Service Training

Self Study Program 890323

The Jetta Hybrid

Design and Function
Volkswagen Group of America, Inc.
Volkswagen Academy
Printed in U.S.A.
Printed 08/2012

Course Number 890323

©2012 Volkswagen Group of America, Inc.

All rights reserved. All information contained in this manual

is based on the latest information available at the time of
printing and is subject to the copyright and other intellectual
property rights of Volkswagen Group of America, Inc., its
affiliated companies and its licensors. All rights are reserved
to make changes at any time without notice. No part of this
document may be reproduced, stored in a retrieval system,
or transmitted in any form or by any means, electronic,
mechanical, photocopying, recording or otherwise, nor
may these materials be modified or reposted to other sites
without the prior expressed written permission of the
publisher.

All requests for permission to copy and redistribute

information should be referred to Volkswagen Group of
America, Inc.

Always check Technical Bulletins and the latest electronic

repair information for information that may supersede any
information included in this booklet.

Trademarks: All brand names and product names used in

this manual are trade names, service marks, trademarks,
or registered trademarks; and are the property of their
respective owners.
 Contents

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

High Voltage Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Mechanical Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Electrical Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

System Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56

Knowledge Assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59

Note Important!

This Self-Study Program provides information This information will not be updated.
regarding the design and function of new For maintenance and repair procedures,
models. always refer to the latest electronic
This Self-Study Program is not a Repair Manual. service information.

iii
Page intentionally left blank
 Introduction

The Jetta Hybrid from Volkswagen combines innovative full-hybrid technology and low fuel consumption in a
compact sedan. German engineering, European design, and Volkswagen’s high-quality is setting new quality
standards for hybrid vehicles in the US.

The highly modern hybrid drivetrain includes ground breaking technical elements: an economical 150 hp (110 kW)
TSI engine with a 20hp (15 kW) electric engine, a lithium ion battery with the latest technology, and the efficient
7-speed dual clutch transmission (DSG®).

The exterior and interior unmistakably display the design and quality of Volkswagen. At the same time, the use of
eco-friendly materials emphasizes VW’s strong environmental commitment.

As a sporty high-tech hybrid, the Jetta Hybrid offers uncompromising power and plenty of driving fun with low
fuel consumption and the highest environmental compatibility.

S525_031

1
Introduction

Hybrid lettering on the dashboard

Hybrid powerflow representations in

the radio navigation system

Hybrid lettering in the engine

compartment

High voltage A/C compressor

Hybrid lettering on the grille

2
 Introduction

Hybrid information in the instrument cluster

Hybrid lettering on the rear of the vehicle

High-voltage battery in the

luggage compartment

Electric mode button

E-machine
S525-001

3
Introduction

The Jetta Hybrid Concept

S525_002

The Jetta Hybrid concept is based on a parallel hybrid Using electrical systems, the following components
drive. The electric motor and the internal combustion are electrically-driven instead of mechanically-driven
engine are both used for mechanically driving the using a belt:
drivetrain. Both components are mounted on a
single symbolic shaft. • Coolant pumps (12 volt)
• Power steering (12 volt)
• Vacuum pump for brake boost (12 volt)
• Air compressor (high voltage)

4
 Introduction
Drive

Volkswagen is extending its range of hybrid vehicles The Jetta Hybrid was designed with the following
using the Jetta Hybrid. The following reliable additional requirements:
concepts from the Touareg Hybrid are used in the
Jetta Hybrid: • Reduced fuel consumption
• Smaller internal combustion engine
• Electric driving (using the electric motor only) • Improved boost mode performance
• Boost (combined power of the internal combustion • 7-speed dual-clutch transmission
engine and the electric motor)
• Use of existing components and systems
• Recuperation (using deceleration to recharge the
• Extensive use of space and weight saving
high voltage battery)
components

Even with these capabilities, the following needed to

be retained:

• Comfort
• Quick acceleration
• Ease of use
• Durability

S525_031

5
Introduction

Performance and Consumption

The overall goal of the Jetta Hybrid was to combine impressive driving performance with low fuel consumption.

Thanks to the following technologies and features, a Jetta Hybrid of the same size and power (as compared to
conventional vehicles) will have a fuel consumption advantage of more than 30% in city driving and up to 20% in
combined operation. The following help to achieve this fuel reduction:

• The latest engine and transmission technology with the 1.4 L TSI, twin clutch transmission and the latest
integrated hybrid module
• Aerodynamic optimization of the vehicle in the modified bumpers, side skirts and flat rear spoiler
• Coasting mode
• Hybrid functions: Electric driving, start/stop system, and brake recuperation

The TSI engine is not only turned off during pure electric driving (up to 37 mph or 60 km/h on level surfaces) but is
decoupled using a separating clutch to prevent engine drag. This separation also occurs when the driver releases
the gas pedal (coasting). The Jetta rolls significantly longer due to the elimination of engine drag. This occurs at
speeds of up to 77 mph (125 km/h).

Significant fuel savings are achieved in city driving from regenerated brake energy as well as the start/stop
system.

When the internal combustion engine and the E-machine are working simultaneously (boosting), the output is
briefly 170 hp (125 kW) and the torque is 184 lb/ft (250 Nm).

S525_038

6
 Introduction

Technical Data

Internal Combustion Engine 1.4 L 4V TSI Engine with Turbocharger

Internal Combustion Engine Output 150 hp (110 kW)

Transmission 7-speed Dual Clutch Transmission (DSG®)

E-machine Permanently Excited Synchronous Motor

E-machine Output 20 hp (15 kW)

Maximum Output in Boost 170 hp (125 kW)

Maximum Torque in Boost 184 lb/ft (250 Nm)

Battery Technology Lithium Ion Battery with 60 Cells

Voltage of High-voltage Battery 220 V (3.7 V per cell)

Capacity of the High-voltage Battery 1.1 kWh

Acceleration from 0 to 62 mph (100 km/h) 8.9 s

Additional Weight from the Hybrid Components Approximately. 227 lb (103 kg)

Torque/Performance

Because the E-machine has 100% of its power from 0 RPM, it can be used to assist with low-RPM acceleration.
This allows the Jetta Hybrid to have extraordinarily fast acceleration from a standstill for its weight class. In the
power curve, the drive output from the internal combustion engine and the E-machine add up to a maximum total
output of 170 hp (125 kW).

The increase in drive performance occurs over almost the entire speed range. Operation is mixed while the
internal combustion engine is running.

This integration enables the internal combustion engine to work within its optimum effective range. This load
point shift increases efficiency.

7
Introduction

Dimensions
The vehicle dimensions are identical to those of the Jetta without the hybrid drive, except for the trunk volume.
Because of the high-voltage battery, the trunk volume has been reduced from 18 ft3 to 11.3 ft3 (510 L to 320 L).

889 mm (35 inches) 2651 mm (104.4 inches) 1104 mm (43.4 inches)

4644 mm (182.8 inches)

S525_039

1535 mm (60 inches) 1538 mm (60.5 inches)

1778 mm (70 inches) 1985 mm (78 inches)

S525_040

8
 Introduction

Wheels and Tires

195/65 R15 and 205/50 R17 tires with low rolling resistance are used with the Jetta Hybrid. The tires offered also include the
16 inch 205/55 R16 tire.

S525_037

15” Cast aluminum 16” Cast aluminum 17” Cast aluminum

6Jx15 H2 ET 47 195/65 6½Jx16 H2 ET 50 205/55 6Jx17 H2 ET 48.5 205/50 R17
R15 91H RoWi, all-season R16 91H, all-season 93H RoWi, all-season

9
Introduction

Distinguishing Features
Xenon Headlamps

The bi-xenon headlamps with LED daytime running

lights have typical Volkswagen design features.

S525_032

A mercury-free “D3S” lamp is used for the xenon

bulb. In addition to the xenon projection module,
Light Emitting Diode (LED) lamps are used. These
15 individual LEDs are positioned around the module
in a unique light pattern. The pattern can be seen
during the day (daytime running lights) and at night
when the LEDs dim.

S525
S525_033
5_033
3

10
 Introduction

Static Cornering Light

In addition to its basic functions and the turn signal,

the Adaptive Front-Lighting System (AFS) headlamps
also contain a static cornering light. This light
illuminates the road to the side of the vehicle at
speeds of less than 25 mph (40 km/h). This light is
controlled by activating the turn signal or the position
of the steering wheel angle.

The cornering light installation position, which

S525_034
is higher than the combined cornering light/fog
lamp offered with halogen headlamps, improves
illumination because it works in addition to the wide
illumination range of the xenon lamp. This increases
driving safety for both day and night driving.

LED Lights
s525_035

LEDs are used for the taillights and brake lights. The
taillights and brake lights are integrated into the two-
part lamps in the body (turn signal lights and taillights
in one unit).

On average, approximately 45 W is saved compared

to the regular bulb version, reducing power
consumption by about half. In addition, weight has
been reduced by 0.55 lbs (250 g).

s525_036

11
High Voltage Safety

High Voltage Warnings

There are several warnings and stickers in the Jetta Hybrid to prevent high-voltage system hazard to users,
service and workshop personnel, as well as those working in technical and medical rescue services. These
stickers comply with all applicable Deutsche Industrie for Standardization (DIN) standards.

There are basically two types of warning labels:

• Yellow warning stickers with the symbol for “electric voltage” on the covers of high-voltage components.
• Warning stickers with the word “Danger” against a red background indicate components that conduct high-
voltage.

S525_074

Warning of dangerous electric voltage

Note usage instructions

Warning of dangerous electric
voltage

Warning of dangerous
electric voltage
Warning against touching
Warning of hazardous site voltage-conducting parts
(Mortal Danger Warning)

S525_042

Note usage instructions Warning against S525_041

touching voltage-
conducting parts

12
 Mechanical Construction

1.4 L Turbocharged Engine

The Jetta Hybrid is equipped with a 1.4 L 4V TSI
engine with a single turbocharger. It has the
following characteristics:

• Engine block with integrated secondary air

channel, hybrid oil passages and hybrid coolant
passages
• Crankshaft with splines for connection to the
E-machine
• Cylinder head with 4 valves per cylinder and
integrated exhaust manifold
S525_003
• Intake and exhaust camshaft adjustment
• Belt-driven camshafts
• Electrical and mechanical coolant pumps
190 190
• Positive Crankcase Ventilation (PCV) unit on the
160 175
front of the engine block
135 160
• Water-cooled intercooler
• Electric vacuum pump 110 150

• No accessory drive belt 80 120

• Integrated turbocharger module with electric 45 105

charge pressure controller, cast steel turbine

25 90
housings with integrated lambda sensor
0 0
1000 2000 3000 4000 5000 6000

Engine Code CNLA

Engine Configuration 1.4 L TSI with Turbocharger

Displacement 1,395 cm3 (85 in3)

Bore 74.5mm (2.9 inches)

Stroke 80mm (3.1 inches)

Valves per Cylinder 4

Internal Combustion Engine Output 150 hp (110 kW)

Maximum Torque (limited) 162 lb/ft (220 Nm)

Engine Management Bosch MED 17.1.6

Emissions Rating PZEV

13
Mechanical Construction
The 7-Speed Dual Clutch Transmission 0CG

Clutch Housing Extension

K0 Clutch Control Valve

Clutch Housing

S252_005
Valve Body

The Jetta Hybrid has a 7-speed DSG transmission. This transmission has been used extensively in other markets,
and this is its first application in the North American market.

Due to the E-machine, the clutch housing was extended by 83 mm (3.3 inches). There is also a separate valve in
the valve body, external control valve and master cylinder to control the K0 clutch.

The K0 separating clutch is controlled by the ECM and not by the Mechatronics. The ECM controls the operation
of the valve in the valve body. The same fluid used by the Mechatronics is used in the clutch activation circuit.
The actuators of the K0 clutch and the Mechatronics

The transmission has a maximum torque rating of 184 lb/ft (250 Nm).

Note
Even though the 1.4L engine can produce up to 184 lb/ft (250 Nm) of torque, it is limited
to 162 lb/ft (220 Nm). This assures that when the E-Machine is providing torque (22 lb/ft),
the maximum transmission torque rating is not exceeded (184 lb/ft). This torque rating is
constantly adjusted by the ECM, even when the E-machine is working, to make sure that the
input torque does not exceed the transmission capabilities.

14
 Mechanical Construction

The K0 Clutch
The single-disc dry clutch is located inside of the
E-machine between the engine and the E-machine.
The clutch actuator (N511 Decoupler Pressure
Actuator) is located on the top of the transmission
and is controlled by the hybrid system. The driver
does not have any direct influence on this clutch.
The hydraulic fluid is provided from the transmission
itself.

The clutch is engaged when:

• Starting the internal combustion engine

• The internal combustion engine is running K0 Clutch
• The charge of the hybrid battery is low

The clutch is disengaged when:

• The vehicle is at a standstill

• The internal combustion engine is deactivated
• The vehicle is being driven electrically
• The vehicle is in recuperation mode

The E-machine

The foundation of the hybrid drive is the E-machine.

It takes on three essential tasks within the hybrid
system:

1. Starter for the internal combustion engine

S252_004a
2. Generator for charging the high-voltage battery
3. Electric engine for moving the vehicle.

The rotor runs inside of the stator without contact. Purely electric driving on flat land is possible at
varying speeds. The maximum speed depends on
driving resistance and the charge of the high-voltage
battery.

15
Mechanical Construction

Pressure Sensor Pressure Control Valve

Carbon Canister

S252_036

During electric driving, the regeneration of the carbon A pressure regulator is located between the fuel tank
canister is irregular. As a result the Jetta Hybrid vent valve and the carbon canister.
uses a pressurized fuel tank system. It holds the
fuel vapors in the tank to prevent overloading of the The tank pressure is controlled by a pressure sensor
carbon canister. that determines the pressure difference between
the tank and ambient air. The pressure sensor
Unlike in the conventional Jetta fuel tank, this one is mounted on the fuel filler neck assembly and
can handle pressures from -15 kPa (-2 psi) to +25 kPa measures the pressure inside the gas tank.
(3.7 psi) using outer and inner reinforcements. It is
also flameproof. The tank has a slightly lower filling
volume 11.3 gallons (43 liters), versus the 11.8 gallons
(45 liters) of the regular Jetta tank.

16
 Mechanical Construction

Pressure Control Valve

The pressure control valve controlled by the engine control module. It is a normally-closed valve. The valve has a
positive and negative pressure protection feature and mechanically opens below -10 kPa (-1.5 psi) and above + 30
kPa (4.4 psi).

The engine control module regulates the tank pressure during driving between 4 and 20 kPa (0.5 and 3 psi). The
pressure is dependent on the ability of the combustion engine to burn fuel vapor.

When the vehicle is turned off, the pressure control valve is closed. It will open when the button for the fuel door
release is activated, or during diagnosis.

Tank Ventilation

The release button for the tank flap is located in the driver’s door. After pressing the button, the fuel filler flap
will open and the pressure regulator will release the fuel tank pressure to allow for filling. The pressure reduction
may take up to 7 seconds. In a few exceptional cases it may take longer.

When filling the fuel tank, the pressure control valve must be open so the displaced fuel gases can escape.
When the fuel reaches the pressure control valve, the fuel nozzle will turn off.

The pressure control valve will close in one of the following conditions:

• The tank cap is inserted

• The vehicle speed is greater than 15 km/h (9 mph)
• 17 minutes have passed since the tank was opened using the fuel filler switch

17
Electrical Components

E-Machine

E-Machine with Clutch Assembly S525_006

The E-machine, clutch and the dual mass flywheel are a single hybrid component. The water-cooled E-machine
provides high torque in a minimum amount of space. The E-Machine is located between the internal combustion
engine and transmission.

The connection between the dual mass flywheel and the transmission dual clutches is unchanged for the hybrid
application.

The parallel hybrid powertrain of Jetta with TSI technology and dual-clutch transmission enables full hybrid
functionality:

• Electric Driving
• Stopping the internal combustion engine when the vehicle is stationary
• Brake Recuperation
• Boost Mode

18
 Electrical Components

S252_004

The integration of the hybrid components provides a fuel savings of average of 20% compared to a conventional
vehicle. In urban areas a fuel savings of around 30% is possible.

This is made possible by an innovative operational strategy that is integrated in the engine control module. This
strategy chooses the optimal operation of the drivetrain . The combustion engine is turned off at low torque or
power requirements. All accessories are electrically powered, so features such as air conditioning are always
available.

The E-machine is a permanently excited synchronous machine that is driven by a 3-phase field. The 220 V DC
voltage is converted to alternating voltage with three phases by the power electronics. These three phases
create an electromagnetic 3-phase field in the E-machine.

19
Electrical Components

Operation

Depending on the driving situation and operating During electronic driving mode, the E-machine
mode, the E-machine can take on various tasks. switches from the generator function to the electric
During the switchover from the electric drive to engine function. When the internal combustion
the combustion mode, the E-machine functions engine is disengaged, the E-machine propels the
as a starter for the internal combustion engine. vehicle. Depending on the various driving resistances
As combustion mode continues, the E-machine (air, rolling, inclination, and friction resistance), the
switches from the hybrid system to serve as the E-machine can propel the vehicle as an electric
generator. The electric power obtained is used to engine. However, if the driver wants faster
charge the high-voltage battery (220 V) and the 12 V acceleration, the output of the E-machine no longer
electric system battery using a voltage converter. satisfies the driver's demand. The hybrid system
automatically starts the internal combustion engine.
When the vehicle is braked, the E-machine provides
electrical energy to the high-voltage battery via the
recuperation function and recovers some of the
excess kinetic energy as electric power.

The pedal travel sensor is located on the brake

pedal. If light braking is detected, the hybrid system
activates the E-machine so it can charge the high-
voltage battery as an generator. Energy that is
converted into heat using conventional hydraulic
brakes is stored in the high-voltage battery. This
energy is used later to power the vehicle.

During this recuperation process, enough energy is

provided to at least run the 12 V on-board electrical
system battery. The internal combustion engine
is deactivated during this process. The E-machine
assumes the function of a start/stop system for the
hybrid drive.

20
 Electrical Components

Construction

The E-machine consists of the following components:

• Cast aluminum housing

• Interior magnetic rotor
• Stator with magnetic coils
• Intermediate plate to connect to the 7-speed dual clutch transmission
• Main bearing
• High-voltage connection with three phases
• G712 Drive Motor Temperature Sensor
• G713 Drive Motor Rotor Position Sensor 1
• V141 Electro-Drive Drive Motor

On the engine side, the clutch engages with the internal combustion engine and a flywheel. The three-phase
connections to the magnetic coils are designed so that three adjacent coils are connected to different phases.

Function

The E-machine has a stator winding which, as an

engine, generates a magnetic rotational field.

If the E-machine is running as an engine, the stator

winding generates a rotating magnetic field. The
rotor works with the permanent magnets to generate
the field. The rotational speed of the synchronous
motor is precisely controlled by the frequency of the
S525_043
supplied three-phase current.

A frequency converter is used to smoothly control

the rotational speed of the synchronous motor. The
rotor position sensors constantly measure the rotor
location. The control electronics use the location of
the rotor to determine the actual rotational speed.

If the E-machine is functioning as an generator, the rotor is set into motion by outside forces. When the magnetic
field of the rotor passes by the coils of the stator, voltage is induced in the coils for each phase. The magnetic
field of the rotor proceeds sequentially through each of the coils. The control electronics convert the electrical
energy obtained into a charging DC voltage of 220 V for the high-voltage battery.

21
Electrical Components

The Power and Control Electronics for the Electric Drive

2 high-voltage battery connections

1 A/C compressor connection

3 E-machine connections

S525_044

For clarity, JX1 Electric Drive Power and Control Electronics are identified below as “power electronics.”

The power electronics is the energy conversion system for the electric drive. They are located to the left side of
the engine compartment and consist of the following components:

• J841 Electrical Drive Control Module

• C25 Intermediate Circuit Capacitor 1
• A19 Voltage Converter
• A37 Drive Motor Inverter
• Two high-voltage connections for the cables coming from the high-voltage battery
• Three high-voltage connections for the cables going to the E-machine
• One high-voltage connection for the line going to the A/C compressor
• Low-voltage connection to the 12 V on-board electric system
• Cooling system integrated into the low-temperature cooling circuit
• Safety line
• Fuse for the air conditioning compressor

The power electronics should only be opened if directed by repair procedures. Some components
must be replaced when opening the power electronics.
The power electronics must be replaced if damaged. It cannot be repaired.

22
 Electrical Components

Power Electronics Functions

Two voltage converters/inverters are integrated into the power electronics. One is a DC/DC converter for
supplying the onboard electronics with 12V. The other is a AC/DC and controls the E-machine.

A19 Voltage Converter

This voltage converter is the interface between the high-voltage system and the vehicle's 12 V system.

Because the alternator has been eliminated, the battery for the 12 V on-board electric supply can only be charged
using the E-machine. In order to do this, the 220 V DC from the high-voltage system must be transformed into a
charging voltage for the battery for the 12 V electric supply.

To the
E-Machine A37 Drive Motor Inverter

Because the E-machine is a three-phase

synchronous generator, but batteries can only store
DC voltage, an AC/DC voltage converter is also
integrated into the power electronics.

This voltage converter/inverter transforms the 220

V DC voltage from the high-voltage battery for
supplying the E-machine into alternating voltage
with three phases. If the E-machine is running as an
generator, it converts the alternating voltage into 220
V DC voltage for charging the high-voltage battery.
The rectified voltage is filtered via the high-voltage
battery for the high-voltage network and via the
12 V battery. This supplies power to the 12 V on-
board electric system in the left rear of the luggage
compartment, and the capacitors in the power
electronics.
To the High
Voltage Battery

S525_009

23
Electrical Components

High-Voltage Battery A38

A lithium ion battery is used for electrochemical
energy storage in the Jetta Hybrid; this battery is
housed in the luggage compartment.

Compared to a nickel/metal hybrid battery, this

modern technology increases capacity and enables
a more compact design. This battery provides high
electrical output for brief periods during acceleration
to support the internal combustion engine, and it is
capable of recovering electricity during braking. In
addition, completely electric driving is also possible
for short distances.
S525_011

The battery is equipped with a management system that handles the safety, diagnostic, and monitoring functions
and, among other things, also regulates the temperature balance. The fan is activated as necessary based on
ambient temperature, power loss, and other factors. This allows the battery to remain stable within an optimum
temperature range in all situations.

The electric relays integrated into the system switch the battery to idle mode or completely shut off the voltage
in critical situations such as a crash. The energy storage system is mounted in a stabilizing frame and housed
behind the rear seat in the luggage compartment.

24
 Electrical Components

Warning S525_010

Alternating voltages as low as 25 V and DC voltages as low as 60 V can be hazardous to

humans. Follow all safety instructions in the repair information, Guided Fault Finding, and
the warnings posted on the vehicle. Only qualified High Voltage Technicians may disable high
voltage systems for repair procedures.

The high-voltage battery is not comparable with The high-voltage battery must be considered a short-
a conventional 12 V battery. In regular operation, term storage unit of the electric drive. Just like a
the high-voltage battery operates between 20% capacitor, it can absorb energy and then discharge
and 85% of the charge. A 12 V battery could not it. This means that recuperation, or energy recovery,
continuously withstand this type of load can be considered a way to refuel the car during a
trip.

25
Electrical Components

High Voltage Battery Module

The high-voltage battery module consists of:

• A38 Hybrid Battery

• J840 Battery Regulation Control Module
• J937 Fan Activation Relay
• V457 Battery Fan 1
• Fan housing
• Inlets and outlets for the ventilation system

The battery consists of 60 individual five Ah cells. There are 15 cells to each module, and there are four modules
in the battery assembly. These four modules combine to yield a nominal voltage of 220 V and nominal power of
1.1 kWh. The battery system is 26 in x 6 in x 17 in (661 mm x 154 mm x 436 mm) and weighing 79 lb (35.8 kg).

The housing is connected to the vehicle with a potential equalization cable. A toxic gas ventilation line is attached
to the housing to remove escaping gas from a defective cell via a ventilation hose underneath the vehicle.

Battery Cooling System

Task

While the battery is charging or discharging, the

chemical processes that spontaneously occur cause
heat. If the heat cannot be quickly released to the
environment, the battery can be damaged.

To keep the battery in its optimal temperature range,

the high-voltage battery has its own electric cooling
system.

S525_012

26
 Electrical Components

The Battery
The core of this cooling system is an electric cooling fan. The fan is part of the high-voltage battery module and
draws part of the air from the interior through the battery. It runs off of the 12 V on-board electrical system. This
fan is V457 Battery Fan 1.

Function

If the control unit for battery management finds that the battery temperature is too high through the sensor
cluster at the battery terminal, it actuates the cooler fan. The air is then drawn through the intake located under
the rear seats and routed to the high-voltage battery. The fan then directs the heated air to the right side luggage
compartment vent panel.

S525_045

27
Electrical Components

Connections
The high-voltage battery has the following connections:

• Connection for high-voltage cables

• Connection for the on-board electrical system

The high-voltage battery is connected to the 220 V cables using bolted terminals. There are also connections to
provide power to the 12V system of the vehicle.

S525_013

28
 Electrical Components

J840 Battery Regulation Control Module

The J840 Battery Regulation Control Module is integrated on the left side in the AX1 Hybrid Battery Unit and is
connected to the hybrid CAN and drive CAN.

Tasks:

• Monitors the battery cell temperature, voltage and health

• Controls the battery fan
• Monitors insulation resistance
• Monitors the protective relay
• Monitors the pilot line

This information is forwarded through the Hybrid CAN-Bus to the Engine Control Module. For vehicle diagnostic
purposes, it stores event memory for any problems in the battery or the electronics box.

S525_014

29
Electrical Components

Maintenance Connector TW
The maintenance connector is located under the
orange-colored cover in the electronics box.

S525_015

The maintenance connector is an electrical bridge for the high-voltage battery. If this connector is disconnected,
the high voltage circuit will be disabled and the high voltage energy will dissipate. This connector should be
unplugged whenever working on or near high voltage components. ElsaWeb has a list of when to disable the
high voltage system under safety precautions. Always follow the GFF test plan for de-energization.

Fuse

A thermal 125A fuse is integrated in the maintenance

connector. This fuse is replaceable, but further
diagnostics should be performed if this fuse needs
S525_046 replacement.

Warning
Any deactivation procedures should only be performed in case of an emergency, or
when directed through a GFF test plan by an HVT.

30
 Electrical Components

Diagnostic Connector Positions

To deactivate the high-voltage system, the
maintenance connector must be removed.

In the first position, the top section of the

maintenance connector is slid to the side, At this
point, the safety line is disconnected. The safety
relays (contactors) are then opened as an emergency
shutoff. The safety line acts primarily for arc
S525_016
protection.

In the second position, the tab is raised. At this

point, the batteries are separated.

S525_017

The maintenance connector can now be pulled from

its seat. The high-voltage system is deactivated and
must be checked with GFF to be sure the system is
completely de-energized.

Warning
This deactivation procedure
should only be performed in
case of an emergency, or when
directed through a GFF test plan
by an HVT.
S525_018

31
Electrical Components

High-Voltage Cables

Two-wire HV Cable with Integrated

Pilot Line from the Power Electronics
to the A/C Compressor

S525_022

Three Cables from the

E-Machine to the Power
Electronics to Conduct
Three-Phase Electricity

S525_021

The electrical cables for the high-voltage system are very different than wires in the rest of the on-board electrical
system and the 12 V vehicle electrical system. Due to the high-voltage and the current levels, the high voltage
cables have a significantly larger diameter and are connected using special connections.

To identify the hazards of the high-voltage, all of the cables from the high-voltage system are completely orange.
All manufacturers of electric vehicles use the color orange.

In the high-voltage system, all plug-in connections have contact protection. All high-voltage cables have thick
insulation and corrugated tubing as additional sheathing to protect from chafing and abrasion.

The high voltage cables cannot be swapped or repaired. If damaged they can only be replaced.

32
 Electrical Components

S525_020

Two High Voltage Cables from the

Battery to the Power Electronics

S525_019

33
Electrical Components

High-Voltage Battery and Power Electronics

Electric charges between the high-voltage battery and the power electronics are exchanged through two orange
high-voltage cables. Both cables have potential. The applied voltage is 220 V DC. The cables are designed as
single-pole with shielding.

Power Electronics to E-machine

Inside of the control electronics, the 220 V DC voltage from the high-voltage battery is converted into three-phase
alternating voltage for operating the E-machine by a DC/AC voltage converter. The E-machine is connected to the
power electronics via three short high-voltage cables.

Power Electronics to A/C Compressor

The high voltage A/C compressor makes the climate-control system a part of the high-voltage system. This
allows the vehicle interior to retain climate-control even when the internal combustion engine is stopped. The
climate-control system remains active depending on the battery charge. If the charge of the high-voltage battery
continues to drop, the system automatically starts the internal combustion engine.

The A/C compressor is connected to the power electronics via a four-strand cable with an integrated pilot line.

S525_047

34
 Electrical Components

E-Machine Sensor

G713 Drive Motor Position Sensor 1

Because the internal combustion engine with its

engine speed sensors is mechanically decoupled
from the E-machine when the vehicle is in electric
mode, the E-machine requires its own set of sensors
for determining the rotor position and the rotor
speed. G713 is integrated into the E-machine for this
purpose.

S525_035

Signal Usage

The engine and transmission management system receive information on the status and the RPM of the
E-machine from G713. The following components of the high-voltage system are controlled with this information:

• E-machine as the generator

• E-machine as the engine
• E-machine as a starter for the internal combustion engine

Failure Effects

If the sensor fails, a warning light illuminates in the instrument cluster and the engine will no longer start. If the
engine is already running, a message appears in the instrument cluster telling the driver not to shut down the
internal combustion engine until a repair shop can be reached.

35
Electrical Components

G712 Drive Motor Temperature Sensor

Signal Usage

G712 is responsible for detecting the temperature

of the E-machine. This signal is used to control the
cooling of the high-temperature circuit in the thermal
management system. Depending on the signal,
coolant flow can be stopped or commanded to full
flow using the electric auxiliary coolant pump.

S525_026

Effects of Failure

The warning light for the hybrid system illuminates in the instrument cluster. The vehicle can be driven, but the
hybrid drive has very limited functionality.

36
 Electrical Components

Hybrid System Electrical Components

Because the internal combustion engine is not always on, all components that have comfort and security-related
tasks are electrically-driven. This includes the power steering system, the brake system, transmission and any
components that require vacuum. Depending on the needs of the component, it is provided with either high
voltage or 12V of electricity.

12 V Components

The 12 V Battery

The 12 V battery has been moved to the luggage

compartment and supplies the 12 V electrical system
with power.

The hybrid vehicle does not have a conventional 12 V

alternator. The vehicle’s electric supply of
12 V is provided by a DC/DC converter in the power
electronics from the high-voltage battery.

The 12V battery is monitored by J367 Battery

Monitoring Control Module. It is located at the
negative terminal of the 12 V battery cable.

J367 uses the 12V system to open and close the

high voltage relays that supply high voltage to the
hybrid system.

S525_023
If the 12 V battery is dead, it can be charged using
the (+) and (-) points in the engine compartment.

37
Electrical Components

Electronic Ignition Lock

Upon receiving the information “Ignition key is inserted,” the ignition lock commands the high-voltage system to
enter the travel readiness mode. J840 Battery Regulation Control Module requires the ignition key to be inserted
before it will activate the high-voltage contacts to link the high-voltage battery to the high-voltage power system.
If the ignition key is removed, the control module will automatically disconnect high-voltage battery from the high-
voltage system.

The terminals have the following states:

Ignition ON with brake not applied Ignition ON with brake applied

Terminal 15 ON Terminal 15 ON
Terminal 50 ON
Travel readiness, “Hybrid ready”

The vehicle can now be driven electrically, or the internal combustion engine starts if the charge of the high-
voltage battery is low.

J234 Airbag Control Module

To prevent endangering occupants or rescue This disconnection between the high-voltage battery
personnel from the high-voltage system in a crash, a and the high-voltage system can only be reset by the
crash detection signal from J234, the Airbag Control scan tool.
Module is sent to J840 Battery Regulation Control
Module. If a crash is detected, the battery control The triggered airbags are an indicator to emergency
unit disconnects the high-voltage battery from the personnel that the HV relays were opened during
high-voltage current system using the high-voltage the crash and that the high-voltage system has been
contacts/relays. disconnected from the high-voltage battery.

S525_027

38
 Electrical Components

220 V Components

V470 Electrical A/C Compressor

V470 Electrical A/C Compressor

S525_048

Instead of a belt-driven A/C compressor, the Jetta Hybrid has an electric compressor that is bolted to the engine
block and is connected to the power electronics via a high-voltage cable. The 220V supplied power is converted
from DC to AC internally.

Since it is connected to the high-voltage system, the A/C compressor can also be operated when the vehicle is
being driven in only electric mode. The interior climate is controlled even when the internal combustion engine
is deactivated, regardless of the charge of the high-voltage battery. The J842 A/C Compressor Control Module is
integrated into the A/C compressor.

39
System Management

System Management

Display and Control Elements

To control and display electric driving mode, the Jetta Hybrid has the following elements:

• Display in the radio navigation unit

• Display in dashboard insert
• Button for switching to extended electric driving mode

E709 Extended Electric Driving Mode Button

When the E-Mode button is pressed, the system

will allow the vehicle to run in electric mode (no
combustion engine) for a longer period of time. This
allows for a slightly deeper drain on the battery.

This enables the Jetta Hybrid to be driven

emissions-free, almost noise-free, and with low fuel
consumption.

S524_049

Extended electric mode is limited depending on driver demands. It can be activated when the high-voltage
battery is within an acceptable temperature range and has sufficient charge. The travel speed must be less than
approximately 43 mph (70 km/h). If acceleration is too strong or if the battery charging status lower limit is not
maintained, electric mode is interrupted. Once acceleration is reduced and the battery has recharged, extended
electric mode is automatically reactivated without the driver having to press the button again.

If the battery becomes too hot (ex. too much extended electric mode usage), the extended electric mode is
deactivated.

40
 System Management

Instrument Cluster Displays

In the “Hybrid” menu, the current status of the vehicle is displayed in an energy flow display. The energy flows
are schematically displayed as arrows between the following components: the internal combustion engine, high-
voltage battery, and wheels. The display of the energy flows varies in terms of arrow direction and component
status (active/passive) so the driver can see which components are activated.

In addition, the displayed energy flow of the battery charge is symbolized by a “fill level” of up to 10 charge
bars. This ePower meter is directly under the energy flow indicator and indicates the relative performance of the
E-machine.

The values of the bars change to display the fill level of the battery. The maximum value symbolizes the operating
point at which the vehicle switches from purely electric operation to operation with the internal combustion
engine. The display has the following active states: “Electric driving,” “E-mode,” and “Boost.” Otherwise, the
display is grayed out.

Powermeter

S525_054

Charging status of the

Combustion Engine high-voltage battery

41
System Management

Instrument Cluster Indicators

Indicator lights in the instrument cluster warn of

faults in the hybrid system. A text message will be
displayed with the lights.

With the illumination of a yellow light, the driver S525_033

should immediately bring the vehicle to the dealer.

With a red light, the driver should stop the vehicle as

quickly as possible and call the dealer.

S525_034

Battery Charge Control

S525_069 S525_070 S525_071

High-Voltage Battery Fully High-Voltage Battery Half- High-Voltage Battery Almost

Charged Charged Fully Discharged

After a long braking phase, Electric driving or A/C If the high-voltage battery
the high-voltage battery compressor operation will drain is fully discharged, the
could be fully-charged by the the high-voltage battery. internal combustion engine
regenerative braking system. automatically starts to charge
the high-voltage battery. This
can happen if the car is driven
in electric mode for long periods
or sits still for a long time with
the climate-control system
running.

42
 System Management

Powermeter
The Powermeter informs the driver of the current driving status of the Jetta Hybrid and has the following
sections:

• Travel readiness (READY)

• Recuperation (CHARGE)
• Eco-friendly driving (ECO)
• Boosting (BOOST)
• Driving purely with the internal combustion engine
• Ignition off (OFF)

Range for switchover to internal

combustion engine

Economical driving

100% internal combustion engine

Travel readiness/Ready

Recuperation range Electric and internal combustion

(Energy recovery) engine parallel mode

Not ready (idle state) Coolant temperature display

S525_051

43
System Management

Operational Displays

Display – Travel Readiness

When the vehicle is ready for travel, the word

“READY” is displayed, and the Powermeter pointer
position is at 0.

S525_052

Display – Electric Driving

Purely electric driving.

S525_053

Display – E-mode

When electric mode has been switched “ON” with

the button, the word “E-mode” is shown.

S525_054

44
 System Management

Display – Engine

Driving using internal combustion engine with

simultaneous charging of the high-voltage battery.

S525_055

Display – Engine

Driving using internal combustion engine without

simultaneous charging of the high-voltage battery.

S525_056

Display – Boost

Parallel operation of the internal combustion engine

and the electric drive.

S525_057

45
System Management

Display – Charge

Recovery of energy during recuperation.

S525_058

Display – Fuel Tank Pressure

Information about the status of the pressurized fuel

tank.

S525_059

46
 System Management

Radio and Navigation System Hybrid Displays

Zero Emission

The submenu “Zero emission” in the radio and navigation system provides a symbolic representation of
emission-free driving time. The zero emission values are shown as percentages in the form of a bar graph. In
this graph, the measuring interval of a bar corresponds to a minute of driving. For example, a value of 100%
means that the corresponding minute of driving was also free of emissions (driven with the internal combustion
engine turned off). This can be achieved through electric driving, coasting, or start/stop mode.

A zero emission value of 0% means that the internal combustion engine was fully in operation for an entire
minute of driving.

New bars appear at the left of the graph (in the “current” area/1 minute), which causes the bar graph to shift
from left to right. The system can display a maximum time of 30 min. The value range applied to the Y axis is
scaled according to the percentages shown in the graph. If all of the bar values shown are less than or equal
to 50%, the Y axis will have a maximum value of 50%. If at least one value is more than 50%, the scale will be
expanded to a maximum of 100%.

S525_060

47
System Management

System display: E-mode

The Jetta Hybrid starts driving in purely electric mode
and retains this status during moderate acceleration
up to speeds of about 35 mph (60 km/h). The
maximum range of electric driving is approximately
60 km/h
1.2 miles (2 km).

S525_061
To prevent drag loss, the E-machine activates
providing power while the engine remains decoupled.

If necessary, the internal combustion engine will be

turned on using a low fuel consumption operating
mode. The internal combustion engine is only
engaged depending on the driver's power and torque
demands and on the charge of the high-voltage
battery.

The charge of the high-voltage battery is displayed

by the amount of blue in the battery. Because the
vehicle is being driven in electric mode, blue lines go
from the battery to the drive wheels and just behind
the wheels. The text “Electric motor” indicates that
the vehicle is in electric mode

S525_062

48
 System Management

System Display: Driving with the Internal Combustion Engine

If the load is higher, the engine is started by engaging internal combustion engine starts
the separating clutch. Depending on the charge of
the high-voltage battery, the engine drives the vehicle
and simultaneously charges the high-voltage battery.
60 km/h
The high-voltage battery is charged with recovered
braking energy or, if that is not possible, by the S525_063

E-machine operating in generator mode (driven by

the internal combustion engine). When this happens,
the load point of the internal combustion engine is
raised above the level necessary to overcome driving
resistance, and the resulting excess torque is routed
to the battery in the form of electrical energy.

The operating point takes into account the partial

efficiency and the energy requirements of the
electrical system. The operating point of the internal
combustion engine can be adjusted with far greater
efficiency than with conventional vehicles. These
so-called active charging phases are designed to
interact with the electric driving phases to minimize
consumption for the driver of the Jetta Hybrid.

The charge of the high-voltage battery is displayed by

the amount of blue in the battery. Orange lines on
the drive wheels and the text “Engine” indicate that
the vehicle is running with the internal combustion
engine. Blue lines going from the powertrain area to
the battery indicate that the battery is being charged.

S525_064

49
System Management

System Display: Boost

Under very high loads, the torque and output of
the internal combustion engine and the E-machine
can be combined for short periods (max. 184 lb-ft
(250 Nm), 170 hp (125 kW)) to significantly increase
60 km/h
vehicle acceleration.

S525_065

Because the engine performance is outstanding even without this support and boosting only contributes to fuel
consumption, the use of the boost is limited to:

• The kick-down position of the accelerator pedal at selector lever position “D”
• When there is strong acceleration at selector lever position “S”
• When the “Tiptronic” shift gate is engaged.

There are two different boost states:

1. Active boost: The E-machine provides some torque in the drivetrain; the wheel torque results from the total
torque from both the E-machine and the internal combustion engine.
2. Passive boost: The E-machine is torque-neutral; the electrically powered units are provided with energy only
from the battery. In conventional vehicles, this corresponds to turning off the alternator.

The charge of the high-voltage battery is displayed

by the amount of blue in the battery. Orange and
blue lines on the drive wheels and the text “Boost”
indicate that the vehicle is being driven by both the
internal combustion engine and the E-machine.

S525_066

50
 System Management

System Display: Driving with Brake Force Recuperation

When the driver lifts off the accelerator pedal, the
clutch is disengaged and the engine is turned off.
Depending on the path of the brake pedal, electric
deceleration torque is generated, and the kinetic
60 km/h
energy is stored in the battery as electric power.

S525_067

The braking recuperation is the only method with which more-or-less “free” energy can be stored in the high-
voltage battery; a significant amount of the vehicle’s kinetic energy can be stored in the battery instead of being
converted into heat at the brake disks.

When the driver takes his or her foot off of the accelerator pedal before braking, the separating clutch is
disengaged to decouple the engine and eliminate its drag loss. The vehicle then rolls extremely well which can
be utilized for further fuel savings, particularly with cautious driving behavior.

If the driver presses the brake pedal, the regenerated torque of the E-machine increases as a function of the
pedal path, and the electrical energy is stored in the battery. To facilitate the controlled delivery of the “electrical”
braking torque and braking without the hydraulic system, the braking pedal is provided with slightly more free
travel during which the E-machine's torque builds up. The recovered energy is available later for supplying the
electrical units, for electric driving, or also for boosting.

Shifting maps, specifically for this mode, are stored in the Transmission Control Module control the efficiency of
the E-machine during the downshifting that is required while braking.

The charge of the high-voltage battery is displayed

by the amount of blue in the battery. The green lines
surround wheels, representing recuperation. In this
mode, the E-machine is generating electricity from
the turning wheels and sending it to the battery
(represented by the blue line to the battery).

S525_681

51
System Management

System Overview

JX1

VX54

J840
HV Cables
V457

AX1 with A38 V470 with

J842

Hybrid CAN

A38 Hybrid Battery J623 Engine Control Module

AX1 Hybrid Battery Unit J840 Battery Regulation Control Module
J104 ABS Control Module J842 A/C Compressor Control Module
J234 Airbag Control Module JX1 Electric Drive Power and Control Electronics
J255 Climatronic Control Module V457 Fan 1 for Hybrid Battery
J285 Instrument Cluster Control Module V470 Electrical A/C Compressor
J503 Radio/Navigation Display Unit Control Module VX54 Three-Phase Current Drive
J533 Data Bus Onboard Diagnostic Interface

52
 System Management

J285 J503

Instrument
J255 Cluster CAN

J104

Comfort CAN J533

Drivetrain CAN

J623 J234

S525_025

53
System Management

Functional Diagram

V470

V187 J500

JX1

VX54

G713 G712 V141

A38 Hybrid Battery TV44 Pilot Line Connector 1

AX1 Hybrid Battery Unit TW High Voltage System Maintenance Connector
G712 Drive Motor Temperature Sensor V141 Electro-Drive Motor
G713 Drive Motor Rotor Position Sensor 1 V187 Electromechanical Power Steering Motor
J500 Power Steering Control Module V457 Fan 1 for Hybrid Battery
J840 Battery Regulation Control Module V470 Electrical A/C Compressor
JX1 Electric Drive Power and Control Electronics VX54 Three-Phase Current Drive
S Fuse a Hybrid CAN-Bus
b Drivetrain CAN-Bus

54
 System Management

30

15

JX1 AX1

A38 TW/TV44 J840

V457

S525_024

55
Service

Special Tools

VAS 6649

Warning sign for dangerous high voltage.

It must be displayed clearly prior to any work on the

vehicle.

S525_074

VAS 6650A

Disabled high voltage system warning sign.

It must be displayed clearly on the vehicle when

directed by Guided Fault Finding.

S525_075

VAS 6558A

This is a high voltage measurement module. It is

used for:

• Measuring for lack of voltage

• Insulation resistance tests
• Potential measurement
• Resistive continuity tests
S525_073

56
 Service

T 10506

Caps to cover the high voltage connections of the

battery.

S525_076

VAS 6762/10

Caps to cover the ends of the high voltage cables.

S525_077

57
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 Knowledge Assessment

An on-line Knowledge Assessment (exam) is available for this Self-Study Program.

The Knowledge Assessment may or may not be required for Certification.

You can find this Knowledge Assessment at:

www.vwwebsource.com

For Assistance, please call:

Volkswagen Academy

Certification Program Headquarters

1-877-791-4838

(8:00 a.m. to 8:00 p.m. EST)

Or, E-mail:

concierge@volkswagenacademy.com

59
Volkswagen Group of America
2200 Ferdinand Porsche Drive
Herndon, VA 20171
August 2012