SSP 751 – Plug-in Hybrid Drives 2024

Technical status: 06.2024

INTERNAL
 Preface

This Self-study Programme looks at the design and function of the second-generation The internal combustion engine has been optimised and is now equipped with a turbocharger
plug-in hybrid (PHEV) and covers all brands. with variable turbocharger geometry. It fulfils the latest emission standards.
The advanced lithium-ion battery has a significantly improved energy density with a
The first generation was introduced in mid-2014 with a 1.4 l TSI engine delivering 110 comparable size. It can now be charged with up to 11 kW alternating current (AC) and also
kW and an electric range of approximately 50 km (measured according to the New using direct current (DC) for the first time in a plug-in hybrid electric vehicle.
European Driving Cycle – NEDC).
The new generation features an efficient 1.5 l TSI engine and enables an electric range We hope you find this book informative and recommend the online version for better
of over 100 km, calculated in accordance with the practice-oriented Worldwide readability.
Harmonised Light-Duty Vehicles Test Procedure (WLTP).

Important information

INTERNAL
 Preface

Notes on content

Self-study Programmes are used to teach users about the design

and function of new developments.
For current testing, adjustment and repair instructions, refer to the
relevant service literature.

The content will not be updated.

Legal note

The content of the Self-study Programmes is the property of

Volkswagen AG.
They may not be passed on to third parties without the permission
of Volkswagen AG or be otherwise misappropriated.

Important information

INTERNAL
 Table of contents

Table of contents

INTERNAL
 The 1.5 l TSI engine

The 1.5 l TSI engine EA211 EVO2

Technical features Technical data Torque and power diagram

The 1.5 l TSI engine EA211 EVO2 is used in the plug-in hybrid
(PHEV).
Other models with different output versions will follow. The
differences in power are achieved with the software.

Technical adaptations for the plug-in hybrid

− Close-coupled exhaust system adapted to the space

available
− Air filter and air duct system mounted on the engine to
save space
− Larger engine oil cooler due to higher engine output
− Compressor housing on turbocharger is cooled due to the
higher engine output
− Discontinuation of Active Cylinder Management ACT+
− Discontinuation of poly V-belt drive

General characteristics of the 1.5 l TSI engine You will find further information on this engine in Self-study Programme
no. 733 “The 1.5 l 110-kW TSI Engine EA211 EVO2”.

INTERNAL
 The 1.5 l TSI engine

The 1.5 l TSI engine EA211 EVO2

Technical features Technical data Torque and power diagram

The 1.5 l TSI engine EA211 EVO2 is used in the plug-in hybrid
(PHEV).
Other models with different output versions will follow. The
differences in power are achieved with the software.

General features
− Toothed belt drive
− Thermal management
− Variable inlet valve timing
(80° crank angle, basic setting in “retarded” position)
− Variable exhaust valve timing
(40° crank angle, basic setting in “advanced” position)
− Crankcase breather with active oil separator
− Infinitely variable oil pressure regulation
− Turbocharger with variable turbine geometry (VTG)
− Engine management system Bosch Motronic MG1
− Miller cycle
− Direct petrol injection with injection pressure of up to 350 bar

General characteristics of the 1.5 l TSI engine You will find further information on this engine in Self-study Programme
no. 733 “The 1.5 l 110-kW TSI Engine EA211 EVO2”.

INTERNAL
 The 1.5 l TSI engine

The 1.5 l TSI engine EA211 EVO2

Technical features Technical data Torque and power diagram

Engine code DUCC DUCB DUCA

Type 4-cylinder in-line engine
Displacement 1,498 cm³
Bore 74.5 mm
Stroke 85.9 mm
Valves per cylinder 4
Compression ratio 11.5:1
Maximum power 85 kW at 3,500 to 6,000 rpm 110 kW at 5,000 to 6,000 rpm 130 kW at 5,500 to 6,000 rpm
Maximum torque 250 Nm at 1,500 to 3,000 rpm 250 Nm at 1,500 to 4,000 rpm 250 Nm at 1,500 to 4,000 rpm

Engine management system Bosch Motronic MG1

Super unleaded RON 95
Fuel (Normal unleaded at RON 91 with slight reduction in performance)

Close-coupled three-way catalytic converter and petrol particulate filter,

one broadband lambda probe before and
Exhaust gas treatment one step-type lambda probe after the close-coupled three-way catalytic converter,
one three-way catalytic converter on the underbody

Emission code EU6 EA

INTERNAL
 The 1.5 l TSI engine

The 1.5 l TSI engine EA211 EVO2

Technical features Technical data Torque and power diagram

Engine code DUCB

− Maximum output:
110 kW at 5,000–6,000 rpm
− Maximum torque:
250 Nm at 1,500–4,000 rpm

Overall system engine code DUCB

− Maximum output:
150 kW at 4,500–6,500 rpm
− Maximum torque:
350 Nm at 850–4,000 rpm

Engine code DUCA

Engine code DUCC

INTERNAL
 The 1.5 l TSI engine

The 1.5 l TSI engine EA211 EVO2

Technical features Technical data Torque and power diagram

Engine code DUCA

− Maximum output:
130 kW at 5,500–6,000 rpm
− Maximum torque:
250 Nm at 1,500–4,000 rpm

Overall system engine code DUCA

− Maximum output:
200 kW at 5,000–6,500 rpm
− Maximum torque:
400 Nm at 850–4,750 rpm

Engine code DUCA

Engine code DUCC

INTERNAL
 The 1.5 l TSI engine

The 1.5 l TSI engine EA211 EVO2

Technical features Technical data Torque and power diagram

Engine code DUCC

− Maximum output:
85 kW at 3,500–6,000 rpm
− Maximum torque:
250 Nm at 1,500–3,000 rpm

Overall system engine code DUCC

− Maximum output:
110 kW at 4,500–6,000 rpm
− Maximum torque:
350 Nm at 850–4,000 rpm

Engine code DUCA

Engine code DUCC

INTERNAL
 The 1.5 l TSI engine

Gas-tight fuel tank

Hydrocarbons are vented from the fuel tank as a result of the fuel
being warmed (ambient and vehicle temperatures). In conventional
vehicles, the vented fuel vapour passes via a breather line and is 6
stored in the activated charcoal filter. It is then fed into the air intake
2
as required. Since this process is constantly repeated, there is no risk
of hydrocarbons being released into the environment.

3
A plug-in hybrid can also be driven with the electric drive over very
4
long periods. In this case, the vented fuel vapours are stored in the
activated charcoal filter until it is saturated. If it is not purged, it will 5
reach its storage capacity and hydrocarbons could be released into
the environment. A gas-tight, sealable fuel tank is used to prevent
this.
7

Fuel tank switch-off valve N288

Tank pressure sensor G400

Key

INTERNAL
 The 1.5 l TSI engine

Gas-tight fuel tank

Fuel tank switch-off valve N288

6
The fuel tank switch-off valve is closed when not energised. 2
When it is activated by the engine/motor control unit, it opens
the line from the fuel tank to the activated charcoal filter.
If the pressure in the fuel tank increases by 320 mbar or falls by
3
110 mbar compared with atmospheric pressure, the fuel tank
switch-off valve will mechanically open the path to the activated 4
charcoal filter. This prevents deformation of the fuel tank.
5

Fuel tank switch-off valve N288

Tank pressure sensor G400

Key

INTERNAL
 The 1.5 l TSI engine

Gas-tight fuel tank

Tank pressure sensor G400

6
The tank pressure sensor is mounted on the fuel delivery unit and 2
measures the pressure in the fuel tank.

4
5

Fuel tank switch-off valve N288

Tank pressure sensor G400

Key

INTERNAL
 The 1.5 l TSI engine

Gas-tight fuel tank

Key
6
1 Fuel tank switch-off valve N288 2
2 Activated charcoal filter
3 Fuel delivery unit GX1
4 Tank pressure sensor G400
3
5 Fuel tank
6 Duct from breather line to filler neck 4
7 Breather line
5

Fuel tank switch-off valve N288

Tank pressure sensor G400

Key

INTERNAL
 The 6-speed dual clutch gearbox 0DD – DQ400e evo

Technical data

The 6-speed dual clutch gearbox 0DD (DQ400e evo) takes care of power
transmission.

This dual clutch gearbox was developed specifically for hybrid vehicles.

6-speed dual clutch gearbox

Designation
0DD / DQ400e-6F evo

Manufacturer VW

Number of gears 6 forward gears and 1 reverse gear

Number of drive shafts 2 input shafts

Number of output shafts 2 output shafts

Number of clutches 3 wet clutches

Maximum torque 400 Nm

Total weight 114 kg including oil

Oil quantity Approximately 7.4 litres first fill

Oil change interval and quantity See ElsaPro

Drive shafts Inserted connection (splines)

INTERNAL
 The 6-speed dual clutch gearbox 0DD – DQ400e evo

Changes to the gearbox

The new evolution stage of the 0DD evo gearbox sees several changes compared
with the familiar 0DD gearbox.

The changes are described in more detail on the following pages:

− Freewheel for the first gear instead of synchromesh

− Cooling of the electric drive motor exclusively with gear oil
− Shape and installation position of the electrical connector for the electric
drive motor sensors

The design and function of the 6-speed dual clutch gearbox 0DD are described in
SSP 538 “The Dual Clutch Gearbox 0DD”.

INTERNAL
 The 6-speed dual clutch gearbox 0DD – DQ400e evo

Freewheel for first gear

The 0DD evo gearbox features a freewheel

function for first gear.
A complete synchromesh unit and the selector
fork could be omitted thanks to this measure.
This reduces the weight and the complexity of
the gearbox.

Please click the info point for

information on the design and
function.

INTERNAL
 The 6-speed dual clutch gearbox 0DD – DQ400e evo

Freewheel for first gear

Freewheel

Design:

The outer ring of the freewheel is connected to output shaft 1 by means of

splines. The contact surface of the shift gear wheel fits into the freewheel as an
internal part. The cylindrical clamping rollers and the springs are fitted
between the outer ring and the contact surface. The springs press the rollers
lightly between the outer ring and the contact surface.

How it works:

Clamping direction Output shaft 1

If the shift gear wheel for first gear is rotated and no gear is selected in the
gearbox, the speed of the shift gear wheel is higher than the speed of the
outer ring. As a result, the clamping rollers lock and the torque is transferred
from the shift gear wheel to output shaft 1. Shift gear wheel
running surface
Idling direction
If a gear is selected in the gearbox, the speed of the outer ring is always higher
than the speed of the shift gear wheel. The clamping rollers move towards the
springs and the freewheel is released. Torque is no longer transferred now. In Clamping roller
this state, the shift gear wheel rotates freely.

Outer ring Spring

Cage

INTERNAL
 The 6-speed dual clutch gearbox 0DD – DQ400e evo

Cooling of electric drive motor V141

6-speed dual clutch gearbox 0DD evo 6-speed dual clutch gearbox 0DD

Coolant connections
Gear oil cooler Gear oil cooler

The 0DD evo gearbox no longer has any coolant connections. The The electric drive motor for the 0DD gearbox is cooled by the vehicle coolant
electric drive motor is cooled exclusively by means of the gear oil. and gear oil. The gearbox has a gear oil cooler at the top.
A gear oil cooler is installed on the gearbox.

Click the info point for further information on the cooling system.

INTERNAL
 The 6-speed dual clutch gearbox 0DD – DQ400e evo

Cooling of electric drive motor V141

Cooling of electric drive motor V141 – 0DD evo gearbox

The electric drive motor rotor is actively cooled Gearbox oil filter
externally and internally by gear oil.

− Internally, oil reaches the rotor by the cooling oil

being flung from the three wet clutches.
− Externally, oil is sprayed via an additional cooling
Cooling oil line
oil line from the oil filter onto the rotor.

Wet clutches

Rotor

INTERNAL
 The 6-speed dual clutch gearbox 0DD – DQ400e evo

Electrical connector on the clutch housing

6-speed dual clutch gearbox 0DD evo 6-speed dual clutch gearbox 0DD

8-pole electrical connector 10-pole electrical connector

The 8-pole rectangular electrical connector is located at the top on the clutch The 10-pole round electrical connector is located next to the differential
housing. on the clutch housing.
The sender 1 for rotor position of the electric drive motor G713 and the drive Senders G713 and G712 are connected here. The electrical wires are
motor temperature sender G712 are connected here. The electrical wires come routed internally on this gearbox version.
from the clutch housing and are routed externally to the electrical connector.

INTERNAL
 The 6-speed dual clutch gearbox 0DD – DQ400e evo

Electrical connector on the clutch housing

6-speed dual clutch gearbox 0DD evo 6-speed dual clutch gearbox 0DD

10-pole electrical connector

Electrical connector

The 8-pole rectangular electrical connector is located at the top on the clutch The 10-pole round electrical connector is located next to the differential
housing. on the clutch housing.
The sender 1 for rotor position of the electric drive motor G713 and the drive Senders G713 and G712 are connected here. The electrical wires are
motor temperature sender G712 are connected here. The electrical wires come routed internally on this gearbox version.
from the clutch housing and are routed externally to the electrical connector.

INTERNAL
 High-voltage system

High-voltage components

The illustration shows the fitting locations of the high-voltage

High-voltage system diagram
components.

Air conditioner compressor Hybrid battery unit

VX81 AX1

Three-phase current drive High-voltage heater (PTC)

VX54 ZX17

Charging unit for high-voltage High-voltage wire

battery 1
AX4

Power and control electronics for

electric drive
JX1 DC charging cable

High-voltage battery charging

socket 1
UX4

INTERNAL
 High-voltage system

High-voltage components

The illustration shows the fitting locations of the high-voltage

High-voltage system diagram
components.

AX4

Two-core wire Single-core wire

UX4
Single-core
wire
JX1
AX1
Two-core
VX81 wire

Two-core
wire
VX54

ZX17
Single-core wire

DC charging is not available in all markets

INTERNAL
 High-voltage system

Connector and wiring system

High-voltage cables High-voltage connectors

Shielding

The high-voltage wires are generally provided with shielding. The metal braiding
This consists of a fine metal braiding that is permanently connected to the − shields high-frequency voltage content in the high-voltage cables and thus contributes
vehicle earth. to compliance with EMC requirements (electromagnetic compatibility).
− serves the safety of the high-voltage system as it allows insulation resistance faults to
be detected if any damage occurs to the high-voltage wires.

Single-core high-voltage wire (for example, the DC charging cable) Two-core high-voltage wire (for example, to the air conditioner compressor VX81)

Inner insulation High-voltage positive with insulation

Outer insulation Inner insulation
Outer insulation

Shielding
Shielding

High-voltage potential
High-voltage negative with insulation

INTERNAL
 High-voltage system

High-voltage cables High-voltage connectors

Different electrical connectors are used in the high-voltage system depending on the Use the arrows to navigate through the carousel.
respective installation situation.

They need to have a double locking device or may only be removable with tools. All
connections generally fulfil the contact protection in accordance with IPxxB when
disconnected.

The high-voltage system fuse 3 S353 is located in the electrical connector on the power
and control electronics for electric drive JX1. It can only be replaced along with the high-
voltage wire.

Key:

1 = High-voltage positive

2 = High-voltage negative

3 = Shielding

4 = Primary locking device

5 = Secondary locking device

Electrical connector on air conditioner compressor VX81
6 = Pilot line and high-voltage heater (PTC) ZX17

INTERNAL
 High-voltage system

High-voltage cables High-voltage connectors

Different electrical connectors are used in the high-voltage system depending on the Use the arrows to navigate through the carousel.
respective installation situation.

They need to have a double locking device or may only be removable with tools. All
connections generally fulfil the contact protection in accordance with IPxxB when
disconnected.

The high-voltage system fuse 3 S353 is located in the electrical connector on the power
and control electronics for electric drive JX1. It can only be replaced along with the high-
voltage wire.

Key:

1 = High-voltage positive

2 = High-voltage negative

3 = Shielding

4 = Primary locking device

5 = Secondary locking device

Electrical connector on charging unit for high-voltage battery 1 AX4
6 = Pilot line

INTERNAL
 High-voltage system

High-voltage cables High-voltage connectors

Different electrical connectors are used in the high-voltage system depending on the Use the arrows to navigate through the carousel.
respective installation situation.

They need to have a double locking device or may only be removable with tools. All
connections generally fulfil the contact protection in accordance with IPxxB when
disconnected.

The high-voltage system fuse 3 S353 is located in the electrical connector on the power
and control electronics for electric drive JX1. It can only be replaced along with the high-
voltage wire.

Key:

1 = High-voltage positive

2 = High-voltage negative

3 = Shielding

4 = Primary locking device

5 = Secondary locking device

Electrical connector on the
6 = Pilot line power and control electronics for electric drive JX1

INTERNAL
 High-voltage system

High-voltage cables High-voltage connectors

Different electrical connectors are used in the high-voltage system depending on the Use the arrows to navigate through the carousel.
respective installation situation.

They need to have a double locking device or may only be removable with tools. All
connections generally fulfil the contact protection in accordance with IPxxB when
disconnected.

The high-voltage system fuse 3 S353 is located in the electrical connector on the power
and control electronics for electric drive JX1. It can only be replaced along with the high-
voltage wire.

Key:

1 = High-voltage positive

2 = High-voltage negative

3 = Shielding

4 = Primary locking device

5 = Secondary locking device

Plug contacts on the
6 = Pilot line power and control electronics for electric drive JX1

INTERNAL
 High-voltage system

High-voltage cables High-voltage connectors

Different electrical connectors are used in the high-voltage system depending on the Use the arrows to navigate through the carousel.
respective installation situation.

They need to have a double locking device or may only be removable with tools. All
connections generally fulfil the contact protection in accordance with IPxxB when
disconnected.

The high-voltage system fuse 3 S353 is located in the electrical connector on the power
and control electronics for electric drive JX1. It can only be replaced along with the high-
voltage wire.

Key:

1 = High-voltage positive

2 = High-voltage negative

3 = Shielding

4 = Primary locking device

5 = Secondary locking device

Electrical connector on the hybrid battery unit AX1
6 = Pilot line

INTERNAL
 High-voltage system

Hybrid battery unit AX1: overview

The hybrid battery unit is located on the underbody in front of the rear axle. Its
task is to store and supply electrical energy for the high-voltage system.

It consists of
− The switching unit for high-voltage battery SX6
− The battery regulation control unit J840
− The module monitor control unit for batteries J497
− The battery modules J991–J994
− The battery housing
− The heat sink

Technical data

Cell technology Lithium-ion

20.5 kWh net
Battery energy content
25.7 kWh gross
Capacity 72.9 kWh
Nominal voltage of battery 352 V
Number of battery cells 96 (96S1P)
Nominal voltage of battery modules 88 V
Number of battery modules 4 (24S1P)
Thermal management via coolant circuit Caution! Dangerous electrical voltage!
Operating range -28°C to +60°C The battery module voltage is
always above 60 V DC in operation-ready state.
Weight 171 kg
IP degrees of protection IP6K9K / IP6K6K

INTERNAL
 High-voltage system

Hybrid battery unit AX1: design

View from above View from below Design

To JX1 Onboard supply connection

DC charging connection Switching unit for high-voltage

battery SX6

Pressure valve Flow-drill screws

Upper part of battery housing

JX1 = power and control electronics for electric drive

INTERNAL
 High-voltage system

Hybrid battery unit AX1: design

View from above View from below Design

To JX1 Onboard supply connection

DC charging connection Switching unit for high-voltage

battery SX6

Pressure valve Flow-drill screws

The pressure valve enables

pressure equalisation between
the inside of the battery and
the environment. An integrated
diaphragm prevents moisture
getting into the battery.

JX1 = power and control electronics for electric drive

INTERNAL
 High-voltage system

Hybrid battery unit AX1: design

View from above View from below Design

To JX1 Onboard supply connection

DC charging connection Switching unit for high-voltage

battery SX6

Pressure valve Flow-drill screws

Upper part of battery housing In the flow-drill method, the

screw is screwed into the
workpiece at high speed and
pressure. This softens the
workpiece. A bore hole with
thread adapted to the screw is
formed.

JX1 = power and control electronics for electric drive

INTERNAL
 High-voltage system

Hybrid battery unit AX1: design

View from above View from below Design

Coolant outlet Base

Coolant inlet Pressure relief valves

G899

G898

G898 = coolant temperature sender 1 for high-voltage battery

G899 = coolant temperature sender 2 for high-voltage battery

INTERNAL
 High-voltage system

Hybrid battery unit AX1: design

View from above View from below Design

Coolant outlet Base

Coolant inlet Pressure relief valves

G899 When there is a thermal

event in the battery, the
pressure relief valves lead the
G898 gases produced downwards
out of the battery.

G898 = coolant temperature sender 1 for high-voltage battery

G899 = coolant temperature sender 2 for high-voltage battery

INTERNAL
 High-voltage system

Hybrid battery unit AX1: design

View from above View from below Design

The illustration shows the components of the

hybrid battery unit AX1.

The upper part of the battery housing The switching unit for high-voltage battery SX6
is made from aluminium sheet. is bolted to the upper part of the battery
It is sealed with the frame using hot melt butyl housing and the frame.
at the factory.

The module monitor control unit for batteries The module monitor control unit for batteries
J497 is located inside the frame and can be J497, the connecting wires and the plug-in
replaced separately. connector for the switching unit are fitted in the
frame.

24 battery cells (24S1P) and two temperature All high-voltage connectors in the hybrid battery
sensors are installed in each battery module. unit fulfil the requirements for contact
The cell voltages and temperatures are protection.
monitored by J497.

The frame forms the supporting structure for the The cooling unit forms a unit with the housing
hybrid battery unit. The battery modules, the base. The battery modules are connected via a
cooling unit and the other housing parts are thermal conductive film to the cooling unit.
bolted inside it.

The base part protects the cooling unit against The high-voltage battery skid plate is bolted to
mechanical damage. the base part. It protects the whole battery
against damage from solid particles.

INTERNAL
 High-voltage system

Hybrid battery unit AX1: function

SX6 J840 J497

The switching unit for high-voltage battery SX6 contains

sensors and actuators for monitoring and controlling the
high-voltage battery. It is controlled by the battery regulation
control unit J840.

Battery regulation control unit J840

High-voltage system fuse 1 S350

Current sensor for high-voltage battery G848

Power contactors for high-voltage battery

Charging contactors for direct current

Control and monitoring of the contactors

Onboard supply connection

INTERNAL
 High-voltage system

Hybrid battery unit AX1: function

SX6 J840 J497

Battery regulation control unit J840

This component is located in the switching unit and

controls all functions of the hybrid battery unit.
You will find detailed information on the tab J840.

J840

INTERNAL
 High-voltage system

Hybrid battery unit AX1: function

SX6 J840 J497

High-voltage system fuse 1 S350

This fuse protects the high-voltage system against high

current flows in case of a short circuit. It is tripped
pyrotechnically.
Upon tripping, the high-voltage system is deactivated
irreversibly. The switching unit needs to be replaced to
S350
restart operation.

Tripping due to excess current being detected:

If a critical rise in the current flow is detected via the
current sensor for high-voltage battery G848, the fuse is
tripped by the battery regulation control unit J840. This
helps prevent an arcing fault.

Tripping by airbag control unit J234:

If a pyrotechnical restraint system in the vehicle is
triggered, the battery regulation control unit receives this
information via the hybrid CAN bus and additionally via a
discrete signal wire from the airbag control unit.
The fuse is tripped in this case without further evaluation
by the J840.

INTERNAL
 High-voltage system

Hybrid battery unit AX1: function

SX6 J840 J497

Current sensor for high-voltage battery G848

The current sensor measures the current flow in the high-

voltage system for each charging and discharging process
by the hybrid battery unit AX1.
This data is used to measure the energy quantity during
charging and discharging.

If a critical rise in the current flow is detected by the

current sensor, the battery regulation control unit J840
opens the power contactors and, if necessary, trips the
high-voltage system fuse 1 S350. G848

INTERNAL
 High-voltage system

Hybrid battery unit AX1: function

SX6 J840 J497

Power contactors for high-voltage battery

The battery regulation control unit J840 activates or J1058

deactivates the vehicle high-voltage system via the power
contactors.

The high-voltage battery power contactor 1 J1057

switches high-voltage positive. J1057
The high-voltage battery power contactor 2 J1058
switches high-voltage negative.

To JX1

To J991–J994

INTERNAL
 High-voltage system

Hybrid battery unit AX1: function

SX6 J840 J497

Charge contactors for direct current

If the vehicle is charged with a direct current (DC), the J1053

charge contactors are activated by the battery regulation
control unit J840. They then connect the high-voltage
battery charging socket 1 UX4 to the high-voltage
potentials of the hybrid battery unit.
J1057
The DC charge contactor 1 J1052 switches high-voltage
positive.
The DC charge contactor 2 J1053 switches high-voltage
negative. To UX4

INTERNAL
 High-voltage system

Hybrid battery unit AX1: function

SX6 J840 J497

Control and monitoring of the contactors

Each power and charge contactor is separately activated

by the battery regulation control unit J840.
There are voltage tap-offs before and after each
contactor. The function is monitored in this way and a
possible welding of the switch contacts can be detected.
Contacts on the contactors

INTERNAL
 High-voltage system

Hybrid battery unit AX1: function

SX6 J840 J497

Onboard supply connection

The hybrid battery unit AX1 is connected to the other

vehicle systems via the 32-pole electrical connector.
It contains these connections:
− Terminal 30
− Terminal 31
− Terminal 30C
− Pilot line
− Hybrid CAN bus
− Crash signal from airbag control unit J234
− Activation of coolant pump for high-voltage
battery V590 Onboard supply connection
− Signal wire for coolant temperature sender 1 for
high-voltage battery G898
− Signal wire for coolant temperature sender 2 for
high-voltage battery G899
− Activation of coolant valve for high-voltage battery
N688

INTERNAL
 High-voltage system

Hybrid battery unit AX1: function

SX6 J840 J497

The battery regulation control unit J840 is also installed in G898 N688
the switching unit for high-voltage battery SX6.
Its tasks are:
− Communication with the vehicle systems via the hybrid
CAN bus
− Monitoring and control of all functions of the hybrid G899 J840
battery unit AX1 Hybrid CAN V590
− Temperature regulation for the hybrid battery unit AX1 Terminal 30
− Communication with the module monitor control unit for
Terminal 31
batteries J497 via a private CAN bus
Terminal 30c
− Monitoring the pilot line
− Tripping the high-voltage system fuse 1 S350 when excess Pilot line
current is detected or a crash signal is sent by the airbag
control unit J234 J234
− Monitoring and control of all functions of the switching
unit for high-voltage battery SX6
J497

Key:
G898 Coolant temperature sender 1 for high-voltage battery SX6
G899 Coolant temperature sender 2 for high-voltage battery
J234 Airbag control unit
J497 Module monitor control unit for batteries
N688 Coolant valve for high-voltage battery
SX6 Switching unit for high-voltage battery
V590 Coolant pump for high-voltage battery

INTERNAL
 High-voltage system

Hybrid battery unit AX1: function

SX6 J840 J497

The module monitor control unit for batteries J497 is located on the frame in the hybrid battery unit.
The temperature sender in the battery modules and all battery cells are connected to the control unit.

Its tasks are:

− Charge state monitoring of the battery cells
− Temperature monitoring of battery modules
− Balancing of the cell voltages (cell balancing)

Cell balancing

V V V V
Key:
J991 Battery module 1
J992 Battery module 2
J993 Battery module 3 °C °C °C °C
J994 Battery module 4

INTERNAL
 High-voltage system

Hybrid battery unit AX1: function

SX6 J840 J497

Cell balancing

Cell balancing has the task of balancing voltage differences between

the individual battery cells.
These differences occur to a small extent during each charging and
discharging process.

100%
Why is cell balancing used? <100%

The charging process ends when the first battery cell reaches the
maximum permitted voltage (charging end voltage).
The discharging process ends when the first battery cell reaches the
minimum permitted voltage.

The lower the cell voltage difference is, the greater the range of the
vehicle.

How is cell balancing used?

Due to the existing voltage tap-offs, the control unit has a separate, switchable circuit with discharge resistor for each battery cell. If it is closed, the connected battery cell is discharged.

At the end of the hybrid battery unit charging process, the control unit closes the circuits of the maximum charged battery cells to discharge them to the level of the minimum charged
battery cells. Voltage balancing between the individual battery cells is not carried out.
The cell voltage differences are in the lower mV range. As a result, only a minimal current flows during the cell balancing.

INTERNAL
 High-voltage system

Three-phase current drive VX54: overview

The electric drive uses a permanent-magnet synchronous motor. It is located in

the clutch housing of the 6-speed dual clutch gearbox DQ400e evo.

It can drive the vehicle alone or together with the combustion engine and
recover electrical energy in overrun mode by means of recuperation.

The electric drive also takes care of the tasks of the starter and alternator.

Maximum power 85 kW at 2,500–4,500 rpm

Maximum torque 330 Nm at 0–2,250 rpm

Continuous output (30 min) 55 kW at 4,000 rpm

Maximum speed 7,000 rpm

INTERNAL
 High-voltage system

Three-phase current drive VX54: design

Design Function

High-voltage cables

Phase connections U, V and W

Gear oil cooler

Drive motor temperature sender

G712
Drive motor rotor position sender 1 G713

Stator

Rotor

Electric drive motor V141

Cooling of the electric drive motor

INTERNAL
 High-voltage system

Three-phase current drive VX54: design

Design Function

The electric drive motor V141 consists of the rotor and the stator.

The rotor laminations amplify the magnetic field of the integrated permanent magnets. The magnets are arranged so that the magnetic field is steered in a controlled manner
in the direction of the stator.
24 coils are built into the stator that are activated by the three phases U, V and W. The stator laminations amplify the magnetic field of the coils.

Permanent magnets
Phase connections
U, V and W

Stator coils

Rotor carrier
with sender wheel

Rotor laminations

Stator laminations

INTERNAL
 High-voltage system

Three-phase current drive VX54: design

Design Function

The electric drive motor V141 is cooled

exclusively by the gear oil. Gear oil cooler

The gear oil passes through the oil cooling

line to the front of the rotor. It is sprayed Oil filter flange
onto the input shaft bearing and the rotor.
In vehicle operation, the stator is cooled by
oil flung from the rotor. Stator

Cooling oil line

Oil mist

Sender wheel

Input shaft

Input shaft bearing

Rotor

Oil sump

INTERNAL
 High-voltage system

Three-phase current drive VX54: design

Design Function

The stator has 24 coils.

Each of the eight stator coils are connected in parallel to the
phases U, V and W.
They generate a magnetic field as soon as a voltage is Phase connections
applied. The strength of the magnetic field depends on the
current supplied.

The rotor is fitted with permanent magnets.

Their magnetic fields interact with the magnetic fields of the Rotor
stator coils.
Permanent magnet
As a general rule:
• The higher the current, the higher the output and torque of Magnetic field
the drive.
• The higher the frequency, the higher the speed of the rotor.
Coil phase W

Coil phase U

Coil phase V

Stator

How the electric drive motor works

The diagram has been greatly simplified for clarity.

INTERNAL
 High-voltage system

Three-phase current drive VX54: design

Design Function

The alternating voltages on the phase connections U, V

and W are phased shifted by 120°. As a result, the
strength of the magnetic fields produced by the stator
coils is increased and decreased with time delays. This
can be seen in the rising and falling magnetic field lines.
A rotating magnetic field is produced.

The rotor follows this magnetic field due to the mutual

attraction/repelling.

The animation shows the activation of the coils and their

magnetic fields.

The diagram has been greatly simplified for clarity.

INTERNAL
 High-voltage system

Electric drive motor senders

Design Function

The rotor position sender 1 for drive motor G713 determines

the position and speed of the rotor. Coils are arranged in the Connection to the electric drive control unit
sender for this purpose. They detect the position of the sender J841
wheel that is fixed to the rotor.
This rotor position is required to calculate the exact activation
of the stator magnetic field.

The drive motor temperature sender G712 measures the

temperature in the stator. It is permanently installed in the
stator and cannot be replaced separately.

Both senders transmit their signals to the electric drive control Rotor sender wheel
unit J841 in the power and control electronics for electric drive
JX1.
Connection to
drive motor temperature sender
G712

Drive motor rotor position sender 1

G713

INTERNAL
 High-voltage system

Electric drive motor senders

Design Function

The drive motor rotor position sender 1 G713 works

according to the resolver principle.

The exciter winding (red) is supplied with an alternating

voltage. The resulting magnetic field is influenced by the
contour of the sender wheel.
These changes are detected by the sensor windings, sine
(green) and cosine (blue). The arrangement of the sensor
coils causes a phase shift between the signals when the
sender wheel passes the sender.
This allows the speed and direction of rotation of the rotor
to be determined.

The drive motor temperature sender G712 is an NTC sensor

and is located between the stator coils to improve
temperature detection. The electric drive motor is no longer
activated at temperatures above approximately 150°C.

When the signal from one of the sensors fails, the electric
drive motor is no longer activated.

INTERNAL
 High-voltage system

Electric drive motor senders

Design Function

The electric drive control unit J841 in the power Pin assignment:
and control electronics for electric drive JX1
Pin 1 Sine-wave signal (+)
evaluates the signals.
Pin 2 Supply voltage for exciter winding
In the measured values, you can read out the Pin 3 Cosine-wave signal (+)
following values: Pin 4 Temperature sender (+)
− Rotor position Pin 5 Sine-wave signal (-)
− Speed
Pin 6 Supply voltage for exciter winding
− Direction of rotation
− Temperature of electric drive motor Pin 7 Cosine-wave signal (-)
Pin 8 Temperature sender (-)

The raw measured values of the individual

senders are also displayed.

The drive motor rotor position sender 1 G713 is

supplied with a 7-volt alternating voltage:

+7V

0V

-7V

INTERNAL
 High-voltage system

Electric drive motor senders

Design Function

NTC thermistor:

The abbreviation NTC stands for negative temperature The illustration shows the connector for the drive
coefficient. motor temperature sender G712.

As the temperature increases, the resistance of the The actual sensor (NTC thermistor) is permanently
sensor decreases. The higher the temperature, the installed in the stator for optimum temperature
better it conducts the electrical current. measurement.
It cannot be replaced individually.

°C
INTERNAL
 High-voltage system

Electric drive motor senders

Design Function

Exciter winding The sender wheel rotates clockwise in the example shown.

The phase shift between the sine-wave and cosine-wave signal directly
shows the direction of rotation and the speed of the sender wheel, and
therefore of the rotor.

The exact position of the rotor is determined by the increased signal

Sine-wave sensor winding amplitude.

Cosine-wave sensor winding

Phase shift

INTERNAL
 High-voltage system

Power and control electronics for electric drive JX1: overview

The power electronics convert the torque requirement of the engine/motor

control unit into the activation signals for the three-phase current drive.
It generates a three-phase alternating voltage for the phases U, V and W from
the high direct voltage of the hybrid battery unit.

During energy recuperation, the three-phase alternating voltage generated by

the three-phase current drive is converted into a high direct voltage for storage
in the hybrid battery unit.

The power electronics supply the onboard supply with energy and charge the
12-V vehicle battery when the high-voltage system is active.

Voltage range 210–430 V

Max. current of high-voltage system 460 A, 180 A constant

Max. current of onboard supply 270 A, 210 A constant

Activation frequency of IGBT 9 kHz

IP degrees of protection IP6K9K / IP6K6K

INTERNAL
 High-voltage system

Power and control electronics for electric drive JX1: design

Design Function

The power electronics consist of several individual

components. To hybrid battery unit To charging unit Phase connections
These include:
− Electric drive control unit J841
− DC/AC converter for drive motor A37
− Intermediate circuit capacitor 1 C25
− Voltage converter A19
All the high-voltage system connections have protection
against accidental contact.
The power electronics can only be replaced as a complete
component.

Onboard supply connection

Electric drive control unit J841 Coolant inlet

High-voltage potentials in JX1 Coolant outlet

Pilot line in JX1 Connection B+

Voltage converter A19 and EMC filter

Cooling system
INTERNAL
 High-voltage system

Power and control electronics for electric drive JX1: design

Design Function

The electric drive control unit J841 is permanently

installed in the power electronics.

Its main tasks are monitoring and controlling the three-

phase current drive. The PWM signals for activating the
DC/AC converter for drive motor A37 are calculated from
the torque requirement of the engine/motor control unit
for this purpose.

It is connected to the powertrain CAN bus and has an Activation A37

additional private CAN bus for the mechatronic unit for
dual clutch gearbox J743.
Onboard supply connection

Electric drive control unit

J841

INTERNAL
 High-voltage system

Power and control electronics for electric drive JX1: design

Design Function

In the power electronics, the high-voltage potentials HV

positive and HV negative from the hybrid battery unit HV negative HV positive Phases U, V and W
AX1 are directly connected to the intermediate circuit
capacitor 1 C25 and the connector for the charging unit
for high-voltage battery 1 AX4.

The intermediate circuit capacitor 1 C25 filters possible

interference content in the supplied high voltage and
very quickly compensates voltage drops.
It is charged each time the high-voltage system is
activated and needs to be discharged upon
deactivation.

In the DC/AC converter for drive motor A37, the IGBTs

(insulated-gate bipolar transistor) convert the direct
voltage into a three-phase alternating voltage for
powering the three-phase current drive VX54 in driving
operation.
During energy recuperation, they generate a direct
voltage from the alternating voltages to charge the
Intermediate circuit capacitor 1
hybrid battery unit AX1.
C25

DC/AC converter for drive motor A37

Move the mouse over the individual terms to highlight them.

INTERNAL
 High-voltage system

Power and control electronics for electric drive JX1: design

Design Function

In the power electronics, the high-voltage potentials HV

positive and HV negative from the hybrid battery unit HV negative
AX1 are directly connected to the intermediate circuit
capacitor 1 C25 and the connector for the charging unit
for high-voltage battery 1 AX4.

The intermediate circuit capacitor 1 C25 filters possible

interference content in the supplied high voltage and
very quickly compensates voltage drops.
It is charged each time the high-voltage system is
activated and needs to be discharged upon
deactivation.

In the DC/AC converter for drive motor A37, the IGBTs

(insulated-gate bipolar transistor) convert the direct
voltage into a three-phase alternating voltage for
powering the three-phase current drive VX54 in driving
operation.
During energy recuperation, they generate a direct
voltage from the alternating voltages to charge the
hybrid battery unit AX1.

Move the mouse over the individual terms to highlight them.

INTERNAL
 High-voltage system

Power and control electronics for electric drive JX1: design

Design Function

In the power electronics, the high-voltage potentials HV

positive and HV negative from the hybrid battery unit HV positive
AX1 are directly connected to the intermediate circuit
capacitor 1 C25 and the connector for the charging unit
for high-voltage battery 1 AX4.

The intermediate circuit capacitor 1 C25 filters possible

interference content in the supplied high voltage and
very quickly compensates voltage drops.
It is charged each time the high-voltage system is
activated and needs to be discharged upon
deactivation.

In the DC/AC converter for drive motor A37, the IGBTs

(insulated-gate bipolar transistor) convert the direct
voltage into a three-phase alternating voltage for
powering the three-phase current drive VX54 in driving
operation.
During energy recuperation, they generate a direct
voltage from the alternating voltages to charge the
hybrid battery unit AX1.

Move the mouse over the individual terms to highlight them.

INTERNAL
 High-voltage system

Power and control electronics for electric drive JX1: design

Design Function

In the power electronics, the high-voltage potentials HV

positive and HV negative from the hybrid battery unit Phases U, V and W
AX1 are directly connected to the intermediate circuit
capacitor 1 C25 and the connector for the charging unit
for high-voltage battery 1 AX4.

The intermediate circuit capacitor 1 C25 filters possible

interference content in the supplied high voltage and
very quickly compensates voltage drops.
It is charged each time the high-voltage system is
activated and needs to be discharged upon
deactivation.

In the DC/AC converter for drive motor A37, the IGBTs

(insulated-gate bipolar transistor) convert the direct
voltage into a three-phase alternating voltage for
powering the three-phase current drive VX54 in driving
operation.
During energy recuperation, they generate a direct
voltage from the alternating voltages to charge the
hybrid battery unit AX1.

Move the mouse over the individual terms to highlight them.

INTERNAL
 High-voltage system

Power and control electronics for electric drive JX1: design

Design Function

In the power electronics, the high-voltage potentials HV

positive and HV negative from the hybrid battery unit
AX1 are directly connected to the intermediate circuit
capacitor 1 C25 and the connector for the charging unit
for high-voltage battery 1 AX4.

The intermediate circuit capacitor 1 C25 filters possible

interference content in the supplied high voltage and
very quickly compensates voltage drops.
It is charged each time the high-voltage system is
activated and needs to be discharged upon
deactivation.

In the DC/AC converter for drive motor A37, the IGBTs

(insulated-gate bipolar transistor) convert the direct
voltage into a three-phase alternating voltage for
powering the three-phase current drive VX54 in driving
operation.
During energy recuperation, they generate a direct
voltage from the alternating voltages to charge the
Intermediate circuit capacitor 1
hybrid battery unit AX1.
C25

Move the mouse over the individual terms to highlight them.

INTERNAL
 High-voltage system

Power and control electronics for electric drive JX1: design

Design Function

In the power electronics, the high-voltage potentials HV

positive and HV negative from the hybrid battery unit
AX1 are directly connected to the intermediate circuit
capacitor 1 C25 and the connector for the charging unit
for high-voltage battery 1 AX4.

The intermediate circuit capacitor 1 C25 filters possible

interference content in the supplied high voltage and
very quickly compensates voltage drops.
It is charged each time the high-voltage system is
activated and needs to be discharged upon
deactivation.

In the DC/AC converter for drive motor A37, the IGBTs

(insulated-gate bipolar transistor) convert the direct
voltage into a three-phase alternating voltage for
powering the three-phase current drive VX54 in driving
operation.
During energy recuperation, they generate a direct
voltage from the alternating voltages to charge the
hybrid battery unit AX1.

DC/AC converter for drive motor A37

Move the mouse over the individual terms to highlight them.

INTERNAL
 High-voltage system

Power and control electronics for electric drive JX1: design

Design Function

The connections to the hybrid battery unit and the phase

connections are part of the pilot line.
They have electrically conductive contacts that are closed
by the connected high-voltage lines. If all high-voltage
wires are connected, the pilot line is closed.

The pilot line is relayed by the electric drive control unit

J841 and is supplied to the other connected high-voltage
components from the power electronics.

Pilot line contacts

of the high-voltage positive and Pilot line contacts of the
high-voltage negative connections phase connections

Pilot line connection

on J841

INTERNAL
 High-voltage system

Power and control electronics for electric drive JX1: design

Design Function

A filter is installed in the power electronics to meet the

legal requirements for electromagnetic compatibility
(EMC).
To avoid adverse effects for persons and electrical
systems, coils and condensers are fitted that filter the
high-frequency disturbing pulses from the direct voltage
signal of the high-voltage system.

The voltage converter A19 is connected via the hybrid

CAN bus to the vehicle systems. EMC filter
It transforms the voltage of the high-voltage system into
the voltage required to supply the onboard supply. This is
supplied at connection B+.
Both electrical circuits are galvanically isolated from each
other. There is no electrical conductive connection
between the high-voltage potential and the onboard
supply.

Connection B+

Voltage converter A19

INTERNAL
 High-voltage system

Power and control electronics for electric drive JX1: design

Design Function

The power electronics are incorporated into the coolant

circuit of the hybrid battery unit.
The effective surface in the heat sink has been enlarged
for better heat dissipation in the areas with the highest
thermal loading.

These areas include the fitting locations of the

intermediate circuit capacitor 1 C25 and the DC/AC
converter for drive motor A37.

Fitting location of C25

Coolant inlet

Coolant outlet

Fitting location of A37

Heat sink

INTERNAL
 High-voltage system

Power and control electronics for electric drive JX1: design

Design Function

The adjacent diagram shows the electrical circuit in the

power electronics as an example.

DC/AC conversion for vehicle operation

AC/DC conversion for energy recuperation

Powering the onboard supply

Charging the intermediate circuit capacitor 1 C25

Active discharging

Passive discharging

Freewheel function

Active short circuit Key

INTERNAL
 High-voltage system

Power and control electronics for electric drive JX1: design

Design Function

1 2 3
Key:

1 High-voltage system connections for the hybrid battery unit AX1

2 High-voltage system connections to the charging unit 1 for high-voltage battery AX4

3 Phase connections for three-phase current drive VX54

4 Intermediate circuit capacitor 1 C25 4 5

5 Discharge resistors for intermediate circuit capacitor 1 C25

6 DC/AC converter for drive motor A37 6

7 Electric drive control unit J841 7

8 Voltage converter A19

8
9
9 Connection B+

INTERNAL
 High-voltage system

Power and control electronics for electric drive JX1: design

Design Function

To AX1 To AX4 Phases U, V and W

DC/AC conversion for vehicle operation

The DC/AC converter for drive motor A37 is activated by the electric
drive control unit J841. The IGBTs (insulated-gate bipolar transistor)
installed in the DC/AC converter convert the direct voltage into a
three-phase alternating voltage that has a regulated frequency and
amplitude.
The IGBT on high-voltage positive produces the positive half-wave. C25
The IGBT on high-voltage negative produces the negative half-wave.

The intermediate circuit capacitor 1 C25 keeps the supplied direct

voltage constant and smooths any voltage peaks that occur.
A37

INTERNAL
 High-voltage system

Power and control electronics for electric drive JX1: design

Design Function

To AX1 To AX4 Phases U, V and W

AC/DC conversion for energy recuperation

The power electronics convert the alternating voltage generated by

the three-phase current drive into a direct voltage for charging the
hybrid battery unit.

The DC/AC converter for drive motor A37 is activated by the electric
drive control unit J841 according to the rotor speed. C25

The intermediate circuit capacitor 1 C25 keeps the supplied direct

voltage constant and smooths any voltage peaks that occur.

A37

INTERNAL
 High-voltage system

Power and control electronics for electric drive JX1: design

Design Function

To AX1 To AX4
Powering the onboard supply

The power electronics supply the onboard supply with energy when
the high-voltage system is active. The supplied high direct voltage
needs to be transformed to a level for charging the 12-V vehicle
battery and for operating the 12-V components.
This task is performed by the voltage converter A19.
C25
− The high direct voltage is converted into a square-wave voltage by
switching transistors (high-voltage side). The electric drive control
unit J841 regulates the effective voltage by activating the
transistors.
− The winding ratio from primary to secondary winding in the
transformer defines the level of the output voltage.
− The square-wave voltage at the transformer output is converted
into a direct voltage by the switching transistors (onboard supply A19
side).
− The filter switching made up of inductors and capacitors smooths B+
the voltage signal at the output of the voltage converter.

31

INTERNAL
 High-voltage system

Power and control electronics for electric drive JX1: design

Design Function

To AX1 To AX4
Charging the intermediate circuit capacitor 1 C25

Each time the high-voltage system is activated, the intermediate

circuit capacitor needs to be charged before the power contactors
are closed in the hybrid battery unit. This precharging is performed
by the voltage converter A19.

− The onboard supply voltage is converted into a square-wave C25

voltage by switching transistors (onboard supply side). The
electric drive control unit J841 regulates the effective voltage by
activating the transistors.
− The winding ratio from primary to secondary coil in the
transformer defines the level of the output voltage.
− The square-wave voltage at the transformer output is converted
into a direct voltage by the switching transistors (high-voltage
side). A19
− The filter switching made up of inductors and capacitors smooths
the voltage signal on the high-voltage side. B+

31

INTERNAL
 High-voltage system

Power and control electronics for electric drive JX1: design

Design Function

Active discharging

Each time the high-voltage system is deactivated, the voltage of the

intermediate circuit capacitor is decreased to below 60 V within 2
seconds. This discharging is performed via the DC/AC converter for
drive motor A37.

The IGBTs (insulated-gate bipolar transistor) are activated by the C25

electric drive control unit J841 for this purpose.

A37

INTERNAL
 High-voltage system

Power and control electronics for electric drive JX1: design

Design Function

Passive discharging

If active discharging is not possible, the intermediate circuit capacitor

needs to be discharged via a fixed circuit.
This passive discharging is implemented with the aid of resistors
inside the power electronics between high-voltage positive and high-
voltage negative, and cannot be manipulated. The discharging
duration is a maximum of 120 seconds. It always occurs when the C25
high-voltage system is deactivated. R

Due to the dimensioning of the resistors, the electrical circuit does

not have an influence on the function of the high-voltage system in
active operation.

INTERNAL
 High-voltage system

Power and control electronics for electric drive JX1: design

Design Function

Phases U, V and W
Freewheel function

When the freewheel function is active, the rotor can be rotated

almost freely in the stator.
The electrically conducting connection via the IGBTs (insulated-gate
bipolar transistor) is blocked by the electric drive control unit J841
for this purpose. The phases U, V and W of the three-phase current
drive do not have a connection to each other.

The freewheel function is activated if

− the combustion engine is switched off while the vehicle is
stationary.
− Terminal 30 is missing. A37
− The high voltage falls below 50 V DC.

INTERNAL
 High-voltage system

Power and control electronics for electric drive JX1: design

Design Function

Phases U, V and W
Active short circuit

When there is an active short circuit, all IGBTs of a high-voltage

potential are closed at the same time. As a result, a short circuit is
produced across all three phases of the three-phase current drive.

If the high voltage exceeds approx. 60 V when terminal 30 is missing

or the maintenance connector TW is disconnected, the power
electronics activate the active short circuit. As a result, the electrical
circuits of phases U, V and W are closed and a current flows that
leads to the electrical voltage being reduced.
Due to the current flow, a magnetic field is produced in the stator
windings that counteracts the rotor magnetic field. The rotor can A37
only be turned with a great effort.

When the high-voltage system is deactivated, the vehicle switches

between the freewheel function and the active short circuit.
− Step 1: The freewheel function to prevent a current flow being
induced by the vehicle rolling with closed clutch.
− Step 2: The active short circuit to reduce existing residual
voltages.
− Step 3: The freewheel function to avoid an induced current flow
when the vehicle is deactivated.

INTERNAL
 High-voltage system

High-voltage battery charging socket 1 UX4

Design Charging times

The charging socket is fitted in the charging recess in the front

left wing.

The charging flap is locked or unlocked via the central locking

system. Once it has been unlocked, it can be opened or closed
with the “push-push function”.

The following components are located in the charging recess:

UX4 High-voltage battery charging socket 1
L263 LED module for charging socket 1
F496 Actuator for high-voltage charging flap lock 1
F498 Actuator for high-voltage charging socket lock 1

The charging process starts automatically as soon as the vehicle

is connected correctly to the charging infrastructure.
Alternatively, the system can be programmed so that the
charging process is started at a set time.

INTERNAL
 High-voltage system

High-voltage battery charging socket 1 UX4

Design Charging times

The manual release mechanism is via a Bowden cable on the

actuator for high-voltage charging socket lock 1 F498.

The Bowden cable can be reached in the area of the left-hand

wing when the bonnet is opened. Depending on the vehicle, it
may be necessary to remove some trim.

Another way to manually release the charging connector is to

press the opening button on the remote control three times.
The actuator is then activated independently of other
influencing variables.

INTERNAL
 High-voltage system

High-voltage battery charging socket 1 UX4

Design Charging times

The actuator for high-voltage charging flap lock 1 F496 is located in

the charging recess and can be replaced separately.

The charging flap is opened and closed by means of the push-push

function. It can only be opened when the central locking system is
unlocked.

The actuator is activated by the control unit 1 for activation of

charging flap and charging socket J1245.

If the actuator cannot be activated, the charging flap cannot be

manually released without being destroyed.

INTERNAL
 High-voltage system

High-voltage battery charging socket 1 UX4

Design Charging times

The actuator for high-voltage charging socket lock 1 F498 is located

in the charging socket holder and can be replaced separately.

If a correctly fitted charging connector is recognised, a locking pin

moves into a recess on the charging connector. This prevents the
charging connector being removed during an active charging process.
The charging process is only enabled after locking.

The actuator is activated by the control unit 1 for activation of

charging flap and charging socket J1245.

INTERNAL
 High-voltage system

High-voltage battery charging socket 1 UX4

Design Charging times

The LED module for charging socket 1 L263 is located in the charging
recess and can be replaced separately.

It is activated by the control unit 1 for activation of charging flap and

charging socket J1245.

Possible displays are:

Steady white light No charging function active
Flashing white Establishing communication
Rapid flashing white Charging connector detected
Steady green light Charging finished
Pulsating green Charging active
Rapid flashing green Departure time programmed
Flashing green/red Fault or emergency charging
Steady red light Fault in charging system

INTERNAL
 High-voltage system

High-voltage battery charging socket 1 UX4

Design Charging times

The high-voltage battery charging socket 1 UX4 is always in the form

of a combo 2 charging socket. It complies with the CCS standard
(combined charging system) and supports three-phase AC charging
and DC charging.
One exception is the Japanese market as the charging recess is not
large enough to accommodate both of the AC and DC charging
connections used as standard there.

The temperature senders for the AC connection and the DC

connections are located in the charging socket:
G853 Temperature sender for charging socket 1 (AC)
G1151 Temperature sender 2 for charging socket 1 (DC)
G1152 Temperature sender 3 for charging socket 1 (DC)

The charging socket can be replaced separately without the

connected wires.

The connections to the charging infrastructure are:

CP Control pilot
PP Proximity pilot
PE Earth conductor
N Neutral conductor
L1 Phase 1
L2 Phase 2
L3 Phase 3
DC+ Fast-charging connection
DC- Fast-charging connection

INTERNAL
 High-voltage system

High-voltage battery charging socket 1 UX4

Design Charging times

The table provides an overview of the different charging times

depending on the charging infrastructure used.
Charging cable for mains 0–100%
The vehicle is charged most efficiently at 11 kW. power socket (mode 2) At 2.3 kW (10 A): approx. 12 h
With this charging power, the charge losses and the
consumption of the active high-voltage system are lowest in
relation to the amount of energy stored.

The real charging times can differ from the specified values due Charging cable for public 0–100%
to external influences. charging stations (mode 3) At 11 kW (3 x 16 A): approx. 2 h 30 min

Wall box 0–100%

(mode 3) At 11 kW (3 x 16 A): approx. 2 h 30 min

DC charging station 10–80%

(mode 4) At max. 40 kW: approx. 26 min

INTERNAL
 High-voltage system

Charging unit for high-voltage battery 1 AX4

Design Function

The charging unit converts the AC mains voltage into a direct

voltage for charging the hybrid battery unit AX1. It is regulated
and monitored by the integrated control unit for high-voltage
battery charging unit J1050. 1

The air conditioner compressor VX81 and the high-voltage 2

heater (PTC) ZX17 are connected via a wiring junction installed
in the housing.
3

The charging unit has the following connections:

1 Coolant outlet
2 Coolant inlet
3 To high-voltage battery charging socket 1 UX4
4 PE connection to the charging socket 4
5 Onboard supply connection 5
6 To power and control electronics for electric drive JX1
7 To air conditioner compressor VX81
8 To high-voltage heater (PTC) ZX17 6

Maximum charging power 11 kW

Input voltage 78 V–272 V
7
Input current per phase Max. 16 A, L1 max. 40 A
Efficiency 96%
8
IP degree of protection IP6K9K, IPX4K, IPX7

INTERNAL
 High-voltage system

Charging unit for high-voltage battery 1 AX4

Design Function

The connector T5c connects the charging unit to the high-

voltage battery charging socket 1 UX4.

It comprises:
Phase L1
Phase L2
Phase L3
Neutral conductor N
Shield The earth conductor PE is directly connected to the
charging unit housing.

Shield

L2 L1

L3 N

INTERNAL
 High-voltage system

Charging unit for high-voltage battery 1 AX4

Design Function

The connector T3az connects the charging unit to power and

control electronics for electric drive JX1.

It comprises:
DC+
DC-
Shield

DC-
Shield

DC+

INTERNAL
 High-voltage system

Charging unit for high-voltage battery 1 AX4

Design Function

The integrated control unit for high-voltage battery charging

unit J1050 communicates via connector T8c with the hybrid
CAN bus.

It comprises:
Terminal 30
Terminal 31
Hybrid CAN bus High
Hybrid CAN bus Low

Hybrid CAN Terminal

bus High 30

Hybrid CAN
bus Low
Terminal
31

INTERNAL
 High-voltage system

Charging unit for high-voltage battery 1 AX4

Design Function

The connector T3ay connects the charging unit to the air

conditioner compressor VX81.

It comprises:
DC+
DC-
Shield

DC-
Shield

DC+

INTERNAL
 High-voltage system

Charging unit for high-voltage battery 1 AX4

Design Function

The connector T3ax connects the charging unit to the high-voltage

heater (PTC) ZX17.

It comprises:
DC+
DC-
Shield

DC-
Shield

DC+

INTERNAL
 High-voltage system

Charging unit for high-voltage battery 1 AX4

Design Function

The main task of the charging unit is to convert the AC mains voltage into a direct voltage for charging the hybrid battery unit AX1. The output voltage of the charging unit needs to be
higher than the current voltage in the high-voltage system during charging.

A complex circuit is required in the charging unit for this purpose. The circuit shown is a simplified depiction of a mains electricity phase.

Phase switch-over relay

AC Input filter Relay Rectifier PFC C IGBTs Transformer Rectifier Output DC

input filter output

INTERNAL
 High-voltage system

Charging unit for high-voltage battery 1 AX4

Design Function

The main task of the charging unit is to convert the AC mains voltage into a direct voltage for charging the hybrid battery unit AX1. The output voltage of the charging unit needs to be
higher than the current voltage in the high-voltage system during charging.

A complex circuit is required in the charging unit for this purpose. The circuit shown is a simplified depiction of a mains electricity phase.

Phase switch-over relay

In some countries, a three-phase household connection is not available.

L1
Phase L1 can, however, be loaded with up to 32 A there.

For this case, the input power of phase L1 can be distributed via the
phase switch-over relay to the rectifiers for the individual phases.
L2
This allows charging at up to 7.2 kW.

L3

INTERNAL
 High-voltage system

Charging unit for high-voltage battery 1 AX4

Design Function

The AC input is connected to the respective phase connection of high-voltage battery charging socket 1 UX4.

When the charging process is active, the alternating voltage of the mains connection is applied here.

AC Input filter Relay Rectifier PFC C IGBTs Transformer Rectifier Output DC

input filter output

INTERNAL
 High-voltage system

Charging unit for high-voltage battery 1 AX4

Design Function

The input filter removes interference signals from the alternating voltage.
It consists of capacitors and coils that suppress both common-mode and also normal-mode interference.

Normal-mode interference = interference voltages between the supply wires

Common-mode interference = interference voltages that act uniformly on both wires

AC Input filter Relay Rectifier PFC C IGBTs Transformer Rectifier Output DC

input filter output

INTERNAL
 High-voltage system

Charging unit for high-voltage battery 1 AX4

Design Function

The relay disconnects the charging wires to the high-voltage battery charging socket 1 UX4 when a charging process is not active.

It is only closed when the communication between the vehicle and charging infrastructure has been established and charging is enabled.

AC Input filter Relay Rectifier PFC C IGBTs Transforme Rectifier Output DC

input r filter output

INTERNAL
 High-voltage system

Charging unit for high-voltage battery 1 AX4

Design Function

In the rectifier, the alternating voltage is converted into an almost direct voltage with diodes.

A residual ripple always remains.

AC Input filter Relay Rectifier PFC C IGBTs Transforme Rectifier Output DC

input r filter output

INTERNAL
 High-voltage system

Charging unit for high-voltage battery 1 AX4

Design Function

PFC is the abbreviation for power factor compensation.

This circuit reduces voltage spikes and parasitic voltages to suppress interference in the AC supply voltage.

AC Input filter Relay Rectifier PFC C IGBTs Transforme Rectifier Output DC

input r filter output

INTERNAL
 High-voltage system

Charging unit for high-voltage battery 1 AX4

Design Function

The capacitor C smooths the direct voltage from the rectifier.

AC Input filter Relay Rectifier PFC C IGBTs Transforme Rectifier Output DC

input r filter output

INTERNAL
 High-voltage system

Charging unit for high-voltage battery 1 AX4

Design Function

The IGBTs (insulated-gate bipolar transistor) switch the rectified input voltage at a very high frequency.

The effective voltage at the primary coil of the transformer is adjusted via the control of the IGBT.

AC Input filter Relay Rectifier PFC C IGBTs Transforme Rectifier Output DC

input r filter output

INTERNAL
 High-voltage system

Charging unit for high-voltage battery 1 AX4

Design Function

The transformer increases the regulated square-wave voltage to the voltage level required to charge the hybrid battery unit AX1.

Since the transformer has a fixed amplification ratio between the primary and secondary coils, its output voltage is regulated by the input voltage from the IGBT.

AC Input filter Relay Rectifier PFC C IGBTs Transformer Rectifier Output DC

input filter output

INTERNAL
 High-voltage system

Charging unit for high-voltage battery 1 AX4

Design Function

In the rectifier, the square-wave voltage is converted into an almost direct voltage with diodes.

A residual ripple always remains.

AC Input filter Relay Rectifier PFC C IGBTs Transforme Rectifier Output DC

input r filter output

INTERNAL
 High-voltage system

Charging unit for high-voltage battery 1 AX4

Design Function

The output filter smooths the voltage signal from the rectifier with restrictors and capacitors.

AC Input filter Relay Rectifier PFC C IGBTs Transforme Rectifier Output DC

input r filter output

INTERNAL
 High-voltage system

Charging unit for high-voltage battery 1 AX4

Design Function

At the DC output, the filtered direct voltage is supplied at the required voltage level for charging the hybrid battery unit AX1.

AC Input filter Relay Rectifier PFC C IGBTs Transforme Rectifier Output DC

input r filter output

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Hybrid Powertrain Running gear Convenience Diagnosis Infotainment
CAN bus CAN bus LIN CAN bus CAN bus CAN bus Ethernet CAN bus

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Hybrid Powertrain
CAN bus CAN bus LIN The data bus diagnostic interface J533 is located in the front left footwell.
It is the interface for all data buses.
All information and requests relevant for charging are distributed among the individual
data buses.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Hybrid Powertrain
CAN bus CAN bus LIN The charge voltage control unit for high-voltage battery J966 is part of the data bus
diagnostic interface J533.
Its main tasks are calculating the charging duration and calculating the optimum charging
start for a stored departure time.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Hybrid Powertrain
CAN bus CAN bus LIN The control unit for high-voltage battery charging unit J1050 is located in the charging
unit for high-voltage battery 1 AX4.
It has the task of regulating all charging unit functions. This includes in particular the
setting of the charging power and the voltage at the high-voltage output.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Hybrid Powertrain
CAN bus CAN bus LIN The high-voltage battery charging socket 1 UX4 is fitted in the charging recess in the
front left wing.
The AC charging cables are connected to the charging unit for high-voltage battery 1
AX4.
The DC charging cables are connected to the hybrid battery unit AX1.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Hybrid Powertrain
CAN bus CAN bus LIN The control unit 1 for activation of charging flap and charging socket J1245 is located
on the charging unit for high-voltage battery 1 AX4.
During the charging process, the control unit continuously communicates with the
charging infrastructure. In addition, it monitors and controls all sensors and actuators at
the high-voltage battery charging socket 1 UX4.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Hybrid Powertrain
CAN bus CAN bus LIN The temperature senders are located on the printed circuit in the high-voltage battery
charging socket 1 UX4 and monitor the temperature of the AC charging socket
(temperature sender for charging socket 1 G853), of the high-voltage positive contact
(temperature sender 2 for charging socket 1 G1151) and of the high-voltage negative
contact (temperature sender 3 for charging socket 1 G1152). If the temperature
becomes too high, the charging power is reduced or charging is interrupted.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Hybrid Powertrain
CAN bus CAN bus LIN The actuator for high-voltage charging flap lock 1 F496,
the actuator for high-voltage charging socket lock 1 F498 and
the LED module for charging socket 1 L263 are located in the charging recess.
They are activated by the control unit 1 for activation of charging flap and charging
socket J1245.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Hybrid Powertrain
CAN bus CAN bus LIN The battery modules 1–4 (J991–J994) are located in the hybrid battery unit AX1.
They store the electrical energy supplied during charging.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Hybrid Powertrain
CAN bus CAN bus LIN The coolant pump for high-voltage battery V590 is located near the radiator.
It is controlled according to requirements by the battery regulation control unit J840.
The basis for this is formed by
− The interior temperature of the hybrid battery unit AX1
− The coolant temperature sender 1 for high-voltage battery G898
− The coolant temperature sender 2 for high-voltage battery G899

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Hybrid Powertrain
CAN bus CAN bus LIN The module monitor control unit for batteries J497 is located in the hybrid battery unit
AX1.
It is connected via an internal CAN bus with the battery regulation control unit J840 and
monitors the cell voltages and the temperatures of the battery modules J991–J994.
After charging, the J497 balances voltage differences between the battery cells
(cell balancing).

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Hybrid Powertrain
CAN bus CAN bus LIN The battery regulation control unit J840 is located in the switching unit for high-voltage
battery SX6 on the hybrid battery unit AX1.
During charging, it communicates via the hybrid CAN bus with the other active vehicle
systems. In the process, it monitors all functions in the hybrid battery unit and is
responsible for thermal management of the battery.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Hybrid Powertrain
CAN bus CAN bus LIN The high-voltage heater (PTC) ZX17 consists of the high-voltage heater (PTC) control unit
J848 and the high-voltage heater (PTC) Z115. It is located on the vehicle underbody in
the area of the exhaust system.

When a departure time has been programmed, it heats or cools the vehicle interior, for
example.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Hybrid Powertrain
CAN bus CAN bus LIN The air conditioner compressor VX81 consists of the control unit for air conditioner
compressor J842 and the electrical air conditioner compressor V470. It is located on the
1.5 l TSI engine.

When a departure time has been programmed, it heats or cools the vehicle interior, for
example.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Hybrid Powertrain
CAN bus CAN bus LIN The heater and air conditioning system control unit J979 is located in the area of the
dash panel.
It regulates all air conditioning functions and, if necessary, activates the air conditioner
compressor VX81 and the high-voltage heater (PTC) ZX17 during charging.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Hybrid Powertrain
CAN bus CAN bus LIN The battery A is located on the left in the luggage compartment.
It is charged by the voltage converter A19 during charging and supports the 12-V
onboard supply.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Hybrid Powertrain
CAN bus CAN bus LIN The voltage converter A19 is located in the power and control electronics for electric
drive JX1.
It supplies the onboard supply with energy during charging. The voltage of the high-
voltage system is transformed to the 12-V level for this purpose.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Hybrid Powertrain
CAN bus CAN bus LIN The electric drive control unit J841 is located in the power and control electronics for
electric drive JX1.
It communicates with the mechatronic unit for dual clutch gearbox J743 via a private
CAN bus and with the other vehicle systems via both the hybrid CAN bus and the
powertrain CAN bus. It monitors and controls all power electronics functions.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Hybrid Powertrain
CAN bus CAN bus LIN The radiator fan control unit J293 is located in the radiator fan V7.
The radiator fan control unit 2 J671 is located in the radiator fan 2 V177.
Both are activated via LIN bus by the engine/motor control unit J623 as required during
charging.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Hybrid Powertrain
CAN bus CAN bus LIN The coolant circulation pump before power and control electronics for electric drive
V508 is located in front of the 6-speed dual clutch gearbox DQ400e evo (in the direction
of travel).
It regulates the coolant flow in the coolant circuit of the power and control electronics
for electric drive JX1 and the charging unit for high-voltage battery 1 AX4.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Hybrid Powertrain
CAN bus CAN bus LIN The engine/motor control unit J623 is located on the left in the engine compartment.
Being the high-voltage coordinator, it receives status messages from all high-voltage
components and issues the enable signal for the high-voltage functions.
During charging, it is responsible for thermal management of the high-voltage
components in the engine compartment.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Hybrid Powertrain
CAN bus CAN bus LIN The parking lock actuator V682 is located in the centre console.
The charging process can be started after the activated parking lock is signalled.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Hybrid Powertrain
CAN bus CAN bus LIN The mechatronic unit for dual clutch gearbox J743 is located in the 6-speed dual clutch
gearbox DQ400e evo.
It signals that gear P has been selected as a pre-requirement for activating charging.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Hybrid Powertrain
CAN bus CAN bus LIN The battery monitor control unit J367 is located on the battery A negative terminal.
It monitors all charging and discharging processes for the 12-V vehicle battery and
calculates their charge level from this. The charge level has an influence on the output
power of the voltage converter A19 of the power and control electronics for electric
drive JX1.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Convenience Diagnosis Infotainment
The onboard supply control unit J519 is located in the front left footwell. CAN bus CAN bus Ethernet CAN bus
It sends the information from the central locking to the convenience CAN bus. This is
required to unlock the charging flap and the charging connector.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Convenience Diagnosis Infotainment
The steering column electronics control unit J527 is located on the steering column. CAN bus CAN bus Ethernet CAN bus
It transmits the information from the selector lever E313 and the parking lock button
E816 on the convenience CAN bus.
When the charging connector is inserted, it is not possible to select a gear.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Convenience Diagnosis Infotainment
The Internet access control unit J666 is located in the area of the roof aerial. CAN bus CAN bus Ethernet CAN bus
It establishes the connection to the vehicle backend for mobile online services via the
external vehicle communication aerials R387 and R394. For example, this allows charging
to be started or interrupted via the app.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Convenience Diagnosis Infotainment
The external vehicle communication aerial R387 is located in the roof aerial RX5. CAN bus CAN bus Ethernet CAN bus
The external vehicle communication aerial 2 R394 is located in the front area of the roof
depending on the equipment.
They establish the connection to the vehicle backend for mobile online services.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Convenience Diagnosis Infotainment
The control unit in dash panel insert J285 is located in the dash panel insert KX2. CAN bus CAN bus Ethernet CAN bus
It shows the calculated charging time when charging is started and informs the customer
if, for example, the vehicle cannot be started because the charging cable is connected.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Convenience Diagnosis Infotainment
The display unit for front information display and operating unit control unit J685 is CAN bus CAN bus Ethernet CAN bus
located in the dash panel.
It is connected via an LVDS* wire and the infotainment CAN bus with the control unit 1
for information electronics J794.
The display unit serves as an interface for customers for the charging settings and shows
the calculated charging time.

*LVDS= low-voltage differential signalling (high-speed data bus)

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Convenience Diagnosis Infotainment
The control unit 1 for information electronics J794 is located on the right in the area of CAN bus CAN bus Ethernet CAN bus
the dash panel.
It prepares all data received via the infotainment CAN bus and Ethernet for display in the
display unit for front information display and operating unit control unit J685.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Convenience Diagnosis Infotainment
The emergency call module control unit and communication unit J949 is located in the CAN bus CAN bus Ethernet CAN bus
vehicle interior depending on the model.
It is among other things the interface for the online functions related to charging and
air-conditioning the vehicle.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Convenience Diagnosis Infotainment
The airbag control unit J234 is located on the centre tunnel in the vehicle interior. CAN bus CAN bus Ethernet CAN bus
It is the central trigger unit for all pyrotechnical systems in the vehicle. This also includes
the high-voltage system fuse 1 S350 in the hybrid battery unit AX1.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Convenience Diagnosis Infotainment
The ABS control unit J104 is located in the engine compartment. CAN bus CAN bus Ethernet CAN bus
It controls and monitors all functions of the brake system and the electronic stabilisation
program.
It prevents the parking brake being disengaged during charging.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Convenience Diagnosis Infotainment
The left parking brake motor V282 and the right parking brake motor V283 are installed CAN bus CAN bus Ethernet CAN bus
to activate the parking brake on the rear axle brake callipers.
They are activated by the ABS control unit J104 and apply the brake pads to the brake
discs with their electric motors by means of a spindle drive.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Convenience Diagnosis Infotainment
The online communication between the vehicle and the customer’s user interface takes CAN bus CAN bus Ethernet CAN bus
place via the vehicle backend for mobile online services.
This ensures that no unauthorised third parties can access the system.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Convenience Diagnosis Infotainment
Customers can monitor and control various vehicle functions via the manufacturer- CAN bus CAN bus Ethernet CAN bus
specific app.
For example, you can start or interrupt the charging process.

INTERNAL
 High-voltage system

Task assignment during charging

Move the the mouse over the individual components to find out about their task during charging.
Convenience Diagnosis Infotainment
The onboard supply control unit J519 is located in the front left footwell. CAN bus CAN bus Ethernet CAN bus
It sends the information from the central locking to the convenience CAN bus. This is required
to unlock the charging flap and the charging connector.

INTERNAL
 High-voltage system

Control unit 1 for activation of charging flap and charging socket J1245

Fitting location and function Networking

This control unit is located on the bracket of the charging unit for high-
voltage battery 1 AX4.

It monitors and controls:

− Communication with the charging infrastructure via the CP and PP
interfaces.
− The actuator for high-voltage charging flap lock 1 F496
− The actuator for high-voltage charging socket lock 1 F498
− The LED module for charging socket 1 L263
− The temperature sender for charging socket 1 G853
− The temperature sender 2 for charging socket 1 G1151
− The temperature sender 3 for charging socket 1 G1152

The control unit provides the prepared information via the hybrid CAN bus.

Charging unit for high-voltage battery 1 AX4

Control unit 1 for activation of charging flap and
charging socket J1245

INTERNAL
 High-voltage system

Control unit 1 for activation of charging flap and charging socket J1245

Fitting location and function Networking

The diagram shows all components and signals that are checked and used by the control unit 1 for activation of charging flap and charging socket J1245.

The connections for the high-voltage battery charging socket 1 UX4 are listed in addition.

CP and PP contacts PE

L1–L3

Temperature

L263
LED module for
charging socket 1

HV
connections
F498
Actuator for high-voltage
charging socket lock 1

F496 Hybrid
Actuator for high-voltage CAN bus
charging flap lock 1
INTERNAL
 High-voltage system

Control unit 1 for activation of charging flap and charging socket J1245

Fitting location and function Networking

No evaluation electronics are installed in the LED module. They are activated respectively as steady light, slow pulsing, flashing or fast flashing.
The LEDs for the colours green, red and white are connected via separate wires to the
control unit.
Possible displays:
Rapid flashing white
Charging connector detected
Flashing white
Establishing communication
Steady white light
L263 No charging function active
LED module for
charging socket 1 Pulsating green
Charging active
Steady green light
Charging finished
Rapid flashing green
Departure time programmed
Flashing green/red
Fault
Steady red light
Fault in charging system

INTERNAL
 High-voltage system

Control unit 1 for activation of charging flap and charging socket J1245

Fitting location and function Networking

The control motor in the actuator is activated by the control unit.

The locking pin is extended or retracted depending on the polarity applied.

A sensor signals the position of the locking pin to the control unit. If there is no proper signal, a non-locked charging connector is recognised and only emergency charging with low
charging power is enabled.

F498
Actuator for high-voltage
charging socket lock 1

INTERNAL
 High-voltage system

Control unit 1 for activation of charging flap and charging socket J1245

Fitting location and function Networking

The control motor in the actuator is activated by the control unit.

The locking pin of the actuator is blocked or enabled depending on the polarity applied. There is no feedback to the control unit.

If the actuator cannot be activated, the charging flap cannot be manually released without being destroyed.

F496
Actuator for high-voltage
charging flap lock 1
INTERNAL
 High-voltage system

Control unit 1 for activation of charging flap and charging socket J1245

Fitting location and function Networking

Via the PP contact (proximity pilot), the control unit recognises a fitted charging connector and the current carrying capacity of the connected charging cable.

The further communication with the charging infrastructure occurs via the CP contact (control pilot). Information on the currently possible charging power is transferred among other
things.

CP and PP contacts

INTERNAL
 High-voltage system

Control unit 1 for activation of charging flap and charging socket J1245

Fitting location and function Networking

Three temperature senders are located in the high-voltage battery charging socket 1 UX4.

The temperature sender for charging socket 1 G853 monitors the AC charging socket.
The temperature sender 2 for charging socket 1 G1151 monitors the temperature at the high-voltage positive connection of the DC charging socket.
The temperature sender 3 for charging socket 1 G1152 monitors the temperature at the high-voltage negative connection of the DC charging socket.

Temperature

INTERNAL
 High-voltage system

Control unit 1 for activation of charging flap and charging socket J1245

Fitting location and function Networking

The PE earth conductor (protective earth) connects the vehicle body to the earthing potential of the charging infrastructure.

Furthermore, PE forms the negative potential of the CP and PP interfaces via the vehicle body.
Communication with the charging infrastructure is only possible if the PE connection is intact.

PE

INTERNAL
 High-voltage system

Control unit 1 for activation of charging flap and charging socket J1245

Fitting location and function Networking

The wires for the current-carrying phases L1, L2, L3 and the neutral conductor N of charging socket 1 for high-voltage battery charging UX4 are connected with the charging unit for high-
voltage battery 1 AX4.
During AC charging, the charging unit converts the alternating voltage of the mains connection into direct voltage.

L1–L3

INTERNAL
 High-voltage system

Control unit 1 for activation of charging flap and charging socket J1245

Fitting location and function Networking

The high-voltage wires of the DC charging connections are connected directly to the hybrid battery unit AX1.

During AC charging, the hybrid battery unit and the other high-voltage components are supplied with direct voltage by the charging unit.

HV
connections

INTERNAL
 High-voltage system

Control unit 1 for activation of charging flap and charging socket J1245

Fitting location and function Networking

All information related to the charging process is transferred via the hybrid CAN bus.
The following are communication partners:
− Battery regulation control unit J840 in the hybrid battery unit AX1
− Charge voltage control unit for high-voltage battery J966 in the data bus diagnostic interface J533
− Control unit for high-voltage battery charging unit J1050 in the charging unit for high-voltage battery 1 AX4

Hybrid
CAN bus

INTERNAL
 High-voltage system

Air conditioner compressor VX81

Design Function

The air conditioner compressor VX81 consists of the electrical

Pin 1: terminal 30
air conditioner compressor V470 and the control unit for air
Pin 2: LIN
conditioner compressor J842.
Pin 3: terminal 31
It works as a scroll compressor with variable speed.
Pin 1: high-voltage positive
The air conditioner compressor is regulated infinitely variably Pin 2: high-voltage negative
via the LIN bus by the heater and air conditioning system
control unit J979.

The pressure relief valve opens at a pressure of approx. 41 bar. High-pressure connection

Maximum power consumption 5.5 kW

Pressure relief valve
Operating voltage 195–470 V

Activation 0–100%

Interface LIN bus

Refrigerant R1234yf

Oil volume 120 ml

IP degree of protection IP6K5, IPX7, IPX9K

Low-pressure connection

INTERNAL
 High-voltage system

Air conditioner compressor VX81

Design Function

The air conditioner compressor VX81 consists of the electrical

The oscillating movement of the compressor conveys the refrigerant from the low-pressure side to the high-
air conditioner compressor V470 and the control unit for air
pressure side of the air conditioner compressor.
conditioner compressor J842.
The refrigerant is compressed by the constantly reduced volume.
It works as a scroll compressor with variable speed.

The air conditioner compressor is regulated infinitely variably

via the LIN bus by the heater and air conditioning system
control unit J979.
Low-pressure side
The pressure relief valve opens at a pressure of approx. 41 bar.

Maximum power consumption 5.5 kW

Operating voltage 195–470 V

High-pressure side
Activation 0–100%

Interface LIN bus

Refrigerant R1234yf
Low-pressure side
Oil volume 120 ml

IP degree of protection IP6K5, IPX7, IPX9K

The animation is for illustration purposes and does not correspond with the original geometry of the scroll compressor.

INTERNAL
 High-voltage system

Air conditioner compressor VX81

Design Function

The heater and air conditioning system control

unit J979 calculates the cooling requirement and
transmits it via LIN bus to the control unit for air Heater and air conditioning
conditioner compressor J842. system control unit High-voltage connection
J979
There, the request is converted into activation
signals for the internal switching transistors. The
transistors produce the three-phase current Terminal 30
Control unit for air conditioner
required for the electrical air conditioner
compressor
compressor V470.
J842
Terminal 31
The heater and air conditioning system control
unit exchanges all necessary data with the Air conditioner compressor
engine/motor control unit J623 and the battery VX81
regulation control unit J840 via the CAN bus.

Electrical air conditioner

compressor
V470

INTERNAL
 High-voltage system

High-voltage heater (PTC) ZX17

Design Function

The high-voltage heater (PTC) ZX17 heats the coolant in the

coolant circuit to heat the vehicle interior.
It consists of the high-voltage heater (PTC) Z115 and the high-
voltage heater (PTC) control unit J848.
Coolant outlet
The high-voltage heater is regulated via the LIN bus by the
heater and air conditioning system control unit J979.
The heating output is regulated infinitely variably depending on
the coolant temperature.

5 kW at 280 V DC Coolant inlet

Maximum power
7 kW at 350 V DC

Operating voltage 195–480 V

Maximum input current 20 A Pin 1: terminal 30

Activation 0–100% Pin 2: LIN

Interface LIN bus Pin 3: terminal 31

IP degree of protection IP6K9K, IPX7 Pin 1: high-voltage positive

Pin 2: high-voltage negative

Connection for potential equalisation line

INTERNAL
 High-voltage system

High-voltage heater (PTC) ZX17

Design Function

The heater and air conditioning system control unit

J979 calculates the heating requirement and
transmits it via LIN bus to the high-voltage heater Heater and air conditioning
(PTC) control unit J848. system control unit High-voltage connection
J979
There, the activation current for the heater
elements of the high-voltage heater (PTC) Z115 is
calculated from the request. Terminal 30
High-voltage heater (PTC)
control unit
Both the internal resistance of the heating circuits
J848
and also the temperature of the coolant are
monitored with current sensors and temperature Terminal 31
senders.
High-voltage heater (PTC)
ZX17
The heater and air conditioning system control unit
J979 exchanges all necessary data with the
engine/motor control unit via the CAN bus.

Coolant outlet High-voltage heater (PTC) Coolant inlet

Z115

Move the mouse over the diagram for further information.

INTERNAL
 High-voltage system

High-voltage heater (PTC) ZX17

Design Function

The heater and air conditioning system control unit

J979 calculates the heating requirement and
transmits it via LIN bus to the high-voltage heater Heater and air conditioning
(PTC) control unit J848. system control unit High-voltage connection
J979
There, the activation current for the heater
elements of the high-voltage heater (PTC) Z115 is
calculated from the request. Terminal 30
High-voltage heater (PTC)
control unit
Both the internal resistance of the heating circuits
J848
and also the temperature of the coolant are
monitored with current sensors and temperature Terminal 31
senders.
High-voltage heater (PTC)
ZX17
The heater and air conditioning system control unit Current sensor for heater element 1
J979 exchanges all necessary data with the
engine/motor control unit via the CAN bus.

Coolant outlet High-voltage heater (PTC) Coolant inlet

Z115

Move the mouse over the diagram for further information.

INTERNAL
 High-voltage system

High-voltage heater (PTC) ZX17

Design Function

The heater and air conditioning system control unit

J979 calculates the heating requirement and
transmits it via LIN bus to the high-voltage heater Heater and air conditioning
(PTC) control unit J848. system control unit High-voltage connection
J979
There, the activation current for the heater
elements of the high-voltage heater (PTC) Z115 is
calculated from the request. Terminal 30
High-voltage heater (PTC)
control unit
Both the internal resistance of the heating circuits
J848
and also the temperature of the coolant are
monitored with current sensors and temperature Terminal 31
senders.
High-voltage heater (PTC)
ZX17
The heater and air conditioning system control unit Current sensor for heater element 2
J979 exchanges all necessary data with the
engine/motor control unit via the CAN bus.

Coolant outlet High-voltage heater (PTC) Coolant inlet

Z115

Move the mouse over the diagram for further information.

INTERNAL
 High-voltage system

High-voltage heater (PTC) ZX17

Design Function

The heater and air conditioning system control unit

J979 calculates the heating requirement and
transmits it via LIN bus to the high-voltage heater Heater and air conditioning
(PTC) control unit J848. system control unit High-voltage connection
J979
There, the activation current for the heater
elements of the high-voltage heater (PTC) Z115 is
calculated from the request. Terminal 30
High-voltage heater (PTC)
control unit
Both the internal resistance of the heating circuits
J848
and also the temperature of the coolant are
monitored with current sensors and temperature Terminal 31
senders.
High-voltage heater (PTC)
ZX17
The heater and air conditioning system control unit
J979 exchanges all necessary data with the
engine/motor control unit via the CAN bus.

Temperature sender in coolant outlet

Coolant outlet High-voltage heater (PTC) Coolant inlet

Z115

Move the mouse over the diagram for further information.

INTERNAL
 High-voltage system

High-voltage heater (PTC) ZX17

Design Function

The heater and air conditioning system control unit

J979 calculates the heating requirement and
transmits it via LIN bus to the high-voltage heater Heater and air conditioning
(PTC) control unit J848. system control unit High-voltage connection
J979
There, the activation current for the heater
elements of the high-voltage heater (PTC) Z115 is
calculated from the request. Terminal 30
High-voltage heater (PTC)
control unit
Both the internal resistance of the heating circuits
J848
and also the temperature of the coolant are
monitored with current sensors and temperature Terminal 31
senders.
High-voltage heater (PTC)
ZX17
The heater and air conditioning system control unit
J979 exchanges all necessary data with the
engine/motor control unit via the CAN bus.

Temperature sender in coolant inlet

Coolant outlet High-voltage heater (PTC) Coolant inlet

Z115

Move the mouse over the diagram for further information.

INTERNAL
 High-voltage system

Visual safety features in the high-voltage system

High-voltage vehicles have common distinguishing features

regardless of the brand or model so they can be reliably
recognised.

Warning signs

Each high-voltage component needs to be provided with a

warning sign. This needs to be free of damage and attached
in such a way that it can be seen from the direction via which
the component can be reached.

Colour of high-voltage wires

All high-voltage wires and connectors that are located

outside high-voltage components need to be in an orange
signal colour – similar to RAL 2003.

INTERNAL
 High-voltage system

Design safety features in the high-voltage system

The configuration of the high-voltage system and the installation and connection of the components belong to the design safety features.
In detail, they are:

IT system in the high-voltage system IP degrees of protection of high-voltage Contact protection

components
IT = “isolé terre” – isolated earth All connectors in the high-voltage system are also
High-voltage vehicles have an IT system. This means IP = “ingress protection” protected against accidental contact in
that the high-voltage potentials do not come into All components are configured so that they are disconnected state.
contact with the vehicle earth. protected against solid particles and moisture in Therefore, no high-voltage potential can be reached
High-voltage positive and high-voltage negative are operation-ready state. without tools.
always routed to the components. The type and level of protection is indicated by the
IP degree of protection.

Pilot line Maintenance connector TW Connector locking device

The pilot line is a ring circuit through the If the maintenance connector TW is opened, the All connectors in the high-voltage system have a
components, their connections and the pilot line and terminal 30C are interrupted. The double locking device.
maintenance connector TW. It is monitored by the high-voltage system is deactivated. A secondary locking device always needs to be
battery regulation control unit J840. During de-energisation, the maintenance connector opened first before the primary locking device can
The high-voltage system is deactivated if it is is secured with the padlock T40262/1 so it cannot disconnect the connector.
interrupted. be switched on again. Alternatively, there are also connectors that can
only be disconnected with tools.
Potential equalisation lines

Each high-voltage component is connected to the vehicle earth with an additional potential equalisation line. It is dimensioned so that the whole current can be discharged to
vehicle earth if there is a high-voltage potential short circuit with the component housing. In this way, an electrical danger upon contact with the faulty components is ruled out.

INTERNAL
 High-voltage system

Design safety features in the high-voltage system

The configuration of the high-voltage system and the installation and connection of the components belong to the design safety features.
In detail, they are:

IT system in the high-voltage system IP degrees of protection of high-voltage Contact protection

components
IT = “isolé terre” – isolated earth All connectors in the high-voltage system are also
High-voltage vehicles have an IT system. This means IP = “ingress protection” protected against accidental contact in
that the high-voltage potentials do not come into All components are configured so that they are disconnected state.
contact with the vehicle earth. protected against solid particles and moisture in Therefore, no high-voltage potential can be reached
High-voltage positive and high-voltage negative are operation-ready state. without tools.
always routed to the components. The type and level of protection is indicated by the
IP degree of protection.

Pilot line Maintenance connector TW Connector locking device

The pilot line is a ring circuit through the If the maintenance connector TW is opened, the All connectors in the high-voltage system have a
components, theirpositive
High-voltage connections and the pilot line and terminal 30C are interrupted. The double locking device
maintenance connector TW. It is monitored by the high-voltage system is deactivated. A secondary locking device always needs to be
battery regulation control unit J840. During de-energisation, the maintenance connector opened first before the primary locking device can
The high-voltage system is deactivated if it is is secured with the padlock T40262/1 so it cannot disconnect the connector.
High-voltage
interrupted. be switched on again. Alternatively, there are also connectors that can
negative only be disconnected with tools.
Potential equalisation lines

Each high-voltage component is connected to the vehicle earth with an additional potential equalisation line. It is dimensioned so that the whole current can be discharged to
vehicle earth if there is a high-voltage potential short circuit with the component housing. In this way, an electrical danger upon contact with the faulty components is ruled out.

Housing

INTERNAL
 High-voltage system

Design safety features in the high-voltage system

The configuration of the high-voltage system and the installation and connection of the components belong to the design safety features.
In detail, they are:

IT system in the high-voltage system IP degrees of protection of high-voltage Contact protection

components
IT = “isolé terre” – isolated earth All connectors in the high-voltage system are also
High-voltage vehicles have an IT system. This means IP = “ingress protection” protected against accidental contact in
that the high-voltage potentials do not come into All components are configured so that they are disconnected state.
contact with the vehicle earth. protected against solid particles and moisture in Therefore, no high-voltage potential can be reached
High-voltage positive and high-voltage negative are operation-ready state. without tools.
always routed to the components. The type and level of protection is indicated by the
IP degree of protection.

Pilot line Maintenance connector

Simplified overview TWIP degrees of protection:
of the Connector locking device

The pilot line is a ring circuit through the If the maintenance connector TW is opened, the All connectors in the high-voltage system have a
components, their connections and the Category Number 1 Number 2
pilot line and terminal 30C are interrupted. The double locking device
maintenance connector TW. It is monitored by the Solid particles Water
high-voltage system is deactivated. A secondary locking device always needs to be
battery regulation control unit J840. During de-energisation, the maintenance connector opened first before the primary locking device can
0 No protection No protection
The high-voltage system is deactivated if it is is secured with the padlock T40262/1 so it cannot disconnect the connector.
interrupted. 1 Dia. ≥50
be switched on again.mm Dripping water Alternatively, there are also connectors that can
2 Dia. ≥12.5 mm Dripping water only be disconnected with tools.
Potential equalisation lines 3 Dia. ≥2.5 mm Spraying water
4 Dia. ≥1 mm Splashing of water
Each high-voltage component is connected to the vehicle earth with 5 an additional
Dust potential equalisation
Water jetsline. It is dimensioned so that the whole current can be discharged to
vehicle earth if there is a high-voltage potential short circuit with6the component housing. In this
Dust-tight way, anwater
Powerful electrical
jets danger upon contact with the faulty components is ruled out.
7 Brief immersion
8 Immersion
9 High pressure

INTERNAL
 High-voltage system

Design safety features in the high-voltage system

The configuration of the high-voltage system and the installation and connection of the components belong to the design safety features.
In detail, they are:

IT system in the high-voltage system IP degrees of protection of high-voltage Contact

Contactprotection
protection
components
IT = “isolé terre” – isolated earth All connectors
connectorsinin the
the high-voltage
high-voltage systemsystem are
are also
High-voltage vehicles have an IT system. This means IP = “ingress protection” also protected
protected againstagainst accidental
accidental contact incontact in
that the high-voltage potentials do not come into All components are configured so that they are disconnected state.
disconnected state.
contact with the vehicle earth. protected against solid particles and moisture in Therefore,no
Therefore, nohigh-voltage
high-voltage potential
potential cancan
be be reached
reached
High-voltage positive and high-voltage negative are operation-ready state. withouttools.
without tools.
always routed to the components. The type and level of protection is indicated by the
IP degree of protection.

Pilot line Maintenance connector TW Connector

The contactlocking device
protection cannot be removed without tools.

The pilot line is a ring circuit through the If the maintenance connector TW is opened, the All connectors in the high-voltage system have a
components, their connections and the pilot line and terminal 30C are interrupted. The double locking device
maintenance connector TW. It is monitored by the high-voltage system is deactivated. A secondary locking device always needs to be
battery regulation control unit J840. During de-energisation, the maintenance connector opened first before the primary locking device can
The high-voltage system is deactivated if it is is secured with the padlock T40262/1 so it cannot disconnect the connector.
interrupted. be switched on again. Alternatively, there are also connectors that can
only be disconnected with tools.
Potential equalisation lines

Each high-voltage component is connected to the vehicle earth with an additional potential equalisation line. It is dimensioned so that the whole current can be discharged to
vehicle earth if there is a high-voltage potential short circuit with the component housing. In this way, an electrical danger upon contact with the faulty components is ruled out.

INTERNAL
 High-voltage system

Design safety features in the high-voltage system

The configuration of the high-voltage system and the installation and connection of the components belong to the design safety features.
In detail, they are:

IT system in the high-voltage system IP degrees

AX1 ofbattery
Hybrid protection
unit of high-voltage Contact protectionconnector
TW Maintenance
components
AX4 Charging unit for high-voltage battery UX4 High-voltage battery charging socket 1
IT = “isolé terre” – isolated earth JX1 Power and control electronics for electric drive VX54
All Three-phase
connectors current
in the drive
high-voltage system are also
High-voltage vehicles have an IT system. This means J840
IP Batteryprotection”
= “ingress regulation control unit VX81 Air conditioner
protected compressor
against accidental contact in
J841 Electric drive control unit ZX17 High-voltage heater (PTC)
that the high-voltage potentials do not come into All components are configured so that they are disconnected state.
contact with the vehicle earth. protected against solid particles and moisture in Therefore, no high-voltage potential can be reached
High-voltage positive and high-voltage negative are operation-ready state. without tools.
always routed to the components. The type and level of protection is indicated by the
IP degree of protection.

Pilot line Maintenance connector TW Connector locking device

The pilot line is a ring circuit through the If the maintenance connector TW is opened, the All connectors in the high-voltage system have a
components, their connections and the pilot line and terminal 30C are interrupted. The double locking device
maintenance connector TW. It is monitored by the high-voltage system is deactivated. A secondary locking device always needs to be
battery regulation control unit J840. During de-energisation, the maintenance connector opened first before the primary locking device can
The high-voltage system is deactivated if it is is secured with the padlock T40262/1 so it cannot disconnect the connector.
interrupted. be switched on again. Alternatively, there are also connectors that can
only be disconnected with tools.
Potential equalisation lines

Each high-voltage component is connected to the vehicle earth with an additional potential equalisation line. It is dimensioned so that the whole current can be discharged to
vehicle earth if there is a high-voltage potential short circuit with the component housing. In this way, an electrical danger upon contact with the faulty components is ruled out.

INTERNAL
 High-voltage system

Design safety features in the high-voltage system

The configuration of the high-voltage system and the installation and connection of the components belong to the design safety features.
In detail, they are:

IT system in the high-voltage system IP degrees of protection of high-voltage Contact protection

components
IT = “isolé terre” – isolated earth All connectors in the high-voltage system are also
High-voltage vehicles have an IT system. This means IP = “ingress protection” protected against accidental contact in
that the high-voltage potentials do not come into All components are configured so that they are disconnected state.
contact with the vehicle earth. protected against solid particles and moisture in Therefore, no high-voltage potential can be reached
High-voltage positive and high-voltage negative are operation-ready state. without tools.
always routed to the components. The type and level of protection is indicated by the
IP degree of protection.

Pilot line Maintenance connector TW Connector locking device

The pilot line is a ring circuit through the If the maintenance connector TW is opened, the All connectors in the high-voltage system have a
components, their connections and the pilot line and terminal 30C are interrupted. The double locking device
maintenance connector TW. It is monitored by the high-voltage system is deactivated. A secondary locking device always needs to be
battery regulation control unit J840. During de-energisation, the maintenance connector opened first before the primary locking device can
The high-voltage system is deactivated if it is is secured with the padlock T40262/1 so it cannot disconnect the connector.
interrupted. be switched on again. Alternatively, there are also connectors that can
only be disconnected with tools.
Potential equalisation lines

Each high-voltage component is connected to the vehicle earth with an additional potential equalisation line. It is dimensioned so that the whole current can be discharged to
vehicle earth if there is a high-voltage potential short circuit with the component housing. In this way, an electrical danger upon contact with the faulty components is ruled out.

INTERNAL
 High-voltage system

Design safety features in the high-voltage system

The configuration of the high-voltage system and the installation and connection of the components belong to the design safety features.
In detail, they are:

IT system in the high-voltage system IP degrees of protection of high-voltage Contact protection

components
Secondary
IT = “isolé terre” – isolated earth All connectors in the high-voltage system are also
High-voltage vehicles have an IT system. This means IP = “ingress protection” protected against accidental contact in
that the high-voltage potentials do not come into All components are configured so that they are disconnected state.
contact with the vehicle earth. protected against solid particles and moisture in Therefore, no high-voltage potential can be reached
High-voltage positive and high-voltage negative are operation-ready state. withoutPrimary
tools.
always routed to the components. The type and level of protection is indicated by the
IP degree of protection.

Pilot line Maintenance connector TW Connector locking device

The pilot line is a ring circuit through the If the maintenance connector TW is opened, the All connectors in the high-voltage system have a
components, their connections and the pilot line and terminal 30C are interrupted. The double locking device
maintenance connector TW. It is monitored by the high-voltage system is deactivated. A secondary locking device always needs to be
battery regulation control unit J840. During de-energisation, the maintenance connector opened first before the primary locking device can
The high-voltage system is deactivated if it is is secured with the padlock T40262/1 so it cannot disconnect the connector.
interrupted. be switched on again. Alternatively, there are also connectors that can
only be disconnected with tools.
Potential equalisation lines

Each high-voltage component is connected to the vehicle earth with an additional potential equalisation line. It is dimensioned so that the whole current can be discharged to
vehicle earth if there is a high-voltage potential short circuit with the component housing. In this way, an electrical danger upon contact with the faulty components is ruled out.

INTERNAL
 High-voltage system

Design safety features in the high-voltage system

The configuration of the high-voltage system and the installation and connection of the components belong to the design safety features.
In detail, they are:

IT system in the high-voltage system IP degrees of protection of high-voltage Contact protection

components
IT = “isolé terre” – isolated earth All connectors in the high-voltage system are also
High-voltage positive
High-voltage vehicles have an IT system. This means IP = “ingress protection” protected against accidental contact in
High-voltage
that the high-voltage potentials negative
do not come into All components are configured so that they are disconnected state.
contact with the vehicle earth. protected against solid particles and moisture in Therefore, no high-voltage potential can be reached
High-voltage positive and high-voltage negative are operation-ready state. without tools.
always routed to the components. The type and level of protection is indicated by the
IP degree of protection.

Pilot line Maintenance connector TW Connector locking device

Insulation
The pilot line is a ring circuit through the Insulation If the maintenance connector TW is opened, the All connectors in the high-voltage system have a
components, fault
their connections and the fault pilot line and terminal 30C are interrupted. The double locking device
maintenance connector TW. It is monitored by the high-voltage system is deactivated. A secondary locking device always needs to be
battery regulation control unit Potential
J840. equalisation During de-energisation, the maintenance connector opened first before the primary locking device can
The high-voltage system is deactivated if it is is secured with the padlock T40262/1 so it cannot disconnect the connector.
interrupted. be switched on again. Alternatively, there are also connectors that can
only be disconnected with tools.
Potential equalisation lines

Each high-voltage component is connected to the body vehicleearth with

earth anan
with additional potential
additional equalisation
potential line.
equalisation It It
line. is is
dimensioned soso
dimensioned that the
that whole
the whole current
currentcan bebe
can discharged
discharged toto
vehicle
earth
vehicleif earth
there ifisthere
a high-voltage potential
is a high-voltage short circuit
potential shortwith thewith
circuit component housing.housing.
the component In this way, an way,
In this electrical danger upon
an electrical contact
danger with thewith
upon contact faulty
thecomponents is ruled is
faulty components out.
ruled out.

INTERNAL
 High-voltage system

Technical safety features in the high-voltage system

Measures for monitoring the system for active information and warning for the user and for shut-down of the high-voltage system belong to the technical safety features.

In detail, they are:

Check by the 12-V onboard supply High-voltage system shut-down in accidents Short-circuit detection

All control units and actuators in the high-voltage system If a pyrotechnical restraint system is deployed by the If the battery regulation control unit J840 detects a
are supplied by the 12-V onboard supply. airbag control unit J234 in an accident, the high-voltage critical current rise in the high-voltage system, it opens
The high-voltage system cannot be activated without the system is irreversibly deactivated via the high-voltage the power contactors and, if necessary, irreversibly trips
onboard supply voltage. system fuse 1 S350. the high-voltage system fuse 1 S350.

Driver information Discharge of the intermediate circuit capacitor Self-test

Malfunctions in the high-voltage system and critical When it is in charged state, the intermediate circuit All control units perform a self-test before activating the
states are displayed to the driver via warning lamps and capacitor 1 C25 is an energy storage unit that represents high-voltage system.
plain text displays in the dash panel insert KX2. a potential danger for people. Therefore, it is discharged The engine/motor control unit will issue the command to
whenever the high-voltage system is deactivated. activate the system only once all control units have
signalled their fault-free state to the high-voltage
coordinator in the engine/motor control unit J623.

Monitoring the high-voltage system

The high-voltage system is monitored before and during operation.

− The voltages of the battery cells on the high-voltage inputs of the components and on the charging connections
− The temperatures of the components and the charging connections
− The insulation resistance between the high-voltage potentials and the vehicle earth

INTERNAL
 Thermal management system

Coolant circuit for 1.5 l TSI engine

Engine coolant circuit Charge air coolant circuit

The thermal management allows specific control of the coolant 1 2 3

flow through the engine coolant circuit.
4
The core element is the map-controlled cooling module with
integrated coolant pump and engine temperature regulation
module.
Targeted activation of the module enables fast warm-up of the
engine, fast response from the interior heating and optimum 5 7
temperature regulation for the engine. 6 8

The coolant temperature is regulated depending on the load

and operating state in a range of 90°C. 11
12
9
10
It needs to be bled after each time it is opened to
ensure proper cooling performance of the engine 14
coolant circuit.
Please observe the information about this in the 15
Service Literature. 13
16
19
18 17

Key 20

INTERNAL
 Thermal management system

Coolant circuit for 1.5 l TSI engine

Engine coolant circuit Charge air coolant circuit

Key 1 2 3
1 Coolant expansion tank 4
2 Heat exchanger for heater
3 High-voltage heater (PTC) ZX17
4 Coolant temperature sender for heater G241
5 Coolant temperature sender G62
6 Engine outlet coolant temperature sender G82 5 7
7 Coolant valve for gearbox N488 6 8
8 Gear oil cooler
9 Cylinder head/cylinder block
10 Engine oil cooler 11
11 Coolant pump
12 Engine temperature regulation module GX33 12
13 Non-return valve 9
14 Non-return valve 10
15 Heater coolant shut-off valve N279 14
16 Coolant pump for high-temperature circuit V467
17 Non-return valve 15
18 Radiator outlet coolant temperature sender G83
19 Radiator fan V7 and radiator fan 2 V177 13
16
20 Radiator for engine coolant
19
18 17

Key 20

INTERNAL
 Thermal management system

Coolant circuit for 1.5 l TSI engine

Engine coolant circuit Charge air coolant circuit

The charge air coolant circuit is a separate circuit that is 1

regulated by the engine/motor control unit J623 depending on
the charge air temperature.

The maximum coolant temperature is around 50°C.

The charge air cooling pump V188 is activated on demand to
regulate the circuit. 2

It needs to be bled each time after it is opened to

ensure the cooling output of the charge air coolant
circuit.
Please observe the information about this in the 4
Service Literature.

Key 5

INTERNAL
 Thermal management system

Coolant circuit for 1.5 l TSI engine

Engine coolant circuit Charge air coolant circuit

Key 1

1 Coolant expansion tank

2 Turbocharger
3 Charge air cooler
4 Charge air cooling pump V188
5 Water radiator for charge air cooling circuit 2

Key 5

INTERNAL
 Thermal management system

Coolant circuit for high-voltage components

High-voltage component coolant circuit Coolant circuit for the hybrid battery unit AX1

The coolant circuit can be split into two separate circuits via the
coolant valve for high-voltage battery N688: 2 1
− The coolant circuit for the high-voltage components
− The coolant circuit for the hybrid battery unit AX1
3
The engine/motor control unit J623 monitors and controls the
coolant circuit for the high-voltage components. 7

The maximum coolant temperature is around 85°C.

The coolant circulation pump before power and control 4
electronics for electric drive V508 is activated as required to
regulate the circuit.

5
8
6
It needs to be bled each time after it is opened to
ensure a correct cooling output.
Please observe the information about this in the
Service Literature.

Key

INTERNAL
 Thermal management system

Coolant circuit for high-voltage components

High-voltage component coolant circuit Coolant circuit for the hybrid battery unit AX1

Key
2 1
1 Coolant expansion tank for high-voltage system
2 Restrictor
3
3 Charging unit for high-voltage battery 1 AX4
4 Power and control electronics for electric drive JX1
5 Coolant circulation pump before power and control electronics for electric 7
drive V508
6 Non-return valve
7 Low-temperature radiator 4
8 Temperature sender after electric drive motor G788

5
8
6

Key

INTERNAL
 Thermal management system

Coolant circuit for high-voltage components

High-voltage component coolant circuit Coolant circuit for the hybrid battery unit AX1

The coolant circuit for the hybrid battery unit is monitored and
regulated by the battery regulation control unit J840.

The maximum coolant temperature is around 30°C.

The coolant pump for high-voltage battery V590 is activated as
required.

The hybrid battery unit heat exchanger is incorporated into the

coolant circuit and can be actively cooled by it.

It needs to be bled each time after it is opened to

ensure a correct cooling output.
Please observe the information about this in the
Service Literature.
1
2 4 6

3 5

Key

INTERNAL
 Thermal management system

Coolant circuit for high-voltage components

High-voltage component coolant circuit Coolant circuit for the hybrid battery unit AX1

Key

1 Coolant valve for high-voltage battery N688

2 Coolant temperature sender 2 for high-voltage battery G899
3 Hybrid battery unit AX1
4 Coolant temperature sender 1 for high-voltage battery G898
5 Hybrid battery unit heat exchanger
6 Coolant pump for high-voltage battery V590

1
2 4 6

3 5

Key

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

* All other Ethernet

subscribers are additionally
coloured purple.

Move the the mouse over the individual components for J519/
information on names and the fitting location. J362

This is a simplified diagram.

You will find more detailed information in Self-study Backend APP
Programme no. 755 “The Passat and Tiguan 2024 –
Electrical Systems and Electronics”.

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Battery regulation control unit J840

This component is located in the switching unit for

high-voltage battery SX6 on the hybrid battery unit AX1.

Move the the mouse over the individual components for

information on names and the fitting location.

This is a simplified diagram.

You will find more detailed information in Self-study
Programme no. 755 “The Passat and Tiguan 2024 –
Electrical Systems and Electronics”.

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Electric drive control unit J841

This component is located in the power and control electronics

for electric drive JX1 and is a subscriber of the hybrid CAN bus
and the powertrain CAN bus.
Furthermore, it communicates via a private data bus with the
mechatronic unit for dual clutch gearbox J743.

Move the the mouse over the individual components for

information on names and the fitting location.

This is a simplified diagram.

You will find more detailed information in Self-study
Programme no. 755 “The Passat and Tiguan 2024 –
Electrical Systems and Electronics”.

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Mechatronic unit for dual clutch gearbox J743

This component is located in the dual clutch gearbox

DQ400e evo.

Move the the mouse over the individual components for

information on names and the fitting location.

This is a simplified diagram.

You will find more detailed information in Self-study
Programme no. 755 “The Passat and Tiguan 2024 –
Electrical Systems and Electronics”.

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Heater and air conditioning system control unit J979

This component is located in the area of the dash panel and

controls among other things:
− The control unit for air conditioner compressor J842
− The high-voltage heater (PTC) control unit J848
These components are connected as LIN subscribers.

Move the the mouse over the individual components for

information on names and the fitting location.

This is a simplified diagram.

You will find more detailed information in Self-study
Programme no. 755 “The Passat and Tiguan 2024 –
Electrical Systems and Electronics”.

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Control unit for high-voltage battery charging unit J1050

This component is located in the charging unit for high-voltage

battery 1 AX4.

Move the the mouse over the individual components for

information on names and the fitting location.

This is a simplified diagram.

You will find more detailed information in Self-study
Programme no. 755 “The Passat and Tiguan 2024 –
Electrical Systems and Electronics”.

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Engine/motor control unit J623

This component is located on the left side in the engine

compartment. The high-voltage coordinator is also integrated
there.

Move the the mouse over the individual components for

information on names and the fitting location.

This is a simplified diagram.

You will find more detailed information in Self-study
Programme no. 755 “The Passat and Tiguan 2024 –
Electrical Systems and Electronics”.

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Engine sound generator control unit J943

It is mounted on the front right longitudinal member.

Move the the mouse over the individual components for

information on names and the fitting location.

This is a simplified diagram.

You will find more detailed information in Self-study
Programme no. 755 “The Passat and Tiguan 2024 –
Electrical Systems and Electronics”.

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

ABS control unit J104

This component is located in the engine compartment.

Move the the mouse over the individual components for

information on names and the fitting location.

This is a simplified diagram.

You will find more detailed information in Self-study
Programme no. 755 “The Passat and Tiguan 2024 –
Electrical Systems and Electronics”.

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Electronically controlled damping control unit J250

This component is located in the luggage compartment, rear

right.

Move the the mouse over the individual components for

information on names and the fitting location.

This is a simplified diagram.

You will find more detailed information in Self-study
Programme no. 755 “The Passat and Tiguan 2024 –
Electrical Systems and Electronics”.

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Power steering control unit J500

This component is located on the front axle and is part of the

steering rack.

Move the the mouse over the individual components for

information on names and the fitting location.

This is a simplified diagram.

You will find more detailed information in Self-study
Programme no. 755 “The Passat and Tiguan 2024 –
Electrical Systems and Electronics”.

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Airbag control unit J234

This component is located on the centre tunnel in the vehicle

interior.

Move the the mouse over the individual components for

information on names and the fitting location.

This is a simplified diagram.

You will find more detailed information in Self-study
Programme no. 755 “The Passat and Tiguan 2024 –
Electrical Systems and Electronics”.

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Control unit for front left belt tensioner J854 and control unit
for front right belt tensioner J855

These components are integrated into the belt tensioners and

located on the left and right B-pillars.

Move the the mouse over the individual components for

information on names and the fitting location.

This is a simplified diagram.

You will find more detailed information in Self-study
Programme no. 755 “The Passat and Tiguan 2024 –
Electrical Systems and Electronics”.

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Charge voltage control unit for high-voltage battery J966

It is part of the data bus diagnostic interface J533.

Move the the mouse over the individual components for

information on names and the fitting location.

This is a simplified diagram.

You will find more detailed information in Self-study
Programme no. 755 “The Passat and Tiguan 2024 –
Electrical Systems and Electronics”.

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

The data bus diagnostic interface J533

is located in the front left footwell.
It is the interface for all CAN buses and the Ethernet.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Rear lid control unit J605

This component is located in the luggage compartment, rear

left.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Control unit for electronic steering column lock J764

This component is located below the steering column.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Control unit for head-up display J898

This component is located in the dash panel on the driver side

and is an Ethernet bus subscriber.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Rear driver side door control unit J926

This component is located in the rear door on the driver side.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Rear passenger side door control unit J927

This component is located in the rear door on the passenger

side.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Charging unit 1 for mobile devices J1146

This component is located in the centre console.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Roof system control unit J1355

This component is located in the rear headliner.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Internet access control unit J666

This component is located in the rear headliner and is an

Ethernet bus subscriber.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

External vehicle communication aerial R387

This component is located in the roof aerial RX5.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

External vehicle communication aerial 2 R394

This component is located in the front roof area depending on

the equipment.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Control unit for seat and steering column adjustment with

memory function J136

This component is located under the driver seat.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Control unit in dash panel insert J285

This component is located in the dash panel insert KX2 and is

an Ethernet bus subscriber.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Trailer detection control unit J345

This component is located in the luggage compartment, rear

left.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Driver door control unit J386

This component is located in the driver door.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Front passenger door control unit J387

This component is located in the front passenger door.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Entry and start authorisation control unit J518

This component is located in the left footwell near the centre

tunnel.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Onboard supply control unit J519 with integrated

immobiliser control unit J362

This component is located in the front left footwell.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Control unit for front passenger seat adjustment with

memory function J521

This component is located under the front passenger seat.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Steering column electronics control unit J527

This component is located on the steering column.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Backend

The online communication between the vehicle and the

customer’s user interface takes place via the vehicle backend
for mobile online services.
This ensures that no unauthorised third parties can access the
system.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

APP

Customers can monitor and control various vehicle functions

via the manufacturer-specific app.
For example, you can start or interrupt the charging process.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Digital sound package control unit J525

This component is located in the luggage compartment on the

rear left and is an Ethernet bus subscriber.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Display unit for front information display and operating unit

control unit J685

This component is located in the centre of the dash panel.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Control unit 1 for information electronics J794

This component is located in the right footwell and is an

Ethernet bus subscriber.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Emergency call module control unit and communication unit

J949

This component is located in the vehicle interior depending on

the model and is an Ethernet bus subscriber.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Ethernet

This is a local, cable data network that enables data to be

exchanged with other network-capable control units. The
advantage is the fast data transmission of 100 Mbit/s.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Battery monitor control unit J367

This component is located on the negative terminal of battery A.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Multifunction steering wheel control unit J453

This component is located in the steering wheel.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Control unit for steering wheel contact detection J1158

This component is located in the steering wheel.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Adaptive cruise control unit J428

This component is located in the centre of the front bumper

and is an Ethernet bus subscriber.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Parking aid control unit J446

This component is located on the driver side behind the dash

panel.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Tyre Pressure Monitoring System control unit J502

This component is located behind the rear bumper on the

right.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Control unit for cornering light and headlight range control

J745

This component is located in the left footwell near the centre

tunnel.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Lane change assist control unit J769

This component is located behind the rear bumper on the

right.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Lane change assist control unit 2 J770

This component is located in the rear bumper on the right and

has a private Ethernet connection to the lane change assist
control unit J769.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Control unit for overhead view camera J928

This component is located in the luggage compartment at the

rear right and is an Ethernet bus subscriber.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Front left radar sensor control unit for object detection J1088

This component is located below the left headlight and has a

private Ethernet connection to the front right radar sensor
control unit for object detection J1089.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Front right radar sensor control unit for object detection

J1089

This component is located in the vehicle front end below the

right headlight and has a private Ethernet connection to the
front left radar sensor control unit for object detection J1088.

* All other Ethernet

subscribers are additionally
coloured purple.

J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Component protection

The control units shown in colour

are component protection
subscribers. The data bus diagnostic
interface J533 functions as the
master.
J519/
Immobiliser J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

Hybrid Powertrain Running gear Driver assist systems 1 & 2 Convenience 1–3 Infotainment Ethernet LIN

Immobiliser

The control units shown in colour

are immobiliser subscribers. The
immobiliser control unit J362
functions as the master. It is
integrated into the onboard supply
control unit J519. J519/
J362

Backend APP

INTERNAL
 Electrical system

Networking overview

Networking overview Component protection and immobiliser Fitting locations of high-voltage control units

High-voltage heater (PTC) control unit J848 Heater and air conditioning system control unit J979
No diagnostic address, measured values above 0008 Diagnostic address 0008

Control unit for air conditioner compressor J842

No diagnostic address,
measured values above 0008

Control unit 1 for activation of

Battery regulation control unit J840
charging flap and charging socket J1245
Diagnostic address 008C
Diagnostic address 813C
Module monitor control unit for batteries
J497
Control unit for high-voltage No diagnostic address, measured values
battery charging unit J1050 above 008C
Diagnostic address 006C

Electric drive control unit J841 with

integrated voltage converter A19
Diagnostic address 0051

Engine/motor control unit J623

Diagnostic address 0001

Data bus diagnostic interface J533 with

charge voltage control unit for high-voltage battery J966
Diagnostic address 0019

INTERNAL
 Heating and air conditioning system

Refrigerant circuit

The refrigerant circuit is filled with the familiar refrigerant R1234yf. The high- N541 G805 Heat exchanger for G395
voltage air conditioner compressor VX81 produces the pressure in the circuit. high-voltage battery
The cooling output of the heat exchanger is regulated by an electric
expansion valve.

The following components are located in the engine compartment:

− Air conditioner compressor VX81

− Condenser with desiccant cartridge
− Heat exchanger for high-voltage battery
− Refrigerant expansion valve 1 N636
− Refrigerant shut-off valve for heater and air conditioner unit N541
− Refrigerant pressure and temperature sender G395
− Pressure sender for refrigerant circuit G805
− Refrigerant lines

N636 Air conditioner Condenser with

Please always follow the current information in ElsaPro and the compressor VX81 desiccant cartridge
electronic parts catalogue.
For further information, please read the SSP 537 “The Golf GTE”.

INTERNAL
 Heating and air conditioning system

Heat exchanger with refrigerant expansion valve 1 N636

A new adapter block is used for the component- and space-optimised heat Heat exchanger for G395
exchanger concept. The heat exchanger for high-voltage battery, the high-voltage battery
refrigerant lines and the refrigerant expansion valve 1 N636 are located on it.

The expansion valve is made up of the following components:

− Control motor for expansion valve

− Valve block with ball valve

The ball valve is similar to a ball cock on a water pipe.

Please click the info point for further information on the expansion valve.

The opening degree of the ball valve is determined and monitored with the
information from the refrigerant pressure and temperature sender G395.

If the refrigerant circuit needs to be flushed, the expansion valve Refrigerant expansion Adapter block with refrigerant
needs to be opened 100% with a guided function in the vehicle valve 1 N636 connections
diagnostic tester. Therefore, a flushing adapter does not need to
be installed.

INTERNAL
 Heating and air conditioning system

Heat exchanger with refrigerant expansion valve 1 N636

A new adapter block is used for the component- and space-optimised heat
exchanger concept. The heat exchanger for high-voltage battery, the Refrigerant expansion valve 1 N636 (schematic drawing)
refrigerant lines and the refrigerant expansion valve 1 N636 are located on it.

The expansion valve is made up of the following components:

− Control motor for expansion valve

Control motor for
− Valve block with ball valve
expansion valve
The ball valve is similar to a ball cock on a water pipe.
Input shaft for the ball
Please click the info point for further information on the expansion valve. valve

The opening degree of the ball valve is determined and monitored with the
information from the refrigerant pressure and temperature sender G395.
Valve output to heat
exchanger
Refrigerant input

Ball valve

If the refrigerant circuit needs to be flushed, the expansion valve

needs to be opened 100% with a guided function in the vehicle
diagnostic tester. Therefore, a flushing adapter does not need to
be installed.

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 Driving profile selection, operating mode selection and hybrid-specific displays

Driving profile selection and operating mode selection

Pressing the “Vehicle MODE” function button in the

infotainment system opens the menu for selecting the driving
profile (1) and the operating mode (2).

By default, the vehicle starts in the “Comfort” driving profile and

in the “E-mode” operating mode. If the E-mode is not available,
the vehicle will automatically start the combustion engine.

The conditions for E-mode are:

− Charge level of high-voltage battery is sufficient
− The power requirement can be covered by the electric drive
− Coolant and gear oil temperatures are greater than -10°C
− The vehicle speed is below 130 km/h

Driving profile selection (1)

Operating mode selection (2)

Options for maintaining or reserving battery charge level

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 Driving profile selection, operating mode selection and hybrid-specific displays

Driving profile selection and operating mode selection

The familiar driving profiles are available in the driving profile

selection menu:

− Eco
− Comfort
− Sport
− Individual

You can find out about the differences in each driving profile
here:

Eco
The drive and air conditioner settings are limited and their
output can be reduced.

Convenience
No changes.

Sport
A sporty external sound is additionally activated in this mode.
It can also be heard when the combustion engine is running.

Individual
In addition, the sporty exterior sound can be activated.

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 Driving profile selection, operating mode selection and hybrid-specific displays

Driving profile selection and operating mode selection

In the operating mode selection, you can choose

between:
− E-mode
− Hybrid

If possible, the vehicle will start in E-mode.

E-mode
In E-mode operating mode, the vehicle is driven purely
electrically. The combustion engine is only used if the
conditions for electric operation are no longer fulfilled,
kick-down function, for example.

Hybrid
In this operating mode, the electric motor and the
combustion engine share the drive work.
The operating mode control system aims to mainly make
use of the battery charge.
It also accesses the navigation data if route guidance is
active.

Note
When route guidance is active, it is possible that the
vehicle recharges the high-voltage battery autonomously
using the combustion engine.

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 Driving profile selection, operating mode selection and hybrid-specific displays

Driving profile selection and operating mode selection

In “Hybrid” operating mode, you can maintain the charge

level or reserve it for later journeys.

Maintain battery charge level

The current charge level of the hybrid battery unit is
maintained so the energy can be used at a later
time. Press the “Set manually” function button for this
purpose.

Reserve battery charge level

You can select a charge level up to which the vehicle can
use energy from the battery.
You can select the required charge level with the arrow
buttons in 20% steps.
Only existing battery capacity can be reserved.

Note
The settings are reset when the ignition is switched off or
you switch to E-mode.

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 Driving profile selection, operating mode selection and hybrid-specific displays

Hybrid-specific displays

There are specific displays for hybrid vehicles. Here is an overview of the possible displays.

Fault in the electric drive system Hybrid system fault Energy recuperation is not possible
There is a fault in the electric drive system. A plain text There is a fault in the hybrid system. Find a qualified workshop.
display appears for this. Stop vehicle in a safe place and A plain text display appears for this.
seek qualified assistance.
Energy recuperation settings

E-mode operating mode not available Limited driving performance Exterior sound failure
One or more conditions for E-mode are not available. The combustion engine is not available and the power is The following message appears in the instrument cluster
The vehicle drives with the combustion engine. reduced. When the fuel tank is empty and the high- “Error: e-sound failed. Please drive carefully.”
voltage battery is flat, there is a risk of breakdown. The
vehicle can then be emergency started another two
times.

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 Driving profile selection, operating mode selection and hybrid-specific displays

Hybrid-specific displays

Touch the “Vehicle” function button in the infotainment

system. In the “Exterior” menu, touch the hybrid system
function button.

Here, you can choose between the following energy

recuperation levels:
− High
− Automatic
− Low

High
The vehicle recuperates energy where possible always at Energy recuperation settings
the highest rate.

Automatic
In Eco and Comfort, the energy recuperation level is low.
There is increased energy recuperation in the Sport
driving profile or in “S” gear.

Low
The vehicle recuperates energy at a low rate.

Note
As the charge level of the high-voltage battery increases,
the energy recuperation level decreases and can be
completely stopped.

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 Servicing and maintenance work

Servicing work

The maintenance intervals correspond with the 2021 maintenance concept. The service intervals and thus also the PR numbers vary depending on the area of use.
You can see here what service intervals are available.

Flexible oil change service

The flexible oil change service allows extended service intervals that are oriented to the individual
driving style and the operating conditions. The control unit J285 in the dash panel insert calculates
the service interval and shows it to the driver via the service interval display.

Fixed oil change service

Fixed service means that fixed service intervals are intended for vehicles. These kilometre or time
figures were set in advance. Under normal operating conditions, reaching these intervals is
technically guaranteed.

Brake fluid service

Change:
The annual oil change is no longer performed on the second-
generation of plug-in hybrids.

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 Servicing and maintenance work

Servicing work

The maintenance intervals correspond with the 2021 maintenance concept. The service intervals and thus also the PR numbers vary depending on the area of use.
You can see here what service intervals are available.

Flexible oil change service

The flexible oil change service allows extended service intervals that are oriented to the individual PR no.:
driving style and the operating conditions. The control unit J285 in the dash panel insert calculates − QI6
the service interval and shows it to the driver via the service interval display.

The service intervals vary depending on the driving style and

operating conditions. The example shows the maximum and
Fixed oil change service minimum possible service intervals.
Fixed service means that fixed service intervals are intended for vehicles. These kilometre or time
figures were set in advance. Under normal operating conditions, reaching these intervals is
technically guaranteed.
km 30,000 60,000 90,000 120,000

Brake fluid service

Time 2 4 6 8

km 15,000 30,000 45,000 60,000

Change:
The annual oil change is no longer performed on the second-
generation of plug-in hybrids.
Time 1 2 3 4

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 Servicing and maintenance work

Servicing work

The maintenance intervals correspond with the 2021 maintenance concept. The service intervals and thus also the PR numbers vary depending on the area of use.
You can see here what service intervals are available.

Flexible oil change service

The flexible oil change service allows extended service intervals that are oriented to the individual PR no.:
driving style and the operating conditions. The control unit J285 in the dash panel insert calculates − QI1
the service interval and shows it to the driver via the service interval display. − QI2
− QI3
− QI4
Fixed oil change service − QI7
Fixed service means that fixed service intervals are intended for vehicles. These kilometre or time
figures were set in advance. Under normal operating conditions, reaching these intervals is
technically guaranteed.
km 15,000 30,000 45,000 60,000

Brake fluid service

Time 1 2 3 4

Change:
The annual oil change is no longer performed on the second-
generation of plug-in hybrids.

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 Servicing and maintenance work

Servicing work

The maintenance intervals correspond with the 2021 maintenance concept. The service intervals and thus also the PR numbers vary depending on the area of use.
You can see here what service intervals are available.

Flexible oil change service

The flexible oil change service allows extended service intervals that are oriented to the individual Brake fluid service every two years
driving style and the operating conditions. The control unit J285 in the dash panel insert calculates
the service interval and shows it to the driver via the service interval display.

Fixed oil change service

Fixed service means that fixed service intervals are intended for vehicles. These kilometre or time
figures were set in advance. Under normal operating conditions, reaching these intervals is
technically guaranteed.
km - - - -

Brake fluid service

Time 2 4 6 8

Change:
The annual oil change is no longer performed on the second-
generation of plug-in hybrids.

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 Servicing and maintenance work

De-energising the high-voltage system

Overview Diagnostic Manual

De-energisation of the high-voltage system allows controlled deactivation. This is required for repairs or damage to the vehicle.

All work steps required to de-energise the vehicle are listed in the Workshop Manual.

De-energisation is ensured via certified instructions and the Guided Function with the vehicle diagnostic tester. This makes sure all steps are
observed in the correct order and produces documentation of all measuring results.

The de-energisation is performed according to the existing five safety rules of electrical engineering:

1. De-energise
2. Secure against reactivation
3. Verify de-energised state
4. Earth and short-circuit
5. Cover or block-off adjacent live components

Steps 4 and 5 are not taken with high-voltage vehicles.

De-energisation can be performed using diagnostics by checking redundant measured values from different control units or manually with the high-
voltage test module VAS 6558A and adapters.

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 Servicing and maintenance work

De-energising the high-voltage system

Overview Diagnostic Manual

1. De-energise

The TW maintenance connector is located in the engine compartment on the left side near
the bulkhead. Pulling it out interrupts the start enable signal from the high-voltage system.
It also functions as an emergency cut-out connection for emergency services.

2. Secure against reactivation

The maintenance connector is secured mechanically against accidental closing. However, it

needs to be secured against accidental re-activation with the padlock T40262/1. The key is
kept safe, for example, in a key box to prevent unauthorised re-activation.

3. Establishing de-energised state

The measured values of the following components are evaluated to establish de-energised
state:
AX1 – hybrid battery unit
AX4 – charging unit 1 for high-voltage battery
JX1 – power and control electronics for electric drive
This automated evaluation replaces the manual measurement.

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 Servicing and maintenance work

De-energising the high-voltage system

Overview Diagnostic Manual

1. De-energisation

Is identical to diagnostic de-energisation.

2. Securing against reactivation

Is identical diagnostic de-energisation.

3. Verifying de-energised state

To check the de-energised state, a direct measurement is made with specified adapters in
the power electronics. The de-energised state is verified at this measurement point.

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 Servicing and maintenance work

Things to note when refuelling

Before you can fill the tank with fuel, the pressure in the fuel tank needs to be equalised. This prevents fuel vapours escaping through the fuel filler neck. The vehicle may not be travelling at
a speed greater than 4 km/h when you prepare it for refuelling.

E319 J386 J519 J623

Refuelling request from driver
Press the fuel tank flap release button and the engine/motor control unit will
be informed about your intention to refuel via the driver door control unit
and by the onboard supply control unit. You will see a message in the
instrument cluster that the car is being prepared for refuelling.
G400 N288

Pressure equalisation in fuel tank Fuel tank Activated

The engine/motor control unit activates the fuel tank switch-off valve and charcoal filter
opens the line from the fuel tank to the activated charcoal filter. The vapours
flow to the activated charcoal filter. The pressure equalisation is monitored
by the tank pressure sensor.

Ready for refuelling

The onboard supply control unit opens the tank filler flap once the pressure
has been successfully lowered. A message appears in the instrument cluster
F219
informing you that the vehicle is ready for refuelling.
It normally takes between 0.5 and 7 seconds to prepare for refuelling. The
vehicle remains ready for up to 17 minutes.

Key

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 Servicing and maintenance work

Things to note when refuelling

Before you can fill the tank with fuel, the pressure in the fuel tank needs to be equalised. This prevents fuel vapours escaping through the fuel filler neck. The vehicle may not be travelling at
a speed greater than 4 km/h when you prepare it for refuelling.

E319 J386 J519 J623

Key
E319 Fuel tank flap release button

J386 Driver door control unit

G400 N288
J519 Onboard supply control unit
Fuel tank Activated
G400 Tank pressure sensor charcoal filter

J623 Engine/motor control unit

N288 Fuel tank switch-off valve

F219 Fuel tank filler flap central locking actuator

F219

Key

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 Servicing and maintenance work

New tools

VAS 6558A/49 High-voltage test adapter For verifying the de-energised state

VAS 6558A/53 High-voltage test adapter For measuring insulation resistance and checking for short circuits

VAS 6606/30 Test adapter For measuring cell and temperature values

Voltage balancer for high-voltage battery modules

VAS 6910A For balancing the voltage of battery modules
(module balancer) VAS 6910A

VAS 6910A/30 Module balancer connecting cable Accessory for VAS 6910A

T10682 High-voltage battery sealing connector For sealing the high-voltage connection

T10690 High-voltage battery lifting tool For lifting the hybrid battery unit

VAS 852 027/3 FDS screw socket set Torx Plus® 10EP drive

T40480 Cap Cover for battery module connection

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 Thank you for your interest.

SSP 751 – Plug-in Hybrid Drives 2024

Technical status: 06.2024

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