Service Training
Self-Study Programme 525
The Jetta Hybrid Design and Function
The Jetta Hybrid is the 2nd hybrid vehicle to be introduced at Volkswagen and follows the Touareg Hybrid in series production. This Self-Study Programme describes the changes.
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An electric hybrid drive is a combination of combustion engine and three-phase current drive. This means that in the Jetta Hybrid, a TSI engine with 110 kW of power operates in parallel with a three-phase current drive with 20 kW of power. The lithium-ion battery technology used in the Jetta Hybrid, as well as the 7speed dual clutch gearbox installed with the hybrid drive, are all of the latest generation. Separate Self-Study Programmes are available on the following current topics: • • • •
Self-Study Programme 390 – “The 7-speed Double-clutch Gearbox 0AM” Self-Study Programme 492 – “The Jetta 2011 EU” Self-Study Programme 499 – “Basics of Electric Drives in Automobiles” Self-Study Programme 511 – “The new EA211 Petrol Engine Family”
The self-study programme describes the design and function of new developments. The contents will not be updated.
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For current testing, adjustment and repair instructions, refer to the relevant service literature.
Important Note
Contents
In Brief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Power units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Power transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Running gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
High-voltage system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Electrical system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Infotainment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Heating and air conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Test your knowledge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
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In Brief The production of the Jetta Hybrid The Jetta Hybrid is produced in Mexico at the Puebla plant. Volkswagen de Mexico Number of employees: approx. 15,290 Models:
Jetta (the version sold in the North American market and Europe), Jetta Hybrid, Golf Estate, Beetle, Beetle Cabriolet s525_004
Plant founded: 1964, 100% Volkswagen AG
Technical data on the Jetta Hybrid
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Combustion engine
1.4 l 110 kW TSI turbocharged engine
Combustion engine output
110 kW
Gearbox
7-speed DSG® dual-clutch gearbox
Three-phase current drive
Permanently excited synchronous motor
Three-phase current drive output
15 kW in normal operation and 20 kW in electric driving mode
Maximum total output during boost
125 kW
Maximum total torque during boost
250 Nm
Battery technology
Lithium-ion battery
High-voltage battery voltage
222 volt
High-voltage battery energy content
1.1 kWh
Top speed
210 km/h (130 mph), speed-limited
Acceleration from 0 to 100 km/h
8.6 s
Additional weight due to the hybrid components
Approx. 103 kg
Dimensions
889 mm
2651 mm
1104 mm
4644 mm
1482 mm
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1535 mm
1538 mm
1778 mm
2020 mm
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Weights, volumes and other data Kerb weight
1505 kg
Tank capacity
Gross vehicle weight
2020 kg
Drag coefficient
0.28
Luggage compartment volume
374 l
Roof load
75 kg
approx. 45 l
The data refers to the basic model with a 90% tank volume.
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In Brief Distinguishing features Dash panel with hybrid logo
Radio and radio navigation systems with displays specific to the hybrid model
Hybrid logo in engine compartment
Hybrid logo on the front area
Hybrid logo at the side
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Dash panel insert with power meter
Hybrid logo at the rear
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High-voltage battery in luggage compartment
Button for extended electric drive mode in the centre console
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Body Body structure The structure of the body for the Jetta Hybrid is essentially based on the body structure of the Jetta 2011, with reinforcements for NAR*. The body structure has been modified and optimised for the Jetta Hybrid. This was achieved by using the following measures: • •
Use of ultra high-strength and hot-formed steels Additional reinforcements for the high-voltage battery
*
NAR = North American Region
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Body components of the Jetta 2011 Reinforcements for NAR in the Jetta 2011 Additional modifications for the Jetta Hybrid
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Aerodynamics Measures to improve the aerodynamics were carried out in order to reduce fuel consumption. This allowed the drag coefficient for the Jetta Hybrid to be improved even further. The drag coefficient is 0.28. This was achieved by using the following measures:
Stall strip (rear spoiler)
s525_061 Rear diffuser on the bumper Sills fitted Bumper cover flow-optimised technology
Cooling air inlet modified
Underbody flow optimised with the aid of additional trims and end plates
Front cover flow-optimised technology
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Power units The 1.4 l 110 kW TSI engine The 1.4 l 110 kW TSI engine for the Jetta Hybrid is based on the 1.4 l 103 kW TSI engine from the new EA211 engine family. For use in the Jetta Hybrid, modifications were made to facilitate integration of the three-phase current drive VX54.
Technical features
•
• •
Technical data
You can find further information on this engine in Self-Study Programme no. 511 “The New EA211 Petrol Engine Family”.
Torque and performance diagram
Engine code
CRJA (EU6)
280
160
Design
4-cylinder inline engine
260
140
Displacement
1395 cm3
Bore
74.5 mm
240
120
Stroke
80 mm
220
100
Valves per cylinder
4
200
80
Compression ratio
10.0:1
Max. output
110 kW at 5000 - 6000 rpm
180
60
Max. torque
250 Nm at 1600 - 3500 rpm
160
40
Engine management
Bosch MED 17.01.21
Fuel
Super unleaded with RON 95
140
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Exhaust gas aftertreatment
Three-way catalytic converter One broadband Lambda probe before the catalytic converter and one step-type Lambda probe after.
120
0
Emissions standard
10
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EU6
1000
3000
Power (kW)
•
Cylinder block and sealing flange (on gearbox side) with coolant ducts for cooling the electric drive motor V141 as well as hydraulic fluid for activating the disengagement clutch K0. Crankshaft with splines for linking the electric drive motor V141 to the engine Coolant pump for high-temperature circuit V467 for needs-based cooling of the electric drive motor. Cylinder block with one duct for the secondary air injection (required in the NAR version) Due to emissions requirements, the materials used for the pipes in the crankcase breather and the fuel and activated charcoal filter system (required for the NAR versions) have been changed.
Torque (Nm)
•
5000
Speed (rpm) S525_030
Modifications to the engine mechanics Cylinder block with sealing flange (on gearbox side) The aluminium cylinder block used has been taken from the 1.4 l 103 kW TSI engine, with only a few changes being made.
Duct for secondary air injection
Inlet point for secondary air
It is distinguished by: • • •
two coolant ducts for cooling the electric drive motor V141 one duct for hydraulic fluid for activating the disengagement clutch K0 one cast duct for secondary air injection (in the European version there is a plug at the inlet point for secondary air)
The ducts for the coolant and the hydraulic fluid are also guided through the sealing flange (on gearbox side). When the sealing flange is replaced, the respective seals must also be replaced.
s525_042 Sealing flange (on gearbox side)
Coolant return gallery Hydraulic fluid supply gallery
Coolant supply gallery
Crankshaft The crankshaft is also very similar to the basic engine. With a five-point bearing, it has four counterweights and a main bearing and conrod bearing diameter of 48 mm. To reduce its weight even further, the conrod journals have been hollow-bored. They are distinguished by: • •
Hollow-bored conrod journals Conrod bearing
Picture 041, Crankshaft
a crankshaft with splines for linking the electric drive motor V141 to the engine sealing screws for sealing the cylinder block from engine oil, as a flywheel has not been bolted to the crankshaft
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Main bearing Crankshaft splines Sealing screw
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Power units Cooling system The basic design of the cooling system is identical to the one used in the 1.4 l 103 kW TSI engine. It is a dual circuit cooling system and consists of the engine cooling system and the charge air cooling system. The hybrid drive made the following modifications necessary: • •
The electric drive motor and the coolant pump for the high-temperature circuit are integrated into the engine cooling system. The pump is activated by the engine map. The power and control electronics for electric drive are integrated into the charge air cooling system. It is supplied by the coolant pump for the low-temperature circuit.
Coolant pump for hightemperature circuit V467 Electric drive motor V141
Power and control electronics for electric drive JX1
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Water radiator for charge air cooling circuit
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Coolant pump for low-temperature circuit V468
Power transmission The 7-speed dual-clutch gearbox 0AM
0CG
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The dual clutch gearbox 0AM forms the basis for the dual clutch gearbox 0CG. To make designing a functioning hybrid module possible (see page 25), the following changes were made: • • • • • •
Clutch housing extended by 83 mm Brackets for the drive shaft extended by 83 mm Additional valve block with integrated clutch master cylinder and pressure regulator for disengagement clutch N511 Additional hydraulic lines for the clutch master and clutch slave cylinders Additional clutch slave cylinder (on crankcase) Additional disengagement clutch K0
Conventional Jetta
Jetta Hybrid
Description
0AM
0CG
Weight
70 kg
73 kg
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Power transmission The hydraulic system for the disengagement clutch K0 Diagram showing the principles of the hydraulic system
Screw joint for the hydraulic pipe on the engine block
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No pressure – supply line Pressure from the mechatronic unit hydraulic pump No pressure – return line
The diagram showing the principles provides a simplified overview of the system components of the hydraulic system for the disengagement clutch K0 – the colours allow the function of the pressure ranges in the system to be easily distinguished.
The descriptions of the function of the disengagement clutch K0 on the following pages are also based on the diagram showing the principles.
Oil gallery The oil enters the clutch slave cylinder via an oil passage Clutch slave cylinder Pressure plate from the disengagement clutch K0 Clutch plate from the disengagement clutch K0
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Hydraulic pipe connects the clutch master cylinder to the cylinder block Clutch slave cylinder Run-on tank
Pressure regulator for disengagement clutch (K0) N511
Valve block
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Mechatronic unit
Oil pump (gear pump) in the mechatronic unit
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Power transmission Hydraulic plan when the disengagement clutch K0 is closed Disengagement clutch K0 Run-on tank
Clutch slave cylinder
Filling chamber
Pressure regulator for disengagement clutch N511
Mechatronic unit Gear pump
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Clutch slave cylinder Valve block
No pressure – supply line
Pressure from the mechatronic unit hydraulic pump
No pressure – return line
Function The spring force of the diaphragm spring keeps the disengagement clutch K0 closed. The hydraulic system is not under pressure and the clutch master and clutch slave cylinder are both in the idle position. Oil flowing back from the filling chamber flows through the pressure regulator for disengagement clutch N511 into the run-on tank. The oil settles here before it flows back to the mechatronic unit. The gear pump in the mechatronic unit generates the pressure for the gear and clutch hydraulics according to requirements. If the pressure regulator for disengagement clutch N511 is in the idle position, the oil pressure cannot be applied to the clutch master
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cylinder and the disengagement clutch K0 remains closed. Furthermore, the run-on tank in the valve block ensures the level in the hydraulic system between the clutch master and clutch slave cylinders remains in equilibrium. Unwanted air in the hydraulic system, e.g. due to repairs, is returned to the mechatronic unit via the run-on tank. The closed disengagement clutch K0 ensures a force-fit connection between the combustion engine and the electric drive motor V141.
Hydraulic plan when the disengagement clutch K0 is opened Clutch plate Pressure plate Working chamber
Stroke limiter s525_034 Clutch release bearing Dished spring No pressure – supply line
Pressure from the mechatronic unit hydraulic pump
No pressure – return line
Function If the pressure regulator for disengagement clutch N511 is activated by the engine control unit J623, the oil enters the filling chamber of the clutch master cylinder. The oil pressure acts against the force of the dished springs and presses the piston up to the stroke limiter. The oil from the working chamber flows into the clutch slave cylinder. The clutch release bearing and the dished springs disconnect the pressure plate from the clutch plate. The transmission of energy from the combustion engine to the gearbox is stopped.
Please note: The stroke limiter allows a precisely defined volume of oil to be pressed into the clutch slave cylinder. The disengagement path of the clutch slave cylinder is therefore specified. The opened disengagement clutch K0 disconnects the combustion engine from the electric drive motor V141.
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Power transmission Disengagement clutch K0 operating modes Combustion engine
Combustion engine and electric boost
Coupling closed
Coupling closed
Torque Electric drive motor V141
Torque Combustion engine
Rotor
Dual-mass flywheel
Gearbox input torque
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When the combustion engine is powering the vehicle, the engine torque from the combustion engine is transferred to the dual-mass flywheel via the clutch plate.
Combustion engine Electric drive motor V141 Gearbox input
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Gearbox input torque
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When the electric drive motor V141 supports the combustion engine, the engine torque from the electric drive motor V141 is transferred to the dual-mass flywheel via the rotor.
Electric driving
Energy recovery
Clutch open
Clutch open
Torque Electric drive motor V141
Rotor Air gap
Air gap
Gearbox input torque
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During electric driving, the engine torque from the electric drive motor V141 is transferred to the dual-mass flywheel. When doing so, the clutch pressure plate is not connected to the pressure plate.
Drive torque from the gearbox
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During recuperation, the drive torque from the gearbox is transferred to the dual-mass flywheel.
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Running gear Running gear The running gear in the Jetta Hybrid is the same design as the running gear of the the Jetta 2011 EU. The suspension and the shock absorbers have been modified for the additional weight of the hybrid components. The Jetta Hybrid is also equipped with a four-link rear axle suspension.
•
Electronic stability programme based on the MK60 system made by Continental Teves
•
Brake servo with dual-rate characteristic curve
•
Modern McPherson strut front suspension
•
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Electronic brake servo vacuum pump with 8 vanes
•
Tyre Pressure Loss Indicator (optional)
•
Four-link rear axle suspension
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•
•
Brake assistant
Floor-mounted accelerator pedal with contactfree senders for the accelerator pedal position
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High-voltage system The high-voltage system Overview The hybrid concept developed at Volkswagen for the Jetta is based on the parallel hybrid drive. For the mechanical drive system, the three-phase current drive and combustion engine combine to form a joint drive train. Both drive types are mounted onto a shaft.
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By using the three-phase current drive as a source of power, as an alternator and as a starter, the 12-volt starter and the alternator, as well as the poly V-belt, have been dispensed with. Furthermore: • • •
the coolant pump for high-temperature circuit V467 (12 volts) the electromechanical power steering motor V187 (12 volts) the brake servo vacuum pump V469 (12 volts)
are all driven electrically. To guarantee that climate control can run independently of the combustion engine, the electric air conditioner compressor V470 has been added.
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Warning signs Please note that work on the hybrid vehicle performed near high-voltage components or on the components themselves may only be carried out by qualified and therefore authorised Volkswagen high-voltage technicians. Improper handling of high-voltage systems involves a risk of fatal injury due to electric shock. Also observe the instructions in the workshop manual and in the diagnostic tester.
Warning on the front lock carrier Warning of a danger area as per DIN 4844-2 (BGV A8)
Warning against touching live parts
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Warning of dangerous electrical voltage as per DIN 4844-2 (BGV A8)
Information notice: Observe instruction manual as per DIN 4844-2 (BGV A8)
Warning on all high-voltage components
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Warning of dangerous electrical voltage as per DIN 4844-2 (BGV A8)
Instruction markers: Observe instruction manual as per DIN 4844-2 (BGV A8)
Warning against touching live parts
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High-voltage system Warning at the front left in engine compartment
Warning of a danger area
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Notice about separation point for rescue services
Information notice: Observe rescue card
Sticker on the high-voltage battery 1 High voltages can result in severe injury or even death. Never touch battery terminals with fingers, tools, jewellery or other objects made of metal. 2 The high-voltage battery contains hazardous fluid and sold substances. In the event of outgassing, severe chemical burns and blindness could result. When working on the high-voltage battery, suitable eye protection and protective clothing must be worn to prevent skin and eye contact with battery acid. If skin or eye contact with battery acid occurs, the areas affected must be rinsed for at least 15 minutes using clean fresh water, and a doctor should be consulted immediately. 3 The high-voltage battery is flammable. The highvoltage battery must never be exposed to fire, sparks or naked flames. The high-voltage battery must always be handled with caution to prevent any damage or acid discharge. 4 Always keep the high-voltage battery away from children. 5 More detailed information and warnings can be found in the owner's manual and in the workshop manual.
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1
2
3
4 5 S525_082
The three-phase current drive VX54 (hybrid module) The three-phase current drive VX54 consists of the electric drive motor V141, the disengagement clutch K0 and the dual-mass flywheel; it is referred to as the hybrid module in the following text. The water-cooled hybrid module produces high torque while maintaining optimal use of the available installation space. The hybrid module is located between the combustion engine and the gearbox. The interface between the dual-mass flywheel and the dual clutch gearbox is identical to that of the standard gearbox.
Combustion engine 1.4 l 110 kW TSI
Hybrid module Dual clutch gearbox
Electric drive motor V141 Disengagement clutch K0
Dual-mass flywheel
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The hybrid module is used as: • • •
Starter for the combustion engine Generator for charging the high-voltage battery and the 12-volt battery Electric drive motor
The Jetta Hybrid can be driven in electric mode at speeds up to approx. 125 km/h over flat terrain. The maximum speed and fuel range depend on a variety of factors: • • • •
Driving resistances (drag, rolling resistance, friction coefficient and incline angle) Charge status of the high-voltage battery Load requirements Climate control requirements
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High-voltage system Electric drive motor V141 (electric motor) The electric drive motor V141 is integrated into the hybrid module. The electric drive motor is referred to as the electric motor in the following. The electric motor converts the three-phase voltage into drive power. It can be operated alone as an electric drive motor or together with the combustion engine. It also starts the combustion engine. If the electric motor is not being used as the drive motor or the starter, then it functions as a generator for the high-voltage battery and the 12-volt onboard supply.
Technical data Output
20 kW
Torque
150 Nm
Generator output
18 kW
Efficiency
up to 93%
High-voltage connection
s525_013 Rotor Stator
High-voltage connection The three-phase connections are routed to the solenoids in such a way that three respective adjacent coils with differing phases are connected.
Stator The stator is comprised of of 24 coils which are supplied with voltage via the three-phase lines. The stator is bolted to the sealing flange on the engine side. The drive motor temperature sender G712 is also found in the stator. The inside cooling jacket is connected in parallel to the cylinder head of the combustion engine.
Rotor The rotor contains the 32 permanent magnets and the clutch slave cylinder for controlling the disengagement clutch. The rotor and the flywheel are bolted to each other.
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The power and control electronics for electric drive JX1 The water-cooled power and control electronics for electric drive JX1 is installed in the front left of the engine compartment. It is integrated into the low-temperature cooling circuit and has a control unit of its own. It is responsible for charging the high-voltage and 12-volt batteries, as well as for controlling the electric drive motor. It converts DC current into AC current for electric driving. The conversion is reversed for charging the battery.
Power and control electronics for electric drive JX1
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To make it easier to understand, the power and control electronics for electric drive JX1 is shortened to “power electronics” in the following. The power electronics regulate the electric drive motor by generating AC current, setting the frequency and the current rating. This allows speed and torque to be generated according to the load requirements. The power electronics consist of the following components: • • • • • • •
Electric drive control unit J841 Intermediate circuit capacitor 1 C25 Voltage converter A19 DC/AC converter for drive motor A37 Cooling system integrated into the housing with connection pieces for the low-temperature cooling circuit Fuse for the air conditioner compressor Pilot line connector
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High-voltage system Connections 2 connections for high-voltage battery 1 connection for air conditioner compressor
The power electronics have the following connections: • • • • • •
For the lines to the high-voltage battery For the lines to the electric drive motor For the line to the air conditioner compressor For the charging cable to the 12-volt battery For the 12-volt onboard supply connector For the connection to the vehicle coolant circuit
The power electronics feature protection rating IP 6K9K (IP = Internal Protection, 6K = dust-tight, complete protection against contact, 9K = Protection from water under high pressure/steam spray cleaning, specific to road vehicles).
Before the power electronics are opened, they must be certified as having had the voltage disconnected.
12-volt onboard supply connector
Charging cable for 12-volt battery
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3 connections for electric drive motor Connecting pieces for coolant
Pilot line connector
The pilot line is disconnected every time the power electronics are opened. A pilot line connector is installed in the cover of the power electronics for this purpose.
More detailed information on the pilot line can be found in Self-Study Programme no. 499 “Basics of Electric Drives in Automobiles”.
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Cover Power electronics
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Housing Power electronics
The high-voltage battery A38 (hybrid battery) The Jetta Hybrid features Volkswagen's first use of a battery using lithium-ion technology as the electrochemical energy storage medium. Compared to a nickel-metal hydride battery, this technology allows a greater energy density. The high-voltage battery stores electrical energy and supplies it when electric driving requires it.
Technical data Nominal voltage
222 volts
Energy content
1.1 kW/h
60 cells
á 3.7 volts and 5 Ah
4 modules
with 15 cells each
Max. output
180 A
High-voltage battery installation position The high-voltage battery is installed in the luggage compartment behind the rear seat bench on the luggage compartment floor. The protective frame is used to ensure the high-voltage battery has a stable position in the vehicle.
High-voltage battery A38
Protective frame
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High-voltage system Main components – overview The overview shows you the main components of the high-voltage battery A38 and their physical layout within the battery. Lithium-ion cells Four battery modules in total with 15 cells each connected in parallel
Battery regulation control unit J840 Monitoring of charge and discharge function Needs-based cooling of the high-voltage battery Monitoring of the insulation resistance monitoring Monitoring of the pilot line Monitoring of the cells High-voltage contactor control
Battery fan 1 V457
Potential equalisation line
Connection for the bleeder for corrosive gas
Direction of travel Maintenance connector for high-voltage system TW With an integrated 125 A fuse
The high-voltage battery A38 features the protection rating IP 5K3 (IP = Internal Protection, 5K = protected against a damaging quantity of dust, complete protection against contact 3 = protection against water falling as a spray at any angle up to 60° from the vertical).
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Battery module with lithium-ion cells
Bleeder for corrosive gas For a controlled discharge of gases in an emergency
Lithium-ion cells
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Low-voltage connections
Air ducts for battery cooling
Stabilising protective frame
Switching unit for high-voltage battery SX6 Comprised of the high-voltage fuses and the holder for the maintenance connector High-voltage connections
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High-voltage system Switching unit for high-voltage battery SX6 The high-voltage contactors and the pre-charging contactor for the high-voltage battery are found in the switching unit for high-voltage battery SX6. The high-voltage contactors are used to create a controlled connection between the high-voltage battery and the high-voltage components. A pre-charging contactor, a contactor for “positive” and a contactor for “negative” are installed for this purpose. The pre-charging contactor has an integrated resistance of 10 ohm and is connected before the “positive” high-voltage contactor. It is used to charge the intermediate circuit capacitor 1 C25 in the power electronics. The “positive” high-voltage contactor is then connected.
Battery module 1
Battery module 2
Battery module 3
Battery module 4
J840
Switching unit SX6
Maintenance connector for high-voltage system TW Circuit diagram
Battery module 1
Battery module 2
Battery module 3
Battery module 4 High-voltage contactor
J840
TW Pre-charging contactor High-voltage contactor
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Switching unit for highvoltage battery SX6
The battery regulation control unit J840 closes the high-voltage contactor as soon as terminal 15 is switched on. The high-voltage contacts are opened by the battery regulation control unit J840 when: • terminal 15 switches off • the pilot line is disconnected • a crash signal is sent from airbag control unit J234 • or the 12-volt voltage supply for the battery regulation control unit J840 is disconnected.
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The battery cooling system Task To keep the heat emissions under control when the high-voltage battery is charging and discharging, the highvoltage battery features an air cooling system of its own. If the heat cannot be sufficiently discharged into the surroundings, then the output of the high-voltage battery is restricted at temperatures of 55 °C or above.
Design This core element of the cooling system is an electric fan controlled by the battery regulation control unit J840. The fan is part of the high-voltage battery module and utilises air from the vehicle interior to cool the high-voltage battery. It is powered by the 12-volt onboard supply voltage. In the service literature, the fan is referred to as battery fan 1 V457.
Intake from the vehicle interior
Battery fan 1 V457
Forced ventilation
Battery regulation control unit J840
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How it works If the battery regulation control unit J840 registers an excessive battery temperature, it activates battery fan 1 V457. The air is sucked in via the intake duct located beneath the centre rear seat, and is routed to the highvoltage battery. The fan then routes the heated air behind the right-hand side trim of the luggage compartment. The air can escape from here by means of the forced ventilation in the side panel. The air in the vehicle interior is adjusted to the right temperature, dried and filtered, making it optimally suited for cooling the high-voltage battery.
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High-voltage system The high-voltage connections The Jetta Hybrid features high-voltage connections which are screwed onto the high-voltage battery, the power electronics and the electric drive motor.
Gasket High-voltage screw contact
S525_046 Pre-tensioning spring Mechanically coded screw connection
The high-voltage connection for the air conditioner compressor is a connector with a pilot line, high-voltage “positive” and high-voltage “negative”. The connector has a dual disconnection system: 1. Pilot line disconnection 2. High-voltage contact disconnection
High-voltage “positive” and “negative”
Pilot line contacts s525_047 Release
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The high-voltage cable for the battery, power electronics and the electric drive motor features double insulation and a single-pole design.
1. Insulation
2. Insulation Cable
s525_048 Electromagnetic compatibility shield
The high-voltage cable for the air conditioner compressor features single insulation and a two-phase design. For safety reasons, the pilot line has been integrated into the cable. Reason: If the cable is broken in the event of minor front damage without triggering the airbag, the pilot line is also disconnected and the high-voltage system is shut off.
High-voltage “positive” Insulation Pilot line
High-voltage “negative” Electromagnetic compatibility shield s525_049
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High-voltage system High voltage system control The operating strategy for the electric drive motor and combustion engine functions is integrated into the engine control unit J623. The operating strategy automatically selects the optimal operating state for the drive train and thereby avoids operating ranges of the combustion engine with a low level of efficiency. Where only a low torque or power output is required, the engine is switched off.
Engine control unit J623
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The engine control unit is connected to the high-voltage battery and the power electronics by the hybrid CAN bus. The state of the high-voltage components is sent to the engine control unit, which controls the electrical ready-todrive mode. All other information which is required for electric driving or charging the high-voltage battery, such as the load requirements, air conditioning requirements, temperature, etc. are exchanged via the hybrid CAN bus and the powertrain CAN bus.
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Electric driving function For operating and displaying electric driving mode, the Jetta Hybrid features: • • •
A display in the radio and navigation unit A display in dash panel insert The button for electric drive E656
Button for electric drive E656 When the button is activated, the operating strategy for hybrid drive is no longer set for achieving optimum overall efficiency, but is instead set to maximum within the power limits of the electrical system. This allows – while slightly increasing fuel consumption – a substantially enhanced electric driving experience.
s525_045 Button for electric drive E656
Electric driving can be activated at speeds of up to 70 km/h. The framework conditions, such as the charge state of the high-voltage battery, the air conditioning requirements or the temperature of the high-voltage components, must be satisfied. In the event of excessive acceleration or if the charge level of the battery falls below the minimum threshold, electric driving is stopped. Once the parameters are correct again, electric driving is automatically reactivated without the driver needing to press the button again. If the high-voltage battery or the electric drive motor gets too hot, e.g. due to constant use of electric driving, the electric driving is deactivated.
37
High-voltage system Sensors Drive motor temperature sender G712 The drive motor temperature sender G712 is installed between two solenoids to provide better signal detection. It is an NTC sensor and sends the temperature to the power electronics. The signal is required in order to prevent the electric drive motor from overheating. If the cooling output using the hightemperature circuit is not sufficient, then the electric drive motor is first restricted by the power electronics and no longer activated at temperatures exceeding 180 °C.
Drive motor temperature sender G712
Effect upon failure If the sensor fails, the hybrid system indicator lamp lights up in the dash panel insert. The vehicle can still be driven, but hybrid mode is severely restricted.
s525_014
Drive motor rotor position sender 1 G713 The drive motor rotor position sender 1 G713 is installed in the clutch housing of the gearbox. It has the task of determining the current position of the rotor in relation to the stator. This information is required to operate the electric drive motor at the highest possible level of efficiency.
Drive motor rotor position sender 1 G713
The sender determines the rotor position and identifies the engine speed, direction of rotation and the phase shift. The information is transmitted as sine/ cosine signals to the power electronics in order to activate the electric drive motor coils at the correct point in time.
s525_015
38
Design The sender is an inductive sender with enhanced evaluation electronics. It has two signal outputs (sine and cosine) and two supply lines (“positive” and earth). 5 volts of DC voltage are applied by the power electronics and converted internally into high-frequency DC voltage. This high-frequency DC voltage supplies the four integrated coils, with two coils for sine and two coils for cosine. The coils are influenced by the copper trace on the rotor.
DSO display
Sine
5 volts +
earth
Cosine Drive motor rotor position sender 1 G713
Converter and evaluation electronics
Converter and evaluation electronics
Cosine Sine Rotor Copper trace
S525_112 1. Sine coil
1. Cosine coil
2. Cosine coil 2. Sine coil
Function The copper trace on the rotor is equivalent to an electrical consumer. A wide copper trace is equivalent to a large consumer and a narrow copper trace in equivalent to a small consumer. When the rotor turns, the width of the copper trace which is guided past the sender for the rotor position changes, and therefore the timing ratio of voltage and current in the coils. This change is measured in the evaluation electronics of the sensor, processed and transmitted to the power electronics. From the ratios of the individual coil signals to each other, the sender and the power electronics identify the component tolerances and the direction in which the electric drive motor is rotating. The functional principle of all 4 coils is identical.
Effect upon failure If the sender fails, the hybrid system indicator lamp lights up in the dash panel insert. The vehicle remains ready for driving, however the electric drive motor is no longer activated.
39
Electrical system Networking New components have been integrated into the electrical network of the Jetta Hybrid for networking the control units, and some of the existing ones have been modified. This is necessary in order to integrate the new Hybrid components into the network. The new components are:
• • •
The three-phase current drive VX54 The disengagement clutch K0 A hybrid-specific mechatronic unit for dual clutch gearbox J743
• • •
The power and control electronics for electric drive JX1 The electrical air conditioner compressor V470 The battery regulation control unit J840
These new components in the control unit network are participants in the new hybrid CAN bus, which makes direct communication between the mechatronic unit for dual clutch gearbox J743, the power and control electronics for electric drive JX1, and the battery regulation control unit J840 possible. Furthermore, a number of control units belonging to the basic equipment of the vehicle have been modified to meet hybrid-specific requirements. Modified control units in the drive area:
Modified control units in the running gear area:
•
• •
The ABS control unit J104 and the power steering control unit J500
• •
Airbag control unit J234 Battery monitor control unit J367
•
The engine control unit J623, which is the master for the hybrid electrical system and control unit in the dash panel insert J285 with the power meter and the electric power meter
Further adjustments were made in the: • •
Climatronic control unit J255 Entry and start authorisation control unit J518
Key
40
A37
DC/AC converter for drive motor
J503
G273
Interior monitoring sensor
J518
Entry and start authorisation control unit
G384
Vehicle inclination sender
J519
Onboard supply control unit
G397
Rain and light sensor
J533
Data bus diagnostic interface
H12
Alarm horn
J623
Engine control unit
J104
ABS control unit
J743
Mechatronic unit for dual clutch gearbox
J234
Airbag control unit
J840
Battery regulation control unit
J255
Climatronic control unit
J842
Control unit for air conditioning compressor
J285
Control unit in dash panel insert
JX1
Power and control electronics for electric drive
J362
Immobiliser control unit
R
Radio
J367
Battery monitor control unit
U31
Diagnostic connection
J500
Power steering control unit
Control unit with display for radio and navigation
Hybrid CAN bus
s525_062
Powertrain CAN bus
CAN instrument cluster data bus
Hybrid CAN bus
LIN data bus
CAN diagnostic data bus
CAN data bus line
Convenience CAN data bus
LIN data bus line
Infotainment CAN bus
41
Electrical system The installation locations J104 - ABS control unit R - radio
J500 - power steering control unit J234 - airbag control unit
V470 - electrical air conditioner compressor VX54 - three-phase current drive
Disengagement clutch K0 J623 - engine control unit
J743 - mechatronic unit for dual clutch gearbox
JX1 - power and control electronics for electric drive
J533 - data bus diagnostics interface
42
J518 - entry and start authorisation control unit
J255 - Climatronic control unit
J285 - control unit in dash panel insert
J840 - battery regulation control unit
J367 - battery monitor control unit
s525_073
12-volt battery
Key Basic vehicle components Components modified for the hybrid Hybrid components
43
Infotainment Dash panel insert The Jetta Hybrid is being offered with two dash panel inserts. The basic equipment version features a two-tone centre display and there is also an optional multi-colour centre display. Both variants are equipped with a multifunction display.
NO
14:02
D5
Electric motor
s525_063
Warning lamps in the dash panel insert The warning lamp warns about hybrid system malfunctions. In addition, a text display is shown.
NO
14:02
D5
Error: Hybrid system. Workshop!
s525_069
If the yellow warning lamp lights up, the driver should take the vehicle to the nearest specialist workshop immediately.
44
NO
14:02
D5
Error: Hybrid system. Park vehicle!
s525_070
If the red warning lamp lights up, the driver must stop the vehicle as soon as possible in a safe spot and contact a specialist workshop.
Power meter The power meter shows the power requested by the driver. If the indicator remains in the Eco range, then the vehicle is being moved efficiently and it is possible to drive electrically.
Range in which the combustion engine kicks in
Economic driving
Ready-to-drive/ready
Combustion engine 100%
Recuperation range (energy recovery) Electric/combustion engine parallel operation Not ready to drive (sleep mode)
s525_064 Coolant temperature display
Electric power meter The electric power meter shows the power available from the electric drive motor. The electric power meter allows the driver to depress the accelerator pedal only so far that the output of 20 kW is not exceeded. This allows the driver to prevent an unwanted start of the combustion engine.
NO
14:02
D5
Electric motor
S525_083 Electric power meter
45
Infotainment The radio and radio navigation systems The Jetta Hybrid is being offered with two different audio systems. • •
Radio system RCD 510 with colour display – standard equipment Radio navigation system RNS 315 – optional
RCD 510 radio system
s525_065
The RCD 510 features a new key assignment. The TP button has been replaced by the CAR menu button for the hybrid-specific displays. The sound system of the RCD 510 features 8 loudspeakers, digital radio reception DAB+, and also the multi-media socket “AUX-IN”. The innovative diversity aerial rounds off the aerial concept. Furthermore, the RDC 510 features a TFT touchscreen with the hybrid-specific energy flow display, an mp3 playback function and an internal 6-disc CD changer.
Radio navigation system RNS 315
s525_066
The radio navigation system RNS 315 has been modified to meet hybrid-specific requirements. Instead of a traffic button, it has the CAR button. The traffic information is now shown in the navigation menu.
46
Hybrid-specific displays The Car menu features two soft keys in the display, with the Hybrid soft key with the Zero Emission display and the energy flow display on the left side, and the soft key for driving data with the data from the multi-function display from start and long-term on the right side.
Hybrid soft key The Zero Emission display shows the user the percentage of time driven electrically. The display is updated once a minute. The blue area shows the percentage of time spent driving just in electric mode. The remaining black area, up to the 100% mark, shows the percentage of time spent driving conventionally with the combustion engine. Hybrid
Zero Emission
Driv. data s525_067
The energy flow display can be shown as a diagram in the dash panel insert using the electric power meter (see page 45) and in the radio display. This allows the customer to see the drive unit being used to currently power the vehicle.
Fully electric driving
Recuperation
Driving with the combustion engine
Electric motor
Hybrid
Power flow
Charge
Driv. data
Hybrid
Power flow
s525_068
Engine
Driv. data
Driv. data
S525_114
“Boost” driving with the combustion engine and electric drive motor
Engine
Power flow
Power flow
S525_113
Driving with the combustion engine and charging the highvoltage battery
Hybrid
Hybrid
Boost
Driv. data
S525_115
Hybrid
Power flow
Driv. data
S525_116
47
Heating and air conditioning The electric air conditioner compressor V470 The Jetta Hybrid features an electric air conditioner compressor. It is bolted onto the combustion engine and connected to the power electronics via a high-voltage line. The air conditioner compressor is supplied with 222 volts DC voltage.
Technical data Type
Scroll compressor
Nominal voltage
222 volts
Rotational speed
800 - 8600 rpm
Power consumption
Max. 6.2 kW
Operating temperature
–10 to +125 °C
Weight
Approx. 6.0 kg
Refrigerant
R134a
Refrigerant oil
ND8, 100 cm³
Communication
LIN bus
Electrical air conditioner compressor V470
S525_054
The air conditioning system in the Jetta Hybrid is a 2-zone Climatronic as standard, which guarantees that the battery ventilation can be controlled. Data measured for the interior temperature and the sunlight penetration are required for this. Regulation of partial air recirculation is still required. These functions can only be carried out by the fully-automatic Climatronic.
In the event of installation work on the air conditioner compressor, the high-voltage system must be de-energised by a Volkswagen high-voltage technician beforehand. For work on the refrigerant circuit for the air conditioning system, a certificate of expertise is required.
48
Design and function The DC voltage is converted into three-phase AC voltage in the control unit for the air conditioning compressor J842. This three-phase AC voltage supplies the electric motor which drives the compressor. The compressor operation is the same as a spiral or scroll compressor. The compressor speed regulates the amount of coolant pumped. The coolant also cools the compressor.
High-voltage connection
Low-voltage connection
s525_055 Compressor Electric motor Control unit for air conditioning compressor J842
Scroll compressor The compressor consists of a fixed and a rotating spiral which intermesh. The rotating spiral is driven by the electric motor via an eccentric motion, and moves on a circular path. This eccentric movement allows the spirals to form several, increasingly small chambers in which the coolant is compressed.
When the process begins, the gaseous coolant is drawn in on the outside of the spiral, and is trapped by the continuing rotation of the spirals. The eccentric movement of the rotating spirals compresses the coolant further and force it into the centre. It is discharged here under high pressure.
Intake
Trapping
Discharge
Compression S525_078
49
Heating and air conditioning system The electric air conditioner compressor V470 is activated by the Climatronic control unit J255 and is sent to the control unit for air conditioning compressor J842 via the LIN bus.
High voltage –
High voltage +
System circuit diagram
s525_059
Pilot line High-voltage line Convenience CAN bus line LIN data bus line
JX1
Power and control electronics for electric drive
J255
Climatronic control unit
J842
Control unit for air conditioning compressor
P3
High-voltage wire for electrical air conditioner compressor
V470
Electrical air conditioner compressor
Screening
Air conditioner compressor fuse S355 (40 A)
The voltage supply is protected by the air conditioner compressor fuse S355. This fuse is fitted in the power electronics unit and can be replaced.
s525_060 Power and control electronics for electric drive JX1
50
Auxiliary air heater element Z35 The auxiliary air heater element Z35 is installed in the rear air conditioning unit behind the heat exchanger for the water heating. It assists the water heating during a cold start. In electric driving mode, it is responsible for keeping the interior temperature at a constant level and switches on and off automatically. The request to switch the PTC heating and fresh air system on and off is generated by the Climatronic control unit J255 and is sent to the data bus diagnostic interface via the convenience CAN bus. From here, the request is forwarded to the engine control unit. The engine control unit then activates the PTC heating and fresh air system via a relay.
Heater element
Power supply
s525_071
Onboard supply connection
Activation conditions • • • •
The vehicle is ready to drive (terminal 50 active). Coolant temperature < 80 °C Outside temperature < 10 °C Heating required > 90%
The load management can affect the power used by the auxiliary air heating. Depending on the load on the 12volt onboard supply, the heater element operates with different heating outputs: • • •
Low heating output of 333 watts Medium heating output of 666 watts High heating output of 999 watts
51
Heating and air conditioning system Network plan
s525_072
CAN data bus interface/ LIN data bus
G17
Ambient temperature sensor
G62
Coolant temperature sensor
Powertrain CAN bus
J255
Climatronic control unit
Hybrid CAN bus
J285
Control unit in dash panel insert
Convenience CAN bus
J359
Low heat output relay
CAN instrument cluster data bus
J360
High heat output relay
CAN data bus line
J533
Data bus diagnostic interface
Actuator line
J623
Engine control unit
Sensor line
Z35
Auxiliary air heater element
Heating level 1 Heating level 2 Heating level 3
Activation of the heating levels of the auxiliary air heating Low heating output Medium heating output High heating output
52
activated via relay J359 activated via relay J360 activated via relay J359/J360
heating level 1 heating level 2/3 heating level 1/2/3
Service Information symbols 1. Maintenance There is no additional maintenance work for a high-voltage vehicle. The high-voltage system is low-maintenance. A visual inspection of the cables and components is adequate.
S525_084 2. Stored and stock vehicles Stored and stock vehicles require no particular measures for the highvoltage components.
S525_085 3. Welding work The high-voltage system does not have to be de-energised during welding work if there is enough space to access the high-voltage components.
S525_086 4. Drying chamber The high-voltage components do not have to be removed up to 60 °C and a maximum of 45 minutes.
S525_087 5. Air-conditioning servicing No de-energisation is required to extract and fill the coolant.
S525_088 6. Towing away The vehicle may only be towed for a maximum of 50 km and at a maximum speed of 50 km/h.
S525_089
Please observe the updates in ELSA (Electronic Service Information System).
53
Service Special tools Description
Tool
Usage
VAS 6649
Live voltage warning sign
Warning sign
S525_090 VAS 6650A
This must be affixed to vehicle, while de-energised, in a clearly visible location.
“Switching prohibited” warning sign
S525_091 VAS 6786
The warning sign is used to safeguard the working and storage area for the high-voltage battery.
High-voltage battery warning sign
s525_074 VAS 6558/A
It is used for the following tasks: • Measurement of de-energised state • Insulation resistance measurement • Potential equalisation measurement • Ohmic continuity test
High-voltage measuring module
S525_092
VAS 6558/9
The test adapter is required for the following measurements on the de-energised high-voltage system: • Insulation resistance measurement • Pilot line test • Electrical test of the air conditioner compressor
High-voltage test adapter
S525_098
54
Description
Tool
Usage
VAS 6565A
For charging the high-voltage battery
High-voltage diagnostic voltage support device
There are additional adapter cables: • VAS 6565/1 charging cable Touareg Hybrid • VAS 6565/2 charging cable Jetta Hybrid • VAS 6565/3 adapter for VAS 6565 S525_099
T10506
For connecting the high-voltage connections to the high-voltage battery
Closure caps
S525_093 T10513
Support for the removed highvoltage battery
Support
S525_096 T40155
For removal of the high-voltage battery
Retaining straps
S525_097 VAS 6762/10
For insulating the high-voltage cables when de-energising
End caps
S525_100
55
Test your knowledge Which answers are correct?
56
1.
What is the correct order of the rules when de-energising?
❒
a) Create de-energised state, check de-energised state, secure against re-activation
❒
b) Create de-energised state, check de-energised state, secure against re-activation, cover adjacent energised parts
❒
c) Create de-energised state, check de-energised state, secure against re-activation, cover neighbouring energised parts, earth vehicle
❒
d) Create de-energised state, secure against re-activation, check de-energised state, earth vehicle, cover neighbouring energised parts
2.
Which high-voltage safety functions are checked by the battery regulation control unit?
❒
a) Function of the potential equalisation lines, pilot line, insulation resistance monitoring system
❒
b) High-voltage protection shut-off, monitoring compliance with IP 67 on the components, battery cooling
❒
c) Pilot line, insulation resistance monitoring system, high-voltage protection shut-off
❒
d) Battery cooling, high-voltage protection shut-off, electrolyte level in the cells
3.
Which battery technology is installed in the Jetta Hybrid?
❒
a) Nickel metal hydride
❒
b) Nickel cadmium
❒
c) Hydrocarbon
❒
d) Lithium ion
4.
How is the high-voltage battery cooled?
❒
a) By an evaporator of its own
❒
b) By coolant G13
❒
c) By dry ice.
❒
d) By air from the vehicle interior
5.
How high is the rated voltage of the Jetta Hybrid high-voltage battery?
❒
a) 288 volt
❒
b) 324 volt
❒
c) 180 volt
❒
d) 222 volts
6.
What role does the DC/DC converter have?
❒
a) Charging the high-voltage battery
❒
b) Charging the 12-volt battery
❒
c) Converting DC voltage into AC voltage
❒
d) Converting AC voltage into DC voltage
57
Test your knowledge 7.
What does the power meter in the dash panel insert measure?
❒
a) The increase in voltage in the electric drive motor
❒
b) The increase in the rated current in the high-voltage battery
❒
c) The output of the positive electrodes
❒
d) The power required by the user
8.
Up to which vehicle speed can the electric driving mode be activated?
❒
a) 50 km/h
❒
b) 70 km/h
❒
c) 90 km/h
❒
d) 125 km/h
9.
How many Hybrid logos are on the vehicle exterior?
❒
a) none
❒
b) 2
❒
c) 4
❒
d) 5
Solution: 1. d); 2. c); 3. d); 4. d); 5. d); 6. b); 7. d); 8. b);9. c)
58
Notes
59
525
© VOLKSWAGEN AG, Wolfsburg All rights and rights to make technical alterations reserved. 000.2812.82.20 Technical status 07/2013 Volkswagen AG After Sales Qualification Service Training VSQ-2 Brieffach 1995 D-38436 Wolfsburg
❀ This paper was manufactured from pulp that was bleached without the use of chlorine.
