01 - F30 PHEV - HV Components
01 - F30 PHEV - HV Components
01 - F30 PHEV - HV Components
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:�[email protected]
©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
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
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]
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.
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.
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.
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
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:
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.
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.
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:
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.
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.
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