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01 - F30 PHEV - HV Components

This document provides an overview of the high-voltage components in the BMW F30 PHEV, including the modified B48 engine, fuel supply system, automatic transmission, electrical machine, and electrical machine electronics. It describes the technical specifications, design, and installation locations of these components as well as important service information.

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Pepo Menéndez
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0% found this document useful (0 votes)
2K views198 pages

01 - F30 PHEV - HV Components

This document provides an overview of the high-voltage components in the BMW F30 PHEV, including the modified B48 engine, fuel supply system, automatic transmission, electrical machine, and electrical machine electronics. It describes the technical specifications, design, and installation locations of these components as well as important service information.

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�Components

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�problem-free�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:�November�2015
BV-72/Technical�Training
F30�PHEV�High-voltage�Components
Contents
1. Introduction............................................................................................................................................................................................................................................. 1
1.1. Positioning.........................................................................................................................................................................................................................1
1.2. Identifying�features..............................................................................................................................................................................................3
1.2.1. Exterior.................................................................................................................................................................................................. 3
1.2.2. Interior.................................................................................................................................................................................................... 4
1.3. Technical�data............................................................................................................................................................................................................. 5
1.4. Equipment......................................................................................................................................................................................................................... 6

2. Drive�Components...................................................................................................................................................................................................................... 7
2.1. Introduction..................................................................................................................................................................................................................... 7
2.2. Modified�B48�engine� ..................................................................................................................................................................................... 7
2.2.1. Vacuum�system....................................................................................................................................................................... 7
2.2.2. Engine�mounting................................................................................................................................................................... 9
2.3. Fuel�supply.................................................................................................................................................................................................................. 10
2.3.1. Components�and�their�installation�locations........................................................................ 11
2.3.2. System�wiring�diagram............................................................................................................................................12
2.3.3. Refuelling.......................................................................................................................................................................................14
2.4. Automatic�transmission........................................................................................................................................................................... 15
2.4.1. Introduction................................................................................................................................................................................15
2.4.2. Structure�and�function.............................................................................................................................................16
2.4.3. Service�information....................................................................................................................................................... 28

3. Electrical�Machine.................................................................................................................................................................................................................. 31
3.1. Introduction................................................................................................................................................................................................................. 31
3.2. Designation�and�identification...................................................................................................................................................... 32
3.2.1. Designation�of�electrical�machines......................................................................................................32
3.2.2. Identification�of�the�electrical�machine..........................................................................................32
3.3. Technical�data......................................................................................................................................................................................................... 33
3.4. Installation�location......................................................................................................................................................................................... 33
3.5. Design.................................................................................................................................................................................................................................. 34
3.5.1. Rotor�and�stator................................................................................................................................................................. 35
3.5.2. Connections............................................................................................................................................................................. 36
3.5.3. Sensors............................................................................................................................................................................................ 38
3.5.4. Separation�clutch............................................................................................................................................................. 39
3.5.5. Additional�torsional�vibration�damper.............................................................................................. 40
3.6. Cooling............................................................................................................................................................................................................................... 40
3.7. Service�information.........................................................................................................................................................................................42

4. Electrical�Machine�Electronics....................................................................................................................................................................... 43
4.1. Introduction................................................................................................................................................................................................................. 43
4.2. Technical�data......................................................................................................................................................................................................... 44
F30�PHEV�High-voltage�Components
Contents
4.3. Installation�location......................................................................................................................................................................................... 45
4.4. Connections............................................................................................................................................................................................................... 46
4.4.1. Low-voltage�connections.................................................................................................................................... 47
4.4.2. High-voltage�connections.................................................................................................................................. 49
4.4.3. High-voltage�cables..................................................................................................................................................... 51
4.4.4. Connection�for�potential�compensation�lines..................................................................... 58
4.4.5. Connections�for�coolant�lines...................................................................................................................... 58
4.4.6. Ventilation�holes.................................................................................................................................................................59
4.5. Tasks...................................................................................................................................................................................................................................... 60
4.6. DC/DC�converter................................................................................................................................................................................................ 61
4.7. Power�electronics�for�activation�of�the�electrical�machine............................................................... 64
4.8. High-voltage�power�management.......................................................................................................................................... 66
4.9. Voltage�supply�for�other�high-voltage�consumers........................................................................................ 67
4.10. Activating�the�electrical�vacuum�pump...........................................................................................................................67
4.11. Cooling............................................................................................................................................................................................................................... 68

5. High-voltage�Battery�Unit........................................................................................................................................................................................ 72
5.1. Overview.......................................................................................................................................................................................................................... 72
5.1.1. Technical�data........................................................................................................................................................................73
5.1.2. Installation�location....................................................................................................................................................... 74
5.1.3. System�wiring�diagram............................................................................................................................................78
5.2. External�features................................................................................................................................................................................................. 79
5.2.1. Labels..................................................................................................................................................................................................79
5.2.2. Electrical�connections.............................................................................................................................................. 81
5.2.3. Vent�hole........................................................................................................................................................................................ 81
5.3. Cooling�system..................................................................................................................................................................................................... 82
5.3.1. Overview......................................................................................................................................................................................... 82
5.3.2. Functions.......................................................................................................................................................................................85
5.3.3. System�components...................................................................................................................................................86
5.4. Inner�structure........................................................................................................................................................................................................ 88
5.4.1. Electrical�and�electronic�components.............................................................................................88
5.5. Functions........................................................................................................................................................................................................................ 99
5.5.1. Starting............................................................................................................................................................................................. 99
5.5.2. Regular�shutdown....................................................................................................................................................... 100
5.5.3. Quick�shutdown............................................................................................................................................................. 102
5.5.4. Charging..................................................................................................................................................................................... 103
5.5.5. Monitoring�functions.............................................................................................................................................. 104
5.6. Repair................................................................................................................................................................................................................................108
5.6.1. Safe�working�practices�for�working�on�a�high-voltage�system.............. 108
5.6.2. Procedure�after�an�accident....................................................................................................................... 111
F30�PHEV�High-voltage�Components
Contents
5.6.3. Second�separation�point�for�the�emergency�services....................................... 112
5.6.4. Transport�mode.............................................................................................................................................................. 113

6. Charging�the�HV�Battery�Unit...................................................................................................................................................................... 114
6.1. General�information�on�charging.......................................................................................................................................... 114
6.1.1. Introduction........................................................................................................................................................................... 114
6.1.2. Overview�of�charging�options.................................................................................................................. 115
6.1.3. Electric�Vehicle�Supply�Equipment................................................................................................. 116
6.2. Charging�with�AC�voltage................................................................................................................................................................ 120
6.2.1. System�wiring�diagram....................................................................................................................................... 121
6.2.2. Charging�cable................................................................................................................................................................. 122
6.2.3. What�must�be�observed�when�charging�the�high-voltage�battery
unit?...................................................................................................................................................................................................125
6.2.4. Charging�socket�at�the�vehicle.............................................................................................................. 126
6.2.5. Convenience�charging�electronics................................................................................................... 127
6.2.6. Power�electronics�in�the�convenience�charging�electronics.................... 134

7. Hybrid�Brake�System................................................................................................................................................................................................... 135
7.1. Introduction............................................................................................................................................................................................................. 135
7.2. System�overview............................................................................................................................................................................................ 136
7.2.1. Vacuum�pump................................................................................................................................................................... 138
7.3. Hydraulic�braking........................................................................................................................................................................................... 139
7.4. Regenerative�braking............................................................................................................................................................................... 140
7.4.1. Emergency�braking�function......................................................................................................................142
7.5. Distribution�of�hydraulically�and�regenerative�generated�brake�force......................... 142

8. Low-voltage�Vehicle�Electrical�System...................................................................................................................................... 144
8.1. Voltage�supply....................................................................................................................................................................................................144
8.1.1. System�overview........................................................................................................................................................... 145
8.2. Start-up�system............................................................................................................................................................................................... 147
8.2.1. Starter�motor...................................................................................................................................................................... 147
8.2.2. Auxiliary�battery� ............................................................................................................................................................148
8.2.3. Power�distribution�box�of�auxiliary�battery........................................................................... 149
8.2.4. Battery�charging�unit............................................................................................................................................. 149
8.2.5. Jump�start�terminal�point............................................................................................................................... 150
8.3. Terminal�control�for�driving�readiness.......................................................................................................................... 151

9. Bus�Systems.................................................................................................................................................................................................................................154
9.1. Bus�overview.........................................................................................................................................................................................................155
9.2. New�control�units�in�the�F30�PHEV�compared�to�F30....................................................................... 158
9.2.1. Electric�Motor�Electronics�(EME)....................................................................................................... 158
F30�PHEV�High-voltage�Components
Contents
9.2.2. Battery�management�electronics�(SME)................................................................................. 158
9.2.3. Cell�supervision�circuit�(CSC).................................................................................................................. 159
9.2.4. Electric�A/C�compressor�(EKK)............................................................................................................. 159
9.2.5. Electrical�Heating�(EH)........................................................................................................................................ 159
9.2.6. Intelligent�battery�sensor�2.......................................................................................................................... 159
9.2.7. Hybrid�pressure�refuelling�electronic�control�unit�(TFE).................................159
9.2.8. Convenience�charging�electronics................................................................................................. 160
9.3. Adapted�control�units............................................................................................................................................................................. 161

10. Displays�and�Controls................................................................................................................................................................................................ 162


10.1. Electrical�driving�modes..................................................................................................................................................................... 162
10.2. Automatic�eDRIVE....................................................................................................................................................................................... 163
10.3. MAX�eDRIVE........................................................................................................................................................................................................ 164
10.4. SAVE�BATTERY.............................................................................................................................................................................................. 164
10.5. Selector�lever�in�M/S�position................................................................................................................................................... 164
10.6. Displays�in�the�instrument�cluster......................................................................................................................................165
10.6.1. Displays�of�operating�conditions.........................................................................................................165
10.6.2. Permanent�indicator�lights�and�on-board�computer�displays................ 168
10.7. Displays�in�Central�Information�Display..................................................................................................................... 169
10.7.1. eDrive�usage........................................................................................................................................................................170
10.7.2. Energy/Power�flows................................................................................................................................................. 171
10.7.3. ECO�PRO................................................................................................................................................................................. 172
10.8. ECO�PRO�mode.............................................................................................................................................................................................. 172
10.8.1. Activation�and�display...........................................................................................................................................172
10.8.2. What�is�affected�in�ECO�PRO�mode?......................................................................................... 173
10.9. Load�point�increase................................................................................................................................................................................... 174
10.10. Load�point�reduction............................................................................................................................................................................... 174
10.11. Proactive�driving�assistant.............................................................................................................................................................. 175
10.12. Hybrid-specific�Check�Control�Messages.............................................................................................................176

11. Climate�Control....................................................................................................................................................................................................................... 177


11.1. System�overview............................................................................................................................................................................................ 178
11.2. Electric�A/C�compressor�(EKK)...............................................................................................................................................180
11.3. Independent�air�conditioning� ................................................................................................................................................... 182

12. Electrical�Heating................................................................................................................................................................................................................183
12.1. Installation�locations�and�connections........................................................................................................................ 185
12.2. Operating�principle..................................................................................................................................................................................... 187
12.2.1. Low�coolant�temperature................................................................................................................................ 187
12.2.2. Coolant�temperature,�high............................................................................................................................ 187
12.2.3. Heating�control................................................................................................................................................................ 188
F30�PHEV�High-voltage�Components
1.�Introduction
1.1.�Positioning
With�the�new�BMW�330e,�BMW�is�adding�another�innovative�variant�to�The�Ultimate�Driving�Machine.
With�its�plug-in�hybrid�drive,�the�latest�BMW�3�Series�variant�combines�brand-typical�driving�dynamics
with�the�option�of�driving�electrically�and�emissions-free�during�shorter�local�trips,�while�also�offering
maximum�efficiency�over�long�distances.�The�BMW�330e�combines�high�dynamics�with�extremely
low�fuel�consumption.�Thanks�to�the�combination�of�the�BMW�EfficientDynamics�technology�BMW
eDrive�with�the�BMW�TwinPower�Turbo�gasoline�engine,�it�has�been�possible�to�achieve�an�efficient
and�dynamic�plug-in�hybrid�drive�that�perfectly�matches�the�BMW�brand:�dynamic�driving,�electrical
and�emissions-free�efficient�driving�on�short�trips.

Looking�further�ahead,�the�BMW�Group�plans�to�offer�plug-in�hybrid�vehicles�in�all�core�brand�models.
All�Group�models�benefit�from�BMW�i,�with�the�fundamental�technologies�of�the�battery�cells�and
electrical�machines�as�well�as�the�power�electronics�making�their�way�into�future�plug-in�hybrid
models.�Purely�electrical�driving�is�possible�on�both�short�city�trips�and�commutes.�On�longer�trips,
the�vehicles�are�usually�driven�through�"mixed�operation".�The�new�BMW�3�Series�plug-in�hybrid
prototype�combines�the�B48�4-cylinder�gasoline�engine�and�an�electric�drive.

The�further�development�of�hybrid�drive�systems�as�part�of�Efficient�Dynamics�is�aimed�at�increasing
the�share�of�electrical�power�used�in�driving.�In�order�to�guarantee�the�brand-typical�dynamics,
unrestricted�everyday�practicality�and�the�greatest�possible�long-distance�capability,�the�BMW�Group
relies�on�so-called�high�electrification.�Special�features�of�the�future�Power�eDrive�technology�include
significantly�more�powerful�electrical�machines�as�well�as�a�doubled�capacity�of�the�high-voltage
battery.�Here�the�drive�components�developed�for�future�hybrid�systems�can�achieve�a�system�power
of�more�than�500�kW.�The�lithium�ion�batteries�also�go�far�beyond�those�of�current�hybrid�systems,
with�a�storage�capacity�of�up�to�20�kilowatt�hours�(kWh).

The�BMW�330e,�with�the�development�code�F30�PHEV,�is�based�on�the�F30.�The�hybrid�technology�is
based�on�the�consistent�further�development�of�the�drive�technology�used�in�the�series�models�BMW
ActiveHybrid�5�and�BMW�ActiveHybrid�7.�The�BMW�330e�is�a�full�hybrid�vehicle�with�a�lithium-ion
high-voltage�battery�unit�that�can�be�charged�using�a�domestic�power�socket,�for�example.

The�abbreviation�PHEV�in�the�development�code�stands�for�Plug-in Hybrid Electric Vehicle.

The�drive�system�of�the�BMW�330e�consists�of�a�4-cylinder�gasoline�engine�with�TwinPower�turbo
technology�(B48),�an�8-speed�automatic�transmission�(GA8P75HZ)�and�an�electrical�machine.�The
main�advantage�of�the�hybrid�technology�used�in�the�F30�PHEV�is�of�course�the�further�increase�in
driving�power�compared�with�the�conventionally�powered�BMW�3�Series,�together�with�lower�fuel
consumption.

The�electrical�drive�of�the�BMW�330e�enables�purely�electrical�and�thus�emissions-free�driving
with�speeds�up�to�120 km/h�/�75�mph.�The�maximum�electrical�range�is�40�kilometers�/�25�miles.
Furthermore,�a�start/stop�engine�function�specific�to�a�hybrid�opens�up�additional�potential�in�terms
of�efficiency�by�switching�off�the�combustion�engine�each�time�the�car�is�stopped�at�traffic�lights�or
in�traffic.

With�the�standard�driving�experience�switch,�the�driving�modes�SPORT,�COMFORT�and�ECO�PRO
can�also�be�selected�in�the�BMW�330e.�Using�an�additional�button�(eDrive�button),�the�F30�PHEV�can
drive�up�to�120�km/h�/�75�mph�by�purely�electrical�means,�without�starting�the�combustion�engine.

1
F30�PHEV�High-voltage�Components
1.�Introduction

Generations�of�the�BMW�hybrid�cars

Index Explanation
1 The�E72�was�launched�on�the�market�at�the�end�of�2009�as�the�first�BMW
hybrid�car.�The�technology�used�here�(so-called�generation�1.0)�was�a�product
created�from�the�cooperation�venture�between�General�Motors,�Daimler
Chrysler�and�BMW.�A�nickel�metal�hydrid�battery�was�used�as�an�electric
energy�storage�device.
2 The�second�hybrid�car�from�BMW�came�on�the�market�in�2010�under�the
name�active�hybrid�7.�It�is�a�mild�hybrid�car�with�1.5�generation�technology.
This�technology�was�developed�together�with�Mercedes�Benz.�The�highly
efficient�lithium-ion�battery�was�used�in�the�high-voltage�electrical�system.
3 The�active�hybrid�5,�the�third�BMW�hybrid�car,�has�been�built�since�the�end�of
2011.�The�F10H�is�the�first�vehicle�with�second�generation�hybrid�technology.
A�lithium-ion�battery�is�used�as�an�electrical�energy�storage�device.
4 In�2012�the�production�of�further�BMW�hybrid�cars�with�generation�2.0
technology�began:�The�second�BMW�active�hybrid�7�is�produced�under�the
development�code�F01H/F02H�and�replaced�the�F04.�At�the�same�time�the
BMW�active�hybrid 3�(development�code�F30H)�came�on�the�market.
5 The�BMW�530Le�(development�code�F18�PHEV),�as�the�first�BMW�hybrid
car�with�generation�3.0�technology,�is�being�built�especially�for�the�Chinese
market�from�the�end�of�2014.�It�is�a�Plug-in�Hybrid�Electric�Vehicle.�A�lithium-
ion�battery�is�used�as�an�electrical�energy�storage�device.
6 The�BMW�X5�xDrive40e�(development�code�F15�PHEV)�is�another�BMW
hybrid�vehicle�of�generation�3.0.�The�F15�PHEV�is�also�a�plug-in�hybrid�vehicle
with�a�lithium�ion�battery.�This�vehicle�is�available�from�the�end�of�2015.

2
F30�PHEV�High-voltage�Components
1.�Introduction
1.2.�Identifying�features

1.2.1.�Exterior
The�BMW�330e�distinguishes�itself�from�the�conventional�F30�through�a�range�of�special�features.
The�"eDRIVE"�inscription�on�the�C-pillars�and�on�the�acoustic�cover�of�the�combustion�engine�indicate
that�it�is�a�hybrid�vehicle.�The�330e�is�available�with�a�range�of�wheel�rims�as�standard.�The�wheels�can
be�optionally�equipped�with�sporty�19"�aero�wheel�rims�in�five-spoke�design,�which�reduce�the�drag�of
the�vehicle.�The�charging�socket�cover�on�the�left�side�of�the�front�side�panel�indicates�that�the�BMW
330e�is�a�Plug-in�Hybrid�Electric�Vehicle.�Lastly,�the�model�designation�330e�on�the�tailgate�of�the
vehicle�rounds�off�the�differences�compared�with�the�conventional�3�Series.

F30�PHEV�exterior�identifying�features

Index Explanation
1 Charging�socket�cover
2 Inscription�"eDrive"�on�both�C-pillars
3 Acoustic�cover�with�"eDrive"�inscription
4 Model�designation�"330e"�on�the�tailgate
5 19"�aero�wheel�rims

3
F30�PHEV�High-voltage�Components
1.�Introduction
1.2.2.�Interior

F30�PHEV�interior�identifying�features

Index Explanation
1 eDrive�button
2 Hybrid-specific�displays�in�the�instrument�cluster
3 Door�sill�cover�strip�with�“eDrive”�inscription
4 eDrive�menus�in�the�CID

Some�features�of�the�interior�of�the�BMW�330e�are�also�different�to�the�conventional�F30.
The�refuelling�button�is�located�beneath�the�light�switch.�The�next�special�feature�can�be�found�below
the�keypad�in�the�center�console:�the�eDrive�button.�Using�this�button,�the�driver�can�select�different
functions�by�means�of�a�toggle�function�and�can�drive�up�to�120�km/h�by�purely�electrical�means.

The�inscription�"eDRIVE"�can�also�be�found�on�the�front�door�sill�cover�strips.

The�hybrid-specific�operating�conditions�and�the�state�of�charge�of�the�high-voltage�battery�unit�are
displayed�in�the�instrument�cluster�and�if�desired�in�the�Central�Information�Display.�Both�the�display
in�the�CID�and�in�the�instrument�cluster�are�activated�upon�start-up.

4
F30�PHEV�High-voltage�Components
1.�Introduction
The�interior�space�of�the�F30�PHEV�remains�unchanged�compared�with�the�F30.�The�placement�of�the
high-voltage�battery�unit�in�the�luggage�compartment�means�that�the�luggage�compartment�capacity
in�the�F30�PHEV�is�slightly�smaller.

1.3.�Technical�data
Combustion�engine Unit BMW�328i BMW BMW�330e
and�transmission ActiveHybrid�3
Design R4 R6 R4
Number�of�valves 4 4 4
per�cylinder
Displacement [cm ]
3 1997 2979 1998

Transmission 8HP45 GA8P70HZ GA8P75HZ


Drive Rear Rear Rear
Maximum�power, [kW 185�(240) 225�(306) 135�(184)
combustion�engine (HP)] 5200 5800�-�6400 5000�-�6500
[rpm]
Maximum�torque�of [Nm 305�(225) 400�(295) 290�(215)
combustion�engine (lb-ft)] 1250�-�4800 1200�-�5000 1350�-�4250
[rpm)
Complete�system�power [kW - 250�(340) 185�(252)
(HP)]
[rpm]
High-voltage�battery�unit - Lithium-ion Lithium-ion
Power�of�electrical kW - 40 65
machine
Maximum�torque, [Nm] - 210 250
electrical�machine

Vehicle�performances Unit BMW�328i BMW BMW�330e


ActiveHybrid�3
Acceleration [s] 6.3�(5.9) 5.5�(5.2) 6.2�(5.9)
0�– 100�km/h
(0�– 60�mph)
Maximum�speed [km/h 210�(130) 210�(130) 210�(130)
(mph)]

5
F30�PHEV�High-voltage�Components
1.�Introduction
Consumption�and Unit BMW�328i BMW BMW�330e
emissions ActiveHybrid�3
Consumption [l/100 km] 10.8 11.3 -
(EEC�cycle�urban)
Fuel�consumption [l/100 km] 9.4 6.9 -
EEC�cycle�extra-urban
Fuel�consumption [l/100 km] 6.1 5.9 1.9
combined�(NEDC)
CO2�emissions [grams 143 139 44
per
kilometer]

Dimensions�and Unit BMW�328i BMW BMW�330e


weights ActiveHybrid�3
US�Vehicle�curb�weight [kg(lbs)] 1570�(3641) 1730�(3813) 1775�(3915)
US�Payload [kg(lbs)] 410�(904) 408�(900) 353�(780)
Fuel�tank�capacity [liters 60�(15.8) 57�(15) 41�(10.8)
(gallons)]
Luggage�compartment [liters] 480 390 370
volume

1.4.�Equipment
The�F30�PHEV�and�F30�differ�not�only�in�the�technical�data�but�also�in�the�range�of�optional�equipment
offered.�Below�is�a�list�of�the�key�optional�equipment�that�is�not�offered�in�the�F30�PHEV:

• Trailer�tow�hitch
• xDrive
• Dynamic�Drive
• Adaptive�chassis�and�suspension

6
F30�PHEV�High-voltage�Components
2.�Drive�Components
2.1.�Introduction
In�the�F30�PHEV,�the�B48A20M0�is�an�element�of�the�BMW�hybrid�drive.�The�2.0�liter�engine,�which
in�the�F30�PHEV�generates�a�power�of�135 kW/184 hp�and�a�maximum�torque�of�290 Nm,�ensures
increased�sustainability�and�efficiency.

2.2.�Modified�B48�engine
The�B48�engine�and�its�periphery�were�modified�for�use�in�the�BMW�330e.�Details�of�the�individual
modifications�are�provided�in�the�following.

Components�from Replaced�by Background


belt�drive
Power�steering Electronic�Power With�the�Electronic�Power�Steering�both�the
pump Steering�(EPS) steering�assistance�and�the�self-aligning�forces
can�be�freely�defined.�This�means�the�steering
behavior�and�vehicle�behavior�can�be�adapted
optimally�to�the�corresponding�driving�situation.
A/C�compressor Electric�A/C As�the�combustion�engine�is�at�a�standstill
compressor�(EKK) during�an�electric�trip,�it�cannot�power�the
A/C�compressor.�This�is�why�an�electrically
operated�A/C�compressor�is�used.
Alternator Electric�Motor The�electrical�machine�electronics�converts�the
Electronics�(EME) high�voltage�to�12�V�voltage�using�the�integrated
DC/DC�converter�and�supplies�the�12�V�vehicle
electrical�system.
Vacuum�pump Electrical�vacuum As�the�combustion�engine�is�at�a�standstill�during
pump an�electric�trip,�it�cannot�power�the�mechanical
vacuum�pump.�This�is�why�an�electrical�vacuum
pump�is�also�used�in�addition�to�the�mechanical
vacuum�pump.

2.2.1.�Vacuum�system
Various�components�of�the�F30�PHEV�are�shown�with�a�vacuum�supply.�The�B48�engine�generates�the
required�vacuum�using�a�mechanical�vacuum�pump.�As�the�vacuum�supply�must�also�be�guaranteed
in�phases�in�which�the�B48�engine�is�switched�off,�the�vacuum�system�has�been�enhanced�with�an
electrical�vacuum�pump.�As�soon�as�the�value�in�the�vacuum�system�drops�below�a�certain�threshold,
the�electrical�vacuum�pump�is�activated.�The�vacuum�is�recorded�by�a�pressure�sensor�in�the�brake
servo,�which�is�already�known�from�vehicles�with�an�automatic�engine�start-stop�function.

7
F30�PHEV�High-voltage�Components
2.�Drive�Components
The�following�graphic�provides�an�overview�of�the�respective�components.

F30�PHEV�vacuum�system

Index Explanation
1 Electrical�vacuum�pump
2 Vacuum�line�to�electrical�vacuum�pump
3 Pressure�sensor
4 Brake�servo

8
F30�PHEV�High-voltage�Components
2.�Drive�Components
2.2.2.�Engine�mounting
In�the�F30�PHEV�the�engine�mounting�is�effected�using�the�controlled�variable-motor�mounts�known
from�vehicles�with�diesel�engines.�These�are�adjusted�to�hard�or�soft�by�means�of�a�vacuum�in�order�to
guarantee�a�comfortable�start�and�idle�state�of�the�combustion�engine.�The�engine�mounting�has�been
raised�on�the�left�and�right�using�spacer�sleeves�and�the�engine�support�arms�shortened�to�improve
the�oscillation�comfort�during�start-up�of�the�combustion�engine.

The�valve�for�activating�the�controlled�variable-motor�mounts�of�the�combustion�engine�is�activated�by
the�Digital�Motor�Electronics�(DME).�The�behavior�of�the�controlled�variable-�motor�mounts�of�the�F30
PHEV�is�similar�to�the�controlled�variable-motor�mounts�in�vehicles�with�diesel�engines.�If�a�vacuum
is�applied�to�these,�they�are�soft.�This�corresponds�to�the�setting�for�idle�state�and�start-up�of�the
combustion�engine�and�ensures�comfortable�damping�action.�As�soon�as�the�vacuum�is�no�longer
applied�to�the�motor�mounts�and�an�ambient�pressure�is�established,�the�motor�mounts�become�hard.
This�setting�is�activated�when�driving�the�F30�PHEV.

The�vacuum�supply�of�the�controlled�variable-motor�mounts�are�effected�by�the�vacuum�system�of�the
F30�PHEV�described�above.

F30�PHEV�engine�mounting

9
F30�PHEV�High-voltage�Components
2.�Drive�Components
Index Explanation
1 Valve�for�activating�the�controlled�variable-motor�mounts
2 Connection�for�vacuum�line
3 Engine�support�arm,�left
4 Spacer�sleeve,�left
5 Controlled�variable-motor�mounts,�left
6 Electrical�vacuum�pump
7 Mechanical�vacuum�pump

2.3.�Fuel�supply
For�the�operation�of�the�combustion�engine,�the�F30�PHEV�is�equipped�with�a�pressurized�fuel�tank
made�from�stainless�steel.�As�a�result�during�purely�electric�driving�it�is�guaranteed�that�the�gasoline
fumes�remain�in�the�pressurized�fuel�tank.�Only�with�the�operation�of�the�combustion�engine�is�fresh
air�drawn�in�by�the�carbon�canister�for�purging�and�the�gasoline�fumes�are�directed�to�the�combustion
chamber.�The�pressurized�fuel�tank�remains�in�its�original�installation�space�since�the�high-voltage
battery�unit�is�accommodated�in�the�luggage�compartment.�Its�usable�volume�is�41 liters�/�10.8
gallons.

10
F30�PHEV�High-voltage�Components
2.�Drive�Components
2.3.1.�Components�and�their�installation�locations

F30�PHEV�components�of�the�fuel�supply�in�European�version

Index Explanation
1 Fuel�filler�flap�with�cover
2 Fuel�tank�non-return�valve
3 Cable�for�emergency�release�of�the�fuel�filler�flap
4 Digital�Motor�Electronics�(DME)
5 pressurized�fuel�tank
6 Fuel�tank�isolation�valve
7 Carbon�canister

The�pressurized�fuel�tank�is�secured�directly�at�the�body�using�a�tensioning�strap.

11
F30�PHEV�High-voltage�Components
2.�Drive�Components
2.3.2.�System�wiring�diagram

F30�PHEV,�system�wiring�diagram�for�fuel�supply

12
F30�PHEV�High-voltage�Components
2.�Drive�Components
Index Explanation
1 Digital�Motor�Electronics�(DME)
2 Tank�vent�valve
3 Front�Electronic�Module�(FEM)
4 Fuel�pump�control�electronics�(EKPS)
5 Hybrid�pressure�refuelling�electronic�control�unit�(TFE)
6 Actuator�drive�for�locking�the�fuel�filler�flap
7 Sensor�for�the�position�of�the�fuel�filler�flap
8 Power�distribution�box,�luggage�compartment
9 Rear�Electronic�Module�(REM)
10 Lever�sensor�for�fuel�level,�right
11 Lever�sensor�for�fuel�level,�left
12 Electric�fuel�pump
13 Pressure/Temperature�sensor
14 Fuel�tank�non-return�valve
15 Fuel�tank�isolation�valve�(ECE�only)
16 Atmosphere�Isolation�Valve�(AIV)�(US�only)
17 Button�with�lighting�for�refuelling
18 Instrument�panel�(KOMBI)
19 Advanced�Crash�Safety�Module�(ASCM)

In�the�event�of�a�crash,�the�fuel�pump�control�electronics�(EKPS)�immediately�disconnect�the�power
supply�for�the�fuel�pump�drive.�The�EKPS�receives�the�information�from�the�Advanced�Crash�Safety
Module�via�the�PT-CAN.

The�fuel�tank�isolation�valve�is�opened�during�current�supply.�It�is�closed�when�there�is�no�current
supply.�In�the�event�of�a�crash�with�the�F30�PHEV,�there�is�no�active�power�supply�of�the�fuel�tank
isolation�valve�(it�remains�closed)�and�a�fault�code�entry�is�also�not�set�by�the�TFE.�Subsequent
refuelling�of�the�vehicle,�as�well�as�other�functions�(purging,�etc.)�are�thus�not�blocked,�as�long�as
the�components�involved�(e.g.�pressure�temperature�sensor)�are�not�damaged.

13
F30�PHEV�High-voltage�Components
2.�Drive�Components
2.3.3.�Refuelling
The�pressurized�fuel�tank�must�be�vented�before�refuelling.�In�order�to�implement�the�refuelling
procedure,�first�of�all�the�"Refuelling"�button�must�be�pressed.�The�refuelling�button�is�found�in�the
area�beneath�the�light�switch.�The�button�functions�only�when�the�vehicle�is�awake.�The�status�of�the
button�is�evaluated�by�the�hybrid�pressure�refuelling�electronic�control�unit.

F30�PHEV,�refuelling�button

The�hybrid�pressure�refuelling�electronic�control�unit�(TFE)�monitors�the�current�operating�condition
via�a�pressure/temperature�sensor�in�the�fuel�tank�and�then�controls�the�pressure�reduction�by�opening
the�valves�in�the�tank�ventilation�path.�The�fuel�tank�isolation�valve�or�the�fuel�tank�non-return�valve
must�be�opened,�depending�on�the�vehicle�condition.�The�fuel�vapors�are�temporarily�stored�in
the�carbon�canister�during�refuelling.�The�stored�vapors�are�routed�into�the�engine�only�when�the
combustion�engine�is�running�and�with�activated�purging.�The�fuel�filler�flap�is�released�after�pressure
reduction�from�the�fuel�tank.�The�actuator�drive�for�locking�the�fuel�filler�flap�is�activated�and�the�fuel
filler�flap�with�fuel�filler�cap�can�be�opened�manually.�The�fuel�filler�flap�release�is�not�enabled�as�long
as�the�pressure�measured�in�the�fuel�tank�is�above�the�defined�threshold�value.�The�fuel�tank�isolation
valve�is�also�opened�to�reduce�the�tank�pressure�while�driving�if�the�tank�pressure�reaches�the�system
limit.�In�stopped�condition,�this�is�achieved�by�a�mechanical�valve�which�is�integrated�in�the�fuel�tank
isolation�valve.

The�fuel�supply�of�the�F30�PHEV�does�not�have�tank�leak�diagnosis�on�EURO�vehicles.

The�Atmosphere�Isolation�Valve�(AIV)�is�located�between�the�carbon�canister�and�atmosphere�and�is
only�installed�in�US�vehicles.�There�is�still�a�fuel�tank�shutoff�valve�between�the�carbon�canister�and
the�fuel�tank.�The�fuel�tank,�carbon�canister�and�purge�air�line�up�to�the�tank�vent�valve�form�a�pressure
system.�This�is�necessary�in�order�to�perform�the�leak�diagnosis�legally�required�for�US�vehicles.�When
the�vehicle�is�in�a�stopped�condition�or�during�electric�driving,�the�atmosphere�isolation�valve�is�closed
and�the�fuel�tank�shutoff�valve�is�open.

14
F30�PHEV�High-voltage�Components
2.�Drive�Components
In�EURO�vehicles,�there�is�a�fuel�tank�shutoff�valve�and�a�fuel�tank�isolation�valve�between�the�fuel�tank
and�the�carbon�canister.�The�fuel�tank�non-return�valve�is�open�in�de-energized�state.�The�fuel�tank
system�is�isolated�from�the�atmosphere�by�means�of�the�fuel�tank�isolation�valve.

When�the�combustion�engine�is�started,�the�fuel�tank�non-return�valve�is�closed�and�the�fuel�tank
isolation�valve�opened�in�order�to�purge�the�carbon�canister�with�the�help�of�the�combustion�engine.
The�fuel�tank�non-return�valve�maintains�the�pressure�in�the�fuel�tank�during�this�process.�The
combination�of�fuel�tank�isolation�valve�and�fuel�tank�non-return�valve�makes�it�possible�to�comply�with
the�legally�required�emission�limits�and�still�drive�with�purely�electric�power.�The�fuel�supply�of�the�F30
PHEV�has�tank�leak�diagnosis�in�US�vehicles.

Before�carrying�out�repair�work�on�the�fuel�supply,�the�refuelling�procedure�must�be�started�so�that�the
pressure�in�the�fuel�tank�can�be�released.�The�fuel�filler�flap�and�fuel�filler�cap�must�be�left�open�during
repair�work�in�order�to�exclude�the�possibility�of�a�renewed�pressure�build-up.

If�the�fuel�filler�flap�is�not�opened�within�approx.�10 minutes,�it�is�automatically�locked�again.
The�position�of�the�fuel�filler�flap�is�identified�using�a�hall�effect�sensor.

After�the�refuelling�procedure�and�the�fuel�filler�flap�is�closed�the�fuel�filler�flap�is�locked�again�via
the�hybrid�pressure�refuelling�electronic�control�unit�and�the�fuel�tank�isolation�valve�is�closed.

Filling�the�fuel�tank�while�the�high-voltage�battery�unit�is�charging�is�not�permitted.�When�the�charging
cable�is�connected,�ensure�sufficient�safety�distance�to�highly�flammable�materials.�Otherwise,�there
is�a�risk�of�personal�injury�or�material�damage�in�the�event�of�improper�connection�or�disconnection�of
the�charging�cable.

2.4.�Automatic�transmission

2.4.1.�Introduction
The�automatic�transmission�GA8P75HZ�of�the�F30�PHEV,�which�is�based�on�the�transmission
introduced�in�the�F07�at�the�end�of�2009�(GA8HP70Z),�is�also�manufactured�by�ZF.

If�you�have�already�taken�part�in�the�training�for�the�second�generation�of�BMW�active�hybrid�cars,�you
will�already�be�familiar�with�the�GA8P70HZ�transmission�used�there.�The�structure�of�the�automatic
transmission�GA8P75HZ�of�the�F30�PHEV�is�similar.

15
F30�PHEV�High-voltage�Components
2.�Drive�Components

F30�PHEV,�GA8P75HZ�transmission

2.4.2.�Structure�and�function

Overview

In�order�to�satisfy�the�requirements�of�a�Plug-in�Hybrid�Electric�Vehicle,�the�automatic�transmission
was�adapted.�For�this�purpose,�some�existing�components�have�been�modified�or�replaced�with
other�components.�A�part�of�the�damping�system�was�also�extracted�from�the�transmission�area�and
connected�to�the�combustion�engine�as�a�dual-mass�flywheel�with�integrated�centrifugal�pendulum.
The�connection�to�the�transmission�is�effected�via�a�spline.

As�a�result�of�the�larger�electrical�machine�and�the�additional�torsional�vibration�damper,�the�housing�of
the�GA8P75HZ�transmission�was�extended�by�30 mm�in�comparison�to�the�GA8P70HZ�transmission.

The�hybrid�area�in�the�GA8P75HZ�transmission�can�be�divided�into�five�components:

• Dual-mass�flywheel
• Additional�torsional�vibration�damper
• Separation�clutch
• Electrical�machine
• Auxiliary�electric�oil�pump�(for�supplying�transmission�oil�pressure�when
transmission�input�shaft�is�idle,�which�is�a�modification�of�the�GA8P70HZ).

16
F30�PHEV�High-voltage�Components
2.�Drive�Components
Like�on�the�GA8P70HZ�transmission,�the�multidisc�brake�B�is�also�reinforced�in�the�GA8P75HZ
transmission�by�increasing�the�diameter�and�number�of�discs�and�is�equipped�with�actively�controllable
transmission�oil�cooling.�This�is�necessary�as,�in�addition�to�its�function�as�a�shift�element,�it�must�also
enable�the�vehicle�to�start-up�and�crawl.

F30�PHEV,�GA8P75HZ�transmission

Index Explanation
1 Dual-mass�flywheel�(including�torsional�vibration
damper�and�centrifugal�pendulum)
2 Additional�torsional�vibration�damper
3 Separation�clutch
4 Electric�motor
5 Multidisc�brake�B
6 Auxiliary�electric�oil�pump

The�following�transmission�skeleton�of�the�GA8P75HZ�transmission�shows�how�the�new�components
have�been�integrated�in�the�automatic�transmission.

17
F30�PHEV�High-voltage�Components
2.�Drive�Components

F30�PHEV,�schematic�structure�of�the�GA8P75HZ�transmission

Index Explanation
1 Torsional�vibration�damper
2 Centrifugal�pendulum
3 Additional�torsional�vibration�damper
4 Electric�motor
5 Gear�set�1
6 Gear�set�2
7 Gear�set�3
8 Gear�set�4
9 Mechanical�oil�pump
A Multidisc�brake�A
B Multidisc�brake�B
C Multidisc�clutch�C
D Multidisc�clutch�D
E Multidisc�clutch�E
K0 Separation�clutch

18
F30�PHEV�High-voltage�Components
2.�Drive�Components
Dual-mass�flywheel

In�order�to�reduce�fuel�consumption�and�CO2�emissions,�high-charged�engines�are�used,�the�number
of�cylinders�is�reduced�and�the�drivable�speeds�are�lowered.

However,�with�these�measures�the�torsional�vibrations�of�the�crankshaft�are�increased�as�a�result�of
the�acceleration�during�the�work�cycle�and�deceleration�during�the�compression�cycle.�This�irregular
rotation�is�the�reason�for�torsional�vibrations�in�the�downstream�drivetrain.

To�isolate�these�torsional�vibrations�a�dual-mass�flywheel�is�used�in�the�automatic�transmission�of�the
F30�PHEV.�The�dual-mass�flywheel�establishes�the�mechanical�connection�between�the�crankshaft
of�the�combustion�engine�and�the�electrical�machine.�It�consists�of�a�torsional�vibration�damper�and�a
centrifugal�pendulum.

The�dual-mass�flywheel�weighs�approx.�11 kg�(25�lbs)�and�can�be�replaced�separately�in�the�event
of�a�fault.

F30�PHEV,�dual-mass�flywheel�of�the�GA8P75HZ�transmission

Index Explanation
1 Torsional�vibration�damper
2 Centrifugal�pendulum
3 Dual-mass�flywheel

The�centrifugal�pendulum�is�integrated�in�the�dual-mass�flywheel�and�can�almost�fully�absorb�the
occurring�torsional�vibrations.�It�comprises�a�flange,�on�which�masses�can�move�on�defined�tracks.
Arch-shaped�curved�tracks�are�integrated�in�the�flange�and�in�the�masses,�which�serve�as�running
tracks.�The�masses�are�connected�to�the�flange�via�two�rollers�and�can�move�back�and�forth�along
the�curved�tracks.

19
F30�PHEV�High-voltage�Components
2.�Drive�Components

F30�PHEV�GA8P75H,�structure�and�operating�principle�of�the�centrifugal�pendulum

Index Explanation
1 Flange
2 Mass
3 Rollers
A Oscillating�mass
B Torsional�vibration�of�the�engine

The�centrifugal�pendulum�consists�of�several�oscillating�masses�(dynamic�vibration�absorbers).
They�vibrate�contrary�to�the�torsional�vibrations�of�the�combustion�engine�and�compensate�for�these.
At�low�engine�speeds,�i.e.�precisely�when�the�annoying�vibrations�occur�most,�the�deflection�of�the
dynamic�vibration�absorbers�is�particularly�big.�This�leads�to�improved�acoustics�in�the�passenger
compartment.

20
F30�PHEV�High-voltage�Components
2.�Drive�Components
Electric�motor

Another�new�feature�of�the�GA8P75HZ�transmission�was�the�integration�of�the�electrical�machine,
an�additional�torsional�vibration�damper�and�a�separation�clutch�in�the�transmission�housing�of�the�F30
PHEV.�These�are�located�behind�the�dual-mass�flywheel.�Together�with�the�dual-mass�flywheel,�the
electrical�machine,�the�torsional�vibration�damper�and�the�separation�clutch�occupy�the�space�of�the
hydraulic�torque�converter.

Further�information�on�the�electrical�machine,�the�additional�torsional�vibration�damper�and�the
separation�clutch�can�be�found�in�the�chapter�entitled�"Electrical�machine".

F30�PHEV,�electrical�machine�in�the�GA8P75HZ�transmission

Index Explanation
1 Electric�motor

Shift�elements

Brakes�and�clutches�are�described�as�shift�elements�which�make�possible�the�shifting�and�changing
of�all�gears.�Like�in�the�GA8HP70Z�transmission,�the�following�shift�elements�are�also�used�in�the
GA8P75HZ�transmission:

• Two�fixed�multidisc�brakes�(brake�A�and�B).
• Three�rotary�multidisc�clutches�(clutch�C,�D�and�E).

The�multidisc�clutches�(C,�D�and�E)�feed�the�drive�torque�to�the�planetary�gear.�The�multidisc�brakes
(A�and�B)�support�the�torque�against�the�transmission�housing.

21
F30�PHEV�High-voltage�Components
2.�Drive�Components
The�clutches�and�brakes�are�closed�hydraulically.�For�this�purpose,�oil�pressure�is�applied�to�a�piston
enabling�it�to�press�the�disc�sets�together.

F30�PHEV,�overview�of�GA8P75HZ�transmission

Index Explanation
1 Dual-mass�flywheel
2 Electric�motor
3 Drive�chain�of�the�mechanical�oil�pump
4 Gear�set�1
5 Gear�set�2
6 Gear�set�3
7 Gear�set�4
8 Parking�lock
9 Multidisc�clutch�D
10 Multidisc�clutch�C
11 Multidisc�clutch�E
12 Common�sun�gear�for�gear�set�1�and�2
13 Multidisc�brake�B
14 Multidisc�brake�A

22
F30�PHEV�High-voltage�Components
2.�Drive�Components
The�shift�elements�of�the�GA8P75HZ�transmission�correspond�in�number�and�arrangement�to�those�of
the�GA8HP70Z�transmission.�The�eight�gears�are�triggered�in�the�same�way.

The�following�table�shows�what�shift�element�is�closed�in�what�gear.

gear Brake�A Brake�B Clutch�C Clutch�D Clutch�E


1   
2   
3   
4   
5   
6   
7   
8   
R   

Due�to�the�removal�of�the�torque�converter,�the�multidisc�brake�B�of�the�automatic�transmission�has
been�modified.�In�the�GA8P75HZ�transmission�of�the�F30�PHEV�starting-up�and�crawling�are�realized
via�the�multidisc�brake�B.�For�this�the�number�of�discs�is�increased�and�their�diameter�enlarged.
To�guarantee�sufficient�cooling,�transmission�oil�is�passed�through�the�integrated�drive-off�element
(multidisc�brake�B)�as�required.

Mechatronics�module

The�mechatronics�module�is�a�combination�of�the�hydraulic�shift�unit�and�the�electronic�control�unit.
The�control�unit�is�arranged�in�the�lower�area�of�the�transmission�and�is�surrounded�by�the�oil�sump.
The�hydraulic�shift�unit�contains�the�mechanical�components�of�the�transmission�control�unit�such
as�valves,�dampers�and�actuators.

The�mechatronics�module�was�adapted�for�operation�in�the�GA8P75HZ,�for�example�the�slip�at
the�starting�clutch�(multidisc�brake�B)�is�now�calculated�via�the�speed�signal�of�the�sensor�(3).
The�transmission�input�speed�is�determined�in�the�GA8P75HZ�transmission�with�help�of�the�rotor
position�sensor�of�the�electrical�machine.

23
F30�PHEV�High-voltage�Components
2.�Drive�Components

F30�PHEV,�mechatronics�module�of�the�GA8P75HZ�transmission

Index Explanation
1 Parking�lock�magnet
2 Hydraulic�shift�unit
3 Speed�sensor,�planet�spider,�gear�set�1
4 Electronic�control�unit
5 Output�speed�sensor
6 Electronic�pressure�control�valves�and�solenoid�valves

24
F30�PHEV�High-voltage�Components
2.�Drive�Components
Oil�supply

The�basic�functions�of�the�oil�circuit�of�the�GA8P75HZ�transmission�correspond�to�those�of�the
GA8HP70Z�transmission.�The�oil�has�the�following�tasks:

• Lubrication
• Control�of�the�shift�elements
• Cooling

It�is�a�conventional�pressure�circulating�system.�In�addition�to�the�mechanical�oil�pump�known�from�the
GA8HP70Z,�an�auxiliary�electric�oil�pump�has�been�integrated�in�the�automatic�transmission�of�the�F30
PHEV.

F30�PHEV,�oil�pumps�of�the�GA8P75HZ�transmission

Index Explanation
1 Mechanical�oil�pump
2 Auxiliary�electric�oil�pump

The�mechanical�oil�pump�is�driven�by�a�rolling�tooth�chain�on�the�transmission�input�shaft.�If�the
separation�clutch�is�open,�the�drive�is�effected�via�the�electrical�machine;�if�the�separation�clutch�is
closed�the�drive�is�effected�through�a�combination�of�a�combustion�engine�and�the�electrical�machine.

In�operating�phases�with�insufficient�speed�at�the�transmission�input�shaft,�the�auxiliary�electric�oil
pump�compensates�for�leakages�in�the�hydraulic�system,�in�order�to�reduce�the�response�time�of�the
transmission�in�the�event�of�a�load�requirement.

25
F30�PHEV�High-voltage�Components
2.�Drive�Components
The�auxiliary�electric�oil�pump�is�a�vane-type�compressor,�like�the�mechanical�oil�pump.�It�is�driven
by�a�brushless�direct�current�motor.�The�control�electronics�are�integrated�in�the�housing�of�the
auxiliary�electric�oil�pump�and�are�activated�by�the�electronic�transmission�control�(EGS).�The�auxiliary
electric�oil�pump�can�be�operated�from�a�transmission�oil�temperature�of�-5°�C�(23°�F).�In�special
cases,�such�as�in�the�event�of�a�failure�of�the�electrical�machine,�the�auxiliary�electric�oil�pump�can
already�be�operated�from�a�temperature�of�-15°C�(5°�F)in�an�emergency�operation,�in�order�to�close
the�separation�clutch.�This�enables�the�driver�to�continue�his�trip,�also�in�the�event�of�failure�of�the
electrical�machine.

In�the�GA8P75HZ�transmission,�it�occupies�the�space�of�the�hydraulic�impulse�storage�known�from�the
GA8HP70Z.�Like�the�hydraulic�impulse�storage,�the�auxiliary�electric�oil�pump�can�also�be�replaced�in
the�event�of�a�fault.

F30�PHEV,�installation�location�of�auxiliary�electric�oil�pump

Index Explanation
1 Intake�pipe
2 Bolting�points�of�the�auxiliary�electric�oil�pump
3 Electrical�connection

26
F30�PHEV�High-voltage�Components
2.�Drive�Components
Oil�cooling

F30�PHEV,�oil�cooling�of�the�GA8P75HZ

Index Explanation
1 Coolant�expansion�tank
2 Electric�coolant�pump�(70 W)
3 Electric�motor
4 Connection�of�transmission�oil�lines�for�cooling�of�the�electrical�machine
5 Transmission
6 Connection�of�transmission�oil�lines�for�cooling�of�the�transmission
7 Transmission�oil-coolant�heat�exchanger

27
F30�PHEV�High-voltage�Components
2.�Drive�Components
Index Explanation
8 Stator�support
9 Coolant�duct,�electrical�machine
10 Automatic�transmission�housing
11 Coolant/air�heat�exchanger

2.4.3.�Service�information
As�the�vehicle�still�has�an�electric�drive�in�addition�to�the�combustion�engine,�the�function�of�the�purely
electric�drive�is�available�to�the�customer�and�the�Service�employee.�During�the�attempt�to�start�the
engine�one�can�engage�Drive�(D)�or�Reverse�(R)�gear�through�the�usual�operation�of�the�electronic�gear
selector�switch.�After�the�brake�pedal�is�released�the�vehicle�is�then�moved�with�help�of�the�electric
drive.

Similar�to�the�conventional�8-speed�automatic�gearboxes,�there�is�also�the�option�of�an�electrical
emergency�release�for�the�GA8P75HZ.

In�conventional�vehicles�the�starter�motor�rotates�and�also�drives�the�mechanical�transmission�oil
pump�via�the�torque�converter.�With�help�of�the�built-up�transmission�oil�pressure�the�parking�lock
can�be�released.�In�the�GA8P75HZ,�however,�the�separation�clutch�is�open�without�transmission�oil
pressure.�For�this�reason,�the�transmission�oil�pressure�cannot�be�generated�for�releasing�the�parking
lock�in�the�GA8P75HZ�via�the�rotating�starter�motor.�Instead�the�transmission�oil�pressure�can�be�built
up�via�the�additional�electric�transmission�oil�pump.�Alternatively�the�electrical�machine�can�drive�the
mechanical�transmission�oil�pump�and�thus�build�up�transmission�oil�pressure.

In�general,�the�following�applies�for�the�electronic�and�mechanical�emergency�release�of�the�automatic
transmission:

Before�performing�an�emergency�release�of�the�parking�lock�the�vehicle�must�be�secured�against
rolling�away.

28
F30�PHEV�High-voltage�Components
2.�Drive�Components
Electronic�emergency�release

F30�PHEV,�electronic�emergency�release�of�the�parking�lock

Index Explanation
1 Press�brake�pedal�and�hold�down�during�the�procedure.
2 Press�start/stop�button�and�hold�down�during�the�procedure.
3 Press�release�button�at�electronic�gear�selector�switch.
4 Hold�down�release�button,�move�the�gear�selector�switch�to�N
position�and�hold�in�this�position�until�N�position�is�illuminated.
5 As�soon�as�the�neutral�gear�N�was�engaged�in�the�transmission,
a�Check�Control�message�appears�in�the�instrument�cluster
6 The�brake�pedal,�start/stop�button,�gear�selector�switch�and
release�button�can�be�released.

29
F30�PHEV�High-voltage�Components
2.�Drive�Components
Conditions�under�which�the�electronic�emergency�release�is�made�difficult�or�does�not�function�at�all:

• If�the�vehicle�is�on�an�incline�(tensioning�in�the�drivetrain).
• At�very�high�or�low�transmission�oil�temperatures�(modified�viscosity).

30
F30�PHEV�High-voltage�Components
3.�Electrical�Machine
3.1.�Introduction
The�electrical�machine�in�the�F30�PHEV�is�a�permanently�excited�synchronous�machine.�It�can�convert
electrical�energy�from�the�high-voltage�battery�unit�into�kinetic�energy,�by�which�the�vehicle�is�driven.
Both�electric�driving�up�to�approx.�120 km/h�as�well�as�support�of�the�combustion�engine�are�possible,
for�example�when�overtaking�(boost�function)�or�for�active�torque�support�when�changing�gears.

In�the�reverse�situation,�the�electrical�machine�converts�kinetic�energy�into�electrical�energy�during
braking�and�in�coasting�(overrun)�mode�and�stores�this�in�the�high-voltage�battery�unit�(energy
recovery).

The�electrical�machine�is�a�high-voltage�component�

High-voltage�component�warning�sticker

Each�high-voltage�component�has�on�its�housing�or�casing�an�identifying�label�that�enables�Service
employees�and�vehicle�users�to�identify�intuitively�the�possible�hazards�that�can�result�from�the�high
electric�voltages�used.

Only�Service�employees�who�satisfy�all�the�prerequisites�are�permitted�to�work�on�the�designated
high-voltage�components:�suitable�qualifications,�compliance�with�the�safety�rules,�procedure
following�the�repair�instructions�to�the�letter.

Work�on�live�high-voltage�components�is�expressly�prohibited.�Prior�to�every�operation�which�involves
a�high-voltage�component,�it�is�essential�to�disconnect�the�high-voltage�system�from�the�voltage
supply�and�to�secure�it�against�unauthorized�return�to�service.

1 Switch�off�terminal�15.
2 Charging�plug�is�not�connected�at�the�vehicle.
3 Wait�until�the�vehicle�is�in�"Sleep"�mode�(can�be�detected�if�writing
in�the�START-STOP�button�is�not�illuminated).
4 Open�high-voltage�safety�connector.
5 Secure�the�high-voltage�safety�connector�against�restart.
6 Switch�on�terminal�15.
7 Wait�until�the�Check�Control�message�"High-voltage�system�switched-off"
is�displayed�in�the�instrument�cluster.
8 Switch�off�terminal�15�and�terminal�R.

31
F30�PHEV�High-voltage�Components
3.�Electrical�Machine

For�reasons�of�high-voltage�safety�the�electrical�machine�must�not�be�opened�or�otherwise
dismantled.

3.2.�Designation�and�identification

3.2.1.�Designation�of�electrical�machines
The�electrical�machine�designation�is�used�in�the�technical�documentation�for�clear�identification�of
the�electrical�machine.�However,�the�identification�of�the�electrical�machine�is�relevant�for�Service.

3.2.2.�Identification�of�the�electrical�machine
The�electrical�machines�have�an�identification�to�ensure�clear�identification�and�classification.
This�identification�is�also�necessary�for�approval�by�government�authorities.�The�identification�of�the
electrical�machines�is�equivalent�to�the�identification�of�the�combustion�engines.�The�serial�number
of�the�electrical�machine�can�be�found�under�the�electrical�machine�identification�on�the�electrical
machine.�This�consecutive�number,�in�conjunction�with�the�identification,�permits�unambiguous
identification�of�each�individual�electrical�machine.

Position Meaning Index Explanation


1 Developer�of�electrical G Electrical�machine�in/at�the�transmission
machine I Electrical�machine,�BMW
J Electrical�machine,�external
2 Machine�type A <�200 mm
(outer�diameter�of�the B >�200 mm�<�250 mm
stack�of�sheets) C >�250 mm�<�300 mm
D >�300 mm
E Outer�rotor�with�small�diameter
3 Change�to�the 0�or�1 Basic�machine
basic�machine 2�to�9 Changes,�e.g.�variation�of�sheet�cut
concept (even�numbers�reserved�for�motorbikes,
odd�numbers�for�passenger�cars)
4 Machine�type N Asynchronous�machine
(engine�procedure) U Direct�current�machine
O Axial�flow�machine
P Permanently�excited�synchronous�machine
R Switched�reluctance�machine
S Electrically�excited�synchronous�machine
T Transverse�flow�machine
5�+�6 Torque 0�to�... e.g.�25�=�250 Nm
7 Type�test�concerns A Standard
(changes�that�require B�to�Z Acc.�to�requirements,�e.g.�adaptations
a�new�type�test) to�length�and�coils

For�the�electrical�machine,�the�identification�looks�like:�GC1P25A.

32
F30�PHEV�High-voltage�Components
3.�Electrical�Machine
3.3.�Technical�data
Supplier ZF�Friedrichshafen�AG
Maximum�torque 250 Nm�at�0�-�2700 rpm
Maximum�power�in�the�F30�PHEV 65 kW�at�2500 rpm
(<�10 seconds)
Power�(continuous) 45�kW�from�5000�rpm
Efficiency up�to�96 %
Maximum�current 450�Aeff
Operating�speed�range 0 -�7200�rpm
Weight�(without�torsional�vibration�damper) Approx.�26 kg�(57�lbs)

3.4.�Installation�location

F30�PHEV,�installation�location�and�secondary�components�of�the�electrical�machine

33
F30�PHEV�High-voltage�Components
3.�Electrical�Machine
Index Explanation
1 High-voltage�battery�unit
2 Electric�motor�electronics
3 Hollow�shaft
4 Electric�motor
5 Separation�clutch
6 Additional�torsional�vibration�damper
7 Lid�at�electrical�machine
8 Circlip

The�hybrid�components�are�integrated�as�individual�components�in�the�transmission�bell�housing
and�assume�the�installation�space�of�the�hydraulic�torque�converter�in�the�transmission�housing.

3.5.�Design
The�main�components�of�the�electrical�machine�are:

• Rotor�and�stator
• Connections
• Rotor�position�sensor
• Cooling

The�hybrid�system�in�the�F30�PHEV�is�a�so-called�parallel�hybrid�system.�Both�the�combustion�engine
and�the�electrical�machine�are�mechanically�coupled�with�the�sprockets.�For�the�vehicle�drive�it�is
possible�to�use�both�drive�systems�individually�and�at�the�same�time.

34
F30�PHEV�High-voltage�Components
3.�Electrical�Machine
3.5.1.�Rotor�and�stator

F30�PHEV,�rotor�and�stator,�electrical�machine

Index Explanation
1 Stator
2 Permanent�magnets
3 Rotor
4 Hollow�shaft�with�outer�basket�of�separation�clutch

The�electrical�machine�(traction�electrical�machine)�in�the�F30�PHEV�is�structured�as�an�inner�rotor.
“Inner�rotor”�means�that�the�rotor�is�arranged�with�the�permanent�magnets�arranged�in�a�ring�shape
on�the�inside.�The�coils�for�generating�the�rotating�field�are�located�on�the�outside�and�form�the�stator.
The�electrical�machine�of�the�F30�PHEV�has�pairs�of�poles.

The�rotor�is�mounted�above�a�flange�on�the�rotor�hollow�shaft,�which�is�positively�connected�to�the
transmission�input�shaft.

35
F30�PHEV�High-voltage�Components
3.�Electrical�Machine
3.5.2.�Connections

F30�PHEV,�connections,�electrical�machine

Index Explanation
1 Transmission�bell�housing
2 Temperature�sensor
3 Coolant�ducts
4 Connection�for�coolant�(transmission�oil)
5 Electrical�connection,�rotor�position�sensor
6 High-voltage�connection

36
F30�PHEV�High-voltage�Components
3.�Electrical�Machine
There�are�four�connections�of�the�electrical�machine�on�the�housing�of�the�automatic�transmission:

• Temperature�sensor
• Cooling�(by�transmission�oil)
• Rotor�position�sensor
• High-voltage�cables

High-voltage�connection

F30�PHEV,�high-voltage�connection,�electrical�machine

Index Explanation
1 High-voltage�connection
2 High-voltage�connector

Electrical�energy�is�fed�to�the�coils�of�the�electrical�machine�via�the�high-voltage�connection.�The�high-
voltage�connection�connects�the�electrical�machine�electronics�to�the�electrical�machine�via�a�three-
phase,�shielded�high-voltage�cable.

The�high-voltage�connectors�are�screwed�on�to�the�electrical�machine�electronics�and�the�electrical
machine.

37
F30�PHEV�High-voltage�Components
3.�Electrical�Machine

High-voltage�cables�must�not�be�repaired.�In�the�event�of�damage,�the�line�must�essentially
be�replaced�

3.5.3.�Sensors

F30�PHEV,�sensors,�electrical�machine

Index Explanation
1 Temperature�sensor
2 Rotor�of�the�rotor�position�sensor
3 Stator�of�the�rotor�position�sensor

So�that�the�voltages�for�the�coils�in�the�stator�can�be�correctly�calculated�and�generated�by�the
electrical�machine�electronics�in�terms�of�amplitude�and�phase�layer,�the�precise�position�of�the�rotor
must�be�known.�The�rotor�position�sensor�is�responsible�for�this�task.�Its�structure�is�similar�to�that
of�a�synchronous�machine�and�has�a�specially�shaped�rotor,�which�is�connected�to�the�rotor�of�the
electrical�machine,�as�well�as�a�stator�which�is�connected�to�the�stator�of�the�electrical�machine.
The�phase�voltages�induced�by�the�rotation�of�the�rotor�in�the�coils�of�the�stator�are�evaluated�by
the�electrical�machine�electronics�and�thus�the�rotor�position�angle�is�calculated.

38
F30�PHEV�High-voltage�Components
3.�Electrical�Machine

Upon�replacement�of�the�automatic�transmission�or�the�electrical�machine�electronics,�the�rotor
position�sensor�must�be�adjusted�with�help�of�the�diagnosis�system.

The�components�of�the�electrical�machine�must�not�exceed�a�certain�temperature�during�operation.
There�is�a�temperature�model�and�a�temperature�sensor�for�temperature�monitoring�of�the�electrical
machine.�This�is�designed�as�a�variable�resistor�with�negative�temperature�coefficient and�measures
the�output�temperature�of�the�coolant�at�the�housing�of�the�automatic�transmission.�The�hotter�the
NTC,�the�lower�its�resistance.

The�electrical�machine�electronics�evaluates�the�signals�of�the�temperature�sensor,�compares�them
with�the�calculated�temperature�model�and�reduces�the�power�of�the�electrical�machine�if�the
temperature�of�the�electrical�machine�approaches�the�maximum�permissible�value.

There�is�no�longer�a�separate�temperature�sensor�at�one�of�the�stator�coils.

A�replacement�of�the�rotor�position�sensor�is�currently�not�permitted�in�the�BMW�Service�workshop.

3.5.4.�Separation�clutch
The�F30�PHEV�is�a�"full�hybrid�car".�In�contrast�to�vehicles�with�hybrid�generation 2�(F10H,�F30H,
F01H/F02H),�electrical�driving�is�possible�in�the�F30�PHEV�at�much�higher�speeds.

Similar�to�the�GA8P70HZ�transmission,�the�combustion�engine�is�also�disconnected�from�the
electrical�machine�and�the�rest�of�the�drivetrain�via�a�separation�clutch.�In�the�F30�PHEV�this
separation�clutch�is�arranged�between�the�additional�torsional�vibration�damper�and�the�electrical
machine.

The�separation�clutch�is�integrated�in�the�housing�of�the�electrical�machine.�It�is�designed�as�a�wet
multidisc�clutch�in�open�version,�thus�optimizing�the�friction�losses.�It�is�used�in�order�to�disconnect
the�combustion�engine�from�the�electrical�machine�and�the�rest�of�the�drivetrain�in�certain�operating
conditions.�This�is�carried�out�for�example�in�fully�electric�driving�and�when�"coasting".

The�separation�clutch�boasts�extreme�accuracy�so�as�not�to�feel�the�connection�and�disconnection
of�the�combustion�engine.�As�soon�as�the�separation�clutch�is�closed,�the�electrical�machine,
transmission�input�shaft�and�the�combustion�engine�rotate�at�the�same�speed.

The�cooling�of�the�separation�clutch�is�effected�via�the�transmission�oil.

The�separation�clutch�is,�like�all�clutches�and�multidisc�brakes�of�the�automatic�transmission,�operated
by�the�mechatronics�module.�It�is�opened�in�a�depressurized�state.�To�close�the�clutch,�transmission
oil�pressure�is�required.�This�is�generally�provided�by�the�mechanical�oil�pump.�In�exceptional�cases,
e.g.�failure�of�the�electrical�machine,�the�separation�clutch�can�also�be�closed�via�the�auxiliary�electric
oil�pump.�However,�this�is�effected�with�a�loss�of�comfort.

As�the�mechanical�oil�pump�is�powered�by�the�electrical�machine�when�the�separation�clutch�is�open,
it�may�not�be�possible�to�close�the�separation�clutch�in�the�event�of�a�malfunction�with�the�electrical
machine�and�at�a�transmission�oil�temperature�below�-15°�C�(5°�F)�and�thus�no�starting�process�may
take�place.

39
F30�PHEV�High-voltage�Components
3.�Electrical�Machine

Separation�clutch�of�the�GA8P75HZ�transmission

Index Explanation
1 Additional�torsional�vibration�damper
2 Separation�clutch

Similar�to�torque�converters�in�conventional�transmissions,�the�separation�clutch�in�the�F30�PHEV�is
able�to�disconnect�from�the�combustion�engine�and�the�rest�of�the�drivetrain�by�micro-slip�control�of
rotational�irregularities.�The�acoustic�comfort�in�the�vehicle�is�thus�significantly�improved�at�very�low
engine�speeds.

3.5.5.�Additional�torsional�vibration�damper
The�unequal�running�and�the�resulting�torsional�vibrations�of�the�4-cylinder�gasoline�engine�may�cause
strong�droning�or�rattling�noises�at�certain�speeds�and�operating�conditions.�To�isolate�these�torsional
vibrations,�a�torsional�vibration�damper�in�addition�to�the�dual-mass�flywheel�is�used�upstream�of
the�electrical�machine�of�the�F30�PHEV.�The�torsional�vibration�damper�establishes�the�mechanical
connection�between�the�dual-mass�flywheel�of�the�combustion�engine�and�separation�clutch.

3.6.�Cooling
To�guarantee�the�thermal�operating�safety�of�the�electrical�machine�in�every�situation,�it�is�cooled�with
coolant�in�the�F30�PHEV.�For�this,�the�electrical�machine�is�integrated�in�the�coolant�circuit�of�the
transmission.

To�cool�the�stator�coils,�the�transmission�oil�is�conducted�through�a�coolant�duct�between�the�stator
support�and�the�housing�of�the�automatic�transmission.�The�coolant�duct�is�sealed�at�the�front�and
back�with�two�sealing�rings.

40
F30�PHEV�High-voltage�Components
3.�Electrical�Machine
The�rotor�is�also�cooled�by�transmission�oil,�which�absorbs�heat�energy�in�the�form�of�oil�mist�and
dissipates�it�to�the�ambient�air�at�the�transmission�oil�cooler.

F30�PHEV,�cooling�of�the�electrical�machine

Index Explanation
1 Coolant�expansion�tank
2 Electric�coolant�pump�(70 W)
3 Electric�motor
4 Connection�of�transmission�oil�lines�for�cooling�of�the�electrical�machine
5 Transmission
6 Connection�of�transmission�oil�lines�for�cooling�of�the�transmission
7 Transmission�oil-coolant�heat�exchanger

41
F30�PHEV�High-voltage�Components
3.�Electrical�Machine
Index Explanation
8 Stator�support
9 Coolant�duct,�electrical�machine
10 Automatic�transmission�housing
11 Coolant/air�heat�exchanger

3.7.�Service�information

The�lid�in�front�of�the�electrical�machine�cannot�be�opened�in�Service.�All�work�at�the�electrical
machine,�the�additional�torsional�vibration�damper,�the�separation�clutch,�as�well�as�at�the�rotor
position�sensor�itself,�is�prohibited.�In�the�event�of�a�fault�with�one�of�these�components,
the�entire�automatic�transmission�must�be�replaced.

Before�removing�the�automatic�transmission,�the�electrical�safety�rules�must�be�applied.

Upon�replacement�of�the�automatic�transmission�or�the�electrical�machine�electronics,
the�rotor�position�sensor�must�be�adjusted�with�help�of�the�BMW�diagnosis�system.

The�dual-mass�flywheel�can�be�replaced�separately.�Always�proceed�in�accordance�with�the�current
repair�instructions.

42
F30�PHEV�High-voltage�Components
4.�Electrical�Machine�Electronics
4.1.�Introduction
The�Electrical�Machine�Electronics�(EME)�is�primarily�used�as�control�electronics�for�the�electrical
machine.�It�is�also�responsible�for�converting�the�direct�current�voltage�from�the�high-voltage�battery
unit�(up�to�approx.�327�V�DC)�into�a�three-phase�AC�voltage�for�the�actuation�of�the�electrical�machine
as�an�engine.�Conversely,�when�the�electrical�machine�works�as�a�generator,�the�electrical�machine
electronics�converts�the�three-phase�AC�voltage�of�the�electrical�machine�into�a�direct�current�voltage
and�can�thus�charge�the�high-voltage�battery�unit.�This�happens,�for�example,�during�brake�energy
regeneration�(energy�recovery).�For�these�two�operating�modes�a�bidirectional�DC/AC�converter�is
necessary�which�can�work�as�both�an�inverter�and�a�rectifier.

The�DC/DC�converter�which�is�also�integrated�in�the�electrical�machine�electronics�ensures�the�voltage
supply�to�the�12 V�vehicle�electrical�system.

The�entire�electrical�machine�electronics�of�the�F30�PHEV�is�located�in�an�aluminium�housing.
The�control�unit,�the�bidirectional�DC/AC�converter�and�the�DC/DC�converter�for�voltage�supply�of�the
12 V�vehicle�electrical�system,�are�located�in�this�housing.

The�EME�control�unit�also�assumes�additional�tasks.�For�example,�the�high-voltage�power
management,�which�manages�the�available�high�voltage�from�the�high-voltage�battery�unit,�is�also
integrated�in�the�EME.�In�addition,�the�EME�has�various�output�stages,�which�are�responsible�for�the
activation�of�12 V�actuators.

The�electrical�machine�electronics�is�a�high-voltage�component�

High-voltage�component�warning�sticker

Each�high-voltage�component�has�on�its�housing�or�casing�an�identifying�label�that�enables�Service
employees�and�vehicle�users�to�identify�intuitively�the�possible�hazards�that�can�result�from�the�high
electric�voltages�used.

Only�Service�employees�who�satisfy�all�the�prerequisites�are�permitted�to�work�on�the�designated
high-voltage�components:�suitable�qualifications,�compliance�with�the�safety�rules,�procedure
following�the�repair�instructions�to�the�letter.

For�reasons�of�high-voltage�safety�the�electrical�machine�electronics�must�not�be�opened�or�otherwise
dismantled.

In�the�event�of�a�fault,�the�complete�electrical�machine�electronics�are�always�replaced.

After�the�electrical�machine�electronics�have�been�replaced�they�must�be�put�into�operation�with�help
of�the�BMW�diagnosis�system.�Observe�the�information�in�the�repair�instructions.

43
F30�PHEV�High-voltage�Components
4.�Electrical�Machine�Electronics
4.2.�Technical�data
Electric�motor�electronics
Supplier Bosch
Weight Approx.�10,8 kg�/�23�lbs
Length 260 mm
Height 190 mm
Width 180 mm
Operating�temperature�range -40°�C�to�+105°�C�/�-40°�F�to�+221°�F
Cooling Coolant

Power�electronics
Operating�voltage�range 180 V�to�420�V�DC
Output�current 155 A

DC/DC�converter
Nominal�output�voltage 14 V�DC
Output�current 172�A�to�200�A�depending�on�the�temperature
Output�power 2.4�kW�to�2.8 kW�depending�on�the
temperature

44
F30�PHEV�High-voltage�Components
4.�Electrical�Machine�Electronics
4.3.�Installation�location

F30�PHEV,�installation�location�of�the�electrical�machine�electronics

The�electrical�machine�electronics�are�installed�at�the�vehicle�underbody�to�the�left�in�front�of�the
rear�axle.

45
F30�PHEV�High-voltage�Components
4.�Electrical�Machine�Electronics
4.4.�Connections
The�connections�at�the�electrical�machine�electronics�can�be�divided�into�four�categories:

• Low-voltage�connections
• High-voltage�connections
• Connection�for�potential�compensation�line
• Connections�for�coolant�lines

F30�PHEV,�connections�of�the�electrical�machine�electronics�with�lines

Index Explanation
1 Connection�for�potential�compensation�line
2 High-voltage�cable�(DC)�to�the�high-voltage�battery�unit
3 High-voltage�cable�(AC)�to�the�electrical�machine
4 High-voltage�connection�to�convenience�charging�electronics
5 Low-voltage�connector
6 Connection�for�coolant�feed�line
7 Connection�for�coolant�return�line
8 Ventilation
9 Output,�DC/DC�converter�+12 V

46
F30�PHEV�High-voltage�Components
4.�Electrical�Machine�Electronics
4.4.1.�Low-voltage�connections
In�the�low-voltage�connector�at�the�electrical�machine�electronics�the�following�lines�and�signals
are�combined:

• Voltage�supply�for�the�EME�control�unit�(terminal�30B�from�the
power�distribution�box�at�the�front�and�ground).
• Bus�system�FlexRay.
• PT-CAN�bus�system.
• PT-CAN2�bus�system.
• Wake-up�line.
• Signal�lines�from�the�ACSM�for�crash�message.
• Actuation�of�the�shutoff�valve�in�the�vehicle�interior.
• Input�and�output�of�the�circuit�of�the�high-voltage�interlock�loop
(EME�control�unit�evaluates�the�signal�and�initiates�a�shutdown
of�the�high-voltage�system�in�the�event�of�an�interruption�to�the
circuit.�Redundancy�for�SME).
• Activating�the�electrical�vacuum�pump.
• Electric�coolant�pump�for�(EME):�Pulse-width�modulated�signal.
• Evaluation�of�the�rotor�position�sensor�at�the�electrical�machine.
• Evaluation�of�the�temperature�sensor�at�the�electrical�machine.
• Intelligent�battery�sensor�of�auxiliary�battery�IBS2:�LIN-Bus.

These�lines�and�signals�have�relatively�low�current�levels.�The�electrical�machine�electronics�is
connected�to�the�12 V�vehicle�electrical�system�(terminals�30�and�31)�via�two�separate�low-voltage
connections�and�lines�with�large�cross-section.�Via�this�connection�the�DC/DC�converter�in�the
electrical�machine�electronics�provides�the�entire�12 V�vehicle�electrical�system�with�energy.
The�contact�of�these�two�lines�with�the�electrical�machine�electronics�is�effected�via�a�screw
connection.

The�following�graphic�summarizes�again�the�low-voltage�connections�of�the�electrical�machine
electronics�in�the�form�of�a�simplified�wiring�diagram.

47
F30�PHEV�High-voltage�Components
4.�Electrical�Machine�Electronics

F30�PHEV,�low-voltage�connections�of�the�electrical�machine�electronics

Index Explanation
1 Electric�Motor�Electronics�(EME)
2 Output�stage�for�the�activation�of�the�electrical�vacuum�pump
3 Output�stage�for�the�activation�of�the�electric�coolant�pump
(coolant�circuit�of�EME)
4 Output�stage�for�the�activation�of�the�shutoff�valve
5 Terminating�resistor,�FlexRay
6 Signal�lines�of�the�high-voltage�interlock�loop
7 Electrical�machine�(entirety)
8 Temperature�sensor�(negative�temperature�coefficient�resistor)�measures
coolant�temperature�at�the�output�of�the�electrical�machine
9 Rotor�position�sensor
10 Safety�battery�terminal�(SBK)
11 Safety�battery�terminal�of�the�auxiliary�battery�(SBK2)

48
F30�PHEV�High-voltage�Components
4.�Electrical�Machine�Electronics
Index Explanation
12 Additional�12 V�battery
13 12 V�battery
14 Intelligent�Battery�Sensor�2�(IBS2)
15 Intelligent�Battery�Sensor�(IBS)
16 Unidirectional�DC/DC�converter
17 Temperature�sensor�(negative�temperature�coefficient�resistor)
at�the�DC/DC�converter
18 Advanced�Crash�Safety�Module
19 Shutoff�valve,�vehicle�interior
20 Electric�coolant�pump�(80 W)
21 Electrical�vacuum�pump
22 Convenience�charging�electronics�(KLE)

4.4.2.�High-voltage�connections
At�the�electrical�machine�electronics�there�are�now�only�three�high-voltage�connections�for�contacting
the�lines�to�other�high-voltage�components.�The�connections�for�the�electric�A/C�compressor�and�the
electrical�heating�are�now�on�the�convenience�charging�electronics.

Connection�to�components Number�of�contacts,�voltage�type,�shielding
Electric�motor • 3-phase
• AC�voltage
• 1�shielding�for�all�3�lines

High-voltage�battery�unit • Two-pin
• Direct�current�voltage
• 1�shielding�per�line

Convenience�charging�electronics • Two-pin
(AC�charging)
• AC�voltage
• 1�shielding�for�both�lines

49
F30�PHEV�High-voltage�Components
4.�Electrical�Machine�Electronics
Connection�to Type�of�connection Contact�protection
components
Electric�motor Screwed-on�high-voltage Covers�over�the�contacts
connector
High-voltage Flat�high-voltage • Cover�over�the�contact
battery�unit connector�with blades
mechanical�lock
• High�voltage�interlock�loop

Charging�socket Round�high-voltage Cover�over�the�contacts


(AC�charging) connector (contact�protection)

The�following�simplified�wiring�diagram�shows�the�high-voltage�connections�between�the�electrical
machine�electronics�and�the�other�high-voltage�components.

F30�PHEV,�high-voltage�connections�of�the�electrical�machine�electronics

Index Explanation
1 Electrical�heating
2 Electric�motor
3 High-voltage�battery�unit
4 Auxiliary�battery�(12 V)

50
F30�PHEV�High-voltage�Components
4.�Electrical�Machine�Electronics
Index Explanation
5 Battery�(12 V)
6 Charging�socket
7 Electric�A/C�compressor�(EKK)
8 Unidirectional�AC/DC�converter
9 Convenience�charging�electronics
10 Electrical�machine�electronics�(entirety)
11 Bidirectional�DC/AC�converter
12 Unidirectional�DC/DC�converter
13 Over-current�fuse�(in�the�supply�line�to�the�electric�A/C�compressor
(EKK)�and�the�electrical�heating�(80�A))

4.4.3.�High-voltage�cables
The�high-voltage�cables�connect�the�high-voltage�components�and�are�labelled�by�orange�cable
sleeves.�The�manufacturers�of�hybrid�cars�have�agreed�on�a�uniform�identification�of�the�high-voltage
cable�with�the�warning�color�orange.�An�overview�of�the�high-voltage�cables�used�in�the�F30�PHEV�is
provided�here.

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

51
F30�PHEV�High-voltage�Components
4.�Electrical�Machine�Electronics
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)

High-voltage�cables�must�not�be�repaired.�In�the�event�of�damage,�the�high-voltage�cable�must
be�fully�replaced�

Bending�radius�of�a�high-voltage�cable

Index Explanation
1 High-voltage�cable
2 Bending�radius�must�be�greater�than�70�mm

The�high-voltage�cables�must�not�be�excessively�bent�or�kinked��The�bending�radius�must�not�be�less
than�70�mm��Excessive�kinking/bending�of�the�high-voltage�cable�may�result�in�damage�to�the�cable
shielding�and�thus�to�an�isolation�fault�in�the�high-voltage�vehicle�electrical�system.

52
F30�PHEV�High-voltage�Components
4.�Electrical�Machine�Electronics

Work�on�live�high-voltage�components�is�expressly�prohibited.�Prior�to�every�operation�which�involves
a�high-voltage�component,�it�is�essential�to�disconnect�the�high-voltage�system�from�the�voltage
supply�and�to�secure�it�against�unauthorized�return�to�service.

1 Switch�off�terminal�15.
2 Charging�plug�is�not�connected�at�the�vehicle.
3 Wait�until�the�vehicle�is�in�"Sleep"�mode�(can�be�detected�if�writing�in�the
START-STOP�button�is�not�illuminated).
4 Open�high-voltage�safety�connector.
5 Secure�the�high-voltage�safety�connector�against�restart.
6 Switch�on�terminal�15.
7 Wait�until�the�Check�Control�message�"High-voltage�system�switched-off"
is�displayed�in�the�instrument�cluster.
8 Switch�off�terminal�15�and�terminal�R.

Removing�the�flat�high-voltage�connector

Bridge�for�high-voltage�interlock�loop
Before�the�high-voltage�connector�can�be
disconnected,�the�bridge�for�the�high-voltage
interlock�loop�must�first�be�removed.�The�bridge
closes�the�circuit�of�the�high-voltage�interlock
loop�in�a�connected�state.�The�SME�and�EME
control�units�continuously�monitor�the�circuit
of�the�high-voltage�interlock�loop.�The�high-
voltage�system�is�only�active�when�the�circuit
is�closed.
If�the�circuit�of�the�high-voltage�interlock�loop
is�interrupted�by�removing�the�bridge,�the�high-
voltage�system�shuts�down�automatically.
This�is�an�additional�safety�precaution�as�the
Service�employee�has�already�switched�off�the
high-voltage�system�before�beginning�work.
If�the�bridge�of�the�high-voltage�interlock�loop�is
pulled�when�the�high-voltage�system�is�active,
this�causes�a�"hard"�opening�of�the�safety
contactors.�The�results�may�be�increased
wear�or�even�damage�to�the�contacts.

53
F30�PHEV�High-voltage�Components
4.�Electrical�Machine�Electronics
Removing�the�mechanical�locking
Only�after�the�bridge�of�the�high-voltage
interlock�loop�has�been�removed,�can�the
mechanical�locking�be�moved�in�the�direction
of�the�arrow.�The�mechanical�locking�is�an
element�of�the�high-voltage�connector�on
the�high-voltage�components�(e.g.�electrical
machine�electronics).
By�moving�the�lock�in�the�direction�of�the
arrow�the�mechanical�guide�of�the�high-voltage
connector�on�the�high-voltage�cable�is�released
which�permits�the�subsequent�disconnection.

Removing�the�connector�of�the�high-voltage
cable
The�connector�of�the�high-voltage�cable�can
now�be�pulled�off�in�the�direction�of�the�arrow.
After�pulling�off�the�connector�a�few�millimeters
(A)�a�higher�counterforce�can�be�felt.
The�connector�must�then�be�pulled�off�further�in
the�same�direction (B).�Under�no�circumstances
must�the�connector�be�pressed�back�into�the
bush�on�the�high-voltage�component�after
reaching�position�(A).�This�may�damage�the
protective�cover�at�the�bush�of�the�high-voltage
components.

The�high-voltage�connector�of�the�high-voltage
cables�must�be�pulled�out�at�a�right�angle�in�two
steps�and�in�the�same�direction.�Changing�the
direction�of�movement�when�pulling�off�is�not
permitted.

The�bridge�of�the�high-voltage�interlock�loop�must�not�be�pulled�out�when�the�high-voltage�system
is�active.

Proceed�in�the�reverse�order�when�reattaching�the�high-voltage�cable.

54
F30�PHEV�High-voltage�Components
4.�Electrical�Machine�Electronics

F30�PHEV,�example�of�flat�high-voltage�connector�at�a�high-voltage�component

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

A�contact�is�available�for�shielding�around�each�of�the�two�electrical�contacts�of�the�high-voltage
cables.�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
high-voltage�cable�is�connected�is�the�coating�pushed�away�and�the�contact�established.

Removing�the�round�high-voltage�connector

The�following�graphics�show�the�procedure�for�removing�the�round�high-voltage�connector�using�the
example�of�the�high-voltage�connection�at�the�electrical�machine�electronics,�at�which�the�high-voltage
cable�is�connected�for�the�electrical�heating.

The�graphics�show�the�connections�at�the�electrical�machine�electronics�of�the�I01�and�must
be�observed.

55
F30�PHEV�High-voltage�Components
4.�Electrical�Machine�Electronics
The�round�high-voltage�connector�(1)�is
connected�at�the�high-voltage�connection�(2)
of�the�corresponding�high-voltage�component
and�is�locked.

The�two�locking�elements�(2)�must�be�pressed
together�in�the�direction�of�arrow�(1).
The�mechanical�lock�of�the�connector�at�the
connection�of�the�high-voltage�component�is
thus�removed.

While�the�locking�elements�are�further�pushed
together,�the�connector�must�be�removed
lengthways�in�the�direction�of�arrow�(1).

When�reconnecting�the�high-voltage�cable�the�locking�elements�must�not�be�pushed�together.�It�is
sufficient�to�slide�the�connector�lengthways�onto�the�high-voltage�connection�of�the�component.
Ensure�that�the�locking�elements�engage�("clicking"�noise).�In�addition,�the�engaging�of�the�locking
elements�should�be�checked�by�subsequent�pulling�on�the�connector.

56
F30�PHEV�High-voltage�Components
4.�Electrical�Machine�Electronics

F30�PHEV,�example�of�structure�of�the�round�high-voltage�connector

Index Explanation
1 High-voltage�cable
2 Actuation�points�on�locking�elements
3 Connector�housing
4 Locking�element
5 Connection�1�for�bridge�in�the�connector
6 Connection�for�shielding
7 High-voltage�connection, pin 2
8 Mechanical�encoding
9 Connection�2�for�bridge�in�the�connector
10 High-voltage�connection,�pin 1

The�bridge�in�the�high-voltage�connector�serves�for�electrical�safety.�The�signal�of�the�high-voltage
interlock�loop�runs�over�this�bridge�when�the�high-voltage�cable�is�connected�to�the�high-voltage
component.�For�the�connection�of�the�high-voltage�cable�to�the�EKK�and�to�the�electrical�heating
the�voltage�supply�of�the�EKK�or�transmission�control�unit�runs�via�the�bridge.�If�one�of�the�circuits
is�interrupted,�this�also�results�in�an�automatic�interruption�to�the�current�flow�(returns�to�zero)�in�the
respective�high-voltage�cable.�As�the�two�contacts�of�the�bridge�opposite�the�high-voltage�contacts
advance,�this�measure�constitutes�protection�against�the�formation�of�an�electric�arc�when�removing
the�high-voltage�connector.

57
F30�PHEV�High-voltage�Components
4.�Electrical�Machine�Electronics
4.4.4.�Connection�for�potential�compensation�lines
The�insulation�monitoring�determines�whether�the�isolation�resistance�between�active�high-voltage
components�(e.g.�high-voltage�cables)�and�ground�is�above�or�below�a�required�minimum�value.
If�the�isolation�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.
It�is�performed�by�the�battery�management�electronics�at�regular�intervals�while�the�high-voltage
system�is�active.�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�isolation�faults�from�the�high-voltage�cables�in�the�vehicle�to�ground.
For�this�reason�all�the�electrically�conductive�housings�of�high-voltage�components�are�conductively
connected�to�ground.�In�this�way�isolation�faults�in�the�entire�high-voltage�electrical�system�can�be
identified�from�a�central�point�by�the�insulation�monitoring.

The�high-voltage�system�must�not�be�operated�if�the�potential�compensation�cables�are�not�properly
connected�to�the�high-voltage�components.

If�in�the�event�of�a�repair�the�high-voltage�components�or�the�body�components�are�replaced,
the�following�must�be�observed�during�assembly:�The�connection�between�the�housing�and�the�body
must�be�properly�re-established.�The�repair�instructions�must�be�strictly�observed�(tightening�torque,
self-cutting�screws).

4.4.5.�Connections�for�coolant�lines
The�electrical�machine�electronics�is�cooled�by�a�separate�coolant�circuit.�The�coolant�connections
can�be�seen�in�the�graphic�at�the�beginning�of�this�subchapter.

58
F30�PHEV�High-voltage�Components
4.�Electrical�Machine�Electronics
4.4.6.�Ventilation�holes
The�bottom�of�the�housing�has�three�ventilation�holes�to�prevent�water�(resulting�from�temperature
changes�and�thus�possible�condensation�of�air�moisture)�collecting�inside�the�electrical�machine
electronics.�In�addition,�these�ventilation�holes�enable�pressure�compensation�between�the�inside�of
the�housing�and�the�surrounding�area.�To�fulfil�these�two�tasks�the�ventilation�holes�have�a�permeable
diaphragm�for�gases�and�an�impermeable�diaphragm�for�fluids.

F30�PHEV,�ventilation�of�the�electrical�machine�electronics

Index Explanation
1 Ventilation

59
F30�PHEV�High-voltage�Components
4.�Electrical�Machine�Electronics
4.5.�Tasks
The�electrical�machine�electronics�is�made�up�internally�of�four�subcomponents:

• Bidirectional�DC/AC�converter
• Unidirectional�DC/DC�converter
• EME�control�unit

The�link�capacitor�is�also�an�element�of�the�power�electronics�gearshifts.�It�smooths�voltages�and
filters�high-frequency�parts.

The�electrical�machine�electronics�performs�the�following�functions�using�the�subcomponents
mentioned:

• Torque�restriction�of�the�drivetrain�in�the�event�of�faults�and�unstable�driving�conditions.
• Control�of�the�internal�subcomponents�by�the�EME�control�unit.
• Supply�of�the�12 V�electrical�system�via�the�DC/DC�converter.
• Control�of�the�electrical�machine�(speed,�torque)�using�DC/AC�converter.
• High-voltage�power�management.
• Contacting�the�electric�motor.
• Contacting�the�high-voltage�battery�unit.
• Charging�the�high-voltage�battery�unit�when�driving�(by�energy�recovery).
• Communication�with�other�control�units,�in�particular�DME,�SME�and�DSC.
• Cooling�for�electrical�machine�electronics.
• Activation�of�the�electric�coolant�pump�for�cooling�the�EME.
• Activating�the�electrical�vacuum�pump.
• Activating�the�shutoff�valve�for�the�vehicle�interior.
• Evaluation�of�the�second�intelligent�battery�sensor.
• Active�evaluation�of�the�signal�for�the�high-voltage�interlock�loop.
• Active�and�passive�discharging�of�the�link�capacitor�to�voltages�less�then�60 V.
• Self-test�and�diagnosis.

60
F30�PHEV�High-voltage�Components
4.�Electrical�Machine�Electronics
4.6.�DC/DC�converter
The�DC/DC�converter�in�the�electrical�machine�electronics�of�the�F30�PHEV�is�able�to�adopt�the
following�operating�modes:

• Standby�(also�in�the�event�of�a�component�fault�or�short�circuit,�power�electronics�off).
• Buck�mode�(energy�flow�to�the�low-voltage�side,�converter�adjusts�voltage�on
low-voltage�side).
• Discharging�the�high-voltage�link�capacitor�(interlock�fault,�accident,�request�from�master).

The�DC/DC�converter�is�in�"Standby"�mode�when�the�electrical�machine�electronics�is�not�in
operation.�This�is�the�case�when�the�EME�control�unit�is�not�supplied�with�voltage�due,�for�example,
to�a�terminal�status.�But�also�if�there�is�a�fault�the�EME�control�unit�prompts�the�DC/DC�converter�to
assume�"Standby"�mode.�In�this�operating�mode�there�is�no�energy�transfer�between�the�two�vehicle
electrical�systems�and�they�remain�galvanically�separated.

Buck�mode�is�the�normal�operating�mode�when�the�high-voltage�system�is�active.�The�DC/DC
converter�transfers�electrical�energy�from�the�high-voltage�electrical�system�to�the�12 V�vehicle
electrical�system�and�assumes�the�function�of�the�alternator�in�a�conventional�vehicle.�The�DC/DC
converter�must�reduce�the�varying�voltage�from�the�high-voltage�electrical�system�to�the�voltage
in�the�low-voltage�vehicle�electrical�system.�Here�the�voltage�in�the�high-voltage�vehicle�electrical
system�depends�on�the�state�of�charge�of�the�high-voltage�battery�unit,�for�example.

The�voltage�in�the�low-voltage�vehicle�electrical�system�controls�the�DC/DC�converter�so�that�the
12 V�battery�is�optimally�charged�and�sets�a�voltage�of�approx.�14 V�depending�on�the�state�of�charge
and�the�temperature�of�the�battery.�The�continuous�output�power�of�the�DC/DC�converter�is�approx.
2,400 W�(temperature-dependent).

61
F30�PHEV�High-voltage�Components
4.�Electrical�Machine�Electronics

F30�PHEV,�operating�principle�of�the�DC/DC�converter

Index Explanation
A Voltage�level�of�the�high-voltage�vehicle�electrical�system
B Voltage�of�the�low-voltage�vehicle�electrical�system,�approx.�14 V
1 Down�conversion
2 DC/DC�converter�in�the�EME

The�technology�of�the�DC/DC�converter�in�the�F30�PHEV�would�also�enable�the�operating�mode
"Boost�mode",�like�the�DC/DC�converter�in�the�F04.�However,�this�operating�mode�is�not�used�in�the
F30�PHEV.�Charging�of�the�high-voltage�battery�of�the�F30�PHEV�is�thus�not�possible�using�energy
from�the�12 V�vehicle�electrical�system.

The�last�operating�mode�of�the�DC/DC�converter�is�assumed�during�(regular�or�quick)�shutdown�of�the
high-voltage�system.�For�the�shutdown�of�the�high-voltage�system�the�system�must�be�discharged
to�a�safe�voltage�less�than�60 V�within�five�seconds.�The�DC/DC�converter�has�a�discharge�circuit
for�the�link�capacitors.�First�of�all,�the�discharge�circuit�tries�to�transmit�the�energy�stored�in�the�link
capacitors�to�the�low-voltage�vehicle�electrical�system.�If�this�does�not�lead�to�a�sufficiently�quick
reduction�of�the�voltage,�the�discharging�is�effected�via�an�active�resistor.�This�discharges�the�high-
voltage�vehicle�electrical�system�in�less�than�five seconds.�For�safety�reasons�there�is�also�a�so-called

62
F30�PHEV�High-voltage�Components
4.�Electrical�Machine�Electronics
passive�discharge�resistor�(switched�in�parallel).�This�enables�a�reliable�discharge�of�the�high-voltage
electrical�system�if�the�first�two�measures�do�not�work�for�discharging�due�to�a�fault.�The�period�up
until�the�discharge�to�a�voltage�below�60 V�is�longer�and�is�maximum�120 s.

F30�PHEV,�discharge�of�the�high-voltage�link�capacitor

Index Explanation
1 Electric�motor
2 Connection�to�the�12 V�vehicle�electrical�system
3 DC/DC�converter
4 Electrical�machine�electronics�(entirety)
5 Relay�(for�active�discharging�of�the�capacitors)
6 Bidirectional�DC/AC�converter
7 EME�control�unit
8 Relay�(for�short-circuit�of�the�coils�of�the�electrical�machine)
9 High-voltage�battery�unit
10 SME�control�unit
11 Electromechanical�switch�contactor
12 High-voltage�battery�unit
C Link�capacitor
Rpass Passive�discharge�resistor
Ract Active�discharge�resistor

63
F30�PHEV�High-voltage�Components
4.�Electrical�Machine�Electronics
The�temperature�of�the�DC/DC�converter�is�measured�using�a�temperature�sensor�and�monitored
by�the�EME�control�unit.�If�the�temperature�exceeds�the�permissible�range�despite�cooling�using�the
coolant,�the�EME�control�unit�reduces�the�power�of�the�DC/DC�converter�to�protect�the�components.

4.7.�Power�electronics�for�activation�of�the�electrical�machine
The�power�electronics�for�the�activation�of�the�electrical�machine�are�mainly�made�up�of�the
bidirectional�DC/AC�converter.�It�is�a�pulse�converter�with�a�two-pin�DC�voltage�connection�and�a�3-
phase�AC�voltage�connection.�This�DC/AC�converter�can�work�as�an�inverter�and�conduct�electrical
energy�from�the�high-voltage�battery�unit�to�the�electrical�machine�when�it�is�to�work�as�a�motor.

However,�the�DC/AC�converter�can�also�work�as�a�rectifier�and�transfers�electrical�energy�from�the
electrical�machine�to�the�high-voltage�battery�unit.�This�operating�mode�occurs�during�brake�energy
regeneration�in�which�the�electrical�machine�works�as�an�alternator�and�"generates"�electrical�energy.

F30�PHEV,�operating�modes�of�the�bidirectional�DC/AC�converter

64
F30�PHEV�High-voltage�Components
4.�Electrical�Machine�Electronics
Index Explanation
A Schematic�diagram
B Schematic�diagram�with�components
1 High-voltage�battery�unit
2 Operating�mode�as�inverter,�electrical�machine�works�as�an�engine
3 Operating�mode�as�rectifier,�electrical�machine�works�as�an�alternator
4 DC/AC�converter
5 Current�sensors
6 Electric�motor

The�operating�mode�of�the�DC/AC�converter�is�defined�by�the�EME�control�unit.�The�EME�control
unit�also�receives�the�setpoint�values�(essential�input�variables)�from�the�DME�control�unit�for�which
torque�(amount�and�sign)�the�electrical�machine�should�supply.�From�this�setpoint�value�and�the
current�operating�condition�of�the�electrical�machine�(engine�speed�and�torque)�the�EME�control
unit�determines�the�operating�mode�of�the�DC/AC�converter,�as�well�as�the�amplitude�and�frequency
of�the�phase�voltages�for�the�electrical�machine.�According�to�these�specifications,�the�power
semiconductors�of�the�DC/AC�converter�are�activated�in�sync.

In�addition�to�the�DC/AC�converter,�the�power�electronics�also�contains�current�sensors�in�all�three
phases�on�the�AC�voltage�side�of�the�DC/AC�converter.�Using�the�signals�from�the�current�sensors,
the�EME�control�unit�monitors�the�electrical�power�used�in�the�power�electronics�and�electrical
machine�and�the�torque�generated�by�the�electrical�machine.�The�control�loop�of�the�electrical
machine�electronics�is�closed�by�the�signals�of�the�current�sensors�and�the�rotor�position�sensor
in�the�electrical�machine.

The�performance�data�of�the�electrical�machine�electronics�and�the�electrical�machine�are�coordinated
in�development.�The�electrical�machine�electronics�are�able�to�provide�continuous�electrical�power�of
45 kW�and�a�temporary�maximum�power�of�65 kW.�In�order�to�avoid�overloading�the�power�electronics,
there�is�also�another�temperature�sensor�at�the�DC/AC�converter.�If�an�excess�temperature�of�the
power�semiconductor�is�identified�using�this�signal,�the�EME�control�unit�reduces�the�power�delivered
to�the�electrical�machine�in�order�to�protect�the�power�electronics.

65
F30�PHEV�High-voltage�Components
4.�Electrical�Machine�Electronics
4.8.�High-voltage�power�management
The�power�management�for�the�high-voltage�electrical�system�includes�two�subfunctions:�one�for
driving�and�one�for�charging�mode.

In�driving�mode,�the�energy�flows�from�the�high-voltage�battery�unit�to�the�high-voltage�consumers
and�the�energy�flows�during�energy�recovery�to�the�high-voltage�battery�unit�are�coordinated.
The�following�steps�are�performed�by�the�EME�and�repeated�constantly:

1 Query�of�the�power�available�from�the�high-voltage�battery�unit�(Signal�source:�SME).
2 Query�of�the�power�which�the�high-voltage�battery�unit�can�use�(Signal�source:�SME).
3 Query�of�the�requested�drive�or�braking�power�from�the�electric�drive�(Signal�source:�DME).
4 Query�of�the�requested�power�for�climate�control�(electrical�heating,�EKK,�IHKA).
5 Decision�on�the�distribution�of�the�electrical�power�and�communication�to�the�control�units�of�the
consumers.

In�charging�mode�the�high-voltage�power�management�has�another�task:�It�controls�the�energy
flow�from�outside�the�vehicle�via�the�EME�to�the�high-voltage�battery�unit�and,�if�required,�by�the
convenience�charging�electronics�to�the�electrical�heating�or�to�the�electric�A/C�compressor.�The
procedure�constantly�repeated�in�the�EME�consists�of�the�following�individual�steps:

1 Query�of�the�available�power�from�outside�(Signal�source:�KLE).
2 Query�of�the�power�which�the�high-voltage�battery�unit�can�use�(SME).
3 Query�of�the�power�which�is�required�for�the�climate�control�(IHKA).
4 Requesting�the�necessary�power�from�the�EME.
5 Communication�of�the�available�partial�powers�to�the�receivers,�the�high-voltage�battery
unit�(SME�control�unit)�and�heating�and�air-conditioning�system�(IHKA�control�unit).

The�externally�available�power�cannot�be�at�a�high�level;�it�is�restricted�by�the�power�network�and�the
EME.�Therefore,�the�available�power�must�be�queried�first�before�it�can�be�distributed.�Depending�on
its�state�of�charge,�for�example,�the�high-voltage�battery�unit�cannot�absorb�an�arbitrary�amount�of
power,�which�is�why�this�value�must�also�be�queried�first.�Depending�on�the�temperature�of�the�high-
voltage�battery�unit�or�on�a�heating�or�an�air-conditioning�request�by�the�driver,�the�heating�and�air-
conditioning�system�also�needs�electrical�power.�This�value�is�the�third�important�input�signal�for�the
high-voltage�power�management�in�charging�mode.�Using�this�information�the�externally�requested
power�is�controlled�and�distributed�to�the�consumers.

66
F30�PHEV�High-voltage�Components
4.�Electrical�Machine�Electronics
4.9.�Voltage�supply�for�other�high-voltage�consumers
The�electrical�machine�electronics�supplies�voltage�not�only�to�the�electrical�machine.
The�convenience�charging�electronics�is�directly�connected�with�the�electrical�machine�electronics
and�ensures�the�voltage�supply�on�the�high-voltage�level�for�the�electric�A/C�compressor�and�electrical
heating.

However,�there�is�no�complex�control�function�in�the�convenience�charging�electronics�for�this.�Instead,
the�electrical�machine�electronics�serves�as�a�simple�distributor�of�the�high-voltage�direct�current
voltage�which�is�provided�by�the�high-voltage�battery�unit.�In�order�to�protect�the�high-voltage�cable
for�the�two�high-voltage�consumers�against�overloading�in�the�event�of�a�short�circuit,�the�electrical
machine�electronics�contains�a�high-voltage�fuse�for�the�EKK�and�a�high-voltage�fuse�for�the�electrical
heating.�The�high-voltage�fuse�has�a�nominal�current�level�of�80 A.

This�high-voltage�fuse�cannot�be�replaced�separately.�The�EME�must�always�be�replaced.

4.10.�Activating�the�electrical�vacuum�pump
The�EME�receives�the�signals�of�the�brake�vacuum�sensor�via�the�CAN�bus�from�the�DME.�The�EME
only�provides�the�hardware�for�the�activation�of�the�electrical�vacuum�pump.�The�EME�control�unit�also
receives�values,�such�as�the�driving�speed�and�brake�pedal�operation,�from�the�DSC�control�unit.

The�brake�vacuum�sensor�is�mainly�known�from�conventionally�driven�vehicles�with�automatic�engine
start-stop�function.�Similar�to�those�vehicles,�it�is�also�installed�in�the�F30�PHEV�at�the�housing�of�the
brake�servo.

The�sensor�is�supplied�with�voltage�from�the�DME�and�returns�a�voltage�signal�depending�on�the
vacuum�in�the�brake�servo.�This�analogue�sensor�signal�is�converted�to�the�actual�brake�vacuum
by�the�DME�control�unit�and�made�available�to�the�EME�via�the�CAN�bus.

The�EME�control�unit�evaluates�the�brake�vacuum�signal,�includes�dynamic�handling�characteristics
(e.g.�the�driving�speed)�and�the�brake�pedal�actuation�and�determines�whether�the�electrical�vacuum
pump�should�be�switched�on.�In�addition,�the�function�logic�takes�a�hysteresis�into�account�so�that�the
electrical�vacuum�pump�is�not�continuously�switched�on�and�off.�Instead,�it�remains�switched�on�until
a�requested�minimum�level�of�the�brake�vacuum�is�reached.

The�electrical�machine�electronics�contains�an�output�stage�(semiconductor�relay),�with�whose
help�the�voltage�supply�of�the�electrical�vacuum�pump�can�be�switched�on�and�off.�Upon�request�the
output�voltage�of�the�DC/DC�converter�can�be�shifted�through�directly�to�the�electrical�vacuum�pump.
Switch-on�currents�of�up�to�30 A�can�occur�in�the�process.�The�current�level�is�restricted�electronically
to�protect�the�output�stage�and�the�line.�There�is�no�control�of�the�power�or�engine�speed�for�the
electrical�vacuum�pump�–�it�is�simply�switched�on�and�off.

A�malfunction�of�the�electrical�vacuum�pump�is�identified�using�a�brake�vacuum�sensor�by�means�of
the�no�longer�available�vacuum.�The�legally�prescribed�deceleration�(increased�brake�pedal�force)�is
available�at�least.�The�DSC�will�realize�a�type�of�hydraulic�brake-servo�assistance,�i.e.�depending�on
the�driver�pressure�a�hydraulically�reinforced�circuit�pressure�is�generated.

Advantage:�Lower�brake�pedal�force�also�in�this�fault�scenario.

Disadvantage:�Altered�pedal�feedback.

67
F30�PHEV�High-voltage�Components
4.�Electrical�Machine�Electronics
4.11.�Cooling
The�electrical�machine�electronics�and�convenience�charging�electronics�are�cooled�by�an
independent�coolant�circuit.

F30�PHEV,�low-temperature�coolant�circuit

Index Explanation
1 Coolant/air�heat�exchanger
2 Coolant/air�heat�exchanger
3 Coolant�expansion�tank
4 Electric�coolant�pump�(80 W)
5 Electric�coolant�pump�(80 W)
6 Combustion�engine
7 Electric�Motor�Electronics�(EME)
8 Convenience�charging�electronics�(KLE)
9 Charge�air�cooler
10 Coolant-refrigerant�heat�exchanger

68
F30�PHEV�High-voltage�Components
4.�Electrical�Machine�Electronics
The�coolant�circuit�comprises:

• A�coolant-refrigerant�heat�exchanger
• Two�air-coolant�heat�exchangers
• A�charge�air�cooler
• Two�electric�coolant�pumps�(each�80 W)
• Expansion�tank
• Coolant�lines

F30�PHEV,�low-temperature�coolant�circuit�installation�locations

Index Explanation
1 Coolant/air�heat�exchanger
2 Coolant�expansion�tank
3 Coolant/air�heat�exchanger
4 Charge�air�cooler
5 Electric�coolant�pump�(80 W)

69
F30�PHEV�High-voltage�Components
4.�Electrical�Machine�Electronics
Index Explanation
6 Electric�Motor�Electronics�(EME)
7 Convenience�charging�electronics�(KLE)
8 Electric�coolant�pump�(80 W)
9 Coolant-refrigerant�heat�exchanger

Both�coolant-air�heat�exchangers�are�integrated�in�the�cooling�module.�Depending�on�the�cooling
requirement�of�the�electrical�machine�electronics,�the�electric�coolant�pumps�and�the�electrical�fan
are�activated�according�to�requirements�thus�contributing�to�a�reduction�in�consumption�levels.

Thanks�to�the�demand-driven�activation�of�the�electrical�fan�and�electric�coolant�pump,�large
temperature�deviations�which�would�have�a�negative�effect�on�the�service�life�of�the�electronics
are�avoided�and�energy-optimized�cooling�is�achieved.

If�the�cooling�power�is�insufficient,�an�additional�coolant-refrigerant�heat�exchanger�is�used�to�cool
the�EME�and�the�KLE.

There�is�no�electrical�level�sensor�installed�in�the�expansion�tank.�But�the�following�special�feature
should�be�noted�for�Service:�A�loss�of�coolant,�for�example�due�to�a�leak,�in�the�cooling�system�is
not�identified�directly�due�to�the�lack�of�an�electrical�level�sensor.�Instead,�with�a�loss�of�coolant
the�temperature�of�the�electrical�machine�electronics�will�rise�above�the�normal�operating�range.
In�this�case�the�power�of�the�electrical�machine�electronics�is�reduced�and�a�corresponding�Check
Control�message�is�issued.�The�Service�employee�must�check�the�following�fault�causes�during
troubleshooting:

• Loss�of�coolant,�e.g.�by�a�leak
• Coolant-air�heat�exchanger�blocked
• Electric�fan�does�not�work�or�is�restricted
• Coolant�pump�does�not�work
• Coolant�lines�or�connections�damaged
• Components�to�be�cooled�are�faulty�(EME)

If�excess�temperature�is�displayed�in�the�cooling�system,�then�this�may�have�several�causes,�including
also�the�loss�of�coolant.�Therefore,�during�troubleshooting�all�components�of�the�cooling�system�must
be�checked�systematically.

For�the�ventilation�of�the�coolant�circuit�of�the�electrical�machine�electronics,�proceed�in�the�same�way
as�the�procedure�for�conventional�vehicles.

The�familiar�mixture�of�water�and�antifreeze�and�corrosion�inhibitors�G48�in�BMW�vehicles�is�used
as�a�coolant.

While�the�high-voltage�battery�unit�is�being�charged,�the�power�electronics�in�the�EME�is�working.
Due�to�the�huge�electrical�power�which�is�transformed�in�the�EME,�heat�also�arises.�This�must�be
dissipated�using�the�coolant�circuit�described�here.�Therefore,�the�electric�coolant�pump�and�the
electric�fan�may�also�run�during�charging�at�a�correspondingly�high�temperature�in�the�EME.

70
F30�PHEV�High-voltage�Components
4.�Electrical�Machine�Electronics

The�coolant�pump�and�the�electric�fan�can�be�switched�on�automatically�when�charging�the�high-
voltage�battery�unit.�The�high-voltage�battery�unit�must�therefore�not�be�charged�when�working�with
the�engine�compartment�lid�open�or�on�the�coolant�circuit�of�the�EME.

The�activation�of�the�coolant�pump�and�electric�fan�can�be�effected�in�the�following�vehicle�conditions:

• Terminal�15�switched�on,�driving�readiness
• Terminal�15�switched�on,�no�driving�readiness
• High-voltage�battery�unit�is�charged

The�power�electronics�switching�of�the�electrical�machine�electronics�are�already�working�when
terminal�15�is�switched�on.�Both�the�high-voltage�electrical�system�(EKK�and�electrical�heating�EH)
and�the�12 V�vehicle�electrical�system�are�supplied�with�energy�by�the�DC/DC�converter.�If�due�to�the
arising�heat�a�cooling�requirement�is�identified,�the�coolant�pump�is�switched�on,�and�if�required�also
the�electric�fan.

When�terminal�15�is�switched�on�the�coolant�pump�and�electric�fan�can�be�switched�on�automatically.
Therefore�always�ensure�terminal�15�is�switched�off�when�working�with�an�open�engine�compartment
lid�or�at�the�coolant�circuit�of�the�EME.

71
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit
5.1.�Overview
The�high-voltage�battery�unit�is�a�complete�system,�which�is�made�up�of�the�following�essential
components:

• Cell�modules�with�the�actual�cells
• Cell�Supervision�Circuits�(CSC)
• Control�unit�for�battery�management�electronics�(SME)
• Safety�box
• Connections�(electrical�system,�coolant,�venting)
• Heat�exchanger
• Wiring�harnesses
• Housing�and�fastening�parts

The�primary�task�of�the�high-voltage�battery�unit�is�to�absorb�electrical�energy�from�the�high-voltage
electrical�system,�store�it�and�make�it�available�again�later�as�necessary,�as�well�as�converting�this
energy�into�chemical�energy.�In�addition,�it�assumes�important�tasks�that�contribute�to�the�safety�of
the�high-voltage�system,�such�as�the�high-voltage�interlock�loop.�The�high-voltage�battery�unit�can�be
charged�by�brake�energy�regeneration�(energy�recovery)�and�via�the�external�power�supply�system.

In�order�to�reach�the�desired�electrical�range�of�the�F30�PHEV,�the�energy�reserve�to�be�stored�must�be
dimensioned�accordingly.�This�has�an�effect�on�the�volume�and�the�weight�of�the�high-voltage�battery
unit.�The�high-voltage�battery�unit�is�installed�in�the�luggage�compartment�and�secured�at�the�body�by
means�of�three�attachment�points.

The�high-voltage�safety�connector�(also�called�"Service�Disconnect")�is�not�an�element�of�the�high-
voltage�battery�unit�in�the�F30�PHEV.�It�is�located�in�the�luggage�compartment�to�the�right�instead�of
under�the�cover.

The�high-voltage�battery�unit�is�a�complex,�high-voltage�component:�it�is�imperative�that�the�handling
and�safety�regulations�are�followed.�In�particular,�lithium-ion�batteries�must�not�be�overcharged�or
subjected�to�excessively�high�temperatures.�Otherwise�there�is�a�risk�of�fire�

72
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit

Work�on�live�high-voltage�components�is�expressly�prohibited.�Prior�to�every�operation�which�involves
a�high-voltage�component,�it�is�essential�to�disconnect�the�high-voltage�system�from�the�voltage
supply�and�to�secure�it�against�unauthorized�return�to�service.

1 Switch�off�terminal�15.
2 Charging�plug�is�not�connected�at�the�vehicle.
3 Wait�until�the�vehicle�is�in�"Sleep"�mode�(can�be�detected�if�writing�in�the
START-STOP�button�is�not�illuminated).
4 Open�high-voltage�safety�connector.
5 Secure�the�high-voltage�safety�connector�against�restart.
6 Switch�on�terminal�15.
7 Wait�until�the�Check�Control�message�"High-voltage�system�switched-off"
is�displayed�in�the�instrument�cluster.
8 Switch�off�terminal�15�and�terminal�R.

5.1.1.�Technical�data
The�high-voltage�battery�unit�of�the�F30�PHEV�is�manufactured�by�BMW�in�Dingolfing,�Germany.
The�cells�of�the�high-voltage�battery�unit�are�manufactured�by�Samsung.�The�high-voltage�battery
unit�was�also�developed�by�BMW�AG�itself.

The�battery�cells�used�in�the�high-voltage�battery�unit�of�the�F30�PHEV�are�lithium-ion�cells�(cell�type
NMCo/LMO�blend).�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�unit�for�use�in�a�hybrid�vehicle�were�optimized�through
the�selection�of�the�anode�material�(high�energy�density,�high�number�of�cycles).�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.

Voltage 292.8 V�(nominal�voltage)
Min.�269 V�-�max.�327.6 V�(voltage�range)
Battery�cells 80�battery�cells�in�series
(each�3.66 V�and�26 Ah)
Storable�amount�of�energy 7.8 kWh
Usable�energy 5.8 kWh
Maximum�power�(discharge) 65 kW�(short-term)�/�45 kW�(continuous)
Maximum�power�(AC�charging) >�25�kW�(continuous)
Total�weight 88.1�kg�/�194�lbs
Dimensions 769 mm x�827�mm x�319 mm
Cooling�system Refrigerant�(R134a)

73
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit
5.1.2.�Installation�location

F30�PHEV,�installation�location�of�the�high-voltage�battery�unit

The�high-voltage�battery�unit�is�installed�in�the�luggage�compartment�under�the�roller�cover�for
luggage�compartment.�This�has�the�advantage�that�the�rear�seat�backrests�in�the�F30�PHEV�can
be�folded�down�to�consequently�create�an�even�luggage�compartment.�The�optional�equipment
"through-loading�system"�is�also�available.�The�high-voltage�battery�unit�is�covered�by�a�the�luggage
compartment�floor�and�is�therefore�not�directly�visible.�The�connections�of�the�high-voltage�battery
unit�are�accessed�from�below.�This�means�that�the�vehicle�must�be�raised�in�order�to�reach�the
connections.

74
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit

Connections�of�the�high-voltage�battery�unit

Index Explanation
1 Gasket
2 Signal�connector
3 Venting�unit
4 Connections�for�refrigerant�lines
5 High-voltage�connection

The�high-voltage�battery�unit�also�has�a�signal�connection,�as�well�as�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.�The�high-voltage�battery�unit�is�integrated�in�the
refrigerant�circuit�in�order�for�this�to�be�cooled.

The�electrical�lines�(high-voltage�and�signal�connection),�as�well�as�the�refrigerant�lines,�can�be
disconnected�without�having�to�remove�the�high-voltage�battery�unit.

Part�of�the�high-voltage�battery�unit�is�located�in�the�vehicle�interior.�If�a�chemical�reaction�occurs
inside�the�battery�cells�as�a�result�of�a�massive�fault�(short�circuit�in�a�cell),�the�gases�produced�must
be�transported�outwards�via�a�venting�unit�in�order�to�enable�pressure�compensation.�Sealing�around
the�venting�unit,�high-voltage�connection�and�refrigerant�connection�provides�the�seal�to�the�vehicle
interior.

75
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit

F30�PHEV,�mounting�of�the�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�with�four�brackets�and�nuts.
This�way�the�weight�and�the�acceleration�forces�occurring�during�the�trip�are�supported�at�the�body.
The�mounting�bolts�are�not�directly�accessible�from�the�luggage�compartment,�meaning�that
several�trim�panels�have�to�be�removed�beforehand�to�loosen�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�with�corresponding�special�tool�available
to�the�Service�workshops�to�facilitate�removal�and�installation�of�the�high-voltage�battery�unit.

76
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit
Potential�compensation

The�electrical�connection�between�the�housing�of�the�high-voltage�battery�unit�and�the�body
is�established�via�a�separate�potential�compensation�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�the
specified�tightening�torque�must�be�observed.

It�is�also�important�to�ensure�that�neither�the�housing�of�the�high-voltage�battery�unit�nor�the�body
at�the�respective�bore�holes�is�painted,�corroded�or�dirty.

Follow�the�exact�procedure�when�fitting�the�mounting�bolts:

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

77
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit
5.1.3.�System�wiring�diagram

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

78
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit
Index Explanation
1 Electric�A/C�compressor�(EKK)
2 Electrical�heating�(EH)
3 Electric�motor
4 Battery�management�electronics�(SME)
5 Cell�modules�of�the�high-voltage�battery�unit
6 Electric�Motor�Electronics�(EME)
7 Convenience�charging�electronics�(KLE)
8 Charging�socket

5.2.�External�features

5.2.1.�Labels
There�is�a�sign�on�the�housing�of�the�high-voltage�battery�unit�which�warns�against�the�dangers�when
working�on�the�high-voltage�battery�unit.

F30�PHEV,�warning�labels�on�the�high-voltage�battery�unit

79
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit

F30�PHEV,�warning�sticker

Index Explanation
1 Warning�symbol:�Prohibition�symbol:�No�flame�or�smoking
2 Warning�symbol:�Warning�against�dangers�of�batteries
3 Warning�symbol:�Warning�against�explosive�substances�/�materials
4 Warning�symbol:�Warning�against�caustic�substances�/�materials
5 Reference�to�disposal�of�high-voltage�battery�unit:�Recycling�by
specialist�personnel�possible,�not�to�be�disposed�of�in�domestic�waste.
Note:�Observe�repair�instructions�
6 Note�about�the�high-voltage�battery�technology
7 Note�indicating�that�this�is�a�high-voltage�battery�(languages)
8 Warning�symbol:�Identification�of�a�high-voltage�component�and�note
about�the�danger�of�an�electric�shock.�Observe�repair�instructions.

F30�PHEV,�type�plate�on�the�high-voltage�battery�unit

80
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit
5.2.2.�Electrical�connections

Low-voltage�connection

There�is�a�signal�connection�on�the�right�side�of�the�high-voltage�battery�unit�of�the�F30�PHEV.
It�connects�the�high-voltage�battery�unit�to�the�12�V�vehicle�electrical�system.

The�signal�connection�has�the�following�lines:

• Voltage�supply�of�the�SME�control�unit�with�terminal�30F�and�ground�connection.
• Terminal�30�crash�message�for�the�voltage�supply�of�the�electromechanical�switch�contactors.
• Wake-up�line�of�the�front�electronic�module�(FEM).
• Input�and�output�of�the�line�for�the�high-voltage�interlock�loop.
• Output�(+12 V�and�ground)�for�the�actuation�of�the�combined�expansion�and�shutoff�valve�as
part�of�the�cooling�system.
• PT-CAN2.

High-voltage�connection

There�is�a�high-voltage�connection�at�the�bottom�right�of�the�high-voltage�battery�unit�with�which�the
high-voltage�battery�unit�is�connected�to�the�electrical�machine�electronics.

5.2.3.�Vent�hole
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�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�condensate�can�form�in�the�inside�of�the�high-voltage�battery�unit.�This�has�no�effect
on�the�function.

During�the�next�heating�of�the�air�or�the�housing�the�condensate�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.

81
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit
5.3.�Cooling�system
To�maximise�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�at
an�ambient�temperature�of�-40°�C�to�+60°�C�(-40°�F�to�140°�F).

However,�the�optimal�range�of�the�temperature�with�regard�to�service�life�and�performance�is�more
limited.�It�is�between�+25°�C�and�+40°�C�(77°�F�to�104°�F).�The�cell�temperature�is�meant�here,�not
the�ambient�temperature.�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.

If�the�F30�PHEV�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�trip.

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

5.3.1.�Overview

F30�PHEV,�system�overview�of�climate�control

82
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit
Index Explanation
1 Dryer�flask
2 Heat�exchanger�(coolant�and�refrigerant)
3 Electric�A/C�compressor�(EKK)
4 Blower�for�passenger�compartment
5 Shutoff�valve�(vehicle�interior)
6 Evaporator,�passenger�compartment
7 High-voltage�battery�unit
8 Combined�expansion�and�shutoff�valve
9 Cooling�unit�(refrigerant�heat�exchanger)

83
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit

F30�PHEV,�system�overview�of�climate�control�–�Installation�locations

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

84
F30�PHEV�High-voltage�Components
5.�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)

5.3.2.�Functions
The�cooling�system�has�two�operating�conditions:

• Cooling�OFF
• Cooling�ON

Cooling�OFF�operating�condition

The�"Cooling�OFF"�operating�condition�is�adopted�when�the�cell�temperature�is�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�electric�A/C�compressor�is�not�in�operation�or�runs�at�reduced�power�if�only�the�vehicle
interior�needs�to�be�cooled.
• The�combined�expansion�and�shutoff�valve�at�the�high-voltage�battery�unit�is�closed.

Cooling�ON�operating�condition

If�the�battery�cells�heat�up�to�temperatures�of�approx.�30°�C�(86°�F),�cooling�of�the�high-voltage�battery
unit�already�starts.�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�in�the�event�of�a
cooling�requirement�by�the�SME�with�low�priority�and�a�high�cooling�requirement�in�the�vehicle�interior.
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:

• The�SME�control�unit�requests�a�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�into�the�high-voltage�battery�unit.
• The�EKK�is�in�operation.

85
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit
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�then�leaves�the�high-voltage
battery�unit,�is�compressed�by�the�electric�A/C�compressor�and�liquefied�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�PHEV�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�trip.�This�remains�unnoticed�by�the�customer
as�the�combustion�engine�assumes�the�drive�of�the�vehicle�in�this�case.

5.3.3.�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�through�the�inlet�piping�is�distributed�after�the
connection�at�the�high-voltage�battery�unit�to�the�upper�and�lower�heat�exchanger.�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.
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�upper�heat�exchanger.�The�signal�from�this
sensor�is�used�for�controlling�and�monitoring�the�cooling�function.�It�is�read�directly�by�the�SME
control�unit.

86
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit

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

Index Explanation
1 Upper�housing�half
2 Upper�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

87
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit
5.4.�Inner�structure

5.4.1.�Electrical�and�electronic�components

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

Index Explanation
1 Safety�box
2 Switch�contactors
3 Voltage/current�sensor�(shunt)
4 Resistance�measurement�(for�insulation�monitoring)
5 Safety�fuse�(350 A)
6 Cell�module
7 Cell�Supervision�Circuits�(CSC)

88
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit
Index Explanation
8 Coolant�temperature�sensor
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
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

It�can�be�seen�from�the�wiring�diagram�shown�above�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�and�sensors

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�safety�connector,�are�described�in�the�following�chapters.

Battery�management�electronics�(SME)

High�demands�are�placed�on�the�service�life�of�the�high-voltage�battery�unit�(service�life�of�the�vehicle).
In�the�interest�of�satisfying�these�demands,�it�is�not�permitted�to�operate�the�battery�in�any�manner�one
likes.�Instead,�the�high-voltage�battery�unit�is�operated�in�a�precisely�defined�range�so�as�to�maximise
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.

89
F30�PHEV�High-voltage�Components
5.�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�unit.
• Determining�the�State�of�Charge�(SoC)�and�the�State�of�Health�(SoH)�of�the�high-voltage
battery�unit.
• Determining�the�available�power�of�the�high-voltage�battery�unit�and�where�necessary
requesting�limitation�from�the�electrical�machine�electronics.
• Safety�function�(e.g.�voltage,�current�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�unit�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.
The�driver�can�allow�the�vehicle�to�roll�and�for�example�park�it�at�the�side�of�the�road.�The
steering�assistance,�brake-servo�assistance�and�DSC�control�operation�are�provided�with
energy�from�the�12 V�vehicle�electrical�system.
• Restricted�performance:
If�the�high-voltage�battery�unit�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�the�driver�can
continue�a�short�distance�at�significantly�reduced�drive�power�and,�in�the�best�scenario,
reach�the�next�BMW�Service�or�park�the�vehicle�at�a�location�of�his�choice.
• 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�accessible�via�the�service�cap�of�the�high-voltage�battery�unit.

90
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit
The�electrical�interfaces�of�the�SME�control�unit�are:

• 12�V�supply�for�SME�control�unit�(terminal�30�from�luggage�compartment
power�distribution�box�and�terminal�31)
• 12 V�supply�for�switch�contactors�(terminal�30�crash�message)
• PT‐CAN2
• Local�CAN,�2x
• Wake-up�line�from�the�Body�Domain�Controller�(BDC)
• Input�and�output�for�high-voltage�interlock�loop
• Line�for�activating�the�combined�expansion�and�shutoff�valve�at�the�cooling�unit
• Coolant�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�CAN connects�the�SME�control�unit�to�the�Cell�Supervision�Circuits�(CSC)�(see�next
chapter).�The�safety�box�is�also�connected�to�the�SME�control�unit�via�its�own�local�CAN.

F30�PHEV,�system�wiring�diagram�local�CAN�(SME�to�CSC)

91
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit
Index Explanation
1 Terminating�resistor,�local�CAN,�CSC�wiring�harness
2 Terminating�resistor,�local�CAN,�CSC�wiring�harness
3 Terminating�resistor,�local�CAN,�SME
4 Terminating�resistor,�local�CAN,�safety�box
5 High-voltage�battery�unit

Cell�modules

The�high-voltage�battery�unit�is�made�up�of�five�cell�modules�switched�in�series.�A�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.

92
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit

F30�PHEV�Structure�of�the�high-voltage�battery�unit

93
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit
Index Explanation
1 Cover
2 Upper�cell�modules
3 Cell�supervision�circuit,�upper�modules
4 Heat�exchanger�upper�section
5 Housing
6 Gasket
7 Venting�unit
8 High-voltage�connector
9 Heat�exchanger�lower�section
10 Lower�cell�module
11 Cell�supervision�circuit,�lower�module
12 Carrier�housing�for�the�upper�cell�module
13 Safety�box
14 Battery�management�electronics�(SME)

The�cell�modules�are�located�in�the�high-voltage�battery�unit.�All�work�on�the�cell�modules�and�their
mounting�parts�must�be�performed�only�by�qualified�workshop�personnel.

Cell�supervision�circuits

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�has�five�Cell
Supervision�Circuits�(CSC).

94
F30�PHEV�High-voltage�Components
5.�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

95
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit
Index Explanation
5 Temperature�sensors�at�the�cell�module
6 Voltage�measurement�at�the�cells
7 Cell�supervision�circuit
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,�luggage�compartment

The�measurement�of�the�cell�voltage�is�effected�at�a�very�high�sampling�rate.�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.�The�cell�temperature�is�measured�for�each�cell�module�by�three�negative�temperature�coefficient
temperature�sensors.

The�cell�supervision�circuits�communicate�the�values�measured�by�them�via�the�local�CAN.�This�local
CAN 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).

If�one�or�several�of�the�battery�cells�were�to�have�a�significantly�lower�cell�voltage�than�the�other�battery
cells,�the�usable�energy�content�of�the�high-voltage�battery�unit�would�be�restricted.�The�end�of�energy
consumption�for�the�discharging�procedure�is�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�also�called�"cell�balancing".

96
F30�PHEV�High-voltage�Components
5.�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�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.�The�discharge�is�started
by�the�SME�control�unit�with�a�request�via�the�local�CAN1�to�the�cell�supervision�circuits�that�belong
to�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�CSC�control�units�obtain�their�voltage�supply�from�the�battery
management�electronics�which�is�connected�directly�to�terminal�30F.

97
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit
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.

The�adjustment�of�the�cell�voltages�is�a�procedure�which�involves�losses.�However,�the�electrical
energy�lost�is�very�low.�In�contrast,�the�advantages�are�that�the�attainable�range�and�the�service�life�of
the�high-voltage�battery�unit�are�maximized.�That�is�why�balancing�of�the�cell�voltages�is�sensible�and
necessary.�This�procedure�can�naturally�be�performed�when�the�vehicle�is�at�a�standstill.

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�unit�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.

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�the�faulty�components�of�high-voltage
battery�unit�replaced.

The�cell�supervision�circuits�are�located�in�the�high-voltage�battery�unit.�All�work�on�the�cell
supervision�circuits�must�only�be�performed�by�qualified�workshop�personnel.

Safety�box

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

• Current�sensor�in�the�current�path�of�the�negative�battery�terminal�(shunt).
• Safety�fuse�(350 A).
• 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�contactors�and�for�measuring�the
total�battery�voltage.
• Resistance�measurement�for�monitoring�the�isolation�resistance.

These�components�and�their�electrical�connection�are�shown�in�the�internal�wiring�diagram�of�the
high-voltage�battery�unit�at�the�start�of�this�chapter.

98
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit
The�safety�fuse�in�the�safety�box�cannot�be�replaced�as�a�separate�component.�In�the�event�of�a�fault�in
the�safety�box,�this�must�always�be�replaced�as�an�overall�component.

Wiring�harnesses

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

• Wiring�harness�for�the�connection�of�the�CSC’s�to�the�SME�control�unit.
• Wiring�harness�for�connection�of�the�SME�with�the�safety�box�and�the�signal�connection.

5.5.�Functions
In�the�F30�PHEV�central�functions�of�the�high-voltage�system�are�controlled�and�coordinated�by
the�Electrical�Machine�Electronics�(EME).

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�unit
• Monitoring�functions

5.5.1.�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�unit�should�start.
• Preparation�of�the�vehicle�for�the�trip�(climate�control�of�the
high-voltage�battery�unit�or�the�vehicle�interior).

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

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

99
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit
The�high-voltage�electrical�system�is�mainly�checked�by�the�EME�control�unit�and�the�SME�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.

As�the�high-voltage�circuit�capacitors�have�high�capacity�values�(link�capacitors�in�the�power
electronics),�the�contacts�of�the�electromechanical�switch�contactors�cannot�be�easily�closed.
Extremely�high�current�pulses�would�damage�both�the�high-voltage�battery�unit�and�the�link�capacitors
and�the�contacts�of�the�switch�contactors.�First�of�all,�the�switch�contactor�at�the�negative�terminal
is�closed.�Parallel�to�the�switch�contactor�at�the�positive�terminal�is�a�switchable�current�path�with
resistance.�This�is�now�activated�and�a�switch-on�current�restricted�by�the�resistance�charges�the
link�capacitors.�If�the�voltage�of�the�link�capacitors�has�reached�the�approximate�value�of�the�battery
voltage,�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.

5.5.2.�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�unit.
• End�of�the�charging�procedure�for�the�high-voltage�battery�unit.
• End�of�the�charging�procedure�for�the�system�battery.
• Programming�procedure�of�a�high-voltage�control�unit.

100
F30�PHEV�High-voltage�Components
5.�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�telegrams�at�the�PT-CAN2.
2 The�systems�in�the�high-voltage�vehicle�electrical�system�(EME,�EKK,�EH)
reduce�the�currents�in�the�high-voltage�vehicle�electrical�system�to�zero.
3 Opening�the�switch�contactors�in�the�high-voltage�battery�unit�(controlled�by�SME).
4 The�coils�of�the�electrical�machine�are�short-circuited.
5 Checking�the�high-voltage�system,�e.g.�as�to�whether�the�contacts�of�the�electromechanical
switch�contactors�were�correctly�opened.
6 Discharging�of�the�high-voltage�circuit,�i.e.�active�discharging�of�the�link�capacitors�(EME).

Discharging�of�the�link�capacitors�takes�place�in�several�stages�as�necessary

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

101
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit
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

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.

5.5.3.�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�shutdown�is�requested�via�data�bus�telegrams�or�forced�by�disconnecting�the
safety�battery�terminal�from�the�positive�terminal�of�the�12 V�battery.�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�overcurrent�fuse�which�interrupts�the�high-voltage
circuit�in�the�event�of�a�short�circuit.
• Critical�cell�state:
If�a�cell�supervision�circuit�identifies�extreme�undervoltage,�overvoltage�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.

102
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit
• 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.�If�the�high-voltage�interlock�loop�is�disconnected�at�the�high-voltage
safety�connector�("Service�Disconnect"),�the�shutdown�is�no�longer�effected�via�the�battery
management�electronics�control�unit,�but�the�switch�contactors�are�opened�directly.

In�addition�to�the�interruption�of�the�high-voltage�circuit,�the�link�capacitors�are�also�discharged�(EME)
and�the�coils�of�the�electrical�machines�(EME,�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.

5.5.4.�Charging
The�SME�control�unit�also�plays�an�important�role�when�charging�the�high-voltage�battery�unit,
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�SME�control�unit�determines�the�maximum�electrical�power�which�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�unit.�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�unit�is�continuously�controlled�by�the�SME�control�unit�during�the
charging�procedure.�This�contributes�to�a�quick�and�efficient�charging�procedure.

In�order�to�achieve�the�highest�possible�electrical�range,�a�preheating/precooling�of�the�passenger
compartment�should�be�effected�when�the�charging�cable�is�connected.�The�electrical�energy�required
can�thus�be�fed�back�immediately�to�the�high-voltage�battery�unit.�In�the�same�way�the�lithium-ion
batteries�are�also�simultaneously�brought�up�to�the�operating�temperature.

Further�details�on�the�charging�procedure,�in�particular�the�supply�of�power�to�the�convenience
charging�electronics�in�the�F30�PHEV,�are�provided�in�the�following�chapter.

103
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit
5.5.5.�Monitoring�functions
There�is�a�large�number�of�monitoring�functions�in�which�the�high-voltage�battery�unit�and�the�battery
management�electronics�play�a�substantial�role.�This�includes:

• Monitoring�functions�to�ensure�the�safety�of�the�high-voltage�system.
• Monitoring�functions�to�ensure�optimal�operating�conditions�of�the�high-voltage�battery.

For�the�safety-related�monitoring�functions,�we�will�specifically�discuss�the�role�of�the�high-voltage
battery�unit�in�the�high-voltage�interlock�loop�and�the�insulation�monitoring.

The�high-voltage�interlock�loop�is�a�circuit�for�avoiding�dangers�when�working�on�high-voltage
components�if�the�high-voltage�electrical�system�has�not�been�switched�off�properly�beforehand.�If�this
circuit�is�interrupted,�the�voltage�supply�of�the�high-voltage�system�is�switched�off�or�switched�on�if�the
voltage�supply�of�the�high-voltage�system�is�prevented.

The�principle�of�the�high-voltage�interlock�loop�is�familiar�from�the�"Fundamentals�of�Hybrid
Technology"�product�information�bulletin.�In�the�F30�PHEV�the�high-voltage�interlock�loop�is�made�up
of�the�high-voltage�components�pictured�below.

104
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit

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

105
F30�PHEV�High-voltage�Components
5.�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 12 V�battery
7 Safety�battery�terminal
8 Voltage�supply�for�EKK�and�EH�(luggage�compartment�power�distribution�box)
9 Cell�modules
10 Switch�contactors
11 High-voltage�battery�unit
12 Evaluation�circuit�and�signal�generator�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�rectangular�alternating�current�signal�is�generated�as�the�test�signal�by�the�battery
management�electronics�and�supplied�to�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�permanently�defined�range,�an�interruption�of�the�circuit�or�a�short�circuit�in
the�test�lead�is�detected�and�the�high-voltage�system�is�shut�down�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.

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.

106
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit
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�lines�to�the
SME.�Isolation�monitoring�is�performed�at�regular�intervals�(approx.�every�5�sec.)�by�way�of�a�resistance
measurement�(indirect�isolation�monitoring)�while�the�high-voltage�system�is�active.�Earth�serves�as
the�reference�potential.�Without�additional�measures�only�local�isolation�faults�in�the�high-voltage
battery�unit�could�be�determined�in�this�way.�However,�it�is�equally�important�to�identify�isolation�faults
from�the�high-voltage�cables�in�the�vehicle�to�ground.�For�this�reason�all�the�electrically�conductive
housings�of�high-voltage�components�are�conductively�connected�to�ground.�This�enables�isolation
faults�in�the�entire�high-voltage�vehicle�electrical�system�to�be�identified�from�a�central�point,�the�high-
voltage�battery�unit.

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

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.

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
schedule�in�the�diagnosis�system�to�find�the�actual�location�of�the�insulation�fault.

In�addition�to�the�high-voltage�interlock�loop�and�insulation�monitoring,�there�are�further�monitoring
functions�which�are�as�follows:

• 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�severed�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�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.
• 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.

107
F30�PHEV�High-voltage�Components
5.�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�unit�ensures�in�all�operating�conditions�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.
• Undervoltage:
Undervoltage�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�unit�is�discharged�completely,�a�further�discharge�is�prevented.

5.6.�Repair

5.6.1.�Safe�working�practices�for�working�on�a�high-voltage�system

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.

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

1 The�high-voltage�system�must�be�disconnected�from�the�supply.
2 The�high-voltage�system�must�be�secured�against�restart.
3 The�safe�isolation�of�the�high-voltage�system�must�be�verified.

The�following�chapter�provides�brief�descriptions�on�how�to�implement�the�electrical�safety�rules
in�the�F30�PHEV.

Preparations

Prior�to�beginning�any�work,�the�vehicle�must�be�secured�against�rolling�away�(engage�the�parking
lock�of�the�transmission�and�activate�the�parking�brake).�Terminal�15�and�terminal�R�must�be�switched
off.�Any�charging�cable�connected�in�the�vehicle�must�be�disconnected.�The�vehicle�electrical�system
must�also�be�in�"Sleep"�mode.�This�can�be�detected�by�the�non-illuminated�START-STOP�button.

108
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit
Disconnect�the�high-voltage�system�from�the�supply

The�high-voltage�system�in�the�F30�PHEV�is�disconnected�from�the�supply�with�the�high-voltage
safety�connector.�To�disconnect�from�the�supply,�the�connector�must�be�pulled�from�the�relevant
bush.�The�circuit�of�the�high-voltage�interlock�loop�is�interrupted�and�the�high-voltage�system
is�disconnected�from�the�supply.�In�addition,�the�voltage�supply�of�the�switch�contactors�is�also
interrupted.

This�figure�shows�the�installation�location�of
the�high-voltage�service�disconnect�(green).
The�high-voltage�service�disconnect�is
connected.�The�circuit�of�the�high-voltage
interlock�loop�is�not�interrupted.

To�pull�apart�the�bush�and�the�connector,�the
red�mechanical�lock�shown�in�the�image�must
be�removed.

109
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit
As�soon�as�the�lock�(1)�has�been�removed,�the
connector�can�be�pulled�from�the�bush�(2)�a�few
millimeters.

Do�not�pull�any�further�or�harder�if�resistance
can�be�felt.�The�connector�and�bush�of�the
high-voltage�safety�connector�cannot�be
disconnected�from�each�other�completely.

Provide�the�high-voltage�system�with�a�safeguard�against�unintentional�restarting

Securing�against�restart�is�also�effected�at�the�high-voltage�safety�connector.�A�commercially�available
U-lock�(for�example�ABUS® 45/40)�is�required�for�this�purpose.

By�separating�the�bush�and�connector�of�the
high-voltage�safety�connector,�a�bore�hole�(1)
becomes�free�through�both�parts.�The�loop�of
a�typical�U-lock�must�be�inserted�in�this�bore
hole.

The�U-lock�can�now�be�closed.�The�key�must
be�stored�in�a�safe�place�during�work�on�the
high-voltage�system�so�that�an�unauthorized
person�cannot�unlock�the�lock.
The�connector�can�no�longer�be�used�by
inserting�and�closing�the�U-lock�at�the�high-
voltage�safety�connector.�This�is�an�effective
way�of�ensuring�that�the�high-voltage�system�is
not�switched�on�again�without�the�knowledge
and�consent�of�the�Service�employee.

110
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit
Verifying�safe�isolation�from�the�supply

The�de-energized�state�is�not�verified�using�a�measuring�device�or�via�the�BMW�diagnosis�system�in
the�BMW�Service�workshop.�Instead,�the�high-voltage�components�measure�the�voltage�themselves
and�transmit�the�measuring�result�via�bus�signal�to�the�instrument�cluster.

The�instrument�cluster�does�not�generate�the�Check�Control�message�to�display�the�de-energized
state�unless�all�involved�high-voltage�components�consistently�signal�the�de-energized�state.�This
Check�Control�symbol�in�red�shows�a�crossed-out�flash�symbol.�The�text�message�"High-voltage
system�deactivated"�also�appears.

Check�Control�symbol�"High-voltage�system�deactivated"

In�order�to�verify�the�de-energized�state,�you�must�switch�on�terminal�15�and�wait�until�you�see�the
Check�Control�message�with�the�symbol�shown�above�on�the�instrument�cluster.�Then,�and�only�then,
you�have�ensured�that�the�high-voltage�system�is�de-energized.�After�the�de-energized�state�has�been
verified,�terminal�15�and�terminal�R�must�be�switched�off�again�before�you�can�start�the�actual�work.

If�the�Check�Control�message�is�not�displayed,�you�must�not�carry�out�any�work�on�high-voltage
components��Contact�the�Technical�Support�(PUMA)�of�BMW�Group�in�this�case�

5.6.2.�Procedure�after�an�accident
The�safety�concept�of�the�high-voltage�system�ensures�that,�even�during�or�after�an�accident,�there
is�no�danger�to�the�customer,�the�rescue�services�or�the�Service�employee.�The�high-voltage�system
is�automatically�deactivated�in�the�event�of�an�accident�in�such�a�way�that�no�dangerous�voltages
are�applied�at�those�points�on�the�high-voltage�components�which�are�accessible�from�the�outside.
Deactivation�of�the�high-voltage�system�is�effected�as�follows:

In�normal�operation,�the�battery�management�electronics�are�supplied�via�terminal�30.�The�coils�of
the�electromechanical�switch�contactors�are�also�supplied.�Deactivation�in�the�event�of�an�accident�is
effected�by�an�extended�battery�safety�terminal.�It�contains�an�additional�normally�closed�contact.�This
switch�contact�opens�when�the�battery�safety�terminal�is�triggered�at�the�same�time�as�the�positive
battery�cable�is�severed.�Opening�this�switch�contact�causes�the�switch�contactors�in�the�high-voltage
battery�unit�to�open�directly�so�that�no�more�dangerous�voltage�can�be�fed�into�the�high-voltage

111
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit
electrical�system�from�the�high-voltage�battery�unit.�The�electrical�machine�electronics�receives�a
crash�signal�from�the�Advanced�Crash�Safety�Module�(ACSM).�The�electrical�machine�electronics�then
discharges�the�link�capacitors�immediately.

After�an�accident�the�safety�battery�terminal�remains�in�the�state�described�above�such�that�the�high-
voltage�battery�unit�is�not�operational.�Thus�the�high-voltage�system�remains�inactive�even�if�terminal
15�is�switched�on�again.

Before�working�on�the�high-voltage�components�or�on�the�safety�battery�terminal�of�a�F30 PHEV
which�has�been�involved�in�an�accident�with�a�triggered�battery�safety�terminal,�contact�the�Technical
Support�(PUMA)�of�the�BMW�Group.

5.6.3.�Second�separation�point�for�the�emergency�services

F30�PHEV,�installation�location�of�emergency�separation�point

A�second�emergency�separation�point�is�necessary�as�a�result�of�the�requirements�of�the�emergency
services,�which�state�that�vehicles�with�an�electrical�drive�system�must�have�two�separate�emergency
separation�points.�The�second�separation�point�is�always�found�opposite�the�high-voltage
service�disconnect�in�the�vehicle.�If�the�high-voltage�service�disconnect�is�located�in�the�luggage
compartment,�the�emergency�separation�point�is�then�located�in�the�engine�compartment.

The�emergency�separation�point�is�a�line�with�terminal�30C.�Terminal�30C�supplies�the�switch
contactor�in�the�safety�box�with�voltage.�This�line�is�cut�through�at�the�marked�point�to�ensure�that
the�switch�contactors�open.�The�emergency�separation�point�can�be�repaired�after�it�has�been�cut
through.

112
F30�PHEV�High-voltage�Components
5.�High-voltage�Battery�Unit
5.6.4.�Transport�mode
To�protect�the�high-voltage�battery�unit,�the�following�functions�are�not�available�in�transport�mode:

• Electric�driving
• Boost�function
• Automatic�Engine�Start-Stop

The�high-voltage�battery�unit�is�always�charged�in�transport�mode�if�the�combustion�engine�is�running.

Display�of�the�state�of�charge

Like�with�other�vehicles,�in�transport�mode�the�state�of�charge�of�the�12�V�battery�is�displayed�as
a�Check�Control�message.�In�the�F30�PHEV,�also�in�transport�mode�a�Check�Control�message�is
displayed�for�the�state�of�charge�of�the�high-voltage�battery�unit.�The�state�of�charge�of�the�high-
voltage�battery�unit�is�displayed�in�three�stages:

Battery�condition Display�in�instrument Action


cluster
State�of�charge�of�the�high- No�further�work�necessary
voltage�battery�unit�is�OK

High-voltage�battery�unit Charge�high-voltage
is�discharged battery�unit�

High-voltage�battery�unit Replace�high-voltage
is�deep-discharged battery�unit�

If�the�high-voltage�battery�unit�was�dead,�the�display�in�the�instrument�cluster�remains�until�the�high-
voltage�battery�unit�is�replaced.�After�resetting�transport�mode,�there�are�no�Check�Control�messages
on�the�state�of�charge�of�the�high-voltage�battery�unit�in�the�instrument�cluster.

113
F30�PHEV�High-voltage�Components
6.�Charging�the�HV�Battery�Unit
6.1.�General�information�on�charging

6.1.1.�Introduction
The�"charging"�procedure�for�an�electric�vehicle�corresponds�to�"refuelling"�a�conventionally�driven
vehicle.�Accordingly,�in�this�chapter�"charging"�means:

• Charging�the�high-voltage�battery�unit�in�the�vehicle
• while�at�standstill�(not�through�brake�energy�regeneration)
• by�supply�of�electrical�energy,
• which�is�provided�by�an�AC�voltage�network�outside�the�vehicle
• and�is�fed�to�the�vehicle�via�a�charging�cable.

As�a�charging�cable�is�used,�one�also�refers�to�conductive�(grid-bound)�charging.

Components�inside�and�outside�the�vehicle�are�required�for�charging.�In�the�vehicle�a�charging�socket
and�power�electronics�are�required�for�the�voltage�conversion.�Outside�the�vehicle�a�device�which
performs�the�protection�and�control�functions�is�needed,�in�addition�to�the�AC�voltage�network�and�a
charging�cable.�This�device�is�called�"Electric�Vehicle�Supply�Equipment�(EVSE)"�in�the�standards�and
in�development.

The�Electric�Vehicle�Supply�Equipment�(EVSE)�can�either�be�integrated�in�the�charging�cable�or�be�an
element�of�a�fixed�public�charging�station�or�domestic�wallbox.�The�EVSE�establishes�the�connection
to�the�AC�voltage�network�and�serves�for�the�fulfilment�of�requirements�for�electrical�safety�when
charging�the�vehicle.�Communication�to�the�vehicle�can�also�be�set�up�via�the�so-called�pilot�line.
As�a�result,�it�is�possible�to�safely�start�the�charging�procedure�and�exchange�the�charging�parameters
(e.g.�maximum�current�level)�between�vehicle�and�EVSE.�Details�on�the�possible�versions,�structure
and�functioning�of�the�EVSE�are�described�in�one�of�the�following�chapters.

The�voltage�of�the�AC�voltage�network�can�be�in�the�range�of�100 V�to�240 V.�It�is�fed�to�the�vehicle�via
a�single-phase�supply.�From�the�AC�voltage�network�side,�in�theory�a�maximum�charging�power
of�Pmax = Umax x Imax = 230 V x 16 A = 3.7 kW�is�possible.

For�the�employees�in�BMW�Service�the�following�important�safety�rules�must�be�observed�in�relation
to�charging:

Refuelling�the�vehicle�while�the�high-voltage�battery�unit�is�charging�is�not�permitted�

When�the�charging�cable�is�inserted,�do�not�refuel�and�keep�a�safe�distance�from�highly�flammable
materials.�Otherwise,�in�the�event�of�incorrect�connection�or�removal�of�the�charging�cable,�there�is
a�risk�of�personal�injury�or�material�damage,�for�example�by�burning�fuel.

While�the�F30�PHEV�is�connected�to�the�AC�voltage�network�for�charging,�no�work�may�be�performed
at�the�high-voltage�system.

114
F30�PHEV�High-voltage�Components
6.�Charging�the�HV�Battery�Unit

During�the�charging�procedure�the�electric�coolant�pumps�and�the�electric�fan�can�be�switched�on
automatically�for�cooling�the�electrical�machine�electronics.�It�is�for�this�reason�that�no�work�may�be
performed�on�the�cooling�system�of�the�electrical�machine�electronics�and�high-voltage�battery�unit,
or�on�the�electric�fan,�when�a�charging�cable�is�connected�to�the�F30�PHEV.

Work�at�the�charging�cable,�at�the�Electric�Vehicle�Supply�Equipment,�at�household�sockets
or�charging�stations�can�only�be�performed�by�qualified�electricians,�and�not�by�BMW�Service
employees.

6.1.2.�Overview�of�charging�options
The�high-voltage�battery�unit�of�the�F30�PHEV�can�generally�only�be�charged�by�alternating�current
(AC�charging)�at�a�maximum�charging�power�of�3.7 kW.�The�charging�option�for�the�high-voltage
battery�unit�in�the�F30�PHEV�is�generally�determined�by�the�country-specific�charging�infrastructure.
The�following�table�provides�an�overview�of�the�worldwide�charging�options.�The�charging�powers
and�the�resulting�charging�times�always�relate�to�the�mains�power�and�not�the�charging�power�used
to�charge�the�high-voltage�battery�unit.�The�charging�power�is�always�less�than�the�available�mains
power.

Charging�with�direct�current�(DC�charging)�is�not�supported�by�the�F30�PHEV.

Country Charging Charging�time Connector Charging


power (type) accessories
ECE 1-phase,�3.7 kW ~3:50�h�(2.7 kW) Type�2 Charging�cable
AC ~2:45�h�(3.7 kW) IEC62196-2 2.7 kW
AC�charging
station�3.7 kW
US 1-phase,�3.7 kW ~7:40�h�(1.4 kW) Type�1 Charging�cable
AC ~2:45�h�(3.7 kW) IEC62196-2 1.4 kW
AC�charging
station�3.7 kW
Japan 1-phase,�3.7 kW ~7:50�h�(1.3 kW) Type�1 Charging�cable
AC ~2:45�h�(3.7 kW) IEC62196-2 1.3 kW
AC�charging
station�3.7 kW
China 1-phase,�3.7 kW ~5:15�h�(1.8 kW) Type�CN Charging�cable
AC ~2:45�h�(3.7�kW) 1.8 kW
AC�charging
station�3.7 kW

115
F30�PHEV�High-voltage�Components
6.�Charging�the�HV�Battery�Unit
6.1.3.�Electric�Vehicle�Supply�Equipment
The�EVSE�establishes�the�connection�to�the�AC�voltage�network�and�serves�for�the�fulfilment�of
requirements�for�electrical�safety�when�charging�the�vehicle.�Communication�to�the�vehicle�can�also�be
set�up�via�the�so-called�pilot�line.�As�a�result,�it�is�possible�to�safely�start�the�charging�procedure�and
share�the�charging�parameters�(e.g.�maximum�current�level)�with�the�vehicle.�The�EVSE�can�either�be
integrated�in�the�charging�cable�(mobile�solution)�or�be�an�element�of�a�fixed�public�charging�station�or
a�domestic�wallbox.

In�both�cases�the�EVSE�contains�the�following�subcomponents:

• Ground�leakage�circuit�breaker�(FI)
• Display�whether�the�AC�voltage�network�is�connected�and�available
• Disconnecting�switch�for�phase�(L1)�and�neutral�conductor�(N)
• Electronic�switching�for�generating�the�pilot�signal
• Continuous�protective�earth�(PE)

Mobile�solution

The�version�integrated�in�the�charging�cable�is�designated�in�the�standard�as�ICCPD�(In-Cable�Control
and�Protection�Device)�or�“In-Cable-Box”�for�short�and�is�intended�for�mobile�use.�The�volume�and
weight�of�this�solution�is�low�and�the�charging�and�EVSE�can�be�easily�transported�in�the�vehicle.

116
F30�PHEV�High-voltage�Components
6.�Charging�the�HV�Battery�Unit

F30�PHEV,�EVSE�for�mobile�use

Index Explanation
1 BMW�i�mobile�EVSE
2�(yellow) Display�for�the�availability�of�the�voltage�supply
3�(green) Display�for�charging
4�(yellow) Display�for�ground�present
5�(red) Display�for�fault�during�charging

As�a�typical�household�power�socket�is�used�for�the�connection�of�this�EVSE�to�the�AC�voltage
network,�the�maximum�current�level�is�restricted�for�charging.

Please�consult�the�operating�instructions�of�the�respective�manufacturer�for�the�operation�and�use
of�a�charging�cable�with�an�integrated�EVSE.

Employees�in�BMW�Service�cannot�perform�any�maintenance�or�repair�work�on�the�charging�cable
or�the�EVSE.�In�the�event�of�a�defect�with�or�a�malfunction�of�the�charging�cable�or�the�EVSE,�the
manufacturer�must�be�contacted.

117
F30�PHEV�High-voltage�Components
6.�Charging�the�HV�Battery�Unit
Permanent�charging�station

This�version�of�the�Electric�Vehicle�Supply�Equipment�must�be�installed�permanently�owing�to�its�size
and�electrical�requirements,�e.g.�at�the�house�or�in�the�customer's�garage.�Such�a�charging�station�can
also�be�built�at�public�places,�e.g.�car�parks.

The�installation,�maintenance�and�repair�of�permanent�charging�stations�can�only�be�performed�by
suitably�qualified�electricians.�Employees�in�BMW�Service�are�not�authorised�to�perform�these�tasks.

AC�charging�stations

The�connection�of�the�AC�charging�stations�to�the�AC�voltage�network�can�be�via�a�two-phase�(US
market)�or�three-phase�(typical�in�Germany)�supply�–�the�connection�to�the�F30�PHEV�is,�however,
always�designed�as�a�single-phase�supply.�In�comparison�to�the�mobile�solution,�a�maximum�current
level�of�32 A�is�possible.�These�maximum�values�are,�however,�still�dependent�on�the�size�of�the
line�cross-section,�which�was�used�in�the�electrical�installation�at�the�charging�site.�The�electrician
configures�the�charging�station�during�installation�according�to�the�line�cross-section�so�that�the
applicable�maximum�current�level�is�transmitted�to�the�vehicle�using�the�pilot�signal.

The�convenience�charging�electronics�(KLE)�of�the�F30�PHEV�generally�only�support�charging�at�a
maximum�power�of�3.7 kW.�Charging�at�an�excessive�current�level�is�avoided�through�communication
via�the�pilot�line�and�the�proximity�(charging�plug�detection)�resistor.

The�following�graphic�shows�an�AC�charging�station�for�the�US�market.

F30�PHEV,�example�of�a�permanently�installed�charging�station�(wallbox)�AC�charging�station�for�the�US�market,�manufactured�by�AeroVironment

118
F30�PHEV�High-voltage�Components
6.�Charging�the�HV�Battery�Unit
Index Explanation
1 Display�of�the�operating�condition
2 Button�for�starting�and�stopping�the�charging�procedure
3 Charging�cable�with�connector�for�the�connection�at�the�vehicle
(stored�in�the�AC�charging�station)

F30�PHEV,�Connector�of�the�charging�cable�for�the�connection�to�the�vehicle�(standardized�i.a.w.�IEC�62196-2:�Type�1)

Index Explanation
A View�from�the�side�of�the�electrical�connection
B View�from�the�side�of�the�handle
1 Mechanical�locking
2 Connection�for�pilot�line
3 Connection�for�protective�earth
4 Connection�for�proximity�line
5 Connection�for�phase�L1
6 Connection�for�neutral�conductor�(N)
7 Mechanical�guide/connector�housing
8 Button�for�the�mechanical�unlocking�of�the�connector�before�removal

AC�charging�stations�from�other�manufacturers�or�the�versions�for�other�countries�may�differ�from�the
versions�shown�here.

119
F30�PHEV�High-voltage�Components
6.�Charging�the�HV�Battery�Unit
6.2.�Charging�with�AC�voltage
Although�the�high-voltage�battery�unit�of�the�F30�PHEV�can�also�be�partially�charged�by�energy
recovery�via�the�electrical�machine,�the�"normal"�charging�procedure�takes�place�when�the�F30�PHEV
is�connected�to�the�AC�voltage�network�of�the�local�power�supply�company.�Energy�is�taken�from�the
AC�voltage�network�and�fed�to�the�direct�current�voltage�high-voltage�electrical�system�of�the�F30
PHEV.

The�F30�PHEV�can�be�connected�to�an�AC�charging�station�or�charged�via�the�"In-cable�box".

The�advantage�of�this�charging�option�is�that�for�charging�the�high-voltage�battery�unit�the�charging
cable�can�be�connected�at�any�typical�household�power�socket�with�protective�contact.

The�charging�procedure�is�never�carried�out�with�the�maximum�possible�charge�current.�At�the�start,
charging�takes�place�with�constant�current.�Switchover�to�constant�voltage�takes�place�towards
the�end.�The�actual�charging�time�is�increased�as�a�result,�and�the�service�life�of�the�battery�cells�is
extended.

If�the�F30�PHEV�is�connected�to�an�AC�charging�station,�the�maximum�possible�charging�power�of
approx.�3.7 kW�is�also�available�(provided�the�AC�charging�station�is�designed�for�this).

120
F30�PHEV�High-voltage�Components
6.�Charging�the�HV�Battery�Unit
6.2.1.�System�wiring�diagram

F30�PHEV,�system�wiring�diagram�for�AC�charging�with�3.7�kW

121
F30�PHEV�High-voltage�Components
6.�Charging�the�HV�Battery�Unit
Index Explanation
1 Electric�A/C�compressor�(EKK)
2 Electrical�Heating�(EH)
3 Electric�motor
4 Electric�Motor�Electronics�(EME)
5 Battery�management�electronics�(SME)
6 High-voltage�battery�unit
7 Convenience�charging�electronics�(KLE)
8 Drive,�connector�fastener
9 Drive,�charging�socket�cover
10 Charging�socket�cover�sensor
11 Locator�and�status�lighting
12 Charging�socket�at�the�vehicle

6.2.2.�Charging�cable

Charging�cable�with�integrated�mobile�version�of�the�Electric�Vehicle�Supply�Equipment�(Charging�mode�2�i.a.w.�IEC�61851)

122
F30�PHEV�High-voltage�Components
6.�Charging�the�HV�Battery�Unit
Index Explanation
1 Connector�for�the�connection�at�the�vehicle
2 Electric�Vehicle�Supply�Equipment�(integrated,�also�called�"In-Cable�box")
3 Connector�for�connection�at�typical�household�power�socket

The�charging�cable�is�used�to�join�the�following�components:

• Specific�national-market�connection�for�typical�household�power�socket�with
protective�contact.
• Plug�connection�between�specific�national-market�connector�and�"In-Cable�box".
• "In-Cable�box"�(EVSE).
• Plug�connection�between�"In-Cable�box"�and�connector�for�vehicle�connection.
• Connector�for�vehicle�connection.

The�charging�cable�is�the�electrical�connection�between�the�AC�voltage�network�and�the�direct�current
voltage�high-voltage�electrical�system�of�the�vehicle.�The�connection�at�the�AC�voltage�network�is
effected�at�a�typical�household�power�socket�with�protective�contact,�which�includes�no�EVSE.�In�this
case�the�switching�and�functions�of�the�EVSE�are�integrated�in�the�charging�cable.�This�is�called�an
"In-Cable�box".�This�charging�cable�for�the�F30�PHEV�is�always�designed�for�single-phase�supply,�in
line�with�the�charging�socket�at�the�vehicle�(phase L1�and�neutral�conductor N)�and�always�includes
the�Protective�Earth (PE),�as�well�as�the�pilot�line�and�line�for�charging�plug�detection.�The�connector
is�designed�so�that�the�connection�is�first�made�with�the�protective�contact.�The�ground�is�earthed�via
the�protective�earth.

The�charging�cable�can�be�stored�in�the�charging�cable�area�in�the�luggage�compartment.

Please�consult�the�operating�instructions�of�the�respective�manufacturer�for�the�operation�and�use
of�a�charging�cable�with�an�integrated�EVSE.

Employees�in�BMW�Service�cannot�perform�any�maintenance�or�repair�work�on�the�charging�cable
or�the�EVSE.�In�the�event�of�a�defect�with�or�a�malfunction�of�the�charging�cable�or�the�EVSE,�the
manufacturer�must�be�contacted.

123
F30�PHEV�High-voltage�Components
6.�Charging�the�HV�Battery�Unit

F30�PHEV,�menu�for�the�setting�of�the�current�level

Index Explanation
1 Charge�current�"Low",�approx.�50 %�of�possible�current�level�(information�via
the�line�for�charging�plug�detection),�but�at�least�6�A.
2 Charge�current�"Reduced",�75 %�of�possible�current�level�(information�via�the
line�for�charging�plug�detection),�however,�minimum�6�A.
3 Charge�current�"Maximum",�100 %�of�possible�current�level�(information�via
the�line�for�charging�plug�detection).

The�maximum�current�level�when�charging�using�the�standard�charging�cable�at�the�socket�can�be
restricted�via�the�"Settings"�menu�in�the�vehicle.�If�the�maximum�permitted�current�level�at�the�power
socket�is�insufficient�or�unknown,�it�is�recommended�to�adjust�the�current�level�to�"Reduced"�or
"Low".

If�the�current�level�set�by�the�customer�has�been�changed�during�a�workshop�visit,�it�is�imperative�to
ensure�that�it�is�reset�again�before�handing�over�the�vehicle�to�the�customer.�Otherwise�there�is�a�risk
that�the�private�household�supply�network�of�the�customer�is�overloaded,�and�the�activation�of�the
household�fuses�could�then�be�interpreted�as�a�fault�by�the�customer.

The�maximum�charge�current�must�always�be�reset�to�the�customer's�settings�before�handover
of�the�vehicle.

124
F30�PHEV�High-voltage�Components
6.�Charging�the�HV�Battery�Unit
6.2.3.�What�must�be�observed�when�charging�the�high-voltage�battery�unit?

It�is�not�permitted�to�simultaneously�charge�the�high-voltage�battery�unit�and�fill�the�fuel�tank�

When�the�charging�cable�is�connected,�do�not�fill�the�fuel�tank�and�keep�a�safe�distance�from�highly
flammable�materials.�Otherwise,�in�the�event�of�an�improper�connection�or�if�the�charging�cable�is
pulled�out,�there�is�a�risk�of�personal�injury�or�material�damage,�for�example�by�burning�fuel.

Charging�the�high-voltage�battery�unit�using�a�typical�household�power�socket�results�in�a�high
continuous�load�on�the�power�socket,�which�does�not�occur�with�other�household�appliances.
Therefore,�the�following�information�must�be�observed:

• Do�not�use�an�adapter�or�extension�cable.
• First�connect�the�EVSE�to�the�household�socket,�then�to�the�charging�socket�at�the�vehicle.
• After�charging,�plug�the�charging�plug�into�the�vehicle�first�and�then�into�the�wall.
• Avoid�tripping�hazards�and�mechanical�loads�for�charging�cables�and�power�sockets.
• Do�not�insert�the�charging�plug�in�damaged�power�sockets.
• Do�not�use�damaged�charging�cables.
• The�charging�plug�and�charging�cable�may�become�warm�when�charging�the�high-voltage
battery�unit.�If�they�become�too�hot,�the�power�socket�is�not�suitable�for�charging�or�the
charging�cable�is�damaged.�Stop�charging�immediately�and�have�the�power�socket�and
charging�cable�checked�by�an�electrician.
• In�the�event�of�repeated�charging�faults�or�terminations�contact�a�suitably�qualified
Service�employee.
• Only�use�power�sockets�protected�against�moisture�and�weathering.
• Do�not�touch�contact�areas�of�connectors�with�fingers�or�objects.
• Never�repair�or�modify�a�charging�cable�yourself.
• Remove�cable�on�both�sides�before�cleaning.�Do�not�immerse�in�fluids.
• Do�not�wash�car�while�charging�HV�battery
• Only�charge�at�power�sockets�checked�by�an�electrician
• Observe�special�information�in�the�operating�instructions�for�charging�at�unknown�or�unfamiliar
infrastructure/power�sockets.�Set�the�charging�current�in�the�vehicle�to�"Low".

125
F30�PHEV�High-voltage�Components
6.�Charging�the�HV�Battery�Unit
6.2.4.�Charging�socket�at�the�vehicle
The�charging�socket�at�the�F30�PHEV�is�located�on�the�left�side�of�the�front�side�panel.�The�charging
socket�cover�is�locked�and�unlocked�using�an�electric�motor.�This�electric�motor�drive�is�controlled
by�the�convenience�charging�electronics.�The�charging�socket�cover�can�be�opened�only�in�selector
lever�position�P�and�with�unlocked�vehicle�central�locking�system.�It�can�be�opened�after�unlocking�by
pressing�on�the�charging�socket�cover.�The�charging�socket�cover�and�the�connector�assignment�are
shown�in�the�following�graphic.

F30�PHEV,�charging�socket�at�the�vehicle

Index Explanation
1 Locator�lighting�/�status�lighting
2 Connection�for�neutral�conductor�N
3 Connection�for�phase�L1
4 Connection�for�proximity�line
5 Connection�for�protective�earth�(ground)
6 Connection�for�pilot�line

The�high-voltage�cables�of�the�charging�socket�are�connected�to�the�convenience�charging
electronics.�Phase L1�and�neutral�conductor N�are�designed�as�shielded�high-voltage�cables�and
are�terminated�with�a�round�high-voltage�connector�at�the�alternating�current�connection�of�the
convenience�charging�electronics.�The�pilot�line�and�the�line�for�the�charging�plug�detection�(proximity
line)�are�realized�as�simple�signal�lines.�These�signal�lines�are�also�shielded�and�are�terminated
via�a�plug�adapter�at�a�connector�in�the�convenience�charging�electronics.�The�protective�earth�is
connected�electrically�to�ground�in�close�proximity�to�the�charging�socket.�This�way�the�ground�is
earthed.

126
F30�PHEV�High-voltage�Components
6.�Charging�the�HV�Battery�Unit
For�the�US,�(Type�1/CN�connector),�the�connector�is�locked�as�long�as�the�vehicle�is�locked.

A�ring-shaped�fibre-optic�conductor�runs�around�the�charging�socket�at�the�vehicle,�which�is�used�to
show�the�charging�status.�The�fibre-optic�conductor�is�illuminated�by�an�RGB�LED,�which�is�controlled
by�the�convenience�charging�electronics.

The�charging�socket�at�the�vehicle�can�only�be�replaced�together�with�the�high-voltage�cable
as�one�unit.

6.2.5.�Convenience�charging�electronics
The�convenience�charging�electronics�KLE�enables�communication�between�the�vehicle�and
charging�station.�The�convenience�charging�electronics�can�also�wake�up�the�control�units�in�the
vehicle�electrical�system�when�the�charging�cable�is�connected.�The�convenience�charging�electronics
convert�the�AC�charging�voltage�into�a�direct�current�voltage�and�forward�this�to�the�EME,�which
can�now�charge�the�high-voltage�battery�unit.

F30�PHEV�High-Voltage�Components

127
F30�PHEV�High-voltage�Components
6.�Charging�the�HV�Battery�Unit
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)

The�main�tasks�of�the�convenience�charging�electronics�are:

• Communication�with�EVSE�via�pilot�line�and�line�for�charging�plug�detection.
• Activation�of�the�LEDs�for�displaying�the�charging�status.
• Detection�of�the�status�of�the�charging�socket�cover.
• Activation�of�the�electric�motor�for�locking�the�charging�plug.
• Converting�the�AC�voltage�into�direct�current�voltage�(AC/DC�converter).
• Supplying�the�electric�A/C�compressor�with�high�voltage.
• Supplying�the�electrical�heating�with�high�voltage.

128
F30�PHEV�High-voltage�Components
6.�Charging�the�HV�Battery�Unit

F30�PHEV,�convenience�charging�electronics�input/output

Index Explanation
1 Electric�Vehicle�Supply�Equipment�(EVSE)
2 Information�whether�the�AC�voltage�network�is�available�and�the�charging
cable�is�correctly�connected,�as�well�as�the�maximum�available�current�level.
3 Electric�Motor�Electronics�(EME)
4 Requested�charging�power,�charging�voltage�and�charging�current�level
(setpoint�values).

129
F30�PHEV�High-voltage�Components
6.�Charging�the�HV�Battery�Unit
Index Explanation
5 Central�gateway�module�(ZGM)
6 Terminal�status,�driving�readiness�switched�off
7 Dynamic�Stability�Control�(DSC)
8 Vehicle�speed
9 Digital�Motor�Electronics�(DME)
10 Status�of�parking�lock
11 Convenience�charging�electronics�(KLE)
12 Charging�socket�at�the�vehicle
13 Status�of�the�charging�socket�cover�and�the�charging�plug
14 Electric�Motor�Electronics�(EME)
15 Actual�value�of�the�set�charging�power,�charging�voltage
and�charging�current�level,�charging�release.
16 Digital�Motor�Electronics�(DME)
17 Information�whether�the�charging�cable�is�connected
and�the�charging�procedure�is�active.
18 Charging�socket
19 Activation�of�the�LED�for�locator�lighting�and�charging
status�display,�activation�of�the�charging�plug�lock.
20 Instrument�panel
21 Signals�for�the�display�of�charging�information.

Communication�with�EVSE�via�pilot�line�and�line�for�charging�plug�detection

The�pilot�line�and�the�line�for�the�charging�plug�detection�are�realized�as�simple�signal�lines.
These�signal�lines�are�shielded�and�are�terminated�at�a�connector�in�the�convenience
charging�electronics.

Via�the�line�for�the�charging�plug�detection�the�connection�of�the�charging�plug�in�the�charging
socket�at�the�vehicle�is�identified,�and�the�maximum�current�carrying�capacity�of�the�charging�cable
is�determined.�An�ohmic�resistor�is�connected�in�the�connector�of�the�charging�cable�between
the�proximity�connection�and�the�PE�conductor.�The�convenience�charging�electronics�applies�a
measurement�voltage�and�calculates�the�resistance�value�in�the�line�for�the�charging�plug�detection.
The�resistance�value�specifies�which�maximum�current�level�is�allowed�for�the�charging�cable�used
(dependent�on�the�line�cross-section).�The�assignment�of�resistance�–�current�level�is�specified�in�the
standard�IEC 61851�-�1.�ed.�3.

130
F30�PHEV�High-voltage�Components
6.�Charging�the�HV�Battery�Unit
The�pilot�line�is�required�for�the�determination�and�transmission�of�the�maximum�available�charging
current�level.�The�pilot�signal�is�a�bipolar�rectangle�signal�(-12 V�to�+12 V).�The�voltage�and�the�duty
cycle�are�used�for�the�communication�of�different�statuses�between�EVSE�and�F30�PHEV:

• Electric�vehicle�is�ready�to�charge�(Yes/No)
• Fault�present�(Yes/No)
• Maximum�charge�current�which�can�be�provided�by�the�AC�voltage�network
• Charging�complete

Coordinating�the�charging�procedure

Coordination�for�starting�and�ending�the�charging�procedure�is�performed�by�the�high-voltage�power
management�in�the�EME.

There�are�two�actions�required�by�the�customer�at�the�start�of�the�charging�procedure:

1 Set�the�start�time�for�charging.
2 Connect�the�charging�cable.

F30�PHEV,�menu�for�the�setting�of�the�start�of�charging

Using�the�controller�and�the�menu�in�the�Central�Information�Display�(CID)�the�customer�can�set
and�adjust�the�start�time�for�charging�in�the�vehicle.�The�customer�can�select�to�start�the�charging
procedure�immediately�after�connecting�the�charging�cable�or�specify�a�time�at�which�the�charging
procedure�should�start.

When�the�customer�connects�the�charging�cable�connected�to�the�AC�voltage�network,�the
convenience�charging�electronics�wakes�up�the�control�units�in�the�vehicle�electrical�system�(if�they
have�not�already�been�woken�up�by�another�event).�The�convenience�charging�electronics�uses
the�wake-up�line�wired�directly�to�the�BDC�control�unit�for�this�purpose.�The�convenience�charging
electronics�then�checks�the�functional�prerequisites�for�charging�and�receives�information�about�the
conditions�relevant�for�safety�via�the�powertrain�CAN.

131
F30�PHEV�High-voltage�Components
6.�Charging�the�HV�Battery�Unit
These�checks�are�summarized�in�the�following�list:

• Driving�readiness�off�AND
• Parking�lock�engaged�AND
• Charging�cable�connected�(proximity)�AND
• Communication�with�EVSE�OK�(pilot)�AND
• High-voltage�system�active�and�trouble-free.

When�all�prerequisites�for�charging�are�satisfied,�the�high-voltage�power�management�in�the�EME
requests�a�charging�power�from�the�convenience�charging�electronics�and�starts�the�charging
procedure.�The�EME�control�unit�sends�not�only�setpoint�values�for�the�charging�power,�but�also
specifies�limit�values�for�the�maximum�charging�voltage�and�the�maximum�charge�current.�These
values�are�based�on�the�current�condition�(e.g.�state�of�charge�and�temperature)�of�the�high-voltage
battery�unit�and�on�the�power�requirement�of�the�rest�of�the�vehicle�electrical�system�(e.g.�for
climate�control).�The�EME�control�unit�cleverly�implements�these�setpoint�values,�i.e.�it�takes�into
consideration�not�only�the�setpoint�values,�but�other�marginal�conditions.�These�include�the�actual
status�of�the�electrical�machine�electronics�(fault,�temperature),�as�well�as�the�current�level�restricted
by�the�AC�voltage�network�and�the�charging�cable.

The�voltage�is�applied�to�phase�L1�only�after�communication�between�the�vehicle�(KLE)�and�EVSE
via�the�pilot�line�has�been�successfully�started.�This�also�gives�further�protection�for�customers�and
Service�employees�against�the�dangers�of�electricity.

Activation�of�the�LEDs�for�displaying�the�charging�status

A�ring-shaped�fibre-optic�conductor�runs�around�the�charging�socket�at�the�vehicle�and�is�used
to�display�the�charging�status.�This�fibre-optic�conductor�is�also�used�as�locator�lighting�for�the
charging�socket.�The�fibre-optic�conductor�is�illuminated�by�an�RGB�LED,�which�is�controlled�by�the
convenience�charging�electronics.

Locator�lighting:
The�locator�lighting�of�the�charging�socket�is�used�as
an�orientation�aid�by�the�driver�for�the�connection�and
disconnection�of�the�charging�plug.
The�RGB�LEDs�light�up�in�white�as�soon�as�the�charging
socket�cover�has�been�opened.�The�locator�lighting
remains�switched�on�as�long�as�the�bus�systems�are
active.�As�soon�as�a�charging�plug�has�been�identified�as
correctly�connected,�the�locator�lighting�is�switched�off
and�the�initialization�status�is�displayed.

132
F30�PHEV�High-voltage�Components
6.�Charging�the�HV�Battery�Unit
Initialization:
Initialization�begins�approx.�0�to�3�seconds�after�the
charging�plug�has�been�inserted�correctly.
The�initialization�phase�takes�up�to�10�seconds
The�RGB�LEDs�flash�orange�during�this�time�at�a
frequency�of�1�Hz.
After�successful�initialization,�charging�of�the�high-voltage
battery�unit�can�be�started.

Charging�active:
The�currently�active�charging�procedure�of�the�high-
voltage�battery�unit�is�indicated�by�blue�flashing�of�the
RGB�LEDs.�The�flashing�frequency�is�approx.�0.7 Hz.
Charging�interval:
Charging�interval�or�charging�readiness�present�when�the
initialization�phase�was�completed�successfully�and�the
charging�start�is�sometime�in�the�future�(e.g.:�charging�at
a�less�expensive�time).�In�this�case,�the�RGB�LEDs�light�up
permanently�in�blue.

Charging�complete:
The�state�of�charge�of�the�high-voltage�battery�unit�"fully
charged"�is�indicated�by�illumination�of�the�RGB�LEDs�in
green.

Fault�during�charging:
If�faults�occur�during�the�charging�procedure,�then�this
status�is�displayed�by�the�RGB�LEDs�flashing�in�red.�The
RGB�LEDs�flash�three�times�for�12�seconds�long�at�a
frequency�of�approx.�0.5�Hz�and�with�an�interval�of�approx.
0.8�seconds�between�the�groups�of�three.

133
F30�PHEV�High-voltage�Components
6.�Charging�the�HV�Battery�Unit
The�RGB�LEDs�for�these�displays�are�activated�for�12�seconds�after�the�charging�plug�is�connected�or
after�unlocking/locking�the�vehicle.�If�during�this�time�the�vehicle�is�unlocked/locked�again,�the�display
lasts�for�another�12�seconds.

Opening�the�charging�socket�cover

The�charging�socket�cover�is�locked�by�the�central�locking.�After�the�unlocking,�the�charging�socket
cover�must�be�pressed.�An�ejector�is�operated�which�pops�up�the�charging�socket�cover.

A�sensor�is�also�installed�in�the�cover�of�the�charging�socket�(hall-effect�sensor).�The�status�of�the
hall-effect�sensor�provides�information�on�the�status�of�the�charging�socket�cover�(open/closed).

Locking�the�charging�plug

For�the�US,�(Type�1/CN�connector),�the�connector�is�locked�as�long�as�the�vehicle�is�locked.�The
electrical�lock�of�the�charging�plug�prevents�the�charging�plug�being�disconnected�when�the�vehicle�is
locked.

In�the�event�of�an�electrical�fault,�e.g.�malfunction�of�the�locking�motor,�the�charging�plug�can�be
unlocked�manually.�The�cable�for�emergency�release�is�located�in�the�engine�compartment�at�the�front
left�wheel�arch.

The�charging�plug�is�unlocked�by�pulling�on�this�button.

6.2.6.�Power�electronics�in�the�convenience�charging�electronics
The�power�electronics�for�the�conversion�of�the�AC�voltage�from�the�charging�socket�to�direct�current
voltage,�which�is�required�for�charging�the�high-voltage�battery�unit,�are�housed�in�the�convenience
charging�electronics.�The�AC�voltage�is�fed�to�the�convenience�charging�electronics�as�a�single-phase
supply.�The�input�voltage,�which�can�be�processed�by�the�convenience�charging�electronics,�may�be�in
the�following�range:�100 V�to�240 V,�50 Hz�or�60 Hz.

The�power�electronics�module�is�a�unidirectional�AC/DC�converter,�i.e.�a�rectifier.

At�the�output,�which�is�separated�galvanically�from�the�input,�the�convenience�charging�electronics
supplies�an�electronically�adjustable�direct�current�voltage�or�an�electronically�adjustable�direct�current
flows.�The�specifications�for�the�output�voltage�and�the�output�current�come�from�the�function�"High-
voltage�power�management"�in�the�EME�control�unit.�The�values�are�calculated�and�adjusted�by�the
EME�so�that�the�high-voltage�battery�unit�is�optimally�charged�and�the�other�consumers�in�the�F30
PHEV�are�supplied�with�sufficient�electrical�energy.

The�convenience�charging�electronics�is�designed�so�it�can�provide�a�maximum�electrical�power�of
3.7 kW�on�the�output�side.

134
F30�PHEV�High-voltage�Components
7.�Hybrid�Brake�System
7.1.�Introduction
The�function�of�the�brake�system�of�the�F30�PHEV�is�to�decelerate�the�vehicle�safely�under�stable
conditions.�Vehicle�deceleration�is�made�up�of�a

• conventional�hydraulic�braking�share�and�a
• regenerative�braking�share.

Thanks�to�regenerative�braking�it�is�possible�to�convert�the�kinetic�energy�of�the�vehicle�into�electrical
energy�with�the�help�of�the�electrical�machine,�and�to�therefore�charge�the�high-voltage�battery�unit.

The�service�brake�of�the�F30�PHEV�is�based�on�that�of�a�conventional�F30.�In�this�chapter�only�the
hybrid-specific�components�and�functions�are�described.

In�comparison�to�the�conventional�F30,�the�following�new�or�modified�components�are�used:

• Brake�pedal�travel�sensor
• Brake�vacuum�pressure�sensor
• Modified�vacuum�brake�system
• Modified�DSC�unit

135
F30�PHEV�High-voltage�Components
7.�Hybrid�Brake�System
7.2.�System�overview

F30�PHEV,�system�overview�of�hybrid�brake�system

Index Explanation
A Hydraulic�braking
B Signal�path
C Regenerative�braking
1 Accelerator�pedal�module
2 Digital�Motor�Electronics�(DME)
3 Electric�motor
4 Drivetrain
5 Rear�wheel�brake

136
F30�PHEV�High-voltage�Components
7.�Hybrid�Brake�System
Index Explanation
6 Dynamic�Stability�Control�(DSC)
7 Brake�pedal�with�brake�pedal�angle�sensor�and�brake�booster
8 High-voltage�battery�unit
9 Electric�Motor�Electronics�(EME)
a Releasing�the�accelerator�pedal
b Electrical�signal�"Accelerator�pedal�angle"�from�the�accelerator�pedal�module
to�the�DME�(energy�recovery�in�coasting�(overrun)�mode)
c Electrical�energy�generated�by�the�electrical�machine�(AC�voltage)
d Hydraulic�pressure�from�the�DSC�to�the�wheel�brakes
e Hydraulic�pressure�from�the�brake�booster�to�the�DSC
f Electrical�signal�"Brake�pedal�angle"�from�the�brake�pedal�angle�sensor�to�the
Dynamic�Stability�Control
g Pressing�of�the�brake�pedal
h Rectified�high-voltage�(DC)�for�storing�in�the�high-voltage�battery�unit
i Data�bus�message�"Accelerator�pedal�angle"�from�the�DME�to�the�electrical
machine�electronics�(energy�recovery�in�coasting�(overrun)�mode)
j Data�bus�message�"Target�braking�torque"�from�the�DSC�to�the�electrical
machine�electronics

137
F30�PHEV�High-voltage�Components
7.�Hybrid�Brake�System
7.2.1.�Vacuum�pump
In�the�phases�of�complete�electric�driving�the�combustion�engine�is�idle�and�can�thus�not�activate�the
mechanical�vacuum�pump.�To�also�ensure�the�supply�of�a�brake�vacuum�in�these�driving�situations,�an
auxiliary�electrical�vacuum�pump�is�activated�in�the�F30�PHEV.�The�activation�and�monitoring�of�the
electrical�vacuum�pump�is�effected�via�the�electrical�machine�electronics.

F30�PHEV,�vacuum�supply

Index Explanation
1 Electrical�vacuum�pump
2 Vacuum�line
3 Brake�vacuum�pressure�sensor
4 Brake�servo

138
F30�PHEV�High-voltage�Components
7.�Hybrid�Brake�System
7.3.�Hydraulic�braking

F30�PHEV,�hydraulic�braking

The�brake�servo�is�operated�via�the�driver's�foot�operation�and�the�brake�actuation�is�determined�by
means�of�the�brake�pedal�angle�sensor.�The�signal�of�the�brake�pedal�angle�sensor�leads�to�closing�of
a�separator�valve�in�the�DSC�unit.�The�separator�valve�separates�the�hydraulic�brake�circuit�of�the�rear
axle�from�the�brake�booster.�The�brake�booster�can�now�only�build�up�hydraulic�brake�pressure�on�the
front�axle,�controlled�by�the�driver's�foot�operation.

The�brake�circuit�of�the�rear�axle�is�separated�from�the�brake�booster�by�the�separator�valve�in�the
DSC.�The�braking�power�of�the�rear�axle�is�provided�by�the�available�recuperative�brake�energy�and
supplemented�by�hydraulic�brake�energy�if�necessary.�The�hydraulic�braking�component�is�generated
by�the�return�pump.

The�hardware�of�the�Dynamic�Stability�Control�(DSC)�unit�comes�from�Continental.

In�order�to�be�able�to�feed�as�much�as�energy�as�possible�into�the�high-voltage�battery�during�energy
recovery,�it�is�necessary�to�disconnect�the�hydraulic�system�at�the�rear�axle�for�as�many�braking
processes�as�possible.�The�vehicle�is�thus�not�decelerated�with�the�friction�brake�of�the�rear�axle�at
different�operating�points,�but�via�energy�recovery�of�the�electrical�machine.

139
F30�PHEV�High-voltage�Components
7.�Hybrid�Brake�System
The�recuperation�level�is�reduced�or�is�not�permitted�in�the�following�operating�conditions:

1 The�recuperation�level�at�the�rear�axle�is�reduced�if�adversely�affected�driving�stability�is�detected.
2 If�emergency�braking�is�detected,�the�braking�request�of�the�driver�is�realized�purely�hydraulically
in�order�to�ensure�fast�implementation�of�the�hydraulic�interventions�at�the�individual�wheels�as
required.
3 If�no�energy�recovery�is�available�(e.g.�high-voltage�battery�fully�charged),�the�driver's�braking
request�is�implemented�as�desired.�In�this�case,�the�energy�recovery�level�at�the�rear�axle�is�zero
and�the�return�pump�generates�the�complete�hydraulic�brake�pressure�required�to�achieve�vehicle
deceleration.

7.4.�Regenerative�braking
The�regenerative�braking�makes�possible�brake�energy�regeneration.�The�electrical�machine�works
here�as�an�alternator�and�brakes�the�sprockets�via�automatic�transmission –�propeller�shaft –�rear�axle
differential –�output�shafts.�The�high-voltage�battery�unit�is�charged�with�the�energy�generated�here�via
the�electrical�machine�electronics.

In�contrast�to�the�F10H�and�F04,�a�brake�pedal�angle�sensor�is�not�used�at�the�tandem�brake�master
cylinder.�Instead�a�brake�pedal�angle�sensor�is�used�directly�at�the�brake�pedal.

The�free�travel�of�the�brake�pedal�has�also�been�increased.�In�the�event�of�brake�actuation,�braking�is
therefore�purely�regenerative�in�this�range�without�hydraulic�brake�pressure.�The�brake�pads�of�the
wheel�brakes�are�only�applied�at�the�brake�discs�in�this�operating�condition.�However,�they�do�not
generate�braking�power.�This�increases�the�efficiency�of�the�drive,�as�more�usable�energy�can�be�fed
back�into�the�high-voltage�battery�unit.

140
F30�PHEV�High-voltage�Components
7.�Hybrid�Brake�System

F30�PHEV,�components�for�input�signals�of�brake�energy�regeneration

Index Explanation
1 Brake�pedal�with�brake�pedal�angle�sensor
2 Accelerator�pedal�module
3 Digital�Motor�Electronics�(DME)
4 Dynamic�Stability�Control�(DSC)

Decisive�input�variables�for�regenerative�braking�are�the�accelerator�pedal�angle�and�the�brake
pedal�travel.

• The�brake�pedal�angle�is�measured�by�the�brake�pedal�angle�sensor,�converted�to�brake
pedal�travel�and�read�in�by�the�Dynamic�Stability�Control.
• The�accelerator�pedal�angle�is�measured�by�the�accelerator�pedal�module�and
read�in�by�the�DME.

The�electrical�machine�is�already�operated�as�an�alternator�when�the�brake�pedal�is�not�operated
but�the�accelerator�pedal�is�already�at�an�angle�of�zero�degrees.�The�electrical�machine�electronics
activates�the�electrical�machine�in�such�a�way�that�a�brake�force�is�obtained�for�the�complete�vehicle
which�corresponds�to�a�conventional�vehicle�in�coasting�(overrun)�mode.�Depending�on�the�driving
mode�selected,�the�deceleration�which�occurs�during�the�coasting�energy�recovery�is�different.

141
F30�PHEV�High-voltage�Components
7.�Hybrid�Brake�System
7.4.1.�Emergency�braking�function
Regenerative�braking�with�help�of�the�drivetrain�only�effects�the�rear�axle�of�the�F30�PHEV.�The�brake
force�on�the�rear�axle�must�not�exceed�a�specific�value�in�proportion�to�that�on�the�front�axle.�This
would�otherwise�compromise�driving�stability.�This�is�also�why�there�is�a�limit�regarding�the�maximum
deceleration�that�can�be�achieved�through�brake�energy�regeneration�(maximum�0.07�g).

The�maximum�permissible�brake�force�by�brake�energy�recovery�is�subject�to�stability�monitoring
of�slip,�lateral�accelerations�and�stability�control�processes.�It�is�thus�guaranteed�that�the�vehicle
constantly�remains�in�a�stable�driving�condition�also�during�brake�energy�regeneration.

If�the�DSC�control�unit�identifies�an�unstable�driving�condition,�regenerative�braking�is�waived�and�the
DSC�control�unit�intervenes�with�stabilizing�measures.

When�the�driver�depresses�the�brake�pedal,�a�direct�mechanical�connection�is�established�to�the�brake
servo�and�thus�to�the�hydraulic�brake�system.�Activation�is�therefore�the�same�as�in�a�conventional
vehicle.

7.5.�Distribution�of�hydraulically�and�regenerative�generated�brake
force
The�following�diagram�summarizes�how�the�entire�brake�force�is�distributed�into�the�hydraulic�and
regenerative�shares.�In�the�diagram�it�is�presupposed�that�there�is�no�unstable�driving�state�and�the
high-voltage�battery�is�able�to�use�electrical�energy.

142
F30�PHEV�High-voltage�Components
7.�Hybrid�Brake�System

F30�PHEV,�diagram�for�distributing�the�brake�force

Index Explanation
a Brake�force�on�the�wheels
b Brake�pedal�travel
c Accelerator�pedal�angle
1 Total�brake�force
2 Hydraulically�generated�brake�force�of�the�front�axle
3 Hydraulically�generated�brake�force�of�the�rear�axle
4 Regenerative�generated�brake�force
5 Brake�pedal�travel�at�which�the�maximum�possible
regenerative�brake�force�acts
6 Brake�pedal�travel�at�which�the�hydraulic�brake�force
begins�(end�of�free�travel�at�brake�pedal)

143
F30�PHEV�High-voltage�Components
8.�Low-voltage�Vehicle�Electrical�System
8.1.�Voltage�supply
The�12�V�vehicle�electrical�system�of�the�F30�PHEV�is�essentially�the�same�as�the�energy�electrical
system�of�the�F30.�The�main�difference�lies�in�the�fact�that�the�power�supply�is�no�longer�by�the
alternator,�but�by�the�high-voltage�electrical�system.�The�high�voltage�of�the�high-voltage�battery�unit�is
converted�to�the�lower�voltage�(approx.�14�V)�using�a�DC/DC�converter�in�the�EME.�The�electric�voltage
supply�of�the�12�V�vehicle�electrical�system�is�thus�no�longer�dependent�on�the�engine�speed�of�the
combustion�engine�when�driving.

Another�difference�is�that�the�starter�motor�and�auxiliary�battery�form�an�independent�12�V�vehicle
electrical�system,�which�is�connected�to�the�standard�12�V�vehicle�electrical�system�by�the�charging
unit�for�the�auxiliary�battery�(Battery�Charge�Unit�(BCU)).

144
F30�PHEV�High-voltage�Components
8.�Low-voltage�Vehicle�Electrical�System
8.1.1.�System�overview

F30�PHEV,�system�wiring�diagram,�12�V�voltage�supply

145
F30�PHEV�High-voltage�Components
8.�Low-voltage�Vehicle�Electrical�System
Index Explanation
1 Starter�motor
2 Front�Electronic�Module�(FEM)
3 Jump�start�terminal�point
4 Power�distribution�box,�rear
5 Safety�battery�terminal
6 12�V�vehicle�battery
7 Intelligent�battery�sensor
8 Battery�Charge�Unit�(BCU)
9 Power�distribution�box�at�the�12�V�battery
10 High-voltage�battery�with�safety�box�(terminal�30C)
11 Electric�Motor�Electronics�(EME)
12 Advanced�Crash�Safety�Module�(ACSM)
13 Digital�Motor�Electronics�(DME)
14 Power�distribution�box�of�auxiliary�battery
15 Intelligent�battery�sensor�2
16 Auxiliary�battery
17 Safety�battery�terminal�2

146
F30�PHEV�High-voltage�Components
8.�Low-voltage�Vehicle�Electrical�System
8.2.�Start-up�system

8.2.1.�Starter�motor
The�combustion�engine�B48�can�be�started�via�the�conventional�starter�motor�and�the�electrical
machine.

The�following�table�shows�when�and�under�which�conditions�the�respective�start�option�is�used.

Start�via Speed Selector Temperature Engine�start Engine�start


lever through through�pinion
position electrical starter�motor
machine
START- 0�km/h Neutral Transmission X
STOP (standstill) and�engine
button (0�mph) >�–10°�C�(14°�F),
Transmission X
and�engine
<�–10°�C�(14°�F)
System 0�km/h�to All�positions Transmission�> X
start 8�km/h 10°�C�(14°�F)�and
(0�mph�to engine�>�0°�C�(32
5�mph) °�F)
Transmission�< X
10°�C�(14�°�F)�or
engine�<�0°�C
(32°�F)
System >�8 km/h All�positions all X
start (>5�mph)

147
F30�PHEV�High-voltage�Components
8.�Low-voltage�Vehicle�Electrical�System
8.2.2.�Auxiliary�battery

F30�PHEV,�auxiliary�battery

Index Explanation
1 Safety�battery�terminal�of�the�auxiliary�battery�(SBK2)
2 Voltage�supply�for�IBS2
3 Intelligent�battery�sensor�of�the�auxiliary�battery�(IBS2)
4 Auxiliary�battery�(40�Ah)
5 Battery�power�distribution�box
6 Positive�battery�cable�from�auxiliary�battery�to�auxiliary
battery�power�distribution�box

The�energy�required�by�the�starter�motor�is�provided�by�the�auxiliary�battery.�This�is�installed�in�the
engine�compartment.�The�auxiliary�battery�is�a�lead-acid�battery�with�a�capacity�of�40�Ah.

Similar�to�the�12�V�battery,�the�current,�voltage�and�terminal�temperature�of�the�auxiliary�battery�are
measured�by�an�intelligent�battery�sensor,�IBS2.�The�results�are�then�forwarded�via�local�interconnect
network�bus�to�the�superior�control�unit,�the�Electrical�Machine�Electronics�(EME).�The�EME�forwards
the�signal�via�CAN�bus�to�the�DME.

In�the�event�of�an�accident�of�sufficient�severity,�the�safety�battery�terminal�SBK2�ensures�the
disconnection�of�the�positive�battery�cable�between�the�auxiliary�battery�and�starter�motor.
The�safety�battery�terminal�SBK2�is�located�directly�at�the�positive�terminal�of�the�auxiliary�battery.
The�pyrotechnic�activation�of�the�safety�battery�terminal�SBK2�for�the�auxiliary�battery�is�effected�by
the�Advanced�Crash�Safety�Module�(ACSM).

148
F30�PHEV�High-voltage�Components
8.�Low-voltage�Vehicle�Electrical�System
The�intelligent�battery�sensor�IBS2�receives�the�voltage�supply�via�a�line�with�a�small�cross-section
from�the�safety�battery�terminal�SBK2�of�the�auxiliary�battery.

A�change�of�the�auxiliary�battery�must�always�be�registered.

8.2.3.�Power�distribution�box�of�auxiliary�battery
The�positive�battery�cable�runs�from�the�safety�battery�terminal�SBK2�to�the�starter�motor.

Three�other�lines�also�leave�from�the�safety�battery�terminal�SBK2:

• one�as�a�voltage�supply�for�IBS2�(without�fuse)
• one�to�the�BCU�to�charge�the�auxiliary�battery�(with�40�A�fuse)
• one�to�the�EME�(with�5�A�fuse)

8.2.4.�Battery�charging�unit
The�Battery�Charging�Unit�(BCU)�comprises�a�control�unit,�as�well�as�a�unidirectional�DC/DC�converter,
and�links�the�starter�system�to�the�standard�vehicle�electrical�system.�The�charger�unit�for�auxiliary
battery�is�installed�in�the�luggage�compartment�to�the�right�above�the�vehicle�battery.

It�is�responsible�for�charging�the�auxiliary�battery.�The�battery�charging�unit�receives�the�target�voltage,
at�which�the�auxiliary�battery�is�charged,�via�a�LIN�message�from�the�DME.�After�the�auxiliary�battery
has�been�fully�charged,�the�battery�charging�unit�is�switched�off�by�the�DME.�The�energy�consumption
in�the�vehicle�electrical�system�can�be�reduced�during�the�electric�trip�or�when�driving�on�a�motorway.

The�advantage�this�system�offers�is�the�galvanic�separation,�which�is�effected�in�the�BCU�by�the�DC/
DC�converter.�This�galvanic�separation�prevents�a�voltage�dip�in�the�standard�vehicle�electrical�system,
when�the�combustion�engine�is�started�by�the�starter�motor.

The�BCU�is�able�to�detect�if�the�12�V�vehicle�electrical�system�is�being�charged�via�an�external�12�V
charger.�With�this�function,�the�BCU�can�also�charge�the�auxiliary�battery�when�the�vehicle�is�not�awake
but�is�being�charged�by�an�external�charger�(at�the�12�V�vehicle�electrical�system).

149
F30�PHEV�High-voltage�Components
8.�Low-voltage�Vehicle�Electrical�System
8.2.5.�Jump�start�terminal�point

F30�PHEV,�positive�battery�connection�point

Next�to�the�jump�start�terminal�point�is�a�label�displaying�the�correct/incorrect�polarity.�In�the�F30�PHEV
there�is�no�reverse�polarity�protection�module�as�is�found�in�the�ActiveHybrid�vehicle.

150
F30�PHEV�High-voltage�Components
8.�Low-voltage�Vehicle�Electrical�System
8.3.�Terminal�control�for�driving�readiness

Terminal�control�in�the�F30�PHEV�from�driver's�view

151
F30�PHEV�High-voltage�Components
8.�Low-voltage�Vehicle�Electrical�System
Index Explanation
1 By�holding�down�the�START-STOP�button�the�terminal�status�changes�from
terminal�15�to�terminal�R�(also�functions�when�the�START-STOP�button�is
pressed�three�times�within�4�seconds).
2 Driving�with�assistance�of�the�combustion�engine�or�the�electrical�machine.
3 When�the�START-STOP�button�is�pressed�the�terminal�status�changes�from
terminal�15�to�terminal�R.
4 When�the�START-STOP�button�and�the�brake�pedal�are�pressed
simultaneously,�the�driving�readiness�is�activated�(with�or�without
start-up�of�the�combustion�engine).
5 Driving�readiness�with�activated�terminal�15.
6 When�the�START-STOP�button�and�the�brake�pedal�are�pressed
simultaneously,�the�driving�readiness�is�activated�(with�or�without�start-up�of
the�combustion�engine)�(start�from�terminal�R).
7 When�the�START-STOP�button�and�the�brake�pedal�are�pressed
simultaneously,�the�driving�readiness�is�activated�(with�or�without�start-up�of
the�combustion�engine)�(start�from�terminal�15).
8 When�the�selector�lever�is�at�"N"�and�driving�readiness�is�ended�with�the
START-STOP�button,�terminal�15�remains�switched�on�for�15�minutes
(car�wash�function).
9 Terminal�15�(still�no�driving�readiness)
10 Terminal�15�is�switched�off�when�the�vehicle�has�been�locked,�the�state�of
charge�of�the�battery�is�too�low�or�the�driver's�door�or�the�driver's�seat�belt�has
been�opened,�provided�that�there�is�no�switch-off�inhibitor�for�terminal�15.
11 When�the�START-STOP�button�is�pressed�the�terminal�status�changes
between�terminal�15�and�terminal�30B.
12 Terminal�30
13 Terminal�30B
14 When�the�START-STOP�button�is�pressed�the�terminal�status�changes�from
terminal�R�to�terminal�30B.
15 Terminal�R
16 Change�from�terminal�R�to�terminal�30B�if�more�than�eight�minutes�have
passed�or�the�car�has�been�locked�or�the�state�of�charge�of�the�vehicle
battery�is�too�low.

The�first�driving�readiness�is�activated�when�the�brake�pedal�and�the�START-STOP�button�are
pressed�simultaneously.�Here�the�driving�readiness�can�be�activated�by�any�terminal�status�(terminal
30B,�terminal�R�and�terminal�15).�The�activated�driving�readiness�is�indicated�to�the�driver�by�the
illumination�of�"READY"�in�the�bottom�part�of�the�rev�counter.

With�the�status�"Driving�readiness"�the�vehicle�can�be�driven�off�using�the�electrical�drive�or�a
combustion�engine�depending�on�the�torque�requirement.�In�comparison�to�the�conventional�vehicle
with�a�single�powertrain�by�the�combustion�engine,�the�driving�readiness�in�a�hybrid�car�cannot�be
recognized�at�the�running�combustion�engine.�The�prerequisites�for�non-start�of�the�combustion
engine,�the�so-called�"silent�start",�are�a�sufficiently�charged�high-voltage�battery�and�a�combustion
engine�at�operating�temperature�or�activated�eDrive�mode.

152
F30�PHEV�High-voltage�Components
8.�Low-voltage�Vehicle�Electrical�System
The�driving�readiness�is�deactivated�by�pressing�the�START-STOP�button�when�the�vehicle�is
stationary.�The�drive�position�"P"�is�automatically�engaged�in�the�process.�The�car�wash�function�is�an
exception�to�this:�If�the�driver�engages�the�drive�position�"N"�when�the�driving�readiness�is�switched�on
and�then�presses�the�START-STOP�button,�the�drive�position�"N"�remains�engaged�and�terminal�15
remains�switched�on.

153
F30�PHEV�High-voltage�Components
9.�Bus�Systems
The�bus�systems�of�the�F30�PHEV�are�based�on�the�bus�systems�of�the�F30.�All�the�main�and�sub-bus
systems�of�the�F30�are�also�used�in�the�F30�PHEV.�Compared�with�the�bus�systems�of�the�F30,�some
new�control�units�have�been�added,�some�have�had�to�be�adapted�and�some�are�not�installed�in�the
F30�PHEV�at�all.�The�resulting�bus�overview�of�the�F30�PHEV�is�as�follows.

154
F30�PHEV�High-voltage�Components
9.�Bus�Systems
9.1.�Bus�overview

F30�PHEV,�bus�overview

155
F30�PHEV�High-voltage�Components
9.�Bus�Systems
Index Explanation
1 Start-up�nodes:�Control�units�for�start-up�and�synchronisation
of�the�FlexRay�bus�system
2 Control�units�with�wake-up�authorisation
ACSM Advanced�Crash�Safety�Module
AMPT Amplifier�Top�(Top�HiFi�amplifier)
BCU Battery�Charge�Unit
CON Controller
CSC Cell�Supervision�Circuit
D-CAN Diagnosis�Controller�Area�Network
DME Digital�Motor�Electronics
DSC Dynamic�Stability�Control
EGS Electronic�transmission�control
EH Electrical�Heating
EKK Electric�A/C�compressor
EKPS Electronic�fuel�pump�control
EME Electric�motor�electronics
EPS Electric�Power�Steering�(electromechanical�power�steering)
Ethernet Cable-based�data�network�technology�for�local�data�networks
FEM Front�Electronic�Module
FLA High-beam�assistant
FLEL Frontal�Light�Electronics�Left
FLER Frontal�Light�Electronics�Right
FlexRay Fast,�real-time�and�fault-tolerant�bus�system�for�use�in�automotive�sector
FZD Roof�function�center
GWS Gear�selector
HEADUNIT Head�Uunit
ICM Integrated�Chassis�Management
IBS�2 Intelligent�Battery�Sensor�2
IHKA Integrated�automatic�heating�/�air�conditioning
K-CAN Body�controller�area�network
K-CAN2 Body�controller�area�network�2
KAFAS Camera-based�driver�support�systems
KLE Convenience�charging�electronics
KOMBI Instrument�panel
LIN-Bus Local�Interconnect�Network�Bus

156
F30�PHEV�High-voltage�Components
9.�Bus�Systems
Index Explanation
Local�CAN Local�Controller�Area�Network
MOST Media�Oriented�System�Transport
OBD Diagnostic�socket
PDC Park�Distance�Control
PMA Parking�Manoeuvring�Assistant
PT-CAN Powertrain�Controller�Area�Network
PT‐CAN�2 Powertrain�Controller�Area�Network�2
REM Rear�Electronic�Module
SMBF Seat�module,�passenger
SME Battery�management�electronics
SMFA Seat�module,�driver
SWW Lane�change�warning
TBX Touchbox
TCB Telematic�Communication�Box
TFE Hybrid�pressure�refuelling�electronic�control�unit
TRSVC Control�unit�for�rear�view�camera,�Top�View�and�Side�View
VDM Vertical�Dynamics�Management
ZGM Central�gateway�module

157
F30�PHEV�High-voltage�Components
9.�Bus�Systems
9.2.�New�control�units�in�the�F30�PHEV�compared�to�F30

9.2.1.�Electric�Motor�Electronics�(EME)

EME�in�the�F30�PHEV

The�function�of�the�electrical�machine�electronics�is�to�activate�and�regulate�the�permanently�excited
synchronous�machine�in�the�high-voltage�electrical�system.�This�necessitates�the�use�of�a�bidirectional
DC/AC�converter�which�converts�the�high-voltage�direct�current�voltage�of�the�high-voltage�battery
unit�into�a�three-phase�AC�voltage�for�the�electrical�machine.�When�the�electrical�machine�is�operating
in�generator�mode,�the�high-voltage�battery�unit�is�recharged�via�the�inverter.

The�EME�also�incorporates�the�DC/DC�converter�which�is�responsible�for�the�power�supply�to�the
low-voltage�electrical�system.�The�EME�is�connected�to�the�PT-CAN,�PT-CAN2�and�FlexRay.

9.2.2.�Battery�management�electronics�(SME)
The�SME�control�unit�is�integrated�in�the�high-voltage�battery�unit.�To�maximise�the�service�life�of�the
high-voltage�battery�unit,�the�battery�management�electronics�control�unit�ensures�that�it�is�operated
in�a�precisely�defined�range�(state�of�charge�and�temperature).�Other�tasks�of�the�battery�management
electronics�control�unit�include�start-up�and�shut-down�of�the�high-voltage�system,�safety�functions
(e.g.�high-voltage�interlock�loop)�and�determination�of�the�available�power�of�the�high-voltage�battery
unit.�The�battery�management�electronics�communicates�with�other�control�units�via�PT-CAN2.

158
F30�PHEV�High-voltage�Components
9.�Bus�Systems
9.2.3.�Cell�supervision�circuit�(CSC)
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,�each�high-voltage�battery�unit�has�several
Cell�Supervision�Circuits�(CSC).

Communication�between�the�six�CSC's�is�effected�via�a�local�CAN.�The�local�CAN�connects�all�CSC’s
and�is�used�to�communicate�with�the�SME.�The�battery�management�electronics�control�unit�assumes
the�master�function�here.�It�is�a�low-voltage�wiring�harness�with�a�maximum�of�12�V.

9.2.4.�Electric�A/C�compressor�(EKK)
An�electric�air�conditioning�compressor�is�used�in�the�F30�PHEV.�To�be�able�to�provide�the�necessary
power,�the�electric�A/C�compressor�(EKK)�is�operated�at�high�voltage.�The�EKK�makes�possible
the�refrigerant�circuit�of�the�air-conditioning�system�in�all�driving�situations.�In�addition�to�cooling
the�passenger�compartment,�the�coolant�circuit�of�the�high-voltage�battery�is�also�cooled�via�the
refrigerant�circuit.�The�electric�A/C�compressor�control�unit�is�located�in�the�housing�of�the�A/C
compressor�and�is�connected�via�the�LIN�bus�to�the�integrated�automatic�heating�/�air-conditioning
(IHKA).

9.2.5.�Electrical�Heating�(EH)
Due�to�its�hybrid�concept,�the�combustion�engine�of�the�F30�PHEV�generates�significantly�less�heat
loss�in�many�driving�situations�and�is�not�able�to�heat�the�coolant�circuit�to�the�necessary�temperature.
This�is�why�the�F30�PHEV�has�electrical�heating.�In�principle,�this�functions�similar�to�an�instantaneous
water�heater.�The�electrical�heating�control�unit�is�located�in�the�housing�of�the�electrical�heating�and�is
connected�via�the�LIN�bus�to�the�integrated�automatic�heating�/�air-conditioning�(IHKA).

9.2.6.�Intelligent�battery�sensor�2
The�intelligent�battery�sensor�2�monitors�the�current,�voltage�and�the�pole�temperature�of�the�auxiliary
battery.�The�results�are�forwarded�via�local�interconnect�network�bus�to�the�EME.

9.2.7.�Hybrid�pressure�refuelling�electronic�control�unit�(TFE)
The�hybrid�pressure�refuelling�electronic�control�unit�(TFE)�monitors�the�current�operating�condition
via�a�pressure/temperature�sensor�in�the�fuel�tank�and�then�controls�the�pressure�reduction�by�opening
a�fuel�tank�isolation�valve.�The�clean�gasoline�fumes�are�released�into�the�environment�via�the�carbon
canister.�The�actuator�drive�for�locking�the�fuel�filler�flap�is�activated�and�the�fuel�filler�flap�with�fuel�filler
cap�can�be�opened�manually.

159
F30�PHEV�High-voltage�Components
9.�Bus�Systems
9.2.8.�Convenience�charging�electronics

KLE�in�the�F30�PHEV

The�convenience�charging�electronics�enable�communication�between�the�vehicle�and�charging
station�of�the�AC�voltage�supply�in�order�to�charge�the�high-voltage�battery.�The�convenience�charging
electronics�convert�the�AC�voltage�into�high-voltage�direct�current�voltage�in�order�to�charge�the�high-
voltage�battery�unit�in�the�vehicle.�Charging�of�the�vehicle�takes�place�in�parked�position,�normally
overnight�in�the�garage.�Here�the�charging�procedure�must�be�adapted�to�the�available�grid�power.

In�addition,�the�convenience�charging�electronics�have�high-voltage�connections�for�the�electric�A/C
compressor�(EKK)�and�the�Electrical�Heating�(EH).�This�permits�preheating/precooling�of�the�vehicle�as
long�as�the�charging�cable�is�connected�with�the�AC�supply�without�energy�being�taken�from�the�high-
voltage�battery�unit.�The�convenience�charging�electronics�also�controls�locking�of�the�charging�plug
and�charging�socket�cover.�The�lighting�and�display�relating�to�the�charging�plug�are�also�controlled�by
the�convenience�charging�electronics.

160
F30�PHEV�High-voltage�Components
9.�Bus�Systems
9.3.�Adapted�control�units
The�IHKA�had�to�be�adapted�to�make�possible�the�activation�of�the�electric�A/C�compressor�(EKK)�in
all�operating�conditions.�The�electric�A/C�compressor�control�unit�communicates�with�the�IHKA�via�the
LIN�bus.

To�be�able�to�show�additional�displays�for�driving�readiness,�electric�driving,�brake�energy�regeneration
and�state�of�charge�of�the�high-voltage�battery�unit�which�are�relevant�to�the�driver,�the�instrument
cluster�was�adapted.�In�addition,�the�Check�Control�messages�were�enhanced�with�hybrid-specific
messages.

The�software�of�the�Digital�Motor�Electronics�(DME)�was�adapted�due�to�the�torque�coordination
of�the�electrical�machine/combustion�engine.

Rollover�detection�is�required�for�the�hybrid�cars�on�a�worldwide�scale�so�that�the�high-voltage�system
is�deactivated�in�the�event�of�the�car�rolling�over.�The�rollover�detection�is�realized�with�the�help�of�the
sensors�integrated�in�the�Integrated�Chassis�Management�control�units�(roll�rate�sensor�and�vertical
acceleration�sensor).�The�ACSM�had�to�be�adapted�with�regard�to�the�evaluation�of�these�sensor
signals.�The�safety�battery�terminal�at�the�auxiliary�battery�is�activated�by�the�ACSM�if�required.

The�software�of�the�Dynamic�Stability�Control�(DSC)was�adapted�for�the�regenerative�braking.�This
includes�reading�the�brake�pedal�angle�sensor�which�is�wired�directly�to�the�DSC�control�unit.

The�EGS�control�unit�was�adapted�due�to�the�modified�transmission.�For�instance�the�electric
transmission�oil�pump�is�controlled�by�the�EGS�control�unit.

The�software�in�the�ZGM�control�unit�has�also�been�adapted�due�to�the�modified�terminal�control
(driving�readiness).

161
F30�PHEV�High-voltage�Components
10.�Displays�and�Controls
10.1.�Electrical�driving�modes

F30�PHEV�eDrive�button�and�driving�experience�switch

Index Explanation
1 eDrive�button
2 Driving�experience�switch

In�the�F30�PHEV,�the�electrical�drive�system�can�be�configured�in�the�following�modes�by�means�of�the
eDrive�button:

• Automatic�eDRIVE
• MAX�eDrive
• SAVE�BATTERY

For�this�purpose,�the�eDRIVE�button�is�located�in�the�center�console.�This�button�is�designed
as�a�toggle�button.�AUTO�eDrive�mode�is�selected�automatically�when�waking�up�the�vehicle�or
establishing�driving�readiness.�The�three�eDrive�drive�modes�can�be�combined�with�the�familiar
driving�experience�switch�modes�SPORT,�COMFORT�and�ECO-PRO.

162
F30�PHEV�High-voltage�Components
10.�Displays�and�Controls

F30�PHEV�eDRIVE�modes

Index Explanation
1 AUTO�eDRIVE�(restricted�electric�driving)
2 MAX�eDRIVE�(purely�electric�driving)
3 SAVE�BATTERY�(maintain�SoC)

10.2.�Automatic�eDRIVE
AUTO�eDRIVE�is�always�active.�Exception:�The�gear�selector�switch�is�in�manual/Sport�program
position.�In�AUTO�eDRIVE�mode,�the�vehicle�automatically�selects�the�optimum�drive�combination
depending�on�the�state�of�charge�of�the�high-voltage�battery�unit.�In�the�instrument�cluster,�the�driver
is�provided�with�a�visual�acknowledgement�about�the�level�of�requested�power.

If�the�driver's�power�request�exceeds�the�maximum�available�electrical�power,�the�combustion�engine
is�activated�automatically�and�comfortably.

AUTO�eDrive�mode�can�in�principle�be�divided�into�two�parts:�The�charge�depleting�phase�and�the
charge�sustaining�phase.�The�usable�SoC�range�of�the�high-voltage�battery�unit�lies�between�23%�and
98%.�In�the�charge�depleting�phase�the�F30�PHEV�can�be�driven�electrically�up�to�approx.
80�km/h�(50�mph).�The�combustion�engine�is�activated�at�speeds�above�80�km/h�(50�mph)�or�for�high
power�requirements.�If�the�speed�falls�below�80�km/h�(50�mph)�into�the�electric�driving�range,�the
combustion�engine�is�deactivated.

163
F30�PHEV�High-voltage�Components
10.�Displays�and�Controls
Outside�this�efficiency-optimized�eDRIVE�range,�the�combustion�engine�is�started�automatically�when
there�are�high�load�and�speed�demands.

10.3.�MAX�eDRIVE
When�MAX�eDrive�mode�is�selected�by�means�of�the�eDrive�button�and�if�the�high-voltage�battery�unit
is�charged�with�a�sufficient�SoC,�the�driver�can�optionally�drive�without�emissions�with�the�maximum
power�of�the�electrical�drive.�A�prerequisite�for�this�is�that�the�gear�selector�switch�is�not�in�the�manual/
Sport�program�position.�In�this�case,�the�maximum�electrical�speed�is�120�km/h�(75�mph).�Here�the
amount�of�electrical�power�can�be�selected�conveniently�and�easily�using�the�accelerator�pedal�without
the�combustion�engine�being�unintentionally�activated.�The�activated�MAX�eDrive�mode�is�indicated
in�the�instrument�cluster�by�the�display�of�the�"MAX�eDrive"�inscription�in�the�rev�counter�next�to�the
gear�indicator.�Nevertheless,�it�is�possible�in�every�driving�situation�to�switch�on�the�combustion�engine
and�call�on�the�full�system�power.�Activation�of�the�combustion�engine�can�take�place�at�any�time�by
operating�the�gear�selector�switch�by�changing�to�S�position�or�by�pressing�the�accelerator�pedal�to
kickdown.

In�the�process�Automatic�eDrive�mode�is�automatically�activated.�The�electrical�range�that�can
be�attained�is�heavily�dependent�on�the�driving�style�(acceleration�and�speed)�and�the�ambient
temperature –�and�thus�the�secondary�consumers.�In�order�to�reach�a�maximum�electrical�range,�a
preheating/precooling�of�the�passenger�compartment�should�be�carried�out�during�external�charging.
The�energy�which�would�be�required�for�this�during�the�trip�can�thus�be�used�for�a�higher�electrical
range.�If�the�vehicle�is�driven�after�a�long�immobilization�period,�at�very�cold�ambient�temperatures
and�in�MAX�eDRIVE�mode,�this�may�result�in�a�power�reduction�of�the�electrical�drive�or�it�may�not�be
available�at�all.�A�reason�for�this�may�be�an�excessively�low�cell�temperature�in�the�cell�modules�of�the
high-voltage�battery�unit.

10.4.�SAVE�BATTERY
Selection�of�SAVE�BATTERY�mode�is�also�performed�by�means�of�the�eDrive�button.�In�this�mode,
the�energy�of�the�high-voltage�battery�unit�is�saved�for�later�electric�driving�so�that�sufficient�energy
is�available�for�subsequent�urban�driving.�When�SAVE�BATTERY�mode�is�activated,�the�current�state
of�charge�of�the�high-voltage�battery�unit�is�maintained.�In�SAVE�BATTERY�mode,�energy�is�stored�by
energy�recovery�at�States�of�Charge�below�50%�SoC�or�is�generated�by�efficient�load�point�adaptation
as�far�as�this�is�permitted�by�the�respective�driving�situation.

10.5.�Selector�lever�in�M/S�position
The�Sport�program�of�the�transmission�is�activated�by�moving�the�selector�lever�to�the�left.�Here�the
state�of�charge�of�the�high-voltage�battery�unit�can�be�increased�to�approx.�80%.

164
F30�PHEV�High-voltage�Components
10.�Displays�and�Controls
10.6.�Displays�in�the�instrument�cluster

10.6.1.�Displays�of�operating�conditions
The�hybrid-specific�operating�conditions�and�the�state�of�charge�of�the�high-voltage�battery�unit�are
displayed�in�the�instrument�cluster�and�if�desired�in�the�Central�Information�Display.

The�following�hybrid-specific�operating�conditions�are�shown:

The�displays�for�the�different�operating�conditions�of�the�hybrid�car�are�summarized�in�the�following
table.

Driving�readiness:
The�driving�readiness�in�the�F30�PHEV�is
signalled�to�the�driver�via�the�needle�in�the�engine
speed�display.�Here�the�needle�is�at�"READY".
This�means�the�vehicle�is�stationary�and�can
be�set�in�motion�at�any�time�by�pressing�the
accelerator�pedal.
Depending�on�the�state�of�charge�of�the�high-
voltage�battery�unit,�the�status�of�eDrive�mode
and�the�position�of�the�accelerator�pedal,�the
vehicle�is�either�driven�purely�electrically�or�using
a�combustion�engine.�If,�for�example,�the�vehicle
is�stationary�at�a�railway�crossing�or�a�red�light,
the�driving�readiness�is�switched�on.�However,�if
the�combustion�engine�is�started,�e.g.�due�to�a
power�requirement,�it�runs�for�approx.�one�minute
in�order�to�warm�up�the�catalytic�converter.
If�the�customer�has�stopped�the�vehicle�and
wants�to�drive�again�a�short�time�later,�the�driving
readiness�is�switched�on�by�pressing�the�START-
STOP�button.�As�the�combustion�engine�is�still
at�operating�temperature�and�the�high-voltage
battery�unit�is�still�sufficiently�charged,�the
combustion�engine�does�not�start.

165
F30�PHEV�High-voltage�Components
10.�Displays�and�Controls
Electric�driving:
The�vehicle�can�be�driven�by�purely�electric
means�up�to�a�driving�speed�of�approx.
80�km/h�(depending�on�the�operating�condition).
The�power�output�from�the�high-voltage�battery
unit�is�shown�on�the�right�side�by�blue�arrows.
Depending�on�the�power�requirement�up�to�four
arrows�light�up�in�succession.�The�needle�of
the�rev�counter�is�at�"0"�(combustion�engine�is
off).�Depending�on�the�driving�mode�selected
(COMFORT�or�ECO�PRO),�these�arrows�are
shown�differently.
If�all�four�arrows�are�lit�up,�the�combustion
engine�is�switched�on�upon�an�additional�power
requirement,�for�example�if�acceleration�is
desired.

During�electric�driving�please�note�that
pedestrians�and�other�road�users�cannot�hear
the�usual�engine�noises�of�a�typical�conventional
engine.�Pay�particular�attention,�for�example,
when�parking�

MAX�eDrive:
Upon�request�the�driver�can�drive�using�purely
electrical�means�up�to�120�km/h�(75�mph)�by
activating�MAX�eDrive�mode.�The�eDrive�button
in�the�center�console�must�be�pressed�in�order�to
activate�this�mode.�The�MAX�eDrive�mode�can
be�activated�in�COMFORT�and�ECO�PRO�mode
in�order�to�prevent�the�combustion�engine
starting�up.

SAVE�BATTERY
In�this�mode,�the�energy�of�the�high-voltage
battery�unit�is�saved�for�later�electric�driving�so
that�sufficient�energy�is�available�for�subsequent
urban�driving.�When�SAVE�BATTERY�mode�is
activated,�the�current�state�of�charge�of�the
high-voltage�battery�unit�is�maintained.

166
F30�PHEV�High-voltage�Components
10.�Displays�and�Controls
Operation�using�combustion�engine:
The�vehicle�is�powered�by�the�combustion
engine�depending�on�the�selected�driving�mode
(SPORT).�The�rev�counter�typically�displays�the
current�engine�speed.�Only�the�display�for�the
state�of�charge�of�the�high-voltage�battery�unit�is
active�on�the�hybrid-specific�displays.

Boost�function:
At�strong�acceleration,�for�example�when
overtaking,�power�from�the�electrical�machine�is
called�upon�in�addition�to�the�combustion�engine.
This�provides�the�driver�with�maximum�power.
The�accelerator�pedal�must�be�pressed�down
powerfully�for�this.�The�rev�counter�shows�the
current�engine�speed�and�at�the�same�time�lights
up�all�four�arrows�on�the�left�side.�The�"eBOOST"
writing�also�appears.

Brake�energy�regeneration:
The�hybrid�system�enables�kinetic�energy�to�be
converted�to�electrical�energy,�for�example�during
braking�or�in�coasting�(overrun)�mode.�The�high-
voltage�battery�unit�is�charged�by�this�energy
recovery.
The�energy�recovery�is�shown�on�the�left�side
by�three�blue�arrows,�depending�on�the�driving
mode�selected.�The�blue�arrow�varies�in�length,
depending�on�the�deceleration�or�on�the�intensity
of�the�brake�pedal�actuation.
Below�a�speed�of�roughly�15�km/h�(10�mph)
the�display�for�brake�energy�regeneration�does
not�light�up�although�the�vehicle�is�in�coasting
(overrun)�mode�or�has�just�braked.�Depending�on
the�driving�mode�selected�(COMFORT�or�ECO
PRO),
these�arrows�are�shown�differently.

167
F30�PHEV�High-voltage�Components
10.�Displays�and�Controls
10.6.2.�Permanent�indicator�lights�and�on-board�computer�displays
The�instrument�cluster�contains�hybrid-specific,�legally�required�permanent�lights.

F30�PHEV�instrument�cluster�with�fixed�lights�and�on-board�computer�displays�in�China�version

Index Explanation
1 READY�(driving�readiness�is�active);�this�display�is�only
available�in�the�China�version
2 State�of�charge�of�the�high-voltage�battery�too�low;
this�display�is�only�available�in�the�China�version
3 High-voltage�battery�is�being�charged;�this�display
is�only�available�in�the�China�version
4 Charging�cable�connected;�this�display�is�only�available�in�the�China�version

168
F30�PHEV�High-voltage�Components
10.�Displays�and�Controls
Index Explanation
5 Overheated�electrical�machine�or�power�electronics;�this�display�is�only
available�in�the�China�version
6 Total�range
7 Range�with�electrical�drive
8 State�of�charge�of�the�high-voltage�battery
9 Average�consumption�for�the�electrical�drive
10 Current�consumption�for�the�electrical�drive

The�following�displays�appear�in�the�instrument�cluster�in�the�bottom�part�of�the�engine�speed�display
(depending�on�the�driving�situation):

• "Ready�to�drive"�display
• Display�for�electric�driving
• Display�for�MAX�eDrive
• Display�for�SAVE�BATTERY
• Display�for�boost�function
• Energy�recovery

The�hybrid-specific�displays�are�called�up�in�the�CID�via�the�"Vehicle�Info�>�eDrive"�menu.�Both�the
displays�in�the�CID�and�in�the�instrument�cluster�are�activated�when�terminal�15�is�switched�on.

10.7.�Displays�in�Central�Information�Display
The�energy�/�power�flows�and�the�state�of�charge�of�the�high-voltage�battery�unit�can�be�shown�in�the
CID�in�all�the�vehicle's�operating�conditions.�In�addition,�the�user�can�have�the�eDrive�usage�from�the
last�16�minutes�and�the�ECO�PRO�information�displayed�upon�request.�This�provides�the�driver�with
an�overview�of�the�operating�principle�of�the�hybrid�system�in�different�driving�conditions,�as�well�as
optimal�use�of�the�hybrid�vehicle.

169
F30�PHEV�High-voltage�Components
10.�Displays�and�Controls
10.7.1.�eDrive�usage

Display�for�utilization�of�the�hybrid�system

Index Explanation
1 Selection�of�the�display�for�eDrive�usage
2 Consumption�scale�of�the�combustion�engine
3 Average�consumption�of�the�combustion�engine
4 Time�axis�(16�minutes)
5 Bar�representing�minutes
6 Percentage�scale�for�use�of�the�electrical�machine

The�utilization�of�the�hybrid�system�in�the�last�16�minutes�of�driving�can�be�shown�in�the�CID.�One�bar
stands�for�a�period�of�one�minute.�The�time�is�also�counted�during�engine�stop�phases.�The�higher�the
bar,�the�higher�the�fuel�consumption�or�the�use�of�the�electrical�machine.

The�grey�bars�show�the�fuel�consumption�of�the�combustion�engine.�A�line�and�a�value�to�the�right
beside�the�diagram�show�the�average�consumption.

The�blue�bars�show�the�percentage�in�which�the�electrical�machine�has�been�used.�The�electrical
machine�can�be�operated�here�as�an�alternator�(for�brake�recovery)�or�as�an�electric�motor�(for�electric
driving).�The�higher�the�bar,�the�greater�the�use�of�the�hybrid�system�and�thus�higher�fuel�economy.

The�two�red�marks�on�the�vertical�axis�of�the�display�indicate�the�bars�from�the�last�minute.

170
F30�PHEV�High-voltage�Components
10.�Displays�and�Controls
10.7.2.�Energy/Power�flows
The�display�of�the�energy�/�power�flows�in�the�CID�functions�according�to�the�following�principle:

• Blue:�Electrical�energy
• Red:�Energy�of�the�combustion�engine
• Arrow:�Direction�of�the�energy�/�power�flow

A�driving�situation�is�shown�here�as�an�example�and�the�meaning�of�the�symbols�explained.�The�other
driving�situations�can�be�deduced�from�this.

Hybrid�display�in�the�central�information�display�during�strong�acceleration

Index Explanation
1 Selection�of�display�for�energy�/�power�flows
2 Drive�arrow�for�combustion�engine�(red)�and�drive
arrow�for�electrical�machine�(blue)
3 Automatic�transmission�with�electric�motor
4 State�of�charge�of�the�high-voltage�battery�unit
5 Power�flow�to�the�rear�axle
6 Text�message�for�current�driving�condition
(e.g.�ePOWER,�POWER,�eBOOST,�CHARGE)

In�the�CID�the�boost�function�is�represented�by�a�red�arrow�(combustion�engine�contribution)�and�a
slightly�smaller�blue�arrow�(electric�motor�contribution).�The�combustion�engine�is�shown�in�red�here.
The�activity�of�the�electrical�machine�in�the�automatic�transmission�is�indicated�by�the�blue�color�of
the�transmission.�The�five�segments�symbolize�the�state�of�charge�of�the�high-voltage�battery�unit.�In
other�words,�one�segment�equals�a�state�of�charge�of�the�high-voltage�battery�unit�of�20 %.

171
F30�PHEV�High-voltage�Components
10.�Displays�and�Controls
The�power�flow�to�the�wheels�is�illustrated�with�two�arrows�to�show�that�it�comes�from�both�drive
sources�(combustion�engine�and�electrical�machine).�The�red�arrow�shows�the�combustion�engine
percentage�and�the�blue�arrow�the�electrical�machine�percentage.�The�current�driving�situation�is�also
shown�as�a�fade-in�text�message�below�the�vehicle.

10.7.3.�ECO�PRO
The�displays�in�the�ECO�PRO�menu�are�described�in�the�following�chapter�entitled�"ECO�PRO�mode".

10.8.�ECO�PRO�mode
The�driver�of�a�F30�PHEV�can�drive�his�vehicle�even�more�efficiently�upon�request.�Using�the�driving
experience�switch�the�particularly�efficient�mode�–�the�so-called�ECO�PRO�mode�–�can�be�activated.
The�ECO�PRO�mode�consistently�supports�a�driving�style�at�reduced�consumption�levels�and�ensures
coordination�of�the�hybrid�system�for�achieving�maximum�range�of�the�vehicle.

10.8.1.�Activation�and�display

F30�PHEV�eDrive�button�and�driving�experience�switch

172
F30�PHEV�High-voltage�Components
10.�Displays�and�Controls
Index Explanation
1 eDrive�button
2 Driving�experience�switch

ECO�PRO�mode�is�activated�using�the�driving�experience�switch.�The�"COMFORT"�programme
is�set�as�standard.�To�activate�ECO�PRO�mode,�the�driving�experience�switch�must�be�pressed�in
the�"COMFORT"�direction�when�terminal�15�is�switched�on�until�"ECO�PRO"�is�displayed�in�the
instrument�cluster.

ECO�PRO�mode�is�deactivated�again�when�terminal�15�is�switched�off.

The�activated�ECO�PRO�mode�is�indicated�in�the�instrument�cluster�by�the�display�of�the�"ECO�PRO"
writing�in�the�rev�counter�beside�the�gear�indicator.

Upon�activation�of�ECO�PRO�mode�another�window�appears�in�the�central�information�display�to
configure�the�ECO�PRO�mode.

F30�PHEV�ECO�PRO�note

If�the�driver�is�not�driving�his�vehicle�efficiently,�e.g.�accelerating�too�hard�or�incorrect�gear�selection,
this�is�shown�to�him�on�the�CID.

10.8.2.�What�is�affected�in�ECO�PRO�mode?
The�ECO�PRO�mode�supports�the�driver�in�adopting�an�optimized-consumption�driving�style�and
reduces�fuel�consumption�through�intelligent�control�of�energy�and�A/C�management.�Essentially�the
following�measures�help�to�reduce�fuel�consumption:

• A�modified�accelerator�pedal�characteristic�curve�and�shift�program�with�automatic
transmission�helps�the�driver�adopt�a�driving�style�that�optimizes�fuel�consumption.
• Reduction�of�electric�comfort�consumers.
• Power�reduction�of�heating/air-conditioning.
• Number�and�length�of�possible�engine�shutdown�phases�is�maximized�in�ECO�PRO�mode.

173
F30�PHEV�High-voltage�Components
10.�Displays�and�Controls
10.9.�Load�point�increase
Raising�the�load�of�the�combustion�engine�at�consistent�engine�speed�is�called�load�point�increase.
This�results�in�an�increase�in�performance�and�the�option�to�operate�the�combustion�engine�in
the�optimal�range.�The�arising�resistance,�which�counteracts�the�combustion�engine,�must�be
compensated�so�that�on�the�one�hand�the�load�of�the�engine�increases,�and�on�the�other�hand�the
speed�remains�constant.�An�example�of�this�is�the�switching�on�of�the�air�conditioning�or�the�rear
window�heating�in�vehicles�that�are�powered�by�combustion�engine�alone.�The�compensation�of
the�additional�resistance�is�assumed�by�the�DME.�The�DME�supplies�the�combustion�engine�with
more�fresh�air�by�activating�the�throttle�valve.�The�injected�fuel�quantity�is�also�increased.�The�load
of�the�combustion�engine�increases�and�is�in�a�more�optimal�range�in�terms�of�efficiency�and�fuel
consumption.�However,�this�control�happens�so�precisely�that�there�is�no�engine�speed�increase,�but
only�the�occurring�resistance�is�compensated.

In�the�F30�PHEV�the�electrical�machine�generates�a�counter-torque�in�alternator�mode.�As�described
above,�the�DME�compensates�this�counter-torque�and�the�combustion�engine�is�operated�more
optimally.�The�electrical�energy�gained�is�used�to�charge�the�high-voltage�battery�unit.�In�this�way,�the
combustion�engine�is�also�positively�influenced�during�charging�of�the�high-voltage�battery�unit.

The�load�point�increase�happens�in�addition�to�the�already�existing�power�requirement.�This�process
is�unnoticeable�to�the�driver.�Factors�which�are�decisive�over�time�and�level�of�the�load�point�increase:

• State�of�charge�of�the�high-voltage�battery�unit
• Temperature�of�the�combustion�engine
• Load�of�the�combustion�engine
• Driving�mode

10.10.�Load�point�reduction
In�order�to�reduce�fuel�consumption,�the�combustion�engine�can�be�relieved�by�a�load�point�reduction
if�the�high-voltage�battery�unit�is�sufficiently�charged.�The�high-voltage�battery�unit�is�specifically
discharged�and�the�SoC�value�drops,�although�the�vehicle�is�not�driven�by�purely�electrical�means.

174
F30�PHEV�High-voltage�Components
10.�Displays�and�Controls
10.11.�Proactive�driving�assistant
As�in�the�ActiveHybrid�vehicles�of�generation�2.0,�the�"coasting"�function�is�also�available�in�the�F30
PHEV.�"Rolling�without�energy�consumption"�(coasting)�means�that�the�combustion�engine�is�also
shut�down�at�higher�speeds�up�to�approx.�160�km/h�(100�mph)�if�it�is�not�required�for�the�drive.�At�the
same�time�the�separating�clutch�in�the�drivetrain�is�opened�so�that�the�vehicle�rolls�without�engine
braking�effect.�The�advantage�of�increased�efficiency�through�"coasting"�is�clearly�visible:�in�this
operating�condition�no�fuel�whatsoever�is�used.

Proactive�driving�assistant�in�the�F30�PHEV

Index Explanation
1 ECO�PRO�mode�is�selected
2 Symbol�for�reason�to�take�foot�off�the�accelerator�pedal
3 Information�for�reason�to�take�foot�off�the�accelerator�pedal

In�the�F30�PHEV,�"coasting"�is�supported�even�more�by�the�proactive�driving�assistant.
This�RouteAhead�Assist�detects�bends,�entrances�to�towns/villages,�roundabouts,�T-junctions,�speed
limits�and�motorway�exits�using�the�data�from�the�navigation�system�and�can�thus�suggest�to�the�driver
in�advance�when�to�take�the�foot�off�the�accelerator�pedal.

With�the�help�of�the�proactive�driving�assistant,�drivers�who�are�not�familiar�with�the�route�or�area�also
have�the�option�to�drive�more�efficiently.�Another�prerequisite�for�the�use�of�the�RouteAhead�Assist�is
the�active�route�guidance.

175
F30�PHEV�High-voltage�Components
10.�Displays�and�Controls
10.12.�Hybrid-specific�Check�Control�Messages
If�faults�occur�in�the�F30�PHEV,�the�driver�is�informed�thereof�via�Check�Control�messages.
The�following�table�summarizes�the�key�hybrid-specific�Check�Control�Messages:

Check Meaning Cause


control
message
Total�range�is�low. State�of�charge�of�the�high-voltage
battery�is�low.
Fuel�reserve�is�low.

Current�state�of�charge�of�the State�of�charge�of�the�high-voltage
high-voltage�battery�during battery�is�low.
operation�and�transportation�(state
of�charge�is�too�low�->�recharge).

Check�charging�cable. Charging�cable�signal�is�faulty.�Connected
charging�plug�cannot�be�detected.�Customer
should�check�whether�the�connector�is�still
connected�before�driving�off.

Charging�not�possible. Fault�in�the�charging�system�of�the�vehicle
or�in�the�infrastructure�(charging�cable,
charging�station,�etc.).

Acoustic�pedestrian Internal�fault�in�the�VSG�or�fault�with�another
protection�failed.�(Not�for�US) control�unit,�which�leads�to�the�failure�of�the
CAN�communication.�(Not�for�US)

Isolation�fault,�fault�in�the High-voltage�of�high-voltage�system�faulty.
high-voltage�interlock�loop. After�stopping�the�engine,�may�be�no�longer
possible�to�continue�trip.�Please�look�for�next
BMW�Service�without�delay.

High-voltage�system�shut�down. High-voltage�system�is�shut�down�and�in
de-energized�state�for�maintenance,�service
and�repairs.�High-voltage�safety�connector
(Service�Disconnect)�removed,�circuit�of
high-voltage�interlock�loop�interrupted.

176
F30�PHEV�High-voltage�Components
11.�Climate�Control
As�in�previous�BMW�hybrid�vehicles,�an�electrically�powered�air�conditioning�compressor�is�used�in
the�F30�PHEV.�Because�the�A/C�compressor�has�an�electric�motor,�it�is�possible�to�operate�the�air
conditioning�independently�of�the�combustion�engine.�Thus�the�customer�can�enjoy�the�cooling�effect
of�the�air�conditioning�even�while�driving�in�pure�electric�mode�and�while�stopped.�Special�silencing
provides�for�acoustic�comfort.�Thus,�for�example,�even�when�the�car�is�stationary�and�the�combustion
engine�is�switched�off�the�air�conditioning�can�barely�be�heard.

A�cooling�unit�is�used�to�cool�the�refrigerant�in�the�refrigerant�circuit�of�the�high-voltage�battery�unit.

The�stationary�climate�control�is�also�available�in�the�F30�PHEV.

177
F30�PHEV�High-voltage�Components
11.�Climate�Control
11.1.�System�overview

F30�PHEV,�system�overview�of�climate�control

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

178
F30�PHEV�High-voltage�Components
11.�Climate�Control
Index Explanation
6 Connection�for�filling�and�evacuation
7 Shutoff�valve�(vehicle�interior)
8 Coolant-refrigerant�heat�exchanger
9 Electric�A/C�compressor�(EKK)

The�top�graphic�shows�the�refrigerant�circuits�in�the�F30�PHEV.�The�refrigerant�circuit�for�cooling�the
high-voltage�battery�unit�is�switched�parallel�to�the�refrigerant�circuit�for�cooling�the�vehicle�interior.

Its�temperature�has�a�decisive�influence�on�the�service�life�of�the�high-voltage�battery�unit.�The�cells
of�the�high-voltage�battery�unit�should�not�deliver�their�power�or�absorb�electrical�power�at�too�high�or
too�low�a�temperature.�The�optimal�cell�temperature�is�approx.�20°�C�(68°�F);�the�battery�cells�should
not�exceed�a�maximum�temperature�of�40°�C�(104°�F).

R134a�is�used�as�the�refrigerant,�which�circulates�in�a�circuit,�absorbing�heat�at�one�point�in�the�system
and�releasing�it�at�another�point.�The�heat�from�the�vehicle�interior�and�the�high-voltage�battery�unit
is�transferred�to�the�coolant�in�the�coolant-refrigerant�heat�exchanger.�When�the�air-conditioning
is�activated�for�the�vehicle�interior�or�when�cooling�power�is�requested�for�the�high-voltage�battery
unit,�the�electric�A/C�compressor�is�switched�on�and�the�system�supplies�the�corresponding�point
with�cold.�The�vehicle�interior�cooling�and�the�cooling�of�the�high-voltage�battery�can�be�operated
independently�of�each�other.�The�energy�required�for�this�is�taken�from�the�high-voltage�battery�unit
by�the�electric�A/C�compressor.�The�BMW-approved�PAG�oil�is�used�as�the�lubricant.�The�oil�must�be
approved�for�the�electric�A/C�compressors.�So�that�the�battery�cooling�and�the�vehicle�interior�cooling
can�be�operated�independently�of�each�other,�special�expansion�and�shutoff�valves�are�integrated�in
the�refrigerant�circuit.�These�open�only�the�portion�of�the�circuit�that�is�actually�required.�This�ensures
high�efficiency�and�proper�control�characteristics�of�the�system.

If�the�shutoff�valve�in�the�refrigerant�circuit�is�electrically�activated�and�thus�opened,�liquid�refrigerant
flows�into�the�cooling�unit�and�evaporates.�As�part�of�this�process,�it�removes�heat�energy�from�its
environment.�The�electric�A/C�compressor�compresses�the�refrigerant�once�again�and�it�is�then
returned�to�a�liquid�state�in�the�coolant-refrigerant�heat�exchanger.�As�a�result,�the�refrigerant�is�once
again�able�to�absorb�heat�energy.�The�following�table�shows�how�the�valves�and�the�electric�A/C
compressor�are�controlled.

Cooling�of Shutoff�valve�for Combined Electric�A/C�compressor


the�evaporator expansion�and (EKK)
(vehicle�interior) shutoff�valve
for�high-voltage
battery�unit
High-voltage Closed Open switched�on
battery�unit
Passenger Open Closed switched�on
compartment
High-voltage�battery Open Open switched�on
unit�and�passenger
compartment
No�cooling Closed Closed Switched�off

179
F30�PHEV�High-voltage�Components
11.�Climate�Control
The�request�for�the�required�cooling�power�is�measured�and�determined�by�the�IHKA�control�unit.�On
the�one�hand,�the�request�can�come�directly�from�the�customer�to�cool�the�passenger�compartment.
On�the�other�hand,�the�battery�management�electronics�control�unit�can�send�a�request�for�the�high-
voltage�battery�unit�to�be�cooled�as�a�data�bus�message�to�the�IHKA�control�unit.�The�IHKA�control
unit�coordinates�these�cooling�requirements�and�activates�the�electric�A/C�compressor�via�a�local
interconnect�network�bus.�The�cooling�requirements�are�prioritized�depending�on�the�temperature,
for�example�at�a�high�ambient�temperature�and�very�warm�passenger�compartment,�a�higher�cooling
power�is�demanded�with�higher�priority.�If�the�desired�temperature�is�reached,�the�cooling�power�is
reduced�to�maintain�the�temperature�and�set�to�a�lower�priority.

It�is�similar�for�the�temperature�of�the�battery�cells.�If�the�battery�cells�heat�up�to�temperature�of�approx.
30°�C�(86°�F),�cooling�of�the�high-voltage�battery�unit�already�starts.�The�cooling�requested�by�the
battery�management�electronics�control�unit�has�an�even�lower�priority�here.�It�can�for�instance�be
declined�by�the�high-voltage�power�management.�At�a�higher�cell�temperature,�the�cooling�request�for
the�high-voltage�battery�unit�receives�top�priority�and�is�always�carried�out.

11.2.�Electric�A/C�compressor�(EKK)

F30�PHEV,�electric�A/C�compressor�(EKK)

180
F30�PHEV�High-voltage�Components
11.�Climate�Control
Index Explanation
1 Connection�for�gaseous�refrigerant�with�high�temperature�and
high�pressure�(pressure�line)
2 Connection�for�gaseous�refrigerant�with�low�temperature�and
low�pressure�(intake�pipe)
3 High-voltage�connector�for�compressor
4 Silencer�(in�the�F30�PHEV,�this�is�also�found�in�the�pressure�line,
however�slightly�further�away�from�the�EKK)
5 Electric�A/C�compressor�(EKK)
6 Signal�connector

The�EKK�is�a�high-voltage�component�

Warning�for�high-voltage�components

Each�high-voltage�component�has�on�its�housing�an�identifying�label�that�enables�Service�employees
and�vehicle�users�to�identify�intuitively�the�possible�hazards�that�can�result�from�the�high�electric
voltages�used.

Only�Service�employees�who�satisfy�all�the�prerequisites�are�permitted�to�work�on�the�designated
high-voltage�components:�suitable�qualifications,�compliance�with�the�safety�rules,�procedure
following�the�repair�instructions�to�the�letter.

Before�working�on�a�high-voltage�component,�you�must�apply�the�safety�rules�to�shut�down�the
high-voltage�system.�Once�this�has�been�accomplished�according�to�procedure,�all�high-voltage
components�are�no�longer�live�and�work�can�proceed�in�safety.�There�is,�of�course,�a�remote�possibility
that�the�correct�shutdown�procedure�might�be�omitted,�so�an�extra�safety�precaution�is�implemented
as�a�means�of�imposing�an�automatic�shutdown�of�the�high-voltage�system.

A�contact�bridge�is�integrated�in�the�high-voltage�connector�beside�the�contacts�for�the�high�voltage.
This�means�when�removing�the�high-voltage�connector�the�contacts�of�the�bridge�in�the�high-voltage
connector�are�separated�first.�The�voltage�supply�of�the�EKK�control�unit�is�thus�interrupted�which
in�turn�causes�the�power�requirement�on�the�high-voltage�side�to�go�to�zero,�even�before�the�high-
voltage�connector�is�removed�completely.�No�electric�arc�thus�arises�on�the�high-voltage�contacts.
The�high-voltage�contacts�are�protected�from�contact.�The�high-voltage�connector�of�the�EKK�is�not
part�of�the�circuit�of�the�high-voltage�interlock�loop.

The�operating�principle�of�the�compressor�corresponds�to�the�principle�known�from�the�F30H�or�the
F01H.�To�compress�the�refrigerant,�the�spiral�compressor�(also�known�as�the�scroll�compressor)�is
used.�The�electric�power�of�the�electric�A/C�compressor�is�4.5�kW.

181
F30�PHEV�High-voltage�Components
11.�Climate�Control
The�high�voltage�for�the�EKK�has�a�voltage�range�of�approx.�205 V�to�410 V.�The�power�is�reduced
above�and�below�this�voltage�range�or�the�EKK�is�switched�off.

The�manufacturer�of�the�electric�A/C�compressor�is�Visteon.

11.3.�Independent�air�conditioning
Owing�to�the�fact�that�the�air�conditioning�compressor�in�the�F30�PHEV�is�electrically�operated�and
that�the�high-voltage�battery�unit�has�high�energy�and�power�densities,�a�stationary�climate�control
function�is�offered�to�the�customer�in�the�F30�PHEV.�For�stationary�air�conditioning,�the�IHKA�decides
which�measures�are�required�for�stationary�heating,�stationary�cooling�or�stationary�ventilation.
Prerequisites�for�activation�of�the�stationary�climate�control�are:

• Sufficient�state�of�charge�of�the�high-voltage�battery�unit�(state�of�charge�>�approx.�30%)
or�charging�cable�connected.
• Engine�switched�off�or�driving�readiness�deactivated.
• Ventilation�outlets�are�open,�allowing�the�air�to�escape.

The�customer�has�various�options�for�activating�the�stationary�climate�control:

• Via�the�menu�in�the�CID,�switch�on�directly�or�program�a�time.
• Via�the�button�on�the�remote�key�(fourth�button).
• Via�BMW�Remote�app.

182
F30�PHEV�High-voltage�Components
12.�Electrical�Heating
The�heat�exchanger�for�the�heating�system�of�the�F30�PHEV�is�integrated�in�the�coolant�circuit�of
the�combustion�engine�and�electrical�machine.�With�corresponding�heating�up�by�the�combustion
engine�a�sufficient�heater�output�for�heating�the�passenger�compartment�can�be�achieved.�Due�to
its�hybrid�concept,�the�combustion�engine�of�the�F30�PHEV�generates�significantly�less�heat�loss�in
many�driving�situations�and�is�not�able�to�heat�the�coolant�circuit�to�the�necessary�temperature.�This�is
why�the�F30�PHEV�has�electrical�heating.�In�principle,�this�functions�similar�to�an�instantaneous�water
heater.�Via�a�changeover�valve�a�separate�heater�circuit�can�be�formed,�which�is�kept�in�circulation�by
an�electric�coolant�pump.

The�electrical�heating�is�a�high-voltage�component�

Only�Service�employees�who�satisfy�all�the�prerequisites�are�permitted�to�work�on�the�designated
high-voltage�components:�suitable�qualifications,�compliance�with�the�safety�rules,�procedure
following�the�repair�instructions�to�the�letter.

F30�PHEV,�heater�circuit�in�coolant�circuit�of�combustion�engine�and�electrical�machine

183
F30�PHEV�High-voltage�Components
12.�Electrical�Heating
Index Explanation
1 Coolant/air�heat�exchanger�(coolant�circuit�of�combustion
engine�and�electrical�machine)
2 Electric�fan
3 Coolant�expansion�tank�(coolant�circuit�of�combustion
engine�and�electrical�machine)
4 Data-map�thermostat
5 Electric�coolant�pump�(coolant�circuit�of�combustion
engine�and�electrical�machine,�400 W)
6 Engine�oil�cooler
7 Exhaust�turbocharger
8 Combustion�engine
9 Electric�motor
10 Heat�exchanger
11 Double�valve
12 Electrical�heating
13 Electric�coolant�pump�(for�the�heater�circuit�20�W)
14 Electrical�changeover�valve
15 Thermostat�for�electrical�machine
16 Separated�coolant/air�heat�exchanger

184
F30�PHEV�High-voltage�Components
12.�Electrical�Heating
12.1.�Installation�locations�and�connections

F30�PHEV,�heater�circuit – Installation�locations

Index Explanation
1 Connection�from�the�coolant�circuit
2 Connection�to�the�coolant�circuit
3 Heat�exchanger
4 Electrical�changeover�valve
5 Electric�coolant�pump�(20 W)
6 Electrical�heating

185
F30�PHEV�High-voltage�Components
12.�Electrical�Heating

F30�PHEV,�connections�at�the�electrical�heating

Index Explanation
1 Connection�for�coolant�feed�line
2 Connection�for�coolant�return�line
3 Sensor�for�temperature�of�the�coolant�at�the�output�of�the�electrical�heating
4 Connection�for�potential�compensation�line
5 Signal�connector�(low-voltage�connector)
6 Connection�for�sensor
7 Connection�for�high-voltage�connector
8 Housing�of�the�electrical�heating

186
F30�PHEV�High-voltage�Components
12.�Electrical�Heating
12.2.�Operating�principle
If�the�driver�adjusts�a�desired�temperature�at�the�IHKA�controls,�the�IHKA�calculates�a�corresponding
nominal�temperature�and�compares�it�to�the�actual�output�temperature�of�the�electrical�heating.�There
is�a�temperature�sensor�at�the�electrical�heating�for�this�purpose.�This�way�the�IHKA�control�unit�can
decide�whether�the�heat�from�the�combustion�engine�is�sufficient�to�heat�the�passenger�compartment
or�whether�the�electrical�heating�should�be�switched�on.�If�the�temperature�of�the�coolant�is�too�low,
the�electrical�heating�can�heat�up�in�a�total�of�six�stages.�The�electrical�heating�is�always�condition-
based�thanks�to�this�control�operation.

12.2.1.�Low�coolant�temperature
At�a�low�coolant�temperature,�for�example�shortly�after�driving�off�or�during�purely�electric�driving,�the
electrical�changeover�valve�is�activated�by�the�front�electronic�module.�The�electrical�changeover�valve
blocks�the�supply�from�the�coolant�circuit�of�the�combustion�engine.�The�coolant�is�now�pumped�to
the�electrical�heating�by�the�electric�coolant�pump,�heated�and�conveyed�to�the�heat�exchanger.

12.2.2.�Coolant�temperature,�high
The�coolant�heated�by�the�combustion�engine�flows�through�the�de-energized,�open�changeover�valve
and�the�electrical�heating�to�the�heat�exchanger.�There�some�of�the�heat�is�released�into�the�air�flowing
through�the�heat�exchanger�and�ultimately�reaches�the�coolant�circuit�of�the�combustion�engine�again.
The�electrical�heating�is�switched�off,�but�the�electric�coolant�pump�is�active.

187
F30�PHEV�High-voltage�Components
12.�Electrical�Heating
12.2.3.�Heating�control
The�electric�coolant�pump�and�the�electrical�changeover�valve�are�12�V�components�and�are�activated
by�the�front�electronic�module�(FEM).

The�maximum�electrical�power�of�the�electrical�heating�is�4.6 kW�(280 V�and�20 A).�The�electrical
heating�is�realized�by�three�heater�coils,�each�with�a�power�of�approx.�0.75 kW,�1.5 kW�and�2.25 kW.
The�switching�of�the�heater�coils�(individually�or�together)�is�effected�within�the�electrical�heating�using
an�electronic�switch�(Power�MOSFET).

F30�PHEV,�heater�coils�in�the�electrical�heating

Index Explanation
1 Connection�for�coolant�feed�line
2 Connection�for�coolant�return�line
3 Sensor�for�temperature�of�the�coolant�at�the�output�of�the�electrical�heating
4 Connection�for�high-voltage�connector
5 Three�heater�coils

188
F30�PHEV�High-voltage�Components
12.�Electrical�Heating

F30�PHEV,�functional�wiring�diagram�for�the�electrical�heating

Index Explanation
1 Low-voltage�connector
2 Sensor�for�temperature�of�the�printed�circuit�board�of�the�control
unit�for�electrical�heating
3 Sensor�for�temperature�of�the�return�coolant
4 Electrical�heating�(control�unit)
5 Bridge�in�the�high-voltage�connector
6 Convenience�charging�electronics�(KLE)
7 Electric�Motor�Electronics�(EME)
8 Battery�management�electronics�(SME)
9 High-voltage�battery�unit
10 High-voltage�connector�at�electrical�heating
11 Hardware�shutdown�in�the�event�of�excessive�current�in�heater�coil�3
12 Hardware�shutdown�in�the�event�of�excessive�current�in�heater�coil�2
13 Hardware�shutdown�in�the�event�of�excessive�current�in�heater�coil�1
14 Electronic�switch�(Power�MOSFET)�for�heater�coil�1

189
F30�PHEV�High-voltage�Components
12.�Electrical�Heating
Index Explanation
15 Electronic�switch�(Power�MOSFET)�for�heater�coil�2
16 Electronic�switch�(Power�MOSFET)�for�heater�coil�3
17 Heater�coil�1
18 Heater�coil�2
19 Heater�coil�3

The�current�through�the�individual�strands�is�measured�and�controlled�by�the�electrical�heating�control
unit.�A�current�of�maximum�20�A�flows�in�a�voltage�range�of�250 V�to�400 V.�The�power�is�reduced
above�and�below�this�voltage�range.�At�increased�power�consumption�the�energy�supply�by�the
hardware�switching�is�interrupted.�This�switching�is�designed�so�that�even�in�the�event�of�a�fault�in�the
control�unit�a�power�cut�is�effected�safely.

Inside�the�electrical�heating�a�galvanic�separation�was�realized�between�the�high-voltage�circuit�and
the�low-voltage�circuit.

The�connections�for�local�interconnect�network�bus�and�voltage�supply�(terminal�30B)�are�located�at
the�low-voltage�connector.

The�high-voltage�contacts�of�the�round�connector�for�the�electrical�heating�are�protected�against
contact.�The�high-voltage�connector�of�the�electrical�heating�is�not�part�of�the�circuit�of�the�high-
voltage�interlock�loop.

A�contact�bridge�is�integrated�in�the�high-voltage�connector�beside�the�contacts�for�the�high�voltage.
The�contacts�of�the�bridge�in�the�high-voltage�connector�are�designed�as�leading�contacts.�This
means�when�removing�the�high-voltage�connector�the�contacts�of�the�high-voltage�bridge�are
separated�first.�The�voltage�supply�of�the�EH�control�unit�is�thus�interrupted�which�in�turn�causes�the
power�requirement�on�the�high-voltage�side�to�go�to�zero,�even�before�the�high-voltage�connector�is
removed�completely.�No�electric�arc�thus�arises�on�the�high-voltage�contacts.

Six�heating�stages�can�be�set�through�separate�or�combined�activation�of�the�individual�heater�coils.
The�request�for�switching�on�the�heating�comes�from�the�IHKA�control�unit�via�local�interconnect
network�bus.

Heater�coil Heating�stage Heater�output�kW


1 1 0.75
2 2 1,5
3 3 2,25
1+3 4 3.0
2+3 5 3,75
1+2+3 6 4.5

When�the�maximum�temperature�is�reached�or�if�the�maximum�permissible�current�level�is�exceeded,
the�heater�output�is�automatically�restricted�by�the�electrical�heating.

The�power�of�the�electrical�heating�is�also�reduced�in�ECO�PRO�mode�and�from�a�certain�state�of
charge�of�the�high-voltage�battery�unit.�The�electrical�heating�is�switched�off�in�the�event�of�system
faults.�The�electrical�heating�is�maintenance-free.

190
Bayerische�Motorenwerke�Aktiengesellschaft
Händlerqualifizierung�und�Training
Röntgenstraße�7
85716�Unterschleißheim,�Germany

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