Table of Contents

F01 Energy Management

Subject Page

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
The Energy Circuit in the Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Bus Overview and Terminal Status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7

Power Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10

Idle Speed Boost . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Charging Voltage Target Value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Effect of outside temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

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Battery regeneration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Emergency Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
APM Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Electric load reduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Class A electrical devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Class B electrical devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Advanced Power Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Vehicle in stationary mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Electric loads in stationary mode . . . . . . . . . . . . . . . . . . . . . . . . . .16
Stationary load log-off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16

Terminals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
New Terminal Designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Terminal 15N . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Terminal 30B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Terminal 30F . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Terminal Relays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
General measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22

System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23

Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Intelligent Battery Sensor (IBS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Wake-up function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
Commissioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26
Junction Box Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
Engine management (power management) . . . . . . . . . . . . . . . . . . . .27

Initial Print Date:01/09 Revision Date:

Subject Page
Service Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
Transport Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
Indication of battery condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
Functions switched off/modified in transport mode . . . . . . . . . . . . .30
Closed-circuit Current . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .33
Electrical System and Battery Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . .34

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Subject Page

BLANK
PAGE

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Energy Management
Model: F01/F02

Production: From Start of Production

After completion of this module you will be able to:

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• Understand changes to the Energy Management

4
F01 Energy Management
Introduction
The Energy Circuit in the Vehicle
The vehicle’s electrical energy system comprises all components for generating, storing,
distributing and converting electrical energy.
The job of the vehicle’s electrical energy system is to supply and distribute electrical
energy in all vehicle operating situations. The aim is to provide all electrical components
with the necessary electrical energy in all vehicle situations.
The highest-priority aims are maintaining the vehicle’s ability to start and trouble-free
operation of the vehicle when it is being driven. Another aim is to minimize wear (high
battery energy throughput) and prevent damage to components (total battery discharge)
of the vehicle’s electrical system by networking, dimensioning and appropriate control of
devices that consume, store and convert electrical energy.
Like the other current BMW Group models, the F01/F02 uses an energy management

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system to ensure balanced use of energy on the vehicle.
The energy management functions are integrated in the power management system
that is implemented in the form of software on the engine management module.

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F01 Energy Management
Energy management encompasses a large number of functions such as:
• Power terminal shut-down
• Electric load shut-down
• Determining required battery charge voltage
• Enabling battery discharge
• Idle speed boost
• Detecting battery condition
• Vehicle programming.
The sections that follow describe only the most important changes
to the energy management system.

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6
F01 Energy Management
Bus Overview and Terminal Status
The F01/F02 introduces new designations for some of the terminals. A distinction is also
made between logical terminals and power supply terminals. The logical terminals are:
• Terminal R
• Terminal 15
• Terminal 50.
The power supply terminals are:
• Terminal 30
• Terminal 15N
• Terminal 30B
• Terminal 30F.

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The logical terminals do not serve as power supply terminals; instead, they represent
a status. They are activated/deactivated by pressing the START-STOP button.
The table below details the previous and new terminal designations.
Previous New
Terminal 15 Terminal 15N

Terminal 30g Terminal 30B

Terminal 30g_f Terminal 30F

For clearer illustration of terminal shut-down, the control units are identified by a colored
triangle. Identification and allocation to the individual terminals are shown in the diagram
below.
Color coding

7
F01 Energy Management
 8
OBD
S
5
K-CAN2

K-CAN

ZGM

F01 Energy Management

5
S
PT-CAN
DME EKPS

FRM CAS IHKA CIC KOMBI ACSM

FZD FKA RSE Mid EMA LI

PT-CAN2
JB S
EMA RE DSC
PDC

CON TOP HiFi SDARS EGS SZL

Control units and terminal shut-down on F01/F02

CID ULF-SBX DVD GWS HSR

High

TPMS HUD TCU NVE AL

S
EHC HKL FD FD2 KAFAS SWW ICM

SMFA SMBF TRSVC HiFi EMF VDM

SMFAH SMBFH VSW Klemme 30 EDC SVL EDC SVR

Klemme 30B

Klemme 30F
EDC SHL EDC SHR
Klemme 15N

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 Index Explanation Index Explanation

AL Active steering HKL Tailgate lift

CAS Car Access System HSR Rear suspension slip angle control

CIC Car Information Computer HUD Head-up display

CID Central information display ICM Integrated Chassis Management

CON Controller IHKA Automatic climate control

DME Digital Motor Electronics JBE Junction Box electronics

DSC Dynamic Stability Control KAFAS Camera-based driver assistance systems

DVD DVD changer Kombi Instrument cluster

Electronic Damper Control,
EDC SHL rear left satellite unit
NVE Night Vision module

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Electronic Damper Control,
EDC SHR rear right satellite unit
PDC Park Distance Control
Electronic Damper Control,
EDC SVL front left satellite unit
OBD Diagnosis connector
Electronic Damper Control,
EDC SVR front right satellite unit
RSE-Mid Rear seat entertainment

EGS Electronic transmission control unit SDARS Satellite tuner

EHC Electronic ride-height control SMBF Front passenger seat module

EKPS Electric fuel pump control unit SMBFH Rear passenger-side seat module

EMA LI Motorized reel, left SMFA Driver's seat module

EMA RE Motorized reel, right SMFAH Rear driver's-side seat module

EMF Electromechanical parking brake SWW Lane departure warning

FCON Rear Controller SZL Steering column switch cluster

FD Rear display TCU Telematics Control Unit

FD2 Rear display 2 TOP-HIFI Top-HiFi system

FKA Rear climate control TPMS Tire pressure monitoring system

Control unit for reversing camera and
FLA Main beam assistant TRSVC SideView
FRM Footwell module ULF-SBX Interface box (ULF functionality)
Vertical dynamics management (central con-
FZD Roof function center VDM trol unit for electronic damper control)
GWS Gear selector switch VSW Video switch

HiFi HiFi amplifier ZGM Central Gateway Module

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F01 Energy Management
Power Management
The power management system is a subsystem of the energy management system.
The power management functions are carried out by the engine management module
(DME ).
The power management system regulates the power consumption of some of the most
important electrical devices and the power output of the alternator while the vehicle is
being driven.
Only advanced power management (APM) is used on the F01/F02.
In addition to the main functions of basic power management (idling speed and required
battery charge voltage), APM also incorporates the following extended functions:
• Electric load reduction
• Electric load shut-down

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• Vehicle systems diagnosis
• Battery diagnosis.

Idle Speed Boost

On vehicles with gasoline engines, the idling speed is raised by up to 200 rpm as soon
as current starts to be drawn from the battery despite the alternator working at full
capacity.

Charging Voltage Target Value

The required battery charge voltage is determined according to outside temperature and
IGR function.

Voltage regulation on alternator on F01/F02

Index Explanation
1 Model-based battery temperature of 8 °C

2 Model-based battery temperature of 19 °C

3 Emergency operation

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F01 Energy Management
Effect of Outside Temperature
The required battery charge voltage function ensures electrochemically optimum battery
charging by adjusting the battery charge voltage according to temperature. Since the
current absorbed by a cold battery is lower, the voltage for charging must be higher than
for a warm battery.
Conversely, if that higher voltage were constantly used to charge a warm battery, there
would be a risk of gas formation. Therefore, the charge voltage is regulated on the alter-
nator according to temperature. The current battery temperature is measured by the
intelligent battery sensor (IBS) attached directly to the battery negative terminal and sig-
nalled to the engine management module (DME) via the LIN bus.
The power management uses this value as the input variable for calculating the battery
temperature. With the aid of a calculation model, the specified charging voltage is set
based on the battery temperature. This information is sent to the alternator via the bit-
temperature of serial data interface (BSD).

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11
F01 Energy Management
Battery Regeneration
In order to ensure the availability of IGR Low, a certain level of unused capacity must
always be retained in the battery. That is implemented by means of IGR High and IGR
Medium. For the battery, that means that it is never fully charged. If a battery were not
fully charged over a long period or were left fully discharged, sulphation could occur.
Sulphation causes a battery to prematurely age, thereby reducing the usable proportion
of its rated capacity. To prevent that occurring, the required battery charge voltage func-
tion performs a battery regeneration cycle in the course of which the battery is fully
charged.
On vehicles with IGR function, regular battery regeneration phases are maintained in
order to protect the battery against premature aging and loss of capacity due to cyclic
discharge and sulphation. That involves the battery being fully charged using the maxi-
mum permissible charge voltage taking account of ambient conditions (temperature,
charge level).

Emergency Operation

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The APM makes use of emergency operation set to a constant 14.3 V. A fault code func-
tions when there is a break in the LIN “Communication LIN” is entered in the fault inter-
face. In this case, the alternator voltage is code memory of the engine management.

APM Control System

Index Explanation

1 Advanced power management

2 Idle speed boost

3 Combustion engine

4 Charging voltage target value

5 Alternator

6 Electric load reduction

7 Electric loads

8 Electrical system and battery diagnosis

9 BMW diagnostic system

10 Intelligent battery sensor

11 Battery data

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F01 Energy Management
Electric Load Reduction
In order to reduce the power consumption in critical situations, not only can the idling
speed be increased and the required charge voltage raised, the power of various non-
essential electrical devices can be reduced or they can be switched off altogether.
That prevents the battery being discharged.
The electrical devices (that consume power when the engine is running) are subdivided
into two classes.
• Class A
A reduction of the power consumption or shut-down of these devices is only notice-
able to the driver to a limited degree or after a delay. Individual Class A devices are
only switched off or have their power consumption reduced under the following 2
conditions:
– Battery charge status in critical range
– High load on alternator.

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• Class B
A reduction of the power consumption or shut-down of these functions is immedi-
ately noticeable to the driver. Individual Class B devices are only switched off or have
their power consumption reduced under the following condition:
– Battery charge status in critical range.

Class A Electrical Devices

The following measures are taken for Class A devices under the conditions specified
above:

Sequence Function Operation Control unit

1 Rear window defogger Clocking IHKA
Seat heating, rear Stage 2 SM FAH SM BFH JB
2
Electric auxiliary heater, rear 75% FKA
Seat heating, front Stage 2 SM FA SM BF JB
3
Seat heating, rear 50% SM FAH SM BFH JB
4 Electric auxiliary heater, rear 50% FKA
Seat heating, front 50% SMFA SMBF JB
5
Seat heating, rear Stage 1 SM FAH SM BFH JB
Electric auxiliary heater, rear 25% FKA
6
Steering wheel heating 50% SZL
Electric auxiliary heater, rear OFF FKA
7 Mirror heating OFF FRM/JB
Washer-jet heating OFF JB
8 Steering wheel heating OFF SZL
Seat heating, front OFF SMFA SMBF JB
9
Seat heating, rear OFF SM FAH SM BFH JB

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F01 Energy Management
 Sequence Function Operation Control unit
10 Rear window defogger OFF IHKA

Top-HiFi system or Maximum 30 A power Top HiFi High End Audio

BMW individual high end audio consumption after
system engine started

All measures are implemented in the specified order.

Class B Electrical Devices

The following measures are taken for Class B devices under the conditions specified
above:
Sequence Function Operation Control unit
1 Top-HiFi system or BMW indi- Maximum 30 A power Top HiFi High End Audio
vidual high end audio system consumption in general
Heater fan, front and rear 75% IHKA FKA HKA

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2 Heater fan, front and rear 50 IHKA FKA HKA

3 Heater fan, front and rear 25% IHKA FKA HKA

All measures are implemented in the specified order.

Once the battery charge level is outside the critical range, the functions are fully available
again.

Note: While shut-down of individual devices or reduction of their power con-

sumption is active, the displays remain active (LEDs remain on).

Note: If devices have their power consumption reduced or are switched off, a
fault memory entry is registered and the history memory records the
duration, odometer reading, and the function concerned.

14
F01 Energy Management
NOTES
PAGE
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15
F01 Energy Management
Advanced Power Management

Vehicle in Stationary Mode

Electric loads in stationary mode
Certain electric loads may be active even when the closed-circuit current monitoring facil-
ity of the power management is already in operation. This is necessary for various rea-
sons:
• Legally required electric loads, e.g. side lights, hazard warning system
• Convenience for the customer, e.g. radio function, telephone.
These electric loads must be excluded from the closed-circuit current monitoring system
in order to avoid misinterpretation in the power management. For this purpose, these
electric loads must log in with the power management.
In turn, the power management recognizes the activity and accepts the higher power

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consumption when the systems are deactivated, the corresponding control units log off
from the power management.

Stationary load log-off

The power management in the engine control can send a request to switch off the active
electric loads in stationary mode depending on the battery charge status and the start
capability limit. The electrical devices operating when the vehicle is in stationary mode
must then deactivate their functions irrespective of the terminal status and must have
attained their closed-circuit current within 5 minutes. Legally required electric loads are
excluded from this function.

16
F01 Energy Management
Terminals
New Terminal Designation
The F01/F02 introduces new designations for some of the terminals. A distinction is also
made between logical terminals and power supply terminals. The logical terminals are:
• Terminal R
• Terminal 15
• Terminal 50.
The logical terminals do not serve as power supply terminals; instead, they represent a
status. They are activated/deactivated by pressing the START-STOP button. Their status
is signalled to the control units by means of a bus message.
The power supply terminals are:

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• Terminal 30
• Terminal 15N
• Terminal 30B
• Terminal 30F.
The table below details the previous and new terminal designations.

Previous New

Terminal 15 Terminal 15N

Terminal 30g Terminal 30B

Terminal 30g_f Terminal 30F

Terminal Description

Terminal 15 Terminal 15N

Terminal R Radio setting

Terminal 30 Continuous positive

Terminal 30g Continuous positive, time dependent

Terminal 30g_f Continuous positive, fault dependent

17
F01 Energy Management
Terminal 15N
Terminal 15N is used to supply power to control units and components that are only
intended to be active when the vehicle is being driven, e.g. PDC.
The letter “N” stands for “Nachlauf”, meaning “overrun”. The power supply Terminal 15N
is switched on and off by means of the logical Terminal 15. The overrun time after
Terminal 15N is switched off is 5 seconds. That time is required so that the control units
have enough time to save their data. While Terminal 15N is active, Terminal 30B and
Terminal 30F are also active.

Terminal 30B
Terminal 30B supplies power to control units and electrical components
that are required when the driver is present.
The letter B stands for “Basic mode”.

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Terminal 30B is activated by:

• Pressing the buttons on the radio remote control

• Unlocking/locking/double-locking the vehicle

• Pressing the START-STOP button

• Change of door switch status, change of trunk switch status,

change of side-window position

• Bus message.
Regular deactivation by:
• Vehicle double-locked and tailgate closed (one minute overrun)
• Vehicle not double-locked or tailgate open (30 minutes overrun).
Other possible deactivation triggers:
• Upper starting capacity limit reached (one minute overrun)
• “Powerdown”: diagnosis command for purposes of measuring
closed-circuit (10 seconds overrun)
• Transport mode (one minute overrun).
While Terminal 30B is active, Terminal 30F is also active.

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F01 Energy Management
Terminal 30F
Terminal 30F supplies power to control units and electrical devices that are also required
when the driver is not present but which can be switched off in the event of a fault.
Use: all control units that are not supplied by Terminal 15N or Terminal 30B, are not
responsible for vehicle access and do not have to meet a legal requirement for permanent
operation.
The letter “F” stands for “Fault”.
Terminal 30F is activated by:
• Pressing the buttons on the radio remote control
• Unlocking/locking/double-locking the vehicle
• Pressing the START-STOP button
• Change of door switch status, change of tailgate switch status,
change of side-window position

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• Bus message.
In the event of a fault (closed-circuit current too high, bus wake-up, sleep-mode inhibitor,
start capacity limit reached) Terminal 30F is reset for 10 seconds.
Terminal 30F is not reset or switched off if at least one of the following conditions is met:
• Terminal 30B active
• Parking lights switched on
• Side lights switched on
• Hazard warning lights switched on
• If an extended overrun time for Terminals 30B and 30F is demanded by a service
message from any of a number of control units. Example: when the engine is warm,
it can be necessary for the electric fan to run on for up to 11 minutes after the vehi-
cle is parked and locked. In order for the electric fan to be operated, the engine man-
agement module must be supplied with power. Since the overrun time in that case
is only three minutes (that is currently the short overrun time for Terminal 30B, not
one minute), the DME requests the appropriate extension by way of a bus message
when the engine is switched off.
• “Sticking relay” detected.
Terminal 30F is switched off if Terminal 30B is off and at least one of the following
conditions is met:
• Starting capacity limit reached
• Another 10 bus wake-ups have occurred after Terminal 30F reset
• Unexplained bus activity after Terminal 30F reset
• Violation of closed-circuit current limit detected after Terminal 30F reset.

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F01 Energy Management
Terminal control

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Index Explanation Index Explanation

START-STOP button pressed and brake pedal oper- Pressing the START-STOP button toggles termi-
1 ated --> Terminal 50 is activated and engine starts
8 nal status between Terminal 15 and Terminal 0.

2 Engine running (Terminal 50 > Terminal 15) 9 Terminal 0

START-STOP button pressed and brake pedal oper- Pressing the START-STOP button changes the
3 ated —> Engine starts.
10 terminal status from Terminal R to Terminal 0.

If selector lever is in position “N” and the engine is Change from Terminal R to Terminal 0 if more
4 stopped by pressing the START-STOP button, 11 than 8 minutes elapsed or vehicle is locked or
Terminal 15 remains on for 15 minutes. starting capacity limit reached.

START-STOP button briefly pressed -> Engine

5 Terminal 15 12 stops. Terminal R.

START-STOP button pressed and brake pedal

6 Terminal R 13 operated —> Engine starts.

Terminal 15 OFF when vehicle is locked or starting

7 capacity limit reached.

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F01 Energy Management
Terminal Relays
The F01/F02 has various relays for switching off the power supply to most control units.
Location Relay Connection Controlled by:
Front fuse box KL 15N Soldered CAS

Front fuse box KL 30B Plugged in CAS

Front fuse box KL30F (bistable) Soldered ZGM/DME

Rear fuse box KL 15N Soldered CAS

Rear fuse box KL 30B Plugged in CAS

Rear fuse box KL30F (bistable) Soldered ZGM/DME

The Junction box module controls the bistable relays for Terminal 30F but receives the
request from the central gateway module (ZGM) or IBS.

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• ZGM: If sleep mode inhibited or on occurrence of unauthorized wake-up.
ZGM monitors the vehicle status and registers inhibited sleep mode or unauthorized
wake-up after Terminal 30B is switched off.
• IBS: If closed-circuit current limit violated or starting capacity limit reached.
The computation for activating the Terminal 30F relay takes place on two control units.
The ZGM monitors the following activities:
• Invalid wake-up procedures within the bus systems
• Sleep blockers (control units that constantly keep the bus systems active).
The ECM (DME) continuously reads and assesses the battery data. The relay is also
switched off when the starting capability limit of the vehicle battery is reached.
The Terminal 30F relay is a bistable relay and is always in the ON state under normal con-
ditions. It switches off the connected electric loads only in the case of fault. Once the
Terminal 30F relay has been switched off, one of the switch-on conditions must be met
before it can be switched on again.

Note: More information on this topic can be found in the Reference Information
on the CAS.

21
F01 Energy Management
General Measures
The terminals "load shut-down" and the terminal "interior lighting" are switched off as a
general measure when the vehicle is in stationary mode. This occurs only when the vehi-
cle is not locked and secured. These loads are shut down immediately when the vehicle
is locked and secured. This measure affects the following electric loads:

Electric loads Terminal

Interior lighting (front and rear Load shut-down after 8 minutes (immediately if double locked)

Footwell lighting (front and rear) Load shut-down after 8 minutes (immediately if double locked)

Reading light (front and rear) Load shut-down after 8 minutes (immediately if double locked)

Vanity mirror light Load shut-down after 8 minutes (immediately if double locked)

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22
F01 Energy Management
System Components
Components
The components of the energy management system are:
• Engine
• Alternator
• Vehicle battery
• Intelligent battery sensor
• Junction box module
• Engine management (power management)
• Loads.
The most important components of the energy management system are described
in the following.

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Intelligent Battery Sensor (IBS)
The intelligent battery sensor has a similar range of functions to the intelligent battery
sensor on previous models. A new feature is data transmission between the IBS and the
engine management module via LIN bus and the wake-up function of the IBS.

Index Explanation

1 Battery negative terminal

2 IBS

3 Battery negative lead

23
F01 Energy Management
The intelligent battery sensor (IBS) is a mechatronic component for monitoring the
battery condition. The description “intelligent” indicates that the IBS has an integral
microprocessor. That microprocessor performs the computation and assessment of
time-critical measured variables.
The power supply for the IBS is provided by a separate lead from the power distribution
box on the battery. The data from the IBS is passed to the higher-level control units
(DME) via the LIN bus. If necessary, the IBS can wake up the Junction box module via a
separate lead.
IBS in vehicle network

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Index Explanation Index Explanation

1 Battery positive lead 5 Junction box module

2 Power supply for IBS 6 ECM (DME)

3 IBS 7 Battery negative lead

4 Wake-up line LIN Local Interconnect Network bus

24
F01 Energy Management
The following physical battery variables are registered by the IBS:
• Current
• Voltage
• Terminal temperature.
Among other things, the following main functions are integrated in the IBS:
• Continuous measurement of the battery current, voltage and temperature under all
vehicle operating conditions.
• Calculation of the battery indicators as the basis for the charge and health status of
the battery. The battery indicators are charge and discharge current, voltage and
temperature of the vehicle battery. Alongside calculation of the battery indicators,
preliminary computation of the battery charge level (“state of charge”, SOC) is also
carried out.
• Balancing of the charge/discharge current of the battery.

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• Continuous monitoring of the battery charge status and making available the corre-
sponding data in the event of insufficient battery power.
• Calculation of the current progression when starting the engine to determine the
battery health status.
• Closed-circuit current monitoring of the vehicle.
• Self-diagnosis

Wake-up Function
When the vehicle is in idle mode, the IBS continuously records the data relevant to the
battery indicators. The IBS is programmed to wake up every 14 seconds in order to
update the measured data by taking new readings. The time required to take the read-
ings is approximately 50 milliseconds. The measured data is stored on the IBS in the
memory for recording the closed-circuit current.
The wake-up function applies only when the vehicle is in idle mode. If the IBS detects a
wake-up trigger, the Junction box module is woken up by a PWM signal. The IBS is
directly connected to the Junction box module via a separate lead.
The pulse duty factor indicates the reason for the wake-up:

Pulse duty factor Reason for wake-up

20% Starting capacity, limit 1

40% Starting capacity, limit 2

60% Raised closed-circuit current

25
F01 Energy Management
A wake-up due to raised closed-circuit current can take place up to three times.
Depending on the vehicle status and reason for the wake-up, the Junction box module
performs one of the following actions:
• Wakes up the vehicle so that the DME can send shut-down commands to
electrical devices that are operating while the vehicle is in parked mode
• Resets Terminal 30F (without waking up the vehicle)
• Switches off Terminal 30F (without waking up the vehicle).
A fault memory entry is registered in each case.

Commissioning
The IBS is fully functional as soon as it has been fitted to the battery terminal (screwed to
the grounding point and connected to the signal leads), i.e. it can immediately detect the
basic variables, current, voltage and temperature.

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However, the variables derived from those readings for the purposes of power manage-
ment, i.e. battery condition, starting capacity, etc., must first be recalculated and, there-
fore, there is a time lag before they are available.
When the engine is restarted, the DME reads off the closed-circuit current progression. If
it diverges from the defined closed-circuit current progression, a fault is registered in the
DME fault memory.
In the period between “Engine OFF” and when the DME main relay is switched off, the
IBS is informed by the DME as to the maximum charge that can be drawn from the bat-
tery on the basis of ensuring that the engine can be reliably restarted. After the DME
main relay is switched off, the IBS continually checks the battery charge level (SOC) and
the closed-circuit current.

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F01 Energy Management
Junction Box Module
The Junction box module (JBE) is responsible for switching the Terminal 30F relay and
for storing information (history data and fault memory entries) related to energy manage-
ment. As part of vehicle diagnostics, these data can be used to evaluate faults and to
analyse the vehicle battery.

Engine Management (Power Management)

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The (power management) software for controlling the energy balance is located in the
engine management. On the basis of that control algorithm, various electrical devices in
the vehicle’s electrical system are switched off by the CAS control unit via the Terminal
30B relay or by the Central Gateway Module and engine management module via the
Terminal 30F relay. The power management is additionally responsible for evaluating and
storing the IBS data.

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F01 Energy Management
Service Information
Transport Mode

Indication of Battery Condition

The batteries in vehicles coming off the production line are adequately charged so that
SOC > 80% (SOC = “State of charge”). However, since several days or weeks can pass
between the time the vehicle comes off the production line and when it is delivered to
the customer, the battery will have discharged to a greater or lesser degree. Therefore,
every battery must be charged according to the recharging calendar.
The F01/F02 is the first model on which it is possible to display the charge level of the
battery when the new car is being transported. When production or transport mode is
activated, a Check Control message is generated that provides a quick indication of the
battery condition.

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Battery condi- Display on Audible signal Action
tion instrument cluster

Battery condition OK No sound No action necessary.

SOC 60% to 100%

Battery is discharged. No sound Charge battery.

SOC 35% to 60%

Battery charge level is Double gong Replace battery.

very low.
SOC less than 35%

Note: If the SOC has dropped to less than 35%, the indication continues to be
displayed on the instrument cluster until the battery is replaced and a
change of battery is registered.

Note: When transport mode is reset, there is no indication on the instrument

cluster of the battery charge level.

Note: If the vehicle is delivered with the red Check Control message “Battery
charge level very low” active, it is essential that the low battery charge
is recorded as transport damage on the delivery note.

28
F01 Energy Management
In such cases, the test module “Energy diagnosis” must be carried out to establish the
cause. Replace the battery before handing over the vehicle to the customer and register
the change of battery using the service function.

Note: If a vehicle is delivered with the yellow Check Control message “Charge
battery”, this should also be recorded on the delivery note. The battery
must then be charged once and an energy diagnosis carried out.

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29
F01 Energy Management
Functions switched off/modified in transport mode
On the F01/F02, the following functions are switched off/on in transport mode:
 = Function is switched off

= Function is switched on or changed.
Index Function Control unit Transport mode
1 Mirror heating High (driver's/front passenger's door) FRM 
2 Home lighting FRM 
3 Welcome light FRM 
Daytime lights (bar can no longer be activated once vehicle has
4 travelled more than 60 km)
FRM 

5 Side lights in switch position “A” + “2” (at Terminal 15 OFF) FRM 
6 Parking light (at Terminal 0) FRM 

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7 Turning lights FRM 
8 Adaptive headlights FRM 
9 Main beam assistant FRM 
Limitation of load shut-down time from 8 minutes to 1 minute
10 (vanity mirrors, reading lights, interior lights are also switched off)
FRM

Pre-sleep mode, i.e. raised closed-circuit current when vehichle

11 not locked for cyclic scanning of steering column and light selector FRM

switch; deactivated 1 minute after Terminal R OFF.

12 Power window (rear driver’s side) JB 

13 Power window (rear passenger’s side) JB 
14 Headlight washer system (SRA) JB 
15 Seat heating Low (driver/passenger, front and rear) JB 
16 Washer-jet heating JB 
17 Mirror heating Low (driver/passenger) JB 
Terminal 30F isolation after programmable period: Isolation gener-
18 ally occurs 1 minute after Terminal 30B OFF regardless of lock JB

status.

19 Electric sunblinds (middle, left/right) JB 

Output of Check Control message “TRAMODE” when transport
20 mode set.
JB

Radio remote control (open/double-lock vehicle) Radio remote

control only usable in transport mode when CAS active. To wake
21 vehicle from sleep mode to use radio remote control, tailgate but-
CAS 
ton must be pressed -> Bus awake -> Radio remote control active.

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F01 Energy Management
Index Function Control unit Transport mode
Radio remote control, open tailgate
22 Reason: transport damage to tailgate on train or truck due to inadver- CAS 
tent opening of tailgate by pressing radio remote control.
23 Limitation of Terminal 30B time from 30 min/60 min to 5 min CAS

Reduction of Terminal R active time from 8 minutes to 1 minute
24 regardless of whether door switch operated
CAS

Immediate switch from Engine Off to Terminal 0when Start/Stop but-
25 ton held pressed and when quickly pressed and released
CAS

26 Comfort Access, complete function CAS 
27 Slide/tilt sunroof FZD 8 28 DWA function FZD 
29 Read outside temperature sensor or cyclic query in vehicle idle mode Kombi 
30 Coolant temperature request from DME Kombi 
31 Clock function for aux. heating and aux. ventilation functions Kombi 

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Set fault memory bar (excluding transport mode fault memory and
32 high/low voltage fault memory
Kombi

33 Tailgate lift HKL 
34 Steering wheel heating SZL 
35 Seat heating (driver/passenger) SM 8

36 Seat adjustment, passenger ISM 

37 Seat adjustment, rear ISM 
38 Lumbar support ISM 
39 Active seat ventilation ISM 
40 Active seat ISM 
41 Rear window defogger IHKA 
Blower; limitation to max. 50%
42 Caution: if DEFROST button pressed > no limitation i.e. IHKA

100% blower output possible.
43 Defrost function (100% fan power possible) IHKA

44 Compressor coupling closed so disconnected from power IHKA 
45 Electric auxiliary heater (PTC) IHKA 
46 Residual heat function IHKA 
47 Auxiliary ventilation function IHKA 
48 Independent ventilation function IHKA 
49 PATT module IHKA 
50 Run-on of interior temp. sensor fan from Terminal R Off IHKA 

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F01 Energy Management
Index Function Control unit Transport mode
Air vent positioning immediately after Terminal R OFF
51 (due to Term. 30B + Term. 30F switching off)
IHKA

52 Aux. coolant pump and valve IHKA 
53 Rear fan; (total shut-down) FKA 
54 Rear PTC, left/right FKA 
55 Rear A/C control panel FKA 
56 Rear A/C fan; (total shut-down) HKA 
57 Flap setting HKA 
Head unit MOST active, unusable, no display, no entertainment sys-
tem output; nevertheless, sound output from PDC; \
58 Diagnosis of MOST control units possible; CIC

MOST devices "not functioning": Top HiFi, CDC, DVD changer, ULF-
SBX, SDARS/IBOC, RSE

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59 HiFi amplifier, audio output Top HiFi 
60 Central information display, front CID 
61 Central information display, rear FD 
62 Video switch, video output and reception VSW 
63 Controller, rear Controller CON/FCON 
64 Bluetooth interface ULF-SBX 
65 Telematics function TCU 
66 Emergency call function TCU 
67 Telephone control, prevent wake-up of MOST bus TCU 
68 Night Vision NVE 
69 HUD (Head-up display) HUD 
70 All cameras KAFAS 
71 Ride height monitoring and levelling during overrun EHC 
72 Power supply to wheel satellites for VDC VDM 
73 ARS valves (5 in total) VDM 
74 ACC (heater, camera) ICM 
75 Power supply for RDC transmitter/function RDC 
76 Speed limitation to 4500 rpm DME

77 Idle speed boost (upper idle speed value) DME

78 Maximum charging voltage (+14.8 V to 40 °C) DME

79 Deactivating IGR function DME 
80 Battery charge indication by CCM DME

32
F01 Energy Management
Closed-circuit Current
Upwards of a closed-circuit current level of 80 mA, a Check Control message is generat-
ed (raised battery discharge rate when parked).

Note: The closed-circuit current should always be measured if increased cur-

rent consumption is suspected. Even power consumption levels only
slightly above normal can cause relatively rapid battery discharge.

The graph below shows the typical closed-circuit current progression on the F01/F02
associated with the various electrical system statuses. The actual current values change
depending on the vehicle equipment configuration.

Typical closed-circuit current progression for double-locked vehicle on F01/F02

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The terminal “load shut-down” (e.g. reading or 60 minutes with) light and vanity mirror
light) is switched off corresponding to the terminal status.

Index Explanation

1 Terminal 15N off

2 Terminal R off

3 Vehicle is secured (locked)

4 Start of bus rest phase

5 Electrical load shutdown after 8 minutes

6 KL30 B OFF (30 minutes w/o phone or 60 min with)

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F01 Energy Management
Load shut-down switches off immediately when the vehicle is secured. In all other termi-
nal statuses, the load shut-down terminal is switched off after an overrun period of 8 min-
utes. It is activated by the footwell module.
Typical closed-circuit current progression for unlocked vehicle on F01/ F02

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Electrical System and Battery Diagnosis
Over the past few years, the energy management of all BMW models has been continu-
ously improved and standardized across the various model series. In terms of energy
diagnosis, this also means standardization of testing schedules and displays in the BMW
diagnostic system.
The aim of the diagnostic procedures is to show the causes of a discharged battery as
unambiguously as possible. In view of the complexity, especially in the area of energy
management, the specific cause of a fault can be shown only partially depending on its
nature. The acquired energy diagnosis data are shown if the fault cannot be clearly
assigned based on the acquired data.
Power management is retained in full while the expanded diagnostic options are now resi-
dent in the history memory.
ZGM monitors the vehicle status, registers inhibited sleep mode or unauthorized wake-up
after Terminal 30B is switched off and requests a reset or shut-down of Terminal 30F by a
bus message to the JBE.
The originator and reason for wake-up (unauthorized wake-up) are stored as additional
information in the ZGM fault memory. The driving profile for the last 5 weeks is stored in
the JBE energy history memory. The energy history memory is referred to for energy
diagnosis purposes.

34
F01 Energy Management