Professional Documents
Culture Documents
Productinformation.
I12Powertrain
BMWService
Generalinformation
Symbolsused
Thefollowingsymbol/schematicdiagramisusedinthisdocumenttofacilitatebettercomprehension
ortohighlightveryimportantinformation:
Containsimportantsafetyinformationandinformationthatneedstobeobservedstrictlyinorderto
guaranteethesmoothoperationofthesystem.
Informationstatusandnational-marketversions
BMWGroupvehiclesmeettherequirementsofthehighestsafetyandqualitystandards.Changes
inrequirementsforenvironmentalprotection,customerbenefitsanddesignrendernecessary
continuousdevelopmentofsystemsandcomponents.Consequently,theremaybediscrepancies
betweenthecontentsofthisdocumentandthevehiclesavailableinthetrainingcourse.
ThisdocumentbasicallyrelatestotheEuropeanversionofleft-handdrivevehicles.Someoperating
elementsorcomponentsarearrangeddifferentlyinright-handdrivevehiclesthanshowninthe
graphicsinthisdocument.Furtherdifferencesmayariseasaresultoftheequipmentspecificationin
specificmarketsorcountries.
Additionalsourcesofinformation
Furtherinformationontheindividualtopicscanbefoundinthefollowing:
Owner'sHandbook
IntegratedServiceTechnicalApplication.
Contact:conceptinfo@bmw.de
2013BMWAG,Munich
ReprintsofthispublicationoritspartsrequirethewrittenapprovalofBMWAG,Munich
Theinformationcontainedinthisdocumentformsanintegralpartofthetechnicaltrainingofthe
BMWGroupandisintendedforthetrainerandparticipantsintheseminar.Refertothelatestrelevant
informationsystemsoftheBMWGroupforanychanges/additionstothetechnicaldata.
Informationstatus:November2013
BV-72/TechnicalTraining
I12Powertrain
Contents
1. Introduction............................................................................................................................................................................................................................................. 1
1.1. Overview............................................................................................................................................................................................................................... 1
1.2. Mid-engine....................................................................................................................................................................................................................... 4
2. B38TopEngine............................................................................................................................................................................................................................... 6
2.1. Enginedesignation............................................................................................................................................................................................. 7
2.2. Technicaldata............................................................................................................................................................................................................. 8
2.3. Changes............................................................................................................................................................................................................................10
2.4. Beltdrive......................................................................................................................................................................................................................... 11
2.4.1. Pendulumbelttensioner...................................................................................................................................... 13
2.4.2. Vibrationdamperwithdisconnectedbeltpulley............................................................ 16
2.5. Intakeairandexhaustemissionsystems....................................................................................................................18
2.5.1. Intakeairsystem............................................................................................................................................................... 18
2.5.2. Exhaustemissionsystem................................................................................................................................... 22
2.6. Fuelsystem.................................................................................................................................................................................................................23
2.6.1. Fuelpreparation................................................................................................................................................................. 23
2.6.2. Fuelsupply................................................................................................................................................................................. 25
2.7. High-temperaturecoolingcircuit..............................................................................................................................................33
2.7.1. Systemoverview............................................................................................................................................................... 34
2.7.2. Components............................................................................................................................................................................ 38
2.7.3. Serviceinformation....................................................................................................................................................... 41
2.8. Low-temperaturecoolingcircuit............................................................................................................................................... 43
2.9. Acousticcovers.................................................................................................................................................................................................... 45
2.10. NotesforService............................................................................................................................................................................................... 46
3. AutomaticTransmission............................................................................................................................................................................................. 48
3.1. Designation................................................................................................................................................................................................................. 50
3.2. Functiondiagram............................................................................................................................................................................................... 51
3.3. Ratios.................................................................................................................................................................................................................................... 52
3.4. Directshifting.......................................................................................................................................................................................................... 52
3.5. Drivepositionactuator.............................................................................................................................................................................. 53
3.6. Transmissionoilsupply........................................................................................................................................................................... 57
3.6.1. Electricaltransmissionoilpump.............................................................................................................. 58
3.6.2. Transmissionoilcooler........................................................................................................................................... 59
3.7. NotesforService............................................................................................................................................................................................... 59
4. ElectricMotor................................................................................................................................................................................................................................. 60
4.1. Introduction................................................................................................................................................................................................................. 60
4.2. Electricalmachine............................................................................................................................................................................................ 61
4.3. 2-speedmanualgearbox...................................................................................................................................................................... 64
4.3.1. Designation................................................................................................................................................................................ 65
I12Powertrain
Contents
4.3.2. Function.......................................................................................................................................................................................... 66
4.3.3. Interfaces....................................................................................................................................................................................... 71
5. OutputShafts................................................................................................................................................................................................................................. 74
5.1. Frontaxle........................................................................................................................................................................................................................ 74
5.2. Rearaxle...........................................................................................................................................................................................................................75
6. OperatingStrategy............................................................................................................................................................................................................... 76
6.1. Introduction................................................................................................................................................................................................................. 77
6.2. Overview.......................................................................................................................................................................................................................... 78
6.3. Drivingmodes......................................................................................................................................................................................................... 79
6.3.1. COMFORTmode............................................................................................................................................................ 79
6.3.2. ECOPROmode.................................................................................................................................................................82
6.3.3. SPORTmode......................................................................................................................................................................... 84
6.3.4. MaxeDrivemode............................................................................................................................................................. 85
6.4. Drivecontrol...............................................................................................................................................................................................................87
6.4.1. Boostfunction...................................................................................................................................................................... 89
6.4.2. Loadpointincrease......................................................................................................................................................90
6.4.3. Energyrecovery................................................................................................................................................................. 91
6.5. Drivingandenergyrecoverystrategy............................................................................................................................... 92
I12Powertrain
1.Introduction
1.1.Overview
AnewlydevelopeddrivetrainisusedwiththeBMWi8developmentcodeI12.Thisinnovativedrive
conceptcombinestwohigh-performancedrivesinonevehicle.Ahigh-performance3-cylinder
gasolineenginewith6-speedautomatictransmissionprovidesthedriveattherearaxle.Anelectrical
machineincombinationwitha2-speedmanualgearboxprovidesthedriveatthefrontaxle.Dueto
theintelligentinteractionofthedrivestheI12hasthevehicleperformanceofasportscarwiththe
efficiencyofacompactcar.
1
I12Powertrain
1.Introduction
Thisaxlehybridconfiguration(whichisbeingusedforthefirsttimeatBMW)createsanindividually
controllableall-wheeldrivesystemthatwasdevelopedwithoutadditionalcomponents.The
coordinationofthefrontandreardrivetorqueenablesanefficientdrivetrain,whichcanbeindividually
adaptedtoeverydrivingsituation.
I12Drive
Index Explanation
1 Electricalmachine
2 Electricalmachineelectronics(EME)
3 2-speedmanualgearbox
4 Outputshaft,rightfrontaxle
5 Combustionengine
6 Outputshaft,rightrearaxle
7 Automatictransmission
TheaxlehybridrepresentsafurtherdevelopmentoftheexistingBMWhybridsystems.
2
I12Powertrain
1.Introduction
Overviewofhybridsystems
Index Explanation
A Serialhybrid
B Parallelhybrid
C Power-splithybrid
D Axlehybrid
1 High-voltagebattery
2 Powerelectronics
3 RangeExtenderElectricalMachineorhigh-voltagestartermotorgenerator
4 Electricalmachine
5 Combustionengine
6 Transmission
7 Fueltank
8 Chargingsocket
Theserialhybriddrive(A)isusedintheI01withrangeextender,theparallelhybrid(B)intheF04and
thepower-splithybrid(C)intheE72.
3
I12Powertrain
1.Introduction
Unlikewiththeotherhybridsystems,withtheaxlehybrid(D)therespectiveaxlesofthevehicles
aredrivenindependentlyofeachother.Theonlyconnectionbetweenthetwoaxlesistheroad.
Itisthereforepossibletodrivethevehiclewiththeuseofbothdrivesystemsatthesametimeor
individuallydependingonthesituation.Withsufficientcapacityofthehigh-voltagebattery,greater
distancescanbecovered,emission-freeandquietlyusingtheelectricdrivetrain.Thedesignofthe
combustionenginealsoenablesalargerrangeandasportydrivingstylewithlowfuelconsumption
(particularlyincombinationwiththeelectricdrive).Theinstallationoftwoelectricalmachinesallows
forahighdegreeofflexibilityinthedesignoftheoperatingstrategy.Thistypeofhybridsystemis
designedforcopingwithfuturechallengesintheurbanenvironment.
1.2.Mid-engine
Forthefirsttimesince1978amid-engineconfigurationisusedagaininaBMW.IntheBMWM1(E26)
a204kW/273hp6-cylindergasolineengine(M88/1)wasused.Onlyalowvolumeoftheseengines
wereproduced.
Thedesignationmid-enginedescribestheinstallationpositionofthecombustionengine.The
combustionenginealwayssitsbetweentheaxlesofavehicle.Thecombustionenginewithamanual
gearboxinfrontofthe(driven)rearaxleandbehindthepassengercompartmentischaracteristicofthe
mid-enginedesign.ThisisalsothecaseintheI12.Atransversemounted3-cylindergasolineengine
withapowerratingof170kW/231hp(mountedinfrontoftherearaxle)alsodrivestherearaxle.
Theadvantagesofthemid-enginedesignare:
Highercorneringspeedsarepossible
Themid-engineallowsapproximatelythesameweightdistributiontothefrontandrearaxle,
aswellasamassconcentrationnearthevehicle'scenterofgravity.Thisresultsinaneutral
driveability,whichenableshighcorneringspeeds.
Morespontaneoussteeringwhilecornering
Themassconcentrationnearthevehicle'scenterofgravitybringsaboutalowinertiatorque
aroundtheverticalvehicleaxis.Thevehicleisthusmoreagileandmaneuverable.
Enhancedpassivesafety
Thelargerspaceinthefrontandrearareaallowsabetterdesignofthecrumplezonesandthe
pedestrianprotection.
Increaseddesignpossibilitiesofthefrontsection
Aerodynamicadvantagescanbemadeeasierasaresultofthegreaterfreedomindesign.
4
I12Powertrain
1.Introduction
Unlikeinstandarddesignvehicles,theB38TopengineintheI12isaccessedviathe(tailgate)rear
enginecompartmentlid.Afterthecoverisremoved,thecombustionengineisaccessiblefromabove.
Itispossible,forexample,totopofftheengineoil,replacethesparkplugsortheairfilterelementfrom
thislocation.Theoilfilterelementfortheengineoilisaccessiblefrombelow.Allotherservice-relevant
interfacescanbereachedasusualviathefrontenginecompartmentlid.
I12Generalviewunderthefrontandreartheenginecompartmentlids
Index Explanation
1 Intakesilencer(withairfilterelement)
2 Oilfillerneck
3 Expansiontankforthehigh-temperaturecoolingcircuit
4 ConnectionsforA/Cservicestation
5 Expansiontankforthelow-temperaturecoolingcircuit
6 Brakefluidexpansiontank
7 High-voltagesafetyconnector(ServiceDisconnect)
8 12Vbattery
9 Single-sparkignitioncoils
5
I12Powertrain
2.B38TopEngine
TheB38K15T0engineisusedthefirsttimeintheI12.This170kW/231hp3-cylindergasoline
engineisbasedonthepreviousB38enginesinotherBMWGroupvehicles.ItisinstalledintheI12
asatransversemountedmid-engine.Onlythedifferencesandspecialfeaturesarementionedinthis
referencemanual.Theengineblockisdescribedinthe"B38/B48Engine"trainingreferencemanual.
B38Topengine
6
I12Powertrain
2.B38TopEngine
2.1.Enginedesignation
Inthetechnicaldocumentation,theenginedesignationisusedtoensureproperidentificationofthe
engine.Frequently,however,onlyashortdesignationisused.Thisshortformisusedtoassignan
enginetoanenginefamily.
7
I12Powertrain
2.B38TopEngine
2.2.Technicaldata
Unit B38K15T0
Design In-lineengine
Cylinder 3
Displacement 3
[cm ] 1499
Stroke/Borehole [mm] 94.6/82
Power [kW(HP)] 170(231)
atenginespeed [rpm] 5800
Poweroutputperliter [kW/l] 113.4
Torque [Nm] 320
atenginespeed [rpm] 3700
Compressionratio [] 9.5:1
Valvespercylinder 4
Fuelrating [RON] 91-100
Fuel [RON] 98
CO2emissions [g/km] 49
DigitalEngineElectronics DME17.2.3
Exhaustemissionstandards ULEVII
8
I12Powertrain
2.B38TopEngine
I12TorqueandperformancediagramforB38K15T0engineincomparisontotheB38A15M0engine
9
I12Powertrain
2.B38TopEngine
2.3.Changes
ThefollowinglistprovidesanoverviewofthechangestothepreviousB38engines.
Enginemechanics
Thecrankcasewasadaptedtothefrontinstallationpositionofthemechanicalcoolantpump.
Thisisnecessaryforspacereasonsasthehigh-voltagestartermotorgeneratorandtheintake
airsystemrequiremorespace.
Thediametersofthemainbearingsandconnectingrodbearingswereincreasedto50mm.
Thecylinderheadismanufacturedinthegravitycastingprocedure.Asaresult,thecylinder
headhasahigherdensityandahigherstability.
Theshaftdiameteroftheexhaustvalveswasincreasedto6mm.Thispreventsvalve
vibrationswhichwouldotherwiseoccurduetothehighchargingpressurewiththevalve
overlap.
Oilsupply
A1kg/2.2lbslighteroilpump,asthefunctionoftheintegratedmechanicalvacuumpumpis
assumedbytheelectricalvacuumpump.
Theanti-rollbarlinkisconnectedonthefrontoilsumpside.
Beltdrive
Newlydevelopedbeltdrive.Thecombustionengineisstartedviaahigh-voltagestartermotor
generator.Aconventionalpinionstylestartermotorisnotinstalled.
Thebearingsofthedriveshaftinthehousingofthemechanicalcoolantpumpwerereinforced
duetothegreaterforcesinthebeltdrive.
Theairconditioningcompressorinthebeltdriveisalsonotinstalled.Itisreplacedwithan
EKKattheelectricalmachine.
Newlydevelopedbelttensioner.
Drivebeltwaswidenedfromsixtoeightribs.
Adaptedvibrationdamperwithdisconnectedbeltpulley.
Intakeairandexhaustemissionsystems
Twin-pipeunfiltered-airintake,actuatordependingonthesituation.Whichcanbeswitchedby
aLocalInterconnectNetwork(LIN)
Firstuseofawater-cooledthrottlevalve.
Thechargeaircoolingiscarriedoutusinganindirectchargeaircooler,whichisintegratedin
theintakeairsystem.
Theturbinehousingoftheexhaustturbochargerwasintegratedinthesteelmanifold.
Thechargingpressureofupto1.5barisreachedbymodifiedvariableturbinegeometryand
controlledbyanelectricalwastegatevalve.
Thecoolingoftheexhaustturbochargerisdoneviathebearingseat.
10
I12Powertrain
2.B38TopEngine
2.4.Beltdrive
ThebeltdriveoftheB38TopengineisdifferenttothatoftheB38engine.Insteadofthealternator,in
theI12ahigh-voltagestartermotorgeneratorisusedwhichcanprovidesufficientelectricalenergyto
thehigh-voltagebatteryforcharging.Othertasksofthehigh-voltagestartermotorgeneratorinclude:
Vehicleelectricalsystemsupply
Startingthecombustionengine
Loadpointincreaseofthecombustionengine
Boostfunctionofthecombustionengine
ThereisnolongeraconventionalstartermotorintheI12.
ThebeltdriveoftheI12hadtobeadaptedfortheintegrationofthehigh-voltagestartermotor
generatorandthemodifiedloading.Anewbelttensionerisusedinordertobeabletosafelytransfer
themaximumtorqueof50Nm/37lbftinthebeltdrivewhichthestartermotorgeneratorproduces
duringengineoperation.Asaresultofthegreaterforces,thedriveshaftbearingofthemechanical
coolantpumpwasreinforced,thedrivebeltwidenedandthevibrationdamperwithdisconnectedbelt
pulleyadaptedtothemodifiedrequirements.
I12Beltdrive
11
I12Powertrain
2.B38TopEngine
Index Explanation
1 Mechanicalcoolantpump
2 RibbedV-belt
3 Pendulumbelttensioner
4 High-voltagestartermotorgenerator
5 Vibrationdamperwithdisconnectedbeltpulley
Thehigh-voltagestartermotorgeneratorisahigh-voltagecomponent.Workonthehigh-voltage
startermotorgeneratorcanonlybecarriedoutbyServiceemployeesthatattendedST1408I12
CompleteVehicletrainingwiththerelevantcertification.
High-voltagecomponentsaremarkedwiththefollowingwarningstickers:
High-voltagecomponentwarningsticker
Moreinformationonthestructureandfunctionofthehigh-voltagestartermotorgeneratorcanbe
foundinthe"I12High-voltageComponents"trainingmanual.
12
I12Powertrain
2.B38TopEngine
2.4.1.Pendulumbelttensioner
Thehousingofthependulumbelttensionerismounteddirectlytothehousingofthehigh-voltage
startermotorgeneratorusingthreebolts.Atensionspringgeneratestheclampingforceandtransmits
thistothedrivebeltviatwotensioningpulleys.Thetwotensioningpulleyscanbeturnedtowardseach
otherandtowardsthehousingviaaradialbearing.Thankstothisintelligentdesignthependulumbelt
tensionerisalwaysadaptedtothedrivebeltdependingontheload,ensuringsufficienttensioninthe
beltdrive.
I12Pendulumbelttensioner,installationposition
Index Explanation
A Clampingforce
B Neutralposition
C Installationposition
1 Tensionspring
2 Housing
3 Tensioningpulleys
4 Assemblybolt
InServicethependulumbelttensionercanberelaxedusinganopen-endwrench,andretainedusing
anassemblybolt.Thisistheinstallationpositioninwhichthependulumbelttensionerissupplied.
13
I12Powertrain
2.B38TopEngine
Afterthependulumbelttensionerissecuredatthehousingandthedrivebelthasbeenproperly
installed,theassemblyboltmustberemoved.Usingtheopen-endwrenchrelaxthependulumbelt
tensionerinancounter-clockwisedirectionuntiltheassemblyboltcanberemoved.
StartandBoostfunction
BMWenginesaretypicallyright-turningengines.Whenlookingattheenginefromthefront(opposite
endoftheoutputside)thecrankshaftrotatesinaclockwisedirection.Tostartthecombustionengine
afterastart-stopphaseorduringanelectricdrive,thehigh-voltagestartermotorgeneratorhasto
rotatethecombustionengine.Theupperpartofthedrivebeltispulledtautandthelowerpartis
relaxed.Topreventthedrivebeltfromslipping,themovablependulumbelttensionerkeepsthelower
partundertension.TheoperatingprincipleofthependulumbelttensionerduringtheBoostfunctionis
identicaltotheoperatingprincipleappliedduringstart-up.
I12Beltdriveinstartingmodeofthehigh-voltagestartermotorgenerator
Index Explanation
1 Directionofforceofthependulumbelttensioner
2 Directionofforcewhenthehigh-voltagestartermotorgeneratorpowersthe
combustionengine
14
I12Powertrain
2.B38TopEngine
Energyrecovery
Whenenergyisrecoveredviathehigh-voltagestartermotorgenerator,itextractstheenergyfromthe
combustionengine.Thecombustionenginenowpowersthehigh-voltagestartermotorgenerator.
Thelowerpartofthedrivebeltispulledtautandtheupperpartisrelaxed.Topreventthebeltslipping
duringenergyrecovery,themoveablependulumbelttensionerkeepstheupperpartundertension.
I12Beltdriveinchargemodeofthehigh-voltagestartermotorgenerator
Index Explanation
1 Directionofforceofthependulumbelttensioner
2 Directionofforcewhenthecombustionenginepowersthehigh-voltagestarter
motorgenerator
15
I12Powertrain
2.B38TopEngine
2.4.2.Vibrationdamperwithdisconnectedbeltpulley
Duetothe3-cylinderdesign,inthebeltdrivethetorsionalvibrationsoftheB38Topenginemustbe
counteracted.ForthisreasonavibrationdamperwithdisconnectedbeltpulleyisusedintheI12.Its
operatingprincipleissimilartothatofadual-massflywheel.
I12Vibrationdamperwithdisconnectedbeltpulley
Index Explanation
1 Fixedpulley
2 Dampingelement(madefromelastomer)
3 Flywheel
4 Beltpulley
5 Bowspring(smalldiameter)
6 Bowspring(largediameter)
7 Connectionhub
8 Ballbearing
9 Connectingflange
10 Rivet
11 Frictionrings
SimilartootherBMWmodels,thevibrationdamperconsistsofafixedpulley(1,smallmass)anda
flywheel(3,largemass).Theseareconnectedbyadampingelement(2)andcanrotatefreelybyafew
angulardegrees.Thefixedpulley(1)isboltedtothefrontendfaceofthecrankshaft.
16
I12Powertrain
2.B38TopEngine
Toavoidatransmissionofthetorsionalvibrationsfromtheengineorthecrankshafttothebeltdrive,a
disconnectedbeltpulley(4)isused.Thisispositionedontheconnectionhubusingaballbearing(8)
androtatesoppositethecrankshaft.Twobowsprings(5,6)withdifferentdiameterscounteractthis
rotationintheinsideofthebeltpulley(4).Theyaresupportedataconnectingflange(9)andthus
reducethearisingoscillations.Thespaceinthebeltpulleywherethebowspringsarelocatedisfilled
withagreasefilling.Thisgreasefillingincreasestheservicelifeofthebowspringsandreducestheir
noiseemissions.Frictionrings(11)betweenthevibrationdamperandthebeltpulleysealthebelt
pulley,thusprotectingtheinteriorfromcontamination.
Intheeventofemerginggrease,thevibrationdamperwithdisconnectedbeltpulleymustbereplaced.
17
I12Powertrain
2.B38TopEngine
2.5.Intakeairandexhaustemissionsystems
2.5.1.Intakeairsystem
TheintakeairsystemintheI12isacompletelynewdevelopment.Themoststrikingfeatureisthe
twin-pipeunfiltered-airintake.Itisdividedintoaperformancepathandanacousticpath.Awater-
cooledthrottlevalveisalsousedforthefirsttime.Aheatexchanger/intercoolerintheintakemanifold
isresponsibleforcoolingthechargeair.
I12Intakeairsystem
18
I12Powertrain
2.B38TopEngine
Index Explanation
1 Chargepressuresensor
2 Water-cooledthrottlevalve
3 Charge-airtemperaturesensor
4 Intakemanifoldpressuresensor
5 Chargeairpipe
6 Actuator(forelectronicallycontrolledwastegatevalve)
7 Tankventilationconnection
8 Connectionforblow-bypipe(withengineventilationheating)
9 Heatshield
10 Hotfilmairmassmeter
11 Unfiltered-airpipe(acousticpath)
12 Unfiltered-airpipe(performancepath)
13 Unfiltered-airflap(withunfiltered-airflapcontroller)
14 Intakesilencer
15 Exhaustturbocharger
16 Indirectchargeaircooler(intercooler)
17 Intakemanifold
Theairinletoftheperformancepath(12)islocatedbehindtheleftwheelarchcoverattherearaxle.
Attheendoftheunfiltered-airpipeisanunfiltered-airflap(13),whichisalsotheintakefortheintake
silencer(14).Viaanintegratedunfiltered-airflapcontrollertheDMEcancontroltheunfiltered-air
flap(13)withhelpofapulse-widthmodulatedsignalandthusclosetheperformancepath(12).This
happensbetweenanenginespeedof3000and4500rpm.Iftheperformancepathisclosedinthis
enginespeedrange,theintakeiscarriedoutviatheacousticpath(11).Thismeasurepreventsan
annoying,higherfrequencynoise.
Ifannoyingnoisesoccurduringtheoperationofthecombustionengine,thefunctionoftheunfiltered-
airflapmustbechecked.
Inordertoprotecttheelectronicsofthethrottlevalve(2)againstthermaldamage,itiswater-
cooled.ThisisnecessaryintheI12asthethrottlevalveislocatedupstreamoftheindirectchargeair
intercooler(16).Duetothehighoperatingtemperaturetheboostpressuresensor(1)wasmountedat
theintakeairsystem.Itisconnectedtothethrottlevalveviaahose.Thewater-cooledthrottlevalve
isinstalledinthelow-temperaturecoolingcircuitandislocatedinaparallelpathtothehigh-voltage
startermotorgenerator.
19
I12Powertrain
2.B38TopEngine
I12Water-cooledthrottlevalve
Index Explanation
1 Coolantfeedline
2 Coolantreturnline
ThechargeaircoolingwasadaptedtotheinstallationlocationoftheengineintheI12.Thechargeair
coolerisnotlocatedatthefrontinthecoolingmodule,butdirectlyintheintakeairsystem.Itisindirect
chargeaircooling.Theheatfromthechargedairisnotemitteddirectlytothesurroundingareaviaan
airtoairheatexchanger,buttothecoolant.Thecoolantabsorbstheheatenergyandreleasesitagain
inthecoolingmodule.Withthissystem,thedistanceofthechargeairlinecanbeveryshort,whereby
minimallossesofpressureoccurandexcellentloadchargeperformanceisachieved.
Theplasticintakeairsystemislocatedattheintakesideofthecombustionengine.Thetankvent
valveandtheintake-manifoldpressuresensorarelocatedontheintakeairsystem.
20
I12Powertrain
2.B38TopEngine
I12Intakeairsystemwithindirectchargeaircooler
Index Explanation
A Heatedchargeair
B Cooledchargeair
C Heatedcoolant
D Coldcoolant
1 Coolantreturnconnection
2 Connectionsfortankventilationlines
3 Air-coolantheatexchanger
4 Holderfortankventvalve
5 Connectionforintake-manifoldpressuresensor
6 Holder
7 Coolantsupplyconnection
21
I12Powertrain
2.B38TopEngine
2.5.2.Exhaustemissionsystem
I12Exhaustsystem
Index Explanation
1 Insulationelements
2 Postoxygensensor
3 Catalyticconverter
4 Preoxygensensor
5 Exhaustmanifold
6 Actuator(forelectronicallycontrolledwastegatevalve)
7 Coolantconnections
8 Rearsilencer
9 Exhaustflap(withexhaustflapactuator)
22
I12Powertrain
2.B38TopEngine
Duetothehighexhaust-gastemperaturestheexhaustmanifold(unlikeinthepreviousB38engine)
ismadefromsteelandiscooledusingcoolantviathebearingseat.Theexhaustmanifoldisalsothe
turbinehousingoftheturbocharger.TheturbochargerintheI12hasaconventionaldesign(novariable
turbinegeometry,notwin-scroll).Thechargingpressure(boost)iscontrolledviaanelectronically
controlledwastegate.
TheB38Topenginehasacatalyticconverterwithtwoceramicmonoliths.Thecatalyticconverteris
arrangedclosetotheenginebehindtheturbineoftheturbocharger.Thisshortexhaustpipeensures
theoperatingtemperatureofthecatalyticconverterisreachedquickly.Theenginesatisfiesthestrict
requirementsULEV2exhaustemissionstandards.ThefamiliarBoschoxygensensorsareused:
Preoxygensensor:LSUADV
Postoxygensensor:LSF4.2
Thecontrolsensorislocatedaheadofthecatalyticconverter,ascloseaspossibletotheturbine
outlet.Themonitoringsensorispositionedbetweenthefirstandsecondceramicmonoliths.
Inordertoprotectthebodyfromexcessiveheat,insulationelementsareattachedinthe
correspondingareasattheexhaustsystem.
Thereisanexhaustflapinoneofthetwoexhausttailpipeswhicharenotvisiblefromtheoutside.This
exhaustflapiscontrolledbytheDMEandisclosedinidleposition,atlowloadandincoasting/overrun
mode.Asaresult,thenoiselevelofthecombustionengineisreduced.Athighloadtheexhaustflapis
opened,wherebytheexhaustgasback-pressureisreducedandtheengineperformanceisincreased.
Theexhaustflapcanbereplacedseparatelyfromtherearsilencer.
2.6.Fuelsystem
2.6.1.Fuelpreparation
ThefollowingoverviewshowsthefuelpreparationoftheB38TopengineintheI12.Thehighpressure
pumppoweredbytheexhaustcamshaftsuppliesthefuelrailwiththedirectlymountedfuelinjectors
withfuel.Thehighpressurelinesbetweenthefuelrailandfuelinjectorscouldthereforebedeleted.
Thefuelentersthecylindercombustionchamberdirectlyviatheelectricallyactivatedfuelinjectorsat
upto200bar.Theactivationofthefuelinjectorsandevaluationoftherailpressuresensoraredone
bytheDME.Overall,thisresultsinamorecompactdesignofthefuelpreparationsystemwithfewer
connectionpoints.
23
I12Powertrain
2.B38TopEngine
I12Fuelpreparation
Index Explanation
1 Railpressuresensor
2 Fuelrail
3 Highpressurepump
4 Fueldeliveryline
5 Fuelinjectors
Workonthefuelsystemisonlypermittedafterthecombustionenginehascooleddown.Thecoolant
temperaturemustnotexceed40C/104F.Thismustbeobservedatalltimes,otherwisethereisa
riskoffuelbeingsprayedduetoresidualpressureinthefuelsystem.
Whenworkingonthefuelsystem,itisessentialtoadheretoconditionsofabsolutecleanlinessandto
observetheworksequencesdescribedintherepairinstructions.Eventheslightestcontaminationand
damagetothescrewconnectionsofthefuellinescancauseleaks.
24
I12Powertrain
2.B38TopEngine
2.6.2.Fuelsupply
TheI12isequippedwithapressurizedfueltankmadefromstainlesssteeltosupplythecombustion
engine.Asaresultduringpurelyelectricdrivingitisguaranteedthatthegasolinefumesremaininthe
pressurizedfueltank.Onlywiththeoperationofthecombustionengineisfreshairdrawninbythe
carboncanisterforpurgingandthegasolinefumesaredirectedtothecombustionchamberviathe
differentiatedairintakeairsystem.Thefueltankhasausablevolumeof42liters/11.1gallons.
Installationlocationsofthecomponents
I12Componentsofthefuelsupplysystem,USversion
Index Explanation
1 Fuelfillerflap
2 Purgeairline
3 Dustfilter
4 Carboncanister
25
I12Powertrain
2.B38TopEngine
Index Explanation
5 Fueltankisolationvalve
6 Cableforemergencyreleaseofthefuelfillerflap
7 Fuelpumpcontrol
8 Fueldeliveryline
9 Tankventvalve
10 Fueltanknon-returnvalve
11 DigitalEngineElectronics(DME)
12 Pressurizedfueltank
13 Switchforunlockingthefuelfillerflap
14 Hybridpressurerefuellingelectroniccontrolunit(TFE)
Apassivetankleakdiagnosisisalsousedwhichisdescribedattheendofthechapter.
26
I12Powertrain
2.B38TopEngine
Systemoverview
I12Fuelsupply
Index Explanation
1 DigitalEngineElectronics(DME)
2 Airfilterelement
3 Intakemanifold
4 Purgeairline
5 Fuelinjectors
27
I12Powertrain
2.B38TopEngine
Index Explanation
6 Combustionengine
7 Tankventvalve
8 Carboncanister
9 Fueltankisolationvalve
10 Dustfilter
11 Fueltanknon-returnvalve
12 Fuelfillercapwithpressurereliefvalve
13 Serviceventvalve
14 Non-returnvalve
15 Baffleplate
16 Non-returnvalve
17 Electricfuelpump
18 Suctionstrainer
19 Pressure-limitingvalve
20 Suctionjetpump
21 Fuelfilter
22 Throttle
23 Leversensorforfuellevel
24 Filter
25 Pressurizedfueltankmadefromstainlesssteel
26 Pressure/Temperaturesensor
27 Non-returnvalve
28 Refuellingventilationvalve
29 Hybridpressurerefuellingelectroniccontrolunit(TFE)
30 Fueldeliveryline
Thecomponentsintheinsideofthepressurizedfueltankaretechnicallynotnew.Theelectricfuel
pumpisactivatedviathefuelpumpcontrolmodule.ItreceivesarequestfromtheDMEviaapulse-
widthmodulatedsignaltocontroltheelectricfuelpump.Thefuelpressureinthefeedlineisabout
5barandisregulatedatthislevelviaapressure-limitingvalvedirectlyaftertheelectricfuelpump.
28
I12Powertrain
2.B38TopEngine
Fueltank
I12pressurizedfueltank
Index Explanation
1 Fuelfillerneckbreatherpipe
2 Tankventilationline
3 Fueltanknon-returnvalve
4 Fueldeliveryline
5 Serviceventvalve
6 Baffleplate
7 Refuellingventilationvalve
8 Deliveryunit
9 Leversensorforfuellevel
10 Non-returnvalve
Thefueltankisscreweddirectlytothebody.
29
I12Powertrain
2.B38TopEngine
Systemwiringdiagram
I12Systemwiringdiagramforthefuelsupply
30
I12Powertrain
2.B38TopEngine
Index Explanation
1 Hybridpressurerefuellingelectroniccontrolunit(TFE)
2 Powerdistributionboxinthepassengercompartment
3 BodyDomainController(BDC)
4 Fueltanknon-returnvalve
5 Fueltankisolationvalve
6 Sensorforthepositionofthefuelfillerflap
7 Actuatordriveforlockingthefuelfillerflap
8 Pressure/Temperaturesensor(inthefueltank)
9 Leversensorforfuellevel
10 Electricfuelpump
11 Fuelpumpcontrol
12 Tankventvalve
13 Ambientpressuresensor
14 DigitalEngineElectronics(DME)
15 AdvancedCrashSafetyModule(ACSM)
16 Buttonwithlightingforrefuelling
17 Instrumentcluster(KOMBI)
Therelayfortheelectricfuelpumpwasreplacedwithacorrespondingcontrolunitwhichassumes
thecontroloftheelectricfuelpump.Intheeventofacrashthiscontrolunitimmediatelyswitchesoff
theelectricfuelpump.ThecontrolunitreceivestheinformationviaaseparatelinefromtheACSM.In
addition,inthiscasethefueltanknon-returnvalveissuppliedwithcurrentandclosedbythehybrid
pressurerefuellingelectroniccontrolunit.Thiswaypossiblegasolinefumesarepreventedfrom
escapingintotheambientair.Thefaultcodeentrysetpreventssubsequentrefuellingofthevehicle
andallotherfunctionsofthefuelsupplysystem(OBD,tankleakdiagnosis).
31
I12Powertrain
2.B38TopEngine
Refuelling
Thepressurizedfueltankmustbereleasedforrefuelling.Thisisensuredbythefactthattherefuelling
requestisindicatedtotheelectronicsbyabuttoninthedriver'sdoor.
I12Refuellingbutton
Index Explanation
1 Refuellingbutton
Thehybridpressurerefuellingelectroniccontrolunit(TFE)monitorsthecurrentoperatingcondition
viaapressure/temperaturesensorinthefueltankandthencontrolsthepressurereductionbyopening
afueltankisolationvalve.Thecleanedgasolinefumesarereleasedintotheenvironmentbythecarbon
canister.Theactuatordriveforlockingthefuelfillerflapisactivatedandthefuelfillerflapwithfuelfiller
capcanbeopenedmanually.
Beforerepairworkonthefuelsupplyisstarted,therefuellingproceduremustbestartedsothatthe
pressureinthefueltankcanbereleased.Leavethefuelfillercapopenduringrepairworkinorderto
avoidpressurebuildingupagain.
Atthesametime,thedriverreceivesthestatusofthetankreadinessdisplayedintheinstrument
clusterandinthecentralinformationdisplay(CID).Ifthefuelfillerflapisnotopenedwithin10minutes
afterthefuelfillercaphasbeenreleased,itisautomaticallylockedagain.Thepositionofthefuelfiller
flapisidentifiedusingahalleffectsensor.
Aftertherefuellingprocedureandthefuelfillercapisclosedthefuelfillerflapislockedagainviathe
hybridpressurerefuellingelectroniccontrolunitandthefueltankisolationvalveclosed.
Fillingthefueltankwhilethehigh-voltagebatteryischargingisnotpermittedWhenthecharging
cableisconnected,ensuresufficientsafetydistancetohighlyflammablematerials.Otherwise,there
isariskofpersonalinjuryormaterialdamageintheeventofimproperconnectionordisconnectionof
thechargingcable.
32
I12Powertrain
2.B38TopEngine
Tankleakdiagnosis
Thetankleakdiagnosis,whichisonlyusedinUSmarketvehicles,isapassivediagnosis.In
conventionalvehicles,adefinedexcesspressurewasappliedtothefueltankusingahighpressure
pump.ThisnolongertakesplaceintheI12.Ahighpressurepumpisnolongerused.
Afterthejourneyisended(terminal15OFF)atestofthetankleakdiagnosisisinitiatedbythehybrid
pressurerefuellingelectroniccontrolunit(TFE)controlunit.Thisiscarriedoutoveraperiodofabout
6hours.Inthisperiodthetemperatureandthepressureinthestainlesssteeltankismeasured.Asthe
pressurechangesdependingonthetemperature,itispossibleforthecontrolunittoidentifyalossof
pressureinthefueltank.Aprerequisiteisthereforethatthetemperaturechangesoverthetestperiod.
Ifthisdoesnothappennoresultscanbeconcluded.
Theambientairpressureisalsoincludedinthecalculation.AsensorintheDMEcalculatesthisand
providestheinformationtothehybridpressurerefuellingelectroniccontrolunitviathePT-CAN.
Ifduringthetestphasethevehicleisstartednoresultcanbeevaluated.Aftereachjourneyisended
thetankleakdiagnosisstartsanew.
Followingacomparisonofthemeasuredpressurereadingswiththesavedcharacteristiccurveinthe
controlunit,informationistransmittedtotheDMEviathePT-CANinthecaseofadeviationfromthe
hybridpressurerefuellingelectroniccontrolunit.Acorrespondingentryissetinthecontrolunit.This
happenswhentheignitionisswitchedoninthevehicle.
2.7.High-temperaturecoolingcircuit
IntheI12twoseparatecoolingcircuitsareused.Ahigh-temperaturecoolingcircuitandalow-
temperaturecoolingcircuit.Thisisnecessaryasthedifferenttemperaturelevelsrequiredcannotbe
combinedinonecircuit.Thetwocoolingcircuitsguaranteethatthethermaloperatingsafetyofthe
respectivecomponentsisachievedineverysituation.
Duetothehighefficiencyoftheelectricalmachinesandpowerelectronics,considerablylessheat
isemittedthanwiththecombustionengine.Forthisreasonthecomponentstobecooledare
incorporated(accordingtotheirheatdissipationandtheircoolingrequirement)intocorresponding
coolingcircuits.Thecomponentswhichhavehighheatdissipationarecombinedinthehigh-
temperaturecoolingcircuit(e.g.combustionengine,exhaustturbocharger).Thecomponentswhich
havelowheatdissipationandahighcoolingrequirementarecombinedinthelow-temperaturecooling
circuit(e.g.electricalmachine,integratedchargeaircooler,throttlevalve).
SimilartothecoolingsystemsofcurrentBMWvehicleswithcombustionengines,thecontrolin
theI12isalsodonedependingonthecoolingrequirement.Thiscontrolisintegratedinthehigh-
temperaturecoolingcircuitintheDME.
Onlythehigh-temperaturecoolingcircuitisdescribedinthistrainingmodule.Assomeofthe
componentsinthistrainingmodule(suchastheindirectchargeaircooler)areinthelow-temperature
coolingcircuit,abriefdescriptionisprovidedattheendofthischapterforbetterunderstanding.More
preciseinformationonthelow-temperaturecoolingcircuitcanbefoundinthe"I12High-voltage
Components"trainingmanual.
33
I12Powertrain
2.B38TopEngine
2.7.1.Systemoverview
Allcircuitsaredepictedincolorforbetterrepresentation.Thebluecolorindicatesalower
temperature.Theredcolorrepresentsahighcoolanttemperature.Thecoolantflowisindicatebythe
arrows.
I12Systemoverviewofthetwocoolingcircuits
Index Explanation
A Radiator(forlow-temperaturecoolingcircuit)
B Electriccoolantpump,front
C Expansiontank(forthelow-temperaturecoolingcircuit)
D Electriccoolantpump,rear
E RangeExtenderElectricalMachineElectronics(REME)
F Water-cooledthrottlevalve
G High-voltagestartermotorgenerator
34
I12Powertrain
2.B38TopEngine
Index Explanation
H Bypassvalvefortransmissionoilcooler
I Transmissionoilcooler
J Indirectchargeaircooler
K Electricalmachineelectronics(EME)
L Electricalmachine
1 Radiator(forhigh-temperaturecoolingcircuit)
2 Electricfan
3 Expansiontank(forthehigh-temperaturecoolingcircuit)
4 Mapthermostat
5 Auxiliarycoolantpumpfortheexhaustturbocharger
6 Mechanicalcoolantpump
7 Combustionengine
8 Exhaustturbocharger
9 Engineoilcooler
10 Coolanttemperaturesensor
11 Coolantpumpforelectricheating
12 Heatexchanger
13 Changeovervalve
14 Electricheating
35
I12Powertrain
2.B38TopEngine
I12Systemoverviewforhigh-temperaturecoolingcircuit
Index Explanation
1 Radiator
2 Electricfan
3 Hightemperaturecoolantexpansiontank
4 Mapthermostat
5 Auxiliarycoolantpumpfortheexhaustturbocharger
6 Mechanicalcoolantpump
7 Combustionengine
8 Exhaustturbocharger
9 Engineoilcooler
10 Coolanttemperaturesensor
36
I12Powertrain
2.B38TopEngine
Index Explanation
11 Coolantpumpforelectricheating
12 Heatexchanger
13 Changeovervalve
14 Electricheating
Thehigh-temperaturecoolingcircuitassumesthetaskofdissipatingheatfromthecombustion
engineandensuringthethermaloperatingsafetyoftherespectivecomponents.Similarto
conventionalvehicles,itisalsodividedintoasmallandlargecoolingcircuit.
Inordertobeabletooptimallyusetheexcessheatofthecombustionengine,thecoolingcircuitfor
heatingthepassengercompartmentisintegratedinthehigh-temperaturecoolingcircuit.Ifthecoolant
hasnotreachedasufficientlyhightemperatureforheatingthepassengercompartment,achangeover
valveredirectstheheatercircuitfromthehigh-temperaturecoolingcircuit.Thecoolantisthenheated
bytheelectricheaterandfedtotheheatexchangerbyaseparateelectriccoolantpump.Thismaybe
thecase,forexampleforpurelyelectricdriving.Astheelectricheatingisahigh-voltagecomponent,
theprecisefunctionsandfurtherinformationcanbefoundinthe"I12High-voltageComponents"
trainingmanual.
Themechanicalcoolantpumpisonthefrontofthecombustionengine(beltdriveside).Themap
thermostatwasflange-mountedatitshousing.Thebearingofthedriveshaftinthemechanical
coolantpumpwasreinforced.Thisisnecessarybecausethecombustionengineisstartedviathe
high-voltagestartermotorgeneratorinthebeltdriveandgreaterforcesoccurinthebeltdrive.An
additionalelectriccoolantpumpassumesthecoolingoftheturbocharger.Theengineoil-coolantheat
exchangertogetherwiththeoilfilterhousingissecureddirectlyatthecrankcaseofthecombustion
engine.
37
I12Powertrain
2.B38TopEngine
2.7.2.Components
I12High-temperaturecoolingcircuit-Installationlocations
Index Explanation
1 Thermostathousing
2 Combustionengine
3 Oilfilterhousing
4 Mechanicalcoolantpump
5 Turbocharger
6 Enginecompartmentfan
7 Auxiliarycoolantpumpfortheturbocharger
8 Coolantreturnline
9 Coolantfeedline(fromthecoolingmodule)
10 Coolantfeedline(fromthecoolantexpansiontank)
11 Hightemperaturecoolantexpansiontank
12 Electricfan
13 Radiator
Thecoolingmoduleinthefrontofthevehicleconsistsofalargeradiator,threelow-temperature
radiators,anairconditioningcondenserwithreceiverdrierandanelectricfan.Thecoolantinthehigh-
temperaturecoolingcircuitonlyflowsthroughthelargeradiatoranddissipatestheheatenergytothe
surroundingarea.
Therearetwoversionsoftheelectricfanattachedattheinsideofthetiltedcoolingmodule.IntheUS
varianttheelectricfandeliversupto850W.TheDMEisresponsiblefortheactivationofthecooling
fan.
Thecoolantexpansiontankislocatedunderthefrontenginecompartmentlidontheright.Itcanhold
avolumeof2.3litersandisequippedwithanelectricallevelsensor.
38
I12Powertrain
2.B38TopEngine
Inordertoreducethedragandtheconsumptionofthevehicle,theI12isequippedasstandardwith
anactiveair-flapcontrol.Dependingonthecoolingrequirement,theairflapsonlycloseoropenthe
lowercoolingairinletinthefrontbumper.TheDMEactivatesanactuatorviaaLINbuswhichopens
theairflapsinuptothreepositions.Thecoolingairflowinginatthebottomisfedforthemostpart
tothefrontbrakesafterthecoolingmodulebycoolingairducts.Theuppercoolingairinletisalways
doneviatheupperradiatorgrille.Inthevariantforhotcountriestheinletopeningoftheradiatorgrille
isbigger.Alargeamountofthecoolingairdrawninatthetopflowsoutagainafterthecoolingmodule
throughthefrontenginecompartmentlid.
Requirementsforopeningtheairflaps:
Coolingrequirementofdrivecomponents
Coolingrequirementofheatingandair-conditioningsystem
Afterrunrequirementofelectricfan
DSCrequirementduetobrakecooling
Theelectricalauxiliarycoolantpumpfortheturbochargerhasapowerratingof20Wandisalways
switchedoffwhenthecombustionengineisrunning.TheDMEactivatestheelectricalauxiliary
coolantpumpafterthecombustionengineisshutdowninordertokeepthebearingseatofthe
turbochargercool.
AnadditionalelectricfanisusedintheI12,locatedintherearenginecompartment(ontherightside).
Thisenginecompartmentfanensuresrecirculationoftheexcessheatintheenginecompartmentand
thusservesforcoolingthecombustionengine.Tobeabletofulfillthistask,theenginecompartment
fanrunstogetherwiththecombustionengine.TheDMEusestherpmspeedsignalofthecombustion
engine.
Itisalsopossiblethattheenginecompartmentfancontinuestorunwhentheengine(whichisat
operatingtemperature)isoffand/ortheelectricdriveisused.Theenginecompartmentfanislocated
behindthewheelarchontherightandisnotvisiblefromtheoutsideandismountedwithanaluminum
bracketbetweentherearaxlemoduleandthewheelarch.Inordertocalculatethetemperaturein
theenginecompartment,aseparatetemperaturesensorisused.Thisislocatedclosetotheoilfiller
neckandinadditiontothecalculationoftheenginecompartmenttemperatureisalsousedforthe
diagnosisoftheenginecompartmentfan.
39
I12Powertrain
2.B38TopEngine
Input/Outputofhigh-temperaturecoolingcircuit
Index Explanation
1 Coolanttemperaturesensor
2 Coolanttemperature
3 Enginecompartmenttemperaturesensor
4 Enginecompartmenttemperature
5 Intakeairtemperaturesensor
6 Intakeairtemperature
40
I12Powertrain
2.B38TopEngine
Index Explanation
7 Integratedautomaticheating/airconditioning(IHKA)
8 Coolingrequirement(forairconditioningcondenser)
9 DynamicStabilityControl(DSC)
10 Coolingrequirement(forbrakes)
11 BodyDomainController(BDC)
12 Signal,terminalstatus
13 DigitalEngineElectronics(DME)
14 Crankshaftsensor
15 Enginespeed
16 Mapthermostat
17 Electricfan
18 Enginecompartmentfan
19 Auxiliarycoolantpumpfortheexhaustturbocharger
20 Activeair-flapcontrol
2.7.3.Serviceinformation
Thefamiliarmixtureof50:50splitofwaterandantifreezeandcorrosioninhibitorsinBMWvehiclesis
usedasacoolant.
Duetothecomplexityandsizeofthecoolingsystemthevacuumfillingdevicemustalwaysbe
usedwhenfillingthetwocoolingcircuits.Onlythiswayisitguaranteedthatthecoolingsystemis
adequatelybled.
Adepressurizedfillingofthehigh-temperaturecoolingcircuitbysimplepouringintothecoolant
expansiontankisnotpermittedasthecircuitcannotbeadequatelybled.Thespecialtoolforvacuum
fillinginaccordancewiththerepairinstructionsmustalwaysbeused.
Thesystemmustbebledafterthereplacementofcomponentsinthecoolingcircuit.
41
I12Powertrain
2.B38TopEngine
Forthebleedingofthehigh-temperaturecoolingcircuitproceedinthesamewayastheprocedurefor
conventionalvehicles.However,unlikeinthelow-temperaturecoolingcircuit,thebleedingprocedure
doesnotendautomatically,butmustbeindependentlycompletedbyaServiceemployee.
1 Evacuateandfillcoolingsystemusingvacuumfillingdevice.Removethevacuumfillingdevice
afterthefillingprocedureiscompleted.
2 Whentheexpansiontankisopen,openthebleederscrewfor20seconds.
3 Closethebleederscrewandexpansiontankagain.
4 Terminal15ON,setIHKAcontrolsto28C/82Fatblowerspeed1and"AirconditioningOFF".
5 Presstheacceleratorpedalforabout20secondsatfullload(engineOFF).
6 Startcombustionengineinselectorleverposition"P"withAutomaticHoldbrakeengaged.
7 Increaseenginespeedusingacceleratorpedal4timesforabout5to10secondstoroughly
3500rpm,witha10secondintervalbetweentherespectiveenginespeedincreases.Repeat
procedureevery2minutesforabout16to18minutes.
8 Increaseenginespeedusingacceleratorpedal4timesforabout5to10secondstoroughly
5500rpm,witha10secondintervalbetweentherespectiveenginespeedincreases.
9 After20minutescarryoutatestdriveinselectorleverposition"S"andwithheatingturnedon
fully.
10 Theventilationiscompletedassoonashotairflowscontinuouslyfromtheairoutlets.
11 AdaptcoolantinthecooleddownstatetoMAXfillinglevel.
Thebleedingproceduremustbecancelledimmediatelyinthecaseofayellowwarninglightdueto
excesstemperature.Inthiscasestartagainwithpoint1.
Theenginecompartmenttemperaturesensorisnotuseddirectlyforcontrollingtheengine
compartmentfan,butisrequiredforitsdiagnosis,amongotherthings.Ifthereisafaultwiththe
enginecompartmenttemperaturesensorortheenginecompartmentfan,theoutputtorqueofthe
combustionengineisreducedbytheDME.
Whenterminal15isswitchedonthecoolantpumpandelectricfancanbeswitchedonautomatically.
Areasonforthismaybeacoolingrequirementinthelow-temperaturecoolingcircuit.Therefore
alwaysensureterminal15isswitchedoffwhenworkingwithanopenenginecompartmentlidoratthe
coolingmodule.
Thecoolantpumpandtheelectricfancanbeswitchedonautomaticallywhenchargingthehigh-
voltagebattery.Areasonforthismaybeacoolingrequirementinthelow-temperaturecoolingcircuit
orintherefrigerantcircuit.Thehigh-voltagebatterycannotbechargedwhenworkingwiththeengine
compartmentlidopenoratthecoolingmodule.
42
I12Powertrain
2.B38TopEngine
2.8.Low-temperaturecoolingcircuit
Thelow-temperaturecoolingcircuitassumesthecoolingofthehigh-voltagecomponents(except
thehigh-voltagebatteryunit)andtheauxiliaryunitsofthecombustionengine.Thecoolingofthe
integratedchargeaircoolerisparticularlyimportantsothatthecombustionenginereachesitsfull
power.Twoindependentelectriccoolantpumps(both80W)ensurethedistributionofthecoolant.
Theycanbecontrolleddependingonrequirements,thusguaranteeingintelligentadaptationtothe
respectiveoperatingsituation.Threeradiatorsareusedinthelow-temperaturecoolingcircuit.
I12Systemoverviewoflow-temperaturecoolingcircuit
Index Explanation
A Radiator
B Electriccoolantpump,front
C Coolantexpansiontank(Lowtemperature)
D Electriccoolantpump,rear
E RangeExtenderElectricalMachineElectronics(REME)
43
I12Powertrain
2.B38TopEngine
Index Explanation
F Water-cooledthrottlevalve
G High-voltagestartermotorgenerator
H Bypassvalvefortransmissionoilcooler
I Transmissionoilcooler
J Indirectchargeaircooler
K Electricalmachineelectronics(EME)
L Electricalmachine
I12Low-temperaturecoolingcircuit-Installationlocations
Index Explanation
1 Transmissionoilcooler
2 Indirectchargeaircooler
3 Coolantreturnline
4 Coolantexpansiontank(Lowtemperature)
5 Electricalmachine
6 Radiator
7 Electriccoolantpump,front
8 Electricalmachineelectronics(EME)
44
I12Powertrain
2.B38TopEngine
Index Explanation
9 Coolantfeedline
10 RangeExtenderElectricalMachineElectronics(REME)
11 Electriccoolantpump,rear
12 High-voltagestartermotorgenerator
Moreinformationregardingthelow-temperaturecoolingcircuitcanbefoundinthe"I12High-voltage
Components"trainingmanual.
2.9.Acousticcovers
I12Installationlocationsoftheacousticcovers
TheB38TopengineintheI12iscompletelyenclosedbyacousticcovers.Theyreduceengineand
transmissionnoises.Theacousticcoversaremanufacturedfromlightweightfoamandhavenon-
wovenfleeceonbothsides.Theirformisadaptedtotherespectiveinstallationlocation.Theyalso
havealuminumcoveringinspecificlocationssubjecttohightemperatures.
Asaresultoftheuseofacousticcoversdirectlyatthedrivetrain,otheracousticmeasuresatthebody
wereabletobedeletedsothattheoverallvehicleweightcouldbereduced.
45
I12Powertrain
2.B38TopEngine
2.10.NotesforService
Forallworkatthedriveunittheinstructionsinthecurrentrepairinstructionsmustbefollowed
Workonthehigh-voltagecomponentscanonlybecarriedoutbyServiceemployeeswiththerelevant
certificationST1408I12CompleteVehicletrainingcoursecompleted.
Heatshieldsareinstalledforthermaloperatingsafetyintheenginecompartmenttoprotectthe
vehicleandenginecomponents.Theyreflecttheheattoinsulatethecomponentsunderneath.
I12Installationlocationofheatshields
Useextremecautionwhenhandlingheatshieldsandacousticcovers.Payattentiontothefollowing:
Properinstallationaccordingtotherepairinstructions.
Heatshieldsandacousticcoversmustbecheckedfordamagebeforeinstallation.
Anyoil,greaseorfuelresiduemustberemovedbeforeinstallationoftheheatshieldsand
acousticcovers.
46
I12Powertrain
2.B38TopEngine
Therepairinstructionsmustbefollowedpreciselywhenhandlingheatshieldsandacousticcovers.
Incorrecthandling,particularlyduringinstallation,cancauseseriousdamagetocomponentsorthe
vehicle.
TheTDCsetting(topdeadcenter)ofthecombustionenginecanberetainedbyusinganalignment
pinattheoilsump.Thesealplugneartheoilfilterhousingmustberemovedbeforehand.
I12Sealplugdowelholetopdeadcenter
Formostrepaironworktheengine,itmustberemovedfromtheundersideofthevehicle.
47
I12Powertrain
3.AutomaticTransmission
I12Automatictransmission(withoutacousticcovers)
Index Explanation
1 Heatshield
2 Drivepositionactuator
3 Transmissionoilcooler
4 Electronictransmissioncontrol(EGS)
5 Transmissionoillines
6 Electrictransmissionoilpump(withelectricmotor)
IntheI12theGA6F21AWautomatictransmissionisusedforthefirsttimeinaBMWvehicle.This
automatictransmissiontransmitsupto320Nm/258lbftandwasespeciallyadaptedforuseinthe
I12.Ithassixforwardgearsandareversegear.
Theelectronictransmissioncontrol(EGS)islocateddirectlyonthetransmissionhousing.Theselector
leverpositionswitchisdesignedasahalleffectsensorandintegratedintheEGS.Asaresultofthe
mid-enginedesignthereisnomechanicalconnectionbetweenthegearselectorswitchandtheEGS.
Theselectorshaftisoperatedusinganelectricmotorwithactivationrod.
Atransmissionoil-coolantheatexchanger,whichismountedatthetopsideofthetransmission
housing,coolsthetransmissionoil.Itisintegratedinthelow-temperaturecoolingcircuit.Thecoolant
volumetricflowisadjustedbyabypassvalve.
48
I12Powertrain
3.AutomaticTransmission
Anelectricoilpumpsuppliestheautomatictransmissionduringelectricdrivingandinenginestart-
stopphaseswithtransmissionoil.
Thefollowingmeasuresenableahighdegreeofefficiencyofthetransmission:
Transmissionoilwithlowviscosity
Lowertransmissionoilmainpressure
Lowlubricantoilquantity
Largesteeringaxisinclination
Accuratecontrolofthemultidiscconverterlockupclutchatlowloadsbythreelineactivation
Automatictransmissiondesignedforautomaticenginestart-stopfunction(electrical
transmissionoilpump)
Thehighrideandshiftingcomfortisrealizedwiththefollowingmeasures:
Newlydevelopedmechanicaltorsionalvibrationdamper
Optimizedhydraulicswithnewvalves
Optimizedclutchandbrakecontrol
Improveddirectshiftingcapability(explainedinthefollowing)
IntheSportprogramandManualmodetheshiftpointandshiftspeedhaveamoresportydynamics
thanindrivepositionD.
Dependingonthedriveposition(D=Automaticdriveposition,S=Sportprogram,M=Manualmode),
thegearshiftsaredifferentintermsoftheirdynamiccharacter,somehaveamoresportierdynamics.
Themaximumspeedof250km/h/155mphisreachedin5thgear.
ConnectedShift
TheConnectedShiftfunction,knownfromtheF10LCI,isalsousedintheI12.InSPORTand
COMFORTmodetheConnectedShiftcharacteristicisadaptedtotherespectivedrivingprogram.
LaunchControl
Launchcontrolenablesoptimalaccelerationwhendrivingoffonasmoothroadway.Forcedupshifts
arealsoperformedwithoutareductionoftheenginetorque.Thisenablesadditionalacceleration
duringthegearshifts.
Toavoidprematurecomponentwear,launchcontrolislimitedto100times.Thenumberofstarts
alreadyperformedwithlaunchcontrolcanbereadfromtheDMEwithhelpoftheISTABMWdiagnosis
system.
49
I12Powertrain
3.AutomaticTransmission
3.1.Designation
Thetransmissiondesignationinthetechnicaldocumentationallowsittobeuniquelyidentified.In
frequentcases,however,onlyashortdesignation.Thisshortformisusedsothetransmissioncanbe
assignedtoatransmissionfamily.TheGA8HPtransmissionfamily,consistingoftheGA8HP45Z,the
GA8HP70ZandtheGA8HP90Ztransmissions,amongothers,isoftenmentioned.
ThetransmissiondesignationGA6F21AWcomprisesthefollowing:
*Numbers47serveforindividualdesignation.Atransmissionvariant,size,transferabletorqueand
technicalupdatecanberepresentedhere.
50
I12Powertrain
3.AutomaticTransmission
3.2.Functiondiagram
I12Functiondiagramofautomatictransmission
51
I12Powertrain
3.AutomaticTransmission
Index Explanation
B1 BrakebandB1(blocksthefrontsungearoftherearplanetarygearset)
B2 BrakeclutchB2(blockstheplanetcarrieroftherearplanetarygearset)
C1 DriveclutchC1(connectstheplanetcarrierofthefrontplanetarygearsetto
therearsungearoftherearplanetarygearset)
C2 DriveclutchC2(connectstheintermediateshafttotheplanetcarrierofthe
rearplanetarygearset)
C3 DriveclutchC3(connectstheplanetcarrierofthefrontplanetarygearsetto
thefrontsungearoftherearplanetarygearset)
3.3.Ratios
GA6F21AW
1stgear 4.459
2ndgear 2.508
3rdgear 1.556
4thgear 1.142
5thgear 0.851
6thgear 0.672
Reversegear 3.185
Finaldriveratio 3.683
3.4.Directshifting
WiththenewautomatictransmissionoftheI12inmostcasesdirectshiftingtothedesiredgearis
possible.Thisalsoappliesifgearsareskipped.
Adirectgearchangeisalwayspossibleifthestatushastochangeforoneoftheswitchedclutchesor
brakes.Otherwise,atwo-stagegearchangeiseffected.However,ingeneralthecustomerdoesnot
noticethisduetotheoptimizedtransmissioncontrolunit.
Thefollowingtableshowstheswitchedbrakesandclutchesforeachgear.
52
I12Powertrain
3.AutomaticTransmission
Gear Brake Brake Clutch Clutch Clutch
B2 B1 C2 C1 C3
5 X X
6 X X
Rw X X
Examples:
Directshiftispossiblefrom4thto2ndgear,astheclutchC1doesnothavetobeshifted.
Directshiftisnotpossiblefrom5thto2ndgearasboththebrakeB1andtheclutchC1have
tobeswitched.
3.5.Drivepositionactuator
I12Drivepositionactuator
Index Explanation
1 Holder/Mount
2 Drivepositionactuator
3 Activationrod
4 Drivepositionlever
53
I12Powertrain
3.AutomaticTransmission
Torotatetheselectorshaftofthetransmission,anactivationrodandadrivepositionactuatorare
attachedoutsidethetransmission.Theactivationrodisconnectedonbothsidesviaaballjointtoa
leverofthedrivepositionactuatorandthedrivepositionlever.Theswivelmotionoftheoperatinglever
atthedrivepositionactuatoristransferredtothedrivepositionleverviatheactivationrodandthe
drivepositionisengaged.ChangingthedrivepositionfromPtoDtakeslessthanhalfasecond.
Thedrivepositionactuatorisadirectcurrentelectricmotorwithplanetarygearandtwoposition
sensors.Allcomponentsarelocatedinahousingandformoneunit.Theelectricmotorinthedrive
positionactuatorisactivateddirectlybyanoutputstageintheelectricalmachineelectronics.The
outputstageiscurrent-limitedtoprotectagainstdamagebyashortcircuit.Inordernottooverload
theelectricmotor,thepowerconsumptionisalsomeasuredandacurrentlimitationperformedinthe
softwareoftheelectricalmachineelectronics.
Theelectricmotorissuppliedwithcurrentuntilthetravelsensorsdisplaythatthedriveposition
actuatorhasadoptedthedesiredcondition.Thetravelsensorsworkaccordingtothehall-effect
principleandrecordthemovementinthetransmissionofthedrivepositionactuator.Forreasonsof
redundancy,twotravelsensorsareusedandtheirvaluesareadjustedtothoseoftheselectorlever
positionswitch.
54
I12Powertrain
3.AutomaticTransmission
I12Installationpositionofthedrivepositionactuator
Index Explanation
1 Drivepositionlever
2 Lockingelement
3 Activationrod
4 Alignmentmark
5 SelectorleverpositionN
Theconnectionbetweentheactivationrodanddrivepositionlevercanberemoved.Inthiswaythe
parkinglockcanbemanuallyunlockedbytheServiceemployeeintheeventofafault.Thedrive
positionlevermustbeputintoselectorleverpositionN.Thisisonlypossiblewhentheintakesilencer
isremoved.Thereisnooptionplannedforthecustomertoperformanemergencyoperationofthe
parkinglock.
55
I12Powertrain
3.AutomaticTransmission
Unlockingtheparkinglockservesonlytobeabletomovethevehicleinanemergency.TheI12
cannotbetowedawayinthetraditionalway.Itcanonlybetransportedonaflatbedtruck.
TheEMEperformsseveralself-diagnosisfunctionsinordertoensuretheproperfunctionofthedrive
positionactuatorandtoprotectthecomponentsagainstdamage.Theseself-diagnosisfunctionsare:
Monitoringoflinesfortheelectricmotor,thetravelsensorsandthesolenoidsforshortcircuit
againstgroundandsupplyvoltage,aswellasforopencircuit.
Monitoringofthecurrentlevelfortheelectricmotorwithregardstothemaximumvalueand
plausibilityforthesignalsofthetravelsensors.
Monitoringofthesignalsofthetravelsensors(plausibilityofthetwosignalstoeachother).
Thedrivepositionactuatormustbetaughtinusingthediagnosissystem,if:
theautomatictransmissionhasbeenreplaced
theactivationrodhasbeenremovedorreplaced
thedrivepositionactuatorhasbeenreplaced
theEMEortheEGShasbeenreplaced
thesoftwareoftheEMEhasbeenupdated
Beforetheinitializationviathediagnosissystem,severalprerequisitesmustbesatisfied:
Thevehiclemustbesecuredagainstrollingaway.
Thedrivepositionactuatorandthedrivepositionleveraresecuredproperly.
ThedrivepositionactuatorandthedrivepositionleveratthetransmissionareatpositionN.
Thelockingelementatthethreadoftheactivationrodisengaged.
Thehigh-voltagesystemisdeactivated.
Terminal15isswitchedon.
56
I12Powertrain
3.AutomaticTransmission
3.6.Transmissionoilsupply
Theelectricaltransmissionoilpumpandtheexternaltransmissionoil-coolantheatexchanger
withbypassvalvearethetwospecialfeaturesofthetransmissionoilsupply.Bothcomponentsare
mountedatthehousingoftheautomatictransmission.
I12Transmissionoilsupply
Index Explanation
1 Bypassvalve
2 Coolantsupplyconnection
3 Bypass
4 Holder/bracket(forintakesilencer)
5 Coolantreturnconnection
6 Transmissionoilfeedline
7 Electrictransmissionoilpump(withelectricmotor)
8 Transmissionoilreturnline
9 Transmissionoilcooler
57
I12Powertrain
3.AutomaticTransmission
3.6.1.Electricaltransmissionoilpump
Similartoallautomatictransmissions,intheGA6F21AWaninternalmechanicaltransmissionoil
pumpatthetransmissioninputassumestheoilsupplyofthehydraulicsystem.However,thereare
drivingsituationsinwhichthecombustionengineisswitchedoffandtheelectricmotorisused.This
meansfortheautomatictransmissionnospeedatthetransmissioninput(resultinginnooilsupplyby
themechanicaltransmissionoilpump),butaspeedatthetransmissionoutputviathewheels.This
differenceinspeedisreducedintheautomatictransmissionandrequireslubrication.
Duetotheinternalleakage,theoilinthetransmissionmechatronicsflowsbacktotheoilsump.
Thiseffectmustbepreventeduponarestartofthecombustionengine(automaticenginestart-stop
functionorfromelectricdrivingtodrivingwithcombustionengine)sothatgearscanbechangedas
quicklyaspossible.
Inordertobeabletoperformthesetwonecessaryfunctions,anadditionalelectricaltransmissionoil
pumpwithapowerratingof80Wisinstalled.
Theentiresystemoftheelectricaltransmissionoilpumpissimilartoapowersteeringpump(internal
gearpump)andtheelectricmotorattheconverterhousing,aswellasthecontrolelectronicsforthe
transmissionoilpump,whichisdesignedasaseparatecontrolunit.Itsitsattherearaxlemodule
directlyabovetherangeextenderelectricalmachineelectronicsanddoesnothavediagnostic
capability.TheelectricmotoroftheelectricaltransmissionoilpumpissuppliedwithACvoltage
(lowvoltage).Theinverter(DC/ACconverter)requiredforthisisinthecontrolelectronicsforthe
transmissionoilpump.
I12Controlelectronicsforthetransmissionoilpump
Thefollowingfaultsoftheelectricaltransmissionoilpumpcanbeidentified:
Linedisconnections
Shortcircuittoground
Internalshortcircuit
Faultyelectricmotor
58
I12Powertrain
3.AutomaticTransmission
Theelectricaltransmissionoilpumpisconstantlyinoperationduringelectricdriving.Itiscontrolledas
requireddependingonthetransmissionoiltemperatureandthedrivingspeed.TheEGScalculatesthe
necessarypowerandrequeststhisfromthecontrolelectronicsforthetransmissionoilpump.
3.6.2.Transmissionoilcooler
Thetransmissionoilcoolerisdesignedasanoil-to-waterheatexchangerandsitsdirectlyonthe
transmissionhousingbelowtheintakenoisedamper.Itisintegratedinthelow-temperaturecooling
circuit.Inadditiontothecoolantandoilconnections,ithasabypassvalve.Thisbypassvalveisopen
atcoldtransmissionoiltemperaturessothatnocoolantrunsviathetransmissionoilcooler.Anoptimal
operatingtemperatureofthetransmissionoilisthusreachedmorequickly.Thebypassvalveclosesat
atransmissionoiltemperatureofabout76C/168F.Thecoolantflowsthroughthetransmissionoil
coolerandcanthenabsorbheatenergyfromthetransmissionoil.
Thebypassvalveiscontrolledusingawaxelement,whichisheatedbythetransmissionoil,expands
andclosesthebypassvalve.
3.7.NotesforService
Thefollowingcomponentsoftheautomatictransmissionareavailableassparepartsinadditionto
variousretainingandsealingelements:
Drivepositionactuator
Drivepositionlever
Electronictransmissioncontrol(EGS)
Activationrod
Oilfillerplug
Electricalwiringset
Gearboxinput-speedsensor
Hydraulicshiftunit
Cover(hydraulicshiftunit)
Transmissionoilcooler
Oildrainplug(withoverflow)
Torqueconverter
Radialshaftsealsfortransmissioninputshaft,aswellasleftandrightaxleshaft
WhenreplacingtheEGSaninitializationoftheselectorleverpositionswitchmustbecarriedout.
59
I12Powertrain
4.ElectricMotor
4.1.Introduction
TheelectricmotoroftheI12sitsinthefrontaxlecarrieranddrivesthefrontwheels.Itincludesthe
electricalmachine,theElectricalMachineElectronics(EME),the2-speedmanualgearboxandthe
outputshafts.Thereisnomechanicalconnectionwiththecombustionengine.
I12Electricmotor
Index Explanation
1 Outputshafts,frontaxle
2 Electricalmachineelectronics(EME)
3 Electricalmachine
4 2-speedmanualgearbox
60
I12Powertrain
4.ElectricMotor
4.2.Electricalmachine
I12Electricalmachine
TheelectricalmachineintheI12providesthenecessarytorqueforthedriveatthefrontaxle.Itcan
alsochargethehigh-voltagebatterywithelectricalenergythroughbrakeenergyregeneration(energy
recovery).
ThedifferencestotheelectricalmachineintheI01areminimal.Thetwovariantsonlydifferin
thedesignofthehousing(flangeandassemblyconnection)andintheirperformancedata.The
mountingsfortheEKKandtheanti-rollbarlinkarealsodeletedintheI12.Theelectricalmachinein
theI12providesapeakperformanceof96kW(131HP)andatorqueof250Nm(184lbft).Theinner
structure,theoperatingprincipleandthecoolingofthehousingareidentical.
Severalcomponentsandcontrolunitsareinvolvedinthedrivecontrol:
DigitalEngineElectronics(DME),mastercontrolunitforthedrive
Electricalmachineelectronics(EME)
Batterymanagementelectronics(SME)
RangeExtenderElectricalMachineElectronics(REME)
DynamicStabilityControl(DSC)
TheDMEdetectsthedriver'sdesiredloadviatheacceleratorpedal.Asaresult,itcalculates,
dependingonthecurrentdrivingmode,stateofchargeandtemperatureofthehigh-voltagebattery
andcurrentdrivingsituation,thecorrespondingdrivetorquesandrequeststhesefromthedriveunits.
61
I12Powertrain
4.ElectricMotor
TheDSCcontinuouslysendsthewheelslipviatheFlexRaytotheDMEandtheEME.TheDME
includesthisinthetorquerequest.TheEMEcanindependentlyrestrictthetorqueoftheelectrical
machineinthecaseofunstabledrivingconditions.ThedecelerationrequestcomesfromtheDSCfor
brakeenergyregeneration.TheDMEactivatestheelectricalmachineelectronicsaccordingly.
Theelectricalmachineisabletodrivethevehiclealongorsupportthecombustionengine(Boost
function).
Thepreciseoperatingandenergyrecoverystrategiesareexplainedindetailinchapter6"Operating
strategy".
Nominalvoltage 360V
Nominalcurrent 400A Actualvalue
Maximumpeakoutput 96kW(131hp) foramaximumdurationof5s
Maximumcontinuousoutput 25kW(33hp)(restrictedby continuous
thehigh-voltagebattery)
Maximumtorque 250Nm(185lbft) intheenginespeedrange
0about5,000rpm.
Maximumenginespeed about11.400rpm.
Weight ~49.5kg(109lbs)
Themaximumpowerof96kW(130hp)canonlybemadeavailableforamaximumdurationof5
s.Otherwise,thecomponentsoftheelectricmotorwouldbedamagedthroughoverheatingthis
affectsnotonlytheelectricalmachine,butalsothehigh-voltagebatteryandtheelectricalmachine
electronics.Themaximumpowerappliesformotorizedmode.Inalternatormode,however,onlysome
ofthismaximumvalueisusedinordernottooverloadthehigh-voltagebatteryandhaveanegative
influenceonthedrivingcharacteristics.
62
I12Powertrain
4.ElectricMotor
PowerandtorquediagramfortheelectricalmachineintheI12
Thepowerandtorquediagramshownhereisthefullloaddiagramunderoptimalconditions.This
meansthatthehigh-voltagebatteryisfullychargedandtheoperatingtemperatureofallrelevant
componentsisinthenormalrange.
Theelectricalmachineisahigh-voltagecomponent.Workontheelectricalmachinecanonlybe
carriedoutbyServiceemployeeswiththerelevantcertification.ST1408I12CompleteVehicletraining
class.
Detailedinformationontheidentification,innerstructureandcoolingtheelectricalmachinecanbe
foundinthe"I12High-voltageComponents"trainingmanual.
63
I12Powertrain
4.ElectricMotor
4.3.2-speedmanualgearbox
I122-speedmanualgearbox
The2-speedmanualgearboxoftheI12mustcompletethefollowingtasks:
Transmissionofspeedandtorquefromtheelectricalmachinetothefrontoutputshafts
Speedadjustmentbetweenthetwooutputshaftsorsprockets
Tofulfilthesetasksthe2-speedmanualgearboxcontainsthesubcomponentslistedbelow:
Transmissiongearingwithtwogearsandanintermediateshaft
Bevelgeardifferentialintegratedinthetransmissionhousing
Gearselectoractuator
Technicaldata GE2I12GK
Maximumtorque 250Nm(185lbft)
Ratio1stgear 11.3
Ratio2ndgear 5.85
Synchronisation Blockingsynchronisationwithdoublecone
Weight 27kg(60lbs)(incl.oil)
64
I12Powertrain
4.ElectricMotor
4.3.1.Designation
Thetransmissiondesignationinthetechnicaldocumentationallowsittobeuniquelyidentified.In
frequentcases,however,onlyashortdesignation.Thisshortformisusedsothetransmissioncanbe
assignedtoatransmissionfamily.
ThetransmissiondesignationGE2I12GKcomprisesthefollowing:
*Numbers47serveforindividualdesignation.Atransmissionvariant,size,transferabletorqueand
technicalupdatecanberepresentedhere.
65
I12Powertrain
4.ElectricMotor
4.3.2.Function
TheGE2I12GKisanelectromechanicallyactuated2-speedmanualgearbox.Thedrivercanonly
influencethegearshiftindirectlythroughtheselectionofthedrivingmode.TheEMEactivatesagear
selectoractuatorwhichengagesthegears.Thetransmissiondoesnothaveaclutchorparkinglock
function.Theparkinglockfunctionisassumedbytheautomatictransmission.
Overviewoftheengagedgearsdependingonthedrivingmodeselected:
TohighlightthesportycharacteroftheI12,firstgearisengagedinMaxeDrivemode.Agearshiftis
onlyeffecteduponactivationordeactivationoftheMaxeDrivemode.
Thetorquegeneratedbytheelectricalmachinereachesthetransmissioninputshaftviathepositive
connection.Fromtherethefirstorsecondgearisswitchedviaaselectorsleeve.Thetorquethen
reachesthedifferentialviatherespectivegearsetandanintermediateshaft.Thedifferential
distributesthetorquetotwooutputsandenablestheenginespeedadjustmentbetweenthetwodrive
gears.
66
I12Powertrain
4.ElectricMotor
I12Structureofthe2-speedmanualgearbox
Index Explanation
1 PLCDsensor
2 Gearshiftfork
3 Transmissioninputshaft
4 Gearset,1stgear
5 Intermediateshaft
67
I12Powertrain
4.ElectricMotor
Index Explanation
6 Differential
7 Breather
8 Gearset,2ndgear
9 Gearselectoractuator
Thefollowinggraphicisasimplifieddiagramandshowsthetorquedistributioninthetransmission.
I12diagramof2-speedmanualgearbox
Index Explanation
M1 Torqueoftheelectricalmachine=Transmissioninputtorque
M2 Transmissionoutputtorque
M /2
2 Drivetorqueatanoutputshaft
1 Positiveconnectionbetweenelectricalmachineandtransmission
2 Transmissioninputshaft
3 Gearset,1stgear
4 Selectorsleeve
5 Gearset,2ndgear
6 Intermediateshaft
7 Outputshaft
8 Differential
9 Combinationbetweenspurgearanddifferential
68
I12Powertrain
4.ElectricMotor
PLCDsensor
ThepositionofthegearshiftforkiscapturedbyaPLCDsensor(PermanentmagneticLinear
ContactlessDisplacement).ThePLCDsensorgenerallyconsistsofaspecialcoremadefromsoft
magneticmaterial.Theentirelengthofthecoreiswrappedwithacoil(primarycoil)andhasan
evaluationcoilattheends.
I12PLCDsensor
Index Explanation
1 Permanentmagnet(securedatthegearshiftfork)
2 Primarycoil
3 Magneticcore
4 Evaluationcoil
5 Saturatedarea
Apermanentmagnetatthegearshiftforkresultsinlocalmagneticsaturationandwithitavirtual
divisionofthecore.
Whenasuitablealternatingcurrentisappliedtotheprimarycoil,avoltagedependentontheposition
ofthesaturatedareaisinducedintheevaluationcoils.Thisenablesthelengthofthevirtualdivisionof
thecoreandthusthepositionofthesaturatedareatobedetermined.
ThesupplyofthesensorandtheprocessingofthesignalsareeffectedbytheEME.TheACvoltage
necessaryfortheprimarycoilismadeavailablebythePLCDsensor.
ExampleofaPLCDsensor(fromclutchslavecylinderE60M5)
69
I12Powertrain
4.ElectricMotor
Gearshift
Theshiftingofthetwogearsisassumedbythegearselectoractuator.Thisconsistsofa12Vdirect
currentmotorandaspindlegear.Thespindlegearconvertsthecircularmovementoftheengineintoa
linearmovementandmovesthegearshiftfork.
Thegearsarealwaysshiftedwithoutaload.Beforethegearshifttheloadoftheelectricalmachine
iswithdrawn.Afterthegearisdisengagedbythegearselectoractuator,thespeedoftheelectrical
machineisadjustedtothegearbeingshifted.Thespeedadjustmentandtheactivationofthe
electricalmachineiseffectedbytheEME.Thenthegearselectoractuatorengagesthenewgear.
OnlyafterthePLCDsensorconfirmstheengagingofthegearandthespeedoftheelectricalmachine
hasbeenadaptedbytheEME,istheloadoftheelectricalmachineincreasedagain.Thedrivercan
generallynotnoticetheentiregearshift.Intheeventofafailureofthegearselectoractuatororthe
EME,thegearshiftforkremainsinthecurrentposition.
Thegearselectoractuatormustbetaughtinusingthediagnosissystem,if:
the2-speedmanualgearboxhasbeenreplaced,
theelectricalmachineelectronicshasbeenreplaced.
Transmissionoil
AmanualgearboxoilknownfromBMWvehiclesisusedasatransmissionoil(CastrolBOT338).The
transmissionhousingmadefromdie-castaluminumisalsousedasanoilsumpandholdsthefull
capacityofabout0.65ltransmissionoil.Thespurgearoftheintermediateshaftandthedifferential
runinthetransmissionoilandensuretheentiretransmissionislubricated(oilsumplubrication).The
transmissionoilisdesignedfortheoperatinglifeoftheI12meaningthereisnoneedforareplacement
ofthetransmissionoil.
70
I12Powertrain
4.ElectricMotor
4.3.3.Interfaces
Mountingandtorquesupport
I12Mountingofthe2-speedmanualgearbox
Index Explanation
1 Frontaxlemodule
2 Upperenginesupportarm
3 Uppertransmissionmount
4 Mountingpointwithelectricalmachine(totalof6)
5 Gearselectoractuator
6 Frontaxlesupport
7 Lowertransmissionmount
8 Lowerenginesupportarm
9 EKK
71
I12Powertrain
4.ElectricMotor
The2-speedmanualgearboxissecuredatthreeplaces.Ontheelectricalmachineandontheother
viatwoenginesupportarms.Theupperenginesupportarmsupportsthe2-speedmanualgearboxby
abearingatthefrontaxlecarrier.Usingthelowerenginesupportarmthetransmissionisconnected
tothefrontaxlecarrier.Thisdesignallowsthedeletionoftheanti-rollbarlinkknownfromtheI01.The
upperandlowerenginesupportarmsareeachscrewedonatthetransmissionhousingusingthree
screws.Thehousingofthe2-speedmanualgearboxalsoservesasafixturefortheEKKandthegear
selectoractuator.
Mechanicalinterfaces
I12Mechanicalinterfacesofthe2-speedmanualgearbox
Index Explanation
1 Frontaxlemodule
2 Outputshaft,right
3 Gearselectoractuator
4 Transmissionhousing
5 PLCDsensor
6 X-sealingring
7 Transmissioninputshaft
8 O-sealingring
9 Outputshaft,left
10 Fluidfillerplug
72
I12Powertrain
4.ElectricMotor
Thetorqueistransmittedbyapositiveconnectionfromthedriveshaftoftheelectricalmachinetothe
transmissioninputshaft.Forthispurpose,bothshaftshavegearing.
Whenjoiningthetransmissionandtheelectricalmachinetheproceduredescribedintherepair
instructionsmustbefollowed.Ensureaxialalignmentofthetransmissioninputshaftandoutputshaft
toavoiddistortionduringassembly.Inaddition,thetwogearingsmustbegreasedbeforejoining.Do
notexceedthespecifiedquantityofgrease
Thereisasealingringatthejoiningconnectionbetweenhousingsoftheelectricalmachineandthe
transmission,whosecross-sectionisshapedliketheletter"X".ThisX-sealingringandtheO-sealing
ringonthetransmissioninputshaftmustbewetwiththeoilbeforejoining.
Thetransmissionisnotintegratedinthecoolingsystemoftheelectricmotorandthereforehasno
connectionsforcoolantlines.Sufficientheatisdischargedviatheairflowingbyatthetransmission
housingandtheconnectionfortheelectricalmachine.Duetotemperaturefluctuations,excess
pressureandavacuumwouldoccurinacompletelysealedhousing.Toavoidthis,thereisaventinthe
areaoftheintermediateshaft.Theventhasacaptoprotectagainstcontamination.
73
I12Powertrain
5.OutputShafts
5.1.Frontaxle
I12Outputshafts,front
Index Explanation
1 Outputshaft,right
2 Intermediateshaft
3 Supportbearing
4 Outputshaft,left
5 Spurgearing
6 Stainlesssteelcaps
Theoutputshaftsatthefronthavethreemaincomponents.Theactualoutputshaftsontheleftand
rightandtheintermediateshaftwithsupportbearingontheleft.Thesupportbearingconnectsthe
intermediateshafttothemotorsupportarmoftheelectricalmachine.Theoutputshaftsaredesigned
ashollowshaftsandaresymmetricaltoeachother.
Thewheel-sideconnectionisdoneviaaspurgearing.Stainlesssteelcapsattheconnectiontothe
transmissionprotecttheradialshaftsealsagainstcontamination.
74
I12Powertrain
5.OutputShafts
5.2.Rearaxle
I12Rearoutputshafts
Theoutputshaftsattherearalsohavethreemaincomponents.Theintermediateshaftwithsupport
bearingisconnectedattherightoutputshaft.Thesupportbearingisboltedontothecrankcaseof
theB38Topenginebyaholder.Thewheel-sideconnectionisalsoaspurgearconnection.Theoutput
shaftsareconnectedatthetransmissionend.
75
I12Powertrain
6.OperatingStrategy
I12Operatingstrategy
Index Explanation
1 Drivetorque,rearaxle
2 High-voltagestartermotorgenerator
3 Drivetorque,frontaxle
76
I12Powertrain
6.OperatingStrategy
6.1.Introduction
Followingtheexplanationofthestructureandthefunctionsoftheindividualcomponentsinthe
previouschapters,thischapterdescribestheirinteraction.Thefollowingtableprovidesabrief
overviewagain:
Thegoaloftheoperatingstrategyistoguaranteeahighdegreeofefficiencyanddrivingdynamicsof
thevehicle.ItenablesintelligentandinnovativeinteractionofthedrivecomponentsandmakestheI12
diverse.Thisdiversityisalsoseeninthedrivingmodes,withwhichthedrivercanalwayshaveadirect
influenceontheoperatingstrategyandthusthedrivabilityoftheI12.Thedrivingmodesaredivided
into:
COMFORT
ECOPRO
SPORT
InCOMFORTmodethedriver'storquerequirementforexampleisdividedbetweentheelectrical
machineandthecombustionenginedependingonthesituation,sothatthevehicleisalwaysdriven
atmaximumefficiency.Uponrequestthedrivercandriveusingpureelectricmeans(MaxeDrive).
Incontrast,inSPORTmodethefullsystempowerisavailableandtheelectricmotorsupportsthe
combustionenginewiththeBoostfunction.
Thedrivingmodesthushaveadirectinfluenceondifferentperformancefeatures:
Selectionofthedrivenaxle
Systempower
Drivingdynamics
Range
Loadpointincrease
Boostfunction
Energyrecovery
77
I12Powertrain
6.OperatingStrategy
6.2.Overview
COMFORT ECOPRO SPORT Activation
MaxeDrive
driving
experienceswitch Gear
Drivingexperience
Activationby (Thismodeis selector eDrivebutton
switch
alwaysactivated switch
uponarestart)
Energyrecovery normal normal maximum normal
Boostfunction normal reduced maximum
Switchoff Operationof Releaseof never always
combustionengine brakepedal acceleratorpedal
forelectricjourney and<100km/ and<100km/
h(62mph) h(62mph)
Startup Operationof Operationof runs onlywithkickdown
combustionengine acceleratorpedal acceleratorpedal constantly
and>90km/ and>90km/
h(55mph) h(55mph)
Drivesused both both both Electricmotor
Gearshiftedinthe 2ndgear 2ndgear 2nd 1stgear
2-speedmanual gear
gearbox
78
I12Powertrain
6.OperatingStrategy
6.3.Drivingmodes
6.3.1.COMFORTmode
COMFORTmodeisthestandardmode.Itisactivatedeachtimethevehicleisstartedandcanbe
selectedusingthedrivingexperienceswitch.
I12Drivingexperienceswitch
Index Explanation
1 Drivingexperienceswitch
Dependingonthepositionoftheacceleratorpedal,asituation-dependenttorquedistributionis
effectedbetweentheelectricmotorandthecombustionenginewithregardtoefficiency,traction,
energyrecoveryanddynamics.Whenthehigh-voltagebatteryisfullychargeduptoaspeedofabout
90km/h(55mph)theelectricmotorismainlyusedandthehigh-voltagebatteryisdischarged.This
drivingconditionisalsocalledAutoeDriveandisusedinurbanenvironments.Thecombustionengine
isthenswitchedoff.Throughenergyrecoverybythefrontelectricalmachine,e.g.whenapproachinga
redlight,traffic,electricalenergyisfedtothehigh-voltagebatteryandstoredthere.
79
I12Powertrain
6.OperatingStrategy
I12ExampleofanoperatingstrategyinCOMFORTmode,drivinginanurbanenvironment
Index Explanation
a Stateofchargeofthehigh-voltagebattery
b Distancetravelled
1 Electricdriving
2 Energyrecovery
Thecombustionengineisonlyswitchedonautomaticallyinthecaseofanincreaseinthedriver's
desiredload.
Outsidetheurbanenvironmentthecombustionengineisusedmorefrequentlythantheelectricmotor
andthehigh-voltagebatteryischargedatthesametime.Thestateofchargeisthenmaintainedin
acertainrangeinordertobeabletoprovidesufficientelectricalenergyfortheBoostfunction.The
decelerationwhichoccursduringenergyrecoveryisapproximatelyatthelevelofthenormalengine
dragtorqueforconventionalvehicles.
80
I12Powertrain
6.OperatingStrategy
I12ExampleofanoperatingstrategyinCOMFORTmode,cross-country
Index Explanation
a Stateofchargeofthehigh-voltagebattery
b Distancetravelled
1 Electricdriving
2 Energyrecovery
3 Combustionengineon(chargingviahigh-voltagestartermotorgenerator)
4 Boostfunction
Thecombustionengineisswitchedoninthefollowingsituations:
Speedgreaterthanabout90km/h(55mph)
Quickoperationoftheacceleratorpedal
Highloadrequirement(largeacceleratorpedalangle)
Verylowstateofcharge
Kickdown
Thecombustionengineisswitchedoffinthefollowingsituations:
Operationofthebrakepedalanddrivingspeedsbelow75km/h(46mph)
Vehiclestandstill(automaticenginestart-stopfunction)
81
I12Powertrain
6.OperatingStrategy
6.3.2.ECOPROmode
ThedriverofaI12candrivehisvehicleevenmoreefficientlyuponrequest.TheECOPROmode
consistentlysupportsadrivingstyleatreducedconsumptionlevelsandensurescoordinationofthe
hybriddriveforachievingmaximumrangeofthevehicle.ECOPROmodeisactivatedusingthedriving
experienceswitch.Essentiallythefollowingmeasureshelptoincreasetherange:
Amodifiedacceleratorpedalcharacteristiccurveandshiftprogramwithautomatic
transmissionhelpsthedriveradoptadrivingstylethatoptimizesfuelconsumption.
InordertousetheBoostfunctionalargeracceleratorpedalangleisnecessary(duetothe
modifiedacceleratorpedalcharacteristiccurve).
Powerreductionoftheelectricalcomfortconsumers(e.g.mirrorheating).
Powerreductionofheating/air-conditioningsystem.
I12ExampleofoperatingstrategyinECOPROmode
Index Explanation
a Stateofchargeofthehigh-voltagebattery
b Distancetravelled
1 Electricdriving
2 Energyrecovery
3 Combustionengineon(chargingviahigh-voltagestartermotorgenerator)
4 Boostfunction
82
I12Powertrain
6.OperatingStrategy
Reductionofelectricalcomfortconsumers
InECOPROmodeacertainmeasureofreductionincomfortistolerated.Undercertainconditionsthe
powerofthefollowingcomfortconsumerscanbereduced:
Mirrorheating
Heatedseats
Heatedrearwindow
Powerreductionofheating/air-conditioningsystem
Fortheclimatecontrolanoperatingstrategywithlowerenergyconsumptionatacceptablecomfort
restrictionsareused.Theair-conditioningworksinamoreefficientmannerwithreduceddryingofair
andlessaircooling.Lesselectricalenergyisused.
Thecoolingofthehigh-voltagebatteryalwayshastoppriorityandisnotaffectedbytheactivationof
ECOPROmode.
Iftherequiredtemperaturescanbeachievedwithouttheairconditionercompressor,theelectricA/C
compressorisswitchedoff.
I12Powerreductionofheating/air-conditioningsystem
83
I12Powertrain
6.OperatingStrategy
6.3.3.SPORTmode
InSPORTmodetheI12candevelopitsfullsystempowerof266kW(362HP).Thedrivermustmove
thegearselectorswitchtotheleft.Manualshiftingofthegearsintheautomatictransmissionisalso
possible.InSPORTmodethecombustionengineisalwaysactive.Theautomaticenginestart-stop
functionisdeactivated.
TheelectricalmachineisusedinSPORTmodefortheBoostfunction.Inthisdrivingmodepurely
electricdrivingisnotpossible.Thehigh-voltagebatterycanbeactivelychargedviathehigh-voltage
startermotorgeneratorsothatthereisalwayssufficientenergyavailablefortheBoostfunction.The
stateofchargeisthusmaintainedatahigherlevelthanisthecaseforotherdrivingmodes.
I12ExampleofoperatingstrategyinSPORTmode
Index Explanation
a Stateofchargeofthehigh-voltagebattery
b Distancetravelled
1 Energyrecovery
2 Combustionengineon(chargingviahigh-voltagestartermotorgenerator)
3 Boostfunction
TheenergyrecoveryandBoostpower(electricalmachineandhigh-voltagestartermotorgenerator)
areattheirmaximuminthisdrivingmode.
IfinSPORTmodethestateofchargeofthehigh-voltagebatterydropstoomuchasaresultofa
drivingsituationwithfewenergyrecoveryphasesandthehigh-voltagestartermotorgeneratorno
longerdeliverssufficientelectricalenergy,thefrontelectricalmachineisactivatedinordertogenerate
electricalenergy.Thissituationoccursforexampleduringalonguphilljourney,whichishandledin
SPORTmode.Someofthedrivegeneratedbythecombustionengineisuseddirectlyinorderto
chargethehigh-voltagebatteryduringdrivingviathefrontaxle.
Inthissituationthedecelerationwhichoccursatthefrontaxlebytheenergyrecoveryoftheelectrical
machineisacceptedinordertoavoidasignificantdropinthestateofcharge.
84
I12Powertrain
6.OperatingStrategy
6.3.4.MaxeDrivemode
Uponrequestthedrivercandriveusingpurelyelectricalmeansupto120km/h(75mph)usingMax
eDrivemode.Therangeisabout37km(23miles).FortheactivationtheeDrivebuttonbelowthestart/
stopbuttonmustbepressed.MaxeDrivemodecanbeactivatedinCOMFORTandECOPROmodein
ordertopreventthecombustionenginestartingup.
I12eDrivebutton
Index Explanation
1 eDrivebutton
85
I12Powertrain
6.OperatingStrategy
I12ExampleofoperatingstrategyinMaxeDrivemode
Index Explanation
a Stateofchargeofthehigh-voltagebattery
b Distancetravelled
1 Electricdriving(MaxeDrive)
2 Energyrecovery
WithakickdownthecombustionengineisswitchedonanddeactivatestheMaxeDrivemode.Inthe
processCOMFORTmodeisautomaticallyactivated.
Theelectricalrangethatcanbeattainedisheavilydependentonthedrivingstyle(accelerationand
speed)andtheambienttemperatureandthesecondaryconsumers.Inordertoreachamaximum
electricalrange,apreheating/precoolingofthepassengercompartmentshouldbecarriedoutduring
externalcharging.Theenergywhichwouldberequiredforthisduringthejourneycanthenbeusedfor
ahigherelectricalrange.
IfthevehicleisstartedinMaxeDrivemodeafteralongstationaryoffperiodandverycoldambient
temperatures,itmaycauseapowerreductionoftheelectricmotor.Areasonforthismaybean
excessivelylowcelltemperatureinthecellmodulesofthehigh-voltagebatteryunit.
86
I12Powertrain
6.OperatingStrategy
6.4.Drivecontrol
Dependingonthepositionoftheacceleratorpedalandthespeedatwhichitispressed,theDME
calculatesthedesireddrivetorque.Thedrivetorqueisthusalwaysdistributedvariablytotheindividual
axlesdependingonthesituation,sothatthereisalwaysanoptimalbalancebetweendynamics,driving
safety,tractionandefficiency.TheDMEisthemastercontrolunitforthedrivecontrol.
Withalowacceleratorpedalangletheelectricmotorisusedfordrivingoff(exceptinSPORTmode).
Ifahigherdrivetorqueisrequestedviatheacceleratorpedal,thecombustionengineisswitchedon
andprovidesthedrive.Ifthecombustionengineisswitchedon,thefrontaxleassumesthedrivepart,
shouldthisberequiredforexampleduetotractionreasonsorbytheBoostfunction.Thefrontandrear
transmissionsdistributedrivetorquetothesamecomponentsonbothsides.
I12Exampleoflongitudinaldistributionofthedrivetorque
Index Explanation
1 DrivetorquedistributedbytheDME
2 Drivetorqueavailableatthewheel
Theintelligenttorquedistributionoftheaxlehybridalsoresultsintypicalall-wheeldrivebehavior.Up
to100%variabletorquedistributionbetweenthefrontandrearaxlecanactivelyinfluencetheself-
steeringresponseandthedrivingdynamics.Theaxlehybridenablesaneutralandsafedrivability
uptothelimitrange.Uponinitialinstability,e.g.understeering,thedrivetorqueisalsodistributed
betweenthefrontandrearaxle,thispreventsslidingbythefrontaxle.Thedrivetorqueatthefrontaxle
isreducedandthedrivetorqueattherearaxleincreased.
Thisisclarifiedusingtheexampleofdrivingaroundasharpbendinwhichthefrontaxleisalsodriven
bytheBoostfunctionwhenenteringthebend.
87
I12Powertrain
6.OperatingStrategy
I12Exampleoflongitudinaldistributionofthedrivetorqueinthecaseofundersteering
Index Explanation
1 Drivetorqueattherearaxle
2 Drivetorqueatthefrontaxle
Theoptimaltractioncanalsobeachievedinbends,wherebyquickeraccelerationfromthebendis
possible.
Ifthedrivingstabilityreachesthelimitranges,itmaynaturallybringaboutaDSCintervention.
However,theDSCinterventioniscarriedoutmorerarely,wherebytheridecomfortisnoticeably
improved.
TheDSCplaysarolenotonlyinthedynamichandlingcharacteristicsoflimitranges,butalsosupplies
themaximumtransferabletorquetotheDMEatanytime.Bothduringaccelerationandenergy
recovery.ThesetorquespecificationsareprocessedintheDMEandalwaysconsideredinthedrive
torquedistribution.Forexample,theBoostorenergyrecoverypowerofthefrontelectricalmachine
isalwaysadaptedtothedrivingsituationandreducedifnecessary.Incontrast,thenegativetorque
fromtheenergyrecoverycanalsobespecificallyusedtointervenefordrivingstability.Inthiswaythe
differentdrivesystemsareconstantlyworkingonacommonobjectiveandcomplementeachother.
Kickdown
Thekickdownisaspecialpositionwithinthedrivecontrol.Kickdownmeansthatalldrivesourcesare
activatedtoenablethemaximumdrive.Theseinclude:
Combustionengine
Electricalmachine
High-voltagestartermotorgenerator
88
I12Powertrain
6.OperatingStrategy
6.4.1.Boostfunction
IntheI12thefrontelectricalmachineandthehigh-voltagestartermotorgeneratorcanbeusedto
supportthecombustionengine.ThefunctioniscalledtheBoostfunction.Thisprocessdiffersfrom
theprevioushybridcarsbythefactthatthesupportofthecombustionengineisprovidedindividually
andindependentlyfortherespectiveaxle.
I12Boostfunction
Index Explanation
1 Drivetorqueattherearaxle
2 Drivetorqueatthefrontaxle
ThesupportofthecombustionengineandthustherearaxleiscarriedoutinCOMFORT,ECOPRO
andSPORTmodes.InCOMFORTandinECOPROmodesonlyinthelowerenginespeedrange
ofthecombustionengineisthehigh-voltagestartermotorgeneratorusedasasupport(with
correspondingtorquerequirementviatheacceleratorpedal).
Thekickdownisanexception.Inthiscasethefullpowerofthehigh-voltagestartermotorgeneratoris
providedovertheentireenginespeedrange(Overboost).Inordertobeabletorequestthefullsystem
poweroftheI12inSPORTmode,thefullpowerofthehigh-voltagestartermotorgeneratorisavailable
inthisdrivingmodefromthebeginning.
89
I12Powertrain
6.OperatingStrategy
Thelevelofadditionalaccelerationgenerallydependson:
Stateofcharge(SOC)ofhigh-voltagebattery
Drivingmodeselected
Temperatureoftherespectivecomponents
Torquethatcanbetransmittedbetweenwheelandroad
Drivingspeed
Ataverylowstateofchargeofthehigh-voltagebattery,theBoostpowerisreducedinalinearfashion
independentofthedrivingmodeselected.
6.4.2.Loadpointincrease
Raisingtheloadofthecombustionengineatconsistentenginespeediscalledloadpointincrease.
Thisresultsinanincreaseinperformanceandtheoptiontooperatethecombustionengineinthe
optimalrange.
Thearisingresistance,whichcounteractsthecombustionengine,mustbecompensatedsothaton
theonehandtheloadoftheengineincreases,andontheotherhandthespeedremainsconstant.An
examplehereisswitchingontheheatingandair-conditioningsystemortheheatedrearwindow.The
compensationoftheadditionalresistanceisassumedbytheDME.TheDMEsuppliesthecombustion
enginewithmorefreshairbyactivatingthethrottlevalve.Theinjectedfuelquantityisalsoincreased.
Theloadofthecombustionengineincreasesandisinamoreoptimalrangeintermsofefficiencyand
fuelconsumption.However,thiscontrolhappenssopreciselythatthereisnoenginespeedincrease,
butonlytheoccurringresistanceiscompensated.
IntheI12thehigh-voltagestartermotorgeneratorinalternatormodegeneratesacounter-torquein
thebeltdrive.Asdescribedabove,theDMEcompensatesthiscounter-torqueandthecombustion
engineisoperatedmoreoptimally.Theelectricalenergygainedisusedtochargethehigh-voltage
battery.Inthiswaythecombustionengineisalsopositivelyinfluencedduringchargingofthehigh-
voltagebattery.
TheB38TopengineintheI12isnotoperatedatanytimeasarangeextender,unliketheW20engine
intheI01.Thecombustionengineonlyrunswhendrivetorqueshouldbetransferredtotherearaxle.
Theloadpointincreasehappensinadditiontothealreadyexistingpowerrequirement.Thisprocessis
unnoticeabletothedriver.
Factorswhicharedecisiveovertimeandleveloftheloadpointincrease:
Stateofchargeofthehigh-voltagebattery
Drivemode
Loadofthecombustionengine
Temperatureofthecombustionengine
90
I12Powertrain
6.OperatingStrategy
6.4.3.Energyrecovery
IntheI12brakeenergyregeneration(energyrecovery)takesplacebothviathefrontandrear
axle.Powerratingsupto50kWcanberecoveredviatheelectricalmachineatthefrontaxle.The
brakingpowerwhichcanbegeneratedattherearaxleviathehigh-voltagestartermotorgeneratoris
considerablylower.Thismeansthatthewearofthebrakediscsandbrakepadswillbeextremelylow,
providingaforward-thinkingdrivingstyleisadopted.
I12Energyrecovery
Index Explanation
1 Decelerationtorqueattherearaxle
2 Decelerationtorqueatthefrontaxle
Theenergyrecoverygenerallyfunctionsincoasting(overrun)modesimilarforBMWhybridcars.Ifthe
DMEdetectsanacceleratorpedalangleof0,theelectricalmachineelectronics(EME)andtherange
extenderelectricalmachineelectronics(REME)arerequestedtostartenergyrecoveryincoasting
modebyactivatingtheelectricalmachinesaccordingly.Inthiswaytheelectricalenergyisgenerated
andstoredinthehigh-voltagebattery.
AspecialfeatureintheI12isthedifferentstrengthsofenergyrecoveryincoastingmode.Itisprimarily
dependentontherespectivedrivingmodeandthestateofchargeofthehigh-voltagebattery.The
maximumdecelerationisachievedinSPORTdrivingmode,whileitislowerinCOMFORT,ECOPRO
andMaxeDrivemodes(slightlyabovethelevelwhenitcausestheenginedragtorqueinconventional
vehicles).
91
I12Powertrain
6.OperatingStrategy
Ifthedriverhasastrongerdecelerationrequestandpressesthebrakepedal,theDSCcontrolunit
detectsthelevelofthedesireddecelerationbythebrakepedaltravelsensorandtransfersthe
informationtotheDME.TheDMEcalculatesthepowerrequirementfortheelectricalmachineand
thehigh-voltagestartermotorgeneratorcorrespondingtothedecelerationrequestandactivatesa
strongerenergyrecoverybytheEMEandtheREME.Thewheelbrakesarenotoperateduntilthe
maximumenergyrecoveryisreached.Onlyforahigherdecelerationrequest,istheservicebrakealso
used.Iftherecuperativebrakingsystemisomitted,forexamplebyemergencybraking,afaultinthe
high-voltagesystemorafullychargedhigh-voltagebattery,thenecessarybrakeforceisonlymade
availablebytheservicebrake.Thedriverdoesnotnoticethischangeatthebrakepedal.
Paralleltothis,theDSCcontrolunitalsopermanentlymonitorsthedrivingsituationduringenergy
recoveryandinterveneswherenecessary.Beforeanunstabledrivingsituationoccursduringenergy
recovery,theDMEisrequestedbytheDSCcontrolunittoreducethenegativetorqueattherespective
axle.Ifthisisnotsufficienttore-establishastabledrivingsituation,theenergyrecoveryiscompletely
adjustedandaDSCinterventionviathebrakeoccurs.
6.5.Drivingandenergyrecoverystrategy
Themainobjectiveofthedrivingandenergyrecoverystrategyistheprovisionofasufficientlyhigh
stateofchargeofthehigh-voltagebatteryovertheentiredrivingtime."Sufficient"meansproviding
enoughelectricalenergyfortheelectricmotor.Onlythiswayisthemaximumsystempowerofthe
vehicleduringdrivingguaranteed.Electricalenergyisgeneratedvia:
Energyrecovery(electricalmachineandhigh-voltagestartermotorgenerator)
Loadpointincreaseofthecombustionengine(high-voltagestartermotorgenerator)
Itisnottheobjectiveofthedrivingandenergyrecoverystrategytoincreasethestateofchargeofthe
high-voltagebatteryto100%duringdriving.Thisiswhatexternalchargingisusedfor.Inthecaseofa
highstateofcharge(SoC),theenergyisusedbythehigh-voltagebatterytokeeptheelectricalpartof
drivingashighaspossibleortodrivepurelyusingelectricalmeans.
Withareducingstateofchargetheproportionofelectricaldrivingalsoreducessothatthecombustion
engine,irrespectiveofthepedalsensorpositionorthespeeddriven,isoftenswitchedoninorder
totakeoverthedriveandchargethehigh-voltagebattery.Thisrangeservestomaintainthestateof
charge.Ifthestateofchargecontinuestofall,e.g.bymorefrequentuseoftheBoostfunction,there
isareductionoftheelectricallydrivenspeedfrom60km/hto50km/h(37mphto31mph)andan
accelerationoftheelectricmotor.Thisreductionsetsindependingonthedrivingstyleatastateof
chargeofabout25%.
ShortlybeforereachingacriticalvaluetheenergyforelectricdrivingandtheBoostfunctionis
withdrawninalinearfashion.Theautomaticenginestart-stopfunctionisalsodeactivatedsothatthe
combustionenginecanalsochargethehigh-voltagebatteryatastandstill.
92
I12Powertrain
6.OperatingStrategy
I12Exampleofenergyrecoverystrategy
Index Explanation
a Stateofchargeofthehigh-voltagebattery
b Distancetravelled
1 Electricjourney
2 Energyrecovery
3 Combustionengineon(chargingviahigh-voltagestartermotorgenerator)
4 Boostfunction
5 Thresholdvalueformaintainingthestateofcharge
6 RangeinwhichelectricdrivingandBoostfunctionarewithdrawn
7 Rangeinwhichthestateofchargeismaintained
8 Energywithdrawalfromthehigh-voltagebattery
9 Energygenerationduringthejourney
Thethresholdvaluefromwhichthestateofchargeismaintaineddependsonseveralfactors:
ActivationofSPORTmode
Settingformaintainingthestateofcharge
Activerouteguidanceofthenavigationsystem
AsdescribedinSPORTmode,thehigh-voltagebatteryisactivelychargedinordertobeableto
providesufficientelectricalenergyfortheBoostfunction.Thethresholdvalueformaintainingthestate
ofchargeofthehigh-voltagebatteryisthereforehigher.
93
I12Powertrain
6.OperatingStrategy
Maintainstateofcharge
Shoulditbecomenecessary,forexampletousethestoredelectricalenergyatalaterstageofthe
journey,acorrespondingselectioncanbemadeviaiDriveunderthemenuitem"Settings"and"Auto
eDrive".Thecurrentstateofchargeofthehigh-voltagebatteryandtheelectricalrangearedisplayed
inthemenu.Theprerequisitesfortheselectionofthe"Maintainstateofcharge"functionare:
COMFORTorECOPROmodesaredeactivated
Stateofchargeishigherthanabout10%
I12Maintainstateofcharge
Uponactivationofthefunctionthecombustionengineswitchesonmorefrequentlyinordertobe
abletomaintainthestateofchargeofthehigh-voltagebatteryviathehigh-voltagestartermotor
generator.Anactivationisalreadypossiblewithafullychargedhigh-voltagebattery.However,the
stateofchargeisreducedminimallyinordertobeabletoabsorbelectricalenergyduringenergy
recovery,forexample.
Dependingonthedrivingstylethestateofchargecanbemaintainedatthecurrentlevel.Withthe
"Maintainstateofcharge"functionitisnotpossibletoincreasethestateofchargeatthetimeof
activation.Thefollowingeventsleadtothedeactivationofthe"Maintainstateofcharge"function:
DeactivationviaiDrive
ActivationofSPORTorMaxeDrivemode
Terminalchange
Whilethe"Maintainstateofcharge"functionisactivated,theautomaticenginestart-stopfunctionis
available.Ifthecurrentlevelofthestateofchargeequalstheleveltobemaintained,thecombustion
engineisshutdownatavehiclestandstill.Ifthecurrentlevelofthestateofchargeisbelowthelevelto
bemaintained,thecombustionengineisnotshutdownduringavehiclestandstill.
Routeguidanceofthenavigationsystem
Withactiverouteguidancebythenavigationsystemtherouteisanalyzedandtheoperatingstrategy
adaptedtothetopography.Thenavigationdataoftheindividualdistancespermitacalculationofthe
powerrequiredtocoverthedistances.Basedonthesepowerforecastsandthestateofchargeofthe
high-voltagebattery,adecisionismadeonwhetherthecombustionengineortheelectricmotoris
usedforthisdistance.Theaimistoincreasetheelectricalenergyforthedestinationzoneandthe
urbanenvironment.Therearethreesituationswhichreactsproactivelytotheoperatingstrategy:
94
I12Powertrain
6.OperatingStrategy
Lowspeedzone
Anattemptismadetoguaranteeelectricdrivinginalowspeedzone.Ifnecessary,thehigh-
voltagebatterymustbeactivelychargedbeforehand.
Downhillgradients
Withafullychargedhigh-voltagebatteryandoncomingdownhillgradients,thereisa
reductionofthestateofchargeinordertobeabletousetheentireelectricalenergyfrom
theenergyrecoveryduringthedownhillgradient.Reductionofthestateofchargeiseffected
beforethedownhillgradientbythehigh-voltagestartermotorgenerator,whereitsupportsthe
combustionengine(Boostfunction).
Destinationzone
Anattemptismadetoguaranteeelectricdrivingbeforereachingthedestinationandatthe
destination.Ifnecessary,thehigh-voltagebatterymustbeactivelychargedbeforehand.
I12Exampleofdrivingandenergyrecoverystrategyusingactiverouteguidance
Index Explanation
a Powerforecastfortherespectivedistance
b Distancetravelled
1 Useoftheelectricmotor
2 Useofthecombustionengine
3 Built-uparea
4 Cross-countrytrip
DuringthejourneythedriverreceivesamessageintheenergyflowdiagramoftheCIDthatthestored
electricalenergyisprovidedforalaterstage.
95
BayerischeMotorenwerkeAktiengesellschaft
QualifizierungundTraining
Rntgenstrae7
85716Unterschleiheim,Germany