Introduction To MG 4

Technical Data Dimensions

Item, Units Parameters

Overall length A，mm 4287

Overall width B，mm 1836

Overall height C (unladen), mm 1504

Wheelbase D，mm 2705

Front overhang E，mm 841

Rear overhang F, mm 741

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Recommended Fluids & Capacities

Name Grade Capacity (L)

EDS coolant，L Glycol（OAT） 5.6

ESS coolant，L Glycol（OAT） 4.0

Shell E-Fluids
EDU Transmission oil，L 0.75
E6 iX (SL2808)

Brake fluid，L DOT 4 0.8

Washer fluid，L ZY-VIII 2.5

AC refrigerant，g R1234yf 660±20

(heat pump)
AC refrigerant，g R1234yf 580±20
(non heat pump)

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Wheel Alignment Parameter Table

Item
Parameter

Camber angle -35′±45′

Castor angle 4°01′±45′

Front
Toe-in angle（total） 8′±15′

King pin inclination 12°04′±45′

Camber angle -1°15′±45′

Rear
Toe-in angle（total） 24′±20′

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Wheels and tyres

Wheel rim size 6.5J×16 7.0J×17

Tyre size 205/60 R16 96H 215/55 R17 95V

Tyre Pressures

Wheels Half-load Laden

Front Wheels 2.5Bar/37psi 2.5Bar/37psi

Rear Wheels 2.5Bar/37psi 2.5Bar/41psi

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Front Compartment Fusebox

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Passenger Compartment Fusebox

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System Layout
Front Suspension Layout

1. Front Shock Absorber Assembly (2)

2. Front Anti-roll Bar Link (2)
3. Front Anti-roll Bar
4. Front Subframe Assembly
5. Front Anti-roll Bar Bushing
6. Steering Knuckle Assembly (2)
7. Front Wheel Hub Bearing Assembly (2)
8. Front Lower Control Arm Assembly (2)

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Exploded View of Front Suspension

1. Front Shock Absorber Coil Spring

2. Front Shock Absorber Strut
3. Front Anti-roll Bar Link
4. Front Anti-roll Bar
5. Front Anti-roll Bar Bushing Clamp
6. Steering Knuckle Assembly
7. Front Wheel Hub Bearing Assembly
8. Front Lower Swing Arm Rear Bushing
9. Front Lower Control Arm
10. Front Lower Swing Arm Front Bushing
11. Steering Knuckle Ball Head

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Exploded View of Front Shock Absorber

1. Front Shock Absorber Strut

2. Dust Shield
3. Coil Spring
4. Front Shock Absorber Lower Spring
Cushion
5. Dust Cap
6. Top Nut
7. Front Shock Absorber Upper
Mounting Support Assembly
8. Top Bearing of Front Shock
Absorber
9. Front Shock Absorber Upper Spring
Cushion
10. Bumper Block

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Overview
Front suspension includes:
• Front Subframe Assembly
• 2 front lower control arm assemblies
• 2 steering knuckle assemblies
• 2 front shock absorber assemblies
• 2 front wheel hub bearing assemblies
• Front ant-roll bar and 2 anti-roll bar links

Front Subframe Assembly

The front subframe is stamped and welded with the high-strength steel, which features light weight and high structural strength. The
geometric dimension of all key positions is accurately controlled during manufacture to ensure proper location of the front suspension
and steering system components. The front subframe is assembled on the vehicle body through 4 supporting points. The front subframe
provides locations for assembly of all front suspension components except the top support of the shock absorber and the support of the
powertrain.
The rear supporting plate of the front subframe between the rear mounting point of the front subframe and the body can increase the
rigidity of the front subframe. The arrangement of the supporting points can avoid the displacement of the front subframe under the
lateral force, which will produce unnecessary steering effects.
The front end of the front subframe of some models is equipped with 2 longitudinal beam reinforcement bars, 1 cross beam and 1 lower
buffer beam, which can better transmit and absorb the collision force and improve the protection of passenger compartment.

Front Shock Absorber Assembly

2 McPherson shock absorber assemblies control the damping effect of front suspension. Each shock absorber consists of a damping unit,
a coil spring and a upper mounting support assembly. According to the damper transmission ratio (1:1), the design of the front
suspension shall feature the anti-dive and anti-squat. The layout and design of shock absorber minimizes the wheel camber loss as a
result of lateral force and improves the handling performance and steering response capability. The coil spring is between the damper
spring seat and upper mounting support assembly, which remains in the compressed state. Vibration isolator at both ends of the spring
reduces noises delivered to the vehicle body from the front suspension. Under the upper mounting support assembly is fitted a bearing,
when the steering system work, the bearing allows coil spring rotation. The dust shield protects the shock absorber strut from getting
dirty or damaged. Coil spring shaft and damper shaft are offset, in the turning process, this arrangement can provide lateral load
compensation, and enhance the damping effect.

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Front Shock Absorber
The front shock absorber is a dual barrel type structure, which can be inflated and fuelled. This type of structure allows the movement
of shock absorber piston inside the inner cylinder. There is an oil drain hole on the inner cylinder between the inner and outer cylinders.
This structure minimizes the cavitation and eliminates the influence of the piston motion due to the damaged outer cylinder. The lower
end of the front shock absorber is connected to the steering knuckle and fixed with bolts and nuts to ensure a correct orientation. The
front shock absorber strut is integrated with the upper mounting support by nuts. There is a hexagonal slot at the top of front shock
absorber strut, when fastening the nuts of the front shock absorber strut, the hexagonal slot can prevent rotation of the front shock
absorber strut. The spring seat at a certain angle is combined with the shock absorber strut, and the mounting brackets for front anti-
roll bar link are welded near the spring seat. There are 2 welding brackets near the bottom of the shock absorber strut, which are used
for fitting the front brake hose and wheel speed sensor harness respectively.

Coil Spring
The coil spring is made of spring steel (containing carbon, silicon, manganese, phosphorus, chromium, and other alloy materials), which is
assembled with the shock absorber strut. The top of the coil spring is fitted with an upper vibration insulator under the bearing seat, and
the bearing is in the upper mounting support. The lower end of the coil spring is fitted on the spring seat through the lower vibration
insulator, and the spring seat and the shock absorber strut are integrated. The front coil spring may vary depending on the powertrain
used in the vehicle and vehicle configuration. Front coil springs with different configurations can be identified by the color code applied
to the coil.

Upper Mounting Support Assembly

The upper mounting support assembly is composed of the inner and outer support frames, vulcanized rubber, and upper/lower supports.
The rubber is vulcanized on the steel frame, with a support pressed in the upper/lower sides respectively. The top bearing is pressed
into the base under the upper mounting support, and it can be replaced separately. The upper mounting support is integral, so that any
part of it cannot be replaced separately. If necessary, a new upper mounting support assembly must be replaced.

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Front Lower Control Arm Assembly
The front lower control arm is of fork type. The swing arm body is stamped and welded with alloy steel, which connects the front
steering knuckle and the front subframe. The front lower swing arm has a ball head, which is tapered to fit the steering knuckle hole, and
is fixed on the steering knuckle with a locking nut. The front lower swing arm is connected with the subframe through the front and rear
bushings. The front bushing is assembled to the front subframe with a bolt. The rear bushing is assembled to the subframe with a pair of
bolts/nuts. The force from the vehicle wheel is transferred to the swing arm body by the ball head before the front/rear bushings transfer
it to the subframe. In addition to transferring force, the flexibility of the bushings also allows the swing arm to sway up and down, they
can absorb the vibration from the ground and their rigidity can provide a good stability. When the swing arm swings, the axis of the front
bushing is the axis of rotation to swing, which plays a guiding role in the movement track of the wheel and makes the wheel move
according to the predetermined track. The ball head of swing arm and the rear bushing can be replaced separately.

Front Anti-roll Bar and Link

The front anti-roll bar made of solid spring steel is connected to the rear of the front subframe by two bushings and bushing clamps. The
bushings are assembled with the anti-roll bar as a whole through the secondary vulcanization process. The bushing clamps are fitted
through special tooling, neither of which can be disassembled or replaced individually. The bushings are of low friction without additional
lubrication, and allow the front anti-roll bar to rotate freely in static state. This allows the front anti-roll bar to respond quickly to roll
inputs. The two ends of the front anti-roll bar are attached to one ball head of front anti-roll bar link, while the other ball head of the
link is connected to the front shock absorber strut. This arrangement allows the front anti-roll bar to act in the ratio of 1:1 with wheel
travel, providing the maximum lateral stability performance. The ends of each front anti-roll bar link are fitted with a ball joint which can
increase the response speed and efficiency. The upper ball joint is mounted to the link at 90° to the axis, connected directly to the
welded support on the front shock absorber strut, and secured with a locking nut. The lower ball joint is also mounted to the link at 90°
to the axis, connected to the front anti-roll bar, and secured with a locking nut. The ball joints on the front anti-roll bar link are not
serviceable and if replacement of any ball joint is necessary, a new link will be required.

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Steering System Component Layout

1. Steering Gear Outer Tie Rod

2. Steering Gear Subassembly
3. Steering Motor
4. Steering Gear Boot
5. Steering Intermediate Shaft
6. Steering Column
7. Steering Wheel

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Steering Gear Assembly Component Layout

1. Steering Gear Subassembly

2. Steering Gear Inner Tie Rod
3. Steering Gear Boot
4. Universal Joint Sleeve
5. Locking Nut
6. Steering Gear Outer Tie Rod
7. Nut - Outer Tie Rod Ball Head
to Steering Knuckle
8. Steering Gear Retaining Bolt
9. Steering Gear Retaining Nut

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System Control Diagram
EPS Control Diagram

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Overview
EPS is a power steering system that directly relies on the motor to provide auxiliary torque. According to different locations of motor
arrangement, EPS can be divided into four types: steering column-assist type, gear-assist type, rack-assist type, double pinion-assist type.
The motor of steering column-assist type EPS is fixed on one side of steering column, and connected to the steering shaft through
reducer mechanism, directly driving the steering shaft to assist the steering. The motor and the reducer mechanism of gear-assist type
EPS directly drive the rack to provide assist. The double pinion-assist type EPS has two pinions, a driving pinion connected to the
steering column and a power-assisted pinion connected to the motor, with the output torque of the motor acting on an additional
power-assisted gear through a reducer mechanism and transmitted to the rack.
The basic principle for different types of EPS is the same: the torque sensor is connected with the steering shaft (pinion shaft). When
the steering shaft rotates, the torque sensor starts to work and turns the relative rotational displacement of the input shaft and output
shaft under the action of the torsion bar into electric signals and transmits them to the ECU , which decides the rotation direction of
the motor and the size of the power-assisted current according to the signals from the speed sensor and the torque sensor, thus
completing the real-time control of power steering. Therefore, it can easily realize the effect of providing different power assist to the
motor at different speeds to ensure that the vehicle is light and flexible at low speeds and stable and reliable at high speeds. Therefore,
the EPS has a high degree of freedom in setting the steering characteristics.

Electric Power Steering System

The electric power steering system consists of the following components:
1. Electric Power Steering Control Module
2. Steering Motor
3. Torque Sensor
4. Steering Reducer Mechanism
Electric Power Steering Control Module
The function of the ECU is to perform logic analysis and calculation based on the torque sensor signals and vehicle speed sensor signals,
then send commands to control the motor operation. Furthermore, the ECU is also configured with safety protection and self-diagnosis
functions, and the ECU determines if the system is in normal state by collecting the motor current, powertrain status and other signals.
If the system fails, the power assist will be canceled automatically and the ECU will carry out fault diagnosis and analysis.

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Steering Motor
The function of motor is to output an appropriate auxiliary torque based on the ECU instruction, and it is the power source of EPS .
Brushless permanent magnet motors are mostly used.

Torque Sensor
The torque sensor is integrated in the steering gear, and its function is to measure the size and direction of the torque acted by the
driver on the steering wheel. It is the control signal of EPS .

Reducer Mechanism
The reducer mechanism of EPS is connected to the motor, which plays the role of speed reduction and torque increase.

Steering Angle Sensor

The steering angle sensor is integrated on the rotary coupler in the steering column combination switch, it can monitor the steering
angle data entered by the driver, transmit corresponding data to the related ECU, and give corresponding control of the vehicle.

Operation
When the electric power steering control module is used to control the power steering motor so as to operate the steering gear, the
electric power steering system can reduce the power required for the driver to steer the vehicle. The electric power steering control
module also uses a combination of torque sensors, steering angle sensors, battery voltage circuits and serial data circuits to perform
system functions. The EPS control module will monitor the vehicle speed and powertrain status information through the CAN Bus to
determine the magnitude of power for vehicle steering. At a low speed, greater assistance is provided for steering during parking
operations. At a high speed, less assistance is provided to improve road feel and directional stability.

The EPS module determines the magnitude of desired force by using the combination of torque sensor, steering angle sensor, speed and
system temperature input calculated value. The EPS control module continually monitors the return signal from the torque sensor and
the steering position signal. With the rotation of the steering column and steering shaft, monitor the steering input shaft and output
shaft by torque signal circuit, then use the EPS control module to calculate the torque.

The EPS control module responds to the change of torque sensor signal and steering angle sensor signal by controlling the current of the
steering motor. The EPS control module controls the PWM motor drive circuit to drive the 3-phase motor.

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The EPS control module can calculate the internal system temperature and protect the EPS system from high temperature damage. In
order to reduce the high system temperature, the EPS control module will decrease the directive current flowing to the steering motor,
that is, reduce the steering power. The EPS control module can detect failures of the EPS system. When failure of the EPS is detected,
the steering warning lamp on the instrument will illuminate.
The EPS control module is provided with the "active self centering" function, when the driver's hands leave the steering wheel, control of
the self centering speed can improve the driving feel and safety greatly.
The EPS control module is also configured with the "end stop protection" function which can decrease the auxiliary torque and avoid
noise, overheat and damage to the mechanical parts before the maximum travel of the steering gear rack is achieved.

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System Layout
Rear Suspension Layout

1. Rear Suspension Front Upper

Control Arm Assembly (2)
2. Rear Upper Control Arm
Assembly (2)
3. Rear Lower Control Arm
Assembly (2)
4. Rear Shock Absorber Assembly
(2)
5. Rear Anti-roll Bar
6. Rear Suspension Coil Spring
Assembly (2)
7. Rear Wheel Bracket Assembly
(2)
8. Rear Wheel Hub Bearing
Assembly (2)
9. Rear Lateral Push Rod Assembly
(2)
10. Rear Suspension Front Lower
Control Arm Assembly (2)
11. Rear Subframe Assembly

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Exploded View of Rear Suspension

1. Rear Shock Absorber Assembly

2. Rear Suspension Spring Upper
Vibration Isolator
3. Rear Coil Spring
4. Rear Suspension Spring Lower
Vibration Isolator
5. Rear Lower Control Arm
6. Rear Lower Swing Arm Bushing
7. Rear Stabilizer Bar Link
8. Rear Stabilizer Bar
9. Rear Stabilizer Bar Bushing
10. Rear Stabilizer Bar Clamp
11. Horizontal Push Rod Assembly
12. Lateral Push Rod Assembly Bushing
13. Rear Subframe Assembly
14. Rear Upper Control Arm
15. Rear Wheel Bracket Assembly
16. Rear Wheel Hub Bearing Assembly
17. Nut - Rear Wheel Hub Bearing
Assembly
18. Front Upper Control Arm Assembly
19. Front Lower Control Arm Assembly

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Exploded View of Rear Shock Absorber Assembly

1. Rear Shock Absorber Strut

2. Soundproof Cap
3. Upper Mounting Nut
4. Upper Support Base
5. Auxiliary Spring
6. Dust Shield

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Overview
Rear suspension includes:
• Rear Subframe Assembly
• 2 trailing arm assemblies
• 2 lower control arm assemblies
• 2 upper control arm assemblies
• 2 lateral push rod assemblies
• 2 shock absorber assemblies
• 2 coil spring assemblies
• Rear anti-roll bar and 2 links
• 2 wheel hub bearing assemblies
• 2 wheel bracket assemblies
Rear Subframe Assembly
The rear subframe assembly is in a frame structure, which is connected rigidly to the body by 6 bolts. The rear subframe provides
mounting positions for the rear upper control arm, rear lower control arm, rear lateral push rod and anti-roll bar, etc. The rear
subframe assembly can transfer the load of the suspension components to the lower vehicle body and mitigate the impact from the
collision with the body structure.

Rear Shock Absorber

The rear shock absorber is a dual barrel type structure, can be inflated and fueled. This type of structure allows the movement of shock
absorber piston inside the inner cylinder with an oil hole which is between the inner and outer cylinders. This structure minimizes the
cavitation and eliminates the influence of the piston motion due to the damage of outer cylinder. The lower part of the shock absorber is
equipped with a bushing, which is connected with the lower control arm through a pair of bolts/nuts. This mounting position allows the
rear shock absorber to have a mechanical lever ratio of 1:1, thus enhancing vibration control. The upper part of the rear shock absorber
is connected with the body by two bolts.

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Coil Spring
The coil spring is made of spring steel (containing carbon, silicon, manganese, phosphorus, chromium, and other alloy materials), which is
fitted between the body and the rear lower control arm. Each spring is fitted between the upper and lower spring vibration isolators
which reduce noise transmitted to the body from the suspension. The lower vibration isolator is fitted in a flat hole in the rear lower
control arm, when removing, pull it out of the flat hole. When fitting, align it with the corresponding hole of the rear lower control arm.
The rear coil spring may vary depending on the powertrain used in the vehicle and vehicle configuration. Different rear coil springs can
be identified by the color code applied to the coil.

Rear Upper Control Arm

The rear upper control arm is stamped and welded with hot-rolled steel plate, with a rubber bushing at both ends. The inner side of the
rear upper control arm is connected with the rear subframe by a bolt and a nut, and the outer side of the rear upper control arm is
connected with the rear wheel bracket by a bolt, a nut and a gasket.

Rear Lower Control Arm

The rear lower control arm is a box-shaped structural part which consists of the upper and lower pieces made of hot-rolled steel plate
stamped and welded together. It carries the rear shock absorber and spring, and is connected with the anti-roll bar link. The inner side
of the rear lower control arm is press-fitted with a rubber bushing, which is connected with the rear subframe by an eccentric bolt, an
eccentric gasket and a nut. The eccentric bolt can be used to adjust the four-wheel alignment camber of the rear axle. The outer side of
the rear lower control arm is connected with the rear wheel bracket by a bolt and a nut.

Rear Lateral Push Rod

The rear lateral push rod is press-fitted with a rubber bushing at both ends. The inner side of the rear lateral push rod is connected with
the rear subframe by an eccentric bolt, an eccentric gasket and a nut, and the eccentric bolt can be used to adjust the four-wheel
alignment toe-in of the rear axle. The outer side of the rear lateral push rod is connected with the rear wheel bracket by a bolt, a nut
and two gaskets.

Trailing Arm Assembly

The trailing arm is stamped with high-strength steel, which is a single-piece structural part like a "blade" and is mainly used to transfer
the force of the rear wheels to the body. The front end of the trailing arm is welded with a steel pipe for fitting the rubber bushing. The
trailing arm is connected to the body through a mounting bracket which is equipped with a dust cover to protect the bushing from
impurities. The rear of the trailing arm is connected to the rear wheel bracket by 3 bolts. In order to relieve the longitudinal impact of
the rear axle, the longitudinal structure of the rubber bushing uses a hollow design, which can be replaced separately.

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Anti-roll Bar and Links
The anti-roll bar made of solid spring steel is connected to the front of the subframe by two bushings and bushing clamps. The bushings
are assembled with the anti-roll bar as a whole through the secondary vulcanization process. The clamps are fitted through special
tooling, and the bushings and clamps cannot be disassembled or replaced individually. The bushings are of low friction without additional
lubrication, and allow the anti-roll bar to rotate freely in static state. This allows the anti-roll bar to respond quickly to roll inputs. The
two ends of rear anti-roll bar are connected with the rear anti-roll bar link, while the other end of the link is connected with the rear
lower control arm. Each rear anti-roll bar link is attached to the rear anti-roll bar through the ball joint connection, and a bushing is
fitted at the lower end to connect with the lower control arm by a bolt and a nut. The ball joint connection can improve the response
and efficiency of the vehicle to rollover.

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Brake System
System Layout

1. Front Brake Caliper Assembly

2. Front Brake Disc
3. Front Right Brake Hose
4. Front Right Brake Hard Pipe
5. Front Left Brake Hard Pipe
6. Front Left Brake Hose
7. Front Brake Disc Guard Plate
8. Brake Master Cylinder Booster
9. Brake Fluid Reservoir
10. Rear Right Brake Hard Pipe
11. Rear Left Brake Hard Pipe
12. Right Rear Brake Hose
13. Parking Motor
14. Rear Brake Disc Guard Plate
15. Right Rear Brake Hose
16. Rear Brake Caliper Assembly
17. Rear Brake Disc

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Description
This series of vehicles is equipped with IBS , which mainly consists of the following components: pedal assembly on the driver side in the
passenger compartment, master cylinder booster assembly on the left of the front compartment (integrated with SCS function), wheel
speed sensors, brake caliper assemblies at 4 wheel ends, brake discs and brake disc guard plates, corresponding brake hard pipes and
hoses. IBS is a vacuum-free braking system. Compared with models with vacuum booster, brake master cylinder, electronic vacuum pump
and brake regulator, the pressure buildup time of emergency brake is significantly shortened, and the weight and size of the braking
system are reduced.
The pedal assembly is fixed on the dash panel and includes a brake pedal and an accelerator pedal. The brake pedal is connected with the
push rod of the master cylinder booster assembly through a booster connector. A brake lamp switch is fitted on the pedal assembly to
provide signals for vehicle starting and illumination of the brake lamp.
The master cylinder booster assembly is fixed on the dash panel and pedal assembly bracket through 4 welding studs on the fixing flange.
The master cylinder booster assembly mainly consists of the following components:

1. Brake Fluid Reservoir with Level Sensor

2. Electronic Control Unit
3. Valve Block with Solenoid Valve
4. Pedal Simulator
5. Brushless Motor
6. Brake Pedal Interface
7. Fixing Flange

The wheel speed sensor generates a pulse signal by coordinating with the magnetic ring in the wheel hub bearing, and the front wheel
speed sensor is fixed on the steering knuckle, while the rear wheel speed sensor is fixed on the wheel bracket.
The front brake caliper assembly is a 4-piston fixed caliper, which is mounted on the steering knuckle. The front brake disc is a vent disc,
and the inner guard plate protects the front brake disc. When the hydraulic pressure is transmitted to the brake caliper, both the inner
and outer pistons push the brake pad against the brake disc, causing friction to decelerate the vehicle. The rear brake caliper assembly is
a single-piston floating type, which is mounted on the wheel bracket. The rear brake disc is a vent disc, and the inner guard plate
protects the rear brake disc.

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When the hydraulic pressure is transmitted to the brake caliper, the piston stretches outward, forcing the inner brake pad to press
against the brake disc. Meanwhile, the brake caliper housing slides along the guide pin under the hydraulic reaction to drive the outer
brake pad to come into contact with the brake disc, causing friction to decelerate the vehicle. A parking motor is also mounted on the
rear brake caliper assembly. When the parking motor is working, the piston extends outwards, this forces the internal/external brake
pads to clamp the brake disc for stable parking.

Operation
Schematic Diagram of IBS Brake System

1. Oil Return Valve

2. Oil Inlet Valve
3. Relief Valve
4. Master Cylinder Isolation Valve
5. Pressure Sensor
6. Brushless Motor
7. Simulator

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Normal Braking
During normal braking, the shut-off valve is energized and closed, and the brake fluid cannot flow to the caliper; meanwhile, the pedal
simulator solenoid valve is energized and opened, the brake fluid flows to the simulator, and the driver's static pedal feel is provided by
the pedal simulator. The master cylinder displacement sensor and the master cylinder pressure sensor monitor the driver's braking
request at the same time, perform calculation through the built-in software model, and send the required pressure buildup request to the
brushless motor. The brushless motor works to build up pressure for the four caliper wheel cylinders. As shown below.

Regenerative Braking
During regenerative braking, the shut-off valve is energized and closed, and the brake fluid cannot flow to the caliper; meanwhile, the
pedal simulator solenoid valve is energized and opened, the brake fluid flows to the simulator, and the driver's static pedal feel is
provided by the simulator. The master cylinder displacement sensor and the master cylinder pressure sensor monitor the driver's
braking request at the same time, and perform calculation through the built-in software model. If the capacity of the motor meets the
braking requirement, the brushless motor will not work. As shown below.

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Failure Braking Mode
When the electrical module fails completely, the shut-off valve is normally open in the power-off state. The driver depresses the pedal to
generate the braking pressure through the TMC, which builds up pressure for the four caliper wheel cylinders. As shown below.

The above-mentioned processes are continuously carried on during the IBS IBS operation until the vehicle is regulated to the optimum
driving condition.

Application of Electronic Park Brake

When the vehicle is stationary, the electronic park brake can be applied at any time, regardless of the start switch position.
Pull the EPB switch upward until the indicator in the EPB switch illuminates. It sends a signal "Apply Brake" to the EPB module. The
module receives the request and controls the rear brake actuator to apply the brake, and the indicator in the EPB switch and the
indicator in the instruments pack kit illuminate.
If the red indicator in the EPB switch and the red indicator in the instruments pack kit illuminate, it means the parking brake has been
applied.
If the red indicator in the instruments pack kit flashes, it means that the parking brake has failed.
If the green indicator in the instruments pack kit illuminates, it means that the Auto Hold function is active.
If the yellow EPB malfunction indicator lamp in the instruments pack kit remains ON, it means that the electronic park brake system is
faulty.

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Release of Electronic Park Brake
To manually release the electronic park brake, the module should receive the following signals:
• Start Switch State
• Brake Lamp Switch Signal
• Electronic Park Brake Switch Signal
With the vehicle in the "ON/RUNNING" state, if the module receives the "Brake Lamp Switch" signal indicating that the brake pedal has
been depressed and the EPB switch release signal, it will control the parking actuator to release the parking brake.
When the indicator in the EPB switch and the indicator in the instruments pack kit turns off, it means that the parking brake has been
released.

Start Assist Function

The EPB can automatically judge the driver's intention of leaving, and automatically release the parking brake.
When the vehicle starts off on a slope, the EPB will release the electronic park brake by judging the slope value and motor torque output
to prevent slope slipping.
The following conditions must be met to activate the start assist function:
• The driver seat belt has been fastened
• The vehicle is running
• The shift lever is in D or P gear
• The accelerator pedal is depressed

When the accelerator pedal is depressed, the EPB module will control the park actuator to release the park brake by judging the torque
value.
This function is different from the hill start assist function HHC .

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Emergency Braking Function

In case of an emergency while driving, such as the vehicle cannot be stopped by depressing the brake pedal, the vehicle can be
decelerated by pulling up and holding the EPB switch.
Holding the EPB switch in the on or off position will provide continuous signal (rather than momentary application/release signal) to the
EPB module.

Pulling up and holding the EPB switch will provide continuous "Application" signal. The EPB module analyses this data and initiates an
emergency braking process.
Releasing the EPB switch or depressing the accelerator pedal will cancel the emergency braking process.
During emergency braking, the EPB system will prevent the rear wheels from locking by controlling the application force of the parking

brake actuator .

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Cooling System

1. Cooling Fan
2. Condenser
3. Upper Shock Pad
4. Lower Shock Pad
5. Condenser
6. Wind Scooper Assembly

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Cooling System
Cooling Pipeline EDS

1. Drive Motor Control Module Expansion Tank

2. Pipeline Assembly - Low Temperature Radiator to
Expansion Tank
3. Pipeline Assembly - Drive Motor Control Module
Expansion Tank to Water Pump
4. Drive Motor Control Module Water Pump
5. Pipeline Assembly - Electronic Water Pump to
Combined Charging Unit - Electronic Water Pump to
CCU
6. Pipeline Assembly - Motor to Radiator
7. Pipeline Assembly - Cooling System
8. Pipeline Assembly - Electronic Water Pump to
Combined Charging Unit
9. Drive Motor Water Outlet Pipe Assembly
10. Pipeline Assembly - Combined Charging Unit to Drive
Motor Control Module

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Cooling System
Cooling Pipeline ESS

1. Battery Cooler Expansion Tank

2. Pipeline Assembly - Battery Cooler Expansion Tank to Water Pump
3. Power Battery Cooler Assembly
4. Pipeline Assembly - Water Pump to Battery Cooler
5. Pipeline Assembly - Battery Cooler to Power Battery Heater
6. Pipeline Assembly - Power Battery Heater to Power Battery
7. Pipeline Assembly - Power Battery to Battery Expansion Tank

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System Control Diagram
Electric Drive Unit Cooling

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HV Battery Pack Cooling

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Cooling Fan Control

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Overview
The cooling system is divided into 2 separate systems, namely the electric drive unit cooling system and HV battery pack cooling system.
The cooling system utilizes the principle of heat conduction, and the coolant is circulated in the individual cooling systems to keep the
combined charging unit (CCU), electric drive system (EDS) and battery at an optimum operating temperature.

Cooling System Components

Coolant
The coolant is composed of water, antifreeze (glycol type) and a little additive. The water quality will directly affect the property of the
coolant. Coolant made of water with high hardness and much corrosive ion (for example, chloride ion, sulfate ion) can cause rust and
scaling on the heat transfer surface and severe corrosion on the metal.
The coolant provides the anti-freeze, anti-boiling, anti-corrosion, anti-rust and anti-foam functions.
To keep its optimum efficiency, the coolant shall be replaced regularly.

Coolant Pump
The coolant pump drives the coolant to flow.
The electric drive unit cooling pump circulates the electric drive unit coolant by its operation.
The battery cooling pump circulates the battery cooling system coolant by its operation.

Coolant Hose
The rubber coolant hose delivers coolant among all components. The coolant hose is fixed to each component by spring clamps.

Expansion Tank
The expansion tank is used to store and supplement coolant in the system.
The level mark on the expansion tank is used to easily check the coolant level. When the coolant is below the MIN mark, refill and
maintain the level between MIN and MAX to ensure normal operation of the cooling system.

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Front-end Cooling Module
The cooling module consists of the radiator, condenser and cooling fan.
The radiator is used to cool the coolant, the condenser is used to cool the refrigerant, and the cooling fan is used to control the heat
exchange speed between the radiator and the condenser.
The bottom of the radiator is located in the rubber bushing supported by the bracket fixed on the front longitudinal beam, and the top is
in the rubber bushing supported by the bracket of the upper radiator beam.
The condenser is in front of the radiator, and the cooling fan is behind the radiator.

Battery Chiller
The battery chiller is a key component of the battery cooling system, and is responsible for regulating the temperature of the battery
coolant.
The battery chiller consists of the following components: battery chiller core, battery chiller expansion valve, battery chiller bracket,
refrigerant intake and exhaust pipe, coolant inlet and outlet hard pipe, chiller bracket shock pad, O-ring and mounting bolts.

Coolant Temperature Sensor

The coolant temperature sensor is on the cooling pipe, which is used to detect the temperature of the coolant.
The coolant temperature sensor is an NTC (Negative Temperature Coefficient) thermistor which contacts with the coolant and is part of
the bleeder circuit.

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Operation
Electric Drive System (EDS) Cooling
Coolant Circulation
The coolant of electric drive cooling system is circulated by the EDS coolant pump. The heat from the EDS, CCU, etc. is transferred to
the radiator through coolant, and to the atmosphere through the airflow blown by the cooling fan.
The coolant circulates from the port of the EDS water pump back to the water pump inlet via the CCU, EDS, and radiator. The
expansion tank of the cooling system is used to store and supplement coolant required by the system.

Coolant Temperature Control

When the vehicle is supplied with high voltage, the EDS cooling pump starts operation at low speed. As the temperature in the coolant
circulation components increases, the coolant pump speeds up. Meanwhile, the EDS coolant temperature sensor detects the coolant
temperature of the entire system. As the coolant temperature rises continuously, the cooling fan rotates at an appropriate speed to
provide the required air volume for the radiator to dissipate heat.

Cooling System Alarm

When the EDS coolant temperature sensor detects excessive coolant temperature, an alarm message will be displayed on IPK.

The EDS system may also illuminate the motor overheat MIL .

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High-voltage Battery Pack (ESS) Thermal Management
To ensure the operation effect of high-voltage battery pack, it is necessary to effectively and fully manage the
temperature of the high-voltage battery pack through external cooling or heating.

Coolant Circulation
The coolant of high-voltage battery pack is circulated by the battery coolant pump. The coolant of high-voltage battery
pack circulates from the port of the battery water pump back to the water pump inlet via the battery heater (if any),
battery chiller, high-voltage battery pack and battery coolant expansion tank.

High-voltage Battery Pack (ESS) Cooling

The ESS battery cooling cycle can be started during fast charging and vehicle driving.
The heat generated by the battery pack is transferred to the battery chiller via the coolant. The battery chiller is cooled
by the refrigerant.

Water pump control: The high-voltage battery pack contains multiple battery temperature sensors that send signals to
BMS, which communicates with IMCU through the gateway to turn on or off the battery water pump. When the
maximum battery temperature is greater than or equal to a certain value, the IMCU turns on the battery water pump;
when the maximum battery temperature is less than a certain value, the IMCU turns off the battery water pump.
Battery chiller control: When the battery water pump is turned on and the battery coolant temperature is greater than
the threshold, the A/C controller opens the expansion solenoid valve on the battery chiller, so that the refrigerant
flows through the battery chiller to cool down the coolant. When the battery water pump is turned off, or the battery
coolant temperature is less than or equal to a certain value, the A/C controller will close the expansion solenoid valve
on the battery chiller.

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When there is no compressor ON request in the passenger compartment, the compressor is turned on after the
expansion solenoid valve of battery chiller is opened; after the compressor is turned off, the expansion solenoid valve
of battery chiller is closed. If the cooling requirements of the passenger compartment and battery cannot be met at the
same time, the system will prioritize the battery cooling over the passenger compartment cooling.

High-voltage Battery Pack (ESS) Heating (If fitted)

The ESS battery heating cycle can be started during fast charging under low temperature.
The high-voltage battery heater (PTC) heats the battery coolant, which transfers the heat to the battery through
rotation of the water pump for the purpose of heating the battery.
Water pump control: When the minimum battery temperature is less than a certain value, the IMCU turns on the
battery water pump; when the minimum battery temperature is greater than or equal to a certain value, the IMCU turns
off the battery water pump.

High-voltage battery heater (PTC) control: When the battery water pump is turned on, the high-voltage battery
heater (PTC) receives the PT EXT signal from BMS to turn on the heating function, and adjusts the output power in
real time to warm up the high-voltage battery pack in an optimal manner; when the battery temperature rises to a
certain value, the BMS controls the battery heater (PTC) to stop heating before turning off the water pump.
Battery Thermal Management System Alarm
When the BMS detects excessive battery temperature, it will transfer the information to IPK, which will display the
relevant alarm prompt or illuminate the alarm lamp.

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Cooling Fan Control

Cooling Fan Control

The PWM cooling fan is controlled by the IMCU. When the cooling fan operates, the IMCU controls the PWM module,
so that the cooling fan operates at 8 speeds within the duty ratio range of 92% to meet different cooling load
requirements.
Cooling fan ON and OFF after high voltage is applied:
Cooling fan ON - If any of the following conditions is met, the cooling fan is turned on:
The EDS cooling pump is turned on, and the EDS coolant temperature is 55℃ or above;
The compressor is turned on, and the A/C pressure is 0.22 Mpa or above.
Cooling fan OFF: The above conditions for turning on the cooling fan are not met.
Cooling fan ON and OFF after high voltage is off:
Cooling fan ON: The EDS coolant temperature is 63℃ or above;
The ambient temperature is 5℃ or above for 120 seconds.
The ambient temperature is < 5℃ for 60 seconds.
Speed change of cooling fan after turned on when high voltage is applied:
The speed of cooling fan is determined by the EDS coolant temperature, ambient temperature, A/C refrigerant pressure
and vehicle speed.

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System Layout
External Lighting

1. Light Stalk Combination Switch

2. Hazard Warning Lamp Switch
3. High-mounted Stop Lamp
4. Through-type Rear Width Lamp
5. Tail Lamp
6. Rear License Plate Lamp
7. Rear Fog Lamp
8. Reflex Reflector
9. Side Direction Indicator Lamp
10. Body Control Module
11. Headlamp
12. Front Direction Indicator Lamp

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System Control Diagram

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Description
Overview
The exterior lighting system includes all external lamps, which are controlled by the master light switch and auto lamp control sensor.
Exterior lighting system includes:

• Headlamp
• Front Direction Indicator Lamp
• Tail Lamp
• Through-type Rear Width Lamp
• Rear License Plate Lamp
• High-mounted Stop Lamp
• Rear Fog Lamp
• Side direction indicator lamp

Headlamp
Headlamp (Low Configuration)

1. Direction Indicator Lamp ( LED )

2. Daytime Running Lamp / Width Lamp ( LED )
3. High/Low Beam ( LED )

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The headlamp has 5 retaining bolts, 1 of which is fitted on the front-end module, 1 is fitted on the front bumper side bracket, 1 is fitted
on the fender, and 2 are fitted on the front bumper beam.
The headlamp assembly includes the high/low beam, daytime running lamp, width lamp and direction indicator lamp, which are all LED
lamps.

Headlamp
Headlamp (high configuration)

1. Daytime Running Lamp / Width Lamp ( LED )

2. High Beam ( LED )
3. Low Beam ( LED )

The headlamp has 5 retaining bolts, 1 of which is fitted on the front-end module, 1 is fitted on the front bumper side bracket, 1 is fitted
on the fender, and 2 are fitted on the front bumper beam.
The headlamp assembly includes the high/low beam, daytime running lamp and width lamp, which are all LED lamps.

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Front Direction Indicator Lamp

1. Direction Indicator Lamp ( LED )

The front direction indicator lamp is fixed to the front bumper assembly with 4 screws.
The front direction indicator lamp assembly includes the direction indicator lamps ( LED ).
Tail Lamp

1. Side Marker Lamp ( LED )

2. Rear Width Lamp ( LED )
3. Rear Direction Indicator Lamp ( LED )
4. Reverse Lamp ( LED )
5. Brake Lamp ( LED )

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The tail lamp is fixed on the bodyside panel with 2 bolts.
The tail lamp assembly includes side marker lamp, rear width lamp, reverse lamp, brake lamp and rear direction indicator lamp. The rear
width lamp is located above the tail lamp assembly, the side marker lamp is at the upper left of the tail lamp, the brake lamp is at the
bottom of the tail lamp assembly, the rear direction indicator lamp is in the middle part of tail lamp assembly, and the reverse lamp is
located at the lower part of tail lamp assembly.

Through-type Rear Position Lamp (If equipped )

Through-type Rear Position Lamp

1. Rear Width Lamp ( LED )

The through-type rear width lamp is fixed on the tail gate with 9 nuts.
The through-type rear position lamp assembly includes the width lamp ( LED ).
Rear License Plate Lamp
Both rear license plate lamps are fitted on the through-type rear width lamp, which are located at both sides of the tailgate switch, with
bulbs inside (TBD).
Side Direction Indicator Lamp
The side direction indicator lamp ( LED ) is fixed on the exterior rearview mirror.
High-mounted Stop Lamp
The high-mounted stop lamp ( LED ) is in the upper part of the rear window, and it is fixed to the spoiler with 2 nuts, which can be seen
when removing the spoiler.

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Master Light Switch

The master lighting switch is located at the left side of the steering wheel, which is used for controlling the external lighting.

Operation
Exterior Lighting Control and Monitoring
The BCM controls the following exterior lighting:
• High Beam Headlamp
• Low Beam Headlamp
• Rear Fog Lamp
• Reverse Lamp
• License Plate Lamp
• Width Lamp/Daytime Running Lamp
• Direction Indicator Lamp/Hazard Warning Lamp
• Brake Lamp/High-mounted Stop Lamp

Automatic Light Control

When the touch switch is in "AUTO" position, the light sensor will turn on/off the headlamp automatically by sensing the intensity of the
outside light (visible light).

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When the switch is in "AUTO" position for night driving, the following lamps will:
• When the vehicle power OFF, the low beam headlamp and the width lamp do not illuminate.
• When the vehicle power ON, the width lamp illuminates.
• When the vehicle power ON, the low beam headlamp and the width lamp illuminate.
Smart High Beam (if equipped)

Under automatic control, when the low beam is turned on, the front view camera module (FVCM) will monitor the light signal in front of
the vehicle and transmit it to the BCM . The BCM controls on/off of the high beam, and the smart high beam indicator light on the
instrument pack comes on.
The smart high beam function will be activated when a combination of the following conditions are met:
1. The touch switch is in "AUTO" position and the low beams are automatically turned on.
2. The vehicle is traveling at a speed of over 40km/h.
3. The rear fog lamps are not ON.
When under automatic control and the low beam remains on, if the road ahead is dark, the system will turn on the high beam. The high
beam will switch to the low beam automatically when any of the following conditions occurs:
• The headlamp of the approaching vehicle from the opposite direction is detected by the front view camera module (FVCM).
• Tail lamps of the vehicle ahead in the same direction are detected by the front view camera module.
• The surroundings are bright enough and no high beam is required such as street lamps.
• The vehicle speed is reduced to below 40km/h.
When under automatic control, the working state of manual switching of high/low beam is:
• With the smart high beam function activated, toggle the high/low beam shift switch consecutively in 2s, the system will not exit the
smart high beam function.
• With the smart high beam function activated, toggle the high/low beam shift switch twice consecutively with an interval more than 2s,
the smart high beam function will be disabled. Toggle the high/low beam shift switch consecutively in the next 2s or restart the vehicle
and place the touch switch in "AUTO" position again, the smart high beam function can be re-activated.

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Note：The intelligent high beam function can be activated up to three times in a starting cycle.
The smart high beam function cannot be switched automatically in the following conditions and manual switching of high/low beam is
required:
• Sensor view is affected by severe weather such as dense fog, heavy rain, heavy snow, etc.
• Driving in the moonlight or in the circumstances with weak road lighting ahead, or in the areas with poor light but lots of buildings.
• Driving on the high-reflection road, for example, after the rain, snow or other high-reflection conditions.
• When there are high-reflection objects near the road such as traffic signs.
• Distinct light source, such as external devices, exists in the vicinity of the windshield sensor, resulting in sensor dazzling.
• The windshield is dirty, broken or view-blocked due to objects in front of the sensor.
• The lamplight of other vehicles cannot be detected due to the missing, broken, blocked or partly blocked lamp, or other causes.
• The headlamp and tail lamp light of other vehicles cannot be detected due to high/low sensor view during the vehicle’s driving
uphill/downhill an abrupt slope, with loads or in a pit.
• Driving on a curving road or on a mountain road.

Brake Lamp
The brake lamp switch through outputs sent to the BCM.

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Emergency Brake Lamp
The brake lamp or hazard warning lamp will flash under the following conditions:
1. The brake lamp switch inputs the activation signal.
2. IBS System sends the corresponding activation signal.
When the emergency brake is activated, if the hazard warning lamp is working, the emergency brake lamp will not flash.
If the activated hazard warning lamp causes failure of the emergency brake lamp, the emergency brake lamp will not flash again after the
hazard warning lamp is canceled unless the above conditions are met.

The emergency brake lamp can be activated only when the vehicle speed exceeds 50km/h. After the emergency brake lamp is activated,
when the activation signal of the IBS /hard brake disappears and the vehicle speed is greater than 2km/h, the emergency brake lamp will
go out after illumination for 2s. With the emergency brake lamp activated, when the activation signal of the IBS /hard brake disappears
and the vehicle speed is less than 2km/h, the emergency brake lamp will go out after illumination for 5s.
With the vehicle speed less than 10km/h for more than 1s, if the emergency brake lamp goes out, the hazard warning lamp will be
activated automatically; before the vehicle speed drops below 10km/h, if the emergency brake lamp stops flashing, the hazard warning
lamp will not be activated automatically even if the vehicle speed is already below 10km/h. If the hazard warning lamp is activated, press
the hazard warning lamp switch or keep the vehicle speed above 20km/h for more than 5s or restart the vehicle, and the hazard warning
lamp will go out.

When the IBS system cannot receive any activation signal of the hard brake, the BCM can illuminate the emergency brake lamp via the
acceleration signal of IBS.

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Brake Lamp Activation Request from Other Systems
When the BCM receives the brake lamp activation request signal from the IBS or FVCM , the BCM will illuminate the brake lamp
according to the valid signal.

Direction Indicator Lamp

When the vehicle power on and the light stalk switch is shifted to left/right turn position, the BCM flashes the corresponding direction
indicator lamp by identifying the switch status of the direction indicator lamp. Then the direction indicator lamp on the instrument pack
flashes and provides the current status of the direction indicator lamp for the driver by acoustic warning.

Rear Fog Lamp

When the vehicle power on, the low beam headlamp is enabled, then the activation of the rear fog lamp switch can illuminate the rear
fog lamp. When the rear fog lamp switch or the low beam headlamp is disabled, the rear fog lamp goes out. If the rear fog lamp is already
activated at the time of engine start, it will remain ON.

Hazard Warning Lamp

The hazard warning lamps are comprised of the front/rear direction indicator lamps and side direction indicator lamps.
The hazard warning lamp switch is marked with a triangle, which is a touch switch. When the hazard warning lamp is activated, the
triangle mark will flash. When the width lamp or headlamp is enabled, the triangle mark dims but still flashes. The hazard warning lamp
can be activated manually regardless of current position of the start switch.

Operation Priority of Direction Indicator Lamp and Hazard Warning Lamp

If the direction indicator lamp switch is enabled when the hazard warning lamp is working, the direction indicator lamp will cancel the
hazard warning lamp. Then, the hazard warning lamp will still flash after the direction indicator lamp switch or the start switch is turned
off.
If the hazard warning lamp switch is enabled when the direction indicator lamp is working, the hazard warning lamp will replace the
direction indicator lamp. The direction indicator lamp will resume after the hazard warning lamp is disabled.

The hazard warning lamp can be activated automatically under the following situations:
In case of impact, when the BCM detects an impact signal, it will activate the hazard warning lamp automatically for warning. Accidental
activation of the hazard warning lamp during an impact can be canceled by pressing the hazard warning lamp switch for more than 5s.

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Low Beam Headlamp
When the vehicle power on, and the instrument panel touch switch is turned to the low beam position, the BCM closes the low beam
relay and illuminates the low beam.

High Beam Headlamp

When the vehicle power on, the BCM closes the high beam relay and illuminates the high beam headlamp by identifying the status of the
light stalk switch.

Width Lamp
When the touch switch is in "Auto" mode, width lamp position or low beam headlamp position, the width lamp illuminates. When only
the width lamp is turned on, the daytime running lamps can be illuminated for the headlamps to supplement the light source.
When the touch switch is in " AUTO " mode, if the BCM receives the "Low Outside Light Intensity" signal from the light sensor, it will
illuminate the width lamps automatically.

Reverse Lamp
When the vehicle power on, and the IMCU detects that the shift lever is in R position, it will send reverse signal to the BCM through
the CAN bus. Once the BCM determines the signal is valid, it illuminates the reverse lamp immediately. When the BCM detects that the
signal is invalid (the vehicle power off or the shift lever is not in the "R" position), it will turn off the reverse lamp.

Additional Functions

Vehicle Locating Function

This function helps the driver to quickly locate his vehicle with the body lamp at night. The response mode of the vehicle locating
function can be set: (Lamps Only/Lamps + Horn). After the vehicle is locked for several minutes, the vehicle locating function is enabled
and the audible and visual warning is triggered by pressing the LOCK button on the remote key. When the LOCK button is pressed
again, the vehicle locating function can be disabled. Press the UNLOCK button to cancel the vehicle locating function.

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Follow Me Home
When the driver vehicle power on and is about to leave the vehicle, the Follow Me Home function can control the timed illumination of
the dipped beam and width lamp to illuminate the area around the vehicle. The duration of the illumination (0-90s) can be set according
to individual needs (increase at an increment of 30s). If the door is opened after the Follow Me Home function timer is working, the
timer will repeat the operation.

The BCM can identify the status of the Follow Me Home function according to the activation signal of this function.
The Follow Me Home function can be set by manual mode as follows:
After the vehicle power off, turn the light stalk switch to the steering wheel, the system enters the Follow Me Home mode.
With the Follow Me Home activated, pull the light lever switch the Follow Me Home function.
When the enabled start switch, alternator failure or battery over discharge is detected, the Follow Me Home function cannot work
properly.

License Plate Lamp

The license plate lamp is controlled by the BCM. When the touch switch is in width lamp position or headlamp position, the license plate
lamp illuminates.

Daytime Running Lamp

The BCM controls the daytime running lamp via the HSD circuit. When the vehicle power on, and the light sensor determines that it is
daytime, the daytime running lamp will illuminate. When the low beam is turned on, the daytime running lamp goes out automatically.

Lamp of Security System

When a valid request signal of external locking is received and then the vehicle security system is enabled and the vehicle is locked or
enters the complete anti-theft state, the BCM will control the direction indicator lamps to give 3 flashes.
If the anti-theft function of the security system is disabled, the direction indicator lamps give 1 flash.
If the vehicle is not fully locked (bonnet, tailgate and doors are open), the direction indicator lamp will not flash.

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System Layout
Air Duct

1. Instrument Panel Air Duct - Centre

2. Instrument Panel Air Duct - Left
3. Instrument Panel Air Duct - Right
4. Side Defrost Air Duct - Right
5. Side Defrost Air Duct - Left
6. A/C Box Face Air Outlet Temperature Sensor

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A/C Air Inlet Box

1. Internal/External Circulation Damper Actuator

2. Blower Assembly
3. A/C Air Inlet Box Harness
4. A/C Filter Element Cover

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A/C Distribution Box

1. Drain Pipe
2. Electric Heater
3. Evaporator Assembly
4. PTC Temperature Sensor
5. Temperature Damper Actuator
6. Mode Damper Actuator
7. Mode Damper Actuator
8. Footwell Air Outlet Temperature Sensor

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Cooling System Components - Non-thermal Pump

1. Condenser
2. Electronic Expansion Heating Valve Assembly
3. Chiller
4. A/C Expansion Valve
5. A/C Compressor Assembly
6. Evaporator Assembly

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Cooling System Components - Thermal Pump (Non-UK)

1. Pipeline Assembly - A/C Compressor to Internal

Condenser
2. Pipeline Assembly - Internal Condenser to
External Condenser
3. Pipeline Assembly - A/C Condenser to
Evaporator
4. Evaporator Pipe Assembly
5. Pipeline Assembly - Evaporator to A/C Gas-liquid
Separator Assembly
6. Pipeline - A/C Heat Pump System Valve
Integration Module to Condenser
7. Pipeline Assembly - A/C Gas-liquid Separator to
Compressor
8. A/C Gas-liquid Separator
9. A/C Heat Pump System Valve Integration Module
10. Electronic Expansion Bypass Valve Assembly
11. Electronic Expansion Heating Valve Assembly
12. Condenser
13. Evaporator Assembly

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Overview
HVAC: HVAC is used to control the interior air temperature, humidity, cleanliness and airflow in an optimum state, provide a
comfortable ride for the occupant and relieve travel fatigue; meanwhile, it creates a good working condition for the driver and plays an
important role in ensuring safe driving.
According to the setting on the control panel, the blower provides power source, fresh air or interior air filtered by A/C filter flows
through the A/C box before being heated or cooled, and supplies to the windscreen or passengers via the air duct.
The entire A/C system consists of ventilation, cooling, heating and control components. It contains the A/C filter assembly, A/C box
assembly (heater core or electric heater, evaporator, interior condenser, etc.), air duct, A/C controller, control panel, etc.

Ventilation Components
Ventilation components, consist of the A/C filter, A/C air duct, A/C box (divided into air inlet box and distribution box, including the
housing, damper, damper actuator, blower, etc.) and relief valve, etc.

A/C Filter
The A/C filter is used to filter fine particles such as dust and pollen to improve the quality of the air flowing into the cabin.
The A/C filter is fitted on the A/C box assembly; it shall be checked on a regular basis, and replaced when necessary.

A/C Air Duct

The instrument panel central air duct and defrost air duct are fitted to the instrument panel.
4 air outlet assemblies in the instrument panel allow occupants to control the flow and direction of air distribution to face. Each vent
assembly incorporates movable vanes to control direction.
The front footwell air outlet is fitted in the port beside the A/C box assembly.

A/C Box Assembly

The A/C box assembly includes the air inlet box and distribution box.
The distribution box contains the blower, internal/external/fresh air circulation actuators, etc.; the distribution box contains the A/C air
filter, heater core or electric heater, interior condenser, electric heater, evaporator core and control damper, etc.
The passage in the A/C box assembly introduces air into the A/C box and divides it into three parts, air is supplied to the air outlets of
"face", "footwell" and "defrost". An internal/external/fresh air circulation damper is mounted in the air inlet box assembly, which adjusts
the interior or exterior air as the circulating air. The drain outlet at the bottom of the box body directs condensed water from the box
body to the lower side of the vehicle.

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Damper Actuator
The damper is fitted in the A/C box assembly to control the source of inlet air, the outlet air temperature and the air distribution
direction.
Recirculation damper: the damper actuator drives the recirculation damper to open and close the fresh and recirculating air inlets so as
to control the inlet air.
Temperature damper: the damper actuator drives the temperature damper to change the mixing ratio of the cold/warm air so as to
control the temperature of the A/C outlet air.
Mode damper: the damper actuator drives the mode damper to change the air passing through the A/C box and air ducts so as to meet
different users' needs, such as, face, footwell, windscreen, etc.

Blower
The blower is the power source of the whole ventilation system, which is used to drive interior air circulation or introduce fresh air into
the vehicle.
The blower is fitted in the air inlet box assembly. Control of the blower air volume can be realized by using the button on the control
interface to control the PWM duty ratio.

Relief Valve
The relief valve facilitates the smooth flow of the air through the passenger compartment. When the blower introduces fresh air or the
doors are closed, the relief valve will open to maintain the air pressure inside the vehicle, which can protect the eardrums of the
occupants to a certain extent.
The relief valve is located at both sides of the trunk, which allows air in the passenger compartment to be discharged to the covered
area between the body and rear bumper. The relief valve is an effective check valve and each relief valve port is composed of a grille
covered by a soft rubber damper. The relief valve opening degree can be automatically adjusted according to the pressure difference
between the passenger compartment and the external environment.

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Heater Components
They provide heat source for the A/C heating. The model comes standard with an electric heater, and the heat pump system is optional.
The heat pump system is included in the same section with the refrigeration system, because both systems share relevant components.
On models with heat pump system, to reduce the power loss of the large battery, and increase the driving range of the vehicle, the heat
pump heating is first performed under the premise of meeting the related heating demand of the passengers, and take the electric heater
as an assist for heating according to different conditions.

High-voltage Electric Heater (HV PTC)

The A/C controller controls the on/off of the electric heater and the heating level according to the settings on the A/C interface and
different working conditions, and its working state will not be displayed on the A/C display.
The high-voltage electric heater features low-voltage control and high-voltage power supply. The A/C controller controls the heating
level of the high-voltage electric heater via the LIN bus according to the heating requirements.
Refrigeration System (& Heat Pump System)
Both the refrigeration principle and the heat pump principle utilize the state change of the refrigerant to absorb or release heat to the
air inside the vehicle.

On models with heat pump system, the refrigeration system and the heat pump system share a system in which the heat transfer medium
is a refrigerant. When the passengers in the vehicle have different temperature demands, the controller performs different flow direction
controls of the refrigerant by turning on or off the relevant solenoid valves after operating the relevant cooling or heating button to
achieve functions such as cooling, heating, dehumidification and cooling, and dehumidification and heating.
The entire system includes the compressor, external heat exchanger, interior condenser, evaporator, expansion valve, solenoid valve,
associated sensors and control system (A/C controller and heat pump controller), etc.

Refrigeration Principle
The refrigeration principle is compression-type evaporative heat absorption. By the action of the compressor, a low-temperature and
low-pressure refrigerant is compressed into a high-temperature and high-pressure refrigerant, so that the volume of the vapor is
reduced, the pressure is increased, and it is cooled into a liquid refrigerant after passing through the condenser, and it passes through
the expansion valve, and rapidly evaporates and expands to absorb the temperature of the air inside the vehicle to achieve the cooling
effect. The system comprises a compressor, a condenser, TXV, A/C pipeline and an evaporator. The system is a closed loop which uses
the refrigerant as the heat transfer medium. Add A/C oil to the refrigerant to lubricate the internal components of the compressor.

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Heat Pump Principle
Heat Pump is a device that transfers the heat energy of a low-level heat source to a high-level heat source. It is also a new energy
technology that has received worldwide attention.
Water flows from a high place to a low place, and heat is transferred from a high temperature object to a low temperature object. This
is a natural law. However, in the real life, people utilize pumps to pump water from low places to high places for the needs of
agricultural irrigation, domestic water use, etc. Similarly, in today's increasingly energy-intensive world, in order to recover heat from
low-temperature hot gases normally discharged into the atmosphere, and low-temperature hot water discharged into rivers, etc., the
heat pump is used to transfer heat energy from a low-temperature object to a high-temperature object, and the high temperature object
is used to heat water or for heating to make full use of heat.
The heat pump technology medium used in the vehicle's air conditioner is a refrigerant. The compressor circulates the refrigerant, when
the refrigerant passes through the external heat exchanger, it absorbs the temperature of the air outside the vehicle. After the vapor is
compressed by the compressor, its pressure and temperature rise, and the heat is brought into the vehicle through the interior
condenser to achieve heating effect.

A/C System Schematic Diagram - Heat Pump

1. Compressor 13. Thermostatic Expansion Valve

2. Compressor Intake Air 14. A/C Box Assembly
Temperature/Pressure Sensor 15. Blower
3. Filter Valve 16. Evaporator
4. Gas-liquid Separator 17. Damper
5. Filler Port 18. Filter Valve
6. Battery Chiller 19. Interior Condenser
7. Electronic Expansion Valve 20. High Pressure PTC
8. Bypass Valve 21. Interior Condenser Outlet Temperature
9. Electronic Expansion Valve Sensor
10. External Heat Exchanger 22. Interior Condenser Inlet Temperature
11. External Heat Exchanger Outlet Sensor
Temperature Sensor 23. Refrigerant Pressure Sensor
12. Heating Valve

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Compressor

1. High Pressure Compressor Harness Interface

2. Low Pressure Connector
3. Air Intake Port
4. Exhaust Port
5. Relief Valve

The compressor is the power source of refrigerant circulation.

The compressor compresses the low pressure/low temperature vapour from the evaporator and converts it into the high pressure/high
temperature gas refrigerant of the condenser.
With fixed displacement, the compressor, under the mounting bracket of the transmission, provides the A/C system with required
amount of refrigerant by the change of high-voltage motor speed.

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Thermostatic Expansion Valve (TXV) TXV and Evaporator

1. Evaporator
2. O-ring
3. TXV
4. Bolt

The TXV regulates the flow of the refrigerant and matches the refrigerant flow with the heat load of the air passing through the
evaporator core. The TXV is fitted on the inlet and outlet ports of the evaporator. The valve consists of an aluminum housing containing
inlet and outlet passages. A metering valve is fitted in the inlet passage and the metering valve is controlled by a temperature sensitive
tube connected to a diaphragm. The top of the diaphragm is filled with refrigerant and senses evaporator outlet pressure and the tube
senses evaporator outlet temperature. By regulating the opening of the thermostatic expansion valve, the force can be balanced, this
keeps a proper degree of superheat for the evaporator outlet and balances the refrigerant flow and the thermal load of the air.

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Thermostatic Expansion Valve

1. Membrane
2. Housing
3. Metering Valve
4. Inlet Passage from Evaporator
5. Outlet Passage from Evaporator
6. Temperature Sensitive Tube

The liquid refrigerant flows from the metering valve to the evaporator. The metering valve reduces the pressure and temperature of the
refrigerant, changes the solid stream of refrigerant into a fine spray improving the evaporation effect. As the refrigerant passes through
the evaporator, it absorbs heat from the ambient air flowing through the evaporator core. The increase of the temperature causes the
refrigerant to vaporize and increases its pressure.
The temperature and pressure of the refrigerant from the evaporator drive the diaphragm and temperature sensitive tube to move and
regulate the metering valve opening, thereby controlling the volume of the refrigerant flowing through the evaporator. The warmer the
air flowing through the evaporator core, the more heat available to evaporate refrigerant, and this allows more refrigerant to pass
through the metering valve.

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Evaporator
The evaporator is in the air inlet of the heater assembly and absorbs heat from the exterior or recirculated inlet air. Low pressure and
low temperature refrigerant changes from liquid to vapour in the evaporator, absorbing large quantities of heat during this process.

Interior Condenser
The interior condenser is fitted in the A/C box.
When the compressed high-temperature and high-pressure refrigerant flows through the interior condenser, it heats the air inside the
vehicle brought by the blower, thereby providing heat required by the passengers.
Condenser

1. Air Intake Port

2. Liquid Outlet Port
3. Condenser

The condenser transfers the refrigerant heat into the ambient air and changes the refrigerant vapour from the compressor into liquid.
The condenser also removes moisture and solid impurities from the refrigerant with its drying module and functions as a reservoir for
liquid refrigerant so as to accommodate changes of heat load in the evaporator.
With the impact effect and/or cooling fan, the air passing through the heat exchanger absorbs heat from the refrigerant and changes the
refrigerant from a vapour to liquid. The condenser cools and liquifies the refrigerant before it enters the modulator. In the modulator,
most of the remaining gas in the refrigerant is separated. The refrigerant uses the desiccant and filter to remove moisture and particles
before entering into the secondary cooler. The refrigerant is further cooled as it flows through the secondary cooler, this results in the
refrigerant from the condenser outlet to the evaporator is almost 100% converted into liquid.

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External Heat Exchanger
The external heat exchanger is used to make heat interaction with the air outside the vehicle.
Based on different refrigerant cycles, the external heat exchanger can act as an evaporator or condenser.
The external heat exchanger is fitted behind the front bumper beam.

A/C Pipeline
Aluminum A/C pipelines connect the system components together with O-rings between the connections to ensure a secure seal. To
maintain a similar flow velocity in the system, the diameter of the refrigerant lines may vary so as to suit the two pressure/temperature
modes. The pipelines with larger diameters are fitted in the low pressure/temperature mode and those with smaller diameters are fitted
in the high pressure/temperature mode, and integrate the refrigerant refill port into the A/C pipelines so as to facilitate the system
service.

Electronic Expansion Valve

The electronic expansion valve is a throttling control element that can preset the program, which belongs to the electronic regulation
mode. It uses the electrical signals generated by the regulated parameters to control the voltage or current applied to the expansion
valve, thereby achieving the purpose of adjusting the liquid supply. EXV is also a key element for multiple connections. Compared with
the traditional thermostatic expansion valve, the electronic expansion valve has a larger adjustment range, quick and sensitive action,
precise adjustment, and high stability and reliability.

Solenoid Value
The solenoid valves are fitted on the A/C pipeline, by controlling the on/off of the relevant actuators, to achieve the purpose of
controlling the flow direction of the refrigerant.
The relevant solenoid valves include heating solenoid valve, refrigeration solenoid valve, bypass solenoid valve, dehumidification solenoid
valve, etc.

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System Layout
HV Harness

1. HV Harness - HV Power Distribution Unit

to Electric Drive Transmission
2. HV Harness - HV Power Distribution Unit
to HV Battery Pack (ESS)
3. HV Harness - HV Power Distribution Unit
(PDU) to Combined Charging Unit (CCU)
4. Charging Port
5. HV Power Distribution Unit
6. HV Harness - HV Power Distribution Unit
to Front Compartment

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System Control Diagram

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Description
High-voltage Power Distribution Unit (PDU)
The high-voltage power distribution unit (PDU) is located at the rear part of the vehicle. Its main function is to transmit the electric
energy of HV battery pack passing through the PDU to the electric heater, electric A/C compressor, HV battery pack heater and
intelligent motor control unit (IMCU), realizing the transmission of electric energy. The HV battery pack is slowly charged at the slow
charging port through CCU and then flowing through PDU; and it is fast charged at the fast charging port through PDU.

HV Harness - HV Power Distribution Unit (PDU) to Combined Charging Unit (CCU)

The HV harness - HV power distribution unit (PDU) to combined charging unit (CCU), located at the rear part of the vehicle, is fitted
between the CCU and the PDU. Its main function is to transmit external charging current through the CCU to the PDU.

HV Harness - HV Power Distribution Unit to Electric Drive Transmission

The HV harness - HV power distribution unit (PDU) to front compartment, located at the rear part of the vehicle, is fitted between the
PDU and the electric heater, and the electric A/C compressor and the HV battery pack heater. Its main function is to transmit HV DC
power of the HV battery passing through the PDU to the electric A/C compressor, electric heater and HV battery pack heater to drive
the compressor to work.

HV Harness - HV Power Distribution Unit to HV Battery Pack (ESS)

The HV harness - HV power distribution unit to HV battery pack (ESS), located above the HV battery pack, is fitted between the HV
battery pack and the PDU. Its main function is to transmit DC power of HV battery pack to the PDU and charge the HV battery via the
fast charging port.

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ESS Energy Storage System-NCM 64/LFP 51

Items Parameters Parameters

Type LFP NCM
Rated energy 51 KWh 64KWh
Norminal capacity 156Ah 169.5Ah
Protection grade IP67 IP67
Rated voltage 327V 380V
Total voltage range 260-379.6 291.2-452.4
Weight 398.7Kg 408.6Kg
Battery cell arrangement 1 Parallel 104 serial 1 Parallel 104 serial

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EDU Electric Driving Unit
Items Parameter Values
three-phase permanent
Traction motor type
magnet synchronous motor
Continuous power/peak
68/150 Kw(64Kwh battery)
power
Continuous power/peak
54/125Kw(51Kwh battery)
power
Peak torque 250 Nm (64Kwh battery)
Peak torque 250 Nm (51Kwh battery)
Rated speed/Max
8000/17000 rpm(64Kwh battery)
speed
Rated speed/Max
8000/17000 rpm(51Kwh battery)
speed
Protection grade IP 67
Total gear ratio 10.53
Final drive ratio 3.65
Mass (without oil) 59Kg
Lubricating oil Shell E-Fluids E6 iX(SL2808)
Dry total volume 0.75L

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The High Voltage System Component Layout

1 Electric Heater
2 High Voltage Harness
3 High Voltage Battery (ESS)
4 Power Distribution Unit (PDU)
5 Electric Drive Transmission
6 Combined Charging Unit (CCU)
7 Charging Port
8 HV Battery Heater
9 Manual Service Disconnect (MSD)
10 Electric A/C Compressor

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HV Battery Pack and Charging System

System Layout

1. (Ⅰ) Combined Charging Unit - 11KW (If equipped); (Ⅱ)

Combined Charging Unit - 7KW (If equipped)
2. Electric Vehicle Communication Control (EVCC)
3. Battery Heater (PTC)
4. High-voltage Battery Pack (ESS)

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System Control Diagram

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High-voltage Battery Pack

1. Vehicle Low-voltage Connector

2. Vehicle High-voltage Connector
3. Battery Pack Ground Wire
4. Pressure Switch *\Relief Valve
5. Cooling Water Pipes

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High-voltage Battery Pack Composition
1. Battery module: contains 104 battery cells;
2. Battery management system (BMS): BMS is integrated in EDM module. It evaluates the status of the battery pack based on the
collected information such as voltage, temperature and bus current of battery cell in the battery pack, estimates the remaining battery
level, the remaining mileage of pure electric driving and the life status of the battery pack in real time, manages the on-board charging
and the off-board charging, and provides battery pack information for the vehicle control unit to respond to the vehicle high-voltage
loop on-off command so as to provide energy for the vehicle.
3. Electrical distribution module (EDM): controls the output of all high-voltage circuits in the battery pack through the main positive,
main negative, and pre-charging relays.
4. High/low voltage harness and connector.
5. Cooling system: water-cooled.
6. Case.

Combined Charging Unit (CCU)

1. Vehicle High-voltage Connector

2. Positive Cable Connector
3. Vehicle Low-voltage Connector
4. Cooling Water Pipe Inlet/Outlet
5. Ground Wire

The combined charging unit (CCU) is connected with the high-voltage battery pack. AC electricity provides electric energy for the high-
voltage battery pack through the charging port and the CCU. The CCU also converts high-voltage DC power into low-voltage DC
power, to supply power to the low-voltage 12V battery and low-voltage electrical appliances.

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Charging Port
The charging port is connected to CCU and PDU. It is installed in the left rear of the vehicle.
Battery Heater (PTC)

1. Cooling Water Pipe Inlet/Outlet

2. Vehicle High-voltage Connector
3. Vehicle Low-voltage Connector
4. Battery Heater Ground Wire

The battery heater is used to heat the battery at low temperature. When charging at low temperature, the heater can shorten the fast
charging time of high voltage battery.

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Operation

High-voltage Battery Pack Function Operation

1. Communicate with the vehicle and CCU respectively via independent CAN networks.
2. Provide the status of the high-voltage battery pack to the IMCU, control the on/off status of different high-voltage relays to realize the
on/off of various high-voltage circuits and finally realize the management of charging and discharging and the indication of high-voltage
battery pack battery status.
3. Charging management: charge the high-voltage battery pack through the AC charging port with the CCU, and provide a reserving
charging function.
4. Thermal management function: Thermal management of high-voltage battery pack is realized by coolant.
5. High voltage safety management: Realize insulation resistance detection, high voltage interlock detection and collision detection
functions, and process fault detection management and handling mechanism.
6. Realize connection line detection between CCU module and non-CCU module and control the indication of vehicle charging state.

Combined Charging Unit (CCU) Function Operation

1. The basic working principle under charging condition is: AC power is converted into high-voltage DC and low-voltage DC power after
filtering, rectification, correction, voltage reduction or voltage rise in the CCU, and charge the power battery and battery
respectively.
2. Under driving conditions: The high-voltage DC power inside the power battery is converted to 12V low-voltage power after filtering,
rectification, and voltage reduction, and charges the battery.
3. High voltage safety: Provide output reverse connection protection, high-voltage port residual voltage control, and fault self-shutdown
function.
4. Thermal management: cool down by coolant.

High Voltage Battery Heater Function Operation

1. Provide CAN communication with battery management system.
2. In the maximum power range for high-voltage battery circulating water heating, heating power according to the needs of battery
management system.
3. Self-protection: Provide self-protection function of heater to avoid damage of parts under bad working conditions, including
over/under voltage protection, over current protection, over temperature protection and communication loss protection.
4. High temperature safety: Provide the function of dry-burning temperature limit.

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EDU

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 1. Transmission Housing
2. Differential Oil Seal
3. Oil Filler Bolt
4. Bolt - Transmission Housing to Integrated
Housing
5. Sealing tube - Vent Plug Assembly
6. Vent Plug Assembly
7. Oil Drain Plug
8. Gasket - Oil Drain Plug
9. Gasket - Oil Filler Plug
10. Low Voltage Harness

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Description
Overview
The model is equipped with the electric drive unit shaft A. The shaft A is equipped with a two-stage reducer.

Reducer Housing
The reducer housing is cast from die-cast aluminum. The motor housing and the right housing of the reducer share the same housing
structure. The reducer housing is equipped with an oil filler plug and drain plug, and both of them are sealed with an aluminum washer.
The reducer is filled with lubricating oil to lubricate the internal components using a splash method.

Input Shaft
The input shaft motor meshes with the spline and transmits the motor power to the differential through the input shaft and intermediate
shaft. The input shaft is supported in the housing by bearings.

Intermediate Shaft
The intermediate shaft is supported in the housing by bearings, which is used to transfer torque and increase the gear ratio.

Differential
The differential housing supports the planetary shaft, planetary gear and sun gear. The differential assembly is supported by bearings in
the transmission housing.
Electronic Park Motor Control Unit

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 1. Electronic Park Motor Control Unit (EPMCU)
2. Parking Motor
3. Parking Motor Spline

The electronic park motor control unit (EPMCU) integrates the control module, park motor, sensors and other components, which is
fixed to the outside of the left housing of the reducer by four bolts. The spline at the front end of the park motor is used with the park
shaft gear on the park mechanism assembly fixed in the reducer. When EPMCU receives the P gear signal, the park motor operates,
drives the park pawl on the park mechanism assembly, and lock the park gear on the input shaft to realize the park function.

Drive Motor
The drive motor is a three-phase AC motor, which is controlled by the intelligent motor control unit (IMCU).

Intelligent Motor Control Unit (IMCU)

The ECU is an electrical control component that controls the drive motor, which communicates with the IPK, BCM and other controllers
via the high-speed CAN.

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Operation

Reducer Assembly
The drive system drives the input shaft to change the rotation speed and direction by the motor speed regulation and the motor
reversing principle, thereby changing the speed of the drive gear and reverse gear.
When the gear shift control mechanism is in D gear, the torque is directly transmitted from the drive motor to the reducer input shaft,
and to the intermediate shaft gear and the final drive driven gear through the input shaft gear, and finally to the drive shaft. The vehicle
speed is changed by changing the motor speed after starting or during driving.

Differential
The differential allows the wheels to rotate at different speeds when the intermediate shaft torques are the same. The pinion integrated
with the intermediate shaft is engaged with the final drive driven gear of the differential assembly. When the wheels move forward in
straight line, the torque will be applied to the whole assembly and the planetary gear does not rotate. The torque is transmitted to the
wheels through the drive shafts. When the vehicle takes a turn, the inner wheels will pass a shorter distance at a lower speed. Thus it
drives the planetary gear to rotate, and the outer sun gear offers a higher speed to the outer wheels.

Precautions for Operation of Drive Motor

Since the drive motor works in a high voltage and high current environment, attention must be paid to the following during operation:
1. Collision, drop and squeezing against human body shall be avoided during product transportation and fitting.
2. The storage environment shall be dry. The environmental requirements for unpacking the motor are: temperature within -25 ℃ ～
+55 ℃ , and humidity within 10％ ～ 70％RH.
3. The insulation inspection must be performed for the motor before fitting and use (For specific operations, refer to PEB the
removal/refit content)
4. Before the motor is fitted and used, the motor output shaft shall be able to rotate freely. Check the appearance of the motor to make
sure that the housing is free of damage or abnormal deformation.
5. Before the motor is fitted and used, check that the conductive part of the three-phase harness and the heavy-current interface of the
motor are clean and free of foreign matters or grease.
6. The low-voltage connector is plastic, which shall be protected from direct collision with or stress by hard objects during fitting.
7. The motor rotor is strongly magnetic, so that other components than high and low voltage cover plates shall not be removed and
refitted.

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System Layout

1. Crash Power Module

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Description
Battery
Battery Instruction
All vehicles are equipped with a 12V maintenance-free lead-acid battery on the left side of the front compartment, which is fitted on the
battery tray and fixed by the battery pressing plate. The battery electrodes are of post type using clamp-type connection.
Warning： Battery fluid (electrolyte) contains sulphuric acid. It may cause severe burns if it gets on your skin or in your eyes. Wear
protective clothing and a face shield. If electrolyte gets on your skin or clothes, immediately rinse it off with water. If electrolyte gets in
your eyes, immediately flush eyes with water for at least 15 minutes and seek medical help.
The battery has three main functions. Firstly, it provides power for starting the vehicle. Secondly, it is used as a voltage regulator of the
electrical system. Lastly, it can provide energy for the electrical demand in a certain amount of time.
Compared with the conventional battery, the packaging battery has following advantages:
• There is no need to add water during the entire life cycle of the battery.
• It adopts the overcharge protection measures. If the voltage applied to the battery is too high, it will not receive the excessive current
as the conventional battery will. For the conventional battery, if the battery continues to be charged when the voltage is too high, air
leakage will occur, causing fluid loss.
• Compared with the conventional battery, self discharge does not tend to occur for this kind of battery. This is especially important
when the battery is not used for a long time.
• It is more reliable to provide power for the cigar lighter and smaller electrical appliance.

Battery Charging
When the vehicle is not started, long-time operation and abnormal use of electrical appliance, vehicle electric leakage and long-time
parking, or malfunction in the charging system may cause the battery charging failure, resulting in battery lack of power, or even vehicle
start failure. In this condition, the battery needs to be charged.
Caution： During battery charging or jump start, the negative cable should be connected to a good body grounding point, instead of
battery negative terminal.
Battery appearance check before charging:
• If the battery case is broken or there is a leak, DO NOT charge the battery and replace it after finding the reason.
• If the battery terminal post is broken, DO NOT charge the battery and replace it after finding the reason.
• The bulged battery due to over discharging or over charging, CAN NOT be charged. The battery should be replaced.
• Before charging, clean the terminal post, and remove the oxide skin from the surface. And apply some butter on the terminal post to
avoid electric corrosion.

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Charging precautions:
• PLEASE wear the safety goggles.
• Keep ventilation and normal temperature when charging.
• DO NOT smoke when charging, and avoid introduction of kindling material.
• Before charging, connect the positive cable first. After charging, disconnect the negative cable first.

Battery charging operation:

• Connect the positive pole of charger to that of battery, and connect the negative pole of charger to that of battery. If the battery is
not removed from the vehicle, PLEASE connect the charger negative pole to a good ground point on the body.
• Ensure the battery terminal posts are clean, and the charging circuit is well connected.
• For the common vented battery, it is recommended to charge the battery using a constant voltage at the maximum voltage limit of 16.0
± 0.1V and the maximum current limit of 25A. When the charging current is less than 2A, it indicates that the battery is fully charged.
• During charging, if the battery temperature rises above 40℃, the charging must be stopped until the battery temperature drops to the
room temperature.
• DO NOT charge the battery below 0℃.
For the battery with a voltage less than 11.0V, at the early stage of charging, it may appear that the battery cannot be charged. Due to
serious power lack of battery, the specific gravity of sulfuric acid in the battery is too small, the liquid is close to pure water, and the
internal resistance of the battery is too high. As the battery is charged, the specific gravity of sulfuric acid in the battery rises, and the
charging current can gradually return to normal.

Battery Test
The battery can be tested with common battery tester available in the after-sales market, such as Midtronics series battery tester. If the
tester type does not match, the measured data can not be used as basis to judge the battery's status.

Battery Replacement
Caution： When removing the battery, ensure that the alarm is disarmed and the start/stop switch is off. Always disconnect the
negative terminal first, then the positive terminal. When refitting the battery, always fit the positive terminal first, then the negative
terminal.
Refer to "Battery - Remove/Refit" when replacing the battery.
When charging/discharging the battery with external device or during jump start, take care not to connect the external cable directly to
the battery negative pole, but connect it to a good ground point on the body. Otherwise, it may result in inaccurate battery power
calculation.

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Electronic Battery Sensor

Such model is equipped with the EBS . As shown in the figure, the EBS is fitted on the negative battery terminal post with a negative
battery terminal clamp (3), and connected with the negative battery cable by a bolt (1). The power of EBS is supplied by KL30 (normally
on), and it is connected with the LIN bus through the connector (2).

The EBS is an electronic sensor, which is used to monitor the voltage, current and temperature information of the battery, and send
these internal data and information to the gateway through the LIN bus, so that it executes reliable power limitation strategy when the
battery is always in a good charge and service life condition.
Caution： In order to avoid reducing the precision and service life of the battery, do not remove the EBS from the negative battery
cable, except for replacing the battery. When removing or fitting the EBS, be careful to ensure that it does not get damaged.
Caution： After the EBS has been refitted on the battery, it takes at least 4 hours for EBS to obtain the exact status information of the
battery.
Caution： For electrical related fault maintenance and power-off operation, it only needs to disconnect the negative cable from the EBS,
instead of directly disconnecting the negative terminal. So it can take less time for EBS to obtain the exact status information of the
battery.

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Crash Power Module

The Crash Power Module (CPM) is a super-capacitor mounted on the driver side of the vehicle and connected in series with the low-
voltage battery and the Body Control Module (BCM), and is a normal power supply module. When the vehicle is in a collision and the
battery is disconnected, it can still provide power to the BCM unlock function to help passengers evacuate from the vehicle.

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Gear shift Control
Control Module Function

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Overview
Function of gear shift control mechanism:
1. Collect current gear information
2. Output shift position signal
The gear shift control mechanism exchanges information with other external ECUs via the Powertrain Expansion CAN bus, mainly the
intelligent motor control unit (IMCU) and the electronic park motor control unit (EPMCU) integrated in the electric drive unit. The R, N
and D gear information is obtained by reading the signal from the gear position sensor in the gear shift control mechanism, while the P
gear position signal can be triggered by pressing the P gear button on the gear shift control mechanism.
The collected R, N and D position information is sent to the IMCU through the Powertrain Expansion CAN bus; the P gear position
information is sent to the EPMCU through the Powertrain Expansion CAN bus.

Gear Shift Control Mechanism

The gear shift control mechanism integrates the SCU and P

gear button, which is fixed on the centre console by bolts.
1. Shift Knob Trim Ring
2. Gear Shift Control Mechanism

Gear Signal Collection

A Hall rotation angle position sensor is encapsulated in the chip for sensing the gear information on the circuit board of SCU. When the
knob is rotated, the sensor in the chip senses the angle position of the shift lever to determine the R, N and D positions .

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System Layout
Infotainment Layout

1. Entertainment Display
2. Entertainment Control Button
3. Microphone
4. Emergency Call Switch
5. Antenna Amplifier
6. (Ⅰ) Right Radio Antenna Coil; (Ⅱ) Left Radio
Antenna Coil
7. Rear Door Woofer
8. USB Socket
9. Emergency Call Speaker
10. Front Door Woofer
11. Body Control Module
12. Digital Audio Broadcasting (DAB) Module
13. Gateway
14. Communication Module
15. Communication Antenna
16. Instrument Pack
17. Steering Wheel Entertainment Switch Button
18. Entertainment Mainframe
19. Front Tweeter

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System Control Diagram
Entertainment System Control Diagram

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Description
Overview

1. Low configuration entertainment mainframes supports radio, USB, Bluetooth phone, video and other functions.
2. High configuration entertainment mainframes supports radio, USB, Bluetooth phone, video, navigation, 4G network and other
functions.
Audio Control Button on Steering Wheel
The audio device can be controlled by the remote switch on the steering wheel. These function buttons allow the most common
functions in the ICE system to be used in a much more convenient manner.

Display
The display shows the audio information and relevant information.

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Woofer
The woofers are in the four vehicle doors, which are fixed on the door panel by 3 screws.

Tweeter
The front tweeter is fitted in the front door quarter window and fixed with clips.

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Communication Antenna
The communication antenna is fitted on the instrument desk.

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Tyre Pressure Monitoring System (TPMS)

1. Tyre Pressure Sensor × 4

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Description

The tyre pressure monitoring system consists of a body control module and tyre pressure sensors fitted in the valve stems of the four
wheels. Each tyre pressure sensor features an electromechanical device for pressure and temperature measurement and has a unique
serial number for identifying the mounting position of the sensor. The driver can view the pressure and position of a tyre on the
instruments pack kit. When the pressure of any of the four tyres rises or falls significantly, the instrument TPMS warning lamp will
illuminate to remind the driver to check the tyre.

Operation
When the body control module is operating, it receives the wireless signal from the tyre pressure sensor and converts its data into tyre
pressure, tyre temperature, tyre position and sensor mode. The body control module sends the obtained tyre pressure, tyre
temperature and tyre position data to the instruments pack kit via the CAN bus. When the vehicle is stationary, the sensor does not
detect changes in acceleration, and the sensor enters the stationary mode. At this time, the sensor performs pressure sampling at
intervals, and no signal is sent if the tyre pressure does not change. As the vehicle speed increases, the sensor detects the changes in
acceleration, and enters the rolling mode. At this time, the sensor sends a signal to the module at intervals.
The tyre pressure sensor continuously compares its last sampled pressure with the current sampled pressure. If it detects that the
difference between them reaches a certain value in the stationary or rolling mode, it will recheck the pressure to confirm the situation.
When the sensor confirms that the tyre leaks quickly, it will send the corresponding wireless signal to the body control module, which
will transfer the corresponding information to the instruments pack kit that displays the corresponding alarm message. When the tyre
pressure monitoring system detects that the tyre pressure (slowly) drops to the alarm limit, it will display the prompt messages such as
Low Tyre Pressure or Check Tyre Pressure on the instruments pack kit.

The indicator lamp and other prompt messages can be turned off by adjusting the tyre pressure to the recommended value or above.
If the power of body control module is cut off or the vehicle battery is disconnected, each tyre pressure monitoring sensor identification
code will be reserved, but all the tyre pressure information will be lost, and "——" will be displayed on the instruments pack kit. The
vehicle is driven at 40 km/h (25 mph) or above, so that the sensor enters the rolling mode and sends a signal to make the instrument
display the current tyre pressure. When the vehicle is stationary, you can also reduce the tyre pressure (by more than 30 kPa) to make
the sensor in the stationary mode send a signal, and the instrument will also display the current tyre pressure. The body control module
is capable of detecting the internal failure of tyre pressure monitoring system. Read DTCs with an after-sale scan tool, and judge the
failure cause according to the definition of failure.

The Cecil Kimber College

 MG4 – CAN BUS Schematic

VD CAN
PT CAN DLC
SDM
PT Ext CAN
SCU
IBS

Grille ESS PTC

Shutter 1 ESS

Grille EVCC
Shutter 2
IMCU

ESS
HV Inlet Box
CCU

(HVAC) EPMCU
SAMC
EACC IMCU

SAMC
GW

HV PTC

COM CAN Connected CAN

Heat ATC TBOX
Pump
ADAS CAN
FCD FICM DMS

IPK RRDAR

RLDAR
PACM
Local
CAN
Rear L FVCM
Motor DSCM

Rear R
FDR
Motor
CH CAN

Phone
EPS
Charger
ESCL
DDSP BCM IBS
Clock EBS

IPK
Passenger’s
Motor RLO PDC
Charger
Socket
Driver’s RRO PDC
Motor Local CAN

RLI PDC RRI PDC CCU BMU EVCC

 MG4 – CAN BUS Schematic

PT CAN： Power train CAN EACC: Electronic Air Conditioning Compressor

GW: Gate Way BCM: Body Control Module

SDM: Sensing Diagnostic Module ESCL: Electric Steering Column Lock

IBS: Integrated Brake System FICM: Front Infotainment Control Module

ESS: Energy Storage System IPK: Instrument Pack

IMCU: Intelligent Motor Control Unit PACM: Pedestrian Alarming Control Module

CCU: Combined Charging Unit DSCM: Driver Seat Control Module

SAMC: Secondary Axle Motor Controller TBOX: Telematic BOX

DLC: Diagnostic Link Connector DMS: Driver Monitor System

BMU: Battery Management Unit RRDAR: Rear Right Driving Assistance Radar

PT Extension CAN RLDAR: Rear Left Driving Assistance Radar

SCU: Shift Control Unit FVCM: Front View Camera Module

ESS PTC: ESS Heater
FDR: Front Detection Radar
EVCC: Electric Vehicle Charging Control Module
EPS: Electronic Power Steering System
EPMCU: Electric Parking Motor Control Unit
DDSP: Driver’s Door Switch Pack
COM CAN: Comfort CAN
RLI PDC Sensor： Rear Left Inner PDC Sensor
ATC: Automatic Temperature Control
EBS: Electronic Battery Sensor

CH CAN: Chassis CAN

ADAS CAN: Advanced Driving Assistance System CAN