BMW F04 Complete Vehicle Web

Technicaltraining.
Productinformation.
F04CompleteVehicle
BMWService
Generalinformation
Symbolsused
Thefollowingsymbol/signisusedinthisdocumenttofacilitatebettercomprehensionandtodrawat-
tentiontoparticularlyimportantinformation:
containsimportantsafetyguidanceandinformationthatisnecessaryforpropersystemfunctioning
andwhichitisimperativetofollow.
Informationstatusandnational-marketversions
TheBMWGroupproducesvehiclestomeettheveryhigheststandardsofsafetyandquality.Changes
intermsofenvironmentalprotection,customerbenefitsanddesignmakeitnecessarytodevelopsys-
temsandcomponentsonacontinuousbasis.Consequently,thismayresultindifferencesbetween
thecontentofthisdocumentandthevehiclesavailableinthetrainingcourse.
Asageneralprinciple,thisdocumentdescribesleft-handdrivevehiclesintheEuropeanversion.Some
controlsorcomponentsarearrangeddifferentlyinright-handdrivevehiclesthanthoseshownonthe
graphicsinthisdocument.Furtherdiscrepanciesmayarisefrommarketspecificorcountry-specific
equipmentspecifications.
Additionalsourcesofinformation
Furtherinformationontheindividualtopicscanbefoundinthefollowing:
intheOwner'sHandbook
intheintegratedservicetechnicalapplication
Contact:conceptinfo@bmw.de
2010BMWAG,Munich,Germany
ReprintsofthispublicationoritspartsrequirethewrittenapprovalofBMWAG,Munich
TheinformationinthedocumentispartoftheBMWGrouptechnicaltrainingcourseandisintended
foritstrainersandparticipants.RefertothelatestrelevantBMWGroupinformationsystemsforany
changes/supplementstothetechnicaldata.
Informationstatus:February2010
VH-23/InternationalTechnicalTraining
F04CompleteVehicle
Contents
1. Introduction............................................................................................................................................................................................................................................. 1
1.1. Identifyingfeatures..............................................................................................................................................................................................2
1.1.1. Exterior.................................................................................................................................................................................................. 2
1.1.2. Interior.................................................................................................................................................................................................... 3
1.2. Electricmotor.............................................................................................................................................................................................................. 4
1.3. Lithium-ionbattery.............................................................................................................................................................................................. 5
1.4. Drivingsituations.................................................................................................................................................................................................... 6
1.4.1. Automaticenginestart-stopfunction.................................................................................................. 6
1.4.2. Drivingoff......................................................................................................................................................................................... 6
1.4.3. Steadydriving............................................................................................................................................................................ 7
1.4.4. Acceleration...................................................................................................................................................................................7
1.4.5. Brakeenergyregeneration.................................................................................................................................... 7
1.5. Cooperation.....................................................................................................................................................................................................................8
1.6. Technicaldata............................................................................................................................................................................................................. 8
2. Powertrain.............................................................................................................................................................................................................................................. 11
2.1. ModifiedN63engine................................................................................................................................................................................... 11
2.1.1. Overview......................................................................................................................................................................................... 11
2.1.2. Beltdrive........................................................................................................................................................................................ 11
2.1.3. Coolingsystem.................................................................................................................................................................... 12
2.1.4. Enginecooling...................................................................................................................................................................... 13
2.1.5. Low-temperaturecoolingcircuit..............................................................................................................14
2.2. Electricmotor.......................................................................................................................................................................................................... 17
2.2.1. Overview......................................................................................................................................................................................... 17
2.2.2. Installationlocation....................................................................................................................................................... 17
2.2.3. Design................................................................................................................................................................................................ 18
2.2.4. Serviceinstructions......................................................................................................................................................25
2.3. ModifiedGA8HP70Zautomatictransmission..................................................................................................... 26
2.3.1. Generalhardwarerequirements............................................................................................................... 26
2.3.2. Hydraulicpressureaccumulator...............................................................................................................26
2.3.3. Modifiedfunctions......................................................................................................................................................... 32
2.4. Shaftsandreardifferential................................................................................................................................................................. 33
2.5. Newautomaticenginestart-stopfunction................................................................................................................34
2.5.1. Overview......................................................................................................................................................................................... 34
2.5.2. Functionfromthecustomer'spointofview..........................................................................34
2.5.3. Distributedfunction......................................................................................................................................................36
3. HybridBrakingSystem.................................................................................................................................................................................................40
3.1. Systemoverview................................................................................................................................................................................................. 40
3.2. Functions........................................................................................................................................................................................................................ 41
3.2.1. Hydraulicandregenerativebraking..................................................................................................... 41
F04CompleteVehicle
Contents
3.2.2. Specialstates.........................................................................................................................................................................46
3.3. SystemComponents................................................................................................................................................................................... 47
3.3.1. Plungerbrakemastercylinder.................................................................................................................... 47
3.3.2. DynamicStabilityControl................................................................................................................................... 50
4. BusSystems..................................................................................................................................................................................................................................... 51
4.1. BusChartOverview.......................................................................................................................................................................................52
4.2. Newcontrolunitsandbussystems.................................................................................................................................... 54
4.2.1. Electricmotorelectronics(EME)............................................................................................................ 54
4.2.2. HybridCAN(H-CAN)................................................................................................................................................. 55
4.2.3. Batterymanagementelectronics(SME)..................................................................................... 56
4.2.4. ElectricA/Ccompressor...................................................................................................................................... 56
4.3. Adaptedcontrolunits................................................................................................................................................................................. 57
4.3.1. IHKA...................................................................................................................................................................................................... 57
4.3.2. Instrumentcluster........................................................................................................................................................... 57
4.3.3. CIC........................................................................................................................................................................................................... 57
4.3.4. DME....................................................................................................................................................................................................... 57
4.3.5. DSC........................................................................................................................................................................................................ 57
4.3.6. ACSM.................................................................................................................................................................................................. 58
4.4. Omittedcontrolunits.................................................................................................................................................................................. 58
5. PowerSupply.................................................................................................................................................................................................................................. 59
5.1. Energymanagement.................................................................................................................................................................................... 60
5.1.1. Vehiclestartingcapability................................................................................................................................... 60
5.1.2. Startingaid................................................................................................................................................................................. 60
5.2. Terminalcontrol....................................................................................................................................................................................................62
5.2.1. "Readytodrive"mode............................................................................................................................................ 64
5.3. Reversepolarityprotection................................................................................................................................................................ 64
6. High-voltageBatteryUnit........................................................................................................................................................................................ 65
6.1. Overview.......................................................................................................................................................................................................................... 65
6.1.1. Installationlocationandexternalcharacteristics............................................................ 65
6.1.2. Systemwiringdiagram............................................................................................................................................68
6.1.3. High-voltagebattery....................................................................................................................................................69
6.1.4. Batterymanagementelectronics ......................................................................................................... 71
6.1.5. High-voltageconnection...................................................................................................................................... 72
6.1.6. High-voltagesafetyconnector(ServiceDisconnect)..............................................73
6.1.7. Overcurrentprotection............................................................................................................................................ 75
6.1.8. Coolingsystem.................................................................................................................................................................... 75
6.2. Functions........................................................................................................................................................................................................................ 80
6.2.1. Startingthehigh-voltagesystem........................................................................................................... 80
F04CompleteVehicle
Contents
6.2.2. Shuttingoffthehigh-voltagesystem...............................................................................................81
6.2.3. Fastshut-offofthehigh-voltagesystem................................................................................... 81
6.2.4. Chargingandoperationalstrategy....................................................................................................... 82
6.2.5. Monitoringfunctions...................................................................................................................................................82
6.3. ServiceInstructions....................................................................................................................................................................................... 86
6.3.1. Installationandremoval......................................................................................................................................... 86
6.3.2. Chargingandstartingaid....................................................................................................................................86
6.3.3. Safeworkingpracticesforworkingonahigh-voltagesystem.................. 87
6.3.4. Procedureafteranaccident........................................................................................................................... 90
7. PowerElectronics................................................................................................................................................................................................................... 92
7.1. Installationlocationandconnections................................................................................................................................ 92
7.2. SystemOverview............................................................................................................................................................................................... 95
7.3. Functions........................................................................................................................................................................................................................ 96
7.3.1. DC/DCconverter............................................................................................................................................................... 96
7.3.2. Connectiontotheelectricmotor........................................................................................................... 99
7.3.3. Connectionforhigh-voltagebattery............................................................................................. 100
7.3.4. EMElow-voltageconnector....................................................................................................................... 101
7.3.5. CoolingoftheEME..................................................................................................................................................103
7.3.6. Reversepolarityprotection.......................................................................................................................... 104
7.4. ServiceInstructions................................................................................................................................................................................... 104
8. DisplaysandControls................................................................................................................................................................................................ 106
8.1. "Readytodrive"displays................................................................................................................................................................. 106
8.2. Displayswhiledriving............................................................................................................................................................................. 107
8.3. Displayswhenaccelerating.......................................................................................................................................................... 108
8.4. Displayswhenbraking.......................................................................................................................................................................... 109
8.5. DifferencesbetweentheEuropeanandUSversions.......................................................................... 110
8.6. AdditionaldisplaysintheCID................................................................................................................................................... 111
8.7. Hybrid-specificCheckControlmessages............................................................................................................. 111
9. ClimateControl....................................................................................................................................................................................................................... 113
9.1. ElectricA/Ccompressor....................................................................................................................................................................113
9.1.1. StructureoftheelectricA/Ccompressor............................................................................. 115
9.2. Refrigerantcircuit.......................................................................................................................................................................................... 119
9.3. Newfeatures.........................................................................................................................................................................................................120
9.3.1. Independentairconditioning.................................................................................................................... 120
9.3.2. ResidualCooling........................................................................................................................................................... 121
F04CompleteVehicle
1.Introduction
AspartofBMWEfficientDynamics,theBMWGroupbeganearlyontodevelopawidevarietyofmea-
suresforpromotingefficiency.Thesemeasureshavesincebeenimplementedacrosstheentiremodel
lineandareincludedasstandardequipment.
BMWActiveHybridisanimportantmodulewithinthedevelopmentstrategyofBMWEfficientDynam-
icsandisbasedonthemodularprinciple"BestofHybrid".Itenablesintegrationoftheoptimumcom-
ponentsforeachofthedifferentvehicleclasses.Theprimarydevelopmentobjectivesare,ontheone
hand,aconsiderableincreaseinefficiency,i.e.areductioninfuelconsumptionofupto20percentin
thelegallymandatedconsumptiontestcyclewithlowerCO2emissionscomparedtoBMWmodels
withaconventionalengine.Ontheotherhand,theBMWGroupwantstoofferthemostdynamichy-
bridvehicleinthecompetitiveenvironment.
ActiveHybrid7
OntheheelsoftheActiveHybridX6,inspring2010BMWlauncheditssecondseries-productionvehi-
clewithhybridtechnology,theBMWActiveHybrid7(F04).Unlikealltheotherhybridvehiclescurrently
availableonthemarket,theActiveHybrid7ischaracterizedbythefactthat,inadditiontohighefficien-
cy,itdeliversequallygreatperformanceandagilitytherebyprovidingtheultimatebenchmarkwhenit
comestovehicledynamicsamidstthecompetition.
ThepowertrainoftheBMWActiveHybrid7includesanespeciallytuned(gasolinepoweredV8)N63
enginewith450hp/330kW(5500-6000rpm)supplementedbyanelectricmotorwith20hp/15kW
(900-4500rpm)locatedinsidethetransmissionbellhousing.Themaximumpoweroutputis455
hp/342kW(5500-6000rpm)withamaximumtorqueof515lb-ft(700Nm).Theelectricmotorin-
creasesoverallpowerandreducesfuelconsumptionasitfunctionsasagenerator(duringvehiclere-
generativebraking)toprovidecurrentbacktothelithium-ionbatterypacklocatedinthetrunk.The
sameelectricmotorisalsousedtostartthegasolineengine,eliminatingtheneedforatraditional
starter.
Althoughthemotorrelievestheloadonthecombustionengineandprovidesasupplementalpower
boostduringcertainaccelerationsituations,itcannotpropelthevehiclebyitself.Thisclassifiesthe
powertrainasamildhybrid.Delivering12-cylinderperformancewith6-cylinderfuelconsumption,
theBMWActiveHybrid7offersnoticeablybetterperformance(whenacceleratingfromastandstill)
andalsohasbetterlow-endtorquethantheBMW750i.Thehybridsystemhasanexcessweightof
onlyabout165lb(75kg)comparedwiththeconventionalpowertrain.The8-speedautomatictrans-
missionhasthesamedesignasthatoftheBMW760i/Li.Thevehiclealsoincorporatesastop/start
function,knownasAutoStart/Stop.Thissystemincreasesfuelefficiencybystoppingtheengine
whenthevehiclecomestoastop,withoutanydriverinteractionandrestartingitwhenthedrivercon-
tinues.
1
F04CompleteVehicle
1.Introduction
TheF04(shortwheelbase)acceleratesfrom0to60mphin4.7secondsandthelongwheelbasever-
sionin4.8seconds.Theoverallcombinedfueleconomyisapreliminary20mpg.Thevehicle'sCO2
emissionsequatetoavalueof219gramsperkilometer.ItalsocomplieswiththeAmericanLEV-IIex-
haustemissionstandards.
1.1.Identifyingfeatures
1.1.1.Exterior
BMWActiveHybridvehiclesdifferexternallyfromotherBMWvehiclesthroughvariousfeatures.These
include,theexclusiveexteriorcolor"Bluewatermetallic",whichsignifiestheinnovativeBMWActive-
Hybridtechnology.Thisprimaryexteriorcolor(withintheSeries)isreservedexclusivelyforActiveHy-
bridvehicles.HowevercustomerscanalsochooseothercolorsfortheirActiveHybridvehiclesandor-
dertheirActiveHybrid7asashortorlongwheelbase(ActiveHybrid7/ActiveHybrid7L).
Exterioridentifyingfeatures
Index Explanation
1 "Bluewatermetallic"paintcolor
2 "ActiveHybrid7"badgeonthetrunklid
3 "ActiveHybrid7"badgeonbothC-pillars
4 Doorsillstripswith"ActiveHybrid7"wordingfeaturing4timesinthelong
versionandonlyatthefrontinthenormalversion
5 Aerowheel(Streamline357)
2
F04CompleteVehicle
1.Introduction
TherimsoftheBMWActiveHybrid7havetheirownoriginallook.Notonlydoesthedirectionalturbine
bladeshapelookgood,italsoimprovesthecar'saerodynamics(2g/kmfewerCO2emissions).
The"ActiveHybrid7"badgeappearsonthetrunklid.ThiswordingisalsofeaturedonbothC-pillars.
Thedoorsillstripsfeaturingthe"ActiveHybrid7"wordingenhancetheappearanceofthedoorentry
area.Intheluggagecompartmentthewording"ActiveHybridPowerUnit"isfeaturedonthecasingof
thehigh-voltagebattery.
1.1.2.Interior
Theluxurious"Oyster"colorintheBMWActiveHybrid7innappaleatherlendstheinterioranappear-
anceofhighqualityandsophistication.
Interioridentifyingfeatures
Index Explanation
1 Hybrid-specificdisplaysintheinstrumentcluster
2 Hybrid-specificdisplaysintheCID
Iftheysowish,thecustomercandisplayintheCIDthehybrid-specificpower/energyflowsortheelec-
tricalenergyconsumptionfromthelast15minutes.
3
F04CompleteVehicle
1.Introduction
1.2.Electricmotor
Electricmotorand8-speedautomatictransmissionintheF04
Theelectricmotorconnectedtothecrankshaftandlocatedbetweenthecombustionengineandthe
transmissiondevelops20hp/15kWandsupportsthe8-cylinderengineindrivingoffandaccelerating
withatorqueofupto155lb-ft(210Nm).Theelectricmotoralsopermitsareductioninfuelconsump-
tionbyloweringtheenginerevsupto600rpm.Itactsasastarterorgenerator,dependingonthedriv-
ingsituation.Thisisusefulaboveallinheavyurbantraffic,becauseitprovidesforabarelyperceptible
automaticenginestart-stopfunction.Ingeneratormodetheelectricmotorgenerateselectricalenergy
throughcoastingandbrakeenergyregeneration,whichisstoredinthelithium-ionbattery.Thepower
outputoftheelectricmotorcanincreaseupto25.5hp(19kW)inthismode.
4
F04CompleteVehicle
1.Introduction
1.3.Lithium-ionbattery
Lithium-ionbatteryintheF04
Thetechnicalhighlightoftheprogressivemildhybriddriveisthehighlyefficientlithium-ionbattery.
Relativelynewtotheautomotiveindustry,ithasthehighestenergydensityofallbatterytypes.Itison-
lyslightlylargerthanaconventional12Vbatteryandweighsonlyabout62lb(28kg).Becauseofits
compactvolumeithasbeenincorporatedintheinstallationspaceofthe(optional)rearairconditioner
andintegratedinthevehicle.Thelithium-ionbatteryhasacapacityof0.9kWhandisideallysuitable
foruseinmildhybridvehicles,whichbecauseoftheirdesigndonotneedamorepowerfulbattery.The
BMWActiveHybrid7andtheMercedes-BenzS400Hybridaretheworld'sfirsthybridvehiclestofea-
turethisparticularlypowerfulbatterytechnology.
5
F04CompleteVehicle
1.Introduction
1.4.Drivingsituations
1.4.1.Automaticenginestart-stopfunction
ActiveHybrid7
AstheBMWActiveHybridX6theBMWActiveHybrid7isalsoequippedwithanautomaticengine
start-stopfunctioninconjunctionwithanautomatictransmission.Theautomaticenginestart-stop
functionswitchesoffthecombustionenginewhenatidle,forexample,ataredlightorinatrafficjam.
ThismeansthattheengineisnotemittingCO2andfuelconsumptionisreduced.Whilethevehicleis
atastandstillthehigh-voltagebatterysuppliespowerforclimatecontrol,vehiclelights,etc.Ifthestate
ofchargeofthehigh-voltagebatteryisnotsufficienttocovertheseloads,thecombustionengineis
startedtochargethehigh-voltagebatteryusingtheelectricmotorandprovideenoughelectricalener-
gytopowerthevariousconsumers.
Forthefirsttimetheclimatecontrolsystemcancontinuetorunevenwhenthecombustionengineis
switchedoff,becausetheclimatecontrolissuppliedwithpowerdirectlyviathehigh-voltageelectrical
systemfromthelithium-ionbattery.Thisenergymanagementconceptfacilitatestheoperationofthe
independent(parked-car)airconditioning,whichwhenrequired,canbesetuptocooltheinteriorof
theBMWActiveHybrid7toasignificantlylowertemperaturebeforethecustomerentersthevehicle.
1.4.2.Drivingoff
Whenthedriver'sfootcomesoffthebrakepedal,thecombustionengineisquicklystartedandwith
minimalvibration.WhentheAutomaticHoldfunctionisactivatedthecombustionengineisstartedon-
lywhentheacceleratorpedalispressed.
Powerdevelopmentbeginsjustaboveidlespeed.Theresultingdynamicresponseisfurtherrein-
forcedbytheadditionaldrivetorquedevelopedbytheelectricmotor.Theresponsetotheaccelerator
pedaloftheBMWActiveHybrid7(especiallywhendrivingofffromastandstill)producesanacceler-
6
F04CompleteVehicle
1.Introduction
ationperformancethusfarunmatchedneitherbyothercombustionenginevehiclesnorbyanycom-
petitorhybridmodel.Acceleratingfrom0to100km/h(62mph)in4.9splacestheF04amongtheper-
formanceofthetop-classsportscars.
Anewlydevelopedhydraulicpressureaccumulatorensuresanacceleratedbuild-upoftransmission
fluidpressureinthe8-speedautomatictransmissionthatenablesthevehicletodriveoffveryquickly
justafterstartingtheengine.
1.4.3.Steadydriving
Whilethevehicleisdrivingonthecombustionenginetheelectricmotorcan(dependingonthedriv-
ingspeedandthestateofchargeofthebattery)beoperatedindifferentmodes.Combustionengines
donotoperateatmaximumefficiencywhenrequiredtopropelthevehicleatlowtomediumspeeds.
Theelectricmotor,incontrast,iscapableofdeliveringfulltorqueatverylowrpm.Whenthehigh-volt-
agebatteryissufficientlycharged,theelectricalenergycanbedrawnfromthebatteryinordertoplace
thecombustionengineinamorefavorableloadrangeandtherebyoptimizeitsefficiency.Acombus-
tionenginecanoperateatmaximumefficiencywhenthevehicleisbeingdrivenatasteady,relatively
highspeed.Atthisendoftheperformancebandtheelectricmotorwouldhavetodrawtoomuchener-
gyfromthehigh-voltagebattery,therefore,thecombustionengineistheprimarydrivingsourceunder
theseconditions.Ifthehigh-voltagebatteryisinalowstateofcharge,partofthepowerdevelopedby
thecombustionengineisusedtorechargethebatterythroughtheelectricmotor.
1.4.4.Acceleration
Theparticularadvantageoftheelectricmotorliesinitsspontaneousandstrongperformancewhen
drivingoff.Thedrivergetsaimpressivesenseofthiswhenacceleratingorovertakinganothervehi-
cle.Whensharpaccelerationisneededfromacompletestop,toovercomeasteepgradientortopass
slowertraffic,ifthehigh-voltagebatteryissufficientlycharged,itspowercanbetappedandthead-
ditionalforcemadeavailableaskineticenergythroughtheelectricmotor.Thisisknownastheboost
function.Thecombinationofthepoweroutputsofthecombustionengineandtheelectricmotor
achieveslevelsofdrivingdynamicsandpowerfulaccelerationnormallyencounteredinvehicleswith
largermorepowerfulengines.Theelectricmotoractsherelikeakindof"electricturbocharger",which
alsosupportsthecombustionenginewhenacceleratinganddoessowithoutadditionalfuelconsump-
tion.
1.4.5.Brakeenergyregeneration
Whenthedriver'sfootcomesofftheacceleratorpedal,theelectricmotoractsasageneratortogen-
erateelectricpowerwithoutconsumingfuel.Likeabicycledynamo,itconvertsthekineticenergyof
therollingvehicleintoelectricalenergy.Thehighstoragecapacityofthehigh-voltagebatterymakesit
possibletotakeadvantageoftheenergyrecoverypotential.
Theabilitytoutilizethekineticenergythatwouldotherwisebeshedondescentsorwastedwhenthe
carisdeceleratingisoneofthemainadvantagesofahybriddrive.Insteadoftheenergyonlybeing
convertedintoheatatthebrakes,itisconvertedbytheelectricmotor(whichfunctionsasagenerator)
intoelectricalenergyandstoredinthehigh-voltagebattery.Thisenergy,whichcanbereusedlater,
doesnothavetobegeneratedbythecombustionengine.Ifthedriverbrakeslightly,theelectricmotor
generatesevenmorepowerandactslikeanenginebrake.Thisisknownasrecuperationorregenera-
tivebraking.Themechanical/hydraulicbrakesdonotneedtoworkuntilstrongerbrakingisrequired.
7
F04CompleteVehicle
1.Introduction
1.5.Cooperation
Inordertobringvariousconceptswithinnovativesolutionstomarketfaster,theBMWGroupworked
incooperationwithtwoothermanufacturers.Fromthisunionarisedcomponentsfordifferenthybrid
conceptsthatallowedtheuseofamodularsystemfordevelopingdriveconceptstailoredtothere-
spectivevehicletypesandthathaveahighsavingspotential.
Forthefullhybridvehicle,theActiveHybridX6,Chrysler,DaimlerandGeneralMotorsparticipated
withinthe"GlobalHybridCooperation".
ThehybridcomponentsusedintheBMWActiveHybrid7comefromthecooperationbetweenBMW
andDaimler.Thepurposeofthiscooperationistodevelopandtestcomponentswhichareusedashy-
briddrivesforluxuryperformancevehicles.Apartfromtheelectricmotorandthelithium-ionbattery,
thepowerelectronicsforthehigh-voltageelectricalsystemoftheBMWActiveHybrid7alsoemerged
fromthiscooperation.Themanufacturersintegratethehybridcomponentsintotherespectivevehi-
clesinaccordancewithindividual,brand-specificrequirements.Thisoriginalcharacteristicisexem-
plifiedintheBMWActiveHybrid7byitscombinationofan8-cylinderenginewithanelectricmotor.
BMWActiveHybridisbasedonamodularprinciplewhich,followingthe"BestofHybrid"strategy,en-
suresperfectintegrationoftheoptimumcomponentsinvariousvehicleconcepts.Thusthemildhy-
bridconceptoftheBMWActiveHybrid7isjustasideallytailoredtothemodel-specificrequirements
asthefullhybridconceptfortheBMWActiveHybridX6.
Throughconsistentuseofcommoncomponents,productionplantsandsuppliers,thecooperation
enablessignificantcostadvantages,fromwhichthecustomeralsobenefits.
1.6.Technicaldata
TheActiveHybrid7willonlybeavailableinaleft-handdriveversion.Itsintroductionwillthereforenot
beworldwide,butinsteadlimitedtoselectedmarkets.
BMWActive- BMW750i Mercedes LexusLS600h

Hybrid7 S400Hy-
brid
Engineand
transmission
Design/no.of V8/4 V8/4 V6/4 V8/4
cylinders/valves
percylinder
Displacement cm
3 4395 4395 3498 4969
Transmission 8-speedauto- 6-speedauto- 7-speedau- Infinitelyvariable

matic matic tomatic automatic
Drivetrain Rear-wheel Rear-wheel Rear-wheel Four-wheel
Maximumcom- hp 440(330) 400(300) 205(279) 290(394)
bustionengine (kW) 55006000 55006400 6000 6400
power rpm
Combustionen- lb-ft 480(650) 450(600) (350) (520)
ginetorque (Nm) 20004500 17504500 24005000 4000
rpm
8
F04CompleteVehicle
1.Introduction
Hybrid7 S400Hy-
brid
Completesys- hp 455(342) 400(300) 200(220) 445(327)
tempower (kW) 55006000 55006400
rpm
Overalltorque lb-ft 515(700) 450(600) (385) Nodata
(Nm) 20003000 17504500
rpm
Batterytype Lithium-ion - Lithium-ion Nickelmetalhy-
dride
Vehicleperfor-
mance
Acceleration s 4.9 5.2 7.2 6.3
0100km/
h/62mph
Maximumspeed mph 155(250) 155(250) 155(250) 155(250)
(limited) (km/h)
Fueleconomy
andemissions
City mpg 17 15 19 20
Highway mpg 26 22 26 22
Combined mpg 20 17 22 20
COemissions g/km 219 266 186 219
Dimensions
andweights
Length/width/ mm 5072/ 5072/ 5096/ 5030/
height 1902/ 1902/ 1871/ 1875/
1485 1479 1485 1465
Wheelbase/turn- mm/ 3070/12.5 3070/12.2 3035/no 2970/nodata
ingcircle m data
Trackwidth mm 1621/1632 1611/1650 1600/1606 1630/1635
front/rear
Vehiclecurb kg 2120 2020 1955 2345
weight
9
F04CompleteVehicle
1.Introduction
Hybrid7 S400Hy-
brid
Payloadinac- kg 590 630 595 385
cordancewith
DIN
Fueltankcapac- l 80 82 84 80
ity
Luggagecom- l 460 500 560 390
partmentcapac-
ity
TheF04andF01/F02differnotonlyinthetechnicaldatabutalsointherangeofoptionalequipment
offered.
ThemostimportantoptionalequipmentwhichisnotofferedintheF04isbrieflysummarizedbelow:
xDrivefour-wheeldrivesystem(installationlocationofthefrontdifferentialistakenupbythe
powerelectronics)
IntegralActiveSteering
DynamicDrive
ActiveCruiseControlwithStop&Gofunction
Extendedrearairconditioning(rearairconditioner,installationlocationistakenupbythelithi-
um-ionbattery)
10
F04CompleteVehicle
2.Powertrain
2.1.ModifiedN63engine
2.1.1.Overview
TheN63B44O0enginefromtheF01/F02isusedintheF04.
Theenginehashoweverbeenmodifiedinthefollowingareas:
Enginemanagement
Technicaldata
Auxiliarycomponents
Beltdrive
Coolingsystem
TheenginemanagementDME(DigitalEngineElectronics)intermsofitshardwareisessentiallythe
sameasthatintheF01/F02(MSD85),buthasanadditionalCANconnection.AswellasthePT-CAN
andthePT-CAN2theDMEintheF04alsocommunicatesviatheHybrid-CAN(H-CAN)withtheelec-
tricmotorelectronics.TheDMEsoftwarehasbeenadaptedtothisnewcommunicationinterface:The
DMEcoordinatesthetwodrives,i.e.thedrivetorquerequestedbythedriveris(dependingonthedriv-
ingsituation)distributedtothecombustionengineandtheelectricmotor.
Themaximumpoweroutputandthemaximumtorqueoftheenginehavebeenincreasedexclusively
throughadaptationofthesoftware.Thetablebelowshowsthedifferenceinthesedatabetweenthe
F01/F02andtheF04.
Data Unit N63B44O0inF01/F02 N63B44O0inF04

Maximumpower hp[kW] 400[300] 440[330]
atenginespeed [rpm] 55006400 55006000
Maximumtorque lb-ft[Nm] 450[600] 480[650]
atenginespeed [rpm] 17504500 20004500
ThefollowingauxiliarycomponentsontheN63enginearenotfeaturedintheF04:
Starter(combustionengineisstartedbytheelectricmotorofthehybriddrive)
14Valternator(14Velectricalsystemissuppliedwithpowerbythehigh-voltageelectrical
system)
MechanicallydrivenA/Ccompressor(replacedbyanelectricallydrivenA/Ccompressor).
2.1.2.Beltdrive
TheomittedauxiliarycomponentsmeanthattheF04N63enginefeaturesasimplifiedbeltdrive(pic-
turedbelow).
11
F04CompleteVehicle
2.Powertrain
BeltdriveforN63engineintheF04
Index Explanation
1 Beltpulleyofmechanicalcoolantpump
2 Belttensioningdevice
3 Beltpulleyofpowersteeringpump
4 Poly-Vbelt
5 Belttensioningpulley
6 Beltpulleyontorsionalvibrationdamper
Thecombustionenginethereforeonlydrivesthemechanicalcoolantpumpandthepowersteering
pumpwiththeaidofthebelt.Apoly-Vbeltisusedinsteadofanelasto-beltasontheF01/F02.There-
foreitcannotbetensionedeitherviathe"revolvertensioningsystem",whichisvisibleonthebeltpul-
leyonthetorsionalvibrationdamper.Insteadtheseparatetensioningpulleymustbeusedtotension
thebelt.ThetorsionalvibrationdamperhasbeenalteredwhencomparedwiththeN63engineinthe
F01/F02.ThereasonforthisisthegreatlymodifieddrivetrainintheF04,inwhichtheelectricmotor
hasbeenintegratedandbecauseofwhichthevibrationalbehavioratthecrankshafthaschanged.
2.1.3.Coolingsystem
TheF04N63enginehastwoseparatecoolingcircuits(asF01/F02).Oneservestocooltheengine,
whiletheotherisalow-temperaturecoolingcircuitwhichservestocoolthechargeair(intercoolers),
theenginemanagementandthepowerelectronicsfortheelectricdrive.
12
F04CompleteVehicle
2.Powertrain
2.1.4.Enginecooling
Themaincoolingcircuitforenginealsosuppliesthebearingsoftheturbochargerwithcoolant.A20W
auxiliarycoolantpumpsupportsthemechanicalmaincoolantpumpandcirculatescoolantthroughthe
turbochargerevenaftertheenginehasbeenstopped.
Index Explanation
1 Radiator
2 Transmissioncooler
3 Coolanttemperaturesensoratradiatoroutlet
4 Electricfan
5 Electricauxiliarycoolantpumpforturbochargercooling
6 Mapthermostat
7 Coolantpump
8 Turbochargers
9 Heatermatrix
13
F04CompleteVehicle
2.Powertrain
Index Explanation
10 Duoheatervalve
11 Electricauxiliarycoolantpumpforvehicleheating
12 Ventilationlineofthecylinderheads
13 Coolanttemperaturesensoratengineoutlet
14 Coolantexpansiontank
15 Ventilationlineoftheradiator
16 Transmissionfluid-to-coolantheatexchanger
17 Separateauxiliarycoolantradiator
ComparedwiththeF01/F02theenginecoolingcircuitoftheF04hasbeenmodifiedandinsteadisthe
sameasthatintheE72.Coolantiscirculatedthroughthebearingsoftheturbochargersandthetrans-
missionfluid-to-coolantheatexchangerviathesuctionsideoftheauxiliarycoolantpump(thishasim-
provedtransmissionfluidcooling).AsintheothermodelsfeaturingtheN63enginethispumpcanrun
onevenafterthecombustionenginehasbeenswitchedoffinordertodissipatetheresidualheatfrom
theturbochargers.Dependingonthesituation,thepumpmayrunfor15to20minutesaftertheen-
gineistunedoff.
2.1.5.Low-temperaturecoolingcircuit
Thelow-temperaturecoolingcircuitoftheF04isbasedonthatoftheF01/F02withN63engine.In
theF04ItisalsousedforcoolingthechargeairandtheDMEbuthastheadditionaltaskofcoolingthe
powerelectronicsfortheelectricdrive,referredtoas"electricmotorelectronics(EME)".Thelow-tem-
peraturecircuitoftheF01/F02hasthereforebeenextendedfortheF04toincludethisadditionalcir-
cuit.
14
F04CompleteVehicle
2.Powertrain
Low-temperaturecoolingcircuitoftheF04
Index Explanation
1 Radiator
2 50WelectriccoolantpumpinthecircuitforchargeairandDMEcooling
3 DigitalEngineElectronics(DME)
4 Chargeaircooler(Intercooler)
5 Ventline
7 Chargeaircooler(Intercooler)
8 Electricmotorelectronics(EME)
9 50WelectriccoolantpumpintheEMEcoolingcircuit
Theadditionalcircuitfortheelectricmotorelectronicsconsistsofthemodifiedexpansiontank,an
additionalelectriccoolantpumpandthelinestotheelectricmotorelectronics.Theelectriccoolant
pumpintheEMEcircuithasamaximumpoweroutputof50WandisactivatedbytheEMEasafunc-
tionofitscoolingdemand.
15
F04CompleteVehicle
2.Powertrain
Coolingcircuit,electricmotorelectronics
Index Explanation
2 Returnline,electricmotorelectronicscoolantexpansiontank
4 Feedline,electriccoolantpumpelectricmotorelectronics
5 50Welectriccoolantpump
6 Feedline,coolantexpansiontankelectriccoolantpump
TheEMEcircuitisnotdirectlyconnectedtothecoolant-to-airheatexchanger.Insteadtheexpansion
tankserveshereasamixer,i.e.thecoolantfromtheEMEcoolingcircuitdissipatesthermalenergyto
thecoolantintheexpansiontank.CoolingoftheEMEcanthusbecontrolledtoalargeextentinde-
pendentlyofthechargeaircoolingcircuit.CoolingofthechargeairandtheDigitalEngineElectronics
isnotnegativelyaffectedbythis.Thecoolantisfirstcooledinthecoolant-to-airheatexchangerbefore
flowingtothechargeaircoolersandtheDigitalEngineElectronics.
16
F04CompleteVehicle
2.Powertrain
2.2.Electricmotor
2.2.1.Overview
TheelectricmotorismanufacturedbyZFSachsAG,thedriveandchassiscomponentsdivisionofthe
ZFGroup.
TheelectricmotorisusedintheF04forthefollowingfunctions:
Automaticenginestart-stopfunction
Supportofthecombustionengine(boostfunction)
Brakeenergyregeneration
ThecombustionengineoftheF04isstartedbytheelectricmotor,thiseliminatestheneedtousea
conventionalstarter.
TheF04doesnothaveaconventional14Valternatoreither,astheelectricmotorassumesthisfunc-
tioninconjunctionwithaDC/DCconverter.
Thetechnicaldataoftheelectricmotoraresummarizedinthetablebelow.
Data ElectricmotorintheF04
Weight 50.7lb(23kg)
Nominalvoltageduringdriveoperation 105V
Maximumpoweroutputduringdriveoperation 20hp(15kW)
Maximumtorqueforstartingthecombustionengine 155lbft(210Nm)at0400rpm
Maximumtorqueduringdriveoperation 118lbft(160Nm)at1000rpm
Nominalvoltageduringgeneratoroperation 135V
Maximumpoweroutputduringgeneratoroperation 25.5hp(19kW)
Theelectricmotorisahigh-voltagecomponent.Thevoltageisgeneratedbytheelectricmotorelec-
tronicsandreachesvaluesinexcessof100VACdependingontheoperatingstatus.Theelectricmo-
torelectronicsalsoassumesthetaskofregulatingtheelectricmotorduringdriveandgeneratoroper-
ation.
2.2.2.Installationlocation
Therotoroftheelectricmotorisconnectedtothecrankshaftofthecombustionengineandtothe
torqueconverteroftheautomatictransmission.Thearrangementofthedrivetraincomponentsisthe
sameasthatofaparallelhybrid.Thetorquesofbothdrives,i.e.fromthecombustionengineandthe
electricmotor,canactsimultaneouslyonthetransmissioninputshaft.
17
F04CompleteVehicle
2.Powertrain
InstallationlocationofelectricmotorintheF04
Index Explanation
1 Combustionengine(N63engine)
2 Electricmotor
3 Torqueconverter,automatictransmission
4 Automatictransmission(GA8HP70Z)
BecausetheF04isamildhybrid,100%electricdrivingisnotpossible.Therefore,aclutchisrequired
betweentheelectricmotorandthecombustionengine.Therotationalspeedsofthecrankshaft,the
electricmotorandthetransmissioninputshaftarethusidenticalinalldrivingstates.Consequently,
theelectricmotorontheF04alwaysrotatesinonedirection.Unliketheelectricmotors(Emachines)
intheactivetransmissionoftheE72,theelectricmotorintheF04cannotreversedirection.
2.2.3.Design
Themostimportantcomponentsoftheelectricmotorare:
18
F04CompleteVehicle
2.Powertrain
Rotorandstator
High-voltageconnection
Temperaturesensor
Rotorpositionsensor
Crankshaftsensor
Rotorandstator
Apermanent-fieldsynchronousmachinewhichisdesignedasanouterrotorisusedfortheelectric
drive."Outerrotor"meansthattherotorisarrangedwiththepermanentmagnetsarrangedinaring
shapeontheoutside.Thewindingsforgeneratingtherotatingfieldarelocatedontheinsideandform
thestator.
Designofelectricmotor
19
F04CompleteVehicle
2.Powertrain
Index Explanation
1 Rotor
2 Stator
3 Windingsinthestator
4 Permanentmagnetsintherotor
5 High-voltageconnection
6 Rotorpositionsensor
7 Rotor(innerpartconnectedtothecrankshaft)
8 Crankshaftsensor
9 Temperaturesensor
Temperaturesensor
Thewindingsoftheelectricmotormustnotexceedatemperatureofabout392F(200C)duringop-
eration.Thetemperatureisthereforerepresentativelymeasuredinoneofthewindingswiththeaidof
atemperaturesensor.Athermistorwithnegativetemperaturecoefficient(NTC)isusedforthispur-
pose.
Theelectricmotorelectronicsusesvoltageandcurrentmeasurementstodeterminetheresistance
andcalculatesthetemperaturefromthesemeasurements.Ifthetemperatureofthewindingsap-
proachesthemaximumpermissibletemperature(about356F[180C]),thepoweroutputofthe
electricmotorisreduced.Thisisadegradationforprotectingthecomponentsandiscontrolledbythe
electricmotorelectronics.AnappropriateCheckControlmessageisdisplayedstartingfromalevelof
powerreductiontoalertthedriverofthiscondition(seethechapterentitled"DisplaysandControls"
formoreinformation).
20
F04CompleteVehicle
2.Powertrain
Sensorsontheelectricmotor
Index Explanation
2 Connectionfortemperaturesensor
3 Crankshaftsensor
4 Toothprofileassensorforthecrankshaftsensor
5 Sinusoidal(sinewaveshaped)structureassensorfortherotorpositionsensor
Rotorpositionsensor
Therotorpositionsensorsensesexactlythepositionoftheelectricmotor'srotor.Incontrasttothe
crankshaftsensor,therotorpositionsensorisalsosuitableforclearlydeterminingthepositionwithin
aquadrant.Thisisnecessaryforexactregulationoftheelectricmotor,becausethevoltagesmustbe
generatedatthestatorwindingstomatchthepositionoftherotor.Thisprecise,highaccuracymea-
surementwouldnothavebeenpossiblewiththecrankshaftsensor.Instead,thisisconfiguredforhigh-
errotationalspeedsandexactdrivingspeedmeasurement.
21
F04CompleteVehicle
2.Powertrain
Theprincipleoftherotorpositionsensorisbasedonthechangeinthemagneticpropertiesofthero-
tor.Theoutersurfaceoftherotorthereforefeaturesasinusoidal(sinewaveshaped)structure.The
sensorelementconsistsoftwocoilswhichareoperatedwithACvoltage.Whentherotormoves,the
magneticpropertieschange.Thisgivesrisetochanginginductionvoltagesandcurrentsinthecoils.
Thepositionoftherotorcanbedeterminedfromthesevariations.
Theanalogsensorsignalisreadinandprocessedbytheelectricmotorelectronics.
Note:TherotorpositionsensorcanbereplacedseparatelyinaServicewhenpromptedtodo
sobytheISTAdiagnosissystemtestplan.
Installationlocation,rotorpositionsensor
Index Explanation
Therotorpositionsensorismountedontheoutsideofthetransmissionhousing.
Note:Therotorpositionsensormustalwaysberemovedbeforetheautomatictransmissionis
removedorevenseparatedfromthecombustionengine.Otherwisetherotorpositionsensor
willbedamaged
Toensurethattherotorpositionsensorfunctionsflawlessly,itisnecessarytoadjustitusingtheISTA
diagnosissystem.Inthecourseoftheadjustment,mechanicaltolerancesarerecordedsothattheex-
actpositionoftherotorcanbedeterminedduringsubsequentoperation.Theelectricmotorelectron-
icsrecordsandstoresthedatafromtheadjustmentprocess.
Therotorpositionsensormustbeadjustedwhen:
22
F04CompleteVehicle
2.Powertrain
therotorpositionsensorhasbeenreplaced,
theelectricmotorhasbeenreplaced,
theelectricmotorelectronicshasbeenreplaced,or
iftheboltsofthetransmissionhousing,theelectricmotorortherotorpositionsensoritself
havebeenloosen.
TheadjustmentisperformedusingtheServiceFunction"Rotorpositionsensoradjustment"inthe
ISTAdiagnosissystem.
Theindividualoperationsinvolvedare:
1 StarttheServiceFunction"Rotorpositionsensoradjustment"
2 Startthecombustionengineandrunatidle,engagetheparkinglock
3 StartadjustmentandwaituntiltheServiceFunctionconfirmsthattheadjustmenthasbeensuc-
cessful
4 ClosetheServiceFunctionandallowthecartoreturntosleepmode
ThetestplanfortheServiceFunctionspecifiestheoperationsmentionedhere.Theinstructionsinthe
testplanmustbefollowedtotheletter.
Thethreevoltagesandcurrentsfortheelectricmotorwindingsaresuppliedviathehigh-voltagecon-
nection.Thehigh-voltageconnectionconnectstheelectricmotortotheelectricmotorelectronics.
Thisisnotaflexiblelineconnection,butinsteadthreerigidbusbarswhichcomeoutoftheleftsideof
themotor.Sheathedinplastic,thethreebusbarsoftheelectricmotorarebroughtthroughthestarter
flangeoftheengineblockandaredirectlyboltedtothethreeconnectionsoftheelectricmotorelec-
tronics.
Whenconnectingthebusbars,itisessentialtoobservethecorrecttighteningtorque.
Faultsmayresulteitherbyapplyingtoomuchtorqueortoolittletorquetothebusbarconnections.If
anexcessivelylowtighteningtorqueisapplied,thismayresultinfaults(unreliableelectricalconnec-
tion).Ifexcessivelyhightighteningtorqueisapplied(unacceptabledeformationofthebusbars)maybe
displayed.
23
F04CompleteVehicle
2.Powertrain
High-voltageconnection,electricmotor/electricmotorelectronics
Index Explanation
1 Busbarsofelectricmotorelectronics
2 Busbarconnectingscrews
3 Busbarsofelectricmotor
4 Openingofelectricmotorelectronicstoaccommodatehigh-voltage
connectionforelectricmotor
5 Flangeincrankcase(TheF01/F02startermountingflangeintheF04isused
toestablishthehigh-voltageconnection)
6 High-voltageconnectionofelectricmotor
7 Electricmotor(rotor)
8 Coverofhigh-voltageconnectiononelectricmotorelectronics
24
F04CompleteVehicle
2.Powertrain
2.2.4.Serviceinstructions
Althoughtherotorpositionsensorcanbereplacedseparately,theelectricmotorcanonlybereplaced
asacompleteunit.
Itisessentialtofollowtherepairinstructionstotheletterwheneverremovingandinstallinganyhigh
voltagecomponents.
Thefollowingoperationsareparticularlyimportant.
High-voltagecomponentwarningsticker
Theelectricmotorisahigh-voltagecomponent.Beforeworkingontheelectricmotor,itisessentialto
observetheelectricalsafetyrules:
Disconnectthevehiclefromthehighvoltagesupply
Safeguardtopreventunintentionalstarting
Verifysafeisolationfromthehighvoltagesupply.
Removal:Installcentringboltsbeforelooseningthemountingboltsonthestatorandrotor.Secure
thestatorandrotoratafixeddistancetoeachother.Thiswillpreventthestatorandrotorfrombanging
againsteachotherandbeingdamagedwhenthemountingboltsareremoved.
Installation:Donotremovethecentringboltsuntiltherotorandstatorhavebeensecuredwiththe
mountingbolts.Otherwisetherotorandstatorcouldbangagainsteachotherduringinstallationand
bedamaged.
Analysisofdefectiveparts:Removedhigh-voltagecomponentssuchastheelectricmotormayhave
tobereturnedtothemanufacturerforanalysis.Toenablethemanufacturertodeterminetheexact
causeofthefailure,itisessentialtohandletheremovedhigh-voltagecomponentswithcare.Damage
duringremovalandshippingmustbeavoidedatallcosts.
Securethescrewsofthebusbarcontactstotheprescribedtighteningtorque.Bothexcessivelyhigh
andexcessivelylowtighteningtorquecanproduceafaultycontactanddamagetocomponents.
25
F04CompleteVehicle
2.Powertrain
Note:Thehigh-voltageconnectionmustnotbeusedtoholdorcarrytheelectricmotor.Itis
notstructurallydesignedtowithstandtheweightoftheelectricmotor.
2.3.ModifiedGA8HP70Zautomatictransmission
TheGA8HP70Zautomatictransmission(introducedintheF07withtheN63engine)isusedinthe
F04withafewmodifications.
Thesemodificationsaresummarizedhereandaredescribedinthefollowingchapters:
Transmissionhousing
Torqueconverter
Hydraulicpressureaccumulator
Adaptivetransmissioncontrol
2.3.1.Generalhardwarerequirements
ComparedwiththeGA8HP70Zautomatictransmissionwhichisusedinvehicleswithconvention-
aldrives,thetransmissionhousinghasbeenadaptedforuseinahybridpowertrain.Thefrontofthe
transmissionhousinghasbeenlengthenedtoaccommodatetheelectricmotor.Thegreaterlength1.8
in(+47mm)hasalsonecessitatedtheuseofadditionalreinforcementsinthetransmissionhousing.
Hydrauliclineshavebeensupplementedandmodifiedinsidethetransmissionhousinginordertoin-
tegratethehydraulicpressureaccumulatorintothehydraulics.Thesedesignmodificationsincreased
theweightoftheF04transmissionbyabout9lb(4kg)morethantheGA8HP70Ztransmissionusedin
conventionalvehicles.
ThehybriddriveoftheF04developsamaximumtorqueof515lbft(700Nm).Duetothesignificantly
greatertorque(comparedtotheconventionalN63enginetorqueof450lbft/600Nm)thetorquecon-
verterandtheplanetarygearsetshadtobereinforced.Theothertransmissioncomponentsareal-
readydesignedtoaccommodatethismaximumtorqueandthereforehavenotbeenmodified(when
comparedwiththeversionusedintheF07).
2.3.2.Hydraulicpressureaccumulator
Overview
TheF04usesanautomaticenginestart-stopfunctionwhichswitchesoffthecombustionengine
whenthevehicleisatastandstill.Intheenginestopphasesthetransmissionfluidpumpisnotdriv-
en,thusthefluidpressuresupplyceases,thegearshiftelementsopen,andthereisnolongeratrans-
ferofpowerinthetransmission.Thedriveoffprocessesshouldalwaysbedynamicandwithoutano-
ticeabledelay(especiallyinBMWvehicles).Thecombustionenginemuststartquickly(thisisguaran-
teedbytheF04electricmotor),atthesametime,intheautomatictransmissionthegearshiftelements
fordrivingoffmuststillbeengaged,whiletheengineisstarting.Thisrequirestransmissionfluidpres-
sure,whichcannotbebuiltupquicklyenoughbytheconventionalmechanicallydriventransmission
fluidpumpwhiletheengineisstarting.
ThereforeahydraulicpressureaccumulatorisusedintheautomatictransmissionoftheF04.The
gearshiftelementsneededfordrivingoffaresuppliedwiththestoredtransmissionfluidvolumefrom
theaccumulatorbeforethetransmissionfluidpumphasbuiltupsufficientpressure.
26
F04CompleteVehicle
2.Powertrain
Timecharacteristicoftransmissionfluidpressureduringcombustionenginestarting
Index Explanation
1 Transmissionfluidpressure
2 Nominalvalueofthetransmissionfluidpressurewhichisrequiredto
hydraulicallyactuatethegearshiftelements
3 Characteristicofthetransmissionfluidpressurewithhydraulicpressure
accumulator
4 Characteristicofthetransmissionfluidpressurewithouthydraulicpressure
accumulator
5 Pointatwhichtheautomatictransmissionwithhydraulicpressure
accumulatorisreadyfordrivingoff
6 Pointatwhichtheautomatictransmissionwithouthydraulicpressure
accumulatorisreadyfordrivingoff
7 Time
Installationlocation
Thehydraulicpressureaccumulatorisintegratednearthetailoftheautomatictransmission.Itisin-
stalledinthetransmissionfluidsumpbehindthemechatronicsmoduleandcanbereplacedasasepa-
ratecomponent.
27
F04CompleteVehicle
2.Powertrain
Installationlocationofhydraulicpressureaccumulator
Index Explanation
1 Automatictransmissionhousing
2 Transmissionfluidsump
3 Hydraulicpressureaccumulator
Note:Thehydraulicpressureaccumulatorcanbereplacedasaseparatecomponent.
Design
Designofhydraulicpressureaccumulator
28
F04CompleteVehicle
2.Powertrain
Index Explanation
1 Porttohydraulicsystemofautomatictransmission
2 Throttleandnon-returnvalve
3 Hydraulicpiston
4 Hydrauliccylinder
5 Coilspring
6 Electromechanicallock
Thehydraulicpressureaccumulatorconsistsofahydrauliccylinder.Thecylindercontainsapiston
whichismovedagainsttheforceofaspring.Thepistoncanbeelectromechanicallylockedintheten-
sionedposition.Theelectromechanicallockincorporateslockingballs,atensionspring,arelease
spring,andasolenoid.Thesolenoidisactivatedanddeactivatedbytheelectronictransmissioncon-
trol.Thewiringharnessforthehydraulicpressureaccumulatorislaidinsidethetransmissionhousing.
Thecylinderofthehydraulicpressureaccumulatorisconnectedtothetransmission'shydraulicsys-
temwithoutvalvesconnectedinbetween.Thehydraulicpressureaccumulatorsimplycontainsanel-
ementwhichfunctionsasathrottleandnon-returnvalve.Thethrottlelimitsthevolumetricflowwhile
thehydraulicpressureaccumulatorisbeingfilled.Thenon-returnvalveallowsthetransmissionfluidto
flowthroughthethrottleintothehydraulicpressureaccumulatorduringthechargingprocess.During
thedischargingprocessthetransmissionfluidflowsnotthroughthethrottle,butinsteadunrestrict-
edthroughthenowopeningnon-returnvalvebackintothetransmissionhydraulicsystem.Thenon-
returnvalvethereforedoesnotserve,asonewouldassume,tomaintainthepressureinthecharged
state.Instead,inthechargedstate,thetransmissionfluidinthehydraulicpressureaccumulatorisat
zeropressure.Thestoredenergyontheotherhandisaccumulatedinthetensionedspring.
Charging
Thehydraulicpressureaccumulatorisalwayssubjecttochargingwhenthecombustionengineisrun-
ningandthetransmissionfluidpumpisworking.Duringcharging,transmissionfluidflowsthrough
thethrottleintothehydrauliccylinder.Thethrottleallowsonlyasmallvolumeoffluidtobedrawnfrom
thetransmissionhydraulicsystemsothatthepressureleveldoesnotunintentionallydrop.Thetrans-
missionfluidpushesonthepistonwhichactsagainstthespringforceincreasingthetensiononthe
spring.
29
F04CompleteVehicle
2.Powertrain
Chargingofthehydraulicpressureaccumulator
Index Explanation
A Startofcharging,"discharged"state
B Endofcharging,"charged"state
1 Transmissionfluidflowsfromthehydraulicsystemoftheautomatic
transmissionintothehydraulicpressureaccumulator
2 Volumetricflowofthetransmissionfluidislimitedbythethrottle
3 Transmissionfluidexertsaforceonthepistonwhichmovesandtensionsthe
coilspring
4 Transmissionfluidexertsaforceonthepistonsothatitisheldinthe
"charged"endposition
Attheendofthechargingprocessthepistonslidesoverthelockingballsuptothestop.Theapplied
transmissionfluidpressurenowholdsthepistonagainstspringforceintheendposition.Therefore
lockingisnotyetinoperationhere.Thehydraulicpressureaccumulatorisfullychargedinthisendpo-
sition.
30
F04CompleteVehicle
2.Powertrain
Locking
Whenthecombustionengineisswitchedoff(whilethehydraulicpressureaccumulatorischarged)
thetransmissionfluidpressuredropscausingthespringtobereleasedslightly.Thisallowsthepiston
toslideintothelockedposition.Here,thelockingballsengageandthepistonismechanicallyheldin
place.
Thenowactivatedsolenoidinturnholdstheinnerslideinplacesothattheballscannotenterthe
channelsdesignatedforreleasingthelock.Theelectricpowerrequiredforthisislow(<10W).Fur-
thermoreitisonlyrequiredwhilethecombustionengineisswitchedoff.Thereforetheadditionalener-
gyconsumptionofthehydraulicpressureaccumulatorviewedoveranentiredrivingcycleisverylow.
Chargedandlockedstateofthehydraulicpressureaccumulator
Index Explanation
1 Mechanicallock
2 Solenoidactivated
Discharging
Whenthecombustionengineisstarted,asthedriverwishestodriveoff,thegearshiftelementsinthe
automatictransmissionfordrivingoffmustbeengaged.Thehydraulicpressureaccumulatorsupplies
thetransmissionfluidpressurerequiredforthisduringthedischargingprocess.
Asthesolenoidisdeactivated,theinnerslide(drivenbythesmallerspring)movesinthedirectionof
thelockingballs.Thisallowstheballstoenterinthechannelsdesignatedforreleasingthelock,which
inturnreleasesthepiston.Thespring(compressedduringthechargingprocess)exertsaforceonthe
pistonwhichpressurizesthetransmissionfluidinsidethecylinder.
31
F04CompleteVehicle
2.Powertrain
Dischargingofthehydraulicpressureaccumulator
Index Explanation
1 Thelargespringpushesonthepiston,whichinturn,forcesthetransmission
fluidoutofthehydrauliccylinder
2 Transmissionfluidcannowflowthroughthethrottleandtheopenednon-
returnvalve
3 Transmissionfluidflowsfromthehydraulicpressureaccumulatorbackintothe
hydraulicsystemoftheautomatictransmission
Thepistonmoves(inthegraphictotheleft)andtherebypushesthetransmissionfluidbackintothe
transmissionhydraulicsystem.Thetransmissionfluidexitsthecylinderthroughthenowopenednon-
returnvalveandthrottle.
Theoilvolumeforcedbackintothehydraulicsystemofthetransmissionissufficienttoengagethe
gearshiftelementsneededforthedrivingoffprocess.Thissystemisdesignedtoprovidetheinitial
fluidpressureneededforthetransmissiontogointoGearatthemomentjustbeforetheengineis
started.Assoonastheengineisstarted,thetransmissionfluidpressureisthenagaingeneratedby
thetransmissionfluidpumpandtheprocessisrestarted.
2.3.3.Modifiedfunctions
Theessentialfunctionalityoftheadaptivetransmissioncontrol,asusedinallcurrentBMWautomatic
transmissions,alsoappliestotheGA8HP70ZautomatictransmissionintheF04.Someprogramparts
andparametershavehoweverbeenmodifiedtocaterforthespecialcharacteristicsofthehybriddrive.
Thesemodificationsaredescribedbelow.
Gearselectionwhendecelerating
Whenthedrivertakeshis/herfootofftheacceleratorpedal,fuelinjectionintothecombustionengine
iscutoff(overrunfuelcutoff).Thiscreatesanegativetorquewhich,dependingonthegradientbeing
negotiated,resultsinadecelerationofthevehicle.Itisalsoknownas"enginedragtorque".Thisen-
ginedragtorqueisdependentontherevsofthecombustionengineanditisgreaterathighrevsthan
atlowrevs.Thereforethebrakeforceactingonthevehicleisgreaterathighrevs.
Becauseofthegearratiosused,thebrakeforceisalsogreaterinlowgearsthaninhighgears.
32
F04CompleteVehicle
2.Powertrain
Invehicleswithconventionaldrives,theservicebrakeiscomplementedbyapowerful"enginebraking
effect".Thereforetheadaptivetransmissioncontrolinthesevehiclesshiftsoneormoregearsdown
whenlonger-lastingbrakeactivationordownhilldrivingisdetected.
However,invehicleswithhybriddrivesthebrakingeffectofthecombustionengineisnotrequiredto
thesameextent.Instead,inhybridvehiclestheaimistousetheelectricmotortodeceleratethevehi-
clewheneverpossible.Therefore,whenthebrakesareactivatedorlongerdownhilldrivingisdetect-
ed,theadaptivetransmissioncontrolintheF04doesnotperformanydownshifts;insteaditholds
thehighgearforaslongaspossible.Inthiswaytheenginedragtorqueiskeptatalowlevel.Tocom-
plementandaidtheservicebrakes,theelectricmotorisoperatedasageneratorandanelectrical"en-
ginebrakingeffect"istherebyachieved.Thekineticenergyrecoveredfromthemotionofthevehicleis
storedinthehigh-voltagebatteryaselectricalenergyandusedforpropulsionlater.
Upshiftcurves
TheupshiftcurvesoftheautomatictransmissionaremodifiedfortheF04andhelptoreducefuelcon-
sumption.Whenacceleratingatlowload(<30%)theadaptivetransmissioncontrolshiftsintothenext
gearupearlierthaninvehicleswithconventionaldrives.Acouplingrotationalspeedofabout900to
950rpmisthusachieved.ThisappliestodrivepositionD,theupshiftcurvesofdrivepositionShave
notbeenmodified.
Thisresultsinaverylowenginerevs,evenwhendrivingataconstantspeed,whichhelpstoreducefu-
elconsumption.AsiscustomarywithBMWvehicles,thisincreaseinefficiencyisnotobtainedatthe
expenseofdynamics.Whenthedriverrequestspowerfulaccelerationthroughtheacceleratorped-
al,theelectricmotorsupportsthecombustionengine(whenevernecessary).Itworksasamotorand
therebyincreasesthetotaldrivetorquesignificantly.AsaresultthedriverofanF04experiencesa
surgeofspontaneouspowerwhichiscomparabletothatofavehicleswithconventionalpowertrains
whileatlowerenginerevsandwithlowerfuelconsumption.
2.4.Shaftsandreardifferential
DuetothelengthenedtransmissionhousingoftheF04,ashorterdriveshaftisinstalled.
Asshowninthetablebelow,theF04doesnothavethesamereardifferentialastheF01750iorthe
F02750Li.TheF04usesthe235Lreardifferential,whichisknownfromtheF01760iortheF02
760Li.
Thelongergearratiotogetherwiththemodifiedupshiftcurvescontributetoalowenginerevsand
thusenhancedfuelefficiency.
F01750iorF02750Li F04ActiveHybrid7
Reardifferential 225AL 235L
Gearratio 3.462 2.813
Outputshafts VL3300I VL4400I
TheoutputshaftsintheF04aredifferentfromthoseintheF01750iorF02750Li,becausetheyare
adaptedtothe235Lreardifferential.
33
F04CompleteVehicle
2.Powertrain
2.5.Newautomaticenginestart-stopfunction
2.5.1.Overview
WiththeintroductionoftheF04theautomaticstart-stopfunctionisbeingusedforthefirsttimeina
hybridvehiclewithautomatictransmission.Priortothisthesystem,automaticenginestart-stopwas
onlyusedinmanualgearbox4cylindermodelBMWvehicles(notavailableintheUS).Withthatver-
sion,whenthevehicleisstopped,thedriverengagesneutralandreleasestheclutchpedal,theauto-
maticstart-stopfunctionswitchesthecombustionengineoff.Thismeansthatthevehicledoesnot
useanyfuelwhenitisatastandstill.Duringthisperiodtheelectricalconsumersaresuppliedwith
powerfromthe12Vbattery.Whenthedriverdepressestheclutchpedalagain,thecombustionen-
gineisautomaticallyrestartedandthedrivercancontinuedriving.Incontrasttothis,intheF04sys-
tem,theelectricalconsumersaresuppliedwithpowerdirectlyfromthehigh-voltageelectricalsystem
whilethevehicleisstopped.
Note:Onlythosemodificationsandspecialcharacteristicsoftheautomaticstart-stopfunc-
tionwhicharespecificallyapplicabletotheF04aredescribedinthisdocument.
2.5.2.Functionfromthecustomer'spointofview
Stopping
Whilethevehicleismoving,thecustomerdoesnotnoticetheautomaticstart-stopfunction.
Index Explanation
1 Vehiclemoving
2 Gearselectorinthe"D"position,driverdepressestheacceleratorpedal
3 Combustionenginerunning,tachometerandfuelconsumptionindicator
reflectthedrivingsituation
Thepurposeoftheautomaticstart-stopfunctionistoswitchoffthecombustionenginewhentheve-
hicleisstopped.
Fromthecustomer'spointofviewthestoppingprocesswithsubsequentenginestopintheF04isas
follows:
34
F04CompleteVehicle
2.Powertrain
Index Explanation
1 Vehicleslowstoastop,e.g.ataredlight
2 Gearselectorremainsinthe"D"position,driverdepressesthebrakepedalto
decelerateandholdthevehicleatastandstill
3 Combustionengineisswitchedoff,tachometershows0,the"Readytodrive"
terminalstatusisindicatedbyapulsating"Ready"display
Inthesituationdepictedabovethedriverholdsthecaratastandstillbydepressingthebrakepedal.If
thedriverhasactivatedthe"AutomaticHold"function,he/shecanalsoreleasethebrakepedalafter
thecarhascometoastop.ThecaristhenheldatastandstillbytheDSChydraulics.Theautomatic
start-stopfunctionalsoswitchesoffthecombustionengineinthiscaseaslongasthecarisstopped
andthedriverdoesnotdepresstheacceleratorpedal.
Drivingoff
Invehicleswithautomatictransmissionsthedriversignalshis/herwishtodriveoffbyreleasingthe
brakepedalandthendepressingtheacceleratorpedal.
Index Explanation
1 Driverwishestocontinuedriving(greenlight)
2 Gearselectorremainsinthe"D"position,driverreleasesthebrakepedaland
thendepressestheacceleratorpedal
3 Combustionengineisstarted,tachometerandfuelconsumptionindicator
displaynormallyagaintosuitthedrivingsituation
35
F04CompleteVehicle
2.Powertrain
Ifthedriverheldthevehicleatastandstillbydepressingthebrakepedal,thecombustionengineis
startedassoonasthedriverreleasesthebrakepedal.Ifthevehiclewasheldatastandstillbythe"Au-
tomaticHold"function,thecombustionengineisstartedonlywhenthedriverdepressestheaccelera-
torpedal.
2.5.3.Distributedfunction
TheDigitalEngineElectronicsisthemastercontrolunitfortheautomaticstart-stopfunction.Itreads
inalltheinputsignalsandtheswitch-offinhibitorsandswitch-onpromptscommunicatedbyother
systems.Basedonthisinformation,theDMEdecideswhenthecombustionengineistobeswitched
offandrestarted.
Basicallythecombustionengineisswitchedoffwhenindrive(position"D")thevehiclespeedreach-
es0mphandthecarisheldatastandstill.Thevehiclespeedisdeterminedwiththeaidofthewheel
speedsensors,theDynamicStabilityControlandtheIntegratedChassisManagement.Holdingat
astandstillisdetectedbyreferencetothebrakelightswitchsignalortothestatusoftheAutomatic
Holdfunction.Startingofthecombustionenginealwaysoccursautomaticallywhenthedriveroutputs
the"notactuated"brakelightswitchsignalortheacceleratorpedalangleisgreaterthan0(especially
iftheAutomaticHoldfunctionwaspreviouslyactivated).
Inadditiontothesegenerallyapplicableconditionsthereareseveralothersituationswhichlimitthe
automaticstart-stopfunction.Theseconditionsarelistedinthefollowingchapters.
Severallogicallyrelatedconditionsaresummarizedintogroupsinthefollowingtable.Intheeventofa
customercomplaint,anexactanalysisofthesystemcanbedoneusingtheISTAdiagnosticsystem.
Switch-offinhibitors
"Switch-offinhibitors"areconditionsorstateswhichpreventthecombustionenginefrombeing
switchedoff,althoughthevehicleisstoppedandisbeingheldatastandstill.
Source Condition
Powermanagement(electricmotorelectronics) Highloadinthehigh-voltageelectricalsystem
(e.g.duetohighpowerrequestbytheelec-
tricA/Ccompressor),lowstateofchargeofthe
high-voltagebattery
Integratedautomaticheating/airconditioning Heatingrequest
Enginemanagement(DigitalEngineElectron- Specialcombustionenginestatessuchase.g.
ics) idlespeednotreached,coolanttemperature
toohighortoolow,engineoiltemperaturetoo
high,catalyticconvertertemperaturetoolow,
engineadaptationactive,purgingofcharcoal
canisteractive
Automatictransmission(electronictransmis- Transmissionadaptationactive,driveposition
sioncontrol) "S","M","N","R"
Start-Stoplogic(DigitalEngineElectronics) Minimumspeedsincethelaststopphasenot
yetreached,steeringmovement,largesteering
angleormaneuverdetected
36
F04CompleteVehicle
2.Powertrain
Apartfromindriveposition"D"thecombustionengineisonlyswitchedoffindriveposition"P".Allthe
othergearpositionsareconsideredswitch-offinhibitors.
Inadditiontotheswitch-offinhibitorslistedinthetableoneormoresatisfieddeactivationconditions
oftheautomaticstart-stopfunctionresultinthecombustionenginenotbeingswitchedoffwhenthe
vehicleisstopped.
Switch-onprompts
Ifa"switch-onprompt"ispresent,thisresultsinanadvancedstartingofthecombustionengine,even
thoughnosignalhasyetbeendisplayedthatwouldindicatethatthedriverwishestodriveoff.
Source Condition
Powermanagement(electricmotorelectronics) Highloadinthehigh-voltageelectricalsystem
(e.g.duetohighpowerrequestbytheelec-
tricA/Ccompressor),lowstateofchargeofthe
high-voltagebattery
Integratedautomaticheating/airconditioning Heatingrequest
Automatictransmission(electronictransmis- Changeofdriveposition(after"S","M","N",
sioncontrol) "R")
Start-Stoplogic(DigitalEngineElectronics) Steeringmovementdetected,carbeginsto
move
Deactivationconditions
Ifadeactivationconditionispresent,theautomaticstart-stopfunctionwillneitherautomaticallyswitch
offnorstartthecombustionengine.Theautomaticstart-stopfunctionisthereforepassiveinthiscase.
Iftheenginewasswitchedoffautomaticallybeforetheonsetofadeactivationcondition,thedriver
muststartitmanuallybydepressingthebrakepedalandpressingtheStart/Stopbutton.Inthiscasea
CheckControlmessagealertsthedriverofthecondition.
Source Condition
Enginemanagement(DigitalEngineElectron- Faultstatus(combustionengine,engineman-
ics) agement,buscommunication),enginestalls
Automatictransmission(electronictransmis- Faultstatus
sioncontrol)
Operatingmodeofvehicle Vehicleintransportmode
Start-Stoplogic(DigitalEngineElectronics) Automaticstart-stopfunctiontemporarilydeac-
tivatedbyServiceFunction,driverabsencede-
tected,novalidIDtransmitterdetected,hoodis
detectedopened
Input/output
Thefollowinggraphicprovidesanoverviewoftheinputsandoutputsoftheautomaticstart-stopfunc-
tioninthevehicle.
37
F04CompleteVehicle
2.Powertrain
Input/output,automaticstart-stopfunctionintheF04
Index Explanation
1 DigitalEngineElectronics(DME)
2 Rotorpositionsensorofelectricmotor
4 Electricmotor
5 Instrumentcluster
6 Outsidetemperaturesensor
7 Coolanttemperaturesensor
8 Wheelspeedsensor
9 Batterymanagementelectronics(SME)
10 Hoodcontactswitch
38
F04CompleteVehicle
2.Powertrain
Index Explanation
11 Seatbeltbuckleswitch
12 Gearselector
13 Integratedautomaticheating/airconditioning
14 Crankshaftsensor
39
F04CompleteVehicle
3.HybridBrakingSystem
3.1.Systemoverview
ThemainfunctionofthebrakingsystemoftheF04istodeceleratethevehiclesafelyunderstable
conditions.Ithastheadditionalfunctionofconvertingthevehicle'sbrakeenergy,thatwouldotherwise
bewastedasheat,intoelectricalenergywiththeuseoftheelectricmotor.
BecausetheF04ismildhybrid,themaximumpoweroutputandtorqueoftheelectricmotorislower
thanthatasfullhybridvehiclesuchas,theE72.Accordinglythemaximumbrakingdeceleration,which
canberegenerativelygenerated,isalsolower.Forthisreason,theF04andtheE72haveverydifferent
hybridbrakingsystems.Thefollowingtableprovidesanoverviewofthesedifferences.
F04 E72
Connectionbetweenbrake Mechanical Electrical(exceptineventofa
pedalandbrakesystem fault:mechanical)
Maximumregenerativelyat- about0.06g(0.6m/s) 0.3g(3m/s)
tainabledeceleration
Distributionofbrakere- Permanentlyspecified Flexiblycontrollable
quest(regenerative/hy-
draulic)
ThepropertiesoftheF04hybridbrakingsystemdescribedinthetablewereachievedbymodifying
thebrakingsystemoftheF01.PrimarilybecausethebrakingsystemoftheF04doesnotfeatureme-
chanicaldecouplingofthebrakepedalandbrakeservo(asonE72),ithasbeenpossibletoadopttoa
greatextentthecomponentsoftheF01servicebrake.
Thefollowingcomponentsarenewormodified:
Brakemastercylinder(plungerbrakemastercylinder)
Brakepedaltravelsensor(onthebrakemastercylinder)
Brakeservo(connectiontothebrakemastercylinder)
DynamicStabilityControl(readinginofthesignalfromthebrakepedaltravelsensor)
Toimplementregenerativebraking,thefollowingcomponents(neededanywayforthehybriddrive)are
required:
DynamicStabilityControl(readinginofthebrakepedaltravelsignalandcalculationofthere-
generativeset-pointbrakingtorquewhichistobeimplementedbythedrivetrain)
DigitalEngineElectronics(forwardingoftheregenerativeset-pointbrakingtorquetotheelec-
tricmotorelectronics,ifthestatusofdrivetrainpermitsthis)
Electricmotorelectronics(implementationoftheset-pointbrakingtorquethroughactivation
oftheelectricmotorasagenerator,voltagetransformationofthegeneratedelectricalenergy)
Batterymanagementelectronics(provisionofdatafortheenergyabsorptioncapacityofthe
high-voltagebattery)
High-voltagebattery(storageofthegeneratedelectricalenergy)
40
F04CompleteVehicle
3.2.Functions
3.2.1.Hydraulicandregenerativebraking
IntheF04thecomponentsforhydraulicbrakingmodeandthoseforregenerativebrakingmodeop-
eratevirtuallyindependentlyofeachother.Basically,eachtimethebrakepedalisdepressed,thereis
ahydraulicportionandaregenerativeportion.Thehydraulicportionanditsdependenceonthebrake
pedaltravelaredeterminedbythedesignofthecomponents.Theregenerativeportioniselectronical-
lycontrolledasafunctionofthebrakepedaltravelamongstothermarginalconditions.
41
F04CompleteVehicle
Implementationofthebrakerequestbythehybridbrakesystem
42
F04CompleteVehicle
Index Explanation
1 Brakepedal
2 Brakeservowithbrakemastercylinderandbrakepedaltravelsensor
3 DynamicStabilityControl
4 DigitalEngineElectronics
5 Electricmotorelectronics
6 Electricmotor
7 High-voltagebatteryunit
8 Fourwheelbrakes
a Pressingofthebrakepedal
b Mechanicalconnectionfromthebrakepedaltothebrakeservo
c Electricalsignal"brakepedaltravel"fromthebrakepedaltravelsensoratthe
brakemastercylindertotheDynamicStabilityControl
d Bussignal"regenerativesetpointbrakingtorque"fromtheDynamicStability
ControltotheDigitalEngineElectronics
e Bussignal"regenerativesetpointbrakingtorque"fromtheDigitalEngine
Electronicstotheelectricmotorelectronics
f Phasevoltagesforactivatingtheelectricmotor
g Electricalenergygeneratedbytheelectricmotor(ACvoltage)
h Electricalenergytobestoredinthehigh-voltagebattery(DCvoltage)
A Pressingofthebrakepedal
B Mechanicalconnectionfromthebrakepedaltothebrakeservo
C Hydraulicpressureinthetwobrakecircuitsfromthebrakemastercylinderto
theDynamicStabilityControl
D HydraulicpressureinthefourbrakelinesfromtheDynamicStabilityControlto
thewheelbrakes
Hydraulicbraking
Whenthedriverdepressesthebrakepedal,adirectmechanicalconnectionisestablishedtothebrake
servoandthustothehydraulicbrakesystem.
Activationisthereforecarriedoutasinaconventionalvehicle:
Brakepedalmechanicalconnectionbrakeservo
Brakeservopneumaticboostingbrakemastercylinder
BrakemastercylinderhydraulicboostinganddistributionintotwobrakecircuitsDynamic
StabilityControl
DynamicStabilityControldrivingdynamicscontrolandelectronicbrakeforcedistribution
wheelbrakes
43
F04CompleteVehicle
Regenerativebraking
Theacceleratorpedalangleandthebrakepedaltravelarethedecisiveinputvariablesforregenerative
braking.Theelectricmotorisoperatedasageneratorwhenthebrakepedalisnotdepressedbutthe
acceleratorpedalisalreadyatanangleofzerodegrees.Theelectricmotorelectronicsactivatesthe
electricmotorinsuchawaythatabrakingforceisobtainedwhichcorrespondstoaconventionalvehi-
cleinoverrunmode(enginebraking).Theextentofenergyregenerationatthispointisstillatalowlev-
el.
Ifthebrakepedalisdepressedatthistime,initially(asineveryconventionalbrakingsystem)afree
playtravelmustbeovercomeduringwhichnohydraulicbrakingoccurs.However,herethisbrake
pedaltravelisevaluatedandagreaterbrakeforce(thanthatofoverrunmode)isgeneratedwiththeaid
oftheelectricmotorinresponse.
Ifthebrakepedalisdepressedbeyondtheresponsetravel,bothbrakemodesaresimultaneously
active,becausenowhydraulicbrakingisaddedtoregenerativebraking.Thebrakeforcegeneratedby
theelectricmotorisincreasedevenfurtherasthebrakepedaltravelincreasesuntilitreachesthemax-
imum.Themaximumbrakeforcewhichispossiblethroughregenerativebrakingcorrespondsonalev-
elroadtoadecelerationof0.6m/s.
RegenerativebrakingactsonlyontherearaxleoftheF04throughtheelectricmotor,automatictrans-
missionandthereardifferential.Thebrakeforceontherearaxlemustnotexceedaspecificvaluein
proportiontothatonthefrontaxle.Thiswouldotherwisecompromisedrivingstability.Forthisreason,
themaximumdecelerationwhichcanbeachievedthroughregenerativebrakingislimitedto0.6m/s.
Severalcomponentsareinvolvedinrealizingregenerativebraking.Thefollowinglistsummarizesthe
componentsinvolvedandtheirfunctions:
Component Inputvariable(s) Function Outputvariable(s)

Brakemastercylinder Pressingofthebrake Measurementofthe Amountofbrakeped-
pedal brakepedaltravelwith altravel
theintegratedbrake
pedaltravelsensor
DynamicStability Extentofthebrake Determinationofthe Setpointvalueofthe
Control pedaltravel modeofthebrak- brakingtorquewhich
ingtorqueforservice istoberegeneratively
brakeanddrivetrain; generatedbythedriv-
calculationandpro- etrain;
visionoftheinforma- informationondriving
tiononthestabilityof stability
thedrivingsituation
asbussignal
DMEDigitalEngine Extentofthebraking Coordinationofthe Setpointvaluebraking
Electronics torquetoberegener- functionsofcombus- torqueforelectricmo-
ativelygenerated; tionengine,automat- tor
informationondriving ictransmissionand
stability electricmotor
44
F04CompleteVehicle
Component Inputvariable(s) Function Outputvariable(s)
Electricmotorelec- Setpointvaluebraking Calculationofthe Phasevoltagesfor
tronics(EME) torqueforelectricmo- phasevoltagesforthe electricmotor;
tor; electricmotorforgen- actualvaluebraking
Statevariableofthe eratingthebraking torqueoftheelectric
high-voltagebattery torque motor;
extentoftheelectrical
poweroutput
Electricmotor Phasevoltagesfor Conversionofme- Brakingtorqueinthe
generatormode chanicalenergyinto drivetrain
electricalenergy Electricalenergy
High-voltagebattery Electricalenergygen- Storageoftheelectri- -
eratedbytheelectric calenergy
motor
Batterymanagement Measurementsignals Controloftheenergy Stateofchargeofthe
electronics(SME) ofinternalsensors flowtothehigh-volt- high-voltagebattery;
agebattery; maximumpermissible
monitoringandcal- currentin/outofthe
culationofstatevari- high-voltagebattery;
ablesofthehigh-volt- voltageofthehigh-
agebattery voltagebattery
Distributionofhydraulicallyandregenerativelygeneratedbrakeforce
Whentheelectricmotorisoperatedasamotor,itgeneratesatorqueinthedrivetrain(inadditionto
thatofthecombustionengine).Ingeneratormodetheelectricmotorgeneratesabrakingtorqueinthe
drivetrain.Thisbrakingtorqueexertsadragontherearwheelswhichresultsinabrakeforce.
Thefollowingdiagramsummarizeshowtheentirebrakeforceisdistributedintothehydraulicandre-
generativeportions.Inthediagramitispresupposedthatthereisnounstabledrivingstateandthe
high-voltagebatteryisabletostoreelectricalenergy.
45
F04CompleteVehicle
Diagramfordistributingthebrakeforce
Index Explanation
1 Brakeforceonthewheels
2 Brakepedaltravel
3 Brakepedaltravelatwhichthemaximumpossibleregenerativegenerated
brakeforceacts
4 Brakepedaltravelatwhichthehydraulicbrakeforcebegins(endofresponse
travel)
5 Acceleratorpedalangle
6 Totalbrakeforce
7 Hydraulicallygeneratedbrakeforce
8 Regenerativegeneratedbrakeforce
3.2.2.Specialstates
Regenerativebrakingwiththeaidofthedrivetraingeneratesalongitudinalforceontherearwheels.
Togetherwithastraight-actinglateralforcetheresultingforcemustnotbegreaterthanthemaximum
transmittableforce.Otherwisetractionwouldbelostandhandlingwouldbecomeunstable.Therefore
46
F04CompleteVehicle
theDynamicStabilityControlpermanentlymonitorstheslipattherearwheelsandfromitcalculates
(amongotherthings)informationonthestabilityofthevehicleintherelevantdrivingsituation.Brak-
ingwiththeaidofthedrivetrainisonlypermittedaslongasthedrivingsituationisstable.TheDynam-
icStabilityControltakesintoaccountthisinformationwhencalculatingtheset-pointvalueofthebrak-
ingtorquewhichistobegeneratedwiththeaidofthedrivetrain.
Ifthehigh-voltagebatteryisfullycharged,itcannotstoreanymoreelectricalenergy.Thisspecialstate
(whicharisesrarely)maybeareasonwhyregenerativebrakingcannotbepossible.Asufficientlylarge
reserveinthestateofchargeofthehigh-voltagebatteryismaintainedduringnormaldrivingbytheop-
erationalstrategy.Inotherwords,energyisconstantlydrawnfromthehigh-voltagebatteryintention-
allyandtherebythestateofchargeismaintainedinarangewhichmakesavailable(evenduringlonger
instancesofdownhilldriving)thecapacityfortheelectricalenergytobegeneratedduringregenerative
braking.
Duetotheprinciplesinvolved,theelectricmotorcannotoperateasageneratoratverylowengine
revs.Shortlybeforestandstillisreachedtheconverterlockupclutchintheautomatictransmissionis
alsoopened.Thesetwofactorsarethereasonswhyregenerativebrakingisnotpossibleshortlybefore
standstillisreached.
Thefollowingtablesummarizesthespecialstatesinwhichregenerativebrakingispossibleonlyunder
limitedconditionsorisnotpossibleatall:
Criteria Reason
Excessiveslipattherearwheelsortraction Drivingstability
controlsysteminterventionactive(ABS/ASC/
DSC)
Highlateralacceleration Drivingstability
Largesteeringangle Drivingstability
Stateofchargeofthehigh-voltagebattery Capacityandservicelifeofthehigh-voltage
greaterthan80% battery
Drivingspeedlowerthanathresholdvalue Nopowertransmission,nogeneratoroperation
possible
3.3.SystemComponents
3.3.1.Plungerbrakemastercylinder
TandembrakemastercylindersareusedinBMWvehicles.Aspecialdesign,referredtpasaplunger
brakemastercylinder,isusedintheF04.Itofferstheadvantageofhavingacompactdesignandwas
chosenfortheF04becausethesensorsystemforthebrakepedaltravelcanbeeasilyintegrated.
47
F04CompleteVehicle
ComparisonofthebrakemastercylindersofF04andF01
Index Explanation
1 Brakefluidreservoir
2 Brakeservohousing
3 Connectingrodtobrakepedal
4 Connectionforvacuumsupply
5 Brakelineconnectionforbrakecircuit1(pressurechamberofpushrodpiston)
6 Brakepedaltravelsensor
7 Brakelineconnectionforbrakecircuit2(pressurechamberofsecondary
piston)
8 Brakemastercylinderhousing
OntheF04brakemastercylindertheconnectionforthebrakecircuit(whichleadsintothepressure
chamberofthepushrodpiston)isinaslightlydifferentpositionfromthatintheF01.Forthisreason
thecorrespondingbrakelineintheF04differsinlengthandshapefromthatintheF01.
BecausethebrakemastercylindersoftheF04andF01alsohavedifferentinternaldesigns,thecon-
nectiontothebrakeservoviathepushrodisdifferent.Forthisreasonthebrakeservoisalsospecific
totheF04.
Note:ThebrakeservoandthebrakemastercylinderarespecificF04componentsandthere-
forehavetheirownpartnumbers.TheymustnotbemixedupwithF01/F02components.
48
F04CompleteVehicle
Thebrakemastercylinderincorporatesapermanentmagnettorecordthebrakepedaltravel.Depress-
ingthebrakepedalmovesnotonlythepistoninthebrakemastercylinder,butalsothepermanent
magnetviaadriveplateandapushrod.Whenthedriver'sfootcomesoffthebrakepedal,acoilspring
pressesthepermanentmagnetbackintoitsinitialposition.
BrakemastercylinderandbrakepedaltravelsensorintheF04
49
F04CompleteVehicle
Index Explanation
A Installationlocation
B Sectionaldrawing
1 Brakepedaltravelsensor
2 Electricalconnectionofbrakepedaltravelsensor
3 Coilspring
4 Permanentmagnet
5 Pushrod
6 Driveplate
7 Piston
Thepositionofthepermanentmagnetisdetectedbyanexternallymountedsensorelement.Thesen-
sormeasuresinaccordancewiththePLCD(PermanentmagneticLinearContactlessDisplacement)
principle.Thepositionofthepermanentmagnetisdeterminedwiththeaidoftwocoilsandanelec-
troniccircuitwhichisintegratedinthesensorhousing.Thesamesensorprincipleisalsousedforex-
ampleintheSequentialManualGearboxandinvehicleswithmanualgearboxesandtheautomaticen-
ginestart-stopfunction.
Thebrakepedaltravelsensorcanbereplacedasaseparatecomponent.Thereisarepairkitwhichal-
socontainsthemountingscrews.
Thetighteningtorqueforthemountingboltsmustbeexactlyasspecifiedintherepairinstructionsand
mustnotbeexceeded
Whenreplacingthebrakepedaltravelsensor,itisalsonecessarytoobservetheESDsafetyrulesand
toprotectthesensoragainstdirtcontamination.
3.3.2.DynamicStabilityControl
TheDynamicStabilityControlintheF04isessentiallythesameasthatintheF01/F02.Modifications
havebeenmadetothehardwareoftheDSCcontrolunitandalsotoitssoftwaretocomplywiththe
hybridbrakesystem:
Brakepedaltravelsensor:
Provisionofthesupplyvoltageforthesensorandreadinginofthesensorsignal(modified
controlunitconnectorandexpansionofthesoftware)
Evaluationofparametersfordrivingstabilitytobetakenintoaccountinthecalculationand
distributionofthebrakeforce:
Wheelslip,ABS/ASC/DSCinterventions,lateralaccelerationandsteeringangle.
Calculationoftheregenerativemodeofthebrakeforcewhichistobegeneratedbythedrive-
trainandcommunicationofthisvaluetotheDigitalEngineElectronics.
50
F04CompleteVehicle
4.BusSystems
DuetotheintroductionofhybridtechnologythebussystemoftheF04differfromthepreviousbus
systemsofBMWvehicles(F01/F02).Allthemainandsub-bussystemsoftheF01/F02arealsoused
intheF04.AnewbussystemhasbeenaddedreferredtoasHybrid-CAN(H-CAN).Comparedwiththe
bussystemsoftheF01/F02somenewcontrolunitshavebeenadded,somehavehadtobeadapted
andsomearenotinstalledintheF04atall.
TheresultingbusstructureoftheF04isasfollows.
51
F04CompleteVehicle
4.BusSystems
4.1.BusChartOverview
F04busoverview
52
F04CompleteVehicle
4.BusSystems
Index Explanation
ACSM CrashSafetyModule
AHM Trailermodule
AMPH AmplifierHigh(highfidelityamplifier)
AMPT AmplifierTop(tophighfidelityamplifier)
CA ComfortAccess
CAS CarAccessSystem
CIC CarInformationComputer
CID Centralinformationdisplay
CON Controller
DME DigitalEngineElectronics
DSC DynamicStabilityControl
DVDC DVDchanger
EDCSHL ElectronicDamperControlsatellite,rearleft
EDCSHR ElectronicDamperControlsatellite,rearright
EDCSVL ElectronicDamperControlsatellite,frontleft
EDCSVR ElectronicDamperControlsatellite,frontright
EGS Electronictransmissioncontrol
EHC Electronicrideheightcontrol
EKK ElectricA/Ccompressor
EKPS Electronicfuelpumpcontrol
EMF Electromechanicalparkingbrake
EME Electricmotorelectronics
FCON Rearcompartmentcontroller
FD Rearcompartmentdisplay
FD2 Rearcompartmentdisplay2
FKA Rearclimatecontrol
FLA High-beamassistant
FRM Footwellmodule
FZD Rooffunctioncenter
GWS Gearselector
HKL Automaticluggagecompartmentlidactuation
HUD HeadUpDisplay
ICM IntegratedChassisManagement
IHKA Integratedautomaticheating/airconditioning
JBE Junctionboxelectronics
53
F04CompleteVehicle
4.BusSystems
Index Explanation
KAFAS Camera-baseddriversupportsystems
KOMBI Instrumentcluster
NVE NightVisionElectronics
PDC ParkDistanceControl
OBD Diagnosticsocket
RSE RearSeatEntertainment
SDARS Satellitetuner(US)
SMBF Seatmodule,passenger
SMBFH Seatmodule,passenger,rear
SMFA Seatmodule,driver
SMFAH Seatmodule,driver,rear
SME Batterymanagementelectronics
SWW BlindSpotDetection
SZL Steeringcolumnswitchcluster
TCU TelematicControlUnit
TPMS TirePressureMonitoringSystem
TRSVC ControlunitforreversingcameraandSideView
ULF-SBXHigh Interfaceboxhigh
VDM VerticalDynamicsManagement
VM VideoModule
VSW Videoswitch
ZGM Centralgatewaymodule
4.2.Newcontrolunitsandbussystems
4.2.1.Electricmotorelectronics(EME)
Electricmotorelectronics
54
F04CompleteVehicle
4.BusSystems
Thefunctionoftheelectricmotorelectronics(EME)istoactivateandregulatethepermanent-field
electricmotorinthehigh-voltageelectricalsystem.Thisnecessitatestheuseofabidirectionalinverter
whichconvertsthehighDCvoltageofthehigh-voltagebatteryintoathree-phasealternatingcurrent
fortheelectricmotor.Whentheelectricmotorisrunningingeneratormodethehigh-voltagebatteryis
rechargedviatheinverter.
TheEMEalsoincorporatestheDC/DCconverterwhichisresponsibleforthepowersupplytothelow-
voltageelectricalsystem.TheEMEisconnectedtothePT-CANandPT-CAN2.TheEMEexchanges
informationwiththeDMEviatheH-CAN.
4.2.2.HybridCAN(H-CAN)
SignallevelonH-CAN
ACANbusisusedintheF04asanadditionalbussystemfornetworkingthecontrolunitswhichcom-
municatehighlevelsofinformation(DMEandEME).
ThedatatransferrateonthehybridCANis500kbit/s.AswithpreviouslyestablishedCANbussys-
temstheH-CANisalsodesignedasatwistedpaircable.Theuseoftwistedpaircableshelpstoim-
provetheelectromagneticcompatibilityofthebussystems.ThesignallevelsontheH-CANforalogi-
cal"1"are:
CAN-H:3.5V
CAN-L:1.5V
Inthenon-activebusthebusleveloflowandhighis2.5V(logicalzero).Alogical1istransmittedwith
avoltagedifferenceof2V.TheH-CANhasemergencyrunningproperties,i.e.ifoneofthetwobusca-
bleshasbeeninterrupted,thedatacontinuestobetransferredalongthecablethatisstillintact.
55
F04CompleteVehicle
4.BusSystems
4.2.3.Batterymanagementelectronics(SME)
High-voltagebatteryintheF04
TheSMEcontrolunitisintegratedinthehigh-voltagebatteryandexecutes(amongothers)thefollow-
ingfunctions:
Monitoringofthestateofthelithium-ionbattery
Controloftheshut-offvalveintherefrigerantcircuitoftheairconditioningforcoolingthe
high-voltagebattery
Monitoringofthehigh-voltageelectricalsystemforinsulationfaults
Controloftheswitchcontactorsforactivatingthehigh-voltagesystem
TheSMEcontrolunitisconnectedtothePT-CAN2.
4.2.4.ElectricA/Ccompressor
AnelectricallyoperatedA/Ccompressorisused.Tobeabletodeliverthenecessarypower,theelec-
tricA/Ccompressorisoperatedwithhighvoltage;itisanewBMWdevelopment.TheelectricA/C
compressorenablestherefrigerantofthehybridcar'sairconditioningtocirculateinalldrivingsitu-
ations.Inadditiontocoolingthepassengercompartment,therefrigerantcircuitalsocoolsthehigh-
voltagebattery.TheelectricA/CcompressorcontrolunitismountedontheA/Ccompressorhousing
andisconnectedviatheLINbustotheintegratedautomaticheating/airconditioning(IHKA).
56
F04CompleteVehicle
4.BusSystems
4.3.Adaptedcontrolunits
4.3.1.IHKA
ThesoftwarefortheIHKAcontrolunithasbeenadaptedduetotheuseoftheelectricallyoperated
compressor.Forthispurpose,themessagecataloghasbeenexpandedtoincludenewmessages.The
IHKAcontrolunitisalsotheLINmasterfortheelectricA/Ccompressor.
4.3.2.Instrumentcluster
F04instrumentcluster
Thehybrid-specificdisplaysappearintheinstrumentcluster.Forthispurpose,thesoftwareofthein-
strumentclusterhashadtobeadapted.Thedisplayofthecurrent(instantaneous)fuelconsumption
indicatorissupplementedbyhybriddisplays.Inaddition,hybrid-specificCheckControlmessagesare
displayed.
4.3.3.CIC
TheCarInformationComputer(CIC)hasbeenmodifiedsothathybrid-specificdisplayscanbeindicat-
edintheCentralInformationDisplay(CID).Byselecting"Hybrid"inthe"VehicleInfo"menuitispossi-
bletodisplaytheenergyandpowerflowsforeachdrivingsituationandthestateofchargeofthehigh-
voltagebattery.
4.3.4.DME
ThesoftwareoftheDigitalEngineElectronics(DME)hasbeenadaptedtoeffectivelyhandlethe
torquecoordinationofelectricmotorandthecombustionengine.TheDMEalsohasanotherH-CAN
connectionforconnectingtotheEME.
4.3.5.DSC
TheDSCsoftwarehasalsobeenadaptedforregenerativebraking.Thisincludesthereadinginofthe
brakepedaltravelsensorasahardwareinterface.
57
F04CompleteVehicle
4.BusSystems
4.3.6.ACSM
Rolloverdetectionisrequiredforthehybridvehicles(worldwide)sothatintheeventthevehiclerolls
over,thehigh-voltagesystemisdeactivated.Rolloverdetectionisachievedwiththeaidofthecentral
sensorwithrolloverdetection.ThecentralsensorwithrolloverdetectionwasimplementedintheF01/
F02forthefirsttimeandisnowfittedinallF04vehicles.TheACSMwasadaptedwithregardtothe
evaluationofthecentralsensorwithrolloverdetection.
4.4.Omittedcontrolunits
TheF04doesnothaveActiveSteering,asthespacefortheActiveSteeringisneededinpartbythe
EME.BecauseIntegralActiveSteeringisonlyofferedincombinationwithActiveSteering,thecontrol
unitforrearaxleslipanglecontrol(HSR)isalsoomitted.
Therearairconditioner(HKA)isnotofferedintheF04,asthespaceforitisneededforthehigh-volt-
agebattery.
Becauseofthecomplexcontrolandthelowproductionnumbersinvolved,ACCisnotanavailablefea-
tureintheF04either.
58
F04CompleteVehicle
5.PowerSupply
TheelectricalsystemoftheF04canbedividedintothreeareas:
Drivewithelectricmotor(highvoltagewithACvoltage)
High-voltageelectricalsystemwithDCvoltage
14Vvehicleelectricalsystem.
ElectricalsystemsintheF04
Index Explanation
1 Electricmotor
3 High-voltagebattery
4 ElectricA/Ccompressor
5 12Vbattery
6 Electricalconsumerinthe14Velectricalsystem
59
F04CompleteVehicle
5.PowerSupply
AbidirectionalDC/ACinverterintheEMEservesasthecouplingelementbetweenthehigh-voltage
electricalsystemwithACvoltage(fortheelectricmotor)andthehigh-voltageelectricalsystemwith
DCvoltage(high-voltagebattery).The14VelectricalsystemoftheF04isessentiallythesameasthe
electricalsystemoftheF01/F02.Themaindifferenceisthatthepowerisnolongersuppliedbythe14
Valternator,butbytheDC/DCconverterintheEME.Theelectricvoltagesupplyofthe14Vvehicle
electricalsystemisthusnolongerdependentonthespeedofthecombustionenginewhendriving.
Anotherdifferenceisthatthecombustionengineisstartedbytheelectricmotorandthehigh-voltage
batteryinsteadofaconventionalstarterand12Vbattery.
Thenewcontrolunitsaresuppliedwithvoltageviathefollowingterminals:
Controlunit Terminal
EME Terminal30B
SME Terminal30F
EKK Terminal30B
5.1.Energymanagement
TheenergymanagementoftheF04isregulatedandcoordinatedbythehigh-voltagepowermanage-
ment.Thehigh-voltagepowermanagementregulatestheenergyflowonthehigh-voltageelectrical
system(ACandDC)aswellasbetweenthehigh-voltageandlow-voltageelectricalsystems.Thepow-
ermanagementforthelow-voltageelectricalsystemisbasedontheAdvancedPowerManagement
(APM)familiarfromtheF01/F02.Functionssuchasconsumerreduction,consumercutoff,electrical
systemdiagnosisand12VbatterydiagnosisarestillintegraltotheAPM.TheAPMisstillintegrated
intheDME.TheAPMissubordinatetothehigh-voltagepowermanagement.Thehigh-voltagepower
managementisintegratedintheEME.
5.1.1.Vehiclestartingcapability
ThecombustionengineintheF04isnotstartedwiththeassistanceofthe12Vbattery,butinstead
withthehigh-voltagebattery.Thepurposeofthe12Vbatteryisonlytoensurethepoweringupofthe
high-voltagesystem.The12VbatteryisrequiredtostoreaminimumSoCtoprotectthe12Vbattery
againstfreezingattemperaturesbelow32F(0C)andtopowerupthehigh-voltagesystem.
Theabilitytostartthecombustionengineisnowensuredbythehigh-voltageoperationalstrategy.
Whenthevehiclehasbeenparkedorstoredforanextendedperiod,theSoCofthehigh-voltagebat-
terymustbesufficientlyhightorestartthecombustionengine,evenafteranimmobilizationperiodof
sixweeks.Ifthecombustionenginecannotbestarted(afterstoringthevehicleforanextendedperi-
od)duetoalowSoCofthehigh-voltagebattery,thehigh-voltagebatterymustbechargedbyanex-
ternal14VchargerandtheDC/DCconverterwithintheEME.Chargingthehigh-voltagebatteryinthis
mannertakesabout20minutes.Asufficientstateofcharge(forstartingthecombustionengine)isac-
companiedbythedisplayofayellowCheckControlsymbolandthecorrespondingtextmessagein
theCID.
5.1.2.Startingaid
The"startingaid"functionensuresthatthecombustionenginecanbestartedeveniftheSoCofthe
high-voltagebatteryislow.Thisinvolvesenergybeingtransferredfromthe14Velectricalsystem
tothehigh-voltageelectricalsystemsothattheSoCofthehigh-voltagebatteryisincreasedinor-
60
F04CompleteVehicle
5.PowerSupply
dertostartthecombustionengine.Inordertoprotectthebatteryofthe14Vvehicleelectricalsys-
temagainsttotaldischarge,thisenergymustbesuppliedbyanexternalvoltagesupply(chargerorvia
startingaid).
Thevoltageoftheexternalvoltagesupplymustcorrespondtothevoltagelevelofthe14Velectrical
system.Theexternalvoltagesupplymustremainconnectedforaperiodoftimeinordertochargethe
high-voltagebattery,i.e.adirectenginestartisnotpossibleaftertheexternalvoltagesupplyhasbeen
applied.
61
F04CompleteVehicle
5.PowerSupply
5.2.Terminalcontrol
Terminalcontrolfromthecustomer'spointofview
62
F04CompleteVehicle
5.PowerSupply
Index Explanation
1 ThecombustionengineisstartedbysimultaneouslypressingtheSTART-
STOPbuttonandthebrakepedal
2 Drivingwithassistanceofthecombustionengine
3 "Readytodrive"withterminal15
4 ThecombustionengineisstartedbysimultaneouslypressingtheSTART-
STOPbuttonandthebrakepedal
5 Whentheselectorleverisat"N"andengineoperationisendedwiththe
START-STOPbutton,terminal15remainsswitchedonfor15minutes(car
washfunction)
6 WhentheSTART-STOPbuttonispressedtheterminalstatuschangesfrom
readytodrivetoterminal30B
7 Terminal15OFFwhenthecarislockedorthestateofchargeofthe12V
batteryistoolow
8 WhentheSTART-STOPbuttonispressedtheterminalstatuschanges
betweenterminal15andterminal30B
9 Terminal30B
10 Terminal30
terminalRtoterminal30R
12 TerminalR
13 Terminal15
14 ChangefromterminalRtoterminal30Bifmorethaneightminuteshave
passedorthecarhasbeenlockedoracriticalSoCofthe12Vbatteryhas
beenreached
enginerunning(terminal15)toterminalR
16 ThecombustionenginestartswhentheSTART-STOPbuttonandthebrake
pedalaresimultaneouslypressed
63
F04CompleteVehicle
5.PowerSupply
5.2.1."Readytodrive"mode
Displaysfor"Readytodrive"modeintheinstrumentclusterandCID
Index Explanation
1 READYdisplayintheinstrumentcluster
2 READYdisplayintheCID
"Readytodrive"isastatusofthevehiclewhileitisstopped,e.g.inatrafficjamorattrafficlights,in
whichthecombustionengineisswitchedoff,buttheignitionremainsswitchedon.Thecombustion
enginestartsautomaticallyassoonasthebrakepedalisreleasedorwhentheAutomaticHoldfunc-
tionisactivatedtheacceleratorpedalisdepressed.Anotherwayofstartingthecombustionenginedi-
rectlyfromstoppedistoturnthesteeringwheeltotheleftorright."Readytodrive"ispracticallythe
statusofthevehiclebetweenterminal15andthecombustionenginerunning.Theprerequisitesfor
activatingthe"Readytodrive"modeintheF04isforthecombustionenginetobeatoperatingtem-
peratureandthestateofchargeofthehigh-voltagebatterytobesufficienttosupplytheauxiliarycon-
sumerswithpowerwhilethevehicleisstopped.
Unlikeconventionalvehiclesthe"Readytodrive"statusinahybridvehiclecannotberecognizedby
thecombustionenginerunning.
5.3.Reversepolarityprotection
Reversepolarityprotectionservestoavoidconsequentialdamagetothevehicleelectricalsystemand
electroniccomponentsconnectedtoitintheeventofthepolaritybeingreversedbythecustomerdur-
inganexternalstart.Thediodesinthealternatoraregenerallyusedforthistask.Becausetheconven-
tionalalternatorisomittedfromtheF04,thistaskisperformedbytheDC/DCconverterintheEME.In
otherwords,theF04doesnothaveaseparatereversepolarityprotectionmodule.
64
F04CompleteVehicle
6.High-voltageBatteryUnit
6.1.Overview
Thehigh-voltagebatteryunitisacompletesystemthatcontainsnotonlythehigh-voltagebatteryit-
self,butalsothefollowingadditionalcomponents:
Electroniccontrolunit,batterymanagementelectronics(SME)
Electromechanicalswitchcontactors
Connectionsforhigh-voltagecables
Connectionsforlow-voltagecables
Connectionsforrefrigerantlineandcondensationdrainline
Gasventpipe
Theprimarytaskofthehigh-voltagebatteryunitistodrawelectricalenergyfromthehigh-voltage
electricalsystem,storeitandmakeitavailableagainlaterasnecessary.Inaddition,itassumesimpor-
tanttasksthatcontributetothesafetyofthehigh-voltagesystem,suchasthehigh-voltageinterlock
loop.Thehigh-voltagesafetyconnector(alsocalledthe"ServiceDisconnect")isnotanintegralpartof
thehigh-voltagebatteryunitintheF04.Insteaditislocatedintheluggagecompartmentwellnearthe
12Vbattery.
Thesystemsupplierofthehigh-voltagebatteryunitfortheF04isthecompanyTEMICAutomotive
ElectricMotorsGmbH.ItwasdevelopedinacooperationbetweenBMWAGandDaimlerAG.
Thefollowingisasummaryoftheimportantcharacteristicsofthehigh-voltagebatteryunit:
Nominalvoltage 126V
Batterycells 35at3.6Veach
Storableamountofenergy 800Wh
Usedamountofenergy 400Wh
Maximumpower 19kW
Storagetechnology Lithium-ion
Dimensions 14.4inx8.7inx9.2in(370mmx222mmx
234mm)
Weight about62lb(28kg)
Coolingsystem Coolingviarefrigerantcircuit
6.1.1.Installationlocationandexternalcharacteristics
Theinstallationlocationofthehigh-voltagebatteryunitintheF04isidenticaltotheinstallationloca-
tionoftherearairconditionerofanF02withtheoptionalequipment"Extendedrearairconditioning".
AlthoughtheF02isnotcurrentlyavailableintheUSmarketwiththeoptionalequipment"Extended
rearairconditioning"itissimilartothesystemusedontheE66.Thehigh-voltagebatteryunitiscov-
eredbyapanelandisthereforenotdirectlyvisible.Whenthispanelisremovedthefeaturesandcon-
nectionsshowninthefollowinggraphiccanbeidentified.
65
F04CompleteVehicle
Installationlocation,high-voltagebatteryunitintheF04
Index Explanation
1 Warningstickerforhigh-voltagebattery
2 Mountinghardwareforthehigh-voltagebatteryunittothebracket
3 Support
4 Mountinghardwareforthehigh-voltagebatteryunittothebracket
5 Mountingforspecialtool(notusedbyBMW)
Thehigh-voltagebatteryunitisconnectedwithabrackettotheleftsideofthevehiclebodyandtothe
rearseatbackrest.
Thereisaspecialtoolavailabletofacilitateremovalandinstallationofthehigh-voltagebatteryunit
(Part#wasnotavailableatthetimeofthismaterial).However,thisspecialtooldoesnotusetheknob
showninthegraphic(5)theknobisinsteadusedduringthemanufacturingprocessofthehigh-volt-
agebatteryunit.
66
F04CompleteVehicle
Connectionsandcomponentsonthehigh-voltagebatteryunitoftheF04
Index Explanation
1 Connectionofgroundingcabletovehiclebody
2 Low-voltageconnection(forbatterymanagementelectronicscontrolunit)
4 Retainingscrewforhigh-voltageconnection
5 Connection,refrigerantlines
6 Connectionofgroundingcabletohigh-voltagebatteryunithousing
7 Refrigerantlines
8 Combinedshut-offandexpansionvalveforcoolingthehigh-voltagebattery
Therequiredelectricallyconnectionbetweenthehigh-voltagebatteryunithousingandvehicleground
isprovided(asshowninthegraphic)byaseparateelectricalcable.
67
F04CompleteVehicle
6.1.2.Systemwiringdiagram
Systemwiringdiagramofhigh-voltagebatteryunit
68
F04CompleteVehicle
Index Explanation
2 CrashSafetyModule(ACSM)
3 Fuseforbatterymanagementelectronicsinluggagecompartmentfuseholder
4 Batterysafetyterminal
5 Combinedshut-offandexpansionvalve
6 High-voltagebatteryunit
8 PT-CAN2cables
9 Wiringofthehigh-voltageinterlockloop
10 Temperaturesensorformeasuringcelltemperatures
12 Contactsofelectromechanicalswitchcontactors
13 High-voltagecableswithshielding
6.1.3.High-voltagebattery
Theterm"high-voltagebattery"referstotheactualenergyaccumulatorforthehigh-voltagesystem.
Thenominalvoltageof126Visachievedbyconnecting35batterycellsinserieswithanominalvolt-
ageof3.6Veach.
Eachindividualcelliscylindricalinshapeandhasaccesspointsformeasuringthecellvoltage.Situat-
edinthespacesbetweenthecellsareelementswhichabsorbimpactsandvibrationsandtherebypro-
tectthecellsagainstmechanicaldamage.Thecellsaredesignedinaccordancewithlithium-iontech-
nology.Thistechnologyischaracterizedbythehighestavailableenergyandpowerdensitycurrently
onthemarket.
Designofthehigh-voltagebattery
69
F04CompleteVehicle
Index Explanation
1 Protectiveplateforthecells
2 Heatsink
4 Electromechanicalswitchcontactors
5 Electroniccircuitsforcellmonitoring
6 150Afuse(Non-replaceable)
Lithium-iontechnologycellsaresensitivetooverloading,overvoltage,overcurrentandexcesstemper-
ature.Thecellsarethereforemonitoredindividuallyandinblocks.Electroniccircuitslocatedonone
sideofthecellblockperformthismonitoringtaskandpermanentlymeasurethevoltageofeachin-
dividualcellandthetemperatureatfourdifferentpositions.Aheatsinkwhichprojectsbetweenthe
cellsalsoservestocoolthecells.Thecellsaresealedwiththisheatsinkduringthemanufacturepro-
cess.Therefrigerantisroutedalongthecellsthroughchannelsintheheatsink.Ifanunacceptably
hightemperatureoranunacceptablyhighpressureoccursinacell,thehousingofeachcellhasapre-
determinedbreakingpoint.Abovethispointtheexcessgaspressureinthecellcanbedecreased.The
gasesreleasedintheprocessaredischargedfromthevehiclethroughthegasventpipe.
Thehigh-voltagebatterycanbeconnectedtoorisolatedfromthehigh-voltageelectricalsystemusing
thecontactsofelectromechanicalswitchcontactorsinsidethehigh-voltagebatteryunit.Thesecon-
tactsarelocatedonthepositiveterminalandthenegativeterminal,beforetheterminalsareroutedout
ofthehigh-voltagebattery.Theelectromechanicalswitchcontactorsareactivatedbythebatteryman-
agementelectronics(SME).Thesupplyvoltagefortheswitchcontactorsissuppliedthroughthebat-
terysafetyterminal.
Warningstickeronthehigh-voltagebattery
Index Explanation
1 Prohibitedsymbol:Noopenflames,sparksorsmoking
2 Warningsymbol:Warningagainstdangersofbatteries
3 Warningsymbol:Warningagainstexplosivesubstances/materials
4 Warningsymbol:Warningagainstcausticsubstances/materials
5 Referencetodisposalofhigh-voltagebatteryunit:Recyclingbyspecialist
personnelpossible,nottobedisposedofindomesticwaste
6 Multilingualtext:"Gen1.5ElectricalEnergyStorageSystemUN=126V,
C=6.5Ah(1h,25C),25kg"
70
F04CompleteVehicle
Observethesafetydatasheetforthehigh-voltagebatteryforallrepairworkonthesecomponents.
Usethepersonalsafetyequipmentprescribedthere.Ifthereisanyuncertaintyregardingapossible
hazard,contactthetechnicalsupport(PUMA)oftheBMWGroup.
6.1.4.Batterymanagementelectronics
Highdemandsareplacedonthehigh-voltagebatterylastingtheservicelifeofthevehicle.Tomaxi-
mizetheservicelifeofthehigh-voltagebatteryitisoperatedinapreciselydefinedrange.
Thisincludesthefollowingmeasures:
Protectingthecellsagainstoverheating(bycoolingand/orlimitingthecurrent)
Adjustingthestateofchargeoftheindividualcellswherenecessarytooneanother
Notfullydepletingthebattery'samountofstorableenergy
Forthisreasonthehigh-voltagebatteryoftheF04alsohasitsowncontrolunit,whichmonitorsthese
conditionsandinterveneswherenecessary.Thiscontrolunitiscalledthe"batterymanagementelec-
tronics(SME)"andislocatedinsidethehigh-voltagebatteryunit,whichiswhyitisnotaccessiblefrom
theoutside.
TheSMEcontrolunitmustperformthefollowingtasks:
Controllingcooling
Determiningthestateofcharge(SoC)andthestateofhealth(SoH)ofthehigh-voltagebattery
Determiningtheavailablepowerofthehigh-voltagebatteryandwherenecessaryrequestinga
limitationfromtheelectricmotorelectronics
Controllingthestartingandshuttingdownofthehigh-voltagesystemattherequestofthe
electricmotorelectronics
Safetyfunctions(e.g.high-voltageinterlockloop,insulationmonitoring)
Monitoringthevoltageandtemperatureofthebatterycellsandthecurrent
Communicatingfaultstatestotheelectricmotorelectronics.
TheSMEcontrolunithasitsownfaultmemorywhichcanbereadoutusingtheISTABMWdiagnosis
system.
TheelectricalinterfacesoftheSMEcontrolunitare:
12Vsupplyvoltage(terminal30fromthebatterysafetyterminaltosupplytheswitchcontac-
torsandtheSMEcontrolunititself,terminal31)
PT-CAN2
Wakeupline
Forwardandreturnlinesforhigh-voltageinterlockloop
Lineforactivatingthecombinedshut-offandexpansionvalve
71
F04CompleteVehicle
6.1.5.High-voltageconnection
Theconnectionofthehigh-voltagebatteryunittothehigh-voltageelectricalsystemisdesignedasa
plugconnection,butitisprotectedbyaretainingboltagainstbeingunintentionallyreleased.Thecon-
nectoronthehigh-voltagebatteryunitcontainscontactsfor:
Positivebatteryterminalandnegativebatteryterminal
Highvoltageinterlockloop
Theconnectorofthehigh-voltagecablefeaturesthecontactsforthehigh-voltagepositiveleadand
negativelead,aswellasabridgeforthehigh-voltageinterlockloop.Theplugconnectionisdesigned
insuchawaythatwhenthehigh-voltagecableisdisconnectedfromthehigh-voltagebattery,the
bridgeofthehigh-voltageinterlockloopispulledfirst.Onlythenarethehigh-voltageconnectionsdis-
connectedfromthepowersupply.Whenthehigh-voltageconnectorisreleased,thehigh-voltagesys-
temisautomaticallyshutoffbytheopeningoftheelectromechanicalswitchcontactors.Thisprocess
isanadditionalsafetyprecautiontoeliminatedangersposedbythehigh-voltagesystemtoService
Personnel.ServicePersonnelmustneverthelessstillobservetheelectricalsafetyrulesbeforecarrying
outanyworkonhigh-voltagecomponents.
Beforeworkingonthehigh-voltageconnectionofthehigh-voltagebatteryunitoranyotherhighvolt-
agecomponent,itisessentialtodisconnectthehigh-voltagesystemfromthepowersupply,tosafe-
guardthesystemagainstunintentionalstartingandtoverifyitssafeisolationfromthehighvoltage
powersupply.
72
F04CompleteVehicle
High-voltageconnectiononthehigh-voltagebatteryunit
Index Explanation
1 Connector,batterymanagementelectronics(SME)
2 High-voltageconnector
3 High-voltageconnections
4 Connectionsforhigh-voltageinterlockloop
5 Threadedsupportsleeveforretainingbolt
6.1.6.High-voltagesafetyconnector(ServiceDisconnect)
Thehigh-voltagesafetyconnector("ServiceDisconnect")intheF04islocatedintheluggagecom-
partmentwellnearthe12Vbattery.
73
F04CompleteVehicle
F04high-voltagesafetyconnector
Index Explanation
1 High-voltagesafetyconnector("ServiceDisconnect")
2 Socketwithwiresofhigh-voltageinterlockloopcircuit
3 Removablehigh-voltagesafetyconnector
4 Remainingwiringharnessinwhichthehigh-voltagesafetyconnectoris
mechanicallyincorporated
5 Bridge
Thehigh-voltagesafetyconnectorisresponsibleforthefollowingtasks:
Disconnectingthehigh-voltagesystemfromthepowersupply
Providingasafeguardtopreventunintentionalrestarting
Theoperatingprincipleofthehigh-voltagesafetyconnectorintheF04isbasedonthefactthatthe
circuitofthehigh-voltageinterlockloopisdesignedtobeinterrupted.Thehigh-voltagesystemmon-
itorsthiscircuitpermanentlyandpowersdownthehighvoltageautomaticallywhenanopencircuitis
detected.
74
F04CompleteVehicle
6.1.7.Overcurrentprotection
TheF04featuresseveraldevicesforprotectingagainstovercurrentinthehigh-voltagecircuitwhich
areintegratedinthehigh-voltagebatteryunit:
Measurementofthecurrentwithaprecisionresistorandshut-offofthehigh-voltagesystem
whenathresholdvalueisexceeded.
Thisiscontrolledthroughsoftwarebythebatterymanagementelectronics(SME),which
opensthecontactsoftheelectromechanicalswitchcontactors.
Measurementofthecurrentandshut-offofthehigh-voltagesystemwhenathresholdvalueis
exceeded.
Thisistriggeredbytheshut-offelectronicsandisspeciallyintendedforthispurpose(are-
dundanthardwaresolutionincontrasttotheabove-mentionedsoftwaresolution).
Asafetyfuse,connectedinserieswiththecells,interruptsthecircuitautomaticallyinthe
eventofashortcircuit.
Thecurrentisdeterminedwithaprecisionresistorwhichisconnectedinserieswiththecells.Thecur-
rentisevaluatedbythebatterymanagementelectronicsandbytheshut-offelectronics.Ifthebattery
managementelectronicsdetectsanexcessivelyhighcurrent,theshut-offofthecurrentisfirstcom-
municatedviabussignalstotheelectricmotorelectronics.Intheoptimumcase,thecurrentinthe
high-voltagecircuitistherebyreducedtozeroandonlythenarethecontactsoftheelectromechanical
switchcontactorsopened.Inthiswaythesecontactsaresubjecttoaverylowload.
Anothertypeofshut-offispossiblebywayofspecialshut-offelectronicsinthiscase,however,the
contactsoftheelectromechanicalswitchcontactorsareopeneddirectly.Theseelectronicovercurrent
protectivedevicesaredesignedinsuchawaythattheyintervenebeforethesafetyfusetrips.
Thesafetyfusehasanominalcurrentof150Aandwillonlytriggeriftheelectronicprotectivemea-
suresdonotrespondordonotrespondquicklyenough.Whenthesafetyfusetriggers,thehigh-volt-
agesystemwillnolongergointooperation.Becauseitisintegratedinthehigh-voltagebatteryunit,
thefusecannotbereplacedseparately.
6.1.8.Coolingsystem
Tomaximizetheservicelifeofthehigh-voltagebatteryandobtainthegreatestpossiblepower,itisop-
eratedinadefinedtemperaturerange.Thehigh-voltagebatteryisessentiallyoperationalintherange
of-13Fto131F(-25Cto+55C).However,thesetemperaturelimitsrelatetotheactualtemper-
atureofthecell,nottheoutsidetemperature.Intermsoftemperaturebehaviorthehigh-voltagebat-
teryisaslow-actionsystem,thusitcantakeseveralhoursforthecellstoreachambienttemperature.
Thereforehavingthebatteryspendashortperiodoftimeinanextremelyhotorcoldenvironment
doesnotmeanthatthecellswillhaveassumedthistemperature.
Thehigh-voltagebatteryhasbeendevelopedinsuchawaythatitprovidessufficientpowertostart
thecombustionenginewithinalargecelltemperaturerange.Trialshavedemonstratedthatstarting
thecombustionengineispossibleevenatcelltemperaturesof-13F(-25C)andbelow.Itisimpor-
tanttobearinmindthatthecellsassumetheambienttemperatureonlywhenthevehiclehasbeenex-
posedtothisambienttemperatureforseveraldays.Itishighlyunlikelyforthecombustionengineofan
F04nottobeabletobestartedduetolowambienttemperatures.However,shouldthisextremecase
occur,thevehiclemustbeintroducedintoawarmerenvironment.
75
F04CompleteVehicle
Theuppertemperaturelimitdoesnotposeanyrestrictionwithregardtostartingcapability,sincetem-
peratureshigherthan131F(55C)attheinstallationlocationofthehigh-voltagebatterycannotbe
reached.Thishasbeendemonstratedbytrialsin"hotclimates".Inordertoprotectthebatteryagainst
damageatsuchhighcelltemperatures,thehigh-voltagebatterycurrent(inandout)islimitedbysoft-
ware.Coolingthehigh-voltagebatterymaintainsthecelltemperatureatalowerlevelandincreases
theservicelifeofthehigh-voltagebattery.Therefore,thehybridfunctionsareavailableevenwhenthe
electricdriveissubjecttointensiveuseandathighoutsidetemperatures.
RefrigerantcircuitintheF04
76
F04CompleteVehicle
Index Explanation
1 Branchingofrefrigerantlinestohigh-voltagebatteryunit
2 Connectiontoexpansionvalveforpassengercompartment
3 Refrigerantlinestohigh-voltagebattery
5 Combinedshut-offandexpansionvalveforhigh-voltagebattery
7 Condenser
Thehigh-voltagebatteryintheF04iscooledbyrefrigerant.Theairconditioningrefrigerantcircuithas
thereforebeenextendedinordertocoolthehigh-voltagebatteryunit.Theexpansionvalvesforcli-
matecontrolofthepassengercompartmentandforthehigh-voltagebatteryareconnectedinparal-
lel.Thebatterymanagementelectronicscanactivateandopenthecombinedshut-offandexpansion
valveforthehigh-voltagebatteryunitviaapulse-widthmodulatedsignal.
Componentsforcoolingthehigh-voltagebattery
77
F04CompleteVehicle
Index Explanation
1 Gasventpipe
2 Drainhoseforcondensationwater
3 Grommet
4 Combinedshut-offandexpansionvalve
5 Electricalconnectionforshut-offvalve
Duetothecoolingofthehigh-voltagebatterywithrefrigerantandtheresultinglargetemperaturedif-
ferences,watervaporcancondenseinsidethehigh-voltagebattery.Thiscondensationisdischarged
viaadrainhosewhichisconnectedtothehousingbase.Thisdrainhoseandagasventpipeare
broughttogetheroutsidethehigh-voltagebatteryandledthroughagrommetoutofthepassenger
compartment.Thegasventpipeservestocompensatelargepressuredifferencesbetweentheinteri-
orandtheexteriorofthehigh-voltagebattery.Pressuredifferencesofthisnaturecanonlyariseifacell
isdamaged.Inthiscase(asasafetymeasure)thehousingofthedamagedcellopensinordertore-
ducethepressure.Theescapinggasesarethendirectedoutofthevehiclethroughthegasventpipe.
Thecoolingstrategyforthehighvoltagebatteryisexplainedbelow:
WhenintheLow-prioritycoolingmode,thebatterytemperature(inrange1)isnotthathigh,but
coolingthebatterythereisalsobeneficial.Whencomingfromalowertemperature,coolingwillstart
atrange(3).Butoncecoolinghasstarted,itwillcontinueuntilthelowerendoftherange(leftmargin
of2)isreached,thisisreferredtoastheExtendedcoolingrange.Thisworksthesamewayforthe
highprioritycooling(range4),oncecoolinghasstarted,itwillcontinueuntilthelowerendofthe
range(leftmarginof5)isreached.Theonlydifferenceisthatcoolingofthebatteryinthisrangeis
absolutelyvitalTheExtendedcoolingrangeisimplementedinbothcasesordertoreducethenum-
berofswitchonswitchoffcyclesofthecoolingfunctionandthusextendthelifeoftherelatedcom-
ponents.
Coolingandfunctionsofthehigh-voltagebatterydependentonthecelltemperature
78
F04CompleteVehicle
Index Explanation
1 Low-prioritycooling
2 Extendedcoolingrange:Herethelow-prioritycooling,whichhasalready
startedin(3),iscontinueduntilthelowertemperaturelimitof(2)isreached
3 Switch-onrange:low-prioritycoolingstartsinthistemperaturerange
4 High-prioritycooling
5 Extendedcoolingrange:Herethehigh-prioritycooling,whichhasalready
startedin(6),iscontinueduntilthelowertemperaturelimitof(5)isreached
6 Switch-onrange:high-prioritycoolingstartsinthistemperaturerange
7 Availableelectricalpowerofthehigh-voltagebattery
8 Fullpowerofthehigh-voltagebatteryavailable
9 Restrictionofthesuppliedandconsumedpowerofthehigh-voltagebatteryin
ordertopreventfurtherheating
10 Availabilityofhybridfunctions(e.g.boostfunction)
11 Allhybridfunctionsarefullyavailable
12 Hybridfunctionsarecontinuouslyreducedorswitchedoffinorderto
counteractfurtherheating
Note:IntheExtendedcoolingrangescoolingcontinuesbeyondthetypicalcutoffpointin
ordertoreducethenumberofswitchonswitchoffcyclesofthecoolingfunction.Thisre-
sultsinlongerbutlessfrequentcoolingcycleswhichextendthelifeoftherelatedcompo-
nents.
Inthetemperaturerangeinwhichthehigh-voltagebatterydoesnotneedtobecooled,theexpansion
valveforthehigh-voltagebatteryremainsclosed.
Whenthetemperaturerisesand"low-prioritycooling"isrequired,theSMEcontrolunitsendsacool-
ingdemandforthehigh-voltagebatterytotheIHKAcontrolunitviabussignals.TheIHKAcontrolunit
reportsbacktotheSMEcontrolunitwhethercoolingoutputisavailableforthehigh-voltagebattery.If
coolingoutputisavailable,theSMEcontrolunitopenstheshut-offandexpansionvalveforthehigh-
voltagebattery.Ifnocoolingoutputisavailable,thevalveremainsclosedandnorefrigerantisallowed
toflowthroughthehighvoltagebattery(priorityremainswiththecoolingofthepassengercompart-
ment).
Ifthetemperatureofthecellscontinuestorise,itisabsolutelynecessarytocoolthehigh-voltagebat-
tery.TheSMEcontrolunitsignalsagainthenowurgentcoolingdemand"high-prioritycooling"tothe
IHKAcontrolunit.Theshut-offandexpansionvalveforthehigh-voltagebatteryisopenedinthiscase
toprotectthehigh-voltagebatteryagainstdamage.IftheelectricA/Ccompressorwasnotswitched
onpreviously,itisnowactivatedbytheIHKAcontrolunitinresponsetothisrequestbythebattery
managementelectronics.Thisalsooccursifthedriverhasswitchedofftheairconditioningfunction
forthepassengercompartment.
Althoughthecoolingoutputisgenerallyadequate,thesituationmayariseunderextremeconditions
wherethetemperatureinthehigh-voltagebatterycontinuestorise.Insuchanextremecase,thehy-
bridfunctionsarereducedinstagesornolongermadeavailable(e.g.theboostfunction).Herethefo-
cusisonprotectingthehigh-voltagecomponents.Ifthetemperatureincreasesfurther,thesystemis
protectedbyelectronicallylimitingthehigh-voltagebatteryinputandoutputcurrent.
79
F04CompleteVehicle
Note:Becausethehigh-voltagebatteryisconnectedtotherefrigerantcircuit,preliminaryworksimilar
tothatconductedontheairconditioningofconventionalvehicles(e.g.evacuationandrecyclingofthe
refrigerant)willberequiredpriortoremovalandinstallationofsomecomponents.Alwaysfollowrepair
instructions.
6.2.Functions
6.2.1.Startingthehigh-voltagesystem
Startingthehigh-voltagesystemoccursintheinteractionbetweentheelectricmotorelectronics
(EME)andbatterymanagementelectronics(SME)controlunits.TheEMEcontrolunitperformsthe
roleoftheprimary(master)andtheSMEcontrolunitthatofthesecondary.Theassociatedcommands
aretransferredasbussignalsviathePT-CAN2.
TheEMEcontrolunitrequestsstartingofthehigh-voltagesystemwheneitherterminal15isswitched
onorarequestforindependentairconditioningispresent.Thestarttakesplaceinmultiplesteps,
eachofwhichtakesplaceonlyifthepreviousstephasbeencompletedsuccessfully.
1 Testingthehigh-voltageelectricalsystem
2 Raisingthevoltage
3 Closingthecontactsoftheswitchcontactors.
Thefirststep,testingthehigh-voltagesystem,involvescheckingwhetherthehigh-voltagebatteryand
theentirehigh-voltageelectricalsystemareoperational.Thisincludestherequirementthatthecircuit
ofthehigh-voltageinterlockloopbeclosedinordertostartthehigh-voltagesystem.
Evenafterthetestshavebeencompletedsuccessfully,thecontactsoftheswitchcontactorsstillcan-
notbeclosed.Becauseofthecapacitiesinthehigh-voltagecircuit(linkcapacitors)averyhighswitch-
oncurrentwouldflowwhichwouldpermanentlydamageboththelinkcapacitorsandtheswitchcon-
tactors.Therefore,thevoltageisraisedslowlybeforehand.Todoso,thenegativeleadoftheswitch
contactorcontactisinitiallyclosed.Aconstantcurrentofabout2Aissetinthepositiveleadviaan
electroniccircuittochargethelinkcapacitors.Inthiswaythevoltageinthehigh-voltageelectricalsys-
temincreaseswithinafewhundredmillisecondstoavaluewhichisslightlybelowthevoltageofthe
high-voltagebattery.Thenthepositiveleadoftheswitchcontactorcontactisclosed.
TheSMEcontrolunitcommunicatessuccessfulstartingviathePT-CAN2totheEMEcontrolunit.In
thesameway,faultsaresignalledifthestartwasnotsuccessful.
Note:Althoughthestartingofthehigh-voltagesystemcontainstheabove-mentionedsteps,
thereisnonoticeabledelaywhenstartingthecarasfarasthecustomerisconcerned.AnF04
startspracticallyasquicklyasanF01/F02.
80
F04CompleteVehicle
6.2.2.Shuttingoffthehigh-voltagesystem
Whenitcomestoshuttingoffthehigh-voltagesystemadistinctionismadebetweenregularshut-
offandfastshut-off.Inthecaseofregularshut-offtheemphasisisonprotectingtheelectricalcom-
ponentsandcheckingthehigh-voltagesystem.Forexample,thecontactsoftheelectromechanical
switchcontactorsaretobeopenedonlywhenthecurrenthasdroppedtoavaluecloseto0A,asthey
areotherwisesubjectedtoheavyload.
Theconditionswhichtriggeraregularshut-offare:
Deactivationofterminal15
Endofindependentairconditioningandprogrammingprocedureofahigh-voltagecontrolunit
Interruptionofthecircuitofthehigh-voltageinterlockloop
Thebasicsequenceofregularshut-offisthen(regardlessofthetriggeringcondition)thesame:
1 Regulatingcurrentsinthehigh-voltageelectricalsystemdowntozero(EME)
2 Openingtheswitchcontactorsinthehigh-voltagebatteryunit(SME)
3 Dischargingthehigh-voltagecircuit,i.e.activedischargingofthelinkcapacitorsandshort-circuit-
ingofthewindingsintheelectricmotor(EME)
4 Checkingthehigh-voltagesystem,e.g.astowhetherthecontactsoftheelectromechanical
switchcontactorswerecorrectlyopened.
Theregularshut-offisinterruptedifinthemeantimestartingisinitiatedagain(e.g.becausethedriver
switchesonterminal15again).Theregularshut-offisalsointerruptedifasituationarisesthatrequires
afastshut-offofthehigh-voltagesystem.
6.2.3.Fastshut-offofthehigh-voltagesystem
Thefastshut-offofthehigh-voltagesystemiscarriedoutwhenever,forsafetyreasons,thevoltagein
thehigh-voltagesystemmustbereducedtoasafevalueasquicklyaspossible.
Thefollowinglistdescribesthesesituationsandthesignalswithwhichfastshut-offofthehigh-volt-
agesystemistriggered:
Accident:
CrashSafetyModuledetectsanimpactofappropriateseveritycommunicationviabussig-
nalsanddisconnectionofthebatterysafetyterminalfromthepositiveterminalofthe12V
battery.
Shortcircuitmonitoring:
Currentsensorinthehigh-voltagebatterydetectsanexcessivelyhighcurrentinthehigh-volt-
agecablesortheovercurrentcut-outinthehigh-voltagebatteryisactivated.
Cellmonitoringdetectsacriticalstate,e.g.undervoltage,overvoltageorexcesstemperature
Failureofthe12Vvoltagesupplyofthehigh-voltagebatteryunitSMEcontrolunitstops
working
Inallthesecasesthecontactsoftheelectromechanicalswitchcontactorsareopenedandthehigh-
voltagecircuitisdischargedimmediately.Thisensuresthefastestpossibleshut-off,asisappropriate
forthesesafety-relevantcondition.
81
F04CompleteVehicle
6.2.4.Chargingandoperationalstrategy
Thechargingstrategyforthehigh-voltagebatteryhastwoprimaryobjectives,tomaximizetheser-
vicelifeofthehigh-voltagebatteryandtomaintainreserveswithregardtobothenergyconsumption
andenergydraw.Inordertoachievethefirstobjective,thestrategyinvolvesnotonlythealreadymen-
tionedregulationofthecelltemperaturebutalsotheregulationoftheusefulenergycontent.Instead
ofusingthefullstateofchargerangefromzeroto100%,onlyarangebetweenapproximately30and
80%isused.Dependingonthecelltemperatureandthecalculatedstateofhealthofthehigh-voltage
battery,thisusefulrangecanbelimitedfurther.However,asufficientlylargeusefulenergycontentre-
mainsavailableoverthefullservicelifeinordertoimplementthehybrid-specificfunctionsandadvan-
tages.Thestateofchargeofthehigh-voltagebatteryisindicatedintheCentralInformationDisplayin
theformofbars.Thevaluedisplayedthereofzerobarstofivebarscorrespondstothevalueusedby
thechargingstrategyofroughly30to80%.Therefore,therearestillpowerreservesbelowthemini-
mumdisplayedvalueandabovethemaximumdisplayedvalue.
IndicationinCentralInfor- Displayedstateofcharge Actualstateofcharge

mationDisplay
0% about30%
100% about80%
Duringbrakeenergyregenerationorloadpointincreaseofthecombustionengineexcessenergyis
convertedbytheelectricmotorintoelectricalenergy.Thehigh-voltagebatterystoresthiselectrical
energyandmakesitavailableagainasrequiredforthefollowingpurposes:
Tosupplythe14Velectricalsystemwhilethecombustionengineisswitchedoff
Torelieveandsupportthecombustionengine(increaseefficiency)
Fortheboostfunction(increasedynamics)
Forindependentairconditioning
6.2.5.Monitoringfunctions
Thereisalargenumberofmonitoringfunctionsinwhichthehigh-voltagebatteryunitandthebattery
managementelectronicsplayasubstantialrole.
Theyinclude:
Monitoringfunctionstoensurethesafetyofthehigh-voltagesystem
Monitoringfunctionstoensureoptimaloperatingconditionsofthehigh-voltagebattery
82
F04CompleteVehicle
Forthesafety-relatedmonitoringfunctions,wewillspecificallydiscusstheroleofthehigh-voltage
batteryunitinthehigh-voltageinterlockloopandtheinsulationmonitoring.
Theprincipleofthehigh-voltageinterlockloopisdescribedindetailinthe"Principlesofhybrid
technology"trainingmaterialavailableonTISandICP.
IntheF04thehigh-voltageinterlockloopismadeupofthehigh-voltagecomponentsinthegraphic
below.
83
F04CompleteVehicle
Systemwiringdiagramofhigh-voltageinterlockloop
84
F04CompleteVehicle
Index Explanation
1 Electricmotorelectronics(structuralunitwhichincorporatesthepower
electronicsandcontrolunit)
3 High-voltageconnectionwithbridgeforhigh-voltageinterlockloop
4 EMEcontrolunit
5 Busbarbetweenelectricmotorandelectricmotorelectronics,accessibilityof
whichisguaranteedbyaflapwithabridgeofthehigh-voltageinterlockloop
6 Electricmotor
7 High-voltagesafetyconnector(ServiceDisconnect)
8 Batterymanagementelectronics(insidethehigh-voltagebatteryunit)
9 Evaluationcircuitforinterlocksignal
10 Generatorforinterlocksignal
Theelectronicsforcontrollingandgeneratingthetestsignalforthehigh-voltageinterlockloopisinte-
gratedinthebatterymanagementelectronics.Generatingthetestsignalstartswhenthehigh-voltage
systemistobestartedandendswhenthehigh-voltagesystemhasbeenshutdown.Asquarewave
ACsignalisgeneratedasthetestsignalbythebatterymanagementelectronicsandsuppliedtothe
testlead.Thetestleadhasaringtopology(similartothatoftheMOSTbus).Thesignalofthetestlead
isevaluatedattwopointsinthering:intheelectricmotorelectronicsandfinallyrightattheendofthe
ring,inthebatterymanagementelectronics.Ifthesignalisoutsideapermanentlydefinedrange,anin-
terruptionofthecircuitorashortcircuitinthetestleadisdetected.Asalreadydescribedinthesec-
tion"Fastshut-offofthehigh-voltagesystem",thehigh-voltagesystemisthenshutoffimmediately.
Theinsulationmonitoringdetermineswhethertheinsulationresistancebetweenactivehigh-voltage
components(e.g.high-voltagecables)andgroundisaboveorbelowarequiredminimumvalue.Ifthe
insulationresistancefallsbelowtheminimumvalue,thedangerexiststhatthevehiclepartswillbeen-
ergizedwithhazardousvoltage.Ifapersonweretotouchasecondactivehigh-voltagecomponent,he
orshewouldbeatriskofelectricshock.Thereisthereforefullyautomaticinsulationmonitoringforthe
F04high-voltagesystem.Itisperformedbythebatterymanagementelectronicsatregularintervals
whilethehigh-voltagesystemisactive.Groundservesasthereferencepotential.Withoutadditional
measuresonlylocalinsulationfaultsinthehigh-voltagebatteryunitcouldbedeterminedinthisway.
However,itisequallyimportanttoidentifyinsulationfaultsfromthehigh-voltagecablesinthevehicle
toground.Forthisreason,alltheelectricallyconductivehousingsofhigh-voltagecomponentsaredi-
rectlyconnectedtoground.Thisenablesinsulationfaultsintheentirehigh-voltageelectricalsystem
tobeidentified,fromacentralpoint(thehigh-voltagebattery).
Theproperelectricalconnectionofallhigh-voltagecomponenthousingstogroundisanimportant
prerequisiteforproperfunctionoftheinsulationmonitoringfunction.Therefore,thiselectricalconnec-
tionmustberestoredcarefullyifithasbeeninterruptedduringrepairwork.
Theinsulationmonitoringrespondsintwostages.Whentheinsulationresistancedropsbelowafirst
thresholdvalue,thereisstillnodirectdangertopeople.Thehigh-voltagesystemthereforeremains
active;noCheckControlmessageisdisplayed,butthefaultstatusisnaturallystoredinthefaultmem-
ory.InthiswaytheServicetechnicianisalertedthenexttimethecarisintheworkshopandcanthen
85
F04CompleteVehicle
checkthehigh-voltagesystem.Whentheinsulationresistancedropsbelowasecond,lowerthreshold
value,thisisaccompaniednotonlybythestorageofthefaultinthefaultmemory,butalsobythedis-
playofaCheckControlmessagepromptingthedrivertovisitaBMWServiceCenter.
However,theservicetechniciandoesnothavetoperformafundamentalmeasurementoftheinsula-
tionresistancehim-/herselfthistaskisperformedbythehigh-voltagesystemthroughtheinsulation
monitoring.Whenaninsulationfaultisdetected,theservicetechnicianmustrunthroughatestplanin
theISTAdiagnosissystemtofindtheactuallocationoftheinsulationfault.
6.3.ServiceInstructions
6.3.1.Installationandremoval
Thehigh-voltagebatteryunitcanonlybereplacedasacompleteunitandonlywhenindicatedbythe
testplanonISTABMWdiagnosticsystem.
Note:Becausethehigh-voltagebatteryunitisahigh-voltagecomponent,itisessentialdur-
ingremovalandinstallationtoobservetheelectricalsafetyrulesbeforestartingwork.
Intheeventthattherefrigerantlineshavetoberemovedoranyserviceisbeingdoneonthecooling
systemofthehighvoltagebatterythatrequirestheopeningofthecircuit,therefrigerantmustberecy-
cledfollowingapprovedBMWprocedurespriortoremovalandafterinstallationre-introduced.
Aprecisedescriptionoftheworksequenceforremovalandinstallationofallthehybridcomponents
canbefoundintherepairinstructions.Alwaysfollowtheproperrepairinstructionswhenworkingon
BMWvehicles.
Note:Thespecialtoolhasbeendevelopedtohelpinliftingthehigh-voltagebatteryunitout
ofandbackintothevehicle,thistoolmustbeusedwheneverserviceisrequired(Apartno.
wasnotyetavailableatthetimeofthismaterial.)
6.3.2.Chargingandstartingaid
Thissectiondiscussesthechargingprocessandthestartingaidwhenthehigh-voltagebatteryisdis-
charged.Ifthe12VbatteryofanF04isflat,itcanbechargedasinconventionalvehicles.
Theoperationalstrategycontrolsthestateofchargeofthehigh-voltagebatterysuchthatthevehi-
clecanberestarted,evenafteralongimmobilization(storage)period.If,despitethis,thehigh-voltage
batteryisdischargeddeeplyenoughthatitcannolongerbestarted,acorrespondingCheckControl
messageisdisplayed.
Inthiscase,thehigh-voltagebatterycanbechargedviathe14Velectricalsystem.However,when
youconnectanapprovedbatterychargertothepositivebatteryconnectionpointandtoground,
initiallyonlythe14Vvehicleelectricalsystemwillbesuppliedwithpowerandthe12Vbatteryis
charged.
86
F04CompleteVehicle
Thefollowingprerequisitesmustbesatisfiedbeforethehigh-voltagebatterycanbecharged:
High-voltagebatterydischargedtotheextentthatenginestartingisnolongerpossible
TwounsuccessfulattemptstostarttheengineorServicefunction"Chargehigh-voltagebat-
tery"started
Terminal15switchedon
Chargerwithaminimumvoltageof13.5Vconnected.Werecommendthatyouuseacharger
withamaximumcurrentof70A(orhigher)sothatnotonlythe14Velectricalsystemissup-
plied,butalsoasignificantcurrentisstillavailabletochargethehigh-voltagebattery
TheDC/DCconverterintheelectricmotorelectronicsnowfunctionsasanupconverter.Electricalen-
ergythenflowsfromthe14Vvehicleelectricalsystemtothehigh-voltageelectricalsystemandthe
high-voltagebatteryischarged.
Duringthisprocess,allelectricalconsumersinthevehiclethatarenotneededmustbeswitchedoff.
Thechargingprocesscantakeseveralminutes,dependingonthebatterychargerused.Theprocess
ofchargingthehigh-voltagebatteryshouldonlybeendedwhenaCheckControlmessageissuesa
prompttothateffect.
CheckControlsymbolforhigh-voltagebattery
ThesameCheckControlsymbolisusedforallCheckControlmessagesdisplayedintheinstrument
clusterregardingthestateofchargeofthehigh-voltagebattery.TheCheckControlmessagesareex-
plainedbythenotesdisplayedinthecentralinformationdisplay.
Ifstartassistance(emergencyjump)hastobegiventoanF04withaflathigh-voltagebattery,pro-
ceedaspreviouslydescribedtochargethehigh-voltagebatterywithabatterycharger.Itmustbenot-
edherethataftertheenergy-dispensingvehiclehasbeenconnectedtotheF04the"Readytodrive"
statuscannotbeestablishedimmediately.InsteadyoumustwaituntiltheCheckControlmessagein
theF04indicatesthatthehigh-voltagebatteryissufficientlycharged.Onlythenmaytheyenergy-dis-
pensingvehiclebedisconnectedfromtheF04.
6.3.3.Safeworkingpracticesforworkingonahigh-voltagesystem
Beforeworkingonhigh-voltagecomponentsoftheF04,itisessentialtoobserveandimplementthe
electricalsafetyrules:
1 Thehigh-voltagesystemmustbedisconnectedfromthepowersupply
2 Thehigh-voltagesystemmustbeprovidedwithasafeguardtopreventunintentionalrestarting
3 Thesafeisolationofthehigh-voltagesystemmustbeverified
87
F04CompleteVehicle
Thefollowingchaptersprovidebriefdescriptionsonhowtoimplementtheelectricalsafetyrulesinthe
F04.
Preparations
Priortobeginninganyworkthefollowingstepsmustbetaken:
1 Thevehiclemustbesecuredagainstrolling(engagetheparkinglockoftheautomatictransmis-
sionandactivatetheparkingbrake).
2 Terminal15andterminalRmustbeswitchedoff.
3 Ifachargerisconnected,itmustbeswitchedoffanddisconnected.
Disconnectingthehigh-voltagesystemfromthesupply
Thehigh-voltagesystemintheF04isdisconnectedfromthepowersupplywiththehigh-voltagesafe-
tyconnector.Todisconnectfromthepowersupply,thehigh-voltagesafetyconnectormustbepulled
fromitssocket.Thisinterruptsthecircuitofthehigh-voltageinterlockloop.
High-voltagesafetyconnectorafterdisconnectionfromthepowersupply
Index Explanation
1 Socketwithwiresfromcircuitofhigh-voltageinterlockloop
2 Removedhigh-voltagesafetyconnector
88
F04CompleteVehicle
Safeguardingthehigh-voltagesystemagainstunintentionalrestarting
Thesafeguardingofthehigh-voltagesystemagainstunintentionalrestartingisperformedonthe
socketsideofthehigh-voltagesafetyconnector.Acommerciallyavailablepadlock(forexample,
ABUS45/40)isrequiredforthispurpose.
High-voltagesafetyconnectorwithpadlock
Index Explanation
1 Socketwithwiresfromcircuitofhigh-voltageinterlockloop
2 Padlock
Thehigh-voltagesafetyconnectorcannotbeconnectedwhenthepadlockisinsertedinthesocket
andlocked.Thisisaneffectivewayofensuringthatthehigh-voltagesystemisnotswitchedonagain
withouttheknowledgeandconsentoftheservicetechnicianworkingonthevehicle.
Verifyingsafeisolationfromthesupply
Thede-energizedstateisnotverifiedusingameasuringdeviceorviatheISTAdiagnosticsystem.In-
stead,thehigh-voltagecomponentsmeasurethevoltagethemselvesandtransmitthemeasuringre-
sultviabussignaltotheinstrumentcluster.TheinstrumentclusterdoesnotgeneratetheCheckCon-
trolmessagetodisplaythede-energizedstateunlessallinvolvedhigh-voltagecomponentsconsis-
tentlysignalthede-energizedstate.
89
F04CompleteVehicle
Displayofisolationfromthesupplyintheinstrumentcluster
Index Explanation
1 CheckControlsymbolforisolationfromthepowersupply
2 CheckControlmessage"Hybridsystemdeactivated"
Inordertoverifythede-energizedstate,youmustswitchonterminal15andwaituntilyouseethe
CheckControlmessagewiththesymbolshownaboveontheinstrumentcluster.Then,andonlythen,
youhaveensuredthatthehigh-voltagesystemisde-energized.Afterthede-energizedstatehasbeen
verified,terminal15andterminalRmustbeswitchedoffagainbeforeyoucanstarttheactualworkon
thevehicle.
IftheCheckControlmessageisnotdisplayed,youmustnotcarryoutanyworkonhigh-volt-
agecomponents
YoumustSTOPworkandenteraPUMAcaseforinstructionsastohowtoproceedwiththe
repair.
6.3.4.Procedureafteranaccident
Thesafetyconceptofthehigh-voltagesystemensuresthat,evenduringorafteranaccident,thereis
nodangertothecustomerortheServicepersonal.Thehigh-voltagesystemisautomaticallydeacti-
vatedintheeventofanaccidentinsuchawaythatnodangerousvoltagesareappliedatthosepoints
onthehigh-voltagecomponentswhichareaccessiblefromtheoutside.
Deactivationofthehigh-voltagesystemiscarriedasfollows:
Innormaloperationthebatterymanagementelectronicsissuppliedviaterminal30F.Thecoilsofthe
electromechanicalswitchcontactorsarealsosupplied.Deactivationintheeventofanaccidentisdone
byanextendedbatterysafetyterminal.Itcontainsanadditionalnormallyclosedcontact.Thisswitch
contactopenswhenthebatterysafetyterminalistriggeredatthesametimeasthepositivebattery
90
F04CompleteVehicle
cableissevered.Thisinterruptsthevoltagesupplytothebatterymanagementelectronicsandto
theswitchcontactors.Thecontactsoftheswitchcontactorsopensothatdangerousvoltagecanno
longerbefedbythehigh-voltagebatteryintothehigh-voltageelectricalsystem.Aleadtotheelectric
motorelectronicsisalsobranchedfromthesupplyleadofthebatterymanagementelectronics.The
electricmotorelectronicsevaluatesthislead.Intheeventofanaccidentthevoltageonthisleaddrops
to0V,andtheelectricmotorelectronicsdischargesthelinkcapacitorsandclosesthewindingsonthe
electricmotorbriefly.
Afteranaccidentthesafetybatteryterminalremainsintheabove-describedstatesuchthatthebat-
terymanagementelectronicsisnotoperational.Thusthehigh-voltagesystemremainsinactiveevenif
terminal15isswitchedonagain.
Thisisusefulforsafetyreasons,buthastwoeffects,whichtheServiceTechnicianmustbeawareof:
1 Theinstrumentclusterwillnotdisplaytheisolationfromthepowersupply,becausethecorre-
spondingbussignalfromthebatterymanagementelectronicsfailstoappear.TheServiceTech-
nicianthereforemustnotworkonthehigh-voltagecomponents.
2 Thediagnosissystemcannotaddressthebatterymanagementelectronicsandreadoutthefault
memory.Thusdiagnosisofthehigh-voltagebatteryunitisnotpossibleeither.
Note:IftheF04batterysafetyterminalhastriggeredintheeventofanaccidentaspecialhan-
dlingprocedureisneeded.RefertotherepairinstructionsavailableinISTAformoreinforma-
tion.
Beforeworkingonthehigh-voltagecomponentsoronthebatterysafetyterminalofanF04
whichhasbeeninvolvedinanaccidentwithatriggeredbatterysafetyterminal,contactthe
TechnicalSupport(PUMA)oftheBMWGroup.
91
F04CompleteVehicle
7.PowerElectronics
7.1.Installationlocationandconnections
ThepowerelectronicsoftheF04servesasthecontrolelectronicsforthepermanent-fieldelectrical
synchronousmachineinthepowertrain.AbidirectionalinverterisusedforconvertingtheDCvolt-
age(120VDC)fromthehigh-voltagebatteryintoathree-phaseACvoltage(120VAC)toactivate
thethree-phasemachineandviceversaingeneratormode.ADC/DCconverterensuresthevoltage
supplytothe14Velectricalsystem.TheentirepowerelectronicsoftheF04islocatedwithinthealu-
minumhousingoftheelectricmotorelectronics(EME).Thishousingcontainsthecontrolunit,theDC/
DCconverterandthe(DC/AC,AC/DC)bidirectionalinverter.TheEMEcanonlybereplacedasacom-
pleteunit,asitscomponentsarenotavailableseparately.
Note:ThesystemsupplieroftheEMEfortheF04isthecompanyContinentalAG.Itwasde-
velopedinacooperationbetweenBMWAGandDaimlerAG.
InstallationlocationofEME
Index Explanation
Theelectricmotorelectronics(EME)weighsabout26.5lb(12kg)andislocatedontheleftsideofthe
engine,itismountedwithfourboltsattheheightoftheoilsump.
92
F04CompleteVehicle
7.PowerElectronics
Electricmotorelectronics,frontandrearviews
Index Explanation
1 Connectionfor14Velectricalsystem(positivelead)
2 Connectionforcoolantreturn
3 Coverforbusbars(mountingcover)
4 Connectionfittingforelectricmotor
5 ConnectionforelectricA/Ccompressor
6 Connectionforhigh-voltagebattery(HV+)
7 Connectionforhigh-voltagebattery(HV)
8 Connectionforcoolantreturn
9 Coverforlinkcapacitor
10 Signalconnector(low-voltageconnector)
CAUTIONTheelectricmotorelectronicsisahigh-voltagecomponent
Eachhigh-voltagecomponentisclearlylabeled,onitshousingorcasing,toenableServicePersonnel
andvehicleuserstoidentifythepossiblehazardsassociatedwithhighvoltagesandtheprecautions
thatmustbetakenwhenhandlingthem.
93
F04CompleteVehicle
7.PowerElectronics
OnlyhighvoltagecertifiedServiceTechniciansarepermittedtoworkonhigh-voltagecompo-
nents.Alwayscomplywiththesafetyrulesandproceduresandfollowtherepairinstructions
totheletter.
BecausetheEMEisinstalledinthelowerareaofthevehicle,aventlineisrequiredtopreventwater
(resultingfromtemperaturechangesandpossiblecondensationofairmoisture)fromcollectinginside
theEME.Theventlineissituatedatthehighestpossiblelocation,ontopoftheEMEhousing.
Theinsulationmonitoringdetermineswhethertheinsulationresistancebetweenactivehigh-voltage
components(e.g.high-voltagecables)andgroundisaboveorbelowarequiredminimumvalue.Ifthe
insulationresistancefallsbelowtheminimumvalue,thereisariskthatthevehiclepartswillbeener-
gizedwithhazardousvoltage.Ifapersonweretotouchasecondactivehigh-voltagecomponent,heor
shewouldbeindangerofelectricshock.
ThereisthereforefullyautomaticinsulationmonitoringfortheF04high-voltagesystem.Itisper-
formedbythebatterymanagementelectronics(SME)atregularintervalswhilethehigh-voltagesys-
temisactive.Groundservesasthereferencepotential.Withoutadditionalmeasuresonlylocalinsula-
tionfaultsinthehigh-voltagebatteryunitcouldbedeterminedinthisway.However,itisequallyimpor-
tanttoidentifyinsulationfaultsfromthehigh-voltagecablesinthevehicletoground.Forthisreason,
alltheelectricallyconductivehousingsofhigh-voltagecomponentsareconnectedtoground.Inthis
wayinsulationfaultsintheentirehigh-voltageelectricalsystemcanbeidentifiedfromacentralpoint
bytheinsulationmonitoring.
Theproperelectricalconnectionofallhigh-voltagecomponenthousingstogroundisanimportant
prerequisiteforproperfunctionoftheinsulationmonitoring.Accordingly,thiselectricalconnection
mustberestoredcarefullyifithasbeeninterruptedduringrepairworktothevehicle.
Thepointsofcontactmustbekeptclean,e.g.freefromoilandgrease
94
F04CompleteVehicle
7.PowerElectronics
7.2.SystemOverview
EMEsystemoverview
Index Explanation
2 12Vbattery
3 Electricmotor
7 Temperaturesensor(electricmotorwindings)
95
F04CompleteVehicle
7.PowerElectronics
Index Explanation
8 Electriccoolantpump50W
10 Ventline
11 AC/DCbi-directionalinverter
7.3.Functions
TheEMEinternallycomprisesthreelogicunits:Thebidirectionalinverter,theDC/DCconverterfor
supplyingthe14Velectricalsystem,andthecontrolelectronicswiththehybridmasterfunctionality.
TheinverterandtheDC/DCconverterarebothactivatedbythecontrolelectronics.
TheEMEperformsthefollowingfunctions:
Supplyofthe14VelectricalsystemviatheDC/DCconverter
Chargingofthehigh-voltagebatteryfromthe14Velectricalsystemforexternalstarting
Supportofthehigh-voltagebatteryduringcoldstarting
Regulationoftheelectricmotor(rotationalspeed,torqueorvoltage)
Connectingtotheelectricmotorviabusbars
CoolingoftheEME
High-voltageconnectionfortheelectricA/Ccompressor
Connectionofthehigh-voltagebattery
Communicationwithothercontrolunits
Activeandpassivedischargingofthelinkcapacitortovoltageslessthen60V
Reversepolarityprotection
Activeevaluationofasignalforthehigh-voltageinterlockloop(interlock)
Self-testanddiagnosticfunction
7.3.1.DC/DCconverter
TheDC/DCconvertertransferselectricalpowerfromthehigh-voltageelectricalsystemtothe14V
electricalsystemandviceversa.Therearetwooperatingmodes,dependingonthedirectioninwhich
theDC/DCconverterconvertsthevoltage:
Downconversion
Upconversion
96
F04CompleteVehicle
7.PowerElectronics
OperatingmodesoftheDC/DCconverter
Index Explanation
1 Voltagelevelwith120V
2 Downconversion
3 DC/DCconverterintheEME
4 Upconversion
5 Voltagelevelwith14V
Downconversion
Downconversion(alsoknownasbuckmode)referstothevoltageconversionfromthehigh-voltage
leveltothe14Vlevel.InthisoperatingmodetheDC/DCconverterhasamaximumpoweroutputof2.1
kWor150A.
ThenominalvoltagecanbespecifiedbytheEMEinarangefrom11.0Vto15.5V.TheDC/DCcon-
verterisoperatedwithaset-pointinputof14V.Thisoperatingmodeisselectedwheneverthevehicle
isbeingdriven.The14VelectricalsystemissuppliedinvehiclemodeviatheDC/DCconverterwith
electricalenergy.Thusitreplacesthealternatorpreviouslyusedforthispurpose.
97
F04CompleteVehicle
7.PowerElectronics
Upconversion
Upconversion(alsoknownasboostmode)referstothevoltageconversionfromthe14Vleveltothe
high-voltagelevel.InthisoperatingmodetheDC/DCconvertercantransferapoweroutputof0.5kW
andiscapableofchargingaheavilydischargedhigh-voltagebattery.
ThechargingprocessisautomaticallystartedbytheEMEunderthefollowingconditions:
Ifthevoltageofthehigh-voltagebatteryhasdroppedbelowapredeterminedthresholdvalue
Ifachargerhasbeendetected(vehiclevoltagegreaterthan13.5Vinthe14Velectricalsys-
tem)
Iftwoenginestartshavefailedconsecutively
Terminal15mustbeswitchedon
Ifthevoltageofthehigh-voltagebatteryistoolowandanenginestarthasfailed,thefollowingCheck
Controlmessageisdisplayed:"Vehiclenotreadytodrive".
Ifasecondenginestarthasfailed,thefollowingCheckControlmessageisdisplayed:"Switchonigni-
tiontocharge".
AlternativelythechargingprocesscanbestartedwiththefollowingServicefunction:"Chargehigh-
voltagebattery".
Whilethevoltageisbeingconvertedfromthe14Velectricalsystemtothehigh-voltageelectricalsys-
tem(high-voltagebatteryisbeingcharged),thefollowingCheckControlmessageisdisplayed:"High-
voltagebatterycharging".
Theprocessiscancelledinthefollowingsituations:
Thechargecurrentofthehigh-voltagebatteryhasdroppedbelowthethresholdvalueof1A
Thechargerhasbeendisconnectedfromthe14Velectricalsystem
Afaulthasoccurredortheignitionhasbeenswitchedoff.ThenthefollowingCheckControl
messageisdisplayed:"Chargingfinished".
Tosupplythe14Velectricalsystemandatthesametimechargethehigh-voltagebattery,useasuf-
ficientlypowerfulcharger(maximumchargecurrentofatleast70A).Switchoffunnecessarypower
consumersinthevehicle(e.g.exteriorlightsorairconditioning).
Note:TheBMWrecommendedMulticharger1500,100Abatterycharger(PN81392161
589),isavailableforusewithActiveHybridvehicles.
98
F04CompleteVehicle
7.PowerElectronics
7.3.2.Connectiontotheelectricmotor
ThepowerelectronicsintheEMEisconnectedtotheelectricmotorviathreebusbars.Thecontacts
canbereleasedinthefollowingmanner:
Applythreesafetyrules 1 Disconnectthehigh-voltagesystemfrom
thesupply
2 Safeguardthehigh-voltagesystem
againstunintentionalrestarting
3 Verifythesafeisolationofthehigh-volt-
agesystemfromthesupply
Firstreleasethethreebolts(1)andremovethe
cover(2).
Swingopenthelever(1)inthedirectionofthe
arrow.
Thisinterruptsthecircuitofthehigh-voltage
interlockloop.
99
F04CompleteVehicle
7.PowerElectronics
Releasethescrew(1).
Whentheleverisswungopenthebridgeofthe
high-voltageinterlockloopisvisible.
Thecover(1)cannowberemoved.
Thebusbars(U,V,W)andthescrewsarevisi-
ble.
Releasethescrews(1,2,3).
Adhereexactlytotheprescribedtightening
torquesforthescrewsandifnecessaryde-
greasethebusbars.
Whenreplacingthecompleteassembly,re-
placethesealtotheelectricmotor.Whenfit-
ting,makesurethatnoneoftheseals(inthe
lineconnectiontotheelectricmotorandinthe
mountingcover)aredamaged.
7.3.3.Connectionforhigh-voltagebattery
Theconnectionforthehigh-voltagebatteryislocatedinthelowerareaoftheEMEandisdesignedas
aplugconnection.
Theconnectorforthehigh-voltagebatterycontainscontactsfor:
100
F04CompleteVehicle
7.PowerElectronics
Positivebatteryterminal
Negativebatteryterminal
Highvoltageinterlockloop
Theplugconnectionisdesignedinsuchaway
thatbeforethehigh-voltagecableisdiscon-
nected,thebridge(1)ofthehigh-voltageinter-
lockloopmustbeunlockedandpulled.
Thentheslide(1)ispulleddownwardsinto
thefirstlockingposition.Heretheplug(3)for
thehigh-voltageinterlockloopispartiallycon-
cealedbytheplasticcover(2).Theconnector
ofthehigh-voltagecable(4)cannowbepulled
outtothefirstlockingposition.Theslide(1)can
nowbepulledintothesecondlockingposition
andtheconnectorofthehigh-voltagecable(4)
pulledoffentirely.Heretheplug(3)ofthehigh-
voltageinterlockloopisfullyconcealedbythe
plasticcover(2).
7.3.4.EMElow-voltageconnector
Allthesignallinesareconnectedviaa28-pinEMElow-voltageconnectortothewiringharness.
Voltagesupply
Voltageissuppliedtotheelectronics(12V)intheEMEviaterminal30B.Theconnectionofterminal
31inthesignalconnectorisnotdesignedasasupplypin.Theactualreferencepotentialofthepower
electronicsisprovidedonseriesviathehousing.TheEMEhousingissecuredwithfourboltstotheoil
sump,therebycreatingthegroundconnection.
101
F04CompleteVehicle
7.PowerElectronics
CANconnections
TheEMEcommunicateswithothercontrolunitsviathePT-CAN/PT-CAN2andwiththeDMEviathe
H-CAN.TheEMEcontainstwoterminalresistorsconnectedinseriesfortheH-CAN.Eachresistorhas
avalueof60ohms(60ohms+60ohms=120ohms).ThePT-CANconnectionsoftheEMEhaveno
terminalresistors.
Temperaturesensor
Thewindingsoftheelectricmotormustnotexceedatemperatureof392F(200C)duringoperation.
Thetemperatureismeasuredinoneofthewindingswiththeaidofatemperaturesensor.Athermis-
torwithnegativetemperaturecoefficient(NTC)isusedforthispurpose.Theelectricmotorelectronics
usesvoltageandcurrentmeasurementstodeterminetheresistanceandcalculatesthetemperature
fromthesemeasurements.Ifthewindingsapproachthemaximumallowabletemperature(356F),the
poweroutputoftheelectricmotorisreduced.Thisfunctioniscontrolledbytheelectricmotorelec-
tronics.
Rotorpositionsensor
Therotorpositionsensorsensestheexactpositionoftheelectricmotor'srotor.Thisisnecessaryfor
preciseregulationoftheelectricmotor,becausethevoltagesmustbegeneratedatthestatorwindings
tomatchthepositionoftherotor.Therotorpositionsensoroutputsananalogsignal,whichisreadand
processedbytheelectricmotorelectronics.
Highvoltageinterlockloop(interlock)
Theelectronicsforcontrollingandgeneratingthetestsignal(88Hzsquarewavesignal)forthehigh-
voltageinterlockloopisintegratedintheF04inthebatterymanagementelectronics.Thesignalofthe
testleadisevaluatedattwopointsinthering:intheelectricmotorelectronics(EME)andfinally(right
attheendofthering)inthebatterymanagementelectronics(SME).Thehigh-voltagesystemisshut
offimmediately,ifthesignalisoutsideapermanentlydefinedrange,aninterruptionofthecircuitora
shortcircuitinthetestleadisdetected.
Whenthehigh-voltagesystemisshutoff,thelinkcapacitorsmustbedischargedinaspecifiedtimeto
adeterminedvoltage.Inthecaseofactivedischargingthevoltageatthelinkcapacitorsdropsbelow
60Vwithin5seconds.Inthecaseofapassivedischargecircuitthevoltagedropsbelow60VDCafter
120seconds.
Crashsignal
IftheCrashSafetyModuledetectsanimpactofappropriateseveritythisiscommunicatedviathe
Buslineandtothebatterysafetyterminalviaahardwireline,todisconnectthepositiveterminalofthe
12VbatterytheSMEandtheEMEarealsosignaledviaahardwireline.
102
F04CompleteVehicle
7.PowerElectronics
7.3.5.CoolingoftheEME
Coolingcircuit,electricmotorelectronics
Index Explanation
2 Returnline,electricmotorelectronicscoolantexpansiontank
3 Electricmotorelectronics
4 Feedline,electriccoolantpumpelectricmotorelectronics
5 Electriccoolantpump50W
6 Feedline,coolantexpansiontankelectriccoolantpump
Thesemiconductorsofthepowerelectronicsmustbeprotectedagainstexcesstemperature.There-
fore,theEMEunitiscooledbythecoolingcircuit.TheEMEcircuitisnotdirectlyconnectedtothe
coolant-to-airheatexchanger.Insteadtheexpansiontankserveshereasamixer,i.e.thecoolantfrom
theEMEcoolingcircuitdissipatesthermalenergytothecoolantintheexpansiontank.Coolingofthe
EMEcanthusbecontrolledindependentlyofthechargeaircoolingcircuit.Thusthecoolingofthe
chargeairandtheDigitalEngineElectronicsisnotaffectedbythis.Thecoolantisfirstcooledinthe
coolant-to-airheat(lowtemperaturesystem)exchangerbeforeflowingtothechargeaircoolers(inter-
coolers)andtheDigitalEngineElectronics.Standardcoolant(50%waterand50%glycol)isusedas
103
F04CompleteVehicle
7.PowerElectronics
thecoolingmedium.Thiscircuitincludesanelectriccoolantpump(50W)whichisspeed-controlled
(withapulse-widthmodulatedsignal)anddiagnosedbytheEME.Theflowrateisdependentonthe
powerandamountsonaverageto6.3quarts(6liters)perminute.
7.3.6.Reversepolarityprotection
Reversepolarityprotectionservestoavoidconsequentialdamagetothevehicleelectricalsystemand
electroniccomponentsconnectedtoitintheeventofthepolaritybeingreversedbythecustomerdur-
inganemergencyjumpstart.Thediodesinthealternatoraregenerallyusedtoforthispurposebut
becausetheconventionalalternatorisnotusedintheF04(electricmotorinthetransmission),thisis
donebytheDC/DCconverterintheEME.Inotherwords,theF04doesnothaveaseparatereverse
polarityprotectionmoduleasinE72.
7.4.ServiceInstructions
ThemostimportantserviceinstructionsforhandlingtheEMEareexplainedinthefollowingchapter.
OnlyhighvoltageCertifiedServiceTechniciansarepermittedtoworkonhybridhigh-voltagecompo-
nents.Alwayscomplywiththesafetyrulesandproceduresandfollowproperrepairinstructions.
MakesurethattheEMEhousingandgroundcablehaveagoodgroundconnection.Usethecorrect
screws/boltsandobservethecorrecttighteningtorqueandsequence.
Thepointsofcontactmustbekeptclean(freefromoilandgrease).Theassemblysequenceandthe
repairconceptmustbeobserved.Assemblyanddisassemblyofthehigh-voltageplugconnection
mustbeobserved.
Insulationmonitoringcanfunctiononlyifallelectricallyconductivehousingsofthehigh-voltagecom-
ponentsaregalvanically(electrically)connectedtoground,inotherwordstothebodyofthevehicle.
Thisgalvanicconnectionhastobepresentinorder,forexample,forthemonitorimplementedinthe
powerelectronicstoreliablydetectashortcircuitinahigh-voltagecabletothehousing.Intheab-
senceofthisgalvanicconnectionbetweenhousingandgroundthefaultwouldremainundetectedand
wouldthereforeconstituteapotentialhazard.
Note:TheEMEitselfdoesnotrequiremaintenance.Howeverthefluidlevelofthecoolantcircuitdoes
havetobecheckedasregularmaintenance.
Forreasonsofhigh-voltagesafetytheEMEmustnotbeopenedorotherwisedismantled.Itisnotper-
mittedtoremovethemountingcoverandreleasethecontactsofthethreebusbars(U,V,W).
Intheeventofafailureofthecomponent,alwaysreplacetheEMEasacompleteunit.
104
F04CompleteVehicle
7.PowerElectronics
TheEMEmustalsobereplacedifdamaged(e.g.breakinthehousing,damagetotheconnector).
TheEMEisdiagnosedandprogrammedastherestofthecontrolunitsinthevehicle.
105
F04CompleteVehicle
8.DisplaysandControls
InstrumentclusterintheF04
Thehybrid-specificoperatingmodesaredisplayedintheinstrumentclusterandifdesired,intheCen-
tralInformationDisplay.
Thefollowinghybrid-specificoperatingmodesaredisplayedintheinstrumentcluster:
"Readytodrive"display
Boostfunctiondisplay
Energyrecoverydisplay
Theyarepermanentlydisplayedinthelowerpartofthetachometer(intheinfodisplay).Boththedis-
playintheCIDandintheinstrumentclusterareactivatedwhenterminal15isswitchedon.
Theenergy/powerflowsandthestateofchargeofthehigh-voltagebatterycanbeshownintheCIDin
allthevehicle'soperatingmodes.Thisprovidesthedriverwitharealtimeoverviewoftheoperation
ofthehybridsysteminthedifferentdrivingstates.Thehybrid-specificdisplaysarecalledupintheCID
viathe"VehicleInfo>Hybrid"menu.
8.1."Readytodrive"displays
"Readytodrive"displaysintheinstrumentclusterandCID
106
F04CompleteVehicle
Index Explanation
1 READYdisplayintheinstrumentcluster
2 READYdisplayintheCID
The"Readytodrive"statusissignalledtothedriverwhenthetachometerneedlepointstozeroandat
thesametimeinthelowerpartthebluearcflasheswith"READY".Herethevehicleisstationaryand
thecombustionengineisnotrunning.Whenthedriver'sfootcomesoffthebrakepedal,theaccelera-
torpedalisdepressedorthesteeringwheelismoved,thecombustionenginewillstartandthevehicle
canstartmoving.
Thecombustionengineisswitchedoffwhenthevehicleisinthe"Readytodrive"status.The
tachometerneedlepointsto0rpm.IntheCIDthecurrentstateofchargeofthehigh-voltagebatteryis
indicatedbythebluecolorofthefivesegments.Whenthedriver'sfootcomesoffthebrakepedal,the
combustionengineisstartedquicklyandwithminimalvibration.WhentheAutomaticHoldfunctionis
activatedthecombustionengineisstartedonlywhentheacceleratorpedalispressed.Anotherwayof
startingthecombustionenginefromstoppedistoturnthesteeringwheeltotheleftorright.Thecom-
bustionengineisstartedtogivethedriveradequatesteeringsupport.
8.2.Displayswhiledriving
Hybrid-specificdisplayswhiledriving
Index Explanation
1 Drivearrowforthecombustionengine
2 Automatictransmissionwithelectricmotor
3 Powerflowontherearaxle
4 Textmessageforcurrentdrivingsituation"DRIVE"
5 Stateofchargeofthehigh-voltagebattery
Whenthevehicleisdrivingataconstantspeedtherearenochangesintheinstrumentclusterwhen
comparedwiththeF01/F02.Onlythebatterysymbolandthewording"ActiveHybrid"aredisplayed.
Thedisplayoftheenergy/powerflowsintheCIDfunctionsaccordingtothefollowingprinciple:
107
F04CompleteVehicle
Blue:Electricalenergy
Red:Energyofthecombustionengine
Arrow:Directionoftheenergy/powerflow
Acombustionenginecanoperateatmaximumefficiencywhenthevehicleisbeingdrivenatasteady,
relativelyhighspeed.Consequently,thecombustionengineistheprimarysourceofpropulsionfor
drivingundertheseconditions.ThisisindicatedintheCIDbythereddrivearrow.
Ifthehigh-voltagebatteryisinalowstateofcharge,partofthepowerdevelopedbythecombustion
engineisusedtorechargethebatterythroughtheelectricmotor.Thisisindicatedtothecustomerby
anactiveautomatictransmission(blue)andthebluearrowsflowinginthedirectionofthebatterysym-
bol.
Whenthehigh-voltagebatteryhasasufficientstateofchargetheelectricalenergycanbedrawnfrom
thehigh-voltagebatteryfortheelectricmotortosupportthevehicle'sdrive.Thecombustionengine
cantherebybeoperatedatlow(favorable)revs.Inthiscasethearrowsflowfromthebatterysymbolto
thesymbolforautomatictransmission.
8.3.Displayswhenaccelerating
Displaysfortheboostfunction
Index Explanation
1 Displayforboostfunction
2 Drivearrowforcombustionengine(red)anddrivearrowforelectricmotor
(blue)
3 Automatictransmissionwithelectricmotor
4 Powerflowtorearaxle
5 Textmessageforcurrentdrivingsituation"eBOOST"
Inthecaseofpowerfulacceleration(boostfunction)boththepowerofthecombustionengineandthe
poweroftheelectricmotorarecalledupsimultaneouslytodrivethevehicle.Intheinstrumentcluster,
anarrowappearstotheleftofthebatterysymbolaswellastheword"BOOST"toindicatetheelectri-
calenergyoutput.Thetachometerneedleindicatesthecurrentrevsofthecombustionengineandthe
reddisplayindicatesitsfueleconomy.
108
F04CompleteVehicle
IntheCIDtheboostfunctionisrepresentedbyaredarrow(combustionenginecontribution)anda
slightlysmallerbluearrow(electricmotorcontribution).Thecombustionengineisshowninredhere.
Theactivityoftheelectricmotorintheautomatictransmissionisindicatedbythebluecolorofthe
transmission.
Thefivesegmentssymbolizethestateofchargeofthehigh-voltagebattery.Eachsegmentequals
20%ofthestateofcharge.Thelastsegment(whichdisplaysthecurrentstateofchargeoftheHV
battery)isshownindifferentshadesofblue.Thisenablestheintermediatestagesintherangeof0%
to20%tobevisualized.Intheexampleabovefoursegmentsarefilled,thisequatestoausablestate
ofchargeof80%.Thepowerflowisdepictedwithtwocolorstoshowthatthepowerflowtotherear
wheelscomesfrombothdrivesources.Redindicatesthecontributionbythecombustionengineand
bluethecontributionbytheelectricmotor.
8.4.Displayswhenbraking
HybriddisplaysintheinstrumentclusterandCIDinoverrunmodeorwhenbraking
Index Explanation
1 Displayforbrakeenergyregeneration
2 Combustionenginerunning(showninred)
3 Arrowforbrakeenergyregeneration
4 Powerflowtorearaxle
5 Textmessageforcurrentdrivingsituation"CHARGE"
Thedisplayforbrakeenergyregenerationintheinstrumentclustertakestheformofabluearrow
pointinginthedirectionofthebatterysymbol.Thebluearrowvariesinlength,dependingonthe
decelerationorontheintensityofthebrakepedalactuation.Becausethecombustionengineisno
longerdeliveringdrivetorque,thereddrivearrowdisappearsfromthedisplay.
Thetransmissionisshowninbluebecausetheelectricmotorisnowfunctioningasageneratorand
generatingabrakingtorque.Hereelectricalenergyflowsintothehigh-voltagebattery.Thisisindicat-
edbytwothinbluelinesandthelargebluearrowpointingtothehigh-voltagebattery.Thepowerflow
fromtherearwheelstotheoutputshaftisdepictedbyanimatedbluearrows.
109
F04CompleteVehicle
8.5.DifferencesbetweentheEuropeanandUSversions
Left:Instrumentcluster,Europeanversion,Right:Instrumentcluster,USversion
Index Explanation
1 Displayforboostfunction(Europeanversion)
2 Displayforboostfunction(USversion)
Thehybrid-specificdisplaysfortheboostfunctionareinvertedintheEuropeancomparedtotheUS
versions.ThereasonforthisisthatinEuropethefuelconsumptionisgivenintheconsumptionindica-
torinlitersper100kilometers,whileintheUSthefueleconomyitisgiveninmilespergallon.Inother
words,thefuelconsumptionindicatorinEuropeancarsindicateshowmuchfuel(inliters)isconsumed
overapredefineddistancetravelled(100km).InUSvehiclesthesituationisreversedinthattheindi-
catorshowshowfar(inmiles)onecandriveonapredefinedamountoffuel(gallons).
Brakeenergyregenerationgeneratesenergywhichcanbeusedlatertostartthecombustionengine
orfortheboostfunction.Thisfunctionenhancesfuelefficiencyandinordertoindicatethistothedriv-
er,thehybrid-specificdisplay(inUSvehicles)arelocatedtotherightofthefueleconomyindicator(in
thedirectionofmoremiles),inordertoindicatetothedriverthathe/shecandriveagreaterdistance
thankstotheregeneratedenergy.InEuropeanvehicles,thehybrid-specificdisplaysarelocateddirect-
lytotheleftofthefuelconsumptionindicator,i.e.inthedirectionofthesmallerdisplayforcurrent(in-
stantaneous)fuelconsumption.
110
F04CompleteVehicle
8.6.AdditionaldisplaysintheCID
Displayforutilizationofthehybridsystem
Index Explanation
1 Selectionofdisplayforenergy/powerflows
2 Selectionofdisplayforelectricalenergyconsumption
3 %scale
4 Barrepresentingminutes
5 Timeaxis
Theutilizationofthehybridsysteminthelast15minutesofdrivingcanbeshownintheCID.Each
bluebarstandsforaperiodofoneminute.Thehigherthebar,thegreaterwastheutilizationofthehy-
bridsystemandthusthefueleconomy.Eachbarindicatesthepercentageofthedrivingtimeinwhich
thehybridsystemsupportedvehiclepropulsionorinwhichbrakeenergywasregenerated.
8.7.Hybrid-specificCheckControlmessages
IffaultsoccurintheF04,thedriverisinformedaboutthembytheCheckControlmessages.Thefol-
lowingtablesummarizesthehybrid-specificCheckControlmessages.
111
F04CompleteVehicle
Check Meaning Cause
control
message
Vehiclenotreadytodrive; Flathigh-voltagebattery;
Tocharge:switchonignition; Chargingsourceconnected,drivermust
switchonignition;
High-voltagebatterycharging; Charginginprogress
Chargingfinished; Chargingended,batterycharged;
Chargingcancelled; Chargingcancelled;
Powerhigh-voltagebattery Powerofhigh-voltagebatterytoolow
Regenerationhigh-voltagebattery Operatingperiodwithoutregenerationtoo
long
Servicelifehigh-voltagebattery Stateofhealthofhigh-voltagebattery
reaches95%ofservicelife
Nobrakeenergyregeneration Nobrakeenergyregeneration
Continueddrivingpossible.
Havevehiclecheckedbyyourauthorized
BMWServiceCenter.
Enginemalfunctioning Enginemalfunctioning
Enginedoesnotautomaticallyswitchon
oroff.
IfnecessarystartengineviaStart/Stop
button.
Limiteddrivefunctions.
Havevehiclecheckedbyyourauthorized
BMWServiceCenter.
EngineOnlycreepingpossible; Enginemalfunctioning
EngineGreatlylimitedrange; Onlyforwardandreversecreepingpossi-
ble.
Greatlylimitedrange.
Havevehiclecheckedbyyournearestau-
thorizedBMWServiceCenter.
Engine Engine
Stopwithcare. Stopwithcareandswitchoffengine.
CallBMWRoadsideAssistance.
Hybridsystemmalfunctioning Insulationfault
Hybridsystemshutdown. High-voltagesystemshutdown
112
F04CompleteVehicle
9.ClimateControl
AnelectricallydrivenA/CcompressorisusedintheF04asintheE72.BecausetheA/Ccompressor
hasanelectricmotor,itispossibletooperatetheairconditioningindependentlyofthecombustionen-
gine.Thusthecustomercanenjoythecoolingeffectoftheairconditioningevenwhiledrivinginelec-
tricmode(E72)andwhilethevehicleisstopped.Duetospecialsilencingofthecompressor,theair
conditioningcanbarelybeheardevenwhenthevehicleisstationaryandthecombustionengineisoff.
Theindependent(parked-car)airconditioningfunctionisofferedforthefirsttimeinaBMWproduc-
tionvehicle.Whenthevehicleisparked,forexampleintheblazingsun,theinteriortemperaturecanbe
reducedbyvirtuallyhalfinabouttwominutes.Thecustomercanactivatetheindependentaircondi-
tioningviatheremotecontrolbutton.Thecarcoolsdownnoticeablywhilethecustomer,forexample,
loadshis/hershopping.Whenthevehicleisstartedthefullcoolingoutputisthenavailableimmediately
withoutthe(otherwisetypical)initialburstofhotaircomingoutoftheairvents.
9.1.ElectricA/Ccompressor
ElectricA/CcompressorintheF04
Index Explanation
1 High-voltagecableforcompressor
2 High-voltageconnectorforcompressor
3 Signalconnector
4 Connectionforgaseousrefrigerantwithlowtemperatureandlowpressure
(input)
6 Connectionforgaseousrefrigerantwithhightemperatureandhighpressure
(output)withsilencer
TheelectricA/Ccompressorisahigh-voltagecomponent
113
F04CompleteVehicle
9.ClimateControl
Eachhigh-voltagecomponentisclearlytabled,onitshousingorcasing,toenableServicePersonnel
andvehicleuserstoidentifythepossiblehazardsassociatedwithhighvoltagesandtheprecautions
thatmustbetakenwhenhandlingthem.
OnlyhighvoltageCertifiedServiceTechniciansarepermittedtoworkonhybridhigh-voltage
components.Alwayscomplywiththesafetyrulesandproceduresandfollowpropertherepair
instructions.
Beforeworkingonahigh-voltagecomponent,youmustapplythesafetyrulestoshutdownthehigh-
voltagesystem.Oncethishasbeenaccomplishedaccordingtoprocedureandallhigh-voltagecom-
ponentsarenolongerlive,workcanproceedinsafety.Thereis,ofcourse,aremotepossibilitythat
thecorrectshutdownproceduremightbeomitted,soanextrasafetyprecautionisimplementedasa
meansofimposinganautomaticshutdownofthehigh-voltagesystem.Bridgesofthehigh-voltagein-
terlockloop(HVIL)arelocatedbothinthesignalconnectorandinthehigh-voltageconnectorofthe
compressor.
TheelectricA/CcompressorintheF04isinstalledinthesamelocationasthebelt-drivenA/Ccom-
pressorintheF01/F02.BecausetheelectricA/CcompressorintheF04isnotdrivenviatheribbedV-
belt,itcouldtheoreticallyhavebeeninstalledanywhereinthevehicle,butforreasonsofspaceandto
utilizetheexistingconnectionstothecondensertheinstallationlocationhasnotbeenchanged.
114
F04CompleteVehicle
9.ClimateControl
9.1.1.StructureoftheelectricA/Ccompressor
StructureoftheelectricA/Ccompressor
Index Explanation
1 A/CcompressorcontrolunitandDC/ACinverter
2 Connectionforgaseousrefrigerantwithlowtemperatureandlowpressure
(input)
3 Three-phasesynchronousmachine
4 Driveshaft
5 Discswithspiralprofile
6 Oilseparator
7 Connectionforgaseousrefrigerantwithhightemperatureandhighpressure
(output)
8 High-voltageconnector
ThestructureoftheelectricA/Ccompressorisshownintheabovegraphic.Themanufacturerandde-
veloperoftheelectricA/CcompressoristhecompanyVisteon.
115
F04CompleteVehicle
9.ClimateControl
Powersupply,electricA/Ccompressor
PowersupplyforelectricA/Ccompressor
Index Explanation
1 Connectionforhigh-voltagecabletotheEME
3 High-voltagefuseforelectricA/Ccompressor
TheelectricA/Ccompressorisoperatedbytheelectricalenergyfromthehigh-voltagebattery.The
high-voltagecablesfromthehigh-voltagebatteryrunfirsttotheEME.Theconnectionofthehigh-
voltagecablefortheelectricA/CcompressorislocatedontheEME.Thehigh-voltagefuseservesto
protectthehigh-voltagecablebetweentheEMEandtheelectricA/Ccompressor;thisfusecanbere-
placedinaService.
ElectricA/CcompressorcontrolunitandDC/ACinverter
TheelectricA/Ccompressorcontrolunitcontrolstherotationalspeedofthethree-phasemotorinthe
A/CcompressorasafunctionoftherequestsoftheIHKA.TheelectricA/Ccompressorcommuni-
cateswiththeIHKAviatheLINbus.TheIHKAisthemastercontrolunitfortheelectricA/Ccompres-
sor.TheDC/ACinverterconvertsthedirectcurrentvoltageintothealternatingcurrentthatisrequired
tooperatethethree-phasemotor.TheelectricA/CcompressorcontrolunitandtheDC/ACinverter
areintegratedinthealuminumhousingoftheA/Ccompressorandarecooledbythegaseousrefriger-
antflowingpast.IfthetemperatureoftheDC/ACinverterexceeds230F(110C),itisshutoffbythe
electricA/Ccompressorcontrolunit.Attemptsaremadethroughdifferentmeasuressuchase.g.in-
creasingthespeedofthecompressor,whichkeepthetemperaturefromrisingsohigh.Thetempera-
tureismonitoredbytheelectricA/Ccompressorcontrolunit.
116
F04CompleteVehicle
9.ClimateControl
Three-phasemotor
Athree-phaseACsynchronousmotorisusedasthedrivefortheA/Ccompressor.Itisanouterrotor
designandthemagneticfieldoftherotorisgeneratedbytenpermanentmagnets.Thesynchronous
motorisinfinitelyvariableandoperatedinthespeedrangebetween2000and8600rpm.Thenominal
powercapacityis4.5kWat6500rpm.
Index Explanation
A Volumetricflow
B Rotationalspeedofthethree-phasesynchronousmachine
1 Volumetricflowasafunctionoftherotationalspeedofthethree-phase
synchronousmachine
Compressionmechanism
Tocompresstherefrigerant,thespiralcompressor(alsoknownasthescrollcompressor)isused.
117
F04CompleteVehicle
9.ClimateControl
Discswithspiralprofile
Index Explanation
1 Shaft
2 Innerdiscwithspiralprofile
3 Outerdiscwithspiralprofile
Theinnerdiscwithspiralprofileisdrivenviaashaftbythesynchronousmotorandrotateseccentrical-
ly.Thegaseousrefrigerantatlowtemperatureandlowpressureisdrawninthroughtwoopeningsin
thefixedouterspiralprofiledisc.Thereitiscompressedandheatedbythemovementofthetwospiral
discs.
Theprincipleofrefrigerantcompression
Afterthreerevolutions,therefrigerantdrawniniscompressed,heatedandexitsinagaseousstate
throughanopeninginthecenteroftheouterdisc.Fromhere,thegaseousrefrigerantwithhightem-
peratureandhighpressureissentviaanoilseparator(attheconnectionoftheA/Ccompressor)tothe
condenser.Themaximumoperatingpressureis30bar.
Sincethecombustionengineonahybridvehicledoesnotrunwhenthevehicleisstoppedandthus
cannotdrownthenoisegeneratedbytheauxiliarycomponent,thesearedesignedtooperateasquiet
aspossible.Forthisreason,thesoundofelectricA/Ccompressorismuffledwiththeuseofaspecial
silencerinstalledbetweentheconnectionoftheA/Ccompressorandthecondenser.
118
F04CompleteVehicle
9.ClimateControl
9.2.Refrigerantcircuit
RefrigerantcircuitintheF04
Index Explanation
1 Branchingofrefrigerantlinestohigh-voltagebattery
2 Connectiontoexpansionvalveforpassengercompartment
3 Refrigerantlinestohigh-voltagebattery
5 Combinedshut-offandexpansionvalveforhigh-voltagebattery
7 Condenser
119
F04CompleteVehicle
9.ClimateControl
TherefrigerantcircuitoftheF04isessentiallythesameasthatusedinconventionalvehicles.R134a
isusedastherefrigerant,whichcirculatesinacircuit,absorbingheatatonepointinthesystemand
releasingitatanotherpoint.Theheatabsorbedfromthepassengercompartmentandhigh-voltage
batteryisreleasedtotheambientairinaheatexchanger(condenser)onthefrontofthevehicle.When
theairconditioningisactivatedforthepassengercompartmentorwhencoolingoutputisrequested
forthehigh-voltagebattery,theelectricallydrivenA/Ccompressorisswitchedonandthesystemsup-
pliesthecorrespondingareawithrefrigerant.Thepassengercompartmentcoolingandthecoolingof
thehigh-voltagebatterycanbeoperatedindependentlyofeachother.Theenergyrequiredforthisis
drawnbytheelectricA/Ccompressorfromthehigh-voltagebattery.TheBMW-approvedPAGoilis
usedasthelubricantfortherefrigerantcircuit.
Sothatthebatterycoolingandthepassengercompartmentcoolingcanbeoperatedindependentlyof
eachother,specialsolenoidvalvesareintegratedintotherefrigerantcircuit.Theseopenonlythepor-
tionofthecircuitthatisactuallyrequired.Thisensureshighefficiencyandpropercontrolcharacteris-
ticsofthesystem.ThefollowingtableshowshowthevalvesandtheelectricA/Ccompressorarecon-
trolled.
Coolingof Solenoidvalvefor Solenoidvalveforex- ElectricA/Ccom-

evaporator(passen- pansionvalve pressor
ger (HVbattery)
compartment)
High-voltagebattery closed open switchedon
Passengercompart- open closed switchedon
ment
High-voltagebattery open open switchedon
andpassengercom-
partment
Nocooling closed closed Switchedoff
IfthecustomerswitchesofftheA/Ccompressor,forexample,theLEDforswitchingtheA/Ccom-
pressorgoesout,eventhoughtheelectricA/Ccompressormayinsomecasesstillbeswitchedonfor
coolingthehigh-voltagebattery.
DependingontheSoCvalueofthehigh-voltagebattery,when"readytodrive"isactivated(terminal
15isswitchedon),theelectricA/Ccompressorandthusthepassengercompartmentcoolingcanbe
requested(starLEDisilluminated).
9.3.Newfeatures
9.3.1.Independentairconditioning
Duetothehighenergyandpowerdensityofthehigh-voltagebatteryandtheuseofanelectricAC
compressorintheF04,itwaspossibletoimplementtheindependentairconditioningfunctionfor
thefirsttimeinaBMWproductionvehicle.
120
F04CompleteVehicle
9.ClimateControl
F04infraredremotecontrol
Index Explanation
1 Buttonforactivatingindependentairconditioning
Herethehotpassengercompartmentcanbecooledimmediatelypriortothestartofdrivingforabout
twominutes.Thefunctioncanbeconvenientlyactivatedbypressingthefourthbuttononthevehicle's
infraredremotecontrolatoutsidetemperatures>59F(15C).Ifthecustomeropensacardoor
shortlybeforethesetwominuteshaveelapsed,thecoolingperiodisextendedbyabout30seconds.
Independentairconditioningcanbeactivatedagainonlyafterengineoperation.Theprerequisitefor
activatingindependentairconditioningisasufficientstateofchargeofthehigh-voltagebattery(SoC
>42%).ThecustomerisalertedbyaCheckControlmessageifthestateofchargeofthehigh-voltage
batteryisnotsufficient.
Independentventilationcanalsobeactivatedwiththeremotecontrolaboveanoutsidetemperatureof
59F(15C).Inthiscaseindependentventilationisactivatedautomaticallyforamaximumperiodof
30minutesaftertheendoftheindependentairconditioningfunction.Bothfunctions,independentair
conditioningandindependentventilationareendedwhenterminal15isactivated.
Thereception-dependentaveragerangeoftheremotecontrolisabout49ft/15m.
9.3.2.ResidualCooling
IHKAcontrolpanel
Index Explanation
1 Buttonforincreasingairvolume
121
F04CompleteVehicle
9.ClimateControl
Theresidualcoolingfunctionisanadditionalclimatecontrolfunctionwhichhasbeenmadepossible
bytheuseoftheelectricallyoperatedA/Ccompressor.Thecustomercanactivatethisfunctionwhen
he/sheleavesthevehicleforashorttimeandthenwishestoresumedriving,forexampletorefuelthe
car,andwouldliketoretainthepleasantinteriortemperature.Aswithresidualheating,residualcool-
ingcanbeactivatedwiththeignitionswitchedoffbypressingthebuttonforincreasingtheairvolume.
Theinteriortemperatureisthenmaintainedforupto6minutes.Withtemperaturesabove59Fthe
ACwilloperateandwithtemperaturesbelow59Ftheresidualheatingwilltakeover.
122
BayerischeMotorenwerkeAktiengesellschaft
HndlerqualifizierungundTraining
Rntgenstrae7
85716Unterschleiheim,Germany

BMW F04 Complete Vehicle Web

Caricato da

Informazioni sul documento

Titolo originale

Copyright

Formati disponibili

Condividi questo documento

Condividi o incorpora il documento

Opzioni di condivisione

Hai trovato utile questo documento?

Questo contenuto è inappropriato?

Copyright:

Formati disponibili

BMW F04 Complete Vehicle Web

Caricato da

Copyright:

Formati disponibili

Technicaltraining.

BMWActive- BMW750i Mercedes LexusLS600h

Transmission 8-speedauto- 6-speedauto- 7-speedau- Infinitelyvariable

Data Unit N63B44O0inF01/F02 N63B44O0inF04

Component Inputvariable(s) Function Outputvariable(s)

IndicationinCentralInfor- Displayedstateofcharge Actualstateofcharge

Coolingof Solenoidvalvefor Solenoidvalveforex- ElectricA/Ccom-

Potrebbero piacerti anche