładnie :roll:

[dxtr71]

Wystarczy jeszcze raz nacisnąć krótko i się włącza. Masz zwalony przycisk kolego albo coś w samym systemie DSC.

Schemat jest taki - raz wciskasz masz tylko ASC, przytrzymasz dłużej, dwie ikonki i zero systemów. Potem raz wciskasz krótko i masz wszystko załączone.

 

Ot cała filozofia.

[Grindhouse]

Dokładnie tak jak mówią koledzy, wystarczy raz nacisnąć przycisk DSC i system jest ponownie włączony :)

[guzior2]

Nie trzeba ponownie uruchamiać auta żeby włączyć DSC, temat już był kiedyś poruszany tutaj, na forum :P

 

No własnie temat był poruszany a chyba nie wiele z niego pamiętasz, dla przypomnienia wklejam cytat Rogera.

 

 

 

 

 

Witam

Panowie mieszacie ze sobą systemy !

Czym się różni ASC+T od ASC i ASC+ DSC ??

 

Wszystkie E46 są wyposażone w ABS i ASC przycisk z napisem „ASC”

DSC znane z E38 i E39 pojawiło się w E46 jako wyposażenie dodatkowe.

Wtedy mamy przycisk „DSC”.

Jeśli w aucie jest przycisk z napisem ASC wtedy auto nie ma DSC.

O tym na końcu. :ok:

 

W zależności od opcji silnikowej ASC jest zintegrowane z ABS.

 

 

4-cylindrowy modele (M43) : ABS / ASC (kontrola hamulców z kontrola pracy silnika bez interwencji w sterowanie przepustnicą)

 

4-cylindrowy modele M47 modele: ABS / ASC z interwencją hamulców i kontrolą ilości paliwa .

 

6-cylindrowy modele M52 m : ABS / ASC system (kontrola hamulców z kontrola pracy silnika i interwencja w sterowanie przepustnicą)

 

W opcji zintegrowanej pojawiły się funkcje:

 

Kontroli hamowania na zakrętach czyli-(CBC) kontrola hamowania na zakrętach stabilizuje pojazd podczas hamowania przy jeździe w zakręcie.

 

Elektroniczny rozdział siły hamowania czyli- (EBV) kontroler EBV funkcja spowolnienia przednich i tylnych kół .Układ porównuje obciążenie przy hamowaniu każdego z kół .W ten sposób siła hamowania mże być optymalnie dostosowana do odpowiednich warunkach obciążenia.

 

ASC wiemy jak działa –ogranicza moment obrotowy i powoduje że koła nie „ mielą” załącza się kiedy sterownik zauważy różnice prędkości kół tylnych.

 

Więc wnioski : ABS i ASC w większości przypadków są zespolone wtedy mamy „ASC” i posiadamy wyżej wymienione funkcję czyli CBC i EBV dlatego pojawiło się określenie „ASC+T” i wiemy teraz co oznacza „ T” to CBC i EBV

 

Ale jeśli są zintegrowane sterowniki ABS i ASC to są też zapewne nie zintegrowane.

Te nie zintegrowane jak łatwo się domyśleć dawały tylko ABS i tylko ASC. I również był przycisk "ASC"

 

Ktoś zada pytanie więc jak to poznać co mamy ?

 

Tutaj musimy przejść do czarodziejskich lampek w naszym „liczniku” i poznać co kiedy się zapala i co oznacza.

 

Trzy lampki znajdują się w zestawie wskaźników służą do monitorowania różnych funkcji:

 

- Lampka ABS (ABS pomarańczowy napis)

 

- Lampka ASC (pomarańczowy trójkącik)

 

- Lampka ABL (ogólne lampka ostrzegawcza hamulca) czerwony wykrzyknik ale może świecić na pomarańczowo

 

I zaczynamy:

 

Lampka ABS jest włączana na 2sek. Po włączeniu zapłonu jeśli układ ABS od strony elektronicznej jest sprawny –gaśnie .Nie gaśnie gdy jest awaria.

Nie zapala się i nie mruga gdy system jest sprawny nawet gdy hamujemy czujemy ABS lampka nie daje znaku życia

Zapali się również gdy moduł ABS nie będzie miał komunikacji z ASC.

Ale wtedy zapali się również lampka ASC.

 

Lampka ASC jest włączana na 2sek. Po włączeniu zapłonu jeśli układ ASC od strony elektronicznej jest sprawny –gaśnie .Nie gaśnie gdy jest awaria.

Lampka mruga z częstotliwością 3Hz kiedy układ jest w stanie pracy (czyli kiedy jest ograniczany np. moment obrotowy)

 

Lampka się świeci kiedy układ ASC zostanie wyłączony na wskutek naciśnięcia przycisku „ASC” wtedy nie działa ograniczanie momentu obrotowego.

 

 

I kluczowa dla większości kolegów lampka:

Lampka ABL (ogólne lampka ostrzegawcza hamulca) monitoruje trzy różne funkcje i zapala się gdy!!!

Hamulec ręczny jest zaciągnięty (na czerwono)

Poziom płynu hamulcowego w zbiorniku jest zbyt niski

Gdy system CBC i EBV są wyłączone. A można je wyłączyć przytrzymując dłużej przycisk „ASC” (zapala się na pomarańczowo)

Czerwony wykrzyknik (lampka ABL) nie zapali się pomarańczowo wszystkim tym którzy nie posiadają potocznie nazywanego „T” czyli CBC i EBV pomimo dłuższego przytrzymania przycisku "ASC"

 

Dodam że wszystkie zawory systemu ABS i ASC są aktywowane i gotowe do działania po przekroczeniu 20km/h.

Dodatkowo system ASC+T w pojazdach z automatyczna skrzynią ma powiązanie z sterownikiem skrzyni i potrafi w razie potrzeby zmienić w górę lub w dół bieg.

System ten w zależności od potrzeby potrafi sam :

ograniczyć moment obrotowy silnika

ale jeśli to będzie mało przyhamować odpowiednie koło na osi tylnej.

 

Podobno w opcji bez „T” przy zmianie sterownika ABS na zintegrowany z ASR po odpowiedniej aktualizacji softu uzyskujemy „T”

 

Mam nadzieję że wyczerpałem temat na max.

Jeśli ma ktoś coś do dodania naturalnie będę rad.

 

DSC to trochę inna bajka- jeśli nie masz na przycisku napisane „DSC” nie masz tego systemu o nim innym razem.... Dodam że DSC to połączenie ABS +ASC+ CBC + EBV +dodatkowych możliwości kontroli odchylenia auta,przyśpieszenia wzdłużnego , bocznego i innych .Co umożliwia działania bardziej złożone niż opisane powyżej. :ok:

 

Pozdrawiam Krzysiek

 

 

Witam

W swoim poprzednim poście odniosłem się do ASC ..... Jak widać zainteresowało to parę osób (fajnie) Obiecałem również napisać coś o DSC i wspomniałem że system jest bardziej złożony wiedziałem że będzie sporo pisania i przede wszystkim tłumaczenia z angielskiego..........Wtedy pomyślałem że jeśli znajdę czas napiszę (czemu nie) zrobię jak poprzednim razem- wyciągnę najistotniejsze informacje z WDS BMW Wiring Diagram System streszczę i napełnię informacjami żądnych wiedzy forumowych kolegów.

 

Dzisiaj przysiadłem do materiału i zabrałem się za pracę.................... Po wyciągnięciu z WDS informacji ogarnąłem w wzrokiem temat.

 

Szczena mi jednak opadła . Materiał jest dość złożony zawiera wiele istotnych informacji ,opisuje zasadę działania i generalnie wszystko co jest związane z trakcją w naszych samochodach. Myślę że samo streszczenie pochłonęło by sporo czasu (pomijam fakt że często w tekście są stosowane określenia techniczne na które nie znam polskich odpowiedników)

 

Potraktowanie materiału translatorem nawet tym z google tylko częściowo załatwia problem (można sporo wyczytać ) jednak wstydził bym się zamieszczać tu tłumaczenie wykonane przez automat z wiadomych względów. Do poprawiania i odpowiedniej interpretacji nie jestem wystarczająco dobry z angielskiego.

 

Dlatego postanowiłem że przekleję istotne informację i umożliwię wszystkim indywidualne tłumaczenie materiału.

Zdaję sobie sprawę z tego że sporo osób odpuści czytanie ,jednak szczerze zachęcam bo wiedzy każdemu przybędzie.

Apeluję również do kolegów posługujących się biegle angielskim........... może znajdzie się ktoś kto mądrze przetłumaczy te informacje (wystarczy że całość będzie się bronić merytorycznie) i wklei tu obrobiony materiał.

Wiedza zawarta w nim chyba jeszcze nie wypłynęła na żadnym z for i sądzę że zadowoli najbardziej wnikliwych kolegów.

 

Pozdrawiam wszystkich.. Krzysiek

Mała sugestia ...........może warto przemoderować temat i dodać do tytułu jeszcze DSC

 

 

START

 

 

DSC III Mk20EI

 

The ABS/ASC control unit takes into consideration the longitudinal slip in order to ensure stable driving characteristics when braking and accelerating.

 

The DSC system also takes into account the effects of transverse dynamics, i.e. vehicle instabilities which may occur while cornering, and initiates stabilizing actions.

DSC variants

 

DSC III is available as an optional extra on the E46

System overview DSC III

 

The DSC III in the E46 consists of the following components:

 

- Hydraulic unit with control unit (combined as with ASC)

 

- 4 wheel speed sensors with corresponding pulse wheels

 

- Prebooster pump

 

- Tandem master brake cylinder

 

- Steering wheel angle sensor (LWS)

 

- Yaw rate sensor

 

- Transverse acceleration sensor

 

- 2 Brake pressure sensors

 

- Brake light switch (BLS)

 

- Brake fluid level switch

 

- DSC button

 

- Instrument cluster with ABS/DSC/ABL indicator lamps

 

- DME with ignition coil and injection valves

 

- Adaptive transmission control (AGS), optional

 

- CAN-bus

 

- Wiring harness

Technical features

 

In the same way as with the ASC Mk20 EI, the control unit and hydraulics of the DSC III are combined in one unit. Both components can be replaced individually in the case of repair.

 

 

Control unit

 

The electronic control unit corresponds to the AASC Mk20EI with regard to its basic design and functions.

 

In addition to the ABS/ASC control functions, it undertakes the corresponding DSC functions. In order to implement DSC control, the control unit additionally evaluates the following sensor signals:

 

- Yaw velocity through yaw rate sensor

 

- Transverse acceleration through transverse acceleration sensor

 

- Steering wheel angle through steering wheel angle sensor

 

The two brake pressure sensors and the brake fluid level switch supply further signals which are used during a control procedure.

 

The control unit communicates via the CAN bus with the DME with regard to engine intervention, the AGS, steering wheel angle sensor and the instrument cluster.

 

The DSC and ABL indicator lamps are also activated via the CAN bus.

DSC III hydraulic unit

 

Brake intervention can take place on the front or rear axle during a DSC control phase. For this reason, two additional solenoid valves have been integrated in the hydraulic unit:

 

The hydraulic units consists of an aluminium block which accepts 12 solenoid valves and the ABS return pump.

 

- 4 inlet solenoid valves

 

- 4 outlet solenoid valves

 

- 2 block valves with integrated pressure relief valve

 

- 2 changeover solenoid valves

 

The inlet solenoid valves and block solenoid valves are open when no power is applied.

 

The outlet solenoid valves and changeover solenoid valves are closed when no power is applied.

 

This logic ensures that the brakes remain fully operable even in the event of a control unit defect.

 

The changeover and block solenoid valves located in the front axle brake circuit enable brake intervention on the front axle during DSC control.

 

During ABS-controlled braking, the pump feeds the brake fluid back into the master brake cylinder while during ASC/DSC control with brake intervention it builds up the necessary brake pressure and conveys the fluid volume back into the master bake cylinder.

Brake light switch (BLS)

 

The brake light switch (active) is necessary in order to detect operation of the brakes during ASC control and to consequently terminate ASC control. During DSC control, together with the pressure sensors it serves to detect superimposed braking initiated by the driver.

 

In ABS mode, the signal from the brake light switch is used as an input variable thus increasing control comfort.

Wheel speed sensors with pulse wheel

 

The system operates with 4 active wheel speed sensors.

 

Speed signal outputs: The rear left and right speed signals are registered by the corresponding speed sensors, processed in the control unit and output again as a square-wave signal.

 

The rear left speed signal is used as the driving speed signal in the instrument cluster.

 

The rear right wheel speed signal serves as the input signal for other control units, e.g. AGS.

Brake fluid level switch

 

The brake fluid level switch monitors the brake fluid in the reservoir. If the level is OK. the switch is closed (ground).

 

If the brake fluid level drops below a certain value, the prebooster pump is switched off in DSC mode.

DSC button

 

The ASC/DSC functions can be deactivated or activated with the DSC button.

 

If the vehicle is turned off (engine off) with the DSC system deactivated, the DSC system is reactivated when terminal 15 is reactivated.

Steering wheel angle sensor (LWS 5)

 

The steering wheel angle sensor is fitted at the bottom end of the steering spindle.

 

The sensor features a 6-pin plug connector with following pin assignments:

 

- Pin 1: Terminal 30

 

- Pin 2: Ignition voltage with afterrunning (terminal 87)

 

- Pin 3: CAN-high

 

- Pin 4: CAN-low

 

- Pin 5: Ground

 

- Pin 6: Diagnostic link

 

Measuring principle: The sensor is designed as a potentiometer with two wipers offset by 90 degrees. The potentiometer signal is evaluated and converted into digital form (CAN).

 

The sensor signals provide a steering wheel angle variable which covers the entire range of steering wheel rotation. The signal is repeated after every 360 degrees. Voltage jumps are then evaluated thus determining the steering wheel turns.

 

The total angle is therefore derived from the sensor signal, the stored steering wheel angle offset and the number of steering wheel turns.

 

The steering wheel angle sensor is allocated to a particular type of vehicle. This ensures that incorrect signals are not obtained from a sensor not belonging to the vehicle, e.g. after replacement.

 

For this reason, a steering wheel angle offset must always be carried out after replacing a sensor otherwise the ASC/DSC function will remain deactivated. In order to reduce the risk of undetected replacement, the steering wheel angle sensor requests the vehicle identification number from the instrument cluster via the CAN bus.

 

The information on the stored steering wheel turns is lost in the event of voltage dips at terminal 30, e.g. disconnection of vehicle battery or removal of the steering wheel angle sensor. To ensure that the customer is not forced to reinitialise the steering wheel angle sensor, the current steering wheel turn value is determined by way of static evaluation of the front wheel speed.

Steering wheel angle sensor (LWS) matching

 

At the end of the assembly line or in the workshop, zero offset is carried out by means of diagnosis (front wheels in straight ahead position) after replacing the sensor (or working on the steering column/steering).

 

During this offset procedure, the mid-position of the steering wheel is permanently stored in the EEPROM as the start value. The offset serves as the basis for trouble-free operation of the steering wheel angle sensor.

 

In addition to the offset, the DSC III logic continuously determines the steering zero position while driving.

 

The LWS information serves the purpose of determining the cornering speed and the steering characteristics of the driver. The steering wheel angle sensor also supplies signals to other systems via the CAN bus.

Transverse acceleration sensor

 

The transverse acceleration sensor is installed in the left-hand A-pillar. The 3-pin plug connection to the DSC wiring harness has following pin assignments:

 

- Pin 1: Sensor signal

 

- Pin 2: Ground

 

- Pin 3: Sensor supply voltage (5 Volt)

 

Measuring range and offset values: Analog voltage from 0.5 to 4.5 Volt. The offset value is 1.8 Volt (vehicle stationary).

 

Measuring principle: This sensor is designed as a capacitive sensor.

 

Function in DSC III system: The measured transverse acceleration is used as a variable for determining the set yaw rate. This yaw rate corresponds to cornering which is still stable under the given driving conditions on reaching the cornering limit speed.

Pressure sensors

 

The two pressure sensors are located in the master brake cylinder. The 3-pin plug connector has the following terminals: Ground, signal voltage, supply voltage (5 Volt).

 

Measuring range and offset: The sensors supply an analog voltage which corresponds to a measuring range from 0 to 250 bar. The zero point offset takes place via diagnosis. In addition, the zero point is continuously corrected by DSC.

 

Measuring principle: Capacitive sensors

 

Function in DSC III system:

 

The information is used to detect and implement braking requirements when the brake is applied during a control procedure.

Rotation rate sensor

 

The rotation rate signal (yaw velocity) corresponds to the rotational velocity about the perpendicular axis of the vehicle.

 

The rotation rate sensor is mounted under the driver's seat. The 3-pin plug connector has the following terminals: Ground, signal voltage, supply voltage 5 Volt.

 

Measuring principle: Quartz crystal tuning fork system

 

Function in DSC III system:

 

The measured rotational velocity (yaw rate) is compared with driver requirements (steering wheel angle, driving speed and transverse acceleration information). The DSC corrects the vehicle rotational velocity as required by specific brake intervention at the front or rear axle as well as by influencing the engine torque.

 

These interventions achieve stable vehicle handling within physical limits under all driving conditions (braking, propulsion, rolling).

Instrument cluster with ABS/DSC/ABL lamps

 

The following indicator lamps are provided for DSC in the instrument cluster for the purpose of monitoring the various DSC III functions:

 

- ABS lamp (ABS fault lamp)

 

- DSC lamp (DSC fault lamp)

 

- ABL lamp (general brake warning lamp)

 

Activation and function indication of the lamps are identical to the ASC. The difference is in the DSC lamp instead of the ASC lamp (same symbol). The DSC lamp undertakes the indicator function for DSC and ASC.

DME

 

The DME control unit implements the ASC and DSC requirements to reduce/increase the engine torque.

Adaptive transmission control (AGS)

 

During control, the AGS receives information from the DSC control unit in order to avoid constant upshifts and downshifts by selecting another shift characteristic.

CAN-bus

 

The DSC is connected via the CAN bus to DME, AGS, the instrument cluster and the steering wheel angle sensor (LWS). The DSC communicates with the other control units via this data bus.

Prebooster pump

 

Brake intervention is started with a brake inlet pressure during DSC control with brake intervention. The brake inlet pressure is built up with a prebooster pump. During controlled braking, the pump is activated by the DSC control unit.

 

The prebooster pump draws in brake fluid from the reservoir and feeds it into the push rod circuit of the master brake cylinder. As a result, a maximum pressure of 10 bar is built up in the master brake cylinder and up to the ABS return pump.

 

This pressure is the prebooster pressure necessary in order to build up the required brake pressure under all conditions.

DSC III control function

 

The DSC control unit carries out a self-test when terminal 15 is activated. The entire periphery is then checked. This test is concluded up to max. 30 km/h.

 

The ASC control function basically takes place in the standard manner. If brake intervention is implemented during DSC control, the procedure is basically similar to that of ASC. However, with the DSC system, brake intervention can take place both at the wheels of the rear or front axle. Only one wheel of the corresponding axle is always braked.

 

The engine torque can be varied with the following interventions:

 

- Reduction of air mass drawn in

 

- Ignition timing retarded

 

- Cylinder blank-out

Brake intervention by DSC III

 

Example of brake intervention with DSC system while cornering:

 

Driving in a right-hand bend: The vehicle turns into the bend when oversteered. A load moment is produced to oppose the yaw moment by specifically building up an adapted brake force at the left front wheel. As a result, the vehicle drives under stable conditions.

 

In order to build up optimum brake pressure at the wheel brake cylinder, the control takes place in the phases pressure build-up, pressure retension, pressure reduction.

 

Whether a wheel on the front or rear axle is to be braked depends on whether the vehicle is understeered or oversteered.

 

Excessive understeering is avoided by braking the rear wheel on the inside of the curve. In this example, this would be the right-hand rear wheel.

 

Depending on the vehicle status, the wheel of the other axle on the same side may also be braked slightly.

Description of DSC III control

 

The DSC III control unit monitors the vehicle stability on the basis of sensor signals. If the vehicle reaches its dynamic driving limits, the control unit decides whether ABS control, ASC control or DSC control with or without brake intervention at the front and/or rear axle is to take place.

 

Stabilizing intervention is implemented if the control unit determines vehicle instability from the variables steering wheel angle, wheel speed, transverse acceleration and yaw rate.

 

DSC control intervention may be in the form of:

 

- Engine intervention or

 

- Engine intervention with brake intervention or

 

- Brake intervention

 

During DSC control, intervention in the engine management only takes place if the vehicle is understeered. In this situation, the 4 inlet solenoid valves and 2 block solenoid valves are opened when no power is applied. The 4 outlet solenoid valves and 2 changeover solenoid valves are closed when no power is applied. Normal braking is therefore possible.

 

Pressure build-up by way of example of driving in a right-hand bend and front left wheel:

 

As already mentioned, during DSC control, the pressure is always built up with the assistance of the prebooster pump. The only exception is when braking is superimposed by the driver.

 

The following components are activated electrically during front left pressure build-up:

 

- Prebooster pump

 

- Front right inlet valve, rear right inlet valve (rear left inlet valve closed)

 

- Block solenoid valve of front axle brake circuit closed

 

- Changeover solenoid valve of front axle brake circuit open

 

- ABS return pump

 

In addition to the system components activated during pressure build-up, the front left inlet solenoid valve must be additionally closed during the pressure retension phase. The changeover valve is closed.

 

Pressure build-up:

 

The front left outlet solenoid valve is activated during this phase. The thus enclosed brake fluid can escape into the low pressure accumulator and is then conveyed by the return pump. During renewed pressure build-up this volume of brake fluid can therefore be fed into one of the wheel brake cylinders or otherwise into the master brake cylinder.

 

 

.....................................................................................

 

DSCIII MK60

 

As from 9/2000 the E46 (standard drive) and Z3 is fitted with the Continental Teves DSCIII MK60. This replaces the DSCIII MK20EI. On the Mini (R50), the DSCIII MK60 will be fitted as of 12/2001.

 

The most important new features are:

 

* Distinct reduction in size of control unit/hydraulic unit

* Always installed in the vicinity of the master brake cylinder

* Presupply pump dispensed with

* ADB and DBC function (not available on the Mini)

* Wheel speed sensors (active)

 

System configuration

 

The DSCIII MK60 consists of the following components:

 

* Control unit/hydraulic unit (new)

* Master brake cylinder (new, without perforated insert)

* Expansion tank with reed contact (new)

* 2 pressure sensors at the master brake cylinder

* 4 wheel speed sensors (new)

* Steering angle sensor

* Yaw rate sensor E46: as of 09/2001 replaced by DSC sensor Z3: The yaw rate sensor is still fitted.

* Transverse acceleration sensor E46: as of 09/2001 replaced by DSC sensor Z3: The yaw rate sensor is still fitted.

* DSC sensor (as of 09/2001 on E46 models and as of 12/2001 on the Mini)

* Brake light switch

* DSC button (new function)

* Handbrake switch

 

The hydraulic diagram of the DSCIII MK60 is configured as follows:

Component description

 

 

Control unit/hydraulic unit

 

By optimising the components it has been possible to considerably reduce the size of the control unit/hydraulic unit. The design of the hydraulic unit corresponds to that of the DSCIII MK20EI hydraulic unit. It is secured on the mounting bracket by three screws (1).

 

The close proximity of the control unit/hydraulic unit to the master brake cylinder and intake optimization of the return flow pump and hydraulic lines ensure more rapid pressure build-up, thus rendering the presupply pump unnecessary.

 

As the master brake cylinder and hydraulic unit are installed very close to each other, they are interconnected by means of two flexible lines for vibration isolation purposes.

 

The control unit features the familiar DBC functions.

 

To date, the battery was installed on the right in the luggage compartment on LHD vehicles with 4-cylinder engine and DSCIII. Since the control unit/hydraulic unit is fitted on the left, the battery is now installed on the front right in the engine compartment.

Master brake cylinder, expansion tank and brake booster

 

As the presupply pump has been dispensed with, it has been necessary to modify the master brake cylinder and the expansion tank.

 

A perforated insert is no longer fitted in the master brake cylinder, as it is no longer necessary to build up prepressure.

 

The connection for the presupply pump has been dispensed with both on the master brake cylinder as well as on the expansion tank.

 

The brake booster is the same as that already known from the E46.

Wheel speed sensor

 

With the introduction of the DSCIII MK60, active wheel speed sensors that operate with the magnetoresistive effect are used for the first time on BMW vehicles.

 

Sensor design:

 

The sensor element and evaluation circuitry are accommodated separately in the sensor housing. This arrangement ensures advantages with regard to temperature characteristics of the sensor.

 

Functional principle:

 

The active wheel speed sensors make use of the magnetoresistive effect. A magnet in the sensor produces a magnetic field with the lines of magnetic flux running at right angles to the sensor layer. Deflection of the lines of magnetic flux by the pulse wheel causes changes in resistance in the thin ferromagnetic layer of the sensor element.

 

The sensor element converts the changes in resistance into voltages. From the relatively small voltages from 1...100 mV, the evaluation circuitry generates current pulses with a distinctly differing low and high level (7 mA and 14 mA). The supply voltage of the sensor is 12 V. Signals in the range from 0 - 2500 Hz can be recognized. Different types of sensors are used depending on the type of vehicle and installation location. The coded connectors are blue instead of grey as for the DSCIII MK20EI.

 

Speed sensor variants:

 

 

E46 ,Z3

 

Front axle

 

 

Different sensors on left and right

 

 

Different sensors on left and right

 

Rear axle

 

 

Two versions are used:

 

Short sensor: M43TU to M54/B25, M47

 

Long sensor: M54/B30, M57

 

 

Same sensors on left and right

 

DSCIII MK60 uses the pulse wheels already known from the E46.

Yaw rate sensor

 

DSCIII MK60 uses the yaw rate sensor familiar from the MK20EI. It is fitted under the left hand seat.

Transverse acceleration sensor

 

DSCIII MK60 uses the transverse acceleration sensor already known from the MK20EI. It is fitted at the bottom of the left-hand A-pillar.

DSC sensor

 

The DSC sensor combines the functions of the yaw rate and lateral-acceleration sensors. The DSC sensor is fitted in the same position as the yaw rate sensor on previous models, i.e. under the left-hand seat. The DSC sensor is fitted as of 09/2001 in the E46 and in the Mini. The DSC sensor is not being used on Z3 models, which will continue to be fitted with separate yaw rate and lateral acceleration sensors.

Steering angle sensor

 

DSCIII MK60 uses the steering angle sensor already known from the MK20EI.

Functional description DSCIII MK60

 

Description of the traction control systems with subfunctions

ABS system

 

CBC: Cornering brake control

 

EBV: Electronic boost pressure distribution

ASC system

 

ADB: Automatic Differential Brake (not available on the Mini)

 

The ADB is an automatic differential lock that improves traction. The wheel that tends to slip is braked by active brake pressure build-up in the hydraulic unit. The drive torque is transferred to the other wheel which, due to the higher coefficient of friction, can transmit the drive power.

 

In addition, the engine torque can be reduced by means of the ASC function. In this way, optimum power transmission of the drive wheels is ensured under all circumstances.

 

Up to approx. 70 km/h ADB permits more slip than the standard ASC thus making available more traction.

DSC system

 

GMR: Yawing moment control with brake and engine intervention

 

DBC: Dynamic Brake Control (not available on the Mini)

 

DBC is a full braking aid. It assists the driver in emergency braking situations by automatically increasing the braking pressure. In this way it ensures the shortest braking distance that the relevant situation allows for. DBC features the subsystems DBS and MBS that are already known from the Bosch system (E38, E39, X5).

 

* DBS Dynamic brake support

When the brake is applied rapidly (emergency braking) with the brake pressure below the ABS control threshold, the front and rear axle brakes are brought into the ABS control range.

* MBS Maximum brake support

When the brake is applied more slowly and ABS control is active on the front axle, the rear axle is automatically brought into the ABS control range by increasing the brake pressure. MBS is mainly effective when the vehicle is fully laden.

 

Functions of DSC button (E46, Z3)

 

The DSC button features two functions that can be set by pressing the button for different length of time:

 

Button pressed briefly (< 2.5 s):

 

Only the yawing moment control of the DSC is deactivated. The ADB and DBC functions remain active.

 

A higher slip rate is permitted up to 70 km/h for the purpose of improving traction. ASC uses different slip thresholds.

 

The DSC light is on.

 

Button pressed for longer (>2.5 s):

 

All ASC (ADB) and DSC (GMR and DBC) control functions are deactivated.

 

DSC light and general brake warning light (yellow) ON This mode is mainly intended for roller dynamometers and service purposes.

 

By pressing the button again, the system reverts from the respective function to normal DSC function. It is not possible to ”switch” directly from one function to the other.

Functions of DSC switch (Mini)

 

The DSC switch switches DSC on/off. After the DSC has been switched off, only the ABS function is active and the DSC lamp is on.

Diagnosis and service information

 

 

Steering angle sensor

 

With the standard drive in the E46, ABS, ASC and EBV continue to function despite the steering angle sensor failing. The following steps must be carried out after replacing the steering angle sensor:

 

1. Coding (standard or all-wheel drive E46/16)

 

2. Offset (matching operation designed to inform the steering angle sensor of the straight ahead position)

Control unit replacement

 

Refer to the Workshop Manual when replacing the control unit.

[maciej e46]

dzięki bardzo koledzy za odp:) jutro będę próbował pozdrawiam:)