VW Hybrid Battery Packs

Information on reusing VW Golf/Passat GTE hybrid battery Packs.

Specification Overview

Passat GTE

The 9.9 KWH Passat GTE battery pack contains 96S 28AH Samsung cells arranged in to 4 modules of 24S with a liquid cooled heatsink down the middle.

Note: Battery capacity has been increased to 13kwhr in circa 2019 (assumed to be 37ah cells).

Golf GTE

The Golf GTE battery pack has a plastic top cover, containing 8.7 KWH Panasonic cells arranged in to 4 modules of 24S with a liquid cooled heatsink down the middle.

The external signals are via a 14 pin connector (Sumitomo 6189-7103)

Pin	Colour	Notes
1	Orange & Black	CAN H - Power Train
2	Orange & Brown	CAN L - Power Train
3	Blue	Airbag Control Module
4	Purple & Yellow	Pilot line (In)
5	Purple & Yellow	Coolant Value
6	Red & Grey	12v 30 amp
7	Green	Coolant Pump
8	Black & Green	12v (IGN)	Fuse 49 on fuse holder C
9	Brown	Earth
10	Red & Grey	12v 30amp Fuse
11	Black & Green	Pilot Line (out)	connects to the HV connector interconnect, then BMS master, then Pilot In, there should be 150ohm resistor instead of the other components
12	Black	Airbag Control Module
13	Orange & Grey	CAN H - Hybrid
14	Orange & Brown	CAN L - Hybrid

E-Golf

The 35.8kWh e-Golf pack is 88s3p, 111ah (37ah per cell) at 323v nominal with cells manufactured by Samsung SDI in contrast to the previous iteration of e-Golf that used Panasonic cells. The pack uses 17 blocks that look the same as GTE blocks however they are 4s3p vs 12s1p, in addition there are also 10 half sized blocks (2s3p) used in the make up to better fill up the transmission tunnel when the pack is bolted up to the under side of the vehicle. An extra complication over the GTEs is that rather than having a slave node in every block there are 8x 4s blocks containing slave boards while the other 19x blocks just contain cell taps and temperature sensors.

In Volkswagen terminology the cell tap blocks are called 'slave modules', the slave node blocks are called 'master modules' and the BMS master consists of unit J840 - Battery Regulation Control Unit and unit J497 Module Monitor Control Unit. Just to really confuse everyone...

Recomended reading - VAG SSP 586 - Volkswagens Self Study Program for the e-Crafter. The e-Crafter uses the 35.8kWh e-Golf battery pack while the actual SSP for the e-Golf (VAG SSP 530) still refers to 21.2kWh Panasonic pack.

Pin	Colour	Connected to external to pack	Connected to internal to pack
T20q/1	sw/bl	PIOLT LINE must form a circuit with T20q/14 (J840 T32j/5)	HV connector contacts – J840 T32j/21
T20q/2	gn	Maintenance plug for high voltage system, 12v+ when connected	Junction – J840 T32j/32 + J497 T18c/1,T18c/2
T20q/3	ge	15a Ignition Live Power	Junction – J840 T32j/14 + J497 T18c/6
T20q/4	ge/rt	Drivetrain CAN-bus High (diagnostic connection)	J840 T32j/3
T20q/5	ge/br	Drivetrain CAN-bus Low (diagnostic connection)	J840 T32j/4
T20q/6	bl/rt	Airbag control unit – SIG+	J840 T32j/13
T20q/7	bl/ge	Airbag control unit – SIG-	J840 T32j/29
T20q/8
T20q/9	br	Earth	Junction - J840 T32j/16,/30 + J497 T18c/8,/9,/18 + J1068 T10/1
T20q/10	or/sw	Hybrid CAN-bus High	J840 T32j/18
T20q/11	or/br	Hybrid CAN-bus Low	J840 T32j/19
T20q/12	rt	30a Permanent Live	Junction - J840 T32j/17 + J497 T18c/10
T20q/13
T20q/14	sw/gn	PIOLT LINE must form a circuit with T20q/1 (J840 T32j/21)	J840 T32j/5
T20q/15
T20q/16
T20q/17
T20q/18
T20q/19
T20q/20

Disassembly

I Can Not understate the importance of Insulation when dealing With High Voltages, Both of your tools and yourself of course! Also ensuring that we do everything to prevent a Short Circuit.

All Metal tools were covered in Tape And/Or Heat Shrink so that in the event of a drop there would not be a dangerous short circuit, and also as an added layer of insulation from the battery to myself!

I only ever toughed the HV contacts when I absolutely had to, no point taking chances!

Useful/Tools used:

1. Torx & Socket Drive Set (insulated with shrink wrap/tape)
2. Electric Screwdriver
3. Magnet on a stick (Covered in tape of course)
4. Insulation Tape & Duct Tape
5. Gloves … I used nitrile gloves, Electrician’s gloves & some garden gloves so I didn’t tear the electrical gloves.
6. Electrical screwdrivers & a normal screwdrivers covered in insulation tape.
7. Voltmeter
8. Insulated shoes
9. Nylon straps the battery came tied to the pallet.
10. Emergency help on hand in case of electrocution (including gloves for them & I attached one of the nylon straps to myself so I could be pulled away)
11. Work in the dry obviously

After Undoing all of the torx bolt on the top the cover can be removed … look at those precision straps to hold the modules down.

At this point after prodding about underneath the foam and looking down the sides I need access to the bottom to unbolt the modules, find that un-loved screwdriver (covered in paint in my case on top of my daughter’s rabbit hutch) and use gentle persuasion to remove the rubber plugs to get access to the torx bolts and remove them. Be very careful this thing is damn heavy you don’t wan this to land on your toes or any part of your body

Now back to the top side … remove all the foam, disconnect all of the cables you can (I could not remove the module bms plugs). Happily my module sat at 355 volts (88.8v per module) so not too low at about 3.7v per cell!

I then started tackling all of the bolts holding down the modules in the middle, however then came the ones that were under the Contactor box.

The scary bit where I disconnected the HV connections from the Contactor box thing, immediately covering with insulation tape, first negative, positive, then I tackled the mid pack connection (not shown in this photo). Then I removed all of the connections from the contactor box to allow it the removed to allow access to the torx bolts obstructed by it.

Now back to the top side … remove all the foam, disconnect all of the cables you can (I could not remove the module bms plugs). Happily my module sat at 355 volts (88.8v per module) so not too low at about 3.7v per cell!

I then started tackling all of the bolts holding down the modules in the middle, however then came the ones that were under the Contactor box.

The scary bit where I disconnected the HV connections from the Contactor box thing, immediately covering with insulation tape, first negative, positive, then I tackled the mid pack connection (not shown in this photo). Then I removed all of the connections from the contactor box to allow it the removed to allow access to the torx bolts obstructed by it.

Golf GTE

The same safety advice as above applies, these packs are over 350V DC, this can be LEATHAL. DO NOT BE COMPLACENT.

The Golf GTE pack is a heafty aluminium box with a plastic lid. The lid is covered in a very thin aluminium layer. I found it quite a task to break in, there's a lot of silicone around the perimeter. I used a mixture of breaking the cover and levering it up as much as possible and cutting the silicone.

Under the plastic is a blanket covering the modules. The goodies are underneath.

The next task I did was to remove the main leads from the battery pack to the contactor box. These just lift up to disconnect, they are pretty well insulated but take no chances, they are direct to the modules, always live. With both of these removed you can begin un bolting the contactor box.

Main terminal

E-Golf

The same safety advice as above applies, these packs are over 350V DC, this can be LEATHAL. DO NOT BE COMPLACENT. In addition the e-Golf has a capacitor across positive and negative inside the contactor box ENSURE THIS IS DRAINED using an appropriate resistor.

The e-Golf has a steel base plate that the modules are bolted to and a fiber glass top cover that is held down with a handful of fixings and a lot of very tough mastic. Using a craft knife with a retractable blade you can set the depth to avoid cutting into anything beyond the mastic.

Sealant cut, top ready for removal.

The bolts surrounding the HV and LV connector plate at the front have to be removed and also the HV connector plate at the rear that connects to the DC rapid charge before the top cover can be removed.

Cover removed ready for module disconection.

Veiwed from the other side.

20 pin low voltage connector and HV connector.

As there is no HV service disconnect and all of the battery connections are well torqued TX bolts, breaking the pack down to a safe working voltage is a serious undertaking. Once again there is a capacitor across main battery positive and negative THIS MUST BE DISHCHARGED SAFELY, IT ALONE IS LEATHAL.

BMS

The BMS slaves on the modules can be re-used using SimpBMS running on a Teensy Microcontroller.

https://github.com/Tom-evnut/SimpBMS

https://github.com/Tom-evnut/VW-bms

Each half-module will need connecting to the can bus for SimpBMS, top right as you are looking at it is pin 1 - GND, move down and skip one pin to 3 - Enable (12V), move down again and skip one to pin 5 - 12v. Top left is pin 6 CAN HIGH, and the one under it is pin 7 CAN LOW.

Connector is: TE Connectivity 1-1670990-1, search ali-express for 6R0 972 930 looks to be the same

Terminals are:

• 
• 

The BMS has to send a CAN Frame with 0x0BA to request the module data.

ID	Data
0x0BA	0x00 0x00 0x00 0x00 0x00 0x00 0x00 0x00
0x0BA	0x45 0x01 0x28 0x00 0x00 0x00 0x00 0x30

With a little experimentation the 0x00 0x00 0x00 0x00 0x00 0x00 0x00 0x00 is not required to get the cell voltages, a message with just 0x00 0x00 0x00 0x00 0x00 0x00 0x00 0x10 seems to be sufficient. So it seems bit 4 of the 8th byte is a flag to send voltages.

The Modules will respond by sending out frames with the IDS 0x1CC to 0x1D4

There's a DBC file https://github.com/jamiejones85/DBC-files/blob/master/VW-GTE-HV-Battery.dbc for use with SavvyCan

Battery Modules

Passat GTE

The Battery Module weighs 23.4 Kg, (Add module dimensions), There is a BMS connector (TE 1-1670990-1) on both sides of the the module.

Module Weight

BMS Board

Golf GTE

Each module consists of 2 rows of 12 cells, with a liquid cooling plate between then. Each block of 12 cells is 1086Wh, so each module is 2172Wh.

Roughly 240mm wide, 440mm in length and 150mm in height, each module weights []. One side has a mounting bracket close to the base, the other has one towards the top.

Module Label

Lower Mounting bracket	Higher mounting bracket
BMS slave Board
BMS Master Top	BMS Master Bottom

E-Golf

• 

  Part 1

• 

  Part 2

The e-Golf slave board has the same 10 pin connector, seen on the right, as the GTE but there is a further 10 pin connector (cell taps from the cell tap blocks) and an 8 pin connector (temperature sensors from the cell tap blocks) on the left.

Cooling

The Battery Cells are cooled by a liquid cold plate in the middle of the module, the outside diameter of the metal pipe connector is 8.0mm

Battery Module cooling connectors

Original Pipework Connector

Contactors/Pre-Charge

Passat GTE

The Control box contains

• PEC 300A 450VDC fuse
• 2 x Contactors (Data Matrix Code '#3Q0915646B ###100117*288 LS301CRFIFO*=', Non Economiser Type Current Draw 0.556A@12.8V)
• 1 x Pre-Charge Relay (Data Matrix Code '#3Q0915646A ###281116*288 LS301HGC9KB*=')
• 1 x Pre-Charge Resistor (Resistance TBC)
• 1 x Current Shunt (Data Matrix Code:p88970180259, Rating TBC)
• 1 x Contactor Control Board

Contactor Box	HV Contactor	Pre Charge Relay	pre charge resistor
	Fuse	Shunt	Control Board

Reusing with Open Inverter controlling the contactors and relay directly should be as simple as supplying 12v and switching the ground as required.

The control board has the following connector(s)

Control board Interface Connector
TE 1-963539-1

The pinout is as follows:

Pin	Function	Wire Colour	Notes
1	+12v	Green	Live when service plug installed
2	+12v	Green	Live when service plug installed
3
4	COMs	Black/Grey	COM line to J840 (maybe LIN?)
5
6	GND	Brown	GND to battery casing
7
8	GND	Brown/Red	Vehicle GND
9	GND	Brown/Red	Vehicle GND
10	+12V	Red	KL30 (permenant live)
11
12
13
14	CANH	Orange/Blue	120 OHM, internal to pack only
15	CANL	Orange/Brown	120 OHM, internal to pack only
16	+12V	Yellow	KL15 (ignition live)
17
18	GND	Brown/Red	Vehicle GND

Pins 1, 2 (green), 16 (yellow) & 10 (red) are required for can bus to output

Can output ...

CAN ID	Function	Notes
000000BB	Shunt, Bytes 1 & 2 (16bit signed integer)	Multiply by 0.00625 to get amps
18FED007
0000015B
18FED008
18FED009	Bytes 0 & 1 (16bit integer)	Possible Candidate Voltage @ Fuse
18FED00A
18FED003
18FED004
1A55545F
16A95419
18FED006
18FED002
18FED005

Early DBC file only reads Shunt Current https://drive.google.com/file/d/1iG0pXk8BdoYc2XFG5V1_bZaf9pgPySye/view?usp=sharing

sample Saavycan capture with 5amps load https://drive.google.com/file/d/1zqkIfVTC2r4Nmz_XZJmQcCdNYnU14yxu/view?usp=sharing

BMS Control Module

(This is not needed when used with SIMPBMS, but may provide a source of can information for controlling the contactor board)

BMS Control Module

BMS MASTER PCB

6 Twisted Pairs (12)

CAN ID'S outputted on Control Board CAN Line

CAN ID	Function	Notes
000000BA	Module Wake up
1BFFDA1A
1BFFDA19
1A55540A
1A55540B
1A55540C
1A55540D
1A555410
1A555411
1A555412
1A555413
1A555414
1A555415
1A555416
1A555417
1A555418
1A555419
1A55541E
1A55541F

sample Saavycan capture from BMS Master (with nothing else connected):

https://drive.google.com/file/d/1EChKUwvZnYf_ncV8dCkwt0RWIQ2EQWO8/view?usp=sharing

High Voltage Connector

The External High Voltage connector is believed to be at TE 2141227-2 (https://www.te.com/global-en/product-2141227-2.html)

A compatible version has been found https://www.aliexpress.com/item/1005003639011124.html?spm=a2g0o.order_list.0.0.56cb1802CCwIg8 (Type ST516000)

Golf GTE

The control box contains a

• PEC 250A 450VDC fuse
• 2 x Panasonic AEV14012 M28 contactors https://docs.rs-online.com/6251/0900766b80e1fbed.pdf, yazaki 7283-1020 is the connector (would recommend a better contactor, I've welded one of these closed pretty easily)
• pre-charge relay and resistor,
• Current shunt.

Golf GTE Fuse	Main Control Box	Pre-charge relay
Contactor	Amphenol Radsoc 8mm PN: N 02 080 6121 002 (unconfirmed)

Reusing with Open Inverter controlling the contactors and relay directly should be as simple as supplying 12v and switching the ground as required.

The main control board has 2 connectors, one end looks to be high voltage and the other has the external connections and precharge/contactor controls.

Pin	Function	Wire Colour	Additional
1	Connects to battery case	Black	Ring terminal on the end, maybe for isolation test? Seems to output 5v.
2	Gnd	Black
3	N/C
4	CAN H	White	125ohm resistance between them. IC501 - TJA1042 https://www.nxp.com/docs/en/data-sheet/TJA1042.pdf
5	CAN L	Black
6-9	N/C
10	12v	Red	12V input.
11	12v	Red	12V input. When supplied, IC204 begins outputting 5V
12	12v ignition	White	Looks to be ignition 12v
13	N/C
14	12v	White	Enables the 12v to the contactors.
15-19	N/C
20	Pre charge relay switched gnd	Black	Q409 is responsible for switching this to ground.
21	Contactor switched gnd	Black	Q408 is responsible for switching this to ground.
22	Contactor switched gnd	Black	Q408 is responsible for switching this to ground.
23	12v for precharge relay	Yellow	Isolated from 12v supply, IC401
24	12v for contactor	Blue	Isolated from 12v supply, IC401
25	12v for contactor	Red	Isolated from 12v supply, IC401
26	N/C

High voltage side has a LTC1391 (https://www.analog.com/en/products/ltc1391.html) 12bit ADC, at a guess relating to voltage and current measurements.

2 x UM5401 Quad-Channel Isolators with Integrated DC-to-DC Converter

2 x V216HC4 unknown

IC401 - Connects to pin 5 on the main processor, this appears to enable the 12v supply.

E-Golf

All the components here appear to be the same as the passat GTE, notable exceptions:

1x PEC 400A fuse

4x 3Q0915646B contactors (2x for CCS)

1x Pre-Charge Relay 3Q0915646A

1x Pre-Charge Resistor

1x Voltage based Shunt

1x Capacitor

1x BMS Master Module, J840

1x Contactor Control Board, J497

J497 Module Monitor Control Unit

Pin out for J497
Low voltage external connector	T18c/1	gn	Service Plug	KL30a when service plug inserted
	T18c/2	gn	Service Plug	KL30a when service plug inserted
	T18c/3
	T18c/4	sw	J840 Link	direct line to J840
	T18c/5
	T18c/6	br	GND	Ground of battery casing
	T18c/7
	T18c/8	br	GND	Vehicle Earth
	T18c/9	br	GND	Vehicle Earth
	T18c/10	rt	KL30a
	T18c/11
	T18c/12
	T18c/13	or/br	Hybrid CAN-l	CAN bus for cell modules
	T18c/14	or/bl	Hybrid CAN-h	CAN bus for cell modules
	T18c/15
	T18c/16	ge	KL15a	Ignition live
	T18c/17
	T18c/18	br	GND	Vehicle Earth
High voltage tap/sense lines	T12i/1a	ws/ge	HV- tap	HV- tap output side drive contactor
	T12i/2a	vi	HV- tap	HV- tap battery negative
	T12i/3a	ws	HV+ tap	HV+ tap input side precharge relay
	T12i/4a	rt/bl	HV+ tap	HV+ tap battery positive post fuse
	T12i/5a	gr	SIG	HV+ shunt high
	T12i/6a
	T12i/1b	gn	HV+ tap	HV+ tap output side drive contactor
	T12i/2b	ws/sw	HV- tap	HV- tap external side aux contactor
	T12i/3b	rt/sw	HV+ tap	HV+ tap battery positive
	T12i/4b	ws/bl	HV+ tap	HV+ tap external side aux contactor
	T12i/5b	gr/sw	SIG	HV+ shunt low
	T12i/6b
Low voltage contactor drive	T12j/1	br	GND	Coil – for Precharge Relay
	T12j/2	br	GND	Coil – for HV+ Drive contactor
	T12j/3	br	GND	Coil – for HV- Drive contactor
	T12j/4	br	GND	Coil – for HV+ Aux contactor
	T12j/5	br	GND	Coil – for HV- Aux contactor
	T12j/6
	T12j/7	sw	CTRL	Coil + for Precharge Relay
	T12j/8	ge	CTRL	Coil + for HV+ Drive contactor
	T12j/9	rt/ge	CTRL	Coil + for HV- Drive contactor
	T12j/10	gn	CTRL	Coil + for HV+ Aux contactor
	T12j/11
	T12j/12	gr	CTRL	Coil + for HV- Aux contactor
Battery Tap	T4bx/1
	T4bx/2
	T4bx/3	bl	Centre Tap	Centre cell tap from HV battery
	T4bx/4

J840 Battery Regulation Control Unit

J840 pin out
T32j/1	or/bl	Hybrid CAN-h	To cell modules and J497
T32j/2	or/br	Hybrid CAN-l	To cell modules and J497
T32j/3	ge/rt	Power CAN-h	To powertrain CAN bus
T32j/4	ge/br	Power CAN-l	To powertrain CAN bus
T32j/5	sw/gn	PIOLT	HV connection PIOLT line (must form circuit with T32j/21)
T32j/6
T32j/7
T32j/8
T32j/9
T32j/10	gr	Module KL30a	12v+ power to cell modules
T32j/11
T32j/12	gn/rt	Enable	Cell module enable power to first module
T32j/13	vi	SIG+	Battery isolation igniter
T32j/14	ge	KL15a	Ignition Live power
T32j/15	br	GND	31 Earth connection
T32j/16	br	GND	31 Earth connection (battery case)
T32j/17	rt	KL30a	Permenant live
T32j/18	or/sw	Hybrid CAN-h	To hybrid CAN bus
T32j/19	or/br	Hybrid CAN-l	To hybrid CAN bus
T32j/20	sw	J497 link	Direct line to J497
T32j/21	sw/bl	PIOLT	HV connection PIOLT line (must form circuit with T32j/5)
T32j/22
T32j/23
T32j/24
T32j/25
T32j/26
T32j/27
T32j/28	gn/bl	Enable Check	Enable signal return from last cell module
T32j/29	vi/sw	SIG-	Battery isolation igniter
T32j/30	br	GND	31 Earth connection (battery case)
T32j/31
T32j/32	gn	Service Plug	KL30a power through HV service disconnect

Using Multiple Packs

Note: This section is very very rough draft!!and needs a lot more work!

Currently NO Turn Key solutions exist for using more than 1 pack, however .... The items below have NEVER been tested and could only be described as experimental !!

• The next release of SIMP BMS (assuming to be V3) shall use a teensy 4 which will have 3 canbuses however this is in the early stages of development.
• It could be possible to use 2 sets of SIMPBMS however they would exist on 2 separate can buses, this would not to be easy task to implement.
• It could be possible to translate the CAN id's from the second pack by using a can in the middle and still use a single SIMPBMS however this has never been tested.

The can id's outputted from the modules are fixed, the ranges used are from 01B0 to 01CE (432-462).

If these CAN id's were translated (from the second pack) using a can in the middle device to id's to a range like 01D0 to 01EE (464-494) a single SIMPBMS could be used as there is an undocumented code allowing for extended id's within the VW SIMPBMS code.

Sample can id modifying code can be found in colin kidders git hub for the arduino due

https://github.com/collin80/due_can/tree/master/examples/CAN_TrafficModifier

Damian McGuire has created a can in the middle device

https://github.com/damienmaguire/CAN-BUS-Man-In-The-Middle

BMS code showing extended id's

https://github.com/Tom-evnut/VW-bms/blob/master/VWBMSV2/BMSModuleManager.cpp

Rough Draft of CAN ID translation concept, important note the reverse path needs adding.

There is a can id that simp bms sends out (00BA) that wakes up the modules, this needs to be passed through as is.

	Block Diagram can id translation (draft)