Model Series 639 2010 - 09 - 002 - 003 - en

Introduction of the Vito E-Cell 2011
Model Series 639

Introduction into Service Manual
Daimler AG, GSP/OI, HPC R 822, D-70546 Stuttgart

Order No. 6517125502 Printed in Germany 10/10
This printout will not be recorded by the update service. Status: 03 / 2011
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
Information and copyright

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You can also find comprehensive information on our complete product portfolio in our internet portal.
Link:
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If you have any questions or suggestions concerning this product, please write
to us.
E-mail:
Fax:
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+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:
N00.00-3363-00
Order no. of this publication:
6517 1255 02 HLI 000 000 01 33
03/2011
Contents
Preface
Overall vehicle
Vehicle concept
Innovations
Technical data
Maintenance
10
Electric drive system

11
12
Body
Instrument cluster
13
Brake system
14
Cooling/heating systems
15
Human-Machine Interface
17
Electrical system
On-board electrical system/power supply
18
Interlock/crash behavior
19
DC/DC converter control unit
21
Battery system
22
High-voltage energy system
25
27
Charging system
28
Introduction of the Vito E-Cell l

Contents
Overall network
32
Diagnosis
33
Electrohydraulic power steering pump/servo pump
34
Special tools
Special tools
35
List of abbreviations
36
l Introduction of the Vito E-Cell

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.
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.
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.
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)

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.
N00.00-3362-00
Vito E-Cell
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.
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!

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.
Overall vehicle
Innovations
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

Overall vehicle
Technical data
Unit
Vito E-Cell
Performance
Maximum speed per
owner's manual
km/h
89
6.5
Range as per NEDC
km
miles
130
80
CO2 emissions
g/km
Acceleration per owner's manual

0-60 km/h
Dimensions and weights
Curb weight (as per DIN/EPA)
kg
2150
Permissible gross vehicle weight
kg
3050
Maximum payload
kg
900

Unit
Vito E-Cell
Battery system
Type
Lithium-ion battery
Rated voltage
360
Total capacity
kWh
36
Capacity for driving operation
kWh
32.4
Weight
kg
550
Charging time at charging station

(0-100%)
approx. 6 hours
Charging time at household power socket

(0-100%)
approx. 12 hours
Type
Permanent magnet motor
Rated voltage
240-403
Continuous output/peak
kW
60/70
Torque
Nm
280
Overall vehicle
Technical data
Electric motor
Power transmission
Drive
Front-wheel drive
Transmission (1-speed)
1-speed
forward/reverse

Overall vehicle
Maintenance
Maintenance concept
Maintenance interval
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.
The specified maintenance interval for the Vito E-Cell

is as follows:
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
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.
Additional operations every 2 years:

Replace desiccant bags in battery system
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.
10

N08.00-2021-00

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
The arrow indicates the direction of travel

11

Electric motor
Transmission
The electric motor (EM) converts electrical energy into

mechanical energy and vice versa.
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.
N08.10-2001-00
Electric motor with DC/AC converter control unit

(N24)
12
Transmission

N26.10-2083-00
Body
Instrument cluster
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
N54.32-2779-00
Instrument cluster
1
2
Multifunction display
Power display
3
A1
Charge indicator
Instrument cluster

13
Body
Brake system
General
Regenerative braking
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.
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.
N43.05-2007-00
Vacuum pump
M90/1 Vacuum pump
14

PTC heater booster
The electric vehicle cooling circuit is divided into:
The PTC heater booster is a water heater which runs

on high DC voltage to heat the passenger compartment.
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)
Body
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
N83.20-2283-00
14
15
16
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

15
Body
N20.10-2048-00
Cooling and heating
16
10
11
14
15
16
22
High-voltage battery cooler

Low-temperature cooler
Expansion reservoir
HV electrical connection
LV electrical connection
Heater heat exchanger
D
E
F
G
H
I
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
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
Charging mode control units 1 and 2

Body
Human-Machine Interface (HMI)
The HMI represents the interface between driver and
vehicle.
The driver receives acoustic and visual feedback via

the HMI about:
The HMI includes the following main elements:
Accelerator pedal position

Selector lever position
Current charge level (state of charge (SOC)) of
battery system
Ignition lock
Accelerator pedal
Brake pedal
Selector lever
Instrument cluster
Charge socket and indicator lamps
as well as warning signals such as:

Limited drive power
Reduced regenerative braking performance
Various messages from the brake system

17
Electrical system
On-board electrical system/power supply

On-board electrical system
High-voltage system markings
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.
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.
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.
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
18

P08.00-2008-00
Interlock
Crash behavior
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.
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:
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)
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).
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.
Electrical system
Stage 1 or stage 2 is activated depending on the

severity of the collision.
It is not possible to restart the vehicle with an open

interlock circuit.

19
Electrical system
Interlock layout
N54.18-2105-00
Interlock
A
B
C
20
Interlock input
Interlock output
High-voltage connection
G1/3
N24
N33/9
N116
Battery system
PTC heater booster


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.
N54.10-2278-00

1
2
Coolant connection
Electrical system
3
N83/1 DC/DC converter control unit

21
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.
N54.10-2279-00
Battery system
22

N54.10-2275-00
Connections on the battery system

15
16
Electrical system
Battery system
37
G1/3
Battery cooling connections

Battery system

23
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.
24

Working requirements
Evaluation of high-voltage components
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.
Wiring harness check:
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:
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.
Electrical system
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
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

25
Electrical 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.
26

Power disconnect
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.
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 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.
N08.20-2004-00
Electrical 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).
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

27
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:
85 to 275 V (45-65 Hz) AC voltage
Output:
250 V to 421 V DC voltage
Total power:
6.12 kW
Charge duration:
1-phase up to 12 hours (0-100% SOC) at +25 C

2-phase up to 6 hours (0-100% SOC) at +25 C
28

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:
Light
signal
Meaning
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.
Electrical system
Charging system
Action
required
Steady
WHITE
Plug connected; not

locked
Steady
ORANGE
Charging cable
plugged in correctly;
charging not started
Charging paused to
optimize battery
charge
Flashing
ORANGE
Fault present
Contact relevant service

outlet
Pulsing
GREEN
Charging active
Off
Charging cable not

plugged in or charging
complete
Charger feed socket
N54.10-2280-00

29
Electrical system
Charging system
Charging mode control unit (SCCU)
Charging cable
The charging mode control unit (SCCU) (N83/4)

(SCCU = Smart Charge Communication Unit), which is
installed as standard, permits "intelligent" charging.
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.
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).
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
Charge detection
Charging cable
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.
N54.10-2286-00
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.
30

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)

Master and booster unit for optimal
battery system charging at different domestic sockets
(1 or 2-phase).
Electrical system
Charging system

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.

1
2
3
4
N08-.20-2001-00
Cooling connection
Charger feed socket connection (X58/24)

31
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.
HV
N83/2
HV
N83/2
HV
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.
HV
CAN V
N116
G1/3s1
N3/16
LV
HV
N24
N83/4
X58/24
G1
N33/9
G1/3n1
HV
N83/1
G1/3
N3/17
CAN C
A1
N00.19-2081-00
Charging diagram
4
HV
LV
A1
CAN C
CAN V
G1
G1/3
G1/3n1
G1/3s1
32
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
PTC heater booster
Charging mode control unit (SCCU)
Charging cable feed socket

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:
Electrical system
Diagnosis
- 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.

33
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.
N46.30-2029-00

20
21
34
Electrical connections
Feed from hydraulic fluid reservoir
M23/3 Electrohydraulic power steering pump

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
Special tools
Special tools
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

35
List of abbreviations
AC
HVAC
Alternating current
Heating / ventilation / air conditioning

(water-air heat exchanger)
BMU
Battery management unit
HVDU
High voltage distribution unit
(high-voltage distributor module)
DC
Direct current
LV
EM
Low voltage
Electric motor
OBC
ESS
On-board charger
Energy storage system

(battery system)
SOC
State of charge
HMI
VCU
Vehicle control unit
HV
High voltage
36

B
Battery system
Information on safe handling . . . . . . . . 26
Notes on battery management . . . . . . . . 26
Working requirements . . . . . . . . . . . 25
C
Charge detection . . . . . . . . .
Charger feed socket . . . . . . .
Charging cable . . . . . . . . . .
Charging diagram . . . . . . . .
Charging mode control unit (SCCU) .
Charging system . . . . . . . . .
. . . . . 30
. . . . . 29
. . . . . 30
. . . . . 32
. . . . . 30
. . . . . 31
. . . . . 28
High-voltage distributor module . . . . . .

High-voltage energy system . . . . . . . .
Human-Machine Interface . . . . . . . . .
27
27
17
I
Innovations . . . . . . . . . . . . . . . . 7
Instrument cluster . . . . . . . . . . . . 13
Interlock . . . . . . . . . . . . . . . . 19
M
Maintenance concept . . . . . . . . . . .
Maintenance interval . . . . . . . . . . .
Maintenance interval display . . . . . . . .
10
10
10
D
Diagnosis . . . . . . . . .
Dimensions and weights . .
. . . . . . . . 31
. . . . . . . . 21
. . . . . . . . 33
. . . . . . . . 8
E
Electric drive control units 1 and 2 . .
Electric motor . . . . . . . . . . .
Electric vehicle CAN . . . . . . . .
Engine CAN . . . . . . . . . . . .
. . . . 31
. . . . 12
On-board electrical system
. . . . . . . .
18
P
Performance . . . . . . . . . . . . . . . . 8
Power disconnect . . . . . . . . . . . . 27
PTC heater booster . . . . . . . . . . . . 15
R
Regenerative braking . . . . . . . . . . .
14
. . . . 32
. . . . 34
. . . . 32
Towing . . . . . . . . . . . . . . . . .
Transmission . . . . . . . . . . . . . .
10
12
High-voltage components
Check after an accident . . . . . . . . . . 25
Markings . . . . . . . . . . . . . . . . 18
Wiring harness check . . . . . . . . . . . 25

37

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Introduction of the Vito E-Cell 2011

Model Series 639

Daimler AG, GSP/OI, HPC R 822, D-70546 Stuttgart

Introduction of the Vito E-Cell

Daimler AG Technical Information and Workshop Equipment (GSP/OI) D-70546 Stuttgart

Information and copyright

Order no. of this publication:

6517 1255 02 HLI 000 000 01 33

Electric drive system

Electric drive system

DC/DC converter control unit

High-voltage energy system

High-voltage energy system

Introduction of the Vito E-Cell l

Electrohydraulic power steering pump/servo pump

l Introduction of the Vito E-Cell

This Introduction into Service Manual is not intended

Introduction of the Vito E-Cell l

The Vito E-Cell can be charged via a charging station

l Introduction of the Vito E-Cell

Due to the output characteristics of the electric motor,

The highly-efficient lithium-ion battery is housed

Introduction of the Vito E-Cell l

Range as per NEDC

Acceleration per owner's manual

Dimensions and weights

Curb weight (as per DIN/EPA)

Permissible gross vehicle weight

l Introduction of the Vito E-Cell

Capacity for driving operation

Charging time at charging station

Charging time at household power socket

Permanent magnet motor

Introduction of the Vito E-Cell l

The maintenance concept mainly differs in terms of

The specified maintenance interval for the Vito E-Cell

Additional operations every 2 years:

Maintenance interval display

l Introduction of the Vito E-Cell

Electric drive system

Electric drive system

Electric drive system

Electric drive system

DC/AC converter control unit (N24)

Electric motor (M5)

The arrow indicates the direction of travel

Introduction of the Vito E-Cell l

Electric drive system

Electric drive system

The electric motor (EM) converts electrical energy into

The Vito E-Cell features a transmission with a fixed

Electric motor with DC/AC converter control unit

l Introduction of the Vito E-Cell

The display instruments include:

Introduction of the Vito E-Cell l

The brake system is largely the same as the brake

The electric motor operates in generator mode during

l Introduction of the Vito E-Cell

PTC heater booster

The electric vehicle cooling circuit is divided into:

The PTC heater booster is a water heater which runs

Low-temperature cooling circuit:

The two cooling circuits are monitored by the electric