T Pi F45phev 0650 Eng

TECHNICAL QUALIFICATION.
PRODUCT INFORMATION.
F45 PHEV HIGH-VOLTAGE COMPONENTS.

General information
Symbols used
The following symbol is used in this document to facilitate better comprehension or to draw attention
to very important information:
Contains important safety information and information that needs to be observed strictly in order to
guarantee the smooth operation of the system.
Information status and national-market versions
BMW Group vehicles meet the requirements of the highest safety and quality standards. Changes
in requirements for environmental protection, customer benefits and design render necessary
continuous development of systems and components. Consequently, there may be discrepancies
between the contents of this document and the vehicles available in the training course.
This document basically relates to the European version of left hand drive vehicles. Some operating
elements or components are arranged differently in right-hand drive vehicles than shown in the
graphics in this document. Further differences may arise as the result of the equipment specification in
specific markets or countries.
Additional sources of information
Further information on the individual topics can be found in the following:
• Owner's Handbook
• Integrated Service Technical Application.
Contact: conceptinfo@bmw.de
©2015 BMW AG, Munich
Reprints of this publication or its parts require the written approval of BMW AG, Munich
The information contained in this document forms an integral part of the technical training of the
BMW Group and is intended for the trainer and participants in the seminar. Refer to the latest relevant
information systems of the BMW Group for any changes/additions to the technical data.
Information status: October 2015

Technical qualification.
CONTENTS.
1. Introduction............................................................................................................................................................................................................................................ 9
1.1. Positioning.........................................................................................................................................................................................................................9
1.2. Identifying features......................................................................................................................................................................................... 11
1.2.1. Exterior.............................................................................................................................................................................................. 11
1.2.2. Interior................................................................................................................................................................................................ 12
1.3. Driving situations............................................................................................................................................................................................... 13
1.3.1. Coasting.......................................................................................................................................................................................... 13
1.4. Technical data......................................................................................................................................................................................................... 13
1.5. Equipment..................................................................................................................................................................................................................... 15
2. Drive components..................................................................................................................................................................................................................16
2.1. System overview................................................................................................................................................................................................. 16
2.1.1. Technical data........................................................................................................................................................................17
2.1.2. Performance data............................................................................................................................................................ 18
2.1.3. Consumption data.......................................................................................................................................................... 21
2.2. Modified B38 engine.................................................................................................................................................................................. 23
2.2.1. Adaptations to the belt drive......................................................................................................................... 25
2.2.2. Starting the B38 engine........................................................................................................................................28
2.2.3. Pendulum belt tensioner...................................................................................................................................... 29
2.2.4. Adaptations to the air intake and exhaust emission system......................... 32
2.2.5. Adaptations to the cooling system...................................................................................................... 33
2.3. Fuel supply.................................................................................................................................................................................................................. 34
2.3.1. Fuel supply components..................................................................................................................................... 35
2.3.2. Refuelling.......................................................................................................................................................................................36
2.3.3. System wiring diagram for hybrid pressure refuelling electronic
control unit..................................................................................................................................................................................38
2.3.4. Notes for Service............................................................................................................................................................. 39
2.4. Automatic transmission........................................................................................................................................................................... 40
2.4.1. Technical data........................................................................................................................................................................41
2.4.2. Transmission oil supply..........................................................................................................................................42
2.4.3. Cooling.............................................................................................................................................................................................. 45
2.4.4. Emergency gearbox release........................................................................................................................... 47
2.4.5. System wiring diagram............................................................................................................................................48
2.4.6. Notes for Service............................................................................................................................................................. 49
2.5. Electric machine transmission......................................................................................................................................................51
2.5.1. Introduction................................................................................................................................................................................51
2.5.2. Structure and function.............................................................................................................................................53
2.5.3. Electrical machine clutch.................................................................................................................................... 54
2.5.4. Service information....................................................................................................................................................... 58
3. High-Voltage Components.................................................................................................................................................................................... 59
CONTENTS.
3.1. Installation locations..................................................................................................................................................................................... 59

3.2. Cooling............................................................................................................................................................................................................................... 61
3.2.1. Introduction................................................................................................................................................................................61
3.2.2. Overview of the coolant circuits with heater circuit................................................... 62
3.2.3. Low-temperature cooling circuit..............................................................................................................63
4. Electrical machine................................................................................................................................................................................................................. 68
4.1. Introduction................................................................................................................................................................................................................. 68
4.2. Designation and identification...................................................................................................................................................... 69
4.2.1. Designation of electrical machines......................................................................................................69
4.2.2. Identification of the electrical machine..........................................................................................69
4.3. Technical data......................................................................................................................................................................................................... 71
4.4. Installation location......................................................................................................................................................................................... 72
4.5. Design.................................................................................................................................................................................................................................. 72
4.5.1. Rotor and stator................................................................................................................................................................. 74
4.5.2. Connections............................................................................................................................................................................. 75
4.5.3. Sensors............................................................................................................................................................................................ 77
4.6. Cooling............................................................................................................................................................................................................................... 78
4.7. Service information.........................................................................................................................................................................................79
5. Electrical machine electronics....................................................................................................................................................................... 81

5.1. Introduction................................................................................................................................................................................................................. 81
5.2. Technical data......................................................................................................................................................................................................... 82
5.3. Installation location......................................................................................................................................................................................... 83
5.4. Connections............................................................................................................................................................................................................... 83
5.4.1. Low-voltage connections.................................................................................................................................... 85
5.4.2. High-voltage connections.................................................................................................................................. 88
5.4.3. High-voltage cables..................................................................................................................................................... 90
5.4.4. Connection for potential compensation lines..................................................................... 97
5.4.5. Connections for coolant lines...................................................................................................................... 98
5.4.6. Ventilation opening........................................................................................................................................................98
5.5. Tasks...................................................................................................................................................................................................................................... 99
5.6. DC/DC converter............................................................................................................................................................................................ 100
5.7. Power electronics for activation of the electrical machine........................................................... 103
5.8. High-voltage power management...................................................................................................................................... 104
5.9. Voltage supply for other high-voltage consumers.................................................................................... 105
5.10. Activating the electrical vacuum pump...................................................................................................................... 105
5.11. High voltage interlock loop............................................................................................................................................................ 106
5.12. Cooling........................................................................................................................................................................................................................... 108
6. High-vol. starter motor generator........................................................................................................................................................ 110

CONTENTS.
6.1. Introduction............................................................................................................................................................................................................. 110

6.2. Technical data..................................................................................................................................................................................................... 112
6.3. Installation location .................................................................................................................................................................................. 112
6.4. Design............................................................................................................................................................................................................................. 113
6.4.1. Sensors........................................................................................................................................................................................ 114
6.5. External interfaces and drive.......................................................................................................................................................116
6.5.1. Mechanical interfaces........................................................................................................................................... 116
6.5.2. High-voltage connection..................................................................................................................................117
6.6. Cooling........................................................................................................................................................................................................................... 118
7. Convenience charging module................................................................................................................................................................. 120

7.1. Introduction............................................................................................................................................................................................................. 120
7.2. Connections...........................................................................................................................................................................................................121
7.3. Tasks.................................................................................................................................................................................................................................. 124
7.4. Power electronics in the convenience charging electronics..................................................... 125
7.5. Cooling........................................................................................................................................................................................................................... 125
8. High-voltage Battery Unit.................................................................................................................................................................................. 127

8.1. Introduction............................................................................................................................................................................................................. 127
9. Charging the HV battery unit...................................................................................................................................................................... 129

9.1. General information on charging.......................................................................................................................................... 129
9.1.1. Introduction........................................................................................................................................................................... 129
9.1.2. Overview of charging options.................................................................................................................. 130
9.1.3. Electric Vehicle Supply Equipment................................................................................................. 130
9.2. Charging with AC voltage................................................................................................................................................................ 135
9.2.1. System wiring diagram....................................................................................................................................... 136
9.2.2. Charging cable................................................................................................................................................................. 137
9.2.3. What must be observed when charging the high-voltage battery
unit?...................................................................................................................................................................................................139
9.2.4. Charging socket at the vehicle.............................................................................................................. 140
9.2.5. Convenience charging electronics................................................................................................... 142
9.2.6. Power electronics in the convenience charging electronics.................... 150
10. Hybrid Brake System.................................................................................................................................................................................................. 151

10.1. Braking energy recycling...................................................................................................................................................................151
10.2. Decoupling the wheel brake........................................................................................................................................................ 153
10.2.1. DSC hydraulic circuit diagram................................................................................................................. 154
10.2.2. DSC hydraulic function.......................................................................................................................................156
10.3. Vacuum supply.................................................................................................................................................................................................. 158
10.4. Notes for Service........................................................................................................................................................................................... 161
CONTENTS.
10.4.1. Brake pedal travel sensor............................................................................................................................... 161

10.4.2. Vacuum system.............................................................................................................................................................. 161
10.5. Wheel speed sensor................................................................................................................................................................................ 162
10.6. System wiring diagram......................................................................................................................................................................... 164
11. Low-voltage vehicle electrical sys...................................................................................................................................................... 166

11.1. Voltage supply....................................................................................................................................................................................................166
11.1.1. System overview........................................................................................................................................................... 167
11.2. Terminal control for driving readiness.......................................................................................................................... 169
12. Bus Systems............................................................................................................................................................................................................................... 172

12.1. Bus overview.........................................................................................................................................................................................................173
12.2. New control units.......................................................................................................................................................................................... 176
12.2.1. Electric motor electronics (EME)........................................................................................................ 176
12.2.2. Battery management electronics (SME)................................................................................. 177
12.2.3. Cell supervision circuit (CSC).................................................................................................................. 177
12.2.4. Electric A/C compressor (EKK)............................................................................................................. 177
12.2.5. Electrical heating (EH)......................................................................................................................................... 177
12.2.6. Hybrid pressure refuelling electronic control unit (TFE).................................178
12.2.7. Convenience charging electronics................................................................................................... 178
12.3. Adapted control units............................................................................................................................................................................. 179
13. Displays and Controls............................................................................................................................................................................................... 180

13.1. Electrical driving modes..................................................................................................................................................................... 180
13.2. Automatic eDRIVE....................................................................................................................................................................................... 181
13.3. MAX eDRIVE........................................................................................................................................................................................................ 182
13.4. SAVE BATTERY.............................................................................................................................................................................................. 182
13.5. Displays in the instrument cluster......................................................................................................................................182
13.5.1. Displays of operating conditions.........................................................................................................182
13.5.2. Permanent indicator lights and on-board computer displays................ 185
13.6. Displays in central information display........................................................................................................................187
13.6.1. eDrive usage........................................................................................................................................................................187
13.6.2. Energy/Power flows................................................................................................................................................. 188
13.7. ECO PRO mode.............................................................................................................................................................................................. 189
13.7.1. Activation and display...........................................................................................................................................189
13.7.2. What is affected in ECO PRO mode?......................................................................................... 190
13.7.3. Reduction of electric comfort consumers............................................................................ 191
13.7.4. Power reduction of heating/air-conditioning system........................................... 191
13.8. Load point increase................................................................................................................................................................................... 191
13.9. Load point reduction............................................................................................................................................................................... 192
13.10. Hybrid-specific Check Control messages............................................................................................................. 192
CONTENTS.
13.11. Acoustic pedestrian protection...............................................................................................................................................193

13.11.1. System components.............................................................................................................................................. 193
13.11.2. System wiring diagram....................................................................................................................................... 194
14. Climate Control...................................................................................................................................................................................................................... 195

14.1. System overview............................................................................................................................................................................................ 195
14.2. Electric A/C compressor (EKK)...............................................................................................................................................198
14.3. Stationary cooling and conservation cooling.................................................................................................... 199
14.3.1. Independent air conditioning.................................................................................................................... 199
14.3.2. Conservation climate control.................................................................................................................... 200
15. Electrical heating................................................................................................................................................................................................................201

15.1. Installation locations and connections........................................................................................................................ 201
15.2. Operating principle..................................................................................................................................................................................... 205
15.2.1. Low coolant temperature................................................................................................................................ 205
15.2.2. Coolant temperature, high............................................................................................................................ 206
15.2.3. Heating control................................................................................................................................................................ 206
16. Operating strategy............................................................................................................................................................................................................211

16.1. Introduction............................................................................................................................................................................................................. 212
16.2. Overview...................................................................................................................................................................................................................... 213
16.2.1. Target state of charge of the high-voltage battery.................................................. 214
16.3. Driving modes.....................................................................................................................................................................................................214
16.3.1. COMFORT mode........................................................................................................................................................ 214
16.3.2. ECO PRO mode............................................................................................................................................................ 216
16.3.3. SPORT mode.................................................................................................................................................................... 218
16.3.4. Max eDrive mode......................................................................................................................................................... 219
16.4. Drive control.......................................................................................................................................................................................................... 220
16.4.1. eBOOST function....................................................................................................................................................... 223
16.4.2. Load point increase................................................................................................................................................. 224
16.4.3. Energy recovery............................................................................................................................................................. 225
16.5. Driving and energy recovery strategy........................................................................................................................... 226
16.5.1. Maintaining the state of charge (Save Battery)............................................................ 228
16.5.2. Route guidance of the navigation system............................................................................ 229
1. INTRODUCTION.
1.1. Positioning
Within the framework of BMW EfficientDynamics, the BMW Group will present two further hybrid
vehicle versions from spring 2016. The BMW 225xe Active Tourer and BMW 330e constitute the ninth
and tenth series-production vehicle to feature hybrid technology, and are setting new standards in
terms of efficiency and sustainability in this vehicle segment thanks to the pioneering combination
of a BMW 3-cylinder petrol engine with an electric drive. The BMW 225xe Active Tourer has the
development code F45 PHEV and is based on the 2 Series Active Tourer (F45). The hybrid technology
is based on the consistent further development of the technology used in the series models BMW
ActiveHybrid 5, BMW ActiveHybrid 7 and BMW i. The BMW 225xe Active Tourer is a full hybrid vehicle
with a lithium ion high-voltage battery unit, which can be charged using a household socket, for
example.
The abbreviation PHEV in the development code stands for Plug-in Hybrid Electric Vehicle.
The drive system used in the BMW 225xe Active Tourer consists of a 3-cylinder petrol engine with
TwinPower exhaust turbocharger technology (B38A15M0), a 6-speed automatic transmission (AISIN
F21 250FT) for the front drive wheels and an electrical machine that drives the rear drive gears. The
main advantage of the hybrid technology used in the F45 PHEV is of course the further increase in
drive power compared with the conventionally powered BMW F45 in combination with lower fuel
consumption. The BMW 225xe Active Tourer accelerates from zero to 100 km/h in 6.7 seconds
and reduces the fuel consumption to an average value of 2.1 litres per 100 kilometres and the CO2
emissions to 49 grams per kilometre.
The electrical rear-wheel drive of the BMW 225xe Active Tourer enables purely electrical and thus
emissions-free driving at speeds up to 125 km/h. The maximum electrical range is 41 kilometres.
A hybrid-specific engine start/stop function also boosts efficiency by consistently switching off
the combustion engine if the electrical drive is more efficient when the high-voltage battery unit is
sufficiently charged. This is the case when in stop-and-go traffic, when waiting at traffic lights or when
in traffic jams, for example.
With the standard driving experience switch, the driving modes SPORT, COMFORT and ECO PRO
can also be selected in the BMW 225xe Active Tourer. Using an additional button (eDrive button),
the F45 PHEV can drive at up to 125 km/h by purely electrical means, without switching on the
combustion engine. In addition, the BMW eDrive technology features an electrified xDrive four-wheel
drive system as was implemented for the first time in the BMW i8.
9
1. INTRODUCTION.
Generations of the BMW hybrid cars
Index Explanation
1 The E72 was launched on the market at the end of 2009 as the first BMW
hybrid car. The technology used here (so-called generation 1.0) was a
product created from the cooperation venture between General Motors,
DaimlerChrysler and BMW. A nickel metal hydrid battery was used as an
electric energy storage device.
2 The second hybrid car from BMW came on the market in 2010 under the name
active hybrid 7. It is a mild hybrid car with 1.5 generation technology. This
technology was developed together with Mercedes Benz. A highly efficient
lithium-ion battery was used in the high-voltage vehicle electrical system.
3 The active hybrid 5, the third BMW hybrid car, has been built since the end of
2011. The F10H is the first vehicle with second generation hybrid technology.
A lithium-ion battery is used as an electrical energy storage device.
4 In 2012 the production of further BMW hybrid cars with generation 2.0
technology began: The second BMW active hybrid 7 is produced under the
development code F01H/F02H and replaced the F04. At the same time the
BMW active hybrid 3 (development code F30H) came on the market.
5 As the first BMW hybrid vehicle with Generation 3.0 technology, the BMW
530Le (development code F18 PHEV) has been built especially for the
Chinese market since the end of 2014. It is a Plug-in Hybrid Electric Vehicle. A
lithium-ion battery is used as an electrical energy storage device.
6 The BMW X5 xDrive40e (development code F15 PHEV) is another Generation
3.0 BMW hybrid vehicle. The F15 PHEV too is a Plug-in Hybrid Electric Vehicle
with a lithium ion battery. The BMW X5 xDrive40e is able to drive for approx.
30 km by purely electrical means. This vehicle will be available from the 4th
quarter of 2015.
10
1. INTRODUCTION.
1.2. Identifying features
1.2.1. Exterior
The BMW 225xe Active Tourer distinguishes itself from the conventional F45 with its range of special
features. The "e" as an identifying feature in the type designation "225xe" as well as the "eDrive"
inscription on the C-pillar and the acoustic cover for the combustion engine indicate that the vehicle is
a hybrid. The BMW 225xe Active Tourer features 17" aluminium wheel rims (design 471) as standard.
The charging socket cover on the left side of the front side panel indicates that the BMW 225xe Active
Tourer is a Plug-in Hybrid Electric Vehicle.
F45 PHEV exterior identifying features
Index Explanation
1 Model designation "225xe" on the right of the tailgate.
2 Acoustic cover with "eDrive" labelling
3 Charging socket cover on the left front panel
4 "eDrive" inscription on the C-pillar (on the left and right)
5 Door sill cover strips with "eDrive" inscription
11
1. INTRODUCTION.
1.2.2. Interior
F45 PHEV interior identifying features
Index Explanation
1 Instrument cluster with hybrid-specific features
2 Engine start/stop button without MSA function
3 eDrive button on the left next to the driving experience switch
4 Central information display with hybrid-specific features
5 Gear selector switch with "eDrive" inscription
6 Refuelling button
The interior equipment of the F45 PHEV also differs from the F45 through a number of features.
The refuelling button is located at the front of the storage compartment in the driver's door. The next
special feature can be found on the left next to the driving experience switch in the centre console: the
eDrive button. Using this button, the driver can select different functions by means of a toggle function
and can drive up to 125 km/h by purely electrical means. A START-STOP button without MSA function
is installed.
The "eDrive" inscriptions can also be found on the front door sill cover strips and on the gear selector
switch of the automatic transmission.
The hybrid-specific operating conditions and the state of charge of the high-voltage battery unit are
displayed in the instrument cluster and if desired in the Central Information Display. Both the display in
the CID and in the instrument cluster are activated upon start-up.
The passenger compartment offering in the F45 PHEV is almost identical to that of the F45. As the
high-voltage battery unit is located in the vehicle underbody, the fuel tank has been reduced from
51 litres to 36 litres. This space is used on the left of the vehicle underbody for the high-voltage
battery unit. The luggage compartment has been reduced by around 50 litres as the floor panel in the
12
1. INTRODUCTION.
rear has been modified slightly in order to create space for the electrical machine electronics and the
high-voltage battery unit. The storage tray underneath the luggage compartment floor trim panel has
therefore been reduced. The position of the 2nd row of seats has been raised by approx. 3 cm. The
overall height of the F45 PHEV is 5 mm greater than that of the F45.
1.3. Driving situations

The BMW 225xe Active Tourer has a range of hybrid-specific driving situations, similar to the previous
BMW hybrid vehicles. These include:
• Electrical xDrive functionality (provided that the high-voltage battery is sufficiently charged)
• Automatic engine start/stop function
• Driving-off and driving (fully electric or combustion engine)
• Acceleration (eBOOST function)
• Brake energy regeneration
• Coasting.
1.3.1. Coasting
This innovation ensures that a consistent increase in efficiency is possible by switching off the
combustion engine not only when the vehicle is stationary and in urban traffic, but also during a faster
journey.
If the combustion engine is not required for the drive, it can be switched off by the hybrid system
during the journey as well. The combustion engine can be switched off up to a speed of 160 km/h and
disconnected from the drivetrain by disconnecting the electric machine transmission.
The BMW 225xe Active Tourer then rolls silently and emissions-free over the roadway without the
influence of engine drag torque. To guarantee the unlimited operation of all safety and convenience
functions, a small part of the kinetic energy is converted to electrical energy by energy recovery. The
level of energy recovery is dependent on the driving mode selected.
1.4. Technical data

Combustion engine Unit BMW 218i BMW 225i BMW 225xe
and transmission Active Tourer xDrive Active Active Tourer
Tourer
Design R3 R4 R3
Number of valves per 4 4 4
cylinder
Displacement 3
[cm ] 1499 1998 1499
Transmission AISIN F21 250FT AISIN F22 350 AISIN F21

250FT
Drive Front-wheel drive All-wheel All-wheel
13
1. INTRODUCTION.
Combustion engine Unit BMW 218i BMW 225i BMW 225xe

and transmission Active Tourer xDrive Active Active Tourer
Tourer
Maximum power, [kW 100 (136) 170 (231) 100 (136)
combustion engine (HP)] 4400 5000 4400
[rpm]
Maximum torque of [Nm] 220 350 220
combustion engine (rpm) 1250 1250 1250
Complete system power [kW - - 165 (224)
(HP)]
[rpm]
High-voltage battery unit - - Lithium-ion
Power of electrical kW - - 65
machine
Maximum torque, [Nm] - - 165
electrical machine
Vehicle performances Unit BMW 218i BMW 225i BMW 225xe

Active Tourer xDrive Active Active Tourer
Tourer
Acceleration [s] 9,2 6.3 6.7
0 – 100 km/h
Maximum speed [km/h] 205 237 202
Maximum speed using [km/h] — — 125
purely electrical means
Consumption and Unit BMW 218i BMW 225i BMW 225xe

emissions Active Tourer xDrive Active Active Tourer
Tourer
Consumption (EEC cycle [l/100 km] 6.3 8.1 -
urban)
Fuel consumption [l/100 km] 4.4 5,4 -
EEC cycle extra-urban
Fuel consumption [l/100 km] 5,1 6,4 2.1
EEC cycle combined
CO2 emissions [grams 147 188 49
per
kilometre]
14
1. INTRODUCTION.
Dimensions and Unit BMW 218i BMW 225i BMW 225xe

weights Active Tourer xDrive Active Active Tourer
Tourer
Length/width/height [mm] 4342/1800/1555 4342/1800/1555 4342/1800/1560
(width without exterior
mirror)
Wheelbase [mm] 2670 2670 2670
Turning circle [m] 11.3 11.3 11.3
Track width front/rear [mm] 1561/1562 1561/1562 1561/1562
ECE vehicle kerb weight [kg] 1435 1585 1735
Payload ECE [kg] 515 515 515
Fuel tank capacity [litres] 51 51 36
Luggage compartment [litres] 468/1510 468/1510 400/1350
volume
1.5. Equipment
The F45 PHEV and F45 differ not only in the technical data but also in the range of optional equipment
offered. The most important optional equipment which is not offered in the F45 PHEV is briefly
summarised below:
• Trailer tow hitch

• Compact spare wheel
• Movable row of seats in rear passenger compartment
• M Sports suspension
• Variable sport steering.
The following equipment is part of the standard equipment:
• 6-speed automatic transmission

• Stationary heating/stationary climate control (high-voltage)
• Servotronic
• 17" aluminium wheels in 471 design
• Extended and enhanced instrument cluster.
15
2. DRIVE COMPONENTS.
This document merely explains the adaptations and changes to the drive in the F45 PHEV. The basic
operating principle of the B38 engine can be found in the product information bulletin for the B38/B48
engine.
2.1. System overview
Overview of F45 PHEV drive
Index Explanation
1 3-cylinder petrol engine
2 6-speed automatic transmission
3 High-voltage starter motor generator
4 High-voltage battery unit
5 Pressurised fuel tank (36 l)
16
Index Explanation
6 Electric motor
7 Electric motor electronics (EME)
8 Reduction gear
9 Convenience charging electronics KLE
2.1.1. Technical data
Component Description Characteristic

values
Petrol engine – 3-cylinder petrol 100kW
B38A15M0 – Turbo-Valvetronic direct injection in the front, 220Nm
installed transversely
– F45 PHEV-specific adaptations
Automatic – 6-speed automatic transmission 250Nm
transmission – Hybrid-specific adaptations
6F25 EOP – Auxiliary electric oil pump
GA6F21AW
High-voltage starter – Start, eBOOST and charging function 12kW
motor generator – Connected via drive belt 60 Nm
EMP120.66 18000 rpm
(maximum engine
speed)
i = 1 : 2.57 (belt drive
ratio)
High-voltage battery – Vehicle-specific housing 80 x 26 Ah Li-ion
unit – High-voltage modular elements cells
SP05 5 cell modules, each
with 16 cells
Fuel tank – PHEV-specific pressurised fuel tank 36 L
Electric motor – Electrified rear-wheel drive 65kW
EMP156.162 165 Nm
14000 rpm
(maximum engine
speed)
17
Component Description Characteristic

values
Electric motor – Integrated DC/DC converter Inverter of the
electronics (EME) – Inverter of the electrical machine electrical machine,
LEB452D – Inverter of the high-voltage starter motor 450 A
generator Inverter of the high-
voltage starter motor
generator, 200 A
Reduction gear – 1-speed transmission i = 12.5 : 1 (ratio)
GE1F45GK – Decoupling element above 135 km/h
Convenience – Integrated high-voltage distributor Charging with 3.5 kW
charging electronics – Integrated charging interface module (LIM)
(KLE)
SLE35
2.1.2. Performance data

The following torque and power output diagram compares the 225xe and 225i drives. Since the
combustion engine is not directly connected to the electrical machine, but instead is only connected
via the road, it is only possible to present the crankshaft torques and crankshaft outputs as equivalent
i.e. comparable values.
The torques and system outputs presented in the various gears thus constitute theoretical
assumptions based on if both assemblies were to be directly connected to one another via the
crankshaft. Since the electrical machine is disconnected from the rear axle at high driving speeds,
the system output and torque are reduced to the basic torque and basic output of the combustion
engine when corresponding engine speeds (vehicle speeds) are exceeded. The diagram illustrates the
advantages of the concept at low engine speed ranges when the petrol engine and electrical machine
complement one another.
18
Torque diagram
Torque diagram for 225i and 225xe
Index Explanation
A B48 engine (225i)
B B38 engine
1 1st gear
2 2nd gear
3 3rd gear
4 4th gear
5 5th gear
6 6th gear
19
Power and torque graph
Output diagram for 225i and 225xe
Index Explanation
A B48 engine (225i)
B B38 engine
1 1st gear
2 2nd gear
3 3rd gear
4 4th gear
5 5th gear
6 6th gear
20
2.1.3. Consumption data

In the European Union (EU), special regulations apply regarding the determination of fuel consumption
in hybrid vehicles powered by a combination of an electrical drive and combustion engine. In this
context, prescribed driving cycles are run through using purely electrical means as well as the
combustion engine. The determined values can then be computed using a specified formula.
The data refers solely to the fuel consumption for the distance covered using the combustion engine.
The consumption of the electrical drive is not disclosed as no fuel is required when driving by purely
electrical means.
As a result, the fuel consumptions resulting from the driving cycle can only be achieved or even
undercut when hybrid technology is used accordingly, by adapting the driving style or through a
corresponding route profile.
The different route profiles have the following effect on the potential savings offered by the hybrid
technology:
• Driving in town
The electric drive offers the greatest advantage here compared to the combustion engine.
The electric drive can cope with constant start and stop phases without any loss of efficiency.
Using brake energy regeneration, the energy generated under frequent braking can be
converted into an electrical current instead of into heat. The current produced is then supplied
to the drive when the driver subsequently accelerates.
The lower maximum driving speeds increase the efficiency of the electrical drive.
If the charging infrastructure is available, the high-voltage battery can be kept at a high state of
charge. This enables large distances to be covered using purely electrical means.
• Commuter traffic
If the hybrid drive is run in mixed mode, the proportion undertaken by the combustion engine
increases. This will cause an increase in fuel consumption.
If the charging infrastructure is available, the high-voltage battery can be recharged. As
a result, route sections can be covered proportionally by purely electrical means or a
combination of both.
If the driver has an anticipatory driving style, part of the brake energy can be converted into an
electrical current.
The eBOOST function of the electrical machine supports the combustion engine when
accelerating.
• Long journeys
The lowest potential savings arise in the case of constant, long motorway sections.
Low brake energy regeneration when the traffic volume is fluid.
High driving speeds, thus poorer efficiency of the electrical drive.
If the high-voltage battery is empty, the combustion engine must perform additional work to
generate the high voltage.
The extra weight from the additional components of the high-voltage system can be
compensated less by the energy recovery.
21
Fuel consumption graphic for a conventional and a hybrid vehicle
Index Explanation
A Fuel consumption in litres per 100 km
B Kilometres driven since last charge
C Conventional engine
D BMW eDrive
1 Urban environment
2 Commuter traffic
3 Long journeys
The hybrid drive is an enhancement of the BMW EfficientDynamic range. When driving, the
technology can be used as follows:
22
• To increase system output

• To reduce fuel consumption.
In simple terms, the driver can opt for a sporty driving style to provide high system performance, and in
doing so forego the potential savings. Similarly, the driver can opt for an anticipatory driving style and
use the technology to reduce fuel consumption.
2.2. Modified B38 engine.
B38A15M0 engine in the F45 PHEV
For the first time a 3-cylinder petrol engine is part of a BMW hybrid drive. The 1.5 l engine, which
generates 100 kW/136 hp and a maximum torque of 220 Newton metres, is a guarantee of enhanced
sustainability and efficiency. The BMW TwinPower Turbo technology of the 3-cylinder engine includes
a twin-scroll exhaust turbocharger, direct fuel injection and the fully variable valve control Valvetronic.
The B38 engine and its periphery have been modified for use in the BMW 225xe Active Tourer. Details
of the individual modifications are provided in the following.
23
System comparison – B38 basic engine and B38 engine in the F45 PHEV
24
Index Explanation
A B38 PHEV engine
B B38 Basic engine
1 Steel exhaust manifold
2 Exhaust manifold made from aluminium
3 Vibration damper with integrated bow spring
4 Front coolant pump
5 Pendulum belt tensioner
7 Electric A/C compressor (EKK) (high-voltage component)
8 Drive belt 8 PK
9 Vibration damper with integrated rubber isolation element
10 Side coolant pump
11 12V generator
12 Air conditioning compressor
13 Drive belt 6 PK
14 Pinion starter
15 Expansion tank for low-temperature coolant circuit
2.2.1. Adaptations to the belt drive

The belt drive of the F45 PHEV had to be adapted for the integration of the high-voltage starter motor
generator and the different loads. A new belt tensioner is used in order to be able to safely transfer
the maximum 60 Nm in the belt drive which the starter motor generator generates during engine
operation. As a result of the arising greater forces, the drive shaft bearing of the mechanical coolant
pump was reinforced, the drive belt widened and the vibration damper with disconnected belt pulley
adapted to the modified requirements.
25
Components from Replaced by Background

belt drive
Air conditioning Electric A/C As the combustion engine is at a standstill during
compressor compressor an electric journey, it cannot power the A/C
compressor. This is why an electrically operated
A/C compressor is used.
12V generator High-voltage starter To ensure that high voltage can be supplied to
motor generator the high-voltage system even when the vehicle
is at a standstill, the high-voltage starter motor
generator was integrated into the belt drive of the
petrol engine. This can supply high voltage even
when the vehicle is at a standstill and the engine is
running.
The electrical machine electronics convert the
high voltage to 12 V voltage using the integrated
DC/DC converter and thus also supply the 12 V
vehicle electrical system.
Belt tensioner Pendulum belt The combustion engine is started via the high-
tensioner voltage starter motor generator. Furthermore, the
high-voltage starter motor generator can output
additional torque to the crankshaft (eBOOST
function) or receive it from the crankshaft (energy
recovery).
The pendulum belt tensioner is used to ensure
that, in all operating situations (eBOOST/energy
recovery), the drive belt has the necessary tension
to be able to reliably transmit all torques that
occur.
Drive belt 6 PK Drive belt 8 PK The reinforced drive belt is required in order to be
able to reliably transmit the high drive and energy
recovery outputs of the high-voltage starter motor
generator via the belt drive.
Vibration damper Vibration damper The vibration damper with disconnected belt
with integrated with integrated bow pulley has been adapted to the increased
rubber isolation spring demands as a result of the forces occurring in
element the belt drive. In contrast to the vibration damper
with an integrated rubber isolation element, the
vibration damper with an integrated bow spring
permits a greater rotational angle. This allows
the high-voltage starter motor generator to be
coupled in conveniently.
Coolant pump on Coolant pump on The installation position of the coolant pump
the side of the the front of the has been altered as a result of the greater
crankcase crankcase installation space for the high-voltage starter
motor generator. Furthermore, the impeller
bearing has been reinforced on account of the
higher forces in the belt drive.
26
Vibration damper with disconnected belt pulley
Due to the 3-cylinder design, the torsional vibrations of the B38 engine must be counteracted in the
belt drive. For this reason, a vibration damper with disconnected belt pulley is used in the F45 PHEV.
Its operating principle is similar to that of a dual-mass flywheel.
Vibration damper with disconnected belt pulley in the F45 PHEV
Index Explanation
1 Fixed pulley
2 Damping element (made from elastomer)
3 Flywheel
4 Belt pulley
5 Bow spring (small diameter)
6 Bow spring (large diameter)
7 Connection hub
8 Ball bearing
9 Connecting flange
10 Rivet
11 Friction rings
Similar to other BMW models, the vibration damper consists of a fixed pulley (1, small mass) and a
flywheel (3, large mass). These are connected by a damping element (2) and can rotate freely by a few
angular degrees. The fixed pulley (1) is screwed to the front end face of the crankshaft.
27
To avoid a transmission of the torsional vibrations from the engine or the crankshaft to the belt drive, a
disconnected belt pulley (4) is used. This is positioned on the connection hub using a ball bearing (8)
and rotates opposite the crankshaft. Two bow springs (5, 6) with different diameters counteract this
rotation in the inside of the belt pulley (4). They are supported at a connecting flange (9) and thus
reduce the arising oscillations. The space in the belt pulley where the bow springs are located is filled
with a grease filling. This grease filling increases the service life of the bow springs and reduces their
noise emissions. Friction rings (11) between the vibration damper and the belt pulley seal the belt
pulley, thus protecting the interior from contamination.
In the event of emerging grease, the vibration damper with disconnected belt pulley must be replaced.
2.2.2. Starting the B38 engine

The F45 PHEV uses the high-voltage starter motor generator that was used for the first time in the
BMW I12. It is a toothed belt starter motor system, which is able to start the combustion engine in all
conditions. The high-voltage starter motor generator is also used for energy recovery and eBOOST
purposes.
The functions of the high-voltage starter motor generator include:
• Charging the high-voltage battery unit

• Starting the combustion engine
• Load point increase of the combustion engine
• eBOOST function for the combustion engine.
There is no longer a conventional starter motor in the F45 PHEV. The petrol engine can only be started
using the high-voltage starter motor generator.
28
High-voltage starter motor generator in the F45 PHEV
Index Explanation
1 Mechanical coolant pump
2 Ribbed V-belt
5 Vibration damper with integrated bow spring
2.2.3. Pendulum belt tensioner

The housing of the pendulum belt tensioner is mounted directly to the housing of the high-voltage
starter motor generator using three screws. A tension spring generates the clamping force and
transmits this to the drive belt via two tensioning pulleys. The two tensioning pulleys can be turned
towards each other and towards the housing via a radial bearing. Thanks to this intelligent design
the pendulum belt tensioner is always adapted to the drive belt depending on the load, thus ensuring
sufficient tension in the belt drive.
29
Pendulum belt tensioner, installation position in the F45 PHEV
Index Explanation
A Clamping force
B Neutral position
C Installation position
1 Tension spring
2 Housing
3 Tensioning pulleys
4 Assembly bolt
In Service the pendulum belt tensioner can be relaxed using an open-end spanner and retained using
an assembly bolt. This is the installation position in which the pendulum belt tensioner is supplied.
After the pendulum belt tensioner is secured at the housing and the drive belt has been properly laid,
the assembly bolt must be removed. Using the open-end spanner relax the pendulum belt tensioner in
an anti-clockwise direction until the assembly bolt can be removed.
Starting and eBOOST function
BMW engines are so-called right-turning engines. If you take a look at the end face opposite the
force output side the crankshaft rotates in a clockwise direction. To start the combustion engine
after a start-stop phase or during an electric journey, the high-voltage starter motor generator has
to rotate the combustion engine. The upper part of the drive belt is pulled taut and the lower part is
30
relaxed. To prevent the drive belt slipping, the rotatable pendulum belt tensioner keeps the lower part
under tension. The operating principle of the pendulum belt tensioner during the eBOOST function is
identical to the operating principle applied when starting.
Belt drive in motorised mode of the high-voltage starter motor generator in the F45 PHEV
Index Explanation
1 Direction of force of the pendulum belt tensioner
2 Direction of force when the high-voltage starter motor generator powers the
combustion engine
Energy recovery
If energy is recovered via the high-voltage starter motor generator, it extracts the energy from the
combustion engine. The combustion engine now powers the high-voltage starter motor generator.
The lower part of the drive belt is pulled taut and the upper part is relaxed. To prevent the belt slipping
during energy recovery, the rotatable pendulum belt tensioner keeps the upper part under tension.
31
Belt drive in generator mode of the high-voltage starter motor generator in the F45 PHEV
Index Explanation
1 Direction of force of the pendulum belt tensioner
2 Direction of force when the combustion engine powers the high-voltage starter
motor generator
2.2.4. Adaptations to the air intake and exhaust emission system

The main adaptations to the air intake and exhaust emission system can be seen in the area of the
exhaust manifold.
Differences in the exhaust turbocharger between the F45 and F45 PHEV
32
Index Explanation
A Steel exhaust manifold (F45 PHEV)
B Aluminium exhaust manifold (F45)
The 3-cylinder petrol engine in the F45 features an aluminium exhaust manifold which is cooled by
coolant. In contrast, the F45 PHEV features a steel exhaust manifold without additional coolant ducts.
In the case of the aluminium exhaust manifold which is cooled by coolant, the three-way catalytic
converter would cool down too much when driving by purely electrical means. The emission levels
would be exceeded as a result. Since the steel exhaust manifold does not have any coolant ducts, the
heat generated cannot dissipate as quickly. This means that the three-way catalytic converter remains
at operating temperature for longer when driving by purely electrical means.
2.2.5. Adaptations to the cooling system
Overview of components in the F45 coolant circuit compared to the F45 PHEV coolant circuit
33
Index Explanation
A F45 PHEV engine
B F45 engine
1 Coolant expansion tank for high-temperature coolant circuit
2 High-temperature radiator
3 Transmission oil cooler
4 Low-temperature radiator
5 A/C condenser
6 Charge air cooler
7 Electric coolant pump (80 W)
8 Mechanical coolant pump
9 Coolant expansion tank for low-temperature coolant circuit
The cooling system in the F45 PHEV features an additional coolant circuit and thus differs from the
F45, which is exclusively operated using the combustion engine. This additional requirement results
from the need to not only dissipate the heat from the combustion engine, but also cool the high-
voltage components. In order to meet the respective cooling requirements, the two coolant circuits are
distinguished into a high-temperature coolant circuit and a low-temperature coolant circuit.
Further information on the cooling system can be found in the chapter "Cooling the high-voltage
components".
2.3. Fuel supply

In order to operate the combustion engine, the F45 PHEV is equipped with a pressurised fuel tank
made from stainless steel. As a result during purely electric driving it is guaranteed that the petrol
fumes remain in the pressurised fuel tank. Only with the operation of the combustion engine is fresh
air drawn in by the carbon canister for purging and the petrol fumes are directed to the combustion
chamber. The pressurised fuel tank has a usable volume of 36 l.
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2.3.1. Fuel supply components
Fuel supply components in the F45 PHEV
Index Explanation
1 Tank vent valve
2 Digital Motor Electronics DME
3 Emergency release cable of the fuel filler flap
4 Fuel filler flap with cover
5 Fuel tank non-return valve for electric driving
6 Pressurised fuel tank (36 l)
7 Fuel tank isolation valve between carbon canister and atmosphere
35
Index Explanation
8 Carbon canister
9 Hybrid pressure refuelling electronic control unit (TFE)
10 Outside air filter
11 Fuel pump control electronics
13 Button for unlocking the fuel filler flap
The components in the inside of the pressurised fuel tank are technically not new. The electric fuel
pump is powered by an alternating current motor. Control is provided by the Digital Motor Electronics
(DME). The DME transfers the information on the required delivery rate using a pulse-width modulated
signal (PWM signal). This information is evaluated by the "fuel pump control electronics" control unit
and converted into a three-phase AC voltage in order to activate the electric fuel pump according to
demand. At the maximum delivery rate, the fuel pressure in the feed line is approx. 6 bar.
Further descriptions of the fuel preparation process can be found in the product information bulletin
on the B38/B48 engine.
2.3.2. Refuelling
The pressurised fuel tank must be vented before refuelling. In order to implement the refuelling
procedure, first of all the "Refuelling" button must be pressed. The refuelling button is located near the
storage compartment in the driver's door. The button only works if the vehicle is "awake". The status
of the button is evaluated by the hybrid pressure refuelling electronic control unit.
F45 PHEV, refuelling button
36
The hybrid pressure refuelling electronic control unit (TFE) monitors the current operating condition
via a pressure/temperature sensor in the fuel tank and then controls the pressure reduction by opening
the valves in the tank ventilation path. The fuel tank isolation valve or the fuel tank non-return valve
must be opened, depending on the vehicle condition. The fuel vapours are temporarily stored in
the carbon canister during refuelling. The stored vapours are routed into the engine only when the
combustion engine is running and with activated purging.
The fuel filler flap is released after pressure reduction from the fuel tank. The actuator drive for locking
the fuel filler flap is activated and the fuel filler flap with fuel filler cap can be opened manually. The fuel
filler flap lock is therefore not released as long as the pressure measured in the fuel tank is above the
defined threshold value. The fuel tank isolation valve is also opened to reduce the tank pressure while
driving if the tank pressure reaches the system limit. When the vehicle is stopped, this is achieved
using a mechanical valve integrated into the fuel tank isolation valve.
The fuel tank isolation valve is located between the carbon canister and atmosphere, which is why it
is also known as an "atmosphere isolation valve" or AIV. There is additionally a fuel tank non-return
valve between the fuel tank and carbon canister. The fuel tank non-return valve is open in de-energized
state. The fuel tank system is isolated from the atmosphere by means of the fuel tank isolation valve.
The fuel tank, carbon canister and purge air line up to the tank vent valve form a pressure system. The
fuel tank isolation valve is closed in stopped condition and during electric driving, while the fuel tank
non-return valve is open.
When the combustion engine is started, the fuel tank non-return valve is closed and the fuel tank
isolation valve opened in order to purge the carbon canister with the help of the combustion engine.
The fuel tank non-return valve maintains the pressure in the fuel tank during this process. The
combination of fuel tank isolation valve and fuel tank non-return valve makes it possible to comply with
the legally required emission limits and still drive with purely electric power.
The position of the fuel filler flap is identified using a hall effect sensor. If the fuel filler flap is not
opened within approx. 10 minutes, it is automatically locked again.
After the refuelling procedure and the fuel filler flap is closed the fuel filler flap is locked again via the
hybrid pressure refuelling electronic control unit and the fuel tank isolation valve is closed.
37
2.3.3. System wiring diagram for hybrid pressure refuelling electronic control
unit
System wiring diagram for hybrid pressure refuelling electronic control unit in the F45 PHEV
38
Index Explanation
2 Power distribution box, front right
3 Body Domain Controller (BDC)
4 Controller drive for the fuel filler flap lock with position sensor
5 Fuel tank non-return valve
6 Fuel tank isolation valve
7 Scavenging air valve (US version only)
8 Hybrid pressure refuelling electronic control unit (TFE)
9 Lever sensor for fuel level
10 Combined fuel tank pressure sensor and temperature sensor
11 Button with lighting for refuelling
2.3.4. Notes for Service

The pressurised fuel tank can be checked for a pressure drop and thus indirectly for leak tightness
using the fuel tank pressure sensor. For the USA and Korea markets, the Natural Vacuum Leak
Detection (NVLD) is omitted as a result.
In order to monitor the leak tightness of the pressurised fuel tank, the temperature sensor is read out
cyclically within the Digital Motor Electronics (DME) when the vehicle is stopped and compared with
the fuel tank pressure sensor. Since a change in temperature (ambient temperature) also results in a
change in tank pressure, an indirect conclusion regarding the leak tightness of the pressurised fuel
tank may be drawn by comparing the two values. Here, both values must change in a fixed relationship
to one another. However, the monitoring only works if the temperatures change when the vehicle is
stopped. No conclusions can be drawn if the temperature remains constant.
The BMW diagnosis system ISTA includes a service function for the adjustment of the fuel tank
pressure sensor. The fuel tank pressure sensor needs to be adjusted in the following cases:
• When renewing the fuel tank pressure sensor

• When renewing the hybrid pressure refuelling electronic control unit (TFE)
• When renewing the Digital Motor Electronics (DME)
• When storing the fuel tank pressure sensor outside the pressurised fuel tank for a prolonged
period of time.
In order to successfully adjust the sensor, the filling level of the fuel tank must not exceed 75%.Fuel
may need to be drawn off beforehand.
Before carrying out repair work on the fuel supply, the refuelling procedure must be started so that the
pressure in the fuel tank can be released. The fuel filler flap and fuel filler cap must be left open during
repair work in order to exclude the possibility of a renewed pressure build-up.
39
Filling the fuel tank while the high-voltage battery unit is charging is not permitted. When the charging
cable is connected, ensure sufficient safety distance to highly flammable materials. Otherwise, there
is a risk of personal injury or material damage in the event of improper connection or disconnection of
the charging cable.
2.4. Automatic transmission

The main function and technical data of the 6-speed automatic transmission from Aisin can be
found in the product information bulletin on the F45 drive. These documents merely describe the
modifications required for use in a PHEV vehicle.
Overview of Aisin 6-speed automatic transmission in the F45 PHEV
Index Explanation
1 Cable for drive position lever
2 Transmission breather
3 Electronic transmission control EGS
4 Vibration damper
5 Front left transmission output shaft
6 Transmission oil line from thermostat to transmission oil cooler
7 Transmission oil line from transmission oil cooler to thermostat
40
Index Explanation
8 Electrical transmission oil pump
9 Thermostat
10 Sealing cap of starter motor
11 Front right transmission output shaft
The F45 PHEV is equipped with the familiar Aisin 6-speed automatic transmission from the I12 (BMW
i8). In contrast to the I12, a drive position actuator could be dispensed with in the F45 PHEV. The
various drive positions are engaged via a conventional cable.
A manual gearbox as is available for the F45 is not available for the F45 PHEV.
2.4.1. Technical data
Drive positions Gear ratio

1st gear 4,459
2nd gear 2,508
3rd gear 1,556
4th gear 1,142
5th gear 0,851
6th gear 0.672
Reverse gear 3,185
Axle ratio 3,944
41
2.4.2. Transmission oil supply
Transmission oil supply in the F45 PHEV
Index Explanation
A Direction of rotation
B Input
C Output
1 Differential
2 Mechanical transmission oil pump
3 Hydraulic torque converter
4 Control electronics for the transmission oil pump
5 Electrical transmission oil pump (80 W)
Similar to all converter automatic transmissions, in the GA6F21AW an internal mechanical

transmission oil pump at the transmission input assumes the oil supply of the hydraulic system.
However, there are driving situations in which the combustion engine is switched off and the
42
electric motor is used. In terms of the automatic transmission, this means no speed is applied at
the transmission input (torque converter) and there is thus also no oil supply via the mechanical
transmission oil pump. However, at the transmission output (differential) a speed is applied via the
rotating wheels. This difference in speed is eliminated in the automatic transmission. The lubrication
required as a result is ensured by an additional electrical transmission oil pump.
It is also possible at any time that the combustion engine is stopped by the automatic engine start-
stop function (MSA). Should this situation occur, the transmission oil in the mechatronics of the
automatic transmission, caused by a natural internal leakage, flows back into the oil sump. To ensure
that the mechatronics do not run empty and are supplied with sufficient transmission oil to shift gears,
the additional electrical transmission oil pump is also activated.
Overview of electrical transmission oil pump in the F45 and F45 PHEV
Index Explanation
A Electrical transmission oil pump (DC) in the F45
B Electrical transmission oil pump (AC) in the F45 PHEV
In vehicles without an electrical drive (F45), the automatic transmission is also supplied by an
additional electrical transmission oil pump when automatic engine start-stop function stops take place.
This is an electric motor powered by a low-voltage direct current voltage (DC). As it is not required
whilst driving, its power is significantly lower.
43
In the F45 PHEV, the electrical transmission oil pump is powered by a low-voltage alternating current
voltage (AC) on account of the high outputs required. The inverter (DC/AC converter) required for this
is in the control electronics for the transmission oil pump. In contrast to the I12 (BMW i8), in the F45
PHEV the control electronics and the electrical transmission oil pump are located in a shared unit. The
request to switch the electrical transmission oil pump on or off comes from the electronic transmission
control (EGS) control unit. The control electronics do not have diagnostic capability. They merely read
in the corresponding reports and activate the electric motor of the electrical transmission oil pump in
accordance with the request.
Schematic diagram of lubricating oil supply for the F45 PHEV
Index Explanation
A Petrol engine switched on
B Petrol engine switched off
1 Transmission oil sump
2 Mechanical transmission oil pump
4 Non-return valve
5 Mechatronics module
6 Lubricating oil circuit
44
2.4.3. Cooling
Oil circuit to cool the automatic transmission in the F45 PHEV
Index Explanation
A Oil flow from thermostat to transmission oil cooler
B Oil flow from transmission oil cooler to thermostat
1 Transmission oil cooler
2 Thermostat
An additional transmission oil cooler is located between the air conditioning condenser and the high-
temperature radiator. With the aid of a thermostat, the oil circuit is directed through the transmission oil
cooler when corresponding transmission oil temperatures are reached.
45
Thermostat for transmission oil cooler in F45 PHEV
Index Explanation
1 Slide
2 Wax element
3 Spring
The thermostat is controlled by a wax element, which is heated by the transmission oil and expands.
As a result, the slide is pressed against a spring and the transmission oil return orifice is released. An
oil circuit is formed between the automatic transmission and transmission oil cooler.
Technical data
The following table provides an overview of the temperatures for opening and closing the thermostat.
Thermostat position Temperature in degree Celsius

Closed < 76°C
Opened as far as possible 96 °C
46
2.4.4. Emergency gearbox release
Emergency gearbox release in the F45 PHEV
Similarly to the F45, the emergency release for the F45 PHEV can be triggered manually via a release
lever located underneath the gear selector switch sleeve.
Before performing an emergency release of the parking lock the vehicle must be secured against
rolling away.
47
2.4.5. System wiring diagram
System wiring diagram for electronic transmission control (EGS) in the F45 PHEV
48
Index Explanation
3 Control electronics of the electrical transmission oil pump
5 Power distribution box, front
7 Gear selector switch GWS
8 Gear indicator
9 Steering column switch cluster (SZL)
10 Instrument panel KOMBI
11 Accelerator pedal module
12 Brake light switch
2.4.6. Notes for Service
Towing
To tow away the vehicle, the F45 PHEV may only be transported on a loading platform (C). In order
to avoid damaging the automatic transmission and electrical machine with reduction gear, it is not
permitted to tow away the vehicle on both axles (A) or the rear axle (B).
Towing away the F45 PHEV
Index Explanation
A Towing away on both axles
B Towing away on the rear axle
C Towing away on a loading platform
Teaching in the neutral position
In order to confirm the position of the gear selector switch, the electronic transmission control (EGS)
uses a position sensor. This is located within the EGS and is permanently connected with the shaft
of the drive position lever. If the drive position of the gear selector switch is changed (P, R, N, D), the
position sensor signal changes. This constitutes the feedback to the EGS regarding the drive position
that is currently engaged.
49
Position sensor of the electronic transmission control (EGS) in the F45
Index Explanation
2 Position sensor
3 Hall integrated circuit 1
4 Shaft
5 Hall integrated circuit 2
6 Permanent magnet
7 Sensor signal in neutral position
D Drive (forwards drive)
N Neutral
P Parking
R Reverse (reverse drive)
50
The sensor operates in a non-contact manner via what are known as linear Hall integrated circuits.
These change their voltage depending on an available magnetic field. The permanent magnet located
inside is mounted such that it can be rotated via a shaft. When turning the drive position lever, the
magnetic field lines meet the Hall integrated circuits at a different angle. They then change their output
voltage.
The position sensor can be taught in again using the service function "Teaching in the neutral
position".
The neutral position needs to be taught in in the following cases:
• When exchanging the electronic transmission control (EGS)

• When exchanging the selector lever
• Each time after disassembling and installing the electronic transmission control (EGS).
2.5. Electric machine transmission
2.5.1. Introduction
The F45 PHEV is a "full hybrid car". In contrast to vehicles with hybrid generation 2 (F10H, F30H,
F01H/F02H), electrical driving is possible in the F45 PHEV at much higher speeds. In this context, the
F45 PHEV can be driven up to 125 km/h by purely electrical means, and up to 135 km/h in combined
mode together with the petrol engine. Beyond this, an electrical drive is no longer efficient and would
also cause damage to the electrical machine. At relatively high driving speeds, the electrical machine
is disconnected from the drive. In order to achieve this, an electrically activated clutch is located in the
electric machine transmission in addition to the differential unit and fixed ratio (12.5).
51
Image 1: electric machine transmission
Index Explanation
1 Right output
2 Actuator (solenoid coil)
3 Position sensor (hall effect sensor)
4 Drive with splined sleeve
5 Flange for electrical machine
Image 2: electric machine transmission
52
Index Explanation
1 Left output
2 Ventilation connection with cap
3 Oil drain plug with sealing ring
4 Oil filler plug with sealing ring
2.5.2. Structure and function

The electric machine transmission is screwed to the electrical machine and is attached to the rear axle
support. A fixed gear ratio of 12.5:1 transmits the speed and torque via a form-fitted clutch (electrical
machine clutch) from the electrical machine to the rear drive wheels and, during energy recovery, also
back to the electrical machine.
If required and requested, the electrical machine is permanently connected to the rear drive via the
electrical machine clutch. However, if the following speed thresholds are exceeded, the electrical
machine clutch is opened, thereby interrupting the electrical drive via the rear axle.
• 100 km/h in ECO PRO mode

• 135 km/h in AUTO eDRIVE (combined operation with petrol engine).
This supports the combustion engine and, if required, the electrified four-wheel drive is displayed. To
prevent damage to the electrical machine due to high speeds, the electrical machine clutch remains
permanently opened above 135 km/h.
The electric machine transmission is lubricated using the transmission oil (BOT 448 SAF-XO EP40
FM3 plus) in the transmission. No change interval applies for the oil and it only needs to be topped up
if repair work is carried out. For this purpose, the transmission housing features two screws that allow
the transmission oil to be drained and topped up.
There is no parking lock in the electric machine transmission. The parking lock of the F45 PHEV
blocks the front drive wheels and is located in the automatic transmission (AISIN F21 250FT).
The electric machine transmission weighs approx. 21 kg.
53
Separate components in the electric machine transmission
Index Explanation
1 Input shaft gear (23 teeth)
2 Small gear for transmission (24 teeth)
3 Housing of the electric machine transmission
4 Large gear for transmission (81 teeth)
5 Differential unit gear (85 teeth)
6 Electrical machine clutch
2.5.3. Electrical machine clutch

By means of the electrical machine clutch integrated in the housing of the electric machine
transmission, the power transmission is established and disconnected between the electrical machine
and the wheels to be driven via claws (dog clutch). Seamless coupling and decoupling of the electrical
machine is achieved by adapting the speed of the electrical machine to the speed of the opposite side
that is rotating via the drive wheels (differential cage). The speeds are transmitted to the electrical
machine electronics and evaluated by the rotor position sensor of the electrical machine and by the
speed sensors (DSC sensors) of the drive wheels.
A hall effect sensor records the claw position and transfers it to the electrical machine electronics
(EME) using a pulse-width modulated signal (PWM signal). If a request is sent to close the electrical
machine clutch, an activation current of between 2.3 A and 3.2 A is generated. As soon as the
electrical machine clutch is closed, the electrical machine powers the driven wheels on the rear axle
54
and the current on the coil is reduced (1.2 A holding current) such that it is sufficient to keep the claws
engaged. This is because the force of the claws involved is also used in the friction-type connection
here.
If no current is applied to the coil, which "repels" the disc spring of the electrical machine clutch as
an actuator, the pre-tensioned disc spring ensures that the clutch is opened. By adjusting the speed
of the electrical machine, the friction-type connection (which may be under load) of the electrical
machine clutch is additionally relieved to enable the release of the electrical machine clutch.
This form-fitted power transmission via the electrical machine clutch, activated via the electrical
machine electronics (EME), is used to disconnect the electrical machine in certain operating
conditions. For example, this is done at the latest after exceeding a driving speed of 135 km/h, or when
coasting.
The electrical machine clutch is lubricated using the transmission oil (BOT 448 SAF-XO EP40 FM3
plus).
Overview of electrical machine clutch
Index Explanation
1 Dog clutch
2 diaphragm spring
3 Sensor disc for hall effect sensor
4 Position detection sensor for sensor disc (hall effect sensor)
5 Coil (actuator)
6 Thrust washer
7 Cam ring
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Operating principle of the electrical machine clutch
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Index Explanation
1 Dog clutch
2 Cam ring
A Clutch open
B Clutch in undetermined state
C Clutch closed
Overview of connections for electrical machine clutch
Index Explanation
1 Sensor disc for hall effect sensor
2 Coil (actuator)
3 Position detection sensor for sensor disc (hall effect sensor)
4 PWM signal line to EME
5 Line to activate the coil (actuator)
The hall effect sensor to determine the clutch position supplies a signal. However, this can have
different values.
• 90% if electrical machine clutch is closed

• 10% if electrical machine clutch is open.
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Hall effect sensor signal of the electrical machine clutch
Index Explanation
A Electrical machine clutch closed (90% duty cycle)
B Electrical machine clutch open (10% duty cycle)
In the event of a fault, e.g. the sensor signal line becomes disconnected, the electrical machine clutch
will be opened and can no longer be closed.
The BMW diagnosis system ISTA contains various test modules to check the system.
2.5.4. Service information

In the case of repairs, the electric machine transmission can be replaced individually. If it is
disassembled/installed, the shaft of the electrical machine must be cleaned re-greased. Care must
also be taken to ensure that the rotor shaft of the electrical machine is not subjected to load, in order
to prevent damage to the grooved ball bearings of the electrical machine. For the detailed procedure,
refer to the current repair instructions.
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3. HIGH-VOLTAGE COMPONENTS.
3.1. Installation locations
F45 PHEV: installation locations of the high-voltage components
Index Explanation
1 Electric A/C compressor (EKK)
2 High-voltage starter motor generator (HV-SGR)
3 Electrical heating (EH)
4 Charging socket
6 Electrical machine (EM)
Attention! High-voltage components!
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High-voltage component warning sticker
Each high-voltage component has on its housing or casing an identifying label that enables Service
employees and vehicle users to identify intuitively the possible hazards that can result from the high
electric voltages used.
Only Service employees who satisfy all the prerequisites are permitted to work on the designated
high-voltage components: suitable qualifications, compliance with the safety rules, procedure
following the repair instructions to the letter.
Work on live high-voltage components is expressly prohibited. Prior to every operation which involves
a high-voltage component, it is essential to disconnect the high-voltage system from the voltage
supply and to secure it against unauthorised return to service.
1 Switch off terminal 15.

2 Charging plug is not connected at the vehicle.
3 Wait until the vehicle is in "Sleep" mode (can be recognised by the fact that the inscription in the
START-STOP button is not illuminated).
4 Open high-voltage safety connector.
5 Secure the high-voltage safety connector against restart.
6 Switch on terminal 15.
7 Wait until the Check Control message "High-voltage system switched-off" is displayed in the
instrument cluster.
8 Switch off terminal 15 and terminal R.
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F45 PHEV: high-voltage service disconnect
Index Explanation
1 Luggage compartment lighting on right
2 Cover and bracket for the high-voltage service disconnect
3 High-voltage safety connector (Service Disconnect)
For high-voltage safety reasons, with the exception of the high-voltage battery no other high-voltage
component must be opened or otherwise disassembled.
3.2. Cooling
3.2.1. Introduction
The cooling system in the F45 PHEV features an additional coolant circuit and a heater circuit, and
thus differs from the F45 which is exclusively operated using the combustion engine. This additional
requirement results from the need to not only dissipate the heat from the combustion engine, but also
cool the high-voltage components. The high-voltage components are generally designed for a large
temperature range. However, in order to be able to ensure thermal operating safety in any situation,
the high-voltage components are cooled using coolant. Nevertheless, the high temperature of the
high-temperature coolant circuit (HT coolant circuit) of the combustion engine cannot be used in this
context. An additional low-temperature coolant circuit (LT coolant circuit) with a considerably lower
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temperature range is therefore used (up to approx. 100°C). An additional coolant circuit has been
implemented for the heating. The usable thermal energy from the coolant circuit of the combustion
engine or the high-voltage components is not always guaranteed due to various prerequisites. For
example, this may be the case for purely electric driving or if the combustion engine is only temporarily
switched on (stop and go traffic). Here, this requirement is fulfilled by means of an additional heater
circuit and an electrical heating system (high-voltage component). Further information on electrical
heating can be found in the relevant chapter of this product information bulletin.
The high-voltage battery unit constitutes an exception to the cooling by the LT coolant circuit for the
high-voltage components. It is cooled by a switchable refrigerant circuit, in order to again keep the
temperature considerably lower for the cells and components inside the high-voltage battery unit.
Further information on the high-voltage battery unit can be found in the relevant product information
bulletin.
3.2.2. Overview of the coolant circuits with heater circuit
F45 PHEV: overall coolant circuit (HT and LT) as well as heater circuit
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Index Explanation
A Coolant/air heat exchanger (coolant circuit of the high-voltage components)
B Coolant expansion tank (coolant circuit of the high-voltage components)
C Electric coolant pump (coolant circuit of the electrical machine electronics, 80
W)
D High-voltage starter motor generator (HV-SGR)
E Convenience charging electronics KLE
F Electric motor electronics (EME)
G Electric motor
1 Coolant/air heat exchanger
2 Electric fan
3 Characteristic map thermostat (combustion engine)
4 Mechanical coolant pump (combustion engine)
5 Exhaust turbocharger
6 Combustion engineB38
7 Electric coolant pump for the heater circuit (20 W)
8 Heat exchanger
9 Electrical heating
10 Electrical changeover valve (heater circuit)
11 Oil-to-water heat exchanger
12 Electric coolant pump for exhaust turbocharger
13 Coolant expansion tank (coolant circuit of combustion engine)
Danger of injury:
The housing of the high-voltage components can reach temperatures of up to 105°C during operation.
A sufficiently long time must be waited for cooling if work is to be performed, for example the removal
of the drive unit.
3.2.3. Low-temperature cooling circuit

The high-voltage components are cooled by a separate coolant circuit (low-temperature coolant
circuit).
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F45 PHEV: low-temperature coolant circuit of the high-voltage components
Index Explanation
C 80 W electric coolant pump (coolant circuit of the high-voltage components)
G Electrical machine (EM)
The coolant circuit comprises:
• Coolant/air heat exchanger

• Electric coolant pump (80 W)
• Expansion tank
• Coolant lines.
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F45 PHEV, coolant circuit of the electrical machine electronics – Installation locations
Index Explanation
4 Coolant expansion tank
The coolant/air heat exchanger is integrated in the cooling module. Depending on the cooling
requirement of the electrical machine electronics, the electric coolant pump and the electrical fan are
activated according to requirements thus contributing to a reduction in consumption levels.
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Thanks to the demand-driven activation of the electrical fan and the electric coolant pump, strong
temperature deviations which would have a negative effect on the service life of the electronics in the
high-voltage components are avoided, and energy-optimised cooling is achieved.
There is no electrical level sensor installed in the expansion tank. But the following special feature
should be noted for Service: A loss of coolant, for example due to a leak, in the cooling system is not
identified directly due to the lack of an electrical level sensor. Instead, in the case of a loss of coolant,
the temperature of the low-temperature coolant circuit will rise above the normal operating range. In
this case the power of the electric motor is reduced and a corresponding Check Control message is
issued. The Service employee must check the following fault causes during troubleshooting:
• Loss of coolant, e.g. by a leak

• Coolant-air heat exchanger blocked
• Electric fan does not work or is restricted
• Coolant pump does not work
• Coolant lines or connections damaged
• Component to be cooled is faulty.
If excess temperature is displayed in the cooling system, then this may have several causes, including
also the loss of coolant. Therefore, during troubleshooting all components of the cooling system must
be checked systematically.
When bleeding the low-temperature coolant circuit, proceed according to the current repair
instructions.
The familiar mixture of water and antifreeze and corrosion inhibitors G48 in BMW vehicles is used as a
coolant.
The coolant pump and the electric fan can be switched on automatically when charging the high-
voltage battery unit. The high-voltage battery unit must therefore not be charged when working with
the engine compartment lid open or on the coolant circuit of the EME.
The activation of the coolant pump and electric fan can be effected in the following vehicle conditions:
• Terminal 15 switched on, driving readiness

• Terminal 15 switched on, no driving readiness
• High-voltage battery unit is charged.
The power electronics switching of the electrical machine electronics are already working when
terminal 15 is switched on. Both the high-voltage electrical system (EKK and electrical heating) and
the 12 V vehicle electrical system are supplied with energy by the DC/DC converter. If a need for
cooling is identified due to the heat that arises, the coolant pump is switched on, and if required also
the electric fan.
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When terminal 15 is switched on the coolant pump and electric fan can be switched on automatically.
Therefore always ensure terminal 15 is switched off when working with an open engine compartment
lid or at the coolant circuit of the EME.
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4. ELECTRICAL MACHINE.
4.1. Introduction
The electrical machine in the F45 PHEV is a permanently excited synchronous machine designed as
an inner rotor; i.e. the rotating rotor is located on the "inside" of the electrical machine. It can convert
the electrical energy from the high-voltage battery unit into kinetic energy, which drives the vehicle
at the rear wheels via the electric machine transmission. Both purely electric driving up to approx.
125 km/h with rear-wheel drive is possible, as is support for the combustion engine via the eBOOST
function, e.g. when overtaking or in the case of higher load requirements.
In the reverse situation, the electrical machine converts kinetic energy into electrical energy during
braking and when in coasting overrun mode, and feeds this to the high-voltage battery unit (energy
recovery).
There are two versions of the electrical machine, which are generally referred to as the European
version and CN version. The two versions differ only in the type plate on the housing on account of the
Chinese characters for the Chinese market.
The electrical machine is a high-voltage component!

3 Wait until the vehicle is in "Sleep" mode (can be recognised by the fact that the inscription in the
START-STOP button is not illuminated).
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7 Wait until the Check Control message "High-voltage system switched-off" is displayed in the
instrument cluster.
For reasons of high-voltage safety the electrical machine must not be opened or otherwise
dismantled.
4.2. Designation and identification
4.2.1. Designation of electrical machines

The electrical machine designation is used in the technical documentation for clear identification of
the electrical machine. However, the identification of the electrical machine is relevant for Service.
4.2.2. Identification of the electrical machine

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

1 Developer of the G Electrical machine in/at the transmission
electrical machine I Electrical machine, BMW
J Electrical machine, external
2 Machine type (outer A < 200 mm
diameter of the stack B > 200 mm < 250 mm
of sheets) C > 250 mm < 300 mm
D > 300 mm
E Outer rotor with small diameter
3 Change to the basic 0 or 1 Basic machine
machine concept 2 to 9 Changes, e.g. variation of sheet cut (even
numbers reserved for motorbikes, odd numbers
for passenger cars)
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Position Meaning Index Explanation

4 Machine type (engine N Asynchronous machine
procedure) U Direct current machine
O Axial flow machine
P Permanently excited synchronous machine
R Switched reluctance machine
S Electrically excited synchronous machine
T Transverse flow machine
5+6 Torque 0 to ... e.g. 25 = 250 Nm
7 Type test concerns A Standard
(changes that require B to Z Acc. to requirements, e.g. adaptations to length
a new type test) and coils
Identification of the electrical machine
The identification for the electrical machine of a F45 PHEV is as follows: IA1P16A.
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4.3. Technical data

Developer BMW
Maximum torque 165 Nm at 0 - 2900 rpm
Maximum power 65 kW
Power (continuous) 28kW
Operating voltage (U_min to U_max) 225 V - 360 V
Maximum current 420 Aeff
Efficiency up to 96 %
Operating speed range 0 - 14000 rpm
Weight (without torsional vibration damper) Approx. 31,3 kg
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4.4. Installation location
F45 PHEV, installation location and secondary components of the electrical machine
The electrical machine is screwed to the electric machine transmission on the rear axle and electrically
powers both rear wheels.
4.5. Design
The electrical machine rotor consists of the rotor stacks of sheets, the permanent magnets and
the rotor shaft. The stacks of sheets and magnets form the rotating electromagnetic circuit of the
machine. The magnetic field of the magnets, together with the field of the stator coil, generates part of
the machine's mechanical torque. The rotor shaft transmits the generated torque to the transmission.
The number of pole pairs of 4 is a good ratio between the justifiable complexity of the design and
achieving as constant a torque curve as possible for each revolution. The magnets are arranged in a V
shape. The following figure shows the basic design of a synchronous machine:
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Principal structure of the synchronous machine
Index Explanation
A Conventional synchronous machine
B Synchronous machine EMP242 (E82E, I01, I12)
C Synchronous machine EMP156.162 (F45 PHEV)
1 Stator
2 Stack of sheets, rotor
3 South pole of a permanent magnet
4 North pole of a permanent magnet
To improve the technical data, the structure, primarily of the rotor, was modified and optimised. The
rotor has a new arrangement of the permanent magnets and a stack of sheets which has a positive
influence on the characteristic of the magnetic field lines. On the one hand, this improves the torque.
On the other hand, there are lower current levels in the stator coils, whereby the efficiency is increased
in comparison to a conventional synchronous machine.
The main components of the electrical machine are:
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• Rotor and stator

• Connections
• Rotor position sensor
• Cooling.
The hybrid system in the F45 PHEV is a so-called axially parallel hybrid system. Both the combustion
engine and the electrical machine are mechanically coupled with the sprockets. When driving, it is
possible to use both drive systems individually and at the same time.
4.5.1. Rotor and stator
Rotor and stator of the F45 PHEV electrical machine – cross section view
Index Explanation
1 Housing of the electrical machine
2 Coils (U, V, W)
3 Stator
4 High-voltage connection (U, V, W)
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Index Explanation
5 Lid (must not be opened in Service)
6 Rotor
7 Permanent magnets
8 Rotor shaft
The electrical machine in the F45 PHEV is structured as an inner rotor. “Inner rotor” means that the
rotor is arranged with the permanent magnets arranged in a ring shape on the inside. The coils for
generating the rotating field are located on the outside and form the stator. The stator is shrunk into
the housing of the electrical machine. The electrical machine of the F45 PHEV has four pairs of poles
in the rotor.
The rotor is supported using two grooved ball bearings located at each end of the shaft.
4.5.2. Connections
F45 PHEV, connections, electrical machine
Index Explanation
1 High-voltage connection
2 Electrical connection, rotor position sensor
3 Type plate
4 High-voltage component warning sticker
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High-voltage connection
F45 PHEV, high-voltage connection, electrical machine
Index Explanation
1 High-voltage connector
Electrical energy is fed to the coils of the electrical machine via the high-voltage connection. The high-
voltage connection connects the electrical machine electronics to the electrical machine via a three-
phase, shielded high-voltage cable.
The high-voltage connectors are screwed on to the electrical machine electronics and the electrical
machine.
High-voltage cables must not be repaired. In the event of damage, the line must essentially be
replaced!
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4.5.3. Sensors
F45 PHEV, sensors, electrical machine
Index Explanation
1 Rotor of the rotor position sensor
2 Stator of the rotor position sensor
So that the voltages for the coils in the stator can be correctly calculated and generated by the
electrical machine electronics in terms of amplitude and phase layer, the precise position of the rotor
must be known. The rotor position sensor is responsible for this task. Its structure is similar to that
of a synchronous machine and it has a specially shaped rotor which is connected to the rotor of the
electrical machine, as well as a stator which is connected to the stator of the electrical machine. The
phase voltages induced by rotating the rotor in the coils of the stator are evaluated by the electrical
machine electronics and the rotor position angle is calculated based thereon.
When exchanging the electrical machine electronics, the rotor position sensor must be calibrated with
help of the diagnosis system.
The components of the electrical machine must not exceed a certain temperature during operation.
There are a temperature model and two redundant temperature sensors for monitoring the
temperature of the electrical machine. They are designed as variable resistors with a negative
temperature coefficient (NTC) and measure the temperature at two points in the stator coil head. The
hotter the NTC, the lower its resistance.
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The electrical machine electronics evaluate the signals of the temperature sensors, compare them
with the calculated temperature model and, if necessary, reduce the power of the electrical machine
if the temperature of the electrical machine approaches the maximum permissible value, so as to
prevent damage to the component.
A replacement of the rotor position sensor is not permitted in the BMW Service workshop.
4.6. Cooling
The electrical machine is cooled by the low-temperature coolant circuit. Further information on the
coolant circuits can be found in the chapter "Overview of high-voltage components" in this product
information bulletin.
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Index Explanation
The electrical machine is designed for a large temperature range. However, in order to be able to
guarantee the thermal operating safety of the electrical machine in any situation, it is cooled with
coolant.
To cool the stator coils, between the stator and electrical machine housing there is a coolant duct
through which coolant is fed from the low-temperature circuit of the high-voltage components. The
coolant can reach a temperature of up to 70°C at the input (feed). Although the electrical machine has
considerably less losses during energy conversion than a combustion engine, its housing can reach a
temperature of up to 105°C.
The rotor is cooled by a rotor air recirculation cooling system. Here, the air flows through coolant
ducts in the rotor and through the coolant ducts in the housing in which the air is cooled by the water
cooling. This ensures a more balanced and cooler rotor temperature.
Danger of injury:
The housing of the electrical machine can absorb temperatures of up to 105 °C during operation. A
sufficiently long time must be waited for cooling if work is to be performed, for example the removal of
the drive unit.
4.7. Service information

The electrical machine of the F45 PHEV does not have any kind of oil filling. Only the two grooved ball
bearings which include a grease filling are lubricated.
The electrical machine therefore requires no maintenance.
As a basic principle, the electrical machine of the F45 PHEV must not be repaired or opened in BMW
Service. The two components electrical machine and electric machine transmission can be exchanged
separately, i.e. independently of one another. A detailed description of the procedure involved can be
found in the current repair instructions.
Following a customer complaint, the fault is identified by means of diagnosis. If the diagnosis identifies
the fault as being located in the electrical machine/electric machine transmission system, the system
must be removed from the rear axle of the vehicle. If it is not possible to clearly attribute the fault
to a component, the entire system (electrical machine and electric machine transmission) must be
exchanged in consultation with the specialist department. Otherwise, the components must be
disconnected. For this purpose, both components must be mounted such that they are stable. Once
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all screw connections have been undone, the transmission can be carefully disconnected from the
electrical machine using a crane. In the process, it is important to ensure that the rotor shaft of the
electrical machine is not subjected to any loads so as to prevent damage to the grooved ball bearings.
Taking into account the diagnosis results, the faulty component is exchanged and the remaining
component is fitted in conjunction with a brand new component.
If a new electrical machine or new electrical machine electronics (EME) has/have been installed, or if
the EME has been reprogrammed, the offset of the rotor position sensor must be checked in the EME
and, if necessary, programmed. The relevant diagnosis job is used for this purpose. The offset angle of
the rotor position sensor is engraved on the type plate of the electrical machine, which is visible even
when the component is installed and can be read by lifting the vehicle on the vehicle hoist. The type
plate is located underneath the protective cover of the electrical machine and can easily be read from
below.
Before removing the electrical machine, the electrical safety rules must be applied.
Danger of injury: The housing of the electrical machine can reach temperatures of up to 105°C during
operation. A sufficiently long time must be waited for cooling if work is to be performed, for example
the removal of the drive unit.
Upon replacement of the electrical machine or the electrical machine electronics, the rotor position
sensor must be adjusted with help of the diagnosis system.
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5. ELECTRICAL MACHINE ELECTRONICS.
5.1. Introduction
The electrical machine electronics (EME) are used as control electronics for the electrical machine
and the high-voltage starter motor generator. It also performs the task of converting the direct current
voltage from the high-voltage battery unit (up to approx. 340 V DC) into a three-phase AC voltage for
activation of the electrical machine and high-voltage starter motor generator as a motor. Conversely,
if the electrical machine and the high-voltage starter motor generator are to work as a generator, the
electrical machine electronics convert the three-phase AC voltage of the electrical machine into a
direct current voltage and can thus charge the high-voltage battery unit. This happens, for example,
during brake energy regeneration (energy recovery). For these two operating modes a bidirectional
DC/AC converter is necessary which can work as both an inverter and a rectifier.
The DC/DC converter which is also integrated in the electrical machine electronics ensures the voltage
supply to the 12 V vehicle electrical system.
The entire electrical machine electronics of the F45 PHEV is located in an aluminium housing. The
control unit, the bidirectional DC/AC converter and the DC/DC converter for the voltage supply of the
12 V vehicle electrical system, are located in this housing.
The EME control unit also assumes additional tasks. For example, the high-voltage power
management, which manages the available high voltage from the high-voltage battery unit, is also
integrated in the EME. In addition, the EME has various output stages, which are responsible for the
activation of 12 V actuators.
The electrical machine electronics is a high-voltage component!
For reasons of high-voltage safety the electrical machine electronics must not be opened or otherwise
dismantled.
In the event of a fault, the complete electrical machine electronics are always replaced.
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After the electrical machine electronics have been replaced they must be put into operation with help
of the BMW diagnosis system. Observe the information in the repair instructions.
5.2. Technical data

Electric motor electronics
Supplier Delphi
Weight 16,6 kg
Length 744,3 mm
Height 160,6 mm
Width 248,1 mm
Operating temperature range -40°C to +105°C
Cooling Coolant
Power electronics of electrical machine

Operating voltage range 200 V - 340 V DC
Output current 250 A (continuous); 450 A (max. 10 seconds)
Power electronics of high-voltage starter

motor generator
Operating voltage range 200 V - 340 V DC
Output current 150 A (continuous); 288 A (max. 0.3 seconds)
DC/DC converter
Nominal output voltage 14 V DC
Output current 180 A (continuous); 200 A (0.3 seconds)
Output power 2.4 kW (continuous); 2.8 kW (max. 10 seconds)
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F45 PHEV, installation location of the electrical machine electronics
The electrical machine electronics are installed at the vehicle underbody behind the rear axle.
In order to reach all connections of the electrical machine electronics, this component must be
removed completely. The upper connections of the EME can be accessed underneath a screwed lid
underneath the luggage compartment floor trim panel.
5.4. Connections
The connections at the electrical machine electronics can be divided into four categories:
• Low-voltage connections
• High-voltage connections
• 3 threaded holes for equipotential bonding
• Connections for coolant lines.
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F45 PHEV, connections of the electrical machine electronics with lines
Index Explanation
1 High-voltage connection (AC) to the high-voltage starter motor generator
2 Low-voltage connector/signal connector connection
3 DC/DC converter output – 12 V
4 High-voltage connection for AC charging from the convenience charging
electronics
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Index Explanation
5 Output, DC/DC converter +12 V
6 High-voltage connection (DC) to the high-voltage battery unit
7 High-voltage connection (AC) to the electrical machine
8 Connection for coolant return line
9 Connection for coolant feed line
Threaded holes for equipotential bonding
Index Explanation
1 Threaded hole – M6 thread
2 Threaded holes – M8 thread
5.4.1. Low-voltage connections

In the outer low-voltage connector at the electrical machine electronics the following lines and signals
are combined:
• Voltage supply for the EME control unit (terminal 30B from the power distribution box at the
front and ground)
• FlexRay bus system
• PT-CAN bus system
• PT-CAN2 bus system
• Wake-up line
• Signal lines from the ACSM for crash message
• Actuation of vehicle interior shutoff valve
• Input and output of the circuit of the high-voltage interlock loop (EME control unit evaluates
the signal and initiates a shutdown of the high-voltage system in the event of an interruption to
the circuit. Redundancy for SME.)
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• Activating the electrical vacuum pump

• Electric coolant pump for (EME): Pulse-width modulated signal
• Evaluation of the rotor position sensor of the electrical machine
• Evaluation of the temperature sensors of the electrical machine
• Evaluation of the rotor position sensor of the high-voltage starter motor generator
• Evaluation of the temperature sensor of the high-voltage starter motor generator.
These lines and signals have relatively low current levels. The electrical machine electronics is
connected to the 12 V vehicle electrical system (terminals 30 and 31) via two separate low-voltage
connections and lines with large cross-section. Via this connection the DC/DC converter in the
electrical machine electronics provides the entire 12 V vehicle electrical system with energy. The
contact of these two lines with the electrical machine electronics is effected via a screw connection.
The following graphic summarises again the low-voltage connections of the electrical machine
electronics in the form of a simplified wiring diagram.
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F45 PHEV, low-voltage connections of the electrical machine electronics
Index Explanation
2 Output stage for activation of the 80 W electric coolant pump (LT coolant
circuit)
3 Output stage for the activation of the electrical vacuum pump
4 Output stage for activation of the combined vehicle interior expansion and
shutoff valve
5 Terminating resistor, FlexRay
6 Signal lines of the high-voltage interlock loop
7 Electrical machine (entirety)
8 Temperature sensors in the stator coils of the electrical machine
9 Rotor position sensor in the electrical machine
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Index Explanation
11 Safety battery terminal SBK
12 12 V battery
13 Intelligent battery sensor IBS
14 Unidirectional DC/DC converter
15 Temperature sensor (negative temperature coefficient resistor) at the DC/DC
converter
16 Crash Safety Module
17 Combined expansion and shutoff valve, passenger compartment
18 Electrical vacuum pump
19 Electric coolant pump
20 Rotor position sensor in the high-voltage starter motor generator
21 Temperature sensor in the high-voltage starter motor generator
5.4.2. High-voltage connections

At the electrical machine electronics, there is a total of four high-voltage connections to connect the
lines for other high-voltage components. The connections for the electric A/C compressor and the
electrical heating are now on the convenience charging electronics.
Connection to components Number of contacts, voltage type, shielding

Electric motor • 3-phase
• AC voltage
• 1 shielding for all 3 lines
High-voltage starter motor generator • 3-phase

• AC voltage
• 1 shielding for all 3 lines
High-voltage battery unit • Two-pin

• Direct current voltage
• 1 shielding per line
Convenience charging electronics (AC • Two-pin

charging)
• AC voltage
• 1 shielding for both lines
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Connection to Type of connection Contact protection

components
Electric motor Screwed-on high-voltage Covers over the contacts
connector
High-voltage starter motor Screwed-on high-voltage Covers over the contacts
generator connector
High-voltage battery unit Flat high-voltage • Cover over the contact
connector with mechanical blades
lock
• High voltage interlock loop
Charging socket (AC Round high-voltage Cover over the contacts (contact
charging) connector protection)
The following simplified wiring diagram shows the high-voltage connections between the electrical
machine electronics and the other high-voltage components.
F45 PHEV, high-voltage connections of the electrical machine electronics
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Index Explanation
2 Electric motor
4 Battery (12 V)
6 Charging socket
8 Unidirectional AC/DC converter
9 Convenience charging electronics
10 Electrical machine electronics (entirety)
11 Bidirectional DC/AC converter of the electrical machine
12 Bidirectional DC/AC converter of the high-voltage starter motor generator
13 Unidirectional DC/DC converter
14 60 A anti-overload current guard
5.4.3. High-voltage cables

The high-voltage cables connect the high-voltage components and are labelled by orange cable
sleeves. The manufacturers of hybrid cars have agreed on a uniform identification of the high-voltage
cable with the warning colour orange. An overview of the high-voltage cables used in the F45 PHEV is
provided here.
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F45 PHEV, high-voltage components and high-voltage cables
Index Explanation
4 Charging socket
High-voltage cables must not be repaired. In the event of damage, the high-voltage cable must be fully
replaced!
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Bending radius of a high-voltage cable
Index Explanation
1 High-voltage cable
2 Bending radius must be greater than 70 mm
The high-voltage cables must not be excessively bent or kinked! The bending radius must not be
smaller than 70 mm! Kinking/bending the high-voltage cables excessively may damage the cable
shielding, resulting in an isolation fault in the high-voltage vehicle electrical system.

3 Wait until the vehicle is in "Sleep" mode (can be detected if writing in the START-STOP button is
not illuminated).
7 Wait until the Check Control message "High-voltage system deactivated" is displayed in the
instrument cluster.
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Removing the flat high-voltage connector
Bridge for high-voltage interlock loop

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

Only after the bridge of the high-voltage
interlock loop has been removed, can the
mechanical locking be moved in the direction of
the arrow. The mechanical locking is an element
of the high-voltage connector on the high-
voltage components (e.g. electrical machine
electronics).
By moving the lock in the direction of the
arrow the mechanical guide of the high-voltage
connector on the high-voltage cable is released
which permits the subsequent disconnection.
93
Removing the connector of the high-voltage

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

cables must be pulled off at a right angle in two
steps and in the same direction. Changing the
direction of movement when pulling off is not
permitted.
The bridge of the high-voltage interlock loop must not be pulled out when the high-voltage system is
active.
Proceed in the reverse order when reattaching the high-voltage cable.
F45 PHEV, example of flat high-voltage connector at a high-voltage component
94
Index Explanation
1 Electrical contact for shielding
2 Electrical contact for high-voltage cable
3 Contact protection
4 Mechanical locking
5 Bush with connection for bridge in the circuit of the high-voltage interlock loop
A contact is available for shielding around each of the two electrical contacts of the high-voltage
cables. In addition, the high-voltage connection provides protection against contact with live parts.
The actual contacts are coated in plastic so that nobody can touch them directly. Only when the high-
voltage cable is connected is the coating pushed away and the contact established.
Removing the round high-voltage connector
The following graphics show the procedure for removing the round high-voltage connector using the
example of the high-voltage connection at the electrical machine electronics, at which the high-voltage
cable is connected for the electrical heating.
The graphics show the connections at the electrical machine electronics of the I01 and must
be observed. The round high-voltage connections of the F45 PHEV are positioned differently in
comparison to those of the I01, but otherwise are completely identical.
95
The round high-voltage connector (1) is

connected at the high-voltage connection (2) of
the corresponding high-voltage component and
is locked.
The two locking elements (2) must be pressed

together in the direction of arrow (1). The
mechanical lock of the connector at the
connection of the high-voltage component is
thus removed.
While the locking elements are further pushed

together, the connector must be removed
lengthways in the direction of arrow (1).
When reconnecting the high-voltage cable the locking elements must not be pushed together. It is
sufficient to slide the connector lengthways onto the high-voltage connection of the component.
Ensure that the locking elements engage ("clicking" noise). In addition, the engaging of the locking
elements should be checked by subsequent pulling on the connector.
96
F45 PHEV, example of structure of the round high-voltage connector
Index Explanation
1 High-voltage cable
2 Actuation points on locking elements
3 Connector housing
4 Locking element
5 Connection 1 for bridge in the connector
6 Connection for shielding
7 High-voltage connection, pin 2
8 Mechanical encoding
9 Connection 2 for bridge in the connector
10 High-voltage connection, pin 1
The bridge in the high-voltage connector serves for electrical safety. The signal of the high-voltage
interlock loop runs over this bridge when the high-voltage cable is connected to the high-voltage
component. For the connection of the high-voltage cable to the electric A/C compressor and
to the electrical heating, the voltage supply runs via the bridge of the electric A/C compressor
or transmission control unit. If one of the circuits is interrupted, this also results in an automatic
interruption to the current flow (returns to zero) in the respective high-voltage cable. As the two
contacts of the bridge opposite the high-voltage contacts advance, this measure constitutes
protection against the formation of an electric arc when removing the high-voltage connector.
5.4.4. Connection for potential compensation lines

The insulation monitoring determines whether the isolation resistance between active high-voltage
components (e.g. high-voltage cables) and ground is above or below a required minimum value. If
the isolation resistance falls below the minimum value, the danger exists that the vehicle parts will be
energised with hazardous voltage. If a person were to touch a second active high-voltage component,
he or she would be at risk of electric shock.
97
There is therefore fully automatic insulation monitoring for the high-voltage system of the F45 PHEV. It
is performed by the battery management electronics at regular intervals while the high-voltage system
is active. Earth serves as the reference potential. Without additional measures only local insulation
faults in the high-voltage battery unit could be determined in this way. However, it is equally important
to identify isolation faults from the high-voltage cables in the vehicle to ground. For this reason all the
electrically conductive housings of high-voltage components are conductively connected to ground.
In this way isolation faults in the entire high-voltage electrical system can be identified from a central
point by the insulation monitoring.
The high-voltage system must not be operated if the potential compensation cables are not properly
connected to the high-voltage components.
If the high-voltage components or body components are renewed in the event of a repair, the following
must be observed during assembly: The connection between the housing and the body must be
properly re-established. The repair instructions must be followed exactly (faultless, neat electrical
connection; four-eyes principle; correct tightening torques and documentation).
5.4.5. Connections for coolant lines

The electrical machine electronics are cooled by the low-temperature coolant circuit. The coolant
connections can be found in the graphic at the beginning of the chapter.
5.4.6. Ventilation opening

A ventilation opening is integrated at the side of the housing to prevent water (resulting from
temperature changes and thus possible condensation of air moisture) collecting inside the electrical
machine electronics. This ventilation opening also enables pressure compensation between the
inside of the housing and the surrounding area. To fulfil these two tasks, the ventilation opening has a
diaphragm that is permeable for gases but impermeable for fluids.
98
F45 PHEV: ventilation opening of the electrical machine electronics
Index Explanation
1 Ventilation opening
5.5. Tasks
The electrical machine electronics is made up internally of four subcomponents:
• Bidirectional DC/AC converter for the electrical machine

• Bidirectional DC/AC converter for the high-voltage starter motor generator
• Unidirectional DC/DC converter
• EME control unit.
The link capacitor is also an element of the power electronics gearshifts. It smooths voltages and
filters high-frequency parts.
The electrical machine electronics performs the following functions using the subcomponents
mentioned:
• Torque restriction of the drive train in the event of faults and unstable driving conditions
• Control of the internal subcomponents by the EME control unit
• Supply of the 12 V electrical system via the DC/DC converter
• Control of the electrical machine (speed, torque) using DC/AC converter
• Control of the high-voltage starter motor generator (speed, torque) using DC/AC converter
• High-voltage power management
• Contacting the electric motor
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• Contact of the high-voltage starter motor generator

• Contacting the high-voltage battery unit
• Charging the high-voltage battery unit when driving (by energy recovery)
• Communication with other control units, in particular DME, SME and DSC
• Cooling the high-voltage components
• Activation of the electric coolant pump for cooling the high-voltage components
• Activating the electrical vacuum pump
• Activating the shutoff valve for the vehicle interior
• Active evaluation of the signal for the high-voltage interlock loop
• Active and passive discharging of the link capacitor to voltages less then 60 V
• Self-test and diagnosis.
5.6. DC/DC converter

The DC/DC converter in the electrical machine electronics of the F45 PHEV is able to adopt the
following operating modes:
• Standby (also in the event of a component fault or short circuit, power electronics off)
• Buck mode (energy flow to the low-voltage side, converter adjusts voltage on low-voltage
side)
• Discharging the high-voltage link capacitor (interlock fault, accident, request from master).
The DC/DC converter is in "Standby" mode when the electrical machine electronics is not in
operation. This is the case when the EME control unit is not supplied with voltage due, for example,
to a terminal status. But also if there is a fault the EME control unit prompts the DC/DC converter to
assume "Standby" mode. In this operating mode there is no energy transfer between the two vehicle
electrical systems and they remain galvanically separated.
Buck mode is the normal operating mode when the high-voltage system is active. The DC/DC
converter transfers electrical energy from the high-voltage electrical system to the 12 V vehicle
electrical system and assumes the function of the alternator in a conventional vehicle. The DC/DC
converter must reduce the varying voltage from the high-voltage electrical system to the voltage in
the low-voltage vehicle electrical system. The voltage in the high-voltage vehicle electrical system
is dependent, for example, on the state of charge of the high-voltage battery unit (approx. 220 V to
approx. 300 V).
The voltage in the low-voltage vehicle electrical system controls the DC/DC converter so that the 12 V
battery is optimally charged and sets a voltage of approx. 14 V depending on the state of charge and
the temperature of the battery. The continuous output power of the DC/DC converter is 2400 W.
100
F45 PHEV, operating principle of the DC/DC converter
Index Explanation
A Voltage of the high-voltage vehicle electrical system, approx. 220 V - 300 V
B Voltage of the low-voltage vehicle electrical system, approx. 14 V
1 Down conversion
2 DC/DC converter in the EME
The technology of the DC/DC converter in the F45 PHEV would also enable the operating mode
"eBOOST mode", like the DC/DC converter in the F04. However, this operating mode is not used in
the F45 PHEV. Charging of the high-voltage battery of the F45 PHEV is thus not possible using energy
from the 12 V vehicle electrical system.
The last operating mode of the DC/DC converter is assumed during (regular or quick) shutdown of the
high-voltage system. For the shutdown of the high-voltage system the system must be discharged to
a safe voltage less than 60 V within five seconds. The DC/DC converter has a discharge circuit for the
link capacitors. First of all, the discharge circuit tries to transmit the energy stored in the link capacitor
to the low-voltage vehicle electrical system. If this does not lead to a sufficiently quick reduction in
the voltage, the discharging is effected via an activated resistor. This way the high-voltage electrical
system is discharged in less than 5 seconds. For safety reasons there is also a so-called passive
101
discharge resistor (switched in parallel). This enables a reliable discharge of the high-voltage electrical
system if the first two measures do not work for discharging due to a fault. The period up until the
discharge to a voltage below 60 V is longer and is maximum 120 s.
F45 PHEV, discharge of the high-voltage link capacitor
Index Explanation
1 Electric motor
2 Connection to the 12 V vehicle electrical system
3 DC/DC converter
4 Electrical machine electronics (entirety)
5 Relay (for active discharging of the capacitors)
6 Bidirectional DC/AC converter
7 EME control unit
8 Relay (for short-circuit of the coils of the electrical machine)
10 SME control unit
11 Electromechanical switch contactor
C Link capacitor
Rpass Passive discharge resistor
Ract Active discharge resistor
102
The temperature of the DC/DC converter is measured using a temperature sensor and monitored
by the EME control unit. If the temperature exceeds the permissible range despite cooling using the
coolant, the EME control unit reduces the power of the DC/DC converter to protect the components.
5.7. Power electronics for activation of the electrical machine

The power electronics for the activation of the electrical machine are mainly made up of the
bidirectional DC/AC converter. It is a pulse converter with a two-pin DC voltage connection and a 3-
phase AC voltage connection. This DC/AC converter can work as an inverter and conduct electrical
energy from the high-voltage battery unit to the electrical machine when it is to work as a motor.
However, the DC/AC converter can also work as a rectifier and transfers electrical energy from the
electrical machine to the high-voltage battery unit. This operating mode occurs during brake energy
regeneration in which the electrical machine works as a generator and produces electrical energy.
F45 PHEV, operating modes of the bidirectional DC/AC converter
103
Index Explanation
A Schematic diagram
B Schematic diagram with components
2 Operating mode as inverter, electrical machine works as an engine
3 Operating mode as rectifier, electrical machine works as an alternator
4 DC/AC converter
5 Current sensors
6 Electric motor
The operating mode of the DC/AC converter is defined by the EME control unit. The EME control
unit also receives the setpoint values (essential input variables) from the DME control unit for which
torque (amount and sign) the electrical machine should supply. From this setpoint value and the
current operating condition of the electrical machine (engine speed and torque) the EME control
unit determines the operating mode of the DC/AC converter, as well as the amplitude and frequency
of the phase voltages for the electrical machine. According to these specifications, the power
semiconductors of the DC/AC converter are activated in sync.
In addition to the DC/AC converter, the power electronics also contains current sensors in all three
phases on the AC voltage side of the DC/AC converter. Using the signals from the current sensors, the
EME control unit monitors the electrical power which is used in the power electronics and electrical
machine and what torque the electrical machine generates. The control loop of the electrical machine
electronics is closed by the signals of the current sensors and the rotor position sensor in the electrical
machine.
The performance data of the electrical machine electronics and the electrical machine are
coordinated. In order to avoid overloading the power electronics, there is also another temperature
sensor at the DC/AC converter. If an excessive temperature of the power semiconductor is identified
using this signal, the EME control unit reduces the power delivered to the electrical machine in order
to protect the power electronics.
5.8. High-voltage power management

The power management for the high-voltage electrical system includes two subfunctions: one for
driving and one for charging mode.
In driving mode, the energy flows from the high-voltage battery unit to the high-voltage consumers
and the energy flows during energy recovery to the high-voltage battery unit are coordinated. The
following steps are performed by the EME and repeated constantly:
1 Query of the power available from the high-voltage battery unit (Signal source: SME)
2 Query of the power which the high-voltage battery unit can use (Signal source: SME)
3 Query of the requested drive or braking power from the electric drive (Signal source: DME)
4 Query of the requested power for climate control (electrical heating, EKK, IHKA)
5 Decision on the distribution of the electrical power and communication to the control units of the
consumers.
104
In charging mode the high-voltage power management has another task: It controls the energy
flow from outside the vehicle via the EME to the high-voltage battery unit and, if required, by the
convenience charging electronics to the electrical heating or to the electric A/C compressor. The
procedure constantly repeated in the EME consists of the following individual steps:
1 Query of the available power from outside (Signal source: KLE)

2 Query of the power which the high-voltage battery unit can use (SME)
3 Query of the power which is required for the climate control (IHKA)
4 Requesting the necessary power from the EME
5 Communication of the available partial powers to the receivers, the high-voltage battery unit
(SME control unit) and heating and air-conditioning system (IHKA control unit).
The externally available power cannot be at a high level; it is restricted by the power network and the
EME. Therefore, the available power must be queried first before it can be distributed. Depending on
its state of charge, for example, the high-voltage battery unit cannot absorb an arbitrary amount of
power, which is why this value must also be queried first. Depending on the temperature of the high-
voltage battery unit or on a heating or an air-conditioning request by the driver, the heating and air-
conditioning system also needs electrical power. This value is the third important input signal for the
high-voltage power management in charging mode. Using this information the externally requested
power is controlled and distributed to the consumers.
5.9. Voltage supply for other high-voltage consumers

The electrical machine electronics supplies voltage not only to the electrical machine. The
convenience charging electronics is directly connected with the electrical machine electronics and
ensures the voltage supply on the high-voltage level for the electric A/C compressor and electrical
heating.
However, no complex control function is realised in the convenience charging electronics for this.
Instead, the electrical machine electronics serves as a simple distributor of the high-voltage direct
current voltage which is provided by the high-voltage battery unit. In order to protect the high-voltage
cable for the two high-voltage consumers against overloading in the event of a short circuit, the
electrical machine electronics contains a high-voltage fuse for the EKK and a high-voltage fuse for the
electrical heating. The high-voltage fuse has a nominal current level of 60 A.
This high-voltage fuse cannot be replaced separately. For this purpose, the entire electrical machine
electronics (EME) always need to be replaced.
5.10. Activating the electrical vacuum pump

The electrical machine electronics (EME) receive the signals of the brake vacuum sensor from
the Digital Motor Electronics (DME) via the CAN bus. The EME only provides the hardware for the
activation of the electrical vacuum pump. The EME control unit also receives values, such as the
driving speed and brake pedal operation, from the Dynamic Stability Control (DSC) control unit.
105
The brake vacuum sensor is mainly known from conventionally driven vehicles with automatic engine
start-stop function. Similar to those vehicles, it is also installed in the F45 PHEV on the brake servo
housing.
The sensor is supplied with voltage from the DME and returns a voltage signal depending on the
vacuum in the brake servo. This analogue sensor signal is converted to the actual brake vacuum by the
DME control unit and made available to the EME via the CAN bus.
The EME control unit evaluates the brake vacuum signal, includes dynamic handling characteristics
(e.g. the driving speed) and the brake pedal actuation and determines whether the electrical vacuum
pump should be switched on. In addition, the function logic takes a hysteresis into account so that the
electrical vacuum pump is not continuously switched on and off. Instead, it remains switched on until a
requested minimum level of the brake vacuum is reached.
The electrical machine electronics contains an output stage (semiconductor relay), with whose help
the voltage supply of the electrical vacuum pump can be switched on and off. Upon request the
output voltage of the DC/DC converter can be shifted through directly to the electrical vacuum pump.
Switch-on currents of up to 30 A can occur in the process. The current level is restricted electronically
to protect the output stage and the line. There is no control of the power or engine speed for the
electrical vacuum pump – it is simply switched on and off.
A malfunction of the electrical vacuum pump is identified using a brake vacuum sensor by means of
the no longer available vacuum. The legally prescribed deceleration (increased brake pedal force) is
available at least. The DSC will realise a type of hydraulic brake-servo assistance, i.e. depending on the
driver pressure a hydraulically reinforced circuit pressure is generated.
Advantage: Lower brake pedal force also in this fault scenario
Disadvantage: Modified brake pedal response.
5.11. High voltage interlock loop

The electronics for controlling and generating the test signal for the high-voltage interlock loop is
integrated in the F45 PHEV in the battery management electronics (SME). Generating the test signal
starts when the high-voltage system is to be started and ends when the high-voltage system has been
shut down.
106
High-voltage interlock loop in the F45 PHEV
107
Index Explanation
Index Explanation
1 Safety battery terminal
5 Power distribution box, front
6 High-voltage safety connector (Service Disconnect)
7 Evaluation circuit of the test signal of the high-voltage interlock loop
8 Battery management electronics (SME)
9 Cell modules
10 Switch contactors
11 Evaluation circuit of the test signal of the high-voltage interlock loop
13 Electric motor
15 Charging socket
A rectangular alternating current signal is generated as the test signal by the battery management
electronics and supplied to the test lead. The test lead has a ring topology (similar to that of the
MOST bus). The signal of the test lead is evaluated at two points in the ring: in the electrical machine
electronics (EME) and finally right at the end of the ring, in the battery management electronics. If the
signal is outside a fixed, defined range, a disconnection of the circuit or a short circuit to vehicle ground
is identified in the test lead and the high-voltage system is switched off immediately. If the high-voltage
interlock loop at the high-voltage safety connector (“Service Disconnect”) is disconnected, then the
switch contactors are opened directly. In addition, all high-voltage components are switched off.
Further information on the high-voltage interlock loop can be found in the product information bulletin
on the F45 PHEV high-voltage battery unit as well as on the principles of hybrid technology.
5.12. Cooling
The electrical machine is cooled by the low-temperature coolant circuit. Further information on the
coolant circuits can be found in the chapter "High-voltage components" in this product information
bulletin.
A branch flange at the coolant inlet of the convenience charging electronics (KLE) divides the coolant
circuit to the electrical machine and, at the coolant outlet, leads back to another branch flange at the
convenience charging electronics.
108
Index Explanation
109
6. HIGH-VOL. STARTER MOTOR GENERATOR.
6.1. Introduction
In the F45 PHEV, the high-voltage starter motor generator replaces the functions of the starter
motor (no additional starter motor in the F45 PHEV) and alternator at the installation location of the
conventional alternator. It is primarily used to start the B38 combustion engine and charge the high-
voltage battery whilst driving if there is no longer sufficient charge to supply power to the 12 V vehicle
electrical system via the DC/DC converter in the electrical machine electronics.
The high-voltage starter motor generator is operated by three-phase AC voltage and also contains
various sensors. The functional and power electronics of the high-voltage starter motor generator are
located in the electrical machine electronics (EME).
In order to accommodate the larger dimensions of the high-voltage starter motor generator at the
installation location of the conventional alternator, modifications were required to the B38 engine, such
as relocating the water pump.
In summary, the high-voltage starter motor generator in the F45 PHEV has the following tasks:
• Starting the combustion engineB38

• Charging the high-voltage battery by raising the load point of the combustion engineB38
• eBOOST function of the B38 combustion engine
• Discharging the high-voltage battery by lowering the load point
• Charging the high-voltage battery through brake energy regeneration
The high-voltage starter motor generator is a high-voltage component!
For warranty reasons and reasons of high-voltage safety, the high-voltage starter motor generator
must not be opened or otherwise dismantled.
110
In the event of a fault, the complete high-voltage starter motor generator is always to be replaced.
As a starter motor the high-voltage starter motor generator is designed to accelerate the combustion
engine in all weather and temperature conditions to a safe starting speed. As a result, it was not
necessary to install a separate starter motor.
Depending on the driving speed, the engine speed and the state of charge of the high-voltage battery,
a 3-phase AC voltage is generated in the high-voltage starter motor generator by raising the load point
of the combustion engine. This is then converted by the EME to a direct current voltage and fed to
the high-voltage battery (via the EME). This type of charging is mainly used in particularly efficient
operating ranges of the combustion engine or if the state of charge reduces considerably when the
vehicle is at a standstill. With a fully charged high-voltage battery only the amount of energy which the
vehicle electrical system consumes is generated.
In "eBOOST" operating mode, the high-voltage starter motor generator can generate additional
torque at any speed, which is added to the torque from the combustion engine, thus contributing
to the acceleration of the F45PHEV. The use of this function is dependent on the respective driving
mode. The eBOOST function generally only lasts a few seconds and is intended to support the
combustion engine in situations in which the exhaust turbocharger cannot yet generate sufficient
charging pressure. A so-called overboost can take place in the case of a very high power requirement
such as a kickdown or when in Sport mode. Here, additional torque is transmitted to the crankshaft
continuously and for as long as the power requirement exists.
In order to lower the fuel consumption of the F45PHEV when a high-voltage battery is fully charged,
the load point is lowered up to a defined state of charge. The torque of the combustion engine which is
now missing is replaced by the high-voltage starter motor generator.
The high-voltage starter motor generator is involved in energy recovery, like the electrical machine
at the rear axle. For this purpose, a negative torque is generated in the high-voltage starter motor
generator, which also brakes the combustion engine in overrun phases. In contrast to the electrical
machine at the rear axle, lower power outputs are generated here.
The power of the high-voltage starter motor generator – both in alternator and motorised mode – is
not solely dependent on conditions within the high-voltage starter motor generator. Other systems
such as the high-voltage battery or the electrical machine electronics can also lead to a reduction in
the power of the high-voltage starter motor generator as a result of excess temperatures.
At very low temperatures and a low state of charge, the current at the high-voltage battery can be
adjusted to protect the high-voltage battery. A switch is made from a setpoint torque setting to a
setpoint current setting in order to charge the high-voltage battery.
In the event of electrical faults in the high-voltage battery, the high-voltage vehicle electrical system
can be maintained via the electrical machine electronics and the high-voltage starter motor generator,
after the high-voltage battery has opened its switch contactors. Here a switch is made from a setpoint
torque setting to a setpoint voltage setting.
In the event of severe electrical faults, the high-voltage starter motor generator is put into a safe
condition by an active short circuit of the stator coils. In this condition no high voltage is fed to the
high-voltage electrical system. However, the high-voltage starter motor generator generates a certain
torque resistance, which lowers at increasing speed. When the high-voltage starter motor generator
is at 2,500 rpm – this corresponds to an engine speed of approx. 970 rpm – the negative torque is
roughly 4 Nm.
111
6.2. Technical data

The performance data of the high-voltage starter motor generator are summarised in the following
table:
Variable Unit Value

Supplier - Delphi
Max. supply voltage [V] 390
Peak power (for max. 30 seconds) [kW] 15
Continuous output [kW] 8
Speed (max.) [rpm] 18000
Torque (max.) as motor (max. 1 [Nm] 60
second)
Weight [Kg] 10,22
The data of the high-voltage starter motor generator in the table relate to the maximum possible
values. In normal operation the high-voltage starter motor generator generates continuous power of up
to 8 kW and mostly works in a speed range between 2,300 and 10,000 rpm.

The high-voltage starter motor generator is installed at the front of the engine compartment of the F45
PHEV in place of the conventional alternator.
F45PHEV Installation location of the high-voltage starter motor generator
112
6.4. Design
The high-voltage starter motor generator in the F45PHEV is a synchronous machine. The general
structure and operating principle correspond to those of a permanently excited synchronous machine
with an internal rotor. The rotor is located inside and is equipped with permanent magnets. The stator
is ring-shaped and located outside around the rotor. It is shaped with iron cores through the 3-phase
coils.
If a 3-phase AC voltage is applied to the stator coils, it generates a rotating magnetic field, which
"pulls" the magnets in the rotor. In this case, the high-voltage starter motor generator functions as a
motor and supports the combustion engine by providing additional torque (eBOOST function).
In charging mode the rotating rotor generates a modifying magnetic field, thus producing AC voltage in
the stator coils.
Connections of the high-voltage starter motor generator
Index Explanation
1 Connection for coolant line
3 Low-voltage connection (signal lines)
4 Belt pulley
113
Connections of the high-voltage starter motor generator
Index Explanation
2 Cover
6.4.1. Sensors
The sensors of the high-voltage starter motor generator are read and evaluated by the EME.
Temperature sensor
In order to avoid damage to the components due to excess temperature, there is a temperature sensor
in the high-voltage starter motor generator. The temperature sensor is a temperature-dependent
resistor of negative temperature coefficient type and is located at the stator coils. The temperature of
the rotor is not measured directly, but can be determined from the measured values of the temperature
sensors in the stator. The signal is similarly read and evaluated by the EME.
In the event of a fault, there are 2 scenarios that have the following impact on the behaviour of the
high-voltage starter motor generator:
• If the temperature sensor supplies an implausible value, the power of the high-voltage
starter motor generator is reduced to 8 kW. The aim of this is to prevent a further increase
in temperature. A Check Control message also appears with a note regarding the power
reduction.
• If there is a further increase in temperature or if the sensor signal fails, the high-voltage starter
motor generator is put into a safe condition (active short circuit) and the vehicle goes into
emergency operation. The Check Control message that it is no longer possible to start the
combustion engine also appears.
114
The temperature sensor cannot be replaced individually in Service.
Rotor position sensor
To ensure that the voltages for the coils in the stator can be correctly calculated and generated by the
EME in terms of amplitude and phasing, the precise angle setting of the rotor must be known. For this
reason, there is a rotor position sensor in the high-voltage starter motor generator.
The rotor position sensor is secured at the stator of the high-voltage starter motor generator and
works according to the tilt sensor principle. There are three coils in the rotor position sensor. A defined
AC voltage is fed to one of the coils. The other two coils are each moved 90°. The voltages induced
in these coils provide information about the angle setting of the rotor. The rotor position sensor
is mounted by the manufacturer of the high-voltage starter motor generator at the corresponding
alignment so that it is always already correctly adjusted.
If the sensor signal fails whilst the engine is running, the high-voltage starter motor generator switches
to emergency operation. This allows the vehicle to be driven to the nearest BMW Service outlet. In
this emergency operation, once the combustion engine is stopped it is not possible to start the engine
again.
If the sensor signal fails whilst the engine is at a standstill, the high-voltage starter motor generator
switches to safe condition (active short circuit). It is no longer possible to start the combustion engine.
If this situation occurs, the vehicle can only be driven via the electrical machine at the rear axle.
In both cases, a corresponding Check Control message appears in the instrument cluster.
The rotor position sensor cannot be replaced individually in Service.
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6.5. External interfaces and drive
6.5.1. Mechanical interfaces
F45 Mounting and belt drive of the high-voltage starter motor generator
Index Explanation
1 Coolant pump belt pulley
2 Drive belt
5 Belt pulley, crankshaft
The high-voltage starter motor generator is secured in the B38 combustion engine axially parallel
to the crankshaft and is integrated in the belt drive of the ancillary components. The mounting of
the high-voltage starter motor generator at the combustion engine is effected using 2 screws at the
component carrier. In order to guarantee the correct belt tension both in motorised and generator
mode, an automatic pendulum belt tensioner is used. This is secured directly at the high-voltage
starter motor generator.
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The belt of the high-voltage starter motor generator has a higher voltage than is the case for
conventional belt drives. It is therefore important to exercise extreme caution when working at the belt
drive.
To replace the belt a disconnection tool is required. Refer to the repair instructions for the exact
procedure.
Further information on the pendulum belt tensioner can be found in the drive components chapter of
this product information bulletin.
6.5.2. High-voltage connection
High-voltage connection at high-voltage starter motor generator
Index Explanation
1 Connection for coolant line
2 High-voltage connection at high-voltage starter motor generator
4 Belt pulley
The high-voltage connection is designed as a 3-phase AC voltage connection. The relevant high-
voltage connector is screwed to the connection using two screws and protected against polarity
reversal.
The high-voltage connector at the high-voltage starter motor generator is not part of the circuit of
the high-voltage interlock loop. This means that the high-voltage starter motor generator can also
generate high voltage when the high-voltage connector is pulled off.
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Operating the high-voltage starter motor generator when the high-voltage connector is pulled off must
be avoided as the high-voltage starter motor generator can also generate dangerous high voltage in
this case.
6.6. Cooling
The high-voltage starter motor generator is designed for a large temperature range. In order to
protect the high-voltage starter motor generator against high temperatures, it is integrated in the low-
temperature cooling circuit. In unfavourable conditions, the housing can reach a maximum temperature
of approx. 105°C.
In parallel, the high-voltage starter motor generator is integrated in the low-temperature coolant circuit
of the high-voltage components, as can be seen in the following graphic. As a result of the additional
thermal loads in the vicinity of the combustion engine, it therefore has a smaller low-temperature
coolant circuit that is not influenced by heat absorption.
The high-voltage starter motor generator is cooled by the low-temperature coolant circuit.
Further information on the coolant circuits can be found in the chapter "Overview of high-voltage
components" in this product information bulletin.
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Index Explanation
Danger of injury:
The housing of the high-voltage starter motor generator can reach temperatures of up to 105°C during
operation. A sufficient length of time must be allowed for it to cool down.
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7. CONVENIENCE CHARGING MODULE.
7.1. Introduction
The convenience charging electronics KLE enables communication between the vehicle and charging
station. The voltage supply of the KLE control unit is realised by terminal 30F. When the charging
cable is connected, the convenience charging electronics can also wake up part of the control units
in the vehicle electrical system that are required to charge the high-voltage battery. The convenience
charging electronics convert the AC charging voltage into a direct current voltage with 95% efficiency
and forward this to the EME, which can then charge the high-voltage battery unit. By means of the
efficiency (which is also dependent on the temperature), at a maximum supplied charging power of
3.7 kW AC, e.g. from a Wallbox, a charging power of 3.5 kW DC can be fed to the high-voltage battery.
The convenience charging electronics also function as a high-voltage distributor for the electrical
heating and electric A/C compressor. The convenience charging electronics in the F45 PHEV with
modified software are a common part with respect to the component installed in the F15 PHEV.
The convenience charging electronics weigh 5.5 kg.
The convenience charging electronics is a high-voltage component!
For reasons of high-voltage safety, the convenience charging electronics must not be opened or
otherwise dismantled.
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7.2. Connections
Connections of the convenience charging electronics
Index Explanation
1 High-voltage connection for the electrical machine electronics
2 High-voltage connection for the electric A/C compressor
3 High-voltage connection for the electrical heating
4 Coolant connection (return)
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Index Explanation
1 Low-voltage connection/signal connection
3 Coolant connection (feed)
4 Connection for the charging connector socket
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F45 PHEV: input/output for convenience charging electronics
Index Explanation
1 Electric Vehicle Supply Equipment (EVSE)
2 Information whether the AC voltage network is available and the charging cable
is correctly connected, as well as the maximum available current level
4 Requested charging power, charging voltage and charging current level
(setpoint values)
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Index Explanation
6 Terminal status, driving readiness switched off
7 Dynamic Stability Control DSC
8 Vehicle speed
10 Status of parking lock
12 Charging socket at the vehicle
13 Status of the charging socket cover and the charging plug
15 Actual value of the set charging power, charging voltage and charging current
level, charging release
17 Information whether the charging cable is connected and the charging
procedure is active
18 Charging socket
19 Activation of the LED for locator lighting and charging status display, activation
of the charging plug lock
20 Instrument panel
21 Signals for the display of charging information
7.3. Tasks
The main tasks of the convenience charging electronics are:
• Communication with EVSE via pilot line and line for charging plug detection
• Activation of the LEDs for displaying the charging status
• Detection of the status of the charging socket cover
• Activation of the motor for locking the charging plug
• Supplying the electrical heating with high voltage.
• Supplying the electric A/C compressor with high voltage
• Converting the AC voltage into direct current voltage (AC/DC converter)
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7.4. Power electronics in the convenience charging electronics

The power electronics for the conversion of the AC voltage from the charging socket to direct current
voltage required for charging the high-voltage battery unit is housed in the convenience charging
electronics. The AC voltage is fed to the convenience charging electronics as a single-phase supply.
The input voltage, which can be processed by the convenience charging electronics, may be in the
following range: 100 V to 240 V, 50 Hz or 60 Hz.
At the output, which is separated galvanically from the input, the convenience charging electronics
supplies an electronically adjustable direct current voltage or an electronically adjustable direct current
flows. The specifications for the output voltage and the output current come from the function "High-
voltage power management" in the EME control unit. The values are calculated and adjusted by the
EME so that the high-voltage battery unit is optimally charged and the other consumers in the F45
PHEV are supplied with sufficient electrical energy.
The power electronics module is a unidirectional AC/DC converter, i.e. a rectifier.
The convenience charging electronics are designed such that they can provide a maximum electrical
power of 3.5 kW on the output side.
7.5. Cooling
The convenience charging electronics are cooled by the low-temperature coolant circuit. Further
information on the coolant circuits can be found in the chapter "High-voltage components" in this
product information bulletin.
A branch flange at the coolant inlet of the convenience charging electronics (KLE) divides the coolant
circuit to the electrical machine and, at the coolant outlet, leads back to another branch flange at the
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Index Explanation
126
8. HIGH-VOLTAGE BATTERY UNIT.
8.1. Introduction
The high-voltage battery unit consists of 5 modules arranged in two layers. Each module consists of
16 lithium-ion cells with a voltage of 3.66 V and a capacity of 26 Ah, amongst others. A total voltage of
293 V is thus provided. Each individual module has a nominal voltage of 58.6 V and therefore lies just
below the hazardous contact voltage level of 60 V direct current voltage. However, the nominal voltage
specification does not mean that the voltage can vary for different states of charge.
The amount of energy that can be stored is 7.7 kWh, whereby only 70% is used and 5.4 kWh is thus
available.
The high-voltage battery unit in the F45 PHEV is a Generation 3.0 model, like the one installed in
the F15 PHEV. Provided that staff have the appropriate qualifications and training, Generation 3.0
high-voltage batteries can also be dismantled in Service; individual components such as the battery
management electronics, cell supervision circuit or cell modules can be exchanged.
F45 PHEV: structure of the high-voltage battery unit
The high-voltage battery unit is a high-voltage component!
127
8. HIGH-VOLTAGE BATTERY UNIT.
Further information on the high-voltage battery unit can be found in the product information bulletin on
the F45 PHEV high-voltage battery unit.
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9. CHARGING THE HV BATTERY UNIT.
9.1. General information on charging
9.1.1. Introduction
The "charging" procedure for an electric vehicle corresponds to "refuelling" a conventionally driven
vehicle. Accordingly, in this chapter "charging" means:
• Charging the high-voltage battery unit in the vehicle

• while at standstill (not through brake energy regeneration)
• by supply of electrical energy
• which is provided by an AC voltage network outside the vehicle
• and is fed to the vehicle via a charging cable.
As a charging cable is used, one also refers to conductive (grid-bound) charging.
Components inside and outside the vehicle are required for charging. In the vehicle a charging socket
and power electronics are required for the voltage conversion. Outside the vehicle a device which
performs the protection and control functions is needed, in addition to the AC voltage network and a
charging cable. This device is called "Electric Vehicle Supply Equipment (EVSE)" in the standards and
in development.
The Electric Vehicle Supply Equipment (EVSE) can either be integrated in the charging cable or be an
element of a fixed public charging station or a domestic Wallbox. The EVSE establishes the connection
to the AC voltage network and serves for the fulfilment of requirements for electrical safety when
charging the vehicle. Communication to the vehicle can also be set up via the so-called pilot line. As a
result, it is possible to safely start the charging procedure and exchange the charging parameters (e.g.
maximum current level) between vehicle and EVSE. Details on the possible versions, structure and
functioning of the EVSE are described in one of the following chapters.
The voltage of the AC voltage network can be in the range of 100 V to 240 V. It is fed to the vehicle
via a single-phase supply. From the AC voltage network side, in theory a maximum charging power of
Pmax = Umax x Imax = 230 V x 16 A = 3.7 kW is possible.
For the employees in BMW Service the following important safety rules must be observed in relation to
charging:
Refuelling the vehicle while the high-voltage battery unit is charging is not permitted!
When the charging cable is inserted do not initiate a refuelling procedure and keep a safe distance
from highly flammable materials. Otherwise, in the event of incorrect connection or removal of the
charging cable there is a risk of personal injury or material damage, for example by burning fuel.
No work of any kind may be performed on the high-voltage system while the F45 PHEV is connected
to the AC voltage network for charging.
129
During the charging procedure the electric coolant pumps and the electric fan can be switched on
automatically for cooling the electrical machine electronics. This is why no work can be performed at
the cooling system of the electrical machine electronics and high-voltage battery unit, as well as at the
electric fan, when a charging cable is connected to the F45 PHEV.
Work at the charging cable, at the Electric Vehicle Supply Equipment, at household sockets
or charging stations can only be performed by qualified electricians, and not by BMW Service
employees.
9.1.2. Overview of charging options

The high-voltage battery unit of the F45 PHEV can generally only be charged by alternating current
(AC charging) at a maximum charging power of 3.7 kW. The charging option for the high-voltage
battery unit in the F45 PHEV is generally determined by the country-specific charging infrastructure.
The following table provides an overview of the worldwide charging options. The charging powers
and the resulting charging times always relate to the mains power and not the charging power used
to charge the high-voltage battery unit. The charging power is always less than the available mains
power.
Charging with direct current (DC charging) is not supported by the F45 PHEV.
Country Charging Charging time Connector Charging

power (type) accessories
ECE 1-phase, 3.7 kW ~ 3.00 h (2.7 kW) Type 2 Charging cable
AC ~ 2.00 h (3.7 kW) IEC62196-2 2.7 kW
AC charging
station 3.7 kW
US 1-phase, 3.7 kW ~ 6.00 h (1.3 kW) Type 1 Charging cable
AC ~ 2.00 h (3.7 kW) IEC62196-2 1.3 kW
AC charging
station 3.7 kW
Japan 1-phase, 3.7 kW ~ 6.00 h (1.3 kW) Type 1 Charging cable
AC ~ 2.00 h (3.7 kW) IEC62196-2 1.3 kW
AC charging
station 3.7 kW
9.1.3. Electric Vehicle Supply Equipment

The EVSE establishes the connection to the AC voltage network and serves for the fulfilment of
requirements for electrical safety when charging the vehicle. Communication to the vehicle can also be
set up via the so-called pilot line. As a result, it is possible to safely start the charging procedure and
share the charging parameters (e.g. maximum current level) with the vehicle. The EVSE can either be
integrated in the charging cable (mobile solution) or be an element of a fixed public charging station or
a domestic Wallbox.
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In both cases the EVSE contains the following subcomponents:
• Earth leakage circuit breaker (FI)

• Display whether the AC voltage network is connected and available
• Disconnecting switch for phase (L1) and neutral conductor (N)
• Electronic switching for generating the pilot signal
• Continuous protective earth (PE).
Mobile solution
The version integrated in the charging cable is designated in the standard as ICCPD (In-Cable Control
and Protection Device) or “In-Cable-Box” for short and is intended for mobile use. The volume and
weight of this solution is low and the charging and EVSE can be easily transported in the vehicle.
F45 PHEV, EVSE for mobile use
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Index Explanation
1 BMW mobile EVSE
2 (yellow) Display for the availability of the voltage supply
3 (green) Display for charging
4 (yellow) Display for ground present
5 (red) Display for fault during charging
As a typical household power socket is used for the connection of this EVSE to the AC voltage
network, the maximum current level is restricted for charging.
Please consult the operating instructions of the respective manufacturer for the operation and use of a
charging cable with an integrated EVSE.
Employees in BMW Service cannot perform any maintenance or repair work on the charging cable
or the EVSE. In the event of a defect with or a malfunction of the charging cable or the EVSE, the
manufacturer must be contacted.
Permanent charging station
This version of the Electric Vehicle Supply Equipment must be installed permanently owing to its size
and electrical requirements, e.g. at the house or in the customer's garage. Such a charging station can
also be built at public places, e.g. car parks.
The installation, maintenance and repair of permanent charging stations can only be performed by
suitably qualified electricians. Employees in BMW Service are not authorised to perform these tasks.
AC charging stations
The connection of the AC charging stations to the AC voltage network can be effected via a single-
phase (worldwide), two-phase (USA) or three-phase (typical in Germany) supply – the connection to
the vehicle being charged is, however, always designed as a single-phase supply. In comparison to the
mobile solution, a maximum current level of 32 A or a maximum charging power of 7.4 kW is possible.
These maximum values are, however, still dependent on the size of the line cross-section, which was
used in the electrical installation at the erection site. The electrician configures the charging station
during installation according to the line cross-section so that the respective maximum current level is
transferred to the vehicle using the pilot signal.
The convenience charging electronics of the F45 PHEV generally only support charging at a maximum
power of 3.7 kW. Charging at an excessive current level is avoided through communication via the pilot
line and the proximity (charging plug detection) resistor.
The following graphics show an AC charging station from the manufacturer Mennekes, as well as the
appropriate connector at the charging cable.
132
F45 PHEV, example of a permanently installed charging station (wallbox) from Mennekes
Index Explanation
1 Circuit breaker (overcurrent fuse) and earth leakage circuit breaker (FI)
2 Button for interrupting and continuing the charging procedure
3 Lid and bush for the connection of the charging cable to the charging station
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F45 PHEV, connector of the charging cable for the connection to the vehicle (standardised i.a.w. IEC 62196-2: Type 2)
Index Explanation
1 Mechanical guide/connector housing
2 Handle/Connector housing
3 Charging cable
4 Connection for phase L1
5 Connection for phase L3 (not used in the F45 PHEV)
6 Connection for PE conductor
7 Connection for phase L2 (not used in the F45 PHEV)
8 Connection for neutral conductor
9 Connection for proximity line
10 Connection for pilot line
AC charging stations from other manufacturers or the versions for other countries may differ from the
versions shown here.
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9.2. Charging with AC voltage

Although the high-voltage battery unit of the F45 PHEV can also be partially charged by energy
recovery via the electrical machine, the "normal" charging procedure takes place when the F45 PHEV
is connected to the AC voltage network of the local power supply company. Energy is taken from the
AC voltage network and fed to the direct current voltage high-voltage electrical system of the F45
PHEV.
The F45 PHEV can be connected to an AC charging station or charged via the "In-cable box".
The advantage of this charging option is that for charging the high-voltage battery unit the charging
cable can be connected at any typical household power socket with protective contact.
The charging procedure is never carried out with the maximum possible charge current. At the start,
charging takes place with constant current. Switchover to constant voltage takes place towards
the end. The actual charging time is increased as a result, and the service life of the battery cells is
extended.
If the F45 PHEV is connected to an AC charging station, the maximum possible charging power of
approx. 3.7 kW can also be provided. The AC charging station must be designed for this purpose.
135
F45 PHEV, system wiring diagram for AC charging with 3.7 kW
136
Index Explanation
9.2.2. Charging cable
Charging cable with integrated mobile version of the Electric Vehicle Supply Equipment (Charging mode 2 i.a.w. IEC 61851)
Index Explanation
1 Connector for the connection at the vehicle
2 Electric Vehicle Supply Equipment (integrated, also called "In-Cable box")
3 Connector for connection at typical household power socket
The charging cable is used to join the following components:
137
• Specific national-market connection for typical household power socket with protective
contact
• Plug connection between specific national-market connector and "In-Cable box"
• "In-Cable box" (EVSE)
• Plug connection between "In-Cable box" and connector for vehicle connection
• Connector for vehicle connection.
The charging cable is the electrical connection between the AC voltage network and the direct current
voltage high-voltage electrical system of the vehicle. The connection at the AC voltage network is
effected at a typical household power socket with protective contact, which includes no EVSE. In this
case the switching and functions of the EVSE are integrated in the charging cable. This is called an
"In-Cable box". This charging cable for the F45 PHEV is always designed for single-phase supply, in
line with the charging socket at the vehicle (phase L1 and neutral conductor N) and always includes
the protective earth PE, as well as the pilot line and line for charging plug detection. The connector is
designed so that the connection is first made with the protective contact. The ground is earthed via
the protective earth.
The charging cable can be stored in the charging cable area in the luggage compartment.
Please consult the operating instructions of the respective manufacturer for the operation and use of a
charging cable with an integrated EVSE.
Employees in BMW Service cannot perform any maintenance or repair work on the charging cable
or the EVSE. In the event of a defect with or a malfunction of the charging cable or the EVSE, the
manufacturer must be contacted.
F45 PHEV, menu for the setting of the current level
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Index Explanation
1 Charge current "Low", approx. 50 % of possible current level (information via
the line for charging plug detection), but at least 6 A
2 Charge current "Reduced", 75 % of possible current level (information via the
line for charging plug detection), however, minimum 6 A
3 Charge current "Maximum", 100 % of possible current level (information via
the line for charging plug detection)
The maximum current level when charging using the standard charging cable at the socket can be
restricted via the "Settings" menu in the vehicle. If the maximum permitted current level at the power
socket is insufficient or unknown, it is recommended to adjust the current level to "Reduced" or
"Low".
If the current level set by the customer has been changed during a workshop visit, it is imperative to
ensure that it is reset again before handing over the vehicle to the customer. Otherwise, there is a risk
that the private household voltage supply of the customer becomes overloaded and the customer
misinterprets an activation of the fuses as a fault in the vehicle.
The maximum charge current must always be reset to the customer's settings before handover of the
vehicle.
9.2.3. What must be observed when charging the high-voltage battery unit?
It is not permitted to simultaneously charge the high-voltage battery unit and fill the fuel tank!
When the charging cable is connected, do not fill the fuel tank and keep a safe distance from highly
flammable materials. Otherwise, in the event of an improper connection or if the charging cable is
pulled out, there is a risk of personal injury or material damage, for example by burning fuel.
Charging the high-voltage battery unit using a typical household power socket results in a high
continuous load on the power socket, which does not occur with other household appliances.
Therefore, the following information must be observed:
• Do not use an adapter or extension cable.

• First of all, connect the EVSE to the household socket, then to the charging socket at the
vehicle.
• After charging plug out the charging plug at the vehicle and then at the wall.
• Avoid tripping hazards and mechanical loads for charging cables and power sockets.
• Do not insert the charging plug in damaged sockets.
• Do not use damaged charging cables.
139
• The charging plug and charging cable may become warm when charging the high-voltage
battery unit. If they become too hot, the power socket is not suitable for charging or the
charging cable is damaged. Stop charging immediately and have the power socket and
charging cable checked by an electrician.
• In the event of repeated charging faults or terminations contact a suitably qualified Service
employee.
• Only use sockets protected against moisture and weathering.
• Do not touch contact areas of connectors with fingers or objects.
• Never repair or modify a charging cable yourself.
• Remove cable on both sides before cleaning. Do not immerse in fluids.
• Do not go through a car wash during charging.
• Only charge at power sockets checked by an electrician.
• Observe special information in the operating instructions for charging at unknown or unfamiliar
infrastructure/power sockets. Set the charging current in the vehicle to "Low".
9.2.4. Charging socket at the vehicle

The charging socket at the F45 PHEV is located on the left side of the front side panel. The charging
socket cover is locked and unlocked using an electric motor. This electric motor drive is controlled
by the convenience charging electronics. The charging socket cover can be opened only in selector
lever position P and with unlocked vehicle central locking system. It can be opened after unlocking by
pressing on the charging socket cover. The charging socket cover and the connector assignment are
shown in the following graphic.
F45 PHEV, charging socket at the vehicle
140
Index Explanation
1 Connection for proximity line
2 Connection for protective earth
3 Connection for pilot line
4 Connection for neutral conductor N
5 Locator lighting / status lighting
6 Connections not assigned
7 Connection for phase L1
8 Charging socket cover
The high-voltage cables of the charging socket are connected to the convenience charging
electronics. Phase L1 and neutral conductor N are designed as shielded high-voltage cables and
are terminated with a round high-voltage connector at the alternating current connection of the
convenience charging electronics. The pilot line and the line for the charging plug detection (proximity
line) are realised as simple signal lines. These signal lines are also shielded and are terminated
via a plug adapter at a connector in the convenience charging electronics. The protective earth is
connected electrically to ground in close proximity to the charging socket. This way the ground is
earthed.
On the European version (Type 2 connector), the charging plug is always automatically locked before
the charging procedure. On the US/China version, (Type 1/CN connector), the connector is locked as
long as the vehicle is locked.
A ring-shaped fibre-optic conductor runs around the charging socket at the vehicle, which is used to
show the charging status. The fibre-optic conductor is illuminated by an RGB LED, which is controlled
by the convenience charging electronics.
The charging socket at the vehicle can only be replaced together with the high-voltage cable as one
unit.
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9.2.5. Convenience charging electronics
Index Explanation
1 High-voltage connection for the electrical machine electronics
2 High-voltage connection for the electric A/C compressor
3 High-voltage connection for the electrical heating
4 Coolant connection (return)
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Index Explanation
1 Low-voltage connection/signal connection
3 Coolant connection (feed)
4 Connection for the charging connector socket
The convenience charging electronics is a high-voltage component!
For reasons of high-voltage safety, the convenience charging electronics must not be opened or
otherwise dismantled.
The convenience charging electronics KLE enables communication between the vehicle and charging
station. The voltage supply of the KLE control unit is realised by terminal 30F. When the charging
cable is connected, the convenience charging electronics can also wake up part of the control units
in the vehicle electrical system that are required to charge the high-voltage battery. The convenience
charging electronics convert the AC charging voltage into a direct current voltage with 95% efficiency
and forward this to the EME, which can then charge the high-voltage battery unit. By means of the
efficiency (which is also dependent on the temperature), at a maximum supplied charging power of
3.7 kW AC, e.g. from a Wallbox, a charging power of 3.5 kW DC can be fed to the high-voltage battery.
The convenience charging electronics also function as a high-voltage distributor for the electrical
heating and electric A/C compressor. The convenience charging electronics in the F45 PHEV with
modified software are a common part with respect to the component installed in the F15 PHEV. The
convenience charging electronics weigh 5.5 kg.
The main tasks of the convenience charging electronics are:
• Communication with EVSE via pilot line and line for charging plug detection
• Activation of the LEDs for displaying the charging status
• Detection of the status of the charging socket cover
143
• Activation of the motor for locking the charging plug

• Supplying the electrical heating with high voltage
• Supplying the electric A/C compressor with high voltage
• Converting the AC voltage into direct current voltage (AC/DC converter).
F45 PHEV: input/output for convenience charging electronics
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Index Explanation
1 Electric Vehicle Supply Equipment (EVSE)
2 Information whether the AC voltage network is available and the charging cable
is correctly connected, as well as the maximum available current level
4 Requested charging power, charging voltage and charging current level
(setpoint values)
6 Terminal status, driving readiness switched off
8 Vehicle speed
10 Status of parking lock
13 Status of the charging socket cover and the charging plug
15 Actual value of the set charging power, charging voltage and charging current
level, charging release
17 Information whether the charging cable is connected and the charging
procedure is active
18 Charging socket
19 Activation of the LED for locator lighting and charging status display, activation
of the charging plug lock
20 Instrument panel
21 Signals for the display of charging information
Communication with EVSE via pilot line and line for charging plug detection
The pilot line and the line for the charging plug detection are realised as simple signal lines. These
signal lines are shielded and are terminated at a connector in the convenience charging electronics.
Via the line for the charging plug detection the connection of the charging plug in the charging
socket at the vehicle is identified, and the maximum current carrying capacity of the charging cable
is determined. An ohmic resistor is connected in the connector of the charging cable between
the proximity connection and the PE conductor. The convenience charging electronics applies a
measurement voltage and calculates the resistance value in the line for the charging plug detection.
The resistance value specifies which maximum current level is allowed for the charging cable used
(dependent on the line cross-section). The assignment of resistance – current level is specified in the
standard IEC 61851 - 1. ed. 3.
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The pilot line is required for the determination and transmission of the maximum available charging
current level. The pilot signal is a bipolar rectangle signal (-12 V to +12 V). The voltage and the duty
cycle are used for the communication of different statuses between EVSE and F45 PHEV:
• Electric vehicle is ready to charge (Yes/No)

• Fault present (Yes/No)
• Maximum charge current which can be provided by the AC voltage network
• Charging complete.
Coordinating the charging procedure
Coordination for starting and ending the charging procedure is performed by the high-voltage power
management in the EME.
There are two actions required by the customer at the start of the charging procedure:
1 Set the start time for charging.

2 Connect the charging cable.
F45 PHEV, menu for the setting of the start of charging
Using the controller and the menu in the central information display (CID) the customer can set
and adjust the start time for charging in the vehicle. The customer can select to start the charging
procedure immediately after connecting the charging cable or specify a time at which the charging
procedure should start.
When the customer connects the charging cable connected to the AC voltage network, the
convenience charging electronics wakes up the control units in the vehicle electrical system (if they
have not already been woken up by another event). The convenience charging electronics uses
the wake-up line wired directly to the BDC control unit for this purpose. The convenience charging
electronics then checks the functional prerequisites for charging and receives information about the
conditions relevant for safety via the powertrain CAN. These checks are summarised in the following
list:
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• Driving readiness off AND

• Parking lock engaged AND
• Charging cable connected (proximity) AND
• Communication with EVSE OK (pilot) AND
• High-voltage system active and trouble-free.
When all prerequisites for charging are satisfied, the high-voltage power management in the EME
requests a charging power from the convenience charging electronics and starts the charging
procedure. The EME control unit sends not only setpoint values for the charging power, but also
specifies limit values for the maximum charging voltage and the maximum charge current. These
values are based on the current condition (e.g. state of charge and temperature) of the high-voltage
battery unit and on the power requirement of the rest of the vehicle electrical system (e.g. for
climate control). The EME control unit cleverly implements these setpoint values, i.e. it takes into
consideration not only the setpoint values, but other marginal conditions. These include the actual
status of the electrical machine electronics (fault, temperature), as well as the current level restricted
by the AC voltage network and the charging cable.
The voltage is applied to phase L1 only after communication between the vehicle (KLE) and EVSE
via the pilot line has been successfully started. This also gives further protection for customers and
Service employees against the dangers of electricity.
Activation of the LEDs for displaying the charging status
A ring-shaped fibre-optic conductor runs around the charging socket at the vehicle and is used
to display the charging status. This fibre-optic conductor is also used as locator lighting for the
charging socket. The fibre-optic conductor is illuminated by an RGB LED, which is controlled by the
Locator lighting:
The locator lighting of the charging socket is used as
an orientation aid by the driver for the connection and
disconnection of the charging plug.
The RGB LEDs light up in white as soon as the charging
socket cover has been opened. The locator lighting
remains switched on as long as the bus systems are
active. As soon as a charging plug has been identified as
correctly connected, the locator lighting is switched off
and the initialisation status is displayed.
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Initialisation:
Initialisation starts approx. 0 to 3 seconds after the
charging plug has been correctly connected. The
initialisation phase takes up to 10 seconds
The RGB LEDs flash orange during this time at a
frequency of 1 Hz.
After successful initialisation, charging of the high-voltage
battery unit can be started.
Charging active:
The currently active charging procedure of the high-
voltage battery unit is indicated by blue flashing of the
RGB LEDs. The flashing frequency is approx. 0.7 Hz.
Charging interval:
Charging interval or charging readiness present when the
initialisation phase was completed successfully and the
charging start is sometime in the future (e.g.: charging at
a less expensive time). In this case, the RGB LEDs light up
permanently in blue.
Charging complete:
The state of charge of the high-voltage battery unit "fully
charged" is indicated by illumination of the RGB LEDs in
green.
Fault during charging:

If faults occur during the charging procedure, then this
status is displayed by the RGB LEDs flashing in red. The
RGB LEDs flash three times for 12 seconds long at a
frequency of approx. 0.5 Hz and with an interval of approx.
0.8 seconds between the groups of three.
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The RGB LEDs for these displays are activated for 12 seconds after the charging plug is connected or
after unlocking/locking the vehicle. If during this time the vehicle is unlocked/locked again, the display
lasts for another 12 seconds.
Opening the charging socket cover
The charging socket cover is locked by the central locking. After the unlocking, the charging socket
cover must be pressed. An ejector is operated which pops up the charging socket cover.
A sensor is also installed in the cover of the charging socket (hall-effect sensor). The status of the hall-
effect sensor provides information on the status of the charging socket cover (open/closed).
Locking the charging plug
On the European version (Type 2 connector), the charging plug is always automatically locked before
the charging procedure. On the US/China version, (Type 1/CN connector), the connector is locked as
long as the vehicle is locked. The electrical lock of the charging plug prevents the charging plug being
disconnected when the vehicle is locked.
In the event of an electrical fault, e.g. malfunction of the locking motor, the charging plug can be
unlocked manually. The cable for emergency release is located in the engine compartment at the front
left wheel arch.
The charging plug is unlocked by pulling on this button.
F45 PHEV: emergency release for the charging plug
Index Explanation
1 Button (blue) with cable (green) for charging plug emergency release
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9.2.6. Power electronics in the convenience charging electronics

The power electronics for converting the AC voltage from the charging socket into the direct current
voltage required to charge the high-voltage battery unit are housed in the convenience charging
electronics. The AC voltage is fed to the convenience charging electronics as a single-phase supply.
The input voltage, which can be processed by the convenience charging electronics, may be in the
following range: 100 V to 240 V, 50 Hz or 60 Hz.
The power electronics module is a unidirectional AC/DC converter, i.e. a rectifier.
At the output, which is separated galvanically from the input, the convenience charging electronics
supplies an electronically adjustable direct current voltage or an electronically adjustable direct current
flows. The specifications for the output voltage and the output current come from the function "High-
voltage power management" in the EME control unit. The values are calculated and adjusted by the
EME so that the high-voltage battery unit is optimally charged and the other consumers in the F45
PHEV are supplied with sufficient electrical energy.
The convenience charging electronics is designed so it can provide a maximum electrical power of
3.7 kW on the output side.
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10. HYBRID BRAKE SYSTEM.
The structure and components of the service brake and parking brake system differ only in the area
of the Dynamic Stability Control (DSC) as well as the vacuum supply to boost the brake force. The
corresponding adaptations are described in more detail below.
10.1. Braking energy recycling

In hybrid vehicles, most of the brake energy is not uselessly converted into thermal energy, but
instead into an electrical current. This is temporarily stored in the high-voltage battery unit and can
subsequently be supplied to the drive system as required. As a result, the brake forces in the F45
PHEV can be differentiated as follows:
• Hydraulic braking
• Regenerative braking
• Combination of hydraulic and regenerative braking.
The following graphic shows a schematic illustration of the distribution of the brake forces.
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Schematic diagram of the distribution of hydraulic and regenerative braking in the F45 PHEV
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Index Explanation
A Hydraulic braking
B Signal path
C Regenerative braking
2 Data log with accelerator pedal angle
6 Electric motor
8 Regenerative braking torque on the front axle
9 Hydraulic front wheel brake
10 Hydraulic rear wheel brake
11 Regenerative braking torque on the rear axle
13 Data log with brake pedal angle
14 Brake pedal
There are primarily 2 input variables that determine the level of regenerative deceleration: the
accelerator pedal angle and the brake pedal angle. If the Digital Motor Electronics (DME) detect that
the accelerator pedal is not pressed, the electrical machine electronics (EME) are requested to start
energy recovery in coasting overrun mode, by activating the electrical machine and the high-voltage
starter motor generator accordingly.
If the driver additionally presses the brake pedal, the Dynamic Stability Control (DSC) detects the
level of the desired deceleration via the brake pedal angle sensor on the brake pedal and transmits
the information to the Digital Motor Electronics (DME). The DME calculates the energy recovery
power of the electrical machine and high-voltage starter motor generator corresponding to the desired
deceleration.
Where possible, the wheel brakes are not used until the maximum possible regenerative deceleration
of 1.1 m/s² is reached. However, the brake pads are applied to the brake discs to reduce the clearance
(faster brake standby) and to keep the brake discs clean.
10.2. Decoupling the wheel brake

The adaptations required in the Dynamic Stability Control (DSC) are used to decouple the hydraulic
service brake, in order to enable regenerative braking and thus energy recovery.
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10.2.1. DSC hydraulic circuit diagram
DSC hydraulic circuit diagram MK100 Premium Hybrid in the F45 PHEV
Index Explanation
1 Brake pedal travel sensor
2 Brake servo
3 Separator valve (brake circuit 1)
4 Intake valve (front right)
5 Exhaust valve (front left)
6 Wheel brake (front right)
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Index Explanation
7 Exhaust valve (rear left)
8 Intake valve (rear left)
9 Wheel brake (rear left)
10 Low pressure accumulator
11 Intake valve (rear right)
12 Exhaust valve (rear right)
13 Wheel brake (rear right)
14 Exhaust valve (front left)
15 Intake valve (front left)
16 Wheel brake (front left)
17 Changeover valve (brake circuit 2)
18 6-piston hydraulic pump
19 Separator valve (brake circuit 2)
20 Brake pressure sensor
21 Changeover valve (brake circuit 1)
With the brake system of the F45 PHEV, a larger brake pedal travel can be used for regenerative
braking. This is enabled by a clever functional sequence in the DSC hydraulic control unit. This results
in a natural pedal feel during regenerative braking, which only differs slightly to conventional vehicles.
If the electrical machine clutch is open on the rear axle (> 135 km/h), no energy recovery in coasting
overrun mode or from braking can be provided via the electrical machine. In this speed range (>
135 km/h), energy recovery from braking is fully suppressed and only energy recovery in coasting
overrun mode is provided by the high-voltage starter motor generator.
The energy recovery is also reduced at low driving speeds so that the vehicle is only braked
hydraulically below approx. 10 km/h. This serves for the ride comfort as the electrical machine would
otherwise decelerate irregularly. In the transitional phases regenerative braking power is reduced
and the hydraulic braking power increased in order to guarantee even braking. The reduction in
regenerative braking is seamlessly compensated by the hydraulic brake.
The processes in the DSC hydraulic control unit during regenerative braking are shown on the
following graphics using an example for a wheel brake. The red arrow shows the main function in the
respective braking situation.
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10.2.2. DSC hydraulic function
DSC function during brake energy regeneration in the F45 PHEV
156
Index Explanation
A Regenerative braking
B Combination of hydraulic and regenerative braking
C Hydraulic braking
1 Wheel brake
2 Low pressure accumulator
3 DSC hydraulic pump
4 Brake fluid expansion tank
5 Tandem brake master cylinder
6 Separator valve
7 Intake valve
8 Exhaust valve
Situation A: regenerative braking
Up to a certain point the brake pedal only serves for reading the deceleration request by the
DSC control unit. The brake fluid volume suppressed by the tandem brake master cylinder (5) is
incorporated by a low pressure accumulator (2) in the DSC unit. The discharge valve (8) is open for this
purpose. Using the brake pedal travel sensor the driver's braking request is read and calculated into a
braking torque by the DSC control unit. This information is forwarded to the DME via the FlexRay data
bus. The electrical machine electronics (EME) distribute the braking torque to the electrical machine
on the rear axle and the high-voltage starter motor generator in the petrol engine. The clearance
between the brake pads and the brake disc is minimised such that the brake pads are lightly applied.
Situation B: combination of hydraulic and regenerative braking
If the maximum braking power in regenerative (alternator) mode is achieved and the brake pedal travel
continues to increase, the exhaust valve (8) is closed and hydraulic pressure is built up unchecked. The
braking effects of the electrical machines and the hydraulic brake are added to this.
Situation C: suppression of regenerative braking
Here regenerative braking is replaced with the hydraulic brake. For this purpose, the 6-piston hydraulic
pump (3) transports the brake fluid collected in the low pressure accumulator (2) to the wheel brakes
(1) and ensures that the pressure build-up corresponds to the current deceleration request. This
circuit is closed by the separator valve (6). If the driver wants to increase the brake force, this is
possible via the non-return valve at the separator valve (6). If a fault occurs, with which the regenerative
braking effect suddenly ceases, the necessary brake pressure is generated immediately by the 6-
piston hydraulic pump in the DSC unit.
Faults in the regenerative brake system
In the event of a fault with the regenerative brake system the entire braking is completed via the
hydraulically operated wheel brakes. There are no noticeable impairments to the driver.
A corresponding warning message appears in the instrument cluster.
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10.3. Vacuum supply
Vacuum system in the F45 PHEV
Index Explanation
4 Brake vacuum pressure sensor
5 Brake pedal
6 Brake servo
9 Mechanical vacuum pump
158
To ensure that the brake servo can assist the driver when braking, it needs a sufficient vacuum supply.
The B38 engine generates the necessary vacuum using a mechanical vacuum pump. As the vacuum
supply must also be guaranteed in phases in which the B38 engine is switched off, the vacuum system
has been enhanced with an electrical vacuum pump. As soon as the value in the vacuum system drops
below a saved threshold value, the electrical vacuum pump is activated. The vacuum is recorded by
a brake vacuum sensor in the brake servo, which is already known from vehicles with the automatic
engine start-stop function.
Schematic diagram of the vacuum supply in the F45 PHEV
Index Explanation
A Driving using combustion engine
B Electrical driving
2 Non-return valve
4 Brake servo
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Signal shape of the brake vacuum supply in the F45 PHEV
Index Explanation
A Information input
B Information output
C Voltage output
D Engine start request
5 Central information display CID
6 Brake pedal travel sensor
8 Petrol engine (B38)
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The electrical machine electronics (EME) are the central control unit for controlling the electrical
vacuum pump. They supply voltage to the brake vacuum sensor and read the pressure signal. If
required, the EME activates the electrical vacuum pump. Once the required vacuum level has been
reached, the activation is cancelled.
If the electrical vacuum pump provides an insufficient vacuum supply, the brake power assistance is
additionally supported by the pressure build-up via the DSC hydraulic control unit.
If the electrical vacuum supply fails, driving by purely electrical means is restricted. Should this
scenario occur, as soon as the brake pedal is pressed the EME sends a request to start the
combustion engine. The vacuum supply of the brake system is now ensured by the mechanical
vacuum pump when the petrol engine is switched on. The driver is informed of the fault via the central
information display (CID).
10.4. Notes for Service
10.4.1. Brake pedal travel sensor

The brake pedal angle sensor can be put into operation using the BMW diagnosis system ISTA. It must
be put into operation after carrying out the following work:
• Programming the DSC control unit

• Replacing the brake pedal angle sensor
• Replacing the DSC control unit or DSC unit.
10.4.2. Vacuum system

The BMW diagnosis system ISTA includes a number of different test sequences to check the electrical
vacuum supply. In this context, it is important to note that the vacuum supply is controlled by the
electrical machine electronics (EME). The path for troubleshooting is therefore as follows:
• Level 1: Drive
• Level 2: Hybrid vehicle
• Level 3: Electric motor electronics
• Level 4: Vacuum System.
The operating hours of the electrical vacuum pump can also be read out using the BMW diagnosis
system.
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10.5. Wheel speed sensor
Wheel bearing unit in the F45 PHEV
Index Explanation
1 Wheel bearing unit
2 Wheel speed sensor
3 Multi-pole sensor gear
4 Spur gearing
The active wheel speed sensor captures the speed and, depending on the equipment specification
(see the following table), also the direction of rotation of the multi-pole sensor gear. In terms of the
active wheel speed sensors, a distinction is made between sensors with and without rotational
direction detection.
Wheel speed sensor Wheel speed sensor, front Wheel speed sensor, rear
axle axle
Basic version of equipment Without rotational direction Without rotational direction
detection detection
Parking manoeuvring assistant With rotational direction Without rotational direction
(OE: 5DP) detection detection
Driving Assistant Plus With rotational direction With rotational direction
(OE: 5AT) detection detection
The following graphic shows the signal from a wheel speed sensor with rotational direction detection.
162
Wheel speed signal with rotational direction detection in the F45 PHEV
Index Explanation
A Signal for driving forwards
B Signal for wheel standstill
C Signal for reversing
1 Information, wheel turning
2 Information, direction of rotation
3 Information, wheel at standstill
In order to perform their function, different assist systems require information on the wheel speed,
wheel standstill (3) and the direction of rotation (2). This information is transferred from the wheel
speed sensor with rotational direction detection to the DSC control unit using a data log (Manchester
code). The information wheel turning (1) is output via a level of 28 mA. The information regarding the
direction of rotation (2) is output via a level of 14 mA. If the wheel is stationary (3), the 28 mA falls to
14 mA. The wheel speed is determined via the signal frequency "wheel turning" (1).
On the basis of the wheel speeds, the Dynamic Stability Control (DSC) permanently calculates the
current slip curves. These serve as important input variables for the level of regenerative and hydraulic
braking.
Depending on the wheel sizes, the wheel angle of rotation speeds and thus the frequencies of the
wheel speed signals change. If the wheel/tyre combinations used on the front and rear axle differ
greatly, in extreme cases regenerative braking may be restricted.
In order to prevent unstable vehicle driving conditions, no regenerative braking is performed when
exiting saved slip curves. In such situations, the entire braking power is generally provided by the
hydraulic brake system.
If non-approved wheel/tyre combinations are used, the regenerative brake system may be restricted.
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10.6. System wiring diagram
System wiring diagram of the brake system in the F45 PHEV
164
Index Explanation
1 Electronic Power Steering (electromechanical power steering) EPS
2 Wheel-speed sensor, front right
3 Dynamic Stability Control (DSC)
4 Power distribution box, front right
6 Actuator, electric parking brake rear right
7 Brake pad wear sensor, rear
8 Wheel speed sensor, rear right
10 Wheel speed sensor, rear left
11 Actuator, electric parking brake rear left
12 Crash Safety Module (ACSM)
13 Button for electric parking brake
14 Button for Dynamic Stability Control (DSC)
15 Steering column switch cluster (SZL)
16 Instrument panel KOMBI
18 Brake light switch
21 Power distribution box, engine compartment
23 Brake pad wear sensor, front
24 Wheel-speed sensor, front left
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11. LOW-VOLTAGE VEHICLE ELECTRICAL SYS
11.1. Voltage supply

The 12 V vehicle electrical system of the F45 PHEV is essentially the same as the energy electrical
system of the F45. The main difference lies in the fact that the power supply is no longer by the
alternator, but by the high-voltage electrical system. The high voltage of the high-voltage battery unit
is converted to the lower voltage (approx. 14 V) using a DC/DC converter in the electrical machine
electronics (EME). The electric voltage supply of the 12 V vehicle electrical system is thus no longer
dependent on the engine speed of the combustion engine when driving. The high-voltage starter
motor generator produces the energy required for the low-voltage vehicle electrical system indirectly
from the high-voltage battery and the DC/DC converter in the electrical machine electronics.
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11.1.1. System overview
F45 PHEV, system wiring diagram, 12 V voltage supply
167
Index Explanation
1 Battery power distribution box
2 Power distribution box, engine compartment
3 Digital Motor Electronics (DME)
4 Electrical steering (EPS)
5 Dynamic Stability Control (DSC)
6 Power distribution box, passenger compartment
8 Electrical machine electronics (EME) with DC/DC converter
9 Relay for electric fan
10 Intelligent battery sensor
11 Safety battery terminal
12 12 V vehicle battery
13 Jump start terminal point
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11.2. Terminal control for driving readiness
F45 PHEV terminal control from driver's perspective
169
Index Explanation
1 By holding down the START-STOP button the terminal status changes from
terminal 15 to terminal R (also functions when the START-STOP button is
pressed three times within 4 seconds).
2 Driving with assistance of the combustion engine or the electrical machine
3 When the START-STOP button is pressed the terminal status changes from
terminal 15 to terminal R
4 When the START-STOP button and the brake pedal are pressed
simultaneously, the driving readiness is activated (with or without start-up of
the combustion engine)
5 Driving readiness with activated terminal 15
simultaneously, driving readiness is activated (with or without start-up of the
combustion engine; start from terminal R)
simultaneously, the driving readiness is activated (with or without start-up of
the combustion engine) (start from terminal 15)
8 When the selector lever is at "N" and driving readiness is ended with the
START-STOP button, terminal 15 remains switched on for 15 minutes (car
wash function)
9 Terminal 15 (still no driving readiness)
10 Terminal 15 is switched off when the vehicle has been locked, the state of
charge of the vehicle battery is too low or the driver's door or the driver's seat
belt has been opened, provided that there is no switch-off inhibitor for terminal
15
11 When the START-STOP button is pressed the terminal status changes
between terminal 15 and terminal 30B
12 Terminal 30
13 Terminal 30B
14 When the START-STOP button is pressed the terminal status changes from
terminal R to terminal 30B
15 Terminal R
16 Change from terminal R to terminal 30B if more than eight minutes have
passed or the car has been locked or the state of charge of the vehicle battery
is too low
The first driving readiness is activated when the brake pedal and the START-STOP button are pressed
simultaneously. Here the activation of the driving readiness is carried out by each terminal status
(terminal 30B, terminal R and terminal 15). The activated driving readiness is indicated to the driver by
the change in the position of the engine speed display needle from the rest position at the inscription
"OFF" to the area above with the inscription "READY".
From the "driving readiness" status ("READY" inscription), the vehicle can be driven off using only
the electrical drive or the combustion engine depending on the torque required. In comparison to the
conventional vehicle with a single powertrain by the combustion engine, the driving readiness in a
170
hybrid car cannot be recognised at the running combustion engine. The prerequisites for non-start of
the combustion engine, the so-called "silent start", are a sufficiently charged high-voltage battery unit
and a combustion engine at operating temperature or activated eDRIVE mode.
The driving readiness is deactivated by pressing the START-STOP button when the vehicle is
stationary.
171
12. BUS SYSTEMS.
The bus systems of the F45 PHEV are based on the bus systems of the F45. All the main and sub-bus
systems of the F45 are also used in the F45 PHEV. Compared with the bus systems of the F45, some
new control units have been added, some have had to be adapted and some are not installed in the
F45 PHEV at all. The resulting bus overview of the F45 PHEV is as follows.
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12. BUS SYSTEMS.
12.1. Bus overview
F45 PHEV, bus overview
173
12. BUS SYSTEMS.
Index Explanation
1 Start-up node control units for starting and synchronising the FlexRay bus
system
2 Control units with wake-up authorisation
ACSM Crash Safety Module
AMP Audio amplifier
BDC Body Domain Controller
CID Central information display
CON Controller
CSC Cell supervision circuit (F45 PHEV)
CSM Car Sharing Module
DME Digital Motor Electronics
DSC Dynamic Stability Control
EGS Electronic transmission control
EH Electrical heating (F45 PHEV)
EKK Electric A/C compressor (F45 PHEV)
EME Electrical machine electronics (F45 PHEV)
EPS Electronic Power Steering
FLEL Frontal Light Electronics Left
FLER Frontal Light Electronics Right
FZD Roof function centre
HEADUNIT Head unit
HKL Automatic operation of tailgate
HUD Head‐Up Display
IHKA Integrated automatic heating / air conditioning
KAFAS Camera-based driver support systems
KLE Convenience charging electronics (F45 PHEV)
KOMBI Instrument panel
PDC Park Distance Control
PMA Parking manoeuvring assistant
SAS Optional equipment system
SMFA Seat module, driver
SME Battery management electronics (F45 PHEV)
TBX Touchbox
TCB Telematic Communication Box
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12. BUS SYSTEMS.
Index Explanation
TFE Hybrid pressure refuelling electronic control unit (F45 PHEV)
TRSVC Control unit for rear view camera and Side View
VSG Vehicle Sound Generator (F45 PHEV)
ZGM Central gateway module
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12. BUS SYSTEMS.
12.2. New control units
12.2.1. Electric motor electronics (EME)
Electric motor electronics
The function of the electrical machine electronics is to activate and control the permanently excited
synchronous machine in the high-voltage vehicle electrical system as well as the high-voltage starter
motor generator. This necessitates the use of two bidirectional DC/AC converters, which convert the
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12. BUS SYSTEMS.
high-voltage direct current voltage of the high-voltage battery unit into a three-phase AC voltage
for these two high-voltage components. When in generator mode, the high-voltage battery unit is
recharged via the inverter.
The EME also incorporates the DC/DC converter which is responsible for the power supply to the low-
voltage electrical system. The EME is connected to the PT-CAN, PT-CAN2 and FlexRay.
12.2.2. Battery management electronics (SME)

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

Certain conditions must be observed for fault-free operation of the lithium-ion cells in the F45 PHEV:
The cell voltage and the cell temperature cannot exceed or drop below certain values as otherwise the
battery cells may suffer long-term damage. For this reason, each high-voltage battery unit has several
cell supervision circuits (CSC).
Communication between the five cell supervision circuits in total is effected via a local CAN. The
local CAN connects all CSCs and is used to communicate with the SME. The battery management
electronics control unit assumes the master function here. It is a low-voltage wiring harness with a
maximum of 12 V.
12.2.4. Electric A/C compressor (EKK)

Similar to earlier BMW active hybrid cars, in the F45 PHEV an electric A/C compressor is used. To be
able to provide the necessary power, the electric A/C compressor (EKK) is operated at high voltage.
The EKK makes possible the refrigerant circuit of the air-conditioning system in all driving situations. In
addition to cooling the passenger compartment, the coolant circuit of the high-voltage battery is also
cooled via the refrigerant circuit. The electric A/C compressor control unit is located in the housing
of the A/C compressor and is connected via the LIN bus to the integrated automatic heating / air-
conditioning (IHKA).
12.2.5. Electrical heating (EH)

Due to its hybrid concept, the combustion engine of the BMW 225xe Active Tourer generates
significantly less heat loss in many driving situations and is not able to heat the coolant circuit to the
necessary temperature. This is why the F45 PHEV has electrical heating. In principle, this functions
similar to an instantaneous water heater. The electrical heating control unit is located in the housing
of the electrical heating and is connected via the LIN bus to the integrated automatic heating / air-
conditioning (IHKA).
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12. BUS SYSTEMS.
12.2.6. Hybrid pressure refuelling electronic control unit (TFE)

The hybrid pressure refuelling electronic control unit (TFE) monitors the current operating condition
via a pressure/temperature sensor in the fuel tank and then controls the pressure reduction by opening
a fuel tank isolation valve. The clean petrol fumes are released into the environment via the carbon
canister. The actuator drive for locking the fuel filler flap is activated and the fuel filler flap with fuel filler
cap can be opened manually.
12.2.7. Convenience charging electronics
F45 PHEV: convenience charging electronics (KLE)
The convenience charging electronics permit communication between the vehicle and charging
station of the AC network in order to charge the high-voltage battery. The convenience charging
electronics can be operated with all freely available plug connections and AC supply grids in the world.
The convenience charging electronics convert the AC mains voltage into a high-voltage direct current
voltage for charging the high-voltage battery unit in the vehicle. The vehicle is charged when parked,
normally overnight in the garage. The charging procedure must be adapted to the available AC grid
power.
In addition, the convenience charging electronics have high-voltage connections for the electric A/C
compressor (EKK) and the electrical heating (EH). This permits preheating/precooling of the vehicle as
long as the charging cable is connected with the AC supply without energy being taken from the high-
voltage battery unit. The convenience charging electronics also controls locking of the charging plug
and charging socket cover. The convenience charging electronics also control the lighting and displays
for the charging plug.
The convenience charging electronics operates with an efficiency of more than 94%. These high-
power outputs generate heat, which in turn can damage other integrated components such as the
control electronics. For this reason, sufficient cooling of the components must be ensured. For this
purpose, the convenience charging electronics are integrated in the low-temperature coolant circuit
of the high-voltage components. There is a total of four high-voltage connections at the convenience
charging electronics to connect the lines for other high-voltage components.
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12. BUS SYSTEMS.
12.3. Adapted control units

The IHKA had to be adapted to make possible the activation of the electric A/C compressor (EKK) in
all operating conditions. The electric A/C compressor control unit communicates with the IHKA via the
LIN bus.
To be able to show additional displays for driving readiness, electric driving, brake energy regeneration
and state of charge of the high-voltage battery unit which are relevant to the driver, the instrument
cluster was adapted. In addition, the Check Control messages were enhanced with hybrid-specific
messages.
The software of the Digital Engine Electronics (DME) was adapted due to the torque coordination of
the electrical machine/combustion engine.
Rollover detection is required for the hybrid cars on a worldwide scale so that the high-voltage system
is deactivated in the event of the car rolling over. The rollover detection is realised with the help of the
sensors integrated in the Integrated Chassis Management control units (roll rate sensor and vertical
acceleration sensor). The ACSM had to be adapted with regard to the evaluation of these sensor
signals.
The software of the Dynamic Stability Control (DSC) was also adapted for the regenerative braking.
This includes reading the brake pedal angle sensor which is wired directly to the DSC control unit.
The EGS control unit was adapted due to the modified transmission. For instance the electric
transmission oil pump is controlled by the EGS control unit.
Due to the modified terminal control (driving readiness), the software in the BDC control unit has also
been adapted.
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13. DISPLAYS AND CONTROLS.
13.1. Electrical driving modes
Image: eDRIVE button and driving experience switch
In the F45 PHEV, the electrical drive system can be configured in the following modes by means of the
eDRIVE button:
• Automatic eDRIVE
• MAX eDRIVE
• SAVE BATTERY.
For this purpose, the eDRIVE button is located in the instrument panel. This button is designed as
a pushbutton. Switching to the AUTO eDRIVE modes takes place automatically when the vehicle is
woken or driving readiness is established. The three eDRIVE drive modes can be combined with the
familiar driving experience switch modes, SPORT, COMFORT and ECO-PRO.
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F45 PHEV: eDRIVE modes
Index Explanation
1 AUTO eDRIVE (restricted electric driving)
2 MAX eDRIVE (purely electric driving)
3 SAVE BATTERY (maintain SoC)
13.2. Automatic eDRIVE

AUTO eDRIVE is always active. Exception: The gear selector switch is in manual/Sport program
position. In AUTO eDRIVE mode, the vehicle automatically selects the optimum drive combination
depending on the state of charge of the high-voltage battery unit. The driver is provided with a visual
acknowledgement on the instrument cluster display about the level of requested power.
If the driver's power request exceeds the maximum available electrical power, the combustion engine
is activated automatically and conveniently.
AUTO eDRIVE mode can in principle be divided into two parts: the charge depleting phase and the
charge sustaining phase. The charge depleting phase is available when the state of charge of the high-
voltage battery unit is from 100% to 3%. In this range, the F45 PHEV can be driven electrically up to
approx.75 km/h. The combustion engine is switched on above 75 km/h or in the event of high power
requirements. The combustion engine is switched off if the speed falls below 75 km/h into the electric
driving range.
181
Outside this efficiency-optimised eDrive range, the petrol engine is started automatically when there
are high load and speed demands. The petrol engine is also started as from approx. 3% state of charge
and below.
13.3. MAX eDRIVE

When MAX eDrive mode is selected by means of the eDrive button and if the high-voltage battery unit
has a sufficient state of charge, the driver can optionally drive without emissions with the maximum
power of the electrical drive. A prerequisite for this is that the gear selector switch is not in manual/
Sport program position. The maximum speed under electrical power is 125 km/h. The electrical power
can be controlled very conveniently and easily via the accelerator pedal so that the combustion engine
is not switched on unintentionally. The activated MAX eDRIVE mode is indicated in the instrument
cluster by the display of the "MAX eDrive" inscription in the engine speed display next to the gear
indicator. Nevertheless, it is possible in every driving situation to switch on the combustion engine and
call on the full system power. The combustion engine can be activated at any time by operating the
gear selector switch by changing to S position or by pressing the accelerator pedal to kickdown.
In the process, Auto eDrive mode is automatically activated. The electrical range that can be attained
is heavily dependent on the driving style (acceleration and speed) and the ambient temperature –
and thus the secondary consumers. In order to reach a maximum electrical range, a preheating/
precooling of the passenger compartment should be carried out during external charging. The energy
which would be required for this during the journey can thus be used for a higher electrical range. If
the vehicle is started in Max eDrive mode after a long immobilisation period and very cold ambient
temperatures, it may cause a power reduction or even non-availability of the electrical drive. A reason
for this may be an excessively low cell temperature in the cell modules of the high-voltage battery unit.
13.4. SAVE BATTERY

SAVE BATTERY mode is also selected by means of the eDrive button. In this mode, the energy of
the high-voltage battery unit is saved for later electric driving so that sufficient energy is available for
subsequent urban driving. When SAVE BATTERY mode is activated, the current state of charge of
the high-voltage battery unit is maintained. Additionally in SAVE BATTERY mode, energy is stored by
energy recovery at states of charge below 50% or is generated by efficient load point adaptation as far
as this is permitted by the respective driving situation. If the gear selector switch is kept in S position,
the state of charge of the high-voltage battery unit is increased to approx. 80%.
13.5. Displays in the instrument cluster
13.5.1. Displays of operating conditions

The hybrid-specific operating conditions and the state of charge of the high-voltage battery unit are
displayed in the instrument cluster and if desired in the Central Information Display.
The following hybrid-specific operating conditions are shown:
The displays for the different operating conditions of the hybrid car are summarised in the following
table. The content of the images may differ for specific vehicles. For example, the needle of the engine
speed display may also be in the "READY" area when the inscription is not shown in the display.
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Driving readiness:
The so-called "driving readiness" status is
indicated to the driver when the engine speed
display needle points to "0" and, at the same
time, the blue inscription "READY" appears in the
lower part. This means the vehicle is stationary
and can be set in motion at any time by pressing
the accelerator pedal.
Depending on the state of charge of the high-
voltage battery unit, the status of eDrive mode
and the position of the accelerator pedal, the
vehicle is either driven purely by electrical means
or using the combustion engine. If, for example,
the vehicle is stationary at a railway crossing or
a red light, the driving readiness is switched on.
However, if the combustion engine is started one
time, for example due to a power requirement,
it also runs for approx. 1 minute to heat the
catalytic converter.
If the customer has stopped the vehicle and
wants to drive again a short time later, the driving
readiness is switched on by pressing the START-
STOP button. As the combustion engine is still
at operating temperature and the high-voltage
battery unit is still sufficiently charged, the
combustion engine does not start.
Electric driving:
The vehicle can be driven by purely electric
means up to a driving speed of approx. 75 km/
h (depending on the operating condition). The
power output from the high-voltage battery
unit is shown on the right side by blue arrows.
Depending on the power requirement up to four
arrows light up in succession. The needle of
the rev counter is at "0" (combustion engine is
off). Depending on the driving mode selected
(COMFORT or ECO PRO), these arrows are
shown differently.
If all four arrows are lit up, the combustion
engine is switched on upon an additional power
requirement, for example if acceleration is
desired.
During electric driving please note that

pedestrians and other road users cannot hear
the usual engine noises of a typical conventional
engine. For Pay particular attention, for example,
when parking!
183
MAX eDrive:
Upon request the driver can drive using purely
electrical means up to 125 km/h by activating
Max eDrive mode. The electric range is up to
41 km. The eDrive button in the centre console
must be pressed to activate this mode. The Max
eDrive mode can be activated in COMFORT
and ECO PRO mode in order to prevent the
combustion engine starting up.
SAVE BATTERY
In this mode, the energy of the high-voltage
battery unit is saved for later electric driving so
that sufficient energy is available for subsequent
urban driving. When SAVE BATTERY mode is
activated, the current state of charge of the high-
voltage battery unit is maintained.
Operation using combustion engine:

The vehicle is powered by the combustion
engine depending on the selected driving mode
(SPORT). The rev counter typically displays the
current engine speed. Only the display for the
state of charge of the high-voltage battery unit is
active on the hybrid-specific displays.
eBOOST function:
Under rapid acceleration, for example when
overtaking, power from the high-voltage starter
motor generator is called upon in addition to the
combustion engine. This provides the driver with
maximum power. The accelerator pedal must be
pressed down powerfully for this. The rev counter
shows the current engine speed and at the same
time lights up all four arrows on the left side. The
"eBOOST" writing also appears.
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Brake energy regeneration:

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

The following additional information informs the driver about the range and consumption.
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F45 PHEV: displays in the instrument cluster
Index Explanation
1 Total range
2 Range with electrical drive
3 State of charge of the high-voltage battery unit
4 Average consumption for the electrical drive
5 Current consumption for the electrical drive
READY Driving readiness established
OFF Driving readiness not established
CHARGE Display for energy recovery
ePOWER Display for eBOOST function
186
In the instrument cluster they are permanently displayed in the lower part of the rev counter. The
hybrid-specific displays are called up in the CID via the "Vehicle Info > eDrive" menu. Both the displays
in the CID and in the instrument cluster are activated when terminal 15 is switched on.
13.6. Displays in central information display

The energy / power flows and the state of charge of the high-voltage battery unit can be shown in the
CID in all the vehicle's operating conditions. In addition, the user can have the eDrive usage from the
last 16 minutes and the ECO PRO information displayed upon request. This provides the driver with
an overview of the operating principle of the hybrid system in different driving conditions, as well as
optimal use of the hybrid vehicle.
13.6.1. eDrive usage
Display for utilisation of the hybrid system
Index Explanation
1 Selection of the display for eDrive usage
2 Consumption scale of the combustion engine
3 Average consumption of the combustion engine
4 Time axis (16 minutes)
5 Bar representing minutes
6 Percentage scale for use of the electrical machine
The utilisation of the hybrid system in the last 16 minutes of driving can be shown in the CID. One bar
stands for a period of one minute. The time is also counted during engine stop phases. The higher the
bar, the higher the fuel consumption or the use of the electrical machine.
187
The grey bars show the fuel consumption of the combustion engine. A line and a value to the right
beside the diagram show the average consumption.
The blue bars show the percentage in which the electrical machine has been used. The electrical
machine can be operated here as an alternator (for brake recovery) or as an electric motor (for electric
driving). The higher the bar, the greater the use of the hybrid system and thus higher fuel economy.
The two red marks on the vertical axis of the display indicate the bars from the last minute.
13.6.2. Energy/Power flows

The display of the energy / power flows in the CID functions according to the following principle:
• Blue: Electrical energy

• Red: Energy of the combustion engine
• Arrow: Direction of the energy / power flow
A driving situation is shown here as an example and the meaning of the symbols explained. The other
driving situations can be deduced from this.
Hybrid display in the CID whilst accelerating using eBOOST
188
Index Explanation
1 Selection of display for energy / power flows
2 Drive arrow for combustion engine (red) and drive arrow for electrical machine
(blue)
3 State of charge of the high-voltage battery unit
4 Electrical machine with electric machine transmission
5 Text message for current driving condition (e.g. ePOWER, POWER, eBOOST,
CHARGE)
In the CID, the eBOOST function is represented by a red arrow (combustion engine contribution)
and a slightly smaller blue arrow (electrical machine contribution). The combustion engine is shown
in red here. The activity of the electrical machine in the automatic transmission is indicated by the
blue colour of the transmission. The five segments symbolise the state of charge of the high-voltage
battery unit. In other words, one segment equals a state of charge of the high-voltage battery unit
of 20 %. The power flow is depicted with two arrows to show that the power flow to the wheels
comes from both drive sources (combustion engine and electrical machine). The red arrow shows the
combustion engine percentage and the blue arrow the electrical machine percentage. The current
driving situation is also shown as a fade-in text message below the vehicle.
13.7. ECO PRO mode

The driver of a F45 PHEV can drive his vehicle even more efficiently upon request. Using the driving
experience switch the particularly efficient mode – the so-called ECO PRO mode – can be activated.
The ECO PRO mode consistently supports a driving style at reduced consumption levels and ensures
coordination of the hybrid system for achieving maximum range of the vehicle.
13.7.1. Activation and display
F45 PHEV, centre console
189
ECO PRO mode is activated using the driving experience switch. The "COMFORT" programme
is set as standard. To activate ECO PRO mode, the driving experience switch must be pressed in
the "COMFORT" direction when terminal 15 is switched on; "ECO PRO" will be displayed in the
instrument cluster.
ECO PRO mode is deactivated again when terminal 15 is switched off.
The activated ECO PRO mode is indicated in the instrument cluster by the display of the "ECO PRO"
writing in the rev counter beside the gear indicator.
Upon activation of ECO PRO mode another window appears in the central information display to
configure the ECO PRO mode.
Configure ECO PRO mode
Index Explanation
1 Selection of speed for issue of ECO PRO tips
2 Activation/Deactivation of information when ECO PRO speed limit exceeded
3 Activation/Deactivation of restricted climate control in ECO PRO mode
4 How much percent of the possible saving potential can be achieved with the
current configuration is displayed.
If the driver is not driving his vehicle efficiently, e.g. accelerating too hard or incorrect gear selection,
this is shown to him on the CID.
13.7.2. What is affected in ECO PRO mode?

The ECO PRO mode supports the driver in adopting an optimised-consumption driving style and
reduces fuel consumption through intelligent control of energy and A/C management. Essentially the
following measures help to reduce fuel consumption:
• A modified accelerator pedal characteristic curve and shift program with automatic
transmission helps the driver adopt a driving style that optimises fuel consumption.
• Reduction of electric comfort consumers.
• Power reduction of heating/air-conditioning system.
• Number and length of possible engine shutdown phases is maximised in ECO PRO mode.
190
13.7.3. Reduction of electric comfort consumers

In ECO PRO mode a certain measure of reduction in comfort in tolerated. Thus for example the
heating for the exterior mirror is switched off (saves up to 100 W) and the maximum seat heating
temperature is limited at approx. 37.5 °C (usually approx. 42 °C). With the deselection of ECO PRO
mode for climate control, these functions are also reset to the operating condition which is active in
the other programmes of the driving experience switch.
13.7.4. Power reduction of heating/air-conditioning system

In ECO PRO mode for climate control an optimised operating strategy with less energy consumption
at acceptable restrictions to comfort is used. The air-conditioning works in ECO PRO mode in a more
efficient manner with reduced drying of air and less air cooling. Less electrical energy is thus required.
The cooling of the high-voltage battery unit always has top priority and is not affected by the activation
of ECO PRO mode.
If the required temperatures can be achieved without cold production, the air conditioning compressor
is switched off.
13.8. Load point increase

Raising the load of the combustion engine at consistent engine speed is called load point increase.
This results in an increase in performance and the option to operate the combustion engine in
the optimal range. The arising resistance, which counteracts the combustion engine, must be
compensated so that on the one hand the load of the engine increases, and on the other hand the
speed remains constant. An example of this is the switching on of the A/C system or the heated
rear window in vehicles which are driven solely with a combustion engine. The compensation of
the additional resistance is assumed by the DME. The DME supplies the combustion engine with
more fresh air by activating the throttle valve. The injected fuel quantity is also increased. The load
of the combustion engine increases and is in a more optimal range in terms of efficiency and fuel
consumption. However, this control happens so precisely that there is no engine speed increase, but
only the occurring resistance is compensated.
In the F45 PHEV, the high-voltage starter motor generator generates a counter-torque in alternator
mode. As described above, the DME compensates this counter-torque and the combustion engine is
operated more optimally. The electrical energy gained is used to charge the high-voltage battery unit.
In this way, the combustion engine is also positively influenced during charging of the high-voltage
battery unit.
The load point increase happens in addition to the already existing power requirement. This process is
unnoticeable to the driver. Factors which are decisive over time and level of the load point increase:
• State of charge of the high-voltage battery unit

• Temperature of the combustion engine
• Load of the combustion engine
• Driving mode.
191
13.9. Load point reduction

In order to reduce fuel consumption, the combustion engine can be relieved by a load point reduction
if the high-voltage battery unit is sufficiently charged. In the process, the high-voltage battery unit is
selectively discharged and the state of charge value drops, although the vehicle is not driven by purely
electrical means.
13.10. Hybrid-specific Check Control messages

If faults occur in the F45 PHEV, the driver is informed thereof via Check Control messages. The
following table summarises the key hybrid-specific Check Control messages:
Check Meaning Cause

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

high-voltage battery during low.
operation and transportation (state
of charge is too low -> recharge).
Check charging cable. Charging cable signal is faulty. Connected

charging plug cannot be detected. Customer
should check whether the connector is still
connected before driving off.
Charging not possible. Fault in the charging system of the vehicle or

in the infrastructure (charging cable, charging
station, etc.).
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Check Meaning Cause

control
message
Acoustic pedestrian protection Internal fault in the VSG or fault with another
failed. control unit, which leads to the failure of the
CAN communication.
Isolation fault, fault in the high- High-voltage of high-voltage system faulty.

voltage interlock loop. After stopping the engine, may be no longer
possible to continue journey. Please look for
next BMW Service without delay.
High-voltage system shut down. High-voltage system is shut down and in de-
energised state for maintenance, service
and repairs. High-voltage safety connector
(Service Disconnect) removed, circuit of high-
voltage interlock loop interrupted.
13.11. Acoustic pedestrian protection

A vehicle which is driven only using an electric motor may not be heard by pedestrians up to a speed
of approx. 25 km/h. This is why a noise is generated up to a speed of 50 km/h using the acoustic
pedestrian protection, so that other road users can hear the vehicle. From a speed of 50 km/h the
audio playback is deactivated, however, the control unit remains active during the suppressed audio
playback. From a speed of 50 km/h the wind and tread noises prevail.
The acoustic pedestrian protection is used in the F45 PHEV in some national-market versions (JPN,
CHN, KOR) and is active only during purely electric driving.
13.11.1. System components

The Vehicle Sound Generator (VSG) is located in the front right of the vehicle. The control unit is
integrated in the housing of the Vehicle Sound Generator and is integrated in the vehicle electrical
system via the K-CAN3.
193
F45 PHEV, Vehicle Sound Generator – Installation location
F45 PHEV, system wiring diagram for Vehicle Sound Generator (VSG)
Index Explanation
1 Vehicle Sound Generator
2 Fuse
3 CAN terminator
4 Body Domain Controller
194
14. CLIMATE CONTROL.
In the F45 PHEV an electric A/C compressor is used like in previous BMW active hybrid vehicles.
Because the A/C compressor has an electric motor, it is possible to operate the air conditioning
independently of the combustion engine. Thus the customer can enjoy the cooling effect of the air
conditioning even while driving in pure electric mode and while stopped. Special silencing provides
for acoustic comfort. Thus, for example, even when the car is stationary and the combustion engine is
switched off the air conditioning can barely be heard.
A cooling unit is used to cool the refrigerant in the refrigerant circuit of the high-voltage battery unit.
The familiar stationary cooling and conservation cooling functions are also offered in the F45 PHEV.
14.1. System overview
F45 PHEV, system overview of climate control
195
Index Explanation
2 Combined expansion and shutoff valve on the high-voltage battery unit
3 Refrigerant lines to high-voltage battery unit
4 Evaporator, passenger compartment
5 Combined expansion and shutoff valve for evaporator (vehicle interior)
7 Capacitor
Refrigerant circuit in the F45 PHEV
Index Explanation
1 Dryer flask
2 Capacitor
3 Electric fan
6 Combined expansion and shutoff valve (high-voltage battery unit)
7 Heat exchanger in the high-voltage battery unit
8 Blower for passenger compartment
9 Combined expansion and shutoff valve (passenger compartment)
10 Evaporator, passenger compartment
196
The above graphics show the refrigerant circuit in the F45 PHEV. The refrigerant circuit for cooling
the high-voltage battery is switched parallel to the refrigerant circuit for cooling the passenger
compartment.
Its temperature has a decisive influence on the service life of the high-voltage battery unit. The cells
of the high-voltage battery unit should not deliver their power or absorb electrical power at too high
or too low a temperature. The optimal cell temperature is approx. 20°C; the battery cells should not
exceed a maximum temperature of 40 °C.
R134a is used as the refrigerant, which circulates in a circuit, absorbing heat at one point in the system
and releasing it at another point. The heat absorbed from the vehicle interior and high-voltage battery
is dissipated to the ambient air in a condenser at the front of the vehicle. When the air-conditioning
is activated for the vehicle interior or when cooling power is requested for the high-voltage battery
unit, the electric A/C compressor is switched on and the system supplies the corresponding point
with cold. The vehicle interior cooling and the cooling of the high-voltage battery can be operated
independently of each other. The electric A/C compressor draws the energy required from the high-
voltage battery unit. The BMW-approved PAG oil is used as the lubricant. The oil must be approved
for the electric A/C compressors. So that the battery cooling and the passenger compartment
cooling can be operated independently of each other, special combined expansion and shutoff valves
are integrated into the refrigerant circuit. These open only the portion of the circuit that is actually
required. This ensures high efficiency and proper control characteristics of the system.
If the shutoff valve in the refrigerant circuit is electrically activated and thus opened, liquid refrigerant
flows into the cooling unit and evaporates. As part of this process, it removes heat energy from its
environment. The EKK compresses the refrigerant again and in the capacitor it returns to a liquid state.
As a result, the refrigerant is once again able to absorb heat energy. The following table shows how the
valves and the electric A/C compressor are controlled.
Cooling of Combined Combined Electric A/C compressor

expansion and expansion and (EKK)
shutoff valve shutoff valve
for evaporator for high-voltage
(passenger battery unit
compartment)
High-voltage battery Closed Open switched on
unit
Passenger Open Closed switched on
compartment
High-voltage battery Open Open switched on
unit and passenger
compartment
No cooling Closed Closed Switched off
The request whether and if yes how much cooling power is required is measured and determined
by the IHKA control unit. On the one hand, the request can come directly from the customer to
cool the passenger compartment. On the other hand, the battery management electronics control
unit can send a request for the high-voltage battery unit to be cooled as a data bus message to the
IHKA control unit. The IHKA control unit coordinates these cooling requirements and activates the
electric A/C compressor via a local interconnect network bus. The cooling requirements are prioritised
depending on the temperature, for example at a high ambient temperature and very warm passenger
compartment, a higher cooling power is demanded with higher priority. If the desired temperature is
reached, the cooling power is reduced to maintain the temperature and set to a lower priority.
197
It is similar for the temperature of the battery cells. If the battery cells heat up to temperature of approx.
30 °C, cooling of the high-voltage battery unit already starts. The cooling requested by the battery
management electronics control unit has an even lower priority here. It can for instance be declined by
the high-voltage power management. At a higher cell temperature, the cooling request for the high-
voltage battery unit receives top priority and is always carried out.
14.2. Electric A/C compressor (EKK)
F45 PHEV, electric A/C compressor (EKK)
Index Explanation
1 Signal connector
2 Connection for gaseous refrigerant with low temperature and low pressure
(intake pipe)
3 High-voltage connector for compressor
4 Silencer
5 Connection for gaseous refrigerant with high temperature and high pressure
(pressure line)
The EKK is a high-voltage component!
Warning for high-voltage components
198
Each high-voltage component has on its housing an identifying label that enables Service employees
and vehicle users to identify intuitively the possible hazards that can result from the high electric
voltages used.
Before working on a high-voltage component, you must apply the safety rules to shut down the
high-voltage system. Once this has been accomplished according to procedure, all high-voltage
components are no longer live and work can proceed in safety. There is, of course, a remote possibility
that the correct shutdown procedure might be omitted, so an extra safety precaution is implemented
as a means of imposing an automatic shutdown of the high-voltage system.
A contact bridge is integrated in the high-voltage connector beside the contacts for the high voltage.
This means when removing the high-voltage connector the contacts of the bridge in the high-voltage
connector are separated first. The voltage supply of the EKK control unit is thus interrupted which
in turn causes the power requirement on the high-voltage side to go to zero, even before the high-
voltage connector is removed completely. No electric arc thus arises on the high-voltage contacts. The
high-voltage contacts are protected from contact. The high-voltage connector of the EKK is not part of
the circuit of the high-voltage interlock loop.
The operating principle of the compressor corresponds to the principle known from the F30H or the
F01H. To compress the refrigerant, the spiral compressor (also known as the scroll compressor) is
used. The electric power of the electric A/C compressor is 3 kW.
The high voltage for the electric A/C compressor lies in a voltage range of approx. 220 V to 400 V. The
power is reduced above and below this voltage range or the EKK is switched off.
The manufacturer of the electric A/C compressor is Visteon.
14.3. Stationary cooling and conservation cooling
14.3.1. Independent air conditioning

Owing to the fact that the A/C compressor in the F45 PHEV is electrically operated and that the
high-voltage battery unit has high energy and power densities, a stationary air conditioning function
is offered to the customer in the F45 PHEV. For stationary air conditioning, the IHKA decides
which measures are required for stationary heating, stationary cooling or stationary ventilation. The
prerequisite for activating stationary climate control is a sufficient state of charge of the high-voltage
battery unit (state of charge > approx. 30%).
The customer programs a departure time and the IHKA depends based on the ambient conditions
whether stationary heating, stationary cooling or stationary ventilation is required. For example, if the
customer enters a request for activation of stationary air conditioning, the desired air conditioning
effect can also by achieved by pure stationary ventilation. The customer is not able to enter a setpoint
and any customer request is not taken into account. Power enabling is performed by the high-voltage
management in the EME and follows a characteristic that is designed so that only the amount of power
199
is enabled that ensures charge neutrality. The charging power of the power socket/wallbox is decisive
here. The priority is to ensure that the customer finds a range display of almost 100% after stationary
air conditioning.
A comfortable interior temperature can be achieved for temperatures above 0°C. For temperatures
below -10°C, the achievable interior temperature is limited by the power output limit function, but
removal of snow and ice is considerably easier than without stationary climate control.
The required operating times are also determined by the IHKA and are dependent on the ambient
temperature. It is possible to specify two departure times. When the stationary air conditioning has
been activated twice, it can be operated again only after the car has been driven. The maximum
operating time is 30 minutes. If the customer is delayed and the vehicle is not put into operation at the
departure time, the after-running period is extended by 15 minutes.
The departure time can also be programmed by means of a BMW Remote App.
14.3.2. Conservation climate control

The conservation cooling function is a further climate control function which has been made possible
by the use of the electrically operated A/C compressor. The customer can activate this function when
he leaves the car for a short time and then wishes to resume driving, for example to refuel the car,
and would like to retain the pleasant interior temperature. After the driving readiness is switched
off, the menu automatically appears in the CID, in which the driver can activate or adjust the climate
control and charging options. The temperature of the passenger compartment is maintained with
the activation of the conservation cooling, where the EKK and the ventilation are activated based on
conditions.
200
15. ELECTRICAL HEATING.
The heat exchanger of the F45 PHEV is integrated in the coolant circuit of the combustion engine.
With corresponding heating up by the combustion engine a sufficient heater output for heating the
passenger compartment can be achieved. Due to its hybrid concept, the combustion engine of the
F45 PHEV generates significantly less heat loss in many driving situations and is not able to heat
the coolant circuit to the necessary temperature. This is why the F45 PHEV has electrical heating. In
principle, this functions similar to an instantaneous water heater. Via a changeover valve, a separate
heater circuit can be formed, which is kept in circulation by an electric coolant pump.
The electrical heating is a high-voltage component!
15.1. Installation locations and connections
F45 PHEV: complete coolant circuit with heater circuit
201
Index Explanation
C Electric coolant pump (coolant circuit of the electrical machine electronics, 80
W)
G Electric motor
2 Electric fan
3 Characteristic map thermostat (combustion engine)
4 Mechanical coolant pump (combustion engine)
5 Exhaust turbocharger
6 Combustion engineB38
7 Electric coolant pump for the heater circuit (20 W)
8 Heat exchanger
10 Electrical changeover valve (heater circuit)
11 Coolant/engine oil heat exchanger
12 Electric coolant pump for the exhaust turbocharger
13 Coolant expansion tank (coolant circuit of combustion engine)
202
F45 PHEV, heater circuit – Installation locations
Index Explanation
1 Connection from the coolant circuit
3 Electrical changeover valve
4 Heat exchanger
203
F45 PHEV, connections at the electrical heating
Index Explanation
3 Sensor for temperature of the coolant at the output of the electrical heating
4 Connection for potential compensation line
5 Signal connector (low-voltage connector)
6 Connection for sensor
7 Connection for high-voltage connector
8 Housing of the electrical heating
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15.2. Operating principle

If the driver adjusts a desired temperature at the IHKA controls, the IHKA calculates a corresponding
nominal temperature and compares it to the actual output temperature of the electrical heating. There
is a temperature sensor at the electrical heating for this purpose. This way the IHKA control unit can
decide whether the heat from the combustion engine is sufficient to heat the passenger compartment
or whether the electrical heating should be switched on. If the coolant temperature is too low, the
electrical heating can heat up to a total of six stages. The electrical heating is always condition-based
thanks to this control operation.
15.2.1. Low coolant temperature

At a low coolant temperature, e.g. shortly after driving off or during purely electrical driving, the
electrical changeover valve is activated by the Body Domain Controller. The electrical changeover valve
blocks the supply from the coolant circuit of the combustion engine. The coolant is now pumped to
the electrical heating by the electric coolant pump, heated and conveyed to the heat exchanger via the
double valve as required.
F45 PHEV, heater circuit at low coolant temperatures
Index Explanation
2 Double valve
3 Heat exchanger
4 Supply to the coolant circuit
7 Supply from the coolant circuit
205
15.2.2. Coolant temperature, high

The coolant heated by the combustion engine flows through the currentless, open changeover
valve, the electrical heating and the double valve to the heat exchanger. There some of the heat is
released into the air flowing through the heat exchanger and ultimately reaches the coolant circuit of
the combustion engine again. The electrical heating is switched off, but the electric coolant pump is
active.
F45 PHEV, heater circuit at high coolant temperatures
Index Explanation
2 Double valve
3 Heat exchanger
4 Supply to the coolant circuit
7 Supply from the coolant circuit
15.2.3. Heating control

The electric coolant pump, the electrical changeover valve and the dual heating valve are 12 V
components and are activated by the Body Domain Controller.
The maximum electrical power of the electrical heating is 4.6 kW (280 V and 20 A). The electrical
heating is realised by three heater coils, each with a power of approx. 0.75 kW, 1.5 kW and 2.25 kW.
The switching of the heater coils (individually or together) is effected within the electrical heating using
an electronic switch (Power MOSFET).
206
F45 PHEV, heater coils in the electrical heating
Index Explanation
3 Sensor for temperature of the coolant at the output of the electrical heating
4 Connection for high-voltage connector
5 Three heater coils
207
F45 PHEV, functional wiring diagram for the electrical heating
Index Explanation
1 Low-voltage connector
2 Sensor for temperature of the printed circuit board of the control unit for
electrical heating
3 Sensor for temperature of the return coolant
4 Electrical heating (control unit)
5 Bridge in the high-voltage connector
10 High-voltage connector at electrical heating
11 Hardware shutdown in the event of excessive current in heater coil 3
14 Electronic switch (Power MOSFET) for heater coil 1
208
Index Explanation
17 Heater coil 1
18 Heater coil 2
19 Heater coil 3
The current through the individual strands is measured and controlled by the electrical heating control
unit. A current of maximum 20 A flows in a voltage range of 250 V to 400 V. The power is reduced
above and below this voltage range. At increased power consumption the energy supply by the
hardware switching is interrupted. This switching is designed so that even in the event of a fault in the
control unit a power cut is effected safely.
Inside the electrical heating a galvanic separation was realised between the high-voltage circuit and
the low-voltage circuit.
The connections for local interconnect network bus and voltage supply (terminal 30B) are located at
the low-voltage connector.
The high-voltage contacts of the round connector for the electrical heating are protected against
contact. The high-voltage connector of the electrical heating is not part of the circuit of the high-
voltage interlock loop.
A contact bridge is integrated in the high-voltage connector beside the contacts for the high voltage.
The contacts of the bridge in the high-voltage connector are designed as leading contacts. This
means when removing the high-voltage connector the contacts of the high-voltage bridge are
separated first. The voltage supply of the EH control unit is thus interrupted which in turn causes the
power requirement on the high-voltage side to go to zero, even before the high-voltage connector is
removed completely. No electric arc thus arises on the high-voltage contacts.
Six heating stages can be set through separate or combined activation of the individual heater coils.
The request for switching on the heating comes from the IHKA control unit via local interconnect
network bus.
Heater coil Heating stage Heater output kW

1 1 0.75
2 2 1,5
3 3 2,25
1+3 4 3.0
2+3 5 3,75
1+2+3 6 4.5
When the maximum temperature is reached or if the maximum permissible current level is exceeded,
the heater output is automatically restricted by the electrical heating.
The power of the electrical heating is also reduced in ECO PRO mode and from a certain state of
charge of the high-voltage battery unit.
The electrical heating is switched off in the event of system faults.
209
The electrical heating is maintenance-free.
The familiar mixture of water and coolant concentrate G48 in the ratio 50:50 is used as coolant.
210
16. OPERATING STRATEGY.
Operating strategy of the F45 PHEV
Index Explanation
A Drive, rear axle
B Drive, front axle
C Energy recovery at rear axle
D Energy recovery at front axle
1 Petrol engine
3 Electric motor
211
16.1. Introduction
Following the explanation of the structure and the functions of the individual components in the
previous chapters, this chapter describes their interaction. The following table provides a brief
overview again:
Function0 Petrol Electrical High voltage Automatic Reduction

engine machine Starter motor transmission gear
generator
Drive
X X X
Front axle
Drive
X X
Rear axle
Charging the
high-voltage X X
Battery
Starting the
combustion X
engine
eBOOST
X X
Function
The aim of the operating strategy is to guarantee a high degree of efficiency and driving dynamics of
the vehicle. It enables intelligent and innovative interaction between the drive components and makes
the F45 PHEV so versatile. This versatility is also reflected in the driving modes, with which the driver
can always have a direct influence on the operating strategy and thus the drivability of the F45 PHEV.
The driving modes are divided into:
• ECO PRO
• COMFORT
• SPORT.
In COMFORT mode the driver's torque requirement for example is divided between the electrical
machine and the combustion engine depending on the situation, so that the vehicle is always driven
at maximum efficiency. Upon request the driver can drive using pure electric means (Max eDrive).
In contrast, in SPORT mode the full system power is available and the electric drive supports the
combustion engine with the eBOOST function.
The driving modes thus have a direct influence on different performance features:
• Selection of the driven axle

• System power
• Handling dynamics
• Range
212
• Load point increase

• eBOOST function
• Recuperation.
16.2. Overview
Activation
ECO PRO COMFORT SPORT
Max eDrive
Driving Driving Driving
Activation via experience experience experience eDrive button
switch switch* switch
Drive position Drive Drive Sport Drive
Energy recovery 0,3 m/s² 0,5 m/s² 0,7 m/s² —
in coasting/
overrun mode
eBOOST reduced normal maximum —
function
Operating
condition of
on/off on/off one off**
combustion
engine
drives used both both both electrical
Drive
Opening the
electrical > 100 km/h > 135 km/h > 135 km/h —
machine clutch
Closing the
electrical < 95 km/h < 130 km/h < 130 km/h < 125 km/h
machine clutch
* This mode is always activated during a restart.
** It is possible to start the combustion engine via kickdown at any time.
In order to warn road users travelling behind the vehicle during energy recovery in coasting overrun
mode when in Sport mode, the brake lights are switched on as from a deceleration of 0.7 m/s².
The following table provides an overview of the levels of deceleration at which legislation prescribes
that the brake lights need to be switched on and off.
Braking Brake lights off Brake lights Brake lights on

deceleration on or off
< 0.7 m/s² x
0.7 - 1.3 m/s² x
> 1.3 m/s² x
213
16.2.1. Target state of charge of the high-voltage battery

The following table provides an overview of the load point increase required to charge the high-voltage
battery whilst driving.
Load point increase Vehicle settings Target High- Electrical

stages state of voltage machine
charge starter
motor
generator
Efficient Save Battery activated 50 % x
Load point increase
High Driving experience 50 % x x*
Load point increase switch SPORT
Maximum Gear selector 80 % x x
Load point increase switch SPORT**
* If required, additional support via the electrical machine of the rear axle.
** In all driving experience switch positions.
16.3. Driving modes
16.3.1. COMFORT mode

COMFORT mode is the standard mode. It is activated each time the vehicle is started and can be
selected using the driving experience switch.
Driving experience switch in the F45 PHEV
214
Depending on the position of the accelerator pedal, a situation-dependent torque distribution is

effected between the electric motor and the combustion engine with regard to efficiency, traction,
energy recovery and dynamics. If the high-voltage battery is fully charged, it is predominantly the
electrical drive that is used at relatively low speeds and the high-voltage battery is discharged. This
driving condition is also called Auto eDrive and is used in urban environments. The combustion engine
is thus switched off. Through energy recovery via the electrical machine, e.g. when approaching a red
light, electrical energy is fed to the high-voltage battery and stored there.
Example of an operating strategy in COMFORT mode, driving in an urban environment with the F45 PHEV
Index Explanation
a State of charge of the high-voltage battery
b Distance travelled
1 Electric driving
2 Energy recovery
The combustion engine is only activated automatically in the case of an increase in the driver's desired
load.
Outside the urban environment the combustion engine is used more frequently than the electric
motor and the high-voltage battery is charged at the same time. In the process, the state of charge is
maintained in a certain range in order to be able to provide sufficient electrical energy for the eBOOST
function. The deceleration which occurs during energy recovery is approximately at the level of the
normal engine drag torque for conventional vehicles.
215
Example of an operating strategy in COMFORT mode, cross-country journey with the F45 PHEV
Index Explanation
1 Electric driving
2 Energy recovery
3 Combustion engine on (charging via high-voltage starter motor generator)
4 eBOOST function
The combustion engine is switched on in the following situations:
• Higher driving speeds

• Quick operation of the accelerator pedal
• High load requirement (large accelerator pedal angle)
• Very low state of charge
• Kickdown.
The combustion engine is switched off in the following situations:
• Operation of the brake pedal and low driving speeds

• Vehicle standstill (automatic engine start-stop function).
16.3.2. ECO PRO mode

The ECO PRO mode consistently supports a driving style at reduced consumption levels and ensures
coordination of the hybrid drive for achieving maximum range of the vehicle. ECO PRO mode is
activated using the driving experience switch. Essentially the following measures help to increase the
range:
216
• A modified accelerator pedal characteristic curve and shift program with automatic
transmission helps the driver adopt a driving style that optimises fuel consumption.
• In order to use the eBOOST function, a larger accelerator pedal angle is necessary (due to the
modified accelerator pedal characteristic curve)
• Power reduction of the electrical comfort consumers (e.g. mirror heating)
• Power reduction of heating/air-conditioning system.
Example of operating strategy in ECO PRO mode in the F45 PHEV
Index Explanation
1 Electric driving
2 Energy recovery
4 eBOOST function
Reduction of electrical comfort consumers
In ECO PRO mode a certain measure of reduction in comfort is tolerated. Under certain conditions the
power of the following comfort consumers can be reduced:
• Mirror heating
• Heated seats
• Heated rear window.
217
Power reduction of heating/air-conditioning system
For the climate control an operating strategy with lower energy consumption at acceptable comfort
restrictions is used. The air-conditioning works in a more efficient manner with reduced drying of air
and less air cooling. Less electrical energy is thus used.
The cooling of the high-voltage battery always has top priority and is not affected by the activation of
ECO PRO mode.
If the required temperatures can be achieved without cold production, the electric A/C compressor is
switched off.
16.3.3. SPORT mode

In SPORT mode, the F45 PHEV can reach its full system power. The driver must move the gear
selector switch to the left. Manual shifting of the gears in the automatic transmission is also possible.
In SPORT mode the combustion engine is always active. The automatic engine start-stop function is
deactivated.
The electrical machine is used in SPORT mode for the eBOOST function. In this driving mode purely
electric driving is not possible. The high-voltage battery can be actively charged via the high-voltage
starter motor generator so that there is always sufficient energy available for the eBOOST function.
The state of charge is thus maintained at a higher level than is the case for other driving modes.
Example of operating strategy in SPORT mode in the F45 PHEV
Index Explanation
1 Energy recovery
3 eBOOST function
218
The energy recovery and eBOOST power (electrical machine and high-voltage starter motor
generator) are at their maximum in this driving mode.
If, in SPORT mode, the state of charge of the high-voltage battery drops too much as a result of a
driving situation with few energy recovery phases and the high-voltage starter motor generator no
longer delivers sufficient electrical energy, the rear electrical machine is activated in order to generate
additional electrical energy. This situation occurs for example during a long uphill journey, which is
handled in SPORT mode. Some of the drive generated by the combustion engine is used directly in
order to charge the high-voltage battery during driving via the rear axle.
In this situation, the deceleration which arises at the rear axle by the energy recovery of the electrical
machine is accepted in order to avoid an excessive drop in the state of charge.
16.3.4. Max eDrive mode

If desired, the customer can drive using purely electrical means up to 125 km/h using Max eDrive
mode. The electric range is up to 41 km. To activate it, the eDrive button must be pressed. Max eDrive
mode can be activated in COMFORT and ECO PRO mode in order to prevent the combustion engine
starting up.
Max eDrive button in the F45 PHEV
219
Example of operating strategy in Max eDrive mode in the F45 PHEV
Index Explanation
1 Electric driving (Max eDrive)
2 Energy recovery
With a kickdown the combustion engine is switched on and deactivates the Max eDrive mode. In the
process COMFORT mode is automatically activated.
The electrical range that can be attained is heavily dependent on the driving style (acceleration
and speed) and the ambient temperature – and thus the secondary consumers. In order to reach a
maximum electrical range, a preheating/precooling of the passenger compartment should be carried
out during external charging. The energy which would be required for this during the journey can thus
be used for a higher electrical range.
If the vehicle is started in Max eDrive mode after a relatively long immobilisation period and very cold
ambient temperatures, it may cause a power reduction in the electric drive. A reason for this may be an
excessively low cell temperature in the cell modules of the high-voltage battery unit.
16.4. Drive control

Depending on the position of the accelerator pedal and the speed at which it is pressed, the DME
calculates the desired drive torque. The drive torque is thus always distributed variably to the individual
axles depending on the situation, so that there is always an optimal balance between dynamics, driving
safety, traction and efficiency. The DME is the master control unit for the drive control.
With a low accelerator pedal angle the electric motor is used for driving off (except in SPORT mode).
If a higher drive torque is requested via the accelerator pedal, the combustion engine is switched on
and provides the drive. If the combustion engine is switched on, the rear axle assumes a proportion of
the drive should this be required, for example due to traction reasons or by the eBOOST function. The
front and rear transmissions distribute drive torque to the same components on both sides.
220
Example of longitudinal distribution of the drive torque in the F45 PHEV
Index Explanation
A Drive, rear axle
B Drive, front axle
1 Petrol engine
3 Electric motor
The intelligent torque distribution of the axle hybrid also results in typical all-wheel drive behaviour.
The up to 100% variable torque distribution between the front and rear axle can actively influence
the self-steering response and thus the driving dynamics. The axle hybrid enables a neutral and safe
drivability up to the limit range. Upon initial instability, e.g. imminent understeering, the drive torque
is also distributed between the front and rear axle, thus preventing sliding via the front axle. The drive
torque at the front axle is reduced and the drive torque at the rear axle increased.
This is clarified using the example of driving around a quick bend in which the front axle is also driven
by the eBOOST function when entering the bend.
221
Example of longitudinal distribution of the drive torque in the case of understeer in the F45 PHEV
Index Explanation
1 Drive torque at the rear axle
2 Drive torque at the front axle
The optimal traction can thus also be achieved in bends, whereby quicker acceleration from the bend
is possible.
If the driving stability reaches the limit ranges, it may naturally bring about a DSC intervention.
However, the DSC intervention is effected more rarely, whereby the ride comfort is noticeably
improved.
The DSC plays a role not only in the dynamic handling characteristics of limit ranges, but also supplies
the maximum transferable torque to the DME at any time. Both during acceleration and energy
recovery. These torque specifications are processed in the DME and always considered in the drive
torque distribution. For example, in this way the eBOOST or energy recovery power of the rear
electrical machine is always adapted to the driving situation and reduced if necessary. In contrast, the
negative torque from the energy recovery can also be specifically used to intervene for driving stability.
In this way the different drive systems are constantly working on a common objective and complement
each other.
Kickdown
The kickdown is a special position within the drive control. Kickdown means that all drive sources are
activated to provide maximum drive. These include:
• Combustion engine
• Electric motor
• High-voltage starter motor generator.
222
16.4.1. eBOOST function

In the F45 PHEV, the rear electrical machine and the high-voltage starter motor generator can be used
to support the combustion engine. The function is called the eBOOST function. This process differs
from the previous hybrid vehicles by the fact that the support for the combustion engine is provided
individually and independently of the respective axle.
eBOOST function in the F45 PHEV
Index Explanation
A Drive, rear axle
B Drive, front axle
1 Petrol engine
3 Electric motor
223
The support for the combustion engine and thus the front axle is effected in COMFORT, ECO PRO
and SPORT modes. In COMFORT and in ECO PRO modes only in the lower engine speed range
of the combustion engine is the high-voltage starter motor generator used as a support (with
corresponding torque requirement via the accelerator pedal).
The kickdown is an exception. In this case the full power of the high-voltage starter motor generator is
provided over the entire engine speed range (Overboost). In order to be able to request the full system
power of the F45 PHEV in SPORT mode, the full power of the high-voltage starter motor generator is
available in this driving mode from the beginning.
The level of additional acceleration generally depends on:
• State of charge (SOC) of high-voltage battery

• Driving mode selected
• Temperature of the respective components
• Torque that can be transmitted between wheel and road
• Driving speed.
At a very low state of charge of the high-voltage battery, the eBOOST power is reduced in a linear
fashion independent of the driving mode selected.
16.4.2. Load point increase

Raising the load of the combustion engine at consistent engine speed is called load point increase.
This results in an increase in performance and the ability to operate the combustion engine in the
optimal range.
The arising resistance, which counteracts the combustion engine, must be compensated so that on
the one hand the load of the engine increases, and on the other hand the speed remains constant. An
example here is switching on the heating and air-conditioning system or the heated rear window. The
compensation of the additional resistance is assumed by the DME. The DME supplies the combustion
engine with more fresh air by activating the throttle valve. The injected fuel quantity is also increased.
The load of the combustion engine increases and is in a more optimal range in terms of efficiency and
fuel consumption. However, this control happens so precisely that there is no engine speed increase,
but only the occurring resistance is compensated.
In the F45 PHEV, the high-voltage starter motor generator generates a counter-torque in the belt
drive in alternator mode. As described above, the DME compensates this counter-torque and the
combustion engine is operated more efficiently. The electrical energy gained is used to charge the
high-voltage battery. In this way the combustion engine is also positively influenced during charging of
the high-voltage battery.
Factors which are decisive over time and level of the load point increase:
• State of charge of the high-voltage battery

• Driving mode
• Load of the combustion engine
• Temperature of the combustion engine.
224
16.4.3. Energy recovery

In the F45 PHEV, brake energy regeneration (energy recovery) takes place via both the front and rear
axle. The deceleration from the energy recovery that can be generated via the high-voltage starter
motor generator and electrical machine is a maximum of 1.1 m/s². This means that the wear of the
brake discs and brake pads will be extremely low, providing a forward-thinking driving style is adopted.
Energy recovery in the F45 PHEV
Index Explanation
A Energy recovery at rear axle
B Energy recovery at front axle
1 Petrol engine
3 Electric motor
225
The energy recovery generally functions in coasting (overrun) mode similar for BMW hybrid cars. If the
Digital Motor Electronics (DME) detect that the accelerator pedal angle is 0°, the electrical machine
electronics (EME) are requested to start energy recovery in coasting overrun mode, by activating the
electrical machines accordingly. In this way the electrical energy is generated and stored in the high-
voltage battery.
A special feature in the F45 PHEV is the different strengths of energy recovery in coasting overrun
mode. It is primarily dependent on the respective driving mode and the state of charge of the high-
voltage battery. The maximum deceleration is achieved in SPORT driving mode, while it is lower in
COMFORT, ECO PRO and Max eDrive modes (slightly above the level at which it causes the engine
drag torque in conventional vehicles).
If the driver has a stronger deceleration request and presses the brake pedal, the DSC control unit
detects the level of the desired deceleration by the brake pedal travel sensor and transfers the
information to the DME. The DME calculates the power requirement for the electrical machine and the
high-voltage starter motor generator corresponding to the deceleration request and requests stronger
energy recovery by the EME. The wheel brakes are not operated until the maximum energy recovery
is reached. Only for a higher deceleration request, is the service brake also used. If the recuperative
braking system is omitted, for example by emergency braking, a fault in the high-voltage system or
a fully charged high-voltage battery, the necessary brake force is only made available by the service
brake. The driver does not notice this change at the brake pedal.
Parallel to this, the DSC control unit also permanently monitors the driving situation during energy
recovery and intervenes where necessary. Before an unstable driving situation occurs during energy
recovery, the DME is requested by the DSC control unit to reduce the energy recovery torque at the
respective axle. If this is not sufficient to re-establish a stable driving situation, the energy recovery is
completely adjusted and a DSC intervention via the brake occurs.
16.5. Driving and energy recovery strategy

The main objective of the driving and energy recovery strategy is the provision of a sufficiently high
state of charge of the high-voltage battery over the entire driving time. "Sufficient" means providing
enough electrical energy for the electric motor. Only this way is the maximum system power of the
vehicle during driving guaranteed. Electrical energy is generated via:
• Energy recovery (electrical machine and high-voltage starter motor generator)

• Load point increase of the combustion engine (high-voltage starter motor generator).
It is not the objective of the driving and energy recovery strategy to increase the state of charge of the
high-voltage battery to 100% during driving. This is what external charging is used for. If the state of
charge (SoC) is high, the energy from the high-voltage battery is used to keep the electrical part of
driving as high as possible or to drive purely using electrical means.
With a reducing state of charge, the proportion of electrical driving also reduces so that the
combustion engine, irrespective of the accelerator pedal position and the speed driven, is switched
on more often in order to take over the drive and charge the high-voltage battery. This range serves to
maintain the state of charge. If the state of charge continues to fall, e.g. by more frequent use of the
eBOOST function, the speed that can be driven by electrical means is reduced and the electrical drive
is accelerated. This reduction sets in depending on the driving style at a state of charge of approx.
10%.
226
Shortly before reaching a critical value, the energy for electric driving and the eBOOST function is
withdrawn in a linear fashion. The automatic engine start-stop function is also deactivated so that the
combustion engine can also charge the high-voltage battery at a standstill.
Example of energy recovery strategy in the F45 PHEV
Index Explanation
1 Electric journey
2 Energy recovery
4 eBOOST function
5 Threshold value for maintaining the state of charge
6 Range in which electric driving and eBOOST function are withdrawn
7 Range in which the state of charge is maintained
8 Energy withdrawal from the high-voltage battery
9 Energy generation during the journey
The threshold value from which the state of charge is maintained depends on several factors:
• Activation of SPORT mode

• Setting for maintaining the state of charge (Save Battery)
• Active route guidance of the navigation system.
As described in SPORT mode, the high-voltage battery is actively charged in order to be able to
provide sufficient electrical energy for the eBOOST function. The threshold value for maintaining the
state of charge of the high-voltage battery is therefore higher.
227
16.5.1. Maintaining the state of charge (Save Battery)

Should it become necessary, for example, to use the stored electrical energy at a later stage of the
journey, a corresponding selection for maintaining the state of charge (Save Battery) can be made via
the eDrive button. The prerequisites for the selection of the "Maintain state of charge" (Save Battery)
function are:
• Gear selector switch not in Sport.
The driving experience switch (ECO PRO, COMFORT or SPORT) has no influence on the availability.
The function is available for every state of charge of the high-voltage battery. However, the state of
charge has the following effect:
• If the state of charge is above 50%, this state of charge is maintained

• If the state of charge is below 50%, the state of charge is actively charged to 50%.
Maintain state of charge (Save Battery) can be activated via eDrive button in the F45 PHEV
Upon activation of the function the combustion engine switches on more frequently in order to be
able to maintain the state of charge of the high-voltage battery via the high-voltage starter motor
generator. An activation is already possible with a fully charged high-voltage battery. However, the
state of charge is reduced minimally in order to be able to absorb electrical energy during energy
recovery, for example.
The following events lead to the deactivation of the "Maintain state of charge" (Save Battery) function:
• Deactivation via iDrive

• SPORT driving mode is activated using the gear selector switch
• eDrive is activated using the eDrive button
• Terminal change.
228
The automatic engine start-stop function is available while the "Maintain state of charge" (Save
Battery) function is activated. If the current level of the state of charge equals the level to be
maintained, the combustion engine is shut down at a vehicle standstill. If the current level of the state
of charge is below the level to be maintained, the combustion engine is not shut down during a vehicle
standstill.
16.5.2. Route guidance of the navigation system

With active route guidance by the navigation system the route is analysed and the operating strategy
adapted to the topography. The navigation data of the individual distances permit a calculation of the
power required to cover the distances. Based on these power forecasts and the state of charge of the
high-voltage battery, a decision is made on whether the combustion engine or the electric motor is
used for this distance. The aim is to increase the electrical energy for the destination zone and the
urban environment. There are three situations which react proactively to the operating strategy:
1 Slow cruising zone

An attempt is made to guarantee electric driving in a slow cruising zone. If necessary, the high-
voltage battery must be actively charged beforehand.
2 Downhill gradients
With a fully charged high-voltage battery and oncoming downhill gradients, there is a reduction of
the state of charge in order to be able to use the entire electrical energy from the energy recovery
during the downhill gradient. The state of charge is reduced before the downhill gradient by the
high-voltage starter motor generator by providing support for the combustion engine (eBOOST
function).
3 Destination zone
An attempt is made to guarantee electric driving before reaching the destination and at the
destination. If necessary, the high-voltage battery must be actively charged beforehand.
Example of driving and energy recovery strategy using active route guidance in the F45 PHEV
229
Index Explanation
a Power forecast for the respective distance
1 Use of the electric motor
2 Use of the combustion engine
3 Built-up area
4 Cross-country journey
During the journey the driver receives a message in the energy flow diagram of the CID that the stored
electrical energy is provided for a later stage.
230
Bayerische Motorenwerke Aktiengesellschaft
Händlerqualifizierung und Training
Röntgenstraße 7
85716 Unterschleißheim, Germany

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TECHNICAL QUALIFICATION.

F45 PHEV HIGH-VOLTAGE COMPONENTS.

Information status and national-market versions

Additional sources of information

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

©2015 BMW AG, Munich

Information status: October 2015

3.1. Installation locations..................................................................................................................................................................................... 59

5. Electrical machine electronics....................................................................................................................................................................... 81

6. High-vol. starter motor generator........................................................................................................................................................ 110

6.1. Introduction............................................................................................................................................................................................................. 110

7. Convenience charging module................................................................................................................................................................. 120

8. High-voltage Battery Unit.................................................................................................................................................................................. 127

9. Charging the HV battery unit...................................................................................................................................................................... 129

10. Hybrid Brake System.................................................................................................................................................................................................. 151

10.4.1. Brake pedal travel sensor............................................................................................................................... 161

11. Low-voltage vehicle electrical sys...................................................................................................................................................... 166

12. Bus Systems............................................................................................................................................................................................................................... 172

13. Displays and Controls............................................................................................................................................................................................... 180

13.11. Acoustic pedestrian protection...............................................................................................................................................193

14. Climate Control...................................................................................................................................................................................................................... 195

15. Electrical heating................................................................................................................................................................................................................201

16. Operating strategy............................................................................................................................................................................................................211

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

Generations of the BMW hybrid cars

1.2. Identifying features

F45 PHEV exterior identifying features

F45 PHEV interior identifying features

1.3. Driving situations

1.4. Technical data

Transmission AISIN F21 250FT AISIN F22 350 AISIN F21

Combustion engine Unit BMW 218i BMW 225i BMW 225xe

Vehicle performances Unit BMW 218i BMW 225i BMW 225xe

Consumption and Unit BMW 218i BMW 225i BMW 225xe

Dimensions and Unit BMW 218i BMW 225i BMW 225xe

• Trailer tow hitch

The following equipment is part of the standard equipment:

• 6-speed automatic transmission

2.1. System overview

Overview of F45 PHEV drive

2.1.1. Technical data

Component Description Characteristic

Component Description Characteristic

2.1.2. Performance data

Torque diagram for 225i and 225xe

Power and torque graph

Output diagram for 225i and 225xe

2.1.3. Consumption data

Fuel consumption graphic for a conventional and a hybrid vehicle

• To increase system output

2.2. Modified B38 engine.

B38A15M0 engine in the F45 PHEV

2.2.1. Adaptations to the belt drive

Components from Replaced by Background

Vibration damper with disconnected belt pulley

Vibration damper with disconnected belt pulley in the F45 PHEV

2.2.2. Starting the B38 engine

The functions of the high-voltage starter motor generator include:

• Charging the high-voltage battery unit