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ST1911 G20 PHEV Complete Vehicle

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Ref

erenceManual

G20PHEV
COMPLETEVEHI
CLE

Techni
calTr
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enconsentofBMW ofNor
thAmeri
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Copyr
ight© 2019BMW ofNor
thAmer
ica,
LLC
Technical�training.
Product�information.
G20�PHEV�Complete�Vehicle.

BMW�Service
General�information

Symbols�used

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

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

Originally�Published:�April�2019

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.

The�information�contained�in�the�training�course�materials�is�solely�intended�for�participants�in�this
training�course�conducted�by�BMW�Group�Technical�Training�Centers,�or�BMW�Group�Contract
Training�Facilities.

This�training�manual�or�any�attached�publication�is�not�intended�to�be�a�complete�and�all�inclusive
source�for�repair�and�maintenance�data.�It�is�only�part�of�a�training�information�system�designed�to
assure�that�uniform�procedures�and�information�are�presented�to�all�participants.

For�changes/additions�to�the�technical�data,�repair�procedures,�please�refer�to�the�current�information
issued�by�BMW�of�North�America,�LLC,�Technical�Service�Department.

This�information�is�available�by�accessing�TIS�at�www.dealerspeed.net.

Additional�sources�of�information

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

• Owner's�Handbook
• Integrated�Service�Technical�Application
• Aftersales�Information�Research�(AIR)

The�information�contained�in�this�manual�is�not�to�be�resold,�bartered,�copied,�or�transferred
without�the�express�written�consent�of�BMW�of�North�America,�LLC�(“BMW�NA”).

©�2019�BMW�of�North�America,�LLC

The�BMW�name�and�logo�are�registered�trademarks.�All�rights�reserved.
G20�PHEV�Complete�Vehicle.
Contents.
1. Introduction............................................................................................................................................................................................................................................ 1
1.1. Training................................................................................................................................................................................................................................... 1
1.1.1. Performing�work�on�high-voltage�components.................................................................... 1
1.1.2. Work�in�the�high-voltage�battery�unit................................................................................................... 2
1.2. Positioning.........................................................................................................................................................................................................................2
1.3. Identifying�features..............................................................................................................................................................................................5
1.3.1. Exterior.................................................................................................................................................................................................. 5
1.3.2. Interior.................................................................................................................................................................................................... 6
1.4. Technical�data............................................................................................................................................................................................................. 7
1.5. Equipment......................................................................................................................................................................................................................... 8
1.6. Overview�of�changes�for�the�BMW�330i�G20........................................................................................................... 9
1.7. Overview�of�changes�for�the�BMW�330e�F30�PHEV................................................................................ 10

2. Drive�Components................................................................................................................................................................................................................ 11
2.1. Introduction................................................................................................................................................................................................................. 11
2.2. Modified�B46�engine................................................................................................................................................................................... 11
2.2.1. Belt�drive........................................................................................................................................................................................ 11
2.2.2. Vacuum�system...................................................................................................................................................................12
2.3. Fuel�supply.................................................................................................................................................................................................................. 13
2.3.1. Components�and�their�installation�location............................................................................ 14
2.3.2. System�wiring�diagram............................................................................................................................................17
2.3.3. Refuelling.......................................................................................................................................................................................18
2.3.4. Service�information....................................................................................................................................................... 20
2.4. Automatic�transmission........................................................................................................................................................................... 20
2.4.1. Introduction................................................................................................................................................................................20
2.4.2. Structure�and�function.............................................................................................................................................21
2.4.3. Service�information....................................................................................................................................................... 33

3. Electrical�Machine................................................................................................................................................................................................................. 34
3.1. Introduction................................................................................................................................................................................................................. 34
3.2. Repair.................................................................................................................................................................................................................................... 34
3.2.1. Safe�working�practices�for�working�on�a�high-voltage�system.................. 34
3.2.2. Procedure�after�an�accident........................................................................................................................... 39
3.2.3. Rescue�disconnect........................................................................................................................................................ 39
3.3. Designation�and�identification...................................................................................................................................................... 40
3.3.1. Designation�of�electrical�machines......................................................................................................40
3.3.2. Identification�of�the�electrical�machine..........................................................................................40
3.4. Technical�data......................................................................................................................................................................................................... 41
3.5. Installation�location......................................................................................................................................................................................... 42
3.6. Design.................................................................................................................................................................................................................................. 43
3.6.1. Rotor�and�stator................................................................................................................................................................. 43
G20�PHEV�Complete�Vehicle.
Contents.
3.6.2. Connections............................................................................................................................................................................. 44
3.6.3. Sensors............................................................................................................................................................................................ 46
3.6.4. Separation�clutch............................................................................................................................................................. 47
3.6.5. Additional�torsional�vibration�damper.............................................................................................. 48
3.7. Cooling............................................................................................................................................................................................................................... 49
3.8. Service�information.........................................................................................................................................................................................50

4. Electrical�Machine�Electronics...................................................................................................................................................................... 51
4.1. Introduction................................................................................................................................................................................................................. 51
4.2. Technical�data......................................................................................................................................................................................................... 52
4.3. Installation�location......................................................................................................................................................................................... 52
4.4. Connections............................................................................................................................................................................................................... 53
4.4.1. Low-voltage�connections.................................................................................................................................... 54
4.4.2. High-voltage�connections.................................................................................................................................. 56
4.4.3. High-voltage�cables..................................................................................................................................................... 58
4.4.4. Connection�for�potential�compensation�lines..................................................................... 65
4.4.5. Connections�for�coolant�lines...................................................................................................................... 65
4.4.6. Ventilation�holes.................................................................................................................................................................65
4.5. Tasks...................................................................................................................................................................................................................................... 66
4.6. DC/DC�converter................................................................................................................................................................................................ 67
4.7. Power�electronics�for�activation�of�the�electrical�machine............................................................... 70
4.8. High-voltage�power�management.......................................................................................................................................... 71
4.9. Voltage�supply�for�other�high-voltage�consumers........................................................................................ 72
4.10. Activating�the�electrical�vacuum�pump...........................................................................................................................72
4.11. Cooling............................................................................................................................................................................................................................... 73
4.11.1. Antifreeze�and�corrosion�inhibitor......................................................................................................... 77
4.11.2. Automated�coolant�bleeding�routine................................................................................................ 77

5. High-voltage�Battery�Unit....................................................................................................................................................................................... 79
5.1. Overview.......................................................................................................................................................................................................................... 79
5.1.1. Technical�data........................................................................................................................................................................80
5.1.2. Installation�location....................................................................................................................................................... 82
5.1.3. Equipotential�bonding.............................................................................................................................................. 84
5.1.4. System�wiring�diagram............................................................................................................................................85
5.1.5. Monitoring�functions...................................................................................................................................................86
5.2. External�features................................................................................................................................................................................................. 88
5.2.1. Labels..................................................................................................................................................................................................88
5.2.2. Electrical�connections.............................................................................................................................................. 89
5.3. Cooling�system..................................................................................................................................................................................................... 90
5.3.1. Overview......................................................................................................................................................................................... 91
G20�PHEV�Complete�Vehicle.
Contents.
5.3.2. Functions.......................................................................................................................................................................................93

6. Charging�the�High-voltage�Battery�Unit...................................................................................................................................... 95
6.1. Introduction................................................................................................................................................................................................................. 95
6.1.1. System�wiring�diagram............................................................................................................................................96
6.2. General�information�on�charging.............................................................................................................................................. 97
6.2.1. Introduction................................................................................................................................................................................97
6.2.2. Overview�of�charging�options...................................................................................................................... 98
6.2.3. Electric�Vehicle�Supply�Equipment�(EVSE)............................................................................ 98
6.2.4. Standard�charging�cable.................................................................................................................................... 99
6.2.5. Charging�stations...................................................................................................................................................... 102
6.2.6. What�must�be�observed�when�charging�the�high-voltage�battery
unit?...................................................................................................................................................................................................104
6.2.7. Charging�socket�at�the�vehicle.............................................................................................................. 105
6.2.8. Convenience�charging�electronics................................................................................................... 107
6.2.9. Power�electronics�in�the�convenience�charging�electronics.................... 114
6.2.10. Energy-optimized�charging�mode.....................................................................................................114

7. Hybrid�Brake�System.................................................................................................................................................................................................. 115
7.1. Introduction............................................................................................................................................................................................................. 115
7.2. System�overview............................................................................................................................................................................................ 116
7.3. Hydraulic�braking........................................................................................................................................................................................... 118
7.4. Regenerative�braking............................................................................................................................................................................... 119
7.4.1. Emergency�braking�function......................................................................................................................120
7.5. Distribution�of�hydraulically�and�regenerative�brake�force............................................................ 120

8. Low-voltage�Vehicle�Electrical�System..................................................................................................................................... 122
8.1. Voltage�supply....................................................................................................................................................................................................122
8.1.1. System�overview........................................................................................................................................................... 123
8.2. Start-up�system............................................................................................................................................................................................... 125
8.2.1. Starter�motor...................................................................................................................................................................... 125
8.2.2. Auxiliary�battery� ............................................................................................................................................................126
8.2.3. Battery�charging�unit............................................................................................................................................. 127
8.2.4. Jump�start�terminal�point............................................................................................................................... 127
8.3. Terminal�control�for�driving�readiness.......................................................................................................................... 128

9. Bus�Systems............................................................................................................................................................................................................................... 130
9.1. New�schematic�diagram..................................................................................................................................................................... 130
9.2. Bus�overview.........................................................................................................................................................................................................133
9.3. New�control�units.......................................................................................................................................................................................... 135
9.3.1. Electrical�machine�electronics�(EME).......................................................................................... 136
G20�PHEV�Complete�Vehicle.
Contents.
9.3.2. Battery�management�electronics�(SME)................................................................................. 136
9.3.3. Cell�Supervision�Circuit�(CSC)................................................................................................................136
9.3.4. Electric�A/C�compressor�(EKK)............................................................................................................. 137
9.3.5. Electrical�Heating�(EH)........................................................................................................................................ 137
9.3.6. Intelligent�Battery�Sensor�2�(IBS2).................................................................................................. 137
9.3.7. Hybrid�pressure�refuelling�electronic�control�unit�(TFE).................................137
9.3.8. Convenience�charging�electronics�(KLE).............................................................................138
9.3.9. Battery�Charging�Unit�(BCU)..................................................................................................................... 138
9.3.10. Vehicle�Sound�Generator�(VSG)........................................................................................................... 139
9.4. Adapted�control�units............................................................................................................................................................................. 141

10. Display�and�Operating�Concept............................................................................................................................................................. 142


10.1. Driving�modes.....................................................................................................................................................................................................142
10.1.1. Overview.................................................................................................................................................................................... 142
10.1.2. HYBRID........................................................................................................................................................................................ 143
10.1.3. ELECTRIC............................................................................................................................................................................... 145
10.1.4. SPORT..........................................................................................................................................................................................146
10.1.5. ADAPTIVE............................................................................................................................................................................... 148
10.2. BATTERY�CONTROL............................................................................................................................................................................. 148
10.3. Displays�in�the�instrument�cluster......................................................................................................................................148
10.3.1. Displays�of�operating�conditions.........................................................................................................148
10.3.2. Display�modes.................................................................................................................................................................. 150
10.4. Displays�in�Central�Information�Display..................................................................................................................... 151
10.5. "Ready�to�drive"�mode......................................................................................................................................................................... 151
10.6. Load�point�increase................................................................................................................................................................................... 152
10.7. Load�point�reduction............................................................................................................................................................................... 152
10.8. "Coasting"�function................................................................................................................................................................................... 152
10.9. Hybrid-specific�Check�Control�messages............................................................................................................. 153

11. Operating�Strategy.......................................................................................................................................................................................................... 154


11.1. Adaptive�recuperation............................................................................................................................................................................ 154
11.1.1. Introduction........................................................................................................................................................................... 154
11.1.2. Functional�principle.................................................................................................................................................. 154
11.1.3. System�components.............................................................................................................................................. 159
11.1.4. Displays�and�operation....................................................................................................................................... 161
11.1.5. US�version............................................................................................................................................................................... 162
11.2. Anticipatory�hybrid�drive.................................................................................................................................................................... 163

12. Climate�Control...................................................................................................................................................................................................................... 165


12.1. System�overview............................................................................................................................................................................................ 165
12.2. Electric�A/C�compressor....................................................................................................................................................................169
G20�PHEV�Complete�Vehicle.
Contents.
12.3. Stationary�cooling........................................................................................................................................................................................ 170

13. Electrical�Heating.............................................................................................................................................................................................................. 171


13.1. Installation�locations�and�connections........................................................................................................................ 174
13.2. Operating�principle..................................................................................................................................................................................... 176
13.2.1. Low�coolant�temperature................................................................................................................................ 176
13.2.2. Coolant�temperature,�high............................................................................................................................ 176
13.2.3. Heating�control................................................................................................................................................................ 176
13.2.4. Antifreeze�and�corrosion�inhibitor..................................................................................................... 179
13.2.5. Automated�coolant�bleeding�routine............................................................................................ 180
G20�PHEV�Complete�Vehicle.
1.�Introduction.
As�an�innovative�plug-in�hybrid,�the�new�BMW�330e�Sedan�combines�the�best�of�two�worlds�and
exudes�special�innovative�strength�and�modern�sportiness.�The�BMW�eDrive�electric�motor�enables
extremely�efficient�driving�with�zero�local�emissions.�At�the�same�time,�the�BMW�330e�Sedan�is
characterized�by�its�typical�BMW�driving�dynamics.

When�the�electric�drive�and�the�BMW�TwinPower�Turbo�4-cylinder�gasoline�engine�work�together,�the
vehicle�achieves�particularly�high�agility�and�an�impressive�performance.

Basic�information�on�the�topic�of�high-voltage�technology�can�be�found�in�the�listed�documents:

Basic�information

• I01�Complete�Vehicle�Reference�Manual
• High-voltage�Safe�Working�Practices�Reference�Manual

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�exact�repair�instructions.

1.1.�Training
Qualification�to�work�on�the�high-voltage�system�of�the�G20 PHEV�(Hybrid�Generation�4.0)�can
be�acquired�via�the�respective�web-based�training�if�the�service�employee�meets�the�following
prerequisites:

1.1.1.�Performing�work�on�high-voltage�components

• Valid�"High-voltage�Components"�certification�for�another�vehicle
of�hybrid�generation 3.0�with�combustion�engine

AND
• Valid�"High-voltage�Components"�certification�for�another�vehicle
of�hybrid�generation 4.0�with�combustion�engine.

1
G20�PHEV�Complete�Vehicle.
1.�Introduction.
1.1.2.�Work�in�the�high-voltage�battery�unit

• Valid�"G20 PHEV�High-voltage�Battery"�certification�WBT

AND
• Valid�"High-voltage�Battery�Unit"�certification�for�another�vehicle�of�high-voltage�battery�unit
generation 3.0�and�4.0.

As�the�list�indicates,�a�first-time�qualification�for�hybrid�generation 4.0�can�be�acquired�via�web-
based training�if�the�relevant�valid�qualification�for�hybrid�generation 3.0�has�already�been�obtained.
Face-to-face�training�specifically�for�qualification�for�hybrid�generation 4.0�is�not�required.

1.2.�Positioning
With�the�new�BMW�330e,�BMW�is�adding�another�innovative�model�type�to�The�Ultimate�Driving
Machine.�It�is�another�vehicle�of�the�new�Hybrid�Generation�4.0,�which�have�primarily�higher�ranges
than�their�predecessors.

The�BMW�330e,�with�the�development�code�G20�PHEV,�is�based�on�the�G20.

Technically,�hybrid�generation 4.0�is�mostly�based�on�the�drive�technology�used�in�the�BMW
iPerformance�models�(Hybrid�Generation 3.0).�The�G20�PHEV�is�a�full�hybrid�vehicle�with�lithium-ion
high-voltage�battery�unit,�which�can,�for�example,�be�charged�via�an�AC�domestic�socket�outlet.

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

The�continuous�further�development�of�hybrid�drive�systems�as�part�of�Efficient�Dynamics�is�aimed
at�increasing�the�share�of�electrical�power�used�in�driving.�In�order�to�guarantee�the�brand-typical
dynamics,�unrestricted�everyday�practicality�and�the�greatest�possible�long-distance�capability,
the�BMW�Group�relies�on�so-called�high�electrification.�Special�features�of�the�future�Power�eDrive
technology�include�significantly�more�powerful�electrical�machines�as�well�as�a�doubling�the�capacity
of�the�high-voltage�battery�unit.

2
G20�PHEV�Complete�Vehicle.
1.�Introduction.

G20�PHEV�hybrid�drive

Index Explanation
1 Combustion�engine�B46B20O1
2 Electric�Motor�Electronics�(EME)
3 Electric�motor
4 Automatic�transmission�GA8P75HZ
5 High-voltage�battery�unit
6 Convenience�charging�electronics�(KLE)
7 Charging�socket
8 Electrical�Heating�(EH)

The�drive�system�of�the�G20 PHEV�comprises�a�4-cylinder�gasoline�engine�with�TwinPower�turbo
technology�(B46B20O1),�an�8-speed�automatic�transmission�(GA8P75HZ)�with�an�integrated
electrical�machine.�The�main�advantage�of�the�hybrid�technology�used�in�the�G20�PHEV�is�of�course
the�further�increase�in�drive�power�compared�with�the�conventionally�powered�BMW�3�Series,�together
with�lower�fuel�consumption.

The�electric�drive�of�the�G20�PHEV�enables�all-electric�driving�and�thus�emission-free�driving�at
speeds�up�to�140 km/h�(87�mph).�The�maximum�electric�range�is�66�km�(41�miles).

The�driving�and�drive�system�modes�have�been�merged�and�simplified.�With�the�newly�assigned
Driving�Experience�Control�in�the�G20�PHEV,�the�driving�modes�ADAPTIVE,�SPORT,�HYBRID�and
ELECTRIC�can�be�selected.�Each�of�the�last�two�driving�modes�can�be�individualized�with�regard�to
efficiency�or�dynamics.�With�the�ELECTRIC�driving�mode,�the�G20�PHEV�runs�with�all-electric�driving
at�up�to�140 km/h�(87�mph).

3
G20�PHEV�Complete�Vehicle.
1.�Introduction.
An�innovation�is�the�XtraBoost�featured�as�standard�in�the�new�BMW�330e�Sedan,�which�lends�the
vehicle�its�most�dynamic�character.�Upon�activation�of�SPORT�mode�it�can�be�quickly�called�up�using
the�driving�experience�switch.�To�support�the�combustion�engine�in�dynamic�driving�situations,�the
electric�motor�with�the�XtraBoost�delivers�up�to�30�kW(41�hp)�in�addition�to�its�continuous�output.
This�means�that�the�drive�characteristics�typical�of�the�BMW�3�Series�Sedan�are�available.�This
includes�for�the�first�time�in�a�hybrid�model�from�BMW�an�extremely�sporty�yet�precise�accelerator
pedal�characteristic�curve,�as�well�as�a�specific�shift�program�of�the�8-speed�Steptronic�transmission
including�braking�downshifts.�The�clearly�noticeable�Boost�function�ensures�superior�traction,�thus
creating�a�unique�and�very�sporty�driving�experience.�The�XtraBoost�can�be�used�up�to�the�minimum
state�of�charge�of�the�high-voltage�battery�unit.�It�is�also�available�for�a�kickdown,�as�well�as�in�the�M/S
switch�position�of�the�selector�lever.

As�already�mentioned,�the�G20�PHEV�is�a�BMW�Hybrid�Generation�4.0�vehicle.�All�vehicles�of�this
generation�and�Generation�3.0�are�both�plug-in�hybrid�vehicles�and�full�hybrid�vehicles�with�a�lithium-
ion�high-voltage�battery�unit.�The�Generation�3.0�and�Generation�4.0�vehicles�are�listed�below�in�a
graphic�based�on�the�information�available�in�April�2019.

BMW�hybrid�vehicles�from�2014

Index Explanation
1 The�BMW X5 xDrive40e�(development�code�F15 PHEV)�became�available�at
the�end�of�2015.
2 The�BMW�330e�(development�code�F30 PHEV)�is�available�as�of�spring�2016.
3 The�BMW 740e,�and�740e�xDrive�(development�code�G12 PHEV)�are�available
as�of�summer�2016.
4 The�BMW�530e�(development�code�G30 PHEV)�is�available�as�of�spring�2017.
5 The�BMW 745e,�and�745e�xDrive�(development�code�G12 LCI�PHEV)�are
available�as�of�summer�2019.
6 The�BMW�330e�(development�code�G20 PHEV)�is�available�early�2020.

4
G20�PHEV�Complete�Vehicle.
1.�Introduction.
1.3.�Identifying�features

1.3.1.�Exterior
The�model�designation�"iPerformance"�and�the�associated�exterior�identifying�features�are�no�longer
used�for�vehicles�of�hybrid�generation 4.0.

G20�PHEV,�identifying�features�of�exterior�trim

Index Explanation
1 Charging�socket�cover
2 Model�designation�"330e"�on�the�trunk�on�the�right
3 Acoustic�cover�with�"eDrive"�inscription

The�acoustic�cover�of�the�combustion�engine�is�significantly�more�unobtrusive�with�a�smaller�"eDrive"
model�inscription.�The�following�exterior�identifying�features�are�no�longer�used:

• "eDRIVE"�inscription�on�both�C-pillars
• Hub�cap�with�blue�identification
• "i"�inscription�on�both�front�side�panels
• Blue�marking�of�the�air�flaps.

5
G20�PHEV�Complete�Vehicle.
1.�Introduction.
1.3.2.�Interior
The�interior�equipment�of�the�G20�PHEV�also�differs�from�the�conventional�G20�in�various�features.

G20�PHEV�interior�identifying�features

Index Explanation
1 Hybrid-specific�displays�in�the�instrument�cluster�(KOMBI)
2 eDRIVE�menus�in�the�Central�Information�Display�(CID)
3 Refuelling�button
4 Driving�Experience�Control�with�the�SPORT,�HYBRID,
ELECTRIC�and�ADAPTIVE�driving�modes

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�installation
location�of�the�refuelling�button�is�in�the�front,�bottom�part�of�the�door�trim�panel�on�the�driver's�side.

The�interior�space�of�the�G20�PHEV�remains�unchanged�compared�with�the�G20.�With�the�fuel�tank
in�the�luggage�compartment,�the�luggage�compartment�capacity�in�the�G20 PHEV�is�reduced�by
approximately�100 liters.

6
G20�PHEV�Complete�Vehicle.
1.�Introduction.
1.4.�Technical�data
The�following�table�provides�an�overview�of�the�technical�data�of�the�G20�PHEV�330e�compared�with
the�G20�330i�and�the�F30�PHEV�330e.

Combustion Unit BMW�330i BMW�330e BMW�330e


engine G20 F30�PHEV G20�PHEV
and�transmission
Engine B46B20O1 B48B20M0 B46B20O1
designation
Design R4 R4 R4
Number�of�valves 4 4 4
per�cylinder
Displacement [cc] 1998 1998 1998
Transmission 8HP51 GA8P75HZ GA8P75HZ
Drive Rear Rear Rear
Maximum�power, [HP] 255 180 184
combustion [rpm] 5000�–�6500 5000�–�6500 5000�–�6500
engine
Maximum�torque [ft-lb] 295 214 221
of�combustion [rpm] 1550�–�4400 1350�–�4250 1350�–�4000
engine
Complete�system [HP] 252 252
performance
High-voltage Lithium-ion Lithium-ion
battery�unit
Engine GC1P25A GC1P25A
identification
e-motor
Electrical�machine [HP] 88 111
peak�power
Maximum�torque, [ft-lb] 185 195
electrical�machine

Vehicle Unit BMW�330i BMW�330e BMW�330e


performances G20 F30�PHEV G20�PHEV
Acceleration [s] 5.6 5.9 5.9
0�to�60�mph
Maximum�speed [mph] 155 140 143
Vmax�electric [mph] 75 87
Electrical�range mi up�to�25 up�to�41

7
G20�PHEV�Complete�Vehicle.
1.�Introduction.
Consumption Unit BMW�330i BMW�330e BMW�330e
and�emissions G20 F30�PHEV G20�PHEV
Average�fuel [l/100 5.8 1.9 1.6
consumption km]
basic�vehicle*
Average�CO [g/km] 132 44 37
emissions�basic
vehicle*

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


weights G20 F30�PHEV G20�PHEV
US�vehicle�curb [lbs] 3589 3915 N/A
weight
Payload�US [lbs] 827 780 N/A
Fuel�tank�capacity [l] 59 41 40
Luggage [l] 480 370 375
compartment
volume

*�Values�may�increased,�depending�on�the�equipment.

1.5.�Equipment
The�G20 PHEV�and�G20�differ�not�only�in�the�technical�data�but�also�in�the�range�of�optional
equipment�offered.�The�most�important�optional�equipment�which�is�offered�exclusively�in�the
G20�is�briefly�summarized�below:

• M�sports�suspension�(OE�704)
• M�Sport�differential�(SA�2T4)

8
G20�PHEV�Complete�Vehicle.
1.�Introduction.
1.6.�Overview�of�changes�for�the�BMW�330i�G20
Some�components/systems�were�modified�for�use�in�the�G20�PHEV.�The�most�important�changes�are
listed�in�the�following�table:

BMW�330i BMW�330e
Performance B46�Engine�(255�hp) B46�Engine/Electric�Drive�(252�hp)
Vacuum�pump Mechanical�vacuum�pump Additional�electrical�vacuum�pump
in�the�chain�drive
Fuel�tank Fuel�tank�in�front�of�the Pressurized�fuel�tank�below�the�luggage
rear�axle compartment
Automatic GA8HP50Z�torque GA8P75HZ�Electrical�machine,�dual-mass
transmission converter�with�converter flywheel�and�separation�clutch
lockup�clutch
Transmission�oil Only�mechanical Mechanical�and�electrical�transmission�oil
pump transmission�oil�pump pump
Brakes Conventional�brake Hybrid�brake�system�with�modified�DSC�unit,
system brake�pedal�angle�sensor�and�brake�vacuum
sensor
12 V�voltage�supply Vehicle�battery�in Vehicle�battery�in�luggage�compartment
luggage�compartment, center,�auxiliary�battery�luggage
auxiliary�battery�in�engine compartment,�right�(starter�system)
compartment�(vehicle
electrical�system�support)
Alternator Conventional�alternator Electric�Motor�Electronics�(EME)
Air�conditioning Mechanical�air Electric�A/C�compressor�(EKK)�(high-voltage)
compressor conditioning�compressor
Heating Conventional Electrical�Heating�(EH)�(high-voltage)

9
G20�PHEV�Complete�Vehicle.
1.�Introduction.
1.7.�Overview�of�changes�for�the�BMW�330e�F30�PHEV
The�following�table�provides�an�overview�of�the�changes�to�the�G20�PHEV�in�comparison�with�the�F30
PHEV:

Component�/�system F30�PHEV G20�PHEV


BMW 330e�iPerformance BMW�330e
Performance�(Combined B48B20M0 B46B20O1
System�Power) (252�hp) (252�hp)
Vehicle�Sound�Generator Separate�control�unit�with Function�takeover�by�Receiver
(VSG) integrated�loudspeakers�on Audio�Module�(RAM)�with
the�K�CAN3 connected�loudspeakers
Driving�and�drive�system 3�driving�modes 4�driving�modes�and
modes (ECO�PRO,�COMFORT, BATTERY�CONTROL,
SPORT) can�be�partially�individualized
3�drive�system�modes
(AUTO�eDrive,�MAX�eDrive,
BATTERY�CONTROL),
all�can�be�combined
High-voltage�battery�unit Generation�3.0 Generation�4.0
cell�capacity�26 Ah cell�capacity�34 Ah
Low-temperature�cooling 2�electric�coolant�pumps 1�electric�coolant�pump
circuit (each�80�W) (130�W)
2�coolant�radiators 1�coolant�radiator
Incorporation�of�the�indirect
integrated�charge�air�cooler
and�the�coolant-based�air
conditioning�condenser

Detailed�information�on�the�alterations�to�the�high-voltage�battery�unit�can�be�found�in�the�product
information�ST1927�High-voltage�Battery�SP41.

10
G20�PHEV�Complete�Vehicle.
2.�Drive�Components.
2.1.�Introduction
In�the�G20 PHEV,�the�B46B20O1�is�an�element�of�the�BMW�hybrid�drive.�The�4-cylinder�engine,
which�generates�power�of�135 kW�(180 hp)�and�a�maximum�torque�of�300 Nm,�guarantees�more
sustainability�and�efficiency.

2.2.�Modified�B46�engine
For�use�in�the�G20 PHEV,�the�B46�engine�and�its�periphery�have�been�modified.

Details�of�the�individual�modifications�are�provided�in�the�following:

Component Modification Explanation


Air�conditioning�compressor Electric�A/C�compressor As�the�combustion�engine�is�not
(EKK) active�during�electric�driving,�it
cannot�power�the�air�conditioning
compressor.�This�is�why�an
electrically�driven�A/C�compressor
is�used.
Alternator Electrical�Machine The�Electrical�Machine�Electronics
Electronics�(EME)�with converts�the�high�voltage�into�low
integrated�DC/DC�converter voltage�using�the�integrated�DC/
DC�converter�and�supplies�the
12�V�vehicle�electrical�system.
Mechanical�vacuum�pump Electrical�vacuum�pump As�the�combustion�engine�is�not
active�during�electric�driving,�it
cannot�power�the�mechanical
vacuum�pump.�This�is�why�an
electrical�vacuum�pump�is�also
used�in�addition�to�the�mechanical
vacuum�pump.

2.2.1.�Belt�drive
For�deployment�in�the�G20�PHEV,�the�belt�drive�has�been�modified�compared�to�the�B46TU�engine�in
a�conventional�vehicle.�The�elimination�of�the�alternator�and�mechanical�air�conditioning�compressor
enabled�a�reduction�in�the�width�of�the�belt�from�6�ribs�to�3�ribs.

The�vibration�damper�has�also�been�adapted�to�the�modified�belt�drive.�A�viscous�vibration�damper
with�rigid�belt�pulley�is�deployed.

11
G20�PHEV�Complete�Vehicle.
2.�Drive�Components.

G20�PHEV�belt�drive�B46B20O1

Index Explanation
1 Viscous�vibration�damper�with�rigid�belt�pulley
2 Coolant�pump�belt�pulley
3 Tensioning�pulley
4 Elastic�belt

The�belt�is�tensioned�via�an�eccentric�tensioning�pulley�mounted�on�the�component�carrier.�The�dust-
protected�tensioning�device�is�located�under�a�cover�on�the�tensioning�pulley.

A�belt�that�is�not�tensioned�in�line�with�accepted�technical�principles�can�lead�to�loss�of�function�of�the
driven�component�or�to�damage.�The�notes�and�instructions�in�the�current�repair�instructions�therefore
apply.

2.2.2.�Vacuum�system
Various�components�of�the�G20 PHEV�are�shown�with�a�vacuum�supply.�The�B46�engine�generates
the�required�vacuum�using�a�mechanical�vacuum�pump.�As�the�vacuum�supply�must�also�be
guaranteed�in�phases�in�which�the�B46�engine�is�not�active,�the�vacuum�system�has�been�enhanced
with�an�electrical�vacuum�pump.�As�soon�as�the�value�in�the�vacuum�system�drops�below�a�certain
threshold,�the�electrical�vacuum�pump�is�activated.�The�vacuum�is�measured�by�a�pressure�sensor�in
the�brake�servo,�which�is�already�known�from�vehicles�with�an�automatic�engine�start-stop�function.

12
G20�PHEV�Complete�Vehicle.
2.�Drive�Components.
The�following�graphic�provides�an�overview�of�the�respective�components:

G20 PHEV�vacuum�system

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

2.3.�Fuel�supply
For�the�operation�of�the�combustion�engine,�the�G20 PHEV�is�equipped�with�a�pressurized�fuel
tank.�As�a�result�during�purely�electric�driving�it�is�guaranteed�that�the�gasoline�fumes�remain�in�the
pressurized�fuel�tank.�Only�with�the�operation�of�the�combustion�engine�is�fresh�air�drawn�in�by�the
carbon�canister�for�purging�and�the�gasoline�fumes�are�directed�to�the�combustion�chamber.

13
G20�PHEV�Complete�Vehicle.
2.�Drive�Components.
2.3.1.�Components�and�their�installation�location

G20 PHEV�components�of�the�fuel�supply�in�European�version

Index Explanation
1 Carbon�canister
2 Pressurized�fuel�tank�(in�cast�aluminum�housing)
3 Fuel�filler�flap�with�cover
4 Fuel�tank�isolation�valve
5 Cable�for�emergency�release�of�the�fuel�filler�flap
6 Tank�vent�valve
7 Digital�Motor�Electronics�(DME)

14
G20�PHEV�Complete�Vehicle.
2.�Drive�Components.
Fuel�tank�isolation�valve

The�fuel�tank�isolation�valve�is�opened�to�reduce�the�tank�pressure�during�driving�if�the�system�limit�is
reached.�In�parked,�this�is�achieved�by�a�mechanical�valve�which�is�integrated�in�the�fuel�tank�isolation
valve.�It�is�additionally�opened�before�refuelling�to�ventilate�the�pressurized�fuel�tank.

The�fuel�tank�isolation�valve�is�opened�during�current�supply.�In�the�event�of�a�crash�there�is�no�active
power�supply�to�the�fuel�tank�isolation�valve�(it�remains�closed)�and�no�fault�memory�entry�is�set�by�the
TFE.�This�does�not�prevent�subsequent�refuelling�of�the�vehicle�or�other�functions�(purging,�etc.)�as
long�as�the�components�involved�(e.g.�pressure-temperature�sensor)�are�undamaged.

Fuel�tank�non-return�valve

The�fuel�tank�shutoff�valve�is�additionally�used�for�US�version�vehicles.�This�is�necessary�to�perform
legally�required�tank�leak�diagnosis.�The�fuel�tank�shutoff�valve�is�closed�when�power�is�supplied.

Pressurized�fuel�tank

G20 PHEV�pressurized�fuel�tank

Index Explanation
1 Pressurized�fuel�tank�made�from�stainless�steel
2 Cast�aluminum�upper�housing�section
3 Cast�aluminum�lower�housing�section

The�G20 PHEV�has�the�high-voltage�battery�unit�in�the�normal�fuel�tank�packaging�space�(below
the�rear�seat�bench).�This�has�lowered�the�center�of�gravity,�and�the�luggage�compartment�can�be
used�more�efficiently�(flat�loading�floor,�through-loading�system).�The�pressurized�fuel�tank�with�a

15
G20�PHEV�Complete�Vehicle.
2.�Drive�Components.
fuel�tank�capacity�of�40 liters�was�integrated�below�the�luggage�compartment.�It�is�located�in�a�cast
aluminum�housing�which�is�mounted�to�the�body.�The�housing�improves�the�body�stiffness�and�crash
performance.

16
G20�PHEV�Complete�Vehicle.
2.�Drive�Components.
2.3.2.�System�wiring�diagram

G20 PHEV,�system�wiring�diagram�for�fuel�supply

17
G20�PHEV�Complete�Vehicle.
2.�Drive�Components.
Index Explanation
1 Integrated�supply�module
2 Digital�Motor�Electronics�(DME)
3 Shutoff�valve�purge�air�line�(only�for�US�version)
4 Body�Domain�Controller�(BDC)
5 Fuel�filler�flap�lock
6 Power�distribution�box,�rear
7 Fuel�pump�control�electronics
8 Hybrid�pressure�refuelling�electronic�control�unit�(TFE)
9 Fuel�tank�isolation�valve�(only�for�US�version)
10 Electric�fuel�pump
11 Pressure/Temperature�sensor
12 Fuel�tank�isolation�valve�(only�for�European�version)
13 Fuel�tank�shutoff�valve�(only�for�US�version)
14 Lever�sensor�for�fuel�level
15 Advanced�Crash�Safety�Module�(ACSM)
16 Power�window�motor,�driver's�side�(supply�for�LED�refuelling�button�)
17 Refuelling�button
18 Instrument�cluster�(KOMBI)
19 Power�distribution�box,�front�left

In�the�event�of�a�crash,�the�fuel�pump�control�electronics�immediately�disconnect�the�power�supply
to�the�fuel�pump�drive.�The�fuel�pump�control�electronics�receive�the�information�for�this�from�the
Advanced�Crash�Safety�Module�ACSM.

2.3.3.�Refuelling
The�pressurized�fuel�tank�must�be�vented�before�refuelling.�To�initiate�the�refuelling�procedure,�the
button�in�the�driver's�door�first�needs�to�be�operated.�The�button�is�not�active�when�the�vehicle�is
in�"PARK"�mode.�The�status�of�the�button�is�evaluated�by�the�hybrid�pressure�refuelling�electronic
control�unit.

18
G20�PHEV�Complete�Vehicle.
2.�Drive�Components.

G20 PHEV�refuelling�button

The�hybrid�pressure�refuelling�electronic�control�unit�TFE�uses�a�pressure�temperature�sensor�in
the�fuel�tank�to�monitor�the�current�operating�condition�and�then�controls�the�pressure�reduction�by
opening�the�valves�in�the�tank�ventilation�path.

After�completing�pressure�reduction,�the�controller�drive�for�the�fuel�filler�flap�lock�is�activated�and
the�fuel�filler�flap�and�fuel�filler�cap�can�be�opened�manually.�If�the�fuel�filler�flap�is�not�opened�within
several�minutes,�it�is�automatically�locked�again.�The�position�of�the�fuel�filler�flap�is�identified�using�a
hall�effect�sensor.

The�fuel�vapors�are�temporarily�stored�in�the�carbon�canister�during�refuelling.�The�stored�vapors�are
routed�into�the�engine�only�when�the�combustion�engine�is�running�and�with�activated�purging.

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�pressure�build-up.

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

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

19
G20�PHEV�Complete�Vehicle.
2.�Drive�Components.
2.3.4.�Service�information
The�combustion�engine�can�be�started�with�the�vehicle�at�a�standstill,�for�example�for�an�exhaust-gas
test.�To�achieve�this,�with�activated�driving�readiness,�the�brake�and�accelerator�must�be�pressed�while
drive�position�P�or�N�is�engaged.�The�driver's�door�must�then�be�opened�to�prevent�a�switch-off�of�the
combustion�engine.

2.4.�Automatic�transmission

2.4.1.�Introduction
The�automatic�transmission�GA8P75HZ�of�the�G20 PHEV,�which�is�based�on�the�transmission
introduced�in�the�F07�at�the�end�of�2009�(GA8HP70Z),�is�also�manufactured�by�ZF.

If�you�have�already�taken�part�in�the�training�for�the�2nd�generation�of�BMW�ActiveHybrid�vehicles,�you
will�already�be�familiar�with�the�GA8P70HZ�transmission�used�there.�The�structure�of�the�automatic
transmission�GA8P75HZ�of�the�G20 PHEV�is�similar.

GA8P75HZ�transmission

20
G20�PHEV�Complete�Vehicle.
2.�Drive�Components.
2.4.2.�Structure�and�function

Overview

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

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

The�hybrid�area�in�the�GA8P75HZ�transmission�can�be�divided�into�5�components:

• Dual-mass�flywheel
• Additional�torsional�vibration�damper
• Separation�clutch
• Electric�motor
• Electrical�transmission�oil�pump�for�supplying�oil�pressure
when�transmission�input�shaft�is�idle.

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

21
G20�PHEV�Complete�Vehicle.
2.�Drive�Components.

GA8P75HZ�transmission

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

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

22
G20�PHEV�Complete�Vehicle.
2.�Drive�Components.

Schematic�structure�of�the�GA8P75HZ�transmission

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

23
G20�PHEV�Complete�Vehicle.
2.�Drive�Components.
Dual-mass�flywheel

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

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

To�isolate�these�torsional�vibrations�a�dual-mass�flywheel�is�used�in�the�automatic�transmission�of�the
G20 PHEV.�The�dual-mass�flywheel�establishes�the�mechanical�connection�between�the�crankshaft
of�the�combustion�engine�and�the�electrical�machine.�It�consists�of�a�torsional�vibration�damper�and�a
centrifugal�pendulum.

The�dual-mass�flywheel�weighs�approximately�11 kg/24�lbs�and�can�be�replaced�separately�in�the
event�of�a�fault.

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

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

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

24
G20�PHEV�Complete�Vehicle.
2.�Drive�Components.

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

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

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

Electric�motor

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

25
G20�PHEV�Complete�Vehicle.
2.�Drive�Components.
Further�information�on�the�electrical�machine,�the�additional�torsional�vibration�damper�and�the
separation�clutch�can�be�found�in�the�chapter�entitled�"Electrical�Machine".

Electrical�machine�in�the�GA8P75HZ�transmission

Index Explanation
1 Electric�motor

Shift�elements

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

• 2�fixed�multidisc�brakes�(brakes�A�and�B)
• 3�rotary�multidisc�clutches�(clutches�C,�D�and�E).

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

The�clutches�and�brakes�are�closed�hydraulically.�For�this�purpose,�oil�pressure�is�applied�to�a�piston
enabling�it�to�press�the�disc�sets�together.

26
G20�PHEV�Complete�Vehicle.
2.�Drive�Components.

Overview�of�the�GA8P75HZ�transmission

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

The�shift�elements�of�the�GA8P75HZ�transmission�correspond�in�number�and�arrangement�to�those�of
the�GA8HP70Z�transmission.�The�8�gears�are�triggered�in�the�same�way.

27
G20�PHEV�Complete�Vehicle.
2.�Drive�Components.
The�following�table�shows�what�shift�element�is�closed�in�what�gear:

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


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

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

Mechatronics�module

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

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

28
G20�PHEV�Complete�Vehicle.
2.�Drive�Components.

Mechatronics�module�GA8P75HZ�transmission

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

29
G20�PHEV�Complete�Vehicle.
2.�Drive�Components.
Oil�supply

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

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

It�is�a�conventional�pressure�circulating�system.�In�addition�to�the�mechanical�transmission�oil�pump
known�from�the�GA8HP70Z,�an�auxiliary�electrical�transmission�oil�pump�was�integrated�into�the
automatic�transmission�of�the�G20 PHEV.

Transmission�oil�pump�GA8P75HZ�transmission

Index Explanation
1 Mechanical�transmission�oil�pump
2 Electrical�transmission�oil�pump

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

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

30
G20�PHEV�Complete�Vehicle.
2.�Drive�Components.
The�auxiliary�electric�transmission�oil�pump�is�a�vane-type�compressor,�like�the�mechanical
transmission�oil�pump.�It�is�driven�by�a�brushless�direct�current�motor.�The�control�electronics
are�integrated�in�the�housing�of�the�auxiliary�electric�oil�pump�and�are�activated�by�the�electronic
transmission�control�(EGS).�The�electrical�transmission�oil�pump�can�be�operated�as�of�a�transmission
oil�temperature�of�-5 °C�(23 °F).�In�special�cases,�such�as�in�the�event�of�a�failure�of�the�electrical
machine,�the�electrical�transmission�oil�pump�can�be�operated�from�a�temperature�of�-15 °C�(5 °F)�in
an�emergency�operation,�in�order�to�close�the�separation�clutch.�This�enables�the�driver�to�continue
the�journey,�also�in�the�event�of�failure�of�the�electrical�machine.

In�the�GA8P75HZ�transmission,�the�electrical�oil�pump�occupies�the�space�of�the�hydraulic�pressure
accumulator�known�from�the�GA8HP70Z.�Like�the�hydraulic�pressure�accumulator,�the�electrical
transmission�oil�pump�can�also�be�replaced�in�the�event�of�a�fault.

Installation�location�of�electrical�transmission�oil�pump�GA8P75HZ�transmission

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

31
G20�PHEV�Complete�Vehicle.
2.�Drive�Components.
Oil�cooling

Engine�oil�cooling�GA8P75HZ�transmission

Index Explanation
1 Transmission�oil�cooler
2 Electric�motor
3 Connection�of�transmission�oil�lines�(for�cooling�the�electrical�machine)
4 Automatic�transmission
5 Connection�of�transmission�oil�lines�(for�cooling�the�automatic�transmission)
6 Transmission�oil�thermostat

There�is�an�additional�transmission�oil�cooler�in�front�of�the�coolant�radiator.�With�the�aid�of�a
thermostat,�the�oil�circuit�is�directed�through�the�transmission�oil�cooler�when�corresponding
transmission�oil�temperatures�are�reached.

32
G20�PHEV�Complete�Vehicle.
2.�Drive�Components.
2.4.3.�Service�information

Electronic�emergency�gearbox�release

As�with�the�conventional�8-speed�automatic�transmission,�the�GA8P75HZ�also�has�an�electrical
emergency�release�option.

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

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

Before�an�emergency�gearbox�release,�the�vehicle�must�be�secured�against�rolling�away.

The�exact�procedure�for�electronic�emergency�gearbox�release�had�not�yet�been�defined�when�this
product�information�was�created.

The�procedure�for�the�implementation�of�the�manual�emergency�release�and�the�special�tools�required
can�be�found�in�the�current�repair�instructions.

The�vehicle�is�only�capable�of�maneuvering�and�cannot�be�towed�after�successful�emergency�gearbox
release.

33
G20�PHEV�Complete�Vehicle.
3.�Electrical�Machine.
3.1.�Introduction
The�electrical�machine�in�the�G20 PHEV�is�a�permanently�excited�synchronous�machine.�It�can�convert
electrical�energy�from�the�high-voltage�battery�unit�into�kinetic�energy,�by�which�the�vehicle�is�driven.
Both�electric�driving�up�to�approximately�87�mph�(140 km/h)�as�well�as�support�of�the�combustion
engine�are�possible,�for�example�when�overtaking�(boost�function)�or�for�active�torque�support�when
changing�gears.

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

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

High-voltage�component�warning�sticker

Each�high-voltage�component�has�on�its�housing�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�exact�repair�instructions.

For�high-voltage�safety�reasons,�with�the�exception�of�the�high-voltage�battery�unit�no�other�high-
voltage�component�must�be�opened.

3.2.�Repair

3.2.1.�Safe�working�practices�for�working�on�a�high-voltage�system
The�following�description�of�the�repair�of�the�high-voltage�components�is�only�a�general�list�of�the
content�and�the�procedure.�In�general,�only�the�specifications�and�instructions�in�the�current
valid�edition�of�the�repair�instructions�apply.

34
G20�PHEV�Complete�Vehicle.
3.�Electrical�Machine.

Before�working�on�high-voltage�components�of�the�G20 PHEV,�it�is�essential�to�observe�and
implement�the�electrical�safety�rules:

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

The�following�chapter�provides�brief�descriptions�on�how�to�implement�the�electrical�safety�rules�in�the
G20 PHEV.

Preparations

Prior�to�beginning�any�work,�the�vehicle�must�be�secured�against�rolling�away�(engage�the�parking�lock
of�the�automatic�transmission).�Any�charging�cable�connected�at�the�vehicle�must�be�disconnected.
The�PARK�vehicle�condition�must�be�established�(e.g.�by�holding�down�the�media�button).�The�vehicle
electrical�system�must�also�be�in�"Sleep"�mode.�This�can�be�detected�by�the�non-illuminated�START/
STOP�button.

Disconnect�the�high-voltage�system�from�the�supply

The�high-voltage�system�in�the�G20�PHEV�is�disconnected�from�the�supply�with�the�high-voltage
service�disconnect�("Service�Disconnect").�The�color�of�the�high-voltage�service�disconnect�is�green.
The�high-voltage�service�disconnect�is�installed�as�a�separate�component�in�the�rear�right�luggage
compartment�behind�a�cover�in�front�of�the�power�distribution�box.

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

When�closing�the�high-voltage�service�disconnect�(recommissioning)�it�is�necessary�to�ensure�that�a
lock�does�not�prevent�this�mechanically.�Therefore,�the�lock�must�be�mechanically�unlocked�with�a�tool
in�order�to�push�together�the�connector�and�socket�of�the�high-voltage�service�disconnect.�By�doing
this�the�circuit�of�the�high-voltage�interlock�loop�is�closed�again�and�the�supply�of�the�electromagnetic
switch�contactors�is�re-established.

35
G20�PHEV�Complete�Vehicle.
3.�Electrical�Machine.

G20�PHEV:�high-voltage�service�disconnect

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

36
G20�PHEV�Complete�Vehicle.
3.�Electrical�Machine.
As�soon�as�the�lock�(2)�has�been�removed,�the
connector�can�be�pulled�a�few�millimeters�out�of
the�socket(1).

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

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

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

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

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

37
G20�PHEV�Complete�Vehicle.
3.�Electrical�Machine.
Establish�that�the�system�is�isolated�from�the�power�supply

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

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

G20 PHEV,�Check�Control�symbol�"High-voltage�system�deactivated"

In�order�to�verify�the�de-energized�state,�the�service�technician�must�switch�on�PAD�mode�and�wait
until�they�see�the�Check�Control�message�with�the�symbol�shown�above�on�the�instrument�cluster.
Then,�and�only�then,�have�you�ensured�that�the�high-voltage�system�is�de-energized.�After�verifying
the�de-energized�state,�the�PARK�vehicle�condition�must�be�re-established�before�starting�with�the
actual�work.

Alternatively,�there�is�the�option�to�determine�the�de-energized�state�with�the�ISTA�workshop�system.

If�the�CC�message�is�not�displayed,�the�"Disconnect�high-voltage�system�from�the�power�supply:
Read�out�reasons"�service�function�can�be�carried�out.�If�the�de-energized�state�also�cannot�be�clearly
established�with�this�service�function,�work�cannot�be�carried�out�on�the�high-voltage�components�

Before�commencing�work�the�de-energized�state�must�be�established�by�a�certified�qualified
electrician�(1000 V DC)�using�corresponding�testers/test�procedures.

Then�the�vehicle�must�be�labelled�with�the�corresponding�warning�stickers.�These�signs�serve�for
easier�and�uniform�identification�of�electric�vehicles.�Their�role�is�to�make�the�individual�statuses�of
the�high-voltage�system�of�a�vehicle�clearly�visible�for�everyone�in�an�instant.�These�warning�stickers
and�their�handling�are�provided�in�the�ISTA�workshop�system�in�the�repair�instructions�"Note�on�the
identification�of�the�high-voltage�system"�(REH-HIN-P-6125-24).

38
G20�PHEV�Complete�Vehicle.
3.�Electrical�Machine.
3.2.2.�Procedure�after�an�accident
The�safety�concept�of�the�high-voltage�system�ensures�that,�even�during�or�after�an�accident,�there
is�no�danger�to�the�customer,�the�rescue�services�or�the�service�employee.�The�high-voltage�system
is�automatically�switched�off�in�the�event�of�an�accident�in�such�a�way�that�no�dangerous�voltage
is�applied�at�those�points�on�the�high-voltage�components�which�are�accessible�from�the�outside.
This�deactivation�is�realized�by�an�extended�safety�battery�terminal.�It�contains�an�additional�normally
closed�contact.�This�switch�contact�opens�when�the�battery�safety�terminal�is�triggered�at�the
same�time�as�the�positive�battery�cable�is�severed.�Opening�this�switch�contact�causes�the�switch
contactors�in�the�high-voltage�battery�unit�to�open�directly�so�that�no�more�dangerous�voltage�can�be
fed�into�the�high-voltage�electrical�system�from�the�high-voltage�battery�unit.�The�Electrical�Machine
Electronics�receives�a�crash�signal�from�the�Advanced�Crash�Safety�Module�(ACSM).�The�Electrical
Machine�Electronics�then�discharges�the�link�capacitors�immediately.�The�coils�of�the�electrical
machine�are�also�short-circuited.

After�an�accident�the�safety�battery�terminal�remains�in�the�state�described�above�such�that�the�high-
voltage�battery�unit�is�not�operational.�This�means�that�the�high-voltage�system�remains�inactive�even
if�PAD�mode�or�the�DRIVE�vehicle�condition�is�switched�back�on.

Before�work�is�carried�out�on�the�high-voltage�components�of�a�G20 PHEV�involved�in�an�accident�with
activated�safety�battery�terminal,�the�"Assessment�of�a�vehicle�involved�in�an�accident"�document�in
the�ISTA�workshop�system�must�be�completed.

3.2.3.�Rescue�disconnect

G20 PHEV,�installation�location�of�emergency�separation�point

39
G20�PHEV�Complete�Vehicle.
3.�Electrical�Machine.
A�second�rescue�disconnect�is�necessary�as�a�result�of�the�requirements�of�the�emergency�services,
which�state�that�vehicles�with�an�electrical�drive�system�must�have�two�separate�rescue�disconnects�in
the�vehicle.�The�second�separation�point�is�always�found�opposite�the�high-voltage�service�disconnect
in�the�vehicle.�If�the�high-voltage�service�disconnect�is�located�in�the�luggage�compartment,�the
emergency�separation�point�is�then�located�in�the�engine�compartment.

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

3.3.�Designation�and�identification

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

3.3.2.�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�clear�identification�of
each�individual�electrical�machine.

Position Meaning Index Explanation


1 Developer�of�electrical G Electrical�machine�in/at�the�transmission
machine I Electrical�machine,�BMW
J Electrical�machine,�external
2 Machine�type�(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)

40
G20�PHEV�Complete�Vehicle.
3.�Electrical�Machine.
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 According�to�requirements,�e.g.�adaptations�to
a�new�type�test) length�and�coils

The�identification�of�the�electrical�machine�in�a�G20 PHEV�is�as�follows:�GC1P25A.

3.4.�Technical�data
Manufacturer ZF�Friedrichshafen�AG
Rated�torque 265 Nm
Nominal�capacity 83 kW
Long-term�capacity�30 min 55 kW
Efficiency up�to�93%
Maximum�current 450 A(AC�Eff)
Operating�speed�range 0�-�7200 rpm
Weight�(without�torsional�vibration�damper) 49�lbs�/�22.4 kg

41
G20�PHEV�Complete�Vehicle.
3.�Electrical�Machine.
3.5.�Installation�location

G20 PHEV�electrical�machine�installation�location

Index Explanation
1 Electric�Motor�Electronics�(EME)
2 Circlip
3 Lid�at�electrical�machine
4 Additional�torsional�vibration�damper
5 Separation�clutch
6 Electric�motor
7 Hollow�shaft
8 High-voltage�battery�unit

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

42
G20�PHEV�Complete�Vehicle.
3.�Electrical�Machine.
3.6.�Design
The�main�components�of�the�electrical�machine�are:

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

The�hybrid�system�in�the�G20 PHEV�is�a�so-called�parallel�hybrid�system.�Both�the�combustion�engine
and�the�electrical�machine�are�mechanically�coupled�with�the�sprockets.�For�vehicle�drive�it�is�possible
to�use�both�drive�systems�individually�and�at�the�same�time.

3.6.1.�Rotor�and�stator

Rotor�and�stator,�electrical�machine

43
G20�PHEV�Complete�Vehicle.
3.�Electrical�Machine.
Index Explanation
1 Stator
2 Permanent�magnets
3 Rotor
4 Hollow�shaft�with�outer�basket�of�separation�clutch

The�electrical�machine�in�the�G20 PHEV�is�structured�as�an�inner�rotor.�“Inner�rotor”�means�that�the
rotor�is�arranged�with�the�permanent�magnets�arranged�in�a�ring�shape�on�the�inside.�The�coils�for
generating�the�rotating�field�are�located�on�the�outside�and�form�the�stator.�The�electrical�machine�has
8�pole�pairs.

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

3.6.2.�Connections

Connections,�electrical�machine

44
G20�PHEV�Complete�Vehicle.
3.�Electrical�Machine.
Index Explanation
1 Transmission�bell�housing
2 Temperature�sensor
3 Coolant�ducts
4 Connection�for�coolant�(transmission�oil)
5 Electrical�connection,�rotor�position�sensor
6 High-voltage�connection

There�are�four�connections�of�the�electrical�machine�on�the�housing�of�the�automatic�transmission�for
the�following�components:

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

High-voltage�connection

High-voltage�connection,�electrical�machine

45
G20�PHEV�Complete�Vehicle.
3.�Electrical�Machine.
Index Explanation
1 High-voltage�connection
2 High-voltage�connector

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

The�high-voltage�connectors�are�screwed�on�to�the�Electrical�Machine�Electronics�and�the�electrical
machine.

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

3.6.3.�Sensors

Sensors,�electrical�machine

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

46
G20�PHEV�Complete�Vehicle.
3.�Electrical�Machine.
So�that�the�voltages�for�the�coils�in�the�stator�can�be�correctly�calculated�and�generated�by�the
Electrical�Machine�Electronics�in�terms�of�amplitude�and�phase�layer,�the�precise�position�of�the
rotor�must�be�known.�The�rotor�position�sensor�is�responsible�for�this�task.�Its�structure�is�similar�to
that�of�a�synchronous�machine�and�has�a�specially�shaped�rotor,�which�is�connected�to�the�rotor�of
the�electrical�machine,�as�well�as�a�stator�which�is�connected�to�the�stator�of�the�electrical�machine.
The�phase�voltages�induced�by�the�rotation�of�the�rotor�in�the�coils�of�the�stator�are�evaluated�by�the
Electrical�Machine�Electronics�and�thus�the�rotor�position�angle�is�calculated.

After�replacement�of�the�automatic�transmission�or�the�Electrical�Machine�Electronics,�the�rotor
position�sensor�must�be�adjusted�with�help�of�the�diagnosis�system.

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

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

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

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

3.6.4.�Separation�clutch
The�G20�PHEV�is�a�Full-Hybrid�Generation�4.0�vehicle.�In�contrast�to�generation�2�and�3�hybrid
vehicles,�electrical�driving�is�possible�in�the�G20�PHEV�at�much�higher�speeds�and�with�a�higher�range.

Similar�to�the�GA8P70HZ�transmission,�the�combustion�engine�is�also�disconnected�from�the
electrical�machine�and�the�rest�of�the�drivetrain�via�a�separation�clutch.�In�the�G20 PHEV�this
separation�clutch�is�arranged�between�the�additional�torsional�vibration�damper�and�the�electrical
machine.

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

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

Cooling�of�the�separation�clutch�is�performed�by�the�transmission�oil.

47
G20�PHEV�Complete�Vehicle.
3.�Electrical�Machine.
The�separation�clutch�is,�like�all�clutches�and�multidisc�brakes�of�the�automatic�transmission,�operated
by�the�mechatronics�module.�It�is�opened�in�a�depressurized�state.�To�close�the�clutch,�transmission
oil�pressure�is�required.�This�is�generally�provided�by�the�mechanical�transmission�oil�pump.�In
exceptional�cases,�e.g.�failure�of�the�electrical�machine,�the�separation�clutch�can�also�be�closed�via�the
auxiliary�electric�oil�pump.�However,�this�is�performed�with�a�loss�of�comfort.

As�the�mechanical�oil�pump�is�powered�by�the�electrical�machine�when�the�separation�clutch�is�open,
the�separation�clutch�cannot�be�closed�in�case�of�an�electrical�machine�failure�at�a�transmission�oil
temperature�below�5 °F�(-15 °C);�thus�no�starting�process�can�take�place.

Separation�clutch�of�the�GA8P75HZ�transmission

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

Similar�to�torque�converters�in�conventional�transmissions,�the�separation�clutch�in�the�G20 PHEV�is
able�to�disconnect�from�the�combustion�engine�and�the�rest�of�the�drivetrain�by�micro-slip�control�of
rotational�irregularities.�The�acoustic�comfort�in�the�vehicle�is�significantly�improved�at�very�low�engine
speeds.

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

48
G20�PHEV�Complete�Vehicle.
3.�Electrical�Machine.
3.7.�Cooling
To�guarantee�the�thermal�operating�safety�of�the�electrical�machine�in�every�situation,�it�is�cooled�with
coolant�in�the�G20 PHEV.�For�this,�the�electrical�machine�is�integrated�in�the�coolant�circuit�of�the
transmission.

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

The�rotor�is�also�cooled�by�transmission�oil,�which�absorbs�heat�energy�in�the�form�of�oil�mist�and
dissipates�it�to�the�ambient�air�at�the�transmission�oil�cooler.

G20 PHEV,�cooling�of�the�electrical�machine

49
G20�PHEV�Complete�Vehicle.
3.�Electrical�Machine.
Index Explanation
1 Transmission�oil�cooler
2 Electric�motor
3 Connection�of�transmission�oil�lines�(for�cooling�the�electrical�machine)
4 Automatic�transmission
5 Connection�of�transmission�oil�lines�(for�cooling�the�automatic�transmission)
6 Transmission�oil�thermostat
7 Automatic�transmission�housing
8 Transmission�oil�duct�electrical�machine
9 Stator�support

3.8.�Service�information

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

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

After�replacement�of�the�automatic�transmission�or�the�Electrical�Machine�Electronics,�the�rotor
position�sensor�must�be�adjusted�with�help�of�the�diagnosis�system.

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

50
G20�PHEV�Complete�Vehicle.
4.�Electrical�Machine�Electronics.
4.1.�Introduction
The�Electrical�Machine�Electronics�(EME)�is�primarily�used�as�control�electronics�for�the�electrical
machine.�It�is�also�responsible�for�converting�the�direct�current�voltage�from�the�high-voltage�battery
unit�(up�to�approximately�354.2�V�DC)�into�a�three-phase�AC�voltage�for�electrical�machine�motor
operation.�Also,�when�the�electrical�machine�works�as�a�generator,�the�Electrical�Machine�Electronics
converts�the�three-phase�AC�voltage�of�the�electrical�machine�into�a�direct�current�voltage�and�can
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�G20 PHEV�is�located�in�an�aluminum�housing.�The
control�unit,�the�bidirectional�DC/AC�converter�and�the�DC/DC�converter�for�voltage�supply�of�the�12 V
vehicle�electrical�system,�are�located�in�this�housing.

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

The�Electrical�Machine�Electronics�is�a�high-voltage�component�

High-voltage�component�warning�sticker

Each�high-voltage�component�has�on�its�housing�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�exact�repair�instructions.

For�reasons�of�high-voltage�safety�the�Electrical�Machine�Electronics�must�not�be�opened�or�otherwise
dismantled.

In�the�event�of�a�fault,�the�complete�Electrical�Machine�Electronics�are�always�replaced.

After�the�Electrical�Machine�Electronics�have�been�replaced�they�must�be�put�into�operation�with�help
of�the�diagnosis�system.�Observe�the�information�in�the�repair�instructions.

51
G20�PHEV�Complete�Vehicle.
4.�Electrical�Machine�Electronics.
4.2.�Technical�data
Electrical�machine�electronics
Supplier Bosch
Weight Approximately�22�lbs�/�10 kg
Length 260 mm
Height 190 mm
Width 180 mm
Operating�temperature�range -40�°F�to�+�221�°F�(-40�°C�to�+105�°C)
Cooling Coolant

Power�electronics
Operating�voltage�range 240 V�–�410 V DC
Output�current 420 A�(10 s)

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

4.3.�Installation�location

G20 PHEV,�installation�location�of�the�Electrical�Machine�Electronics

52
G20�PHEV�Complete�Vehicle.
4.�Electrical�Machine�Electronics.
The�Electrical�Machine�Electronics�are�installed�on�the�rear�left�in�the�engine�compartment�when
looking�from�the�front.

4.4.�Connections
The�connections�at�the�Electrical�Machine�Electronics�can�be�divided�into�four�categories:

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

Connections�of�the�Electrical�Machine�Electronics�with�lines

53
G20�PHEV�Complete�Vehicle.
4.�Electrical�Machine�Electronics.
Index Explanation
1 Connection�for�potential�compensation�line
2 Low-voltage�connector
3 High-voltage�cable�(DC)�to�the�high-voltage�battery�unit
4 High-voltage�connection�to�convenience�charging�electronics
5 Output,�DC/DC�converter�–12 V
6 High-voltage�cable�(AC)�to�the�electrical�machine
7 Coolant�feed�line
8 Coolant�return�line
9 Output,�DC/DC�converter�+12 V
10 Ventilation

4.4.1.�Low-voltage�connections
In�the�low-voltage�connector�at�the�Electrical�Machine�Electronics�the�following�lines�and�signals�are
combined:

• Terminal 30�from�the�hybrid�power�distribution�box
• Terminal 30�from�the�front�left�power�distribution�box
• Terminal 30C�(terminal 30�crash�signal)
• Ground
• FlexRay�bus�system
• PT-CAN�bus�system
• K-CAN�5�bus�system
• 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�of�battery�management�electronics�(SME))
• Actuation�of�the�shutoff�valve�in�the�vehicle�interior
• Activating�the�electrical�vacuum�pump
• Evaluation�of�the�rotor�position�sensor�at�the�electrical�machine
• Evaluation�of�the�temperature�sensor�at�the�electrical�machine
• Intelligent�battery�sensor�of�auxiliary�battery�(LIN�bus).

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-sections.�Via�this
connection�the�DC/DC�converter�in�the�Electrical�Machine�Electronics�provides�the�entire�12 V�vehicle
electrical�system�with�energy.�These�two�lines�are�connected�with�the�Electrical�Machine�Electronics
via�a�screw�connection.

54
G20�PHEV�Complete�Vehicle.
4.�Electrical�Machine�Electronics.
The�following�graphic�summarizes�the�low-voltage�connections�of�the�Electrical�Machine�Electronics
in�the�form�of�a�simplified�wiring�diagram:

G20 PHEV,�low-voltage�connections�of�the�Electrical�Machine�Electronics

Index Explanation
1 Electric�Motor�Electronics�(EME)
2 Output�stage�for�activating�the�combined�expansion�and�shutoff�valve
3 Terminating�resistor,�FlexRay
4 Signal�lines�of�the�high-voltage�interlock�loop
5 Electrical�machine�(entirety)
6 Temperature�sensor
7 Rotor�position�sensor
8 Safety�Battery�Terminal�(SBK)
9 12 V�battery
10 Intelligent�Battery�Sensor�(IBS)

55
G20�PHEV�Complete�Vehicle.
4.�Electrical�Machine�Electronics.
Index Explanation
11 Electrical�vacuum�pump
12 Output�stage�for�the�activation�of�the�electrical�vacuum�pump
13 Unidirectional�DC/DC�converter
14 Intelligent�Battery�Sensor�(IBS2)
15 Additional�12 V�battery
16 Safety�Battery�Terminal�2�(SBK2)
17 Combined�expansion�and�shutoff�valve�(interior)

4.4.2.�High-voltage�connections
At�the�Electrical�Machine�Electronics,�there�is�a�total�of�three�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�on�the�convenience�charging�electronics.

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

High-voltage�battery�unit • 2-pin
• Direct�current�voltage
• One�shielding�per�line

Convenience�charging�electronics • 2-pin
(AC�charging)
• AC�voltage
• One�shielding�for�both�lines

Connection�to Type�of�connection Contact�protection


components
Electric�motor Screwed-on�high-voltage Covers�over�the�contacts
connector
High-voltage�battery�unit Flat�high-voltage • Cover�over�the�contact
connector�with�mechanical blades
lock
• High-voltage�interlock�loop

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


(AC�charging) connector (contact�protection)

The�following�simplified�wiring�diagram�shows�the�high-voltage�connections�between�the�Electrical
Machine�Electronics�and�the�other�high-voltage�components.

56
G20�PHEV�Complete�Vehicle.
4.�Electrical�Machine�Electronics.

High-voltage�connections�of�the�Electrical�Machine�Electronics

Index Explanation
1 Electrical�heating
2 Electric�motor
3 High-voltage�battery�unit
4 12 V�battery
5 Charging�socket
6 Electric�A/C�compressor
7 Unidirectional�AC/DC�converter
8 Convenience�charging�electronics
9 Electrical�Machine�Electronics
10 Bidirectional�DC/AC�converter
11 Unidirectional�DC/DC�converter
12 Anti-overload�current�guard�(90 A)

57
G20�PHEV�Complete�Vehicle.
4.�Electrical�Machine�Electronics.
4.4.3.�High-voltage�cables
The�high-voltage�cables�connect�the�high-voltage�components�and�are�identified�by�orange�cable
sleeves.�The�manufacturers�of�hybrid�cars�have�agreed�on�a�uniform�identification�of�the�high-voltage
cable�with�the�orange�warning�color.�An�overview�of�the�high-voltage�cables�used�in�the�G20 PHEV�is
provided�here.

G20 PHEV,�high-voltage�components�and�high-voltage�cables

58
G20�PHEV�Complete�Vehicle.
4.�Electrical�Machine�Electronics.
Index Explanation
1 Electric�Motor�Electronics�(EME)
2 High-voltage�battery�unit
3 Convenience�charging�electronics�(KLE)
4 Charging�socket
5 Electrical�heating
6 Electric�A/C�compressor�(EKK)
7 Electric�motor

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

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

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

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

59
G20�PHEV�Complete�Vehicle.
4.�Electrical�Machine�Electronics.

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

1 Charging�plug�is�not�connected�to�the�vehicle.
2 Enter�the�PARK�vehicle�condition�(e.g.�by�holding�down�the�media�button�of�the�head�unit).
3 Wait�until�the�vehicle�enters�"sleep�mode"�(identifiable�by�the�fact�that�the�START-STOP�button�is
not�illuminated).
4 Open�high-voltage�safety�connector.
5 Secure�the�high-voltage�system�against�restarting�at�the�high-voltage�service�disconnect.
6 Activate�PAD�mode�(e.g.�by�operating�the�START-STOP�button�three�times�within�0.8 s).
7 Wait�until�the�Check�Control�message�"High-voltage�system�switched-off"�is�displayed�in�the
instrument�cluster.
8 Enter�PARK�vehicle�condition.

Removing�the�flat�high-voltage�connector

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

60
G20�PHEV�Complete�Vehicle.
4.�Electrical�Machine�Electronics.
Removing�the�mechanical�locking
Only�after�the�bridge�of�the�high-voltage
interlock�loop�has�been�removed,�can�the
mechanical�locking�be�moved�in�the�direction�of
the�arrow.�The�mechanical�locking�is�an�element
of�the�high-voltage�connector�on�the�high-
voltage�components�(e.g.�Electrical�Machine
Electronics).
By�moving�the�lock�in�the�direction�of�the
arrow�the�mechanical�guide�of�the�high-voltage
connector�on�the�high-voltage�cable�is�released
which�permits�the�subsequent�disconnection.

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

The�high-voltage�connector�of�the�high-voltage
cables�must�be�pulled�out�at�a�right�angle�in
2�steps�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.

61
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4.�Electrical�Machine�Electronics.

Example�of�flat�high-voltage�connector�at�a�high-voltage�component

Index Explanation
1 Electrical�contact�for�shielding
2 Electrical�contact�for�high-voltage�cable
3 Contact�protection
4 Mechanical�locking
5 Socket�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.�The�shielding�of�the�high-voltage�cable�(shielding�for�each�cable)�is�continued�into�the�housing
of�the�high-voltage�component.

• The�shielding�is�necessary�for�the�automatic�isolation�monitoring.
• The�shielding�contributes�to�the�electromagnetic�compatibility�(EMC).

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

Removing�the�round�high-voltage�connector

The�following�figures�show�the�approach�for�releasing�the�round�high-voltage�connector,�as�used
for�example�on�the�high-voltage�cable�from�the�Electrical�Machine�Electronics�to�the�convenience
charging�electronics.

Depending�on�the�installation�location,�different�connectors�may�be�used.�They�are�distinguished�by�an
additional�black�sliding�piece�at�the�connector.�The�following�graphic�shows�both�variants.

62
G20�PHEV�Complete�Vehicle.
4.�Electrical�Machine�Electronics.

Removing�the�round�high-voltage�connector

63
G20�PHEV�Complete�Vehicle.
4.�Electrical�Machine�Electronics.
Index Explanation
A The�round�high-voltage�connector�is�connected�to�the�high-voltage
connection�of�the�corresponding�high-voltage�component�and�locked.
In�the�case�of�connectors�with�a�black�sliding�piece,�the�sliding�piece
must�be�pushed�to�the�end�position�in�the�direction�of�arrow.
B The�two�locking�elements�must�be�pressed�together�in�the�direction
of�arrow.�The�mechanical�lock�of�the�connector�at�the�connection�of
the�high-voltage�component�is�then�removed.
C While�the�locking�elements�are�being�pushed�closed�together,�the
connector�must�be�removed�in�direction�of�arrow.

When�reconnecting�the�high-voltage�cable�the�locking�elements�must�not�be�pushed�together.
Instead,�it�is�sufficient�to�slide�the�connector�onto�the�high-voltage�connection�of�the�component
and�push�the�sliding�piece�towards�the�high-voltage�component�if�needed.�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.

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

64
G20�PHEV�Complete�Vehicle.
4.�Electrical�Machine�Electronics.
In�contrast�to�earlier�high-voltage�connectors,�the�connections�for�the�bridge�in�the�high-voltage
connector�are�not�evaluated�in�the�G20 PHEV.

4.4.4.�Connection�for�potential�compensation�lines
The�isolation�monitoring�determines�whether�the�isolation�resistance�between�active�high-voltage
components�(e.g.�high-voltage�cables)�and�ground�is�above�or�below�a�required�minimum�value.�If
the�isolation�resistance�falls�below�the�minimum�value,�the�danger�exists�that�the�vehicle�parts�will�be
energized�with�hazardous�voltage.�If�a�person�were�to�touch�a�second�active�high-voltage�component,
he�or�she�would�be�at�risk�of�electric�shock.

There�is�therefore�fully�automatic�isolation�monitoring�for�the�high-voltage�system�of�the�G20 PHEV.�It
is�performed�by�the�battery�management�electronics�at�regular�intervals�while�the�high-voltage�system
is�active.�Ground�serves�as�the�reference�potential.�Without�additional�measures�only�local�isolation
faults�in�the�high-voltage�battery�unit�could�be�determined�in�this�way.�However,�it�is�equally�important
to�identify�isolation�faults�from�the�high-voltage�cables�in�the�vehicle�to�ground.�For�this�reason�all�the
electrically�conductive�housings�of�high-voltage�components�are�conductively�connected�to�ground.
In�this�way�isolation�faults�in�the�entire�high-voltage�electrical�system�can�be�identified�from�a�central
point�by�the�isolation�monitoring.

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

If�in�the�event�of�a�repair�the�high-voltage�components�or�the�body�components�are�replaced,�the
following�must�be�observed�during�assembly:�The�connection�between�the�housing�and�the�body
must�be�properly�re-established.�The�repair�instructions�must�be�strictly�observed�(clean/corrosion-
free/unpainted�contact�surfaces,�tightening�torques,�documentation).

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

4.4.6.�Ventilation�holes
The�bottom�of�the�housing�is�provided�with�a�ventilation�feature�to�prevent�water�(resulting�from
temperature�changes�and�thus�possible�condensation�of�air�moisture)�from�collecting�inside�the
Electrical�Machine�Electronics.�This�ventilation�feature�also�enables�pressure�equalization�between�the
inside�of�the�housing�and�the�surrounding�area.�To�fulfil�these�two�tasks,�the�ventilation�feature�has�a
diaphragm�that�is�permeable�for�gases�but�impermeable�for�fluids.

65
G20�PHEV�Complete�Vehicle.
4.�Electrical�Machine�Electronics.

Ventilation�of�the�Electrical�Machine�Electronics

Index Explanation
1 Ventilation

4.5.�Tasks
The�Electrical�Machine�Electronics�is�made�up�internally�of�three�subcomponents:

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

The�Electrical�Machine�Electronics�performs�the�following�functions�using�the�subcomponents
mentioned:

• Torque�restriction�of�the�drivetrain�in�the�event�of�faults�and�unstable�driving�conditions
• Control�of�the�internal�subcomponents�by�the�EME�control�unit
• Supply�of�the�12 V�electrical�system�via�the�DC/DC�converter
• Control�of�the�electrical�machine�(engine�speed,�torque)�using�DC/AC�converter
• High-voltage�power�management
• Contacting�the�electrical�machine
• 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

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4.�Electrical�Machine�Electronics.
• Cooling�for�Electrical�Machine�Electronics
• Activation�of�the�electric�coolant�pump�for�cooling�the�EME
• Activating�the�electrical�vacuum�pump
• Activating�the�shutoff�valve�for�the�vehicle�interior
• Evaluation�of�the�second�Intelligent�Battery�Sensor
• Active�evaluation�of�the�signal�for�the�high-voltage�interlock�loop
• Active�and�passive�discharging�of�the�link�capacitor�to�voltages�less�then�60 V
• Self-test�and�diagnosis.

4.6.�DC/DC�converter
The�DC/DC�converter�in�the�Electrical�Machine�Electronics�of�the�G20 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�(step-down)�is�the�normal�operating�mode�when�the�high-voltage�system�is�active.�The
DC/DC�converter�transfers�electrical�energy�from�the�high-voltage�electrical�system�to�the�12 V�vehicle
electrical�system�and�assumes�the�function�of�the�alternator�in�a�conventional�vehicle.�The�DC/DC
converter�must�reduce�the�varying�voltage�from�the�high-voltage�electrical�system�to�the�voltage�in�the
low-voltage�vehicle�electrical�system.�Here�the�voltage�in�the�high-voltage�vehicle�electrical�system
depends�on�the�state�of�charge�of�the�high-voltage�battery�unit,�for�example.

The�voltage�in�the�low-voltage�vehicle�electrical�system�controls�the�DC/DC�converter�so�that�the
12 V�battery�is�optimally�charged�and�sets�a�voltage�of�approximately�14 V�depending�on�the�state�of
charge�and�the�temperature�of�the�battery.�The�continuous�output�power�of�the�DC/DC�converter�is
approximately�2.4 - 2.8 kW�(temperature-dependent).

67
G20�PHEV�Complete�Vehicle.
4.�Electrical�Machine�Electronics.

Operating�principle�of�the�DC/DC�converter

Index Explanation
A Voltage�level�of�the�high-voltage�vehicle�electrical�system
B Voltage�of�the�low-voltage�vehicle�electrical�system,�approximately�14 V
1 Buck�mode�(step-down)
2 DC/DC�converter�in�the�EME

The�technology�of�the�DC/DC�converter�in�the�G20 PHEV�would�also�enable�the�operating�mode
"Boost�mode",�like�the�DC/DC�converter�in�the�F04.�However,�this�operating�mode�is�not�used�in�the
G20 PHEV.�Charging�of�the�high-voltage�battery�unit�of�the�G20 PHEV�is�thus�not�possible�using
energy�from�the�12 V�vehicle�electrical�system.

When�shutting�down�the�high-voltage�system,�the�system�must�be�discharged�to�a�safe�voltage
of�<60 V�within�five�seconds.�The�DC/DC�converter�has�a�discharge�circuit�for�the�link�capacitors.
First�of�all,�the�discharge�circuit�tries�to�transmit�the�energy�stored�in�the�link�capacitors�to�the�low-
voltage�vehicle�electrical�system.�If�this�does�not�lead�to�a�sufficiently�quick�reduction�of�the�voltage,
the�discharging�is�accomplished�via�an�active�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�discharge

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G20�PHEV�Complete�Vehicle.
4.�Electrical�Machine�Electronics.
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�then�longer�and�amounts�to�a�maximum�of�300 s.

Discharge�of�the�high-voltage�link�capacitor

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

69
G20�PHEV�Complete�Vehicle.
4.�Electrical�Machine�Electronics.
The�temperature�of�the�DC/DC�converter�is�measured�using�a�temperature�sensor�and�monitored
by�the�EME�control�unit.�If�the�temperature�exceeds�the�permissible�range�despite�cooling�using�the
coolant,�the�EME�control�unit�reduces�the�power�of�the�DC/DC�converter�to�protect�the�components.

4.7.�Power�electronics�for�activation�of�the�electrical�machine
The�power�electronics�for�the�activation�of�the�electrical�machine�are�mainly�made�up�of�the
bidirectional�DC/AC�converter.�It�is�a�pulse�converter�with�a�2-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�(energy�recovery)�in�which�the�electrical�machine�works�as�an�alternator�and�"generates"
electrical�energy.

Operating�modes�of�the�bidirectional�DC/AC�converter

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G20�PHEV�Complete�Vehicle.
4.�Electrical�Machine�Electronics.
Index Explanation
A Schematic�diagram
B Schematic�diagram�with�components
1 High-voltage�battery�unit
2 Operating�mode�as�inverter,�electrical�machine�works�as�an�engine
3 Operating�mode�as�rectifier,�electrical�machine�works�as�an�alternator
4 DC/AC�converter
5 Current�sensors
6 Electric�motor

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

In�addition�to�the�DC/AC�converter,�the�power�electronics�also�contains�current�sensors�in�all�3�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�were
coordinated�in�development.�The�Electrical�Machine�Electronics�can�deliver�a�continuous�electrical
power�of�55 kW�and�a�temporary�maximum�power�of�83 kW.�In�order�to�avoid�overloading�the�power
electronics,�there�is�also�another�temperature�sensor�at�the�DC/AC�converter.�If�an�excess�temperature
of�the�power�semiconductor�is�identified�using�this�signal,�the�EME�control�unit�reduces�the�power
delivered�to�the�electrical�machine�in�order�to�protect�the�power�electronics.

4.8.�High-voltage�power�management
The�power�management�for�the�high-voltage�vehicle�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�are�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 Querying�the�requested�power�for�climate�control�(electrical�heating,�electric�A/C�compressor,
integrated�automatic�heating/air�conditioning�system)

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G20�PHEV�Complete�Vehicle.
4.�Electrical�Machine�Electronics.
5 Decision�on�the�distribution�of�the�electrical�power�and�communication�to�the�control�units�of�the
consumers.

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

4.9.�Voltage�supply�for�other�high-voltage�consumers
The�Electrical�Machine�Electronics�supplies�voltage�not�only�to�the�electrical�machine.�The
convenience�charging�electronics�are�directly�connected�with�the�Electrical�Machine�Electronics�and
ensure�the�voltage�supply�at�high-voltage�level�to�the�electric�A/C�compressor�and�electrical�heating.

However,�there�is�no�complex�control�function�in�the�convenience�charging�electronics�for�this.�Instead,
the�Electrical�Machine�Electronics�serves�as�a�simple�distributor�of�the�high-voltage�direct�current
voltage�which�is�provided�by�the�high-voltage�battery�unit.�In�order�to�protect�the�high-voltage�cable
to�the�two�high-voltage�consumers�against�overloading�in�the�event�of�a�short�circuit,�the�Electrical
Machine�Electronics�contain�a�high-voltage�fuse�for�the�electric�A/C�compressor�and�a�high-voltage
fuse�for�the�electrical�heating.�The�high-voltage�fuse�has�a�nominal�current�level�of�90 A.

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

4.10.�Activating�the�electrical�vacuum�pump
The�brake�vacuum�sensor�is�located�on�the�housing�of�the�brake�booster�and�is�mainly�known�from
conventionally�powered�vehicles�with�an�automatic�engine�start-stop�function.�The�sensor�is�supplied
with�voltage�from�the�Dynamic�Stability�Control�(DSC)�and�returns�a�voltage�signal�depending�on�the
vacuum�in�the�brake�booster.

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G20�PHEV�Complete�Vehicle.
4.�Electrical�Machine�Electronics.
The�Electrical�Machine�Electronics�(EME)�receive�signals�for�the�brake�vacuum,�driving�speed�and
brake�pedal�actuation�from�the�Dynamic�Stability�Control�(DSC).

The�Electrical�Machine�Electronics�control�unit�evaluates�these�signals�and�determines�whether�or
not�to�switch�on�the�electrical�vacuum�pump�based�on�them.�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�which�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�speed�for�the�electrical
vacuum�pump�–�it�is�simply�switched�on�and�off.

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

• Advantage:�Lower�brake�pedal�force�also�in�this�fault�scenario
• Disadvantage:�Altered�pedal�feedback.

4.11.�Cooling
The�Electrical�Machine�Electronics�and�convenience�charging�electronics�(KLE)�are�cooled�by�the�low-
temperature�coolant�circuit.

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G20�PHEV�Complete�Vehicle.
4.�Electrical�Machine�Electronics.

G20�PHEV,�low-temperature�coolant�circuit�(schematic�diagram)

74
G20�PHEV�Complete�Vehicle.
4.�Electrical�Machine�Electronics.
Index Explanation
1 Radiator�(coolant/air�heat�exchanger)
2 Electric�Motor�Electronics�(EME)
3 Convenience�charging�electronics�(KLE)
4 Integrated�indirect�charge�air�cooler�(air-coolant�heat�exchanger)
5 Coolant�expansion�tank
6 Coolant-based�air�conditioning�condenser�(coolant-refrigerant-heat�exchanger)
7 Electric�coolant�pump

G20 PHEV,�installation�locations�of�the�low-temperature�circuit-coolant�circuit

75
G20�PHEV�Complete�Vehicle.
4.�Electrical�Machine�Electronics.
Index Explanation
1 Electric�Motor�Electronics�(EME)
2 Convenience�charging�electronics�(KLE)
3 Integrated�indirect�charge�air�cooler�(air-coolant�heat�exchanger)
4 Coolant�expansion�tank
5 Coolant-based�air�conditioning�condenser�(coolant-refrigerant-heat�exchanger)
6 Low-temperature�coolant�radiator�(air-coolant�heat�exchanger)
7 Electric�coolant�pump�(130 W)

The�low-temperature�coolant�radiator�(air-coolant�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.

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

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

• Loss�of�coolant,�e.g.�by�a�leak
• Incorrect�low-temperature�coolant�radiator
• Electric�fan�does�not�work�or�is�restricted
• Incorrect�coolant�pump
• Coolant�lines�or�connections�damaged
• Incorrect�component�to�be�cooled�(e.g.�EME).

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

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

76
G20�PHEV�Complete�Vehicle.
4.�Electrical�Machine�Electronics.

No�work�may�be�carried�out�at�the�vehicle�during�charging�mode.�The�charging�cable�must�be
disconnected�from�the�vehicle�before�starting�work.�The�coolant�pump�and�the�electric�fan�can�be
switched�on�automatically�when�charging�the�high-voltage�battery�unit.�Therefore,�the�high-voltage
battery�unit�may�not�be�charged�when�working�at�the�vehicle.

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

• Vehicle�condition�DRIVE�exists
• PAD�mode�is�activated
• High-voltage�battery�unit�is�being�charged
• Preheating/precooling�is�active

When�PAD�mode�is�activated,�the�power-electronics�circuits�of�the�Electrical�Machine�Electronics�are
already�functional.�In�this�way,�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�due�to�the
rising�heat�a�cooling�requirement�is�identified,�the�coolant�pump�is�switched�on,�and�if�required�also�the
electric�fan.

4.11.1.�Antifreeze�and�corrosion�inhibitor
The�cooling�system�of�the�G20�PHEV�is�filled�with�the�new�antifreeze�and�corrosion�inhibitor�Frostox®
HT-12.�The�new�antifreeze�and�corrosion�inhibitor�increases�the�long-term�stability�and�corrosion
protection�of�the�components.�It�replaces�the�well-known�antifreeze�and�corrosion�inhibitor�Glysantin
G48®.

Like�the�G48,�the�HT-12�contains�silicate�and�forms�a�silicate�passivation�layer�on�metallic�component
surfaces�to�prevent�corrosion.

Antifreeze�and�corrosion�inhibitors�cannot�be�mixed�with�each�other�in�any�manner.�If�they�are�mixed,
it�may�cause�the�antifreeze�and�corrosion�inhibitor�to�gel,�thus�causing�damage.�The�selection�of�the
correct�antifreeze�and�corrosion�inhibitor�is�only�possible�via�the�workshop�information�system�using
the�part�number.

4.11.2.�Automated�coolant�bleeding�routine

When�components�have�been�replaced�on�the�low-temperature�coolant�circuit�or�the�cooling
system�has�been�filled,�an�automated�coolant�bleeding�routine�must�be�carried�out.�Otherwise,�there�is
a�risk�of�damage�to�the�components�to�be�cooled.

The�actuators�in�the�cooling�system�are�activated�during�the�automated�coolant�bleeding�routine.
The�automated�coolant�bleeding�routine�is�completed�after�around�10 minutes.

77
G20�PHEV�Complete�Vehicle.
4.�Electrical�Machine�Electronics.
The�following�prerequisites�must�be�satisfied�to�be�able�to�carry�out�an�automated�coolant�bleeding
routine�on�the�low-temperature�coolant�circuit:

• Charging�cable�not�connected�at�the�high-voltage�connection
• Open�hood
• Check�and�if�necessary�correct�coolant�level�in�the�expansion�tank
• Connect�12 V�battery�charger�to�the�jump�start�terminal�point�and�switch�on
• Activate�PAD�mode
• Set�temperature�of�the�integrated�automatic�heating/air�conditioning�system�to�the�highest
temperature
• Select�the�lowest�blower�speed.

Proceed�as�follows�to�start�the�automated�coolant�bleeding�routine:

• Press�the�accelerator�pedal�as�far�as�the�limit�position�for�at�least�10 seconds�(do�not�press�the
brake�pedal�while�doing�so)
• Release�accelerator�pedal.

The�starting�and�ending�of�the�automated�coolant�bleeding�routine�is�displayed�in�the�instrument
cluster.

After�completing�the�service�function,�check�and�if�necessary�correct�the�coolant�level�in�the�expansion
tank�and�switch�off�and�disconnect�the�12 V�battery�charger.

78
G20�PHEV�Complete�Vehicle.
5.�High-voltage�Battery�Unit.
5.1.�Overview
With�the�G20�PHEV�the�already�familiar�Generation�4.0�high-voltage�battery�unit�with�the�designation
SP41�is�used.�The�lithium-ion�battery�has�the�same�basic�design�as�the�Generation�3.0�SP06�high-
voltage�battery�unit.�The�same�can�be�found�in�the�G12 PHEV�and�also�in�the�G30 PHEV.�The�most
significant�change�as�compared�to�the�predecessor�model�is�that�the�cell�capacity�has�been�increased
from�26 Ah�to�34 Ah.

The�high-voltage�battery�unit�is�a�high-voltage�component�

High-voltage�component�warning�sticker

Each�high-voltage�component�has�on�its�housing�an�identifying�label�that�enables�Service�employees
and�vehicle�users�to�intuitively�identify�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�exact�repair�instructions.

The�high-voltage�battery�unit�is�a�complete�system,�which�is�made�up�of�the�following�essential
components:

• Cell�modules�including�cells�connected�in�series
• Cell�supervision�circuits�(primary/secondary)
• Safety�box
• Control�unit�for�battery�management�electronics�(SME)
• Four-part�heat�exchanger
• Wiring�harnesses
• Connections�(electrical�system,�refrigerant,�venting)
• Housing�and�fastening�parts.

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

79
G20�PHEV�Complete�Vehicle.
5.�High-voltage�Battery�Unit.
In�order�to�reach�the�desired�electrical�range�of�the�G20 PHEV,�the�energy�reserve�to�be�stored�must
be�dimensioned�accordingly.�This�has�an�effect�on�the�volume�and�the�weight�of�the�high-voltage
battery�unit.�The�high-voltage�battery�unit�is�installed�in�the�place�where�normally�the�fuel�tank�is
located.

The�high-voltage�battery�unit�is�a�complex,�high-voltage�component:�it�is�imperative�to�observe
the�handling�instructions�and�safety�regulations.�In�particular,�lithium-ion�batteries�must�not�be
overcharged�or�subjected�to�excessively�high�temperatures.�Otherwise,�there�is�an�explosion�hazard�

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

1 Charging�plug�is�not�connected�to�the�vehicle.
2 Enter�the�PARK�vehicle�condition�(e.g.�by�holding�down�the�media�button�of�the�head�unit).
3 Wait�until�the�vehicle�enters�"sleep�mode"�(identifiable�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�system�against�restarting�at�the�high-voltage�service�disconnect.
6 Activate�PAD�mode�(e.g.�by�operating�the�START-STOP�button�three�times�within�0.8 s).
7 Wait�until�the�Check�Control�message�"High-voltage�system�switched-off"�is�displayed�in�the
instrument�cluster.
8 Enter�PARK�vehicle�condition.

5.1.1.�Technical�data
The�high-voltage�battery�unit�of�the�G20 PHEV�is�manufactured�by�BMW�itself�in�Dingolfing�/Germany.
The�cells�of�the�high-voltage�battery�unit�are�supplied�by�the�Korean�company�Samsung�SDI.�The
high-voltage�battery�unit�was�also�developed�by�BMW�AG�itself.

The�battery�cells�used�in�the�high-voltage�battery�unit�of�the�G20 PHEV�belong�to�the�group�of�lithium-
ion�batteries�with�a�cell�voltage�of�3.69 V.

The�two�high-voltage�battery�units�of�the�G20�PHEV�are�compared�with�the�predecessor�model�F30
PHEV�in�the�following�tables.

Technical�data F30 PHEV G20 PHEV


(SP09) (SP41)
Voltage 292.8 V�(nominal�voltage) 354.2�V�(nominal�voltage)
Min.�269 V�–�Max.�327 V Min.�269 V�–�Max.�403 V
(voltage�range) (voltage�range)
Battery�cells Lithium-ion Lithium-ion
Number�of�battery�cells 80�in�series 96�in�series

80
G20�PHEV�Complete�Vehicle.
5.�High-voltage�Battery�Unit.
Technical�data F30 PHEV G20 PHEV
(SP09) (SP41)
Number�of�cell�modules 5 6
Cell�voltage 3.66�V 3.69 V
Capacitance 26�Ah 34�Ah
Storable�amount�of�energy 7.8�kWh 12�kWh�(may�deviate
depending�on�the�market)
Usable�energy 5.8 kWh 10.8�kWh�(may�deviate
depending�on�the�market)
Max.�power�(discharge) 65 kW�(short-term) 83 kW�(short-term)
Maximum�power�(AC�charging) 3.7�kW 3.7�kW
Weight 194�lbs/�88.1�kg�(without 261�lbs�/�118.5�kg�(without
retaining�brackets) retaining�brackets)
Dimensions 769�mm x�827�mm x�319�mm 541�mm x 1134 mm x 271�mm
Cooling�system Refrigerant�R1234yf Refrigerant�R1234yf

For�more�information�on�the�high-voltage�battery�unit,�refer�to�the�product�information
"ST1927�SP41�High-voltage�Battery".

81
G20�PHEV�Complete�Vehicle.
5.�High-voltage�Battery�Unit.
5.1.2.�Installation�location

G20 PHEV,�installation�location�of�the�high-voltage�battery�unit

The�high-voltage�battery�unit�is�installed�centrally�in�front�of�the�rear�axle.�This�has�the�advantage
that�the�center�of�gravity�in�the�G20 PHEV�was�lowered,�which�in�turn�results�in�improved�driving
characteristics.�All�connections�are�accessible�from�the�vehicle�underbody.

82
G20�PHEV�Complete�Vehicle.
5.�High-voltage�Battery�Unit.

G20 PHEV,�mounting�of�the�high-voltage�battery�unit

Index Explanation
1 2�mounting�bolts�and�equipotential�bonding�screws

The�high-voltage�battery�unit�is�screwed�to�the�vehicle�body�by�means�of�eight�brackets�and
ten mounting�bolts.�This�way�the�weight�and�the�acceleration�forces�occurring�during�the�journey�are
supported�at�the�body.�All�mounting�bolts�are�accessible�from�the�vehicle�underbody.�However,�to
release�the�screws�several�trim�panels,�the�torsion�bars,�the�exhaust�system,�as�well�as�the�propeller
shaft�need�to�be�disassembled�first.

Washers�are�required�for�four�mounting�bolts.�This�is�extremely�important�as�otherwise�the�body�may
be�deformed.�It�is�imperative�that�the�current�repair�instructions�are�observed.

83
G20�PHEV�Complete�Vehicle.
5.�High-voltage�Battery�Unit.
For�the�removal�of�the�high-voltage�battery�unit,�firstly�all�preliminary�work�specified�in�the�current
repair�instructions�(diagnosis,�drawing�off�refrigerant,�voltage�disconnection,�disassembling�the�trim
panels,�etc.)�has�to�be�performed.�Before�releasing�the�mounting�bolts,�the�mobile�lifting�table�MHT
1200�with�matching�fixtures�must�be�prepared�and�positioned�under�the�high-voltage�battery�unit.

The�low-resistance�connection�between�the�housing�of�the�high-voltage�battery�unit�and�the�body�is
established�by�means�of�two�mounting�bolts�and�equipotential�bonding�screws.

5.1.3.�Equipotential�bonding
The�low-resistance�connection�between�the�housing�of�the�high-voltage�battery�unit�and�ground�is
a�crucial�prerequisite�for�the�fault-free�function�of�the�integrated�isolation�monitoring.�This�is�why�it
is�important�to�observe�the�correct�tightening�torque�for�all�assembly�screws.�It�is�also�important�to
ensure�that�neither�the�housing�of�the�high-voltage�battery�unit�nor�the�body�at�the�respective�bore
holes/threads�is�painted,�corroded�or�dirty.�The�bare�metal�must�be�exposed�if�necessary�before�the
assembly�screws�can�be�mounted.

If�the�low-resistance�connection�between�the�high-voltage�battery�unit�and�the�body�ground�is
insufficient,�then�a�possible�isolation�fault�remains�unnoticed�and�cannot�be�detected�by�the�isolation
monitoring.�In�the�event�of�a�fault,�there�is�the�potential�danger�of�an�electric�shock.

When�mounting�the�mounting�bolts�and�equipotential�bonding�screws,�the�exact�procedure�must�be
observed:

• Clean�contact�surfaces�and�screw�hole�threads�and�have�them�checked�by�a�second�person
• Tighten�assembly�screws�to�specified�torque
• Have�torque�checked�by�second�person
• Both�persons�must�record�this�in�the�vehicle�records�for�the�correctness�of�the�version.�The
"Form�for�equipotential�bonding�screw�connections"�is�provided�in�ISTA�application�for
this�purpose.

84
G20�PHEV�Complete�Vehicle.
5.�High-voltage�Battery�Unit.
5.1.4.�System�wiring�diagram

G20 PHEV,�system�wiring�diagram�for�high-voltage�battery�unit�in�the�high-voltage�network

85
G20�PHEV�Complete�Vehicle.
5.�High-voltage�Battery�Unit.
Index Explanation
1 Electric�A/C�compressor�(EKK)
2 Electrical�heating
3 Electric�motor
4 High�voltage�disconnect�(rescue�disconnect)
5 Electric�Motor�Electronics�(EME)
6 Evaluation�circuit�for�test�signal�of�the�high-voltage�interlock�loop�in�the
Electrical�Machine�Electronics
7 Advanced�Crash�Safety�Module�(ACSM)
8 High-voltage�safety�connector�("Service�Disconnect")
9 Voltage�supply�for�power�distribution�box,�rear�right�(30B)
10 Intelligent�battery�sensor�(IBS2)
11 Auxiliary�battery
12 Safety�battery�terminal�(SBK2)
13 Clock�generator�for�the�test�signal�of�the�high-voltage�interlock�loop�in�the
battery�management�electronics�(SME)
14 Evaluation�circuit�for�test�signal�of�the�high-voltage�interlock�loop�in�the�battery
management�electronics�(SME)
15 Battery�management�electronics�(SME)
16 Cell�modules�of�the�high-voltage�battery�unit
17 Electromagnetic�switch�contactor
18 High-voltage�battery�unit
19 Convenience�charging�electronics�(KLE)
20 Charging�socket

5.1.5.�Monitoring�functions
High-voltage�interlock�loop

The�SME�control�unit�evaluates�the�signal�of�the�high-voltage�interlock�loop�and�checks�whether�there
is�an�open�circuit�with�this�circuit.�In�the�event�of�an�open�circuit,�the�battery�management�electronics
control�unit�can�cause�the�high-voltage�system�to�perform�a�quick�shutdown.

The�principle�of�the�high-voltage�interlock�loop�is�familiar�from�the�"Basics�of�hybrid�technology"
information�bulletin.�In�the�G20�PHEV�the�high-voltage�interlock�loop�is�made�up�of�the�high-voltage
components�pictured�below.

The�electronics�for�controlling�and�generating�the�test�signal�for�the�high-voltage�interlock�loop�is
integrated�in�the�battery�management�electronics�(SME).�Generating�the�test�signal�starts�when�the
high-voltage�system�is�to�be�started�and�ends�when�the�high-voltage�system�has�been�shut�down.
A�square-wave�AC�signal�with�a�frequency�of�approximately�88�Hz�is�generated�as�the�test�signal
by�the�battery�management�electronics�and�fed�into�the�test�lead.�The�test�lead�has�a�ring�topology

86
G20�PHEV�Complete�Vehicle.
5.�High-voltage�Battery�Unit.
(similar�to�that�of�the�MOST�bus).�The�signal�of�the�test�lead�is�evaluated�at�2�points�in�the�ring:�in
the�Electrical�Machine�Electronics�and�finally�right�at�the�end�of�the�ring,�in�the�battery�management
electronics.�If�the�signal�is�outside�a�fixed,�defined�range,�a�disconnection�of�the�circuit�or�a�short�circuit
to�vehicle�ground�is�identified�in�the�test�lead�and�the�high-voltage�system�is�switched�off�immediately.
If�the�high-voltage�interlock�loop�at�the�high-voltage�safety�connector�(“Service�Disconnect”)�is
disconnected,�then�the�switch�contactors�are�opened�directly.�In�addition,�all�high-voltage�components
are�switched�off.

Isolation�monitoring

The�isolation�monitoring�determines�whether�the�isolation�resistance�between�active�high-voltage
components�(e.g.�high-voltage�cables)�and�vehicle�ground�is�above�or�below�a�required�minimum
value.�If�the�isolation�resistance�falls�below�the�minimum�value,�the�danger�exists�that�the�vehicle�parts
will�be�energized�with�hazardous�voltage.�If�a�second,�active�high-voltage�component�is�touched,�there
is�danger�of�an�electric�shock.�There�is�therefore�fully�automatic�isolation�monitoring�for�high-voltage
systems.

The�isolation�monitoring�is�located�in�the�safety�box.�The�safety�box�sends�the�results�to�the�battery
management�electronics�control�unit�via�local�CAN2.�The�SME�control�unit�evaluates�the�results�of
these�measurements.�The�isolation�monitoring�is�carried�out�by�the�safety�box,�while�the�high-voltage
system�is�active,�with�a�resistance�measurement�(indirect�isolation�monitoring).�This�monitoring�is
checked�at�regular�intervals�of�approximately�5�seconds�alternately�between�HV+�and�HV-�to�the
reference�potential�of�the�body�ground.�However,�it�is�equally�important�to�identify�isolation�faults�from
the�high-voltage�cables�in�the�vehicle�to�the�body�ground.�The�cable�shield�is�therefore�connected�to
the�body�ground�via�the�isolation-monitored�high-voltage�components.�This�means�that�isolation�faults
in�the�entire�high-voltage�vehicle�electrical�system�can�be�identified.�The�evaluation�takes�place�in�the
high-voltage�battery�unit.

The�isolation�monitoring�responds�in�2�stages.�When�the�isolation�resistance�drops�below�a�first
threshold�value,�there�is�still�no�direct�danger�to�people.�The�high-voltage�system�therefore�remains
active;�no�Check�Control�message�is�output,�but�the�fault�status�is�naturally�stored�in�the�fault�memory.
In�this�way�the�Service�employee�is�alerted�the�next�time�the�car�is�in�the�workshop�and�can�then�check
the�high-voltage�system.�When�the�isolation�resistance�drops�below�a�second,�lower�threshold�value,
this�is�accompanied�not�only�by�a�fault�memory�entry,�but�also�by�the�appearance�of�a�Check�Control
message�prompting�the�driver�to�visit�a�workshop.

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

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

87
G20�PHEV�Complete�Vehicle.
5.�High-voltage�Battery�Unit.
5.2.�External�features

5.2.1.�Labels
Three�signs�are�attached�to�the�housing�of�the�high-voltage�battery�unit:�1�type�plate�and�2�warning
stickers.�The�type�plate�provides�logistical�information�(e.g.�part�number)�and�the�key�technical�data
(e.g.�nominal�voltage).�The�warning�stickers�point�to�the�lithium-ion�technology�on�the�one�hand,�and
on�the�other�to�the�high�electrical�voltage�that�exists�in�the�high-voltage�battery�unit.�They�thus�raise
awareness�of�the�potential�dangers�involved.

The�type�plate�is�now�also�legible�with�the�high-voltage�battery�installed.

Signs�on�the�housing�of�the�SP41�high-voltage�battery

88
G20�PHEV�Complete�Vehicle.
5.�High-voltage�Battery�Unit.
Index Explanation
1 Warning�sticker�for�high-voltage�battery
2 ID�label�with�technical�data
3 High-voltage�component�warning�sticker
4 Upper�housing�section
5 Venting�unit
6 Connection�for�signal�connector
7 Connection�for�refrigerant�lines
8 Lower�housing�section
9 High-voltage�connection

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

Connections�of�the�SP41�high-voltage�battery

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

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

Low-voltage�connection

There�is�a�signal�connection�on�the�left�side�of�the�high-voltage�battery�unit�of�the�G20�PHEV.�The
control�units�integrated�in�the�high-voltage�battery�unit�are�supplied�with�voltage,�data�bus,�sensor�and
monitoring�signals�via�this�interface.

89
G20�PHEV�Complete�Vehicle.
5.�High-voltage�Battery�Unit.
The�signal�connection�has�the�following�lines:

• Voltage�supply�of�the�SME�control�unit�with�terminal�30�and�terminal�31
• Terminal�30C�(crash�signal)�for�voltage�supply�of�the�electromechanical�switch�contactors
• Wake-up�line�from�the�Body�Domain�Controller�(BDC)
• Input�and�output�of�the�signal�line�for�the�high-voltage�interlock�loop
• Output�(+12 V�and�ground)�for�the�actuation�of�the�combined�expansion�and�shutoff�valve�as
part�of�the�refrigerant�circuit
• K-CAN5.

High-voltage�connection

There�is�a�2-pin�flat�high-voltage�connection�at�the�high-voltage�battery�unit�with�which�the�high-
voltage�battery�unit�is�connected�to�the�EME.

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

However,�the�optimal�range�of�the�temperature�with�regard�to�service�life�and�performance�is�more
limited.�It�is�between�+77�°F�and�+104�°F�(+25 °C�and�+40 °C).�Here,�we�are�referring�to�the�cell
temperature,�and�not�the�outside�temperature.�If�the�cell�temperature�is�continuously�significantly
above�this�range�with�simultaneously�high�performance,�this�has�a�negative�effect�on�the�service�life
of�the�battery�cells.�To�counteract�this�effect,�as�well�as�ensure�maximum�performance�at�all�outside
temperatures,�the�high-voltage�battery�unit�of�the�G20 PHEV�has�a�regulated�cooling�system.

If�the�temperature�of�the�battery�cells�is�significantly�below�the�optimal�operating�temperature�of
+77 °F�(+25 °C),�their�performance�would�be�temporarily�restricted�and�the�efficiency�of�the�energy
conversion�would�not�be�optimal.�This�is�an�unavoidable�chemical�effect�of�lithium-ion�batteries.

If�a�vehicle�is�parked�for�an�extended�period�(e.g.�a�few�days)�at�a�very�low�ambient�temperature,�the
battery�cells�also�take�on�this�low�ambient�temperature.�In�this�situation�it�is�possible�the�full�electrical
driving�power�is�not�available�at�the�start�of�the�journey.

In�this�case�the�combustion�engine�assumes�the�drive�of�the�vehicle.�Pure�electric�driving�(ELECTRIC
driving�mode)�is�no�longer�possible�or�cannot�be�activated.

This�is�also�displayed�to�the�customer�as�a�CC�message:�"Electric�driving�temporarily�restricted.�You
can�continue�to�drive.�Full�electrical�drive�power�will�be�available�again�after�the�high-voltage�battery
has�warmed�up/cooled�down".

Heating�to�warm�up�the�battery�cells�is�not�available�for�the�SP41�High-voltage�battery.

90
G20�PHEV�Complete�Vehicle.
5.�High-voltage�Battery�Unit.
5.3.1.�Overview

G20 PHEV,�system�overview�of�climate�control�–�Installation�locations

Index Explanation
1 Combined�expansion�and�shutoff�valve�at�the�evaporator
2 Combined�expansion�and�shutoff�valve�at�the�high-voltage�battery�unit
3 High-voltage�battery�unit
4 Refrigerant�lines�to�high-voltage�battery�unit
5 Evaporator,�passenger�compartment
6 Electric�A/C�compressor�(EKK)
7 Coolant-based�air�conditioning�condenser�(coolant-refrigerant-heat�exchanger)

91
G20�PHEV�Complete�Vehicle.
5.�High-voltage�Battery�Unit.
Cooling�system�of�the�high-voltage�battery�unit

The�high-voltage�battery�unit�is�cooled�directly�using�R1234yf�.�The�refrigerant�circuit�of�the�air
conditioning�consists�of�2�parallel�branches.�One�for�cooling�the�passenger�compartment�and�one
for�cooling�the�high-voltage�battery�unit.�For�each�branch�there�is�a�combined�expansion�and�shutoff
valve�in�order�to�be�able�to�control�the�cooling�functions�independent�of�each�other.�The�battery
management�electronics�can�activate�and�open�the�combined�expansion�and�shutoff�valve�at�the�high-
voltage�battery�unit�by�applying�voltage.�In�this�way�refrigerant�can�flow�to�the�high-voltage�battery
unit.�The�cooling�of�the�passenger�compartment�is�also�effected�in�a�condition-based�manner.�The
combined�expansion�and�shutoff�valve�upstream�from�the�evaporator�can�also�be�activated�electrically
by�the�EME.�The�amount�of�flowing�refrigerant�is�adjusted�thermally�(depending�on�the�refrigerant
temperature)�via�the�expansion�valves.

Refrigerant�circuit�with�high-voltage�battery�unit�(simplified�illustration)

Index Explanation
1 Receiver�dryer
2 Coolant-based�air�conditioning�condenser�(coolant-refrigerant-heat�exchanger)
3 Electric�A/C�compressor�(EKK)
4 Blower�for�passenger�compartment
5 Combined�expansion�and�shutoff�valve,�passenger�compartment

92
G20�PHEV�Complete�Vehicle.
5.�High-voltage�Battery�Unit.
Index Explanation
6 Evaporator,�passenger�compartment
7 High-voltage�battery�unit
8 Combined�expansion�and�shutoff�valve,�high-voltage�battery�unit
9 Heat�exchanger

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

5.3.2.�Functions
The�cooling�system�has�2�operating�conditions,�which�result�from�its�function:

• Cooling�OFF
• Cooling�ON

Cooling�OFF�operating�condition

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

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

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

Cooling�ON�operating�condition

If�the�battery�cells�heat�up�to�temperatures�of�approximately�86 °F�(30 °C),�cooling�of�the�high-voltage


battery�unit�starts.�The�SME�control�unit�sends�a�cooling�requirement�to�the�IHKA�control�unit�with
2�priorities.�The�IHKA�decides�whether�the�passenger�compartment�or�the�high-voltage�battery�unit
is�cooled�or�both�are�cooled.�The�cooling�requirement�may�be�refused�by�the�IHKA�in�the�event�of�a
cooling�requirement�by�the�SME�with�low�priority�and�a�high�cooling�requirement�in�the�vehicle�interior.
However,�the�high-voltage�battery�unit�is�always�cooled�for�a�cooling�requirement�by�the�SME�with�high
priority.

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

93
G20�PHEV�Complete�Vehicle.
5.�High-voltage�Battery�Unit.
The�components�act�as�follows�in�"Cooling�ON"�operating�condition:

• The�SME�control�unit�requests�a�cooling�requirement.
• Following�release�by�the�IHKA�the�SME�control�unit�activates�the�combined�expansion�and
shutoff�valve�at�the�high-voltage�battery�unit.�This�valve�opens�and�refrigerant�flows�into�the
high-voltage�battery�unit.
• The�electric�A/C�compressor�is�operational.

For�drawing�off�and�filling�the�refrigerant�the�"Drain/Fill�refrigerant�circuit"�service�function�must�be
called�up�from�the�ISTA�application.�The�combined�expansion�and�shutoff�valves�are�activated�as�they
are�closed�in�the�de-energized�state.

94
G20�PHEV�Complete�Vehicle.
6.�Charging�the�High-voltage�Battery�Unit.
6.1.�Introduction
Although�the�high-voltage�battery�unit�of�the�G20 PHEV�can�also�be�partially�charged�by�energy
recovery�via�the�electrical�machine,�the�"normal"�charging�procedure�takes�place�when�the�G20 PHEV
is�connected�to�the�AC�voltage�network�of�the�local�power�supply�company.�Energy�is�taken�from�the
alternating�current�voltage�network�and�fed�to�the�direct�current�voltage�high-voltage�electrical�system.

To�allow�this�to�happen,�the�G20 PHEV�can�be�connected�to�an�AC�charge�station�or�charged�via�the
charging�cable.

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�G20�PHEV�is�connected�to�an�AC�charging�station,�the�maximum�possible�charging�power�of
approximately�3.7 kW�is�also�available�(provided�the�AC�charging�station�is�designed�for�this).

95
G20�PHEV�Complete�Vehicle.
6.�Charging�the�High-voltage�Battery�Unit.
6.1.1.�System�wiring�diagram

System�wiring�diagram�for�AC�charging�with�3.7�kW

96
G20�PHEV�Complete�Vehicle.
6.�Charging�the�High-voltage�Battery�Unit.
Index Explanation
1 Electric�A/C�compressor�(EKK)
2 Electrical�Heating�(EH)
3 Electric�motor
4 Electric�Motor�Electronics�(EME)
5 Battery�management�electronics�(SME)
6 High-voltage�battery�unit
7 Convenience�charging�electronics�(KLE)
8 Drive,�connector�fastener
9 Drive,�charging�socket�cover
10 Charging�socket�cover�sensor
11 Locator�and�status�lighting
12 Charging�socket�at�the�vehicle

6.2.�General�information�on�charging

6.2.1.�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�during�operation.
• Charging�procedure�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�of�the�motor�vehicle,�additional
components�are�required;�these�are�referred�to�as�the�“Electric�Vehicle�Supply�Equipment�(EVSE)”�in
the�standards�and�in�development.�Details�on�the�possible�versions,�structure�and�functioning�of�the
EVSE�are�described�in�the�chapter�"Electric�Vehicle�Supply�Equipment".

The�voltage�of�the�AC�voltage�network�can�be�in�the�range�of�100 V�to�240 V.�It�is�supplied�to�the�G20


PHEV�as�a�single�phase.

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

No�work�may�be�carried�out�at�the�vehicle�during�charging�mode.�The�charging�cable�must�be
disconnected�from�the�vehicle�before�starting�work.

97
G20�PHEV�Complete�Vehicle.
6.�Charging�the�High-voltage�Battery�Unit.
During�the�charging�procedure�the�electric�coolant�pumps�and�the�electric�fan�can�be�switched�on
automatically�for�cooling�the�high-voltage�components.

The�current�repair�instructions�"Safety�information�for�handling�hybrid�vehicles"�must�be�observed�for
this�purpose.

6.2.2.�Overview�of�charging�options
The�high-voltage�battery�unit�of�the�G20 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�G20 PHEV�is�generally�determined�by�the�country-specific�charging�infrastructure.
The�charging�powers�and�the�resulting�charging�times�always�relate�to�the�power�grid�and�not�the
charging�power�used�to�charge�the�high-voltage�battery�unit.�The�charging�power�is�always�less
than�the�available�power�on�the�grid.�The�charging�time�is�a�result�of�the�remaining�capacity�in�the
high-voltage�battery�unit,�as�well�as�the�supplied,�market-dependent�charging�power,�taking�into
consideration�the�available�charging�equipment.

Charging�with�direct�current�(DC�charging)�is�not�supported�by�the�G20 PHEV.

6.2.3.�Electric�Vehicle�Supply�Equipment�(EVSE)
Components�outside�of�the�vehicle�that�support�charging�are�referred�to�as�the�“Electric�Vehicle
Supply�Equipment�(EVSE)”.�“Electric�Vehicle�Supply�Equipment�(EVSE)”�is�thus�an�umbrella�term�for
all�the�components�and�safety�equipment�that�establish�the�connection�to�the�A/C�network�and�ensure
electrical�safety�during�charging.�“EVSE”�thus�stands�for�the�following�components:

• Charging�plug
• Charging�cable
• Wall�plug,�outlet
• Wallbox
• Charging�station
• Ground�fault�circuit�interrupter�(GFCI)
• Disconnecting�switch�for�phase�(L1)�and�neutral�conductor�(N)
• Communication�circuits�(pilot�and�proximity�cables)
• Display�whether�the�AC�voltage�network�is�connected�and�available
• Continuous�or�switched�protective�earth/ground�(PE).

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

The�connection�between�the�vehicle�to�be�charged�and�the�AC�network�is�implemented�by�different
variants�depending�on�the�EVSE.

98
G20�PHEV�Complete�Vehicle.
6.�Charging�the�High-voltage�Battery�Unit.
6.2.4.�Standard�charging�cable

Standard�charging�cable

The�standard�charging�cable�is�designed�for�mobile�use.�All�protection�and�communication�devices
of�the�standard�charging�cable�are�integrated�in�the�so-called�"in-cable�control�box".�The�volume�and
weight�of�this�solution�is�low�and�the�charging�cable�can�be�easily�transported�in�the�vehicle.

In-cable�control�box

Index Explanation
1 LED�display�(green)�for�the�availability�of�the�power�supply
2 LED�display�(blue)�for�charging
3 LED�display�(yellow)�for�excess�temperature
4 LED�display�(red)�for�fault�during�charging
5 In-cable�control�box

As�a�typical�household�power�socket�is�used�for�connecting�the�charging�cable�to�the�AC�voltage
network,�the�maximum�current�level�for�charging�is�restricted.

99
G20�PHEV�Complete�Vehicle.
6.�Charging�the�High-voltage�Battery�Unit.

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

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

The�G20 PHEV�is�equipped�with�the�standard�charging�cable�of�the�2nd�generation�for�AC�charging.
The�standard�charging�cable�is�delivered�with�a�bag�and�is�stowed�in�the�luggage�compartment�on�the
left-hand�side.

Standard�charging�cable�of�the�2nd�generation

Index Explanation
1 Main�plug
2 Electrical�Vehicle�Supply�Equipment�(EVSE)
3 Charging�plug

100
G20�PHEV�Complete�Vehicle.
6.�Charging�the�High-voltage�Battery�Unit.
The�maximum�charge�current�level�at�household�sockets�is�market-specific�and�country-specific.
Depending�on�the�variant,�the�high-voltage�vehicle�can�be�charged�with�6�to�16 A.

The�standard�charging�cable�of�the�2nd generation�has�the�following�features:

• Power:�1.12 kW�(10 A/120 V)


• Protection�against�contact�and�water�ingress�(IP�degree�of�protection):�IP�67
• Temperature�sensor�system:
1�temperature�sensor�in�the�EVSE
2�temperature�sensors�in�the�main�plug�(phase�and�neutral�conductor).

To�protect�the�standard�charging�cable,�the�temperature�in�the�EVSE�and�main�plug�is�monitored.
Power�consumption�is�reduced�or�temporarily�switched�off�completely�by�the�EVSE�if�the�temperature
exceeds�a�specified�value.

The�optional�equipment�"inductive�charging"�available�for�the�G30 PHEV�is�not�available�for�the�G20
PHEV.

Adjusting�the�charge�current�level

Via�the�menu�"Car�settings�/�Charging,�climate�planning�/�charge�current�setting",�the�maximum
current�level�during�charging�with�the�standard�charging�cable�at�the�power�socket�can�be�adjusted
precisely�in�ampere�(adjustment�range�between�6�and�16 A).�It�is�generally�recommended�to�set�the
maximum�permissible�charge�current�level�to�the�lowest�value�for�charging�at�an�unknown�power
socket.

G20�PHEV,�menu�for�setting�the�charge�current�level

101
G20�PHEV�Complete�Vehicle.
6.�Charging�the�High-voltage�Battery�Unit.
Index Explanation
1 Menu�item�for�selecting�the�charging�setting
2 Menu�item�for�adjusting�the�charge�current�level
3 Selection�of�the�charge�current�level�in�ampere

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

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

6.2.5.�Charging�stations

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�authorized�to�perform�these�tasks.

AC�charging�stations

The�connection�of�the�AC�charging�stations�to�the�AC�voltage�network�is�achieved�via�two-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�dependent�on�the�size�of�the�wire�cross-
section�used�in�the�electrical�installation�at�the�installation�site.�The�electrician�configures�the�charging
station�during�installation�according�to�the�wire�cross-section�so�that�the�applicable�maximum�current
level�is�transmitted�to�the�vehicle�using�the�pilot�signal.

The�charging�electronics�of�the�G20 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�and�the�appropriate�connector�on�the�charging
cable:

102
G20�PHEV�Complete�Vehicle.
6.�Charging�the�High-voltage�Battery�Unit.

Example�of�a�fixed�charging�station�(Wallbox)

Index Explanation
1 Display�of�operating�condition
2 Start/Stop�buttons�for�charge�process
3 Charge�cable,�stored�in�charger�unit

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

103
G20�PHEV�Complete�Vehicle.
6.�Charging�the�High-voltage�Battery�Unit.
Index Explanation
A View�from�the�side�of�the�electrical�connection
B View�from�the�side�of�the�handle
1 Mechanical�locking
2 Connection�for�pilot�line
3 Connection�for�protective�earth/ground�conductor
4 Connection�for�proximity�line
5 Connection�for�phase�L1
6 Connection�for�neutral�conductor�(N)
7 Mechanical�guide/connector�housing
8 Button�for�mechanical�unlocking�of�the�connection�before�removal

AC�charging�stations�from�other�manufacturers�may�differ�from�the�version�shown�here.

6.2.6.�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�unplug�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.
• 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.

104
G20�PHEV�Complete�Vehicle.
6.�Charging�the�High-voltage�Battery�Unit.
• 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.�Then�adjust�the�charge�current�setting�in�the�vehicle�to�the
lowest�value.

6.2.7.�Charging�socket�at�the�vehicle
The�charging�socket�of�the�G20 PHEV�is�located�on�the�front�left�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:

G20�PHEV,�charging�socket�at�the�vehicle

Index Explanation
1 Charge�status�indicator
2 Connection�for�neutral�conductor�N
3 Connection�for�phase�L1
4 Connection�for�proximity�line

105
G20�PHEV�Complete�Vehicle.
6.�Charging�the�High-voltage�Battery�Unit.
Index Explanation
5 Connection�for�protective�earth�(ground)
6 Connection�for�pilot�line
7 Charging�socket�cover�locking�mechanism
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�realized�as�simple�signal�lines.�These�signal�lines�are�also�shielded�and�are�terminated
via�a�plug�adapter�at�a�connector�in�the�convenience�charging�electronics.�The�protective�earth�is
connected�electrically�to�ground�in�close�proximity�to�the�charging�socket.�This�way�the�ground�is
earthed�via�the�connected�EVSE.

On�the�US�version,�(Type�1�connector),�the�connector�is�locked�as�long�as�the�vehicle�is�locked.

The�charge�status�indicator�is�located�at�the�vehicle�charging�socket.�The�lighting�of�the�charge�status
indicator�is�provided�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.

106
G20�PHEV�Complete�Vehicle.
6.�Charging�the�High-voltage�Battery�Unit.
6.2.8.�Convenience�charging�electronics
The�convenience�charging�electronics�(KLE)�enables�communication�between�the�vehicle�and
charging�station.

Convenience�charging�electronics�KLE

Index Explanation
1 Ventilation�opening
2 Low-voltage�connection/signal�connection
3 High-voltage�connection�for�the�electrical�heating
4 Coolant�connection�(return)
5 High-voltage�connection�electric�A/C�compressor
6 Coolant�connection�(feed)
7 High-voltage�connection�for�the�Electrical�Machine�Electronics
8 High-voltage�connection�charging�socket

107
G20�PHEV�Complete�Vehicle.
6.�Charging�the�High-voltage�Battery�Unit.
The�convenience�charging�electronics�is�a�high-voltage�component�

High-voltage�component�warning�sticker

Each�high-voltage�component�has�on�its�housing�an�identifying�label�that�enables�Service�employees
and�vehicle�users�to�intuitively�identify�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�exact�repair�instructions.

For�reasons�of�high-voltage�safety�and�the�warranty,�the�convenience�charging�electronics�must�not�be
opened�or�otherwise�dismantled.

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

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

108
G20�PHEV�Complete�Vehicle.
6.�Charging�the�High-voltage�Battery�Unit.

G20�PHEV,�convenience�charging�electronics�input/output

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

109
G20�PHEV�Complete�Vehicle.
6.�Charging�the�High-voltage�Battery�Unit.
Index Explanation
5 Body�Domain�Controller�(BDC)
6 Terminal�status,�driving�readiness�switched�off
7 Dynamic�Stability�Control�(DSC)
8 Vehicle�speed
9 Digital�Motor�Electronics�(DME)
10 Status�of�parking�lock
11 Convenience�charging�electronics�(KLE)
12 Charging�socket
13 Status�of�the�charging�socket�cover�and�the�charging�plug
14 Electric�Motor�Electronics�(EME)
15 Actual�value�of�the�set�charging�power,�charging�voltage�and�charging�current
level,�charging�release
16 Digital�Motor�Electronics�(DME)
17 Information�whether�the�charging�cable�is�connected�and�the�charging
procedure�is�active
18 Charging�socket
19 Activation�of�the�LED�for�locator�lighting�and�charging�status�display,�activation
of�the�charging�plug�lock
20 Instrument�panel
21 Signals�for�the�display�of�charging�information

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

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

When�charging�plug�is�plugged�into�the�vehicle's�charging�socket,�this�is�detected�by�the�charging�plug
detection�line;�the�maximum�current�carrying�capacity�of�the�charging�cable�is�also�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
wire�cross-section).�The�assignment�of�resistance�–�current�level�is�specified�in�the�standard
IEC 61851-1�ed.3.

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�communicating�different�states�between�the�EVSE�and�the�vehicle:

110
G20�PHEV�Complete�Vehicle.
6.�Charging�the�High-voltage�Battery�Unit.
• High-voltage�electric�vehicle�is�ready�to�charge�(Yes/No)
• Fault�present�(Yes/No)
• Maximum�charge�current�which�can�be�provided�by�the�AC�voltage�network
• Charge�current
• 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.

The�following�actions�required�by�the�customer�at�the�start�of�the�charging�procedure:

• Adjust�the�desired�charge�current�level�in�ampere
• Set�the�start�time�for�charging
• Connect�the�charging�cable.

G20�PHEV,�menu�for�setting�the�charging�parameters

After�the�charge�current�level�has�been�defined,�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.
An�immediate�start�of�charging�after�connecting�the�charging�cable,�or�up�to�four�departure�times,�by
which�the�charging�procedure�must�be�completed,�can�be�selected.

If�a�departure�time�is�set,�a�time�frame�for�charging�with�a�reasonable�electricity�rate�can�additionally�be
set.

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).�A�wake-up�line�wired�to�the�BDC�control�unit�is
used�for�this.�Subsequently,�the�convenience�charging�electronics�check�the�functional�prerequisites
for�charging,�and�receive�information�on�the�safety-relevant�conditions�via�the�K-CAN5.�These�checks
are�summarized�in�the�following�list:

111
G20�PHEV�Complete�Vehicle.
6.�Charging�the�High-voltage�Battery�Unit.
• 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.

Actuation�of�the�charge�status�indicator

The�convenience�charging�electronics�actuate�the�charge�status�indicator.

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

Initialization:
Initialization�begins�approximately�0�-�3 s�after�the�charging�plug
has�been�inserted�correctly.�The�initialization�phase�takes�up�to
10 s.
The�RGB�LEDs�flash�orange�during�this�time�at�a�frequency�of
1 Hz.
After�successful�initialization,�charging�of�the�high-voltage�battery
unit�can�be�started.

112
G20�PHEV�Complete�Vehicle.
6.�Charging�the�High-voltage�Battery�Unit.
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�approximately�0.7 Hz.
Charging�interval:
Charging�interval�or�charging�readiness�present�when�the
initialization�phase�was�completed�successfully�and�the�charging
start�is�sometime�in�the�future�(e.g.:�charging�at�a�less�expensive
time).�In�this�case,�the�RGB�LEDs�light�up�permanently�in�blue.

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

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

The�charge�status�indicator�is�activated�for�12 s�after�plugging�in�the�charging�plug,�or�after�unlocking/
locking�the�vehicle.�If�the�vehicle�is�unlocked/locked�again�in�this�period,�the�display�duration�is
extended�by�another�12 s�until�the�maximum�display�duration�of�120 s�has�been�reached.

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

In�the�US�version�(Type�1�connector),�the�connector�is�locked�as�long�as�the�vehicle�remains�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.

113
G20�PHEV�Complete�Vehicle.
6.�Charging�the�High-voltage�Battery�Unit.

G20�PHEV:�emergency�release�for�the�charging�plug

Index Explanation
1 Button�with�cable�for�emergency�release�of�the�charging�plug

6.2.9.�Power�electronics�in�the�convenience�charging�electronics
The�power�electronics�for�the�conversion�of�the�AC�voltage�from�the�charging�socket�to�direct�current
voltage,�which�is�required�for�charging�the�high-voltage�battery�unit,�are�housed�in�the�convenience
charging�electronics.�The�AC�voltage�is�supplied�as�a�single�phase.�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.�Input�and�output�are
electrically�isolated.

At�the�output,�the�convenience�charging�electronics�supply�an�electronically�adjustable�direct�current
voltage�or�an�electronically�adjustable�direct�current�flow.�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�G20 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.

6.2.10.�Energy-optimized�charging�mode
Energy-optimized�charging�mode�is�a�measure�for�improving�charging�efficiency.�It�involves�only
operating�the�control�units�required�for�charging�mode�in�the�on-board�communications�network.
All�other�control�units�on�terminal 30B�are�not�operated.

114
G20�PHEV�Complete�Vehicle.
7.�Hybrid�Brake�System.
7.1.�Introduction
The�function�of�the�brake�system�of�the�G20 PHEV�is�to�decelerate�the�vehicle�safely�under�stable
conditions.�Vehicle�deceleration�is�made�up�of�the�following�elements:

• Conventional�hydraulic�braking
• Regenerative�braking

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

The�service�brake�of�the�G20 PHEV�is�based�on�that�of�a�conventional�G20.�In�this�chapter�only�the
hybrid-specific�components�and�functions�are�described.

In�comparison�to�the�conventional�G20,�the�following�new�or�modified�components�are�used:

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

115
G20�PHEV�Complete�Vehicle.
7.�Hybrid�Brake�System.
7.2.�System�overview

System�overview�of�hybrid�brake�system

Index Explanation
A Hydraulic�braking
B Signal�path
C Regenerative�braking
1 High-voltage�battery�unit
2 Electric�Motor�Electronics�(EME)
3 Electric�motor
4 Drive�train
5 Digital�Motor�Electronics�(DME)
6 Wheel�brakes

116
G20�PHEV�Complete�Vehicle.
7.�Hybrid�Brake�System.
Index Explanation
7 Dynamic�Stability�Control�(DSC)
8 Brake�pedal�with�brake�pedal�angle�sensor�and�brake�booster
9 Accelerator�pedal�module
a Rectified�high-voltage�(DC)�for�storing�in�the�high-voltage�battery�unit
b Electrical�energy�generated�by�the�electrical�machine�(AC�voltage)
c Bus�message�"Accelerator�pedal�angle"�from�the�DME�to�the�EME�(energy
recovery�in�coasting�overrun�mode)
d Bus�message�"Braking�torque�setpoint"�from�the�DSC�to�the�EME
e Hydraulic�pressure�from�the�DSC�to�the�wheel�brakes
f Hydraulic�pressure�from�the�brake�booster�to�the�DSC
g Electrical�signal�"Brake�pedal�angle"�from�the�brake�pedal�angle�sensor�to�the
DSC
h Operation�of�the�brake�pedal
i Electrical�signal�"Accelerator�pedal�angle"�from�accelerator�pedal�module�to
the�DME�(energy�recovery�in�coasting�overrun�mode)
j Releasing�the�accelerator�pedal

117
G20�PHEV�Complete�Vehicle.
7.�Hybrid�Brake�System.
7.3.�Hydraulic�braking

G20 PHEV,�hydraulic�braking

The�brake�booster�is�operated�via�the�driver's�foot�operation,�and�the�brake�actuation�is�determined�by
means�of�the�brake�pedal�angle�sensor.

Depending�on�the�brake�pedal�angle�sensor�signal,�the�valves�in�the�Dynamic�Stability�Control�(DSC)
are�switched�so�that�the�brake�fluid�volume�is�filled�into�the�pressure�storage�chambers�of�the�DSC.
This�causes�an�artificial�extension�of�the�brake�pedal�free�travel.�This�free�travel�extension�is�used�for
additional�recuperative�brake�energy�regeneration.�As�of�a�certain�brake�pedal�travel,�the�valves�are
closed�and�the�hydraulic�intervention�of�the�driver�on�the�wheel�brake�is�restored.

As�brake�recovery�is�reduced,�the�volume�from�the�pressure�accumulator�is�pumped�into�the�wheel
brakes�with�the�help�of�the�return�pump.

The�vehicle�is�thus�not�decelerated�with�the�friction�brake�on�the�rear�axle�at�various�operating�points,
but�via�energy�recovery�of�the�electrical�machine.

The�recuperation�level�is�reduced�or�is�not�permitted�in�the�following�operating�conditions:

1 On�detection�of�adversely�affected�driving�stability,�the�energy�recovery�level�is�reduced.
2 If�emergency�braking�is�detected,�the�driver's�braking�request�is�realized�purely�hydraulically�in
order�to�ensure�faster�implementation�of�the�hydraulic�interventions�at�the�individual�wheels�as
required.

118
G20�PHEV�Complete�Vehicle.
7.�Hybrid�Brake�System.
3 If�no�energy�recovery�is�available�(e.g.�high-voltage�battery�unit�fully�charged),�the�driver's�braking
request�is�realized�as�described.�In�this�case,�the�energy�recovery�level�is�zero�and�the�return
pump�generates�the�complete�hydraulic�brake�pressure�required�to�achieve�vehicle�deceleration.

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

A�brake�pedal�angle�sensor�directly�at�the�brake�pedal�records�the�path�of�the�brake�pedal.

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

Components�for�input�signals�of�brake�energy�regeneration

119
G20�PHEV�Complete�Vehicle.
7.�Hybrid�Brake�System.
Index Explanation
1 Brake�pedal�with�brake�pedal�angle�sensor
2 Accelerator�pedal�module
3 Digital�Motor�Electronics�(DME)
4 Dynamic�Stability�Control�(DSC)

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

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

The�electrical�machine�is�operated�as�an�alternator�when�the�brake�pedal�is�not�operated�but�the
accelerator�pedal�is�at�an�angle�of�0°.�The�Electrical�Machine�Electronics�activates�the�electrical
machine�in�such�a�way�that�a�brake�force�is�obtained�for�the�complete�vehicle�which�corresponds
to�a�conventional�vehicle�in�coasting�(overrun)�mode.�Depending�on�the�driving�mode�selected,�the
deceleration�which�occurs�during�the�coasting�energy�recovery�is�different.

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

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

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

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

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

120
G20�PHEV�Complete�Vehicle.
7.�Hybrid�Brake�System.

G20 PHEV,�diagram�for�distributing�the�brake�force

Index Explanation
a Brake�force�at�the�wheels
b Brake�pedal�travel
c Accelerator�pedal�angle
1 Total�brake�force
2 Hydraulically�generated�brake�force�of�the�front�axle
3 Hydraulically�generated�brake�force�of�the�rear�axle
4 Regenerative�generated�brake�force
5 Free�travel�at�the�brake�pedal
6 Artificial�extension�of�the�brake�pedal�free�travel�by�the�DSC�function

121
G20�PHEV�Complete�Vehicle.
8.�Low-voltage�Vehicle�Electrical�System.
8.1.�Voltage�supply
The�12�V�vehicle�electrical�system�of�the�G20 PHEV�is�essentially�the�same�as�the�electrical�system�of
the�G20.�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�(approximately�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.

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

122
G20�PHEV�Complete�Vehicle.
8.�Low-voltage�Vehicle�Electrical�System.
8.1.1.�System�overview

G20 PHEV,�system�wiring�diagram,�12�V�voltage�supply

123
G20�PHEV�Complete�Vehicle.
8.�Low-voltage�Vehicle�Electrical�System.
Index Explanation
1 Digital�Motor�Electronics�(DME)
2 Integrated�supply�module�(PDM)
3 Starter�motor
4 Power�distribution�box,�engine�compartment
5 Jump�start�terminal�point
6 Electric�motor
7 Electric�Motor�Electronics�(EME)
8 Power�distribution�box,�inner
9 Body�Domain�Controller�(BDC)
10 Charger�unit�for�auxiliary�battery�(Battery�Charge�Unit)
11 Hybrid-specific�fuse
12 Power�distribution�box,�rear
13 Hybrid�power�distribution�box
14 Safety�battery�terminal�2�(SBK2)
15 Auxiliary�battery
16 Intelligent�battery�sensor�2�(IBS2)
17 Intelligent�Battery�Sensor�(IBS)
18 Battery
19 Safety�battery�terminal�(SBK)
20 Power�distribution�box,�front�left

124
G20�PHEV�Complete�Vehicle.
8.�Low-voltage�Vehicle�Electrical�System.
8.2.�Start-up�system

8.2.1.�Starter�motor
The�combustion�engine�B46�can�be�started�via�the�conventional�starter�motor�and�the�electrical
machine.

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

Start�via Speed Selector Temperature Engine�start


lever through
position
START/STOP 0�mph Neutral Engine�and Electric�motor
button (standstill) transmission
>�–10 °C�(14 °F)
Engine�and Pinion�starter
transmission
< –10 °C�(14 °F)
System�start 0�mph�to All�positions Transmission Electric�motor
5�mph > 10 °C�(50 °F)
and
Engine�> 0 °C�(32 °F)
Transmission Pinion�starter
< 10 °C�(50 °F)
or
Engine�< 0 °C�(32 °F)
System�start >�5�mph All�positions all Pinion�starter

125
G20�PHEV�Complete�Vehicle.
8.�Low-voltage�Vehicle�Electrical�System.
8.2.2.�Auxiliary�battery

G20 PHEV,�auxiliary�battery

Index Explanation
1 Safety�battery�terminal�2�(SBK2)
2 Auxiliary�battery
3 Intelligent�battery�sensor�2�(IBS2)

The�energy�required�by�the�starter�motor�is�provided�by�the�auxiliary�battery.�It�is�installed�in�the
luggage�compartment.�The�auxiliary�battery�is�a�lead-acid�battery�with�a�capacity�of�60�Ah.

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

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

The�intelligent�battery�sensor�(IBS2)�receives�the�voltage�supply�via�a�line�with�a�small�cross-section
from�the�safety�battery�terminal�(SBK2)�of�the�auxiliary�battery.

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

126
G20�PHEV�Complete�Vehicle.
8.�Low-voltage�Vehicle�Electrical�System.
The�positive�battery�cable�runs�from�the�safety�battery�terminal�(SBK2)�to�the�starter�motor.

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

• One�as�a�voltage�supply�for�IBS2�(without�fuse).
• One�to�the�BCU�to�charge�the�auxiliary�battery�(with�60 A�fuse).
• One�to�the�EME�(with�5 A�fuse).

8.2.3.�Battery�charging�unit
The�charger�unit�for�auxiliary�battery�consists�of�a�control�unit�and�a�unidirectional�DC/DC�converter;�it
connects�the�start-up�system�with�the�standard�vehicle�electrical�system.�The�charger�unit�for�auxiliary
battery�is�installed�in�the�luggage�compartment�on�the�right-hand�side.

More�information�is�available�in�the�chapter�9.3�"New�control�units�in�the�G20�PHEV".

8.2.4.�Jump�start�terminal�point

G20 PHEV�jump�start�terminal�point

Next�to�the�jump�start�terminal�point�is�a�label�displaying�the�correct/incorrect�polarity.

127
G20�PHEV�Complete�Vehicle.
8.�Low-voltage�Vehicle�Electrical�System.
8.3.�Terminal�control�for�driving�readiness

Terminal�control�from�driver's�view

Index Explanation
A Vehicle�condition�—�DRIVING
B Vehicle�condition�—�RESIDING
C Vehicle�condition�—�PARKING
a Transitional�condition�for�establishing�driving�readiness,
ending�driving�readiness�or�Check/Analysis/Diagnosis
b Transitional�condition�with�stationary�functions

128
G20�PHEV�Complete�Vehicle.
8.�Low-voltage�Vehicle�Electrical�System.
Index Explanation
1 Actuation�of�the�start/stop�button�+�brake�pedal�+�valid�ID
transmitter�in�the�vehicle�interior
2 Driving�readiness�established,�terminal 15N�(terminal 50)
3 Actuation�of�start/stop�button�(three�times�within�0.8 s)�+�valid�ID
transmitter�in�the�vehicle�interior
4 Terminal�15N
5 Operation�of�start/stop�button�+�selector�lever�in�Neutral
6 Undoing�driver's�seat�belt�(v�<�0.1�km/h�(.2�mph),�driver's�door�opened,�selector
lever�not�in�Neutral,�brake�not�pressed,�low�beam�off,�no�OBD�communication,
no�diagnosis�mode,�no�assembly�mode)
7 Door�contact�change�(v�<�0.1�km/h�(6�mph),�driver's�seat�belt�undone,�selector
lever�not�in�Neutral,�brake�not�pressed,�low�beam�off,�no�OBD�communication,
no�diagnosis�mode,�no�assembly�mode)
8 Press�start/stop�button�+�vehicle�is�stationary�or�press�start/stop�button�for�at
least�1 s�+�driving�speed�≥�10�km/h�(6�mph)�or�press�start/stop�button�at�least
three�times�within�4 s�+�driving�speed�≥�10�km/h�(.2�mph)
9 Press�START/STOP�button
10 Terminal�30B
11 Unlock�vehicle
12 Residing�interaction�or�stationary�function�interaction
13 Locks�vehicle
14 No�customer�interaction�for�three�minutes
15 Extended�press�of�head�unit�media�button
16 Terminal�30F

Driving�readiness�is�activated�if�there�is�a�valid�ID�transmitter�in�the�vehicle�interior,�and�the�brake�pedal
and�START/STOP�button�are�pressed�simultaneously.�Driving�readiness�can�be�activated�from�any
terminal�status�(terminal 30F�terminal 30B�and�terminal 15).�Driving�readiness�is�indicated�to�the�driver
by�the�needle�of�the�eDRIVE�display.�Here�the�needle�is�at�"READY".

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

Driving�readiness�is�deactivated�by�pressing�the�START/STOP�button�when�the�vehicle�is�stationary.
The�drive�position�"P"�is�automatically�engaged�in�the�process.�The�car�wash�function�is�an�exception
to�this:�If�the�driver�engages�the�drive�position�"N"�when�the�driving�readiness�is�switched�on�and�then
presses�the�START/STOP�button,�the�drive�position�"N"�remains�engaged�and�terminal�15�remains
switched�on.

129
G20�PHEV�Complete�Vehicle.
9.�Bus�Systems.
The�bus�systems�of�the�G20 PHEV�are�based�on�the�bus�systems�of�the�G20.�All�the�main�and�sub-bus
systems�of�the�G20�are�also�used�in�the�G20 PHEV.�Compared�to�the�bus�systems�of�the�G20,�some
control�units�have�been�added,�adapted�or�not�installed.�The�resulting�bus�overview�of�the�G20 PHEV
is�as�follows:

9.1.�New�schematic�diagram
The�representation�of�the�individual�bus�systems�and�their�designations�have�been�adapted�to�the
representation�and�the�designation�of�the�ISTA�workshop�information�system.

The�following�table�provides�an�overview�of�the�previous�and�the�current�representation�and
designation:

Bus�system�previously Bus�system�currently
K-CAN2 K-CAN2

K-CAN3 K-CAN6

K-CAN4 K-CAN4

K-CAN5 Local-CAN

K-CAN6 K-CAN3

130
G20�PHEV�Complete�Vehicle.
9.�Bus�Systems.
Bus�system�previously Bus�system�currently
PT-CAN PT-CAN

PT‐CAN2 PT‐CAN2

PT‐CAN3 K-CAN5

D-CAN D-CAN

FlexRay FlexRay

131
G20�PHEV�Complete�Vehicle.
9.�Bus�Systems.
Bus�system�previously Bus�system�currently
MOST MOST

Ethernet Ethernet

LIN�bus LIN�bus

132
G20�PHEV�Complete�Vehicle.
9.�Bus�Systems.
9.2.�Bus�overview

G20 PHEV,�bus�overview

133
G20�PHEV�Complete�Vehicle.
9.�Bus�Systems.
Index Explanation
ACSM Advanced�Crash�Safety�Module
BCU Battery�Charge�Unit
BDC Body�Domain�Controller
Booster Booster
CON Controller
CSC�Primary Primary�cell�supervision�circuit
CSC�Secondary Secondary�cell�supervision�circuit
CSM Car�Sharing�Module
DCS Driver�Camera�System
DME Digital�Motor�Electronics
DSC Dynamic�Stability�Control
EGS Electronic�transmission�control
EH Electrical�heating
EKK Electric�A/C�compressor�(EKK)
EME Electrical�Machine�Electronics�(EME)
EPS Electromechanical�Power�Steering
FBD Remote�control�receiver
FLEL Frontal�Light�Electronics�Left
FLER Frontal�Light�Electronics�Right
FRS Front�radar�sensor
FRSF Front�radar�sensor�long�range
FZD Roof�function�center
GWS Gear�selector�switch
HU-H Head�Unit�High
HKFM Tailgate�function�module
HRSNL Rear�radar�sensor�short�range�left
HRSNR Rear�radar�sensor�short�range�right
IBS�2 Intelligent�battery�sensor�2
IHKA Integrated�automatic�heating�/�air�conditioning
KAFAS Camera-based�driver�assistance�systems
KLE Convenience�charging�electronics
KOMBI Instrument�panel
PDC Park�Distance�Control
PMA Parking�Maneuver�Assistant
RAM Receiver�Audio�Module

134
G20�PHEV�Complete�Vehicle.
9.�Bus�Systems.
Index Explanation
RFK Rear�view�camera
SAS Optional�equipment�system
SME Battery�management�electronics
SMBF Front�passenger�seat�module
SMFA Driver's�seat�module
SRSNVL Side�radar�sensor�short�range�front�left
SRSNVR Side�radar�sensor�short�range�front�right
TCB Telematic�Communication�Box
TFE Hybrid�pressure�refuelling�electronic�control�unit
TRSVC Top�rear�side�view�camera
VDP Vertical�Dynamic�Platform
WCA/NFC Wireless�charging�station�with�control�electronics�for
Near�Field�Communication
ZGM Central�gateway�module
1 Start-up�node�control�units�for�starting�and�synchronizing
the�FlexRay�bus�system
2 Control�units�authorizedto�perform�wake-up�function
3 Control�units�also�connected�at�terminal�15WUP

The�following�hybrid-specific�components�are�connected�via�the�LIN�bus�standard�to�the�specified
control�units.�These�LIN�bus�components�are�diagnosed�via�the�respective�control�unit.

Components Control�unit
Electric�A/C�compressor�(EKK) Integrated�automatic�heating/air�conditioning
(IHKA)
Electrical�heating�(EH) Integrated�automatic�heating/air�conditioning
(IHKA)
Charger�unit�for�auxiliary�battery�(BCU) Digital�Motor�Electronics�(DME)
Intelligent�battery�sensor�1�for�auxiliary�battery Digital�Motor�Electronics�(DME)
Intelligent�battery�sensor�2�for�auxiliary�battery Electric�Motor�Electronics�(EME)

9.3.�New�control�units
Compared�with�the�G20,�a�number�of�new�control�units�have�been�installed�in�the�G20 PHEV.

135
G20�PHEV�Complete�Vehicle.
9.�Bus�Systems.
9.3.1.�Electrical�machine�electronics�(EME)

Electrical�machine�electronics

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

The�EME�also�incorporates�the�DC/DC�converter�which�is�responsible�for�the�power�supply�to�the�low-
voltage�electrical�system.�The�EME�is�connected�to�the�PT-CAN,�K-CAN5�and�FlexRay.

9.3.2.�Battery�management�electronics�(SME)
The�SME�control�unit�is�integrated�in�the�high-voltage�battery�unit.�To�maximize�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�the�K-CAN5.

9.3.3.�Cell�Supervision�Circuit�(CSC)
Certain�conditions�must�be�observed�for�fault-free�operation�of�the�lithium-ion�cells�in�the�G20 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).

136
G20�PHEV�Complete�Vehicle.
9.�Bus�Systems.
One�main�cell�supervision�circuit�and�5�series-connected�secondary�cell�supervision�circuits�are
installed.�Only�the�main�cell�supervision�circuit�communicates�via�the�local�CAN1�with�the�SME.�The
secondary�cell�supervision�circuits�communicate�with�the�respective�predecessor�and�successor
control�unit�in�the�CSC�wiring�harness.

9.3.4.�Electric�A/C�compressor�(EKK)
An�electrically�operated�air�conditioning�compressor�is�used�in�the�G20 PHEV.�To�be�able�to�provide
the�necessary�power,�the�electric�air�conditioning�compressor�EKK�is�operated�at�high�voltage.�The
EKK�enables�air�conditioning�operation�in�all�driving�situations.�In�addition�to�cooling�the�vehicle
interior,�the�refrigerant�circuit�cools�the�high-voltage�battery�unit.�The�EKK�control�unit�is�located�in
the�housing�of�the�air�conditioning�compressor;�it�is�connected�to�the�integrated�automatic�heating/air
conditioning�system�via�the�LIN�bus.

9.3.5.�Electrical�Heating�(EH)
Due�to�its�hybrid�concept,�the�combustion�engine�of�the�G20 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�G20 PHEV�has�electrical�heating.�In�principle,�this�functions�similar�to�an�instantaneous
water�heater.�The�electrical�heating�control�unit�is�located�in�the�housing�of�the�electrical�heating�and�is
connected�via�the�LIN�bus�to�the�integrated�automatic�heating�/�air-conditioning�(IHKA).

9.3.6.�Intelligent�Battery�Sensor�2�(IBS2)
The�intelligent�battery�sensor�2�monitors�the�current,�voltage�and�the�pole�temperature�of�the�auxiliary
battery.�The�results�are�forwarded�via�LIN�bus�to�the�EME.

9.3.7.�Hybrid�pressure�refuelling�electronic�control�unit�(TFE)
The�hybrid�pressure�refuelling�electronic�control�unit�uses�a�pressure�temperature�sensor�in�the�fuel
tank�to�monitor�the�current�operating�condition�and�then�controls�the�pressure�reduction�by�opening
the�valves�in�the�tank�ventilation�path.�After�completing�pressure�reduction,�the�controller�drive�for�the
fuel�filler�flap�lock�is�activated�and�the�fuel�filler�flap�and�fuel�filler�cap�can�be�opened�manually.

137
G20�PHEV�Complete�Vehicle.
9.�Bus�Systems.
9.3.8.�Convenience�charging�electronics�(KLE)

Convenience�charging�electronics

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

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

9.3.9.�Battery�Charging�Unit�(BCU)
The�charger�unit�for�auxiliary�battery�is�installed�at�the�rear�of�the�luggage�compartment;�it�consists
of�a�control�unit�and�a�unidirectional�DC/DC�converter.�It�connects�the�separate�12 V�vehicle�electrical
system�for�the�starter�motor�and�auxiliary�battery�with�the�standard�12 V�vehicle�electrical�system.

It�is�responsible�for�charging�the�auxiliary�battery.�The�charger�unit�for�auxiliary�battery�receives�the
target�voltage�with�which�the�auxiliary�battery�is�charged�as�a�LIN�message�from�the�Digital�Motor
Electronics�(DME).�After�the�auxiliary�battery�has�been�fully�charged,�the�auxiliary�battery�charging�unit
is�switched�off�by�the�DME.�The�energy�consumption�in�the�vehicle�electrical�system�can�be�reduced
during�the�electric�journey�or�when�driving�on�a�highway.

The�advantage�this�system�offers�is�the�electrical�isolation�caused�by�the�DC/DC�converter�in�the
charger�unit�for�auxiliary�battery.�This�electrical�isolation�prevents�a�voltage�dip�in�the�standard�12 V
vehicle�electrical�system�when�the�combustion�engine�is�started.

The�charger�unit�for�auxiliary�battery�can�detect�when�the�12 V�vehicle�electrical�system�is�being
charged�via�an�external�12 V�charger.�Using�this�function,�the�charger�unit�can�also�charge�the�auxiliary
battery�when�the�vehicle�is�not�awake�but�is�being�charged�by�an�external�charger�(in�the�12 V�vehicle
electrical�system).

138
G20�PHEV�Complete�Vehicle.
9.�Bus�Systems.
9.3.10.�Vehicle�Sound�Generator�(VSG)
In�the�G20�PHEV�an�acoustic�protection�for�pedestrians�is�used�as�standard.�To�protect�pedestrians
a�distinctive�sound�created�specially�for�electric�BMW�models�is�generated�during�electric�driving.
In�comparison�with�the�predecessor�model,�this�is�no�longer�a�K�CAN3�control�unit�with�integrated
loudspeaker.�The�VSG�control�unit�has�been�integrated�into�the�Receiver�Audio�Module�(RAM),�which
is�therefore�also�responsible�for�actuation�of�the�VSG�loudspeakers.

G20 PHEV,�Vehicle�Sound�Generator

Index Explanation
1 VSG�front�loudspeaker
2 Receiver�Audio�Module�(RAM)
3 VSG�rear�loudspeaker

When�stationary�and�when�driving�up�to�approximately�18�mph�(30 km/h),�the�RAM�generates�artificial
engine�noise�via�the�VSG�loudspeakers�which�gradually�becomes�quieter�as�the�speed�increases.�The
engine�noise�is�the�same�when�driving�forwards�and�reversing.

139
G20�PHEV�Complete�Vehicle.
9.�Bus�Systems.

System�wiring�diagram�for�Vehicle�Sound�Generator�(US�version)

140
G20�PHEV�Complete�Vehicle.
9.�Bus�Systems.
Index Explanation
1 VSG�front�loudspeaker
2 Fuse�for�rear�right�power�distribution�box
3 VSG�rear�loudspeaker
4 Receiver�Audio�Module�(RAM)

Due�to�legal�requirements,�the�VSG�is�installed�in�every�vehicle�that�has�a�purely�electric�drive.
Deactivation�of�the�function�via�the�iDrive�menu�is�no�longer�possible.

9.4.�Adapted�control�units
It�was�necessary�to�adapt�the�IHKA�to�enable�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.�Rollover�detection�is�implemented�with�the�help�of�the
sensors�integrated�in�the�ACSM�control�unit�(roll�rate�sensor�and�vertical�acceleration�sensor).
The�ACSM�had�to�be�adapted�with�regard�to�the�evaluation�of�these�sensor�signals.�The�safety�battery
terminal�at�the�auxiliary�battery�is�activated�by�the�ACSM�if�required.

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

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

The�receiver�audio�module�RAM�also�assumes�the�actuation�of�the�VSG�speakers.

141
G20�PHEV�Complete�Vehicle.
10.�Display�and�Operating�Concept.
10.1.�Driving�modes

10.1.1.�Overview
The�driving�and�drive�system�modes�are�activated�via�the�Driving�Experience�Control.�The�separate
eDrive�button,�as�known�from�the�F30�PHEV,�which�can�be�used�to�shift�through�the�drive�system
modes�is�no�longer�used.�Its�place�is�taken�by�the�Battery Control�button.

G20�PHEV,�center�console�switch�cluster

The�driving�modes�can�be�activated�using�the�individual�buttons�and�some�driving�modes�can�be
configured�via�the�controller.�The�"ADAPTIVE"�button�is�installed�depending�on�the�equipment.

142
G20�PHEV�Complete�Vehicle.
10.�Display�and�Operating�Concept.

G20�PHEV,�overview�of�driving�modes

The�HYBRID�driving�mode�is�divided�into�2�specified�variants�and/or�attributes.�It�is�possible�to�shift
through�these�variants�by�repeatedly�pressing�the�corresponding�button�on�the�Driving�Experience
Control.�Alongside�the�standard�variant,�the�SPORT�and�ELECTRIC�driving�modes�have�an�individual
variant�which�the�driver�can�also�shift�through�by�repeatedly�pressing�the�Driving�Experience�Control.
In�addition,�these�two�driving�modes�can�be�configured�using�the�controller.

The�SPORT�driving�mode�for�the�first�time�features�the�XtraBoost�variant,�in�which�the�vehicle�has
maximum�system�output.

The�familiar�ECO PRO�functions�known�from�other�BMW�models�can�be�activated�in�HYBRID and


ELECTRIC�driving�modes�in�a�sub-function.

A�shift�of�the�gear�selector�switch�to�the�Sport/Manual�position�is�possible�in�the�D�drive�position.�Here
the�combustion�engine�is�turned�on�and�the�drive�adopts�a�sporty�style�(shift�characteristic,�accelerator
pedal,�etc.).�The�chassis�and�suspension�settings�are�not�changed�here.

In�the�ELECTRIC�driving�mode�manual�shifting�via�the�shift�paddles�on�the�steering�wheel�leads�to�a
change�to�the�HYBRID�driving�mode�with�its�last�selected�variant.

10.1.2.�HYBRID
In�the�HYBRID�driving�mode,�the�vehicle�chooses�the�optimum�drive�combination�depending�on
the�state�of�charge�of�the�high-voltage�battery�unit�and�accelerator�pedal�position.�If�the�driver's
power�request�exceeds�the�maximum�available�electrical�power,�the�combustion�engine�is�activated
automatically�and�comfortably.

G20�PHEV,�HYBRID�driving�mode�attributes

143
G20�PHEV�Complete�Vehicle.
10.�Display�and�Operating�Concept.
The�HYBRID�driving�mode�is�available�with�2�attributes:

• STANDARD
• ECO�PRO

STANDARD

The�attribute�of�the�HYBRID�STANDARD�driving�mode�corresponds�to�the�combination�of�COMFORT
and�Auto eDrive�mode�from�the�F30 PHEV.�HYBRID STANDARD�is�always�active�after�a�new�vehicle
start.

Exception:

• The�gear�selector�switch�is�in�Sport/Manual�mode.
• The�ELECTRIC�INDIVIDUAL�driving�mode�has�been
selected�as�the�standard�driving�mode�and�is�available.

The�HYBRID�STANDARD�mode�can�in�principle�be�divided�into�2�parts:�The�charge�depleting�phase
and�the�charge�sustaining�phase.

In�the�charge�depleting�phase�the�G20 PHEV�can�be�driven�electrically�up�to�approximately�68�mph
(110�km/h).�The�combustion�engine�is�activated�at�speeds�above�68�mph�(110�km/h)�or�for�high�power
requirements.�The�combustion�engine�is�switched�off�if�the�speed�falls�below�65�mph�(105�km/h)�into
the�electric�driving�range.

In�the�charge�sustaining�phase,�accelerations�up�to�approximately�25�mph�(40 km/h)�and�constant-
speed�driving�up�to�approximately 37�mph�(60 km/h)�are�possible�as�all-electric�driving.�During
operation�at�low�speeds,�driving�states�in�which�the�combustion�engine�is�off�alternate�with�driving
states�in�which�the�combustion�engine�is�running.

Outside�this�efficiency-optimized�eDrive�range,�the�combustion�engine�is�automatically�started�in�case
of�high�load�and�speed�demands.

In�general,�the�following�applies�to�the�electric�drive:�If�the�vehicle�is�driven�after�a�long�immobilization
period�at�very�cold�ambient�temperatures,�this�may�result�in�a�power�reduction�of�the�electrical�drive
or�it�may�not�be�available�at�all.�A�reason�for�this�may�be�an�excessively�low�cell�temperature�in�the�cell
modules�of�the�high-voltage�battery�unit.

ECO�PRO

The�HYBRID�ECO�PRO�driving�mode�rigorously�supports�a�driving�style�that�reduces�consumption
and�its�attribute�corresponds�to�the�combination�of�ECO PRO�and�Auto eDrive�of�the�predecessor
model.�In�this�driving�mode�the�G20 PHEV�has�its�maximum�overall�range.�Essentially�the�following
measures�help�to�increase�the�range:

• A�modified�accelerator�pedal�characteristic�curve�and�shift�program�with�automatic
transmission�helps�the�driver�adopt�a�driving�style�that�optimizes�fuel�consumption.
• No�boost�function�available�(except�with�kickdown).
• Adaptive�energy�recovery�or�coasting�(innovation,�see�chapter�entitled�"Operating�strategy").

144
G20�PHEV�Complete�Vehicle.
10.�Display�and�Operating�Concept.
• The�combustion�engine�is�switched�off�in�the�case�of�coasting�at�up�to�100�mph�(160 km/h).
• Power�reduction�of�the�electrical�comfort�consumer�units�such�as�mirror,�seat�or�rear�window
heating.
• Power�reduction�of�heating�/�air-conditioning�system.

Individualization�in�the�same�way�as�in�the�predecessor�model�is�no�longer�possible�in�the
HYBRID ECO�mode.�The�attribute�corresponds�to�specified�parameters.

10.1.3.�ELECTRIC
The�attribute�of�the�ELECTRIC�driving�mode�corresponds�to�the�combination�of�COMFORT
and�MAX eDrive�mode�of�the�predecessor�model.�In�contrast�to�the�HYBRID�driving�mode,�in
ELECTRIC INDIVIDUAL�the�driver�has�the�possibility�to�adjust�settings�with�regard�to�efficiency�and
driving�dynamics.

G20�PHEV,�ELECTRIC�driving�mode�attributes

The�ELECTRIC�driving�mode�is�available�with�2�attributes:

• STANDARD
• INDIVIDUAL

STANDARD

With�a�sufficient�state�of�charge�of�the�high-voltage�battery�unit,�all-electric�driving�of�the�vehicle�with
maximum�power�of�the�electric�drive�is�possible�for�up�to�41 miles�(66�km).�The�maximum�speed�in�this
case�is�87�mph�(140 km/h).

In�the�STANDARD�variant,�all�ECO PRO�settings�are�switched�off�and�the�damping�(depending�on�the
equipment)�and�steering�are�set�to�"Comfort"�(see�ELECTRIC�INDIVIDUAL).

The�following�events�can�mean�that�the�ELECTRIC�driving�mode�cannot�be�selected�or�is�disabled:

• State�of�charge�of�the�high-voltage�battery�unit�too�low
• Kickdown�(switch�to�HYBRID�STANDARD)
• Speed�too�high
• Gear�selector�switch�in�Sport/Manual�position�(change�to�HYBRID�with�the�last�selected
variant)
• Shift�paddles�on�the�steering�wheel�actuated�(change�to�HYBRID�with�the�last�selected�variant)
• Cell�temperature�too�high�/�low
• System�fault

145
G20�PHEV�Complete�Vehicle.
10.�Display�and�Operating�Concept.
INDIVIDUAL

In�the�G20�PHEV�the�driver�has�the�possibility�to�individualize�the�ELECTRIC�driving�mode�and�make
settings�with�regard�to�efficiency�and�sportiness.�ELECTRIC�INDIVIDUAL�can�be�selected�as�the
standard�driving�mode�so�that�this�driving�mode�is�active�at�every�engine�start.�Alongside�all�other
settings,�this�is�saved�for�the�driver�profile�currently�in�use.

The�following�settings�can�be�made:

• ECO�PRO�functions�seat�heating
• ECO�PRO�functions�climate�control
• ECO�PRO�functions�light�and�sight
• Driving�dynamics�damping�action�(depending�on�equipment)
• Driving�dynamics�steering

There�is�no�longer�a�display�of�the�ECO PRO�potential.

10.1.4.�SPORT
In�the�SPORT�driving�mode,�a�sporty�engine�and�suspension�setting�provides�an�assured�and�dynamic
driving�experience.

G20�PHEV,�SPORT�driving�mode�attributes

The�SPORT�driving�mode�is�available�with�3�attributes:

• STANDARD
• XtraBoost
• INDIVIDUAL

STANDARD

In�the�SPORT�STANDARD�driving�mode,�the�combustion�engine�is�always�running�or�running�in
addition�while�the�vehicle�is�being�driven�as�soon�as�the�driving�mode�is�activated.

Essentially�the�following�measures�contribute�to�increasing�the�output�and�dynamics:

146
G20�PHEV�Complete�Vehicle.
10.�Display�and�Operating�Concept.
• Change�of�the�attributes�of�the�accelerator�pedal�characteristic�curve�and�the�shift�program�in
automatic�transmissions�for�a�sporty�driving�style.
• More�sporty�setting�of�the�driving�dynamics�systems�(damping�and�steering).
• Higher�boost�output�available.
• Combustion�engine�is�not�switched�off�while�the�vehicle�is�being�driven�(only�at�a�standstill).
• No�coasting�available.
• Greater�increase�in�the�load�point�of�the�combustion�engine�to�ensure�sufficiently�high�battery
charge�for�provision�of�the�boost�function.

XtraBoost

XtraBoost�lends�the�vehicle�its�most�dynamic�character.�Here�the�electrical�machine�supports
the�combustion�engine�in�addition�to�its�continuous�output�with�up�to�30 kW.�Then�the�electrical
machine's�output�is�limited�to�its�continuous�output.�Further�measures�are�also�implemented:

• Faster�implementation�of�the�torque�request�by�the�accelerator�pedal�module.
• Sportiest�setting�of�the�driving�dynamics�systems�(damping�and�steering).
• Sportiest�accelerator�pedal�characteristic�curve.
• Sportiest�shift�program�in�automatic�transmissions�with�faster�gearshifts�and�longer
suppression�of�upshift.
• Sportier�setting�of�the�drive�acoustics�in�the�vehicle�interior�(Active�Sound�Design).

The�energy�required�for�XtraBoost�is�stored�in�the�high-voltage�battery�unit�and�if�necessary�the�state
of�charge�is�actively�increased�by�means�of�load�point�increase.�XtraBoost�can�thus�be�used�down�to
minimum�states�of�charge�(within�the�framework�of�the�hybrid�drive's�system�limits).�In�this�driving
mode�the�combustion�engine�is�permanently�active.

XtraBoost�is�fitted�as�standard�and�can�be�distinguished�by�an�inscription�of�the�same�name�in�the
instrument�cluster�from�the�SPORT STANDARD�driving�mode.

If�the�selector�lever�is�set�to�Manual/Sport,�only�the�additional�output�of�30 kW�is�briefly�available.�The
other�attributes,�such�as�shift�program�or�Active�Sound�Design,�are�not�changed�as�described�above.

INDIVIDUAL

Just�like�in�the�ELECTRIC�driving�mode,�the�SPORT�driving�mode�can�be�customized.�The�following
ranges�of�adjustment�are�used:

• Damping�action�(depending�on�equipment)
• Steering
• Engine
• Transmission

147
G20�PHEV�Complete�Vehicle.
10.�Display�and�Operating�Concept.
10.1.5.�ADAPTIVE
With�the�ADAPTIVE�driving�mode,�the�entire�engine�and�vehicle�setting�automatically�adapts�to�both
the�driving�situation�and�the�driving�style.

10.2.�BATTERY�CONTROL
The�BATTERY�CONTROL�mode�is�selected�using�the�separate�Battery Control�button.�The�target
charge�value�can�be�individually�adjusted�using�the�controller.�This�can�be�adjusted�to�a�state�of�charge
of�30-100%.

G20�PHEV�BATTERY�CONTROL

Index Explanation
1 Battery�Control�button

10.3.�Displays�in�the�instrument�cluster

10.3.1.�Displays�of�operating�conditions
The�hybrid-specific�operating�states�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�(CID).

The�displays�shown�below�may�appear,�depending�on�the�driving�situation�and�driving�mode.

148
G20�PHEV�Complete�Vehicle.
10.�Display�and�Operating�Concept.

G20�PHEV,�hybrid-specific�instrument�cluster

Index Explanation
1 All-electric�driving�is�possible�within�this�speed�range.�In�the�ELECTRIC�driving
mode,�the�range�up�to�140 km/h�(87�mph)�is�highlighted
2 Display�of�the�driving�mode
3 eBoost:�the�needle�is�in�the�eBoost�range�during�powerful�acceleration
4 All-electric�driving�distance�travelled
5 eDRIVE�range:�All-electric�driving�is�possible�within�this�range
6 READY:�Driving�readiness�established
7 CHARGE:�The�needle�shows�the�energy�recovery�as�a�function�of�the
deceleration�or�brake�pedal�actuation�intensity
8 State�of�charge�of�high-voltage�battery�unit�with�new�battery�symbol�complying
with�standard
9 Remaining�electric�range

In�the�instrument�cluster,�the�driver�is�provided�with�a�visual�acknowledgement�about�the�level�of
requested�power.

Depending�on�the�activated�driving�mode,�the�following�additional�information�is�displayed�in�the�form
of�widgets�in�the�right-hand�area�of�the�instrument�cluster (KOMBI).

149
G20�PHEV�Complete�Vehicle.
10.�Display�and�Operating�Concept.
Driving�mode Widget
HYBRID • Current�consumption�(fuel)
• Consumption�display�(fuel)
• Average�consumption�(fuel)
• Distance�recorder�for�driving�without�combustion�engine

ELECTRIC • Current�consumption�(electrical�energy)
• Consumption�display�(electrical�energy)
• Average�consumption�(electrical�energy)
• Distance�recorder�for�driving�without�combustion�engine

SPORT • Coolant�temperature

10.3.2.�Display�modes
The�following�graphic�shows�the�instrument�cluster�(KOMBI)�in�the�various�driving�modes:

G20�PHEV,�driving�modes�in�the�instrument�cluster

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G20�PHEV�Complete�Vehicle.
10.�Display�and�Operating�Concept.
Index Explanation
A HYBRID
B ELECTRIC
C SPORT

10.4.�Displays�in�Central�Information�Display
The�familiar�hybrid-specific�displays�are�used:

• Trip�data�(previously�eDrive�use)
• Energy�and�power�flow�display
• Adaptation�to�stretch�of�road
• Driving�style�analysis

The�representation�of�the�driving�style�analysis�has�been�revised.�In�this�way,�it�helps�to�develop�a
particularly�efficient�driving�style�and�to�save�fuel�and/or�electrical�energy.�The�function�is�only�available
in�the�HYBRID�ECO�driving�mode.�The�efficiency�is�visualized�in�the�shape�of�a�triangle�with�the
anticipation�featured�on�the�left�and�the�acceleration�behavior�on�the�right.

G20�PHEV,�display�of�driving�style�analysis

The�more�efficient�the�driving�style,�the�more�bars�are�displayed�in�color�and�the�higher�the�number
of�points�displayed.�In�the�case�of�an�inefficient�driving�style,�on�the�other�hand,�a�reduced�number�of
bars�and�a�lower�number�are�displayed.

10.5.�"Ready�to�drive"�mode
Driving�readiness�in�the�G20 PHEV�is�indicated�to�the�driver�by�the�needle�of�the�right�display�in�the
instrument�cluster.�Here�the�needle�is�at�"READY".�The�vehicle�is�stationary�and�starts�to�move�as�soon
as�a�drive�position�is�engaged�and�the�service�brake�is�no�longer�actuated.

151
G20�PHEV�Complete�Vehicle.
10.�Display�and�Operating�Concept.
Depending�on�the�state�of�charge�of�the�high-voltage�battery�unit,�the�driving�mode�and�the�position�of
the�accelerator�pedal,�the�vehicle�is�either�driven�purely�electrically�or�by�the�combustion�engine.�If,�for
example,�the�vehicle�is�stationary�at�a�railway�crossing�or�a�red�light,�the�driving�readiness�is�switched
on.�If�the�combustion�engine�is�started,�for�example,�due�to�a�power�requirement,�it�also�runs�for�a
certain�period�of�time�so�that�the�catalytic�converter�reaches�operating�temperature.

10.6.�Load�point�increase
Raising�the�load�of�the�combustion�engine�at�consistent�engine�speed�is�called�load�point�increase.
This�results�in�an�increase�in�performance�and�the�option�to�operate�the�combustion�engine�in
the�optimal�range.�The�arising�resistance,�which�counteracts�the�combustion�engine,�must�be
compensated�so�that�on�the�one�hand�the�load�of�the�engine�increases,�and�on�the�other�hand�the
speed�remains�constant.

An�example�of�this�is�the�switching�on�of�the�air�conditioning�or�the�rear�window�heating�in�vehicles
that�are�powered�by�combustion�engine�alone.�The�DME�assumes�the�balancing�of�the�additional
resistance�by�feeding�more�fresh�air�to�the�combustion�engine.�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�G20 PHEV�the�electrical�machine�generates�a�counter-torque�in�alternator�mode.�As�described
above,�the�DME�compensates�this�counter-torque�and�the�combustion�engine�is�operated�more
optimally.�The�electrical�energy�gained�is�used�to�charge�the�high-voltage�battery�unit.�In�this�way,�the
combustion�engine�is�also�positively�influenced�during�charging�of�the�high-voltage�battery�unit.

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

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

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

10.8.�"Coasting"�function
As�is�already�the�case�in�all�current�hybrid�vehicles,�the�G20 PHEV�also�has�a�"coasting"�feature.
"Rolling�without�energy�consumption"�(coasting)�means�that�the�combustion�engine�is�also�shut�down
at�higher�speeds�up�to�approximately�100�mph�(160�km/h�)�if�it�is�not�required�for�the�drive.�At�the�same

152
G20�PHEV�Complete�Vehicle.
10.�Display�and�Operating�Concept.
time�the�separating�clutch�in�the�drive�train�is�opened�so�that�the�vehicle�rolls�without�engine�braking
effect.�The�advantage�of�increased�efficiency�through�"coasting"�is�clearly�visible:�in�this�operating
condition�no�fuel�is�consumed.

10.9.�Hybrid-specific�Check�Control�messages
If�faults�occur�in�the�G20 PHEV,�the�driver�is�informed�thereof�via�Check�Control�messages.
The�following�table�summarizes�the�key�hybrid-specific�Check�Control�messages:

Check Meaning Cause


Control
message
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.

Acoustic�pedestrian�protection VSG�fault.
failed.

Isolation�fault,�fault�in�the�high- High-voltage�battery�unit,�high-voltage�system
voltage�interlock�loop. faulty.�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-
energized�state�for�maintenance,�service
and�repairs.�High-voltage�safety�connector
(Service�Disconnect)�removed,�circuit�of�high-
voltage�interlock�loop�interrupted.
Risk�of�fire. Temperature�in�the�high-voltage�battery�unit
too�high.

153
G20�PHEV�Complete�Vehicle.
11.�Operating�Strategy.
11.1.�Adaptive�recuperation

11.1.1.�Introduction
Adaptive�recuperation�is�used�in�the�G20 PHEV.�Here,�the�application�and�extent�of�coasting
recuperation�(and�the�resulting�vehicle�deceleration)�is�adapted�intelligently�and�depending�on�the
traffic�situation�and�the�stretch�of�road.�The�function�decides�automatically�whether�the�vehicle�coasts
or�regenerates�power�(recuperates).

In�this�way,�the�driver�is�supported�in�anticipatory�driving�and�energy�recuperation�is�optimized.
Furthermore,�comfort�is�enhanced�by�the�reduced�number�of�brake�pedal�operations.

Adaptive�recuperation�is�not�a�separate�item�of�optional�equipment.�It�is�available�as�a�function�in�the
HYBRID ECO PRO�driving�mode.

11.1.2.�Functional�principle
The�aim�of�adaptive�recuperation�is�to�use�the�vehicle's�kinetic�energy�appropriately�for�the�situation
and�thus�more�intelligently.�The�traffic�situation�in�front�of�the�vehicle�and�the�stretch�of�road�ahead�are
evaluated�for�this�purpose.�The�following�events�are�taken�into�consideration:

Traffic�situation�in�front�of�the�vehicle

Evaluation�of�the�traffic�situation�in�front�of�the�vehicle�is�effected,�depending�on�the�equipment
specification,�via�the�respective�variant�of�the�KAFAS�camera�and�the�front�radar�sensor.

G20�PHEV,�adaptive�recuperation�–�evaluation�of�vehicle�in�front

154
G20�PHEV�Complete�Vehicle.
11.�Operating�Strategy.
Stretch�of�road

The�stretch�of�road�is�evaluated�by�means�of�the�navigation�system�data.

Detected�situations

• Top�speed�limitations
• Bends
• Traffic�circles
• Off�ramps/exits
• Turning-off�priority�roads
• Red�lights*

*�Only�with�the�optional�equipment�Driving�Assistant�Professional�(SA 5AU).
For�US�version�vehicles:�Only�with�the�optional�equipment�Traffic�Jam�Assistant�(SA 5AR).

If�the�system�detects�a�traffic�situation�in�which�no�braking�operations�are�necessary,�the�vehicle
coasts�as�soon�as�the�driver�takes�his/her�foot�off�the�accelerator�pedal.�If�the�system�detects�a�traffic
situation�in�which�braking�operations�are�necessary,�the�vehicle�is�specifically�decelerated�to�the
prevailing�or�requested�speed�by�recuperation.

G20�PHEV,�adaptive�recuperation

Index Explanation
A Free�driving
B Detected�vehicle�in�front
C Deceleration�situation
D Traffic�light�situation
1 Coasting
2 Adaptation�of�coasting�recuperation�to�the�respective�situation

155
G20�PHEV�Complete�Vehicle.
11.�Operating�Strategy.
Example�without�adaptive�recuperation

Initial�situation:�The�driver�drives�towards�a�vehicle�in�front�which�is�travelling�at�a�lower�speed.

G20�PHEV,�recuperation�strategy�without�adaptive�energy�recovery

Index Explanation
A Case�A
B Case�B
1 Speed�of�own�vehicle
2 Speed�of�vehicle�travelling�in�front
3 Renewed,�avoidable�traction�(double�energy�conversion)
4 Included�nominal�distance
5 Traction
6 Predefined�recuperation
7 Brake�actuation�by�the�driver

Case�A:�If�the�driver�takes�his/her�foot�off�the�accelerator�pedal�too�early,�the�predefined�recuperation
ensues�in�accordance�with�the�driving�mode�and�the�current�speed.�The�driver's�own�vehicle
would�decelerate�too�heavily,�making�it�necessary�for�the�driver�to�accelerate.�This�is�inefficient�and
uncomfortable.

Case�B:�If�the�driver�takes�his/her�foot�off�the�accelerator�pedal�late,�the�predefined�recuperation�would
not�be�enough�to�slow�the�driver's�own�vehicle�down�to�the�speed�of�the�vehicle�in�front.�The�driver
must�actively�engage�with�brake�intervention.�Depending�on�the�deceleration,�energy�is�recovered
more�heavily�through�regenerative�braking�and�the�kinetic�energy�is�not�completely�lost.�This�is
nevertheless�uncomfortable�for�the�driver.

156
G20�PHEV�Complete�Vehicle.
11.�Operating�Strategy.
Situation�example�with�adaptive�recuperation

Same�initial�situation:�The�driver�drives�towards�a�vehicle�in�front�which�is�travelling�at�a�lower�speed.

G20�PHEV,�recuperation�strategy�with�adaptive�recuperation

Index Explanation
A Case�A
B Case�B
1 Speed�of�own�vehicle
2 Speed�of�vehicle�travelling�in�front
3 Included�nominal�distance
4 Traction
5 Coasting
6 Adaptive�recuperation

Case�A:�If�the�driver�takes�his/her�foot�off�the�accelerator�pedal�too�early,�adaptive�recuperation�uses
the�still�sufficient�distance�for�coasting.�Only�as�the�distance�decreases�is�the�vehicle�automatically
decelerated�by�recuperation�to�the�speed�of�the�vehicle�in�front.�The�extent�of�energy�recovery�is
adapted�to�suit�the�situation�in�the�process.�A�speed-dependent�nominal�distance�is�included�during
the�control�operation.

Case�B:�If�the�driver�takes�his/her�foot�off�the�accelerator�pedal�late,�adaptive�recuperation�prevents
coasting�and�immediately�starts�with�recuperation.�Recuperation�is�increased�compared�with�case�A�to
achieve�a�sufficient�deceleration.

Adaptive�recuperation�permanently�evaluates�the�current�driving�situation.�If�the�driving�situation
changes�during�the�control�operation,�the�changed�situation�is�evaluated�and�the�control�operation
resumed�accordingly.

157
G20�PHEV�Complete�Vehicle.
11.�Operating�Strategy.
Example:�The�driver's�own�vehicle�slows�down�to�the�speed�of�the�vehicle�in�front,�but�the�vehicle�in
front�now�changes�lane.�If�the�driver's�own�lane�is�free�or�a�new�vehicle�in�front�is�travelling�faster�than
the�driver's�vehicle,�the�system�switches�to�coasting.�If�the�driver's�own�lane�is�occupied�by�a�new,
slower�vehicle�in�front,�the�vehicle�is�in�turn�slowed�to�the�slower�vehicle's�speed.

The�same�happens�when�traffic�lights�are�just�changing�or�traffic�cuts�into�the�driver's�own�lane.

On�tight�bends�the�radius�is�used�to�calculate�a�bend�entry�speed�to�which�the�vehicle�can�be
specifically�decelerated.�In�this�way,�for�tighter�bends�a�lower�bend�entry�speed�can�be�calculated�and
recuperation�can�be�higher.

During�recuperation�to�speed�limits�ahead�the�target�speed�is�calculated�with�a�tolerance�value�of
approximately�6�mph�(+10 km/h).�The�situation�may�thus�arise�where�the�vehicle�arrives�6�mph�(10 km/
h)�faster�at�the�requested�speed�limit.

If�the�vehicle�has�not�yet�reached�the�prescribed�speed�at�the�requested�point,�recuperation�continues
until�the�vehicle�attains�the�requested�speed.

Pressing�the�brake�or�accelerator�pedal�deactivates�adaptive�recuperation.

Adaptive�recuperation�facilitates�energy-optimized�and�comfortable�deceleration�by�coasting
recuperation.�There�is�no�automatic�braking�for�obstacles�by�the�function.�The�driver�is�responsible�for
adhering�to�the�speed�and�the�requested�minimum�distance.

Route�guidance

Adaptive�recuperation�uses�the�data�and�calculations�of�the�route-ahead�assistant.�In�this�way,
adaptive�recuperation�can�be�used�by�the�navigation�system�when�route�guidance�is�both�active�and
not�being�used.�When�the�route�guidance�is�not�active,�the�most�likely�route�is�used�for�evaluation.
However,�the�stretch�of�road�can�be�calculated�more�accurately,�and�therefore�more�efficiently,�when
the�route�guidance�is�active.

Decelerations

The�following�diagram�shows�the�extent�of�the�energy�recovery�with�and�without�adaptive
energy�recovery�depending�on�the�speed.�The�brake�lights�are�not�activated�automatically�during
recuperation.

158
G20�PHEV�Complete�Vehicle.
11.�Operating�Strategy.

G20�PHEV�comparison�of�deceleration�with�and�without�adaptive�recuperation

Index Explanation
A Vehicle�with�adaptive�energy�recovery�(example:�G20�PHEV)
B Vehicle�without�adaptive�energy�recovery�(example:�G12�LCI�PHEV)
1 Deceleration�by�recuperation
2 Control�range�of�adaptive�recuperation
3 Control�of�recuperation�in�HYBRID�ECO�PRO�driving�mode
4 Control�of�recuperation�in�HYBRID�STANDARD�driving�mode
5 Vehicle�speed

2
To�illustrate�this:�-0.1 g�(-0.981�m/s )�corresponds�to�a�speed�reduction�of�approximately�2�mph
(3.5 km/h)�per�hour.

Deceleration�to�a�standstill�does�not�happen�since�in�the�low�speed�range�the�vehicle�is�driven�via�the
automatic�transmission�(creeping).

11.1.3.�System�components
The�front�radar�sensor�(FRS)�or�the�front�radar�sensor�long�range�(FRSF)�is�needed�to�reliably�detect
the�vehicles�in�front.�Consequently,�adaptive�recuperation�is�only�possible�with�the�optional�equipment
Active�Cruise�Control�with�Stop&Go�function�(SA 5DF).

Adaptive�recuperation�can�be�implemented�on�different�control�units.�Depending�on�the�equipment
specification,�the�function�is�integrated�in�the�control�unit�optional�equipment�system SAS�(with
Driving Assistant Professional�(SA 5AU))�or�in�the�DSC�control�unit�(Active�Cruise�Control�with
Stop&Go�function�(SA 5DF)).

159
G20�PHEV�Complete�Vehicle.
11.�Operating�Strategy.

G20�PHEV,�input/output,�adaptive�recuperation

160
G20�PHEV�Complete�Vehicle.
11.�Operating�Strategy.
Index Explanation
A Used�in�vehicles�without�the�optional�equipment�Driving�Assistant
Professional�(SA 5AU)
B Used�in�vehicles�with�the�optional�equipment�Driving�Assistant�Professional
(SA 5AU)
1 KAFAS-Mid-Camera
2 KAFAS-High-Camera
3 Accelerator�pedal
4 Front�radar�sensor�(FRS)
5 Front�radar�sensor�long�range�(FRSF)
6 Wheel�speed�sensors
7 Electric�motor
8 Electric�Motor�Electronics�(EME)
9 Digital�Motor�Electronics�(DME)
10 Instrument�cluster�(KOMBI)
11 Driving�Experience�Control�(FES)
12 Head�Unit�High�3
13 Dynamic�Stability�Control�(DSC)
14 Optional�equipment�system�(SAS)

Operation�of�the�brake�pedal�is�recorded�and�processed�directly�by�the�DSC�unit.

The�Digital�Motor�Electronics�(DME)�assumes�the�central�coordination�between�the�setpoint�torque
specifications�which�are�output�by�the�different�control�units.�The�higher�torque�request�is�then
forwarded�to�the�EME�for�implementation.�The�DME�also�stores�the�driving�modes�in�which�the
function�is�available�and�not�available.

11.1.4.�Displays�and�operation
The�function�does�not�have�any�separate�display�or�operating�elements.�The�function�is�only�available
in�the�HYBRID ECO PRO�driving�mode.�The�function�cannot�be�deactivated.

Recuperation�is�displayed�as�usual�in�the�instrument�cluster�below�the�drive-ready�state�indicator
(CHARGE�area).�Adaptive�recuperation�is�currently�not�depicted�separately.

Adaptive�recuperation�is�deactivated�as�soon�as�cruise�control�or�ranging�of�an�assistance�system
is�active�(cruise�control�with�brake�function,�Active�Cruise�Control�with�Stop&Go�function�or
Speed Limit Assist).

161
G20�PHEV�Complete�Vehicle.
11.�Operating�Strategy.
Nominal�distance

The�nominal�distance�included�by�the�system�to�vehicles�travelling�in�front�is�generously�calculated
and�can�be�influenced�by�the�driver.�To�this�end�the�accelerator�pedal�must�be�held�constant�at�the
desired�distance�and�approaching�the�same�speed�of�the�vehicle�in�front�for�approximately 1 second.
The�function�stores�the�contemplated�distance�for�the�duration�of�the�journey.�The�value�is�deleted
when�the�system�switches�to�the�"Park"�vehicle�condition.

The�nominal�distance�included�by�adaptive�recuperation�does�not�necessarily�correspond�to�the
minimum�distance�required�by�law.�The�driver�is�responsible�for�maintaining�the�required�minimum
distance.

Deactivation�criteria

Adaptive�recuperation�is�prevented�under�the�following�conditions:

• When�the�brake�pedal�is�pressed
• When�the�accelerator�pedal�is�pressed
• During�coasting
• After�the�target�speed�is�reached
• With�active�cruise�or�longitudinal�control
• When�the�driving�mode�is�changed
• In�event�of�system�faults�in�the�components�involved.

11.1.5.�US�version
Adaptive�recuperation�is�subject�to�the�following�changes�in�US�vehicles:

• Adaptive�recuperation�not�adapted�to�the�stretch�of�road
Currently�adaptive�recuperation�is�only�performed�when�vehicles�in�front�are�detected.
Implementation�of�an�adaptation�to�the�stretch�of�road�is�under�review.
• Availability�in�a�number�of�driving�modes
Adaptive�recuperation�is�available�in�all�driving�modes.�To�be�able�to�use�adaptive�energy
recovery�in�the�SPORT�driving�mode�as�well,�it�is�necessary�to�select�SPORT�INDIVIDUAL
and�set�"COMFORT”�at�the�engine�tuning.
• Deactivation�possible
Adaptive�recuperation�can�be�deactivated�via�iDrive.

162
G20�PHEV�Complete�Vehicle.
11.�Operating�Strategy.
11.2.�Anticipatory�hybrid�drive
The�anticipatory�hybrid�drive�has�been�revised�and�enhanced�with�the�G20 PHEV.�The�driver�can�find
this�function�under�"Anticipatory�hybrid�drive"�in�the�vehicle�literature�and�the�vehicle's�integrated
owner’s�manual.

Here,�with�active�route�guidance�by�the�navigation�system�the�route�is�analyzed�and�the�operating
strategy�adapted�to�the�stretch�of�road.�The�navigation�and�traffic�data�of�the�individual�distances
permit�a�calculation�of�the�power�required�to�cover�these�distances.

Based�on�these�power�forecasts�and�the�state�of�charge�of�the�high-voltage�battery�unit,�a�decision�is
made�on�whether�the�combustion�engine�or�the�electric�motor�is�used�for�this�distance.�The�aim�is�to
reserve�the�electrical�energy�for�the�destination�zone,�the�urban�environment�and�further�stretches�in
which�the�vehicle�is�driven�at�a�lower�speed.�If�necessary,�the�high-voltage�battery�unit�must�be�actively
charged�beforehand�(load�point�increase)�for�this�purpose.

Anticipatory�hybrid�drive

Index Explanation
1 Power�forecast�for�the�respective�distance
2 Distance�travelled
3 Use�of�the�electric�motor
4 Use�of�the�combustion�engine

Anticipatory�use�of�the�electrical�energy�can�reduce�consumption�and�also�enhance�the�experience�of
electric�driving�for�the�driver.�The�combustion�engine�is�switched�off�where�the�driver�expects�and�also
senses�it�(at�low�speeds�with�a�low�noise�level,�e.g.�in�towns).

163
G20�PHEV�Complete�Vehicle.
11.�Operating�Strategy.
New�features:

• Extension�of�the�slow-driving�zone
The�classification�of�a�slow-driving�zone�necessary�for�the�function�has�been�extended
to�entire�towns.�In�this�way,�the�electrical�energy�is�reserved�for�electric�driving�in�urban
environments.�Previously,�only�individual�stretches�were�taken�into�account�with�up�to
approximately�18�mph�(30 km/h).
• More�intelligent�distribution�of�electrical�energy
Reserving�the�electrical�energy�for�stretches�in�which�the�vehicle�is�driven�more�slowly�(e.g.�for
top�speed�limitations,�in�traffic�jams,�construction�sites)�is�now�possible�in�a�number�of�driving
modes.�Previously,�this�was�only�possible�in�the�ECO�PRO�driving�mode.

The�following�requirements�must�be�fulfilled�for�the�function�of�the�anticipatory�hybrid�drive:

• Route�guidance�activated�in�the�navigation�system
• HYBRID�STANDARD,�HYBRID�ECO�PRO�or�ADAPTIVE�driving�mode�used.

The�anticipatory�hybrid�drive�is�not�available�in�the�ELECTRIC�driving�mode�and�when�BATTERY
CONTROL�is�used.�Anticipatory�energy�recovery�is�only�possible�on�downhill�gradients�in�the�SPORT
driving�mode�or�the�sport/manual�position�of�the�gear�selector�switch.

The�following�table�once�again�provides�a�summary�of�the�functionality�depending�on�the�respective
driving�mode.

Functionality SPORT ADAPTIVE HYBRID HYBRID


STANDARD ECO�PRO
Electric –   
destination�zone
Electric�passage –   
through
urban�area
Full�recuperation    
on�downhill
gradient
Intelligent, –   
traffic-
related�energy
distribution

The�anticipatory�hybrid�drive�appears�in�the�energy�flow�display�of�the�Central�Information�Display.
A�relevant�note�is�displayed�when�a�corresponding�situation�occurs�or�in�the�course�of�preparation�for
such�a�situation.

164
G20�PHEV�Complete�Vehicle.
12.�Climate�Control.
As�in�previous�BMW�hybrid�vehicles,�an�electrically�powered�air�conditioning�compressor�is�used�in
the�G20 PHEV.�Because�the�A/C�compressor�has�an�electric�motor,�it�is�possible�to�operate�the�air
conditioning�independently�of�the�combustion�engine.�Thus�the�customer�can�enjoy�the�cooling�effect
of�the�air�conditioning�even�while�driving�in�pure�electric�mode�and�while�stopped.

The�high-voltage�battery�unit�is�cooled�by�the�vehicle's�refrigerant's�circuit.

The�stationary�climate�control�is�also�available�in�the�G20 PHEV.

12.1.�System�overview

G20 PHEV,�components�of�refrigerant�circuit

165
G20�PHEV�Complete�Vehicle.
12.�Climate�Control.
Index Explanation
1 Combined�expansion�and�shutoff�valve�(interior)
2 Combined�expansion�and�shutoff�valve�(high-voltage�battery�unit)
3 High-voltage�battery�unit
4 Refrigerant�lines�to�high-voltage�battery�unit
5 Low-pressure�connection�(for�drawing�off,�evacuating�and�filling)
6 Refrigerant�pressure�sensor
7 High-pressure�connection�(for�drawing�off,�evacuating�and�filling)
8 Coolant-based�air�conditioning�condenser�(coolant-refrigerant-heat�exchanger)
9 Electric�A/C�compressor�(EKK)
10 Evaporator�(vehicle�interior)

System�overview�of�climate�control

Index Explanation
1 Dryer�flask
2 Coolant-based�air�conditioning�condenser�(coolant-refrigerant-heat�exchanger)
3 Electric�A/C�compressor�(EKK)
4 Blower�for�passenger�compartment
5 Combined�expansion�and�shutoff�valve,�passenger�compartment

166
G20�PHEV�Complete�Vehicle.
12.�Climate�Control.
Index Explanation
6 Evaporator,�passenger�compartment
7 High-voltage�battery�unit
8 Combined�expansion�and�shutoff�valve,�high-voltage�battery�unit
9 Heat�exchanger

The�two�graphics�above�show�the�refrigerant�circuits�in�the�G20 PHEV.�The�refrigerant�circuit�for
cooling�the�high-voltage�battery�unit�is�switched�parallel�to�the�refrigerant�circuit�for�cooling�the�vehicle
interior.

Its�temperature�has�a�decisive�influence�on�the�service�life�of�the�high-voltage�battery�unit.�The�cells
of�the�high-voltage�battery�unit�should�not�deliver�their�power�or�absorb�electrical�power�at�too�high�or
too�low�a�temperature.�The�optimal�cell�temperature�is�approximately�77 °F�(25 °C);�the�battery�cells
should�not�exceed�a�maximum�temperature�of�104�°F�(40 °C).

R1234yf�is�used�as�the�refrigerant�depending�on�the�market;�it�circulates�in�a�circuit,�absorbing�heat
at�one�point�in�the�system�and�releasing�it�at�another�point.�The�heat�from�the�vehicle�interior�and�the
high-voltage�battery�unit�is�transferred�to�the�coolant�in�the�coolant-based�air�conditioning�condenser.
When�the�air-conditioning�is�activated�for�the�vehicle�interior,�or�when�cooling�power�is�requested�for
the�high-voltage�battery�unit,�the�electrically�driven�air�conditioning�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.�Only�refrigerant�oils�approved�by�BMW
for�electric�A/C�compressors�may�be�used�as�lubricating�materials.�So�that�the�battery�cooling�and�the
vehicle�interior�cooling�can�be�operated�independently�of�each�other,�special�expansion�and�shutoff
valves�are�integrated�in�the�refrigerant�circuit.�The�shutoff�valves�have�only�the�"closed"�and�"open"
positions.�The�amount�of�flowing�refrigerant�is�adjusted�thermally�(depending�on�the�refrigerant
temperature)�via�the�expansion�valves.�The�two�expansion�and�shutoff�valves�open�only�the�portion�of
the�circuit�that�is�actually�required.�This�ensures�high�efficiency�and�proper�control�characteristics�of
the�system.

The�combined�expansion�and�shutoff�valve�upstream�of�the�evaporator�is�activated�by�the�Electrical
Machine�Electronics�(EME);�the�combined�expansion�and�shutoff�valve�for�the�high-voltage�battery
unit�is�activated�by�the�battery�management�electronics (SME).�When�the�shutoff�valve�in�the
corresponding�refrigerant�circuit�is�electrically�actuated,�and�thus�opened,�liquid�refrigerant�flows�into
the�cooling�unit�via�the�expansion�valve�and�evaporates.�As�part�of�this�process,�it�removes�heat�energy
from�its�environment.�The�electric�A/C�compressor�compresses�the�refrigerant�again,�and�it�returns
to�liquid�physical�state�in�the�coolant-based�air�conditioning�condenser.�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.

167
G20�PHEV�Complete�Vehicle.
12.�Climate�Control.
Cooling�of Combined Combined Electric�A/C
expansion�and expansion�and compressor
shutoff�valve shutoff�valve�(high-
(passenger voltage�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�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�controls�the�electric
A/C�compressor�via�the�LIN�bus.�The�cooling�requirements�are�prioritized�depending�on�the
temperature,�for�example�at�a�high�ambient�temperature�and�very�warm�passenger�compartment,
a�higher�cooling�power�is�demanded�with�higher�priority.�If�the�desired�temperature�is�reached,�the
cooling�power�is�reduced�to�maintain�the�temperature�and�set�to�a�lower�priority.

It�is�similar�for�the�temperature�of�the�battery�cells.�If�the�battery�cells�heat�up�to�temperature�of
approximately�86�°F�(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.

Additionally,�the�speed�of�the�electric�A/C�compressor�is�limited�for�acoustic�reasons.�This�occurs�as�a
function�of�the�blower�setting�and�the�driving�speed.

168
G20�PHEV�Complete�Vehicle.
12.�Climate�Control.
12.2.�Electric�A/C�compressor

Electric�A/C�compressor�(EKK)

Index Explanation
1 Signal�connector
2 Low�pressure�line�(gaseous�refrigerant�at�low�temperature�and�low�pressure)
3 High-voltage�connector
4 High�pressure�line�(gaseous�refrigerant�at�high�temperature�and�high�pressure)
5 Electric�A/C�compressor�(EKK)

The�electric�A/C�compressor�is�a�high-voltage�component�

Warning�for�high-voltage�components

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

169
G20�PHEV�Complete�Vehicle.
12.�Climate�Control.

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�exact�repair�instructions.

For�warranty�reasons�and�reasons�of�high-voltage�safety,�the�electric�A/C�compressor�must�not�be
opened�or�otherwise�dismantled.

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.

The�high-voltage�connector�of�the�electric�A/C�compressor�is�not�part�of�the�high-voltage�interlock
loop.�A�contact�bridge�is�integrated�in�the�high-voltage�connector�of�the�G20 PHEV,�which�interrupts
the�voltage�supply�to�the�control�unit�of�the�EKK�if�the�high-voltage�connector�is�pulled�off.�This
prevents�power�consumption�of�this�high-voltage�component.

To�compress�the�refrigerant,�the�spiral�compressor�(also�known�as�the�scroll�compressor)�is�used.
The�electric�power�of�the�electric�A/C�compressor�is�4.5�kW.

The�high�voltage�for�the�EKK�is�in�a�voltage�range�between�approximately 205 V�and�410 V.�Above�and


below�this�voltage�range�the�power�is�reduced�or�the�EKK�is�switched�off.

12.3.�Stationary�cooling
Owing�to�the�fact�that�the�air�conditioning�compressor�in�the�G20 PHEV�is�electrically�operated�and
that�the�high-voltage�battery�unit�has�high�energy�and�power�densities,�a�stationary�climate�control
function�is�offered�to�the�customer�in�the�G20 PHEV.�For�stationary�air�conditioning,�the�IHKA�decides
which�measures�are�required�for�stationary�heating,�stationary�cooling�or�stationary�ventilation.
Prerequisites�for�activation�of�the�stationary�climate�control�are:

• Sufficient�state�of�charge�of�the�high-voltage�battery�unit�(state�of�charge >
approximately�30%)�or�charging�cable�connected
• Engine�switched�off�or�driving�readiness�deactivated
• Ventilation�outlets�are�open,�allowing�the�air�to�escape.

The�customer�has�various�options�for�activating�the�stationary�climate�control:

• Via�the�menu�in�the�CID,�switch�on�directly�or�program�a�time
• Via�the�button�on�the�ID�transmitter
• Via�BMW�Connected�app.

170
G20�PHEV�Complete�Vehicle.
13.�Electrical�Heating.
The�heat�exchanger�of�the�G20 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
G20 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�G20 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�

High-voltage�component�warning�sticker

Each�high-voltage�component�has�on�its�housing�an�identifying�label�that�enables�Service�employees
and�vehicle�users�to�intuitively�identify�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�exact�repair�instructions.

For�reasons�of�high-voltage�safety�and�the�warranty,�the�electrical�heating�must�not�be�opened�or
otherwise�dismantled.

171
G20�PHEV�Complete�Vehicle.
13.�Electrical�Heating.

G20 PHEV,�heater�circuit�in�the�high-temperature�coolant�circuit

Index Explanation
1 Radiator
2 Coolant�temperature�sensor�(radiator�outlet)
3 Electric�fan
4 Electric�coolant�pump

172
G20�PHEV�Complete�Vehicle.
13.�Electrical�Heating.
Index Explanation
5 Crankcase
6 Cylinder�head
7 Exhaust�turbocharger
8 Pressure�relief�valve
9 Coolant�pump
10 Coolant�temperature�sensor,�engine�outlet
11 Electrical�split�cooling�valve
12 Heat�management�module
13 Engine�oil/coolant�heat�exchanger
14 Electrical�heating�(EH)
15 Heat�exchanger�for�heating�system
16 Expansion�tank
17 Electric�coolant�pump�(heater�circuit)
18 Electrical�changeover�valve

173
G20�PHEV�Complete�Vehicle.
13.�Electrical�Heating.
13.1.�Installation�locations�and�connections

G20 PHEV,�heater�circuit

Index Explanation
1 Electric�coolant�pump
2 Connection�to�the�coolant�circuit
3 Heat�exchanger�for�heating�system
4 Electrical�heating
5 Electrical�changeover�valve

174
G20�PHEV�Complete�Vehicle.
13.�Electrical�Heating.

Connections�at�the�electric�heating

Index Explanation
1 Coolant�feed�line�(from�the�electric�coolant�pump)
2 Coolant�feed�line�(to�the�heat�exchanger�for�heating�system)
3 Coolant�temperature�sensor
4 Equipotential�bonding�line�connection
5 Signal�connector�(low-voltage�connector)
6 Coolant�temperature�sensor�connection
7 High-voltage�connector�connection
8 Housing

175
G20�PHEV�Complete�Vehicle.
13.�Electrical�Heating.
13.2.�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�coolant�temperature�sensor�at�the�electrical�heating�output�for�this�purpose.�This�way�the
IHKA�control�unit�can�decide�whether�the�heat�from�the�combustion�engine�is�sufficient�to�heat�the
passenger�compartment�or�whether�the�electrical�heating�should�be�switched�on.�If�the�temperature
of�the�coolant�is�too�low,�the�electric�heating�can�heat�up�to�a�total�of�6�stages.�The�electrical�heating�is
always�condition-based�thanks�to�this�control�operation.

13.2.1.�Low�coolant�temperature
When�the�coolant�temperature�is�low,�for�example�after�driving�off,�or�in�all-electric�driving,�the�electric
changeover�valve�is�activated�by�the�Body�Domain�Controller�(BDC).�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.

13.2.2.�Coolant�temperature,�high
The�coolant�heated�by�the�combustion�engine�flows�through�the�de-energized,�open�changeover�valve
and�the�electrical�heating�to�the�heat�exchanger.�There�some�of�the�heat�is�released�into�the�air�flowing
through�the�heat�exchanger�and�ultimately�reaches�the�coolant�circuit�of�the�combustion�engine�again.
The�electrical�heating�is�switched�off,�but�the�electric�coolant�pump�is�active.

13.2.3.�Heating�control
The�electric�coolant�pump�and�the�electrical�changeover�valve�are�12 V�components�which�are
activated�by�the�Body�Domain�Controller�(BDC).

The�maximum�electrical�power�of�the�electrical�heating�is�5.5 kW�(280 V�x�20 A).�The�electrical�heating


is�implemented�by�three�heater�coils,�which�are�each�cycled�with�the�same�power,�but�phase�offset,
via�pulse�width�modulation�(PWM).�The�output�from�the�heater�coils�is�controlled�by�the�switched-on
period�within�the�PWM�signal.�The�heater�coils�are�cycles�within�the�electrical�heating�by�electronic
switches�(power�MOSFETs).

176
G20�PHEV�Complete�Vehicle.
13.�Electrical�Heating.

Heater�coils�in�the�electrical�heating

Index Explanation
1 Coolant�feed�line�connection�(from�the�electric�coolant�pump)
2 Coolant�feed�line�connection�(to�the�heat�exchanger�for�heating�system)
3 Coolant�temperature�sensor
4 High-voltage�connector�connection
5 Heater�coil�(three)

177
G20�PHEV�Complete�Vehicle.
13.�Electrical�Heating.

Block�diagram�for�electrical�heating

Index Explanation
1 Low-voltage�connector
2 Temperature�sensor�(control�unit�printed�circuit�board)
3 Coolant�temperature�sensor
4 Electric�heating�(control�unit)
5 Convenience�charging�electronics�(KLE)
6 Electric�Motor�Electronics�(EME)
7 Battery�management�electronics�(SME)
8 High-voltage�battery�unit
9 High-voltage�connector�at�electrical�heating
10 Hardware�shutdown�in�the�event�of�excessive�current�in�heater�coil�3
11 Hardware�shutdown�in�the�event�of�excessive�current�in�heater�coil�2
12 Hardware�shutdown�in�the�event�of�excessive�current�in�heater�coil�1
13 Electronic�switch�(Power�MOSFET)�for�heater�coil�1
14 Electronic�switch�(Power�MOSFET)�for�heater�coil�2

178
G20�PHEV�Complete�Vehicle.
13.�Electrical�Heating.
Index Explanation
15 Electronic�switch�(Power�MOSFET)�for�heater�coil�3
16 Heater�coil�1
17 Heater�coil�2
18 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�from�250 V�to�400 V.�Above�and�below
this�voltage�range�the�power�is�reduced.�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�achieved�safely.

Inside�the�electrical�heating�a�galvanic�separation�was�realized�between�the�high-voltage�circuit�and
the�low-voltage�circuit.

The�connections�for�local�interconnect�network�bus�and�voltage�supply�(terminal�30B)�are�located�at
the�low-voltage�connector.

The�high-voltage�contacts�of�the�round�connector�for�the�electrical�heating�are�protected�against
contact.�The�high-voltage�connector�of�the�electrical�heating�is�not�part�of�the�high-voltage�interlock
loop.�A�contact�bridge�is�integrated�in�the�high-voltage�connector�of�the�G20 PHEV,�which�interrupts
the�voltage�supply�to�the�control�unit�of�the�EH�if�the�high-voltage�connector�is�pulled�off.�This
prevents�power�consumption�of�this�high-voltage�component.

Phase-offset�pulse�width�modulation�(PWM)�of�the�three�heater�coils�enables�continuous�heater
output�between�approximately�550 W�(equivalent�to�10%)� and�a�maximum�of�5.5 kW�(equivalent�to
100%).�The�request�for�switching�on�the�heating�comes�from�the�IHKA�control�unit�via�LIN�bus.

On�reaching�the�maximum�temperature,�or�exceeding�the�maximum�permissible�current�level,�the
heater�output�is�automatically�restricted�by�the�electrical�heating.

The�power�of�the�electrical�heating�is�also�reduced�in�ECO�PRO�mode�and�from�a�certain�state�of
charge�of�the�high-voltage�battery�unit.

The�electrical�heating�is�switched�off�in�the�event�of�system�faults.

The�electrical�heating�is�maintenance-free.

13.2.4.�Antifreeze�and�corrosion�inhibitor
The�cooling�system�of�the�G20�PHEV�is�filled�with�the�new�antifreeze�and�corrosion�inhibitor�Frostox®
HT-12.�The�new�antifreeze�and�corrosion�inhibitor�increases�the�long-term�stability�and�corrosion
protection�of�the�components.�It�replaces�the�well-known�antifreeze�and�corrosion�inhibitor�Glysantin
G48®.

Like�G48,�HT-12�contains�silicate�and�forms�a�silicate�passivation�layer�on�metallic�component
surfaces�to�prevent�corrosion.�The�familiar�mixture�of�water�and�coolant�concentrate�in�the�ratio�50:50
is�used�as�coolant.

179
G20�PHEV�Complete�Vehicle.
13.�Electrical�Heating.

Antifreeze�and�corrosion�inhibitors�cannot�be�mixed�with�each�other�in�any�manner.�If�they�are�mixed,
it�may�cause�the�antifreeze�and�corrosion�inhibitor�to�gel,�thus�causing�damage.�The�selection�of�the
correct�antifreeze�and�corrosion�inhibitor�is�only�possible�via�the�workshop�information�system�using
the�part�number.

13.2.5.�Automated�coolant�bleeding�routine

When�components�have�been�exchanged�on�the�high-temperature�coolant�circuit�or�the�cooling
system�has�been�filled,�an�automated�coolant�bleeding�routine�must�be�carried�out.�Otherwise,�there�is
a�risk�of�damage�to�the�components�to�be�cooled.

The�actuators�in�the�cooling�system�are�activated�during�the�automated�coolant�bleeding�routine.
The�automated�coolant�bleeding�routine�is�completed�after�around�10 minutes.

The�following�prerequisites�must�be�fulfilled�to�be�able�to�carry�out�an�automated�coolant�bleeding
routine�on�the�high-temperature�coolant�circuit:

• Charging�cable�not�connected�at�the�high-voltage�connection
• Check�and�if�necessary�correct�coolant�level�in�the�expansion�tank
• Close�hood
• Activate�PAD�mode
• Set�temperature�of�the�integrated�automatic�heating/air�conditioning�system
to�the�highest�temperature
• Select�lowest�blower�speed.

Proceed�as�follows�to�start�the�automated�coolant�bleeding�routine:

• Press�the�accelerator�pedal�as�far�as�the�limit�position�for�at�least�10 seconds
(do�not�press�the�brake�pedal�while�doing�so)
• Release�accelerator
• When�the�brake�pedal�is�actuated�press�the�start/stop�button�and�at�the
same�time�briefly�press�the�accelerator�pedal,�combustion�engine�starts
• Release�the�pedals�and�start/stop�button.

The�starting�and�ending�of�the�automated�coolant�bleeding�routine�is�displayed�in�the�instrument
cluster.�The�speed�of�the�combustion�engine�is�increased�and�varies�while�the�coolant�bleeding�routine
is�active.

After�the�service�function�is�completed�allow�the�combustion�engine�to�cool�down�(risk�of�scalding)
and�check�the�coolant�level�in�the�expansion�tank,�correct�if�necessary.

180

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