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Introduction of the Vito E-Cell 2011 Model Series 639
Introduction into Service Manual
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Mercedes-Benz Service
Introduction of the Vito E-Cell Model Series 639
Introduction into Service Manual
Daimler AG · Technical Information and Workshop Equipment (GSP/OI) · D-70546 Stuttgart
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Information and copyright
Product Portfolio You can also find comprehensive information on our complete product portfolio in our internet portal. Link: http://open.aftersales.mercedes-benz.com Questions and suggestions If you have any questions or suggestions concerning this product, please write to us. E-mail: Fax: customer.support@daimler.com +49-(0)18 05/0 10-79 78
or alternatively Address: Daimler AG GSP/OIS HPC R822, W002 D-70546 Stuttgart
© 2011 by Daimler AG This document, including all its parts, is protected by copyright. Any further processing or use requires the previous written consent of Daimler AG, Department GSP/OIS, HPC R822, W002, D-70546 Stuttgart. This applies in particular to reproduction, distribution, alteration, translation, microfilming and storage and/or processing in electronic systems, including databases and online services. Image no. of title image: Order no. of this publication: N00.00-3363-00 6517 1255 02 – HLI 000 000 01 33
03/2011
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Contents
Preface
5
Overall vehicle Vehicle concept Innovations Technical data Maintenance
6 7 8 10
Electric drive system Electric drive system Electric drive system
11 12
Body Instrument cluster Brake system Cooling/heating systems Human-Machine Interface
13 14 15 17
Electrical system On-board electrical system/power supply Interlock/crash behavior DC/DC converter control unit Battery system High-voltage energy system High-voltage energy system Charging system
18 19 21 22 25 27 28
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Contents
Overall network Diagnosis Electrohydraulic power steering pump/servo pump
32 33 34
Special tools Special tools List of abbreviations
35 36
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Preface
Dear Reader, This Introduction into Service Manual presents the most important aspects of the Vito E-Cell with electric motor. The purpose of this manual is to familiarize you with the technical highlights in advance of the market launch. This brochure is intended to provide information for people employed in service, maintenance and repair as well as for aftersales staff. It is assumed here that the reader is already familiar with the Mercedes-Benz model series currently on the market. The focus of this Introduction into Service Manual is on new features which have previously not been used on any other model series. This brochure does not specifically cover new features which are already present on other model series. This Introduction into Service Manual is not intended as an aid for repairs or for the diagnosis of technical problems. For such needs, more extensive information is available in the Workshop Information System (WIS) and via Xentry Diagnostics. WIS is updated continuously. Therefore, the information available there reflects the latest technical status of our vehicles. The Introduction into Service manual presents initial information relating to the Vito E-Cell and, as such, is not stored in WIS. The contents of this brochure are not updated. No provision is made for supplements. We will publicize modifications and new features as well as detailed descriptions of systems and their components in the relevant WIS documents. The information presented in this Introduction into Service Manual may therefore differ from the more up-to-date information found in WIS. All information relating to technical data, equipment and options is valid as of the copy deadline in November 2010 and may therefore differ from the current production configuration.
i Note Further information about workshop equipment, commercially available tools and special tools can be found on the Internet under: http://gotis.aftersales.mercedes-benz.com Support for the Vito E-Cell is only provided by certain specially qualified workshops. Further information can be obtained from your market support person. This Introduction into Service Manual is available in electronic form in SDmedia on Release 03/2011 of the Star Diagnosis CD. Daimler AG Parts Technology and Technical Information (GSP/OI)
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Overall vehicle
Vehicle concept
Vehicle concept
The Vito of model series 639 will also be available with electric drive system as of March 2011. The new Vito E-Cell will be available as a panel van. With its electric drive system, the Vito E-Cell embodies the concept of a local emission-free motor vehicle. Its introduction is another step forward in the use of innovative drive technologies which are suitable for everyday use and efficient. With the Vito E-Cell, the brand is pursuing an ambitious goal – the production of a technically mature, attractive urban delivery vehicle which releases zero emissions locally. The Vito E-Cell can be charged via a charging station (380 V interface). A full battery charge is sufficient for a range of around 130 km in urban traffic.
N00.00-3362-00
Vito E-Cell
i Note The Vito E-Cell is a limited-availability, short-run product that is only hired to selected customers in larger cities and serviced at specially qualified Mercedes-Benz workshops!
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Innovations
• 60 kW permanent magnet motor • Transmission with fixed gear ratio (1-speed forward/reverse) and differential • Water-cooled lithium-ion batteries of the latest generation • Battery charging through regenerative braking while driving The 60 kW electric motor provides fast acceleration and high responsiveness with 280 Nm of torque available right from start-off. Due to the output characteristics of the electric motor, the Vito E-Cell only requires a single fixed transmission ratio. This means that gearshifting is no longer required – a major advantage in heavy urban traffic. The motor changes its direction of rotation for reverse travel. The highly-efficient lithium-ion battery is housed between the axles in a space-saving manner. The electric drive of the Vito E-Cell has no negative impact whatsoever on the space available within the vehicle; the interior compartment and load compartment are just as large as on a Vito with combustion engine.
N08.00-2019-00
High-voltage components 1 2 3 Battery system Charger feed socket PTC heater booster 4 5 6 Chargers 1 and 2 Electric drive with control system, inverter and transmission High-voltage distributor module
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Overall vehicle
7
Innovations
Overall vehicle
Technical data
Unit Vito E-Cell
Performance Maximum speed per owner's manual Acceleration per owner's manual 0-60 km/h Range as per NEDC km/h 89
s km miles g/km
6.5 130 80 0
CO2 emissions Dimensions and weights Curb weight (as per DIN/EPA) Permissible gross vehicle weight Maximum payload
kg kg kg
2150 3050 900
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Unit
Vito E-Cell
Battery system Type Rated voltage Total capacity Capacity for driving operation Weight Charging time at charging station (0-100%) Charging time at household power socket (0-100%) Electric motor Type Rated voltage Continuous output/peak Torque Power transmission Drive Transmission (1-speed) – – Front-wheel drive 1-speed forward/reverse – V kW Nm Permanent magnet motor 240-403 60/70 280 – V kWh kWh kg h h Lithium-ion battery 360 36 32.4 550 approx. 6 hours approx. 12 hours
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Overall vehicle
9
Technical data
Overall vehicle
Maintenance
Maintenance concept
The maintenance concept mainly differs in terms of the maintenance performed on the drive system. In contrast to a vehicle driven by a combustion engine, the electric drive is largely maintenance free. In addition to checking the leaktightness and condition of all major assemblies including the electric motor, the following operations specific to the Vito ECell must also be carried out: Battery system cooling system • Check corrosion protection/antifreeze, correct Check for leaks and check condition • Check battery system as well as all lines, hoses, sensor cables of the high-voltage system and charging cables Additional operations every 2 years: • Replace desiccant bags in battery system
Maintenance interval
The specified maintenance interval for the Vito E-Cell is as follows: 1 year or 25,000 km
Notes on towing
The vehicle may only be towed or moved with raised drive wheels (front wheels on wheel lift). It is permissible to tow the vehicle with both axles on the ground only when moving the vehicle out of a hazard area. The towing distance may not be longer than 50 m and a towing speed of 10 km/h may not be exceeded. Otherwise, the electric drive system or high-voltage components may be damaged.
Maintenance interval display
The maintenance interval display is located in the multifunction display of the instrument cluster. The remaining time is shown in days roughly one month before a service date. The remaining distance is displayed as of 1000 km.
a Note
Do not tow other vehicles with the Vito E-Cell. Otherwise, the electric drive system or highvoltage components may be damaged. Observe the legal requirements in individual countries when towing.
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Electric drive system
Electric drive system 1 2 3 4 DC/AC converter control unit (N24) PTC heater booster (N33/9) High-voltage distributor module (N116) High-voltage battery coolant pump (M43) 5 6 LV/ground HV Electric motor (M5) Transmission blue lines orange line
N08.00-2021-00
The arrow indicates the direction of travel
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Electric drive system
Electric drive system
Electric drive system
Electric drive system
Electric motor
The electric motor (EM) converts electrical energy into mechanical energy and vice versa.
Transmission
The Vito E-Cell features a transmission with a fixed gear ratio (1 forward/1 reverse gear, without clutch) and park pawl. The reverse gear is implemented by changing the rotating field of the electric motor.
Electric motor with DC/AC converter control unit (N24)
N08.10-2001-00
Transmission
N26.10-2083-00
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Instrument cluster
The instrument cluster (A1) has been adapted to the requirements of the electric drive system with new display instruments and indicators on the display (multifunction display). The display instruments include: • Multifunction display • Power display • Charge indicator
Instrument cluster 1 2 Multifunction display Power display 3 A1 Charge indicator Instrument cluster
N54.32-2779-00
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Body
Instrument cluster
Body
Brake system
General
The brake system is largely the same as the brake system of the Vito with combustion engine in terms of its design and operation. The regenerative braking function and the electric vacuum pump (M56), which is controlled by the ESP control unit (N30/4), are new features.
Regenerative braking
The electric motor operates in generator mode during braking. During driving operation, the electric motor generates mechanical rotational energy from electrical energy in order to drive the vehicle. In regenerative braking mode, electrical energy to supply the high-voltage consumers and to charge the battery system is generated from mechanical energy. If the energy generated is greater than the current requirements of the high-voltage consumers, it is stored in the battery system. The battery management system control unit (G1/ 3n1) monitors the status and the charging and discharging of the battery system.
Vacuum pump M90/1 Vacuum pump
N43.05-2007-00
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Cooling/heating systems
The electric vehicle cooling circuit is divided into: • Low-temperature cooling circuit: Electric motor (M5), DC/AC converter control unit (N24), DC/DC converter control unit (N83/1) • Battery system cooling circuit: Battery system (G1/3), charging mode control units 1 and 2 (N38/2) The two cooling circuits are monitored by the electric drive 2 control unit, which reliably shuts down the affected control units in the event of overheating. The system also incorporates: • PTC heater booster heating circuit On a purely electric vehicle, the higher level of waste heat produced by a combustion engine is not available to heat the passenger compartment. The electric vehicle thus uses the PTC heater booster heating circuit in order to provide the required heat by heating up water. The heating circuit is also monitored by the electric drive 2 control unit.
PTC heater booster
The PTC heater booster is a water heater which runs on high DC voltage to heat the passenger compartment.
PTC heater booster 14 15 16
N83.20-2283-00
Heating water expansion reservoir High-voltage circuit connector 12 V connection, PTC heater booster coolant pump 17 Heating water inlet 18 Heating water outlet 19 Cap N33/9 PTC heater booster M13/6 PTC heater booster coolant pump
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Body
Cooling/heating systems
Body
Cooling/heating systems
Cooling and heating 10 11 14 15 16 22 D E F G H I High-voltage battery cooler Low-temperature cooler Expansion reservoir HV electrical connection LV electrical connection Heater heat exchanger High-voltage battery feed High-voltage battery return Electric drive feed Electric drive return Heater feed Heater return B10/13 G1/3 M2 M4 M4/2 M43 M43/1 M5 N24 N33/9 N83/1 N83/2
N20.10-2048-00
Low-temperature circuit temperature sensor Battery system Blower motor Fan 1 Fan 2 High-voltage battery coolant pump Low-temperature coolant pump Electric motor DC/AC converter control unit PTC heater booster DC/DC converter control unit Charging mode control units 1 and 2
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Human-Machine Interface (HMI)
The HMI represents the interface between driver and vehicle. The HMI includes the following main elements: • • • • • • Ignition lock Accelerator pedal Brake pedal Selector lever Instrument cluster Charge socket and indicator lamps The driver receives acoustic and visual feedback via the HMI about: • Accelerator pedal position • Selector lever position • Current charge level (state of charge (SOC)) of battery system as well as warning signals such as: • Limited drive power • Reduced regenerative braking performance • Various messages from the brake system
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Body
Human-Machine Interface
Electrical system
On-board electrical system/power supply
On-board electrical system
The on-board electrical system ensures that the power supply to the electric drive system and all electrical consumers and components in the vehicle is appropriate for the requirements and the situation. Power is supplied to the Vito E-Cell via two on-board electrical systems: • 12 V on-board electrical system with 12 V battery In order to ensure a continuous supply of electrical energy to the 12 V on-board electrical system, the DC/DC converter (N83/1) transforms high DC voltage into 12 V DC voltage. All 12 V consumers are supplied with power by the 12 V on-board electrical system. • High-voltage system with battery system The battery system is charged by connecting to an external power source via the charging mode control units 1 and 2 or via the regenerative braking system.
High-voltage system markings
The high-voltage system consists of several components. The individual components are connected by high-voltage-conducting electrical lines which are colored orange. Every component of the high-voltage system installed in the vehicle is identified by a yellow warning sticker.
i Note The connectors of the high-voltage lines at the electric drive system and battery system may only be disconnected by trained specialist personnel after performing a power disconnect.
Warning sticker
P08.00-2008-00
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Interlock
The interlock circuit serves to protect people who deal with the high-voltage system. An active rapid discharge function is incorporated in the high-voltage components. This discharges the high-voltage system to voltages below 60 V of DC voltage within 2 to 5 s. The interlock signal is generated in the battery management system control unit (G1/3n1) and transmitted to the following components over a series connection: • • • • Battery system (G1/3) DC/AC converter control unit (N24) PTC heater booster (N33/9) High-voltage distributor module (N116)
Crash behavior
In the event of an accident, battery system shutoff and rapid discharge (2-5 seconds) of the high-voltage onboard electrical system takes place in two stages: • Stage 1: Reversible, minor collision (airbags not triggered) – The crash signal is transmitted by the ARCADE airbag control unit (N2/11) over the engine CAN (CAN C) to the electric drive 1 control unit (N3/16). • Stage 2: Irreversible, severe collision (airbags triggered) – Automatic shutdown occurs via the ARCADE airbag control unit after the emergency tensioning retractors have triggered. It is not possible to put the system back into operation immediately. Stage 1 or stage 2 is activated depending on the severity of the collision.
If the interlock signal is interrupted while driving, the high-voltage system is shut down directly. The vehicle is switched to the safe state (BDU protection switches (G1/3s1) open). It is not possible to restart the vehicle with an open interlock circuit.
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Electrical system
Interlock/crash behavior
Electrical system
Interlock/crash behavior
Interlock layout
Interlock A B C Interlock input Interlock output High-voltage connection G1/3 N24 N33/9 N116 Battery system DC/AC converter control unit PTC heater booster High-voltage distributor module
N54.18-2105-00
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DC/DC converter control unit
The DC/DC converter control unit (N83/1) transforms the high DC voltage into 12 V. It performs the task of the conventional alternator and feeds the conventional 12 V lead-based rechargeable battery. The DC/DC converter control unit exchanges information with the drive system and the battery system (G1/3) via the electric vehicle CAN.
DC/DC converter control unit 1 2 HV electrical connection Coolant connection 3 LV electrical connection N83/1 DC/DC converter control unit
N54.10-2278-00
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Electrical system
DC/DC converter control unit
Electrical system
Battery system
Battery system
The battery system (G1/3) is located under the floor between the front and rear axles. It incorporates the following components: Battery management system control unit (G1/3n1) BDU protection switches (G1/3s1) High-voltage system connection 12 V connector for 12 V supply, ground and CAN communication • Coolant line connections • • • • The battery system is a lithium-ion battery, which stores energy for the electric motor. The battery system is connected to the 12 V on-board electrical system via the DC/DC converter control unit (N83/1) so that it can provide support to the 12 V on-board electrical system. The BDU protection switches are actuated by the battery management system control unit and internally isolate the battery system positive and negative terminals from the high-voltage system. The electric drive is shut off to protect an empty battery system from deep discharge.
Battery system
N54.10-2279-00
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Connections on the battery system 15 16 HV electrical connection LV electrical connection 37 G1/3 Battery cooling connections Battery system
N54.10-2275-00
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Electrical system
Battery system
Electrical system
Battery system
General activities
Repair, maintenance and diagnosis activities on vehicles with a high-voltage system may only be performed by qualified employees. The high-voltage awareness course is the minimum qualification required for this. Deenergization (power disconnect) of the high-voltage system before operations are carried out on the vehicle and subsequent initial startup after the operations have been performed may only be carried out by an electrical specialist for high-voltage systems in motor vehicles (series production vehicles).
a Warning
Risk of electric shock All components of the high-voltage system, including high-voltage cables, carry a voltage of up to 420 V. This voltage can cause fatal injury if the components are touched. In order to reduce the risk of electric shock as far as possible, the following information must be observed for all work on the high-voltage system: • Before any work is carried out on the vehicle, appropriately qualified staff must make sure that the high-voltage system is deenergized (voltage-free). The required qualification includes successful completion of: - High-voltage awareness course - Product training - High-voltage training (electrical specialist) • Work on the high-voltage system may only be carried out by trained automotive electricians or automotive mechatronic engineers who have additionally completed the high-voltage basic training and product training courses. • Work outside of the high-voltage system may only be carried out by appropriately qualified staff who have completed the high-voltage awareness course. • The battery system always contains chemical energy.
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Working requirements
When work is performed on a high-voltage system, the system must be deenergized and the voltage-free state of the high-voltage system must be secured. This has to happen in accordance with three safety rules: • Disconnect power (voltage-free) • Secure against reactivation • Check that power is disconnected and secure vehicle (attach power disable log to vehicle in a clearly visible position) The following information must be observed and complied with for operations on high-voltage systems: • Measuring instruments and aids must be checked for proper condition before use • Cable lugs and contacts must be secured with suitable protective bags and insulating caps • Contacts, electrical lines and electrical connectors must be checked for dirt and damage before assembly and they must be cleaned or replaced if necessary • Screw contacts must be tightened to the specified tightening torque and (if applicable) rotation angle
Evaluation of high-voltage components
Wiring harness check: If the chafe protection or lines are damaged due to external influences (e.g. bitten by animals), the lines must be replaced immediately. Repair is not permissible. Check after an accident: • Check high-voltage system (all lines and components) for damage • Perform diagnosis with DAS • Damaged high-voltage components must be replaced, repair is not permissible
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Electrical system
High-voltage energy system
Electrical system
High-voltage energy system
Notes on battery system
If used according to specifications, the battery system presents no danger.
Information on safe handling
• Risk of short circuit – Avoid physical damage (pressure). • Risk of explosion from thermal load (avoid heat exposure; painting/force drying up to max. 60 °C) No welding permissible! • Risk of injury due to the formation of poisonous and corrosive gases. • Use personal protective equipment (if the battery system is damaged): - Protective respiratory mask - Insulating gloves - Safety glasses
i Note Additional information on handling and on the safety requirements can be found in: Safety data sheet of high-voltage battery in hazard management system:
http://gms.aftersales.daimler.com
in the intranet under:
Company/Organization/Personnel Topics/ Protective Equipment/Work Safety Information
or in the Workshop Information System (WIS) in the information types "General information" (AH) and "Organization: Forms" (OF), Group 54.
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High-voltage energy system
The electric drive system contains a high-voltage energy system which is used to transmit electrical energy and which can be interrupted by a Service Disconnect function. With this function, the battery system is disconnected from the high-voltage system and can only be reactivated using special tools.
Power disconnect
To allow service operations/modifications to be performed without any risk of electric shock, the highvoltage system must be deenergized and protected against reactivation (reactivation lock in battery system). The power disconnect and restart must be documented in a vehicle power disconnect and vehicle initial startup log. The logs must be stored with the vehicle repair documents. More information about the power disconnect process and about putting the vehicle back into operation can be found in the Workshop Information System (WIS).
High-voltage distributor module
The high-voltage distributor module (or high voltage distribution unit, "HVDU") (N116) is installed above the drive unit. All high-voltage components are supplied with power via the high-voltage distributor module. There are three fuses in the high-voltage distributor module to protect the high-voltage system.
High-voltage distributor module
N08.20-2004-00
Activation lock 1 2 3 4 5
N54.10-2277-00
Workshop service protection cover (activation lock) Dummy fuse to prevent another fuse from being inserted Anti-twist lock Padlock Ring bolt
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Electrical system
High-voltage energy system
Electrical system
Charging system
Charging system
The battery system is charged via the charging system and the external 400 V charging device for the AC grid. The vehicle is equipped with two charging mode control units, 1 and 2 (N83/2), which are connected to the charger feed socket (X58/24) of the vehicle. The charger feed socket is the interface of the vehicle to the external charging device. The charging mode control units 1 and 2 convert the alternating current from the supply grid into direct current and forward this on to the battery system. For cooling, the charging mode control units 1 and 2 are integrated into the cooling circuit of the battery system via two connections. Charging is only permissible in selector lever position "P". As soon as a charging cable is plugged in, torque enable is suppressed. The charger feed socket is equipped with a lock to prevent unauthorized connection or removal (lock implemented as of vehicles produced in November 2010). The charging status is indicated on an LED display on the charger feed socket. The charge level and the estimated end time of the charging process can be viewed on the instrument cluster via the battery menu. Charging ends when the maximum possible state of charge (SOC) is reached. Delayed charging is made possible by the charging mode control unit (SCCU) (N82/4) (Smart Charge Communication Unit).
Performance data of charging mode control units:
Input: Output: Total power: Charge duration: 85 to 275 V (45-65 Hz) AC voltage 250 V to 421 V DC voltage 6.12 kW 1-phase up to 12 hours (0-100% SOC) at +25 °C 2-phase up to 6 hours (0-100% SOC) at +25 °C
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Charger feed socket
The charger feed socket (X58/24) of the vehicle is located on the B-pillar behind the fuel filler flap. The charger feed socket is fitted with a removable protective cap. There is a ring of indicator LEDs around the charger feed socket which emit the following light signals depending on the charging status: When the plug is connected to the charger feed socket, this is indicated on the instrument cluster (A1) by the "Charging cable plugged in" indicator lamp. Driving operation is not possible as long as the plug is connected to the charger feed socket.
Light signal Steady WHITE Steady ORANGE
Meaning Plug connected; not locked Charging cable plugged in correctly; charging not started Charging paused to optimize battery charge -
Action required
-
Charger feed socket
N54.10-2280-00
Flashing ORANGE
Fault present
Contact relevant service outlet -
Pulsing GREEN Off
Charging active Charging cable not plugged in or charging complete
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Electrical system
Charging system
Electrical system
Charging system
Charging mode control unit (SCCU)
The charging mode control unit (SCCU) (N83/4) (SCCU = Smart Charge Communication Unit), which is installed as standard, permits "intelligent" charging. A communication connection (power line) is established between the vehicle and charging station for data exchange. The charging mode control unit (SCCU) allows the battery to be charged as quickly as possible without having to perform settings (Plug and Charge).
Charging cable
The charging cable for connecting the vehicle to an external charging station with 7-pin charging plugs at both ends is included as standard with the vehicle. The charging station must be equipped with an RCD (Residual Current Protection Device). The RCD protects against impermissibly high contact currents. If a certain differential current level (fault current) is exceeded, the monitored circuit is interrupted.
With intelligent charging stations
Intelligent charging stations provide the following charging functions: 1 Price-optimized charging 2 Utilization of "green power" 3 Vehicle availability as needed by entering "End of Charge" time 4 Coordination of a vehicle fleet via a central point 5 Cashless payment in public places In addition, the customer can query status information over the internet during the charging process e.g.: • • • • Current SOC Range Estimated charging duration until 100% SOC Charging profile
N54.10-2286-00
Charge detection
When the plug of the charging cable is inserted into the charger feed socket (X58/24), the charging mode control unit (SCCU) wakes the CAN buses with their connected control units. The charging process is monitored and controlled by the charging mode control unit (SCCU), electric drive control unit 1 (N3/ 16) "VCU1", the battery management system control unit and the charging mode control units 1 and 2.
Charging cable
i Note The plug of the charging cable must be plugged directly into the 7-pin socket of a suitable external charging station. No extension cords may be used (increased line resistance). The charging cable must always be checked for damage and replaced if necessary.
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Electric drive control units 1 and 2 (vehicle control unit, "VCU")
The "VCU" is implemented by the two control units: • Electric drive control unit 1 (N3/16) ("VCU1"): Control electronics for determining the specified torque for the DC/AC converter control unit (N24) (vehicle controller) • Electric drive control unit 2 (N3/17) ("VCU2"): Cooling of the battery system and electric drive, and control of the vehicle heating (thermostat controller)
Charging mode control units 1 and 2
Master and booster unit for optimal battery system charging at different domestic sockets (1 or 2-phase).
DC/AC converter control unit
The DC/AC converter control unit transforms electrical energy from DC voltage into AC voltage (motor mode) and vice versa (generator mode). It operates together with the battery system and the electric motor (M5) as a torque adjuster, i.e. to set a specified mechanical torque at the shaft of the electric motor.
Charging mode control units 1 and 2 1 2 3 4
N08-.20-2001-00
LV electrical connection Cooling connection Charger feed socket connection (X58/24) HV electrical connection
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Electrical system
Charging system
Electrical system
Overall network
Overall network – Location of components
Electric vehicle control unit 1 acts as a gateway between: • Engine CAN (CAN C) • Electric vehicle CAN (CAN V) Electric drive control units 1 and 2 and the DC/AC converter control unit can only be diagnosed via the separate diagnostic tool for drive system diagnosis. In the event of a crash, the connection to the engine CAN is used to transmit the crash signal from the ARCADE airbag control unit (N2/11). If the airbags are triggered, the BDU protection switches (G1/3s1) open and all voltage is removed from the vehicle. The high-voltage distributor module distributes power to the high-voltage consumers and is not a CAN subscriber.
N83/2 N83/2 HV X58/24 N83/4
HV HV
N33/9 N24 HV HV N116 G1/3s1 G1/3n1 HV
G1 LV N83/1
CAN V N3/16 N3/17 CAN C A1 4
G1/3
Charging diagram 4 HV LV A1 CAN C CAN V G1 G1/3 G1/3n1 G1/3s1 Charge level indicator High voltage 12 V Instrument cluster Engine CAN Electric vehicle CAN Battery Battery system Battery management system control unit BDU protection switch N3/16 N3/17 N24 N33/9 N83/1 N83/2 N83/4 N116 X58/24 Electric drive control unit 1 Electric drive control unit 2 DC/AC converter control unit PTC heater booster DC/DC converter control unit Charging mode control units 1 and 2 Charging mode control unit (SCCU) High-voltage distributor module Charging cable feed socket
N00.19-2081-00
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l Introduction of the Vito E-Cell
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Diagnosis of the Vito E-Cell
• Diagnosis of the Vito E-Cell can be performed using DAS without any restrictions. • No additional diagnostic tools are required. • However, the access path and diagnosis options are not identical to those of the basic vehicle. • The following components on the electric vehicle CAN cannot be diagnosed directly: - The charging mode control unit (SCCU) - The DC/AC converter control unit - The DC/DC converter control unit - The battery management system control unit (G1/3n1) (BMU) - Charging mode control units 1 and 2 - Electric drive control unit 2 (VCU2) These are diagnosed indirectly through a fault code and associated fault tree.
Introduction of the Vito E-Cell l
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Electrical system
Diagnosis
Electrical system
Electrohydraulic power steering pump/servo pump
Electrohydraulic power steering pump
Due to the omission of the mechanical hydraulic pump for steering force assistance together with the combustion engine, this is replaced on the Vito E-Cell by an electrically powered hydraulic pump. This power steering pump/servo pump features its own control unit which calculates the required oil pressure depending on the steering angle and vehicle speed and actuates the power steering pump/servo pump accordingly.
Electrohydraulic power steering pump 20 21 Electrical connections Feed from hydraulic fluid reservoir M23/3 Electrohydraulic power steering pump
N46.30-2029-00
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l Introduction of the Vito E-Cell
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Drift
Use Drift for knocking in the left and right radial shaft sealing ring on the transmission housing.
Part number
W639 589 01 15 00
Adapter
Use Adapter for pulling out the drive flange of the drive shafts.
Part number
W639 589 01 33 00
Engine hoist
Use Engine hoist, for removing/installing the axle/engine subframe with the major assembly installed.
Part number
W639 589 01 61 00
Drift
Use Drift for knocking in the radial shaft sealing ring on the transmission input shaft.
Part number
W639 589 02 15 00
Introduction of the Vito E-Cell l
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Special tools
Special tools
List of abbreviations
AC Alternating current BMU Battery management unit DC Direct current EM Electric motor ESS Energy storage system (battery system) HMI Human-Machine Interface HV High voltage VCU Vehicle control unit HVDU High voltage distribution unit (high-voltage distributor module) LV Low voltage OBC On-board charger SOC State of charge HVAC Heating / ventilation / air conditioning (water-air heat exchanger)
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l Introduction of the Vito E-Cell
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B
Battery system
Information on safe handling . . . . . . . . 26 Notes on battery management . . . . . . . . 26 Working requirements . . . . . . . . . . . 25
High-voltage distributor module . . . . . . High-voltage energy system . . . . . . . . Human-Machine Interface . . . . . . . . .
27 27 17
I
Innovations . . . . . . . . . . . . . . . . 7 Instrument cluster . . . . . . . . . . . . 13 Interlock . . . . . . . . . . . . . . . . 19
C
Charge detection . . . . . . . . . Charger feed socket . . . . . . . Charging cable . . . . . . . . . . Charging diagram . . . . . . . . Charging mode control unit (SCCU) . Charging mode control units 1 and 2 Charging system . . . . . . . . .
. . . . . 30 . . . . . 29 . . . . . 30 . . . . . 32 . . . . . 30 . . . . . 31 . . . . . 28
M
Maintenance concept . . . . . . . . . . . Maintenance interval . . . . . . . . . . . Maintenance interval display . . . . . . . .
10 10 10
D
DC/AC converter control unit DC/DC converter control unit Diagnosis . . . . . . . . . Dimensions and weights . .
. . . . . . . . 31 . . . . . . . . 21 . . . . . . . . 33 ........8
O
On-board electrical system
........ 18
P
Performance . . . . . . . . . . . . . . . . 8 Power disconnect . . . . . . . . . . . . 27 PTC heater booster . . . . . . . . . . . . 15
E
Electric drive control units 1 and 2 . . Electric motor . . . . . . . . . . . Electric vehicle CAN . . . . . . . . Electrohydraulic power steering pump Engine CAN . . . . . . . . . . . .
. . . . 31 . . . . 12 . . . . 32 . . . . 34 . . . . 32
R
Regenerative braking . . . . . . . . . . .
14
T
Towing . . . . . . . . . . . . . . . . . Transmission . . . . . . . . . . . . . .
10 12
H
High-voltage components
Check after an accident . . . . . . . . . . 25 Markings . . . . . . . . . . . . . . . . 18 Wiring harness check . . . . . . . . . . . 25
Introduction of the Vito E-Cell l
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