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02 - F30 PHEV - HV Battery Unit

This document provides technical information about the high-voltage battery unit used in the BMW F30 PHEV (plug-in hybrid electric vehicle). It discusses the battery's components, cooling system, internal structure, functions, and service procedures. The battery unit is located under the rear seat and uses lithium-ion cells arranged in modules. It is liquid cooled and monitored by control units to ensure proper operation during starting, shutdown, charging, and everyday use of the vehicle. The document outlines safety precautions that technicians must follow when working on or repairing the high-voltage battery.

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83% found this document useful (6 votes)
3K views72 pages

02 - F30 PHEV - HV Battery Unit

This document provides technical information about the high-voltage battery unit used in the BMW F30 PHEV (plug-in hybrid electric vehicle). It discusses the battery's components, cooling system, internal structure, functions, and service procedures. The battery unit is located under the rear seat and uses lithium-ion cells arranged in modules. It is liquid cooled and monitored by control units to ensure proper operation during starting, shutdown, charging, and everyday use of the vehicle. The document outlines safety precautions that technicians must follow when working on or repairing the high-voltage battery.

Uploaded by

Pepo Menéndez
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
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Technical�training.

Product�information.
F30�PHEV�High-voltage�Battery�Unit

BMW�Service
General�information

Symbols�used

The�following�symbol�is�used�in�this�document�to�facilitate�better�comprehension�or�to�draw�attention
to�very�important�information:

Contains�important�safety�information�and�information�that�needs�to�be�observed�strictly�in�order�to
guarantee�the�smooth�operation�of�the�system.

Information�status�and�national-market�versions

BMW�Group�vehicles�meet�the�requirements�of�the�highest�safety�and�quality�standards.�Changes
in�requirements�for�environmental�protection,�customer�benefits�and�design�render�necessary
continuous�development�of�systems�and�components.�Consequently,�there�may�be�discrepancies
between�the�contents�of�this�document�and�the�vehicles�available�in�the�training�course.

This�document�basically�relates�to�the�European�version�of�left�hand�drive�vehicles.�Some�operating
elements�or�components�are�arranged�differently�in�right-hand�drive�vehicles�than�shown�in�the
graphics�in�this�document.�Further�differences�may�arise�as�the�result�of�the�equipment�specification�in
specific�markets�or�countries.

Additional�sources�of�information

Further�information�on�the�individual�topics�can�be�found�in�the�following:

• Owner's�Handbook
• Integrated�Service�Technical�Application.

Contact:�conceptinfo@bmw.de

©2015�BMW�AG,�Munich

Reprints�of�this�publication�or�its�parts�require�the�written�approval�of�BMW�AG,�Munich

The�information�contained�in�this�document�forms�an�integral�part�of�the�technical�training�of�the
BMW�Group�and�is�intended�for�the�trainer�and�participants�in�the�seminar.�Refer�to�the�latest�relevant
information�systems�of�the�BMW�Group�for�any�changes/additions�to�the�technical�data.

Information�status:�October�2015
BV-72/Technical�Training
F30�PHEV�High-voltage�Battery�Unit
Contents
1. Introduction............................................................................................................................................................................................................................................. 1

2. High-voltage�Battery�Unit............................................................................................................................................................................................ 2
2.1. Overview............................................................................................................................................................................................................................... 2
2.1.1. Technical�data............................................................................................................................................................................ 4
2.1.2. Installation�location............................................................................................................................................................ 5
2.1.3. System�wiring�diagram................................................................................................................................................ 7
2.2. External�features..................................................................................................................................................................................................... 8
2.2.1. Mechanical�interfaces................................................................................................................................................... 8
2.2.2. Electrical�interfaces...................................................................................................................................................... 12
2.2.3. Venting�unit............................................................................................................................................................................... 16
2.2.4. Interface�for�the�refrigerant�circuit........................................................................................................ 18
2.3. Cooling�system..................................................................................................................................................................................................... 18
2.3.1. Overview......................................................................................................................................................................................... 18
2.3.2. Function.......................................................................................................................................................................................... 23
2.3.3. System�components...................................................................................................................................................25
2.4. Inner�structure........................................................................................................................................................................................................ 29
2.4.1. Electrical�and�electronic�components.............................................................................................29
2.4.2. Mechanical�components...................................................................................................................................... 41
2.5. Functions........................................................................................................................................................................................................................ 42
2.5.1. Starting............................................................................................................................................................................................. 42
2.5.2. Regular�shutdown........................................................................................................................................................... 43
2.5.3. Quick�shutdown................................................................................................................................................................. 45
2.5.4. Charging......................................................................................................................................................................................... 46
2.5.5. Monitoring�functions...................................................................................................................................................46
2.6. Service�information.........................................................................................................................................................................................50

3. Repair............................................................................................................................................................................................................................................................. 51
3.1. Preconditions........................................................................................................................................................................................................... 51
3.1.1. Organizational�matters............................................................................................................................................ 51
3.1.2. Safety�rules................................................................................................................................................................................ 52
3.1.3. Electrical�and�mechanical�diagnosis..................................................................................................54
3.1.4. Removal�of�the�high-voltage�battery�unit�from�the�vehicle.............................. 55
3.2. Repair�of�the�removed�high-voltage�battery�unit............................................................................................. 55
3.2.1. General�and�preliminary�measures.......................................................................................................55
3.2.2. Work�before�opening..................................................................................................................................................56
3.2.3. Disassembly�of�the�housing�sections�of�the�high-voltage�battery
unit........................................................................................................................................................................................................... 56
3.2.4. Removal�of�the�cell�modules..........................................................................................................................57
3.2.5. Preparation�before�the�installation�of�a�cell�module.................................................. 57
3.2.6. Installation�of�the�cell�modules.................................................................................................................. 57
F30�PHEV�High-voltage�Battery�Unit
Contents
3.2.7. Removal�of�the�Cell�Supervision�Circuits................................................................................... 58
3.2.8. Installation�of�the�Cell�Supervision�Circuits.......................................................................... 58
3.2.9. Removal�of�heat�exchanger..............................................................................................................................58
3.2.10. Installation�of�the�heat�exchangers...................................................................................................... 59
3.2.11. Installation�of�the�housing�cover�of�the�high-voltage�battery
unit........................................................................................................................................................................................................... 59
3.3. Reworking...................................................................................................................................................................................................................... 60
3.3.1. Final�test�with�EoS�tester................................................................................................................................... 60
3.3.2. Installation�of�the�high-voltage�battery�unit�in�the�vehicle................................ 61
3.3.3. Final�electrical�diagnosis...................................................................................................................................... 62

4. Disposal..................................................................................................................................................................................................................................................... 63
4.1. Storage�of�damaged�batteries...................................................................................................................................................... 63
4.2. Establishing�suitability�for�transportation.................................................................................................................... 64
4.2.1. Electrical�assessment............................................................................................................................................... 65
4.2.2. Visual�assessment..........................................................................................................................................................65
4.3. Disposal�of�high-voltage�battery�unit................................................................................................................................. 66
F30�PHEV�High-voltage�Battery�Unit
1.�Introduction
This�reference�manual�describes�the�design�of�the�high-voltage�battery�unit�in�the�BMW�330e�with
the�development�code�F30�and�the�special�features�relating�to�its�repair.�This�document�is�not�a
replacement�for�the�repair�instructions,�but�should�provide�the�reader�with�the�necessary�background
knowledge�and�supplementary�notes.

Just�like�for�BMW�i�models,�it�is�now�also�possible�for�the�first�time�for�the�3rd�generation�GEN3�BMW
hybrid�vehicles�to�have�components�inside�the�high-voltage�battery�unit�exchanged�by�qualified
service�employees�in�order�to�repair�the�unit.�However,�for�the�F30�Plug-in�Hybrid�Electric�Vehicle�the
high-voltage�battery�unit�is�no�longer�available�as�a�complete�replacement�part.�As�a�result,�it�can�also
no�longer�be�replaced�without�further�repair�work.�Special�qualification�measures�are�offered�to�BMW
dealership�employees�for�the�restoration�of�the�high-voltage�battery�unit.

F30�PHEV�High-Voltage�Battery�Unit

1
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
2.1.�Overview

Technical�data Gen.�1.0 Gen.�1.5 Gen.�2.0 Gen.�3.0* Gen.�3.0


Use E72 F04 F01/F02H, F18�PHEV�* F15�Plug-
F10H,�F30H China�only in�Hybrid
Electric
Vehicle
Manufacturer Bosch TEMIC BMW Bosch BMW
Technology Nickel Lithium-ion Lithium-ion Lithium-ion Lithium-ion
metal
hydride
Number�of 260 35 96 96 96
battery�cells
Cell�voltage 1.2 V7.7�Ah 3.6 V6.5�Ah 3.3 V4�Ah 3.78 V40�Ah 3.7�V26�Ah
Capacity
Nominal�voltage 312�V 126 V 317�V 363 V 355 V
Voltage�range 234�-�422 V n.n. n.n. 269�-395�V 269�-399�V
Storable�energy 2.4�kWh 0.8�kWh 1.35 kWh 14.5 kWh 9.2kWh
capacity
Energy�available 1.4�kWh 0.4�kWh 0.6 kWh 12 kWh 6.8 kWh
for�consumption
Max.�output 57�kW, 19�kW 43kW 90�kW, 83�kW,
briefly briefly briefly
36, 43 kW
continuous continuous
Weight 83 kg 28 kg 46 kg 218 kg 105�kg
(183�lbs) (62�lbs) (101�lbs) (480lbs) (231�lbs)

As�in�BMW�ActiveHybrid�motor�vehicles�the�high-voltage�battery�unit�is�the�energy�storage�device�for
the�electrical�drivetrain.�The�F30�PHEV�follows�the�F15�PHEV�as�the�second�Plug-in�Hybrid�Electrical
Vehicle�from�BMW.�The�F30�PHEV�is�also�equipped�with�the�new�generation�high-voltage�battery�unit
Gen.�3.0.�In�Gen.�3.0,�the�high-voltage�battery�unit�is�repaired�in�the�event�of�possible�faults.
This�stands�in�contrast�to�Gen.�1.0�–�Gen.�2.0�units,�which�had�to�be�replaced�completely.

Like�all�BMW�ActiveHybrid�vehicles,�the�F30�PHEV�is�equipped�with�an�electrical�machine�that�can
be�used�to�charge�the�high-voltage�battery.�In�addition�to�charging�with�the�electrical�machine,�it�is
possible�to�charge�the�high-voltage�battery�unit�of�plug-in�motor�vehicles�using�an�external,�domestic
charging�socket.�The�high-voltage�battery�can�also�be�charged�by�brake�energy�regeneration.

2
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
The�high-voltage�battery�of�a�vehicle�with�an�electric�motor�is�the�equivalent�to�the�fuel�tank�in�a�vehicle
with�a�combustion�engine:�In�order�to�reach�the�desired�range�of�the�F30�PHEV�the�amount�of�energy
to�be�stored�must�be�dimensioned�accordingly.�The�high-voltage�battery�is�installed�centrally�in�the
luggage�compartment�under�the�luggage�compartment�floor.�The�installation�location�of�the�high-
voltage�battery�unit�has�made�it�possible�to�positively�influence�a�number�of�vehicle�characteristics:

• Thanks�to�the�low�installation�location�the�centre�of�gravity�of�the�vehicle�is�lowered,
which�reduces�the�roll�tendency�in�bends,�in�particular.
• The�vehicle�interior�is�not�restricted�by�the�high-voltage�battery�unit�in�comparison
to�conventional�vehicles,�such�as�the�BMW�ActiveHybrid�3,�330i.
• Installing�the�unit�in�the�vehicle�underbody�results�in�a�flat�loading�platform�and�the
option�to�load�items�through�into�the�vehicle�interior.

F30�PHEV,�high-voltage�components�and�high-voltage�cables

Index Explanation
1 Electric�A/C�compressor�(EKK)
2 Electric�motor
3 High-voltage�battery�unit
4 Electric�Motor�Electronics�(EME)
5 Convenience�charging�electronics�(KLE)
6 Charging�socket
7 Electrical�Heating�(EH)

3
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
2.1.1.�Technical�data
Many�of�the�components�of�the�high-voltage�battery�unit�of�the�F30�PHEV�are�identical�with�those
of�the�F15�PHEV�and�are�made�up�as�follows:

• Cell�modules�(5�with�16�cells�each)
• Cell�Supervision�Circuits�(6�CSC)
• Safety�box
• Control�unit�for�battery�management�electronics�(SME)
• Three-part�heat�exchanger
• Wiring�harnesses
• Connections�(electrical�system,�refrigerant,�venting)
• Housing�and�fastening�parts

The�battery�cells�are�supplied�by�the�Korean�company�Samsung�SDI�to�the�BMW�plant�in�Dingolfing.
There�the�cell�modules�are�assembled�from�the�battery�cells�and�mounted�into�complete�high-voltage
battery�units�with�the�other�components.�The�manufacturer�of�the�SME�control�unit�and�the�Cell
Supervision�Circuit�is�Preh.

The�battery�cells�used�in�the�high-voltage�battery�of�the�F30�PHEV�are�lithium-ion�cells�(cell�type
NMCo/LMO�mixture).�The�anode�material�of�lithium-ion�batteries�is�generally�a�lithium�metal�oxide.
The�designation�NMCo/LMO�mixture�refers�to�the�metals�used�for�this�cell�type.�It�is�a�mix�of�nickel,
manganese�and�cobalt�on�the�one�hand,�and�lithium�manganese�oxide�on�the�other�hand.

The�characteristics�of�the�high-voltage�battery�for�use�in�an�electric�vehicle�were�able�to�be�optimized
through�the�selection�of�the�anode�material�(high�energy�density,�high�cycle�number).�Graphite�is
normally�used�for�the�cathode.�The�lithium�ions�are�deposited�in�the�cathode�during�discharging.�As�a
result�of�the�materials�used,�the�nominal�voltage�of�the�battery�cells�is�3.66 V.

The�following�table�summarizes�some�key�technical�data�of�the�high-voltage�battery�in�the�F30�PHEV.

Voltage 292.8 V�(nominal�voltage)
Min.�225 V�–�Max.�327.6�V�(voltage�range)
Battery�cells 80�battery�cells�in�series
(each�3.66 V�and�26 Ah)
Max.�storable�amount�of�energy 7.8 kWh
Max.�usable�energy 5.8�kWh
Max.�power�(discharge) 65 kW�(short-term)
45�kW�(continuous)
Maximum�power�(AC�charging) 3.7kW
Total�weight 88.1 kg�(194.2�lbs)
Dimensions 769 mm x�827�mm x�319 mm
Cooling�system Refrigerant�R134a

4
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
2.1.2.�Installation�location
The�high-voltage�battery�unit�is�installed�in�the�luggage�compartment�under�the�luggage�compartment
floor.�This�has�the�advantage�that�the�centre�of�gravity�in�the�F30�PHEV�was�lowered,�which�in�turn
results�in�improved�driving�characteristics.�In�order�to�reach�the�connections�of�the�high-voltage
battery�unit,�it�is�necessary�to�remove�a�trim�panel�on�the�vehicle�underbody.

The�key�external�features�of�the�high-voltage�battery�unit�are:

• High-voltage�cable�or�connection
• Interface�for�the�12 V�vehicle�electrical�system
• Refrigerant�lines�or�connections
• Labels
• Venting�unit

The�high-voltage�battery�unit�also�has�an�interface�for�the�12 V�vehicle�electrical�system,�in�addition�to
the�high-voltage�connection.�The�control�units�integrated�in�the�high-voltage�battery�unit�are�supplied
with�voltage,�data�bus,�sensor�and�monitoring�signals�via�this�interface.�It�is�incorporated
in�the�refrigerant�circuit�for�cooling�the�high-voltage�battery.

The�labels�on�the�high-voltage�battery�unit�inform�people�working�with�these�components�about�the
technology�used�and�possible�electrical�and�chemical�dangers.

5
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit

The�electrical�voltage�of�the�high-voltage�battery�unit�is�well�over�60 V.�This�is�why�before�any�work
at�the�high-voltage�battery�unit�the�electrical�safety�rules�must�be�observed:

1 Disconnect�the�system�from�the�power�supply.
2 Secure�the�service�disconnect�to�prevent�unintentional�restarting.
3 Verify�that�the�system�is�isolated�from�the�power�supply.

If�the�de-energized�state�cannot�be�clearly�identified�in�the�instrument�cluster,�further�work�at�the
vehicle�is�not�allowed��There�is�a�danger�to�life��The�de-energized�state�must�then�be�confirmed�by
a�BMW�qualified�electrician�using�the�appropriate�measuring�devices/measuring�procedures.�In�these
cases,�Technical�Support�or�a�BMW�qualified�electrician�must�be�contacted��Furthermore,�the
vehicle�must�be�locked�and�restricted�using�barrier�tape.

The�electrical�lines�(high-voltage�and�interface�for�the�12 V�vehicle�electrical�system),�as�well�as�the
refrigerant�lines,�can�be�disconnected�without�having�to�remove�the�high-voltage�battery�unit.

The�high-voltage�battery�unit�is�located�in�the�passenger�compartment.�If�the�battery�cells
generate�excess�pressure�due�to�a�severe�fault,�the�developing�gases�must�be�transported�outwards.
The�venting�unit�on�the�upper�housing�section�of�the�high-voltage�battery�unit�is�directly�connected�to
the�outside�environment.

Just�like�in�other�ActiveHybrid�motor�vehicles�the�high-voltage�service�disconnect�does�not�form�part
of�the�high-voltage�battery�unit.�This�component�is�located�in�the�rear�right�luggage�compartment
behind�a�flap.

6
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
2.1.3.�System�wiring�diagram

F30�PHEV,�system�wiring�diagram�for�high-voltage�battery�unit�in�the�high-voltage�network

7
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
Index Explanation
1 Electric�A/C�compressor�(EKK)
2 Electrical�Heating�(EH)
3 Electric�machine
4 Battery�management�electronics�(SME)
5 Cell�modules�of�the�high-voltage�battery�unit
6 Electric�Machine�Electronics�(EME)
7 Convenience�charging�electronics�(KLE)
8 Charging�socket

2.2.�External�features

2.2.1.�Mechanical�interfaces

F30�PHEV,�mounting�of�the�high-voltage�battery�unit

8
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
Index Explanation
1 Mounting�nuts,�left
2 Potential�compensation�line
3 Mounting�nuts,�front
4 High-voltage�battery�unit
5 Mounting�nuts,�right

The�high-voltage�battery�unit�is�connected�to�the�vehicle�body�by�means�of�four�bolts�and�nuts.
This�way�the�weight�and�the�acceleration�forces�occurring�during�the�journey�are�supported�at�the
body.�The�mounting�nuts�are�not�directly�accessible�from�the�luggage�compartment,�which�means
that�several�trim�panels�have�to�be�removed�beforehand�to�undo�the�screws.

For�the�removal�of�the�high-voltage�battery�unit�firstly�all�preliminary�work�specified�in�the�repair
instructions�(diagnosis,�disconnecting�from�the�power�supply,�disassembling�the�trim�panels,�etc.)
has�to�be�performed.�There�will�be�a�special�workshop�crane�(multi-function�lifting�tool�2�360�081)
with�corresponding�special�tools�available�to�the�Service�workshops�to�facilitate�removal�and
installation�of�the�high-voltage�battery�unit.

The�electrical�connection�between�the�housing�of�the�high-voltage�battery�unit�and�the�body�is
established�by�means�of�a�separate�potential�bonding�line.

The�low�resistance�connection�between�the�housing�of�the�high-voltage�battery�unit�and�ground�is�a
crucial�prerequisite�for�the�fault-free�function�of�the�automatic�insulation�monitoring.�This�is�why�it�is
important�to�observe�the�correct�tightening�torque�for�all�assembly�screws.

It�is�also�important�to�ensure�that�neither�the�housing�of�the�high-voltage�battery�unit,�nor�the�body
are�painted,�corroded�or�contaminated�around�the�corresponding�bore�holes.�The�bare�metal�must
be�exposed�if�necessary�before�the�mounting�screws�can�be�secured.

9
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
Follow�the�exact�procedure�when�mounting�the�assembly�screws:

• Clean�contact�surfaces�and�have�checked�by�a�second�person.
• Tighten�assembly�screws�to�specified�torque.
• Have�torque�checked�by�second�person.
• Both�persons�must�record�this�in�the�vehicle�records.

Only�self-tapping�screws�have�to�be�used�for�assembly�procedures�at�the�housing�of�the�high-voltage
battery�unit.�It�is�permitted�to�restore�the�thread�at�the�lower�housing�cover�using�BMW�approved
threaded�inserts.

The�Kerb�Konus�threaded�inserts�for�thread�repair�of�the�hybrid�Lithium�ion�battery�case�are
part�#41�00�2�288�195�and�the�insert�tool�part�#�83�30�2�359�049.

Two�labels�are�attached�to�the�high-voltage�battery�unit�of�the�F30�PHEV:�a�type�plate�and�a�warning
sticker.�The�type�plate�provides�logistical�information�(e.g.�part�number)�and�the�key�technical�data
(e.g.�nominal�voltage).�The�warning�sticker�highlights�the�lithium-ion�technology�and�the�high�electrical
voltage�used�within�the�high-voltage�battery�unit�to�alert�users�of�any�potential�and�associated
dangers.

10
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit

Signs�on�the�F30�PHEV�high-voltage�battery�unit�housing

Index Explanation
1 Upper�housing�section�of�the�high-voltage�battery�unit
2 High-voltage�battery�unit�warning�sticker
3 Type�plate�with�technical�data
4 High-voltage�component�warning�sticker

11
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
2.2.2.�Electrical�interfaces

High-voltage�connection

There�is�a�two-pin�high-voltage�connection�at�the�high-voltage�battery�unit�with�which�the�high-voltage
battery�unit�is�connected�to�the�high-voltage�electrical�system.

F30�PHEV�High-voltage�connection�at�the�high-voltage�battery�unit

Index Explanation
1 Mechanical�slide
2 Socket�with�connection�for�bridge�in�the�circuit�of�the�high-voltage�interlock
loop
3 Contact�protection
4 Contact�for�high-voltage�cable
5 Contact�for�shielding

A�contact�is�available�for�shielding�around�each�of�the�two�electrical�contacts�of�the�high-voltage
cables.�The�shielding�of�the�high-voltage�cable�(shielding�for�each�cable)�is�continued�into�the�housing
of�the�high-voltage�battery�unit�and�thus�contributes�to�the�electromagnetic�compatibility�(EMC).

In�addition,�the�high-voltage�connection�provides�protection�against�contact�with�live�parts.
The�actual�contacts�are�coated�in�plastic�so�that�nobody�can�touch�them�directly.�Only�when�the
cable�is�connected�is�the�coating�pushed�away�and�the�contact�established.

12
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
The�plastic�slide�serves�as�the�mechanical�latch�mechanism�of�the�connector.�It�is�also�an�element�of
a�safety�function:�If�the�high-voltage�cable�is�not�connected,�the�slide�conceals�the�connection�for�the
bridge�of�the�high-voltage�interlock�loop.�Only�when�the�high-voltage�cable�is�properly�connected�and
the�connector�is�locked,�is�this�connection�accessible�and�the�bridge�can�be�inserted.�This�guarantees
that�only�when�a�high-voltage�cable�is�connected�is�the�circuit�of�the�high-voltage�interlock�loop
also�closed.�This�principle�applies�to�all�flat�high-voltage�connections�in�the�F30�PHEV�(high-voltage
battery�unit,�Electrical�Machine�Electronics).

As�a�result,�the�high-voltage�system�is�active�only�once�all�high-voltage�connections�have�been
connected�to�the�Electrical�Machine�Electronics�and�the�convenience�charging�electronics.�This�is
additional�protection�against�contact�with�contact�surfaces,�which�otherwise�may�carry�voltage.

High-voltage�connection

Index Explanation
A High-voltage�connection�with�connected�high-voltage�cable
B High-voltage�connection�with�disconnected�high-voltage�cable
1 Bridge�for�high-voltage�interlock�loop�(connected)
2 Mechanical�slide
3 High-voltage�connector�of�the�high-voltage�cable
4 High-voltage�connection
5 Bridge�for�high-voltage�interlock�loop�(disconnected)

The�high-voltage�connection�can�be�replaced�as�a�separate�component,�just�like�all�other�components
of�the�high-voltage�battery�unit.�The�prerequisites�are�qualified�service�employees�and�exact
compliance�with�the�repair�instructions.

13
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
Interface�for�the�12 V�vehicle�electrical�system

The�high-voltage�battery�unit�of�the�F30�PHEV�features�an�interface�to�the�12�V�vehicle�electrical
system�with�the�following�connections:

• Voltage�supply�of�the�SME�control�unit�with�terminal�30�and�terminal�31.
• Terminal�30C�crash�signal�for�voltage�supply�of�the�electromechanical�switch�contactors.
• Wake-up�line�of�the�front�electronic�module.
• Input�and�output�of�the�line�for�the�high-voltage�interlock�loop.
• Output�(+12 V�and�ground)�for�the�activation�of�the�combined�expansion�and�shutoff�valve.
• PT-CAN2.

F30�PHEV�Signal�connector�on�the�high-voltage�battery�unit

Index Explanation
1 Interface�for�the�12 V�vehicle�electrical�system

14
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
High-voltage�safety�connector�(Service�Disconnect)

The�high-voltage�service�disconnect�of�the�F30�PHEV�does�not�form�part�of�the�high-voltage�battery
unit.�For�this�reason,�the�color�of�the�high-voltage�service�disconnect�was�changed�from�orange
to�green�as�automotive�standard.�The�high-voltage�service�disconnect�is�installed�in�the�rear�right
luggage�compartment�as�a�separate�component.

As�in�ActiveHybrid�motor�vehicles�the�high-voltage�service�disconnect�fulfils�two�tasks:

• Disconnecting�the�high-voltage�system�from�the�supply.
• Providing�a�safeguard�to�prevent�unintentional�restarting.

The�high-voltage�safety�connector�or�the�connected�bridge�is�part�of�the�circuit�of�the�high-voltage
interlock�loop.�If�the�connector�and�bush�of�the�high-voltage�safety�connector�are�pulled�apart,�the
circuit�of�the�high-voltage�interlock�loop�is�interrupted.

The�connector�and�bush�of�the�high-voltage�safety�connector�cannot�be�disconnected�from�each
other�completely.�Both�parts�are�mechanically�secured�against�complete�separation.�To�interrupt�the
circuit�of�the�high-voltage�interlock�loop,�it�is�sufficient�to�separate�the�two�parts�far�enough�so�that
the�U-lock�can�be�used�to�secure�against�restart.

15
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
The�precise�procedure�for�disconnecting�the�power�supply�is�described�in�the�"F30�PHEV
high-voltage�components"�information�bulletin.

2.2.3.�Venting�unit
The�venting�unit�performs�two�tasks.�The�first�task�is�to�offset�large�pressure�differences�between
the�inside�and�outside�of�the�high-voltage�battery�unit.�Such�pressure�differences�can�only�arise�in�the
event�of�a�damaged�battery�cell.�In�this�case�for�safety�reasons�the�housing�of�the�cell�module�with�the
damaged�battery�cell�is�opened�to�reduce�the�pressure.�The�gases�are�initially�located�in�the�housing
of�the�high-voltage�battery�unit.�From�there�they�can�be�transported�outwards�via�the�venting�unit.
The�pressure�also�increases�if�the�heat�exchanger�is�leaking�and�there�is�refrigerant�emerging.

F30�PHEV�cross-section�through�the�venting�unit

Index Explanation
1 Gasket
2 Mandrel
3 Diaphragm

The�second�task�of�the�venting�unit�is�to�transport�outwards�condensate�arising�in�the�inside�of�the
high-voltage�battery�unit.�Besides�the�technical�components,�there�is�also�air�inside�the�high-voltage
battery�unit.

If�the�air�or�the�housing�is�cooled�by�a�lower�ambient�temperature�or�by�a�refrigerant�through�the
activation�of�the�air�conditioning�function,�some�of�the�water�vapor�from�the�air�condenses.
This�means�small�amounts�of�liquid�water�can�form�in�the�inside�of�the�high-voltage�battery�unit.�This
has�no�affect�on�the�function.

During�the�next�heating�of�the�air�or�the�housing�the�water�evaporates�again�and,�at�the�same�time,�the
pressure�in�the�housing�rises�slightly.�The�venting�unit�permits�pressure�compensation�by�allowing
the�warm�air�to�escape�outwards.�The�water�vapor�in�the�air�is�also�transported�outwards�and�also�the
previously�liquid�condensate.

16
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
To�fulfil�these�tasks�the�venting�unit�has�a�permeable�diaphragm�for�gases�(and�water�vapor)�and�an
impermeable�diaphragm�for�fluids.�Above�the�diaphragm�is�a�mandrel,�which�destroys�the�diaphragm
in�the�event�of�severe�excess�pressure�in�the�high-voltage�battery�unit.�There�is�a�two-part�cover�to
protect�against�coarse�contamination.

The�installation�location�of�the�venting�unit�is�on�the�upper�housing�section.

F30�PHEV�mounting,�venting�unit

Index Explanation
1 Mounting�bolts
2 Venting�unit

The�venting�unit�can�be�replaced�in�Service�as�an�entire�unit.�A�replacement�is�recommended�if�the
venting�unit�has�suffered�mechanical�damage.

Use�the�test�adapter�matching�the�F30�PHEV�venting�unit�for�the�final�test�with�the�EoS�diagnosis
system�(end�of�service).

17
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
2.2.4.�Interface�for�the�refrigerant�circuit
It�is�incorporated�in�the�refrigerant�circuit�of�the�heating�and�air-conditioning�system�for�cooling�the
high-voltage�battery.�In�order�to�be�able�to�perform�condition-based�cooling,�there�is�an�electrically
activated�combined�expansion�and�shutoff�valve�at�the�high-voltage�battery�unit.

The�combined�expansion�and�shutoff�valve�is�hard-wired�to�the�SME�control�unit�and�is�activated
directly�by�this�control�unit.�The�valve�is�closed�in�a�currentless�state,�i.e.�no�refrigerant�flows�into�the
high-voltage�battery�unit.�The�valve�only�knows�two�positions,�"closed"�and�"open".�The�amount�of
flowing�refrigerant�is�adjusted�thermally.

2.3.�Cooling�system

2.3.1.�Overview
To�maximize�the�service�life�of�the�high-voltage�battery�and�obtain�the�greatest�possible�power,�it�is
operated�in�a�defined�temperature�range.�The�high-voltage�battery�unit�is�essentially�operational�in
the�range�of�-40 °C�to�+55 °C�(-40 °F�to�+�131 °F�actual�cell�temperature).�In�terms�of�temperature
behavior�the�high-voltage�battery�unit�is�a�slow-action�system,�i.e.�it�takes�several�hours�until�the
cells�assume�the�ambient�temperature.�Therefore�having�the�battery�spend�a�short�period�of�time�in
an�extremely�hot�or�cold�environment�does�not�mean�that�the�cells�will�already�have�assumed�this
temperature.

The�optimal�range�of�the�temperature�of�the�cell�with�regard�to�service�life�and�performance�is�more
limited.�It�is�between�+25 °C�and�+40 °C�(77�°F�and�104�°F).�If�the�cell�temperature�is�continuously
significantly�above�this�range�with�simultaneously�high�performance,�this�has�a�negative�effect�on�the
service�life�of�the�battery�cells.�To�counteract�this�effect,�as�well�as�ensure�maximum�performance�at
all�ambient�temperatures,�the�high-voltage�battery�unit�of�the�F30�PHEV�has�an�automatic�cooling
function.

There�is�no�heating�function�for�the�high-voltage�battery�unit�in�the�F30�PHEV.

F30�PHEV�high-voltage�battery�unit�operating�temperature�range

Index Explanation
1 General�temperature�range�(storage�area)
2 Operating�range�of�the�high-voltage�battery�unit
3 Optimal�operating�range�of�the�high-voltage�battery�unit

18
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
The�F30�PHEV�is�equipped�with�a�cooling�system�for�the�high-voltage�battery�as�standard.�For�this
purpose�it�is�integrated�in�the�refrigerant�circuit�of�the�heating�and�air-conditioning�system.

F30�PHEV�Overall�refrigerant�system

Index Explanation
1 Combined�expansion�and�shutoff�valve
2 High-voltage�battery�unit
3 Refrigerant�lines�to�high-voltage�battery�unit
4 Evaporator,�passenger�compartment
5 Expansion�valve�for�vehicle�interior

19
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
Index Explanation
6 Connection�for�filling�and�evacuation
7 Shutoff�valve�(vehicle�interior)
8 Coolant/refrigerant�heat�exchanger
9 Electric�A/C�compressor�(EKK)

Cooling�system�of�the�high-voltage�battery�unit

The�high-voltage�battery�unit�in�the�F30�PHEV�is�cooled�directly�using�R134a�refrigerant.�For�this
reason,�the�refrigerant�circuit�of�the�air�conditioning�consists�of�two�parallel�branches.�One�for�cooling
the�passenger�compartment�and�one�for�cooling�the�high-voltage�battery�unit.�Each�branch�features
an�expansion�and�a�shutoff�valve�to�be�able�to�control�the�air�conditioning�functions�independently�of
each�other.�The�battery�management�electronics�can�activate�and�open�the�combined�expansion�and
shutoff�valve�at�the�high-voltage�battery�unit�by�applying�voltage.�In�this�way�refrigerant�can�flow�to�the
high-voltage�battery,�where�it�expands,�evaporates�and�cools�the�surrounding�area.�The�cooling�of�the
passenger�compartment�is�also�effected�in�a�condition-based�manner.�The�combined�expansion�and
shutoff�valve�upstream�from�the�evaporator�can�also�be�activated�electrically�and�by�the�EME.

F30�PHEV�refrigerant�circuit�with�high-voltage�battery�unit

20
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
Index Explanation
1 Dryer�unit
2 Coolant-refrigerant�heat�exchanger
3 Electric�A/C�compressor�(EKK)
4 Blower�for�passenger�compartment
5 Expansion�valve�for�vehicle�interior
6 Evaporator,�passenger�compartment
7 High-voltage�battery�unit
8 Combined�expansion�and�shutoff�valve,�high-voltage�battery�unit
9 Heat�exchanger

The�refrigerant�evaporates�with�the�injection�of�the�liquid�refrigerant�in�the�heat�exchanger.
The�evaporating�refrigerant�draws�the�heat�from�the�ambient�air,�thus�cooling�it.�Then�the�EKK
compresses�the�gaseous�refrigerant�at�a�higher�pressure�level.�The�heat�energy�is�transferred�by
the�heat�exchanger�to�the�coolant�and�the�refrigerant�returns�to�liquid�state�of�aggregation�again.

In�the�F30�PHEV,�the�cell�modules�are�arranged�on�two�levels�due�to�the�installation�location�of�the
high-voltage�battery�unit.�In�order�to�ensure�sufficient�cooling�of�the�battery�cells�by�the�refrigerant,
a�three-part�heat�exchanger�is�used.�One�heat�exchanger�is�located�under�the�three�top�cell�modules,
one�heat�exchanger�under�the�fourth�cell�module�at�the�top�and�one�under�the�bottom�cell�module.
It�consists�of�flat�aluminium�pipes�and�is�connected�to�the�internal�refrigerant�lines.

21
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit

F30�PHEV�components�for�cooling�in�the�high-voltage�battery�unit

Index Explanation
1 Upper�housing�half
2 Top�heat�exchanger�(two-part)
3 Cell�module
4 Temperature�sensor�for�refrigerant�line
5 Connecting�flange�for�combined�expansion�and�shutoff�valve
6 Lower�heat�exchanger
7 Lower�housing�half

22
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
2.3.2.�Function
The�cooling�system�has�two�operating�conditions:

• Cooling�OFF
• Cooling�ON

The�operating�conditions�are�generally�dependent�on�the�cell�temperatures,�the�ambient�temperature
and�the�power�used�by�or�supplied�to�the�high-voltage�battery.�The�SME�control�unit�decides�which
operating�condition�is�necessary�depending�on�the�input�variables.

The�following�graphic�shows�the�input�variables,�the�role�of�the�SME�control�unit�and�which�actuators
are�used�for�the�control.

Input/output�cooling�system�of�the�F30�PHEV�high-voltage�battery�unit

23
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
Index Explanation
1 Convenience�charging�electronics�(KLE)
2 Information�that�the�high-voltage�battery�unit�is�being�charged�externally
3 Refrigerant�temperature�sensor�at�the�refrigerant�line�supply
4 Signal�for�refrigerant�temperature
5 Temperature�sensors�at�the�cells�of�the�high-voltage�battery
6 Signal�for�cell�module�temperature
7 Cell�Supervision�Circuit�(CSC)
8 Outside�temperature�sensor
9 Signal�for�ambient�temperature
10 Instrument�panel�(KOMBI)
11 SME�control�unit�(in�the�high-voltage�battery�unit)
12 Combined�expansion�and�shutoff�valve
13 Signal�for�activating�the�combined�expansion�and�shutoff�valve
14 Electric�A/C�compressor�(EKK)
15 Signal�for�the�activation�of�the�EKK�(via�local�interconnect�network�bus)
16 Integrated�automatic�heating�/�air�conditioning
17 Cooling�requirement
18 High-voltage�power�supply
19 Electric�Motor�Electronics�(EME)
20 High-voltage�power�requirement

Cooling�OFF�operating�condition

The�"Cooling�OFF"�operating�condition�is�adopted�when�the�cell�temperatures�are�in�or�below�an
optimal�range.�This�is�generally�the�case�if�the�vehicle�is�moved�at�moderate�ambient�temperatures
and�at�low�electrical�power.�The�"Cooling�OFF"�operating�condition�is�particularly�efficient�because
no�additional�energy�is�required�for�cooling�the�high-voltage�battery.

The�components�involved�work�as�follows:

• The�EKK�is�not�in�operation�or�runs�at�reduced�power�if�the�passenger�compartment
has�to�be�cooled.
• The�combined�expansion�and�shutoff�valve�at�the�high-voltage�battery�unit�is�closed.

24
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
Cooling�ON�operating�condition

If�the�battery�cells�heat�up�to�temperatures�of�approx.�30 °C�/�86 °F,�the�cooling�of�the�high-voltage
battery�has�already�begun.�The�SME�control�unit�sends�a�cooling�requirement�to�the�IHKA�control
unit�with�two�priorities.�The�IHKA�decides�whether�the�passenger�compartment�or�the�high-voltage
battery�unit�is�cooled�or�both�are�cooled.�The�cooling�requirement�may�be�refused�by�the�IHKA�for�a
cooling�requirement�by�the�SME�with�low�priority�and�for�a�high�cooling�requirement�in�the�passenger
compartment.�However,�the�high-voltage�battery�unit�is�always�cooled�for�a�cooling�requirement�by�the
SME�with�high�priority.

For�the�cooling�the�IHKA�requests�electrical�power�from�the�high-voltage�power�management�in�the
Electrical�Machine�Electronics�for�the�EKK.

The�components�act�as�follows�in�"Cooling"�operating�condition:

• SME�control�unit�requests�cooling�requirement.
• Following�release�by�the�IHKA�the�SME�control�unit�activates�the�combined
expansion�and�shutoff�valve�at�the�high-voltage�battery�unit.�This�valve�opens
and�refrigerant�flows�to�the�high-voltage�battery�unit.
• The�EKK�is�in�operation.

As�a�result�of�the�pressure�drop�after�the�expansion�valve,�the�refrigerant�in�the�lines�and�coolant�ducts
of�the�high-voltage�battery�unit�evaporates.�In�the�process�the�refrigerant�absorbs�heat�energy�from
the�cell�modules�or�battery�cells�and�cools�them.�The�evaporated�refrigerant�leaves�the�high-voltage
battery�unit�again,�is�compressed�by�the�electric�A/C�compressor�and�returned�to�a�liquid�state�in
the�coolant-refrigerant�heat�exchanger.�Although�energy�is�required�from�the�high-voltage�electrical
system�for�this�procedure,�it�is�of�utmost�importance.�Only�this�way�can�a�long�service�life�and�a�high
degree�of�efficiency�of�the�battery�cells�be�guaranteed.

If�the�temperature�of�the�battery�cells�is�significantly�below�the�optimal�operating�temperature�of
20 °C�/�68 °F,�their�performance�would�be�temporarily�restricted�and�the�efficiency�of�the�energy
conversion�would�not�be�optimal.�This�is�an�unavoidable�chemical�effect�of�lithium-ion�batteries.

If�the�F30�is�parked�for�an�extended�period�(e.g.�a�few�days)�at�a�very�low�ambient�temperature,�the
battery�cells�also�take�on�this�low�ambient�temperature.�In�this�situation�it�is�possible�the�full�electrical
driving�power�is�not�available�at�the�start�of�the�journey.�This�remains�unnoticed�by�the�customer�as�the
combustion�engine�assumes�the�drive�of�the�vehicle�in�this�case.

2.3.3.�System�components

Heat�exchanger

In�the�inside�of�the�high-voltage�battery�units�the�refrigerant�flows�through�lines�and�coolant�ducts
made�from�aluminium.�The�refrigerant�flowing�in�via�the�inlet�piping�is�distributed�after�the�connection
at�the�high-voltage�battery�unit�to�the�top�and�bottom�heat�exchangers.�The�refrigerant�flowing�through
the�feed�line�is�distributed�into�two�coolant�ducts�in�the�heat�exchanger�and�absorbs�the�heat�of�the
cell�modules�en�route�through�the�coolant�ducts.

At�the�end�of�the�coolant�ducts�the�refrigerant�is�directed�to�the�neighboring�coolant�ducts,�flows�back
and�absorbs�further�heat�from�the�cell�modules.

At�the�end�the�two�return�lines�of�each�heat�exchanger�are�joined�in�a�common�return�line.

25
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
This�common�return�line�returns�the�evaporated�refrigerant�to�the�connection�of�the�high-voltage
battery�unit.

A�temperature�sensor�is�installed�at�the�feed�line�of�the�lower�heat�exchanger,�whose�signal�is�used
for�controlling�and�monitoring�the�cooling�function.�It�is�read�directly�by�the�SME�control�unit.

F30�PHEV�components�for�cooling�in�the�high-voltage�battery�unit

Index Explanation
1 Connecting�pipe�on�intake�side�of�small�top�heat�exchanger
2 Input,�pressure�side,�small�top�heat�exchanger
3 Return�line,�intake�side,�top�heat�exchanger
4 Connecting�pipe,�intake�side
5 Input,�pressure�side,�top�heat�exchanger
6 Feed�line,�pressure�side,�top�heat�exchanger
7 Return�line,�top�heat�exchanger
8 Connecting�flange�for�combined�expansion�and�shutoff�valve
9 Bottom�heat�exchanger�(return�line,�intake�side,�bottom�heat�exchanger)
10 Input,�pressure�side,�bottom�heat�exchanger
11 Return�line,�intake�side,�small�top�heat�exchanger

26
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
So�that�the�coolant�ducts�can�fulfil�their�task�of�discharging�heat�energy�from�the�cell�modules,
the�whole�area�of�the�coolant�ducts�must�be�pressed�onto�the�cell�modules�at�an�evenly�distributed
force.�This�contact�pressure�is�generated�by�spring�rods�which�are�embedded�in�the�coolant�ducts.
The�spring�roads�are�adapted�to�the�geometry�of�the�cell�modules�and�the�lower�housing�half.

The�spring�rod�of�the�lower�heat�exchanger�is�supported�at�the�lower�housing�half�of�the�high-voltage
battery�unit�and�presses�the�coolant�ducts�onto�the�cell�modules.�The�spring�of�the�upper�heat
exchanger�is�supported�at�the�aluminium�rails�lying�between�the�cell�module�connectors.

The�refrigerant�lines,�coolant�ducts�and�spring�rails�together�form�one�unit,�which�can�be�replaced
separately�in�the�case�of�a�repair.�To�simplify�matters,�this�unit�is�also�called�a�heat�exchanger,�but�is
not�to�be�confused�with�the�heat�exchanger�in�the�front�of�a�conventional�vehicle.

The�three�heat�exchangers�are�very�long�components.�However,�the�long�coolant�ducts�in�particular�are
not�unitary,�but�have�a�relatively�thin�wall�thickness.�They�have�excellent�heat�conducting�properties,
but�as�a�result�their�mechanical�stability�is�low.�This�is�not�a�disadvantage�when�it�is�installed�because
the�mechanical�stability�is�maintained�by�the�high-voltage�battery�unit�housing.�However,�extreme
caution�must�be�exercised�when�handling�the�heat�exchanger�in�Service.

For�the�replacement�of�the�heat�exchanger�the�repair�instructions�must�be�followed�exactly�and
extreme�caution�must�be�exercised.�Two�persons�are�required�for�lifting�a�new�heat�exchanger
in�order�to�avoid�damaging�the�new�part.

Refrigerant�temperature�sensor

The�temperature�of�the�refrigerant�is�not�measured�directly.�Instead,�the�temperature�sensor�is�fitted�at
a�segment�of�the�refrigerant�line�in�the�high-voltage�battery�unit.�The�installation�position�is�shown�in
the�graphic�in�the�chapter�entitled�"Heat�exchanger".

Using�the�temperature�of�the�refrigerant�line,�the�temperature�of�the�flowing�refrigerant�and�thus�also
the�available�cooling�power�can�be�calculated.�The�refrigerant�temperature�sensor�is�hard-wired�to�the
SME�control�unit�where�the�signal�is�also�evaluated.

The�sensor�is�a�negative�temperature�coefficient,�whose�resistance�value�is�reduced�at�increasing
temperature.

The�refrigerant�temperature�sensor�can�be�replaced�individually�in�the�event�of�a�fault.

27
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
Combined�expansion�and�shutoff�valve

The�expansion�and�shutoff�valve�reduces�the�pressure�of�the�refrigerant�by�constricting�the�flow�cross-
section,�evaporating�the�refrigerant�in�the�process.�As�a�result,�the�heat�is�drawn�from�the�surrounding
area�and�the�cell�modules�are�cooled.�It�can�also�shut�off�the�refrigerant�circuit�so�that
no�more�refrigerant�flows�into�the�heat�exchanger.

F30�PHEV�combined�expansion�and�shutoff�valve

Index Explanation
1 Combined�expansion�and�shutoff�valve
2 Connection�for�refrigerant�intake�pipe
3 Connection�for�refrigerant�pressure�line
4 Lower�housing�section�of�the�high-voltage�battery�unit
5 Electrical�connection�for�combined�expansion�and�shutoff�valve

The�combined�expansion�and�shutoff�valve�is�activated�by�the�battery�management�electronics�control
unit�using�direct�wiring.

The�electrical�activation�has�two�conditions:�An�activation�voltage�of�0 V�means�that�the�valve�remains
closed.�An�activation�voltage�of�12 V�opens�the�valve.�Similar�to�conventional�expansion�valves�in
heating�and�air-conditioning�systems,�this�expansion�and�shutoff�valve�also�automatically�adjusts�its
degree�of�opening�thermally,�i.e.�depending�on�the�refrigerant�temperature.

28
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
2.4.�Inner�structure

2.4.1.�Electrical�and�electronic�components

F30�PHEV,�system�wiring�diagram�for�high-voltage�battery�unit

Index Explanation
1 Safety�box
2 Switch�contactors
3 Current�and�voltage�sensor
4 Isolation�monitoring
5 Main�current�fuse�(350�A)
6 Cell�module
7 Cell�Supervision�Circuit�(CSC),�refrigerant�line

29
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
Index Explanation
8 Temperature�sensor�for�refrigerant�line
9 Battery�management�electronics�(SME)
10 Control�of�the�circuit�of�the�high-voltage�interlock�loop
11 High-voltage�safety�connector�("Service�Disconnect")
12 Combined�expansion�and�shutoff�valve�of�the�refrigerant�line
13 Front�Electronic�Module�(FEM)
14 ACSM�with�control�lines�for�activating�the�safety�battery�terminal
15 Intelligent�Battery�Sensor�(IBS)
16 12 V�battery
17 Safety�battery�terminal�(SBK)

The�wiring�diagram�above�shows�that�the�high-voltage�battery�unit�of�the�F30�PHEV�contains�the
following�electrical/electronic�components�in�addition�to�the�actual�battery�cells,�which�are�combined
in�five�cell�modules:

• Control�unit�for�battery�management�electronics�(SME).
• Five�Cell�Supervision�Circuits�(CSC).
• Safety�box�with�switch�contactors,�sensors,�over�current�fuse�and�isolation�monitoring.

In�addition�to�the�electrical�components,�the�high-voltage�battery�unit�is�also�made�up�of�refrigerant
lines�and�coolant�ducts,�as�well�as�mechanical�retaining�elements�for�the�cell�modules.�These�internal
components,�as�well�as�the�high-voltage�connection�and�the�high-voltage�safety�connector,�are
described�in�the�following�chapters.

30
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
Battery�management�electronics�(SME)

F30�PHEV�battery�management�electronics�installation�location

Index Explanation
1 Connection,�communication�wiring�harness
2 Connection,�Cell�Supervision�Circuit�wiring�harness

High�demands�are�placed�on�the�service�life�of�the�high-voltage�battery�(service�life�of�the�vehicle).
It�is�not�possible�to�operate�the�high-voltage�battery�according�to�personal�preferences�if�these
requirements�must�be�satisfied.�Instead,�the�high-voltage�battery�is�operated�in�a�precisely�defined
range�as�to�maximize�its�service�life�and�performance.�This�includes�the�following�marginal�conditions:

• Operate�battery�cells�in�the�optimal�temperature�range�(by�cooling�and�if�required
restricting�the�current�level).
• Adjusting�the�State�of�Charge�of�the�individual�cells�where�necessary�to�one�another.
• Use�storable�energy�of�the�battery�in�a�certain�range.

To�comply�with�these�marginal�conditions,�a�control�unit,�the�battery�management�electronics�(SME),
is�installed�in�the�high-voltage�battery�unit�of�the�F30�PHEV.

31
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
The�SME�control�unit�must�fulfil�the�following�tasks:

• Controlling�the�starting�and�shutting�down�of�the�high-voltage�system�at�the�request�of�the
Electrical�Machine�Electronics�(EME).
• Evaluation�of�the�measurement�signals�for�voltage�and�temperature�of�all�battery�cells,�as�well
as�the�current�level�in�the�high-voltage�circuit.
• Control�of�the�cooling�system�for�the�high-voltage�battery�units.
• Determining�the�State�of�Charge�(SoC)�and�the�State�of�Health�(SoH)�of�the�high-voltage
battery.
• Determining�the�available�power�of�the�high-voltage�battery�and�where�necessary�requesting
a�limitation�from�the�Electric�Motor�Electronics.
• Safety�functions�(e.g.�voltage�and�temperature�monitoring,�high-voltage�interlock�loop).
• Identification�of�fault�statuses,�storing�fault�code�entries�and�communication�of�fault�statuses
to�the�Electrical�Machine�Electronics.

The�SME�control�unit�can�generally�be�accessed�and�programmed�via�the�diagnosis�system.
For�troubleshooting�it�is�important�to�know�that�not�only�control�unit�faults�can�be�entered�in�the�fault
memory�of�the�SME�control�unit,�but�also�links�to�faults�of�other�components�in�the�high-voltage
battery�unit.�The�fault�code�entries�can�be�divided�into�different�categories�which�are�dependent
on�their�severity�and�the�available�functionality:

• Immediate�shutdown�of�the�high-voltage�system:
If�the�safety�of�the�high-voltage�system�is�affected�by�the�fault�or�there�is�a�risk�that�the�high-
voltage�battery�may�suffer�damage�as�a�result�of�the�fault,�the�high-voltage�system�is�shut
down�immediately�and�the�contacts�of�the�electromechanical�switch�contactors�are�opened.
• Restricted�performance:
If�the�high-voltage�battery�is�no�longer�able�to�supply�full�power�or�full�energy,�the�drive�power
and�the�range�are�restricted�to�protect�the�components.�In�this�case,�drivers�can�always
continue�with�considerably�reduced�drive�power�for�a�short�period�of�time.
• Fault�without�direct�effect�for�the�customer:
If,�for�example,�communication�between�SME�or�CSC�control�units�is�disrupted�for�a�short
time,�this�does�not�result�in�a�functional�restriction�or�put�the�safety�of�the�high-voltage�system
at�risk.�This�is�why�only�one�fault�code�entry�is�generated�which�must�be�analyzed�by�the�BMW
Service�using�the�diagnosis�system.�A�Check�Control�message�does�not�appear.
The�functionality�for�the�customer�is�not�restricted.

The�SME�control�unit�is�not�accessible�from�outside�the�high-voltage�battery�unit.�To�replace�a�SME
control�unit�in�the�event�of�a�fault,�the�high-voltage�battery�unit�must�be�opened�beforehand.

Only�qualified�personnel�is�permitted�to�open�the�high-voltage�battery�unit.�The�repair�instructions
must�also�be�followed�exactly�and�it�is�particularly�important�to�complete�the�prescribed�checks
prior�to�opening�the�unit.

32
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
The�electrical�interfaces�of�the�SME�control�unit�are:

• 12 V�supply�for�SME�control�unit�(terminal�30�from�the�rear�power�distribution
box�and�terminal�31).
• 12 V�supply�for�switch�contactors�(terminal�30C�crash�signal).
• PT‐CAN2.
• Local�CAN1�and�2.
• Wake-up�line�from�the�Body�Domain�Controller�(BDC).
• Input�and�output�for�high-voltage�interlock�loop.
• Line�for�activating�the�combined�shutoff�and�expansion�valve�in�the�refrigerant�circuit.
• Refrigerant�temperature�sensor.

The�switch�contactors�in�the�high-voltage�battery�unit�are�supplied�with�voltage�via�a�special�12 V
line.�This�line�is�called�terminal�30�crash�message,�terminal�30C�for�short.�The�C�in�the�terminal
designation�indicates�that�this�12 V�voltage�is�switched�off�in�the�event�of�an�accident�(crash).�This�line
is�a�(second)�output�of�the�safety�battery�terminal.�This�means�that�when�the�safety�battery�terminal�is
activated�this�supply�lead�is�also�interrupted.

This�line�also�runs�through�the�high-voltage�safety�connector�so�that�the�supply�to�the�switch
contactors�is�interrupted�also�when�the�high-voltage�system�is�disconnected�from�the�power�supply.
In�both�these�cases�the�two�switch�contactors�in�the�high-voltage�battery�unit�are�opened
automatically.

The�Local�CAN1�connects�the�SME�control�unit�to�the�Cell�Supervision�Circuits�(CSC)�(see�next
chapter).�The�Local�CAN2�is�used�for�communication�between�SME�control�unit�and�safety�box.
For�example,�the�information�on�the�measured�current�level�is�transmitted�via�this�data�bus.

Cell�modules

The�high-voltage�battery�unit�is�made�up�of�five�cell�modules�connected�in�series.�Only�one�Cell
Supervision�Circuit�is�assigned�to�each�cell�module.�The�cell�module�itself�is�made�up�of�16�cells
switched�in�series.�Each�cell�has�a�nominal�voltage�of�3.66 V�and�a�nominal�capacity�of�26 Ah.
The�sequence�of�the�cell�modules�is�defined�and�starts�at�the�top�right.

Due�to�the�electrical�connection�of�the�cell�modules�and�the�arrangement�of�the�Cell�Supervision
Circuits,�there�are�two�different�cell�module�types�with�respect�to�polarity.�This�must�be�taken�into
account�for�replacement�part�orders�

33
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit

F30�PHEV�cell�module�arrangement

Index Explanation
1 Cell�module�1
1a Cell�Supervision�Circuit�1a
2 Cell�module�2
2a Cell�Supervision�Circuit�2a
3 Cell�module�3
3a Cell�Supervision�Circuit�3a
4 Cell�module�4
4a Cell�Supervision�Circuit�4a
5 Cell�module�5
5a Cell�Supervision�Circuit�5a
6 Safety�box
7 Battery�management�electronics�(SME)

34
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit

The�order�must�be�observed�when�replacing�the�cell�modules�as�this�is�stored�in�the�diagnosis�system
and�is�used�for�future�evaluations.

Cell�monitoring

The�Cell�Supervision�Circuits�are�located�inside�each�high-voltage�battery�unit.�For�this�reason,
only�qualified�personnel�is�authorised�for�restorations.

Certain�conditions�must�be�observed�for�fault-free�operation�of�the�lithium-ion�cells�in�the�F30�PHEV:
The�cell�voltage�and�the�cell�temperature�cannot�exceed�or�drop�below�certain�values�as�otherwise�the
battery�cells�may�suffer�long-term�damage.�For�this�reason�the�high-voltage�battery�unit�features�six
Cell�Supervision�Circuits�(CSC),�a�term�derived�from�its�development.

The�high-voltage�battery�unit�of�the�F30�PHEV�features�one�Cell�Supervision�Circuit�per�cell�module.
The�Cell�Supervision�Circuit�is�identical�with�that�of�the�F15�PHEV,�which�means�that�a�total�of�16�cells
can�be�monitored.

35
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit

F30�PHEV�Cell�Supervision�Circuit

Index Explanation
1 Cell�module�1
2 Cell�module�2
3 Cell�module�3
4 Cell�module�4

36
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
Index Explanation
5 Temperature�sensors�at�the�cell�module
6 Voltage�measurement�of�the�battery�cells
7 Cell�Supervision�Circuit�on�module�4
8 Battery�management�electronics�(SME)
9 Cell�module�5
10 Safety�box
11 High-voltage�safety�connector�("Service�Disconnect")
12 Intelligent�Battery�Sensor�(IBS)
13 12 V�battery
14 Safety�battery�terminal�(SBK)
15 Power�distribution�box,�front

The�Cell�Supervision�Circuits�perform�the�following�functions:

• Measurement�and�monitoring�of�the�voltage�of�each�individual�battery�cell.
• Measurement�and�monitoring�of�the�temperature�at�several�points�of�the�cell�module.
• Communication�of�the�measured�variables�to�the�battery�management�electronics�control�unit.
• Implementation�of�the�process�for�adjusting�the�cell�voltage�of�the�battery�cells.

The�measurement�of�the�cell�voltage�is�effected�at�a�very�high�sampling�rate�(one�measurement�every
20�milliseconds).�The�end�of�the�charging�procedure,�as�well�as�the�discharging�procedure,�can�be
identified�using�the�voltage�measurement.�The�temperature�sensors�are�arranged�at�the�cell�modules
so�that�the�temperature�of�the�individual�battery�cells�can�be�determined�from�their�measured�values.
Using�the�cell�temperature�an�overload�or�electrical�fault�can�be�identified.�In�such�a�case�the�current
level�must�be�reduced�immediately�or�the�high-voltage�system�shut�down�completely�in�order�to�avoid
progressive�damage�to�the�battery�cells.�In�addition,�the�measured�temperature�is�used�to�control
the�cooling�system�in�order�to�constantly�operate�the�battery�cells�in�the�temperature�range�which�is
optimal�for�their�performance�and�service�life.�As�the�cell�temperature�is�such�an�important�variable,
four�NTC�temperature�sensors�are�installed�for�each�cell�module,�of�which�one�is�redundant.

The�Cell�Supervision�Circuits�communicate�the�values�measured�by�them�via�the�Local�CAN1.
This�local�CAN1�connects�all�Cell�Supervision�Circuits�to�each�other,�as�well�as�to�the�SME�control
unit.�In�the�SME�control�unit�the�evaluation�of�the�measured�values�takes�place�and�a�response�is
introduced�if�required�(e.g.�control�of�the�cooling�system).

Local�CAN1�and�2�operate�at�a�data�transfer�rate�of�500 kBit/s.�The�bus�lines�are�twisted,�as�is�usual
for�CAN�buses�with�this�data�transfer�rate.�Both�Local-CANs�are�also�terminated�at�their�ends.
The�necessary�terminating�resistors�of�the�Local-CAN1,�each�with�120 Ω�of�the�Local�CAN1�are
located�in�the�SME�control�unit.

The�terminating�resistors�of�the�Local-CAN2,�each�with�120 Ω�of�the�Local�CAN2�are�located:

• In�the�battery�management�electronics�control�unit.
• in�the�safety�box�control�unit.

37
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit

F30�PHEV�principle�wiring�diagram�of�local�CANs�in�the�high-voltage�battery�unit

Index Explanation
1 Terminating�resistor�of�Local�CAN1�in�the�SME�control�unit
2 Terminating�resistor�of�Local�CAN1�in�the�SME�control�unit
3 Terminating�resistor�of�Local�CAN2�in�the�SME�control�unit
4 Terminating�resistor�of�Local�CAN2�in�the�safety�box
5 High-voltage�battery�unit

If�the�resistance�is�measured�at�the�Local�Controller�Area�Networks�as�part�of�troubleshooting,�a�value
of�approx.�60�Ω�is�obtained�if�all�bus�users�are�connected�and�the�termination�is�OK.

If�one�or�several�of�the�battery�cells�has�a�significantly�lower�cell�voltage�than�all�other�battery�cells,�the
usable�energy�content�of�the�high-voltage�battery�is�restricted.�The�end�of�energy�consumption�for�the
discharging�procedure�is�in�fact�determined�by�the�"weakest"�battery�cell:�If�the�voltage�of�the�weakest
cell�has�fallen�to�the�discharge�limit,�the�discharging�procedure�must�be�terminated,�also�if�the�other
battery�cells�still�have�enough�energy�stored.�If�the�discharging�procedure�is�continued�however,�the
weakest�battery�cell�may�incur�permanent�damage.�For�this�reason�there�is�a�function�to�adjust�the�cell
voltage�to�approximately�the�same�level.�This�process�is�called�"cell�balancing".

The�SME�control�unit�compares�all�cell�voltages.�The�battery�cells�with�a�significantly�higher�cell
voltage�than�the�other�battery�cells�are�discharged�during�this�procedure.�Discharging�is�started�by
the�SME�control�with�a�request�via�the�local�CAN1�to�the�respective�Cell�Supervision�Circuits�for
these�battery�cells.�Each�Cell�Supervision�Circuit�has�an�ohmic�resistance�for�each�battery�cell,�via
which�the�discharge�current�can�flow�as�soon�as�the�respective�electronic�contact�has�been�closed.
After�the�discharging�procedure�is�started�this�is�performed�or�continued�independently�by�the�Cell
Supervision�Circuits,�also�if�the�main�control�units�have�switched�to�rest�state�in�the�meantime.�This
is�made�possible�by�the�fact�that�the�Cell�Supervision�Circuit�control�units�obtain�their�voltage�supply
from�the�battery�management�electronics,�which�is�connected�directly�to�terminal�30.�The�discharging
procedure�is�automatically�ended�if�the�voltage�of�all�battery�cells�is�in�a�specified�narrow�range.�The
cell�balancing�is�continued�until�all�cells�have�the�same�voltage.

38
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit

F30�PHEV,�principle�wiring�diagram:�Adjusting�the�cell�voltages

Index Explanation
1 Cell�Supervision�Circuit
2 Sensors�for�measuring�the�cell�voltage
3 Discharge�resistor
4 Closed�(active)�contact�for�discharging�a�battery�cell
5 Cell�module
6 Battery�cell�whose�cell�voltage�is�reduced�by�discharging
7 Battery�cell�not�being�discharged
8 Open�(inactive)�contact�for�discharging�a�battery�cell

The�adjustment�of�the�cell�voltages�is�a�procedure�which�involves�losses.�However,�the�electrical
energy�lost�is�very�low�(less�than�0.1 %�SoC).�In�contrast,�the�advantages�are�that�the�attainable
range�and�the�service�life�of�the�high-voltage�battery�are�maximized�which�makes�sense�overall�and�is
necessary�for�balancing�the�cell�voltages.�This�procedure�can�naturally�be�performed�when�the�vehicle
is�at�a�standstill.

39
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
The�conditions�for�adjusting�the�cell�voltages�are�as�follows:

• Terminal�15�switched�off�and�vehicle�or�vehicle�electrical�system�asleep�AND
• High-voltage�system�shut�down�AND
• Deviation�of�the�cell�voltages�or�the�individual�states�of�charge�of�the�cells�are
greater�than�a�threshold�value�AND
• Total�SoC�of�the�high-voltage�battery�is�greater�than�a�threshold�value.

The�adjustment�of�the�cell�voltages�is�effected�automatically�when�the�specified�conditions�are
fulfilled.�The�customer�therefore�does�not�receive�a�Check�Control�message�nor�does�he�have�to
implement�a�special�measure.�Also�after�the�replacement�of�cell�modules�the�SME�control�unit
automatically�identifies�any�necessary�requirement�to�adjust�cell�voltages.

If�the�cell�voltages�however�have�too�great�a�deviation�or�the�adjustment�of�the�cell�voltage�is�not
successful,�a�fault�code�entry�must�be�created�in�the�battery�management�electronics�control�unit.
The�customer�is�made�aware�of�this�fault�status�by�a�Check�Control�message.�With�help�of�the
diagnosis�system,�the�fault�memory�must�then�be�evaluated�and�corresponding�repair�work�carried�out.

Safety�box

F30�PHEV�installation�location�of�the�safety�box

40
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
Index Explanation
1 Positive�to�high-voltage�connector
2 Positive�from�cell�module�5
3 Connection,�communication�wiring�harness
4 Negative�from�cell�module�1
5 Negative�to�high-voltage�connector

In�each�high-voltage�battery�unit�there�is�an�interface�unit�with�its�own�housing,�which�is�also�called�a
"safety�box"�or�"S-box"�for�short.�The�component�is�located�on�the�inside�of�the�high-voltage�battery
unit�and�for�this�reason,�it�must�be�exchanged�by�qualified�workshop�personnel�only.

The�following�components�are�integrated�in�the�safety�box:

• Current�sensor�in�the�current�path�of�the�negative�battery�terminal.
• Safety�fuse�in�the�current�path�of�the�positive�battery�terminal.
• Two�electromechanical�switch�contactors�(one�switch�contactor�per�current�path).
• Pre-charge�switch�for�slow�start-up�of�the�high-voltage�system.
• Voltage�sensors�for�monitoring�the�switch�contacts,�measuring�the�overall
battery�voltage�as�well�as�monitoring�the�isolation�resistance.
• Electrical�wiring�for�isolation�monitoring.

Wiring�harnesses

There�are�two�wiring�harnesses�in�the�high-voltage�battery�unit.

• Communication�wiring�harness�for�the�connection�of�the�Cell�Supervision�Circuits
to�the�SME�control�unit.
• Communication�wiring�harness�for�connection�of�the�SME�and�the�safety�box�with
the�interface�to�the�12�V�vehicle�electrical�system.

No�repairs�can�be�carried�out�on�the�wiring�harness.�If�the�connection�between�the�cable�and
connector�is�faulty�or�loose,�the�entire�wiring�harness�must�be�replaced.

2.4.2.�Mechanical�components
The�mechanical�components�of�the�high-voltage�battery�unit�include:

• Lid�and�lower�housing�section
• Seal�between�lid�and�lower�housing�section
• Top�and�bottom�heat�exchangers
• The�venting�unit
• Module�intermediate�base
• Battery�management�electronics�and�safety�box�holder

41
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
2.5.�Functions
In�the�F30�PHEV�central�functions�of�the�high-voltage�system�are�controlled�and�coordinated�by
the�Electrical�Machine�Electronics�(EME).�They�are:

• Voltage�conversion�from�direct�current�voltage�in�to�three-phase�AC�voltage
(electric�motor�mode).
• Voltage�conversion�from�three-phase�AC�voltage�to�direct�current�voltage�(charging�mode).
• Voltage�conversion�from�high�voltage�to�low�voltage�(12V�battery�charge).
• High-voltage�power�management.
• Activation�of�12�V�actuators.
• Discharging�the�link�capacitors.

The�high-voltage�battery�unit�and�the�SME�control�unit�are�of�decisive�importance�for�the�central
functions�of�the�high-voltage�system.�They�are:

• Starting
• Regular�shutdown
• Quick�shutdown
• Battery�management
• Charging�the�high-voltage�battery
• Monitoring�functions

2.5.1.�Starting
The�sequence�for�starting�the�high-voltage�system�is�always�the�same�irrespective�of�which�of�the
following�events�was�the�trigger:

• Terminal�15�is�switched�on�or�driving�readiness�is�established.
• Charging�the�high-voltage�battery�should�start.
• Preparation�of�the�vehicle�for�the�journey�(climate�control�of�the�high-voltage
battery�or�the�passenger�compartment).

The�individual�steps�for�starting�the�high-voltage�system�are:

1 EME�control�unit�requests�starting�via�bus�signals�at�the�PT-CAN/PT-CAN2.
2 The�high-voltage�system�is�monitored�using�self-diagnosis�functions.
3 The�voltage�in�the�high-voltage�system�is�increased�continuously.
4 The�contacts�of�the�switch�contactors�are�fully�closed.

The�high-voltage�system�is�mainly�monitored�by�the�Electrical�Machine�Electronics�control�unit�and�the
battery�management�electronics�control�unit.�Criteria�relevant�for�safety,�for�example�the�circuit�of�the
high-voltage�interlock�loop�or�the�isolation�resistance,�are�checked.�Functional�preconditions�such�as
the�operating�readiness�of�all�subsystems�must�also�be�fulfilled�for�starting.

42
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
The�high-voltage�system�features�capacitors�with�high�capacity�values�(link�capacitors�in�the
power�electronics)�and�for�this�reason,�it�is�not�permitted�to�simply�close�the�contacts�of�the
electromechanical�switch�contactor.�Extremely�high�current�pulses�would�damage�both�the�high-
voltage�battery�and�the�link�capacitors�and�the�contacts�of�the�switch�contactors.�First�of�all,�the�switch
contactor�at�the�negative�terminal�is�closed.�There�is�a�pre-charging�circuit�with�a�resistor�parallel�to
the�switch�contactor�at�the�positive�terminal.�This�is�now�activated�and�a�switch-on�current�restricted
by�the�resistor�charges�the�link�capacitors.�When�the�voltage�of�the�link�capacitors�has�reached�the
approximate�value�of�the�battery�voltage,�the�pre-charging�circuit�is�opened�and�the�switch�contactor
at�the�positive�terminal�of�the�high-voltage�battery�unit�is�closed.�The�high-voltage�system�is�now�fully
operational.

The�consecutive�closing�of�the�switch�contactors�during�starting�is�audible�in�the�vehicle�and�does�not
indicate�a�malfunction.

If�there�is�no�fault�in�the�high-voltage�system,�the�entire�starting�of�the�high-voltage�system�is
completed�in�approx.�0.5�seconds.

The�SME�control�unit�communicates�successful�starting�via�the�PT-CAN2�to�the�EME�control�unit.
Fault�statuses�are�also�communicated�in�the�same�way,�if,�for�example,�a�contact�of�a�switch�contactor
was�unable�to�be�closed.

2.5.2.�Regular�shutdown
When�it�comes�to�shutting�off�the�high-voltage�system�a�distinction�is�made�between�regular�shut-
off�and�fast�shut-off.�The�regular�shutdown�described�here�protects�all�respective�components�on�the
one�hand,�and,�on�the�other�hand,�includes�the�monitoring�of�components�of�the�high-voltage�system
which�are�relevant�for�safety.

If�the�following�preconditions�or�criteria�are�present,�the�high-voltage�system�is�shutdown�in�the�regular
manner:

• Terminal�15�is�switched�off�by�the�driver�and�the�after-running�period�is�expired
(controlled�by�EME).
• End�of�the�functions�stationary�cooling,�auxiliary�heater�or�conditioning�of�the
high-voltage�battery.
• End�of�the�charging�procedure�for�the�high-voltage�battery.

43
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
The�sequence�for�the�regular�shutdown�is�generally�the�same�irrespective�of�the�trigger.�The�individual
steps�are:

1 EME�orders�the�shutdown�after�the�after-running�period�has�expired�via�bus�signals�at�the
PT-CAN/PT-CAN2.
2 The�systems�at�the�high-voltage�electrical�system�(EME,�EKK,�EH)
reduce�the�currents�in�the�high-voltage�electrical�system�to�zero.
3 The�coils�of�the�electrical�machine�are�short-circuited.
4 Opening�the�switch�contactors�in�the�high-voltage�battery�unit�(controlled�by�SME).
5 Checking�the�high-voltage�system,�e.g.�as�to�whether�the�contacts�of�the
electromechanical�switch�contactors�were�correctly�opened.

The�high-voltage�system�is�discharged,�i.e.�active�discharge�of�the�link�capacitors�(EME):

1 First,�it�is�attempted�to�supply�the�stored�energy�to�the�12�V�system�battery.
2 If�this�is�not�possible,�the�link�capacitors�are�discharged�via�activatable�resistors.
3 If�the�link�capacitors�have�not�been�discharged�below�a�voltage�of�60�V�within�5�s,
they�are�discharged�via�passive�resistors.

F30�PHEV�Schematic�diagram�of�regular�shutdown

Index Explanation
A Switch-off�of�all�high-voltage�components
B Opening�of�switch�contactors
C Short-circuit�of�the�coils�of�the�electrical�machine
D Discharge�of�the�link�capacitors

44
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
Discharge�of�the�link�capacitors�takes�place�in�several�stages�as�necessary.

Both�the�after-running�period�after�switching�off�terminal�15�and�the�shutdown�itself�can�last�a�few
minutes.�The�automatic�monitoring�functions�are�a�reason�for�this,�for�example.�The�regular�shutdown
is�interrupted�if�in�the�meantime�either�a�request�for�a�renewed�start-up�is�made�or�a�condition�has
arisen�to�request�a�quick�shutdown.

2.5.3.�Quick�shutdown
The�overriding�aim�here�is�to�shut�down�the�high-voltage�system�as�quickly�as�possible.�This�quick
shutdown�is�then�always�carried�out�if�for�safety�reasons�the�voltage�in�the�high-voltage�system�has�to
be�reduced�to�a�safe�value�as�quickly�as�possible.�The�following�list�describes�the�triggering�conditions
and�the�functional�chain�leading�to�the�quick�shutdown.

• Accident:
Advanced�Crash�Safety�Module�(ACSM)�identifies�an�accident.�Depending�on�the�severity
of�the�accident,�the�switch-off�is�requested�via�bus�signals�or�by�a�forced�disconnection�of
the�safety�battery�terminals�from�the�positive�terminal�of�both�12�V�batteries.�In�the�second
scenario�the�voltage�supply�of�the�electromechanical�switch�contactors�is�automatically
interrupted�and�their�contacts�open�automatically.
• Overload�current�monitoring:
With�help�of�a�current�sensor�in�the�high-voltage�battery�unit�the�current�level�in�the�high-
voltage�electrical�system�is�monitored.�If�too�high�a�current�level�is�identified,�the�battery
management�electronics�control�unit�causes�a�hard�opening�of�the�electromechanical�switch
contactor.�Considerable�wear�occurs�to�the�contacts�of�the�switch�contactors�as�a�result�of�this
opening�under�a�high�current,�which�must�be�accepted�to�protect�the�other�components�from
damage.
• Protection�in�the�event�of�a�short�circuit:
In�each�high-voltage�battery�unit�there�is�an�over�current�fuse�which�interrupts�the�high-voltage
circuit�in�the�event�of�a�short�circuit.
• Critical�cell�state:
If�a�Cell�Supervision�Circuit�identifies�extreme�under�voltage,�over�voltage�or�excess
temperature�at�a�battery�cell,�this�also�leads�to�a�hard�opening�of�the�electromechanical�switch
contactors�-�controlled�by�the�SME�control�unit.�Although�this�may�lead�again�to�increased
wear�at�the�contacts,�this�quick�shutdown�is�necessary�to�prevent�destroying�the�respective
battery�cells.
• Malfunction�of�the�12 V�voltage�supply�of�the�high-voltage�battery�unit:
In�this�case�the�battery�management�electronics�control�unit�no�longer�works�and�it
is�no�longer�possible�to�monitor�the�battery�cells.�For�this�reason�the�contacts�of�the
electromechanical�switch�contactors�also�open�here�automatically.

In�addition�to�disconnecting�the�high-voltage�system�the�link�capacitors�are�also�discharged�(Electrical
Machine�Electronics)�and�the�coils�of�the�electrical�machine�(Electrical�Machine�Electronics,�EKK)�are
short-circuited.�The�high-voltage�control�units�receive�the�request�on�the�one�hand�by�bus�signals�and
identify�this�condition�on�the�other�hand�by�the�sudden�drop�in�the�current�level�in�the�high-voltage
circuit.

45
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
2.5.4.�Charging
The�SME�control�unit�also�plays�an�important�role�when�charging�the�high-voltage�battery,�regardless
of�whether�it�is�by�energy�recovery,�raising�the�load�point�of�the�combustion�engine�or�from�the�external
power�supply�system.�Using�the�State�of�Charge�and�the�temperature�of�the�battery�cells,�the�battery
management�electronics�control�unit�determines�the�maximum�electrical�power�the�high-voltage
battery�unit�can�currently�absorb.�This�value�is�transmitted�in�the�form�of�a�bus�signal�via�the�PT-CAN2
to�the�EME�control�unit.�The�high-voltage�power�management�function�coordinates�the�individual
power�requirements.

During�charging�the�SME�control�unit�constantly�identifies�the�State�of�Charge�already�reached�and
monitors�all�sensor�signals�of�the�high-voltage�battery.�In�order�to�ensure�optimal�progress�of�the
charging�procedure,�the�SME�control�unit�constantly�calculates�current�values�for�the�maximum
charging�power�based�on�these�values�and�communicates�these�to�the�EME�control�unit.�The�cooling
system�of�the�high-voltage�battery�is�continuously�controlled�by�the�SME�control�unit�during�the
charging�procedure�which�contributes�to�a�quick�and�efficient�charging�procedure.

The�vehicle�interior�must�be�preheated/precooled�while�the�charging�cable�is�connected�to�achieve�the
highest�possible�electrical�range.�Consequently�the�required�energy�is�not�drawn�from�the�high-voltage
battery�unit,�but�supplied�directly�from�the�convenience�charging�electronics.

Further�details�on�the�charging�procedure,�in�particular�the�power�supply�from�a�public�power�grid�and
the�convenience�charging�electronics�in�the�F30�PHEV�are�described�in�the�"F30�PHEV�high-voltage
components"�information�bulletin.

Information�on�the�individual�charging�strategies�by�energy�recovery�and�load�point�shifts�are
described�in�the�"F30�PHEV drivetrain"�information�bulletin.

2.5.5.�Monitoring�functions

• 12 V�supply�voltage�from�the�safety�battery�terminal:
To�be�able�to�perform�a�quick�shutdown�of�the�high-voltage�system�in�the�event�of�an
accident�of�corresponding�severity,�the�solenoids�of�all�electromechanical�switch�contactors
are�supplied�with�12 V�from�the�safety�battery�terminal.�If�the�safety�battery�terminal�is
disconnected�in�the�event�of�an�accident,�this�supply�voltage�is�no�longer�necessary�and�the
contacts�of�the�switch�contactors�open�automatically.
In�addition,�the�SME�master�control�unit�evaluates�the�voltage�on�this�line�electronically�and
also�causes�the�high-voltage�system�to�shut�down�including�discharge�of�the�link�capacitors
and�the�active�short�circuit�of�the�electrical�machine.
• High-voltage�interlock�loop:
The�SME�control�unit�evaluates�the�signal�of�the�high-voltage�interlock�loop�and�checks
whether�there�is�an�open�circuit�with�this�circuit.�In�the�event�of�an�open�circuit,�the�battery
management�electronics�control�unit�can�cause�the�high-voltage�system�to�perform�a�quick
shutdown.
The�principle�of�the�high-voltage�interlock�loop�is�familiar�from�the�"Fundamentals�of�Hybrid
Technology"�reference�manual.�In�the�F30�PHEV�the�high-voltage�interlock�loop
is�made�up�of�the�high-voltage�components�pictured�below.

46
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit

F30�PHEV,�system�wiring�diagram�of�high-voltage�interlock�loop

47
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
Index Explanation
1 Electric�A/C�compressor�(EKK)
2 Electrical�Heating�(EH)
3 Electric�motor
4 Advanced�Crash�Safety�Module�(ACSM)
5 High-voltage�safety�connector�("Service�Disconnect")
6 Battery
7 Safety�battery�terminal
8 Power�distribution�box,�rear
9 Cell�modules
10 Switch�contactors
11 Battery�management�electronics�(SME)
12 Evaluation�circuit�for�test�signal�of�the�high-voltage�interlock�loop�in�the�battery
management�electronics
13 Electric�Motor�Electronics�(EME)
14 Evaluation�circuit�for�test�signal�of�the�high-voltage�interlock�loop�in�the
Electrical�Machine�Electronics
15 Convenience�charging�electronics�(KLE)
16 Charging�socket

The�electronics�for�controlling�and�generating�the�test�signal�for�the�high-voltage�interlock�loop�is
integrated�in�the�F30�PHEV�in�the�battery�management�electronics�(SME).�Generating�the�test�signal
starts�when�the�high-voltage�system�is�to�be�started�and�ends�when�the�high-voltage�system�has�been
shut�down.�A�square-wave�AC�signal�with�a�frequency�of�approx.�88�Hz�is�generated�as�the�test�signal
by�the�battery�management�electronics�and�fed�into�the�test�lead.�The�test�lead�has�a�ring�topology
(similar�to�that�of�the�MOST�bus).�The�signal�of�the�test�lead�is�evaluated�at�two�points�in�the�ring:�in
the�Electrical�Machine�Electronics�and�finally�right�at�the�end�of�the�ring,�in�the�battery�management
electronics.�If�the�signal�is�outside�a�fixed,�defined�range,�a�disconnection�of�the�circuit�or�a�short�circuit
to�vehicle�ground�is�identified�in�the�test�lead�and�the�high-voltage�system�is�switched�off�immediately.
If�the�high-voltage�interlock�loop�at�the�high-voltage�safety�connector�(“Service�Disconnect”)�is
disconnected,�then�the�switch�contactors�are�opened�directly.�In�addition,�all�high-voltage�components
are�switched�off.

• Contacts�of�the�switch�contactors:
After�the�battery�management�electronics�control�unit�has�requested�the�contacts�of�the
switch�contactors�to�open�during�the�shutdown�of�the�high-voltage�system,�with�help�of�a
voltage�measurement�a�check�parallel�to�the�contacts�checks�whether�they�have�actually�been
opened.�In�the�highly�unlikely�case�that�the�contact�of�a�switch�contactor�does�not�open,�there
is�no�direct�danger�for�the�customer�or�the�Service�employee.�However,�for�safety�reasons�a
renewed�start-up�of�the�high-voltage�system�is�prevented.�It�is�no�longer�possible�to�continue
the�journey�using�the�electric�motor.

48
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
• Pre-charge�switch:
If�for�example�during�the�start-up�of�the�high-voltage�system�a�fault�is�identified�with�the
pre-charge�switch,�then�the�start-up�is�cancelled�immediately�and�the�high-voltage
system�is�not�put�into�operation.
• Excess�temperature:
The�cooling�system�of�the�high-voltage�battery�ensures�in�all�driving�situations�that�the
temperature�of�the�battery�cells�is�in�the�optimal�range.�If�due�to�a�fault�the�temperature�of
one�or�several�battery�cells�increases�to�the�extent�that�the�optimal�range�is�left,�the�power�is
reduced�initially�to�protect�the�battery�cells.�If�the�temperature�continues�to�increase�and�thus
threatens�damage�to�the�battery�cells,�the�high-voltage�system�is�switched�off�in�good�time.
• Under�voltage:
Under�voltage�at�a�battery�cell�is�avoided�by�the�constant�monitoring�and�adjustment�of�the�cell
voltage�as�required.�The�total�voltage�of�the�entire�high-voltage�battery�unit�is�also�monitored
and�used�to�determine�the�State�of�Charge.�If�the�total�voltage�has�fallen�to�the�extent�that
the�high-voltage�battery�is�at�risk�of�a�total�discharge,�a�further�discharge�is�prevented.�It�is�no
longer�possible�to�continue�the�journey�using�the�electric�motor.
• The�insulation�monitoring�determines�whether�the�insulation�resistance�between�active
high-voltage�components�(e.g.�high-voltage�cables)�and�earth�is�above�or�below�a�required
minimum�value.�If�the�insulation�resistance�falls�below�the�minimum�value,�the�danger�exists
that�the�vehicle�parts�will�be�energized�with�hazardous�voltage.�If�a�person�were�to�touch�a
second�active�high-voltage�component,�he�or�she�would�be�at�risk�of�electric�shock.�There�is
therefore�fully�automatic�insulation�monitoring�for�the�high-voltage�system�of�the�F30�PHEV.
In�contrast�to�the�previous�high-voltage�battery�units,�the�isolation�monitoring�is�now�located
in�the�safety�box.�This�has�the�advantage�that�it�is�no�longer�necessary�to�route�high-voltage
cables�to�the�battery�management�electronics.�The�safety�box�sends�results�to�the�battery
management�electronics�control�unit�via�local�CAN�and�evaluates�these�results.�When�the
high-voltage�system�is�active,�the�safety�box�monitors�isolation�at�regular�intervals�(approx.
every�5�s)�by�measuring�the�resistance�(indirect�isolation�monitoring).�Earth�serves�as�the
reference�potential.
Without�additional�measures�only�local�insulation�faults�in�the�high-voltage�battery�unit�could
be�determined�in�this�way.�However,�it�is�equally�important�to�identify�insulation�faults�from
the�high-voltage�cables�in�the�vehicle�to�earth.�For�this�reason�all�the�electrically�conductive
housings�of�high-voltage�components�are�conductively�connected�to�earth.�This�enables
isolation�faults�in�the�entire�high-voltage�electrical�system�to�be�identified,�from�a�central�point
in�fact,�the�high-voltage�battery�unit.

The�insulation�monitoring�responds�in�two�stages.�When�the�insulation�resistance�drops�below�a�first
threshold�value,�there�is�still�no�direct�danger�to�people.�The�high-voltage�system�therefore�remains
active;�no�Check�Control�message�is�output,�but�the�fault�status�is�naturally�stored�in�the�fault�memory.
In�this�way�the�Service�employee�is�alerted�the�next�time�the�car�is�in�the�workshop�and�can�then�check
the�high-voltage�system.�When�the�insulation�resistance�drops�below�a�second,�lower�threshold�value,
this�is�accompanied�not�only�by�the�storage�of�the�fault�in�the�fault�memory,�but�also�by�the�appearance
of�a�Check�Control�message�prompting�the�driver�to�visit�a�workshop.

49
F30�PHEV�High-voltage�Battery�Unit
2.�High-voltage�Battery�Unit
As�there�is�no�direct�danger�for�the�customer�or�Service�employee�by�such�an�isolation�fault,�the
high-voltage�system�remains�active�and�the�customer�is�able�to�continue�the�journey.�Nevertheless,
the�high-voltage�system�should�be�checked�by�BMW�Service�as�soon�as�possible.�In�order�to
identify�the�component�in�the�high-voltage�system�which�caused�the�isolation�fault,�the�fault�must�be
narrowed�down�by�the�Service�employee.�However,�the�Service�employee�does�not�have�to�perform
a�fundamental�measurement�of�the�isolation�resistance�himself�–�this�task�is�performed�by�the�high-
voltage�system�through�the�insulation�monitoring.�When�an�insulation�fault�is�detected,�the�Service
employee�must�run�through�a�test�plan�in�the�diagnosis�system�to�find�the�actual�location�of�the
insulation�fault.

The�proper�electrical�connection�of�all�high-voltage�component�housings�to�ground�is�an�important
prerequisite�for�ensuring�that�the�insulation�monitoring�functions�properly.�Accordingly,�this�electrical
connection�must�be�restored�carefully�if�it�has�been�interrupted�during�repair�work.

2.6.�Service�information

Before�working�on�high-voltage�components�of�the�F30�PHEV,�it�is�essential�to�observe�and
implement�the�electrical�safety�rules:

1 Disconnect�the�high-voltage�system�from�the�power�supply.
2 Secure�high-voltage�system�against�restart.
3 Verify�the�safe�isolation�of�the�high-voltage�system.

50
F30�PHEV�High-voltage�Battery�Unit
3.�Repair
3.1.�Preconditions

The�following�description�of�the�repair�of�the�high-voltage�battery�unit�is�only�a�general�list�of�the
content�and�the�procedure.�In�general,�only�the�specifications�and�instructions�in�the�current
valid�edition�of�the�repair�instructions�apply.

3.1.1.�Organizational�matters
Some�organizational�prerequisites�must�be�fulfilled�so�that�a�repair�to�the�high-voltage�battery�unit�is
allowed�and�can�be�adequately�performed.�These�prerequisites�concern�both�the�dealership�and�the
Service�employee.

Repair�of�high-voltage�battery�units�is�permitted�only�in�outlets�with�suitably�qualified�workshop
personnel.

The�dealership�must�also�make�available�the�necessary�special�tools�and�a�suitable�workbay�for�the
repair.�The�most�important�special�tools�are:

• Two-post�vehicle�hoist.
• Mobile�workshop�crane�and�multi-purpose�lift�to�install�and�remove�the�high-voltage
battery�unit.
• Mobile�MHT�1200�assembly�lifting�table�with�adapters�to�fix�the�high-voltage�battery�unit.
• Charger�for�cell�modules�of�the�high-voltage�battery�unit.
• EoS�diagnosis�system�for�the�start-up�of�the�repaired�high-voltage�battery�unit.
• Lifting�device�for�the�installation�and�removal�of�the�cell�modules.
• Panel�wedge�made�from�plastic,�number�2�298�505,�for�removing�the�clips�in�the
high-voltage�battery�unit.
• Special�tool�to�attach�cable�straps.
• Barrier�tape.
• Yellow�warnings�with�flash�labels�are�recommended.

The�workbay�for�the�repair�of�the�high-voltage�battery�unit�must�be�clean,�dry�and�free�of�flying�sparks.
Therefore,�avoid�direct�proximity�to�vehicle�cleaning�areas�or�work�stations�at�which�repair�work�to�the
body�is�performed.�If�necessary,�use�partition�walls�and�barrier�tape�to�separate�areas.

51
F30�PHEV�High-voltage�Battery�Unit
3.�Repair
The�Service�employee�performing�the�repair�of�the�high-voltage�battery�unit�must�also�satisfy�key
prerequisites:

1 Qualifications.
2 Strict�use�of�the�diagnosis�system�and�the�special�tools.
3 Follow�repair�instructions�exactly.

Only�Service�employees�qualified�in�the�repair�of�the�high-voltage�battery�unit�can�perform�this�work.
This�includes�successful�completion�of�the�training�“Expert�in�working�on�high-voltage�intrinsically
safe�vehicles”,�training�on�the�high-voltage�system�of�the�F30�PHEV�and�specifically�on�repairing�the
high-voltage�battery�unit�of�the�F30�PHEV�or�another�high-voltage�battery�unit�of�Generation�3
(GEN�3).

The�diagnosis�system�must�be�used�for�troubleshooting�before�the�removal�and�opening�of�the�high-
voltage�battery�unit.�Only�if�the�test�schedule�specifies�it�and�the�prerequisite�"no�external�mechanical
damage"�is�fulfilled,�can�the�high-voltage�battery�unit�be�opened�and�the�component�identified�as
faulty�by�the�test�schedule�replaced.

Apart�from�the�replacement�of�faulty�components,�no�repair�work�in�the�high-voltage�battery�unit�is
allowed.�For�example,�a�faulty�wiring�harness�cannot�be�repaired,�it�can�only�be�replaced�by�a�new�one.
To�carry�out�a�replacement�of�a�faulty�component,�it�is�extremely�important�the�operations�specified�in
the�repair�instructions�are�followed�exactly.�It�is�also�very�important�to�use�the�prescribed�special�tools.
When�the�Service�employee�satisfies�all�these�prerequisites�he�can�safely�perform�the�repair�of�the
high-voltage�battery�unit�and�deliver�the�high�quality�expected.

The�high-voltage�battery�unit�must�be�replaced�if�one�or�more�airbags�have�been�deployed�as�a�result
of�an�accident,�i.e.�a�complete�new�high-voltage�battery�unit�must�be�set�up.

3.1.2.�Safety�rules

• The�workbay�for�high-voltage�battery�unit�repair�must�be�clean�(no�grease,�dirt�or�swarf),
dry�(no�escaping�fluids)�and�there�must�be�no�flying�sparks�(not�located�in�the�vicinity�of
body�repair�work).�Therefore,�avoid�direct�proximity�to�vehicle�cleaning�areas�(wash�systems)
or�work�stations�at�which�repair�work�to�the�body�is�performed.�If�necessary,�use�partition�walls
to�separate�areas.
• Barrier�tape�is�necessary�to�protect�the�workbay�against�unauthorized�access�(insufficient
qualification,�customers,�visitors,�etc.),�as�well�as�in�the�event�of�a�lack�of�intrinsic�high-voltage
safety�or�unclear�condition�of�the�component.�It�is�recommended�to�position�yellow�warnings
with�a�lightening�flash�when�the�working�area�is�left�unattended.
• Moisture�residue�and�coarse�dirt�contamination�in�the�cover�area�of�the�high-voltage�battery
unit�must�be�removed�before�removing�the�cover.
• A�careful�visual�inspection�of�the�components�being�processed�must�be�performed�before
and�after�each�operation.�For�example,�during�the�removal�of�a�component�other�components
which�become�loose�as�a�result�of�the�removal�must�be�checked�for�damage.

52
F30�PHEV�High-voltage�Battery�Unit
3.�Repair

If�the�housing�or�internal�high-voltage�components�are�damaged,�please�contact�Technical
Support.�Exceptions�include�minimal�scratch�marks.�Work�on�the�high-voltage�battery�unit
must�be�terminated�immediately�for�safety�reasons.

• The�first�step�after�the�housing�cover�is�opened�for�the�repair�of�the�high-voltage�battery
unit�is�a�visual�inspection�for�mechanical�damage.
• Before�working�in�the�open�high-voltage�battery�unit,�always�disconnect�the�high-voltage
cable�between�cell�modules�3�and�4�in�order�to�interrupt�the�series�connection.
• In�the�event�of�work�interruptions�attach�the�removed�housing�cover�again�and�secure
against�unintentional�opening�by�screwing�in�some�screws.�Position�yellow�warning
cones�on�the�housing�cover�and�cordon�off�the�working�area�using�barrier�tape.
• Do�not�use�tools�or�other�objects�with�a�point�or�sharp�blades/edges�at�the�high-voltage
components�or�connections�or�in�their�immediate�vicinity.�Screwdrivers,�diagonal�cutting
pliers,�knives,�etc.�are�prohibited.�Panel�wedges�are�allowed.
• Open�cable�straps�on�the�low-voltage�wiring�harness�using�combination�pliers�only.
Open�cable�straps�on�the�high-voltage�cables�only�using�combination�pliers�in�order
to�disassemble�the�high-voltage�cable�including�the�bracket.�Use�the�corresponding
special�tools�to�install�cable�straps.
• During�the�removal�and�installation�of�the�cell�modules�ensure�when�slackening�and�removing
the�screws�that�the�plastic�cover�of�the�cell�modules�is�not�removed.�The�live�cell�contact
system�is�located�underneath.

The�repair�instructions�6127�...�"Notes�on�opening�and�closing�cable�straps�on�electric�and
hybrid�vehicles"�must�always�be�observed�when�opening�and�replacing�cable�straps.

If�the�plastic�cover�is�loose�this�must�be�secured.�If�it�is�not�possible�to�secure�the�cover�or�the
cover�is�broken,�the�cell�module�must�be�replaced.

• In�the�event�of�dirt�contamination�in�the�high-voltage�battery�unit,�the�affected�areas�must
be�cleaned�thoroughly�after�clarification�of�the�cause.�The�following�cleaning�agents�are
approved:
- Spirit
- Windscreen�cleaning�agent
- Glass�cleaning�agent
- Distilled�water
- Vacuum�cleaner�with�plastic�attachment

• Do�not�leave�any�tools�inside;�before�closing�the�housing�cover�check�the�tools�in�the�tool�kit
for�completeness.

53
F30�PHEV�High-voltage�Battery�Unit
3.�Repair
• In�the�high-voltage�battery�unit�lost/fallen�small�parts/screws�must�be�removed.�To�avoid�losing
screws�during�repair�work�in�the�high-voltage�battery�unit,�it�is�generally�recommended�to�use
magnetic�tools.
• Due�to�the�extremely�flat�design�of�the�heat�exchanger�there�is�an�increased�risk�of�damage
during�disassembly�and�installation.�Exercise�extreme�caution�when�handling�the�heat
exchanger�as�the�cooling�of�the�cell�modules�can�no�longer�be�guaranteed�if�the�heat
exchanger�is�damaged�(bent,�dented).�Consequently,�the�available�range�and�power�of�the
vehicle�are�reduced�considerably.
Seals�and�sealing�surfaces�(venting�unit,�high-voltage�connector,�12�V�connector,�heat
exchanger�connection)�must�be�cleaned�with�the�specified�cleaning�agents�before�reassembly.
• Electrolyte:
The�majority�of�electrolyte�is�bound�in�the�solid�cathode�material,�primarily�lithium-nickel-
manganese-cobalt-oxide,�and�in�the�solid�anode�material,�mainly�graphite.�The�amount�of�the
free�electrolyte�in�the�high-voltage�battery�unit�is�very�small.�In�the�event�of�a�leak,�electrolyte
and�solvent�vapors�may�be�released.�Wash�thoroughly�using�clear�water�in�the�event�of�contact
with�the�skin�or�eyes�and�seek�immediate�medical�advice.
Mainly�flammable�gases,�asphyxiating�gases�and�hazardous�substances�such�as�carbon
monoxide,�carbon�dioxide,�hydrogen�and�hydrocarbons�develop�in�the�event�of�a�fire.
Attention��Do�not�breathe�in��There�must�be�adequate�fresh�air.�If�breathing�stops�use�an
artificial�respiratory�device�and�contact�a�doctor�immediately.
Inform�the�fire�department�in�the�event�of�a�fire.�Clear�the�area�straight�away�and�secure�the
scene�of�the�accident.�Only�try�to�extinguish�the�fire�if�it�does�not�pose�a�danger�and�use�a
suitable�extinguisher,�e.g.�water,�foam�or�CO2�fire�extinguisher.

3.1.3.�Electrical�and�mechanical�diagnosis

• Analysis�of�faults�preventing�removal�(e.g.�duplicate�contactor�label).
• Analysis�of�faults�which�do�not�permit�you�to�draw�a�precise�conclusion�about�the�internal
condition�of�the�high-voltage�battery�unit,�(e.g.�internal�isolation�fault).
• Determine�repair�measure�from�test�schedule�(diagnosis)�and�print�out�location�diagram.

The�fault�memory�can�only�be�deleted�after�the�high-voltage�battery�unit�has�been�fully
repaired.

• If�cell�modules�are�to�be�replaced,�determine�the�State�of�Charge�or�the�voltage�of�the�intact
cell�modules.
• Use�the�State�of�Charge�of�a�new�cell�module�as�the�reference�value�when�exchanging�all�cell
modules.�Read�out:�Connect�charger/discharging�device�to�a�new�cell�module,�read�out�State
of�Charge/voltage�and�use�as�nominal�voltage�for�all�other�cell�modules.
• Visual�inspection�for�dirt�contamination�and�damage�to�housing�when�installed,�as�well�as�to
the�connections�and�venting�unit.�Damage�to�the�diaphragm�of�the�venting�unit�may�indicate
damaged�cells.�If�this�is�the�case,�special�care�must�be�taken�when�checking�the�inside�of�the
open�high-voltage�battery�unit.

54
F30�PHEV�High-voltage�Battery�Unit
3.�Repair
3.1.4.�Removal�of�the�high-voltage�battery�unit�from�the�vehicle

1 Evacuate�refrigerant.
2 Disconnect�the�high-voltage�system�from�the�power�supply�using�Service�Disconnect
(�high-voltage�safety�connector)�and�identify�de-energized�state.
3 Remove�luggage�compartment�floor.
4 Disconnect�connections�(12 V�vehicle�electrical�system,�high-voltage,�refrigerant)�.
5 Close�connections�for�refrigerant�lines�with�plugs.
6 Position�the�mobile�workshop�crane�including�multi-purpose�lifting�tool�on�the
high-voltage�battery�unit,�secure�it�and�visually�check�it�is�positioned�correctly.
7 Undo�the�mounting�bolts�on�the�high-voltage�battery�unit.
8 Lever�out�the�high-voltage�battery�unit.
9 Visual�inspection�for�dirt�contamination�and�damage�to�housing�on�all�sides.
10 Check�thermal�abnormalities�in�the�event�of�faults�which�may�indicate�unclear�condition
of�the�high-voltage�battery�unit.
11 Transport�the�component�to�the�mobile�assembly�lifting�table�as�the�restoration�workbay.

3.2.�Repair�of�the�removed�high-voltage�battery�unit

The�following�description�of�the�repair�of�the�high-voltage�battery�unit�is�only�a�general�list�of�the
content�and�the�procedure.�In�general,�only�the�specifications�and�instructions�in�the�current
valid�edition�of�the�repair�instructions�apply.

3.2.1.�General�and�preliminary�measures
The�high-voltage�battery�unit�is�a�component�with�large�dimensions�and�heavy�weight.�Only�the
combination�of�the�housing�and�the�cell�modules�secured�inside�give�the�high-voltage�battery�unit
complete�stability�(rigidity),�as�is�required�when�driving.

For�the�replacement�of�cell�modules�and�Cell�Supervision�Circuits�it�is�extremely�important�to�enter�the
serial�number�and�the�installation�position�of�the�components�replaced�in�the�print-out�of�the�report
and�in�the�battery�management�electronics�(SME).�There�is�a�Service�function�in�the�diagnosis�system
for�the�start-up�of�the�high-voltage�battery�unit�after�repair.�Otherwise,�the�new�installation�position
is�automatically�assigned�by�the�battery�management�electronics�(SME).�The�results�are�not�correct
location�data.

In�the�event�of�a�subsequent�repair�of�the�high-voltage�battery�unit�the�diagnosed�faults�are�displayed
for�the�installation�position�and�the�incorrect�cell�module�or�Cell�Supervision�Circuit�is�replaced.

55
F30�PHEV�High-voltage�Battery�Unit
3.�Repair
3.2.2.�Work�before�opening

Prepare�the�workbay

• Prepare�the�mobile�assembly�lifting�table�with�adapters.
• Cleanliness�of�the�workbay.
• Keep�away�from�emerging�fluids.
• No�tools�or�other�objects�at�the�workbay.
• Spatial�separation�from�other�work�stations�by�a�separate�room�or�using�barrier
tape�is�recommended.
• No�flying�sparks�in�the�vicinity,�apart�from�that�erect�corresponding�partition�walls.

3.2.3.�Disassembly�of�the�housing�sections�of�the�high-voltage�battery�unit

In�general,�for�all�operations�at�the�high-voltage�battery�unit�the�current�repair�instructions
must�be�followed.

The�following�procedure�is�prescribed�for�the�disassembly�of�the�housing�parts:�Firstly,�all�dirt
contamination�and�any�moisture�must�be�removed�from�the�housing�cover.�The�following�cleaning
agents�are�approved:

• Spirit
• Windscreen�cleaning�agent
• Glass�cleaning�agent
• Distilled�water
• Vacuum�cleaner�with�plastic�attachment

Undo�the�screws�of�the�housing�cover�and�remove�any�contamination�from�the�screw�holes�using�a
vacuum�cleaner.�Carefully�remove�the�housing�cover.�Visually�check�the�open�high-voltage�battery�unit
for�any�damage�and�ingress�of�moisture.

Immediately�stop�work�if�damage�is�visible�and�contact�a�specialist�BMW�qualified�electrician�or
technical�support.

The�screws�of�the�housing�parts�must�be�replaced�each�time�after�disassembly.�Clean�the�contact
surfaces�of�the�seals�on�the�upper�housing�section�and�the�lower�housing�section.

56
F30�PHEV�High-voltage�Battery�Unit
3.�Repair
3.2.4.�Removal�of�the�cell�modules

The�following�description�of�the�repair�of�the�high-voltage�battery�unit�is�only�a�general�list�of�the
content�and�the�procedure.�In�general,�only�the�specifications�and�instructions�in�the�current
valid�edition�of�the�repair�instructions�apply.

Print�the�position�plan�from�the�diagnosis�system�before�removing�the�cell�modules�or�Cell�Supervision
Circuits�(CSC).�First�and�foremost,�you�must�comply�with�the�safety�rules�and�disconnect�the
high-voltage�cable�between�cell�module�three�and�cell�module�four.�Now�all�cell�modules�and�Cell
Supervision�Circuits�must�be�numbered�using�a�waterproof�pen�according�to�the�location�diagram.

Before�it�is�possible�to�remove�the�bottom�cell�modules,�it�is�first�necessary�to�remove�the�safety�box,
the�battery�management�electronics�as�well�as�the�intermediate�shelf.

It�is�now�possible�to�remove�the�affected�cell�modules.�The�high-voltage�connectors�of�the�cell
modules�must�be�disconnected�for�this.�Then�unlock�and�undo�the�Cell�Supervision�Circuit
connectors.�The�Cell�Supervision�Circuits�are�removed�together�with�the�cell�modules.

Then�the�mounting�bolts�of�the�cell�modules�can�be�slackened.�If�necessary,�remove�the�CSC
ring�wiring�harness.�Use�a�panel�wedge�if�required.�Under�no�circumstances�use�any�sharp�objects.
Carefully�lift�out�the�cell�module.�Use�the�special�tool�for�lifting�to�simplify�the�procedure.�Ensure
sufficient�clearance�between�the�cell�modules.�Set�down�the�cell�module�with�base�on�a�clean�surface
and�ensure�it�is�positioned�so�it�does�not�slip�or�tilt.

Hold�the�heat�exchanger�at�each�end�to�remove�it.�Otherwise,�there�is�a�risk�of�damage�due�to�the
length�or�low�mechanical�stability.

3.2.5.�Preparation�before�the�installation�of�a�cell�module
Before�the�installation�of�a�new�cell�module�its�State�of�Charge�is�brought�to�the�level�of�the�remaining
cell�modules,�which�was�read�out�beforehand.�Clean�the�high-voltage�battery�unit,�heat�exchanger�and
cell�module�flooring�panel�prior�to�installing�the�cell�module.

If�all�cell�modules�have�to�be�replaced,�alternatively�the�voltage�of�one�cell�module�can�be�used�as�a
nominal�charging�voltage�for�all�other�cell�modules�in�order�to�minimise�the�charging�times�(read�out
using�charger).

3.2.6.�Installation�of�the�cell�modules
Mount�the�Cell�Supervision�Circuits�to�the�cell�module�prior�to�installing�the�cell�modules.�Carefully�lift
the�cell�module�using�a�special�tool.�Pay�attention�to�neighboring�parts.�Tighten�the�screws�of�the�cell
module�to�the�specified�torque�during�installation.�After�installing�the�bottom�cell�module,�connect�the
Cell�Supervision�Circuit�wiring�harness�connector�to�the�Cell�Supervision�Circuits.�Connect�the�high-
voltage�connector�of�the�respective�cell�module.�Before�installing�the�module�intermediate�shelf,�carry
out�a�visual�check�to�ensure�that�all�lines�and�connectors�are�correctly�routed�and�connected.

57
F30�PHEV�High-voltage�Battery�Unit
3.�Repair
You�can�subsequently�mount�the�top�heat�exchanger.�Carefully�lift�the�upper�cell�modules�onto�the
heat�exchanger�using�the�special�tool�and�tighten�the�mounting�bolts�to�the�specified�torque.�In�the
next�step,�the�wiring�harness�of�the�Cell�Supervision�Circuits�and�corresponding�connectors�can�be
locked.�In�a�final�step,�connect�the�high-voltage�cable�between�cell�modules�three�and�four.

Take�a�note�of�the�serial�number�of�the�new�cell�module�and�its�installation�position�in�the�high-voltage
battery�unit�from�the�note�printed�out�from�the�diagnosis�system.�There�is�a�Service�function�in�the
ISTA�workshop�information�system�for�the�start-up�of�the�high-voltage�battery�unit�after�repair.�Here
the�serial�numbers�of�the�new�cell�modules�must�be�entered�in�the�battery�management�electronics
control�unit.

3.2.7.�Removal�of�the�Cell�Supervision�Circuits
Before�the�removal�of�the�cell�modules�or�Cell�Supervision�Circuits�(CSC)�the�location�diagram
must�be�printed�out�from�the�diagnosis�system.�First�observe�the�safety�rule�and�disconnect�the
high-voltage�cable�between�cell�modules�three�and�four.�Now�all�cell�modules�and�Cell�Supervision
Circuits�must�be�numbered�using�a�waterproof�pen�according�to�the�location�diagram.�Detach�the�Cell
Supervision�Circuit�ring�wiring�harness�over�a�wide�area.�Use�a�panel�wedge�for�this�if�required.�Under
no�circumstances�use�any�sharp�objects.�Disconnect�and�remove�the�connectors�of�the�upper�Cell
Supervision�Circuit�.�Remove�the�cell�modules�in�order�to�remove�the�bottom�Cell�Supervision�Circuit�.
The�Cell�Supervision�Circuit�can�then�be�unclipped.

3.2.8.�Installation�of�the�Cell�Supervision�Circuits
Note�down�the�serial�number�of�the�new�Cell�Supervision�Circuit�and�its�installation�position�in�the
high-voltage�battery�unit�on�the�slip�printed�out�from�the�diagnosis�system.�Connect�and�attach�the
Cell�Supervision�Circuits�to�the�cell�module.�The�components�previously�disassembled�are�installed
in�reverse�order.�In�a�final�step,�connect�the�high-voltage�cable�between�cell�modules�three�and�four.
There�is�a�Service�function�in�the�ISTA�workshop�information�system�for�the�start-up�of�the�high-
voltage�battery�unit�after�repair.�Here�the�serial�numbers�of�the�new�cell�modules�must�be�entered�in
the�battery�management�electronics�control�unit.

Special�features�when�replacing�several�Cell�Supervision�Circuits:

The�documentation�and�entry�of�serial�numbers�and�the�installation�position�is�extremely�important.
Otherwise,�the�installation�position�is�automatically�assigned.�If�an�incorrect�installation�position
is�entered,�all�faults�reported�for�a�later�defect�of�the�Cell�Supervision�Circuit�are�displayed�for�this
incorrect�installation�position�and�as�a�result�the�Cell�Supervision�Circuit�is�replaced�at�the�wrong
location�

3.2.9.�Removal�of�heat�exchanger
The�top�cell�modules�must�be�disassembled�when�removed�the�top�heat�exchangers.�When�removing
the�bottom�heat�exchanger,�it�is�also�necessary�to�disassemble�the�module�intermediate�shelf�and
bottom�cell�module�as�well�as�the�Cell�Supervision�Circuit�ring�wiring�harness.

58
F30�PHEV�High-voltage�Battery�Unit
3.�Repair

Hold�the�heat�exchanger�at�each�end�to�remove�it.�Otherwise,�there�is�a�risk�of�damage�due�to�the
length�or�low�mechanical�stability.

3.2.10.�Installation�of�the�heat�exchangers
If�the�heat�exchangers�are�only�removed�and�installed,�the�sealing�rings�at�the�radiator�connection�must
be�replaced.�The�plastic�pin�must�be�aligned�in�accordance�with�the�repair�instructions�before�installing
the�bottom�heat�exchangers.�A�faulty�plastic�pin�must�be�replaced.

Hold�the�heat�exchanger�at�each�end�to�install�it.�Otherwise,�there�is�a�risk�of�damage�due�to�the�length
or�low�mechanical�stability.

After�installing�the�bottom�heat�exchanger,�carefully�lift�in�the�bottom�cell�module�using�the�special
tool.�It�must�be�ensured�that�the�Cell�Supervision�Circuit�is�mounted�on�the�cell�module.�Position
the�cell�module�screws�and�tighten�to�the�specified�torque.�After�installing�the�bottom�cell�module,
connect�the�Cell�Supervision�Circuit�wiring�harness�connectors�to�the�Cell�Supervision�Circuit�.
Connect�the�high-voltage�connectors�of�the�respective�cell�modules.�The�module�intermediate�shelf
must�be�secured�before�the�top�heat�exchangers�are�installed.

The�two�top�heat�exchangers�can�then�be�mounted.�Carefully�lift�the�upper�cell�modules�onto�the�heat
exchangers�using�the�special�tool�and�tighten�the�mounting�bolts�to�the�specified�torque.�In�the�next
step,�secure�the�Cell�Supervision�Circuits�on�the�cell�modules�and�lock�the�associated�connectors.
In�a�final�step,�connect�the�high-voltage�cable�between�cell�module�three�and�four.

3.2.11.�Installation�of�the�housing�cover�of�the�high-voltage�battery�unit
Check�the�sealing�surface�of�the�housing�cover�and�lower�housing�section�and�clean�if�necessary.
The�gasket�of�the�housing�sections�must�be�replaced.�Before�the�housing�cover�is�mounted,�check
whether�the�high-voltage�cable�is�connected�between�cell�module�three�and�four.�Ensure�that�the�seal
does�not�come�into�contact�with�sharp�edges�when�installing�the�housing�cover.

The�screws�are�self-tapping,�therefore�they�must�be�manually�positioned�before�work�is�continued
using�the�tool.�Otherwise,�there�is�a�risk�of�damage�to�the�thread�of�the�lower�housing�section.
Use�of�power�screwdrivers�is�not�allowed�as�otherwise�the�screws/threads�may�tear.�The�screws�must
be�replaced.

Replace�any�screw�connections�where�the�screw�does�not�reach�the�specified�torque�or�if�the
thread�is�damaged.�A�minimum�of�one�screw�connection�must�be�undamaged�and�it�must�not�be
necessary�to�rework�this�screw�connection.�All�other�screw�connections�can�be�reworked.�The
upper�housing�section�must�be�in�contact�with�the�high-voltage�battery�unit�to�rework�the�threads�to
prevent�contamination�by�swarf.�Replace�the�lower�housing�section�if�all�screw�connections�have�been
damaged.

59
F30�PHEV�High-voltage�Battery�Unit
3.�Repair

In�the�event�of�repairs�on�a�damaged�screw�thread�in�the�lower�housing�section�the�housing�bore�must
be�restored�using�a�Kerb�Konus�insert.�Any�swarf�must�be�removed�from�the�high-voltage�battery�unit.

Tighten�the�new�screws�to�the�specified�torque.

3.3.�Reworking

3.3.1.�Final�test�with�EoS�tester

EoS�tester

Index Explanation
1 Touch�screen�for�operation
2 USB�interface�for�updates
3 Connection�of�mains�lead�and�main�switch
4 Pressure�bell�I01
5 Connecting�line
6 High-voltage�connector
7 F30�PHEV�pressure�box
8 Relay�box�for�high-voltage�test

Before�installation,�a�test�must�be�performed�with�the�EoS�tester.�Mount�the�appropriate�test�adapter
for�the�venting�unit.�Connect�the�test�connections�for�the�pressure�connection,�high-voltage�connector
and�interface�to�the�12V�on-board�mains�connector.

To�start�the�complete�test,�it�is�first�necessary�to�select�the�corresponding�vehicle�and�the�high-voltage
battery�unit.�Then�the�tests�for�de-energized�state,�isolation�resistance�and�SME�isolation�monitoring
are�carried�out.�Now�the�fault�memory�is�read�and�if�there�are�no�faults�a�test�code�is�issued.

60
F30�PHEV�High-voltage�Battery�Unit
3.�Repair
If�a�fault�is�established�in�the�leakage�test,�the�test�will�not�be�aborted�immediately.�All�electrical�checks
will�be�performed�first�and�then�the�result�presented.�Switch-over�to�leakage�detection�mode�will�take
place�if�the�electrical�checks�are�OK.�If�the�electrical�check�also�fails,�a�message�will�be�displayed�with
a�request�to�contact�technical�support.

Read�out�the�test�code�and�take�a�note�of�it�for�subsequent�transfer�to�the�diagnosis�system�or�scan
the�Data�Matrix�Code�(DMC)�directly.�Finally,�the�EoS�tester�sets�the�transport�bit�so�that�the�switch
contactors�cannot�be�activated.�During�final�diagnosis�the�service�function�for�high-voltage�battery
start-up�resets�the�transport�bit�after�having�entered�the�test�code�to�activate�the�switch�contactors
and�transfer�FASTA�data�to�the�workshop�system.

3.3.2.�Installation�of�the�high-voltage�battery�unit�in�the�vehicle
Carefully�insert�the�high-voltage�battery�unit�into�the�vehicle�using�the�mobile�workshop�crane�and
the�multi-purpose�lifting�tool.�Make�sure�the�high-voltage�battery�unit�is�correctly�locked�and�centred
during�lifting.�Before�installing�the�high-voltage�battery�unit,�make�sure�that�the�seal�is�positioned
correctly.�Slowly�lower�the�high-voltage�battery�unit�and�align�the�screw�holes.�Position�the�mounting
bolts�and�completely�lower�the�high-voltage�battery�unit.�Tighten�the�mounting�bolts�to�the�specified
torque.

The�exact�procedure�must�be�followed�when�installing�the�potential�bonding�line:

1 Clean�the�contact�surfaces�and�have�them�checked�by�a�second�person.
2 Tighten�the�mounting�bolts�to�the�specified�torque.
3 Have�the�torque�checked�by�a�second�person.
4 Both�persons�must�record�this�in�the�vehicle�records�for�the�correctness�of�the�version.

The�O-rings�must�be�replaced�before�mounting�the�heating�and�air-conditioning�cables.�Then�the
connectors�for�the�high-voltage�cables�and�the�interface�for�the�12 V�vehicle�electrical�system�lines
must�be�connected.

61
F30�PHEV�High-voltage�Battery�Unit
3.�Repair
3.3.3.�Final�electrical�diagnosis
In�the�diagnosis�system�the�service�function�for�the�start-up�of�the�high-voltage�battery�unit�must�be
started.�Enter�the�test�code�of�the�EoS�diagnosis�system�or�scan�via�DMC.�The�serial�numbers�and
the�installation�positions�of�the�replaced�components�are�transferred�by�the�battery�management
electronics�to�the�diagnosis�system�and�documented�in�vehicle�operation�and�service�data�transfer�and
analysis.�The�switch�contactors�are�enabled�by�the�diagnosis�system.�Then�the�fault�memory�is�read.
Finally,�the�high-voltage�battery�unit�is�fully�charged�and�the�heating�and�air-conditioning�system�is
filled.

62
F30�PHEV�High-voltage�Battery�Unit
4.�Disposal
4.1.�Storage�of�damaged�batteries
A�battery�is�considered�damaged�if:

• the�high-voltage�battery�unit�has�visible�sings�of�overheating�(locally�or�otherwise).
• there�is�smoke�or�gasses�emerging�from�the�high-voltage�battery�unit.
• the�high-voltage�battery�unit�has�a�deformed�or�torn�outer�skin.

As�soon�as�the�defective�batteries�is�identified:

• Technical�service�should�be�contacted�and�PuMA�case�should�be�created.
• If�the�vehicle�has�a�damaged�high-voltage�battery�it�must�be�parked�outside
(for�at�least�48�hours)�or�until�further�recommendations�are�provided�via�a
PuMA�case.
• The�disabled�vehicle�should�be�parked�at�a�predetermined�storage�location
which�must�be�at�least�5�meters�away�from�buildings,�vehicles�or�other
combustible�materials,�for�example�waste�containers.

Only�especially�trained�and�certified�BMW�Technical�Service�personal�should�ever�remove
and�handle�externally�damaged�HV�batteries.�BMW�dealer�technicians�are�not�permitted�to
remove�nor�handle�high�voltage�batteries�with�external�damage.�If�a�HV�battery�is�found�to�be
externally�damaged�the�vehicle�should�be�isolated�and�Technical�Service�(electromobility)
should�be�notified�in�the�way�of�a�PuMA�case.�Technical�Service�will�then�instruct�the
technician�as�to�how�to�proceed.

63
F30�PHEV�High-voltage�Battery�Unit
4.�Disposal

Vehicle�with�an�externally�damaged�HV�battery�should�isolated�and�parked�at�a�predetermined�storage�location�which�must�be�at�least�5�meters
away�from�buildings.�(F15�shown)

4.2.�Establishing�suitability�for�transportation
The�analysis�and�assessment�of�the�high-voltage�battery�unit�must�be�performed�by�a�person
properly�trained�by�BMW�Technical�Training.�The�certification�of�suitability�for�transportation�is�the
responsibility�of�the�qualified�person.

To�establish�the�suitability�for�transportation�the�repair�instruction�6125...�"Assessing�the�suitability
for�transportation�of�the�high-voltage�battery�unit�in�Service�workshops"�must�be�followed�and�the
appropriate�form�filled�out�and�placed�in�vehicle�file.

Establishing�the�suitability�for�transportation�is�divided�into�two�areas:

• Electrical�assessment
• Visual�assessment

64
F30�PHEV�High-voltage�Battery�Unit
4.�Disposal
4.2.1.�Electrical�assessment
For�checking�the�suitability�for�transportation�the�procedure�for�the�cell�modules�has�to�be�completed
first�via�the�diagnosis�system,�during�which�the�electrical�assessment�of�the�suitability
for�transportation�is�established.�The�following�information�is�available�as�a�result:

1 The�evaluation�of�the�fault�code�entries�indicates�that�the�high-voltage�battery�unit�does�not�have
any�faults�preventing�transportation.�For�further�steps�please�refer�to�the�repair�instructions
"Assessing�the�suitability�of�transportation�of�the�high-voltage�battery�unit�in�Service�workshops".
The�serial�numbers�of�the�high-voltage�battery�unit�and�the�SME�control�unit�which�must�be
noted�are�also�displayed.
2 The�evaluation�of�the�fault�code�entries�indicates�that�the�high-voltage�battery�unit�cannot�be
transported�without�further�measures.�The�causes�are�the�following�stored�and�current�fault
code�entries:
- 21F016�high-voltage�battery�unit,�voltage�supply�of�the�evaluation�electronics�for�cell�module
X,�short�circuit�to�ground.
- 21F080�high-voltage�battery�unit,�cell�module�X,�over�voltage�of�at�least�one�cell.�For�further
steps�please�refer�to�the�repair�instructions�"Assessing�the�suitability�of�transportation�of�the
high-voltage�battery�unit�in�Service�workshops".

4.2.2.�Visual�assessment
The�following�criteria�must�be�checked�during�the�visual�assessment:

• Smoke
• Visual�localized�overheating
• Areas�hot�to�the�touch
• Crack�or�opening�on�the�housing
• Dents�in�the�housing�or�deformation
• Heavy�corrosion
• Loose�or�damaged�connections
• Serial�number/label�of�safety�label�illegible
• Suspected�water�damage

If�one�or�more�points�are�answered�with�yes,�the�further�course�of�action�must�be�clarified�with
Technical�Support�and�a�PuMA�case�started�

If�the�vehicle�battery�fails�the�Electrical�or�Visual�assessment,�apply�the�following;�the�removed�high-
voltage�battery�unit�must�be�isolated�using�barrier�tape.�If�the�high-voltage�battery�unit�is�still�in�the
vehicle�the�vehicle�must�be�isolated,�locked�and�restricted�as�previously�explained.

Repair�of�the�high-voltage�battery�is�only�allowed�in�a�retail�service�center�that�has�qualified
and�certified�service�technicians.�These�technicians�must�have�completed�the�ST1403b�I01
High-voltage�Battery�and�Maintenance�instructor�led�course�and�successfully�passed�the
hands-on�certification.

65
F30�PHEV�High-voltage�Battery�Unit
4.�Disposal
4.3.�Disposal�of�high-voltage�battery�unit
If�a�high-voltage�battery�unit�must�be�disposed�of,�the�specified�disposal�company�should�be
contacted�to�arrange�pickup�and�recycling�of�battery.�In�the�event�of�non-defective�batteries�the
transport�packaging�for�spare�parts�can�be�used.�Please�refer�to�the�latest�BMW�parts�bulletin
for�the�most�current�information�regarding�the�distribution�and�recycling�of�high�voltage
batteries.

In�the�event�of�a�damaged�battery,�standard�transport�packaging�may�not�be�used.�Contact�Technical
Service�for�further�support.

For�more�information�regarding�the�appropriate�procedure�and�guidelines�on�how�to�handle
defective�or�damaged�high�voltage�batteries,�please�refer�to�the�latest�BMW�parts�bulletin.

66
Bayerische�Motorenwerke�Aktiengesellschaft
Qualifizierung�und�Training
Röntgenstraße�7
85716�Unterschleißheim,�Germany

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