2005 BMW X5 turn signal

REAR WINDOW WIPER/WASHER SYSTEM
The tailgate window wiper/washer system is included in the scope of ZKE however is not
controlled directly by the GM. The control electronics are integrated into the rear wiper
motor assembly. It contains two hall sensors, one for monitoring park position and other
for the end stop, or to signal reverse direction of the wiper motor.
The rear wiper system is operator controlled
through the wiper stalk switch providing the
following functions:
• Intermittent rear window wiping
• Programmed rear window wiping interval
• Operation of the rear window washer
Pressing the wiper stalk forward to the first
detent activates the rear wiper in the
intermittent mode.
The default timed interval is approximately 12 seconds. The full sweep and park positions
are recognized by the two hall sensors on the motor gear assembly. If the wiper is switched
OFF, the wiper blade will return to the park position.
The programmed wiper interval procedure is identical to the E39 sport wagon; Briefly
switch the rear wiper ON/OFF, Wait the desired interval time, Switch the rear wiper ON
again. The OFF time will be the programmed interval - up to approx. 30 seconds
Rear window washing is activated by pressing the wiper stalk switch to the full forward
position. The washer pump operates followed by two full wiping cycles. The wipers will then
switch to the intermittent wiping mode.
When the transmission is shifted into reverse, the wiper will switch to continuous operation
until the vehicle is shifted out of reverse. This high signal is provided by the LCM III when it
activates the back up lights.
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THEORY OF OPERATION:
The optical infra red portion of the sensor operates by the principle of refraction (bending
of a light ray). The rain sensor control module activates the emitter diode which sends a
beam of infra red light through the windshield on an angle. The set angle is important
because it provides the beam with a calculated reflective path back to the detector diode.
The beam is reflected back into the windshield due to the density difference of the glass
compared with the ambient air on the outside surface of the glass. When the windshield is
clean (no rain drops, moisture or dirt) the detector diode receives 100% of the infra red light
that the was sent by the emitter. With this condition, the rain sensor evaluation electronics
determines the windshield is free of rain drops.
The density of water is closer to that of glass than air. When rain starts to accumulate in
the sensor monitoring area, it causes part of the infra red beam to extend past the outside
surface of the glass and into the rain drop. When this occurs, the beam is refracted and
only part of the beam returns to the detector diode.
The rain sensor evaluation
electronics determines the
windshield has a few rain drops
(or dirt) on it.
The intensity of the returned infra red beam diminishes proportionally with an increase of
water droplets. The rain sensor control module generates a signal proportionate to the
amount of rain on the windshield and broadcasts it to the GM III via the K bus.
The GM III activates the intermittent wipe cycle if the windshield wiper stalk switch is in the
intermittent position. It also adjusts the frequency of wiping the windshield depending on
the four position thumb wheel.
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RAIN SENSOR FUNCTION:
The rain sensor is online as soon as it receives KL R operating power.
• When the windshield wiper stalk switch is placed in the intermittent position the GM
signals the rain sensor control module via the K Bus of the request for intermittent
wiping and the position of the knurled wheel (sensitivity).
• As an acknowledgement, the rain sensor sends a command via the K Bus to activate
the wiper motor. If more than 12 seconds pass before the GM receives the
acknowledgement, the GM concludes the rain sensor has a defect and operates the
intermittent wipe function as a system not equipped with a rain sensor. The wiper
intermittent cycling is based solely on the knurled wheel setting.
• The rain sensor continuously monitors the windshield for rain accumulation and signals
the GM to activate the wipers based on the knurled wheel position and how fast the rain
accumulates on the windshield.
• The knurled wheel position signal (1-4) via the K bus informs the rain sensor of the
selected level of sensitivity.
- Position 1 (least sensitive) delays the wiper activation signal.
- Position 4 (most sensitive) sends the wiper activation signal to the GM sooner.
• When the wiper motor park contacts signal the GM of the wiper arm position, the signal
is simultaneously sent to the rain sensor as an indication that the windshield has been
cleared of water drops and causes the rain sensor to reset the sensitivity delay timer
back to 0.
• If night time driving is detected via the integral photocell, the sensitivity to water droplets
is increased causing a shorter delay than day time driving.
• Depending on the intensity of the rain the wipers will be operated continuously as if set
in the normal wiper stalk switch position regardless of the knurled wheel setting. For
this reason, the vehicle speed signal on the K bus is not utilized on rain sensor equipped
wiper systems.
• If the ignition switch is turned off with the wiper switch in the intermittent position, the
rain sensor will only become active after the ignition is switched back on and one of the
following occurs:
- The stalk switch is moved from the intermittent position and then back.
- The knurled wheel setting is adjusted.
- or the wash function is activated.
The reasoning behind this switching strategy is to have the driver make a conscious
decision to activate the system themselves.

DOOR LOCK ACTUATORS
The actuators are sealed, self contained units with no
replaceable parts. The door lock actuators use hall effect
sensors to provide:
• Door lock key position (driver’s door only),
• Door open/closed status.
The driver’s door lock provides the following signals to
the driver’s door switchblock module (PM-FT/SB):
• Lock / Unlock,
• DWA arm/disarm
• Convenience closing and opening signals.
DOOR LOCK POSITION HALL
SENSORS
The Drivers door switchblock
module monitors these key positions
over two wires. The signals are
generated by two hall effect sensors
(Hall Sensor 1 & 2) located in the
actuator.
When the key is turned, a plastic
cylinder in the lock actuator is
simultaneously rotated by the lock
tumbler extension rod.
A magnet is incorporated in the
plastic cylinder, which when rotated
changes the magnetic influence on
the hall sensors.
The presence of a magnet in close
proximity to the sensing surface of
either hall sensor creates a coded
input over the two wires that the GM
uses to determine the key position.
• Magnet in front of sensor, current flow through the sensor is <5 mA (0).
• Magnet rotated away from sensor, current flow through the sensor is >12 mA (1).
Hall sensor 1 & 2 are not included in the front passenger door or rear door actuators.
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NEUTRAL
- 0 -
MANUAL
LOCK
HALL SENSOR 1
MANUAL
UNLOCK
• DOUBLE LOCK
 DWA ARMED
 CONVENIENCE
CLOSING (hold
until activated). UNLOCK
 DWA DISARMED
 CONVENIENCE
OPENING (hold
until activated).
HALL
SENSOR 2
TUMBLER
EXTENSION ROD
PLASTIC CYLINDER WITH ASYMMETRICAL MAGNET
(Shown in the Lock Position)

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CENTRAL LOCKING BUTTON
The central lock button in the center console
provides a momentary ground input signal to the
GM.
• This input initiates a single lock for each door
and the trunk.
• The fuel filler flap remains unlocked for
refueling purposes.
• If a door is manually opened while centrally
locked, the remaining doors stay locked.
The opened door can be re-locked when closed by manually locking or pushing the central
button twice. This allows the locks of the remaining doors to be re-synchronized again.
As an additional safety feature, the central lock button input also unlocks a double locked
system. Pressing the button returns the system to central lock (single) position, allowing
the doors to be opened when the interior door handles are opened twice. This feature was
also added to other ZKE systems during the 1999 model year.
CRASH SIGNALLING
The Multiple Restraint System (MRS III) provides a switched signal to the GM in the event
of an accident. The signal is an output function of the MRS control module and becomes
active when MRS determines a crash has occurred.
When active, the GM unlocks the door lock actuators, switches on the interior lights and
signals the LCM III via the K bus to activate the hazard warning flashers.
Once the crash signal is active, the GM will not respond to lock requests from the system
until the ignition switch is cycled or a front door is opened.

REMOTE KEY INITIALIZATION
The initialization of the FZV keys is required to establish the Lock/Unlock signal
synchronization with the GM. The initialization procedure provides the GM with a key
identification number and a “rolling code” for each key. If the initialization is not performed,
the GM will not respond to the key signals.
Up to 4 remote keys can be initialized. They must be initialized at the same time. Key
initialization is only possible with the vehicle unlocked.
Procedure:
1. Close all doors and have all keys available.
2. Using key number 1, turn the ignition switch
to KL R, then switch off within 5 seconds and
remove the first key.
3. Within 30 seconds of turning the ignition
switch to “off” Press and holdthe arrow
button.
4. While holding the arrow button, press and
release(“tap”) the roundel button three
timeswithin 10 seconds.
5. Release both buttons. The GM will
immediately lock and unlock the doors
signaling a successful initialization.
6. If additional keys need to be initialized repeat
steps 3 - 5 within 30 seconds.
7. Switching the ignition to KL R completes the initialization.
SERVICE NOTE:The key memory function of the GM responds to the key identification
number of each key. If the keys are not initialized in the same order prior to initialization, the
key memory function activated by the keys will not be assigned correctly.
Always initialize the keys in the same order.
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SHD SELF DIAGNOSIS
The SHD monitors its operation and stores fault codes if a defect is determined: The SHD
monitors the following conditions:
• SHD motor relays:The relays are checked for sticking contacts (plausibility) and non
functional contacts.
• Hall effect position sensors:The SHD must detect a pulse frequency from the hall
effect sensor(s) during operation.
• Sunroof Switch: The SHD monitors the signal plausibility of the coded signaling from
the sunroof switch.
SUNROOF FAULT RESPONSE CHARACTERISTICS
If a fault occurs with any of these functions, the SHD responds as follows:
• Overrides the end run detection.
• Switches the motor off if the relay contacts stick for more than 500 ms.
• Switches the motor off if pulses are not received.
EMERGENCY OPERATION OF SUNROOF
If the sunroof motor does not respond to the switch signals, the hex key in the trunk lid tool
kit is used to manually turn the motor shaft drive as on previous systems

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INTERIOR LIGHTING
The GM controls the interior lighting automatically with the status change of several moni-
tored inputs. The lighting can also be manually controlled using the interior light switch.
COMPONENTS
DOOR CONTACTS: The door lock actuators contain a hall effect sensor for the purpose
of monitoring door open/closed status (hall sensor 3 in the driver's door actuator). The hall
effect sensor is located directly behind the rotary latch plate encased in the actuator. The
sensor is activated by the rotary latch plate's position. A change in current flow informs the
General module when a door is opened or closed.
Front seat interior/map light unit: The overhead
front seat interior/map light unit contains a single
main interior light. The light is controlled by the GM
automatically or by momentarily pressing interior
light switch located on the light assembly. The
switch provides a momentary ground signal that the
GM recognizes as a request to either turn the light
on (if off) or turn the light off (if on).
If the switch is held for more than 3 seconds, the GM interprets the continuous ground sig-
nal as a request to turn the interior light circuit off for the Workshop Mode as on previous
systems. The workshop mode is stored in memory and will not come back on even if the
GM is removed from it's power supply and reconnected. The switch must be pressed to
turn the lights back on.
There are two reading/map lights also located in the assembly. Each map light is mechan-
ically controlled by depressing it's corresponding on/off switch. The power supply for the
map lights is supplied by the GM through the Consumer Cut Off circuit.
Rear seat interior light unit:
In the center headliner is an additional interior/reading light unit. This unit contains an inte-
rior light that is controlled with the front interior light and a mechanically switched reading
light on the consumer cut off circuit.
Front footwell lights:
In each front footwell, there is also a courtesy light. These lights are only operated when
the GM provides power to the interior lighting circuit.