Service Traininges, in part or in w l purpos hole ercia , is n m ot p om c r erm o e t a itte riv du p or nl f e g nAG. Volkswagen AG d agen oes ksw not l o V gu y b ara d nte ise r o eo h t u ra a c s sility ab y li an pt cerrectness of i t to the co nform spec at i h re o n wit in t hisSelf-study Programme 529ht rig py Co t.The e-up! Running Gear and Power Transmission Design and Functionagen lksw Vo byAG.Prote cted bydo c um enc o p yri gh t. C op yiThe e-up! is the first electric vehicle from Volkswagen to be mass produced. It also has other new features such as the brake system with brake energy recovery, and the 1-gear gearbox 0CZ which forms one unit together with the three-phase current drive. The maximum input torque of the 1-gear gearbox 0CZ is 210 Nm and the gearbox is quieter over the entire motor speed range.G do agen The brake system with brake energy recovery has been developed especially for vehicles with es n three-phase current w ot g olks V y b araalternator drive. Under certain circumstances, the three-phase current ddrive can cause a deceleration whenuin e nte ris o 2 eo th . The power and control mode. This means the e-up! is capable of electrical deceleration of up to 3.5 m/s u ra a c s electronics for the electric drive supplies the energy sgenerated to the high-voltage battery.pe rm itte dAG. Volkswagen Aility ab y li an pt cees, in part or in w l purpos hole ercia , is n m ot comun lerrectness of i t to the co nform spec a t i h re o n in wit thi sr te o iva r rp fo g ndo c um enThe Self-study Programme describes the design and function of new developments. The contents will not be updated.For current testing, adjustment and repair instructions, refer to the relevant service literature.2ht rig py Co t.agen lksw Vo byAG.Prote cted by c o py rig ht . C op yis529_001Important NoteContentsIntroduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 An overview of the running gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4Running gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 The e-up! brake system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Electrical connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16Power transmission. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17 1-gear gearbox 0CZ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Gearbox mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Lubricant circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Selector lever E313 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Gear display. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Activating the ready-to-drive system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24AG. Volkswagen AG d agen oes ksw not l o gu yV b ara d e nte is r o th Test your knowledge . . . . . . . . . . . . . . .e o.r a. . u a c s s. . . . . . . . . . . . . . . . . . . . . . . . . . .25ility ab y li an pt cees, in part or in w l purpos hole ercia , is n m m ot p o c erm or e t a itte iv r du rp o nl f e ngrrectness of i t to the co nf o r m spec atio h re n in witthi sd o cu m enht rig py Co t.agen lksw Vo byAG.Prote cted by c o py rig ht . C op yi3IntroductionAn overview of the running gearThis overview explains the standard and optional running gear equipment for the e-up!. The e-up! is fitted with a standard running gear. Its new features are the electromechanical brake servo (eBKV) with a pressure accumulator made by Bosch, and the ESC/ABS made by TRW (EBC 460).AG. Volkswagen AG d agen oes ksw not l o gu yV b ara d e nte is r o eo th u ra a c s sility ab y li an pt cees, in part or in w l purpos hole ercia , is n m m ot p o c erm or e t a itte iv r du rp o nl f e ng•McPherson strut front suspensionrrectness of i t to the co nf o r m spec atio h re n in wit•Electromechanical brake servo (eBKV) with brake system pressure accumulatorthi sd o cu m en•ESC/ABS, made by TRW (Electronic Brake Control – EBC 460)•Front disc brakes4ht rig py Co t.agen lksw Vo byAG.Prote cted by c o py rig ht . C op yi•Electromechanical power steering C-EPS (Column Electric Power Steering) with integrated steering angle sensor made by TRWes n ksw models from Golf 2013 For the new vehicle the electronic stability programme (ESP) otonwards, Vol gu by ara d e n s will now be called Electronic Stability Control (ESC). ESC has the same functions as ESP. i te ores, in part or in w l purpos hole ercia , is n m m ot p o c erm or e t a itte iv r du rp o nl f e ngAG. Volkswagen AG d agen oth au s seo ra cility ab y li an pt cerrectness of i t to the co nf o r m spec atio h re n in wit•City Emergency Brake (optional) in Drive Pack Plus packagethi sd o cu m ens529_023s529_XXXFurther information can be found in Self-study Programme no. 500 “The up!”.ht rig py Co t.agen lksw Vo byAG.Prote cted byc o p yri gh t. C op yi•Torsion beam rear axle•Rear drum brakes5Running gearThe e-up! brake systemThe e-up! brake system consists of: • • • • • • Tandem brake master cylinder Wheel brakes Electromechanical brake servo ESC/ABS system Brake system pressure accumulator Three-phase current driveThe electromechanical brake servo increases the brake pedal force applied by the driver.ESC/ABS system Front wheel brake Rear wheel brakeThree-phase current drive and power and control electronics for electric driveAG. Volkswagen AG d agen oes ksw not l o gu yV b ara d e nte is r o eo h ut ra a c s sility ab y li an pt ceBrake system pressure accumulatores, in part or in w l purpos hole ercia , is n m ot compe rm itte dun lerrectness of i t to the co nform spec a t i h re o n in wit thi sFront wheel brakeElectromechanical brake servo (eBKV) Rear wheel brake Tandem brake master cylinders529_002r te o iva r rp fo g ndo c um enAG.6ht rig py Co t.agen lksw Vo byProte cted by c o py rig h t . Co py iThe brake system with braking energy recoveryThe brake system with braking energy recovery has been developed for vehicles with three-phase current drive. The three-phase current drive can cause deceleration when in alternator mode depending on the motor speed, the temperature of the high-voltage battery and the charge level of the high-voltage battery. These dependencies lead to fluctuating electrical decelerations and may require hydraulic compensation. Alternation between electrical and hydraulic deceleration is known as brake blending. . Volkswagen AG gen AG does swa k nto l This means the e-up! is capable of electrical deceleration of up 3.5 m/s2. The power and control electronics for ot g o yV ua b ran ed the electric drive supplies o the The brake system uses the tee ris energy generated to the high-voltage battery. h t or u deceleration potential sof the three-phase current drive when the driver brakes a a c in order to increase the range for s electric driving.ility ab y li an pt ceThe brake system with braking energy recovery consists of: • • • • • Electromechanical brake servo (eBKV) Tandem brake master cylinder Brake system pressure accumulator VX70 Three-phase current drive VX54 Power and control electronics for electric drive JX1es, in part or in w l purpos hole ercia , is n m ot p om c r erm o e t a itte riv du p or nl f e g nrrectness of i t to the co nform spec at i h re o n wit in t hisdo c um enBrake fluid reservoirht rig py Co t.Prote cted by c o py rig ht . C op yiElectromechanical brake servo (eBKV)Tandem brake master cylinderBrake system pressure accumulator VX70 Power and control electronics for electric drive JX1Three-phase current drive VX54 s529_045agen lksw Vo byAG.s529_0047Running gearElectromechanical brake servo (eBKV)An electromechanical brake servo (eBKV) increases the brake force. The advantages of the electromechanical brake servo in the e-up! are: • • • • • Vacuum-independent brake servo Brake blending function Rapid build-up in pressure High degree of accuracy in the setting of pressure Constant brake pedal characteristics/pedal powerDesignurposes, in part or in wh ole, cial p is n mer m ot p o c erm or e t a itte v i r d p• • • •un len AG. Volkswagen AG do es n wage s k l ot g o yV ua b rmotor an ed The electromechanical brake servo is installed in the s i tee compartment. It is connected to the brake system r o h t or electromechanical brake servo consists of: u pressure accumulator VX70 and the ESC/ABS system. The ac a ssility ab y li an pt ceBrake servo control unit J539 Motor/gearbox unit Push rod for electromechanical brake servo Tandem brake master cylinderrrectne s s o f i t to the co n form spec atio h re n wit i n thi sd o c um enBrake fluid reservoirMotor/gearbox unitr fo ngConnection for brake system pressure accumulator VX70 s529_006 Tandem brake master cylinder Brake servo control unit J5398ht rig py Co t.agen lksw Vo byAG.Prote cted byc o p yri gh t . C op yiPush rod for electromechanical brake servoFunctionThe driver actuates the brake pedal. The push rod transfers the pedal force and transmits it to the tandem brake master cylinder via the piston rod. The push rod is moved to the left by a specific value. This value is transmitted to the brake servo control unit J539 via the brake pedal position sender G100. At the same time, the electromechanical brake servo knows the motor position. This information comes from the engine (motor) position sender for brake servo G840, which is installed in the motor/gearbox unit. The brake servo control unit J539 in the electromechanical brake servo calculates the required increase in brake force from the information about the brake requirements of the driver and the motor position. At the same time, the reinforcing sleeve for the axially-driven pinion shafts is moved to the left, providing support for the brake force applied by the driver. The braking force is amplified 6 times by the electromechanical brake servo in the e-up!.Engine (motor) position senderAG. Volkswagen AG d for brake servo G840 agen Piston rod oes ksw not l o V gu y b ara d nte ise brake fluid Connections for r o eo h t u ra reservoirs a c s sMotor/gearbox unitUpper pinion shaftility ab y li an pt cees, in part or in w l purpos hole ercia , is n m ot p om c r erm o e t a itte riv du p or nl f e g nReinforcing sleeverrectness of i t to the co nform spec at i h re o n wit in t hisPush rod for electromechanical brake servo Brake pedal position sender G100 Lower pinion shaft Plug connection for brake pedal position sensor G100Connection for brake system pressure accumulator VX70 Tandem brake master cylinder Brake servo control unit J539do c um ens529_008The brake pedal position sender G100 in the electromechanical brake servo activates the brake light and the brake test signal.ht rig py Co t.agen lksw Vo byAG.Prote cted byc o p yri gh t. C op yi9Running gearBrake system pressure accumulator VX70The brake system pressure accumulator VX70 stores brake fluid as required and directs it back into the brake system. The aim is to reduce the brake pressure.DesignThe brake system pressure accumulator VX70 is directly connected to the tandem brake master cylinder. If the vehicle is decelerated using the three-phase current drive VX54 (alternator mode), the brake fluid that is not needed is stored in the brake system pressure accumulator VX70. olkswagen AG en AG. Vag ksw Vol y b ed ris o th audoes not gu ara nte eo ra Control unit cMotor in brake pressure accumulator for energy recovery V545es, in part or in w l purpos hole ercia , is n m ot p om c r erm o e t a itte riv du p or nl f e g nssility ab y li an pt cerrectness of i t to the co nform spec at i h re o n wit in t hisBrake line connection Brake fluid intake chamberWorm gearBleeder valve s529_010Pistonsdo c um enIf the brake servo control unit J539 recognises that the alternator deceleration is insufficient, the brake fluid is sent back to the brake system using pressure from the brake system pressure accumulator VX70. The signal is sent from the brake servo control unit J539 to the control unit of the brake system pressure accumulator VX70. If there is enough alternator deceleration provided, the brake pressure on the wheel brakes is reduced. This is done by the intake of brake fluid to the brake system pressure accumulator VX70. The piston is then pushed back by the motor in the brake pressure accumulator for energy recovery V545.10agen lksw Vo byThe brake blending function is carried out by the system components.ht rig py Co t.AG.Prote cted by c o py rig h t . Co py iFunctionBrake blendingLegal regulations require the automatic compensation of fluctuating electrical deceleration in the three-phase current drive. The change between the proportion of electric and hydraulic deceleration during braking is referred to as brake blending. The system criteria are for the braking forces and pedal travel to remain constant. It does not matter whether the deceleration is electric (from the three-phase current drive) or hydraulic (from the wheel brakes). The three-phase current drive can create braking torque on the drive axle of the vehicle when in alternator mode. This torque is dependent on the speed of the vehicle, the charge level and temperature of the high-voltage battery, and the speed and torque of the three-phase current drive. These dependencies lead to fluctuations in electrical deceleration, which must be hydraulically compensated regardless of the driver’s preferences. Regulation of the proportion of electrical braking to wheel braking is carried out automatically via the brake servo control unit J539 in the electromechanical brake servo.Example of brake blendingDeceleration [%g]es, in part or in w l purpos hole ercia , is n m m ot p o c erm or e t a itte iv r du rp o nl f e Speed [km/h] ngAG. Volkswagen AG d agen oes ksw n l o Vehicle speed ot gua yV b d ran e tee ris ho t or u ac a ssility ab y li an pt cerrectness of i t to the co nf o r m spec atio h re n in witPedal travelTime [s]s529_012KeyDeceleration requirement from brake pedal actuation Friction deceleration: hydraulic braking torque Regenerative deceleration: alternator braking torque of the three-phase current driveAG.Prote cted by c o py rig h t . Co py iThe sum of the friction and regenerative deceleration always produces the total deceleration requirement.thi sd o cu m enPedal travel: forces and paths at the brake pedal remain constantht rig py Co t.agen lksw Vo by11Running gearBrake blending1. Deceleration request The driver presses the brake pedal to decelerate the vehicle and bring it to a complete stop, if required. The driver’s request to brake is communicated by the brake servo control unit J539 using the brake pedal position.Hydraulic brake systemAG. Volkswagen AG d agen oes ksw not l o gu yV b ara d e nte is r o eo h Three-phase current drive ut ra a c s VX54 and s power andility ab y li an pt cees, in part or in w l purpos hole ercia , is n m ot p om c r erm o e t a itte riv du p or nl f e g ncontrol electronics for electric drive JX1rrectness of i t to the co nform spec at i h re o n wit in t hisBrake system pressure accumulator VX70 Vehicle speed Electromechanical brake servo (eBKV)s529_014Deceleration request by brake pedal actuation2. Friction decelerationThe driver’s request to decelerate increases pressure in the hydraulic brake system to reduce the speed of the vehicle.Hydraulic brake system, activeAG.ht rig py Co t.do c um enThree-phase current drive VX54 and power and control electronics for electric drive JX1Brake system pressure accumulator VX70 Vehicle speed reduces due to the hydraulic braking torqueElectromechanical brake servo (eBKV)12agen lksw Vo byProte cted by c o py rig h t . Co py is529_016 Deceleration request by brake pedal actuationes, in part or in w l purpos hole ercia , is n m m ot p o c erm or e t a itte iv r du rp o nl f e ngAG. Volkswagen AG d agen oes ksw not l o V gu y b ara d nte ise r o eo h t u ra a c s sility ab y li an pt ce3. Support from regenerative decelerationThe brake servo control unit J539 receives the information that the three-phase current drive VX54 can support the hydraulic brake system from the power and control electronics for electric drive JX1. This happens when the vehicle is travelling at high speed. Depending on the available alternator braking torque, the brake pressure is not increased or it is reduced. As the speed decreases, the alternator braking torque increases. The brake pressure on the wheels can then be reduced according to the alternator braking torque available. To do so, the brake system pressure accumulator VX70 takes in brake fluid and the pressure in the hydraulic brake system is reduced. This means it is possible for deceleration to take place solely using the alternator braking torque for a certain period of time.rrectness of i t to the co nf o r m spec atio h re n in witthi sd o cu m enHydraulic brake system, limited activityht rig py Co t.Control unitBrake system pressure accumulator VX70, takes in brake fluid Vehicle speed, which is reduced by the hydraulic and alternator braking torqueBrake servo control unit J539Support for the hydraulic brake system from the three-phase current drive depends on: • • • • • Vehicle speed Charge level of the high-voltage battery (a fully charged high-voltage battery cannot store any more energy) Temperature of the high-voltage battery Speed of the three-phase current drive Torque of the three-phase current driveagen lksw Vo byAG.Prote cted byThree-phase current drive VX54 and power and control electronics for electric drive JX1, supports hydraulic brake systemc o p yri gh t. C op yis529_018 Electromechanical brake servo (eBKV) Deceleration request by brake pedal actuation13Running gear4. Insufficient support from the three-phase current drive If the alternator braking torque decreases during deceleration, the brake servo control unit J539 sends a signal to the control unit for the brake system pressure accumulator VX70. The pressure accumulator then returns the stored brake fluid to the brake system and the pressure in the hydraulic brake system is increased. This occurs when the vehicle is braked and brought to a standstill. At a vehicle speed of under 10 km/h, the alternator torque is therefore reduced. The vehicle is now braked hydraulically.Hydraulic brake system, active Three-phase current drive VX54 and power and control electronics for electric drive JX1 are no longer able to support hydraulic brake systemun leAG. Volkswagen AG d agen oes ksw not l o V gu y b ara d nte ise r o eo h t u ra a c s sility ab y li an pt ceControl uniturposes, in part or in wh ole, cial p is n mer m ot p o c erm or e t a itte v i r d prrectne s s o f i t to the co n form spec atio h re n wit i n thi sd o c um enBrake system pressure accumulator VX70, releases brake fluid Vehicle speed is reduced by the hydraulic braking torques529_020 Deceleration request by brake pedal actuationElectromechanical brake servo (eBKV)Brake servo control unit J539r fo ng14ht rig py Co t.agen lksw Vo byAG.Prote cted byc o p yri gh t. C op yiThe ESC/ABS systemThe new ESC/ABS system made by TRW (Thompson Ramo Wooldridge, EBC 460) allows the brake pressure to be built up quickly and be sustained for a long time.ABS hydraulic pump V64ABS hydraulic unit N55ABS control unit J104s529_022E-MSRun leAG. Volkswagen AG d agen oes ksw not l o V gu y b ara d nte ise r o eo h E-HBV t u ra a c s sility ab y li an pt ceurposes, in part or in wh ole, cial p is n mer m ot p o c erm or e t a itte v i r d pElectric motor braking control (E-MSR) identifies any slip created at the drive wheels due to the braking effect of the motor. The energy recovery limit is an additional function of the electric motor braking control (E-MSR). It prevents the driving response from becoming unstable and potentially blocking the wheels in the event of energy recovery being too high. If necessary, electric motor braking is increased. This is the case for all friction values.The electric-hydraulic brake servo (E-HBV) increases the brake force by means of the ESC control unit if the electromechanical brake servo is unable to provide sufficient pressure, for example in the event of a failure.rrectne s s o f i t to the co n form spec atio h re n wit i n thi sd o c um enYou will find further information on the traction control systems in Self-study Programme no. 374, “Traction Control and Assist Systems”.r fo nght rig py Co t.agen lksw Vo byAG.Prote cted byc o p yri gh t. C op yi15Running gearElectrical connectionsAG. Volkswagen AG d agen oes ksw not l o gu yV b ara d e nte is r o eo th u ra a c s sility ab y li an pt ceurposes, in part or in wh ole, cial p is n mer m ot p o c erm or e t a itte v i r d pun lerrectne s s o f i t to the co n form spec atio h re n wit i n thi sd o c um enar fo ngKeya J104 J533 J539 V545 VX54 Private CAN data bus ABS control unit Data bus diagnostic interface Brake servo control unit Motor in brake pressure accumulator for energy recovery Three-phase current drive Powertrain CAN data bus Diagnostic CAN data bus CAN data bus wire16ht rig py Co t.agen lksw Vo byAG.Prote cted by c o py rig ht . C op yis529_024Power transmission1-gear gearbox 0CZAG. Volkswagen AG d agen oes ksw not l o gu yV b ara The e-up! is equipped with the 1-gear gearbox d e nte is r o The e o gearbox and the three-phase current drive th u ra a s form ca single unit. sility ab y li an pt ce0CZ. VX54es, in part or in w l purpos hole ercia , is n m m ot p o c erm or e t a itte iv r du rp o nl f e ngThe challenge during development was to construct a gearbox that is quieter over the entire motor speed range.rrectness of i t to the co nf o r m spec atio h re n in wits529_003thi sd o cu m enTechnical data Gearbox designation Number of gearsht rig py Co t.Prote cted by c o py rig ht . C op yi0CZTransmission levels Transmission ratiosMax. input torque Max. input motor speed Weight (with oil) Oil volume Drive shaftsagen lksw Vo by1 2 Level 1: 1.577 (Z1 = 26; Z2 = 41) Level 2: 5.176 (Z3 = 17; Z4 = 88) 210 Nm 12,000 rpm 16.3 kg 0.7 l (for part number see ETKA) Plugged connectionsAG.17Power transmissionGearbox mechanismThe drive shaft is connected to the rotor shaft of the three-phase current drive VX54 by means of splines. The turning rotor shaft powers the drive shaft. The force is transmitted to the output shaft via the gear wheel pair Z1-Z2. The gear wheel pair Z3-Z4 transmits the force from the output shaft to the final drive and from there to the wheels.Parking lockFinal drive gear Z4Differential Gearbox housings529_005 Rotor shaft Gear wheel Z2 and Z3Gear wheel Z1Parking lockes, in part or in w l purpos hole ercia , is n m ot p om c r erm o e t a itte riv du p or nl f e g nAG. Volkswagen AG d agen oes ksw not shaft l o Output gu yV b ara d Drive shaft e nte is r o eo h ut ra a c s sility ab y li an pt cerrectness of i t to the co nform spec at i h re o n wit in t hisThe parking lock features a fixed connection to the drive shaft. The parking lock mechanism is mounted and secured in the gearbox housing. A locking pawl prevents it from locking at high speed. At speeds under 5 km/h, the locking pawl continuously engages the parking lock gear. The buffer stop on the motor housing serves as the limit stop and noise insulation.Parking lock mechanismSelector shaft Buffer stopLocking pawls529_007 Parking lock gear Gear wheel Z1agen lksw Vo byht rig py Co t.do c um enDrive shaft18AG.Prote cted by c o py rig h t . Co py iThe lubrication circuit in the gearbox and motor housingThe rotating final drive has the same effect as a paddle wheel on a mill and sends the oil to the oil collector. From there, it drips through a borehole directly onto the two bearings of the drive and output shafts. The bearing for the final drive in the gearbox cover is supplied with lubricant directly by a cast channel. The oil collector features two boreholes on the motor housing side for the bearing for the drive shaft and the output shaft; they feed the oil directly onto the lubrication points. The bearing for the final drive in the motor housing is supplied with lubricant on this side via a drilled channel.urposes, in part or in wh ole, cial p is n mer m ot p o c erm or e t a itte v i r d pun leAG. Volkswagen AG d agen oes ksw not l o V final drive is maintained by the gu y The lubrication of the three bearings of the drive shaft, output shaft and use b ara of a d nte ise r special oil collector with three boreholes and two channels in the eo tho housing, on both the gearbox and the motor u ra a c s housing side. sLubricant circuitility ab y li an pt cerrectne s s o f i t to the co n form spec atio h re n wit i n thi sd o c um enDrive shafts529_009 Output shaftagen lksw Vo byOil collectorMotor housingAG.Prote cted byGearbox housinght rig py Co t.c o p yri gh t. C op yiDrill holesr fo ng19Power transmissionSelector lever E313es, in part or in w l purpos hole ercia , is n m ot p om c r erm o e t a itte riv du p or nl f e g nAG. Volkswagen AG d agen oes ksw not l o gu yV b ara d e nte is r o eo th u ra a c s sThe 1-gear gearbox 0CZ and the selector lever E313 are connected by a cable. This mechanical connection is used solely for actuating the parking lock and can be adjusted in the usual way. There are two selector lever cables of different lengths for left-hand and right-hand drive vehicles.rrectness of i t to the co nform spec at i h re o n wit in t hisility ab y li an pt ceThe usual gears were adopted from the automatic gearbox. • P = park • R = reverse • N = neutral • D = drive with “coasting” functionThe following gears are new: • D1, D2 and D3 = increasing braking torques in the energy recovery levels during the overrun phase. B = braking energy recovery, the highest level for energy recovery, also referred to as brake.do c um en•Selector leverConnection to parking lockCable support brackets529_026The individual energy recovery levels are selected by tapping to the left, to the right, (D1, D2, D3) or backwards (B). If the selector lever E313 is held to the right for longer than a second when in any of the energy recovery levels, the system switches back to gear D.20ht rig py Co t.agen lksw Vo byAG.Prote cted by c o py rig ht . C op yiDesignThe mechanical and electronic components of the selector lever are installed in the housing of the selector lever E313. In locking pin latch P/N, the selector lever lock solenoid N110 blocks the selector lever E313. If the selector lever E313 is in position P, the solenoid locks when not energised. In position N, however, the solenoid locks the selector lever when energised.Pull rodSelector lever locked in P switch F319 Emergency release actuation Selector lever detent Locking element Selector level n AG. Volkswagen AG do es n wage s k l ot g o electronics yV uurposes, in part or in wh ole, cial p is n mer m ot p o c erm or e t a itte v i r d pun leb ed ris o th au ssara nte eor acility ab y li an pt cerrectne s s o f i t to the co n form spec atio h re n wit i n thi sd o c um ens529_028s529_030 Selector lever lock solenoid N110Selector lever cableLocking pin latch for P and Nr fo nght rig py Co t.agen lksw Vo byAG.Prote cted byc o p yri gh t . C op yi21Power transmissionFunctionWhen the selector lever is moved to the front, back, left or right, a permanent magnet moves over the Hall sensors. The sensors register the position of the selector lever and send this information to the engine (motor) control unit J623. The Hall sensors in the yellow range register the longitudinal movement of the selector lever E313. The Hall sensors in the red range register the lateral movement of the selector lever E313. The lateral movement of the selector lever E313 is converted into an upwards and downwards movement of the permanent magnet for the selector lever electronics by means of a relay mechanism.es, in part or in w l purpos hole ercia , is n m m ot p o c erm or e t a itte iv r du rp o nl f e ngn AG. Volkswagen AG do es n wage s k l ot g o yV ua b ran ed s i tee r o h t or u ac a ssility ab y li an pt ces529_030rrectness of i t to the co nf o r m spec atio h re n in witRed rangeHall sensorsYellow ranges529_032Emergency release from position PN PIf the selector lever lock solenoid N110 fails, the selector lever can no longer be moved from the P position. If this happens, the following procedure is used for releasing the parking lock: partial removal of the selector lever cover enables access to the emergency release mechanism. The emergency release mechanism can be actuated using a standard screwdriver. The screwdriver must be levered back towards the rear of the car while the push button on the selector lever is pressed at the same time. The selector lever E313 can now be moved into position N.thi sd o cu m ens529_034s529_03622ht rig py Co t.agen lksw Vo byAG.Prote cted byc o p yri gh t . C op yiGear displayIf a vehicle deceleration of 1.3 m/s2 is exceeded during energy recovery when in the individual energy recovery levels (D1, D2, D3 and B), the brake lights are switched on. If the vehicle deceleration is less than 0.7 m/s2, the brake light is switched off again. The engine (motor) control unit J623 records the alternator braking torque of the vehicle and sends a signal to the onboard supply control unit J519. The brake lights are then switched on. Wheel blocking is prevented by the electric motor braking control.Deceleration during energy recovery without brake activationes, in part or in w l purpos hole ercia , is n m ot p om c r erm o e t a itte riv du p or nl f e g nlkswagen AG n AG. Vo does s529_038 Vehicle speed [km/h] wage s k not l o gu yV b ara ed nte ris eo ho Key t u ra a c ss Deceleration DDeceleration [m/s2]ility ab y li an pt ceDeceleration D1 Deceleration D2 Deceleration D3 Deceleration Brrectness of i t to the co nform spec at i h re o n wit in t hisActivation of the brake lights in overrun modeThe different energy recovery levels are displayed in the multi-function display in the dash panel insert. In addition to the energy recovery levels D1, D2 and D3, there is also energy recovery level B. In energy recovery level B, the drive train is subjected to an even greater braking torque than in energy recovery level 3 of gear D.do c um enht rig py Co t.agen lksw Vo byAG.Prote cted byc o p yri gh t . C op yis529_04023Power transmissionActivating the ready-to-drive systemThe following conditions must be met before the selector lever can be moved from position P.e-up! ready to driveBrake depressedurposes, in part or in wh ole, cial p is n mer m ot p o c erm or e t a itte v i r d pNo charge plug connectedun len AG d in dash panel insert AG. VolkswageDisplay agen oes ksw not l o V gu y b on Terminal 15 ara d nte ise r o eo h t u ra a c s sility ab y li an pt ceREADYrrectne s s o f i t to the co n form spec atio h re n wit i n thi sd o c um ens529_044r fo ngDisplay in dash panel insertagen lksw Vo byAG.Prote cted bye-up! in charge modeBattery is charging... Not possible to start the motor.s529_04224ht rig py Co t.Push button on selector lever pressedc o p yri gh t. C op yiTest your knowledgeWhich answers are correct? One or several of the given answers may be correct. 1. What are the advantages of the electromechanical brake servo in the e-up!?❒ ❒ ❒ ❒a) The brake pedal characteristics can be changed b) Vacuum-independent brake servo c) Variable characteristic amplification curve d) Rapid build-up in pressure2. Which of these depends on the braking torque in alternator mode?❒ ❒ ❒ ❒ ❒a) Speed of the three-phase current drive b) Vehicle speed c) Energy recovery level d) Battery temperature e) Speed of activating brake pedal❒ ❒ ❒ ❒ ❒a) LIN data bus line b) Diagnosis CAN data bus c) Powertrain CAN data bus d) Hybrid CAN data bus d) Convenience CAN data buses, in part or in w l purpos hole ercia , is n m ot compe rm itte dun le3. The electromechanical brake servo is CAN data bus line?AG. Volkswagen AG d agen oes ksw not l o gu yV b ara d e nte is r o th the data bus diagnostic interface by which e or connectedau to ac ssility ab y li an pt cerrectness of i t to the co nform spec a t i h re o n in wit thi sr te o iva r rp fo g ndo c um enht rig py Co t.agen lksw Vo byAG.Prote cted by c o py rig ht . C op yi25Test your knowledge4. Name the components in the following drawing:a)b)c)d)e)5. What is the cable on the 1-gear gearbox 0CZ needed for?❒ ❒ ❒a) For engaging the gears b) For engaging the parking lock c) For the differentialun leAG. Volkswagen AG d agen oes ksw not l o V gu y b ara d nte ise r o eo h t u ra a c s sility ab y li an pt ceurposes, in part or in wh ole, cial p is n mer m ot p o c erm or e t a itte v i r d prrectne s s o f i t to the co n form spec atio h re n wit i n thi sd o c um en6. How does the oil in the 1-gear gearbox 0CZ get to the shaft bearings?❒ ❒ ❒a) Via a basket and channels in the housing b) Via a filter and channels in the housingc) Via an oil collector and channels in the housingr fo ng26Solution: 1. b), d); 2. a), b), d); 3. c), 4. a) Three-phase current drive VX54 and power and control electronics for electric drive JX1, b) Control unit, c) Brake system pressure accumulator VX70, d) Brake servo control unit J539, e) Electromechanical brake servo (eBKV) P rotec AG. ted agen 5. b); 6. c) by lksw Vo byht rig py Co t.c o p yri gh t. C op yiAG. Volkswagen AG d agen oes ksw not l o gu yV b ara d e nte is r o eo h ut ra a c s sility ab y li an pt cerrectness of i t to the co nform spec a t i h re o n in wit thi sdo c um enht rig py Co t.agen lksw Vo byAG.Prote cted by c o py rig h t . Co py ir te o iva r rp fo g nes, in part or in w l purpos hole ercia , is n m ot compe rm itte dun leurposes, in part or in wh ole, cial p is n mer m ot p o c erm or e t a itte v i r d pun leAG. Volkswagen AG d agen oes ksw not l o gu yV b ara d e nte is r o eo th u ra a c s s529ility ab y li an pt cerrectne s s o f i t to the co n form spec atio h re n wit i n thi sd o c um enr fo ng© VOLKSWAGEN AG, Wolfsburg All rights and rights to make technical alterations reserved. 000.2812.86.20 Technical status Oct 2013 Volkswagen AG After Sales Qualification Service Training VSQ-2 Brieffach 1995 D-38436 Wolfsburg❀ This paper was manufactured from pulp that was bleached without the use of chlorine.ht rig py Co t.agen lksw Vo byAG.Prote cted by c o py rig ht . C op yi