Service Training

Self-Study Programme 525

The Jetta Hybrid
Design and Function
2
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The Jetta Hybrid is the 2nd hybrid vehicle to be introduced at Volkswagen and follows the Touareg Hybrid in series
production. This Self-Study Programme describes the changes.
An electric hybrid drive is a combination of combustion engine and three-phase current drive.
This means that in the Jetta Hybrid, a TSI engine with 110 kW of power operates in parallel with a three-phase
current drive with 20 kW of power. The lithium-ion battery technology used in the Jetta Hybrid, as well as the 7-
speed dual clutch gearbox installed with the hybrid drive, are all of the latest generation.
Separate Self-Study Programmes are available on the following current topics:
Self-Study Programme 390 The 7-speed Double-clutch Gearbox 0AM
Self-Study Programme 492 The Jetta 2011 EU
Self-Study Programme 499 Basics of Electric Drives in Automobiles
Self-Study Programme 511 The new EA211 Petrol Engine Family
The self-study programme describes
the design and function of new
developments.
The contents will not be updated.
For current testing, adjustment and repair
instructions, refer to the relevant service
literature.
Important
Note
3
Contents
In Brief . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Body . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Power units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Power transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Running gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
High-voltage system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Electrical system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
Infotainment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Heating and air conditioning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Test your knowledge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
4
Combustion engine 1.4 l 110 kW TSI turbocharged engine
Combustion engine output 110 kW
Gearbox 7-speed DSG dual-clutch gearbox
Three-phase current drive Permanently excited synchronous motor
Three-phase current drive output 15 kW in normal operation and 20 kW in electric driving
mode
Maximum total output during boost 125 kW
Maximum total torque during boost 250 Nm
Battery technology Lithium-ion battery
High-voltage battery voltage 222 volt
High-voltage battery energy content 1.1 kWh
Top speed 210 km/h (130 mph), speed-limited
Acceleration from 0 to 100 km/h 8.6 s
Additional weight due to the hybrid components Approx. 103 kg
In Brief
The production of the Jetta Hybrid
The Jetta Hybrid is produced in Mexico at the Puebla
plant.
Volkswagen de Mexico
Number of employees: approx. 15,290
Models: Jetta (the version sold in the
North American market and
Europe), Jetta Hybrid, Golf Estate,
Beetle, Beetle Cabriolet
Plant founded: 1964, 100% Volkswagen AG
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Technical data on the Jetta Hybrid
5
The data refers to the basic model with a 90% tank volume.
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2651 mm
4644 mm
1104 mm 889 mm
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1535 mm
1778 mm
1
4
8
2

m
m
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1538 mm
2020 mm
Kerb weight 1505 kg
Gross vehicle weight 2020 kg
Roof load 75 kg
Tank capacity approx. 45 l
Drag coefficient 0.28
Luggage compartment volume 374 l
Dimensions
Weights, volumes and other data
6
In Brief
Distinguishing features
Dash panel with hybrid logo
Radio and radio navigation systems with
displays specific to the hybrid model
Hybrid logo in engine compartment
Hybrid logo on the front area
Hybrid logo at the side
7
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Button for extended electric drive
mode in the centre console
High-voltage battery in
luggage compartment
Hybrid logo at the rear
Dash panel insert with power meter
8
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Body
Body structure
Body components of the Jetta 2011
Reinforcements for NAR in the Jetta 2011
Additional modifications for the Jetta Hybrid
The structure of the body for the Jetta Hybrid is essentially based on the body structure of the Jetta 2011, with
reinforcements for NAR*.
The body structure has been modified and optimised for the Jetta Hybrid.
This was achieved by using the following measures:
Use of ultra high-strength and hot-formed steels
Additional reinforcements for the high-voltage battery
* NAR = North American Region
9
Measures to improve the aerodynamics were carried out in order to reduce fuel consumption. This allowed the
drag coefficient for the Jetta Hybrid to be improved even further. The drag coefficient is 0.28.
This was achieved by using the following measures:
Aerodynamics
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Rear diffuser
on the bumper
Bumper cover
flow-optimised technology
Front cover
flow-optimised technology
Cooling air inlet
modified
Underbody
flow optimised with the aid of
additional trims and end plates
Sills fitted
Stall strip
(rear spoiler)
10
Engine code CRJA (EU6)
Design 4-cylinder inline engine
Displacement 1395 cm
3
Bore 74.5 mm
Stroke 80 mm
Valves per cylinder 4
Compression ratio 10.0:1
Max. output 110 kW at 5000 - 6000 rpm
Max. torque 250 Nm at 1600 - 3500 rpm
Engine management Bosch MED 17.01.21
Fuel Super unleaded with RON 95
Exhaust gas aftertreat-
ment
Three-way catalytic converter
One broadband Lambda
probe before the catalytic
converter and one step-type
Lambda probe after.
Emissions standard EU6
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280
260
240
220
60
40
20
0
1000 3000
80
100
120
140
160
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Speed (rpm)
P
o
w
e
r

(
k
W
)
T
o
r
q
u
e

(
N
m
)
5000
180
160
140
120
200
Power units
The 1.4 l 110 kW TSI engine
The 1.4 l 110 kW TSI engine for the Jetta Hybrid is based on the 1.4 l 103 kW TSI engine from the new EA211
engine family. For use in the Jetta Hybrid, modifications were made to facilitate integration of the three-phase
current drive VX54.
Technical features
Cylinder block and sealing flange (on gearbox
side) with coolant ducts for cooling the electric
drive motor V141 as well as hydraulic fluid for
activating the disengagement clutch K0.
Crankshaft with splines for linking the electric drive
motor V141 to the engine
Coolant pump for high-temperature circuit V467
for needs-based cooling of the electric drive
motor.
Cylinder block with one duct for the secondary air
injection (required in the NAR version)
Due to emissions requirements, the materials used
for the pipes in the crankcase breather and the
fuel and activated charcoal filter system (required
for the NAR versions) have been changed.
You can find further information on this
engine in Self-Study Programme no. 511
The New EA211 Petrol Engine Family.
Technical data Torque and performance diagram
11
Cylinder block with sealing flange (on gearbox side)
The aluminium cylinder block used has been taken
from the 1.4 l 103 kW TSI engine, with only a few
changes being made.
It is distinguished by:
two coolant ducts for cooling the electric drive
motor V141
one duct for hydraulic fluid for activating the
disengagement clutch K0
one cast duct for secondary air injection (in the
European version there is a plug at the inlet point
for secondary air)
The ducts for the coolant and the hydraulic fluid are
also guided through the sealing flange (on gearbox
side). When the sealing flange is replaced, the
respective seals must also be replaced.
Modifications to the engine mechanics
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Duct for secondary
air injection
Inlet point for
secondary air
Sealing flange
(on gearbox
side)
Hydraulic fluid
supply gallery
Coolant supply
gallery
Coolant return
gallery
Crankshaft
The crankshaft is also very similar to the basic engine.
With a five-point bearing, it has four counterweights
and a main bearing and conrod bearing diameter of
48 mm. To reduce its weight even further, the conrod
journals have been hollow-bored.
They are distinguished by:
a crankshaft with splines for linking the electric
drive motor V141 to the engine
sealing screws for sealing the cylinder block from
engine oil, as a flywheel has not been bolted to
the crankshaft
Picture 041, Crankshaft
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Conrod bearing
Hollow-bored conrod
journals
Crankshaft splines
Main bearing
Sealing screw
12
Power units
Cooling system
Water radiator for charge air
cooling circuit
Power and control
electronics for electric
drive JX1
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Coolant pump for high-
temperature circuit V467
Electric drive motor V141
Coolant pump for low-temperature
circuit V468
The basic design of the cooling system is identical to the one used in the 1.4 l 103 kW TSI engine. It is a dual circuit
cooling system and consists of the engine cooling system and the charge air cooling system.
The hybrid drive made the following modifications necessary:
The electric drive motor and the coolant pump for the high-temperature circuit are integrated into the engine
cooling system. The pump is activated by the engine map.
The power and control electronics for electric drive are integrated into the charge air cooling system. It is
supplied by the coolant pump for the low-temperature circuit.
13
Power transmission
The 7-speed dual-clutch gearbox
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0AM
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0CG
Conventional Jetta Jetta Hybrid
Description 0AM 0CG
Weight 70 kg 73 kg
The dual clutch gearbox 0AM forms the basis for the dual clutch gearbox 0CG.
To make designing a functioning hybrid module possible (see page 25), the following changes were made:
Clutch housing extended by 83 mm
Brackets for the drive shaft extended by 83 mm
Additional valve block with integrated clutch master cylinder and pressure regulator for disengagement
clutch N511
Additional hydraulic lines for the clutch master and clutch slave cylinders
Additional clutch slave cylinder (on crankcase)
Additional disengagement clutch K0
14
Clutch plate
from the disengagement clutch K0
Oil gallery
The oil enters the clutch slave
cylinder via an oil passage
Pressure plate
from the disengagement clutch K0
Screw joint
for the hydraulic pipe on the engine block
Clutch slave cylinder
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Diagram showing the principles of the
hydraulic system
Power transmission
The hydraulic system for the disengagement clutch K0
No pressure supply line
Pressure from the mechatronic unit hydraulic pump
No pressure return line
The diagram showing the principles provides a
simplified overview of the system components of the
hydraulic system for the disengagement clutch K0
the colours allow the function of the pressure ranges
in the system to be easily distinguished.
The descriptions of the function of the
disengagement clutch K0 on the following
pages are also based on the diagram
showing the principles.
15
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Hydraulic pipe
connects the clutch master cylinder to the cylinder block
Clutch slave cylinder
Run-on tank
Pressure regulator
for disengagement clutch (K0) N511
Valve block
Mechatronic unit
Oil pump (gear pump)
in the mechatronic unit
16
Power transmission
Hydraulic plan when the disengagement clutch K0 is closed
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Run-on tank Clutch slave cylinder
Disengagement clutch K0
Pressure regulator for
disengagement clutch N511
Clutch slave cylinder
Mechatronic unit
Gear pump
Valve block
Filling chamber
No pressure supply line Pressure from the mechatronic
unit hydraulic pump
No pressure return line
Function
The spring force of the diaphragm spring keeps the
disengagement clutch K0 closed. The hydraulic
system is not under pressure and the clutch master
and clutch slave cylinder are both in the idle position.
Oil flowing back from the filling chamber flows
through the pressure regulator for disengagement
clutch N511 into the run-on tank. The oil settles here
before it flows back to the mechatronic unit.
The gear pump in the mechatronic unit generates the
pressure for the gear and clutch hydraulics according
to requirements. If the pressure regulator for
disengagement clutch N511 is in the idle position, the
oil pressure cannot be applied to the clutch master
cylinder and the disengagement clutch K0 remains
closed.
Furthermore, the run-on tank in the valve block
ensures the level in the hydraulic system between the
clutch master and clutch slave cylinders remains in
equilibrium. Unwanted air in the hydraulic system,
e.g. due to repairs, is returned to the mechatronic unit
via the run-on tank.
The closed disengagement clutch K0 ensures a
force-fit connection between the combustion
engine and the electric drive motor V141.
17
Function
If the pressure regulator for disengagement clutch
N511 is activated by the engine control unit J623, the
oil enters the filling chamber of the clutch master
cylinder. The oil pressure acts against the force of the
dished springs and presses the piston up to the stroke
limiter. The oil from the working chamber flows into
the clutch slave cylinder. The clutch release bearing
and the dished springs disconnect the pressure plate
from the clutch plate. The transmission of energy from
the combustion engine to the gearbox is stopped.
Hydraulic plan when the disengagement clutch K0 is opened
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Stroke limiter
Dished spring
Clutch plate
Pressure plate
Working chamber
Clutch release bearing
No pressure supply line Pressure from the mechatronic
unit hydraulic pump
No pressure return line
Please note:
The stroke limiter allows a precisely defined volume of
oil to be pressed into the clutch slave cylinder. The
disengagement path of the clutch slave cylinder is
therefore specified.
The opened disengagement clutch K0 disconnects
the combustion engine from the electric drive motor
V141.
18
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Torque
Combustion engine
Dual-mass flywheel
Gearbox
input torque
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Gearbox
input torque
Torque
Electric drive motor
V141
Rotor
Power transmission
Disengagement clutch K0 operating modes
Combustion engine and electric boost
Coupling closed
When the electric drive motor V141 supports the
combustion engine, the engine torque from the
electric drive motor V141 is transferred to the
dual-mass flywheel via the rotor.
Combustion engine
Electric drive motor V141
Gearbox input
Combustion engine
Coupling closed
When the combustion engine is powering the vehicle,
the engine torque from the combustion engine is
transferred to the dual-mass flywheel via the clutch
plate.
19
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Drive torque
from the gearbox
Rotor
Air gap
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Gearbox
input torque
Torque
Electric drive motor V141
Air gap
Electric driving
Clutch open
During electric driving, the engine torque from the
electric drive motor V141 is transferred to the
dual-mass flywheel. When doing so, the clutch
pressure plate is not connected to the pressure plate.
Energy recovery
Clutch open
During recuperation, the drive torque from the
gearbox is transferred to the dual-mass flywheel.
20
Running gear
Running gear
The running gear in the Jetta Hybrid is the same design as the running gear of the the Jetta 2011 EU. The
suspension and the shock absorbers have been modified for the additional weight of the hybrid components. The
Jetta Hybrid is also equipped with a four-link rear axle suspension.
Electronic stability programme based on the
MK60 system made by Continental Teves
Brake servo with dual-rate characteristic curve
Modern McPherson strut front
suspension
Electronic brake servo vacuum pump with 8 vanes
21
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Tyre Pressure Loss Indicator (optional)
Four-link rear axle suspension
Floor-mounted accelerator pedal with contact-
free senders for the accelerator pedal position
Brake assistant
22
High-voltage system
The high-voltage system
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By using the three-phase current drive as a source of power, as an alternator and as a starter, the 12-volt starter
and the alternator, as well as the poly V-belt, have been dispensed with. Furthermore:
the coolant pump for high-temperature circuit V467 (12 volts)
the electromechanical power steering motor V187 (12 volts)
the brake servo vacuum pump V469 (12 volts)
are all driven electrically. To guarantee that climate control can run independently of the combustion engine, the
electric air conditioner compressor V470 has been added.
Overview
The hybrid concept developed at Volkswagen for the Jetta is based on the parallel hybrid drive. For the
mechanical drive system, the three-phase current drive and combustion engine combine to form a joint drive train.
Both drive types are mounted onto a shaft.
23
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Warning of a danger area as per
DIN 4844-2 (BGV A8)
Warning against touching live parts
Information notice:
Observe instruction manual as per
DIN 4844-2 (BGV A8)
Warning of dangerous electrical voltage
as per DIN 4844-2 (BGV A8)
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Instruction markers:
Observe instruction manual as per
DIN 4844-2 (BGV A8)
Warning against touching live parts
Warning of dangerous electrical
voltage as per DIN 4844-2 (BGV A8)
Warning signs
Please note that work on the hybrid vehicle performed near high-voltage components or on the components
themselves may only be carried out by qualified and therefore authorised Volkswagen high-voltage technicians.
Improper handling of high-voltage systems involves a risk of fatal injury due to electric shock.
Also observe the instructions in the workshop manual and in the diagnostic tester.
Warning on all high-voltage components
Warning on the front lock carrier
24
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1
2
3
4
5
1 High voltages can result in severe injury or even
death. Never touch battery terminals with fingers,
tools, jewellery or other objects made of metal.
2 The high-voltage battery contains hazardous fluid
and sold substances. In the event of outgassing,
severe chemical burns and blindness could result.
When working on the high-voltage battery, suitable
eye protection and protective clothing must be worn
to prevent skin and eye contact with battery acid. If
skin or eye contact with battery acid occurs, the areas
affected must be rinsed for at least 15 minutes using
clean fresh water, and a doctor should be consulted
immediately.
3 The high-voltage battery is flammable. The high-
voltage battery must never be exposed to fire, sparks
or naked flames. The high-voltage battery must
always be handled with caution to prevent any
damage or acid discharge.
4 Always keep the high-voltage battery away from
children.
5 More detailed information and warnings can be
found in the owner's manual and in the workshop
manual.
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Notice about separation
point for rescue services
Information notice:
Observe rescue card
Warning of a danger area
High-voltage system
Warning at the front left in engine compartment
Sticker on the high-voltage battery
25
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Hybrid module
Dual clutch gearbox
Combustion engine 1.4 l 110 kW TSI
Electric drive motor V141
Disengagement clutch K0
Dual-mass flywheel
The three-phase current drive VX54 (hybrid module)
The three-phase current drive VX54 consists of the electric drive motor V141, the disengagement clutch K0 and the
dual-mass flywheel; it is referred to as the hybrid module in the following text. The water-cooled hybrid module
produces high torque while maintaining optimal use of the available installation space. The hybrid module is
located between the combustion engine and the gearbox. The interface between the dual-mass flywheel and the
dual clutch gearbox is identical to that of the standard gearbox.
The hybrid module is used as:
Starter for the combustion engine
Generator for charging the high-voltage battery and the 12-volt battery
Electric drive motor
The Jetta Hybrid can be driven in electric mode at speeds up to approx. 125 km/h over flat terrain. The maximum
speed and fuel range depend on a variety of factors:
Driving resistances (drag, rolling resistance, friction coefficient and incline angle)
Charge status of the high-voltage battery
Load requirements
Climate control requirements
26
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High-voltage
connection
Rotor
Stator
High-voltage connection
The three-phase connections are routed to the solenoids in such a way that three respective adjacent coils with
differing phases are connected.
Stator
The stator is comprised of of 24 coils which are supplied with voltage via the three-phase lines. The stator is bolted
to the sealing flange on the engine side. The drive motor temperature sender G712 is also found in the stator. The
inside cooling jacket is connected in parallel to the cylinder head of the combustion engine.
Rotor
The rotor contains the 32 permanent magnets and the clutch slave cylinder for controlling the disengagement
clutch. The rotor and the flywheel are bolted to each other.
High-voltage system
Electric drive motor V141 (electric motor)
The electric drive motor V141 is integrated into the hybrid module. The electric drive motor is referred to as the
electric motor in the following. The electric motor converts the three-phase voltage into drive power. It can be
operated alone as an electric drive motor or together with the combustion engine. It also starts the combustion
engine. If the electric motor is not being used as the drive motor or the starter, then it functions as a generator for
the high-voltage battery and the 12-volt onboard supply.
Output 20 kW
Torque 150 Nm
Generator output 18 kW
Efficiency up to 93%
Technical data
27
The water-cooled power and control electronics for electric drive JX1 is installed in the front left of the engine
compartment. It is integrated into the low-temperature cooling circuit and has a control unit of its own. It is
responsible for charging the high-voltage and 12-volt batteries, as well as for controlling the electric drive motor. It
converts DC current into AC current for electric driving. The conversion is reversed for charging the battery.
The power and control electronics for electric drive JX1
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Power and control electronics for
electric drive JX1
To make it easier to understand, the power and control electronics for electric drive JX1 is shortened to power
electronics in the following.
The power electronics regulate the electric drive motor by generating AC current, setting the frequency and the
current rating. This allows speed and torque to be generated according to the load requirements.
The power electronics consist of the following components:
Electric drive control unit J841
Intermediate circuit capacitor 1 C25
Voltage converter A19
DC/AC converter for drive motor A37
Cooling system integrated into the housing with connection pieces for the low-temperature cooling circuit
Fuse for the air conditioner compressor
Pilot line connector
28
More detailed information on the pilot line
can be found in Self-Study Programme
no. 499 Basics of Electric Drives in
Automobiles.
High-voltage system
Connections
The power electronics have the following connections:
For the lines to the high-voltage battery
For the lines to the electric drive motor
For the line to the air conditioner compressor
For the charging cable to the 12-volt battery
For the 12-volt onboard supply connector
For the connection to the vehicle coolant circuit
The power electronics feature protection
rating IP 6K9K
(IP = Internal Protection,
6K = dust-tight, complete protection
against contact,
9K = Protection from water under high
pressure/steam spray cleaning, specific to
road vehicles).
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2 connections for
high-voltage battery
1 connection for air
conditioner compressor
3 connections for
electric drive motor
12-volt onboard
supply connector
Charging cable
for 12-volt
battery
Connecting pieces for coolant
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Cover
Power
electronics
Pilot line
connector
Housing
Power
electronics
Before the power electronics are opened, they must
be certified as having had the voltage disconnected.
The pilot line is disconnected every time the power
electronics are opened. A pilot line connector is
installed in the cover of the power electronics for this
purpose.
29
The high-voltage battery A38 (hybrid battery)
Technical data
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High-voltage battery A38
Protective frame
The Jetta Hybrid features Volkswagen's first use of a battery using lithium-ion technology as the electrochemical
energy storage medium. Compared to a nickel-metal hydride battery, this technology allows a greater energy
density. The high-voltage battery stores electrical energy and supplies it when electric driving requires it.
High-voltage battery installation position
The high-voltage battery is installed in the luggage compartment behind the rear seat bench on the luggage
compartment floor. The protective frame is used to ensure the high-voltage battery has a stable position in the
vehicle.
Nominal voltage 222 volts
Energy content 1.1 kW/h
60 cells 3.7 volts and 5 Ah
4 modules with 15 cells each
Max. output 180 A
30
High-voltage system
Lithium-ion cells
Four battery modules in total with
15 cells each connected in parallel
Battery regulation control unit J840
Monitoring of charge and discharge function
Needs-based cooling of the high-voltage battery
Monitoring of the insulation resistance monitoring
Monitoring of the pilot line
Monitoring of the cells
High-voltage contactor control
Battery fan 1 V457
Maintenance connector for high-voltage system TW
With an integrated 125 A fuse
Direction of travel
Connection for the bleeder for corrosive gas
Potential equalisation line
The high-voltage battery A38 features the protection
rating IP 5K3
(IP = Internal Protection,
5K = protected against a damaging quantity of dust,
complete protection against contact
3 = protection against water falling as a spray at any
angle up to 60 from the vertical).
Main components overview
The overview shows you the main components of the high-voltage battery
A38 and their physical layout within the battery.
31
High-voltage connections
Switching unit for high-voltage battery SX6
Comprised of the high-voltage fuses and the holder for the maintenance connector
Low-voltage connections
Stabilising protective frame
Air ducts for battery cooling
Bleeder for corrosive gas
For a controlled discharge of gases
in an emergency
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Lithium-ion cells
Battery module with
lithium-ion cells
32
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Battery module 2
Battery module 4
Switching unit SX6 J840
Battery module 3
Maintenance connector for
high-voltage system TW
Circuit diagram
High-voltage contactor
Switching unit for high-
voltage battery SX6
Pre-charging contactor
High-voltage contactor
Battery module 1
Battery
module 1
Battery
module 2
Battery
module 3
Battery
module 4
J840 TW
High-voltage system
Switching unit for high-voltage battery SX6
The high-voltage contactors and the pre-charging contactor for the high-voltage battery are found in the switching
unit for high-voltage battery SX6. The high-voltage contactors are used to create a controlled connection between
the high-voltage battery and the high-voltage components. A pre-charging contactor, a contactor for positive
and a contactor for negative are installed for this purpose. The pre-charging contactor has an integrated
resistance of 10 ohm and is connected before the positive high-voltage contactor. It is used to charge the
intermediate circuit capacitor 1 C25 in the power electronics. The positive high-voltage contactor is then
connected.
The battery regulation control unit J840 closes the high-voltage contactor as soon as terminal 15 is switched on.
The high-voltage contacts are opened by the battery regulation control unit J840 when:
terminal 15 switches off
the pilot line is disconnected
a crash signal is sent from airbag control unit J234
or the 12-volt voltage supply for the battery regulation control unit J840 is disconnected.
33
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Intake from the vehicle interior
Battery fan 1 V457
Forced ventilation
Battery regulation control unit J840
How it works
If the battery regulation control unit J840 registers an excessive battery temperature, it activates battery fan 1
V457. The air is sucked in via the intake duct located beneath the centre rear seat, and is routed to the high-
voltage battery. The fan then routes the heated air behind the right-hand side trim of the luggage compartment.
The air can escape from here by means of the forced ventilation in the side panel. The air in the vehicle interior is
adjusted to the right temperature, dried and filtered, making it optimally suited for cooling the high-voltage
battery.
The battery cooling system
Task
To keep the heat emissions under control when the high-voltage battery is charging and discharging, the high-
voltage battery features an air cooling system of its own.
If the heat cannot be sufficiently discharged into the surroundings, then the output of the high-voltage battery is
restricted at temperatures of 55 C or above.
Design
This core element of the cooling system is an electric fan controlled by the battery regulation control unit J840. The
fan is part of the high-voltage battery module and utilises air from the vehicle interior to cool the high-voltage
battery. It is powered by the 12-volt onboard supply voltage. In the service literature, the fan is referred to as
battery fan 1 V457.
34
High-voltage system
The high-voltage connections
The Jetta Hybrid features high-voltage connections which are screwed onto the high-voltage battery, the power
electronics and the electric drive motor.
S525_046
Gasket
High-voltage screw contact
Mechanically coded
screw connection
Pre-tensioning spring
The high-voltage connection for the air conditioner compressor is a connector with a pilot line, high-voltage
positive and high-voltage negative.
The connector has a dual disconnection system:
1. Pilot line disconnection
2. High-voltage contact disconnection
s525_047
Release
Pilot line contacts
High-voltage positive and negative
35
The high-voltage cable for the battery, power electronics and the electric drive motor features double insulation
and a single-pole design.
s525_048
1. Insulation 2. Insulation
Cable
Electromagnetic compatibility shield
The high-voltage cable for the air conditioner compressor features single insulation and a two-phase design. For
safety reasons, the pilot line has been integrated into the cable.
Reason:
If the cable is broken in the event of minor front damage without triggering the airbag, the pilot line is also
disconnected and the high-voltage system is shut off.
s525_049
High-voltage positive
High-voltage negative
Electromagnetic compatibility shield
Insulation
Pilot line
36
s525_039
Engine control unit J623
High-voltage system
High voltage system control
The engine control unit is connected to the high-voltage battery and the power electronics by the hybrid CAN bus.
The state of the high-voltage components is sent to the engine control unit, which controls the electrical ready-to-
drive mode. All other information which is required for electric driving or charging the high-voltage battery, such
as the load requirements, air conditioning requirements, temperature, etc. are exchanged via the hybrid CAN bus
and the powertrain CAN bus.
The operating strategy for the electric drive motor and combustion engine functions is integrated into the engine
control unit J623. The operating strategy automatically selects the optimal operating state for the drive train and
thereby avoids operating ranges of the combustion engine with a low level of efficiency. Where only a low torque
or power output is required, the engine is switched off.
37
Electric driving function
Button for electric drive E656
When the button is activated, the operating strategy
for hybrid drive is no longer set for achieving
optimum overall efficiency, but is instead set to
maximum within the power limits of the electrical
system. This allows while slightly increasing fuel
consumption a substantially enhanced electric
driving experience.
s525_045
Button for electric drive E656
Electric driving can be activated at speeds of up to 70 km/h. The framework conditions, such as the charge state of
the high-voltage battery, the air conditioning requirements or the temperature of the high-voltage components,
must be satisfied. In the event of excessive acceleration or if the charge level of the battery falls below the minimum
threshold, electric driving is stopped. Once the parameters are correct again, electric driving is automatically
reactivated without the driver needing to press the button again.
If the high-voltage battery or the electric drive motor gets too hot, e.g. due to constant use of electric driving, the
electric driving is deactivated.
For operating and displaying electric driving mode, the Jetta Hybrid features:
A display in the radio and navigation unit
A display in dash panel insert
The button for electric drive E656
38
High-voltage system
Sensors
The drive motor temperature sender G712 is installed
between two solenoids to provide better signal
detection. It is an NTC sensor and sends the
temperature to the power electronics. The signal is
required in order to prevent the electric drive motor
from overheating. If the cooling output using the high-
temperature circuit is not sufficient, then the electric
drive motor is first restricted by the power electronics
and no longer activated at temperatures exceeding
180 C.
Effect upon failure
If the sensor fails, the hybrid system indicator lamp
lights up in the dash panel insert. The vehicle can still
be driven, but hybrid mode is severely restricted.
s525_014
Drive motor temperature sender G712
The drive motor rotor position sender 1 G713 is
installed in the clutch housing of the gearbox.
It has the task of determining the current position of
the rotor in relation to the stator. This information is
required to operate the electric drive motor at the
highest possible level of efficiency.
The sender determines the rotor position and identi-
fies the engine speed, direction of rotation and the
phase shift. The information is transmitted as sine/
cosine signals to the power electronics in order to
activate the electric drive motor coils at the correct
point in time.
s525_015
Drive motor rotor position sender 1 G713
Drive motor temperature sender G712
Drive motor rotor position sender 1 G713
39
S525_112
Sine 5 volts + earth Cosine
1. Sine coil 2. Cosine coil
1. Cosine coil
2. Sine coil
Copper trace
Converter and
evaluation
electronics
Converter and
evaluation
electronics
Rotor
Drive motor rotor
position sender 1
G713
Sine
Cosine
DSO display
Design
The sender is an inductive sender with enhanced evaluation electronics. It has two signal outputs (sine and cosine)
and two supply lines (positive and earth). 5 volts of DC voltage are applied by the power electronics and
converted internally into high-frequency DC voltage. This high-frequency DC voltage supplies the four integrated
coils, with two coils for sine and two coils for cosine. The coils are influenced by the copper trace on the rotor.
Function
The copper trace on the rotor is equivalent to an electrical consumer. A wide copper trace is equivalent to a large
consumer and a narrow copper trace in equivalent to a small consumer. When the rotor turns, the width of the
copper trace which is guided past the sender for the rotor position changes, and therefore the timing ratio of
voltage and current in the coils. This change is measured in the evaluation electronics of the sensor, processed and
transmitted to the power electronics. From the ratios of the individual coil signals to each other, the sender and the
power electronics identify the component tolerances and the direction in which the electric drive motor is rotating.
The functional principle of all 4 coils is identical.
Effect upon failure
If the sender fails, the hybrid system indicator lamp lights up in the dash panel insert. The vehicle remains ready for
driving, however the electric drive motor is no longer activated.
40
Electrical system
Networking
New components have been integrated into the electrical network of the Jetta Hybrid for networking the control
units, and some of the existing ones have been modified. This is necessary in order to integrate the new Hybrid
components into the network. The new components are:
The three-phase current drive VX54
The disengagement clutch K0
A hybrid-specific mechatronic unit for dual clutch
gearbox J743
The power and control electronics for electric drive
JX1
The electrical air conditioner compressor V470
The battery regulation control unit J840
These new components in the control unit network are participants in the new hybrid CAN bus, which makes direct
communication between the mechatronic unit for dual clutch gearbox J743, the power and control electronics for
electric drive JX1, and the battery regulation control unit J840 possible.
Furthermore, a number of control units belonging to the basic equipment of the vehicle have been modified to
meet hybrid-specific requirements.
Modified control units in the drive area:
The engine control unit J623, which is the master
for the hybrid electrical system and
control unit in the dash panel insert J285 with the
power meter and the electric power meter
Modified control units in the running gear area:
The ABS control unit J104 and
the power steering control unit J500
Further adjustments were made in the:
Climatronic control unit J255
Entry and start authorisation control unit J518
Airbag control unit J234
Battery monitor control unit J367
A37 DC/AC converter for drive motor
G273 Interior monitoring sensor
G384 Vehicle inclination sender
G397 Rain and light sensor
H12 Alarm horn
J104 ABS control unit
J234 Airbag control unit
J255 Climatronic control unit
J285 Control unit in dash panel insert
J362 Immobiliser control unit
J367 Battery monitor control unit
J500 Power steering control unit
J503 Control unit with display for radio and navigation
J518 Entry and start authorisation control unit
J519 Onboard supply control unit
J533 Data bus diagnostic interface
J623 Engine control unit
J743 Mechatronic unit for dual clutch gearbox
J840 Battery regulation control unit
J842 Control unit for air conditioning compressor
JX1 Power and control electronics for electric drive
R Radio
U31 Diagnostic connection
Key
41
s525_062
H
y
b
r
i
d

C
A
N

b
u
s
Powertrain CAN bus
Hybrid CAN bus
CAN diagnostic data bus
Convenience CAN data bus
Infotainment CAN bus
CAN instrument cluster data bus
LIN data bus
CAN data bus line
LIN data bus line
42
V470 - electrical air conditioner compressor
R - radio
J104 - ABS control unit
J500 - power steering control unit
J255 - Climatronic control unit
Disengagement clutch K0
JX1 - power and control
electronics for electric drive
J533 - data bus diagnostics interface
J234 - airbag control unit
VX54 - three-phase current drive
J743 - mechatronic unit for
dual clutch gearbox
J285 - control unit in dash panel insert
J518 - entry and start
authorisation control unit
J623 - engine control unit
Electrical system
The installation locations
43
s525_073
12-volt battery
J367 - battery monitor
control unit
J840 - battery regulation control unit
Basic vehicle components
Components modified for the hybrid
Hybrid components
Key
44
s525_069
NO 14:02 D5
Error:
Hybrid system.
Workshop!
s525_063
NO 14:02 D5
Electric motor
If the yellow warning lamp lights up, the driver should
take the vehicle to the nearest specialist workshop
immediately.
s525_070
NO 14:02 D5
Error:
Hybrid system.
Park vehicle!
If the red warning lamp lights up, the driver must stop
the vehicle as soon as possible in a safe spot and
contact a specialist workshop.
Infotainment
Dash panel insert
The Jetta Hybrid is being offered with two dash panel inserts. The basic equipment version features a two-tone
centre display and there is also an optional multi-colour centre display. Both variants are equipped with a
multifunction display.
Warning lamps in the dash panel insert
The warning lamp warns about hybrid system malfunctions. In addition, a text display is shown.
45
s525_064
Range in which the combustion
engine kicks in
Combustion engine 100%
Electric/combustion engine
parallel operation
Coolant temperature display
Not ready to drive
(sleep mode)
Recuperation range
(energy recovery)
Ready-to-drive/ready
Economic driving
Electric power meter
The electric power meter shows the power available
from the electric drive motor. The electric power meter
allows the driver to depress the accelerator pedal
only so far that the output of 20 kW is not exceeded.
This allows the driver to prevent an unwanted start of
the combustion engine.
S525_083
NO 14:02 D5
Electric motor
Electric power meter
The power meter shows the power requested by the driver. If the indicator remains in the Eco range, then the
vehicle is being moved efficiently and it is possible to drive electrically.
Power meter
46
Infotainment
The radio and radio navigation systems
The Jetta Hybrid is being offered with two different audio systems.
Radio system RCD 510 with colour display standard equipment
Radio navigation system RNS 315 optional
RCD 510 radio system
The RCD 510 features a new key assignment.
The TP button has been replaced by the CAR menu button for the hybrid-specific displays.
The sound system of the RCD 510 features 8 loudspeakers, digital radio reception DAB+, and also the multi-media
socket AUX-IN. The innovative diversity aerial rounds off the aerial concept. Furthermore, the RDC 510 features
a TFT touchscreen with the hybrid-specific energy flow display, an mp3 playback function and an internal 6-disc
CD changer.
s525_065
The radio navigation system RNS 315 has been modified to meet hybrid-specific requirements.
Instead of a traffic button, it has the CAR button. The traffic information is now shown in the navigation menu.
s525_066
Radio navigation system RNS 315
47
Hybrid-specific displays
s525_067
Hybrid Driv. data Zero Emission
s525_068
Electric motor
Power flow Hybrid Driv. data
S525_113
Charge
Power flow Hybrid Driv. data
S525_114
Engine
Power flow Hybrid Driv. data
Driving with the combustion
engine and charging the high-
voltage battery
S525_115
Engine
Power flow Hybrid Driv. data
Boost driving with the combustion
engine and electric drive motor
S525_116
Boost
Power flow Hybrid Driv. data
The Car menu features two soft keys in the display, with the Hybrid soft key with the Zero Emission display and the
energy flow display on the left side, and the soft key for driving data with the data from the multi-function display
from start and long-term on the right side.
Hybrid soft key
The Zero Emission display shows the user the
percentage of time driven electrically. The display is
updated once a minute. The blue area shows the
percentage of time spent driving just in electric mode.
The remaining black area, up to the 100% mark,
shows the percentage of time spent driving
conventionally with the combustion engine.
Recuperation Driving with the
combustion engine
Fully electric driving
The energy flow display can be shown as a diagram in the dash panel insert using the electric power meter (see
page 45) and in the radio display. This allows the customer to see the drive unit being used to currently power the
vehicle.
48
Type Scroll compressor
Nominal voltage 222 volts
Rotational speed 800 - 8600 rpm
Power consumption Max. 6.2 kW
Operating temperature 10 to +125 C
Weight Approx. 6.0 kg
Refrigerant R134a
Refrigerant oil ND8, 100 cm
Communication LIN bus
S525_054 Electrical air conditioner
compressor V470
The air conditioning system in the Jetta Hybrid is a 2-zone Climatronic as standard, which guarantees that the
battery ventilation can be controlled. Data measured for the interior temperature and the sunlight penetration are
required for this. Regulation of partial air recirculation is still required.
These functions can only be carried out by the fully-automatic Climatronic.
In the event of installation work on the air conditioner compressor, the high-voltage system
must be de-energised by a Volkswagen high-voltage technician beforehand.
For work on the refrigerant circuit for the air conditioning system, a certificate of expertise is
required.
Heating and air conditioning
The electric air conditioner compressor V470
The Jetta Hybrid features an electric air conditioner compressor. It is bolted onto the combustion engine and
connected to the power electronics via a high-voltage line. The air conditioner compressor is supplied with
222 volts DC voltage.
Technical data
49
Design and function
The DC voltage is converted into three-phase AC
voltage in the control unit for the air conditioning
compressor J842. This three-phase AC voltage
supplies the electric motor which drives the
compressor. The compressor operation is the same as
a spiral or scroll compressor.
The compressor speed regulates the amount of
coolant pumped. The coolant also cools the
compressor.
s525_055
High-voltage connection
Low-voltage connection
Control unit for air conditioning
compressor J842
Electric motor
Compressor
S525_078
Intake Trapping
Discharge Compression
When the process begins, the gaseous coolant is
drawn in on the outside of the spiral, and is trapped
by the continuing rotation of the spirals. The eccentric
movement of the rotating spirals compresses the
coolant further and force it into the centre. It is
discharged here under high pressure.
Scroll compressor
The compressor consists of a fixed and a rotating
spiral which intermesh. The rotating spiral is driven by
the electric motor via an eccentric motion, and moves
on a circular path. This eccentric movement allows the
spirals to form several, increasingly small chambers in
which the coolant is compressed.
50
s525_059
H
i
g
h

v
o
l
t
a
g
e

+
H
i
g
h

v
o
l
t
a
g
e

Heating and air conditioning system

The electric air conditioner compressor V470 is activated by the Climatronic control unit J255 and is sent to the
control unit for air conditioning compressor J842 via the LIN bus.
System circuit diagram
Pilot line
High-voltage line
Convenience CAN bus line
LIN data bus line
Screening
JX1 Power and control electronics for electric drive
J255 Climatronic control unit
J842 Control unit for air conditioning compressor
P3 High-voltage wire for electrical air conditioner
compressor
V470 Electrical air conditioner compressor
The voltage supply is protected by the air conditioner
compressor fuse S355. This fuse is fitted in the power
electronics unit and can be replaced.
s525_060
Air conditioner
compressor fuse S355
(40 A)
Power and control
electronics for electric
drive JX1
51
Activation conditions
The vehicle is ready to drive (terminal 50 active).
Coolant temperature < 80 C
Outside temperature < 10 C
Heating required > 90%
The load management can affect the power used by the auxiliary air heating. Depending on the load on the 12-
volt onboard supply, the heater element operates with different heating outputs:
Low heating output of 333 watts
Medium heating output of 666 watts
High heating output of 999 watts
The auxiliary air heater element Z35 is installed in the rear air conditioning unit behind the heat exchanger for the
water heating. It assists the water heating during a cold start. In electric driving mode, it is responsible for keeping
the interior temperature at a constant level and switches on and off automatically.
The request to switch the PTC heating and fresh air system on and off is generated by the Climatronic control unit
J255 and is sent to the data bus diagnostic interface via the convenience CAN bus. From here, the request is
forwarded to the engine control unit. The engine control unit then activates the PTC heating and fresh air system via
a relay.
s525_071
Heater element
Power supply
Onboard supply
connection
Auxiliary air heater element Z35
52
Heating and air conditioning system
Network plan
s525_072
CAN data bus interface/
LIN data bus
Powertrain CAN bus
Hybrid CAN bus
Convenience CAN bus
CAN instrument cluster data bus
CAN data bus line
Actuator line
Sensor line
Heating level 1
Heating level 2
Heating level 3
G17 Ambient temperature sensor
G62 Coolant temperature sensor
J255 Climatronic control unit
J285 Control unit in dash panel insert
J359 Low heat output relay
J360 High heat output relay
J533 Data bus diagnostic interface
J623 Engine control unit
Z35 Auxiliary air heater element
Activation of the heating levels of the auxiliary air heating
Low heating output activated via relay J359 heating level 1
Medium heating output activated via relay J360 heating level 2/3
High heating output activated via relay J359/J360 heating level 1/2/3
53
1. Maintenance
There is no additional maintenance work for a high-voltage vehicle. The
high-voltage system is low-maintenance. A visual inspection of the cables
and components is adequate.
2. Stored and stock vehicles
Stored and stock vehicles require no particular measures for the high-
voltage components.
3. Welding work
The high-voltage system does not have to be de-energised during welding
work if there is enough space to access the high-voltage components.
4. Drying chamber
The high-voltage components do not have to be removed up to 60 C and
a maximum of 45 minutes.
5. Air-conditioning servicing
No de-energisation is required to extract and fill the coolant.
6. Towing away
The vehicle may only be towed for a maximum of 50 km and at a
maximum speed of 50 km/h.
S525_084
S525_085
S525_086
S525_087
S525_088
S525_089
Service
Information symbols
Please observe the updates in ELSA
(Electronic Service Information System).
54
Description Tool Usage
VAS 6649
Warning sign
Live voltage warning sign
VAS 6650A
Switching prohibited warning
sign
This must be affixed to vehicle,
while de-energised, in a clearly
visible location.
VAS 6786
High-voltage battery warning sign
The warning sign is used to
safeguard the working and sto-
rage area for the high-voltage
battery.
VAS 6558/A
High-voltage measuring module
It is used for the following tasks:
Measurement of de-energised
state
Insulation resistance
measurement
Potential equalisation
measurement
Ohmic continuity test
VAS 6558/9
High-voltage test adapter
The test adapter is required for
the following measurements on
the de-energised high-voltage
system:
Insulation resistance
measurement
Pilot line test
Electrical test of the air
conditioner compressor
S525_090
S525_091
s525_074
S525_092
S525_098
Service
Special tools
55
Description Tool Usage
VAS 6565A
High-voltage diagnostic voltage
support device
For charging the high-voltage
battery
There are additional adapter
cables:
VAS 6565/1 charging cable
Touareg Hybrid
VAS 6565/2 charging cable
Jetta Hybrid
VAS 6565/3 adapter for
VAS 6565
T10506
Closure caps
For connecting the high-voltage
connections to the high-voltage
battery
T10513
Support
Support for the removed high-
voltage battery
T40155
Retaining straps
For removal of the high-voltage
battery
VAS 6762/10
End caps
For insulating the high-voltage
cables when de-energising
S525_099
S525_093
S525_096
S525_097
S525_100
56
Test your knowledge
Which answers are correct?
1. What is the correct order of the rules when de-energising?
a) Create de-energised state, check de-energised state, secure against re-activation
b) Create de-energised state, check de-energised state, secure against re-activation,
cover adjacent energised parts
c) Create de-energised state, check de-energised state, secure against re-activation,
cover neighbouring energised parts, earth vehicle
d) Create de-energised state, secure against re-activation, check de-energised state,
earth vehicle, cover neighbouring energised parts
2. Which high-voltage safety functions are checked by the battery regulation control unit?
a) Function of the potential equalisation lines, pilot line, insulation resistance monitoring system
b) High-voltage protection shut-off, monitoring compliance with IP 67 on the components,
battery cooling
c) Pilot line, insulation resistance monitoring system, high-voltage protection shut-off
d) Battery cooling, high-voltage protection shut-off, electrolyte level in the cells
3. Which battery technology is installed in the Jetta Hybrid?
a) Nickel metal hydride
b) Nickel cadmium
c) Hydrocarbon
d) Lithium ion
57
4. How is the high-voltage battery cooled?
a) By an evaporator of its own
b) By coolant G13
c) By dry ice.
d) By air from the vehicle interior
5. How high is the rated voltage of the Jetta Hybrid high-voltage battery?
a) 288 volt
b) 324 volt
c) 180 volt
d) 222 volts
6. What role does the DC/DC converter have?
a) Charging the high-voltage battery
b) Charging the 12-volt battery
c) Converting DC voltage into AC voltage
d) Converting AC voltage into DC voltage
58
Test your knowledge
7. What does the power meter in the dash panel insert measure?
a) The increase in voltage in the electric drive motor
b) The increase in the rated current in the high-voltage battery
c) The output of the positive electrodes
d) The power required by the user
8. Up to which vehicle speed can the electric driving mode be activated?
a) 50 km/h
b) 70 km/h
c) 90 km/h
d) 125 km/h
9. How many Hybrid logos are on the vehicle exterior?
a) none
b) 2
c) 4
d) 5
S o l u t i o n :
1 . d ) ; 2 . c ) ; 3 . d ) ; 4 . d ) ; 5 . d ) ; 6 . b ) ; 7 . d ) ; 8 . b ) ; 9 . c )
59
Notes
525
VOLKSWAGEN AG, Wolfsburg
All rights and rights to make technical alterations reserved.
000.2812.82.20 Technical status 07/2013
Volkswagen AG
After Sales Qualification
Service Training VSQ-2
Brieffach 1995
D-38436 Wolfsburg
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